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<strong>MAN</strong> B&W S65ME-C8-GI-TII<br />
Project Guide<br />
Electr<strong>on</strong>ically C<strong>on</strong>trolled<br />
Two�stroke Engines<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> Project Guide <str<strong>on</strong>g>is</str<strong>on</strong>g> intended to provide the informati<strong>on</strong> necessary for the layout of a marine propulsi<strong>on</strong><br />
plant.<br />
The informati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> to be c<strong>on</strong>sidered as preliminary. It <str<strong>on</strong>g>is</str<strong>on</strong>g> intended for the project stage <strong>on</strong>ly and subject to<br />
modificati<strong>on</strong> in the interest of technical progress. The Project Guide provides the general technical data<br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> at the date of <str<strong>on</strong>g>is</str<strong>on</strong>g>sue.<br />
It should be noted that all figures, values, measurements or informati<strong>on</strong> about performance stated in th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
project guide are for guidance <strong>on</strong>ly and should not be used for detailed design purposes or as a substitute<br />
for specific drawings and instructi<strong>on</strong>s prepared for such purposes.<br />
Data updates<br />
Data not finally calculated at the time of <str<strong>on</strong>g>is</str<strong>on</strong>g>sue <str<strong>on</strong>g>is</str<strong>on</strong>g> marked ‘Available <strong>on</strong> <strong>request</strong>’. Such data may be made<br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> at a later date, however, for a specific project the data can be <strong>request</strong>ed. Pages and table entries<br />
marked ‘Not applicable’ represent an opti<strong>on</strong>, functi<strong>on</strong> or selecti<strong>on</strong> which <str<strong>on</strong>g>is</str<strong>on</strong>g> not valid.<br />
The latest, most current versi<strong>on</strong> of the individual Project Guide <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> the Internet at:<br />
www.mandieselturbo.com under ‘Products’ → ‘Marine Engines & Systems’ → ‘Low Speed’.<br />
Extent of Delivery<br />
The final and binding design and outlines are to be supplied by our licensee, the engine maker, see Chapter<br />
20 of th<str<strong>on</strong>g>is</str<strong>on</strong>g> Project Guide.<br />
In order to facilitate negotiati<strong>on</strong>s between the yard, the engine maker and the customer, a set of ‘Extent of<br />
Delivery’ forms <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> in which the basic and the opti<strong>on</strong>al executi<strong>on</strong>s are specified.<br />
Electr<strong>on</strong>ic versi<strong>on</strong>s<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> Project Guide book and the ‘Extent of Delivery’ forms are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> a DVD and can also be found<br />
<strong>on</strong> the Internet at: www.mandieselturbo.com under ‘Products’ → ‘Marine Engines & Systems’ → ‘Low<br />
Speed’, where they can be downloaded.<br />
1st Editi<strong>on</strong><br />
April 2010<br />
<strong>MAN</strong> B&W S65ME-C8-GI-TII 198 75 93-8.1
All data provided in th<str<strong>on</strong>g>is</str<strong>on</strong>g> document <str<strong>on</strong>g>is</str<strong>on</strong>g> n<strong>on</strong>-binding. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> data serves informati<strong>on</strong>al purposes <strong>on</strong>ly and <str<strong>on</strong>g>is</str<strong>on</strong>g> especially<br />
not guaranteed in any way.<br />
Depending <strong>on</strong> the subsequent specific individual projects, the relevant data may be subject to changes and will<br />
be assessed and determined individually for each project. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> will depend <strong>on</strong> the particular character<str<strong>on</strong>g>is</str<strong>on</strong>g>tics of<br />
each individual project, especially specific site and operati<strong>on</strong>al c<strong>on</strong>diti<strong>on</strong>s.<br />
If th<str<strong>on</strong>g>is</str<strong>on</strong>g> document <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered in another language than Engl<str<strong>on</strong>g>is</str<strong>on</strong>g>h and doubts ar<str<strong>on</strong>g>is</str<strong>on</strong>g>e c<strong>on</strong>cerning the translati<strong>on</strong>, the<br />
Engl<str<strong>on</strong>g>is</str<strong>on</strong>g>h text shall prevail.<br />
<strong>MAN</strong> <strong>Diesel</strong> & <strong>Turbo</strong><br />
Teglholmsgade 41<br />
DK�2450 Copenhagen SV<br />
Denmark<br />
Teleph<strong>on</strong>e +45 33 85 11 00<br />
Telefax +45 33 85 10 30<br />
mandiesel-cph@mandiesel.com<br />
www.mandieselturbo.com<br />
Copyright 2010 © <strong>MAN</strong> <strong>Diesel</strong> & <strong>Turbo</strong>, branch of <strong>MAN</strong> <strong>Diesel</strong> & <strong>Turbo</strong> SE, Germany, reg<str<strong>on</strong>g>is</str<strong>on</strong>g>tered with the Dan<str<strong>on</strong>g>is</str<strong>on</strong>g>h<br />
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “<strong>MAN</strong> <strong>Diesel</strong> & <strong>Turbo</strong>”).<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> document <str<strong>on</strong>g>is</str<strong>on</strong>g> the product and property of <strong>MAN</strong> <strong>Diesel</strong> & <strong>Turbo</strong> and <str<strong>on</strong>g>is</str<strong>on</strong>g> protected by applicable copyright laws.<br />
Subject to modificati<strong>on</strong> in the interest of technical progress. Reproducti<strong>on</strong> permitted provided source <str<strong>on</strong>g>is</str<strong>on</strong>g> given.<br />
7020-0115-00ppr Apr 2010<br />
<strong>MAN</strong> B&W S65ME-C8-GI-TII 198 75 93-8.1
<strong>MAN</strong> B&W<br />
Engine Design ....................................................................... 1<br />
Engine Layout and Load Diagrams, SFOC .............................. 2<br />
<strong>Turbo</strong>charger Selecti<strong>on</strong> & Exhaust Gas By-pass .................... 3<br />
Electricity Producti<strong>on</strong> ............................................................ 4<br />
Installati<strong>on</strong> Aspects ............................................................... 5<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities: Pumps, Coolers & Exhaust Gas ................. 6<br />
Fuel ...................................................................................... 7<br />
Lubricating Oil ...................................................................... 8<br />
Cylinder Lubricati<strong>on</strong> .............................................................. 9<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> Rod Stuffing Box Drain Oil .......................................... 10<br />
Central Cooling Water System ............................................... 11<br />
Seawater Cooling .................................................................. 12<br />
Starting and C<strong>on</strong>trol Air ......................................................... 13<br />
Scavenge Air ......................................................................... 14<br />
Exhaust Gas .......................................................................... 15<br />
Engine C<strong>on</strong>trol System .......................................................... 16<br />
Vibrati<strong>on</strong> Aspects .................................................................. 17<br />
M<strong>on</strong>itoring Systems and Instrumentati<strong>on</strong> .............................. 18<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern, Testing, Spares and Tools ........................... 19<br />
Project Support and Documentati<strong>on</strong> ...................................... 20<br />
Appendix .............................................................................. A<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
C<strong>on</strong>tents
<strong>MAN</strong> B&W C<strong>on</strong>tents<br />
Chapter Secti<strong>on</strong><br />
1 Engine Design<br />
ME-GI dual fuel engine 1.01 1984810-4.2<br />
The ME Tier II Engine 1.01 1987469-4.0<br />
Engine type designati<strong>on</strong> 1.02 1983824-3.6<br />
Power, speed, SFOC 1.03 1987377-1.0<br />
Engine power range and fuel oil c<strong>on</strong>sumpti<strong>on</strong> 1.04 1984917-2.3<br />
Performance curves 1.05 1985331-6.1<br />
ME-GI Engine descripti<strong>on</strong> 1.06 1985059-7.1<br />
Engine cross <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> Engine Layout and Load Diagrams, SFOC 1.07 1984821-2.2<br />
2 Engine Layout and Load Diagrams, SFOC<br />
Engine layout and load diagrams 2.01 1983833-8.4<br />
Propeller diameter and pitch, influence <strong>on</strong> optimum propeller speed 2.02 1983878-2.5<br />
Layout diagram sizes 2.03 1986911-0.1<br />
Engine layout and load diagrams, ME/ME-C/ME-B/-GI engines 2.04 1986993-5.1<br />
Diagram for actual project 2.05 1986909-9.1<br />
Specific fuel oil c<strong>on</strong>sumpti<strong>on</strong>, ME versus MC engines 2.06 1983836-3.3<br />
SFOC for high efficiency turbochargers 2.07 1987017-7.0<br />
SFOC, reference c<strong>on</strong>diti<strong>on</strong>s and guarantee 2.08 1987045-2.1<br />
Examples of graphic calculati<strong>on</strong> of SFOC 2.08 1987020-0.0<br />
SFOC calculati<strong>on</strong>s (80%-85%) 2.09 1986876-2.1<br />
SFOC calculati<strong>on</strong>s, example 2.10 1986956-5.1<br />
Fuel c<strong>on</strong>sumpti<strong>on</strong> at an arbitrary load 2.11 1983843-4.4<br />
Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> c<strong>on</strong>trol 2.12 1987540-0.1<br />
3 <strong>Turbo</strong>charger Selecti<strong>on</strong> & Exhaust Gas By-pass<br />
<strong>Turbo</strong>charger selecti<strong>on</strong> 3.01 1987529-4.1<br />
Exhaust gas by-pass 3.02 1984593-4.5<br />
NOx Reducti<strong>on</strong> by SCR 3.03 1985894-7.1<br />
4 Electricity Producti<strong>on</strong><br />
Electricity producti<strong>on</strong> 4.01 1985740-2.0<br />
Designati<strong>on</strong> of PTO 4.01 1985385-5.3<br />
PTO/RCF 4.01 1984300-0.2<br />
Space requirements for side mounted PTO/RCF 4.02 1984915-9.1<br />
Engine preparati<strong>on</strong>s for PTO 4.03 1984315-6.2<br />
PTO/BW GCR 4.04 1984316-8.6<br />
Waste Heat Recovery Systems (WHR) 4.05 1986647-4.0<br />
L16/24 GenSet data 4.06 1984205-4.5<br />
L21/31 GenSet data 4.07 1984206-6.5<br />
L23/30H GenSet data 4.08 1984207-8.5<br />
L27/38 GenSet data 4.09 1984209-1.5<br />
L28/32H GenSet data 4.10 1984210-1.5<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W C<strong>on</strong>tents<br />
Chapter Secti<strong>on</strong><br />
5 Installati<strong>on</strong> Aspects<br />
Space requirements and overhaul heights 5.01 1984375-4.6<br />
Space requirement 5.02 1987808-6.0<br />
Crane beam for overhaul of turbochargers 5.03 1987809-8.0<br />
Crane beam for turbochargers 5.03 1984848-8.2<br />
Engine room crane 5.04 1984893-0.1<br />
Overhaul with Double-Jib crane 5.04 1984534-8.4<br />
Double-Jib crane 5.04 1984541-9.2<br />
Engine outline, galleries and pipe c<strong>on</strong>necti<strong>on</strong>s 5.05 1984715-8.3<br />
Engine and gallery outline 5.06 1984809-4.1<br />
Centre of gravity 5.07 1985336-5.0<br />
Water and oil in engine 5.08 1987647-9.0<br />
Engine pipe c<strong>on</strong>necti<strong>on</strong>s 5.09 1984811-6.1<br />
Counterflanges 5.10 1984812-8.2<br />
Counterflanges, C<strong>on</strong>necti<strong>on</strong> D 5.10 1986670-0.2<br />
Counterflanges, C<strong>on</strong>necti<strong>on</strong> E 5.10 1987027-3.0<br />
Engine seating and holding down bolts 5.11 1984176-5.7<br />
Epoxy chocks Arrangement 5.12 1984814-1.2<br />
Engine seating profile 5.12 1984894-2.2<br />
Engine top bracing 5.13 1984672-5.8<br />
Mechanical top bracing 5.14 1984815-3.0<br />
Hydraulic top bracing arrangement 5.15 1984901-5.0<br />
Comp<strong>on</strong>ents for Engine C<strong>on</strong>trol System 5.16 1984697-7.4<br />
Shaftline earthing device 5.17 1984929-2.4<br />
<strong>MAN</strong> <strong>Diesel</strong>s Alpha C<strong>on</strong>trollable Pitch (CP) propeller 5.18 1984695-3.5<br />
Hydraulic Power Unit for Alpha CP propeller 5.18 1985320-8.2<br />
Alphatr<strong>on</strong>ic 2000 Propulsi<strong>on</strong> C<strong>on</strong>trol System 5.18 1985322-1.2<br />
6 L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities: Pumps, Coolers & Exhaust Gas<br />
Calculati<strong>on</strong> of capacities 6.01 1987067-9.1<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities and cooling water systems 6.02 1987463-3.0<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities, S65ME-C8-GI 6.03 1987157-8.0<br />
Auxiliary system capacities for derated engines 6.04 1987152-9.0<br />
Pump capacities, pressures and flow velocities 6.04 1986196-7.1<br />
Example 1, Pumps and Cooler Capacity 6.04 1987450-1.0<br />
Freshwater generator 6.04 1987145-8.0<br />
Example 2, Fresh Water Producti<strong>on</strong> 6.04 1987451-3.0<br />
Calculati<strong>on</strong> of exhaust gas amount and temperature 6.04 1984318-1.2<br />
Diagram for change of exhaust gas amount 6.04 1984420-9.2<br />
Exhaust gas correcti<strong>on</strong> formula 6.04 1987140-9.0<br />
Example 3, Expected Exhaust Gas 6.04 1987452-5.0<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W C<strong>on</strong>tents<br />
Chapter Secti<strong>on</strong><br />
7 Fuel<br />
Gas system 7.00 1984884-6.2<br />
Pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>ed fuel oil system 7.01 1984228-2.7<br />
Fuel oil system 7.01 1987660-9.0<br />
Fuel oils 7.02 1983880-4.5<br />
Fuel oil pipes and drain pipes 7.03 1987646-7.0<br />
Fuel oil pipe insulati<strong>on</strong> 7.04 1984051-8.3<br />
Comp<strong>on</strong>ents for fuel oil system 7.05 1983951-2.6<br />
Comp<strong>on</strong>ents for fuel oil system, venting box 7.05 1984735-0.2<br />
Water in fuel emulsificati<strong>on</strong> 7.06 1983882-8.3<br />
Reliquefacti<strong>on</strong> Technology 7.07 1984835-6.1<br />
LNG Carriers 7.08 1984839-3.2<br />
Gas supply system 7.09 1984885-8.4<br />
8 Lubricating Oil<br />
Lubricating and cooling oil system 8.01 1984230-4.3<br />
Hydraulic Power Supply unit 8.02 1984231-6.1<br />
Lubricating oil pipes for turbochargers 8.03 1984232-8.3<br />
Lubricating oil centrifuges and l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of lubricating oils 8.04 1983886-5.6<br />
Comp<strong>on</strong>ents for lube oil system 8.05 1984239-0.4<br />
Lubricating oil outlet 8.05 1987034-4.0<br />
Lubricating oil tank 8.06 1984903-9.0<br />
Crankcase venting and bedplate drain pipes 8.07 1984261-5.4<br />
Hydraulic oil back-flushing 8.08 1984829-7.3<br />
Separate system for hydraulic c<strong>on</strong>trol unit 8.09 1984852-3.2<br />
Hydraulic c<strong>on</strong>trol oil system 8.09 1987930-6.0<br />
9 Cylinder Lubricati<strong>on</strong><br />
Cylinder lubricating oil system 9.01 1984888-3.3<br />
<strong>MAN</strong> B&W Alpha cylinder lubricati<strong>on</strong> system 9.02 1983889-0.8<br />
Cylinder oil pipe heating 9.02 1987612-0.0<br />
<strong>MAN</strong> B&W Alpha cylinder lubricati<strong>on</strong> system 9.02 1985520-9.1<br />
10 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> Rod Stuffing Box Drain Oil<br />
Stuffing box drain oil system 10.01 1983974-0.5<br />
11 Central Cooling Water System<br />
Central cooling water system 11.01 /02 1984696-5.3<br />
Comp<strong>on</strong>ents for central cooling water system 11.03 1983987-2.4<br />
12 Seawater Cooling<br />
Seawater systems 12.01 1983892-4.4<br />
Seawater cooling system 12.02 1983893-6.5<br />
Seawater cooling pipes 12.03 1983977-6.2<br />
Comp<strong>on</strong>ents for seawater cooling system 12.04 1983981-1.3<br />
Jacket cooling water system 12.05 1983894-8.6<br />
Jacket cooling water pipes 12.06 1983984-7.6<br />
Comp<strong>on</strong>ents for jacket cooling water system 12.07 1984056-7.3<br />
Deaerating tank 12.07 1984063-8.3<br />
Temperature at start of engine 12.08 1983986-0.2<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W C<strong>on</strong>tents<br />
Chapter Secti<strong>on</strong><br />
13 Starting and C<strong>on</strong>trol Air<br />
Starting and c<strong>on</strong>trol air systems 13.01 1983997-9.3<br />
Comp<strong>on</strong>ents for starting air system 13.02 1986057-8.1<br />
Starting and c<strong>on</strong>trol air pipes 13.03 1984000-4.5<br />
Electric motor for turning gear 13.04 1984133-4.2<br />
14 Scavenge Air<br />
Scavenge air system 14.01 1984004-1.4<br />
Auxiliary blowers 14.02 1984009-0.2<br />
Scavenge air pipes 14.03 1984013-6.2<br />
Electric motor for auxiliary blower 14.04 1984913-5.1<br />
Scavenge air cooler cleaning system 14.05 1987684-9.0<br />
Scavenge air box drain system 14.06 1984032-7.3<br />
Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing system for scavenge air space 14.07 1984819-0.4<br />
Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing pipes in scavenge air space 14.07 1987681-3.0<br />
15 Exhaust Gas<br />
Exhaust gas system 15.01 1984047-2.5<br />
Exhaust gas pipes 15.02 1986402-9.1<br />
Cleaning systems, <strong>MAN</strong> <strong>Diesel</strong> 15.02 1984071-0.5<br />
Cleaning systems, ABB and Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi 15.02 1984073-4.7<br />
Exhaust gas system for main engine 15.03 1984074-6.3<br />
Comp<strong>on</strong>ents of the exhaust gas system 15.04 1984075-8.7<br />
Exhaust gas silencer 15.04 1984912-3.1<br />
Calculati<strong>on</strong> of exhaust gas back-pressure 15.05 1984094-9.3<br />
Forces and moments at turbocharger 15.06 1984911-1.1<br />
Diameter of exhaust gas pipe 15.07 1984914-7.2<br />
16 Engine C<strong>on</strong>trol System<br />
Engine C<strong>on</strong>trol System ME-GI 16.01 1984928-0.3<br />
Dual fuel c<strong>on</strong>trol system 16.02 1985061-9.1<br />
17 Vibrati<strong>on</strong> Aspects<br />
Vibrati<strong>on</strong> aspects 17.01 1984140-5.3<br />
2nd order moments <strong>on</strong> 4, 5 and 6-cylinder engines 17.02 1984220-8.7<br />
1st order moments <strong>on</strong> 4-cylinder engines 17.02 1983925-0.5<br />
Electrically driven moment compensator 17.03 1984222-1.5<br />
Power Related Unbalance (PRU) 17.04 1986985-2.1<br />
Guide force moments 17.05 1984223-3.4<br />
Guide force moments, data 17.05 1984517-0.7<br />
Axial vibrati<strong>on</strong>s 17.06 1984225-7.6<br />
Critical running 17.06 1984226-9.2<br />
External forces and moments in layout point 17.07 1984904-0.3<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W C<strong>on</strong>tents<br />
Chapter Secti<strong>on</strong><br />
18 M<strong>on</strong>itoring Systems and Instrumentati<strong>on</strong><br />
M<strong>on</strong>itoring systems and instrumentati<strong>on</strong> 18.01 1984580-2.3<br />
PMI system, type PT/S off-line 18.02 1984581-4.4<br />
CoCoS systems 18.03 1984582-6.6<br />
Alarm - slow down and shut down system 18.04 1987040-3.0<br />
Class and <strong>MAN</strong> <strong>Diesel</strong> requirements 18.04 1984583-8.5<br />
Local instruments 18.05 1984586-3.5<br />
Other alarm functi<strong>on</strong>s 18.06 1984587-5.7<br />
C<strong>on</strong>trol devices 18.06 1986728-9.1<br />
Identificati<strong>on</strong> of instruments 18.07 1984585-1.5<br />
Safety aspects 18.08 1985060-7.0<br />
19 D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern, Testing, Spares and Tools<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern, testing, spares and tools 19.01 1987620-3.0<br />
Specificati<strong>on</strong> for painting of main engine 19.02 1984516-9.3<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern 19.03 1985327-0.3<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern, l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of masses and dimensi<strong>on</strong>s 19.04 1984763-6.0<br />
Shop test 19.05 1984612-7.5<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of spare parts, unrestricted service 19.06 1986416-2.3<br />
Additi<strong>on</strong>al spares 19.07 1984636-7.6<br />
Wearing parts 19.08 1984637-9.3<br />
Large spare parts, dimensi<strong>on</strong>s and masses 19.09 1984908-8.1<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of standard tools for maintenance 19.10 1986451-9.0<br />
Tool panels 19.11 1986645-0.0<br />
20 Project Support and Documentati<strong>on</strong><br />
Engine Selecti<strong>on</strong> Guide and Project Guide 20.01 1984588-7.4<br />
Computer<str<strong>on</strong>g>is</str<strong>on</strong>g>ed Engine Applicati<strong>on</strong> System (CEAS) 20.02 1984590-9.2<br />
Extent of Delivery 20.03 1984591-0.3<br />
Installati<strong>on</strong> documentati<strong>on</strong> 20.04 1984592-2.3<br />
A Appendix<br />
Symbols for piping A 1983866-2.3<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W Index<br />
Subject Secti<strong>on</strong> Subject Secti<strong>on</strong><br />
1st order moments <strong>on</strong> 4-cylinder engines...............17.02<br />
2nd order moment compensators ...........................17.02<br />
2nd order moments <strong>on</strong> 4, 5 and 6-cylinder<br />
engines ...............................................................17.02<br />
A<br />
ACU, Auxiliary C<strong>on</strong>trol Unit .....................................16.01<br />
Additi<strong>on</strong>al spares .....................................................19.07<br />
Air cooler cleaning pipes .........................................14.05<br />
Air cooler cleaning unit ............................................14.05<br />
Air spring, exhaust valve .........................................13.03<br />
Alarm - slow down and shut down system ............18.04<br />
Alarm system ...........................................................16.01<br />
Alarms for UMS – Class and <strong>MAN</strong> <strong>Diesel</strong><br />
requirements .......................................................18.04<br />
Alpha ACC, Alpha Adaptive Cylinder Oil C<strong>on</strong>trol ......9.02<br />
Alpha ACC, basic and minimum setting with ............9.02<br />
Alpha Adaptive Cylinder Oil C<strong>on</strong>trol (Alpha ACC) .....9.02<br />
Alpha C<strong>on</strong>trollable Pitch (CP) propeller,<br />
<strong>MAN</strong> <strong>Diesel</strong>’s .........................................................5.18<br />
Alpha CP propeller, Hydraulic Power Unit for ...........5.18<br />
Alphatr<strong>on</strong>ic 2000 Propulsi<strong>on</strong> C<strong>on</strong>trol System ...........5.18<br />
Arctic running c<strong>on</strong>diti<strong>on</strong> ............................................3.02<br />
Auto Pump Overboard System ...............................14.05<br />
Auxiliary blower ..............................................1.06, 14.02<br />
Auxiliary blower c<strong>on</strong>trol ...........................................14.02<br />
Auxiliary blower, electric motor for ..........................14.04<br />
Auxiliary blower, operati<strong>on</strong> panel for .......................14.02<br />
Auxiliary blowers, emergency running .....................14.02<br />
Auxiliary C<strong>on</strong>trol Unit (ACU) ....................................16.01<br />
Auxiliary equipment system ....................................16.01<br />
Auxiliary Propulsi<strong>on</strong> System/Take Home System......4.04<br />
Auxiliary system capacities for derated engines .......6.04<br />
Axial vibrati<strong>on</strong> damper ...............................................1.06<br />
Axial vibrati<strong>on</strong>s ........................................................17.06<br />
B<br />
Back-flushing, hydraulic oil .......................................8.08<br />
Balancing 1st order moments .................................17.02<br />
Balancing other forces and moments .....................17.03<br />
Basic and minimum setting with Alpha ACC.............9.02<br />
Bearing c<strong>on</strong>diti<strong>on</strong> m<strong>on</strong>itoring ..................................18.06<br />
Bearing Temperature M<strong>on</strong>itoring system (BTM) ......18.06<br />
Bearing Wear M<strong>on</strong>itoring system (BWM) ................18.06<br />
Bedplate ....................................................................1.06<br />
Bedplate drain pipes .................................................8.07<br />
Boiler, exhaust gas ..................................................15.04<br />
Boil-off cycle, reliquefacti<strong>on</strong> ......................................7.07<br />
Boil-off heaters, gas supply.......................................7.09<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
C<br />
Cabinet for EICU, Engine C<strong>on</strong>trol System<br />
Layout with .........................................................16.01<br />
Calculati<strong>on</strong> of capacities ..........................................6.01<br />
Calculati<strong>on</strong> of exhaust data for derated engine ........6.04<br />
Calculati<strong>on</strong> of exhaust gas amount and temp ..........6.04<br />
Calculati<strong>on</strong> of exhaust gas back-pressure ..............15.05<br />
Capacities of the engine, calculati<strong>on</strong> of ....................6.04<br />
Capacities, calculati<strong>on</strong> of ..........................................6.01<br />
CCU, Cylinder C<strong>on</strong>trol Unit .....................................16.01<br />
CEAS (Computer<str<strong>on</strong>g>is</str<strong>on</strong>g>ed Engine Applicati<strong>on</strong> System) .20.02<br />
Central cooler ..........................................................11.03<br />
Central cooling system, advantages of ...................11.01<br />
Central cooling system, d<str<strong>on</strong>g>is</str<strong>on</strong>g>advantages of ..............11.01<br />
Central cooling water pumps ..................................11.03<br />
Central cooling water system ........................... 11.01 -02<br />
Central cooling water thermostatic valve ................11.03<br />
Centre of gravity ........................................................5.07<br />
Centrifuges, fuel oil ....................................................7.05<br />
Change-over between operating modes .................16.01<br />
Class and <strong>MAN</strong> <strong>Diesel</strong> requirements .......................18.04<br />
Class and <strong>MAN</strong> <strong>Diesel</strong> requirements, alarms,<br />
slow and shut down ............................................18.04<br />
Classes A and B, d<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern ..........................19.03<br />
Cleaning systems, ABB and Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi .................15.02<br />
Cleaning systems, <strong>MAN</strong> <strong>Diesel</strong> ...............................15.02<br />
CoCoS systems .......................................................18.03<br />
CoCoS-EDS sensor l<str<strong>on</strong>g>is</str<strong>on</strong>g>t ...........................................18.03<br />
Comm<strong>on</strong> C<strong>on</strong>trol Cabinet, Engine C<strong>on</strong>trol<br />
System Layout with ............................................16.01<br />
Compensator soluti<strong>on</strong>s, 2nd order moments..........17.02<br />
Compensators (2nd order moments),<br />
preparati<strong>on</strong> for ....................................................17.02<br />
Comp<strong>on</strong>ents for central cooling water system .......11.03<br />
Comp<strong>on</strong>ents for Engine C<strong>on</strong>trol System ...................5.16<br />
Comp<strong>on</strong>ents for fuel oil system ................................7.05<br />
Comp<strong>on</strong>ents for fuel oil system, venting box ............7.05<br />
Comp<strong>on</strong>ents for jacket cooling water system .........12.07<br />
Comp<strong>on</strong>ents for lube oil system ...............................8.05<br />
Comp<strong>on</strong>ents for seawater cooling system ..............12.04<br />
Comp<strong>on</strong>ents for starting air system ........................13.02<br />
Comp<strong>on</strong>ents of the exhaust gas system .................15.04<br />
Compressor C<strong>on</strong>trol, gas supply.............................16.01<br />
Computer<str<strong>on</strong>g>is</str<strong>on</strong>g>ed Engine Applicati<strong>on</strong> System (CEAS) .20.02<br />
C<strong>on</strong>necting rod ..........................................................1.06<br />
C<strong>on</strong>stant ship speed lines .........................................2.01<br />
C<strong>on</strong>sumpti<strong>on</strong>, cylinder oil ..........................................1.03<br />
C<strong>on</strong>sumpti<strong>on</strong>, lubricating oil .....................................1.03<br />
C<strong>on</strong>tinuous service rating (S) ....................................2.04<br />
C<strong>on</strong>trol devices .......................................................18.06
<strong>MAN</strong> B&W Index<br />
Subject Secti<strong>on</strong><br />
C<br />
Cooler heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>s ............................................6.04<br />
Cooler, central cooling .............................................11.03<br />
Cooler, jacket water ......................................11.03, 12.04<br />
Cooler, lubricating oil ......................................8.05, 11.03<br />
Cooler, scavenge air .....................................11.03, 12.04<br />
Cooling water systems, l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities and ...........6.02<br />
Cooling water temperature, recommended ..............2.08<br />
Copenhagen Standard Extent of Delivery ...............20.03<br />
Counterflanges ..........................................................5.10<br />
Counterflanges, C<strong>on</strong>necti<strong>on</strong> D ..................................5.10<br />
Counterflanges, C<strong>on</strong>necti<strong>on</strong> E ..................................5.10<br />
Crane beam for overhaul of air cooler .......................5.03<br />
Crane beam for overhaul of turbochargers ...............5.03<br />
Crane beam for turbochargers ..................................5.03<br />
Crankcase venting and bedplate drain pipes ............8.07<br />
Crankshaft .................................................................1.06<br />
Critical running ........................................................17.06<br />
Cross <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g>, engine ................................................1.07<br />
Crosshead .................................................................1.06<br />
Cylinder C<strong>on</strong>trol Unit (CCU) ....................................16.01<br />
Cylinder cover ...........................................................1.06<br />
Cylinder frame ...........................................................1.06<br />
Cylinder liner ..............................................................1.06<br />
Cylinder lubricating oil pipes .....................................9.02<br />
Cylinder lubricating oil system .................................9.01<br />
Cylinder lubricating system with dual service tanks .9.02<br />
Cylinder Lubricati<strong>on</strong> System, <strong>MAN</strong> B&W Alpha ........9.02<br />
Cylinder oil c<strong>on</strong>sumpti<strong>on</strong> ...........................................1.03<br />
Cylinder oil feed rate, dosage ...................................9.01<br />
Cylinder oil pipe heating ............................................9.02<br />
Cylinder oils ...............................................................9.01<br />
D<br />
Damper, axial vibrati<strong>on</strong> ..............................................1.06<br />
Damper, torsi<strong>on</strong>al vibrati<strong>on</strong> .......................................1.06<br />
Data sheet for propeller .............................................5.18<br />
Deaerating tank .......................................................12.07<br />
Defective gas injecti<strong>on</strong> valves, detecti<strong>on</strong> of ............18.08<br />
Delivery test .............................................................19.01<br />
Delivery test, minimum ............................................19.05<br />
Designati<strong>on</strong> of PTO ...................................................4.01<br />
Diagram for actual project .........................................2.05<br />
Diagram for change of exhaust gas amount .............6.04<br />
Diagrams of manoeuvring system ...........................16.01<br />
Diameter of exhaust gas pipe .................................15.07<br />
Dimensi<strong>on</strong>s and masses of tools ............................19.10<br />
Dimensi<strong>on</strong>s and masses, large spare parts ............19.09<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern ......................................................19.03<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern, l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of masses and dimensi<strong>on</strong>s ...19.04<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Subject Secti<strong>on</strong><br />
D<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern, testing, spares and tools ............19.01<br />
DMG/CFE Generators ...............................................4.03<br />
Documentati<strong>on</strong>, engine producti<strong>on</strong> .........................20.04<br />
Documentati<strong>on</strong>, engine room-relevant ....................20.04<br />
Documentati<strong>on</strong>, Engine Selecti<strong>on</strong> Guides ...............20.01<br />
Documentati<strong>on</strong>, engine-relevant .............................20.04<br />
Documentati<strong>on</strong>, Extent of Delivery ..........................20.03<br />
Documentati<strong>on</strong>, installati<strong>on</strong>-relevant .......................20.04<br />
Documentati<strong>on</strong>, Project Guides ..............................20.01<br />
Documentati<strong>on</strong>, symbols for piping ...............................A<br />
Documentati<strong>on</strong>, tools ..............................................20.04<br />
Double-Jib crane .......................................................5.04<br />
Drain box for fuel oil leakage alarm .........................18.06<br />
Drain from water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher .................................14.05<br />
Drain of clean fuel oil from HCU, pumps, pipes ........7.01<br />
Drain of c<strong>on</strong>taminated fuel etc. .................................7.01<br />
Drain oil system, stuffing box ..................................10.01<br />
Drains, bedplate ........................................................8.07<br />
Dual fuel c<strong>on</strong>trol system .........................................16.02<br />
Dual fuel ec<strong>on</strong>omy operating mode ........................16.01<br />
Dual fuel, safety aspects .........................................18.08<br />
E<br />
Earthing device, shaftline ..........................................5.17<br />
ECS, Engine C<strong>on</strong>trol System ...................................16.01<br />
ECU, Engine C<strong>on</strong>trol Unit ........................................16.01<br />
EIAPP certificate ......................................................19.05<br />
EICU, Engine Interface C<strong>on</strong>trol Unit ........................16.01<br />
Electric motor for auxiliary blower ...........................14.04<br />
Electric motor for turning gear ................................13.04<br />
Electrical system, general outline ............................18.04<br />
Electrically driven moment compensator ................17.03<br />
Electricity producti<strong>on</strong> ................................................4.01<br />
Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> c<strong>on</strong>trol ........................................................2.12<br />
Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> limits, IMO NOx ..........................................2.12<br />
Emulsificati<strong>on</strong>, Water In Fuel (WIF) ............................7.06<br />
Engine and compressor interface, gas supply ........16.01<br />
Engine and gallery outline .........................................5.06<br />
Engine c<strong>on</strong>figurati<strong>on</strong>s related to SFOC .....................6.01<br />
Engine c<strong>on</strong>trol and safety system, gas supply ........16.01<br />
Engine C<strong>on</strong>trol System ME-GI ................................16.01<br />
Engine C<strong>on</strong>trol System, comp<strong>on</strong>ents for ..................5.16<br />
Engine C<strong>on</strong>trol Unit (ECU) .......................................16.01<br />
Engine cross <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> .................................................1.07<br />
Engine Layout and Load Diagrams, SFOC ......2.01, 2.04<br />
Engine design and IMO regulati<strong>on</strong> compliance.........1.01<br />
Engine Interface C<strong>on</strong>trol Unit (EICU) .......................16.01<br />
Engine layout (heavy propeller) .................................2.01<br />
Engine layout and load diagrams .....................2.01, 2.04
<strong>MAN</strong> B&W Index<br />
Subject Secti<strong>on</strong> Subject Secti<strong>on</strong><br />
E<br />
Engine load diagram .................................................2.04<br />
Engine margin ............................................................2.01<br />
Engine masses and centre of gravity ........................5.05<br />
Engine outline ............................................................5.05<br />
Engine outline, galleries and pipe c<strong>on</strong>necti<strong>on</strong>s ........5.05<br />
Engine pipe c<strong>on</strong>necti<strong>on</strong>s ..................................5.05, 5.09<br />
Engine power ............................................................1.04<br />
Engine power range and fuel oil c<strong>on</strong>sumpti<strong>on</strong> .........1.04<br />
Engine preparati<strong>on</strong>s for PTO .....................................4.03<br />
Engine room crane ....................................................5.04<br />
Engine running points, propulsi<strong>on</strong> .............................2.01<br />
Engine seating and holding down bolts ....................5.11<br />
Engine seating profile ................................................5.12<br />
Engine Selecti<strong>on</strong> Guide and Project Guide .............20.01<br />
Engine space requirements .......................................5.01<br />
Engine top bracing ....................................................5.13<br />
Engine type designati<strong>on</strong> ............................................1.02<br />
EoD (Extent of Delivery) ...........................................20.03<br />
Epoxy chocks arrangement.......................................5.12<br />
Example 1, Pumps and Cooler Capacity ..................6.04<br />
Example 2, Fresh Water Producti<strong>on</strong> ..........................6.04<br />
Example 3, Expected Exhaust Gas ...........................6.04<br />
Examples of graphic calculati<strong>on</strong> of SFOC ................2.08<br />
Exhaust data for derated engine, calculati<strong>on</strong> of ........6.04<br />
Exhaust gas amount and temperature ......................6.04<br />
Exhaust gas back pressure, calculati<strong>on</strong> of ..............15.05<br />
Exhaust gas boiler ...................................................15.04<br />
Exhaust gas by-pass ................................................3.02<br />
Exhaust gas compensator after turbocharger .........15.04<br />
Exhaust gas correcti<strong>on</strong> formula ................................6.04<br />
Exhaust gas data .....................................................15.05<br />
Exhaust gas data at specified MCR (ISO) .................6.04<br />
Exhaust gas pipes ...................................................15.02<br />
Exhaust gas pipes, diameter of ...............................15.07<br />
Exhaust gas pipes, mass flow at<br />
various velocities ................................................15.07<br />
Exhaust gas receiver .................................................1.06<br />
Exhaust gas receiver with variable by-pass ..............3.02<br />
Exhaust gas silencer ...............................................15.04<br />
Exhaust gas system ................................................15.01<br />
Exhaust gas system for main engine ......................15.03<br />
Exhaust gas velocity ................................................15.05<br />
Exhaust gas, mass density of..................................15.05<br />
Exhaust turbocharger ................................................1.06<br />
Exhaust valve ............................................................1.06<br />
Exhaust valve air spring pipes .................................13.03<br />
Expansi<strong>on</strong> tank, jacket water system ......................12.07<br />
Extended load diagram for speed derated engines ..2.04<br />
Extent of Delivery ....................................................20.03<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
E<br />
External forces and moments in layout point ..........17.07<br />
External unbalanced moments ................................17.01<br />
Extreme ambient c<strong>on</strong>diti<strong>on</strong>s ......................................3.02<br />
F<br />
Filter, fuel oil ..............................................................7.05<br />
Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing pipes in scavenge air space .......14.07<br />
Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing system for scavenge air space ..14.07<br />
Flow meter, fuel oil ....................................................7.05<br />
Flow velocities ...........................................................6.04<br />
Flushing of lube oil system ........................................8.05<br />
Flushing of the fuel oil system ...................................7.05<br />
Forces and moments at turbocharger ....................15.06<br />
Forcing vapor<str<strong>on</strong>g>is</str<strong>on</strong>g>er, gas supply....................................7.09<br />
Fouled hull .................................................................2.01<br />
Frame box .................................................................1.06<br />
Fresh water treatment .............................................12.07<br />
Freshwater generator .....................................6.04, 12.07<br />
Freshwater producti<strong>on</strong> for derated engine,<br />
calculati<strong>on</strong> of .........................................................6.04<br />
Fuel and lubricating oil c<strong>on</strong>sumpti<strong>on</strong> ........................1.03<br />
Fuel c<strong>on</strong>sumpti<strong>on</strong> at an arbitrary load ......................2.11<br />
Fuel c<strong>on</strong>trol, dual fuel ..............................................16.02<br />
Fuel flow velocity and v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity .................................7.01<br />
Fuel injecti<strong>on</strong> valves ..................................................1.06<br />
Fuel oil booster system .............................................1.06<br />
Fuel oil centrifuges ....................................................7.05<br />
Fuel oil circulating pumps .........................................7.05<br />
Fuel oil filter ...............................................................7.05<br />
Fuel oil flow meter .....................................................7.05<br />
Fuel oil heater ............................................................7.05<br />
Fuel oil leakage alarm, drain box .............................18.06<br />
Fuel oil pipe heat tracing ...........................................7.04<br />
Fuel oil pipe insulati<strong>on</strong> ...............................................7.04<br />
Fuel oil pipes and drain pipes ...................................7.03<br />
Fuel oil pressure booster ...........................................1.06<br />
Fuel oil supply pumps ...............................................7.05<br />
Fuel oil system ...........................................................7.01<br />
Fuel oil system comp<strong>on</strong>ents .....................................7.05<br />
Fuel oil system, flushing of ........................................7.05<br />
Fuel oil venting box ...................................................7.05<br />
Fuel oils .....................................................................7.02<br />
G<br />
GACU, Auxiliary c<strong>on</strong>trol, dual fuel ...........................16.02<br />
Gallery arrangement ..................................................1.06<br />
Gallery outline ...................................................5.05, 5.06<br />
Gas blow-down and recovery system .......................7.09<br />
Gas c<strong>on</strong>sumpti<strong>on</strong> ......................................................1.04
<strong>MAN</strong> B&W Index<br />
Subject Secti<strong>on</strong><br />
G<br />
Gas C<strong>on</strong>trol System ................................................16.01<br />
Gas Main Operating Panel (GMOP).........................16.02<br />
Gas pipes ..................................................................1.06<br />
Gas supply system ...................................................7.09<br />
Gas system ...............................................................7.00<br />
Gas valve block .........................................................1.06<br />
Gas valves .................................................................1.06<br />
GCCU, ELGI c<strong>on</strong>trol, dual fuel ................................16.02<br />
GCSU, PMI <strong>on</strong>-line, dual fuel ..................................16.02<br />
GECU, plants c<strong>on</strong>trol, dual fuel ...............................16.02<br />
Generator step-up gear and flexible coupling ...........4.04<br />
Governor tests, etc ..................................................19.05<br />
Graphic calculati<strong>on</strong> of SFOC, examples ...................2.08<br />
GSSU, fuel gas system m<strong>on</strong>itoring and c<strong>on</strong>trol ......16.02<br />
Guide force moments ..............................................17.05<br />
Guide force moments, data ....................................17.05<br />
Guiding heavy fuel oil specificati<strong>on</strong> ...........................7.02<br />
H<br />
HCU, Hydraulic Cylinder Unit ....................................1.06<br />
Heat loss in piping .....................................................7.04<br />
Heat radiati<strong>on</strong> and air c<strong>on</strong>sumpti<strong>on</strong> ..........................6.02<br />
Heat tracing, fuel oil pipe ..........................................7.04<br />
Heater, fuel oil ............................................................7.05<br />
Heating of fuel drain pipes ........................................7.01<br />
Heating, cylinder oil pipe ...........................................9.02<br />
Heavy fuel oil (HFO) ...................................................7.01<br />
Heavy fuel oil specificati<strong>on</strong>, guiding ..........................7.02<br />
High pressure gas buffer system ...............................7.09<br />
Holding down bolts, engine seating and ...................5.11<br />
HPS, Hydraulic Power Supply .................................16.01<br />
H-type guide force moment ....................................17.05<br />
Hydraulic c<strong>on</strong>trol oil system ......................................8.09<br />
Hydraulic Cylinder Unit, HCU ....................................1.06<br />
Hydraulic oil back-flushing ........................................8.08<br />
Hydraulic Power Supply (HPS) ................................16.01<br />
Hydraulic Power Supply unit .....................................8.02<br />
Hydraulic Power Supply unit and lubricating oil<br />
pipes .....................................................................8.02<br />
Hydraulic Power Unit for Alpha CP propeller ............5.18<br />
Hydraulic top bracing arrangement ...........................5.15<br />
I<br />
IACS rules for redundancy for reliquefacti<strong>on</strong> plant ...7.08<br />
Identificati<strong>on</strong> of instruments ....................................18.07<br />
Igniti<strong>on</strong> failure of injected gas, detecti<strong>on</strong> of ............18.08<br />
IMO NOx certificati<strong>on</strong> ..............................................16.01<br />
IMO NOx em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> limits ...........................................2.12<br />
Indicator cock ............................................................1.06<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Subject Secti<strong>on</strong><br />
I<br />
Influence <strong>on</strong> the optimum propeller speed................2.02<br />
Installati<strong>on</strong> documentati<strong>on</strong> ......................................20.04<br />
Instrumentati<strong>on</strong>, m<strong>on</strong>itoring systems and ...............18.01<br />
Instruments, identificati<strong>on</strong> .......................................18.07<br />
Insulati<strong>on</strong>, fuel oil pipe ...............................................7.04<br />
J<br />
Jacket cooling water pipes .....................................12.06<br />
Jacket cooling water system ...................................12.05<br />
Jacket cooling water temperature c<strong>on</strong>trol .................6.04<br />
Jacket water cooler ......................................11.03, 12.04<br />
Jacket water cooling pump ..........................11.03, 12.07<br />
Jacket water preheater ............................................12.07<br />
Jacket water system ...............................................11.03<br />
Jacket water thermostatic valve ..............................12.07<br />
L<br />
L16/24 GenSet data .................................................4.06<br />
L21/31 GenSet data .................................................4.07<br />
L23/30H GenSet data ...............................................4.08<br />
L27/38 GenSet data ..................................................4.09<br />
L28/32H GenSet data ................................................4.10<br />
Large spare parts, dimensi<strong>on</strong> and masses .............19.09<br />
Layout diagram sizes ................................................2.03<br />
Limits for c<strong>on</strong>tinuous operati<strong>on</strong>, operating curves ....2.04<br />
Liner Wall M<strong>on</strong>itoring system (LWM) .......................18.06<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities and cooling water systems ...........6.02<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities .......................................................6.03<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of spare parts, unrestricted service ..................19.06<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of standard tools for maintenance ....................19.10<br />
LNG carriers .............................................................7.08<br />
Load diagram, examples of the use of ......................2.04<br />
Local instruments ....................................................18.05<br />
Local Operating Panel (LOP) ...................................16.01<br />
LOP, Local Operating Panel ....................................16.01<br />
Low load operati<strong>on</strong>, limits .........................................2.04<br />
Low NOx em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> mode ........................................16.01<br />
Low-duty compressor, gas supply ............................7.09<br />
Lube oil system, flushing of .......................................8.05<br />
Lubricating and cooling oil system ............................8.01<br />
Lubricating of turbochargers .....................................8.01<br />
Lubricating oil centrifuges and l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of<br />
lubricating oils .......................................................8.04<br />
Lubricating oil c<strong>on</strong>sumpti<strong>on</strong> ......................................1.03<br />
Lubricating oil cooler ......................................8.05, 11.03<br />
Lubricating oil data ....................................................1.04<br />
Lubricating oil full flow filter .......................................8.05<br />
Lubricating oil outlet ..................................................8.05<br />
Lubricating oil pipes for turbochargers ....................8.03
<strong>MAN</strong> B&W Index<br />
Subject Secti<strong>on</strong> Subject Secti<strong>on</strong><br />
L<br />
Lubricating oil pipes, Hydraulic Power Supply<br />
unit and .................................................................8.02<br />
Lubricating oil pump ..................................................8.05<br />
Lubricating oil tank ....................................................8.06<br />
Lubricating oil temperature c<strong>on</strong>trol valve ..................8.05<br />
Lubricating oils, l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ...............................................8.04<br />
Lubricator c<strong>on</strong>trol system .........................................9.02<br />
M<br />
Main bearing ..............................................................1.06<br />
Main Operating Panel (MOP) ...................................16.01<br />
<strong>MAN</strong> B&W Alpha Cylinder Lubricati<strong>on</strong> .............1.06, 9.02<br />
<strong>MAN</strong> B&W Alpha Cylinder Lubricati<strong>on</strong>, wiring<br />
diagram .................................................................9.02<br />
<strong>MAN</strong> B&W Alpha Cylinder Lubricators <strong>on</strong> engine .....9.02<br />
<strong>MAN</strong> <strong>Diesel</strong>s Alpha C<strong>on</strong>trollable Pitch (CP)<br />
propeller ................................................................5.18<br />
Marine diesel oil ........................................................7.01<br />
Mass of tools and panels, total ...............................19.11<br />
Mass of water and oil ................................................5.08<br />
Masses and dimensi<strong>on</strong>s, l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of, for d<str<strong>on</strong>g>is</str<strong>on</strong>g>patch<br />
pattern ................................................................19.04<br />
Matching point (O) .....................................................2.04<br />
ME advantages ..........................................................1.01<br />
ME Shut-down <strong>on</strong> alarm system, gas supply .........16.01<br />
Measuring Back Pressure, exhaust .........................15.05<br />
Mechanical top bracing .............................................5.14<br />
Mechanical-hydraulic system with HPS unit<br />
<strong>on</strong> engine ............................................................16.01<br />
ME-GI c<strong>on</strong>trol equipment installati<strong>on</strong> ......................16.01<br />
ME-GI C<strong>on</strong>trol System, dual fuel .............................16.02<br />
ME-GI dual fuel engine .............................................1.01<br />
ME-GI Engine descripti<strong>on</strong> ........................................1.06<br />
ME-GI engine operating modes ..............................16.01<br />
ME-GI fuel injecti<strong>on</strong> system ......................................7.00<br />
ME-GI operati<strong>on</strong>al profiles/gas stream ...................16.01<br />
M<str<strong>on</strong>g>is</str<strong>on</strong>g>t separator, gas supply ........................................7.09<br />
Moment compensators (2nd order), basic design<br />
regarding .............................................................17.02<br />
Moment compensators (2nd order), determine<br />
the need ..............................................................17.02<br />
M<strong>on</strong>itoring systems and instrumentati<strong>on</strong> ................18.01<br />
MOP, Main Operating Panel ....................................16.01<br />
N<br />
Natural and forced BOG, Gas supply system ...........7.09<br />
Natural BOG <strong>on</strong>ly, Gas supply system ......................7.09<br />
Nitrogen cycle, reliquefacti<strong>on</strong> ....................................7.07<br />
Nodes and Compensators ......................................17.03<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
N<br />
NOx reducti<strong>on</strong> ...........................................................2.12<br />
NOx Reducti<strong>on</strong> by SCR ............................................3.03<br />
NOx reducti<strong>on</strong> methods ............................................2.12<br />
O<br />
Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector ......................................................18.06<br />
Oil, masses of ............................................................5.08<br />
Operating curves and limits for c<strong>on</strong>tinuous<br />
operati<strong>on</strong> ...............................................................2.04<br />
Other alarm functi<strong>on</strong>s .............................................18.06<br />
Outline, engine ..........................................................5.05<br />
Overcritical running .................................................17.06<br />
Overhaul of engine, space requirements ...................5.01<br />
Overhaul with Double-Jib crane ...............................5.04<br />
Overload operati<strong>on</strong>, limits .........................................2.04<br />
P<br />
Painting of main engine ...........................................19.01<br />
Painting specificati<strong>on</strong>, for engine ............................19.02<br />
Part load em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> mode .........................................16.01<br />
Performance curves ..................................................1.05<br />
Pipe c<strong>on</strong>necti<strong>on</strong>s, engine .................................5.05, 5.09<br />
Pipes, air cooler cleaning ........................................14.05<br />
Pipes, bedplate drain ................................................8.07<br />
Pipes, exhaust gas ..................................................15.02<br />
Pipes, exhaust valve air spring ................................13.03<br />
Pipes, fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing for scavenge air space .....14.07<br />
Pipes, gas ..................................................................1.06<br />
Pipes, jacket water cooling .....................................12.06<br />
Pipes, scavenge air .................................................14.03<br />
Pipes, seawater cooling ..........................................12.03<br />
Pipes, starting air .....................................................13.03<br />
Pipes, turbocharger lubricating oil ............................8.03<br />
Piping arrangements .................................................1.06<br />
Piping, symbols for .........................................................A<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> ........................................................................1.06<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod ..................................................................1.06<br />
Plant c<strong>on</strong>trol, dual fuel .............................................16.02<br />
PMI System, Off-line and On-line versi<strong>on</strong>s .............18.02<br />
PMI system, type PT/S off-line ................................18.02<br />
Pneumatic manoeuvring diagram ...........................16.01<br />
Power management system ....................................16.01<br />
Power Related Unbalance (PRU) ............................17.04<br />
Power Take Off (PTO) ................................................4.01<br />
Power Take Off/Gear C<strong>on</strong>stant Ratio (PTO/GCR) .....4.04<br />
Power, speed, SFOC .................................................1.03<br />
Preheater, jacket water ............................................12.07<br />
Preheating of diesel engine .....................................12.08<br />
Pressure losses across comp<strong>on</strong>ents, exhaust ........15.05
<strong>MAN</strong> B&W Index<br />
Subject Secti<strong>on</strong><br />
P<br />
Pressure losses and coefficients of res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance,<br />
exhaust pipes ......................................................15.05<br />
Pressure losses in pipes, exhaust ...........................15.05<br />
Pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>ed fuel oil system ........................................7.01<br />
Project Guides .........................................................20.01<br />
Propeller clearance ....................................................5.18<br />
Propeller curve ..........................................................2.01<br />
Propeller design point ...............................................2.01<br />
Propeller diameter and pitch, influence <strong>on</strong><br />
optimum propeller speed ......................................2.02<br />
Propeller, data sheet ..................................................5.18<br />
Propulsi<strong>on</strong> and engine running points .......................2.01<br />
Propulsi<strong>on</strong> c<strong>on</strong>trol stati<strong>on</strong> <strong>on</strong> the main bridge ..........5.18<br />
Propulsi<strong>on</strong> C<strong>on</strong>trol System, Alphatr<strong>on</strong>ic 2000 ..........5.18<br />
PTO, engine preparati<strong>on</strong>s for ....................................4.03<br />
PTO/BW GCR ............................................................4.04<br />
PTO/RCF ...................................................................4.01<br />
Pump capacities, pressures and flow velocities .......6.04<br />
Pump, jacket water cooling ..........................11.03, 12.04<br />
Pump, seawater cooling ..........................................12.04<br />
Pumps, central cooling ............................................11.03<br />
Pumps, fuel oil circulating .........................................7.05<br />
Pumps, fuel oil supply ...............................................7.05<br />
Pumps, jacket water cooling ...................................12.07<br />
Pumps, lubricating oil ................................................8.05<br />
Pumps, seawater cooling ........................................11.03<br />
R<br />
Recommendati<strong>on</strong> for operati<strong>on</strong> ................................2.04<br />
Reducti<strong>on</strong> stati<strong>on</strong>, c<strong>on</strong>trol and safety air ................13.02<br />
Reducti<strong>on</strong> valve, turbocharger cleaning etc ............13.02<br />
Redundancy for reliquefacti<strong>on</strong> plant, IACS rules ......7.08<br />
Reliquefacti<strong>on</strong> technology ........................................7.07<br />
Remote c<strong>on</strong>trol system ...........................................16.01<br />
Remote sensors ......................................................18.05<br />
Renk KAZ clutch for auxilliary propulsi<strong>on</strong> systems ...5.18<br />
Reversing ...................................................................1.06<br />
S<br />
Safety aspects, dual fuel .........................................18.08<br />
Safety c<strong>on</strong>trol, dual fuel ...........................................16.02<br />
Safety devices, internal and external systems,<br />
dual fuel ..............................................................18.08<br />
Safety remarks, dual fuel .........................................16.02<br />
Safety system ..........................................................16.01<br />
Scavenge air box drain system ...............................14.06<br />
Scavenge air cooler .............................1.06, 11.03, 12.04<br />
Scavenge air cooler cleaning system ......................14.05<br />
Scavenge air cooler requirements ...........................14.02<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Subject Secti<strong>on</strong><br />
S<br />
Scavenge air pipes ..................................................14.03<br />
Scavenge air system ......................................1.06, 14.01<br />
Sea margin and heavy weather .................................2.01<br />
Sealing oil system, dual fuel ....................................18.08<br />
Seawater cooling pipes ...........................................12.03<br />
Seawater cooling pumps ..............................11.03, 12.04<br />
Seawater cooling system ........................................12.02<br />
Seawater systems ...................................................12.01<br />
Seawater thermostatic valve ...................................12.04<br />
Selective Catalytic Reducti<strong>on</strong> (SCR) .........................3.03<br />
Separate system for hydraulic c<strong>on</strong>trol unit................8.09<br />
Servo oil system for VBS type CP propeller ..............5.18<br />
SFOC calculati<strong>on</strong>s .....................................................2.09<br />
SFOC calculati<strong>on</strong>s, example .....................................2.10<br />
SFOC for high efficiency turbochargers ....................2.07<br />
SFOC guarantee ........................................................2.08<br />
SFOC, engine c<strong>on</strong>figurati<strong>on</strong>s related to ....................6.01<br />
SFOC, reference c<strong>on</strong>diti<strong>on</strong>s and guarantee ..............2.08<br />
SFOC, with c<strong>on</strong>stant speed ......................................2.09<br />
SFOC, with fixed pitch propeller ...............................2.09<br />
Shaftline earthing device ...........................................5.17<br />
Shop test .................................................................19.05<br />
Shop trials ...............................................................19.01<br />
Shut down for AMS and UMS – Class and<br />
<strong>MAN</strong> <strong>Diesel</strong> requirements ...................................18.04<br />
Side mounted PTO/RCF, space requirement ............4.02<br />
Silencer, exhaust gas ..............................................15.04<br />
Slow down and shut down system, alarm ..............18.04<br />
Slow down for UMS – Class and <strong>MAN</strong> <strong>Diesel</strong><br />
requirements .......................................................18.04<br />
Slow down system ..................................................16.01<br />
Small heating box with filter, suggesti<strong>on</strong> for .............9.02<br />
SMG/CFE Generators ...............................................4.03<br />
Soft blast cleaning, turbocharger cleaning ..............15.02<br />
Space requirement ....................................................5.02<br />
Space requirements and overhaul heights ................5.01<br />
Space requirements for side mounted PTO/RCF......4.02<br />
Spare parts ..............................................................19.01<br />
Spare parts, additi<strong>on</strong>al parts ...................................19.07<br />
Spare parts, unrestricted service ............................19.06<br />
Spare parts, wearing parts ......................................19.08<br />
Spark arrester, exhaust gas .....................................15.04<br />
Special em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> operating mode ...........................16.01<br />
Specific Fuel Oil C<strong>on</strong>sumpti<strong>on</strong> (SFOC) .....................1.04<br />
Specific fuel oil c<strong>on</strong>sumpti<strong>on</strong>, ME versus MC<br />
engines .................................................................2.06<br />
Specificati<strong>on</strong> for painting of main engine ................19.02<br />
Specified maximum c<strong>on</strong>tinuous rating (M) ................2.04<br />
Spray shields, fuel oil and lubricating oil pipe ...........7.04
<strong>MAN</strong> B&W Index<br />
Subject Secti<strong>on</strong> Subject Secti<strong>on</strong><br />
S<br />
Standard tools for maintenance, l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ...................19.10<br />
Standard tools, dimensi<strong>on</strong>s and masses ................19.10<br />
Start of engine, temperature at ...............................12.08<br />
Starting air compressors .........................................13.02<br />
Starting air receivers ................................................13.02<br />
Starting air systems, comp<strong>on</strong>ents for .....................13.02<br />
Starting air valve ........................................................1.06<br />
Starting and c<strong>on</strong>trol air pipes ..................................13.03<br />
Starting and c<strong>on</strong>trol air systems .............................13.01<br />
Static c<strong>on</strong>verter, frequency........................................4.03<br />
Step-up gear .............................................................1.06<br />
Stuffing box ...............................................................1.06<br />
Stuffing box drain oil system ...................................10.01<br />
Symbols for piping .........................................................A<br />
System, cylinder lubricating oil .................................9.01<br />
System, Engine C<strong>on</strong>trol ...........................................16.01<br />
System, exhaust gas ...............................................15.01<br />
System, exhaust gas for main engine ..........15.03, 15.04<br />
System, fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing for scavenge air space ..14.07<br />
System, fuel oil ..........................................................7.01<br />
System, jacket cooling water ..................................12.05<br />
System, jacket water ...............................................11.03<br />
System, lubricating and cooling oil ...........................8.01<br />
System, <strong>MAN</strong> B&W Alpha Cylinder Lubricati<strong>on</strong> ........9.02<br />
System, pneumatic manoeuvring ............................16.01<br />
System, scavenge air ..............................................14.01<br />
System, scavenge air box drain ..............................14.06<br />
System, scavenge air cooler cleaning .....................14.05<br />
System, seawater ....................................................12.01<br />
System, seawater cooling .......................................12.02<br />
System, stuffing box drain oil ..................................10.01<br />
Systems, c<strong>on</strong>trol and starting air.............................13.01<br />
Systems, m<strong>on</strong>itoring and instrumentati<strong>on</strong> ..............18.01<br />
Systems, starting air ................................................13.01<br />
Systems, turbocharger cleaning ..............................15.02<br />
T<br />
Tank, deaerating ......................................................12.07<br />
Tank, lubricating oil ....................................................8.06<br />
Telegraph system ....................................................16.01<br />
Temperature at start of engine ...............................12.08<br />
Temperature c<strong>on</strong>trol valve, lubricating oil ..................8.05<br />
The ME Tier II Engine ................................................1.01<br />
Thermostatic valve, central cooling .........................11.03<br />
Thermostatic valve, jacket water .............................12.07<br />
Thermostatic valve, seawater ..................................12.04<br />
Thrust bearing ...........................................................1.06<br />
Tool panels ..............................................................19.11<br />
Tools ........................................................................19.01<br />
<strong>MAN</strong> B&W S65ME-C8-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
T<br />
Tools, dimensi<strong>on</strong>s and masses of ...........................19.10<br />
Top bracing, engine ........................................5.13, 17.05<br />
Torsi<strong>on</strong>al vibrati<strong>on</strong> damper ........................................1.06<br />
Torsi<strong>on</strong>al vibrati<strong>on</strong>s ..................................................17.06<br />
Total back-pressure, exhaust ..................................15.05<br />
Tuning wheel ..............................................................1.06<br />
Tunnel gear with hollow flexible coupling ..................4.04<br />
<strong>Turbo</strong>charger arrangement and cleaning ................15.01<br />
<strong>Turbo</strong>charger selecti<strong>on</strong> ..............................................3.01<br />
<strong>Turbo</strong>charger, exhaust ...............................................1.06<br />
<strong>Turbo</strong>chargers, lubricating of .....................................8.01<br />
Turning gear ....................................................1.06, 13.02<br />
Turning gear, electric motor for ...............................13.04<br />
Turning wheel ............................................................1.06<br />
U<br />
Undercritical running ...............................................17.06<br />
V<br />
VBS type CP propeller and range .............................5.18<br />
Vectors of thermal expansi<strong>on</strong>, turbocharger<br />
outlet flange ........................................................15.06<br />
Ventilati<strong>on</strong> system, double-wall gas pipes ..............18.08<br />
Venting box, fuel oil ...................................................7.05<br />
Vibrati<strong>on</strong> aspects ....................................................17.01<br />
Vibrati<strong>on</strong> limits valid for single order harm<strong>on</strong>ics......17.05<br />
W<br />
Waste Heat Recovery Systems (WHR) ......................4.05<br />
Water and oil in engine ..............................................5.08<br />
Water in fuel emulsificati<strong>on</strong> .......................................7.06<br />
Water In Oil M<strong>on</strong>itoring system (WIO) .....................18.06<br />
Water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher, drain from ................................14.05<br />
Water washing, turbocharger cleaning ....................15.02<br />
Water, masses of .......................................................5.08<br />
Wearing parts ..........................................................19.08<br />
Wiring diagram, <strong>MAN</strong> B&W Alpha Cylinder<br />
Lubricati<strong>on</strong> ............................................................9.02<br />
X<br />
X-type guide force moment .....................................17.05
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Engine Design<br />
1
<strong>MAN</strong> B&W 1.00<br />
ME�GI Dual Fuel Engine<br />
The ME�GI engine <str<strong>on</strong>g>is</str<strong>on</strong>g> designed for the highly special<str<strong>on</strong>g>is</str<strong>on</strong>g>ed<br />
LNG carrier market. The design builds <strong>on</strong><br />
experience gained from the earlier MC�GI engines<br />
combined with the developments in the latest<br />
electr<strong>on</strong>ically c<strong>on</strong>trolled ME engines.<br />
LNG carriers represent the last stand for the<br />
– in all other markets – practically extinct marine<br />
steam turbines. With efficiencies of <strong>on</strong>ly about<br />
30%, versus the diesel engines’ more than 50%,<br />
and in combined systems even higher, diesel engines<br />
are the propulsi<strong>on</strong> system of choice in the<br />
marine industry.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> reas<strong>on</strong> for the dominance of the diesel engines<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> clearly dem<strong>on</strong>strated in Fig. .00.0 ,<br />
showing the thermal efficiency of the various<br />
prime movers.<br />
As shown, steam turbine propulsi<strong>on</strong> plants generally<br />
have a lower efficiency and therefore need<br />
far more input energy than modern, fuel efficient<br />
diesel engines. With efficiency and CO 2 em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong><br />
being largely inversely proporti<strong>on</strong>al, <strong>MAN</strong> <strong>Diesel</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
proposing alternative propulsi<strong>on</strong> c<strong>on</strong>cepts based<br />
<strong>on</strong> low speed diesel engines with electr<strong>on</strong>ic c<strong>on</strong>trol<br />
for modern LNG tankers.<br />
Two different c<strong>on</strong>cepts are offered:<br />
• ME HFO burning engines<br />
• ME�GI dual fuel burning engines.<br />
ME HFO<br />
HFO burning fuel efficient Low Speed two�stroke<br />
diesel engines in single or twin propeller c<strong>on</strong>figurati<strong>on</strong>,<br />
in combinati<strong>on</strong> with reliquefacti<strong>on</strong> of<br />
the Boil Off Gas (BOG), offer ec<strong>on</strong>omic benefits<br />
for those trades where loss, i.e. c<strong>on</strong>sumpti<strong>on</strong> of<br />
cargo, <str<strong>on</strong>g>is</str<strong>on</strong>g> not accepted and the supply of the full<br />
amount of cargo <str<strong>on</strong>g>is</str<strong>on</strong>g> h<strong>on</strong>oured.<br />
ME�GI<br />
Where th<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> not the case, and gas fuel <str<strong>on</strong>g>is</str<strong>on</strong>g> preferred,<br />
the ME�GI dual fuel engine <str<strong>on</strong>g>is</str<strong>on</strong>g> the proper<br />
answer.<br />
Page of<br />
Recent technical development has made it possible<br />
for <strong>MAN</strong> <strong>Diesel</strong> to offer the opti<strong>on</strong> of dual fuel<br />
operati<strong>on</strong> <strong>on</strong> ME�powered LNG carriers. The system<br />
focuses around a high pressure reciprocating<br />
compressor supplying the engine with the main<br />
gas injecti<strong>on</strong>, while igniti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> ensured by fuel oil<br />
injecti<strong>on</strong>.<br />
Ten years of operati<strong>on</strong>al experience have been<br />
logged with th<str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>cept.<br />
However, LNG carriers are expensive ships, and<br />
the c<strong>on</strong>tractual supply of cargo <str<strong>on</strong>g>is</str<strong>on</strong>g> usually tied by<br />
strict charterparty c<strong>on</strong>diti<strong>on</strong>s. Therefore, the market<br />
has been hesitant to look at and accept other<br />
than the traditi<strong>on</strong>al steam propulsi<strong>on</strong> system.<br />
Now th<str<strong>on</strong>g>is</str<strong>on</strong>g> has changed. With the market launch of<br />
electr<strong>on</strong>ically c<strong>on</strong>trolled low speed diesels and<br />
reliable independent reliquefacti<strong>on</strong> technology, all<br />
the traditi<strong>on</strong>al reas<strong>on</strong>s not to leave the steam turbine<br />
have become invalid.<br />
It must also be real<str<strong>on</strong>g>is</str<strong>on</strong>g>ed that manning of steam<br />
driven commercial vessels will be increasingly difficult<br />
because of the phasing out of marine steam<br />
turbines.<br />
�������<br />
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178 52 12�4.1<br />
Fig. 1.00.01: Typical thermal efficiencies of prime movers<br />
<strong>MAN</strong> B&W ME-GI engines 198 48 10-4.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
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<strong>MAN</strong> B&W 1.01<br />
The ME Tier II Engine<br />
The ever valid requirement of ship operators <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
to obtain the lowest total operati<strong>on</strong>al costs, and<br />
especially the lowest possible specific fuel oil<br />
c<strong>on</strong>sumpti<strong>on</strong> at any load, and under the prevailing<br />
operating c<strong>on</strong>diti<strong>on</strong>s.<br />
However, low�speed two�stroke main engines of<br />
the MC type, with a chain driven camshaft, have<br />
limited flexibility with regard to fuel injecti<strong>on</strong> and<br />
exhaust valve activati<strong>on</strong>, which are the two most<br />
important factors in adjusting the engine to match<br />
the prevailing operating c<strong>on</strong>diti<strong>on</strong>s.<br />
A system with electr<strong>on</strong>ically c<strong>on</strong>trolled hydraulic<br />
activati<strong>on</strong> provides the required flexibility, and<br />
such systems form the core of the ME ‘Engine<br />
C<strong>on</strong>trol System’, described later in detail in Chapter<br />
16.<br />
C<strong>on</strong>cept of the ME engine<br />
The ME engine c<strong>on</strong>cept c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a hydraulicmechanical<br />
system for activati<strong>on</strong> of the fuel injecti<strong>on</strong><br />
and the exhaust valves. The actuators are<br />
electr<strong>on</strong>ically c<strong>on</strong>trolled by a number of c<strong>on</strong>trol<br />
units forming the complete Engine C<strong>on</strong>trol System.<br />
<strong>MAN</strong> <strong>Diesel</strong> has specifically developed both the<br />
hardware and the software in�house, in order to<br />
obtain an integrated soluti<strong>on</strong> for the Engine C<strong>on</strong>trol<br />
System.<br />
The fuel pressure booster c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a simple<br />
plunger powered by a hydraulic p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> activated<br />
by oil pressure. The oil pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by<br />
an electr<strong>on</strong>ically c<strong>on</strong>trolled proporti<strong>on</strong>al valve.<br />
The exhaust valve <str<strong>on</strong>g>is</str<strong>on</strong>g> opened hydraulically by<br />
means of a two�stage exhaust valve actuator<br />
activated by the c<strong>on</strong>trol oil from an electr<strong>on</strong>ically<br />
c<strong>on</strong>trolled proporti<strong>on</strong>al valve. The exhaust valves<br />
are closed by the ‘air spring’.<br />
In the hydraulic system, the normal lube oil <str<strong>on</strong>g>is</str<strong>on</strong>g> used<br />
as the medium. It <str<strong>on</strong>g>is</str<strong>on</strong>g> filtered and pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>ed by a<br />
Hydraulic Power Supply unit mounted <strong>on</strong> the engine<br />
or placed in the engine room.<br />
Page 1 of 3<br />
The starting valves are opened pneumatically by<br />
electr<strong>on</strong>ically c<strong>on</strong>trolled ‘On/Off’ valves, which<br />
make it possible to d<str<strong>on</strong>g>is</str<strong>on</strong>g>pense with the mechanically<br />
activated starting air d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor.<br />
By electr<strong>on</strong>ic c<strong>on</strong>trol of the above valves according<br />
to the measured instantaneous crankshaft positi<strong>on</strong>,<br />
the Engine C<strong>on</strong>trol System fully c<strong>on</strong>trols the<br />
combusti<strong>on</strong> process.<br />
System flexibility <str<strong>on</strong>g>is</str<strong>on</strong>g> obtained by means of different<br />
‘Engine running modes’, which are selected either<br />
automatically, depending <strong>on</strong> the operating c<strong>on</strong>diti<strong>on</strong>s,<br />
or manually by the operator to meet specific<br />
goals. The basic running mode <str<strong>on</strong>g>is</str<strong>on</strong>g> ‘Fuel ec<strong>on</strong>omy<br />
mode’ to comply with IMO NOx em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> limitati<strong>on</strong>.<br />
Engine design and IMO regulati<strong>on</strong> compliance<br />
The MEC engine <str<strong>on</strong>g>is</str<strong>on</strong>g> the shorter, more compact<br />
versi<strong>on</strong> of the MC engine. It <str<strong>on</strong>g>is</str<strong>on</strong>g> well suited wherever<br />
a small engine room <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>request</strong>ed, for instance<br />
in c<strong>on</strong>tainer vessels.<br />
The MEGI <str<strong>on</strong>g>is</str<strong>on</strong>g> a dual fuel engine burning natural<br />
gas, otherw<str<strong>on</strong>g>is</str<strong>on</strong>g>e sharing the same compact design<br />
as the MEC engine. It <str<strong>on</strong>g>is</str<strong>on</strong>g> designed for the highly<br />
special<str<strong>on</strong>g>is</str<strong>on</strong>g>ed LNG carrier market.<br />
For <strong>MAN</strong> B&W ME/MEC/MEGITII designated<br />
engines, the design and performance parameters<br />
have been upgraded and optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ed to comply<br />
with the Internati<strong>on</strong>al Maritime Organ<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> (IMO)<br />
Tier II em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> regulati<strong>on</strong>s.<br />
The potential derating and part load SFOC figures<br />
for the Tier II engines have also been updated.<br />
For engines built to comply with IMO Tier I em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong><br />
regulati<strong>on</strong>s, please refer to the Marine Engine<br />
IMO Tier I Project Guide.<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI-TII engines 198 74 69-4.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.01<br />
ME Advantages<br />
The advantages of the ME range of engines are<br />
quite comprehensive, as seen below:<br />
• Lower SFOC and better performance parameters<br />
thanks to variable electr<strong>on</strong>ically c<strong>on</strong>trolled<br />
timing of fuel injecti<strong>on</strong> and exhaust valves at any<br />
load<br />
• Appropriate fuel injecti<strong>on</strong> pressure and rate<br />
shaping at any load<br />
• Improved em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> character<str<strong>on</strong>g>is</str<strong>on</strong>g>tics, with smokeless<br />
operati<strong>on</strong><br />
• Easy change of operating mode during operati<strong>on</strong><br />
• Simplicity of mechanical system with well <br />
proven simple fuel injecti<strong>on</strong> technology familiar<br />
to any crew<br />
• C<strong>on</strong>trol system with more prec<str<strong>on</strong>g>is</str<strong>on</strong>g>e timing, giving<br />
better engine balance with equalized thermal<br />
load in and between cylinders<br />
• System compr<str<strong>on</strong>g>is</str<strong>on</strong>g>ing performance, adequate<br />
m<strong>on</strong>itoring and diagnostics of engine for l<strong>on</strong>ger<br />
time between overhauls<br />
• Lower rpm possible for manoeuvring<br />
• Better accelerati<strong>on</strong>, astern and crash stop performance<br />
• Integrated Alpha Cylinder Lubricators<br />
• Up�gradable to software development over the<br />
lifetime of the engine<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> a natural c<strong>on</strong>sequence of the above that more<br />
features and operating modes are feasible with<br />
our fully integrated c<strong>on</strong>trol system and, as such,<br />
will be retrofittable and eventually offered to owners<br />
of ME engines.<br />
Differences between MC/MC-C and<br />
ME/ME-C engines<br />
Page 2 of 3<br />
The electro�hydraulic c<strong>on</strong>trol mechan<str<strong>on</strong>g>is</str<strong>on</strong>g>ms of the<br />
ME engine replace the following comp<strong>on</strong>ents of<br />
the c<strong>on</strong>venti<strong>on</strong>al MC engine:<br />
• Chain drive for camshaft<br />
• Camshaft with fuel cams, exhaust cams and<br />
indicator cams<br />
• Fuel pump actuating gear, including roller<br />
guides and reversing mechan<str<strong>on</strong>g>is</str<strong>on</strong>g>m<br />
• C<strong>on</strong>venti<strong>on</strong>al fuel pressure booster and VIT system<br />
• Exhaust valve actuating gear and roller guides<br />
• Engine driven starting air d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor<br />
• Electr<strong>on</strong>ic governor with actuator<br />
• Regulating shaft<br />
• Engine side c<strong>on</strong>trol c<strong>on</strong>sole<br />
• Mechanical cylinder lubricators.<br />
The Engine C<strong>on</strong>trol System of the ME engine<br />
compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es:<br />
• C<strong>on</strong>trol units<br />
• Hydraulic power supply unit<br />
• Hydraulic cylinder units, including:<br />
• Electr<strong>on</strong>ically c<strong>on</strong>trolled fuel injecti<strong>on</strong>, and<br />
• Electr<strong>on</strong>ically c<strong>on</strong>trolled exhaust valve activati<strong>on</strong><br />
• Electr<strong>on</strong>ically c<strong>on</strong>trolled starting air valves<br />
• Electr<strong>on</strong>ically c<strong>on</strong>trolled auxiliary blowers<br />
• Integrated electr<strong>on</strong>ic governor functi<strong>on</strong>s<br />
• Tacho system<br />
• Electr<strong>on</strong>ically c<strong>on</strong>trolled Alpha lubricators<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI-TII engines 198 74 69-4.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.01<br />
• Local Operating Panel (LOP)<br />
• <strong>MAN</strong> <strong>Diesel</strong> PMI system, type PT/S off�line,<br />
cylinder pressure m<strong>on</strong>itoring system.<br />
The system can be further extended by opti<strong>on</strong>al<br />
systems, such as:<br />
• C<strong>on</strong>diti<strong>on</strong> M<strong>on</strong>itoring System, CoCoS�EDS<br />
<strong>on</strong>�line<br />
The main features of the ME engine are described<br />
<strong>on</strong> the following pages.<br />
Page 3 of 3<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI-TII engines 198 74 69-4.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.02<br />
Engine Type Designati<strong>on</strong><br />
6 S 70 M E �B/C 7 -GI -TII<br />
Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> regulati<strong>on</strong> TII IMO Tier level<br />
Fuel injecti<strong>on</strong> c<strong>on</strong>cept<br />
Mark versi<strong>on</strong><br />
Design<br />
Engine programme<br />
Diameter of p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> in cm<br />
Stroke/bore ratio<br />
Number of cylinders<br />
(blank) Fuel oil <strong>on</strong>ly<br />
GI Gas injecti<strong>on</strong><br />
Page 1 of 1<br />
B Exhaust valve c<strong>on</strong>trolled<br />
by camshaft<br />
C Compact engine<br />
C<strong>on</strong>cept E Electr<strong>on</strong>ically c<strong>on</strong>trolled<br />
C Camshaft c<strong>on</strong>trolled<br />
S Super l<strong>on</strong>g stroke<br />
L L<strong>on</strong>g stroke<br />
K Short stroke<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�B/-GI engines 198 38 24�3.6
<strong>MAN</strong> B&W 1.03<br />
Power, Speed and Lubricating Oil<br />
<strong>MAN</strong> B&W S65ME-C8/-GI-TII<br />
Power and Speed<br />
Stroke:<br />
2,730 mm<br />
Cyl. L 1 kW<br />
5 14,350<br />
6 17,220<br />
7 20,090<br />
8 22,960<br />
kW/cyl.<br />
2,870<br />
2,450<br />
2,290<br />
1,960<br />
Fuel and lubricating oil c<strong>on</strong>sumpti<strong>on</strong><br />
At load<br />
Layout point<br />
<strong>MAN</strong> B&W S65ME-C8/-GI-TII<br />
L3<br />
L4<br />
L1<br />
L2<br />
81 95 r/min<br />
Specific fuel oil c<strong>on</strong>sumpti<strong>on</strong><br />
g/kWH<br />
With high efficiency turbocharger<br />
100% 70%<br />
L1 and L2 171 167<br />
L3 and L4 165 161<br />
Fig 1.03.01: Power, speed, fuel and lubricati<strong>on</strong> oil<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
MEP<br />
SFOC<br />
bar<br />
g/kWh<br />
MCR<br />
Minimum at<br />
Part Load<br />
20.0 171 167<br />
16.0 165 161<br />
Lubricating oil c<strong>on</strong>sumpti<strong>on</strong><br />
System oil<br />
Approximate<br />
g/kWH<br />
Page 1 of 1<br />
<strong>MAN</strong> B&W Alpha cylinder<br />
lubricator<br />
0.1 0.65<br />
198 73 77-1.0
<strong>MAN</strong> B&W 1.04<br />
Engine Power Range and Fuel Oil C<strong>on</strong>sumpti<strong>on</strong><br />
Engine Power<br />
The following tables c<strong>on</strong>tain data regarding the<br />
power, speed and specific fuel oil c<strong>on</strong>sumpti<strong>on</strong> of<br />
the engine.<br />
Engine power <str<strong>on</strong>g>is</str<strong>on</strong>g> specified in kW for each cylinder<br />
number and layout points L 1 , L 2 , L 3 and L 4 :<br />
For c<strong>on</strong>versi<strong>on</strong>s between kW and metric horsepower,<br />
please note that 1 BHP = 75 kpm/s = 0.7355<br />
kW.<br />
L 1 designates nominal maximum c<strong>on</strong>tinuous rating<br />
(nominal MCR), at 100% engine power and 100%<br />
engine speed.<br />
L 2 , L 3 and L 4 designate layout points at the other<br />
three corners of the layout area, chosen for easy<br />
reference.<br />
Power<br />
L3<br />
L4<br />
L 1<br />
L 2<br />
Speed<br />
178 51 48�9.0<br />
Fig. 1.04.01: Layout diagram for engine power and speed<br />
Overload corresp<strong>on</strong>ds to 110% of the power at<br />
MCR, and may be permitted for a limited period of<br />
<strong>on</strong>e hour every 12 hours.<br />
The engine power figures given in the tables remain<br />
valid up to tropical c<strong>on</strong>diti<strong>on</strong>s at sea level as<br />
stated in IACS M28 (1978), i.e.:<br />
Blower inlet temperature ................................ 45 °C<br />
Blower inlet pressure ............................1,000 mbar<br />
Seawater temperature .................................... 32 °C<br />
Relative humidity ..............................................60%<br />
Specific Fuel Oil C<strong>on</strong>sumpti<strong>on</strong> (SFOC)<br />
Page 1 of 2<br />
The figures given in th<str<strong>on</strong>g>is</str<strong>on</strong>g> folder represent the values<br />
obtained when the engine and turbocharger<br />
are matched with a view to obtaining the lowest<br />
possible SFOC values while also fulfilling the IMO<br />
NOX Tier II em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> limitati<strong>on</strong>s.<br />
Stricter em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> limits can be met <strong>on</strong> <strong>request</strong>, using<br />
proven technologies.<br />
The SFOC figures are given in g/kWh with a tolerance<br />
of 5% and are based <strong>on</strong> the use of fuel with<br />
a lower calorific value of 42,700 kJ/kg (~10,200<br />
kcal/<br />
kg) at ISO c<strong>on</strong>diti<strong>on</strong>s:<br />
Ambient air pressure .............................1,000 mbar<br />
Ambient air temperature ................................ 25 °C<br />
Cooling water temperature ............................ 25 °C<br />
Specific fuel oil c<strong>on</strong>sumpti<strong>on</strong> varies with ambient<br />
c<strong>on</strong>diti<strong>on</strong>s and fuel oil lower calorific value. For<br />
calculati<strong>on</strong> of these changes, see Chapter 2.<br />
Gas c<strong>on</strong>sumpti<strong>on</strong><br />
The energy c<strong>on</strong>sumpti<strong>on</strong> (heat rate) for the ME�GI<br />
engine <str<strong>on</strong>g>is</str<strong>on</strong>g> the same whether running <strong>on</strong> gas in dual<br />
fuel mode (heat rate in kJ/kWh) or fuel <strong>on</strong>ly mode.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> means that when a given amount of fuel oil <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
known in g/kWh, the additi<strong>on</strong>al gas c<strong>on</strong>sumpti<strong>on</strong><br />
can be found by c<strong>on</strong>verting the energy supplied<br />
as gas into cubic metre per hour according to the<br />
LCV of the gas.<br />
In the following <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g>s, the energy c<strong>on</strong>sumpti<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> calculated as equivalent fuel c<strong>on</strong>sumpti<strong>on</strong>, i.e.<br />
with all our usual figures.<br />
Example:<br />
SFOC ..................................................... 170 g/kWh<br />
ref. LCV .................................................... 42,700 kJ<br />
Heat rate .................0.170 x 42,700 = 7,259 kJ/kWh<br />
The heat rate <str<strong>on</strong>g>is</str<strong>on</strong>g> also referred to as the ‘Guiding<br />
Equivalent Energy C<strong>on</strong>sumpti<strong>on</strong>’.<br />
<strong>MAN</strong> B&W ME-GI engines 198 49 17-2.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.04<br />
Lubricating oil data<br />
The cylinder oil c<strong>on</strong>sumpti<strong>on</strong> figures stated in the<br />
tables are valid under normal c<strong>on</strong>diti<strong>on</strong>s.<br />
During running�in periods and under special c<strong>on</strong>diti<strong>on</strong>s,<br />
feed rates can be increased. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> explained<br />
in Secti<strong>on</strong> 9.02.<br />
Page 2 of 2<br />
<strong>MAN</strong> B&W ME-GI engines 198 49 17-2.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
Performance Curves<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong><br />
Updated engine and capacities data <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> from the CEAS<br />
program <strong>on</strong> www.mandiesel.com under ‘Marine’ → ‘Low speed’<br />
→ ‘CEAS Engine Room Dimensi<strong>on</strong>s’.<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
1.05<br />
Page 1 of 1<br />
198 53 31-6.1
<strong>MAN</strong> B&W 1.06<br />
ME�GI Engine Descripti<strong>on</strong><br />
Please note that engines built by our licensees<br />
are in accordance with <strong>MAN</strong> <strong>Diesel</strong> drawings and<br />
standards but, in certain cases, some local standards<br />
may be applied; however, all spare parts are<br />
interchangeable with <strong>MAN</strong> <strong>Diesel</strong> designed parts.<br />
Some comp<strong>on</strong>ents may differ from <strong>MAN</strong> <strong>Diesel</strong>’s<br />
design because of local producti<strong>on</strong> facilities or the<br />
applicati<strong>on</strong> of local standard comp<strong>on</strong>ents.<br />
In the following, reference <str<strong>on</strong>g>is</str<strong>on</strong>g> made to the item<br />
numbers specified in the ‘Extent of Delivery’ (EoD)<br />
forms, both for the ‘Basic’ delivery extent and for<br />
some ‘Opti<strong>on</strong>s’.<br />
Bedplate and Main Bearing<br />
The bedplate <str<strong>on</strong>g>is</str<strong>on</strong>g> made with the thrust bearing in<br />
the aft end of the engine. The bedplate c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts<br />
of high, welded, l<strong>on</strong>gitudinal girders and welded<br />
cross girders with cast steel bearing supports.<br />
For fitting to the engine seating in the ship, l<strong>on</strong>g,<br />
elastic holding�down bolts, and hydraulic tightening<br />
tools are used.<br />
The bedplate <str<strong>on</strong>g>is</str<strong>on</strong>g> made without taper for engines<br />
mounted <strong>on</strong> epoxy chocks.<br />
The oil pan, which <str<strong>on</strong>g>is</str<strong>on</strong>g> made of steel plate and <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
welded to the bedplate, collects the return oil from<br />
the forced lubricating and cooling oil system. The<br />
oil outlets from the oil pan are normally vertical<br />
and are provided with gratings.<br />
Horiz<strong>on</strong>tal outlets at both ends can be arranged<br />
for some cylinder numbers, however th<str<strong>on</strong>g>is</str<strong>on</strong>g> must be<br />
c<strong>on</strong>firmed by the engine builder.<br />
The main bearings c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>t of thin walled steel<br />
shells lined with bearing metal. The main bearing<br />
bottom shell can be rotated out and in by means<br />
of special tools in combinati<strong>on</strong> with hydraulic tools<br />
for lifting the crankshaft. The shells are kept in positi<strong>on</strong><br />
by a bearing cap.<br />
Frame Box<br />
Page of 8<br />
The frame box <str<strong>on</strong>g>is</str<strong>on</strong>g> of welded design. On the exhaust<br />
side, it <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with relief valves for each cylinder<br />
while, <strong>on</strong> the manoeuvring side, it <str<strong>on</strong>g>is</str<strong>on</strong>g> provided<br />
with a large hinged door for each cylinder. The<br />
crosshead guides are welded <strong>on</strong> to the frame box.<br />
The frame box <str<strong>on</strong>g>is</str<strong>on</strong>g> attached to the bedplate with<br />
screws. The bedplate, frame box and cylinder<br />
frame are tightened together by stay bolts.<br />
The hydraulic power supply are fitted <strong>on</strong> the aft<br />
end, and at the middle for engines with chain drive<br />
located in the middle, ie. large cylinder numbers.<br />
For engines with chain drive aft, the HPS <str<strong>on</strong>g>is</str<strong>on</strong>g> located<br />
at aft.<br />
Cylinder Frame and Stuffing Box<br />
The cylinder frame <str<strong>on</strong>g>is</str<strong>on</strong>g> cast, with the excepti<strong>on</strong> of<br />
the S65ME�GI which <str<strong>on</strong>g>is</str<strong>on</strong>g> welded, and <str<strong>on</strong>g>is</str<strong>on</strong>g> provided<br />
with access covers for cleaning the scavenge air<br />
space, if required, and for inspecti<strong>on</strong> of scavenge<br />
ports and p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings from the manoeuvring side.<br />
Together with the cylinder liner it forms the scavenge<br />
air space.<br />
The cylinder frame <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted with pipes for the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
cooling oil inlet. The scavenge air receiver, turbocharger,<br />
air cooler box and gallery brackets are<br />
located <strong>on</strong> the cylinder frame. At the bottom of the<br />
cylinder frame there <str<strong>on</strong>g>is</str<strong>on</strong>g> a p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod stuffing box,<br />
provided with sealing rings for scavenge air, and<br />
with oil scraper rings which prevent crankcase oil<br />
from coming up into the scavenge air space.<br />
Drains from the scavenge air space and the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
rod stuffing box are located at the bottom of the<br />
cylinder frame.<br />
<strong>MAN</strong> B&W ME-GI engines 198 50 59-7.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.06<br />
Cylinder Liner<br />
The cylinder liner <str<strong>on</strong>g>is</str<strong>on</strong>g> made of alloyed cast ir<strong>on</strong> and <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
suspended in the cylinder frame with a low�situated<br />
flange. The top of the cylinder liner <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted with<br />
a cooling jacket. The cylinder liner has scavenge<br />
ports and drilled holes for cylinder lubricati<strong>on</strong>.<br />
A p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cleaning ring <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted at the top of the liner<br />
to prevent accumulati<strong>on</strong> of deposits <strong>on</strong> the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
crown.<br />
Cylinder Cover<br />
The cylinder cover <str<strong>on</strong>g>is</str<strong>on</strong>g> of forged steel, made in <strong>on</strong>e<br />
piece, and has bores for cooling water. It has a<br />
central bore for the exhaust valve, and bores for<br />
the fuel valves, gas valves, a starting valve and an<br />
indicator valve.<br />
The cylinder cover <str<strong>on</strong>g>is</str<strong>on</strong>g> attached to the cylinder frame<br />
with studs and nuts tightened with hydraulic jacks.<br />
In order to protect the gas injecti<strong>on</strong> nozzle and the<br />
fuel oil nozzle against tip burning, the cylinder cover<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> designed with a welded�<strong>on</strong> protective guard<br />
in fr<strong>on</strong>t of the nozzles.<br />
The side of the cylinder cover facing the HCU<br />
(Hydraulic Cylinder Unit) block has a face for the<br />
mounting of a special valve block, see later descripti<strong>on</strong>.<br />
In additi<strong>on</strong>, the cylinder cover <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with<br />
two sets of bores, <strong>on</strong>e set for supplying gas from<br />
the valve block to each gas injecti<strong>on</strong> valve, and<br />
<strong>on</strong>e set for leading any leakage of gas to the<br />
sub�atmospheric pressure, ventilated part of the<br />
double�wall piping system. The cylinder cover <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
also provided with holes for sensors (PMI <strong>on</strong>-line).<br />
Crankshaft<br />
The crankshaft <str<strong>on</strong>g>is</str<strong>on</strong>g> of the semi�built type, made<br />
from forged or cast steel throws. At the aft end,<br />
the crankshaft <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with the collar for the<br />
thrust bearing, a flange for fitting the gear wheel<br />
for the step�up gear to the hydraulic power supply<br />
unit (if fitted <strong>on</strong> the engine), and the flange for<br />
Page of 8<br />
the turning wheel and for the coupling bolts to an<br />
intermediate shaft.<br />
At the fr<strong>on</strong>t end, the crankshaft <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted with the<br />
collar for the axial vibrati<strong>on</strong> damper and a flange<br />
for the fitting of a tuning wheel. The flange can<br />
also be used for a Power Take Off, if so desired.<br />
Coupling bolts and nuts for joining the crankshaft<br />
together with the intermediate shaft are not normally<br />
supplied.<br />
Thrust Bearing<br />
The propeller thrust <str<strong>on</strong>g>is</str<strong>on</strong>g> transferred through the<br />
thrust collar, the segments, and the bedplate, to<br />
the end chocks and engine seating, and thus to<br />
the ship’s hull.<br />
The thrust bearing <str<strong>on</strong>g>is</str<strong>on</strong>g> located in the aft end of the<br />
engine. The thrust bearing <str<strong>on</strong>g>is</str<strong>on</strong>g> of the B&W�Michell<br />
type, and c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts primarily of a thrust collar <strong>on</strong><br />
the crankshaft, a bearing support, and segments<br />
of steel lined with white metal. The thrust shaft <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
an integrated part of the crankshaft and it <str<strong>on</strong>g>is</str<strong>on</strong>g> lubricated<br />
by the engine’s lubricating oil system.<br />
Step�up Gear<br />
In case of engine driven HPS, the hydraulic oil<br />
pumps are mounted <strong>on</strong> the aft of the engine, and<br />
are driven from the crankshaft via step�up gear.<br />
The step�up gear <str<strong>on</strong>g>is</str<strong>on</strong>g> lubricated from the main engine<br />
system.<br />
Turning Gear and Turning Wheel<br />
The turning wheel <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted to the thrust shaft, and<br />
it <str<strong>on</strong>g>is</str<strong>on</strong>g> driven by a pini<strong>on</strong> <strong>on</strong> the terminal shaft of the<br />
turning gear, which <str<strong>on</strong>g>is</str<strong>on</strong>g> mounted <strong>on</strong> the bedplate.<br />
The turning gear <str<strong>on</strong>g>is</str<strong>on</strong>g> driven by an electric motor with<br />
built�in gear with brake.<br />
A blocking device prevents the main engine from<br />
starting when the turning gear <str<strong>on</strong>g>is</str<strong>on</strong>g> engaged. Engagement<br />
and d<str<strong>on</strong>g>is</str<strong>on</strong>g>engagement of the turning gear <str<strong>on</strong>g>is</str<strong>on</strong>g> effected<br />
manually by an axial movement of the pini<strong>on</strong>.<br />
<strong>MAN</strong> B&W ME-GI engines 198 50 59-7.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.06<br />
The c<strong>on</strong>trol device for the turning gear, c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ting<br />
of starter and manual c<strong>on</strong>trol box, can be ordered<br />
as an opti<strong>on</strong>.<br />
Axial Vibrati<strong>on</strong> Damper<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted with an axial vibrati<strong>on</strong> damper,<br />
mounted <strong>on</strong> the fore end of the crankshaft. The<br />
damper c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> and a split�type housing<br />
located forward of the foremost main bearing.<br />
The p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> made as an integrated collar <strong>on</strong> the<br />
main journal, and the housing <str<strong>on</strong>g>is</str<strong>on</strong>g> fixed to the main<br />
bearing support.<br />
Tuning Wheel/<br />
Torsi<strong>on</strong>al Vibrati<strong>on</strong> Damper<br />
A tuning wheel or torsi<strong>on</strong>al vibrati<strong>on</strong> damper may<br />
have to be ordered separately, depending <strong>on</strong> the<br />
final torsi<strong>on</strong>al vibrati<strong>on</strong> calculati<strong>on</strong>s.<br />
C<strong>on</strong>necting Rod<br />
The c<strong>on</strong>necting rod <str<strong>on</strong>g>is</str<strong>on</strong>g> made of forged or cast steel<br />
and provided with bearing caps for the crosshead<br />
and crankpin bearings.<br />
The crosshead and crankpin bearing caps are secured<br />
to the c<strong>on</strong>necting rod with studs and nuts<br />
tightened by means of hydraulic jacks.<br />
The crosshead bearing c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a set of<br />
thin�walled steel shells, lined with bearing metal.<br />
The crosshead bearing cap <str<strong>on</strong>g>is</str<strong>on</strong>g> in <strong>on</strong>e piece, with an<br />
angular cut�out for the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod.<br />
The crankpin bearing <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with thin�walled<br />
steel shells, lined with bearing metal. Lube oil <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
supplied through ducts in the crosshead and c<strong>on</strong>necting<br />
rod.<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
The p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> crown and p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
skirt. The p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> crown <str<strong>on</strong>g>is</str<strong>on</strong>g> made of heat�res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant<br />
steel and has four ring grooves which are<br />
hard�chrome plated <strong>on</strong> both the upper and lower<br />
surfaces of the grooves.<br />
Page of 8<br />
The uppermost p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> ring <str<strong>on</strong>g>is</str<strong>on</strong>g> of the CPR type<br />
(C<strong>on</strong>trolled Pressure Relief), whereas the other<br />
three p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings are with an oblique cut. The uppermost<br />
p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> ring <str<strong>on</strong>g>is</str<strong>on</strong>g> higher than the others. The<br />
p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> skirt <str<strong>on</strong>g>is</str<strong>on</strong>g> of cast ir<strong>on</strong> with a br<strong>on</strong>ze band.<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> Rod<br />
The p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod <str<strong>on</strong>g>is</str<strong>on</strong>g> of forged steel and <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
surface�hardened <strong>on</strong> the running surface for the<br />
stuffing box. The p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to the<br />
crosshead with four screws. The p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod has a<br />
central bore which, in c<strong>on</strong>juncti<strong>on</strong> with a cooling<br />
oil pipe, forms the inlet and outlet for cooling oil.<br />
Crosshead<br />
The crosshead <str<strong>on</strong>g>is</str<strong>on</strong>g> of forged steel and <str<strong>on</strong>g>is</str<strong>on</strong>g> provided<br />
with cast steel guide shoes with white metal <strong>on</strong><br />
the running surface.<br />
The telescopic pipe for oil inlet and the pipe for oil<br />
outlet are mounted <strong>on</strong> the guide shoes.<br />
Scavenge Air System<br />
The air intake to the turbocharger takes place<br />
directly from the engine room through the turbocharger<br />
intake silencer. From the turbocharger, the<br />
air <str<strong>on</strong>g>is</str<strong>on</strong>g> led via the charging air pipe, air cooler and<br />
scavenge air receiver to the scavenge ports of the<br />
cylinder liners, see Chapter 4.<br />
Scavenge Air Cooler<br />
For each turbocharger <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted a scavenge air<br />
cooler of the m<strong>on</strong>o�block type designed for seawater<br />
cooling at up to .0 � .5 bar working pressure,<br />
alternatively, a central cooling system can be<br />
chosen with freshwater of maximum 4.5 bar working<br />
pressure.<br />
The scavenge air cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> so designed that the<br />
difference between the scavenge air temperature<br />
and the water inlet temperature at specified MCR<br />
can be kept at about °C.<br />
<strong>MAN</strong> B&W ME-GI engines 198 50 59-7.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.06<br />
Auxiliary Blower<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with electrically�driven<br />
scavenge air blowers. The sucti<strong>on</strong> side of the<br />
blowers <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to the scavenge air space<br />
after the air cooler.<br />
Between the air cooler and the scavenge air receiver,<br />
n<strong>on</strong>�return valves are fitted which automatically<br />
close when the auxiliary blowers supply the air.<br />
The auxiliary blowers will start operating c<strong>on</strong>secutively<br />
before the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> started in order to ensure<br />
sufficient scavenge air pressure for a safe start.<br />
Further informati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> given in Chapter 4.<br />
Exhaust <strong>Turbo</strong>charger<br />
The engines can be fitted with either <strong>MAN</strong> <strong>Diesel</strong>,<br />
ABB or Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi turbochargers.<br />
The turbocharger choice <str<strong>on</strong>g>is</str<strong>on</strong>g> described in Chapter<br />
, and the exhaust gas system in Chapter 5.<br />
Exhaust Gas Receiver<br />
The exhaust gas receiver <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to withstand<br />
the pressure in the event of igniti<strong>on</strong> failure of <strong>on</strong>e<br />
cylinder followed by igniti<strong>on</strong> of the unburned gas<br />
in the receiver (around 5 bar).<br />
The receiver <str<strong>on</strong>g>is</str<strong>on</strong>g> furthermore designed with special<br />
transverse stays to withstand such gas explosi<strong>on</strong>s.<br />
Reversing<br />
Reversing of the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> performed electr<strong>on</strong>ically,<br />
by changing the timing of the fuel injecti<strong>on</strong>, the exhaust<br />
valve activati<strong>on</strong> and the starting valves.<br />
Hydraulic Cylinder Unit<br />
The hydraulic cylinder unit (HCU), <strong>on</strong>e per cylinder,<br />
c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a support c<strong>on</strong>sole <strong>on</strong> which a d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor<br />
block <str<strong>on</strong>g>is</str<strong>on</strong>g> mounted. The d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor block <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted with a<br />
number of accumulators to ensure that the necessary<br />
hydraulic oil peak flow <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for the Electr<strong>on</strong>ic<br />
Fuel Injecti<strong>on</strong>.<br />
Page 4 of 8<br />
The d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor block serves as a mechanical support<br />
for the hydraulically activated fuel pressure<br />
booster and the hydraulically activated exhaust<br />
valve actuator.<br />
To reduce the number of additi<strong>on</strong>al hydraulic pipes<br />
and c<strong>on</strong>necti<strong>on</strong>s, the ELGI valve as well as the<br />
c<strong>on</strong>trol oil pipe c<strong>on</strong>necti<strong>on</strong>s to the gas valves will<br />
be incorporated in the design of the HCU.<br />
Fuel Oil Pressure Booster and<br />
Fuel Oil High Pressure Pipes<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with <strong>on</strong>e hydraulically activated<br />
fuel oil pressure booster for each cylinder.<br />
Fuel injecti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> activated by a proporti<strong>on</strong>al valve,<br />
which <str<strong>on</strong>g>is</str<strong>on</strong>g> electr<strong>on</strong>ically c<strong>on</strong>trolled by the Cylinder<br />
C<strong>on</strong>trol Unit.<br />
Further informati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> given in Secti<strong>on</strong> 7.0 .<br />
Gas Valve block<br />
The valve block c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a square steel block,<br />
bolted to the HCU side of the cylinder cover.<br />
The valve block incorporates a large volume accumulator,<br />
and <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with a shutdown valve<br />
and two purge valves. All high�pressure gas sealings<br />
lead into spaces that are c<strong>on</strong>nected to the<br />
double�wall pipe system, for leakage detecti<strong>on</strong>.<br />
An ELGI valve and c<strong>on</strong>trol oil supply are also incorporated<br />
in the gas valve block.<br />
The gas <str<strong>on</strong>g>is</str<strong>on</strong>g> supplied to the accumulator via a<br />
n<strong>on</strong>�return valve placed in the accumulator inlet<br />
cover.<br />
To ensure that the rate of gas flow does not drop<br />
too much during the injecti<strong>on</strong> period, the relative<br />
pressure drop in the accumulator <str<strong>on</strong>g>is</str<strong>on</strong>g> measured.<br />
The pressure drop should not exceed approx.<br />
0� 0 bar.<br />
Any larger pressure drop would indicate a severe<br />
leakage in the gas injecti<strong>on</strong> valve seats or a fractured<br />
