s90mcc

S90MC-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.

This Project Guide is available on a CD ROM.

1st EditionOctober 1998

6 S 90 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 51-0.0

Engine type identification

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

MAN B&W Diesel A/S S90MC-C Project Guide

430 100 100 178 60 03

S90MC-CBore: 900 mmStroke: 3188 mm

Power and speed

L3

L4

L1

178 36 92-2.0

1.02

kWPower BHP

Layoutpoint

Enginespeed

Meaneffectivepressure

Number of cylinders

r/min bar 6 7

L1 76 19.0 2934039900

3423046550

L2 76 15.2 2352031920

2744037240

L3 57 19.0 2202029940

2569034930

L4 57 15.2 1764023940

2058027930

Fuel and lubricating oil consumption

Specific fuel oilconsumption

g/kWhg/BHPh

Lubricating oil consumption

At load Layout point 100% 80% System oil

Approximatekg/cyl. 24 hours

Cylinder oilg/kWhg/BHPh

L1167123

165121

151.1-1.6

0.8-1.2

L2160118

157116

L3167123

165121

L4160118

158116

Fig. 1.02: Power, speed and SFOC

Power

L2

Speed


402 000 100 178 61 07

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 pointsL1, 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 - L4

barkp/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 04

1.04

178 36 63-0.0

Fig. 1.03: Performance curves


430 100 100 178 60 05

Description of Engine

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

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

Bedplate and Main Bearing

The bedplate is made in one part with the chain driveplaced at the thrust bearing in the aft end. 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. Theoil outlets 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, a bearing support, and segmentsof steel with white metal. The thrust shaft is thus anintegrated part of the crankshaft.

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

Turning Gear and Turning Wheel

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

The turning gear is driven by an electric motor withbuilt-in gear and 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 06

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 part.

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.Situated on the top of the cylinder liner is a pistoncleaning (PC) ring. The cylinder liner has scavengeports and drilled holes for cylinder lubrication.

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 three 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 06

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 6S90MC-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 06

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 providedwith cast steel guide shoes with white metal on therunning surface.

The telescopic pipe for oil inlet and the pipe for oiloutlet are mounted on the 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 S90MC-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 reversible.

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 06

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.:

Lyngsø- 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 (Yard’ssupply).

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 ofcylinder lubricator.

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 controlhandle’s position.

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

The engine is provided with a side mounted 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 06

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 systemof a maximum 2.0-2.5 bar working pressure (4 54130) 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 yard’s supply. See alsochapter 6.10.

Auxiliary Blower

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

1.10


430 100 042 178 60 06

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 oilHeating of fuel oil pipesLubricating and piston cooling oil pipesCylinder lubricating oilLubricating of turbochargerCooling water to scavenge air coolerJacket and turbocharger cooling waterCleaning of turbochargerFire extinguishing for scavenge air spaceStarting airControl airSafety airOil mist detectorVarious 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, orThick-walled, galvanised steel option 4 45 131,orAluminium brass option 4 45 132, orCopper 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 engine’s 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

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430 100 042 178 60 06

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

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.9

1.12


430 100 042 178 60 06

1.13

Fig.: 1.04 Engine cross section

178 37 68-5.0


430 100 018 178 61 04

2 Engine Layout and Load Diagrams

Introduction

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

Pb = c x pe x n

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

Pb = c x n1 (for constant mep)

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

Pb = c x n3 (propeller law)

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

Pb = c x ni

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

The power functions Pb = c x ni, see Fig. 2.01b, 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 07

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

Fouled hull, sea margin and heavy propeller

When the ship has sailed for some time, the hull andpropeller become fouled and the hull’s 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 ship’s 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 willbe said 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 mar-gin” of some 10% is frequently added. The corre-sponding point is called the “specified MCR forpropulsion” (MP), and refers to the fact that thepower for point SP is 10% lower than for point MP.Point MP is identical to the engine’s specified MCRpoint (M) unless a main engine driven shaft gener-ator is installed. In such a case, the extra powerdemand of the shaft generator must also be con-sidered.

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 07

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

Within the layout area there is full freedom to selectthe engine’s specified MCR point M 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 M’s power, when turbocharger(s) andengine timing is taken into consideration. When opti-mising between 93.5% and 100% of point M’s 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 07

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 07

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 ship’s 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 ship’sspeed.

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 07

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)-propeller andwithout shaft generator

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 07

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)-propeller andwithout shaft generator


402 000 004 178 60 07

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,and therefore the service power of the engine alsohas to incorporate the extra shaft power requiredfor the shaft generator’s electrical powerproduction.

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)-propeller and withshaft generator


402 000 004 178 60 07

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 speci-fied MCR power can be reduced from point M’ to

point M as shown in Fig. 2.07a. Therefore, whenrunning in the upper propulsion power range, adiesel generator has to take over all or part of theelectrical power 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 MP’s speed.

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

2.09

Example 4:Special running conditions Engine coupled tofixed pitch propeller (FPP)-propeller and withshaft generator


402 000 004 178 60 07

Example 5:Engine coupled to controllable pitch propeller(CPP)-propeller 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 engine’s specified MCR point(M) has been chosen, including the power for a shaftgenerator, if installed,

point M may be used as point A

of the load diagram, which may then be drawn. 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 propeller’s running curve in the high powerrange is a propeller curve, i.e. based on a main-tained constant propeller pitch (similar to the FPPpropulsion curve 2 for heavy running), please alsosee the fixed pitch propeller examples 3 and 4.

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 07

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 07

2.12

178 37 73-2.0

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 07

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 of SFOC

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 dotted lines are valid for engines with TCS at 100,80 and 50% of optimised power and the SFOC at 50%power with the TCS off. It is assumed that the TCSpower of the power turbine is fed back to the enginecrankshaft.

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 07

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 fromthe freshwater generator and the water mistcatcher. The pressure of the homogenised fuel hasto be increased to prevent the formation of thesteam and cavition. It may be necessary to modifysome of the engine components such as the fuelpumps, camshaft, and the engine control system.

Up to 95-98% NOx reduction

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

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

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

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

More detailed information can be found in our 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 07

178 37 74-4.0

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 07

178 37 75-6.0

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 07

178 34 62-8.0

178 34 25-8.0

2.17

Fig. 2.13: Example of SFOC for 6S90MC-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): 6S90MC-C Data of optimising point (O) O1 O2

Power: 100% (L1) 39,900 BHP Power: 100% of (O) 33,210 BHP 28,130 BHP

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

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


402 000 004 178 60 07

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" and"2", and for point S3 as an extrapolation.

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

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

1781474-9.0

Fig. 2.14: SFOC at an arbitrary load

2.18


402 000 004 178 60 07

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 stated in Fig. 3.01:

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 ABB MHI

6 2 x NA70T9 2 x VTR714 2 x TPL85 2 x MET83SE

7 2 x NA70T9 2 x VTR714 2 x TPL85 2 x MET83SE

Fig. 3.01: Turbocharger types

178 37 22-9.0

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

178 37 12-9.0


459 100 250 178 61 05

178 37 17-1.0

178 37 14-6.0

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

3.02

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


459 100 250 178 61 05

178 37 19-5.0

Fig. 3.04: Choice of turbochargers, make MHI

3.03


459 100 250 178 61 05

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 yard’s delivery.

178 06 93-6.0

Fig. 3.05: Position of turbocharger cut-out valves

3.04

178 06 72-1.1

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


459 100 250 178 61 05

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 engine‘s 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 coupled to a constant ratio step-upgear and with electrical 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 con-nections 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 61 06

PTO

/RC

FP

TO

/CFE

PTO

/GC

R

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

1781966-3.1

Fig. 4.01: Types of PTO


485 600 100 178 61 06

Fig. 4.02: Designation of PTO

178 36 73-7.0

4.03

Power take off: PTO

BW III S90-C/RCF 1100-60

50: 50 Hz60: 60 Hz

kW on generator terminals

RCF: Renk constant frequency 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 61 06

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/RCFarrangement. 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 45-5.0

4.04

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


485 600 100 178 61 06

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 coverthe requirements 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 2600kw, while the generator sizes of make A. van Kaickare:

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 61 06

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

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 61 06

178 36 29-6.0

4.07

kW generator - 60 Hz frequency

700 kW 1200 kW 1800 kW 2600 kW

A 3568 3568 3708 3708

B 623 623 623 623

C 4228 4228 4508 4508

D 4620 4620 4900 4900

F 1673 1793 1913 2027

G 2934 2934 3294 3294

H 1544 2046 2421 3751

S 430 530 620 710

System mass (kg) with generator:

36250 41500 55100 71550

System mass (kg) without generator:

34250 38850 50800 66350

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 S90-C/RCF


485 600 100 178 61 06

178 14 12-7.1

4.08

Fig. 4.05a: Engine preparations for PTO


485 600 100 178 61 06

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 61 06

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 (~ø32)Drain pipe to lub. oil system drain tank (~ø40)Electric cable between Renk terminal at gearbox andoperator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5

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

178 33 85-0.0


485 600 100 178 61 06

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


485 600 100 178 61 06

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 boltedon to 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 73-3.0

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

4.12


485 600 100 178 61 06

178 06 63-7.0

178 56 55-3.0

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 61 06

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,and a 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. This is an ordi-nary synchronous generator, with an electric start-up motor, 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 are to beinstalled 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 61 06

5 Installation Aspects

Installation Aspects

Space requirement for the engine

Overhaul with double jib crane

Engine and Gallery outline

Centre of gravity

Water and oil in engine

Engine pipe connections

List of counterflanges

Arrangement of holding down bolts

Profile of engine seating

Top bracing

Earthing device


400 000 050 178 50 15

5 Installation Aspects

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

Space Requirements for the Engine

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

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

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

Overhaul of Engine

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

A lower overhaul height is, however, available by usingthe MAN B&W double-jib crane, built by Danish CraneBuilding ApS, shown in Fig. 5.03.

Please note that the distance given by using adouble-jib crane is from the centre of the crankshaftto the lower edge of the deck beam, see note E inFig. 5.01.

Only a 2 x 6.3 ton double-jib crane can be used asthis crane has been individually designed for thisengine type.

The capacity of a normal engine room crane has tobe minimum 10.0 tons.

The overhaul tools for the engine are designed to beused with a crane hook according to DIN 15400,June 1990, material class M and load capacity 1Amand dimensions of the single hook type accordingto DIN 15401, part 1.

Engine and Gallery Outline

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

Transparent outline drawings in scale 1:100 areincluded in section 11.

Engine Masses and Centre of Gravity

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

Engine Pipe Connections

The position of the external pipe connections arestated in Fig. 5.07, and the corresponding lists ofcounterflanges for pipes and turbocharger in Figs.5.08 and 5.09, respectively.

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

5.01


430 100 030 178 60 08

Engine Seating and Arrangement ofHolding Down Bolts

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

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

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

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

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

Top Bracing

The so-called guide force moments are caused bythe transverse reaction forces acting on the cross-heads due to the connecting rod/crankshaft mech-anism. When the piston of a cylinder is not exactlyin its top or bottom position, the gas force from thecombustion, transferred through the connecting rodwill have a component acting on the crosshead andthe crankshaft perpendicularly to the axis of thecylinder. Its resultant is acting on the guide shoe (orpiston skirt in the case of a trunk engine), andtogether they form a guide force moment.

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

For engines with fewer than seven cylinders, thisguide force moment tends to rock the engine intransverse direction, and for engines with sevencylinders or more, it tends to twist the engine. Bothforms are shown in the chapter dealing with vibra-tions. The guide force moments are harmless to theengine, however, they may cause annoying vibra-

tions in the superstructure and/or engine room, ifproper countermeasures are not taken.

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

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

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

With top bracing, such a resonance will occurabove the normal speed range, as the top bracingincreases the natural frequency of the above-men-tioned vibrating system.

The top bracing is normally placed on the exhaustside of the engine (4 83 110), but it can alternativelybe placed on the camshaft side, option: 4 83 111,see Figs. 5.12 and 5.16.

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

Mechanical top bracing

The mechanical top bracing, option: 4 83 112 shownin Fig. 5.13 comprises stiff connections (links) withfriction plates.

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

Force per bracing . . . . . . . . . . . . . . . . . . .± 209 kNMinimum horizontal rigidity at thelink’s points of attachment to the hull . . 210 MN/mTightening torque at hull side . . . . . . . . . . 450 Nm

5.02


430 100 030 178 60 08

Hydraulic top bracing

A hydraulic top bracing Fig. 5.14, with or without apump station (4 83 122 or 4 83 123), can be offered,see Fig. 5.15.

The hydraulically adjustable top bracing is intendedfor one side mounting, either the exhaust side (al-ternative 1), or the camshaft side (alternative 2) seeFig. 5.16.

Force per brazing . . . . . . . . . . . . . . . . . . .± 127 kNMaximum horizontal deflection at thelink’s points of attachment to the hull . . . . 0.51mm

Earthing Device

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

A potential difference of less than 80 mV is harmlessto the main bearings so, in order to reduce thepotential between the crankshaft and the enginestructure (hull), and thus prevent spark erosion, werecommend the installation of a highly efficient ear-thing device.

The sketch Fig. 5.17 shows the layout of such anearthing device, i.e. a brush arrangement which isable to keep the potential difference below 50 mV.

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

5.03


430 100 030 178 60 08

5.04

Normal/minimum centreline distance for twin engineinstallation: 8150 mm (with common gallery for starbordand port design engines).

The dimensions are given in mm and are for guidanceonly. If the dimensions cannot be fulfilled, please contactMAN B&W Diesel A/S or our local representative

Cyl. no. 6 7

Amin 12643 14245

Fore end:A minimum shows basic engineA maximum shows engine with built on tuning wheelFor PTO: see corresponding “Space requirement”max

B 7130

MAN B&W NA70ABB VTR714 The required space to the engine room casing

includes top bracingABB TPL85MET 83SE

C 4525 4880 MAN B&W NA70 Dimensions according to “Turbocharger choice”at nominal MCR4332 4382 ABB VTR714

D 4720 4775 The dimension includes a cofferdam of 600 mm and must fufil minimum height totanktop according to classification rules

E 13375 The distance from crankshaft centre line to lower edge of deck beam, when usingMAN B&W double jib crane

F 14300 Vertical lift of piston, piston rod passes between cylinder cover studs13275 Tilted lift of piston, piston rod passes between cylinder cover studs

G 4350 See “Top bracing arrangement”, if top bracing fitted on camshaft side

H 8934 MAN B&W NA70 Dimensions according to “Turbocharger choice”at nominal MCR8868 ABB VTR714

J 640 Space for tightening control of holding down boltsK Must be equal to or larger than the propeller shaft if the propeller shaft is to be drawn into the engine roomV 15°, 30°, 45°, 60°, 75°, 90° Maximum 60° when engine room has minimum headroom above the turbocharger

178 60 09-7.0

Fig.5.01: Space requirement for the engine


430 100 034 178 60 09

For the overhaul of a turbocharger, a crane beamwith trolleys is required at each end of the turbo-charger.

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

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

The crane beam is used for lifting the followingcomponents:

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

The sketch shows a turbocharger and a crane beamthat can lift the components mentioned.

The crane beam(s) is/are to be located in relation tothe turbocharger(s) so that the components aroundthe gas outlet casing can be removed in connectionwith overhaul of the turbocharger(s).

MAN B&W turbocharger related figures:

Type

Units NA40 NA48 NA57 NA70

W kg 1000 1000 2000 3000

HB mm 1300 1700 1800 2300

ABB turbocharger related figures:

Type

Units TPL77 TPL80 TPL85 VTR714

W kg 2000 2500 3000 3000

HB mm 1600 1800 200 2200

MHI turbocharger related figures:

Type

Units MET66SE MET83SE

W kg 2500 5000

HB mm 1800 2200

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

*) The crane beam location in horizontal direction

Engines with the turbocharger(s) located on theexhaust side.The letter ’a’ indicates the distance betweenvertical centrelines of the engine and theturbocharger(s).

*) The figures ’a’ are stated on the ’Engine Outline’drawing

The crane beam can be bolted to brackets that arefastened to the ship structure or to columns that arelocated on the top platform of the engine.

The lifting capacity of the crane beam is indicatedin the table for the various turbocharger makes.

The crane beam shall be dimensioned for liftingthe wieght ’W’ with a deflection of some 5 mm only.

1783220-8.0

Fig. 5.02a: Crane beams for overhaul of turbocharger

5.05


430 100 034 178 60 09

The crane hook travelling area must cover at leastthe full length of the engine and a width in accord-ance with dimension A given on the drawing.

It is furthermore recommended that the engine roomcrane can be used for transport of heavy spare partsfrom the engine room hatch to the spare part storesand to the engine. See example on this drawing.

The crane hook should at least be able to reachdown to a level corresponding to the centreline ofthe crankshaft.

For overhaul of the turbocharger(s) trolleymounted chain hoists must be installed on a sepa-rate crane beam or, alternatively, in combinationwith the engine room crane structure, seeFig.5.02a with information about the required lift-ing capacity for overhaul of turbocharger(s).

178 33 64-6.0

178 35 43-2.0

Weight in kg inclusive lifting tools

Crane capacity in tons

Height in mmwhen using

normal crane(vertical lift ofpiston/tiltedlift of piston)

Building-in height in mm whenusing MAN B&W double jib crane

Cylindercover

completewith

exhaustvalve

Cylinderliner with coolingjacket

Pistonwith

stuffingbox

Normalcrane

MAN B&W Double Jib

Crane

AMinimumdistancein mm

B1/B2Minimum

height fromcrankshaft tocrane hook

CMinimum

height fromcrankshaft

to undersidedeck beam

DAdditional height

which makes overhaulof exhaust valvefeasible without

removal of any studs

10200 9900 5000 12.5 2 x 6.3 3200 14300/13275 13375 -

Fig. 5.02b: Engine room crane

5.06


430 100 034 178 60 09

178 06 25-5.2

The double-jib cranecan be delivered by:

Danish Crane Building ApSTyvedalsgade 21DK-9240 Nibe, DenmarkTelephone:Telefax:Telex:

+ 45 98 35 31 33+ 45 98 35 30 3360172 excon dk

MAN B&Wdouble-jib crane

Deck beam

Centre line of crankshaft

Fig. 5.03a: Overhaul with double-jib crane

5.07


488 701 050 178 60 10

This crane is adapted to the special tools for low overhaul

Fig. 5.03b: MAN B&W double-jib crane 2 x 6.3 t, option: 4 88 701

5.08

178 37 30-1.0


488 701 010 178 60 11

178 37 64-8.0

5.09

Turbocharger type a b c1 c2

MAN B&W NA70/T09 3830 8934 1018 7426

ABB TPL 85 3826 8760 1098 7506

ABB VTR714 D/E 3809 8868 874 7282

MHI MET83SD/SE 3851 8671 1381 7789

Please note:The dimensions are in mm and subject to revision without notice.If the air coolers are prepared for Waste Heat Recovery, the dimension F is to be reduced with 490mm.

The dimensions * are based upon ABB motors.

Fig. 5.04a: Engine and gallery outline of 7S90MC-C


483 100 083 178 60 12

178 37 64-8.0

Fig.5.04b: Engine and gallery outline of 7S90MC-C

5.10


483 100 083 178 60 12

178 32 14-9.0

178 37 33-7.0

5.11

178 37 31-3.0

Cen

tre

ofcy

lind

er 1

Centre ofCrankshaft

Centreof gravity

No. ofcylinders

Mass of water and oil in engine in service

Mass of water Mass of oil in

Jacket coolingwater

kg

Scavenge aircooling water

kg

* Total

kg

Enginesystem

kg

Oil pan

kg

Total

kg

6 3 300 1 500 4 800 2 300 1 850 4 150

7 3 850 1 850 5 700 2 700 1 700 4 400

* The stated values are approximate and are only valid for horizontal engine

Fig. 5.06: Water and oil in engine

X

For engines with one turbocharger

No. of cylinders 6 7

Distance X mm 4770 5590

Distance Y mm 4275 4350

Distance Z mm 200 200

All dimensions and weights are approximate

Fig. 5.05: Centre of gravity

Z


430 100 046 178 60 14

5.12

Available on request

Please inform:

• Number of cylinders chosen

•Power and engine speed chosen for Specified MCR and Optimised point

• Make and type of turbocharger chosen:

MAN B&W NA/T9

ABB TPL

ABB VTR

MHI MET

Fig. 5.07a: Engine pipe connections


483 100 082 178 60 17


Please inform:




MAN B&W NA/T9

ABB TPL

ABB VTRMHI MET

Fig. 5.07b: Engine pipe connections, with one turbocharger located on exhaust side

5.13


483 100 082 178 60 17


Please inform:




MAN B&W NA/T9

ABB TPL

ABB VTR

MHI MET

Fig. 5.07c: Engine pipe connections, with one turbocharger located on exhaust side

5.14


483 100 082 178 60 17

Fig. 5.08: List of counterflanges, option: 4 30 202

5.15


430 200 152 178 60 18

MHI MET 66SD/SE MHI MET 83SD/SE

ABB TPL85

MAN B&W NA70-TO8MAN B&W NA57-TO8/TO9

5.16

Thickness of flanges: 25mm 178 37 70-7.0

ABB VTR714E ABB VTR564E

Fig. 5.09: List of counterflanges, turbocharger exhaust outlet (yard’s supply)


430 200 152 178 60 18

5.17

178 19 89-1.0

For details of chocks and bolts see special drawings

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

2)

3)

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

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

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

Fig. 5.10: Arrangement of epoxy chocks and holding down bolts


482 600 015 178 60 19

Section A-A

178 19 85-4.0

5.18

Fig. 5.11: Profile of engine seating

Holding down bolts, option: 4 82 602 includes:

123

Protecting capSpherical nutSpherical washer

456

Distance pipeRound nutHolding down bolt


482 600 010 178 60 20

178 19 86-6.0

5.19

View from X(Fig. 5.18a)

Fig. 5.11b: Profile of engine seating, side chocks

End chocks

Fig. 5.11c: Profile of engine seating, end chocks

End chock bolts, option: 4 82 610 includes:123456

Stud for end chock boltRound nutRound nutSpherical washerSpherical washerProtecting cap

End chock liners, option: 4 82 612 includes:7 Liner for end chocks

End chock bolts, option: 4 82 614 includes:8 End chock brackets

Side chock liners, option: 4 82 620 includes:12

Liner for side chockHexagon socket set screw

Side chock option: 4 82 622 includes:3 Side chock brackets

View from D

Section B-B


482 600 010 178 60 20

Top bracing should only be installed on one side,either the exhaust side (alternative 1), or the cam-shaft side (alternative 2).

178 19 90-1.0

5.20

Fig. 5.12: Mechanical top bracing arrangement.


483 110 008 178 60 21

1780963-3.2

1781373-1.0

5.21

Fig. 5.14: Hydraulic top bracing cylinder, option: 4 83 122 or 4 83 123

Fig. 5.13: Mechanical top bracing outline, option: 4 83 112


483 110 008 178 60 21

Accumulatorunit

Controlbox

Air supply

Bleed lines

Fill line

Fill line

Bleed lines

Bleed lines

Fill line

Air supply

Air supply

Bleed lines

Air supply

Air supply

Fill line

Piping

Electric wiring

Air supply

1780677-0.2

1781861-9.0

Pump stationincluding

two pumpsoil tank

filterrelief valves

andcontrol box

Piping

Electric wiring

Hydrauliccylinders

Fig. 5.15a: Hydraulic top bracing layout of system with pump station, option: 4 83 122

Fig. 5.15b: Hydraulic top bracing layout of system without pump station, option: 4 83 123

5.22


483 110 008 178 60 21

1781987-8.0

5.23

Fig. 5.16: Hydraulic top bracing arrangement


483 110 008 178 60 22

Voltmeter for shaft-hull potential difference

Rudder

Propeller

Main bearing

Propeller shaft

Intermediate shaft

Earthing device

Current

Fig. 5.17: Earthing device, (yard’s supply)1783207-8.0

5.24

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

Hull

Slipringsolid silver track

Voltmeter for shaft-hullpotential difference

Silver metalgraphite brushes


420 600 010 178 60 23

6.01 List of Capacities

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

The heat dissipation figures include 10% extra mar-gin for overload running except for the scavenge aircooler, which is an integrated part of the dieselengine.

The capacities given in the tables are based ontropical ambient reference conditions and refer toengines running at nominal MCR (L1) for, respec-tively:

• Seawater cooling system, Figs. 6.01.01 and 6.01.3

• Central cooling water system, Figs. 6.01.02 and6.01.04.

A detailed specification of the various componentsis given in the description of each system. If afreshwater generator is installed, the water produc

tion can be calculated by using the formula statedlater in this chapter and the way of calculating theexhaust gas data is also shown later in this chapter.The air consumption is approximately 98% of thecalculated exhaust gas amount.

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

The diagrams use the symbols shown in Fig. 6.01.18“Basic symbols for piping”, whereas the symbols forinstrumentation accord to the “Symbolic representa-tion of instruments” and the instrumentation listfound in Chapter 8.

Heat radiation

The heat radiation and convection to the engineroom is about 1.1% of the engine nominal power(kW in L1).

