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5
IMO Tier II
Project Guide
Introduction Contents
MAN B&W S50ME-C8.5-TII
Project Guide
Electronically Controlled
Twostroke Engines
This Project Guide is intended to provide the information necessary for the layout of a marine propulsion
plant.
The information is to be considered as preliminary. It is intended for the project stage only and subject to
modication in the interest of technical progress. The Project Guide provides the general technical data
available at the date of issue.
It should be noted that all gures, values, measurements or information about performance stated in this
project guide are for guidance only and should not be used for detailed design purposes or as a substi-
tute for specic drawings and instructions prepared for such purposes.
Data updates
Data not nally calculated at the time of issue is marked Available on request. Such data may be made
available at a later date, however, for a specic project the data can be requested. Pages and table entries
marked Not applicable represent an option, function or selection which is not valid.
The latest, most current version of the individual Project Guide sections are available on the Internet at:
www.marine.man.eu Two-Stroke.
Extent of Delivery
The nal and binding design and outlines are to be supplied by our licensee, the engine maker, see Chap-
ter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of Extent of
Delivery forms is available in which the basic and the optional executions are specied.
Electronic versions
This Project Guide book and the Extent of Delivery forms are available on the Internet at:
www.marine.man.eu Two-Stroke, where they can be downloaded.
Edition 0.5
July 2016
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DGCUUGUUGFCPFFGVGTOKPGFKPFKXKFWCNN[HQTGCEJRTQLGEV6JKUYKNNFGRGPFQPVJGRCTVKEWNCTEJCTCEVGTKUVKEUQH
GCEJKPFKXKFWCNRTQLGEVGURGEKCNN[URGEKEUKVGCPFQRGTCVKQPCNEQPFKVKQPU
+HVJKUFQEWOGPVKUFGNKXGTGFKPCPQVJGTNCPIWCIGVJCP'PINKUJCPFFQWDVUCTKUGEQPEGTPKPIVJGVTCPUNCVKQPVJG
English text shall prevail.
Copyright 2016 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as MAN Diesel & Turbo).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modication in the interest of technical progress. Reproduction permitted provided source is given.
7020-0169-01ppr Jul 2016
Introduction
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See also:
Technical Papers
Licensees MAN Diesel & Turbo has a long tradition
of producing technical papers on engine
design and applications for licensees, ship-
CEAS Engine Calculations yards and engine operators.
Calculates basic data essential for the de-
sign and dimensioning of a ships engine
room based on engine specification. Service Letters
MAN Diesel
MAN B&W Contents
Chapter Section
1 Engine Design
The fuel optimised ME Tier II engine 1.01 1988537-1.4
Tier II fuel optimisation 1.01 1990112-5.0
Engine type designation 1.02 1983824-3.9
Power, speed, SFOC 1.03 1989203-3.0
Engine power range and fuel oil consumption 1.04 1984634-3.5
Performance curves 1.05 1985331-6.2
ME Engine description 1.06 1989233-2.2
Engine cross section 1.07 1988214-7.0
4 Electricity Production
Electricity production 4.01 1984155-0.5
Designation of PTO 4.01 1985385-5.6
PTO/RCF 4.01 1984300-0.3
Space requirements for side mounted PTO/RCF 4.02 1984314-4.3
Engine preparations for PTO 4.03 1984315-6.3
PTO/BW GCR 4.04 1984316-8.8
Waste Heat Recovery Systems (WHRS) 4.05 1986647-4.1
L16/24 GenSet data 4.06 1988280-4.1
L21/31 GenSet data 4.07 1988281-6.1
L23/30H Mk2 GenSet data 4.08 1990530-6.0
L27/38 GenSet data 4.09 1988284-1.1
L28/32H GenSet data 4.10 1988285-3.1
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.8
Space requirement 5.02 1990345-0.0
Crane beam for overhaul of turbochargers 5.03 1988741-8.2
Crane beam for turbochargers 5.03 1987636-0.2
Engine room crane 5.04 1990325-8.0
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1990146-1.0
Centre of gravity 5.07 1989111-0.1
Water and oil in engine 5.08 1987768-9.1
Chapter Section
Counteranges, Connections D and E 5.10 1986670-0.10
Engine seating and holding down bolts 5.11 1984176-5.12
Epoxy chocks arrangement 5.12 1988801-8.0
Engine seating prole 5.12 1984204-2.6
Engine top bracing 5.13 1990483-8.0
Components for Engine Control System 5.16 1988538-3.4
Shaftline earthing device 5.17 1984929-2.4
MAN Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.6
Hydraulic Power Unit for MAN Alpha CP propeller 5.18 1985320-8.3
MAN Alphatronic 2000 Propulsion Control System 5.18 1985322-1.5
7 Fuel
Pressurised fuel oil system 7.01 1984228-2.8
Fuel oil system 7.01 1990427-7.1
Heavy fuel oil tank 7.01 1987661-0.7
Drain of contaminated fuel etc. 7.01 1990355-7.2
Fuel oils 7.02 1983880-4.7
Fuel oil pipes and drain pipes 7.03 1987668-3.2
Fuel oil pipe insulation 7.04 1984051-8.3
Fuel oil pipe heat tracing 7.04 1990485-1.0
Components for fuel oil system 7.05 1983951-2.9
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1984230-4.7
Turbocharger venting and drain pipes 8.01 1990367-7.1
Hydraulic Power Supply unit 8.02 1988347-7.3
Hydraulic Power Supply unit and lubricating oil pipes 8.02 1990486-3.1
Lubricating oil pipes for turbochargers 8.03 1984232-8.6
Lubricating oil consumption, centrifuges and list of lubricating oils 8.04 1983886-5.12
Components for lube oil system 8.05 1984242-4.7
Flushing of lubricating oil components and piping system 8.05 1988026-6.0
Lubricating oil outlet 8.05 1987034-4.1
Lubricating oil tank 8.06 1984258-1.5
Crankcase venting 8.07 1987839-7.3
Bedplate Drain Pipes 8.07 1990488-7.0
Engine and tank venting to the outside air 8.07 1989182-7.0
Hydraulic oil back-ushing 8.08 1984829-7.3
Separate system for hydraulic control unit 8.09 1984852-3.6
Chapter Section
9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1988559-8.3
List of cylinder oils 9.01 1988566-9.2
MAN B&W Alpha cylinder lubrication system 9.02 1983889-0.13
Alpha Adaptive Cylinder Oil Control (Alpha ACC) 9.02 1987614-4.3
Cylinder oil pipe heating 9.02 1987612-0.2
Electric heating of cylinder oil pipes 9.02 1990476-7.1
Cylinder lubricating oil pipes 9.02 1990477-9.0
Small heating box with lter, suggestion for 9.02 1987937-9.2
14 Scavenge Air
Scavenge air system 14.01 1984006-5.4
Auxiliary blowers 14.02 1990553-4.0
Control of the auxiliary blowers 14.02 1988556-2.0
Scavenge air pipes 14.03 1990379-7.1
Electric motor for auxiliary blower 14.04 1986229-3.3
Scavenge air cooler cleaning system 14.05 1987689-8.1
Air cooler cleaning unit 14.05 1985402-4.2
Scavenge air box drain system 14.06 1987693-3.4
Fire extinguishing system for scavenge air space 14.07 1984044-7.6
Fire extinguishing pipes in scavenge air space 14.07 1987681-3.3
Chapter Section
15 Exhaust Gas
Exhaust gas system 15.01 1984045-9.6
Exhaust gas pipes 15.02 1990558-3.0
Cleaning systems, water and soft blast 15.02 1987916-4.1
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1986396-8.0
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1984068-7.4
Diameter of exhaust gas pipe 15.07 1984111-8.5
17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 4, 5 and 6-cylinder engines 17.02 1986884-5.6
1st order moments on 4-cylinder engines 17.02 1983925-0.5
Electrically driven moment compensator 17.03 1986978-1.2
Power Related Unbalance (PRU) 17.04 1990588-2.0
Guide force moments 17.05 1984223-3.5
Guide force moments, data 17.05 1990534-3.0
Vibration limits valid for single order harmonics 17.05 1988264-9.0
Axial vibrations 17.06 1984224-5.5
Critical running 17.06 1984226-9.5
External forces and moments in layout point 17.07 1990589-4.0
Chapter Section
19 Dispatch Pattern, Testing, Spares and Tools
Dispatch pattern, testing, spares and tools 19.01 1987620-3.2
Specication for painting of main engine 19.02 1984516-9.7
Dispatch pattern 19.03 1984567-2.7
Shop test 19.05 1984612-7.9
List of spare parts, unrestricted service 19.06 1988450-6.10
Additional spares 19.07 1984636-7.14
Wearing parts 19.08 1988486-6.3
Large spare parts, dimensions and masses 19.09 1984666-6.4
Rotor for turbocharger 19.09 1990189-2.1
List of standard tools for maintenance 19.10 1987802-5.1
A Appendix
Symbols for piping A 1983866-2.4
Engine Design
1
MAN B&W 1.01
Page 1 of 2
The ever valid requirement of ship operators is In the hydraulic system, the normal lube oil is used
to obtain the lowest total operational costs, and as the medium. It is ltered and pressurised by a
especially the lowest possible specic fuel oil Hydraulic Power Supply unit mounted on the en-
consumption at any load, and under the prevailing gine or placed in the engine room.
operating conditions.
The starting valves are opened pneumatically by
However, lowspeed twostroke main engines electronically controlled On/Off valves, which
of the MC-C type, with a chain driven camshaft, make it possible to dispense with the mechani-
have limited exibility with regard to fuel injection cally activated starting air distributor.
and exhaust valve activation, which are the two
most important factors in adjusting the engine to By electronic control of the above valves accord-
match the prevailing operating conditions. ing to the measured instantaneous crankshaft po-
sition, the Engine Control System fully controls the
A system with electronically controlled hydraulic combustion process.
activation provides the required exibility, and
such systems form the core of the ME Engine System exibility is obtained by means of different
Control System, described later in detail in Chap- Engine running modes, which are selected either
ter 16. automatically, depending on the operating condi-
tions, or manually by the operator to meet specic
goals. The basic running mode is Fuel economy
Concept of the ME engine mode to comply with IMO NOx emission limita-
tion.
The ME engine concept consists of a hydraulic-
mechanical system for activation of the fuel injec-
tion and the exhaust valves. The actuators are Engine design and IMO regulation compliance
electronically controlled by a number of control
units forming the complete Engine Control Sys- The ME-C engine is the shorter, more compact
tem. version of the ME engine. It is well suited wherever
a small engine room is requested, for instance in
MAN Diesel & Turbo has specically developed container vessels.
both the hardware and the software inhouse, in
order to obtain an integrated solution for the En- For MAN B&W ME/ME-C-TII designated engines,
gine Control System. the design and performance parameters comply
with the International Maritime Organisation (IMO)
The fuel pressure booster consists of a simple Tier II emission regulations.
plunger powered by a hydraulic piston activated
by oil pressure. The oil pressure is controlled by For engines built to comply with IMO Tier I emis-
an electronically controlled proportional valve. sion regulations, please refer to the Marine Engine
IMO Tier I Project Guide.
The exhaust valve is opened hydraulically by
means of a twostage exhaust valve actuator
activated by the control oil from an electronically
controlled proportional valve. The exhaust valves
are closed by the air spring.
6 S 90 M E C 9 .2 -GI -TII
Version number
Mark number
Engine programme
Diameter of piston in cm
Number of cylinders
r/min
102 127
SFOC for engines with layout on L1 - L3 line [g/kWh] L1/L3 MEP: 20.0 bar
SFOC optimised load range Tuning 50% 75% 100%
*KIJNQCF
- 168.5 166.0
ECT 165.0
2CTVNQCF
86 165.5 164.5
')$*26 165.5 164.5
ECT 166.0 165.5
.QYNQCF
86 163.5 165.5
')$*26 163.5 165.5
SFOC for engines with layout on L2 - L4 line [g/kWh] L2/L4 MEP: 16.0 bar
SFOC optimised load range Tuning 50% 75% 100%
*KIJNQCF
- 164.5 160.0 164.0
ECT 163.5 159.0
2CTVNQCF
86 161.5 158.5 164.5
')$*26 161.5 158.5 165.5
ECT 162.0 159.5 165.5
.QYNQCF
86 159.5 159.5 164.5
')$*26 159.5 159.5 165.5
The following tables contain data regarding the The gures given in this folder represent the val-
power, speed and specic fuel oil consumption of ues obtained when the engine and turbocharger
the engine. are matched with a view to obtaining the lowest
possible SFOC values while also fullling the IMO
Engine power is specied in kW for each cylinder NOX Tier II emission limitations.
number and layout points L1, L2, L3 and L4.
Stricter emission limits can be met on request, us-
Discrepancies between kW and metric horsepow- ing proven technologies.
er (1 BHP = 75 kpm/s = 0.7355 kW) are a conse-
quence of the rounding off of the BHP values. The SFOC gures are given in g/kWh with a tol-
erance of 5% (at 100% SMCR) and are based
L1 designates nominal maximum continuous rating on the use of fuel with a lower caloric value of
(nominal MCR), at 100% engine power and 100% 42,700 kJ/kg (~10,200 kcal/kg) at ISO conditions:
engine speed.
Ambient air pressure .............................1,000 mbar
L2, L3 and L4 designate layout points at the other Ambient air temperature ................................ 25 C
three corners of the layout area, chosen for easy Cooling water temperature ............................ 25 C
reference.
Although the engine will develop the power speci-
0OWER , ed up to tropical ambient conditions, specic
fuel oil consumption varies with ambient condi-
tions and fuel oil lower caloric value. For calcula-
, tion of these changes, see Chapter 2.
,
Lubricating oil data
,
3PEED The cylinder oil consumption gures stated in the
tables are valid under normal conditions.
178 51 489.0
Performance Curves
ME Engine Description
Please note that engines built by our licensees are Frame Box
in accordance with MAN Diesel & Turbo drawings
and standards but, in certain cases, some local The frame box is of welded design. On the ex-
standards may be applied; however, all spare parts haust side, it is provided with relief valves for each
are interchangeable with MAN Diesel & Turbo de- cylinder while, on the manoeuvring side, it is pro-
signed parts. vided with a large hinged door for each cylinder.
The crosshead guides are welded on to the frame
Some components may differ from MAN Diesel & box.
Turbos design because of local production facili-
ties or the application of local standard compo- The frame box is bolted to the bedplate. The bed-
nents. plate, frame box and cylinder frame are tightened
together by stay bolts.
In the following, reference is made to the item
numbers specied in the Extent of Delivery (EoD)
forms, both for the Basic delivery extent and for Cylinder Frame and Stufng Box
some Options.
The cylinder frame is cast and provided with ac-
cess covers for cleaning the scavenge air space,
Bedplate and Main Bearing if required, and for inspection of scavenge ports
and piston rings from the manoeuvring side. To-
The bedplate is made with the thrust bearing in gether with the cylinder liner it forms the scavenge
the aft end of the engine. The bedplate consists air space.
of high, welded, longitudinal girders and welded
cross girders with cast steel bearing supports. The cylinder frame is tted with pipes for the pis-
ton cooling oil inlet. The scavenge air receiver, tur-
For tting to the engine seating in the ship, long, bocharger, air cooler box and gallery brackets are
elastic holdingdown bolts, and hydraulic tighten- located on the cylinder frame. At the bottom of the
ing tools are used. cylinder frame there is a piston rod stufng box,
provided with sealing rings for scavenge air, and
The bedplate is made without taper for engines with oil scraper rings which prevent crankcase oil
mounted on epoxy chocks. from coming up into the scavenge air space.
The oil pan, which is made of steel plate and is Drains from the scavenge air space and the piston
welded to the bedplate, collects the return oil from rod stufng box are located at the bottom of the
the forced lubricating and cooling oil system. The cylinder frame.
oil outlets from the oil pan are vertical as standard
and provided with gratings.
Cylinder Liner
The main bearings consist of thin walled steel
shells lined with bearing metal. The main bearing The cylinder liner is made of alloyed cast iron and
bottom shell can be rotated out and in by means is suspended in the cylinder frame. The top of the
of special tools in combination with hydraulic tools cylinder liner is tted with a cooling jacket. The
for lifting the crankshaft. The shells are kept in po- cylinder liner has scavenge ports and drilled holes
sition by a bearing cap. for cylinder lubrication.
Stepup Gear
Crankshaft
In case of mechanically, engine driven Hydraulic
The crankshaft is of the semibuilt type, made Power Supply, the main hydraulic oil pumps are
from forged or cast steel throws. For engines with driven from the crankshaft via a stepup gear. The
9 cylinders or more, the crankshaft is supplied in stepup gear is lubricated from the main engine
two parts. system.
For functional check of the vibration damper a The uppermost piston ring is of the CPR type
mechanical guide is tted, while an electronic vi- (Controlled Pressure Relief), whereas the other
bration monitor can be supplied as an option. three piston rings all have an oblique cut. The up-
permost piston ring is higher than the others. All
An axial vibration monitor with indication for con- four rings are alu-coated on the outer surface for
dition check of the axial vibration damper and running-in.
terminals for alarm and slow down is required for
5- and 6-cylinder engines. The piston skirt is made of cast iron with a bronze
band or Mo coating.
The crosshead and crankpin bearing caps are The crosshead is of forged steel and is provided
secured to the connecting rod with studs and nuts with cast steel guide shoes with white metal on
tightened by means of hydraulic jacks. the running surface.
The crosshead bearing consists of a set of The guide shoe is of the low friction type and
thinwalled steel shells, lined with bearing metal. crosshead bearings of the wide pad design.
The crosshead bearing cap is in one piece, with
an angular cutout for the piston rod. The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
The crankpin bearing is provided with thinwalled
steel shells, lined with bearing metal. Lube oil is
supplied through ducts in the crosshead and con- Scavenge Air System
necting rod.
The air intake to the turbocharger takes place
directly from the engine room through the turbo-
Piston charger intake silencer. From the turbocharger,
the air is led via the charging air pipe, air cooler
The piston consists of a piston crown and piston and scavenge air receiver to the scavenge ports
skirt. The piston crown is made of heatresistant of the cylinder liners, see Chapter 14. The scav-
steel. A piston cleaning ring located in the very enge air receiver on engines type 65 is of the D-
top of the cylinder liner scrapes off excessive ash shape design.
and carbon formations on the piston topland.
The piston has four ring grooves which are Scavenge Air Cooler
hardchrome plated on both the upper and lower
surfaces of the grooves. For each turbocharger a scavenge air cooler of
the mono-block type is tted.
The engine is provided with electricallydriven Reversing of the engine is performed electronical-
scavenge air blowers integrated in the scavenge air ly and controlled by the Engine Control System,
cooler. The suction side of the blowers is connect- by changing the timing of the fuel injection, the
ed to the scavenge air space after the air cooler. exhaust valve activation and the starting valves.
Compensators are tted between the exhaust The Hydraulic Power Supply
valves and the receiver, and between the receiver
and the turbocharger(s). The Hydraulic Power Supply (HPS) lters and
pressurises the lube oil for use in the hydraulic
The exhaust gas receiver and exhaust pipes are system. The HPS consists of either mechanically
provided with insulation, covered by galvanised driven (by the engine) main pumps with electrically
steel plating. driven start-up pumps or electrically driven com-
bined main and start-up pumps. The hydraulic
A protective grating is installed between the ex- pressure varies up to max 300 bar.
haust gas receiver and the turbocharger.
The mechanically driven HPS is engine driven and The opening of the fuel valves is controlled by
mounted aft for engines with chain drive aft (8 cyl- the high pressure fuel oil created by the fuel oil
inders or less), and at the middle for engines with pressure booster, and the valves are closed by a
chain drive located in the middle (9 cylinders or spring.
more). An electrically driven HPS is usually mount-
ed aft on the engine. An automatic vent slide allows circulation of fuel
oil through the valve and the high pressure pipes
A combined HPS, mechanically driven with elec- when the engine is stopped. The vent slide also
trically driven start-up/back-up pumps with back- prevents the compression chamber from being
up capacity, is available as an option for engines lled up with fuel oil in the event that the valve
type 90-60 while basic execution for type 50. spindle sticks. Oil from the vent slide and other
drains is led away in a closed system.
The cylinder cover is equipped with two or three The exhaust valve is of the low-force design and
fuel valves, a starting air valve and an indicator the operation of the exhaust valve controlled by
cock. the FIVA valve, which also activates the fuel injec-
tion.
In operation, the valve spindle slowly rotates, driv- The engine is prepared for top bracings on the ex-
en by the exhaust gas acting on small vanes xed haust side, or on the manoeuvring side.
to the spindle.
Gallery Arrangement
317 72 04-4.2.0
2
MAN B&W 2.01
Page 1 of 3
i=3
P = c n3 (propeller law) x = log (n)
Thus, for the above examples, the power P may 178 05 403.1
P = c ni
Thus, propeller curves will be parallel to lines hav-
Fig. 2.01.01 shows the relationship for the linear ing the inclination i = 3, and lines with constant
functions, y = ax + b, using linear scales. mep will be parallel to lines with the inclination i = 1.
a
1
0 x
0 1 2
178 05 403.0
Propulsion and Engine Running Points Normally, estimates of the necessary propeller
power and speed are based on theoretical cal-
Propeller curve culations for loaded ship, and often experimental
tank tests, both assuming optimum operating
The relation between power and propeller speed conditions, i.e. a clean hull and good weather.
for a xed pitch propeller is as mentioned above
described by means of the propeller law, i.e. the The combination of speed and power obtained
third power curve: may be called the ships propeller design point
(PD), placed on the light running propeller curve 6,
P = c n3, in which: see Fig. 2.01.03.
P = engine power for propulsion On the other hand, some shipyards, and/or pro-
n = propeller speed peller manufacturers sometimes use a propeller
c = constant design point (PD) that incorporates all or part of
the socalled sea margin described below.
The exponent i=3 is valid for frictional resistance.
For vessels having sufcient engine power to sail
fast enough to experience signicant wave-mak- Fouled hull
ing resistance, the exponent may be higher in the
high load range. When the ship has sailed for some time, the hull
and propeller become fouled and the hulls resist-
ance will increase. Consequently, the ships speed
Propeller design point will be reduced unless the engine delivers more
power to the propeller, i.e. the propeller will be fur-
ther loaded and will be heavy running (HR).
Power, % af L1
100%
= 0,20
= 0,15 L1
= 0,25 = 0,30
Sea margin and heavy weather
L3 MP
Engine margin If the weather is bad with headwind, the ships
(SP=90% of MP)
SP
PD
resistance may increase compared to operating
Sea margin
L2 (15% of PD) in calm weather conditions. When determining
PD the necessary engine power, it is normal prac-
tice to add an extra power margin, the socalled
L4 2 6
HR
sea margin, so that the design speed can be
LR
maintained in average conditions at sea. The sea
Engine speed, % of L 1
margin is traditionally about 15% of the power re-
100% quired to achieve design speed with a clean hull in
calm weather (PD).
Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), engine layout curve
Line 6 Propulsion curve, clean hull and calm weather (light
running), for propeller layout
Engine layout (heavy propeller)
MP Specied MCR for propulsion
SP Continuous service rating for propulsion When determining the necessary engine layout
PD Propeller design point speed that considers the inuence of a heavy run-
PD Propeller design point incorporating sea margin ning propeller for operating at high extra ship re-
HR Heavy running
LR Light running
sistance, it is (compared to line 6) recommended
178 05 415.3
to choose a heavier propeller line 2. The propeller
curve for clean hull and calm weather, line 6, may
then be said to represent a light running (LR)
Fig. 2.01.03: Propulsion running points and engine lay- propeller.
out
Engine margin
In general, the larger the propeller diameter D, Once a propeller diameter of maximum 7.2 m has
the lower is the optimum propeller speed and the been chosen, the corresponding optimum pitch
kW required for a certain design draught and ship in this point is given for the design speed of 14.5
speed, see curve D in the gure below. knots, i.e. P/D = 0.70.
The maximum possible propeller diameter de- However, if the optimum propeller speed of 100
pends on the given design draught of the ship, r/min does not suit the preferred / selected main
and the clearance needed between the propeller engine speed, a change of pitch away from opti-
and the aft body hull and the keel. mum will only cause a relatively small extra power
demand, keeping the same maximum propeller
The example shown in the Fig. 2.02.01 is an diameter:
80,000 dwt crude oil tanker with a design draught
of 12.2 m and a design speed of 14.5 knots. going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW, i.e. an extra power demand of 80 kW.
When the propeller diameter D is increased from
6.6 m to 7.2 m, the power demand is reduced going from 100 to 91 r/min (P/D = 0.81) requires
from about 9,290 kW to 8,820 kW, and the opti- 8,900 kW, i.e. an extra power demand of 80 kW.
mum propeller speed is reduced from 120 r/min
to 100 r/min, corresponding to the constant ship In both cases the extra power demand is only
speed coefcient = 0.28 (see denition of in 0.9%, and the corresponding equal speed
Section 2.02, page 2). curves are = +0.1 and = 0.1, respectively,
so there is a certain interval of propeller speeds in
which the power penalty is very limited.
Shaft power
kW
9,500
D = Propeller diameters
P/D = Pitch/diameter ratio
9,400 P/D
D
0.50
9,300 6.6m
P/D
1.00
9,200
6.8m
0.95
9,100
0.55
0.90
9,000
7.0m
0.85
8,900 0.60
0.80 7.2m
0.75 0.65
8,800 0.70
8,700 7.4m
8,600 D
Propeller
8,500 speed
178 47 032.1
Constant ship speed lines pulsion MCR point MP1, selected in the layout
area and parallel to one of the lines, another
The constant ship speed lines , are shown at specied propulsion MCR point MP2 upon this
the very top of Fig. 2.02.02. These lines indicate line can be chosen to give the ship the same
the power required at various propeller speeds to speed for the new combination of engine power
keep the same ship speed provided an optimum and speed.
pitch diameter ratio is used at any given speed,
taking into consideration the total propulsion ef- Fig. 2.02.02 shows an example of the required
ciency. power speed point MP1, through which a constant
ship speed curve = 0.25 is drawn, obtaining
Normally, if propellers with optimum pitch are point MP2 with a lower engine power and a lower
used, the following relation between necessary engine speed but achieving the same ship speed.
power and propeller speed can be assumed:
Provided the optimum pitch is used for a given
P2 = P1 (n2/n1) propeller diameter the following data applies when
changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and = 0.20 0.30
= Constant ship speed coefcient.
and for reefers and container vessels
For any combination of power and speed, each = 0.15 0.25
point on lines parallel to the ship speed lines gives
the same ship speed. When changing the propeller speed by changing
the pitch, the constant will be different, see Fig.
When such a constant ship speed line is drawn 2.02.01.
into the layout diagram through a specied pro-
Power
110%
=0,15
speed lines
=0,20
=0,25 Constant ship 100%
=0,30 1
90%
MP1
=0,25 80%
MP2
3
mep
% 70%
100
95%
90%
2
85% 60%
80%
75%
70% 50%
40%
178 05 667.1
Engine Layout Diagram layout diagram; if it is not, the propeller speed will
have to be changed or another main engine type
An engines layout diagram is limited by two con- must be chosen. The selected SMCR has an inu-
stant mean effective pressure (mep) lines L1 L3 ence on the mechanical design of the engine, for
and L 2 L4, and by two constant engine speed example the turbocharger(s), the piston shims, the
lines L1 L 2 and L3 L4. The L1 point refers to the liners and the fuel valve nozzles.
engines nominal maximum continuous rating, see
Fig. 2.04.01. Once the specied MCR has been chosen, the
engine design and the capacities of the auxiliary
Within the layout area there is full freedom to se- equipment will be adapted to the specied MCR.
lect the engines specied SMCR point M which
suits the demand for power and speed for the If the specied MCR is to be changed later on, this
ship. may involve a change of the shafting system, vibra-
tional characteristics, pump and cooler capacities,
On the horizontal axis the engine speed and on fuel valve nozzles, piston shims, cylinder liner cool-
the vertical axis the engine power are shown on ing and lubrication, as well as rematching of the
percentage scales. The scales are logarithmic turbocharger or even a change to a different tur-
which means that, in this diagram, power function bocharger size. In some cases it can also require
curves like propeller curves (3rd power), constant larger dimensions of the piping systems.
mean effective pressure curves (1st power) and
constant ship speed curves (0.15 to 0.30 power) It is therefore important to consider, already at the
are straight lines. project stage, if the specication should be pre-
pared for a later change of SMCR. This should be
indicated in the Extent of Delivery.
Power
L1 For ME and ME-C/-GI/-LGI engines, the timing of
the fuel injection and the exhaust valve activation
M are electronically optimised over a wide operating
L3 range of the engine.
S
Based on the propulsion and engine running The continuous service rating is the power need-
points, as previously found, the layout diagram of ed in service including the specied sea margin
a relevant main engine may be drawn in a power- and heavy/light running factor of the propeller at
speed diagram like in Fig. 2.04.01. The SMCR which the engine is to operate, and point S is iden-
point (M) must be inside the limitation lines of the tical to the service propulsion point (SP) unless a
main engine-driven shaft generator is installed.
110
105 7
The engines load diagram, see Fig. 2.04.02, de- 100
M
7
5 5
nes the power and speed limits for continuous as 95
4
90
well as overload operation of an installed engine 85 1 2 6
Maximum 110% of M, but no more than 105% Fig. 2.04.02: Engine load diagram for an engine speci-
of L1/L 2 speed, provided that torsional vibrations ed with MCR on the L1/L2 line of the layout diagram
permit. If M is sufciently speed derated, more (maximum MCR speed).
than 110% speed is possible by choosing Ex-
tended load diagram which is described later in than 110% speed is possible by choosing Ex-
this chapter. tended load diagram which is described later in
this chapter.
The speed limit for sea trial (line 9) is:
Line 4:
Maximum 110% of M, but no more than 107% Represents the limit at which an ample air supply is
of L1/L 2 speed, provided that torsional vibrations available for combustion and imposes a limitation
permit. If M is sufciently speed derated, more on the maximum combination of torque and speed.
To the left of line 4 in torquerich operation, the extra power is required for propulsion in order to
engine will lack air from the turbocharger to the keep the ships speed.
combustion process, i.e. the heat load limits may
be exceeded. Bearing loads may also become too In calm weather conditions, the extent of heavy
high. running of the propeller will indicate the need for
cleaning the hull and polishing the propeller.
Line 5:
Represents the maximum mean effective pressure If the engine and shaft line has a barred speed
level (mep), which can be accepted for continuous range (BSR) it is usually a class requirement to be
operation. able to pass the BSR quickly. The quickest way to
pass the BSR is the following:
Line 6:
Propeller curve, clean hull and calm weather light 1. Set the rpm setting to a value just below the
running, often used for propeller layout/design. BSR.
Limits for low load running In some cases, for example in certain manoeu-
vring situations inside a harbour or at sea in
As the fuel injection for ME engines is automati- adverse conditions, it may not be possible to fol-
cally controlled over the entire power range, the low the procedure for passing the BSR outlined
engine is able to operate down to around 15-20% above. Either because there is no time to wait
of the nominal L1 speed, whereas for MC/MC-C for the vessel speed to build up or because high
engines it is around 20-25% (electronic governor). vessel resistance makes it impossible to achieve
a vessel speed corresponding to the engine rpm
setting. In such cases it can be necessary to pass
Recommendation for operation the BSR at a low ship speed.
The area between lines 1, 3 and 7 is available for For 5- and 6-cylinder engines with short shaft
continuous operation without limitation. lines, such as on many bulkers and tankers, the
BSR may extend quite high up in the rpm range.
The area between lines 1, 4 and 5 is available for If all of the BSR is placed below 60% of specied
operation in shallow waters, in heavy weather and MCR rpm and the propeller light running margin is
during acceleration, i.e. for non-steady operation within the recommendation, it is normally possible
without any strict time limitation. to achieve sufciently quick passage of the BSR
in relevant conditions. If the BSR extends further
The area between lines 4, 5, 7 and 8 is available up than 60% of specied MCR rpm it may require
for overload operation for 1 out of every 12 hours. additional studies to ensure that passage of the
BSR will be sufciently quick.
After some time in operation, the ships hull and
propeller will be fouled, resulting in heavier run- For support regarding layout of BSR and PTO/PTI,
ning of the propeller, i.e. the propeller curve will please contact MAN Diesel & Turbo, Copenhagen
move to the left from line 6 towards line 2, and at LEE5@mandieselturbo.com.
When a ship with xed pitch propeller is operat- The increase of the operating speed range be-
ing in normal sea service, it will in general be tween line 6 and line 4, see Fig. 2.04.02, may be
operating in the hatched area around the design carried out as shown for the following engine ex-
propeller curve 6, as shown on the standard load ample with an extended load diagram for a speed
diagram in Fig. 2.04.02. derated engine with increased light running mar-
gin.