gas pipe. The safety system will detect th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
and shut down the gas injecti<strong>on</strong>.<br />
<strong>MAN</strong> B&W ME-GI engines 198 50 59-7.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.06<br />
From the accumulator, the gas passes through<br />
a bore in the valve block to the shut down valve,<br />
which in the gas mode, <str<strong>on</strong>g>is</str<strong>on</strong>g> kept open by compressed<br />
air. From the shutdown valve (V4 in Fig.<br />
7.00.0 ), the gas <str<strong>on</strong>g>is</str<strong>on</strong>g> led to the gas injecti<strong>on</strong> valve<br />
via bores in the valve block and in the cylinder<br />
cover. A blow�off valve (V in Fig. 7.00.0 ), placed<br />
<strong>on</strong> the valve block, <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to empty the gas<br />
bores when needed.<br />
A purge valve (V5 shown in Fig. 7.00.0 ), which<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> also placed <strong>on</strong> the valve block, <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to<br />
empty the accumulator when the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> no<br />
l<strong>on</strong>ger to operate in the gas mode.<br />
Fuel Valves, Gas Valves and<br />
Starting Air Valve<br />
The cylinder cover <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with two or three fuel<br />
oil valves, two or three gas valves, starting air valve,<br />
and indicator cock.<br />
The opening of the fuel valves <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by the<br />
high pressure fuel oil created by the fuel oil pressure<br />
booster, and the valves are closed by a spring.<br />
The opening of the gas valve <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by the<br />
ELGI valve, which operates <strong>on</strong> c<strong>on</strong>trol oil taken from<br />
the system oil.<br />
An automatic vent slide allows circulati<strong>on</strong> of fuel<br />
oil through the valve and high pressure pipes when<br />
the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> stopped. The vent slide also prevents<br />
the compressi<strong>on</strong> chamber from being filled up with<br />
fuel oil in the event that the valve spindle sticks. Oil<br />
from the vent slide and other drains <str<strong>on</strong>g>is</str<strong>on</strong>g> led away in<br />
a closed system.<br />
The fuel oil high�pressure pipes are equipped with<br />
protective hoses and are neither heated nor insulated.<br />
The mechanically driven starting air d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor used<br />
<strong>on</strong> the MC engines has been replaced by <strong>on</strong>e solenoid<br />
valve per cylinder, c<strong>on</strong>trolled by the CCUs of<br />
the Engine C<strong>on</strong>trol System.<br />
Slow turning before starting <str<strong>on</strong>g>is</str<strong>on</strong>g> a program incorporated<br />
into the basic Engine C<strong>on</strong>trol System.<br />
Page 5 of 8<br />
The starting air system <str<strong>on</strong>g>is</str<strong>on</strong>g> described in detail in Secti<strong>on</strong><br />
.0 .<br />
The starting valve <str<strong>on</strong>g>is</str<strong>on</strong>g> opened by c<strong>on</strong>trol air and <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
closed by a spring. The integrated Engine C<strong>on</strong>trol<br />
System c<strong>on</strong>trols the starting valve timing.<br />
Fuel injecti<strong>on</strong> valves<br />
Dual fuel operati<strong>on</strong> requires valves for both the injecti<strong>on</strong><br />
of fuel oil (incl. pilot oil) and gas fuel.<br />
The valves are of separate types, and two are fitted<br />
for gas injecti<strong>on</strong> and two for fuel oil. The media<br />
required for both fuel and gas operati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> shown<br />
below:<br />
• High�pressure gas supply<br />
• Fuel oil supply (pilot oil)<br />
• C<strong>on</strong>trol oil supply for activati<strong>on</strong> of gas injecti<strong>on</strong><br />
valves<br />
• Sealing oil supply.<br />
The gas injecti<strong>on</strong> valve design <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in<br />
Fig. .06.0 .<br />
��������������<br />
�����������������<br />
�����������������<br />
������������������<br />
����������������������<br />
�����������<br />
�����������<br />
�����������<br />
<strong>MAN</strong> B&W ME-GI engines 198 50 59-7.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
���������<br />
Fig. 1.06.01: Gas injecti<strong>on</strong> valve<br />
178 53 64�5.0
<strong>MAN</strong> B&W 1.06<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> valve complies with our traditi<strong>on</strong>al design<br />
principles of compact design and the use of mainly<br />
rotati<strong>on</strong>al symmetrical parts. The design <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong><br />
the principle used for an early versi<strong>on</strong> of a combined<br />
fuel oil/gas injecti<strong>on</strong> valve as well as experience<br />
gained with our normal fuel valves.<br />
Gas <str<strong>on</strong>g>is</str<strong>on</strong>g> admitted to the gas injecti<strong>on</strong> valve through<br />
bores in the cylinder cover. To prevent gas leakage<br />
between cylinder cover/gas injecti<strong>on</strong> valve and<br />
valve housing/spindle guide, sealing rings made of<br />
temperature and gas res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant material are installed.<br />
Any gas leakage through the gas sealing rings will<br />
be led through bores in the gas injecti<strong>on</strong> valve and<br />
the cylinder cover to the double�wall gas piping<br />
system, where any such leakages will be detected<br />
by HC sensors.<br />
The gas acts c<strong>on</strong>tinuously <strong>on</strong> the valve spindle at a<br />
pressure of about 50� 00 bar. In order to prevent the<br />
gas from entering the c<strong>on</strong>trol oil activating system<br />
via the clearance around the spindle, the spindle<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> sealed by means of sealing oil led to the spindle<br />
clearance at a pressure higher than the gas pressure<br />
( 5�50 bar higher).<br />
The fuel (e.g. pilot oil) valve <str<strong>on</strong>g>is</str<strong>on</strong>g> a standard fuel valve<br />
without major changes.<br />
Designs of fuel (e.g. pilot oil) injecti<strong>on</strong> valves will<br />
allow operati<strong>on</strong> solely <strong>on</strong> fuel oil up to MCR. lf the<br />
customer’s demand <str<strong>on</strong>g>is</str<strong>on</strong>g> for the gas engine to run at<br />
any time at 00 % load <strong>on</strong> fuel oil, without stopping<br />
the engine for changing the injecti<strong>on</strong> equipment, the<br />
fuel valve nozzle holes will be as the standard type for<br />
normal fuel oil operati<strong>on</strong>. The fuel oil amount when<br />
operating <strong>on</strong> gas <str<strong>on</strong>g>is</str<strong>on</strong>g> 5-8%. Gas operati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> possible<br />
at 0% load and above.<br />
Fuel oil booster system<br />
Dual fuel operati<strong>on</strong> requires a fuel oil pressure<br />
booster, a positi<strong>on</strong> sensor, a FIVA valve to c<strong>on</strong>trol<br />
the injecti<strong>on</strong> of fuel oil, and a system oil supply to<br />
an ELGI valve to c<strong>on</strong>trol the injecti<strong>on</strong> of gas. Fig.<br />
7.00.04 shows the design c<strong>on</strong>trol principle with the<br />
two fuel valves and two gas valves.<br />
Page 6 of 8<br />
No change <str<strong>on</strong>g>is</str<strong>on</strong>g> made to the ME fuel oil pressure<br />
booster, except that a pressure sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> added for<br />
checking the fuel oil injecti<strong>on</strong> pressure. The injected<br />
amount of fuel oil <str<strong>on</strong>g>is</str<strong>on</strong>g> m<strong>on</strong>itored by the positi<strong>on</strong> sensor.<br />
The injected gas amount <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by the durati<strong>on</strong><br />
of c<strong>on</strong>trol oil delivery from the ELGI valve. The<br />
operating medium <str<strong>on</strong>g>is</str<strong>on</strong>g> the same system oil as <str<strong>on</strong>g>is</str<strong>on</strong>g> used<br />
for the fuel oil pressure booster.<br />
Exhaust Valve<br />
The exhaust valve c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of the valve housing and<br />
the valve spindle. The valve housing <str<strong>on</strong>g>is</str<strong>on</strong>g> made of cast<br />
ir<strong>on</strong> and <str<strong>on</strong>g>is</str<strong>on</strong>g> arranged for water cooling. The housing<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> provided with a water cooled bottom piece of<br />
steel with a flame hardened seat. The exhaust valve<br />
spindle <str<strong>on</strong>g>is</str<strong>on</strong>g> made of Nim<strong>on</strong>ic. The housing <str<strong>on</strong>g>is</str<strong>on</strong>g> provided<br />
with a spindle guide.<br />
The exhaust valve <str<strong>on</strong>g>is</str<strong>on</strong>g> tightened to the cylinder cover<br />
with studs and nuts. The exhaust valve <str<strong>on</strong>g>is</str<strong>on</strong>g> opened<br />
hydraulically by the electr<strong>on</strong>ic valve activati<strong>on</strong> system<br />
and <str<strong>on</strong>g>is</str<strong>on</strong>g> closed by means of air pressure.<br />
The operati<strong>on</strong> of the exhaust valve <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by<br />
the proporti<strong>on</strong>al valve which also activates the fuel<br />
injecti<strong>on</strong>.<br />
In operati<strong>on</strong>, the valve spindle slowly rotates, driven<br />
by the exhaust gas acting <strong>on</strong> small vanes fixed to<br />
the spindle.<br />
Indicator Cock<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted with an indicator cock to which<br />
the PMI pressure transducer can be c<strong>on</strong>nected.<br />
<strong>MAN</strong> B&W Alpha Cylinder Lubricator<br />
The electr<strong>on</strong>ically c<strong>on</strong>trolled Alpha cylinder lubricating<br />
oil system, used <strong>on</strong> the MC engines, <str<strong>on</strong>g>is</str<strong>on</strong>g> applied to<br />
the ME engines, including its c<strong>on</strong>trol system.<br />
<strong>MAN</strong> B&W ME-GI engines 198 50 59-7.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.06<br />
The main advantages of the Alpha cylinder lubricating<br />
oil system, compared with the c<strong>on</strong>venti<strong>on</strong>al<br />
mechanical lubricator, are:<br />
• Improved injecti<strong>on</strong> timing<br />
• Increased dosage flexibility<br />
• C<strong>on</strong>stant injecti<strong>on</strong> pressure<br />
• Improved oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong> in the cylinder liner<br />
• Possibility for prelubricati<strong>on</strong> before starting.<br />
More details about the cylinder lubricati<strong>on</strong> system<br />
can be found in Chapter 9.<br />
For l<strong>on</strong>g-term gas operati<strong>on</strong>, BN40-50 cylinder oil <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
necessary. For l<strong>on</strong>g-term operati<strong>on</strong> <strong>on</strong> HFO with a<br />
high sulphur c<strong>on</strong>tent, a BN70 cylinder oil <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary.<br />
If l<strong>on</strong>g-term operati<strong>on</strong> <strong>on</strong> both fuels <str<strong>on</strong>g>is</str<strong>on</strong>g> foreseen,<br />
two storage/service tanks for cylinder lube oil <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
required <strong>on</strong>board.<br />
Gallery Arrangement<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with gallery brackets, stanchi<strong>on</strong>s,<br />
railings and platforms (exclusive of ladders).<br />
The brackets are placed at such a height as to provide<br />
the best possible overhauling and inspecti<strong>on</strong><br />
c<strong>on</strong>diti<strong>on</strong>s.<br />
Some main pipes of the engine are suspended<br />
from the gallery brackets, and the topmost gallery<br />
platform <strong>on</strong> the manoeuvring side <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with<br />
overhauling holes for the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong>s.<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> prepared for top bracings <strong>on</strong> the exhaust<br />
side, or <strong>on</strong> the manoeuvring side.<br />
Piping Arrangements<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered with piping arrangements<br />
for:<br />
• Fuel oil<br />
• Gas pipes<br />
• Sealing oil pipes<br />
• Heating of fuel oil pipes<br />
• Lubricating oil, p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling oil and<br />
hydraulic oil pipes<br />
• Cylinder lubricating oil<br />
• Cooling water to scavenge air cooler<br />
• Jacket and turbocharger cooling water<br />
• Cleaning of turbocharger<br />
• Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing in scavenge air space<br />
• Starting air<br />
• C<strong>on</strong>trol air<br />
• Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector<br />
• Various drain pipes.<br />
Page 7 of 8<br />
All piping arrangements are made of steel piping,<br />
except the c<strong>on</strong>trol air and steam heating of fuel<br />
pipes, which are made of copper.<br />
The pipes are provided with sockets for local instruments,<br />
alarm and safety equipment and, furthermore,<br />
with a number of sockets for supplementary signal<br />
equipment. Chapter 8 deals with the instrumentati<strong>on</strong>.<br />
Gas pipes<br />
A comm<strong>on</strong> rail (c<strong>on</strong>stant pressure) system <str<strong>on</strong>g>is</str<strong>on</strong>g> to be<br />
fitted for high�pressure gas d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong> to each<br />
valve block.<br />
Gas pipes are designed with double walls, with the<br />
outer shielding pipe designed so as to prevent gas<br />
outflow to the machinery spaces in the event of<br />
rupture of the inner gas pipe. The intervening space,<br />
including also the space around valves, flanges,<br />
etc., <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with separate mechanical ventilati<strong>on</strong><br />
with a capacity of approx. 0 � 0 air changes<br />
per hour.<br />
The pressure in the intervening space <str<strong>on</strong>g>is</str<strong>on</strong>g> to be below<br />
that of the engine room and, as menti<strong>on</strong>ed earlier,<br />
(extractor) fan motors are to be placed outside the<br />
ventilati<strong>on</strong> ducts, and the fan material must be manufactured<br />
from spark�free material. The ventilati<strong>on</strong><br />
inlet air must be taken from a gas safe area.<br />
Gas pipes are arranged in such a way, see Fig.<br />
7.00.0 , that air <str<strong>on</strong>g>is</str<strong>on</strong>g> sucked into the double�wall piping<br />
system from around the pipe inlet, from there into the<br />
branch pipes to the individual cylinder blocks, via the<br />
branch supply pipes to the main supply pipe, and via<br />
the sucti<strong>on</strong> blower to the atmosphere. Ventilati<strong>on</strong> air<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> to be exhausted to a safe place.<br />
<strong>MAN</strong> B&W ME-GI engines 198 50 59-7.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.06<br />
The double�wall piping system <str<strong>on</strong>g>is</str<strong>on</strong>g> designed so that<br />
every part <str<strong>on</strong>g>is</str<strong>on</strong>g> ventilated. However, minute volumes<br />
around the gas injecti<strong>on</strong> valves in the cylinder cover<br />
are not ventilated by flowing air for practical reas<strong>on</strong>s.<br />
Small gas amounts, which in case of leakages may<br />
accumulate in these small clearances, blind ends,<br />
etc. cannot be avoided, but the amount of gas will<br />
be negligible. Any other leakage gas will be led to<br />
the ventilated part of the double�wall piping system<br />
and be detected by the HC sensors.<br />
The gas pipes <strong>on</strong> the engine are designed for 50 %<br />
higher pressure than the normal working pressure,<br />
and are supported so as to avoid mechanical vibrati<strong>on</strong>s.<br />
The gas pipes should furthermore be protected<br />
against drops of heavy items. The pipes will be pressure<br />
tested at .5 times the working pressure. The<br />
design <str<strong>on</strong>g>is</str<strong>on</strong>g> to be all�welded as far as practicable, with<br />
flange c<strong>on</strong>necti<strong>on</strong>s <strong>on</strong>ly to the necessary extent for<br />
servicing purposes.<br />
The branch piping to the individual cylinders must be<br />
flexible enough to cope with the thermal expansi<strong>on</strong><br />
of the engine from cold to hot c<strong>on</strong>diti<strong>on</strong>.<br />
The gas pipe system <str<strong>on</strong>g>is</str<strong>on</strong>g> also to be designed so as<br />
to avoid excessive gas pressure fluctuati<strong>on</strong>s during<br />
operati<strong>on</strong>.<br />
Finally, the gas pipes are to be c<strong>on</strong>nected to an inert<br />
gas purging system.<br />
The above gas pipe design <str<strong>on</strong>g>is</str<strong>on</strong>g> proven by operating<br />
experience and back-up by explosi<strong>on</strong> tests made<br />
together with DNV (classificati<strong>on</strong> society).<br />
Page 8 of 8<br />
<strong>MAN</strong> B&W ME-GI engines 198 50 59-7.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 1.07<br />
Engine Cross Secti<strong>on</strong> of S65ME�C8/-GI<br />
Fig.: 1.07.01 Engine cross <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g><br />
Page 1 of 1<br />
178 52 23�2.0<br />
<strong>MAN</strong> B&W S65ME-C8/-GI 198 48 21-2.2<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
Engine Layout and Load<br />
Diagrams, SFOC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
2
<strong>MAN</strong> B&W 2.01<br />
Engine Layout and Load Diagrams<br />
Introducti<strong>on</strong><br />
The effective power ‘P’ of a diesel engine <str<strong>on</strong>g>is</str<strong>on</strong>g> proporti<strong>on</strong>al<br />
to the mean effective pressure p e and<br />
engine speed ‘n’, i.e. when using ‘c’ as a c<strong>on</strong>stant:<br />
P = c x p e x n<br />
so, for c<strong>on</strong>stant mep, the power <str<strong>on</strong>g>is</str<strong>on</strong>g> proporti<strong>on</strong>al to<br />
the speed:<br />
P = c x n 1 (for c<strong>on</strong>stant mep)<br />
When running with a Fixed Pitch Propeller (FPP),<br />
the power may be expressed according to the<br />
propeller law as:<br />
P = c x n 3 (propeller law)<br />
Thus, for the above examples, the power P may<br />
be expressed as a power functi<strong>on</strong> of the speed ‘n’<br />
to the power of ‘i’, i.e.:<br />
P = c x n i<br />
Fig. 2.01.01 shows the relati<strong>on</strong>ship for the linear<br />
functi<strong>on</strong>s, y = ax + b, using linear scales.<br />
The power functi<strong>on</strong>s P = c x n i will be linear functi<strong>on</strong>s<br />
when using logarithmic scales:<br />
2<br />
1<br />
0<br />
log (P) = i x log (n) + log (c)<br />
y<br />
0 1 2<br />
Fig. 2.01.01: Straight lines in linear scales<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�GI/ME-B engines<br />
a<br />
b<br />
y=ax+b<br />
x<br />
178 05 40�3.0<br />
y=log(P)<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
i = 0<br />
i = 1<br />
i = 2<br />
i = 3<br />
Page 1 of 2<br />
Fig. 2.01.02: Power functi<strong>on</strong> curves in logarithmic scales<br />
Thus, propeller curves will be parallel to lines having<br />
the inclinati<strong>on</strong> i = 3, and lines with c<strong>on</strong>stant<br />
mep will be parallel to lines with the inclinati<strong>on</strong> i = 1.<br />
Therefore, in the Layout Diagrams and Load Diagrams<br />
for diesel engines, logarithmic scales are<br />
used, giving simple diagrams with straight lines.<br />
Propulsi<strong>on</strong> and Engine Running Points<br />
Propeller curve<br />
The relati<strong>on</strong> between power and propeller speed<br />
for a fixed pitch propeller <str<strong>on</strong>g>is</str<strong>on</strong>g> as menti<strong>on</strong>ed above<br />
described by means of the propeller law, i.e. the<br />
third power curve:<br />
P = c x n 3 , in which:<br />
P = engine power for propulsi<strong>on</strong><br />
n = propeller speed<br />
c = c<strong>on</strong>stant<br />
Propeller design point<br />
i<br />
P = n x c<br />
log (P) = i x log (n) + log (c)<br />
x = log (n)<br />
178 05 40�3.1<br />
Normally, estimates of the necessary propeller<br />
power and speed are based <strong>on</strong> theoretical calculati<strong>on</strong>s<br />
for loaded ship, and often experimental<br />
tank tests, both assuming optimum operating<br />
c<strong>on</strong>diti<strong>on</strong>s, i.e. a clean hull and good weather. The<br />
combinati<strong>on</strong> of speed and power obtained may<br />
be called the ship’s propeller design point (PD),<br />
198 38 33�8.4
<strong>MAN</strong> B&W 2.01<br />
placed <strong>on</strong> the light running propeller curve 6. See<br />
below figure. On the other hand, some shipyards,<br />
and/or propeller manufacturers sometimes use a<br />
propeller design point (PD) that incorporates all or<br />
part of the so�called sea margin described below.<br />
Power, % af L 1<br />
100% = 0,15<br />
= 0,20<br />
= 0,25 = 0,30<br />
L 3<br />
L 4<br />
2 6<br />
HR<br />
LR<br />
Fig. 2.01.03: Ship propulsi<strong>on</strong> running points and engine<br />
layout<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�GI/ME-B engines<br />
L 2<br />
Engine speed, % of L 1<br />
100%<br />
Engine margin<br />
(SP=90% of MP)<br />
Sea margin<br />
(15% of PD)<br />
Line 2 Propulsi<strong>on</strong> curve, fouled hull and heavy weather<br />
(heavy running), recommended for engine layout<br />
Line 6 Propulsi<strong>on</strong> curve, clean hull and calm weather (light<br />
running), for propeller layout<br />
MP Specified MCR for propulsi<strong>on</strong><br />
SP C<strong>on</strong>tinuous service rating for propulsi<strong>on</strong><br />
PD Propeller design point<br />
HR Heavy running<br />
LR Light running<br />
Fouled hull<br />
When the ship has sailed for some time, the hull<br />
and propeller become fouled and the hull’s res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
will increase. C<strong>on</strong>sequently, the ship’s<br />
speed will be reduced unless the engine delivers<br />
more power to the propeller, i.e. the propeller will<br />
be further loaded and will be heavy running (HR).<br />
As modern vessels with a relatively high service<br />
speed are prepared with very smooth propeller<br />
and hull surfaces, the gradual fouling after sea<br />
trial will increase the hull’s res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance and make<br />
the propeller heavier running.<br />
MP<br />
Sea margin and heavy weather<br />
SP<br />
PD<br />
PD<br />
L 1<br />
178 05 41�5.3<br />
If, at the same time the weather <str<strong>on</strong>g>is</str<strong>on</strong>g> bad, with head<br />
winds, the ship’s res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance may increase compared<br />
to operating in calm weather c<strong>on</strong>diti<strong>on</strong>s.<br />
When determining the necessary engine power, it<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> normal practice to add an extra power margin,<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 2<br />
the so�called sea margin, which <str<strong>on</strong>g>is</str<strong>on</strong>g> traditi<strong>on</strong>ally<br />
about 15% of the propeller design (PD) power.<br />
Engine layout (heavy propeller)<br />
When determining the necessary engine layout<br />
speed that c<strong>on</strong>siders the influence of a heavy running<br />
propeller for operating at high extra ship res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance,<br />
it <str<strong>on</strong>g>is</str<strong>on</strong>g> (compared to line 6) recommended to<br />
choose a heavier propeller line 2. The propeller<br />
curve for clean hull and calm weather line 6 may<br />
then be said to represent a ‘light running’ (LR)<br />
propeller.<br />
Compared to the heavy engine layout line 2, we<br />
recommend using a light running of 3.0�7.0% for<br />
design of the propeller.<br />
Engine margin<br />
Besides the sea margin, a so�called ‘engine margin’<br />
of some 10% or 15% <str<strong>on</strong>g>is</str<strong>on</strong>g> frequently added. The<br />
corresp<strong>on</strong>ding point <str<strong>on</strong>g>is</str<strong>on</strong>g> called the ‘specified MCR<br />
for propulsi<strong>on</strong>’ (MP), and refers to the fact that the<br />
power for point SP <str<strong>on</strong>g>is</str<strong>on</strong>g> 10% or 15% lower than for<br />
point MP.<br />
Point MP <str<strong>on</strong>g>is</str<strong>on</strong>g> identical to the engine’s specified<br />
MCR point (M) unless a main engine driven shaft<br />
generator <str<strong>on</strong>g>is</str<strong>on</strong>g> installed. In such a case, the extra<br />
power demand of the shaft generator must also<br />
be c<strong>on</strong>sidered.<br />
C<strong>on</strong>stant ship speed lines<br />
The c<strong>on</strong>stant ship speed lines ∝, are shown at<br />
the very top of the figure. They indicate the power<br />
required at various propeller speeds in order to<br />
keep the same ship speed. It <str<strong>on</strong>g>is</str<strong>on</strong>g> assumed that, for<br />
each ship speed, the optimum propeller diameter<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> used, taking into c<strong>on</strong>siderati<strong>on</strong> the total propulsi<strong>on</strong><br />
efficiency. See definiti<strong>on</strong> of ∝ in Secti<strong>on</strong> 2.02.<br />
Note:<br />
Light/heavy running, fouling and sea margin are<br />
overlapping terms. Light/heavy running of the<br />
propeller refers to hull and propeller deteriorati<strong>on</strong><br />
and heavy weather, whereas sea margin i.e. extra<br />
power to the propeller, refers to the influence of<br />
the wind and the sea. However, the degree of light<br />
running must be decided up<strong>on</strong> experience from<br />
the actual trade and hull design of the vessel.<br />
198 38 33�8.4
<strong>MAN</strong> B&W 2.02<br />
Propeller diameter and pitch, influence <strong>on</strong> the optimum propeller speed<br />
In general, the larger the propeller diameter D,<br />
the lower <str<strong>on</strong>g>is</str<strong>on</strong>g> the optimum propeller speed and the<br />
kW required for a certain design draught and ship<br />
speed, see curve D in the figure below.<br />
The maximum possible propeller diameter depends<br />
<strong>on</strong> the given design draught of the ship,<br />
and the clearance needed between the propeller<br />
and the aft body hull and the keel.<br />
The example shown in the figure <str<strong>on</strong>g>is</str<strong>on</strong>g> an 80,000 dwt<br />
crude oil tanker with a design draught of 12.2 m<br />
and a design speed of 14.5 knots.<br />
When the optimum propeller diameter D <str<strong>on</strong>g>is</str<strong>on</strong>g> increased<br />
from 6.6 m to 7.2. m, the power demand<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> reduced from about 9,290 kW to 8,820 kW, and<br />
the optimum propeller speed <str<strong>on</strong>g>is</str<strong>on</strong>g> reduced from 120<br />
r/min to 100 r/min, corresp<strong>on</strong>ding to the c<strong>on</strong>stant<br />
ship speed coefficient ∝ = 0.28 (see definiti<strong>on</strong> of<br />
∝ in Secti<strong>on</strong> 2.02, page 2).<br />
kW<br />
9.500<br />
9.400<br />
9.300<br />
9.200<br />
9.100<br />
9.000<br />
8.900<br />
8.800<br />
8.700<br />
8.600<br />
8.500<br />
Shaft power<br />
P/D<br />
1.00<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-GI/ME -B engines<br />
0.95<br />
0.90<br />
0.85<br />
D = Optimum propeller diameters<br />
P/D = Pitch/diameter ratio<br />
0.80<br />
0.75<br />
D<br />
7.4m<br />
7.2m<br />
0.70<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
Propeller<br />
speed<br />
70 80 90 100 110 120 130 r/min<br />
Fig. 2.02.01: Influence of diameter and pitch <strong>on</strong> propeller design<br />
Once an optimum propeller diameter of maximum<br />
7.2 m has been chosen, the corresp<strong>on</strong>ding optimum<br />
pitch in th<str<strong>on</strong>g>is</str<strong>on</strong>g> point <str<strong>on</strong>g>is</str<strong>on</strong>g> given for the design<br />
speed of 14.5 knots, i.e. P/D = 0.70.<br />
However, if the optimum propeller speed of 100<br />
r/min does not suit the preferred / selected main<br />
engine speed, a change of pitch away from optimum<br />
will <strong>on</strong>ly cause a relatively small extra power<br />
demand, keeping the same maximum propeller<br />
diameter:<br />
• going from 100 to 110 r/min (P/D = 0.62) requires<br />
8,900 kW i.e. an extra power demand of 80 kW.<br />
• going from 100 to 91 r/min (P/D = 0.81) requires<br />
8,900 kW i.e. an extra power demand of 80 kW.<br />
In both cases the extra power demand <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>ly<br />
of 0.9%, and the corresp<strong>on</strong>ding ‘equal speed<br />
curves’ are ∝ =+0.1 and ∝ =�0.1, respectively, so<br />
there <str<strong>on</strong>g>is</str<strong>on</strong>g> a certain interval of propeller speeds in<br />
which the ‘power penalty’ <str<strong>on</strong>g>is</str<strong>on</strong>g> very limited.<br />
7.0m<br />
0.65<br />
6.8m<br />
0.60<br />
6.6m<br />
0.55<br />
D<br />
P/D<br />
0.50<br />
178 47 03�2.0<br />
198 38 78�2.5
<strong>MAN</strong> B&W 2.02<br />
C<strong>on</strong>stant ship speed lines<br />
The c<strong>on</strong>stant ship speed lines ∝, are shown at<br />
the very top of Fig. 2.02.02. These lines indicate<br />
the power required at various propeller speeds to<br />
keep the same ship speed provided that the optimum<br />
propeller diameter with an optimum pitch<br />
diameter ratio <str<strong>on</strong>g>is</str<strong>on</strong>g> used at any given speed, taking<br />
into c<strong>on</strong>siderati<strong>on</strong> the total propulsi<strong>on</strong> efficiency.<br />
Normally, the following relati<strong>on</strong> between necessary<br />
power and propeller speed can be assumed:<br />
P 2 = P 1 x (n 2/n1) ∝<br />
where:<br />
P = Propulsi<strong>on</strong> power<br />
n = Propeller speed, and<br />
∝= the c<strong>on</strong>stant ship speed coefficient.<br />
For any combinati<strong>on</strong> of power and speed, each<br />
point <strong>on</strong> lines parallel to the ship speed lines gives<br />
the same ship speed.<br />
When such a c<strong>on</strong>stant ship speed line <str<strong>on</strong>g>is</str<strong>on</strong>g> drawn<br />
into the layout diagram through a specified propulsi<strong>on</strong><br />
MCR point ‘MP 1 ’, selected in the layout<br />
mep<br />
100%<br />
95%<br />
90%<br />
85%<br />
80%<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-GI/ME -B engines<br />
=0,15<br />
=0,20<br />
=0,25 =0,30<br />
75%<br />
70%<br />
Fig. 2.02.02: Layout diagram and c<strong>on</strong>stant ship speed lines<br />
3<br />
4<br />
C<strong>on</strong>stant ship speed lines<br />
MP 2<br />
Nominal propeller curve<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 2<br />
area and parallel to <strong>on</strong>e of the ∝�lines, another<br />
specified propulsi<strong>on</strong> MCR point ‘MP 2 ’ up<strong>on</strong> th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
line can be chosen to give the ship the same<br />
speed for the new combinati<strong>on</strong> of engine power<br />
and speed.<br />
Fig. 2.02.02 shows an example of the required<br />
power speed point MP 1 , through which a c<strong>on</strong>stant<br />
ship speed curve ∝= 0.25 <str<strong>on</strong>g>is</str<strong>on</strong>g> drawn, obtaining<br />
point MP 2 with a lower engine power and a lower<br />
engine speed but achieving the same ship speed.<br />
Provided the optimum pitch/diameter ratio <str<strong>on</strong>g>is</str<strong>on</strong>g> used<br />
for a given propeller diameter the following data<br />
applies when changing the propeller diameter:<br />
for general cargo, bulk carriers and tankers<br />
∝= 0.25 �0.30<br />
and for reefers and c<strong>on</strong>tainer vessels<br />
∝= 0.15 �0.25<br />
When changing the propeller speed by changing<br />
the pitch diameter ratio, the ∝ c<strong>on</strong>stant will be different,<br />
see above.<br />
MP 1<br />
=0,25<br />
75% 80% 85% 90% 95% 100% 105%<br />
1<br />
2<br />
Power<br />
110%<br />
100%<br />
90%<br />
80%<br />
70%<br />
60%<br />
50%<br />
40%<br />
Engine speed<br />
178 05 66�7.0<br />
198 38 78�2.5
<strong>MAN</strong> B&W 2.03<br />
Layout Diagram Sizes<br />
Power<br />
L 3<br />
L 4<br />
Power<br />
Power<br />
L 3<br />
L 4<br />
L 3<br />
L 4<br />
Power<br />
L 3<br />
L 4<br />
Power<br />
Power<br />
L1<br />
L 2<br />
Speed<br />
L1<br />
L 3<br />
2<br />
Speed<br />
L1<br />
L 2<br />
Speed<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-B/-GI-TII engines<br />
100 � 80% power Powerand<br />
100 � 75% speed range<br />
L1<br />
valid for the types:<br />
S80MC-C/ME-C7,<br />
L 2<br />
S80MC6,<br />
S70MC-C/ME-C7,<br />
S70MC6,<br />
S60MC-C/ME-C7,<br />
S60MC6,<br />
S50MC-C/ME-C7,<br />
S50MC6 Speed<br />
100 � 80% power Power and<br />
100 � 80% speed range<br />
L1<br />
valid for the types:<br />
S90MC-C/ME-C7<br />
100 � 80% power Power and<br />
100 � 84% speed range<br />
L1<br />
valid for the types:<br />
LL70MC-C/ME-C7/8, 3<br />
S46MC-C7<br />
L 2<br />
See also Secti<strong>on</strong> 2.05 for actual project.<br />
L 4<br />
L 4<br />
Fig. 2.03.01 Layout diagram sizes<br />
L 2<br />
Speed<br />
Speed<br />
L 3<br />
L 4<br />
L 3<br />
L 4<br />
Power<br />
Power<br />
Power<br />
L 3<br />
L 4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
L1<br />
L 2<br />
Speed<br />
L1<br />
L 2<br />
Speed<br />
L1<br />
L 2<br />
Speed<br />
L 3<br />
L 4<br />
L 3<br />
L 4<br />
L 3<br />
L 4<br />
L1<br />
L 2<br />
Speed<br />
L1<br />
L 2<br />
Speed<br />
L1<br />
L 2<br />
Speed<br />
Page 1 of 1<br />
100 � 80% power and<br />
100 � 85% speed range<br />
valid for the types:<br />
K90MC-C/6<br />
K80MC-C/ME-C6,<br />
L60MC-C/ME-C7/8,<br />
S46MC-C8, S46ME-B8,<br />
S42MC7, S40ME-B9,<br />
S35MC7, S35ME-B9,<br />
L35MC6, S26MC6,<br />
S90MC-C/ME-C8,<br />
S80MC-C8, S80ME-C8/9,<br />
S70MC-C/ME-C8/-GI,<br />
S65ME-C8/-GI,<br />
S60MC-C/ME-C8/-GI,<br />
S60ME-B8,<br />
S50MC-C/ME-C8,<br />
S50ME-B8/9<br />
100 � 80% power and<br />
100 � 90% speed range<br />
valid for the types:<br />
K98MC/MC-C6,<br />
K98ME/ME-C6,<br />
K90ME/ME-C9,<br />
K80ME-C9<br />
100 � 80% power and<br />
100 � 93% speed range<br />
valid for the types:<br />
K98MC/MC-C7,<br />
K98ME/ME-C7<br />
178 60 45-2.0<br />
198 69 11-0.1
<strong>MAN</strong> B&W 2.04<br />
Engine Layout and Load Diagram<br />
Engine Layout Diagram<br />
An engine’s layout diagram <str<strong>on</strong>g>is</str<strong>on</strong>g> limited by two c<strong>on</strong>stant<br />
mean effective pressure (mep) lines L 1 – L 3<br />
and L 2 – L 4 , and by two c<strong>on</strong>stant engine speed<br />
lines L 1 – L 2 and L 3 – L 4 . The L 1 point refers to the<br />
engine’s nominal maximum c<strong>on</strong>tinuous rating, see<br />
Fig. 2.04.01.<br />
Within the layout area there <str<strong>on</strong>g>is</str<strong>on</strong>g> full freedom to select<br />
the engine’s specified SMCR point M which<br />
suits the demand for propeller power and speed<br />
for the ship.<br />
On the horiz<strong>on</strong>tal ax<str<strong>on</strong>g>is</str<strong>on</strong>g> the engine speed and <strong>on</strong><br />
the vertical ax<str<strong>on</strong>g>is</str<strong>on</strong>g> the engine power are shown <strong>on</strong><br />
percentage scales. The scales are logarithmic<br />
which means that, in th<str<strong>on</strong>g>is</str<strong>on</strong>g> diagram, power functi<strong>on</strong><br />
curves like propeller curves (3rd power), c<strong>on</strong>stant<br />
mean effective pressure curves (1st power) and<br />
c<strong>on</strong>stant ship speed curves (0.15 to 0.30 power)<br />
are straight lines.<br />
Specified maximum c<strong>on</strong>tinuous rating (M)<br />
Based <strong>on</strong> the propulsi<strong>on</strong> and engine running<br />
points, as previously found, the layout diagram<br />
of a relevant main engine may be drawn�in. The<br />
SMCR point (M) must be inside the limitati<strong>on</strong> lines<br />
of the layout diagram; if it <str<strong>on</strong>g>is</str<strong>on</strong>g> not, the propeller<br />
speed will have to be changed or another main<br />
engine type must be chosen.<br />
C<strong>on</strong>tinuous service rating (S)<br />
The c<strong>on</strong>tinuous service rating <str<strong>on</strong>g>is</str<strong>on</strong>g> the power needed<br />
in service – including the specified sea margin<br />
and heavy/light running factor of the propeller<br />
– at which the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> to operate, and point S<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> identical to the service propulsi<strong>on</strong> point (SP)<br />
unless a main engine driven shaft generator <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
installed.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Matching point (O)<br />
Page 1 of 10<br />
For practical reas<strong>on</strong>s we have chosen to use the<br />
designati<strong>on</strong> ‘O’ for the matching point.<br />
The matching point O <str<strong>on</strong>g>is</str<strong>on</strong>g> placed <strong>on</strong> line 1 of the<br />
load diagram, see Fig. 2.04.01, and for technical<br />
reas<strong>on</strong>s the power of O always has to be equal to<br />
the power of M. Point O normally coincides with<br />
point M.<br />
For ME and ME-C/-GI engines, the timing of the<br />
fuel injecti<strong>on</strong> and the exhaust valve activati<strong>on</strong> are<br />
electr<strong>on</strong>ically optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ed over a wide operating<br />
range of the engine. Therefore the selecti<strong>on</strong> of<br />
matching point <strong>on</strong>ly has a meaning in c<strong>on</strong>necti<strong>on</strong><br />
with the turbocharger matching and the compressi<strong>on</strong><br />
ratio.<br />
For ME-B engines, <strong>on</strong>ly the fuel injecti<strong>on</strong> (and not<br />
the exhaust valve activati<strong>on</strong>) <str<strong>on</strong>g>is</str<strong>on</strong>g> electr<strong>on</strong>ically c<strong>on</strong>trolled<br />
over a wide operating range of the engine,<br />
and the compressi<strong>on</strong> ratio <str<strong>on</strong>g>is</str<strong>on</strong>g> nearly c<strong>on</strong>stant as<br />
for an MC engine.<br />
The lowest specific fuel oil c<strong>on</strong>sumpti<strong>on</strong> for the<br />
ME and ME-C/-GI engines <str<strong>on</strong>g>is</str<strong>on</strong>g> optained at 70%<br />
and for ME-B engines at 80% of the matching<br />
point (O).<br />
Power<br />
L 3<br />
L 4<br />
O=M<br />
Fig. 2.04.01: Engine layout diagram<br />
1<br />
S<br />
L 1<br />
L 2<br />
Speed<br />
178 60 85-8.0<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
Engine Load Diagram<br />
Definiti<strong>on</strong>s<br />
The engine’s load diagram, see Fig. 2.04.02, defines<br />
the power and speed limits for c<strong>on</strong>tinuous as<br />
well as overload operati<strong>on</strong> of an installed engine<br />
having a matching point O and a specified MCR<br />
point M that c<strong>on</strong>firms the ship’s specificati<strong>on</strong>.<br />
Point A <str<strong>on</strong>g>is</str<strong>on</strong>g> a 100% speed and power reference<br />
point of the load diagram, and <str<strong>on</strong>g>is</str<strong>on</strong>g> defined as the<br />
point <strong>on</strong> the propeller curve (line 1), through the<br />
matching point O, having the specified MCR<br />
power. Normally, point M <str<strong>on</strong>g>is</str<strong>on</strong>g> equal to point A, but<br />
in special cases, for example if a shaft generator<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> installed, point M may be placed to the right of<br />
point A <strong>on</strong> line 7.<br />
The service points of the installed engine incorporate<br />
the engine power required for ship propulsi<strong>on</strong><br />
and shaft generator, if installed.<br />
Operating curves and limits for c<strong>on</strong>tinuous<br />
operati<strong>on</strong><br />
The c<strong>on</strong>tinuous service range <str<strong>on</strong>g>is</str<strong>on</strong>g> limited by four<br />
lines: 4, 5, 7 and 3 (9), see Fig. 2.04.02. The propeller<br />
curves, line 1, 2 and 6 in the load diagram<br />
are also described below.<br />
Line 1:<br />
Propeller curve through specified MCR (M) engine<br />
layout curve.<br />
Line 2:<br />
Propeller curve, fouled hull and heavy weather<br />
– heavy running.<br />
Line 3 and line 9:<br />
Line 3 represents the maximum acceptable speed<br />
for c<strong>on</strong>tinuous operati<strong>on</strong>, i.e. 105% of A.<br />
During trial c<strong>on</strong>diti<strong>on</strong>s the maximum speed may<br />
be extended to 107% of A, see line 9.<br />
The above limits may in general be extended to<br />
105% and during trial c<strong>on</strong>diti<strong>on</strong>s to 107% of the<br />
nominal L 1 speed of the engine, provided the torsi<strong>on</strong>al<br />
vibrati<strong>on</strong> c<strong>on</strong>diti<strong>on</strong>s permit.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Engine shaft power, % of A<br />
110<br />
105<br />
100<br />
95<br />
90<br />
85<br />
80<br />
75<br />
70<br />
65<br />
60<br />
55<br />
50<br />
45<br />
7<br />
5<br />
4<br />
1 2 6<br />
8 4 1<br />
2<br />
Page 2 of 10<br />
O=A=M<br />
7<br />
5<br />
40<br />
60 65 70 75 80 85 90 95 100 105 110<br />
6<br />
Engine speed, % of A<br />
Regarding ‘i’ in the power functi<strong>on</strong> P = c x n i , see page 2.01.<br />
A 100% reference point<br />
M Specified MCR point<br />
O Matching point<br />
Line 1 Propeller curve through matching point (i = 3)<br />
(engine layout curve)<br />
Line 2 Propeller curve, fouled hull and heavy weather<br />
– heavy running (i = 3)<br />
Line 3 Speed limit<br />
Line 4 Torque/speed limit (i = 2)<br />
Line 5 Mean effective pressure limit (i = 1)<br />
Line 6 Propeller curve, clean hull and calm weather<br />
– light running (i = 3), for propeller layout<br />
Line 7 Power limit for c<strong>on</strong>tinuous running (i = 0)<br />
Line 8 Overload limit<br />
Line 9 Speed limit at sea trial<br />
Point M to be located <strong>on</strong> line 7 (normally in point A)<br />
Fig. 2.04.02: Standard engine load diagram<br />
The overspeed set�point <str<strong>on</strong>g>is</str<strong>on</strong>g> 109% of the speed<br />
in A, however, it may be moved to 109% of the<br />
nominal speed in L 1 , provided that torsi<strong>on</strong>al vibrati<strong>on</strong><br />
c<strong>on</strong>diti<strong>on</strong>s permit.<br />
Running at low load above 100% of the nominal L 1<br />
speed of the engine <str<strong>on</strong>g>is</str<strong>on</strong>g>, however, to be avoided for<br />
extended periods. Only plants with c<strong>on</strong>trollable<br />
pitch propellers can reach th<str<strong>on</strong>g>is</str<strong>on</strong>g> light running area.<br />
3<br />
9<br />
178 05 42�7.5<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
Line 4:<br />
Represents the limit at which an ample air supply<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for combusti<strong>on</strong> and imposes a limitati<strong>on</strong><br />
<strong>on</strong> the maximum combinati<strong>on</strong> of torque and<br />
speed.<br />
Line 5:<br />
Represents the maximum mean effective pressure<br />
level (mep), which can be accepted for c<strong>on</strong>tinuous<br />
operati<strong>on</strong>.<br />
Line 6:<br />
Propeller curve, clean hull and calm weather – light<br />
running, used for propeller layout/design.<br />
Line 7:<br />
Represents the maximum power for c<strong>on</strong>tinuous<br />
operati<strong>on</strong>.<br />
Limits for overload operati<strong>on</strong><br />
The overload service range <str<strong>on</strong>g>is</str<strong>on</strong>g> limited as follows:<br />
Line 8:<br />
Represents the overload operati<strong>on</strong> limitati<strong>on</strong>s.<br />
The area between lines 4, 5, 7 and the heavy<br />
dashed line 8 <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for overload running for<br />
limited periods <strong>on</strong>ly (1 hour per 12 hours).<br />
Line 9:<br />
Speed limit at sea trial.<br />
Limits for low load running<br />
As the fuel injecti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> automatically c<strong>on</strong>trolled<br />
over the entire power range, the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> able to<br />
operate down to around 15% of the nominal L 1<br />
speed.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Recommendati<strong>on</strong><br />
Page 3 of 10<br />
C<strong>on</strong>tinuous operati<strong>on</strong> without limitati<strong>on</strong>s <str<strong>on</strong>g>is</str<strong>on</strong>g> allowed<br />
<strong>on</strong>ly within the area limited by lines 4, 5,<br />
7 and 3 of the load diagram, except <strong>on</strong> low load<br />
operati<strong>on</strong> for CP propeller plants menti<strong>on</strong>ed in the<br />
previous <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g>.<br />
The area between lines 4 and 1 <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for<br />
operati<strong>on</strong> in shallow waters, heavy weather and<br />
during accelerati<strong>on</strong>, i.e. for n<strong>on</strong>�steady operati<strong>on</strong><br />
without any strict time limitati<strong>on</strong>.<br />
After some time in operati<strong>on</strong>, the ship’s hull and<br />
propeller will be fouled, resulting in heavier running<br />
of the propeller, i.e. the propeller curve will<br />
move to the left from line 6 towards line 2, and<br />
extra power <str<strong>on</strong>g>is</str<strong>on</strong>g> required for propulsi<strong>on</strong> in order to<br />
keep the ship’s speed.<br />
In calm weather c<strong>on</strong>diti<strong>on</strong>s, the extent of heavy<br />
running of the propeller will indicate the need for<br />
cleaning the hull and possibly pol<str<strong>on</strong>g>is</str<strong>on</strong>g>hing the propeller.<br />
Once the specified MCR (and the matching point)<br />
have been chosen, the capacities of the auxiliary<br />
equipment will be adapted to the specified MCR,<br />
and the turbocharger specificati<strong>on</strong> and the compressi<strong>on</strong><br />
ratio will be selected.<br />
If the specified MCR (and the matching point) <str<strong>on</strong>g>is</str<strong>on</strong>g> to<br />
be increased later <strong>on</strong>, th<str<strong>on</strong>g>is</str<strong>on</strong>g> may involve a change<br />
of the pump and cooler capacities, change of the<br />
fuel valve nozzles, adjusting of the cylinder liner<br />
cooling, as well as rematching of the turbocharger<br />
or even a change to a larger size of turbocharger.<br />
In some cases it can also require larger dimensi<strong>on</strong>s<br />
of the piping systems.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> therefore of utmost importance to c<strong>on</strong>sider,<br />
already at the project stage, if the specificati<strong>on</strong><br />
should be prepared for a later power increase.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> to be indicated in the Extent of Delivery.<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 4 of 10<br />
Extended load diagram for ships operating in extreme heavy running c<strong>on</strong>diti<strong>on</strong>s<br />
When a ship with fixed pitch propeller <str<strong>on</strong>g>is</str<strong>on</strong>g> operating<br />
in normal sea service, it will in general be<br />
operating in the hatched area around the design<br />
propeller curve 6, as shown <strong>on</strong> the standard load<br />
diagram in Fig. 2.04.02.<br />
Sometimes, when operating in heavy weather, the<br />
fixed pitch propeller performance will be more<br />
heavy running, i.e. for equal power absorpti<strong>on</strong> of<br />
the propeller, the propeller speed will be lower<br />
and the propeller curve will move to the left.<br />
As the low speed main engines are directly coupled<br />
to the propeller, the engine has to follow the<br />
propeller performance, i.e. also in heavy running<br />
propeller situati<strong>on</strong>s. For th<str<strong>on</strong>g>is</str<strong>on</strong>g> type of operati<strong>on</strong>,<br />
there <str<strong>on</strong>g>is</str<strong>on</strong>g> normally enough margin in the load area<br />
between line 6 and the normal torque/speed limitati<strong>on</strong><br />
line 4, see Fig. 2.04.02. To the left of line 4<br />
in torque�rich operati<strong>on</strong>, the engine will lack air<br />
from the turbocharger to the combusti<strong>on</strong> process,<br />
i.e. the heat load limits may be exceeded and<br />
bearing loads might also become too high.<br />
For some special ships and operating c<strong>on</strong>diti<strong>on</strong>s,<br />
it would be an advantage � when occasi<strong>on</strong>ally<br />
needed � to be able to operate the propeller/main<br />
engine as much as possible to the left of line 6,<br />
but inside the torque/speed limit, line 4.<br />
Such cases could be for:<br />
• ships sailing in areas with very heavy weather<br />
• ships operating in ice<br />
• ships with two fixed pitch propellers/two main<br />
engines, where <strong>on</strong>e propeller/<strong>on</strong>e engine <str<strong>on</strong>g>is</str<strong>on</strong>g> declutched<br />
for <strong>on</strong>e or the other reas<strong>on</strong>.<br />
The increase of the operating speed range between<br />
line 6 and line 4 of the standard load diagram,<br />
see Fig. 2.04.02, may be carried out as<br />
shown for the following engine Example with an<br />
extended load diagram for speed derated engine<br />
with increased light running.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
Extended load diagram for speed derated engines<br />
with increased light running<br />
The maximum speed limit (line 3) of the engines <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
105% of the SMCR (Specified Maximum C<strong>on</strong>tinuous<br />
Rating) speed, as shown in Fig. 2.04.02.<br />
However, for speed and, thereby, power derated<br />
engines it <str<strong>on</strong>g>is</str<strong>on</strong>g> possible to extend the maximum<br />
speed limit to 105% of the engine’s nominal MCR<br />
speed, line 3’, but <strong>on</strong>ly provided that the torsi<strong>on</strong>al<br />
vibrati<strong>on</strong> c<strong>on</strong>diti<strong>on</strong>s permit th<str<strong>on</strong>g>is</str<strong>on</strong>g>. Thus, the shafting,<br />
with regard to torsi<strong>on</strong>al vibrati<strong>on</strong>s, has to be<br />
approved by the classificati<strong>on</strong> society in questi<strong>on</strong>,<br />
based <strong>on</strong> the extended maximum speed limit.<br />
When choosing an increased light running to be<br />
used for the design of the propeller, the load diagram<br />
area may be extended from line 3 to line 3’,<br />
as shown in Fig. 2.04.03, and the propeller/main<br />
engine operating curve 6 may have a corresp<strong>on</strong>dingly<br />
increased heavy running margin before exceeding<br />
the torque/speed limit, line 4.<br />
A corresp<strong>on</strong>ding slight reducti<strong>on</strong> of the propeller<br />
efficiency may be the result, due to the higher<br />
propeller design speed used.<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
110<br />
100<br />
90<br />
80<br />
70<br />
60<br />
50<br />
40<br />
Engine shaft power, % A<br />
A 100% reference point<br />
M Specified engine MCR<br />
O Matching point<br />
Heavy<br />
running<br />
operati<strong>on</strong><br />
55 60 65 70 75 80 85 90 95 100 105 110 115 120<br />
Engine speed, % A<br />
Normal load<br />
diagram area<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
4<br />
2<br />
L 3<br />
L 4<br />
1<br />
Extended light<br />
running area<br />
A=O=M<br />
5 7<br />
Normal<br />
operati<strong>on</strong><br />
L 1<br />
5%<br />
L 2<br />
6 3 3<br />
Line 1: Propeller curve through matching point (O)<br />
� layout curve for engine<br />
Line 2: Heavy propeller curve<br />
� fouled hull and heavy seas<br />
Line 3: Speed limit<br />
Line 3’: Extended speed limit, provided torsi<strong>on</strong>al vibrati<strong>on</strong><br />
c<strong>on</strong>diti<strong>on</strong>s permit<br />
Line 4: Torque/speed limit<br />
Line 5: Mean effective pressure limit<br />
Line 6: Increased light running propeller curve<br />
� clean hull and calm weather<br />
� layout curve for propeller<br />
Line 7: Power limit for c<strong>on</strong>tinuous running<br />
178 60 79-9.0<br />
Fig. 2.04.03: Extended load diagram for speed derated<br />
engine with increased light running<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 5 of 10<br />
Examples of the use of the Load Diagram<br />
In the following are some examples illustrating the<br />
flexibility of the layout and load diagrams.<br />
• Example 1 shows how to place the load diagram<br />
for an engine without shaft generator coupled to<br />
a fixed pitch propeller.<br />
• Example 2 are diagrams for the same c<strong>on</strong>figurati<strong>on</strong>,<br />
but choosing a matching point <strong>on</strong> the left<br />
of the heavy running propeller curve (2) providing<br />
an extra engine margin for heavy running<br />
similar to the case in Fig. 2.04.03.<br />
• Example 3 shows the same layout for an engine<br />
with fixed pitch propeller (example 1), but with a<br />
shaft generator.<br />
• Example 4 <str<strong>on</strong>g>is</str<strong>on</strong>g> a special case of example 3, where<br />
the specified MCR <str<strong>on</strong>g>is</str<strong>on</strong>g> placed near the top of the<br />
layout diagram.<br />
In th<str<strong>on</strong>g>is</str<strong>on</strong>g> case the shaft generator <str<strong>on</strong>g>is</str<strong>on</strong>g> cut off,<br />
and the GenSets used when the engine runs<br />
at specified MCR. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> makes it possible to<br />
choose a smaller engine with a lower power output.<br />
• Example 5 shows diagrams for an engine<br />
coupled to a c<strong>on</strong>trollable pitch propeller, with<br />
or without a shaft generator, c<strong>on</strong>stant speed or<br />
combinator curve operati<strong>on</strong>.<br />
For a specific project, the layout diagram for actual<br />
project shown later in th<str<strong>on</strong>g>is</str<strong>on</strong>g> chapter may be used<br />
for c<strong>on</strong>structi<strong>on</strong> of the actual load diagram.<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
Example 1: Normal running c<strong>on</strong>diti<strong>on</strong>s.<br />
Engine coupled to fixed pitch propeller (FPP) and without shaft generator<br />
Layout diagram Load diagram<br />
Power, % of L1 100% 7<br />
5<br />
4<br />
1 2 6<br />
L 3<br />
L 4<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
2<br />
1<br />
Propulsi<strong>on</strong> and engine<br />
service curve for fouled<br />
hull and heavy weather<br />
Engine speed, % of L 1<br />
A=O=M=MP<br />
S=SP<br />
M Specified MCR of engine<br />
S C<strong>on</strong>tinuous service rating of engine<br />
O Matching point of engine<br />
A Reference point of load diagram<br />
MP Specified MCR for propulsi<strong>on</strong><br />
SP C<strong>on</strong>tinuous service rating of propulsi<strong>on</strong><br />
6<br />
7<br />
100%<br />
L 1<br />
L 2<br />
The specified MCR (M) and the matching point O and its propeller<br />
curve 1 will normally be selected <strong>on</strong> the engine service<br />
curve 2.<br />
Point A <str<strong>on</strong>g>is</str<strong>on</strong>g> then found at the inter<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> between propeller<br />
curve 1 (2) and the c<strong>on</strong>stant power curve through M, line 7. In<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> case point A <str<strong>on</strong>g>is</str<strong>on</strong>g> equal to point M and point O.<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Power, % of L1 100%<br />
L 3<br />
L 4<br />
4 1<br />
2<br />
Propulsi<strong>on</strong> and engine<br />
service curve for fouled<br />
hull and heavy weather<br />
Engine speed, % of L 1<br />
3.3%A 5%A<br />
A=O=M<br />
5<br />
6<br />
S<br />
Page 6 of 10<br />
7<br />
3 3<br />
100%<br />
L 1<br />
5%L 1<br />
L 2<br />
Point A of load diagram <str<strong>on</strong>g>is</str<strong>on</strong>g> found:<br />
Line 1 Propeller curve through matching point (O)<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> equal to line 2<br />
Line 7 C<strong>on</strong>stant power line through specified MCR (M)<br />
Point A Inter<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> between line 1 and 7<br />
Once point A has been found in the layout diagram, the load<br />
diagram can be drawn, as shown in the figure, and hence the<br />
actual load limitati<strong>on</strong> lines of the diesel engine may be found<br />
by using the inclinati<strong>on</strong>s from the c<strong>on</strong>structi<strong>on</strong> lines and the<br />
%�figures stated.<br />
178 05 44�0.8<br />
Fig. 2.04.04: Normal running c<strong>on</strong>diti<strong>on</strong>s. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
Example 2: Special running c<strong>on</strong>diti<strong>on</strong>s.<br />
Engine coupled to fixed pitch propeller (FPP) and without shaft generator<br />
Layout diagram Load diagram<br />
Power, % of L1 100% 7<br />
L 3<br />
L 4<br />
Engine speed, % of L 1<br />
M Specified MCR of engine<br />
S C<strong>on</strong>tinuous service rating of engine<br />
O Matching point of engine<br />
A Reference point of load diagram<br />
MP Specified MCR for propulsi<strong>on</strong><br />
SP C<strong>on</strong>tinuous service rating of propulsi<strong>on</strong><br />
In th<str<strong>on</strong>g>is</str<strong>on</strong>g> example, the matching point O has been selected more<br />
to the left than in example 1, providing an extra engine margin<br />
for heavy running operati<strong>on</strong> in heavy weather c<strong>on</strong>diti<strong>on</strong>s. In<br />
principle, the light running margin has been increased for th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
case.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
5<br />
4<br />
1 2 6<br />
1 2 6<br />
A=O<br />
S=SP<br />
M=MP 7<br />
Propulsi<strong>on</strong> and engine<br />
service curve for fouled<br />
hull and heavy weather<br />
100%<br />
L 1<br />
L 2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Power, % of L1 100%<br />
L 3<br />
L 4<br />
4<br />
1 2 6<br />
Engine speed, % of L 1<br />
3.3%A 5%A<br />
A=O<br />
5<br />
7<br />
M<br />
Propulsi<strong>on</strong> and engine<br />
service curve for fouled<br />
hull and heavy weather<br />
Page 7 of 10<br />
100%<br />
Point A of load diagram <str<strong>on</strong>g>is</str<strong>on</strong>g> found:<br />
Line 1 Propeller curve through matching point (O)<br />
placed to the left of line 2<br />
Line 7 C<strong>on</strong>stant power line through specified MCR (M)<br />
Point A Inter<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> between line 1 and 7<br />
S<br />
3<br />
L 1<br />
5%L 1<br />
L 2<br />
3<br />
178 05 46�4.8<br />
Fig. 2.04.05: Special running c<strong>on</strong>diti<strong>on</strong>s. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
Example 3: Normal running c<strong>on</strong>diti<strong>on</strong>s.<br />
Engine coupled to fixed pitch propeller (FPP) and with shaft generator<br />
Layout diagram Load diagram<br />
Power, % of L1 100% 7<br />
L 3<br />
L 4<br />
M Specified MCR of engine<br />
S C<strong>on</strong>tinuous service rating of engine<br />
O Matching point of engine<br />
A Reference point of load diagram<br />
MP Specified MCR for propulsi<strong>on</strong><br />
SP C<strong>on</strong>tinuous service rating of propulsi<strong>on</strong><br />
SG Shaft generator power<br />
In example 3 a shaft generator (SG) <str<strong>on</strong>g>is</str<strong>on</strong>g> installed, and therefore<br />
the service power of the engine also has to incorporate the<br />
extra shaft power required for the shaft generator’s electrical<br />
power producti<strong>on</strong>.<br />
In the figure, the engine service curve shown for heavy running<br />
incorporates th<str<strong>on</strong>g>is</str<strong>on</strong>g> extra power.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
5<br />
4<br />
1 2 6<br />
Engine<br />
service<br />
curve<br />
1 2 6<br />
Engine speed, % of L 1<br />
A=O=M<br />
S<br />
SG<br />
SP<br />
SG<br />
MP<br />
Propulsi<strong>on</strong> curve for fouled<br />
hull and heavy weather<br />
7<br />
100%<br />
L 1<br />
L 2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Power, % of L 1<br />
100%<br />
Engine service curve for<br />
fouled hull and heavy<br />
weather incl. shaft<br />
generator<br />
4<br />
1 2 6<br />
Engine speed, % of L 1<br />
3.3%A 5%A<br />
A=O=M<br />
Propulsi<strong>on</strong> curve for fouled<br />
hull and heavy weather<br />
Page 8 of 10<br />
100%<br />
Point A of load diagram <str<strong>on</strong>g>is</str<strong>on</strong>g> found:<br />
Line 1 Propeller curve through matching point (O)<br />
Line 7 C<strong>on</strong>stant power line through specified MCR (M)<br />
Point A Inter<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> between line 1 and 7<br />
The matching point O = A = M will be chosen <strong>on</strong> th<str<strong>on</strong>g>is</str<strong>on</strong>g> curve, as<br />
shown.<br />
Point A <str<strong>on</strong>g>is</str<strong>on</strong>g> then found in the same way as in example 1 and the<br />
load diagram can be drawn as shown in the figure.<br />
Fig. 2.04.06: Normal running c<strong>on</strong>diti<strong>on</strong>s. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator<br />
L 3<br />
L 4<br />
5<br />
S<br />
SP<br />
MP<br />
7<br />
3<br />
L 1<br />
5%L 1<br />
L 2<br />
3<br />
178 05 48�8.8<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
Example 4: Special running c<strong>on</strong>diti<strong>on</strong>s.<br />
Engine coupled to fixed pitch propeller (FPP) and with shaft generator<br />
Layout diagram Load diagram<br />
Power, % of L 1<br />
100%<br />
L 3<br />
L 4<br />
7<br />
5<br />
4<br />
1 2 6<br />
M Specified MCR of engine<br />
S C<strong>on</strong>tinuous service rating of engine<br />
O Matching point of engine<br />
A Reference point of load diagram<br />
MP Specified MCR for propulsi<strong>on</strong><br />
SP C<strong>on</strong>tinuous service rating of propulsi<strong>on</strong><br />
SG Shaft generator<br />
Also for th<str<strong>on</strong>g>is</str<strong>on</strong>g> special case in example 4, a shaft generator <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
installed but, compared to example 3, th<str<strong>on</strong>g>is</str<strong>on</strong>g> case has a specified<br />
MCR for propulsi<strong>on</strong>, MP, placed at the top of the layout<br />
diagram.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> involves that the intended specified MCR of the engine<br />
M’ will be placed outside the top of the layout diagram.<br />
One soluti<strong>on</strong> could be to choose a larger diesel engine with<br />
an extra cylinder, but another and cheaper soluti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> to reduce<br />
the electrical power producti<strong>on</strong> of the shaft generator<br />
when running in the upper propulsi<strong>on</strong> power range.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
1 2 6<br />
Propulsi<strong>on</strong> curve<br />
for fouled hull<br />
and heavy weather<br />
Engine speed, % of L 1<br />
M<br />
A=O<br />
M<br />
S<br />
MP<br />
SG<br />
SP<br />
100%<br />
L 1<br />
7<br />
L 2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Power, % of L 1<br />
100%<br />
Engine service curve for fouled<br />
hull and heavy weather<br />
incl. shaft generator<br />
1 2 6<br />
Propulsi<strong>on</strong> curve<br />
for fouled hull<br />
and heavy weather<br />
Engine speed, % of L 1<br />
Point A and M of the load diagram are found:<br />
Line 1 Propeller curve through point S<br />
Point A Inter<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> between line 1 and line L 1 – L 3<br />
Point M Located <strong>on</strong> c<strong>on</strong>stant power line 7<br />
through point A and with MP’s speed<br />
Point O Equal to point A<br />
4<br />
3.3%A 5%A<br />
Page 9 of 10<br />
M<br />
A=O<br />
M<br />
S<br />
MP<br />
SG<br />
100%<br />
In choosing the latter soluti<strong>on</strong>, the required specified MCR<br />
power can be reduced from point M’ to point M as shown.<br />
Therefore, when running in the upper propulsi<strong>on</strong> power range,<br />
a diesel generator has to take over all or part of the electrical<br />
power producti<strong>on</strong>.<br />
However, such a situati<strong>on</strong> will seldom occur, as ships are<br />
rather infrequently running in the upper propulsi<strong>on</strong> power<br />
range.<br />
Point A, having the highest possible power, <str<strong>on</strong>g>is</str<strong>on</strong>g> then found at<br />
the inter<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> of line L 1 – L 3 with line 1 and the corresp<strong>on</strong>ding<br />
load diagram <str<strong>on</strong>g>is</str<strong>on</strong>g> drawn. Point M <str<strong>on</strong>g>is</str<strong>on</strong>g> found <strong>on</strong> line 7 at MP’s<br />
speed, and point O=A.<br />
Fig. 2.04.07: Special running c<strong>on</strong>diti<strong>on</strong>s. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator<br />
L 3<br />
L 4<br />
SP<br />
L 1<br />
7<br />
5%L 1<br />
L 2<br />
3 3<br />
178 06 35�1.8<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.04<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI-TII engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 10 of 10<br />
Example 5: Engine coupled to c<strong>on</strong>trollable pitch propeller (CPP) with or without shaft generator<br />
Power<br />
L 3<br />
L 4<br />
7<br />
5<br />
4<br />
1 2 6<br />
4<br />
Combinator curve for<br />
loaded ship and incl.<br />
sea margin<br />
3.3%A 5%A<br />
1<br />
A=O=M<br />
5<br />
S<br />
Min. speed Max. speed<br />
M Specified MCR of engine<br />
O Matching point of engine<br />
A Reference point of load diagram<br />
S C<strong>on</strong>tinous service rating of engine<br />
7<br />
3<br />
L 1<br />
5%L 1<br />
L 2<br />
Recommended range for<br />
shaft generator operati<strong>on</strong><br />
with c<strong>on</strong>stant speed<br />
Engine speed<br />
178 39 31�4.4<br />
Fig. 2.04.08: Engine with C<strong>on</strong>trollable Pitch Propeller<br />
(CPP), with or without a shaft generator<br />
Layout diagram � without shaft generator<br />
If a c<strong>on</strong>trollable pitch propeller (CPP) <str<strong>on</strong>g>is</str<strong>on</strong>g> applied,<br />
the combinator curve (of the propeller) will normally<br />
be selected for loaded ship including sea<br />
margin.<br />
The combinator curve may for a given propeller<br />
speed have a given propeller pitch, and th<str<strong>on</strong>g>is</str<strong>on</strong>g> may<br />
be heavy running in heavy weather like for a fixed<br />
pitch propeller.<br />
Therefore it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended to use a light running<br />
combinator curve (the dotted curve which<br />
includes the sea power margin) as shown in the<br />
figure to obtain an increased operati<strong>on</strong> margin of<br />
the diesel engine in heavy weather to the limit indicated<br />
by curves 4 and 5.<br />
Layout diagram � with shaft generator<br />
The hatched area shows the recommended speed<br />
range between 100% and 96.7% of the specified<br />
MCR speed for an engine with shaft generator<br />
running at c<strong>on</strong>stant speed.<br />
The service point S can be located at any point<br />
within the hatched area.<br />
The procedure shown in examples 3 and 4 for<br />
engines with FPP can also be applied here for engines<br />
with CPP running with a combinator curve.<br />
The matching point O<br />
O may, as earlier described, be chosen equal to<br />
point M, see below.<br />
Load diagram<br />
Therefore, when the engine’s specified MCR point<br />
(M) has been chosen including engine margin,<br />
sea margin and the power for a shaft generator, if<br />
installed, point M may be used as point A of the<br />
load diagram, which can then be drawn.<br />
The positi<strong>on</strong> of the combinator curve ensures the<br />
maximum load range within the permitted speed<br />
range for engine operati<strong>on</strong>, and it still leaves a<br />
reas<strong>on</strong>able margin to the limit indicated by curves<br />
4 and 5.<br />
198 69 93-5.1
<strong>MAN</strong> B&W 2.05<br />
Diagram for actual project<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> figure c<strong>on</strong>tains a layout diagram that can<br />
be used for c<strong>on</strong>structing the load diagram for an<br />
actual project, using the %�figures stated and the<br />
inclinati<strong>on</strong>s of the lines.<br />
Power, % of L 1<br />
110%<br />
100%<br />
90%<br />
80%<br />
70%<br />
60%<br />
50%<br />
40%<br />
70% 75% 80% 85% 90% 95% 100% 105% 110%<br />
Fig. 2.05.01: C<strong>on</strong>structi<strong>on</strong> of layout diagram<br />
<strong>MAN</strong> B&W K90MC-C6, K80MC-C/ME-C6-TII, S70MC-C/ME-C/ME-GI8-TII,<br />
S65ME-C/ME-GI8-TII, S60MC-C/ME-C/ME-GI8-TII, S60ME-B-TII,<br />
L60MC-C/ME-C7/8-TII, S50MC-C/ME-C8-TII, S50ME-B8/9-TII, S46MC-C8-TII,<br />
S46ME-B8-TII, S42/35MC7-TII, S35/40ME-B9-TII, L35/S26MC6-TII<br />
7<br />
5<br />
4<br />
1<br />
2 6<br />
L 3<br />
L 4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
4<br />
3.3%A 5%A<br />
A<br />
5<br />
7<br />
L1<br />
5%L 1<br />
L 2<br />
Engine s peed, % of L 1<br />
Page 1 of 1<br />
178 06 37-5.3<br />
198 69 09-9.1
<strong>MAN</strong> B&W 2.06<br />
Specific Fuel Oil C<strong>on</strong>sumpti<strong>on</strong>, ME versus MC engines<br />
As previously menti<strong>on</strong>ed the main feature of the<br />
ME engine <str<strong>on</strong>g>is</str<strong>on</strong>g> that the fuel injecti<strong>on</strong> and the exhaust<br />
valve timing are optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ed automatically<br />
over the entire power range, and with a minimum<br />
speed down to around 15% of the L 1 speed.<br />
Comparing the specific fuel oil comsumpti<strong>on</strong><br />
(SFOC) of the ME and the MC engines, it can be<br />
seen from the figure below that the great advantage<br />
of the ME engine <str<strong>on</strong>g>is</str<strong>on</strong>g> a lower SFOC at part<br />
loads.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> also noted that the lowest SFOC for the ME<br />
engine <str<strong>on</strong>g>is</str<strong>on</strong>g> at 70% of O, whereas it was at 80% of O<br />
for the MC engine.<br />
Fig. 2.06.01: Example of part load SFOC curves for ME and MC with fixed pitch propeller<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI<br />
SFOC<br />
g/kWh<br />
+3<br />
+2<br />
+1<br />
0<br />
-1<br />
-2<br />
-3<br />
-4<br />
MC<br />
ME<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
For the ME engine <strong>on</strong>ly the turbocharger matching<br />
and the compressi<strong>on</strong> ratio (shims under the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
rod) remain as variables to be determined by the<br />
engine maker / <strong>MAN</strong> <strong>Diesel</strong>.<br />
The calculati<strong>on</strong> of the expected specific fuel oil<br />
c<strong>on</strong>sumpti<strong>on</strong> (SFOC) can be carried out by means<br />
of the following figures for fixed pitch propeller<br />
and for c<strong>on</strong>trollable pitch propeller, c<strong>on</strong>stant<br />
speed. Throughout the whole load area the SFOC<br />
of the engine depends <strong>on</strong> where the matching<br />
point (O) <str<strong>on</strong>g>is</str<strong>on</strong>g> chosen.<br />
-5<br />
50% 60% 70% 80% 90% 100% 110%<br />
Engine power, % of matching point O<br />
198 97 38�9.2<br />
198 38 36-3.3
<strong>MAN</strong> B&W 2.07<br />
SFOC for High Efficiency <strong>Turbo</strong>chargers<br />
All engine types 50 and larger are as standard<br />
fitted with high efficiency turbochargers, opti<strong>on</strong>:<br />
4 59 104.<br />
The high efficiency turbocharger <str<strong>on</strong>g>is</str<strong>on</strong>g> applied to<br />
the engine in the basic design with the view to<br />
obtaining the lowest possible Specific Fuel Oil<br />
Fig. 2.07.01: Example of part load SFOC curves for high efficiency turbochargers<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI-TII engines<br />
SFOC<br />
g/kWh<br />
+2<br />
0<br />
-2<br />
High efficiency turbocharger<br />
-4<br />
50% 60% 70% 80% 90% 100%<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
C<strong>on</strong>sumpti<strong>on</strong> (SFOC) values, see example in<br />
Fig. 2.07.01.<br />
Engine power, % of matching point O<br />
Page 1 of 1<br />
At part load running the lowest SFOC may be<br />
obtained at 70% of the matched power = 70%<br />
of the specified MCR.<br />
178 60 95-4.0<br />
198 70 17-7.0
<strong>MAN</strong> B&W 2.08<br />
SFOC reference c<strong>on</strong>diti<strong>on</strong>s and guarantee<br />
SFOC at reference c<strong>on</strong>diti<strong>on</strong>s<br />
The SFOC <str<strong>on</strong>g>is</str<strong>on</strong>g> given in g/kWh based <strong>on</strong><br />
the reference ambient c<strong>on</strong>diti<strong>on</strong>s stated in<br />
ISO 3046-1:2002(E) and ISO 15550:2002(E):<br />
1,000 mbar ambient air pressure<br />
25 °C ambient air temperature<br />
25 °C scavenge air coolant temperature<br />
and <str<strong>on</strong>g>is</str<strong>on</strong>g> related to a fuel oil with a lower calorific<br />
value of 42,700 kJ/kg (~10,200 kcal/kg).<br />
Any d<str<strong>on</strong>g>is</str<strong>on</strong>g>crepancies between g/kWh and g/BHPh<br />
are due to the rounding of numbers for the latter.<br />
For lower calorific values and for ambient c<strong>on</strong>diti<strong>on</strong>s<br />
that are different from the ISO reference<br />
c<strong>on</strong>diti<strong>on</strong>s, the SFOC will be adjusted according<br />
to the c<strong>on</strong>versi<strong>on</strong> factors in the table below.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI/ME-B TII-engines<br />
With<br />
pmax adjusted<br />
SFOC<br />
change<br />
Without<br />
pmax adjusted<br />
SFOC<br />
change<br />
Parameter<br />
C<strong>on</strong>diti<strong>on</strong><br />
change<br />
Scav. air coolant<br />
temperature<br />
per 10 °C r<str<strong>on</strong>g>is</str<strong>on</strong>g>e + 0.60% + 0.41%<br />
Blower inlet tem-<br />
per 10 °C r<str<strong>on</strong>g>is</str<strong>on</strong>g>e<br />
perature<br />
+ 0.20% + 0.71%<br />
Blower inlet<br />
pressure<br />
per 10 mbar<br />
r<str<strong>on</strong>g>is</str<strong>on</strong>g>e<br />
� 0.02% � 0.05%<br />
Fuel oil lower<br />
calorific value<br />
r<str<strong>on</strong>g>is</str<strong>on</strong>g>e 1%<br />
(42,700 kJ/kg)<br />
�1.00% � 1.00%<br />
With for instance 1 °C increase of the scavenge<br />
air coolant temperature, a corresp<strong>on</strong>ding 1 °C increase<br />
of the scavenge air temperature will occur<br />
and involves an SFOC increase of 0.06% if p max <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
adjusted to the same value.<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
SFOC guarantee<br />
Page 1 of 2<br />
The SFOC guarantee refers to the above ISO reference<br />
c<strong>on</strong>diti<strong>on</strong>s and lower calorific value and <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
valid for <strong>on</strong>e running point <strong>on</strong>ly. The guaranteed<br />
running point <str<strong>on</strong>g>is</str<strong>on</strong>g> equal to the power�speed combinati<strong>on</strong><br />
in the matching point (O) = 100% SMCR<br />
but, if <strong>request</strong>ed, a running point between 85%<br />
and 100% SMCR can be selected.<br />
The SFOC guarantee <str<strong>on</strong>g>is</str<strong>on</strong>g> given with a tolerance<br />
of 5%.<br />
Recommended cooling water temperature<br />
during normal operati<strong>on</strong><br />
In general, it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended to operate the main<br />
engine with the lowest possible cooling water<br />
temperature to the air coolers, as th<str<strong>on</strong>g>is</str<strong>on</strong>g> will reduce<br />
the fuel c<strong>on</strong>sumpti<strong>on</strong> of the engine, i.e. the engine<br />
performance will be improved.<br />
However, shipyards often specify a c<strong>on</strong>stant<br />
(maximum) central cooling water temperature<br />
of 36 °C, not <strong>on</strong>ly for tropical ambient temperature<br />
c<strong>on</strong>diti<strong>on</strong>s, but also for lower ambient temperature<br />
c<strong>on</strong>diti<strong>on</strong>s. The purpose <str<strong>on</strong>g>is</str<strong>on</strong>g> probably to<br />
reduce the electric power c<strong>on</strong>sumpti<strong>on</strong> of the<br />
cooling water pumps and/or to reduce water c<strong>on</strong>densati<strong>on</strong><br />
in the air coolers.<br />
Thus, when operating with 36 °C cooling water<br />
instead of for example 10 °C (to the air coolers),<br />
the specific fuel oil c<strong>on</strong>sumpti<strong>on</strong> will increase by<br />
approx. 2 g/kWh.<br />
198 70 45-2.1
<strong>MAN</strong> B&W 2.08<br />
Examples of Graphic Calculati<strong>on</strong> of SFOC<br />
The following diagrams a, b and c, valid for fixed<br />
pitch propeller (b) and c<strong>on</strong>stant speed (c), respectively,<br />
show the reducti<strong>on</strong> of SFOC in g/kWh, relative<br />
to the SFOC for the nominal MCR L 1 rating.<br />
The solid lines are valid at 100%, 70% and 50% of<br />
matching point (O).<br />
Point O <str<strong>on</strong>g>is</str<strong>on</strong>g> drawn into the above�menti<strong>on</strong>ed Diagrams<br />
b or c. A straight line al<strong>on</strong>g the c<strong>on</strong>stant<br />
mep curves (parallel to L 1 �L 3 ) <str<strong>on</strong>g>is</str<strong>on</strong>g> drawn through<br />
point O. The inter<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g>s of th<str<strong>on</strong>g>is</str<strong>on</strong>g> line and the<br />
curves indicate the reducti<strong>on</strong> in specific fuel oil<br />
c<strong>on</strong>sumpti<strong>on</strong> at 100, 70 and 50% of the matching<br />
point, related to the SFOC stated for the nominal<br />
MCR L 1 rating.<br />
An example of the calculated SFOC curves are<br />
shown in Diagram a, and <str<strong>on</strong>g>is</str<strong>on</strong>g> valid for an engine<br />
with fixed pitch propeller, see Fig. 2.10.01.<br />
Page 2 of 2<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI-TII engines 198 70 20-0.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 2.09<br />
SFOC Calculati<strong>on</strong>s for S65ME-C8/-GI<br />
Fig. 2.09.01<br />
Page 1 of 2<br />
Data at nominel MCR (L 1 ) SFOC at nominal MCR (L 1 )<br />
High efficiency TC<br />
Engine kW r/min g/kWh<br />
5 S65ME-C8/-GI 14,350<br />
6 S65ME-C8/-GI 17,220<br />
7 S65ME-C8/-GI 20,090<br />
8 S65ME-C8/-GI 22,960<br />
Data matching point (O=M):<br />
cyl. No.<br />
Power: 100% of (O) kW<br />
Speed: 100% of (O) r/min<br />
SFOC found: g/kWh<br />
95 171<br />
Diagram a<br />
Part Load SFOC curve<br />
0 Nominal SFOC<br />
171<br />
40% 50% 60% 70% 80% 90% 100% 110%<br />
% of matching point<br />
178 59 93-5.0<br />
<strong>MAN</strong> B&W S65ME-C8/-GI-TII 198 68 76-2.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
SFOC<br />
g/kWh<br />
+4<br />
+3<br />
+2<br />
+1<br />
�1<br />
�2<br />
�3<br />
�4<br />
�5<br />
�6<br />
�7<br />
�8<br />
�9<br />
�10<br />
�11<br />
�12<br />
�13<br />
�14<br />
�15<br />
�16<br />
SFOC<br />
g/kWh<br />
175<br />
170<br />
165<br />
160
<strong>MAN</strong> B&W 2.09<br />
SFOC for S65ME-C8/-GI with fixed pitch propeller<br />
Diagram b<br />
Reducti<strong>on</strong> of SFOC in g/kWh relative to the nominal in L 1<br />
50% matching point 70% matching point 100% matching point<br />
�1 �2 �3 �4 �5 �4 �5 �6 �7 �8 �9 �10 0 �1 �2 �3 �4 �5 �6<br />
Fig. 2.09.02<br />
=0.20<br />
mep<br />
100%<br />
95%<br />
90%<br />
85%<br />
=0.25<br />
80%<br />
=0.15<br />
SFOC for S65ME-C8/-GI with c<strong>on</strong>stant speed<br />
Diagram c<br />
Reducti<strong>on</strong> of SFOC in g/kWh relative to the nominal in L 1<br />
50% matching point 70% matching point 100% matching point<br />
0 �1 �2 �3 �4 �4 �5 �6 �7 �8 �9 �10 0 �1 �2 �3 �4 �5 �6<br />
Fig. 2.09.03<br />
=0.20<br />
mep<br />
100%<br />
95%<br />
90%<br />
85%<br />
=0.25<br />
80%<br />
=0.15<br />
C<strong>on</strong>stant ship speed lines<br />
Nominal propeller curve<br />
75% 80% 85% 90% 95% 100%<br />
Page 2 of 2<br />
<strong>MAN</strong> B&W S65ME-C8/-GI-TII 198 68 76-2.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
=0.30<br />
=0.30<br />
C<strong>on</strong>stant ship speed lines<br />
Nominal propeller curve<br />
75% 80% 85% 90% 95% 100%<br />
105%<br />
Power, % of L 1<br />
100%<br />
90%<br />
80%<br />
70%<br />
60%<br />
50%<br />
40%<br />
Speed, % of L 1<br />
105%<br />
178 60 07-0.0<br />
Power, % of L 1<br />
100%<br />
90%<br />
80%<br />
70%<br />
60%<br />
50%<br />
40%<br />
Speed, % of L 1<br />
178 60 08-2.0
<strong>MAN</strong> B&W 2.10<br />
SFOC calculati<strong>on</strong>s, example<br />
Data at nominel MCR (L 1): 6S65ME-C8/-GI<br />
Power 100% 17,220 kW<br />
Speed 100% 95 r/min<br />
Nominal SFOC:<br />
• High efficiency turbocharger 171 g/kWh<br />
Example of specified MCR = M<br />
Power 14,637 kW (85% L1) Speed 85.5 r/min (90% L1) <strong>Turbo</strong>charger type High efficiency<br />
SFOC found in O=M 169.3 g/kWh<br />
The matching point O used in the above example for<br />
the SFOC calculati<strong>on</strong>s:<br />
O = 100% M = 85% L 1 power and 90% L 1 speed<br />
Page 1 of 2<br />
<strong>MAN</strong> B&W S65ME-C8/-GI-TII 198 69 56-5.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 2.10<br />
Diagram b<br />
Reducti<strong>on</strong> of SFOC in g/kWh relative to the nominal in L 1<br />
50% matching point 70% matching point 100% matching point<br />
�1 �2 �3 �4 �5 �4 �5 �6 �7 �8 �9 �10 0 �1 �2 �3 �4 �5 �6<br />
The reducti<strong>on</strong>s, see diagram b, in g/kWh compared to<br />
SFOC in L 1:<br />
Power in Part load points<br />
SFOC<br />
g/kWh<br />
=0.20<br />
mep<br />
100%<br />
95%<br />
90%<br />
SFOC<br />
g/kWh<br />
100% O 1 100% M -1.7 169.3<br />
70% O 2 70% M -5.7 165.3<br />
50% O 3 50% M -2.1 168.9<br />
85%<br />
=0.25<br />
80%<br />
=0.15<br />
Diagram a<br />
Part Load SFOC curve<br />
Nominal SFOC<br />
Page 2 of 2<br />
40% 50% 60% 70% 80% 90% 100%<br />
160<br />
110%<br />
Fig. 2.10.01: Example of SFOC for derated 6S65ME-C8/-GI with fixed pitch propeller and high efficiency turbocharger<br />
<strong>MAN</strong> B&W S65ME-C8/-GI-TII 198 69 56-5.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
=0.30<br />
SFOC<br />
g/kWh<br />
+6<br />
+5<br />
+4<br />
+3<br />
+2<br />
+1<br />
0<br />
�1<br />
�2<br />
�3<br />
�4<br />
�5<br />
�6<br />
�7<br />
�8<br />
�9<br />
�10<br />
�11<br />
30%<br />
C<strong>on</strong>stant ship speed lines<br />
Nominal propeller curve<br />
75% 80% 85% 90%<br />
90%<br />
95% 100%<br />
105%<br />
Power, % of L 1<br />
90%<br />
80%<br />
70%<br />
60%<br />
50%<br />
40%<br />
SFOC<br />
g/kWh<br />
175<br />
171<br />
170<br />
165<br />
% of specified MCR<br />
100%<br />
Speed, % of L 1<br />
85%<br />
178 60 75-1.0<br />
178 60 84-6.0
<strong>MAN</strong> B&W 2.11<br />
Fuel C<strong>on</strong>sumpti<strong>on</strong> at an Arbitrary Load<br />
Once the matching point (O) of the engine has<br />
been chosen, the specific fuel oil c<strong>on</strong>sumpti<strong>on</strong> at<br />
an arbitrary point S 1 , S 2 or S 3 can be estimated<br />
based <strong>on</strong> the SFOC at point ‘1’ and ‘2’.<br />
These SFOC values can be calculated by using<br />
the graphs for the relevant engine type for the<br />
propeller curve I and for the c<strong>on</strong>stant speed curve<br />
II, giving the SFOC at points 1 and 2, respectively.<br />
Next the SFOC for point S 1 can be calculated as<br />
an interpolati<strong>on</strong> between the SFOC in points ‘1’<br />
and ‘2’, and for point S 3 as an extrapolati<strong>on</strong>.<br />
Fig. 2.11.01: SFOC at an arbitrary load<br />
Page 1 of 1<br />
The SFOC curve through points S 2 , <strong>on</strong> the left<br />
of point 1, <str<strong>on</strong>g>is</str<strong>on</strong>g> symmetrical about point 1, i.e. at<br />
speeds lower than that of point 1, the SFOC will<br />
also increase.<br />
The above�menti<strong>on</strong>ed method provides <strong>on</strong>ly an<br />
approximate value. A more prec<str<strong>on</strong>g>is</str<strong>on</strong>g>e indicati<strong>on</strong> of<br />
the expected SFOC at any load can be calculated<br />
by using our computer program. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> a service<br />
which <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> to our customers <strong>on</strong> <strong>request</strong>.<br />
Power, % of A (M)<br />
80% 90% 100% 110%<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI/ME-B engines 198 38 43-4.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
1<br />
5<br />
A=M<br />
2<br />
7<br />
S 2 S 1 S 3<br />
4 3<br />
I II<br />
110%<br />
100%<br />
90%<br />
80%<br />
70%<br />
Speed, % of A<br />
198 95 96�2.2
<strong>MAN</strong> B&W 2.12<br />
Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> C<strong>on</strong>trol<br />
IMO NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> limits<br />
All ME, ME-B and ME-C/-GI engines are, as<br />
standard, delivered in compliance with the IMO<br />
speed dependent NOx limit, measured according<br />
to ISO 8178 Test Cycles E2/E3 for Heavy Duty<br />
<strong>Diesel</strong> Engines. These are referred to in the Extent<br />
of Delivery as EoD: 4 06 060 Ec<strong>on</strong>omy mode with<br />
the opti<strong>on</strong>s: 4 06 060a Engine test cycle E3 or 4<br />
06 060b Engine test cycle E2.<br />
NO x reducti<strong>on</strong> methods<br />
The NO x c<strong>on</strong>tent in the exhaust gas can be reduced<br />
with primary and/or sec<strong>on</strong>dary reducti<strong>on</strong><br />
methods.<br />
The primary methods affect the combusti<strong>on</strong> process<br />
directly by reducing the maximum combusti<strong>on</strong><br />
temperature, whereas the sec<strong>on</strong>dary methods<br />
are means of reducing the em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> level<br />
without changing the engine performance, using<br />
external equipment.<br />
0�30% NO x reducti<strong>on</strong><br />
The ME engines can be delivered with several<br />
operati<strong>on</strong> modes, opti<strong>on</strong>s: 4 06 063 Port load, 4<br />
06 064 Special em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong>, 4 06 065 Other em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong><br />
limit, and 4 06 066 Dual fuel.<br />
These operati<strong>on</strong> modes may include a ‘Low NOx<br />
mode’ for operati<strong>on</strong> in, for instance, areas with restricti<strong>on</strong><br />
in NOx em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong>.<br />
For further informati<strong>on</strong> <strong>on</strong> engine operati<strong>on</strong><br />
modes, see Extent of Delivery.<br />
30�50% NO x reducti<strong>on</strong><br />
Page 1 of 1<br />
Water emulsificati<strong>on</strong> of the heavy fuel oil <str<strong>on</strong>g>is</str<strong>on</strong>g> a well<br />
proven primary method. The type of homogenizer<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> either ultras<strong>on</strong>ic or mechanical, using water<br />
from the freshwater generator and the water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t<br />
catcher.<br />
The pressure of the homogen<str<strong>on</strong>g>is</str<strong>on</strong>g>ed fuel has to be<br />
increased to prevent the formati<strong>on</strong> of steam and<br />
cavitati<strong>on</strong>. It may be necessary to modify some of<br />
the engine comp<strong>on</strong>ents such as the fuel oil pressure<br />
booster, fuel injecti<strong>on</strong> valves and the engine<br />
c<strong>on</strong>trol system.<br />
Up to 95�98% NO x reducti<strong>on</strong><br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> reducti<strong>on</strong> can be achieved by means of<br />
sec<strong>on</strong>dary methods, such as the SCR (Selective<br />
Catalytic Reducti<strong>on</strong>), which involves an<br />
after�treatment of the exhaust gas, see Secti<strong>on</strong><br />
3.02.<br />
Plants designed according to th<str<strong>on</strong>g>is</str<strong>on</strong>g> method have<br />
been in service since 1990 <strong>on</strong> five vessels, using<br />
Haldor Topsøe catalysts and amm<strong>on</strong>ia as the reducing<br />
agent, urea can also be used.<br />
The SCR unit can be located separately in the<br />
engine room or horiz<strong>on</strong>tally <strong>on</strong> top of the engine.<br />
The compact SCR reactor <str<strong>on</strong>g>is</str<strong>on</strong>g> mounted before<br />
the turbocharger(s) in order to have the optimum<br />
working temperature for the catalyst. However attenti<strong>on</strong><br />
have to be given to the type of HFO to be<br />
used.<br />
For further informati<strong>on</strong> about em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> c<strong>on</strong>trol,<br />
please refer to our publicati<strong>on</strong>:<br />
Exhaust Gas Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> C<strong>on</strong>trol Today and Tomorrow<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at: www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’.<br />
<strong>MAN</strong> B&W ME/ME�C/ME-B/GI-TII engines 198 75 40-0.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
<strong>Turbo</strong>charger Selecti<strong>on</strong> &<br />
Exhaust Gas By-pass<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
3
<strong>MAN</strong> B&W 3.01<br />
<strong>Turbo</strong>charger Selecti<strong>on</strong><br />
Updated turbocharger data based <strong>on</strong> the latest<br />
informati<strong>on</strong> from the turbocharger makers are<br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> from the <strong>Turbo</strong>charger Selecti<strong>on</strong><br />
program <strong>on</strong> www.mandiesel.com under<br />
‘<strong>Turbo</strong>charger’ → ‘Overview’ → ‘<strong>Turbo</strong>charger<br />
Selecti<strong>on</strong>’.<br />
The data specified in the printed editi<strong>on</strong> are valid<br />
at the time of publ<str<strong>on</strong>g>is</str<strong>on</strong>g>hing.<br />
The MC/ME engines are designed for the applicati<strong>on</strong><br />
of either <strong>MAN</strong> <strong>Diesel</strong>, ABB or Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi (MHI)<br />
turbochargers.<br />
The turbocharger choice <str<strong>on</strong>g>is</str<strong>on</strong>g> made with a view to<br />
obtaining the lowest possible Specific Fuel Oil<br />
C<strong>on</strong>sumpti<strong>on</strong> (SFOC) values at the nominal MCR<br />
by applying high efficiency turbochargers.<br />
Fig. 3.01.01: High efficiency turbochargers<br />
<strong>MAN</strong> B&W S65ME-C8/-GI-TII<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
The engines are, as standard, equipped with as<br />
few turbochargers as possible, see the table in<br />
Fig. 3.01.01.<br />
One more turbocharger can be applied, than the<br />
number stated in the tables, if th<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> desirable due<br />
to space requirements, or for other reas<strong>on</strong>s. Additi<strong>on</strong>al<br />
costs are to be expected.<br />
However, we recommend the ‘<strong>Turbo</strong>charger selecti<strong>on</strong>’<br />
programme <strong>on</strong> the Internet, which can be<br />
used to identify a l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of applicable turbochargers<br />
for a specific engine layout.<br />
For informati<strong>on</strong> about turbocharger arrangement<br />
and cleaning systems, see Secti<strong>on</strong> 15.01.<br />
High efficiency turbochargers for the S65ME-C8/-GI-TII engines � L 1 output<br />
Cyl. <strong>MAN</strong> (TCA) ABB (TPL) ABB (A100) MHI (MET)<br />
5 1 x TCA77-21 1 x TPL80-B12 1 x A180-L35 1 x MET66MA<br />
6 1 x TCA88-21 1 x TPL85-B14 1 x A185-L35 1 x MET71MA<br />
7 1 x TCA88-21 1 x TPL85-B15 1 x A190-L34 1 x MET83MA<br />
8 1 x TCA88-21 2 x TPL80-B11 2 x A180-L34 1 x MET83MA<br />
198 75 29-4.1
<strong>MAN</strong> B&W 3.02<br />
Exhaust Gas By�pass<br />
Extreme Ambient C<strong>on</strong>diti<strong>on</strong>s<br />
As menti<strong>on</strong>ed in Chapter 1, the engine power<br />
figures are valid for tropical c<strong>on</strong>diti<strong>on</strong>s at sea<br />
level: 45 °C air at 1000 mbar and 32 °C sea water,<br />
whereas the reference fuel c<strong>on</strong>sumpti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> given<br />
at ISO c<strong>on</strong>diti<strong>on</strong>s: 25 °C air at 1000 mbar and<br />
25 °C charge air coolant temperature.<br />
Marine diesel engines are, however, exposed to<br />
greatly varying climatic temperatures winter and<br />
summer in arctic as well as tropical areas. These<br />
variati<strong>on</strong>s cause changes of the scavenge air<br />
pressure, the maximum combusti<strong>on</strong> pressure, the<br />
exhaust gas amount and temperatures as well as<br />
the specific fuel oil c<strong>on</strong>sumpti<strong>on</strong>.<br />
For further informati<strong>on</strong> about the possible countermeasures,<br />
please refer to our publicati<strong>on</strong> titled:<br />
Influence of Ambient Temperature C<strong>on</strong>diti<strong>on</strong>s<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at: www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’<br />
Arctic running c<strong>on</strong>diti<strong>on</strong><br />
For air inlet temperatures below �10 °C the precauti<strong>on</strong>s<br />
to be taken depend very much <strong>on</strong> the<br />
operating profile of the vessel. The following alternative<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>e of the possible countermeasures.<br />
The selecti<strong>on</strong> of countermeasures, however, must<br />
be evaluated in each individual case.<br />
<strong>MAN</strong> B&W S80MC, S80MC-C/ME-C, K80MC-C/ME-C, S70MC,<br />
S70MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC6<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
Exhaust gas receiver with variable by�pass<br />
Opti<strong>on</strong>: 4 60 118<br />
Compensati<strong>on</strong> for low ambient temperature can<br />
be obtained by using exhaust gas by�pass system.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> arrangement ensures that <strong>on</strong>ly part of the<br />
exhaust gas goes via the turbine of the turbocharger,<br />
thus supplying less energy to the compressor<br />
which, in turn, reduces the air supply to<br />
the engine.<br />
Please note that if an exhaust gas by�pass <str<strong>on</strong>g>is</str<strong>on</strong>g> applied<br />
the turbocharger size and specificati<strong>on</strong> has<br />
to be determined by other means than stated in<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> Chapter.<br />
Emergency Running C<strong>on</strong>diti<strong>on</strong><br />
Exhaust gas receiver with total by�pass flange<br />
and blank counterflange<br />
Opti<strong>on</strong>: 4 60 119<br />
By�pass of the total amount of exhaust gas round<br />
the turbocharger <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>ly used for emergency running<br />
in the event of turbocharger failure <strong>on</strong> engines,<br />
see Fig. 3.02.01.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> enables the engine to run at a higher load<br />
with <strong>on</strong>ly <strong>on</strong>e turbocharger under emergency<br />
c<strong>on</strong>diti<strong>on</strong>s. The engine’s exhaust gas receiver will<br />
in th<str<strong>on</strong>g>is</str<strong>on</strong>g> case be fitted with a by�pass flange of approximately<br />
the same diameter as the inlet pipe<br />
to the turbocharger. The emergency pipe <str<strong>on</strong>g>is</str<strong>on</strong>g> yard’s<br />
delivery.<br />
198 45 93�4.5
<strong>MAN</strong> B&W 3.02<br />
<strong>Turbo</strong>charger<br />
<strong>MAN</strong> B&W S80MC, S80MC-C/ME-C, K80MC-C/ME-C, S70MC,<br />
S70MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC6<br />
By-pass flange<br />
Exhaust receiver<br />
178 06 72�1.1<br />
Fig. 3.02.01: Total by�pass of exhaust for emergency<br />
running<br />
Centre of cylinder<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 2<br />
198 45 93�4.5
<strong>MAN</strong> B&W 3.03<br />
NOx Reducti<strong>on</strong> by SCR<br />
The NOx in the exhaust gas can be reduced with<br />
primary or sec<strong>on</strong>dary reducti<strong>on</strong> methods. Primary<br />
methods affect the engine combusti<strong>on</strong> process<br />
directly, whereas sec<strong>on</strong>dary methods reduce the<br />
em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> level without changing the engine performance<br />
using equipment that does not form<br />
part of the engine itself.<br />
For further informati<strong>on</strong> about em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> c<strong>on</strong>trol we<br />
refer to our publicati<strong>on</strong>:<br />
Exhaust Gas Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> C<strong>on</strong>trol Today and Tomorrow<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’<br />
Engine with Selective Catalytic Reducti<strong>on</strong> System<br />
Opti<strong>on</strong>: 4 60 135<br />
If a reducti<strong>on</strong> between 50 and 98% of NO x <str<strong>on</strong>g>is</str<strong>on</strong>g> required,<br />
the Selective Catalytic Reducti<strong>on</strong> (SCR)<br />
system has to be applied by adding amm<strong>on</strong>ia or<br />
urea to the exhaust gas before it enters a catalytic<br />
c<strong>on</strong>verter.<br />
The exhaust gas must be mixed with amm<strong>on</strong>ia before<br />
passing through the catalyst, and in order to<br />
encourage the chemical reacti<strong>on</strong> the temperature<br />
level has to be between 300 and 400 °C. During<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> process the NO x <str<strong>on</strong>g>is</str<strong>on</strong>g> reduced to N 2 and water.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> means that the SCR unit has to be located<br />
before the turbocharger <strong>on</strong> two�stroke engines<br />
because of their high thermal efficiency and thereby<br />
a relatively low exhaust gas temperature.<br />
The amount of amm<strong>on</strong>ia injected into the exhaust<br />
gas <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by a process computer<br />
and <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong> the NO x producti<strong>on</strong> at different<br />
loads measured during the testbed running. Fig.<br />
3.03.01.<br />
As the amm<strong>on</strong>ia <str<strong>on</strong>g>is</str<strong>on</strong>g> a combustible gas, it <str<strong>on</strong>g>is</str<strong>on</strong>g> supplied<br />
through a double�walled pipe system, with<br />
appropriate venting and fitted with an amm<strong>on</strong>ia<br />
leak detector (Fig. 3.03.01) which shows a simplified<br />
system layout of the SCR installati<strong>on</strong>.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B Engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
198 58 94-7.1
<strong>MAN</strong> B&W 3.03<br />
Air<br />
Orifice<br />
Air<br />
Process<br />
computer<br />
Air outlet<br />
Engine<br />
Static mixer<br />
Fig. 3.03.01: Layout of SCR system<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B Engines<br />
Air intake<br />
SCR reactor<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Evaporator<br />
Support<br />
Preheating and sealing oil<br />
Exhaust gas outlet<br />
Amm<strong>on</strong>ia<br />
tank<br />
Deck<br />
NO and O analysers<br />
x 2<br />
High efficiency turbocharger<br />
Page 2 of 2<br />
198 99 27�1.0<br />
198 58 94-7.1
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Electricity Producti<strong>on</strong><br />
4
<strong>MAN</strong> B&W 4.01<br />
Electricity Producti<strong>on</strong><br />
Introducti<strong>on</strong><br />
Next to power for propulsi<strong>on</strong>, electricity producti<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> the largest fuel c<strong>on</strong>sumer <strong>on</strong> board. The<br />
electricity <str<strong>on</strong>g>is</str<strong>on</strong>g> produced by using <strong>on</strong>e or more of the<br />
following types of machinery, either running al<strong>on</strong>e<br />
or in parallel:<br />
• Auxiliary diesel generating sets<br />
• Main engine driven generators<br />
• Steam driven turbogenerators<br />
• Emergency diesel generating sets.<br />
The machinery installed should be selected <strong>on</strong> the<br />
bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of an ec<strong>on</strong>omic evaluati<strong>on</strong> of first cost, operating<br />
costs, and the demand for man�hours for<br />
maintenance.<br />
In the following, technical informati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> given regarding<br />
main engine driven generators (PTO) and<br />
the auxiliary diesel generating sets produced by<br />
<strong>MAN</strong> <strong>Diesel</strong>.<br />
The possibility of using a turbogenerator driven by<br />
the steam produced by an exhaust gas boiler can<br />
be evaluated based <strong>on</strong> the exhaust gas data.<br />
Power Take Off<br />
With a generator coupled to a Power Take Off<br />
(PTO) from the main engine, electrical power<br />
can be produced based <strong>on</strong> the main engine’s<br />
low SFOC and the use of heavy fuel oil. Several<br />
standard<str<strong>on</strong>g>is</str<strong>on</strong>g>ed PTO systems are <str<strong>on</strong>g>available</str<strong>on</strong>g>, see Fig.<br />
4.01.01 and the de�signati<strong>on</strong>s in Fig. 4.01.02:<br />
• PTO/RCF<br />
(Power Take Off/RENK C<strong>on</strong>stant Frequency):<br />
Generator giving c<strong>on</strong>stant frequency, based <strong>on</strong><br />
mechanical�hydraulical speed c<strong>on</strong>trol.<br />
• PTO/CFE<br />
(Power Take Off/C<strong>on</strong>stant Frequency Electrical):<br />
Generator giving c<strong>on</strong>stant frequency, based <strong>on</strong><br />
electrical frequency c<strong>on</strong>trol.<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI, S60MC-C/ME-C/ME-GI/ME-B,<br />
S60MC, L60MC-C/ME-C, S50MC-C/ME-C, S50MC, S50ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 6<br />
• PTO/GCR<br />
(Power Take Off/Gear C<strong>on</strong>stant Ratio):<br />
Generator coupled to a c<strong>on</strong>stant ratio step�up<br />
gear, used <strong>on</strong>ly for engines running at c<strong>on</strong>stant<br />
speed.<br />
The DMG/CFE (Direct Mounted Generator/C<strong>on</strong>stant<br />
Frequency Electrical) and the SMG/CFE<br />
(Shaft Mounted Generator/C<strong>on</strong>stant Frequency<br />
Electrical) are special designs within the PTO/CFE<br />
group in which the generator <str<strong>on</strong>g>is</str<strong>on</strong>g> coupled directly to<br />
the main engine crankshaft and the intermediate<br />
shaft, respectively, without a gear. The electrical<br />
output of the generator <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by electrical<br />
frequency c<strong>on</strong>trol.<br />
Within each PTO system, several designs are<br />
<str<strong>on</strong>g>available</str<strong>on</strong>g>, depending <strong>on</strong> the positi<strong>on</strong>ing of the<br />
gear:<br />
• BW I:<br />
Gear with a vertical generator mounted <strong>on</strong>to the<br />
fore end of the diesel engine, without any c<strong>on</strong>necti<strong>on</strong>s<br />
to the ship structure.<br />
• BW II:<br />
A free�standing gear mounted <strong>on</strong> the tank top<br />
and c<strong>on</strong>nected to the fore end of the diesel engine,<br />
with a vertical or horiz<strong>on</strong>tal generator.<br />
• BW III:<br />
A crankshaft gear mounted <strong>on</strong>to the fore end<br />
of the diesel engine, with a side�mounted<br />
generator without any c<strong>on</strong>necti<strong>on</strong>s to the ship<br />
structure.<br />
• BW IV:<br />
A free�standing step�up gear c<strong>on</strong>nected to the<br />
intermediate shaft, with a horiz<strong>on</strong>tal generator.<br />
The most popular of the gear based alternatives<br />
are the BW III/RCF types for plants with a fixed<br />
pitch propeller (FPP) and the BW IV/GCR for<br />
plants with a c<strong>on</strong>trollable pitch propeller (CPP).<br />
The BW III/RCF requires no separate seating in<br />
the ship and <strong>on</strong>ly little attenti<strong>on</strong> from the shipyard<br />
with respect to alignment.<br />
198 57 40-2.0
<strong>MAN</strong> B&W 4.01<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 6<br />
Total<br />
Alternative types and layouts of shaft generators Design Seating efficiency (%)<br />
PTO/RCF<br />
PTO/CFE<br />
PTO/GCR<br />
1a 1b BW I/RCF On engine 88�91<br />
(vertical generator)<br />
2a 2b BW II/RCF On tank top 88�91<br />
3a 3b BW III/RCF On engine 88�91<br />
4a 4b BW IV/RCF On tank top 88�91<br />
5a 5b DMG/CFE On engine 84�88<br />
6a 6b SMG/CFE On tank top 84�88<br />
Fig. 4.01.01: Types of PTO<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI, S60MC-C/ME-C/ME-GI/ME-B,<br />
S60MC, L60MC-C/ME-C, S50MC-C/ME-C, S50MC, S50ME-B<br />
7 BW I/GCR On engine 92<br />
(vertical generator)<br />
8 BW II/GCR On tank top 92<br />
9 BW III/GCR On engine 92<br />
10 BW IV/GCR On tank top 92<br />
178 19 66�3.1<br />
198 57 40-2.0
<strong>MAN</strong> B&W 4.01<br />
Designati<strong>on</strong> of PTO<br />
For further informati<strong>on</strong>, please refer to our publicati<strong>on</strong><br />
titled:<br />
Shaft Generators for MC and ME engines<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at: www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’<br />
Power take off:<br />
BW III S60ME�C7/RCF 700�60<br />
Fig. 4.01.02: Example of designati<strong>on</strong> of PTO<br />
<strong>MAN</strong> B&W L/S70ME-C/ME-GI, S65ME-C/ME-GI,<br />
S60ME-C/ME-GI/ME-B, L60ME-C, S50ME-C/ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
50: 50 Hz<br />
60: 60 Hz<br />
kW <strong>on</strong> generator terminals<br />
RCF: Renk c<strong>on</strong>stant frequency unit<br />
CFE: Electrically frequency c<strong>on</strong>trolled unit<br />
GCR: Step�up gear with c<strong>on</strong>stant ratio<br />
Mark versi<strong>on</strong><br />
Engine type <strong>on</strong> which it <str<strong>on</strong>g>is</str<strong>on</strong>g> applied<br />
Layout of PTO: See Fig. 4.01.01<br />
Make: <strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 6<br />
178 06 49�0.0<br />
178 39 55�6.0<br />
198 53 85-5.3
<strong>MAN</strong> B&W 4.01<br />
PTO/RCF<br />
Side mounted generator, BWIII/RCF<br />
(Fig. 4.01.01, Alternative 3)<br />
The PTO/RCF generator systems have been developed<br />
in close cooperati<strong>on</strong> with the German<br />
gear manufacturer RENK. A complete package<br />
soluti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> offered, compr<str<strong>on</strong>g>is</str<strong>on</strong>g>ing a flexible coupling,<br />
a step�up gear, an epicyclic, variable�ratio gear<br />
with built�in clutch, hydraulic pump and motor,<br />
and a standard generator, see Fig. 4.01.03.<br />
For marine engines with c<strong>on</strong>trollable pitch propellers<br />
running at c<strong>on</strong>stant engine speed, the<br />
hydraulic system can be d<str<strong>on</strong>g>is</str<strong>on</strong>g>pensed with, i.e. a<br />
PTO/GCR design <str<strong>on</strong>g>is</str<strong>on</strong>g> normally used.<br />
Fig. 4.01.03 shows the principles of the PTO/RCF<br />
arrangement. As can be seen, a step�up gear box<br />
(called crankshaft gear) with three gear wheels<br />
RCFC<strong>on</strong>troller<br />
Hydrostatic pump<br />
Multid<str<strong>on</strong>g>is</str<strong>on</strong>g>c clutch<br />
Toothed coupling<br />
Operating panel<br />
in switchboard<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
Servo valve<br />
Hydrostatic motor<br />
Crankshaft gear<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 4 of 6<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> bolted directly to the frame box of the main<br />
engine. The bearings of the three gear wheels<br />
are mounted in the gear box so that the weight of<br />
the wheels <str<strong>on</strong>g>is</str<strong>on</strong>g> not carried by the crankshaft. In the<br />
frame box, between the crankcase and the gear<br />
drive, space <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for tuning wheel, counterweights,<br />
axial vibrati<strong>on</strong> damper, etc.<br />
The first gear wheel <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to the crankshaft<br />
via a special flexible coupling made in <strong>on</strong>e<br />
piece with a tooth coupling driving the crankshaft<br />
gear, thus <str<strong>on</strong>g>is</str<strong>on</strong>g>olating it against torsi<strong>on</strong>al and axial<br />
vibrati<strong>on</strong>s.<br />
By means of a simple arrangement, the shaft in<br />
the crankshaft gear carrying the first gear wheel<br />
and the female part of the toothed coupling can<br />
be moved forward, thus d<str<strong>on</strong>g>is</str<strong>on</strong>g>c<strong>on</strong>necting the two<br />
parts of the toothed coupling.<br />
Toothed<br />
coupling Generator<br />
Toothed coupling<br />
Fig. 4.01.03: Power take off with RENK c<strong>on</strong>stant frequency gear: BW III/RCF, opti<strong>on</strong>: 4 85 253<br />
Annulus ring<br />
Sun wheel<br />
Planetary gear wheel<br />
Crankshaft<br />
Elastic damping coupling<br />
178 23 22�2.1<br />
198 43 00�0.2
<strong>MAN</strong> B&W 4.01<br />
The power from the crankshaft gear <str<strong>on</strong>g>is</str<strong>on</strong>g> transferred,<br />
via a multi�d<str<strong>on</strong>g>is</str<strong>on</strong>g>c clutch, to an epicyclic<br />
variable�ratio gear and the generator. These are<br />
mounted <strong>on</strong> a comm<strong>on</strong> bedplate, bolted to brackets<br />
integrated with the engine bedplate.<br />
The BWIII/RCF unit <str<strong>on</strong>g>is</str<strong>on</strong>g> an epicyclic gear with a<br />
hydrostatic superpositi<strong>on</strong> drive. The hydrostatic<br />
input drives the annulus of the epicyclic gear in<br />
either directi<strong>on</strong> of rotati<strong>on</strong>, hence c<strong>on</strong>tinuously<br />
varying the gearing ratio to keep the generator<br />
speed c<strong>on</strong>stant throughout an engine speed<br />
variati<strong>on</strong> of 30%. In the standard layout, th<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
between 100% and 70% of the engine speed at<br />
specified MCR, but it can be placed in a lower<br />
range if required.<br />
The input power to the gear <str<strong>on</strong>g>is</str<strong>on</strong>g> divided into two<br />
paths – <strong>on</strong>e mechanical and the other hydrostatic<br />
– and the epicyclic differential combines the<br />
power of the two paths and transmits the combined<br />
power to the output shaft, c<strong>on</strong>nected to the<br />
generator. The gear <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with a hydrostatic<br />
motor driven by a pump, and c<strong>on</strong>trolled by an<br />
electr<strong>on</strong>ic c<strong>on</strong>trol unit. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> keeps the generator<br />
speed c<strong>on</strong>stant during single running as well as<br />
when running in parallel with other generators.<br />
The multi�d<str<strong>on</strong>g>is</str<strong>on</strong>g>c clutch, integrated into the gear input<br />
shaft, permits the engaging and d<str<strong>on</strong>g>is</str<strong>on</strong>g>engaging<br />
of the epicyclic gear, and thus the generator, from<br />
the main engine during operati<strong>on</strong>.<br />
An electr<strong>on</strong>ic c<strong>on</strong>trol system with a RENK c<strong>on</strong>troller<br />
ensures that the c<strong>on</strong>trol signals to the main<br />
electrical switchboard are identical to those for<br />
the normal auxiliary generator sets. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> applies<br />
to ships with automatic synchr<strong>on</strong><str<strong>on</strong>g>is</str<strong>on</strong>g>ing and load<br />
sharing, as well as to ships with manual switchboard<br />
operati<strong>on</strong>.<br />
Internal c<strong>on</strong>trol circuits and interlocking functi<strong>on</strong>s<br />
between the epicyclic gear and the electr<strong>on</strong>ic<br />
c<strong>on</strong>trol box provide automatic c<strong>on</strong>trol of the functi<strong>on</strong>s<br />
necessary for the reliable operati<strong>on</strong> and<br />
protecti<strong>on</strong> of the BWIII/RCF unit. If any m<strong>on</strong>itored<br />
value exceeds the normal operati<strong>on</strong> limits, a warning<br />
or an alarm <str<strong>on</strong>g>is</str<strong>on</strong>g> given depending up<strong>on</strong> the origin,<br />
severity and the extent of deviati<strong>on</strong> from the<br />
perm<str<strong>on</strong>g>is</str<strong>on</strong>g>sible values. The cause of a warning or an<br />
alarm <str<strong>on</strong>g>is</str<strong>on</strong>g> shown <strong>on</strong> a digital d<str<strong>on</strong>g>is</str<strong>on</strong>g>play.<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Extent of delivery for BWIII/RCF units<br />
Page 5 of 6<br />
The delivery compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es a complete unit ready to<br />
be built�<strong>on</strong> to the main engine. Fig. 4.02.01 shows<br />
the required space and the standard electrical<br />
output range <strong>on</strong> the generator terminals.<br />
Standard sizes of the crankshaft gears and the<br />
RCF units are designed for:<br />
700, 1200, 1800 and 2600 kW, while the generator<br />
sizes of make A. van Kaick are:<br />
Type<br />
DSG<br />
440 V<br />
1800<br />
kVA<br />
60 Hz<br />
r/min<br />
kW<br />
380 V<br />
1500<br />
kVA<br />
50 Hz<br />
r/min<br />
kW<br />
62 M2�4 707 566 627 501<br />
62 L1�4 855 684 761 609<br />
62 L2�4 1,056 845 940 752<br />
74 M1�4 1,271 1,017 1,137 909<br />
74 M2�4 1,432 1,146 1,280 1,024<br />
74 L1�4 1,651 1,321 1,468 1,174<br />
74 L2�4 1,924 1,539 1,709 1,368<br />
86 K1�4 1,942 1,554 1,844 1,475<br />
86 M1�4 2,345 1,876 2,148 1,718<br />
86 L2�4 2,792 2,234 2,542 2,033<br />
99 K1�4 3,222 2,578 2,989 2,391<br />
In the event that a larger generator <str<strong>on</strong>g>is</str<strong>on</strong>g> required,<br />
please c<strong>on</strong>tact <strong>MAN</strong> <strong>Diesel</strong>.<br />
178 34 89�3.1<br />
If a main engine speed other than the nominal <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
required as a bas<str<strong>on</strong>g>is</str<strong>on</strong>g> for the PTO operati<strong>on</strong>, it must<br />
be taken into c<strong>on</strong>siderati<strong>on</strong> when determining the<br />
ratio of the crankshaft gear. However, it has no<br />
influence <strong>on</strong> the space required for the gears and<br />
the generator.<br />
The PTO can be operated as a motor (PTI) as well<br />
as a generator by making some minor modificati<strong>on</strong>s.<br />
198 43 00�0.2
<strong>MAN</strong> B&W 4.01<br />
Yard deliveries are:<br />
1. Cooling water pipes to the built�<strong>on</strong> lubricating<br />
oil cooling system, including the valves.<br />
2. Electrical power supply to the lubricating oil<br />
stand�by pump built <strong>on</strong> to the RCF unit.<br />
3. Wiring between the generator and the operator<br />
c<strong>on</strong>trol panel in the switchboard.<br />
4. An external permanent lubricating oil filling�up<br />
c<strong>on</strong>necti<strong>on</strong> can be establ<str<strong>on</strong>g>is</str<strong>on</strong>g>hed in c<strong>on</strong>necti<strong>on</strong><br />
with the RCF unit. The system <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig.<br />
4.03.03 ‘Lubricating oil system for RCF gear’.<br />
The dosage tank and the pertaining piping<br />
are to be delivered by the yard. The size of the<br />
dosage tank <str<strong>on</strong>g>is</str<strong>on</strong>g> stated in the table for RCF gear<br />
in ‘Necessary capacities for PTO/RCF’ (Fig.<br />
4.03.02).<br />
The necessary preparati<strong>on</strong>s to be made <strong>on</strong><br />
the engine are specified in Figs. 4.03.01a and<br />
4.03.01b.<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 6 of 6<br />
Additi<strong>on</strong>al capacities required for BWIII/RCF<br />
The capacities stated in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’ for<br />
the main engine in questi<strong>on</strong> are to be increased<br />
by the additi<strong>on</strong>al capacities for the crankshaft<br />
gear and the RCF gear stated in Fig. 4.03.02.<br />
198 43 00�0.2
<strong>MAN</strong> B&W 4.02<br />
�<br />
�<br />
�<br />
�<br />
�<br />
The stated kW at the generator terminals <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> between 70% and 00% of the engine speed at specified MCR<br />
Space requirements have to be investigated case by case <strong>on</strong> plants with 2600 kW generator.<br />
Dimensi<strong>on</strong> H: <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>ly valid for A. van Kaick generator type DSG, enclosure IP23,<br />
frequency = 60 Hz, speed = 800 r/min<br />
Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BWlll S65-C/RCF<br />
� � �<br />
kW generator<br />
700 kW 1200 kW 1800 kW 2600 kW<br />
A 2,867 2,867 3,007 3,007<br />
B 632 632 632 632<br />
C 3,527 3,527 3,807 3,807<br />
D 3,923 3,923 4,203 4,203<br />
F ,682 ,802 ,922 2,032<br />
G 2,470 2,470 2,830 2,830<br />
H 2,028 2,530 2,9 5 4,235<br />
S 390 450 530 620<br />
System mass (kg) with generator:<br />
23,750 27,500 39, 00 52,550<br />
System mass (kg) without generator:<br />
2 ,750 24,850 34,800 47,350<br />