178 11 27-6.1

178 11 26-4.1

6.01.01

Fig. 6.01.01: Diagram for conventional seawater cooling

Fig. 6.01.02: Diagram for central cooling


430 200 025 178 60 24

178 37 42-1.1

Nominal MCRat 76 r/min

Cyl. 6 7

kW 29340 34230

Pum

ps

Fuel oil circulating pump m3/h 11.3 13.2 Fuel oil supply pump m3/h 7.2 8.4Jacket cooling water pump 1) m3/h 250 290

2) m3/h 230 2703) m3/h 240 2804) m3/h 230 270

Seawater cooling pump* 1) m3/h 830 9602) m3/h 830 9703) m3/h 820 9604) m3/h 820 960

Main lubricating oil pump* 1) m3/h 540 6302) m3/h 550 6403) m3/h 520 6104) m3/h 540 630

Booster pump for camshaft m3/h 10.4 12.1

Coo

lers

Scavenge air cooler

Heat dissipation approx.* kW 10780 12570Seawater quantity m3/h 528 616

Lubricating oil coolerHeat dissipation approx.* 1) kW 2170 2500

2) kW 2410 2740

3) kW 1980 23104) kW 2190 2520

Lubricating oil quantity* See ’Main lubricating oil pump’ aboveSeawater quantity 1) m3/h 302 344

2) m3/h 302 3543) m3/h 292 3444) m3/h 292 344

Jacket water coolerHeat dissipation approx. 1) kW 4120 4780

2) kW 3960 46203) kW 4150 48104) kW 3960 4620

Jacket cooling water quantity See ’Jacket cooling water pump’ aboveSeawater quantity* 1) m3/h 302 344

2) m3/h 302 3543) m3/h 292 3444) m3/h 292 344

Fuel oil heater kW 295 345

Exhaust gas flow** at 240 °C kg/h 260400 303800

Air consumption of engine kg/s 71.0 82.8

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

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

Fig. 6.01.03: List of capacities, S90MC-C with seawater cooling

6.01.02


430 200 025 178 60 24

Nominal MCRat 76 r/min

Cyl. 6 7kW 29340 34230

P

ump

s

Fuel oil circulating pump m3/h 11.3 13.2 Fuel oil supply pump m3/h 7.2 8.4Jacket cooling water pump 1) m3/h 250 290

2) m3/h 230 2703) m3/h 240 2804) m3/h 230 270

Central cooling water pump* 1) m3/h 700 8102) m3/h 700 8203) m3/h 690 8104) m3/h 690 810

Seawater cooling pump* 1) m3/h 810 9402) m3/h 820 9503) m3/h 800 9404) m3/h 810 940

Main lubricating oil pump* 1) m3/h 540 6302) m3/h 550 6403) m3/h 520 6104) m3/h 540 630

Booster pump for camshaft m3/h 10.4 12.1

C

oole

rs

Scavenge air cooler

Heat dissipation approx. kW 10690 12470Central cooling w. quantity m3/h 396 462

Lubricating oil coolerHeat dissipation approx.* 1) kW 2170 2500

2) kW 2410 27403) kW 1980 23104) kW 2190 2520

Lubricating oil quantity* See ’Main lubricating oil pump’ aboveCentral cooling water qty.* 1) m3/h 304 348

2) m3/h 304 3583) m3/h 294 3484) m3/h 294 348

Jacket water coolerHeat dissipation approx 1) kW 4120 4780

2) kW 3960 46203) kW 4150 48104) kW 3960 4620

Jacket cooling water quantity See ’Jacket cooling water pump’ aboveCentral cooling water quantity* See ’Central cooling water pump’ aboveCentral coolerHeat dissipation approx.* 1) kW 16980 19750

2) kW 17060 198303) kW 16820 195904) kW 16840 19610

Central cooling water quantity* See ’Central cooling water pump’ aboveSeawater quantity* See ’Seawater cooling pump’ aboveFuel oil heater kW 295 345Exhaust gas flow** at 240 °C kg/h 260400 303800Air consumption of engine kg/s 71.0 82.8

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

** The exahust gas amount and temperature must be adjusted according to the actual plant specificationTurbocharger types: 1) MAN B&W, 2) ABB, type TPL, 3) ABB, type VTR, 4) MHI 178 37 43-3.1

Fig. 6.01.04: List of capacities, S90MC-C with central cooling

6.01.03


430 200 025 178 60 24

Auxiliary System Capacities forDerated Engines

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

Cooler heat dissipations

For power between the specified MCR (M) and opti-mised power (O) the diagrams in Figs. 6.01.06,6.01.07 and 6.01.08 show reduction factors for thecorresponding heat dissipations for the coolers, rela-tive to the values stated in the “List of Capacities”valid for nominal MCR (L1).

178 3746-9.0

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

178 37 80-3.0

6.01.04

Fig. 6.01.06: Scavenge air cooler, heat dissipation

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

178 37 78-1.0

178 37 79-3.0

Starting air system: 30 bar (gauge)

Cylinder no. 6 7Reversible engineReceiver volume (12 starts) m3 2 x 14.5 2 x 15.0Compressor capacity, total m3/h 870 900Non-reversible engineReceiver volume (6 starts) m3 2 x 7.5 2 x 8.0Compressor capacity, total m3/h 450 480

Fig. 6.01.05 Capacities of starting air receivers and compressors for main engine


430 200 025 178 60 24

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

It is recommended that the camshaft lub. oil cooler,due to its small size, is always dimensioned for theL1 rating.

Pump capacities

The pump capacities given in the “List of Capa-cities” refer to engines rated at nominal MCR (L1).For lower rated engines, only a marginal saving inthe pump capacities is obtainable.

To ensure proper lubrication, the lubricating oil pumpand the camshaft lubricating oil pump must remainunchanged.

Also, the fuel oil circulating and supply pumps shouldremain unchanged, and the same applies to the fueloil preheater.

In order to ensure a proper starting ability, thestarting air compressors and the starting air re-ceivers must also remain unchanged.

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

Seawater pumpThe seawater flow capacity for each of the scavengeair, lub. oil and jacket water coolers can be reducedproportionally to the reduced heat dissipations foundin Figs. 6.01.06, 6.01.07 and 6.01.08, respectively.

However, regarding the scavenge air cooler(s), theengine maker has to approve this reduction in orderto avoid too low a water velocity in the scavenge aircooler pipes.

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

The derated seawater pump capacity is equal to theabove found derated seawater flow capacities thoughthe scavenge air and lub. oil coolers, to which isadded the seawater flow capacity for the camshaftlub.oil cooler, as these are connected in parallel.

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

Pump pressuresIrrespective of the capacities selected as per theabove guidelines, the below-mentioned pump pres-sures at the mentioned maximum working tempera-tures for each system shall be kept:

bar

Max.workingtemp. °C

Fuel oil supply pump 4 100Fuel oil circulating pump 10 150Lubricating oil pump 4.5 60Booster pump for camshaft 3 60Seawater pump 2.5 50Central cooling water pump 2.5 60Jacket water pump 3 100

Flow velocitiesFor external pipe connections, we prescribe thefollowing maximum velocities:

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

6.01.05


430 200 025 178 60 24

Example 1: 6S90MC-C with MAN B&W turbocharger with seawater cooling system and derated :Specified MCR (M) . . . . . . . . . . . 80% power of L1

90% speed of L1Optimised Power (O) . . . . . . . . . 93.5% power of MNominal MCR (L1):29,340 kW = 39,900 BHP (100%) at 76.0 r/min (100%)Specified MCR (M):23,470 kW = 31,920 BHP (80%) at 68.4 r/min (90%)Optimised power (O):21,950 kW = 29,850 BHP (74.8%) at 66.9 r/min (88%)

The method of calculating the reduced capacitiesfor point M is shown below.

The values valid for the nominal rated engine arefound in the “List of Capacities” Fig. 6.01.03, andare listed together with the result in Fig. 6.01.09.

Heat dissipation of scavenge air coolerFig. 6.01.06 which is an approximate indicates a73% heat dissipation:

10780 x 0.73 = 7869 kW

Heat dissipation of lub. oil coolerFig. 6.01.08 indicates a 91% heat dissipation:

2170 x 0.91 = 1975 kW

Heat dissipation of jacket water coolerFig. 6.01.07 indicates a 84% heat dissipation:

4120 x 0.84 = 3461 kW

Jacket water pumpAccording to Fig.6.01.07, the factor 0.84 should beapplied. However, as this is lower than the statedlimit of 90%, the latter is to be used:

250 x 0.90 = 225.0 m3/h

Seawater pump

Scavenge air cooler:Lubricating oil cooler:Total:

528 x 0.73 = 385.4 m3/h302 x 0.91 = 274.8 m3/h

660.2 m3/h

6.01.06


430 200 025 178 60 24

6.01.07

Nominal rated engine (L1) Specified MCR (M)

Shaft power at MCR 29,340 kW at 76 r/min 23,470 kW at 68.4 r/min

Pumps:

Fuel oil circulating pumpFuel oil supply pumpJacket water pumpSeawater pumpLubricating oil pumpBooster pump for camshaft

m3/hm3/hm3/hm3/hm3/hm3/h

11.37.225083054010.4

11.37.2225

660.254010.4

Coolers:

Scavenge air coolersHeat dissipationSeawater quantityLub. oil coolerHeat dissipationLubricating oil quantitySeawater quantityJacket water coolerHeat dissipationJacket cooling water quantitySeawater quantity

kWm3/h

kWm3/hm3/h

kWm3/hm3/h

10780528

2170540302

4120250302

7869385.4

1975540

274.8

3461225.0274.8

Fuel oil preheater: kW 295 295

Expected air and exhaust gas data: ∗

Air consumptionExhaust gas amount (total)Exhaust gas temperature

kg/sec.kg/h°C

71.0260400

240

55.7204500

231

Starting air system:

Reversible engineReceiver volume (12 starts)Compressor capacity, totalNon-reversible engineReceiver volume (6 starts)Compressor capacity, total

30 bar

m3

m3/h

m3

m3/h

2 x 14.5 870

2 x 7.5 450

2 x 14.5 870

2 x 7.5 450

Exhaust gas tolerances: temperature -/+ 15 °C and amount +/- 5%

The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient referenceconditions and the exhaust gas back pressure 300 mm WC

The exhaust gas temperatures refer to after turbocharger

∗ Calculated in example 3, in this chapter178 37 50-4.1

Fig. 6.01.09: Example 1 – Capacities of derated 6S90MC-C with seawater cooling


430 200 025 178 60 24

Freshwater Generator

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

For a derated diesel engine, i.e. an engine having aspecified MCR (M) and/or an optimising point (O)different from L1, the relative jacket water heat dissi-pation for point M and O may be found, as pre-viously described, by means of Fig. 6.01.07.

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

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

1. Engine power between optimised and specifiedpower.

For powers between specified MCR (M) andoptimised power (O), the diagram Fig. 6.01.07 isto be used, i.e. giving the percentage correctionfactor “qjw%” and hence

Qjw = QL1 x qjw%

100 x 0.9 (0.87) [1]

2. Engine power lower than optimised power.

For powers lower than the optimised power, thevalue Qjw,O found for point O by means of theabove equation [1] is to be multiplied by thecorrection factor kp found in Fig. 6.01.10 andhence

Qjw = Qjw,O x kp [2]

where

QjwQL1

qjw%

Qjw,O

kp0.9

==

=

=

==

jacket water heat dissipationjacket water heat dissipation at nominalMCR (L1)percentage correction factor from Fig. 6.01.07jacket water heat dissipation at optimisedpower (O), found by means of equation [1]correction factor from Fig. 6.01.09factor for overload margin, tropicalambient conditions

The heat dissipation is assumed to be more or lessindependent of the ambient temperature conditions,yet the overload factor of about 0.87 instead of 0.90will be more accurate for ambient conditions corre-sponding to ISO temperatures or lower.

If necessary, all the actually available jacket coolingwater heat may be used provided that a specialtemperature control system ensures that the jacketcooling water temperature at the outlet from theengine does not fall below a certain level. Such atemperature control system may consist, e.g., of aspecial by-pass pipe installed in the jacket coolingwater system, see Fig. 6.01.11, or a special built-in

178 06 64-3.0

Fig. 6.01.10: Correction factor “kp” for jacket cooling waterheat dissipation at part load, relative to heat dissipation atoptimised power

6.01.08


430 200 025 178 60 24

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

When using a normal freshwater generator of the single-effect vacuum evaporator type, the freshwater pro-

duction may, for guidance, be estimated as 0.03t/24h per 1 kW heat, i.e.:

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

where

Mfw is the freshwater production in tons per 24 hours

and

Qjw is to be stated in kW

Jacket cooling water systemFreshwater generator system

178 16 79-9.2

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

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

6.01.09


430 200 025 178 60 24

The expected available jacket cooling water heat atservice rating is found as follows:

QL1 = 4120 kW from “List of Capacities”

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

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

Qjw,O = QL1 x qjw%

100 x 0.87

= 4120 x 80.0100

x 0.87 = 2868 kW

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

Qjw = Qjw,O x kp = 2826 x 0.85 = 2437 kW

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

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

Mfw = 0.03 x Qjw = 0.03 x 2437 = 73.1 t/24h

Calculation of Exhaust Gas Amountand Temperature

Influencing factors

The exhaust gas data to be expected in practicedepends, primarily, on the following four factors:

a) The optimising point of the engine (point O):

PO:nO:

power in kW (BHP) at optimising pointspeed in r/min at optimising point

b) The ambient conditions, and exhaust gas back-pressure:

Tair:pbar:TCW:∆pO:

actual ambient air temperature, in °Cactual barometric pressure, in mbaractual scavenge air coolant temperature, in °Cexhaust gas back-pressure in mm WC atoptimising point

c) The continuous service rating of the engine (pointS), valid for fixed pitch propeller or controllablepitch propeller (constant engine speed):

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

6.01.10

Example 2: Freshwater production from a derated 6S90MC-CBased on the engine ratings below, and by means of an example, this chapter will show how to calculatethe expected available jacket cooling water heat removed from the diesel engine, together with thecorresponding freshwater production from a freshwater generator.The calculation is made for the service rating (S) of the diesel engine.

6S90MC-C - derated with fixed pitch propeller

Nominal MCR,Specified MCR,Optimised power,Service rating,

PL1:PM:PO:PS:

29,340 kW = 39,900 BHP23,470 kW = 31,920 BHP21,950 kW = 29,850 BHP17,560 kW = 23,880 BHP

(100.0%) (80.0%) (74.8%)

76.0 r/min 68.4 r/min 66.9 r/min 62.1 r/min

(100.0%) (90.0%) (88.0%)

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


430 200 025 178 60 24

Calculation method

To enable the project engineer to estimate the actualexhaust gas data at an arbitrary service rating, thefollowing method of calculation may be used.

Mexh:Texh:

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

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

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

a) Correction for choice of optimising pointWhen choosing an optimising point “O” other thanthe nominal MCR point “L1”, the resulting changesin specific exhaust gas amount and temperature arefound by using as input in diagrams 6.01.13 and6.01.14 the corresponding percentage values (of L1)for optimised power PO% and speed nO%.

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

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

178 37 82-7.0

178 30 58-0.0

Mexh = ML1 x PO

PL1 x

mO%

100 x (1 +

∆Mamb%

100) x (1 +

∆ms%

100) x

PS%

100 kg/h [4]

Texh = TL1 + ∆TO + ∆Tamb + ∆TS °C [5]

where, according to “List of capacities”, i.e. referring to ISO ambient conditions and 300 mm WC back-pressure and optimised in L1:

ML1: exhaust gas amount in kg/h at nominal MCR (L1)

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

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

6.01.11

178 37 81-5.0

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

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


430 200 025 178 60 24

b) Correction for actual ambient conditions andback-pressureFor ambient conditions other than ISO 3046/1-1986,and back-pressure other than 300 mm WC at optimis-ing point (O), the correction factors stated in the tablein Fig. 6.01.15 may be used as a guide, and thecorresponding relative change in the exhaust gas datamay be found from equations [6] and [7], shown in Fig.6.01.16.

178 30 60-2.0

178 30 59-2.0

Parameter Change Change of exhaustgas temperature

Change of exhaustgas amount

Blower inlet temperature

Blower inlet pressure (barometric pressure)

Charge air coolant temperature(seawater temperature)

Exhaust gas back pressure atthe optimising point

+ 10 °C

+ 10 mbar

+ 10 °C

+ 100 mm WC

+ 16.0 °C

+ 0.1 °C

+ 1.0 °C

+ 5.0 °C

– 4.1%

– 0.3%

+ 1.9%

– 1.1%

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

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

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

where the following nomenclature is used:

∆Mamb%: change in exhaust gas amount, in % of amount at ISO conditions

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

The back-pressure at the optimising point can, as an approximation, be calculated by:

∆pO = ∆pM x (PO/PM)2 [8]

where,

PM: power in kW (BHP) at specified MCR

∆pM: exhaust gas back-pressure prescribed at specified MCR, in mm WC

Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure

6.01.12


430 200 025 178 60 24

c) Correction for engine loadFigs. 6.01.17 and 6.01.18 may be used, as guidance,to determine the relative changes in the specific ex-haust gas data when running at part load, comparedto the values in the optimising point, i.e. using as inputPS% = (PS/PO) x 100%:

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

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

178 06 74-5.0

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

178 06 73-3.0

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

6.01.13


430 200 025 178 60 24

Example 3: Exhaust gas data for a derated6S90MC-C

Based on the below mentioned engine ratings andambient conditions, this example will show how tocalculate the expected exhaust gas data (afterturbocharger) at an arbitrary load, in this exampleat the service rating followed by a correspondingcalculation for specified MCR (ISO).

6S90MC-C – derated, with fixed pitch propeller andseawater cooling system:

Power at nominal MCR (L1):PL1 . . . . . . . . . . . . . . . . 29,340 kW = 39,900 BHPSpeed at nominal MCRnL1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76.0 r/minPower at specified MCR (M)PM . . . . . . . . . . . . . . . . 23,470 kW = 31,920 BHPSpeed at specified MCRnM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68.4 r/minPower at optimising point (O)PO . . . . . . . . . . . . . . . . 21,950 kW = 29,850 BHPSpeed at optimising pointnO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66.9 r/minPower at continuous service rating (S)PS . . . . . . . . . . . . . . . . . 17,560 kW = 23,880 BHPSpeed at continuous service ratingnS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62.1 r/minCorresponding percentage of service ratingPS% . . . . . . . . . . . . . . . . . . 80% optimised power

Reference conditions:

Air temperatureTair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 °CScavenge air coolant temperatureTCW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 °CBarometric pressurepbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1013 mbarExhaust gas back-pressure at specified MCR∆pM . . . . . . . . . . . . . . . . . . . . . . . . . . 300 mm WC

a) Correction for choice of optimising point:

PO% = 2195029340

x 100 = 74.8%

nO% = 66.976

x 100 = 88.0%

By means of Figs. 6.01.13 and 6.01.14:

mO% = 97.6 %

∆TO = - 8.9 °C

b) Correction for ambient conditions andback-pressure:The back-pressure at the optimising point is foundby means of equation [8]:

∆pO = 300 x

2195023470

2 = 262 mm WC

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

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

∆Mamb% = + 0.75%

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

∆Tamb = - 10.5 °C

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

∆mS% = + 3.2%

∆TS = - 3.6 °C

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

ML1 = 260400 kg/h

Mexh = 260400 x 2195029340

x 97.6100

x (1 + 0.75100

) x

(1 + 3.2100

) x 80

100 = 158154 kg/h

Mexh = 158000 kg/h +/- 5%

6.01.14


430 200 025 178 60 24

The exhaust gas temperature:

TL1 = 240 °C

Texh = 240 – 8.9 – 10.5 – 3.6 = 217.0 °C

Texh = 217 °C -/+15 °C

Exhaust gas data at Specified MCR (ISO)At specified MCR (M), the running point may beconsidered as a service point where:

PS% = PM

PO x 100% =

2347021950

x 100% = 107.0%

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

Mexh,M = 260400 x 2195029340

x 97.6100

x (1 + 0.42100

) x

(1+ 0.1100

) x 107.0100

= 204504 kg/h

Mexh,M = 204500 kg/h

Texh,M = 240 – 8.9 – 1.9 + 2.2 = 231.4 °C

Texh,M = 231 °C

The air consumption will be:

204500 x 0.98 kg/h = 55.7 kg/sec

6.01.15


430 200 025 178 60 24

Fig. 6.01.19a: Basic symbols for piping

178 30 61-4.0

6.01.16

No. Symbol Symbol designation No. Symbol Symbol designation

1 General conventional symbols 2.17 Pipe going upwards

1.1 Pipe 2.18 Pipe going downwards

1.2 Pipe with indication of direction of flow 2.19 Orifice

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

1.4 Appliances 3.1 Valve, straight through

1.5 Indicating and measuring instruments 3.2 Valves, angle

2 Pipes and pipe joints 3.3 Valves, three way

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

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

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

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

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

2.6 Joint, screwed 3.9 Flap, angle

2.7 Joint, flanged 3.10 Reduction valve

2.8 Joint, sleeve 3.11 Safety valve

2.9 Joint, quick-releasing 3.12 Angle safety valve

2.10 Expansion joint with gland 3.13 Self-closing valve

2.11 Expansion pipe 3.14 Quick-opening valve

2.12 Cap nut 3.15 Quick-closing valve

2.13 Blank flange 3.16 Regulating valve

2.14 Spectacle flange 3.17 Kingston valve

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

2.16 Bulkhead crossing, non-watertight


430 200 025 178 60 24


3.19 Butterfly valve 4.6 Piston

3.20 Gate valve 4.7 Membrane

3.21 Double-seated changeover valve 4.8 Electric motor

3.22 Suction valve chest 4.9 Electro-magnetic

3.23 Suction valve chest with non-return valves 5 Appliances

3.24 Double-seated changeover valve, straight 5.1 Mudbox

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

3.26 Cock, straight through 5.3 Magnetic filter

3.27 Cock, angle 5.4 Separator

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

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

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

3.31 Cock with bottom connection 5.8 Hand pump (bucket)

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

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

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

4 Control and regulation parts 6 Fittings

4.1 Hand-operated 6.1 Funnel

4.2 Remote control 6.2 Bell-mounted pipe end

4.3 Spring 6.3 Air pipe

4.4 Mass 6.4 Air pipe with net

4.5 Float 6.5 Air pipe with cover

Fig. 6.01.19b: Basic symbols for piping

178 30 61-4.0

6.01.17


430 200 025 178 60 24

178 30 61-4.0


6.6 Air pipe with cover and net 7

6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator

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

6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator

6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator

6.11 Stop for sounding rod 7.5 Counter (indicate function)

7.6 Recorder

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

Fig. 6.01.19c: Basic symbols for piping

Indicating instruments with ordinarysymbol designations

6.01.18


430 200 025 178 60 24

6.02 Fuel Oil System

Pressurised Fuel Oil System

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

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

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

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

To ensure ample filling of the fuel pumps, the capacityof the electrically-driven circulating pump is higherthan the amount of fuel consumed by the dieselengine. Surplus fuel oil is recirculated from theengine through the venting box.

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

178 14 70-1.2

– – – – – – Diesel oil––––––––– Heavy fuel oil

Heated pipe with insulationa)b)

Tracing fuel oil lines of max. 150 °CTracing drain lines: by jacket coolingwater max. 90 °C, min. 50 °C

The letters refer to the “List of flanges”D shall have min. 50% larger area than d.

Fig. 6.02.01: Fuel oil system

6.02.01


435 600 025 178 60 26

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

When the engine is stopped, the circulating pumpwill continue to circulate heated heavy fuel throughthe fuel oil system on the engine, thereby keepingthe fuel pumps heated and the fuel valves deae-rated. This automatic circulation of preheated fuelduring engine standstill is the background for ourrecommendation:

constant operation on heavy fuel

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

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

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

The built-on overflow valves, if any, at the supplypumps are to be adjusted to 8 bar, whereas theexternal bypass valve is adjusted to 4 bar. The pipesbetween the tanks and the supply pumps shall haveminimum 50% larger passage area than the pipebetween the supply pump and the circulating pump.

6.02.02

178 34 84-4.0

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

Fig. 6.02.02: Fuel oil pipes


435 600 025 178 60 26

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

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

The umbrella type fuel oil pump has an additionalexternal leakage rate of clean fuel oil which, through“AD” is led to a tank and can be pumped to the

Heavy Fuel Oil service tank or to the settling tankThe flow rate is approx. 0.4 l/cyl. h.

The purpose of the drain "AF" is to collect leakagefrom the high pressure pipes and shock absorber.

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

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

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

The size of the sludge tank is determined on thebasis of the draining intervals, the classificationsociety rules, and on whether it may be vented di-rectly to the engine room.

This drained clean oil will, of course, influence themeasured SFOC, but the oil is thus not wasted, and

178 30 85-8.0

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

Fig. 6.02.03: Fuel oil drain pipes

6.02.03


435 600 025 178 60 26

the quantity is well within the measuring accuracyof the flowmeters normally used.

The drain arrangement from the fuel oil system andthe cylinder lubricator is shown in Fig. 6.02.03 “Fueloil drain pipes”. As shown in Fig. 6.02.04 “Fuel oilpipes heat tracing” the drain pipes are heated by thejacket cooling water outlet from the main engine,whereas the HFO pipes as basic are heated bysteam.

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

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

For external pipe connections, we prescribe thefollowing maximum flow velocities:

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

178 30 77-1.0The piping is delivered with and fitted onto the engineThe letters refer to “List of flanges”

Fig. 6.02.04: Fuel oil pipes heat tracing: 4 35 110

6.02.04


435 600 025 178 60 26

Fuel oil pipe insulation, option: 4 35 121

Insulation of fuel oil pipes and fuel oil drain pipes should notbe carried out until the piping systems have been subjectedto the pressure tests specified and approved by the respec-tive classification society and/or authorities, Fig. 6.02.05.

The directions mentioned below include insulation of hotpipes, flanges and valves with view to ensuring a surfacetemperature of the complete insulation of maximum 55 °Cat a room temperature of maximum 38 °C. As for the choiceof material and, if required, approval for the specific purpose,reference is made to the respective classification society.

Fuel oil pipes

The pipes are to be insulated with 20 mm mineral wool ofminimum 150 kg/m3 and covered with glass cloth ofminimum 400 g/m2.

Fuel oil pipes and heating pipes together

Two or more pipes can be insulated with 30 mm wired mats of mineral wool of minimum 150 kg/m3 covered withglass cloth of minimum 400 g/m2.

Flanges and valves

The flanges and valves are to be insulated by means ofremovable pads. Flange and valve pads are made of glasscloth, minimum 400 g/m2, containing mineral wool stuffedto minimum 150 kg/m3.

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

The pads are to be fitted so that they overlap the pipeinsulating material by the pad thickness. At flanged joints,insulating material on pipes should not be fitted closerthan corresponding to the minimum bolt length.

Mounting

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

178 30 70-9.1

Fig. 6.02.05: Fuel oil pipes, insulation, option: 4 35 121

The letters refer to “List of flanges”

6.02.05


435 600 025 178 60 26

Fuel oils

Marine diesel oil:

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

Heavy fuel oil (HFO)

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

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

The data in the above HFO standards and specifi-cations refer to fuel as delivered to the ship, i.e.before on board cleaning.

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

Higher densities can be allowed if special treatmentsystems are installed.

Current analysis information is not sufficient forestimating the combustion properties of the oil. Thismeans that service results depend on oil propertieswhich cannot be known beforehand. This especiallyapplies to the tendency of the oil to form depositsin combustion chambers, gas passages and tur-bines. It may, therefore, be necessary to rule outsome oils that cause difficulties.

Guiding heavy fuel oil specification

Based on our general service experience we have,as a supplement to the above-mentioned stand-ards, drawn up the guiding HFO specification shownbelow.

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

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

Property Units Value

Density at 15°C kg/m3 < 991*

Kinematic viscosity at 100 °C at 50 °C

cSt cSt

> 55 > 700

Flash point °C > 60

Pour point °C > 30

Carbon residue % mass > 22

Ash % mass > 0.15

Total sediment after ageing % mass > 0.10

Water % volume > 1.0

Sulphur % mass > 5.0

Vanadium mg/kg > 600

Aluminum + Silicon mg/kg > 80

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

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

6.02.06


435 600 025 178 60 26

Components for fuel oil system(See Fig. 6.02.01)

Fuel oil centrifuges

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

Distinction must be made between installations for:

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

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

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

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

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

0.27 l/kWh = 0.20 l/BHPh

This figure includes a margin for:

• Water content in fuel oil

• Possible sludge, ash and other impurities in thefuel oil

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

• Purifier service for cleaning and maintenance

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

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

The Nominal MCR is used to determine the totalinstalled capacity. Any derating can be taken intoconsideration in border-line cases where the cen-trifuge that is one step smaller is able to coverSpecified MCR.

