l60mcc PDF

L60MC-C Mk 7 Project Guide Two-stroke Engines
This Project Guide is intended to provide the information necessary for the layout of a marine propulsion plant. The information is to be considered as preliminary intended for the project stage, providing the general technical data available at the date of printing. The binding and final design and outlines are to be supplied by our licensee, the engine maker, see section 10 of this Project Guide. In order to facilitate the negotiations between the yard, engine maker and the final user, an Extent of Delivery is available in which the basic and the optional executions are mentioned. This Project Guide and the Extent of Delivery are availabe on a CD-ROM and can also be found at the Internet address www.manbw.dk under Libraries. Major changes are regularly published in the List of Updates which are also available on the Internet at www.manbw.dk under the section Library as well as in the printed version.
1st Edition October 2001
Contents:
Engine Design
Engine Layout and Load Diagrams, SFOC
Turbocharger Choice & Exhaust Gas By-pass
Electricity Production
Installation Aspects
Auxiliary Systems
Vibration Aspects
Monitoring Systems and Instrumentation
Dispatch Pattern, Testing, Spares and Tools
Project Support & Documentation
10
MAN B&W Diesel A/S
L60MC-C Project Guide
Contents
Subject Page 1 Engine Design
Description of designation Power, speed and SFOC Engine power range and fuel consumption Performance curves Description of engine Engine cross section 1.01 1.02 1.03 1.04 1.05-1.12 1.13

Engine layout and load diagrams Specific fuel oil consumption Fuel consumption at an arbitrary load Emission control 2.01-2.13 2.14-2.18 2.19 2.20
Turbocharger Choice
Turbocharger types Turbocharger exhaust gas by-pass system 3.01-3.09 3.10
Power Take Off (PTO) Power Take Off/Renk Constant Frequency (PTO/RCF) Direct mounted Generators/Constant Frequency electrical (DMG/CFE) Power Take Off/Gear Constant Ratio BWII/GCR Power Take Off/Gear Constant Ratio BWIV/GCR Holeby GenSets 4.01-4.03 4.04-4.11 4.12-4.14 4.15 4.15-4.17 4.18-4.29
5.01 Space requirements and overhaul heights 5.02 Engine outline, galleries and pipe connections 5.03 Engine seating and holding down bolts 5.04 Engine top bracings 5.01.01-5.01.07 5.02.01-5.02.19 5.03.01-5.03.04 5.04.01-5.04.06
400 000 050
198 28 19
MAN B&W Diesel A/S
Contents
Subject Page
5.05 MAN B&W controllable pitch propeller (CPP), remote control and earthing device 5.05.01-5.05.10
Auxiliary Systems
6.01 List of capacities 6.02 Fuel oil system 6.03 Lubricating and cooling oil system 6.04 Cylinder lubricating oil system 6.05 Cleaning system, stuffing box drain oil 6.06 Cooling water systems 6.07 Central cooling water system 6.08 Starting and control air systems 6.09 Scavenge air system 6.10 Exhaust gas system 6.11 Manoeuvring system 6.01.01-6.01.21 6.02.01-6.02.10 6.03.01-6.03.08 6.04.01-6.04.07 6.05.01-6.05.03 6.06.01-6.06.06 6.07.01-6.07.03 6.08.01-6.08.05 6.09.01-6.09.09 6.10.01-6.10.12 6.11.01-6.11.13
Vibration Aspects
Vibration aspects 7.01-7.11
Instrumentation
Instrumentation PMI calculation systems and CoCoS Identification of instruments Local instruments on engine List of sensors for CoCoS Control devices on engine Panels and sensors for alarm and safety systems Alarm sensors for UMS Slow down sensors Shut down functions for AMS and UMS Drain box with fuel oil leakage alarm 8.01-8.02 8.03 8.04 8.05-8.06 8.07-8.09 8.10 8.11 8.12-8.14 8.15 8.26 8.27
400 000 050
198 28 19
MAN B&W Diesel A/S
Contents
Subject Page
Fuel oil leakage cut out Oil mist detector pipes on engine 8.27 8.29

Dispatch pattern, testing, spares and tools Specification for painting of main engine Dispatch patterns Shop trial running/delivery test List of spares, unrestricted service Additional spare parts beyond class requirements or recommendations Wearing parts Large spare parts, dimensions and weights List of tools Dimensions and masses of tools Tool panels 9.01-9.02 9.03 9.04-9.07 9.08 9.09-9.10 9.11-9.13 9.14-9.17 9.18 9.19-9.20 9.21-9.26 9.27
10
Documentation
Documentation 10.01-10.07
400 000 050
198 28 19
MAN B&W Diesel A/S
Index
Subject A ABB turbocharger (BBC)
Additional spare parts beyond class requirements or recommendations Air cooler Air cooler cleaning Air spring pipes, exhaust valves Alarm sensors for UMS Alarm, slow down and shut down sensors Alphatronic 2000, remote control system AMS Arctic running condition Arrangement of epoxy chocks and holding down bolts Attended machinery spaces Auxiliary blowers Auxiliary system capacities for derated engines Axial vibration damper Axial vibrations
Page
3.01, 3.03-3.04 9.11-9.13 1.10 6.09.06 6.08.03 8.12-8.14 8.01 5.05.07 8.02 3.10 5.03.02 8.02 1.11, 6.09.02 6.01.07 1.07 7.09 6.01.19-6.01.21 3.01, 3.03-3.04 6.10.03 6.03.08 4.15 6.01.07 4.10 6.07.02 6.07.02 6.01.02, 6.01.04, 6.01.06, 6.07.01 6.01.04, 6.01.06 6.07.02 5.02.06 6.02.07 6.03.03 1.08 6.05.01 6.10.09 2.03 6.08.01 8.01, 8.10 6.11.05 6.06.01-6.06.03 6.01.02, 6.01.03, 6.01.05 5.05.01-5.05.02 6.06.01 5.01.05 6.03.08
B Basic symbols for piping

BBC turbocharger BBC turbocharger, water washing, turbine side Bedplate drain pipes BWII/GCR
C Capacities for derated engines

Capacities for PTO/RCF Central cooler Central cooling water pumps Central cooling water system Central cooling water system, capacities Central cooling water thermostatic valve Centre of gravity Centrifuges, fuel oil Centrifuges, lubricating oil Chain drive Cleaning system, stuffing box drain oil Coefficients of resistance in exhaust pipes Constant ship speed lines Control air system Control devices Control system for plants with CPP Conventional seawater cooling system Conventional seawater system, capacities Controllable pitch propeller (CPP), MAN B&W Cooling water systems Crane, engine room Crankcase venting
400 000 050
198 28 19
MAN B&W Diesel A/S
Index
Subject
Cross section of engine Cylinder lubricating oil system Cylinder lubricators Cylinder oil feed rate Cylinder oils
Page
1.13 6.04.02 1.09, 6.04.02, 6.04.05 6.04.01 6.04.01 5.05.03-5.05.04 6.06.06 9.08 6.01.07 1.05 4.03 9.21-9.26 4.12 9.04-9.07 4.12 10.01 5.01.06-5.01.07 5.05.09-5.05.10 6.04.03 6.04.06 6.09.05 6.08.05 6.09.04 3.10 1.13 1.05 2.01, 2.03 2.02 5.02.01-5.02.05 5.02.01, 5.02.14-5.02.16 1.03 10.06 10.04 10.05-10.06 5.03.01, 5.03.03-5.03.04 10.01 6.11.07, 6.11.08 5.04.01 1.01 6.01.13 6.10.08 6.10.05 6.10.05 6.10.02 6.10.06 1.10, 6.10.01
D Data sheet for propeller

De-aerating tank Delivery test, shop trial running Derated engines, capacities Description of engine Designation of PTO Dimensions and masses of tools Directly mounted generator Dispatch patterns DMG/CFE Documentation Double-jib crane
E Earthing device
El. diagram, MAN B&W Alpha cylinder lubricator El. diagram mechanical, cylinder lubricator Electric motor for auxiliary blower Electric motor for turning gear Electrical panel for auxiliary blowers Emergency running, turbocharger by-pass Engine cross section Engine description Engine layout diagram Engine margin Engine outline Engine pipe connections Engine power Engine production and installation-relevant documentation Engine relevant documentation Engine room-relevant documentation Engine seating Engine selection guide Engine side control console Engine top bracing Engine type designation Exhaust gas amount and temperatures Exhaust gas back-pressure, calculation Exhaust gas boiler Exhaust gas compensator Exhaust gas pipes Exhaust gas silencer Exhaust gas system
400 000 050
198 28 19
MAN B&W Diesel A/S
Index
Subject
Exhaust gas system after turbocharger Exhaust pipe system Exhaust turbocharger Extent of delivery External forces and moments External unbalanced moments Extreme ambient conditions
Page
6.10.01 6.10.01 1.10 10.02 7.11 7.01 3.10 6.09.09 6.09.09 7.02 4.15 5.02.17-5.02.19 6.06.04 6.01.11 6.02.01 6.02.07 1.02-1.03 6.02.02 8.02 8.17 8.18 6.02.02 6.02.05 6.02.04 6.02.08 6.02.10 6.02.01 6.02.09 1.10 5.02.01, 5.02.08-5.02.13 1.09, 6.11.01 7.07 6.02.06 3.01 5.03.01-5.03.02 5.05.06 5.04.01, 5.04.05-5.04.06 1.07 5.01.01 10.03 8.01 6.11.11 8.05-8.06
F Fire extinguishing pipes in scavenge air space

Fire extinguishing system for scavenge air space First order moments Fore end mounted PTO,BWII Flanges, list Freshwater cooling pipes Freshwater generator Fuel oil Fuel oil centrifuges Fuel oil consumption Fuel oil drain pipes Fuel oil leakage detection Fuel oil leakage shut down, per cylinder Fuel oil leakage shut down, with semi-automatic lift Fuel oil pipes Fuel oil pipes, insulation Fuel oil pipes, steam tracing Fuel oil heating chart Fuel oil supply unit Fuel oil system Fuel oil venting box
G Gallery arrangement
Gallery outline Governor Guide force moments
H Heavy fuel oil

High efficiency turbocharger Holding down bolts Hydra pack (CPP) Hydraulic top bracing
I Indicator drive
Installation aspects Installation documentation Instrumentation Instruments for manoeuvring console Instruments, list of
400 000 050
198 28 19
MAN B&W Diesel A/S
Index
Subject
Insulation of fuel oil pipes IMO NOX limits
Page
6.02.04 2.20 6.07.03 6.06.04 6.06.06 1.09 9.18 2.01, 2.03 2.02 6.01.03-6.01.06 5.02.17-5.02.19 8.05-8.06 6.03.03 9.09-9.10 9.19-9.20 9.07 6.04.07 2.03 8.01, 8.05-8.06 6.03.02 6.03.01 6.03.03 1.02, 1.03 6.03.07-6.03.08 4.11 6.03.07 6.03.03 6.04.02 3.01-3.02 6.10.02 6.11.11 1.09, 6.11.04 6.11.05 6.11.04 5.02.01, 5.02.06 6.10.08-6.10-09 5.04.01-5.04.04 3.01, 3.05, 3.09 1.08 6.01.03-6.01.06 1.09 8.19
J Jacket water cooler

Jacket water cooling system Jacket water preheater
K Kongsberg Norcontrol electronic governor L Large spare parts, dimensions and masses
Layout diagram Light running propeller List of capacities List of flanges List of instruments List of lubricating oils List of spare parts, unrestricted service List of tools List of masses and dimensions Load change dependent mechanical lubricator Load diagram Local instruments Lubricating and cooling oil pipes Lubricating and cooling oil system Lubricating oil centrifuges Lubricating oil consumption Lubricating oil outlet Lubricating oil system for RCF gear Lubricating oil tank Lubricating oils
M MAN B&W Alpha cylinder lubricator system

MAN B&W turbocharger MAN B&W turbocharger, water washing, turbine side Manoeuvring console, instruments Manoeuvring system Manoeuvring system, reversible engine with CPP Manoeuvring system, reversible engine with FPP Masses and centre of gravity Measuring of back-pressure Mechanical top bracing Mitsubishi turbochargers Moment compensators
N Necessary capacities of auxiliary machinery

Norcontrol electronic governor
O Oil mist detector pipes on engine

400 000 050
198 28 19
MAN B&W Diesel A/S
Index
Subject
Optimising point Overcritical running Overhaul of engine
Page
2.03 7.10 5.01.01, 5.01.06 9.03 8.11 1.04 1.11 6.05.02 8.03 7.07 4.01 1.02 5.03.03-5.03.04 10.01 5.05.04 2.01 5.05.08 4.01 4.04 6.01.08 6.01.08 4.15 5.05.07 4.04 1.08 6.11.01 1.10 6.09.03 6.09.08 1.10, 6.09.01 6.09.07 2.02 6.06.03 6.07.02 6.06.02 7.03-7.05 7.03 3.10-3.12 8.18 8.01 6.11.12- 6.11.13 5.05.05 1.03, 2.15 9.08 8.16
P Painting of main engine

Panels and sensors for alarm and safety systems Performance curves Piping arrangements Piston rod unit PMI Power related unbalance, (PRU) Power take off, (PTO) Power,speed and SFOC Profile of engine seating Project guides Propeller clearance Propeller curve Propulsion control system PTO PTO/RCF Pump capacities for derated engines Pump pressures PTO/BWII/GCR
R Remote control system (CPP)

Renk constant frequency, (RCF) Reversing
S Safety system (shut down)

Scavenge air cooler Scavenge air pipes Scavenge air space, drain pipes Scavenge air system Scavenge box drain system Sea margin Seawater cooling pipes Seawater cooling pumps Seawater cooling system Second order moment compensator Second order moments Selective catalytic reduction system, SCR Semi-automatic lifting arr. of fuel pump roller guide Sensors for remote indication instruments Sequence diagram Servo oil system (CPP) SFOC guarantee Shop trial running, delivery test Shut down functions for AMS and UMS
400 000 050
198 28 19
MAN B&W Diesel A/S
Index
Subject
Shut down, safety system Side chocks Slow down functions for UMS Slow down system Slow turning Space requirements for the engine Space requirements for PTO/RCF Spare parts, dimensions and masses Spare parts for unrestricted service Specific fuel oil consumption Specification for painting Specified MCR Starting air pipes Starting air system Starting air system, with slow turning Starting and control air systems Steam tracing of fuel oil pipes Symbolic representation of instruments
Page
6.11.01 5.03.04 8.15 8.01 6.11.01, 6.11.06 5.01.01-5.01.03 4.07 9.18 9.09 1.02, 1.03, 2.14 9.03 2.03 6.08.02 1.12, 6.08.01 6.08.02 6.08.01 6.02.04 8.04 9.27 9.21-9.26 9.19-9.20 5.04.01 7.09 3.10 1.09 1.10, 3.01 6.10.01 3.10 5.02.19 6.03.02 1.05, 6.08.04 8.02 7.10 1.08 3.10 7.01 1.08 5.02.07 9.14-9.17 5.02.06, 9.07 6.04.04
T Tool panels
Tools, dimensions and masses Tools, list Top bracing Torsional vibrations Total by-pass for emergency running Tuning wheel Turbocharger Turbocharger cleaning Turbocharger cut-out system Turbocharger flanges Turbocharger lubricating oil pipes Turning gear
U Unattended machinery spaces, (UMS)

Undercritical running
V Variable injection timing

Variable by-pass, exhaust gas receiver Vibration aspects VIT
W Water and oil in engine

Wearing parts Weights and dimensions, dispatch pattern Wiring diagram for MAN B&W Alpha cylinder lubricator
400 000 050
198 28 19
Engine Design
MAN B&W Diesel A/S
60 MC - C
Mk 7
Mark: engine version Design C Compact engine, if applicable C Camshaft controlled Concept E Engine programme Diameter of piston in cm S Stroke/bore ratio L Super long stroke approximately 4.0 Long stroke approximately 3.3 approximately 2.8 Electronically controlled
K Short stroke Number of cylinders
Fig. 1.01: Engine type designation
430 100 100
198 28 20
1.01
MAN B&W Diesel A/S
Power, Speed and SFOC

L60MC-C Bore: 600 mm Stroke: 2022 mm
Power
L1
L3 L2 L4
Speed
Power and speed

Mean effective pressure bar 19.0 15.2 19.0 15.2 4 8920 12120 7120 7600 6080 5 11150 15150 8900 9500 7600 Power kW BHP
Engine speed Layout r/min L1 L2 L3 L4 123 123 105 105
Number of cylinders 6 13380 18180 10680 11400 9120 7 15610 21210 12460 13300 10640 8 17840 24240 14240 15200 12160
Fuel and lubricating oil consumption

Specific fuel oil consumption At load Layout point With high efficiency turbocharger 100% L1 L2 L3 L4 171 126 164 171 164 80% 168 g/kWh g/BHPh With conventional turbocharger 100% 173 127 166 173 166 80% 170 Lubricating oil consumption System oil Approximate kg/cyl. 24 hours Cylinder oil g/kWh g/BHPh Mechanical MAN B&W Alpha cyl. cyl. lubricator lubricator 5-6.5 0.8-1.2 0.6-0.9 0.7-1.1 0.5-0.8
161 168 161
163 170 163
178 23 21-0.0
Fig. 1.02: Fuel and lubricating oil consumption
402 000 100
198 28 21
1.02
MAN B&W Diesel A/S
Engine Power Range and Fuel Consumption

Engine Power
The table contains data regarding the engine power, speed and specific fuel oil consumption of the L60MC-C. Engine brake power is specified in kW and in metric horsepower (1 BHP= 75 kpm/s), in rounded figures, for each cylinder number and layout points L1, L2, L3 and L4: L1 designates nominal maximum continuous rating (nominal MCR), at 100% engine power and 100% engine speed. L2, L3 and L4 designate layout points at the other three corners of the layout area, chosen for easy reference. The mean effective pressure is: L1 - L3 bar kp/cm2 19.0 19.3 L2 - L4 15.2 15.5 Although the engine will develop the power specified up to tropical ambient conditions, specific fuel oil consumption varies with ambient conditions and fuel oil lower calorific value. For calculation of these changes, see the following pages.
SFOC guarantee The figures given in this project guide represent the values obtained when the engine and turbocharger are matched with a view to obtaining the lowest possible SFOC values and fulfilling the IMO NOx emission limitations. The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination), this being the one in which the engine is optimised. The guarantee is given with a margin of 5%. As SFOC and NOx are interrelated parameters, an engine offered without fulfilling the IMO NOx limitations is subject to a tolerance of only 3% of the SFOC.
Overload corresponds to 110% of the power at MCR, and may be permitted for a limited period of one hour every 12 hours. The engine power figures given in the tables remain valid up to tropical conditions at sea level, as stated in IACS M28 Ambient Reference Conditions (1978), i.e.: Tropical conditions: Blower inlet temperature . . . . . . . . . . . . . . . . 45 C Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar Seawater temperature . . . . . . . . . . . . . . . . . . 32 C Relative humidity . . . . . . . . . . . . . . . . . . . . . . 60%
Lubricating oil data The cylinder oil consumption figures stated in the tables are valid under normal conditions. During running-in periodes and under special conditions, feed rates of up to 1.5 times the stated values should be used.
Specific fuel oil consumption (SFOC) Specific fuel oil consumption values refer to brake power, and the following reference conditions: ISO 3046/1-1995: Blower inlet temperature . . . . . . . . . . . . . . . . 25 C Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar Charge air coolant temperature . . . . . . . . . . . 25 C Fuel oil lower calorific value . . . . . . . . 42,707 kJ/kg (10,200 kcal/kg)
400 000 060
198 28 22
1.03
MAN B&W Diesel A/S

130 r/min
120 bar 110 20
Engine speed
100
18
14 bar(abs) Mean effective pressure 160 12
140
120 Maximum pressure
100
P-Max
bar (abs) 4.
Compression pressure
60
P-Comp
80
40
3.
Scavenge air pressure
450
2.
400
Exhaust gas temperature inlet to turbocharger
350
T-Exhaust gas
1.
300
Exhaust gas temperature outlet from turbocharger
250
g/BHPh g/kWh 140 190 180 170 120 160 150
Specified fuel oil consumption
130
110 50% 75% 100% LOAD
1115
1673
2230
kW/CYL
178 22 71-7.0
Fig. 1.03: Performance curves
430 100 500
1.04
P-Scav.
198 28 23
dg.C
MEP
16
MAN B&W Diesel A/S
Description of Engine
The engines built by our licensees are in accordance with MAN B&W drawings and standards. In a few cases, some local standards may be applied; however, all spare parts are interchangeable with MAN B&W designed parts. Some other components can differ from MAN B&Ws design because of production facilities or the application of local standard components. In the following, reference is made to the item numbers specified in the Extent of Delivery (EoD) forms, both for the basic delivery extent and for any options mentioned.
Thrust Bearing
The chain drive and the thrust bearing are located in the aft end. The thrust bearing is of the B&W-Michell type, and consists, primarily, of a thrust collar on the crankshaft, a bearing support, and segments of steel with white metal. The thrust shaft is thus an integrated part of the crankshaft. The propeller thrust is transferred through the thrust collar, the segments, and the bedplate, to the engine seating and end chocks. The thrust bearing is lubricated by the engines main lubricating oil system.
Bedplate and Main Bearing

The bedplate is made in one part with the chain drive placed at the thrust bearing in the aft end of the engine. The bedplate consists of high, welded, longitudinal girders and welded cross girders with cast steel bearing supports. For fitting to the engine seating, long, elastic holding-down bolts, and hydraulic tightening tools, can be supplied as an option: 4 82 602 and 4 82 635, respectively. The bedplate is made without taper if mounted on epoxy chocks (4 82 102), or with taper 1:100, if mounted on cast iron chocks, option 4 82 101. The oil pan, which is made of steel plate and is welded to the bedplate, collects the return oil from the forced lubricating and cooling oil system. The oil outlets from the oil pan are normally vertical (4 40 101) and are provided with gratings. Horizontal outlets at both ends can be arranged as an option: 4 40 102. The main bearings consist of thin walled steel shells lined with bearing metal. The bottom shell can, by means of special tools, and hydraulic tools for lifting the crankshaft, be rotated out and in. The shells are kept in position by a bearing cap.
Turning Gear and Turning Wheel

The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The turning wheel is driven by a pinion on the terminal shaft of the turning gear, which is mounted on the bedplate. The turning gear is driven by an electric motor with built-in gear and chain drive with brake. The electric motor is provided with insulation class B and enclosure IP44. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged. Engagement and disengagement of the turning gear is effected manually by an axial movement of the pinion. A control device for turning gear, consisting of starter and manual remote control box, with 15 metres of cable, can be ordered as an option: 4 80 601.
Frame Box
The frame box is of welded design. On the exhaust side, it is provided with relief valves for each cylinder while, on the camhaft side, it is provided with a large hinged door for each cylinder. The crosshead guides are welded on to the frame box.
430 100 042
198 28 24
1.05
MAN B&W Diesel A/S

The frame box is attached to the bedplate with screws. The frame box, bedplate and cylinder frame are tightened together by twin stay bolts. The stay bolts are made in one part. Two part stay bolts is an option: 4 30 132.
Cylinder Cover
The cylinder cover is of forged steel, made in one piece, and has bores for cooling water. It has a central bore for the exhaust valve and bores for fuel valves, safety valve, starting valve and indicator valve. The cylinder cover is attached to the cylinder frame with 8 studs and nuts tightened by hydraulic jacks.
Cylinder Frame, Cylinder Liner and Stuffing Box

The cylinder frame is cast with integrated camshaft frame and the chain drive located at the aft end. It is made of cast iron and is attached to the frame box with screws. The cylinder frame is provided with access covers for cleaning the scavenge air space and for inspection of scavenge ports and piston rings from the camshaft side. Together with the cylinder liner it forms the scavenge air space. The cylinder frame has ducts for piston cooling oil inlet. The scavenge air receiver, chain drive, turbocharger, air cooler box and gallery brackets are located at the cylinder frame. At the bottom of the cylinder frame there is a piston rod stuffing box, which is provided with sealing rings for scavenge air, and with oil scraper rings which prevent oil from coming up into the scavenge air space. Drains from the scavenge air space and the piston rod stuffing box are located at the bottom of the cylinder frame. The cylinder liner is made of alloyed cast iron and is suspended in the cylinder frame with a low-situated flange. The top op the cylinder liner is bore-cooled and, just below a short cooling jacket is fitted. The cylinder liner has scavenge ports and drilled holes for cylinder lubrication. The camshaft is embedded in bearing shells lined with white metal in the camshaft frame.
Exhaust Valve and Valve Gear

The exhaust valve consists of a valve housing and a valve spindle. The valve housing is of cast iron and arranged for water cooling. The housing is provided with a bottom piece of steel with a flame hardened seat. The bottom piece is water cooled. The spindle is made of Nimonic. The housing is provided with a spindle guide. The exhaust valve is tightened to the cylinder cover with studs and nuts. The exhaust valve is opened hydraulically and closed by means of air pressure. In operation, the valve spindle slowly rotates, driven by the exhaust gas acting on small vanes fixed to the spindle. The hydraulic system consists of a piston pump mounted on the roller guide housing, a high-pressure pipe, and a working cylinder on the exhaust valve. The piston pump is activated by a cam on the camshaft. Sealing oil for the exhaust valve spindle guide is provided.
Fuel Valves, Starting Valve, Safety Valve and Indicator Valve

Each cylinder cover is equipped with two fuel valves, one starting valve, one safety valve, and one indicator valve. The opening of the fuel valves is controlled by the fuel oil high pressure created by the fuel pumps, and the valve is closed by a spring. An automatic vent slide allows circulation of fuel oil through the valve and high pressure pipes, and prevents the compression chamber from being filled up with fuel oil in the event that the valve spindle is sticking when the engine is stopped. Oil from the
430 100 042
198 28 24
1.06
MAN B&W Diesel A/S

vent slide and other drains is led away in a closed system. The starting valve is opened by control air from the starting air distributor and is closed by a spring. The safety valve is spring-loaded.
Axial Vibration Damper

The engine is fitted with an axial vibration damper, which is mounted on the fore end of the crankshaft. The damper consists of a piston and a split-type housing located forward of the foremost main bearing. The piston is made as an integrated collar on the main journal, and the housing is fixed to the main bearing support. A mechanical device for check of the functioning of the vibration damper is fitted. 4,5 and 6 cylinder engines are equipped with an axial vibration monitor (4 31 117). Plants equipped with Power Take Off at the fore end are also to be equipped with the axial vibration monitor, option: 4 31 116.
Indicator Drive
In its basic execution, the engine is not fitted with an indicator drive, it is an option: 4 30 141 The indicator drive consists of a cam fitted on the camshaft and a spring-loaded spindle with roller which moves up and down, corresponding to the movement of the piston within the engine cylinder. At the top, the spindle has an eye to which the indicator cord is fastened after the indicator has been mounted on the indicator valve.
Connecting Rod
The connecting rod is made of forged or cast steel and provided with bearing caps for the crosshead and crankpin bearings. The crosshead and crankpin bearing caps are secured to the connecting rod by studs and nuts which are tightened by hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel shells, lined with bearing metal. The crosshead bearing cap is in one piece, with an angular cut-out for the piston rod. The crankpin bearing is provided with thin-walled steel shells, lined with bearing metal. Lube oil is supplied through ducts in the crosshead and connecting rod.
Crankshaft
The crankshaft is of the semi-built type. The semi-built type is made from forged or cast steel throws. The crankshaft incorporates the thrust shaft. At the aft end, the crankshaft is provided with a flange for the turning wheel and for coupling to the intermediate shaft. At the front end, the crankshaft is fitted with a flange for the fitting of a tuning wheel and/or counterweights for balancing purposes, if needed. The flange can also be used for a power take-off, if so desired. The power take-off can be supplied at extra cost, option: 4 85 000. Coupling bolts and nuts for joining the crankshaft together with the intermediate shaft are not normally supplied. These can be ordered as an option: 4 30 602.
Piston, Piston Rod and Crosshead

The piston consists of a piston crown and piston skirt. The piston crown is made of heat-resistant steel and has four ring grooves which are hard- chrome plated on both the upper and lower surfaces of the grooves. The piston crown is with high topland, i.e. the distance between the piston top and the upper piston ring has been increased.
430 100 042
198 28 24
1.07
MAN B&W Diesel A/S

The upper piston ring is a CPR type (Controlled Pressure Relief) whereas the other three piston rings are with an oblique cut. The uppermost piston ring is higher than the lower ones. The piston skirt is of cast iron. The piston rod is of forged steel and is surfacehardened on the running surface for the stuffing box. The piston rod is connected to the crosshead with four screws. The piston rod has a central bore which, in conjunction with a cooling oil pipe, forms the inlet and outlet for cooling oil. The crosshead is of forged steel and is provided with cast steel guide shoes with white metal on the running surface. The telescopic pipe for oil inlet and the pipe for oil outlet are mounted on the guide shoes.

The fuel oil pumps are provided with a puncture valve, which prevents high pressure from building up during normal stopping and shut down. The fuel oil high-pressure pipes are equipped with protective hoses and are neither heated nor insulated.
Camshaft and Cams

The camshaft is made in one or two pieces depending on the number of cylinders, with fuel cams, exhaust cams, thrust disc and chain wheel shrunk onto the shaft. The exhaust cams and fuel cams are of steel, with a hardened roller race. They can be adjusted and dismantled hydraulically.
Fuel Pump and Fuel Oil High-Pressure Pipes

The engine is provided with one fuel pump for each cylinder. The fuel pump consists of a pump housing of nodular cast iron, a centrally placed pump barrel, and plunger of nitrated steel. In order to prevent fuel oil from being mixed with the lubricating oil, the pump actuator is provided with a sealing arrangement. The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger by means of a toothed rack connected to the regulating mechanism. In the basic design the adjustment of the pump lead is effected by inserting shims between the top cover and the pump housing. As an option: (4 35 104) the engine can be fitted with fuel pumps with Variable Injection Timing (VIT) for optimised fuel economy at part load. The VIT principle uses the fuel regulating shaft position as the controlling parameter. The roller guide housing is provided with a manual lifting device (4 35 130) which, during turning of the engine, can lift the roller guide free of the cam.
Chain Drive
The camshaft is driven from the crankshaft by two chains. The chain wheel is bolted on to the side of the thrust collar. The chain drive is provided with a chain tightener and guide bars to support the long chain lengths.
Reversing
Reversing of the engine takes place by means of an angular displaceable roller in the driving mechanism for the fuel pump of each engine cylinder. The reversing mechanism is activated and controlled by compressed air supplied to the engine. The exhaust valve gear is not reversible.
2nd order Moment Compensators

These are relevant only for 4, 5 or 6-cylinder engines, and can be mounted either on the aft end or on both fore end and aft end. The aft-end compensator consists of balance weights built into the camshaft chain drive, option: 4 31 203.
430 100 042
198 28 24
1.08
MAN B&W Diesel A/S

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

The lubricators have built-in capability for adjustment of the oil quantity. They are of the Sight Feed Lubricator type and are provided with a sight glass for each lubricating point.
Tuning Wheel/Torsional Vibration Damper

A tuning wheel, option: 4 31 101 or torsional vibration damper, option: 4 31 105 is to be ordered separately based upon the final torsional vibration calculations. All shaft and propeller data are to be forwarded by the yard to the engine builder, see chapter 7.
Manoeuvring System (prepared for Bridge Control)

The engine is provided with a pneumatic/electric manoeuvring and fuel oil regulating system. The system transmits orders from the separate manoeuvring console to the engine. The regulating system makes it possible to start, stop, and reverse the engine and to control the engine speed. The speed control handle on the manoeuvring console gives a speed-setting signal to the governor, dependent on the desired number of revolutions. At a shut down function, the fuel injection is stopped by activating the puncture valves in the fuel pumps, independent of the speed control handles position. Reversing is effected by moving the speed control handle from Stop to Start astern position. Control air then moves the starting air distributor and, through an air cylinder, the displaceable roller in the driving mechanism for the fuel pump, to the Astern position. The engine is provided with engine side mounted control console and instrument panel.
Governor
The engine is to be provided with an electronic/mechanical governor of a make approved by MAN B&W Diesel A/S, i.e.: Lyngs Marine A/S type EGS 2000 or 2100 . . . . . . . . option: 4 65 172 Kongsberg Norcontrol Automation A/S type DGS 8800e . . . . . . . . . . . . . option: 4 65 174 Siemens type SIMOS SPC 33 . . . . . . . . . . option: 4 65 177 The speed setting of the actuator is determined by an electronic signal from the electronic governor based on the position of the main engine regulating handle.
Cylinder Lubricators
The cylinder lubricating system can be of either the MAN B&W Alpha (4 42 105) or the mechanical (4 42 111) type. The MAN B&W Alpha cylinder lubricating system is designed to supply cylinder oil intermittently, e.g. every four, five, six, etc. engine revolutions, at a contant pressure and with electronically controlled timing and dosage at a defined position. The mechanical cylinderlubricating system is both speed and load change dependent. The lubricators are controlled by the engine revolutions, and are mounted at the fore end of the engine.
430 100 042
198 28 24
1.09
MAN B&W Diesel A/S

electronic tacho system with pick-ups, converter and indicator for mounting in the engine control room.
Gallery Arrangement
The engine is provided with gallery brackets, stanchions, railings and platforms (exclusive of ladders). The brackets are placed at such a height that the best possible overhauling and inspection conditions are achieved. The upper gallery platform on the camshaft side is provided with two overhauling holes for piston. The engine is prepared for top bracings on the exhaust side (4 83 110), or on the camshaft side, option 4 83 111.
Scavenge Air Cooler

The engine is fitted with air cooler(s) of the monoblock type, one per turbocharger for a seawater cooling system designed for a pressure of up to 2.0-2.5 bar working pressure (4 54 130) or central cooling with freshwater of maximum 4.5 bar working pressure, option: 4 54 132. The air cooler is so designed that the difference between the scavenge air temperature and the water inlet temperature (at the optimising point) can be kept at a maximum of 12C. The end covers are of coated cast iron (4 54 150), or alternatively of bronze, option: 4 54 151 The cooler is provided with equipment for cleaning of: Air side: Standard showering system (cleaning pump unit including tank and filter, yard supply) Water side: Cleaning brush
Scavenge Air System

The air intake to the turbocharger takes place direct from the engine room through the intake silencer of the turbocharger. From the turbocharger, the air is led via the charging air pipe, air cooler and scavenge air receiver to the scavenge ports of the cylinder liners. The charging air pipe between the turbocharger and the air cooler is provided with a compensator and is heat insulated on the outside. See chapter 6.09.
Exhaust Turbocharger
The engine can be fitted with MAN B&W (4 59 101) ABB (4 59 102) or Mitsubishi (4 59 103) turbochargers arranged on the exhaust side of the engine. Alternatively, the turbocharger can be located on the aft end, option: 4 59 124. The turbocharger is provided with: a) Equipment for water washing of the compressor side . b) Equipment for dry cleaning of the turbine side. c) Water washing on the turbine side is mounted for the MAN B&W and ABB turbochargers. The gas outlet can be 15/30/45/60/75/90 from vertical, away from the engine. See either of options 4 59 301-309. The turbocharger is equipped with an The exhaust gas receiver and exhaust pipes are provided with insulation, covered by galvanized steel plating. There is a protective grating between the exhaust gas receiver and the turbocharger. Compensators are fitted between the exhaust valves and the receiver, and between the receiver and the turbocharger.
Exhaust Gas System

From the exhaust valves, the gas is led to the exhaust gas receiver where the fluctuating pressure from the individual cylinders is equalised, and the total volume of gas led further on to the turbocharger at a constant pressure.
430 100 042
198 28 24
1.10
MAN B&W Diesel A/S

After the turbocharger, the gas is led via the exhaust gas outlet transition piece, option: 4 60 601 and a compensator, option: 4 60 610 to the external exhaust pipe system, which is yards supply. See also chapter 6.10.
Piping Arrangements
The engine is delivered with piping arrangements for: Fuel oil Heating of fuel oil pipes Lubricating and piston cooling oil Cylinder lubricating oil Lubricating of turbocharger Cooling water to scavenge air cooler Jacket and turbocharger cooling water Cleaning of turbocharger Fire extinguishing for scavenge air space Starting air Control air Safety air Oil mist detector Various drain
Auxiliary Blower
The engine is provided with two electrically-driven blowers (4 55 150). The suction side of the blowers is connected to the scavenge air space after the air cooler. Between the air cooler and the scavenge air receiver, non-return valves are fitted which automatically close when the auxiliary blowers supply the air. Both auxiliary blowers will start operating before the engine is started and will ensure sufficient scavenge air pressure to obtain a safe start. During operation of the engine, both auxiliary blowers will start automatically each time the engine load is reduced to about 30-40%, and they will continue operating until the load again exceeds approximately 40-50%. In cases where one of the auxiliary blowers is out of service, the other auxiliary blower will automatically compensate without any manual adjustment of the valves, thus avoiding any engine load reduction. This is achieved by the automatically working non-return valves in the pressure side of the blowers. The electric motors are of the totally enclosed, fan cooled, single speed type, with insulation min. class B and enclosure minimum IP44. The electrical control panel and starters for two auxiliary blowers can be delivered as an option: 4 55 650.
All piping arrangements are made of steel piping, except the control air, safety air and steam heating of fuel pipes which are made of copper. The pipes for sea cooling water to the air cooler are of: Galvanised steel . . . . . . . . . . . . . . . . . 4 45 130, or Thick-walled, galvanised steel, option 4 45 131, or Aluminium brass, . . . . . . . . . . . option 4 45 132, or Copper nickel, . . . . . . . . . . . . . . . . option 4 45 133
In the case of central cooling, the pipes for freshwater to the air cooler are of steel. The pipes are provided with sockets for local instruments, alarm and safety equipment and, furthermore, with a number of sockets for supplementary signal equipment. The inlet and return fuel oil pipes (except branch pipes) are heated with:
430 100 042
198 28 24
1.11
MAN B&W Diesel A/S

Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, or Electrical tracing . . . . . . . . . . . option: 4 35 111, or Thermal oil tracing . . . . . . . . . . . . option: 4 35 112 The fuel oil drain pipe is heated by jacket cooling water. The above heating pipes are normally delivered without insulation, (4 35 120). If the engine is to be transported as one unit, insulation can be mounted as an option: 4 35 121. The engines external pipe connections are in accordance with DIN and ISO standards: Sealed, without counterflanges in one end, and with blank counterflanges and bolts in the other end of the piping (4 30 201), or With blank counterflanges and bolts in both ends of the piping, option: 4 30 202, or With drilled counterflanges and bolts, option: 4 30 203 A fire extinguishing system for the scavenge air box will be provided, based on: Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or Water mist . . . . . . . . . . . . . . . . option: 4 55 142, or CO2 (excluding bottles). . . . . . . . . option: 4 55 143
Starting Air Pipes

The starting air system comprises a main starting valve, a non-return valve, a bursting disc on the branch pipe to each cylinder, a starting air distributor, and a starting valve on each cylinder. The main starting valve is connected with the manoeuvring system, which controls the start of the engine. See also chapter 6.08. A slow turning valve with actuator can be ordered as an option: 4 50 140. The starting air distributor regulates the supply of control air to the starting valves so they supply the engine cylinders with starting air in the correct firing order. The starting air distributor has one set of starting cams for Ahead and one set for Astern, as well as one control valve for each cylinder.
430 100 042
198 28 24
1.12
MAN B&W Diesel A/S
178 22 70-5.0
Fig.1.04: Engine cross section
430 100 018
198 28 25
1.13
MAN B&W Diesel A/S
2 Engine Layout and Load Diagrams

Introduction
The effective brake power Pb of a diesel engine is proportional to the mean effective pressure pe and engine speed n, i.e. when using c as a constant: Pb = c x pe x n so, for constant mep, the power is proportional to the speed: Pb = c x n1 (for constant mep) When running with a Fixed Pitch Propeller (FPP), the power may be expressed according to the propeller law as: Pb = c x n3 (propeller law) Thus, for the above examples, the brake power Pb may be expressed as a power function of the speed n to the power of i, i.e.: Pb = c x ni Fig. 2.01a shows the relationship for the linear functions, y = ax + b, using linear scales. The power functions Pb = c x ni, see Fig. 2.01b, will be linear functions when using logarithmic scales. log (Pb) = i x log (n) + log (c)
178 05 40-3.0
Fig. 2.01b: Power function curves in logarithmic scales
Thus, propeller curves will be parallel to lines having the inclination i = 3, and lines with constant mep will be parallel to lines with the inclination i = 1. Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are used, making simple diagrams with straight lines.
Propulsion and Engine Running Points

Propeller curve The relation between power and propeller speed for a fixed pitch propeller is as mentioned above described by means of the propeller law, i.e. the third power curve: Pb = c x n3 , in which: Pb = engine power for propulsion n = propeller speed c = constant
Propeller design point Normally, estimations of the necessary propeller power and speed are based on theoretical calculations for loaded ship, and often experimental tank tests, both assuming optimum operating conditions, i.e. a clean hull and good weather. The combination of speed and power obtained may be called the ships propeller design point (PD), placed on the
178 05 40-3.0
Fig. 2.01a: Straight lines in linear scales
402 000 004
198 28 26
2.01
MAN B&W Diesel A/S

light running propeller curve 6. See Fig. 2.02. On the other hand, some shipyards, and/or propeller manufacturers sometimes use a propeller design point (PD) that incorporates all or part of the so-called sea margin described below.