Page of<br />
178 36 29-6.1<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI8 198 49 15-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 4.03<br />
Engine preparati<strong>on</strong>s for PTO<br />
15<br />
13<br />
14<br />
12 10 21<br />
Alternator<br />
Bedframe<br />
RCFgear<br />
(if ordered)<br />
3 4<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
11<br />
2<br />
2<br />
5<br />
2<br />
8<br />
6<br />
16<br />
7<br />
1<br />
2<br />
Toothed coupling<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 6<br />
Crankshaft gear<br />
Fig. 4.03.01a: Engine preparati<strong>on</strong>s for PTO 178 57 15-7.0<br />
18<br />
17<br />
9<br />
19<br />
20<br />
22<br />
198 43 15�6.2
<strong>MAN</strong> B&W 4.03<br />
Pos.<br />
1 Special face <strong>on</strong> bedplate and frame box<br />
2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 6<br />
3 Machined washers placed <strong>on</strong> frame box part of face to ensure that it <str<strong>on</strong>g>is</str<strong>on</strong>g> flush with the face <strong>on</strong> the bedplate<br />
4 Rubber gasket placed <strong>on</strong> frame box part of face<br />
5 Shim placed <strong>on</strong> frame box part of face to ensure that it <str<strong>on</strong>g>is</str<strong>on</strong>g> flush with the face of the bedplate<br />
6 D<str<strong>on</strong>g>is</str<strong>on</strong>g>tance tubes and l<strong>on</strong>g bolts<br />
7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker<br />
8 Flange of crankshaft, normally the standard executi<strong>on</strong> can be used<br />
9 Studs and nuts for crankshaft flange<br />
10 Free flange end at lubricating oil inlet pipe (incl. blank flange)<br />
11 Oil outlet flange welded to bedplate (incl. blank flange)<br />
12 Face for brackets<br />
13 Brackets<br />
14 Studs for mounting the brackets<br />
15 Studs, nuts and shims for mounting of RCF�/generator unit <strong>on</strong> the brackets<br />
16 Shims, studs and nuts for c<strong>on</strong>necti<strong>on</strong> between crankshaft gear and RCF�/generator unit<br />
17 Engine cover with c<strong>on</strong>necting bolts to bedplate/frame box to be used for shop test without PTO<br />
18 Intermediate shaft between crankshaft and PTO<br />
19 Oil sealing for intermediate shaft<br />
20 Engine cover with hole for intermediate shaft and c<strong>on</strong>necting bolts to bedplate/frame box<br />
21 Plug box for electr<strong>on</strong>ic measuring instrument for checking c<strong>on</strong>diti<strong>on</strong> of axial vibrati<strong>on</strong> damper<br />
22 Tacho encoder for ME c<strong>on</strong>trol system or Alpha lubricati<strong>on</strong> system <strong>on</strong> MC engine<br />
23 Tacho trigger ring for ME c<strong>on</strong>trol system or Alpha lubricati<strong>on</strong> system <strong>on</strong> MC engine<br />
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<br />
BWIII/RCF A A A A B A B A A A A A B B A A A<br />
BWIII/CFE A A A A B A B A A A A A B B A A A<br />
BWII/RCF A A A A A A A<br />
BWII/CFE A A A A A A A<br />
BWI/RCF A A A A B A B A A A<br />
BWI/CFE A A A A B A B A A A A A<br />
DMG/CFE A A A B C A B A A A<br />
A: Preparati<strong>on</strong>s to be carried out by engine builder<br />
B: Parts supplied by PTO�maker<br />
C: See text of pos. no.<br />
Fig. 4.03.01b: Engine preparati<strong>on</strong>s for PTO<br />
178 89 34�2.0<br />
198 43 15�6.2
<strong>MAN</strong> B&W 4.03<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 6<br />
Crankshaft gear lubricated from the main engine lubricating oil system<br />
The figures are to be added to the main engine capacity l<str<strong>on</strong>g>is</str<strong>on</strong>g>t:<br />
Nominal output of generator kW 700 1,200 1,800 2,600<br />
Lubricating oil flow m3 /h 4.1 4.1 4.9 6.2<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 12.1 20.8 31.1 45.0<br />
RCF gear with separate lubricating oil system:<br />
Nominal output of generator kW 700 1,200 1,800 2,600<br />
Cooling water quantity m3 /h 14.1 22.1 30.0 39.0<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 55 92 134 180<br />
El. power for oil pump kW 11.0 15.0 18.0 21.0<br />
Dosage tank capacity m3 0.40 0.51 0.69 0.95<br />
El. power for Renk�c<strong>on</strong>troller 24V DC ± 10%, 8 amp<br />
From main engine:<br />
Design lube oil pressure: 2.25 bar<br />
Lube oil pressure at crankshaft gear: min. 1 bar<br />
Lube oil working temperature: 50 °C<br />
Lube oil type: SAE 30<br />
Fig. 4.03.02: Necessary capacities for PTO/RCF, BW III/RCF system<br />
C/D<br />
From purifier<br />
The dimensi<strong>on</strong>s<br />
of dosage tank<br />
depend <strong>on</strong> actual<br />
type of gear<br />
Main<br />
engine<br />
S S<br />
Lube oil<br />
bottom tank<br />
Fig. 4.03.03: Lubricating oil system for RCF gear<br />
To purifier<br />
DR<br />
DS<br />
C/D<br />
Cooling water inlet temperature: 36 °C<br />
Pressure drop across cooler: approximately 0.5 bar<br />
Fill pipe for lube oil system store tank (~ø32)<br />
Drain pipe to lube oil system drain tank (~ø40)<br />
Electric cable between Renk terminal at gearbox<br />
and operator c<strong>on</strong>trol panel in switchboard: Cable<br />
type FMGCG 19 x 2 x 0.5<br />
Engine<br />
oil<br />
Deck<br />
Filling pipe<br />
To main engine<br />
The letters refer to the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of flanges’,<br />
which will be extended by the engine builder,<br />
when PTO systems are built <strong>on</strong> the main engine<br />
178 33 85�0.0<br />
178 25 23�5.0<br />
198 43 15�6.2
<strong>MAN</strong> B&W 4.03<br />
DMG/CFE Generators<br />
Opti<strong>on</strong>: 4 85 259<br />
Fig. 4.01.01 alternative 5, shows the DMG/CFE<br />
(Direct Mounted Generator/C<strong>on</strong>stant Frequency<br />
Electrical) which <str<strong>on</strong>g>is</str<strong>on</strong>g> a low speed generator with<br />
its rotor mounted directly <strong>on</strong> the crankshaft and<br />
its stator bolted <strong>on</strong> to the frame box as shown in<br />
Figs. 4.03.04 and 4.03.05.<br />
The DMG/CFE <str<strong>on</strong>g>is</str<strong>on</strong>g> separated from the crankcase<br />
by a plate and a labyrinth stuffing box.<br />
The DMG/CFE system has been developed in cooperati<strong>on</strong><br />
with the German generator manufacturers<br />
Siemens and AEG, but similar types of generator<br />
can be supplied by others, e.g. Fuji, Taiyo<br />
and N<str<strong>on</strong>g>is</str<strong>on</strong>g>h<str<strong>on</strong>g>is</str<strong>on</strong>g>hiba in Japan.<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
Oil seal cover<br />
Synchr<strong>on</strong>ous<br />
c<strong>on</strong>denser<br />
Static frequency c<strong>on</strong>verter system<br />
Rotor<br />
Stator housing<br />
Fig. 4.03.04: Standard engine, with direct mounted generator (DMG/CFE)<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 4 of 6<br />
For generators in the normal output range, the<br />
mass of the rotor can normally be carried by the<br />
foremost main bearing without exceeding the perm<str<strong>on</strong>g>is</str<strong>on</strong>g>sible<br />
bearing load (see Fig. 4.03.05), but th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
must be checked by the engine manufacturer in<br />
each case.<br />
If the perm<str<strong>on</strong>g>is</str<strong>on</strong>g>sible load <strong>on</strong> the foremost main bearing<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> exceeded, e.g. because a tuning wheel<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> needed, th<str<strong>on</strong>g>is</str<strong>on</strong>g> does not preclude the use of a<br />
DMG/CFE.<br />
Cubicles:<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor<br />
C<strong>on</strong>verter<br />
Excitati<strong>on</strong><br />
C<strong>on</strong>trol<br />
Cooler<br />
To switchboard<br />
Support<br />
bearing<br />
178 06 73�3.1<br />
198 43 15�6.2
<strong>MAN</strong> B&W 4.03<br />
Air cooler<br />
Pole wheel<br />
Stator shell<br />
Stuffing box<br />
Standard engine, with direct<br />
mounted generator (DMG/CFE)<br />
Crankshaft<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
Main bearing No. 1<br />
Support<br />
bearing<br />
Pole wheel<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Air cooler<br />
Tuning wheel<br />
Fig. 4.03.05: Standard engine, with direct mounted generator and tuning wheel<br />
<strong>Diesel</strong> engine<br />
Excitati<strong>on</strong> c<strong>on</strong>verter<br />
Fig. 4.03.06: Diagram of DMG/CFE with static c<strong>on</strong>verter<br />
Mains, c<strong>on</strong>stant frequency<br />
DMG<br />
Static c<strong>on</strong>verter<br />
Stator shell<br />
Stuffing box<br />
Standard engine, with direct mounted<br />
generator and tuning wheel<br />
Crankshaft<br />
Synchr<strong>on</strong>ous<br />
c<strong>on</strong>denser<br />
G<br />
Smoothing reactor<br />
Page 5 of 6<br />
Main bearing No. 1<br />
178 06 63�7.1<br />
178 56 55�3.1<br />
198 43 15�6.2
<strong>MAN</strong> B&W 4.03<br />
In such a case, the problem <str<strong>on</strong>g>is</str<strong>on</strong>g> solved by installing<br />
a small, elastically supported bearing in fr<strong>on</strong>t of<br />
the stator housing, as shown in Fig. 4.03.05.<br />
As the DMG type <str<strong>on</strong>g>is</str<strong>on</strong>g> directly c<strong>on</strong>nected to the<br />
crankshaft, it has a very low rotati<strong>on</strong>al speed and,<br />
c<strong>on</strong>sequently, the electric output current has a<br />
low frequency – normally of the order of 15 Hz.<br />
Therefore, it <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary to use a static frequency<br />
c<strong>on</strong>verter between the DMG and the main<br />
switchboard. The DMG/CFE <str<strong>on</strong>g>is</str<strong>on</strong>g>, as standard, laid<br />
out for operati<strong>on</strong> with full output between 100%<br />
and 70% and with reduced output between 70%<br />
and 50% of the engine speed at specified MCR.<br />
Static c<strong>on</strong>verter<br />
The static frequency c<strong>on</strong>verter system (see Fig.<br />
4.03.06) c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a static part, i.e. thyr<str<strong>on</strong>g>is</str<strong>on</strong>g>tors and<br />
c<strong>on</strong>trol equipment, and a rotary electric machine.<br />
The DMG produces a three�phase alternating<br />
current with a low frequency, which varies in accordance<br />
with the main engine speed. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> alternating<br />
current <str<strong>on</strong>g>is</str<strong>on</strong>g> rectified and led to a thyr<str<strong>on</strong>g>is</str<strong>on</strong>g>tor inverter<br />
producing a three�phase alternating current<br />
with c<strong>on</strong>stant frequency.<br />
Since the frequency c<strong>on</strong>verter system uses a DC<br />
intermediate link, no reactive power can be supplied<br />
to the electric mains. To supply th<str<strong>on</strong>g>is</str<strong>on</strong>g> reactive<br />
power, a synchr<strong>on</strong>ous c<strong>on</strong>denser <str<strong>on</strong>g>is</str<strong>on</strong>g> used. The<br />
synchr<strong>on</strong>ous c<strong>on</strong>denser c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of an ordinary<br />
synchr<strong>on</strong>ous generator coupled to the electric<br />
mains.<br />
Extent of delivery for DMG/CFE units<br />
The delivery extent <str<strong>on</strong>g>is</str<strong>on</strong>g> a generator fully built�<strong>on</strong><br />
to the main engine including the synchr<strong>on</strong>ous<br />
c<strong>on</strong>denser unit and the static c<strong>on</strong>verter cubicles<br />
which are to be installed in the engine room.<br />
The DMG/CFE can, with a small modificati<strong>on</strong>,<br />
be operated both as a generator and as a motor<br />
(PTI).<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Yard deliveries are:<br />
Page 6 of 6<br />
1. Installati<strong>on</strong>, i.e. seating in the ship for the synchr<strong>on</strong>ous<br />
c<strong>on</strong>denser unit and for the static<br />
c<strong>on</strong>verter cubicles<br />
2. Cooling water pipes to the generator if water<br />
cooling <str<strong>on</strong>g>is</str<strong>on</strong>g> applied<br />
3. Cabling.<br />
The necessary preparati<strong>on</strong>s to be made <strong>on</strong><br />
the engine are specified in Figs. 4.03.01a and<br />
4.03.01b.<br />
SMG/CFE Generators<br />
The PTO SMG/CFE (see Fig. 4.01.01 alternative 6)<br />
has the same working principle as the PTO DMG/<br />
CFE, but instead of being located <strong>on</strong> the fr<strong>on</strong>t end<br />
of the engine, the alternator <str<strong>on</strong>g>is</str<strong>on</strong>g> installed aft of the<br />
engine, with the rotor integrated <strong>on</strong> the intermediate<br />
shaft.<br />
In additi<strong>on</strong> to the yard deliveries menti<strong>on</strong>ed for the<br />
PTO DMG/CFE, the shipyard must also provide<br />
the foundati<strong>on</strong> for the stator housing in the case<br />
of the PTO SMG/CFE.<br />
The engine needs no preparati<strong>on</strong> for the installati<strong>on</strong><br />
of th<str<strong>on</strong>g>is</str<strong>on</strong>g> PTO system.<br />
198 43 15�6.2
<strong>MAN</strong> B&W 4.04<br />
PTO type: BW II/GCR<br />
Power Take Off/Gear C<strong>on</strong>stant Ratio<br />
The PTO system type BWII/GCR illustrated in Fig.<br />
4.01.01 alternative 5 can generate electrical power<br />
<strong>on</strong> board ships equipped with a c<strong>on</strong>trollable pitch<br />
propeller, running at c<strong>on</strong>stant speed.<br />
The PTO unit <str<strong>on</strong>g>is</str<strong>on</strong>g> mounted <strong>on</strong> the tank top at the<br />
fore end of the engine see Fig. 4.04.01. The PTO<br />
generator <str<strong>on</strong>g>is</str<strong>on</strong>g> activated at sea, taking over the electrical<br />
power producti<strong>on</strong> <strong>on</strong> board when the main<br />
engine speed has stabil<str<strong>on</strong>g>is</str<strong>on</strong>g>ed at a level corresp<strong>on</strong>ding<br />
to the generator frequency required <strong>on</strong> board.<br />
The installati<strong>on</strong> length in fr<strong>on</strong>t of the engine, and<br />
thus the engine room length requirement, naturally<br />
exceeds the length of the engine aft end<br />
mounted shaft generator arrangements. However,<br />
there <str<strong>on</strong>g>is</str<strong>on</strong>g> some scope for limiting the space requirement,<br />
depending <strong>on</strong> the c<strong>on</strong>figurati<strong>on</strong> chosen.<br />
Fig. 4.04.01: Generic outline of Power Take Off (PTO) BW II/GCR<br />
<strong>MAN</strong> B&W S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S65MC-C/ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,<br />
S42MC, S40MC-C/ME-B, S/L35MC, S35MC-C/ME-B, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
PTO type: BW IV/GCR<br />
Page 1 of 3<br />
Power Take Off/Gear C<strong>on</strong>stant Ratio<br />
The shaft generator system, type PTO BW IV/<br />
GCR, installed in the shaft line (Fig. 4.01.01 alternative<br />
6) can generate power <strong>on</strong> board ships<br />
equipped with a c<strong>on</strong>trollable pitch propeller running<br />
at c<strong>on</strong>stant speed.<br />
The PTO system can be delivered as a tunnel gear<br />
with hollow flexible coupling or, alternatively, as<br />
a generator step�up gear with thrust bearing and<br />
flexible coupling integrated in the shaft line.<br />
The main engine needs no special preparati<strong>on</strong> for<br />
mounting these types of PTO systems as they are<br />
c<strong>on</strong>nected to the intermediate shaft.<br />
The PTO system installed in the shaft line can also<br />
be installed <strong>on</strong> ships equipped with a fixed pitch<br />
propeller or c<strong>on</strong>trollable pitch propeller running in<br />
Support bearing, if required<br />
Generator<br />
Elastic coupling<br />
Step-up gear<br />
178 18 22�5.0<br />
198 43 16�8.6
<strong>MAN</strong> B&W 4.04<br />
combinator mode. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> will, however, require an<br />
additi<strong>on</strong>al RENK C<strong>on</strong>stant Frequency gear (Fig.<br />
4.01.01 alternative 2) or additi<strong>on</strong>al electrical equipment<br />
for maintaining the c<strong>on</strong>stant frequency of<br />
the generated electric power.<br />
Tunnel gear with hollow flexible coupling<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> PTO system <str<strong>on</strong>g>is</str<strong>on</strong>g> normally installed <strong>on</strong> ships<br />
with a minor electrical power take off load compared<br />
to the propulsi<strong>on</strong> power, up to approximately<br />
25% of the engine power.<br />
The hollow flexible coupling <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>ly to be dimensi<strong>on</strong>ed<br />
for the maximum electrical load of the power take off<br />
system and th<str<strong>on</strong>g>is</str<strong>on</strong>g> gives an ec<strong>on</strong>omic advantage for minor<br />
power take off loads compared to the system with an<br />
ordinary flexible coupling integrated in the shaft line.<br />
The hollow flexible coupling c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of flexible<br />
segments and c<strong>on</strong>necting pieces, which allow<br />
replacement of the coupling segments without<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>mounting the shaft line, see Fig. 4.04.02.<br />
Fig. 4.04.02: Generic outline of BW IV/GCR, tunnel gear<br />
<strong>MAN</strong> B&W S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S65MC-C/ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,<br />
S42MC, S40MC-C/ME-B, S/L35MC, S35MC-C/ME-B, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 3<br />
Generator step�up gear and flexible coupling<br />
integrated in the shaft line<br />
For higher power take off loads, a generator<br />
step�up gear and flexible coupling integrated in<br />
the shaft line may be chosen due to first costs of<br />
gear and coupling.<br />
The flexible coupling integrated in the shaft line<br />
will transfer the total engine load for both propulsi<strong>on</strong><br />
and electrical power and must be dimensi<strong>on</strong>ed<br />
accordingly.<br />
The flexible coupling cannot transfer the thrust<br />
from the propeller and it <str<strong>on</strong>g>is</str<strong>on</strong>g>, therefore, necessary<br />
to make the gear�box with an integrated thrust<br />
bearing.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> type of PTO system <str<strong>on</strong>g>is</str<strong>on</strong>g> typically installed <strong>on</strong><br />
ships with large electrical power c<strong>on</strong>sumpti<strong>on</strong>,<br />
e.g. shuttle tankers.<br />
178 18 25�0.1<br />
198 43 16�8.6
<strong>MAN</strong> B&W 4.04<br />
Auxiliary Propulsi<strong>on</strong> System/Take Home System<br />
From time to time an Auxiliary Propulsi<strong>on</strong> System/<br />
Take Home System capable of driving the CP propeller<br />
by using the shaft generator as an electric<br />
motor <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>request</strong>ed.<br />
<strong>MAN</strong> <strong>Diesel</strong> can offer a soluti<strong>on</strong> where the<br />
CP propeller <str<strong>on</strong>g>is</str<strong>on</strong>g> driven by the alternator via a<br />
two�speed tunnel gear box. The electric power <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
produced by a number of GenSets. The main engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> d<str<strong>on</strong>g>is</str<strong>on</strong>g>engaged by a clutch (RENK KAZ) made<br />
as an integral part of the shafting. The clutch <str<strong>on</strong>g>is</str<strong>on</strong>g> installed<br />
between the tunnel gear box and the main<br />
engine, and c<strong>on</strong>ical bolts are used to c<strong>on</strong>nect and<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>c<strong>on</strong>nect the main engine and the shafting.<br />
See Figure 4.04.03.<br />
A thrust bearing, which transfers the auxiliary propulsi<strong>on</strong><br />
propeller thrust to the engine thrust bearing<br />
when the clutch <str<strong>on</strong>g>is</str<strong>on</strong>g> d<str<strong>on</strong>g>is</str<strong>on</strong>g>engaged, <str<strong>on</strong>g>is</str<strong>on</strong>g> built into the<br />
RENK KAZ clutch. When the clutch <str<strong>on</strong>g>is</str<strong>on</strong>g> engaged,<br />
the thrust <str<strong>on</strong>g>is</str<strong>on</strong>g> transferred statically to the engine<br />
thrust bearing through the thrust bearing built into<br />
the clutch.<br />
Hydraulic coupling<br />
Oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong> ring<br />
Fig. 4.04.03: Auxiliary propulsi<strong>on</strong> system<br />
<strong>MAN</strong> B&W S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S65MC-C/ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,<br />
S42MC, S40MC-C/ME-B, S/L35MC, S35MC-C/ME-B, S26MC<br />
Intermediate bearing<br />
Generator/motor<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 3<br />
To obtain high propeller efficiency in the auxiliary<br />
propulsi<strong>on</strong> mode, and thus also to minim<str<strong>on</strong>g>is</str<strong>on</strong>g>e the<br />
auxiliary power required, a two�speed tunnel gear,<br />
which provides lower propeller speed in the auxiliary<br />
propulsi<strong>on</strong> mode, <str<strong>on</strong>g>is</str<strong>on</strong>g> used.<br />
The two�speed tunnel gear box <str<strong>on</strong>g>is</str<strong>on</strong>g> made with a<br />
fricti<strong>on</strong> clutch which allows the propeller to be<br />
clutched in at full alternator/motor speed where<br />
the full torque <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g>. The alternator/motor <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
started in the de�clutched c<strong>on</strong>diti<strong>on</strong> with a start<br />
transformer.<br />
The system can quickly establ<str<strong>on</strong>g>is</str<strong>on</strong>g>h auxiliary propulsi<strong>on</strong><br />
from the engine c<strong>on</strong>trol room and/or bridge,<br />
even with unmanned engine room.<br />
Re�establ<str<strong>on</strong>g>is</str<strong>on</strong>g>hment of normal operati<strong>on</strong> requires<br />
attendance in the engine room and can be d<strong>on</strong>e<br />
within a few minutes.<br />
Two�speed tunnel gearbox<br />
Flexible coupling<br />
Renk KAZ clutch<br />
Main engine<br />
178 57 16-9.0<br />
198 43 16�8.6
<strong>MAN</strong> B&W<br />
Waste Heat Recovery Systems (WHR)<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> not applicable<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
4.05<br />
Page of<br />
198 66 47-4.0
<strong>MAN</strong> <strong>Diesel</strong> 4.06<br />
L16/24 GenSet Data<br />
Bore: 160 mm Stroke: 240 mm<br />
Power layout<br />
1,200 r/min 60 Hz 1,000 r/min 50 Hz<br />
Eng. kW Gen. kW Eng. kW Gen. kW<br />
5L16/24 500 475 450 430<br />
6L16/24 660 625 570 542<br />
7L16/24 770 730 665 632<br />
8L16/24 880 835 760 722<br />
9L16/24 990 940 855 812<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 3<br />
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)<br />
**Dry weight<br />
GenSet (t)<br />
5 (1,000 r/min) 2,751 1,400 4,151 2,457 9.5<br />
5 (1,200 r/min) 2,751 1,400 4,151 2,457 9.5<br />
6 (1,000 r/min) 3,026 1,490 4,516 2,457 10.5<br />
6 (1,200 r/min) 3,026 1,490 4,516 2,457 10.5<br />
7 (1,000 r/min) 3,501 1,585 5,086 2,457 11.4<br />
7 (1,200 r/min) 3,501 1,585 5,086 2,457 11.4<br />
8 (1,000 r/min) 3,776 1,680 5,456 2,495 12.4<br />
8 (1,200 r/min) 3,776 1,680 5,456 2,457 12.4<br />
9 (1,000 r/min) 4,151 1,680 5,731 2,495 13.1<br />
9 (1,200 r/min) 4,151 1,680 5,731 2,495 13.1<br />
P Free passage between the engines, width 600 mm and height 2,000 mm<br />
Q Min. d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between engines: 1,800 mm<br />
* Depending <strong>on</strong> alternator<br />
** Weight incl. standard alternator (based <strong>on</strong> a Leroy Somer alternator)<br />
All dimensi<strong>on</strong>s and masses are approximate and subject to change without prior notice.<br />
Fig. 4.06.01: Power and outline of L16/24<br />
A<br />
C<br />
B<br />
H<br />
P<br />
830 1000<br />
Q<br />
178 23 03�1.0<br />
178 33 87�4.3<br />
198 42 05�4.5
<strong>MAN</strong> <strong>Diesel</strong> 4.06<br />
L16/24 GenSet Data<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 3<br />
Cyl. 5 6 7 8 9<br />
Max. c<strong>on</strong>tinuous rating at 1,000 rpm kW 450 540 630 720 810<br />
Engine Driven Pumps:<br />
H.T. cooling water pump (2.0 bar)** m 3 /h 10.9 12.7 14.5 16.3 18.1<br />
L.T. cooling water pump (1.7 bar)** m 3 /h 15.7 18.9 22.0 25.1 28.3<br />
Lubricating oil (3-5.0 bar) m 3 /h 21 23 24 26 28<br />
External Pumps:<br />
<strong>Diesel</strong> oil pump (5 bar at fuel oil inlet A1) m³/h 0.31 0.38 0.44 0.50 0.57<br />
Fuel oil supply pump (4 bar d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m³/h 0.15 0.18 0.22 0.25 0.28<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.32 0.38 0.45 0.51 0.57<br />
Cooling Capacities:<br />
Lubricating oil kW 79 95 110 126 142<br />
Charge air L.T. kW 43 51 60 68 77<br />
*Flow L.T. at 36°C inlet and 44°C outlet m 3 /h 13.1 15.7 18.4 21.0 23.6<br />
Jacket cooling kW 107 129 150 171 193<br />
Charge air H.T kW 107 129 150 171 193<br />
Gas Data:<br />
Exhaust gas flow kg/h 3,321 3,985 4,649 5,314 5,978<br />
Exhaust gas temp. °C 330 330 330 330 330<br />
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h 3,231 3,877 4,523 5,170 5,816<br />
Starting Air System:<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm 0.47 0.56 0.65 0.75 0.84<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm 0.80 0.96 1.12 1.28 1.44<br />
Heat Radiati<strong>on</strong>:<br />
Engine kW 11 13 15 17 19<br />
Alternator kW (see separate data from the alternator maker)<br />
The stated heat balances are based <strong>on</strong> tropical c<strong>on</strong>diti<strong>on</strong>s, the flows are based <strong>on</strong> ISO ambient c<strong>on</strong>diti<strong>on</strong>.<br />
* The outlet temperature of the H.T. water <str<strong>on</strong>g>is</str<strong>on</strong>g> fixed to 80°C, and<br />
44°C for L.T. water. At different inlet temperatures the flow will<br />
change accordingly.<br />
Example: if the inlet temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> 25°C, then the L.T. flow will<br />
change to (44-36)/(44-25)*100 = 42% of the original flow. If the<br />
temperature r<str<strong>on</strong>g>is</str<strong>on</strong>g>es above 36°C, then the L.T. outlet will r<str<strong>on</strong>g>is</str<strong>on</strong>g>e accordingly.<br />
** Max. perm<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> inlet pressure 2.0 bar.<br />
Fig. 4.06.02a: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L16/24 1,000 rpm, IMO Tier I. Tier II values <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
178 56 53-3.0<br />
198 42 05�4.5
<strong>MAN</strong> <strong>Diesel</strong> 4.06<br />
L16/24 GenSet Data<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 3<br />
Cyl. 5 6 7 8 9<br />
Max c<strong>on</strong>tinues rating 1,200 rpm kW 500 660 770 880 990<br />
Engine driven pumps:<br />
LT cooling water pump 2 bar m³/h 27 27 27 27 27<br />
HT cooling water pump 2 bar m³/h 27 27 27 27 27<br />
Lubricating oil main pump 8 bar m³/h 21 21 35 35 35<br />
Separate pumps:<br />
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5<br />
<strong>Diesel</strong> oil pump (5 bar at fuel oil inlet A1) m³/h 0.35 0.46 0.54 0.61 0.69<br />
Fuel oil supply pump (4 bar d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m³/h 0.17 0.22 0.26 0.30 0.34<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.35 0.46 0.54 0.62 0.70<br />
Cooling capacity:<br />
Lubricating oil kW 79 103 122 140 159<br />
Charge air LT kW 40 57 70 82 95<br />
Total LT system kW 119 160 192 222 254<br />
Flow LT at 36°C inlet and 44°C outlet m³/h 13 17 21 24 27<br />
Jacket cooling kW 119 162 191 220 249<br />
Charge air HT kW 123 169 190 211 230<br />
Total HT system kW 242 331 381 431 479<br />
Flow HT at 44°Cinlet and 80°C outlet m³/h 6 8 9 10 11<br />
Total from engine kW 361 491 573 653 733<br />
LT flow at 36°C inlet m³/h 13 17 21 24 27<br />
LT temp. Outlet engine<br />
(at 36°C and 1 string cooling water system)<br />
°C 60 61 60 60 59<br />
Gas Data:<br />
Exhaust gas flow kg/h 3,400 4,600 5,500 6,200 7,000<br />
Exhaust gas temp. °C 330 340 340 340 340<br />
Max. Allowable back press. bar 0.025 0.025 0.025 0.025 0.025<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h 3,280 4,500 5,300 6,000 6,800<br />
Starting Air System:<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm 0.47 0.56 0.65 0.75 0.84<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm 0.80 0.96 1.12 1.28 1.44<br />
Heat Radiati<strong>on</strong>:<br />
Engine kW 9 13 15 18 21<br />
Alternator kW (see separate data from the alternator maker)<br />
The stated heat balances are based <strong>on</strong> tropical c<strong>on</strong>diti<strong>on</strong>s. The exhaust gas data (exhaust gas flow, exhaust gas temp.<br />
and air c<strong>on</strong>sumpti<strong>on</strong>). are based <strong>on</strong> ISO ambient c<strong>on</strong>diti<strong>on</strong>.<br />
* The outlet temperature of the HT water <str<strong>on</strong>g>is</str<strong>on</strong>g> fixed to 80°C, and 44°C for the LT water<br />
At different inlet temperature the flow will change accordingly.<br />
Example: If the inlet temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> 25°C then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow.<br />
If the temperature r<str<strong>on</strong>g>is</str<strong>on</strong>g>es above 36°C, then the L.T. outlet will r<str<strong>on</strong>g>is</str<strong>on</strong>g>e acordingly.<br />
Fig. 4.06.02b: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L16/24 1,200 rpm, IMO Tier I. Tier II values <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
198 42 05�4.5
<strong>MAN</strong> <strong>Diesel</strong> 4.07<br />
L21/31 GenSet Data<br />
Fig. 4.07.01: Power and outline of L21/31<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
Bore: 210 mm Stroke: 310 mm<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Power layout<br />
900 r/min 60 Hz 1,000 r/min 50 Hz<br />
Eng. kW Gen. kW Eng. kW Gen. kW<br />
5L21/31 1,000 950 1,000 950<br />
6L21/31 1,320 1,254 1,320 1,254<br />
7L21/31 1,540 1,463 1,540 1,463<br />
8L21/31 1,760 1,672 1,760 1,672<br />
9L21/31 1,980 1,881 1,980 1,881<br />
A B<br />
C<br />
P Free passage between the engines, width 600 mm and height 2000 mm.<br />
Q Min. d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between engines: 2400 mm (without gallery) and 2600 mm (with galley)<br />
* Depending <strong>on</strong> alternator<br />
** Weight incl. standard alternator (based <strong>on</strong> a Uljanik alternator)<br />
All dimensi<strong>on</strong>s and masses are approximate, and subject to changes without prior notice.<br />
H<br />
P<br />
1,200 1,400<br />
Q<br />
Page 1 of 3<br />
Cyl. no A (mm) * B (mm) * C (mm) H (mm)<br />
**Dry weight<br />
GenSet (t)<br />
5 (900 rpm) 3,959 1,820 5,829 3,183 21.5<br />
5 (1000 rpm) 3,959 1,870 5,829 3,183 21.5<br />
6 (900 rpm) 4,314 2,000 6,314 3,183 23.7<br />
6 (1000 rpm) 4,314 2,000 6,314 3,183 23.7<br />
7 (900 rpm) 4,669 1,970 6,639 3,183 25.9<br />
7 (1000 rpm) 4,669 1,970 6,639 3,183 25.9<br />
8 (900 rpm) 5,024 2,250 7,274 3,289 28.5<br />
8 (1000 rpm) 5,024 2,250 7,274 3,289 28.5<br />
9 (900 rpm) 5,379 2,400 7,779 3,289 30.9<br />
9 (1000 rpm) 5,379 2,400 7,779 3,289 30.9<br />
178 23 04�3.2<br />
198 42 06�6.5
<strong>MAN</strong> <strong>Diesel</strong> 4.07<br />
L21/31 GenSet Data<br />
Fig. 4.07.02a: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L21/31, 900 rpm, IMO Tier I. Tier II values <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 3<br />
Cyl. 5 6 7 8 9<br />
Maximum c<strong>on</strong>tinuous rating at 900 rpm kW 950 1,320 1,540 1,760 1,980<br />
Engine-driven pumps:<br />
LT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55<br />
HT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55<br />
Lubricating oil pump (3-5 bar) m³/h 31 31 41 41 41<br />
External pumps:<br />
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5<br />
<strong>Diesel</strong> oil pump (5 bar at fuel oil inlet A1) m³/h 0.65 0.91 1.06 1.21 1.36<br />
Fuel oil supply pump (4 bar d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m³/h 0.32 0.44 0.52 0.59 0.67<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.66 0.92 1.07 1.23 1.38<br />
Cooling capacities:<br />
Lubricating oil kW 195 158 189 218 247<br />
LT charge air kW 118 313 366 418 468<br />
Total LT system kW 313 471 555 636 715<br />
LT flow at 36°C inlet and 44°C outlet* m³/h 27.0 44.0 48.1 51.9 54.0<br />
Jacket cooling kW 154 274 326 376 427<br />
HT charge air kW 201 337 383 429 475<br />
Total HT system kW 355 611 709 805 902<br />
HT flow at 44°C inlet and 80°C outlet* m³/h 8.5 19.8 22.6 25.3 27.9<br />
Total from engine kW 668 1082 1264 1441 1617<br />
LT flow from engine at 36°C inlet m³/h 27.0 43.5 47.6 51.3 53.5<br />
LT outlet temperature from engine at 36°C inlet °C 55 58 59 61 63<br />
( 1-string cooling water system )<br />
Gas data:<br />
Exhaust gas flow kg/h 6,679 9,600 11,200 12,800 14,400<br />
Exhaust gas temperature at turbine outlet °C 335 348 348 348 348<br />
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h 6,489 9,330 10,900 12,400 14,000<br />
Starting air system:<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start incl. air for jet ass<str<strong>on</strong>g>is</str<strong>on</strong>g>t Nm³ 1.0 1.2 1.4 1.6 1.8<br />
Heat radiati<strong>on</strong>:<br />
Engine kW 49 50 54 58<br />
Alternator kW ( See separate data from alternator maker )<br />
The stated heat balances are based <strong>on</strong> 100% load and tropical<br />
c<strong>on</strong>diti<strong>on</strong>.<br />
The mass flows and exhaust gas temperature are based <strong>on</strong> ISO<br />
ambient c<strong>on</strong>diti<strong>on</strong>.<br />
* The outlet temperature of the HT water <str<strong>on</strong>g>is</str<strong>on</strong>g> fixed to 80°C, and<br />
44°C for the LT water.<br />
At different inlet temperature the flow will change accordingly.<br />
Example: If the inlet temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> 25°C then the LT flow will<br />
change to (44-36)/(44-25)*100 = 42% of the original flow.<br />
The HT flow will not change.<br />
17856 53-3.0<br />
198 42 06�6.5
<strong>MAN</strong> <strong>Diesel</strong> 4.07<br />
L21/31 GenSet Data<br />
Fig. 4.07.02a: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L21/31, 1,000 rpm, IMO Tier I. Tier II values <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 3<br />
Cyl. 5 6 7 8 9<br />
Maximum c<strong>on</strong>tinuous rating at 1000 rpm kW 1,000 1,320 1,540 1,760 1,980<br />
Engine-driven pumps:<br />
LT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61<br />
HT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61<br />
Lubricating oil pump (3-5 bar) m³/h 34 34 46 46 46<br />
External pumps:<br />
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5<br />
<strong>Diesel</strong> oil pump (5 bar at fuel oil inlet A1) m³/h 0.69 0.92 1.08 1.23 1.38<br />
Fuel oil supply pump (4 bar d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m³/h 0.34 0.45 0.53 0.60 0.68<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.93 1.09 1.25 1.40<br />
Cooling capacities:<br />
Lubricating oil kW 206 162 192 222 252<br />
LT charge air kW 125 333 388 443 499<br />
Total LT system kW 331 495 580 665 751<br />
LT flow at 36°C inlet and 44°C outlet* m³/h 35.5 47.8 52.1 56.2 60.5<br />
Jacket cooling kW 163 280 332 383 435<br />
HT charge air kW 212 361 411 460 509<br />
Total HT system kW 374 641 743 843 944<br />
HT flow at 44°C inlet and 80°C outlet* m³/h 8.9 20.9 23.9 26.7 29.5<br />
Total from engine kW 705 1136 1323 1508 1695<br />
LT flow from engine at 36°C inlet m³/h 35.5 47.2 51.5 55.6 59.9<br />
LT outlet temperature from engine at 36°C inlet °C 53 57 59 60 61<br />
(1-string cooling water system)<br />
Gas data:<br />
Exhaust gas flow kg/h 6,920 10,200 11,900 13,600 15,300<br />
Exhaust gas temperature at turbine outlet °C 335 333 333 333 333<br />
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h 6,720 9,940 11,600 13,200 14,900<br />
Starting air system:<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start incl. air for jet ass<str<strong>on</strong>g>is</str<strong>on</strong>g>t Nm³ 1.0 1.2 1.4 1.6 1.8<br />
Heat radiati<strong>on</strong>:<br />
Engine kW 21 47 50 54 56<br />
Alternator kW ( See separate data from alternator maker )<br />
The stated heat balances are based <strong>on</strong> 100% load and tropical<br />
c<strong>on</strong>diti<strong>on</strong>.<br />
The mass flows and exhaust gas temperature are based <strong>on</strong> ISO<br />
ambient c<strong>on</strong>diti<strong>on</strong>.<br />
* The outlet temperature of the HT water <str<strong>on</strong>g>is</str<strong>on</strong>g> fixed to 80°C, and<br />
44°C for the LT water.<br />
At different inlet temperature the flow will change accordingly.<br />
Example: If the inlet temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> 25°C then the LT flow will<br />
change to (44-36)/(44-25)*100 = 42% of the original flow.<br />
The HT flow will not change.<br />
17856 53-3.0<br />
198 42 06�6.5
<strong>MAN</strong> <strong>Diesel</strong> 4.08<br />
L23/30H GenSet Data<br />
P Free passage between the engines, width 600 mm and height 2,000 mm<br />
Q Min. d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between engines: 2,250 mm<br />
* Depending <strong>on</strong> alternator<br />
** Weight includes a standard alternator, make A. van Kaick<br />
All dimensi<strong>on</strong>s and masses are approximate and subject to change without prior notice.<br />
Fig. 4.08.01: Power and outline of L23/30H<br />
A<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
Bore: 225 mm Stroke: 300 mm<br />
C<br />
B<br />
Power layout<br />
720 r/min 60 Hz 750 r/min 50 Hz 900 r/min 60 Hz<br />
Eng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW<br />
5L23/30H 650 620 675 640<br />
6L23/30H 780 740 810 770 960 910<br />
7L23/30H 910 865 945 900 1,120 1,065<br />
8L23/30H 1,040 990 1,080 1,025 1,280 1,215<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
H<br />
1,270<br />
P<br />
Q<br />
1,600<br />
Page 1 of 3<br />
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)<br />
**Dry weight<br />
GenSet (t)<br />
5 (720 r/min) 3,369 2,155 5,524 2,383 18.0<br />
5 (750 r/min) 3,369 2,155 5,524 2,383 18.0<br />
6 (720 r/min) 3,738 2,265 6,004 2,383 19.7<br />
6 (750 r/min) 3,738 2,265 6,004 2,383 19.7<br />
6 (900 r/min) 3,738 2,265 6,004 2,815 21.0<br />
7 (720 r/min) 4,109 2,395 6,504 2,815 21.4<br />
7 (750 r/min) 4,109 2,395 6,504 2,815 21.4<br />
7 (900 r/min) 4,109 2,395 6,504 2,815 22.8<br />
8 (720 r/min) 4,475 2,480 6,959 2,815 23.5<br />
8 (750 r/min) 4,475 2,480 6,959 2,815 23.5<br />
8 (900 r/min) 4,475 2,340 6,815 2,815 24.5<br />
178 23 06�7.0<br />
178 34 53�7.1<br />
198 42 07�8.5
<strong>MAN</strong> <strong>Diesel</strong> 4.08<br />
L23/30H GenSet Data<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Cyl. 5 6 7 8<br />
Page 2 of 3<br />
Max. c<strong>on</strong>tinuous rating at 720/750 RPM kW 650/675 780/810 910/945 1,040/1,080<br />
Engine-driven Pumps:<br />
Fuel oil feed pump (5.5-7.5 bar) m 3 /h 1.0 1.0 1.0 1.0<br />
L.T. cooling water pump (1-2.5 bar) m 3 /h 55 55 55 55<br />
H.T. cooling water pump (1-2.5 bar) m 3 /h 36 36 36 36<br />
Lub. oil main pump (3-5 bar) m 3 /h 16 16 20 20<br />
Separate Pumps:<br />
<strong>Diesel</strong> oil pump (4 bar at fuel oil inlet A1) m³/h 0.46/0.48 0.55/0.57 0.64/0.67 0.73/0.76<br />
Fuel oil supply pump *** (4 bar d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m 3 /h 0.22/0.23 0.27/0.28 0.31/0.33 0.36/0.37<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.46/0.48 0.56/0.58 0.65/0.67 0.74/0.77<br />
L.T. cooling water pump* (1-2.5 bar) m 3 /h 35 42 48 55<br />
L.T. cooling water pump** (1-2.5 bar) m 3 /h 48 54 60 73<br />
H.T. cooling water pump (1-2.5 bar) m 3 /h 20 24 28 32<br />
Lub. oil stand-by pump (3-5 bar) m 3 /h 14.0 15.0 16.0 17.0<br />
Cooling Capacities:<br />
Lubricating Oil:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 69 84 98 112<br />
L.T. cooling water quantity* m3 /h 5.3 6.4 7.5 8.5<br />
L.T. cooling water quantity** m3 /h 18 18 18 25<br />
Lub. oil temp. inlet cooler °C 67 67 67 67<br />
L.T. cooling water temp. inlet cooler<br />
Charge Air:<br />
°C 36 36 36 36<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 251 299 348 395<br />
L.T. cooling water quantity m3 /h 30 36 42 48<br />
L.T. cooling water inlet cooler °C 36 36 36 36<br />
Jacket Cooling:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 182 219 257 294<br />
H.T. cooling water quantity m 3 /h 20 24 28 32<br />
H.T. cooling water temp. inlet cooler °C 77 77 77 77<br />
Gas Data:<br />
Exhaust gas flow kg/h 5,510 6,620 7,720 8,820<br />
Exhaust gas temp. °C 310 310 310 310<br />
Max. allowable back. press. bar 0.025 0.025 0.025 0.025<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/s 1.49 1.79 2.09 2.39<br />
Starting Air System:<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm 3 2.0 2.0 2.0 2.0<br />
Heat Radiati<strong>on</strong>:<br />
Engine kW 21 25 29 34<br />
Generator kW (See separat data from generator maker)<br />
The stated heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>, capacities of gas and engine-driven pumps are given at 720 RPM. Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> gas and pump capacities<br />
at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet <str<strong>on</strong>g>is</str<strong>on</strong>g> 32° C instead of 36°C.<br />
Based <strong>on</strong> tropical c<strong>on</strong>diti<strong>on</strong>s, except for exhaust flow and air c<strong>on</strong>sumpti<strong>on</strong> which are based <strong>on</strong> ISO c<strong>on</strong>diti<strong>on</strong>s.<br />
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.<br />
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.<br />
*** To compensate for built <strong>on</strong> pumps, ambient c<strong>on</strong>diti<strong>on</strong>, calorific value and adequate circulati<strong>on</strong>s flow. The ISO fuel oil c<strong>on</strong>sumpti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
multiplied by 1.45.<br />
Fig. 4.08.02a: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L23/30H, 720/750 rpm, IMO Tier I.<br />
198 42 07�8.5
<strong>MAN</strong> <strong>Diesel</strong> 4.08<br />
L23/30H GenSet Data<br />
Fig. 4.08.02b: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L23/30H, 900 rpm, IMO Tier I.<br />
<strong>MAN</strong> B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
Cyl. 6 7 8<br />
Max. c<strong>on</strong>tinuous rating at 900 RPM kW 960 1,120 1,280<br />
Engine-driven Pumps:<br />
Fuel oil feed pump (5.5-7.5 bar) m 3 /h 1.3 1.3 1.3<br />
L.T. cooling water pump (1-2.5 bar) m 3 /h 69 69 69<br />
H.T. cooling water pump (1-2.5 bar) m 3 /h 45 45 45<br />
Lub. oil main pump (3.5-5 bar) m 3 /h 20 20 20<br />
Separate Pumps:<br />
<strong>Diesel</strong> oil pump (4 bar at fuel oil inlet A1) m³/h 0.69 0.81 0.92<br />
Fuel oil supply pump*** (4 bar d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m 3 /h 0.34 0.40 0.45<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.82 0.94<br />
L.T. cooling water pump* (1-2.5 bar) m 3 /h 52 61 70<br />
L.T. cooling water pump** (1-2.5 bar) m 3 /h 63 71 85<br />
H.T. cooling water pump (1-2.5 bar) m 3 /h 30 35 40<br />
Lub. oil stand-by pump (3.5-5 bar) m 3 /h 17 18 19<br />
Cooling Capacities:<br />
Lubricating Oil:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 117 137 158<br />
L.T. cooling water quantity* m 3 /h 7.5 8.8 10.1<br />
SW L.T. cooling water quantity** m 3 /h 18 18 25<br />
Lub. oil temp. inlet cooler °C 67 67 67<br />
L.T. cooling water temp. inlet cooler °C 36 36 36<br />
Charge Air:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 369 428 487<br />
L.T. cooling water quantity m 3 /h 46 53 61<br />
L.T. cooling water inlet cooler °C 36 36 36<br />
Jacket Cooling:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 239 281 323<br />
H.T. cooling water quantity m 3 /h 30 35 40<br />
H.T. cooling water temp. inlet cooler °C 77 77 77<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 3<br />
Gas Data:<br />
Exhaust gas flow kg/h 8,370 9,770 11,160<br />
Exhaust gas temp. °C 325 325 325<br />
Max. allowable back. press. bar 0.025 0.025 0.025<br />
Air c<strong>on</strong>sumpti<strong>on</strong><br />
Startiang Air System:<br />
kg/s 2.25 2.62 3.00<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm3 2.0 2.0 2.0<br />
Haeat Radiati<strong>on</strong>:<br />
Engine kW 32 37 42<br />
Generator kW (See separat data from generator maker)<br />
If L.T. cooling are sea water, the L.T. inlet <str<strong>on</strong>g>is</str<strong>on</strong>g> 32° C instead of 36° C.<br />
Based <strong>on</strong> tropical c<strong>on</strong>diti<strong>on</strong>s, except for exhaust flow and air c<strong>on</strong>sumpti<strong>on</strong> which are based <strong>on</strong> ISO c<strong>on</strong>diti<strong>on</strong>s.<br />
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.<br />
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.<br />
*** To compensate for built <strong>on</strong> pumps, ambient c<strong>on</strong>diti<strong>on</strong>, calorific value and adequate circulati<strong>on</strong>s flow. The ISO fuel oil c<strong>on</strong>sumpti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
multiplied by 1.45.<br />
198 42 07�8.5
<strong>MAN</strong> <strong>Diesel</strong> 4.09<br />
L27/38 GenSet Data<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C, K90MC-C/ME/ME-C,<br />
S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46ME-B, S40ME-B, S35ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 3<br />
Bore: 270 mm Stroke: 380 mm<br />
Power layout<br />
720 r/min 60 Hz 750 r/min 50 Hz<br />
720/750 r/min<br />
(MGO/MDO)<br />
60/50 Hz<br />
(MGO/MDO)<br />
Eng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW<br />
5L27/38 1,500 1,440 1,600 1,536 - -<br />
6L27/38 1,980 1,900 1,980 1,900 2,100 2,016<br />
7L27/38 2,310 2,218 2,310 2,218 2,450 2,352<br />
8L27/38 2,640 2,534 2,640 2,534 2,800 2,688<br />
9L27/38 2,970 2,851 2,970 2,851 3,150 3,054<br />
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)<br />
**Dry weight<br />
GenSet (t)<br />
5 (720 r/min) 4,346 2,486 6,832 3,628 42.3<br />
5 (750 r/min) 4,346 2,486 6,832 3,628 42.3<br />
6 (720 r/min) 4,791 2,766 7,557 3,712 45.8<br />
6 (750 r/min) 4,791 2,766 7,557 3,712 46.1<br />
7 (720 r/min) 5,236 2,766 8,002 3,712 52.1<br />
7 (750 r/min) 5,236 2,766 8,002 3,712 52.1<br />
8 (720 r/min) 5,681 2,986 8,667 3,899 56.3<br />
8 (750 r/min) 5,681 2,986 8,667 3,899 58.3<br />
9 (720 r/min) 6,126 2,986 9,112 3,899 63.9<br />
9 (750 r/min) 6,126 2,986 9,112 3,899 63.9<br />
Fig. 4.09.01: Power and outline of L27/38<br />
A<br />
C<br />
P Free passage between the engines, width 600 mm and height 2,000 mm<br />
Q Min. d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between engines: 2,900 mm (without gallery) and 3,100 mm (with gallery)<br />
* Depending <strong>on</strong> alternator<br />
** Weight includes a standard alternator<br />
All dimensi<strong>on</strong>s and masses are approximate and subject to change without prior notice.<br />
B<br />
H<br />
1,480<br />
P<br />
Q<br />
1,770<br />
1,285<br />
178 23 07�9.0<br />
178 33 89�8.2<br />
198 42 09�1.5
<strong>MAN</strong> <strong>Diesel</strong> 4.09<br />
L27/38 GenSet Data<br />
Fig. 4.09.02a: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L27/38, 720 rpm, IMO Tier I. Tier II values <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C, K90MC-C/ME/ME-C,<br />
S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46ME-B, S40ME-B, S35ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 3<br />
Cyl. 5 6 7 8 9<br />
Max c<strong>on</strong>tinues rating 720 RPM kW 1,500 1,980 2,310 2,640 2,970<br />
Engine driven pumps:<br />
LT cooling water pump (2.5 bar) m³/h 58 58 58 58 58<br />
HT cooling water pump (2.5 bar) m³/h 58 58 58 58 58<br />
Lubricating oil main pump (8 bar) m³/h 64 64 92 92 92<br />
Separate pumps:<br />
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5<br />
<strong>Diesel</strong> oil pump (5 bar at fuel oil inlet A1) m³/h 1.02 1.33 1.55 1.77 2.00<br />
Fuel oil Supply pump (4 bar at d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m³/h 0.50 0.66 0.76 0.87 0.98<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.03 1.35 1.57 1.80 2.02<br />
Cooling capacity:<br />
Lubricating oil kW 206 283 328 376 420<br />
Charge air LT kW 144 392 436 473 504<br />
Total LT system kW 350 675 764 849 924<br />
Flow LT at 36°C inlet and 44°C outlet m³/h 38 58 58 58 58<br />
Jacket cooling kW 287 486 573 664 754<br />
Charge air HT kW 390 558 640 722 802<br />
Total HT system kW 677 1,044 1,213 1,386 1,556<br />
Flow HT at 44°Cinlet and 80°C outlet m³/h 16 22 27 32 38<br />
Total from engine kW 1,027 1,719 1,977 2,235 2,480<br />
LT flow at 36°C inlet m³/h 38 58 58 58 58<br />
LT temp. Outlet engine °C 59 58 61 64 68<br />
(at 36°C and 1 string cooling water system)<br />
Gas Data:<br />
Exhaust gas flow kg/h 10,476 15,000 17,400 19,900 22,400<br />
Exhaust gas temp. °C 330 295 295 295 295<br />
Max. Allowable back press. bar 0,025 0,025 0,025 0,025 0,025<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h 10,177 14,600 17,000 19,400 21,800<br />
Starting Air System:<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm 3 2,5 2,9 3,3 3,8 4,3<br />
Heat Radiati<strong>on</strong>:<br />
Engine kW 53 64 75 68 73<br />
Alternator kW (see separate data from the alternator maker)<br />
The stated heat balances are based <strong>on</strong> tropical c<strong>on</strong>diti<strong>on</strong>s.<br />
The exhaust gas data (exhaust gas flow, exhaust gas temp.<br />
and air c<strong>on</strong>sumpti<strong>on</strong>). are based <strong>on</strong> ISO ambient c<strong>on</strong>diti<strong>on</strong>.<br />
* The outlet temperature of the HT water <str<strong>on</strong>g>is</str<strong>on</strong>g> fixed to 80°C, and<br />
44°C for the LT water<br />
At different inlet temperature the flow will change accordingly.<br />
Example: If the inlet temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> 25°C then the LT flow will<br />
change to (46-36)/(46-25)*100 = 53% of the original flow.<br />
The HT flow will not change.<br />
178 48 63�6.1<br />
198 42 09�1.5
<strong>MAN</strong> <strong>Diesel</strong> 4.09<br />
L27/38 GenSet Data<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C, K90MC-C/ME/ME-C,<br />
S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46ME-B, S40ME-B, S35ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 3<br />
Cyl. 5 6 7 8 9<br />
Max c<strong>on</strong>tinues rating 750 RPM kW 1,600 1,980 2,310 2,640 2,970<br />
Engine driven pumps:<br />
LT cooling water pump 2.5 bar m³/h 70 70 70 70 70<br />
HT cooling water pump 2.5 bar m³/h 70 70 70 70 70<br />
Lubricating oil main pump 8 bar m³/h 66 66 96 96 96<br />
Separate pumps:<br />
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5<br />
<strong>Diesel</strong> oil pump (5 bar at fuel oil inlet A1) m³/h 1.10 1.34 1.57 1.79 2.01<br />
Fuel oil supply pump (4 bar d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m³/h 0.54 0.66 0.77 0.88 0.99<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.11 1.36 1.59 1.81 2.04<br />
Cooling capacity:<br />
Lubricating oil kW 217 283 328 376 420<br />
Charge air LT kW 155 392 436 473 504<br />
Total LT system kW 372 675 764 849 924<br />
Flow LT at 36°C inlet and 44°C outlet m³/h 40 70 70 70 70<br />
Jacket cooling kW 402 486 573 664 754<br />
Charge air HT kW 457 558 640 722 802<br />
Total HT system kW 859 1,044 1,213 1,386 1,556<br />
Flow HT at 44°Cinlet and 80°C outlet m³/h 21 22 27 32 38<br />
Total from engine kW 1,231 1,719 1,977 2,235 2,480<br />
LT flow at 36°C inlet m³/h 40 70 70 70 70<br />
LT temp. Outlet engine °C 62 55 58 61 64<br />
(at 36°C and 1 string cooling water system)<br />
Gas Data:<br />
Exhaust gas flow kg/h 11,693 15,000 17,400 19,900 22,400<br />
Exhaust gas temp. °C 330 305 305 305 305<br />
Max. Allowable back press. bar 0.025 0.025 0.025 0.025 0.025<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h 11,662 14,600 17,000 19,400 21,800<br />
Starting Air System:<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm 3 2.5 2.9 3.3 3.8 4.3<br />
Heat Radiati<strong>on</strong>:<br />
Engine kW 54 64 75 68 73<br />
Alternator kW (see separate data from the alternator maker)<br />
The stated heat balances are based <strong>on</strong> tropical c<strong>on</strong>diti<strong>on</strong>s.<br />
The exhaust gas data (exhaust gas flow, exhaust gas temp.<br />
and air c<strong>on</strong>sumpti<strong>on</strong>). are based <strong>on</strong> ISO ambient c<strong>on</strong>diti<strong>on</strong>.<br />
* The outlet temperature of the HT water <str<strong>on</strong>g>is</str<strong>on</strong>g> fixed to 80°C, and<br />
44°C for the LT water<br />
At different inlet temperature the flow will change accordingly.<br />
Example: If the inlet temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> 25°C then the LT flow will<br />
change to (46-36)/(46-25)*100 = 53% of the original flow.<br />
The HT flow will not change.<br />
Fig. 4.09.02b: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L27/38, 750 rpm, IMO Tier I. Tier II values <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
178 48 63�6.1<br />
198 42 09�1.5
<strong>MAN</strong> <strong>Diesel</strong> 4.10<br />
L28/32H GenSet Data<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C, K90MC-C/ME/ME-C,<br />
S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46ME-B, S40ME-B, S35ME-B<br />
Bore: 280 mm Stroke: 320 mm<br />
Power layout<br />
720 r/min 60 Hz 750 r/min 50 Hz<br />
Eng. kW Gen. kW Eng. kW Gen. kW<br />
5L28/32H 1,050 1,000 1,100 1,045<br />
6L28/32H 1,260 1,200 1,320 1,255<br />
7L28/32H 1,470 1,400 1,540 1,465<br />
8L28/32H 1,680 1,600 1,760 1,670<br />
9L28/32H 1,890 1,800 1,980 1,880<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)<br />
**Dry weight<br />
GenSet (t)<br />
5 (720 r/min) 4,279 2,400 6,679 3,184 32.6<br />
5 (750 r/min) 4,279 2,400 6,679 3,184 32.6<br />
6 (720 r/min) 4,759 2,510 7,269 3,184 36.3<br />
6 (750 r/min) 4,759 2,510 7,269 3,184 36.3<br />
7 (720 r/min) 5,499 2,680 8,179 3,374 39.4<br />
7 (750 r/min) 5,499 2,680 8,179 3,374 39.4<br />
8 (720 r/min) 5,979 2,770 8,749 3,374 40.7<br />
8 (750 r/min) 5,979 2,770 8,749 3,374 40.7<br />
9 (720 r/min) 6,199 2,690 8,889 3,534 47.1<br />
9 (750 r/min) 6,199 2,690 8,889 3,534 47.1<br />
P Free passage between the engines, width 600 mm and height 2,000 mm<br />
Q Min. d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between engines: 2,655 mm (without gallery) and 2,850 mm (with gallery)<br />
* Depending <strong>on</strong> alternator<br />
** Weight includes a standard alternator, make A. van Kaick<br />
All dimensi<strong>on</strong>s and masses are approximate and subject to change without prior notice.<br />
Fig. 4.10.01: Power and outline of L28/32H<br />
A<br />
C<br />
B<br />
H P<br />
1,490<br />
Q<br />
1,800<br />
1,126<br />
178 23 09�2.0<br />
178 33 92�1.3<br />
198 42 10�1.5
<strong>MAN</strong> <strong>Diesel</strong> 4.10<br />
L28/32H GenSet Data<br />
Max. c<strong>on</strong>tinuous rating at<br />
Fig. 4.10.02: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities for L28/32H, IMO Tier I.<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C, K90MC-C/ME/ME-C,<br />
S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,<br />
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,<br />
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46ME-B, S40ME-B, S35ME-B<br />
720/<br />
750 RPM kW<br />
Cyl. 5 6 7 8 9<br />
1,050/<br />
1,100<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
1,260/<br />
1,320<br />
1,470/<br />
1,540<br />
1,680/<br />
1,760<br />
Engine-driven Pumps:<br />
Fuel oil feed pump (5.5-7.5 bar) m 3 /h 1.4 1.4 1.4 1.4 1.4<br />
L.T. cooling water pump (1-2.5 bar) m 3 /h 45 60 75 75 75<br />
H.T. cooling water pump (1-2.5 bar) m 3 /h 45 45 60 60 60<br />
Lub. oil main pump (3-5 bar) m 3 /h 23 23 31 31 31<br />
Page 2 of 2<br />
1,890/<br />
1,980<br />
Separate Pumps:<br />
<strong>Diesel</strong> oil Pump (4 bar at fuel oil inlet A1) m³/h 0.73/0.77 0.88/0.92 1.02/1.08 1.17/1.23 1.32/1.38<br />
Fuel oil supply pump *** (4 bar d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure) m 3 /h 0.36/0.38 0.43/0.45 0.50/0.53 0.57/0.60 0.64/0.68<br />
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.74/0.78 0.89/0.93 1.04/1.09 1.18/1.25 1.33/1.40<br />
L.T. cooling water pump* (1-2.5 bar) m 3 /h 45 54 65 77 89<br />
L.T. cooling water pump** (1-2.5 bar) m 3 /h 65 73 95 105 115<br />
H.T. cooling water pump (1-2.5 bar) m 3 /h 37 45 50 55 60<br />
Lub. oil stand-by pump (3-5 bar) m 3 /h 22 23 25 27 28<br />
Cooling Capacities:<br />
Lubricating Oil:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 105 127 149 172 194<br />
L.T. cooling water quantity* m3 /h 7.8 9.4 11.0 12.7 14.4<br />
SW L.T. cooling water quantity** m3 /h 28 28 40 40 40<br />
Lub. oil temp. inlet cooler °C 67 67 67 67 67<br />
L.T. cooling water temp. inlet cooler °C 36 36 36 36 36<br />
Charge Air:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 393 467 541 614 687<br />
L.T. cooling water quantity m 3 /h 37 45 55 65 75<br />
L.T. cooling water inlet cooler °C 36 36 36 36 36<br />
Jacket Cooling:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 264 320 375 432 489<br />
H.T. cooling water quantity m 3 /h 37 45 50 55 60<br />
H.T. cooling water temp. inlet cooler °C 77 77 77 77 77<br />
Gas Data:<br />
Exhaust gas flow kg/h 9,260 11,110 12,970 14,820 16,670<br />
Exhaust gas temp. °C 305 305 305 305 305<br />
Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/s 2.51 3.02 3.52 4.02 4.53<br />
Starting Air System:<br />
Air c<strong>on</strong>sumpti<strong>on</strong> per start Nm 3 2.5 2.5 2.5 2.5 2.5<br />
Heat Radiati<strong>on</strong>:<br />
Engine kW 26 32 38 44 50<br />
Generator kW (See separat data from generator maker)<br />
The stated heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>, capacities of gas and engine-driven pumps are given at 720 RPM. Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> gas and pump capacities<br />
at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet <str<strong>on</strong>g>is</str<strong>on</strong>g> 32° C instead of 36°C.<br />
Based <strong>on</strong> tropical c<strong>on</strong>diti<strong>on</strong>s, except for exhaust flow and air c<strong>on</strong>sumpti<strong>on</strong> which are based <strong>on</strong> ISO c<strong>on</strong>diti<strong>on</strong>s.<br />
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.<br />
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.<br />
*** To compensate for built <strong>on</strong> pumps, ambient c<strong>on</strong>diti<strong>on</strong>, calorific value and adequate circulati<strong>on</strong>s flow. The ISO fuel oil c<strong>on</strong>sumpti<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> multiplied by 1.45.<br />
198 42 10�1.5
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Installati<strong>on</strong> Aspects<br />
5
<strong>MAN</strong> B&W 5.01<br />
Space Requirements and Overhaul Heights<br />
The latest versi<strong>on</strong> of most of the drawings of th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for download at www.mandiesel.com<br />
under ‘Marine’ → ‘Low Speed’ → ‘Installati<strong>on</strong><br />
Drawings’. First choose engine series, then<br />
engine type and select from the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of drawings<br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> for download.<br />
Space Requirements for the Engine<br />
The space requirements stated in Secti<strong>on</strong> 5.02<br />
are valid for engines rated at nominal MCR (L 1 ).<br />
The additi<strong>on</strong>al space needed for engines<br />
equipped with PTO <str<strong>on</strong>g>is</str<strong>on</strong>g> stated in Chapter 4.<br />
If, during the project stage, the outer dimensi<strong>on</strong>s<br />
of the turbocharger seem to cause problems, it<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> possible, for the same number of cylinders, to<br />
use turbochargers with smaller dimensi<strong>on</strong>s by<br />
increasing the indicated number of turbochargers<br />
by <strong>on</strong>e, see Chapter 3.<br />
Overhaul of Engine<br />
The d<str<strong>on</strong>g>is</str<strong>on</strong>g>tances stated from the centre of the crankshaft<br />
to the crane hook are for the normal lifting<br />
procedure and the reduced height lifting procedure<br />
(involving tilting of main comp<strong>on</strong>ents). The<br />
lifting capacity of a normal engine room crane can<br />
be found in Fig. 5.04.01.<br />
The area covered by the engine room crane shall<br />
be wide enough to reach any heavy spare part required<br />
in the engine room.<br />
A lower overhaul height <str<strong>on</strong>g>is</str<strong>on</strong>g>, however, <str<strong>on</strong>g>available</str<strong>on</strong>g> by<br />
using the <strong>MAN</strong> B&W Double�Jib crane, built by<br />
Dan<str<strong>on</strong>g>is</str<strong>on</strong>g>h Crane Building A/S, shown in Figs. 5.04.02<br />
and 5.04.03.<br />
Please note that the d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance ‘E’ in Fig. 5.02.01,<br />
given for a double�jib crane <str<strong>on</strong>g>is</str<strong>on</strong>g> from the centre<br />
of the crankshaft to the lower edge of the deck<br />
beam.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
A special crane beam for d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling the turbocharger<br />
must be fitted. The lifting capacity of the<br />
crane beam for d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling the turbocharger <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
stated in Secti<strong>on</strong> 5.03.<br />
The overhaul tools for the engine are designed<br />
to be used with a crane hook according to DIN<br />
15400, June 1990, material class M and load capacity<br />
1Am and dimensi<strong>on</strong>s of the single hook<br />
type according to DIN 15401, part 1.<br />
The total length of the engine at the crankshaft<br />
level may vary depending <strong>on</strong> the equipment to<br />
be fitted <strong>on</strong> the fore end of the engine, such as<br />
adjustable counterweights, tuning wheel, moment<br />
compensators or PTO.<br />
198 43 75�4.6
<strong>MAN</strong> B&W 5.02<br />
Space Requirement<br />
Free space<br />
for maintenance<br />
K L M<br />
A<br />
A<br />
Cyl. 1<br />
Page 1 of 2<br />
Fig. 5.02.01a: Space requirement for the engine, turbocharger <strong>on</strong> exhaust side (4 59 122) 515 90 52-7.1.0<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI8-TII 198 78 08-6.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
A<br />
Deck beam<br />
H3<br />
H1/H2<br />
Tank top<br />
Lub. oil tank<br />
Minimum access c<strong>on</strong>diti<strong>on</strong>s around the engine to be used for an escape route <str<strong>on</strong>g>is</str<strong>on</strong>g> 600 mm.<br />
F G<br />
Engine room crane<br />
0<br />
Cofferdam<br />
Cofferdam<br />
The dimensi<strong>on</strong>s are given in mm, and are for guidance <strong>on</strong>ly. If the dimensi<strong>on</strong>s cannot be fulfilled, please c<strong>on</strong>tact <strong>MAN</strong> <strong>Diesel</strong> or our<br />
local representative.<br />
N<br />
I J<br />
Cofferdam<br />
V˚<br />
P<br />
B<br />
E<br />
D<br />
C
<strong>MAN</strong> B&W 5.02<br />
Cyl. No. 5 6 7 8<br />
A 1,105 Cylinder d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
B 1,460 D<str<strong>on</strong>g>is</str<strong>on</strong>g>tance from crankshaft centre line to foundati<strong>on</strong><br />
C 3,957 4,037 4,092 4,157<br />
Fig. 5.02.01b: Space requirement for the engine<br />
Page 2 of 2<br />
The dimensi<strong>on</strong> includes a cofferdam of 600 mm and must fulfil minimum<br />
height to tank top according to classificati<strong>on</strong> rules<br />
D*<br />
7,635<br />
7,285<br />
7,350<br />
7,635<br />
7,476<br />
7,595<br />
7,635<br />
7,486<br />
7,595<br />
7,635<br />
7,486<br />
7,595<br />
<strong>MAN</strong> <strong>Diesel</strong> TCA<br />
ABB TPL<br />
Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi MET<br />
Dimensi<strong>on</strong>s according to turbocharger choice at nominal<br />
MCR<br />
E*<br />
3,987<br />
3,827<br />
3,871<br />
4,466<br />
4,304<br />
4,234<br />
4,766<br />
4,604<br />
4,534<br />
4,866<br />
4,704<br />
4,185<br />
<strong>MAN</strong> <strong>Diesel</strong> TCA<br />
ABB TPL<br />
Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi MET<br />
Dimensi<strong>on</strong>s according to turbocharger choice at nominal<br />
MCR<br />
F 3,460 See drawing: ‘Engine Top Bracing’, if top bracing fitted <strong>on</strong> camshaft side<br />
G<br />
-<br />
-<br />
-<br />
5,545<br />
-<br />
-<br />
5,545<br />
-<br />
-<br />
5,545<br />
-<br />
-<br />
<strong>MAN</strong> <strong>Diesel</strong> TCA<br />
ABB TPL<br />
Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi MET<br />
The required space to the engine room casing includes<br />
mechanical top bracing<br />
H1* 11,950 Minimum overhaul height, normal lifting procedure<br />
H2* 11,225 Minimum overhaul height, reduced height lifting procedure<br />
H3* 11,025<br />
The minimum d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance from crankshaft centre line to lower edge of deck<br />
beam, when using <strong>MAN</strong> B&W Double Jib Crane<br />
I 2,062 Length from crankshaft centre line to outer side bedplate<br />
J 460 Space for tightening c<strong>on</strong>trol of holding down bolts<br />
K See text<br />
K must be equal to or larger than the propeller shaft, if the propeller shaft <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
to be drawn into the engine room<br />
L* 7,614 8,698 9,782 10,866 Minimum length of a basic engine, without 2 nd order moment compensators<br />
M ≈ 800 Free space in fr<strong>on</strong>t of engine<br />
N 4,692 D<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between outer foundati<strong>on</strong> girders<br />
O 2,160 Minimum crane operati<strong>on</strong> area<br />
P See text See drawing: ‘Crane beam for <strong>Turbo</strong>charger’ for overhaul of turbocharger<br />
V 0°, 15°, 30°, 45°, 60°, 75°, 90°<br />
Maximum 30° when engine room has minimum headroom above the turbocharger<br />
* The min. engine room crane height <str<strong>on</strong>g>is</str<strong>on</strong>g> ie. dependent <strong>on</strong> the choice of crane, see the actual heights “H1”, “H2” or<br />
“H3”.<br />
The min. engine room height <str<strong>on</strong>g>is</str<strong>on</strong>g> dependent <strong>on</strong> “H1”, “H2”, “H3” or “E+D”.<br />
Max. length of engine see the engine outline drawing<br />
Length of engine with PTO see corresp<strong>on</strong>ding space requirement<br />
517 71 34-1.0.0<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI8-TII 198 78 08-6.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 5.03<br />
Crane beam for overhaul of turbocharger<br />
For the overhaul of a turbocharger, a crane beam<br />
with trolleys <str<strong>on</strong>g>is</str<strong>on</strong>g> required at each end of the turbocharger.<br />
Two trolleys are to be <str<strong>on</strong>g>available</str<strong>on</strong>g> at the compressor<br />
end and <strong>on</strong>e trolley <str<strong>on</strong>g>is</str<strong>on</strong>g> needed at the gas inlet end.<br />
Crane beam no. 1 <str<strong>on</strong>g>is</str<strong>on</strong>g> for d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling of turbocharger<br />
comp<strong>on</strong>ents.<br />
Crane beam no. 2 <str<strong>on</strong>g>is</str<strong>on</strong>g> for transporting turbocharger<br />
comp<strong>on</strong>ents.<br />
See Figs. 5.03.01a and 5.03.02.<br />
The crane beams can be omitted if the main engine<br />
room crane also covers the turbocharger area.<br />
The crane beams are used and dimensi<strong>on</strong>ed for<br />
lifting the following comp<strong>on</strong>ents:<br />
• Exhaust gas inlet casing<br />
• <strong>Turbo</strong>charger inlet silencer<br />
• Compressor casing<br />
• Turbine rotor with bearings<br />
The crane beams are to be placed in relati<strong>on</strong> to the<br />
turbocharger(s) so that the comp<strong>on</strong>ents around the<br />
gas outlet casing can be removed in c<strong>on</strong>necti<strong>on</strong><br />
with overhaul of the turbocharger(s).<br />
Main engine/aft cylinder<br />
HB<br />
a<br />
Crane beam for<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling of<br />
comp<strong>on</strong>ents<br />
Gas outlet flange<br />
Crane beam<br />
Crane hook<br />
<strong>Turbo</strong>charger<br />
Fig. 5.03.01a: Required height and d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
Crane beam for<br />
transportati<strong>on</strong> of<br />
comp<strong>on</strong>ents<br />
b<br />
Engine room side<br />
178 52 34�0.1<br />
Page 1 of 3<br />
The crane beam can be bolted to brackets that<br />
are fastened to the ship structure or to columns<br />
that are located <strong>on</strong> the top platform of the engine.<br />
The lifting capacity of the crane beam for the<br />
heaviest comp<strong>on</strong>ent ‘W’, <str<strong>on</strong>g>is</str<strong>on</strong>g> indicated in Fig.<br />
5.03.01b for the various turbocharger makes. The<br />
crane beam shall be dimensi<strong>on</strong>ed for lifting the<br />
weight ‘W’ with a deflecti<strong>on</strong> of some 5 mm <strong>on</strong>ly.<br />
HB indicates the positi<strong>on</strong> of the crane hook in the<br />
vertical plane related to the centre of the turbocharger.<br />
HB and b also specifies the minimum<br />
space for d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling.<br />
For engines with the turbocharger(s) located <strong>on</strong><br />
the exhaust side, EoD No. 4 59 122, the letter<br />
‘a’ indicates the d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between vertical centrelines<br />
of the engine and the turbocharger.<br />
<strong>MAN</strong> B&W<br />
Units TCA66 TCA77 TCA88<br />
W kg 1,200 2,000 3,000<br />
HB mm 1,600 1,800 2,000<br />
b m 700 800 1,000<br />
ABB<br />
Units TPL77 TPL80 TPL85<br />
W kg 1,000 1,500 3,000<br />
HB mm 1,550 1,900 2,200<br />
b m 700 800 1,000<br />
ABB<br />
Units A175 A180 A185 A190<br />
W kg<br />
HB mm Available <strong>on</strong> <strong>request</strong><br />
b m<br />
Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi<br />
Units MET53 MET60 MET66 MET71 MET83<br />
W kg 1,000 1,000 1,500 1,800 2,700<br />
HB mm 1,500 1,600 1,800 1,800 2,200<br />
b m 700 700 800 800 800<br />
The figures ‘a’ are stated <strong>on</strong> the ‘Engine and Gallery Outline’<br />
drawing, Secti<strong>on</strong> 5.06.<br />
Fig. 5.03.01b: Required height and d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance and weight<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI8 198 78 09-8.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 5.03<br />
Crane beam for turbochargers<br />
<strong>MAN</strong> B&W K98MC/ME6/7, K98MC-C/ME�C6/7, S90MC-C/ME�C7/8,<br />
K90MC-C/ME-C6, K90ME/ME�C9, S80MC6, 80MC-C7/8, S<br />
80ME�C7/8/9, K80MC-C6, K80ME�C6/9, S70MC6,<br />
S70MC-C/ME�C/ME�GI7/8, L70MC-C/ME�C7/8, S65ME�C/ME�GI7/8,<br />
S60ME�C/ME�GI7/8, S60ME�B8, L60ME�C7/8<br />
Crane beam for transportati<strong>on</strong> of comp<strong>on</strong>ents<br />
Crane beam for d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling of comp<strong>on</strong>ents<br />
Spares<br />
Fig. 5.03.02: Crane beam for turbocharger<br />
Crane beam for d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling of comp<strong>on</strong>ents<br />
Crane beam for transportati<strong>on</strong> of comp<strong>on</strong>ents<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 3<br />
178 52 74�6.0<br />
198 48 48�8.2
<strong>MAN</strong> B&W 5.03<br />
Crane beam for overhaul of air cooler<br />
Overhaul/exchange of scavenge air cooler.<br />
Valid for air cooler design for the following engines<br />
with more than <strong>on</strong>e turbochargers mounted <strong>on</strong> the<br />
exhaust side.<br />
1. D<str<strong>on</strong>g>is</str<strong>on</strong>g>mantle all the pipes in the area around the<br />
air cooler.<br />
2. D<str<strong>on</strong>g>is</str<strong>on</strong>g>mantle all the pipes around the inlet cover<br />
for the cooler.<br />
3. Take out the cooler insert by using the above<br />
placed crane beam mounted <strong>on</strong> the engine.<br />
4. Turn the cooler insert to an upright positi<strong>on</strong>.<br />
5. D<str<strong>on</strong>g>is</str<strong>on</strong>g>mantle the platforms below the air cooler.<br />
<strong>MAN</strong> B&W K98MC/ME6/7, K98MC-C/ME�C6/7, S90MC-C/ME�C7/8,<br />
K90MC-C/ME-C6, K90ME/ME�C9, S80MC6, 80MC-C7/8, S<br />
80ME�C7/8/9, K80MC-C6, K80ME�C6/9, S70MC6,<br />
S70MC-C/ME�C/ME�GI7/8, L70MC-C/ME�C7/8, S65ME�C/ME�GI7/8,<br />
S60ME�C/ME�GI7/8, S60ME�B8, L60ME�C7/8<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 3<br />
6. Lower down the cooler insert between the gallery<br />
brackets and down to the engine room<br />
floor.<br />
Make sure that the cooler insert <str<strong>on</strong>g>is</str<strong>on</strong>g> supported,<br />
e.g. <strong>on</strong> a wooden support.<br />
7. Move the air cooler insert to an area covered<br />
by the engine room crane using the lifting<br />
beam mounted below the lower gallery of the<br />
engine.<br />
8. By using the engine room crane the air cooler<br />
insert can be lifted out of the engine room.<br />
1 2 3<br />
6<br />
5<br />
4<br />
7<br />
Engine room crane<br />
Fig.: 5.03.03: Crane beam for overhaul of air cooler, turbochargers located <strong>on</strong> exhaust side of the engine<br />
8<br />
178 52 73�4.0<br />
198 48 48�8.2
<strong>MAN</strong> B&W 5.04<br />
Engine room crane<br />
The crane hook travelling area must cover at least<br />
the full length of the engine and a width in accordance<br />
with dimensi<strong>on</strong> A given <strong>on</strong> the drawing (see<br />
cross-hatched area).<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> furthermore recommended that the engine<br />
room crane can be used for transport of heavy<br />
spare parts from the engine room hatch to the<br />
spare part stores and to the engine.<br />
See example <strong>on</strong> th<str<strong>on</strong>g>is</str<strong>on</strong>g> drawing.<br />
Normal crane<br />
Crankshaft<br />
Mass in kg including<br />
lifting tools<br />
Cylinder<br />
cover<br />
complete<br />
with<br />
exhaust<br />
valve<br />
Cylinder<br />
liner with<br />
cooling<br />
jacket<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI8<br />
1)<br />
H1/H2<br />
Deck beam<br />
A A<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
with<br />
rod and<br />
stuffing<br />
box<br />
Crane capacity in<br />
t<strong>on</strong>s selected<br />
in accordance with<br />
DIN and JIS<br />
standard capacities<br />
Normal<br />
crane<br />
<strong>MAN</strong> B&W<br />
Double�Jib<br />
Crane<br />
Crane<br />
operating<br />
width<br />
in mm<br />
A<br />
Minimum<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Normal Crane<br />
Height to crane hook in<br />
mm for:<br />
Normal<br />
lifting<br />
procedure<br />
H1<br />
Minimum<br />
height from<br />
centre line<br />
crankshaft<br />
to centre line<br />
crane hook<br />
Reduced<br />
height lifting<br />
procedure<br />
involving<br />
tilting of main<br />
comp<strong>on</strong>ents<br />
(opti<strong>on</strong>)<br />
H2<br />
Minimum height<br />
from centre line<br />
crankshaft to<br />
centre line<br />
crane hook<br />
Page 1 of 3<br />
1) The lifting tools for the engine are designed to fit together with a standard crane hook with a lifting capacity in accordance with<br />
the figure stated in the table. If a larger crane hook <str<strong>on</strong>g>is</str<strong>on</strong>g> used, it may not fit directly to the overhaul tools, and the use of an intermediate<br />
shackle or similar between the lifting tool and the crane hook will affect the requirements for the minimum lifting height in<br />
the engine room (dimensi<strong>on</strong> H).<br />
2) The hatched area shows the height where an <strong>MAN</strong> B&W Double-Jib Crane has to be used.<br />
The crane hook should at least be able to reach<br />
down to a level corresp<strong>on</strong>ding to the centre line of<br />
the crankshaft.<br />
For overhaul of the turbocharger(s), trolley mounted<br />
chain ho<str<strong>on</strong>g>is</str<strong>on</strong>g>ts must be installed <strong>on</strong> a separate<br />
crane beam or, alternatively, in combinati<strong>on</strong> with<br />
the engine room crane structure, see separate<br />
drawing with informati<strong>on</strong> about the required lifting<br />
capacity for overhaul of turbochargers.<br />
<strong>MAN</strong> B&W Double-Jib Crane<br />
H3<br />
Minimum<br />
height from<br />
centre line<br />
crankshaft<br />
to underside<br />
deck beam<br />
Building-in height<br />
in mm<br />
D<br />
Additi<strong>on</strong>al height<br />
required for<br />
removal of exhaust<br />
valve complete<br />
without removing<br />
any exhaust stud<br />
3,275 4,425 2,200 5.0 2x2.5 2,850 11,950 11,225 11,025 450<br />
Fig. 5.04.01: Engine room crane<br />
2)<br />
Deck<br />
D<br />
Crankshaft<br />
<strong>MAN</strong> B&W Double-jib Crane<br />
H3<br />
Deck<br />
Deck beam<br />
Spares<br />
Engine room hatch<br />
Recommended area to be covered<br />
by the engine room crane<br />
A<br />
Minimum area<br />
to be covered<br />
by the engine<br />
room crane<br />
519 24 62-8.0.0<br />
078 08 22-2.4.0<br />
198 48 93-0.1
<strong>MAN</strong> B&W 5.04<br />
Overhaul with <strong>MAN</strong> B&W Double�Jib Crane<br />
The <strong>MAN</strong> B&W Double�Jib<br />
crane <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> from:<br />
Dan<str<strong>on</strong>g>is</str<strong>on</strong>g>h Crane Building A/S<br />
P.O. Box 54<br />
Østerlandsvej 2<br />
DK�9240 Nibe, Denmark<br />
Teleph<strong>on</strong>e: + 45 98 35 31 33<br />
Telefax: + 45 98 35 30 33<br />
E�mail: dcb@dcb.dk<br />
Fig. 5.04.02: Overhaul with Double�Jib crane<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
Deck beam<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
<strong>MAN</strong> B&W Double-Jib crane<br />
Centre line crankshaft<br />
Page 2 of 3<br />
178 24 86�3.2<br />
198 45 34�8.4
<strong>MAN</strong> B&W 5.04<br />
<strong>MAN</strong> B&W Double�Jib Crane<br />
30<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> crane <str<strong>on</strong>g>is</str<strong>on</strong>g> adapted to the special tool for low overhaul.<br />
Dimensi<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
Deck beam<br />
Chain collecting box<br />
Fig. 5.04.03: <strong>MAN</strong> B&W Double�Jib crane, opti<strong>on</strong>: 4 88 701<br />
Page 3 of 3<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME-GI/ME-B engines 198 45 41�9.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
M<br />
178 37 30-1.1
<strong>MAN</strong> B&W 5.05<br />
Engine Outline, Galleries and Pipe C<strong>on</strong>necti<strong>on</strong>s<br />
Engine outline<br />
The total length of the engine at the crankshaft<br />
level may vary depending <strong>on</strong> the equipment to<br />
be fitted <strong>on</strong> the fore end of the engine, such as<br />
adjustable counterweights, tuning wheel, moment<br />
compensators or PTO, which are shown as alternatives<br />
in Secti<strong>on</strong> 5.06<br />
Engine masses and centre of gravity<br />
The partial and total engine masses appear from<br />
Secti<strong>on</strong> 19.04, ‘D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern’, to which the<br />
masses of water and oil in the engine, Secti<strong>on</strong><br />
5.08, are to be added. The centre of gravity <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
shown in Secti<strong>on</strong> 5.07, in both cases including the<br />
water and oil in the engine, but without moment<br />
compensators or PTO.<br />
Gallery outline<br />
Secti<strong>on</strong> 5.06 show the gallery outline for engines<br />
rated at nominal MCR (L1).<br />
Engine pipe c<strong>on</strong>necti<strong>on</strong>s<br />
The positi<strong>on</strong>s of the external pipe c<strong>on</strong>necti<strong>on</strong>s <strong>on</strong><br />
the engine are stated in Secti<strong>on</strong> 5.09, and the corresp<strong>on</strong>ding<br />
l<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of counterflanges for pipes and<br />
turbocharger in Secti<strong>on</strong> 5.10.<br />
The flange c<strong>on</strong>necti<strong>on</strong> <strong>on</strong> the turbocharger gas<br />
outlet <str<strong>on</strong>g>is</str<strong>on</strong>g> rectangular, but a transiti<strong>on</strong> piece to a circular<br />
form can be supplied as an opti<strong>on</strong>: 4 60 601.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
198 47 15�8.3
<strong>MAN</strong> B&W 5.06<br />
Engine and Gallery Outline<br />
3,170<br />
Aft cyl.<br />
2,000 6,504<br />
1,500<br />
1,615<br />
1,989<br />
Regarding pitch circle diameter, number and size of bolts<br />
for the intermediate shaft, c<strong>on</strong>tact the engine builder.<br />
Fig. 5.06.01a: Engine outline, 7S65ME�C8/ME-C8-GI with <strong>on</strong>e turbocharger <strong>MAN</strong> TCA88 <strong>on</strong> exhaust side<br />
Page 1 of 3<br />
121 67 80�8.2.0a<br />
<strong>MAN</strong> B&W S65ME�C8, S65ME-C8-GI 198 48 09�4.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
4,180<br />
624<br />
Cylinder 1<br />
1,500<br />
2,000<br />
ø3,612
<strong>MAN</strong> B&W 5.06<br />
6,850<br />
4,170<br />
2,700<br />
3,160<br />
0 0<br />
2,800<br />
2,062<br />
1,374<br />
0 0<br />
1,560<br />
2,190<br />
3,400<br />
5,050<br />
5300<br />
Fig. 5.06.01b: Engine outline, 7S65ME�C8/ME-C8-GI with <strong>on</strong>e turbocharger <strong>MAN</strong> TCA88 <strong>on</strong> exhaust side<br />
9,710<br />
8,865<br />
7,380<br />
6,140<br />
3,700<br />
750<br />
1,410<br />
2,160<br />
1,084 Aft cyl.<br />
Page 2 of 3<br />
Please note that the latest versi<strong>on</strong> of the dimensi<strong>on</strong>ed drawing <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for download at www.mandieselturbo.com under ‘Marine<br />
Engines & Systems’ → ‘Low Speed’ → ‘Installati<strong>on</strong> Drawings’. First choose engine series, then engine type and select ‘Outline drawing’<br />
for the actual number of cylinders and type of turbocharger installati<strong>on</strong> in the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of drawings <str<strong>on</strong>g>available</str<strong>on</strong>g> for download.<br />
For platform dimensi<strong>on</strong>s, see ‘Gallery Outline’.<br />
121 67 80�8.2.0b<br />
<strong>MAN</strong> B&W S65ME�C8, S65ME-C8-GI 198 48 09�4.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Cylinder 1
<strong>MAN</strong> B&W 5.06<br />
3,560<br />
2,358<br />
400 400<br />
500x45°<br />
2,160<br />
800x45°<br />
2,000<br />
3,170<br />
1,500<br />
Upper platform<br />
2 holes for p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
overhauling<br />
Lower platform<br />
Page 3 of 3<br />
Please note that the latest versi<strong>on</strong> of the dimensi<strong>on</strong>ed drawing <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for download at www.mandieselturbo.com under ‘Marine<br />
Engines & Systems’ → ‘Low Speed’ → ‘Installati<strong>on</strong> Drawings’. First choose engine series, then engine type and select ‘Outline drawing’<br />
for the actual number of cylinders and type of turbocharger installati<strong>on</strong> in the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of drawings <str<strong>on</strong>g>available</str<strong>on</strong>g> for download.<br />
Fig. 5.06.01c: Gallery outline, 7S65ME�C8/ME-C8-GI with <strong>on</strong>e turbocharger <strong>MAN</strong> TCA88 <strong>on</strong> exhaust side 121 67 80�8.2.0c<br />
<strong>MAN</strong> B&W S65ME�C8, S65ME-C8-GI 198 48 09�4.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Air<br />
cooler<br />
1,500<br />
858<br />
1,500<br />
2,000<br />
500x45°<br />
3,655<br />
500x45°<br />
2,650<br />
3,655<br />
3,160<br />
5,300<br />
2,800<br />
5,050
<strong>MAN</strong> B&W<br />
Centre of Gravity<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong><br />
<strong>MAN</strong> <strong>Diesel</strong><br />
5.07<br />
Page 1 of 1<br />
198 53 36-5.0
<strong>MAN</strong> B&W 5.08<br />
Mass of Water and Oil<br />
No. of<br />
cylinders<br />
Jacket cooling<br />
water<br />
kg<br />
Mass of water and oil in engine in service<br />
Mass of water Mass of oil<br />
Scavenge air<br />
cooling water<br />
kg<br />
Total<br />
kg<br />
Engine system<br />
Page 1 of 1<br />
<strong>MAN</strong> B&W S65ME-C/GI 198 76 47-9.0<br />
kg<br />
Oil pan<br />
5 568 50 618 747 687 1,434<br />
6 631 541 1,172 879 765 1,644<br />
7 701 636 1,337 1,034 845 1,879<br />
8 806 731 1,537 1,241 976 2,217<br />
Fig. 5.08.01: Water and oil in engine<br />
kg<br />
Total<br />
kg
<strong>MAN</strong> B&W 5.09<br />
Engine Pipe C<strong>on</strong>necti<strong>on</strong>s<br />
AV<br />
K, L<br />
RU<br />
AE<br />
AH<br />
A<br />
AR<br />
1,800<br />
2,406<br />
1,550<br />
1,740<br />
600<br />
795<br />
890<br />
Aft cyl.<br />
AP<br />
AS<br />
AN<br />
AL<br />
300<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’, Table 5.10.01<br />
250<br />
294<br />
S<br />
P<br />
N<br />
AK<br />
AM<br />
300 600<br />
Fig. 5.09.01: Engine pipe c<strong>on</strong>necti<strong>on</strong>s 7S65ME�C with <strong>on</strong>e turbocharger <strong>on</strong> exhaust side<br />
270<br />
595<br />
Page 1 of 3<br />
<strong>MAN</strong> B&W S65ME�C/ME�GI 198 48 11�6.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
E<br />
5,420<br />
4,265<br />
3,718<br />
S<br />
AB<br />
216<br />
1 , 084<br />
Cyl. 1<br />
910<br />
AE<br />
178 52 13�6.0a
<strong>MAN</strong> B&W 5.09<br />
6,244 (AD)<br />
6,171 (X, F)<br />
6,020 (BX, BF)<br />
F<br />
1,610<br />
BX<br />
X<br />
7,095<br />
5,580<br />
4,305<br />
3,357<br />
1,225<br />
555<br />
0<br />
AD<br />
2,330<br />
AE<br />
2,215<br />
6,195 (AC)<br />
6,185 (AF)<br />
6,155 (AT) AC<br />
6,065 (BD)<br />
AT<br />
AF<br />
AG<br />
2,504<br />
2,354<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’, Table 5.10.01<br />
BD<br />
BV<br />
BC<br />
RW<br />
864<br />
1,480<br />
Page 2 of 3<br />
<strong>MAN</strong> B&W S65ME�C/ME�GI 198 48 11�6.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
AR<br />
0<br />
48<br />
0<br />
300<br />
M<br />
1,585<br />
1,287<br />
2,050<br />
RU<br />
711<br />
410<br />
1,158<br />
S<br />
K L<br />
2,248<br />
2,482<br />
AL, AM<br />
AE<br />
A<br />
AK<br />
2,600<br />
2,505<br />
AN, AP<br />
AH<br />
2,310 (AL, AM)<br />
2,354 (AE)<br />
2,412 (AS)<br />
Fig. 5.09.01b: Engine pipe c<strong>on</strong>necti<strong>on</strong>s 7S65ME�C with <strong>on</strong>e turbocharger <strong>on</strong> exhaust side<br />
895<br />
BF<br />
2,065<br />
F<br />
2,550<br />
E D<br />
3,513<br />
AV<br />
AS<br />
AB<br />
3,400<br />
3,695<br />
P<br />
4,400<br />
N<br />
5,966 (A)<br />
5,945 (L, K)<br />
5,845 (AH)<br />
5,670 (P)<br />
3,890 (AK)<br />
3,742 (RU)<br />
996 (AV)<br />
859 (AL, AM)<br />
555 (AE)<br />
433 (AS)<br />
0<br />
9,285<br />
8,810<br />
8,481<br />
7,380<br />
6,025 (AN, AP)<br />
5,270 (N)<br />
2,995<br />
178 52 13�6.0b
<strong>MAN</strong> B&W 5.09<br />
F, X<br />
AD<br />
BX, BF<br />
982<br />
963<br />
AC<br />
AE<br />
BV<br />
M<br />
Fore<br />
800<br />
910<br />
Cyl. 1<br />
698<br />
435<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’, Table 5.10.01<br />
AG<br />
Fig. 5.09.01c: Engine pipe c<strong>on</strong>necti<strong>on</strong>s 7S65ME�C with <strong>on</strong>e turbocharger <strong>on</strong> exhaust side<br />
Page 3 of 3<br />
Please note that the latest versi<strong>on</strong> of most of the drawings of th<str<strong>on</strong>g>is</str<strong>on</strong>g> Chapter <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for download at www.mandieselturbo.com<br />
under ‘Marine Engines & Systems’ → ‘Low Speed’ → ‘Installati<strong>on</strong> Drawings’. First choose engine series, then engine type and select<br />
from the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of drawings <str<strong>on</strong>g>available</str<strong>on</strong>g> for download.<br />
178 52 13�6.0c<br />
<strong>MAN</strong> B&W S65ME�C/ME�GI 198 48 11�6.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
1,084<br />
700<br />
1,171<br />
700<br />
RW<br />
AG<br />
1,995<br />
BC<br />
AT<br />
AT<br />
936<br />
AE<br />
AF<br />
BD
<strong>MAN</strong> B&W 5.10<br />
Counterflanges<br />
<strong>MAN</strong> B&W S65ME-C8/-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
Reference<br />
Cyl. no.<br />
Diam.<br />
Flange<br />
PCD Thickn.<br />
Bolts<br />
Diam. No.<br />
Descripti<strong>on</strong><br />
A 5�8 Flange for pipe 168.3x7.1 Starting air inlet<br />
B 5�8 Coupling for 20 mm pipe C<strong>on</strong>trol air inlet<br />
C 5�8 Coupling for 20 mm pipe Safety air inlet<br />
D 5-8 See Fig. 5.10.02 Exhaust gas outlet<br />
E 5-8 See Fig. 5.10.03 Venting of lub. oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pipe for turbocharger<br />
F 5�8 165 125 20 M16 4 Fuel oil outlet<br />
K<br />
5�6<br />
7�8<br />
250<br />
285<br />
210<br />
240<br />
22<br />
24<br />
M16<br />
M20<br />
8<br />
8<br />
Jacket cooling water inlet<br />
L<br />
5�6<br />
7�8<br />
250<br />
285<br />
210<br />
240<br />
22<br />
24<br />
M16<br />
M20<br />
8<br />
8<br />
Jacket cooling water outlet<br />
M 5�8 115 85 16 M12 4 Cooling water deaerati<strong>on</strong><br />
N<br />
5<br />
6�8<br />
340<br />
395<br />
295<br />
350<br />
24<br />
28<br />
M20<br />
M20<br />
8<br />
12<br />
Cooling water inlet to air cooler (Sea water)<br />
P<br />
5<br />
6�8<br />
340<br />
395<br />
295<br />
350<br />
24<br />
28<br />
M20<br />
M20<br />
8<br />
12<br />
Cooling water outlet from air cooler (Sea water)<br />
N<br />
5�6<br />
7�8<br />
285<br />
340<br />
240<br />
295<br />
24<br />
24<br />
M20<br />
M20<br />
8<br />
12<br />
Cooling water inlet to air cooler (Central cooling water)<br />
P<br />
5�6<br />
7<br />
285<br />
340<br />
240<br />
295<br />
24<br />
24<br />
M20<br />
M20<br />
8<br />
12<br />
Cooling water outlet from air cooler (Central cooling<br />
water)<br />
S 5�8 See special drawing of oil outlet System oil outlet to bottom tank<br />
RU<br />
5<br />
6�8<br />
395<br />
445<br />
350<br />
400<br />
28<br />
28<br />
M20<br />
M20<br />
12<br />
12<br />
System oil inlet<br />
X 5�8 200 160 20 M16 8 Fuel oil inlet<br />
TCA77 Avaliable <strong>on</strong> <strong>request</strong><br />
TCA88<br />
TPL85<br />
250 210 22 M16 8<br />
AB<br />
1xTC<br />
A180<br />
A190<br />
MET71MA<br />
MET83MA<br />
TCA66<br />
TPL71<br />
TPL80<br />
A175<br />
Avaliable <strong>on</strong> <strong>request</strong><br />
Lubricating oil outlet from <strong>MAN</strong>, ABB and MHI<br />
turbochargers<br />
AB A180<br />
2xTC A185<br />
A190<br />
MET53MA<br />
MET60MA<br />
MET60MA<br />
198 48 12-8.2
<strong>MAN</strong> B&W 5.10<br />
<strong>MAN</strong> B&W S65ME-C8/-GI<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 2<br />
Reference<br />
Cyl. no.<br />
Diam.<br />
Flange<br />
PCD Thickn.<br />
Bolts<br />
Diam. No.<br />
Descripti<strong>on</strong><br />
AC 5�8 Coupling for 25 mm pipe Lubricating oil inlet to cylinder lubricators<br />
AD 5�8 115 85 14 M12 4 Fuel oil return from umbrella sealing<br />
AE 5�8 140 100 16 M16 4 Drain from bedplate / cleaning turbocharger<br />
AF 5�8 140 100 16 M16 4 Fuel oil to drain tank<br />
AG 5�8 140 100 16 M16 4 Drain oil from p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod stuffing boxes<br />
AH 5�8 140 100 16 M16 4 Fresh cooling water drain<br />
AK 5�8 Coupling for 30 mm pipe Inlet cleaning air cooler<br />
AL 1xA/C 150 110 18 M16 4 Drain air cooler / water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher<br />
AL 2xA/C 165 125 20 M16 4 Drain air cooler / water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher<br />
AM 1xA/C 150 110 18 M16 4 Drain air cooler to chemical cleaning tank<br />
AM 2xA/C 165 125 20 M16 4 Drain air cooler to chemical cleaning tank<br />
AN 5�8 Coupling for 30 mm pipe Water inlet for cleaning of turbochanger<br />
AP 5�8 Coupling for 30 mm pipe Air inlet for dry cleaning of turbocharger<br />
AR 5�8 165 125 18 M16 4 Oil vapour d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge<br />
AS 5�8 Coupling for 30 mm pipe Cooling water drain air cooler<br />
AT 5�8 Coupling for 30 mm pipe Steam m<str<strong>on</strong>g>is</str<strong>on</strong>g>t extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing of fire in scavenge air box<br />
AV 5�8 185 145 18 M16 4 Drain from scavenge air box to closed drain tank<br />
BD 5�8 Coupling for 16 mm pipe Fresh water outlet for heating fuel oil drain pipes<br />
BX 5�8 Coupling for 16 mm pipe Steam inlet for heating fuel oil pipes<br />
BF 5�8 Coupling for 16 mm pipe Steam outlet for heating fuel oil pipes<br />
BV 6-8 Coupling for 16 mm pipe Steam inlet for cleaning of drain scavenge air box<br />
DX 2-x A/C 120 95 12 M12 4 Drain air cooler after water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher<br />
RW 6-8 220 180 22 M16 8 System oil back flushing<br />
Table 5.10.01: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of counterflanges, 5-8S65ME-C8/-GI, opti<strong>on</strong> 4 30 202. Reference <str<strong>on</strong>g>is</str<strong>on</strong>g> made to <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 5.09 Engine<br />
Pipe C<strong>on</strong>necti<strong>on</strong>s<br />
178 52 14�8.1<br />
198 48 12-8.2
<strong>MAN</strong> B&W 5.10<br />
Counterflanges, C<strong>on</strong>necti<strong>on</strong> D<br />
<strong>MAN</strong> <strong>Diesel</strong> Type TCA/TCR<br />
F<br />
B<br />
D<br />
B<br />
F<br />
IW<br />
IL<br />
L<br />
A<br />
G<br />
C<br />
E<br />
IL<br />
L<br />
A<br />
C<br />
G<br />
IW<br />
D<br />
W<br />
Page 1 of 3<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 66 70-0.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
PCD<br />
Dia 1<br />
Dia 2<br />
N x diameter (O) N x diameter (O)<br />
Type TCA series - Retangular type<br />
T.C. L W I L I W A B C D E F G N O<br />
TCA44 1,012 430 910 328 962 286 854 - 972 96 122 24 ø13<br />
TCA55 1,206 516 1,080 390 1,143 360 1,000 472 1,155 120 125 26 ø18<br />
TCA66 1,433 613 1,283 463 1,358 420 1,200 560 1,373 140 150 26 ø18<br />
TCA77 1,694 720 1,524 550 1,612 480 1,280 664 1,628 160 160 34 ø22<br />
TCA88 2,012 855 1,810 653 1,914 570 1,710 788 1,934 160 190 28 ø22<br />
TCA99 2,207 938 1,985 717 2,100 624 1,872 866 2,120 208 208 28 ø22<br />
Type TCR series - Round type<br />
T.C. Dia 1 Dia 2 PCD N O<br />
TCR18 425 310 395 12 ø22<br />
TCR22 595 434 550 16 ø22<br />
W<br />
Nx Thread (0)<br />
22 x ø14<br />
710<br />
7x110<br />
800<br />
300<br />
4x90<br />
390
<strong>MAN</strong> B&W 5.10<br />
ABB Type TPL/A100<br />
B<br />
F<br />
B<br />
F<br />
IW<br />
L<br />
A<br />
L<br />
A<br />
G C<br />
G<br />
C<br />
IL<br />
D<br />
W<br />
D<br />
W<br />
N x diameter (O)<br />
Type TPL - Retangular type<br />
IW<br />
Page 2 of 3<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 66 70-0.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
PCD<br />
Dia 1<br />
Dia 2<br />
N x diameter (O)<br />
T.C. L W I L I W A B C D F G N O<br />
TPL73 1,168 550 984 381 1,092 324 972 492 108 108 28 ø26<br />
TPL77 1,372 638 1,176 462 1,294 390 1,170 580 130 130 28 ø26<br />
TPL80 1,580 729 1,364 IL 538 1,494 450 1,350 668 150 150 28 ø30<br />
TPL85 1,910 857 1,740 690 1,812 700 1,540 796 140 140 36 ø30<br />
N x diameter (O)<br />
TPL91 2,226 958 2,006 770 2,134 625 1,875 896 125 125 48 ø22<br />
Type TPL - Round type<br />
T.C. Dia 1 Dia 2 PCD N O<br />
TPL69 650 500 600 20 ø22<br />
TPL65 540 400 495 16 ø22<br />
A165<br />
A170<br />
A175<br />
A180<br />
A185<br />
A190<br />
Type A100 series<br />
T.C. Dia 1 Dia 2 PCD N O<br />
Available <strong>on</strong> <strong>request</strong>
<strong>MAN</strong> B&W 5.10<br />
MHI Type MET<br />
Fig. 5.10.02: <strong>Turbo</strong>charger, exhaust outlet<br />
B<br />
F<br />
B<br />
F<br />
IW<br />
L<br />
A<br />
L<br />
A<br />
IL<br />
G C<br />
G<br />
C<br />
Page 3 of 3<br />
503 26 38-6.0.1<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 66 70-0.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
IL<br />
Type MET<br />
IW<br />
D<br />
W<br />
D<br />
W<br />
N x diameter (O)<br />
N x diameter (O)<br />
PCD<br />
Dia 1<br />
Dia 2<br />
N x diameter (O)<br />
T.C. L W I L I W A B C D F G N O<br />
MET33MA Available <strong>on</strong> <strong>request</strong><br />
MET42MA 883 365 793 275 850 240 630 335 80 90 24 ø15<br />
MET53MA 1,122 465 1,006 349 1,073 300 945 420 100 105 28 ø20<br />
MET60MA 1,230 660 1,120 388 1,190 315 1,050 500 105 105 30 ø20<br />
MET66MA 1,380 560 1,254 434 1,330 345 1,200 510 115 120 30 ø24<br />
MET71MA 1,520 700 1,400 480 1,475 345 1,265 640 115 115 34 ø20<br />
MET83MA 1,740 700 1,586 550 1,680 450 1,500 640 150 150 30 ø24<br />
MET90MA 1,910 755 1,750 595 1,850 480 1,650 695 160 165 30 ø24
<strong>MAN</strong> B&W 5.10<br />
Counterflanges, C<strong>on</strong>necti<strong>on</strong> E<br />
<strong>MAN</strong> <strong>Diesel</strong> Type TCA<br />
Dia 1<br />
Dia<br />
N x diameter (O) PCD<br />
Dia<br />
W<br />
TCA<br />
W<br />
TPL<br />
L<br />
MET<br />
N x diameter (O)<br />
L<br />
N x diameter (O) PCD<br />
Dia 1<br />
Dia<br />
Dia 1<br />
Dia<br />
N x diameter (O) PCD<br />
N x diameter (O) PCD<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
N x diameter (O)<br />
Page 1 of 3<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 70 27-3.0<br />
Dia<br />
W<br />
Type TCA series<br />
W<br />
W<br />
N x diameter (O)<br />
T.C. Dia L W N O Thickness of flanges<br />
TCA77 116 126 72 4 20 18<br />
TCA88 141.5 150 86 4 20 18<br />
TCA99 141.5 164 94 4 22 24<br />
Type TCA series<br />
T.C. Dia L W N O Thickness of flanges<br />
TCA55 77.5 86 76 4 16 15<br />
TCA66 90.5 110 90 4 18 16<br />
L<br />
L<br />
L<br />
Dia 2<br />
A<br />
N x diameter (O) PCD<br />
B<br />
Dia 1<br />
Dia<br />
N x diameter (O) PCD<br />
W<br />
L<br />
N x diameter (O)<br />
Dia 2<br />
A
TCA<br />
<strong>MAN</strong> B&W 5.10<br />
ABB Type TPL<br />
TPL<br />
Type TPL series<br />
Page 2 of 3<br />
T.C. Dia 1 PCD N O Thickness of flanges<br />
TPL65B 165 125 4 18 18<br />
TPL69B 185 145 4 18 18<br />
TPL73B11/12/13 185 145 4 18 Dia 1 18<br />
MET<br />
Dia 1<br />
Dia<br />
N x diameter (O) PCD<br />
TPL77B11/12/13 185 145 4 18 18<br />
TPL80B11/12/13 200 160 8 18 20<br />
Dia<br />
N x diameter (O)<br />
TPL85B11/12/13 200 165 8 19 16<br />
TPL85B14/15/16 200 160 8 16 14<br />
TPL91B 210 175 8 18 19<br />
N x diameter (O) PCD<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 70 27-3.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
W<br />
W<br />
L<br />
L<br />
Dia<br />
N x diameter (O) PCD<br />
W<br />
L<br />
N x diameter (O)<br />
Dia 2<br />
A
<strong>MAN</strong> B&W 5.10<br />
MHI Type MET<br />
Dia<br />
TPL<br />
W<br />
MET<br />
N x diameter (O)<br />
Dia 1<br />
N x diameter (O) PCD<br />
Dia 1<br />
Dia<br />
Dia<br />
Type MET series - Round type<br />
Page 3 of 3<br />
T.C. Dia 1 Dia 2 PCD B N O Thickness of flanges (A)<br />
MET83MA 180 90 145 114.3 4 18 14<br />
W<br />
W<br />
N x diameter (O)<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 70 27-3.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
L<br />
Dia 1<br />
N x diameter (O) PCD N x diameter (O) PCD<br />
Dia 1T.C.<br />
Dia PCD L W N O Thickness of flanges<br />
N x diameter (O) PCD<br />
Dia<br />
W<br />
L<br />
L<br />
N x diameter (O) PCD<br />
N x diameter (O) PCD<br />
Type MET series<br />
MET33MA 43.5 95 95 95 4 14 12<br />
MET42MA 61.5 105 105 105 4 14 14<br />
MET53MA 77 130 125 125 4 14 14<br />
MET60MA 90 145 140 140 4 18 14<br />
MET66MA 90 145 140 140 4 18 14<br />
MET71MA 90 145 140 140 4 18 14<br />
MET90MA 115 155 155 155 4 18 14<br />
Fig. 5.10.03: Venting of lubbricating oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pipe for turbochargers<br />
L<br />
Dia 2<br />
A<br />
B<br />
Dia 2<br />
A<br />
B
<strong>MAN</strong> B&W 5.11<br />
Engine Seating and Holding Down Bolts<br />
The latest versi<strong>on</strong> of most of the drawings of th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for download at www.mandiesel.com<br />
under ‘Marine’ → ‘Low Speed’ → ‘Installati<strong>on</strong><br />
Drawings’. First choose engine series, then<br />
engine type and select ‘Engine seating’ in the<br />
general <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> of the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of drawings <str<strong>on</strong>g>available</str<strong>on</strong>g> for<br />
download.<br />
Engine seating and arrangement of holding<br />
down bolts<br />
The dimensi<strong>on</strong>s of the seating stated in Figs.<br />
5.12.01 and 5.12.02 are for guidance <strong>on</strong>ly.<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> designed for mounting <strong>on</strong> epoxy<br />
chocks, EoD: 4 82 102, in which case the underside<br />
of the bedplate’s lower flanges has no taper.<br />
The epoxy types approved by <strong>MAN</strong> <strong>Diesel</strong> are:<br />
• ‘Chockfast Orange PR 610 TCF’ from<br />
ITW Philadelphia Resins Corporati<strong>on</strong>, USA<br />
• ‘Durasin’ from Daemmstoff<br />
Industrie Korea Ltd<br />
• ‘Epocast 36’ from<br />
H.A. Springer - Kiel, Germany.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME-C/ME�GI/ME�B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
198 41 76�5.7
<strong>MAN</strong> B&W 5.12<br />
Epoxy Chocks Arrangement<br />
���<br />
���<br />
��<br />
�����<br />
�<br />
� �<br />
� �<br />
��<br />
����������������������������������������������������������������������<br />
��������������������������������������������������������������������<br />
�����������������������������<br />
�����<br />
��������<br />
�������<br />
���<br />
�����<br />
�����<br />
�����<br />
������������������<br />
���������������<br />
����������������<br />
����������������<br />
������������<br />
� �<br />
��������������������������������������������������������������������������<br />
�����������������<br />
��������������������������<br />
For details of chocks and bolts see special drawings.<br />
For securing of supporting chocks see special<br />
drawing.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> drawing may, subject to the written c<strong>on</strong>sent of<br />
the actual engine builder c<strong>on</strong>cerned, be used as a<br />
bas<str<strong>on</strong>g>is</str<strong>on</strong>g> for marking�off and drilling the holes for holding<br />
down bolts in the top plates, provided that:<br />
���<br />
�������<br />
�������<br />
�����������<br />
���������������������������������������<br />
Fig. 5.12.01: Arrangement of epoxy chocks and holding down bolts<br />
��<br />
���<br />
�������<br />
�������<br />
�������������������������������������������������������<br />
��<br />
���<br />
���<br />
���<br />
�������<br />
���<br />
�������������<br />
��������<br />
�����������������<br />
Page of 3<br />
) The engine builder drills the holes for holding<br />
down bolts in the bedplate while observing the<br />
toleranced locati<strong>on</strong>s indicated <strong>on</strong> <strong>MAN</strong> B&W<br />
drawings for machining the bedplate<br />
2) The shipyard drills the holes for holding down<br />
bolts in the top plates while observing the toleranced<br />
locati<strong>on</strong>s given <strong>on</strong> the present drawing<br />
3) The holding down bolts are made in accordance<br />
with <strong>MAN</strong> B&W drawings of these bolts.<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI 198 48 14-1.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
��������<br />
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���<br />
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178 52 16-1.2
<strong>MAN</strong> B&W 5.12<br />
Engine Seating Profile<br />
�<br />
�����������������������������������������������������������<br />
���������������������������������������������������������<br />
�����������������������������������������������������<br />
��<br />
��<br />
���<br />
�<br />
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�<br />
�<br />
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Fig.5.12.02a: Profile of engine seating with vertical oil outlet<br />
���<br />
Holding down bolts, opti<strong>on</strong>: 4 8 60 include:<br />
1. Protecting cap<br />
. Spherical nut<br />
3. Spherical washer<br />
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��<br />
���<br />
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�����<br />
Page of 3<br />
178 52 32-7.1<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI 198 48 94-2.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
�����<br />
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�����<br />
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���������������������������������������������������������<br />
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����������������������������<br />
���������������������<br />
�����������<br />
��<br />
4. D<str<strong>on</strong>g>is</str<strong>on</strong>g>tance pipe<br />
5. Round nut<br />
6. Holding down bolt<br />
���������������������<br />
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����<br />
���<br />
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<strong>MAN</strong> B&W 5.12<br />
�����������<br />
����������<br />
������������<br />
�<br />
�<br />
Fig. 5.12.02b: Profile of engine seating, end chocks, opti<strong>on</strong>: 4 82 620<br />
����������<br />
���<br />
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Fig. 5.12.02c: Profile of engine seating, end chocks, opti<strong>on</strong>: 4 82 610<br />
��<br />
Page 3 of 3<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI 198 48 94-2.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
���<br />
Side chock brackets, opti<strong>on</strong>: 4 8 6 includes:<br />
1. Side chock brackets<br />
Side chock liners, opti<strong>on</strong>: 4 8 6 0 includes:<br />
. Liner for side chock<br />
3. Lock plate<br />
4. Washer<br />
5. Hexag<strong>on</strong> socket set screw<br />
�<br />
���������<br />
�<br />
� �<br />
End chock bolts, opti<strong>on</strong>: 4 8 610 includes:<br />
1. Stud for end chock bolt<br />
. Round nut<br />
3. Round nut<br />
4. Spherical washer<br />
5. Spherical washer<br />
6. Protecting cap<br />
End chock liner, opti<strong>on</strong>: 4 8 61 includes:<br />
7. Liner for end chock<br />
End chock brackets, opti<strong>on</strong>: 4 8 614 includes:<br />
8. End chock bracket<br />
�<br />
178 57 34-8.0<br />
178 57 25-3.0
<strong>MAN</strong> B&W 5.13<br />
Engine Top Bracing<br />
The so-called guide force moments are caused by<br />
the transverse reacti<strong>on</strong> forces acting <strong>on</strong> the crossheads<br />
due to the c<strong>on</strong>necting rod and crankshaft<br />
mechan<str<strong>on</strong>g>is</str<strong>on</strong>g>m. When the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> of a cylinder <str<strong>on</strong>g>is</str<strong>on</strong>g> not<br />
exactly in its top or bottom positi<strong>on</strong> the gas force<br />
from the combusti<strong>on</strong>, transferred through the c<strong>on</strong>necting<br />
rod, will have a comp<strong>on</strong>ent acting <strong>on</strong> the<br />
crosshead and the crankshaft perpendicularly to<br />
the ax<str<strong>on</strong>g>is</str<strong>on</strong>g> of the cylinder. Its resultant <str<strong>on</strong>g>is</str<strong>on</strong>g> acting <strong>on</strong><br />
the guide shoe and together they form a guide<br />
force moment.<br />
The moments may excite engine vibrati<strong>on</strong>s moving<br />
the engine top athwart ships and causing a<br />
rocking (excited by H-moment) or tw<str<strong>on</strong>g>is</str<strong>on</strong>g>ting (excited<br />
by X-moment) movement of the engine. For engines<br />
with less than seven cylinders, th<str<strong>on</strong>g>is</str<strong>on</strong>g> guide<br />
force moment tends to rock the engine in the<br />
transverse directi<strong>on</strong>, and for engines with seven<br />
cylinders or more, it tends to tw<str<strong>on</strong>g>is</str<strong>on</strong>g>t the engine.<br />
The guide force moments are harmless to the<br />
engine except when res<strong>on</strong>ance vibrati<strong>on</strong>s occur<br />
in the engine/double bottom system. They may,<br />
however, cause annoying vibrati<strong>on</strong>s in the superstructure<br />
and/or engine room, if proper countermeasures<br />
are not taken.<br />
As a detailed calculati<strong>on</strong> of th<str<strong>on</strong>g>is</str<strong>on</strong>g> system <str<strong>on</strong>g>is</str<strong>on</strong>g> normally<br />
not <str<strong>on</strong>g>available</str<strong>on</strong>g>, <strong>MAN</strong> <strong>Diesel</strong> recommends that top<br />
bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> installed between the engine’s upper<br />
platform brackets and the casing side.<br />
However, the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> not needed in all<br />
cases. In some cases the vibrati<strong>on</strong> level <str<strong>on</strong>g>is</str<strong>on</strong>g> lower if<br />
the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> not installed. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> has normally<br />
to be checked by measurements, i.e. with and<br />
without top bracing.<br />
If a vibrati<strong>on</strong> measurement in the first vessel of a<br />
series shows that the vibrati<strong>on</strong> level <str<strong>on</strong>g>is</str<strong>on</strong>g> acceptable<br />
without the top bracing, we have no objecti<strong>on</strong> to<br />
the top bracing being removed and the rest of<br />
the series produced without top bracing. It <str<strong>on</strong>g>is</str<strong>on</strong>g> our<br />
experience that especially the 7-cylinder engine<br />
will often have a lower vibrati<strong>on</strong> level without top<br />
bracing.<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
Without top bracing, the natural frequency of<br />
the vibrating system compr<str<strong>on</strong>g>is</str<strong>on</strong>g>ing engine, ship’s<br />
bottom, and ship’s side <str<strong>on</strong>g>is</str<strong>on</strong>g> often so low that res<strong>on</strong>ance<br />
with the excitati<strong>on</strong> source (the guide force<br />
moment) can occur close to the normal speed<br />
range, resulting in the r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of vibrati<strong>on</strong>.<br />
With top bracing, such a res<strong>on</strong>ance will occur<br />
above the normal speed range, as the natural frequencies<br />
of the double bottom/main engine system<br />
will increase. The impact of vibrati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> thus<br />
lowered.<br />
The top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> normally installed <strong>on</strong> the exhaust<br />
side of the engine, but can alternatively be<br />
installed <strong>on</strong> the manoeuvring side. A combinati<strong>on</strong><br />
of exhaust side and manoeuvring side installati<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> also possible.<br />
The top bracing system <str<strong>on</strong>g>is</str<strong>on</strong>g> installed either as a<br />
mechanical top bracing or a hydraulic top bracing.<br />
Both systems are described below.<br />
Mechanical top bracing<br />
The mechanical top bracing compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es stiff c<strong>on</strong>necti<strong>on</strong>s<br />
between the engine and the hull.<br />
The top bracing stiffener c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a double<br />
bar tightened with fricti<strong>on</strong> shims at each end of<br />
the mounting positi<strong>on</strong>s. The fricti<strong>on</strong> shims allow<br />
the top bracing stiffener to move in case of<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>placements caused by thermal expansi<strong>on</strong> of<br />
the engine or different loading c<strong>on</strong>diti<strong>on</strong>s of the<br />
vessel. Furthermore, the tightening <str<strong>on</strong>g>is</str<strong>on</strong>g> made with a<br />
well-defined force <strong>on</strong> the fricti<strong>on</strong> shims, using d<str<strong>on</strong>g>is</str<strong>on</strong>g>c<br />
springs, to prevent overloading of the system in<br />
case of an excessive vibrati<strong>on</strong> level.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 46 72�5.8
<strong>MAN</strong> B&W 5.13<br />
The mechanical top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> to be made by the<br />
shipyard in accordance with <strong>MAN</strong> <strong>Diesel</strong> instructi<strong>on</strong>s.<br />
A<br />
Fig. 5.13.01: Mechanical top bracing stiffener.<br />
Opti<strong>on</strong>: 4 83 112<br />
Hydraulic top bracing<br />
178 23 61-6.1<br />
The hydraulic top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> an alternative to the<br />
mechanical top bracing used mainly <strong>on</strong> engines<br />
with a cylinder bore of 50 or more. The installati<strong>on</strong><br />
normally features two, four or six independently<br />
working top bracing units.<br />
The top bracing unit c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a single-acting hydraulic<br />
cylinder with a hydraulic c<strong>on</strong>trol unit and an<br />
accumulator mounted directly <strong>on</strong> the cylinder unit.<br />
The top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by an automatic<br />
switch in a c<strong>on</strong>trol panel, which activates the top<br />
bracing when the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> running. It <str<strong>on</strong>g>is</str<strong>on</strong>g> possible<br />
to programme the switch to choose a certain<br />
rpm range, at which the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> active. For<br />
service purposes, manual c<strong>on</strong>trol from the c<strong>on</strong>trol<br />
panel <str<strong>on</strong>g>is</str<strong>on</strong>g> also possible.<br />
When active, the hydraulic cylinder provides a<br />
pressure <strong>on</strong> the engine in proporti<strong>on</strong> to the vibrati<strong>on</strong><br />
level. When the d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between the hull and<br />
engine increases, oil flows into the cylinder under<br />
pressure from the accumulator. When the d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
decreases, a n<strong>on</strong>-return valve prevents the<br />
oil from flowing back to the accumulator, and the<br />
pressure r<str<strong>on</strong>g>is</str<strong>on</strong>g>es. If the pressure reaches a preset<br />
maximum value, a relief valve allows the oil to flow<br />
back to the accumulator, hereby maintaining the<br />
force <strong>on</strong> the engine below the specified value.<br />
AA<br />
A<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 2<br />
By a different pre-setting of the relief valve, the<br />
top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered in a low-pressure versi<strong>on</strong><br />
(26 bar) or a high-pressure versi<strong>on</strong> (40 bar).<br />
The top bracing unit <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to allow d<str<strong>on</strong>g>is</str<strong>on</strong>g>placements<br />
between the hull and engine caused<br />
by thermal expansi<strong>on</strong> of the engine or different<br />
loading c<strong>on</strong>diti<strong>on</strong>s of the vessel.<br />
Oil Accumulator<br />
Hydraulic C<strong>on</strong>trol Unit<br />
Cylinder Unit<br />
178 57 48-8.0<br />
Fig. 5.13.02: Outline of a hydraulic top bracing unit.<br />
The unit <str<strong>on</strong>g>is</str<strong>on</strong>g> installed with the oil accumulator pointing<br />
either up or down. Opti<strong>on</strong>: 4 83 123<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 46 72�5.8<br />
684<br />
320<br />
Hull side<br />
350<br />
14<br />
475<br />
Engine side<br />
250<br />
280
<strong>MAN</strong> B&W 5.14<br />
Mechanical Top Bracing<br />
2,320 (P)<br />
Fig. 5.14: Mechanical top bracing arrangement<br />
2,320 (P)<br />
4,260 (Q)<br />
Min. (R)<br />
6,020<br />
0<br />
4,260 (Q)<br />
Min. (R)<br />
6,020<br />
0<br />
Page of<br />
Horiz<strong>on</strong>tal d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between top bracing fix point<br />
and cyl.<br />
a = 542<br />
b = ,626<br />
c = 2,7 0<br />
d = 3,794<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> symbol indicates<br />
that the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
attached at point P<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> symbol indicates<br />
that the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
attached at point P<br />
Cylinder number<br />
Cylinder T/C number<br />
2 3 4 5 6<br />
e = 4,878<br />
f = 5,962<br />
g = 7,046<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> symbol indicates<br />
that the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
attached at point Q<br />
<strong>Turbo</strong>charger<br />
Chain box<br />
a 0 a b e f<br />
a 0 a c e f<br />
T/C<br />
g<br />
2<br />
T/C<br />
3 4 5 6<br />
2 3 4 5 6 7<br />
a 0 a c e f g<br />
T/C<br />
2 3 4 5 6 7<br />
Horiz<strong>on</strong>tal vibrati<strong>on</strong>s <strong>on</strong> top of engine are caused<br />
by the guide force moments. For 4�7 cylinder<br />
engines the H�moment <str<strong>on</strong>g>is</str<strong>on</strong>g> the major excitati<strong>on</strong><br />
source and for larger cylinder numbers an<br />
X�moment <str<strong>on</strong>g>is</str<strong>on</strong>g> the major excitati<strong>on</strong> source.<br />
For engines with vibrati<strong>on</strong>s excited by an<br />
X�moment, bracing at the centre of the engine are<br />
of <strong>on</strong>ly minor importance.<br />
Top bracing should <strong>on</strong>ly be installed <strong>on</strong> <strong>on</strong>e side,<br />
either the exhaust side or the manoeuvring side.<br />
If top bracing has to be installed <strong>on</strong> manoeuvring<br />
side, please c<strong>on</strong>tact <strong>MAN</strong> <strong>Diesel</strong>.<br />
If the minimum built�in length can not be fulfilled,<br />
please c<strong>on</strong>tact <strong>MAN</strong> <strong>Diesel</strong> or our local representative.<br />
The complete arrangement to be delivered by the<br />
shipyard.<br />
<strong>Turbo</strong>charger Q R<br />
TCA88�20 4,260 5,545<br />
178 52 17�3.0<br />
<strong>MAN</strong> B&W S65ME�C/ME�GI8A 198 48 15�3.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
CL Cyl.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> symbol indicates<br />
that the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
attached at point Q<br />
<strong>Turbo</strong>charger<br />
Chain box<br />
a 0 a b e f<br />
CL Cyl.