Fuel oil supply pump (4 35 660)

This is to be of the screw wheel or gear wheel type.

Fuel oil viscosity, specified . up to 700 cSt at 50 °CFuel oil viscosity maximum . . . . . . . . . . . 1000 cSt Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . .4 barDelivery pressure . . . . . . . . . . . . . . . . . . . . . .4 barWorking temperature . . . . . . . . . . . . . . . . 100 °C

The capacity is to be fulfilled with a tolerance of:-0% +15% and shall also be able to cover the backflushing, see “Fuel oil filter”.

Fuel oil circulating pump (4 35 670)

This is to be of the screw or gear wheel type.

Fuel oil viscosity, specified . up to 700 cSt at 50 °CFuel oil viscosity normal . . . . . . . . . . . . . . . .20 cStFuel oil viscosity maximum . . . . . . . . . . . .1000 cStFuel oil flow . . . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . .6 barDelivery pressure . . . . . . . . . . . . . . . . . . . . .10 barWorking temperature . . . . . . . . . . . . . . . . . 150 °C

The capacity is to be fulfilled with a tolerance of:- 0% + 15% and shall also be able to cover theback-flushing see “Fuel oil filter”.

Pump head is based on a total pressure drop in filterand preheater of maximum 1.5 bar.

6.02.07


435 600 025 178 60 26

Fuel oil heater (4 35 677)

The heater is to be of the tube or plate heat ex-changer type.

The required heating temperature for different oilviscosities will appear from the “Fuel oil heatingchart”. The chart is based on information from oilsuppliers regarding typical marine fuels with viscos-ity index 70-80.

Since the viscosity after the heater is the controlledparameter, the heating temperature may vary, de-pending on the viscosity and viscosity index of thefuel.

Recommended viscosity meter setting is 10-15 cSt.

Fuel oil viscosity specified . up to 700 cSt at 50 °CFuel oil flow . . . . . . . . . . . . . . . . . see capacity of

fuel oil circulating pumpHeat dissipation . . . . . . . . .see “List of capacities”Pressure drop on fuel oil side . . . .maximum 1 barWorking pressure . . . . . . . . . . . . . . . . . . . . . 10 barFuel oil inlet temperature, . . . . . . . . approx. 100 °CFuel oil outlet temperature . . . . . . . . . . . . . .150 °CSteam supply, saturated . . . . . . . . . . . . 7 bar abs.

To maintain a correct and constant viscosity of thefuel oil at the inlet to the main engine, the steamsupply shall be automatically controlled, usuallybased on a pneumatic or an electrically controlledsystem.

178 06 28-0.1

Fig. 6.02.06: Fuel oil heating chart

6.02.08


435 600 025 178 60 26

Fuel oil filter (4 35 685)

The filter can be of the manually cleaned duplex typeor an automatic filter with a manually cleaned by-pass filter.

If a double filter (duplex) is installed, it should havesufficient capacity to allow the specified full amountof oil to flow through each side of the filter at a givenworking temperature with a max. 0.3 bar pressuredrop across the filter (clean filter).

If a filter with back-flushing arrangement is in-stalled, the following should be noted. The requiredoil flow specified in the “List of capacities”, i.e. thedelivery rate of the fuel oil supply pump and the fueloil circulating pump should be increased by theamount of oil used for the back-flushing, so that thefuel oil pressure at the inlet to the main engine canbe maintained during cleaning.

In those cases where an automatically cleanedfilter is installed, it should be noted that in order toactivate the cleaning process, certain makers offilters require a greater oil pressure at the inlet to thefilter than the pump pressure specified. Therefore,the pump capacity should be adequate for thispurpose, too.

The fuel oil filter should be based on heavy fuel oilof: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 secRedwood I/100 °F.

Fuel oil flow . . . . . . . . . . . . see “List of capacities”Working pressure . . . . . . . . . . . . . . . . . . . . 10 barTest pressure . . . . . . . . . . .according to class ruleAbsolute fineness . . . . . . . . . . . . . . . . . . . . . 50µmWorking temperature . . . . . . . . . maximum 150 °COil viscosity at working temperature . . . . . 15 cStPressure drop at clean filter . . . . maximum 0.3 barFilter to be cleanedat a pressure drop at . . . . . . . . . maximum 0.5 bar

Note:Absolute fineness corresponds to a nominal fine-ness of approximately 30µm at a retaining rate of90%.

The filter housing shall be fitted with a steam jacketfor heat tracing.

Flushing of the fuel oil system

Before starting the engine for the first time, thesystem on board has to be cleaned in accordancewith MAN B&W’s recommendations “Flushing ofFuel Oil System” which is available on request.

Fuel oil venting box (4 35 690)

The design is shown on “Fuel oil venting box”, seeFig. 6.02.07.

The systems fitted onto the main engine are shownon:

“Fuel oil pipes" “Fuel oil drain pipes" “Fuel oil pipes, steam and jacket water tracing” and“Fuel oil pipes, insulation”

178 30 71-0.0

Fig. 6.02.07: Fuel oil venting box

6.02.09


435 600 025 178 60 26

Modular units

The pressurised fuel oil system is preferable whenoperating the diesel engine on high viscosity fuels.When using high viscosity fuel requiring a heatingtemperature above 100 °C, there is a risk of boilingand foaming if an open return pipe is used, espe-cially if moisture is present in the fuel.

The pressurised system can be delivered as a modularunit including wiring, piping, valves and instruments,see Fig. 6.02.08 below.

The fuel oil supply unit is tested and ready forservice supply connections.

The unit is available in the following sizes:

Engine type

Units60 Hz

3 x 440V50 Hz

3 x 380V6S90MC-C F - 14.6 - 8.3 - 6 F - 15.5 - 9.5 - 57S90MC-C F - 15.8 - 11.6 - 6 F - 15.5 - 9.5 - 5

F – 7.9 – 5.2 – 65 = 50 Hz, 3 x 380V6 = 60 Hz, 3 x 440V

Capacity of fuel oil supply pumpin m3/h

Capacity of fuel oil circulatingpump in m3/h

Fuel oil supply unit

178 30 73-4.0

Fig. 6.02.08: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610

6.02.10


435 600 025 178 60 26

6.03 Uni-lubricating Oil System

Since medio 1995 we have introduced as standard,the so called “umbrella” type of fuel pump.

The modified fuel pump sealing arrangement elimi-nates the risk of fuel oil penetrating into the cam-shaft lub. oil system, for which reason a seperatecamshaft lub. oil system is no longer necessary.

As a consequence the uni-lube oil system (4 40 106)is now standard, but with two booster pumps for thecamshaft system, option: 4 40 624.

The previous design with a separate camshaft lubeoil system is however still available as an option:4 40 105.

This system supplies lubricating oil to the enginebearings through inlet “R”, and cooling oil to thepistons etc. through inlet “U”. The butterfly valve atlubricating oil inlet “R” is supplied with the engine.

The internal camshaft lubricating oil pipes are shownon Fig. 6.03.08.

The letters refer to “List of flanges”* Venting for MAN B&W turbochargers only

6.03.01

178 15 84-0.0

Fig. 6.03.01: Lubricating and cooling oil system


440 600 025 178 60 27

6.03.02

178 31 06-8.0

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

Fig. 6.03.02: Lubricating and cooling oil pipes

178 33 34-0.0

Fig.6.03.03: Crankcase venting



440 600 025 178 60 27

The engine crankcase is vented through “AR” by apipe which extends directly to the deck, see Figs.6.03.02 and 6.03.03. This pipe has a drain arrange-ment so that oil condensed in the pipe can be led toa drain tank. Drains from the engine bedplate “AE”are fitted on both sides, see Fig. 6.03.04 “Bedplatedrain pipes”.

Lubricating oil is pumped from a bottom tank, bymeans of the main lubricating oil pump (4 40 601),to the lubricating oil cooler (4 40 605), a thermostaticvalve (4 40 610) and, through a full-flow filter (4 40 615),

to the engine, where it is distributed to pistons andbearings.

The major part of the oil is divided between pistoncooling and crosshead lubrication.

As previously mentioned, it has been necessary tointroduce the booster pumps (4 40 624) for the largebore engines in order to mantain the required oilpressure at inlet “Y” for the exhaust valve actuatorsand the camshaft, see Fig. 6.03.05.

The MAN B&W, MHI and the ABB turbochargers arelubricated from the main engine system, though AAsee Fig. 6.03.06 “Turbocharger lubricating oil pipes”,“AB” being the lubricating oil outlet from the turbo-charger to the lubricating oil bottom tank and it isvented through “E” directly to the deck

From the engine, the oil collects in the oil pan, fromwhere it is drained off to the bottom tank, see Fig.6.03.09 “Lubricating oil tank, with cofferdam”.

For external pipe connections, we prescribe a maxi-mum oil velocity of 1.8 m/s..

6.03.03

178 31 07-2.0

Fig. 6.03.05: Lubricating oil pipes for camshaft and exhaust valve actuator

178 31 01-1.0

Fig. 6.03.04: Bedplate drain pipes


440 600 025 178 60 27

Lubricating oil centrifuges

Manual cleaning centrifuges can only be used forattended machinery spaces (AMS). For unattendedmachinery spaces (UMS), automatic centrifuges withtotal discharge or partial discharge are to be used.

The capacity of the centrifuge is to be according to thesupplier’s recommendation for lubricating oil, basedon the figures:

0.136 l/kWh = 0.1 l/BHPh

The Nominal MCR is used as the total installedeffect.

178 34 86-8.0

6.03.04

Fig. 6.03.06: Lubricating oil pipes for MAN B&W, MHI and ABB type TPL turbochargers


440 600 025 178 60 27

Components for lube oil system

Lubricating oil pump (4 40 601)

The lubricating oil pump can be of the screw wheel,or the centrifugal type:

Lubricating oil viscosity, specified 75 cSt at 50 °CLubricating oil viscosity, . . . . . maximum 400 cSt ∗Lubricating oil flow . . . . . . see “List of capacities”Design pump head . . . . . . . . . . . . . . . . . . . 5.0 barDelivery pressure . . . . . . . . . . . . . . . . . . . . 5.0 barMax. working temperature . . . . . . . . . . . . . . 60 °C

∗ 400 cSt is specified, as it is normal practice whenstarting on cold oil, to partly open the bypassvalves of the lubricating oil pumps, so as to reducethe electric power requirements for the pumps.

The flow capacity is to be within a tolerance of:0 +12%.

The pump head is based on a total pressure dropacross cooler and filter of maximum 1 bar.

The by-pass valve, shown between the main lubri-cating oil pumps, may be omitted in cases wherethe pumps have a built-in by-pass or if centrifugalpumps are used.

If centrifugal pumps are used, it is recommended toinstall a throttle valve at position “005”, its functionbeing to prevent an excessive oil level in the oil pan,if the centrifugal pump is supplying too much oil tothe engine.

During trials, the valve should be adjusted by meansof a device which permits the valve to be closed onlyto the extent that the minimum flow area through thevalve gives the specified lubricating oil pressure atthe inlet to the engine at full normal load conditions.It should be possible to fully open the valve, e.g.when starting the engine with cold oil.

It is recommended to install a 25 mm valve (pos.006) with a hose connection after the main lubricat-ing oil pumps, for checking the cleanliness of thelubricating oil system during the flushing procedure.The valve is to be located on the underside of ahorizontal pipe just after the discharge from thelubricating oil pumps.

Camshaft and exhaust valve booster pump(4 40 624)

The corresponding data for the booster pump forcamshaft system are:

Design pump head . . . . . . . . . . . . . . . . . . . 3.0 barWorking temperature . . . . . . . . . . . . . . . . . . 60 °C

List of lubricating oils

The circulating oil (Lubricating and cooling oil) mustbe a rust and oxidation inhibited engine oil, of SAE30 viscosity grade.

In order to keep the crankcase and piston coolingspace clean of deposits, the oils should have ade-quate dispersion and detergent properties.

Alkaline circulating oils are generally superior in thisrespect.

CompanyCirculating oilSAE 30/TBN 5-10

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Atlanta Marine D3005Energol OE-HT-30Marine CDX-30Veritas 800 MarineExxmar XAAlcano 308Mobilgard 300Melina 30/30SDoro AR 30

The oils listed have all given satisfactory service inMAN B&W engine installations. Also other brandshave been used with satisfactory results.

6.03.05


440 600 025 178 60 27

Lubricating oil cooler (4 40 605)

The lubricating oil cooler is to be of the shell and tubetype made of seawater resistant material, or a platetype heat exchanger with plate material of titanium,unless freshwater is used in a central cooling system.

Lubricating oil viscosity,specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °CLubricating oil flow . . . . . . see “List of capacities”Heat dissipation . . . . . . . . see “List of capacities”Lubricating oil temperature,outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . 45 °CWorking pressure on oil side . . . . . . . . . . . 5.0 barPressure drop on oil side . . . . . . maximum 0.5 barCooling water flow . . . . . . see “List of capacities”Cooling water temperature at inlet,seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °Cfreshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °CPressure drop on water side . . . . maximum 0.2 bar

The lubricating oil flow capacity is to be within atolerance of: 0 to + 12%.

The cooling water flow capacity is to be within atolerance of: 0% +10%.

To ensure the correct functioning of the lubricatingoil cooler, we recommend that the seawater tem-perature is regulated so that it will not be lower than10 °C.

The pressure drop may be larger, depending on theactual cooler design.

Lubricating oil temperature control valve(4 40 610)

The temperature control system can, by means of athree-way valve unit, by-pass the cooler totally orpartly.

Lubricating oil viscosity,specified . . . . . . . . . . . . . . . . . . . . .75 cSt at 50 °CLubricating oil flow . . . . . . “see List of capacities”Temperature range, inlet to engine . . . . . .40-50 °C

Lubricating oil full flow filter (4 40 615)

Lubricating oil flow . . . . . . see “List of capacities”Working pressure . . . . . . . . . . . . . . . . . . . . 5.0 barTest pressure . . . . . . . . . .according to class rulesAbsolute fineness . . . . . . . . . . . . . . . . . . . 50 µm ∗Working temperature . . . . . . approximately 45 °COil viscosity at working temperature . . 90-100 cStPressure drop with clean filter . . maximum 0.2 barFilter to be cleanedat a pressure drop . . . . . . . . . . . . maximum 0.5 bar

∗ The absolute fineness corresponds to a nominalfineness of approximately 30 µm at a retainingrate of 90%

The flow capacity is to be within a tolerance of:0 to 12%.

The full-flow filter is to be located as close as possibleto the main engine. If a double filter (duplex) is in-stalled, it should have sufficient capacity to allow thespecified full amount of oil to flow through each sideof the filter at a given working temperature, with apressure drop across the filter of maximum 0.2 bar(clean filter).

If a filter with back-flushing arrangement is installed,it should be noted that the required oil flow, speci-fied in the “List of capacities” should be increasedby the amount of oil used for the back-flushing, sothat the lubricating oil pressure at the inlet to themain engine can be maintained during cleaning.

In those cases where an automatically-cleaned filteris installed, it should be noted that in order toactivate the cleaning process, certain makes of filterrequire a greater oil pressure at the inlet to the filterthan the pump pressure specified. Therefore, thepump capacity should be adequate for this purpose,too.

Flushing of lube oil system

Before starting the engine for the first time, the lu-bricating oil system on board has to be cleaned inaccordance with MAN B&W’s recommendations:“Flushing of Main Lubricating Oil System”,which is available on request.

6.03.06


440 600 025 178 60 27

178 37 35-0.0

6.03.07

A protecting ring position 1-4 is to be installed if required, by class rules, andis placed loose on the tanktop and guided by the hole in the flange

In the vertical direction it is secured by means of screws position 4 so as toprevent wear of the rubber plate 178 07 41-6.0

Fig. 6.03.08: Lubricating oil outlet

A: Inlet from main lubricating oil pipeB: Outlet to CamshaftC: Waste oil drain

178 14 87-0.0

Fig. 6.03.07: Booster module,MAN B&W Diesel / C.C. Jensen

Booster unit for camshaft lubrication,option: 4 40 625

The units consisting of the two booster pumps andthe control system can be delivered as a module,“Booster module, MAN B&W/C.C. Jensen”

Engine type Units

60Hz3 x 440 V

50Hz3 x 380 V

6S90MC-C B - 11.4 - 6 B - 11.9 - 5

7S90MC-C B - 14.4 - 6 B - 13.4 - 5


440 600 025 178 60 27

∗ Based on 50 mm thickness of supporting chocks

The lubricating oil bottom tank complies with the rules ofthe classification socities by operation under the followingconditions and the angles of inclination in degrees are:

Note:Provided that the system outside the engine is soexecuted that part of the oil quantity is drained backto the tank, when pumps are stopped, the height ofthe bottom tank indicated on the drawing is to beincreased corresponding to this quantity.

178 19 92-5.0

178 19 92-5.0

CylinderNo.

Drain atcylinder No. D0 D1 D3 H0 H1 L OL Qm3

6 2-5 2x375 1x550 2x275 1320 550 11200 1220 47.8 7 2-5-7 2x400 1x600 2x300 1375 600 12800 1275 57.1

Fig. 6.03.09: Lubricating oil tank, with cofferdam

6.03.08

If space is limited other proposals are possible.

Athwartships Fore and aft

Static Dynamic Static Dynamic

15 22.5 5 7.5

Minimum lubricating oil bottom tank volume are following:

6 cyl. 7 cyl.

40.0 m3 46.7 m3


440 600 025 178 60 27

6.04 Cylinder Lubricating Oil System

The cylinder lubricators are supplied with oil from agravity-feed cylinder oil service tank, and they areequipped with built-in floats, which keep the oil levelconstant in the lubricators, Fig. 6.04.01.

The size of the cylinder oil service tank depends onthe owner’s and yard’s requirements, and it is nor-mally dimensioned for minimum two days’ con-sumption.

Cylinder Oils

Cylinder oils should, preferably, be of the SAE 50viscosity grade.

Modern high rated two-stroke engines have a rela-tively great demand for the detergency in the cylin-der oil. Due to the traditional link between highdetergency and high TBN in cylinder oils, we rec-ommend the use of a TBN 70 cylinder oil in combi-

nation with all fuel types within our guiding specifi-cation, regardless of the sulphur content.

Consequently, TBN 70 cylinder oil should also beused on testbed and at seatrial. However, cylinderoils with higher alkalinity, such as TBN 80, may bebeneficial, especially in combination with high sul-phur fuels.

The cylinder oils listed below have all given satisfac-tory service during heavy fuel operation in MANB&W engine installations:

Company Cylinder oilSAE 50/TBN 70

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Talusia HR 70CLO 50-MS/DZ 70 cyl.Delo Cyloil SpecialExxmar X 70Vegano 570Mobilgard 570Alexia 50Taro Special

Also other brands have been used with satisfactoryresults.

Cylinder Lubrication

Each cylinder liner has a number of lubricating ori-fices (quills), through which the cylinder oil is intro-duced into the cylinders, see Fig. 6.04.02. The oil isdelivered into the cylinder via non-return valves,when the piston rings during the upward stroke passthe lubricating orifices.

The letters refer to “List of flanges”178 0614-7.2

Fig. 6.04.01: Cylinder lubricating oil system

6.04.01


442 600 025 178 60 28

Cylinder Lubricators

The cylinder lubricators are mounted on the rollerguide housings, and are interconnected with driveshafts. The lubricators have a built-in capability foradjustment of the oil quantity. They are of the “SightFeed Lubricator” type and are provided with a sightglass for each lubricating point.

The lubricators Fig. 6.04.03 are fitted with:

• Electrical heating and

• Low flow and low level alarms.

The lubricator will, in the basic “Speed Dependent”design (4 42 111), pump a fixed amount of oil to thecylinders for each engine revolution.

Mainly for plants with controllable pitch propeller,the lubricators can, alternatively, be fitted with a

system which controls the dosage in proportion tothe mean effective pressure (mep), option: 4 42 113.

The “speed dependent” as well as the “mep depen-dent” lubricator is equipped with a “Load ChangeDependent” system (4 42 120), such that the cylin-der feed oil rate is automatically increased duringstarting, manoeuvring and, preferably, during sud-den load changes, see Fig. 6.04.04.

The signal for the “load change dependent” systemcomes from:

• Standardthe electronic governor

• Optionala special control box is normally used on plantswith mechanical-hydraulic governor, if applied.

178 31 21-4.0The letters refer to “List of flanges”The piping is delivered with and fitted onto the engine

Fig. 6.04.02: Cylinder lubricating oil pipes

6.04.02


442 600 025 178 60 28

Low level switch “A” opens at low levelLow flow switch “B” closes at zero flow in one ball control glass.

This engine type has one lubricator per cylinder.

Both diagrams show the systemin the following condition:Electrical power ONStopped engine: no flowOil level high

All cables and cable connections to be yard’s supply.

Electrical heating of cylinder lubricator, 55 W per cylin-der.Power supply according to ship’s monophase 110 V or220 V.

Heater ensures oil temperature of approximately 40-50 °C.

178 36 47-5.0

6.04.03

178 10 83-1.1

Fig. 6.04.03a: Electrical diagram, cylinder lubricator

Type: 10F010For alarm for low level and no flow

Type: 10F001For alarm for low level and alarm and slow down for no flow Required by: ABS, GL, RINa, RS and recommended by IACS

Fig. 6.04.03b: Electrical diagram, cylinder lubricator

Low level switch “A” opens at low levelLow flow switch “B” opens at zero flow in one ball control glass


442 600 025 178 60 28

Cylinder Oil Feed Rate (Dosage)

The following guideline for cylinder oil feed rate isbased on service experience from other MC enginetypes, as well as today’s fuel qualities and operatingconditions.

The recommendations are valid for all plants, whethercontrollable pitch or fixed pitch propellers are used.

The nominal cylinder oil feed rate at nominal MCRis:

1.1–1.6 g/kWh 0.8–1.2 g/BHPh

During the first operational period of about 1500hours, it is recommended to use the upper feed rate.

The feed rate at part load is proportional to the

second power of the speed: Qp = Q x

npn

2

178 36 48-7.0

Fig. 6.04.04: Load change dependent lubricator

6.04.04


442 600 025 178 60 28

6.05 Cleaning System, Stuffing Box Drain Oil

For engines running on heavy fuel, it is importantthat the oil drained from the piston rod stuffingboxes is not led directly into the system oil, as theoil drained from the stuffing box is mixed withsludge from the scavenge air space.

The performance of the piston rod stuffing box onthe MC engines has proved to be very efficient,primarily because the hardened piston rod allows ahigher scraper ring pressure.

The amount of drain oil from the stuffing boxes isabout 5 - 10 liters/24 hours per cylinder duringnormal service. In the running-in period, it can behigher.

We therefore consider the piston rod stuffing boxdrain oil cleaning system as an option, and recom-mend that this relatively small amount of drain oilcould be used for other purposes or is burnt in theincinerator.

If the drain oil is to be re-used as lubricating oil, itwill be necessary to install the stuffing box drain oilcleaning system described below, Fig. 6.05.01.

As an alternative to the tank arrangement shown,the drain tank (001) can, if required, be designed asa bottom tank, and the circulating tank (002) can beinstalled at a suitable place in the engine room.

178 06 13-5.3The letters refer to “List of flanges”

Fig. 6.05.01: Optional cleaning system of piston rod, stuffing box drain oil

6.05.01


443 600 003 178 60 29

Piston rod lube oil pump and filter unit

The filter unit consisting of a pump and a fine filter(option: 4 43 640) could be of make C.C. JensenA/S, Denmark. The fine filter cartridge is made ofcellulose fibres and will retain small carbon particlesetc. with relatively low density, which are not removedby centrifuging.

Lube oil flow . . . . . . . . . . .see table in Fig. 6.05.02Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 barFiltration fineness . . . . . . . . . . . . . . . . . . . . . . 1 µmWorking temperature . . . . . . . . . . . . . . . . . . 50 °COil viscosity at working temperature . . . . . .75 cStPressure drop at clean filter . . . . maximum 0.6 barFilter cartridge . . . maximum pressure drop 1.8 bar

The relevant piping arranged on the engine is shownin Fig. 6.05.04: “Stuffing box, drain pipes”

178 36 80-8.0

178 30 86-6.0

178 36 83-3.0

178 30 86-6.0

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

Fig. 6.05.04: Stuffing box, drain pipes

6.05.02

No. of cylinders C.J.C. Filter004

Minimum capacity of tanks Capacity of pumpoption 4 43 640

at 2 barm3/h

Tank 001m3

Tank 002m3

6 1 x HDU 427/54 0.6 0.7 0.2

7 1 x HDU 427/81or

1 x HDU 327/1080.9 1.0 0.3

Fig. 6.05.02: Capacities of cleaning system, stuffing box drain

No. ofcylinders

3 x 440 volts60 Hz

3 x 380 volts50 Hz

6 PR – 0.2 – 6 PR – 0.2 – 5

7 PR – 0.3 – 6 PR – 0.3 – 5

Fig. 6.05.03: Types of piston rod units


443 600 003 178 60 29

Designation of piston rod drain oil units

PR – 0.2 – 6

5 = 50 Hz, 3 x 380 Volts6 = 60 Hz, 3 x 440 Volts

Pump capacity in m3/h

Piston rod drain oil unit

A modular unit is available for this system, option:4 43 610. See Fig. 6.05.05 “Piston rod drain oil unit,MAN B&W Diesel/C. C. Jensen”.

The modular unit consists of a drain tank, a circu-lating tank with a heating coil, a pump and a finefilter, and also includes wiring, piping, valves andinstruments.

The piston rod drain oil unit has been tested and isready to be connected to the supply connections onboard.

178 30 87-8.0

Fig. 6.05.05.: Piston rod drain oil unit, MAN B&WDiesel/C. C. Jensen, option: 4 43 610

6.05.03


443 600 003 178 60 29

6.06 Cooling Water Systems

The water cooling can be arranged in several con-figurations, the most common system choice being:

• A low temperature seawater cooling system fig.6.06.01, and a freshwater cooling system only forjacket cooling Fig.6.06.03

• A central cooling water system, with three circuits:a seawater system, a low temperature freshwatersystem for central cooling Fig 6.07.01, and a hightemperature freshwater system for jacket water.

The advantages of the seawater cooling system aremainly related to first cost, viz:

• Only two sets of cooling water pumps(seawater and jacket water)

• Simple installation with few piping systems

Whereas the disadvantages are:

• Seawater to all coolers and thereby higher main-tenance cost

• Expensive seawater piping of non-corrosive ma-terials such as galvanised steel pipes or Cu-Nipipes.

The advantages of the central cooling system are:

• Only one heat exchanger cooled by seawater, andthus, only one exchanger to be overhauled

• All other heat exchangers are freshwater cooledand can, therefore, be made of a less expensivematerial

• Few non-corrosive pipes to be installed

• Reduced maintenance of coolers and components

• Increased heat utilisation.

whereas the disadvantages are:

• Three sets of cooling water pumps (seawater,freshwater low temperature, and jacket water hightemperature)

• Higher first cost.

An arrangement common for the main engine andMAN B&W Holeby auxiliary engines is available onrequest.