When determining the necessary engine power, it is therefore normal practice to add an extra power margin, the so-called sea margin, which is traditionally about 15% of the propeller design (PD) power. When determining the necessary engine speed considering the influence of a heavy running propeller for operating at large extra ship resistance, it is recommended - compared to the clean hull and calm weather propeller curve 6 - to choose a heavier propeller curve 2 for engine layout, and the propeller curve for clean hull and calm weather in curve 6 will be said to represent a light running (LR) propeller. Compared to the heavy engine layout curve 2 we recommend to use a light running of 3.0-7.0% for design of the propeller.
Fouled hull
Continuous service rating (S) The Continuous service rating is the power at which the engine is normally assumed to operate, and point S is identical to the service propulsion point (SP) unless a main engine driven shaft generator is installed.
Line 2 Propulsion curve, fouled hull and heavy weather (heavy running), recommended for engine layout Line 6 Propulsion curve, clean hull and calm weather (light running), for propeller layout MP Specified MCR for propulsion SP Continuous service rating for propulsion PD Propeller design point HR Heavy running LR Light running
178 05 41-5.4
Engine margin Besides the sea margin, a so-called engine margin of some 10% is frequently added. The corresponding point is called the specified MCR for propulsion (MP), and refers to the fact that the power for point SP is 10% lower than for point MP. Point MP is identical to the engines specified MCR point (M) unless a main engine driven shaft generator is installed. In such a case, the extra power demand of the shaft generator must also be considered. Note: Light/heavy running, fouling and sea margin are overlapping terms. Light/heavy running of the propeller refers to hull and propeller deterioration and heavy weather and, sea margin i.e. extra power to the propeller, refers to the influence of the wind and the sea. However, the degree of light running must be decided upon experience from the actual trade and hull design.
Fig. 2.02: Ship propulsion running points and engine layout
When the ship has sailed for some time, the hull and propeller become fouled and the hulls resistance will increase. Consequently, the ship speed will be reduced unless the engine delivers more power to the propeller, i.e. the propeller will be further loaded and will be heavy running (HR). As modern vessels with a relatively high service speed are prepared with very smooth propeller and hull surfaces, the fouling after sea trial, therefore, will involve a relatively higher resistance and thereby a heavier running propeller. If, at the same time the weather is bad, with head winds, the ships resistance may increase compared to operating at calm weather conditions.
402 000 004
198 28 26
2.02
MAN B&W Diesel A/S

Constant ship speed lines The constant ship speed lines a, are shown at the very top of Fig. 2.02, indicating the power required at various propeller speeds in order to keep the same ship speed, provided that, for each ship speed, the optimum propeller diameter is used, taking into consideration the total propulsion efficiency.

The optimising point O is the rating at which the turbocharger is matched, and at which the engine timing and compression ratio are adjusted.
Optimising point (O) for engine with VIT The engine can be fitted with VIT fuel pumps, option: 4 35 104, in order to improve the SFOC. The optimising point O is placed on line 1 of the load diagram, and the optimised power can be from 85 to 100% of point M's power, when turbocharger(s) and engine timing are taken into consideration. When optimising between 93.5% and 100% of point M's power, overload running will still be possible (110% of M). The optimising point O is to be placed inside the layout diagram. In fact, the specified MCR point M can, in special cases, be placed outside the layout diagram, but only by exceeding line L1-L2, and of course, only provided that the optimising point O is located inside the layout diagram and provided that the MCR power is not higher than the L1 power.
Engine Layout Diagram

An engines layout diagram is limited by two constant mean effective pressure (mep) lines L1-L3 and L2-L4, and by two constant engine speed lines L1-L2 and L3-L4, see Fig. 2.02. The L1 point refers to the engines nominal maximum continuous rating. Within the layout area there is full freedom to select the engines specified MCR point M which suits the demand of propeller power and speed for the ship. On the horizontal axis the engine speed and on the vertical axis the engine power are shown in percentage scales. The scales are logarithmic which means that, in this diagram, power function curves like propeller curves (3rd power), constant mean effective pressure curves (1st power) and constant ship speed curves (0.15 to 0.30 power) are straight lines.
Load Diagram
Definitions
Specified maximum continuous rating (M) Based on the propulsion and engine running points, as previously found, the layout diagram of a relevant main engine may be drawn-in. The specified MCR point (M) must be inside the limitation lines of the layout diagram; if it is not, the propeller speed will have to be changed or another main engine type must be chosen. Yet, in special cases point M may be located to the right of the line L1-L2, see Optimising Point below. The load diagram, Fig. 2.03, defines the power and speed limits for continuous as well as overload operation of an installed engine having an optimising point O and a specified MCR point M that confirms the ships specification. Point A is a 100% speed and power reference point of the load diagram, and is defined as the point on the propeller curve (line 1), through the optimising point O, having the specified MCR power. Normally, point M is equal to point A, but in special cases, for example if a shaft generator is installed, point M may be placed to the right of point A on line 7. The service points of the installed engine incorporate the engine power required for ship propulsion and shaft generator, if installed.
Optimising point (O) = specified MCR (M) for engine without VIT The engine type is in its basic design not fitted with VIT fuel pumps, so the specified MCR is the point at which the engine is optimised point M coincides with point O.
402 000 004
198 28 26
2.03
MAN B&W Diesel A/S

Limits for continuous operation The continuous service range is limited by four lines: Line 3 and line 9: Line 3 represents the maximum acceptable speed for continuous operation, i.e. 105% of A. If, in special cases, A is located to the right of line L1-L2, the maximum limit, however, is 105% of L1. During trial conditions the maximum speed may be extended to 107% of A, see line 9. The above limits may in general be extended to 105%, and during trial conditions to 107%, of the nominal L1 speed of the engine, provided the torsional vibration conditions permit. The overspeed set-point is 109% of the speed in A, however, it may be moved to 109% of the nominal speed in L1, provided that torsional vibration conditions permit. Running above 100% of the nominal L1 speed at a load lower than about 65% specified MCR is, however, to be avoided for extended periods. Only plants with controllable pitch propellers can reach this light running area. Line 4: Represents the limit at which an ample air supply is available for combustion and imposes a limitation on the maximum combination of torque and speed. Line 5: Represents the maximum mean effective pressure level (mep), which can be accepted for continuous operation. Line 7: Represents the maximum power for continuous operation.
A M O Line 1 Line 2 Line 3 Line 4 Line 5 Line 6 Line 7 Line 8 Line 9
100% reference point Specified MCR point Optimising point Propeller curve through optimising point (i = 3) (engine layout curve) Propeller curve, fouled hull and heavy weather heavy running (i = 3) Speed limit Torque/speed limit (i = 2) Mean effective pressure limit (i = 1) Propeller curve, clean hull and calm weather light running (i = 3), for propeller layout Power limit for continuous running (i = 0) Overload limit Speed limit at sea trial
Point M to be located on line 7 (normally in point A)
178 39 18-4.1
Fig. 2.03a: Engine load diagram for engine without VIT
178 05 42-7.3
Fig. 2.03b: Engine load diagram for engine with VIT
402 000 004
198 28 26
2.04
MAN B&W Diesel A/S

Limits for overload operation The overload service range is limited as follows: Line 8: Represents the overload operation limitations.

It is therefore of utmost importance to consider, already at the project stage, if the specification should be prepared for a later power increase. This is to be indicated in item 4 02 010 of the Extent of Delivery.
Examples of the use of the Load Diagram

The area between lines 4, 5, 7 and the heavy dashed line 8 is available for overload running for limited periods only (1 hour per 12 hours). In the following are some examples illustrating the flexibility of the layout and load diagrams and the significant influence of the choice of the optimising point O. The upper diagrams of the examples show engines without VIT fuel pumps, i.e. point A = O, the lower diagrams show engines with VIT fuel pumps for which the optimising point O is normally different from the specified MCR point M as this can improve the SFOC at part load running. Example 1 shows how to place the load diagram for an engine without shaft generator coupled to a fixed pitch propeller. In example 2 are diagrams for the same configuration, here with the optimising point to the left of the heavy running propeller curve (2) obtaining an extra engine margin for heavy running. Example 3 shows the same layout for an engine with fixed pitch propeller (example 1), but with a shaft generator. Example 4 shows a special case with a shaft generator. In this case the shaft generator is cut off, and the GenSets used when the engine runs at specified MCR. This makes it possible to choose a smaller engine with a lower power output. Example 5 shows diagrams for an engine coupled to a controllable pitch propeller, with or without a shaft generator. Example 6 shows where to place the optimising point for an engine coupled to a controllable pitch propeller. For a project, the layout diagram shown in Fig. 2.10 may be used for construction of the actual load diagram.
Recommendation Continuous operation without limitations is allowed only within the area limited by lines 4, 5, 7 and 3 of the load diagram, except for CP propeller plants mentioned in the previous section. The area between lines 4 and 1 is available for operation in shallow waters, heavy weather and during acceleration, i.e. for non-steady operation without any strict time limitation. After some time in operation, the ships hull and propeller will be fouled, resulting in heavier running of the propeller, i.e. the propeller curve will move to the left from line 6 towards line 2, and extra power is required for propulsion in order to keep the ships speed. In calm weather conditions, the extent of heavy running of the propeller will indicate the need for cleaning the hull and possibly polishing the propeller. Once the specified MCR (and the optimising point) has been chosen, the capacities of the auxiliary equipment will be adapted to the specified MCR, and the turbocharger etc. will be matched to the optimised power. If the specified MCR (and/or the optimising point) is to be increased later on, this may involve a change of the pump and cooler capacities, retiming of the engine, change of the fuel valve nozzles, adjusting of the cylinder liner cooling, as well as rematching of the turbocharger or even a change to a larger size of turbocharger. In some cases it can also require larger dimensions of the piping systems.
402 000 004
198 28 26
2.05
MAN B&W Diesel A/S
Example 1: Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Without VIT
178 39 20-6.1
With VIT
M S O A MP SP
Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion
Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) is equal to line 2 Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7
178 05 44-0.6
Fig. 2.04a: Example 1, Layout diagram for normal running conditions, engine with FPP, without shaft generator
Fig. 2.04b: Example 1, Load diagram for normal running conditions, engine with FPP, without shaft generator
For engines without VIT, the optimising point O will have the same power as point M and its propeller curve 1 for engine layout will normally be selected on the engine service curve 2 (for fouled hull and heavy weather), as shown in the upper diagram of Fig. 2.04a.
For engines with VIT, the optimising point O and its propeller curve 1 will normally be selected on the engine service curve 2, see the lower diagram of Fig. 2.04a. Point A is then found at the intersection between propeller curve 1 (2) and the constant power curve through M, line 7. In this case point A is equal to point M.
402 000 004
198 28 26
2.06
MAN B&W Diesel A/S
Example 2: Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Without VIT
178 39 23-1.0
With VIT
M S O A MP SP
Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion
Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) is equal to line 2 Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7
178 15 46-4.6
Fig. 2.05a: Example 2, Layout diagram for special running conditions, engine with FPP, without shaft generator
Fig. 2.05b: Example 2, Load diagram for special running conditions, engine with FPP, without shaft generator
Once point A has been found in the layout diagram, the load diagram can be drawn, as shown in Fig. 2.04b and hence the actual load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %-figures stated.
A similar example 2 is shown in Fig. 2.05. In this case, the optimising point O has been selected more to the left than in example 1, obtaining an extra engine margin for heavy running operation in heavy weather conditions. In principle, the light running margin has been increased for this case.
402 000 004
198 28 26
2.07
MAN B&W Diesel A/S
Example 3: Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Without VIT
178 39 25-5.1
With VIT
M S O A=O MP SP SG
Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Shaft generator power
Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7
178 05 48-8.6
Fig. 2.06a: Example 3, Layout diagram for normal running conditions, engine with FPP, without shaft generator
Fig. 2.06b: Example 3, Load diagram for normal running conditions, engine with FPP, with shaft generator
In example 3 a shaft generator (SG) is installed, and therefore the service power of the engine also has to incorporate the extra shaft power required for the shaft generators electrical power production. In Fig. 2.06a, the engine service curve shown for heavy running incorporates this extra power.
The optimising point O will be chosen on the engine service curve as shown, but can, by an approximation, be located on curve 1, through point M. Point A is then found in the same way as in example 1, and the load diagram can be drawn as shown in Fig. 2.06b.
402 000 004
198 28 26
2.08
MAN B&W Diesel A/S
Example 4: Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Without VIT
178 39 28-0.1
With VIT
M S O A MP SP SG
Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Shaft generator
Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) or point S Point A Intersection between line 1 and line L1 - L3 Point M Located on constant power line 7 through
point A. (A = O if the engine is without VIT) and with MP's speed.
178 06 35-1.6
See text on next page. Fig. 2.07a: Example 4. Layout diagram for special running conditions, engine with FPP, with shaft generator Fig. 2.07b: Example 4. Load diagram for special running conditions, engine with FPP, with shaft generator
402 000 004
198 28 26
2.09
MAN B&W Diesel A/S

Example 4: Also in this special case, a shaft generator is installed but, compared to Example 3, this case has a specified MCR for propulsion, MP, placed at the top of the layout diagram, see Fig. 2.07a. This involves that the intended specified MCR of the engine M will be placed outside the top of the layout diagram. One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the electrical power production of the shaft generator when running in the upper propulsion power range.

In choosing the latter solution, the required specified MCR power can be reduced from point M to point M as shown in Fig. 2.07a. Therefore, when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production. However, such a situation will seldom occur, as ships are rather infrequently running in the upper propulsion power range. Point A, having the highest possible power, is then found at the intersection of line L1-L3 with line 1, see Fig. 2.07a, and the corresponding load diagram is drawn in Fig. 2.07b. Point M is found on line 7 at MPs speed.
402 000 004
198 28 26
2.10
MAN B&W Diesel A/S
Example 5: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Without VIT M S Specified MCR of engine Continuous service rating of engine
With VIT O A Optimising point of engine Reference point of load diagram

178 39 31-4.1
Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
Fig. 2.08 shows two examples: on the left diagrams for an engine without VIT fuel pumps (A = O = M), on the right, for an engine with VIT fuel pumps (A = M). Layout diagram - without shaft generator If a controllable pitch propeller (CPP) is applied, the combinator curve (of the propeller) will normally be selected for loaded ship including sea margin. The combinator curve may for a given propeller speed have a given propeller pitch, and this may be heavy running in heavy weather like for a fixed pitch propeller. Therefore it is recommended to use a light running combinator curve as shown in Fig. 2.08 to obtain an increased operation margin of the diesel engine in heavy weather to the limit indicated by curves 4 and 5. Layout diagram - with shaft generator The hatched area in Fig. 2.08 shows the recommended speed range between 100% and 96.7% of the specified MCR speed for an engine with shaft generator running at constant speed. The service point S can be located at any point within the hatched area.
The procedure shown in examples 3 and 4 for engines with FPP can also be applied here for engines with CPP running with a combinator curve. The optimising point O for engines with VIT may be chosen on the propeller curve through point A = M with an optimised power from 85 to 100% of the specified MCR as mentioned before in the section dealing with optimising point O. Load diagram Therefore, when the engines specified MCR point (M) has been chosen including engine margin, sea margin and the power for a shaft generator, if installed, point M may be used as point A of the load diagram, which can then be drawn. The position of the combinator curve ensures the maximum load range within the permitted speed range for engine operation, and it still leaves a reasonable margin to the limit indicated by curves 4 and 5. Example 6 will give a more detailed description of how to run constant speed with a CP propeller.
402 000 004
198 28 26
2.11
MAN B&W Diesel A/S

Example 6: Engines with VIT fuel pumps running at constant speed with controllable pitch propeller (CPP) Fig. 2.09a Constant speed curve through M, normal and correct location of the optimising point O Irrespective of whether the engine is operating on a propeller curve or on a constant speed curve through M, the optimising point O must be located on the propeller curve through the specified MCR point M or, in special cases, to the left of point M. The reason is that the propeller curve 1 through the optimising point O is the layout curve of the engine, and the intersection between curve 1 and the maximum power line 7 through point M is equal to 100% power and 100% speed, point A of the load diagram - in this case A=M. In Fig. 2.09a the optimising point O has been placed correctly, and the step-up gear and the shaft generator, if installed, may be synchronised on the constant speed curve through M. Fig. 2.09b: Constant speed curve through M, wrong position of optimising point O If the engine has been service-optimised in point O on a constant speed curve through point M, then the specified MCR point M would be placed outside the load diagram, and this is not permissible. Fig. 2.09c: Recommended constant speed running curve, lower than speed M In this case it is assumed that a shaft generator, if installed, is synchronised at a lower constant main engine speed (for example with speed equal to O or lower) at which improved CP propeller efficiency is obtained for part load running. In this layout example where an improved CP propeller efficiency is obtained during extended periods of part load running, the step-up gear and the shaft generator have to be designed for the applied lower constant engine speed.
Constant speed service curve through M Fig. 2.09 a: Normal procedure
Constant speed service curve through M Fig. 2.09 b: Wrong procedure
Constant speed service curve with a speed lower than M Fig. 2.09 c: Recommended procedure
Logarithmic scales M: Specified MCR O: Optimised point A: 100% power and speed of load diagram (normally A=M) Fig. 2.09: Running at constant speed with CPP
178 19 69-9.0
402 000 004
198 28 26
2.12
MAN B&W Diesel A/S
Fig. 2.10 contains a layout diagram that can be used for construction of the load diagram for an actual project, using the %-figures stated and the inclinations of the lines.
178 08 21-9.0
Fig. 2.10: Diagram for actual project
402 000 004
198 28 26
2.13
MAN B&W Diesel A/S
Specific Fuel Oil Consumption

High efficiency/conventional turbochargers The high efficiency turbocharger is applied to the engine in the basic design with the view to obtaining the lowest possible Specific Fuel Oil Consumption (SFOC) values. With a conventional turbocharger the amount of air required for combustion purposes can, however, be adjusted to provide a higher exhaust gas temperature, if this is needed for the exhaust gas boiler. The matching of the engine and the turbocharging system is then modified, thus increasing the exhaust gas temperature by 20 C. This modification will lead to a 7-8% reduction in the exhaust gas amount, and involve an SFOC penalty of up to 2 g/BHPh. So this engine is available in two versions with respect to the SFOC, see Fig. 2.11. (A) With conventional turbocharger, option: 4 59 107 (B) With high efficiency turbocharger, option: 4 59 104 The calculation of the expected specific fuel oil consumption (SFOC) can be carried out by means of Fig. 2.12 for fixed pitch propeller and 2.13 for controllable pitch propeller, constant speed. Throughout the whole load area the SFOC of the engine depends on where the optimising point O is chosen.
SFOC at reference conditions The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1986: 1,000 mbar ambient air pressure 25 C ambient air temperature 25 C scavenge air coolant temperature and is related to a fuel oil with a lower calorific value of 10,200 kcal/kg (42,700 kJ/kg). For lower calorific values and for ambient conditions that are different from the ISO reference conditions, the SFOC will be adjusted according to the conversion factors in the below table provided that the maximum combustion pressure (Pmax) is adjusted to the nominal value (left column), or if the Pmax is not re-adjusted to the nominal value (right column).
With Pmax adjusted SFOC Condition change change Without Pmax adjusted SFOC change
Parameter Scav. air coolant per 10 C rise temperature Blower inlet temperature Blower inlet pressure Fuel oil lower calorific value per 10 C rise
+ 0.60% + 0.41% + 0.20% + 0.71%
per 10 mbar rise - 0.02% - 0.05% rise 1% (42,700 kJ/kg) -1.00% - 1.00%
178 23 20-9.0
With for instance 1 C increase of the scavenge air coolant temperature, a corresponding 1 C increase of the scavenge air temperature will occur and involves an SFOC increase of 0.06% if Pmax is adjusted.
Fig. 2.11: Example of part load SFOC curves for the two engine versions
402 000 004
198 28 26
2.14
MAN B&W Diesel A/S

SFOC guarantee The SFOC guarantee refers to the above ISO reference conditions and lower calorific value, and is guaranteed for the power-speed combination in which the engine is optimised (O) and fulfilling the IMO NOx emission limitations. The SFOC guarantee is given with a margin of 5%. As SFOC and NOx are interrelated paramaters, an engine offered without fulfilling the IMO NOx limitations only has a tolerance of 3% of the SFOC.
Examples of graphic calculation of SFOC

Diagram 1 in figs. 2.12 and 2.13 valid for fixed pitch propeller and constant speed, respectively, shows the reduction in SFOC, relative to the SFOC at nominal rated MCR L1. The solid lines are valid at 100, 80 and 50% of the optimised power (O). The optimising point O is drawn into the abovementioned Diagram 1. A straight line along the constant mep curves (parallel to L1-L3) is drawn through the optimising point O. The line intersections of the solid lines and the oblique lines indicate the reduction in specific fuel oil consumption at 100%, 80% and 50% of the optimised power, related to the SFOC stated for the nominal MCR (L1) rating at the actually available engine version. The SFOC curve for an engine with conventional turbocharger is identical to that for an engine with high efficiency turbocharger, but located at 2 g/BHPh higher level. In Fig. 2.14 an example of the calculated SFOC curves are shown on Diagram 2, valid for two alternative engine ratings: O1 = 100% M and O2 = 85%M.
Without/with VIT fuel pumps This engine type is in its basic design fitted with fuel pumps without Variable Injection Timing (VIT), so the optimising point O has then to be at the specified MCR power M. VIT fuel pumps can, however, be fitted as an option: 4 35 104, and in that case they can be optimised between 85-100% of the specified MCR, point M, as for the other large MC engine types. Engines with VIT fuel pumps can be part-load optimised between 85-100% (normally at 93.5%) of the specified MCR. To facilitate the graphic calculation of SFOC we use the same diagram 1 for guidance in both cases, the location of the optimising point is the only difference. The exact SFOC calculated by our computer program will in the part load area from approx. 60-95% give a slightly improved SFOC compared to engines without VIT fuel pumps.
402 000 004
198 28 26
2.15
MAN B&W Diesel A/S
178 22 99-4.0
Data at nominal MCR (L1): L60MC-C 100% Power: 100% Speed: High efficiency turbocharger: Conventional turbocharger: 123 171 173 kW r/min g/kWh g/kWh
Data of optimising point (O) Power: 100% of (O) Speed: 100% of (O) SFOC found: kW r/min g/kWh
Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power
178 43 64-0.0
Fig. 2.12: SFOC for engine with fixed pitch propeller
178 43 63-9.2
402 000 004
198 28 26
2.16
MAN B&W Diesel A/S
178 22 98-2.0
Data at nominal MCR (L1): L60MC-C 100% Power: 100% Speed: High efficiency turbocharger: Conventional turbocharger: 123 171 173 kW r/min g/kWh g/kWh
Data of optimising point (O) Power: 100% of (O) Speed: 100% of (O) SFOC found: kW r/min g/kWh
178 43 64-0.0
Fig. 2.13: SFOC for engine with constant speed
178 43 63-9.2
402 000 004
198 28 26
2.17
MAN B&W Diesel A/S
178 23 17-5.0
Data at nominal MCR (L1): 6L60MC-C 100% Power: 13,380 kW 123 r/min 100% Speed: 171 g/kWh High efficiency turbocharger:
Data of optimising point (O) Power: 100% of O Speed: 100% of O SFOC found:
O1
O2 9553 kW 107.2 r/min 164.7 g/kWh

178 43 66-4.0
11,239 kW 113.2 r/min 167.9 g/kWh
O1: Optimised in M O2: Optimised at 85% of power M Point 3: is 80% of O2 = 0.80 x 85% of M = 68% M Point 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M
178 23 13-8.0
Fig. 2.14: Example of SFOC for 6L60MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps
402 000 004
198 28 26
2.18
MAN B&W Diesel A/S
Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O, shown on this Fig., the specific fuel oil consumption in an arbitrary point S1, S2 or S3 can be estimated based on the SFOC in points 1 and 2. These SFOC values can be calculated by using the graphs in Fig. 2.12 for the propeller curve I and Fig. 2.13 for the constant speed curve II, obtaining the SFOC in points 1 and 2, respectively. Then the SFOC for point S1 can be calculated as an interpolation between the SFOC in points 1 and 2, and for point S3 as an extrapolation. The SFOC curve through points S2, to the left of point 1, is symmetrical about point 1, i.e. at speeds lower than that of point 1, the SFOC will also increase. The above-mentioned method provides only an approximate figure. A more precise indication of the expected SFOC at any load can be calculated by using our computer program. This is a service which is available to our customers on request.
178 05 32-0.1
Fig. 2.15: SFOC at an arbitrary load
402 000 004
198 28 26
2.19
MAN B&W Diesel A/S
Emission Control
IMO NOx limits, i. e. 0-30% NOx reduction All MC engines are delivered so as to comply with the IMO speed dependent NOx limit, measured according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines. The primary method of NOx control, i.e. engine adjustment and component modification to affect the engine combustion process directly, enables reductions of up to 30% to be achieved. The Specific Fuel Oil Consumption (SFOC) and the NOx are interrelated parameters, and an engine offered with a guaranteed SFOC and also guaranteed to comply with the IMO NOx limitation will be subject to a 5% fuel consumption tolerance. turbocharger(s) in order to have the optimum working temperature for the catalyst. More detailed information can be found in our publications: P. 331: Emissions Control, Two-stroke Low-speed Engines P. 333: How to deal with Emission Control The publications are also available at the Internet address: www.manbw.dk under Libraries, from where they can be downloaded.
30-50% NOx reduction Water emulsification of the heavy fuel oil is a well proven primary method. The type of homogenizer is either ultrasonic or mechanical, using water from the freshwater generator and the water mist catcher. The pressure of the homogenised fuel has to be increased to prevent the formation of the steam and cavitation. It may be necessary to modify some of the engine components such as the fuel pumps, camshaft, and the engine control system.
Up to 95-98% NOx reduction This reduction can be achieved by means of secondary methods, such as the SCR (Selective Catalytic Reduction), which involves an after-treatment of the exhaust gas. Plants designed according to this method have been in service since 1990 on four vessels, using Haldor Topse catalysts and ammonia as the reducing agent, urea can also be used. The compact SCR unit can be located separately in the engine room or horizontally on top of the engine. The compact SCR reactor is mounted before the
402 000 004
198 28 26
2.20
Turbocharger Choice & Exhaust Gas By-pass
MAN B&W Diesel A/S 3 Turbocharger Choice and Exhaust Gas By-pass
Turbocharger Choice
The engines are designed for the application of either MAN B&W, ABB or Mitsubishi (MHI) turbochargers, and the engines and turbochargers are matched to comply with the IMO NO x emission limitations, Annex VI of MARPOL 73/78 measured according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines. The turbocharger choice is made with a view to obtaining the lowest possible Specific Fuel Oil Consumption (SFOC) values at the nominal MCR by applying high efficiency turbochargers, see the table in Fig 3.01a and turbocharger choice diagrams Fig. 3.02 to 3.05. If a higher exhaust gas temperature is needed for the exhaust gas boiler, than that stated in the list of capacities, see Section 6.01, it is possible to adjust the scavenge air amount and increase the exhaust gas temperature by about 20 C.
In this case the conventional turbocharger, option: 4 59 107, is to be applied, see Fig. 3.01b and turbocharger choice diagrams Fig. 3.06 to 3.09. The SFOC is then about 2 g/KWh higher than that stated in Section 2. For a Specified MCR point (M) different from the Nominal MCR (L1), the diagrams in Figs. 3.02 to 3.09 should be used for the application of MAN B&W type NA, ABB type TPL, ABB type VTR and MHI type MET turbochargers, respectively. The engines are, as standard, equipped with as few turbochargers as possible, and they are located on the exhaust side of the engine. One more turbocharger can be applied, than the number stated in the tables, if this is desirable due to space requirements, or for other reasons. Additional costs are to be expected. The turbocharger cleaning systems to be applied are described in Section 6.10.
Cyl. 4 5 6 7 8
MAN B&W 1 x NA57/T9 1 x NA57/T9 1 x NA70/T9 1 X NA70/T9 1 X NA70/T9
ABB 1 x TPL77-B12 1 x TPL80-B11 1 x TPL80-B12 1 x TPL85-B11 1 x TPL85-B12
ABB 1 x VTR564D 1 x VTR714D 1 x VTR714D 1 x VTR714D 2 x VTR564D
MHI 1 x MET66SE 1 x MET66SE 1 x MET71SE 1 x MET83SE 1 x MET83SE

178 45 96-4.3
Fig. 3.01a: High efficiency turbochargers
Cyl. 4 5 6 7 8
MAN B&W 1 x NA57/T9 1 x NA57/T9 1 x NA70/T9 1 X NA70/T9 1 X NA70/T9
ABB 1 x TPL77-B11 1 x TPL77-B12 1 x TPL80-B12 1 x TPL85-B11 1 x TPL85-B11
ABB 1 x VTR564D 1 x VTR564D 1 x VTR714D 1 x VTR714D 1 x VTR714D
MHI 1 x MET53SE II 1 x MET66SD 1 x MET66SE II 1 x MET71SE II 1 x MET83SD

178 45 97-6.1
Fig. 3.01b: Conventional turbochargers, option: 4 59 107
459 100 250
198 28 27
3.01
MAN B&W Diesel A/S

The following diagrams show how to determine the number and size of high efficiency as well as conventional turbochargers: Nominal MCR = L1 100% power = 13,380 kW (18,800 BHP) 100% speed = 123 r/min Specified MCR = M 80% power = 10,704 kW (14,544 BHP) 95% speed = 116.8 r/min The procedure for determining the turbocharger size for specified MCR is as follows: Find the specified MCR point M in diagram 1 by entering the 80% power on the vertical scale, and the 95% engine speed on the oblique scale.

Go left to diagram 2, to the intersection with the vertical 95% engine speed scale. Offset the point on (go along) the oblique curves within diagram 2, and then move horizontally in diagram 3 to the relevant number of cylinder, in this case a six-cylinder engine, and then move down vertically to diagram 4. In diagram 4 the line intersects the curves for two and one turbochargers. Going horizontally to the right you will find the intersections (points M) with the vertical line from diagram 1 for high efficiency MAN B&W turbochargers, Fig. 3.02 shows that if one turbocharger is applied it should be type NA57/T9 and if two are applied they should be type NA48/S. Using the same procedure for 6L60MC-C with nominal MCR (L1), it can be seen that in this case either 1 x NA70/T9 or 2 x NA48/S can be used.
% of L1 power 100
100
Number of cylinders
8 7 6 5 4
% speed of L1 100 90
pe %s
f L1 do
90
95 90
M
85
80
70 M
NA48/S
L1
NA57/T9
M L1
1
NA70/T9
Number of turbochargers
178 22 55-1.0
Fig. 3.02: Choice of high efficiency turbochargers, make MAN B&W
459 100 250
198 28 27
3.02
MAN B&W Diesel A/S
Number of cylinders
8 7 6 5 4
% of L1 power 100
100
pe %s
f L1 do
90
95 90
M
85
80
70
TPL73-B11 TPL73-B12 TPL77-B11 TPL77-B12
L1
TPL80-B11 TPL80-B12 TPL85-B11
M L1
1
TPL85-B12
TPL91-B12
178 22 56-3.0
Examples:
6L60MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x TPL80-B12 or 2 x TPL73-B12 Specified MCR (M) 80% power, 95% speed: 1 x TPL80-B11 or 2 x TPL73-B11
Fig. 3.03: Choice of high efficiency turbochargers, make ABB, type TPL
459 100 250
198 28 27
3.03
MAN B&W Diesel A/S
Number of cylinders
8 7 6 5 4
% of L1 power 100
100
pe %s
f L1 do
90
95 90
M
85
80
70 M
VTR454D
VTR454E
L1
VTR564D
VTR564E
M
VTR714D 1 VTR714E
178 22 57-5.0
Examples:
6L60MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x VTR714D or 2 x VTR564D Specified MCR (M) 80% power, 95% speed: 1 x VTR564E or 2 x VTR454E
Fig. 3.04: Choice of high efficiency turbochargers, make ABB, type VTR
459 100 250
198 28 27
3.04
MAN B&W Diesel A/S
Number of cylinders
8 7 6 5 4
% of L1 power 100
100
%s
pee
M
f L1 do
90
95 90
80
85
70 M
MET53SE MET53SE II MET66SE
L1
2
MET66SE II MET71SE II
M L1
MET83SE MET83SE II
MET90SE
178 22 58-7.0
Examples:
6L60MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x MET71SE II or 2 x MET53SE ll Specified MCR (M) 80% power, 95% speed: 1 x MET66SE II or 2 x MET53SE ll
Fig. 3.05: Choice of high efficiency turbochargers, make MHI
459 100 250
198 28 27
3.05
MAN B&W Diesel A/S
Number of cylinders
8 7 6 5 4
% of L1 power 100
100
%s
pee
M
f L1 do
90
95 90
80
85
70
NA40/S NA48/S
L1
2
NA57/T9
M L1
1
NA70/T9
178 22 59-9.0
Examples:
6L60MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x NA70/T9 or 2 x NA48/S Specified MCR (M) 80% power, 95% speed: 1 x NA57/T9 or 2 x NA40/S
Fig. 3.06: Choice of conventional turbochargers, make MAN B&W
459 100 250
198 28 27
3.06
MAN B&W Diesel A/S
Number of cylinders
8 7 6 5 4
% of L1 power 100
100
%s
pee
M
f L1 do
90
95 90
80
85
70
TPL73-B11 TPL73-B12 TPL77-B11 TPL77-B12
L1
M L1
TPL80-B11 TPL80-B12
1
TPL85-B11 TPL85-B12
TPL91-B12
178 22 60-9.0
Examples:
6L60MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x TPL80-B12 or 2 x TPL73-B12 Specified MCR (M) 80% power, 95% speed: 1 x TPL80-B11 or 2 x TPL73-B11
Fig. 3.07: Choice of conventional turbochargers, make ABB type TPL
459 100 250
198 28 27
3.07
MAN B&W Diesel A/S
Number of cylinders
8 7 6 5 4
% of L1 power 100
100
%s
o eed
M
f L1
90
95 90
80
85
70
VTR454E
VTR454P VTR454D
L1
VTR564 VTR564D
VTR564E
M L1
VTR714D
VTR714
1
VTR714E
178 22 61-0.0
Examples:
6L60MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x VTR714D or 2 x VTR454D Specified MCR (M) 80% power, 95% speed: 1 x VTR564E or 2 x VTR454E
Fig. 3.07: Choice of conventional turbochargers, make ABB type VTR
459 100 250
198 28 27
3.08
MAN B&W Diesel A/S
Number of cylinders
8 7 6 5 4
% of L1 power 100
100
%s
pee
M
f L1 do
90
95 90
80
85
70 M
MET53SD MET53SE II
L1
MET66SD
M L1
MET66SE II
MET71SE II MET83SD
MET83SE II
178 22 62-2.0
Examples:
6L60MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x MET66SE II or 2 x MET53SD Specified MCR (M) 80% power, 95% speed: 1 x MET66SD or 2 x MET53SD
Fig. 3.09: Choice of conventional turbochargers, make MHI
459 100 250
198 28 27
3.09
MAN B&W Diesel A/S

Turbocharger Exhaust Gas By-pass system
Some improvements of the engine performance can be obtained by using one of the following exhaust gas by-pass systems. Please note that if one of the below systems is applied the turbocharger size and specification has to be determined by other means than stated in this section.