Sometimes, when operating in heavy weather, the
xed pitch propeller performance will be more
heavy running, i.e. for equal power absorption of Example of extended load diagram for speed
the propeller, the propeller speed will be lower derated engines with increased light running
and the propeller curve will move to the left. margin
As the low speed main engines are directly cou- For speed derated engines it is possible to extend
pled to the propeller, the engine has to follow the the maximum speed limit to maximum 105% of
propeller performance, i.e. also in heavy running the engines L1/L 2 speed, line 3, but only provided
propeller situations. For this type of operation, that the torsional vibration conditions permit this.
there is normally enough margin in the load area Thus, the shafting, with regard to torsional vibra-
between line 6 and the normal torque/speed limi- tions, has to be approved by the classication so-
tation line 4, see Fig. 2.04.02. ciety in question, based on the selected extended
maximum speed limit.
For some ships and operating conditions, it would
be an advantage when occasionally needed to When choosing an increased light running margin,
be able to operate the propeller/main engine as the load diagram area may be extended from line
much as possible to the left of line 6, but inside 3 to line 3, as shown in Fig. 2.04.03, and the pro-
the torque/speed limit, line 4. peller/main engine operating curve 6 may have a
correspondingly increased heavy running margin
This could be relevant in the following cases, es- before exceeding the torque/speed limit, line 4.
pecially when more than one of the listed cases
are applicable to the vessel:
3.1%M 10%M
Power, % of L1 Power, % of L1
100% 7 100%
L1
5
L1
4
1 2 6
L3 M=MP
7 L3 5
M
7
S=SP 5%L1
S
1 6 L2 4 1 6
2 2 L2
3 3
The specied MCR (M) will normally be selected on the engine service curve 2.
Once point M has been selected in the layout diagram, the load diagram can be drawn, as shown in the gure, and hence the actual
load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %gures stated.
178 05 440.11a
Fig. 2.04.04: Normal running conditions. Engine coupled to a xed pitch propeller (FPP) and without a shaft generator
3.1%M 10%M
Power, % of L 1 Power, % of L 1
100% 7 100% L1
L1
5 Engine service curve for
fouled hull and heavy
4 M M
7 weather incl. shaft 7
generator 5
1 2 6
S SG 5%L 1
L3 L3 S
SG MP MP
Engine
service 4
curve SP SP
1 2 6
L2 1 2 6
L2
3 3
L4 L4
Propulsion curve for fouled Propulsion curve for fouled
hull and heavy weather hull and heavy weather
In Example 2 a shaft generator (SG) is installed, and therefore the service power of the engine also has to incorporate the extra shaft
power required for the shaft generators electrical power production.
In the gure, the engine service curve shown for heavy running incorporates this extra power.
The specied MCR M will then be chosen and the load diagram can be drawn as shown in the gure.
178 05 488.11
Fig. 2.04.05: Normal running conditions. Engine coupled to a xed pitch propeller (FPP) and with a shaft generator
*) 105% of
Power, % of L 1 L1 Power, % of L 1
L1/L2 speed
M
100% 7
M
100%
M
M
L1
Engine service curve for fouled
5 7 7
S hull and heavy weather S
4 incl. shaft generator
MP MP
SG SG
1 2 6
5%L 1
L3 SP
L3 4
SP
1 2 6 1 2 6 L2
L2
3
3
L4 Propulsion curve
L4 Propulsion curve
for fouled hull for fouled hull
and heavy weather and heavy weather
Also for this special case in Example 3, a shaft generator is installed but, compared to Example 2, this case has a specied MCR for
propulsion, MP, placed at the top of the layout diagram.
This involves that the intended specied MCR of the engine M will be placed outside the top of the layout diagram.
One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the
electrical power production of the shaft generator when running in the upper propulsion power range.
In choosing the latter solution, the required specied MCR power can be reduced from point M to point M as shown. Therefore,
when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production.
Point M, having the highest possible power, is then found at the intersection of line L1 L 3 with line 1 and the corresponding load
diagram is drawn.
178 06 351.11
Fig. 2.04.06: Special running conditions. Engine coupled to a xed pitch propeller (FPP) and with a shaft generator
Example 4: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
L4
Min. speed Max. speed Load diagram
Combinator curve for Recommended range for
loaded ship and incl. shaft generator operation Therefore, when the engines specied MCR point
sea margin with constant speed
(M) has been chosen including engine margin,
sea margin and the power for a shaft generator,
Engine speed
if installed, point M may be used as the basis for
M Specied MCR of engine drawing the engine load diagram.
S Continous service rating of engine
178 39 314.7 The position of the combinator curve ensures the
maximum load range within the permitted speed
range for engine operation, and it still leaves a
Fig. 2.04.07: Engine with Controllable Pitch Propeller reasonable margin to the limit indicated by curves
(CPP), with or without a shaft generator 4 and 5 in Fig. 2.04.07.
3.1%M 10%M *)
7 M
5 7
5
4 5
1 2 6
110%
100% L1
90%
5%L1
80%
L3 L2
70%
60% L4
50%
40%
70% 75% 80% 85% 90% 95% 100% 105% 110%
Engine speed, % of L1
178 66 06-1.2
Table 2.05.02: Specic fuel oil consumption conversion Please note that the SFOC guarantee can only be
factors given in one (1) load point.
Power, % of L1 Power, % of L1
es es
=0.15 sh ip spee d lin =0.15 sh ip spee d lin
=0.20 Constant L1
100%
=0.20 Constant L1
100%
=0.25 =0.30 =0.25 =0.30
90% 90%
L3 80% L3 80%
L2 L2
.m ep .m ep
Ma x Ma x
70% 70%
p 60% p 60%
. me L4 . me L4
Min Min
50% 50%
40% 40%
70% 75% 80% 85% 90% 95% 100% 70% 75% 80% 85% 90% 95% 100%
Speed, % of L1 Speed, % of L1
Fig. 2.05.03a: Layout diagram. MEP derating, SFOC is Fig. 2.05.03b: Layout diagram. Power and speed derat-
reduced ing but no MEP derating, SFOC is unchanged
The ratio between the maximum ring pressure Engine choices when derating
(Pmax) and the mean effective pressure (MEP) is
inuencing the efciency of a combustion engine. Due to requirements of ship speed and possibly
If the Pmax/MEP ratio is increased the SFOC will shaft generator power output, derating is often
be reduced. not achieved by reducing MCR power. Instead
a larger engine is applied in order to be able to
The engine is designed to withstand a certain choose a lower MEP rating, for example an engine
Pmax and this Pmax is utilised by the engine control of the same type but with an extra cylinder.
system when other constraints do not apply.
Derating reduces the overall SFOC level. The ac-
The maximum MEP can be chosen between a tual SFOC for a project will also depend on other
range of values dened by the layout diagram of parameters such as:
the engine and it is therefore possible to specify
a reduced MEP to achieve a reduced SFOC. This Engine tuning method
concept is known as MEP derating or simply der- Engine running mode (Tier II, Tier III)
ating, see Fig. 2.05.03a. Operating curve (xed pitch propeller, control-
lable pitch propeller)
If the layout point is moved parallel to the con- Actual engine load
stant MEP lines, SFOC is not reduced, see Fig. Ambient conditions.
2.05.03b.
The actual SFOC for an engine can be found us-
ing the CEAS application available at www.marine.
man.eu Two-Stroke CEAS Engine Calcula-
tions.
SFOC
High-load tuning
EGB-PL tuning
EGB-LL tuning
35 100
Load %
178 69 22-3.0
Once the specied MCR (M) of the engine has The SFOC curve through points S2, on the left of
been chosen, the specic fuel oil consumption at point 1, is symmetrical about point 1, i.e. at speeds
an arbitrary point S1, S2 or S3 can be estimated lower than that of point 1, the SFOC will also in-
based on the SFOC at point 1 and 2, Fig. 2.06.01. crease.
These SFOC values at point 1 and 2 can be The abovementioned method provides only an
found by using our CEAS application, see Section approximate value. A more precise indication of
20.02, for the propeller curve I and for the con- the expected SFOC at any load can be calculated.
stant speed curve II, giving the SFOC at points 1 This is a service which is available to our custom-
and 2, respectively. ers on request. Please contact MAN Diesel and
Turbo, Copenhagen at LEE5@mandieselturbo.
Next the SFOC for point S1 can be calculated as com.
an interpolation between the SFOC in points 1
and 2, and for point S3 as an extrapolation.
Power, % of M
110%
7 100%
1 2
90%
S2 S1 S3
4 3
80%
I II
70%
198 95 962.5
3
MAN B&W 3.01
Page 1 of 1
Turbocharger Selection
Updated turbocharger data based on the latest The engines are, as standard, equipped with as
information from the turbocharger makers are few turbochargers as possible, see Table 3.01.01.
available from the Turbocharger Selection pro-
gram on www.marine.man.eu Two-Stroke One more turbocharger can be applied, than the
Turbocharger Selection. number stated in the tables, if this is desirable due
to space requirements, or for other reasons. Ad-
The data specied in the printed edition are valid ditional costs are to be expected.
at the time of publishing.
However, we recommend the Turbocharger Se-
The MAN B&W engines are designed for the ap- lection program on the Internet, which can be
plication of either MAN, ABB or Mitsubishi (MHI) used to identify a list of applicable turbochargers
turbochargers. for a specic engine layout.
The turbocharger choice is made with a view to For information about turbocharger arrangement
obtaining the lowest possible Specic Fuel Oil and cleaning systems, see Section 15.01.
Consumption (SFOC) values at the nominal MCR
by applying high efciency turbochargers.
High efciency turbochargers for the MAN B&W S50ME-C8.5 engines L1 output
Cyl. MAN ABB MHI
5 1 x TCA55 1 x A265-L 1 x MET53MA
6 1 x TCA66 1 x A270-L 1 x MET60MA
7 1 x TCA66 1 x A175-L 1 x MET60MA
8 1 x TCA77 1 x A175-L 1 x MET66MA
9 1 x TCA77 1 x A275-L 1 x MET66MA
Extreme ambient conditions plied, the turbocharger size and specication has
to be determined by other means than stated in
As mentioned in Chapter 1, the engine power this Chapter.
gures are valid for tropical conditions at sea
level: 45 C air at 1,000 mbar and 32 C seawater,
whereas the reference fuel consumption is given Emergency Running Condition
at ISO conditions: 25 C air at 1,000 mbar and
25 C charge air coolant temperature. Exhaust gas receiver with total bypass ange
and blank counterange
Marine diesel engines are, however, exposed to Option: 4 60 119
greatly varying climatic temperatures winter and
summer in arctic as well as tropical areas. These Bypass of the total amount of exhaust gas round
variations cause changes of the scavenge air the turbocharger is only used for emergency run-
pressure, the maximum combustion pressure, the ning in the event of turbocharger failure on en-
exhaust gas amount and temperatures as well as gines, see Fig. 3.02.01.
the specic fuel oil consumption.
This enables the engine to run at a higher load
For further information about the possible coun- with only one turbocharger under emergency
termeasures, please refer to our publication titled: conditions. The engines exhaust gas receiver will
in this case be tted with a bypass ange of ap-
Inuence of Ambient Temperature Conditions proximately the same diameter as the inlet pipe
to the turbocharger. The emergency pipe is yards
The publication is available at supply.
www.marine.man.eu Two-Stroke Technical
Papers
For air inlet temperatures below 10 C the pre- Bypass flange
Option: 4 60 118
the engine.
Fig. 3.02.01: Total bypass of exhaust for emergency running
Please note that if an exhaust gas bypass is ap-
Emission Control
Electricity Production
4
MAN B&W 4.01
Page 1 of 6
Electricity Production
Introduction
The machinery installed should be selected on the Within each PTO system, several designs are
basis of an economic evaluation of rst cost, ope- available, depending on the positioning of the
rating costs, and the demand for man-hours for gear:
maintenance.
BW I:
In the following, technical information is given re- Gear with a vertical generator mounted onto the
garding main engine driven generators (PTO), dif- fore end of the diesel engine, without any con-
ferent congurations with exhaust gas and steam nections to the ship structure.
driven turbo generators, and the auxiliary diesel
generating sets produced by MAN Diesel & Turbo. BW II:
A freestanding gear mounted on the tank top
and connected to the fore end of the diesel en-
Power Take Off gine, with a vertical or horizontal generator.
Total
Alternative types and layouts of shaft generators Design Seating efficiency (%)
7 BW I/GCR On engine 92
(vertical generator)
PTO/GCR
9 BW III/GCR On engine 92
178 63 68-7.0
Designation of PTO
50: 50 Hz
60: 60 Hz
kW on generator terminals
Mark version
178 39 556.0
PTO/RCF
The multidisc clutch, integrated into the gear in- Internal control circuits and interlocking functions
put shaft, permits the engaging and disengaging between the epicyclic gear and the electronic
of the epicyclic gear, and thus the generator, from control box provide automatic control of the func-
the main engine during operation. tions necessary for the reliable operation and
protection of the BW III/RCF unit. If any monitored
An electronic control system with a RENK control- value exceeds the normal operation limits, a warn-
ler ensures that the control signals to the main ing or an alarm is given depending upon the ori-
electrical switchboard are identical to those for gin, severity and the extent of deviation from the
the normal auxiliary generator sets. This applies to permissible values. The cause of a warning or an
ships with automatic synchronising and load shar- alarm is shown on a digital display.
ing, as well as to ships with manual switchboard
operation.
Operating panel
in switchboard
Servo valve
Hydrostatic motor
Toothed coupling
Generator
RCFController
Hydrostatic pump
Annulus ring
Multidisc clutch
Sun wheel
Crankshaft
178 23 222.2
Fig. 4.01.04: Power take off with RENK constant frequency gear: BW III/RCF, option: 4 85 253
The delivery comprises a complete unit ready to 1. Cooling water pipes to the builton lubricating
be builton to the main engine. Fig. 4.02.01 shows oil cooling system, including the valves.
the required space and the standard electrical
output range on the generator terminals. 2. Electrical power supply to the lubricating oil
standby pump built on to the RCF unit.
Standard sizes of the crankshaft gears and the
RCF units are designed for: 700, 1200, 1800 and 3. Wiring between the generator and the operator
2600 kW, while the generator sizes of make A. van control panel in the switchboard.
Kaick are:
4. An external permanent lubricating oil llingup
440 V 60 Hz 380 V 50 Hz connection can be established in connection
Type with the RCF unit. The system is shown in Fig.
1800 r/min 1500 r/min
DSG
kVA kW kVA kW 4.03.03 Lubricating oil system for RCF gear.
62 M24 707 566 627 501 The dosage tank and the pertaining piping
62 L14 855 684 761 609
are to be delivered by the yard. The size of the
dosage tank is stated in the table for RCF gear
62 L24 1,056 845 940 752
in Necessary capacities for PTO/RCF (Fig.
74 M14 1,271 1,017 1,137 909
4.03.02).
74 M24 1,432 1,146 1,280 1,024
74 L14 1,651 1,321 1,468 1,174 The necessary preparations to be made on
74 L24 1,924 1,539 1,709 1,368 the engine are specied in Figs. 4.03.01a and
86 K14 1,942 1,554 1,844 1,475 4.03.01b.
86 M14 2,345 1,876 2,148 1,718
86 L24 2,792 2,234 2,542 2,033
99 K14 3,222 2,578 2,989 2,391 Additional capacities required for BW III/RCF
FORE
H G S
J
F
Z
B
A
C
D
178 05 117.1
kW generator
700 kW 1,200 kW 1,800 kW 2,600 kW
A 2,460 2,460 2,600 2,600
B 780 780 780 780
C 3,120 3,120 3,400 3,400
D 3,510 3,510 3,790 3,790
F 1,830 1,950 2,070 2,180
G 2,210 2,210 2,510 2,510
H 2,290 2,790 3,200 4,530
J 1,575 1,575 1,575 1,575
S 1,000 1,000 1,000 1,000
Z 500 500 500 500
System mass (kg) with generator:
22,750 26,500 37,100 48,550
System mass (kg) without generator:
20,750 23,850 32,800 43,350
The stated kW at the generator terminals is available between 70% and 100% of the engine speed at specied MCR
Space requirements have to be investigated on plants with turbocharger on the exhaust side.
Space requirements have to be investigated case by case on plants with 2,600 kW generator.
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23, frequency = 60 Hz, speed = 1,800 r/min
Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BWlll S50C/RCF
3 4 5
2
9
2
15
19
8
13
2
14 18
11
12 10 21 6 20
17
Toothed coupling
Alternator
22
Bedframe
RCF gear
(if ordered)
16
Crankshaft gear
Fig. 4.03.01a: Engine preparations for PTO, BWIII/RCF system 178 57 15-7.1
Pos.
1 Special face on bedplate and frame box
2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing
3 Machined washers placed on frame box part of face to ensure that it is ush with the face on the bedplate
4 Rubber gasket placed on frame box part of face
5 Shim placed on frame box part of face to ensure that it is ush with the face of the bedplate
6 Distance tubes and long bolts
7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker
8 Flange of crankshaft, normally the standard execution can be used
9 Studs and nuts for crankshaft ange
10 Free ange end at lubricating oil inlet pipe (incl. blank ange)
11 Oil outlet ange welded to bedplate (incl. blank ange)
12 Face for brackets
13 Brackets
14 Studs for mounting the brackets
15 Studs, nuts and shims for mounting of RCF/generator unit on the brackets
16 Shims, studs and nuts for connection between crankshaft gear and RCF/generator unit
17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
18 Intermediate shaft between crankshaft and PTO
19 Oil sealing for intermediate shaft
20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
21 Plug box for electronic measuring instrument for checking condition of axial vibration damper
22 Tacho encoder for ME control system or MAN B&W Alpha lubrication system on MC engine
23 Tacho trigger ring for ME control system or MAN B&W Alpha lubrication system on MC engine
Pos. no: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
BWIII/RCF A A A A B A B A A A A A B B A A A
BWIII/CFE A A A A B A B A A A A A B B A A A
BWII/RCF A A A A A A A
BWII/CFE A A A A A A A
BWI/RCF A A A A B A B A A A
BWI/CFE A A A A B A B A A A A A
DMG/CFE A A A B C A B A A A
A: Preparations to be carried out by engine builder
B: Parts supplied by PTO maker
C: See text of pos. no.
178 89 342.0
Crankshaft gear lubricated from the main engine lubricating oil system
The gures are to be added to the main engine capacity list:
Nominal output of generator kW 700 1,200 1,800 2,600
3
Lubricating oil ow m /h 4.1 4.1 4.9 6.2
Heat dissipation kW 12.1 20.8 31.1 45.0
Deck
Filling pipe
The dimensions
of dosage tank
depend on actual
type of gear Engine
oil
To main engine
Main
engine DR
DS
S S The letters refer to the list of Counteranges,
C/D C/D which will be extended by the engine builder,
when PTO systems are installed on the main engine
From purifier
To purifier
Lube oil
bottom tank
178 25 235.0
DMG/CFE Generators
Option: 4 85 259
Fig. 4.01.01 alternative 5, shows the DMG/CFE For generators in the normal output range, the
(Direct Mounted Generator/Constant Frequency mass of the rotor can normally be carried by the
Electrical) which is a low speed generator with foremost main bearing without exceeding the per-
its rotor mounted directly on the crankshaft and missible bearing load (see Fig. 4.03.05), but this
its stator bolted on to the frame box as shown in must be checked by the engine manufacturer in
Figs. 4.03.04 and 4.03.05. each case.
The DMG/CFE is separated from the crankcase If the permissible load on the foremost main bear-
by a plate and a labyrinth stufng box. ing is exceeded, e.g. because a tuning wheel
is needed, this does not preclude the use of a
The DMG/CFE system has been developed in co- DMG/CFE.
operation with the German generator manufactur-
ers Siemens and AEG, but similar types of gene-
rator can be supplied by others, e.g. Fuji, Taiyo
and Nishishiba in Japan.
Cubicles:
Distributor
Synchronous To switchboard
condenser Converter
Excitation
Control
Cooler
Stator housing
178 06 733.1
Crankshaft Crankshaft
Support
bearing
Pole wheel
Pole wheel
Tuning wheel
178 06 637.1
Fig. 4.03.05: Standard engine, with direct mounted generator and tuning wheel
Synchronous
condenser
Excitation converter
DMG
Smoothing reactor
Diesel engine Static converter
178 56 553.1
SMG/CFE Generators
Static converter
The PTO SMG/CFE (see Fig. 4.01.01 alternative 6)
The static frequency converter system (see Fig. has the same working principle as the PTO DMG/
4.03.06) consists of a static part, i.e. thyristors and CFE, but instead of being located on the front end
control equipment, and a rotary electric machine. of the engine, the alternator is installed aft of the
engine, with the rotor integrated on the intermedi-
The DMG produces a threephase alternating ate shaft.
current with a low frequency, which varies in ac-
cordance with the main engine speed. This alter- In addition to the yard deliveries mentioned for the
nating current is rectied and led to a thyristor in- PTO DMG/CFE, the shipyard must also provide
verter producing a threephase alternating current the foundation for the stator housing in the case
with constant frequency. of the PTO SMG/CFE.
Since the frequency converter system uses a DC The engine needs no preparation for the installa-
intermediate link, no reactive power can be sup- tion of this PTO system.
plied to the electric mains. To supply this reactive
power, a synchronous condenser is used. The
synchronous condenser consists of an ordinary
synchronous generator coupled to the electric
mains.
Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio
The PTO system type BW II/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/
4.01.01 alternative 5 can generate electrical power GCR, installed in the shaft line (Fig. 4.01.01 al-
on board ships equipped with a controllable pitch ternative 6) can generate power on board ships
propeller, running at constant speed. equipped with a controllable pitch propeller run-
ning at constant speed.
The PTO unit is mounted on the tank top at the
fore end of the engine see Fig. 4.04.01. The PTO The PTO system can be delivered as a tunnel gear
generator is activated at sea, taking over the elec- with hollow exible coupling or, alternatively, as
trical power production on board when the main a generator stepup gear with thrust bearing and
engine speed has stabilised at a level correspond- exible coupling integrated in the shaft line.
ing to the generator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, natu- connected to the intermediate shaft.
rally exceeds the length of the engine aft end
mounted shaft generator arrangements. However, The PTO system installed in the shaft line can also
there is some scope for limiting the space require- be installed on ships equipped with a xed pitch
ment, depending on the conguration chosen. propeller or controllable pitch propeller running in
Step-up gear
Generator
Elastic coupling
178 18 225.0
combinator mode. This will, however, require an Generator stepup gear and exible coupling
additional RENK Constant Frequency gear (Fig. integrated in the shaft line
4.01.01 alternative 2) or additional electrical equip-
ment for maintaining the constant frequency of For higher power take off loads, a generator
the generated electric power. stepup gear and exible coupling integrated in
the shaft line may be chosen due to rst costs of
gear and coupling.
Tunnel gear with hollow exible coupling
The exible coupling integrated in the shaft line
This PTO system is normally installed on ships will transfer the total engine load for both propul-
with a minor electrical power take off load com- sion and electrical power and must be dimen-
pared to the propulsion power, up to approxi- sioned accordingly.
mately 25% of the engine power.
The exible coupling cannot transfer the thrust
The hollow exible coupling is only to be dimensioned from the propeller and it is, therefore, necessary
for the maximum electrical load of the power take off to make the gearbox with an integrated thrust
system and this gives an economic advantage for minor bearing.
power take off loads compared to the system with an
ordinary exible coupling integrated in the shaft line. This type of PTO system is typically installed on
ships with large electrical power consumption,
The hollow exible coupling consists of exible e.g. shuttle tankers.
segments and connecting pieces, which allow
replacement of the coupling segments without
dismounting the shaft line, see Fig. 4.04.02.
178 18 250.1
Auxiliary Propulsion System/Take Home System To obtain high propeller efciency in the auxiliary
propulsion mode, and thus also to minimise the
From time to time an Auxiliary Propulsion System/ auxiliary power required, a twospeed tunnel gear,
Take Home System capable of driving the CP pro- which provides lower propeller speed in the auxil-
peller by using the shaft generator as an electric iary propulsion mode, is used.
motor is requested.
The twospeed tunnel gear box is made with a
MAN Diesel & Turbo can offer a solution where friction clutch which allows the propeller to be
the CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed tunnel gear box. The electric power is the full torque is available. The alternator/motor is
produced by a number of GenSets. The main en- started in the declutched condition with a start
gine is disengaged by a clutch (RENK PSC) made transformer.
as an integral part of the shafting. The clutch is in-
stalled between the tunnel gear box and the main The system can quickly establish auxiliary propul-
engine, and conical bolts are used to connect and sion from the engine control room and/or bridge,
disconnect the main engine and the shafting. even with unmanned engine room.
See Figure 4.04.03.
Reestablishment of normal operation requires
A thrust bearing, which transfers the auxiliary pro- attendance in the engine room and can be done
pulsion propeller thrust to the engine thrust bear- within a few minutes.
ing when the clutch is disengaged, is built into the
RENK PSC clutch. When the clutch is engaged,
the thrust is transferred statically to the engine
thrust bearing through the thrust bearing built into
the clutch.
