This section is available on request - MAN Diesel & Turbo

MAN B&W 4.01
The power from the crankshaft gear <strong>is</strong> transferred,
via a multi�d<strong>is</strong>c clutch, to an epicyclic
variable�ratio gear and the generator. These are
mounted on a common bedplate, bolted to brackets
integrated with the engine bedplate.
The BWIII/RCF unit <strong>is</strong> an epicyclic gear with a
hydrostatic superposition drive. The hydrostatic
input drives the annulus of the epicyclic gear in
either direction of rotation, hence continuously
varying the gearing ratio to keep the generator
speed constant throughout an engine speed
variation of 30%. In the standard layout, th<strong>is</strong> <strong>is</strong>
between 100% and 70% of the engine speed at
specified MCR, but it can be placed in a lower
range if required.
The input power to the gear <strong>is</strong> divided into two
paths – one mechanical and the other hydrostatic
– and the epicyclic differential combines the
power of the two paths and transmits the combined
power to the output shaft, connected to the
generator. The gear <strong>is</strong> equipped with a hydrostatic
motor driven by a pump, and controlled by an
electronic control unit. <strong>Th<strong>is</strong></strong> keeps the generator
speed constant during single running as well as
when running in parallel with other generators.
The multi�d<strong>is</strong>c clutch, integrated into the gear input
shaft, permits the engaging and d<strong>is</strong>engaging
of the epicyclic gear, and thus the generator, from
the main engine during operation.
An electronic control system with a RENK controller
ensures that the control signals to the main
electrical switchboard are identical to those for
the normal auxiliary generator sets. <strong>Th<strong>is</strong></strong> applies
to ships with automatic synchron<strong>is</strong>ing and load
sharing, as well as to ships with manual switchboard
operation.
Internal control circuits and interlocking functions
between the epicyclic gear and the electronic
control box provide automatic control of the functions
necessary for the reliable operation and
protection of the BWIII/RCF unit. If any monitored
value exceeds the normal operation limits, a warning
or an alarm <strong>is</strong> given depending upon the origin,
severity and the extent of deviation from the
perm<strong>is</strong>sible values. The cause of a warning or an
alarm <strong>is</strong> shown on a digital d<strong>is</strong>play.
MAN B&W K108ME-C6, K98MC/MC-C/ME/ME-C6/7,
S90MC-C/ME-C7/8, K90ME/ME-C9, K90MC-C/ME-C6, S80MC6,
S80MC-C7/8, S80ME-C7/8/9, K80ME-C9, K80MC-C/ME-C6,
S70MC�C/ME-C/ME-GI7/8, L70MC�C/ME-C7/8, S70MC6,
S65ME-C/ME-GI8, S60MC6, S60MC-C/ME-C/ME-GI7/8,
L60MC-C/ME-C7/8, S50MC-C/ME-C7/8, S50MC6, S50ME-B8/9
MAN Diesel
Extent of delivery for BWIII/RCF units
Page of 6
The delivery compr<strong>is</strong>es a complete unit ready to
be built�on to the main engine. Fig. .02.01 shows
the required space and the standard electrical
output range on the generator terminals.
Standard sizes of the crankshaft gears and the
RCF units are designed for:
700, 1200, 1800 and 2600 kW, while the generator
sizes of make A. van Kaick are:
Type
DSG
0 V
1800
kVA
60 Hz
r/min
kW
380 V
1 00
kVA
0 Hz
r/min
kW
62 M2� 707 66 627 01
62 L1� 8 68 761 609
62 L2� 1,0 6 8 9 0 7 2
7 M1� 1,271 1,017 1,137 909
7 M2� 1, 32 1,1 6 1,280 1,02
7 L1� 1,6 1 1,321 1, 68 1,17
7 L2� 1,92 1, 39 1,709 1,368
86 K1� 1,9 2 1, 1,8 1, 7
86 M1� 2,3 1,876 2,1 8 1,718
86 L2� 2,792 2,23 2, 2 2,033
99 K1� 3,222 2, 78 2,989 2,391
In the event that a larger generator <strong>is</strong> required,
please contact MAN Diesel.
178 34 89�3.1
If a main engine speed other than the nominal <strong>is</strong>
required as a bas<strong>is</strong> for the PTO operation, it must
be taken into consideration when determining the
ratio of the crankshaft gear. However, it has no
influence on the space required for the gears and
the generator.
The PTO can be operated as a motor (PTI) as well
as a generator by making some minor modifications.
198 43 00�0.2