Exhaust gas receiver with variable by-pass option: 4 60 118 This arrangement ensures that only part of the exhaust gas goes via the gas turbine of the turbocharger, thus giving less energy to the compressor which in turn reduces the air supply to the engine. This system is normally preferred to the scavenge air by-pass, as the normal air compressor/gas turbine energy balance will be maintained. For further information about the emission control we refer to our publication: P.331: Emission Control Two-Stroke Low-Speed Diesel Engines For your information, this publication is also available at the Internet address www.manbw.dk under 'Libraries', from where it can be downloaded.
Engine Operating under Extreme Ambient Conditions

As mentioned in Section 1, the engine power figures are valid for tropical conditions at sea level: 45 C air at 1000 mbar and 32 C sea water, whereas the reference fuel consumption is given at ISO conditions: 25 C air at 1000 mbar and 25 C sea water. Marine diesel engines are, however, exposed to greatly varying climatic temperatures winter and summer in arctic as well as tropical areas. These variations cause changes of the scavenge air pressure, the maximum combustion pressure, the exhaust gas amount and temperatures as well as the specific fuel oil consumption. Some of the possible countermeasures are briefly described in the following, and in more detail in our publication: P.311: Influence of Ambient Temperature Conditions of Main Engine Operation For your information, this publication is also avaible at the Internet address: www. manbw.dk under Libraries, from where it can be downloaded.
Exhaust gas receiver with total by-pass flange and blank counterflange Option: 4 60 119 For emergency running without turbocharger. By-pass of the total amount of exhaust gas round the turbocharger, is only used for emergency running in case of turbocharger failure, see Fig.3.10. This enables the engine to run at a higher load than with a locked rotor under emergency conditions. The engines exhaust gas receiver will in this case be fitted with a by-pass flange of the same diameter as the inlet pipe to the turbocharger. The emergency pipe is yards delivery.
Arctic running condition For air inlet temperatures below -10 C the precautions to be taken depend very much on the operating profile of the vessel. The selection of one of the following alternative countermeasures may be possible, but this must be evaluated in each individual case.
Engine with Selective Catalytic Reduction System Option: 4 60 135 The NOx in the exhaust gas can be reduced with primary or secondary reduction methods. Primary methods affect the engine combustion process direct, whereas secondary methods reduce the emission level without changing the engine performance using equipment that does not form part of the engine itself.
459 100 250
198 28 27
3.10
MAN B&W Diesel A/S

If a reduction between 50 and 98% of NOx is required, the Selective Catalytic Reduction (SCR) system has to be applied by adding ammonia or urea to the exhaust gas before it enters a catalytic converter. The exhaust gas must be mixed with ammonia before passing through the catalyst, and in order to encourage the chemical reaction the temperature level has to be between 300 and 400 C. During this process the NOx is reduced to N2 and water. This means that the SCR unit has to be located before the turbocharger on two-stroke engines because of their high thermal efficiency and thereby a relatively low exhaust gas temperature. The amount of ammonia injected into the exhaust gas is controlled by a process computer and is based on the NOx production at different loads measured during the testbed running, see Fig. 3.11. As the ammonia is a combustible gas, it is supplied through a double-walled pipe system, with appropriate venting and fitted with an ammonia leak detector which shows a simplified system layout of the SCR installation.
178 06 72-1.1
Fig. 3.10: Total by-pass of exhaust for emergency running
459 100 250
198 28 27
3.11
MAN B&W Diesel A/S
Air
Process computer Evaporator Ammonia tank
SCR reactor Air outlet Air intake Exhaust gas outlet Deck Support Static mixer
NOx and O2 analysers
Air
Orifice
High efficiency turbocharger
Preheating and sealing air
Engine
198 99 27-1.0
Fig. 3.11: Layout of SCR system
459 100 250
198 28 27
3.12
MAN B&W Diesel A/S
4 Electricity Production
Introduction
Next to power for propulsion, electricity production is the largest fuel consumer on board. The electricity is produced by using one or more of the following types of machinery, either running alone or in parallel: Auxiliary diesel generating sets Main engine driven generators Steam driven turbogenerators Emergency diesel generating sets. The machinery installed should be selected based on an economical evaluation of first cost, operating costs, and the demand of man-hours for maintenance. In the following, technical information is given regarding main engine driven generators (PTO) and the auxiliary diesel generating sets produced by MAN B&W. The possibility of using a turbogenerator driven by the steam produced by an exhaust gas boiler can be evaluated based on the exhaust gas data. Within each PTO system, several designs are available, depending on the positioning of the gear: BW I: Gear with a vertical generator mounted onto the fore end of the diesel engine, without any connections to the ship structure. BW II: A free-standing gear mounted on the tank top and connected to the fore end of the diesel engine, with a vertical or horizontal generator. BW III: A crankshaft gear mounted onto the fore end of the diesel engine, with a side-mounted generator without any connections to the ship structure. On this type of engine, special attention has to be paid to the space requirements for the BWIII system if the turbocharger is located on the exhaust side. BW IV: A free-standing step-up gear connected to the intermediate shaft, with a horizontal generator. The most popular of the gear based alternatives are the type designated BW III/RCF for plants with a fixed pitch propeller (FPP) and the BW IV/GCR for plants with a controllable pitch propeller (CPP). The BW III/RCF requires no separate seating in the ship and only little attention from the shipyard with respect to alignment. PTO/GCR (Power Take Off/Gear Constant Ratio): Generator coupled to a constant ratio step-up gear, used only for engines running at constant speed. The DMG/CFE (Direct Mounted Generator/Constant Frequency Electrical) and the SMG/CFE (Shaft Mounted Generator/Constant Frequency Electrical) are special designs within the PTO/CFE group in which the generator is coupled directly to the main engine crankshaft and the intermediate shaft, respectively, without a gear. The electrical output of the generator is controlled by electrical frequency control.
Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO) from the main engine, the electricity can be produced based on the main engines low SFOC and use of heavy fuel oil. Several standardised PTO systems are available, see Fig. 4.01 and the designations on Fig. 4.02: PTO/RCF (Power Take Off/Renk Constant Frequency): Generator giving constant frequency, based on mechanical-hydraulical speed control. PTO/CFE (Power Take Off/Constant Frequency Electrical): Generator giving constant frequency, based on electrical frequency control.
485 600 100
198 28 28
4.01
MAN B&W Diesel A/S
Alternative types and layouts of shaft generators
Design
Seating
Total efficiency (%)
1a
1b
BW I/RCF
On engine (vertical generator)
88-91
PTO/RCF
2a
2b
BW II/RCF
On tank top
88-91
3a
3b
BW III/RCF
On engine
88-91
4a
4b
BW IV/RCF
On tank top
88-91
5a
PTO/CFE
5b
DMG/CFE
On engine
84-88
6a
6b
SMG/CFE
On tank top
84-88
BW I/GCR
On engine (vertical generator)
92
PTO/GCR
BW II/GCR
On tank top
92
BW III/GCR
On engine
92
10
BW IV/GCR
On tank top
92
178 19 66-3.1
Fig. 4.01: Types of PTO
485 600 100
198 28 28
4.02
MAN B&W Diesel A/S

For further information please refer to our publication: P. 364: Shaft Generators Power Take Off from the Main Engine
This publication is available at the Internet address www.manbw.dk under Libraries from where it can be downloaded.
Power take off: BW III L60-C/RCF
700-60 50: 50 Hz 60: 60 Hz kW on generator terminals RCF: Renk constant frequency unit CFE: Electrically frequency controlled unit GCR: Step-up gear with constant ratio Engine type on which it is applied Layout of PTO: See Fig. 4.01 Make: MAN B&W
Fig. 4.02: Designation of PTO
178 45 49-8.0
485 600 100
198 28 28
4.03
MAN B&W Diesel A/S

clutch, hydraulic pump and motor, and a standard generator, see Fig. 4.03. For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic system can be dispensed with, i.e. a PTO/GCR design is normally used. Fig. 4.03 shows the principles of the PTO/RCF arrangement. As can be seen, a step-up gear box
PTO/RCF
Side mounted generator, BWIII/RCF (Fig. 4.01, Alternative 3) The PTO/RCF generator systems have been developed in close cooperation with the German gear manufacturer Renk. A complete package solution is offered, comprising a flexible coupling, a step-up gear, an epicyclic, variable-ratio gear with built-in
178 23 22-2.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF, option: 4 85 253
485 600 100
198 28 28
4.04
MAN B&W Diesel A/S

(called crankshaft gear) with three gear wheels is bolted directly to the frame box of the main engine. The bearings of the three gear wheels are mounted in the gear box so that the weight of the wheels is not carried by the crankshaft. In the frame box, between the crankcase and the gear drive, space is available for tuning wheel, counterweights, axial vibration damper, etc. The first gear wheel is connected to the crankshaft via a special flexible coupling made in one piece with a tooth coupling driving the crankshaft gear, thus isolating it against torsional and axial vibrations. By means of a simple arrangement, the shaft in the crankshaft gear carrying the first gear wheel and the female part of the toothed coupling can be moved forward, thus disconnecting the two parts of the toothed coupling. The power from the crankshaft gear is transferred, via a multi-disc clutch, to an epicyclic variable-ratio gear and the generator. These are mounted on a common bedplate, bolted to brackets integrated with the engine bedplate. The BWIII/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input drives the annulus of the epicyclic gear in either direction of rotation, hence continuously varying the gearing ratio to keep the generator speed constant throughout an engine speed variation of 30%. In the standard layout, this is between 100% and 70% of the engine speed at specified MCR, but it can be placed in a lower range if required. The input power to the gear is divided into two paths one mechanical and the other hydrostatic and the epicyclic differential combines the power of the two paths and transmits the combined power to the output shaft, connected to the generator. The gear is equipped with a hydrostatic motor driven by a pump, and controlled by an electronic control unit. This keeps the generator speed constant during single running as well as when running in parallel with other generators. The multi-disc clutch, integrated into the gear input shaft, permits the engaging and disengaging of the epicyclic gear, and thus the generator, from the main engine during operation.

An electronic control system with a Renk controller ensures that the control signals to the main electrical switchboard are identical to those for the normal auxiliary generator sets. This applies to ships with automatic synchronising and load sharing, as well as to ships with manual switchboard operation. Internal control circuits and interlocking functions between the epicyclic gear and the electronic control box provide automatic control of the functions necessary for the satisfactory operation and protection of the BWIII/RCF unit. If any monitored value exceeds the normal operation limits, a warning or an alarm is given depending upon the origin, severity and the extent of deviation from the permissible values. The cause of a warning or an alarm is shown on a digital display.
Extent of delivery for BWIII/RCF units The delivery comprises a complete unit ready to be built-on to the main engine. Fig. 4.04 shows the required space and the standard electrical output range on the generator terminals. Standard sizes of the crankshaft gears and the RCF units are designed for 700, 1200, 1800 and 2600 kW, while the generator sizes of make A. van Kaick are: Type DSG 62 62 62 74 74 74 74 86 86 86 99 440V 1800 kVA 707 855 1056 1271 1432 1651 1924 1942 2345 2792 3222 60Hz r/min kW 566 684 845 1017 1146 1321 1539 1554 1876 2234 2578 380V 1500 kVA 627 761 940 1137 1280 1468 1709 1844 2148 2542 2989 50Hz r/min kW 501 609 752 909 1024 1174 1368 1475 1718 2033 2391
178 34 89-3.1
M2-4 L1-4 L2-4 M1-4 M2-4 L1-4 L2-4 K1-4 M1-4 L2-4 K1-4
In the case that a larger generator is required, please contact MAN B&W Diesel A/S.
485 600 100
198 28 28
4.05
MAN B&W Diesel A/S

If a main engine speed other than the nominal is required as a basis for the PTO operation, this must be taken into consideration when determining the ratio of the crankshaft gear. However, this has no influence on the space required for the gears and the generator. The PTO can be operated as a motor (PTI) as well as a generator by adding some minor modifications. Yard deliveries are: 1. Cooling water pipes to the built-on lubricating oil cooling system, including the valves. 2. Electrical power supply to the lubricating oil stand-by pump built on to the RCF unit. 3. Wiring between the generator and the operator control panel in the switch-board.
4. An external permanent lubricating oil filling-up connection can be established in connection with the RCF unit. The system is shown in Fig. 4.07 Lubricating oil system for RCF gear. The dosage tank and the pertaining piping are to be delivered by the yard. The size of the dosage tank is stated in the table for RCF gear in Necessary capacities for PTO/RCF (Fig. 4.06). The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b.
Additional capacities required for BWIII/RCF The capacities stated in the List of capacities for the main engine in question are to be increased by the additional capacities for the crankshaft gear and the RCF gear stated in Fig. 4.06.
485 600 100
198 28 28
4.06
MAN B&W Diesel A/S
178 36 29-6.0
kW Generator 700 A B C D F G H S 2684 632 3344 3740 1682 2364 2134 390 23750 21750 1200 2684 632 3344 3740 1802 2364 2636 450 27500 24850 1800 2824 632 3624 4020 1922 2724 3021 530 39100 34800 2684 2824 632 3624 4020 2032 2724 4341 620 52550 47350
System masses (kg) with generator: System masses (kg) without generator:
The stated kW, which is at generator terminals, is available between 70% and 100% of the engine speed at specified MCR Space requirements have to be investigated case by case on plants with 2600 kW generator. Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23, frequency = 60 Hz, speed = 1800 r/min
178 45 53-3.0
Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll L60-C/RCF
485 600 100
198 28 28
4.07
MAN B&W Diesel A/S
178 14 12-7.1
Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
485 600 100
198 28 28
4.08
MAN B&W Diesel A/S
Pos. Pos. Pos. Pos. Pos. Pos. Pos. Pos. Pos.
1 2 3 4 5 6 7 8 9
Special face on bedplate and frame box Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing Machined washers placed on frame box part of face to ensure, that it is flush with the face on the bedplate Rubber gasket placed on frame box part of face Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate Distance tubes and long bolts Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker Flange of crankshaft, normally the standard execution can be used Studs and nuts for crankshaft flange Free flange end at lubricating oil inlet pipe (incl. blank flange) Oil outlet flange welded to bedplate (incl. blank flange) Face for brackets Brackets Studs for mounting the brackets Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO Intermediate shaft between crankshaft and PTO Oil sealing for intermediate shaft Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box Plug box for electronic measuring instrument for check of condition of axial vibration damper
Pos. 10 Pos. 11 Pos. 12 Pos. 13 Pos. 14 Pos. 15 Pos. 16 Pos. 17 Pos. 18 Pos. 19 Pos. 20 Pos. 21
Pos. No: BWIII/RCF BWIII/GCR, BWIII/CFE BWII/RCF BWII/GCR, BWII/CFE BWI/RCF BWI/GCR, BWI/CFE DMG/CFE
1 A A
2 A A
3 A A
4 A A
6 B B
8 A A A A
9 B B A A B B B
10 11 12 13 14 15 16 17 18 19 20 21 A A A A A A A A A A B B B B A A A A A A A A A A A A A A A A A A A A
A A A
A A A
A A
A A A
B B B C
A A A
A: Preparations to be carried out by engine builder B: Parts supplied by PTO-maker C: See text of pos. No.
178 33 84-9.0
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
485 600 100
198 28 28
4.09
MAN B&W Diesel A/S
Crankshaft gear lubricated from the main engine lubricating oil system. The figures are to be added to the main engine capacity list:
Nominal output of generator
Lubricating oil flow Heat dissipation kW m3/h kW 700 4.1 12.1 1200 4.1 20.8 1800 4.9 31.1 2600 6.2 45.0
RCF gear with separate lubricating oil system: Nominal output of generator
Cooling water quantity Heat dissipation El. power for oil pump Dosage tank capacity El. power for Renk-controller kW m3/h kW kW m3 700 14.1 55 11.0 0.40 1200 22.1 92 15.0 0.51 1800 30.0 134 18.0 0.69 24V DC 10%, 8 amp 2600 39.0 180 21.0 0.95
From main engine:

Design lube oil pressure: 2.25 bar Lube oil pressure at crankshaft gear: min. 1 bar Lube oil working temperature: 50 C Lube oil type: SAE 30 Cooling water inlet temperature: 36 C Pressure drop across cooler: approximately 0.5 bar Fill pipe for lube oil system store tank (~32) Drain pipe to lube oil system drain tank (~40) Electric cable between Renk terminal at gearbox and operator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5
178 33 85-0.0
Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system
485 600 100
198 28 28
4.10
MAN B&W Diesel A/S
The letters refer to the List of flanges, which will be extended by the engine builder, when PTO systems are built on the main engine
178 06 47-1.0
Fig. 4.07: Lubricating oil system for RCF gear
485 600 100
198 28 28
4.11
MAN B&W Diesel A/S

DMG/CFE Generators Option: 4 85 259 Fig. 4.01 alternative 5, shows the DMG/CFE (Direct Mounted Generator/Constant Frequency Electrical) which is a low speed generator with its rotor mounted directly on the crankshaft and its stator bolted on to the frame box as shown in Figs. 4.08 and 4.09. The DMG/CFE is separated from the crankcase by a plate, and a labyrinth stuffing box. The DMG/CFE system has been developed in cooperation with the German generator manufacturers Siemens and STN Atlas, but similar types of genera-

tors can be supplied by others, e.g. Fuji, Nishishiba and Shinko in Japan. For generators in the normal output range, the mass of the rotor can normally be carried by the foremost main bearing without exceeding the permissible bearing load (see Fig. 4.09), but this must be checked by the engine manufacturer in each case. If the permissible load on the foremost main bearing is exceeded, e.g. because a tuning wheel is needed, this does not preclude the use of a DMG/CFE.
178 06 73-3.1
Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)
485 600 100
198 28 28
4.12
MAN B&W Diesel A/S
178 06 63-7.1
Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel
178 56 55-3.1
Fig. 4.10: Diagram of DMG/CFE with static converter
485 600 100
198 28 28
4.13
MAN B&W Diesel A/S

In such a case, the problem is solved by installing a small, elastically supported bearing in front of the stator housing, as shown in Fig. 4.09. As the DMG type is directly connected to the crankshaft, it has a very low rotational speed and, consequently, the electric output current has a low frequency normally in order of 15 Hz. Therefore, it is necessary to use a static frequency converter between the DMG and the main switchboard. The DMG/CFE is, as standard, laid out for operation with full output between 100% and 70% and with reduced output between 70% and 50% of the engine speed at specified MCR.

Yard deliveries are: 1. Installation, i.e. seating in the ship for the synchronous condenser unit, and for the static converter cubicles 2. Cooling water pipes to the generator if water cooling is applied 3. Cabling. The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b.
SMG/CFE Generators Static converter The static frequency converter system (see Fig. 4.10) consists of a static part, i.e. thyristors and control equipment, and a rotary electric machine. The DMG produces a three-phase alternating current with a low frequency, which varies in accordance with the main engine speed. This alternating current is rectified and led to a thyristor inverter producing a three-phase alternating current with constant frequency. Since the frequency converter system uses a DC intermediate link, no reactive power can be supplied to the electric mains. To supply this reactive power, a synchronous condenser is used. The synchronous condenser consists of an ordinary synchronous generator coupled to the electric mains. The PTO SMG/CFE (see Fig. 4.01 alternative 6) has the same working principle as the PTO DMG/CFE, but instead of being located on the front end of the engine, the alternator is installed aft of the engine, with the rotor integrated on the intermediate shaft. In addition to the yard deliveries mentioned for the PTO DMG/CFE, the shipyard must also provide the foundation for the stator housing in the case of the PTO SMG/CFE. The engine needs no preparation for the installation of this PTO system.
Extent of delivery for DMG/CFE units The delivery extent is a generator fully built-on to the main engine inclusive of the synchronous condenser unit, and the static converter cubicles which are to be installed in the engine room. If required, the DMG/CFE can be made so it can be operated both as a generator and as a motor (PTI).
485 600 100
198 28 28
4.14
MAN B&W Diesel A/S
PTO BW II/GCR, Power Take Off/Gear Constant Ratio

The PTO system type BWII/GCR illustrated in Fig. 4.01 alternative 8 can generate electrical power on board ships equipped with a controllable pitch propeller, running at constant speed. The PTO unit is mounted on the tank top at the fore end of the engine see Fig. 4.11. The PTO generator is activated at sea, taking over the electrical power production on board when the main engine speed has stabilised at a level corresponding to the generator frequency required on board. The installation length in front of the engine, and thus the engine room length requirement, naturally exceeds the length of the engine aft end mounted shaft generator arrangements. However, there is some scope for limiting the space requirement, depending on the configuration chosen.
PTO BW IV/GCR Power Take Off/Gear Constant Ratio

The shaft generator system, type PTO BW IV/GCR, installed in the shaft line (Fig. 4.01 alternative 10) can generate power on board ships equipped with a controllable pitch propeller running at constant speed. The PTO-system can be delivered as a tunnel gear with hollow flexible coupling or, alternatively, as a generator step-up gear with thrust bearing and flexible coupling integrated in the shaft line. The main engine needs no special preparation for mounting these types of PTO systems as they are connected to the intermediate shaft. The PTO-system installed in the shaft line can also be installed on ships equipped with a fixed pitch propeller or controllable pitch propeller running incombinator mode. This will, however, require an
178 18 22-5.0
Fig. 4.11: Power Take Off (PTO) BW II/GCR
485 600 100
198 28 28
4.15
MAN B&W Diesel A/S

additional Renk Constant Frequency gear (Fig. 4.01 alternative 4) or additional electrical equipment for maintaining the constant frequency of the generated electric power.

Generator step-up gear and flexible coupling integrated in the shaft line For higher power take off loads, a generator step-up gear and flexible coupling integrated in the shaft line may be chosen due to first costs of gear and coupling. The flexible coupling integrated in the shaft line will transfer the total engine load for both propulsion and electricity and must be dimensioned accordingly. The flexible coupling cannot transfer the thrust from the propeller and it is, therefore, necessary to make the gear-box with an integrated thrust bearing. This type of PTO-system is typically installed on ships with large electrical power consumption, e.g. shuttle tankers.
Tunnel gear with hollow flexible coupling This PTO-system is normally installed on ships with a minor electrical power take off load compared to the propulsion power, up to approximately 25% of the engine power. The hollow flexible coupling is only to be dimensioned for the maximum electrical load of the power take off system and this gives an economic advantage for minor power take off loads compared to the system with an ordinary flexible coupling integrated in the shaft line. The hollow flexible coupling consists of flexible segments and connecting pieces, which allow replacement of the coupling segments without dismounting the shaft line, see Fig. 4.12.
Fig. 4.12: BW IV/GCR, tunnel gear
178 18 25-0.0
485 600 100
198 28 28
4.16
MAN B&W Diesel A/S

Auxiliary Propulsion System/Take Home System From time to time an Auxiliary Propulsion System/Take Home System capable of driving the CP-propeller by using the shaft generator as an electric motor is requested. MAN B&W Diesel can offer a solution where the CP-propeller is driven by the alternator via a two-speed tunnel gear box. The electric power is produced by a number of GenSets. The main engine is disengaged by a conical bolt clutch (CB-Clutch) made as an integral part of the shafting. The clutch is installed between the tunnel gear box and the main engine, and conical bolts are used to connect and disconnect the main engine and the shafting. See Figure 4.13. The CB-Clutch is operated by hydraulic oil pressure which is supplied by the power pack used to control the CP-propeller. A thrust bearing, which transfers the auxiliary propulsion propeller thrust to the engine thrust bearing when the clutch is disengaged, is built into the

CB-Clutch. When the clutch is engaged, the thrust is transferred statically to the engine thrust bearing through the thrust bearing built into the clutch. To obtain high propeller efficiency in the auxiliary propulsion mode, and thus also to minimise the auxiliary power required, a two-speed tunnel gear, which provides lower propeller speed in the auxiliary propulsion mode, is used. The two-speed tunnel gear box is made with a friction clutch which allows the propeller to be clutched in at full alternator/motor speed where the full torque is available. The alternator/motor is started in the de-clutched condition with a start transformer. The system can quickly establish auxiliary propulsion from the engine control room and/or bridge, even with unmanned engine room. Re-establishment of normal operation requires attendance in the engine room and can be done within a few minutes.
178 47 02-0.0
Fig. 4.13: Auxiliary propulsion system
485 600 100
198 28 28
4.17
MAN B&W Diesel A/S
L16/24 Holeby GenSet Data

Bore: 160 mm 1200 r/min Eng. kW 500 600 700 800 900 Power lay-out 60 Hz 1000 r/min Gen. kW Eng. kW 475 450 570 540 665 630 760 720 855 810 Stroke: 240 mm 50 Hz Gen. kW 430 515 600 680 770
5L16/24 6L16/24 7L16/24 8L16/24 9L16/24
178 23 03-1.0
Cyl. no 5 (1000 rpm) 5 (1200 rpm) 6 (1000 rpm) 6 (1200 rpm) 7 (1000 rpm) 7 (1200 rpm) 8 (1000 rpm) 8 (1200 rpm) 9 (1000 rpm) 9 (1200 rpm)
A (mm) 2751 2751 3026 3026 3301 3301 3576 3576 3851 3851
* B (mm) 1400 1400 1490 1490 1585 1585 1680 1680 1680 1680
* C (mm) 4151 4151 4516 4516 4886 4886 5256 5256 5531 5531
H (mm) 2226 2226 2226 2226 2226 2266 2266 2266 2266 2266
**Dry weight GenSet (t) 9.5 9.5 10.5 10.5 11.4 11.4 12.4 12.4 13.1 13.1
178 33 87-4.3
P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 1800 mm. * Depending on alternator ** Weight incl. standard alternator (based on a Leroy Somer alternator) All dimensions and masses are approximate, and subject to changes without prior notice.
Fig. 4.14a: Power and outline of L16/24
485 600 100
198 28 28
4.18
MAN B&W Diesel A/S

Max. continuous rating at 1000/1200 r/min 1000/1200 r/min ENGINE DRIVEN PUMPS HT cooling water pump** LT cooling water pump** Lubricating oil EXTERNAL PUMPS Fuel oil feed pump Fuel booster pump COOLING CAPACITIES Lubricating oil kW Charge air LT kW *Flow LT at 36C inlet and 44C outlet engine m3/h Jacket cooling kW Charge air HT kW *Flow HT at 36C inlet and 80C outlet engine m3/h GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW 11/12 13/15 15/17 17/20 19/22 (see separate data from the alternator maker) Nm3 0.80 0.96 1.12 1.28 1.44 kg/h C bar kg/h 3321/3675 3985/4410 4649/4701 5314/5880 5978/6615 330 330 330 330 330 0.025 0.025 0.025 0.025 0.025 3231/3575 3877/4290 4523/5005 5170/5720 5816/6435 79/85 43/50 13.1/14.6 107/125 107/114 4.2/4.7 95/102 51/60 15.7/17.5 129/150 129/137 5.0/5.6 110/161 60/63 18.4/24.2 150/175 150/160 5.9/5.8 126/136 68/80 21.0/23.3 171/200 171/182 6.7/7.5 142/153 77/90 23.6/26.2 193/225 193/205 7.6/8.4 (4 bar) (8 bar) m3/h m3/h 0.14/0.15 0.41/0.45 0.16/0.18 0.49/0.54 0.19/0.21 0.57/0.63 0.22/0.24 0.65/0.72 0.24/0.27 0.73/0.81 (2.0/3.2 bar) m3/h (1.7/3.0 bar) m3/h (3-5.0 bar) m3/h 10.9/13.1 15.7/17.3 21/25 12.7/15.2 18.9/20.7 23/27 14.5/17.4 22.0/24.2 24/29 16.3/19.5 25.1/27.7 26/31 18.1/21.6 28.3/31.1 28/33 50-60 Hz CYL. Engine kW Gen. kW 5 450/500 430/475 6 540/600 515/570 7 630/700 600/665 8 720/800 680/760 9 810/900 770/855
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition. * The outlet temperature of the HT water is fixed to 80C, and 44C for LT water. At different inlet temperatures the flow will change accordingly. Example: if the inlet temperature is 25C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow. The HT flow will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36C, then the LT outlet will rise accordingly. ** Max. permission inlet pressure 2.0 bar.
178 33 88-6.1
Fig. 4.14b: List of capacities for L16/24
485 600 100
198 28 28
4.19
MAN B&W Diesel A/S
L21/31 GenSet Data

5L21/31 6L21/31 7L21/31 8L21/31 9L21/31
178 23 04-3.0
Cyl. No. 5 (900 rpm) 5 (1000 rpm) 6 (900 rpm) 6 (1000 rpm) 7 (900 rpm) 7 (1000 rpm) 8 (900 rpm) 8 (1000 rpm) 9 (900 rpm) 9 (1000 rpm)
* C (mm) 5860 5860 6300 6300 6760 6760 7210 7210 7660 7660
H (mm) 3050 3050 3100 3100 3100 3100 3100 3100 3250 3250
178 48 08-7.1
P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley) * Depending on alternator ** Weight incl. standard alternator (based on a Uljanik alternator) All dimensions and masses are approximate, and subject to changes without prior notice.
Fig. 4.15a: Power and outline of L21/31
485 600 100
198 28 28
4.20
MAN B&W Diesel A/S
L21/31 GenSet Data

Max. continuous rating at 900/1000 r/min 900/1000 r/min ENGINE DRIVEN PUMPS LT cooling water pump HT cooling water pump Lubricating oil EXTERNAL PUMPS Max. delivery pressure of cooling water pumps Fuel oil feed pump Fuel booster pump COOLING CAPACITIES Lubricating oil Charge air LT *Flow LT at 36C inlet and 44C outlet Jacket cooling Charge air HT *Flow HT at 36C inlet and 80C outlet GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW (see separate data from the alternator maker)
178 48 09-9.0
Cyl. 60/50 Hz Eng. kW Gen. kW
5 950/1000 905/950
8 1520/1600 1445/1520
9 1710/1800 1625/1710
1140/1200 1330/1400 1085/1140 1265/1330
(1.0/2.5 bar) ** m3/h (1.0/2.5 bar)** m3/h (3.0-5.0 bar) m3/h
55/61 55/61 31/34
55/61 55/61 31/34
55/61 55/61 41/46
55/61 55/61 41/46
55/61 55/61 41/46
bar (4.0 bar) m3/h m3/h
2.5 0.29/0.30 0.87/0.91
2.5 0.35/0.37 1.04/1.10
2.50 0.41/0.43 1.22/1.28
2.5 0.46/0.49 1.39/1.46
2.5 0.52/0.55 1.56/1.65
kW kW m3/h kW kW m3/h
199/209 137 23.9/24.4 148/156 244 9.4/9.5
239/251 165 28.7/29.3 178/187 293 11.2/11.4
278/293 192 33.5/34.2 207/218 341 13.1/13.4
318/335 220 38.3/39.0 237/249 390 15.0/15.3
358/377 247 65.0/67.0 266/280 439 16.8/17.2
kg/h C bar kg/h
6551/6896 7861/8275 9172/9654 10482/11034 11792/12413 285 285 285 285 285 0.025 0.025 0.025 0.025 0.025 6365/6700 7638/8040 8911/9380 10184/10720 11457/12060
Nm3
0.7
0.8
0.9
1.0
1.1
The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition. * The outlet temperature of the HT water is fixed to 80C, and 44C for LT water. At different inlet temperatures the flow will change accordingly. Example: if the inlet temperature is 25C, then the LT flow will change to (44-36)/(44-25)*100 = 53% of the original flow. The HT flow will not change. ** Max. permission inlet pressure 2.0 bar.
178 23 05-5.0
485 600 100
198 28 28
4.21
MAN B&W Diesel A/S
L23/30H Holeby GenSet Data

Bore: 225 mm 720 r/min Eng. kW 650 780 910 1040 60 Hz Gen. kW 615 740 865 990 Power lay-out 750 r/min 50 Hz Eng. kW Gen. kW 675 645 810 770 945 900 1080 1025 Stroke: 300 mm 900 r/min Eng. kW 960 1120 1280 60 Hz Gen. kW 910 1060 1215
5L23/30H 6L23/30H 7L23/30H 8L23/30H
178 23 06-7.0
Cyl. no 5 (720 rpm) 5 (750 rpm) 6 (720 rpm) 6 (750 rpm) 6 (900 rpm) 7 (720 rpm) 7 (750 rpm) 7 (900 rpm) 8 (720 rpm) 8 (750 rpm) 8 (900 rpm)
A (mm) 3369 3369 3738 3738 3738 4109 4109 4109 4475 4475 4475
* B (mm) 2155 2155 2265 2265 2265 2395 2395 2395 2480 2480 2340
* C (mm) 5524 5524 6004 6004 6004 6504 6504 6504 6959 6959 6815
H (mm) 2383 2383 2383 2383 2815 2815 2815 2815 2815 2815 2815
**Dry weight GenSet (t) 18.0 17.6 19.7 19.7 21.0 21.4 21.4 22.8 23.5 22.9 24.5
178 34 53-7.1
P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 2250 mm. * Depending on alternator ** Weight included a standard alternator, make A. van Kaick All dimensions and masses are approximate, and subject to changes without prior notice. Fig. 4.16a: Power and outline of L23/30H
485 600 100
198 28 28
4.22
MAN B&W Diesel A/S