Main engine
Generator/motor
Hydraulic coupling
Intermediate bearing
Flexible coupling
178 57 16-9.0
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*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9E[NKPFGT M9
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6
UVCIGEQQNGTPQ*6UVCIG M9
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9
.WDGQKN
.1EQQNGT M9
*GCVTCFKCVKQPGPIKPG M9
#KTFCVC
%JCTIGCKTVGORCVEJCTIGCKTEQQNGTQWVNGVOCZ %
#KTHNQYTCVG OJ
MIM9J
%JCTIGCKTRTGUUWTG DCT
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPI
VV% OJ
'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV OJ
/CUUHNQY VJ
6GORGTCVWTGCVVWTDKPGQWVNGV %
*GCVEQPVGPV
% M9
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT
2WORU
'PIKPGFTKXGPRWORU
*6EQQNKPIYCVGTRWOR
DCT OJ
.6EQQNKPIYCVGTRWOR
DCT OJ
.WDGQKN
DCT OJ
'ZVGTPCNRWORU
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ
(WGNQKNUWRRN[RWOR
DCTFKUEJCTIGRTGUUWTG OJ
(WGNQKNEKTEWNCVKPIRWOR
DCTCVHWGNQKNKPNGV# OJ
%QQNKPIYCVGTRWORUHQT
+PVGTPCNEQQNKPIYCVGTU[UVGO
.6EQQNKPIYCVGTRWOR
DCT OJ
%QQNKPIYCVGTRWORUHQT
+PVGTPCNEQQNKPIYCVGTU[UVGO
*6EQQNKPIYCVGTRWOR
DCT OJ
.6EQQNKPIYCVGTRWOR
DCT OJ
.WDGQKNRWOR
DCT OJ
5VCTVKPICKTU[UVGO
#KTEQPUWORVKQPRGTUVCTV 0O
/#0$9GPIKPGU
/#0&KGUGN6WTDQ
/#0$9
3DJHRI
6QNGTCPEG
HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
.6EQQNKPIYCVGTHNQYUKPRCTCNNGNVJTQWIJQPGUVCIGEJCTIGCKTEQQNGTCPFNWDGQKNEQQNGT*6EQQNKPIYCVGT
HNQYUQPN[VJTQWIJYCVGTLCEMGVCPFE[NKPFGTJGCFYCVGTVGORGTCVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCP
KECNVJGTOQUVCV
$CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
6QNGTCPEGSWCPVKV[
VGORGTCVWTG
%
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGT
GPEGEQPFKVKQPU
6QNGTCPEGQHVJGRWORUFGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU
6QEQORGPUCVGHQTDWKNVQPRWORUCODKGPVEQPFKVKQPECNQTKHKEXCNWGCPFCFGSWCVGEKTEWNCVKQPUHNQY6JG
+51HWGNQKNEQPUWORVKQPKUOWNVKRNKGFD[
&A
%CRCEKVKGU
.*/MM9%[NTRO
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG %
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO %
#KTRTGUUWTG DCT
4GNCVKXGJWOKFKV[
6GORGTCVWTGDCUKU
5GVRQKPV*6EQQNKPIYCVGTGPIKPGQWVNGV % %
GPIKPGGSWKRRGFYKVJ*6VJGTOQUVCVKEXCNXG
5GVRQKPVNWDGQKNKPNGVGPIKPG %
5#'%
5#'
0WODGTQHE[NKPFGTU
'PIKPGQWVRWV M9
5RGGF TRO
*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9%[NKPFGT M9
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6
UVCIGEQQNGTPQ*6UVCIG M9
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9
.WDGQKN
.1EQQNGT M9
*GCVTCFKCVKQPGPIKPG M9
#KTFCVC
6GORQHEJCTIGCKTCVEJCTIGCKTEQQNGTQWVNGVOCZ %
#KTHNQYTCVG OJ
MIM9J
%JCTIGCKTRTGUUWTG DCT
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPI
VV% OJ
'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV OJ
/CUUHNQY VJ
6GORGTCVWTGCVVWTDKPGQWVNGV %
*GCVEQPVGPV
% M9
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT
/#0$9GPIKPGU
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/#0$9
3DJHRI
.*/MM9%[NTRO
2WORU
'PIKPGFTKXGPRWORU
*6EQQNKPIYCVGTRWOR
DCT OJ
.6EQQNKPIYCVGTRWOR
DCT OJ
.WDGQKN
DCT OJ
'ZVGTPCNRWORU
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ
(WGNQKNUWRRN[RWOR
DCTFKUEJCTIGRTGUUWTG OJ
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DCTCVHWGNQKNKPNGV# OJ
%QQNKPIYCVGTRWORUHQT
+PVGTPCNEQQNKPIYCVGTU[UVGO
.6EQQNKPIYCVGTRWOR
DCT OJ
%QQNKPIYCVGTRWORUHQT
+PVGTPCNEQQNKPIYCVGTU[UVGO
*6EQQNKPIYCVGTRWOR
DCT OJ
.6EQQNKPIYCVGTRWOR
DCT OJ
.WDGQKNRWOR
DCT OJ
5VCTVKPICKTU[UVGO
#KTEQPUWORVKQPRGTUVCTV 0O
6QNGTCPEG
HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
.6EQQNKPIYCVGTHNQYUKPRCTCNNGNVJTQWIJQPGUVCIGEJCTIGCKTEQQNGTCPFNWDGQKNEQQNGT*6EQQNKPIYCVGT
HNQYUQPN[VJTQWIJYCVGTLCEMGVCPFE[NKPFGTJGCFYCVGTVGORGTCVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCP
KECNVJGTOQUVCV
$CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
6QNGTCPEGSWCPVKV[
VGORGTCVWTG
%
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGT
GPEGEQPFKVKQPU
6QNGTCPEGQHVJGRWORUFGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU
6QEQORGPUCVGHQTDWKNVQPRWORUCODKGPVEQPFKVKQPECNQTKHKEXCNWGCPFCFGSWCVGEKTEWNCVKQPUHNQYVJG
+51HWGNQKNEQPUWORVKQPKUOWNVKRNKGFD[
&A
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3DJHRI
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'PIKPGTCVKPIU
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0QQHE[NKPFGTU TRO #XCKNCDNGVWTPKPI TRO #XCKNCDNGVWTPKPI #XCKNCDNGVWTPKPI
FKTGEVKQP FKTGEVKQP TRO FKTGEVKQP
M9 %9 M9 %9 M9 %9
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V
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3 /KPFKUVCPEGDGVYGGPGPIKPGUOO
YKVJQWVICNNGT[CPFOO
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&GRGPFKPIQPCNVGTPCVQT
9GKIJVKPENWFGFCUVCPFCTFCNVGTPCVQT
#NNFKOGPUKQPUCPFOCUUGUCTGCRRTQZKOCVGCPFUWDLGEVVQEJCPIGUYKVJQWVRTKQTPQVKEG
/#0$9/%/%%/'/'%)+.)+
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3DJHRI
%CRCEKVKGU
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4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG %
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO %
#KTRTGUUWTG DCT
4GNCVKXGJWOKFKV[
6GORGTCVWTGDCUKU
5GVRQKPV*6EQQNKPIYCVGTGPIKPGQWVNGV % %PQOKPCN
4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
5GVRQKPV.6EQQNKPIYCVGTGPIKPGQWVNGV % %PQOKPCN
4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
5GVRQKPV.WDGQKNKPNGVGPIKPG % %PQOKPCN
4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
0WODGTQHE[NKPFGTU
'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV OJ
/CUUHNQY VJ
6GORGTCVWTGCVVWTDKPGQWVNGV %
*GCVEQPVGPV
% M9
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT
2WORU
'ZVGTPCNRWORU
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ
(WGNQKNUWRRN[RWOR
DCTFKUEJCTIGRTGUUWTG OJ
(WGNQKNEKTEWNCVKPIRWOR
DCTCVHWGNQKNKPNGV# OJ
5VCTVKPICKTFCVC
#KTEQPUWORVKQPRGTUVCTVKPENCKTHQTLGVCUUKUV
+46&+ 0O
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/#0$9
3DJHRI
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JGCFYCVGTVGORGTCVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCPKECNVJGTOQUVCV
.6EQQNKPIYCVGTHNQYUHKTUVVJTQWIJ.6UVCIGEJCTIGCKTEQQNGTVJGPVJTQWIJNWDGQKNEQQNGTYCVGTVGORGT
CVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCPKECNVJGTOQUVCV
6QNGTCPEG
HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
$CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
6QNGTCPEGSWCPVKV[
VGORGTCVWTG
%
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGTGPEG
EQPFKVKQPU
6QNGTCPEGQHVJGRWORU FGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU
&A
%CRCEKVKGU
.M9E[NTRO.M9E[NTRO
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG %
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO %
#KTRTGUUWTG DCT
4GNCVKXGJWOKFKV[
6GORGTCVWTGDCUKU
5GVRQKPV*6EQQNKPIYCVGTGPIKPGQWVNGV % %PQOKPCN
4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
5GVRQKPV.6EQQNKPIYCVGTGPIKPGQWVNGV % %PQOKPCN
4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
5GVRQKPV.WDGQKNKPNGVGPIKPG % %PQOKPCN
4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
0WODGTQHE[NKPFGTU
/#0$9/%/%%/'/'%)+.)+
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/#0$9
3DJHRI
.M9E[NTRO.M9E[NTRO
#KTFCVC
6GORGTCVWTGQHEJCTIGCKTCVEJCTIGCKTEQQNGTQWVNGV %
#KTHNQYTCVG OJ
MIM9J
%JCTIGCKTRTGUUWTG DCT
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPI
VV% OJ
'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV OJ
/CUUHNQY VJ
6GORGTCVWTGCVVWTDKPGQWVNGV %
*GCVEQPVGPV
% M9
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT
2WORU
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&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ
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DCTFKUEJCTIGRTGUUWTG OJ
(WGNQKNEKTEWNCVKPIRWOR
DCTCVHWGNQKNKPNGV# OJ
5VCTVKPICKTFCVC
#KTEQPUWORVKQPRGTUVCTVKPENCKTHQTLGVCUUKUV
+46&+ 0O
*6EQQNKPIYCVGTHNQYUHKTUVVJTQWIJ*6UVCIGEJCTIGCKTEQQNGTVJGPVJTQWIJYCVGTLCEMGVCPFE[NKPFGT
JGCFYCVGTVGORGTCVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCPKECNVJGTOQUVCV
.6EQQNKPIYCVGTHNQYUHKTUVVJTQWIJ.6UVCIGEJCTIGCKTEQQNGTVJGPVJTQWIJNWDGQKNEQQNGTYCVGTVGORGT
CVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCPKECNVJGTOQUVCV
6QNGTCPEG
HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
$CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
6QNGTCPEGSWCPVKV[
VGORGTCVWTG
%
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGTGPEG
EQPFKVKQPU
6QNGTCPEGQHVJGRWORU FGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU
&A
/#0$9/%/%%/'/'%)+.)+
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3DJHRI
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'PIKPGTCVKPIU
TRO TRO
'PIKPGV[RG
0QQHE[NKPFGTU TRO #XCKNCDNGVWTPKPI TRO #XCKNCDNGVWTPKPI
FKTGEVKQP FKTGEVKQP
M9 %9 M9 %9
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.* ;GU ;GU
.* ;GU ;GU
.* ;GU ;GU
.* ;GU ;GU
%9ENQEMYKUG
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TRO
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2 (TGGRCUUCIGDGVYGGPVJGGPIKPGUYKFVJOOCPFJGKIJVOO
3 /KPFKUVCPEGDGVYGGPGPIKPGUOO
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YKVJICNNGT[
&GRGPFKPIQPCNVGTPCVQT
9GKIJVKPENWFGFCUVCPFCTFCNVGTPCVQT
#NNFKOGPUKQPUCPFOCUUGUCTGCRRTQZKOCVGCPFUWDLGEVVQEJCPIGUYKVJQWVRTKQTPQVKEG
/#0$9/%/%%/'/'%)+.)+
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%CRCEKVKGU
..M9%[NCVTRO
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG %
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO %
#KTRTGUUWTG DCT
4GNCVKXGJWOKFKV[
0WODGTQHE[NKPFGTU
'PIKPGQWVRWV M9
5RGGF TRO
*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9%[NKPFGT M9
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6 M9
5KPINGUVCIGEJCTIGCKTEQQNGT
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9
.WDGQKN
.1EQQNGT M9
*GCVTCFKCVKQPGPIKPG M9
(NQYTCVGU
+PVGTPCN
KPUKFGGPIKPG
*6EQQNKPIYCVGTE[NKPFGT OJ
.6EQQNKPIYCVGTNWDGQKNEQQNGT OJ
.6EQQNKPIYCVGTNWDGQKNEQQNGT OJ
.6EQQNKPIYCVGTEJCTIGCKTEQQNGT OJ
#KTFCVC
6GORGTCVWTGQHEJCTIGCKTCVEJCTIGCKTEQQNGTQWVNGV %
#KTHNQYTCVG OJ
MIM9J
%JCTIGCKTRTGUUWTG DCT
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPIKPG
VV% OJ
'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV OJ
/CUUHNQY VJ
6GORGTCVWTGCVVWTDKPGQWVNGV %
*GCVEQPVGPV
% M9
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT
5VCTVKPICKTU[UVGO
#KTEQPUWORVKQPRGTUVCTV 0O
2WORU
'PIKPGFTKXGPRWORU
(WGNQKNHGGFRWOR
DCT OJ
*6EKTEWKVEQQNKPIYCVGT
DCT OJ
.6EKTEWKVEQQNKPIYCVGT
DCT OJ
.WDGQKN
DCT OJ
'ZVGTPCNRWORU
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ
(WGNQKNUWRRN[RWOR
DCTFKUEJCTIGRTGUUWTG OJ
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DCTCVHWGNQKNKPNGV# OJ
*6EKTEWKVEQQNKPIYCVGT
DCT OJ
.6EKTEWKVEQQNKPIYCVGT
DCT OJ
.6EKTEWKVEQQNKPIYCVGT
DCT OJ
.WDGQKN
DCT OJ
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6QNGTCPEG
HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
$CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
6QNGTCPEGSWCPVKV[
VGORGTCVWTG
%
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGT
GPEGEQPFKVKQPU
6QNGTCPEGQHVJGRWORUFGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU
1PN[XCNKFHQTGPIKPGUGSWKRRGFYKVJKPVGTPCNDCUKEEQQNKPIYCVGTU[UVGOPQCPF
1PN[XCNKFHQTGPIKPGUGSWKRRGFYKVJEQODKPGFEQQNGTUKPVGTPCNDCUKEEQQNKPIYCVGTU[UVGOPQ
&A
%CRCEKVKGU
..M9%[NCVTRO
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG %
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO %
#KTRTGUUWTG DCT
4GNCVKXGJWOKFKV[
0WODGTQHE[NKPFGTU
'PIKPGQWVRWV M9
5RGGF TRO
*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9%[NKPFGT M9
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6 M9
5KPINGUVCIGEJCTIGCKTEQQNGT
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9
.WDGQKN
.1EQQNGT M9
*GCVTCFKCVKQPGPIKPG M9
(NQYTCVGU
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KPUKFGGPIKPG
*6EQQNKPIYCVGTE[NKPFGT OJ
.6EQQNKPIYCVGTNWDGQKNEQQNGT OJ
.6EQQNKPIYCVGTNWDGQKNEQQNGT OJ
.6EQQNKPIYCVGTEJCTIGCKTEQQNGT OJ
#KTFCVC
6GORGTCVWTGQHEJCTIGCKTCVEJCTIGCKTEQQNGTQWVNGV %
#KTHNQYTCVG OJ
MIM9J
%JCTIGCKTRTGUUWTG DCT
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPIKPG
VV% OJ
'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV OJ
/CUUHNQY VJ
6GORGTCVWTGCVVWTDKPGQWVNGV %
*GCVEQPVGPV
% M9
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT
5VCTVKPICKTU[UVGO
#KTEQPUWORVKQPRGTUVCTV 0O
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..M9%[NCVTRO
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(WGNQKNHGGFRWOR
DCT OJ
*6EKTEWKVEQQNKPIYCVGT
DCT OJ
.6EKTEWKVEQQNKPIYCVGT
DCT OJ
.WDGQKN
DCT OJ
'ZVGTPCNRWORU
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ
(WGNQKNUWRRN[RWOR
DCTFKUEJCTIGRTGUUWTG OJ
(WGNQKNEKTEWNCVKPIRWOR
DCTCVHWGNQKNKPNGV# OJ
*6EKTEWKVEQQNKPIYCVGT
DCT OJ
.6EKTEWKVEQQNKPIYCVGT
DCT OJ
.6EKTEWKVEQQNKPIYCVGT
DCT OJ
.WDGQKN
DCT OJ
6QNGTCPEG
HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
$CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
6QNGTCPEGSWCPVKV[
VGORGTCVWTG
%
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGT
GPEGEQPFKVKQPU
6QNGTCPEGQHVJGRWORUFGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU
1PN[XCNKFHQTGPIKPGUGSWKRRGFYKVJKPVGTPCNDCUKEEQQNKPIYCVGTU[UVGOPQCPF
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MAN B&W
Installation Aspects
5
MAN B&W 5.01
Page 1 of 1
The latest version of the Installation Drawings of A special crane beam for dismantling the turbo-
this section is available for download at charger must be tted. The lifting capacity of the
www.marine.man.eu Two-Stroke Instal- crane beam for dismantling the turbocharger is
lation Drawings. Specify engine and accept the stated in Section 5.03.
Conditions for use before clicking on Download
Drawings. The overhaul tools for the engine are designed
to be used with a crane hook according to DIN
15400, June 1990, material class M and load ca-
Space Requirements for the Engine pacity 1Am and dimensions of the single hook
type according to DIN 15401, part 1.
The space requirements stated in Section 5.02 are
valid for engines rated at nominal MCR (L1). The total length of the engine at the crankshaft
level may vary depending on the equipment to
The additional space needed for engines be tted on the fore end of the engine, such as
equipped with PTO is stated in Chapter 4. adjustable counterweights, tuning wheel, moment
compensators or PTO.
If, during the project stage, the outer dimensions
of the turbocharger seem to cause problems, it
is possible, for the same number of cylinders, to
use turbochargers with smaller dimensions by
increasing the indicated number of turbochargers
by one, see Chapter 3.
Overhaul of Engine
Space Requirement
F G
Deck beam
Engine room crane
0
Cyl. 1
E
V
P
H1
H4
D
A
B
I J
Tank top
Cofferdam
Cofferdam
C
Lub. oil tank
Cofferdam
K L M N
Free space
for maintenance
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fullled, please contact MAN Diesel & Turbo
or our local representative.
515 90 52-7.2.0
Fig. 5.02.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122)
Cyl. No. 5 6 7 8 9
A 850 Cylinder distance
B 1,135 Distance from crankshaft centre line to foundation
The dimension includes a cofferdam of 600 mm and must full minimum height to
C 3,158 3,198 3,278 3,308 3,388
tank top according to classication rules
5,560 5,536 5,536 - - MAN Diesel TCA
Dimensions according to turbocharger choice at
D* 5,500 5,452 5,590 5,590 5,590 ABB A100-L/200-L
nominal MCR
5,580 5,476 5,476 - - Mitsubishi MET
3,117 3,442 3,642 3,887 3,987 MAN Diesel TCA
Dimensions according to turbocharger choice at
E* 3,017 3,371 3,717 3,817 3,917 ABB A100-L/200-L
nominal MCR
3,011 3,355 3,555 3,646 3,746 Mitsubishi MET
F 3,175 See drawing: Engine Top Bracing, if top bracing tted on camshaft side
4,610 4,610 4,610 - - MAN Diesel TCA
The required space to the engine room casing includes
G 4,610 4,610 4,610 4,610 4,610 ABB A100-L/200-L
mechanical top bracing
4,610 4,610 4,610 - - Mitsubishi MET
H1 * 9,000 Minimum overhaul height, normal lifting procedure
H2 * 8,475 Minimum overhaul height, reduced height lifting procedure
The minimum distance from crankshaft centre line to lower edge of deck beam,
H3 * 8,250
when using MAN B&W Double Jib Crane
I 1,575 Length from crankshaft centre line to outer side bedplate
J 350 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft, if the propeller shaft is
K See text
to be drawn into the engine room
L* 5,924 6,774 7,624 8,474 9,324 Minimum length of a basic engine, without 2nd order moment compensators
M | 800 Free space in front of engine
N 3,816 Distance between outer foundation girders
O 2,150 Minimum crane operation area
P See text See drawing: 'Crane beam for Turbocharger' for overhaul of turbocharger
V 0, 15, 30, 45, 60, 75, 90 Maximum 30 when engine room has minimum headroom above the turbocharger
* The min. engine room crane height is ie. dependent on the choice of crane, see the actual heights H1, H2 or
H3.
Fig. 5.02.01b: Space requirement for the engine, turbocharger on exhaust side (4 59 123)
F G
Deck beam
Engine room crane
O
T U
V
R S
H1/H2
H3
E
D
A
Z
I J
B
Tank top
C
Lub. oil tank
Cofferdam
N
K L M
A
Free space
for maintenance
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fullled, please contact MAN Diesel & Turbo
or our local representative.
517 78 19-6.1.0
Fig. 5.02.02a: Space requirement for the engine, turbocharger on aft end (4 59 121)
Cyl. No. 5 6 7 8 9
A 850 Cylinder distance
B 1,135 Distance from crankshaft centre line to foundation
The dimension includes a cofferdam of 600 mm and must full minimum
C 3,158 3,198 3,278 3,308 3,388
height to tank top according to classication rules
6,375 6,375 6,375 6,490 6,490 MAN Diesel TCA
Dimensions according to turbocharger choice at
D* 6,334 - 6,490 6,490 6,490 ABB A100-L/200-L
nominal MCR
6,300 6,490 6,490 6,310 6,310 Mitsubishi MET
3,492 3,892 4,167 4,450 4,587 MAN Diesel TCA
Dimensions according to turbocharger choice at
E* 3,452 3,821 4,242 4,380 4,517 ABB A100-L/200-L
nominal MCR
3,386 3,805 4,080 4,209 4,346 Mitsubishi MET
F See text See drawing: Engine Top Bracing, if top bracing tted on camshaft side
MAN Diesel TCA
The required space to the engine room casing
G 2,780 ABB A100-L/200-L
includes mechanical top bracing
Mitsubishi MET
H1 * 9,000 Minimum overhaul height, normal lifting procedure
H2 * 8,475 Minimum overhaul height, reduced height lifting procedure
The minimum distance from crankshaft centre line to lower edge of deck
H3 * 8,250
beam, when using MAN B&W Double Jib Crane
I 1,575 Length from crankshaft centre line to outer side bedplate
J 350 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft, if the propeller shaft
K See text
is to be drawn into the engine room
Minimum length of a basic engine, without 2nd order moment
L* 5,924 6,774 7,624 8,474 9,324
compensators.
M | 800 Free space in front of engine
N 3,816 Distance between outer foundation girders
O 2,150 Minimum crane operation area
P See text See drawing: Crane beam for Turbocharger for overhaul of turbocharger
1,465 1,600 1,600 1,515 1,515 MAN Diesel TCA
Dimensions according to turbocharger choice at
Q 1,298 - 1,650 1,650 1,650 ABB A100-L/200-L
nominal MCR
1,150 1,650 1,650 1,548 1,548 Mitsubishi MET
R
S Required crane coverage area and hook travelling width for turbocharger
See text
T maintenance and overhaul to be supplied by turbocharger maker
U
Maximum 30 when engine room has minimum headroom above the
V 0, 15, 30, 45, 60, 75, 90
turbocharger
Y 4,240 4,240 4,624 4,624 - Space for water mist catcher overhaul.
Z 3,500 Space for air cooler element overhaul.
* The min. engine room crane height is ie. dependent on the choice of crane, see the actual heights H1, H2 or
H3.
Length of engine with PTO see corresponding space requirement 565 25 68-3.0.0
Fig. 5.02.02b: Space requirement for the engine, turbocharger on aft end (4 59 121)
For the overhaul of a turbocharger, a crane beam The crane beam can be bolted to brackets that
with trolleys is required at each end of the turbo- are fastened to the ship structure or to columns
charger. that are located on the top platform of the engine.
Two trolleys are to be available at the compressor The lifting capacity of the crane beam for the
end and one trolley is needed at the gas inlet end. heaviest component W, is indicated in Fig.
5.03.01b for the various turbocharger makes. The
Crane beam no. 1 is for dismantling of turbo- crane beam shall be dimensioned for lifting the
charger components. weight W with a deection of some 5 mm only.
Crane beam no. 2 is for transporting turbocharger
components. HB indicates the position of the crane hook in the
See Figs. 5.03.01a and 5.03.02. vertical plane related to the centre of the turbo-
charger. HB and b also species the minimum
The crane beams can be omitted if the main en- space for dismantling.
gine room crane also covers the turbocharger area.
For engines with the turbocharger(s) located on
The crane beams are used and dimensioned for the exhaust side, EoD: 4 59 122, the letter a indi-
lifting the following components: cates the distance between vertical centrelines of
the engine and the turbocharger.
Exhaust gas inlet casing
Turbocharger inlet silencer
Compressor casing MAN
Turbine rotor with bearings Units TCR22 TCA44 TCA55 TCA66 TCA77
W kg 1,500 1,000 1,000 1,200 2,000
The crane beams are to be placed in relation HB mm 1,200 1,200 1,384 1,608 1,700
to the turbocharger(s) so that the components b m 500 500 600 700 800
around the gas outlet casing can be removed in
connection with overhaul of the turbocharger(s).
ABB
A #RANEBEAMFOR Units A165 A170 A175 A180 A265 A270 A275
TRANSPORTATIONOF
#RANEBEAMFOR #RANEBEAM COMPONENTS W kg 1,000 1,000 1,250 1,750 1,000 1,000 1,250
DISMANTLINGOF
COMPONENTS HB mm 1,250 1,450 1,730 1,990 1,480 1,790 1,990
#RANEHOOK b m 500 500 500 600 500 500 500
-AINENGINEAFTCYLINDER
%NGINEROOMSIDE
Mitsubishi (MHI)
'ASOUTLETFLANGE
4URBOCHARGER Units MET42 MET48 MET53 MET60 MET66 MET71
W kg 1,000 1,000 1,000 1,000 1,500 1,800
("
079 43 38-0.5.0b
#RANEBEAMFORTRANSPORTATIONOFCOMPONENTS
#RANEBEAMFORDISMANTLINGOFCOMPONENTS
3PARES
#RANEBEAMFORDISMANTLINGOFCOMPONENTS
#RANEBEAMFORTRANSPORTATIONOFCOMPONENTS
178 52 746.0
3. Take out the cooler insert by using the above 8. By using the engine room crane the air cooler
placed crane beam mounted on the engine. insert can be lifted out of the engine room.
1 2 3
Fig.: 5.03.03: Crane beam for overhaul of air cooler, turbochargers located on exhaust side of the engine 178 52 734.0
Valid for all engines with aft mounted Turbocharger. 4. Turn the cooler insert to an upright position.
1. Dismantle all the pipes in the area around the 5. By using the engine room crane the air cooler
air cooler. insert can be lifted out of the engine room.
Crane beam
for A/C
1 2 3 4
1 2 3 4
Fig.: 5.03.04: Crane beam for overhaul of air cooler, turbocharger located on aft end of the engine 517 93 99-9.0.0
The crane hook travelling area must cover at least The crane hook should at least be able to reach
the full length of the engine and a width in accord- down to a level corresponding to the centre line of
ance with dimension A given on the drawing (see the crankshaft.
cross-hatched area).
For overhaul of the turbocharger(s), trolley mount-
It is furthermore recommended that the engine ed chain hoists must be installed on a separate
room crane be used for transport of heavy spare crane beam or, alternatively, in combination with
parts from the engine room hatch to the spare the engine room crane structure, see separate
part stores and to the engine. drawing with information about the required lifting
See example on this drawing. capacity for overhaul of turbochargers.
Deck Deck
H1/H2
A
Deck beam Deck beam
H3
A A
Crankshaft Crankshaft
Minimum area
Engine room hatch to be covered
by the engine
room crane
1) The lifting tools for the engine are designed to t together with a standard crane hook with a lifting capacity in accordance with
the gure stated in the table. If a larger crane hook is used, it may not t directly to the overhaul tools, and the use of an interme-
diate shackle or similar between the lifting tool and the crane hook will affect the requirements for the minimum lifting height in
the engine room (dimension H).
2) The hatched area shows the height where an MAN B&W Double-Jib Crane has to be used.
519 46 28-0.0.1
Normal Crane
Height to crane hook in MAN B&W Double-Jib Crane
mm for:
Crane capacity in
Crane
tons selected Reduced
Mass in kg including operating
in accordance with height lifting
lifting tools width
DIN and JIS Normal procedure
in mm Building-in height
standard capacities lifting involving
in mm
procedure tilting of main
components
(option)
1,500 1,900 1,025 2.0 2x1.6 2,150 9,050 8,500 8,250 500
5308483-2.1.0
Fig. 5.04.01: Engine room crane
178 24 863.2
$ECKBEAM
-
#HAINCOLLECTINGBOX
178 37 30-1.1
Engine outline
Gallery outline
Aft Fore
4,250 Cyl. 1
3,450
2,000
0
a
850
7,553
4,600
3,000
0
3,450
1,574
1,350
*
* For connection flange
529 10 76-8.4.0a
Fig. 5.06.01a: Engine outline example: 6S50MEC8 with TCA66 turbochargers on aft side
Fore Aft
0
c
5,110
2,990
869
575
167
0 0
122
1,088
1,553
2,705
1,970
1,575
1,575
2,310
TC type a b c
MAN TCA66 1,600 6,375 248
ABB A175-L *) 1,650 6,490 220
MET60MA 1,550 6,375 376
MET MET60MB *) 1,650 6,490 220
MET53MB 1,550 6,300 400
Fig. 5.06.01b: Engine outline example: 6S50MEC8 with TCA66 turbochargers on aft side
Upper Platform
Aft Fore
2,100
2,600
300x45
3,450 2,000
Lower Platform
150 x45 350 x45
2,705
2,015
2,310
Please note that the latest version of the dimensioned drawing is available for download at www.marine.man.eu Two-Stroke
Installation Drawings. First choose engine series, then engine type and select Outline drawing for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download.
529 10 76-8.4.0c
Fig. 5.06.01c: Engine outline example: 6S50MEC8 with TCA66 turbochargers on aft side
Centre of Gravity
Cyl. 1
X
Centre of gravity
Crankshaft
All values stated are approximate. For engine dry weights, see dispatch pattern in Section 19.04
* Data for engines with a different number of turbochargers is available on request.
542 73 95-2.3.0
500 51 55-9.4.0
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503 26 38-6.3.1a
Fig. 5.10.02d: Turbocharger MHI MET MB and MA, exhaust outlet, connection D
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MAN B&W 5.10
Page 9 of 9
Counterflanges, connection EB
501 29 91-0.13.0c
198 70 27-3.5
Durasin from
Daemmstoff Industrie Korea Ltd
EPY from
Marine Service Jaroszewicz S.C., Poland
For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding
down bolts in the bedplate while observing the
For securing of supporting chocks see special toleranced locations indicated on MAN B&W
drawing. Diesel & Turbos drawings for machining the
bedplate
This drawing may, subject to the written consent of
the actual engine builder concerned, be used as a 2) The shipyard drills the holes for holding down
basis for markingoff and drilling the holes for hold- bolts in the top plates while observing the toler-
ing down bolts in the top plates, provided that: anced locations given on the present drawing
A B
500
A B
1,4151
1,565
1,575
510 275 362 363 362 362 363 362 363 565 1,075
65 1,200
Thrust
aft cyl.
bearing
cyl .3
cyl .2
cyl .1
3,150
1,075
1,565
1,575
500
2001
5051
6701
8801
1,0451
1,3551
1,5201
1,7301
machining on
0
'PFCPIGQHVJTWUVUJCHV
A-A B-B
50 10 Effective 445 25 1,095 to engine M64x6
Epoxy wedges to
be chiselled after
curing to enable 58
mounting of side
chock liners
46
57
Fig. 5.12.01: Arrangement of epoxy chocks and holding down bolts 079 25 84-7.1.0
Section A-A
This space to be kept free from pipes etc. along both sides
of the engine in order to facilitate the overhaul work on
holding down bolts, supporting chocks and side chocks.
350 1,575
500 1,075
Centreline engine
4
D1
+35
47 -25
B
50
160
465
484
3 If required by classification
society, apply this bracket.
400
5
R7
170
20
R3
0
170
20
B
1,095
28 1,110
36 1,505
28 1,880
2,090
1 3 4 5 2
A 078 72 80-2.8.0b
574
5.Spherical washer
6.Protecting cap
125
75 +5
66
72
0
15
Space for hydraulic
End chock liner, option: 4 82 612 includes:
tightening jack 7. Liner for end chock
15
End chock brackets, option: 4 82 614 includes:
8.End chock bracket
079 29 22-7.4.0
The so-called guide force moments are caused by Without top bracing, the natural frequency of
the transverse reaction forces acting on the cross- the vibrating system comprising engine, ships
heads due to the connecting rod and crankshaft bottom, and ships side is often so low that reso-
mechanism. When the piston of a cylinder is not nance with the excitation source (the guide force
exactly in its top or bottom position the gas force moment) can occur close to the normal speed
from the combustion, transferred through the con- range, resulting in the risk of vibration.
necting rod, will have a component acting on the
crosshead and the crankshaft perpendicularly to With top bracing, such a resonance will occur
the axis of the cylinder. Its resultant is acting on above the normal speed range, as the natural fre-
the guide shoe and together they form a guide quencies of the double bottom/main engine sys-
force moment. tem will increase. The impact of vibration is thus
lowered.
The moments may excite engine vibrations mov-
ing the engine top athwart ships and causing a The top bracing system is installed either as a me-
rocking (excited by H-moment) or twisting (excited chanical top bracing (typically on engine types 80
by X-moment) movement of the engine. For en- and smaller) or a hydraulic top bracing (typically
gines with less than seven cylinders, this guide on engine types 90 and larger). Both systems are
force moment tends to rock the engine in the described below.
transverse direction, and for engines with seven
cylinders or more, it tends to twist the engine. The top bracing is normally installed on the ex-
haust side of the engine, but hydraulic top bracing
The guide force moments are harmless to the can alternatively be installed on the manoeuvring
engine except when resonance vibrations occur side. A combination of exhaust side and manoeu-
in the engine/double bottom system. They may, vring side installation of hydraulic top bracing is
however, cause annoying vibrations in the super- also possible.
structure and/or engine room, if proper counter-
measures are not taken.
Mechanical top bracing
As a detailed calculation of this system is normally
not available, MAN Diesel & Turbo recommends The mechanical top bracing comprises stiff con-
that top bracing is installed between the engines nections between the engine and the hull.
upper platform brackets and the casing side.
The top bracing stiffener consists of a double
However, the top bracing is not needed in all bar tightened with friction shims at each end of
cases. In some cases the vibration level is lower if the mounting positions. The friction shims al-
the top bracing is not installed. This has normally low the top bracing stiffener to move in case of
to be checked by measurements, i.e. with and displacements caused by thermal expansion of
without top bracing. the engine or different loading conditions of the
vessel. Furthermore, the tightening is made with a
If a vibration measurement in the rst vessel of a well-dened force on the friction shims, using disc
series shows that the vibration level is acceptable springs, to prevent overloading of the system in
without the top bracing, we have no objection to case of an excessive vibration level.
the top bracing being removed and the rest of
the series produced without top bracing. It is our
experience that especially the 7-cylinder engine
will often have a lower vibration level without top
bracing.
The mechanical top bracing is to be made by the By a different pre-setting of the relief valve, the
shipyard in accordance with MAN Diesel & Turbo top bracing is delivered in a low-pressure version
instructions. (26 bar) or a high-pressure version (40 bar).
!
The top bracing unit is designed to allow dis-
! placements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.
!!
/IL!CCUMULATOR
(YDRAULIC#ONTROL5NIT
178 23 61-6.1
#YLINDER5NIT
Hydraulic top bracing
Installation of ECS in the Engine Control Room Safety System. On ME-B engines the EICU also
controls the HPS.
The following items are to be installed in the ECR
(Engine Control Room): MOP-A and -B are redundant and are the opera-
tors interface to the ECS. Via both MOPs, the op-
2 pcs EICU (Engine Interface Control Unit) erator can control and view the status of the ECS.
(1 pcs only for ME-B engines) Via the EMS MOP PC, the operator can view the
1 pcs ECS MOP-A (Main Operating Panel) status and operating history of both the ECS and
EC-MOP with touch display, 15 the engine, EMS is decribed in Section 18.01.
1 pcs ECS MOP-B
EC-MOP with touch display, 15 The PMI Auto-tuning application is run on the
1 pcs EMS MOP with system software EMS MOP PC. PMI Auto-tuning is used to opti-
Display, 24 marine monitor mize the combustion process with minimal opera-
PC unit tor attendance and improve the efciency of the
1 pcs Managed switch and VPN router engine. See Section 18.01.
with rewall
CoCoS-EDS ME Basic is included as an applica-
The EICU functions as an interface unit to ECR tion in the Engine Management Services as part
related systems such as AMS (Alarm and Monitor- of the standard software package installed on the
ing System), RCS (Remote Control System) and EMS MOP PC. See Section 18.01.
ECS Network A
ECS Network B
MOP-A MOP-B
VPN router
To Internet with firewall
option #
EMS MOP PC
LAN WAN
+24V
#
Managed switch
PMI Auto-tuning
Net cable from
AMS option
078 74 78-1.5.3b
Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control System
EC-MOP
Integrated PC unit and touch display, 15
Direct dimming control (0-100%)
USB connections at front
IP20 resistant front
Dual Arcnet
188 34 68-1.1.0
Pointing device
Keyboard model
UK version, 104 keys
USB connection
Trackball mouse
USB connection 188 21 61-8.4.0 188 21 59-6.3.0
EMS MOP PC
Standard industry PC with MS Windows
operating system, UK version 188 34 25-0.2.0
10
Network components
Managed switch and VPN router with rewall
563 66 46-3.3.0
Fig. 5.16.02 MOP PC equipment for the ME/ME-B Engine Control System
EICU Cabinet
Engine interface control cabinet for ME-ECS for
installation in ECR (recommended) or ER
1,500 mm
505 mm 600 mm
517 57 64-4.5.1
Fig. 5.16.03: The network printer and EICU cabinet unit for the ME Engine Control System
* Yard supply
Scope and eld of application Cabling of the shaftline earthing device to the hull
must be with a cable with a cross section not less
A difference in the electrical potential between the than 45 mm. The length of the cable to the hull
hull and the propeller shaft will be generated due should be as short as possible.
to the difference in materials and to the propeller
being immersed in sea water. Monitoring equipment should have a 4-20 mA
signal for alarm and a mV-meter with a switch for
In some cases, the difference in the electrical changing range. Primary range from 0 to 50 mV
potential has caused spark erosion on the thrust, DC and secondary range from 0 to 300 mV DC.
main bearings and journals of the crankshaft of
the engine. When the shaftline earthing device is working
correctly, the electrical potential will normally be
In order to reduce the electrical potential between within the range of 10-50 mV DC depending of
the crankshaft and the hull and thus prevent spark propeller size and revolutions.
erosion, a highly efcient shaftline earthing device
must be installed. The alarm set-point should be 80 mV for a high
alarm. The alarm signals with an alarm delay of 30
The shaftline earthing device should be able to seconds and an alarm cut-off, when the engine is
keep the electrical potential difference below 50 stopped, must be connected to the alarm system.
mV DC. A shaft-to-hull monitoring equipment with
a mV-meter and with an output signal to the alarm Connection of cables is shown in the sketch, see
system must be installed so that the potential and Fig. 5.17.01.
thus the correct function of the shaftline earthing
device can be monitored.