<strong>MAN</strong> B&W 5.15<br />
Hydraulic Top Bracing Arrangement<br />
0<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
7<br />
0<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
0<br />
Fig. 5.15.01: Hydraulic top bracing data<br />
<strong>MAN</strong> B&W S65ME�C/ME�GI8<br />
4,635<br />
5,135<br />
5,135<br />
5,775<br />
542<br />
0<br />
542<br />
5,962<br />
7,046<br />
542<br />
0<br />
542<br />
4,878<br />
5,962<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page of<br />
Top bracing should <strong>on</strong>ly be installed <strong>on</strong> <strong>on</strong>e side,<br />
either the exhaust side or the manoeuvring side.<br />
If top bracing has to be installed <strong>on</strong> manoeuvring<br />
side, please c<strong>on</strong>tact <strong>MAN</strong> <strong>Diesel</strong>.<br />
As the rigidity of the casing structure to which<br />
the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> attached <str<strong>on</strong>g>is</str<strong>on</strong>g> most important, it<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> recommended that the top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> attached<br />
directly into a deck.<br />
Required rigidity of the casing side<br />
In the axial directi<strong>on</strong> of the hydraulic top bracing:<br />
Force per bracing ......................................... 27 kN<br />
Max. corresp<strong>on</strong>ding<br />
deflecti<strong>on</strong> of casing side ...........................0.36 mm<br />
In the horiz<strong>on</strong>tal and vertical directi<strong>on</strong> of the hydraulic<br />
top bracing:<br />
6,010<br />
Force per bracing ...........................................22 kN<br />
Max. corresp<strong>on</strong>ding<br />
deflecti<strong>on</strong> of casing side ............................. 2.0 mm<br />
0<br />
178 52 38�8.0<br />
198 49 01�5.0
<strong>MAN</strong> B&W 5.16<br />
Comp<strong>on</strong>ents for Engine C<strong>on</strong>trol System<br />
Installati<strong>on</strong> of ECS in the Engine C<strong>on</strong>trol Room<br />
The following items are to be installed in the ECR<br />
(Engine C<strong>on</strong>trol Room):<br />
• 2 pcs EICU (Engine Interface C<strong>on</strong>trol Unit)<br />
(1 pcs <strong>on</strong>ly for ME-B engines)<br />
• 1 pcs MOP (Main Operating Panel)<br />
Touch d<str<strong>on</strong>g>is</str<strong>on</strong>g>play, 15”<br />
PC unit<br />
• 1 pcs Track ball for MOP<br />
• 1 pcs PMI system<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>play, 19”<br />
PC unit<br />
• 1 pcs Back�up MOP<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>play, 15”<br />
PC unit<br />
Keyboard<br />
• 1 pcs Printer<br />
• 1 pcs Ethernet Hub<br />
ECS Network A<br />
ECS Network B<br />
Ship LAN #<br />
Serial AMS #<br />
¤ Ethernet (AMS)<br />
MOP A MOP B<br />
PMI/CoCoS PC HUB<br />
¤ Ethernet<br />
¤ Ethernet<br />
Printer<br />
Page 1 of 4<br />
The EICU functi<strong>on</strong>s as an interface unit to ECR<br />
related systems such as AMS (Alarm and M<strong>on</strong>itoring<br />
System), RCS (Remote C<strong>on</strong>trol System) and<br />
Safety System. On ME-B engines the EICU also<br />
c<strong>on</strong>trols the HPS.<br />
The MOP <str<strong>on</strong>g>is</str<strong>on</strong>g> the operator’s interface to the ECS.<br />
From there the operator can c<strong>on</strong>trol and see status<br />
of the engine and the ECS. The MOP <str<strong>on</strong>g>is</str<strong>on</strong>g> a PC<br />
with a flat touch screen.<br />
The Back�up MOP c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a PC unit with<br />
keyboard and d<str<strong>on</strong>g>is</str<strong>on</strong>g>play and serves as a back�up in<br />
case the MOP should break down.<br />
The PMI offline system <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with a standard<br />
PC. The PMI system serves as a pressure<br />
analyse system. See Secti<strong>on</strong> 18.02.<br />
Opti<strong>on</strong>al items to be mounted in the ECR include<br />
the CoCoS�EDS which can be purchased separately<br />
and applied <strong>on</strong> the PC for the PMI offline<br />
system. See Secti<strong>on</strong> 18.03.<br />
¤ Ethernet<br />
¤ Ethernet, supply with HUB, cable length 10 meter<br />
# Yard Supply<br />
Fig. 5.16.01 Network and PC comp<strong>on</strong>ents for the ME/ME-B Engine C<strong>on</strong>trol System<br />
178 57 50-3.0<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI/ME�B engines 198 46 97�7.4<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 5.16<br />
MOP (Main Operating Panel)<br />
Track ball<br />
115<br />
345<br />
11.4<br />
110<br />
Fig. 5.16.02 MOP and track ball for the ME/ME-B Engine C<strong>on</strong>trol System<br />
40<br />
412<br />
Page 2 of 4<br />
178 57 48-1.0<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI/ME�B engines 198 46 97�7.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
104.5<br />
60<br />
30<br />
17
<strong>MAN</strong> B&W 5.16<br />
EICU (Engine Interface C<strong>on</strong>trol Unit) Cabinet<br />
MOP PC unit<br />
250<br />
66<br />
Note 2<br />
478<br />
457.8<br />
420<br />
400 210<br />
Fig. 5.16.03 The EICU cabinet and MOP PC unit for the ME/ME-B Engine C<strong>on</strong>trol System<br />
Page 3 of 4<br />
178 50 14�7.1<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI/ME�B engines 198 46 97�7.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
500<br />
Note 3<br />
381<br />
528<br />
Note:<br />
2 Clearance for air cooling 50mm<br />
3 Clearance for Cable 150 mm
<strong>MAN</strong> B&W 5.16<br />
PC parts for PMI/CoCoS<br />
19” D<str<strong>on</strong>g>is</str<strong>on</strong>g>play<br />
PC unit<br />
211<br />
Printer<br />
144<br />
458<br />
404.72<br />
343<br />
205<br />
Fig. 5.16.04 PMI/CoCoS PC unit, d<str<strong>on</strong>g>is</str<strong>on</strong>g>play and printer for the ME/ME-B Engine C<strong>on</strong>trol System<br />
442<br />
Page 4 of 4<br />
178 57 49-3.0<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI/ME�B engines 198 46 97�7.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
413<br />
238<br />
537 450
<strong>MAN</strong> B&W 5.17<br />
Shaftline Earthing Device<br />
Scope and field of applicati<strong>on</strong><br />
A difference in the electrical potential between the<br />
hull and the propeller shaft will be generated due<br />
to the difference in materials and to the propeller<br />
being immersed in sea water.<br />
In some cases, the difference in the electrical<br />
potential has caused spark erosi<strong>on</strong> <strong>on</strong> the thrust,<br />
main bearings and journals of the crankshaft of<br />
the engine.<br />
In order to reduce the electrical potential between<br />
the crankshaft and the hull and thus prevent spark<br />
erosi<strong>on</strong>, a highly efficient shaftline earthing device<br />
must be installed.<br />
The shaftline earthing device should be able to<br />
keep the electrical potential difference below 50<br />
mV DC. A shaft-to-hull m<strong>on</strong>itoring equipment with<br />
a mV-meter and with an output signal to the alarm<br />
system must be installed so that the potential and<br />
thus the correct functi<strong>on</strong> of the shaftline earthing<br />
device can be m<strong>on</strong>itored.<br />
Note that <strong>on</strong>ly <strong>on</strong>e shaftline earthing device <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
needed in the propeller shaft system.<br />
Design descripti<strong>on</strong><br />
The shaftline earthing device c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of two silver<br />
slip rings, two arrangements for holding brushes<br />
including c<strong>on</strong>necting cables and m<strong>on</strong>itoring<br />
equipment with a mV-meter and an output signal<br />
for alarm.<br />
The slip rings should be made of solid silver or<br />
back-up rings of cobber with a silver layer all over.<br />
The expected life span of the silver layer <strong>on</strong> the<br />
slip rings should be minimum 5 years.<br />
The brushes should be made of minimum 80%<br />
silver and 20% graphite to ensure a sufficient<br />
electrical c<strong>on</strong>ducting capability.<br />
Res<str<strong>on</strong>g>is</str<strong>on</strong>g>tivity of the silver should be less than 0.1μ<br />
Ohm x m. The total res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance from the shaft to<br />
the hull must not exceed 0.001 Ohm.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME-GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 3<br />
Cabling of the shaftline earthing device to the hull<br />
must be with a cable with a cross <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> not less<br />
than 45 mm². The length of the cable to the hull<br />
should be as short as possible.<br />
M<strong>on</strong>itoring equipment should have a 4-20 mA<br />
signal for alarm and a mV-meter with a switch for<br />
changing range. Primary range from 0 to 50 mV<br />
DC and sec<strong>on</strong>dary range from 0 to 300 mV DC.<br />
When the shaftline earthing device <str<strong>on</strong>g>is</str<strong>on</strong>g> working<br />
correctly, the electrical potential will normally be<br />
within the range of 10-50 mV DC depending of<br />
propeller size and revoluti<strong>on</strong>s.<br />
The alarm set-point should be 80 mV for a high<br />
alarm. The alarm signals with an alarm delay of 30<br />
sec<strong>on</strong>ds and an alarm cut-off, when the engine <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
stopped, must be c<strong>on</strong>nected to the alarm system.<br />
C<strong>on</strong>necti<strong>on</strong> of cables <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in the sketch, see<br />
Fig. 5.17.01.<br />
198 49 29�2.4
<strong>MAN</strong> B&W 5.17<br />
Brush holder<br />
arrangement<br />
Slip ring<br />
Rudder<br />
Propeller<br />
Propeller shaft<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME-GI/ME-B engines<br />
Slip ring<br />
for m<strong>on</strong>itoring<br />
equipment<br />
Fig. 5.17.01: C<strong>on</strong>necti<strong>on</strong> of cables for the shaftline earthing device<br />
Shaftline earthing device installati<strong>on</strong>s<br />
The shaftline earthing device slip rings must be<br />
mounted <strong>on</strong> the foremost intermediate shaft as<br />
close to the engine as possible, see Fig. 5.17.02<br />
Voltage m<strong>on</strong>itoring<br />
for shaft�hull potential<br />
difference<br />
Shaftline<br />
earthing device<br />
Cable<br />
c<strong>on</strong>nected<br />
to the hull<br />
Current<br />
Intermediate shaft Intermediate shaft bearing<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
M<strong>on</strong>itoring<br />
equipment<br />
with mV�meter<br />
V<br />
Brush holder<br />
arrangement<br />
Main bearings<br />
Thrust bearing<br />
Cable<br />
c<strong>on</strong>nected<br />
to the hull<br />
Cable<br />
to alarm<br />
system<br />
Fig. 5.17.02: Installati<strong>on</strong> of shaftline earthing device in an engine plant without shaft-mounted generator<br />
Page 2 of 3<br />
079 21 82-1.3.1.0<br />
079 21 82-1.3.2.0<br />
198 49 29�2.4
<strong>MAN</strong> B&W 5.17<br />
When a generator <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted in the propeller shaft<br />
system, where the rotor of the generator <str<strong>on</strong>g>is</str<strong>on</strong>g> part of<br />
the intermediate shaft, the shaftline earthing device<br />
must be mounted between the generator and<br />
the engine, see Fig. 5.17.03<br />
Rudder<br />
Propeller<br />
Propeller shaft<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME-GI/ME-B engines<br />
Intermediate shaft<br />
Intermediate shaft bearing<br />
Voltage m<strong>on</strong>itoring<br />
for shaft�hull potential<br />
difference<br />
Shaftline<br />
earthing device<br />
Current<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
V<br />
Shaft mounted alternator<br />
where the rotor <str<strong>on</strong>g>is</str<strong>on</strong>g> part of<br />
the intermediate shaft<br />
Main bearings<br />
Thrust bearing<br />
Fig. 5.17.03: Installati<strong>on</strong> of shaftline earthing device in an engine plant with shaft-mounted generator<br />
Page 3 of 3<br />
079 21 82-1.3.3.0<br />
198 49 29�2.4
<strong>MAN</strong> B&W 5.18<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 8<br />
<strong>MAN</strong> <strong>Diesel</strong>’s Alpha C<strong>on</strong>trollable Pitch Propeller and Alphatr<strong>on</strong>ic Propulsi<strong>on</strong> C<strong>on</strong>trol<br />
<strong>MAN</strong> <strong>Diesel</strong>’s Alpha C<strong>on</strong>trollable Pitch propeller<br />
On <strong>MAN</strong> <strong>Diesel</strong>’s Alpha VBS type C<strong>on</strong>trollable<br />
Pitch (CP) propeller, the hydraulic servo motor<br />
setting the pitch <str<strong>on</strong>g>is</str<strong>on</strong>g> built into the propeller hub. A<br />
range of different hub sizes <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> to select<br />
an optimum hub for any given combinati<strong>on</strong> of<br />
power, revoluti<strong>on</strong>s and ice class.<br />
Standard blade/hub materials are Ni�Al�br<strong>on</strong>ze.<br />
Stainless steel <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> as an opti<strong>on</strong>. The propellers<br />
are based <strong>on</strong> ‘no ice class’ but are <str<strong>on</strong>g>available</str<strong>on</strong>g><br />
up to the highest ice classes.<br />
Propeller Diameter (mm)<br />
10,000<br />
9,000<br />
8,000<br />
7,000<br />
6,000<br />
5,000<br />
4,000<br />
3,000<br />
2,000<br />
1,000<br />
0<br />
VBS740<br />
VBS640<br />
VBS1380<br />
VBS1280<br />
VBS1180<br />
VBS1080<br />
VBS980<br />
VBS860<br />
VBS2240<br />
VBS2080<br />
VBS1940<br />
VBS1800<br />
VBS1680<br />
VBS1560<br />
VBS1460<br />
<strong>MAN</strong> B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC<br />
VBS type CP propeller designati<strong>on</strong> and range<br />
The VBS type CP propellers are designated according<br />
to the diameter of their hubs, i.e. ‘VBS2240’<br />
indicates a propeller hub diameter of 2,240 mm.<br />
The standard VBS type CP propeller programme,<br />
its diameters and the engine power range covered<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig. 5.18.01.<br />
The servo oil system c<strong>on</strong>trolling the setting of the<br />
propeller blade pitch <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig.5.18.05.<br />
0 5 10 15 20 25 30 35 40<br />
Engine Power (1,000 kW)<br />
Fig. 5.18.01: VBS type C<strong>on</strong>trollable Pitch (CP) propeller diameter (mm)<br />
178 22 23�9.1<br />
198 46 95�3.5
<strong>MAN</strong> B&W 5.18<br />
Data Sheet for Propeller<br />
Identificati<strong>on</strong>: _______________________________<br />
Fig. 5.18.02a: Dimensi<strong>on</strong> sketch for propeller design purposes<br />
Type of vessel: ______________________________<br />
For propeller design purposes please provide us<br />
with the following informati<strong>on</strong>:<br />
1. S: ______________ mm<br />
W: _____________ mm<br />
I: _______________ mm (as shown above)<br />
2. Stern tube and shafting arrangement layout<br />
3. Propeller aperture drawing<br />
4. Complete set of reports from model tank (res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
test, self�propulsi<strong>on</strong> test and wake<br />
measurement). In case model test <str<strong>on</strong>g>is</str<strong>on</strong>g> not <str<strong>on</strong>g>available</str<strong>on</strong>g><br />
the next page should be filled in.<br />
5. Drawing of lines plan<br />
6. Classificati<strong>on</strong> Society: __________<br />
Ice class notati<strong>on</strong>: _____________<br />
Table 5.18.02b: Data sheet for propeller design purposes<br />
<strong>MAN</strong> B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC<br />
S<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 8<br />
178 22 36�0.0<br />
7. Maximum rated power of shaft generator: kW<br />
8. Optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> c<strong>on</strong>diti<strong>on</strong> for the propeller:<br />
To obtain the highest propeller efficiency<br />
please identify the most comm<strong>on</strong> service c<strong>on</strong>diti<strong>on</strong><br />
for the vessel.<br />
Ship speed: ___________________________ kn<br />
Engine service load: ____________________ %<br />
Service/sea margin: ____________________ %<br />
Shaft generator service load: ____________ kW<br />
Draft: _________________________________ m<br />
9. Comments:<br />
W<br />
I<br />
198 46 95�3.5
<strong>MAN</strong> B&W 5.18<br />
Main Dimensi<strong>on</strong>s<br />
<strong>MAN</strong> B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 8<br />
Symbol Unit Ballast Loaded<br />
Length between perpendiculars LPP m<br />
Length of load water line LWL m<br />
Breadth B m<br />
Draft at forward perpendicular TF m<br />
Draft at aft perpendicular TA m<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>placement o m3<br />
Block coefficient (LPP) CB �<br />
Midship coefficient CM �<br />
Waterplane area coefficient CWL �<br />
Wetted surface with appendages S m2<br />
Centre of buoyancy forward of LPP/2 LCB m<br />
Propeller centre height above baseline H m<br />
Bulb <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> area at forward perpendicular AB m2<br />
178 22 97�0.0<br />
Table 5.18.03: Data sheet for propeller design purposes, in case model test <str<strong>on</strong>g>is</str<strong>on</strong>g> not <str<strong>on</strong>g>available</str<strong>on</strong>g> th<str<strong>on</strong>g>is</str<strong>on</strong>g> table should be filled in<br />
Propeller clearance<br />
To reduce pressure impulses and vibrati<strong>on</strong>s emitted<br />
from the propeller to the hull, <strong>MAN</strong> <strong>Diesel</strong><br />
recommend a minimum tip clearance as shown in<br />
Fig. 5.18.04.<br />
For ships with slender aft body and favourable<br />
inflow c<strong>on</strong>diti<strong>on</strong>s the lower values can be used,<br />
whereas full afterbody and large variati<strong>on</strong>s in<br />
wake field cause the upper values to be used.<br />
In twin�screw ships the blade tip may protrude<br />
below the base line.<br />
Fig. 5.18.04: Propeller clearance<br />
Z D Y<br />
Hub<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling<br />
of cap<br />
X mm<br />
VBS 1280 390<br />
VBS 1380 420<br />
VBS 1460 450<br />
VBS 1560 480<br />
VBS 1680 515<br />
VBS 1800 555<br />
VBS 1940 590<br />
VBS 2080 635<br />
VBS 2240 680<br />
X<br />
High skew<br />
propeller<br />
Y mm<br />
15�20%<br />
of D<br />
N<strong>on</strong>�skew<br />
propeller<br />
Y mm<br />
20�25%<br />
of D<br />
Baseline<br />
178 22 37�2.0<br />
Baseline<br />
clearance<br />
Z mm<br />
Min.<br />
50�100<br />
178 48 58�9.0<br />
198 46 95�3.5
<strong>MAN</strong> B&W 5.18<br />
Servo oil system for VBS type CP propeller<br />
The design principle of the servo oil system for<br />
<strong>MAN</strong> <strong>Diesel</strong>’s Alpha VBS type CP propeller <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
shown in Fig. 5.18.05.<br />
The VBS system c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a servo oil tank unit,<br />
the Hydraulic Power Unit, and a coupling flange<br />
with electrical pitch feedback box and oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor<br />
ring.<br />
The electrical pitch feedback box c<strong>on</strong>tinuously<br />
measures the positi<strong>on</strong> of the pitch feedback ring<br />
and compares th<str<strong>on</strong>g>is</str<strong>on</strong>g> signal with the pitch order signal.<br />
Servo<br />
p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
Zinc<br />
anode<br />
Stern<br />
tube oil<br />
tank<br />
M<strong>on</strong>oblock<br />
hub<br />
Fig. 5.18.05: Servo oil system for <strong>MAN</strong> <strong>Diesel</strong>’s Alpha VBS type CP propeller<br />
<strong>MAN</strong> B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC<br />
Oil tank<br />
forward<br />
seal<br />
Lip ring seals<br />
Stern<br />
tube<br />
Propeller shaft<br />
Oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong><br />
ring<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 4 of 8<br />
If deviati<strong>on</strong> occurs, a proporti<strong>on</strong>al valve <str<strong>on</strong>g>is</str<strong>on</strong>g> actuated.<br />
Hereby high pressure oil <str<strong>on</strong>g>is</str<strong>on</strong>g> fed to <strong>on</strong>e or the<br />
other side of the servo p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong>, via the oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor<br />
ring, until the desired propeller pitch has been<br />
reached.<br />
The pitch setting <str<strong>on</strong>g>is</str<strong>on</strong>g> normally remote c<strong>on</strong>trolled,<br />
but local emergency c<strong>on</strong>trol <str<strong>on</strong>g>is</str<strong>on</strong>g> possible.<br />
Hydraulic Power Unit<br />
LAL<br />
Hydraulic<br />
pipe<br />
TI<br />
TAH<br />
PI<br />
Drain<br />
tank<br />
PAH<br />
PAL<br />
PSL<br />
M M<br />
PAL<br />
Pitch<br />
feedback<br />
PSL<br />
M<br />
PI<br />
Pitch<br />
order<br />
M<br />
178 22 38�4.1<br />
198 46 95�3.5
<strong>MAN</strong> B&W 5.18<br />
Hydraulic Power Unit for Alpha CP propeller<br />
The servo oil tank unit, the Hydraulic Power Unit<br />
for <strong>MAN</strong> <strong>Diesel</strong>’s Alpha CP propeller shown in Fig.<br />
5.18.06, c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of an oil tank with all other comp<strong>on</strong>ents<br />
top mounted to facilitate installati<strong>on</strong> at<br />
yard.<br />
Two electrically driven pumps draw oil from the oil<br />
tank through a sucti<strong>on</strong> filter and deliver high pressure<br />
oil to the proporti<strong>on</strong>al valve.<br />
One of two pumps are in service during normal<br />
operati<strong>on</strong>, while the sec<strong>on</strong>d will start up at powerful<br />
manoeuvring.<br />
A servo oil pressure adjusting valve ensures minimum<br />
servo oil pressure at any time hereby minimizing<br />
the electrical power c<strong>on</strong>sumpti<strong>on</strong>.<br />
Fig. 5.18.06: Hydraulic Power Unit for <strong>MAN</strong> <strong>Diesel</strong>’s Alpha CP propeller, the servo oil tank unit<br />
<strong>MAN</strong> B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 5 of 8<br />
Maximum system pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> set <strong>on</strong> the safety<br />
valve.<br />
The return oil <str<strong>on</strong>g>is</str<strong>on</strong>g> led back to the tank via a thermostatic<br />
valve, cooler and paper filter.<br />
The servo oil unit <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with alarms according<br />
to the Classificati<strong>on</strong> Society’s requirements<br />
as well as necessary pressure and temperature<br />
indicators.<br />
If the servo oil unit cannot be located with maximum<br />
oil level below the oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong> ring, the<br />
system must incorporate an extra, small drain<br />
tank complete with pump, located at a suitable<br />
level, below the oil d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor ring drain lines.<br />
178 22 39�6.0<br />
198 53 20�8.2
<strong>MAN</strong> B&W 5.18<br />
Alphatr<strong>on</strong>ic 2000 Propulsi<strong>on</strong> C<strong>on</strong>trol System<br />
<strong>MAN</strong> <strong>Diesel</strong>’s Alphatr<strong>on</strong>ic 2000 Propulsi<strong>on</strong> C<strong>on</strong>trol<br />
System (PCS) <str<strong>on</strong>g>is</str<strong>on</strong>g> designed for c<strong>on</strong>trol of propulsi<strong>on</strong><br />
plants based <strong>on</strong> diesel engines with CP propellers.<br />
The plant could for instance include tunnel<br />
gear with PTO/PTI, PTO gear, multiple engines <strong>on</strong><br />
<strong>on</strong>e gearbox as well as multiple propeller plants.<br />
As shown in Fig. 5.18.07, the propulsi<strong>on</strong> c<strong>on</strong>trol<br />
system compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es a computer c<strong>on</strong>trolled system<br />
with interc<strong>on</strong>necti<strong>on</strong>s between c<strong>on</strong>trol stati<strong>on</strong>s via<br />
a redundant bus and a hard wired back�up c<strong>on</strong>trol<br />
system for direct pitch c<strong>on</strong>trol at c<strong>on</strong>stant shaft<br />
speed.<br />
The computer c<strong>on</strong>trolled system c<strong>on</strong>tains functi<strong>on</strong>s<br />
for:<br />
• Machinery c<strong>on</strong>trol of engine start/stop, engine<br />
load limits and possible gear clutches.<br />
Bridge<br />
RPM Pitch<br />
Operator<br />
Panel (*)<br />
Ship’s<br />
Alarm<br />
System<br />
Bridge Wing<br />
Engine C<strong>on</strong>trol Room<br />
Engine Room<br />
STOP<br />
START<br />
Local engine<br />
c<strong>on</strong>trol<br />
Engine<br />
safety<br />
system<br />
<strong>MAN</strong> B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC<br />
STOP<br />
P I<br />
Terminals for<br />
engine m<strong>on</strong>itoring<br />
sensors<br />
(In governor)<br />
Main C<strong>on</strong>trol Stati<strong>on</strong><br />
(Center)<br />
Bridge Wing<br />
RPM Pitch RPM Pitch<br />
Operator<br />
ES: Emergency Stop Operator<br />
ES Panel<br />
BU ES<br />
BU: BackUp C<strong>on</strong>trol Panel (*) ES<br />
STOP<br />
P I<br />
Governor<br />
OVER<br />
LOAD<br />
Handles<br />
interface<br />
Terminals for<br />
propeller<br />
m<strong>on</strong>itoring<br />
sensors<br />
Duplicated Network<br />
System failure alarm, Load reducti<strong>on</strong>, Load red. Cancel alarm<br />
Start/Stop/Slow turning, Start blocking, Remote/Local<br />
Governor limiter cancel<br />
Speed Set<br />
Fuel Index<br />
Charge Air Press.<br />
Engine overload (max. load)<br />
Pitch Set<br />
Propeller Pitch<br />
Remote/Local<br />
Operator Closed Loop Backup selected<br />
Panel C<strong>on</strong>trol Box<br />
(OP�P)<br />
Engine speed<br />
Pitch<br />
Ahead/<br />
Shut down, Shut down reset/cancel<br />
Astern<br />
I<br />
P I<br />
Fig. 5.18.07: <strong>MAN</strong> <strong>Diesel</strong>’s Alphatr<strong>on</strong>ic 2000 Propulsi<strong>on</strong> C<strong>on</strong>trol System<br />
Pitch<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
RPM Pitch<br />
Operator<br />
Panel<br />
Propulsi<strong>on</strong><br />
C<strong>on</strong>trol<br />
System<br />
Page 6 of 8<br />
• Thrust c<strong>on</strong>trol with optimizati<strong>on</strong> of propeller<br />
pitch and shaft speed. Selecti<strong>on</strong> of combinator,<br />
c<strong>on</strong>stant speed or separate thrust mode <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
possible. The rates of changes are c<strong>on</strong>trolled to<br />
ensure smooth manoeuvres and avoidance of<br />
propeller cavitati<strong>on</strong>.<br />
• A Load c<strong>on</strong>trol functi<strong>on</strong> protects the engine<br />
against overload. The load c<strong>on</strong>trol functi<strong>on</strong> c<strong>on</strong>tains<br />
a scavenge air smoke limiter, a load programme<br />
for avoidance of high thermal stresses<br />
in the engine, an automatic load reducti<strong>on</strong> and<br />
an engineer c<strong>on</strong>trolled limitati<strong>on</strong> of maximum<br />
load.<br />
• Functi<strong>on</strong>s for transfer of resp<strong>on</strong>sibility between<br />
the local c<strong>on</strong>trol stand, engine c<strong>on</strong>trol<br />
room and c<strong>on</strong>trol locati<strong>on</strong>s <strong>on</strong> the bridge are<br />
incorporated in the system.<br />
Shaft Generator<br />
/ PMS<br />
Auxiliary C<strong>on</strong>trol<br />
Equipment<br />
Coordinated<br />
C<strong>on</strong>trol<br />
System<br />
178 22 40�6.1<br />
198 53 22�1.2
<strong>MAN</strong> B&W 5.18<br />
Propulsi<strong>on</strong> c<strong>on</strong>trol stati<strong>on</strong> <strong>on</strong> the main bridge<br />
For remote c<strong>on</strong>trol, a minimum of <strong>on</strong>e c<strong>on</strong>trol stati<strong>on</strong><br />
located <strong>on</strong> the bridge <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> c<strong>on</strong>trol stati<strong>on</strong> will incorporate three modules,<br />
as shown in Fig. 5.18.08:<br />
• Propulsi<strong>on</strong> c<strong>on</strong>trol panel with push butt<strong>on</strong>s<br />
and indicators for machinery c<strong>on</strong>trol and a d<str<strong>on</strong>g>is</str<strong>on</strong>g>play<br />
with informati<strong>on</strong> of c<strong>on</strong>diti<strong>on</strong> of operati<strong>on</strong><br />
and status of system parameters.<br />
2 8 8<br />
PROPELLER<br />
RPM<br />
Fig. 5.18.08: Main bridge stati<strong>on</strong> standard layout<br />
<strong>MAN</strong> B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC<br />
288<br />
PROPELLER<br />
PITCH<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
BACK UP<br />
CONTROL<br />
ON/OFF<br />
144<br />
IN<br />
CONTROL<br />
Page 7 of 8<br />
• Propeller m<strong>on</strong>itoring panel with back�up instruments<br />
for propeller pitch and shaft speed.<br />
• Thrust c<strong>on</strong>trol panel with c<strong>on</strong>trol lever for<br />
thrust c<strong>on</strong>trol, an emergency stop butt<strong>on</strong> and<br />
push butt<strong>on</strong>s for transfer of c<strong>on</strong>trol between<br />
c<strong>on</strong>trol stati<strong>on</strong>s <strong>on</strong> the bridge.<br />
TAKE<br />
CONTROL<br />
178 22 41�8.1<br />
198 53 22�1.2
<strong>MAN</strong> B&W 5.18<br />
Renk KAZ Clutch for auxilliary propulsi<strong>on</strong> systems<br />
The Renk KAZ Clutch <str<strong>on</strong>g>is</str<strong>on</strong>g> a shaftline de�clutching<br />
device for auxilliary propulsi<strong>on</strong> systems which<br />
meets the class notati<strong>on</strong>s for redundant propulsi<strong>on</strong>.<br />
The Renk KAZ clutch facilitates reliable and<br />
simple ‘take home’ and ‘take away’ functi<strong>on</strong>s in<br />
two�stroke engine plants. It <str<strong>on</strong>g>is</str<strong>on</strong>g> described in Secti<strong>on</strong><br />
4.04.<br />
<strong>MAN</strong> B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,<br />
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 8 of 8<br />
Further informati<strong>on</strong> about Alpha CP propeller<br />
For further informati<strong>on</strong> about <strong>MAN</strong> <strong>Diesel</strong>’s Alpha<br />
C<strong>on</strong>trollable Pitch (CP) propeller and the Alphatr<strong>on</strong>ic<br />
2000 Remote C<strong>on</strong>trol System, please refer<br />
to our publicati<strong>on</strong>s:<br />
CP Propeller – Product Informati<strong>on</strong><br />
Alphatr<strong>on</strong>ic 2000 PCS Propulsi<strong>on</strong> C<strong>on</strong>trol System<br />
The publicati<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> at<br />
www.mandiesel.com under<br />
‘Quicklinks’ → ‘Technical Papers’<br />
198 53 22�1.2
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities:<br />
Pumps, Coolers &<br />
Exhaust Gas<br />
6
<strong>MAN</strong> B&W 6.01<br />
Calculati<strong>on</strong> of L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities and Exhaust Gas Data<br />
Updated engine and capacities data <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g><br />
from the CEAS program <strong>on</strong> www.mandiesel.com<br />
under ‘Marine’ → ‘Low speed’ → ‘CEAS Engine<br />
Room Dimensi<strong>on</strong>s’.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> chapter describes the necessary auxiliary machinery<br />
capacities to be used for a nominally rated<br />
engine. The capacities given are valid for seawater<br />
cooling system and central cooling water system,<br />
respectively. For derated engine, i.e. with a specified<br />
MCR and/or matching point different from the<br />
Nomenclature<br />
Page 1 of 1<br />
nominally rated MCR point, the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities<br />
will be different from the nominal capacities.<br />
Furthermore, am<strong>on</strong>g others, the exhaust gas data<br />
depends <strong>on</strong> the ambient temperature c<strong>on</strong>diti<strong>on</strong>s.<br />
Based <strong>on</strong> examples for a derated engine, the way<br />
of how to calculate the derated capacities, freshwater<br />
producti<strong>on</strong> and exhaust gas amounts and<br />
temperatures will be described in details.<br />
In the following descripti<strong>on</strong> and examples of the auxiliary machinery capacities, freshwater generator producti<strong>on</strong><br />
and exhaust gas data, the below nomenclatures are used:<br />
Engine ratings Point / Index Power Speed<br />
Nominal MCR point L1 PL1 nL1 Specified MCR point M PM nM Matching point O PO nO Service point S PS nS Fig. 6.01.01: Nomenclature of basic engine ratings<br />
Parameters<br />
Q = Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong><br />
V = Volume flow<br />
M = Mass flow<br />
T = Temperature<br />
Fig. 6.01.02: Nomenclature of coolers and volume flows, etc.<br />
Engine c<strong>on</strong>figurati<strong>on</strong>s related to SFOC<br />
K98ME/ME-C, S90ME-C, K90ME/ME-C,<br />
S80ME�C, K80ME�C, S70ME�C/ME�GI,<br />
L70ME�C, S65ME�C/ME�GI, S60ME�C/ME�GI,<br />
L60ME�C, S50ME�C, S60ME-B, S50ME-B<br />
The engine type <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> in the following versi<strong>on</strong><br />
with respect to the efficiency of the turbocharger<br />
al<strong>on</strong>e:<br />
• A) With high efficiency turbocharger:<br />
which <str<strong>on</strong>g>is</str<strong>on</strong>g> the basic design and for which the l<str<strong>on</strong>g>is</str<strong>on</strong>g>ts<br />
of capacities Secti<strong>on</strong> 6.03 are calculated.<br />
air<br />
Cooler index<br />
scavenge air cooler<br />
lub lube oil cooler<br />
jw jacket water cooler<br />
cent central cooler<br />
sw<br />
Flow index<br />
seawater flow<br />
cw cooling/central water flow<br />
exh exhaust gas<br />
fw freshwater<br />
For S46ME-B, S40ME-B and S35ME-B<br />
The engine type <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> in the following versi<strong>on</strong><br />
with respect to the efficiency of the turbocharger<br />
al<strong>on</strong>e:<br />
• B) With c<strong>on</strong>venti<strong>on</strong>al turbocharger:<br />
Which <str<strong>on</strong>g>is</str<strong>on</strong>g> the basic design and for which the l<str<strong>on</strong>g>is</str<strong>on</strong>g>ts<br />
of capacities Secti<strong>on</strong> 6.03 are calculated.<br />
For th<str<strong>on</strong>g>is</str<strong>on</strong>g> engine type the matching point O has to<br />
be equal to the specified MCR point M.<br />
<strong>MAN</strong> B&W ME/ME-B/ME�C-TII Engine Selecti<strong>on</strong> Guide 198 70 67-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 6.02<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities and Cooling Water Systems<br />
The L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities c<strong>on</strong>tain data regarding the<br />
necessary capacities of the auxiliary machinery<br />
for the main engine <strong>on</strong>ly, and refer to a nominally<br />
rated engine. Complying with IMO Tier II NO x limitati<strong>on</strong>s.<br />
The heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> figures include 10% extra<br />
margin for overload running except for the scavenge<br />
air cooler, which <str<strong>on</strong>g>is</str<strong>on</strong>g> an integrated part of the<br />
diesel engine.<br />
Cooling Water Systems<br />
The capacities given in the tables are based <strong>on</strong><br />
tropical ambient reference c<strong>on</strong>diti<strong>on</strong>s and refer to<br />
engines with high efficiency/c<strong>on</strong>venti<strong>on</strong>al turbocharger<br />
running at nominal MCR (L 1 ) for:<br />
• Seawater cooling system,<br />
See diagram, Fig. 6.02.01 and nominal capacities<br />
in Fig. 6.03.01<br />
• Central cooling water system,<br />
See diagram, Fig. 6.02.02 and nominal capacities<br />
in Fig. 6.03.01<br />
Seawater<br />
32 C<br />
Fig. 6.02.01: Diagram for seawater cooling system<br />
Seawater outlet<br />
Seawater inlet<br />
32 C<br />
45 C<br />
Central<br />
cooler<br />
<strong>MAN</strong> B&W MC/MC-C/ME/ME-C/ME-B/ME-GI-TII engines<br />
Scavenge air cooler<br />
Lubricating oil cooler<br />
Central coolant<br />
36 C<br />
Fig. 6.02.02: Diagram for central cooling water system<br />
38 C<br />
Scavenge<br />
air<br />
cooler (s)<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
The capacities for the starting air receivers and<br />
the compressors are stated in Fig. 6.03.01.<br />
Heat radiati<strong>on</strong> and air c<strong>on</strong>sumpti<strong>on</strong><br />
The radiati<strong>on</strong> and c<strong>on</strong>vecti<strong>on</strong> heat losses to the<br />
engine room <str<strong>on</strong>g>is</str<strong>on</strong>g> around 1% of the engine nominal<br />
power (kW in L 1 ).<br />
The air c<strong>on</strong>sumpti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> approximately 98.2%<br />
of the calculated exhaust gas amount, ie.<br />
M air = M exh x 0.982.<br />
Flanges <strong>on</strong> engine, etc.<br />
The locati<strong>on</strong> of the flanges <strong>on</strong> the engine are<br />
shown in: ‘Engine pipe c<strong>on</strong>necti<strong>on</strong>s’, and the flanges<br />
are identified by reference letters stated in the<br />
‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of flanges’; both can be found in Chapter 5.<br />
The diagrams use the ‘Basic symbols for piping’,<br />
whereas the symbols for instrumentati<strong>on</strong> according<br />
to ‘ISO 1219�1’ and ‘ISO 1219�2’ and the instrumentati<strong>on</strong><br />
l<str<strong>on</strong>g>is</str<strong>on</strong>g>t found in Appendix A.<br />
Jacket water cooler<br />
45 C<br />
80 C<br />
Jaket<br />
water<br />
cooler<br />
Lubricating<br />
oil<br />
cooler<br />
43 C<br />
Seawater outlet<br />
80 C<br />
178 11 26�4.1<br />
178 11 27�6.1<br />
198 74 63-3.0
<strong>MAN</strong> B&W 6.03<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for 5S65ME-GI8-TII at NMCR - IMO NO x Tier II compliance<br />
-<br />
Seawater cooling Central cooling<br />
C<strong>on</strong>venti<strong>on</strong>al TC High eff. TC C<strong>on</strong>venti<strong>on</strong>al TC High eff. TC<br />
-<br />
-<br />
1 x TCA77-21<br />
1 x A180-L35<br />
Page 1 of 4<br />
Pumps<br />
Fuel oil circulati<strong>on</strong> m³/h N.A. N.A. N.A. 5.7 5.7 5.7 N.A. N.A. N.A. 5.7 5.7 5.7<br />
Fuel oil supply m³/h N.A. N.A. N.A. 3.6 3.6 3.6 N.A. N.A. N.A. 3.6 3.6 3.6<br />
Jacket cooling m³/h N.A. N.A. N.A. 120.0 120.0 120.0 N.A. N.A. N.A. 120.0 120.0 120.0<br />
Seawater cooling * m³/h N.A. N.A. N.A. 470.0 470.0 470.0 N.A. N.A. N.A. 450.0 450.0 450.0<br />
Main lubricati<strong>on</strong> oil * m³/h N.A. N.A. N.A. 285.0 285.0 290.0 N.A. N.A. N.A. 285.0 285.0 290.0<br />
Central cooling * m³/h - - - - - - - - - 365 365 365<br />
Scavenge air cooler(s)<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. kW N.A. N.A. N.A. 5,990 5,990 5,990 N.A. N.A. N.A. 5,950 5,950 5,950<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 210 210 210<br />
Seawater flow m³/h N.A. N.A. N.A. 312 312 312 N.A. N.A. N.A. - - -<br />
Lubricating oil cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. * kW N.A. N.A. N.A. 1,130 1,140 1,140 N.A. N.A. N.A. 1,130 1,140 1,140<br />
Lube oil flow * m³/h N.A. N.A. N.A. 285.0 285.0 290.0 N.A. N.A. N.A. 285.0 285.0 290.0<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 155 155 155<br />
Seawater flow m³/h N.A. N.A. N.A. 158 158 158 N.A. N.A. N.A. - - -<br />
Jacket water cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. kW N.A. N.A. N.A. 2,080 2,080 2,080 N.A. N.A. N.A. 2,080 2,080 2,080<br />
Jacket water flow m³/h N.A. N.A. N.A. 120 120 120 N.A. N.A. N.A. 120 120 120<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 155 155 155<br />
Seawater flow m³/h N.A. N.A. N.A. 158 158 158 N.A. N.A. N.A. - - -<br />
Central cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. * kW N.A. N.A. N.A. - - - N.A. N.A. N.A. 9,160 9,170 9,170<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 365 365 365<br />
Seawater flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 450 450 450<br />
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine<br />
Receiver volume m³ N.A. N.A. N.A. 2 x 6.5 2 x 6.5 2 x 6.5 N.A. N.A. N.A. 2 x 6.5 2 x 6.5 2 x 6.5<br />
Compressor cap. m³ N.A. N.A. N.A. 390 390 390 N.A. N.A. N.A. 390 390 390<br />
Starting air system, 30.0 bar g, 6 starts. C<strong>on</strong>trollable pitch propeller - n<strong>on</strong>-reversible engine<br />
Receiver volume m³ N.A. N.A. N.A. 2 x 3.5 2 x 3.5 2 x 3.5 N.A. N.A. N.A. 2 x 3.5 2 x 3.5 2 x 3.5<br />
Compressor cap. m³ N.A. N.A. N.A. 210 210 210 N.A. N.A. N.A. 210 210 210<br />
Other values<br />
Fuel oil heater kW N.A. N.A. N.A. 150 150 150 N.A. N.A. N.A. 150 150 150<br />
Exh. gas temp. °C N.A. N.A. N.A. 240 240 240 N.A. N.A. N.A. 240 240 240<br />
Exh. gas amount kg/h N.A. N.A. N.A. 128,500 128,500 128,500 N.A. N.A. N.A. 128,500 128,500 128,500<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h N.A. N.A. N.A. 35.0 35.0 35.0 N.A. N.A. N.A. 35.0 35.0 35.0<br />
* For main engine arrangements with built-<strong>on</strong> power take-off (PTO) of a <strong>MAN</strong> <strong>Diesel</strong> recommended type and/or torsi<strong>on</strong>al vibrati<strong>on</strong><br />
damper the engine's capacities must be increased by those stated for the actual system<br />
For L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for derated engines and performance data at part load please v<str<strong>on</strong>g>is</str<strong>on</strong>g>it http://www.manbw.dk/ceas/erd/<br />
Table 6.03.01e: Capacities for seawater and central systems as well as c<strong>on</strong>venti<strong>on</strong>al and high efficiency turbochargers stated at NMCR<br />
<strong>MAN</strong> B&W S65ME-GI8-TII 198 71 57-8.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
1 x MET71MA<br />
-<br />
-<br />
-<br />
1 x TCA77-21<br />
1 x A180-L35<br />
1 x MET71MA
<strong>MAN</strong> B&W 6.03<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for 6S65ME-GI8-TII at NMCR - IMO NO x Tier II compliance<br />
<strong>MAN</strong> B&W S65ME-GI8-TII<br />
-<br />
Seawater cooling Central cooling<br />
C<strong>on</strong>venti<strong>on</strong>al TC High eff. TC C<strong>on</strong>venti<strong>on</strong>al TC High eff. TC<br />
-<br />
-<br />
1 x TCA88-21<br />
1 x A185-L35<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 4<br />
Pumps<br />
Fuel oil circulati<strong>on</strong> m³/h N.A. N.A. N.A. 6.8 6.8 6.8 N.A. N.A. N.A. 6.8 6.8 6.8<br />
Fuel oil supply m³/h N.A. N.A. N.A. 4.3 4.3 4.3 N.A. N.A. N.A. 4.3 4.3 4.3<br />
Jacket cooling m³/h N.A. N.A. N.A. 145.0 145.0 145.0 N.A. N.A. N.A. 145.0 145.0 145.0<br />
Seawater cooling * m³/h N.A. N.A. N.A. 560.0 560.0 570.0 N.A. N.A. N.A. 540.0 540.0 540.0<br />
Main lubricati<strong>on</strong> oil * m³/h N.A. N.A. N.A. 345.0 340.0 345.0 N.A. N.A. N.A. 345.0 340.0 345.0<br />
Central cooling * m³/h - - - - - - - - - 435 435 440<br />
Scavenge air cooler(s)<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. kW N.A. N.A. N.A. 7,190 7,190 7,190 N.A. N.A. N.A. 7,150 7,150 7,150<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 252 252 252<br />
Seawater flow m³/h N.A. N.A. N.A. 374 374 374 N.A. N.A. N.A. - - -<br />
Lubricating oil cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. * kW N.A. N.A. N.A. 1,360 1,370 1,380 N.A. N.A. N.A. 1,360 1,370 1,380<br />
Lube oil flow * m³/h N.A. N.A. N.A. 345.0 340.0 345.0 N.A. N.A. N.A. 345.0 340.0 345.0<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 183 183 188<br />
Seawater flow m³/h N.A. N.A. N.A. 186 186 196 N.A. N.A. N.A. - - -<br />
Jacket water cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. kW N.A. N.A. N.A. 2,490 2,490 2,490 N.A. N.A. N.A. 2,490 2,490 2,490<br />
Jacket water flow m³/h N.A. N.A. N.A. 145 145 145 N.A. N.A. N.A. 145 145 145<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 183 183 188<br />
Seawater flow m³/h N.A. N.A. N.A. 186 186 196 N.A. N.A. N.A. - - -<br />
Central cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. * kW N.A. N.A. N.A. - - - N.A. N.A. N.A. 11,000 11,010 11,020<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 435 435 440<br />
Seawater flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 540 540 540<br />
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine<br />
Receiver volume m³ N.A. N.A. N.A. 2 x 7.0 2 x 7.0 2 x 7.0 N.A. N.A. N.A. 2 x 7.0 2 x 7.0 2 x 7.0<br />
Compressor cap. m³ N.A. N.A. N.A. 420 420 420 N.A. N.A. N.A. 420 420 420<br />
Starting air system, 30.0 bar g, 6 starts. C<strong>on</strong>trollable pitch propeller - n<strong>on</strong>-reversible engine<br />
Receiver volume m³ N.A. N.A. N.A. 2 x 3.5 2 x 3.5 2 x 3.5 N.A. N.A. N.A. 2 x 3.5 2 x 3.5 2 x 3.5<br />
Compressor cap. m³ N.A. N.A. N.A. 210 210 210 N.A. N.A. N.A. 210 210 210<br />
Other values<br />
Fuel oil heater kW N.A. N.A. N.A. 180 180 180 N.A. N.A. N.A. 180 180 180<br />
Exh. gas temp. °C N.A. N.A. N.A. 240 240 240 N.A. N.A. N.A. 240 240 240<br />
Exh. gas amount kg/h N.A. N.A. N.A. 154,200 154,200 154,200 N.A. N.A. N.A. 154,200 154,200 154,200<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h N.A. N.A. N.A. 42.0 42.0 42.0 N.A. N.A. N.A. 42.0 42.0 42.0<br />
* For main engine arrangements with built-<strong>on</strong> power take-off (PTO) of a <strong>MAN</strong> <strong>Diesel</strong> recommended type and/or torsi<strong>on</strong>al vibrati<strong>on</strong><br />
damper the engine's capacities must be increased by those stated for the actual system<br />
For L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for derated engines and performance data at part load please v<str<strong>on</strong>g>is</str<strong>on</strong>g>it http://www.manbw.dk/ceas/erd/<br />
Table 6.03.01f: Capacities for seawater and central systems as well as c<strong>on</strong>venti<strong>on</strong>al and high efficiency turbochargers stated at NMCR<br />
1 x MET83MA<br />
-<br />
-<br />
-<br />
1 x TCA88-21<br />
1 x A185-L35<br />
1 x MET83MA<br />
198 71 57-8.0
<strong>MAN</strong> B&W 6.03<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for 7S65ME-GI8-TII at NMCR - IMO NO x Tier II compliance<br />
-<br />
Seawater cooling Central cooling<br />
C<strong>on</strong>venti<strong>on</strong>al TC High eff. TC C<strong>on</strong>venti<strong>on</strong>al TC High eff. TC<br />
-<br />
-<br />
1 x TCA88-21<br />
1 x A190-L34<br />
Page 3 of 4<br />
Pumps<br />
Fuel oil circulati<strong>on</strong> m³/h N.A. N.A. N.A. 8.0 8.0 8.0 N.A. N.A. N.A. 8.0 8.0 8.0<br />
Fuel oil supply m³/h N.A. N.A. N.A. 5.0 5.0 5.0 N.A. N.A. N.A. 5.0 5.0 5.0<br />
Jacket cooling m³/h N.A. N.A. N.A. 165.0 165.0 165.0 N.A. N.A. N.A. 165.0 165.0 165.0<br />
Seawater cooling * m³/h N.A. N.A. N.A. 660.0 660.0 660.0 N.A. N.A. N.A. 630.0 630.0 630.0<br />
Main lubricati<strong>on</strong> oil * m³/h N.A. N.A. N.A. 400.0 395.0 400.0 N.A. N.A. N.A. 400.0 395.0 400.0<br />
Central cooling * m³/h - - - - - - - - - 510 510 510<br />
Scavenge air cooler(s)<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. kW N.A. N.A. N.A. 8,380 8,380 8,380 N.A. N.A. N.A. 8,340 8,340 8,340<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 294 294 294<br />
Seawater flow m³/h N.A. N.A. N.A. 436 436 436 N.A. N.A. N.A. - - -<br />
Lubricating oil cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. * kW N.A. N.A. N.A. 1,570 1,600 1,580 N.A. N.A. N.A. 1,570 1,600 1,580<br />
Lube oil flow * m³/h N.A. N.A. N.A. 400.0 395.0 400.0 N.A. N.A. N.A. 400.0 395.0 400.0<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 216 216 216<br />
Seawater flow m³/h N.A. N.A. N.A. 224 224 224 N.A. N.A. N.A. - - -<br />
Jacket water cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. kW N.A. N.A. N.A. 2,910 2,910 2,910 N.A. N.A. N.A. 2,910 2,910 2,910<br />
Jacket water flow m³/h N.A. N.A. N.A. 165 165 165 N.A. N.A. N.A. 165 165 165<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 216 216 216<br />
Seawater flow m³/h N.A. N.A. N.A. 224 224 224 N.A. N.A. N.A. - - -<br />
Central cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. * kW N.A. N.A. N.A. - - - N.A. N.A. N.A. 12,820 12,850 12,830<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 510 510 510<br />
Seawater flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 630 630 630<br />
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine<br />
Receiver volume m³ N.A. N.A. N.A. 2 x 7.0 2 x 7.0 2 x 7.0 N.A. N.A. N.A. 2 x 7.0 2 x 7.0 2 x 7.0<br />
Compressor cap. m³ N.A. N.A. N.A. 420 420 420 N.A. N.A. N.A. 420 420 420<br />
Starting air system, 30.0 bar g, 6 starts. C<strong>on</strong>trollable pitch propeller - n<strong>on</strong>-reversible engine<br />
Receiver volume m³ N.A. N.A. N.A. 2 x 3.5 2 x 3.5 2 x 3.5 N.A. N.A. N.A. 2 x 3.5 2 x 3.5 2 x 3.5<br />
Compressor cap. m³ N.A. N.A. N.A. 210 210 210 N.A. N.A. N.A. 210 210 210<br />
Other values<br />
Fuel oil heater kW N.A. N.A. N.A. 210 210 210 N.A. N.A. N.A. 210 210 210<br />
Exh. gas temp. °C N.A. N.A. N.A. 240 240 240 N.A. N.A. N.A. 240 240 240<br />
Exh. gas amount kg/h N.A. N.A. N.A. 179,900 179,900 179,900 N.A. N.A. N.A. 179,900 179,900 179,900<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h N.A. N.A. N.A. 49.0 49.0 49.0 N.A. N.A. N.A. 49.0 49.0 49.0<br />
* For main engine arrangements with built-<strong>on</strong> power take-off (PTO) of a <strong>MAN</strong> <strong>Diesel</strong> recommended type and/or torsi<strong>on</strong>al vibrati<strong>on</strong><br />
damper the engine's capacities must be increased by those stated for the actual system<br />
For L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for derated engines and performance data at part load please v<str<strong>on</strong>g>is</str<strong>on</strong>g>it http://www.manbw.dk/ceas/erd/<br />
Table 6.03.01g: Capacities for seawater and central systems as well as c<strong>on</strong>venti<strong>on</strong>al and high efficiency turbochargers stated at NMCR<br />
<strong>MAN</strong> B&W S65ME-GI8-TII 198 71 57-8.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
1 x MET83MA<br />
-<br />
-<br />
-<br />
1 x TCA88-21<br />
1 x A190-L34<br />
1 x MET83MA
<strong>MAN</strong> B&W 6.03<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for 8S65ME-GI8-TII at NMCR - IMO NO x Tier II compliance<br />
<strong>MAN</strong> B&W S65ME-GI8-TII<br />
-<br />
Seawater cooling Central cooling<br />
C<strong>on</strong>venti<strong>on</strong>al TC High eff. TC C<strong>on</strong>venti<strong>on</strong>al TC High eff. TC<br />
-<br />
-<br />
1 x TCA88-21<br />
2 x A180-L34<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 4 of 4<br />
Pumps<br />
Fuel oil circulati<strong>on</strong> m³/h N.A. N.A. N.A. 9.1 9.1 9.1 N.A. N.A. N.A. 9.1 9.1 9.1<br />
Fuel oil supply m³/h N.A. N.A. N.A. 5.7 5.7 5.7 N.A. N.A. N.A. 5.7 5.7 5.7<br />
Jacket cooling m³/h N.A. N.A. N.A. 190.0 190.0 190.0 N.A. N.A. N.A. 190.0 190.0 190.0<br />
Seawater cooling * m³/h N.A. N.A. N.A. 750.0 760.0 750.0 N.A. N.A. N.A. 720.0 730.0 720.0<br />
Main lubricati<strong>on</strong> oil * m³/h N.A. N.A. N.A. 455.0 455.0 460.0 N.A. N.A. N.A. 455.0 455.0 460.0<br />
Central cooling * m³/h - - - - - - - - - 580 590 580<br />
Scavenge air cooler(s)<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. kW N.A. N.A. N.A. 9,580 9,580 9,580 N.A. N.A. N.A. 9,530 9,530 9,530<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 336 336 336<br />
Seawater flow m³/h N.A. N.A. N.A. 499 499 499 N.A. N.A. N.A. - - -<br />
Lubricating oil cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. * kW N.A. N.A. N.A. 1,770 1,870 1,830 N.A. N.A. N.A. 1,770 1,870 1,830<br />
Lube oil flow * m³/h N.A. N.A. N.A. 455.0 455.0 460.0 N.A. N.A. N.A. 455.0 455.0 460.0<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 244 254 244<br />
Seawater flow m³/h N.A. N.A. N.A. 251 261 251 N.A. N.A. N.A. - - -<br />
Jacket water cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. kW N.A. N.A. N.A. 3,320 3,320 3,320 N.A. N.A. N.A. 3,320 3,320 3,320<br />
Jacket water flow m³/h N.A. N.A. N.A. 190 190 190 N.A. N.A. N.A. 190 190 190<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 244 254 244<br />
Seawater flow m³/h N.A. N.A. N.A. 251 261 251 N.A. N.A. N.A. - - -<br />
Central cooler<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>s. app. * kW N.A. N.A. N.A. - - - N.A. N.A. N.A. 14,620 14,720 14,680<br />
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 580 590 580<br />
Seawater flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 720 730 720<br />
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine<br />
Receiver volume m³ N.A. N.A. N.A. 2 x 7.0 2 x 7.0 2 x 7.0 N.A. N.A. N.A. 2 x 7.0 2 x 7.0 2 x 7.0<br />
Compressor cap. m³ N.A. N.A. N.A. 420 420 420 N.A. N.A. N.A. 420 420 420<br />
Starting air system, 30.0 bar g, 6 starts. C<strong>on</strong>trollable pitch propeller - n<strong>on</strong>-reversible engine<br />
Receiver volume m³ N.A. N.A. N.A. 2 x 4.0 2 x 4.0 2 x 4.0 N.A. N.A. N.A. 2 x 4.0 2 x 4.0 2 x 4.0<br />
Compressor cap. m³ N.A. N.A. N.A. 240 240 240 N.A. N.A. N.A. 240 240 240<br />
Other values<br />
Fuel oil heater kW N.A. N.A. N.A. 240 240 240 N.A. N.A. N.A. 240 240 240<br />
Exh. gas temp. °C N.A. N.A. N.A. 240 240 240 N.A. N.A. N.A. 240 240 240<br />
Exh. gas amount kg/h N.A. N.A. N.A. 205,600 205,600 205,600 N.A. N.A. N.A. 205,600 205,600 205,600<br />
Air c<strong>on</strong>sumpti<strong>on</strong> kg/h N.A. N.A. N.A. 56.0 56.0 56.0 N.A. N.A. N.A. 56.0 56.0 56.0<br />
* For main engine arrangements with built-<strong>on</strong> power take-off (PTO) of a <strong>MAN</strong> <strong>Diesel</strong> recommended type and/or torsi<strong>on</strong>al vibrati<strong>on</strong><br />
damper the engine's capacities must be increased by those stated for the actual system<br />
For L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for derated engines and performance data at part load please v<str<strong>on</strong>g>is</str<strong>on</strong>g>it http://www.manbw.dk/ceas/erd/<br />
Table 6.03.01h: Capacities for seawater and central systems as well as c<strong>on</strong>venti<strong>on</strong>al and high efficiency turbochargers stated at NMCR<br />
2 x MET66MA<br />
-<br />
-<br />
-<br />
1 x TCA88-21<br />
2 x A180-L34<br />
2 x MET66MA<br />
198 71 57-8.0
<strong>MAN</strong> B&W 6.04<br />
Auxiliary Machinery Capacities<br />
The dimensi<strong>on</strong>ing of heat exchangers (coolers)<br />
and pumps for derated engines can be calculated<br />
<strong>on</strong> the bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of the heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> values found<br />
by using the following descripti<strong>on</strong> and diagrams.<br />
Those for the nominal MCR (L 1 ), may also be used<br />
if wanted.<br />
The nomenclature of the basic engine ratings and<br />
coolers, etc. used in th<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig.<br />
6.01.01 and 6.01.02.<br />
Cooler heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>s<br />
For the specified MCR (M) the following three diagrams<br />
in Figs. 6.04.01, 6.04.02 and 6.04.03 show<br />
reducti<strong>on</strong> factors for the corresp<strong>on</strong>ding heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>s<br />
for the coolers, relative to the values<br />
stated in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’ valid for nominal<br />
MCR (L 1 ).<br />
L 3<br />
L 4<br />
M<br />
Q air%<br />
65%<br />
Q air% = 100 x (P M /P L1 ) 1.68 x (n M /n L1 ) – 0.83 x k O<br />
k O = 1 + 0.27 x (1 – P O /P M ) = 1<br />
<strong>MAN</strong> B&W S90ME-C8-T-II, S80ME-C8/9-T-II,<br />
K80ME-C6-T-II, S70ME-C/ME-GI8-T-II,<br />
S65ME-C/ME-GI8-T-II, S60ME-C/ME-GI8-T-II,<br />
L60ME-C7/8-T-II, S50ME-C8-T-II<br />
Specified MCR power, % of L 1<br />
P M%<br />
110%<br />
L1 100%<br />
90%<br />
80%<br />
70%<br />
L2 100%<br />
90%<br />
80%<br />
70%<br />
80% 85% 90% 95% 100% 105%<br />
60%<br />
110% nM% Specified MCR engine speed, % of L 1<br />
178 53 75-3.1<br />
Fig. 6.04.01: Scavenge air cooler, heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> Q air% in<br />
point M, in % of the L 1 value Q air, L1 and valid for P O = P M ..<br />
As matching point O = M, correcti<strong>on</strong> k O = 1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 12<br />
The percentage power (P M% ) and speed (n M% ) of L 1<br />
ie: P M% = P M /P L1 x 100%<br />
n M% = n M /n L1 x 100%<br />
for specified MCR (M) of the derated engine <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
used as input in the above�menti<strong>on</strong>ed diagrams,<br />
giving the % heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> figures relative to<br />
those in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’,<br />
L 90%<br />
3<br />
L 4<br />
86%<br />
82%<br />
78%<br />
94%<br />
O=M<br />
Q jw%<br />
98%<br />
Q = e jw% (– 0.0811 x ln (n M% ) + 0.8072 x ln (P ) + 1.2614)<br />
M%<br />
Specified MCR power, % of L 1<br />
P M%<br />
110%<br />
L<br />
100% 1<br />
178 59 46-9.0<br />
Fig. 6.04.02: Jacket water cooler, heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> Q jw%<br />
in point M, in % of the L 1 value Q jw, L1<br />
Q lub% = 67.3009 x ln (n M% ) + 7.6304 x ln (P M% )<br />
� 245.0714<br />
Fig. 6.04.03: Lubricating oil cooler, heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong><br />
Q lub% in point M, in % of the L 1 value Q lub, L1<br />
100%<br />
90%<br />
80%<br />
70%<br />
80% 85% 90% 95% 100% 105%<br />
60%<br />
110% nM% L 3<br />
L 4<br />
L1 88% 90%<br />
98%100%<br />
94%96%<br />
92%<br />
M<br />
Q lub%<br />
L 2<br />
Specified MCR engine speed, % of L 1<br />
Specified MCR power, % of L 1<br />
P M%<br />
110%<br />
100%<br />
90%<br />
80%<br />
70%<br />
80% 85% 90% 95% 100% 105%<br />
60%<br />
110% nM% L 2<br />
Specified MCR engine speed, % of L 1<br />
178 53 77-7.1<br />
198 71 52-9.0
<strong>MAN</strong> B&W 6.04<br />
The derated cooler capacities may then be found<br />
by means of following equati<strong>on</strong>s:<br />
Q = Q x (Q / 100)<br />
air, M air, L1 air%<br />
Q = Q x (Q / 100)<br />
jw, M jw, L1 jw%<br />
Q = Q x (Q / 100)<br />
lub, M lub, L1 lub%<br />
and for a central cooling water system the central<br />
cooler heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
Q = Q + Q + Q cent,M air,M jw,M lub,M<br />
Pump capacities<br />
The pump capacities given in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
refer to engines rated at nominal MCR (L 1 ).<br />
For lower rated engines, <strong>on</strong>ly a marginal saving in<br />
the pump capacities <str<strong>on</strong>g>is</str<strong>on</strong>g> obtainable.<br />
To ensure proper lubricati<strong>on</strong>, the lubricating oil<br />
pump must remain unchanged.<br />
Also, the fuel oil circulating and supply pumps<br />
should remain unchanged.<br />
In order to ensure reliable starting, the starting air<br />
compressors and the starting air receivers must<br />
also remain unchanged.<br />
The jacket cooling water pump capacity <str<strong>on</strong>g>is</str<strong>on</strong>g> relatively<br />
low. Practically no saving <str<strong>on</strong>g>is</str<strong>on</strong>g> possible, and it<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> therefore unchanged.<br />
Seawater cooling system<br />
The derated seawater pump capacity <str<strong>on</strong>g>is</str<strong>on</strong>g> equal to<br />
the sum of the below found derated seawater flow<br />
capacities through the scavenge air and lube oil<br />
coolers, as these are c<strong>on</strong>nected in parallel.<br />
The seawater flow capacity for each of the scavenge<br />
air, lube oil and jacket water coolers can<br />
be reduced proporti<strong>on</strong>ally to the reduced heat<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>s found in Figs. 6.04.01, 6.04.02 and<br />
6.04.03, respectively i.e. as follows:<br />
V = V x (Q / 100)<br />
sw,air,M sw,air,L1 air%<br />
V = V x Q / 100)<br />
sw,lub,M sw,lub.L1 lub%<br />
V = V sw,jw,M sw,lub,M<br />
However, regarding the scavenge air cooler(s),<br />
the engine maker has to approve th<str<strong>on</strong>g>is</str<strong>on</strong>g> reducti<strong>on</strong> in<br />
<strong>MAN</strong> B&W K80ME-C9, K90MC-C6, L70MC-C/ME-C7/8,<br />
S65ME-C/ME-GI8, S70MC-C/ME-C/ME-GI7/8<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 12<br />
order to avoid too low a water velocity in the scavenge<br />
air cooler pipes.<br />
As the jacket water cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected in series<br />
with the lube oil cooler, the seawater flow capacity<br />
for the latter <str<strong>on</strong>g>is</str<strong>on</strong>g> used also for the jacket water<br />
cooler.<br />
Central cooling water system<br />
If a central cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> used, the above still applies,<br />
but the central cooling water capacities are used<br />
instead of the above seawater capacities. The<br />
seawater flow capacity for the central cooler can<br />
be reduced in proporti<strong>on</strong> to the reducti<strong>on</strong> of the<br />
total cooler heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>, i.e. as follows:<br />
V = V x (Q / 100)<br />
cw,air,M cw,air,L1 air%<br />
V = V x (Q / 100)<br />
cw,lub,M cw,lub,L1 lub%<br />
V = V cw,jw,M<br />
cw,lub,M<br />
V = V + V cw,cent,M cw,air,M cw,lub,M<br />
V = V x Q / Q sw,cent,M sw,cent,L1 cent,M cent,L1<br />
Pump pressures<br />
Irrespective of the capacities selected as per the<br />
above guidelines, the below�menti<strong>on</strong>ed pump<br />
heads at the menti<strong>on</strong>ed maximum working temperatures<br />
for each system shall be kept:<br />
Pump<br />
head bar<br />
Max. working<br />
temp. ºC<br />
Fuel oil supply pump 4 100<br />
Fuel oil circulating pump 6 150<br />
Lubricating oil pump 4.5 70<br />
Seawater pump 2.5 50<br />
Central cooling water pump 2.5 80<br />
Jacket water pump 3.0 100<br />
Flow velocities<br />
For external pipe c<strong>on</strong>necti<strong>on</strong>s, we prescribe the<br />
following maximum velocities:<br />
Marine diesel oil ......................................... 1.0 m/s<br />
Heavy fuel oil .............................................. 0.6 m/s<br />
Lubricating oil ............................................. 1.8 m/s<br />
Cooling water ............................................. 3.0 m/s<br />
198 61 96-7.1
<strong>MAN</strong> B&W 6.04<br />
Calculati<strong>on</strong> of L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities for Derated Engine<br />
Example 1:<br />
<strong>MAN</strong> B&W S65ME-C8-GI-TII<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 12<br />
Pump and cooler capacities for a derated 6S65ME-C8-GI-TII with high efficiency <strong>MAN</strong> <strong>Diesel</strong> turbocharger<br />
type TCA, fixed pitch propeller and central cooling water system.<br />
Nominal MCR, (L 1 ) P L1 : 17,220 kW (100.0%) and 95.0 r/min (100.0%)<br />
Specified MCR, (M) P M : 14,637 kW (85.0%) and 85.5 r/min (90.0%)<br />
Matching point, (O) P O : 14,637 kW (85.0%) and 85.5 r/min (90.0%), P O = 100.0% of P M<br />
The method of calculating the reduced capacities<br />
for point M (n M% = 90.0% and P M% = 85.0%) <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
shown below.<br />
The values valid for the nominal rated engine are<br />
found in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’, Figs. 6.03.01 and<br />
6.03.02, and are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted together with the result in<br />
the figure <strong>on</strong> the next page.<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> of scavenge air cooler<br />
Fig. 6.04.01 which approximately indicates a Q air%<br />
= 83.1% heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>, i.e.:<br />
Q air,M =Q air,L1 x Q air% / 100<br />
Q air,M = 7,150 x 0.831 = 5,942 kW<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> of jacket water cooler<br />
Fig. 6.04.02 indicates a Q jw% = 88.5% heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>;<br />
i.e.:<br />
Q jw,M = Q jw,L1 x Q jw% / 100<br />
Q jw,M = 2,490 x 0.885 = 2,204 kW<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> of lube oil cooler<br />
Fig. 6.04.03 indicates a Q lub% = 91.7% heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong>;<br />
i.e.:<br />
Q lub,M = Q lub, L1 x Q lub% / 100<br />
Q lub,M = 1,360 x 0.917 = 1,247 kW<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> of central water cooler<br />
Q cent,M = Q air,M + Q jw,M + Q lub, M<br />
Q cent,M = 5,942 + 2,204 + 1,247 = 9,393 kW<br />
Total cooling water flow through scavenge air<br />
coolers<br />
V cw,air,M = V cw,air,L1 x Q air% / 100<br />
V cw,air,M = 252 x 0.831 = 209 m 3 /h<br />
Cooling water flow through lubricating oil cooler<br />
V cw,lub,M = V cw,lub,L1 x Q lub% / 100<br />
V cw,lub,M = 183 x 0.917 = 168 m 3 /h<br />
Cooling water flow through central cooler<br />
(Central cooling water pump)<br />
V cw,cent,M = V cw,air,M + V cw,lub,M<br />
V cw,cent,M = 209 + 168 = 377 m 3 /h<br />
Cooling water flow through jacket water cooler<br />
(as for lube oil cooler)<br />
V cw,jw,M = V cw,lub,M<br />
V cw,jw,M = 168 m 3 /h<br />
Seawater pump for central cooler<br />
As the seawater pump capacity and the central<br />
cooler heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> for the nominal rated engine<br />
found in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’ are 540 m 3 /h<br />
and 11,000 kW the derated seawater pump flow<br />
equals:<br />
Seawater pump:<br />
V sw,cent,M = V sw,cent,L1 x Q cent,M / Q cent,L1<br />
= 540 x 9,393 / 11,000 = 461 m 3 /h<br />
198 74 50-1.0
<strong>MAN</strong> B&W 6.04<br />
<strong>MAN</strong> B&W S65ME-C8-GI-TII<br />
Nominal rated engine (L 1 )<br />
High efficiency<br />
turbocharger (TCA)<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 4 of 12<br />
Example 1<br />
Specified MCR (M)<br />
Shaft power at MCR 17,220 kW 14,637 kW<br />
Engine speed at MCR at 95.0 r/min at 92.2 r/min<br />
Power of matching point %MCR 100% 90%<br />
Pumps:<br />
Fuel oil circulating pump m3 /h 6.8 6.8<br />
Fuel oil supply pump m3 /h 4.3 4.3<br />
Jacket cooling water pump m3 /h 145 145<br />
Central cooling water pump m3 /h 435 377<br />
Seawater pump m3 /h 540 461<br />
Lubricating oil pump m3 Coolers:<br />
Scavenge air cooler<br />
/h 345 345<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 7,150 5,942<br />
Central water quantity m3 Lub. oil cooler<br />
/h 252 209<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 1,360 1,247<br />
Lubricating oil quantity m3 /h 345 345<br />
Central water quantity m3 Jacket water cooler<br />
/h 183 168<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 2,490 2,204<br />
Jacket cooling water quantity m3 /h 145 145<br />
Central water quantity m3 Central cooler<br />
/h 183 168<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 11,000 9,393<br />
Central water quantity m3 /h 435 377<br />
Seawater quantity m3 /h 540 461<br />
Fuel oil heater: kW 180 180<br />
Gases at ISO ambient c<strong>on</strong>diti<strong>on</strong>s*<br />
Exhaust gas amount kg/h 154,200 131,400<br />
Exhaust gas temperature °C 240 232.8<br />
Air c<strong>on</strong>sumpti<strong>on</strong><br />
Starting air system: 30 bar (gauge)<br />
Reversible engine<br />
kg/s 42.0 35.8<br />
Receiver volume (12 starts) m3 2 x 7.0 2 x 7.0<br />
Compressor capacity, total m3 N<strong>on</strong>-reversible engine<br />
/h 420 420<br />
Receiver volume (6 starts) m3 2 x 3.5 2 x 3.5<br />
Compressor capacity, total m3 /h 210 210<br />
Exhaust gas tolerances: temperature ±15 °C and amount ±5%<br />
The air c<strong>on</strong>sumpti<strong>on</strong> and exhaust gas figures are expected and refer to 100% specified MCR,<br />
ISO ambient reference c<strong>on</strong>diti<strong>on</strong>s and the exhaust gas back pressure 300 mm WC<br />
The exhaust gas temperatures refer to after turbocharger<br />
* Calculated in example 3, in th<str<strong>on</strong>g>is</str<strong>on</strong>g> chapter<br />
Example 1 – Capacities of derated 6S65ME-C8-GI-TII with high efficiency <strong>MAN</strong> <strong>Diesel</strong> turbocharger type TCA and<br />
central cooling water system.<br />
198 74 50-1.0
<strong>MAN</strong> B&W 6.04<br />
Freshwater Generator<br />
If a freshwater generator <str<strong>on</strong>g>is</str<strong>on</strong>g> installed and <str<strong>on</strong>g>is</str<strong>on</strong>g> util<str<strong>on</strong>g>is</str<strong>on</strong>g>ing<br />
the heat in the jacket water cooling system,<br />
it should be noted that the actual <str<strong>on</strong>g>available</str<strong>on</strong>g> heat<br />
in the jacket cooling water system <str<strong>on</strong>g>is</str<strong>on</strong>g> lower than<br />
indicated by the heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> figures valid for<br />
nominal MCR (L 1 ) given in the L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> because the latter figures are used for<br />
dimensi<strong>on</strong>ing the jacket water cooler and hence<br />
incorporate a safety margin which can be needed<br />
when the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> operating under c<strong>on</strong>diti<strong>on</strong>s<br />
such as, e.g. overload. Normally, th<str<strong>on</strong>g>is</str<strong>on</strong>g> margin <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
10% at nominal MCR.<br />
Calculati<strong>on</strong> Method<br />
For a derated diesel engine, i.e. an engine having<br />
a specified MCR (M) equal to matching point (O)<br />
different from L 1 , the relative jacket water heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong><br />
for point M and O may be found, as previously<br />
described, by means of Fig. 6.04.02.<br />
Part load correcti<strong>on</strong> factor for jacket<br />
cooling water heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong><br />
kp 1.0<br />
0.9<br />
0.8<br />
0.7<br />
0.6<br />
0.5<br />
0.4<br />
0.3<br />
0.2<br />
0.1<br />
0<br />
FPP<br />
CPP<br />
0 10 20 30 40 50 60 70 80 90 100%<br />
Engine load, % of matching power (O)<br />
FPP : Fixed pitch propeller<br />
FPP : k = 0.742 x p P __ S<br />
PO CPP : k = 0.822 x p P __ S<br />
PO CPP : C<strong>on</strong>trollable pitch propeller, c<strong>on</strong>stant speed<br />
+ 0.258<br />
+ 0.178<br />
<strong>MAN</strong> B&W K98ME/ME-C-T-II, S90ME-C-T-II, K90ME/ME-C-T-II,<br />
S80ME-C-T-II, K80ME-C-T-II, S70ME-C/ME-GI-T-II, L70ME-C-T-II,<br />
S65ME-C/ME-GI-T-II, S60ME-C/ME-B/ME-GI-T-II,L60ME-C-T-II<br />
178 06 64�3.2<br />
Fig. 6.04.04: Correcti<strong>on</strong> factor ‘kp’ for jacket cooling<br />
water heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> at part load, relative to heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong><br />
at matching power<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 5 of 12<br />
At part load operati<strong>on</strong>, lower than matching power,<br />
the actual jacket water heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> will be<br />
reduced according to the curves for fixed pitch<br />
propeller (FPP) or for c<strong>on</strong>stant speed, c<strong>on</strong>trollable<br />
pitch propeller (CPP), respectively, in Fig. 6.04.04.<br />
With reference to the above, the heat actually<br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> for a derated diesel engine may then be<br />
found as follows:<br />
1. Engine power equal to specified power M<br />
(equal to matching point O).<br />
For specified MCR (M) = matching power (O),<br />
the diagram Fig. 6.04.02 <str<strong>on</strong>g>is</str<strong>on</strong>g> to be used, i.e.<br />
giving the percentage correcti<strong>on</strong> factor ‘Q jw% ’<br />
and hence for matching power P O :<br />
Q = Q x jw,O jw,L1 Q ___ jw%<br />
100<br />
x 0.9 (0.88) [1]<br />
2. Engine power lower than matching power.<br />
For powers lower than the matching power,<br />
the value Q jw,O found for point O by means of<br />
the above equati<strong>on</strong> [1] <str<strong>on</strong>g>is</str<strong>on</strong>g> to be multiplied by<br />
the correcti<strong>on</strong> factor k p found in Fig. 6.04.04<br />
and hence<br />
Q jw = Q jw,O x k p �15%/0% [2]<br />
where<br />
Q = jacket water heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong><br />
jw<br />
Q = jacket water heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> at nominal<br />
jw,L1<br />
MCR (L ) 1<br />
Q = percentage correcti<strong>on</strong> factor from<br />
jw%<br />
Fig. 6.04.02<br />
Q = jacket water heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> at matching<br />
jw,O<br />
power (O), found by means of equati<strong>on</strong> [1]<br />
k = part load correcti<strong>on</strong> factor from Fig. 6.04.04<br />
p<br />
0.9 = factor for safety margin of cooler, tropical<br />
ambient c<strong>on</strong>diti<strong>on</strong>s<br />
The heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> assumed to be more or less<br />
independent of the ambient temperature c<strong>on</strong>diti<strong>on</strong>s,<br />
yet the safety margin/ambient c<strong>on</strong>diti<strong>on</strong> factor of<br />
about 0.88 instead of 0.90 will be more accurate for<br />
ambient c<strong>on</strong>diti<strong>on</strong>s corresp<strong>on</strong>ding to ISO temperatures<br />
or lower. The heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> tolerance from<br />
�15% to 0% stated above <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong> experience.<br />
198 71 45-8.0
<strong>MAN</strong> B&W 6.04<br />
C<strong>on</strong>densator<br />
Produced<br />
freshwater<br />
Evaporator<br />
Jacket Cooling Water Temperature C<strong>on</strong>trol<br />
When using a normal freshwater generator of the<br />
single�effect vacuum evaporator type, the freshwater<br />
producti<strong>on</strong> may, for guidance, be estimated<br />
as 0.03 t/24h per 1 kW heat, i.e.:<br />
M fw = 0.03 x Q jw t/24h �15%/0% [3]<br />
where<br />
M fw <str<strong>on</strong>g>is</str<strong>on</strong>g> the freshwater producti<strong>on</strong> in t<strong>on</strong>s per 24<br />
hours<br />
and<br />
Freshwater generator system<br />
Brine out<br />
Q jw <str<strong>on</strong>g>is</str<strong>on</strong>g> to be stated in kW<br />
Seawater<br />
In Out<br />
<strong>MAN</strong> B&W K98ME/ME-C-T-II, S90ME-C-T-II, K90ME/ME-C-T-II,<br />
S80ME-C-T-II, K80ME-C-T-II, S70ME-C/ME-GI-T-II, L70ME-C-T-II,<br />
S65ME-C/ME-GI-T-II, S60ME-C/ME-B/ME-GI-T-II,L60ME-C-T-II<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Jacket cooling water system<br />
Expansi<strong>on</strong> tank<br />
Page 6 of 12<br />
Valve A: ensures that T jw < 85° C<br />
Valve B: ensures that T jw > 85 – 5° C = 80° C<br />
Valve B and the corresp<strong>on</strong>ding by�pass may be omitted if, for example, the freshwater generator <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with an automatic<br />
start/stop functi<strong>on</strong> for too low jacket cooling water temperature<br />
If necessary, all the actually <str<strong>on</strong>g>available</str<strong>on</strong>g> jacket cooling water heat may be util<str<strong>on</strong>g>is</str<strong>on</strong>g>ed provided that a special temperature c<strong>on</strong>trol system<br />
ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level<br />
Fig. 6.04.05: Freshwater generators. Jacket cooling water heat recovery flow diagram<br />
B<br />
A<br />
Jacket water<br />
cooler<br />
Cooling<br />
water<br />
Deaerating tank<br />
min<br />
Tjw<br />
Jacket cooling<br />
water circuit<br />
Jacket water pumps<br />
max<br />
Tjw L M<br />
K<br />
Main engine<br />
178 23 70�0.0<br />
If necessary, all the actually <str<strong>on</strong>g>available</str<strong>on</strong>g> jacket cooling<br />
water heat may be used provided that a special<br />
temperature c<strong>on</strong>trol system ensures that the jacket<br />
cooling water temperature at the outlet from the<br />
engine does not fall below a certain level. Such a<br />
temperature c<strong>on</strong>trol system may c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>t, e.g., of a<br />
special by�pass pipe installed in the jacket cooling<br />
water system, see Fig. 6.04.05, or a special built�in<br />
temperature c<strong>on</strong>trol in the freshwater generator,<br />
e.g., an automatic start/stop functi<strong>on</strong>, or similar.<br />
If such a special temperature c<strong>on</strong>trol <str<strong>on</strong>g>is</str<strong>on</strong>g> not applied,<br />
we recommend limiting the heat util<str<strong>on</strong>g>is</str<strong>on</strong>g>ed to maximum<br />
50% of the heat actually <str<strong>on</strong>g>available</str<strong>on</strong>g> at specified<br />
MCR, and <strong>on</strong>ly using the freshwater generator at<br />
engine loads above 50%. C<strong>on</strong>sidering the cooler<br />
margin of 10% and the minus tolerance of �15%,<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> heat corresp<strong>on</strong>ds to 50 x(1.00�0.15)x0.9 = 38%<br />
of the jacket water cooler capacity Q jw,M used for<br />
dimensi<strong>on</strong>ing of the jacket water cooler.<br />
198 71 45-8.0
<strong>MAN</strong> B&W 6.04<br />
Calculati<strong>on</strong> of Freshwater Producti<strong>on</strong> for Derated Engine<br />
Example 2:<br />
<strong>MAN</strong> B&W S65ME-C8-GI-TII<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 7 of 12<br />
Freshwater producti<strong>on</strong> from a derated 6S65ME-C8-GI-TII with high efficiency <strong>MAN</strong> <strong>Diesel</strong> turbocharger<br />
type TCA and fixed pitch propeller.<br />
Based <strong>on</strong> the engine ratings below, th<str<strong>on</strong>g>is</str<strong>on</strong>g> example will show how to calculate the expected <str<strong>on</strong>g>available</str<strong>on</strong>g> jacket<br />
cooling water heat removed from the diesel engine, together with the corresp<strong>on</strong>ding freshwater producti<strong>on</strong><br />
from a freshwater generator.<br />
The calculati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> made for the service rating (S) of the diesel engine being 80% of the specified MCR.<br />
Nominal MCR, (L 1 ) P L1 : 17,220 kW (100.0%) and 95.0 r/min (100.0%)<br />
Specified MCR, (M) P M : 14,637 kW (85.0%) and 85.5 r/min (90.0%)<br />
Matching point, (O) P O : 14,637 kW (85.0%) and 85.5 r/min (90.0%), P O = 100.0% of P M<br />
Service rating, (S) P S : 11,710 kW and 79.4 r/min, P S = 80.0% of P M and P S = 80.0% of P O<br />
Ambient reference c<strong>on</strong>diti<strong>on</strong>s: 20 °C air and 18 °C cooling water.<br />
The expected <str<strong>on</strong>g>available</str<strong>on</strong>g> jacket cooling water heat<br />
at service rating <str<strong>on</strong>g>is</str<strong>on</strong>g> found as follows:<br />
Q jw,L1 = 2,490 kW from L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities<br />
Q jw% = 88.5% using 85.0% power and 90.0%<br />
speed for O in Fig. 6.04.02<br />
By means of equati<strong>on</strong> [1], and using factor 0.88 for<br />
actual ambient c<strong>on</strong>diti<strong>on</strong> the heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> in<br />
the matching point (O) <str<strong>on</strong>g>is</str<strong>on</strong>g> found:<br />
Q = Q x jw,O jw,L1 Q ___ jw%<br />
100<br />
= 2,490 x 88.5 ___<br />
100<br />
x 0.88<br />
x 0.88 = 1,939 kW<br />
By means of equati<strong>on</strong> [2], the heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> in<br />
the service point (S) i.e. for 88.9% of matching<br />
power, <str<strong>on</strong>g>is</str<strong>on</strong>g> found:<br />
kp Qjw = 0.852 using 80.0% in Fig. 6.04.04<br />
= Q x k = 1,939 x 0.852 = 1,652 kW<br />
jw,O p<br />
�15%/0%<br />
For the service point the corresp<strong>on</strong>ding expected<br />
obtainable freshwater producti<strong>on</strong> from a freshwater<br />
generator of the single effect vacuum evaporator<br />
type <str<strong>on</strong>g>is</str<strong>on</strong>g> then found from equati<strong>on</strong> [3]:<br />
M fw = 0.03 x Q jw = 0.03 x 1,652 = 49.6 t/24h<br />
�15%/0%<br />
198 74 51-3.0
<strong>MAN</strong> B&W 6.04<br />
Exhaust Gas Amount and Temperature<br />
Influencing factors<br />
The exhaust gas data to be expected in practice<br />
depends, primarily, <strong>on</strong> the following three factors:<br />
a) The specified MCR point of the engine (point M):<br />
P M : power in kW at SMCR point<br />
n M : speed in r/min at SMCR point<br />
and to a certain degree <strong>on</strong> the matching point O<br />
with the percentage power P O% = % of SMCR<br />
power:<br />
P O% = (P O /P M ) x 100%<br />
Calculati<strong>on</strong> Method<br />
To enable the project engineer to estimate the actual<br />
exhaust gas data at an arbitrary service rating,<br />
the following method of calculati<strong>on</strong> may be used.<br />
M exh : exhaust gas amount in kg/h, to be found<br />
T exh : exhaust gas temperature in °C, to be found<br />
M = M x exh L1 P ___ M<br />
PL1 x 1 + ∆m ______ M%<br />
100 x 1 + ∆M _______ amb%<br />
100 x 1 + ∆m _____ s%<br />
100 x P ⎧ ⎫ ⎧<br />
⎫ ⎧ ⎫<br />
____ S%<br />
⎨ ⎬ ⎨<br />
⎬ ⎨ ⎬<br />
⎩ ⎭ ⎩<br />
⎭ ⎩ ⎭ 100<br />
Fig. 6.04.06: Summar<str<strong>on</strong>g>is</str<strong>on</strong>g>ing equati<strong>on</strong>s for exhaust gas amounts and temperatures<br />
The partial calculati<strong>on</strong>s based <strong>on</strong> the influencing<br />
factors are described in the following:<br />
a) Correcti<strong>on</strong> for choice of specified MCR point<br />
When choosing a specified MCR point ‘M’ other<br />
than the nominal MCR point ‘L 1 ’, the resulting<br />
Page of 12<br />
b) The ambient c<strong>on</strong>diti<strong>on</strong>s, and exhaust gas<br />
back�pressure:<br />
T air : actual ambient air temperature, in °C<br />
p bar : actual barometric pressure, in mbar<br />
T CW : actual scavenge air coolant temperature,<br />
in °C<br />
∆p M : exhaust gas back�pressure in mm WC at<br />
specified MCR<br />
c) The c<strong>on</strong>tinuous service rating of the engine<br />
(point S), valid for fixed pitch propeller or c<strong>on</strong>trollable<br />
pitch propeller (c<strong>on</strong>stant engine speed):<br />
P S : c<strong>on</strong>tinuous service rating of engine, in kW<br />
The partial calculati<strong>on</strong>s based <strong>on</strong> the above influencing<br />
factors have been summar<str<strong>on</strong>g>is</str<strong>on</strong>g>ed in equati<strong>on</strong>s<br />
[4] and [5].<br />
kg/h +/�5% [4]<br />
T exh = T L1 + ∆T M + ∆T O + ∆T amb + ∆T S °C �/+15 °C [5]<br />
where, according to ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’, i.e. referring to ISO ambient c<strong>on</strong>diti<strong>on</strong>s and 300 mm WC<br />
back�pressure and specified/matched in L 1 :<br />
M L1 : exhaust gas amount in kg/h at nominal MCR (L 1 )<br />
T L1 : exhaust gas temperature after turbocharger in °C at nominal MCR (L 1 )<br />
changes in specific exhaust gas amount and<br />
temperature are found by using as input in diagrams<br />
the corresp<strong>on</strong>ding percentage values (of<br />
L 1 ) for specified MCR power P M% and speed n M% :<br />
P M% = P M /P L1 x 100%<br />
n M% = n M /n L1 x 100%<br />
<strong>MAN</strong> B&W ME-B, ME/ME�C, ME�GI engines 198 43 18�1.2<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 6.04<br />
∆m M% = 14 x ln (P M /P L1 ) – 24 x ln (n M /n L1 )<br />
Fig. 6.04.07: Change of specific exhaust gas amount,<br />
∆m M% in % of L 1 value and independent of P O<br />
∆m M% : change of specific exhaust gas amount, in<br />
% of specific gas amount at nominal MCR<br />
(L 1 ), see Fig. 6.04.07.<br />
∆T M<br />
∆T O<br />
L 3<br />
L 4<br />
∆m M%<br />
: change in exhaust gas temperature after<br />
turbocharger relative to the L1 value, in °C,<br />
see Fig. 6.04.08. (P O = P M )<br />
: extra change in exhaust gas temperature<br />
when matching point O lower than 100% M:<br />
P O% = (P O /P M ) x 100%.<br />
∆T O = � 0.3 x (100 � P O% ) [6]<br />
<strong>MAN</strong> B&W S90ME-C8, S80ME-C8/9, K80ME-C6,<br />
S70ME-C/ME-GI8, S65ME-C/ME-GI8, S60ME-C/ME-GI8,<br />
L60ME-C7/8, S50ME-C8<br />
M<br />
1%<br />
Specified MCR power, % of L1 P<br />
M%<br />
L1 0%<br />
�1%<br />
�2%<br />
�3%<br />
L 2<br />
110%<br />
100%<br />
178 51 11�7.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
∆T M = 15 x ln (P M /P L1 ) + 45 x ln (n M /n L1 )<br />
Page 9 of 12<br />
Fig. 6.04.08: Change of exhaust gas temperature, ∆T M<br />
in point M, in °C after turbocharger relative to L 1 value<br />
and valid for P O = P M<br />
b) Correcti<strong>on</strong> for actual ambient c<strong>on</strong>diti<strong>on</strong>s and<br />
back�pressure<br />
For ambient c<strong>on</strong>diti<strong>on</strong>s other than ISO<br />
3046-1:2002 (E) and ISO 15550:2002 (E), and<br />
back�pressure other than 300 mm WC at<br />
specified MCR point (M), the correcti<strong>on</strong> factors<br />
stated in the table in Fig. 6.04.09 may<br />
be used as a guide, and the corresp<strong>on</strong>ding<br />
relative change in the exhaust gas data may<br />
be found from equati<strong>on</strong>s [7] and [8], shown in<br />
Fig. 6.04.10.<br />
Change of Change of<br />
exhaust gas exhaust gas<br />
Parameter Change temperature amount<br />
Blower inlet temperature + 10° C + 16.0° C � 4.1 %<br />
Blower inlet pressure (barometric pressure) + 10 mbar � 0.1° C + 0.3 %<br />
Charge air coolant temperature (seawater temperature) + 10° C + 1.0° C + 1.9 %<br />
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0° C �1.1 %<br />
Fig. 6.04.09: Correcti<strong>on</strong> of exhaust gas data for ambient c<strong>on</strong>diti<strong>on</strong>s and exhaust gas back pressure<br />
90%<br />
80%<br />
70%<br />
60%<br />
80% 85% 90% 95% 100% 105% 110% n M%<br />
Specified MCR engine speed, % of L 1<br />
L 3<br />
L 4<br />
M<br />
∆T �8 °C<br />
m<br />
�10 °C<br />
�12 °C<br />
Specified MCR power, % of L1 P<br />
M%<br />
110%<br />
L1 100%<br />
0 °C<br />
�2 °C<br />
L 2<br />
�6 °C�4 °C<br />
90%<br />
80%<br />
70%<br />
60%<br />
80% 85% 90% 95% 100% 105% 110% n M%<br />
Specified MCR engine speed, % of L 1<br />
178 51 13�0.2<br />
198 44 20-9.2
<strong>MAN</strong> B&W 6.04<br />
Page 10 of 12<br />
∆M amb% = � 0.41 x (T air � 25) + 0.03 x (p bar � 1000) + 0.19 x (T CW � 25 ) � 0.011 x (∆p M � 300) % [7]<br />
∆T amb = 1.6 x (T air � 25) � 0.01 x (p bar � 1000) +0.1 x (T CW � 25) + 0.05 x (∆p M � 300) °C [8]<br />
where the following nomenclature <str<strong>on</strong>g>is</str<strong>on</strong>g> used:<br />
∆M amb% : change in exhaust gas amount, in % of amount at ISO c<strong>on</strong>diti<strong>on</strong>s<br />
∆T amb<br />
: change in exhaust gas temperature, in °C compared with temperatures at ISO c<strong>on</strong>diti<strong>on</strong>s<br />
Fig. 6.04.10: Exhaust gas correcti<strong>on</strong> formula for ambient c<strong>on</strong>diti<strong>on</strong>s and exhaust gas back pressure<br />
P S% = (P S /P M ) x 100%<br />
∆m S% = 37 x (P S /P M ) 3 � 87 x (P S /P M ) 2 + 31 x (P S /P M ) + 19<br />
Fig. 6.04.11: Change of specific exhaust gas amount, ∆m s%<br />
in % at part load, and valid for FPP and CPP<br />
c) Correcti<strong>on</strong> for engine load<br />
Figs. 6.04.11 and 6.04.12 may be used, as<br />
guidance, to determine the relative changes<br />
in the specific exhaust gas data when running<br />
at part load, compared to the values in the<br />
specified MCR point, i.e. using as input P S% =<br />
(P S /P M ) x 100%:<br />
mS% 20<br />
50 60 70 80 90 100<br />
-4<br />
110 PS% Engine load, % specified MCR power<br />
M<br />
18<br />
16<br />
14<br />
12<br />
10<br />
8<br />
6<br />
4<br />
2<br />
0<br />
-2<br />
178 24 62�3.0 178 24 63�5.0<br />
P S% = (P S /P M ) x 100%<br />
∆T S = 280 x (P S /P M ) 2 � 410 x (P S /P M ) + 130<br />
Fig. 6.04.12: Change of exhaust gas temperature, ∆T S in<br />
°C at part load, and valid for FPP and CPP<br />
∆m s% : change in specific exhaust gas amount,<br />
in % of specific amount at specified MCR<br />
point, see Fig. 6.04.11.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME-B/ME�C/ME�GI-T-II engines 198 71 40-9.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
∆T s<br />
50 60 70 80 90 100 110<br />
-25<br />
PS% Engine load, % specified MCR power<br />
: change in exhaust gas temperature, in °C,<br />
see Fig. 6.04.12.<br />
M<br />
TS °C<br />
20<br />
15<br />
10<br />
5<br />
0<br />
-5<br />
-10<br />
-15<br />
-20
<strong>MAN</strong> B&W 6.04<br />
Calculati<strong>on</strong> of Exhaust Data for Derated Engine<br />
Example 3:<br />
Page 11 of 12<br />
Expected exhaust gas data for a derated 6S65ME-C8-GI-TII with high efficiency <strong>MAN</strong> <strong>Diesel</strong> turbocharger<br />
type TCA and fixed pitch propeller.<br />
Based <strong>on</strong> the engine ratings below, and by means of an example, th<str<strong>on</strong>g>is</str<strong>on</strong>g> chapter will show how to calculate<br />
the expected exhaust gas amount and temperature at service rating, and for a given ambient reference<br />
c<strong>on</strong>diti<strong>on</strong> different from ISO.<br />
The calculati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> made for the service rating (S) being 80% of the specified MCR power of the diesel engine.<br />
Nominal MCR, (L 1 ) P L1 : 17,220 kW (100.0%) and 95.0 r/min (100.0%)<br />
Specified MCR, (M) P M : 14,637 kW (85.0%) and 85.5 r/min (90.0%)<br />
Matching point, (O) P O : 14,637 kW (85.0%) and 85.5 r/min (90.0%), P O = 100.0% of P M<br />
Service rating, (S) P S : 11,710 kW and 79.4 r/min, P S = 80.0% of P M<br />
Reference c<strong>on</strong>diti<strong>on</strong>s<br />
Air temperature T air ........................................ 20 °C<br />
Scavenge air coolant temperature T CW ......... 18 °C<br />
Barometric pressure p bar ....................... 1,013 mbar<br />
Exhaust gas back�pressure<br />
at specified MCR ∆p M .........................300 mm WC<br />
a) Correcti<strong>on</strong> for choice of specified MCR point M<br />
and matching point O:<br />
P M%<br />
n M%<br />
= 14,637 _____<br />
17,220<br />
x 100 = 85.0%<br />
= 85.5 ___ x 100 = 90.0%<br />
95.0<br />
By means of Figs. 6.04.07 and 6.04.08:<br />
∆m M% = + 0.25%<br />
∆T M = � 7.2 °C<br />
As the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> matched in O lower than 100% M,<br />
and P O% = 100.0% of P M<br />
we get by means of equati<strong>on</strong> [6]<br />
∆T O<br />
= � 0.3 x (100 � 100.0) = � 0.0 °C<br />
b) Correcti<strong>on</strong> for ambient c<strong>on</strong>diti<strong>on</strong>s and<br />
back�pressure:<br />
By means of equati<strong>on</strong>s [7] and [8]:<br />
∆M amb% = � 0.41 x (20 � 25) + 0.03 x (1,013 � 1,000)<br />
+ 0.19 x (18 � 25) � 0.011 x (300 � 300)%<br />
∆M amb% = + 1.11%<br />
<strong>MAN</strong> B&W S65ME-C8-GI-TII 198 74 52-5.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
∆T amb<br />
∆T amb<br />
= 1.6 x (20 � 25) � 0.01 x (1,013 � 1,000)<br />
+ 0.1 x (18 � 25) + 0.05 x (300 � 300) °C<br />
= � 8.8 °C<br />
c) Correcti<strong>on</strong> for the engine load:<br />
Service rating = 80% of specified MCR power<br />
By means of Figs. 6.04.11 and 6.04.12:<br />
∆m S% = + 7.1%<br />
∆T S<br />
= � 18.8 °C
<strong>MAN</strong> B&W 6.04<br />
Final calculati<strong>on</strong><br />
By means of equati<strong>on</strong>s [4] and [5], the final result <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
found taking the exhaust gas flow M L1 and temperature<br />
T L1 from the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’:<br />
M L1<br />
M exh<br />
M exh<br />
= 154,200 kg/h<br />
= 154,200 x 14,637 _____<br />
(1 + 1.11 ___<br />
100<br />
17,220<br />
7.1<br />
) x (1 + ___<br />
100<br />
= 113,800 kg/h ±5%<br />
The exhaust gas temperature<br />
T L1<br />
T exh<br />
T exh<br />
= 240 °C<br />
+0.25<br />
x (1 + ____ ) x 100<br />
80<br />
) x ___ = 113,831 kg/h<br />
100<br />
= 240 � 7.2 � 0.0 � 8.8 � 18.8 = 205.2 °C<br />
= 205.2 °C 15 °C<br />
Page 12 of 12<br />
Exhaust gas data at specified MCR (ISO)<br />
At specified MCR (M), the running point may be in<br />
equati<strong>on</strong>s [4] and [5] c<strong>on</strong>sidered as a service point<br />
where P S% = 100, ∆m s% = 0.0 and ∆T s = 0.0.<br />
For ISO ambient reference c<strong>on</strong>diti<strong>on</strong>s where<br />
∆M amb% = 0.0 and ∆T amb = 0.0, the corresp<strong>on</strong>ding<br />
calculati<strong>on</strong>s will be as follows:<br />
M = 154,200 x exh,M 14,637 _____<br />
x (1 + 0.0 ___<br />
100<br />
<strong>MAN</strong> B&W S65ME-C8-GI-TII 198 74 52-5.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
17,220<br />
100.0<br />
) x ____<br />
100<br />
M exh,M = 131,400 kg/h ±5%<br />
+0.25<br />
x (1 + ____<br />
100<br />
0.0<br />
) x (1 + ___<br />
100 )<br />
= 131,398 kg/h<br />
T exh,M = 240 � 7.2 � 0.0 + 0 + 0 = 232.8 °C<br />
T exh,M = 232.8 °C 15 °C<br />
The air c<strong>on</strong>sumpti<strong>on</strong> will be:<br />
131,398 x 0.982 kg/h = 129,033 kg/h <br />
129,033/3,600 kg/s = 35.8 kg/s
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Fuel<br />
7
<strong>MAN</strong> B&W 7.00<br />
Gas System<br />
In order to make it possible to use the Boil Off<br />
Gas from an LNG Carrier as fuel in low speed<br />
diesels as well, <strong>MAN</strong> B&W has readdressed th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
technology based <strong>on</strong> our ME engine c<strong>on</strong>cept.<br />
The benefits of the greater c<strong>on</strong>trol given tanks to<br />
the ME engine range further enhance the operati<strong>on</strong>al<br />
reas<strong>on</strong>s for introducing th<str<strong>on</strong>g>is</str<strong>on</strong>g> opti<strong>on</strong>.<br />
Some years ago, <strong>MAN</strong> B&W developed the MC<br />
range of engines for dual fuel. These were designated<br />
MC�GI (Gas Injecti<strong>on</strong>). The combusti<strong>on</strong><br />
cycle was initiated by the injecti<strong>on</strong> of pilot fuel<br />
oil, followed by the main gas injecti<strong>on</strong>. The fuel<br />
injecti<strong>on</strong> timing <strong>on</strong> these dual fuel engines was<br />
mechanically c<strong>on</strong>trolled, but in the electr<strong>on</strong>ically<br />
Internal and external systems for dual fuel operati<strong>on</strong><br />
Scav. air receiver<br />
Gas system <strong>on</strong><br />
the engine<br />
(Each cylinder)<br />
Cylinder cover<br />
Fuel oil<br />
pressure<br />
booster<br />
P<br />
CMS<br />
Exhaust receiver<br />
T<br />
Pilot oil<br />
Fuel<br />
Fuel<br />
valve<br />
Sealing oil<br />
valve<br />
Gas<br />
valve<br />
C<strong>on</strong>trol<br />
oil<br />
Gas<br />
valve<br />
V3<br />
V4<br />
ACCU<br />
V5<br />
Valve block<br />
ELGI FIVA<br />
Fig. 7.00.01: �GI engine and gas handling units<br />
P<br />
P<br />
C<strong>on</strong>trol oil / servo oil<br />
Sealing oil system<br />
(Could be outside engine room)<br />
V8<br />
P P<br />
Ventilating system for the engine<br />
Venting<br />
air intake<br />
T S<br />
Air flow switch<br />
Page 1 of 4<br />
c<strong>on</strong>trolled versi<strong>on</strong>, like all ME engines, it can be<br />
user�defined and <str<strong>on</strong>g>is</str<strong>on</strong>g> subject to greater c<strong>on</strong>trol and<br />
flexibility, thereby allowing the dual fuel c<strong>on</strong>cept to<br />
be further optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ed.<br />
The efficiency of �GI dual fuel engines <str<strong>on</strong>g>is</str<strong>on</strong>g> the same<br />
as for ordinary ME engines, owing to the diesel<br />
cycle. The system efficiency will be higher than<br />
that of other gas c<strong>on</strong>suming propulsi<strong>on</strong> systems,<br />
incl. the dual fuel diesel electric even when c<strong>on</strong>sidering<br />
the compressor power.<br />
Full redundancy as required by the Internati<strong>on</strong>al<br />
Associati<strong>on</strong> of Classificati<strong>on</strong> Societies’ (IACS) can<br />
be met with <strong>on</strong>e compressor package with either<br />
<strong>on</strong>e reliquefacti<strong>on</strong> unit or <strong>on</strong>e oxidizer as back�up.<br />
The system c<strong>on</strong>figurati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig. 7.00.01.<br />
Legend<br />
Double wall pipe<br />
Gas pipe<br />
C<strong>on</strong>trol oil/<br />
servo oil pipe<br />
Air flow directi<strong>on</strong><br />
Gas flow directi<strong>on</strong><br />
PT Pressure sensor<br />
TE, TC Temperature sensor<br />
FS Switch<br />
V1, V2 Valve<br />
K1, K2 Relay<br />
CMS Cylinder M<strong>on</strong>itoring System<br />
ACCU Gas accumulator<br />
Engine room Outside<br />
Pump<br />
unit<br />
K2 Gas supply system<br />
Sucti<strong>on</strong> fan for<br />
double pipe system<br />
V2<br />
P P<br />
V7<br />
V1<br />
Gas<br />
compressor<br />
K3<br />
178 52 96�2.1<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI 198 48 84-6.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
K1<br />
HC<br />
HC HC�sensors<br />
V6<br />
Silencer<br />
CT<br />
Inert gas<br />
P<br />
Inert gas<br />
delivering<br />
K4 unit<br />
Inert gas system<br />
Silencer
<strong>MAN</strong> B&W 7.00<br />
The new modified parts of the �GI engine <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
pointed out in Fig. 7.00.02 cross�<str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> of a<br />
ME�GI engine, compr<str<strong>on</strong>g>is</str<strong>on</strong>g>ing gas supply piping,<br />
large�volume accumulator <strong>on</strong> the (slightly modified)<br />
cylinder cover with gas injecti<strong>on</strong> valves, and<br />
HCU with ELGI valve for c<strong>on</strong>trol of the injected<br />
gas amount. Further to th<str<strong>on</strong>g>is</str<strong>on</strong>g>, there are small modificati<strong>on</strong>s<br />
to the exhaust gas receiver, and the c<strong>on</strong>trol<br />
and manoeuvring system.<br />
Apart from these systems <strong>on</strong> the engine, the engine<br />
auxiliaries will compr<str<strong>on</strong>g>is</str<strong>on</strong>g>e some new units, the<br />
most important <strong>on</strong>es being:<br />
• High�pressure gas compressor supply system,<br />
including a cooler, to ra<str<strong>on</strong>g>is</str<strong>on</strong>g>e the pressure to<br />
250�300 bar, which <str<strong>on</strong>g>is</str<strong>on</strong>g> the pressure required at<br />
the engine inlet.<br />
• Pulsati<strong>on</strong>/buffer tank including a c<strong>on</strong>densate<br />
separator.<br />
Exhaust receiver<br />
Fig. 7.00.02: New modified parts <strong>on</strong> the �GI engine<br />
• Compressor c<strong>on</strong>trol system.<br />
Page 2 of 4<br />
• Safety systems, which ex. includes a hydrocarb<strong>on</strong><br />
analyser for checking the hydro�carb<strong>on</strong><br />
c<strong>on</strong>tent of the air in the compressor room and in<br />
the double�wall gas pipes.<br />
• Ventilati<strong>on</strong> system, which ventilates the outer<br />
pipe of the double�wall piping completely.<br />
• Sealing oil system, delivering sealing oil to the<br />
gas valves separating the c<strong>on</strong>trol oil and the<br />
gas.<br />
• Inert gas system, which enables purging of the<br />
gas system <strong>on</strong> the engine with inert gas.<br />
Cylinder cover<br />
with gas valves<br />
Large�volume<br />
accumulator<br />
Gas supply<br />
piping<br />
HCU with<br />
ELGI valve<br />
178 53 60�8.0<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI 198 48 84-6.2<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 7.00<br />
Air<br />
intake<br />
Inert gas<br />
(N 2) inlet<br />
Sealing oil outlet<br />
Sealing oil inlet<br />
1. High pressure pipe from gas compressor<br />
2. Main gas valve<br />
3. Main venting valve<br />
Engine side<br />
Fig. 7.00.03: Layout of double�wall piping system for gas<br />
The layout of double�wall piping system for gas <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
shown in Fig. 7.00.03. The high�pressure gas from<br />
the compressor�unit flows through the main pipe<br />
via narrow and flexible branch pipes to each cylinder’s<br />
gas valve block and large�volume accumulator.<br />
The narrow and flexible branch pipes perform<br />
two important tasks:<br />
• They separate each cylinder unit from the rest in<br />
terms of gas dynamics, util<str<strong>on</strong>g>is</str<strong>on</strong>g>ing the well�proven<br />
design philosophy of the ME engine’s fuel oil<br />
system.<br />
• They act as flexible c<strong>on</strong>necti<strong>on</strong>s between the<br />
stiff main pipe system and the engine structure,<br />
safeguarding against extra�stresses in the main<br />
and branch pipes caused by the inevitable differences<br />
in thermal expansi<strong>on</strong> of the gas pipe<br />
system and the engine structure.<br />
6<br />
Outside engine room<br />
5<br />
4. Main gas pipe (double pipe)<br />
5. Main venting pipe (double pipe)<br />
6. Inert gas valve in main gas pipe<br />
Pilot oil outlet<br />
Pilot oil inlet<br />
Air outlet<br />
Gas fuel<br />
inlet<br />
Page 3 of 4<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI 198 48 84-6.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
10<br />
4<br />
2<br />
1<br />
8<br />
9<br />
7<br />
3<br />
7. Sucti<strong>on</strong> fan<br />
8. Flow c<strong>on</strong>trol<br />
9. HC sensors in double wall pipes<br />
178 53 62�1.0<br />
The large�volume accumulator, c<strong>on</strong>taining about<br />
20 times the injecti<strong>on</strong> amount per stroke at MCR,<br />
also performs two important tasks:<br />
• It supplies the gas amount for injecti<strong>on</strong> at <strong>on</strong>ly a<br />
slight, but predetermined, pressure drop.<br />
• It forms an important part of the safety system<br />
(as described later).<br />
Since the gas supply system <str<strong>on</strong>g>is</str<strong>on</strong>g> a comm<strong>on</strong> rail<br />
system, the gas injecti<strong>on</strong> valve must be c<strong>on</strong>trolled<br />
by another system, i.e. the c<strong>on</strong>trol oil system. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g>,<br />
in principle, c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of the ME hydraulic c<strong>on</strong>trol<br />
(servo) oil system and an ELGI valve, supplying<br />
high�pressure c<strong>on</strong>trol oil to the gas injecti<strong>on</strong> valve,<br />
thereby c<strong>on</strong>trol�ling the timing and opening of the<br />
gas valve.