Max. continuous rating at 720/750 r/min 900 r/min 720/750 r/min 900 r/min ENGINE-DRIVEN PUMPS Fuel oil feed pump LT cooling water pump HT cooling water pump Lube oil main pump SEPARATE PUMPS Fuel oil feed pump*** LT cooling water pump* LT cooling water pump** HT cooling water pump Lube oil stand-by pump COOLING CAPACITIES LUBRICATING OIL Heat dissipation LT cooling water quantity* SW LT cooling water quantity** Lube oil temp. inlet cooler LT cooling water temp. inlet cooler CHARGE AIR Heat dissipation LT cooling water quantity LT cooling water inlet cooler JACKET COOLING Heat dissipation HT cooling water quantity HT cooling water temp. inlet cooler GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Generator kW kW 21 25/32 29/37 (See separate data from generator maker) 34/42 Nm3 2.0 2.0 2.0 2.0 kg/h C bar kg/h 5510 310 0.025 5364 6620/8370 310/325 0.025 6444/8100 7720/9770 310/325 0.025 7524/9432 8820/11160 310/325 0.025 8604/10800 kW m3/h m3/h C C kW m3/h C kW m3/h C 69 5.3 18 67 36 251 30 36 182 20 77 84/117 6.4/7.5 18 67 36 299/369 36/46 36 219/239 24/30 77 98/137 7.5/8.8 18 67 36 348/428 42/53 36 257/281 28/35 77 112/158 8.5/10.1 25 67 36 395/487 48/61 36 294/323 32/40 77 Cyl. Engine kW Engine kW Gen. kW Gen. kW 5 650/675 615/645 6 780/810 960 740/770 910 1.0/1.3 55/69 36/45 16/20 0.23/0.29 42/52 54/63 24/30 15/17 7 910/945 1120 865/900 1060 1.0/1.3 55/69 36/45 20/20 0.27/0.34 48/61 60/71 28/35 16/18 8 1040/1080 1280 990/1025 1215 1.0/1.3 55/69 36/45 20/20 0.30/0.39 55/70 73/85 32/40 17/19
60/50 Hz 60 Hz
720, 750/900 r/min (5.5-7.5 bar) m3/h 3 (1-2.5 bar) m /h (1-2.5 bar) m3/h 3 (3-5/3.5-5 bar) m /h (4-10 bar) (1-2.5 bar) (1-2.5 bar) (1-2.5 bar) (3-5/3.5-5 bar) m3/h 3 m /h m3/h m3/h 3 m /h
1.0 55 36 16 0.19 35 48 20 14
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capacities at 750 RPM are 4% higher than stated. If LT cooling are sea water, the LT inlet is 32 C instead of 36C. Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions. These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions * Only valid for engines equipped with internal basic cooling water system no 1 and 2. ** Only valid for engines equipped with combined coolers, internal basic cooling water system no 3. *** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is multiplied by 1.45.
178 34 54-5.2
Fig. 4.16b: List of capacities for L23/30H
485 600 100
198 28 28
4.23
MAN B&W Diesel A/S

5L27/38 6L27/38 7L27/38 8L27/38 9L27/38
178 23 07-9.0
Cyl. no 5 5 6 6 7 7 8 8 9 9 (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm)
A (mm) 4346 4346 4791 4791 5236 5236 5681 5681 6126 6126
* B (mm) 2486 2486 2766 2766 2766 2766 2986 2986 2986 2986
* C (mm) 6832 6832 7557 7557 8002 8002 8667 8667 9112 9112
H (mm) 3705 3705 3705 3717 3717 3717 3797 3797 3797 3797
178 33 89-8.2
P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 3000 mm. (without gallery) and 3400 mm. (with gallery) * Depending on alternator ** Weight included a standard alternator All dimensions and masses are approximate, and subject to changes without prior notice. Fig. 4.17a: Power and outline of L27/38
485 600 100
198 28 28
4.24
MAN B&W Diesel A/S
L27/38 GenSet Data

Max. continuous rating at 720/750 r/min 720/750 r/min 60/50 Hz ENGINE DRIVEN PUMPS LT cooling water pump HT cooling water pump Lubricating oil pump EXTERNAL PUMPS Max. delivery pressure of cooling water pump Fuel oil feed pump (4.0 bar) Fuel booster pump (8.0 bar) COOLING CAPACITIES Lubricating oil Charge air LT *Flow LT at 36C inlet and 46C outlet Jacket cooling Charge air HT *Flow HT at 36C inlet and 80C outlet GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW 54/57 64/69 75/80 86/92 97/103 (see separate data from the alternator maker)
178 33 90-8.2
Cyl. 5 Engine kW 1500/1600 Gen. kW 1425/1520
6 1800/1920 1710/1825
7 2100/2240 1995/2130
8 2400/2560 2280/2430
9 2700/2880 2565/2735
(1.0-2.5 bar) m3/h (1.0-2.5 bar) m3/h (3.0-4.5 bar) m3/h
36/39 36/39 30/32
44/46 44/46 36/38
51/54 51/54 42/45
58/62 58/62 48/51
65/70 65/70 54/58
bar m3/h m3/h
2.50 0.45/0.48 1.35/1.44
2.50 0.54/0.58 1.62/1.73
2.50 0.63/0.67 1.89/2.02
2.50 0.72/0.77 2.16/2.30
2.50 0.81/0.86 2.43/2.59
kW kW m3/h kW kW m3/h
264/282 150/160 35.8/38.2 264/282 299/319 11.1/11.8
317/338 180/192 42.9/45.8 317/338 359/383 13.3/14.2
370/395 210/224 50.1/53.4 370/395 419/447 15.5/16.5
423/451 240/256 57.2/61.1 423/451 479/511 17.7/18.9
476/508 270/288 64.4/68.7 476/508 539/575 19.9/21.2
kg/h C bar kg/h
11500/12064 13786/14476 16087/16889 18371/19302 20670/21715 283/281 283/281 283/281 283/281 283/281 0.025 0.025 0.025 0.025 0.025 11214/11744 13443/14093 15686/16442 17914/18790 20156/21139
Nm3
5.0
5.5
6.0
6.5
7.0
The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition. * The outlet temperature of the HT water is fixed to 80C, and 44C for LT water. At different inlet temperature the flow will change accordingly.
Example: if the inlet temperature is 25C then the LT flow will change to (46-36)/(44-25)*100 = 53% of the original flow. The HT flow will change to (80-36)/(80-25)*100 = 80% of the original flow.
178 23 08-0.0
485 600 100
198 28 28
4.25
MAN B&W Diesel A/S

5L28/32H 6L28/32H 7L28/32H 8L28/32H 9L28/32H
178 23 09-2.0
Cyl. no 5 5 6 6 7 7 8 8 9 9 (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm)
A (mm) 4279 4279 4759 4759 5499 5499 5979 5979 6199 6199
* B (mm) 2400 2400 2510 2510 2680 2680 2770 2770 2690 2690
* C (mm) 6679 6679 7269 7269 8179 8179 8749 8749 8889 8889
H (mm) 3184 3184 3184 3184 3374 3374 3374 3374 3534 3534
P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 2655 mm. (without gallery) and 2850 mm. (with gallery) * Depending on alternator ** Weight included a standard alternator, make A. van Kaick All dimensions and masses are approximate, and subject to changes without prior notice.
178 33 92-1.3
Fig. 4.18a: Power and outline of L28/32H
485 600 100
198 28 28
4.26
MAN B&W Diesel A/S

Max. continuous rating at 720/750 r/min 720/750 r/min ENGINE-DRIVEN PUMPS Fuel oil feed pump LT cooling water pump HT cooling water pump Lube oil main pump SEPARATE PUMPS Fuel oil feed pump*** LT cooling water pump* LT cooling water pump** HT cooling water pump Lube oil stand-by pump COOLING CAPACITIES LUBRICATING OIL Heat dissipation LT cooling water quantity* SW LT cooling water quantity** Lube oil temp. inlet cooler LT cooling water temp. inlet cooler CHARGE AIR Heat dissipation LT cooling water quantity LT cooling water inlet cooler JACKET COOLING Heat dissipation HT cooling water quantity HT cooling water temp. inlet cooler GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Generator kW kW 26 32 38 44 50 (See separate data from generator maker) Nm
3
Cyl. 60/50 Hz (5.5-7.5 bar) (1-2.5 bar) (1-2.5 bar) (3-5 bar) (4-10 bar) (1-2.5 bar) (1-2.5 bar) (1-2.5 bar) (3-5 bar) Engine kW Gen. kW m /h 3 m /h 3 m /h 3 m /h m /h 3 m /h 3 m /h 3 m /h 3 m /h
3 3
5 1050/1100 1000/1045 1.4 45 45 24 0.31 45 65 37 22
6 1260/1320 1200/1255 1.4 60 45 24 0.36 54 73 45 23
7 1470/1540 1400/1465 1.4 75 60 33 0.43 65 95 50 25
8 1680/1760 1600/1670 1.4 75 60 33 0.49 77 105 55 27
9 1890/1980 1800/1880 1.4 75 60 33 0.55 89 115 60 28
kW 3 m /h m /h C C kW 3 m /h C kW 3 m /h C kg/h C bar kg/h

3
105 7.8 28 67 36 393 37 36 264 37 77 9260 305 0.025 9036 0.7
127 9.4 28 67 36 467 45 36 320 45 77 11110 305 0.025 10872 0.8
149 11.0 40 67 36 541 55 36 375 50 77 12970 305 0.025 12672 0.9
172 12.7 40 67 36 614 65 36 432 55 77 14820 305 0.025 14472 1.0
194 14.4 40 67 36 687 75 36 489 60 77 16670 305 0.025 16308 1.1
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump capacities at 750 r/min are 4% higher than stated. If LT cooling is sea water, the LT inlet is 32 C instead of 36C.
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions. * Only valid for engines equipped with internal basic cooling water system no 1 and 2. ** Only valid for engines equipped with combined coolers, internal basic cooling water system no 3. *** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is multiplied by 1.45. 178 06 47-1.0
Fig. 4.18b: List of capacities for L28/32H
485 600 100
198 28 28
4.27
MAN B&W Diesel A/S

Bore: 320 mm 720 r/min Eng. kW 2880 3360 3840 4320 Power lay-out 60 Hz 750 r/min Gen. kW Eng. kW 2750 2880 3210 3360 3665 3840 4125 4320 Stroke: 400 mm 50 Hz Gen. kW 2750 3210 3665 4125
6L32/40 7L32/40 8L32/40 9L32/40
178 23 10-2.0
Cyl. no 6 6 7 7 8 8 9 9 (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm)
A (mm) 6340 6340 6870 6870 7400 7400 7930 7930
* B (mm) 3415 3415 3415 3415 3635 3635 3635 3635
* C (mm) 9755 9755 10285 10285 11035 11035 11565 11565
H (mm) 4510 4510 4510 4510 4780 4780 4780 4780
**Dry weight GenSet (t) 75.0 75.0 79.0 79.0 87.0 87.0 91.0 91.0
178 34 55-7.3
P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 2835 mm. (without gallery) and 3220 mm. (with gallery) * Depending on alternator ** Weight included an alternator, Type B16, Make Siemens All dimensions and masses are approximate, and subject to changes without prior notice.
Fig. 4.19a: Power and outline of 32/40
485 600 100
198 28 28
4.28
MAN B&W Diesel A/S L32/40 Holeby GenSet Data

480 kW/Cyl. - two stage air cooler Max. continuous rating at 750 r/min 50 Hz 720 r/min 60 Hz ENGINE-DRIVEN PUMPS LT cooling water pump HT cooling water pump oil main pump SEPARATE PUMPS Fuel oil feed pump Fuel oil booster pump Lube oil stand-by pump Prelubricating oil pump LT cooling water pump HT cooling water pump COOLING CAPACITIES LT charge air Lubricating oil Flow LT at 36 C HT charge air Jacket cooling Flow HT 80 C outlet engine GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Generator kW kW Nm3 2.50 kg/h C bar kg/h 22480 360 0.025 21956 kW kW m3/h kW kW m/h 303 394 36 801 367 36 (4 bar) (8 bar) (8 bar) (8 bar) (3 bar) (3 bar) m3/h m3/h m3/h m3/h m3/h m3/h 0.9 2.6 75 19 36 36 (3 bar) (3 bar) (8 bar) m3/h m3/h m3/h 36 36 75 Cyl. Engine kW Gen. kW 6 2880 2750
7 3360 3210
8 3840 3665
9 4320 4125
42 42 88
48 48 100
54 54 113
1.0 3.0 88 22 42 42
1.2 3.5 100 26 48 48
1.3 3.9 113 29 54 54
354 460 42 934 428 42
405 526 48 1067 489 48
455 591 54 1201 550 54
26227 360 0.025 25615
29974 360 0.025 29275
33720 360 0.025 32934
2.63
2.75
2.85
137 160 183 206 (See separate data from generator maker)
The stated heat balances are based on 100% load and tropical condition, the flows are based on ISO ambient condition.
178 34 56-9.2
178 23 11-4.0
485 600 100
198 28 28
4.29
MAN B&W Diesel A/S
5.01 Space requirements and overhaul heights

The figures shown in this chapter are intended as an aid at the project stage. The data is subject to change without notice, and binding data is to be given by the engine builder in the Installation Documentation mentioned in section 10. Please note that the newest version of most of the drawings of this section can be downloaded from our website on www.manbw.dk under Products, Marine Power, Two-stroke Engines where you then choose the engine type. Only a 2 x 2.0 tons double-jib crane can be used for the L60MC-C engine as this crane has been individually designed for the engine. The capacity of a normal engine room crane has to be minimum 4.0 tons. For the recommended area to be covered by the engine room crane and regarding crane for dismantling the turbochargers, see figs. 5.01.01d and 5.01.01c. The overhaul tools for the engine are designed to be used with a crane hook according to DIN 15400, June 1990, material class M and load capacity 1Am and dimensions of the single hook type according to DIN 15401, part 1.
Space Requirements for the Engine

The space requirements stated in Fig. 5.01.01 are valid for engines rated at nominal MCR (L1). Additional space needed for engines equipped with PTO is stated in section 4. If, during the project stage, the outer dimensions of the turbocharger seem to cause problems, it is possible, for the same number of cylinders, to use turbochargers with smaller dimensions by increasing the indicated number of turbochargers by one.
Overhaul of Engine
The overhaul heights stated from the centre of the crankshaft to the crane hook are for normal lifting proceduce comprising vertical lift of the relevant components of reduced height lifting proceduce, see note F in Fig. 5.01.01. A lower overhaul height is, however, available by using the MAN B&W Double-Jib Crane, built by Danish Crane Building A/S, shown in Figs. 5.01.02 and 5.01.03. Please note that the height given by using a double-jib crane is from the centre of the crankshaft to the lower edge of the deck beam, see note E in Fig. 5.01.01
430 100 034
198 28 29
5.01.01
MAN B&W Diesel A/S
178 23 31-7.0
Normal centreline distance for twin engine installation: 6250 mm. Please note that there must be a free space (100 x 80) at the outer part of the bedplate-frame box connection reqired for alignment of the engine on board by laser/piano wire, etc.
The dimensions given in the table are in mm and are for guidance only.
If dimensions cannot be fulfilled, please contact MAN B&W Diesel A/S or our local representative.
Fig. 5.01.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122)
430 100 034
198 28 30
5.01.02
MAN B&W Diesel A/S
Cyl. No. A
min. 6102 7122 8142 max. 6577 7597 8617 4590 4590 4330 B 4590 4590 4590 4330 4590 4590 4590 3347 3647 3925 C 3220 3626 3726 3174 3632 3732 3245 3671 3771 D E F G 6392 J K V 3352 3437 3537 8825 9700 9025 3400 6377 6377 6672 H 6332 6332 345 6347 6632 6632
9162 10182 Fore end: A minimum shows basic engine A maximum shows engine with built on tuning wheel 9637 10657 For PTO: See corresponding space requirement 4330 4590 4590 4230 4203 4037 4076 3562 4330 MAN B&W turbocharger 4590 ABB PTL turbocharger 4330 ABB VTR turbocharger 4590 MHI turbocharger 4330 MAN B&W turbocharger 4303 ABB PTL turbocharger 3524 ABB VTR turbocharger 4234 MHI turbocharger 3632 The dimension includes a cofferdam of 600 mm and must fulfil minimum height to tanktop according to classification rules The minimum distance from crankshaft centreline to lower edge of deck beam, when using MAN B&W Double-Jib Crane Vertical lift of piston, one cylinder cover stud removed Tilted lift of piston, one cylinder cover stud removed See top bracing arrangement, if top bracing fitted on camshaft side 6672 6632 6672 MAN B&W turbocharger ABB TPL turbocharger Dimensions according to turbocharger choice at nominal MCR 6347 ABB VTR turbocharger 6581 MHI turbocharger Space for tightening control of holding down bolts K must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn into the engine room Max. 15 when engine room has min. headroom above the turbocharger Dimensions according to turbocharger choice at nominal MCR The required space to the engine room casing includes top bracing
See text 0 15, 30, 45, 60, 75, 90
178 29 32-9.0
Fig. 5.01.01b: Space requirement for the engine, turbocharger on exhaust side (4 59 122)
430 100 034
198 28 30
5.01.03
MAN B&W Diesel A/S
MAN B&W turbocharger related figures: Type NA 48 57 W kg 1000 2000 HB mm 1700 1800 ABB turbocharger related figures: Type TPL 73 77 80 W kg 1000 1000 1500 HB mm 800 900 1000 ABB turbocharger related figures: Type VTR 454 564 714 W kg 1000 2000 3000 HB mm 1400 1700 2200 MHI turbocharger related figures: Type MET 53SD 66SD 71SD 53SE 66SE 71SE W kg 1500 3000 4000 HB mm 1500 1800 ~2000
70 3000 2300
85 2200 1200
178 32 20-8.0
For the overhaul of a turbocharger, a crane beam with trolleys is required at each end of the turbocharger. Two trolleys are to be available at the compressor end and one trolley is needed at the gas inlet end. The crane beam can be omitted if the main engine room crane also covers the turbocharger area. The crane beam is used for lifting the following components: - Exhaust gas inlet casing - Turbocharger inlet silencer - Compressor casing - Turbine rotor with bearings The sketch shows a turbocharger and a crane beam that can lift the components mentioned. The crane beam(s) is/are to be located in relation to the turbocharger(s) so that the components around the gas outlet casing can be removed in connection with overhaul of the turbocharger(s).
83SD 83SE 6000 2200
The table indicates the position of the crane beam(s) in the vertical level related to the centre of the turbocharger(s). The crane beam location in horizontal direction
*) Engines with the turbocharger(s) located on the exhaust side. The letter a indicates the distance between vertical centrelines of the engine and the turbocharger(s). end of engine. The letter a indicates the distance between vertical centrelines of the aft cylinder and the turbocharger. The figures a are stated on the Engine Outline drawing The crane beam can be bolted to brackets that are fastened to the ship structure or to columns that are located on the top platform of the engine. The lifting capacity of the crane beam is indicated in the table for the various turbocharger makes. The crane beam shall be dimensioned for lifting the weight W with a deflection of some 5 mm only.
*) Engines with the turbocharger located on the aft
Fig. 5.01.01c: Crane beam for overhaul of turbocharger
178 88 48-0.0
430 100 034
198 28 30
5.01.04
MAN B&W Diesel A/S
178 23 34-2.0
1)
The lifting tools for the engine are designe to fit together with a standard crane hook with a lifting capacity in accordance with the figure stated in the table. If a larger crane hook is used, it may not fit directly to the overhaul tools, and the use of an intermediate shackle or similar between the lifting tool an the crane hook will affect the requirements for the minimum lifting height in the engine room (dimension B). The hatched area shows the height where an MAN B&W Double Jib Crane has to be used.
2)
Weight in kg inclusive lifting tools
Crane capacity in tons
Crane operating width in mm
Normal crane Height to crane hook in mm Normal lifting procedure Reduced height lifting procedure invalving tilting af main companents (option)
MAN B&W Double Jib crane
Building-in height in mm
A Cylinder Cylinder Piston Normal MAN crane B&W Minimum with liner cover Double- distance piston with complete Jib cooling rod and with crane exhaust jacket stuffing box valve
B1/B2 Minimum height from centreline crankshaft to centreline crane hook
D C Additional height Minimum required for height from removal of centreline exhaust valve crankshaft to underside deck without removing of any exhaust beam valve stud 8825 575
3150
2375
1650
4.0
2 x 2.0
2650
9700
9025
The crane hook travelling area must cover at least the full length of the engine and a width in accordance with dimension A given on the drawing, see cross-hatched area. It is furthermore recommended that the engine room crane can be used for transport of heavy spare parts from the engine room hatch to the spare part stores and to the engine. See example on this drawing. Fig. 5.01.01d: Engine room crane
The crane hook should at least be able to reach down to a level corresponding to the centreline of the crankshaft. For overhaul of the turbocharger(s), trolley mounted chain hoists must be installed on a separate crane beam or, alternatively, in combination with the engine room crane structure, see Fig. 5.01.01c with information about the required lifting capacity for overhaul of turbocharger(s).
178 23 35-4.0
430 100 034
198 28 30
5.01.05
MAN B&W Diesel A/S
Deck beam
MAN B&W Double Jib Crane
The double-jib crane can be delivered by: Danish Crane Building A/S P.O. Box 54 sterlandsvej 2 DK-9240 Nibe, Denmark Telephone: + 45 98 35 31 33 Telefax: + 45 98 35 30 33 E-mail: [email protected]
Centreline crankshaft
178 06 25-5.3
Fig. 5.01.02: Overhaul with double-jib crane
488 701 050
198 28 32
5.01.06
MAN B&W Diesel A/S
178 23 36-6.0
Fig. 5.01.03: MAN B&W Double-Jib Crane 2 x 1.6 t, option: 4 88 701
488 701 010
198 28 33
5.01.07
MAN B&W Diesel A/S
5.02 Engine Outline, Galleries and Pipe Connections

Engine Outline
The total length of the engine at the crankshaft level may vary depending on the equipment to be fitted on the fore end of the engine, such as adjustable counterweights, tuning wheel, moment compensators PTO, which are shown as alternatives in Figs. 5.02.01 and 5.02.02.
Engine Masses and Centre of Gravity

The partial and total engine masses appear from Chapter 9, Dispatch Pattern, to which the masses of water and oil in the engine, Fig. 5.02.04 are to be added. The centre of gravity is shown in Fig. 5.02.03, including the water and oil in the engine, but without moment compensators or PTO.
Gallery Outline
Figs. 5.02.05 and 5.02.06 show the gallery outline for engines rated at nominal MCR (L1).
Engine Pipe Connections

The position of the external pipe connections on the engine are stated in Figs. 5.02.07 , and the corresponding lists of counterflanges for pipes and turbocharger in Figs. 5.02.08 and 5.02.09, respectively. The flange connection on the turbocharger gas outlet is rectangular, but a transition piece to a circular form can be supplied as an option: 4 60 601.
430 100 061
198 28 34
5.02.01
MAN B&W Diesel A/S
178 22 77-8.0
Fig. 5.02.01a: Engine outline with one turbocharger located on the exhaust side, 5-8L60MC-C
483 100 084
198 28 35
5.02.02
MAN B&W Diesel A/S
MAN B&W
Turbocharger type NA57/TO9 5-6 cyl. 5-6 cyl. NA70/TO9 7-8 cyl. VTR564 5-6 cyl. VTR564E/D
a 2886 3250 2890 2890 3300 3390 2881 2894 3250
b 6377 6672 6347 6347 6632 6632 6332 6392 6581
c1 1850 1910 2930 1775 1772 1868 2888 1863 2883 1860 1912 2140 3160
d 3740 4320 3720 3720 4176 4176 3824 3733 4145
Cyl. No. 5 6 7 8
g 4080 5100 6120 7140
5-6 cyl.
5-6 cyl. 7-8 cyl. 5-6 cyl. 7-8 cyl. 5-6 cyl. 5-6 cyl. 5-6 cyl. 7-8 cyl.
ABB
VTR714 VTR714E/D TPL80B MET66SE/SD
MHI
MET83SE/SD
Please note: The dimensions are in mm and subject to revision without notice For platform dimensions see Gallery outline
178 22 79-1.0
Fig. 5.02.01b: Engine outline with one turbocharger located on the exhaust side, 5-8L60MC-C
483 100 084
198 28 35
5.02.03
MAN B&W Diesel A/S
178 22 80-1.0
Fig. 5.02.02a: Engine outline with two turbochargers, 6-8L60MC-C
483 100 084
198 28 35
5.02.04
MAN B&W Diesel A/S
Turbocharger MAN B&W NA48/S NA57/TO9 VTR454 VTR454 (D/E) ABB VTR564 VTR564 (D/E) MET53SD/SE MHI MET66SD/SE
type 6 cyl. 7-8 cyl 6 cyl. 7-8 cy 6 cyl. 7-8 cyl 6 cyl. 7-8 cy 6 cyl. 7-8 cyl 6 cyl. 7-8 cy
a 2860 2886 2780 2780 2890 2890 2780 2894
b 6277 6377 6177 6177 6347 6347 6212 6392
c1 1822 1850 1647 1670 1775 1772 1863 1912
c2 4882 5902 4910 5930 4734 5754 4730 5750 4835 5855 4832 5852
d 3383 3536 3383 3383 3536 3536 3383 3536
Cyl. No. 6 7 8
g 5100 6120 7140
6 cyl.
7-8 cyl 6 cyl. 7-8 cy
4923
5943 4972 5992
Please note: The dimensions are in mm and subject to revision without notice For platform dimensions see Gallery outline Fig. 5.02.06b: Engine outline with two turbochargers, 6-8L60MC-C
178 22 81-3.0
483 100 084
198 28 35
5.02.05
MAN B&W Diesel A/S
Centre of gravity
The masses are stated on Dispatch Pattern pages 9.08 No. of cylinders Distance X mm Distance Y mm Distance Z mm 4 2040 2750 90 5 2530 2820 90 6 3080 2820 110 7 3610 2800 110 8 4300 2860 115
All dimensions are approximate
Centre of cylinder 1
Centre of Crankshaft
178 35 48-1.0
178 45 17-5.0
Fig. 5.02.03: Centre of gravity, turbocharger located on exhaust side of engine
430 100 046
198 28 36
5.02.06
MAN B&W Diesel A/S
Mass of water and oil in engine in service Mass of water No. of cylinders Freshwater kg 4 5 6 7 8 660 810 1020 1180 1350 Seawater kg 320 400 400 500 500 Total kg 980 1210 1420 1680 1850 Engine system kg 500 570 760 860 950 Mass of oil in Oil pan * kg 430 620 870 780 980 Total kg 930 1190 1630 1640 1930
The stated values are only valid for horizontal engine
178 45 18-7.0
Fig. 5.02.04: Water and oil in engine
430 100 059
198 28 37
5.02.07
MAN B&W Diesel A/S
178 22 82-5.0
Fig. 5.02.05a: Gallery outline with one turbocharger located on the exhaust side, 5-8L60MC-C
483 100 080
198 28 38
5.02.08
MAN B&W Diesel A/S
MAN B&W
Turbocharger type NA57/TO9 NA70/TO9 VTR564 VTR564E/D 5-6 cyl. 7-8 cyl. 5-6 cyl. 5-6 cyl. 5-6 cyl. 7-8 cyl. 5-6 cyl. 7-8 cyl. 5-6 cyl. 5-6 cyl. 5-6 cyl. 7-8 cyl.
a 2886 3250 2890 2890 3300 3390 2881 2894 3250
b 6377 6672 6347 6347 6632 6632 6332 6392 6581
ABB
VTR714 VTR714E/D TPL80B MET66SE/SD
MHI
MET83SE/SD
c1 1850 1910 2930 1775 1772 1868 2888 1863 2883 1860 1912 2140 3160
d 4500 5050 4500 4500 5050 5050 4500 4500 5050
i 3914 3914 4412 3914 3914 3914 4412 3914 4412 3914 3914 3914 4412
e 4286 4784 4286 4286 4784 4286 4784 4286 4286 4286 4286 4286 4784
Cyl. No. 5 6 7 8
g 4080 5100 6120 7140
Please note: The dimensions are in mm and subject to revision without notice For platform dimensions see Gallery outline
178 22 83-7.0
Fig. 5.02.05b: Gallery outline with one turbocharger located on the exhaust side, 5-8L60MC-C
483 100 080
198 28 38
5.02.09
MAN B&W Diesel A/S
178 22 84-9.0
Fig. 5.02.05c: Gallery outline with one turbocharger located on the exhaust side 5-8L60MC-C
483 100 080
198 28 38
5.02.10
MAN B&W Diesel A/S
178 22 85-0.0
Fig. 5.02.06a: Gallery outline with two turbochargers, 6-8L60MC-C
483 100 080
198 28 38
5.02.11
MAN B&W Diesel A/S
Turbocharger MAN B&W NA48/S NA57/TO9 VTR454 VTR454 (D/E) ABB VTR564 VTR564 (D/E) MET53SD/SE MHI MET66SD/SE
type 6 cyl. 7-8 cyl 6 cyl. 7-8 cy 6 cyl. 7-8 cyl 6 cyl. 7-8 cy 6 cyl. 7-8 cyl 6 cyl. 7-8 cy
a 2860 2886 2780 2780 2890 2890 2780 2894
b 6277 6377 6177 6177 6347 6347 6212 6392
c1 1822 1850 1647 1670 1775 1772 1863 1912
c2 4882 5902 4882 5902 4882 5902 4882 5902 4882 5902 4882 5902
d 4300 4500 4300 4300 4500 4500 4300 4500
i 7400 8420 7400 8420 7400 8420 7400 8420 7400 8420 7400 8420
e 9050 10070 9050 10070 9050 10070 9050 10070 9050 10070 9050 10070
f 4005 4158 4005 4005 4158 4158
Cyl. No. 6 7 8
g 5100 6120 7140
6 cyl.
7-8 cyl 6 cyl. 7-8 cy
4882
5902 4882 5902
7400 9050
4005 8420 10070 7400 9050 4158 8420 10070
Please note: The dimensions are in mm and subject to revision without notice For platform dimensions see Gallery outline Fig. 5.02.06b: Gallery outline with two turbochargers, 6-8L60MC-C
178 22 86-2.0
483 100 080
198 28 38
5.02.12
MAN B&W Diesel A/S
178 22 87-4.0
Fig. 5.02.06c: Gallery outline with two turbochargers, 6-8L60MC-C
483 100 080
198 28 38
5.02.13
MAN B&W Diesel A/S
Cyl. no 5 6 7 8
p 1020 1020 1020 1020
q 4080 4080
r 4080 4080 6120 7140
c NA57/T09 MAN B&W NA70/T09 VTR564 VTR564E/D VTR714 ABB VTR714E/D TPL80-B MET66SE/SD MHI MET83SE/SD 5-6 cyl. 5-6 cyl. 7-8 cyl. 5-6 cyl. 5-6 cyl. 5-6 cyl. 7-8 cyl. 5-6 cyl. 7-8 cyl. 5-6 cyl. 5-6 cyl. 5-6 cyl. 7-8 cyl. 1850 1910 2930 1775 1772 1868 2888 1863 2883 1860 1912 2140 3160
f 2365 2365 4381 2365 2365 2365 4381 2365 4381 2365 4381 2365 2365 4381
j 1732 1732 3748 1732 1732 1732 3748 1732 3748 1732 3748 1732 1732 3748
k 1790 1790 3308 1790 1790 1790 3308 1790 3308 1790 3308 1790 1790 3308
l 2839 2839 3859 2839 2839 2839 3859 2839 3859 2839 3859 2839 2839 3859
n 662 612
s1 304 1267
v 1585 1585 3103 1585 1585 1585 3103 1585 3103
y 300 300
z 235 410 360 360
372 650 1435 1610 2630 1585 1585 3103
300 1320
450
Fig. 5.02.07a: Engine pipe connections, one turbocharger located on exhaust side of engine
178 22 88-6.0
483 100 082
198 28 39
5.02.14
MAN B&W Diesel A/S
a NA57/T09 MAN B&W NA70/T09 VTR564 VTR564E/D VTR714 ABB VTR714E/D TPL80-B 5-6 cyl. 7-8 cyl.
n1
h1
x1
x2
5-6 cyl. 2886 6377 7164 3098 6951 4880 2076 3667 2100 2030 4990 3700 5270 3676 3250 6672 7580 3493 7272 4860 2160 4092 2100 2030 4930 4070 5270 4053 4990 3700 4990 3700 4990 3700 5270 3700
5-6 cyl. 2890 6347 6961 3055 5-6 cyl. 2890 6347 6961 3055 5-6 cyl. 7-8 cyl. 5-6 cyl. 7-8 cyl. 5-6 cyl. 7-8 cyl. 5-6 cyl. 7-8 cyl. 3300 6632 7405 3509 3300 6632 7405 3509 2881 6632 7099 3086 4880
3700 3330 4990 3700 5030 3700
MET66SE/SD 5-6 cyl. 2894 6392 7078 3078 MHI MET83SE/SD 3050 6581 7450 3283 6954 7309
5340 2352 4000 3750 2030 4930 3630 3065
The letters refer to List of flanges Some of the pipes can be connected fore or aft as shown and the engine builder has to be informed which end to be used For engine dimensions see Engine outline and Gallery outline Fig. 5.02.07b: Engine pipe connections, one turbocharger located on exhaust side of engine
178 22 88-6.0
483 100 082
198 28 39
5.02.15
MAN B&W Diesel A/S
Fig. 5.02.07c: Engine pipe connections, one turbocharger located on exhaust side of engine
178 22 88-6.0
483 100 082
198 28 39
5.02.16
MAN B&W Diesel A/S
Reference A B C D
Cyl. No. 4-8 4-8 4-8 NA 40
Flange Dia. PCD Thickn. Flange for pipe 139,7 x 6,3 Coupling for 20 mm pipe Coupling for 16 mm pipe See fig. 5.02.10 165 140 210 125 140 180 150 220 250 220 250 250 285 285 340 285 340 285 340 340 395 185 150 165 165 285 140 150 165 165 185 125 114 170 130 145 145 110 180 210 180 210 210 240 210 240 240 295 240 295 295 350 145 110 125 125 240 100 110 125 125 145 20 16 16 14 14 14 16 20 22 20 22 22 24 22 24 24 24 24 24 24 28 18 18 20 20 24 18 18 20 20 18
Bolts Dia. No. Starting air inlet Control air inlet Safety air inlet Exhaust gas outlet M16 M12 M16 M12 M16 M16 M16 M16 M16 M16 M16 M16 M20 M20 M20 M20 M20 M20 M20 M20 M20 M16 M16 M16 M16 M20 M16 M16 M16 M16 M16 4 6 4 4 4 4 4 8 8 8 8 8 8 8 8 8 8 8 8 12 12 4 4 4 4 8 4 4 4 4 4 Fuel oil outlet
Description
E1
NA 48, 57 NA 70 MET 53
Venting of lube. oil discharge pipe for MHI TC
E2 F K L M N P N P S RU X
MET 66 MET 83 4-8 4-5 6-8 4-5 6-8 4-8 4-5 6-8 4-5 6-8 4-6 7-8 4-6 7-8 4-8 4-5 6-8 4-8 1xMET53 1xMET66/83 2xMET53 2xMET66
Venting of lube. oil discharge pipe for MHI TC
Jacket cooling water inlet Jacket cooling water outlet Cooling water de-aeration Cooling water inlet to air cooler, central cooling Cooling water outlet from air cooler, central cooling Cooling water inlet to air cooler, sea water Cooling water inlet to air cooler, sea water System oil outlet to bottom tank Lubricating and cooling oil inlet (system oil) Fuel oil inlet
Coupling for 30 mm pipe
See special drawing of oil outlet
AA
1xNA48 1xNA57 1xNA70 2xNA48 2xNA57
Lubricating oil inlet to MAN B&W and MHI TC
178 45 24-6.1
Fig. 5.02.08a: List of counterflanges, option: 4 30 202
430 200 152
198 28 40
5.02.17
MAN B&W Diesel A/S
Reference
Cyl. No. 1xMET53/66 1xMET83 2xMET53 2xMET66 1xNA48/57 1xNA70 2xNA48 2xNA57
Flange Dia. 220 220 220 285 185 220 220 285 115 140 140 140 140 150 165 150 165 PCD 180 210 210 240 145 180 180 240 85 100 100 100 100 110 125 110 125 Thickn. 22 22 22 24 18 22 22 24 14 16 16 16 16 18 20 18 20
Bolts Dia. M16 M16 M16 M20 M16 M16 M16 M20 M12 M16 M16 M16 M16 M16 M16 M16 M16 No. 8 8 8 8 4 8 8 8
Description
AB
Lubricating oil outlet from MAN B&W and MHI, TC
AC AD AE AF AG AH AK AL AL AM AM AN AP AR AS AT AV BD BX BF BV
4-8 4-8 4-8 4-8 4-8 4-8 4-8 1 x A. C. 2 x A.C. 1 x A.C. 2 x A.C. 4-8 4-8 4-8 4-8 4-8 4-8 4-8 4-8 4-8 4-8
Coupling for 25 mm pipe 4 4 4 4 4 4 4 4 3
Lubricating oil inlet to cylinder lubricators Fuel oil from umbrella sealing Drain from bedplate/cleaning turbocharger Fuel oil to draintank Drain oil from piston rod stuffing boxes Fresh cooling water drain Inlet cleaning air cooler Outlet air cooler/water mist catcher Outlet air cooler/water mist catcher Outlet air cooler to chemical cleaning tank Outlet air cooler to chemical cleaning tank Water inlet for cleaning of turbocharger Air inlet for dry cleaning of turbocharger M16 4 Oil vapour discharge Cooling water drain air cooler Extinguishing of fire in scavenge air box M16 4 Drain from scavenge air box to closed drain tank Fresh water outlet for heating fuel oil drain pipes Steam inlet for heating fuel oil pipes Steam outlet for heating fuel oil pipes Steam inlet for cleaning drain of scavenge air box
Coupling for 30 mm pipe
Coupling for 30 mm pipe Coupling for 30 mm pipe 165 125 18 Coupling for 30 mm pipe Coupling for 30 mm pipe 185 145 18 Coupling for 16 mm pipe Coupling for 16 mm pipe Coupling for 16 mm pipe Coupling for 16 mm pipe
A.C.= Air cooler