Design description
#ABLE
CONNECTED
TOTHEHULL
"RUSHHOLDER
ARRANGEMENT
-ONITORING
EQUIPMENT
WITHM6METER #ABLE
CONNECTED
TOTHEHULL
3LIPRING #ABLE
TOALARM
SYSTEM
3LIPRING
FORMONITORING
EQUIPMENT "RUSHHOLDER
ARRANGEMENT
079 21 82-1.3.1.0
2UDDER
6OLTAGEMONITORING
FORSHAFTHULLPOTENTIAL
0ROPELLER DIFFERENCE
3HAFTLINE
EARTHINGDEVICE
#URRENT -AINBEARINGS
0ROPELLERSHAFT 4HRUSTBEARING
)NTERMEDIATESHAFT )NTERMEDIATESHAFTBEARING
079 21 82-1.3.2.0
Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without shaft-mounted generator
2UDDER
6OLTAGEMONITORING
FORSHAFTHULLPOTENTIAL
0ROPELLER DIFFERENCE
3HAFTLINE
EARTHINGDEVICE
#URRENT -AINBEARINGS
0ROPELLERSHAFT 4HRUSTBEARING
)NTERMEDIATESHAFT 3HAFTMOUNTEDALTERNATOR
WHERETHEROTORISPARTOF
THEINTERMEDIATESHAFT
)NTERMEDIATESHAFTBEARING
079 21 82-1.3.3.0
Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with shaft-mounted generator
MAN Diesel & Turbos MAN Alpha Controllable VBS type CP propeller designation and range
Pitch propeller
The VBS type CP propellers are designated ac-
On MAN Diesel & Turbos MAN Alpha VBS type cording to the diameter of their hubs, i.e. VBS2150
Controllable Pitch (CP) propeller, the hydraulic indicates a propeller hub diameter of 2,150 mm.
servo motor setting the pitch is built into the pro-
peller hub. A range of different hub sizes is avail- The standard VBS type CP propeller programme,
able to select an optimum hub for any given com- its diameters and the engine power range covered
bination of power, revolutions and ice class. is shown in Fig. 5.18.01.
Standard blade/hub materials are NiAlbronze. The servo oil system controlling the setting of the
Stainless steel is available as an option. The pro- propeller blade pitch is shown in Fig.5.18.05.
pellers are based on no ice class but are avail-
able up to the highest ice classes.
Propeller Diameter
(mm)
11,000
10,000 VB S215 0
VB S206 0
9,000 V B S197
0
V B S189
0
V B S1810
8,000 V B S173
0
V B S16 4
0
7,000 V B S155
0
V B S14
50
6,000 V B S13
50
V B S12
60
V B S1
180
5,000 V B S1
10 0
V B S1
020
VBS
4,000 940
VBS
86
VBS 0
7
VBS 90
3,000 V B 720 Hub sizes:
S
VB 660 Small: VBS600 - 940
S6
00 Medium: VBS1020 - 1640
2,000
Large: VBS1730 - 2150
1,000
0
0 5 10 15 20 25 30 35 40 45 50
Engine Power (1,000 kW)
178 22 239.2
Fig. 5.18.01: MAN Alpha type VBS Mk 5 Controllable Pitch (CP) propeller range. As standard the VBS Mk 5 versions
are 4-bladed; 5-bladed versions are available on request
Identication: _______________________________
S W I
178 22 360.0
Main Dimensions
Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be lled in
Propeller clearance
The design principle of the servo oil system for If deviation occurs, a proportional valve is actu-
MAN Diesel & Turbos MAN Alpha VBS type CP ated. Hereby high pressure oil is fed to one or the
propeller is shown in Fig. 5.18.05. other side of the servo piston, via the oil distribu-
tor ring, until the desired propeller pitch has been
The VBS system consists of a servo oil tank unit, reached.
the Hydraulic Power Unit, and a coupling ange
with electrical pitch feedback box and oil distribu- The pitch setting is normally remote controlled,
tor ring. but local emergency control is possible.
(YDRAULIC0OWER5NIT
/ILTANK
FORWARD
SEAL
3TERN
TUBEOIL 0ITCH
TANK ORDER
0)
0!,
4)
0) 0!( 0!,
4!(
3ERVO
PISTON
0ITCH
FEEDBACK
(YDRAULIC
,IPRINGSEALS PIPE
- -
0ROPELLERSHAFT
178 22 384.1
Fig. 5.18.05: Servo oil system for MAN Alpha VBS type CP propeller
The servo oil tank unit, the Hydraulic Power Unit Maximum system pressure is set on the safety
for MAN Diesel & Turbos MAN Alpha CP propeller valve.
shown in Fig. 5.18.06, consists of an oil tank with all
other components top mounted to facilitate instal- The return oil is led back to the tank via a thermo-
lation at yard. static valve, cooler and paper lter.
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms accord-
tank through a suction lter and deliver high pres- ing to the Classication Societys requirements
sure oil to the proportional valve. as well as necessary pressure and temperature
indicators.
One of two pumps are in service during normal
operation, while the second will start up at power- If the servo oil unit cannot be located with maxi-
ful manoeuvring. mum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
A servo oil pressure adjusting valve ensures mini- tank complete with pump, located at a suitable
mum servo oil pressure at any time hereby mini- level, below the oil distributor ring drain lines.
mizing the electrical power consumption.
178 22 396.0
Fig. 5.18.06: Hydraulic Power Unit for MAN Alpha CP propeller, the servo oil tank unit
MAN Diesel & Turbos MAN Alphatronic 2000 Pro- Thrust control with optimization of propeller
pulsion Control System (PCS) is designed for con- pitch and shaft speed. Selection of combina-
trol of propulsion plants based on diesel engines tor, constant speed or separate thrust mode is
with CP propellers. The plant could for instance possible. The rates of changes are controlled to
include tunnel gear with PTO/PTI, PTO gear, mul- ensure smooth manoeuvres and avoidance of
tiple engines on one gearbox as well as multiple propeller cavitation.
propeller plants.
A Load control function protects the engine
As shown in Fig. 5.18.07, the propulsion control against overload. The load control function con-
system comprises a computer controlled system tains a scavenge air smoke limiter, a load pro-
with interconnections between control stations via gramme for avoidance of high thermal stresses
a redundant bus and a hard wired backup control in the engine, an automatic load reduction and
system for direct pitch control at constant shaft an engineer controlled limitation of maximum
speed. load.
The computer controlled system contains func- Functions for transfer of responsibility be-
tions for: tween the local control stand, engine control
room and control locations on the bridge are
Machinery control of engine start/stop, engine incorporated in the system.
load limits and possible gear clutches.
-AIN#ONTROL3TATION
"RIDGE7ING #ENTER "RIDGE7ING
20- 0ITCH 20- 0ITCH 20- 0ITCH
$UPLICATED.ETWORK
(ANDLES
"RIDGE INTERFACE
,OCALENGINE %NGINEOVERLOADMAXLOAD
CONTROL 3YSTEM
0ITCH3ET #OORDINATED
)NGOVERNOR
34/0
34/0
#ONTROL
34!24
0ROPELLER0ITCH 2EMOTE,OCAL
34/0
178 22 406.1
For remote control, a minimum of one control sta- Propeller monitoring panel with backup in-
tion located on the bridge is required. struments for propeller pitch and shaft speed.
This control station will incorporate three mod- Thrust control panel with control lever for
ules, as shown in Fig. 5.18.08: thrust control, an emergency stop button and
push buttons for transfer of control between
Propulsion control panel with push buttons control stations on the bridge.
and indicators for machinery control and a dis-
play with information of condition of operation
and status of system parameters.
02/0%,,%2 02/0%,,%2
20- 0)4#(
"!#+50
). 4!+%
#/.42/,
#/.42/, #/.42/,
/./&&
178 22 418.1
Renk PSC Clutch for auxilliary propulsion sys- Further information about MAN Alpha CP pro-
tems peller
The Renk PSC Clutch is a shaftline declutching For further information about MAN Diesel & Turbos
device for auxilliary propulsion systems which MAN Alpha Controllable Pitch (CP) propeller and
meets the class notations for redundant propul- the Alphatronic 2000 Remote Control System,
sion. please refer to our publications:
The Renk PSC clutch facilitates reliable and CP Propeller Product Information
simple take home and take away functions in
twostroke engine plants. It is described in Sec- Alphatronic 2000 PCS Propulsion Control System
tion 4.04.
The publications are available at
www.marine.man.eu Propeller & Aft Ship.
List of Capacities:
Pumps, Coolers &
Exhaust Gas
6
MAN B&W 6.01
Page 1 of 1
Updated engine and capacities data is available Furthermore, among others, the exhaust gas data
from the CEAS application at www.marine.man.eu depends on the ambient temperature conditions.
Two-Stroke CEAS Engine Calculations.
For a derated engine, calculations of:
This chapter describes the necessary auxiliary
machinery capacities to be used for a nominally Derated capacities
rated engine. The capacities given are valid for
seawater cooling system and central cooling wa- Available heat rate, for example for freshwater
ter system, respectively. production
For a derated engine, i.e. with a specied MCR Exhaust gas amounts and temperatures
different from the nominally rated MCR point, the
list of capacities will be different from the nominal can be made in the CEAS application available at
capacities. the above link.
Nomenclature
In the following description and examples of the auxiliary machinery capacities in Section 6.02, the below
nomenclatures are used:
The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to NMCR.
Complying with IMO Tier II NOx limitations.
Heat radiation and air consumption
The heat dissipation gures include 10% extra
margin for overload running except for the scav- The radiation and convection heat losses to the
enge air cooler, which is an integrated part of the engine room is around 1% of the engine nominal
diesel engine. power (kW in L1).
Central cooling water system, The diagrams use the Basic symbols for piping,
See diagram, Fig. 6.02.02 and nominal capaci- the symbols for instrumentation are according to
ties in Fig. 6.03.01 ISO 12191 / ISO 12192 and the instrumenta-
tion list both found in Appendix A.
45 C
80 C
178 11 264.2
Fig. 6.02.01: Diagram for seawater cooling system
Seawater outlet
80 C
Jacket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
178 11 276.2
Fig. 6.02.02: Diagram for central cooling water system
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Flow velocities
Max. capacity
45% of max. capacity
079 08 81-9.0.0a
Fig. 6.04.01: Location of the specied nominal duty point (SNDP) on the pump QH curve
When selecting a centrifugal pump, it is recom- The SNDP must be located in the range of 45 to
mended to carefully evaluate the pump QH (ca- 85% of the pumps maximum capacity, see Fig.
pacity/head) curve in order for the pump to work 6.04.01.
properly both in normal operation and under
changed conditions. But also for ensuring that the Thus, the pump will be able to operate with slight-
maximum pipe design pressure is not exceeded. ly lower or higher pipe system pressure charac-
teristic than specied at the design stage, without
The following has to be evaluated: the risk of cavitation or too big variations in ow.
Pump QH curve slope At the location of the SNDP, the pump capacity
should not decrease by more than 10% when the
Maximum available delivery pressure from the pressure is increased by 5%, see Fig. 6.04.02.
pump.
This way, the ow stays acceptable even if the
pipe system pressure is higher than expected and
Location of the duty point on the pump QH the ow does not change too much, for example
curve when a thermostatic valve changes position.
Max. 10%
decreased capacity
By 5% increased pressure
Specified nominal
duty point
Maximum available pump delivery pressure The maximum available delivery pressure from the
pump will occur e.g. when a valve in the system is
It is important to evaluate, if the maximum avail- closed, see Fig. 6.04.03.
able delivery pressure from the pump contributes
to exceeding the maximum allowable design pres- The maximum allowable pipe system design pres-
sure in the pipe system. sure must be known in order to make the pressure
rate sizing for equipment and other pipe compo-
nents correctly.
Pump QH curve
Maximum available
delivery pressure
0
0 Pump flow capacity (Q)
079 08 81-9.0.0c
Fuel
7
MAN B&W 7.01
Page 1 of 4
The system is so arranged that both diesel oil and Fuel considerations
heavy fuel oil can be used, see Fig. 7.01.01.
When the engine is stopped, the circulating
From the service tank the fuel is led to an electri- pump will continue to circulate heated heavy fuel
cally driven supply pump by means of which a through the fuel oil system on the engine, thereby
pressure of approximately 4 bar can be main- keeping the fuel pumps heated and the fuel valves
tained in the low pressure part of the fuel circulat- deaerated. This automatic circulation of preheated
ing system, thus avoiding gasication of the fuel in fuel during engine standstill is the background
the venting box in the temperature ranges applied. for our recommendation: constant operation on
heavy fuel.
The venting box is connected to the service tank
via an automatic deaerating valve, which will re- In addition, if this recommendation was not fol-
lease any gases present, but will retain liquids. lowed, there would be a latent risk of diesel oil and
heavy fuels of marginal quality forming incompat-
From the low pressure part of the fuel system the ible blends during fuel change over or when oper-
fuel oil is led to an electricallydriven circulating ating in areas with restrictions on sulpher content
pump, which pumps the fuel oil through a heater in fuel oil due to exhaust gas emission control.
and a full ow lter situated immediately before
the inlet to the engine. In special circumstances a changeover to diesel
oil may become necessary and this can be per-
The fuel injection is performed by the electroni- formed at any time, even when the engine is not
cally controlled pressure booster located on the running. Such a changeover may become neces-
Hydraulic Cylinder Unit (HCU), one per cylinder, sary if, for instance, the vessel is expected to be
which also contains the actuator for the electronic inactive for a prolonged period with cold engine
exhaust valve activation. e.g. due to:
Deck
From
centrifuges #)
Aut. deaerating valve
Deck Drain to
Aut. deaerating valve settling tank
Venting tank Overflow to
Venting tank
Arr. of main engine fuel oil system. settling tank
(See Fig. 7.03.01)
Top of fuel oil service tank
High- Ultra-lowDiesel Distillate
Heavy fuel oil oil
sulphur
service tank sulphurservice fuel oil
FF HFO fuel oil tank
AF If the fuel oil pipe to engine is made as a straight line D* )
immediately before the engine, it will be necessary to
mount an expansion unit. If the connection Cooling
is made
XX D *)
BD medium
as indicated, with a bend immediately before the
engine, no expansion unit is required. inlet
D* )
No valve in Air cooler D *)
drain pipe Temperature
TE 8005 sensorPT 8002
between
engine Overflow
PI PI TI TI valve
and tank Main engine Distillate fuel
TI TI cooler **) adjusted D *)
Viscosity to 4 bar
a) sensor
a)
a) d* )
32 mm Heater Circulating pumps Supply pumps Cooler for protection
Nominal bore Pre- d *)
Circulating Distillate fuel of supply pumps against
heater Supply cooler
VT 8004 pumps pumps too warm oil and thus
Fullflow too low viscosity
filter Full flow filter.
Steam
For filter type see engine spec.
inlet Cooling
Distillate medium
overflow Condensate inlet
tank outlet
HFO HFO returned to the service or settling tank, distillate fuel
drain tank oil to the ultra-low sulphur fuel or distillate fuel oil tank
overflow
tank
#) Approximately the following quantity of fuel oil should be treated in the centrifuges: 0.23 l/kwh
The capacity of the centrifuges to be according to manufacturers recommendation
Distillate fuel
Heavy fuel oil
Heated pipe with insulation
This type of tank should be used for any residual Due to tolerances in the fuel pumps, the table
fuel usage. (It can also be used for distillate fuel). gures may vary and are therefore for guidance
The tank must be designed as high as possible only. In fact, the leakage amount relates to the
and equipped with a sloping bottom in order to clearance between plunger and barrel in the third
collect the solid particles settling from the fuel oil. power. Thus, within the drawing tolerances alone,
the table gures can vary quite a lot.
The tank outlet to the supply pumps must be
placed above the slope to prevent solid particles The engine load, however, has little inuence on
to be drawn into the heavy fuel oil supply pumps. the drain amount because the leakage does not
An overow pipe must be installed inside the tank originate from the high-pressure side of the fuel
below the pump outlet pipe to ensure that only pump. For the same reason, the varying leakage
contaminated fuel is pumped back to settling amount does not inuence the injection itself.
tank.
The gures in Table 7.01.02 are based on fuel oil
A possibility of returning the day tank content to with 12 cSt viscosity. In case of distillate fuel oil,
the settling tank must be installed for cases where the gures can be up to 6 times higher due to the
the day tank content has not been used for some lower viscosity.
time.
The drain amount in litres per cylinder per hour is From the overow tank, the drained fuel oil is led
approximately as listed in Table 7.01.02. to the heavy fuel oil (HFO) tank or to the settling
tank. In case of ultra low sulphur (ULSFO) or distil-
This drained clean oil will, of course, inuence the late fuel oil, the piping should allow the fuel oil to
measured SFOC, but the oil is not wasted, and the be pumped to the ultra low sulphur or distillate
quantity is well within the measuring accuracy of fuel oil tank.
the owmeters normally used.
The AF drain is provided with a box for giving
Engine bore, ME/ME-C, ME-B Flow rate, alarm in case of leakage in a high pressure pipe.
(incl. -GI & -LGI versions) litres/cyl./hr.
50 0.5 The size of the sludge tank is determined on the
45, 40 0.3 basis of the draining intervals, the classication
35, 30 0.1 society rules, and on whether it may be vented
directly to the engine room.
Table 7.01.02: Drain amount from fuel oil pump umbrel- Drain AF is shown in Fig. 7.03.01.
la seal, gures for guidance
Drain of contaminated fuel etc. Further information about fuel oil specications
and other fuel considerations is available in our
Leakage oil, in shape of fuel and lubricating oil publications:
contaminated with water, dirt etc. and collected
by the HCU Base Plate top plate (ME only), as well Guidelines for Fuels and Lubes Purchasing
as turbocharger cleaning water etc. is drained off
through the bedplate drains AE. Guidelines for Operation on Fuels with less than
0.1% Sulphur
Drain AE is shown in Fig. 8.07.02.
The publications are available at
www.marine.man.eu Two-Stroke Technical
Heating of fuel drain pipes Papers.
Cat nes
Fuel Oils
Marine diesel oil ISO 8217, Class DMB Based on our general service experience we have,
British Standard 6843, Class DMB as a supplement to the above mentioned stand-
Similar oils may also be used ards, drawn up the guiding HFO specication
shown below.
Heavy fuel oil (HFO) Heavy fuel oils limited by this specication have,
to the extent of the commercial availability, been
Most commercially available HFO with a viscosity used with satisfactory results on MAN B&W
below 700 cSt at 50 C (7,000 sec. Redwood I at twostroke low speed diesel engines.
100 F) can be used.
The data refers to the fuel as supplied i.e. before
For guidance on purchase, reference is made any on-board cleaning.
to ISO 8217:2012, British Standard 6843 and to
CIMAC recommendations regarding require- Guiding specication (maximum values)
ments for heavy fuel for diesel engines, fourth
Density at 15 C kg/m3 < 1.010*
edition 2003, in which the maximum accept-
able grades are RMH 700 and RMK 700. The Kinematic viscosity
abovementioned ISO and BS standards super- at 100 C cSt < 55
sede BSMA 100 in which the limit was M9.
at 50 C cSt < 700
The data in the above HFO standards and speci- Flash point C > 60
cations refer to fuel as delivered to the ship, i.e. Pour point C < 30
before on-board cleaning. Carbon residue % (m/m) < 20
Ash % (m/m) < 0.15
In order to ensure effective and sufcient clean-
ing of the HFO, i.e. removal of water and solid Total sediment potential % (m/m) < 0.10
contaminants, the fuel oil specic gravity at 15 C Water % (v/v) < 0.5
(60 F) should be below 0.991, unless modern Sulphur % (m/m) < 4.5
types of centrifuges with adequate cleaning abili-
Vanadium mg/kg < 450
ties are used.
Aluminum + Silicon mg/kg <60
Higher densities can be allowed if special treat- Equal to ISO 8217:2010 - RMK 700
ment systems are installed. / CIMAC recommendation No. 21 - K700
* Provided automatic clariers are installed
Current analysis information is not sufcient for
m/m = mass v/v = volume
estimating the combustion properties of the oil.
This means that service results depend on oil
properties which cannot be known beforehand. If heavy fuel oils with analysis data exceeding the
This especially applies to the tendency of the oil above gures are to be used, especially with re-
to form deposits in combustion chambers, gas gard to viscosity and specic gravity, the engine
passages and turbines. It may, therefore, be nec- builder should be contacted for advice regarding
essary to rule out some oils that cause difculties. possible fuel oil system changes.
Fore Aft
Fuel valves
Supplied
Yard supply with engine Drain
for fuel
oil
LS 8006 AH
Leakage alarm
Leakage, high Fuel oil
press. pipes outlet
(umbrella)
Mixed oil drain Counter-pressure valve
Pressure
Drain, booster Baseplate
pump foot
ZV 8020 Z LS 4112 AH
Fuel oil
return pipe
X
Baseplate
F AE drain alarm
AE Fuel oil inlet
TE 8005 I
TI 8005 PI 8001 To sludge tank
Fuel cut-out system AF To sludge tank
(Supplied with engine) TE 8005 I PT 8001 I AL
Only for Germanischer Lloyd Clean HFO return to HFO service tank
or settling tank
317 13 06-6.1.1
Insulation of fuel oil pipes and fuel oil drain pipes Flanges and valves
should not be carried out until the piping systems
have been subjected to the pressure tests speci- The anges and valves are to be insulated by
ed and approved by the respective classication means of removable pads. Flange and valve pads
society and/or authorities, Fig. 7.04.01. are made of glass cloth, minimum 400 g/m2,
containing mineral wool stuffed to minimum 150
The directions mentioned below include insulation kg/m3.
of hot pipes, anges and valves with a surface
temperature of the complete insulation of maxi- Thickness of the pads to be:
mum 55 C at a room temperature of maximum 38 Fuel oil pipes ................................................ 20 mm
C. As for the choice of material and, if required, Fuel oil pipes and heating pipes together .... 30 mm
approval for the specic purpose, reference is
made to the respective classication society. The pads are to be tted so that they lap over the
pipe insulating material by the pad thickness. At
anged joints, insulating material on pipes should
Fuel oil pipes not be tted closer than corresponding to the
minimum bolt length.
The pipes are to be insulated with 20 mm mineral
wool of minimum 150 kg/m3 and covered with
glass cloth of minimum 400 g/m2. Mounting
!!
&UELOILINLET
(EATINGPIPE
% &UELOILOUTLET
3EENFROMCYLSIDE
(EATINGPIPE
#YL &ORE
!$
!&
"$
178 50 65 0.2
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example from 98-50 MC engine
20
30
s
es
40
kn
ic
th
50
n
60
tio
la
su 70 0
In 8 0
9 0
10 0
12
0
16
0
20
The steam tracing of the fuel oil pipes is intended 2. When the circulation pump is stopped with
to operate in two situations: heavy fuel oil in the piping and the pipes have
cooled down to engine room temperature, as
1. When the circulation pump is running, there it is not possible to pump the heavy fuel oil.
will be a temperature loss in the piping, see In this situation the fuel oil must be heated to
Fig. 7.04.02. This loss is very small, therefore pumping temperature of about 50 C.
tracing in this situation is only necessary with
very long fuel supply lines. To heat the pipe to pumping level we recom-
mend to use 100 watt leaking/meter pipe.
Fresh cooling
Cyl. 1 2 fuel valves 3 fuel valves water outlet
L
Fuel valves
AD
AF
X BD
BF
In order to full IMO regulations, fuel oil and lubri- To avoid leaks, the spray shields are to be in-
cating oil pipe assemblies are to be enclosed by stalled after pressure testing of the pipe system.
spray shields as shown in Fig. 7.04.04a and b.
!NTISPLASHINGTAPE #LAMPINGBANDS
/VERLAP
178 52 555.2
Fig. 7.04.04a: Spray Shields by anti-splashing tape Fig. 7.04.04b: Spray Shields by clamping bands
Approximate viscosity
after heater
Temperature cSt. sec.
after heater Rw.
C
7 43
170
Normal heating limit 10 52
160
12 59
150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approximate pumping limit
50
40
30
10 15 25 35 45 55 cST/100 C
30 60 100 180 380 600 cST/50 C
200 400 800 1500 3500 6000 sec.Rw/100 F
178 06 280.1
The lter can be of the manually cleaned duplex The design of the Fuel oil venting box is shown in
type or an automatic lter with a manually cleaned Fig. 7.05.02. The size is chosen according to the
bypass lter. maximum ow of the fuel oil circulation pump,
which is listed in section 6.03.
If a double lter (duplex) is installed, it should
6ENTPIPE
have sufcient capacity to allow the specied full NOMINAL$
amount of oil to ow through each side of the lter
at a given working temperature with a max. 0.3
#ONE
bar pressure drop across the lter (clean lter).
(
quired oil ow specied in the List of capacities,
i.e. the delivery rate of the fuel oil supply pump and
the fuel oil circulating pump, should be increased 4OPOFFUELOIL
SERVICETANK
by the amount of oil used for the backushing, so (
)NLETPIPE
that the fuel oil pressure at the inlet to the main en- ( NOMINAL$
(
In those cases where an automatically cleaned
lter is installed, it should be noted that in order
to activate the cleaning process, certain makers of 0IPE
NOMINAL$
lters require a greater oil pressure at the inlet to
the lter than the pump pressure specied. There-
(
178 38 393.3
The fuel oil lter should be based on heavy fuel oil
of: 130 cSt at 80 C = 700 cSt at 50 C = 7000 sec Flow m3/h Dimensions in mm
Redwood I/100 F. Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
1.3 150 32 15 100 600 171.3 1,000 550
Fuel oil ow ......................... see List of capacities 2.1 150 40 15 100 600 171.3 1,000 550
Working pressure .......................................... 10 bar 5.0 200 65 15 100 600 171.3 1,000 550
Test pressure ...................... according to class rule 8.4 400 80 15 150 1,200 333.5 1,800 1,100
11.5 400 90 15 150 1,200 333.5 1,800 1,100
Absolute neness .......................................... 50 m
19.5 400 125 15 150 1,200 333.5 1,800 1,100
Working temperature .................. maximum 150 C
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Oil viscosity at working temperature ............15 cSt 43.0 500 200 15 150 1,500 402.4 2,150 1,350
Pressure drop at clean lter ........maximum 0.3 bar * The maximum ow of the fuel oil circulation pump
Filter to be cleaned at a pressure
drop of ........................................maximum 0.5 bar Fig. 07.05.02: Fuel oil venting box
The external fuel systems (supply and circulat- Impact of fuel viscosity on engine operation
ing systems) have a varying effect on the heating
of the fuel and, thereby, the viscosity of the fuel Many factors inuence the actually required mini-
when it reaches the engine inlet. mum viscosity tolerance during start-up and low-
load operation:
Today, external fuel systems on-board are often
designed to have an optimum operation on HFO, engine condition and maintenance
which means that the temperature is kept high. fuel pump wear
engine adjustment (mainly starting index)
For low-viscosity distillate fuels like marine diesel actual fuel temperature in the fuel system.
oil (MDO) and marine gas oil (MGO), however, the
temperature must be kept as low as possible in Although achievable, it is difcult to optimise all
order to ensure a suitable viscosity at engine inlet. of these factors at the same time. This situation
complicates operation on fuels in the lowest end
of the viscosity range.
Fuel oil viscosity at engine inlet
The recommended fuel viscosity range for MAN Fuel oil cooler
B&W two-stroke engines at engine inlet is listed in
Table 7.05.03. To build in some margin for safe and reliable op-
eration and to maintain the required viscosity at
The lower fuel viscosity limit is 2 cSt engine inlet, installation of a cooler will be neces-
sary as shown in Fig. 7.01.01.
However, 3 cSt or higher is preferable as this will
minimise the risk of having problems caused by
wear for instance. Fuel oil chiller for extreme conditions
For low-viscosity fuel grades, care must be taken For the very low viscosity distillates, and/or for
not to heat the fuel too much and thereby reduce situations when a higher minimum viscosity is
the viscosity. required, a normal freshwater or seawater cooled
cooler may not be enough to cool the fuel suf-
ciently.
Range Fuel viscosity at engine inlet, cSt
Minimum 2 In such cases, installation of a chiller is a possi-
Normal, distillate 3 or higher bility. This solution is rarely used, however.
Normal, HFO 10-15
Maximum 20
Viscosity requirements of fuel pumps etc.
Table 7.05.03: Recommended fuel viscosity at engine inlet
The fuel viscosity does not only affect the engine.
In fact, most pumps in the external system (supply
Information about temperature viscosity relation- pumps, circulating pumps, transfer pumps and
ship of marine fuels is available in our publication: feed pumps for the centrifuge) also need viscosi-
ties above 2 cSt to function properly.
Guidelines for Operation on Fuels with less than
0.1% Sulphur, SL2014-593 MAN Diesel & Turbo recommends contacting the
actual pump maker for advice.
The publication is available at www.marine.man.eu
Two-Stroke Service Letters.
Lubricating Oil
8
MAN B&W 8.01
Page 1 of 2
The lubricating oil is pumped from a bottom tank has a drain arrangement so that oil condensed in
by means of the main lubricating oil pump to the the pipe can be led to a drain tank, see details in
lubricating oil cooler, a thermostatic valve and, Fig. 8.07.01.
through a fullow lter, to the engine inlet RU,
Fig. 8.01.01. Drains from the engine bedplate AE are tted on
both sides, see Fig. 8.07.02 Bedplate drain pipes.
RU lubricates main bearings, thrust bearing, axial
vibration damper, piston cooling, crosshead For external pipe connections, we prescribe a
bearings, crankpin bearings. It also supplies oil maximum oil velocity of 1.8 m/s.
to the Hydraulic Power Supply unit and to moment
compensator and torsional vibration damper.
Lubrication of turbochargers
From the engine, the oil collects in the oil pan,
from where it is drained off to the bottom tank, Turbochargers with slide bearings are normally
see Fig. 8.06.01a and b Lubricating oil tank, with lubricated from the main engine system. AB is
cofferdam. By class demand, a cofferdam must outlet from the turbocharger, see Figs. 8.03.01
be placed underneath the lubricating oil tank. to 8.03.04.
The engine crankcase is vented through AR by a Figs. 8.03.01 to 8.03.04 show the lube oil pipe
pipe which extends directly to the deck. This pipe arrangements for various turbocharger makes.
Deck
For detail of drain cowl,
Filling pipe see Fig. 8.07.01
For flow rates and capacities
for main engine, see List of Engine To drain tank
Pipe size,
capacities for actual engine type oil
see table
8.01.02
Min. 15
Full-flow filter,
see Section 8.05 E
Venting for
Lubricating oil inlet turbocharger/s
Hydraulic power for the ME hydraulic-mechanical With electrically driven pumps, the HPS unit dif-
system for activation of the fuel injection and the fers in having a total of three pumps which serve
exhaust valve is supplied by the Hydraulic Power as combined main and start-up pumps.
Supply (HPS) unit.
The HPS unit is mounted on the engine no matter
As hydraulic medium, normal lubricating oil is how its pumps are driven.
used, as standard taken from the engines main
lubricating oil system and ltered in the HPS unit.
HPS unit types
HPS connection to lubrication oil system Altogether, three HPS congurations are available:
The electronic signals to the FIVA valves are given an optional electrically driven HPS, option: 4 40
by the Engine Control System, see Chapter 16, 161, with 66% engine load available in case one
Engine Control System (ECS). pump is out.
Aft Fore
WI 8812
Hydralic oil
To hydraulic
cylinder unit
AR
Hydraulic Power Supply unit
System oil outlet
Safety and accumulator block
Fig. 8.02.01: Engine driven hydraulic power supply unit and lubricating oil pipes
TE 8112 I AH PT 8108 I AL Y
TI 8112 PT 8109 Z
TI 8117 I AH Y Lubr. oil to turbocharger
PI 8108 XC 8150
Filter unit AB
TE 8117
Back-flushing oil
Redundance
Main filter RW
filter
Hydraulic Power Supply Unit, Engine Driven, and Lubricating Oil Pipes
199 04 86-3.1
530 01 877.1.1
Page 2 of 2
8.02
MAN B&W 8.03
Page 1 of 1
PI 8103
E
E
TE 8117 I AH Y TE 8117 I AH Y
AB AB
Fig. 8.03.01: MAN turbocharger type TCA Fig. 8.03.02: Mitsubishi turbocharger type MET
PT 8103 I AL
PI 8103
ABB A-L
turbocharger
TI 8117
TE 8117 I AH Y
AB
524 26 81-4.2.0
The system oil consumption varies for different The circulating oil (lubricating and cooling oil)
engine sizes and operational patterns. Typical must be of the rust and oxidation inhibited type of
consumptions are in the range from oil of SAE 30 viscosity grade.
negligible to 0.1 g/kWh In short, MAN Diesel and Turbo recommends the
use of system oils with the following main proper-
subject to load, maintenance condition and in- ties:
stalled equipment like PTO.
SAE 30 viscosity grade
BN level 5 - 10
Lubricating oil centrifuges adequately corrosion and oxidation inhibited
adequate detergengy and dispersancy.
Automatic centrifuges are to be used, either with
total discharge or partial discharge. The adequate dispersion and detergent proper-
ties are in order to keep the crankcase and piston
The nominal capacity of the centrifuge is to be cooling spaces clean of deposits.
according to the suppliers recommendation for
lubricating oil, based on the gure: Alkaline circulating oils are generally superior in
this respect.
0.136 litre/kWh
The major international system oil brands listed
The Nominal MCR is used as the total installed below have been tested in service with acceptable
power. results.
The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specied...75 cSt at 50 C of titanium, unless freshwater is used in a central
Lubricating oil viscosity........... maximum 400 cSt * cooling water system.