For further information about common cooling watersystem for main engines and auxiliary engines pleaserefer to our publication:

P. 281 Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxiliary Engines.

6.06.01


445 600 025 178 60 30

Seawater Cooling System

The seawater cooling system is used for cooling, themain engine lubricating oil cooler (4 40 605), thejacket water cooler (4 46 620) and the scavenge aircooler (4 54 150).

The lubricating oil cooler for a PTO step-up gear shouldbe connected in parallel with the other coolers.Thecapacity of the SW pump (4 45 601) is based on theoutlet temperature of the SW being maximum 50 °Cafter passing through the coolers – with an inlet tem-perature of maximum 32 °C (tropical conditions), i.e. amaximum temperature increase of 18 °C.

The valves located in the system fitted to adjust thedistribution of cooling water flow are to be providedwith graduated scales.

The inter-related positioning of the coolers in thesystem serves to achieve:

• The lowest possible cooling water inlet tempera-ture to the lubricating oil cooler in order to obtainthe cheapest cooler. On the other hand, in orderto prevent the lubricating oil from stiffening in coldservices, the inlet cooling water temperature shouldnot be lower than 10 °C.

• The lowest possible cooling water inlet tempera-ture to the scavenge air cooler, in order to keepthe fuel oil consumption as low as possible

The piping delivered with and fitted onto the en-gine is, for your guidance shown on Fig. 6.06.02.

The letters refer to “List of flanges”178 12 39-1.1

Fig. 6.06.01: Conventional seawater cooling system

6.06.02


445 600 025 178 60 30

178 31 10-6.0

Fig. 6.06.02b: Cooling water pipes, air cooler, two turbochargers, option 4 59 112

178 31 11-8.0

Fig. 6.06.02a: Cooling water pipes, air cooler, one turbocharger


The letters refer to “List of flanges”The pos. numbers refer to “List of Instruments”The piping is delivered with and fitted onto the engine

6.06.03


445 600 025 178 60 30

Components for seawater system

Seawater cooling pump (4 45 601)

The pumps are to be of the centrifugal type.

Seawater flow . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barTest pressure . . . . . . . . . . .according to class ruleWorking temperature . . . . . . . . . . maximum 50 °C

The capacity must be fulfilled with a tolerance ofbetween 0% to +10% and covers the cooling of themain engine only.

Lub. oil cooler (4 40 605)

See chapter 6.03 “ Uni-Lubricating oil system”.

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heatexchanger type, made of seawater resistant ma-terial.

Heat dissipation . . . . . . . . see “List of capacities” Jacket water flow . . . . . . . see “List of capacities” Jacket water temperature, inlet . . . . . . . . . . 80 °CPressure dropon jacket water side . . . . . . . . . . maximum 0.2 barSeawater flow . . . . . . . . . . see “List of capacities”Seawater temperature, inlet . . . . . . . . . . . . . 38 °CPressure drop on SW side . . . . . maximum 0.2 bar

The heat dissipation and the SW flow are based onan MCR output at tropical conditions, i.e. SW tem-perature of 32 °C and an ambient air temperature of45 °C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of themain engine.

Heat dissipation . . . . . . . . see “List of capacities”Seawater flow . . . . . . . . . see “List of capacities”Seawater temperature,for SW cooling inlet, max. . . . . . . . . . . . . . . . 32 °CPressure drop oncooling water side . . . . . . between 0.1 and 0.5 bar

The heat dissipation and the SW flow are based onan MCR output at tropical conditions, i.e. SW tem-perature of 32 °C and an ambient air temperature of45 °C.

Seawater thermostatic valve (4 45 610)

The temperature control valve is a three-way valvewhich can recirculate all or part of the SW to thepump’s suction side. The sensor is to be located atthe seawater inlet to the lubricating oil cooler, andthe temperature level must be a minimum of +10 °C.

Seawater flow . . . . . . . . . . see “List of capacities”Temperature range,adjustable within . . . . . . . . . . . . . . . . .+5 to +32 °C

6.06.04


445 600 025 178 60 30

Jacket Cooling Water System

The jacket cooling water system, shown in Fig.6.06.03, is used for cooling the cylinder liners, cylindercovers and exhaust valves of the main engine andheating of the fuel oil drain pipes.

The jacket water pump (4 46 601) draws water fromthe jacket water cooler outlet and delivers it to theengine.

At the inlet to the jacket water cooler there is athermostatically controlled regulating valve (4 46610), with a sensor at the engine cooling wateroutlet, which keeps the main engine cooling wateroutlet at a temperature of 80 °C.

The engine jacket water must be carefully treated,maintained and monitored so as to avoid corrosion,corrosion fatigue, cavitation and scale formation. Itis recommended to install a preheater if preheatingis not available from the auxiliary engines jacketcooling water system.

The venting pipe in the expansion tank should endjust below the lowest water level, and the expansiontank must be located at least 5 m above the enginecooling water outlet pipe.

MAN B&W’s recommendations about the fresh-water system de-greasing, descaling and treatmentby inhibitors are available on request.

The freshwater generator, if installed, may be con-nected to the seawater system if the generator doesnot have a separate cooling water pump. The gen-erator must be coupled in and out slowly over aperiod of at least 3 minutes.

For external pipe connections, we prescribe thefollowing maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sSeawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

6.06.05

178 12 41-3.2

Fig. 6.06.03: Jacket cooling water system


445 600 025 178 60 30

6.06.06

178 31 26-3.1

Fig. 6.06.04b: Jacket water cooling pipes, ABB turbochargers, type VTR

178 31 25-1.1

Fig. 6.06.04a: Jacket water cooling pipes, MAN B&W turbochargers

178 31 27-5.1

Fig. 6.06.04c: Jacket water cooling pipes, MHI type MET and ABB type TPL



445 600 025 178 60 30

Components for jacket water system

Jacket water cooling pump (4 46 601)


Jacket water flow . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 barDelivery pressure . . . . . . . . . depends on position

of expansion tankTest pressure . . . . . . . . . . .according to class ruleWorking temperature, . normal 80 °C max. 100 °C

The capacity must be met at a tolerance of 0% to+10%.

The stated capacities cover the main engine only.The pump head of the pumps is to be determinedbased on the total actual pressure drop across thecooling water system.

Freshwater generator (4 46 660)

If a generator is installed in the ship for productionof freshwater by utilising the heat in the jacket watercooling system it should be noted that the actualavailable heat in the jacket water system is lowerthan indicated by the heat dissipation figures givenin the “List of capacities.” This is because the latterfigures are used for dimensioning the jacket watercooler and hence incorporate a safety margin whichcan be needed when the engine is operating underconditions such as, e.g. overload. Normally, thismargin is 10% at nominal MCR.

The calculation of the heat actually available atspecified MCR for a derated diesel engine is statedin chapter 6.01 “List of capacities”

Jacket water thermostatic valve (4 46 610)

The temperature control system can be equippedwith a three-way valve mounted as a diverting valve,which by-pass all or part of the jacket water aroundthe jacket water cooler.

The sensor is to be located at the outlet from themain engine, and the temperature level must beadjustable in the range of 70-90 °C.

Jacket water preheater (4 46 630)

When a preheater see Fig. 6.06.03 is installed in thejacket cooling water system, its water flow, and thusthe preheater pump capacity (4 46 625), should beabout 10% of the jacket water main pump capacity.Based on experience, it is recommended that thepressure drop across the preheater should be ap-prox. 0.2 bar. The preheater pump and main pumpshould be electrically interlocked to avoid the risk ofsimultaneous operation.

The preheater capacity depends on the requiredpreheating time and the required temperature in-crease of the engine jacket water. The temperatureand time relationships are shown in Fig. 6.06.05.

In general, a temperature increase of about 35 °C(from 15 °C to 50 °C) is required, and a preheatingtime of 12 hours requires a preheater capacity ofabout 1% of the enigne’s nominal MCR power.

Deaerating tank (4 46 640)

Design and dimensions are shown on Fig. 6.06.06“Deaerating tank” and the corresponding alarm de-vice (4 46 645) is shown on Fig. 6.06.07 “Deaeratingtank, alarm device”.

6.06.07

Expansion tank (4 46 648)

The total expansion tank volume has to be approxi-mate 10% of the total jacket cooling water amountin the system.

As a guideline, the volume of the expansion tanksfor main engine output are:

Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3

Above 15,000 kW . . . . . . . . . . . . . . . . . . . 1.25 m3


445 600 025 178 60 30

Fresh water treatment

The MAN B&W Diesel recommendations for treat-ment of the jacket water/freshwater are available onrequest.

Temperature at start of engine

In order to protect the engine, some minimum tem-perture restrictions have to be considered beforestarting the engine and, in order to avoid corrosiveattacks on the cylinder liners during starting.

Normal start of engineNormally, a minimum engine jacket water tempera-ture of 50 °C is recommended before the engine isstarted and run up gradually to 90% of specifiedMCR speed.

For running between 90% and 100% of specifiedMCR speed, it is recommended that the load beincreased slowly – i.e. over a period of 30 minutes.

Start of cold engine

In exceptional circumstances where it is not pos-sible to comply with the abovementioned recom-mendation, a minimum of 20 °C can be acceptedbefore the engine is started and run up slowly to90% of specified MCR speed.

However, before exceeding 90% specified MCRspeed, a minimum engine temperature of 50 °Cshould be obtained and, increased slowly – i.e. overa period of at least 30 minutes.

The time period required for increasing the jacketwater temperature from 20 °C to 50 °C will dependon the amount of water in the jacket cooling watersystem, and the engine load.

Note:The above considerations are based on the as-sumption that the engine has already been wellrun-in.

Preheating of diesel engine

Preheating during standstill periods

During short stays in port (i.e. less than 4-5 days), itis recommended that the engine is kept preheated,the purpose being to prevent temperature variationin the engine structure and corresponding variationin thermal expansions and possible leakages.

The jacket cooling water outlet temperature shouldbe kept as high as possible and should – beforestarting-up – be increased to at least 50 °C, eitherby means of cooling water from the auxiliary en-gines, or by means of a built-in preheater in thejacket cooling water system, or a combination.

178 16 63-1.0

Fig. 6.06.05: Jacket water preheater

6.06.08


445 600 025 178 60 30

6.06.09

1780737-0.1

Fig. 6.06.07: De-aerating tank, alarm device

178 06 27-9.0

Fig. 6.06.06: De-aerating tank

Dimensions in mm

Tank size 0.16 m3

Maximum J.W. capacity 300 m3/h

Maximum nominal bore 200

D 150

E 500

F 1195

øH 500

øI 520

øJ ND 80

øK ND 50

ND: Nominal diameter

Working pressure is according to actualpiping arrangement.

In order not to impede the rotation of water,the pipe connection must end flush with thetank, so that no internal edges are protruding.


445 600 025 178 60 30

6.07 Central Cooling Water System

The central cooling water system is characterisedby having only one heat exchanger cooled by sea-water, and by the other coolers, including the jacketwater cooler, being cooled by the freshwater lowtemperature (FW-LT) system.

In order to prevent too high a scavenge air tempera-ture, the cooling water design temperature in theFW-LT system is normally 36 °C, corresponding toa maximum seawater temperature of 32 °C.

Our recommendation of keeping the cooling waterinlet temperature to the main engine scavenge aircooler as low as possible also applies to the centralcooling system. This means that the temperature con-trol valve in the FW-LT circuit is to be set to minimum

10 °C, whereby the temperature follows the out-board seawater temperature when this exceeds 10 °C.

For further information about common cooling watersystem for main engines and MAN B&W Holeby auxiliary engines please refer to our publication:

P.281 Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxiliary Engines.

For external pipe connections, we prescribe thefollowing maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sCentral cooling water (FW-LT) . . . . . . . . . . 3.0 m/sSeawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

178 12 37-8.3

6.07.01

Letters refer to “List of flanges”

Fig. 6.07.01: Central cooling system


445 650 002 178 60 31

Components for seawater system

Seawater cooling pumps (4 45 601)


Seawater flow . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barTest pressure . . . . . . . . . .according to class rulesWorking temperature, normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0-32 °CWorking temperature . . . . . . . . . . maximum 50 °C

The capacity is to be within a tolerance of 0% +10%.

The differential pressure of the pumps is to bedetermined on the basis of the total actual pressuredrop across the cooling water system.

Central cooler (4 45 670)

The cooler is to be of the shell and tube or plate heatexchanger type, made of seawater resistant ma-terial.

Heat dissipation . . . . . . . . see “List of capacities”Central cooling water flow see “List of capacities”Central cooling water temperature, outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °CPressure drop on central coolingside . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 barSeawater flow . . . . . . . . . . see “List of capacities”Seawater temperature, inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °CPressure drop on SW side . . . . . maximum 0.2 bar

The pressure drop may be larger, depending on theactual cooler design.

The heat dissipation and the SW flow figures arebased on MCR output at tropical conditions, i.e. aSW temperature of 32 °C and an ambient air tem-perature of 45 °C.

Overload running at tropical conditions will slightlyincrease the temperature level in the cooling sys-tem, and will also slightly influence the engine per-formance.

Central cooling water pumps,low temperature (4 45 651)


Freshwater flow . . . . . . . . see “List of capacities” Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barDelivery pressure . . . . . . . depends on location of

expansion tankTest pressure . . . . . . . . . .according to class rulesWorking temperature, normal . . . . . . . . . . . . . . . . . . approximately 80 °C maximum 90 °C

The flow capacity is to be within a tolerance of 0%+10%.

The list of capacities covers the main engine only.Thedifferential pressure provided by the pumps is to bedetermined on the basis of the total actual pressuredrop across the cooling water system.

Central cooling water thermostatic valve(4 45 660)

The low temperature cooling system is to be equip-ped with a three-way valve, mounted as a mixingvalve, which by-passes all or part of the fresh wateraround the central cooler.

The sensor is to be located at the outlet pipe fromthe thermostatic valve and is set so as to keep atemperature level of minimum 10 °C.

Lubricating oil cooler (4 40 605)

See “Lubricating oil system”.

6.07.02


445 650 002 178 60 31

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heatexchanger type.

Heat dissipation . . . . . . . . see “List of capacities”Jacket water flow . . . . . . . see “List of capacities”Jacket water temperature, inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 °CPressure drop on jacket water side . . max. 0.2 barFW-LT flow . . . . . . . . . . . . see “List of capacities”FW-LT temperature, inlet . . . . . . . . .approx. 42 °CPressure drop on FW-LT side . . . . . . . max. 0.2 bar

The heat dissipation and the FW-LT flow figures arebased on an MCR output at tropical conditions, i.e.a maximum SW temperature of 32 °C and an am-bient air temperature of 45 °C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of themain engine.

Heat dissipation . . . . . . . . see “List of capacities”FW-LT water flow . . . . . . . see “List of capacities”FW-LT water temperature, inlet . . . . . . . . . . 36 °CPressure drop on FW-LT water sideapprox. 0.5 bar

6.07.03


445 650 002 178 60 31

6.08 Starting and Control Air Systems

The starting air of 30 bar is supplied by the startingair compressors (4 50 602) in Fig. 6.08.01 to thestarting air receivers (4 50 615) and from these tothe main engine inlet “A”.

Through a reducing station (4 50 665), compressedair at 7 bar is supplied to the engine as:

• Control air for manoeuvring system, and forexhaust valve air springs, through “B”

• Safety air for emergency stop through “C”

• Through a reducing valve (4 50 675) is suppliedcompressed air at 10 bar to “AP” for turbochargercleaning (soft blast) , and a minor volume used forthe fuel valve testing unit

The air consumption for control air, safety air, tur-bocharger cleaning, sealing air for exhaust valveand for fuel valve testing unit and starting of auxiliaryengines is covered by the capacities stated for theair receivers and compressors in the “List of Capa-cities”.

An arrangement common for main engine and MANB&W Holeby auxiliary engines is available on request.

For further information about common starting airsystem for main engines and auxiliary engines pleaserefer to our publication:

P. 281 “Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxi-liary Engines”

178 33 28-8.0

Fig. 6.08.01: Starting and control air systems

A: Valve “A” is supplied with the engineAP: Air inlet for dry cleaning of turbochargerThe letters refer to “List of flanges”

6.08.01


450 600 025 178 60 32

The starting air pipes, Fig. 6.08.02, contains a mainstarting valve (a ball valve with actuator), a non-re-turn valve, a starting air distributor and startingvalves. The main starting valve is combined with themanoeuvring system, which controls the start of theengine. Slow turning before start of engine is anoption: 4 50 140 and is recommended by MAN B&WDiesel, see chapter 6.11.

The starting air distributor regulates the supply ofcontrol air to the starting valves in accordance withthe correct firing sequence.

The exhaust valve is opened hydraulically, and theclosing force is provided by a “pneumatic spring”which leaves the valve spindle free to rotate. Thecompressed air is taken from the manoeuvring airsystem.

The sealing air for the exhaust valve spindlecomes from the manoeuvring system, and is acti-vated by the control air pressure, see Fig. 6.08.03.

6.08.02

178 31 32-2.0

Fig. 6.08.03: Air spring pipes, exhaust valves

The letters refer to “List of flanges”The pos. numbers refer to “List of instruments”

The letters refer to “List of flanges”The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine 178 31 35-8.0

Fig. 6.08.02: Starting air pipes


450 600 025 178 60 32

Components for starting air system

Starting air compressors (4 50 602)

The starting air compressors are to be of the water-cooled, two-stage type with intercooling.

More than two compressors may be installed tosupply the capacity stated.

Air intake quantity:Reversible engine, for 12 starts: . . . . . . . . . . see “List of capacities” Non-reversible engine,for 6 starts: . . . . . . . . . . . see “List of capacities” Delivery pressure . . . . . . . . . . . . . . . . . . . . 30 bar

Starting air receivers (4 50 615)

The starting air receivers shall be provided with manholes and flanges for pipe connections.

The volume of the two receivers is:Reversible engine,for 12 starts: . . . . . . . . . . see “List of capacities” *Non-reversible engine, for 6 starts: . . . . . . . . . . . . see “List of capacities” Working pressure . . . . . . . . . . . . . . . . . . . . 30 barTest pressure . . . . . . . . . . according to class rule

∗ The volume stated is at 25 °C and 1,000 m bar

Reducing station (4 50 665)

Reduction . . . . . . . . . . . . . . . . from 30 bar to 7 bar(Tolerance -10% +10%)

Capacity:2100 Normal litres/min of free air . . . . . 0.035 m3/sFilter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 µm

Reducing valve (4 50 675)

Reduction from . . . . . . . . . . . . . . . 30 bar to 7 bar(Tolerance -10% +10%)

Capacity:2600 Normal litres/min of free air . . . . . 0.060 m3/s

The piping delivered with and fitted onto the mainengine is, for your guidance, shown on:

Starting air pipesAir spring pipes, exhaust valves

Turning gear

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

The turning gear is driven by an electric motor witha built-in gear and brake. The size of the electricmotor is stated in Fig. 6.08.04. The turning gear isequipped with a blocking device that prevents themain engine from starting when the turning gear isengaged.

6.08.03


450 600 025 178 60 32

Electric motor 3 x 440V – 60HzBrake power supply 240V – 60Hz

Current

No. ofcylinders

PowerkW

StartAmp.

NormalAmp.

6-7 13.2 112.7 19.4

Electric motor 3 x 380V – 50HzBrake power supply 220V – 50Hz

Current

No. ofcylinders

PowerkW

StartAmp.

NormalAmp.

6-7 11 130.5 22.5

178 31 30-9.0

178 36 85-7.0

Fig. 6.08.04: Electric motor for turning gear

6.08.04


450 600 025 178 60 32

6.09 Scavenge Air System

The engine is supplied with scavenge air from oneor two turbochargers. The compressor of the turbo-charger sucks air from the engine room, through anair filter, and the compressed air is cooled by thescavenge air cooler (one for each turbocharger).Each cooler is provided with a water mist catcher,which prevents condensated water from being car-ried with the air into the scavenge air receiver andto the combustion chamber.

The scavenge air system, (see Figs. 6.09.01 and6.09.02) is an integrated part of the main engine.

The heat dissipation and cooling water quantitiesare based on MCR at tropical conditions, i.e. a SWtemperature of 32 °C, or a FW temperature of 36°C, and an ambient air inlet temperature of 45 °C.

Auxiliary Blowers

The engine is provided with two electrically drivenauxiliary blowers (see Fig. 6.09.02). Between thesca-venge air cooler and the scavenge air receiver,non-return valves are fitted which close automa-tically when the auxiliary blowers start supplying thescavenge air.

The auxiliary blowers start operating consecutivelybefore the engine is started and will ensure com-plete scavenging of the cylinders in the startingphase, thus providing the best conditions for a safestart.

During operation of the engine, the auxiliary blowerswill start automatically whenever the engine load isreduced to about 30-40% and will continue opera-ting until the load again exceeds approximately40-50%.

6.09.01

178 07 27-4.1

Fig. 6.09.01: Scavenge air system


455 600 025 178 60 33

Emergency running

If one of the auxiliary blowers is out of action, theother auxiliary blower will function in the system,without any manual readjustment of the valves beingnecessary. This is achieved by automatically work-ing non-return valves.

Electrical panel for two auxiliary blowers

The auxiliary blowers are, as standard, fitted ontothe main engine, and the control system for theauxiliary blowers can be delivered separately as anoption: 4 55 650.

The layout of the control system for the auxiliaryblowers is shown in Figs. 6.09.03a and 6.09.03b. “Electrical panel for two auxiliary blowers”, and thedata for the electric motors fitted onto the mainengine is found in Fig. 6.09.04 “Electric motor forauxiliary blower”.

The data for the scavenge air cooler is specified inthe description of the cooling water system chosen.

For further information please refer to our publica-tion:P. 311 Influence of Ambient Temperature

Conditions on Main Engine Operation

178 31 47-8.0

6.09.02

178 31 43-0.0

The letters refer to “List of flanges”The position numbers refer to “List of instruments”

Fig. 6.09.02: Scavenge air pipes, for engines with turbochargers on exhaust side

Electric motor size Dimensions of control panel for Dimensions of electric panel Maximum stand-byheating elementtwo auxiliary blowers

3 x 440 V 60 Hz

3 x 380 V50 Hz

Wmm

Hmm

Dmm

Wmm

Hmm

Dmm

18 - 80 A11 - 45 kW

18 - 80 A 9 - 40 kW 300 460 150 400 600 300 100 W

63 - 250 A67 - 155 kW

80 - 250 A40 - 132 kW 300 460 150 600 600 350 250 W

Fig. 6.09.03a: Electrical panel for auxiliary blowers inclusive starters, option: 4 55 650


455 600 025 178 60 33

178 31 44-2.0

PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar

PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar

G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418

K1: Switch in telegraph system. Closed at “finished with engine”

K2: Switch in safety system. Closed at “shut down”

K3: Lamp test

Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650

6.09.03


455 600 025 178 60 33

6.09.04

Number ofcylinders

Make: ABB, or similar3 x 440V-60Hz

Type

PowerkW

Current MasskgStart Amp. Nom. Amp.

6 2 x M2CA280MB 2 x 125 1 x 1463 2 x 190 2 x 5807 2 x M2CA315SMA 2 x 155 1 x 1595 2 x 238 2 x 770

Data for 3 x 380V, 50Hz are available on request

Enclosure IP44Insulation class: minimum BSpeed of fan: about 3540 r/min for 60HzThe electric motors are delivered with and fitted onto the engineMissing data are available on request

178 36 55-8.0

Fig. 6.09.04: Electric motor for auxiliary blower


455 600 025 178 60 33

Air Cooler Cleaning System

The air side of the scavenge air cooler can becleaned by injecting a grease dissolvent through“AK” (see Figs. 6.09.05 and 6.09.06) to a spray pipearrangement fitted to the air chamber above the aircooler element.

Sludge is drained through “AL” to the bilge tank, andthe polluted grease dissolvent returns from “AM”,through a filter, to the chemical cleaning tank. Thecleaning must be carried out while the engine is atstandstill. The piping delivered with and fitted ontothe engine is shown in Fig. 6.09.05 “Air coolercleaning pipes”.

178 36 57-1.0

178 35 15-7.0


Fig. 6.09.05: Air cooler cleaning pipes

6.09.05

178 06 15-9.1

Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655

∗ To suit the chemical requirement

6 cyl. 7 cyl.

Chemical tank capacity 0.6 m3 0.9 m3

Circulating pump capacity at 3 bar 2 m3/h 3 m3/h

d: Nominal diameter 50 mm 50 mm



455 600 025 178 60 33

Scavenge air box drain system

The scavenge air box is continuously drained through“AV” (see Fig. 6.09.07) to a small “pressurised draintank”, from where the sludge is led to the sludgetank. Steam can be applied through “BV”, if re-quired, to facilitate the draining.

The continuous drain from the scavenge air boxmust not be directly connected to the sludge tankowing to the scavenge air pressure. The “pres-surised drain tank” must be designed to withstandfull scavenge air pressure and, if steam is applied,to withstand the steam pressure available.

Drain from water mist catcher

The drain line for the air cooler system is, duringrunning, used as a permanent drain from the aircooler water mist catcher. The water is led thoughan orifice to prevent major losses of scavenge air.The system is equipped with a drain box, where alevel switch LSA 434 is mounted, indicating anyexcessive water level.

The system delivered with and fitted onto the en-gine is shown in Fig. 6.09.08 “Scavenge air space,drain pipes”.

178 06 16-0.0

178 31 46-6.1


Fig. 6.09.08: Scavenge air space, drain pipes

178 36 59-5.0


Fig. 6.09.07: Scavenge box drain system

No. of cylinders Capacity of drain tank

6 0.4 m3

7 0.7 m3

6.09.06


455 600 025 178 60 33

Fire Extinguishing System forScavenge Air Space

Fire in the scavenge air space can be extinguishedby steam, being the standard version, or, optionally,by water mist or CO2.

The alternative external systems are shown in Fig.6.09.09:

“Fire extinguishing system for scavenge air space”standard: 4 55 140 Steamor option: 4 55 142 Water mistor option: 4 55 143 CO2

The corresponding internal systems fitted on theengine are shown in Fig. 6.09.10a and 6.09.10b:

“Fire extinguishing in scavenge air space (steam)”“Fire extinguishing in scavenge air space (water mist)”“Fire extinguishing in scavenge air space (CO2)”

Steam pressure: 3-10 barSteam approx.: 7.8 kg/cyl

Freshwater pressure: min. 3.5 barFreshwater approx.: 6.3 kg/cyl.

CO2 test pressure: 150 barCO2 approx.: 15.7 kg/cyl.

6.09.07

178 06 17-2.0The letters refer to “List of flanges”

Fig. 6.09.09 Fire extinguishing system for scavenge air space

178 12 89-3.0


Fig. 6.09.10a: Fire extinguishing pipes in scavenge airspace (steam): 4 55 140, (water mist), option: 4 55 142

178 35 21-6.0

Fig. 6.09.10b: Fire extinguishing pipes in scavenge airspace (CO2), option: 4 55 143


455 600 025 178 60 33

6.10 Exhaust Gas System

Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to theexhaust gas receiver where the fluctuating pres-sures from the cylinders are equalised and fromwhere the gas is led further on to the turbochargerat a constant pressure, see Fig.6.10.01.