178 45 24-6.1
Fig. 5.02.08b: List of counterflanges, option: 4 30 202
430 200 152
198 28 40
5.02.18
MAN B&W Diesel A/S
178 45 25-8.0
Thickness of flanges: 25 mm (for VTR454 thickness = 20 mm) Fig. 5.02.09: List of counterflanges, turbocharger exhaust outlet (yards supply)
430 200 152
198 28 40
5.02.19
MAN B&W Diesel A/S
5.03 Engine Seating and Holding Down Bolts

Engine Seating and Arrangement of Holding Down Bolts
The dimensions of the seating stated in Figs. 5.03.01 and 5.03.02 are for guidance only. The engine is basically mounted on epoxy chocks 4 82 102 in which case the underside of the bed-plates lower flanges has no taper. The epoxy types approved by MAN B&W Diesel A/S are: Chockfast Orange PR 610 TCF from ITW Philadelphia Resins Corporation, USA, and Epocast 36 from H.A. Springer Kiel, Germany The engine may alternatively, be mounted on cast iron chocks (solid chocks 4 82 101), in which case the underside of the bedplates lower flanges is with taper 1:100.
482 100 000
198 28 41
5.03.01
MAN B&W Diesel A/S
178 23 50-8.0
For details of chocks and bolts see special drawings. For 1) securing of supporting chocks see special drawing. This drawing may, subject to the written consent of the actual engine builder concerned, be used as a basis for marking-off and drilling the holes for holding down bolts in the top plates, provided that:
The engine builder drills the holes for holding down bolts in the bedplate while observing the toleranced locations indicated on MAN B&W Diesel A/S drawings for machining the bedplate 2) The shipyard drills the holes for holding down bolts in the top plates while observing the toleranced locations given on the present drawing 3) The holding down bolts are made in accordance with MAN B&W Diesel A/S drawings of these bolts
Fig. 5.03.01: Arrangement of epoxy chocks and holding down bolts
482 600 015
198 28 42
5.03.02
MAN B&W Diesel A/S
178 23 52-1.0
Holding down bolts, option: 4 82 602 include: 1 2 3 4 5 6 Fig.5.03.02a: Profile of engine seating with vertical lubricating oil outlet Protecting cap Spherical nut Spherical washer Distance pipe Round nut Holding down bolt
482 600 010
198 28 44
5.03.03
MAN B&W Diesel A/S
Side chock liners, option: 4 82 620 includes: 2 3 4 5 Liner for side chock Lock plate Washer Hexagon socket set screw
Side chock brackets, option: 4 82 622 includes: 1 Side chock brackets
Fig.5.03.02b: Profile of engine seating, side chocks
End chock bolts, option: 4 82 610 includes: Stud for end chock bolt 1 Round nut 2 Round nut 3 Spherical washer 4 Spherical washer 5 Protecting cap 6 End chock liners, option: 4 82 612 includes: 7 Liner for end chocks End chock brackets, option: 4 82 614 includes: 8 End chock brackets
178 23 53-3.0
Fig.5.03.02c: Profile of engine seating, end chocks
482 600 010
198 28 44
5.03.04
MAN B&W Diesel A/S
5.04 Engine top Bracings

The so-called guide force moments are caused by the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. When the piston of a cylinder is not exactly in its top or bottom position, the gas force from the combustion, transferred through the connecting rod will have a component acting on the crosshead and the crankshaft perpendicularly to the axis of the cylinder. Its resultant is acting on the guide shoe (or piston skirt in the case of a trunk engine), and together they form a guide force moment. The moments may excite engine vibrations moving the engine top athwartships and causing a rocking (excited by H-moment) or twisting (excited by X-moment) movement of the engine. For engines with fewer than seven cylinders, this guide force moment tends to rock the engine in transverse direction, and for engines with seven cylinders or more, it tends to twist the engine. Both forms are shown in the chapter dealing with vibrations. The guide force moments are harmless to the engine, however, they may cause annoying vibrations in the superstructure and/or engine room, if proper countermeasures are not taken. As this system is difficult to calculate with adequate accuracy, MAN B&W Diesel recommend that top bracing is installed between the engines upper platform brackets and the casing side. The top bracing is designed as a stiff connection which allows adjustment in accordance with the loading conditions of the ship. Without top bracing, the natural frequency of the vibrating system comprising engine, ships bottom, and ships side, is often so low that resonance with the excitation source (the guide force moment) can occur close the the normal speed range, resulting in the risk of vibration. With top bracing, such a resonance will occur above the normal speed range, as the top bracing increases the natural frequency of the abovementioned vibrating system. The top bracing is normally placed on the exhaust side of the engine (4 83 110), but it can alternatively be placed on the camshaft side, option: 4 83 111, see Figs. 5.16 and 5.18. The top bracing is to be made by the shipyard in accordance with MAN B&W instructions.
Mechanical top bracing The forces and deflections for calculating the transverse top bracings connection to the hull structure are: Force per bracing. . . . . . . . . . . . . . . . . . . . 93 kN Minimum horizontal rigidity at the link's points of attachment to the hull . . . . . . . 140 MN/m Tightening torque at hull side. . . . . . . . . . . 170 Nm Tightening torque at engine side . . . . . . . . 800 Nm
Hydraulic top bracing They hydraulic trop bracings are available in following design: with pump station, option 4 83 122 See Figs. 5.04.06, and 5.04.07 The hydraulically adjustable top bracing is an alternative to our standard top bracing and is intended for application in vessels where hull deflection is foreseen to exceed the usual level. Similar to our standard mechanical top bracing, this hydraulically adjustable top bracing is intended for one side mounting, either the exhaust side (alternative 1), or the camshaft side (alternative 2). Force per brazing . . . . . . . . . . . . . . . . . . . . 81 kN Maximum horizontal deflection at the links points of attachment to the hull for four cylinders . . . . . . . . . . . . . . . . . . . 0.33 mm for two cylinders . . . . . . . . . . . . . . . . . . . . 0.23 mm It should be noted that only two hydraulic cylinders are to be installed for engines with 4 to 7 cylinders and four hydraulic cylinders are to be installed for engines with 8 cylinders.
483 110 061
198 28 45
5.04.01
MAN B&W Diesel A/S
178 23 54-5.0
Top bracing should only be installed on one side, either the exhaust side or the maneuvering side. If top bracing has to be installed on maneuvering side, please contact MAN B&W Diesel Horizontal vibrations on top of engine are caused by the guide force moments. For 4-7 cylinders engines the H-moment is the major excitation source and for larger cylinder numbers an X-moment is the major excitation source. For engines with vibrations excited by an X-moment, bracing at the center of the engine are only minor importance. If the minimum built-in length can not be fulfilled, please contact MAN B&W Diesel A/S or our local representative. The complete arrangement to be delivered by the shipyard.
Turbocharger NA48/S NA57/T09 NA70/T09 VTR454E/D VTR564E/D VTR714E/D MET53SE/SD MET66SE/SD MET83SE/SD TPL77B TPL80B TPL85B
Q 3580 3780 4370 3580 3780 4370 3580 3780 4370 3580 3780 4370
R 4330 4590 4330 4590 4330 4590 4590 4590 4590 4590 4590 4590
Fig. 5.04.01a: Mechanical top bracing arrangement, turbocharger located on exhaust side of engine
483 110 007
198 28 46
5.04.02
MAN B&W Diesel A/S
178 23 55-7.0
Top bracing should only be installed on one side, either the exhaust side or the maneuvering side. If top bracing has to be installed on maneuvering side, please contact MAN B&W Diesel Horizontal vibrations on top of engine are caused by the guide force moments. For 4-7 cylinders engines the H-moment is the major excitation source and for larger cylinder numbers an X-moment is the major excitation source. For engines with vibrations excited by an X-moment, bracing at the centre of the engine are only minor importance. Top bracing is normally placed on exhaust side, but can optionally be placed on maneuvering side.
If the minimum built-in length can not be fulfilled, please contact MAN B&W Diesel A/S or our local representative. The complete arrangement to be delivered by the shipyard.
Horizontal distance between top bracing fix point and centreline Cyl .1
a= 510 e= 4590 b= 1530 f = 5610 c= 2550 g= 6630 d= 3570 h= 7650
Fig. 5.04.01b: Mechanical top bracing arrangement, turbocharger located aft,option: 4 59 124
483 110 007
198 28 46
5.04.03
MAN B&W Diesel A/S
178 09 63-3.2
Fig. 5.04.02: Mechanical top bracing outline, option: 4 83 112
483 110 007
198 28 46
5.04.04
MAN B&W Diesel A/S
178 23 56-9.0
The hydraulic cylinders are located as shown below: Top bracing should only be installed on one side, either the exhaust side (alternative 1), or the camshaft side (alternative 2). No of cylinder 4 5 6 7 8 a 510 510 510 510 510 b 3570 4590 5610 6630 7650
Turbocharger NA48 NA57 NA70 VTR454 VTR564 VTR714 MET53SE/SD MET66SE/SD MET83SE/SD TPL80B
R 4775 4975 5525 4775 4975 5525 4775 4975 5525 4975
Fig. 5.04.05: Hydraulic top bracing arrangement, turbocharger located on exhaust side of engine
483 110 008
198 28 47
5.04.05
MAN B&W Diesel A/S
With hydraulic cylinders and pump station
Hydraulic cylinders Accumulator unit
Pump station including: two pumps oil tank filter relief valve and control box
Pipe: Electric wiring:
The hydraulically adjustable top bracing system consists basically of two or four hydraulic cylinders, two accumulator units and one pump station
178 16 68-0.0
Fig. 5.04.06a: Hydraulic top bracing layout of system with pump station, option: 4 83 122
Valve block with solenoid valve and relief valve
Hull side
Engine side
Inlet
Outlet
The hydraulic cylinder will provide a constant force between engine and hull, and will as such, act as a detuner of the double bottom/main engine system. The valve block prevents excessive forces from being transferred through the cylinder, and the two spherical bearings absorb the relative vertical and longitudinal movements between engine and hull.
178 16 47-6.0
Fig. 5.04.06b: Hydraulic cylinder for option: 4 83 122
483 110 008
198 28 47
5.04.06
MAN B&W Diesel A/S
5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control and Earthing Device
MAN B&W Controllable Pitch Propeller
The standard propeller programme,fig. 5.05.01 and 5.05.02 shows the VBS type features, propeller blade pitch setting by a hydraulic servo piston integrated in the propeller hub. The figures stated after VBS indicate the propeller hub diameter, i.e. VBS1940 indicates the propeller hub diameter to be 1940 mm. Standard blade/hub materials are Ni-Al-bronze. Stainless steel is available as an option. The propellers are based on no ice class but are available up to the highest ice classes.
9000 8000 7000 6000 5000 4000 3000 2000 1000 0 0 2 6 10 14 18 22 26 30 Engine Power [1000 kW]
178 22 23-9.0
VBS1 940 VBS18 00 VBS1 680 VBS15 VBS1 60 4 VBS1 60 380 VBS1 2 VBS1 80 180 VBS 10 VBS 80 980 VB S86 0 VB S74 0
Fig. 5.05.01: Controllable pitch propeller diameter (mm)
420 600 000
198 28 48
5.05.01
MAN B&W Diesel A/S
178 22 24-0.0
Cyl. 4 5 6 7 8
kW 8,920 11,150 13,380 15,610 17,840
Propeller speed (r/min) 123 123 123 123 123
D (mm) 5,400 5,700 5,950 6,200 6,450
Hub VBS (mm) 1,380 1,460 1,560 1,680 1,800
Q (mm) 1,050 1,110 1,190 1,278 1,360
R (mm) 1,095 1,155 1,225 1,338 1,400
Wmin (mm) 2,700 2,800 3,000 3,200 3,250
Propeller mass* (ton) 29.8 38.8 44.8 53.0 59.5
*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
178 22 73-0.0
Fig. 5.05.02: MAN B&W controllable pitch propeller
420 600 000
198 28 48
5.05.02
MAN B&W Diesel A/S
Data Sheet for Propeller
Identification: Type of vessel:
178 22 36-0.0
For propeller design purposes please provide us with the following information: 1. S: W: I: mm mm mm (as shown above)
7. 8.
Maximum rated power of shaft generator: kW Optimisation condition for the propeller : To obtain the highest propeller efficiency please identify the most common service condition for the vessel. Ship speed: kn Engine service load: Service/sea margin: Shaft generator service load: Draft: m
2. 3. 4.
Stern tube and shafting arrangement layout Propeller aperture drawing Complete set of reports from model tank (resistance test, self-propulsion test and wake measurement). In case model test is not available the next page should be filled in. Drawing of lines plan Classification Society: Ice class notation:
% % kW
5. 6.
9.
Comments:
Fig. 5.05.03a: Data sheet for propeller design purposes
420 600 000
198 28 48
5.05.03
MAN B&W Diesel A/S

Main Dimensions Symbol LPP LWL B TF TA o CB CM CWL S LCB H AB
Length between perpendiculars Length of load water line Breadth Draft at forward perpendicular Draft at aft perpendicular Displacement Block coefficient (LPP) Midship coefficient Waterplane area coefficient Wetted surface with appendages Centre of buoyancy forward of LPP/2 Propeller centre height above baseline Bulb section area at forward perpendicular
Unit m m m m m m3 m2 m m m2
Ballast
Loaded
178 22 97-0.0
Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller Clearance To reduce emitted pressure impulses and vibrations from the propeller to the hull, MAN B&W recommend a minimum tip clearance as shown in fig. 5.05.04. For ships with slender aft body and favourable inflow conditions the lower values can be used whereas full after body and large variations in wake field causes the upper values to be used. In twin-screw ships the blade tip may protrude below the base line. Hub
VBS 1380 VBS 1460 VBS 1560 VBS 1680 VBS 1800 Dismantling of cap X mm 420 450 480 570 620
178 22 74-2.0
D
X
Baseline
High skew propeller Y mm
Non-skew propeller Y mm
Baseline clearance Z mm
178 22 37-2.0
15-20% of D 20-25% of D Min.50-100
Fig. 5.05.04: Propeller clearance
420 600 000
198 28 48
5.05.04
MAN B&W Diesel A/S
Stern tube oil tank
Oil tank forward seal
Hydra pack
Pitch order
PD PAL
TI
TAH PSL
PAL PAH PI
LAL
PSL
Servo piston Lip ring seals Hydraulic pipe
Pitch feed-back
Propeller shaft Zinc anode Monoblock hub Stern tube Oil distribution ring Drain tank
178 22 38-4.0
Fig. 5.05.05: Servo oil system for VBS propeller equipment
Servo Oil System The principle design of the servo oil system for VBS is shown in Fig. 5.05.05. The VBS system consists of a servo oil tank unit Hydra Pack, and a coupling flange with electrical pitch feedback box and oil distributor ring. The electrical pitch feedback box measures continuously the position of the pitch feedback ring and compares this signal with the pitch order signal. If deviation occurs, a proportional valve is actuated. Hereby high pressure oil is fed to one or the other side of the servo piston, via the oil distributor ring, until the desired propeller pitch has been reached. The pitch setting is normally remote controlled, but local emergency control is possible.
420 600 000
198 28 48
5.05.05
MAN B&W Diesel A/S
178 22 39-6.0
Fig. 5.05.06: Hydra Pack - Servo oil tank unit
Hydra Pack The servo oil tank unit Hydra Pack (Fig. 5.05.06), consists of an oil tank with all other components top mounted, to facilitate installation at yard. Two electrically driven pumps draw oil from the oil tank through a suction filter and deliver high pressure oil to the proportional valve. One of two pumps are in service during normal operation, while the second will start up at powerful manoeuvring. A servo oil pressure adjusting valve ensures minimum servo oil pressure at any time hereby minimizing the electrical power consumption.
Maximum system pressure is set on the safety valve. The return oil is led back to the tank via a thermostatic valve, cooler and paper filter. The servo oil unit is equipped with alarms according to the Classification Society as well as necessary pressure and temperature indication. If the servo oil unit cannot be located with maximum oil level below the oil distribution ring the system must incorporate an extra, small drain tank complete with pump, located at a suitable level, below the oil distributor ring drain lines.
420 600 000
198 28 48
5.05.06
MAN B&W Diesel A/S

Main Control Station (Center)
RPM Pitch RPM
Bridge Wing
RPM Pitch
Bridge Wing
Pitch
Operator Panel (*)
ES
Operator Panel
BU
ES
ES: Emergency Stop BU: Back-Up Control
Operator Panel (*)
ES
Duplicated Network Handles Interface
Bridge
Ships Alarm System

System failure alarm, Load reduction, Load red. Cancel alarm
RPM
Pitch
Operator Panel
Engine Control Room Engine Room

Start/Stop/Slow turning, Start blocking, Remote/Local Governor limiter cancel Speed Set Fuel Index
I I
Shaft Generator / PMS
Charge Air Press. Engine overload (max. load)
Local engine control

(in Governor)
Propulsion Control System

Pitch Set
Remote/Local
Auxiliary Control Equipment
STOP
START
STOP Propeller Pitch Closed Loop Control Box
STOP
Back-up selected Engine speed Shut down, Shut down reset/cancel
Coordinated Control System
PI
Terminals for engine monitoring sensors
PI
Ahead/ Astern
Pitch
I
PI
Engine safety system
Terminals for propeller monitoring sensors
I
Pitch
178 22 40-6.0
Fig. 5.05.07: Remote control system - Alphatronic 2000
Remote Control System The remote control system is designed for control of a propulsion plant consisting of the following types of plant units: Diesel engine Tunnel gear with PTO/PTI, or PTO gear Controllable pitch propeller As shown on fig. 5.05.07, the propulsion remote control system comprises a computer controlled system with interconnections between control stations via a redundant bus and a hard wired back-up control system for direct pitch control at constant shaft speed. The computer controlled system contains functions for:
Machinery control of engine start/stop, engine load limits and possible gear clutches. Thrust control with optimization of propeller pitch and shaft speed. Selection of combinator, constant speed or separate thrust mode is possible. The rates of changes are controlled to ensure smooth manoeuvres and avoidance of propeller cavitation. A Load control function protects the engine against overload. The load control function contains a scavenge air smoke limiter, a load programme for avoidance of high thermal stresses in the engine, an automatic load reduction and an engineer controlled limitation of maximum load. Functions for transfer of responsibility between the local control stand, engine control room and control locations on the bridge are incorporated in the system.
420 600 000
198 28 48
5.05.07
MAN B&W Diesel A/S
288
144
PROPELLER RPM
PROPELLER PITCH
288
BACK UP CONTROL ON/OFF
IN CONTROL
TAKE
CONTROL
178 22 41-8.0
Fig. 5.05.08: Main bridge station standard layout
Propulsion Control Station on the Main Bridge For remote control a minimum of one control station located on the bridge is required. This control station will incorporate three modules, as shown on fig. 5.05.08: A propulsion control panel with push buttons and indicators for machinery control and a display with information of condition of operation and status of system parameter.
A propeller monitoring panel with back-up instruments for propeller pitch and shaft speed. A thrust control panel with control lever for thrust control, an emergency stop button and push buttons for transfer of control between control stations on the bridge.
420 600 000
198 28 48
5.05.08
MAN B&W Diesel A/S

Alpha Clutcher - for Auxilliary Propulsion Systems The Alpha Clutcher is a new shaftline de-cluching device for auxilliary propulsion systems which meets the class notations for redundant propulsion. It facilitates reliable and simple take home and take away functions in two-stroke engine plants. See section 4.
Earthing Device
In some cases, it has been found that the difference in the electrical potential between the hull and the propeller shaft (due to the propeller being immersed in seawater) has caused spark erosion on the main bearings and journals of the engine. A potential difference of less than 80 mV is harmless to the main bearings so, in order to reduce the potential between the crankshaft and the engine structure (hull), and thus prevent spark erosion, we recommend the installation of a highly efficient earthing device. The sketch Fig. 5.05.09 shows the layout of such an earthing device, i.e. a brush arrangement which is able to keep the potential difference below 50 mV. We also recommend the installation of a shaft-hull mV-meter so that the potential, and thus the correct functioning of the device, can be checked.
420 600 010
198 28 49
5.05.09
MAN B&W Diesel A/S
Cross section must not be smaller than 45 mm2 and the length of the cable must be as short as possible Hull Slipring solid silver track
Voltmeter for shaft-hull potential difference
Silver metal graphite brushes
Rudder Propeller
Voltmeter for shafthull potential difference

Main bearing
Intermediate shaft Earthing device Propeller shaft Current
Fig. 5.05.09: Earthing device, (yards supply)
178 32 07-8.1
420 600 010
198 28 49
5.05.10
Auxiliary Systems
MAN B&W Diesel A/S
6.01 Calculation of Capacities

Engine configurations related to SFOC
The engine type is available in the following two versions with respect to the efficiency of the turbocharger: A) With high efficiency turbochargers: which is the basic design and for which the lists of capacities Figs. 6.01.03a and 6.01.03b are calculated. B) With conventional turbocharger: Which is an optional design EoD item 4 59 107 if a higher exhaust gas temperature is required for the exhaust gas boiler. This modification will lead to a 7-8% reduction in the exhaust gas amount and a temperature increase of about 20C. The SFOC penalty will be up to 2 g/kWh see example on Fig. 6.01.01. The corresponding list of capacities are stated in Figs. 6.01.04a and 6.01.04b. The Lists of Capacities contain data regarding the necessary capacities of the auxiliary machinery for the main engine only. The heat dissipation figures include 10% extra margin for overload running except for the scavenge air cooler, which is an integrated part of the diesel engine.
178 15 32-5.1
Fig. 6.01.01: Example of part load SFOC curves for the available two engine versions
430 200 025
198 28 50
6.01.01
MAN B&W Diesel A/S

water generator is installed, the water production can be calculated by using the formula stated later in this chapter and the way of calculating the exhaust gas data is also shown later in this chapter. The air consumption is approximately 98% of the calculated exhaust gas amount. The location of the flanges on the engine is shown in: Engine pipe connections, and the flanges are identified by reference letters stated in the List of counter flanges; both can be found in section 5. The diagrams use the symbols shown in Fig. 6.01.19 Basic symbols for piping, whereas the symbols for instrumentation accord to the Symbolic representation of instruments and the instrumentation list found in section 8.
Cooling Water Systems

The capacities given in the tables are based on tropical ambient reference conditions and refer to engines with a high efficiency/conventional turbocharger running at nominal MCR (L1) for, respectively: Seawater cooling system, Figs. 6.01.02a, 6.01.03a and 6.01.04a Central cooling water system, Figs. 6.01.02b, 6.01.03b and 6.01.04b The capacities for the starting air receivers and the compressors are stated in Fig. 6.01.05 The above two cooling water systems are valid for uni-lubrication, but if a separate camshaft lubricating oil system is required, option 4 40 105, the coresponding list of capacities may be informed by contact to MAN B&W Diesel. A detailed specification of the various components is given in the description of each system. If a fresh-
Heat radiation
The radiation and convection heat losses to the engine room is about 1.3% of the engine nominal power (kW in L1).
178 11 26-4.1
Fig. 6.01.02a: Diagram for seawater cooling
178 11 27-6.1
Fig. 6.01.02b: Diagram for central cooling water system
430 200 025
198 28 50
6.01.02
MAN B&W Diesel A/S

L60MC-C capacities of auxiliary machinery for main engine
1) Engines with MAN B&W turbochargers 2) Engines with ABB turbochargers, type TPL Nominal MCR at 123 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump 3) Engines with ABB turbochargers, type VTR 4) Engines with Mitsubishi turbochargers Cyl. kW m3/h m3/h m3/h 4 8,920 4.5 2.2 80 76 79 76 285 280 280 280 195 195 190 195 3,550 180 1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4) 730 740 640 710 105 100 100 100 1,390 1,320 1,380 1,320 5 11,150 5.6 2.8 105 95 100 95 360 355 350 350 245 245 235 240 4,440 225
Pumps
Seawater pump*
m3/h
Lubricating oil pump*
m3/h
1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4)
6 13,380 6.7 3.4 125 115 120 115 425 420 420 420 295 295 280 290 5,330 270
7 15,610 7.9 3.9 140 135 140 135 500 495 490 490 345 345 330 340 6,220 315
8 17,840 9.0 4.5 160 150 160 150 570 560 560 560 390 395 375 390 7,100 360 1,460 1,490 1,280 1,420 210 200 200 200
Scavenge air cooler Heat dissipation Seawater Lubricating oil cooler Heat dissipation*
kW m3/h kW
Lubricating oil* Seawater
m3/h m3/h
950 1,110 1,300 930 1,090 1,330 800 960 1,120 870 1,050 1,230 See the above-mentioned pump capacity 135 155 185 130 150 180 125 150 175 125 150 175
Coolers
Jacket water cooler Heat dissipation
kW
Jacket cooling water Seawater Fuel oil preheater Gases: Exhaust gas flow** Exhaust gas temperature Air consumption
m3/h m3/h kW kg/h C kg/s
1,730 2,060 2,440 2,770 1,650 1,980 2,310 2,640 1,740 2,070 2,440 2,770 1,650 1,980 2,310 2,640 See the above-mentioned pump capacity See the seawater capacity under Lubricating oil cooler 120 145 175 205 235 103,500 245 28.2 124,200 245 33.9 144,900 245 39.5 165,600 245 45.2
82,800 245 22.6
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper, the engines capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 45 62-8.0
Fig. 6.01.03a: List of capacities, L60MC-C with high efficiency turbocharger and seawater cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
430 200 025
198 28 50
6.01.03
MAN B&W Diesel A/S

1) Engines with MAN B&W turbochargers 2) Engines with ABB turbochargers, type TPL Nominal MCR at 105 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling pump* 3) Engines with ABB turbochargers, type VTR 4) Engines with Mitsubishi turbochargers Cyl. kW m3/h m3/h m3/h 4 8,920 4.5 2.2 80 76 79 76 225 225 220 220 280 275 275 275 195 195 190 195 3,520 124 730 740 640 710 5 11,250 5.6 2.8 105 95 100 95 285 280 275 275 350 345 340 340 245 245 235 240
Pumps
Central cooling water pump*
m3/h
Seawater pump*
m3/h
m3/h
1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4)
6 13,380 6.7 3.4 125 115 120 115 340 335 330 330 415 410 410 410 295 295 280 290
7 15,610 7.9 3.9 140 135 140 135 395 390 385 385 490 485 480 480 345 345 330 340
8 17,840 9.0 4.5 160 150 160 150 450 445 440 440 560 550 550 550 390 395 375 390
Scavenge air cooler Heat dissipation Central cooling water Lubricating oil cooler Heat dissipation* Lubricating oil* Central colling water
kW m3/h kW 1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4)
Coolers
m3/h m3/h
Jacket water cooler Heat dissipation*
kW
Jacket cooling water Central cooling water Central water cooler Heat dissipation* Central cooling water* Seawater* Fuel oil preheater Gases: Exhaust gas flow** Exhaust gas temperature Air consumption
m3/h m3/h kW 1) 2) 3) 4)
4,410 5,290 6,170 7,050 155 186 217 248 950 1,110 1,300 1,460 930 1,090 1,330 1,490 800 960 1,120 1,280 870 1,050 1,230 1,420 See the above-mentioned pump capacity 101 130 154 178 202 101 125 149 173 197 96 120 144 168 192 96 120 144 168 192 1,390 1,730 2,060 2,440 2,770 1,320 1,650 1,980 2,310 2,640 1,380 1,740 2,070 2,440 2,770 1,320 1,650 1,980 2,310 2,640 See the central cooling water capacity under 'Lubricating oil cooler' See the above-mentioned pump capacity 5,640 7,090 8,460 9,910 11,280 5,580 6,990 8,360 9,810 11,180 5,540 6,950 8,320 9,730 11,100 5,550 6,930 8,320 9,710 11,110 See the above-mentioned pump capacity See the above-mentioned pump capacity 120 145 175 205 235 82,800 245 22.6 103,500 245 28.2 124,200 245 33.9 144,900 245 39.5 165,600 245 45.2
178 45 64-1.0
Fig. 6.01.03b: List of capacities, L60MC-C with high efficiency turbocharger and central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
430 200 025
198 28 50
6.01.04
MAN B&W Diesel A/S

1) Engines with MAN B&W turbochargers 2) Engines with ABB turbochargers, type TPL Nominal MCR at 123 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump 3) Engines with ABB turbochargers, type VTR 4) Engines with Mitsubishi turbochargers Cyl. kW m3/h m3/h m3/h 4 8,920 4.6 2.3 80 76 79 76 275 275 270 270 195 195 190 195 3,370 172 1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4) 730 740 640 690 103 103 98 98 1,390 1,320 1,380 1,320 5 11,150 5.7 2.9 99 95 98 95 345 340 340 340 245 245 235 240 4,210 215
Pumps
Seawater pump*
m3/h
m3/h
1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4)
6 13,380 6.8 3.4 125 115 120 115 415 410 410 405 295 295 280 290 5,060 258
7 15,610 8.0 4.0 135 135 140 135 480 480 475 475 340 340 330 340 5,900 301
8 17,840 9.1 4.6 160 150 160 150 550 550 540 540 390 395 375 385 6,740 344 1,460 1,490 1,280 1,390 206 206 196 196
Scavenge air cooler Heat dissipation Seawater Lubricating oil cooler Heat dissipation*
kW m3/h kW
Lubricating oil* Seawater
m3/h m3/h
890 1,110 1,300 900 1,090 1,270 800 960 1,120 870 1,030 1,230 See the above-mentioned pump capacity 130 157 179 125 152 179 125 152 174 125 147 174
Coolers
kW
Jacket cooling water Seawater Fuel oil preheater Gases: Exhaust gas flow** Exhaust gas temperature Air consumption
1,720 2,060 2,310 2,770 1,650 1,980 2,310 2,640 1,710 2,070 2,440 2,770 1,650 1,980 2,310 2,640 See the above-mentioned pump capacity See the seawater capacity under 'Lubricating oil cooler' 120 150 180 210 240 95,500 265 26.0 114,600 265 31.2 133,700 265 36.4 152,800 265 41.6
76,400 265 20.8
178 45 58-2.0
Fig. 6.01.04a: List of capacities, L60MC-C with conventional turbocharger and seawater cooling system, stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
430 200 025
198 28 50
6.01.05
MAN B&W Diesel A/S

1) Engines with MAN B&W turbochargers 2) Engines with ABB turbochargers, type TPL Nominal MCR at 123 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump 3) Engines with ABB turbochargers, type VTR 4) Engines with Mitsubishi turbochargers Cyl. kW m3/h m3/h m3/h 4 8920 4.6 2.3 80 76 79 76 215 215 215 210 270 265 265 265 195 195 190 195 3,350 116 730 740 640 690 5 11150 5.7 2.9 99 95 98 95 270 265 265 265 335 330 330 330 245 245 235 240
Pumps
Central cooling water pump*
m3/h
Seawater pump*
m3/h
m3/h
1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4) 1) 2) 3) 4)
6 13380 6.8 3.4 125 115 120 115 325 320 320 320 405 400 395 395 295 295 280 290
7 15610 8.0 4.0 135 135 140 135 375 375 375 370 465 465 465 465 340 340 330 340
8 17840 9.1 4.6 160 150 160 150 435 430 425 425 540 530 530 530 390 395 375 385
Scavenge air cooler Heat dissipation Central cooling water Lubricating oil cooler Heat dissipation*
kW m3/h kW
1) 2) 3) 4) 1) 2) 3) 3) 1) 2) 3) 4)
Coolers
Lubricating oil* Central cooling water
m3/h m3/h
kW
Jacket cooling water Central cooling water Central water cooler Heat dissipation*
m3/h m3/h kW m3/h m3/h kW kg/h C kg/s 1) 2) 3) 4)
Central cooling water ** Seawater* Fuel oil preheater Gases: Exhaust gas flow* Exhaust gas temperature Air consumption
4,180 5,020 5,860 6,690 145 174 203 232 890 1,110 1,300 1,460 900 1,090 1,270 1,490 800 960 1,120 1,280 870 1,030 1,230 1,390 See the above-mentioned pump capacity 99 125 151 172 203 99 120 146 172 198 99 120 146 172 193 94 120 146 167 193 1,390 1,720 2,060 2,310 2,770 1,320 1,650 1,980 2,310 2,640 1,380 1,710 2,070 2,440 2,770 1,320 1,650 1,980 2,310 2,640 See the above-mentioned pump capacity See the central cooling water capacity under 'Lubricating oil cooler' 5,470 6,790 8,190 9,470 10,920 5,410 6,730 8,090 9,440 10,820 5,370 6,690 8,050 9,420 10,740 5,360 6,700 8,030 9,400 10,720 See the above-mentioned pump capacity See the above-mentioned pump capacity 120 150 180 210 240 76,400 265 20.8 95,500 265 26.0 114,600 265 31.2 133,700 265 36.4 152,800 265 41.6
178 45 59-4.0
Fig. 6.01.04b: List of capacities, L60MC-C with conventional turbocharger and central cooling water system, stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
430 200 025
198 28 50
6.01.06
MAN B&W Diesel A/S
Starting air system: 30 bar (gauge)

Cylinder No.
Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total m3 m3/h 2 x 2.0 120 2 x 2.5 150 2 x 2.5 150 2 x 2.5 150 2 x 2.5 150
178 22 67-1.0
4
m3 m /h
3
5
2 x 4.0 240
6
2 x 4.5 270
7
2 x 4.5 270
8
2 x 4.5 270
2 x 3.0 210
Fig. 6.01.05: Capacities of starting air receivers and compressors for main engine L60MC-C
Auxiliary System Capacities for Derated Engines

The dimensioning of heat exchangers (coolers) and pumps for derated engines can be calculated on the basis of the heat dissipation values found by using the following description and diagrams. Those for the nominal MCR (L 1 ), see Figs. 6.01.03 and 6.01.04, may also be used if wanted.
Cooler heat dissipations For the specified MCR (M) the diagrams in Figs. 6.01.06, 6.01.07 and 6.01.08 show reduction factors for the corresponding heat dissipations for the coolers, relative to the values stated in the List of Capacities valid for nominal MCR (L1).
Fig. 6.01.07: Jacket water cooler, heat dissipation qjw% in % of L1 value
178 10 86-7.0
178 07 98-0.0
Fig. 6.01.06: Scavenge air cooler, heat dissipation qair% in % of L1 value

430 200 025
Fig. 6.01.08: Lubricating oil cooler, heat dissipation qlub% in % of L1 value
178 06 57-8.1
198 28 50
6.01.07
MAN B&W Diesel A/S

The percentage power (P%) and speed (n%) of L1 for specified MCR (M) of the derated engine is used as input in the above-mentioned diagrams, giving the % heat dissipation figures relative to those in the List of Capacities, Figs. 6.01.03 and 6.01.04.