Lubricating oil ow .............. see List of capacities
Design pump head ....................................... 4.1 bar Lubricating oil viscosity, specied...75 cSt at 50 C
Delivery pressure ......................................... 4.1 bar Lubricating oil ow .............. see List of capacities
Max. working temperature ............................. 70 C Heat dissipation .................. see List of capacities
Lubricating oil temperature, outlet cooler ...... 45 C
* 400 cSt is specied, as it is normal practice when Working pressure on oil side........................ 4.1 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side ............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water ow............... see List of capacities
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater ......................................................... 32 C
The ow capacity must be within a range from freshwater....................................................... 36 C
100 to 112% of the capacity stated. Pressure drop on water side .......maximum 0.2 bar
The pump head is based on a total pressure drop The lubricating oil ow capacity must be within a
across cooler and lter of maximum 1 bar. range from 100 to 112% of the capacity stated.
Referring to Fig. 8.01.01, the bypass valve shown The cooling water ow capacity must be within a
between the main lubricating oil pumps may be range from 100 to 110% of the capacity stated.
omitted in cases where the pumps have a builtin
bypass or if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position 005 to prevent lower than 10 C.
an excessive oil level in the oil pan if the centrifugal
pump is supplying too much oil to the engine. The pressure drop may be larger, depending on
the actual cooler design.
During trials, the valve should be adjusted by
means of a device which permits the valve to be
closed only to the extent that the minimum ow Lubricating oil temperature control valve
area through the valve gives the specied lubri-
cating oil pressure at the inlet to the engine at full The temperature control system can, by means of
normal load conditions. It should be possible to a threeway valve unit, bypass the cooler totally
fully open the valve, e.g. when starting the engine or partly.
with cold oil.
Lubricating oil viscosity, specied ....75 cSt at 50 C
It is recommended to install a 25 mm valve (pos. Lubricating oil ow .............. see List of capacities
006), with a hose connection after the main lubri- Temperature range, inlet to engine .........40 47 C
cating oil pumps, for checking the cleanliness of
the lubricating oil system during the ushing pro-
cedure. The valve is to be located on the under-
side of a horizontal pipe just after the discharge
from the lubricating oil pumps.
Lubricating oil ow .............. see List of capacities If a lter with a backushing arrangement is in-
Working pressure ......................................... 4.1 bar stalled, the following should be noted:
Test pressure .....................according to class rules
Absolute neness .........................................40 m* The required oil ow, specied in the List of
Working temperature ............. approximately 45 C capacities, should be increased by the amount
Oil viscosity at working temp. ............. 90 100 cSt of oil used for the backushing, so that the
Pressure drop with clean lter ....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop .......................maximum 0.5 bar
If an automatically cleaned lter is installed, it
* The absolute neness corresponds to a nominal should be noted that in order to activate the
neness of approximately 25 m at a retaining cleaning process, certain makes of lter require
rate of 90%. a higher oil pressure at the inlet to the lter than
the pump pressure specied. Therefore, the
The ow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.
Flushing of lubricating oil components and Both ends of all pipes must be closed/sealed
piping system at the shipyard during transport.
During installation of the lubricating oil system Before nal installation, carefully check the in-
for the main engine, it is important to minimise or side of the pipes for rust and other kinds of for-
eliminate foreign particles in the system. This is eign particles.
done as a nal step onboard the vessel by ush-
ing the lubricating oil components and piping Never leave a pipe end uncovered during as-
system of the MAN B&W main engine types ME/ sembly.
ME-C/ME-B/-GI before starting the engine.
Bunkering and lling the system
At the shipyard, the following main points should Tanks must be cleaned manually and inspected
be observed during handling and ushing of the before lling with oil.
lubricating oil components and piping system:
When lling the oil system, MAN Diesel & Turbo
Before and during installation recommends that new oil is bunkered through 6
Components delivered from subsuppliers, such m ne lters, or that a purier system is used.
as pumps, coolers and lters, are expected to New oil is normally delivered with a cleanliness
be clean and rust protected. However, these level of XX/23/19 according to ISO 4406 and,
must be spot-checked before being connected therefore, requires further cleaning to meet our
to the piping system. specication.
All piping must be nished in the workshop Flushing the piping with engine bypass
before mounting onboard, i.e. all internal welds When ushing the system, the rst step is to by-
must be ground and piping must be acid-treat- pass the main engine oil system. Through tem-
ed followed by neutralisation, cleaned and cor- porary piping and/or hosing, the oil is circulated
rosion protected. through the vessels system and directly back to
the main engine oil sump tank.
610 m
Autofilter
Filter unit
Cooler
Back flush Pumps
Tank sump
Purifier
6 m Filter unit
Temporary hosing/piping
178 61 99-7.0
Fig. 8.05.01: Lubricating oil system with temporary hosing/piping for ushing at the shipyard
If the system has been out of operation, un- Flushing the engine oil system
used for a long time, it may be necessary to The second step of ushing the system is to
spot-check for signs of corrosion in the system. ush the complete engine oil system. The pro-
Remove end covers, bends, etc., and inspect cedure depends on the engine type and the
accordingly. condition in which the engine is delivered from
the engine builder. For detailed information we
It is important during ushing to keep the oil recommend contacting the engine builder or
warm, approx 60 C, and the ow of oil as high MAN Diesel & Turbo.
as possible. For that reason it may be necessary
to run two pumps at the same time. Inspection and recording in operation
Inspect the lters before and after the sea trial.
Filtering and removing impurities
In order to remove dirt and impurities from the During operation of the oil system, check the
oil, it is essential to run the purier system dur- performance and behaviour of all lters, and
ing the complete ushing period and/or use a note down any abnormal condition. Take im-
bypass unit with a 6 m ne lter and sump-to- mediate action if any abnormal condition is ob-
sump ltration, see Fig. 8.05.01. served. For instance, if high differential pressure
occurs at short intervals, or in case of abnormal
Furthermore, it is recommended to reduce the back ushing, check the lters and take appro-
lter mesh size of the main lter unit to 10-25 m priate action.
(to be changed again after sea trial) and use the
6 m ne lter already installed in the auto-lter Further information and recommendations regard-
for this temporary installation, see Fig. 8.05.01. ing ushing, the specied cleanliness level and
This can lead to a reduction of the ushing time. how to measure it, and how to use the NAS 1638
oil cleanliness code as an alternative to ISO 4406,
The ushing time depends on the system type, are available from MAN Diesel & Turbo.
the condition of the piping and the experience of
the yard. (15 to 26 hours should be expected).
%NGINEBUILDERSSUPPLY
/ILANDTEMPERATURERESISTANT
RUBBERLAYERS YARDSSUPPLY
178 07 416.1
CL. cyl. 5
CL. cyl. 2
A B
**H3
H2 H1
L
A B **W D1 Cofferdam
5 cyl.
*1,135
5 2
538
125 mm air pipe
H0
6 cyl.
Oil outlet from
turbocharger
for pipe size see 125 mm air pipe
List of counterflange 6 2
2,220 Cofferdam
7 5 2
8 cyl.
8 5 2
9 Cyl.
Cyl. No.
9 7 5 2
078 37 85-0.4.3
Cylinder Drain at
D0 D1 H0 H1 H2 H3 W L OL Qm3
No. cylinder No.
4 24 175 375 885 375 75 300 400 4,500 785 7.8
5 25 200 425 925 425 85 300 400 5,250 825 9.6
6 26 200 425 1,005 425 85 300 400 6,750 905 13.6
7 257 225 450 1,035 450 90 300 400 7,500 935 15.6
8 258 250 475 1,085 475 95 400 500 8,250 985 18.0
9 2-5-7-9 250 475 1,115 475 95 400 500 9,750 1,015 22.0
If space is limited, however, other solutions are Lubricating oil tank operating conditions
possible. Minimum lubricating oil bottom tank vol-
ume (m3) is: The lubricating oil bottom tank complies with the
rules of the classication societies by operation
4 cyl. 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. under the following conditions:
7.8 9.6 11.8 13.9 15.8 18.5
Angle of inclination, degrees
Athwartships Fore and aft
Static Dynamic Static Dynamic
15 22.5 5 7.5
Crankcase Venting
D2 D1
Roof
Drain cowl
Inside diam. of
drain pipe: 10mm.
Hole diameter: 45 mm
Venting of crankcase inside To be equipped with flame
D3 diam. of pipe: 40 mm screen if required by local
legislation, class rules or
if the pipe length is less
min. 15 than 20 metres
Drain
cowl
AR
AR
To drain tank.
079 61 005.4.0d
The venting pipe has to be equipped with a drain cowl as shown in detail D2 and D3.
Note that only one of the above solutions should be chosen.
Start-up /
Back-up
pumps
Hydraulic power
supply unit
Drain, cylinder frame
Fore
AE
121 15 35-1.3.1
Venting of engine plant equipment separately It is not recommended to join the individual vent-
ing pipes in a common venting chamber as shown
The various tanks, engine crankcases and turbo- in Fig. 8.07.03b.
chargers should be provided with sufcient vent-
ing to the outside air. In order to avoid condensed oil (water) from block-
ing the venting, all vent pipes must be vertical or
MAN Diesel & Turbo recommends to vent the in- laid with an inclination.
dividual components directly to outside air above
deck by separate venting pipes as shown in Fig. Additional information on venting of tanks is avail-
8.07.03a. able from MAN Diesel & Turbo, Copenhagen.
Deck
Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank
To drain
tank
AR
AV
10mm orifice
Main engine
Fig. 8.07.03a: Separate venting of all systems directly to outside air above deck
Deck
Venting chamber
Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank
To drain
tank
079 61 00-5.1.1
The special suction arrangement for purier suc- This special arrangement for purier suction will
tion in connection with the ME engine (Integrated ensure that a good cleaning effect on the lubrica-
system). tion oil is obtained.
The back-ushing oil from the self cleaning 6 m If found protable the back-ushed lubricating oil
hydraulic control oil lter unit built onto the engine from the main lubricating oil lter (normally a 50 or
is contaminated and it is therefore not expedient to 40 m lter) can also be returned into the special
lead it directly into the lubricating oil sump tank. back-ushing oil drain tank.
8X50
holes
it. Therefore, we suggest that the lubricating
oil sump tank is modied for the ME engines in
order not to have this contaminated lubricating
50
hydraulic control oil mixed up in the total amount Oil level
of lubricating oil. The lubricating oil sump tank is
designed with a small back-ushing hydraulic Branch pipe to
backflushing
control oil drain tank to which the back-ushed hydraulic control
Sump
D
oil drain tank
hydraulic control oil is led and from which the lu- tank
bricating oil purier can also suck. D
Backflushing
D/3
D/3
hydraulic control
This is explained in detail below and the principle oil drain tank
is shown in Fig. 8.08.01. Three suggestions for the
arrangement of the drain tank in the sump tank Lubricating Pipe 400
oil tank bottom or 400
are shown in Fig. 8.08.02 illustrates another sug- 178 52 496.2
gestion for a back-ushing oil drain tank. Fig. 8.08.01: Backushing servo oil drain tank
As an option, the engine can be prepared for the Hydraulic control oil tank
use of a separate hydraulic control oil system
Fig. 8.09.01. The tank can be made of mild steel plate or be a
part of the ship structure.
The separate hydraulic control oil system can be
built as a unit, or be built streamlined in the engine The tank is to be equipped with ange connec-
room with the various components placed and tions and the items listed below:
fastened to the steel structure of the engine room. 1 Oil lling pipe
1 Outlet pipe for pump suctions
The design and the dimensioning of the various 1 Return pipe from engine
components are based on the aim of having a reli- 1 Drain pipe
able system that is able to supply lowpressure oil 1 Vent pipe.
to the inlet of the enginemounted highpressure
hydraulic control oil pumps at a constant pres- The hydraulic control oil tank is to be placed at
sure, both at engine standby and at various en- least 1 m below the hydraulic oil outlet ange, RZ.
gine loads.
Hydraulic control oil cooler Off-line hydraulic control oil ne lter / purier
The cooler must be of the plate heat exchanger or Shown in Fig. 8.09.01, the off-line ne lter unit or
shell and tube type. purier must be able to treat 15-20% of the total
oil volume per hour.
The following data is specied in Table 8.09.02:
Heat dissipation The ne lter is an off-line lter and removes me-
Oil ow rate tallic and non-metallic particles larger than 0,8 m
Oil outlet temperature as well as water and oxidation residues. The lter
Maximum oil pressure drop across the cooler has a pertaining pump and is to be tted on the
Cooling water ow rate top of the hydraulic control oil tank.
Water inlet temperature
Maximum water pressure drop across the cooler. A suitable ne lter unit is:
Make: CJC, C.C. Jensen A/S, Svendborg,
Denmark - www.cjc.dk.
Temperature controlled threeway valve
For oil volume <10,000 litres:
The valve must act as a control valve, with an ex- HDU 27/-MZ-Z with a pump ow of 15-20% of the
ternal sensor. total oil volume per hour.
The following data is specied in Table 8.09.02: For oil volume >10,000 litres:
Capacity HDU 27/-GP-DZ with a pump ow of 15-20% of
Adjustable temperature range the total oil volume per hour.
Maximum pressure drop across the valve.
Temperature indicator
Hydraulic control oil lter
The temperature indicator is to be of the liquid
The lter is to be of the duplex full ow type with straight type.
manual change over and manual cleaning or of
the automatic self cleaning type.
Pressure indicator
A differential pressure gauge is tted onto the
lter. The pressure indicator is to be of the dial type.
Piping
Engine
2WTKGTQT RW
PGNVGTWPKV
PI 1301 I RZ
Manhole
Drain to waste oil tank
Water drain
Cylinder Lubrication
9
MAN B&W 9.01
Page 1 of 2
The cylinder oil lubricates the cylinder and pis- BN 15 - 40 are low-BN cylinder lubricating oils,
ton. The oil is used in order to reduce friction, currently available to the market in the BN levels
introduce wear protection and inhibit corrosion. 17, 25 and 40. However, development continues
It cleans the engine parts and keep combustion and in the future there could be oils with other BN
products in suspension. levels. Good performance of the low-BN oil is the
most important factor for deciding.
Cylinder lubricators
Two-tank cylinder oil supply system
Each cylinder liner has a number of lubricating
quills, through which oil is introduced from the Supporting the cylinder lubrication strategy for
MAN B&W Alpha Cylinder Lubricators, see Sec- MAN B&W engines to use two different BN cyl-
tion 9.02. inder oils according to the applied fuel sulphur
content, storage and settling tanks should be ar-
The oil is pumped into the cylinder (via non-return ranged for the two cylinder oils separately.
valves) when the piston rings pass the lubricating
orices during the upward stroke. A cylinder lubricating oil supply system with sepa-
rate tanks for high- and low-BN cylinder oils is
The control of the lubricators is integrated in the shown in Fig. 9.02.02a.
ECS system. An overview of the cylinder lubricat-
ing oil control system is shown in Fig. 9.02.02b.
Cylinder oil feed rate (dosage)
Cylinder lubrication strategy The minimum feed rate is 0.6 g/kWh and this is
the amount of oil that is needed to lubricate all the
MAN Diesel & Turbo recommends using cylinder parts sufciently. Continuously monitoring of the
lubricating oils characterised primarily by their cylinder condition and analysing drain oil samples
Base Number (BN) and SAE viscosity and to use are good ways to optimise the cylinder oil feed
a feed rate according to the cylinder oils BN and rate and consumption and to safeguard the en-
the fuels sulphur content. gine against wear.
The BN is a measure of the neutralization capac- Adjustment of the cylinder oil dosage to the sul-
ity of the oil. What BN level to use depends on the phur content in the fuel being burnt is explained in
sulphur content of the fuel. Section 9.02.
In short, MAN Diesel and Turbo recommends the Further information about cylinder lubrication is
use of cylinder oils with the following main proper- available in MAN Diesel & Turbos most current
ties: Service Letters on this subject.
MAN B&W MC/MC-C, ME/ME-C, ME-B engines Mark 8 and higher 198 85 66-9.2
MAN B&W 9.02
Page 1 of 6
The MAN B&W Alpha cylinder lubrication system, Regarding the lter and the small tank for heater,
see Figs. 9.02.02a and 9.02.02b, is designed to please see Fig. 9.02.05.
supply cylinder oil intermittently, for instance every
2, 4 or 8 engine revolutions with electronically con-
trolled timing and dosage at a dened position. Alpha Lubricator variants
Separate storage and service tanks are installed Since the Alpha Lubricator on ME and ME-B en-
for each of the different Base Number (BN) cyl- gines are controlled by the engine control system,
inder oils used onboard ships operating on both it is also referred to as the ME lubricator on those
high- and low-sulphur fuels. engines.
The cylinder lubricating oil is pumped from the A more advanced version with improved injec-
cylinder oil storage tank to the service tank, the tion exibility, the Alpha Lubricator Mk 2, is be-
size of which depends on the owners and the ing introduced on the G95/50/45/40ME-C9, the
yards requirements, it is normally dimensioned G/S90ME-C10 and S50ME-C9 including their GI
for about one weeks cylinder lubricating oil and LGI dual fuel variants.
consumption.
Further information about the Alpha Lubricator Mk
Cylinder lubricating oil is fed to the Alpha cylinder 2 is available in our publication:
lubrication system by gravity from the service
tank. Service Experience MAN B&W Two-stroke Engines
The oil fed to the injectors is pressurised by the The publication is available at www.marine.man.eu
Alpha Lubricator which is placed on the hydrau- Two-Stroke Technical Papers.
lic cylinder unit (HCU) and equipped with small
multipiston pumps.
It is a wellknown fact that the actual need for After a running-in period of 500 hours, the feed
cylinder oil quantity varies with the operational rate sulphur proportional factor is 0.20 - 0.40 g/
conditions such as load and fuel oil quality. Con- kWh S%. The actual ACC factor will be based
sequently, in order to perform the optimal lubrica- on cylinder condition, and preferably a cylinder oil
tion costeffectively as well as technically the feed rate sweep test should be applied. The ACC
cylinder lubricating oil dosage should follow such factor is also referred to as the Feed Rate Factor.
operational variations accordingly.
Examples of average cylinder oil consumption
The Alpha lubricating system offers the possibility based on calculations of the average worldwide
of saving a considerable amount of cylinder lubri- sulphur content used on MAN B&W two-stroke
cating oil per year and, at the same time, to obtain engines are shown in Fig. 9.02.01a and b.
a safer and more predictable cylinder condition.
Typical dosage (g/kWh)
1.20
Alpha ACC (Adaptive Cylinder-oil Control) is the 1.10
lubrication mode for MAN B&W two-stroke en- 1.00
0.90
gines, i.e. lube oil dosing proportional to the en- 0.80
gine load and proportional to the sulphur content 0.70
0.60
in the fuel oil being burnt. 0.50
0.40
0.30
0.20
Working principle 0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
The feed rate control should be adjusted in rela-
tion to the actual fuel quality and amount being 178 61 196.1
The recommendations are valid for all plants, Further information about cylinder oil dosage is
whether controllable pitch or xed pitch propellers available in MAN Diesel & Turbos most current
are used. The specic minimum dosage at lower- Service Letters on this subject available at www.
sulphur fuels is set at 0.6 g/kWh. marine.man.eu Two-Stroke Service Letters.
In case of low engine room temperature, it can be The engine builder is to make the insulation and
difcult to keep the cylinder oil temperature at heating of the main cylinder oil pipe on the
45 C at the MAN B&W Alpha Lubricator, mounted engine. Moreover, the engine builder is to mount
on the hydraulic cylinder. the terminal box and the thermostat on the
engine, see Fig. 9.02.03.
Therefore the cylinder oil pipe from the small tank
for heater element in the vessel and the main cyl- The ship yard is to make the insulation of the cyl-
inder oil pipe on the engine is insulated and elec- inder oil pipe in the engine room. The heating ca-
tricallly heated, see Figs. 9.02.02a and 9.03. ble (yard supply) is to be mounted from the small
tank for heater element to the terminal box on the
engine, see Figs. 9.02.02a and 9.03.
Deck
Filling pipe
Filling pipe Filling pipe Filling pipe
Cylinder oil
High Low service tank
BN BN
Cylinder oil
service tank
LS 8212 AL
Heater with set
point of 45 C
TI
heater element
Min. 3,000 mm
Min. 2,000 mm
Heating cable,
yard supply Alu-tape
Heating cable
AC
079 62 94-5.0.1
Fig. 9.02.02a: Cylinder lubricating oil system with dual service tanks for two different base number (BN) cylinder oils
Cylinder Cylinder
liner *) liner *)
*) The number of cylinder lubricating points
depends on the actual engine type
Lubricator
Lubricator
Feedback sensor Feedback sensor
Level switch Level switch
Cylinder Cylinder
Control Unit Control Unit
178 49 834.10b
Fig. 9.02.02b: Cylinder lubricating oil system. Example from 80/70/65ME-C/-GI/-LGI engines
4EMPERATURESWITCH
!##YLINDERLUBRICATION
&ORWARDCYL
Terminal box
!FTCYL
0OWER)NPUT
(EATINGCABLE
SHIPBUILDER
SUPPLY
0OWER
)NPUT
(EATINGCABLE
SHIPBUILDER
SUPPLY
4ERMINALBOX
4EMPERATURE
SWITCH
178 53 716.0
40ME-C 50-45ME-C
TE 8202 C AH
AC
508 22 04-6.5.1a
The item no. refer to Guidance Values Automation. The letters refer to list of Counteranges
40ME-C 50-45ME-C
TE 8202 C AH
AC
508 22 04-6.5.1c
The item no. refer to Guidance Values Automation. The letters refer to list of Counteranges
4x19
for mounting
154
To engine
connection AC
Flange 140
4x18 PCD 100
(EN362F0042)
425 91
260
850 268
920 410
239
178 52 758.2
10
MAN B&W 10.01
Page 1 of 1
For engines running on heavy fuel, it is important The amount of drain oil from the stufng boxes is
that the oil drained from the piston rod stufng about 5 10 litres/24 hours per cylinder during
boxes is not led directly into the system oil, as normal service. In the runningin period, it can be
the oil drained from the stufng box is mixed with higher.
sludge from the scavenge air space.
The relatively small amount of drain oil is led to
The performance of the piston rod stufng box on the general oily waste drain tank, HFO settling
the engines has proved to be very efcient, pri- tank or is burnt in the incinerator, Fig. 10.01.01.
marily because the hardened piston rod allows a (Yards supply).
higher scraper ring pressure.
Yards supply
AG
DN=32 mm
198 97 448.3
Low-temperature
Cooling Water
11
MAN B&W 11.01
Page 1 of 2
The low-temperature (LT) cooling water system MAN Diesel & Turbo recommends keeping a re-
supplies cooling water for the lubricating oil, jack- cord of all tests to follow the condition and chemi-
et water and scavenge air coolers. cal properties of the cooling water and notice how
it develops. It is recommended to record the qual-
The LT cooling water system can be arranged in ity of water as follows:
several congurations like a:
Once a week:
Central cooling water system being the most
common system choice and the basic execution Take a sample from the circulating water dur-
for MAN B&W engines, EoD: 4 45 111 ing running, however not from the expansion
tank nor the pipes leading to the tank. Check
Seawater cooling system being the most sim- the condition of the cooling water. Test kits
ple system and available as an option: 4 45 110 with instructions are normally available from
the inhibitor supplier.
Combined cooling water system with seawa-
ter-cooled scavenge air cooler but freshwater- Every third month:
cooled jacket water and lubricating oil cooler,
available as an option: 4 45 117. Take a water sample from the system during
running, as described above in Once a week.
Principle diagrams of the above LT cooling water Send the sample for laboratory analysis.
systems are shown in Fig. 11.01.01a, b and c and
descriptions are found later in this chapter. Once a year:
Further information and the latest recommenda- Empty, ush and rell the cooling water sys-
tions concerning cooling water systems are found tem. Add the inhibitor.
in MAN Diesel & Turbos Service Letters available
at www.marine.man.eu Two-Stroke Service For further information please refer to our recom-
Letters. mendations for treatment of the jacket water/
freshwater. The recommendations are available
from MAN Diesel & Turbo, Copenhagen.
Chemical corrosion inhibition
Various types of inhibitors are available but, gen- Cooling system for main engines with EGR
erally, only nitrite-borate based inhibitors are rec-
ommended. For main engines with exhaust gas recirculation
(EGR), a central cooling system using freshwater
Where the inhibitor maker species a certain as cooling media will be specied.
range as normal concentration, we recommend to
maintain the actual concentration in the upper end Further information about cooling water systems
of that range. for main engines with EGR is available from MAN
Diesel & Turbo, Copenhagen.
Central cooling
pumps
Jacket Sea water
water Freshwater
cooler
Aux. Central
equipment cooler
Tin 10 C
568 25 971.0.0a
Set point:
10 C
Aux.
equipment
Tin 10 C
568 25 971.0.0b
Sea water
Central cooling Freshwater
pumps
Jacket
water
cooler
Aux. Central
equipment cooler
Tin 0 C
Sea water pumps
568 25 971.0.0c
The central cooling water system is characterised To achieve an optimal engine performance
by having only one heat exchanger cooled by regarding fuel oil consumption and cylinder
seawater. The other coolers, including the jacket condition, it is important to ensure the lowest
water cooler, are then cooled by central cooling possible cooling water inlet temperature at
water. the scavenge air cooler.
Expansion
tank central
cooling water LAL
Set point 10 C, see text
2)
TI 2) 2)
PT 8421 I AH AL
TI TI
TE 8422 I AH
Lub. oil
*) Filling cooler
Central N
3)
cooler AS
*) TI P
10
Sugge-
sted 1) Various
PI TI PI TI inhibitor auxiliary TE 8423 I
equipment Main
dosing engine
Central tank Jacket Cooling water
Seawater cooling water drain, air cooler
pumps water cooler
pumps
Drain TI
High sea PI
chest
Seawater inlet
Seawater
inlet
Low sea chest
078 70 227.6.0
*) Optional installation
Cooling water pump capacities The expansion tank volume has to be 10% of the
total central cooling water amount in the system.
The pump capacities listed by MAN Diesel and The 10% expansion tank volume is dened as the
Turbo cover the requirement for the main engine volume between the lowest level (at the low level
only. alarm sensor) and the overow pipe or high level
alarm sensor, see note 4) in Fig. 11.02.01.
For any given plant, the specic capacities have
to be determined according to the actual plant If the pipe system is designed with possible air
specication and the number of auxiliary equip- pockets, these have to be vented to the expansion
ment. Such equipment include GenSets, starting tank.
air compressors, provision compressors, aircon-
ditioning compressors, etc., see note 1) in Fig.
11.02.01.
Heat dissipation ................. see List of Capacities A guideline for selecting centrifugal pumps is
Central cooling water given in Section 6.04.
ow ................................ see List of Capacities
Central cooling water temperature, outlet ..... 36 C
Pressure drop on Central cooling water thermostatic valve
central cooling side ........................ max. 0.7 bar
Seawater ow ..................... see List of Capacities The low temperature cooling system is to be
Seawater temperature, inlet ........................... 32 C equipped with a threeway valve, mounted as a
Pressure drop on mixing valve, which bypasses all or part of the
seawater side .......................... maximum 1.0 bar freshwater around the central cooler.
The pressure drop may be larger, depending on The sensor is to be located at the outlet pipe from
the actual cooler design. the thermostatic valve and is set to keep a tem-
perature of 10 C.
The heat dissipation and the seawater ow gures
are based on MCR output at tropical conditions,
i.e. a seawater temperature of 32 C and an ambi-
ent air temperature of 45 C.
The seawater cooling system is an option for With an inlet temperature of maximum 32 C
cooling the main engine lubricating oil cooler, the (tropical conditions), the maximum temperature
jacket water cooler and the scavenge air cooler by increase is 18 C.
seawater, see Fig. 11.04.01. The seawater system
consists of pumps and a thermostatic valve. In order to prevent the lubricating oil from stiffen-
ing during cold services, a thermostatic valve is to
be installed. The thermostatic valve recirculates all
Cooling water temperature or part of the seawater to the suction side of the
pumps. A set point of 10 C ensures that the cool-
The capacity of the seawater pump is based on ing water to the cooling consumers will never fall
the outlet temperature of the seawater being max- below this temperature.
imum 50 C after passing through the main engine
lubricating oil cooler, the jacket water cooler and
the scavenge air cooler.
2)
Freshwater:
Seawater: 2) 2)
PT 8421 I AH AL
TI TE 8422 I AH
Lub.oil
cooler N
AS
TI P
1) Various
auxiliary TE 8423 I
PI TI Main
equipment
engine
Jacket Cooling water
Seawater water drain, air cooler
pumps cooler
Set point 10 C
TI
High sea
chest
Seawater inlet
Seawater
inlet
078 54 40-9.5.1
The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Seawater ow ..................... see List of Capacities
Pump head ...................................................2.5 bar Heat dissipation ................. see List of Capacities
Test pressure ...................... according to class rule Seawater ow .................... see List of Capacities
Working temperature .................... maximum 50 C Seawater temperature,
for seawater cooling inlet, max.................. 32 C
The ow capacity must be within a range from Pressure drop on cooling water side .... 0.3-0.8 bar
100 to 110% of the capacity stated.
The heat dissipation and the seawater ow are
The pump head of the pumps is to be determined based on an MCR output at tropical conditions,
based on the total actual pressure drop across i.e. seawater temperature of 32 C and an ambient
the seawater cooling water system. air temperature of 45 C.
The combined cooling water system is charac- With an inlet temperature of maximum 36 C
terised by having one heat exchanger and the (tropical conditions), the maximum temperature
scavenge air cooler cooled by seawater. The other increase is 18 C.
coolers, including the jacket water cooler, are then
cooled by central cooling water. To achieve an optimal engine performance re-
garding fuel oil consumption and cylinder condi-
In this system, the cooling water to the scavenge tion, it is important to ensure the lowest possible
air cooler will always be approx. 4 C lower than in cooling water inlet temperature at the scavenge
a central cooling water system. air cooler.
2) 2)
5) TI TI TI TE 8423 I
*) Filling P
Central AS
3) Lub. oil
cooler
cooler
N Scavenge
10 *)
Suggested TI air
Various cooler Main
inhibitor TE 8422 I AH
PI TI PI TI auxiliary engine
dosing tank
equipment PT 8421 I AH AL
Central 1)
Seawater cooling
pumps Jacket water
water
cooler
pumps Drain
PI Cooling water
High sea TI drain, air cooler
chest
Seawater
inlet
Sample
Seawater
Drain
inlet
Low sea
chest
078 70 970.4.0
*) Optional installation
Heat dissipation ................. see List of Capacities A guideline for selecting centrifugal pumps is
Central cooling water given in Section 6.04.
ow ................................ see List of Capacities
Central cooling water temperature, outlet ..... 36 C
Pressure drop on Central cooling water thermostatic valve
central cooling side ........................ max. 0.7 bar
Seawater ow ..................... see List of Capacities The low temperature cooling system is to be
Seawater temperature, inlet ........................... 32 C equipped with a threeway valve, mounted as a
Pressure drop on mixing valve, which bypasses all or part of the
seawater side .......................... maximum 1.0 bar freshwater around the central cooler.
The pressure drop may be larger, depending on The sensor is to be located at the outlet pipe from
the actual cooler design. the thermostatic valve and is set to keep a tem-
perature of 10 C.
The heat dissipation and the seawater ow gures
are based on MCR output at tropical conditions,
i.e. a seawater temperature of 32 C and an ambi-
ent air temperature of 45 C.
Scavenge
air cooler
TE 8423 I
TI 8423
AS AS
P
TI 8422 PI 8421
TE 8422 I AH PT 8421 I AL
317 47 311.0.1
The letters refer to list of Counteranges. The item no. refer to Guidance Values Automation
Fig. 11.08.01a: Cooling water pipes for engines with one turbocharger
Spare Spare
PT 8421 I AH AL TI 8422
PI 8421 TE 8422 I AH
N
TI 8423-2 TI 8423-1
TE 8423-2 I TE 8423-1 I
AS AS
121 14 99-1.9.0
The letters refer to list of Counteranges. The item no. refer to Guidance Values Automation
Fig. 11.08.01b: Cooling water pipes for engines with two or more turbochargers
High-temperature
Cooling Water
12
MAN B&W 12.01
Page 1 of 3
The high-temperature (HT) cooling water system, Where the inhibitor maker species a certain
also known as the jacket cooling water (JCW) range as normal concentration, we recommend to
system, is used for cooling the cylinder liners, cyl- maintain the actual concentration in the upper end
inder covers and exhaust gas valves of the main of that range.
engine and heating of the fuel oil drain pipes, see
Fig. 12.01.01. MAN Diesel & Turbo recommends keeping a re-
cord of all tests to follow the condition and chemi-
The jacket water pump draws water from the jack- cal properties of the cooling water and notice how
et water cooler outlet, through a deaerating tank it develops. It is recommended to record the qual-
and delivers it to the engine. ity of water as follows:
The engine jacket water must be carefully treated, For further information please refer to our recom-
maintained and monitored so as to avoid cor- mendations for treatment of the jacket water/
rosion, corrosion fatigue, cavitation and scale freshwater. The recommendations are available
formation. Therefore, it is recommended to install from MAN Diesel & Turbo, Copenhagen.
a chemical corrosion inhibitor dosing tank and a
means to take water samples from the JCW sys-
tem. Cooling water drain for maintenance
Preheater system The time period required for increasing the jacket
water temperature from 20 C to 50 C will de-
During short stays in port (i.e. less than 4-5 days), pend on the amount of water in the jacket cooling
it is recommended that the engine is kept pre- water system and the engine load
heated. The purpose is to prevent temperature
variation in the engine structure and correspond- Note:
ing variation in thermal expansions and possible The above considerations for start of cold engine
leakages. are based on the assumption that the engine has
already been well run-in.