<strong>MAN</strong> B&W 7.00<br />
As can be seen in Fig. 7.00.04, the normal fuel oil<br />
pressure booster, which supplies pilot oil in the<br />
dual fuel operati<strong>on</strong> mode, <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to the<br />
ELGI valve by a pressure gauge and an <strong>on</strong>/off<br />
valve incorporated in the ELGI valve.<br />
By the c<strong>on</strong>trol system, the engine can be operated<br />
in the various relevant modes: normal ‘dual�fuel<br />
mode’ with minimum pilot oil amount, ‘specified<br />
gas mode’ with injecti<strong>on</strong> of a fixed gas amount, and<br />
the ‘fuel�oil�<strong>on</strong>ly mode’.<br />
Low pressure fuel supply<br />
Fuel return<br />
Measuring and<br />
limiting device.<br />
Pressure booster<br />
(800�900) bar)<br />
200 bar hydraulic oil.<br />
Comm<strong>on</strong> with<br />
exhaust valve actuator<br />
The system provides:<br />
Pressure, timing, rate shaping,<br />
main, pre� and post�injecti<strong>on</strong><br />
Injecti<strong>on</strong><br />
Fig. 7.00.04: �GI fuel injecti<strong>on</strong> system<br />
Positi<strong>on</strong> sensor<br />
FIVA valve<br />
ELGI valve<br />
Bar abs<br />
800<br />
Page 4 of 4<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI 198 48 84-6.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
600<br />
400<br />
200<br />
0<br />
Pilot oil pressure<br />
C<strong>on</strong>trol oil pressure<br />
Gas<br />
0 5 10 15 20 25 30 35 40 45<br />
Deg. CA<br />
178 53 63�3.0
<strong>MAN</strong> B&W 7.01<br />
Pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>ed Fuel Oil System<br />
The system <str<strong>on</strong>g>is</str<strong>on</strong>g> so arranged that both diesel oil and<br />
heavy fuel oil can be used, see Fig. 7.01.01.<br />
From the service tank the fuel <str<strong>on</strong>g>is</str<strong>on</strong>g> led to an electrically<br />
driven supply pump by means of which a<br />
pressure of approximately 4 bar can be maintained<br />
in the low pressure part of the fuel circulating<br />
system, thus avoiding gasificati<strong>on</strong> of the fuel in<br />
the venting box in the temperature ranges applied.<br />
The venting box <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to the service tank<br />
via an automatic deaerating valve, which will release<br />
any gases present, but will retain liquids.<br />
From the low pressure part of the fuel system the<br />
fuel oil <str<strong>on</strong>g>is</str<strong>on</strong>g> led to an electrically�driven circulating<br />
pump, which pumps the fuel oil through a heater<br />
and a full flow filter situated immediately before<br />
the inlet to the engine.<br />
The fuel injecti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> performed by the electr<strong>on</strong>ically<br />
c<strong>on</strong>trolled pressure booster located <strong>on</strong> the<br />
Hydraulic Cylinder Unit (HCU), <strong>on</strong>e per cylinder,<br />
which also c<strong>on</strong>tains the actuator for the electr<strong>on</strong>ic<br />
exhaust valve activati<strong>on</strong>.<br />
The Cylinder C<strong>on</strong>trol Units (CCU) of the Engine<br />
C<strong>on</strong>trol System (described in Secti<strong>on</strong> 16.01) calculate<br />
the timing of the fuel injecti<strong>on</strong> and the exhaust<br />
valve activati<strong>on</strong>.<br />
To ensure ample filling of the HCU, the capacity of<br />
the electrically�driven circulating pump <str<strong>on</strong>g>is</str<strong>on</strong>g> higher<br />
than the amount of fuel c<strong>on</strong>sumed by the diesel<br />
engine. Surplus fuel oil <str<strong>on</strong>g>is</str<strong>on</strong>g> recirculated from the engine<br />
through the venting box.<br />
To ensure a c<strong>on</strong>stant fuel pressure to the fuel<br />
injecti<strong>on</strong> pumps during all engine loads, a spring<br />
loaded overflow valve <str<strong>on</strong>g>is</str<strong>on</strong>g> inserted in the fuel oil<br />
system <strong>on</strong> the engine.<br />
The fuel oil pressure measured <strong>on</strong> the engine (at<br />
fuel pump level) should be 7�8 bar, equivalent to a<br />
circulating pump pressure of 10 bar.<br />
Fuel c<strong>on</strong>siderati<strong>on</strong>s<br />
Page 1 of 3<br />
When the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> stopped, the circulating<br />
pump will c<strong>on</strong>tinue to circulate heated heavy fuel<br />
through the fuel oil system <strong>on</strong> the engine, thereby<br />
keeping the fuel pumps heated and the fuel valves<br />
deaerated. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> automatic circulati<strong>on</strong> of preheated<br />
fuel during engine standstill <str<strong>on</strong>g>is</str<strong>on</strong>g> the background for<br />
our recommendati<strong>on</strong>:<br />
C<strong>on</strong>stant operati<strong>on</strong> <strong>on</strong> heavy fuel<br />
In additi<strong>on</strong>, if th<str<strong>on</strong>g>is</str<strong>on</strong>g> recommendati<strong>on</strong> was not followed,<br />
there would be a latent r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of diesel oil and<br />
heavy fuels of marginal quality forming incompatible<br />
blends during fuel change over or when operating<br />
in areas with restricti<strong>on</strong>s <strong>on</strong> sulpher c<strong>on</strong>tent<br />
in fuel oil due to exhaust gas em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> c<strong>on</strong>trol.<br />
In special circumstances a change�over to diesel<br />
oil may become necessary – and th<str<strong>on</strong>g>is</str<strong>on</strong>g> can be performed<br />
at any time, even when the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> not<br />
running. Such a change�over may become necessary<br />
if, for instance, the vessel <str<strong>on</strong>g>is</str<strong>on</strong>g> expected to be<br />
inactive for a prol<strong>on</strong>ged period with cold engine<br />
e.g. due to:<br />
• docking<br />
• stop for more than five days<br />
• major repairs of the fuel system, etc.<br />
The built�<strong>on</strong> overflow valves, if any, at the supply<br />
pumps are to be adjusted to 5 bar, whereas the<br />
external bypass valve <str<strong>on</strong>g>is</str<strong>on</strong>g> adjusted to 4 bar. The<br />
pipes between the tanks and the supply pumps<br />
shall have minimum 50% larger passage area than<br />
the pipe between the supply pump and the circulating<br />
pump.<br />
If the fuel oil pipe ‘X’ at inlet to engine <str<strong>on</strong>g>is</str<strong>on</strong>g> made as<br />
a straight line immediately at the end of the engine,<br />
it will be necessary to mount an expansi<strong>on</strong><br />
joint. If the c<strong>on</strong>necti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> made as indicated, with<br />
a bend immediately at the end of the engine, no<br />
expansi<strong>on</strong> joint <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 42 28�2.7<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 7.01<br />
Fuel Oil System<br />
No valve in drain pipe<br />
between engine and tank<br />
32 mm Nominal bore<br />
To HFO settling tank<br />
Fuel oil<br />
drain tank<br />
overflow tank<br />
<strong>Diesel</strong> oil<br />
Heavy fuel oil<br />
Heated pipe with insulati<strong>on</strong><br />
a) Tracing fuel oil lines: Max.150°C<br />
b) Tracing drain lines: By jacket cooling water<br />
The letters refer to the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
Fig. 7.01.01: Fuel oil system<br />
<strong>MAN</strong> B&W K98ME/ME-C, S90ME-C, K90ME/ME-C,<br />
S80ME-C, K80ME-C, S70ME-C/ME-GI, L70ME-C,<br />
S65ME-C/ME-GI, S60ME-C/ME-GI/ME-B, L60ME-C<br />
a)<br />
AD<br />
BD<br />
b)<br />
To jacket water<br />
cooling pump<br />
F<br />
AF<br />
X<br />
To sludge tank<br />
PI PI TI TI<br />
Heater<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Aut. deaerating valve<br />
Venting tank<br />
Arr. of main engine fuel oil system.<br />
(See Fig. 7.03.01)<br />
Top of fuel oil service tank<br />
a)<br />
If the fuel oil pipe to engine <str<strong>on</strong>g>is</str<strong>on</strong>g> made as a straight line<br />
immediately before the engine, it will be necessary to<br />
mount an expansi<strong>on</strong> unit. If the c<strong>on</strong>necti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> made<br />
as indicated, with a bend immediately before the<br />
engine, no expansi<strong>on</strong> unit <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
TE 8005<br />
#) Approximately the following quantity of fuel oil should be treated in<br />
the centrifuges: 0.23 l/kwh as explained in Secti<strong>on</strong> 7.05. The capacity of<br />
the centrifuges to be according to manufacturer’s recommendati<strong>on</strong>.<br />
* ) D to have min. 50% larger passage area than d.<br />
PT 8002<br />
VT 8004<br />
Full flow filter.<br />
For filter type see engine spec.<br />
Heavy fuel oil<br />
service tank<br />
D* )<br />
d* )<br />
Circulating pumps Supply pumps<br />
Deck<br />
Page 2 of 3<br />
From centrifuges # )<br />
D* )<br />
<strong>Diesel</strong><br />
oil<br />
service<br />
tank<br />
Overflow valve<br />
Adjusted to 4 bar<br />
178 52 19�7.4<br />
198 76 60�9.0
<strong>MAN</strong> B&W 7.01<br />
Drain of clean fuel oil from HCU, pumps, pipes<br />
The HCU Fuel Oil Pressure Booster has a leakage<br />
drain of clean fuel oil from the umbrella sealing<br />
through ‘AD’ to the fuel oil drain tank.<br />
The flow rate in litres <str<strong>on</strong>g>is</str<strong>on</strong>g> approximately as l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in<br />
Table 7.01.01.<br />
Engine<br />
Flow rate,<br />
litres/cyl. h.<br />
K98ME/ME-C, S90ME-C<br />
K90ME/ME-C, S/K80ME-C, S70ME-C/<br />
1.25<br />
ME-GI, L70ME-C, S65ME-C/-GI 0.75<br />
S/L60ME-C, S60ME-C-GI 0.60<br />
Table 7.01.01: Approximate flow in HCU leakage drain.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> drained clean oil will, of course, influence the<br />
measured SFOC, but the oil <str<strong>on</strong>g>is</str<strong>on</strong>g> not wasted, and the<br />
quantity <str<strong>on</strong>g>is</str<strong>on</strong>g> well within the measuring accuracy of<br />
the flowmeters normally used.<br />
The main purpose of the drain ‘AF’ <str<strong>on</strong>g>is</str<strong>on</strong>g> to collect<br />
pure fuel oil from the fuel pumps as well as the<br />
unintenti<strong>on</strong>al leakage from the high pressure<br />
pipes. The drain oil <str<strong>on</strong>g>is</str<strong>on</strong>g> led to a sludge tank and can<br />
be pumped to the Heavy Fuel Oil service tank or<br />
to the settling tank.<br />
The ‘AF’ drain <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with a box for giving<br />
alarm in case of leakage in a high pressure pipe.<br />
The size of the sludge tank <str<strong>on</strong>g>is</str<strong>on</strong>g> determined <strong>on</strong> the<br />
bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of the draining intervals, the classificati<strong>on</strong><br />
society rules, and <strong>on</strong> whether it may be vented<br />
directly to the engine room.<br />
Drains ‘AD’ and ‘AF’ are shown in Fig. 7.03.01.<br />
Drain of c<strong>on</strong>taminated fuel etc.<br />
Leakage oil, in shape of fuel and lubricating oil<br />
c<strong>on</strong>taminated with water, dirt etc. and collected<br />
by the HCU Base Plate top plate, <str<strong>on</strong>g>is</str<strong>on</strong>g> drained off<br />
through the bedplate drains ‘AE’.<br />
Drain ‘AE’ <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig. 8.07.02.<br />
<strong>MAN</strong> B&W K98ME/ME-C, S90ME-C, K90ME/ME-C,<br />
S80ME-C, K80ME-C, S70ME-C/ME-GI, L70ME-C,<br />
S65ME-C/ME-GI, S60ME-C/ME-GI/ME-B, L60ME-C<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Heating of fuel drain pipes<br />
Page 3 of 3<br />
Owing to the relatively high v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity of the heavy<br />
fuel oil, it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended that the drain pipes<br />
and the fuel oil drain tank are heated to min. 50 °C,<br />
but max. 100 °C.<br />
The drain pipes between engine and tanks can<br />
be heated by the jacket water, as shown in Fig.<br />
7.01.01 ‘Fuel pipe heating’ as flange ‘BD’.<br />
Fuel oil flow velocity and v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity<br />
For external pipe c<strong>on</strong>necti<strong>on</strong>s, we prescribe the<br />
following maximum flow velocities:<br />
Marine diesel oil .......................................... 1.0 m/s<br />
Heavy fuel oil ............................................... 0.6 m/s<br />
The fuel v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity <str<strong>on</strong>g>is</str<strong>on</strong>g> influenced by factors such as<br />
emulsificati<strong>on</strong> of water into the fuel for reducing<br />
the NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong>. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> further described in Secti<strong>on</strong><br />
7.06.<br />
An emulsificati<strong>on</strong> arrangement for the main engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> described in our publicati<strong>on</strong>:<br />
Exhaust Gas Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> C<strong>on</strong>trol Today and<br />
Tomorrow<br />
Further informati<strong>on</strong> about fuel oil specificati<strong>on</strong>s <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> in our publicati<strong>on</strong>:<br />
Guidelines for Fuels and Lubes Purchasing<br />
The publicati<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> at:<br />
www.mandiesel.com under<br />
‘Quicklinks’ → ‘Technical Papers’.<br />
198 76 60�9.0
<strong>MAN</strong> B&W 7.02<br />
Fuel Oils<br />
Marine diesel oil:<br />
Marine diesel oil ISO 8217, Class DMB<br />
Brit<str<strong>on</strong>g>is</str<strong>on</strong>g>h Standard 6843, Class DMB<br />
Similar oils may also be used<br />
Heavy fuel oil (HFO)<br />
Most commercially <str<strong>on</strong>g>available</str<strong>on</strong>g> HFO with a v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity<br />
below 700 cSt at 50 °C (7,000 sec. Redwood I at<br />
100 °F) can be used.<br />
For guidance <strong>on</strong> purchase, reference <str<strong>on</strong>g>is</str<strong>on</strong>g> made<br />
to ISO 8217:1996 and ISO 8217:2005, Brit<str<strong>on</strong>g>is</str<strong>on</strong>g>h<br />
Standard 6843 and to CIMAC recommendati<strong>on</strong>s<br />
regarding requirements for heavy fuel for diesel<br />
engines, fourth editi<strong>on</strong> 2003, in which the maximum<br />
acceptable grades are RMH 700 and RMK<br />
700. The above�menti<strong>on</strong>ed ISO and BS standards<br />
supersede BSMA 100 in which the limit was M9.<br />
The data in the above HFO standards and specificati<strong>on</strong>s<br />
refer to fuel as delivered to the ship, i.e.<br />
before <strong>on</strong>-board cleaning.<br />
In order to ensure effective and sufficient cleaning<br />
of the HFO, i.e. removal of water and solid c<strong>on</strong>taminants,<br />
the fuel oil specific gravity at 15 °C (60<br />
°F) should be below 0.991, unless modern types<br />
of centrifuges with adequate cleaning abilities are<br />
used.<br />
Higher densities can be allowed if special treatment<br />
systems are installed.<br />
Current analys<str<strong>on</strong>g>is</str<strong>on</strong>g> informati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> not sufficient for<br />
estimating the combusti<strong>on</strong> properties of the oil.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> means that service results depend <strong>on</strong> oil<br />
properties which cannot be known beforehand.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> especially applies to the tendency of the oil<br />
to form deposits in combusti<strong>on</strong> chambers, gas<br />
passages and turbines. It may, therefore, be necessary<br />
to rule out some oils that cause difficulties.<br />
Guiding heavy fuel oil specificati<strong>on</strong><br />
Page 1 of 1<br />
Based <strong>on</strong> our general service experience we have,<br />
as a supplement to the above menti<strong>on</strong>ed standards,<br />
drawn up the guiding HFO specificati<strong>on</strong><br />
shown below.<br />
Heavy fuel oils limited by th<str<strong>on</strong>g>is</str<strong>on</strong>g> specificati<strong>on</strong> have,<br />
to the extent of the commercial availability, been<br />
used with sat<str<strong>on</strong>g>is</str<strong>on</strong>g>factory results <strong>on</strong> <strong>MAN</strong> B&W<br />
two�stroke low speed diesel engines.<br />
The data refers to the fuel as supplied i.e. before<br />
any <strong>on</strong>-board cleaning.<br />
Guiding specificati<strong>on</strong> (maximum values)<br />
Density at 15 °C kg/m3 Kinematic v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity<br />
< 1.010*<br />
at 100 °C cSt < 55<br />
at 50 °C cSt < 700<br />
Flash point °C > 60<br />
Pour point °C < 30<br />
Carb<strong>on</strong> residue % (m/m) < 22<br />
Ash % (m/m) < 0.15<br />
Total sediment potential % (m/m) < 0.10<br />
Water % (v/v) < 0.5<br />
Sulphur % (m/m) < 4.5<br />
Vanadium mg/kg < 600<br />
Aluminum + Silic<strong>on</strong> mg/kg < 80<br />
Equal to ISO 8217:2005 - RMK 700<br />
/ CIMAC recommendati<strong>on</strong> No. 21 - K700<br />
* Provided automatic clarifiers are installed<br />
m/m = mass v/v = volume<br />
If heavy fuel oils with analys<str<strong>on</strong>g>is</str<strong>on</strong>g> data exceeding the<br />
above figures are to be used, especially with regard<br />
to v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity and specific gravity, the engine<br />
builder should be c<strong>on</strong>tacted for advice regarding<br />
possible fuel oil system changes.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 38 80-4.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 7.03<br />
Fuel Oil Pipes and Drain Pipes<br />
<strong>MAN</strong> B&W S80ME-C, S70ME-C/ME-GI, L70ME-C,<br />
S65ME-C/ME-GI, S60ME-C/ME-GI/ME-B, L60ME-C<br />
F<br />
TE 8005 I<br />
ZV 8020 Z<br />
Cyl.1<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
The item No. refer to ‘Guidance values automati<strong>on</strong>’<br />
Fig. 7.03.01: Fuel oil and drain pipes<br />
X<br />
Fuel valve<br />
High pressure pipes<br />
Hydraulic Cylinder Unit<br />
TI 8005<br />
Fuel cut-out system<br />
Only for German<str<strong>on</strong>g>is</str<strong>on</strong>g>cher Lloyd<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Cyl.1<br />
Fuel valve<br />
AD<br />
By-pass valve<br />
PT 8001 I AL<br />
PI 8001<br />
PI 8001<br />
Local operati<strong>on</strong> panel<br />
AF<br />
Page 1 of 1<br />
LS 8006 AH<br />
Drain box with<br />
leakage alarm<br />
To sludge tank<br />
126 40 91-7.8.0b<br />
198 76 46-7.0
<strong>MAN</strong> B&W 7.04<br />
Fuel Oil Pipe Insulati<strong>on</strong><br />
Insulati<strong>on</strong> of fuel oil pipes and fuel oil drain pipes<br />
should not be carried out until the piping systems<br />
have been subjected to the pressure tests specified<br />
and approved by the respective classificati<strong>on</strong><br />
society and/or authorities, Fig. 7.04.0 .<br />
The directi<strong>on</strong>s menti<strong>on</strong>ed below include insulati<strong>on</strong><br />
of hot pipes, flanges and valves with a surface<br />
temperature of the complete insulati<strong>on</strong> of maximum<br />
55 °C at a room temperature of maximum 38<br />
°C. As for the choice of material and, if required,<br />
approval for the specific purpose, reference <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
made to the respective classificati<strong>on</strong> society.<br />
Fuel oil pipes<br />
The pipes are to be insulated with 20 mm mineral<br />
wool of minimum 50 kg/m 3 and covered with<br />
glass cloth of minimum 400 g/m 2 .<br />
Fuel oil pipes and heating pipes together<br />
Two or more pipes can be insulated with 30 mm<br />
wired mats of mineral wool of minimum 50 kg/m 3<br />
covered with glass cloth of minimum 400 g/m 2 .<br />
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<strong>MAN</strong> B&W MC/MC�C, ME/ME-C/ME-GI/ME-B engines,<br />
Engine Selecti<strong>on</strong> Guide<br />
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<strong>MAN</strong> <strong>Diesel</strong><br />
Flanges and valves<br />
Page of 3<br />
The flanges and valves are to be insulated by<br />
means of removable pads. Flange and valve pads<br />
are made of glass cloth, minimum 400 g/m 2 ,<br />
c<strong>on</strong>taining mineral wool stuffed to minimum 50<br />
kg/m 3 .<br />
Thickness of the pads to be:<br />
Fuel oil pipes ................................................20 mm<br />
Fuel oil pipes and heating pipes together ....30 mm<br />
The pads are to be fitted so that they lap over the<br />
pipe insulating material by the pad thickness. At<br />
flanged joints, insulating material <strong>on</strong> pipes should<br />
not be fitted closer than corresp<strong>on</strong>ding to the<br />
minimum bolt length.<br />
Mounting<br />
Mounting of the insulati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> to be carried out in<br />
accordance with the supplier’s instructi<strong>on</strong>s.<br />
Fig. 7.04.01: Details of fuel oil pipes insulati<strong>on</strong>, opti<strong>on</strong>: 4 35 121. Example from 98-50 MC engine<br />
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178 50 65 �0.2<br />
198 40 51�8.3
<strong>MAN</strong> B&W 7.04<br />
Heat Loss in Piping<br />
Pipe diameter mm<br />
Insulati<strong>on</strong> thickness 20<br />
30<br />
Fig. 7.04.02: Heat loss/Pipe cover<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME-C/ME-GI/ME-B engines,<br />
Engine Selecti<strong>on</strong> Guide<br />
40<br />
50<br />
60<br />
70<br />
80<br />
90<br />
100<br />
120<br />
160<br />
200<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 3<br />
Temperature difference between pipe and room<br />
°C<br />
Heat loss watt/meter pipe<br />
178 50 60�2.0<br />
198 40 51�8.3
<strong>MAN</strong> B&W 7.04<br />
Fuel Oil Pipe Heat Tracing<br />
The steam tracing of the fuel oil pipes <str<strong>on</strong>g>is</str<strong>on</strong>g> intended<br />
to operate in two situati<strong>on</strong>s:<br />
1. When the circulati<strong>on</strong> pump <str<strong>on</strong>g>is</str<strong>on</strong>g> running, there<br />
will be a temperature loss in the piping, see<br />
Fig. 7.04.02. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> loss <str<strong>on</strong>g>is</str<strong>on</strong>g> very small, therefore<br />
tracing in th<str<strong>on</strong>g>is</str<strong>on</strong>g> situati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>ly necessary with<br />
very l<strong>on</strong>g fuel supply lines.<br />
BX<br />
BF<br />
X<br />
F<br />
Cyl. 1<br />
Fuel valve<br />
Fuel pump<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
Fig. 7.04.03: Fuel oil pipe heat tracing<br />
<strong>MAN</strong> B&W K98MC/MC�C, K98ME/ME-C, S90MC-C, S90ME-C,<br />
K90MC-C, K90ME/ME-C, S80MC/MC-C, S80ME-C, K80MC-C,<br />
K80ME-C, S70MC, S/L70MC-C, S/L70ME-C, S70ME-GI, S65ME-GI,<br />
S60MC, S/L60MC-C, S/L60ME-C, S60ME-B, S60ME-GI, S50MC,<br />
Engine Selecti<strong>on</strong> Guide<br />
Shock absorber<br />
Fuel Oil and Lubricating Oil Pipe Spray Shields<br />
In order to fulfil IMO regulati<strong>on</strong>s, fuel oil and lubricating<br />
oil pipe assemblies are to be enclosed by<br />
spray shields as shown in Fig. 7.04.04a and b.<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Drain cyl. frame<br />
See drawing<br />
Fuel oil pipes insulati<strong>on</strong><br />
Anti�splashing tape Clamping bands<br />
The tape <str<strong>on</strong>g>is</str<strong>on</strong>g> to be wrapped in accordance with<br />
the makers instructi<strong>on</strong> for class approval<br />
Fig. 7.04.04a: Spray Shields by anti-splashing tape<br />
L<br />
AF<br />
AD<br />
BD<br />
Page 3 of 3<br />
2. When the circulati<strong>on</strong> pump <str<strong>on</strong>g>is</str<strong>on</strong>g> stopped with<br />
heavy fuel oil in the piping and the pipes have<br />
cooled down to engine room temperature, as<br />
it <str<strong>on</strong>g>is</str<strong>on</strong>g> not possible to pump the heavy fuel oil.<br />
In th<str<strong>on</strong>g>is</str<strong>on</strong>g> situati<strong>on</strong> the fuel oil must be heated to<br />
pumping temperature of about 50 ºC.<br />
To heat the pipe to pumping level we recommend<br />
to use 100 watt leaking/meter pipe.<br />
Overlap<br />
Plate 0,5 mm. thickness<br />
The width <str<strong>on</strong>g>is</str<strong>on</strong>g> to cover<br />
head of bolts and nuts<br />
Fig. 7.04.04b: Spray Shields by clamping bands<br />
Fresh cooling<br />
water outlet<br />
178 50 62�5.0<br />
To avoid leaks, the spray shields are to be installed<br />
after pressure testing of the pipe system.<br />
178 52 55�5.2<br />
198 67 68-4.1
<strong>MAN</strong> B&W 7.05<br />
Comp<strong>on</strong>ents for Fuel Oil System<br />
Fuel oil centrifuges<br />
The manual cleaning type of centrifuges are not to<br />
be recommended, neither for attended machinery<br />
spaces (AMS) nor for unattended machinery spaces<br />
(UMS). Centrifuges must be self�cleaning, either<br />
with total d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge or with partial d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge.<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>tincti<strong>on</strong> must be made between installati<strong>on</strong>s for:<br />
• Specific gravities < 0.991 (corresp<strong>on</strong>ding to ISO<br />
8217 and Brit<str<strong>on</strong>g>is</str<strong>on</strong>g>h Standard 6843 from RMA to<br />
RMH, and CIMAC from A to H�grades<br />
• Specific gravities > 0.991 and (corresp<strong>on</strong>ding to<br />
CIMAC K�grades).<br />
For the latter specific gravities, the manufacturers<br />
have developed special types of centrifuges, e.g.:<br />
Alfa Laval ........................................................Alcap<br />
Westfalia ....................................................... Unitrol<br />
Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi .............................................. E�Hidens II<br />
The centrifuge should be able to treat approximately<br />
the following quantity of oil:<br />
0.23 litres/kWh<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> figure includes a margin for:<br />
• Water c<strong>on</strong>tent in fuel oil<br />
• Possible sludge, ash and other impurities in the<br />
fuel oil<br />
• Increased fuel oil c<strong>on</strong>sumpti<strong>on</strong>, in c<strong>on</strong>necti<strong>on</strong><br />
with other c<strong>on</strong>diti<strong>on</strong>s than ISO standard c<strong>on</strong>diti<strong>on</strong><br />
• Purifier service for cleaning and maintenance.<br />
The size of the centrifuge has to be chosen according<br />
to the supplier’s table valid for the selected<br />
v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity of the Heavy Fuel Oil. Normally, two<br />
centrifuges are installed for Heavy Fuel Oil (HFO),<br />
each with adequate capacity to comply with the<br />
above recommendati<strong>on</strong>.<br />
A centrifuge for Marine <strong>Diesel</strong> Oil (MDO) <str<strong>on</strong>g>is</str<strong>on</strong>g> not a<br />
must. However, <strong>MAN</strong> <strong>Diesel</strong> recommends that at<br />
least <strong>on</strong>e of the HFO purifiers can also treat MDO.<br />
Page 1 of 3<br />
If it <str<strong>on</strong>g>is</str<strong>on</strong>g> decided after all to install an individual purifier<br />
for MDO <strong>on</strong> board, the capacity should be<br />
based <strong>on</strong> the above recommendati<strong>on</strong>, or it should<br />
be a centrifuge of the same size as that for HFO.<br />
The Nominal MCR <str<strong>on</strong>g>is</str<strong>on</strong>g> used to determine the total<br />
installed capacity. Any derating can be taken<br />
into c<strong>on</strong>siderati<strong>on</strong> in border�line cases where the<br />
centrifuge that <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>e step smaller <str<strong>on</strong>g>is</str<strong>on</strong>g> able to cover<br />
Specified MCR.<br />
Fuel oil supply pump<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the screw or gear wheel type.<br />
Fuel oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity, specified .... up to 700 cSt at 50 °C<br />
Fuel oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity maximum .......................1000 cSt<br />
Pump head ......................................................4 bar<br />
Fuel oil flow ........................ see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Delivery pressure ............................................4 bar<br />
Working temperature ................................... 100 °C<br />
Minimum temperature .................................... 50 °C<br />
The capacity stated in ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’ <str<strong>on</strong>g>is</str<strong>on</strong>g> to be fulfilled<br />
with a tolerance of: ÷0% to +15% and shall also<br />
be able to cover the back�flushing, see ‘Fuel oil filter’.<br />
Fuel oil circulating pump<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the screw or gear wheel type.<br />
Fuel oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity, specified .... up to 700 cSt at 50 °C<br />
Fuel oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity normal ................................20 cSt<br />
Fuel oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity maximum .......................1000 cSt<br />
Fuel oil flow ........................ see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Pump head ......................................................6 bar<br />
Delivery pressure ..........................................10 bar<br />
Working temperature ................................... 150 °C<br />
The capacity stated in ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’ <str<strong>on</strong>g>is</str<strong>on</strong>g> to be fulfilled<br />
with a tolerance of: ÷0% to +15% and shall also<br />
be able to cover the back�flushing, see ‘Fuel oil filter’.<br />
Pump head <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong> a total pressure drop in<br />
filter and preheater of maximum 1.5 bar.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 39 51�2.6<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 7.05<br />
Fuel Oil Heater<br />
The heater <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the tube or plate heat exchanger<br />
type.<br />
The required heating temperature for different oil<br />
v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosities will appear from the ‘Fuel oil heating<br />
chart’, Fig. 7.05.01. The chart <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong> informati<strong>on</strong><br />
from oil suppliers regarding typical marine<br />
fuels with v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity index 70�80.<br />
Since the v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity after the heater <str<strong>on</strong>g>is</str<strong>on</strong>g> the c<strong>on</strong>trolled<br />
parameter, the heating temperature may vary,<br />
depending <strong>on</strong> the v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity and v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity index of<br />
the fuel.<br />
Recommended v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity meter setting <str<strong>on</strong>g>is</str<strong>on</strong>g> 10�15 cSt.<br />
Temperature<br />
after heater<br />
Fig. 7.05.01: Fuel oil heating chart<br />
C<br />
170<br />
160<br />
150<br />
140<br />
130<br />
120<br />
110<br />
100<br />
90<br />
80<br />
70<br />
60<br />
50<br />
40<br />
Normal heating limit<br />
Approximate pumping limit<br />
Page 2 of 3<br />
Fuel oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity specified ... up to 700 cSt at 50°C<br />
Fuel oil flow .................................... see capacity of<br />
fuel oil circulating pump<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> ................. see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Pressure drop <strong>on</strong> fuel oil side ........maximum 1 bar<br />
Working pressure ..........................................10 bar<br />
Fuel oil inlet temperature .................approx. 100 °C<br />
Fuel oil outlet temperature ........................... 150 °C<br />
Steam supply, saturated ..........................7 bar abs<br />
To maintain a correct and c<strong>on</strong>stant v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity of<br />
the fuel oil at the inlet to the main engine, the<br />
steam supply shall be automatically c<strong>on</strong>trolled,<br />
usually based <strong>on</strong> a pneumatic or an electrically<br />
c<strong>on</strong>trolled system.<br />
Approximate v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity<br />
after heater<br />
30<br />
10 15 25 35 45 55 cST/100˚C<br />
30 60 100 180 380 600 cST/50˚C<br />
200 400 800 1500 3500 6000 sec.Rw/100˚ F<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 39 51�2.6<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
cSt.<br />
7<br />
10<br />
12<br />
15<br />
20<br />
30<br />
sec.<br />
Rw.<br />
43<br />
52<br />
59<br />
69<br />
87<br />
125<br />
178 06 28�0.1
<strong>MAN</strong> B&W 7.05<br />
Fuel oil filter<br />
The filter can be of the manually cleaned duplex<br />
type or an automatic filter with a manually cleaned<br />
bypass filter.<br />
If a double filter (duplex) <str<strong>on</strong>g>is</str<strong>on</strong>g> installed, it should<br />
have sufficient capacity to allow the specified full<br />
amount of oil to flow through each side of the filter<br />
at a given working temperature with a max. 0.<br />
bar pressure drop across the filter (clean filter).<br />
If a filter with backflushing arrangement <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
installed, the following should be noted. The required<br />
oil flow specified in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’,<br />
i.e. the delivery rate of the fuel oil supply pump and<br />
the fuel oil circulating pump, should be increased<br />
by the amount of oil used for the backflushing, so<br />
that the fuel oil pressure at the inlet to the main engine<br />
can be maintained during cleaning.<br />
In those cases where an automatically cleaned<br />
filter <str<strong>on</strong>g>is</str<strong>on</strong>g> installed, it should be noted that in order<br />
to activate the cleaning process, certain makers of<br />
filters require a greater oil pressure at the inlet to<br />
the filter than the pump pressure specified. Therefore,<br />
the pump capacity should be adequate for<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> purpose, too.<br />
The fuel oil filter should be based <strong>on</strong> heavy fuel oil<br />
of: 1 0 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec<br />
Redwood I/100 °F.<br />
Fuel oil flow .........................see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
Working pressure ..........................................10 bar<br />
Test pressure ...................... according to class rule<br />
Absolute fineness .......................................... 50 µm<br />
Working temperature .................. maximum 150 °C<br />
Oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity at working temperature ............15 cSt<br />
Pressure drop at clean filter ........maximum 0. bar<br />
Filter to be cleaned at a pressure<br />
drop of ........................................maximum 0.5 bar<br />
Note:<br />
Absolute fineness corresp<strong>on</strong>ds to a nominal fineness<br />
of approximately 35 µm at a retaining rate of<br />
90%.<br />
The filter housing shall be fitted with a steam jacket<br />
for heat tracing.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines,<br />
MC/ME Engine selecti<strong>on</strong> guides<br />
��<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Fuel oil venting box<br />
�� �� ��<br />
���<br />
����������������<br />
������������<br />
��<br />
��<br />
Page of<br />
The design of the Fuel oil venting box <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in<br />
Fig. 7.05.02. The size <str<strong>on</strong>g>is</str<strong>on</strong>g> chosen according to the<br />
maximum flow of the fuel oil circulati<strong>on</strong> pump,<br />
which <str<strong>on</strong>g>is</str<strong>on</strong>g> l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 6.0 .<br />
Flushing of the fuel oil system<br />
����������<br />
�����������<br />
����<br />
�����������<br />
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�����<br />
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178 38 39�3.3<br />
Flow m3 /h<br />
Dimensi<strong>on</strong>s in mm<br />
Q (max.)* D1 D2 D H1 H2 H H4 H5<br />
1. 150 2 15 100 600 171. 1,000 550<br />
2.1 150 40 15 100 600 171. 1,000 550<br />
5.0 200 65 15 100 600 171. 1,000 550<br />
8.4 400 80 15 150 1,200 .5 1,800 1,100<br />
11.5 400 90 15 150 1,200 .5 1,800 1,100<br />
19.5 400 125 15 150 1,200 .5 1,800 1,100<br />
29.4 500 150 15 150 1,500 402.4 2,150 1, 50<br />
4 .0 500 200 15 150 1,500 402.4 2,150 1, 50<br />
* The maximum flow of the fuel oil circulati<strong>on</strong> pump<br />
Fig. 07.05.02: Fuel oil venting box<br />
Before starting the engine for the first time, the<br />
system <strong>on</strong> board has to be flushed in accordance<br />
with <strong>MAN</strong> <strong>Diesel</strong>’s recommendati<strong>on</strong>s ‘Flushing of<br />
Fuel Oil System’ which <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
198 47 35-0.2
<strong>MAN</strong> B&W 7.06<br />
Water In Fuel Emulsificati<strong>on</strong><br />
The emulsificati<strong>on</strong> of water into the fuel oil reduces<br />
the NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> with about 1% per 1% water<br />
added to the fuel up to about 20% without modificati<strong>on</strong><br />
of the engine fuel injecti<strong>on</strong> equipment.<br />
A Water In Fuel emulsi<strong>on</strong> (WIF) mixed for th<str<strong>on</strong>g>is</str<strong>on</strong>g> purpose<br />
and based <strong>on</strong> Heavy Fuel Oil (HFO) <str<strong>on</strong>g>is</str<strong>on</strong>g> stable<br />
for a l<strong>on</strong>g time, whereas a WIF based <strong>on</strong> Marine<br />
<strong>Diesel</strong> Oil <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>ly stable for a short period of time<br />
unless an emulsifying agent <str<strong>on</strong>g>is</str<strong>on</strong>g> applied.<br />
As both the <strong>MAN</strong> B&W two�stroke main engine<br />
and the <strong>MAN</strong> <strong>Diesel</strong> GenSets are designed to run<br />
<strong>on</strong> emulsified HFO, it can be used for a comm<strong>on</strong><br />
system.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> supposed below, that both the main engine<br />
and GenSets are running <strong>on</strong> the same fuel, either<br />
HFO or a homogen<str<strong>on</strong>g>is</str<strong>on</strong>g>ed HFO-based WIF.<br />
Special arrangements are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong> for<br />
a more soph<str<strong>on</strong>g>is</str<strong>on</strong>g>ticated system in which the GenSets<br />
can run with or without a homogen<str<strong>on</strong>g>is</str<strong>on</strong>g>ed HFObased<br />
WIF, if the main engine <str<strong>on</strong>g>is</str<strong>on</strong>g> running <strong>on</strong> that.<br />
Please note that the fuel pump injecti<strong>on</strong> capacity<br />
shall be c<strong>on</strong>firmed for the main engine as well as<br />
the GenSets for the selected percentage of water<br />
in the WIF.<br />
Temperature and pressure<br />
When water <str<strong>on</strong>g>is</str<strong>on</strong>g> added by emulsificati<strong>on</strong>, the fuel<br />
v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity increases. In order to keep the injecti<strong>on</strong><br />
v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity at 10-15 cSt and still be able to operate<br />
<strong>on</strong> up to 700 cSt fuel oil, the heating temperature<br />
has to be increased to about 170 °C depending <strong>on</strong><br />
the water c<strong>on</strong>tent.<br />
The higher temperature calls for a higher pressure<br />
to prevent cavitati<strong>on</strong> and steam formati<strong>on</strong> in the<br />
system. The inlet pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> thus set to 13 bar.<br />
In order to avoid temperature chock when mixing<br />
water into the fuel in the homogen<str<strong>on</strong>g>is</str<strong>on</strong>g>er, the water<br />
inlet temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> to be set to 70�90 °C.<br />
Safety system<br />
Page 1 of 2<br />
In case the pressure in the fuel oil line drops, the<br />
water homogen<str<strong>on</strong>g>is</str<strong>on</strong>g>ed into the Water In Fuel emulsi<strong>on</strong><br />
will evaporate, damaging the emulsi<strong>on</strong> and<br />
creating supply problems. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> situati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> avoided<br />
by installing a third, air driven supply pump,<br />
which keeps the pressure as l<strong>on</strong>g as air <str<strong>on</strong>g>is</str<strong>on</strong>g> left in<br />
the tank ‘S’, see Fig. 7.06.01.<br />
Before the tank ‘S’ <str<strong>on</strong>g>is</str<strong>on</strong>g> empty, an alarm <str<strong>on</strong>g>is</str<strong>on</strong>g> given and<br />
the drain valve <str<strong>on</strong>g>is</str<strong>on</strong>g> opened, which will drain off the<br />
WIF and replace it with HFO or diesel oil from the<br />
service tank.<br />
The drain system <str<strong>on</strong>g>is</str<strong>on</strong>g> kept at atmospheric pressure,<br />
so the water will evaporate when the hot emulsi<strong>on</strong><br />
enters the safety tank. The safety tank shall be<br />
designed accordingly.<br />
Impact <strong>on</strong> the auxiliary systems<br />
Please note that if the engine operates <strong>on</strong> Water<br />
In Fuel emulsi<strong>on</strong> (WIF), in order to reduce the NO x<br />
em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong>, the exhaust gas temperature will decrease<br />
due to the reduced air / exhaust gas ratio<br />
and the increased specific heat of the exhaust gas.<br />
Depending <strong>on</strong> the water c<strong>on</strong>tent, th<str<strong>on</strong>g>is</str<strong>on</strong>g> will have an<br />
impact <strong>on</strong> the calculati<strong>on</strong> and design of the following<br />
items:<br />
• Freshwater generators<br />
• Energy for producti<strong>on</strong> of freshwater<br />
• Jacket water system<br />
• Waste heat recovery system<br />
• Exhaust gas boiler<br />
• Storage tank for freshwater<br />
For further informati<strong>on</strong> about emulsificati<strong>on</strong> of water<br />
into the fuel and use of Water In Fuel emulsi<strong>on</strong><br />
(WIF), please refer to our publicati<strong>on</strong> titled:<br />
Exhaust Gas Em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> C<strong>on</strong>trol Today and<br />
Tomorrow<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at: www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 38 82�8.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 7.06<br />
<strong>Diesel</strong><br />
oil service<br />
tank<br />
Booster<br />
pump<br />
– – – – – – – – – <strong>Diesel</strong> oil<br />
From<br />
centrifuges Deck<br />
Overflow valve<br />
adjusted to<br />
12 bar<br />
Supply pumps<br />
Heavy fuel oil<br />
Heavy fuel oil<br />
service tank<br />
Filter<br />
Compressed<br />
air<br />
‘S’ Safety pump<br />
Supply air tank<br />
air operated<br />
Heated pipe with insulati<strong>on</strong><br />
a) Tracing fuel oil lines: Max. 150 °C<br />
To special<br />
safety tank<br />
A2<br />
A1<br />
A3<br />
GenSet<br />
b) Tracing fuel oil drain lines: Max. 90 °C,<br />
Fresh water<br />
supply<br />
min. 50 °C for installati<strong>on</strong>s with jacket cooling water<br />
Automatic<br />
de�aerating<br />
valve<br />
Venting box<br />
Comm<strong>on</strong> fuel oil supply unit<br />
Homogen<str<strong>on</strong>g>is</str<strong>on</strong>g>er<br />
F. O. special<br />
safety tank<br />
Circulating<br />
pumps<br />
A2<br />
A1<br />
A3<br />
GenSet<br />
To HFO service<br />
or settling tank<br />
De�aerating to be<br />
c<strong>on</strong>trolled against<br />
expansi<strong>on</strong> of water<br />
To HFO<br />
service or<br />
settling tank<br />
Full flow<br />
filter<br />
Water in oil<br />
measuring<br />
Number of auxiliary engines, pumps, coolers, etc.<br />
are subject to alterati<strong>on</strong>s according to the actual<br />
plant specificati<strong>on</strong>.<br />
The letters refer to the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’.<br />
Page 2 of 2<br />
Fig. 7.06.01: System for emulsificati<strong>on</strong> of water into the fuel comm<strong>on</strong> to the main engine and <strong>MAN</strong> <strong>Diesel</strong> GenSets<br />
198 99 01�8.3<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 38 82�8.3<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Heater<br />
Fuel oil<br />
sludge tank<br />
BX F<br />
BF<br />
X<br />
AD<br />
AF BD<br />
b)<br />
A2<br />
A1<br />
A3<br />
GenSet<br />
To freshwater cooling<br />
pump sucti<strong>on</strong><br />
Main engine<br />
F.O.<br />
drain<br />
tank<br />
To HFO service<br />
or settling tank<br />
32 mm<br />
Nom.<br />
bore<br />
a)
<strong>MAN</strong> B&W<br />
Reliquefacti<strong>on</strong> Technology<br />
While reliquefacti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> widely used in gas handling<br />
<strong>on</strong> land, it has been used <strong>on</strong> board ship so far<br />
<strong>on</strong>ly <strong>on</strong> LPG carriers.<br />
Recently, the technology for reliquefying LNG<br />
<strong>on</strong> board ship has been matured and commercial<str<strong>on</strong>g>is</str<strong>on</strong>g>ed.<br />
The present analys<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong> the Moss<br />
Relique�facti<strong>on</strong>, sold worldwide by Hamworthy KSE.<br />
The patented system (Moss RS) for reliquefying<br />
boil�off gas, establ<str<strong>on</strong>g>is</str<strong>on</strong>g>hes a soluti<strong>on</strong> for pumping<br />
LNG back to the tanks and selling more LNG to<br />
the buyers of gas.<br />
The boil�off gas reliquefacti<strong>on</strong> c<strong>on</strong>cept <str<strong>on</strong>g>is</str<strong>on</strong>g> based<br />
<strong>on</strong> a closed nitrogen cycle extracting heat from<br />
the boil�off gas. Several novel features such as<br />
separati<strong>on</strong> and removal of inc<strong>on</strong>densable comp<strong>on</strong>ents<br />
have resulted in a compact system with low<br />
power c<strong>on</strong>sumpti<strong>on</strong>.<br />
The c<strong>on</strong>cept has the following technical merits:<br />
• The nitrogen in the LNG boil�off gas (BOG) <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
not reliquefied; th<str<strong>on</strong>g>is</str<strong>on</strong>g> results in reduced nitrogen<br />
in the tanks during the voyage, better c<strong>on</strong>trol of<br />
tank pressure and lower power requirement for<br />
the RS system.<br />
• The system uses <strong>on</strong>ly proven comp<strong>on</strong>ents with<br />
extensive references from air�separati<strong>on</strong> and<br />
peak�shaving plants world�wide.<br />
• The system <str<strong>on</strong>g>is</str<strong>on</strong>g> prefabricated <strong>on</strong> skids for easy<br />
installati<strong>on</strong> and hook�up.<br />
• The system has automatic capacity c<strong>on</strong>trol.<br />
• The system can be stopped when the cargo<br />
pumps are in operati<strong>on</strong>. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> eliminates the<br />
need for extra generator capacity.<br />
• During ballast voyage, the cargo tank temperature<br />
can be maintained by spraying reliquefied<br />
LNG back into the cargo tanks.<br />
• The system must be installed with 00% redundancy.<br />
• No extra pers<strong>on</strong>nel are required for operati<strong>on</strong><br />
and maintenance.<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
The process can be described as follows:<br />
7.07<br />
Page of 2<br />
The LNG boil�off <str<strong>on</strong>g>is</str<strong>on</strong>g> compressed by the low duty<br />
(LD) compressor (BOG compressor), and sent directly<br />
to the so�called cold box.<br />
The cold box in which the boil�off <str<strong>on</strong>g>is</str<strong>on</strong>g> re�liquefied<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> cooled by a closed refrigerati<strong>on</strong> loop (Brayt<strong>on</strong><br />
cycle). Nitrogen <str<strong>on</strong>g>is</str<strong>on</strong>g> the working medium.<br />
Boil�off cycle<br />
The cargo cycle c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of an LD com�pressor,<br />
a plate�fin cryogenic exchanger, a separator and<br />
an LNG return pump. Boil�off <str<strong>on</strong>g>is</str<strong>on</strong>g> evacuated from<br />
the LNG tanks by means of a c<strong>on</strong>venti<strong>on</strong>al centrifugal<br />
low duty compressor. The vapour <str<strong>on</strong>g>is</str<strong>on</strong>g> compressed<br />
to 4.5 bar and cooled at th<str<strong>on</strong>g>is</str<strong>on</strong>g> pressure to<br />
approximately – 60°C in a platefin cryogenic heat<br />
exchanger.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> ensures c<strong>on</strong>densati<strong>on</strong> of hydrocarb<strong>on</strong>s<br />
to LNG. The fracti<strong>on</strong> of nitrogen present in the<br />
boil�off that cannot be c<strong>on</strong>densed at th<str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>diti<strong>on</strong><br />
remains as gas bubbles in the LNG. Phase<br />
separati<strong>on</strong> takes place in the liquid separator.<br />
From the separator, the LNG <str<strong>on</strong>g>is</str<strong>on</strong>g> dumped back<br />
to the storage tanks, while the nitrogenrich gas<br />
phase <str<strong>on</strong>g>is</str<strong>on</strong>g> d<str<strong>on</strong>g>is</str<strong>on</strong>g>charged (to atmosphere or burnt in an<br />
oxidizer).<br />
Nitrogen cycle<br />
The cryogenic temperature inside the cold box <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
produced by means of a nitrogen compressi<strong>on</strong>�<br />
expansi<strong>on</strong> cycle. Nitrogen gas at a pressure of<br />
3.5 bar <str<strong>on</strong>g>is</str<strong>on</strong>g> compressed to 57 bar in a 3�stage<br />
centrifugal compressor. The gas <str<strong>on</strong>g>is</str<strong>on</strong>g> cooled by<br />
water (seawater or indirect) after each stage. After<br />
the last cooler, the gas <str<strong>on</strong>g>is</str<strong>on</strong>g> led to the “warm”<br />
part of the cryogenic heat exchanger where it <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
pre�cooled to about � 0°C and then expanded<br />
to a pressure of 4.5 bar in the expander. The gas<br />
leaves the expander at about � 63°C and <str<strong>on</strong>g>is</str<strong>on</strong>g> then<br />
introduced into the ‘cold’ part of the cryogenic<br />
heat exchanger where it cools and reliquefies the<br />
boil�off gas to LNG.<br />
<strong>MAN</strong> B&W ME�GI engines 198 48 35�6.1
<strong>MAN</strong> B&W 7.07<br />
The nitrogen then c<strong>on</strong>tinues through the ‘warm’<br />
part of the cryogenic heat exchanger before it <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
returned to the sucti<strong>on</strong> side of the 3�stage compressor.<br />
The N 2 �compressor/expander unit <str<strong>on</strong>g>is</str<strong>on</strong>g> a three�stage<br />
integrated gear centrifugal compressor with <strong>on</strong>e<br />
expander stage.<br />
The unit has a gear with 4 pini<strong>on</strong>s where each of<br />
the 4 wheels <str<strong>on</strong>g>is</str<strong>on</strong>g> coupled to a separate pini<strong>on</strong>. The<br />
result <str<strong>on</strong>g>is</str<strong>on</strong>g> that the expander work goes directly into<br />
the gearbox and relieves the electric motor.<br />
The advantages of th<str<strong>on</strong>g>is</str<strong>on</strong>g> soluti<strong>on</strong> are:<br />
• More compact design<br />
• Reduced cost<br />
• Improved c<strong>on</strong>trol of the refrigerati<strong>on</strong><br />
• Reduced power c<strong>on</strong>sumpti<strong>on</strong>.<br />
C<strong>on</strong>trol systems<br />
Generally, the temperature in the nitrogen loop<br />
decides the quantity of N 2 in the coolant circuit.<br />
Increasing or decreasing the amount of nitrogen<br />
in the loop changes the cooling capacity. The<br />
amount <str<strong>on</strong>g>is</str<strong>on</strong>g> changed by injecting or withdrawing<br />
nitrogen from the receiver. If the cooling capacity<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> too high, the inlet expander temperature will<br />
decrease. The c<strong>on</strong>trol valve to the receiver at the<br />
compressors d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge will open to withdraw the<br />
nitrogen from the main loop. Corresp<strong>on</strong>dingly, if<br />
the cooling capacity <str<strong>on</strong>g>is</str<strong>on</strong>g> too low, the inlet expander<br />
temperature will increase. The c<strong>on</strong>trol valve from<br />
the receiver to the compressor sucti<strong>on</strong> side will<br />
open to inject nitrogen into the main loop.<br />
The relati<strong>on</strong>ship between cooling capacity and<br />
pressure changes <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong> the fact that a<br />
turbo compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> a c<strong>on</strong>stant volume flow machine.<br />
When the sucti<strong>on</strong> pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> changing,<br />
the mass flow <str<strong>on</strong>g>is</str<strong>on</strong>g> changing and, corresp<strong>on</strong>dingly,<br />
the cooling capa�city. The pressure ratio for the<br />
compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>stant and independent of the<br />
sucti<strong>on</strong> pressur e. Even if the cooling capacity <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
reduced, the outlet expander temperature will be<br />
nearly the same.<br />
Page 2 of 2<br />
The BOG cycle <str<strong>on</strong>g>is</str<strong>on</strong>g> an independent loop. The cargo<br />
tank pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> kept approximately c<strong>on</strong>stant<br />
by varying the mass flow through the compressor.<br />
The boil�off compressor will be a two�stage<br />
centrifugal compressor with diffuser guide vanes<br />
(DGV) for c<strong>on</strong>trolling the capacity. There <str<strong>on</strong>g>is</str<strong>on</strong>g> DGV<br />
<strong>on</strong> both stages, and they work in parallel, c<strong>on</strong>trolled<br />
by the same signal.<br />
<strong>MAN</strong> B&W ME�GI engines 198 48 35�6.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
LNG Carriers<br />
LNG carriers, like oil tankers, are not permitted to<br />
immobilize their propulsi<strong>on</strong> machinery while in port<br />
and port areas. Hence, redundancy <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
For the steam ship, redundancy <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>sidered<br />
fulfilled by having two boilers, whereas no redundancy<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> required for the single steam turbine,<br />
propeller shaft and propeller.<br />
For diesel engines, which require more maintenance<br />
<strong>on</strong> a routine bas<str<strong>on</strong>g>is</str<strong>on</strong>g> than steam turbines, either<br />
a multi�engine c<strong>on</strong>figurati<strong>on</strong> or an alternative<br />
propulsi<strong>on</strong> power supply possibility for a single<br />
engine c<strong>on</strong>figurati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
Shuttle tankers in the North Sea are equipped<br />
with twin low speed engines and twin propellers.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> ensured that approximately half of the propulsi<strong>on</strong><br />
power always <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g>, and that <strong>on</strong>e<br />
of the diesel engines can be maintained without<br />
immobil<str<strong>on</strong>g>is</str<strong>on</strong>g>ing the vessel or comprom<str<strong>on</strong>g>is</str<strong>on</strong>g>ing safety. A<br />
similar soluti<strong>on</strong> or alternatively a single diesel engine<br />
with a shaft electrical motor will fulfil requirements<br />
c<strong>on</strong>cerning mobilati<strong>on</strong> for LNG cerriers.<br />
The Internati<strong>on</strong>al Associati<strong>on</strong> of (marine) Classificati<strong>on</strong><br />
Societies’ (IACS) redundancy c<strong>on</strong>siderati<strong>on</strong>s<br />
for a reliquefacti<strong>on</strong> plant for LNG carriers are:<br />
FPP<br />
FPP<br />
Fig. 7.08.01: Twin�engine c<strong>on</strong>figurati<strong>on</strong><br />
Shaft Locking Device<br />
Oil Supply Unit<br />
for Clutcher<br />
Oil Supply Unit<br />
for Clutcher<br />
Shaft Locking<br />
Device<br />
Clutcher<br />
Clutcher<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
7.08<br />
Page of 3<br />
Assumpti<strong>on</strong>s:<br />
Dual fuel or heavy burning diesel engines as propulsi<strong>on</strong><br />
engines<br />
Reliquefacti<strong>on</strong> plant installed for gas recevering<br />
pressure and temperature c<strong>on</strong>trol<br />
IACS Rules for Redundancy for Reliquefacti<strong>on</strong><br />
Plant:<br />
Alt. 1: A spare capacity at least equal to the largest<br />
single reliquefacti<strong>on</strong> unit should be fitted.<br />
Alt. 2: Auxiliary boiler(s) capable of burning the<br />
boil�off vapours and d<str<strong>on</strong>g>is</str<strong>on</strong>g>posing of the generated<br />
steam via a steam dumping system<br />
Alt. 3: Gas Oxid<str<strong>on</strong>g>is</str<strong>on</strong>g>er, i.e. burning the boil�off gas in<br />
a separate burner unit positi<strong>on</strong>ed in the vessel’s<br />
stack<br />
Alt. 4: C<strong>on</strong>trolled venting to the atmosphere of<br />
cargo vapours, if permitted by the authorities in<br />
questi<strong>on</strong><br />
With the ME�GI engine, the c<strong>on</strong>figurati<strong>on</strong> shown<br />
in Fig. 7.08.01, compr<str<strong>on</strong>g>is</str<strong>on</strong>g>ing <strong>on</strong>e reliquefacti<strong>on</strong> unit,<br />
<strong>on</strong>e high pressure compressor and <strong>on</strong>e oxidizer,<br />
will comply with redundancy requirements and<br />
offer full fuel flexibility.<br />
178 52 56�7.0<br />
<strong>MAN</strong> B&W S70ME�GI, S65ME�GI, S60ME�GI 198 48 39�3.2
<strong>MAN</strong> B&W 7.08<br />
Redundant low speed engine propulsi<strong>on</strong> c<strong>on</strong>cepts,<br />
as outlined above, ensure that sufficient<br />
power <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> for safe navigati<strong>on</strong> and, for the<br />
twin engine c<strong>on</strong>cept with completely separated<br />
engine rooms, even an additi<strong>on</strong>al margin towards<br />
any damage <str<strong>on</strong>g>is</str<strong>on</strong>g> obtained.<br />
For LNG carriers, a twin engine c<strong>on</strong>figura�ti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
proposed to alleviate any possible doubt <strong>on</strong> reliability<br />
and redundancy.<br />
The twin�engine c<strong>on</strong>figurati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig.<br />
7.08.0 .<br />
The average lifetime of commercial vessels <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
5 years, by which time the vessels are usually<br />
scrap�ped for reas<strong>on</strong>s of ec<strong>on</strong>omy. <strong>Diesel</strong> engines<br />
could operate for decades bey<strong>on</strong>d, as all wear<br />
parts are replaceable. L<strong>on</strong>g living diesels are seen<br />
mainly in power plants. The low speed diesel engine<br />
has a l<strong>on</strong>g lifetime which also makes it relevant<br />
for LNG carriers with a lifetime of up to 40 years.<br />
The latest series of electr<strong>on</strong>ically c<strong>on</strong>trolled engines,<br />
the ME series, are particularly suitable for<br />
the trade d<str<strong>on</strong>g>is</str<strong>on</strong>g>cussed, as the c<strong>on</strong>trol system software<br />
can be updated routinely.<br />
Maintenance requirements for diesels are predictable,<br />
and parts supplies over the engine lifetime<br />
are guaranteed by the manufacturer and designer.<br />
Vibrati<strong>on</strong> levels are fully predictable and c<strong>on</strong>trollable,<br />
both for vessels with spherical tanks and<br />
membrane tank systems.<br />
�������������<br />
����<br />
������<br />
������<br />
������<br />
����������<br />
����������<br />
����������<br />
������<br />
������� ������� ������� ������� ������� ������� ���� 178 52 57�9.1<br />
Fig. 7.08.02: Typical propulsi<strong>on</strong> power requirements for<br />
LNG carriers<br />
Page of 3<br />
Furthermore, the segregati<strong>on</strong> of the gas cargo<br />
and heavy fuel for propulsi<strong>on</strong> ensured with reliquefacti<strong>on</strong><br />
means that handling of gas in the engine<br />
room and surrounding areas <str<strong>on</strong>g>is</str<strong>on</strong>g> avoided.<br />
Based <strong>on</strong> the technology described in the foregoing,<br />
the machinery to replace the steam turbine<br />
and boilers in a typical 45,000 m 3 LNG carrier<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> therefore 2 x approx. 0,000 hp low speed fuel<br />
burning ME or ME�GI type diesel engines.<br />
Typical propulsi<strong>on</strong> power requirements for<br />
LNG carriers of different sizes are shown in<br />
Fig. 7.08.0 .<br />
The bridge and engine room c<strong>on</strong>trol system shall<br />
be able to handle operati<strong>on</strong> with both <strong>on</strong>e (emergency)<br />
and two engines.<br />
The bridge and engine room c<strong>on</strong>trol system shall,<br />
in the case of operati<strong>on</strong> <strong>on</strong> two engines, be able<br />
to handle both individual c<strong>on</strong>trol and simultaneous<br />
c<strong>on</strong>trol of the engines.<br />
Simultaneous c<strong>on</strong>trol c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of equality in power<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong>, order for reversing, start of engines<br />
and stop of engines.<br />
The c<strong>on</strong>trol system shall, in case of failure <strong>on</strong> <strong>on</strong>e<br />
of the engines, be able to ensure c<strong>on</strong>tinuous operati<strong>on</strong><br />
with <strong>on</strong>ly <strong>on</strong>e engine without jeopardizing<br />
manoeuvrability or safety of the ship or engines.<br />
In the case of FP propellers, it <str<strong>on</strong>g>is</str<strong>on</strong>g> presumed that,<br />
the shaft <str<strong>on</strong>g>is</str<strong>on</strong>g> declutched from the engines and the<br />
propeller wind� milling, alternatively that a shaft<br />
brake <str<strong>on</strong>g>is</str<strong>on</strong>g> applied.<br />
In the case of CP propellers, it <str<strong>on</strong>g>is</str<strong>on</strong>g> presumed that<br />
the propeller <str<strong>on</strong>g>is</str<strong>on</strong>g> at zero pitch and the shaft brake <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
active. If engine overhaul <str<strong>on</strong>g>is</str<strong>on</strong>g> to take place during<br />
sailing, declutching <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary.<br />
In the case of a FP propelleer the working engine<br />
will have to accept a ‘heavy propeller’, i. e. higher<br />
torque, as shown in Fig. 7.08.03, which basically<br />
calls for a changed engine timing.<br />
With the ME engine c<strong>on</strong>cept, th<str<strong>on</strong>g>is</str<strong>on</strong>g> can be d<strong>on</strong>e by<br />
push butt<strong>on</strong> <strong>on</strong>ly, activating ‘single engine running<br />
mode’.<br />
<strong>MAN</strong> B&W S70ME�GI, S65ME�GI, S60ME�GI 198 48 39�3.2<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> can be pre�programmed into the software<br />
just as the so�called ‘ec<strong>on</strong>omy mode’ and ‘low<br />
NO x mode’. Hence, the operating engine of will be<br />
readily optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ed for the purpose, and full mobility<br />
of the vessel ensured.<br />
As per calculati<strong>on</strong>, a speed of 75% of the design<br />
speed of the vessel can be obtained with a single<br />
engine in operati<strong>on</strong>.<br />
Load<br />
125%<br />
100%<br />
75%<br />
50%<br />
Propeller performance <strong>on</strong> twin-screw vessel<br />
Heavier running, when<br />
<strong>on</strong>ly <strong>on</strong>e propeller <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
in operati<strong>on</strong><br />
Single engine running mode<br />
for ME-engines<br />
25%<br />
50% 60% 70% 80% 90% 100%<br />
Speed<br />
Two propellers<br />
in operati<strong>on</strong><br />
110%<br />
178 52 58�0.0<br />
Fig. 7.08.03: Propeller curves in load diagram with <strong>on</strong>e<br />
vs. two propellers working<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
7.08<br />
Page 3 of 3<br />
<strong>MAN</strong> B&W S70ME�GI, S65ME�GI, S60ME�GI 198 48 39�3.2
<strong>MAN</strong> B&W<br />
Gas Compressor System<br />
The gas supply system <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong> Flotech<br />
packaged compressors:<br />
• Low�pressure GE Oil & Gas RoFlo type gas<br />
compressors with lubricated vanes and oil<br />
buffered mechanical seals, which compress<br />
the cold boil�off gas from the LNG tanks at the<br />
temperature of –140 °C to –160 °C. The boil�off<br />
gas pressure in the LNG tanks should normally<br />
be kept between 1.06�1.20 bar(a). Under normal<br />
running c<strong>on</strong>diti<strong>on</strong>s, cooling <str<strong>on</strong>g>is</str<strong>on</strong>g> not necessary,<br />
but during start up, the temperature of the<br />
boil�off gas may have r<str<strong>on</strong>g>is</str<strong>on</strong>g>en to atmospheric temperature,<br />
hence pre�heating and after�cooling <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
included, to ensure stabil<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> of the cold inlet<br />
and intermediate gas. temperature<br />
• The high�pressure GE Oil & Gas Nuovo Pign<strong>on</strong>e<br />
SHMB type gas compressor; 4 throw,<br />
4�stage horiz<strong>on</strong>tally opposed and fully balanced<br />
crosshead type with pressure lubricated and<br />
water�cooled cylinders & packings, compresses<br />
the gas to approximately 250�300 bar, which <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
the pressure required at the engine inlet at full<br />
load. Only reciprocating p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> compressors<br />
are suitable for th<str<strong>on</strong>g>is</str<strong>on</strong>g> high�pressure duty; however<br />
the unique GE fully balanced frame layout<br />
addres�ses c<strong>on</strong>cerns about transmitted vibrati<strong>on</strong>s<br />
and also eliminates the need for heavy<br />
installati<strong>on</strong> structure, as <str<strong>on</strong>g>is</str<strong>on</strong>g> required with vertical<br />
or V�form unbalanced compressor designs. The<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> kept at approx. 45 °C<br />
by the coolers.<br />
• Buffer tank/accumulators are installed to provide<br />
smoothing of minor gas pressure fluctuati<strong>on</strong>s<br />
in the fuel supply; ± 2 bar <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
• Gas inlet filter/separator with strainer for protecti<strong>on</strong><br />
against debr<str<strong>on</strong>g>is</str<strong>on</strong>g>.<br />
• D<str<strong>on</strong>g>is</str<strong>on</strong>g>charge separator after the final stage gas<br />
cooler for oil/c<strong>on</strong>densate removal.<br />
• Compressor capacity c<strong>on</strong>trol system ensures<br />
that the required gas pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> in accordance<br />
with the engine load, and that the boil�off gas<br />
amount <str<strong>on</strong>g>is</str<strong>on</strong>g> regulated for cargo tank pressure<br />
c<strong>on</strong>trol (as described later).<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
7.09<br />
Page 1 of 7<br />
• The compressor safety system handles normal<br />
start/stop, shutdown and emergency shutdown<br />
commands. The compressor unit includes a<br />
process m<strong>on</strong>itoring and fault indicati<strong>on</strong> system.<br />
The compressor c<strong>on</strong>trol system exchanges signals<br />
with the ME�GI c<strong>on</strong>trol system.<br />
• The compressor system evaluates the amount<br />
of <str<strong>on</strong>g>available</str<strong>on</strong>g> BOG and reports to the ME�GI c<strong>on</strong>trol<br />
system.<br />
Redundancy for the gas supply system <str<strong>on</strong>g>is</str<strong>on</strong>g> a very<br />
important <str<strong>on</strong>g>is</str<strong>on</strong>g>sue. Redundancy in an extreme sense<br />
means two of all comp<strong>on</strong>ents, but the costs are<br />
heavy and a lot of space <str<strong>on</strong>g>is</str<strong>on</strong>g> required <strong>on</strong> board the<br />
ship. We have worked out a recommendati<strong>on</strong> that<br />
reduces the costs and the requirement for space<br />
while ensuring a fully operati<strong>on</strong>al ME�GI engine.<br />
The dual fuel engine c<strong>on</strong>cept, in its nature, includes<br />
redundancy. If the gas supply system falls<br />
out, the engine will run <strong>on</strong> heavy fuel oil <strong>on</strong>ly.<br />
The gas supply system illustrated in Figs. 7.09.01<br />
and 7.09.02 are based <strong>on</strong> a 210,000 M3 LNG carrier,<br />
a boil off rate of 0.12 and equipped with 2<br />
dual fuel engines: 2 x 7S65ME�GI. For other sizes<br />
of LNG carriers the setup will be the same but the<br />
% will be changed. Fig. 7.09.03 shows the compressor<br />
system in more detail.<br />
Both systems compr<str<strong>on</strong>g>is</str<strong>on</strong>g>e a double (2 x 100%) set of<br />
Low Pressure compressors each with the capacity<br />
to handle 100% of the natural BOG if <strong>on</strong>e falls<br />
out (alternatively 3 x 50% may be chosen). Each<br />
of these LP compressors can individually feed<br />
both the High Pressure Compressor and the Gas<br />
Combusti<strong>on</strong> Unit. All compressors can run simultaneously,<br />
which can be util<str<strong>on</strong>g>is</str<strong>on</strong>g>ed when the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> fed with both natural � and forced BOG.<br />
The HP compressor <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> chosen to be a<br />
single unit. If th<str<strong>on</strong>g>is</str<strong>on</strong>g> unit falls out then the ME�GI engine<br />
can run <strong>on</strong> Heavy Fuel Oil, and <strong>on</strong>e of the LP<br />
compressors can feed the GCU.<br />
Typical availability of these electrically driven Flotech<br />
/ GE Oil & Gas compressors <strong>on</strong> natural gas<br />
(LNG) service <str<strong>on</strong>g>is</str<strong>on</strong>g> 98%, c<strong>on</strong>sequently, an extra HP<br />
compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> a high cost to add for the 2% extra<br />
availability.<br />
<strong>MAN</strong> B&W ME�GI engines ME�GI engines 198 48 85�8.4
<strong>MAN</strong> B&W 7.09<br />
% of full engine load<br />
65%<br />
Natural BOG<br />
LNG<br />
Tank<br />
65%<br />
65%<br />
LP.<br />
+ comp.<br />
65%<br />
LP.<br />
+ comp.<br />
Redundant gas supply system compr<str<strong>on</strong>g>is</str<strong>on</strong>g>ing:<br />
2 x Low pressure compressors<br />
1 x Gas combusti<strong>on</strong> unit GCU<br />
1 x High pressure p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> compressor<br />
Fig. 7.09.01: Gas supply system � natural BOG <strong>on</strong>ly<br />
% of full engine load<br />
35%<br />
Forced BOG<br />
+ 65%<br />
natural BOG<br />
LNG<br />
Tank<br />
100%<br />
85%<br />
LP.<br />
+ comp.<br />
65%<br />
LP.<br />
+ comp.<br />
Redundant gas supply system compr<str<strong>on</strong>g>is</str<strong>on</strong>g>ing:<br />
2 x Low pressure compressors<br />
1 x Gas combusti<strong>on</strong> unit GCU<br />
1 x High pressure p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> compressor<br />
Fig. 7.09.02: Gas supply system � natural and forced BOG<br />
Page 2 of 7<br />
<strong>MAN</strong> B&W ME�GI engines 198 48 85�8.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
65%<br />
GCU<br />
65%<br />
GCU<br />
65% 65%<br />
HP comp.<br />
ME�GI<br />
Add up 35% HFO<br />
+ Pilot oil<br />
100% 100%<br />
HP comp.<br />
ME�GI<br />
No add up with HFO<br />
except from Pilot oil<br />
178 53 67�0.0<br />
178 53 68�2.0
<strong>MAN</strong> B&W<br />
B.O.G.<br />
�40 to �140°C<br />
1.08 to 1.20 bar (a)<br />
M.C.W. 36°C<br />
Hx<br />
M<br />
EEx<br />
VSD Recycle<br />
Hx<br />
M<br />
EEX<br />
VSD Recycle<br />
Hx<br />
M<br />
EEX<br />
VSD Recycle<br />
Gas supply system � capacity management<br />
The minimum requirement for the regulati<strong>on</strong> of<br />
supply to the ME�GI engine <str<strong>on</strong>g>is</str<strong>on</strong>g> a turndown ratio of<br />
3.33 which equals a regulati<strong>on</strong> down to 30% of<br />
the maximum flow (For a twin engine system, the<br />
TR <str<strong>on</strong>g>is</str<strong>on</strong>g> 6.66). Alternatively in accordance with the<br />
requirements of the ship owners<br />
Both the LP and HP compressor packages have 0<br />
=> 100% capacity variati<strong>on</strong> systems, which allows<br />
enormous flexibility and c<strong>on</strong>trol.<br />
Stable c<strong>on</strong>trol of cargo tank pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> the<br />
primary functi<strong>on</strong> of the LP compressor c<strong>on</strong>trol<br />
system. Dynamic capacity variati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> achieved<br />
by a combinati<strong>on</strong> of compressor speed variati<strong>on</strong><br />
and gas d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge to recycle. The system <str<strong>on</strong>g>is</str<strong>on</strong>g> resp<strong>on</strong>sible<br />
for maintaining the BOG pressure set<br />
tank pressure point within the range of 1,06 � 1,20<br />
bar(a) through 0 => 100% compressor capacity.<br />
At full load of the ME�GI engine <strong>on</strong> gas, the HP<br />
compressor delivers approximately 265 bar<br />
Hx<br />
Hx<br />
Hx<br />
Opti<strong>on</strong>al<br />
3rd unit<br />
40 to 50°C<br />
3.0 to 5.0 bar (a)<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
7.09<br />
Page 3 of 7<br />
whereas at 50% load, the pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> reduced to<br />
130�180 bar. The d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure set points<br />
are c<strong>on</strong>trolled within ±5%. Compressor speed<br />
variati<strong>on</strong> c<strong>on</strong>trols the capacity range of approximately<br />
100 => 50% of volumetric flow. Speed<br />
c<strong>on</strong>trol <str<strong>on</strong>g>is</str<strong>on</strong>g> the primary variati<strong>on</strong>; speed c<strong>on</strong>trol<br />
logic <str<strong>on</strong>g>is</str<strong>on</strong>g> integrated with recycle to reduce speed/<br />
capacity when the system <str<strong>on</strong>g>is</str<strong>on</strong>g> recycling under<br />
standby (0% capacity) or part load c<strong>on</strong>diti<strong>on</strong>s.<br />
LP & HP compressor systems are coordinated<br />
such that BOG pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> safely c<strong>on</strong>trolled,<br />
whilst however delivering all <str<strong>on</strong>g>available</str<strong>on</strong>g> gas at the<br />
correct pressure to the ME�GI engine. Load and<br />
availability signals are exchanged between compressor<br />
and engine c<strong>on</strong>trol systems for th<str<strong>on</strong>g>is</str<strong>on</strong>g> purpose.<br />
<strong>MAN</strong> B&W ME�GI engines ME�GI engines 198 48 85�8.4<br />
M<br />
EEx<br />
VSD<br />
Recycle<br />
Fig. 7.09.03: Gas compressor system � indicating capacity c<strong>on</strong>trol and cooling systems<br />
Hx<br />
Water out<br />
To GSU<br />
Supply to<br />
ME�GI<br />
150�265 bar (a)<br />
45°C<br />
178 53 69�4.0
<strong>MAN</strong> B&W 7.09<br />
Safety aspects<br />
The compressors are delivered generally in accordance<br />
with the API�11P standard (skid�packaged<br />
compressors) and are designed and certified in<br />
accordance with relevant classificati<strong>on</strong> society<br />
rules.<br />
Maintenance<br />
The gas compressor system needs an annual<br />
overhaul. The overhaul can be performed by the<br />
same engineers who do the maintenance <strong>on</strong> the<br />
main engines. It requires no special skills apart<br />
from what <str<strong>on</strong>g>is</str<strong>on</strong>g> comm<strong>on</strong> knowledge for an engineer.<br />
External systems<br />
External safety systems should include a gas<br />
analyser for checking the hydrocarb<strong>on</strong> c<strong>on</strong>tent of<br />
the air, inside the compressor room and fire warning<br />
and protecti<strong>on</strong> systems.<br />
Safety devices � Internal systems<br />
The compressors are protected by a series of<br />
Pressure High, Pressure Low, Temperature High,<br />
Vibrati<strong>on</strong> High, Liquid Level High/Low,<br />
Compressor RPM High/Low and Oil Low Flow<br />
trips, which will automatically shut down the compressor<br />
if fault c<strong>on</strong>diti<strong>on</strong>s are detected by the local<br />
c<strong>on</strong>trol system.<br />
Pressure safety valves vented to a safe area guard<br />
against unc<strong>on</strong>trolled over�pressure of the fuel gas<br />
supply system.<br />
Inert gas system<br />
After running in the gas mode, the gas system <strong>on</strong><br />
the engine should be emptied of gas by purging<br />
the gas system with inert gas (N 2 , CO 2 ),<br />
Core Compressor Unit<br />
Page 4 of 7<br />
The core unit <str<strong>on</strong>g>is</str<strong>on</strong>g> a GE�Flotech high�pressure fuel<br />
gas compressor package, which c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of an<br />
electric motor directly coupled to a four�stage gas<br />
compressor, model F604, complete with relevant<br />
c<strong>on</strong>trol, cooling, filtering and lubricating systems.<br />
The power c<strong>on</strong>sumpti<strong>on</strong> of the compressor <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
max. 3,580 kW.<br />
The compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> balanced therefore giving little<br />
or no vibrati<strong>on</strong>s and <str<strong>on</strong>g>is</str<strong>on</strong>g> therefore ideal for off shore<br />
installati<strong>on</strong>s.<br />
Main Drive System<br />
The main drive system c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of an electric motor,<br />
flywheel and a torsi<strong>on</strong>ally rigid, flexible drive<br />
coupling. The drive speed <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by an<br />
electr<strong>on</strong>ic variable speed drive (VSD).<br />
Cooling System<br />
The cooling system cools the compressed gas<br />
after each compressor stage and stabil<str<strong>on</strong>g>is</str<strong>on</strong>g>es the<br />
temperature of the recycle gas. The compressor<br />
frame lubricating oil <str<strong>on</strong>g>is</str<strong>on</strong>g> air�cooled. The cooling<br />
system <str<strong>on</strong>g>is</str<strong>on</strong>g> a closed circuit, with the cooling water<br />
circulated by an electrically driven pump through<br />
a radiator and a gas to water heat exchanger.<br />
Inlet Filtrati<strong>on</strong><br />
Inlet filtrati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> included to remove particulate<br />
matter and entrained liquids from the gas stream.<br />
Filtrati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> d<strong>on</strong>e in two stages compr<str<strong>on</strong>g>is</str<strong>on</strong>g>ing a<br />
pre�filter followed by a coalescing filter. The inlet<br />
pre�filter includes a vane�pack, to remove free<br />
liquids, and a particle filter. The coalescing filter<br />
precipitates and removes aerosols and liquids not<br />
already removed by the inlet pre�filter.<br />
<strong>MAN</strong> B&W ME�GI engines 198 48 85�8.4<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
Inlet Flow Meter<br />
A flow meter <str<strong>on</strong>g>is</str<strong>on</strong>g> installed to measure the net inlet<br />
gas flow. It <str<strong>on</strong>g>is</str<strong>on</strong>g> installed between the inlet pre�filter<br />
and the coalescing filter.<br />
High Pressure Gas Buffer System<br />
The high�pressure gas buffer c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of three<br />
pressure vessels c<strong>on</strong>nected between the compressor<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge and the engine gas delivery<br />
system. Their purpose <str<strong>on</strong>g>is</str<strong>on</strong>g> to provide smoothing<br />
of minor gas pressure fluctuati<strong>on</strong>s in the fuel gas<br />
supply, because of the engine’s demand for low<br />
variati<strong>on</strong>s in fuel gas supply pressure.<br />
Thus, the high�pressure gas from the compressor<br />
package, <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered at a steady flow to the <strong>MAN</strong><br />
B&W gas injecti<strong>on</strong> system.<br />
C<strong>on</strong>trol System<br />
A Compressor Package C<strong>on</strong>troller (CPC) carries<br />
out operati<strong>on</strong>al c<strong>on</strong>trol of the Flotech package.<br />
The CPC c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a Programmable Logic C<strong>on</strong>troller<br />
(PLC), Unit Process C<strong>on</strong>troller (UPC) and<br />
an Operator Panel (OP), and <str<strong>on</strong>g>is</str<strong>on</strong>g> located separately<br />
from the compressor package skid.<br />
Normal start/stop operati<strong>on</strong>, safety protecti<strong>on</strong>,<br />
process m<strong>on</strong>itoring and fault annunciati<strong>on</strong> of the<br />
compressor package <str<strong>on</strong>g>is</str<strong>on</strong>g> carried out by the PLC.<br />
Both normal and out�of�limit c<strong>on</strong>diti<strong>on</strong>s are observed<br />
by the PLC. Out�of�limit c<strong>on</strong>diti<strong>on</strong>s will<br />
cause the PLC to activate either an alarm or a<br />
compressor package shutdown (trip).<br />
An Operator Panel (OP) in the c<strong>on</strong>trol cabinet door<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>plays the current operating status of the PLC<br />
and allows the operator to view process readings,<br />
alarm and trip set�points, and to reset plant trips.<br />
The compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> protected by a series of Pressure<br />
High, Pressure Low, Temperature High, Vibrati<strong>on</strong><br />
High, Liquid Level High/Low, Compressor RPM<br />
High/Low and Oil Low Flow trips, which will automatically<br />
shut down the compressor if fault c<strong>on</strong>diti<strong>on</strong>s<br />
are detected by the local c<strong>on</strong>trol system.<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
7.09<br />
Page 5 of 7<br />
A Unit Process C<strong>on</strong>troller (UPC) regulates the<br />
dynamic capacity c<strong>on</strong>trol of the compressor by<br />
varying compressor speed, inlet gas pressure and<br />
recycle valve positi<strong>on</strong>. The capacity c<strong>on</strong>trol can<br />
be varied in the range of 0�100 %, while maxim<str<strong>on</strong>g>is</str<strong>on</strong>g>ing<br />
energy savings by the use of gas recycling<br />
and inlet gas pressure throttling c<strong>on</strong>trol.<br />
Gas Blow�down and Recovery System<br />
The gas blow�down and recovery system c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts<br />
of a gas storage volume with pressure vessels<br />
c<strong>on</strong>nected together in a battery to form a<br />
high volume buffer. It <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to minim<str<strong>on</strong>g>is</str<strong>on</strong>g>e the<br />
release of gas to atmosphere in the event of a<br />
compressor package shutdown or a requirement<br />
to de�pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>e the engine supply lines. On compressor<br />
start, the gas previously recovered and<br />
stored in the blow�down system <str<strong>on</strong>g>is</str<strong>on</strong>g> re�c<strong>on</strong>sumed<br />
by the compressor. The PLC optim<str<strong>on</strong>g>is</str<strong>on</strong>g>es the<br />
use of th<str<strong>on</strong>g>is</str<strong>on</strong>g> gas storage volume and prevents<br />
over�pressuring of the gas supply line by c<strong>on</strong>trol<br />
of the package inlet valve. The package inlet valve<br />
has an adjustable slow�opening functi<strong>on</strong>; th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
valve <str<strong>on</strong>g>is</str<strong>on</strong>g> opened after start up by the compressor,<br />
when the blow�down system has been evacuated<br />
to a preset pressure.<br />
<strong>MAN</strong> B&W ME�GI engines ME�GI engines 198 48 85�8.4
<strong>MAN</strong> B&W 7.09<br />
3,650<br />
Motor<br />
Motor<br />
Intercooler 1<br />
Intercooler 2<br />
Gas Inlet<br />
Gas Inlet<br />
Fig. 7.09.04: High�Pressure compressor package providing boil�off gas (BOG) to the ME�GI engines<br />
Interstage Out<br />
7,790<br />
Intercooler 1<br />
Page 6 of 7<br />
178 52 30�3.0<br />
<strong>MAN</strong> B&W ME�GI engines 198 48 85�8.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Interstage Return<br />
Gas Outlet (under)<br />
Stage 3<br />
Compressor<br />
Stage 1<br />
Stage 2<br />
Bleed Out<br />
Bleed Out<br />
Vent<br />
4,220
<strong>MAN</strong> B&W<br />
Low�duty Compressor<br />
The Low�duty Compressor c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a single<br />
stage compressor with a heavy�duty wheel in<br />
forged aluminium alloy with adjustable inlet guide<br />
vanes, mounted to a heavy�duty speed�increasing<br />
gearbox.<br />
Together with the complete lube oil and seal gas<br />
system the compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> installed <strong>on</strong> a rigid single<br />
skid for shipboard applicati<strong>on</strong>, with bulkhead<br />
and bulkhead seal mounted to the gearbox.<br />
An intrinsically safe local c<strong>on</strong>trol panel with gauge<br />
board <str<strong>on</strong>g>is</str<strong>on</strong>g> installed <strong>on</strong> the skid, and a remote c<strong>on</strong>trol<br />
cabinet <str<strong>on</strong>g>is</str<strong>on</strong>g> supplied loose for installati<strong>on</strong> in the<br />
safe area.<br />
To cover the wide temperature range of natural<br />
boil�off gas (�140 °C) and forced gas (�40 °C), the<br />
low�duty compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> normally driven by a variable<br />
speed motor.<br />
Forcing Vapor<str<strong>on</strong>g>is</str<strong>on</strong>g>er<br />
The Forcing Vapor<str<strong>on</strong>g>is</str<strong>on</strong>g>er <str<strong>on</strong>g>is</str<strong>on</strong>g> typically installed upstream<br />
of the L/D Compressors with a M<str<strong>on</strong>g>is</str<strong>on</strong>g>t Separator<br />
at the mixing point with the natural boil�off.<br />
To avoid thermal stress, the proven Shell and<br />
U�tube design <str<strong>on</strong>g>is</str<strong>on</strong>g> applied, directly heated by<br />
saturated steam. The equipment c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a<br />
single�pass shell with stati<strong>on</strong>ary head, fully welded<br />
to the U�tube bundle, and <str<strong>on</strong>g>is</str<strong>on</strong>g> entirely fabricated<br />
from stainless steel.<br />
For a reliable temperature c<strong>on</strong>trol, a Spray Pipe<br />
with integrated Spray Nozzle supplements the vapor<str<strong>on</strong>g>is</str<strong>on</strong>g>er<br />
for efficient mixing of bypassed LNG with<br />
the overheated gas.<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
M<str<strong>on</strong>g>is</str<strong>on</strong>g>t Separator<br />
7.09<br />
Page 7 of 7<br />
If forced gas <str<strong>on</strong>g>is</str<strong>on</strong>g> added to the natural boil�off gas<br />
from the tank, two gases with different gas compositi<strong>on</strong>s,<br />
and temperatures are mixed. In a large<br />
mixing range, m<str<strong>on</strong>g>is</str<strong>on</strong>g>t <str<strong>on</strong>g>is</str<strong>on</strong>g> created at the mixing point,<br />
from two essentially dry gases.<br />
The vertical separator vessel, with two inlet nozzles<br />
(from the gas header and Forcing Vapor<str<strong>on</strong>g>is</str<strong>on</strong>g>er)<br />
and <strong>on</strong>e outlet nozzle (to the L/D Compressors),<br />
eliminates more than 99.5% of any m<str<strong>on</strong>g>is</str<strong>on</strong>g>t. A drain<br />
c<strong>on</strong>necti<strong>on</strong> and a level switch are included.<br />
The M<str<strong>on</strong>g>is</str<strong>on</strong>g>t Separator <str<strong>on</strong>g>is</str<strong>on</strong>g> entirely fabricated from<br />
stainless steel.<br />
Boil�off Heaters<br />
One small Low�duty or Boil�off Heater <str<strong>on</strong>g>is</str<strong>on</strong>g> installed.<br />
To avoid thermal stress, the proven Shell and<br />
U�tube design <str<strong>on</strong>g>is</str<strong>on</strong>g> applied, directly heated by<br />
saturated steam. The equipment c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a<br />
single�pass shell with stati<strong>on</strong>ary head, fully welded<br />
to the U�tube bundle, and <str<strong>on</strong>g>is</str<strong>on</strong>g> entirely fabricated<br />
from stainless steel.<br />
Alternative suppliers<br />
A number of companies can supply compressors<br />
that can fulfil the requirement for applicati<strong>on</strong> in<br />
c<strong>on</strong>necti<strong>on</strong> with an ME�GI engine <strong>on</strong> an LNG carrier.<br />
We have been in c<strong>on</strong>tact with a few, viz.:<br />
Buckhardt � Switzerland<br />
Tomass<strong>on</strong> � Japan (Licensee)<br />
(used in Japan 12K80MC�GI�S)<br />
GE�Flotech � USA – Sweden<br />
(Nuovo Pign<strong>on</strong>e � Italia (used in MBD four�stroke<br />
power stati<strong>on</strong>))<br />
Air Liquide � France<br />
<strong>MAN</strong> B&W ME�GI engines ME�GI engines 198 48 85�8.4
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Lubricating Oil<br />
8
<strong>MAN</strong> B&W 8.01<br />
Lubricating and Cooling Oil System<br />
The lubricating oil <str<strong>on</strong>g>is</str<strong>on</strong>g> pumped from a bottom tank<br />
by means of the main lubricating oil pump to the<br />
lubricating oil cooler, a thermostatic valve and,<br />
through a full�flow filter, to the engine inlet RU, Fig.<br />
8.01.01.<br />
RU lubricates main bearings, thrust bearing, axial<br />
vibrati<strong>on</strong> damper, p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling, crosshead bearings,<br />
crankpin bearings. It also supplies oil to the<br />
Hydraulic Power Supply unit and to moment compensator<br />
and torsi<strong>on</strong>al vibrati<strong>on</strong> damper.<br />
From the engine, the oil collects in the oil pan,<br />
from where it <str<strong>on</strong>g>is</str<strong>on</strong>g> drained off to the bottom tank,<br />
see Fig. 8.06.01a and b ‘Lubricating oil tank, with<br />
cofferdam’. By class demand, a cofferdam must<br />
be placed underneath the lubricating oil tank.<br />
The engine crankcase <str<strong>on</strong>g>is</str<strong>on</strong>g> vented through ‘AR’ by a<br />
pipe which extends directly to the deck. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> pipe<br />
Thermostatic valve<br />
TI TI TI<br />
Lube. oil<br />
cooler<br />
For initial fillling of pumps<br />
Pos. 006: 25 mm valve<br />
for cleaning process<br />
Lube oil pumps<br />
Feeler, 45 °C<br />
Deaerati<strong>on</strong><br />
Engine<br />
oil<br />
Fig. 8.01.01 Lubricating and cooling oil system<br />
From purifier<br />
PI PI<br />
Full-flow filter<br />
Page 1 of 1<br />
has a drain arrangement so that oil c<strong>on</strong>densed in<br />
the pipe can be led to a drain tank, see details in<br />
Fig. 8.07.01.<br />
Drains from the engine bedplate ‘AE’ are fitted <strong>on</strong><br />
both sides, see Fig. 8.07.02 ‘Bedplate drain pipes’.<br />
For external pipe c<strong>on</strong>necti<strong>on</strong>s, we prescribe a<br />
maximum oil velocity of 1.8 m/s.<br />
Lubricati<strong>on</strong> of turbochargers<br />
<strong>Turbo</strong>chargers with slide bearings are normally<br />
lubricated from the main engine system. AB <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
outlet from the turbocharger, see Figs. 8.03.01 to<br />
8.03.04, which are shown with sensors for UMS.<br />
Figs. 8.03.01 to 8.03.04 show the lube oil pipe arrangements<br />
for different turbocharger makes.<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 42 30�4.3<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Deck<br />
Pos. 005: throttle valve<br />
RU<br />
To purifier<br />
RW<br />
AR<br />
To drain tank<br />
E<br />
S S<br />
Min. 15°<br />
AB<br />
Lube oil bottom tank<br />
with cofferdam<br />
Servo oil back-flushing<br />
see Secti<strong>on</strong> 8.08<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
* Venting for <strong>MAN</strong> <strong>Diesel</strong> or Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi turbochargers <strong>on</strong>ly<br />
*<br />
198 99 84�4.5
<strong>MAN</strong> B&W 8.02<br />
Hydraulic Power Supply Unit<br />
Internally <strong>on</strong> the engine RU <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to the<br />
Hydraulic Power Supply unit (HPS) which supplies<br />
the hydraulic oil to the Hydraulic Cylinder Units<br />
(HCUs). The HPS unit can be either mounted <strong>on</strong>to<br />
the engine and engine driven (EoD 4 40 60) or<br />
delivered separately electrically driven, opti<strong>on</strong> 4<br />
40 660. See figs. 6.0 .02 and 6.0 .03 respectively.<br />
The hydraulic power supply unit shown in Fig.<br />
8.02.0 , c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of:<br />
• an automatic main filter with a redundance filter,<br />
in parallel<br />
• two electrically driven pumps<br />
• three engine driven pumps<br />
• an safety and accumulator block<br />
RW <str<strong>on</strong>g>is</str<strong>on</strong>g> the oil outlet from the automatic backflushing<br />
filter.<br />
At start <strong>on</strong>e of the two electrically driven start�up<br />
pumps <str<strong>on</strong>g>is</str<strong>on</strong>g> activated, and it <str<strong>on</strong>g>is</str<strong>on</strong>g> stopped as so<strong>on</strong> as<br />
the three engine driven pumps have taken over<br />
the hydraulic oil supply.<br />
The hydraulic oil <str<strong>on</strong>g>is</str<strong>on</strong>g> supplied to the Hydraulic Cylinder<br />
Units (HCU) located at each cylinder, where<br />
it <str<strong>on</strong>g>is</str<strong>on</strong>g> diverted to the electr<strong>on</strong>ic Fuel Injecti<strong>on</strong> system,<br />
and to the electr<strong>on</strong>ic exhaust Valve Activati<strong>on</strong><br />
(FIVA) sy�stem, which perform the fuel injecti<strong>on</strong><br />
and opens the exhaust valve. The exhaust<br />
valve <str<strong>on</strong>g>is</str<strong>on</strong>g> closed by the c<strong>on</strong>venti<strong>on</strong>al ‘air spring’.<br />
The electr<strong>on</strong>ic signals to the FIVA valves are given<br />
by the Engine C<strong>on</strong>trol System, see Chapter 6,<br />
Engine C<strong>on</strong>trol System (ECS).<br />
Page of 2<br />
The Hydraulic power supply <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g><br />
in 2 versi<strong>on</strong>s<br />
The standard versi<strong>on</strong>, EoD 4 40 660, <str<strong>on</strong>g>is</str<strong>on</strong>g> the classic<br />
ME power supply where the hydraulic power<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> generated by engine driven pumps and start up<br />
pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> created by electric driven start pumps.<br />
The capacity of the start up pumps <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>ly sufficient<br />
to make the start up pressure. The engine<br />
can not run with the engine driven pumps out of<br />
operati<strong>on</strong>.<br />
The opti<strong>on</strong>al versi<strong>on</strong>, EoD 4 40 66 <str<strong>on</strong>g>is</str<strong>on</strong>g> similar to<br />
the standard versi<strong>on</strong>, but the electric driven start<br />
up pumps have a capacity sufficient to give Take<br />
Home power at least 5% engine power. The<br />
electric power c<strong>on</strong>sumpti<strong>on</strong> should be taken into<br />
c<strong>on</strong>siderati<strong>on</strong> in the specificati<strong>on</strong> of the auxilliary<br />
machinery capacity.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI engines 198 42 31-6.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 8.02<br />
Hydraulic power supply unit, Engine Driven<br />
TI 8113<br />
LS 1234 AH<br />
To hydraulic<br />
cylinder unit<br />
FS 8114 AL Y TI 8113 i AH<br />
Crosshead bearings & p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> Main bearings<br />
TI 8106<br />
TE 8106 I AH Y<br />
TE 8106 Z<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI engines<br />
Hydraulic oil<br />
Hydraulic Power Supply unit<br />
Safety and accumulator block<br />
System oil outlet<br />
Axial vibrati<strong>on</strong> damper<br />
WI 8812<br />
WT 8812 I AH Y<br />
Electrically driven<br />
pumps<br />
Engine<br />
driven<br />
pumps<br />
Fig. 8.02.01: Engine driven hydraulic power supply unit<br />
Fore<br />
S<br />
Aft<br />
AR<br />
PI 8108<br />
PI 8108 I AL Y<br />
PI 8108 Z<br />
M M<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
The letters refer to ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of flanges’<br />
The pos. numbers refer to ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of instruments’<br />
The piping <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered with and fitted <strong>on</strong>to the engine<br />
Filter unit<br />
Automatic<br />
by-pass<br />
valve<br />
Back-flushing oil<br />
RW<br />
Main filter<br />
TE 8106 I AH<br />
Redundance filter<br />
TI 8112<br />
LS 1236 AH Z<br />
LS 1235 AH<br />
RU Lube oil to turbocharger<br />
Page 2 of 2<br />
178 48 13�4.1<br />
198 42 31-6.1
<strong>MAN</strong> B&W 8.03<br />
Lubricating Oil Pipes for <strong>Turbo</strong>chargers<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines,<br />
Engine Selecti<strong>on</strong> Guide<br />
From system oil<br />
Fig. 8.03.01: <strong>MAN</strong> <strong>Diesel</strong> turbocharger type TCA<br />
From system oil<br />
Fig. 8.03.02: ABB turbocharger type TPL<br />
<strong>MAN</strong> <strong>Diesel</strong> TCA<br />
turbocharger<br />
AB<br />
AB<br />
TE 8117 I AH<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
TI 8117<br />
E<br />
PI 8103<br />
PT 8103 I AL<br />
ABB TPL<br />
TI 8117<br />
turbocharger<br />
TE 8117 I AH<br />
PI 8103<br />
PT 8103 I AL<br />
Page 1 of 2<br />
121 14 96-6.1.0<br />
126 40 85-8.3.0<br />
198 42 32�8.3
<strong>MAN</strong> B&W 8.03<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines,<br />
Engine Selecti<strong>on</strong> Guide<br />
From system oil<br />
Fig. 8.03.03: Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi turbocharger type MET<br />
AB<br />
MET turbocharger<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
E<br />
TI 8117<br />
TE 8117 I AH<br />
PI 8103<br />
Page 2 of 2<br />
126 40 87-1.2.0<br />
198 42 32�8.3
<strong>MAN</strong> B&W 8.04<br />
Lubricating Oil Centrifuges and L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Lubricating Oils<br />
For Unattended Machinery Spaces (UMS), automatic<br />
centrifuges with total d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge or partial<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge are to be used. Manual cleaning centrifuges<br />
can <strong>on</strong>ly be used for Attended Machinery<br />
Spaces (AMS).<br />
The nominal capacity of the centrifuge <str<strong>on</strong>g>is</str<strong>on</strong>g> to be<br />
according to the supplier’s recommendati<strong>on</strong> for<br />
lubricating oil, based <strong>on</strong> the figure:<br />
0.136 litre/kWh<br />
The Nominal MCR <str<strong>on</strong>g>is</str<strong>on</strong>g> used as the total installed<br />
power.<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of lubricating oils<br />
The circulating oil (lubricating and cooling oil)<br />
must be of the rust and oxidati<strong>on</strong> inhibited type of<br />
oil of SAE 30 v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity grade.<br />
In order to keep the crankcase and p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling<br />
spaces clean of deposits, the oil should have adequate<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>persi<strong>on</strong> and detergent properties.<br />
Alkaline circulating oils are generally superior in<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> respect.<br />
The oils l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted below have all given l<strong>on</strong>g-term sat<str<strong>on</strong>g>is</str<strong>on</strong>g>factory<br />
service in <strong>MAN</strong> B&W engine installati<strong>on</strong>s:<br />
Company<br />
Circulating oil<br />
SAE 30, BN 5�10<br />
BP Energol OE�HT 30<br />
Castrol CDX 30<br />
Chevr<strong>on</strong> *) Veritas 800 Marine 30<br />
Exx<strong>on</strong>Mobil Mobilgard 300<br />
Shell Melina 30 / S 30<br />
Total Atlanta Marine D 3005<br />
*) Includes Caltex, Chevr<strong>on</strong> and Texaco<br />
Also other brands have been used with sat<str<strong>on</strong>g>is</str<strong>on</strong>g>factory<br />
results.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines,<br />
Engine Selecti<strong>on</strong> Guide<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
198 38 86�5.6
<strong>MAN</strong> B&W 8.05<br />
Comp<strong>on</strong>ents for Lubricating Oil System<br />
Lubricating oil pump<br />
The lubricating oil pump can be of the d<str<strong>on</strong>g>is</str<strong>on</strong>g>placement<br />
wheel, or the centrifugal type:<br />
Lubricating oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity, specified...75 cSt at 50 °C<br />
Lubricating oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity .......... maximum 400 cSt *<br />
Lubricating oil flow ..............see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
Design pump head .......................................4.4 bar<br />
Delivery pressure .........................................4.4 bar<br />
Max. working temperature ............................. 70 °C<br />
* 400 cSt <str<strong>on</strong>g>is</str<strong>on</strong>g> specified, as it <str<strong>on</strong>g>is</str<strong>on</strong>g> normal practice when<br />
starting <strong>on</strong> cold oil, to partly open the bypass<br />
valves of the lubricating oil pumps, so as to reduce<br />
the electric power requirements for the pumps.<br />
The flow capacity must be within a range from<br />
00 to 2% of the capacity stated.<br />
The pump head <str<strong>on</strong>g>is</str<strong>on</strong>g> based <strong>on</strong> a total pressure drop<br />
across cooler and filter of maximum bar.<br />
Referring to Fig. 8.0 .0 , the bypass valve shown<br />
between the main lubricating oil pumps may be<br />
omitted in cases where the pumps have a built�in<br />
bypass or if centrifugal pumps are used.<br />
If centrifugal pumps are used, it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended<br />
to install a throttle valve at positi<strong>on</strong> ‘005’ to prevent<br />
an excessive oil level in the oil pan if the centrifugal<br />
pump <str<strong>on</strong>g>is</str<strong>on</strong>g> supplying too much oil to the engine.<br />
During trials, the valve should be adjusted by<br />
means of a device which permits the valve to be<br />
closed <strong>on</strong>ly to the extent that the minimum flow<br />
area through the valve gives the specified lubricating<br />
oil pressure at the inlet to the engine at full<br />
normal load c<strong>on</strong>diti<strong>on</strong>s. It should be possible to<br />
fully open the valve, e.g. when starting the engine<br />
with cold oil.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended to install a 25 mm valve (pos.<br />
006), with a hose c<strong>on</strong>necti<strong>on</strong> after the main lubricating<br />
oil pumps, for checking the cleanliness of<br />
the lubricating oil system during the flushing procedure.<br />
The valve <str<strong>on</strong>g>is</str<strong>on</strong>g> to be located <strong>on</strong> the underside<br />
of a horiz<strong>on</strong>tal pipe just after the d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge<br />
from the lubricating oil pumps.<br />
<strong>MAN</strong> B&W S70MC-C7/8, S70ME-C7/8, S70ME-GI8,<br />
S65ME-C8, S65ME-GI8<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Lubricating oil cooler<br />
Page of 3<br />
The lubricating oil cooler must be of the shell and<br />
tube type made of seawater res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant material, or<br />
a plate type heat exchanger with plate material<br />
of titanium, unless freshwater <str<strong>on</strong>g>is</str<strong>on</strong>g> used in a central<br />
cooling water system.<br />
Lubricating oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity, specified...75 cSt at 50 °C<br />
Lubricating oil flow ..............see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> ..................see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
Lubricating oil temperature, outlet cooler ...... 45 °C<br />
Working pressure <strong>on</strong> oil side .......................4.4 bar<br />
Pressure drop <strong>on</strong> oil side ............maximum 0.5 bar<br />
Cooling water flow ..............see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
Cooling water temperature at inlet:<br />
seawater ......................................................... 32 °C<br />
freshwater ....................................................... 36 °C<br />
Pressure drop <strong>on</strong> water side .......maximum 0.2 bar<br />
The lubricating oil flow capacity must be within a<br />
range from 00 to 2% of the capacity stated.<br />
The cooling water flow capacity must be within a<br />
range from 00 to 0% of the capacity stated.<br />
To ensure the correct functi<strong>on</strong>ing of the lubricating<br />
oil cooler, we recommend that the seawater<br />
temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> regulated so that it will not be<br />
lower than 0 °C.<br />
The pressure drop may be larger, depending <strong>on</strong><br />
the actual cooler design.<br />
Lubricating oil temperature c<strong>on</strong>trol valve<br />
The temperature c<strong>on</strong>trol system can, by means of<br />
a three�way valve unit, by�pass the cooler totally<br />
or partly.<br />
Lubricating oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity, specified ....75 cSt at 50 °C<br />
Lubricating oil flow ..............see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
Temperature range, inlet to engine .........40 � 47 °C<br />
198 42 39�0.4
<strong>MAN</strong> B&W 8.05<br />
Lubricating oil full flow filter<br />
Lubricating oil flow ..............see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
Working pressure .........................................4.4 bar<br />
Test pressure .................... according to class rules<br />
Absolute fineness .........................................40 µm*<br />
Working temperature ............. approximately 45 °C<br />
Oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity at working temp. ............. 90 � 00 cSt<br />
Pressure drop with clean filter ....maximum 0.2 bar<br />
Filter to be cleaned<br />
at a pressure drop .......................maximum 0.5 bar<br />
* The absolute fineness corresp<strong>on</strong>ds to a nominal<br />
fineness of approximately 25 µm at a retaining<br />
rate of 90%.<br />
The flow capacity must be within a range from<br />
00 to 2% of the capacity stated.<br />
The full�flow filter should be located as close as<br />
possible to the main engine.<br />
If a double filter (duplex) <str<strong>on</strong>g>is</str<strong>on</strong>g> installed, it should<br />
have sufficient capacity to allow the specified full<br />
amount of oil to flow through each side of the filter<br />
at a given working temperature with a pressure<br />
drop across the filter of maximum 0.2 bar (clean<br />
filter).<br />
<strong>MAN</strong> B&W S70MC-C7/8, S70ME-C7/8, S70ME-GI8,<br />
S65ME-C8, S65ME-GI8<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 3<br />
If a filter with a back�flushing arrangement <str<strong>on</strong>g>is</str<strong>on</strong>g> installed,<br />
the following should be noted:<br />
• The required oil flow, specified in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of<br />
capacities’, should be increased by the amount<br />
of oil used for the back�flushing, so that the<br />
lubricating oil pressure at the inlet to the main<br />
engine can be maintained during cleaning.<br />
• If an automatically cleaned filter <str<strong>on</strong>g>is</str<strong>on</strong>g> installed, it<br />
should be noted that in order to activate the<br />
cleaning process, certain makes of filter require<br />
a higher oil pressure at the inlet to the filter than<br />
the pump pressure specified. Therefore, the<br />
pump capacity should be adequate for th<str<strong>on</strong>g>is</str<strong>on</strong>g> purpose,<br />
too.<br />
Flushing of lube oil system<br />
Before starting the engine for the first time, the lubricating<br />
oil system <strong>on</strong> board has to be cleaned in<br />
accordance with <strong>MAN</strong> <strong>Diesel</strong>’s recommendati<strong>on</strong>s:<br />
‘Flushing of Main Lubricating Oil System’, which <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
198 42 39�0.4
<strong>MAN</strong> B&W 8.05<br />
Lubricating oil outlet<br />
A protecting ring positi<strong>on</strong> 1�4 <str<strong>on</strong>g>is</str<strong>on</strong>g> to be installed if<br />
required, by class rules, and <str<strong>on</strong>g>is</str<strong>on</strong>g> placed loose <strong>on</strong><br />
the tanktop and guided by the hole in the flange.<br />
In the vertical directi<strong>on</strong> it <str<strong>on</strong>g>is</str<strong>on</strong>g> secured by means of<br />
screw positi<strong>on</strong> 4, in order to prevent wear of the<br />
rubber plate.<br />
1<br />
2 3 4<br />
Fig. 8.05.01: Lubricating oil outlet<br />
<strong>MAN</strong> B&W K98MC/MC-C, K98ME/ME�C, S90MC-C, S90ME-C,<br />
K90MC-C, K90ME/ME-C, S80MC/MC-C, S80ME-C, K80MC-C,<br />
K80ME-C, S70MC/MC-C, S70ME-C/ME-GI, L70MC-C, L70ME-C,<br />
S65ME-C/ME-GI, S60MC/MC-C, S60ME-C/ME-GI/ME-B,<br />
S50MC/MC-C, S50ME-C/ME-B, S40MC-C, S40ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Engine builder’s supply<br />
Oil and temperature res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant<br />
rubber (3 layers), yard’s supply<br />
Page 3 of 3<br />
178 07 41�6.1<br />
198 70 34�4.0
<strong>MAN</strong> B&W 8.06<br />
Lubricating Oil Tank<br />
����������������� � ���������������<br />
���������������������������<br />
��<br />
�������������������������������<br />
�����������������������������������<br />
���������������������������<br />
��������������������������<br />
����������������������������<br />
����������������������������<br />
����������������<br />
Fig. 8.06.01a: Lubricating oil tank, with cofferdam<br />
�<br />
�<br />
�<br />
�<br />
���������<br />
�<br />
�<br />
�<br />
���������<br />
� �<br />
� �<br />
� �<br />
� �<br />
������<br />
�<br />
������<br />
�<br />
������<br />
������<br />
��������<br />
������������<br />
Page of 2<br />
���������������������<br />
178 52 41�1.0<br />
<strong>MAN</strong> B&W S65ME�C/ME�GI8 198 49 03�9.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
��<br />
�<br />
��<br />
������������<br />
����<br />
��<br />
�� ��<br />
�� ��� �����<br />
�������������������<br />
�����������������
<strong>MAN</strong> B&W 8.06<br />
Note:<br />
When calculating the tank heights, allowance has<br />
not been made for the possibility that part of the<br />
oil quantity from the system outside the engine<br />
may, when the pumps are stopped, be returned to<br />
the bottom tank. If the system outside the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> so designed that a part of the oil quantity<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> drained back to the tank when the pumps are<br />
stopped, the height of the bottom tank indicated<br />
<strong>on</strong> the drawing <str<strong>on</strong>g>is</str<strong>on</strong>g> to be increased to th<str<strong>on</strong>g>is</str<strong>on</strong>g> additi<strong>on</strong>al<br />
quantity.<br />
If space <str<strong>on</strong>g>is</str<strong>on</strong>g> limited other proposals are possible.<br />
* Based <strong>on</strong> 50 mm thickness of supporting<br />
chocks<br />
Page 2 of 2<br />
Minimum lubricating oil bottom tank volume (m 3 )<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
5 cyl. 6 cyl. 7 cyl. 8 cyl.<br />
8.5 22.4 26. 30.0<br />
The lubricating oil bottom tank complies with the<br />
rules of the classificati<strong>on</strong> societies by operati<strong>on</strong><br />
under the following c<strong>on</strong>diti<strong>on</strong>s and the angles of<br />
inclinati<strong>on</strong> in degrees are:<br />
Athwartships Fore and aft<br />
Static Dynamic Static Dynamic<br />
Cylinder Drain at<br />
No. cylinder No.<br />
D0 D H0 H H2 H3 W L OL Qm3 5 2�5 225 450 ,035 450 90 300 400 6,750 935 4.0<br />
6 2�5 250 475 , 0 475 95 400 500 7,500 ,0 0 6.8<br />
7 2�5�7 275 550 , 50 550 00 400 500 8,250 ,050 9.2<br />
8 2�5�8 275 550 ,220 550 0 400 500 9,750 , 20 24.2<br />
Fig. 8.06.01b: Lubricating oil tank, with cofferdam<br />
<strong>MAN</strong> B&W S65ME�C/ME�GI8 198 49 03�9.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 8.07<br />
Crankcase Venting and Bedplate Drain Pipes<br />
Crankcase venting<br />
The engine crankcase <str<strong>on</strong>g>is</str<strong>on</strong>g> vented through ‘AR’<br />
through a pipe extending directly to the deck. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g><br />
pipe has a drain arrangement that permits oil c<strong>on</strong>densed<br />
in the pipe to be led to a drain tank, see<br />
Fig. 8.01.01.<br />
Fig. 8.07.01: Crankcase venting<br />
<strong>MAN</strong> B&W S70ME�C/ME-GI, L70ME�C, S65ME�C/ME-GI,<br />
S60ME�C/ME-GI, L60ME�C<br />
Hole diam.: 55 mm<br />
To be equipped with flame screen<br />
if required by class rules<br />
Drain cowl<br />
Drains<br />
Drains from the engine bedplate ‘AE’ are fitted <strong>on</strong><br />
both sides of the engine, see Fig. 8.08.01.<br />
From the engine the oil collects in the oil pan from<br />
where it <str<strong>on</strong>g>is</str<strong>on</strong>g> drained off to the bottom tank.<br />
Fore<br />
Cyl. 1<br />
Fig. 8.07.02: Bedplate drain pipes<br />
Hydraulic Cylinder Unit<br />
Inside diameter of drain pipe: 10 mm<br />
Drain, turbocharger cleaning<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Deck<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> pipe to be<br />
delivered with the engine<br />
Inside diam. of pipe: 80 mm<br />
To drain tank<br />
To be laid with inclinati<strong>on</strong><br />
Venting from crankcase inside<br />
diam. of pipe: 50 mm<br />
AR<br />
Page 1 of 1<br />
198 97 10�1.4c<br />
For external pipe c<strong>on</strong>necti<strong>on</strong>s, we specify a maximum<br />
oil velocity of 1.8 m/s.<br />
Drain, cylinder frame<br />
Hydraulic power<br />
supply unit<br />
AE<br />
AE<br />
LS 1235 AH<br />
LS 1236 AH Z<br />
LS 4112 AH<br />
121 15 35�1.2.0<br />
198 42 61�5.4
<strong>MAN</strong> B&W 8.08<br />
Hydraulic Oil Back�flushing<br />
The special sucti<strong>on</strong> arrangement for purifier sucti<strong>on</strong><br />
in c<strong>on</strong>necti<strong>on</strong> with the ME engine (Integrated<br />
system).<br />
The back-flushing oil from the self cleaning 6 µm<br />
hydraulic c<strong>on</strong>trol oil filter unit built <strong>on</strong>to the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>taminated and it <str<strong>on</strong>g>is</str<strong>on</strong>g> therefore not expedient to<br />
lead it directly into the lubricating oil sump tank.<br />
The amount of back-flushed oil <str<strong>on</strong>g>is</str<strong>on</strong>g> large, and it<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>sidered to be too expensive to d<str<strong>on</strong>g>is</str<strong>on</strong>g>card<br />
it. Therefore, we suggest that the lubricating<br />
oil sump tank <str<strong>on</strong>g>is</str<strong>on</strong>g> modified for the ME engines in<br />
order not to have th<str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>taminated lubricating<br />
hydraulic c<strong>on</strong>trol oil mixed up in the total amount<br />
of lubricating oil. The lubricating oil sump tank <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
designed with a small ‘back-flushing hydraulic<br />
c<strong>on</strong>trol oil drain tank’ to which the back-flushed<br />
hydraulic c<strong>on</strong>trol oil <str<strong>on</strong>g>is</str<strong>on</strong>g> led and from which the lubricating<br />
oil purifier can also suck.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> explained in detail below and the principle<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig. 8.08.01. Three suggesti<strong>on</strong>s for the<br />
arrangement of the drain tank in the sump tank<br />
are shown in Fig. 8.08.02 illustrates another suggesti<strong>on</strong><br />
for a back-flushing oil drain tank.<br />
The special sucti<strong>on</strong> arrangement for the purifier <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ting of two c<strong>on</strong>nected tanks (lubricating oil<br />
sump tank and back-flushing oil drain tank) and<br />
of th<str<strong>on</strong>g>is</str<strong>on</strong>g> reas<strong>on</strong> the oil level will be the same in both<br />
tanks, as explained in detail below.<br />
The oil level in the two tanks will be equalizing<br />
through the ‘branch pipe to back-flushing oil drain<br />
tank’, see Fig. 8.08.01. As the pipes have the<br />
same diameters but a different length, the res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> larger in the ‘branch pipe to back-flushing<br />
oil drain tank’, and therefore the purifier will suck<br />
primarily from the sump tank.<br />
The oil level in the sump tank and the back-flushing<br />
oil drain tank will remain to be about equal because<br />
the tanks are interc<strong>on</strong>nected at the top.<br />
When hydraulic c<strong>on</strong>trol oil <str<strong>on</strong>g>is</str<strong>on</strong>g> back-flushed from<br />
the filter, it will give a higher oil level in the backflushing<br />
hydraulic c<strong>on</strong>trol oil drain tank and the<br />
purifier will suck from th<str<strong>on</strong>g>is</str<strong>on</strong>g> tank until the oil level <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
the same in both tanks. After that, the purifier will<br />
suck from the sump tank, as menti<strong>on</strong>ed above.<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines<br />
ME Engine Selecti<strong>on</strong> Guide<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Fig. 8.08.01: Back�flushing servo oil drain tank<br />
Fig. 8.08.02: Alternative design for the<br />
back�flushing servo oil drain tank<br />
Page 1 of 1<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> special arrangement for purifier sucti<strong>on</strong> will<br />
ensure that a good cleaning effect <strong>on</strong> the lubricati<strong>on</strong><br />
oil <str<strong>on</strong>g>is</str<strong>on</strong>g> obtained.<br />
If found profitable the back-flushed lubricating oil<br />