Compensators are fitted between the exhaust valvesand the exhaust gas receiver and between the re-ceiver and the turbocharger. A protective grating isplaced between the exhaust gas receiver and theturbocharger. The turbocharger is fitted with a pick-up for remote indication of the turbocharger speed.

For quick assembling and disassembling of thejoints between the exhaust gas receiver and theexhaust valves, clamping bands are fitted.

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

Turbocharger arrangement andcleaning systems

The turbochargers are arranged on the exhaust sideof the engine, see Fig. 6.10.02.

178 07 27-4.1

Fig. 6.10.01: Exhaust gas system on engine

6.10.01


460 600 025 178 60 34

The engine is designed for the installation of eitherMAN B&W turbocharger type NA/TO (4 59 101), orABB turbochargers type VTR or TPL (4 59 102), orMHI turbocharger type MET (4 59 103).

The turbocharger is fitted with an arrangement forwater washing of the compressor side, and soft

blast cleaning of the turbine side, see Fig. 6.10.03,as well as water washing of the turbine side on MANB&W and ABB turbochargers only, see Figs. 6.10.04aand 6.10.04b.It is not available on Mitsubishi turbochargers.

178 31 50-1.0The letters refer to “List of flanges”The position numbers refer to “List of instruments”The piping is delivered with and fitted onto the

Fig. 6.10.02: Exhaust gas pipes

6.10.02

1. Tray for solid granules (nut shells)2. Container for granules3. Dosage container for water washing of compressor side

178 31 52-5.1

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

Fig. 6.10.03: Turbocharger cleaning


460 600 025 178 60 34

Exhaust Gas System for main engine

At specified MCR (M), the total back-pressure in theexhaust gas system after the turbocharger – indi-cated by the static pressure measured in the pipingafter the turbocharger – must not exceed 350 mmWC (0.035 bar).

In order to have a back-pressure margin for the finalsystem, it is recommended at the design stage toinitially use about 300 mm WC (0.030 bar).

For dimensioning of the external exhaust gas pip-ings, the recommended maximum exhaust gas velocity is 50 m/s at specified MCR (M). For dimen-sioning of the external exhaust pipe connections,see Fig. 6.10.07.

The actual back-pressure in the exhaust gas systemat MCR depends on the gas velocity, i.e. it is pro-portional to the square of the exhaust gas velocity,and hence inversely proportional to the pipe dia-meter to the 4th power. It has by now becomenormal practice in order to avoid too much pressureloss in the pipings, to have an exhaust gas velocityof about 35 m/sec at specified MCR. This meansthat the pipe diameters often used may be biggerthan the diameter stated in Fig. 6.10.07.

As long as the total back-pressure of the exhaustgas system – incorporating all resistance lossesfrom pipes and components – complies with theabove-mentioned requirements, the pressure lossesacross each component may be chosen independently,see proposed measuring points in Fig. 6.10.06. Thegeneral design guidelines for each component, de-scribed below, can be used for guidance purposes atthe initial project stage.

Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gasfrom the outlet of the turbocharger(s) to the atmos-phere.

The exhaust piping is shown schematically on Fig.6.10.05.

The exhaust piping system for the main enginecomprises:

• Exhaust gas pipes• Exhaust gas boiler• Silencer• Spark arrester• Expansion joints• Pipe bracings

178 31 53-7.1

Fig. 6.10.04a: MAN B&W turbocharger, water washing,turbine side, 4 59 210

178 31 54-9.1

Fig. 6.10.04b: ABB turbocharger, water washing, turbineside, 4 59 210

The letters refer to “List of flanges”The position numbers refer to “List of instruments”

6.10.03


460 600 025 178 60 34

In connection with dimensioning the exhaust gaspiping system, the following parameters must beobserved:

• Exhaust gas flow rate• Exhaust gas temperature at turbocharger outlet• Maximum pressure drop through exhaust gas

system• Maximum noise level at gas outlet to

atmosphere• Maximum force from exhaust piping on

turbocharger(s)• Utilisation of the heat energy of the exhaust gas

Items that are to be calculated or read from tables are:

• Exhaust gas mass flow rate, temperature and maxi-mum back pressure at turbocharger gas outlet

• Diameter of exhaust gas pipes• Utilising the exhaust gas energy• Attenuation of noise from the exhaust pipe outlet• Pressure drop across the exhaust gas system• Expansion joints

Diameter of exhaust gas pipes

The exhaust gas pipe diameters shown on Fig.6.10.08 for the specified MCR should be consideredan initial choice only.

As previously mentioned a lower gas velocity than50 m/s can be relevant with a view to reduce thepressure drop across pipes, bends and compo-nents in the entire exhaust piping system.

Exhaust gas compensator after turbocharger

When dimensioning the compensator, option: 4 60610 for the expansion joint on the turbocharger gasoutlet transition pipe, option: 4 60 601, the exhaustgas pipe and components, are to be so arrangedthat the thermal expansions are absorbed by expan-sion joints. The heat expansion of the pipes and thecomponents is to be calculated based on a tem-perature increase from 20 °C to 250 °C. The verticaland horizontal heat expansion of the enginemeasured at the top of the exhaust gas transitionpiece of the turbocharger outlet are indicated in Fig.6.10.08 as DA and DR.

The movements stated are related to the engineseating. The figures indicate the axial and the lateralmovements related to the orientation of the expan-sion joints.

The expansion joints are to be chosen with anelasticity that limit the forces and the moments ofthe exhaust gas outlet flange of the turhcoarger asstated for each of the turbocharger makers on Fig.6.10.08 where are shown the orientation of themaximum allowable forces and moments on the gasoutlet flange of the turbocharger.

Exhaust gas boiler

Engine plants are usually designed for utilisation ofthe heat energy of the exhaust gas for steam pro-duction or for heating the oil system.

The exhaust gas passes an exhaust gas boiler whichis usually placed near the engine top or in the funnel.

178 33 46-7.0Fig. 6.10.05: Exhaust gas system

6.10.04


460 600 025 178 60 34

It should be noted that the exhaust gas temperatureand flow rate are influenced by the ambient condi-tions, for which reason this should be consideredwhen the exhaust gas boiler is planned.

At specified MCR, the maximum recommendedpressure loss across the exhaust gas boiler is normally150 mm WC.

This pressure loss depends on the pressure lossesin the rest of the system as mentioned above. There-fore, if an exhaust gas silencer/spark arrester is notinstalled, the acceptable pressure loss across theboiler may be somewhat higher than the max. of 150mm WC, whereas, if an exhaust gas silencer/sparkarrester is installed, it may be necessary to reducethe maximum pressure loss.

The above-mentioned pressure loss across the si-lencer and/or spark arrester shall include the pressurelosses from the inlet and outlet transition pieces.

Exhaust gas silencer

The typical octave band sound pressure levels fromthe diesel engine’s exhaust gas system – related tothe distance of one metre from the top of the ex-haust gas uptake – are shown in Fig. 6.10.06.

The need for an exhaust gas silencer can be decidedbased on the requirement of a maximum noise levelat a certain place.

The exhaust gas noise data is valid for an exhaustgas system without boiler and silencer, etc.

The noise level refers to nominal MCR at a distanceof one metre from the exhaust gas pipe outlet edgeat an angle of 30° to the gas flow direction.

For each doubling of the distance, the noise levelwill be reduced by about 6 dB (far-field law).

178 36 88-2.0

Fig. 6.10.06: ISO’s NR curves and typical sound pressure levels from diesel engine’s exhaust gas systemThe noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe openingat an angle of 30 degrees to the gas flow and valid for an exhaust gas system – without boiler and silencer, etc.

6.10.05


460 600 025 178 60 34

When the noise level at the exhaust gas outlet to theatmosphere needs to be silenced, a silencer can beplaced in the exhaust gas piping system after theexhaust gas boiler.

The exhaust gas silencer is usually of the absorptiontype and is dimensioned for a gas velocity of ap-proximately 35 m/s through the central tube of thesilencer.

An exhaust gas silencer can be designed based onthe required damping of noise from the exhaust gasgiven on the graph.

In the event that an exhaust gas silencer is required– this depends on the actual noise level require-ments on the bridge wing, which is normally maxi-mum 60-70 dB(A) – a simple flow silencer of theabsorption type is recommended. Depending on themanufacturer, this type of silencer normally has apressure loss of around 20 mm WC at specifiedMCR.

Spark arrester

To prevent sparks from the exhaust gas from beingspread over deck houses, a spark arrester can befitted as the last component in the exhaust gassystem.

It should be noted that a spark arrester contributeswith a considerable pressure drop, which is often adisadvantage.

It is recommended that the combined pressure lossacross the silencer and/or spark arrester should notbe allowed to exceed 100 mm WC at specified MCR– depending, of course, on the pressure loss in theremaining part of the system, thus if no exhaust gasboiler is installed, 200mm WC could be possible.

Calculation of Exhaust GasBack-Pressure

The exhaust gas back pressure after the turbocharger(s)depends on the total pressure drop in the exhaust gaspiping system.

The components exhaust gas boiler, silencer, andspark arrester, if fitted, usually contribute with amajor part of the dynamic pressure drop through theentire exhaust gas piping system.

The components mentioned are to be specified sothat the sum of the dynamic pressure drop throughthe different components should if possible ap-proach 200 mm WC at an exhaust gas flow volumecorresponding to the specified MCR at tropical am-bient conditions. Then there will be a pressure dropof 100 mm WC for distribution among the remainingpiping system.

Fig. 6.10.07 shows some guidelines regarding re-sistance coefficients and back-pressure loss calcu-lations which can be used, if the maker’s data forback-pressure is not available at the early projectstage.

The pressure loss calculations have to be based onthe actual exhaust gas amount and temperaturevalid for specified MCR. Some general formulas anddefinitions are given in the following.

Exhaust gas data

M exhaust gas amount at specified MCR in kg/sec.T exhaust gas temperature at specified MCR in °C

Please note that the actual exhaust gas temperatureis different before and after the boiler. The exhaustgas data valid after the turbocharger may be foundin Section 6.01.

Mass density of exhaust gas (ρ)

ρ ≅ 1.293 x 273273 + T

x 1.015 in kg/m3

The factor 1.015 refers to the average back-press-ure of 150 mm WC (0.015 bar) in the exhaust gassystem.

6.10.06


460 600 025 178 60 34

Exhaust gas velocity (v)

In a pipe with diameter D the exhaust gas velocity is:

v = Mρ

x 4

π x D2 in m/sec

Pressure losses in pipes (∆p)

For a pipe element, like a bend etc., with the resistancecoefficient ζ, the corresponding pressure loss is:

∆p = ζ x 1/2 ρ v2 x 19.81

in mm WC

where the expression after ζ is the dynamic press-ure of the flow in the pipe.

The friction losses in the straight pipes may, as aguidance, be estimated as :

1 mm WC 1 x diameter length

whereas the positive influence of the up-draught inthe vertical pipe is normally negligible.

Pressure losses across components (∆p)

The pressure loss ∆p across silencer, exhaust gas boiler,spark arrester, rain water trap, etc., to be measured/stated as shown in Fig. 6.11.06 (at specified MCR) isnormally given by the relevant manufacturer.

Total back-pressure (∆pm)

The total back-pressure, measured/stated as the staticpressure in the pipe after the turbocharger, is then:

∆pM = Σ ∆p

where ∆p incorporates all pipe elements and com-ponents etc. as described:

∆pM has to be lower than 350 mm WC.(At design stage it is recommended to use max. 300mm WC in order to have some margin for fouling).

Measuring of Back Pressure

At any given position in the exhaust gas system, thetotal pressure of the flow can be divided into dy-namic pressure (referring to the gas velocity) andstatic pressure (referring to the wall pressure, wherethe gas velocity is zero).

At a given total pressure of the gas flow, the combi-nation of dynamic and static pressure may change,depending on the actual gas velocity. The measure-ments, in principle, give an indication of the wallpressure, i.e., the static pressure of the gas flow.

It is, therefore, very important that the back pressuremeasuring points are located on a straight part ofthe exhaust gas pipe, and at some distance from an“obstruction”, i.e. at a point where the gas flow, andthereby also the static pressure, is stable. The tak-ing of measurements, for example, in a transitionpiece, may lead to an unreliable measurement of thestatic pressure.

In consideration of the above, therefore, the totalback pressure of the system has to be measuredafter the turbocharger in the circular pipe and notin the transition piece. The same considerationsapply to the measuring points before and after theexhaust gas boiler, etc.

6.10.07


460 600 025 178 60 34

178 06 85-3.0

Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes

Pipe bends etc.

R = DR = 1.5DR = 2D

R = DR = 1.5DR = 2D

R = DR = 1.5DR = 2D

Outlet fromtop of exhaustgas uptake

Inlet(fromturbocharger)

ζ = 0.28ζ = 0.20ζ = 0.17

ζ = 0.16ζ = 0.12ζ = 0.11

ζ = 0.05

ζ = 0.45ζ = 0.35ζ = 0.30

ζ = 0.14

ζ = 1.00

ζ = – 1.00

Change-over valves

Change-over valve oftype with constantcross section

ζa = 0.6 to 1.2ζb = 1.0 to 1.5ζc = 1.5 to 2.0

Change-over valve oftype with volume

ζa = ζb = about 2.0

6.10.08

178 32 09-1.0


460 600 025 178 60 34

The minmum diameter of the exhaust pipe for astandard installation is based on an exhaust gasvelocity of 50 m/s:

Engine Specified

MCRin kW

Exhaust pipe dia.D0 and H1 in mm D4

in mm1TC

2TC

170001800019000200002200024000260002800030000320003400036000

1300 900950950100010501100110011501200125013001300

130013001350140014501500160016501700175018001850

Movement at expansion joint based on the thermalexpansion of the engine from ambient temperatureto service:

Cylinder No. 6 7DA∗ DR∗∗

10.6 2.6

11.0 2.6

Maximum forces and moments permissible at theturbocharger’s gas outlet flange are as follows:

MAN B&W turbocharger related figures:Type NA57 NA70

M1 NmM3 NmF1 NF2 NF3 NW kg

430030007000700030002000

530035008800880035003000

ABB turbocharger related figures:

Type TPL77 TPL80 TPL85


32001600120026001800

44002000130030002000

71003100160037002500

ABB turbocharger related figures:Type VTR564 VTR714


500033006700380028002000

720047008000540040003000

MHI turbocharger related figures:Type MET66SE MET83SE


680034009300320030005200

98004900

11700 41003700

10500

D0

H1

178 31 57-4.0

F1

M1 M3

F2

Expansion joint

Centrelineturbocharger

Transitionpieceoption: 4 60 601

The distances are given on“External Pipe Connections”

D4

D4

0

6.10.09

Fig 6.10.08: Exhaust pipe system

F3

DR

DA

∗ DA∗∗ DR

= axial movement at compensator= lateral movement at compensator


460 600 025 178 60 34

6.11 Manoeuvring System

Manoeuvring System on Engine

The basic diagram is applicable for reversible en-gines, i.e. those with fixed pitch propeller (FPP).

The engine is, as standard, provided with a pneu-matic/electronic manoeuvring system, see diagramFig. 6.11.01.

The lever on the “Engine side manoeuvring console”can be set to either Manual or Remote position.

In the ’Manual’ position the engine is controled fromthe Engine Side Manoeuvring console by the pushbuttons START, STOP, and the AHEAD/ASTERN.The speed set is by the “Emergency speed setting”by the handwheel Fig. 6.11.03.

In the ’Remote’ position all signals to the engine areelectronic, the START, STOP, AHEAD and ASTERNsignals activate the solenoid valves EV684, EV682,EV683 and EV685 respectively Figs. 6.11.01 and6.11.05, and the speed setting signal via the elec-tronic governor and the actuator E672.

The electrical signal comes from the remote controlsystem, i.e. the Bridge Control (BC) console, or fromthe Engine Control Room (ECR) console, if any.

The engine side manoeuvring console is shown onFig. 6.11.04.

Shut down system

The engine is stopped by activating the puncture valvelocated in the fuel pump either at normal stopping or atshut-down by activating solenoid valve EV658.

Options

Some of the options are indicated in Fig. 6.11.01 bymeans of item numbers that refer to the “Extent ofDelivery” forms.

Slow turning

The standard manoeuvring system does not featureslow turning before starting, but for UnattendedMachinery Spaces (UMS) we strongly recommendthe addition of the slow turning device shown inFigs. 6.11.01 and 6.11.02, option 4 50 140.

The slow turning valve allows the starting air topartially by pass the main starting valve. During slowturning the engine will rotate so slowly that, in theevent that liquids have accumulated on the pistontop, the engine will stop before any harm occurs.

Governor

When selecting the governor, the complexity of theinstallation has to be considered. We normally distin-guish between “conventional” and “advanced”marine installations.

The governor consists of the following elements:

ActuatorRevolution transmitter (pick-ups)Electronic governor panelPower supply unitPressure transmitter for scavenge air

The actuator, revolution transmitter and the press-ure transmitter are mounted on the engine.

The electronic governors must be tailor-made, and thespecific layout of the system must be mutually agreedupon by the customer, the governor supplier and theengine builder.

It should be noted that the shut down system, thegovernor and the remote control system must becompatible if an integrated solution is to be obtained.

6.11.01


465 100 010 178 60 35

“Conventional” plants

A typical example of a “conventional” marine installa-tion is:

• An engine directly coupled to a fixed pitch propeller.

With a view to such an installations, the engine is, asstandard, equipped with a “conventional” electronicgovernor approved by MAN B&W, e.g.:

4 65 172

4 65 174

4 65 177

Lyngsø Marine A/S electronic governorsystem, type EGS 2000Kongsberg Norcontrol Automation A/Sdigital governor system, type DGS 8800eSiemens digital governor system, typeSIMOS SPC 55

“Advanced” plants

For more “advanced” marine installations, such as,for example:

• Plants with flexible coupling in the shafting system

• Geared installations

• Plants with disengageable clutch for disconnectingthe propeller

• Plants with shaft generator with great requirementfor frequency accuracy.

The electronic governors have to be tailor-made,and the specific layout of the system has to bemutually agreed upon by the customer, the gov-ernor supplier and the engine builder.

It should be noted that the shut down system, thegovernor and the remote control system must becompatible if an integrated solution is to be ob-tained.

Engine Side Manoeuvring Console

The layout of the engine side mounted manoeuvringconsole includes the components indicated in themanoeuvring diagram, shown in Fig. 6.11.04. Theconsole is located on the camshaft side of theengine.

Fuel Oil Leakage Detection

Leakage from the high pressure fuel oil pipes canbe collected in a drain box, option: 4 35 105, whichis equipped with a level alarm; LSA 301 in Fig. 8.11ain chapter 8.

As an alternative, the leaks from the high pressurefuel oil pipes of each cylinder could activate a dia-phragm valve, putting out of action only the fuelpump of the cylinder in question, option: 4 35 107,shown in Fig. 6.11.01 and Fig. 8.11b in chapter 8.

Sequence Diagram for Plants withBridge Control

MAN B&W Diesel’s requirements to the remote con-trol system makers are indicated graphically in Fig.6.11.07 “Sequence diagram” for fixed pitch propeller.

The diagram shows the functions as well as the delayswhich must be considered in respect to starting Aheadand starting Astern, as well as for the activation of theslow down and shut down functions.

On the right of the diagram, a situation is shownwhere the order Astern is over-ridden by an Aheadorder – the engine immediately starts Ahead if theengine speed is above the spicified starting level.

6.11.02


465 100 010 178 60 35

178 36 92-8.0

Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with bridge control

6.11.03


465 100 010 178 60 35

178 12 61-6.1

Pos. Qty. Description

28 1 3/4-way solenoid valve

78 1 Switch, yard’s supply

Additional components for slow turning are the slow turning valve in by-pass and items 28 and 78 The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engineThe letter refer to “List of flanges”

Fig. 6.11.02: Starting air system, with slow turning, option: 4 50 140

6.11.04


465 100 010 178 60 35

6.11.05

178 09 77-7.0

Fig. 6.11.03: Lyngs Marine electronic governor, EGS 2000: 4 65 172 orKongsberg Norcontrol Automation electronic governor DGS 8800e: 4 65 174


465 100 010 178 60 35

6.11.06

178 15 67-3.0

Components included for:

Fixed pitch propeller:

Remote control – manual control handle

Ahead – Astern handle

Start button

Stop button

Fig. 6.11.04: Engine side control console, and instrument panel

The instrument panel includes:

For reversible engine:

Tachometer for engine

Indication for engine side control

Indication for control room control (remote)

Indication for bridge control (remote)

Indication for “Ahead”

Indication for “Astern”

Indication for auxiliary blower running

Indication and buzzer for wrong way alarm

Indication for turning gear engaged

Indication for “Shut down”

Push button for cancelling “Shut down”, with indication

Push button for “Emergency stop”, with indication

Push button for lamp test


465 100 010 178 60 35

6.11.07

178 19 45-9.0

Fig. 6.11.05: Components for remote control for reversible engine with FPP with bridge control


465 100 010 178 60 35

6.11.08

178 30 45-9.0

1 Free space for mounting of safety panelEngine builder’s supply

8 Switch and lamp for cancelling of limiters forgovernor

2 Tachometer(s) for turbocharger(s) 9 Engine control handle: 4 65 625 from engine maker3 Indication lamps for: ∗10 Pressure gauges for:

Ahead Scavenge airAstern Lubricating oil main engineEmergency control Cooling oil main engineControl room contro Jacket cooling waterWrong way alarm Sea cooling waterTurning gear engaged Lubricating oil camshaftMain starting valve in service Fuel oil before filterMain starting valve in blocked Fuel oil after filterRemote control Starting airEmergency stop Control air supply(Spare)Lam test

4 Tachometer for main engine ∗10 Thermometer:5 Revolution counter Jacket cooling water6 Switch and lamps for auxiliary blowers Lubricating oil water7 Free spares for mounting of bridge control

equiment for main engine

Note: If an axial vibration monitor is ordered (option4 31 116 ) the manoeuvring console has to beextended by a remote alarm/slow down indication lamp.

∗ These instruments have to be ordered as option:4 75 645 and the corresponding analogue sensors onthe engine as option: 4 75 128,see Figs. 8.02a and8.02b.

Fig. 6.11.06: Instruments and pneumatic components for engine control room console, yard‘s supply


465 100 010 178 60 35

6.11.09

178 08 65-1.0

Fig. 6.11.07: Sequence diagram for fixed pitch propeller


465 100 010 178 60 35

7 Vibration Aspects

The vibration characteristics of the two-stroke lowspeed diesel engines can for practical purposes be,split up into four categories, and if the adequatecountermeasures are considered from the early pro-ject stage, the influence of the excitation sourcescan be minimised or fully compensated.

In general, the marine diesel engine may influencethe hull with the following:

• External unbalanced momentsThese can be classified as unbalanced 1st and2nd order external moments, which need to beconsidered only for certain cylinder numbers.

• Guide force moments

• Axial vibrations in the shaft system

• Torsional vibrations in the shaft system

The external unbalanced moments and guide forcemoments are illustrated in Fig. 7.01.

In the following, a brief description is given of theirorigin and of the proper countermeasures neededto render them harmless.

External unbalanced moments

The inertia forces originating from the unbalancedrotating and reciprocating masses of the enginecreate unbalanced external moments although theexternal forces are zero.

Of these moments, only the 1st order (one cycle perrevolution) and the 2nd order (two cycles per revo-lution) need to be considered, and then only forengines with a low number of cylinders. The inertiaforces on engines with more than 6 cylinders tend,more or less, to neutralise themselves.

Countermeasures have to be taken if hull resonanceoccurs in the operating speed range, and if thevibration level leads to higher accelerations and/orvelocities than the guidance values given by interna-tional standards or recommendations (for instancerelated to special agreement between shipownerand shipyard).

The natural frequency of the hull depends on the hull’srigidity and distribution of masses, whereas the vibra-tion level at resonance depends mainly on the magni-tude of the external moment and the engine’s positionin relation to the vibration nodes of the ship.

A –B –C –D –

Combustion pressureGuide forceStaybolt forceMain bearing force

1st

2nd

1st

order momentvertical 1 cycle/revorder momentVertical 2 cycle/rev

order moment, horizontal 1 cycle/rev.

Guide force moment,H transverse Z cycles/rev.Z is 1 or 2 times number ofcylinder

Guide force moment,X transverse Z cycles/rev.Z = 1,2 ...12

7.01

D

B

A

C C

178 06 82-8.0

Fig. 7.01: External unbalanced moments and guide forcemoments


407 000 100 178 60 36

2nd order moments on 6-cylinder engines

The 2nd order moment acts only in the verticaldirection. Precautions need only to be consideredfor six cylinder engines in general.

Resonance with the 2nd order moment may occurat hull vibrations with more than three nodes, seeFig. 7.02. Contrary to the calculation of naturalfrequency with 2 and 3 nodes, the calculation of the4 and 5 node natural frequencies for the hull is arather comprehensive procedure and, despite ad-vanced calculation methods, is often not very ac-curate. Consequently, only a rather uncertain basisfor decisions is available relating to the natural fre-quency as well as the position of the nodes inrelation to the main engine.

A 2nd order moment compensator comprises twocounter-rotating masses running at twice the enginespeed. 2nd order moment compensators are notincluded in the basic extent of delivery.

Several solutions, as shown in Fig. 7.03, are avail-able to cope with the 2nd order moment, out ofwhich the most cost efficient one can be chosen inthe individual case, e.g.:

1) No compensators, if considered unnecessaryon the basis of natural frequency, nodal pointand size of the 2nd order moment

2) A compensator mounted on the aft end of theengine, driven by the main chain drive, option:4 31 203

3) A compensator mounted on the front end, drivenfrom the crankshaft through a separate chaindrive, option: 4 31 213

4) Compensators on both aft and fore end,completely eliminating the external 2nd ordermoment, options: 4 31 203 and 4 31 213

178 06 92-4.0

Fig. 7.02: Statistics of vertical hull vibrations in tankers and bulk carriers

7.02


407 000 100 178 60 36

Briefly, it can be stated that compensators posi-tioned in a node or close to it, will be inefficient. Insuch a case, solution (4) should be considered.

A decision regarding the vibrational aspects and thepossible use of compensators must be taken at thecontract stage. If no experience is available from sisterships, which would be the best basis for decidingwhether compensators are necessary or not, it isadvisable to make calculations to determine which ofthe solutions (1), (2), (3) or (4) should be applied.

If compensator(s) are omitted, the engine can bedelivered prepared for the fitting of compensatorslater on, see options: 4 31 202 and 4 31 212. Thedecision for preparation must also be taken at thecontract stage. Measurements taken during the seatrial, or later in service and with fully loaded ship, willbe able to show whether compensator(s) have to befitted or not.

If no calculations are available at the contract stage,we advise to order the engine with a 2nd ordermoment compensator on the aft end (option: 4 31203), and to make preparations for the fitting of acompensator on the front end (option: 4 31 212).