The jacket cooling water outlet temperature
should be kept as high as possible and should For further information, please refer to our publi-
(before starting up) be increased to at least 50 C. cation titled:
Preheating could be provided in form of a built-in
preheater in the jacket cooling water system or by Inuence of Ambient Temperature Conditions
means of cooling water from the auxiliary engines,
or a combination of the two. The publication is available at www.marine.man.
eu Two-Stroke Technical Papers.
Preheating procedure
Freshwater generator
In order to protect the engine, some minimum
temperature restrictions have to be considered A freshwater generator can be installed in the
before starting the engine and, in order to avoid JCW circuit for utilising the heat radiated to the
corrosive attacks on the cylinder liners during jacket cooling water from the main engine.
starting.
Drain
Alarm device box
M 2) TI 8413
L LS 8412 AL
C2 C2
AN C1 Filling C1
Water inlet *) Inhibitor dosing tank
for cleaning turbocharger 10
BD Preheater *) Preheater
AH pump
AF
Tracing of
fuel oil
drain pipe
P1 PI PI TI *) 1) TI *) 1)
AE AE K Drain
Jacket water pumps
Sample Deaerating
Main engine PT 8401 I AL YL tank
573 06 71-9.0.0
Notes:
1) Orices (or lockable adjustable valves) to be installed in order to create a differential pressure identical to that of the jacket water
cooler / freshwater generator at nominal jacket water pump capacity.
2) (Optional) Orices (or lockable adjustable valves) to be installed in order to create a min. inlet pressure indicated at sensor
PT 8401 above the min. pressure stated in the Guidance Values Automation (GVA) at engine inlet connection K.
3) Orices with small size hole to be installed for avoiding jacket water ow through the expansion tank.
*) Optional installation
Jacket water cooling pump The heat dissipation and ow are based on SMCR
output at tropical conditions, i.e. seawater tem-
The pumps are to be of the centrifugal type. perature of 32 C and an ambient air temperature
of 45 C.
Pump ow rate/Jacket water
ow ................................ see List of Capacities
Pump head (see below note) ........................3.0 bar Jacket water thermostatic regulating valve
Delivery pressure ...............depends on location of
the expansion tank The main engine cooling water outlet should be
Test pressure ....................according to Class rules kept at a xed temperature of 90 C, independent-
Working temperature ..................................... 90 C ly of the engine load. This is done by a three-way
Max. temperature (design purpose) ............. 100 C thermostatic regulating valve.
The ow capacity must be within a range from Jacket water ow ............... see List of Capacities
100 to 110% of the capacity stated. Max. working temperature ..................up to 100 C
Max. pressure drop ....................................~0.3 bar
The pump head of the pumps is to be determined Actuator type......................... electric or pneumatic
based on the total actual pressure drop across Recommended leak rate ............. less than 0.5% of
the cooling water system i.e. pressure drop across nominal ow
the main engine, jacket water cooler, three-way
valve, valves and other pipe components Note:
A low valve leak rate specied for the valve port
A guideline for selecting centrifugal pumps is against the cooler will provide better utilisation of
given in Section 6.04. the heat available for the freshwater production.
Normally the jacket water cooler is most likely to The expansion tank shall be designed as open to
be of the plate heat exchanger type but could also atmosphere. Venting pipes entering the tank shall
be of the shell and tube type. terminate below the lowest possible water level
i.e. below the low level alarm.
Heat dissipation ................. see List of Capacities
Jacket water ow ............... see List of Capacities The expansion tank must be located at least 15 m
Jacket water temperature, inlet...................... 90 C above the top of the main engine exhaust gas
Max. working temperature ..................up to 100 C valves.
Max. pressure drop
on jacket water side ................................0.5 bar The expansion tank volume has to be at least 10%
of the total jacket cooling water amount in the sys-
Cooling water ow.............. see List of Capacities tem.
Cooling water temp., inlet SW cooled .......... ~38 C
Cooling water temp., inlet FW cooled .......... ~42 C The 10% expansion tank volume is dened as the
Max pressure drop on cooling side .............0.5 bar volume between the lowest level (at the low level
alarm sensor) and the overow pipe or high level
The cooler should be built in following materials: alarm sensor.
Sea water cooled ..........SW resistant (e.g. titanium
or Cu alloy for tube coolers)
Freshwater cooled............................ stainless steel
Deaerating tank
3
Max. jacket water capacity 120 m /h 300 m3/h
Dimensions in mm
Max. nominal diameter 125 200
A 600 800
&
(
B 125 210
!
%
'
C 5 5
D 150 150
$
E 300 500
+
F 910 1,195
)
G 250 350
H 300 500
I 320 520
J ND 50 ND 80
K ND 32 ND 50
178 06 279.2 In order not to impede the rotation of water, the pipe connec-
tion must end ush with the tank, so that no internal edges are
Fig. 12.07.01: Deaerating tank, option: 4 46 640 protruding.
%XPANSIONTANK
,3!,
,EVELSWITCHFLOAT
!LARMDEVICE
,EVELSWITCH
,EVELSWITCHFLOAT ,EVELSWITCHFLOAT
INPOSITIONFORALARM INNORMALPOSITIONNOALARM
&ROMDEAERATINGTANK
198 97 091.1
0.50%
Calculation method
where
Mfw = Freshwater production (tons per 24 hours)
Qd-jw = Qjw50% Tol.-15% (kW)
where
Qjw50% = Jacket water heat at 50% SMCR
engine load at ISO condition (kW)
Tol.-15%= Minus tolerance of 15% = 0.85
TE 8408 I AH YH
M
M
To heating fuel
oil drain pipes
AH K
TI 8407
TE 8407 I AL
PT 8401 I AL YL
PS 8402 Z Only GL
121 15 18-4.3.3
13
MAN B&W 13.01
Page 1 of 1
The starting air of 30 bar is supplied by the start- Please note that the air consumption for control
ing air compressors to the starting air receivers air, safety air, turbocharger cleaning, sealing air
and from these to the main engine inlet A. for exhaust valve and for fuel valve testing unit are
momentary requirements of the consumers.
Through a reduction station, ltered compressed
air at 7 bar is supplied to the control air for ex- The components of the starting and control air
haust valve air springs, through engine inlet B systems are further desribed in Section 13.02.
Through a reduction valve, compressed air is For information about a common starting air sys-
supplied at approx. 7 bar to AP for turbocharger tem for main engines and MAN Diesel & Turbo
cleaning (soft blast), and a minor volume used for auxiliary engines, please refer to our publication:
the fuel valve testing unit. The specic air pres-
sure required for turbocharger cleaning is subject Uni-concept Auxiliary Systems for Two-Stroke Main
to make and type of turbocharger. Engines and Four-Stroke Auxiliary Engines
Reduction valve
Reduction station
Pipe, DN25 mm To fuel valve
testing unit
Starting air
Filter, receiver 30 bar
40 m
Pipe, DN25 mm PI
To
bilge
B AP
A
Main Pipe a, DN *)
engine
PI
To bilge
Air compressors
The starting air compressors are to be of the Reduction ......... from 3010 bar to approx. 7 bar *)
watercooled, twostage type with intercooling. *) Subject to make and type of TC (Tolerance 10%)
More than two compressors may be installed to Flow rate, free air ............. 2,600 Normal liters/min
supply the total capacity stated. equal to 0.043 m3/s
Air intake quantity: The consumption of compressed air for control air,
Reversible engine, exhaust valve air springs and safety air as well as
for 12 starts ....................... see List of capacities air for turbocharger cleaning and fuel valve testing
Nonreversible engine, is covered by the capacities stated for air receiv-
for 6 starts ......................... see List of capacities ers and compressors in the list of capacities.
Delivery pressure ........................................ 30 bar
The starting air pipes, Fig. 13.03.01, contain a and compressors in the List of Capacities cover
main starting valve (a ball valve with actuator), a all the main engine requirements and starting of
nonreturn valve, a solenoid valve and a starting the auxiliary engines.
valve. The main starting valve is controlled by the
Engine Control System. Slow turning before start For information about a common starting air
of engine, EoD: 4 50 141, is included in the basic system for main engines and auxiliary engines,
design. please refer to our publication:
The Engine Control System regulates the supply Uni-concept Auxiliary Systems for Two-Stroke Main
of control air to the starting valves in accordance Engines and Four-Stroke Auxiliary Engines
with the correct ring sequence and the timing.
The publication is available at www.marine.man.eu
Please note that the air consumption for control Two-Stroke Technical Papers.
air, turbocharger cleaning and for fuel valve test-
ing unit are momentary requirements of the con-
sumers. The capacities stated for the air receivers
ZV 1120-N C
Activate pilot pressure
to starting valves
Cyl. 1
Starting valve
Bursting cap
ZS 1116-A I C
ZS 1117-A C
ZS 1117-B C
Blow off ZS 1112-A I C Blow off
ZS 1116-B I C
ZS 1111-A I C
ZS 1111-B I C
ZS 1112-B I C
Slow turning
4 50 141
PT 8501-A I AL
PT 8501-B I AL
A
The exhaust valve is opened hydraulically by the The compressed air is taken from the control air
Fuel Injection Valve Actuator (FIVA) system which supply, see Fig. 13.03.02.
is activated by the Engine Control System, and the
closing force is provided by an air spring which
leaves the valve spindle free to rotate.
PT 8505 I AL
B
Control air supply Safety relief valve Safety relief valve Safety relief valve
(from the pneumatic
manoeuvring Air
system) spring
517 15 68-2.1.1
3DJHRI
'NGEVTKE/QVQTHQT6WTPKPI)GCT
/#0&KGUGN6WTDQFGNKXGTUCVWTPKPIIGCTYKVJ
DWKNVKPFKUEDTCMGQRVKQP6YQDCUKE
GZGEWVKQPUCTGCXCKNCDNGHQTRQYGTUWRRN[HTG
SWGPEKGUQHCPF*\TGURGEVKXGN[0QOKPCN
RQYGTCPEWTTGPVEQPUWORVKQPQHVJGOQVQTUCTG
NKUVGFDGNQY
'NGEVTKEOQVQTCPFDTCMGXQNVCIG Z8
'NGEVTKEOQVQTCPFDTCMGHTGSWGPE[ *\
2TQVGEVKQPGNGEVTKEOQVQTCPFDTCMG +2
+PUWNCVKQPENCUU (
'NGEVTKEOQVQT
0WODGTQH
E[NKPFGTU 0QOKPCNRQYGT 0QTOCNEWTTGPV#
M9
6WTPKPIIGCTYKVJGNGEVTKEOQVQTQHQVJGTRTQVGE
VKQPQTKPUWNCVKQPENCUUGUECPDGQTFGTGFQRVKQP
+PHQTOCVKQPCDQWVVJGCNVGTPCVKXGGZG
EWVKQPUKUCXCKNCDNGQPTGSWGUV
'NGEVTKEOQVQTCPFDTCMGXQNVCIG Z8
'NGEVTKEOQVQTCPFDTCMGHTGSWGPE[ *\
2TQVGEVKQPGNGEVTKEOQVQTCPFDTCMG +2
+PUWNCVKQPENCUU (
'NGEVTKEOQVQT
0WODGTQH
E[NKPFGTU 0QOKPCNRQYGT 0QTOCNEWTTGPV#
M9
(KI'NGEVTKEOQVQTHQTVWTPKPIIGCTQRVKQP
/#0$95/%%5/'%)+
5/'$)/'%/'$)/'% /#0&KGUGN6WTDQ
MAN B&W
Scavenge Air
14
MAN B&W 14.01
Page 1 of 1
Scavenge air is supplied to the engine by one or The scavenge air system (see Figs. 14.01.01 and
two turbochargers located on the exhaust side of 14.02.01) is an integrated part of the main engine.
the engine, option: 4 59 123, or from one turbo-
charger located on the aft end of the engine, op- The engine power gures and the data in the list
tion: 4 59 121. of capacities are based on MCR at tropical con-
ditions, i.e. a seawater temperature of 32 C, or
The compressor of the turbocharger draws air freshwater temperature of 36 C, and an ambient
from the engine room, through an air lter, and air inlet temperature of 45 C.
the compressed air is cooled by the scavenge air
cooler. The scavenge air cooler is provided with a
water mist catcher, which prevents condensated
water from being carried with the air into the scav-
enge air receiver and to the combustion chamber.
%XHAUSTGAS
RECEIVER
%XHAUSTVALVE
4URBOCHARGER
#YLINDERLINER
3CAVENGEAIR
RECEIVER
3CAVENGEAIR
COOLER
7ATERMIST
CATCHER
178 25 188.1
Auxiliary Blowers
The engine is provided with a minimum of two During operation of the engine, the auxiliary blow-
electrically driven auxiliary blowers, the actual ers will start automatically whenever the blower
number depending on the number of cylinders as inlet pressure drops below a preset pressure,
well as the turbocharger make and amount. corresponding to an engine load of approximately
25-35%.
The auxiliary blowers are integrated in the revers-
ing chamber below the scavenge air cooler. Be- The blowers will continue to operate until the
tween the scavenge air cooler and the scavenge blower inlet pressure again exceeds the preset
air receiver, nonreturn valves are tted which pressure plus an appropriate hysteresis (i.e. taking
close automatically when the auxiliary blowers recent pressure history into account), correspond-
start supplying the scavenge air. ing to an engine load of approximately 30-40%.
The auxiliary blowers start operating consecu- If one of the auxiliary blowers is out of function,
tively before the engine is started and will ensure the other auxiliary blower will function in the sys-
complete scavenging of the cylinders in the start- tem, without any manual adjustment of the valves
ing phase, thus providing the best conditions for a being necessary.
safe start.
178 63 77-1.0b
Control of the Auxiliary Blowers The starter panels with starters for the auxiliary
blower motors are not included, they can be or-
The control system for the auxiliary blowers is dered as an option: 4 55 653. (The starter panel
integrated in the Engine Control System. The aux- design and function is according to MAN Diesel &
iliary blowers can be controlled in either automatic Turbos diagram, however, the physical layout and
(default) or manual mode. choice of components has to be decided by the
manufacturer).
In automatic mode, the auxiliary blowers are
started sequentially at the moment the engine is Heaters for the blower motors are available as an
commanded to start. During engine running, the option: 4 55 155.
blowers are started and stopped according to
preset scavenge air pressure limits.
Scavenge air cooler requirements
When the engine stops, the blowers are stopped
after 10 minutes to prevent overheating of the The data for the scavenge air cooler is specied in
blowers. When a start is ordered, the blower will the description of the cooling water system chosen.
be started in the normal sequence and the actual
start of the engine will be delayed until the blow- For further information, please refer to our publi-
ers have started. cation titled:
In manual mode, the blowers can be controlled MAN Diesel & Turbo Inuence of Ambient Tem-
individually from the ECR (Engine Control Room) perature Conditions
panel irrespective of the engine condition.
The publication is available at www.marine.man.eu
Referring to Fig. 14.02.02, the Auxiliary Blower Two-Stroke Technical Papers.
Starter Panels control and protect the Auxiliary
Blower motors, one panel with starter per blower.
Engine room
Aux. blower Aux. blower Aux. blower Aux. blower Aux. blower
starter panel 1 starter panel 2 starter panel 3 starter panel 4 starter panel 5
M M M M M
Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor
blower heater blower heater blower heater blower heater blower heater
178 61 30-2.0
Turbocharger
CoCos TE 8612 I
PT 8601-B TE 8605 I
Scavenge air cooler
PT 8601-A Scavenge air cooler TI 8605
PDI 8606
E 1180 E 1180
TE 8608 I
PI 8601 Scavenge air receiver PDI 8606
PI 8601
PI 8706
Spare
Cyl. 1
Exh. receiver
121 15 255.6.1
Exhaust receiver
TI 8608
PI 8706 TE 8609 AH I YH TE 8608 I
PI 8601 PDT 8606 I AH CoCos
E 1180
TI 8609 PT 8601-A PI 8601 PDI 8606
PT 8601-B
Water mist
Air cooler
catcher
CoCos
PDT 8607 I AH
Cyl. 1
TE 8605 I
CoCos
TI 8605 TE 8612 I
TE 8610 AH YH
126 40 799.3.0a
The installed power of the electric motors are based on a voltage supply of 3440V at 60Hz.
The Required power as well as the Estimated start current gures are for the complete auxiliary blower arrangement
and 3440V at 60Hz electric motors. The gures for 3380V at 50Hz electric motors are available on request.
The electric motors are delivered with and tted onto the engine.
513 64 91-1.4.0
Table 14.04.01: Electric motor for auxiliary blower, engine with turbocharger located on aft end or exhaust side
The air side of the scavenge air cooler can be The system is equipped with a drain box with a
cleaned by injecting a grease dissolving media level switch, indicating any excessive water level.
through AK to a spray pipe arrangement tted to
the air chamber above the air cooler element. The piping delivered with and tted on the engine
is shown in Fig 14.05.01.
AK AK
LS 8611 AH
AL AM
178 59 17-1.2
Fig. 14.05.01: Air cooler cleaning pipes, shown on engine with turbocharger located on exhaust side
AL
Oil in water
Drain water High level alarm
monitor
Hull
collecting tank (15ppm oil)
Start pump
Stop pump
Low level alarm
Overboard
079 21 94-1.0.0d
Fig. 14.05.02: Suggested automatic disposal of drain water, if required by owner (not a demand from MAN Diesel &
Turbo)
AK
PI
DN=25 mm
Air cooler
Freshwater
(from hydrophor) AL
Recirculation
DN=50 mm
AM
DN=50 mm
TI
Circulation
pump Chemical
cleaning tank Filter Drain from air cooler
1 mm mesh size
cleaning & water mist
catcher in air cooler
Heating coil
No. of cylinders
The letters refer to list of Counteranges
5-8 9
Chemical tank capacity, m3 0.3 0.6
Circulation pump capacity at 3 bar, m3/h 1 2
079 61 05-4.1.1c
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, option: 4 55 665
The scavenge air box is continuously drained The pressurised drain tank must be designed to
through AV to a small pressurised drain tank, withstand full scavenge air pressure and, if steam
from where the sludge is led to the sludge tank. is applied, to withstand the steam pressure avail-
Steam can be applied through BV, if required, to able.
facilitate the draining. See Fig. 14.06.01.
The system delivered with and tted on the en-
The continuous drain from the scavenge air box gine is shown in Fig. 14.07.03 Scavenge air space,
must not be directly connected to the sludge tank drain pipes.
owing to the scavenge air pressure.
Deck / Roof
DN=15 mm
BV AV
AV1
Orifice 10 mm
DN=65 mm
1,000 mm
Normally open.
Steam inlet pressure 3-10 bar. To be closed in case of
If steam is not available, 7 bar fire in the scavenge air box.
Drain
compressed air can be used.
tank
079 61 03-0.4.1
Fig. 14.06.01: Scavenge air box drain system
Fire in the scavenge air space can be extinguished The key specications of the re extinguishing
by steam, this being the basic solution, or, option- agents are:
ally, by water mist or CO2.
Steam re extinguishing for scavenge air space
The external system, pipe and ange connections Steam pressure: 310 bar
are shown in Fig. 14.07.01 and the piping tted Steam quantity, approx.: 2.2 kg/cyl.
onto the engine in Fig. 14.07.02.
Water mist re extinguishing for scavenge air space
In the Extent of Delivery, the re extinguishing Freshwater pressure: min. 3.5 bar
system for scavenge air space is selected by the Freshwater quantity, approx.: 1.7 kg/cyl.
re extinguishing agent:
CO2 re extinguishing for scavenge air space
basic solution: 4 55 140 Steam CO2 test pressure: 150 bar
option: 4 55 142 Water mist CO2 quantity, approx.: 4.3 kg/cyl.
option: 4 55 143 CO2
AT AT
DN 40 mm
Normal position DN 20 mm
open to bilge
CO 2 bottles
079 61 029.3.0a
Exhaust side
Cyl. 1
Manoeuvering side
TE 8610 I AH Y
Extinguishing agent:
AT
!UXILIARYBLOWER
3CAVENGEAIRCOOLER
3CAVENGEAIRRECEIVER
"6 !6
Exhaust Gas
15
MAN B&W 15.01
Page 1 of 1
The exhaust gas is led from the cylinders to the Turbocharger arrangement and cleaning systems
exhaust gas receiver where the uctuating pres-
sures from the cylinders are equalised and from The turbocharger can either be located on the
where the gas is led further on to the turbocharger aft end of the engine, option: 4 59 121, or on the
at a constant pressure. See g. 15.01.01. exhaust side of the engine, option: 4 59 123. How-
ever, if the engine is tted with two turbochargers,
Compensators are tted between the exhaust they are always located on the exhaust side.
valve housings and the exhaust gas receiver and
between the receiver and the turbocharger. A pro- The engine is designed for the installation of the
tective grating is placed between the exhaust gas MAN turbocharger types TCA, option: 4 59 101,
receiver and the turbocharger. The turbocharger ABB turbocharger type A-L, option: 4 59 102, or
is tted with a pickup for monitoring and remote MHI turbocharger type MET, option: 4 59 103.
indication of the turbocharger speed.
All makes of turbochargers are tted with an ar-
The exhaust gas receiver and the exhaust pipes rangement for soft blast cleaning of the turbine
are provided with insulation, covered by steel plat- side, and optionally water washing of the com-
ing. pressor side, option: 4 59 145, see Figs. 15.02.02
and 15.02.03. Washing of the turbine side is only
applicable by special request to TC manufacturer
on MAN turbochargers.
%XHAUSTGAS
RECEIVER
%XHAUSTVALVE
4URBOCHARGER
#YLINDERLINER
3CAVENGEAIR
RECEIVER
3CAVENGE
AIRCOOLER
7ATERMIST
CATCHER
178 07 274.1
PI 8601
PI 8706
Turbocharger
**)
PT 8706 I
TC 8704 I TI 8701
TI/TT 8701 I AH YH
Flange connection D
**)
TE 8612
PT 8708 I AH
TC 8707 I AH ZT 8801 I AH YH
TI 8707 XS 8817 Z
**) CoCos
121 15 27-9.2.3
Cleaning Systems
Compressor cleaning
Fig. 15.02.02: MAN TCA turbocharger, water washing of compressor side, EoD: 4 59 145
PI 8803
AP
ABB Turbocharger
Compressor cleaning
To bedplate drain, AE
178 61 87-7.0.0
Fig. 15.02.03: Soft blast cleaning of turbine side and water washing of compressor side for ABB turbochargers
At the specied MCR of the engine, the total The exhaust system for the main engine com-
backpressure in the exhaust gas system after the prises:
turbocharger (as indicated by the static pressure
measured in the piping after the turbocharger) Exhaust gas pipes
must not exceed 350 mm WC (0.035 bar). Exhaust gas boiler
Silencer
In order to have a backpressure margin for the Spark arrester (if needed)
nal system, it is recommended at the design Expansion joints (compensators)
stage to initially use a value of about 300 mm WC Pipe bracings.
(0.030 bar).
In connection with dimensioning the exhaust gas
The actual backpressure in the exhaust gas piping system, the following parameters must be
system at specied MCR depends on the gas observed:
velocity, i.e. it is proportional to the square of the
exhaust gas velocity, and hence inversely propor- Exhaust gas ow rate
tional to the pipe diameter to the 4th power. It has Exhaust gas temperature at turbocharger outlet
by now become normal practice in order to avoid Maximum pressure drop through exhaust gas
too much pressure loss in the pipings to have an system
exhaust gas velocity at specied MCR of about Maximum noise level at gas outlet to atmos-
35 m/sec, but not higher than 50 m/sec. phere
Maximum force from exhaust piping on
For dimensioning of the external exhaust pipe turbocharger(s)
connections, see the exhaust pipe diameters for Sufcient axial and lateral elongation ability of
35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec re- expansion joints
spectively, shown in Table 15.07.02. Utilisation of the heat energy of the exhaust gas.
As long as the total backpressure of the exhaust Items that are to be calculated or read from tables
gas system (incorporating all resistance losses are:
from pipes and components) complies with the
abovementioned requirements, the pressure Exhaust gas mass ow rate, temperature and max-
losses across each component may be chosen in- imum back pressure at turbocharger gas outlet
dependently, see proposed measuring points (M) Diameter of exhaust gas pipes
in Fig. 15.05.01. The general design guidelines for Utilisation of the exhaust gas energy
each component, described below, can be used Attenuation of noise from the exhaust pipe outlet
for guidance purposes at the initial project stage. Pressure drop across the exhaust gas system
Expansion joints.
When dimensioning the compensator, option: Engine plants are usually designed for utilisation of
4 60 610, for the expansion joint on the turbochar- the heat energy of the exhaust gas for steam pro-
ger gas outlet transition piece, option: 4 60 601, duction or for heating the thermal oil system. The
the exhaust gas piece and components, are to be exhaust gas passes an exhaust gas boiler which is
so arranged that the thermal expansions are ab- usually placed near the engine top or in the funnel.
sorbed by expansion joints. The heat expansion of
the pipes and the components is to be calculated It should be noted that the exhaust gas tempera-
based on a temperature increase from 20 C to ture and ow rate are inuenced by the ambient
250 C. The max. expected vertical, transversal conditions, for which reason this should be con-
and longitudinal heat expansion of the engine sidered when the exhaust gas boiler is planned. At
measured at the top of the exhaust gas transition specied MCR, the maximum recommended pres-
piece of the turbocharger outlet are indicated in sure loss across the exhaust gas boiler is normally
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC. 150 mm WC.
The movements stated are related to the engine This pressure loss depends on the pressure losses
seating, for DC, however, to the engine centre. The in the rest of the system as mentioned above.
gures indicate the axial and the lateral movements Therefore, if an exhaust gas silencer/spark ar-
related to the orientation of the expansion joints. rester is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than the
The expansion joints are to be chosen with an elas- max. of 150 mm WC, whereas, if an exhaust gas
ticity that limits the forces and the moments of the silencer/spark arrester is installed, it may be neces-
exhaust gas outlet ange of the turbocharger as sary to reduce the maximum pressure loss.
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permis- The above mentioned pressure loss across the
sible forces and moments on the gas outlet ange exhaust gas boiler must include the pressure
of the turbocharger is shown in Fig. 15.06.03. losses from the inlet and outlet transition pieces.
$
%XHAUSTGASOUTLET $ %XHAUSTGASOUTLET
TOTHEATMOSPHERE
TOTHEATMOSPHERE
%XHAUSTGAS %XHAUSTGAS
SILENCER SILENCER
$
$
3LIDESUPPORT %XHAUSTGAS
%XHAUSTGAS BOILER
3LIDESUPPORT BOILER
&IXEDSUPPORT
&IXEDSUPPORT $
$ %XHAUSTGASCOMPENSATOR
$
%XHAUSTGASCOMPENSATOR
4RANSITIONPIECE
4URBOCHARGERGAS
OUTLETFLANGE $
-AINENGINEWITH
TURBOCHARGERONAFTEND
-AINENGINEWITHTURBOCHARGERS
ONEXHAUSTSIDE
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs
dB
The typical octave band sound pressure levels 140
dB (A)
140
from the diesel engines exhaust gas system
at a distance of one meter from the top of the 130
130
exhaust gas uptake are shown in Fig.15.04.02.
120
120
The need for an exhaust gas silencer can be de-
cided based on the requirement of a maximum 110
110 9S50ME-C9.5/GI
80
80
The noise level is at nominal MCR at a distance of
one metre from the exhaust gas pipe outlet edge 70
70
at an angle of 30 to the gas ow direction.
60 20
40 NR60
10 0
When the noise level at the exhaust gas outlet to 178 59 42-1.0
The exhaust gas back pressure after the turbo Exhaust gas velocity (v)
charger(s) depends on the total pressure drop in
the exhaust gas piping system. In a pipe with diameter D the exhaust gas velocity is:
Mass density of exhaust gas () where p incorporates all pipe elements and
components etc. as described:
1.293 x ______
273
273 + T
x 1.015 in kg/m3
pM has to be lower than 350 mm WC.
The factor 1.015 refers to the average backpres-
sure of 150 mm WC (0.015 bar) in the exhaust gas (At design stage it is recommended to use max.
system. 300 mm WC in order to have some margin for
fouling).
a a
60 b
Changeover valves 90 R=D = 0.28
90 R = 1.5D = 0.20
c Changeover valve D
R = 2D = 0.17
of type with con- R
stant cross section
a = 0.6 to 1.2
60
120 b = 1.0 to 1.5 R=D = 0.16
c = 1.5 to 2.0 = 0.12
a b
R = 1.5D
= 0.11
D
R
R = 2D
Changeover valve
of type with volume
a = b = about 2.0 30
= 0.05
D
90
M
p1 Spark
arrester D
M
R=D = 0.45
R
R = 1.5D = 0.35
R = 2D = 0.30
p2 Silencer
45
ptc
M
D
M = 0.14
Exhaust
p3 gas boiler
M
Outlet from = 1.00
top of exhaust
gas uptake
Mtc Mtc
Inlet (from
T/C turbocharger) = 1.00
M: Measuring points
178 32 091.0 178 06 853.0
$"
$"
$#
Fig. 15.06.01a: Vectors of thermal expansion at the turbocharger exhaust gas outlet ange, TC on exhaust side
Table 15.06.02a: Max. expected movements of the exhaust gas ange resulting from thermal expansion, TC on exhaust side
$!
!FT #YL
$#
DA: Max. movement of the turbocharger ange in the vertical direction 078 87 11-1.0.0a
DC: Max. movement of the turbocharger ange in the longitudinal direction
Fig. 15.06.01b: Vectors of thermal expansion at the turbocharger exhaust gas outlet ange, TC on aft end
Table 15.06.02b: Max. expected movements of the exhaust gas ange resulting from thermal expansion, TC on aft end
M1 M3 M1 M3
F2 F3
F2 F3
Mitsubishi
F1 M1 M3
F2 F3
078 38 48-6.2.2
Fig. 15.06.03: Forces and moments on the turbochargers exhaust gas outlet ange
Turbocharger M1 M3 F1 F2 F3
Make Type Nm Nm N N N
TCA44 3,200 6,400 8,500 8,500 4,200
TCA55 3,400 6,900 9,100 9,100 4,500
MAN
TCA66 3,700 7,500 9,900 9,900 4,900
TCA77 4,100 8,200 10,900 10,900 5,400
A265 1,200 1,200 2,800 1,800 1,800
A270 1,900 1,900 3,600 2,400 2,400
ABB
A175 / A275 3,300 3,300 5,400 3,500 3,500
A180 4,600 4,600 6,800 4,400 4,400
MET48 Available on request
MET53 4,900 2,500 7,300 2,600 2,300
MHI MET60 6,000 3,000 8,300 2,900 3,000
MET66 6,800 3,400 9,300 3,200 3,000
MET71 7,000 3,500 9,600 3,300 3,100
Table 15.06.04: The max. permissible forces and moments on the turbochargers gas outlet anges
The exhaust gas pipe diameters listed in Table The exhaust gas velocities and mass ow listed
15.07.02 are based on the exhaust gas ow ca- apply to collector pipe D4. The table also lists the
pacity according to ISO ambient conditions and diameters of the corresponding exhaust gas pipes
an exhaust gas temperature of 250 C. D0 for various numbers of turbochargers installed.
%XPANSIONJOINT
OPTION
$ $
$ $
$
&IXEDPOINT
$
%XPANSIONJOINT
OPTION
4RANSITIONPIECE 4RANSITIONPIECE
OPTION OPTION
#ENTRELINETURBOCHARGER #ENTRELINETURBOCHARGER
Fig. 15.07.01a: Exhaust pipe system, with turbocharger Fig. 15.07.01b: Exhaust pipe system, with single turbo-
located on exhaust side of engine, option: 4 59 123 charger located on aft end of engine, option: 4 59 121
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass ow at various velocities
16
MAN B&W 16.01
Page 1 of 10
The Engine Control System (ECS) for the ME en- Engine Control Unit
gine is prepared for conventional remote control,
having an interface to the Bridge Control system For redundancy purposes, the control system
and the Local Operating Panel (LOP). comprises two engine control units (ECU) operat-
ing in parallel and performing the same task, one
A Multi-Purpose Controller (MPC) is applied as being a hot standby for the other. If one of the
control unit for specic tasks described below: ECUs fail, the other unit will take over the control
ACU, CCU, CWCU, ECU, SCU and EICU. Except without any interruption.
for the CCU, the control units are all built on the
same identical piece of hardware and differ only The ECUs perform such tasks as:
in the software installed. For the CCU on ME and
ME-C only, a downsized and cost-optimised con- Speed governor functions, start/stop sequenc-
troller is applied, the MPC10. es, timing of fuel injection, timing of exhaust
valve activation, timing of starting valves, etc.