from the main lubricating oil filter (normally a 50 or<br />
40 µm filter) can also be returned into the special<br />
back-flushing oil drain tank.<br />
Oil level<br />
Sump<br />
tank<br />
D/3<br />
Purifier<br />
sucti<strong>on</strong> pipe<br />
D<br />
Lubricating<br />
oil tank bottom<br />
50<br />
D<br />
Purifier<br />
sucti<strong>on</strong> pipe<br />
Lubricating<br />
oil tank top<br />
Oil level<br />
Sump<br />
tank<br />
D/3<br />
D/3<br />
Lubricating<br />
oil tank top<br />
Venting<br />
holes<br />
Pipe ø400<br />
or 400<br />
D D<br />
D/3<br />
Back-flushed hydraulic<br />
c<strong>on</strong>trol oil from self<br />
cleaning 6 µm filter<br />
8XØ50<br />
Branch pipe to<br />
back-flushing<br />
hydraulic c<strong>on</strong>trol<br />
oil drain tank<br />
Back-flushing<br />
hydraulic c<strong>on</strong>trol<br />
oil drain tank<br />
Back-flushed hydraulic<br />
c<strong>on</strong>troloil from self<br />
cleaning 6 µm filter<br />
Support<br />
Venting holes<br />
Back-flushing<br />
hydraulic c<strong>on</strong>trol<br />
oil drain tank<br />
178 52 49�6.2<br />
Lubricating oil tank bottom<br />
178 52 51�8.2<br />
198 48 29�7.3
<strong>MAN</strong> B&W 8.09<br />
Separate System for Hydraulic C<strong>on</strong>trol Unit<br />
As an opti<strong>on</strong>, the engine can be prepared for the<br />
use of a separate hydraulic c<strong>on</strong>trol oil system<br />
Fig. 8.09.0 .<br />
The separate hydraulic c<strong>on</strong>trol oil system can be<br />
built as a unit, or be built streamlined in the engine<br />
room with the various comp<strong>on</strong>ents placed and<br />
fastened to the steel structure of the engine room.<br />
The design and the dimensi<strong>on</strong>ing of the various<br />
comp<strong>on</strong>ents are based <strong>on</strong> the aim of having a reliable<br />
system that <str<strong>on</strong>g>is</str<strong>on</strong>g> able to supply low�pressure oil<br />
to the inlet of the engine�mounted high�pressure<br />
hydraulic c<strong>on</strong>trol oil pumps at a c<strong>on</strong>stant pressure,<br />
both at engine stand�by and at various engine<br />
loads. The quality of the hydraulic c<strong>on</strong>trol oil<br />
must fulfil the same grade as for our standard integrated<br />
lube/cooling/hydraulic�c<strong>on</strong>trol oil system,<br />
i.e. ISO 4406 XX/ 6/ 3 equivalent to NAS 638<br />
Class 7.<br />
The hydraulic c<strong>on</strong>trol oil system compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es:<br />
Hydraulic c<strong>on</strong>trol oil tank<br />
2 Hydraulic c<strong>on</strong>trol oil pumps (<strong>on</strong>e for stand�by)<br />
Pressure c<strong>on</strong>trol valve<br />
Hydraulic c<strong>on</strong>trol oil cooler, water�cooled by the<br />
low temperature cooling water<br />
Three�way valve, temperature c<strong>on</strong>trolled<br />
Hydraulic c<strong>on</strong>trol oil filter, duplex type or automatic<br />
self�cleaning type<br />
Hydraulic c<strong>on</strong>trol oil fine filter with pump<br />
Temperature indicator<br />
Pressure indicator<br />
2 Level alarms<br />
Valves and cocks<br />
Piping.<br />
Hydraulic c<strong>on</strong>trol oil tank<br />
The tank can be made of mild steel plate or be a<br />
part of the ship structure.<br />
The tank <str<strong>on</strong>g>is</str<strong>on</strong>g> to be equipped with flange c<strong>on</strong>necti<strong>on</strong>s<br />
and the items l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted below:<br />
Oil filling pipe<br />
Outlet pipe for pump sucti<strong>on</strong>s<br />
Return pipe from engine<br />
Drain pipe<br />
Vent pipe.<br />
Page of 4<br />
The hydraulic c<strong>on</strong>trol oil tank <str<strong>on</strong>g>is</str<strong>on</strong>g> to be placed at<br />
least m below the hydraulic oil outlet flange, RZ.<br />
Hydraulic c<strong>on</strong>trol oil pump<br />
The pump must be of the d<str<strong>on</strong>g>is</str<strong>on</strong>g>placement type (e.g.<br />
gear wheel or screw wheel pump).<br />
The following data <str<strong>on</strong>g>is</str<strong>on</strong>g> specified in Fig. 8.09.02:<br />
• Pump capacity<br />
• Pump head<br />
• Delivery pressure<br />
• Working temperature<br />
• Oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity range.<br />
Pressure c<strong>on</strong>trol valve<br />
The valve <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the self�operating flow c<strong>on</strong>trolling<br />
type, which bases the flow <strong>on</strong> the pre�defined<br />
pressure set point. The valve must be able to react<br />
quickly from the fully�closed to the fully�open positi<strong>on</strong><br />
(t max = 4 sec), and the capacity must be the<br />
same as for the hydraulic c<strong>on</strong>trol oil low�pressure<br />
pumps. The set point of the valve has to be within<br />
the adjustable range specified <strong>on</strong> a separate<br />
drawing.<br />
The following data <str<strong>on</strong>g>is</str<strong>on</strong>g> specified in Fig. 8.09.02:<br />
• Flow rate<br />
• Adjustable differential pressure range across<br />
the valve<br />
• Oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity range.<br />
Hydraulic c<strong>on</strong>trol oil cooler<br />
The cooler must be of the plate heat exchanger or<br />
shell and tube type.<br />
The following data <str<strong>on</strong>g>is</str<strong>on</strong>g> specified in Fig. 8.09.02:<br />
• Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong><br />
• Oil flow rate<br />
• Oil outlet temperature<br />
• Maximum oil pressure drop across the cooler<br />
• Cooling water flow rate<br />
• Water inlet temperature<br />
• Maximum water pressure drop across the cooler.<br />
Temperature c<strong>on</strong>trolled three�way valve<br />
The valve must act as a c<strong>on</strong>trol valve, with an external<br />
sensor.<br />
The following data <str<strong>on</strong>g>is</str<strong>on</strong>g> specified in Fig. 8.09.02:<br />
• Capacity<br />
• Adjustable temperature range<br />
• Maximum pressure drop across the valve.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI engines 198 48 52�3.2<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 8.09<br />
Hydraulic c<strong>on</strong>trol oil filter<br />
The filter <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the duplex full flow type with<br />
manual change over and manual cleaning or of<br />
the automatic self cleaning type.<br />
A differential pressure gauge <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted <strong>on</strong>to the<br />
filter<br />
The following data <str<strong>on</strong>g>is</str<strong>on</strong>g> specified in Fig. 8.09.02:<br />
• Filter capacity<br />
• Maximum pressure drop across the filter<br />
• Filter mesh size (absolute)<br />
• Oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity<br />
• Design temperature.<br />
Off-line hydraulic c<strong>on</strong>trol oil fine filter or purifier<br />
Fig. 8.09.0<br />
The off-line fine filter unit or purifier must be able<br />
to treat 5-20% of the total oil volume per hour.<br />
The fine filter <str<strong>on</strong>g>is</str<strong>on</strong>g> an off-line filter and removes metallic<br />
and n<strong>on</strong>-metallic particles larger than 0,8<br />
µm as well as water and oxidati<strong>on</strong>. The filter has a<br />
pertaining pump and <str<strong>on</strong>g>is</str<strong>on</strong>g> to be fitted <strong>on</strong> the top of<br />
the hydraulic c<strong>on</strong>trol oil tank.<br />
A suitable fine filter unit <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
Make: CJC, C.C. Jensen A/S, Svendborg,<br />
Denmark - www.cjc.dk.<br />
For oil volume < 0,000 litres:<br />
HDU 27/-MZ-Z with a pump flow of 5-20% of the<br />
total oil volume per hour.<br />
For oil volume > 0,000 litres:<br />
HDU 27/-GP-DZ with a pump flow of 5-20% of<br />
the total oil volume per hour.<br />
Temperature indicator<br />
The temperature indicator <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the liquid<br />
straight type.<br />
Pressure indicator<br />
The pressure indicator <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the dial type.<br />
Page 2 of 4<br />
Level alarm<br />
The hydraulic c<strong>on</strong>trol oil tank has to have level<br />
alarms for high and low oil level.<br />
Piping<br />
The pipes can be made of mild steel.<br />
The design oil pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> to be 0 bar.<br />
The return pipes are to be placed vertical or laid<br />
with a downwards inclinati<strong>on</strong> of minimum 5°.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI engines 198 48 52�3.2<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 8.09<br />
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Fig. 8.09.01: Hydraulic c<strong>on</strong>trol oil system, manual filter<br />
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Page 3 of 4<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI engines 198 48 52�3.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
��<br />
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178 53 39�5.0
<strong>MAN</strong> B&W 8.09<br />
Hydraulic C<strong>on</strong>trol Oil System, S65ME-C8-GI<br />
Cylinder No.: 5 6 7 8<br />
r/min 95 95 95 95<br />
kW 14,350 17,220 20,090 22,960<br />
Hydraulic C<strong>on</strong>trol Oil tank:<br />
Volumen, approx. m³ 3 3.5 4 4.5<br />
Hydraulic C<strong>on</strong>trol Oil Pump:<br />
Pump capacity m³/h 45 55 60 70<br />
Pump head bar 4 4 4 4<br />
Delivery pressure bar 4 4 4 4<br />
Design temperature °C 70 70 70 70<br />
Oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity range cSt 15 - 90 15 - 90 15 - 90 15 - 90<br />
Pressure C<strong>on</strong>trol Valve:<br />
Lubricating oil flow m³/h 45 55 60 70<br />
Design pressure bar 4 4 4 4<br />
Adjustable pressure bar 2 - 4 2 - 4 2 - 4 2 - 4<br />
Design temperature °C 55 55 55 55<br />
Oil v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity range cSt 15 - 90 15 - 90 15 - 90 15 - 90<br />
Hydraulic C<strong>on</strong>trol Oil Cooler:<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> kW 155 185 215 245<br />
Lubricating oil flow m³/h 45 55 60 70<br />
Oil outlet temperature °C 45 45 45 45<br />
Design pressure, oil side bar 4 4 4 4<br />
Oil pressure drop, max bar 0.5 0.5 0.5 0.5<br />
Cooling water flow m³/h 23 27 31 36<br />
S.W. inlet temperature °C 32 32 32 32<br />
F.W. inlet temperature °C 36 36 36 36<br />
Water press. drop, max. bar 0.2 0.2 0.2 0.2<br />
Temperature C<strong>on</strong>trolled Three-way Valve:<br />
Lubricating oil flow m³/h 45 55 60 70<br />
Design pressure bar 4 4 4 4<br />
Temperature set point °C 45 45 45 45<br />
Design temperature °C 70 70 70 70<br />
Oil press. drop, max. bar 0.3 0.3 0.3 0.3<br />
Hydraulic C<strong>on</strong>trol Oil Filter:<br />
Lubricating oil flow m³/h 45 55 60 70<br />
Absolute fineness μm 50 50 50 50<br />
Design temperature °C 55 55 55 55<br />
Design pressure bar 4 4 4 4<br />
Oil press. drop, max. bar 0.3 0.3 0.3 0.3<br />
Deviati<strong>on</strong>s of the above capacities <str<strong>on</strong>g>is</str<strong>on</strong>g> to be expected subject to the fuel being used<br />
Fig. 8.09.02: Hydraulic c<strong>on</strong>trol oil system<br />
Page 4 of 4<br />
178 54 42-4.0<br />
<strong>MAN</strong> B&W S65ME-C8-GI 198 79 30�6.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Cylinder Lubricati<strong>on</strong><br />
9
<strong>MAN</strong> B&W 9.01<br />
Cylinder Lubricating Oil System<br />
The cost of the cylinder lubricating oil <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>e of the<br />
largest c<strong>on</strong>tributi<strong>on</strong>s to total operating costs, next<br />
to the fuel oil cost. Another aspect <str<strong>on</strong>g>is</str<strong>on</strong>g> that the lubricati<strong>on</strong><br />
rate has a great influence <strong>on</strong> the cylinder<br />
c<strong>on</strong>diti<strong>on</strong>, and thus <strong>on</strong> the overhauling schedules<br />
and maintenance costs.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> therefore of the utmost importance that the<br />
cylinder lubricating oil system as well as its operati<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ed.<br />
Cylinder oils<br />
Cylinder oils should, preferably, be of the SAE 50<br />
v<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity grade.<br />
Modern high�rated two�stroke engines have a<br />
relatively great demand for detergency in the cylinder<br />
lube oil. Due to the traditi<strong>on</strong>al link between<br />
high detergency and high BN in cylinder lube oils,<br />
BN 70 lube oil has previously been used for all fuels<br />
independent of the sulphur level.<br />
Cylinder oil<br />
storage or<br />
service tank<br />
Min. 3,000 mm<br />
Min. 2,000 mm<br />
Level alarm<br />
Filling<br />
pipe<br />
Deck<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
Fig. 9.01.01: Cylinder lubricating oil system<br />
AC<br />
Cylinder oil<br />
storage or<br />
service tank<br />
Heater with set<br />
point of 40 °C<br />
Small box for<br />
heater element<br />
178 52 37�6.1<br />
Company Cylinder oil<br />
SAE 50, BN 60-80<br />
BP Energol CLO 50 M<br />
Energol CL 605<br />
Page 1 of 1<br />
As the BN (Base Number) gives the level of the<br />
oil’s ability to neutralize the sulphuric acid, operati<strong>on</strong><br />
<strong>on</strong> low sulphur fuel as well as LNG and BN<br />
70 cylinder lube oil can give an unwanted amount<br />
of Calcium surplus in the combusti<strong>on</strong>, resulting in<br />
too many deposits.<br />
Therefore low BN 40�50 cylinder lube oils have<br />
been developed and are recommended for use in<br />
ME�GI engines operating c<strong>on</strong>tinuously <strong>on</strong> gas and<br />
5�10% pilot oil.<br />
In periods when HDO operati<strong>on</strong> with a high sulphur<br />
fuel oil <str<strong>on</strong>g>is</str<strong>on</strong>g> used as a substitute for LNG, it can<br />
be necessary to change to BN 70, depending <strong>on</strong><br />
the time of operati<strong>on</strong> for cylinder feed rate and the<br />
overall engine performance and c<strong>on</strong>diti<strong>on</strong>.<br />
The cylinder oils l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted below have all given l<strong>on</strong>gterm<br />
sat<str<strong>on</strong>g>is</str<strong>on</strong>g>factory service during heavy fuel operati<strong>on</strong><br />
in <strong>MAN</strong> B&W engine installati<strong>on</strong>s:<br />
Cylinder oil<br />
SAE 50, BN 40-50<br />
Energol CL 505<br />
Energol CL-DX 405<br />
Castrol Cyltech 70 / 80AW Cyltech 40 SX / 50 S<br />
Chevr<strong>on</strong> *) Taro Special HT 70 Taro Special HT LS 40<br />
Exx<strong>on</strong>Mobil Mobilgard 570 Mobilgard L540<br />
Shell Alexia 50 Alexia LS<br />
Total Talusia Universal<br />
Talusia HR 70<br />
Talusia LS 40<br />
*) Includes Caltex, Chevr<strong>on</strong> and Texaco<br />
Cylinder oil feed rate (dosage)<br />
Adjustment of the cylinder oil dosage to the sulphur<br />
c<strong>on</strong>tent in the fuel being burnt <str<strong>on</strong>g>is</str<strong>on</strong>g> further explained<br />
in Secti<strong>on</strong> 9.02.<br />
<strong>MAN</strong> B&W ME�GI engines 198 48 88�3.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 9.02<br />
<strong>MAN</strong> B&W Alpha Cylinder Lubricati<strong>on</strong> System<br />
The <strong>MAN</strong> B&W Alpha cylinder lubricati<strong>on</strong> system,<br />
see Figs. 9.02.02a and 9.02.02b, <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to<br />
supply cylinder oil intermittently, e.g. every four<br />
engine revoluti<strong>on</strong>s with electr<strong>on</strong>ically c<strong>on</strong>trolled<br />
timing and dosage at a defined positi<strong>on</strong>.<br />
The cylinder lubricating oil <str<strong>on</strong>g>is</str<strong>on</strong>g> pumped from the<br />
cylinder oil storage tank to the service tank, the<br />
size of which depends <strong>on</strong> the owner’s and the<br />
yard’s requirements, � it <str<strong>on</strong>g>is</str<strong>on</strong>g> normally dimensi<strong>on</strong>ed<br />
for minimum two days’ cylinder lubricating oil<br />
c<strong>on</strong>sumpti<strong>on</strong>.<br />
Cylinder lubricating oil <str<strong>on</strong>g>is</str<strong>on</strong>g> fed to the Alpha cylinder<br />
lubricati<strong>on</strong> system by gravity from the service<br />
tank.<br />
The storage tank and the service tank may alternatively<br />
be <strong>on</strong>e and the same tank.<br />
The oil fed to the injectors <str<strong>on</strong>g>is</str<strong>on</strong>g> pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>ed by<br />
means of the Alpha Lubricator which <str<strong>on</strong>g>is</str<strong>on</strong>g> placed<br />
<strong>on</strong> the HCU and equipped with small multi�p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
pumps.<br />
The oil pipes fitted <strong>on</strong> the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig.<br />
9.02.04.<br />
The whole system <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by the Cylinder<br />
C<strong>on</strong>trol Unit (CCU) which c<strong>on</strong>trols the injecti<strong>on</strong><br />
frequency <strong>on</strong> the bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of the engine�speed signal<br />
given by the tacho signal and the fuel index.<br />
Prior to start-up, the cylinders can be pre�lubricated<br />
and, during the running�in period, the operator<br />
can choose to increase the lubricating oil feed<br />
rate to a max. setting of 200%.<br />
The <strong>MAN</strong> B&W Alpha Cylinder Lubricator <str<strong>on</strong>g>is</str<strong>on</strong>g> preferably<br />
to be c<strong>on</strong>trolled in accordance with the Alpha<br />
ACC (Adaptive Cylinder oil C<strong>on</strong>trol) feed rate<br />
system.<br />
The yard supply should be according to the items<br />
shown in Fig. 9.02.02a within the broken line. With<br />
regard to the filter and the small box, plese see<br />
Fig. 9.02.05.<br />
<strong>MAN</strong> B&W K98ME/ME�C, S90ME-C, K90ME/ME-C,<br />
S80ME-C, K80ME-C, S70ME-C/ME-GI, L70ME-C,<br />
S65ME-C/ME-GI, S60ME-C/ME-GI/ME-B, L60ME-C<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Alpha Adaptive Cylinder Oil<br />
C<strong>on</strong>trol (Alpha ACC)<br />
Page 1 of 6<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> a well�known fact that the actual need for<br />
cylinder oil quantity varies with the operati<strong>on</strong>al<br />
c<strong>on</strong>diti<strong>on</strong>s such as load and fuel oil quality. C<strong>on</strong>sequently,<br />
in order to perform the optimal lubricati<strong>on</strong><br />
– cost�effectively as well as technically – the<br />
cylinder lubricating oil dosage should follow such<br />
operati<strong>on</strong>al variati<strong>on</strong>s accordingly.<br />
The Alpha lubricating system offers the possibility<br />
of saving a c<strong>on</strong>siderable amount of cylinder lubricating<br />
oil per year and, at the same time, to obtain<br />
a safer and more predictable cylinder c<strong>on</strong>diti<strong>on</strong>.<br />
Working principle<br />
The basic feed rate c<strong>on</strong>trol should be adjusted in<br />
relati<strong>on</strong> to the actual fuel quality and amount being<br />
burnt at any given time. The sulphur percentage<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> a good indicator in relati<strong>on</strong> to wear, and an<br />
oil dosage proporti<strong>on</strong>al to the sulphur level will<br />
give the best overall cylinder c<strong>on</strong>diti<strong>on</strong>.<br />
The following two criteria determine the c<strong>on</strong>trol:<br />
• The cylinder oil dosage shall be proporti<strong>on</strong>al to<br />
the sulphur percentage in the fuel<br />
• The cylinder oil dosage shall be proporti<strong>on</strong>al to<br />
the engine load (i.e. the amount of fuel entering<br />
the cylinders).<br />
The implementati<strong>on</strong> of the above two criteria will<br />
lead to an optimal cylinder oil dosage, proporti<strong>on</strong>al<br />
to the amount of sulphur entering the cylinders.<br />
198 38 89�0.8
<strong>MAN</strong> B&W 9.02<br />
Basic and minimum setting with Alpha ACC<br />
The recommendati<strong>on</strong>s are valid for all plants,<br />
whether c<strong>on</strong>trollable pitch or fixed pitch propellers<br />
are used.<br />
Safe and very lubricating�ec<strong>on</strong>omical c<strong>on</strong>trol after<br />
running-in <str<strong>on</strong>g>is</str<strong>on</strong>g> obtained with a basic setting according<br />
to the formula:<br />
Basic lubricating oil setting = 0.20 g/kWh x S%<br />
with a minimum setting of 0.60 g/kWh, i.e. the setting<br />
should be kept c<strong>on</strong>stant from about 3% sulphur<br />
and downwards.<br />
Fig 9.02.01: Cylinder lubricating oil dosage with Alpha ACC at all loads (BN 70 cylinder oil) after running-in<br />
<strong>MAN</strong> B&W K98ME/ME�C, S90ME-C, K90ME/ME-C,<br />
S80ME-C, K80ME-C, S70ME-C/ME-GI, L70ME-C,<br />
S65ME-C/ME-GI, S60ME-C/ME-GI/ME-B, L60ME-C<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 6<br />
Due to the sulphur dependency, the average cylinder<br />
oil dosages rely <strong>on</strong> the sulphur d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong><br />
in worldwide fuel bunkers. Based <strong>on</strong> deliveries all<br />
over the world, the resulting yearly specific cylinder<br />
oil dosage <str<strong>on</strong>g>is</str<strong>on</strong>g> close to 0.65 g/kWh.<br />
Further informati<strong>on</strong> <strong>on</strong> cylinder oil as a functi<strong>on</strong> of<br />
fuel oil sulphur c<strong>on</strong>tent and alkalinity of lubricating<br />
oil <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> from <strong>MAN</strong> <strong>Diesel</strong>.<br />
Absolute dosage (g/kWh)<br />
1.40<br />
1.30<br />
1.20<br />
1.10<br />
1.00<br />
0.90<br />
0.80<br />
0.70<br />
0.60<br />
0.50<br />
0.40<br />
0.30<br />
0.20<br />
0.10<br />
0.00<br />
0 0.5 1 1.5 2 2.5 3 3.5 4<br />
Sulphur %<br />
178 61 19�6.0<br />
198 38 89�0.8
<strong>MAN</strong> B&W 9.02<br />
Cylinder Oil Pipe Heating<br />
In case of low engine room temperature, it can be<br />
difficult to keep the cylinder oil temperature at 45<br />
°C at the <strong>MAN</strong> B&W Alpha Lubricator, mounted <strong>on</strong><br />
the hydraulic cylinder.<br />
Therefore the cylinder oil pipe from the small tank,<br />
see Figs. 9.02.02a and 9.02.02b, in the vessel and<br />
of the main cylinder oil pipe <strong>on</strong> the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> insulated<br />
and electricallly heated.<br />
Min. 3,000 mm<br />
Min. 2,000 mm<br />
Level<br />
alarm<br />
LS 8212 AL<br />
Filling pipe<br />
TBN<br />
70/80<br />
TI<br />
AC<br />
Terminal box<br />
El. c<strong>on</strong>necti<strong>on</strong><br />
100 101<br />
Deck<br />
Cylinder oil<br />
storage or<br />
service tank<br />
Heater with set<br />
point of 45°C<br />
Small box for<br />
heater element<br />
Heating cable<br />
engine builder<br />
supply<br />
Filling pipe<br />
Internal c<strong>on</strong>necti<strong>on</strong><br />
changes both at the<br />
same time<br />
Fig. 9.02.02a: Cylinder lubricating oil system with dual service tanks for two different TBN cylinder oils<br />
Page 3 of 6<br />
The engine builder <str<strong>on</strong>g>is</str<strong>on</strong>g> to make the insulati<strong>on</strong> and<br />
heating <strong>on</strong> the main cylinder oil pipe <strong>on</strong> the engine.<br />
Moreover, the engine builder <str<strong>on</strong>g>is</str<strong>on</strong>g> to mount the<br />
juncti<strong>on</strong> box and the thermostat <strong>on</strong> the engine.<br />
See Fig. 9.02.03.<br />
The ship yard <str<strong>on</strong>g>is</str<strong>on</strong>g> to make the insulati<strong>on</strong> of the<br />
cylinder oil pipe in the engine room. The heating<br />
cable supplied by the engine builder <str<strong>on</strong>g>is</str<strong>on</strong>g> to be<br />
mounted from the small tank to the junti<strong>on</strong> box <strong>on</strong><br />
the engine. See Figs. 9.02.02a and 9.02.02b.<br />
Cylinder oil<br />
storage or<br />
service tank<br />
0079 33 17-1.0.0<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 76 12�0.0<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Ship builder<br />
TBN<br />
30/40<br />
Lubricating<br />
oil pipe<br />
Sensor<br />
Alu-tape<br />
Heating cable<br />
Pipe with insulati<strong>on</strong> and<br />
el. heat tracing<br />
Insulati<strong>on</strong>
<strong>MAN</strong> B&W 9.02<br />
Flow sensor Flow sensor<br />
Feedback sensor<br />
200 bar<br />
system oil<br />
Lubricator<br />
Cylinder<br />
liner<br />
Feedback sensor<br />
Page 4 of 6<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 55 20-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Lubricator<br />
Cylinder<br />
liner<br />
Solenoid valve Solenoid valve<br />
Hydraulic<br />
Cylinder Unit<br />
Cylinder<br />
C<strong>on</strong>trol Unit<br />
Fig. 9.02.02b: Cylinder lubricating oil system. Example from 80/70/65ME-C engines<br />
Temperature<br />
switch<br />
Forward cyl<br />
Temperature switch<br />
Fig. 9.02.03: Electric heating of cylinder oil pipes<br />
Aft cyl<br />
Terminal box<br />
Hydraulic<br />
Cylinder Unit<br />
Cylinder<br />
C<strong>on</strong>trol Unit<br />
AC Cylinder lubricati<strong>on</strong><br />
Terminal box<br />
Power Input<br />
Heating cable<br />
ship builder<br />
supply<br />
To other<br />
cylinders<br />
Power<br />
Input<br />
Heating cable<br />
ship builder<br />
supply<br />
178 49 83�4.6b<br />
178 53 71�6.0
<strong>MAN</strong> B&W 9.02<br />
Flow sensor<br />
AC<br />
Page 5 of 6<br />
60-50ME-C 80-65ME-C 98-90ME/ME-C<br />
Lubricator<br />
Drain<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
The item No refer to ‘Guidance Values Automati<strong>on</strong>’<br />
ZV 8204 C<br />
ZT 8203 C<br />
Fig. 9.02.04: Cylinder lubricating oil pipes<br />
Sol<strong>on</strong>oid valve<br />
Feed-back sensor<br />
TE 8202 I AH<br />
178 54 68-8.3<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 55 20-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 9.02<br />
From cylinder oil service<br />
tank/storage tank<br />
Flange: ø140<br />
4xø18 PCD 100<br />
(EN36F00420)<br />
250µ<br />
mesh filter<br />
Level switch<br />
XC 8212 AL<br />
Heating element 750 W<br />
Set point 40 ºC<br />
925 154<br />
74<br />
193<br />
113<br />
Box, 37 l<br />
Fig. 9.02.05: Suggesti<strong>on</strong> for small heating box with filter<br />
460<br />
425<br />
850<br />
920<br />
To venting of cylinder<br />
oil service tank<br />
Flange: ø140<br />
4xø18 PCD 100<br />
(EN36F00420)<br />
Page 6 of 6<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 55 20-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
91<br />
4xø19<br />
for mounting<br />
112<br />
Drain from tray G 3/8<br />
239<br />
Coupling box for<br />
heating element<br />
and level switch<br />
Temperature<br />
indicator<br />
To engine<br />
c<strong>on</strong>necti<strong>on</strong> AC<br />
Flange ø140<br />
4xø18 PCD 100<br />
(EN362F0042)<br />
260<br />
268<br />
410<br />
178 52 75�8.1
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> Rod Stuffing<br />
Box Drain Oil<br />
10
<strong>MAN</strong> B&W 10.01<br />
Stuffing Box Drain Oil System<br />
For engines running <strong>on</strong> heavy fuel, it <str<strong>on</strong>g>is</str<strong>on</strong>g> important<br />
that the oil drained from the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod stuffing<br />
boxes <str<strong>on</strong>g>is</str<strong>on</strong>g> not led directly into the system oil, as<br />
the oil drained from the stuffing box <str<strong>on</strong>g>is</str<strong>on</strong>g> mixed with<br />
sludge from the scavenge air space.<br />
The performance of the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod stuffing box <strong>on</strong><br />
the engines has proved to be very efficient, primarily<br />
because the hardened p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod allows a<br />
higher scraper ring pressure.<br />
The amount of drain oil from the stuffing boxes <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
about 5 � 10 litres/24 hours per cylinder during<br />
normal service. In the running�in period, it can be<br />
higher.<br />
The relatively small amount of drain oil <str<strong>on</strong>g>is</str<strong>on</strong>g> led to<br />
the general oily waste drain tank or <str<strong>on</strong>g>is</str<strong>on</strong>g> burnt in the<br />
incinerator, Fig. 10.01.01. (Yard’s supply).<br />
Oily waste drain tank<br />
Fig. 10.01.01: Stuffing box drain oil system<br />
Page 1 of 1<br />
Yard’s supply<br />
32 mm<br />
nom. bore<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 39 74�0.5<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
AG<br />
Drain<br />
tank<br />
LS AH<br />
198 97 44�8.1
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Central Cooling<br />
Water System<br />
11
<strong>MAN</strong> B&W 11.01<br />
Central Cooling Water System<br />
The water cooling can be arranged in several c<strong>on</strong>figurati<strong>on</strong>s,<br />
the most comm<strong>on</strong> system choice being<br />
a Central cooling water system.<br />
Advantages of the central cooling system:<br />
• Only <strong>on</strong>e heat exchanger cooled by seawater,<br />
and thus, <strong>on</strong>ly <strong>on</strong>e exchanger to be overhauled<br />
• All other heat exchangers are freshwater cooled<br />
and can, therefore, be made of a less expensive<br />
material<br />
• Few n<strong>on</strong>�corrosive pipes to be installed<br />
• Reduced maintenance of coolers and comp<strong>on</strong>ents<br />
• Increased heat util<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong>.<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>advantages of the central cooling system:<br />
• Three sets of cooling water pumps (seawater,<br />
central water and jacket water.<br />
• Higher first cost.<br />
Page 1 of 1<br />
For informati<strong>on</strong> <strong>on</strong> the alternative Seawater Cooling<br />
System, see Chapter 12.<br />
An arrangement comm<strong>on</strong> for the main engine<br />
and <strong>MAN</strong> <strong>Diesel</strong> auxiliary engines <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong><br />
<strong>request</strong>.<br />
For further informati<strong>on</strong> about comm<strong>on</strong> cooling<br />
water system for main engines and auxiliary engines<br />
please refer to our publicati<strong>on</strong>:<br />
Uni�c<strong>on</strong>cept Auxiliary Systems for Two�stroke Main<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 46 96�5.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 11.02<br />
Central Cooling Water System<br />
The central cooling water system <str<strong>on</strong>g>is</str<strong>on</strong>g> character<str<strong>on</strong>g>is</str<strong>on</strong>g>ed<br />
by having <strong>on</strong>ly <strong>on</strong>e heat exchanger cooled by<br />
seawater, and by the other coolers, including the<br />
jacket water cooler, being cooled by central cooling<br />
water.<br />
In order to prevent too high a scavenge air temperature,<br />
the cooling water design temperature<br />
in the central cooling water system <str<strong>on</strong>g>is</str<strong>on</strong>g> normally 36<br />
°C, corresp<strong>on</strong>ding to a maximum seawater temperature<br />
of 32 °C.<br />
Our recommendati<strong>on</strong> of keeping the cooling water<br />
inlet temperature to the main engine scavenge<br />
Regarding the lubricating oil coolers,<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> valve should be adjusted so that<br />
the inlet temperature of the cooling<br />
water <str<strong>on</strong>g>is</str<strong>on</strong>g> not below 10 °C<br />
Air pockets, if any, in the pipe line<br />
between the pumps, must be vented<br />
to the expansi<strong>on</strong> tank<br />
Jacket cooling water<br />
Sea water<br />
Fuel oil<br />
Seawater<br />
outlet<br />
Seawater<br />
pumps<br />
Seawater<br />
inlet<br />
Fig. 11.02.01: Central cooling water system<br />
TI<br />
PI TI PI TI<br />
Seawater<br />
inlet<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’, Fig. 5.10.01<br />
The item No. refer to ‘Guidance values automati<strong>on</strong>’<br />
TI<br />
Central<br />
cooler<br />
PT 8421 AL<br />
PI<br />
TI 8431<br />
Central cooling<br />
water pumps<br />
Page 1 of 1<br />
air cooler as low as possible also applies to the<br />
central cooling system. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> means that the temperature<br />
c<strong>on</strong>trol valve in the central cooling water<br />
circuit <str<strong>on</strong>g>is</str<strong>on</strong>g> to be set to minimum 10 °C, whereby the<br />
temperature follows the outboard seawater temperature<br />
when central cooling water temperature<br />
exceeds 10 °C.<br />
For external pipe c<strong>on</strong>necti<strong>on</strong>s, we prescribe the<br />
following maximum water velocities:<br />
Jacket water ................................................ 3.0 m/s<br />
Central cooling water .................................. 3.0 m/s<br />
Seawater ..................................................... 3.0 m/s<br />
Expansi<strong>on</strong> tank<br />
central cooling water<br />
TE 8431 I AL<br />
178 52 77�1.1<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 40 57�9.5<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
TI<br />
TI<br />
TI<br />
These valves to be provided<br />
with graduated scale<br />
Lubricating<br />
oil cooler<br />
Jacket water<br />
cooler<br />
N<br />
P<br />
AS<br />
Main<br />
engine<br />
Cooling water<br />
drain air cooler
<strong>MAN</strong> B&W 11.03<br />
Comp<strong>on</strong>ents for Central Cooling Water System<br />
Seawater cooling pumps<br />
The pumps are to be of the centrifugal type.<br />
Seawater flow ..................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Pump head ...................................................2.5 bar<br />
Test pressure .....................according to class rules<br />
Working temperature, normal .....................0�32 °C<br />
Working temperature .................... maximum 50 °C<br />
The flow capacity must be within a range from<br />
100 to 110% of the capacity stated.<br />
The differential pressure of the pumps <str<strong>on</strong>g>is</str<strong>on</strong>g> to be determined<br />
<strong>on</strong> the bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of the total actual pressure<br />
drop across the cooling water system.<br />
Central cooler<br />
The cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the shell and tube or plate<br />
heat exchanger type, made of seawater res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant<br />
material.<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> ..................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Central cooling water flow ..... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Central cooling water temperature, outlet ......... 36 °C<br />
Pressure drop <strong>on</strong> central cooling side ....max. 0.2 bar<br />
Seawater flow ........................ see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Seawater temperature, inlet ............................. 32 °C<br />
Pressure drop <strong>on</strong><br />
seawater side ................................ maximum 0.2 bar<br />
The pressure drop may be larger, depending <strong>on</strong><br />
the actual cooler design.<br />
The heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> and the seawater flow figures<br />
are based <strong>on</strong> MCR output at tropical c<strong>on</strong>diti<strong>on</strong>s,<br />
i.e. a seawater temperature of 32 °C and an ambient<br />
air temperature of 45 °C.<br />
Overload running at tropical c<strong>on</strong>diti<strong>on</strong>s will slightly<br />
increase the temperature level in the cooling system,<br />
and will also slightly influence the engine<br />
performance.<br />
Central cooling water pumps<br />
The pumps are to be of the centrifugal type.<br />
Page 1 of 2<br />
Central cooling water flow ... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Pump head ...................................................2.5 bar<br />
Delivery pressure ...............depends <strong>on</strong> locati<strong>on</strong> of<br />
expansi<strong>on</strong> tank<br />
Test pressure .....................according to class rules<br />
Working temperature ..................................... 80 °C<br />
Design temperature ...................................... 100 °C<br />
The flow capacity must be within a range from<br />
100 to 110% of the capacity stated.<br />
The ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’ covers the main engine<br />
<strong>on</strong>ly. The differential pressure provided by the<br />
pumps <str<strong>on</strong>g>is</str<strong>on</strong>g> to be determined <strong>on</strong> the bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of the total<br />
actual pressure drop across the cooling water<br />
system.<br />
Central cooling water thermostatic valve<br />
The low temperature cooling system <str<strong>on</strong>g>is</str<strong>on</strong>g> to be<br />
equipped with a three�way valve, mounted as a<br />
mixing valve, which by�passes all or part of the<br />
fresh water around the central cooler.<br />
The sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> to be located at the outlet pipe from<br />
the thermostatic valve and <str<strong>on</strong>g>is</str<strong>on</strong>g> set so as to keep a<br />
temperature level of minimum 10 °C.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 39 87�2.4<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 11.03<br />
Jacket water system<br />
Due to the central cooler the cooling water inlet<br />
temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> about 4 °C higher for for th<str<strong>on</strong>g>is</str<strong>on</strong>g> system<br />
compared to the seawater cooling system.<br />
The input data are therefore different for the scavenge<br />
air cooler, the lube oil cooler and the jacket<br />
water cooler.<br />
The heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> and the central cooling water<br />
flow figures are based <strong>on</strong> an MCR output at tropical<br />
c<strong>on</strong>diti<strong>on</strong>s, i.e. a maximum seawater temperature<br />
of 32 °C and an ambient air temperature of<br />
45 °C.<br />
Jacket water cooling pump<br />
The pumps are to be of the centrifugal type.<br />
Jacket water flow ............... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Pump head ...................................................3.0 bar<br />
Delivery pressure ...............depends <strong>on</strong> locati<strong>on</strong> of<br />
expansi<strong>on</strong> tank<br />
Test pressure .....................according to class rules<br />
Working temperature ..................................... 80 °C<br />
Design temperature ...................................... 100 °C<br />
The flow capacity must be within a range from<br />
100 to 110% of the capacity stated.<br />
The stated of capacities cover the main engine<br />
<strong>on</strong>ly. The pump head of the pumps <str<strong>on</strong>g>is</str<strong>on</strong>g> to be determined<br />
<strong>on</strong> the bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of the total actual pressure<br />
drop across the cooling water system.<br />
Scavenge air cooler<br />
The scavenge air cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> an integrated part of<br />
the main engine.<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> .....................see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Central cooling water flow .....see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Central cooling temperature, inlet .................... 36 °C<br />
Pressure drop <strong>on</strong> FW�LT water side .... approx. 0.5 bar<br />
Lubricating oil cooler<br />
See Chapter 8 ‘Lubricating Oil’.<br />
Jacket water cooler<br />
Page 2 of 2<br />
The cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the shell and tube or plate<br />
heat exchanger type.<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> ................. see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Jacket water flow ............... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Jacket water temperature, inlet ...................... 80 °C<br />
Pressure drop <strong>on</strong> jacket water side ....max. 0.2 bar<br />
Central cooling water flow ... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Central cooling water<br />
temperature, inlet ..............................approx. 42 °C<br />
Pressure drop <strong>on</strong> Central<br />
cooling water side ................................max. 0.2 bar<br />
The other data for the jacket cooling water system<br />
can be found in chapter 12.<br />
For further informati<strong>on</strong> about a comm<strong>on</strong> cooling<br />
water system for main engines and <strong>MAN</strong> <strong>Diesel</strong><br />
auxiliary engines, please refer to our publicati<strong>on</strong>:<br />
Uni�c<strong>on</strong>cept Auxiliary Systems for Two�stroke Main<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 39 87�2.4<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Seawater<br />
Cooling System<br />
12
<strong>MAN</strong> B&W 12.01<br />
Seawater Systems<br />
The water cooling can be arranged in several c<strong>on</strong>figurati<strong>on</strong>s,<br />
the most simple system choices being<br />
seawater and central cooling water system:<br />
• A seawater cooling system and a jacket cooling<br />
water system<br />
• The advantages of the seawater cooling system<br />
are mainly related to first cost, viz:<br />
• Only two sets of cooling water pumps (seawater<br />
and jacket water)<br />
• Simple installati<strong>on</strong> with few piping systems.<br />
Whereas the d<str<strong>on</strong>g>is</str<strong>on</strong>g>advantages are:<br />
• Seawater to all coolers and thereby higher<br />
maintenance cost<br />
• Expensive seawater piping of n<strong>on</strong>�corrosive materials<br />
such as galvan<str<strong>on</strong>g>is</str<strong>on</strong>g>ed steel pipes or Cu�Ni<br />
pipes.<br />
Page 1 of 1<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 38 92�4.4<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 12.02<br />
Seawater Cooling System<br />
The seawater cooling system <str<strong>on</strong>g>is</str<strong>on</strong>g> used for cooling,<br />
the main engine lubricating oil cooler, the jacket<br />
water cooler and the scavenge air cooler, see Fig.<br />
12.02.01.<br />
The lubricating oil cooler for a PTO step�up gear<br />
should be c<strong>on</strong>nected in parallel with the other<br />
coolers. The capacity of the seawater pump <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
based <strong>on</strong> the outlet temperature of the seawater<br />
being maximum 50 °C after passing through the<br />
coolers – with an inlet temperature of maximum<br />
32 °C (tropical c<strong>on</strong>diti<strong>on</strong>s), i.e. a maximum temperature<br />
increase of 18 °C.<br />
The valves located in the system fitted to adjust<br />
the d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong> of cooling water flow are to be<br />
provided with graduated scales.<br />
Seawater<br />
outlet<br />
Seawater<br />
pumps<br />
Seawater<br />
inlet<br />
Seawater<br />
inlet<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
Fig. 12.02.01: Seawater cooling system<br />
Thermostatic<br />
valve<br />
Page 1 of 1<br />
The inter�related positi<strong>on</strong>ing of the coolers in the<br />
system serves to achieve:<br />
• The lowest possible cooling water inlet temperature<br />
to the lubricating oil cooler in order to<br />
obtain the cheapest cooler. On the other hand,<br />
in order to prevent the lubricating oil from stiffening<br />
in cold services, the inlet cooling water<br />
temperature should not be lower than 10 °C<br />
• The lowest possible cooling water inlet temperature<br />
to the scavenge air cooler, in order to keep<br />
the fuel oil c<strong>on</strong>sumpti<strong>on</strong> as low as possible.<br />
Lubricating<br />
oil cooler<br />
Jacket water<br />
cooler<br />
Scavenge<br />
air cooler<br />
198 98 13�2.5<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 38 93�6.5<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
N<br />
P
<strong>MAN</strong> B&W 12.03<br />
Seawater Cooling Pipes<br />
�����������<br />
��������<br />
<strong>MAN</strong> B&W S80MC6, S80MC-C7/8, S80ME�C7/8/9, K80MC-C6,<br />
K80ME�C6/9, S70MC6, S/L70MC-C7/8, S70ME�C/GI7/8,<br />
L70ME�C7/8, S65ME�C/GI8<br />
�<br />
�<br />
��������<br />
�����������<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
The item No. refer to ‘Guidance values automati<strong>on</strong>’<br />
Fig. 12.03.02: Seawater cooling pipes for engines with two turbochargers<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
���������<br />
����������<br />
�� ��<br />
��������<br />
���������������<br />
Fig. 12.03.01: Seawater cooling pipes for engines with <strong>on</strong>e turbochargers<br />
�<br />
�<br />
����������<br />
�����������������<br />
��������<br />
����������<br />
�������������������<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
The item No. refer to ‘Guidance values automati<strong>on</strong>’<br />
��������<br />
�� ��<br />
��������<br />
����������<br />
���������������<br />
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Page of<br />
178 50 38�7.1<br />
178 50 37�5.1<br />
198 39 77�6.2
<strong>MAN</strong> B&W 12.04<br />
Comp<strong>on</strong>ents for Seawater Cooling System<br />
Seawater cooling pump<br />
The pumps are to be of the centrifugal type.<br />
Seawater flow ..................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Pump head ...................................................2.5 bar<br />
Test pressure ...................... according to class rule<br />
Working temperature .................... maximum 50 °C<br />
The flow capacity must be within a range from<br />
100 to 110% of the capacity stated.<br />
Lubricating oil cooler<br />
See Chapter 8 ‘Lubricating Oil’.<br />
Jacket water cooler<br />
The cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> to be of the shell and tube or plate<br />
heat exchanger type, made of seawater res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant<br />
material.<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> ................. see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Jacket water flow ............... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Jacket water temperature, inlet ...................... 80 °C<br />
Pressure drop<br />
<strong>on</strong> jacket water side ....................maximum 0.2 bar<br />
Seawater flow ..................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Seawater temperature, inlet .......................... 38 °C<br />
Pressure drop <strong>on</strong><br />
seawater side ..............................maximum 0.2 bar<br />
The heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> and the seawater flow are<br />
based <strong>on</strong> an MCR output at tropical c<strong>on</strong>diti<strong>on</strong>s,<br />
i.e. seawater temperature of 32 °C and an ambient<br />
air temperature of 45 °C.<br />
Scavenge air cooler<br />
Page 1 of 1<br />
The scavenge air cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> an integrated part of<br />
the main engine.<br />
Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> ................. see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Seawater flow .................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Seawater temperature,<br />
for seawater cooling inlet, max. ..................... 32 °C<br />
Pressure drop <strong>on</strong><br />
cooling water side ........... between 0.1 and 0.5 bar<br />
The heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> and the seawater flow are<br />
based <strong>on</strong> an MCR output at tropical c<strong>on</strong>diti<strong>on</strong>s,<br />
i.e. seawater temperature of 32 °C and an ambient<br />
air temperature of 45 °C.<br />
Seawater thermostatic valve<br />
The temperature c<strong>on</strong>trol valve <str<strong>on</strong>g>is</str<strong>on</strong>g> a three�way valve<br />
which can recirculate all or part of the seawater to<br />
the pump’s sucti<strong>on</strong> side. The sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> to be located<br />
at the seawater inlet to the lubricating oil cooler,<br />
and the temperature level must be a minimum of<br />
+10 °C.<br />
Seawater flow ..................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Temperature range,<br />
adjustable within .................................+5 to +32 °C<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 39 81�1.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 12.05<br />
Jacket Cooling Water System<br />
The jacket cooling water system <str<strong>on</strong>g>is</str<strong>on</strong>g> used for cooling<br />
the cylinder liners, cylinder covers and exhaust<br />
valves of the main engine and heating of the<br />
fuel oil drain pipes, see Fig. 12.05.01.<br />
The jacket water pump) draws water from the<br />
jacket water cooler outlet and delivers it to the<br />
engine.<br />
At the inlet to the jacket water cooler there <str<strong>on</strong>g>is</str<strong>on</strong>g> a<br />
thermostatically c<strong>on</strong>trolled regulating valve, with<br />
a sensor at the engine cooling water outlet, which<br />
keeps the main engine cooling water outlet at a<br />
temperature of 80 °C.<br />
The engine jacket water must be carefully treated,<br />
maintained and m<strong>on</strong>itored so as to avoid corrosi<strong>on</strong>,<br />
corrosi<strong>on</strong> fatigue, cavitati<strong>on</strong> and scale formati<strong>on</strong>.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended to install a preheater<br />
if preheating <str<strong>on</strong>g>is</str<strong>on</strong>g> not <str<strong>on</strong>g>available</str<strong>on</strong>g> from the auxiliary<br />
engines jacket cooling water system.<br />
Venting pipe or automatic<br />
venting valve to be arranged<br />
in <strong>on</strong>e end of d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pipe.<br />
(Opposite end of d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge<br />
to pump)<br />
Tracing of fuel oil<br />
drain pipe<br />
M<br />
AF<br />
*) BD AH<br />
K<br />
Drain from bedplate/cleaning<br />
turbocharger to waste tank<br />
L<br />
AE AE<br />
Main<br />
engine<br />
Jacket cooling water<br />
Sea water<br />
Fuel oil<br />
AN<br />
PT 8413 I<br />
Preheater<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’, Fig. 5.10.01<br />
Alarm must be given if excess air<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> separated from the water in the<br />
deaerating tank<br />
PI<br />
LS 8412 AL<br />
Orifice for adjustment of<br />
cooling water pressure<br />
PI<br />
Jacket water pumps,<br />
3 bar head<br />
Water inlet for<br />
cleaning turbocharger<br />
Fresh cooling water drain<br />
Fig. 12.05.01: Jacket cooling water system<br />
Preheater pump<br />
Page 1 of 1<br />
The venting pipe in the expansi<strong>on</strong> tank should end<br />
just below the lowest water level, and the expansi<strong>on</strong><br />
tank must be located at least 5 m above the<br />
engine cooling water outlet pipe.<br />
The freshwater generator, if installed, may be c<strong>on</strong>nected<br />
to the seawater system if the generator<br />
does not have a separate cooling water pump.<br />
The generator must be coupled in and out slowly<br />
over a period of at least 3 minutes.<br />
For external pipe c<strong>on</strong>necti<strong>on</strong>s, we prescribe the<br />
following maximum water velocities:<br />
Jacket water ................................................ 3.0 m/s<br />
Seawater ..................................................... 3.0 m/s<br />
Deaerating tank,<br />
see Fig. 12.07.01<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 38 94�8.6<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
TI<br />
High level alarm<br />
Expansi<strong>on</strong> tank<br />
Low level alarm<br />
Alarm device box,<br />
see Fig. 12.07.02<br />
TI TI<br />
Jacket water<br />
cooler<br />
From tracing of fuel oil drain pipe *)<br />
Regulating valve<br />
Freshwater<br />
generator<br />
Normally closed valve.<br />
To be opened when the<br />
system <str<strong>on</strong>g>is</str<strong>on</strong>g> filled with<br />
cooling water. (Manually<br />
or automatically)<br />
*) Flange BD and the tracing line are not applicable <strong>on</strong> MC/MC-C engines type 42 and smaller<br />
178 50 17�2.5
<strong>MAN</strong> B&W 12.06<br />
Jacket Cooling Water Pipes<br />
PDS 8403 AL<br />
AH<br />
<strong>MAN</strong> B&W S/L70MC-C, S70ME�C/ME-GI, L70ME�C,<br />
S65MC-C, S65ME�C/ME-GI, S/L60MC-C,<br />
S60ME�C/ME-GI/ME-B, L60ME�C, S50ME�C<br />
M<br />
To heating fuel<br />
oil drain pipes<br />
TI 8407<br />
TE 8407 I AL<br />
PT 8401 I AL YL<br />
PI 8401 Local operati<strong>on</strong> panel<br />
PS 8402 Z<br />
Only GL<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
The item No. refer to ‘Guidance values automati<strong>on</strong>’<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Cyl. 1<br />
Exhaust valve water drain valve<br />
M<br />
L<br />
K<br />
Page 1 of 1<br />
TE 8408 I AH YH<br />
TI 8408<br />
121 15 18-4.3.0<br />
Fig. 12.06.01: Jacket cooling water pipes for engines with <strong>MAN</strong> <strong>Diesel</strong> turbochargers, type TCA, ABB turbochargers,<br />
type TPL, Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi turbochargers, type MET<br />
198 39 84�7.6
<strong>MAN</strong> B&W 12.07<br />
Comp<strong>on</strong>ents for Jacket Cooling Water System<br />
Jacket water cooling pump<br />
The pumps are to be of the centrifugal type.<br />
Jacket water flow ............... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’<br />
Pump head ...................................................3.0 bar<br />
Delivery pressure ...................depends <strong>on</strong> positi<strong>on</strong><br />
of expansi<strong>on</strong> tank<br />
Test pressure ...................... according to class rule<br />
Working temperature, ............. 80 °C, max. 100 °C<br />
The flow capacity must be within a range from<br />
100 to 110% of the capacity stated.<br />
The stated capacities cover the main engine <strong>on</strong>ly.<br />
The pump head of the pumps <str<strong>on</strong>g>is</str<strong>on</strong>g> to be determined<br />
based <strong>on</strong> the total actual pressure drop across<br />
the cooling water system.<br />
Freshwater generator<br />
If a generator <str<strong>on</strong>g>is</str<strong>on</strong>g> installed in the ship for producti<strong>on</strong><br />
of freshwater by util<str<strong>on</strong>g>is</str<strong>on</strong>g>ing the heat in the jacket<br />
water cooling system it should be noted that the<br />
actual <str<strong>on</strong>g>available</str<strong>on</strong>g> heat in the jacket water system <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
lower than indicated by the heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> figures<br />
given in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities‘. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> because<br />
the latter figures are used for dimensi<strong>on</strong>ing the<br />
jacket water cooler and hence incorporate a safety<br />
margin which can be needed when the engine <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
operating under c<strong>on</strong>diti<strong>on</strong>s such as, e.g. overload.<br />
Normally, th<str<strong>on</strong>g>is</str<strong>on</strong>g> margin <str<strong>on</strong>g>is</str<strong>on</strong>g> 10% at nominal MCR.<br />
The calculati<strong>on</strong> of the heat actually <str<strong>on</strong>g>available</str<strong>on</strong>g> at<br />
specified MCR for a derated diesel engine <str<strong>on</strong>g>is</str<strong>on</strong>g> stated<br />
in Chapter 6 ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities‘.<br />
For illustrati<strong>on</strong> of installati<strong>on</strong> of fresh water generator<br />
see Fig. 12.05.01.<br />
Jacket water thermostatic valve<br />
The temperature c<strong>on</strong>trol system <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with<br />
a three�way valve mounted as a diverting valve,<br />
which by�pass all or part of the jacket water<br />
around the jacket water cooler.<br />
Page 1 of 2<br />
The sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> to be located at the outlet from the<br />
main engine, and the temperature level must be<br />
adjustable in the range of 70�90 °C.<br />
Jacket water preheater<br />
When a preheater, see Fig. 12.05.01, <str<strong>on</strong>g>is</str<strong>on</strong>g> installed in<br />
the jacket cooling water system, its water flow, and<br />
thus the preheater pump capacity, should be about<br />
10% of the jacket water main pump capacity.<br />
Based <strong>on</strong> experience, it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended that the<br />
pressure drop across the preheater should be<br />
approx. 0.2 bar. The preheater pump and main<br />
pump should be electrically interlocked to avoid<br />
the r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of simultaneous operati<strong>on</strong>.<br />
The preheater capacity depends <strong>on</strong> the required<br />
preheating time and the required temperature<br />
increase of the engine jacket water. The temperature<br />
and time relati<strong>on</strong>s are shown in Fig. 12.08.01.<br />
In general, a temperature increase of about 35 °C<br />
(from 15 °C to 50 °C) <str<strong>on</strong>g>is</str<strong>on</strong>g> required, and a preheating<br />
time of 12 hours requires a preheater capacity of<br />
about 1% of the engine`s nominal MCR power.<br />
Deaerating tank<br />
Design and dimensi<strong>on</strong>s of the deaerating tank<br />
are shown in Fig. 12.07.01 ‘Deaerating tank‘ and<br />
the corresp<strong>on</strong>ding alarm device <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig.<br />
12.07.02 ‘Deaerating tank, alarm device‘.<br />
Expansi<strong>on</strong> tank<br />
The total expansi<strong>on</strong> tank volume has to be approximate<br />
10% of the total jacket cooling water<br />
amount in the system.<br />
Fresh water treatment<br />
The <strong>MAN</strong> <strong>Diesel</strong> recommendati<strong>on</strong>s for treatment<br />
of the jacket water/freshwater are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 40 56�7.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 12.07<br />
Deaerating tank<br />
øK<br />
øJ<br />
Fig. 12.07.01: Deaerating tank, opti<strong>on</strong>: 4 46 640<br />
LS 8412 AL<br />
Level switch<br />
F<br />
90 A B 90<br />
Fig. 12.07.02: Deaerating tank, alarm device, opti<strong>on</strong>: 4 46 645<br />
<strong>MAN</strong> B&W S70MC, S/L70MC-C, S70ME-C/ME-GI, L70ME-C,<br />
S65ME-C/GI, S60MC, S/L60MC-C, S60ME-C/ME-GI/ME-B,<br />
L60ME-C, S50MC-C8, S50ME-C8, S50ME-B<br />
øH<br />
øI<br />
Diameter corresp<strong>on</strong>ding to<br />
pipe diameter in engine room<br />
G<br />
5<br />
Level switch float<br />
E<br />
D<br />
C<br />
Level switch float<br />
in positi<strong>on</strong> for alarm<br />
178 06 27�9.2<br />
ø15<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Deaerating tank dimensi<strong>on</strong>s<br />
Page 2 of 2<br />
Tank size 0.05 m 3 0.16 m 3<br />
Max. jacket water capacity 120 m 3 /h 300 m 3 /h<br />
Dimensi<strong>on</strong>s in mm<br />
Max. nominal diameter 125 200<br />
A 600 800<br />
B 125 210<br />
C 5 5<br />
D 150 150<br />
E 300 500<br />
F 910 1,195<br />
G 250 350<br />
øH 300 500<br />
øI 320 520<br />
øJ ND 50 ND 80<br />
øK ND 32 ND 50<br />
ND: Nominal diameter<br />
Working pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> according to actual piping arrangement.<br />
In order not to impede the rotati<strong>on</strong> of water, the pipe c<strong>on</strong>necti<strong>on</strong><br />
must end flush with the tank, so that no internal edges are<br />
protruding.<br />
Alarm device<br />
Level switch float<br />
in normal positi<strong>on</strong> � no alarm<br />
Expansi<strong>on</strong> tank<br />
From deaerating tank<br />
198 97 09�1.1<br />
198 40 63�8.3
<strong>MAN</strong> B&W 12.08<br />
Temperature at Start of Engine<br />
In order to protect the engine, some minimum<br />
temperature restricti<strong>on</strong>s have to be c<strong>on</strong>sidered<br />
before starting the engine and, in order to avoid<br />
corrosive attacks <strong>on</strong> the cylinder liners during<br />
starting.<br />
Normal start of engine<br />
Normally, a minimum engine jacket water temperature<br />
of 50 °C <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended before the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> started and run up gradually to 90% of specified<br />
MCR speed.<br />
For running between 90% and 100% of specified<br />
MCR speed, it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended that the load be<br />
increased slowly – i.e. over a period of 30 minutes.<br />
Start of cold engine<br />
In excepti<strong>on</strong>al circumstances where it <str<strong>on</strong>g>is</str<strong>on</strong>g> not possible<br />
to comply with the above-menti<strong>on</strong>ed recommendati<strong>on</strong>,<br />
a minimum of 20 °C can be accepted<br />
before the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> started and run up slowly to<br />
90% of specified MCR speed.<br />
However, before exceeding 90% specified MCR<br />
speed, a minimum engine temperature of 50 °C<br />
should be obtained and, increased slowly – i.e.<br />
over a period of at least 30 minutes.<br />
The time period required for increasing the jacket<br />
water temperature from 20 °C to 50 °C will depend<br />
<strong>on</strong> the amount of water in the jacket cooling<br />
water system, and the engine load.<br />
Note:<br />
The above c<strong>on</strong>siderati<strong>on</strong>s are based <strong>on</strong> the assumpti<strong>on</strong><br />
that the engine has already been well<br />
run�in.<br />
Temperature<br />
increase of<br />
jacket water<br />
1.25%<br />
1.50% 1.00%<br />
0.75%<br />
Fig. 12.08.01: Jacket water preheater<br />
Preheating of diesel engine<br />
Preheating during standstill periods<br />
Page 1 of 1<br />
Preheater<br />
capacity in<br />
% of nominal<br />
MCR power<br />
178 16 63�1.0<br />
During short stays in port (i.e. less than 4�5 days),<br />
it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended that the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> kept preheated,<br />
the purpose being to prevent temperature<br />
variati<strong>on</strong> in the engine structure and corresp<strong>on</strong>ding<br />
variati<strong>on</strong> in thermal expansi<strong>on</strong>s and possible<br />
leakages.<br />
The jacket cooling water outlet temperature should<br />
be kept as high as possible and should – before<br />
starting�up – be increased to at least 50 °C, either<br />
by means of cooling water from the auxiliary engines,<br />
or by means of a built�in preheater in the<br />
jacket cooling water system, or a combinati<strong>on</strong>.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 39 86�0.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
C<br />
60<br />
50<br />
40<br />
30<br />
20<br />
10<br />
0<br />
0 10 20 30 40 50 60 70<br />
hours<br />
Preheating time<br />
0.50%
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Starting and C<strong>on</strong>trol Air<br />
13
<strong>MAN</strong> B&W 13.01<br />
Starting and C<strong>on</strong>trol Air Systems<br />
The starting air of 30 bar <str<strong>on</strong>g>is</str<strong>on</strong>g> supplied by the starting<br />
air compressors to the starting air receivers<br />
and from these to the main engine inlet ‘A’.<br />
Through a reducti<strong>on</strong> stati<strong>on</strong>, filtered compressed<br />
air at 7 bar <str<strong>on</strong>g>is</str<strong>on</strong>g> supplied to the c<strong>on</strong>trol air for exhaust<br />
valve air springs, through engine inlet ‘B’<br />
Through a reducti<strong>on</strong> valve, compressed air <str<strong>on</strong>g>is</str<strong>on</strong>g> supplied<br />
at 10 bar to ‘AP’ for turbocharger cleaning<br />
(soft blast), and a minor volume used for the fuel<br />
valve testing unit.<br />
Please note that the air c<strong>on</strong>sumpti<strong>on</strong> for c<strong>on</strong>trol<br />
air, safety air, turbocharger cleaning, sealing air<br />
for exhaust valve and for fuel valve testing unit are<br />
momentary requirements of the c<strong>on</strong>sumers.<br />
B AP<br />
Main<br />
engine<br />
Fig. 13.01.01: Starting and c<strong>on</strong>trol air systems<br />
<strong>MAN</strong> B&W S65ME�C/ME-GI, S60ME�C/ME-GI,<br />
L60ME�C<br />
Reducti<strong>on</strong> stati<strong>on</strong><br />
Filter,<br />
40 µm<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
*) Pipe a nominal dimensi<strong>on</strong>: DN125 mm<br />
A<br />
Pipe, DN25 mm<br />
Pipe, DN25 mm<br />
Pipe a, DN *)<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
The comp<strong>on</strong>ents of the starting and c<strong>on</strong>trol air<br />
systems are further desribed in Secti<strong>on</strong> 13.02.<br />
For informati<strong>on</strong> about a comm<strong>on</strong> starting air system<br />
for main engines and <strong>MAN</strong> <strong>Diesel</strong> auxiliary<br />
engines, please refer to our publicati<strong>on</strong>:<br />
Uni-c<strong>on</strong>cept Auxiliary Systems for Two-Stroke Main<br />
Engines and Four-Stroke Auxiliary Engines<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’<br />
Starting air<br />
receiver 30 bar<br />
PI<br />
Starting air<br />
receiver 30 bar<br />
PI<br />
Reducti<strong>on</strong> valve<br />
To<br />
bilge<br />
To bilge<br />
Oil & water<br />
separator<br />
To fuel valve<br />
testing unit<br />
Air compressors<br />
078 83 76-7.2.0<br />
198 39 97�9.3
<strong>MAN</strong> B&W 13.02<br />
Comp<strong>on</strong>ents for Starting Air System<br />
Starting air compressors<br />
The starting air compressors are to be of the<br />
water�cooled, two�stage type with intercooling.<br />
More than two compressors may be installed to<br />
supply the total capacity stated.<br />
Air intake quantity:<br />
Reversible engine,<br />
for 12 starts ....................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
N<strong>on</strong>�reversible engine,<br />
for 6 starts ......................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’<br />
Delivery pressure ........................................ 30 bar<br />
Starting air receivers<br />
The volume of the two receivers <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
Reversible engine,<br />
for 12 starts ..................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’ *<br />
N<strong>on</strong>�reversible engine,<br />
for 6 starts ....................... see ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities’ *<br />
Working pressure ........................................ 30 bar<br />
Test pressure .................... according to class rule<br />
* The volume stated <str<strong>on</strong>g>is</str<strong>on</strong>g> at 25 °C and 1,000 mbar<br />
Reducti<strong>on</strong> stati<strong>on</strong> for c<strong>on</strong>trol and safety air<br />
In normal operating, each of the two lines supplies<br />
<strong>on</strong>e engine inlet. During maintenance, three <str<strong>on</strong>g>is</str<strong>on</strong>g>olating<br />
valves in the reducti<strong>on</strong> stati<strong>on</strong> allow <strong>on</strong>e of the<br />
two lines to be shut down while the other line supplies<br />
both engine inlets, see Fig. 13.01.01.<br />
Reducti<strong>on</strong> ......................... from 30�10 bar to 7 bar<br />
(Tolerance ±10%)<br />
Flow rate, free air .............. 2,100 Normal liters/min<br />
equal to 0.035 m 3 /s<br />
Filter, fineness ............................................. 40 µm<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI,<br />
S60ME-B, S50ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
Reducti<strong>on</strong> valve for turbocharger cleaning etc<br />
Reducti<strong>on</strong> ..........................from 30�10 bar to 7 bar<br />
(Tolerance ±10%)<br />
Flow rate, free air ............. 2,600 Normal liters/min<br />
equal to 0.043 m 3 /s<br />
The c<strong>on</strong>sumpti<strong>on</strong> of compressed air for c<strong>on</strong>trol air,<br />
exhaust valve air springs and safety air as well as<br />
air for turbocharger cleaning and fuel valve testing<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> covered by the capacities stated for air receivers<br />
and compressors in the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities.<br />
Starting and c<strong>on</strong>trol air pipes<br />
The piping delivered with and fitted <strong>on</strong>to the main<br />
engine <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in the following figures in Secti<strong>on</strong><br />
13.03:<br />
Fig. 13.03.01 Starting air pipes<br />
Fig. 13.03.02 Air spring pipes, exhaust valves<br />
Turning gear<br />
The turning wheel has cylindrical teeth and <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted<br />
to the thrust shaft. The turning wheel <str<strong>on</strong>g>is</str<strong>on</strong>g> driven<br />
by a pini<strong>on</strong> <strong>on</strong> the terminal shaft of the turning<br />
gear, which <str<strong>on</strong>g>is</str<strong>on</strong>g> mounted <strong>on</strong> the bedplate.<br />
Engagement and d<str<strong>on</strong>g>is</str<strong>on</strong>g>engagement of the turning<br />
gear <str<strong>on</strong>g>is</str<strong>on</strong>g> effected by d<str<strong>on</strong>g>is</str<strong>on</strong>g>placing the pini<strong>on</strong> and terminal<br />
shaft axially. To prevent the main engine<br />
from starting when the turning gear <str<strong>on</strong>g>is</str<strong>on</strong>g> engaged,<br />
the turning gear <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with a safety arrangement<br />
which interlocks with the starting air system.<br />
The turning gear <str<strong>on</strong>g>is</str<strong>on</strong>g> driven by an electric motor<br />
with a built�in gear and brake. Key specificati<strong>on</strong>s<br />
of the electric motor and brake are stated in Secti<strong>on</strong><br />
13.04.<br />
198 60 57�8.1
<strong>MAN</strong> B&W 13.03<br />
Starting and C<strong>on</strong>trol Air Pipes<br />
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������������������<br />
��������<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
The item Nos. refer to ‘Guidance values automati<strong>on</strong>’<br />
The piping <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered with and fitted <strong>on</strong>to the engine<br />
Fig. 13.03.01: Starting air pipes<br />
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The starting air pipes, Fig. 3.03.0 , c<strong>on</strong>tain a<br />
main starting valve (a ball valve with actuator), a<br />
n<strong>on</strong>�return valve, a solenoid valve and a starting<br />
valve. The main starting valve <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by the<br />
Engine C<strong>on</strong>trol System. Slow turning before start<br />
of engine (4 50 40) <str<strong>on</strong>g>is</str<strong>on</strong>g> included in the basic design.<br />
The Engine C<strong>on</strong>trol System regulates the supply<br />
of c<strong>on</strong>trol air to the starting valves in accordance<br />
with the correct firing sequence and the timing.<br />
Please note that the air c<strong>on</strong>sumpti<strong>on</strong> for c<strong>on</strong>trol<br />
air, turbocharger cleaning and for fuel valve testing<br />
unit are momentary requirements of the c<strong>on</strong>sumers.<br />
The capacities stated for the air receivers<br />
�<br />
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Page of 2<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 40 00�4.5<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
������<br />
��������<br />
198 98 21�5.3<br />
and compressors in the ‘L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities’ cover<br />
all the main engine requirements and starting of<br />
the auxiliary engines.<br />
For informati<strong>on</strong> about a comm<strong>on</strong> starting air<br />
system for main engines and auxiliary engines,<br />
please refer to the Engine Selecti<strong>on</strong> Guide or to<br />
our publicati<strong>on</strong>:<br />
Uni�c<strong>on</strong>cept Auxiliary Systems for Two�stroke Main<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’
<strong>MAN</strong> B&W 13.03<br />
Exhaust Valve Air Spring Pipes<br />
The exhaust valve <str<strong>on</strong>g>is</str<strong>on</strong>g> opened hydraulically by the<br />
Fuel Injecti<strong>on</strong> Valve Actuator (FIVA) system which<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> activated by the Engine C<strong>on</strong>trol System, and<br />
the closing force <str<strong>on</strong>g>is</str<strong>on</strong>g> provided by an ‘air spring’<br />
which leaves the valve spindle free to rotate.<br />
�<br />
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���������������������<br />
������������������������ ������������������������<br />
���<br />
������<br />
�������������������<br />
The item Nos. refer to ‘Guidance values automati<strong>on</strong>’<br />
The piping <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered with and fitted <strong>on</strong>to the engine<br />
Fig. 13.03.02: Air spring pipes for exhaust valves<br />
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Page 2 of 2<br />
The compressed air <str<strong>on</strong>g>is</str<strong>on</strong>g> taken from the c<strong>on</strong>trol air<br />
supply, see Fig. 3.03.02.<br />
121 36 87-1.1.0c<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 40 00�4.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 13.04<br />
Electric Motor for Turning Gear<br />
<strong>MAN</strong> <strong>Diesel</strong> delivers a turning gear with built-in<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>c brake, opti<strong>on</strong> 40 80 0 . Two basic executi<strong>on</strong>s<br />
are <str<strong>on</strong>g>available</str<strong>on</strong>g> for power supply frequencies of 60<br />
and 50 Hz respectively. Nominal power and current<br />
c<strong>on</strong>sumpti<strong>on</strong> of the motors are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted below.<br />
Electric motor and brake, voltage ............ 3 x 440 V<br />
Electric motor and brake, frequency .............60 Hz<br />
Protecti<strong>on</strong>, electric motor / brake ....... IP 55 / IP 54<br />
Insulati<strong>on</strong> class ..................................................... F<br />
Number of<br />
Electric motor<br />
cylinders Nominal power, kW Normal current, A<br />
5-8 4.8 8.<br />
���<br />
���<br />
���<br />
����<br />
Fig. 13.04.01: Electric motor for turning gear, opti<strong>on</strong>: 40 80 101<br />
<strong>MAN</strong> B&W S70MC6, S70MC-C7/8, S70ME-C7/8,<br />
S70ME-GI7/8, S65ME-C8, S65ME-GI8<br />
�������<br />
�������<br />
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����<br />
�� �� �� ��<br />
���<br />
���<br />
���<br />
���<br />
��<br />
��<br />
�� ��<br />
���<br />
���<br />
���<br />
���<br />
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<strong>MAN</strong> <strong>Diesel</strong><br />
Page of<br />
Turning gear with electric motor of other protecti<strong>on</strong><br />
or insulati<strong>on</strong> classes can be ordered, opti<strong>on</strong><br />
40 80 03. Informati<strong>on</strong> about the alternative executi<strong>on</strong>s<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
Electric motor and brake, voltage ............3 x 380 V<br />
Electric motor and brake, frequency .............50 Hz<br />
Protecti<strong>on</strong>, electric motor / brake ....... IP 55 / IP 54<br />
Insulati<strong>on</strong> class ..................................................... F<br />
����<br />
Number of<br />
Electric motor<br />
cylinders Nominal power, kW Normal current, A<br />
5-8 4.0 8.<br />
���<br />
���<br />
����<br />
����<br />
����<br />
����<br />
����<br />
��<br />
�� �� �� �� �� �� �� ��� ��� ���<br />
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����� ���� ����� ����<br />
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178 31 30�9.1<br />
198 41 33-4.2
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Scavenge Air<br />
14
<strong>MAN</strong> B&W 14.01<br />
Scavenge Air System<br />
Scavenge air <str<strong>on</strong>g>is</str<strong>on</strong>g> supplied to the engine by <strong>on</strong>e or<br />
more turbochargers, located <strong>on</strong> the exhaust side<br />
of the engine.<br />
The compressor of the turbocharger draws air<br />
from the engine room, through an air filter, and<br />
the compressed air <str<strong>on</strong>g>is</str<strong>on</strong>g> cooled by the scavenge<br />
air cooler, <strong>on</strong>e per turbocharger. The scavenge<br />
air cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with a water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher,<br />
which prevents c<strong>on</strong>densate water from being carried<br />
with the air into the scavenge air receiver and<br />
to the combusti<strong>on</strong> chamber.<br />
Exhaust gas<br />
receiver<br />
<strong>Turbo</strong>charger<br />
Scavenge air<br />
receiver<br />
Scavenge air<br />
cooler<br />
Water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t<br />
catcher<br />
Fig. 14.01.01: Scavenge Air System<br />
<strong>MAN</strong> B&W S80MC/MC-C, S80ME�C, K80MC-C6,<br />
S70MC/MC-C, L70MC-C, S70ME�C/ME�GI, L70ME�C,<br />
S65ME�C/ME�GI, S60ME�C/ME�GI, L60ME�C<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
The scavenge air system (see Figs. 14.01.01 and<br />
14.02.01) <str<strong>on</strong>g>is</str<strong>on</strong>g> an integrated part of the main engine.<br />
The engine power figures and the data in the l<str<strong>on</strong>g>is</str<strong>on</strong>g>t<br />
of capacities are based <strong>on</strong> MCR at tropical c<strong>on</strong>diti<strong>on</strong>s,<br />
i.e. a seawater temperature of 32 °C, or<br />
freshwater temperature of 36 °C, and an ambient<br />
air inlet temperature of 45 °C.<br />
Exhaust valve<br />
Cylinder liner<br />
178 25 18�8.1<br />
198 40 04�1.4
<strong>MAN</strong> B&W 14.02<br />
Auxiliary Blowers<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with a minimum of two<br />
electrically driven auxiliary blowers, the actual<br />
number depending <strong>on</strong> the number of cylinders as<br />
well as the turbocharger make and amount.<br />
The auxiliary blowers are fitted <strong>on</strong>to the main<br />
engine. Between the scavenge air cooler and the<br />
scavenge air receiver, n<strong>on</strong>�return valves are fitted<br />
which close automatically when the auxiliary<br />
blowers start supplying the scavenge air.<br />
Auxiliary blower operati<strong>on</strong><br />
The auxiliary blowers start operating c<strong>on</strong>secutively<br />
before the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> started and will ensure<br />
complete scavenging of the cylinders in the starting<br />
phase, thus providing the best c<strong>on</strong>diti<strong>on</strong>s for a<br />
safe start.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI engines<br />
Running with auxiliary blower<br />
Running with turbocharger<br />
Fig. 14.02.01: Scavenge air system<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
During operati<strong>on</strong> of the engine, the auxiliary blowers<br />
will start automatically whenever the blower<br />
inlet pressure drops below a preset pressure,<br />
corresp<strong>on</strong>ding to an engine load of approximately<br />
25-35%.<br />
The blowers will c<strong>on</strong>tinue to operate until the<br />
blower inlet pressure again exceeds the preset<br />
pressure plus an appropriate hysteres<str<strong>on</strong>g>is</str<strong>on</strong>g> (i.e. taking<br />
recent pressure h<str<strong>on</strong>g>is</str<strong>on</strong>g>tory into account), corresp<strong>on</strong>ding<br />
to an engine load of approximately 30-40%.<br />
Emergency running<br />
If <strong>on</strong>e of the auxiliary blowers <str<strong>on</strong>g>is</str<strong>on</strong>g> out of functi<strong>on</strong>,<br />
the other auxiliary blower will functi<strong>on</strong> in the system,<br />
without any manual adjustment of the valves<br />
being necessary.<br />
178 44 70�5.1<br />
198 40 09-0.2
<strong>MAN</strong> B&W 14.02<br />
C<strong>on</strong>trol of the Auxiliary Blowers<br />
The c<strong>on</strong>trol system for the auxiliary blowers <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
integrated in the Engine C<strong>on</strong>trol System. The auxiliary<br />
blowers can be c<strong>on</strong>trolled in either automatic<br />
(default) or manual mode.<br />
In automatic mode, the auxiliary blowers are<br />
started sequentially at the moment the engine <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
commanded to start. During engine running, the<br />
blowers are started and stopped according to<br />
preset scavenge air pressure limits.<br />
When the engine stops, the blowers are stopped<br />
after 10 minutes to prevent overheating of the<br />
blowers. When a start <str<strong>on</strong>g>is</str<strong>on</strong>g> ordered, the blower will<br />
be started in the normal sequence and the actual<br />
start of the engine will be delayed until the blowers<br />
have started.<br />
In manual mode, the blowers can be c<strong>on</strong>trolled<br />
individually from the ECR (Engine C<strong>on</strong>trol Room)<br />
panel irrespective of the engine c<strong>on</strong>diti<strong>on</strong>.<br />
Referring to Fig. 14.02.02, the Auxiliary Blower<br />
Starter Panels c<strong>on</strong>trol and protect the Auxiliary<br />
Blower motors, <strong>on</strong>e panel with starter per blower.<br />
Engine room<br />
Auxiliary<br />
blower<br />
Aux. blower<br />
starter panel 1<br />
Motor<br />
heater<br />
Power<br />
cable<br />
Auxiliary<br />
blower<br />
Aux. blower<br />
starter panel 2<br />
Motor<br />
heater<br />
Power<br />
cable<br />
Fig. 14.02.02: Diagram of auxiliary blower c<strong>on</strong>trol system<br />
Engine C<strong>on</strong>trol System<br />
Auxiliary<br />
blower<br />
Aux. blower<br />
starter panel 3<br />
Motor<br />
heater<br />
Page 2 of 2<br />
The starter panels with starters for the auxiliary<br />
blower motors are not included, they can be ordered<br />
as an opti<strong>on</strong>: 4 55 653. (The starter panel<br />
design and functi<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> according to <strong>MAN</strong> <strong>Diesel</strong>’s<br />
diagram, however, the physical layout and choice<br />
of comp<strong>on</strong>ents has to be decided by the manufacturer).<br />
Heaters for the blower motors are <str<strong>on</strong>g>available</str<strong>on</strong>g> as an<br />
opti<strong>on</strong>: 4 55 155.<br />
Scavenge air cooler requirements<br />
The data for the scavenge air cooler <str<strong>on</strong>g>is</str<strong>on</strong>g> specified in<br />
the descripti<strong>on</strong> of the cooling water system chosen.<br />
For further informati<strong>on</strong>, please refer to our publicati<strong>on</strong><br />
titled:<br />
Influence of Ambient Temperature C<strong>on</strong>diti<strong>on</strong>s<br />
The publicati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> at: www.mandiesel.com<br />
under ‘Quicklinks’ → ‘Technical Papers’<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI engines 198 40 09-0.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Power<br />
cable<br />
Auxiliary<br />
blower<br />
Aux. blower<br />
starter panel 4<br />
M M M M M<br />
Motor<br />
heater<br />
Power<br />
cable<br />
Auxiliary<br />
blower<br />
Aux. blower<br />
starter panel 5<br />
Motor<br />
heater<br />
Power<br />
cable<br />
178 61 30-2.0
<strong>MAN</strong> B&W 14.03<br />
Scavenge Air Pipes<br />
Scavenge air cooler<br />
Auxiliary blower<br />
TI 8609<br />
PI 8601<br />
PI 8706<br />
<strong>Turbo</strong>charger<br />
E 1180<br />
Exh. receiver<br />
Scavenge air receiver<br />
Cyl. 1<br />
<strong>MAN</strong> B&W K98ME/ME�C, S90ME�C, K90ME/ME�C,<br />
S80ME�C, K80ME�C, S70ME�C/ME�GI, L70ME�C,<br />
S65ME�C/ME�GI, S60ME�C/ME�GI/ME-B, L60ME�C<br />
PT 8601-B<br />
PT 8601-A<br />
TE 8609 I AH Y<br />
The item No. refer to ‘Guidance Values Automati<strong>on</strong>’<br />
Fig. 14.03.01: Scavenge air pipes<br />
Scavenge air space, drain pipes<br />
BV<br />
Scavenge air receiver<br />
Cyl. 1<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
Fig. 14.03.02: Scavenge air space, drain pipes<br />
Two <strong>Turbo</strong>chargers or more<br />
CoCos<br />
Air cooler<br />
CoCos<br />
Scavenge air cooler<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
PDT 8607 I AH<br />
TE 8612 I<br />
TI 8605<br />
TI 8608<br />
PDI 8606<br />
Auxiliary blowers<br />
TE 8605 I<br />
PDI 8606<br />
E 1180<br />
PDT 8606 I AH<br />
AV<br />
Page 1 of 1<br />
TE 8608 I<br />
PI 8601<br />
Spare<br />
CoCos<br />
121 15 25-5.6.0<br />
121 36 91-7.2.0<br />
198 40 13�6.2
<strong>MAN</strong> B&W 14.04<br />
Electric Motor for Auxiliary Blower<br />
The number of auxiliary blowers in a propulsi<strong>on</strong><br />
plant may vary depending <strong>on</strong> the actual amount of<br />
turbochargers as well as space requirements.<br />
Number of Number of auxiliary Required power/blower Installed power/blower<br />
cylinders blowers<br />
kW<br />
kW<br />
5<br />
55 65<br />
6<br />
7<br />
2<br />
66<br />
77<br />
85<br />
85<br />
8 88 90<br />
The installed power of the electric motors are based <strong>on</strong> a voltage supply of 3x440V at 60Hz.<br />
The electric motors are delivered with and fitted <strong>on</strong>to the engine.<br />
Table 14.04.01: Electric motor for auxiliary blower<br />
Page of<br />
For typical engine c<strong>on</strong>figurati<strong>on</strong>s, the required<br />
power of the auxiliary blowers as well as the installed<br />
size of the electric motors are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table<br />
4.04.0 .<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI8 198 49 13-5.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 14.05<br />
Scavenge Air Cooler Cleaning System<br />
The air side of the scavenge air cooler can be<br />
cleaned by injecting a grease d<str<strong>on</strong>g>is</str<strong>on</strong>g>solving media<br />
through ‘AK’ to a spray pipe arrangement fitted to<br />
the air chamber above the air cooler element.<br />
Drain from water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher<br />
Sludge <str<strong>on</strong>g>is</str<strong>on</strong>g> drained through ‘AL’ to the drain water<br />
collecting tank and the polluted grease d<str<strong>on</strong>g>is</str<strong>on</strong>g>solvent<br />
returns from ‘AM’, through a filter, to the chemical<br />
cleaning tank. The cleaning must be carried out<br />
while the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> at standstill.<br />
Dirty water collected after the water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> drained through ‘DX’ and led to the bilge tank<br />
via an open funnel, see Fig. 14.05.02.<br />
The ‘AL’ drain line <str<strong>on</strong>g>is</str<strong>on</strong>g>, during running, used as a<br />
permanent drain from the air cooler water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t<br />
catcher. The water <str<strong>on</strong>g>is</str<strong>on</strong>g> led through an orifice to prevent<br />
major losses of scavenge air.<br />
DX<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME�C, S90MC-C/ME�C,<br />
K90MC-C/ME/ME�C, S80MC/MC-C/ME�C, K80MC-C/ME�C,<br />
S70MC/MC-C/ME�C/ME�GI, L70MC-C/ME�C, S65ME�C/ME�GI,<br />
S60MC/MC-C/ME�C/ME�GI/ME-B, L60MC-C/ME�C, S50ME-B9<br />
AK AK<br />
LS 8611 AH<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges‘<br />
The item no refer to ‘Guidance values automati<strong>on</strong>’<br />
Fig. 14.05.01: Air cooler cleaning pipes<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
The system <str<strong>on</strong>g>is</str<strong>on</strong>g> equipped with a drain box with a<br />
level switch, indicating any excessive water level.<br />
The piping delivered with and fitted <strong>on</strong> the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig 14.05.01.<br />
Auto Pump Overboard System<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> comm<strong>on</strong> practice <strong>on</strong> board to lead drain water<br />
directly overboard via a collecting tank. Before<br />
pumping the drain water overboard, it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended<br />
to measure the oil c<strong>on</strong>tent. If above<br />
15ppm, the drain water should be lead to the<br />
clean bilge tank / bilge holding tank.<br />
If required by the owner, a system for automatic<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>posal of drain water with oil c<strong>on</strong>tent m<strong>on</strong>itoring<br />
could be built as outlined in Fig. 14.05.02.<br />
AL AM DX<br />
178 56 35-4.2<br />
198 76 84-9.0
<strong>MAN</strong> B&W 14.05<br />
Auto Pump Overboard System<br />
Circulati<strong>on</strong> pump<br />
To oily water<br />
separator<br />
Air Cooler Cleaning Unit<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges‘<br />
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, opti<strong>on</strong>: 4 55 665<br />
<strong>MAN</strong> B&W S70MC/MC-C, S70ME�C/ME-GI,<br />
L70MC-C, L70ME-C, S65ME-C/ME-GI<br />
DX AL<br />
PI<br />
DN=25 mm<br />
Recirculati<strong>on</strong><br />
TI<br />
Drain water<br />
collecting tank<br />
Clean bilge tank /<br />
bilge holding tank<br />
Freshwater<br />
(from hydrophor)<br />
Heating coil<br />
AK<br />
Chemical<br />
cleaning tank<br />
To fit the chemical<br />
makers requirement<br />
DX<br />
High level alarm<br />
Start pump<br />
Stop pump<br />
Low level alarm<br />
Air cooler<br />
DN=50 mm<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Filter<br />
1 mm mesh size<br />
AM<br />
Sludge pump sucti<strong>on</strong><br />
Oil in water<br />
m<strong>on</strong>itor<br />
(15ppm oil) Hull<br />
Air cooler<br />
Page 2 of 2<br />
No. of cylinders<br />
5-7 8<br />
Chemical tank capacity 0.6 m3 0.9 m3 Circulati<strong>on</strong> pump capacity at 3 bar 2 m3 /h 3 m3 /h<br />
AL<br />
Overboard<br />
Fig. 14.05.02: Suggested automatic d<str<strong>on</strong>g>is</str<strong>on</strong>g>posal of drain water, if required by owner (not a demand from <strong>MAN</strong> <strong>Diesel</strong>)<br />
DN=50 mm<br />
Drain from air cooler<br />
cleaning & water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t<br />
catcher in air cooler<br />
079 21 94-1.0.0c<br />
079 21 94-1.0.0a<br />
198 49 02�7.2
<strong>MAN</strong> B&W 14.06<br />
Scavenge Air Box Drain System<br />
The scavenge air box <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>tinuously drained<br />
through ‘AV’ to a small pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>ed drain tank,<br />
from where the sludge <str<strong>on</strong>g>is</str<strong>on</strong>g> led to the sludge tank.<br />
Steam can be applied through ‘BV’, if required, to<br />
facilitate the draining. See Fig. 14.06.01.<br />
The c<strong>on</strong>tinuous drain from the scavenge air box<br />
must not be directly c<strong>on</strong>nected to the sludge tank<br />
owing to the scavenge air pressure.<br />
Fig. 14.06.01: Scavenge air box drain system<br />
<strong>MAN</strong> B&W <strong>MAN</strong> B&W S70MC/MC-C, S70ME�C/ME-GI,<br />
L70MC-C, L70ME-C, S65ME-C/ME-GI, S60MC/MC-C,<br />
S60ME-C/ME-GI/ME-B<br />
Deck/Roof<br />
DN 15 mm<br />
BV AV<br />
Steam inlet pressure 3�10 bar.<br />
If steam <str<strong>on</strong>g>is</str<strong>on</strong>g> not <str<strong>on</strong>g>available</str<strong>on</strong>g>, 7 bar<br />
compressed air can be used.<br />
Sludge tank<br />
for fuel oil<br />
centrifuges<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
DN 50 mm<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
The pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>ed drain tank must be designed to<br />
withstand full scavenge air pressure and, if steam<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> applied, to withstand the steam pressure <str<strong>on</strong>g>available</str<strong>on</strong>g>.<br />
The system delivered with and fitted <strong>on</strong> the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig. 14.03.02 Scavenge air space,<br />
drain pipes.<br />
DN 65 mm<br />
DN 50 mm<br />
Drain<br />
tank<br />
Normally open.<br />
To be closed in case of fire<br />
in the scavenge air box.<br />
Orifice 10 mm<br />
Min. d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
1,000 mm<br />
Min. 15°<br />
Normally closed.<br />
Tank to be emptied<br />
during service with<br />
valve open.<br />
No. of cylinders<br />
5-6 7-8<br />
Drain tank capacity 0.5 m3 0.7 m3 079 61 03-0.2.0<br />
198 40 32-7.3
<strong>MAN</strong> B&W 14.07<br />
Fire Extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing System for Scavenge Air Space<br />
Fire in the scavenge air space can be extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hed<br />
by steam, th<str<strong>on</strong>g>is</str<strong>on</strong>g> being the basic soluti<strong>on</strong>, or, opti<strong>on</strong>ally,<br />
by water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t or CO 2 .<br />
The external system, pipe and flange c<strong>on</strong>necti<strong>on</strong>s<br />
are shown in Fig. 14.07.01 and the piping fitted<br />
<strong>on</strong>to the engine in Fig. 14.07.02.<br />
In the Extent of Delivery, the fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing<br />
system for scavenge air space <str<strong>on</strong>g>is</str<strong>on</strong>g> selected by the<br />
fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing agent:<br />
• basic soluti<strong>on</strong>: 4 55 140 Steam<br />
• opti<strong>on</strong>: 4 55 142 Water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t<br />
• opti<strong>on</strong>: 4 55 143 CO 2<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
AT<br />
AT<br />
Basic soluti<strong>on</strong>: Steam extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing<br />
Steam pressure: 3�10 bar<br />
DN 40mm<br />
Normal positi<strong>on</strong><br />
open to bilge<br />
Opti<strong>on</strong>: Water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing<br />
Fresh water presssure: min. 3.5 bar<br />
DN 40mm<br />
Normal positi<strong>on</strong><br />
open to bilge<br />
Fig. 14.07.01: Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing system for scavenge air space<br />
Page 1 of 2<br />
The key specificati<strong>on</strong>s of the fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing<br />
agents are:<br />
Steam fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing for scavenge air space<br />
Max. test pressure: 15 bar<br />
Steam quantity, approx.: 3.8 kg/cyl.<br />
Water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing for scavenge air space<br />
Max. test pressure: 10 bar<br />
Freshwater quantity, approx.: 3.5 kg/cyl.<br />
CO 2 fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing for scavenge air space<br />
Max. test pressure: 150 bar<br />
CO 2 quantity, approx.: 7.5 kg/cyl.<br />
079 61 02�9.0.0a<br />
M<strong>MAN</strong> B&W S65MC-C, S65ME�C/ME-GI 198 48 19�0.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
CO 2<br />
AT<br />
Opti<strong>on</strong>: CO 2 extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing<br />
CO 2 test pressure: 150 bar<br />
DN 20mm<br />
At least two bottles ought to be installed.<br />
In most cases, <strong>on</strong>e bottle should be sufficient<br />
to extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>h fire in three cylilnders, while two<br />
or more bottles would be required to extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>h<br />
fire in all cylinders.<br />
To prevent the fire from spreading to the next<br />
cylinder(s), the ball�valve of the neighbouring<br />
cylinder(s) should be opened in the event of<br />
fire in <strong>on</strong>e cylinder.<br />
CO 2 bottles
<strong>MAN</strong> B&W 14.07<br />
Fire Extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing Pipes in Scavenge Air Space<br />
Cyl. 1<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME�C, S90MC-C/ME�C, K90ME/ME�C,<br />
S80MC/MC-C/ME�C, K80ME�C, S70MC/MC-C/ME�C/ME�GI,<br />
L70MC-C/ME�C, S65ME�C/ME�GI, S60MC-C/ME�C/ME�GI/ME-B,<br />
L60MC-C/ME�C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,<br />
S42MC, S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
TE 8610 I AH Y<br />
Fig. 14.07.02: Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing pipes in scavenge air space<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing agent:<br />
CO 2 , Steam or Freshwater<br />
Exhaust side<br />
Manoeuvering side<br />
AT<br />
Drain pipe, bedplate<br />
(Only for steam or freshwater)<br />
Page 2 of 2<br />
126 40 81-0.6.0a<br />
198 76 81�3.0
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Exhaust Gas<br />
15
<strong>MAN</strong> B&W 15.01<br />
Exhaust Gas System<br />
The exhaust gas <str<strong>on</strong>g>is</str<strong>on</strong>g> led from the cylinders to the<br />
exhaust gas receiver where the fluctuating pressures<br />
from the cylinders are equal<str<strong>on</strong>g>is</str<strong>on</strong>g>ed and from<br />
where the gas <str<strong>on</strong>g>is</str<strong>on</strong>g> led further <strong>on</strong> to the turbocharger<br />
at a c<strong>on</strong>stant pressure. See fig. 15.01.01.<br />
Compensators are fitted between the exhaust<br />
valve housings and the exhaust gas receiver and<br />
between the receiver and the turbocharger. A protective<br />
grating <str<strong>on</strong>g>is</str<strong>on</strong>g> placed between the exhaust gas<br />
receiver and the turbocharger. The turbocharger<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> fitted with a pick�up for m<strong>on</strong>itoring and remote<br />
indicati<strong>on</strong> of the turbocharger speed.<br />
The exhaust gas receiver and the exhaust pipes<br />
are provided with insulati<strong>on</strong>, covered by steel<br />
plating.<br />
Exhaust gas<br />
receiver<br />
<strong>Turbo</strong>charger<br />
Scavenge air<br />
receiver<br />
Scavenge<br />
air cooler<br />
Water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t<br />
catcher<br />
Fig. 15.01.01: Exhaust gas system <strong>on</strong> engine<br />
<strong>MAN</strong> B&W K98MC/MC-C, K98ME/ME�C, S90MC-C/ME�C,<br />
K90MC-C, K90ME/ME�C, S80MC, S80MC-C, S80ME�C,<br />
K80MC-C, K80ME�C, S70MC, S70MC-C/ME�C/ME�GI,<br />
L70MC-C/ME�C, S65MC-C/ME�C/ME�GI,<br />
S60ME�C/ME�GI, L60ME�C<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Exhaust valve<br />
Cylinder liner<br />
Page 1 of 1<br />
<strong>Turbo</strong>charger arrangement and cleaning systems<br />
The turbochargers are located <strong>on</strong> the exhaust<br />
side of the engine.<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> designed for the installati<strong>on</strong> of the<br />
<strong>MAN</strong> <strong>Diesel</strong> turbocharger type TCA, opti<strong>on</strong>: 4 59<br />
101, ABB turbocharger types TPL or A100, opti<strong>on</strong>:<br />
4 59 102, or MHI turbocharger type MET, opti<strong>on</strong>:<br />
4 59 103.<br />
All makes of turbochargers are fitted with an arrangement<br />
for water washing of the compressor<br />
side, and soft blast cleaning of the turbine side,<br />
see Figs. 15.02.02, 15.02.03 and 15.02.04. Washing<br />
of the turbine side <str<strong>on</strong>g>is</str<strong>on</strong>g> <strong>on</strong>ly applicable <strong>on</strong> <strong>MAN</strong><br />
<strong>Diesel</strong> and ABB turbochargers.<br />
178 07 27�4.1<br />
198 40 47�2.5
<strong>MAN</strong> B&W 15.02<br />
Exhaust Gas Pipes<br />
Exhaust gas receiver<br />
<strong>MAN</strong> B&W S65MC-C, S65ME-C/ME-GI, S60MC/60MC-C,<br />
S60ME-B, L60MC-C<br />
TI 8701<br />
Flange c<strong>on</strong>necti<strong>on</strong> D<br />
Fig. 15.02.01a: Exhaust gas pipes, with turbocharger located <strong>on</strong> exhaust side of engine, opti<strong>on</strong> 4 59 122<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Cyl. 1<br />
<strong>Turbo</strong>charger<br />
TC 8701 I AH YH ST 8801 I<br />
TI 8707<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
The item no. refer to ‘Guidance Values Automati<strong>on</strong>’<br />
TI 8707<br />
Flange c<strong>on</strong>necti<strong>on</strong> D<br />
<strong>Turbo</strong>charger<br />
ST 8801 IR<br />
TC 8702 I AH AL YH YL<br />
Aft<br />
Exhaust gas receiver<br />
*)<br />
PI 8706 TI 8701<br />
PI 8601<br />
To scavenge air receiver<br />
The letters refer to l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of ‘Counterflanges’<br />
The item no. refer to ‘Guidance Values Automati<strong>on</strong>’<br />
The piping <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered with and fitted <strong>on</strong>to the engine<br />
TC 8701 I AH YH<br />
Fig.15.02.01b: Exhaust gas pipes, with turbocharger located <strong>on</strong> aft end of engine, opti<strong>on</strong> 4 59 124<br />
Fore<br />
TI 8702<br />
Page 1 of 3<br />
To scavenge air receiver<br />
PI 8601<br />
PI 8706<br />
*) AL: Deviati<strong>on</strong> alarm/Cylinder ±50ºC<br />
YL: Deviati<strong>on</strong> alarm/Cylinder ±60ºC<br />
TI 8702<br />
121 15 27-9.2.0<br />
TC 8702 I AH AL YH YL<br />
*) AL: Deviati<strong>on</strong> alarm/Cylinder ±50ºC<br />
YL: Deviati<strong>on</strong> alarm/Cylinder ±60ºC<br />
*)<br />
178 38 69�2.2<br />
198 64 02�9.1
<strong>MAN</strong> B&W 15.02<br />
Cleaning Systems<br />
AN<br />
PI 8804<br />
To bedplate drain, AE<br />
Fig. 15.02.02: <strong>MAN</strong> <strong>Diesel</strong> TCA turbocharger, water washing of turbine side<br />
<strong>MAN</strong> B&W K98MC/MC-C, K98ME/ME�C, S90MC-C, S90ME�C,<br />
K90MC-C, K90ME/ME-C, S80MC/MC-C, S80ME�C, K80MC-C,<br />
K80ME�C, S70MC, S/L70MC-C, S/L70ME�C, S70ME�GI,<br />
S65ME-C/ME-GI, S60MC, S/L60MC-C, S/L60ME�C,<br />
S60ME-GI/ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Compressor cleaning<br />
<strong>MAN</strong> <strong>Diesel</strong> TCA turbocharger<br />
Page 2 of 3<br />
121 15 21-8.0.0<br />
198 40 71�0.5
<strong>MAN</strong> B&W 15.02<br />
Cleaning Systems<br />
Water inlet<br />
Fig. 15.02.03: Water washing of turbine and compressor sides for ABB, TPL turbochargers<br />
Fig. 15.02.04: Soft blast cleaning of turbine side<br />
AP<br />
Drain<br />
Inlet valve<br />
<strong>MAN</strong> B&W S70MC, S/L70MC-C, S/L70ME�C, S70ME�GI,<br />
S65ME-C/ME-GI, S60MC, S/L60MC-C, S/L60ME�C,<br />
S60ME-GI/ME-B<br />
AN<br />
Drain cock<br />
Water cleaning nozzle<br />
PI 8804<br />
To bedplate drain, AE<br />
PI 8803<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Dry cleaning turbine side<br />
ABB TPL <strong>Turbo</strong>charger<br />
Compressor cleaning<br />
Page 3 of 3<br />
121 36 75-1.0.0<br />
126 40 93-0.2.0<br />
198 40 73�4.7
<strong>MAN</strong> B&W 15.03<br />
Exhaust Gas System for Main Engine<br />
At the specified MCR of the engine, the total<br />
back�pressure in the exhaust gas system after the<br />
turbocharger (as indicated by the static pressure<br />
measured in the piping after the turbocharger)<br />
must not exceed 350 mm WC (0.035 bar).<br />
In order to have a back�pressure margin for the<br />
final system, it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended at the design<br />
stage to initially use a value of about 300 mm WC<br />
(0.030 bar).<br />
The actual back�pressure in the exhaust gas<br />
system at specified MCR depends <strong>on</strong> the gas<br />
velocity, i.e. it <str<strong>on</strong>g>is</str<strong>on</strong>g> proporti<strong>on</strong>al to the square of the<br />
exhaust gas velocity, and hence inversely proporti<strong>on</strong>al<br />
to the pipe diameter to the 4th power. It has<br />
by now become normal practice in order to avoid<br />
too much pressure loss in the pipings to have an<br />
exhaust gas velocity at specified MCR of about<br />
35 m/sec, but not higher than 50 m/sec.<br />
For dimensi<strong>on</strong>ing of the external exhaust pipe<br />
c<strong>on</strong>necti<strong>on</strong>s, see the exhaust pipe diameters for<br />
35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec respectively,<br />
shown in Table 5.07.02.<br />
As l<strong>on</strong>g as the total back�pressure of the exhaust<br />
gas system (incorporating all res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance losses<br />
from pipes and comp<strong>on</strong>ents) complies with the<br />
above�menti<strong>on</strong>ed requirements, the pressure<br />
losses across each comp<strong>on</strong>ent may be chosen independently,<br />
see proposed measuring points (M)<br />
in Fig. 5.05.0 . The general design guidelines for<br />
each comp<strong>on</strong>ent, described below, can be used<br />
for guidance purposes at the initial project stage.<br />
Exhaust gas piping system for main engine<br />
The exhaust gas piping system c<strong>on</strong>veys the gas<br />
from the outlet of the turbocharger(s) to the atmosphere.<br />
The exhaust piping <str<strong>on</strong>g>is</str<strong>on</strong>g> shown schematically in<br />
Fig. 5.04.0 .<br />
Page of<br />
The exhaust system for the main engine compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es:<br />
• Exhaust gas pipes<br />
• Exhaust gas boiler<br />
• Silencer<br />
• Spark arrester (if needed)<br />
• Expansi<strong>on</strong> joints (compensators)<br />
• Pipe bracings.<br />
In c<strong>on</strong>necti<strong>on</strong> with dimensi<strong>on</strong>ing the exhaust gas<br />
piping system, the following parameters must be<br />
observed:<br />
• Exhaust gas flow rate<br />
• Exhaust gas temperature at turbocharger outlet<br />
• Maximum pressure drop through exhaust gas<br />
system<br />
• Maximum no<str<strong>on</strong>g>is</str<strong>on</strong>g>e level at gas outlet to atmosphere<br />
• Maximum force from exhaust piping <strong>on</strong><br />
turbocharger(s)<br />
• Sufficient axial and lateral el<strong>on</strong>gati<strong>on</strong> ability of<br />
expansi<strong>on</strong> joints<br />
• Util<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> of the heat energy of the exhaust gas.<br />
Items that are to be calculated or read from tables<br />
are:<br />
• Exhaust gas mass flow rate, temperature and maximum<br />
back pressure at turbocharger gas outlet<br />
• Diameter of exhaust gas pipes<br />
• Util<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> of the exhaust gas energy<br />
• Attenuati<strong>on</strong> of no<str<strong>on</strong>g>is</str<strong>on</strong>g>e from the exhaust pipe outlet<br />
• Pressure drop across the exhaust gas system<br />
• Expansi<strong>on</strong> joints.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 40 74�6.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 15.04<br />
Comp<strong>on</strong>ents of the Exhaust Gas System<br />
Exhaust gas compensator after turbocharger<br />
When dimensi<strong>on</strong>ing the compensator, opti<strong>on</strong>:<br />
4 60 610, for the expansi<strong>on</strong> joint <strong>on</strong> the turbocharger<br />
gas outlet transiti<strong>on</strong> piece, opti<strong>on</strong>: 4 60 601,<br />
the exhaust gas piece and comp<strong>on</strong>ents, are to be<br />
so arranged that the thermal expansi<strong>on</strong>s are absorbed<br />
by expansi<strong>on</strong> joints. The heat expansi<strong>on</strong> of<br />
the pipes and the comp<strong>on</strong>ents <str<strong>on</strong>g>is</str<strong>on</strong>g> to be calculated<br />
based <strong>on</strong> a temperature increase from 20 °C to<br />
250 °C. The max. expected vertical, transversal<br />
and l<strong>on</strong>gitudinal heat expansi<strong>on</strong> of the engine<br />
measured at the top of the exhaust gas transiti<strong>on</strong><br />
piece of the turbocharger outlet are indicated in<br />
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC.<br />
The movements stated are related to the engine<br />
seating, for DC, however, to the engine centre. The<br />
figures indicate the axial and the lateral movements<br />
related to the orientati<strong>on</strong> of the expansi<strong>on</strong> joints.<br />
The expansi<strong>on</strong> joints are to be chosen with an elasticity<br />
that limits the forces and the moments of the<br />
exhaust gas outlet flange of the turbocharger as<br />
stated for each of the turbocharger makers in Table<br />
15.06.04. The orientati<strong>on</strong> of the maximum perm<str<strong>on</strong>g>is</str<strong>on</strong>g>sible<br />
forces and moments <strong>on</strong> the gas outlet flange<br />
of the turbocharger <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig. 15.06.03.<br />
Exhaust gas outlet<br />
to the atmosphere<br />
Slide support<br />
Fixed support<br />
Exhaust gas compensator<br />
Fig. 15.04.01a: Exhaust gas system, <strong>on</strong>e turbocharger<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
D0<br />
Exhaust gas<br />
silencer<br />
D0<br />
Exhaust gas<br />
boiler<br />
D0<br />
Main engine with<br />
turbocharger <strong>on</strong> aft end<br />
178 42 78�3.2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Exhaust gas boiler<br />
Page 1 of 2<br />
Engine plants are usually designed for util<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> of<br />
the heat energy of the exhaust gas for steam producti<strong>on</strong><br />
or for heating the thermal oil system. The<br />
exhaust gas passes an exhaust gas boiler which <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
usually placed near the engine top or in the funnel.<br />
It should be noted that the exhaust gas temperature<br />
and flow rate are influenced by the ambient<br />
c<strong>on</strong>diti<strong>on</strong>s, for which reas<strong>on</strong> th<str<strong>on</strong>g>is</str<strong>on</strong>g> should be c<strong>on</strong>sidered<br />
when the exhaust gas boiler <str<strong>on</strong>g>is</str<strong>on</strong>g> planned. At<br />
specified MCR, the maximum recommended pressure<br />
loss across the exhaust gas boiler <str<strong>on</strong>g>is</str<strong>on</strong>g> normally<br />
150 mm WC.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> pressure loss depends <strong>on</strong> the pressure losses<br />
in the rest of the system as menti<strong>on</strong>ed above.<br />
Therefore, if an exhaust gas silencer/spark arrester<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> not installed, the acceptable pressure loss<br />
across the boiler may be somewhat higher than the<br />
max. of 150 mm WC, whereas, if an exhaust gas<br />
silencer/spark arrester <str<strong>on</strong>g>is</str<strong>on</strong>g> installed, it may be necessary<br />
to reduce the maximum pressure loss.<br />
The above menti<strong>on</strong>ed pressure loss across the<br />
exhaust gas boiler must include the pressure<br />
losses from the inlet and outlet transiti<strong>on</strong> pieces.<br />
Exhaust gas outlet<br />
to the atmosphere<br />
Transiti<strong>on</strong> piece<br />
Slide support<br />
Fixed support<br />
<strong>Turbo</strong>charger gas<br />
outlet flange<br />
Exhaust gas compensator<br />
Exhaust gas<br />
silencer<br />
Exhaust gas<br />
boiler<br />
D4<br />
D4<br />
D4<br />
D0<br />
Main engine with turbochargers<br />
<strong>on</strong> exhaust side<br />
Fig. 15.04.01b: Exhaust gas system, two or more TCs<br />
D4<br />
178 33 46�7.4<br />
198 40 75�8.7
<strong>MAN</strong> B&W 15.04<br />
Exhaust gas silencer<br />
The typical octave band sound pressure levels<br />
from the diesel engine’s exhaust gas system – at a<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance of <strong>on</strong>e meter from the top of the exhaust<br />
gas uptake – are shown in Fig.15.04.0 .<br />
The need for an exhaust gas silencer can be decided<br />
based <strong>on</strong> the requirement of a maximum<br />
perm<str<strong>on</strong>g>is</str<strong>on</strong>g>sible no<str<strong>on</strong>g>is</str<strong>on</strong>g>e level at a specific positi<strong>on</strong>.<br />
The exhaust gas no<str<strong>on</strong>g>is</str<strong>on</strong>g>e data <str<strong>on</strong>g>is</str<strong>on</strong>g> valid for an exhaust<br />
gas system without boiler and silencer, etc.<br />
The no<str<strong>on</strong>g>is</str<strong>on</strong>g>e level <str<strong>on</strong>g>is</str<strong>on</strong>g> at nominal MCR at a d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance of<br />
<strong>on</strong>e metre from the exhaust gas pipe outlet edge<br />
at an angle of 30° to the gas flow directi<strong>on</strong>.<br />
For each doubling of the d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance, the no<str<strong>on</strong>g>is</str<strong>on</strong>g>e level<br />
will be reduced by about 6 dB (far�field law).<br />
When the no<str<strong>on</strong>g>is</str<strong>on</strong>g>e level at the exhaust gas outlet to<br />
the atmosphere needs to be silenced, a silencer<br />
can be placed in the exhaust gas piping system<br />
after the exhaust gas boiler.<br />
The exhaust gas silencer <str<strong>on</strong>g>is</str<strong>on</strong>g> usually of the absorpti<strong>on</strong><br />
type and <str<strong>on</strong>g>is</str<strong>on</strong>g> dimensi<strong>on</strong>ed for a gas velocity of<br />
approximately 35 m/s through the central tube of<br />
the silencer.<br />
An exhaust gas silencer can be designed based<br />
<strong>on</strong> the required damping of no<str<strong>on</strong>g>is</str<strong>on</strong>g>e from the exhaust<br />
gas given <strong>on</strong> the graph.<br />
In the event that an exhaust gas silencer <str<strong>on</strong>g>is</str<strong>on</strong>g> required<br />
– th<str<strong>on</strong>g>is</str<strong>on</strong>g> depends <strong>on</strong> the actual no<str<strong>on</strong>g>is</str<strong>on</strong>g>e level<br />
requirement <strong>on</strong> the bridge wing, which <str<strong>on</strong>g>is</str<strong>on</strong>g> normally<br />
maximum 60�70 dB(A) – a simple flow silencer of<br />
the absorpti<strong>on</strong> type <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended. Depending<br />
<strong>on</strong> the manufacturer, th<str<strong>on</strong>g>is</str<strong>on</strong>g> type of silencer normally<br />
has a pressure loss of around 0 mm WC at<br />
specified MCR.<br />
Spark arrester<br />
Page of<br />
��������<br />
��������<br />
178 52 48-4.1<br />
Fig. 15.04.02: ISO’s NR curves and typical sound pressure<br />
levels from the engine’s exhaust gas system. The<br />
no<str<strong>on</strong>g>is</str<strong>on</strong>g>e levels at nominal MCR and a d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance of 1 metre<br />
from the edge of the exhaust gas pipe opening at an angle<br />
of 30 degrees to the gas flow and valid for an exhaust<br />
gas system – without boiler and silencer, etc. Data for a<br />
specific engine and cylinder no. <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
To prevent sparks from the exhaust gas being<br />
spread over deck houses, a spark arrester can be<br />
fitted as the last comp<strong>on</strong>ent in the exhaust gas<br />
system.<br />
It should be noted that a spark arrester c<strong>on</strong>tributes<br />
with a c<strong>on</strong>siderable pressure drop, which <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
often a d<str<strong>on</strong>g>is</str<strong>on</strong>g>advantage.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended that the combined pressure<br />
loss across the silencer and/or spark arrester<br />
should not be allowed to exceed 100 mm WC at<br />
specified MCR. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> depends, of course, <strong>on</strong> the<br />
pressure loss in the remaining part of the system,<br />
thus if no exhaust gas boiler <str<strong>on</strong>g>is</str<strong>on</strong>g> installed, 00 mm<br />
WC might be allowed.<br />
<strong>MAN</strong> B&W S65ME-C/ME-GI8 198 49 12-3.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
��<br />
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<strong>MAN</strong> B&W 15.05<br />
Calculati<strong>on</strong> of Exhaust Gas Back�Pressure<br />
The exhaust gas back pressure after the turbo�<br />
charger(s) depends <strong>on</strong> the total pressure drop in<br />
the exhaust gas piping system.<br />
The comp<strong>on</strong>ents, exhaust gas boiler, silencer, and<br />
spark arrester, if fitted, usually c<strong>on</strong>tribute with a<br />
major part of the dynamic pressure drop through<br />
the entire exhaust gas piping system.<br />
The comp<strong>on</strong>ents menti<strong>on</strong>ed are to be specified<br />
so that the sum of the dynamic pressure drop<br />
through the different comp<strong>on</strong>ents should, if possible,<br />
approach 200 mm WC at an exhaust gas<br />
flow volume corresp<strong>on</strong>ding to the specified MCR<br />
at tropical ambient c<strong>on</strong>diti<strong>on</strong>s. Then there will be<br />
a pressure drop of 00 mm WC for d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong><br />
am<strong>on</strong>g the remaining piping system.<br />
Fig. 5.05.0 shows some guidelines regarding<br />
res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance coefficients and back�pressure loss<br />
calculati<strong>on</strong>s which can be used, if the maker’s<br />
data for back�pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> not <str<strong>on</strong>g>available</str<strong>on</strong>g> at an early<br />
stage of the project.<br />
The pressure loss calculati<strong>on</strong>s have to be based<br />
<strong>on</strong> the actual exhaust gas amount and temperature<br />
valid for specified MCR. Some general formulas<br />
and definiti<strong>on</strong>s are given in the following.<br />
Exhaust gas data<br />
M: exhaust gas amount at specified MCR in kg/sec.<br />
T: exhaust gas temperature at specified MCR in °C<br />
Please note that the actual exhaust gas temperature<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> different before and after the boiler. The<br />
exhaust gas data valid after the turbocharger may<br />
be found in Chapter 6.<br />
Mass density of exhaust gas (ρ)<br />
ρ ≅ .293 x 273 ______ x .0 5 in kg/m3<br />
273 + T<br />
The factor .0 5 refers to the average back�pressure<br />
of 50 mm WC (0.0 5 bar) in the exhaust gas<br />
system.<br />
Exhaust gas velocity (v)<br />
Page of 3<br />
In a pipe with diameter D the exhaust gas velocity <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
v = M __<br />
ρ<br />
4<br />
x _____<br />
π x D2 in m/s<br />
Pressure losses in pipes (∆p)<br />
For a pipe element, like a bend etc., with the res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
coefficient ζ, the corresp<strong>on</strong>ding pressure<br />
loss <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
∆p = ζ x ½ ρ v 2 x<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 40 94�9.3<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
___<br />
9.8<br />
in mm WC<br />
where the expressi<strong>on</strong> after ζ <str<strong>on</strong>g>is</str<strong>on</strong>g> the dynamic pressure<br />
of the flow in the pipe.<br />
The fricti<strong>on</strong> losses in the straight pipes may, as a<br />
guidance, be estimated as :<br />
mm WC per diameter length<br />
whereas the positive influence of the up�draught<br />
in the vertical pipe <str<strong>on</strong>g>is</str<strong>on</strong>g> normally negligible.<br />
Pressure losses across comp<strong>on</strong>ents (∆p)<br />
The pressure loss ∆p across silencer, exhaust<br />
gas boiler, spark arrester, rain water trap, etc., to<br />
be measured/ stated as shown in Fig. 5.05.0 (at<br />
specified MCR) <str<strong>on</strong>g>is</str<strong>on</strong>g> normally given by the relevant<br />
manufacturer.<br />
Total back�pressure (∆p M )<br />
The total back�pressure, measured/stated as the static<br />
pressure in the pipe after the turbocharger, <str<strong>on</strong>g>is</str<strong>on</strong>g> then:<br />
∆p M = Σ ∆p<br />
where ∆p incorporates all pipe elements and<br />
comp<strong>on</strong>ents etc. as described:<br />
∆p M has to be lower than 350 mm WC.<br />
(At design stage it <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended to use max.<br />
300 mm WC in order to have some margin for<br />
fouling).