If it is decided not to use compensators and, fur-thermore, not to prepare the main engine for laterfitting, another solution can be used, if annoyingvibrations should occur:

An electrically driven compensator option: 4 31601, synchronised to the correct phase relative tothe external force or moment can neutralise theexcitation. This type of compensator needs an extraseating fitted, preferably, in the steering gear roomwhere deflections are largest and the effect of thecompensator will therefore be greatest.

The electrically driven compensator will not giverise to distorting stresses in the hull, but it is moreexpensive than the engine-mounted compen-sators (2), (3) and (4). More than 70 electricallydriven compensators are in service and have givengood results.

7.03


407 000 100 178 60 36

178 06 80-4.0

Fig. 7.03: Optional 2nd order moment compensators

7.04


407 000 100 178 60 36

Power Related Unbalance (PRU)

To evaluate if there is a risk that 1st and 2nd orderexternal moments will excite disturbing hull vibra-tions, the concept Power Related Unbalance can beused as a guidance, see fig. 7.04.

PRU = External moment

Engine power Nm/kW

With the PRU-value, stating the external momentrelative to the engine power, it is possible to give anestimate of the risk of hull vibrations for a specificengine. Based on service experience from a greaternumber of large ships with engines of different typesand cylinder numbers, the PRU-values have beenclassified in four groups as follows:

PRU Nm/kW Need for compensatorfrom 0 to 60 . . . . . . . . . . . . . . . . . . . . not relevantfrom 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikelyfrom 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likelyabove 220 . . . . . . . . . . . . . . . . . . . . . . . most likely

The actual values for the MC-engines are shown inFig. 7.04.

In the table at the end of this chapter, the externalmoments (M1) are stated at the speed (n1) and MCRrating in point L1 of the layout diagram. For otherspeeds (nA), the corresponding external moments(MA) are calculated by means of the formula:

MA = M1 x

nAn1

2 kNm

(The tolerance on the calculated values is 2.5%).

178 36 65-4.0

Fig. 7.04: Power Related Unbalance (PRU) values in Nm/kW

7.05


407 000 100 178 60 36

Guide Force Moments

The so-called guide force moments are caused bythe transverse reaction forces acting on the cross-heads due to the connecting rod/crankshaft mecha-nism. These moments may excite engine vibrations,moving the engine top athwartships and causing arocking (excited by H-moment) or twisting (excitedby X-moment) movement of the engine as illustratedin the above figure.

The guide force moments corresponding to theMCR rating (L1) are stated in the last table of thischapter.

Top bracing

The guide force moments are harmless except whenresonance vibrations occur in the engine/doublebottom system.

As this system is very difficult to calculate with thenecessary accuracy MAN B&W Diesel strongly rec-ommend, as standard, that top bracing is installedbetween the engine‘s upper platform brackets andthe casing side.

The mechanical top bracing, option: 4 83 112 com-prises stiff connections (links) with friction platesand alternatively a hydraulic top bracing, option: 483 122 which allow adjustment to the loading con-ditions of the ship. With both types of top bracingabove-mentioned natural frequency will increaseto a level where resonance will occur above thenormal engine speed. Details of the top bracingsare shown in chapter 5.

178 06 81-6.0

Fig. 7.05: H-type and X-type guide force moments

7.06


407 000 100 178 60 36

Torsional Vibrations

The reciprocating and rotating masses of the engineincluding the crankshaft, the thrust shaft, the inter-mediate shaft(s), the propeller shaft and the propel-ler are for calculation purposes considered as asystem of rotating masses (inertias) interconnectedby torsional springs. The gas pressure of the engineacts through the connecting rod mechanism with avarying torque on each crank throw, exciting tor-sional vibration in the system with different frequen-cies.

In general, only torsional vibrations with one and twonodes need to be considered. The main criticalorder, causing the largest extra stresses in the shaftline, is normally the vibration with order equal to thenumber of cylinders, i.e., five cycles per revolutionon a five cylinder engine. This resonance is posi-tioned at the engine speed corresponding to thenatural torsional frequency divided by the numberof cylinders.

The torsional vibration conditions may, for certaininstallations require a torsional vibration damper,option: 4 31 105.

Based on our statistics, this need may arise for thefollowing types of installation:

• Plants with unusual shafting layout and for specialowner/yard requirements

Six-cylinder engines, require special attention. Onaccount of the heavy excitation, the natural fre-quency of the system with one-node vibrationshould be situated away from the normal operatingspeed range, to avoid its effect. This can beachieved by changing the masses and/or the stiff-ness of the system so as to give a much higher, ormuch lower, natural frequency, called undercriticalor overcritical running, respectively.

Owing to the very large variety of possible shaftingarrangements that may be used in combination witha specific engine, only detailed torsional vibrationcalculations of the specific plant can determinewhether or not a torsional vibration damper isnecessary.

7.07

Axial Vibrations

When the crank throw is loaded by the gas pressurethrough the connecting rod mechanism, the arms ofthe crank throw deflect in the axial direction of thecrankshaft, exciting axial vibrations. Through thethrust bearing, the system is connected to the ship‘shull.

Generally, only zero-node axial vibrations are ofinterest. Thus the effect of the additional bendingstresses in the crankshaft and possible vibrations ofthe ship‘s structure due to the reaction force in thethrust bearing are to be considered.

An axial damper is fitted as standard: 4 31 111 to allMC engines minimising the effects of the axial vi-brations.


407 000 100 178 60 36

Undercritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main criticalorder occurs about 35-45% above the engine speedat specified MCR.

Such undercritical conditions can be realised bychoosing a rigid shaft system, leading to a relativelyhigh natural frequency.

The characteristics of an undercritical system arenormally:

• Relatively short shafting system

• Probably no tuning wheel

• Turning wheel with relatively low inertia

• Large diameters of shafting, enabling the use ofshafting material with a moderate ultimate tensilestrength, but requiring careful shaft alignment,(due to relatively high bending stiffness)

• Without barred speed range, option: 4 07 016.

When running undercritical, significant varyingtorque at MCR conditions of about 100-150% of themean torque is to be expected.

This torque (propeller torsional amplitude) inducesa significant varying propeller thrust which, underadverse conditions, might excite annoying longi-tudinal vibrations on engine/double bottom and/ordeck house.

The yard should be aware of this and ensure thatthe complete aft body structure of the ship, includ-ing the double bottom in the engine room, isdesigned to be able to cope with the describedphenomena.

Overcritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main criticalorder occurs about 30-70% below the engine speedat specified MCR. Such overcritical conditions canbe realised by choosing an elastic shaft system,leading to a relatively low natural frequency.

The characteristics of overcritical conditions are:

• Tuning wheel may be necessary on crankshaft foreend

• Turning wheel with relatively high inertia

• Shafts with relatively small diameters, requiringshafting material with a relatively high ultimatetensile strength

• With barred speed range (4 07 015) of about ±10%with respect to the critical engine speed.

Torsional vibrations in overcritical conditions may,in special cases, have to be eliminated by the useof a torsional vibration damper, option: 4 31 105.

Overcritical layout is normally applied for engineswith six or seven cylinders.

Please note:We do not include any tuning wheel, option: 4 31101 or torsional vibration damper, option: 4 31 105in the standard scope of supply, as the propercountermeasure has to be found after torsional vi-bration calculations for the specific plant, and afterthe decision has been taken if and where a barredspeed range might be acceptable.

For further information about vibration aspects,please refer to our publications:

P.222 “An introduction to Vibration Aspects ofTwo-stroke Diesel Engines in Ships”

P.268 “Vibration Characteristics of Two-strokeLow Speed Diesel Engines”

7.08


407 000 100 178 60 36

7.09

No. of cyl. 6 7

Firing order 1-5-3-4-2-6 1-7-2-5-4-3-6

External forces in kN

0 0

External moments in kNm

Order

1st a 0 1006

2nd 5336 b 967

Guide force H-moments in kNm

Order:

1st 0 0

2nd 0 0

3rd 0 0

4th 0 0

5th 0 0

6th 2676 0

7th 0 2057

8th 0 0

9th 0 0

10th 0 0

11th 0 0

12th 208 0

Guide force X-moments in kNm

Order:

1st 0 679

2nd 563 102

3rd 1663 2200

4th 1442 4954

5th 0 216

6th 0 149

7th 0 67

8th 304 60

9th 422 29

10th 98 337

11th 0 244

12th 0 11

a 1st order moments are, as standard, balanced so as to obtain equal values for horicontal and vertical moments for alll cylinder numbers

b 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore ends, eliminating the 2nd order external moment

178 36 71-3.0

Fig. 7.06: External forces and moments in layout point L1


407 000 100 178 60 36

8 Instrumentation

The instrumentation on the diesel engine can beroughly divided into:

• Local instruments, i.e. thermometers, pressuregauges and tachometers

• Control devices, i.e. position switches and sole-noid valves

• Analog sensors for Alarm, Slow Down and remoteindication of temperatures and pressures

• Binary sensors, i.e. thermo switches and pressureswitches for Shut Down etc.

All instruments are identified by a combination ofsymbols as shown in Fig. 8.01 and a position num-ber which appears from the instrumentation lists inthis chapter.

Local Instruments

The basic local instrumentation on the engine com-prises thermometers and pressure gauges locatedon the piping or mounted on panels on the engine,and an engine tachometer located at the engine sidecontrol panel.

These are listed in Fig. 8.02 and their location on theengine is shown in Fig. 8.04.

Additional local instruments, if required, can beordered as option: 4 70 128.

Control Devices

The control devices mainly include the position swit-ches, called ZS, incorporated in the manoeuvringsystem, and the solenoid valves (EV), which are listedin Fig. 8.05 and positioned as shown in Fig. 8.04.

Sensors forRemote Indication Instruments

Analog sensors for remote indication can be orderedas options 4 75 127, 4 75 128 or for CoCoS as 4 75129, see Fig. 8.03. These sensors can also be usedfor Alarm or Slow Down simultaneously.

Alarm, Slow Down andShut Down Sensors

It is required that the system for shut down iselectrically separated from the other systems.

This can be accomplished by using independentsensors, or sensors with galvanically separatedelectrical circuits, i.e. one sensor with two sets ofelectrically independent terminals.

The International Association of Classification So-cieties (IACS) have agreed that a common sensorcan be used for Alarm, Slow Down and remoteindication. References are stated in the lists if acommon sensor can be used.

A general outline of the electrical system is shownin Fig. 8.07.

The extent of sensors for a specific plant is the sumof requirements of the classification society, theyard, the owner and MAN B&W’s minimum require-ments.

Figs. 8.08, 8.09 and 8.10 show the classificationsocieties’ requirements for UMS and MAN B&W’sminimum requirements for Alarm, Slow Down andShut Down as well as IACS‘s reccomendations,respectively. Only MAN B&W’s minimum require-ments for Alarm and Shut Down are included in thebasic scope of supply (4 75 124).

For the event that further signal equipment is required,the piping on the engine has additional sockets.

8.01


470 100 025 178 60 38

Fuel oil leakage detection

Oil leaking oil from the high pressure fuel oil pipesis collected in a drain box (Fig. 8.11a), which isequipped with a level alarm, LSA 301, option 4 35 105.

Slow down system

The slow down functions are designed to safeguardthe engine components against overloading duringnormal service conditions and, at the same time, tokeep the ship manoeuvrable, in the event that faultconditions occur.

The slow down sequence has to be adapted to theplant (FPP/CPP, with/without shaft generator, etc.)and the required operating mode.For further information please contact the enginesupplier.

Attended Machinery Spaces (AMS)

The basic alarm and safety system for an MAN B&Wengine is designed for Attended Machinery Spacesand comprises the temperature switches (thermo-stats) and pressure switches (pressurestats) thatare specified in the “MAN B&W” column for alarmand for shut down in Figs. 8.08 and 8.10, respec-tively. The sensors for shut down are included in thebasic scope of supply (4 75 124), see Fig. 8.10.

Additional digital sensors can be ordered as option:4 75 128.

Unattended Machinery Spaces (UMS)

The “Standard Extent of Delivery for MAN B&WDiesel A/S” engines includes the temperature swit-ches, pressure switches and analog sensors statedin the “MAN B&W” column for alarm, slow down andshut down in Figs. 8.08, 8.09 and 8.10.

The shut down and slow down panel can be or-dered as option: 4 75 610, 4 75 611 or 4 75 613,whereas the alarm panel is a yard’s supply, as it hasto include several other alarms than those of themain engine.

The location of the pressure gauges and pressureswitches in the piping system on the engine isshown schematically in Fig. 8.06.

For practical reasons, the sensors to be applied arenormally delivered from the engine supplier, so thatthey can be wired to terminal boxes on the engine.The number and position of the terminal boxesdepends on the degree of dismantling specified forthe forwarding of the engine, see “Dispatch Pattern”in Chapter 9.

Oil Mist Detector and BearingMonitoring Systems

Based on our experience, the basic scope ofsupply for all plants for attended as well as forunattended machinery spaces (AMS and UMS)includes an oil mist detector, Fig. 8.12.

Make: Kidde Fire Protection, GravinerType: MK 5 . . . . . . . . . . . . . . . . . . . . . . . 4 75 161,orMake: SchallerType: Visatron VN 215 . . . . . . . . . . . . . . 4 75 163,

The combination of an oil mist detector and a bear-ing temperature monitoring system with deviationfrom average alarm (option 4 75 133, 4 75 134 or 4 75 135) will in any case provide the optimum safety.

8.02


470 100 025 178 60 38

PMI Calculating Systems

The PMI systems permit the measuring and moni-toring of the engine’s main parameters, such as cylin-der pressure, fuel oil injection pressure, scavenge airpressure, engine speed, etc., which enable the en-gineer to run the diesel engine at its optimum per-formance.

The designation of the different types are:

Main engine:

PT: Portable transducer for cylinderpressure

S: Stationary junction and converterboxes on engine

P: Portable optical pick-up to detectthe crankshaft position at a zebraband on the intermadiate shaft

PT/S

The following alternative types can be applied:

• MAN B&W Diesel, PMI system type PT/Soption: 4 75 208

The cylinder pressure monitoring system is basedon a Portable Transducer, Stationary junction andconverter boxes.Power supply: 24 V DC

• MAN B&W Diesel, PMI system, type PT/Poption: 4 75 207

The cylinder pressure monitoring system is basedon a Portable Transducer, and Portable pick-up.

Power supply: 24 V DC

CoCoS

The Computer Controlled Surveillance system is thefamily name of the software application productsfrom the MAN B&W Diesel group.

CoCoS comprises four individual software applica-tion products:

CoCoS-EDS:Engine Diagnostics System.CoCoS-EDS assists in the engine performence evalu-ation through diagnostics.Key features are: on-line data logging, monitoring,diagnostics and trends.

CoCoS-MPS:Maintenance Planning System.CoCoS-MPS assists in the planning and initiating ofpreventive maintenance.Key features are: scheduling of inspections andoverhaul, forecasting and budgeting of spare partrequirements, estimating of the amount of workhours needed, work procedures, and logging ofmaintenance history.

CoCoS-SPC:Spare Part Catalogue.CoCoS-SPC assists in the identification of sparepart.Key features are: multilevel part lists, spare partinformation, and graphics.

CoCoS-SPO:Stock Handling and Spare Part Ordering.CoCoS-SPO assists in managing the procurementand control of the spare part stock.Key features are: available stock, store location,planned receipts and issues, minimum stock, safetystock, suppliers, prices and statistics.

CoCoS MPS, SPC, and SPO can communicate withone another, or they can be used as separate stand-alone system. These three applications can alsohandle non-MAN B&W Diesel technical equipment;for instance pumps and separators.

Fig. 8.03 shows the maximum extent of additionalsensors recommended to enable on-line diagnos-tics if CoCoS-EDS is ordered.

8.03


470 100 025 178 60 38

Identification of instruments

The measuring instruments are identified by a com-bination of letters and a position number:

LSA 372 high

Level: high/low

Where: in which medium(lub. oil, cooling water...)location (inlet/outletengine)

Output signal:

A:I :

SHD:SLD:

alarm indicator (thermometer, manometer...) shut down (stop) slow down

How: by means of

E:S:

analog sensor (element) switch(pressurestat, thermostat)

What is measured:

D:F:L:P:

PD:S:T:V:

W:Z:

density flow level pressure pressure difference speed temperature viscosity vibration position

Functions

DSA Density switch for alarm (oil mist)DS - SLD Density switch for slow downE Electric devicesEV Solenoid valveESA Electrical switch for alarmFSA Flow switch for alarmFS - SLD Flow switch for slow downLSA Level switch for alarmPDEI Pressure difference sensor for remote

indication (analog)PDI Pressure difference indicatorPDSA Pressure difference switch for alarmPDE Pressure difference sensor (analog)PI Pressure indicator

PS Pressure switchPS - SHD Pressure switch for shut downPS - SLD Pressure switch for slow downPSA Pressure switch for alarmPSC Pressure switch for controlPE Pressure sensor (analog)PEA Pressure sensor for alarm (analog)PEI Pressure sensor for remote

indication (analog)PE - SLD Pressure sensor for

slow down (analog)SE Speed sensor (analog)SEA Speed sensor for alarm (analog)SSA Speed switch for alarmSS - SHD Speed switch for shut downTI Temperature indicatorTSA Temperature switch for alarmTSC Temperature switch for controlTS - SHD Temperature switch for shut downTS - SLD Temperature switch for slow downTE Temperature sensor (analog)TEA Temperature sensor for

alarm (analog)TEI Temperature sensor for

remote indication (analog)TE - SLD Temperature sensor for

slow down (analog)VE Viscosity sensor (analog)VEI Viscosity sensor for remote

indication (analog)VI Viscosity indicatorZE Position sensorZS Position switchWEA Vibration signal for alarm (analog)WI Vibration indicatorWS - SLD Vibration switch for slow down

The symbols are shown in a circle indicating

8.04

178 30 04-4.1

Instrument locally mounted

Instrument mounted in panel on engine

Control panel mounted instrument

Fig. 8.01: Identification of instruments


470 100 025 178 60 38

8.05

Description

Ther

mom

eter

sste

mty

pe

Use

sen

sor

for

rem

ote

ind

icat

ion

Point of location

TI 302 TE 302Fuel oilFuel oil, inlet engine

TI 311 TE 311Lubricating oilLubricating oil inlet to main bearings, thrust bearing, axial vibration damper,piston cooling oil, camshaft lub. oil, exhaust valve actuators and turbochargers

TI 317 TE 317 Piston cooling oil outlet/cylinderTI 349 TE 349 Thrust bearing segmentTI 369 TE 369 Lubricating oil outlet from turbocharger/turbocharger

(depends on turbocharger design)

Low temperature cooling water:seawater or freshwater for central cooling

TI 375 TE 375 Cooling water inlet, air coolerTI 379 TE 379 Cooling water outlet, air cooler/air cooler

High temperature jacket cooling waterTI 385 TE 385 Jacket cooling water inlet

TI 387A TE 387A Jacket cooling water outlet, cylinder cover/cylinderTI 393 Jacket cooling water outlet/turbocharger

Scavenge airTI 411 TE 411 Scavenge air before air cooler/air coolerTI 412 TE 412 Scavenge air after air cooler/air coolerTI 413 TE 413 Scavenge air receiver

Ther

mom

eter

sd

ial t

ype

Exhaust gasTI 425TI 426

TE 425TE 426

Exhaust gas inlet turbocharger/turbochargerExhaust gas after exhaust valves/cylinder 178 30 05-3.1

Fig. 8.02a: Local standard thermometers on engine (4 75 124) and option: 4 75 127 remote indication sensors sensors


470 100 025 178 60 38

8.06

Pre

ssur

e ga

uges

(man

omet

ers)

Use

sen

sor

for

rem

ote

ind

icat

ion

Point of location

Fuel oilPI 305 PE 305 Fuel oil , inlet engine

Lubricating oilPI 326 PE 326 Piston cooling oil inletPI 330 PE 330 Lubricating oil inlet to main bearings thrust bearing and axial vibration damperPI 357 PE 357 Lubricating oil inlet to camshaft and to exhaust valve actuatorsPI 371 PE 371 Lubricating oil inlet to turbochager with slide bearings/turbocharger

Low temperature cooling water:PI 382 PE 382 Cooling water inlet, air cooler

High temperature jacket cooling waterPI 386 PE 386 Jacket cooling water inlet

PI 435B Cleaning water to turbocharger

Starting and control airPI 401 PE 401 Starting air inlet main starting valvePI 403 PE 403 Control air inletPI 405 Safety air inlet

Scavenge airPI 417 PE 417 Scavenge air receiver

Exhaust gasPI 424 Exhaust gas receiver

PI 435A Air inlet for dry cleaning of turbocharger PI 435B Water inlet for cleaning of turbocharger

Manoeuvring systemPI 668 Pilot pressure to actuator for V.I.T. system

Differential pressure gaugesPDI 420 Pressure drop across air cooler/air coolerPDI 422 Pressure drop across blower filter of turbocharger

(For ABB turbochargers only)

Tach

o-m

eter

s

SI 438 SE 438 Engine speed 178 30 05-3.1

Fig. 8.02b: Local standard manometers and tachometers on engine (4 75 124) and option: 4 75 127 remote indication


470 100 025 178 60 38

178 30 06-5.0

8.07

Use

sen

sor

Point of location

Fuel oil system

VE 303 Fuel oil viscosity, inlet engine (yard’s supply)

PE 305 Fuel oil, inlet engine

PDE 308 Pressure drop across fuel oil filter (yard’s supply)

TE 309 Fuel oil, inlet fuel pumps

Lubricating oil system

TE 311 Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil,camshaft lub. oil, exhaust valve actuators and turbochargers

TE 317 Piston cooling oil outlet/cylinder

PE 326 Piston cooling oil inlet

PE 330 Lubricating oil inlet to main bearings and thrust bearing and axial vibration damper

TE 349 Thrust bearing segment

TE 355 Lubricating oil inlet to camshaft and exhaust valve actuators

PE 357 Lubricating oil inlet to camshaft and exhaust valve actuators

TE 369 Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)

PE 371 Lubricating oil inlet to turbocharger with slide bearing/turbocharger

Fig 8.03a: List of sensors for CoCoS, option: 4 75 127


470 100 025 178 60 38

178 30 06-5.0

Use

sen

sor

Point of location

Cooling water system

TE 375 Cooling water inlet air cooler/air cooler

PE 382 Cooling water inlet air cooler

TE 379 Cooling water outlet air cooler/air cooler

TE 385 Jacket cooling water inlet

PE 386 Jacket cooling water inlet

TE 387A Jacket cooling water outlet/cylinder

PDSA 391 Jacket cooling water across engine

TE 393 Jacket cooling water outlet turbocharger/turbocharger (Depending on turbocharger design)

PDE 398 Pressure drop of cooling water across air cooler/air cooler

Scavenge air system

TE 336 Engine room air inlet turbocharger/turbocharger

PE 337 Compressor spiral housing pressure at outer diameter/turbocharger(Depending on turbocharger design)

PDE 338 Differential pressure across compressor spiral housing/turbocharger(Depending on turbocharger design)

TE 411 Scavenge air before air cooler/air cooler

TE 412 Scavenge air after air cooler/air cooler

TE 412A Scavenge air inlet cylinder/cylinder

TE 413 Scavenge air reciever

PE 417 Scavenge air reciever

PDE 420 Pressure drop of air across air cooler/air cooler

PDE 422 Pressure drop air across blower filter of compressor/turbocharger

ZS 669 Auxiliary blower on/off signal from control panel (yard’s supply)

Fig. 8.03b: List of sensors for CoCoS, option: 4 75 127

8.08


470 100 025 178 60 38

178 30 06-5.0

Use

sen

sor

Point of location

Exhaust gas system

TE 363 Exhaust gas receiver

ZE 364 Exhaust gas blow-off, on/off or valve angle position/turbocharger

PE 424 Exhaust gas receiver

TE 425A Exhaust gas inlet turbocharger/turbocharger

TE 426 Exhaust gas after exhaust valve/cylinder

TE 432 Exhaust gas outlet turbocharger/turbocharger

PE 433A Exhaust gas outlet turbocharger/turbocharger(Back pressure at transition piece related to ambient)

SE 439 Turbocharger speed/turbocharger

PDE 441 Pressure drop across exhaust gas boiler (yard’s supply)

General data

N Time and data

N Counter of running hours

PE 325 Ambient pressure (Engine room)

SE 438 Engine speed

N Pmax set point

ZE 477 Fuel pump index/cylinder

ZE 478 VIT index/cylinder

ZE 479 Governor index

E 480 Engine torque

N Mean indicated pressure (mep)

N Maximum pressure (Pmax)

N Compression pressure (Pcomp)

N Numerical input

1) Originated by alarm/monitoring system

2) Manual input can alternatively be used

3) Yard’s supply

4) Originated by the PMI system

Fig. 8.03c: List of sensors for CoCoS, option: 4 75 127

8.09


470 100 025 178 60 38

178 30 38-8.0

Fig. 8.04a: Location of basic measuring points on engine: 4 70 100

8.10


470 100 025 178 60 38

178 30 38-8.0

Fig. 8.04b: Location of basic measuring points on engine: 4 70 100

8.11


470 100 025 178 60 38

Fig. 8.04c: Location of basic measuring points on engine: 4 70 100

178 30 38-8.0

8.12


470 100 025 178 60 38

178 30 08-9.1

Description Symbol/Position

Scavenge air system

Scavenge air receiver auxiliary blower control PSC 418

Manoeuvring system

Engine speed detector E 438

Reversing Astern/cylinder ZS 650

Reversing Ahead/cylinder ZS 651

Resets shut down function during Emergency Control ZS 652

Gives signal when change-over mechanism is in Remote Control mode ZS 653

Gives signal to manoeuvring system when on Emergency Control PSC 654

Disconnect Reset and Cancel from safety system during Emergency Control PSC 655

Solenoid valve for control of V.I.T. system Stop or Astern EV 656

Solenoid valve for Emergency Stop EV 658

Turning gear engaged indication ZS 659

Fuel rack transmitter, if required, option: 4 70 150 E 660

Main starting valve – Blocked ZS 663

Main starting valve – In Service ZS 664

Air supply starting air distributor, Open – Closed ZS 666/667

Electric motor, Auxiliary blower E 670

Electric motor, turning gear E 671

Actuator for electronic governor E 672

Cancel of tacho alarm from safety system, when “Stop” is ordered PSC 675

Gives signal Bridge Control active PSC 680

Solenoid valve for Stop EV 682

Solenoid valve for Ahead EV 683

Solenoid valve for Start EV 684

Solenoid valve for Astern EV 685

Slow turning, option: 4 50 140 EV 686

Fig. 8.05: Control devices on engine

8.13


470 100 025 178 60 38

1783009-0.1The panels shown are mounted on the engineThe pos. numbers refer to “List of instruments”

Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches

8.14


470 100 025 178 60 38

178 30 10-0.0

General outline of the electrical system:

The figure shows the concept approved by all classification societiesThe shut down panel and slow down panel can be combined for some makers