The layout of the Engine Control System is shown
in Figs. 16.01.01a and b, the mechanicalhydraulic Continuous running control of auxiliary func-
system is shown in Figs. 16.01.02a and b, and the tions handled by the ACUs
pneumatic system, shown in Fig. 16.01.03.
Alternative running modes and programs.
The ME system has a high level of redundancy.
It has been a requirement to its design that no
single failure related to the system may cause the Cylinder Control Unit
engine to stop. In most cases, a single failure will
not affect the performance or power availability, or The control system includes one cylinder control
only partly do so by activating a slow down. unit (CCU) per cylinder. The CCU controls the Fuel
Injection and exhaust Valve Activation (FIVA) and
It should be noted that any controller could be the Starting Air Valves (SAV), in accordance with
replaced without stopping the engine, which will the commands received from the ECU.
revert to normal operation immediately after the
replacement of the defective unit. All the CCUs are identical, and in the event of a
failure of the CCU for one cylinder only this cylin-
der will automatically be cut out of operation.
Main Operating Panel
Cooling Water Control Unit Should the layout of the ship make longer Control
Network cabling necessary, a Control Network
On engines with load dependent cylinder liner Repeater must be inserted to amplify the signals
(LDCL) cooling water system, a cooling water and divide the cable into segments no longer than
control unit (CWCU) controls the liner circulation 230 meter. For instance, where the Engine Control
string temperature by means of a three-way valve. Room and the engine room are located far apart.
The connection of the two MOPs to the control
network is shown in Fig. 5.16.01.
Scavenge Air Control Unit
The scavenge air control unit (SCU) controls the Power Supply for Engine Control System
scavenge air pressure on engines with advanced
scavenge air systems like exhaust gas bypass The Engine Control System requires two separate
(EGB) with on/off or variable valve, waste heat power supplies with battery backup, power supply
recovery system (WHRS) and turbocharger with A and B.
variable turbine inlet area (VT) technology.
The ME-ECS power supplies must be separated
For part- and low-load optimised engines with from other DC systems, i.e. only ME-ECS compo-
EGB variable bypass regulation valve, Economiser nents must be connected to the supplies.
Engine Control (EEC) is available as an option in
order to optimise the steam production versus Power supply A
SFOC, option: 4 65 342.
System IT (Floating), DC system w.
individually isolated outputs
Engine Interface Control Unit Voltage Input 100-240V AC, 45-65 Hz,
output 24V DC
The two engine interface control units (EICU) per- Protection Input over current, output over
form such tasks as interface with the surrounding current, output high/low
control systems, see Fig. 16.01.01a and b. The voltage
two EICU units operate in parallel and ensures re- Alarms as potential AC power, UPS battery mode,
dundancy for mission critical interfaces. free contacts Batteries not available (fuse fail)
The MOP, the backup MOP and the MPCs are in- Alarms as potential AC power, UPS battery mode,
terconnected by means of the redundant Control free contacts Batteries not available (fuse fail)
Networks, A and B respectively.
The maximum length of Control Network cabling High/Low voltage protection may be integrated in
between the furthermost units on the engine and the DC/DC converter functionality or implemented
in the Engine Control Room (an EICU or a MOP) is separately. The output voltage must be in the
230 meter. range 18-31V DC.
ECU A ECU B
CCU CCU
ACU 1 ACU 2 ACU 3 Cylinder 1 Cylinder n
Se nsors
S en sors
A ctua tors
Actu ators
Fuel Exhaust
valve Fuel Exhaust
booster
position position booster valve
position position
Cylinder 1
FIVA Cylinder n FIVA
ALS SAV Valve ALS SAV Valve
Cylinder 1 Cylinder n
Auxiliary Auxiliary
M Pump 1
M Pump 2
Pump 1
Pump 2
Pump 3
Pump 4
Pump 5
Blower 1 Blower 2
M
M
M
M
M
Marker Sensor
HPS Auxiliary Auxiliary
Blower 3 Blower 4
Angle Encoders
178 61 91-2.2
Fig. 16.01.01a: Engine Control System layout with cabinet for EICU for mounting in
ECR or on engine, EoD: 4 65 601
ECU A ECU B
CCU CCU
ACU 1 ACU 2 ACU 3 Cylinder 1 Cylinder n
S en sors
A ctua tors
Actu ators
Fuel Exhaust
valve Fuel Exhaust
booster
position position booster valve
position position
Cylinder 1
FIVA Cylinder n FIVA
ALS SAV Valve ALS SAV Valve
Cylinder 1 Cylinder n
Auxiliary Auxiliary
M Pump 1
M Pump 2
Pump 1
Pump 2
Pump 3
Pump 4
Pump 5
Blower 1 Blower 2
M
M
M
M
M
Marker Sensor
HPS Auxiliary Auxiliary
Blower 3 Blower 4
Angle Encoders
178 61 76-9.3
Fig. 16.01.01b: Engine Control System layout with ECS Common Control Cabinet for mounting in
ECR or on engine, option: 4 65 602
ZT 4111 C
Fuel pump
Exhaust Hydraulic pushrod
Return oil Valve
X Fuel oil inlet standpipe Actuator
Fuel oil outlet
F Activation
Fuel oil drain I ZT 4114 C
AD piston
Umbrella Hydraulic
Hydraulic piston sealing piston Hydraulic
piston
Return to tank
FIVA
with pilot valve
Distributor block *) For Alpha Mk 2
LS 8285 C lubricator:
ME lubricator
ZV 8281 C *) ZV 8288 C
ZT 8282 C *) ZT 8289 C
LS 4112 AH
To AE
Alarm box
ZV 1202 B
ZV 1202 A
PT 1201-1 C
Safety and
accumulator block PT 1201-2 C
PT 1201-3 C
ZV 1243 C
PS 1204-2 C
PS 1204-1 C
Electrically
PT 1204-3 ZL
PT 1204-n ZL
PT 1204-2 ZL
HPS unit
PT 1204-1 ZL
driven
227 B 225 bar
227 C 310 bar
pumps
Engine
driven M M
pumps
Step-up gear
XC 1231 AL
Back-flushing oil
Main filter RW
RU
Fig. 16.01.02a: Mechanicalhydraulic System with mechanically driven Hydraulic Power Supply, 300 bar, common supply
ZT 4111 C
Fuel pump
Exhaust Hydraulic pushrod
Return oil Valve
X Fuel oil inlet standpipe Actuator
Fuel oil outlet
F Activation
Fuel oil drain I ZT 4114 C
AD piston
Umbrella Hydraulic
Hydraulic piston sealing piston Hydraulic
piston
Return to tank
FIVA
with pilot valve
Distributor block *) For Alpha Mk 2
LS 8285 C lubricator:
ME lubricator
ZV 8281 C *) ZV 8288 C
ZT 8282 C *) ZT 8289 C
LS 4112 AH
To AE
Alarm box
PS 1204-3 C
PS 1204-2 C
PS 1204-1 C
ZV 1243 C
HPS unit
PT 1204-n ZL
PS 1204-n C
M M M M
Step-up gear
Filter unit
XC 1231 AL
Back-flushing oil
Main filter RW
RU
Fig. 16.01.02b: Mechanicalhydraulic System with electrically driven Hydraulic Power Supply, 300 bar, common supply.
Example from S90/80ME-C engine
To support the navigator, the vessels are For the safety system, combined shut down and
equipped with a ship control system, which in- slow down panels approved by MAN Diesel & Tur-
cludes subsystems to supervise and protect the bo are available. The following options are listed in
main propulsion engine. the Extent of Delivery:
Telegraph system
Slow down system
This system enables the navigator to transfer the
Some of the signals given by the sensors of the commands of engine speed and direction of rota-
alarm system are used for the Slow down re- tion from the Bridge, the engine control room or
quest signal to the ECS of the main engine. the Local Operating Panel (LOP), and it provides
signals for speed setting and stop to the ECS.
Safety system The engine control room and the LOP are pro-
vided with combined telegraph and speed setting
The engine safety system is an independent sys- units.
tem with its respective sensors on the main en-
gine, fullling the requirements of the respective
classication society and MAN Diesel & Turbo.
The remote control system normally has two alter- The input signals for Auxiliary system ready are
native control stations: given partly through the Remote Control system
based on the status for:
the bridge control
the engine control room control. fuel oil system
lube oil system
The remote control system is to be delivered by a cooling water systems
supplier approved by MAN Diesel & Turbo.
and partly from the ECS itself:
Bridge control systems from suppliers approved
by MAN Diesel & Turbo are available. The Extent turning gear disengaged
of Delivery lists the following options: main starting valve open
control air valve for sealing air open
for Fixed Pitch propeller plants, e.g.: control air valve for air spring open
auxiliary blowers running
4 95 703 Lyngs Marine hydraulic power supply ready.
ZS 1111-A I C
Exhaust valve
Blocked Service
ZS 1111-B I C
A
Starting air
Safety supply, 30 bar
relief ZS 1112-A I C Blow-off
valve ZS 1112-B I C
LOP PI 8501
PT 8505 I AL PT 8501-A I AL
PT 8501-B I AL
ZV 1121-A C
ZV 1121-B C
ZV 1114 I C
Connected to
oil filter
Connected to
oil mist detector
Turning gear
ZS 1110-A I C ZS 1109-A I C
B ZS 1110-B I C ZS 1109-B I C
20 L
Control air
supply, 7 bar
PT 8503-A I C AH AL
Symbol Description
N: Refers to numbers of cylinders
PT 8503-B I C AH AL
One per cylinder
PI 8503 Local operation panel
The letters refer to list of Counteranges
The item no. refer to Guidance Values Automation
199 05 55-8.0
317 87 08-3.1.0
Page 10 of 10
16.01
MAN B&W
Vibration Aspects
17
MAN B&W 17.01
Page 1 of 1
C C
Vibration Aspects
The 2nd order moment acts only in the vertical Compensator solutions
direction. Precautions need only to be considered
for 4, 5 and 6-cylinder engines in general. On engines where engine-driven moment com-
pensators cannot be installed aft nor fore, two so-
Resonance with the 2nd order moment may oc- lutions remain to cope with the 2nd order moment
cur in the event of hull vibrations with more than as shown in Fig. 17.03.02:
3 nodes. Contrary to the calculation of natural
frequency with 2 and 3 nodes, the calculation of 1) No compensators, if considered unnecessary
the 4 and 5-node natural frequencies for the hull on the basis of natural frequency, nodal point
is a rather comprehensive procedure and often and size of the 2nd order moment.
not very accurate, despite advanced calculation
methods. 2) An electrically driven moment compensator
placed in the steering gear room, as explained
in Section 17.03, option: 4 31 253 or 255.
1st order moments act in both vertical and hori- Since resonance with both the vertical and the
zontal direction. For our twostroke engines with horizontal hull vibration mode is rare, the standard
standard balancing these are of the same magni- engine is not prepared for the tting of 1st order
tudes. moment compensators.
For engines with ve cylinders or more, the 1st Data on 1st order moment compensators and
order moment is rarely of any signicance to the preparation as well as options in the Extent of De-
ship. It can, however, be of a disturbing magnitude livery are available on request.
in fourcylinder engines.
engines.
If annoying 2nd order vibrations should occur: An The decision whether or not to install compen-
external electrically driven moment compensator sators can be taken at a much later stage of a
can neutralise the excitation, synchronised to the project, since no special version of the engine
correct phase relative to the external force or mo- structure has to be ordered for the installation.
ment.
Compensators could be retrot, even on ships
This type of compensator needs an extra seating in service, and also be applied to engines with a
tted, preferably, in the steering gear room where higher number of cylinders than is normally con-
vibratory deections are largest and the effect of sidered relevant, if found necessary.
the compensator will therefore be greatest.
The compensator only needs to be active at
The electrically driven compensator will not give speeds critical for the hull girder vibration. Thus,
rise to distorting stresses in the hull and it offers it may be activated or deactivated at specied
several advantages over the engine mounted solu- speeds automatically or manually.
tions:
Combinations with and without moment com-
When placed in the steering gear room, the pensators are not required in torsional and axial
compensator is not particularly sensitive to the vibration calculations, since the electrically
positioning of the node. driven moment compensator is not part of the
mass-elastic system of the crankshaft.
178 57 45-6.0
4 Node
3 Node
M2V
FD
Node Aft
L n
D od
e
178 61 15-9.1
To evaluate if there is a risk that 1st and 2nd or- Based on service experience from a great number
der external moments will excite disturbing hull of large ships with engines of different types and
vibrations, the concept Power Related Unbal- cylinder numbers, the PRUvalues have been
ance (PRU) can be used as a guidance, see Table classied in four groups as follows:
17.04.01 below.
PRU Nm/kW Need for compensator
___________
PRU = External moment
Nm/kW 0 - 60 Not relevant
Engine power
60 - 120 Unlikely
With the PRUvalue, stating the external moment 120 - 220 Likely
relative to the engine power, it is possible to give 220 - Most likely
an estimate of the risk of hull vibrations for a spe-
cic engine.
The socalled guide force moments are caused We recommend using the hydraulic top bracing
by the transverse reaction forces acting on the which allow adjustment to the loading conditions
crossheads due to the connecting rod/crankshaft of the ship. Mechanical top bracings with stiff
mechanism. These moments may excite engine connections are available on request.
vibrations, moving the engine top athwartships
and causing a rocking (excited by Hmoment) or With both types of top bracing, the above-men-
twisting (excited by Xmoment) movement of the tioned natural frequency will increase to a level
engine as illustrated in Fig. 17.05.01. where resonance will occur above the normal en-
gine speed. Details of the top bracings are shown
The guide force moments corresponding to the in Chapter 05.
MCR rating (L1) are stated in Table 17.07.01.
Htype Xtype
Lz MH Lz DistX
L L Cyl.X M x
Crankshaft centre line
Z X
178 06 816.4
As the deection shape for the Htype is equal The Xtype guide force moment is then dened as:
for each cylinder, the Nth order Htype guide force
moment for an Ncylinder engine with regular r- MX = BiMoment/L kNm
ing order is:
For modelling purpose, the size of the four (4)
N MH(one cylinder) forces can be calculated:
m
m
m
10
1
5x10 2 mm/s
10
5
m
m
/s 2
10 2 mm/s
m
m
1
10
50mm/s
t
en
em
1
ac
0m
pl
/s
is
2
m
D
m
2
25mm/s
m
m
1
10
4
Velocity m
m
/s 2
10 mm/s
m
m
2
10
Ac
ce
le
ra
tio
n
10
3
m
m
/s 2
1 mm/s
m
m
3
10
5x10 1 mm/s
60 100 10 1.000 10 6.000 c/min
m 2
m
m m
/s 2 /s 2
1 Hz 10 Hz Frequency 100 Hz
Zone : Acceptable
Zone : Vibration will not damage the main engine, however,
under adverse conditions, annoying/harmful vibration
responses may appear in the connected structures
Zone : Not acceptable
078 81 27-6.1
Axial Vibrations
When the crank throw is loaded by the gas pressure The socalled QPT (Quick Passage of a barred speed
through the connecting rod mechanism, the arms of range Technique), is an alternative to a torsional
the crank throw deect in the axial direction of the vibration damper, on a plant equipped with a control-
crankshaft, exciting axial vibrations. Through the thrust lable pitch propeller. The QPT could be implemented
bearing, the system is connected to the ships hull. in the governor in order to limit the vibratory stresses
during the passage of the barred speed range.
Generally, only zeronode axial vibrations are of
interest. Thus the effect of the additional bending The application of the QPT, option: 4 31 108, has to
stresses in the crankshaft and possible vibrations of be decided by the engine maker and MAN Diesel &
the ship`s structure due to the reaction force in the Turbo based on nal torsional vibration calculations.
thrust bearing are to be consideraed.
Sixcylinder engines, require special attention. On
An axial damper is tted as standard on all engines, min- account of the heavy excitation, the natural frequen-
imising the effects of the axial vibrations, EoD: 4 31 111. cy of the system with one-node vibration should
be situated away from the normal operating speed
range, to avoid its effect. This can be achieved by
Torsional Vibrations changing the masses and/or the stiffness of the
system so as to give a much higher, or much lower,
The reciprocating and rotating masses of the engine natural frequency, called undercritical or overcritical
including the crankshaft, the thrust shaft, the inter- running, respectively.
mediate shaft(s), the propeller shaft and the propeller
are for calculation purposes considered a system of Owing to the very large variety of possible shafting
rotating masses (inertias) interconnected by torsional arrangements that may be used in combination with
springs. The gas pressure of the engine acts through a specic engine, only detailed torsional vibration cal-
the connecting rod mechanism with a varying torque culations of the specic plant can determine whether
on each crank throw, exciting torsional vibration in or not a torsional vibration damper is necessary.
the system with different frequencies.
Critical Running
When running undercritical, signicant varying Overcritical layout is normally applied for engines
torque at MCR conditions of about 100150% of with more than four cylinders.
the mean torque is to be expected.
Please note:
This torque (propeller torsional amplitude) induces We do not include any tuning wheel or torsional
a signicant varying propeller thrust which, under vibration damper in the standard scope of supply,
adverse conditions, might excite annoying longi- as the proper countermeasure has to be found af-
tudinal vibrations on engine/double bottom and/or ter torsional vibration calculations for the specic
deck house. plant, and after the decision has been taken if and
where a barred speed range might be acceptable.
The yard should be aware of this and ensure that
the complete aft body structure of the ship, in-
cluding the double bottom in the engine room, is Governor stability calculation for special plants
designed to be able to cope with the described
phenomena. The important information regarding the governor
stability calculations is, that MAN Diesel & Turbo
shall be contacted for further evaluation in case a
Overcritical running plant fullls one of the below mentioned criteria or
deviates from a standard design.
The natural frequency of the one node vibration
is so adjusted that resonance with the main criti- Actually the governor stability calculation, option
cal order occurs at about 30-60% of the engine 4 07 009, is only needed in very rare cases. When
speed at specied MCR. Such overcritical con- needed, the calculation shall be made by MAN
ditions can be realised by choosing an elastic Diesel & Turbo against a fee.
shaft system, leading to a relatively low natural
frequency. Plants where one of the following criteria is fullled
require special attention:
The characteristics of overcritical conditions are:
PTO output higher than 15% L1 MCR for elastic-
Tuning wheel may be necessary on crankshaft coupled generator types (i.e. not for PTO types
fore end DMG/CFE or SMG/CFE)
Turning wheel with relatively high inertia 1st node torsional vibration frequency in the
propeller shaft line lower than:
Shafts with relatively small diameters, requiring 3 Hz for FPP plants
shafting material with a relatively high ultimate 5 Hz for CPP plants
tensile strength
Clutch for disconnection of the propeller
With barred speed range, EoD: 4 07 015, of
about 10% with respect to the critical engine The design deviates from a known standard
speed. plant design.
Torsional vibrations in overcritical conditions may, For plants where one of the listed criteria is ful-
in special cases, have to be eliminated by the use lled, MAN Diesel & Turbo shall be consulted. In
of a torsional vibration damper. most cases we can evaluate the plant and provide
the required design recommendations based on
the torsional vibration calculation for the plant.
No of cylinder : 5 6 7 8 9
1-8-3-4-7-2- 1-6-7-3-5-8-
Firing type : 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6
5-6 2-4-9
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for
all cylinder numbers.
Table 17.07.01
18
MAN B&W 18.01
Page 1 of 1
Engine Management Services overview EMS is executed on the EMS MOP, an industrial
type PC designed by MAN Diesel & Turbo. EMS
The Engine Management Services (EMS) is used is implemented as a hardened platform, robust to
on MAN B&W engines from MAN Diesel & Turbo virus threats and other unauthorized use and ac-
for condition monitoring, data logging & data dis- cess.
tribution. EMS is integrated with the ECS (Engine
Control System) to allow for continuous perfor- The EMS network topology is shown in Fig.
mance tuning. 18.02.01.
Internet
PMI-DAU
Firewall / Managed Data Acquisition Unit
Reference sensor chain
VPN router switch
24V
To PScav sensor
To tacho system
EMS network
Ethernet
ECS MOP-A ECS controllers
ECS network
Redundant Arcnet
178 69 14-0.0
EMS includes the applications PMI Auto-tuning, Installation and supervision of EMS applications
CoCoS-EDS and EMS manager. Network and interface monitoring
Optional interface for data exchange with AMS
(Alarm Monitoring System).
PMI Auto-tuning
The EMS manager provides a process for inte-
Online cylinder pressure monitoring grated installation, commissioning and mainte-
Input to engine control system for closed-loop nance of PMI Auto-tuning and CoCoS-EDS.
performance tuning
Engine power estimation. Further, the EMS Manager includes status infor-
mation and functionality, e.g. for network status,
PMI Auto-tuning continuously measures the cyl- internal and external interfaces and EMS applica-
inder pressures using online sensors mounted on tion execution.
each cylinder cover. Pressure measurements are
presented continuously in real time and the corre-
sponding key performance values are transferred
to the Engine Control System.
CoCoS-EDS
Data logging
Engine condition monitoring and reporting
Engine operation troubleshooting.
The shut down system must be electrically sepa- The number and position of the terminal boxes
rated from other systems by using independent depends on the degree of dismantling specied in
sensors, or sensors common to the alarm system the Dispatch Pattern for the transportation of the
and the monitoring system but with galvanically engine based on the lifting capacities available at
separated electrical circuits, i.e. one sensor with the engine maker and at the yard.
two sets of electrically independent terminals. The
list of sensors are shown in Table 18.04.04.
Alarm, slow down and remote indication sensors
Basic safety system design and supply The International Association of Classication So-
cieties (IACS) indicates that a common sensor can
The basic safety sensors for a MAN B&W engine be used for alarm, slow down and remote indica-
are designed for Unattended Machinery Space tion.
(UMS) and comprises:
A general view of the alarm, slow down and shut
the temperature sensors and pressure sensors down systems is shown in Fig. 18.04.01.
that are specied in the MAN Diesel column for
shut down in Table 18.04.04. Tables 18.04.02 and 18.04.03 show the require-
ments by MAN Diesel & Turbo for alarm and slow
These sensors are included in the basic Extent of down and for UMS by the classication societies
Delivery, EoD: 4 75 124. (Class), as well as IACS recommendations.
The gure shows the concept approved by all One common power supply might be used, in-
classication societies. stead of the three indicated, provided that the
systems are equipped with separate fuses.
The shut down panel and slow down panel can be
combined for some makers.
Binary sensors
Included in
option: 4 75 124
Analog sensors
Power supply 3
178 30 100.7
Fig. 18.04.01: Panels and sensors for alarm and safety systems
Alarms for UMS Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Lubricating oil
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 AH Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 1 PT 8108 AL Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 1 TE 8112 AH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 AH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 AL Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 TE 8117 AH Turbocharger lubricating oil outlet/turbocharger
1 TE 8123 AH Main bearing oil outlet temperature/main bearing
(S40/35ME-B9 only)
1 XC 8126 AH Bearing wear (All types except S40/35ME-B9); sensor
common to XC 8126/27
1 XS 8127 A Bearing wear detector failure (All types except S40/
35ME-B)
1 1 1 1 1 PDS 8140 AH Lubricating oil differential pressure cross lter
1 XS 8150 AH Water in lubricating oil; sensor common to XS
8150/51/52
1 XS 8151 AH Water in lubricating oil too high
1 XS 8152 A Water in lubricating oil sensor not ready
Alarms for UMS Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Cooling water
1 1 1 1 1 1 1 1 1 1 1 1 PT 8401 AL Jacket cooling water inlet
1 PDT 8403 AL Jacket cooling water across engine; to be calculated
in alarm system from sensor no. 8402 and 8413 3)
1 PDT 8404 AL Jacket cooling water across cylinder liners 2)
1 PDT 8405 AL Jacket cooling water across cylinder covers and ex-
haust valves 2)
1 1 TE 8407 AL Jacket cooling water inlet
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 AH Jacket cooling water outlet, cylinder
1 TT 8410 AH Cylinder cover cooling water outlet, cylinder 2)
1 PT 8413 I Jacket cooling water outlet, common pipe
1 1 1 1 1 1 1 1 1 1 1 PT 8421 AL Cooling water inlet air cooler
1 1 TE 8422 AH Cooling water inlet air cooler/air cooler
Compressed air
1 1 1 1 1 1 1 1 1 1 1 PT 8501 AL Starting air inlet to main starting valve
1 1 1 1 1 1 1 1 1+ 1 1 1 PT 8503 AL Control air inlet and nished with engine
1 1 PT 8505 AL Air inlet to air cylinder for exhaust valve
Scavenge air
1 1 1 PS 8604 AL Scavenge air, auxiliary blower, failure (Only ME-B)
1 1 1 1 TE 8609 AH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 AH Scavenge air box re alarm, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 LS 8611 AH Water mist catcher water level
1 Indicates that the sensor is required.
The sensors in the MAN Diesel and relevant Class columns are included in the basic Extent of Delivery, EoD: 4 75 127.
The sensor identication codes and functions are listed in Table 18.07.01.
The tables are liable to change without notice, and are subject to latest Class requirements.
Alarms for UMS Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Miscellaneous
1 ZT 8801 AH Turbocharger speed/turbocharger
1 WT 8812 AH Axial vibration monitor 2)
1 1 1 1 1 1 1 1 1 1 1 XS 8813 AH Oil mist in crankcase/cylinder; sensor common to
XS 8813/14
1 1 XS 8814 AL Oil mist detector failure
1 XC 8816 AH Shaftline earthing device
1 TE 8820 AH Cylinder liner monitoring/cylinder 3)
(1) May be combined with TC 8702 AH where turbocharger is mounted directly on the exhaust manifold.
2) Required for certain engines only, see the list in Section 18.06, Axial Vibration Monitor.
3) Required for: K98ME/ME-C, S90ME-C, K90ME-C and K80ME-C9 engines incl. ME-GI variants.
Alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
Slow down for UMS Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
2) Required for certain engines only, see the list in Section 18.06, Axial Vibration Monitor.
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.04: Shut down functions for AMS and UMS.
Shut down for AMS and UMS Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.03: Slow down functions for UMS.
* Or slow down
The members of the International Association of Classication Societies, IACS, have agreed that the stated sensors are
their common recommendation, apart from each Class requirements.
Table 18.04.04: Shut down functions for AMS and UMS, option: 4 75 124
Local Instruments
The basic local instrumentation on the engine, options: 4 70 119 comprises thermometers, pressure gaug-
es and other indicators located on the piping or mounted on panels on the engine. The tables 18.05.01a, b
and c list those as well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Fuel oil
TI 8005 TE 8005 Fuel oil, inlet engine
Lubricating oil
TI 8106 TE 8106 Thrust bearing segment
TE/TS 8107 Thrust bearing segment
TI 8112 TE 8112 Lubricating oil inlet to main engine
TI 8113 TE 8113 Piston cooling oil outlet/cylinder
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
TE 8123 Main bearing oil outlet temperature/main bearing (S40/35ME-B9 only)
Scavenge air
TI 8605 TE 8605 Scavenge air before air cooler/air cooler
TI 8608 TE 8608 Scavenge air after air cooler/air cooler
TI 8609 TE 8609 Scavenge air receiver
TE 8610 Scavenge air box re alarm, cylinder/cylinder
Table 18.05.01a: Local thermometers on engine, options 4 70 119, and remote indication sensors, option: 4 75 127
Lubricating oil
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger
PI 8108 PT 8108 Lubricating oil inlet to main engine
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing
PDS 8140 Lubricating oil differential pressure cross lter
Compressed air
PI 8501 PT 8501 Starting air inlet to main starting valve
PI 8503 PT 8503 Control air inlet
PT 8505 Air inlet to air cylinder for exhaust valve (Only ME-B)
Scavenge air
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)
PDI 8606 PDT 8606 Pressure drop of air across cooler/air cooler
Exhaust gas
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger
Miscellaneous functions
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Water inlet for cleaning of turbocharger (Not applicable for MHI turbochargers)
Table 18.05.01b: Local pressure gauges on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127
Fuel oil
LS 8006 Leakage from high pressure pipes
Lubricating oil
FS 8114 Piston cooling oil outlet/cylinder
XC 8126 Bearing wear (All types except S40/35ME-B9)
XS 8127 Bearing wear detector failure (All types except S40-35ME-B9)
XS 8150 Water in lubricating oil
XS 8151 Water in lubricating oil too high
XS 8152 Water in lubricating oil sensor not ready
Scavenge air
LS 8611 Water mist catcher water level
Miscellaneous functions
ZT 8801 I Turbocharger speed/turbocharger
WI 8812 WT 8812 Axial vibration monitor (For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
XS 8813 Oil mist in crankcase/cylinder
XS 8814 Oil mist detector failure
XC 8816 Shaftline earthing device
XS/XT 8817 Turbocharger overspeed (Only in case of EGB, VT TC, power turbine/hybrid
TC, TC Cut-out, see Table 18.06.03)
Table 18.05.01c: Other indicators on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127
Drain Box for Fuel Oil Leakage Alarm Oil Mist Detector
Any leakage from the fuel oil high pressure pipes The oil mist detector system constantly measures
of any cylinder is drained to a common drain box samples of the atmosphere in the crankcase com-
tted with a level alarm. This is included in the ba- partments and registers the results on an opti-
sic design of MAN B&W engines. cal measuring track, where the opacity (degree
of haziness) is compared with the opacity of the
atmospheric air. If an increased difference is re-
Bearing Condition Monitoring corded, a slow down is activated (a shut down in
case of Germanischer Lloyd).
Based on our experience, we decided in 1990 that
all plants must include an oil mist detector speci- Furthermore, for shop trials only MAN Diesel &
ed by MAN Diesel & Turbo. Since then an Oil Turbo requires that the oil mist detector is con-
Mist Detector (OMD) and optionally some extent nected to the shut down system.
of Bearing Temperature Monitoring (BTM) equip-
ment have made up the warning arrangements for For personnel safety, the oil mist detectors and re-
prevention of crankcase explosions on two-stroke lated equipment are located on the manoeuvring
engines. Both warning systems are approved by side of the engine.
the classication societies.
The following oil mist detectors are available:
In order to achieve a response to damage faster
than possible with Oil Mist Detection and Bearing 4 75 162 Graviner Mk 7, make: Kidde Fire Protec-
Temperature Monitoring alone we introduce Bear- tion
ing Wear Monitoring (BWM) systems. By monitor-
4 75 163 Visatron VN 215/93, make: Schaller Auto-
ing the actual bearing wear continuously, mechani-
mation GmbH & Co. KG *)
cal damage to the crank-train bearings (main-,
crank- and crosshead bearings) can be predicted 4 75 166 MD-SX, make: Daihatsu Diesel Mfg. Co.,
in time to react and avoid damaging the journal Ltd.
and bearing housing. 4 75 167 Vision III C, make: Specs Corporation
4 75 168 GDMS-OMDN09, make: MSS AG
If the oil supply to a main bearing fails, the bearing
4 75 271 Triton, make: Heinzmann GmbH & Co. KG
temperature will rise and in such a case a Bear-
ing Temperature Monitoring system will trigger 4 75 273 Visatron VN301plus, make: Schaller Auto-
an alarm before wear actually takes place. For mation GmbH & Co. KG
that reason the ultimate protection against severe *) Only applicable for S50ME-C8/-GI as well as MC-C and
bearing damage and the optimum way of provid- ME-B/-GI/-LGI types 50 and smaller
ing early warning, is a combined bearing wear and
temperature monitoring system. Examples of piping diagrams (for Visatron VN
215/93 only) and wiring diagrams (for all other de-
For all types of error situations detected by the tectors) are shown for reference in Figs. 18.06.01a
different bearing condition monitoring systems and 18.06.01b.
applies that in addition to damaging the compo-
nents, in extreme cases, a risk of a crankcase
explosion exists.
83!(9
#ABLES *UNCTIONBOX
$ETECTORHEAD
178 49 809.3
83!(9
$RIVINGAIRCONNECTION
3IPHONBLOCK
%XHAUSTAIRCONNECTIONTOCRANKSPACE
178 49 810.3
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93 from Schaller Automation, option: 4 75 163
The Bearing Wear Monitoring (BWM) system mon- The Bearing Temperature Monitoring (BTM) sys-
itors all three principal crank-train bearings using tem continuously monitors the temperature of the
two proximity sensors forward/aft per cylinder unit bearing. Some systems measure the temperature
and placed inside the frame box. on the backside of the bearing shell directly, other
systems detect it by sampling a small part of the
Targeting the guide shoe bottom ends continu- return oil from each bearing in the crankcase.
ously, the sensors measure the distance to the
crosshead in Bottom Dead Center (BDC). Signals In case a specied temperature is recorded, either
are computed and digitally presented to computer a bearing shell/housing temperature or bearing oil
hardware, from which a useable and easily inter- outlet temperature alarm is triggered.
pretable interface is presented to the user.