Central cooling water system If a central cooler is used, the above still applies, but the central cooling water capacities are used instead of the above seawater capacities. The seawater flow capacity for the central cooler can be reduced in proportion to the reduction of the total cooler heat dissipation.
Pump capacities The pump capacities given in the List of Capacities refer to engines rated at nominal MCR (L1). For lower rated engines, only a marginal saving in the pump capacities is obtainable. To ensure proper lubrication, the lubricating oil pump and the camshaft lubricating oil pump, if fitted, must remain unchanged. Also, the fuel oil circulating and supply pumps should remain unchanged, and the same applies to the fuel oil preheater. In order to ensure a proper starting ability, the starting air compressors and the starting air receivers must also remain unchanged. The jacket cooling water pump capacity is relatively low, and practically no saving is possible, and it is therefore unchanged. The seawater flow capacity for each of the scavenge air, lube oil and jacket water coolers can be reduced proportionally to the reduced heat dissipations found in Figs. 6.01.06, 6.01.07 and 6.01.08, respectively. However, regarding the scavenge air cooler(s), the engine maker has to approve this reduction in order to avoid too low a water velocity in the scavenge air cooler pipes. As the jacket water cooler is connected in series with the lube oil cooler, the seawater flow capacity for the latter is used also for the jacket water cooler.
Pump pressures Irrespective of the capacities selected as per the above guidelines, the below-mentioned pump heads at the mentioned maximum working temperatures for each system shall be kept:
Pump head bar Fuel oil supply pump Fuel oil circulating pump Lubricating oil pump Seawater pump Central cooling water pump Jacket water pump 4 10 4 2.5 2.5 3 Max. working temp. C 100 150 60 50 60 100
Flow velocities For external pipe connections, we prescribe the following maximum velocities: Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s Cooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
430 200 025
198 28 50
6.01.08
MAN B&W Diesel A/S
Example 1: Derated 6L60MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller and seawater cooling system. The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
Nominal MCR, (L1) Specified MCR, (M) Optimised power, (O)
PL1: PM: PO:
13,380 kW = 18,180 BHP 10,704 kW = 14,544 BHP 10,704 kW = 14,544 BHP
(100.0%) (80.0%) (74.8%)
123.0 r/min (100.0%) 110.7 r/min 110.7 r/min (90.0%) (88.0%)
Example 1: The method of calculating the reduced capacities for point M is shown below. The values valid for the nominal rated engine are found in the List of Capacities Fig. 6.01.03a, and are listed together with the result in Fig. 6.01.09. Heat dissipation of scavenge air cooler Fig. 6.01.05 which is approximate indicates a 73% heat dissipation: 5330 x 0.73 = 3891 kW Heat dissipation of jacket water cooler Fig. 6.01.07 indicates a 84% heat dissipation: 2060 x 0.84 = 1730 kW Heat dissipation of lube oil cooler Fig. 6.01.08 indicates a 91% heat dissipation: 1110 x 0.91 = 1010 kW Seawater pump Scavenge air cooler: 270 x 0.73 = 197.1 m3/h 3 Lubricating oil cooler: 155 x 0.91 = 141.0 m /h 338.1 m3/h Total: If the engine were fitted with VIT fuel pumps, M would not coincide with O, and in Figs. 6.01.06, 6.01.07 and 6.01.08 the data for the specified MCR (M) should be used.
430 200 025
198 28 50
6.01.09
MAN B&W Diesel A/S
Shaft power at MCR Pumps: Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Seawater pump* Lubricating oil pump* Coolers: Scavenge air cooler Heat dissipation Seawater quantity Lube oil cooler Heat dissipation* Lubricating oil quantity* Seawater quantity Jacket water cooler Heat dissipation Jacket cooling water quantity Seawater quantity Fuel oil preheater: Gases at ISO ambient conditions* Exhaust gas amount Exhaust gas temperature Air consumption Starting air system: 30 bar (gauge)
Nominal rated engine (L1) high efficiency turbocharger 13,380 kW at 123.0 r/min m3/h m3/h m3/h m3/h m3/h 6.7 3.4 125 425 295
Example 1 Specified MCR (M) 10,704 kW at 110.7 r/min 6.7 3.4 125 338.1 295
kW m3/h kW m3/h m3/h kW m3/h m3/h kW
5330 270 1110 295 155 2060 125 155 175
3891 197.1 1010 295 141 1730 125 141 175
kg/h C kg/sec.
124200 245 33.9
97330 232 26.5
Reversible engine Receiver volume (12 starts) m3 Compressor capacity, total m3/h Non-reversible engine Receiver volume (6 starts) m3 Compressor capacity, total m3/h Exhaust gas tolerances: temperature -/+ 15 C and amount +/- 5%
2 x 4.5 270 2 x 2.5 150
2 x 4.5 270 2 x 2.5 150
The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient reference conditions and the exhaust gas back pressure 300 mm WC The exhaust gas temperatures refer to after turbocharger * Calculated in example 3, in this section
178 22 68-3.0
Fig. 6.01.09: Example 1 Capacities of derated 6L60MC-C with high efficiency MAN B&W turbocharger and seawater cooling system.
430 200 025
198 28 50
6.01.10
MAN B&W Diesel A/S

peller (FPP) or for constant speed, controllable pitch propeller (CPP), respectively, in Fig. 6.01.10. With reference to the above, the heat actually available for a derated diesel engine may then be found as follows: 1. Engine power between optimised and specified power. For powers between specified MCR (M) and optimised power (O), the diagram Fig. 6.01.07 is to be used,i.e. giving the percentage correction factor qjw% and hence q jw% Qjw = QL1 x x 0.9 (0.87) [1] 100 2. Engine power lower than optimised power. For powers lower than the optimised power, the value Qjw,O found for point O by means of the above equation [1] is to be multiplied by the correction factor kp found in Fig. 6.01.10 and hence Qjw = Qjw,O x kp where Qjw = jacket water heat dissipation QL1 = jacket water heat dissipation at nominal MCR (L1) qjw%= percentage correction factor from Fig. 6.01.07 Qjw,O = jacket water heat dissipation at optimised power (O), found by means of equation [1] kp = correction factor from Fig. 6.01.10 0.9 = factor for overload margin, tropical ambient conditions [2]
Freshwater Generator
If a freshwater generator is installed and is utilising the heat in the jacket water cooling system, it should be noted that the actual available heat in the jacket cooling water system is lower than indicated by the heat dissipation figures valid for nominal MCR (L1) given in the List of Capacities. This is because the latter figures are used for dimensioning the jacket water cooler and hence incorporate a safety margin which can be needed when the engine is operating under conditions such as, e.g. overload. Normally, this margin is 10% at nominal MCR. For a derated diesel engine, i.e. an engine having a specified MCR (M) and/or an optimising point (O) different from L1, the relative jacket water heat dissipation for point M and O may be found, as previously described, by means of Fig. 6.01.07. At part load operation, lower than optimised power, the actual jacket water heat dissipation will be reduced according to the curves for fixed pitch pro-
The heat dissipation is assumed to be more or less independent of the ambient temperature conditions, yet the overload factor of about 0.87 instead of 0.90 will be more accurate for ambient conditions corresponding to ISO temperatures or lower. If necessary, all the actually available jacket cooling water heat may be used provided that a special temperature control system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level. Such a tem-
178 06 64-3.0
Fig. 6.01.10: Correction factor kp for jacket cooling water heat dissipation at part load, relative to heat dissipation at optimised power
430 200 025
198 28 50
6.01.11
MAN B&W Diesel A/S
Freshwater generator system
Jacket cooling water system
Valve A: ensures that Tjw < 80 C Valve B: ensures that Tjw >80 5 C = 75 C Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an automatic start/stop function for too low jacket cooling water temperature If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 16 79-9.2
Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram
perature control system may consist, e.g., of a special by-pass pipe installed in the jacket cooling water system, see Fig. 6.01.11, or a special built-in temperature control in the freshwater generator, e.g., an automatic start/stop function, or similar. If such a special temperature control is not applied, we recommend limiting the heat utilised to maximum 50% of the heat actually available at specified MCR, and only using the freshwater generator at engine loads above 50%.
When using a normal freshwater generator of the single-effect vacuum evaporator type, the freshwater production may, for guidance, be estimated as 0.03 t/24h per 1 kW heat, i.e.: Mfw = 0.03 x Qjw where Mfw is the freshwater production in tons per 24 hours and Qjw is to be stated in kW t/24h [3]
430 200 025
198 28 50
6.01.12
MAN B&W Diesel A/S
Example 2: Freshwater production from a derated 6L60MC-C with high efficiency MAN B&W turbocharger, without VIT fuel pumps and with fixed pitch propeller. Based on the engine ratings below, this example will show how to calculate the expected available jacket cooling water heat removed from the diesel engine, together with the corresponding freshwater production from a freshwater generator. The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR, see factor kp. As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O) Nominal MCR, (L1) Specified MCR, (M) Optimised power, (O) Service rating, (S) PL1: PM: PO: PS: 13,380 kW = 18,180 BHP 10,704 kW = 14,544 BHP 10,704 kW = 14,544 BHP 8,563 kW = 11,635 BHP (100.0%) (74.8%) (74.8%) 123.0 r/min (100.0%) 110.7 r/min (90.0%) 110.7 r/min (90.0%) 102.8 r/min
The expected available jacket cooling water heat at service rating is found as follows: QL1 = 2060 kW from List of Capacities
Calculation of Exhaust Gas Amount and Temperature

Influencing factors The exhaust gas data to be expected in practice depends, primarily, on the following three factors: a) The optimising point of the engine (point O): PO: power in kW (BHP) at optimising point nO: speed in r/min at optimising point b) The ambient conditions, and exhaust gas backpressure: Tair: actual ambient air temperature, in C pbar: actual barometric pressure, in mbar TCW: actual scavenge air coolant temperature, in DpO: C exhaust gas back-pressure in mm WC at optimising point c) The continuous service rating of the engine (point S), valid for fixed pitch propeller or controllable pitch propeller (constant engine speed) PS: continuous service rating of engine, in kW (BHP) d) Whether a Turbo Compound System (TCS) is installed. Please contact MAN B&W Diesel A/S for this calculation.
qjw% = 84% using 80% power and 90% speed for M in Fig. 6.01.07 By means of equation [1], and using factor 0.87 for actual ambient condition the heat dissipation in the optimising point (O) is found: Q jw,O = QL1 x q jw% 100 x 0.87
= 2060 x
84.0 x 0.87 = 1505 kW 100
If the engine were fitted with VIT fuel pumps M would not coincide with O, and the data for the optimising point should be used, see Fig. 6.01.07. By means of equation [2], the heat dissipation in the service point (S) is found: Qjw kp = Qjw,O x kp = 1505 x 0.85 = 1279 kW = 0.85 using Ps% = 80% in Fig. 6.01.10
For the service point the corresponding expected obtainable freshwater production from a freshwater generator of the single-effect vacuum evaporator type is then found from equation [3]: Mfw = 0.03 x Qjw = 0.03 x 1279 = 38.4 t/24h
430 200 025
198 28 50
6.01.13
MAN B&W Diesel A/S

Calculation Method To enable the project engineer to estimate the actual exhaust gas data at an arbitrary service rating, the following method of calculation may be used. Mexh: exhaust gas amount in kg/h, to be found Texh: exhaust gas temperature in C, to be found The partial calculations based on the above influencing factors have been summarised in equations [4] and [5], see Fig. 6.01.12. The partial calculations based on the influencing factors are described in the following:

a) Correction for choice of optimising point When choosing an optimising point O other than the nominal MCR point L1, the resulting changes in specific exhaust gas amount and temperature are found by using as input in diagrams 6.01.13 and 6.01.14 the corresponding percentage values (of L1) for optimised power PO% and speed nO%. mo%: specific exhaust gas amount, in % of specific gas amount at nominal MCR (L1), see Fig. 6.01.13.
DTo:
change in exhaust gas temperature after turbocharger relative to the L1 value, in C, see Fig. 6.01.14.
Mexh = ML1 x
PO m O% x x (1 + PL1 100
DMamb%
100
) x (1 +
Dm s%
100
) x
PS% 100
kg/h
[4] [5]
Texh = TL1 + DTo + DTamb + DTS
where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC back-pressure and optimised in L1: ML1: exhaust gas amount in kg/h at nominal MCR (L1) TL1: exhaust gas temperatures after turbocharger in C at nominal MCR (L1)
178 30 58-0.0
Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures
178 08 05-3.0
Fig. 6.01.13: Specific exhaust gas amount, mo% in % of L1 value
Fig. 6.01.14: Change of exhaust gas temperature ,DTo in C after turbocharger relative to L1 value
178 08 06-5.0
430 200 025
198 28 50
6.01.14
MAN B&W Diesel A/S

b) Correction for actual ambient conditions and back-pressure For ambient conditions other than ISO 3046/11995, and back-pressure other than 300 mm WC at optimising point (O), the correction factors stated in the table in Fig. 6.01.15 may be used as a guide, and the corresponding relative change in the exhaust gas data may be found from equations [6] and [7], shown in Fig. 6.01.16.
Parameter Blower inlet temperature Blower inlet pressure (barometric pressure) Charge air coolant temperature (seawater temperature) Exhaust gas back pressure at the optimising point
Change + 10 C + 10 mbar + 10 C + 100 mm WC
Change of exhaust Change of exhaust gas temperature gas amount + 16.0 C 0.1 C + 1.0 C + 5.0 C 4.1% + 0.3% + 1.9% 1.1%
178 30 59-2.1
Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
DMamb% DTamb
= -0.41 x (Tair 25) + 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (DpO 300) = 1.6 x (Tair 25) + 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (DpO 300)
[6]
[7]
where the following nomenclature is used: DMamb%: change in exhaust gas amount, in % of amount at ISO conditions DTamb: change in exhaust gas temperature, in C
The back-pressure at the optimising point can, as an approximation, be calculated by: DpO =DpM x (PO/PM)2 where, PM: power in kW (BHP) at specified MCR DpM: exhaust gas back-pressure prescribed at specified MCR, in mm WC
Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
[8]
178 30 60-2.1
430 200 025
198 28 50
6.01.15
MAN B&W Diesel A/S
178 06 74-5.0
178 06 73-3.0
Fig. 6.01.17: Change of specific exhaust gas amount, ms% in % at part load
Fig. 6.01.18: Change of exhaust gas temperature, Ts in C at part load
c) Correction for engine load Figs. 6.01.17 and 6.01.18 may be used, as guidance, to determine the relative changes in the specific exhaust gas data when running at part load, compared to the values in the optimising point, i.e. using as input PS% = (PS/PO) x 100%:
Dms%:
change in specific exhaust gas amount, in % of specific amount at optimising point, see Fig. 6.01.17. change in exhaust gas temperature, in C, see Fig. 6.01.18.
DTs:
430 200 025
198 28 50
6.01.16
MAN B&W Diesel A/S
Example 3: Expected exhaust data for a derated 6L60MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller and with VIT fuel pumps. In order to show the calculation in worst case we have chosen an engine with VIT fuel pump. Based on the engine ratings below, and by means of an example, this chapter will show how to calculate the expected exhaust gas amount and temperature at service rating , and corrected to ISO conditions. The calculation is made for the service rating (S) being 80% of the optimised power of the diesel engine.
Nominal MCR, (L1) Specified MCR, (M) Optimised power, (O) Service rating, (S)
PL1: PM: PO: PS:
13,380 kW = 18,180 BHP (100.0%) 123.0 r/min (100.0%) 10,704 kW = 14,544 BHP 10,008 kW = 13,597 BHP 8,028 kW = 10,908 BHP (80.0%) 110.7 r/min (74.8%) 108.3 r/min (90.0%) (88.0%)
(60.0%) 100.9 r/min (82.0%)
By means of equations [6] and [7]: Reference conditions: Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 C Scavenge air coolant temperature TCW . . . . . 18 C Barometric pressure pbar . . . . . . . . . . . . 1013 mbar Exhaust gas back-pressure at specified MCR DpM . . . . . . . . . . . . 300 mm WC a) Correction for choice of optimising point: PO% nO% = 10008 x 100 = 74.8% 13380 Mamb% = - 0.41 x (20-25) + 0.03 x (1013-1000) + 0.19 x (18-25) 0.011 x (262-300) % Mamb% = + 1.528%
DTamb DTamb
= 1.6 x (20- 25) + 0.01 x (1013-1000) + 0.1 x (18-25) + 0.05 x (262-300) C = - 10.5 C
c) Correction for the engine load: Service rating = 80% of optimised power By means of Figs. 6.01.17 and 6.01.18:
108.3 = x 100 = 88.0% 123
By means of Figs. 6.01.13 and 6.01.14: mO% = 97.6 % = - 8.9 C
DmS% DTS
= + 3.2% = - 3.6 C
DTO
b) Correction for ambient conditions and back-pressure: The back-pressure at the optimising point is found by means of equation [8]:
By means of equations [4] and [5], the final result is found taking the exhaust gas flow ML1 and temperature TL1 from the List of Capacities: ML1 Mexh = 124200 kg/h = 124200 x 10008 97.6 1.528 x x (1 + )x 13380 100 100
DpO
10008 = 300 x = 262 mm WC 10704 Mexh
(1 +
3.2 80 )x = 76,001 kg/h 100 100
= 76,000 kg/h +/- 5%
430 200 025
198 28 50
6.01.17
MAN B&W Diesel A/S

The exhaust gas temperature: TL1 Texh Texh = 245 C = 245 8.9 10.5 3.6 = 222 C = 222 C -/+15 C
Exhaust gas data at specified MCR (ISO) At specified MCR (M), the running point may be considered as a service point where: PM 10704 x 100% = 107.0% x 100% = 10008 PO
PS%
and for ISO ambient reference conditions, the corresponding calculations will be as follows: Mexh,M = 124200 x (1 + 10008 97.6 0.42 )x x x (1 + 13380 100 100
-0.1 107.0 = 97327 kg/h )x 100 100
Mexh,M = 97330 kg/h Texh,M = 245 8.9 1.9 + 2.2 = 236.4 C T e x h , M= 232 C The air consumption will be: 97330 x 0.98 kg/h = 26.5 kg/sec
430 200 025
198 28 50
6.01.18
MAN B&W Diesel A/S
No. 1 1.1 1.2 1.3 1.4 1.5 2 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15 2.16
Symbol Symbol designation General conventional symbols Pipe Pipe with indication of direction of flow Valves, gate valves, cocks and flaps Appliances Indicating and measuring instruments Pipes and pipe joints Crossing pipes, not connected Crossing pipes, connected Tee pipe Flexible pipe Expansion pipe (corrugated) general Joint, screwed Joint, flanged Joint, sleeve Joint, quick-releasing Expansion joint with gland Expansion pipe Cap nut Blank flange Spectacle flange Bulkhead fitting water tight, flange Bulkhead crossing, non-watertight
No. 2.17 2.18 2.19 3 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 3.14 3.15 3.16 3.17 3.18
Symbol
Symbol designation Pipe going upwards Pipe going downwards Orifice
Valves, gate valves, cocks and flaps Valve, straight through Valves, angle Valves, three way Non-return valve (flap), straight Non-return valve (flap), angle Non-return valve (flap), straight, screw down Non-return valve (flap), angle, screw down Flap, straight through Flap, angle Reduction valve Safety valve Angle safety valve Self-closing valve Quick-opening valve Quick-closing valve Regulating valve Kingston valve Ballvalve (cock)
Fig. 6.01.19a: Basic symbols for piping
178 30 61-4.0
430 200 025
198 28 50
6.01.19
MAN B&W Diesel A/S
No. 3.19 3.20 3.21 3.22 3.23 3.24 3.25 3.26 3.27 2.28 3.29 3.30 3.31 3.32 3.33 3.34 4 4.1 4.2 4.3 4.4 4.5
Symbol Symbol designation Butterfly valve Gate valve Double-seated changeover valve Suction valve chest Suction valve chest with non-return valves Double-seated changeover valve, straight Double-seated changeover valve, angle Cock, straight through Cock, angle Cock, three-way, L-port in plug Cock, three-way, T-port in plug Cock, four-way, straight through in plug Cock with bottom connection Cock, straight through, with bottom conn. Cock, angle, with bottom connection
No. Symbol 4.6 4.7 4.8 4.9 5 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10
Symbol designation Piston Membrane Electric motor Electro-magnetic
Appliances Mudbox Filter or strainer Magnetic filter Separator Steam trap Centrifugal pump Gear or screw pump Hand pump (bucket) Ejector Various accessories (text to be added) Piston pump Fittings Funnel Bell-mounted pipe end Air pipe Air pipe with net Air pipe with cover
Cock, three-way, with bottom connection 5.11 Control and regulation parts Hand-operated Remote control Spring Mass Float 6 6.1 6.2 6.3 6.4 6.5
178 30 61-4.0
Fig. 6.01.19b: Basic symbols for piping
430 200 025
198 28 50
6.01.20
MAN B&W Diesel A/S
No. 6.6 6.7 6.8 6.9 6.10 6.11
Symbol
Symbol designation Air pipe with cover and net Air pipe with pressure vacuum valve
No. 7 7.1
Symbol
Symbol designation
Indicating instruments with ordinary symbol designations Sight flow indicator Observation glass Level indicator Distance level indicator Counter (indicate function) Recorder
Air pipe with pressure vacuum valve with net 7.2 Deck fittings for sounding or filling pipe Short sounding pipe with selfclosing cock Stop for sounding rod 7.3 7.4 7.5 7.6
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 30 61-4.0
Fig. 6.01.19c: Basic symbols for piping
430 200 025
198 28 50
6.01.21
MAN B&W Diesel A/S
6.02 Fuel Oil System
178 17 12-3.0
Diesel oil Heavy fuel oil Heated pipe with insulation Number of auxiliary engines, pumps, coolers, etc. Subject to alterations according to the actual plants specification The letters refer to the List of flanges D shall have min. 50% larger area than d.
a) b)
Tracing fuel oil lines of max. 150 C Tracing of fuel oil drain lines: maximum 90 C, min. 50 C f. Inst. By jacket cooling water
Pressurised Fuel Oil System

The system is so arranged that both diesel oil and heavy fuel oil can be used, see Fig. 6.02.01. From the service tank the fuel is led to an electrically driven supply pump (4 35 660) by means of which a pressure of approximately 4 bar can be maintained in the low pressure part of the fuel circulating system, thus avoiding gasification of the fuel in the venting box (4 35 690) in the temperature ranges applied. The venting box is connected to the service tank via an automatic deaerating valve (4 35 691), which will release any gases present, but will retain liquids. From the low pressure part of the fuel system the fuel oil is led to an electrically-driven circulating pump (4 35 670), which pumps the fuel oil through a heater (4 35 677) and a full flow filter (4 35 685) situated immediately before the inlet to the engine. To ensure ample filling of the fuel pumps, the capacity of the electrically-driven circulating pump is higher than the amount of fuel consumed by the diesel engine. Surplus fuel oil is recirculated from the engine through the venting box. To ensure a constant fuel pressure to the fuel injection pumps during all engine loads, a spring loaded overflow valve is inserted in the fuel oil system on the engine, as shown on Fuel oil pipes, Fig.6.02.02.
435 600 025
198 28 51
6.02.01
MAN B&W Diesel A/S
178 43 71-1.0
The piping is delivered with and fitted onto the engine The letters refer to the List of flanges The pos. numbers refer to list of standard instruments Fig. 6.02.02: Fuel oil pipes and drain pipes for engines thout VIT fuel pumps
The fuel oil pressure measured on the engine (at fuel pump level) should be 7-8 bar, equivalent to a circulating pump pressure of 10 bar. When the engine is stopped, the circulating pump will continue to circulate heated heavy fuel through the fuel oil system on the engine, thereby keeping the fuel pumps heated and the fuel valves deae-rated. This automatic circulation of preheated fuel during engine standstill is the background for our recommendation: constant operation on heavy fuel In addition, if this recommendation was not followed, there would be a latent risk of diesel oil and heavy fuels of marginal quality forming incompatible blends during fuel change over. Therefore, we strongly advise against the use of diesel oil for operation of the engine this applies to all loads.
In special circumstances a change-over to diesel oil may become necessary and this can be performed at any time, even when the engine is not running. Such a change-over may become necessary if, for instance, the vessel is expected to be inactive for a prolonged period with cold engine e.g. due to: docking stop for more than five days major repairs of the fuel system, etc. environmental requirements The built-on overflow valves, if any, at the supply pumps are to be adjusted to 5 bar, whereas the external by-pass valve is adjusted to 4 bar. The pipes between the tanks and the supply pumps shall have minimum 50% larger passage area than the pipe between the supply pump and the circulating pump.
435 600 025
198 28 51
6.02.02
MAN B&W Diesel A/S

The remote controlled quick-closing valve at inlet X to the engine (Fig. 6.02.01) is required by MAN B&W in order to be able to stop the engine immediately, especially during quay and sea trials, in the event that the other shut-down systems should fail. This valve is yards supply and is to be situated as close as possible to the engine. If the fuel oil pipe X at inlet to engine is made as a straight line immediately at the end of the engine, it will be necessary to mount an expansion joint. If the connection is made as indicated, with a bend immediately at the end of the engine, no expansion joint is required. The introduction of the pump sealing arrangement, the so-called umbrella type, has made it possible to omit the separate camshaft lubricating oil system. The umbrella type fuel oil pumps have an additional external leakage rate of fuel oil which, through AD, is led back to the HFO setting. The flow rate is approx, 0.6 litres/cyl. h. The drained clean oil will, of course, influence the measured SFOC, but the oil is thus not wasted, and the quantity is well within the measuring accuracy of the flowmeters normally used. The main purpose of the drain AF is to collect oil from the various fuel oil pipes in the fuel oil system, however when the cylinders are overhauled, some inhibited cooling water may be drained to this tank, which means that the oil drained to it is not necessarily pure fuel oil. The AF drain is be provided with a box for giving alarm in case of leakage in a high pressure pipes.
Heating of drain pipe

Owing to the relatively high viscosity of the heavy fuel oil, it is recommended that the drain pipe and the tank are heated to min. 50 C. The drain pipe between engine and tank can be heated by the jacket water, as shown in Fig. 6.02.01. Flange BD. The size of the sludge tank is determined on the basis of the draining intervals, the classification society rules, and on whether it may be vented directly to the engine room. The drain arrangement from the fuel oil system is shown in Fig. 6.02.02 Fuel oil drain pipes. As shown in Fig. 6.02.03 Fuel oil pipes heat tracing the drain pipes are heated by the jacket cooling water outlet from the main engine, whereas the HFO pipes as basic are heated by steam.
435 600 025
198 28 51
6.02.03
MAN B&W Diesel A/S

For external pipe connections, we prescribe the following maximum flow velocities: Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s For arrangement common for main engine and auxiliary engines from MAN B&W Holeby, please refer to our puplication: P.240: Operation on Heavy Residual Fuels MAN B&W Diesel Two-stroke Engines and MAN B&W Diesel Four-stroke Holeby GenSets

The publication is also avaible at the Internet address: www.manbw.dk under Libraries from where it can be downloaded.
178 30 69-9.0
The piping is delivered with and fitted onto the engine The letters refer to List of flanges
Fig. 6.02.03: Fuel oil pipes, steam and jacket water heating: 4 35 110
435 600 025
198 28 51
6.02.04
MAN B&W Diesel A/S

Flanges and valves
Fuel oil pipe insulation, option: 4 35 121

Insulation of fuel oil pipes and fuel oil drain pipes should not be carried out until the piping systems have been subjected to the pressure tests specified and approved by the respective classification society and/or authorities, Fig. 6.02.04. The directions mentioned below include insulation of hot pipes, flanges and valves with a surface temperature of the complete insulation of maximum 55 C at a room temperature of maximum 38 C. As for the choice of material and, if required, approval for the specific purpose, reference is made to the respective classification society.
The flanges and valves are to be insulated by means of removable pads. Flange and valve pads are made 2 of glass cloth, minimum 400 g/m , containing mineral wool stuffed to minimum 150 kg/m3. Thickness of the mats to be: Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm Fuel oil pipes and heating pipes together . . 30 mm The pads are to be fitted so that they overlap the pipe insulating material by the pad thickness. At flanged joints, insulating material on pipes should not be fitted closer than corresponding to the minimum bolt length.
Fuel oil pipes Mounting The pipes are to be insulated with 20 mm mineral wool of minimum 150 kg/m3 and covered with glass 2 cloth of minimum 400 g/m . Mounting of the insulation is to be carried out in accordance with the suppliers instructions.
Fuel oil pipes and heating pipes together Two or more pipes can be insulated with 30 mm wired mats of mineral wool of minimum 150 kg/m3 2 covered with glass cloth of minimum 400 g/m .
Fig. 6.02. 04: Fuel oil pipes heat, insulation, option: 4 35 121
178 43 73-5.0
435 600 025
198 28 51
6.02.05
MAN B&W Diesel A/S

Guiding heavy fuel oil specification Based on our general service experience we have, as a supplement to the above-mentioned standards, drawn up the guiding HFO specification shown below. Heavy fuel oils limited by this specification have, to the extent of the commercial availability, been used with satisfactory results on MAN B&W two-stroke slow speed diesel engines. The data refers to the fuel as supplied i.e. before any on board cleaning.
Property Density at 15C Kinematic viscosity at 100 C at 50 C Flash point Units kg/m cSt cSt C C % mass % mass % mass % volume % mass mg/kg mg/kg
3
Fuel oils
Marine diesel oil: Marine diesel oil ISO 8217, Class DMB British Standard 6843, Class DMB Similar oils may also be used Heavy fuel oil (HFO) Most commercially available HFO with a viscosity below 700 cSt at 50 C (7000 sec. Redwood I at 100 F) can be used. For guidance on purchase, reference is made to ISO 8217, British Standard 6843 and to CIMAC recommendations regarding requirements for heavy fuel for diesel engines, third edition 1990, in which the maximum acceptable grades are RMH 55 and K55. The above-mentioned ISO and BS standards supersede BSMA 100 in which the limit was M9. The data in the above HFO standards and specifications refer to fuel as delivered to the ship, i.e. before on board cleaning. In order to ensure effective and sufficient cleaning of the HFO i.e. removal of water and solid contaminants the fuel oil specific gravity at 15 C (60 F) should be below 0.991. Higher densities can be allowed if special treatment systems are installed. Current analysis information is not sufficient for estimating the combustion properties of the oil. This means that service results depend on oil properties which cannot be known beforehand. This especially applies to the tendency of the oil to form deposits in combustion chambers, gas passages and turbines. It may, therefore, be necessary to rule out some oils that cause difficulties.
Value < 991* < 55 < 700 > < < 60 30 22
Pour point Carbon residue Ash Total sediment after ageing Water Sulphur Vanadium Aluminum + Silicon
< 0.15 < 0.10 < 1.0 < 5.0 < 600 < 80
*) May be increased to 1.010 provided adequate cleaning equipment is installed, i.e. modern type of centrifuges. If heavy fuel oils with analysis data exceeding the above figures are to be used, especially with regard to viscosity and specific gravity, the engine builder should be contacted for advice regarding possible fuel oil system changes.
435 600 025
198 28 51
6.02.06
MAN B&W Diesel A/S

fuges are installed for Heavy Fuel Oil (HFO), each with adequate capacity to comply with the above recommendation. A centrifuge for Marine Diesel Oil (MDO) is not a must, but if it is decided to install one on board, the capacity should be based on the above recommendation, or it should be a centrifuge of the same size as that for lubricating oil. The Nominal MCR is used to determine the total installed capacity. Any derating can be taken into consideration in border-line cases where the centrifuge that is one step smaller is able to cover Specified MCR.
Components for fuel oil system

(See Fig. 6.02.01)
Fuel oil centrifuges The manual cleaning type of centrifuges are not to be recommended, neither for attended machinery spaces (AMS) nor for unattended machinery spaces (UMS). Centrifuges must be self-cleaning, either with total discharge or with partial discharge. Distinction must be made between installations for:
Specific gravities < 0.991 (corresponding to ISO 8217 and British Standard 6843 from RMA to RMH, and CIMAC from A to H-grades
Fuel oil supply pump (4 35 660) This is to be of the screw wheel or gear wheel type.
Specific gravities > 0.991 and (corresponding to CIMAC K-grades).
For the latter specific gravities, the manufacturers have developed special types of centrifuges, e.g.: Alfa Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alcap Westfalia. . . . . . . . . . . . . . . . . . . . . . . . . . . . Unitrol Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II The centrifuge should be able to treat approximately the following quantity of oil: 0.27 litres/kWh = 0.20 litres/BHPh This figure includes a margin for: Water content in fuel oil Possible sludge, ash and other impurities in the fuel oil Increased fuel oil consumption, in connection with other conditions than ISO. standard condition Purifier service for cleaning and maintenance. The size of the centrifuge has to be chosen according to the suppliers table valid for the selected viscosity of the Heavy Fuel Oil. Normally, two centri-
Fuel oil viscosity, specified . up to 700 cSt at 50 C Fuel oil viscosity maximum . . . . . . . . . . . 1000 cSt Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar Delivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 bar Working temperature . . . . . . . . . . . . . . . . . 100 C The capacity is to be fulfilled with a tolerance of: -0% +15% and shall also be able to cover the back flushing, see Fuel oil filter.
Fuel oil circulating pump (4 35 670) This is to be of the screw or gear wheel type. Fuel oil viscosity, specified . up to 700 cSt at 50 C Fuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cSt Fuel oil viscosity maximum. . . . . . . . . . . . 1000 cSt Fuel oil flow . . . . . . . . . . . . . see List of capacities Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar Delivery pressure . . . . . . . . . . . . . . . . . . . . . 10 bar Working temperature . . . . . . . . . . . . . . . . . . 150 C The capacity is to be fulfilled with a tolerance of: - 0% + 15% and shall also be able to cover the back-flushing see Fuel oil filter. Pump head is based on a total pressure drop in filter and preheater of maximum 1.5 bar.
435 600 025
198 28 51
6.02.07
MAN B&W Diesel A/S

Fuel oil viscosity specified . . up to 700 cSt at 50C Fuel oil flow. . . . . . . . . . . . . . . . . . . see capacity of fuel oil circulating pump Heat dissipation . . . . . . . . . see List of capacities Pressure drop on fuel oil side . . . . maximum 1 bar Working pressure . . . . . . . . . . . . . . . . . . . . . 10 bar Fuel oil inlet temperature, . . . . . . . . approx. 100 C Fuel oil outlet temperature . . . . . . . . . . . . . . 150 C Steam supply, saturated. . . . . . . . . . . . . 7 bar abs. To maintain a correct and constant viscosity of the fuel oil at the inlet to the main engine, the steam supply shall be automatically controlled, usually based on a pneumatic or an electrically controlled system.
Fuel oil filter (4 35 685) The filter can be of the manually cleaned duplex type or an automatic filter with a manually cleaned by-pass filter. If a double filter (duplex) is installed, it should have sufficient capacity to allow the specified full amount of oil to flow through each side of the filter at a given working temperature with a max. 0.3 bar pressure drop across the filter (clean filter).
178 06 28-0.1
Fig. 6.02.05: Fuel oil heating chart
Fuel oil heater (4 35 677) The heater is to be of the tube or plate heat exchanger type. The required heating temperature for different oil viscosities will appear from the Fuel oil heating chart. The chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80. Since the viscosity after the heater is the controlled parameter, the heating temperature may vary, depending on the viscosity and viscosity index of the fuel. Recommended viscosity meter setting is 10-15 cSt.
If a filter with back-flushing arrangement is installed, the following should be noted. The required oil flow specified in the List of capacities, i.e. the delivery rate of the fuel oil supply pump and the fuel oil circulating pump should be increased by the amount of oil used for the back-flushing, so that the fuel oil pressure at the inlet to the main engine can be maintained during cleaning. In those cases where an automatically cleaned filter is installed, it should be noted that in order to activate the cleaning process, certain makers of filters require a greater oil pressure at the inlet to the filter than the pump pressure specified. Therefore, the pump capacity should be adequate for this purpose, too. The fuel oil filter should be based on heavy fuel oil of: 130 cSt at 80 C = 700 cSt at 50 C = 7000 sec Redwood I/100 F.
435 600 025
198 28 51
6.02.08
MAN B&W Diesel A/S

Fuel oil flow . . . . . . . . . . . . . see List of capacities Working pressure. . . . . . . . . . . . . . . . . . . . . 10 bar Test pressure . . . . . . . . . . . according to class rule Absolute fineness . . . . . . . . . . . . . . . . . . . . . 50 mm Working temperature . . . . . . . . . maximum 150 C Oil viscosity at working temperature . . . . . . 15 cSt Pressure drop at clean filter . . . . maximum 0.3 bar Filter to be cleaned at a pressure drop at . . . . . . . . . maximum 0.5 bar Note: Absolute fineness corresponds to a nominal fineness of approximately 30mm at a retaining rate of 90%. The filter housing shall be fitted with a steam jacket for heat tracing.
Flushing of the fuel oil system Before starting the engine for the first time, the system on board has to be cleaned in accordance with MAN B&Ws recommendations Flushing of Fuel Oil System which is available on request.
178 38 39-3.2
Fig. 6.02.06: Fuel oil venting box
Fuel oil venting box (4 35 690) The design is shown on Fuel oil venting box, see Fig. 6.02.06 The systems fitted onto the main engine are shown on: Fuel oil pipes Fuel oil drain pipes Fuel oil pipes, steam and jacket water tracing and Fuel oil pipes, insulation
Flow m3/h Q (max.)* 1.3 2.1 5.0 8.4 11.5 19.5 29.4 43.0 Dimensions in mm D3 H1 H2 H3 15 100 600 171.3 15 100 600 171.3 15 100 600 171.3 15 150 1200 333.5 15 150 1200 333.5 15 150 1200 333.5 15 150 1500 402.4 15 150 1500 402.4
D1 150 150 200 400 400 400 500 500
D2 32 40 65 80 90 125 150 200
H4 1000 1000 1000 1800 1800 1800 2150 2150
H5 550 550 550 1100 1100 1100 1350 1350
* The actual maximum flow of the fuel oil circulation pump

178 89 06-7.0
435 600 025
198 28 51
6.02.09
MAN B&W Diesel A/S

Modular units The pressurised fuel oil system is preferable when operating the diesel engine on high viscosity fuels. When using high viscosity fuel requiring a heating temperature above 100 C, there is a risk of boiling and foaming if an open return pipe is used, especially if moisture is present in the fuel. The pressurised system can be delivered as a mo-dular unit including wiring, piping, valves and instruments, see Fig. 6.02.07 below. The fuel oil supply unit is tested and ready for service supply connections.