The classification societies permit to have common sensors for slow down, alarm and remote indicationOne common power supply might be used, instead of the three indicated, if the systems are equipped with separatefuses

Fig. 8.07: Panels and sensors for alarm and safety systems

8.15


470 100 025 178 60 38

Class requirements for UMSA

BS

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

N B

&W

Function

Use

sen

sor

Point of location

Exhaust gas system

1 PSA 300 high Fuel pump roller guide gear activated

1 1 1 1 1 1 1 1* LSA 301 high Leakage from high pressure pipes

1 1 1 1 1 1 1 1 1 A* PEA 306 low PE 305 Fuel oil, inlet engine

Lubricating oil system

11

1 1 1 1 1 1 1 A* TEA 312 highTEA 313 low

TE 311TE 311

Lubricating oil inlet to main bearings, thrustbearing and axial vibration damper

1 1 1 1 1 1 1 1 1 A* TEA 318 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1* FSA 320 low Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 A* PEA 327 low PE326 Piston cooling oil and crosshead lub. oil inlet

1 1 1 1 1 1 1 1 1 A* PEA 331 low PE 330 Lubricating oil inlet to main bearings, thrustbearing and axial vibration damper

1 1 1 1 1 1 1 1 A* TEA 350 high TE 349 Thrust bearing segment

1 1 1 1 1 1 A* TEA 356 high TE 311 Lubricating oil inlet to camshaft and exhaustvalve actuators

1 1 1 1 1 1 1 1 1 A* PEA 358 low PE 357 Lubricating oil inlet to camshaft and exhaustvalve actuators

1* LSA 365 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 1* FSA 366 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 TSA 370 high Turbocharger lubricating oil outletfrom turbocharger/turbocharger a)

1 1 1 1 1 1 1 1 A* PEA 372 low PE 371 Lubricating oil inlet toturbocharger/turbocharger a)

1 TEA 373 high TE 311 Lubricating oil inlet toturbocharger/turbocharger a)

1 1 1 1 1 1 1 1 1 1* DSA 436 high Oil mist in crankcase/cylinder and chaindrive

WEA 472 high WE 471 Axial vibration monitorRequired for 5-cylinder engines and forengines with PTO on fore end

a) For turbochargers with slide bearings

}

178 36 49-9.2

Fig. 8.08a: Alarm sensors for UMS, option: 4 75 127

8.16


470 100 025 178 60 38

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

N B

&W

Function

Use

sen

sor

Point of location

Exhaust gas system

1 TEA 376 high TE 375 Cooling water inlet air cooler/air cooler(For central cooling only)

1 1 1 1 1 1 1 1 1 A* PEA 378 low PE 382 Cooling water inlet air cooler

1 1 1 1 1 1 1 1 1 A* PEA 383 low PE 386 Jacket cooling water inlet

1 A* TEA 385A low TE 385 Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 A* TEA 388A high TE 387A Jacket cooling water outlet/cylinder

1* PDSA 391 low Jacket cooling water across engine

Air system

1 1 1 1 1 1 1 1 1 A* PEA 402 low PE 401 Starting air inlet

1 1 1 1 1 1 1 1 1 A* PEA 404 low PE 403 Control air inlet

1 1 1 1 1 1 1 1 1 1* PSA 406 low Safety air inlet

1* PSA 408 low Air inlet to air cylinder for exhaust valve

1* PSA 409 high PE 403 Control air inlet, finished with engine

1* PSA 410 high Safety air inlet, finished with engine

Scavenge air system

1 1 1 TEA 414 high TE 413 Scavenge air reciever

1 1 1 1 1 1 A* TSA 415 high Scavenge air - fire /cylinder

1 1* PSA 419 low Scavenge air, auxiliary blower,failure

1 1 1 1 1* LSA 434 high Scavenge air - water level

178 36 49-9.2

Fig. 8.08b: Alarm sensors for UMS, option: 4 75 127

8.17


470 100 025 178 60 38

8.18

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

N B

&W

Function

Use

sen

sor

Point of location

Exhaust gas system

1 1 1 1 1 1 TEA 425A TE 425A Exhaust gas inletturbocharger/turbocharger

1 1 1 1 1 1 1 A* TEA 427 high TE 426 Exhaust gas after cylinder/cylinder

1 1 1 1 1 1 1 1 TEA 429/30 high TE 426 Exhaust gas after cylinder, deviation fromaverage

1 1 1 1 1 1 TEA 433 high TE 432 Exhaust gas outletturbocharger/turbocharger

Manoeuvring system

1 1 1 1 1 1 1 1 1 1* ESA low Safety system, power failure, low voltage

1 1 1 1 1 1 1 1 1 1* ESA low Tacho system, power failure, low voltage

1* ESA Safety system, cable failure

1 1 1 1 1 1 1 1 1* ESA Safety system, group alarm, shut down

1 1* ESA Wrong way (for reversible engine only)

1 1 1 1 1 1 1 1 1 A* SE 438 Engine speed

1 SEA 439 SE 439 Turbocharger speed

1 Indicates that a binary (on-off) sensor/signalIACS: International Association of Classification Societies

The members of IACS have agreed that the statedsensors are their common recommendation, apartfrom each class’ requirements

is required

A Indicates that an analogue sensor is required foralarm, slow down and remote indication

1*, A* These alarm sensors are MAN B&W Diesel’s

The members of IACS are:ABS America Bureau of ShippingBV Bureau Veritas 1 For disengageable engine or with CPPCCS Chinese Register of ShippingDnVC Det norske Veritas ClassificationGL Germanischer Lloyd Select one of the alternativesKRS Korean Register of ShippingLRNKK

Lloyd’s Register of ShippingNippon Kaiji Kyokai

Or alarm for overheating of main, crank, crossheadand chain drive bearings, option: 4 75 134

PRS Polski Rejestr StatkowRINa Registro Italiano Navale Or alarm for low flowRS Russian Maritime Register of Shipping

and the assosiated members are:Or high/low temperature

KRSIRS

Kroatian Register of ShippingIndian Register of Shipping

The tables are liable to change without notice,and are subject to latest class requirements.

178 36 49-9.2Fig. 8.08c: List of sensors for alarm


470 100 025 178 60 38

Class requirements for slow down

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

N B

&W

Function

Use

sen

sor

Point of Location

1 TE SLD 314 high TE 311 Lubricating oil inlet, system oil

1 1 1 1 1 1 1 1 TE SLD 319 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 1* FS SLD 321 low FS 320 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 PE SLD 328 low PE 326 Piston cooling and crosshead lub. oil inlet

1 1 1 1 A* PE SLD 334 low PE 330 Lubricating oil to main and thrust bearings and piston cooling

1 1 1 1 1 A* TE SLD 351 high TE 349 Thrust bearing segment

1 1 TE SLD 361 high TE 311 Lubricating oil inlet to camshaft and exhaust valve actuators

1 1 1 1 1 1 FS SLD 366A low Cylinder lubricators (built-in switches)

1* PS SLD368 low PS 368 Lubricating oil inlet turbocharger(s)

1 1 1 1 1 1 1 1 PE SLD 384 low PE 386 Jacket cooling water inlet

1 1 1 1 1 1 1 1 TE SLD 389 high TE 387A Jacket cooling water outlet/cylinder

1 1 TE SLD 414A high TE 413 Scavenge air receiver

1 1 1 1 1 1 1* TS SLD 416 high TS 415 Scavenge air fire/cylinder

1 LS SLD 434 high LS 434 Scavenge air reciever water level

1 TE SLD 425B high TE 425A Exhaust gas inletturbocharger/turbocharger

1 1 1 1 1 1 TE SLD 428 high TE 426 Exhaust gas outlet after cylinder/cylinder

1 1 1 TE SLD 431 TE 426 Exhaust gas after cylinder, deviation fromaverage

1 1 1 1 1 1 1 1 1 1* DS SLD437 high Oil mist in crankcase/cylinder

1* WS SLD473 high WE 471 Axial vibration monitorRequired for 5-cylinder engines and forengines with PTO on fore end

1 Indicates that a binary sensor (on-off) is required Select one of the alternatives

A Indicates that a common analogue sensor can be usedfor alarm/slow down/remote indication Or alarm for low flow

1* A* These analogue sensors are MAN B&W Diesel’sminimum requirements for Unattended MachinerySpaces (UMS), option: 4 75 127

Or alarm for overheating of main, crank, cross-head and chain drive bearings, option: 4 75 134

The tables are liable to change without notice, and are subject to latest class requirements.

178 34 50-8.2

Fig. 8.09: Slow down functions for UMS, option: 4 75 127

8.19


470 100 025 178 60 38

Class requirements for shut downA

BS

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

N B

&W

Function

Use

sen

sor

Point of location

1 1 1 PS SHD 329 low Piston cooling oil and crosshead lub. oilinlet

1 1 1 1 1 1 1 1 1 1* PS SHD 335 low 335 Lubricating oil to main bearings, andthrust bearing

1 1 1 1 1 1* TS SHD 352 high 352 Thrust bearing segment

1 1 1 1 1 1 1 1 1 1* PS SHD 359 low 359 Lubricating oil inlet to camshaft and/orexhaust valve actuators

1* PS SHD 374 low 374 Lubricating oil inlet turbocharger(s)

1 PS SHD 384b low 384b Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 1* SE SHD 438 high 438 Engine overspeed

1 Indicates that a binary sensor (on-off) is required

1* These binary sensors for shut down are included inthe basic scope of supply (4 75 124)

The tables are liable to change without notice, and are subject to latest class requirements.

178 30 13-6.2

Fig. 8.10: Shut down functions for AMS and UMS

8.20


470 100 025 178 60 38

178 30 14-8.0

178 30 16-1.0

Fig. 8.11a: Heated drain box with fuel oil leakage alarm, option: 4 35 105

Fig. 8.11b: Fuel oil leakage cut out, per cylinder, option: 4 35 106

The pos. numbers refer to “list of instruments”The piping is delivered with and fitted onto the engine

Pos. Qty. Description Pos. Qty. Description129 1 Pressure switch 132 1 Non-return valve130 1 5/2-way valve 133 1 Ball valve131 1 Diaphragm 134 1 Non-return valve

8.21


470 100 025 178 60 38

178 30 17-3.0

8.22

Fig. 8.11c: Fuel oil leakage with automatic lift of fuel pump roller guide per cylinder, option: 4 35 107


470 100 025 178 60 38

178 30 18-5.0

178 30 19-7.0

Fig. 8.12a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, type MK 5 (4 75 161)

Fig. 8.12b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)

8.23


470 100 025 178 60 38

Dispatch Pattern, Testing, Spares and Tools

Painting of Main Engine

The painting specification (Fig. 9.01) indicates theminimum requirements regarding the quality andthe dry film thickness of the coats of, as well as thestandard colours applied on MAN B&W engines builtin accordance with the “Copenhagen” standard.

Paints according to builder’s standard may be usedprovided they at least fulfil the requirements statedin Fig. 9.01.

Dispatch Pattern

The dispatch patterns are divided into two classes,see Figs. 9.02 and 9.03:

A: Short distance transportation and short termstorage

B: Overseas or long distance transportation orlong term storage.

Short distance transportation (A) is limited by a dura-tion of a few days from delivery ex works until instal-lation, or a distance of approximately 1,000 km andshort term storage.

The duration from engine delivery until installationmust not exceed 8 weeks.

Dismantling of the engine is limited as much as possible.

Overseas or long distance transportation or longterm storage require a class B dispatch pattern.

The duration from engine delivery until installationis assumed to be between 8 weeks and maximum6 months.

Dismantling is effected to a certain degree with theaim of reducing the transportation volume of theindividual units to a suitable extent.

Note:Long term preservation and seaworthy packing arealways to be used.

Furthermore, the dispatch patterns are divided intoseveral degrees of dismantling in which ’1’ com-prises the complete or almost complete engine.Other degrees of dismantling can be agreed uponin each case.

When determining the degree of dismantling, con-sideration should be given to the lifting capacitiesand number of crane hooks available at the enginemaker and, in particular, at the yard (purchaser).

The approximate masses of the sections appearfrom Fig. 9.03. The masses can vary up to 10%depending on the design and options chosen.

Lifting tools and lifting instructions are required for alllevels of dispatch pattern. The lifting tools (4 12 110 or4 12 111), are to be specified when ordering and itshould be agreed whether the tools are to be returnedto the engine maker (4 12 120) or not (4 12 121).

Furthermore, it must be considered whether a dryingmachine, option 4 12 601, is to be installed during thetransportation and/or storage period.

Shop trials/Delivery Test

Before leaving the engine maker’s works, the engineis to be carefully tested on diesel oil in the presenceof representatives of the yard, the shipowner andthe classification society.

The shop trial test is to be carried out in accordancewith the requirements of the relevant classificationsociety, however a minimum as stated in Fig. 9.04.

MAN B&W Diesel’s recommendations for trials areavailable on request.

An additional test may be required for measuring theNOx emmissions, if required, option: 4 14 003.

9.01


480 100 100 178 60 39

Spare Parts

List of spares, unrestricted service

The tendency today is for the classification societiesto change their rules such that required spare partsare changed into recommended spare parts.

MAN B&W Diesel, however, has decided to keep aset of spare parts included in the basic extent ofdelivery (4 87 601) covering the requirements andrecommendations of the major classification so-cieties, see Fig. 9.05.

This amount is to be considered as minimum safetystock for emergency situations.

Additional spare parts recommended byMAN B&W Diesel

The above-mentioned set of spare parts can beextended with the ’Additional Spare Parts Recom-mended by MAN B&W’ (option: 4 87 603), whichfacilitates maintenance because, in that case, all thecomponents such as gaskets, sealings, etc. re-quired for an overhaul will be readily available, seeFig. 9.06.

Wearing parts

The consumable spare parts for a certain period arenot included in the above mentioned sets, but canbe ordered for the first 1, 2, up to 10 years’ serviceof a new engine (option 4 87 629), a service yearbeing assumed to be 6,000 running hours.

The wearing parts supposed to be required, based onour service experience, are divided into 14 groups, seeTable A in Fig. 9.07, each group including the compo-nents stated in Tables B.

Large spare parts, dimensions and masses

The approximate dimensions and masses of thelarger spare parts are indicated in Fig. 9.08. A com-plete list will be delivered by the engine maker.

Tools

List of standard tools

The engine is delivered with the necessary specialtools for overhauling purposes. The extent of themain tools is stated in Fig. 9.09. A complete list willbe delivered by the engine maker.

The dimensions and masses of the main tools appearfrom Figs. 9.10.

Most of the tools can be arranged on steel platepanels, which can be delivered as an option: 4 88660, see Fig. 9.11 ’Tool Panels’.

If such panels are delivered, it is recommended toplace them close to the location where the overhaulis to be carried out.

9.02


480 100 100 178 60 39

9.03

Components to be paintedbefore shipment from workshop

Type of paintNo. ofcoats/

Total dryfilm

thicknessµm

Colour:RAL 840HRDIN 6164MUNSELL

Component/surfaces, inside engine,exposed to oil and air1. Unmachined surfaces all over. However casttype crankthrows, main bearing cap, crossheadbearing cap, crankpin bearing cap, pipes insidecrankcase and chainwheel need not to bepainted but the cast surface must be cleanedof sand and scales and kept free of rust

Engine alkyd primer, weatherresistant

Oil and acid resistant alkyd paint.Temperature resistant tominimum 80 °C

2/80

1/30

Free

White:RAL 9010DIN N:0:0.5MUNSELL N-9.5

Components, outside engine2. Engine body, pipes, gallery, brackets etc. Engine alkyd primer, weather

resistant

Final alkyd paint resistant to saltwater and oil, option: 4 81 103

2/80

1/30

Free

Light green:RAL 6019DIN 23:2:2MUNSELL10GY8/4

Heat affected components:3. Supports for exhaust receiverScavenge air-pipe inside

Paint, heat resistant to minimum200 °C

2/60 Alu:RAL 9006DIN N:0:2MUNSELL N-7.5

Components affected by water and cleaningagents4. Scavenge air cooler box inside Complete coating for long term

protection of exposed tomoderately to severely corsiveenvironment and abrasion

2/75 Free

5. Gallery plates topside Engine alkyd primer, weatherresistant

2/80 Free

6. Purchased equipment and instrumentspainted in makers colour are acceptableunless otherwise stated in the contract

ToolsUnmachined surfaces all over on handtools andlifting tools

Purchased equipment painted in makers colouris acceptable, unless otherwise stated in thecontract

Oil resistant paint 2/60 Orange red:RAL 2004DIN 6:7:2MUNSELLN-7.5r 6/12

Tool panels Oil resistant paint 2/60 Light grey:RAL 7038DIN:24:1:2MUNSELL N-7.5

Note:All paints are to be of good quality. Paints according to builder’s standard may be used provided they at least fulfil theabove demands.Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.

178 30 20-7.1

Fig. 9.01: Specification for painting of main engine: 4 81 101


481 100 010 178 60 40

Dispatch Patterns

Class A:

Short distance transportation limited by a durationof a few days or distance of approximately 1,000 kmand short term storage. Duration from engine de-livery to installation must not exceed 8 weeks.

Dismounting must be limited as much as possible.

Class A comprises the following basic variants:

A1 Option: 4 12 021•••

EngineTurbochargerRemaining parts.

A2 Option: 4 12 022•

•

••••••

Top section including camshaft complete,cylinder covers complete, scavenge air receiver,galleries and pipesFrame section complete with galleries and pipesBedplate with crankshaft, thrust bearing, mainbearing and bearing capsAir coolerExhaust gas receiverTurbochargerRemaining parts.

A3 Option: 4 12 023•••••••••

Top section including camshaftFrame section complete with galleries and pipesBedplate with main bearings and bearing capsCrankshaft with turning wheelScavenge air receiverAir coolerExhaust gas receiverTurbochargerRemaining parts.

A1

Engine section

Top section

A2

Frame box section

Bedplate sectionCrankshaft section

Top section

A3

178 35 82-6.0

Frame box section

Bedplate section

Crankshaft section

9.04

Fig. 9.02a: Dispatch patterns


412 000 003 178 60 41

Dispatch Patterns

Class B:

Overseas or other long distance transportation, orlong term storage. Dismounting is effected with theaim of reducing the transport volume to a suitableextent. Long term preservation and seaworthypacking must always be used.

Class B comprises the following basic variants:

B1 Option: 4 12 031••••••

EngineScavenge air receiverAir coolerExhaust gas receiverTurbochargerRemaining parts.

B2 Standard: 4 12 032•

••••••••

Top section including camshaft but withoutgalleries and pipesFrame section without galleries and pipesBedplate with main bearings and bearing capsCrankshaft with turning wheelScavenge air receiverAir coolerExhaust gas receiverTurbochargerRemaining parts.

Remarks:

The engine supplier is responsible for the necessarylifting tools and lifting instructions for transportationpurposes to the yard. The delivery extent of tools,ownership and lend/lease condition is to be statedin the contract.

B1

Frame box section Bedplate section

Top section

B2

178 35 82-6.0

Crankshaft section

9.05

Fig. 9.02b: Dispatch patterns


412 000 003 178 60 41

Pat-tern

Section 6 cylinder 7 cylinder

Mass.in t

Lengthin m

Massin t

Lenthin m

Heightin m

Widthin m

Engine complete 1093 13.2 1297 14.8 16.4 9.8

A1 EngineTurbocharger eachRemaining parts

1066.5 12.5 1.5

13.2 1270.5 12.5 1.5

14.8 16.4 9.8

A2 Top sectionFrame box sectionBedplate/crankshaftExhaust receiverTurbocharger eachRemaining parts

311.2 132.2 376.6 14.8 12.5 191.5

13.213.212.811

311.6 134.4 420.3 16.8 12.5 219.6

14.814.814.412.6

7.3 4.7 4.9 4.6

9.86.54.92.5

A3 Top sectionFrame box sectionBedplate sectionCrankshaft sectionScavenge air receiverExhaust receiverTurbocharger eachRemaining parts

271.6 132.2 177.6

199 40.4 14.8 12.5 191.5

13.213.212.312.512.411

268.7 134.4 200.3220

43.9 16.8 12.5 219.6

14.814.813.914.114

12.6

7.3 4.7 4.2 4.2 3.4 4.6

5.46.54.94.24 2.5

B1 Engine sectionScavenge air receiverExhaust receiverTurbocharger eachRemaining parts

968.1 40.4 14.8 12.5 3.3

12.812.411

1038.9 43.9 16.8 12.5 3.6

14.414

12.6

15.6 3.4 4.6

5.54 2.5

B2 Top section Frame box sectionBedplate sectionCrankshaft sectionScavenge air receiverExhaust receiverTurbochager eachRemaining parts

266.0 127.4 177.6

199 40.4 14.8 12.5 202.5

11.212.312.312.512.411

262.5 128.4 200.3220

43.9 16.8 12.5 231.8

12.813.913.914.114

12.6

6.8 4.7 4.2 4.2 3.4 4.6

4.14.84.94.24 2.5

The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides in framebox and MAN B&W turbochargers. All masses and dimensions are approximate and without packing and lifting tools.The masses of turning wheel and turbocharger specified in dispatch pattern outline can vary, and should be checked.Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is supposed to beof 15 tons for 6 cylinder engines and 10 tons for 7 cylinder engines.

Note:The mass can vary up to 10% depending on the design and option chosen.

178 37 02-6.1

Fig 9.03a: Dispatch patterns, list of masses and dimensions

9.06


412 000 003 178 60 41

Minimum delivery test:

• Starting and manoeuvring test at no load

• Load testEngine to be started and run up to 50%of Specified MCR (M) in 1 hour.

Followed by:

• 0.50 hour running at 50% of specified MCR


• 1.00 hour running at optimised power(guaranteed SFOC)or0.50 hour at 90% of specified MCRif SFOC is guaranteed at specified MCR


• 0.50 hour running at 110% of specified MCR.

Only for Germanischer Lloyd:

• 0.75 hour running at 110% of specified MCR.

Before leaving the factory, the engine is to be care-fully tested on diesel oil in the presence of repre-sentatives of Yard, Shipowner, Classification Society,and MAN B&W Diesel.

At each load change, all temperature and pressurelevels etc. should stabilise before taking new engineload readings.

If the engine is optimised below 93.5% of the specifiedMCR, and it is to run at 110% of the specified MCRduring the shop trial, it must be possible to blow offeither the scavenge air receiver or to by-pass theexhaust gas receiver in order to keep the turbochargerspeed and the compression pressure within accept-able limits.

Governor tests, etc:

• Governor test

• Minimum speed test

• Overspeed test

• Shut down test

• Starting and reversing test

• Turning gear blocking device test

Start, stop and reversing from engine sidemanoeuvring console.

Fuel oil analysis is to be presentedAll tests are to be carried out on diesel or gas oil.

An additional test may be required for measuringthe NOx emmissions, if required, option: 4 14 003.

178 30 24-4.0

9.07

Fig. 9.04: Shop trial running/delivery test: 4 14 001


486 001 010 178 60 42

Cylinder cover, plate 901011 Cylinder cover complete with fuel, exhaust,

starting and safety valves, indicator valve andsealing rings (disassembled)

1/2 set Studs for 1 cylinder cover

Piston, plate 902011 Piston complete (with cooling pipe), piston

rod, piston rings and stuffing box, studs and nuts

1 set Piston rings for 1 cylinder1 Telescopic pipe with bushing for 1 cylinder

Cylinder liner, plate 903021 Cylinder liner with sealing rings and gaskets

Cylinder lubricator, plate 903051 Cylinder lubricator, of largest size, complete1 Cylinder lubricator drive (gear box and one

toothed coupling) 6 chain links

Connecting rod, and crosshead bearing, plate 904011 Crankpin bearing shells in 2/2 with studs

and nuts1 Crosshead bearing shells in 2/2 with studs

and nuts2 Thrust piece

Main bearing and thrust block, plate 905051 set Thrust block segments “ahead”1 Main bearing shell in 2/2 of each size1 set Studs and nuts for 1 main bearing

Chain drive, plate 906016 Links (only for ABS, DNVC, LR, NKK and RS)

Camshaft, plate 906116 Camshaft chain links1 Of each type of bearings for:

Camshaft at chain drive, chain tightener andintermediate shaft

1 Guide ring 2/2 for camshaft bearing

Starting valve, plate 907041 Starting valve, complete

Exhaust valve, plate 908012 Exhaust valves complete1 Pressure pipe for exhaust valve pipe

Fuel pump, plate 909011 Fuel pump barrel, complete with plunger1 High-pressure pipe, each type1 Suction and puncture valve, complete

Fuel valve, plate 909101 set Fuel valve complete, one of each size and

type complete with all fittings for one engine

Turbocharger, plate 910001 Set of maker’s standard spare parts1* Rotor, rotor shaft bearings, nozzle rings, gear

wheels and complete attached lube oil pump

Scavenge air blower, plate 910011 set Bearings for electric motor1 set Bearings for blower wheel 1 Belt, if applied 1 set Packing for blower wheel

Safety valve, plate 911011 Safety valve, complete

∗ To be ordered separately as option: 4 87 660

The plate figures refer to the instruction books.

Subject to change without notice.