In main bearings, the shell/housing temperature or
The measuring precision is more than adequate to the oil outlet temperature is monitored depending
obtain an alarm well before steel-to-steel contact on how the temperature sensor of the BTM sys-
in the bearings occur. Also the long-term stability tem, option: 4 75 133, is installed.
of the measurements has shown to be excellent.
In crankpin and crosshead bearings, the shell/
In fact, BWM is expected to provide long-term housing temperature or the oil outlet temperature
wear data at better precision and reliability than is monitored depending on which BTM system is
the manual vertical clearance measurements nor- installed, options: 4 75 134 or 4 75 135.
mally performed by the crew during regular serv-
ice checks. For shell/housing temperature in main, crankpin
and crosshead bearings two high temperature
For the above reasons, we consider unscheduled alarm levels apply. The rst level alarm is indicated
open-up inspections of the crank-train bearings to in the alarm panel while the second level activates
be superuous, given BWM has been installed. a slow down.
Two BWM high wear alarm levels including devia- For oil outlet temperature in main, crankpin and
tion alarm apply. The rst level of the high wear / crosshead bearings two high temperature alarm
deviation alarm is indicated in the alarm panel only levels including deviation alarm apply. The rst
while the second level also activates a slow down. level of the high temperature / deviation alarm is
indicated in the alarm panel while the second level
he Extent of Delivery lists the following Bearing activates a slow down.
Wear Monitoring options:
In the Extent of Delivery, there are three options:
4 75 261 XTSW (BWM), make: AMOT
4 75 262 BDMS (BW&TMS), make: Dr. E. Horn 4 75 133 Temperature sensors tted to main bear-
ings
4 75 263 BWCM, make: Kongsberg Maritime
4 75 134 Temperature sensors tted to main bear-
4 75 265 B-WACS, make: Doosan Engine Co., Ltd. ings, crankpin bearings, crosshead bear-
4 75 266 BWCMS, make: KOMECO ings and for moment compensator, if any
4 75 267 BCM-1, make: Mitsui Zosen Systems Re- 4 75 135 Temperature sensors tted to main bear-
search Inc. ings, crankpin bearings and crosshead
bearings
Water In Oil Monitoring System Please note: Corrosion of the overlayer is a poten-
tial problem only for crosshead bearings, because
All MAN B&W engines are as standard specied only crosshead bearings are designed with an
with Water In Oil monitoring system in order to de- overlayer. Main, thrust and crankpin bearings may
tect and avoid free water in the lubricating oil. also suffer irreparable damage from water con-
tamination, but the damage mechanism would be
In case the lubricating oil becomes contaminated different and not as acute.
with an amount of water exceeding our limit of
50% of the saturation point (corresponding to ap-
prox. 0.2% water content), acute corrosive wear of Liner Wall Monitoring System
the crosshead bearing overlayer may occur. The
higher the water content, the faster the wear rate. The Liner Wall Monitoring (LWM) system monitors
the temperature of each cylinder liner. It is to be
To prevent water from accumulating in the lube regarded as a tool providing the engine room crew
oil and, thereby, causing damage to the bearings, the possibility to react with appropriate counter-
the oil should be monitored manually or automati- measures in case the cylinder oil lm is indicating
cally by means of a Water In Oil (WIO) monitor- early signs of breakdown.
ing system connected to the engine alarm and
monitoring system. In case of water contamination In doing so, the LWM system can assist the crew
the source should be found and the equipment in the recognition phase and help avoid conse-
inspected and repaired accordingly. quential scufng of the cylinder liner and piston
rings.
The saturation point of the water content in the
lubricating oil varies depending on the age of the Signs of oil lm breakdown in a cylinder liner
lubricating oil, the degree of contamination and will appear by way of increased and uctuating
the temperature. For this reason, we have chosen temperatures. Therefore, recording a preset max
to specify the water activity measuring principle allowable absolute temperature for the individual
and the aw-type sensor. Among the available cylinder or a max allowed deviation from a calcu-
methods of measuring the water content in the lated average of all sensors will trigger a cylinder
lubricating oil, only the aw-type sensor measures liner temperature alarm.
the relationship between the water content and
the saturation point regardless of the properties of The LWM system includes two sensors placed in
the lubricating oil. the manoeuvring and exhaust side of the liners,
near the piston skirt TDC position. The sensors
WIO systems with aw-type sensor measure water are interfaced to the ship alarm system which
activity expressed in aw on a scale from 0 to 1. monitors the liner temperatures.
Here, 0 indicates oil totally free of water and 1
oil fully saturated by water. For each individual engine, the max and deviation
alarm levels are optimised by monitoring the tem-
Alarm levels are specied as follows: perature level of each sensor during normal serv-
ice operation and setting the levels accordingly.
Engine condition Water activity, aw
High alarm level 0.5 The temperature data is logged on a PC for one
High High alarm level 0.9 week at least and preferably for the duration of a
round trip for reference of temperature develop-
The aw = 0.5 alarm level gives sufcient margin ment.
to the satuartion point in order to avoid free water
in the lubricating oil. If the aw = 0.9 alarm level All types 98 and 90 ME and ME-C engines as well
is reached within a short time after the aw = 0.5 as K80ME-C9 are as standard specied with Liner
alarm, this may be an indication of a water leak Wall Monitoring system. For all other engines, the
into the lubricating oil system. LWM system is available as an option: 4 75 136.
LDCL Cooling Water Monitoring System An example of the limits is shown in Fig. 18.06.02.
The load dependent limits must include at least
With the Load Dependent Cylinder Liner (LDCL) one break point to allow cut-in/-out of the lower
cooling water system, the cooling water outlet limits. The upper limits are xed limits without
temperature from the cylinder liner is controlled breakpoints.
relative to the engine load, independent of the
cooling water outlet from the cylinder cover. The values of the load dependent limits are de-
ned as a temperature difference (DT) to actual
The interval for the liner outlet may be wide, for cooling water temperature (which vary relative to
instance from 70 to 130 degree Celsius. The cool- the engine load).
ing water outlet temperature is measured by one
sensor for each cylinder liner of the engine. The cooling water temperature is plant dependent
and consequently, the actual values of both upper
For monitoring the LDCL cooling water system the limits and load dependent limits are dened dur-
following alarm and slow down functionality must ing commissioning of the engine.
be fullled:
All 95-50ME-C10/9/-GI dot 2 and higher as well as
The Alarm system must be able, from one com- G50ME-B9.5/.3 and S50ME-B9.5 are as standard
mon analog sensor, to detect two alarm limits and specied with LDCL Cooling Water Monitoring
two slow down limits as follows: System while S50ME-B9.3 and G45ME-C9.5/-GI
are prepared for the installation of it.
Upper slow down limit
Upper alarm limit
Load dependent slow down limit
Load dependent alarm limit.
Temperature, C
140
130
120
110
Set points
100
Alarm
Slowdown
90
1st Break point
70
60
50
0 10 20 30 40 50 60 70 80 90 100 110 Engine load, % MCR
178 68 07-4.0
Fig. 18.06.02: Example of set points versus slow down and alarm limits for LDCL cooling water system
All engine plants tted with turbocharger cut-out, On engine plants designed with exhaust gas recir-
exhaust gas bypass (EGB), power turbine / turbo culation (EGR), a sudden increase of energy to the
generator (PT), hybrid turbocharger or variable tur- turbocharger(s) will occur if the EGR system trips.
bocharger (VT) run the risk of experiencing turbo- As protection, turbocharger overspeed alarm and
charger overspeed. To protect the turbocharger, non-cancellable shutdown must be tted.
such plants must be equipped with a turbocharger
overspeed alarm and slow-down function. Consequently, the turbocharger speed must be
monitored by the ship alarm system and the safe-
However, the handshake interface between the ty system(s), triggering slowdown or non-cancel-
ships power management system and a waste lable shutdown if the turbocharger speed exceeds
heat recovery system (WHRS) or a shaft genera- the dened alarm levels.
tor (SG) may delay the slowdown for up to 120
seconds. Therefore, the slow-down function must The protection applicable for individual engine
be upgraded to a non-cancellable shutdown for plant and power management congurations is
engine plants with handshake interface. summarised in Table 18.06.03.
Table 18.06.03: Turbocharger overspeed protection for individual engine plant congurations
Control Devices
The control devices mainly include a position switch (ZS) or a position transmitter (ZT) and solenoid valves
(ZV) which are listed in Table 18.06.04 below. The sensor identication codes are listed in Table 18.07.01.
Tacho/crankshaft position
ZT 4020 Tacho for safety
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanischer Lloyd only
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
Identication of Instruments
ECS: Engine Control System ZS 1112A C and ZS 1112B C indicate two redun-
GI: Gas Injection engine dant position switches in the manoeuvring sys-
VOC: Volatile Organic Compound tem, A and B, for control of the main starting air
valve position.
Repeated signals
078 89 33-9.6.0
19
MAN B&W 19.01
Page 1 of 2
A: Short distance transportation and short term Lifting tools and lifting instructions are required
storage for all levels of dispatch pattern. The lifting tools,
B: Overseas or long distance transportation or options: 4 12 110 or 4 12 111, are to be specied
long term storage. when ordering and it should be agreed whether
the tools are to be returned to the engine maker,
Short distance transportation (A) is limited by a option: 4 12 120, or not, option: 4 12 121.
duration of a few days from delivery ex works until
installation, or a distance of approximately 1,000 MAN Diesel & Turbos recommendations for pres-
km and short term storage. ervation of disassembled / assembled engines are
available on request.
The duration from engine delivery until installation
must not exceed 8 weeks. Furthermore, it must be considered whether a
drying machine, option: 4 12 601, is to be installed
Dismantling of the engine is limited as much as during the transportation and/or storage period.
possible.
MAN Diesel & Turbos recommendations for shop Large spare parts, dimensions and masses
trial, quay trial and sea trial are available on re-
quest. The approximate dimensions and masses of the
larger spare parts are indicated in Section 19.09.
In connection with the shop trial test, it is required A complete list will be delivered by the engine
to perform a pre-certication survey on engine maker.
plants with FPP or CPP, options: 4 06 201 Engine
test cycle E3 or 4 06 202 Engine test cycle E2 re-
spectively. Tools
Wearing parts
5. Components affected by water, cleaning agents, and acid uid below neutral Ph
Total NDTF 80 m
7. EGR system Vinyl ESTER acrylic copolymer. Total NDTF 500 - Free
Normal air cooler housing with EGR mix 1,200 m
point to scavenge air receiver non-return
valves (500 m).
Note: Duplex/Stainless steel is
not to be painted.
Normal air cooler housing inside from
outlet air cooler through reversing cham-
ber and water mist catcher to non-return
valves housing in scavenge air receiver.
8. Purchased equipment and instruments painted in makers colour are acceptable, unless otherwise stated in the contract
All paints must be of good quality. Paints according to builders standard may be used provided they at least full the
above requirements.
The data stated are only to be considered as guidelines. Preparation, number of coats, lm thickness per coat, etc.,
must be in accordance with the paint manufacturers specications.
074 33 57-9.13.0
Dispatch Pattern
Note
The engine supplier is responsible for the nec-
essary lifting tools and lifting instructions for
transportation purposes to the yard. The delivery
extent of lifting tools, ownership and lend/lease
conditions are to be stated in the contract. (Op-
tions: 4 12 120 or 4 12 121)
Engine complete
A2 + B2
A2 + B2 (option 4 12 022 + 4 12 032)
Top section including cylinder frame complete,
cylinder covers complete, scavenge air re-
ceiver including cooler box and cooler insert,
turbocharger(s), piston complete and galleries
with pipes, HCU units and oil lter
Bottom section including bedplate complete,
frame box complete, connecting rods, turning
gear, crankshaft complete and galleries
Remaining parts including stay bolts, chains,
FIVA valves etc.
Top section
Bottom section
Fig. 19.03.01: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123) 074 27 15-7.0.0a
Bedplate/crankshaft section
074 27 15-7.0.0b
Fig. 19.03.02: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
074 27 15-7.0.1c
Fig. 19.03.03: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
Shop Test
The minimum delivery test for MAN B&W two- Fuel oil analysis is to be presented. All load point
stroke engines, EoD: 4 14 001, involves: measurements are to be carried out on diesel or
gas oil.
Starting and manoeuvring test at no load
Load test The shop tests are all carried out according to:
Engine to be started and run up to 50% of
Specied MCR (M) in 1 hour. Factory Acceptance Test and Shipboard Trials of
I.C. Engines, UR M51
and is followed by the below mentioned tests.
by International Association of Classication Soci-
eties LTD. (IACS), www.iacs.org.uk
Load test at specic load points
Spare parts are requested by the following Classes 1 set Flexible hoses, one of each size and length
only: GL, KR, NK and RS, while just recommended by: 1 set High-pressure gasket kit
ABS and LR, but neither requested nor recommended 1 Hydraulic pump
by: BV, CCS, DNV and RINA. 1 Coupling for start-up pump
1
) MDT required spare parts.
2
) All spare parts are requested by all Classes.
a) Only required for RS. To be ordered separately as
option: 4 87 660 for other classication societies
Additional Spares
Beyond class requirements or recommendation, for easier maintenance and increased security in operation.
Cylinder cover, plate 2272-0300 (901) 1 *) Repair kit for LDCL circulation pump
4 Studs for exhaust valve 1 *) Repair kit for LDCL three-way control valve
4 Nuts for exhaust valve
eng Orings for cooling jacket *) if tted
eng Sealing between cylinder cover and liner
4 Spring housings for fuel valve. Only for 98-60 Cylinder Lubricating Oil System, plate 3072-0600
ME/ME-C (903)
1 Solenoid valve
Hydraulic tool for cylinder cover, plates 2270- 1 Level switch for lubricator
0310/0315 (901)
1 set Hydraulic hoses with protection hose HPS Hydaulic Power Supply, plates 4572-1000/0750,
complete with couplings 4572-1100/1200/1250 (906)
8 pcs Orings with backup rings, upper 1 Electric motor for start-up pump
8 pcs Orings with backup rings, lower 1 Pressure relief valve for start-up pump
2 Pressure reducer for pump inlet
Piston and piston rod, plates 2272-0400/0420 (902) 25% Plug screws for hydraulic system (HPS & HCU)
1 box Locking wire, L=63 m 1 Accumulator, complete
5 Piston rings of each kind 1 Proportional valve
2 Drings for piston skirt 1 Swashplate transducer
2 Drings for piston rod 1 Rubber compensator for inlet
Piston rod stufng box, plate 2272-0500 (902) Engine Control System, plate 4772-1550 (906)
15 Self-locking nuts 1 set Fuses for MPC, TSA, CNR
5 Orings
5 Top scraper rings HCU Hydraulic Cylinder Unit, plate 4572-0500 (906)
15 Pack sealing rings 1 set Packings for booster & actuator, complete set
10 Cover sealing rings 1 FIVA valve, or ELFI + ELVA if applied
120 Lamellas for scraper rings 1 Ball valve, pos. 420
30 Springs for top scraper and sealing rings 1 Ball valve DN10
20 Springs for scraper rings 1 set Accumulator complete
25% Plug screws, shared with HPS & accumulator
Cylinder frame, plate 1072-0710 (903) block
set Studs for cylinder cover for 1 cylinder
1 Bushing for stufng box Accumulator/safety block, plate 4572-0700 (906)
1 Pressure transducer, pos. 320
Cylinder liner and cooling jacket, plate 2272- 25% Plug screws, shared with HPS & HCU
0600/0660/0665 (903) 1 Ball valve DN10
4 set Non-return valves. For K90ME-C two types/ 1 Solenoid valve for valve pos. 310 (shut down)
cylinder
1 eng Orings for cylinder liner
eng Gaskets for cooling water connection
eng Orings for cooling water pipes
1 set Cooling water pipes with blocks between liner
and cover for 1 cylinder
Fig. 19.07.01a: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
Alarm- and safety system, plate 4772- 1 Conical ring in 2/2. Only for low-force design
1 Pressure sensor for scavenge air receiver, 1 eng Orings for spindle/air piston
PT 8601 1 eng Nonreturn valve
1 Pressure switch for lubricating oil inlet, PS 8109 1 Sealing oil unit. Only for engines without low-
1 Thrust bearing temperature sensor, TS 8107 force design/COL
(sensor only) 1 Inductive sensor for exhaust valve positioning
1 Pressure switch for jacket cooling water inlet,
PS 8402 Exhaust valve pipe, plate 2272-0240 (908)
1 High pressure pipe from actuator to exhaust
Main starting valve, plate 3472-0300 (907) valve
The below main starting valve parts are all to be in ac-
cordance with the suppliers recommendation: Cooling water outlet, plate 5072-0100 (908)
1 Repair kit for main actuator 2 Ball valve
1 Repair kit for main ball valve 1 Buttery valve
1 *) Repair kit for actuator, slow turning 1 Gaskets for buttery valve
1 *) Repair kit for ball valve, slow turning 1 eng Packings for cooling water compensator. Only
for S50ME-C8
*) if tted
Fuel injection system, plate 4272-0500 (909)
Starting valve, plate 3472-0200 (907) 1 Fuel oil pressure booster complete, for 1 cylin-
2 Locking plates der
2 Pistons
2 Springs Fuel valve, plate 4272-0200 (909)
2 Bushing 1 eng Spindle guides, complete with fuel nozzle
1 set Orings 1 eng Orings and guide rings for fuel valve
1 Valve spindle eng Springs
eng Discs, +30 bar
Exhaust valve, plates 2272-0200/0210 (908) 3 Thrust spindles
1 Exhaust valve spindle 3 Non-return valve, if mounted
1 Exhaust valve seat
eng Sealing rings between exhaust valve and cyl- Fuel oil high-pressure pipes, plate 4272-0100 (909)
inder cover 1 set High-pressure pipe, from fuel oil pressure
4 Piston rings booster to fuel valve
eng Guide rings for air piston 1 set Orings for high-pressure pipes
eng Sealing rings
eng Safety valves Fuel oil regulating valve, plate 4272-0030 (909)
1 eng Gaskets and Orings for safety valve 1 Fuel oil regulating valve, complete
1 Piston complete 1 Oring of each kind
1 Opening damper piston
1 eng Orings and sealings between air piston and Turbocharger, plate 5472-0700 (910)
exhaust valve housing/spindle 1 set Spare parts for 1 turbocharger in accordance
1 Spindle guide with the suppliers recommendation
1 eng Gaskets and Orings for cooling water
connection
Fig. 19.07.01b: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
Notes:
In the pcs/set column, eng means engine set, i.e. a set for one engine, whereas set means a set for the specic
component(s).
Plate numbers refer to the Instruction Manual containing plates with spare parts (older three-/ve-digit numbers are
included for reference)
Fig. 19.07.01c: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
Wearing Parts
MAN Diesel & Turbo Service Letter SL-509 pro- The wearing parts expected to be replaced at the
vides Guiding Overhaul Intervals and expected service hours mentioned in the Service Letter are
service life for key engine components. listed in the tables below.
32,000
88,000
48,000
96,000
36,000
56,000
84,000
64,000
60,000
20,000
72,000
80,000
40,000
24,000
12,000
16,000
8,000
Service hours
Description Replace parts
Piston
Soft iron gasket (1 set per cylinder) x x x x x x
Piston crown (1 pc per cylinder) x
O-rings for piston (1 set per cylinder) x
Piston rings (1 set per cylinder) x x x x x x
Piston cleaning ring (1 pc per cylinder) x
Stufng box
Lamellas (1 set per cylinder) x x x
Top scraper ring (1 pc per cylinder) x x x
O-rings (1 set per cylinder) x x x x x x
Cylinder liner (1 pc per cylinder) x
O-rings for cylinder liner (1 set per cylinder) x
O-rings for cooling water jacket (1 set per cylinder) x
O-rings for cooling water connections (1 set per cyl.) x
Exhaust valve
DuraSpindle (1 pc per cylinder) x
Nimonic spindle (1 pc per cylinder) x
Bottom piece (1 pc per cylinder) x
Piston rings for exhaust valve & oil piston (1 set per cyl.) x
O-rings for bottom piece (1 set per cylinder) x x x x
Fuel valves
Valve nozzle (2 sets per cylinder) x x x x x x
Spindle guide (2 sets per cylinder) x x x x x x
O-ring (2 sets per cylinder) x x x x x x x x x x x x
Spring housings (1 set per cylinder) x
Bearings
Crosshead bearing (1 set per cylinder) x
Crankpin bearing (1 set per cylinder) x
Main bearing (1 set per cylinder) x
Thrust bearing (1 set per engine) x
Cylinder cover (1 pc per cylinder) x
O-rings for cooling water jacket (1 set per cylinder) x x x x
O-ring for starting valve (1 pc per cylinder) x x x x x x x x
32,000
88,000
48,000
36,000
56,000
84,000
96,000
64,000
60,000
20,000
72,000
80,000
40,000
24,000
12,000
16,000
8,000
Service hours
Description Replace parts
Air cooler(s) (1 pc per turbocharger) x x
Turbocharger(s) *)
Alpha Lubricator
Solenoid valve (1 pc per pump) x x x x
Non-return valve (1 pc per pump piston) x x x x
O-rings (1 set per lubricator) x x x x
Mechanical cylinder lubricator *)
ME Parts
Hydraulic hoses (1 set per engine) x x x
FIVA valve (1 pc per cylinder) x
Fuel oil pressure booster (1 pc per cylinder) x
Angle encoder (2 pcs per engine) x
MPC (1 pc per cylinder + 7 pcs) x
MOP A (1 pc per engine) x
MOP B (1 pc per engine) x
CCU amplier (1 pc per cylinder) x
ACU amplier (3 pcs per engine) x
LVDT hydraulic pump amplier (3 pcs per engine) x
LDI hydraulic pump amplier (3 pcs per engine) x
Proportional valve for main hydraulic pump x x x x
Hydrostatic bearings for main hydraulic pump x x x
Sealings for pressure relief valve for main hydr. pump x x
Static sealing rings for exh. valve actuator (1 pc per cyl.) x x x
Membranes for accumulators on HPS x x x
Membranes for accumulators on HCU x x x
Fuel booster sensor (1 pc per cylinder) x
Exhaust valve sensor (1 pc per cylinder) x
Marker sensor (1 pc per engine) x
Cables (1 set per engine) x
Gear wheel bearings (1 set per engine) x
32,000
88,000
48,000
36,000
56,000
84,000
96,000
64,000
60,000
20,000
72,000
80,000
40,000
24,000
12,000
16,000
8,000
Service hours
Description Replace parts
ME-GI/-LGI Parts
Gas/LFL nozzles (1 set per cylinder) **) x x x x x x
Sealing rings and gaskets for gas/LFL injection
x x x x x x x x x x x x
valves (1 set per cylinder) **)
Sealing rings for arrangement of control oil pipes
x x x x x x x x x x x x
(1 set per cylinder) ***)
A
1 2
C A
D C
A
3
C A
D
178 51 59-7.3
MAN ABB
561 66 78-9.0.0
MHI
Max
Dimensions (mm)
Type Mass
kg. A () B C () B
561 68 37-2.1.0
The engine is delivered with all necessary special tools for scheduled maintenance. The extent of the tools
is stated below. Most of the tools are arranged on steel plate panels. It is recommended to place them
close to the location where the overhaul is to be carried out, see Section 19.11.
Cylinder Cover, MF/SF 21-9010 Fuel Oil System Tools, MF/SF 21-9042
1 pcs Tool panel incl. lifting chains, grinding mandrels, 1 pcs Tool panel incl. grinding, lifting, adjustment and
extractor tools etc. assembly tools etc.
1 set Fuel valve nozzle tools
Cylinder Unit Tools, MF/SF 21-9014 1 set Toolbox for tting of fuel pump seals
1 pcs Tool panel incl. pressure testing tool, piston ring 1 pcs Probe light
expander, stufng box tools, templates etc. 1 pcs Test rig for fuel valve
1 pcs Guide ring for piston
1 pcs Lifting tool for piston
Turbocharger System Tools, MF/SF 21-9046
1 pcs Support iron for piston
1 set Air cooler cleaning tool
1 pcs Crossbar for cylinder liner, piston
1 pcs Compensator, dismantling tool
1 set Measuring tool for cylinder liner
1 pcs Travelling trolley
1 set Test equipment for accumulator
1 set Blanking plates
1 pcs ECU temporary backup cable for indicator
General Tools, MF/SF 21-9058
Crosshead and Connection Rod Tools, MF/SF 21-9022
1 set Pump for hydraulic jacks incl. hydraulic
1 pcs Tool panel incl. suspension and lifting tools, accessories
protection in crankcase etc. 1 set Set of tackles, trolleys, eye bolts, shackles, wire
1 pcs Guide shoe extractor ropes
1 set Instruments incl. mechanical / digital measuring
Crankshaft and Thrust Bearing Tools, MF/SF 21-9026 tools
1 pcs Tool panel incl. lifting, testing and retaining 1 set Working platforms incl. Supports
tools etc. 1 set Hand tools incl. wrenches, pliers and spanners
1 pcs Lifting tool for crankshaft
1 pcs Lifting tool for thrust shaft Hydraulic Jacks, MF/SF 21-94
1 set Feeler gauges It is important to notice, that some jacks are used on
1 pcs Measuring instrument for Axial Vibration Damper different components on the engine, Fig. 19.10.06
(Only for engines without Axial Vibration Monitor)
Personal Safety Equipment, MF/SF 21-9070
Control Gear Tools, MF/SF 21-9030 1 pcs Fall arrest block and rescue harness
1 pcs Tool panel incl. pin gauges, chain assembly 1 pcs Fall arrest equipment - Optional
tools, camshaft tools etc.
1 set Hook wrenches for accumulator
Optional Tools
1 pcs Collar ring for piston
Exhaust Valve Tools, MF/SF 21-9038
1 pcs Cylinder wear measuring tool, insertable
1 pcs Tool panel incl. grinding-, lifting-, adjustment-
and test tools etc. 1 pcs Digital measuring tool for crankshaft deection
1 pcs Support for tilting tool
1 pcs Valve seat and spindle grinder
1 pcs Wave cut machine for cylinder liner
1 pcs Wear ridge milling machine
1 pcs Work table for exhaust valve
1 3 #
"
!
!
122 66 40-0.1.0
2
"
122 66 29-4.1.0
C
D
D
B
A
B
E
E
C
A
122 66 25-7.1.0
122 66 58-1.0.0
"
1 3
!
"
513 02 17-3.1.0
B
310 15 73-0.4.0
"
Mass
Pos. Description
(kg) A B C
1 Guide shoe extractor 10 420 305
2 Lifting tool for crankshaft 59 725 498 140
3 Lifting tool for thrust shaft 54 800 100
4 Hook wrenches for accumulator 45 524 330 300
#ONTROLBOX
1 2
#
#
"
!
13 64 08-7.0.0
3
"
508 83 09-8.0.0
"
316 79 10-8.3.0
1 3
504 59 85-6.1.0
$IMENSIONSVARIESDEPENDINGONCOMPENSATORSIZE
310 20 96-6.1.0
Pos. Description
1 Air cooler cleaning tool
2 Compensator, dismantling tool
3 Blanking plate
1 2
"
504 60 81-4.1.0
340 00 47-5.3.0
Number of Size
MF-SF
boxes required
Hydraulic Jacks:
21-9410 Cylinder cover 1 2
21-9420 Piston crown
21-9421 Piston rod
21-9430 Crosshead
21-9431 Connecting rod 1 1
21-9440 Main bearing 1 2
21-9441 Tuning wheel
21-9442 Turning wheel
21-9443 Chain wheel
21-9444 AVD
21-9445 Segment stopper 1 1
310 18 3-9.3.0
21-9446 Counter weight
Example of a box containing hydraulic jacks for con- 21-9447 Torsion damper
necting rod and end chocks.
21-9450 Chain tightener
The exact design and dimensions will be specied by 21-9451 Intermediate shaft
the engine builder or subsupplier.
21-9452 Camshaft bearing
However, as a minimum, the boxes must be provided 21-9453 Main Hydra.pipe
with the following: 21-9454 Moment compensator
supports 21-9460 Exhaust spindle 1 1
rigid handles 21-9461 Exhaust valve 1 1
rigid locks
reinforced corners 21-9462 Exhaust valve actuator
be resistant to water and oil 21-9463 HPU block
hydraulic jacks must be secured in the box.
21-9464 HCU block
The table indicates the scope and estimated size of 21-9470 Fuel pump
boxes for hydraulic jacks. 21-9480 Stay bolts 1 1
Hydraulic jacks are often used at different locations, 21-9481 Complete set
which is why not all elds have been lled in. 21-9490 Holding down bolts /
1 2
End chock
21-9491 End Chock
Approx. dimensions in mm. Total number of boxes
8
containing hydraulic jacks
Size 1: 300 mm x 400 mm x 500 mm
Size 2: 500 mm x 700 mm x 500 mm
Size 3: 900 mm x 1,200 mm x 500 mm
1
.ECESSARYHEADROOMMINMM
! !
!
!
XHOLESINFLOOR
(OLEINFLOOR
513 13 74-6.0.0
Pos. Description
1 Valve seat and spindle grinder
1 2
$
!
"
116 55 06-8.1.0
"
141 32 19-4.1.0
1 2
!
"
B
503 27 57-2.2.0
122 66 26-9.1.1a
20
MAN B&W 20.01
Page 1 of 1
Part of this information can be found in the follow- The information is general, and some deviations
ing documentation: may appear in a nal engine documentation, de-
pending on the content specied in the contract
Marine Engine Programme and on the individual licensee supplying the en-
Turbocharger Selection gine. The Project Guides comprise an extension
Installation Drawings of the general information in the Engine Selection
CEAS - Engine Room Dimensioning Guide, as well as specic information on such
Project Guides subjects as:
Extent of Delivery (EOD)
Technical Papers Engine Design
Engine Layout and Load Diagrams, SFOC
The publications are available at: Turbocharger Selection & Exhaust Gas Bypass
www.marine.man.eu Two-Stroke. Electricity Production
Installation Aspects
List of Capacities: Pumps, Coolers & Exhaust Gas
Engine Selection Guides Fuel Oil
Lubricating Oil
The Engine Selection Guides are intended as a Cylinder Lubrication
tool to provide assistance at the very initial stage Piston Rod Stufng Box Drain Oil
of the project work. The guides give a general Central Cooling Water System
view of the MAN B&W twostroke Programme for Seawater Cooling
MC as well as for ME and ME-B engines and in- Starting and Control Air
clude information on the following subjects: Scavenge Air
Exhaust Gas
Engine data Engine Control System
Engine layout and load diagrams Vibration Aspects
specic fuel oil consumption Monitoring Systems and Instrumentation
Turbocharger selection Dispatch Pattern, Testing, Spares and Tools
Electricity production, including power take off Project Support and Documentation.
Installation aspects
Extent of Delivery
MAN Diesel & Turbos Extent of Delivery (EoD) The Copenhagen Standard Extent of Delivery in-
is provided to facilitate negotiations between cludes:
the yard, the engine maker, consultants and the
customer in specifying the scope of supply for a Minimum of alarm sensors recommended by the
specic project involving MAN B&W two-stroke classication societies and MAN Diesel & Turbo
engines. Moment compensator for certain numbers of
cylinders
We provide four different EoDs: MAN turbochargers
The basic Engine Control System
EoD 70-50 MC-C Tier ll Engine CoCoSEDS ME Basic (for ME/ME-B/-GI only)
EoD 46-35 MC-C Tier ll Engines Spare parts either required or recommended by
EoD 98-50 ME/ME-C/ME-C-GI Tier ll Engines the classication societies and MAN Diesel &
EoD 60-30 ME-B Tier ll Engines Turbo
Tools required or recommended by the classi-
These publications are available in print and at: cation societies and MAN Diesel & Turbo.
www.marine.man.eu Two-Stroke Extent of
Delivery (EoD). MAN Diesel & Turbo licencees may select a differ-
ent extent of delivery as their standard.
Installation Documentation
Turning gear
Turning gear arrangement
Turning gear, control system
Turning gear, with motor
Spare parts
List of spare parts
Compressed air
Starting air system
Scavenge air
Scavenge air drain system
Exhaust gas
Exhaust pipes, bracing
Exhaust pipe system, dimensions
Shop trials
Shop trials, delivery test
Shop trial report
Flushing procedures
Lubricating oil system cleaning instruction
Appendix
A
MAN B&W Appendix A
Page 1 of 3
6.6 * Air pipe with cover and net 8.1 Closed vessel with inclined bottom
6.7 * Air pipe w. pressure vacuum valve 8.2 Heat exchanger with fan
7.6 Recorder
Fig. A.01.01: Basic symbols for pipe plants according to MAN Diesel & Turbo EN603A