<strong>MAN</strong> B&W 15.05<br />
Measuring Back Pressure<br />
At any given positi<strong>on</strong> in the exhaust gas system,<br />
the total pressure of the flow can be divided into<br />
dynamic pressure (referring to the gas velocity)<br />
and static pressure (referring to the wall pressure,<br />
where the gas velocity <str<strong>on</strong>g>is</str<strong>on</strong>g> zero).<br />
At a given total pressure of the gas flow, the<br />
combinati<strong>on</strong> of dynamic and static pressure may<br />
change, depending <strong>on</strong> the actual gas velocity. The<br />
measurements, in principle, give an indicati<strong>on</strong> of<br />
the wall pressure, i.e., the static pressure of the<br />
gas flow.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g>, therefore, very important that the back pressure<br />
measuring points are located <strong>on</strong> a straight<br />
part of the exhaust gas pipe, and at some d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance<br />
from an ‘obstructi<strong>on</strong>‘, i.e. at a point where<br />
the gas flow, and thereby also the static pressure,<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> stable. Taking measurements, for example, in a<br />
transiti<strong>on</strong> piece, may lead to an unreliable measurement<br />
of the static pressure.<br />
In c<strong>on</strong>siderati<strong>on</strong> of the above, therefore, the total<br />
back pressure of the system has to be measured<br />
after the turbocharger in the circular pipe and not<br />
in the transiti<strong>on</strong> piece. The same c<strong>on</strong>siderati<strong>on</strong>s<br />
apply to the measuring points before and after the<br />
exhaust gas boiler, etc.<br />
Page 2 of 3<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 40 94�9.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 15.05<br />
Pressure losses and coefficients of res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance in exhaust pipes<br />
p tc<br />
a a<br />
p<br />
p 2<br />
p 3<br />
90<br />
20<br />
a b<br />
M: Measuring points<br />
c<br />
M<br />
M<br />
M<br />
Spark<br />
arrester<br />
Silencer<br />
M<br />
M<br />
60<br />
b<br />
Exhaust<br />
gas boiler<br />
T/C<br />
Change�over valves<br />
Change�over valve<br />
of type with c<strong>on</strong>stant<br />
cross <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g><br />
ζa = 0.6 to .2<br />
ζb = .0 to .5<br />
ζc = .5 to 2.0<br />
Change�over valve<br />
of type with volume<br />
ζa = ζb = about 2.0<br />
Fig. 15.05.01: Pressure losses and coefficients of res<str<strong>on</strong>g>is</str<strong>on</strong>g>tance in exhaust pipes<br />
M tc<br />
M tc<br />
Page 3 of 3<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 40 94�9.3<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
D<br />
D<br />
D<br />
D<br />
D<br />
90<br />
60<br />
30<br />
90<br />
45<br />
R<br />
R<br />
R<br />
R = D ζ = 0.28<br />
R = .5D ζ = 0.20<br />
R = 2D ζ = 0. 7<br />
R = D ζ = 0. 6<br />
R = .5D ζ = 0. 2<br />
R = 2D ζ = 0.<br />
ζ = 0.05<br />
R = D ζ = 0.45<br />
R = .5D ζ = 0.35<br />
R = 2D ζ = 0.30<br />
ζ = 0. 4<br />
Outlet from ζ = .00<br />
top of exhaust<br />
gas uptake<br />
Inlet (from<br />
turbocharger) ζ = – .00<br />
178 32 09�1.0 178 06 85�3.0
<strong>MAN</strong> B&W 15.06<br />
Forces and Moments at <strong>Turbo</strong>charger<br />
DA: Max. movement of the turbocharger flange in the vertical directi<strong>on</strong><br />
DB: Max. movement of the turbocharger flange in the transversal directi<strong>on</strong><br />
DC: Max. movement of the turbocharger flange in the l<strong>on</strong>gitudinal directi<strong>on</strong><br />
<strong>MAN</strong> B&W S65ME-C8/-GI<br />
DC<br />
Fig. 15.06.01: Vectors of thermal expansi<strong>on</strong> at the turbocharger exhaust gas outlet flange<br />
DB<br />
No. of cylinders 5-8 5 6 7 8<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
DA<br />
Page 1 of 2<br />
<strong>Turbo</strong>charger DA DB DC DC DC DC<br />
Make Type mm mm mm mm mm mm<br />
<strong>MAN</strong> <strong>Diesel</strong> TCA88 9.7 1.4 1.5 1.7 1.9 2.1<br />
MHI MET60 7.6 1.2 1.5 1.7 1.9 2.1<br />
Data for more turbocharger makes and types for the S65ME-C8/-GI engines are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
Table 15.06.02: Max. expected movements of the exhaust gas flange resulting from thermal expansi<strong>on</strong><br />
DB<br />
078 87 11-1.0.0b<br />
198 49 11-1.1
<strong>MAN</strong> B&W 15.06<br />
F2<br />
<strong>MAN</strong> B&W S65ME-C8/-GI<br />
F1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
M1 M3<br />
F1<br />
F3<br />
M1<br />
Mitsub<str<strong>on</strong>g>is</str<strong>on</strong>g>hi<br />
Fig. 15.06.03: Forces and moments <strong>on</strong> the turbochargers’ exhaust gas outlet flange<br />
Table 15.06.04 indicates the maximum perm<str<strong>on</strong>g>is</str<strong>on</strong>g>sible<br />
forces (F1, F2 and F3) and moments (M1 and<br />
M3), <strong>on</strong> the exhaust gas outlet flange of the turbocharger(s).<br />
Reference <str<strong>on</strong>g>is</str<strong>on</strong>g> made to Fig. 15.06.03.<br />
F2<br />
F2<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
M3<br />
F1<br />
F3<br />
ABB TPL<br />
M1 M3<br />
<strong>Turbo</strong>charger M1 M3 F1 F2 F3<br />
Make Type Nm Nm N N N<br />
Page 2 of 2<br />
<strong>MAN</strong> <strong>Diesel</strong> TCA88 4,500 9,100 12,000 12,000 5,900<br />
MHI MET66 6,800 3,400 9,300 3,200 3,000<br />
Data for more turbocharger makes and types for the S65ME-C8/-GI engines are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
Table 15.06.04: The max. perm<str<strong>on</strong>g>is</str<strong>on</strong>g>sible forces and moments <strong>on</strong> the turbocharger’s gas outlet flanges<br />
F3<br />
078 38 48-6.2.0<br />
198 49 11-1.1
<strong>MAN</strong> B&W 15.07<br />
Diameter of Exhaust Gas Pipes<br />
The exhaust gas pipe diameters l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table<br />
5.07.02 are based <strong>on</strong> the exhaust gas flow capacity<br />
according to ISO ambient c<strong>on</strong>diti<strong>on</strong>s and<br />
an exhaust gas temperature of 250 ºC.<br />
<strong>MAN</strong> B&W S65ME-C8, S65ME-GI8<br />
��<br />
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<strong>MAN</strong> <strong>Diesel</strong><br />
��<br />
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Fig. 15.07.01: Exhaust pipe system, with turbocharger located <strong>on</strong> exhaust side of engine<br />
��<br />
Page of<br />
The exhaust gas velocities and mass flow l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted<br />
apply to collector pipe D4. The table also l<str<strong>on</strong>g>is</str<strong>on</strong>g>ts the<br />
diameters of the corresp<strong>on</strong>ding exhaust gas pipes<br />
D0 for various numbers of turbochargers installed.<br />
Gas velocity Exhaust gas pipe diameters<br />
35 m/s 40 m/s 45 m/s 50 m/s D0 D4<br />
Gas mass flow 1 T/C 2 T/C 3 T/C 4 T/C<br />
kg/s kg/s kg/s kg/s [DN] [DN] [DN] [DN] [DN]<br />
26.7 30.5 34.3 38.2 ,200 850 700 600 ,200<br />
3 .4 35.8 40.3 44.8 ,300 900 750 650 ,300<br />
36.4 4 .6 46.8 5 .9 ,400 ,000 800 700 ,400<br />
4 .7 47.7 53.7 59.6 ,500 ,050 850 750 ,500<br />
47.5 54.3 6 . 67.8 ,600 , 50 900 800 ,600<br />
53.6 6 .3 68.9 76.6 ,700 ,200 ,000 850 ,700<br />
60. 68.7 77.3 85.9 ,800 ,300 ,050 900 ,800<br />
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass flow at various velocities<br />
178 09 39�5.2<br />
198 49 14-7.2
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Engine C<strong>on</strong>trol System<br />
16
<strong>MAN</strong> B&W 16.01<br />
Engine C<strong>on</strong>trol System ME-GI<br />
The Engine C<strong>on</strong>trol System for the �GI engine <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
prepared for c<strong>on</strong>venti<strong>on</strong>al remote c<strong>on</strong>trol, having<br />
an interface to the Bridge C<strong>on</strong>trol system and the<br />
Local Operating Panel (LOP).<br />
The LOP replaces the Engine Side C<strong>on</strong>trol of the<br />
MC engines.<br />
ME-GI Engine Operating Modes<br />
The Electr<strong>on</strong>ic C<strong>on</strong>trol System of the -GI engines<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> designed for applicati<strong>on</strong> of four different engine<br />
operating modes.<br />
What are operating modes?<br />
An operating mode <str<strong>on</strong>g>is</str<strong>on</strong>g> a complete set of engine<br />
parameters for: injecti<strong>on</strong> profile (NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> /<br />
SFOC optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> and cross�over effects), injecti<strong>on</strong><br />
timing (Maximum cylinder pressure), exhaust<br />
valve opening (blow�back), exhaust valve closing<br />
(compressi<strong>on</strong> ratio), covering the complete engine<br />
load and speed ranges.<br />
These data are designed to fulfil the requirement<br />
of shipowner, yard, engine builder and engine designer.<br />
All -GI engines will be delivered with standard<br />
dual fuel operating mode and HFO operating<br />
mode set�up and <strong>on</strong>e opti<strong>on</strong>al mode:<br />
1) Dual Fuel Ec<strong>on</strong>omy Operating Mode,<br />
to Comply with IMO NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> limitati<strong>on</strong>s,<br />
EoD 4 06 066.<br />
The dual fuel operating mode <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to<br />
apply for an engine load above 30%. Above<br />
30% engine load, gas can be supplied to an<br />
engine as main fuel <strong>on</strong> top of a minimum of 5%<br />
pilot oil, which <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary to c<strong>on</strong>trol the timing<br />
of the combusti<strong>on</strong>, Fig. 16.01.01.<br />
Between 30% and 110% load the operator can<br />
choose the ratio of fuel oil and gas, depending<br />
of <str<strong>on</strong>g>available</str<strong>on</strong>g> boil�off gas, Fig. 16.01.01.<br />
Page 1 of 11<br />
178 52 61�4.<br />
Fig. 16.01.01: Fuel type modes � <strong>MAN</strong> B&W two�stroke<br />
dual fuel low speed diesel<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> operating mode <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to give the<br />
best possible SFOC at all normal operating<br />
c<strong>on</strong>diti<strong>on</strong>s, ensuring optimal operating ec<strong>on</strong>omy<br />
in the complete range between 60 to 100%<br />
engine load.<br />
A typical example for expected engine performance<br />
parameters <str<strong>on</strong>g>is</str<strong>on</strong>g> given in Fig.1.05.01,<br />
clearly indicating the high compressi<strong>on</strong> and<br />
maximum pressures in the high load range, ensuring<br />
optimal SFOC.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Fuel<br />
100%<br />
8%<br />
Fuel<br />
100%<br />
8%<br />
‘Minimum fuel’ mode<br />
30 � 40%<br />
Fuel<br />
‘Specified gas’ mode<br />
Fuel<br />
Gas<br />
Gas<br />
100% load<br />
100% load
<strong>MAN</strong> B&W 16.01<br />
2) Low NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> mode, opti<strong>on</strong>: 4 06 062.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> operating mode <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to reduce<br />
NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> of the engine in the complete<br />
engine operating range, with special attenti<strong>on</strong><br />
to NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> reducti<strong>on</strong> at 75% engine load.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> special attenti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> due to the fact that all<br />
known NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> leg<str<strong>on</strong>g>is</str<strong>on</strong>g>lati<strong>on</strong>s are c<strong>on</strong>centrated<br />
<strong>on</strong> 75% engine load.<br />
Operati<strong>on</strong> in Low ‘NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> mode’ will ensure<br />
a reducti<strong>on</strong> of the IMO NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> figure<br />
of 20�30% compared to the IMO NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong><br />
figure for operati<strong>on</strong> in ‘Fuel ec<strong>on</strong>omy mode’.<br />
A typical example of expected engine performance<br />
parameters <str<strong>on</strong>g>is</str<strong>on</strong>g> given in Fig. 1.05.01.<br />
Compared with the performance curves for the<br />
‘Fuel ec<strong>on</strong>omy mode’ it can be noticed that<br />
p max and p comp are significantly lower and that<br />
the SFOC <str<strong>on</strong>g>is</str<strong>on</strong>g> somewhat higher.<br />
The ‘NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> mode’ can be used in c<strong>on</strong>necti<strong>on</strong><br />
with fulfilling local leg<str<strong>on</strong>g>is</str<strong>on</strong>g>lati<strong>on</strong> or in c<strong>on</strong>necti<strong>on</strong><br />
with voluntary agreement of NO x em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong><br />
reducti<strong>on</strong> countermeasures.<br />
The remaining operating modes are open for<br />
special designs fulfilling special requirements<br />
such as:<br />
3) Part load em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> mode, opti<strong>on</strong>: 4 06 063.<br />
A special mode which could be relevant in<br />
c<strong>on</strong>necti<strong>on</strong> with vessels operating at part load<br />
for extended periods of the planned schedule.<br />
4) Special em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> operating mode,<br />
opti<strong>on</strong>: 4 06 064.<br />
An operating mode that ensures fulfilment<br />
of special em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> requirements in local areas<br />
where the vessel has its normal planned<br />
schedule.<br />
Change�over between operating modes<br />
The engine c<strong>on</strong>trol system will c<strong>on</strong>tain all applied<br />
operating modes, and change�over from <strong>on</strong>e operating<br />
mode to another can be performed by pushing<br />
a butt<strong>on</strong> <strong>on</strong> the MOP (Main Operating Panel).<br />
Page 2 of 11<br />
The Engine C<strong>on</strong>trol System will, within a few sec<strong>on</strong>ds,<br />
recogn<str<strong>on</strong>g>is</str<strong>on</strong>g>e the change�over requirements<br />
and ensure that the new mode parameters will be<br />
put into force immediately.<br />
IMO NO x Certificati<strong>on</strong><br />
All engine operating modes have to be certified<br />
under normal testing procedures.<br />
Main Operating Panel (MOP)<br />
In the engine c<strong>on</strong>trol room a MOP screen <str<strong>on</strong>g>is</str<strong>on</strong>g> located,<br />
which <str<strong>on</strong>g>is</str<strong>on</strong>g> a Pers<strong>on</strong>al Computer with a touch<br />
screen as well as a trackball from where the engineer<br />
can carry out engine commands, adjust the<br />
engine parameters, select the running modes, and<br />
observe the status of the c<strong>on</strong>trol system.<br />
A c<strong>on</strong>venti<strong>on</strong>al marine approved PC <str<strong>on</strong>g>is</str<strong>on</strong>g> also located<br />
in the engine c<strong>on</strong>trol room serving as a<br />
back�up unit for the MOP.<br />
The Engine C<strong>on</strong>trol System primarily c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of the<br />
below menti<strong>on</strong>ed Multi Purpose C<strong>on</strong>trollers (MPC)<br />
shown in Fig. 16.02.01, the mechanical�hydraulic<br />
system shown in Fig. 16.01.05 and the pneumatic<br />
system, shown in Fig. 16.01.06.<br />
Engine Interface C<strong>on</strong>trol Unit (EICU)<br />
The EICUs installed in the engine c<strong>on</strong>trol room<br />
perform such tasks as interface with the surrounding<br />
c<strong>on</strong>trol systems, See Fig. 16.02.01. The<br />
two redundant EICU units operate in parallel.<br />
Engine C<strong>on</strong>trol Unit (ECU)<br />
For redundancy purposes, the c<strong>on</strong>trol system compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es<br />
two ECUs operating in parallel and performing<br />
the same task, <strong>on</strong>e being a hot stand�by for the<br />
other. If <strong>on</strong>e of the ECUs fail, the other unit will take<br />
over the c<strong>on</strong>trol without any interrupti<strong>on</strong>.<br />
The ECUs perform such tasks as:<br />
• Speed governor functi<strong>on</strong>s, start/stop sequences,<br />
timing of fuel injecti<strong>on</strong>, timing of exhaust valve<br />
activati<strong>on</strong>, timing of starting valves, etc.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 16.01<br />
• C<strong>on</strong>tinuous running c<strong>on</strong>trol of auxiliary functi<strong>on</strong>s<br />
handled by the ACUs<br />
• Alternative running modes and programs.<br />
Gas C<strong>on</strong>trol System<br />
The gas c<strong>on</strong>trol system for the -GI prime mover<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> an ‘interacti<strong>on</strong>’ between the traditi<strong>on</strong>al boil�off<br />
gas (BOG) handling, the well�known high�pressure<br />
compressor and the engine technology.<br />
Tanks Oxid<str<strong>on</strong>g>is</str<strong>on</strong>g>er Compressor Engine ME-GI<br />
Fig. 16.01.03: System c<strong>on</strong>figurati<strong>on</strong><br />
178 52 63�8.0<br />
When the gas evaporates, the boil�off gas increases<br />
the pressure in t he gas tanks and therefore<br />
has to be removed. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> gas c<strong>on</strong>tains methane<br />
and nitrogen.<br />
In order to boost the pressure for further working,<br />
a turbo compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> used to activate a pressure<br />
at approximately 2 bar.<br />
The above�menti<strong>on</strong>ed flow of the boil�off gas <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
the traditi<strong>on</strong>al flow which has been used in gas<br />
carriers for years.<br />
In order to burn the boil�off gas in a high�pressure<br />
gas engine, a reciprocating compressor has to be<br />
installed.<br />
These compressors are well�known and used with<br />
various kinds of gases, delivered in units including<br />
all internal c<strong>on</strong>trol of the system, which operates<br />
together with engines. Futher the c<strong>on</strong>trol system<br />
has sufficient ability to adjust optimal flow to engines<br />
if the c<strong>on</strong>diti<strong>on</strong> of the boil�off gas, to the<br />
compressi<strong>on</strong> or requirements for the engine be<br />
changed. These gas compressors use c<strong>on</strong>trol of<br />
by�pass at engine part load, all depending of the<br />
applicati<strong>on</strong> necessary; please see the gas supply<br />
systems, Secti<strong>on</strong> 7.07.<br />
Page 3 of 11<br />
The compressors are capable of operating at engine<br />
shutdown and of manoeuvring the system<br />
without any delay or other difficulties, may appear<br />
for the operator. The operator will, in practice,<br />
operate the -GI engine as an ordinary HFO ME<br />
engine.<br />
Engine c<strong>on</strong>trol and safety system<br />
The -GI c<strong>on</strong>trol and safety system <str<strong>on</strong>g>is</str<strong>on</strong>g> built as an<br />
add�<strong>on</strong> system to the ME c<strong>on</strong>trol and safety system.<br />
It hardly requires any changes to the ME<br />
system, and it <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>sequently very simple to<br />
implement.<br />
The principle of the gas mode c<strong>on</strong>trol system <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
that it <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>trolled by the error between the wanted<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure and the actual measured<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>charge pressure from the compressor system.<br />
Depending <strong>on</strong> the size of th<str<strong>on</strong>g>is</str<strong>on</strong>g> error the amount of<br />
fuel�gas (or of pilot oil) <str<strong>on</strong>g>is</str<strong>on</strong>g> either increased or decreased.<br />
If there <str<strong>on</strong>g>is</str<strong>on</strong>g> any variati<strong>on</strong> over time in the calorific<br />
value of the fuel�gas it can be measured <strong>on</strong> the<br />
rpm of the crankshaft. Depending <strong>on</strong> the value<br />
measured, the amount of fuel�gas <str<strong>on</strong>g>is</str<strong>on</strong>g> either increased<br />
or decreased.<br />
The change in the calorific value over time <str<strong>on</strong>g>is</str<strong>on</strong>g> slow<br />
in relati<strong>on</strong> to the rpm of the engine. Therefore the<br />
required change of gas amount between injecti<strong>on</strong>s<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> relatively small.<br />
To make the engine easy to integrate with different<br />
suppliers of external gas delivering systems,<br />
the fuel gas c<strong>on</strong>trol system <str<strong>on</strong>g>is</str<strong>on</strong>g> made almost ‘stand<br />
al<strong>on</strong>e’. The exchanged signals are limited to Stop,<br />
Go, ESD, and pressure set�point signals.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 16.01<br />
ME�GI operati<strong>on</strong>al profiles/gas stream<br />
Start up <strong>on</strong><br />
HFO/DO<br />
BOG evaporated<br />
Engine <strong>on</strong> more<br />
than 30%load<br />
Emergency<br />
stop engine<br />
Not enough<br />
BOG for full<br />
Dual fuel<br />
operati<strong>on</strong><br />
Too high<br />
BOG amount<br />
evaporated<br />
Momentary<br />
shut off of gas<br />
supply system<br />
100%<br />
BOG<br />
100%<br />
BOG<br />
100%<br />
BOG<br />
Available<br />
BOG<br />
100%<br />
BOG<br />
100%<br />
BOG<br />
Compressor<br />
LNG tankers LP compressor<br />
Oxid<str<strong>on</strong>g>is</str<strong>on</strong>g>er HP compressor<br />
Fig. 16.01.04: ME�GI operati<strong>on</strong>al profiles/gas stream<br />
Gas led to<br />
oxid<str<strong>on</strong>g>is</str<strong>on</strong>g>er<br />
Gas led to<br />
oxid<str<strong>on</strong>g>is</str<strong>on</strong>g>er when<br />
too much BOG<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g><br />
Excess BOG<br />
burned in<br />
oxid<str<strong>on</strong>g>is</str<strong>on</strong>g>er<br />
Gas burned<br />
in oxid<str<strong>on</strong>g>is</str<strong>on</strong>g>er<br />
Compressor<br />
starts up<br />
Compressor<br />
up to 250 bar<br />
Compressor<br />
internal bypass<br />
of remaining gas<br />
Compressor<br />
up to 250 bar<br />
Compressor<br />
up to 250 bar<br />
Recirculati<strong>on</strong><br />
of gas<br />
to buffertank<br />
Compressor<br />
N 2 flushed<br />
in gas pipes<br />
Page 4 of 11<br />
Gas burned<br />
in ME�GI<br />
Gas burning +<br />
supplementary<br />
fuel oil between<br />
5�100%<br />
95% gas +<br />
5% HFO/DO<br />
Engine momentarily<br />
change to HFO when gas<br />
pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> reduced to less<br />
than 200 bar (Gas pipes and<br />
valves are flushed with N 2)<br />
178 52 62�6.2<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Engine
<strong>MAN</strong> B&W 16.01<br />
Cylinder C<strong>on</strong>trol Unit (CCU)<br />
The c<strong>on</strong>trol system includes <strong>on</strong>e CCU per cylinder.<br />
The CCU c<strong>on</strong>trols the electr<strong>on</strong>ic exhaust<br />
Valve Activati<strong>on</strong> (FIVA) and the Starting Air Valves<br />
(SAV), in accordance with the commands received<br />
from the ECU.<br />
All the CCUs are identical, and in the event of a<br />
failure of the CCU for <strong>on</strong>e cylinder <strong>on</strong>ly th<str<strong>on</strong>g>is</str<strong>on</strong>g> cylinder<br />
will automatically be put out of operati<strong>on</strong>.<br />
It should be noted that any electr<strong>on</strong>ic part could<br />
be replaced without stopping the engine, which<br />
will revert to normal operati<strong>on</strong> immediately after<br />
the replacement of the defective unit.<br />
Auxiliary C<strong>on</strong>trol Unit (ACU)<br />
The c<strong>on</strong>trol of the auxiliary equipment <strong>on</strong> the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> normally divided am<strong>on</strong>g three ACUs so that, in<br />
the event of a failure of <strong>on</strong>e unit, there <str<strong>on</strong>g>is</str<strong>on</strong>g> sufficient<br />
redundancy to permit c<strong>on</strong>tinuous operati<strong>on</strong> of the<br />
engine.<br />
The ACUs perform the c<strong>on</strong>trol of the auxiliary<br />
blowers, the c<strong>on</strong>trol of the electrically and engine<br />
driven hydraulic oil pumps of the Hydraulic Power<br />
Supply (HPS) unit, etc.<br />
Local Operating Panel (LOP)<br />
In normal operating the engine can be c<strong>on</strong>trolled<br />
from either the bridge or from the engine c<strong>on</strong>trol<br />
room.<br />
Alternatively, the LOP can be activated. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> redundant<br />
c<strong>on</strong>trol <str<strong>on</strong>g>is</str<strong>on</strong>g> to be c<strong>on</strong>sidered as a substitute<br />
for the previous Engine Side C<strong>on</strong>trol c<strong>on</strong>sole<br />
mounted directly <strong>on</strong>to the MC engine.<br />
The LOP <str<strong>on</strong>g>is</str<strong>on</strong>g> as standard placed <strong>on</strong> the engine.<br />
From the LOP, the basic functi<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g>,<br />
such as starting, engine speed c<strong>on</strong>trol, stopping,<br />
reversing, and the most important engine data are<br />
d<str<strong>on</strong>g>is</str<strong>on</strong>g>played.<br />
Page 5 of 11<br />
Hydraulic Power Supply (HPS)<br />
The purpose of the HPS unit <str<strong>on</strong>g>is</str<strong>on</strong>g> to deliver the<br />
necessary high pressure hydraulic oil flow to the<br />
hydraulic cylinder units (HCU) <strong>on</strong> the engine at<br />
the required pressure (approx. 200 bar) during<br />
start�up as well as in normal service.<br />
As hydraulic medium, normal lubricating oil <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
used, and it <str<strong>on</strong>g>is</str<strong>on</strong>g> in the standard executi<strong>on</strong> taken<br />
from the main lubricating oil system of the engine.<br />
The HPS unit can be driven either mechanically<br />
from the engine crankshaft, see Fig. 16.01.05.<br />
The HPS unit c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts, if mechanically driven, of:<br />
• A crankshaft driven step�up gear<br />
• Three or four engine driven pumps<br />
• Two electrically driven pumps<br />
• An automatic filter with a redundancy filter<br />
• A safety and accumulator unit.<br />
The multiple pump c<strong>on</strong>figurati<strong>on</strong> with standby<br />
pumps ensures redundancy with regard to the<br />
hydraulic power supply. The c<strong>on</strong>trol of the engine<br />
driven pumps and electrical pumps are divided<br />
between the three ACUs.<br />
The high pressure pipes between the HPS unit<br />
and the HCU are of the double walled type, having<br />
a leak detector. Emergency running <str<strong>on</strong>g>is</str<strong>on</strong>g> possible<br />
using the outer pipe as pressure c<strong>on</strong>tainment for<br />
the high pressure oil supply.<br />
The sizes and capacities of the HPS unit depend <strong>on</strong><br />
the engine type. Further details about the lubricating<br />
oil/hydraulic oil system can be found in Chapter 8.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 16.01<br />
Mechanical�hydraulic System with Hydraulic Power Supply Unit <strong>on</strong> Engine<br />
3 or 4 pumps<br />
depended of<br />
engine size<br />
130 PT 1204�1 ZL<br />
PT 1204�3 ZL<br />
PT 1204�3 ZL<br />
PT 1204�4 ZL<br />
Lubr. and<br />
cooling<br />
oil pipes<br />
Step�up<br />
gear, 50<br />
X<br />
F<br />
AD<br />
Hydraulic<br />
cylinder unit<br />
Hydraulic Power Supply unit<br />
350<br />
Safety and accumu�<br />
lator block, 300<br />
PT 1201�1 C<br />
PT 1201�2 C<br />
PT 1233 C 330<br />
320 PT 1201�3 C 335 ZV 1202 A<br />
309<br />
316<br />
To AE 345<br />
304 304 304 304<br />
305<br />
FT 1234 AH<br />
355<br />
335 335 335 335 310<br />
311<br />
215 215 215 215<br />
Alarm box<br />
To AE<br />
High pressure<br />
pipes, 505<br />
Engine driven<br />
pumps 201<br />
120<br />
Fuel oil inlet<br />
Fuel oil outlet<br />
Fuel oil drain<br />
Hydraulic p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
502<br />
LS 4112 AH 555<br />
To AE<br />
Alarm box<br />
Filter unit 130<br />
230<br />
XC 1232 C<br />
LS 1235 AH 360<br />
LS 1236 AH Z 361<br />
526 ZT 4111 C<br />
525 Exhaust valve<br />
450 450 450<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>tributor block, 410<br />
Schematic mechanical�hydraulic system<br />
Electrically<br />
driven<br />
pumps<br />
XC 1231 AL 106<br />
Back�flushing oil<br />
Main filter<br />
Fig. 16.01.05: Mechanical�hydraulic System with Hydraulic Power Supply Unit <strong>on</strong> Engine<br />
201<br />
230<br />
109<br />
Return<br />
to tank<br />
201<br />
Fuel valves, 510<br />
Fuel pump, 500<br />
Exhaust Valve<br />
Actuator, 515<br />
Fuel injecti<strong>on</strong><br />
plunger, 504<br />
Pos<br />
I<br />
230<br />
ZT 4114 C 501<br />
Umbrella Hydraulic<br />
sealing, 503 p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong>, 516<br />
201<br />
105<br />
101<br />
420<br />
230<br />
Alpha lubricator<br />
ZV 1202 B<br />
Oil supply to hydraulic<br />
‘pushrod’ for exhaust valve<br />
Hydraulic pushrod, 520<br />
Activati<strong>on</strong><br />
p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong>, 517<br />
Hydraulic p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
Page 6 of 11<br />
178 49 71�4.1<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
305<br />
M M<br />
290 250 250 290<br />
285<br />
Return to tank<br />
RU<br />
RW<br />
ZV 8204 C<br />
ZT 8203 C<br />
531<br />
115<br />
312 312<br />
Engine lubr. oil
<strong>MAN</strong> B&W 16.01<br />
Mechanical�hydraulic System with Hydraulic Power Supply Unit in Ship<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong><br />
Page 7 of 11<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 16.01<br />
Engine C<strong>on</strong>trol System Interface to Surrounding Systems<br />
To support the navigator, the vessels are<br />
equipped with a ship c<strong>on</strong>trol system, which includes<br />
subsystems to superv<str<strong>on</strong>g>is</str<strong>on</strong>g>e and protect the<br />
main propulsi<strong>on</strong> engine.<br />
The advanced Engine C<strong>on</strong>trol System (ECS) developed<br />
for the -GI engines includes the governor<br />
functi<strong>on</strong>, i.e. the engine speed c<strong>on</strong>trol and the<br />
engine reversing, as well as specific new functi<strong>on</strong>s<br />
<strong>on</strong>ly applicable <strong>on</strong> the -GI engine, and has<br />
interface to other external systems as indicated in<br />
Figs. 16.01.06 and 16.01.07.<br />
Alarm system<br />
The alarm system has no direct effect <strong>on</strong> the ECS.<br />
The alarm alerts the operator of an abnormal c<strong>on</strong>diti<strong>on</strong>.<br />
The alarm system <str<strong>on</strong>g>is</str<strong>on</strong>g> an independent system, in<br />
general covering more than the main engine itself,<br />
and its task <str<strong>on</strong>g>is</str<strong>on</strong>g> to m<strong>on</strong>itor the service c<strong>on</strong>diti<strong>on</strong><br />
and to activate the alarms if a normal service limit<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> exceeded.<br />
The signals from the alarm sensors can be used<br />
for the slow down functi<strong>on</strong> as well as for remote<br />
indicati<strong>on</strong>.<br />
Slow down system<br />
Some of the signals given by the sensors of the<br />
alarm system are used for the ‘Slow down <strong>request</strong>’<br />
signal to the ECS of the main engine.<br />
Safety system<br />
The engine safety system <str<strong>on</strong>g>is</str<strong>on</strong>g> an independent system<br />
with its respective sensors <strong>on</strong> the main engine,<br />
fulfilling the requirements of the respective<br />
classificati<strong>on</strong> society and <strong>MAN</strong> B&W <strong>Diesel</strong>.<br />
If a critical value <str<strong>on</strong>g>is</str<strong>on</strong>g> reached for <strong>on</strong>e of the measuring<br />
points, the input signal from the safety<br />
system must cause either a cancellable or a<br />
n<strong>on</strong>�cancellable shut down signal to the ECS.<br />
Page 8 of 11<br />
Telegraph system<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> system enables the navigator to transfer the<br />
commands of engine speed and directi<strong>on</strong> of rotati<strong>on</strong><br />
from the Bridge, the engine c<strong>on</strong>trol room or<br />
the Local Operating Panel (LOP), and it provides<br />
signals for speed setting and stop to the ECS.<br />
The engine c<strong>on</strong>trol room and the LOP are provided<br />
with combined telegraph and speed setting<br />
units.<br />
Remote C<strong>on</strong>trol system<br />
The remote c<strong>on</strong>trol system normally has two alternative<br />
c<strong>on</strong>trol stati<strong>on</strong>s:<br />
• the bridge c<strong>on</strong>trol<br />
• the engine c<strong>on</strong>trol room c<strong>on</strong>trol<br />
The remote c<strong>on</strong>trol system <str<strong>on</strong>g>is</str<strong>on</strong>g> to be delivered by<br />
an approved supplier.<br />
Power Management System<br />
The system handles the supply of electrical power<br />
<strong>on</strong>board, i. e. the starting and stopping of the generating<br />
sets as well as the activati<strong>on</strong> / deactivati<strong>on</strong><br />
of the main engine Shaft Generator (SG), � if fitted.<br />
The normal functi<strong>on</strong> involves starting, synchr<strong>on</strong><str<strong>on</strong>g>is</str<strong>on</strong>g>ing,<br />
phasing�in, transfer of electrical load and<br />
stopping of the generators based <strong>on</strong> the electrical<br />
load of the grid <strong>on</strong> board.<br />
The activati<strong>on</strong> / deactivati<strong>on</strong> of the SG <str<strong>on</strong>g>is</str<strong>on</strong>g> to be<br />
d<strong>on</strong>e within the engine speed range which fulfils<br />
the specified limits of the electrical frequency.<br />
Auxiliary equipment system<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 16.01<br />
The input signals for ‘Auxiliary system ready’ are<br />
given partly through the Remote C<strong>on</strong>trol system<br />
based <strong>on</strong> the status for:<br />
• gas supply system<br />
• fuel oil system<br />
• lube oil system<br />
• cooling water systems<br />
and partly from the ECS itself:<br />
• turning gear d<str<strong>on</strong>g>is</str<strong>on</strong>g>engaged<br />
• main starting valve ‘open’<br />
• c<strong>on</strong>trol air valve for sealing air ‘open’<br />
• c<strong>on</strong>trol air valve for air spring ‘open’<br />
• auxiliary blowers running<br />
• hydraulic power supply ready<br />
M<strong>on</strong>itoring systems<br />
In additi<strong>on</strong> to the PMI off�line system required<br />
for the installati<strong>on</strong> of the ME engine, PMI <strong>on</strong>�line<br />
and CoCoS�EDS can be used to improve the<br />
m<strong>on</strong>ito�ring of the engine.<br />
A descripti<strong>on</strong> of the systems can be found in<br />
Chapter 18 of the project guide and in our publicati<strong>on</strong>s:<br />
P.367: ‘PMI System Pressure Analyser’<br />
and<br />
P.413: ‘CoCoS, Computer C<strong>on</strong>trolled<br />
Surveillance’<br />
The former <str<strong>on</strong>g>is</str<strong>on</strong>g> also <str<strong>on</strong>g>available</str<strong>on</strong>g> at the Internet address:<br />
www.manbw.com under ‘Quicklinks’ →<br />
‘Technical Papers’ in the ‘Libraries’ category from<br />
where it can be downloaded.<br />
Instrumentati<strong>on</strong><br />
Chapter 18 in the Project Guide for the specific<br />
engine type includes l<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of instrumentati<strong>on</strong> for:<br />
• The -GI engine<br />
• The CoCoS�EDS <strong>on</strong>�line system<br />
• The class requirements and <strong>MAN</strong> B&W’s requirements<br />
for alarms, slow down and shut<br />
down for Unattended Machinery Spaces<br />
Engine and Compressor Interface<br />
Page 9 of 11<br />
The needed gas compressor inlet engine varies<br />
from 200 to 250 bar, depending <strong>on</strong> the engine<br />
load.<br />
Based <strong>on</strong> the speed / load setting signals coming<br />
from the -GI, the compressor c<strong>on</strong>trol will regulate<br />
the gas pressure accordingly.<br />
If the gas pressure inlet <str<strong>on</strong>g>is</str<strong>on</strong>g> not at the necessary<br />
pressure level, the engine will change over to a<br />
fuel oil operati<strong>on</strong>al mode.<br />
ME Shut�down <strong>on</strong> Alarm System<br />
In additi<strong>on</strong> to the ME engine shutdown, the alarm<br />
system gas limitati<strong>on</strong>s for high / low gas pressure<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> incorporated in the engine c<strong>on</strong>trol system as<br />
alarm for gas leakage in the piping and exhaust<br />
gas receiver and lack of pilot oil injecti<strong>on</strong>.<br />
Compressor C<strong>on</strong>trol<br />
The high gas compressor <str<strong>on</strong>g>is</str<strong>on</strong>g> provided with alarm<br />
and shutdown in the internal c<strong>on</strong>trol system.<br />
All operating c<strong>on</strong>diti<strong>on</strong>s are being m<strong>on</strong>itored internally<br />
in the compressor such as cooling water, gas<br />
compressors, speed, etc.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 16.01<br />
Pneumatic Manoeuvring Diagram<br />
ø16x2<br />
10<br />
PT 8505 AL YL<br />
11<br />
C<strong>on</strong>trol<br />
air supply<br />
1<br />
5<br />
7 bar<br />
B<br />
ø20x2.5<br />
ø20x2.5<br />
2<br />
PT 8503�A IALC<br />
PT 8503�B IALC 3 4 6<br />
C<strong>on</strong>nected to<br />
oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector<br />
ø20x2.5<br />
Fig. 16.01.06: Pneumatic Manoeuvring Diagram<br />
58<br />
ZS 1116�A+B C<br />
59<br />
ZS 1117�A+B C<br />
Starting<br />
valves<br />
15<br />
Exhaust valve<br />
51 ZV 1120�1 C<br />
Safety relief<br />
valve<br />
ZS 1111�A+B C<br />
39 38<br />
Service/blocked<br />
Open<br />
Main starting<br />
valve<br />
ZV 1121�A C<br />
30<br />
Page 10 of 11<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
ø16x2<br />
50<br />
20<br />
34<br />
32<br />
ZV 1121�B C<br />
ZV 1114 C<br />
36<br />
29<br />
ZS 1110�A+B C<br />
28<br />
ZS 1109�A+B C<br />
ø15x2<br />
Turning gear<br />
ø15x2<br />
ø16x2<br />
ZS 1112�A+B C<br />
35<br />
Slow turning<br />
valve<br />
Open<br />
Starting air<br />
supply 30 bar<br />
A<br />
41<br />
40 PT 8501�B IAC<br />
PT 8501�A IAC<br />
37<br />
178 49 73�8.2
<strong>MAN</strong> B&W 16.01<br />
ME�GI c<strong>on</strong>trol equipment Installati<strong>on</strong><br />
Bridge<br />
Opti<strong>on</strong>al<br />
PMI/CoCoS-<br />
EDS<br />
Engine C<strong>on</strong>trol Room<br />
Engine Room<br />
Net<br />
Serial/ Net<br />
MOP<br />
Back-Up<br />
MOP<br />
AMS<br />
Aux. Blower<br />
Starters<br />
Start up pump<br />
Starters<br />
AMS Alarm and M<strong>on</strong>itoring System<br />
CoCos Computer C<strong>on</strong>trolled Surveillance system<br />
ECS Engine C<strong>on</strong>trol System<br />
EDS Engine Diagnostics System<br />
LOP Local Operating Panel<br />
MOP Main Operating Panel<br />
Net Serial<br />
EICU A/B<br />
<strong>on</strong> Engine<br />
Fig. 16.01.07: Installati<strong>on</strong> of ME�GI c<strong>on</strong>trol equipment<br />
Net<br />
HW<br />
HW<br />
HW<br />
M<br />
3<br />
M<br />
3<br />
Net<br />
ECU A/B<br />
ACU 1,2,3<br />
MPC Multi Purpose C<strong>on</strong>trollers:<br />
ACU Auxiliary C<strong>on</strong>trol Unit<br />
CCU Cylinder C<strong>on</strong>trol Unit<br />
ECU Engine C<strong>on</strong>trol Unit<br />
EICU Engine Interface C<strong>on</strong>trol Unit<br />
RCS Remote C<strong>on</strong>trol System<br />
Page 11 of 11<br />
178 50 15�9.1<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 49 28-03<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Net<br />
HW<br />
HW<br />
HW<br />
RCS<br />
RCS<br />
HW<br />
HW<br />
Net<br />
LOP<br />
CCUs<br />
Telegraph<br />
Safety System<br />
HW<br />
HW<br />
Telegraph
<strong>MAN</strong> B&W 16.02<br />
Dual Fuel C<strong>on</strong>trol System<br />
General<br />
In additi<strong>on</strong> to the above a special dual fuel c<strong>on</strong>trol<br />
system <str<strong>on</strong>g>is</str<strong>on</strong>g> being developed to c<strong>on</strong>trol the dual�fuel<br />
operati<strong>on</strong> when the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> operating <strong>on</strong> compressed<br />
gaseous fuels. See Fig. 16.02.01. The<br />
c<strong>on</strong>trol system <str<strong>on</strong>g>is</str<strong>on</strong>g> the glue that ties all the dual fuel<br />
parts in the internal and the external system together<br />
and makes the engine run in gas mode.<br />
As menti<strong>on</strong>ed earlier the system <str<strong>on</strong>g>is</str<strong>on</strong>g> designed as an<br />
add�<strong>on</strong> system to the original ME c<strong>on</strong>trol system.<br />
The c<strong>on</strong>sequence <str<strong>on</strong>g>is</str<strong>on</strong>g> that the Bridge panel, the<br />
Main Operating Panel (MOP) & the Local Operating<br />
Panel (LOP) will stay unchanged. All operati<strong>on</strong>s<br />
in gas mode are therefore performed from<br />
the engine room al<strong>on</strong>e.<br />
When the dual fuel c<strong>on</strong>trol system <str<strong>on</strong>g>is</str<strong>on</strong>g> running the<br />
ex<str<strong>on</strong>g>is</str<strong>on</strong>g>ting ME c<strong>on</strong>trol and alarm system will stay in<br />
full operati<strong>on</strong>.<br />
Mainly for hardware reas<strong>on</strong>s the c<strong>on</strong>trol of the<br />
dual fuel operati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> divided into:<br />
• Plant c<strong>on</strong>trol<br />
• Fuel c<strong>on</strong>trol<br />
• Safety C<strong>on</strong>trol<br />
Plant c<strong>on</strong>trol<br />
The task of the plant c<strong>on</strong>trol <str<strong>on</strong>g>is</str<strong>on</strong>g> to handle the<br />
switch between the two stable states:<br />
• Gas Safe C<strong>on</strong>diti<strong>on</strong> State ( HFO <strong>on</strong>ly)<br />
• Dual�Fuel State<br />
The plant c<strong>on</strong>trol can operate all the fuel gas<br />
equipment shown in Fig. 1.06.01. For the plant<br />
c<strong>on</strong>trol to operate it <str<strong>on</strong>g>is</str<strong>on</strong>g> required that the Safety<br />
C<strong>on</strong>trol allows it to work otherw<str<strong>on</strong>g>is</str<strong>on</strong>g>e the Safety<br />
C<strong>on</strong>trol will overrule and return to a Gas Safe<br />
C<strong>on</strong>diti<strong>on</strong>.<br />
Fuel c<strong>on</strong>trol<br />
The task of the fuel c<strong>on</strong>trol <str<strong>on</strong>g>is</str<strong>on</strong>g> to determine the fuel<br />
gas index and the pilot oil index when running in<br />
the three different modes shown in Fig. 16.01.01.<br />
Safety c<strong>on</strong>trol<br />
The task of the safety system <str<strong>on</strong>g>is</str<strong>on</strong>g> to m<strong>on</strong>itor:<br />
Page 1 of 4<br />
• all fuel gas equipment and the related auxiliary<br />
equipment<br />
• the ex<str<strong>on</strong>g>is</str<strong>on</strong>g>ting shut down signal from the ME safety<br />
system.<br />
• the cylinder c<strong>on</strong>diti<strong>on</strong> for being in a c<strong>on</strong>diti<strong>on</strong><br />
allowing fuel gas to be injected.<br />
If <strong>on</strong>e of the above menti<strong>on</strong>ed failures <str<strong>on</strong>g>is</str<strong>on</strong>g> detected<br />
then the Safety C<strong>on</strong>trol releases the fuel gas Shut<br />
Down sequence below:<br />
The Shut down valve V4 and the master valve V1<br />
will be closed. The ELGI valves will be d<str<strong>on</strong>g>is</str<strong>on</strong>g>abled.<br />
The fuel gas will be blow out by opening valve V2<br />
and finally the gas pipe system will be purged with<br />
inert gas. See also Fig. 7.00.01.<br />
Architecture of the Dual Fuel C<strong>on</strong>trol<br />
System<br />
Dual Fuel running <str<strong>on</strong>g>is</str<strong>on</strong>g> not essential for the manoeuvrability<br />
of the ship as the engine will c<strong>on</strong>tinue<br />
to run <strong>on</strong> fuel oil if an unintended fuel gas stop<br />
occurs. The two fundamental architectural and<br />
design demands of the fuel gas Equipment are, in<br />
order of priority:<br />
• Safety to pers<strong>on</strong>nel must be at least <strong>on</strong> the<br />
same level as for a c<strong>on</strong>venti<strong>on</strong>al diesel engine<br />
• A fault in the Dual Fuel equipment must cause<br />
stop of gas operati<strong>on</strong> and change over to Gas<br />
Safe C<strong>on</strong>diti<strong>on</strong>.<br />
Which to some extent complement each other.<br />
The Dual Fuel C<strong>on</strong>trol System <str<strong>on</strong>g>is</str<strong>on</strong>g> designed to ‘fail<br />
to safe c<strong>on</strong>diti<strong>on</strong>’. See Fig. 16.02.02. All failures<br />
detected during fuel gas running and failures of<br />
the c<strong>on</strong>trol system itself will result in a fuel gas<br />
Stop / Shut Down and change over to fuel operati<strong>on</strong>.<br />
Followed by blow out and purging of high<br />
pressure fuel gas pipes which releases all gas<br />
from the entire gas supply system.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 50 61-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 16.02<br />
ECU � Engine C<strong>on</strong>trol Unit<br />
EICU � Engine Interface C<strong>on</strong>trol Unit<br />
ACU � Auxiliary C<strong>on</strong>trol Unit<br />
CCU � Cylinder C<strong>on</strong>trol Unit<br />
HPS � Hydraulic Power Supply<br />
SAV � Starting Air Valve<br />
CPS � Crankshaft Positi<strong>on</strong> Sensors<br />
ALS � Alpha Lubricator System<br />
MOP � Main Operati<strong>on</strong> Panel<br />
LOP � Local Operati<strong>on</strong> Panel<br />
ME � C<strong>on</strong>trol GI � C<strong>on</strong>trol<br />
On Bridge<br />
Bridge Panel<br />
In Engine C<strong>on</strong>trol Room<br />
ME<br />
GI<br />
ECR Panel<br />
Main Operati<strong>on</strong> Panel<br />
MOP<br />
Admin<str<strong>on</strong>g>is</str<strong>on</strong>g>trati<strong>on</strong> PC<br />
Back�up for MOP<br />
GCSU � Gas Cylinder Safety Unit per 4 cylinder<br />
GSSU � Gas System Safety Unit per 6 cylinder<br />
GECU � Gas Engine C<strong>on</strong>trol Unit<br />
GMOP � Gas Main Operati<strong>on</strong> Panel<br />
GACU � Gas Auxiliary C<strong>on</strong>trol Unit<br />
GCCU � Gas Cylinder C<strong>on</strong>trol Unit per 6 cylinder<br />
Fig. 16.02.01. ME�GI C<strong>on</strong>trol System<br />
GMOP<br />
EICU A EICU B<br />
Local Operati<strong>on</strong><br />
Panel � LOP<br />
In Engine Room/<br />
On Engine<br />
ECU B<br />
ECU A<br />
GECU GSSU 1 GSSU 2 GCSU 1 GCSU 2 GCSU 3<br />
GACU 2<br />
GACU 1<br />
1�6 cyl. 7�12 cyl. 1�4 cyl. 5�8 cyl. 9�12 cyl.<br />
GCCU<br />
Cylinder 7�12<br />
GCCU<br />
Cylinder 1�6<br />
PMI<br />
(<strong>on</strong>�line)<br />
PMI<br />
(<strong>on</strong>�line)<br />
PMI<br />
(<strong>on</strong>�line)<br />
CCU<br />
Cylinder n<br />
CCU<br />
Cylinder 1<br />
Sealing 10 Amp<br />
oil supply<br />
FAN<br />
Inert<br />
gas<br />
ELGI<br />
Cylinder 7?n?12<br />
ELGI<br />
Cylinder 1?n?6<br />
Page 2 of 4<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 50 61-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
ALS<br />
Cylinder n SAV<br />
Cylinder n<br />
ALS<br />
Cylinder 1 SAV<br />
Cylinder 1<br />
HCU<br />
Cylinder n<br />
HCU<br />
Cylinder 1<br />
ACU 3<br />
ACU 2<br />
ACU 1<br />
PUMP 3<br />
PUMP 2<br />
PUMP 1<br />
PUMP 2<br />
PUMP 1<br />
Filter<br />
Auxiliary<br />
blower 2<br />
Auxiliary<br />
blower 1<br />
M<br />
M<br />
M<br />
M<br />
M<br />
HPS<br />
TSA A/B<br />
Angle Encoders Crankshaft<br />
Positi<strong>on</strong><br />
sensor � MSA<br />
Angle Encoders + MSA = Tacho system<br />
178 53 03�5.1
<strong>MAN</strong> B&W 16.02<br />
Safe c<strong>on</strong>diti<strong>on</strong>/<br />
purged system<br />
Start of auxiliary<br />
equipment<br />
Purging<br />
Safe c<strong>on</strong>diti<strong>on</strong><br />
If the failure relates to the purging system it may<br />
be necessary to carry out purging manually before<br />
an engine repair <str<strong>on</strong>g>is</str<strong>on</strong>g> carried out. (<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> will be<br />
explained later).<br />
The Dual Fuel C<strong>on</strong>trol system <str<strong>on</strong>g>is</str<strong>on</strong>g> a single system<br />
without manual back�up c<strong>on</strong>trol.<br />
However, the following equipment <str<strong>on</strong>g>is</str<strong>on</strong>g> made redundant<br />
to secure that a single fault will not cause<br />
fuel gas stop:<br />
• The communicati<strong>on</strong> network <str<strong>on</strong>g>is</str<strong>on</strong>g> doubled in order<br />
to minimize the r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of interrupting the communicati<strong>on</strong><br />
between the c<strong>on</strong>trol units.<br />
• Vital sensors are doubled and <strong>on</strong>e set of these<br />
sensors <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to the Plant C<strong>on</strong>trol and<br />
the other to the Safety System. C<strong>on</strong>sequently<br />
a sensor failure which <str<strong>on</strong>g>is</str<strong>on</strong>g> not detectable <str<strong>on</strong>g>is</str<strong>on</strong>g> of no<br />
c<strong>on</strong>sequence for safe fuel gas operati<strong>on</strong>.<br />
C<strong>on</strong>trol Unit Hardware<br />
Start of fuel<br />
gas supply<br />
Stop to safe<br />
c<strong>on</strong>diti<strong>on</strong><br />
Fig. 16.02.02: Fuel gas operati<strong>on</strong> state model<br />
Running <strong>on</strong><br />
fuel gas<br />
178 53 70�4.0<br />
For the Dual Fuel C<strong>on</strong>trol System two different<br />
types of hardware are used: the Multi Purpose<br />
C<strong>on</strong>troller Units and the GCSU, both developed<br />
by <strong>MAN</strong> B&W <strong>Diesel</strong> A/S.<br />
The Multi Purpose C<strong>on</strong>troller Units are used for<br />
the following units: GECU, GACU, GCCU, and the<br />
GSSU. In the following a functi<strong>on</strong>ality descripti<strong>on</strong><br />
for each units <str<strong>on</strong>g>is</str<strong>on</strong>g> given, see also Fig. 16.02.01.<br />
Gas Main Operating Panel (GMOP)<br />
Page 3 of 4<br />
For the GI c<strong>on</strong>trol system an extra panel called<br />
GMOP <str<strong>on</strong>g>is</str<strong>on</strong>g> introduced. From here all manually operati<strong>on</strong>s<br />
can be initiated. For example the change<br />
between the different running modes can be d<strong>on</strong>e<br />
and the operator has the possibility to manually<br />
initiate the purging of the gas pipes system with<br />
inert gas.<br />
Additi<strong>on</strong>ally it c<strong>on</strong>tains the facilities to manually<br />
start up or to stop <strong>on</strong> fuel gas.<br />
GECU, Plants c<strong>on</strong>trol<br />
The GECU handles the Plant C<strong>on</strong>trol and in combinati<strong>on</strong><br />
with GCCU it also handles Fuel C<strong>on</strong>trol.<br />
Example: When ‘dual fuel’ Start <str<strong>on</strong>g>is</str<strong>on</strong>g> initiated manually<br />
by the operator, the Plant C<strong>on</strong>trol will start<br />
the automatic start sequence which will initiate<br />
start�up of the sealing oil pump. When the<br />
engine c<strong>on</strong>diti<strong>on</strong> for Dual Fuel running, which <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
m<strong>on</strong>itored by the GECU, <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>firmed to meet the<br />
prescribed demands, the Plant C<strong>on</strong>trol releases<br />
a ‘Start Dual Fuel Operati<strong>on</strong>’ signal for the GCCU<br />
(Fuel C<strong>on</strong>trol).<br />
In combinati<strong>on</strong> with the GCCU, the GECU will effect<br />
the fuel gas injecti<strong>on</strong> if all c<strong>on</strong>diti<strong>on</strong>s for Dual<br />
Fuel running are fulfilled.<br />
The Plant C<strong>on</strong>trol m<strong>on</strong>itors the c<strong>on</strong>diti<strong>on</strong> of the<br />
following:<br />
• HC ‘Sensors’<br />
• Gas Supply System<br />
• Sealing Oil System<br />
• Pipe Ventilati<strong>on</strong><br />
• Inert Gas System<br />
• Network c<strong>on</strong>necti<strong>on</strong> to other units of the Dual<br />
Fuel System<br />
and, if a failure occur, the Plant C<strong>on</strong>trol will automatically<br />
interrupt fuel gas start operati<strong>on</strong> and<br />
return the plant to Gas Safe C<strong>on</strong>diti<strong>on</strong>.<br />
The GECU also c<strong>on</strong>tains the Fuel C<strong>on</strong>trol which<br />
includes all facilities required for calculating the<br />
fuel gas index and the Pilot Oil index based <strong>on</strong> the<br />
command from the c<strong>on</strong>venti<strong>on</strong>al governor and the<br />
actual active mode.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 50 61-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 16.02<br />
Based <strong>on</strong> these data and including informati<strong>on</strong><br />
about the fuel gas pressure, the Fuel C<strong>on</strong>trol calculates<br />
the start and durati<strong>on</strong> time of the injecti<strong>on</strong>,<br />
then sends the signal to GCCU which effectuates<br />
the injecti<strong>on</strong> by c<strong>on</strong>trolling the ELGI valve.<br />
GACU, Auxiliary C<strong>on</strong>trol<br />
The GACU c<strong>on</strong>tains facilities necessary to c<strong>on</strong>trol<br />
the following auxiliary systems: The fan for<br />
ventilating of the double wall pipes, the sealing oil<br />
pump, the purging with inert gas and the gas supply<br />
system.<br />
The GACU c<strong>on</strong>trols:<br />
• Start/stop of pumps, fans, and of the gas supply<br />
system.<br />
• The sealing oil pressure set points<br />
• The pressure set points for the gas supply system.<br />
GCCU, ELGI c<strong>on</strong>trol<br />
The GCCU c<strong>on</strong>trols the ELGI valve <strong>on</strong> the basics<br />
of data calculated by the GECU.<br />
In due time before each injecti<strong>on</strong> the GCU receives<br />
informati<strong>on</strong> from the GECU of start timing<br />
for fuel gas injecti<strong>on</strong>, and the time for the injecti<strong>on</strong><br />
valve to stay open. If the GCCU receive a signal<br />
ready from the safety system and GCCU observes<br />
no abnormalities then the injecti<strong>on</strong> of fuel gas will<br />
starts at the relevant crankshaft positi<strong>on</strong>.<br />
The GSSU, fuel gas System M<strong>on</strong>itoring<br />
and C<strong>on</strong>trol<br />
The GSSU performs safety m<strong>on</strong>itoring of the fuel<br />
gas System and c<strong>on</strong>trols the fuel gas Shut Down.<br />
It m<strong>on</strong>itors the following:<br />
• Status of exhaust gas temperature<br />
• Pipe ventilati<strong>on</strong> of the double wall piping<br />
• Sealing Oil pressure<br />
• Fuel gas Pressure<br />
• GCSU ready signal<br />
Page 4 of 4<br />
If <strong>on</strong>e of the above parameters, referring to the<br />
relevant fuel gas state differs from normal service<br />
value, the GSSU overrules any other signals and<br />
fuel gas shut down will be released.<br />
After the cause of the shut down has been corrected<br />
the fuel gas operati<strong>on</strong> can be manually<br />
restarted.<br />
GCSU, PMI <strong>on</strong>�line<br />
The purpose of the GCSUs <str<strong>on</strong>g>is</str<strong>on</strong>g> to m<strong>on</strong>itor the cylinders<br />
by the PMI <strong>on</strong>�line system for being in c<strong>on</strong>diti<strong>on</strong><br />
for injecti<strong>on</strong> of fuel gas. The following events<br />
are m<strong>on</strong>itored:<br />
• Fuel gas accumulator pressure drop during injecti<strong>on</strong><br />
• Pilot oil injecti<strong>on</strong> pressure<br />
• Cylinder pressure:<br />
� Low compressi<strong>on</strong> pressure<br />
� Knocking<br />
� Low Expansi<strong>on</strong> pressure<br />
• Scavenge air pressure<br />
If <strong>on</strong>e of the events <str<strong>on</strong>g>is</str<strong>on</strong>g> abnormal the ELGI valve <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
closed and a shut down of fuel gas <str<strong>on</strong>g>is</str<strong>on</strong>g> activated by<br />
the GSSU.<br />
Safety remarks<br />
The primary design target of the dual fuel c<strong>on</strong>cept<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> to ensure a Dual Fuel C<strong>on</strong>trol System which will<br />
provide the highest possible degree of safety to<br />
pers<strong>on</strong>nel. C<strong>on</strong>sequently, a failure in the gas system<br />
will, in general, cause shut down of fuel gas<br />
running and subsequent purging of pipes and accumulators<br />
Fuel gas operati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> m<strong>on</strong>itored by the safety system,<br />
which will shut down fuel gas operati<strong>on</strong> in<br />
case of failure. Additi<strong>on</strong>ally, fuel gas operati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
m<strong>on</strong>itored by the Plant C<strong>on</strong>trol and the Fuel C<strong>on</strong>trol,<br />
and fuel gas operati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> stopped if <strong>on</strong>e of the<br />
systems detects a failure. As parameters vital for<br />
fuel gas operati<strong>on</strong> are m<strong>on</strong>itored, both by the Plant<br />
C<strong>on</strong>trol / Fuel C<strong>on</strong>trol and the Safety C<strong>on</strong>trol System,<br />
these systems will provide mutual back�up.<br />
<strong>MAN</strong> B&W ME/ME-C/ME-B/-GI engines 198 50 61-9.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Vibrati<strong>on</strong> Aspects<br />
17
<strong>MAN</strong> B&W 17.01<br />
Vibrati<strong>on</strong> Aspects<br />
The vibrati<strong>on</strong> character<str<strong>on</strong>g>is</str<strong>on</strong>g>tics of the two�stroke low<br />
speed diesel engines can for practical purposes<br />
be split up into four categories, and if the adequate<br />
countermeasures are c<strong>on</strong>sidered from the early<br />
project stage, the influence of the excitati<strong>on</strong> sources<br />
can be minim<str<strong>on</strong>g>is</str<strong>on</strong>g>ed or fully compensated.<br />
In general, the marine diesel engine may influence<br />
the hull with the following:<br />
• External unbalanced moments<br />
These can be classified as unbalanced 1st and<br />
2nd order external moments, which need to be<br />
c<strong>on</strong>sidered <strong>on</strong>ly for certain cylinder numbers<br />
• Guide force moments<br />
• Axial vibrati<strong>on</strong>s in the shaft system<br />
• Torsi<strong>on</strong>al vibrati<strong>on</strong>s in the shaft system.<br />
The external unbalanced moments and guide force<br />
moments are illustrated in Fig. 17.01.01.<br />
In the following, a brief descripti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> given of their<br />
origin and of the proper countermeasures needed<br />
to render them harmless.<br />
External unbalanced moments<br />
The inertia forces originating from the unbalanced<br />
rotating and reciprocating masses of the engine<br />
create unbalanced external moments although the<br />
external forces are zero.<br />
Of these moments, the 1st order (<strong>on</strong>e cycle per revoluti<strong>on</strong>)<br />
and the 2nd order (two cycles per revoluti<strong>on</strong>)<br />
need to be c<strong>on</strong>sidered for engines with a low number<br />
of cylinders. On 7�cylinder engines, also the 4th<br />
order external moment may have to be examined.<br />
The inertia forces <strong>on</strong> engines with more than 6 cylinders<br />
tend, more or less, to neutral<str<strong>on</strong>g>is</str<strong>on</strong>g>e themselves.<br />
Countermeasures have to be taken if hull res<strong>on</strong>ance<br />
occurs in the operating speed range, and if the vibrati<strong>on</strong><br />
level leads to higher accelerati<strong>on</strong>s and/or velo cities<br />
than the guidance values given by internati<strong>on</strong>al<br />
standards or recommendati<strong>on</strong>s (for instance related<br />
to special agreement between shipowner and shipyard).<br />
The natural frequency of the hull depends<br />
<strong>on</strong> the hull’s rigidity and d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong> of masses,<br />
whereas the vibrati<strong>on</strong> level at res<strong>on</strong>ance depends<br />
mainly <strong>on</strong> the magnitude of the external moment<br />
and the engine’s positi<strong>on</strong> in relati<strong>on</strong> to the vibrati<strong>on</strong><br />
nodes of the ship.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
A – Combusti<strong>on</strong> pressure<br />
B – Guide force<br />
C – Staybolt force<br />
D – Main bearing force<br />
Page 1 of 1<br />
C C<br />
1st order moment vertical 1 cycle/rev.<br />
2nd order moment, vertical 2 cycle/rev.<br />
D<br />
B<br />
1st order moment, horiz<strong>on</strong>tal<br />
1 cycle/rev.<br />
Guide force moment,<br />
H transverse Z cycles/rev.<br />
Z <str<strong>on</strong>g>is</str<strong>on</strong>g> 1 or 2 times number of cylinder<br />
Guide force moment,<br />
X transverse Z cycles/rev.<br />
Z = 1, 2, 3 ... 11, 12, 14<br />
Fig. 17.01.01: External unbalanced moments and guide<br />
force moments<br />
A<br />
178 06 82�8.2<br />
198 41 40�5.3
<strong>MAN</strong> B&W 17.02<br />
2nd Order Moments <strong>on</strong> 4, 5 and 6-cylinder Engines<br />
The 2nd order moment acts <strong>on</strong>ly in the vertical<br />
directi<strong>on</strong>. Precauti<strong>on</strong>s need <strong>on</strong>ly to be c<strong>on</strong>sidered<br />
for 4, 5 and 6-cylinder engines in general.<br />
Res<strong>on</strong>ance with the 2nd order moment may occur<br />
in the event of hull vibrati<strong>on</strong>s with more than<br />
3 nodes. C<strong>on</strong>trary to the calculati<strong>on</strong> of natural<br />
frequency with 2 and 3 nodes, the calculati<strong>on</strong> of<br />
the 4 and 5-node natural frequencies for the hull<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> a rather comprehensive procedure and often<br />
not very accurate, despite advanced calculati<strong>on</strong><br />
methods.<br />
A 2nd order moment compensator compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es two<br />
counter�rotating masses running at twice the engine<br />
speed.<br />
S60ME-C<br />
S65ME-C<br />
S70ME-C<br />
Cycles/min. *)<br />
250<br />
200<br />
150<br />
100<br />
<strong>MAN</strong> B&W S70ME�C/ME�GI, L70ME�C, S65ME�C/ME�GI,<br />
S60ME�C/ME�GI, L60ME�C<br />
50<br />
*) Frequency of engine moment<br />
M2V = 2 x engine speed<br />
Natural frequency<br />
cycles/min.<br />
5 node<br />
4 node 3 node 2 node 40,000 60,000<br />
dwt<br />
80,000<br />
178 61 17-2.0<br />
Fig. 17.02.01: Stat<str<strong>on</strong>g>is</str<strong>on</strong>g>tics of vertical hull vibrati<strong>on</strong>s, an example<br />
from tankers and bulk carriers<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Compensator soluti<strong>on</strong>s<br />
Page 1 of 3<br />
Several soluti<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> to cope with the<br />
2nd order moment, as shown in Fig. 17.03.02, out<br />
of which the most cost efficient <strong>on</strong>e can be chosen<br />
in the individual case, e.g.:<br />
1) No compensators, if c<strong>on</strong>sidered unnecessary<br />
<strong>on</strong> the bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of natural frequency, nodal point<br />
and size of the 2nd order moment.<br />
2) A compensator mounted <strong>on</strong> the aft end of the<br />
engine, driven by chain, opti<strong>on</strong>: 31 203.<br />
3) A compensator mounted <strong>on</strong> the fore end,<br />
driven from the crankshaft through a separate<br />
chain drive, opti<strong>on</strong>: 4 31 213.<br />
As standard, the compensators reduce the external<br />
2nd order moment to a level as for a 7-cylinder<br />
engine or less.<br />
Briefly speaking, soluti<strong>on</strong> 1) <str<strong>on</strong>g>is</str<strong>on</strong>g> applicable if the<br />
node <str<strong>on</strong>g>is</str<strong>on</strong>g> located far from the engine, or the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> positi<strong>on</strong>ed more or less between nodes. Soluti<strong>on</strong><br />
2) or 3) should be c<strong>on</strong>sidered where <strong>on</strong>e of<br />
the engine ends <str<strong>on</strong>g>is</str<strong>on</strong>g> positi<strong>on</strong>ed in a node or close to<br />
it, since a compensator <str<strong>on</strong>g>is</str<strong>on</strong>g> inefficient in a node or<br />
close to it and therefore superfluous.<br />
A dec<str<strong>on</strong>g>is</str<strong>on</strong>g>i<strong>on</strong> regarding the vibrati<strong>on</strong>al aspects and<br />
the possible use of compensators must be taken<br />
at the c<strong>on</strong>tract stage. If no experience <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g><br />
from s<str<strong>on</strong>g>is</str<strong>on</strong>g>ter ships, which would be the best bas<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
for deciding whether compensators are necessary<br />
or not, it <str<strong>on</strong>g>is</str<strong>on</strong>g> adv<str<strong>on</strong>g>is</str<strong>on</strong>g>able to make calculati<strong>on</strong>s to determine<br />
which of the soluti<strong>on</strong>s should be applied.<br />
198 42 20�8.7
<strong>MAN</strong> B&W 17.02<br />
Preparati<strong>on</strong> for compensators<br />
If compensator(s) are initially omitted, the engine<br />
can be delivered prepared for compensators to be<br />
fitted <strong>on</strong> engine fore end later <strong>on</strong>, but the dec<str<strong>on</strong>g>is</str<strong>on</strong>g>i<strong>on</strong><br />
to prepare or not must be taken at the c<strong>on</strong>tract<br />
stage, opti<strong>on</strong>: 4 31 212. Measurements taken during<br />
the sea trial, or later in service and with fully<br />
loaded ship, will be able to show if compensator(s)<br />
have to be fitted at all.<br />
If no calculati<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> at the c<strong>on</strong>tract<br />
stage, we adv<str<strong>on</strong>g>is</str<strong>on</strong>g>e to make preparati<strong>on</strong>s for the<br />
fitting of a compensator in the steering compartment,<br />
see Secti<strong>on</strong> 17.03.<br />
Basic design regarding compensators<br />
For 5 and 6-cylinder engines with mechanically<br />
driven HPS, the basic design regarding 2nd order<br />
moment compensators <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
• With compensator aft, EoD: 4 31 203<br />
• Prepared for compensator fore, EoD: 4 31 212<br />
For 5 and 6-cylinder engines with electrically<br />
driven HPS, the basic design regarding 2nd order<br />
moment compensators <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
• With electric balancer RotComp, EoD: 4 31 255<br />
• Prepared for compensator fore, EoD: 4 31 212<br />
The <str<strong>on</strong>g>available</str<strong>on</strong>g> opti<strong>on</strong>s for 5 and 6-cylinder engines<br />
are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in the Extent of Delivery. For 4-cylinder<br />
engines, the informati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
<strong>MAN</strong> B&W S70ME�C/ME�GI, L70ME�C, S65ME�C/ME�GI,<br />
S60ME�C/ME�GI, L60ME�C<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 3<br />
198 42 20�8.7
<strong>MAN</strong> B&W 17.02<br />
1st Order Moments <strong>on</strong> 4�cylinder Engines<br />
1st order moments act in both vertical and horiz<strong>on</strong>tal<br />
directi<strong>on</strong>. For our two�stroke engines with<br />
standard balancing these are of the same magnitudes.<br />
For engines with five cylinders or more, the 1st<br />
order moment <str<strong>on</strong>g>is</str<strong>on</strong>g> rarely of any significance to the<br />
ship. It can, however, be of a d<str<strong>on</strong>g>is</str<strong>on</strong>g>turbing magnitude<br />
in four�cylinder engines.<br />
Res<strong>on</strong>ance with a 1st order moment may occur<br />
for hull vibrati<strong>on</strong>s with 2 and/or 3 nodes. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g><br />
res<strong>on</strong>ance can be calculated with reas<strong>on</strong>able accuracy,<br />
and the calculati<strong>on</strong> will show whether a<br />
compensator <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary or not <strong>on</strong> four�cylinder<br />
engines.<br />
A res<strong>on</strong>ance with the vertical moment for the 2<br />
node hull vibrati<strong>on</strong> can often be critical, whereas<br />
the res<strong>on</strong>ance with the horiz<strong>on</strong>tal moment occurs<br />
at a higher speed than the nominal because of the<br />
higher natural frequency of horiz<strong>on</strong>tal hull vibrati<strong>on</strong>s.<br />
Balancing 1st order moments<br />
As standard, four�cylinder engines are fitted with<br />
1st order moment balancers in shape of adjustable<br />
counterweights, as illustrated in Fig. 17.02.02.<br />
These can reduce the vertical moment to an insignificant<br />
value (although, increasing corresp<strong>on</strong>dingly<br />
the horiz<strong>on</strong>tal moment), so th<str<strong>on</strong>g>is</str<strong>on</strong>g> res<strong>on</strong>ance <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
easily dealt with. A soluti<strong>on</strong> with zero horiz<strong>on</strong>tal<br />
moment <str<strong>on</strong>g>is</str<strong>on</strong>g> also <str<strong>on</strong>g>available</str<strong>on</strong>g>.<br />
1st order moment compensators<br />
In rare cases, where the 1st order moment will<br />
cause res<strong>on</strong>ance with both the vertical and the<br />
horiz<strong>on</strong>tal hull vibrati<strong>on</strong> mode in the normal speed<br />
range of the engine, a 1st order compensator can<br />
be introduced as an opti<strong>on</strong>, reducing the 1st order<br />
moment to a harmless value.<br />
<strong>MAN</strong> B&W S70MC/MC-C/ME�C/ME�GI, L70MC-C/ME�C,<br />
S65MC-C/ME�C/ME�GI, S60MC/MC-C/ME�C/ME�GI,<br />
L60MC-C/ME�C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME -B,<br />
S40MC -C/ME B, S35MC/MC -C/ME- B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 3 of 3<br />
Since res<strong>on</strong>ance with both the vertical and the<br />
horiz<strong>on</strong>tal hull vibrati<strong>on</strong> mode <str<strong>on</strong>g>is</str<strong>on</strong>g> rare, the standard<br />
engine <str<strong>on</strong>g>is</str<strong>on</strong>g> not prepared for the fitting of 1st order<br />
moment compensators.<br />
Data <strong>on</strong> 1st order moment compensators and<br />
preparati<strong>on</strong> as well as opti<strong>on</strong>s in the Extent of Delivery<br />
are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
Adjustable<br />
counterweights<br />
Aft<br />
Fixed<br />
counterweights<br />
Fig. 17.02.02: Examples of counterweights<br />
Fore<br />
Adjustable<br />
counterweights<br />
Fixed<br />
counterweights<br />
178 16 78�7.0<br />
198 39 25�0.5
<strong>MAN</strong> B&W 17.03<br />
Electrically Driven Moment Compensator<br />
If it <str<strong>on</strong>g>is</str<strong>on</strong>g> decided not to use chain driven moment<br />
compensators and, furthermore, not to prepare<br />
the main engine for compensators to be fitted<br />
later, another soluti<strong>on</strong> can be used, if annoying<br />
2nd order vibrati<strong>on</strong>s should occur: An electrically<br />
driven moment compensator synchr<strong>on</strong><str<strong>on</strong>g>is</str<strong>on</strong>g>ed to the<br />
correct phase relative to the external force or moment<br />
can neutral<str<strong>on</strong>g>is</str<strong>on</strong>g>e the excitati<strong>on</strong>.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> type of compensator needs an extra seating<br />
fitted, preferably, in the steering gear room where<br />
vibratory deflecti<strong>on</strong>s are largest and the effect of<br />
the compensator will therefore be greatest.<br />
The electrically driven compensator will not give<br />
r<str<strong>on</strong>g>is</str<strong>on</strong>g>e to d<str<strong>on</strong>g>is</str<strong>on</strong>g>torting stresses in the hull, but it <str<strong>on</strong>g>is</str<strong>on</strong>g> more<br />
expensive than the engine-mounted compensators.<br />
It does, however, offer several advantages<br />
over the engine mounted soluti<strong>on</strong>s:<br />
• When placed in the steering gear room, the<br />
compensator <str<strong>on</strong>g>is</str<strong>on</strong>g> not as sensitive to the positi<strong>on</strong>ing<br />
of the node as the compensators 2) and 3)<br />
menti<strong>on</strong>ed in Secti<strong>on</strong> 17.02.<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-B8, S46MC-C/ME-B, S42MC, S/L35MC, S26MC<br />
178 57 45-6.0<br />
Fig. 17.03.01: <strong>MAN</strong> <strong>Diesel</strong> 2nd order electrically driven moment compensator, separately mounted,<br />
opti<strong>on</strong>: 4 31 255<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
• The dec<str<strong>on</strong>g>is</str<strong>on</strong>g>i<strong>on</strong> whether or not to install compensators<br />
can be taken at a much later stage of a<br />
project, since no special versi<strong>on</strong> of the engine<br />
structure has to be ordered for the installati<strong>on</strong>.<br />
• No preparati<strong>on</strong> for a later installati<strong>on</strong> nor an extra<br />
chain drive for the compensator <strong>on</strong> the fore<br />
end of the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> required. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> saves the<br />
cost of such preparati<strong>on</strong>, often left unused.<br />
• Compensators could be retrofit, even <strong>on</strong> ships<br />
in service, and also be applied to engines with a<br />
higher number of cylinders than <str<strong>on</strong>g>is</str<strong>on</strong>g> normally c<strong>on</strong>sidered<br />
relevant, if found necessary.<br />
• The compensator <strong>on</strong>ly needs to be active at<br />
speeds critical for the hull girder vibrati<strong>on</strong>. Thus,<br />
it may be activated or deactivated at specified<br />
speeds automatically or manually.<br />
• Combinati<strong>on</strong>s with and without moment compensators<br />
are not required in torsi<strong>on</strong>al and axial<br />
vibrati<strong>on</strong> calculati<strong>on</strong>s, since the electrically<br />
driven moment compensator <str<strong>on</strong>g>is</str<strong>on</strong>g> not part of the<br />
mass-elastic system of the crankshaft.<br />
Furthermore, by using the compensator as a vibrati<strong>on</strong><br />
exciter a ship’s vibrati<strong>on</strong> pattern can easily<br />
be identified without having the engine running,<br />
e.g. <strong>on</strong> newbuildings at an advanced stage of<br />
c<strong>on</strong>structi<strong>on</strong>. If it <str<strong>on</strong>g>is</str<strong>on</strong>g> verified that a ship does not<br />
need the compensator, it can be removed and reused<br />
<strong>on</strong> another ship.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> a c<strong>on</strong>diti<strong>on</strong> for the applicati<strong>on</strong> of the rotating<br />
force moment compensator that no annoying l<strong>on</strong>gitudinal<br />
hull girder vibrati<strong>on</strong> modes are excited.<br />
Based <strong>on</strong> our present knowledge, and c<strong>on</strong>firmed<br />
by actual vibrati<strong>on</strong> measurements <strong>on</strong>board a ship,<br />
we do not expect such problems.<br />
Further to compensating 2nd order moments,<br />
electrically driven moment compensators are also<br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> for balancing other forces and moments.<br />
The <str<strong>on</strong>g>available</str<strong>on</strong>g> opti<strong>on</strong>s are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in the Extent of<br />
Delivery.<br />
198 42 22�1.5
<strong>MAN</strong> B&W 17.03<br />
Moment compensator<br />
Aft end, opti<strong>on</strong>: 4 31 203<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-B8, S46MC-C/ME-B, S42MC, S/L35MC, S26MC<br />
2<br />
Moment compensator<br />
Fore end, opti<strong>on</strong>: 4 31 213<br />
2 2<br />
Centre line<br />
crankshaft<br />
2<br />
3 and 4-node vertical hull girder mode<br />
4 Node<br />
3 Node<br />
Fig. 17.03.02: Compensati<strong>on</strong> of 2nd order vertical external moments<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Compensating moment<br />
F2C x Lnode<br />
outbalances M2V<br />
F2C<br />
M2V<br />
Lnode<br />
Node AFT<br />
Moment from compensator<br />
M2C reduces M2V<br />
M2V<br />
M2C<br />
Page 2 of 2<br />
Electrically driven moment compensator<br />
Compensating moment<br />
F D x Lnode<br />
outbalances M2V<br />
F D<br />
L D node<br />
M2V<br />
Node Aft<br />
178 27 10�4.1<br />
198 42 22�1.5
<strong>MAN</strong> B&W 17.04<br />
Power Related Unbalance<br />
To evaluate if there <str<strong>on</strong>g>is</str<strong>on</strong>g> a r<str<strong>on</strong>g>is</str<strong>on</strong>g>k that 1st and 2nd order<br />
external moments will excite d<str<strong>on</strong>g>is</str<strong>on</strong>g>turbing hull<br />
vibrati<strong>on</strong>s, the c<strong>on</strong>cept Power Related Unbalance<br />
(PRU) can be used as a guidance, see Table<br />
17.04.01 below.<br />
PRU =<br />
External ___________ moment<br />
Engine power Nm/kW<br />
With the PRU�value, stating the external moment<br />
relative to the engine power, it <str<strong>on</strong>g>is</str<strong>on</strong>g> possible to give<br />
an estimate of the r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of hull vibrati<strong>on</strong>s for a specific<br />
engine.<br />
Table 17.04.01: Power Related Unbalance (PRU) values in Nm/kW<br />
Calculati<strong>on</strong> of External Moments<br />
In the table at the end of th<str<strong>on</strong>g>is</str<strong>on</strong>g> chapter, the external<br />
moments (M 1 ) are stated at the speed (n 1 ) and<br />
MCR rating in point L 1 of the layout diagram. For<br />
other speeds (n A ), the corresp<strong>on</strong>ding external moments<br />
(M A ) are calculated by means of the formula:<br />
M = M x A 1 { n __ A<br />
n } 1<br />
2<br />
kNm<br />
(The tolerance <strong>on</strong> the calculated values <str<strong>on</strong>g>is</str<strong>on</strong>g> 2.5%).<br />
Page 1 of 1<br />
Based <strong>on</strong> service experience from a great number<br />
of large ships with engines of different types and<br />
cylinder numbers, the PRU�values have been<br />
classified in four groups as follows:<br />
PRU Nm/kW Need for compensator<br />
0 - 60 Not relevant<br />
60 - 120 Unlikely<br />
120 - 220 Likely<br />
220 - Most likely<br />
S65ME-C8/-GI – 2,870 kW/cyl at 95 r/min<br />
5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 14 cyl.<br />
PRU acc. to 1st order, Nm/kW 15.8 0.0 6.7 19.8 N.a. N.a. N.a. N.a. N.a.<br />
PRU acc. to 2nd order, Nm/kW 188.2 109.1 27.1 0.0 N.a. N.a. N.a. N.a. N.a.<br />
Based <strong>on</strong> external moments in layout point L 1<br />
N.a. Not applicable<br />
<strong>MAN</strong> B&W S65ME-C8/-GI 198 69 85-2.1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 17.05<br />
Guide Force Moments<br />
The so�called guide force moments are caused<br />
by the transverse reacti<strong>on</strong> forces acting <strong>on</strong> the<br />
crossheads due to the c<strong>on</strong>necting rod/crankshaft<br />
mechan<str<strong>on</strong>g>is</str<strong>on</strong>g>m. These moments may excite engine<br />
vibrati<strong>on</strong>s, moving the engine top athwartships<br />
and causing a rocking (excited by H�moment) or<br />
tw<str<strong>on</strong>g>is</str<strong>on</strong>g>ting (excited by X�moment) movement of the<br />
engine as illustrated in Fig. 17.05.01.<br />
The guide force moments corresp<strong>on</strong>ding to the<br />
MCR rating (L 1 ) are stated in Table 17.07.01.<br />
Top bracing<br />
The guide force moments are harmless except<br />
when res<strong>on</strong>ance vibrati<strong>on</strong>s occur in the engine/<br />
double bottom system.<br />
As th<str<strong>on</strong>g>is</str<strong>on</strong>g> system <str<strong>on</strong>g>is</str<strong>on</strong>g> very difficult to calculate with the<br />
necessary accuracy, <strong>MAN</strong> <strong>Diesel</strong> str<strong>on</strong>gly recommend,<br />
as standard, that top bracing <str<strong>on</strong>g>is</str<strong>on</strong>g> installed<br />
between the engine’s upper platform brackets<br />
and the casing side.<br />
The vibrati<strong>on</strong> level <strong>on</strong> the engine when installed in<br />
the vessel must comply with <strong>MAN</strong> <strong>Diesel</strong> vibrati<strong>on</strong><br />
limits as stated in Fig. 17.05.02.<br />
Lz<br />
L<br />
H-type<br />
Fig. 17.05.01: H�type and X�type guide force moments<br />
Lx<br />
Z<br />
MH<br />
Lz<br />
L<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>tX<br />
Cyl.X Mx<br />
Top bracing level<br />
Middle positi<strong>on</strong> of guide plane<br />
Crankshaft centre line<br />
Engine seating level<br />
Page 1 of 3<br />
We recommend using the hydraulic top bracing<br />
which allow adjustment to the loading c<strong>on</strong>diti<strong>on</strong>s<br />
of the ship. Mechanical top bracings with stiff<br />
c<strong>on</strong>necti<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
With both types of top bracing, the above-menti<strong>on</strong>ed<br />
natural frequency will increase to a level<br />
where res<strong>on</strong>ance will occur above the normal engine<br />
speed. Details of the top bracings are shown<br />
in Chapter 05.<br />
Definiti<strong>on</strong> of Guide Force Moments<br />
Over the years it has been d<str<strong>on</strong>g>is</str<strong>on</strong>g>cussed how to define<br />
the guide force moments. Especially now that<br />
complete FEM�models are made to predict hull/<br />
engine interacti<strong>on</strong>, the propeller definiti<strong>on</strong> of these<br />
moments has become increasingly important.<br />
H�type Guide Force Moment (M H )<br />
Each cylinder unit produces a force couple c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ting<br />
of:<br />
1. A force at crankshaft level<br />
2. Another force at crosshead guide level. The positi<strong>on</strong><br />
of the force changes over <strong>on</strong>e revoluti<strong>on</strong><br />
as the guide shoe reciprocates <strong>on</strong> the guide.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 42 23�3.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
X-type<br />
Lx<br />
X<br />
178 06 81�6.4
<strong>MAN</strong> B&W 17.05<br />
Vibrati<strong>on</strong> Limits Valid for Single Order Harm<strong>on</strong>ics<br />
5x10 2 mm/s<br />
10 2 mm/s<br />
Velocity<br />
10 mm/s<br />
1 mm/s<br />
5x10 -1 mm/s<br />
60 100 1.000 6.000 c/min<br />
Fig.17.05.02: Vibrati<strong>on</strong> limits<br />
±2mm<br />
±1mm<br />
10 mm/s 2<br />
10 mm<br />
ΙΙΙ<br />
±50mm/s<br />
ΙΙ<br />
±25mm/s<br />
Ι<br />
Page 2 of 3<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 42 23�3.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
±10m/s 2<br />
10 2 mm/s 2<br />
1 Hz 10 Hz Frequency<br />
100 Hz<br />
Z<strong>on</strong>e Ι: Acceptable<br />
Z<strong>on</strong>e ΙΙ: Vibrati<strong>on</strong> will not damage the main engine, however,<br />
under adverse c<strong>on</strong>diti<strong>on</strong>s, annoying/harmful vibrati<strong>on</strong><br />
resp<strong>on</strong>ses may appear in the c<strong>on</strong>nected structures<br />
Z<strong>on</strong>e ΙΙΙ: Not acceptable<br />
1 mm<br />
10 5 mm/s 2<br />
10 -1 mm<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>placement<br />
10 4 mm/s 2<br />
10 -2 mm<br />
Accelerati<strong>on</strong><br />
10 3 mm/s 2<br />
10 -3 mm<br />
078 81 27-6.1
<strong>MAN</strong> B&W 17.05<br />
As the deflecti<strong>on</strong> shape for the H�type <str<strong>on</strong>g>is</str<strong>on</strong>g> equal<br />
for each cylinder, the N th order H�type guide force<br />
moment for an N�cylinder engine with regular firing<br />
order <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
N x M H(<strong>on</strong>e cylinder)<br />
For modelling purposes, the size of the forces in<br />
the force couple <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
Force = M H /L [kN]<br />
where L <str<strong>on</strong>g>is</str<strong>on</strong>g> the d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance between crankshaft level<br />
and the middle positi<strong>on</strong> of the crosshead guide<br />
(i.e. the length of the c<strong>on</strong>necting rod).<br />
As the interacti<strong>on</strong> between engine and hull <str<strong>on</strong>g>is</str<strong>on</strong>g> at<br />
the engine seating and the top bracing positi<strong>on</strong>s,<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> force couple may alternatively be applied in<br />
those positi<strong>on</strong>s with a vertical d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance of (L Z ).<br />
Then the force can be calculated as:<br />
Force Z = M H /L Z [kN]<br />
Any other vertical d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance may be applied so as<br />
to accomodate the actual hull (FEM) model.<br />
The force couple may be d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributed at any<br />
number of points in the l<strong>on</strong>gitudinal directi<strong>on</strong>. A<br />
reas<strong>on</strong>able way of dividing the couple <str<strong>on</strong>g>is</str<strong>on</strong>g> by the<br />
number of top bracing and then applying the forces<br />
at those points.<br />
Force Z, <strong>on</strong>e point = Force Z, total /N top bracing, total [kN]<br />
X�type Guide Force Moment (M X )<br />
The X�type guide force moment <str<strong>on</strong>g>is</str<strong>on</strong>g> calculated<br />
based <strong>on</strong> the same force couple as described<br />
above. However, as the deflecti<strong>on</strong> shape <str<strong>on</strong>g>is</str<strong>on</strong>g> tw<str<strong>on</strong>g>is</str<strong>on</strong>g>ting<br />
the engine, each cylinder unit does not c<strong>on</strong>tribute<br />
with an equal amount. The centre units<br />
do not c<strong>on</strong>tribute very much whereas the units at<br />
each end c<strong>on</strong>tributes much.<br />
A so�called ‘Bi�moment’ can be calculated (Fig.<br />
17.05.01):<br />
‘Bi�moment’ = Σ [force�couple(cyl.X) x d<str<strong>on</strong>g>is</str<strong>on</strong>g>tX]<br />
in kNm 2<br />
Page 3 of 3<br />
The X�type guide force moment <str<strong>on</strong>g>is</str<strong>on</strong>g> then defined<br />
as:<br />
M X = ‘Bi�Moment’/L kNm<br />
For modelling purpose, the size of the four (4)<br />
forces can be calculated:<br />
Force = M X /L X [kN]<br />
where:<br />
L X <str<strong>on</strong>g>is</str<strong>on</strong>g> the horiz<strong>on</strong>tal length between ‘force points’.<br />
Similar to the situati<strong>on</strong> for the H�type guide force<br />
moment, the forces may be applied in positi<strong>on</strong>s<br />
suitable for the FEM model of the hull. Thus the<br />
forces may be referred to another vertical level<br />
L Z above the crankshaft centre line. These forces<br />
can be calculated as follows:<br />
Force = Z, <strong>on</strong>e point M _____ x L x<br />
L x L [kN]<br />
In order to calculate the forces, it <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary<br />
to know the lengths of the c<strong>on</strong>necting rods = L,<br />
which are:<br />
Engine Type L in mm<br />
K98ME6/7 3,220<br />
K98ME�C6/7 3,090<br />
S90ME�C7/8 3,270<br />
K90ME9 3,320<br />
K90ME-C9 3,120<br />
K90ME-C6 3,159<br />
S80ME�C9 3,450<br />
S80ME�C7/8 3,280<br />
K80ME�C9 2,975<br />
K80ME�C6 2,920<br />
S70ME-C7/8 2,870<br />
S70ME�GI8 2,870<br />
L70ME�C7/8 2,660<br />
Engine Type L in mm<br />
S65ME�C8 2,730<br />
S65ME�GI8 2,730<br />
S60ME�C7/8 2,460<br />
S60ME�GI8 2,460<br />
S60ME�B8 2,460<br />
L60ME�C7/8 2,280<br />
S50ME�C7/8 2,050<br />
S50ME-B9 2,114<br />
S50ME-B8 2,050<br />
S46ME-B8 1,980<br />
S40ME-B9 1,770<br />
S35ME-B9 1,550<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 17�0.7<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 17.06<br />
Axial Vibrati<strong>on</strong>s<br />
When the crank throw <str<strong>on</strong>g>is</str<strong>on</strong>g> loaded by the gas pressure<br />
through the c<strong>on</strong>necting rod mechan<str<strong>on</strong>g>is</str<strong>on</strong>g>m, the<br />
arms of the crank throw deflect in the axial directi<strong>on</strong><br />
of the crankshaft, exciting axial vibrati<strong>on</strong>s. Through<br />
the thrust bearing, the system <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to the<br />
ship’s hull.<br />
Generally, <strong>on</strong>ly zero�node axial vibrati<strong>on</strong>s are of<br />
interest. Thus the effect of the additi<strong>on</strong>al bending<br />
stresses in the crankshaft and possible vibrati<strong>on</strong>s<br />
of the ship`s structure due to the reacti<strong>on</strong> force in<br />
the thrust bearing are to be c<strong>on</strong>sidered.<br />
An axial damper <str<strong>on</strong>g>is</str<strong>on</strong>g> fitted as standard <strong>on</strong> all engines,<br />
minim<str<strong>on</strong>g>is</str<strong>on</strong>g>ing the effects of the axial vibrati<strong>on</strong>s, 4 31 111.<br />
Torsi<strong>on</strong>al Vibrati<strong>on</strong>s<br />
The reciprocating and rotating masses of the engine<br />
including the crankshaft, the thrust shaft, the<br />
intermediate shaft(s), the propeller shaft and the<br />
propeller are for calculati<strong>on</strong> purposes c<strong>on</strong>sidered<br />
as a system of rotating masses (inertias) interc<strong>on</strong>nected<br />
by torsi<strong>on</strong>al springs. The gas pressure of<br />
the engine acts through the c<strong>on</strong>necting rod mechan<str<strong>on</strong>g>is</str<strong>on</strong>g>m<br />
with a varying torque <strong>on</strong> each crank throw,<br />
exciting torsi<strong>on</strong>al vibrati<strong>on</strong> in the system with different<br />
frequencies.<br />
In general, <strong>on</strong>ly torsi<strong>on</strong>al vibrati<strong>on</strong>s with <strong>on</strong>e and<br />
two nodes need to be c<strong>on</strong>sidered. The main<br />
critical order, causing the largest extra stresses<br />
in the shaft line, <str<strong>on</strong>g>is</str<strong>on</strong>g> normally the vibrati<strong>on</strong> with<br />
order equal to the number of cylinders, i.e., six<br />
cycles per revoluti<strong>on</strong> <strong>on</strong> a six cylinder engine.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> res<strong>on</strong>ance <str<strong>on</strong>g>is</str<strong>on</strong>g> positi<strong>on</strong>ed at the engine speed<br />
corresp<strong>on</strong>ding to the natural torsi<strong>on</strong>al frequency<br />
divided by the number of cylinders.<br />
The torsi<strong>on</strong>al vibrati<strong>on</strong> c<strong>on</strong>diti<strong>on</strong>s may, for certain<br />
installati<strong>on</strong>s require a torsi<strong>on</strong>al vibrati<strong>on</strong> damper,<br />
opti<strong>on</strong>: 4 31 105.<br />
Based <strong>on</strong> our stat<str<strong>on</strong>g>is</str<strong>on</strong>g>tics, th<str<strong>on</strong>g>is</str<strong>on</strong>g> need may ar<str<strong>on</strong>g>is</str<strong>on</strong>g>e for<br />
the following types of installati<strong>on</strong>:<br />
• Plants with c<strong>on</strong>trollable pitch propeller<br />
• Plants with unusual shafting layout and for special<br />
owner/yard requirements<br />
• Plants with 8�cylinder engines.<br />
<strong>MAN</strong> B&W S90MC-C/ME�C, S80MC-C/ME�C, S70MC/MC-C/ME�C/ME�GI,<br />
L70MC-C/ME�C, S65ME�C/ME�GI, S60MC/MC-C/ME�C/ME�GI/ME-B,<br />
L60MC-C/ME�C, S50MC/MC�C/ME-B/ME-C, S46MC-C/ME-B, S42MC,<br />
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
The so�called QPT (Quick Passage of a barred<br />
speed range Technique), <str<strong>on</strong>g>is</str<strong>on</strong>g> an alternative to a<br />
torsi<strong>on</strong>al vibrati<strong>on</strong> damper, <strong>on</strong> a plant equipped<br />
with a c<strong>on</strong>trollable pitch propeller. The QPT could<br />
be implemented in the governor in order to limit<br />
the vibratory stresses during the passage of the<br />
barred speed range.<br />
The applicati<strong>on</strong> of the QPT, opti<strong>on</strong>: 4 31 108, has to<br />
be decided by the engine maker and <strong>MAN</strong> <strong>Diesel</strong><br />
based <strong>on</strong> final torsi<strong>on</strong>al vibrati<strong>on</strong> calculati<strong>on</strong>s.<br />
Six�cylinder engines, require special attenti<strong>on</strong>.<br />
On account of the heavy excitati<strong>on</strong>, the natural<br />
frequency of the system with <strong>on</strong>e-node vibrati<strong>on</strong><br />
should be situated away from the normal operating<br />
speed range, to avoid its effect. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> can be<br />
achieved by changing the masses and/or the stiffness<br />
of the system so as to give a much higher, or<br />
much lower, natural frequency, called undercritical<br />
or overcritical running, respectively.<br />
Owing to the very large variety of possible shafting<br />
arrangements that may be used in combinati<strong>on</strong><br />
with a specific engine, <strong>on</strong>ly detailed torsi<strong>on</strong>al<br />
vibrati<strong>on</strong> calculati<strong>on</strong>s of the specific plant can<br />
determine whether or not a torsi<strong>on</strong>al vibrati<strong>on</strong><br />
damper <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary.<br />
Undercritical running<br />
The natural frequency of the <strong>on</strong>e-node vibrati<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> so adjusted that res<strong>on</strong>ance with the main critical<br />
order occurs about 35�45% above the engine<br />
speed at specified MCR.<br />
Such undercritical c<strong>on</strong>diti<strong>on</strong>s can be real<str<strong>on</strong>g>is</str<strong>on</strong>g>ed by<br />
choosing a rigid shaft system, leading to a relatively<br />
high natural frequency.<br />
The character<str<strong>on</strong>g>is</str<strong>on</strong>g>tics of an undercritical system are<br />
normally:<br />
• Relatively short shafting system<br />
• Probably no tuning wheel<br />
• Turning wheel with relatively low inertia<br />
• Large diameters of shafting, enabling the use of<br />
shafting material with a moderate ultimate tensile<br />
strength, but requiring careful shaft alignment,<br />
(due to relatively high bending stiffness)<br />
• Without barred speed range<br />
198 42 25�7.6
<strong>MAN</strong> B&W 17.06<br />
Critical Running<br />
When running undercritical, significant varying<br />
torque at MCR c<strong>on</strong>diti<strong>on</strong>s of about 100�150% of<br />
the mean torque <str<strong>on</strong>g>is</str<strong>on</strong>g> to be expected.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> torque (propeller torsi<strong>on</strong>al amplitude) induces<br />
a significant varying propeller thrust which, under<br />
adverse c<strong>on</strong>diti<strong>on</strong>s, might excite annoying l<strong>on</strong>gitudinal<br />
vibrati<strong>on</strong>s <strong>on</strong> engine/double bottom and/or<br />
deck house.<br />
The yard should be aware of th<str<strong>on</strong>g>is</str<strong>on</strong>g> and ensure that<br />
the complete aft body structure of the ship, including<br />
the double bottom in the engine room, <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
designed to be able to cope with the described<br />
phenomena.<br />
Overcritical running<br />
The natural frequency of the <strong>on</strong>e�node vibrati<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> so adjusted that res<strong>on</strong>ance with the main critical<br />
order occurs about 30�70% below the engine<br />
speed at specified MCR. Such overcritical c<strong>on</strong>diti<strong>on</strong>s<br />
can be real<str<strong>on</strong>g>is</str<strong>on</strong>g>ed by choosing an elastic<br />
shaft system, leading to a relatively low natural<br />
frequency.<br />
The character<str<strong>on</strong>g>is</str<strong>on</strong>g>tics of overcritical c<strong>on</strong>diti<strong>on</strong>s are:<br />
• Tuning wheel may be necessary <strong>on</strong> crankshaft<br />
fore end<br />
• Turning wheel with relatively high inertia<br />
• Shafts with relatively small diameters, requiring<br />
shafting material with a relatively high ultimate<br />
tensile strength<br />
• With barred speed range, EoD: 4 07 015, of<br />
about ±10% with respect to the critical engine<br />
speed.<br />
<strong>MAN</strong> B&W MC/MC-C/ME/ME-B/ME�C/ME�GI engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 2<br />
Torsi<strong>on</strong>al vibrati<strong>on</strong>s in overcritical c<strong>on</strong>diti<strong>on</strong>s may,<br />
in special cases, have to be eliminated by the use<br />
of a torsi<strong>on</strong>al vibrati<strong>on</strong> damper.<br />
Overcritical layout <str<strong>on</strong>g>is</str<strong>on</strong>g> normally applied for engines<br />
with more than four cylinders.<br />
Please note:<br />
We do not include any tuning wheel or torsi<strong>on</strong>al<br />
vibrati<strong>on</strong> damper in the standard scope of supply,<br />
as the proper countermeasure has to be found after<br />
torsi<strong>on</strong>al vibrati<strong>on</strong> calculati<strong>on</strong>s for the specific<br />
plant, and after the dec<str<strong>on</strong>g>is</str<strong>on</strong>g>i<strong>on</strong> has been taken if and<br />
where a barred speed range might be acceptable.<br />
For further informati<strong>on</strong> about vibrati<strong>on</strong> aspects,<br />
please refer to our publicati<strong>on</strong>s:<br />
An Introducti<strong>on</strong> to Vibrati<strong>on</strong> Aspects<br />
Vibrati<strong>on</strong> Character<str<strong>on</strong>g>is</str<strong>on</strong>g>tics of Two-stroke Engines<br />
The publicati<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> at<br />
www.mandiesel.com under<br />
‘Quicklinks’ → ‘Technical Papers’<br />
198 42 26�9.2
<strong>MAN</strong> B&W 17.07<br />
External Forces and Moments, S65ME-C8/-GI Layout point L 1 - SFOC<br />
No of cylinder : 5 6 7 8<br />
Table 17.07.01<br />
Page 1 of 1<br />
Firing type : 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6<br />
External forces [kN] :<br />
1. Order : Horiz<strong>on</strong>tal 0 0 0 0<br />
1. Order : Vertical 0 0 0 0<br />
2. Order : Vertical 0 0 0 0<br />
4. Order : Vertical 0 0 0 0<br />
6. Order : Vertical<br />
External moments [kNm] :<br />
0 16 0 0<br />
1. Order : Horiz<strong>on</strong>tal a) 227 0 135 454<br />
1. Order : Vertical a) 227 0 135 454<br />
2. Order : Vertical 2,699 c) 1,877 c) 545 0<br />
4. Order : Vertical 18 134 380 155<br />
6. Order : Vertical 1 0 1 0<br />
Guide force H-moments in [kNm] :<br />
1 x No. of cyl. 1,799 1,322 971 699<br />
2 x No. of cyl. 143 70 80 82<br />
3 x No. of cyl. 55 - - -<br />
Guide force X-moments in [kNm] :<br />
1. Order : 187 0 111 374<br />
2. Order : 448 311 90 0<br />
3. Order : 302 547 598 766<br />
4. Order : 69 532 1,511 614<br />
5. Order : 0 0 144 1,803<br />
6. Order : 39 0 23 0<br />
7. Order : 274 0 0 49<br />
8. Order : 173 120 9 0<br />
9. Order : 9 173 19 17<br />
10. Order : 0 39 112 0<br />
11. Order : 3 0 68 87<br />
12. Order : 23 0 5 18<br />
13. Order : 21 0 1 53<br />
14. Order : 2 16 0 0<br />
15. Order : 0 40 1 4<br />
16. Order : 2 14 4 0<br />
a) 1st order moments are, as standard, balanced so as to obtain equal values for horiz<strong>on</strong>tal and vertical moments for<br />
all cylinder numbers.<br />
c) 5 and 6-cylinder engines can be fitted with 2nd order moment compensators <strong>on</strong> the aft and fore end, reducing the<br />
2nd order external moment.<br />
<strong>MAN</strong> B&W S65ME-C8/-GI 198 49 04-0.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W<br />
M<strong>on</strong>itoring Systems and<br />
Instrumentati<strong>on</strong><br />
<strong>MAN</strong> <strong>Diesel</strong><br />
18
<strong>MAN</strong> B&W 18.01<br />
M<strong>on</strong>itoring Systems and Instrumentati<strong>on</strong><br />
The Engine C<strong>on</strong>trol System (ECS) can be sup‑<br />
ported by the computer<str<strong>on</strong>g>is</str<strong>on</strong>g>ed PMI system and<br />
the CoCoS�EDS <strong>on</strong>�line (Computer C<strong>on</strong>trolled<br />
Surveillance�Engine Diagnostics System), both of<br />
which have been in service since 994.<br />
The m<strong>on</strong>itoring system measures the main para‑<br />
meters of the engine and makes an evaluati<strong>on</strong> of<br />
the general engine c<strong>on</strong>diti<strong>on</strong>, indicating the coun‑<br />
termeasures to be taken. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> ensures that the<br />
engine performance <str<strong>on</strong>g>is</str<strong>on</strong>g> kept within the prescribed<br />
limits throughout the engine’s lifetime.<br />
In its basic design the ME�engine instrumentati<strong>on</strong><br />
c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of:<br />
• Engine C<strong>on</strong>trol System<br />
• Shut�down sensors, opti<strong>on</strong>: 4 75 24<br />
• PMI system type PT/S off�line, opti<strong>on</strong>: 4 75 208<br />
The opti<strong>on</strong>al extras are:<br />
• CoCoS system<br />
type EDS <strong>on</strong>�line, opti<strong>on</strong>: 4 09 660<br />
• PMI system, <strong>on</strong>�line, opti<strong>on</strong>: 4 75 2 5<br />
As most engines are sold for Unattended Machin‑<br />
ery Spaces (UMS), the following opti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> normally<br />
included:<br />
• Sensors for alarm, slow down and remote indi‑<br />
cati<strong>on</strong> according to the classificati<strong>on</strong> society’s<br />
and <strong>MAN</strong> <strong>Diesel</strong>’s requirements for UMS,<br />
opti<strong>on</strong>: 4 75 27, see Secti<strong>on</strong> 8.04.<br />
Sensors for CoCoS can be ordered, if required, as<br />
opti<strong>on</strong>: 4 75 29. They are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Secti<strong>on</strong> 8.03.<br />
All instruments are identified by a combinati<strong>on</strong> of<br />
symbols and a positi<strong>on</strong> number as shown in Sec‑<br />
ti<strong>on</strong> 8.07.<br />
Page of<br />
<strong>MAN</strong> B&W ME/ME-C/ME-GI/ME-B engines 198 45 80�2.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.02<br />
PMI System, Type PT/S Off�line<br />
On the ME�engines, the mechanical indicator system<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> replaced by a Pressure Analyser System<br />
for measurement of the cylinder combusti<strong>on</strong> pressure.<br />
The PMI pressure analyser systems measures the<br />
engine’s main parameters, such as cylinder pressure,<br />
scavenge air pressure, engine speed etc.<br />
enabling the engineer to run the diesel engine at<br />
its optimum performance.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> system gets its data from a high performance<br />
piezo�electric pressure transducer which <str<strong>on</strong>g>is</str<strong>on</strong>g> to be<br />
��<br />
�����<br />
�������������<br />
�������<br />
�����<br />
��������<br />
���������������<br />
������������ �����������<br />
Fig. 18.02.01: PMI type PT/S off�line, 4 75 208<br />
��<br />
�����������������<br />
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Page of 2<br />
mounted <strong>on</strong> the indicator valve. The transducer<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> moved from <strong>on</strong>e cylinder to another in order to<br />
complete measurements <strong>on</strong> all cylinders.<br />
The crankshaft positi<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> determined by means<br />
of the same trigger system as for the engine c<strong>on</strong>trol<br />
system.<br />
The PMI system compensates automatically for<br />
the tw<str<strong>on</strong>g>is</str<strong>on</strong>g>ting experienced by each <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> of the<br />
crankshaft due to the torque generated at different<br />
loads.<br />
������������<br />
����������������<br />
���������������<br />
��������������<br />
��������������<br />
178 59 57�7.0<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 81�4.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
����<br />
����������������������������<br />
�������������<br />
�������������������
<strong>MAN</strong> B&W 18.02<br />
PMI System, Type On�line<br />
Scavenge Air<br />
Pressure Sensor<br />
CA1<br />
CA4<br />
CA7<br />
SC1<br />
SC2<br />
SC3<br />
CA2<br />
Fig. 18.02.02: PMI type <strong>on</strong>�line, 4 75 215<br />
CA3<br />
Cyl.1 Cyl.2 Cyl.3<br />
CA5 CA6<br />
Cyl.4 Cyl.5 Cyl.6<br />
Cyl.7<br />
PMI<br />
MasterUnit<br />
PMI<br />
Slave Unit<br />
24V DC<br />
Power Supply<br />
Trigger Pulses<br />
from Crank Angle<br />
Pickup, Angle<br />
Encoder, etc.<br />
Page 2 of 2<br />
178 51 47�7.0<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 81�4.4<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
CJB<br />
Calibrati<strong>on</strong> Box<br />
with 8m cable<br />
Calibrati<strong>on</strong><br />
Transducer<br />
PC with PMI On-line System<br />
Software<br />
ENGINE ROOM<br />
ENGINE CONTROL ROOM<br />
Abbreviati<strong>on</strong>s:<br />
CA: Charge Amplifier<br />
SC: Signal C<strong>on</strong>diti<strong>on</strong>er<br />
Cyl: Engine Cylinder Sensor<br />
CJB: Calibrati<strong>on</strong> Juncti<strong>on</strong> Box
<strong>MAN</strong> B&W 18.03<br />
CoCoS Systems<br />
The Computer C<strong>on</strong>trolled Surveillance system <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
the family name of the software applicati<strong>on</strong> products<br />
from the <strong>MAN</strong> <strong>Diesel</strong> group.<br />
In order to obtain an easier, more versatile and<br />
c<strong>on</strong>tinuous diagnostics system, the Engine C<strong>on</strong>trol<br />
System and the PMI System <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended<br />
extended by the CoCoS�EDS products.<br />
CoCoS�EDS<br />
CoCoS�EDS, opti<strong>on</strong>: 4 09 660, ass<str<strong>on</strong>g>is</str<strong>on</strong>g>ts in engine<br />
performance evaluati<strong>on</strong> and provides detailed engine<br />
operati<strong>on</strong> surveillance.<br />
Key features are: <strong>on</strong>line data logging, m<strong>on</strong>itoring,<br />
trending, diagnostics and reporting.<br />
Table 8.03.0 l<str<strong>on</strong>g>is</str<strong>on</strong>g>ts the sensors required to enable<br />
<strong>on</strong>line diagnostics for the CoCoS�EDS, opti<strong>on</strong>:<br />
4 75 29.<br />
Page of 2<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 82�6.6<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.03<br />
CoCoS�EDS Sensor L<str<strong>on</strong>g>is</str<strong>on</strong>g>t<br />
Page 2 of 2<br />
Sensors required for the CoCoS-EDS <strong>on</strong>line engine performance analys<str<strong>on</strong>g>is</str<strong>on</strong>g>, opti<strong>on</strong>: 4 75 29, see Table<br />
8.03.0 . All pressure gauges are measuring relative pressure, except for ‘PT 8802 Ambient pressure’.<br />
Sensor Parameter name<br />
Fuel oil system data<br />
Table 18.03.01: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of sensors for CoCoS-EDS<br />
No.<br />
sensors<br />
Recommended<br />
range<br />
Resoluti<strong>on</strong><br />
3)<br />
PT 800 Inlet pressure 0 � 0 bar 0. bar<br />
TE 8005 Inlet temperature 0 � 200 °C 0. °C<br />
Cooling water system<br />
PT 842 Pressure air cooler inlet A/C 0 - 4 bar 0. bar<br />
TE 8422 Temperature air cooler inlet 0 � 00 °C 0. °C<br />
TE 8423 Temperature air cooler outlet A/C 0 � 00 °C 0. °C<br />
PDT 8424 dP cooling water across air cooler A/C 0 - 800 mbar 0. mbar<br />
Scavenging air system<br />
Remark<br />
PT 860 Scavenge air receiver pressure Rec. 0 � 4 bar mbar )<br />
TE 8605 Scavenge air cooler air inlet temperature A/C 0 � 200 °C 0. °C<br />
PDT 8606 dP air across scavenge air cooler A/C 0 � 00 mbar 0. mbar<br />
PDT 8607 dP air across T/C air intake filter T/C 0 - 00 mbar 0. mbar<br />
TE 8608 Scavenge air cooler air outlet temperature A/C 0 � 00 °C 0. °C Opti<strong>on</strong>al if <strong>on</strong>e T/C<br />
TE 8609 Scavenge air receiver temperature Rec. 0 � 00 °C 0. °C<br />
TE 86 2 T/C air intake temperature T/C 0 � 00 °C 0. °C<br />
Exhaust gas system<br />
TC 870 Exhaust gas temperature at turbine inlet T/C 0 - 600 °C 0. °C<br />
TC 8702 Exhaust gas temperature after exhaust valve Cyl. 0 - 600 °C 0. °C<br />
PT 8706 Exhaust gas receiver pressure Rec. 0 - 4 bar 0.0 bar<br />
TC 8707 Exhaust gas temperature at turbine outlet T/C 0 - 600 °C 0. °C<br />
PT 8708 Turbine back presssure T/C 0 - 00 mbar 0. mbar<br />
General data<br />
ZT 880 <strong>Turbo</strong>charger speed T/C rpm rpm<br />
PT 8802 Ambient pressure 900 � , 00 mbar mbar Absolute!<br />
ZT 4020 Engine speed rpm 0. rpm )<br />
XC 88 0 Governor index (relative) % 0. % )<br />
– Power take off/in from main engine shaft kW kW With opti<strong>on</strong><br />
(PTO/PTI) installed<br />
Pressure measurement<br />
XC 40 Mean Indicated Pressure, MIP Cyl. bar 0.0 bar 2)<br />
XC 402 Maximum Pressure, Pmax Cyl. bar 0. bar 2)<br />
XC 403 Compressi<strong>on</strong> Pressure, Pcomp Cyl. bar 0. bar 2)<br />
– PMI <strong>on</strong>line engine speed Cyl. rpm 0. rpm 2)<br />
) Signal acquired from Engine C<strong>on</strong>trol System (ECS)<br />
2) In case of <strong>MAN</strong> <strong>Diesel</strong> PMI system: signal from PMI system. Other MIP systems: signal from manual input<br />
3) Resoluti<strong>on</strong> of signals transferred to CoCoS-EDS (from the Alarm M<strong>on</strong>itoring System).<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 82�6.6<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.04<br />
Alarm – Slow Down and Shut Down System<br />
The shut down system must be electrically separated<br />
from other systems by using independent<br />
sensors, or sensors comm<strong>on</strong> for the alarm system<br />
but with galvanically separated electrical circuits,<br />
i.e. <strong>on</strong>e sensor with two sets of electrically independent<br />
terminals. The l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of sensors are shown<br />
in Table 8.04.04.<br />
Basic safety system design and supply<br />
The basic safety sensors for a <strong>MAN</strong> <strong>Diesel</strong> engine<br />
are designed for Unattended Machinery Space<br />
(UMS) and compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es:<br />
• the temperature sensors and pressure sensors<br />
that are specified in the ‘<strong>MAN</strong> <strong>Diesel</strong>’ column<br />
for shut down in Table 8.04.04.<br />
These sensors are included in the basic Extent of<br />
Delivery, EOD: 4 75 24.<br />
Alarm and slow down system design and supply<br />
The basic alarm and slow down sensors for a<br />
<strong>MAN</strong> <strong>Diesel</strong> engine are designed for Unattended<br />
Machinery Space (UMS) and compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es:<br />
• the sensors for alarm and slow down, opti<strong>on</strong>: 4<br />
75 27.<br />
The shut down and slow down panels can be ordered<br />
as opti<strong>on</strong>s: 4 75 6 0, 4 75 6 4 or 4 75 6 5<br />
whereas the alarm panel <str<strong>on</strong>g>is</str<strong>on</strong>g> yard’s supply, as it<br />
normally includes several other alarms than those<br />
for the main engine.<br />
For practical reas<strong>on</strong>s, the sensors for the engine<br />
itself are normally delivered from the engine supplier,<br />
so they can be wired to terminal boxes <strong>on</strong><br />
the engine.<br />
The number and positi<strong>on</strong> of the terminal boxes<br />
depends <strong>on</strong> the degree of d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling specified in<br />
the D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern for the transportati<strong>on</strong> of the<br />
engine based <strong>on</strong> the lifting capacities <str<strong>on</strong>g>available</str<strong>on</strong>g> at<br />
the engine maker and at the yard.<br />
Page of 7<br />
Alarm, slow down and remote indicati<strong>on</strong> sensors<br />
The Internati<strong>on</strong>al Associati<strong>on</strong> of Classificati<strong>on</strong> Societies<br />
(IACS) indicates that a comm<strong>on</strong> sensor can<br />
be used for alarm, slow down and remote indicati<strong>on</strong>.<br />
A general view of the alarm, slow down and shut<br />
down systems <str<strong>on</strong>g>is</str<strong>on</strong>g> shown in Fig. 8.04.0 .<br />
Tables 8.04.02 and 8.04.03 show the requirements<br />
by <strong>MAN</strong> <strong>Diesel</strong> for alarm and slow down<br />
and for UMS by the classificati<strong>on</strong> societies (Class),<br />
as well as IACS’ recommendati<strong>on</strong>s.<br />
The number of sensors to be applied to a specific<br />
plant for UMS <str<strong>on</strong>g>is</str<strong>on</strong>g> the sum of requirements of the<br />
classificati<strong>on</strong> society, the Buyer and <strong>MAN</strong> <strong>Diesel</strong>.<br />
If further analogue sensors are required, they can<br />
be ordered as opti<strong>on</strong>: 4 75 28.<br />
Slow down functi<strong>on</strong>s<br />
The slow down functi<strong>on</strong>s are designed to safeguard<br />
the engine comp<strong>on</strong>ents against overloading<br />
during normal service c<strong>on</strong>diti<strong>on</strong>s and to keep the<br />
ship manoeuvrable if fault c<strong>on</strong>diti<strong>on</strong>s occur.<br />
The slow down sequence must be adapted to the<br />
actual plant parameters, such as for FPP or CPP,<br />
engine with or without shaft generator, and to the<br />
required operating mode.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 70 40�3.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.04<br />
General outline of the electrical system<br />
The figure shows the c<strong>on</strong>cept approved by all<br />
classificati<strong>on</strong> societies.<br />
The shut down panel and slow down panel can be<br />
combined for some makers.<br />
The classificati<strong>on</strong> societies permit having comm<strong>on</strong><br />
sensors for slow down, alarm and remote<br />
indicati<strong>on</strong>.<br />
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Fig. 18.04.01: Panels and sensors for alarm and safety systems<br />
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Page 2 of 7<br />
One comm<strong>on</strong> power supply might be used, instead<br />
of the three indicated, provided that the<br />
systems are equipped with separate fuses.<br />
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178 30 10�0.5<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 70 40�3.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.04<br />
Alarms for UMS – Class and <strong>MAN</strong> <strong>Diesel</strong> requirements<br />
ABS<br />
BV<br />
CCS<br />
DNV<br />
GL<br />
KR<br />
LR<br />
NK<br />
RINA<br />
RS<br />
IACS<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Sensor and<br />
functi<strong>on</strong> Point of locati<strong>on</strong><br />
Fuel oil<br />
1 1 1 1 1 1 1 1 1 1 1 1 PT 8001 AL Fuel oil, inlet engine<br />
1 1 1 1 1 1 1 1 1 1 1 1 LS 8006 AH Leakage from high pressure pipes<br />
Lubricating oil<br />
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 AH Thrust bearing segment<br />
1 1 1 1 1 1 1 1 1 1 1 1 PT 8108 AL Lubricating oil inlet to main engine<br />
1 1 1 1 1 1 1 1 1 1 1 1 TE 8112 AH Lubricating oil inlet to main engine<br />
1 1 1 1 1 1 1 1 1 1 1 TE 811 AH P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling oil outlet/cylinder<br />
Page of 7<br />
1 1 1 1 1 1 1 1 1 1 1 FS 8114 AL P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling oil outlet/cylinder<br />
1 1 1 1 1 1 1 1 1 1 TE 8117 AH <strong>Turbo</strong>charger lubricating oil outlet from<br />
turbocharger/turbocharger<br />
1 TE 812 AH Main bearing oil outlet temperature/main bearing<br />
(S40/ 5ME-B9 <strong>on</strong>ly)<br />
1 XC 8126 AH Bearing wear (All types except S40/ 5ME-B9); sensor<br />
comm<strong>on</strong> for XC 8126/27<br />
1 XS 8127 A Bearing wear detector failure (All types except S40/<br />
5ME-B)<br />
1 1 1 1 1 PDS 8140 AH Lubricating oil differential pressure – cross filter<br />
1 XS 8150 AH Water in lubricating oil; sensor comm<strong>on</strong> for XS<br />
8150/51/52<br />
1 XS 8151 AH Water in lubricating oil – too high<br />
1 XS 8152 A Water in lubricating oil sensor not ready<br />
1 LS 8212 AL<br />
<strong>MAN</strong> B&W Alpha Lubricati<strong>on</strong><br />
Small box for heating element, low level<br />
1 Indicates that the sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
The sensors in the <strong>MAN</strong> <strong>Diesel</strong> column are included for Unattended Machinery Spaces (UMS), opti<strong>on</strong>: 4 75 127.<br />
The sensor identificati<strong>on</strong> codes and functi<strong>on</strong>s are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table 18.07.01.<br />
The tables are liable to change without notice, and are subject to latest class requirements.<br />
Table 18.04.02a: Alarm functi<strong>on</strong>s for UMS<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 83�8.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.04<br />
Alarms for UMS – Class and <strong>MAN</strong> <strong>Diesel</strong> requirements<br />
ABS<br />
BV<br />
CCS<br />
DNV<br />
GL<br />
KR<br />
LR<br />
NK<br />
RINA<br />
RS<br />
Table 18.04.02b: Alarm functi<strong>on</strong>s for UMS<br />
IACS<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Sensor and<br />
functi<strong>on</strong> Point of locati<strong>on</strong><br />
Hydraulic Power Supply<br />
Page 4 of 7<br />
1 XC 12 1 A Automatic main lube oil filter, failure (Boll & Kirch)<br />
Cooling water<br />
1 1 1 1 1 1 1 1 1 1 1 1 PT 8401 AL Jacket cooling water inlet<br />
1 PDS/PDT Jacket cooling water across engine; to be calculated<br />
840 AL in alarm system from sensor no. 8402 and 841<br />
1 1 TE 8407 AL Jacket cooling water inlet<br />
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 AH Jacket cooling water outlet, cylinder<br />
1 PT 841 I Jacket cooling water outlet, comm<strong>on</strong> pipe<br />
1 1 1 1 1 1 1 1 1 1 1 PT 8421 AL Cooling water inlet air cooler<br />
1 1 TE 8422 AH Cooling water inlet air cooler/air cooler<br />
1 1 1 1 1 1 1 1 1 1 1 PT 8501 AL<br />
Compressed air<br />
Starting air inlet to main starting valve<br />
1 1 1 1 1 1 1 1 1+ 1 1 1 PT 850 AL C<strong>on</strong>trol air inlet and fin<str<strong>on</strong>g>is</str<strong>on</strong>g>hed with engine<br />
1 1 PT 8505 AL Air inlet to air cylinder for exhaust valve<br />
1 1 1 PS 8604 AL<br />
Scavenge air<br />
Scavenge air, auxiliary blower, failure (Only ME-B)<br />
1 1 1 1÷ 1 TE 8609 AH Scavenge air receiver<br />
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 AH Scavenge air box – fire alarm, cylinder/cylinder<br />
1 1 1 1 1 1 1 1 1 1 1 LS 8611 AH Water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher – water level<br />
1 Indicates that the sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
The sensors in the <strong>MAN</strong> <strong>Diesel</strong> column are included for Unattended Machinery Spaces (UMS), opti<strong>on</strong>: 4 75 127.<br />
The sensor identificati<strong>on</strong> codes and functi<strong>on</strong>s are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table 18.07.01.<br />
The tables are liable to change without notice, and are subject to latest class requirements.<br />
Select <strong>on</strong>e of the alternatives<br />
+ Alarm for high pressure, too<br />
÷ Alarm for low pressure, too<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 83�8.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.04<br />
Alarms for UMS – Class and <strong>MAN</strong> <strong>Diesel</strong> requirements<br />
ABS<br />
BV<br />
CCS<br />
DNV<br />
GL<br />
KR<br />
LR<br />
NK<br />
RINA<br />
RS<br />
IACS<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Sensor and<br />
functi<strong>on</strong> Point of locati<strong>on</strong><br />
Exhaust gas<br />
1 1 1 1 1 1 (1) 1 1 1 1 1 TC 8701 AH Exhaust gas before turbocharger/turbocharger<br />
Page 5 of 7<br />
1 1 1 1 1 1 1 1 1 1 TC 8702 AH Exhaust gas after exhaust valve, cylinder/cylinder<br />
1 1 1 1 1 1 1 1 1 1 1 TC 8707 AH<br />
Exhaust gas outlet turbocharger/turbocharger (Yard’s<br />
supply)<br />
M<str<strong>on</strong>g>is</str<strong>on</strong>g>cellaneous<br />
1 ZT 8801 AH <strong>Turbo</strong>charger overspeed<br />
1 WT 8805 AH Vibrati<strong>on</strong> of turbocharger<br />
1 WT 8812 AH Axial vibrati<strong>on</strong> m<strong>on</strong>itor 2)<br />
1 1 1 1 1 1 1 1 1 1 1 XS 881 AH Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t in crankcase/cylinder; sensor comm<strong>on</strong> for<br />
XS 881 /14<br />