178 30 25-6.1

Delivery extent of spares

Class requirements Class recommendations

CCS:GL:

China Classification SocietyGermanischer Lloyd

ABS:BV:

American Bureau of ShippingBureau Veritas

KR: Korean Register of Shipping DNVC: Det Norske Veritas ClassificationNKK: Nippon Kaiji Kyokai LR: Lloyd’s Register of ShippingRINa: Registro Italiano NavaleRS: Russian Maritime Register of Shipping

9.08

Fig. 9.05: List of spares, unrestricted service: 4 87 601


487 601 005 178 60 43

Cylinder cover, section 901011

5050444

%%

Cooling jacketO-ring for cooling jacketsSealing between cylinder cover and linerSpring housing for fuel valve Studs for exhaust valveNut for exhaust valve studs

Hydraulic ring for cylinder cover section 901022884

16168

Snap on couplingsInner nutsPistonsBleeder screwsO-ring with backup rings, upperO-ring with backup rings, lowerOuter nuts

Hydraulic tool for cylinder cover, section 901611

88

Hydraulic hoses complete with couplings for hydraulic toolO-rings with backup rings, upperO-rings with backup rings, lower

Piston and piston rod, section 902011522

box Loking wire, L=63 mPiston rings of each kindD-rings for piston skirtD-rings for piston rod

Piston rod stuffing box, section 902051555

1510

1202030

Self locking nutO-ringTop scraper ringPack sealing ringCover sealing ringLamella for scraper ringSpring for scraper ringSpring for top scraper and sealing rings

Cylinder frame, section 903011/2

1 1/2

set

set

Stud for one cylinder coverBushingNuts for one cylinder cover studs(if not fitted with hydr. ring)

Cylinder liner and cooling jacket, section 90302141

50501

set%%set

Cooling jacket of each kindNon-return valveO-rings for one cylinder linerGaskets for cooling water connectionO-ring for cooling water pipesCooling water pipes between liner and coverfor one cylinder

Lubricator drive, section 9030513

Coupling Disc

Connecting rod and crosshead, section 9040112

Telescopic pipeThrust piece

Chain drive and guide bars, section 9060141set

Guide barLocking plates and lock washers

Chain tightener, section 906032 Locking plates for tightener

Camshaft, section 9061111

Exhaust cam *)Fuel cam *)*) Split repair cams if available

Indicator drive, section 90612100

3% Gaskets for indicator valves

Indicator valve

Regulating shaft, section 906183 Resilient arm, complete

Arrangement of layshaft, section 906212 Pull rod

Main starting valve, section 907021111

Repair kit for main actuatorRepair kit for main ball valveRepair kit for actuator, slow turning *)Repair kit for ball valve, slow turning *)*) If fitted

Starting valve, section 90704222

10012

%

PistonSpringBushingO-ringsValve spindleLocking plate

Exhaust valve, section 9080111

504

505050

10011

100

1100

1100100

%

%%%%

%

%

%%

Exhaust valve spindleExhaust valve seatO-rings exhaust valve/cylinder coverPiston ringGuide ringsSealing ringsSafety valveGasket and O-rings for safety valvesPiston completeDamper pistonO-rings and sealings between air pistonand exhaust valve housing/spindle Liner for spindle guideGaskets and O-rings for cooling water connections Conical ring in 2/2O-rings for spindle/air piston Non return valve 178 33 97-0.1

Fig. 9.06a: Additional spare parts recommended by MAN B&W, option: 4 87 603

9.09

For easier maintenance and increased security in operation, beyond class requirements

% Refers to one engine


487 603 020 178 60 44

Exhaust valve - details sealing air control unit, section 90802

35

Filter, completeO-rings of each kind

Valve gear, section 90805122424422

Roller guide completeShaft-pin for rollerBushing for rollerDiscNon return valvePiston ringDisc for springSpringRoller

Valve gear, details section 9080614

100%

High pressure pipe, completeSealing discO-rings for high pressure pipe, complete

Cooling water outlet, section 908102111set

Ball valveButterfly valveCompensatorGaskets for butterfly valve and compensatorfor one cylinder

Fuel pump, section 909011133

50%

Top cover Plunger/barrel, completeSuction valvePuncture valveSealings, O-rings, gaskets and lock washers

Fuel pump gear, section 9090212222

1002%

Fuel pump roller guide, completeShaft pin for rollerBushing for rollerInternal springExternal springSealingsRoller

Fuel pump gear - details, section 9090350% O-ring for lifting tool

Fuel pump - details, section 90904111

1004%

Shock absorber, completeInternal springExternal springSealing and wearing ringsFelt ring

Fuel pump gear - reversing mechanism, section 9090512

Reversing mechanism, completeSpare part set for air cylinder

Fuel valve, section 90910100100

3505033

%%

%%

Fuel nozzlesO-rings for fuel valveSpindle guide, completeSpringsDiscs, for 30 barThrust spindleNon return valve (if mounted)

Fuel oil high pressure pipe, section 909131

100%High pressure pipe, complete of each kindO-rings for high pressure pipes

Overflow valve, section 9091512

Overflow valve, completeO-rings of each kind

Turbocharger, section 9100011

Spare rotor, complete with bearingsSpare part set for turbocharger

Scavenge air receiver, section 9100121

Non- return valve completeCompensator

Exhaust pipes and receiver, section 910031

2

1set

Compensator between turbocharger and receiverCompensator between exhaust valve and receiverGaskets for each compensator

Scavenge air cooler, section 9100516 Iron block (Corrosion blocks)

Safety valve, section 91101100

2% Gaskets for safety valves

Safety valve, complete

Arrangement of safety cap, section 91104100% Bursting disc

% Refers to one engineThis list is guidance only and as sush subject tochanges without notice

Fig. 9.06b: Additional spare parts recommended by MAN B&W, option: 4 87 603

9.10

178 33 97-0.1


487 603 020 178 60 44

Table AGroup No. Plate Qty. Descriptions

1 90201 1 set Piston rings for 1 cylinder1 set O-rings for 1 cylinder

2 90205 1 set Lamella rings 3/3 for 1 cylinder1 set O-rings for 1 cylinder

3 90205 1 set Top scraper rings 4/4 for 1 cylinder1 set Sealing rings 4/4 for 1 cylinder

4 90302 1 Cylinder liner1 set Outer O-rings for 1 cylinder1 set O-rings for cooling water connections for 1 cylinder1 set Gaskets for cooling water connection’s for 1 cylinder1 set Sealing rings for 1 cylinder

5 90801 1 Exhaust valve spindle1 set Piston rings for exhaust valve air piston and oil piston for 1 cylinder

6 90801 1 set O-rings for water connections for 1 cylinder1 set Gasket for cooling for water connections for 1 cylinder1 set O-rings for oil connections for 1 cylinder

7 90801 1 Spindle guide2 Air sealing ring

1 set Guide sealing rings for 1 cylinder8 90801 1 Exhaust valve bottom piece

1 set O-rings for bottom piece for 1 cylinder9 90805 1 set Bushing for roller guides for 1 cylinder

1 set Washer for 1 cylinder10 90901 1 Plunger and barrel for fuel pump

1 Suction valve complete1 set O-rings for 1 cylinder

11 90910 1 Fuel valve nozzle1 Spindle guide complete

1 set O-rings for 1 cylinder12 1 Slide bearing for turbocharger for 1 engine

1 Guide bearing for turbocharger for 1 engine13 1 set Guide bars for 1 engine14 2 Set bearings for auxiliary blowers for 1 engine

The wearing parts are divided into 14 groups, each including the components stated in table A.

The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years’ service of a new engine, aservice year being assumed to be of 6000 hours.

In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours’ service, the extent stated foreach group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and servicehours in question.

178 37 03-8.0

Fig. 9.07a: Wearing parts, option: 4 87 629

9.11


487 611 010 178 60 45

178 37 03-8.0

Table B

GroupNo

Service hours 0-6000 0-12000Number of cylinders

Description 6 7 6 7

1 Set of piston rings 0 0 6 7

2 Set of piston rod stuffing box,lamella rings 0 0 6 7

3 Set of piston rod stuffing box,sealing rings 0 0 0 0

4 Cylinder liners 0 0 0 0 5 Exhaust valve spindles 0 0 0 0 6 O-rings for exhaust valve 6 7 12 14 7 Exhaust valve guide bushings 0 0 0 0 8 Exhaust seat bottom pieces 0 0 0 0

9 Bushings for roller guides for fuelpump and exhaust valve 0 0 0 0

10 Fuel pump plungers 0 0 0 011 Fuel valve guides and atomizers 0 0 0 012 Set slide bearings per TC 0 0 0 013 Set guide bars for chain drive 0 0 0 014 Set bearings for auxiliary blower 0 0 0 0

Table B

GroupNo.

Service hours 0-18000 0-24000 ↓ Number of cylinders

Description 6 7 6 7







Fig.9.07b: Wearing parts, option: 4 87 629

9.12


487 611 010 178 60 45

Table B

GroupNo.


Description 6 7 6 7







Table B

GroupNo.


Description 6 7 6 7







178 37 03-8.0

Fig. 9.07c: Wearing parts, option: 4 87 629

9.13


487 611 010 178 60 45

178 37 03-8.0

Table B

GroupNo.


Description 6 7 6 7





9 Bushings for roller guides forfuel pump and exhaust valve 6 7 6 7


Fig. 9.07d: Wearing parts, option: 4 87 629

9.14


487 611 010 178 60 45

9.15

All dimensions are given in mm178 36 76-2.0

Fig. 9.08: Large spare parts, dimensions and masses

Piston completewith piston rod

4823 kg

Cylinder liner 7700 kgCylinder liner inclusive

cooling jacket7916 kg

Cylinder cover 7638 kgCylinder cover inclusive

starting and fuelvalves 7747 kg

Rotor for turbochargerType VTR714

981 kg

Exhaust valve2400 kg

Rotor for turbochargerType NA70/T9

330 kg

Rotor for turbochargerType MET83SE

470 kg


487 601 007 178 60 46

The engine is delivered with all necessary special toolsfor overhaul. The extent of the tools is stated below.Most of the tools can be arranged on steel plate panelswhich can be delivered as option: 4 88 660 at extracost. Where such panels are delivered, it is recom-mended to place them close to the location wherethe overhaul is to be carried out.

Cylinder cover, section 9011 Cylinder cover and liner surface grinding

tool (option: 488 610)1 set Milling and grinding tool for valve seats1 set Fuel valve extractor1 set Chains for cylinder cover1 Cylinder cover tightening tool1 Impact wrench for cylinder cover nuts

Piston with rod and stuffing box, section 9021 set Tilting tool for piston1 Guide ring for piston1 Lifting tool for piston1 Support for piston1 set Piston overhaul tool1 Stuffing box overhaul table1 set Hydraulic jack for piston rod and crown

Cylinder liner, section 9031 set Cylinder liner lifting and tilting gear

Crosshead and connecting rod, section 9041 set Coverplate for crosshead1 set Hydraulic jack for crosshead and crankpin

bearing bolt1 set Brackets for support of crosshead1 Lifting tool for crosshead1 Lifting tool for crankpin bearing shell1 set Connecting rod lifting tool1 set Crosshead bearing lifting tool

Crankshaft and main bearing, section 9051 set Hydraulic jack for main bearing stud 1 set Lifting tools for main bearing cap1 set Tools for turning out segments 1 Crankcase relief valve tool1 Crossbar for lift of segment stops

Camshaft and chain drive, section 9061 set Dismantling tool for camshaft bearing1 set Adjusting tool for camshaft1 Pin gauge for camshaft1 Pin gauge for crankshaft1 Chain assembling tool1 Chain disassembling tool

Starting air system, section 9071 Starting valve overhaul tool

Exhaust valve and valve gear, section 9081 set Hydraulic jack for exhaust valve stud1 set Lifting tool for exhaust valve spindle1 Pneumatic grinding machine for exhaust

valve spindle and seat1 set Exhaust valve spindle and seat checking

template1 Guide ring for pneumatic piston1 set Overhaul tool for high pressure connections1 set Lifting device for roller guide and hydraulic

actuator1 Tightening gauge for actuator housing1 Bridge gauge, exhaust valve

Fuel valve and fuel pump, section 9091 Tightening gauge for fuel pump housing1 Fuel valve pressure testing device1 set Fuel valve overhaul tool1 Fuel pump cam lead measuring tool1 set Lifting tool for fuel pump1 set Fuel pump overhaul tool1 set Fuel oil high pressure pipe and connection

overhaul tool

9.16

Mass of the complete set of tools: Approximately 5,200 kg

178 35 91-2.1

Fig. 9.09a: List of standard tools for maintenance. 4 88


488 601 004 178 60 47

Turbocharger and air cooler system,section 9101 set Turbocharger overhaul tool1 set Exhaust gas system blanking-off tool

(only if two or more turbochargers are fitted)1 set Air cooler tool

Safety equipment, section 9111 set Safety valve pressure testing tool

Main part assembling, section 9121 set Staybolt hydraulic jack

General tools, section 913913.1 Accessories

1 Hydraulic pump, pneumatically operated1 Hydraulic pump, manually operated1 set High pressure hose and connection

913.2 Ordinary hand tools1 set Torque wrench1 set Socket wrench1 set Hexagon key1 set Combination wrench1 set Double open-ended wrench1 set Ring impact wrench1 set Open-ended impact wrench1 set Pliers for circlip1 set Special spanner

913.3 Miscellaneous1 set Pull-lift and tackle1 set Shackle1 set Eye-bolt1 set Foot grating1 Indicator with cards1 set Feeler blade1 Crankshaft alignment indicator1 Cylinder gauge

9.17

Fig. 9.09b: List of standard tools for maintenance. 4 88 601

178 35 91-2.1


488 601 004 178 60 47

9.18

Pos. Sec Description Mass in kg

1 901 Chains for cylinder cover 10

2 901 Cylinder cover tightening tool 620

3 902 Tilting tool for piston 171

4 902 Lifting and tilting for piston 136

5 902 Guide ring for piston 66

6 902 Lifting tool for piston 60

Fig. 9.10a: Preliminary dimensions and masses of large tools

178 37 06-3.1


488 601 004 178 60 47

178 37 06-3.1

9.19


7 902 Support for piston 236

8 902 Stuffing box overhaul table 30

9 903 Cylinder liner lifting and tilting gear 70

10 904 Cover plate for crosshead 14

11 904 Lifting tool for crankpin bearing shell 15

12 905 Crossbar for list of segment stops 26

Fig. 9.10b: Preliminary dimensions and masses of large tools


488 601 004 178 60 47

178 37 06-3.1


13 905 Lifting tool for crankshaft, for main bearing dismantling 227

14 905 Lifting tool for main bearing cap 50

15 906 Pin gauge for camshaft 1

16 906 Pin gauge for crankshaft 2

Fig. 9.10c: Preliminary dimensions and masses of large tools

9.20


488 601 004 178 60 47

Fig. 9.10d: Preliminary dimensions and masses of large tools

178 37 07-5.0

9.21

Section: 908Standard

Pneumatic grinding machinefor exhaust valve spindle and seat

Mass 550 kg

Section: 915Option: 4 88 610

Pneumatic grinding machinefor cylinder liner

and cylinder cover

Mass 450 kg


488 601 004 178 60 47

9.22

Sec. Description Mass in kg

909 Fuel valve pressure testing device 100

178 13 50-1.0

Fig. 9.10e: Dimension and masses of large tools


488 601 004 178 60 47

178 34 38-1.1

9.23

Fig. 9.10f: Preliminary dimensions and masses of large tools

Sec. Description Mass in kg

913 Pump for hydraulic jacks 25


488 601 004 178 60 47

Mass of panels without tools: about 370 kg

9.24

Fig. 9.11: Tool panels, option: 4 88 660

Pos. No. Description

1 901907911

Cylinder cover Starting air system∗Safety equipment∗

2 902903

Piston, piston rod and stuffing boxCylinder liner and cylinder frame∗∗

3 908 Exhaust valve and valve gear

4 909 Fuel valve and fuel pump

5 906 Camshaft, chain drive

6 904 Crosshead and connecting rod

7 905 Crankshaft and main bearing

∗ Tools for MS. 907 and 911 are being delivered on tool panel under MS.901

∗∗ Tools for MS. 903 are being delivered on tool panel under MS. 902178 34 80-7.1


488 601 004 178 60 47

10 Documentation

MAN B&W Diesel is capable of providing a widevariety of support for the shipping and shipbuildingindustries all over the world.

The knowledge accumulated over many decades byMAN B&W Diesel covering such fields as the selec-tion of the best propulsion machinery, optimisationof the engine installation, choice and suitability of aPower Take Off for a specific project, vibration as-pects, environmental control etc., is available to ship-owners, shipbuilders and ship designers alike.

Part of this knowledge is presented in the bookentitled “Engine Selection Guide”, other details canbe found in more specific literature issued by MANB&W Diesel, such as “Project Guides” similar to thepresent, and in technical papers on specific sub-jects, while supplementary information is availableon request. An “Order Form” for such printed matterlisting the publications currently in print, is availablefrom our agents, overseas offices or directly fromMAN B&W Diesel A/S, Copenhagen.

The selection of the ideal propulsion plant for aspecific newbuilding is a comprehensive task. How-ever, as this selection is a key factor for the profita-bility of the ship, it is of the utmost importance forthe end-user that the right choice is made.

Engine Selection Guide

The “Engine Selection Guide” is intended as a toolto provide assistance at the very initial stage of theproject work. The Guide gives a general view of theMAN B&W two-stroke MC Programme and includesinformation on the following subjects:

Engine data•

••

••

Layout and load diagramsspecific fuel oil consumptionTurbocharger choiceElectricity production, includingpower take offInstallation aspectsAuxiliary systems.

•

•

MC-engine packages, including controllable pitch propellers, auxiliary units, remote control system Vibration aspects.

After selecting the engine type on the basis of thisgeneral information, and after making sure that theengine fits into the ship’s design, then a detailedproject can be carried out based on the “ProjectGuide” for the specific engine type selected.

Project Guides

For each engine type a “Project Guide” has beenprepared, describing the general technical featuresof that specific engine type, and also including someoptional features and equipment.

The information is general, and some deviationsmay appear in a final engine contract, depending onthe individual licensee supplying the engine. TheProject Guides comprise an extension of the generalinformation in the Engine Selection Guide, as wellas specific information on such subjects as:

••••••

Turbocharger choiceInstrumentationDispatch patternTestingSpares and Tools

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Project Support

Further customised documentation can be obtainedfrom MAN B&W Diesel A/S, and for this purpose wehave developed a “Computerised Engine Applica-tion System”, by means of which specific calcula-tions can be made during the project stage, suchas:

••••

••••••••

Estimation of ship’s dimensionsPropeller calculation and power predictionLayout/load diagrams of engineMaintenance and spare parts costs of the engineTotal economy – comparison of engine roomsSteam and electrical power – ships’ requirementAuxiliary machinery capacities for derated engineFuel consumption – exhaust gas dataUtilisation of exhaust gas heatWater condensation separation in air coolersNoise – engine room, exhaust gas, structure bornePreheating of diesel engine, freshwater generatorHeat dissipation of engine.

Extent of Delivery

The “Extent of Delivery” (EOD) sheets have beencompiled in order to facilitate communication be-tween owner, consultants, yard and engine makerduring the project stage, regarding the scope ofsupply and the alternatives (options) available forMAN B&W two-stroke MC engines.

There are two versions of the EOD:

• Extent of Delivery for 98 - 50 type engines, and• Extent of Delivery for 46 - 26 type engines.

Content of Extent of Delivery

The “Extent of Delivery” includes a list of the basicitems and the options of the main engine and auxi-liary equipment and, it is divided into the systemsand volumes stated below:

General information4 00 xxx General information4 02 xxx Rating4 03 xxx Direction of rotation4 06 xxx Rules and regulations4 07 xxx Calculation of torsional and

axial vibrations4 09 xxx Documentation4 11 xxx Electrical power available4 12 xxx Dismantling and packing of engine4 14 xxx Testing of diesel engine4 17 xxx Supervisors and advisory work

Diesel engine4 30 xxx Diesel engine4 31 xxx Torsional and axial vibrations4 35 xxx Fuel oil system4 40 xxx Lubricating oil system4 42 xxx Cylinder lubricating oil system4 43 xxx Piston rod stuffing box drain system4 45 xxx Low temperature cooling water system4 46 xxx Jacket cooling water system4 50 xxx Starting and control air systems4 54 xxx Scavenge air cooler4 55 xxx Scavenge air system4 59 xxx Turbocharger4 60 xxx Exhaust gas system4 65 xxx Manoeuvring system4 70 xxx Instrumentation4 75 xxx Safety, alarm and remote indi. system4 78 xxx Electrical wiring on engine

Miscellaneous4 80 xxx Miscellaneous4 81 xxx Painting4 82 xxx Engine seating4 83 xxx Galleries4 84 xxx Turbo Compound System4 85 xxx Power Take Off4 87 xxx Spare parts4 88 xxx Tools

Remote control system4 95 xxx Bridge control system

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Description of the “Extent of Delivery”

The “Extent of Delivery” (EOD) is the basis for spe-cifying the scope of supply for a specific order.

The list consists of some “basic” items and some“optional” items.

The “Basic” items defines the simplest engine, de-signed for attended machinery space (AMS), with-out taking into consideration any specific require-ments from the classification society, the yard or theowner.

The “options” are extra items that can be alterna-tives to the “basic” or additional items available tofulfil the requirements/functions for a specific pro-ject.

We base our first quotations on a scope of supplymostly required, which is the so called “Copen-hagen Standard EOD”, which are marked with anasterisk *.

This includes:

• Items for Unattended Machinery Space

• Minimum of alarm sensors recommended bythe classification societies and MAN B&W.

• Moment compensator for certain numbers ofcylinders

• MAN B&W turbochargers

• Slow turning before starting

• Spare parts either required or recommendedby the classification societies and MAN B&W

• Tools required or recommended by the classi-fication societies and MAN B&W

The EOD is often used as an integral part of thefinal contract.

Installation Documentation

When a final contract is signed, a complete set ofdocumentation, in the following called “Installa-tion Documentation”, will be supplied to the buyer.

The “Installation Documentation” is divided into the“A” and “B” volumes mentioned in the “Extent ofDelivery” under items:

4 09 602 Volume “A”’:Mainly comprises general guiding system drawingsfor the engine room

4 09 603 Volume “B”:Mainly comprises drawings for the main engine itself

Most of the documentation in volume “A” are similarto those contained in the respective Project Guides,but the Installation Documentation will only coverthe order-relevant designs. These will be forwardedwithin 4 weeks from order.

The engine layout drawings in volume “B” will, ineach case, be customised according to the yard’srequirements and the engine manufacturer’s pro-duction facilities. The documentation will be for-warded, as soon as it is ready, normally within 3-6months from order.

As MAN B&W Diesel A/S and most of our licenseesare using computerised drawings (Cadam), the do-cumentation forwarded will normally be in size A4or A3. The maximum size available is A1.

The drawings of volume “A” are available on disc.

The following list is intended to show an example ofsuch a set of Installation Documentation, but theextent may vary from order to order.

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Engine-relevant documentation

901 Engine dataExternal forces and momentsGuide force momentsWater and oil in engineCentre of gravityBasic symbols for piping Instrument symbols for pipingBalancing

915 Engine connectionsScaled engine outlineEngine outlineList of flangesEngine pipe connectionsGallery outline

921 Engine instrumentationList of instrumentsConnections for electric componentsGuidance values for automation

923 Manoeuvring systemSpeed correlation to telegraphSlow down requirementsList of componentsEngine control system, descriptionEl. box, emergency controlSequence diagramManoeuvring systemDiagram of manoeuvring console

924 Oil mist detectorOil mist detector

925 Control equipment for auxiliary blowerEl. panel for auxiliary blowerControl panelEl. diagramAuxiliary blowerStarter for el. motors

932 Shaft lineCrankshaft driving endFitted bolts

934 Turning gearTurning gear arrangementTurning gear, control systemTurning gear, with motor

936 Spare partsList of spare parts

939 Engine paintSpecification of paint

940 Gaskets, sealings, O-ringsInstructionsPackingsGaskets, sealings, O-rings

950 Engine pipe diagramsEngine pipe diagramsBedplate drain pipesInstrument symbols for pipingBasic symbols for pipingLube and cooling oil pipesCylinder lube oil pipesStuffing box drain pipesCooling water pipes, air cooler Jacket water cooling pipes Fuel oil drain pipesFuel oil pipesFuel oil pipes, tracingFuel oil pipes, insulationAir spring pipe, exh. valveControl and safety air pipesStarting air pipesTurbocharger cleaning pipeScavenge air space, drain pipesScavenge air pipesAir cooler cleaning pipesExhaust gas pipesSteam extinguishing, in scav.boxOil mist detector pipesPressure gauge pipes

10.04


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Engine room-relevant documentation

901 Engine dataList of capacitiesBasic symbols for pipingInstrument symbols for piping

902 Lube and cooling oilLube oil bottom tankLubricating oil filterCrankcase ventingLubricating oil systemLube oil outlet

904 Cylinder lubricationCylinder lube oil system

905 Piston rod stuffing boxStuffing box drain oil cleaning system

906 Seawater coolingSeawater cooling system

907 Jacket water coolingJacket water cooling systemDeaerating tankDeaerating tank, alarm device

909 Central cooling systemCentral cooling water systemDeaerating tankDeaerating tank, alarm device

910 Fuel oil systemFuel oil heating chartFuel oil systemFuel oil venting boxFuel oil filter

911 Compressed airStarting air system

912 Scavenge airScavenge air drain system

913 Air cooler cleaningAir cooler cleaning system

914 Exhaust gasExhaust pipes, bracingExhaust pipe system, dimensions

917 Engine room craneEngine room crane capacity

918 Torsiograph arrangementTorsiograph arrangement

919 Shaft earthing deviceEarthing device

920 Fire extinguishing in scavenge air spaceFire extinguishing in scavenge air space

921 Instrumentation Axial vibration monitor

926 Engine seatingProfile of engine seatingEpoxy chocksAlignment screws

927 Holding-down boltsHolding-down boltRound nutDistance pipeSpherical washerSpherical nutAssembly of holding-down boltProtecting capArrangement of holding-down bolts

928 Supporting chocksSupporting chocksSecuring of supporting chocks

929 Side chocksSide chocksLiner for side chocks, starboardLiner for side chocks, port side

10.05


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930 End chocksStud for end chock boltEnd chockRound nutSpherical washer, concaveSpherical washer, convexAssembly of end chock boltLiner for end chockProtecting cap

931 Top bracing of engineTop bracing outlineTop bracing arrangementFriction-materialsTop bracing instructionsTop bracing forcesTop bracing tension data

932 Shaft lineStatic thrust shaft loadFitted bolt

933 Power Take-OffList of capacitiesPTO/RCF arrangement

936 Spare parts dimensionsConnecting rod studsCooling jacketCrankpin bearing shellCrosshead bearingCylinder cover studCylinder coverCylinder linerExhaust valveExhaust valve bottom pieceExhaust valve spindleExhaust valve studsFuel pump barrel with plunger Fuel valveMain bearing shellMain bearing studsPiston completeStarting valveTelescope pipeThrust block segmentTurbocharger rotor

940 Gaskets, sealings, O-ringsGaskets, sealings, O-rings

949 Material sheetsMAN B&W Standard Sheets Nos:• S19R• S45R• S25Cr1• S34Cr1R• C4

10.06


400 000 500 178 60 48

Engine production andinstallation-relevant documentation

935 Main engine production records,engine installation drawingsInstallation of engine on boardDispatch pattern 1, orDispatch pattern 2Check of alignment and bearing clearancesOptical instrument or laserAlignment of bedplateCrankshaft alignment readingBearing clearancesCheck of reciprocating partsReference sag line for piano wireCheck of reciprocating partsPiano wire measurement of bedplate Check of twist of bedplateProduction scheduleInspection after shop trialsDispatch pattern, outlinePreservation instructions

941 Shop trialsShop trials, delivery testShop trial report

942 Quay trial and sea trialStuffing box drain cleaningFuel oil preheating chartFlushing of lub. oil system Freshwater system treatmentFreshwater system preheatingQuay trial and sea trialAdjustment of control air systemAdjustment of fuel pumpHeavy fuel operationGuidance values – automation

945 Flushing procedures MCLubricating oil system cleaning instruction

Tools

926 Engine seatingHydraulic jack for holding down boltsHydraulic jack for end chock bolts

937 Engine toolsList of toolsOutline dimensions, main tools

938 Tool panelTool panels

Auxiliary equipment980 Fuel oil unit990 Exhaust silencer995 Other auxiliary equipment

10.07


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8 7

Fig. 11.01a: Scaled engine outline, scale 1:200

11.01

178 34 23-4.0


430 100 074 178 60 51

Fig. 11.01b: Scaled engine outline, scale 1:200

11.02

178 34 23-4.0


430 100 074 178 60 51

s90mcc

Documents