The unit is available in the following sizes:
Units 60 Hz 50 Hz 3 x 440V 3 x 380V F - 5.5 - 4.0 - 6 F - 6.4 - 4.6 - 5 F - 6.4 - 5.2 - 6 F - 6.4 - 4.8 - 5 F - 7.9 - 5.2 - 6 F - 8.9 - 6.8 - 5 F - 7.9 - 5.2 - 6 F - 8.9 - 6.8 - 5 F - 9.5 - 5.8 - 6 F - 11.9 - 6.8 - 5
Engine type 4L60MC-C 5L60MC-C 6L60MC-C 7L60MC-C 8L60MC-C
F 7.9 5.2 6
5 = 50 Hz, 3 x 380V 6 = 60 Hz, 3 x 440V Capacity of fuel oil supply pump in m3/h Capacity of fuel oil circulating pump in m3/h Fuel oil supply unit
Fig. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610
178 30 73-4.0
435 600 025
198 28 51
6.02.10
MAN B&W Diesel A/S
6.03 Uni-lubricating Oil System
The letters refer to List of flanges * Venting for MAN B&W or Mitsubishi turbochargers only Fig. 6.03.01: Lubricating and cooling oil system
178 23 23-4.0
Since mid 1995 we have introduced as standard, the so called umbrella type of fuel pump for which reason a separate camshaft lube oil system is no longer necessary. As a consequence the uni-lubrication oil system supplies lubricating oil through inlet RU, to the engine bearings, cooling oil to the pistons, lubricating oil to the camshaft, exhaust valve actuators and to the turbocharger(s) etc. The engine crankcase is vented through AR by a pipe which extends directly to the deck. This pipe has a drain arrangement so that oil condensed in the pipe
can be led to a drain tank, see details in Fig. 6.03.07. Drains from the engine bedplate AE are fitted on both sides, see Fig. 6.03.08 Bedplate drain pipes.
440 600 025
198 28 52
6.03.01
MAN B&W Diesel A/S
178 23 24-6.0
The letters refer to List of flanges The pos. numbers refer to List of instruments The piping is delivered with and fitted onto the engine
Fig. 6.03.02: Lubricating and cooling oil pipes
178 38 43-9.0
178 38 44-0.0
Fig. 6.03.03a: Lube oil pipes for MAN B&W turbocharger type NA/S
440 600 025
Fig. 6.03.03b: Lube oil pipes for MAN B&W turbocharger type NA/T
198 28 52
6.03.02
MAN B&W Diesel A/S

The MAN B&W, ABB type TPL and Mitsubishi turbochargers are lubricated from the main engine system through the inlet AA, see Fig. 6.03.03a, b, c, d and f. Turbocharger lubricating oil pipes, AB being the lubricating oil outlet from the turbocharger to the lubricating oil bottom tank and it is vented through E directly to the deck.
Lubricating oil centrifuges

Manual cleaning centrifuges can only be used for attended machinery spaces (AMS). For unattended machinery spaces (UMS), automatic centrifuges with total discharge or partial discharge are to be used. The nominal capacity of the centrifuge is to be according to the suppliers recommendation for lubricating oil, based on the figures: 0.136 litres/kWh = 0.1 litres/BHPh The Nominal MCR is used as the total installed effect.
178 45 00-6.0
Fig. 6.03.03c: Lube oil pipes for ABB turbocharger type TPL
List of lubricating oils

178 38 67-9.1
The circulating oil (Lubricating and cooling oil) must be a rust and oxidation inhibited engine oil, of SAE 30 viscosity grade. In order to keep the crankcase and piston cooling space clean of deposits, the oils should have adequate dispersion and detergent properties. Alkaline circulating oils are generally superior in this respect. Company Elf-Lube BP Castrol Chevron Exxon Fina Mobil Shell Texaco Circulating oil SAE 30/TBN 5-10 Atlanta Marine D3005 Energol OE-HT-30 Marine CDX-30 Veritas 800 Marine Exxmar XA Alcano 308 Mobilgard 300 Melina 30/30S Doro AR 30
Fig. 6.03.03d: Lube oil pipes for Mitsubishi turbocharger type MET
can be led to a drain tank, see details in Fig. 6.03.07. Drains from the engine bedplate AE are fitted on both sides, see Fig. 6.03.08 Bedplate drain pipes. Lubricating oil is pumped from a bottom tank, by means of the main lubricating oil pump (4 40 601), to the lubricating oil cooler (4 40 605), a thermostatic valve (4 40 610) and, through a full-flow filter (4 40 615), to the engine. The major part of the oil is divided between piston cooling and crosshead lubrication. From the engine, the oil collects in the oil pan, from where it is drained off to the bottom tank, see Fig. 6.03.06 Lubricating oil tank, without cofferdam. For external pipe connections, we prescribe a maximum oil velocity of 1.8 m/s.
The oils listed have all given satisfactory service in MAN B&W engine installations. Also other brands have been used with satisfactory results.
440 600 025
198 28 52
6.03.03
MAN B&W Diesel A/S

Lubricating oil cooler (4 40 605) The lubricating oil cooler is to be of the shell and tube type made of seawater resistant material, or a plate type heat exchanger with plate material of titanium, unless freshwater is used in a central cooling system. Lubricating oil viscosity, specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C Lubricating oil flow . . . . . . . see List of capacities Heat dissipation . . . . . . . . . see List of capacities Lubricating oil temperature, outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 C Working pressure on oil side . . . . . . . . . . . . 4.0 bar Pressure drop on oil side . . . . . . maximum 0.5 bar Cooling water flow . . . . . . . see List of capacities Cooling water temperature at inlet, seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C Pressure drop on water side. . . . maximum 0.2 bar The lubricating oil flow capacity is to be within a tolerance of: 0% to + 12%. The cooling water flow capacity is to be within a tolerance of: 0% to +10%. To ensure the correct functioning of the lubricating oil cooler, we recommend that the seawater temperature is regulated so that it will not be lower than 10 C. The pressure drop may be larger, depending on the actual cooler design.
Components for lube oil system

Lubricating oil pump (4 40 601) The lubricating oil pump can be of the screw wheel, or the centrifugal type: Lubricating oil viscosity, specified 75 cSt at 50 C Lubricating oil viscosity, . . . . . maximum 400 cSt * Lubricating oil flow . . . . . . . see List of capacities Design pump head . . . . . . . . . . . . . . . . . . . 4.0 bar Delivery pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar Max. working temperature . . . . . . . . . . . . . . 50 C * 400 cSt is specified, as it is normal practice when starting on cold oil, to partly open the by-pass valves of the lubricating oil pumps, so as to reduce the electric power requirements for the pumps. The flow capacity is to be within a tolerance of: 0% to +12%. The pump head is based on a total pressure drop across cooler and filter of maximum 1 bar. The by-pass valve, shown between the main lubricating oil pumps, may be omitted in cases where the pumps have a built-in by-pass or if centrifugal pumps are used. If centrifugal pumps are used, it is recommended to install a throttle valve at position 005, its function being to prevent an excessive oil level in the oil pan, if the centrifugal pump is supplying too much oil to the engine. During trials, the valve should be adjusted by means of a device which permits the valve to be closed only to the extent that the minimum flow area through the valve gives the specified lubricating oil pressure at the inlet to the engine at full normal load conditions. It should be possible to fully open the valve, e.g. when starting the engine with cold oil. It is recommended to install a 25 mm valve (pos. 006) with a hose connection after the main lubricating oil pumps, for checking the cleanliness of the lubricating oil system during the flushing procedure. The valve is to be located on the underside of a horizontal pipe just after the discharge from the lubricating oil pumps.
440 600 025
198 28 52
6.03.04
MAN B&W Diesel A/S

Lubricating oil temperature control valve (4 40 610) The temperature control system can, by means of a three-way valve unit, by-pass the cooler totally or partly. Lubricating oil viscosity, specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C Lubricating oil flow . . . . . . . see List of capacities Temperature range, inlet to engine . . . . . 40-45 C

In those cases where an automatically-cleaned filter is installed, it should be noted that in order to activate the cleaning process, certain makes of filter require a greater oil pressure at the inlet to the filter than the pump pressure specified. Therefore, the pump capacity should be adequate for this purpose, too
Flushing of lube oil system Before starting the engine for the first time, the lubricating oil system on board has to be cleaned in accordance with MAN B&Ws recommendations: Flushing of Main Lubricating Oil System, which is available on request.
Lubricating oil full flow filter (4 40 615) Lubricating oil flow . . . . . . . see List of capacities Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar Test pressure . . . . . . . . . . according to class rules Absolute fineness . . . . . . . . . . . . . . . . . . . 40 mm Working temperature . . . . . . . approximately 45 C Oil viscosity at working temperature. . . 90-100 cSt Pressure drop with clean filter . . maximum 0.2 bar Filter to be cleaned at a pressure drop. . . . . . . . . . . . maximum 0.5 bar
* The absolute fineness corresponds to a nominal fineness of approximately 25 mm at a retaining rate of 90%
The flow capacity is to be within a tolerance of: 0 to 12%. The full-flow filter is to be located as close as possible to the main engine. If a double filter (duplex) is installed, it should have sufficient capacity to allow the specified full amount of oil to flow through each side of the filter at a given working temperature, with a pressure drop across the filter of maximum 0.2 bar (clean filter). If a filter with back-flushing arrangement is installed, the following should be noted: The required oil flow, specified in the List of capacities should be increased by the amount of oil used for the back-flushing, so that the lubricating oil pressure at the inlet to the main engine can be maintained during cleaning
440 600 025
198 28 52
6.03.05
MAN B&W Diesel A/S
A protecting ring position 1.-4 is to be installed if required, by class rules, and is placed loose on the tanktop and guided by the hole in the flange. In the vertical direction it is secured by means of screws position 4 so as to prevent wear of the rubber plate. Fig. 6.03.04: Lubricating oil outlet
178 07 41-6.0
440 600 025
198 28 52
6.03.06
MAN B&W Diesel A/S
178 23 58-2.0
Note: When calculating the tank heights, allowance has not been made for the possibility that part of the oil quantity from the system outside the engine may, when the pumps are stopped, be returned to the bottom tank.
Based on 50 mm thickness of supporting chocks
The lubricating oil bottom tank complies with the rules of the classification societies by operation under the following conditions and the angles of inclination in degrees are: Athwartships Static Dynamic 15 22.2 Fore and aft Static Dynamic 5 7.5
If the system outside the engine is so executed that a part of the oil quantity is drained back to the tank when the pumps are stopped, the height of the bottom tank indicated on the drawing is to be increased to this additional quantity. If space is limited other proposals are possible. Cylinder No. 4 5 6 7 8 9 Drain at cylinder No. 2-4 2-5 2-5 2-5-7 2-5-8 2-5-7-9
Minimum lubricating oil bottom tank volume is: 4 cyl. 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 3 14.5 m3 17.6 m3 20.3 m3 23.3 m3 26.1m3 11.0 m Qm3 11.0 15.5 19.0 21.5 27.0 32.5
178 23 25-8.0
D0 200 225 250 275 300 300
D1 425 450 475 550 600 600
H0 960 1045 1145 1170 1240 1290
H1 425 450 475 550 600 600
H2 85 90 95 110 110 110
H3 300 300 400 400 400 400
W 400 400 500 500 500 600
L 5250 6750 7500 8250 9750 11250
OL 865 945 1045 1075 1140 1190
Fig. 6.03.06: Lubricating oil tank, with cofferdam
440 600 025
198 28 52
6.03.07
MAN B&W Diesel A/S
The letters refer to List of flanges

178 34 43-7.0
Fig.6.03.07: Crankcase venting
178 44 47-9.0
Fig. 6.03.08: Bedplate drain pipes

440 600 025 198 28 52
6.03.08
MAN B&W Diesel A/S 6.04 Cylinder Lubricating Oil System
oils with higher alkalinity, such as TBN 80, may be beneficial, especially in combination with high-sulphur fuels. The cylinder oils listed below have all given satisfactory service during heavy fuel operation in MAN B&W engine installations: Company Cylinder oil SAE 50/TBN 70 Talusia HR 70 CLO 50-M S/DZ 70 cyl. Delo Cyloil Special Exxmar X 70 Vegano 570 Mobilgard 570 Alexia 50 Taro Special
Elf-Lub. BP Castrol Chevron Exxon Fina Mobil Shell Texaco

The letters refer to List of flanges Fig. 6.04.01: Cylinder lubricating oil system
178 06 14-7.4
Also other brands have been used with satisfactory results.
The cylinder lubricators can be of the MAN B&W Alpha type (4 42 104) or of the mechanical type driven by the engine (4 42 110). The cylinder lube oil is supplied from a gravity-feed cylinder oil service tank, Fig. 6.04.01. The size of the cylinder oil service tank depends on the owners and yards requirements, and it is normally dimensioned for minimum two days consumption.
Cylinder Oil Feed Rate (Dosage)

The following guideline for cylinder oil feed rate is based on service experience from other MC engine types, as well as todays fuel qualities and operating conditions. The recommendations are valid for all plants, whether controllable pitch or fixed pitch propellers are used. The nominal cylinder oil feed rate at nominal MCR is: Mechanical lubricator 0.81.2 g/kWh 0.60.9 g/BHPh MAN B&W Alpha lubricator 0.7-1.1 g/kWh 0.5-0.8 g/BHPh During the first operational period of about 1500 hours, it is recommended to use the highest feed rate in the range. The feed rate at part load is proportional to the second power of the speed: np 2 Qp = Q x n
Cylinder Oils
Cylinder oils should, preferably, be of the SAE 50 viscosity grade. Modern high-rated two-stroke engines have a relatively great demand for detergency in the cylinder oil. Due to the traditional link between high detergency and high TBN in cylinder oils, we recommend the use of a TBN 70 cylinder oil in combination with all fuel types within our guiding specification, regardless of the sulphur content. Consequently, TBN 70 cylinder oil should also be used on testbed and at seatrial. However, cylinder
{ }
442 066 025
198 28 53
6.04.01
MAN B&W Diesel A/S
178 23 12-6.0
Fig. 6.04.02: MAN B&W Alpha cylinder lubricating oil system
MAN B&W Alpha Cylinder Lubrication System

The MAN B&W Alpha cylinder lubrication system, (4 42 104) Fig. 6.04.02, is designed to supply cylinder oil intermittently, e.g. every four engine revolutions, at a constant pressure and with electronically controlled timing and dosage at a defined position. Cylinder lubricating oil is fed to the engine by means of a pump station which is mounted on the engine (4 42 150). The oil fed to the injectors is pressurised by means of two lubricators on each cylinder, equipped with small multi-piston pumps, Fig. 6.04.03. The amount of oil fed to the injectors can be finely tuned with an adjusting screw, which limits the length of the piston stroke.
The whole system is controlled by the Master Control Unit (MCU) which calculates the injection frequency on the basis of the engine-speed signal given by the tacho signal (ZE) and the fuel index. The MCU is equipped with a Backup Control Unit (BCU) which, if the MCU malfunctions, activates an alarm and takes control automatically or manually, via a switchboard unit (SBU). The electronic lubricating system incorporates all the lubricating oil functions of the mechanical system, such as speed dependent, mep dependent, and load change dependent. Prior to start up, the cylinders can be pre-lubricated and, during the running-in period, the operator can choose to increase the lube oil feed rate by 25%, 50% or 100%. Fig. 6.04.04 shows the wiring diagram of the MAN B&W Alpha cylinder lubricator.
442 066 025
198 28 53
6.04.02
MAN B&W Diesel A/S
178 47 13-9.2
Fig. 6.04.03: MAN B&W Alpha cylinder lubricators on engine
The external electrical system must be capable of providing the MCU and BCU with an un-interruptable 24 Volt DC power supply. The MAN B&W Alpha cylinder lubricator system is equipped with the following (Normally Closed) alarms: MCU MCU MCU BCU BCU BCU SBU Unit failure Power failure Common alarm Unit in control Unit failure Power failure Failure
and slow down (Normally Open) for: Electronic cylinder lubricator system The system has a connection for coupling it to a computer system or a Display Unit (HMI panel) so that engine speed, fuel index, injection frequency, alarms, etc. can be monitored. The HMI panel can be delivered separately for mounting in the engine control room (4 42 660).
442 066 025
198 28 53
6.04.03
MAN B&W Diesel A/S
178 47 16-4.1
Fig. 6.04.04: Wiring diagram for MAN B&W Alpha cylinder lubricator
442 066 025
198 28 53
6.04.04
MAN B&W Diesel A/S
4 cylinder engines 5-8 cylinder engines
1 lubricator 2 lubricators
178 43 81-8.0
The letters refer to List of flanges The piping is delivered with and fitted onto the engine Fig. 6.04.05: Mechanical cylinder lubricating oil pipes
Mechanical Cylinder Lubricators

The cylinder lubricator(s) are mounted on the fore end of the engine. The lubricator(s) have a built-in capability for adjustment of the oil quantity. They are of the Sight Feed Lubricator type and are provided with a sight glass for each lubricating point. The lubricators are fitted with: Electrical heating coils Low flow and low level alarms. The lubricator will, in the basic Speed Dependent design (4 42 110), pump a fixed amount of oil to the cylinders for each engine revolution. Mainly for plants with controllable pitch propeller, the lubricators can, alternatively, be fitted with a system which controls the dosage in proportion to the mean effective pressure (mep), option: 4 42 113.
The speed dependent as well as the mep dependent lubricator can be equipped with a Load Change Dependent system option: 4 42 120, such that the cylinder feed oil rate is automatically increased during starting, manoeuvring and, preferably, during sudden load changes, see Fig. 6.04.07. The signal for the load change dependent system comes from the electronic governor.
442 066 025
198 28 53
6.04.05
MAN B&W Diesel A/S

Type: 9F010 For alarm for low level and no flow
Low level switch A opens at low level Low flow switch B closes at zero flow in one ball control glass. Fig 6.04.06a: Electrical diagram, mechanical cylinder lubricator Type: 9F001 For alarm for low level and alarm and slow down for no flow Required by: ABS, GL, RINa, RS and recommended by IACS
178 10 83-1.1
Both diagrams show the system in the following condition: Electrical power ON Stopped engine: no flow, oil level high
178 36 47-5.1
Fig 6.04.06b: El. diagram, mechanical cylinder lubricator Electrical C: 4L60MC-C: 1 lubricators, 24 glasses of 5L60MC-C: 2 lubricators, 15 glasses of 6L60MC-C: 2 lubricators, 18 glasses of 7L60MC-C: 2 lubricators, 21 glasses of 8L60MC-C: 2 lubricators, 24 glasses of All cables and cable connections to be yards supply. 1 x 125 watt 2 x 75 watt 2 x 100 watt 2 x 100 watt 2 x 125 watt Power supply according to ships monophase 110 V or 220 V. Heater ensures oil temperature of approximately 40-50 oC.
178 43 84-3.0
442 066 025
198 28 53
6.04.06
MAN B&W Diesel A/S
178 45 03-1.0
Fig. 6.04.07: Load change dependent mechanical lubricator
442 066 025
198 28 53
6.04.07
MAN B&W Diesel A/S
6.05 Stuffing Box Drain Oil System

For engines running on heavy fuel, it is important that the oil drained from the piston rod stuffing boxes is not led directly into the system oil, as the oil drained from the stuffing box is mixed with sludge from the scavenge air space. The performance of the piston rod stuffing box on the MC engines has proved to be very efficient, primarily because the hardened piston rod allows a higher scraper ring pressure. The amount of drain oil from the stuffing boxes is about 5 - 10 litres/24 hours per cylinder during normal service. In the running-in period, it can be higher. We therefore consider the piston rod stuffing box drain oil cleaning system as an option, and recommend that this relatively small amount of drain oil is either mixed with the fuel oil in the fuel oil settling tank before centrifuging and subsequently burnt in the engine Fig. 6.05.01a or that it is burnt in the incinerator. If the drain oil is to be re-used as lubricating oil Fig. 6.05.01b, it will be necessary to install the stuffing box drain oil cleaning system described below. As an alternative to the tank arrangement shown, the drain tank (001) can, if required, be designed as a bottom tank, and the circulating tank (002) can be installed at a suitable place in the engine room.
178 46 17-0.0
Fig. 6.05.01a: Stuffing box drain oil system

178 17 14-7.0
Fig. 6.05.01b: Optional cleaning system of piston rod, stuffing box drain oil
443 600 025
198 28 54
6.05.01
MAN B&W Diesel A/S
Minimum capacity of tanks No. of cylinders C.J.C. Filter Tank 001 m3 48 1 x HDU 427/54 0.6 Tank 002 m3 0.7
Capacity of pump 4 43 640 at 2 bar m3/h 0.2

178 38 28-5.1
Fig. 6.05.02: Capacities of cleaning system, stuffing box drain
Piston rod lub oil pump and filter unit The filter unit consisting of a pump and a finefilter (option: 4 43 640) could be of make C.C. Jensen A/S, Denmark. The fine filter cartridge is made of cellulose fibres and will retain small carbon particles etc. with relatively low density, which are not removed by centrifuging. Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02 Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 bar Filtration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mm Working temperature . . . . . . . . . . . . . . . . . . . 50 C Oil viscosity at working temperature . . . . . . 75 cSt Pressure drop at clean filter . . . . maximum 0.6 bar Filter cartridge . . . maximum pressure drop 1.8 bar The relevant piping arranged on the engine is shown in Fig. 6.05.03: Stuffing box, drain pipes.
No. of cylinders 48
3 x 440 volts 60 Hz PR 0.2 6
3 x 380 volts 50 Hz PR 0.2 5

178 38 29-7.1
Fig. 6.05.04: Types of piston rod units
The letters refer to List of flanges The piping is delivered with and fitted onto the engine Fig. 6.05.03: Stuffing box, drain pipes
178 30 86-6.0
443 600 025
198 28 54
6.05.02
MAN B&W Diesel A/S

A modular unit is available for this system, option: 4 43 610. See Fig. 6.05.05 Piston rod unit, MAN B&W/C.C. Jensen. The modular unit consists of a drain tank, a circulating tank with a heating coil, a pump and a fine filter, and also includes wiring, piping, valves and instruments. The piston rod unit is tested and ready to be connected to the supply connections on board.
178 30 89-1.0
Designation of piston rod units PR 0.2 6 5 = 50 Hz, 3 x 380 Volts 6 = 60 Hz, 3 x 440 Volts Pump capacity in m3/h Piston rod unit
178 30 87-8.0
Fig. 6.05.05: Piston rod unit, MAN B&W/C.C. Jensen, option: 4 43 610
443 600 025
198 28 54
6.05.03
MAN B&W Diesel A/S
6.06 Cooling Water Systems

The water cooling can be arranged in several configurations, the most common system choice being: A seawater cooling system and a jacket cooling water system A central cooling water system, with three circuits: a seawater system a low temperature freshwater system a jacket cooling water system Central cooling system The advantages of the central cooling system are: Only one heat exchanger cooled by seawater, and thus, only one exchanger to be overhauled All other heat exchangers are freshwater cooled and can, therefore, be made of a less expensive material Few non-corrosive pipes to be installed Seawater cooling system The advantages of the seawater cooling system are mainly related to first cost, viz: Only two sets of cooling water pumps (seawater and jacket water) whereas the disadvantages are: Simple installation with few piping systems. Three sets of cooling water pumps (seawater, freshwater low temperature, and jacket water high temperature) Whereas the disadvantages are: Higher first cost. Seawater to all coolers and thereby higher maintenance cost Expensive seawater piping of non-corrosive materials such as galvanised steel pipes or Cu-Ni pipes. An arrangement common for the main engine and MAN B&W Holeby auxiliary engines is shown in Figs. 6.06.01. and 6.06.02. Reduced maintenance of coolers and components Increased heat utilisation.
For further information about common cooling water system for main engines and auxiliary engines please refer to our publication: P.281: Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxiliary Engine The publication is also available at the Internet address: www.manbw.dk under Libraries, from where it can be downloaded.
445 600 025
198 28 56
6.06.01
MAN B&W Diesel A/S

178 17 23-1.0
Fig. 6.06.01: Seawater cooling system
Seawater Cooling System

The seawater cooling system is used for cooling, the main engine lubricating oil cooler (4 40 605), the jacket water cooler (4 46 620) and the scavenge air cooler (4 54 150). The lubricating oil cooler for a PTO step-up gear should be connected in parallel with the other coolers. The capacity of the SW pump (4 45 601) is based on the outlet temperature of the SW being maximum 50 C after passing through the coolers with an inlet temperature of maximum 32 C (tropical conditions), i.e. a maximum temperature increase of 18 C. The valves located in the system fitted to adjust the distribution of cooling water flow are to be provided with graduated scales. The inter-related positioning of the coolers in the system serves to achieve: The lowest possible cooling water inlet temperature to the lubricating oil cooler in order to obtain the cheapest cooler. On the other hand, in order to prevent the lubricating oil from stiffening in cold services, the inlet cooling water temperature should not be lower than 10 C The lowest possible cooling water inlet temperature to the scavenge air cooler, in order to keep the fuel oil consumption as low as possible. The piping delivered with and fitted onto the engine is, for your guidance shown on Fig. 6.06.02
445 600 025
198 28 56
6.06.02
MAN B&W Diesel A/S
178 43 85-5.1
Fig. 6.06.02: Cooling water pipes, air cooler, one turbocharger
Components for seawater system

Seawater cooling pump (4 45 601) The pumps are to be of the centrifugal type. Seawater flow. . . . . . . . . . . see List of capacities Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar Test pressure . . . . . . . . . . . according to class rule Working temperature . . . . . . . . . . maximum 50 C The capacity must be fulfilled with a tolerance of between 0% to +10% and covers the cooling of the main engine only.
The heat dissipation and the SW flow are based on an MCR output at tropical conditions, i.e. SW temperature of 32 C and an ambient air temperature of 45 C.
Scavenge air cooler (4 54 150) The scavenge air cooler is an integrated part of the main engine. Heat dissipation . . . . . . . . . see List of capacities Seawater flow . . . . . . . . . . see List of capacities Seawater temperature, for SW cooling inlet, max. . . . . . . . . . . . . . . 32 C Pressure drop on cooling water side . . . . . between 0.1 and 0.5 bar The heat dissipation and the SW flow are based on an MCR output at tropical conditions, i.e. SW temperature of 32 C and an ambient air temperature of 45 C.
Lube oil cooler (4 40 605) See chapter 6.03 Uni-Lubricating oil system.
Jacket water cooler (4 46 620) The cooler is to be of the shell and tube or plate heat exchanger type, made of seawater resistant material. Heat dissipation. . . . . . . . . see List of capacities Jacket water flow . . . . . . . see List of capacities Jacket water temperature, inlet. . . . . . . . . . . 80 C Pressure drop on jacket water side . . . . . . . . . . maximum 0.2 bar Seawater flow. . . . . . . . . . . see List of capacities Seawater temperature, inlet . . . . . . . . . . . . . 38 C Pressure drop on SW side . . . . . maximum 0.2 bar
Seawater thermostatic valve (4 45 610) The temperature control valve is a three-way valve which can recirculate all or part of the SW to the pumps suction side. The sensor is to be located at the seawater inlet to the lubricating oil cooler, and the temperature level must be a minimum of +10 C. Seawater flow. . . . . . . . . . . see List of capacities Temperature range, adjustable within . . . . . . . . . . . . . . . . +5 to +32 C
445 600 025
198 28 56
6.06.03
MAN B&W Diesel A/S
178 17 51-7.1
Fig. 6.06.03: Jacket cooling water system
Jacket Cooling Water System

The jacket cooling water system, shown in Fig. 6.06.03, is used for cooling the cylinder liners, cylinder covers and exhaust valves of the main engine and heating of the fuel oil drain pipes. The jacket water pump draws water from the jacket water cooler outlet and delivers it to the engine. At the inlet to the jacket water cooler there is a thermostatically controlled regulating valve, with a sensor at the engine cooling water outlet, which keeps the main engine cooling water outlet at a temperature of 80 C. The engine jacket water must be carefully treated, maintained and monitored so as to avoid corrosion, corrosion fatigue, cavitation and scale formation. It is recommended to install a preheater if preheating is not available from the auxiliary engines jacket cooling water system.
The venting pipe in the expansion tank should end just below the lowest water level, and the expansion tank must be located at least 5 m above the engine cooling water outlet pipe. MAN B&Ws recommendations about the freshwater system de-greasing, descaling and treatment by inhibitors are available on request. The freshwater generator, if installed, may be connected to the seawater system if the generator does not have a separate cooling water pump. The generator must be coupled in and out slowly over a period of at least 3 minutes. For external pipe connections, we prescribe the following maximum water velocities: Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
445 600 025
198 28 56
6.06.04
MAN B&W Diesel A/S
178 43 87-9.1
Fig. 6.06.04a: Jacket water cooling pipes MAN B&W turbocharger
178 43 88-0.1
Fig. 6.06.04b: Jacket water cooling pipes ABB turbocharger
178 43 89-2.1
Fig. 6.06.04c: Jacket water cooling pipes MHI turbocharger
445 600 025
198 28 56
6.06.05
MAN B&W Diesel A/S

The sensor is to be located at the outlet from the main engine, and the temperature level must be adjustable in the range of 70-90 C.
Components for jacket water system

Jacket water cooling pump The pumps are to be of the centrifugal type. Jacket water flow . . . . . . . . see List of capacities Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 bar Delivery pressure. . . . . . . . . . depends on position of expansion tank Test pressure . . . . . . . . . . . according to class rule Working temperature, . normal 80 C, max. 100 C
Jacket water preheater When a preheater see Fig. 6.06.03 is installed in the jacket cooling water system, its water flow, and thus the preheater pump capacity (4 46 625), should be about 10% of the jacket water main pump capacity. Based on experience, it is recommended that the pressure drop across the preheater should be approx. 0.2 bar. The preheater pump and main pump should be electrically interlocked to avoid the risk of simultaneous operation. The preheater capacity depends on the required preheating time and the required temperature increase of the engine jacket water. The temperature and time relationships are shown in Fig. 6.06.05. In general, a temperature increase of about 35 C (from 15 C to 50 C) is required, and a preheating time of 12 hours requires a preheater capacity of about 1% of the engine`s nominal MCR power.
The capacity must be met at a tolerance of 0% to +10%. The stated capacities cover the main engine only. The pump head of the pumps is to be determined based on the total actual pressure drop across the cooling water system.
Freshwater generator If a generator is installed in the ship for production of freshwater by utilising the heat in the jacket water cooling system it should be noted that the actual available heat in the jacket water system is lower than indicated by the heat dissipation figures given in the List of capacities. This is because the latter figures are used for dimensioning the jacket water cooler and hence incorporate a safety margin which can be needed when the engine is operating under conditions such as, e.g. overload. Normally, this margin is 10% at nominal MCR. The calculation of the heat actually available at specified MCR for a derated diesel engine is stated in chapter 6.01 List of capacities.
De-aerating tank Design and dimensions are shown on Fig. 6.06.06 De-aerating tank and the corresponding alarm device (4 46 645) is shown on Fig. 6.06.07 De-aerating tank, alarm device.
Expansion tank The total expansion tank volume has to be approximate 10% of the total jacket cooling water amount in the system. As a guideline, the volume of the expansion tanks for main engine output are: Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3 Above 15,000 kW. . . . . . . . . . . . . . . . . . . . 1.25 m3
Jacket water thermostatic valve (4 46 610) The temperature control system can be equipped with a three-way valve mounted as a diverting valve, which by-pass all or part of the jacket water around the jacket water cooler.
445 600 025
198 28 56
6.06.06
MAN B&W Diesel A/S
Fresh water treatment

The MAN B&W Diesel recommendations for treatment of the jacket water/freshwater are available on request.
Temperature at start of engine

In order to protect the engine, some minimum temperature restrictions have to be considered before starting the engine and, in order to avoid corrosive attacks on the cylinder liners during starting. Normal start of engine Normally, a minimum engine jacket water temperature of 50 C is recommended before the engine is started and run up gradually to 90% of specified MCR speed. For running between 90% and 100% of specified MCR speed, it is recommended that the load be increased slowly i.e. over a period of 30 minutes.
178 16 63-1.0
Start of cold engine In exceptional circumstances where it is not possible to comply with the abovementioned recommendation, a minimum of 20 C can be accepted before the engine is started and run up slowly to 90% of specified MCR speed. However, before exceeding 90% specified MCR speed, a minimum engine temperature of 50 C should be obtained and, increased slowly i.e. over a period of least 30 minutes. The time period required for increasing the jacket water temperature from 20 C to 50 C will depend on the amount of water in the jacket cooling water system, and the engine load. Note: The considerations above are based on the assumption that the engine has already been well run-in.
Fig. 6.06.05: Jacket water preheater
Preheating of diesel engine

Preheating during standstill periods During short stays in port (i.e. less than 4-5 days), it is recommended that the engine is kept preheated, the purpose being to prevent temperature variation in the engine structure and corresponding variation in thermal expansions and possible leakages. The jacket cooling water outlet temperature should be kept as high as possible and should before starting-up be increased to at least 50 C, either by means of cooling water from the auxiliary engines, or by means of a built-in preheater in the jacket cooling water system, or a combination.
445 600 025
198 28 56
6.06.07
MAN B&W Diesel A/S
Dimensions in mm Tank size Max. J.W. capacity Max. nominal bore A B C D E F G H I J K ND: Nominal diameter Working pressure is according to actual piping arrangement.
178 06 27-9.1
0.05 m3 120 m3/h 125 600 125 5 150 300 910 250 300 320 ND 50 ND 32
0.16 m3 300 m3/h 200 800 210 5 150 500 1195 350 500 520 ND 80 ND 50
In order not to impede the rotation of water, the pipe connection must end flush with the tank, so that no internal edges are protruding.
178 31 20-2.1
Fig. 6.06.06: Deaerating tank, option: 4 46 640
Fig. 6.06.08: Deaerating tank, alarm device, option: 4 46 645
178 07 37-0.1
445 600 025
198 28 56
6.06.08
MAN B&W Diesel A/S 6.07 Central Cooling Water System
Letters refer to List of flanges Fig. 6.07.01: Central cooling system

178 17 21-8.1
The central cooling water system is characterised by having only one heat exchanger cooled by seawater, and by the other coolers, including the jacket water cooler, being cooled by the freshwater low temperature (FW-LT) system. In order to prevent too high a scavenge air temperature, the cooling water design temperature in the FW-LT system is normally 36 C, corresponding to a maximum seawater temperature of 32 C. Our recommendation of keeping the cooling water inlet temperature to the main engine scavenge air cooler as low as possible also applies to the central cooling system. This means that the temperature control valve in the FW-LT circuit is to be set to minimum 10 C, whereby the temperature follows the
outboard seawater temperature when this exceeds 10 C. For further information about common cooling water system for main engines and MAN B&W Holeby auxiliary engines please refer to our publication: P.281: Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines This publication, is also available at the Internet address: www.manbw.dk under Libraries, from where it can be downloaded.
445 650 002
198 28 57
6.07.01
MAN B&W Diesel A/S

For external pipe connections, we prescribe the following maximum water velocities: Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

SW temperature of 32 C and an ambient air temperature of 45 C. Overload running at tropical conditions will slightly increase the temperature level in the cooling system, and will also slightly influence the engine performance.
Components for seawater system

Central cooling water pumps, low temperature (4 45 651) Seawater cooling pumps (4 45 601) The pumps are to be of the centrifugal type. The pumps are to be of the centrifugal type. Seawater flow . . . . . . . . . . see List of capacities Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar Test pressure . . . . . . . . . . according to class rules Working temperature, normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 C Working temperature . . . . . . . . . . maximum 50 C The capacity is to be within a tolerance of 0% +10%. The differential pressure of the pumps is to be determined on the basis of the total actual pressure drop across the cooling water system. The flow capacity is to be within a tolerance of 0% +10%. The list of capacities covers the main engine only. The differential pressure provided by the pumps is to be determined on the basis of the total actual pressure drop across the cooling water system. Freshwater flow . . . . . . . . see List of capacities Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar Delivery pressure. . . . . . . . depends on location of expansion tank Test pressure . . . . . . . . . . according to class rules Working temperature, normal . . . . . . . . . . . . . . . . . . approximately 80 C maximum 90 C
Central cooler (4 45 670) The cooler is to be of the shell and tube or plate heat exchanger type, made of seawater resistant material. Heat dissipation . . . . . . . . see List of capacities Central cooling water flow see List of capacities Central cooling water temperature, outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C Pressure drop on central cooling side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar Seawater flow . . . . . . . . . . see List of capacities Seawater temperature, inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C Pressure drop on SW side . . . . . maximum 0.2 bar The pressure drop may be larger, depending on the actual cooler design. The heat dissipation and the SW flow figures are based on MCR output at tropical conditions, i.e. a
Central cooling water thermostatic valve (4 45 660) The low temperature cooling system is to be equipped with a three-way valve, mounted as a mixing valve, which by-passes all or part of the fresh water around the central cooler. The sensor is to be located at the outlet pipe from the thermostatic valve and is set so as to keep a temperature level of minimum 10 C.
445 650 002
198 28 57
6.07.02
MAN B&W Diesel A/S