1 1 XS 8814 AL Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector failure<br />
1 XC 8816 I Shaftline earthing device<br />
1 TE 8820 AH Cylinder liner m<strong>on</strong>itoring/cylinder )<br />
1 1 1 1 1 1 1 1 1 1 1 1 XC 2201 A<br />
Engine C<strong>on</strong>trol System<br />
Power failure<br />
1 1 1 1 1 1 1 1 1 1 XC 2202 A ME comm<strong>on</strong> failure<br />
1 XC 2901 A<br />
Power Supply Units to Alarm System<br />
Low voltage ME power supply A<br />
1 XC 2902 A Low voltage ME power supply B<br />
1 XC 290 A Earth failure ME power supply<br />
1 Indicates that the sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
The sensors in the <strong>MAN</strong> <strong>Diesel</strong> column are included for Unattended Machinery Spaces (UMS), opti<strong>on</strong>: 4 75 127.<br />
The sensor identificati<strong>on</strong> codes and functi<strong>on</strong>s are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table 18.07.01.<br />
The tables are liable to change without notice, and are subject to latest class requirements.<br />
(1) May be combined with TC 8702 AH where turbocharger <str<strong>on</strong>g>is</str<strong>on</strong>g> mounted directly <strong>on</strong> the exhaust manifold.<br />
2) Required for: K-ME-C6/7 and K98ME6/7 engines with 11 and 14 cylinders.<br />
S-ME-C7/8, S-ME-GI7/8, and L-ME-C7/8 engines with 5 and 6 cylinders.<br />
S-ME-B8/9 engines with 5 and 6 cylinders mainly.<br />
(For K90ME9, K/S-ME-C9, and S50ME-B9 data <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>).<br />
) Required for: K98ME/ME-C6/7, S90ME-C7/8, K90ME/ME-C9 and K80ME-C9 engines<br />
Alarm for overheating of main, crank and crosshead bearings, opti<strong>on</strong>: 4 75 1 4.<br />
Table 18.04.02c: Alarm functi<strong>on</strong>s for UMS<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 83�8.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.04<br />
Slow down for UMS – Class and <strong>MAN</strong> <strong>Diesel</strong> requirements<br />
ABS<br />
BV<br />
CCS<br />
DNV<br />
GL<br />
KR<br />
LR<br />
NK<br />
RINA<br />
RS<br />
IACS<br />
Table 18.04.03: Slow down functi<strong>on</strong>s for UMS<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Sensor and<br />
functi<strong>on</strong> Point of locati<strong>on</strong><br />
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 YH Thrust bearing segment<br />
1 1 1 1* 1 1 1 1 1 1 1 1 PT 8108 YL Lubricating oil inlet to main engine<br />
1 1 TE 8112 YH Lubricating oil inlet to main engine<br />
1 1 1 1 1 1 1 1 1 1 1 TE 811 YH P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling oil outlet/cylinder<br />
Page 6 of 7<br />
1 1 1 1 1 1 1 1 1 1 1 FS 8114 YL P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling oil outlet/cylinder<br />
1 TE 812 YH Main bearing oil outlet temperature/main bearing<br />
(S40/ 5ME-B9 <strong>on</strong>ly)<br />
1 XC 8126 YH Bearing wear (All except S40/ 5ME-B9)<br />
1 1 1 1 1 1 1 1 1 1 1 PT 8401 YL Jacket cooling water inlet<br />
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 YH Jacket cooling water outlet, cylinder/cylinder<br />
1 1 1 TE 8609 YH Scavenge air receiver<br />
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 YH Scavenge air box fire-alarm, cylinder/cylinder<br />
1 1 1 TC 8701 YH Exhaust gas before turbocharger/turbocharger<br />
1 1 1 1 1 1 1 1 1 1 1 TC 8702 YH Exhaust gas after exhaust valve, cylinder/cylinder<br />
1 1 TC 8702 YH Exhaust gas after exhaust valve, cylinder/cylinder,<br />
deviati<strong>on</strong> from average<br />
1 WT 8812 YH Axial vibrati<strong>on</strong> m<strong>on</strong>itor 2)<br />
1 1 1* 1 1 1 1 1 1 1 XS 881 YH Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t in crankcase/cylinder<br />
1 Indicates that the sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
The sensors in the <strong>MAN</strong> <strong>Diesel</strong> column are included for Unattended Machinery Spaces (UMS), opti<strong>on</strong>: 4 75 127.<br />
The sensor identificati<strong>on</strong> codes and functi<strong>on</strong>s are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table 18.07.01.<br />
The tables are liable to change without notice, and are subject to latest class requirements.<br />
2) Required for: K-ME-C6/7 and K98ME6/7 engines with 11 and 14 cylinders.<br />
S-ME-C7/8, S-ME-GI7/8, and L-ME-C7/8 engines with 5 and 6 cylinders.<br />
S-ME-B8/9 engines with 5 and 6 cylinders mainly.<br />
(For K90ME9, K/S-ME-C9, and S50ME-B9 data <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>).<br />
Select <strong>on</strong>e of the alternatives * Or shut down<br />
Or alarm for low flow * Or shut down<br />
Or alarm for overheating of main, crank and crosshead bearings, opti<strong>on</strong>: 4 75 1 4.<br />
See also Table 18.04.04: Shut down functi<strong>on</strong>s for AMS and UMS<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 83�8.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.04<br />
Shut down for AMS and UMS – Class and <strong>MAN</strong> <strong>Diesel</strong> requirements<br />
ABS<br />
BV<br />
CCS<br />
DNV<br />
Page 7 of 7<br />
1 Indicates that the sensor <str<strong>on</strong>g>is</str<strong>on</strong>g> required.<br />
The sensors in the <strong>MAN</strong> <strong>Diesel</strong> column are included for Unattended Machinery Spaces (UMS), opti<strong>on</strong>: 4 75 127.<br />
The sensor identificati<strong>on</strong> codes and functi<strong>on</strong>s are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table 18.07.01.<br />
The tables are liable to change without notice, and are subject to latest class requirements.<br />
Or alarm for overheating of main, crank and crosshead bearings, opti<strong>on</strong>: 4 75 1 4.<br />
See also Table 18.04.0 : Slow down functi<strong>on</strong>s for UMS<br />
* Or slow down<br />
GL<br />
KR<br />
LR<br />
NK<br />
RINA<br />
Table 18.04.04: Shut down functi<strong>on</strong>s for AMS and UMS, opti<strong>on</strong>: 4 75 124<br />
RS<br />
IACS<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Sensor and<br />
functi<strong>on</strong> Point of locati<strong>on</strong><br />
1 1 1 1* 1 1 1 1 1 1 1 1 PS/PT 8109 Z Lubricating oil inlet to main engine and thrust<br />
bearing<br />
1 1 1 1* 1 1 1 1 1 1 1 1 ZT 4020 Z Engine overspeed<br />
1 1 1 1 1 1 1 1 TE/TS 8107 Z Thrust bearing segment<br />
1 PS/PT 8402 Z Jacket cooling water inlet<br />
* 1 XS 881 Z Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t in crankcase/cylinder<br />
Internati<strong>on</strong>al Associati<strong>on</strong> of Classificati<strong>on</strong> Societies<br />
The members of the Internati<strong>on</strong>al Associati<strong>on</strong> of Classificati<strong>on</strong> Societies, IACS, have agreed that the stated sensors are<br />
their comm<strong>on</strong> recommendati<strong>on</strong>, apart from each class’ requirements.<br />
The members of IACS are:<br />
ABS American Bureau of Shipping<br />
BV Bureau Veritas<br />
CCS China Classificati<strong>on</strong> Society<br />
DNV Det Norske Veritas<br />
GL German<str<strong>on</strong>g>is</str<strong>on</strong>g>cher Lloyd<br />
KR Korean Reg<str<strong>on</strong>g>is</str<strong>on</strong>g>ter<br />
LR Lloyd’s Reg<str<strong>on</strong>g>is</str<strong>on</strong>g>ter<br />
NK Nipp<strong>on</strong> Kaiji Kyokai<br />
RINA Reg<str<strong>on</strong>g>is</str<strong>on</strong>g>tro Italiano Navale<br />
RS Russian Maritime Reg<str<strong>on</strong>g>is</str<strong>on</strong>g>ter of Shipping<br />
and the assosiated member <str<strong>on</strong>g>is</str<strong>on</strong>g>:<br />
IRS Indian Reg<str<strong>on</strong>g>is</str<strong>on</strong>g>ter of Shipping<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 45 83�8.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.05<br />
Local Instruments<br />
Page 1 of 3<br />
The basic local instrumentati<strong>on</strong> <strong>on</strong> the engine, opti<strong>on</strong>s: 4 70 119 compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es thermometers, pressure gauges<br />
and other indicators located <strong>on</strong> the piping or mounted <strong>on</strong> panels <strong>on</strong> the engine. The tables 18.05.01a, b<br />
and c l<str<strong>on</strong>g>is</str<strong>on</strong>g>t those as well as sensors for slow down, alarm and remote indicati<strong>on</strong>, opti<strong>on</strong>: 4 75 127.<br />
Local instruments Remote sensors Point of locati<strong>on</strong><br />
Thermometer,<br />
stem type<br />
Temperature<br />
element/switch<br />
Hydraulic power supply<br />
TE 1270 HPS bearing temperature (Only K98ME/ME-C with HPS in centre positi<strong>on</strong>)<br />
Fuel oil<br />
TI 8005 TE 8005 Fuel oil, inlet engine<br />
Lubricating oil<br />
TI 8106 TE 8106 Thrust bearing segment<br />
TE/TS 8107 Thrust bearing segment<br />
TI 8112 TE 8112 Lubricating oil inlet to main engine<br />
TI 8113 TE 8113 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling oil outlet/cylinder<br />
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger<br />
(depends <strong>on</strong> turbocharger design)<br />
TE 8123 Main bearing oil outlet temperature/main bearing (S40/35ME-B9 <strong>on</strong>ly)<br />
Cylinder lubricating oil<br />
TE 8202 Cylinder lubricating oil inlet<br />
TS 8213 Cylinder lubricating heating<br />
High temperature cooling water, jacket cooling water<br />
TI 8407 TE 8407 Jacket cooling water inlet<br />
TI 8408 TE 8408 Jacket cooling water outlet, cylinder/cylinder<br />
TI 8409 TE 8409 Jacket cooling water outlet/turbocharger<br />
Low temperature cooling water, seawater or freshwater for central cooling<br />
TI 8422 TE 8422 Cooling water inlet, air cooler<br />
TI 8423 TE 8423 Cooling water outlet, air cooler/air cooler<br />
Scavenge air<br />
TI 8605 TE 8605 Scavenge air before air cooler/air cooler<br />
TI 8608 TE 8608 Scavenge air after air cooler/air cooler<br />
TI 8609 TE 8609 Scavenge air receiver<br />
TE 8610 Scavenge air box – fire alarm, cylinder/cylinder<br />
Thermometer,<br />
dial type<br />
Thermo couple<br />
TI 8701 TC 8701<br />
Exhaust gas<br />
Exhaust gas before turbocharger/turbocharger<br />
TI 8702 TC 8702 Exhaust gas after exhaust valve, cylinder/cylinder<br />
TC 8704 Exhaust gas inlet exhaust gas receiver<br />
TI 8707 TC 8707 Exhaust gas outlet turbocharger<br />
Table 18.05.01a: Local thermometers <strong>on</strong> engine, opti<strong>on</strong>s 4 70 119, and remote indicati<strong>on</strong> sensors, opti<strong>on</strong>: 4 75 127<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME�B engines 198 45 86�3.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.05<br />
Local instruments Remote sensors Point of locati<strong>on</strong><br />
Pressure gauge<br />
(manometer)<br />
Pressure<br />
transmitter/switch<br />
Fuel oil<br />
PI 8001 PT 8001 Fuel oil, inlet engine<br />
Lubricating oil<br />
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger<br />
PI 8108 PT 8108 Lubricating oil inlet to main engine<br />
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing<br />
PDS 8140 Lubricating oil differential pressure – cross filter<br />
High temperature jacket cooling water, jacket cooling water<br />
PI 8401 PT 8401 Jacket cooling water inlet<br />
PS/PT 8402 Jacket cooling water inlet (Only German<str<strong>on</strong>g>is</str<strong>on</strong>g>cher Lloyd)<br />
PDS/PDT 8403 Jacket cooling water across engine<br />
PT 8413 Jacket cooling water outlet, comm<strong>on</strong> pipe<br />
Page 2 of 3<br />
Low temperature cooling water, seawater or freshwater for central cooling<br />
PI 8421 PT 8421 Cooling water inlet, air cooler<br />
Compressed air<br />
PI 8501 PT 8501 Starting air inlet to main starting valve<br />
PI 8503 PT 8503 C<strong>on</strong>trol air inlet<br />
PT 8505 Air inlet to air cylinder for exhaust valve<br />
Scavenge air<br />
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)<br />
PDI 8606 PDT 8606 Pressure drop of air across cooler/air cooler<br />
PDT 8607 Pressure drop across blower filter of turbocharger (ABB turbochargers <strong>on</strong>ly)<br />
PI 8613 Pressure compressor spiral housing/turbocharger<br />
PDI 8614 Pressure drop across compressor spiral housing<br />
Exhaust gas<br />
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger<br />
M<str<strong>on</strong>g>is</str<strong>on</strong>g>cellaneous functi<strong>on</strong>s<br />
PI 8803 Air inlet for dry cleaning of turbocharger<br />
PI 8804 Water inlet for cleaning of turbocharger<br />
Table 18.05.01b: Local pressure gauges <strong>on</strong> engine, opti<strong>on</strong>s: 4 70 119, and remote indicati<strong>on</strong> sensors, opti<strong>on</strong>: 4 75 127<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME�B engines 198 45 86�3.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.05<br />
Local instruments Remote sensors Point of locati<strong>on</strong><br />
Other indicators Other transmitters/<br />
switches<br />
XC 1231<br />
Hydraulic power supply<br />
Automatic main lube oil filter, failure (Boll & Kirch)<br />
LS 1235 Leakage oil from hydraulic system<br />
LS 1236 Leakage oil from hydraulic system<br />
Engine cylinder comp<strong>on</strong>ents<br />
LS 4112 Leakage from hydraulic cylinder unit<br />
Fuel oil<br />
LS 8006 Leakage from high pressure pipes<br />
Lubricating oil<br />
FS 8114 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cooling oil outlet/cylinder<br />
XC 8126 Bearing wear (All types except S40/35ME-B9)<br />
XS 8127 Bearing wear detector failure (All types except S40-35ME-B9)<br />
XS 8150 Water in lubricating oil<br />
XS 8151 Water in lubricating oil – too high<br />
XS 8152 Water in lubricating oil sensor not ready<br />
Cylinder lube oil<br />
LS 8208 Level switch<br />
LS 8212 Small box for heating element, low level<br />
Scavenge air<br />
LS 8611 Water m<str<strong>on</strong>g>is</str<strong>on</strong>g>t catcher – water level<br />
Page 3 of 3<br />
M<str<strong>on</strong>g>is</str<strong>on</strong>g>cellaneous functi<strong>on</strong>s<br />
ZT 8801 I <strong>Turbo</strong>charger speed/turbocharger<br />
WI 8812 WT 8812 Axial vibrati<strong>on</strong> m<strong>on</strong>itor (For certain engines <strong>on</strong>ly, see note in Table 18.04.04)<br />
(WI 8812 instrument <str<strong>on</strong>g>is</str<strong>on</strong>g> part of the transmitter WT 8812)<br />
XS 8813 Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t in crankcase/cylinder<br />
XS 8814 Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector failure<br />
XC 8816 Shaftline earthing device<br />
Table 18.05.01c: Other indicators <strong>on</strong> engine, opti<strong>on</strong>s: 4 70 119, and remote indicati<strong>on</strong> sensors, opti<strong>on</strong>: 4 75 127<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME�B engines 198 45 86�3.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.06<br />
Other Alarm Functi<strong>on</strong>s<br />
Drain Box for Fuel Oil Leakage Alarm<br />
Any leakage from the fuel oil high pressure pipes<br />
of any cylinder <str<strong>on</strong>g>is</str<strong>on</strong>g> drained to a comm<strong>on</strong> drain box<br />
fitted with a level alarm. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> included for both<br />
Attended Machinery Space (AMS) and Unattended<br />
Machinery Space (UMS).<br />
Bearing C<strong>on</strong>diti<strong>on</strong> M<strong>on</strong>itoring<br />
Based <strong>on</strong> our experience we decided in 1990 that<br />
all plants, whether c<strong>on</strong>structed for AMS or for<br />
UMS, must include an oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector specified<br />
by <strong>MAN</strong> <strong>Diesel</strong>. Since then an Oil M<str<strong>on</strong>g>is</str<strong>on</strong>g>t Detector<br />
(OMD) and opti<strong>on</strong>ally some extent of Bearing<br />
Temperature M<strong>on</strong>itoring (BTM) equipment have<br />
made up the warning arrangements for preventi<strong>on</strong><br />
of crankcase explosi<strong>on</strong>s <strong>on</strong> two-stroke engines.<br />
Both warning systems are approved by the classificati<strong>on</strong><br />
societies.<br />
In order to achieve a resp<strong>on</strong>se to damage faster<br />
than possible with Oil M<str<strong>on</strong>g>is</str<strong>on</strong>g>t Detecti<strong>on</strong> and Bearing<br />
Temperature M<strong>on</strong>itoring al<strong>on</strong>e we introduce Bearing<br />
Wear M<strong>on</strong>itoring (BWM) systems. By m<strong>on</strong>itoring<br />
the actual bearing wear c<strong>on</strong>tinuously, mechanical<br />
damage to the crank-train bearings (main-,<br />
crank- and crosshead bearings) can be predicted<br />
in time to react and avoid damaging the journal<br />
and bearing housing.<br />
If the oil supply to a main bearing fails, the bearing<br />
temperature will r<str<strong>on</strong>g>is</str<strong>on</strong>g>e and in such a case a Bearing<br />
Temperature M<strong>on</strong>itoring system will trigger<br />
an alarm before wear actually takes place. For<br />
that reas<strong>on</strong> the ultimate protecti<strong>on</strong> against severe<br />
bearing damage and the optimum way of providing<br />
early warning, <str<strong>on</strong>g>is</str<strong>on</strong>g> a combined bearing wear and<br />
temperature m<strong>on</strong>itoring system.<br />
For all types of error situati<strong>on</strong>s detected by the<br />
different bearing c<strong>on</strong>diti<strong>on</strong> m<strong>on</strong>itoring systems<br />
applies that in additi<strong>on</strong> to damaging the comp<strong>on</strong>ents,<br />
in extreme cases, a r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of a crankcase<br />
explosi<strong>on</strong> ex<str<strong>on</strong>g>is</str<strong>on</strong>g>ts.<br />
Oil M<str<strong>on</strong>g>is</str<strong>on</strong>g>t Detector<br />
Page 1 of 5<br />
The oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector system c<strong>on</strong>stantly measures<br />
samples of the atmosphere in the crankcase compartments<br />
and reg<str<strong>on</strong>g>is</str<strong>on</strong>g>ters the results <strong>on</strong> an optical<br />
measuring track, where the opacity (degree<br />
of haziness) <str<strong>on</strong>g>is</str<strong>on</strong>g> compared with the opacity of the<br />
atmospheric air. If an increased difference <str<strong>on</strong>g>is</str<strong>on</strong>g> recorded,<br />
a slow down <str<strong>on</strong>g>is</str<strong>on</strong>g> activated (a shut down in<br />
case of German<str<strong>on</strong>g>is</str<strong>on</strong>g>cher Lloyd).<br />
Furthermore, for shop trials <strong>on</strong>ly <strong>MAN</strong> <strong>Diesel</strong> requires<br />
that the oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector <str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>nected to<br />
the shut down system.<br />
Four alternative oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detectors are <str<strong>on</strong>g>available</str<strong>on</strong>g>:<br />
4 75 161 Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector Graviner MK6.<br />
Make: Kidde Fire Protecti<strong>on</strong><br />
4 75 163 Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector V<str<strong>on</strong>g>is</str<strong>on</strong>g>atr<strong>on</strong> VN 215/93.<br />
Make: Schaller Automati<strong>on</strong><br />
4 75 165 Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector QMI.<br />
Make: Quality M<strong>on</strong>itoring Instruments Ltd.<br />
4 75 166 Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector MD-SX.<br />
Make: Daihatsu <strong>Diesel</strong> Mfg. Co., Ltd.<br />
4 75 167 Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector V<str<strong>on</strong>g>is</str<strong>on</strong>g>i<strong>on</strong> III C.<br />
Make: Specs Corporati<strong>on</strong><br />
Diagrams of the two of them are shown for reference<br />
in Figs. 18.06.01a and 18.06.01b.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 45 87�5.7<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.06<br />
Fig. 18.06.01a: Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector pipes <strong>on</strong> engine, type Graviner MK6 from Kidde Fire Protecti<strong>on</strong> (4 75 161)<br />
Siph<strong>on</strong>�block<br />
Page 2 of 5<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 45 87�5.7<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Cables<br />
XS 8813 AH Y<br />
Exhaust air c<strong>on</strong>necti<strong>on</strong> to crank space<br />
Driving air c<strong>on</strong>necti<strong>on</strong><br />
XS 8813 AH Y<br />
Juncti<strong>on</strong> box<br />
Detector head<br />
Fig. 18.06.01b: Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector pipes <strong>on</strong> engine, type V<str<strong>on</strong>g>is</str<strong>on</strong>g>atr<strong>on</strong> VN215/93 from Schaller Automati<strong>on</strong> (4 75 163)<br />
178 49 80�9.3<br />
178 49 81�0.3
<strong>MAN</strong> B&W 18.06<br />
Bearing Wear M<strong>on</strong>itoring System<br />
The Bearing Wear M<strong>on</strong>itoring (BWM) system m<strong>on</strong>itors<br />
all three principal crank-train bearings using<br />
two proximity sensors forward/aft per cylinder<br />
unit and placed inside the frame box.<br />
Targeting the guide shoe bottom ends c<strong>on</strong>tinuously,<br />
the sensors measure the d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance to the<br />
crosshead in Bottom Dead Center (BDC). Signals<br />
are computed and digitally presented to computer<br />
hardware, from which a useable and easily interpretable<br />
interface <str<strong>on</strong>g>is</str<strong>on</strong>g> presented to the user.<br />
The measuring prec<str<strong>on</strong>g>is</str<strong>on</strong>g>i<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> more than adequate to<br />
obtain an alarm well before steel-to-steel c<strong>on</strong>tact<br />
in the bearings occur. Also the l<strong>on</strong>g-term stability<br />
of the measurements has shown to be excellent.<br />
In fact, BWM <str<strong>on</strong>g>is</str<strong>on</strong>g> expected to provide l<strong>on</strong>g-term<br />
wear data at better prec<str<strong>on</strong>g>is</str<strong>on</strong>g>i<strong>on</strong> and reliability than<br />
the manual vertical clearance measurements normally<br />
performed by the crew during regular service<br />
checks.<br />
For the above reas<strong>on</strong>s, we c<strong>on</strong>sider unscheduled<br />
open-up inspecti<strong>on</strong>s of the crank-train bearings to<br />
be superfluous, given BWM has been installed.<br />
Two BWM ‘high wear’ alarm levels including deviati<strong>on</strong><br />
alarm apply. The first level of the high wear /<br />
deviati<strong>on</strong> alarm <str<strong>on</strong>g>is</str<strong>on</strong>g> indicated in the alarm panel <strong>on</strong>ly<br />
while the sec<strong>on</strong>d level also activates a slow down.<br />
The Extent of Delivery l<str<strong>on</strong>g>is</str<strong>on</strong>g>ts four Bearing Wear<br />
M<strong>on</strong>itoring opti<strong>on</strong>s of which the two systems from<br />
Dr. E. Horn and K<strong>on</strong>gsberg Maritime could also<br />
include Bearing Temperature M<strong>on</strong>itoring:<br />
4 75 142 Bearing Wear M<strong>on</strong>itoring System XTS�W.<br />
Make: AMOT<br />
4 75 143 Bearing Wear M<strong>on</strong>itoring System BDMS.<br />
Make: Dr. E. Horn<br />
4 75 144 Bearing Wear M<strong>on</strong>itoring System PS-10.<br />
Make: K<strong>on</strong>gsberg Maritime<br />
4 75 147 Bearing Wear M<strong>on</strong>itoring System OPENpredictor.<br />
Make: Rovsing Dynamics<br />
ME, ME-C and ME-GI engines are as standard specified<br />
with Bearing Wear M<strong>on</strong>itoring for which any<br />
of the above menti<strong>on</strong>ed opti<strong>on</strong>s could be chosen.<br />
Bearing Temperature M<strong>on</strong>itoring System<br />
Page 3 of 5<br />
The Bearing Temperature M<strong>on</strong>itoring (BTM) system<br />
c<strong>on</strong>tinuously m<strong>on</strong>itors the temperature of the<br />
bearing. Some systems measure the temperature<br />
<strong>on</strong> the backside of the bearing shell directly, other<br />
systems detect it by sampling a small part of the<br />
return oil from each bearing in the crankcase.<br />
In case a specified temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> recorded, either<br />
a bearing shell/housing temperature or bearing oil<br />
outlet temperature alarm <str<strong>on</strong>g>is</str<strong>on</strong>g> triggered.<br />
In main bearings, the shell/housing temperature<br />
or the oil outlet temperature <str<strong>on</strong>g>is</str<strong>on</strong>g> m<strong>on</strong>itored depending<br />
<strong>on</strong> how the temperature sensor of the BTM<br />
system, opti<strong>on</strong>: 4 75 133, <str<strong>on</strong>g>is</str<strong>on</strong>g> installed.<br />
In crankpin and crosshead bearings, the shell/<br />
housing temperature or the oil outlet temperature<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> m<strong>on</strong>itored depending <strong>on</strong> which BTM system <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
installed, opti<strong>on</strong>s: 4 75 134 or 4 75 135.<br />
For shell/housing temperature in main, crankpin<br />
and crosshead bearings two high temperature<br />
alarm levels apply. The first level alarm <str<strong>on</strong>g>is</str<strong>on</strong>g> indicated<br />
in the alarm panel while the sec<strong>on</strong>d level<br />
activates a slow down.<br />
For oil outlet temperature in main, crankpin and<br />
crosshead bearings two high temperature alarm<br />
levels including deviati<strong>on</strong> alarm apply. The first<br />
level of the high temperature / deviati<strong>on</strong> alarm <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
indicated in the alarm panel while the sec<strong>on</strong>d level<br />
activates a slow down.<br />
In the Extent of Delivery, there are three opti<strong>on</strong>s:<br />
4 75 133 Temperature sensors fitted to main bearings<br />
4 75 134 Temperature sensors fitted to main bearings,<br />
crankpin bearings, crosshead bearings<br />
and for moment compensator, if any<br />
4 75 135 Temperature sensors fitted to main bearings,<br />
crankpin bearings and crosshead<br />
bearings<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 67 26�5.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.06<br />
Water In Oil M<strong>on</strong>itoring System<br />
In case the lubricating oil becomes c<strong>on</strong>taminated<br />
with an amount of water exceeding our limit of<br />
0.2%, acute corrosive wear of the crosshead bearing<br />
overlayer may occur. The higher the water c<strong>on</strong>tent,<br />
the faster the wear rate.<br />
To prevent water from accumulating in the lube<br />
oil and, thereby, causing damage to the bearings,<br />
the oil should be m<strong>on</strong>itored manually or automatically<br />
by means of a Water In Oil (WIO) m<strong>on</strong>itoring<br />
system c<strong>on</strong>nected to the engine alarm and m<strong>on</strong>itoring<br />
system. In case of water c<strong>on</strong>taminati<strong>on</strong><br />
the source should be found and the equipment<br />
inspected and repaired accordingly.<br />
The WIO system should trigger an alarm when<br />
the water c<strong>on</strong>tent exceeds 0.2%, and preferably<br />
again when exceeding 0.35% measured as absolute<br />
water c<strong>on</strong>tent.<br />
Some WIO systems measure water activity, ie<br />
the relative availability of water in a substance<br />
expressed in ‘aw’ <strong>on</strong> a scale from 0 to 1. Here, ‘0’<br />
indicates oil totally free of water and ‘1’ oil fully<br />
saturated by water. The correlati<strong>on</strong> to absolute<br />
water c<strong>on</strong>tent in normal running as well as alarm<br />
c<strong>on</strong>diti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> as follows:<br />
Engine c<strong>on</strong>diti<strong>on</strong> Abs. water Water<br />
c<strong>on</strong>tent, % activity, aw<br />
High alarm level 0.2 0.5<br />
High High alarm level 0.35 0.9<br />
ME, ME-C and ME-GI engines are as standard<br />
specified with Water In Oil m<strong>on</strong>itoring system.<br />
Please note: Corrosi<strong>on</strong> of the overlayer <str<strong>on</strong>g>is</str<strong>on</strong>g> a potential<br />
problem <strong>on</strong>ly for crosshead bearings, because<br />
<strong>on</strong>ly crosshead bearings are designed with an<br />
overlayer. Main and crankpin bearings may also<br />
suffer irreparable damage from water c<strong>on</strong>taminati<strong>on</strong>,<br />
but the damage mechan<str<strong>on</strong>g>is</str<strong>on</strong>g>m would be different<br />
and not as acute.<br />
Liner Wall M<strong>on</strong>itoring System<br />
Page 4 of 5<br />
The Liner Wall M<strong>on</strong>itoring (LWM) system m<strong>on</strong>itors<br />
the temperature of each cylinder liner. It <str<strong>on</strong>g>is</str<strong>on</strong>g> to<br />
be regarded as a tool providing the engine room<br />
crew the possibility to react with appropriate<br />
countermeasures in case the cylinder oil film <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
indicating early signs of breakdown.<br />
In doing so, the LWM system can ass<str<strong>on</strong>g>is</str<strong>on</strong>g>t the crew<br />
in the recogniti<strong>on</strong> phase and help avoid c<strong>on</strong>sequential<br />
scuffing of the cylinder liner and p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
rings.<br />
Signs of oil film breakdown in a cylinder liner<br />
will appear by way of increased and fluctuating<br />
temperatures. Therefore, recording a preset max<br />
allowable absolute temperature for the individual<br />
cylinder or a max allowed deviati<strong>on</strong> from a calculated<br />
average of all sensors will trigger a cylinder<br />
liner temperature alarm.<br />
The LWM system includes two sensors placed in<br />
the manoeuvring and exhaust side of the liners,<br />
near the p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> skirt TDC positi<strong>on</strong>. The sensors<br />
are interfaced to the ship alarm system which<br />
m<strong>on</strong>itors the liner temperatures.<br />
For each individual engine, the max and deviati<strong>on</strong><br />
alarm levels are optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ed by m<strong>on</strong>itoring the temperature<br />
level of each sensor during normal service<br />
operati<strong>on</strong> and setting the levels accordingly.<br />
The temperature data <str<strong>on</strong>g>is</str<strong>on</strong>g> logged <strong>on</strong> a PC for <strong>on</strong>e<br />
week at least and preferably for the durati<strong>on</strong> of a<br />
round trip for reference of temperature development.<br />
All types 98 and 90 ME and ME-C engines as well<br />
as K80ME-C9 are as standard specified with Liner<br />
Wall M<strong>on</strong>itoring system. For all other engines, the<br />
LWM system <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> as an opti<strong>on</strong>: 4 75 136.<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 67 26�5.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.06<br />
C<strong>on</strong>trol Devices<br />
Sensor Point of locati<strong>on</strong><br />
Manoeuvring system<br />
ZS 1109�A/B C Turning gear – d<str<strong>on</strong>g>is</str<strong>on</strong>g>engaged<br />
ZS 1110�A/B C Turning gear – engaged<br />
ZS 1111�A/B C Main starting valve – blocked<br />
ZS 1112�A/B C Main starting valve – in service<br />
ZV 1114 C Slow turning valve<br />
ZS 1116�A/B C Start air d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong> system – in service<br />
ZS 1117�A/B C Start air d<str<strong>on</strong>g>is</str<strong>on</strong>g>tributi<strong>on</strong> system – blocked<br />
ZV 1120 C Activate pilot press air to starting valves<br />
ZS 1121�A/B C Activate main starting valves - open<br />
E 1180 Electric motor, auxiliary blower<br />
E 1181 Electric motor, turning gear<br />
E 118 C LOP, Local Operator Panel<br />
Hydraulic power supply<br />
PT 1201�1/2/3 C Hydraulic oil pressure, after n<strong>on</strong>-return valve<br />
ZV 1202�A/B C Force-driven pump by-pass<br />
PS/PT 1204�1/2/3 C Lubricating oil pressure after filter, sucti<strong>on</strong> side<br />
Tacho/crankshaft positi<strong>on</strong><br />
ZT 4020 Tacho for safety<br />
Engine cylinder comp<strong>on</strong>ents<br />
XC 4108 C ELVA NC valve<br />
ZT 4111 C Exhaust valve positi<strong>on</strong><br />
ZT 4114 C Fuel plunger, positi<strong>on</strong> 1<br />
Fuel oil<br />
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), German<str<strong>on</strong>g>is</str<strong>on</strong>g>cher Lloyd <strong>on</strong>ly<br />
Cylinder lubricating oil<br />
ZT 8203 C C<strong>on</strong>firm cylinder lubricator p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> movement, cyl/cyl<br />
ZV 8204 C Activate cylinder lubricator, cyl/cyl<br />
Scavenge air<br />
PS 8603 C Scavenge air receiver, auxiliary blower c<strong>on</strong>trol<br />
Table 18.06.02: C<strong>on</strong>trol devices <strong>on</strong> engine<br />
Page of<br />
The c<strong>on</strong>trol devices mainly include a positi<strong>on</strong> switch (ZS) or a positi<strong>on</strong> transmitter (ZT) and solenoid valves<br />
(ZV) which are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table 18.06.02 below. The sensor identificati<strong>on</strong> codes are l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted in Table 18.07.01.<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 67 28-9 .1<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 18.07<br />
Identificati<strong>on</strong> of Instruments<br />
The instruments and sensors are identified by a<br />
positi<strong>on</strong> number which <str<strong>on</strong>g>is</str<strong>on</strong>g> made up of a combinati<strong>on</strong><br />
of letters and an identificati<strong>on</strong> number:<br />
Measured variables<br />
First letters:<br />
DS Density switch<br />
DT Density transmitter<br />
FT Flow transmitter<br />
FS Flow switch<br />
GT Gauging transmitter (Index, load)<br />
LI Level indicati<strong>on</strong>, local<br />
LS Level switch<br />
LT Level transmitter<br />
PDI Pressure difference indicati<strong>on</strong>, local<br />
PDS Pressure difference switch<br />
PDT Pressure difference transmitter<br />
PI Pressure indicati<strong>on</strong>, local<br />
PS Pressure switch<br />
PT Pressure transmitter<br />
ST Speed transmitter<br />
TC Thermo couple (NiCr�Ni)<br />
TE Temperature element (Pt 00)<br />
TI Temperature indicati<strong>on</strong>, local<br />
TS Temperature switch<br />
VS V<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity switch<br />
VT V<str<strong>on</strong>g>is</str<strong>on</strong>g>cosity transmitter<br />
WI Vibrati<strong>on</strong> indicati<strong>on</strong>, local<br />
WS Vibrati<strong>on</strong> switch<br />
WT Vibrati<strong>on</strong> transmitter<br />
XC Unclassified c<strong>on</strong>trol<br />
XS Unclassified switch<br />
XT Unclassified transmitter<br />
ZS Positi<strong>on</strong> switch<br />
ZT Positi<strong>on</strong> transmitter (proximity switch)<br />
ZV Positi<strong>on</strong> valve (solenoid valve)<br />
Locati<strong>on</strong> of measuring point<br />
Ident. number:<br />
xx Manoeuvring system<br />
2xx Hydraulic power supply system<br />
4xx Combusti<strong>on</strong> pressure superv<str<strong>on</strong>g>is</str<strong>on</strong>g>i<strong>on</strong><br />
20xx ECS to/from safety system<br />
2 xx ECS to/from remote c<strong>on</strong>trol system<br />
22xx ECS to/from alarm system<br />
30xx ECS m<str<strong>on</strong>g>is</str<strong>on</strong>g>cellaneous input/output<br />
40xx Tacho/crankshaft positi<strong>on</strong> system<br />
4 xx Engine cylinder comp<strong>on</strong>ents<br />
50xx VOC, supply system<br />
5 xx VOC, sealing oil system<br />
52xx VOC, c<strong>on</strong>trol oil system<br />
53xx VOC, other related systems<br />
Table 18.07.01: Identificati<strong>on</strong> of instruments<br />
54xx VOC, engine related comp<strong>on</strong>ents<br />
80xx Fuel oil system<br />
8 xx Lubricating oil system<br />
82xx Cylinder lube oil system<br />
83xx Stuffing box drain system<br />
84xx Cooling water systems<br />
85xx Compressed air systems<br />
86xx Scavenge air system<br />
87xx Exhaust gas system<br />
88xx M<str<strong>on</strong>g>is</str<strong>on</strong>g>cellaneous functi<strong>on</strong>s<br />
90xx Project specific functi<strong>on</strong>s<br />
xxxx�A Alternative redundant sensors<br />
xxxx� Cylinder/turbocharger numbers<br />
ECS: Engine C<strong>on</strong>trol System<br />
VOC: Volatile Organic Compound<br />
Functi<strong>on</strong>s<br />
Sec<strong>on</strong>dary letters:<br />
A Alarm<br />
AH Alarm, high<br />
AL Alarm, low<br />
C C<strong>on</strong>trol<br />
H High<br />
I Indicati<strong>on</strong><br />
L Low<br />
R Recording<br />
S Switching<br />
X Unclassified functi<strong>on</strong><br />
Y Slow down<br />
Z Shut down<br />
Page of<br />
Repeated signals<br />
Signals which are repeated for example for each cylinder<br />
or turbocharger are provided with a suffix number<br />
indicating the locati<strong>on</strong>, ‘ ’ for cylinder , etc.<br />
If redundant sensors are applied for the same measuring<br />
point, the suffix <str<strong>on</strong>g>is</str<strong>on</strong>g> a letter: A, B, C, etc.<br />
Examples:<br />
TI 8005 indicates a local temperature indicati<strong>on</strong> (thermometer)<br />
in the fuel oil system.<br />
ZS 2�A C and ZS 2�B C indicate that there are<br />
two positi<strong>on</strong> switches in the manoeuvring system, A<br />
and B for c<strong>on</strong>trol of the main starting air valve positi<strong>on</strong>.<br />
PT 850 I AL Y indicates a pressure transmitter located<br />
in the c<strong>on</strong>trol air supply for remote indicati<strong>on</strong>, alarm<br />
for low pressure and slow down for low pressure.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 45 85�1.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W <strong>Diesel</strong> A/S 18.08<br />
Safety Aspects<br />
The normal safety systems incorporated in the<br />
fuel oil systems are fully retained also during dual<br />
fuel operati<strong>on</strong>. However, additi<strong>on</strong>al safety devices<br />
will be incorporated in order to prevent situati<strong>on</strong>s<br />
which might otherw<str<strong>on</strong>g>is</str<strong>on</strong>g>e lead to failures.<br />
Safety Devices - External systems<br />
Leaky valves and fractured pipes are sources of<br />
faults that may be harmful. Such faults can be easily<br />
and quickly detected by a hydro-carb<strong>on</strong> (HC)<br />
analyser with an alarm functi<strong>on</strong>. An alarm <str<strong>on</strong>g>is</str<strong>on</strong>g> given<br />
at a gas c<strong>on</strong>centrati<strong>on</strong> of max. 30% of the Lower<br />
Explosi<strong>on</strong> Limit (LEL) in the vented duct, and a shut<br />
down signal <str<strong>on</strong>g>is</str<strong>on</strong>g> given at 60% of the LEL.<br />
The safety devices that will virtually eliminate such<br />
r<str<strong>on</strong>g>is</str<strong>on</strong>g>ks are double-wall pipes and encapsulated<br />
valves with ventilati<strong>on</strong> of the intervening space.<br />
The ventilati<strong>on</strong> between the outer and inner walls<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> always to be in operati<strong>on</strong> when there <str<strong>on</strong>g>is</str<strong>on</strong>g> gas in<br />
the supply line, and any gas leakage will be led to<br />
the HC-sensors placed in the outer pipe.<br />
Another source of fault could be a malfuncti<strong>on</strong>ing<br />
sealing oil supply system. If the sealing oil pressure<br />
becomes too low in the gas injecti<strong>on</strong> valve,<br />
gas will flow into the c<strong>on</strong>trol oil activati<strong>on</strong> system<br />
and, thereby, create gas pockets and prevent the<br />
ELGI valve from operating the gas injecti<strong>on</strong> valve.<br />
Therefore, the sealing oil pressure <str<strong>on</strong>g>is</str<strong>on</strong>g> measured by<br />
a set of pressure sensors, and in the event of a<br />
too low pressure, the engine will shut down the<br />
gas mode and start running in the fuel oil mode.<br />
Lack of ventilati<strong>on</strong> in the double-wall piping system<br />
prevents the safety functi<strong>on</strong> of the HC sensors,<br />
so the system <str<strong>on</strong>g>is</str<strong>on</strong>g> to be equipped with a set<br />
of flow switches. If the switches indicate no flow,<br />
or nearly no flow, an alarm <str<strong>on</strong>g>is</str<strong>on</strong>g> given. If no correcti<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> carried out, the engine will be shut down <strong>on</strong><br />
gas mode. The switches should be of the normally<br />
open (NO) type, in order to allow detecti<strong>on</strong> of a<br />
malfuncti<strong>on</strong>ing switch, even in case of an electric<br />
power failure.<br />
• In case of malfuncti<strong>on</strong>ing valves (not leaky) resulting<br />
in insufficient gas supply to the engine,<br />
the gas pressure will be too low for gas opera-<br />
Page 1 of 3<br />
ti<strong>on</strong>. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> dealt with by m<strong>on</strong>itoring the pressure<br />
in the accumulator in the valve block <strong>on</strong><br />
each cylinder. The pressure could be m<strong>on</strong>itored<br />
by either <strong>on</strong>e pressure pick-up, or by a pressure<br />
switch and a differential pressure switch (see<br />
later for explanati<strong>on</strong>).<br />
As natural gas <str<strong>on</strong>g>is</str<strong>on</strong>g> lighter than air, n<strong>on</strong>-return valves<br />
are incorporated in the gas system's outlet pipes<br />
to ensure that the gas system <str<strong>on</strong>g>is</str<strong>on</strong>g> not polluted, i.e.<br />
mixed with air, thus eliminating the potential r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of<br />
explosi<strong>on</strong> in case of a sudden pressure increase<br />
in the system due to quick opening of the main<br />
gas valve.<br />
For LNG carriers in case of too low a BOG pressure<br />
in the LNG tanks, a stop/off signal <str<strong>on</strong>g>is</str<strong>on</strong>g> sent to<br />
the ME-GI c<strong>on</strong>trol system and the gas mode <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
stopped, while the engine c<strong>on</strong>tinues running <strong>on</strong><br />
HFO.<br />
Safety Devices - Internal systems<br />
During normal operati<strong>on</strong>, a malfuncti<strong>on</strong> in the pilot<br />
fuel injecti<strong>on</strong> system or gas injecti<strong>on</strong> system may<br />
involve a r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of unc<strong>on</strong>trolled combusti<strong>on</strong> in the<br />
engine.<br />
Sources of faults are:<br />
• defective gas injecti<strong>on</strong> valves<br />
• failing igniti<strong>on</strong> of injected gas<br />
These aspects will be d<str<strong>on</strong>g>is</str<strong>on</strong>g>cussed in detail in the<br />
following together with the suitable countermeasures.<br />
Defective gas injecti<strong>on</strong> valves<br />
In case of slugg<str<strong>on</strong>g>is</str<strong>on</strong>g>h operati<strong>on</strong> or even seizure of<br />
the gas valve spindle in the open positi<strong>on</strong>, larger<br />
gas quantities may be injected into the cylinder,<br />
and when the exhaust valve opens, a hot mixture<br />
of combusti<strong>on</strong> products and gas flows out and<br />
into the exhaust pipe and further <strong>on</strong> to the exhaust<br />
receiver. The temperature of the mixture after<br />
the valve will increase c<strong>on</strong>siderably, and it <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
likely that the gas will burn with a diffusi<strong>on</strong> type<br />
flame (without exploding) immediately after the<br />
ME-GI engines 198 50 60-7.0
<strong>MAN</strong> B&W <strong>Diesel</strong> A/S 18.08<br />
valve where it <str<strong>on</strong>g>is</str<strong>on</strong>g> mixed with scavenge air/exhaust<br />
gas (with approx. 15 per cent oxygen) in the exhaust<br />
system. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> will set off the high exhaust<br />
gas temperature alarm for the cylinder in questi<strong>on</strong>.<br />
In the unlikely event of larger gas amounts entering<br />
the exhaust receiver without starting to burn<br />
immediately, a later igniti<strong>on</strong> may result in violent<br />
burning and a corresp<strong>on</strong>ding pressure r<str<strong>on</strong>g>is</str<strong>on</strong>g>e. Therefore,<br />
the exhaust receiver <str<strong>on</strong>g>is</str<strong>on</strong>g> designed for the<br />
maximum pressure (around 15 bars).<br />
However, any of the above-menti<strong>on</strong>ed situati<strong>on</strong>s<br />
will be prevented by the detecti<strong>on</strong> of defective<br />
gas valves, which are arranged as follows:<br />
The gas flow to each cylinder during <strong>on</strong>e cycle will<br />
be detected by measuring the pressure drop in<br />
the accumulator. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> to ensure that the injected<br />
gas amount does not exceed the amount corresp<strong>on</strong>ding<br />
to the MCR value.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary to ensure that the pressure in the<br />
accumulator <str<strong>on</strong>g>is</str<strong>on</strong>g> sufficient for gas operati<strong>on</strong>, so the<br />
accumulator will be equipped with a pressure<br />
switch and a differential pressure switch.<br />
An increase of the gas flow to the cylinder which<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> greater than corresp<strong>on</strong>ding to the actual load,<br />
but smaller than corresp<strong>on</strong>ding to the MCR value,<br />
will <strong>on</strong>ly give r<str<strong>on</strong>g>is</str<strong>on</strong>g>e to the above-menti<strong>on</strong>ed exhaust<br />
gas temperature alarm, and <str<strong>on</strong>g>is</str<strong>on</strong>g> not harmful. By th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
system, any abnormal gas flow, whether due to<br />
seized gas injecti<strong>on</strong> valves or fractured gas pipes,<br />
will be detected immediately, and the gas supply<br />
will be d<str<strong>on</strong>g>is</str<strong>on</strong>g>c<strong>on</strong>tinued and the gas lines purged with<br />
inert gas.<br />
In the case of slightly leaking gas valves, the<br />
amount of gas injected into the cylinder c<strong>on</strong>cerned<br />
will increase. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> will be detected when<br />
the exhaust gas temperature increases. Burning in<br />
the exhaust receiver will not occur in th<str<strong>on</strong>g>is</str<strong>on</strong>g> situati<strong>on</strong><br />
due to the lean mixture.<br />
Igniti<strong>on</strong> failure of injected gas<br />
Page 2 of 3<br />
Failing igniti<strong>on</strong> of the injected natural gas can<br />
have a number of different causes, most of which,<br />
however, are the result of failure to inject pilot oil<br />
in a cylinder:<br />
• Leaky joints or fractured high-pressure pipes,<br />
making the fuel oil booster inoperative.<br />
• Seized plunger in the fuel oil booster.<br />
• Other faults <strong>on</strong> the engine, forcing the fuel oil<br />
booster to ‘O-index’.<br />
• Failing pilot oil supply to the engine.<br />
Any such faults will be detected so quickly that<br />
the gas injecti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> stopped immediately from the<br />
first failure to inject the pilot oil.<br />
In extremely rare cases, pilot fuel can be injected<br />
without being ignited, namely in the case of a<br />
sticking or severely burned exhaust valve. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g><br />
may involve such large leakages that the compressi<strong>on</strong><br />
pressure will not be sufficient to ensure<br />
igniti<strong>on</strong> of the pilot oil. C<strong>on</strong>sequently, gas and pilot<br />
fuel from that cylinder will be supplied to the<br />
exhaust gas receiver in a fully unburned c<strong>on</strong>diti<strong>on</strong>,<br />
which might result in violent burning in the receiver.<br />
However, burning of an exhaust valve <str<strong>on</strong>g>is</str<strong>on</strong>g> a<br />
rather slow process extending over a l<strong>on</strong>g period,<br />
during which the exhaust gas temperature r<str<strong>on</strong>g>is</str<strong>on</strong>g>es<br />
and gives an alarm well in advance of any situati<strong>on</strong><br />
leading to r<str<strong>on</strong>g>is</str<strong>on</strong>g>k of m<str<strong>on</strong>g>is</str<strong>on</strong>g>firing.<br />
A seized spindle in the pilot oil valve <str<strong>on</strong>g>is</str<strong>on</strong>g> another<br />
very rare fault, which might influence the safety of<br />
the engine in dual fuel operati<strong>on</strong>. However, the still<br />
operating valve will inject pilot oil, which will ignite<br />
the corresp<strong>on</strong>ding gas injecti<strong>on</strong>, and also the gas<br />
injected by the other gas valve, but knocking cannot<br />
be ruled out in th<str<strong>on</strong>g>is</str<strong>on</strong>g> case. The cylinder pressure<br />
m<strong>on</strong>itoring system will detect th<str<strong>on</strong>g>is</str<strong>on</strong>g> c<strong>on</strong>diti<strong>on</strong>.<br />
As will appear from the above d<str<strong>on</strong>g>is</str<strong>on</strong>g>cussi<strong>on</strong>, which<br />
has included a number of very unlikely faults, it <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
possible to safeguard the engine installati<strong>on</strong> and<br />
pers<strong>on</strong>nel and, when taking the proper countermeasures,<br />
a most sat<str<strong>on</strong>g>is</str<strong>on</strong>g>factory service reliability<br />
and safety margin <str<strong>on</strong>g>is</str<strong>on</strong>g> obtained.<br />
ME-GI engines 198 50 60-7.0
<strong>MAN</strong> B&W <strong>Diesel</strong> A/S 18.08<br />
External Systems<br />
The detailed design of the external systems will<br />
normally be carried out by the individual shipyard/<br />
c<strong>on</strong>tractor, and <str<strong>on</strong>g>is</str<strong>on</strong>g>, therefore, not subject to the<br />
type approval of the engine. The external systems<br />
described here include the sealing oil system, the<br />
ventilati<strong>on</strong> system, and the gas supply and compressor<br />
system.<br />
Sealing oil system<br />
The sealing oil system supplies oil, via a piping<br />
system with protecting hoses, to the gas injecti<strong>on</strong><br />
valves, thereby providing a sealing between the<br />
gas and the c<strong>on</strong>trol oil, and lubricati<strong>on</strong> of the<br />
moving parts.<br />
The sealing oil pump has a separate drive and <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
started before commencing gas operati<strong>on</strong> of the<br />
engine. It uses the 200 bar servo oil, or <strong>on</strong>e bar<br />
fuel oil, and pressur<str<strong>on</strong>g>is</str<strong>on</strong>g>es it additi<strong>on</strong>ally to the oper-<br />
����������<br />
���������������<br />
Fig. 18.08.01: Gas system branching<br />
Page 3 of 3<br />
ating pressure, which <str<strong>on</strong>g>is</str<strong>on</strong>g> 25-50 bar higher than the<br />
gas pressure. The c<strong>on</strong>sumpti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> small, corresp<strong>on</strong>ding<br />
to a sealing oil c<strong>on</strong>sumpti<strong>on</strong> of approx.<br />
0.1 g/bhph. After use, the sealing oil <str<strong>on</strong>g>is</str<strong>on</strong>g> burned in<br />
the engine.<br />
Ventilati<strong>on</strong> system<br />
The purpose of the ventilati<strong>on</strong> system <str<strong>on</strong>g>is</str<strong>on</strong>g> to ensure<br />
that the outer pipe of the double-wall gas pipe<br />
system <str<strong>on</strong>g>is</str<strong>on</strong>g> ventilated with air, and it acts as a separati<strong>on</strong><br />
between the engine room and the highpressure<br />
gas system, see Fig 18.08.01.<br />
Ventilati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> achieved by means of an electrically<br />
driven mechanical fan or extractor fan. If an electrically<br />
driven fan <str<strong>on</strong>g>is</str<strong>on</strong>g> chosen, the motor must be<br />
placed outside the ventilati<strong>on</strong> duct. The capacity<br />
must ensure approx. 10 - 30 air changes per hour.<br />
More ventilati<strong>on</strong> gives quicker detecti<strong>on</strong> of any<br />
gas leakage.<br />
��������������� ��������<br />
������������������<br />
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�����������<br />
178 53 65-7.0<br />
ME-GI engines 198 50 60-7.0
<strong>MAN</strong> B&W<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern, Testing,<br />
Spares and Tools<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
19
<strong>MAN</strong> B&W 19.01<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern, Testing, Spares and Tools<br />
Painting of Main Engine<br />
The painting specificati<strong>on</strong>, Secti<strong>on</strong> 19.02, indicates<br />
the minimum requirements regarding the quality<br />
and the dry film thickness of the coats of, as well<br />
as the standard colours applied <strong>on</strong> <strong>MAN</strong> B&W engines<br />
built in accordance with the ‘Copenhagen’<br />
standard.<br />
Paints according to builder’s standard may be<br />
used provided they at least fulfil the requirements<br />
stated.<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern<br />
The d<str<strong>on</strong>g>is</str<strong>on</strong>g>patch patterns are divided into two classes,<br />
see Secti<strong>on</strong> 19.03:<br />
A: Short d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance transportati<strong>on</strong> and short term<br />
storage<br />
B: Overseas or l<strong>on</strong>g d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance transportati<strong>on</strong> or<br />
l<strong>on</strong>g term storage.<br />
Short d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance transportati<strong>on</strong> (A) <str<strong>on</strong>g>is</str<strong>on</strong>g> limited by a<br />
durati<strong>on</strong> of a few days from delivery ex works until<br />
installati<strong>on</strong>, or a d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance of approximately 1,000<br />
km and short term storage.<br />
The durati<strong>on</strong> from engine delivery until installati<strong>on</strong><br />
must not exceed 8 weeks.<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling of the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> limited as much as<br />
possible.<br />
Overseas or l<strong>on</strong>g d<str<strong>on</strong>g>is</str<strong>on</strong>g>tance transportati<strong>on</strong> or<br />
l<strong>on</strong>g term storage require a class B d<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern.<br />
The durati<strong>on</strong> from engine delivery until installati<strong>on</strong><br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> assumed to be between 8 weeks and maximum<br />
6 m<strong>on</strong>ths.<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling <str<strong>on</strong>g>is</str<strong>on</strong>g> effected to a certain degree with<br />
the aim of reducing the transportati<strong>on</strong> volume of<br />
the individual units to a suitable extent.<br />
Page 1 of 2<br />
Note:<br />
L<strong>on</strong>g term preservati<strong>on</strong> and seaworthy packing<br />
are always to be used for class B.<br />
Furthermore, the d<str<strong>on</strong>g>is</str<strong>on</strong>g>patch patterns are divided<br />
into several degrees of d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling in which ‘1’<br />
compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es the complete or almost complete engine.<br />
Other degrees of d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling can be agreed<br />
up<strong>on</strong> in each case.<br />
When determining the degree of d<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling, c<strong>on</strong>siderati<strong>on</strong><br />
should be given to the lifting capacities<br />
and number of crane hooks <str<strong>on</strong>g>available</str<strong>on</strong>g> at the engine<br />
maker and, in particular, at the yard (purchaser).<br />
The approximate masses of the <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g>s appear<br />
in Secti<strong>on</strong> 19.04. The masses can vary up to 10%<br />
depending <strong>on</strong> the design and opti<strong>on</strong>s chosen.<br />
Lifting tools and lifting instructi<strong>on</strong>s are required<br />
for all levels of d<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern. The lifting tools,<br />
opti<strong>on</strong>s: 4 12 110 or 4 12 111, are to be specified<br />
when ordering and it should be agreed whether<br />
the tools are to be returned to the engine maker,<br />
opti<strong>on</strong>: 4 12 120, or not, opti<strong>on</strong>: 4 12 121.<br />
<strong>MAN</strong> <strong>Diesel</strong>’s recommendati<strong>on</strong>s for preservati<strong>on</strong><br />
of d<str<strong>on</strong>g>is</str<strong>on</strong>g>assembled / assembled engines are <str<strong>on</strong>g>available</str<strong>on</strong>g><br />
<strong>on</strong> <strong>request</strong>.<br />
Furthermore, it must be c<strong>on</strong>sidered whether a<br />
drying machine, opti<strong>on</strong>: 4 12 601, <str<strong>on</strong>g>is</str<strong>on</strong>g> to be installed<br />
during the transportati<strong>on</strong> and/or storage period.<br />
Shop trials/Delivery Test<br />
Before leaving the engine maker’s works, the engine<br />
<str<strong>on</strong>g>is</str<strong>on</strong>g> to be carefully tested <strong>on</strong> diesel oil in the<br />
presence of representatives of the yard, the shipowner<br />
and the classificati<strong>on</strong> society.<br />
The shop trial test <str<strong>on</strong>g>is</str<strong>on</strong>g> to be carried out in accordance<br />
with the requirements of the relevant classificati<strong>on</strong><br />
society, however a minimum as stated in<br />
Secti<strong>on</strong> 19.05.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 76 20�3.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.01<br />
<strong>MAN</strong> <strong>Diesel</strong>’s recommendati<strong>on</strong>s for shop trial,<br />
quay trial and sea trial are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong>.<br />
In c<strong>on</strong>necti<strong>on</strong> with the shop trial test, it <str<strong>on</strong>g>is</str<strong>on</strong>g> required<br />
to perform a pre-certificati<strong>on</strong> survey <strong>on</strong> engine<br />
plants with FPP or CPP, opti<strong>on</strong>s: 4 06 060a Engine<br />
test cycle E3 or 4 06 060b Engine test cycle E2<br />
respectively.<br />
Spare Parts<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of spare parts, unrestricted service<br />
The tendency today <str<strong>on</strong>g>is</str<strong>on</strong>g> for the classificati<strong>on</strong> societies<br />
to change their rules such that required spare<br />
parts are changed into recommended spare parts.<br />
<strong>MAN</strong> <strong>Diesel</strong>, however, has decided to keep a set<br />
of spare parts included in the basic extent of delivery,<br />
EoD: 4 87 601, covering the requirements<br />
and recommendati<strong>on</strong>s of the major classificati<strong>on</strong><br />
societies, see Secti<strong>on</strong> 19.06.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> amount <str<strong>on</strong>g>is</str<strong>on</strong>g> to be c<strong>on</strong>sidered as minimum<br />
safety stock for emergency situati<strong>on</strong>s.<br />
Additi<strong>on</strong>al spare parts recommended by<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
The above�menti<strong>on</strong>ed set of spare parts can be<br />
extended with the ‘Additi<strong>on</strong>al Spare Parts Recommended<br />
by <strong>MAN</strong> <strong>Diesel</strong>’, opti<strong>on</strong>: 4 87 603, which<br />
facilitates maintenance because, in that case, all<br />
the comp<strong>on</strong>ents such as gaskets, sealings, etc.<br />
required for an overhaul will be readily <str<strong>on</strong>g>available</str<strong>on</strong>g>,<br />
see Secti<strong>on</strong> 19.07.<br />
Wearing parts<br />
The c<strong>on</strong>sumable spare parts for a certain period<br />
are not included in the above menti<strong>on</strong>ed sets, but<br />
can be ordered for the first 1, 2, up to 10 years’<br />
service of a new engine, opti<strong>on</strong>: 4 87 629, a service<br />
year being assumed to be 6,000 running<br />
hours.<br />
Page 2 of 2<br />
The wearing parts that, based <strong>on</strong> our service<br />
experience, are estimated to be required, are divided<br />
into groups and l<str<strong>on</strong>g>is</str<strong>on</strong>g>ted with service hours in<br />
Tables 19.08.01 and 19.08.02.<br />
Large spare parts, dimensi<strong>on</strong>s and masses<br />
The approximate dimensi<strong>on</strong>s and masses of the<br />
larger spare parts are indicated in Secti<strong>on</strong> 19.09.<br />
A complete l<str<strong>on</strong>g>is</str<strong>on</strong>g>t will be delivered by the engine<br />
maker.<br />
Tools<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of standard tools<br />
The engine <str<strong>on</strong>g>is</str<strong>on</strong>g> delivered with the necessary special<br />
tools for overhauling purposes. The extent, dimensi<strong>on</strong>s<br />
and masses of the main tools <str<strong>on</strong>g>is</str<strong>on</strong>g> stated<br />
in Secti<strong>on</strong> 19.10. A complete l<str<strong>on</strong>g>is</str<strong>on</strong>g>t will be delivered<br />
by the engine maker.<br />
Tool Panels<br />
Most of the tools are arranged <strong>on</strong> steel plate panels,<br />
EoD: 4 88 660, see Secti<strong>on</strong> 19.11 ‘Tool Panels’.<br />
It <str<strong>on</strong>g>is</str<strong>on</strong>g> recommended to place the panels close to the<br />
locati<strong>on</strong> where the overhaul <str<strong>on</strong>g>is</str<strong>on</strong>g> to be carried out.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 76 20�3.0<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.02<br />
Specificati<strong>on</strong> for painting of main engine<br />
Comp<strong>on</strong>ents to be painted before<br />
shipment from workshop<br />
Comp<strong>on</strong>ent/surfaces, inside engine,<br />
exposed to oil and air<br />
1. Unmachined surfaces all over. However<br />
cast type crankthrows, main bearing cap,<br />
crosshead bearing cap, crankpin bearing<br />
cap, pipes inside crankcase and chainwheel<br />
need not to be painted but the cast surface<br />
must be cleaned of sand and scales and<br />
kept free of rust.<br />
Comp<strong>on</strong>ents, outside engine<br />
2. Engine body, pipes, gallery, brackets etc.<br />
Delivery standard <str<strong>on</strong>g>is</str<strong>on</strong>g> in a primed and finally<br />
painted c<strong>on</strong>diti<strong>on</strong>, unless otherw<str<strong>on</strong>g>is</str<strong>on</strong>g>e stated<br />
in the c<strong>on</strong>tract.<br />
Heat affected comp<strong>on</strong>ents:<br />
3. Supports for exhaust receiver<br />
Scavenge air�pipe outside.<br />
Air cooler housing inside and outside.<br />
Type of paint No. of coats/<br />
Total dry film<br />
thickness<br />
µm<br />
Engine alkyd primer, weather<br />
res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant<br />
Oil and acid res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant alkyd paint.<br />
Temperature res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant to minimum<br />
80 °C.<br />
Engine alkyd primer, weather<br />
res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant.<br />
Final alkyd paint res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant to salt<br />
water and oil, opti<strong>on</strong>: 4 81 103.<br />
Paint, heat res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant to minimum<br />
200 °C.<br />
Comp<strong>on</strong>ents affected by water and<br />
cleaning agents<br />
4. Scavenge air cooler box inside. protecti<strong>on</strong> of the comp<strong>on</strong>ents<br />
exposed to moderately to<br />
severely corrosive envir<strong>on</strong>ment<br />
and abrasi<strong>on</strong>.<br />
5. Gallery plates topside. Engine alkyd primer, weather<br />
res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant.<br />
6. Purchased equipment and instruments<br />
painted in makers colour are acceptable<br />
unless otherw<str<strong>on</strong>g>is</str<strong>on</strong>g>e stated in the c<strong>on</strong>tract.<br />
Tools<br />
Unmachined surfaces all over <strong>on</strong> handtools<br />
and lifting tools.<br />
Purchased equipment painted in makers<br />
colour <str<strong>on</strong>g>is</str<strong>on</strong>g> acceptable, unless otherw<str<strong>on</strong>g>is</str<strong>on</strong>g>e<br />
stated in the c<strong>on</strong>tract/drawing.<br />
Page 1 of 1<br />
Note: All paints are to be of good quality. Paints according to builder‘s standard may be used provided they at least<br />
fulfil the above requirements.<br />
The data stated are <strong>on</strong>ly to be c<strong>on</strong>sidered as guidelines. Preparati<strong>on</strong>, number of coats, film thickness per coat,<br />
etc. have to be in accordance with the paint manufacturer’s specificati<strong>on</strong>s.<br />
Fig. 19.02.01: Painting of main engine: opti<strong>on</strong> 4 81 101, 4 81 102 or 4 81 103<br />
2/80 Free<br />
Colour:<br />
RAL 840HR<br />
DIN 6164<br />
MUNSELL<br />
1/30 White:<br />
RAL 9010<br />
DIN N:0:0.5<br />
MUNSELL N�9.5<br />
2/80 Free<br />
1/30 Light green:<br />
RAL 6019<br />
DIN 23:2:2<br />
MUNSELL10GY 8/4<br />
2/60 Alu:<br />
RAL 9006<br />
DIN N:0:2<br />
MUNSELL N�7.5<br />
2/75 Free<br />
2/80 Free<br />
Oil res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant paint. 2/60 Orange red:<br />
RAL 2004<br />
DIN:6:7:2<br />
MUNSELL N�7.5r 6/12<br />
Tool panels Oil res<str<strong>on</strong>g>is</str<strong>on</strong>g>tant paint. 2/60 Light grey:<br />
RAL 7038<br />
DIN:24:1:2<br />
MUNSELL N�7.5<br />
178 30 20�7.4<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME-B/ME�C/ME�GI engines 198 45 16�9.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.03<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong><br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
198 53 27-0.3
<strong>MAN</strong> B&W<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern, L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Masses and Dimensi<strong>on</strong>s<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong><br />
<strong>MAN</strong> <strong>Diesel</strong><br />
19.04<br />
Page of<br />
198 47 63-6.0
<strong>MAN</strong> B&W 19.05<br />
Shop Test<br />
Minimum delivery test<br />
The minimum delivery test, EoD: 4 14 001, involves:<br />
• Starting and manoeuvring test at no load<br />
• Load test<br />
Engine to be started and run up to 50% of<br />
Specified MCR (M) in 1 hour<br />
Followed by:<br />
• 0.50 hour running at 25% of specified MCR<br />
• 0.50 hour running at 50% of specified MCR<br />
• 0.50 hour running at 75% of specified MCR<br />
• 1.00 hour running at 100% of specified MCR<br />
• 0.50 hour running at 110% of specified MCR<br />
Only for German<str<strong>on</strong>g>is</str<strong>on</strong>g>cher Lloyd:<br />
• 0.75 hour running at 110% of specified MCR<br />
Governor tests, etc:<br />
• Governor test<br />
• Minimum speed test<br />
• Overspeed test<br />
• Shut down test<br />
• Starting and reversing test<br />
• Turning gear blocking device test<br />
• Start, stop and reversing from the Local<br />
Operating Panel (LOP)<br />
Before leaving the factory, the engine <str<strong>on</strong>g>is</str<strong>on</strong>g> to be<br />
carefully tested <strong>on</strong> diesel oil in the presence of<br />
representatives of Yard, Shipowner, Classificati<strong>on</strong><br />
Society, and <strong>MAN</strong> <strong>Diesel</strong>.<br />
At each load change, all temperature and pressure<br />
levels etc. should stabil<str<strong>on</strong>g>is</str<strong>on</strong>g>e before taking new<br />
engine load readings.<br />
Fuel oil analys<str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> to be presented.<br />
All tests are to be carried out <strong>on</strong> diesel or gas oil.<br />
Fig. 9.05.01: Shop trial running/delivery test: 4 14 001<br />
EIAPP certificate<br />
Page 1 of 1<br />
All marine engines are required by IMO to have<br />
an ‘Engine Internati<strong>on</strong>al Air Polluti<strong>on</strong> Preventi<strong>on</strong>’<br />
(EIAPP) Certificate. Therefore, a pre-certificati<strong>on</strong><br />
survey <str<strong>on</strong>g>is</str<strong>on</strong>g> to be carried out for all engines according<br />
to the performance parameters recorded in<br />
the engine’s Unified Technical File (UTF), which <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
prepared by <strong>MAN</strong> <strong>Diesel</strong>.<br />
The EIAPP certificate documents that the specific<br />
engine meets the internati<strong>on</strong>al NOx em<str<strong>on</strong>g>is</str<strong>on</strong>g>si<strong>on</strong> limitati<strong>on</strong>s<br />
specified in Regulati<strong>on</strong> 13 of MARPOL Annex<br />
VI. The basic engine ‘Ec<strong>on</strong>omy running mode’,<br />
EoD: 4 06 060, complies with these limitati<strong>on</strong>s.<br />
The pre-certificati<strong>on</strong> survey for a ‘Parent’ or an<br />
‘Individual’ engine includes NOx measurements<br />
during the delivery test. For ‘Member’ engines, a<br />
parameter check according to the UTF for the engine<br />
group, based <strong>on</strong> the delivery test, <str<strong>on</strong>g>is</str<strong>on</strong>g> needed.<br />
The tests, if required, are:<br />
• E3, marine engine, propeller law for FPP, opti<strong>on</strong>:<br />
4 06 060a<br />
or<br />
• E2, marine engine, c<strong>on</strong>stant speed for CPP, opti<strong>on</strong>:<br />
4 06 060b.<br />
For further informati<strong>on</strong> and opti<strong>on</strong>s regarding<br />
shop test, see Extent of Delivery.<br />
<strong>MAN</strong> B&W MC/MC-C, ME/ME�C/ME�GI/ME-B engines 198 46 12�7.5<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.06<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Spare Parts, Unrestricted Service<br />
Spare parts are <strong>request</strong>ed by the following Classes<br />
<strong>on</strong>ly: GL, KR, NK and RS, while just recommended by:<br />
ABS, DNV and LR, but neither <strong>request</strong>ed nor recommended<br />
by: BV, CCS and RINA.<br />
Cylinder cover, plate 901 and others<br />
1 Cylinder cover with fuel, exhaust and starting<br />
valves, indicator valve and sealing rings (d<str<strong>on</strong>g>is</str<strong>on</strong>g>assembled)<br />
½ set Studs for 1 cylinder cover<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong>, plate 902<br />
1 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> complete (with cooling pipe), p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod,<br />
p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings and stuffing box, studs and nuts<br />
1 set P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings for 1 cylinder<br />
Cylinder liner, plate 903<br />
1 Cylinder liner inclusive of sealing rings and<br />
gaskets.<br />
Cylinder lubricating oil system, plate 903 1 )<br />
1 set Spares for lubricating oil system for 1 cyl.<br />
2 Lubricator backup cable<br />
C<strong>on</strong>necting rod, and crosshead bearing, plate 904<br />
1 Telescopic pipe with bushing for 1 cylinder<br />
1 Crankpin bearing shells in 2/2 with studs and nuts<br />
1 Crosshead bearing shell lower part with studs<br />
and nuts<br />
2 Thrust pieces<br />
Thrust block, plate 905<br />
1 set Thrust pads for ‘ahead’<br />
For NK also <strong>on</strong>e set ‘astern’ if different from<br />
‘ahead’<br />
HPS � Hydraulic Power Supply, plate 906 1 and 2 )<br />
1 Proporti<strong>on</strong>al valve for hydraulic pumps<br />
1 Leak indicator<br />
1 Safety coupling for hydraulic pump<br />
1 Accumulator<br />
6 Chain links. Only for ABS, LR and NK<br />
1 set Flex pipes, <strong>on</strong>e of each size<br />
1 Electric motor<br />
Engine c<strong>on</strong>trol system, plate 906 2 )<br />
1 Multi Purpose C<strong>on</strong>troller<br />
1 Amplifier for Auxiliary C<strong>on</strong>trol Unit<br />
1 Positi<strong>on</strong> Amplifier<br />
1 Trigger sensor for tacho system, <strong>on</strong>ly if<br />
trigger ring<br />
1 Marker sensor for tacho system<br />
1 Tacho signal amplifier<br />
1 ID�key<br />
Fig. 19.06.01: L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of spare parts, unrestricted service: 4 87 601<br />
1 Encoder<br />
1 Fuse kit<br />
Starting valve, plate 907<br />
1 Starting valve, complete<br />
1 Solenoid valve 2 )<br />
Page 1 of 1<br />
Hydraulic cylinder unit, plate 907 1 and 2 )<br />
1 Fuel booster barrel, complete with plunger<br />
1 FIVA valve complete<br />
1 Sucti<strong>on</strong> valve complete<br />
1 set Flex pipes, <strong>on</strong>e of each size<br />
1 High-pressure pipe kit<br />
1 Packing kit<br />
Exhaust valve, plate 908<br />
2 Exhaust valves complete. 1 <strong>on</strong>ly for GL<br />
1 High�pressure pipe from actuator to exhaust valve<br />
1 Exhaust valve positi<strong>on</strong> sensor<br />
Fuel valve, plate 909<br />
1 set Fuel valves for all cylinders <strong>on</strong> <strong>on</strong>e engine for BV,<br />
CCS, DNV, GL, KR, NK, RINA, RS and IACS<br />
1 set Fuel valves for half the number of cylinders <strong>on</strong><br />
the engine for ABS<br />
1 High�pressure pipe, from fuel oil pressure<br />
booster to fuel valve<br />
<strong>Turbo</strong>charger, plate 910<br />
1 Set of maker’s standard spare parts<br />
1 a) Spare rotor for <strong>on</strong>e turbocharger, including<br />
compressor wheel, rotor shaft with turbine<br />
blades and partiti<strong>on</strong> wall, if any<br />
Scavenge air blower, plate 910<br />
1 set Rotor, rotor shaft, gear wheel or equivalent<br />
working parts<br />
1 set Bearings for electric motor<br />
1 set Bearing for blower wheel<br />
1 Belt, if applied<br />
1 set Packing for blower wheel<br />
Bedplate, plate 912<br />
1 Main bearing shell in 2/2 of each size<br />
1 set Studs and nuts for 1 main bearing<br />
1 ) MD required spare parts.<br />
2 ) All spare parts are <strong>request</strong>ed by all Classes.<br />
a) Only required for RS. To be ordered separately as<br />
opti<strong>on</strong>: 4 87 660 for other classificati<strong>on</strong> societies.<br />
Please note: Plate number refers to Instructi<strong>on</strong> Book,<br />
Vol. III c<strong>on</strong>taining plates with spare parts<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 64 16�2.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.07<br />
Additi<strong>on</strong>al Spares<br />
Page 1 of 2<br />
Bey<strong>on</strong>d class requirements or recommendati<strong>on</strong>, for easier maintenance and increased security in operati<strong>on</strong>.<br />
Cylinder cover, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90101<br />
4 Studs for exhaust valve<br />
4 Nuts for exhaust valve<br />
½ set O�rings for cooling jacket<br />
1 Cooling jacket<br />
½ set Sealing between cylinder cover and liner<br />
4 Spring housings for fuel valve<br />
Hydraulic tool for cylinder cover, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90161<br />
1 set Hydraulic hoses with protecti<strong>on</strong> hose<br />
complete with couplings<br />
8 pcs O�rings with backup rings, upper<br />
8 pcs O�rings with backup rings, lower<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> and p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90201<br />
1 box Locking wire, L=63 m<br />
5 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings of each kind<br />
2 D�rings for p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> skirt<br />
2 D�rings for p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod stuffing box, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90205<br />
15 Self-locking nuts<br />
5 O�rings<br />
5 Top scraper rings<br />
15 Pack sealing rings<br />
10 Cover sealing rings<br />
120 Lamellas for scraper rings<br />
30 Springs for top scraper and sealing rings<br />
20 Springs for scraper rings<br />
Cylinder frame, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90301<br />
½ set Studs for cylinder cover for <strong>on</strong>e cyl.<br />
1 Bushing<br />
Cylinder liner and cooling jacket, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90302<br />
1 Cooling jacket of each kind<br />
4 N<strong>on</strong> return valves<br />
1 set O�rings for <strong>on</strong>e cylinder liner<br />
½ set Gaskets for cooling water c<strong>on</strong>necti<strong>on</strong><br />
½ set O�rings for cooling water pipes<br />
1 set Cooling water pipes between liner and cover<br />
for <strong>on</strong>e cylinder<br />
Cylinder Lubricating Oil System, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90306<br />
1 set Spares for <strong>MAN</strong> B&W Alpha lubricating oil<br />
system for 1cyl.<br />
1 Lubricator<br />
2 Feed back sensor, complete<br />
1 Complete sets of O�rings for lubricator<br />
(depending <strong>on</strong> number of lubricating nozzles<br />
per cylinder)<br />
C<strong>on</strong>necting rod and crosshead, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90401<br />
1 Telescopic pipe<br />
2 Thrust piece<br />
HPS Hydaulic Power Supply, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 906<br />
1 Delivery pump<br />
1 Start up pump<br />
1 Pressure relief valve<br />
1 Pumps short cutting valve<br />
1 set Check valve Cartridge (3 pcs)<br />
Engine C<strong>on</strong>trol System, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 906<br />
1 set Fuses for MPC, TSA, CNR<br />
1 Segment for triggerring<br />
HCU Hydraulic Cylinder Unit, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 906<br />
1 set Packings<br />
Main starting valve, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90702<br />
1 Repair kit for main actuator<br />
1 Repair kit for main ball valve<br />
1 *) Repair kit for actuator, slow turning<br />
1 *) Repair kit for ball valve, slow turning<br />
*) if fitted<br />
Starting valve, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90704<br />
2 Locking plates<br />
2 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
2 Spring<br />
2 Bushing<br />
1 set O�ring<br />
1 Valve spindle<br />
Fig. 19.07.01a: Additi<strong>on</strong>al spare parts bey<strong>on</strong>d class requirements or recommendati<strong>on</strong>, opti<strong>on</strong>: 4 87 603<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 46 36�7.6<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.07<br />
Exhaust valve, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90801<br />
1 Exhaust valve spindle<br />
1 Exhaust valve seat<br />
½ set O�ring exhaust valve/cylinder cover<br />
4 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings<br />
½ set Guide rings<br />
½ set Sealing rings<br />
½ set Safety valves<br />
1 set Gaskets and O�rings for safety valve<br />
1 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> complete<br />
1 Damper p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
1 set O�rings and sealings between air p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> and<br />
exhaust valve housing/spindle<br />
1 Liner for spindle guide<br />
1 set Gaskets and O�rings for cooling water<br />
c<strong>on</strong>necti<strong>on</strong><br />
1 C<strong>on</strong>ical ring in 2/2<br />
1 set O�rings for spindle/air p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
1 set N<strong>on</strong>�return valve<br />
Exhaust valve, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90802<br />
1 Sealing oil c<strong>on</strong>trol unit<br />
Exhaust valve actuator, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90805<br />
1 Hydraulic exhaust valve actuator complete for<br />
1 cylinder<br />
1 Electr<strong>on</strong>ic exhaust valve c<strong>on</strong>trol valve<br />
Cooling water outlet, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90810<br />
2 Ball valve<br />
1 Butterfly valve<br />
1 Compensator<br />
1 set Gaskets for butterfly valve and compensator<br />
Fuel injecti<strong>on</strong> system, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90901<br />
1 Fuel oil pressure booster complete, for 1 cyl.<br />
1 Hydraulic cylinder unit<br />
1 set Gaskets and sealings<br />
1 Electr<strong>on</strong>ic fuel injecti<strong>on</strong> cotrol valve<br />
Fuel valve, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90910<br />
1 set Fuel nozzles<br />
1 set O�rings for fuel valve<br />
3 Spindle guides, complete<br />
½ set Springs<br />
½ set D<str<strong>on</strong>g>is</str<strong>on</strong>g>cs, +30 bar<br />
3 Thrust spindles<br />
3 N<strong>on</strong> return valve (if mounted)<br />
Note: Secti<strong>on</strong> numbers refer to Instructi<strong>on</strong> Book, Vol. III c<strong>on</strong>taining plates with spare parts<br />
Page 2 of 2<br />
Fuel oil high pressure pipes, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90913<br />
1 High pressure pipe, from fuel oil pressure<br />
booster to fuel valve<br />
1 High pressure pipe from actuator to exhaust<br />
valve<br />
1 set O�rings for high pressure pipes<br />
Overflow valve, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 90915<br />
1 Overflow valve, complete<br />
1 O�rings of each kind<br />
<strong>Turbo</strong>charger, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 91000<br />
1 Spare rotor, complete with bearings<br />
1 Spare part set for turbocharger<br />
Scavenge air receiver, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 91001<br />
2 N<strong>on</strong>�return valves complete<br />
1 Compensator<br />
Exhaust pipes and receiver, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 91003<br />
1 Compensator between TC and receiver<br />
2 Compensator between exhaust valve and receiver<br />
1 set Gaskets for each compensator<br />
Air cooler, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 91005<br />
16 Ir<strong>on</strong> blocks (Corrosi<strong>on</strong> blocks)<br />
Safety valve, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 91101<br />
1 set Gasket for safety valve<br />
2 Safety valve, complete<br />
Arrangement of safety cap, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 91104<br />
1 set Bursting d<str<strong>on</strong>g>is</str<strong>on</strong>g>c<br />
Engine Lubricating System, <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> 912<br />
1 set 6µ filter<br />
Fig. 19.07.01b: Additi<strong>on</strong>al spare parts bey<strong>on</strong>d class requirements or recommendati<strong>on</strong>, opti<strong>on</strong>: 4 87 603<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI engines 198 46 36�7.6<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.08<br />
Wearing parts<br />
The wearing parts are divided into 20 groups, each including<br />
the comp<strong>on</strong>ents stated in Table A.<br />
The average expected c<strong>on</strong>sumpti<strong>on</strong> of spare parts <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
stated in Table B for , 2, 3... 0 years’ service of a new<br />
engine, a service year being assumed to be of 6000<br />
hours.<br />
Table A:<br />
Page of 2<br />
Group No. Secti<strong>on</strong> Quantity Descripti<strong>on</strong>s<br />
90 0 ½ set O�rings and gaskets for cylinder<br />
2 ¼ set Spring housing, complete for cylinder<br />
90 03 ¼ set Indicator valves, O�rings and gaskets for cylinder<br />
3 90 6 ½ set O�ring W / Back�up ring for cylinder<br />
4 ½ set Hose with uni<strong>on</strong> for cylinder<br />
5 9020 box Locking wire ,0MM L=63<br />
set P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings for cylinder<br />
set O�rings for cylinder<br />
6 90205 set O�rings for cylinder<br />
set Lamella rings 3/3 for cylinder<br />
½ set Top scraper rings 4/4 for cylinder<br />
½ set Pack Sealing rings 4/4 for cylinder<br />
½ set Cover Sealing rings 4/4 for cylinder<br />
½ set Springs of each kind for cylinder<br />
7 90302 ½ set O�rings / Sealing rings for Cylinder liner<br />
set O�rings, Packings and Gaskets for cooling water c<strong>on</strong>necti<strong>on</strong>s<br />
8 pcs Cylinder liner<br />
pcs P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> cleaning ring (if Mounted)<br />
0 90635�45 set Packings and Gaskets for Engine<br />
2 90702 ½ set Repair Kit for each type of valve for Engine<br />
3 90704 set O�rings, Packings and Gaskets for Engine<br />
4 9080 ¼ set Exhaust valve spindle for Engine<br />
¼ set Exhaust valve W�bottom piece for Engine<br />
5 set P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings for exhaust valve air p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> and oil p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> for Engine<br />
set O�rings for water c<strong>on</strong>necti<strong>on</strong>s for Engine<br />
set Gasket for cooling for water c<strong>on</strong>necti<strong>on</strong>s for Engine<br />
set O�rings for oil c<strong>on</strong>necti<strong>on</strong>s for Engine<br />
pcs Spindle guide<br />
2 pcs Air sealing ring<br />
½ set Guide sealing rings<br />
set O�rings for bottom piece for Engine<br />
7 909 0 ½ set Fuel valve nozzle for cylinder<br />
¼ set Spindle guide complete and n<strong>on</strong>�return valve for cylinder<br />
2 set O�rings for cylinder<br />
8 909 7 ¼ set Plunger and housing for fuel oil booster for Engine<br />
½ set Sucti<strong>on</strong> valve complete for Cylinder<br />
set Sealing rings, O�rings and Gaskets for cylinder<br />
9 9 000 Slide bearing for turbocharger for engine (roller bearings)<br />
Guide bearing for turbocharger for engine (roller bearings)<br />
20 9 000 Slide bearing for turbocharger for engine (slide bearings)<br />
Guide bearing for turbocharger for engine (slide bearings)<br />
Note: Secti<strong>on</strong> numbers refers to Instructi<strong>on</strong> Book, Vol. III c<strong>on</strong>taining plates with spare parts<br />
Fig. 19.08.01: Table A<br />
In order to find the expected c<strong>on</strong>sumpti<strong>on</strong> of spare<br />
parts:<br />
Multiply the quantity stated in Table A with the factor in<br />
Table B for a given number of service hours.<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 46 37�9.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.08<br />
Table B:<br />
Page 2 of 2<br />
Service hours: 0� 0� 0� 0� 0� 0� 0� 0� 0� 0�<br />
6000 12000 18000 24000 3000 36000 42000 48000 54000 60000<br />
Group. Secti<strong>on</strong><br />
No. No. Descripti<strong>on</strong> Factor for number of cylinders<br />
90 0 O�rings and gaskets 2 3 4 5 6 7 8 9 0<br />
2 Spring housing 0 2<br />
90 03 Packing and Gaskets 2 3 4 5 6 7 8 9 0<br />
3 90 6 O�ring W / Back�up ring 2 3 4 5 6 7 8 9 0<br />
4 Hose with uni<strong>on</strong> 0 0 2 2 2<br />
5 9020 Set of p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rings 0 2 3 4 3 4 4 4<br />
6 90205 St. box, lamella / sealing rings 0 2 2 3 3 4 3 4<br />
7 90302 O�rings / Sealing rings Cyl. liner 0 2 2 2 4 2<br />
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0<br />
9 906 0 Bearing Shells and Guide D<str<strong>on</strong>g>is</str<strong>on</strong>g>c 0 0 0 2 2 2<br />
0 90635�45 Packings and Gaskets 2 3 4 5 6 7 8 7 8<br />
2 90702 Repair Kit for each type of valve 0 2 3 4 3 4 3 4<br />
3 90704 O�rings, Packings and Gaskets 2 3 4 5 6 7 8 9 0<br />
4 9080<br />
Exhaust valve spindles /<br />
0 0 2 2 2<br />
bottom pieces<br />
5 Exhaust valve guide bushings 0 2 2 4 2 4 2 4<br />
O�rings for exhaust valve 2 3 4 5 6 7 8 9 0<br />
7 909 0 Fuel valve guides and nozzles 0 2 4 4 5 5 3 3<br />
8 909 7<br />
Plunger and housing for fuel<br />
0 0 0 0 0<br />
9 9 000<br />
20 9 000<br />
oil booster<br />
Sucti<strong>on</strong>/puncture valves,<br />
Sealing rings<br />
and Gaskets 0 2 2 3 3 4 3 3<br />
Set bearings per TC<br />
0 0 set 2 set 2 set 3 set 3 set 4 set 4 set 5 set<br />
(roller bearings) *)<br />
Set bearings per TC<br />
(slide bearings) *)<br />
*) Not depending <strong>on</strong> number of cylinders.<br />
Fig. 19.08.02: Table B<br />
0 0 0 set set set set 2 set 2 set 2 set<br />
Note:<br />
Secti<strong>on</strong> numbers refers to Instructi<strong>on</strong> Book, Vol. III c<strong>on</strong>taining plates with spare parts<br />
<strong>MAN</strong> B&W ME/ME�C/ME�GI/ME-B engines 198 46 37�9.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W 19.09<br />
Large spare parts, dimensi<strong>on</strong>s and masses<br />
A<br />
1 2 3<br />
B<br />
D<br />
Pos Sec. Descripti<strong>on</strong><br />
C<br />
4 5<br />
C<br />
A<br />
Fig. 19.09.01: Large spare parts, dimensi<strong>on</strong>s and masses are for guidance <strong>on</strong>ly<br />
B<br />
C<br />
Mass<br />
(kg)<br />
Page 1 of 1<br />
<strong>MAN</strong> B&W S65ME�C/ME�GI 198 49 08�8.1<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
B<br />
A<br />
A<br />
B<br />
Dimensi<strong>on</strong>s (mm)<br />
A B C D E<br />
1 Cylinder liner, incl. cooling jacket 4,051 ø930 ø890 2,968 ø760<br />
2 Exhaust valve 944 1,758 797 643<br />
3 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> complete, with p<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod 1,905 ø650 390 ø260 3,780 ø425<br />
4 Cylinder cover, incl. valves 2,214 ø1,180 505 ø895<br />
5 Rotor for turbocharger, TCA88 610 ø890 1,630<br />
5 Rotor for turbocharger, TPL85 550 ø855 1,613<br />
A<br />
C<br />
E<br />
B<br />
D<br />
178 51 59�7.0
<strong>MAN</strong> B&W 19.10<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Standard Tools for Maintenance<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong><br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
198 64 51-9.0
<strong>MAN</strong> B&W<br />
Tool Panels<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> <str<strong>on</strong>g>secti<strong>on</strong></str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> <strong>request</strong><br />
<strong>MAN</strong> <strong>Diesel</strong><br />
19.11<br />
Page of<br />
198 66 45-0.0
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Project Suppport and<br />
Documentati<strong>on</strong><br />
20
<strong>MAN</strong> B&W 20.01<br />
Project Support and Documentati<strong>on</strong><br />
The selecti<strong>on</strong> of the ideal propulsi<strong>on</strong> plant for a<br />
specific newbuilding <str<strong>on</strong>g>is</str<strong>on</strong>g> a comprehensive task.<br />
However, as th<str<strong>on</strong>g>is</str<strong>on</strong>g> selecti<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> a key factor for the<br />
profitability of the ship, it <str<strong>on</strong>g>is</str<strong>on</strong>g> of the utmost importance<br />
for the end�user that the right choice <str<strong>on</strong>g>is</str<strong>on</strong>g> made.<br />
<strong>MAN</strong> <strong>Diesel</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> able to provide a wide variety of<br />
support for the shipping and shipbuilding industries<br />
all over the world.<br />
The knowledge accumulated over many decades<br />
by <strong>MAN</strong> <strong>Diesel</strong> covering such fields as the selecti<strong>on</strong><br />
of the best propulsi<strong>on</strong> machinery, optim<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong><br />
of the engine installati<strong>on</strong>, choice and suitability<br />
of a Power Take Off for a specific project,<br />
vibrati<strong>on</strong> aspects, envir<strong>on</strong>mental c<strong>on</strong>trol etc., <str<strong>on</strong>g>is</str<strong>on</strong>g><br />
<str<strong>on</strong>g>available</str<strong>on</strong>g> to shipowners, shipbuilders and ship designers<br />
alike.<br />
Part of th<str<strong>on</strong>g>is</str<strong>on</strong>g> informati<strong>on</strong> can be found in the following<br />
documentati<strong>on</strong>:<br />
• Installati<strong>on</strong> Drawings<br />
• CEAS - Engine Room Dimensi<strong>on</strong>ing<br />
• Project Guides<br />
• Extent of Delivery (EOD)<br />
• Technical Papers<br />
The publicati<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> at:<br />
www.mandiesel.com → ‘Marine’ → ‘Low Speed’<br />
Engine Selecti<strong>on</strong> Guides<br />
The ‘Engine Selecti<strong>on</strong> Guides’ are intended as a<br />
tool to provide ass<str<strong>on</strong>g>is</str<strong>on</strong>g>tance at the very initial stage<br />
of the project work. The guides give a general<br />
view of the <strong>MAN</strong> B&W two�stroke Programme for<br />
MC as well as for ME engines and include informati<strong>on</strong><br />
<strong>on</strong> the following subjects:<br />
• Engine data<br />
• Engine layout and load diagrams<br />
specific fuel oil c<strong>on</strong>sumpti<strong>on</strong><br />
• <strong>Turbo</strong>charger selecti<strong>on</strong><br />
• Electricity producti<strong>on</strong>, including power take off<br />
• Installati<strong>on</strong> aspects<br />
• Auxiliary systems<br />
• Vibrati<strong>on</strong> aspects.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
After selecting the engine type <strong>on</strong> the bas<str<strong>on</strong>g>is</str<strong>on</strong>g> of<br />
th<str<strong>on</strong>g>is</str<strong>on</strong>g> general informati<strong>on</strong>, and after making sure<br />
that the engine fits into the ship’s design, then a<br />
more detailed project can be carried out based<br />
<strong>on</strong> the ‘Project Guide’ for the specific engine type<br />
selected.<br />
Project Guides<br />
For each engine type of MC or ME design a<br />
‘Project Guide’ has been prepared, describing the<br />
general technical features of that specific engine<br />
type, and also including some opti<strong>on</strong>al features<br />
and equipment.<br />
The informati<strong>on</strong> <str<strong>on</strong>g>is</str<strong>on</strong>g> general, and some deviati<strong>on</strong>s<br />
may appear in a final engine documentati<strong>on</strong>, depending<br />
<strong>on</strong> the c<strong>on</strong>tent specified in the c<strong>on</strong>tract<br />
and <strong>on</strong> the individual licensee supplying the engine.<br />
The Project Guides compr<str<strong>on</strong>g>is</str<strong>on</strong>g>e an extensi<strong>on</strong><br />
of the general informati<strong>on</strong> in the Engine Selecti<strong>on</strong><br />
Guide, as well as specific informati<strong>on</strong> <strong>on</strong> such<br />
subjects as:<br />
• Engine Design<br />
• Engine Layout and Load Diagrams, SFOC<br />
• <strong>Turbo</strong>charger Selecti<strong>on</strong> & Exhaust Gas By�pass<br />
• Electricity Producti<strong>on</strong><br />
• Installati<strong>on</strong> Aspects<br />
• L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of Capacities: Pumps, Coolers & Exhaust Gas<br />
• Fuel Oil<br />
• Lubricating Oil<br />
• Cylinder Lubricati<strong>on</strong><br />
• P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> Rod Stuffing Box Drain Oil<br />
• Central Cooling Water System<br />
• Seawater Cooling<br />
• Starting and C<strong>on</strong>trol Air<br />
• Scavenge Air<br />
• Exhaust Gas<br />
• Engine C<strong>on</strong>trol System<br />
• Vibrati<strong>on</strong> Aspects<br />
• M<strong>on</strong>itoring Systems and Instrumentati<strong>on</strong><br />
• D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch Pattern, Testing, Spares and Tools<br />
• Project Support and Documentati<strong>on</strong>.<br />
198 45 88�7.4
<strong>MAN</strong> B&W 20.02<br />
Computer<str<strong>on</strong>g>is</str<strong>on</strong>g>ed Engine Applicati<strong>on</strong> System (CEAS)<br />
Further custom<str<strong>on</strong>g>is</str<strong>on</strong>g>ed informati<strong>on</strong> can be obtained<br />
from <strong>MAN</strong> <strong>Diesel</strong> as project support and, for th<str<strong>on</strong>g>is</str<strong>on</strong>g><br />
purpose, we have developed a ‘Computer<str<strong>on</strong>g>is</str<strong>on</strong>g>ed<br />
Engine Applicati<strong>on</strong> System’ (CEAS), by means of<br />
which specific calculati<strong>on</strong>s can be made during<br />
the project stage, such as:<br />
• Estimati<strong>on</strong> of ship’s dimensi<strong>on</strong>s<br />
• Propeller calculati<strong>on</strong> and power predicti<strong>on</strong><br />
• Selecti<strong>on</strong> of main engine<br />
• Main engines compar<str<strong>on</strong>g>is</str<strong>on</strong>g><strong>on</strong><br />
• Layout/load diagrams of engine<br />
• Maintenance and spare parts costs of the engine<br />
• Total ec<strong>on</strong>omy – compar<str<strong>on</strong>g>is</str<strong>on</strong>g><strong>on</strong> of engine rooms<br />
• Steam and electrical power – ships’ requirement<br />
• Auxiliary machinery capacities for derated engine<br />
• Fuel and lube oil c<strong>on</strong>sumpti<strong>on</strong> – exhaust gas<br />
data<br />
• Heat d<str<strong>on</strong>g>is</str<strong>on</strong>g>sipati<strong>on</strong> of engine<br />
• Util<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> of exhaust gas heat<br />
• Water c<strong>on</strong>densati<strong>on</strong> separati<strong>on</strong> in air coolers<br />
• No<str<strong>on</strong>g>is</str<strong>on</strong>g>e – engine room, exhaust gas, structure<br />
borne<br />
• Preheating of diesel engine<br />
• Util<str<strong>on</strong>g>is</str<strong>on</strong>g>ati<strong>on</strong> of jacket cooling water heat, fresh<br />
water producti<strong>on</strong><br />
• Starting air system<br />
• Exhaust gas back pressure<br />
• Engine room data: pumps, coolers, tanks.<br />
For further informati<strong>on</strong>, please refer to<br />
www.mandiesel.com under ‘Marine’ → ‘Low speed’<br />
→ ‘CEAS Engine Room Dimensi<strong>on</strong>s’.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME-BME�C/ME�GI engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 1<br />
198 45 90�9.2
<strong>MAN</strong> B&W 20.03<br />
Extent of Delivery<br />
The ‘Extent of Delivery’ (EoD) sheets have been<br />
compiled in order to facilitate communicati<strong>on</strong> between<br />
owner, c<strong>on</strong>sultants, yard and engine maker<br />
during the project stage, regarding the scope of<br />
supply and the alternatives (opti<strong>on</strong>s) <str<strong>on</strong>g>available</str<strong>on</strong>g> for<br />
<strong>MAN</strong> B&W two�stroke engines.<br />
We provide four different EoDs:<br />
EoD 98 � 50 MC Type Engine<br />
EoD 46 � 26 MC Type Engines<br />
EoD 98 � 50 ME Type Engines<br />
EoD 60 � 35 ME-B Type Engines<br />
These publicati<strong>on</strong>s are <str<strong>on</strong>g>available</str<strong>on</strong>g> at:<br />
www.mandiesel.com under ‘Marine’ → ‘Low speed’<br />
→ ‘Project Guides and Extent of Delivery (EOD)’<br />
C<strong>on</strong>tent of Extent of Delivery<br />
The ‘Extent of Delivery’ includes a l<str<strong>on</strong>g>is</str<strong>on</strong>g>t of the basic<br />
items and the opti<strong>on</strong>s of the main engine and auxiliary<br />
equipment and, it <str<strong>on</strong>g>is</str<strong>on</strong>g> divided into the systems<br />
and volumes stated below:<br />
General informati<strong>on</strong><br />
4 00 xxx General informati<strong>on</strong><br />
4 02 xxx Rating<br />
4 03 xxx Directi<strong>on</strong> of rotati<strong>on</strong><br />
4 06 xxx Rules and regulati<strong>on</strong>s<br />
4 07 xxx Calculati<strong>on</strong> of torsi<strong>on</strong>al and axial<br />
vibrati<strong>on</strong>s<br />
4 09 xxx Documentati<strong>on</strong><br />
4 11 xxx Voltage <strong>on</strong> board for electrical<br />
c<strong>on</strong>sumers<br />
4 12 xxx D<str<strong>on</strong>g>is</str<strong>on</strong>g>mantling, packing and shipping<br />
of engine<br />
4 14 xxx Testing of diesel engine<br />
4 17 xxx Superv<str<strong>on</strong>g>is</str<strong>on</strong>g>ors and adv<str<strong>on</strong>g>is</str<strong>on</strong>g>ory work<br />
4 20 xxx Propeller<br />
4 21 xxx Propeller hub<br />
4 22 xxx Stern tube<br />
4 23 xxx Propeller shaft<br />
4 24 xxx Intermediate shaft<br />
4 25 xxx Propeller shaftline<br />
4 26 xxx Propeller, m<str<strong>on</strong>g>is</str<strong>on</strong>g>cellaneous<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 1 of 2<br />
<strong>Diesel</strong> engine<br />
4 30 xxx <strong>Diesel</strong> engine<br />
4 31 xxx Torsi<strong>on</strong>al and axial vibrati<strong>on</strong>s<br />
4 35 xxx Fuel oil piping<br />
4 40 xxx Lubricating oil piping<br />
4 42 xxx Cylinder lubricating oil piping<br />
4 43 xxx P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod stuffing box drain piping<br />
4 45 xxx Low temperature cooling water piping<br />
4 46 xxx Jacket cooling water piping<br />
4 50 xxx Starting and c<strong>on</strong>trol air piping<br />
4 54 xxx Scavenge air cooler<br />
4 55 xxx Scavenge air piping<br />
4 59 xxx <strong>Turbo</strong>charger<br />
4 60 xxx Exhaust gas piping<br />
4 65 xxx Engine c<strong>on</strong>trol system<br />
4 70 xxx Local instrumentati<strong>on</strong><br />
4 75 xxx M<strong>on</strong>itoring, safety, alarm and<br />
remote indicati<strong>on</strong><br />
4 78 xxx Electrical wiring <strong>on</strong> engine<br />
M<str<strong>on</strong>g>is</str<strong>on</strong>g>cellaneous<br />
4 80 xxx M<str<strong>on</strong>g>is</str<strong>on</strong>g>cellaneous<br />
4 81 xxx Painting<br />
4 82 xxx Engine seating<br />
4 83 xxx Galleries<br />
4 85 xxx Power Take Off<br />
4 87 xxx Spare parts<br />
4 88 xxx Tools<br />
Remote c<strong>on</strong>trol system<br />
4 95 xxx Bridge c<strong>on</strong>trol system<br />
Descripti<strong>on</strong> of the ‘Extent of Delivery’<br />
The ‘Extent of Delivery’ (EoD) <str<strong>on</strong>g>is</str<strong>on</strong>g> the bas<str<strong>on</strong>g>is</str<strong>on</strong>g> for<br />
specifying the scope of supply for a specific order.<br />
The l<str<strong>on</strong>g>is</str<strong>on</strong>g>t c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of ‘Basic’ and ‘Opti<strong>on</strong>al’ items.<br />
The ‘Basic’ items define the simplest engine, designed<br />
for attended machinery space (AMS), without<br />
taking into c<strong>on</strong>siderati<strong>on</strong> any specific require�<br />
ments from the classificati<strong>on</strong> society, the yard, the<br />
owner or any specific regulati<strong>on</strong>s.<br />
The ‘Opti<strong>on</strong>s’ are extra items that can be alternatives<br />
to the ‘Basic’, or additi<strong>on</strong>al items <str<strong>on</strong>g>available</str<strong>on</strong>g> to fulfil<br />
the requirements/functi<strong>on</strong>s for a specific project.<br />
198 45 91�0.3
<strong>MAN</strong> B&W 20.03<br />
Copenhagen Standard Extent of Delivery<br />
We base our first quotati<strong>on</strong>s <strong>on</strong> a ‘mostly required’<br />
scope of supply, which <str<strong>on</strong>g>is</str<strong>on</strong>g> the so called<br />
‘Copenhagen Standard EoD’, which are marked<br />
with an aster<str<strong>on</strong>g>is</str<strong>on</strong>g>k *.<br />
<str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> includes:<br />
• Items for Unattended Machinery Space<br />
• Minimum of alarm sensors recommended by<br />
the classificati<strong>on</strong> societies and <strong>MAN</strong> <strong>Diesel</strong><br />
• Moment compensator for certain numbers of<br />
cylinders<br />
• <strong>MAN</strong> <strong>Diesel</strong> turbochargers<br />
• The basic Engine C<strong>on</strong>trol System<br />
• CoCoS�EDS <strong>on</strong>line<br />
• Spare parts either required or recommended by<br />
the classificati<strong>on</strong> societies and <strong>MAN</strong> <strong>Diesel</strong><br />
• Tools required or recommended by the classificati<strong>on</strong><br />
societies and <strong>MAN</strong> <strong>Diesel</strong>.<br />
The filled�in EoD <str<strong>on</strong>g>is</str<strong>on</strong>g> often used as an integral part<br />
of the final c<strong>on</strong>tract.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Page 2 of 2<br />
198 45 91�0.3
<strong>MAN</strong> B&W 20.04<br />
Installati<strong>on</strong> Documentati<strong>on</strong><br />
When a final c<strong>on</strong>tract <str<strong>on</strong>g>is</str<strong>on</strong>g> signed, a complete set of<br />
documentati<strong>on</strong>, in the following called ‘Installati<strong>on</strong><br />
Documentati<strong>on</strong>’, will be supplied to the buyer by<br />
the engine maker.<br />
The ‘Installati<strong>on</strong> Documentati<strong>on</strong>’ <str<strong>on</strong>g>is</str<strong>on</strong>g> normally divided<br />
into the ‘A’ and ‘B’ volumes menti<strong>on</strong>ed in<br />
the ‘Extent of Delivery’ under items:<br />
4 09 602 Volume ‘A’:<br />
Mainly compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es general guiding system drawings<br />
for the engine room<br />
4 09 603 Volume ‘B’:<br />
Mainly compr<str<strong>on</strong>g>is</str<strong>on</strong>g>es specific drawings for the main<br />
engine itself<br />
Most of the documentati<strong>on</strong> in volume ‘A’ are similar<br />
to those c<strong>on</strong>tained in the respective Project<br />
Guides, but the Installati<strong>on</strong> Documentati<strong>on</strong> will<br />
<strong>on</strong>ly cover the order�relevant designs. These will<br />
be forwarded within 4 weeks from order.<br />
The engine layout drawings in volume ‘B’ will, in<br />
each case, be custom<str<strong>on</strong>g>is</str<strong>on</strong>g>ed according to the buyer’s<br />
requirements and the engine manufacturer’s<br />
producti<strong>on</strong> facilities. The documentati<strong>on</strong> will be<br />
forwarded, as so<strong>on</strong> as it <str<strong>on</strong>g>is</str<strong>on</strong>g> ready, normally within<br />
3�6 m<strong>on</strong>ths from order.<br />
As <strong>MAN</strong> <strong>Diesel</strong> and most of our licensees are using<br />
computer<str<strong>on</strong>g>is</str<strong>on</strong>g>ed drawings UniGraphics, Cadam<br />
and TIFF format, the documentati<strong>on</strong> forwarded<br />
will normally be in size A4 or A3. The maximum<br />
size <str<strong>on</strong>g>available</str<strong>on</strong>g> <str<strong>on</strong>g>is</str<strong>on</strong>g> A1.<br />
The drawings of volume ‘A’ are <str<strong>on</strong>g>available</str<strong>on</strong>g> <strong>on</strong> CD<br />
ROM.<br />
The following l<str<strong>on</strong>g>is</str<strong>on</strong>g>t <str<strong>on</strong>g>is</str<strong>on</strong>g> intended to show an example<br />
of such a set of Installati<strong>on</strong> Documentati<strong>on</strong>, but<br />
the extent may vary from order to order.<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Engine�relevant documentati<strong>on</strong><br />
Main Secti<strong>on</strong> 901 Engine data<br />
External forces and moments<br />
Guide force moments<br />
Water and oil in engine<br />
Centre of gravity<br />
Basic symbols for piping<br />
Instrument symbols for piping<br />
Balancing<br />
Main Secti<strong>on</strong> 915 Engine c<strong>on</strong>necti<strong>on</strong>s<br />
Scaled engine outline<br />
Engine outline<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of flanges/counterflanges<br />
Engine pipe c<strong>on</strong>necti<strong>on</strong>s<br />
Gallery outline<br />
Main Secti<strong>on</strong> 921 Engine instrumentati<strong>on</strong><br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of instruments<br />
C<strong>on</strong>necti<strong>on</strong>s for electric comp<strong>on</strong>ents<br />
Guidance values for automati<strong>on</strong><br />
Main Secti<strong>on</strong> 923 Engine C<strong>on</strong>trol System<br />
Engine C<strong>on</strong>trol System, descripti<strong>on</strong><br />
Engine C<strong>on</strong>trol System, diagrams<br />
Pneumatic system<br />
Speed correlati<strong>on</strong> to telegraph<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of comp<strong>on</strong>ents<br />
Sequence diagram<br />
Main Secti<strong>on</strong> 924 Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector<br />
Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector<br />
Main Secti<strong>on</strong> 925 C<strong>on</strong>trol equipment for<br />
auxiliary blower<br />
Electric wiring diagram<br />
Auxiliary blower<br />
Starter for electric motors<br />
Main Secti<strong>on</strong> 932 Shaft line<br />
Crankshaft driving end<br />
Fitted bolts<br />
Main Secti<strong>on</strong> 934 Turning gear<br />
Turning gear arrangement<br />
Turning gear, c<strong>on</strong>trol system<br />
Turning gear, with motor<br />
Page 1 of 4<br />
198 45 92�2.3
<strong>MAN</strong> B&W 20.04<br />
Main Secti<strong>on</strong> 939 Engine paint<br />
Specificati<strong>on</strong> of paint<br />
Main Secti<strong>on</strong> 940 Gaskets, sealings, O�rings<br />
Instructi<strong>on</strong>s<br />
Packings<br />
Gaskets, sealings, O�rings<br />
Main Secti<strong>on</strong> 950 Engine pipe diagrams<br />
Engine pipe diagrams<br />
Bedplate drain pipes<br />
Instrument symbols for piping<br />
Basic symbols for piping<br />
Lube oil, cooling oil and hydraulic oil piping<br />
Cylinder lube oil pipes<br />
Stuffing box drain pipes<br />
Cooling water pipes, air cooler<br />
Jacket water cooling pipes<br />
Fuel oil drain pipes<br />
Fuel oil pipes<br />
C<strong>on</strong>trol air pipes<br />
Starting air pipes<br />
<strong>Turbo</strong>charger cleaning pipe<br />
Scavenge air space, drain pipes<br />
Scavenge air pipes<br />
Air cooler cleaning pipes<br />
Exhaust gas pipes<br />
Steam extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing, in scav.box<br />
Oil m<str<strong>on</strong>g>is</str<strong>on</strong>g>t detector pipes<br />
Pressure gauge pipes<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Engine room�relevant documentati<strong>on</strong><br />
Main Secti<strong>on</strong> 901 Engine data<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities<br />
Basic symbols for piping<br />
Instrument symbols for piping<br />
Main Secti<strong>on</strong> 902 Lube and cooling oil<br />
Lube oil bottom tank<br />
Lubricating oil filter<br />
Crankcase venting<br />
Lubricating and hydraulic oil system<br />
Lube oil outlet<br />
Main Secti<strong>on</strong> 904 Cylinder lubricati<strong>on</strong><br />
Cylinder lube oil system<br />
Main Secti<strong>on</strong> 905 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> rod stuffing box<br />
Stuffing box drain oil cleaning system<br />
Main Secti<strong>on</strong> 906 Seawater cooling<br />
Seawater cooling system<br />
Main Secti<strong>on</strong> 907 Jacket water cooling<br />
Jacket water cooling system<br />
Deaerating tank<br />
Deaerating tank, alarm device<br />
Main Secti<strong>on</strong> 909 Central cooling system<br />
Central cooling water system<br />
Deaerating tank<br />
Deaerating tank, alarm device<br />
Main Secti<strong>on</strong> 910 Fuel oil system<br />
Fuel oil heating chart<br />
Fuel oil system<br />
Fuel oil venting box<br />
Fuel oil filter<br />
Main Secti<strong>on</strong> 911 Compressed air<br />
Starting air system<br />
Main Secti<strong>on</strong> 912 Scavenge air<br />
Scavenge air drain system<br />
Main Secti<strong>on</strong> 913 Air cooler cleaning<br />
Air cooler cleaning system<br />
Main Secti<strong>on</strong> 914 Exhaust gas<br />
Exhaust pipes, bracing<br />
Exhaust pipe system, dimensi<strong>on</strong>s<br />
Page 2 of 4<br />
198 45 92�2.3
<strong>MAN</strong> B&W 20.04<br />
Main Secti<strong>on</strong> 917 Engine room crane<br />
Engine room crane capacity, overhauling space<br />
Main Secti<strong>on</strong> 918 Torsiograph arrangement<br />
Torsiograph arrangement<br />
Main Secti<strong>on</strong> 919 Shaft earthing device<br />
Earthing device<br />
Main Secti<strong>on</strong> 920 Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing in<br />
scavenge air space<br />
Fire extingu<str<strong>on</strong>g>is</str<strong>on</strong>g>hing in scavenge air space<br />
Main Secti<strong>on</strong> 921 Instrumentati<strong>on</strong><br />
Axial vibrati<strong>on</strong> m<strong>on</strong>itor<br />
Main Secti<strong>on</strong> 926 Engine seating<br />
Profile of engine seating<br />
Epoxy chocks<br />
Alignment screws<br />
Main Secti<strong>on</strong> 927 Holding�down bolts<br />
Holding�down bolt<br />
Round nut<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>tance pipe<br />
Spherical washer<br />
Spherical nut<br />
Assembly of holding�down bolt<br />
Protecting cap<br />
Arrangement of holding�down bolts<br />
Main Secti<strong>on</strong> 928 Supporting chocks<br />
Supporting chocks<br />
Securing of supporting chocks<br />
Main Secti<strong>on</strong> 929 Side chocks<br />
Side chocks<br />
Liner for side chocks, starboard<br />
Liner for side chocks, port side<br />
Main Secti<strong>on</strong> 930 End chocks<br />
Stud for end chock bolt<br />
End chock<br />
Round nut<br />
Spherical washer, c<strong>on</strong>cave<br />
Spherical washer, c<strong>on</strong>vex<br />
Assembly of end chock bolt<br />
Liner for end chock<br />
Protecting cap<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Main Secti<strong>on</strong> 931 Top bracing of engine<br />
Top bracing outline<br />
Top bracing arrangement<br />
Fricti<strong>on</strong>�materials<br />
Top bracing instructi<strong>on</strong>s<br />
Top bracing forces<br />
Top bracing tensi<strong>on</strong> data<br />
Main Secti<strong>on</strong> 932 Shaft line<br />
Static thrust shaft load<br />
Fitted bolt<br />
Main Secti<strong>on</strong> 933 Power Take�Off<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of capacities<br />
PTO/RCF arrangement, if fitted<br />
Page 3 of 4<br />
Main Secti<strong>on</strong> 936 Spare parts dimensi<strong>on</strong>s<br />
C<strong>on</strong>necting rod studs<br />
Cooling jacket<br />
Crankpin bearing shell<br />
Crosshead bearing<br />
Cylinder cover stud<br />
Cylinder cover<br />
Cylinder liner<br />
Exhaust valve<br />
Exhaust valve bottom piece<br />
Exhaust valve spindle<br />
Exhaust valve studs<br />
Fuel valve<br />
Main bearing shell<br />
Main bearing studs<br />
P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> complete<br />
Starting valve<br />
Telescope pipe<br />
Thrust block segment<br />
<strong>Turbo</strong>charger rotor<br />
Main Secti<strong>on</strong> 940 Gaskets, sealings, O�rings<br />
Gaskets, sealings, O�rings<br />
Main Secti<strong>on</strong> 949 Material sheets<br />
<strong>MAN</strong> B&W Standard Sheets Nos:<br />
• S19R<br />
• S45R<br />
• S25Cr1<br />
• S34Cr1R<br />
• C4<br />
198 45 92�2.3
<strong>MAN</strong> B&W 20.04<br />
Engine producti<strong>on</strong> and<br />
installati<strong>on</strong>�relevant documentati<strong>on</strong><br />
Main Secti<strong>on</strong> 935 Main engine producti<strong>on</strong><br />
records, engine installati<strong>on</strong> drawings<br />
Installati<strong>on</strong> of engine <strong>on</strong> board<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern 1, or<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern 2<br />
Check of alignment and bearing clearances<br />
Optical instrument or laser<br />
Reference sag line for piano wire<br />
Alignment of bedplate<br />
Piano wire measurement of bedplate<br />
Check of tw<str<strong>on</strong>g>is</str<strong>on</strong>g>t of bedplate<br />
Crankshaft alignment reading<br />
Bearing clearances<br />
Check of reciprocating parts<br />
Producti<strong>on</strong> schedule<br />
Inspecti<strong>on</strong> after shop trials<br />
D<str<strong>on</strong>g>is</str<strong>on</strong>g>patch pattern, outline<br />
Preservati<strong>on</strong> instructi<strong>on</strong>s<br />
Main Secti<strong>on</strong> 941 Shop trials<br />
Shop trials, delivery test<br />
Shop trial report<br />
Main Secti<strong>on</strong> 942 Quay trial and sea trial<br />
Stuffing box drain cleaning<br />
Fuel oil preheating chart<br />
Flushing of lube oil system<br />
Freshwater system treatment<br />
Freshwater system preheating<br />
Quay trial and sea trial<br />
Adjustment of c<strong>on</strong>trol air system<br />
Adjustment of fuel pump<br />
Heavy fuel operati<strong>on</strong><br />
Guidance values – automati<strong>on</strong><br />
Main Secti<strong>on</strong> 945 Flushing procedures<br />
Lubricating oil system cleaning instructi<strong>on</strong><br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines<br />
Tools<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Main Secti<strong>on</strong> 926 Engine seating<br />
Hydraulic jack for holding down bolts<br />
Hydraulic jack for end chock bolts<br />
Main Secti<strong>on</strong> 937 Engine tools<br />
L<str<strong>on</strong>g>is</str<strong>on</strong>g>t of tools<br />
Outline dimensi<strong>on</strong>s, main tools<br />
Main Secti<strong>on</strong> 938 Tool panel<br />
Tool panels<br />
Auxiliary equipment<br />
980 Fuel oil supply unit, if ordered<br />
990 Exhaust silencer, if ordered<br />
995 Other auxiliary equipment<br />
Page 4 of 4<br />
198 45 92�2.3
<strong>MAN</strong> B&W<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Appendix<br />
A
<strong>MAN</strong> B&W Appendix A<br />
Symbols for Piping<br />
No. Symbol Symbol designati<strong>on</strong><br />
1 General c<strong>on</strong>venti<strong>on</strong>al symbols<br />
1.1 Pipe<br />
1.2 Pipe with indicati<strong>on</strong> of directi<strong>on</strong> of flow<br />
1.3 Valves, gate valves, cocks and flaps<br />
1.4 Appliances<br />
1.5 Indicating and measuring instruments<br />
2 Pipes and pipe joints<br />
2.1 Crossing pipes, not c<strong>on</strong>nected<br />
2.2 Crossing pipes, c<strong>on</strong>nected<br />
2.3 Tee pipe<br />
2.4 Flexible pipe<br />
2.5 Expansi<strong>on</strong> pipe (corrugated) general<br />
2.6 Joint, screwed<br />
2.7 Joint, flanged<br />
2.8 Joint, sleeve<br />
2.9 Joint, quick�releasing<br />
2.10 Expansi<strong>on</strong> joint with gland<br />
2.11 Expansi<strong>on</strong> pipe<br />
2.12 Cap nut<br />
2.13 Blank flange<br />
No. Symbol Symbol designati<strong>on</strong><br />
2.14 Spectacle flange<br />
2.15 Bulkhead fitting water tight, flange<br />
2.16 Bulkhead crossing, n<strong>on</strong>�watertight<br />
2.17 Pipe going upwards<br />
2.18 Pipe going downwards<br />
2.19 Orifice<br />
3 Valves, gate valves, cocks and flaps<br />
3.1 Valve, straight through<br />
3.2 Valves, angle<br />
3.3 Valves, three way<br />
3.4 N<strong>on</strong>�return valve (flap), straight<br />
3.5 N<strong>on</strong>�return valve (flap), angle<br />
Page 1 of 3<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 38 66�2.3<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
3.6<br />
3.7<br />
N<strong>on</strong>�return valve (flap), straight, screw<br />
down<br />
N<strong>on</strong>�return valve (flap), angle, screw<br />
down<br />
3.8 Flap, straight through<br />
3.9 Flap, angle<br />
3.10 Reducti<strong>on</strong> valve<br />
3.11 Safety valve<br />
3.12 Angle safety valve<br />
3.13 Self�closing valve
<strong>MAN</strong> B&W Appendix A<br />
No. Symbol Symbol designati<strong>on</strong><br />
3.14 Quick�opening valve<br />
3.15 Quick�closing valve<br />
3.16 Regulating valve<br />
3.17 Kingst<strong>on</strong> valve<br />
3.18 Ballvalve (cock)<br />
3.19 Butterfly valve<br />
3.20 Gate valve<br />
3.21 Double�seated changeover valve<br />
3.22 Sucti<strong>on</strong> valve chest<br />
3.23<br />
3.24<br />
Sucti<strong>on</strong> valve chest with n<strong>on</strong>�return<br />
valves<br />
Double�seated changeover valve,<br />
straight<br />
3.25 Double�seated changeover valve, angle<br />
3.26 Cock, straight through<br />
3.27 Cock, angle<br />
3.28 Cock, three�way, L�port in plug<br />
3.29 Cock, three�way, T�port in plug<br />
3.30 Cock, four�way, straight through in plug<br />
3.31 Cock with bottom c<strong>on</strong>necti<strong>on</strong><br />
3.32<br />
Cock, straight through, with bottom<br />
c<strong>on</strong>n.<br />
3.33 Cock, angle, with bottom c<strong>on</strong>necti<strong>on</strong><br />
3.34<br />
Cock, three�way, with bottom c<strong>on</strong>necti<strong>on</strong><br />
No. Symbol Symbol designati<strong>on</strong><br />
4 C<strong>on</strong>trol and regulati<strong>on</strong> parts<br />
4.1 Hand�operated<br />
4.2 Remote c<strong>on</strong>trol<br />
4.3 Spring<br />
4.4 Mass<br />
4.5 Float<br />
4.6 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong><br />
4.7 Membrane<br />
4.8 Electric motor<br />
4.9 Electro�magnetic<br />
5 Appliances<br />
5.1 Mudbox<br />
5.2 Filter or strainer<br />
5.3 Magnetic filter<br />
5.4 Separator<br />
5.5 Steam trap<br />
5.6 Centrifugal pump<br />
5.7 Gear or screw pump<br />
5.8 Hand pump (bucket)<br />
5.9 Ejector<br />
Page 2 of 3<br />
5.10 Various accessories (text to be added)<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 38 66�2.3<br />
<strong>MAN</strong> <strong>Diesel</strong>
<strong>MAN</strong> B&W Appendix A<br />
No. Symbol Symbol designati<strong>on</strong><br />
5.11 P<str<strong>on</strong>g>is</str<strong>on</strong>g>t<strong>on</strong> pump<br />
6 Fittings<br />
6.1 Funnel<br />
6.2 Bell�mounted pipe end<br />
6.3 Air pipe<br />
6.4 Air pipe with net<br />
6.5 Air pipe with cover<br />
6.6 Air pipe with cover and net<br />
6.7 Air pipe with pressure vacuum valve<br />
6.8<br />
The symbols used are in accordance with ISO/R 538�1967, except symbol No. 2.19<br />
Fig. A.01.01: Symbols for piping<br />
Air pipe with pressure vacuum valve with<br />
net<br />
6.9 Deck fittings for sounding or filling pipe<br />
6.10<br />
Short sounding pipe with selfclosing<br />
cock<br />
6.11 Stop for sounding rod<br />
No. Symbol Symbol designati<strong>on</strong><br />
Page 3 of 3<br />
178 30 61�4.1<br />
<strong>MAN</strong> B&W MC/MC�C, ME/ME�C/ME�GI/ME-B engines 198 38 66�2.3<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
7<br />
Indicating instruments with ordinary<br />
symbol designati<strong>on</strong>s<br />
7.1 Sight flow indicator<br />
7.2 Observati<strong>on</strong> glass<br />
7.3 Level indicator<br />
7.4 D<str<strong>on</strong>g>is</str<strong>on</strong>g>tance level indicator<br />
7.5 Counter (indicate functi<strong>on</strong>)<br />
7.6 Recorder