Jacket water cooler (4 46 620) Due to the central cooler the cooling water inlet temperature is about 4C higher for for this system compared to the seawater cooling system. The input data are therefore different for the scavenge air cooler, the lube oil cooler and the jacket water cooler. The heat dissipation and the FW-LT flow figures are based on an MCR output at tropical conditions, i.e. a maximum SW temperature of 32 C and an ambient air temperature of 45 C. The cooler is to be of the shell and tube or plate heat exchanger type. Heat dissipation . . . . . . . . see List of capacities Jacket water flow . . . . . . . see List of capacities Jacket water temperature, inlet. . . . . . . . . . . 80 C Pressure drop on jacket water side . max. 0.2 bar FW-LT flow . . . . . . . . . . . . see List of capacities FW-LT temperature, inlet . . . . . . . . . approx. 42 C Pressure drop on FW-LT side . . . . . . max. 0.2 bar The other data for the jacket cooling water system can be found in section 6.06.
Scavenge air cooler (4 54 150) The scavenge air cooler is an integrated part of the main engine. Heat dissipation . . . . . . . . see List of capacities FW-LT water flow . . . . . . . see List of capacities FW-LT water temperature, inlet . . . . . . . . . . 36 C Pressure drop on FW-LT water side . . . . . . . . . . . . . . . . . . . approx. 0.5 bar
Lubricating oil cooler (4 40 605) See Lubricating oil system.
445 650 002
198 28 57
6.07.03
MAN B&W Diesel A/S 6.08 Starting and Control Air Systems
A: Valve A is supplied with the engine AP: Air inlet for dry cleaning of turbocharger The letters refer to List of flanges Fig. 6.08.01: Starting and control air systems
* The size of the pipe depends on the length
178 06 12-3.4
The starting air of 30 bar is supplied by the starting air compressors (4 50 602) in Fig. 6.08.01 to the starting air receivers (4 50 615) and from these to the main engine inlet A. Through a reducing station (4 50 665), compressed air at 7 bar is supplied to the engine as: Control air for manoeuvring system, and for exhaust valve air springs, through B Safety air for emergency stop through C
Through a reducing valve (4 50 675) is supplied compressed air at 10 bar to AP for turbocharger cleaning (soft blast) , and a minor volume used for the fuel valve testing unit.
Please note that the air consumption for control air, safety air, turbocharger cleaning, sealing oil for exhaust valve and for fuel valve testing unit are momentary requirments of the consumers. The capacities stated for the air receivers and compressors in the List of Capacities cover the main engine requirements and starting of the auxiliary engines.
450 600 025
198 28 58
6.08.01
MAN B&W Diesel A/S
The letters refer to List of flanges The position numbers refer to List of instruments The piping is delivered with and fitted onto the engine
178 43 90-2.0
Fig. 6.08.02: Starting air pipes
The starting air pipes, Fig. 6.08.02, contains a main starting valve (a ball valve with actuator), a non-return valve, a starting air distributor and starting valves. The main starting valve is combined with the manoeuvring system, which controls the start of the engine. Slow turning before start of engine is an option: 4 50 140 and is recommended by MAN B&W Diesel, see chapter 6.11. The starting air distributor regulates the supply of control air to the starting valves in accordance with the correct firing sequence.
An arrangement common for main engine and MAN B&W Holeby auxiliary engines is available on request. For further information about common starting air system for main engines and auxiliary engines please refer to our publication: P. 281: Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines The publication is also available at the Internet address: www.manbw.dk under Libaries, from where it can be downloaded
450 600 025
198 28 58
6.08.02
MAN B&W Diesel A/S
178 43 91-4.2
The pos. numbers refer to List of instruments The piping is delivered with and fitted onto the engine
Fig. 6.08.03: Air spring and sealing oil pipes for exhaust valves
The exhaust valve is opened hydraulically, and the closing force is provided by a pneumatic spring which leaves the valve spindle free to rotate. The compressed air is taken from the manoeuvring air system.
The sealing oil for the exhaust valve spindle comes from the manoeuvring system, and is activated by the control air pressure, see Fig. 6.08.03.
450 600 025
198 28 58
6.08.03
MAN B&W Diesel A/S

Components for starting air system
Starting air compressors (4 50 602) The starting air compressors are to be of the water-cooled, two-stage type with intercooling. More than two compressors may be installed to supply the capacity stated. Air intake quantity: Reversible engine, for 12 starts: . . . . . . . . . . . see List of capacities Non-reversible engine, for 6 starts: . . . . . . . . . . . . see List of capacities Delivery pressure. . . . . . . . . . . . . . . . . . . . . 30 bar

Reducing valve (4 50 675) Reduction from . . . . . . . . . . . . . . . 30 bar to 7 bar (Tolerance -10% +10%) Capacity: 2600 Normal litres/min of free air . . . . . 0.043 m3/s The piping delivered with and fitted onto the main engine is, for your guidance, shown on: Starting air pipes Air spring pipes, exhaust valves
Turning gear The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The turning wheel is driven by a pinion on the terminal shaft of the turning gear, which is mounted on the bedplate. Engagement and disengagement of the turning gear is effected by axial movement of the pinion. The turning gear is driven by an electric motor with a built-in gear and brake. The size of the electric motor is stated in Fig. 6.08.04. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged.
Starting air receivers (4 50 615) The starting air receivers shall be provided with man holes and flanges for pipe connections. The volume of the two receivers is: Reversible engine, for 12 starts: . . . . . . . . . . see List of capacities Non-reversible engine, for 6 starts: . . . . . . . . . . . . see List of capacities Working pressure . . . . . . . . . . . . . . . . . . . . 30 bar Test pressure . . . . . . . . . . according to class rule
* The volume stated is at 25 C and 1,000 m bar
Reducing station (4 50 665) Reduction . . . . . . . . . . . . . . . . from 30 bar to 7 bar (Tolerance -10% +10%) Capacity: 2100 Normal litres/min of free air . . . . . 0.035 m3/s Filter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 mm
450 600 025
198 28 58
6.08.04
MAN B&W Diesel A/S
Electric motor 3 x 440 V 60 Hz Brake power supply 220 V 60 Hz Current No. of cylinders 4-8 Power kW 3.0 Start Amp. 31.1 Normal Amp. 6.5
Electric motor 3 x 380 V 50 Hz Brake power supply 220 V 50 Hz Current No. of cylinders 4-8 Power kW 3.0 Start Amp. 36.0 Normal Amp. 7.5
178 43 93-8.0
178 31 30-9.0
Fig. 6.08.05: Electric motor for turning gear
450 600 025
198 28 58
6.08.05
MAN B&W Diesel A/S 6.09 Scavenge Air System
178 07 27-4.1
Fig. 6.09.01a: Scavenge air system
The engine is supplied with scavenge air from one or two turbochargers, usually located on the exhaust side of the engine. However, if the engine is fitted with one turbocharger, this can be located on the aft end of the engine, option: 4 59 124. The compressor of the turbocharger sucks air from the engine room, through an air filter, and the compressed air is cooled by the scavenge air cooler, one per turbocharger. The scavenge air cooler is provided with a water mist catcher, which prevents condensate water from being carried with the air into the scavenge air receiver and to the combustion chamber.
The scavenge air system (see Figs. 6.09.01 and 6.09.02) is an integrated part of the main engine. The engine power figures and the data in the list of capacities are based on MCR at tropical conditions, i.e. a SW temperature of 32 C, or a FW temperature of 36 C, and an ambient air intake temperature of 45 C.
455 600 025
198 28 59
6.09.01
MAN B&W Diesel A/S

Auxiliary Blowers
The engine is provided with two electrically driven auxiliary blowers. Between the scavenge air cooler and the scavenge air receiver, non-return valves are fitted which close automatically when the auxiliary blowers start supplying the scavenge air, see Fig. 6.09.01b. Both auxiliary blowers start operating consecutively before the engine is started and will ensure complete scavenging of the cylinders in the starting phase, thus providing the best conditions for a safe start. During operation of the engine, the auxiliary blowers will start automatically whenever the engine load is reduced to about 30-40%, and will continue operating until the load again exceeds approximately 40-50%.

Control of the two auxiliary blowers The auxiliary blowers are fitted onto the main engine. The control system for the auxiliary blowers is integrated in the Engine Control System. The starters are not included, they can be ordered as option: 4 55 653. The data for the scavenge air cooler is specified in the description of the cooling water system chosen. For further information, please refer to our publication: P.311: Influence of Ambient Temperature Conditions on Main Engine Operation This publication is available at the Internet address: www.manbw.dk under Libraries, from where it can be downloaded.
Emergency running If one of the auxiliary blowers is out of function, the other auxiliary blower will function in the system, without any manual adjustment of the valves being necessary.
________ Running with auxiliary blower Fig. 6.09.01b: Scavenge air system
---------- Running with turbocharger

178 44 70-5.1
455 600 025
198 28 59
6.09.02
MAN B&W Diesel A/S
The letters refer to list of flanges The position numbers refer to List of instruments
178 38 55-9.0
Fig. 6.09.02a: Scavenge air pipes, for engine with one turbocharger exhaust side, make MAN B&W
The letters refer to List of flanges The position numbers refer to List of instruments
178 38 56-0.0
Fig. 6.09.02b: Scavenge air pipes, for engine with one turbocharger on exhaust side, make ABB or MHI Dimensions of control panel for Electric motor size two auxiliary blowers 3 x 440 V 60 Hz 3 x 380 V 50 Hz W mm 300 300 H mm 460 460 D mm 150 150 W mm 400 600 H mm 600 600 D mm 300 350 100 W 250 W
178 31 43-0.0
Dimensions of electric panel
Maximum stand-by heating element
18 - 80 A 18 - 80 A 11 - 45 kW 9 - 40 kW 63 - 250 A 80 - 250 A 67 - 155 kW 40 - 132 kW
Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650
455 600 025
198 28 59
6.09.03
MAN B&W Diesel A/S
PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar
178 22 95-7.0
Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650
455 600 025
198 28 59
6.09.04
MAN B&W Diesel A/S
Number of Engine output Nominal Ampere cylinders kW Two auxiliary blowers 4 5 6 7 8 8920 11150 13380 15670 17840 153 192 230 269 307
Nominal Ampere Three aux. blowers
Start Amp./motor Two aux. blowers 503 629 754 880 1006
Start Amp./motor Three aux. blowers
The specified data are for guidance only.
Enclosure IP44 Insulation class: minimum B Speed of fan: about 2940 and 3540 r/min for 60Hz respectively The electric motors are delivered with and fitted onto the engine Missing data are available on request
178 22 63-4.0
Fig 6.09.04: Electric motor for auxiliary blower
455 600 025
198 28 59
6.09.05
MAN B&W Diesel A/S

Air cooler cleaning
The air side of the scavenge air cooler can be cleaned by injecting a grease dissolvent through AK (see Figs. 6.09.05 and 6.09.06) to a spray pipe arrangement fitted to the air chamber above the air cooler element. Sludge is drained through AL to the bilge tank, and the polluted grease dissolvent returns from AM, through a filter, to the chemical cleaning tank. The cleaning must be carried out while the engine is at standstill.
Drain from water mist catcher The drain line for the air cooler system is, during running, used as a permanent drain from the air cooler water mist catcher. The water is led though an orifice to prevent major losses of scavenge air. The system is equipped with a drain box, where a level switch LSA 434 is mounted, indicating any excessive water level, see Fig. 6.09.05.
178 44 68-3.0
The letters refer to List of flanges The piping is delivered with and fitted onto the engine
Fig. 6.09.05: Air cooler cleaning pipes
Number of cylinders Chemical tank capacity Circulating pump capacity at 3 bar d: Nominal diameter
4-5 0.3 m3
6-8 0.6 m3
1 m3/h 50 mm
2 m3/h 50 mm
178 44 10-7.0
* To suit the chemical requirement
The letters refer to List of flanges Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655
178 06 15-9.1
455 600 025
198 28 59
6.09.06
MAN B&W Diesel A/S
178 0616-0.1
No. of cylinders 4-6 7-9 The letters refer to List of flanges
Capacity of drain tank 0.4 m3 0.7 m3

178 38 61-8.0
Fig. 6.09.07: Scavenge box drain system
455 600 025
198 28 59
6.09.07
MAN B&W Diesel A/S
The letters refer to List of flanges The piping is delivered with and fitted onto the engine Fig. 6.09.08a: Scavenge air space, drain pipes for engines with turbocharger on exhaust side
178 44 06-1.0
The letters refer to List of flanges The piping is delivered with and fitted onto the engine Fig. 6.09.08b: Scavenge air space, drain pipes, for engines with turbocharger aft, option: 4 59 124
178 44 69-5.0
455 600 025
198 28 59
6.09.08
MAN B&W Diesel A/S

Fire Extinguishing System for Scavenge Air Space
Fire in the scavenge air space can be extinguished by steam, being the standard version, or, optionally, by water mist or CO2. The alternative external systems are shown in Fig. 6.09.10: Fire extinguishing system for scavenge air space standard: 4 55 140 Steam or option: 4 55 142 Water mist or option: 4 55 143 CO2 The corresponding internal systems fitted on the engine are shown in Figs. 6.09.10a and 6.09.10b: Fire extinguishing in scavenge air space (steam) Fire extinguishing in scavenge air space (water mist) Fire extinguishing in scavenge air space (CO2) Steam pressure: 3-10 bar Steam approx.: 3.2 kg/cyl. Freshwater pressure: min. 3.5 bar Freshwater approx.: 2.6 kg/cyl.
178 06 17-2.0
Fig. 6.09.09 Fire extinguishing system for scavenge air space
CO2 test pressure: 150 bar CO2 approx.: 6.5 kg/cyl.
The letters refer to List of flanges The piping is delivered with and fitted onto the engine
178 38 65-5.0 178 38 66-7.0
Fig. 6.09.10a: Fire extinguishing pipes in scavenge air space CO2, option: 4 55 143
Fig. 6.09.10b: Fire extinguishing pipes in scavenge air space steam: 4 55 140, water mist, option: 4 55 142
455 600 025
198 28 59
6.09.09
MAN B&W Diesel A/S
6.10 Exhaust Gas System
178 07 27-4.1
Fig. 6.10.01: Exhaust gas system on engine
Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the exhaust gas receiver where the fluctuating pressures from the cylinders are equalised and from where the gas is led further on to the turbocharger at a constant pressure, see Fig.6.10.01. Compensators are fitted between the exhaust valve housings and the exhaust gas receiver and between the receiver and the turbocharger. A protective grating is placed between the exhaust gas receiver and the turbocharger. The turbocharger is fitted with a pick-up for monitoring and remote indication of the turbocharger speed. The exhaust gas receiver and the exhaust pipes are provided with insulation, covered by steel plating.
Turbocharger arrangement and cleaning systems The turbocharger is, in the basic design (4 59 122), arranged on the exhaust side of the engine but can, as an option: 4 59 124, be arranged on the aft end of the engine if only one turbocharger is applied. The engine is designed for the installation of the MAN B&W turbocharger type NA/TO (4 59 101), ABB turbocharger types TPL or VTR (4 59 102 or 4 59 102a), or MHI turbocharger type MET (4 59 103). All makes of turbochargers are fitted with an arrangement for water washing of the compressor side, and soft blast cleaning of the turbine side, see Figs. 6.10.03 and 6.10.04. Washing of the turbine side is only applicable on MAN B&W and ABB turbochargers.
460 600 025
198 28 60
6.10.01
MAN B&W Diesel A/S
178 38 70-2.0
Fig. 6.10.02: Exhaust gas pipes, with turbocharger aft, option: 4 59 124
178 44 28-8.0
1. Container for water The letters refer to List of flanges The piping is delivered with and fitted on the engine Fig. 6.10.03b: ABB turbocharger water washing of turbine and compressor side on VTR types
178 31 53-7.2
Fig. 6.10.03a: MAN B&W turbocharger, water washing of turbine and compressor side
460 600 025
198 28 60
6.10.02
MAN B&W Diesel A/S
1. Tray for solid granules 2. Container for granules 3. Container for water
178 31 52-5.0
Fig. 6.10.04a: Soft blast cleaning of turbine side and water washing of compressor side
178 44 31-1.1
Fig. 6.10.04b: Water washing of compressor side for ABB, TPL turbochargers
460 600 025
198 28 60
6.10.03
MAN B&W Diesel A/S

The exhaust piping system for the main engine comprises: Exhaust gas pipes Exhaust gas boiler Silencer Spark arrester Expansion joints (compensators) Pipe bracings.
Exhaust Gas System for main engine

At specified MCR (M), the total back-pressure in the exhaust gas system after the turbocharger indicated by the static pressure measured in the piping after the turbocharger must not exceed 350 mm WC (0.035 bar). In order to have a back-pressure margin for the final system, it is recommended at the design stage to initially use about 300 mm WC (0.030 bar). The actual back-pressure in the exhaust gas system at MCR depends on the gas velocity, i.e. it is proportional to the square of the exhaust gas velocity, and hence inversely proportional to the pipe diameter to the 4th power. It has by now become normal practice in order to avoid too much pressure loss in the pipings, to have an exhaust gas velocity of about 35 m/sec at specified MCR. For dimensioning of the external exhaust pipe connections, see the exhaust pipe diameters for 35 m/s and 50 m/s, respectively, shown in Fig. 6.10.11. As long as the total back-pressure of the exhaust gas system incorporating all resistance losses from pipes and components complies with the above-mentioned requirements, the pressure losses across each component may be chosen independently, see proposed measuring points (M) in Fig. 6.10.07. The general design guidelines for each component, described below, can be used for guidance purposes at the initial project stage.
In connection with dimensioning the exhaust gas piping system, the following parameters must be observed: Exhaust gas flow rate Exhaust gas temperature at turbocharger outlet Maximum pressure drop through exhaust gas system Maximum noise level at gas outlet to atmosphere Maximum force from exhaust piping on turbocharger(s) Sufficient axial and lateral elongation ability of expansion joints Utilisation of the heat energy of the exhaust gas. Items that are to be calculated or read from tables are: Exhaust gas mass flow rate, temperature and maximum back pressure at turbocharger gas outlet Diameter of exhaust gas pipes Utilising the exhaust gas energy Attenuation of noise from the exhaust pipe outlet Pressure drop across the exhaust gas system Expansion joints.
Exhaust gas piping system for main engine The exhaust gas piping system conveys the gas from the outlet of the turbocharger(s) to the atmosphere. The exhaust piping is shown schematically in Fig. 6.10.05.
460 600 025
198 28 60
6.10.04
MAN B&W Diesel A/S
178 42 78-3.1
178 33 46-7.2
Fig. 6.10.05a: Exhaust gas system, turbocharger aft
Fig. 6.10.05b: Exhaust gas system, turbocharger on exhaust side
Exhaust gas compensator after turbocharger When dimensioning the compensator, option: 4 60 610 for the expansion joint on the turbocharger gas outlet transition pipe, option: 4 60 601, the exhaust gas pipe and components, are to be so arranged that the thermal expansions are absorbed by expansion joints. The heat expansion of the pipes and the components is to be calculated based on a temperature increase from 20 C to 250 C. The vertical and horizontal heat expansion of the engine measured at the top of the exhaust gas transition piece of the turbocharger outlet are indicated in Figs. 6.10.08 and 6.10.09 as DA and DR. The movements stated are related to the engine seating. The figures indicate the axial and the lateral movements related to the orientation of the expansion joints. The expansion joints are to be chosen with an elasticity that limits the forces and the moments of the exhaust gas outlet flange of the turbocharger as stated for each of the turbocharger makers in Fig. 6.10.10. These show the orientation of the maximum allowable forces and moments on the gas outlet flange of the turbocharger.
Exhaust gas boiler Engine plants are usually designed for utilisation of the heat energy of the exhaust gas for steam production or for heating the a thermal oil system. The exhaust gas passes an exhaust gas boiler which is usually placed near the engine top or in the funnel. It should be noted that the exhaust gas temperature and flow rate are influenced by the ambient conditions, for which reason this should be considered when the exhaust gas boiler is planned. At specified MCR, the maximum recommended pressure loss across the exhaust gas boiler is normally 150 mm WC. This pressure loss depends on the pressure losses in the rest of the system as mentioned above. Therefore, if an exhaust gas silencer/spark arrester is not installed, the acceptable pressure loss across the boiler may be somewhat higher than the max. of 150 mm WC, whereas, if an exhaust gas silencer/spark arrester is installed, it may be necessary to reduce the maximum pressure loss.
460 600 025
198 28 60
6.10.05
MAN B&W Diesel A/S

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

For each doubling of the distance, the noise level will be reduced by about 6 dB (far-field law). When the noise level at the exhaust gas outlet to the atmosphere needs to be silenced, a silencer can be placed in the exhaust gas piping system after the exhaust gas boiler. The exhaust gas silencer is usually of the absorption type and is dimensioned for a gas velocity of approximately 35 m/s through the central tube of the silencer. An exhaust gas silencer can be designed based on the required damping of noise from the exhaust gas given on the graph. In the event that an exhaust gas silencer is required this depends on the actual noise level requirement on the bridge wing, which is normally maximum 60-70 dB(A) a simple flow silencer of the absorption type is recommended. Depending on the manufacturer, this type of silencer normally has a pressure loss of around 20 mm WC at specified MCR.
Exhaust gas silencer The typical octave band sound pressure levels from the diesel engines exhaust gas system at a distance of one meter from the top of the exhaust gas uptake are shown in Fig. 6.10.06. The need for an exhaust gas silencer can be decided based on the requirement of a maximum noise level at a certain place. The exhaust gas noise data is valid for an exhaust gas system without boiler and silencer, etc. The noise level is at nominal MCR at a distance of one metre from the exhaust gas pipe outlet edge at an angle of 30 to the gas flow direction.
178 22 69-5.0
Fig. 6.10.06: ISOs NR curves and typical sound pressure levels from diesel engines exhaust gas system The noise levels at nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening at an angle of 30 degrees to the gas flow and valid for an exhaust gas system without boiler and silencer, etc.
460 600 025 198 28 60
6.10.06
MAN B&W Diesel A/S

Spark arrester To prevent sparks from the exhaust gas being spread over deck houses, a spark arrester can be fitted as the last component in the exhaust gas system. It should be noted that a spark arrester contributes with a considerable pressure drop, which is often a disadvantage. It is recommended that the combined pressure loss across the silencer and/or spark arrester should not be allowed to exceed 100 mm WC at specified MCR This depends, of course, on the pressure loss in the remaining part of the system, thus if no exhaust gas boiler is installed, 200mm WC could be possible. Exhaust gas data
M exhaust gas amount at specified MCR in kg/sec. T exhaust gas temperature at specified MCR in C Please note that the actual exhaust gas temperature is different before and after the boiler. The exhaust gas data valid after the turbocharger may be found in Section 6.01.
Mass density of exhaust gas ( ) 273 r @ 1. 293 x 273 + T x 1.015 in kg/m3 The factor 1.015 refers to the average back-pressure of 150 mm WC (0.015 bar) in the exhaust gas system.
Calculation of Exhaust Gas Back-Pressure

The exhaust gas back pressure after the turbocharger(s) depends on the total pressure drop in the exhaust gas piping system. The components, exhaust gas boiler, silencer, and spark arrester, if fitted, usually contribute with a major part of the dynamic pressure drop through the entire exhaust gas piping system. The components mentioned are to be specified so that the sum of the dynamic pressure drop through the different components should, if possible, approach 200 mm WC at an exhaust gas flow volume corresponding to the specified MCR at tropical ambient conditions. Then there will be a pressure drop of 100 mm WC for distribution among the remaining piping system. Fig. 6.10.07 shows some guidelines regarding resistance coefficients and back-pressure loss calculations which can be used, if the makers data for back-pressure is not available at early stage of the project. The pressure loss calculations have to be based on the actual exhaust gas amount and temperature valid for specified MCR. Some general formulas and definitions are given in the following.
Exhaust gas velocity (v) In a pipe with diameter D the exhaust gas velocity is: v= M 4 x x D2 in m/sec
Pressure losses in pipes ( p) For a pipe element, like a bend etc., with the resistance coefficient , the corresponding pressure loss is: p = x v 2 x 1 in mm WC 9 .81
where the expression after is the dynamic pressure of the flow in the pipe. The friction losses in the straight pipes may, as a guidance, be estimated as : 1 mm WC per 1 x diameter length whereas the positive influence of the up-draught in the vertical pipe is normally negligible.
460 600 025
198 28 60
6.10.07
MAN B&W Diesel A/S

Pressure losses across components (Dp) The pressure loss Dp across silencer, exhaust gas boiler, spark arrester, rain water trap, etc., to be measured/ stated as shown in Fig. 6.11.07 (at specified MCR) is normally given by the relevant manufacturer. Total back-pressure (DpM) The total back-pressure, measured/stated as the static pressure in the pipe after the turbocharger, is then: DpM = S Dp where Dp incorporates all pipe elements and components etc. as described:

At a given total pressure of the gas flow, the combination of dynamic and static pressure may change, depending on the actual gas velocity. The measurements, in principle, give an indication of the wall pressure, i.e., the static pressure of the gas flow. It is, therefore, very important that the back pressure measuring points are located on a straight part of the exhaust gas pipe, and at some distance from an obstruction, i.e. at a point where the gas flow, and thereby also the static pressure, is stable. The taking of measurements, for example, in a transition piece, may lead to an unreliable measurement of the static pressure. In consideration of the above, therefore, the total back pressure of the system has to be measured after the turbocharger in the circular pipe and not in the transition piece. The same considerations apply to the measuring points before and after the exhaust gas boiler, etc.
DpM has to be lower than 350 mm WC.

(At design stage it is recommended to use max. 300 mm WC in order to have some margin for fouling).
Measuring of Back Pressure

At any given position in the exhaust gas system, the total pressure of the flow can be divided into dynamic pressure (referring to the gas velocity) and static pressure (referring to the wall pressure, where the gas velocity is zero).
460 600 025
198 28 60
6.10.08
MAN B&W Diesel A/S
Change-over valves Change-over valve of type with constant cross section

za = 0.6 to 1.2 zb = 1.0 to 1.5 zc = 1.5 to 2.0
Pipe bends etc.
R=D R = 1.5D R = 2D
z = 0.28 z = 0.20 z = 0.17
Change-over valve of type with volume

za = zb = about 2.0
R=D R = 1.5D R = 2D
z = 0.16 z = 0.12 z = 0.11
z = 0.05
R=D R = 1.5D R = 2D
z = 0.45 z = 0.35 z = 0.30
z = 0.14
z = 1.00 Outlet from top of exhaust gas uptake
Inlet (from turbocharger)
z = 1.00
M: Measuring points
178 32 09-1.0 178 06 85-3.0
Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes
460 600 025
198 28 60
6.10.09
MAN B&W Diesel A/S
F1 M3 F3 D4 Expansion joint option: 4 60 610
M1 F2
D4
D0
0 DR
DA
Transition piece option: 4 60 601 The distances are given on External pipe connections
Centreline turbocharger
H1
178 09 39-5.0
Fig 6.10.08a: Exhaust pipe system, with turbocharger located on exhaust side of engine, 4 59 122
F1 D0 M1 F2 M3 F3 Fixed point Expansion joint option: 4 60 610 Transition piece, option: 4 60 601 DA DR H1
178 31 59-8.0
D0
Centreline turbocharger
178 34 24-6.0
Fig 6.10.08b: Exhaust pipe system, with turbocharger located on aft end of engine, option: 4 59 124
460 600 025
198 28 60
6.10.10
MAN B&W Diesel A/S
T/C type Cyl. No. MAN B&W NA 48 NA 57 NA70 ABB TPL 73 TPL 77 TPL 80 TPL 85 VTR 454 VTR 564 VTR 714 MHI MET53 MET66 MET71 MET83
DA 4-8 9.5 10.1 11.9 8.3 9.5 10.4 12.1 7.9 9.5 10.8 8.5 9.9 10.4 11.6
4 4.2 4.3 4.8 3.8 4.2 4.4 4.9 3.7 4.2 4.5 3.9 4.3 4.4 4.8
5 4.5 4.7 5.2 4.2 4.5 4.8 5.2 4.1 4.5 4.9 4.3 4.7 4.8 5.1
DR 6 4.9 5.1 5.6 4.6 4.9 5.2 5.6 4.5 4.9 5.3 4.6 5.0 5.1 5.5
7 5.3 5.4 5.9 4.9 5.3 5.5 6.0 4.8 5.3 5.6 5.0 5.4 5.5 5.9
8 5.6 5.8 6.3 5.3 5.6 5.9 6.3 5.2 5.7 6.0 5.4 5.8 5.9 6.2
198 98 98-2.0
Fig. 6.10.09: Movement at expansion joint based on the thermal expansion of the engine from ambient temperature to service
MAN B&W M1 Nm M3 Nm F1 N F2 N F3 N ABB M1 Nm M3 Nm F1 N F2 N F3 N MHI M1 Nm M3 Nm F1 N F2 N F3 N VTR454 3500 2300 5500 2700 1900
NA48 3600 2400 6000 6000 2400 VTR564 5000 3300 6700 3800 2800 VTR714 7200 4700 8000 5400 4000 MET66SE 6800 3400 9300 3200 3000
NA57 4300 3000 7000 7000 3000 TPL73 2200 1100 1000 2200 1500 MET71SE 7000 3500 9600 3300 3100 TPL77 3200 1600 1200 2600 1800
NA70 5300 3500 8800 8800 3500 TPL80 4400 2000 1300 3000 2000 MET83SE 9800 7900 11700 4100 3700
198 95 99-8.0
MET53SE 4900 2500 7300 2600 2300
Fig. 6.10.10: Maximum forces and moments permissible at the turbocharger's gas outlet flanges
460 600 025
198 28 60
6.10.11
MAN B&W Diesel A/S
Gas velocity
Exhaust pipe diameters D0 and H D4 mm D8 mm
35 m/s m3/s 9.9 11.6 13.5 15.5 17.6 19.9 22.3 24.8 27.5 30.3 33.3 36.4 39.6 46.5 53.9 61.9 70.4 kg/s 6.7 7.8 9.1 10.4 11.9 13.4 15.0 16.7 18.6 20.5 22.4 24.5 26.7 31.4 36.4 41.7 47.5 m3/s 14.1 16.6 19.2 22.1 25.1 28.4 31.8 35.4 39.3 43.3 47.5 51.9 56.5 66.4 77.0 88.4 100.5
50 m/s kg/s 9.5 11.2 13.0 14.9 17.0 19.1 21.5 23.9 26.5 29.2 32.1 35.1 38.2 44.8 51.9 59.6 67.9
mm 1 TC 600 650 700 750 800 850 900 950 1000 1050 1100 1150 1200 1300
mm 2 TC
600 650 500 550 550 600 650 650 700 750 800 800 850 900 1000 1050 1150 700 750 800 850 900 950 1000 1050 1100 1150 1200 1300 1400 1500 1600
700 800 850 900 950 1000 1100 1150 1200 1300 1300 1400 1400 1600 1700 1800 1900
178 44 33-5.1
Fig. 6.10.11: Minimum diameter of exhaust pipe for a standard installation based on an exhaust gas velocity of 35 m/s and 50 m/s
460 600 025
198 28 60
6.10.12
MAN B&W Diesel A/S
6.11 Manoeuvring System

Manoeuvring System on Engine
The basic diagram is applicable for reversible engines, i.e. those with fixed pitch propeller (FPP). The engine is, as standard, provided with a pneumatic/electronic manoeuvring system, see diagram Fig. 6.11.01, which also shows the options: 4 35 104 Variable Injection Timing fuel pumps 4 35 107 Fuel oil leakage from high pressure pipe, shut down per cylinder 4 35 132 Pneumatic lifting arrangement of fuel pump roller guide/cylinder 4 50 140 Slow turning before starting The lever on the Engine side manoeuvring console can be set to either Manual or Remote position. In the Manual position the engine is controlled from the engine side manoeuvring console by the push buttons START, STOP, and the AHEAD/ASTERN. The load is controlled by the Engine side speed setting handwheel, Figs. 6.11.01, 6.11.04 or 6.11.05. In the Remote position all signals to the engine are electronic, the START, STOP, AHEAD and ASTERN signals activate the solenoid valves EV684, EV682, EV683 and EV685, respectively, see Figs. 6.11.01 or 6.11.02 and the speed setting signal via the electronic governor and the actuator E672. The electrical signal comes from the remote control system, i.e. the Bridge Control (BC) console, or from the Engine Control Room (ECR) console. The engine side manoeuvring console is shown in Fig. 6.11.04. for reversible engine and in Fig. 6.11.05 for non-reversible engine. Slow turning The standard manoeuvring system does not feature slow turning before starting, but for Unattended Machinery Space (UMS) we strongly recommend the addition of the slow turning device shown in Figs. 6.11.01, 6.11.02 and 6.11.03, option 4 50 140. The slow turning valve allows the starting air to partially by-pass the main starting valve. During slow turning the engine will rotate so slowly that, in the event that liquids have accumulated on the piston top, the engine will stop before any harm occurs.
Governor
When selecting the governor, the complexity of the installation has to be considered. We normally distinguish between conventional and advanced marine installations. The governor consists of the following elements: Actuator Revolution transmitter (pick-ups) Electronic governor panel Power supply unit Pressure transmitter for scavenge air The actuator, revolution transmitter and the pressure transmitter are mounted on the engine. The electronic governors must be tailor-made, and the specific layout of the system must be mutually agreed upon by the customer, the governor supplier and the engine builder. It should be noted that the shutdown system, the governor and the remote control system must be compatible if an integrated solution is to be obtained.
Shutdown system The engine is stopped by activating the puncture valve located in the fuel pump either at normal stopping or at shutdown by activating solenoid valve EV658.
465 100 010
198 28 61
6.11.01
MAN B&W Diesel A/S

Conventional plants A typical example of a conventional marine installation is: An engine directly coupled to a fixed pitch propeller An engine directly coupled to a controllable pitch propeller, without clutch and without extreme demands on the propeller pitch change Plants with controllable pitch propeller with a shaft generator of less than 15% of the engines MCR output. With a view to such an installation, the engine is, as standard, equipped with a conventional electronic governor approved by MAN B&W, e.g.: 4 65 172 Lyngs Marine A/S electronic governor system, type EGS 2000 or ESG 2100 4 65 174 Kongsberg Norcontrol Automation A/S digital governor system, type DGS 8800e 4 65 177 Siemens digital governor system, type SIMOS SPC 33.
Fixed Pitch Propeller (FPP)

Plants equipped with a fixed pitch propeller require no modifications to the basic diagram for the reversible engine shown in Fig. 6.11.01.
Controllable Pitch Propeller (CPP)

For plants with CPP, two alternatives are available: Non-reversible engine Option: 4 30 104: If a controllable pitch propeller is coupled to the engine, a manoeuvring system according to Fig. 6.11.02 is to be used. The fuel pump roller guides are provided with non-displaceable rollers. Engine with emergency reversing Option 4 30 109: The manoeuvring system on the engine is identical to that for reversible engines, Fig. 6.11.01, as the interlocking of the reversing is to be made in the electronic remote control system. The manoeuvring diagram is identical to that for the reversible engine Fig.6.11.01. The engine can be reversed from the engine side manoeuvring console as well as from the engine control room console, but not from the bridge. From the engine side manoeuvring console it is possible to start, stop and reverse the engine.
Advanced plants The advanced marine installations, are for example: Plants with flexible coupling in the shafting system Geared installations Plants with disengageable clutch for disconnecting the propeller Plants with shaft generator requiring great frequency accuracy. For these plants the electronic governors have to be tailor-made, and the specific layout of the system has to be mutually agreed upon by the customer, the governor supplier and the engine builder. It should be noted that the shutdown system, the governor and the remote control system must be compatible if an integrated solution is to be obtained.
465 100 010
198 28 61
6.11.02
MAN B&W Diesel A/S

Engine Side Manoeuvring Console The layout of the engine side mounted manoeuvring console includes the components indicated in Fig. 6.11.04 for reversible engine and in Fig. 6.11.05 for non-reversible engine The console is located on the camshaft side of the engine.
Manoeuvring Console The manoeuvring handle for the Engine Control Room is delivered as a separate item with the engine. The components for the manoeuvring console are shown in Figs. 6.11.06 and 6.11.07 for the reversible or non-reversible engines respectively.
Sequence Diagram for Plants with Bridge Control

MAN B&W Diesels requirements to the remote control system makers are indicated graphically in Fig. 6.11.09 Sequence diagram for fixed pitch propeller. The diagram shows the functions as well as the delays which must be considered in respect to starting Ahead and starting Astern, as well as for the activation of the slow down and shut down functions. On the right of the diagram, a situation is shown where the order Astern is over-ridden by an Ahead order the engine immediately starts Ahead if the engine speed is above the specified starting level. The corresponding sequence diagram for a non-reversible plant with power take-off (Gear Constant Ratio) is shown in Fig. 6.11.10.
465 100 010
198 28 61
6.11.03
MAN B&W Diesel A/S
178 44 39-6.2
Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP prepared for remote control including options
465 100 010
198 28 61
6.11.04
MAN B&W Diesel A/S
178 44 41-8.2
Fig. 6.11.02: Diagram of manoeuvring system, non-reversible engine with CPP prepared for remote control
465 100 010
198 28 61
6.11.05
MAN B&W Diesel A/S
178 44 43-1.0
Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140
465 100 010
198 28 61
6.11.06
MAN B&W Diesel A/S
178 44 83-7.0
Fig. 6.11.04a: Engine side control console, for reversible engine
Fig. 6.11.04b: Diagram of engine side control console, for reversible engine
178 44 83-7.0
465 100 010
198 28 61
6.11.07
MAN B&W Diesel A/S
178 44 84-9.0
Fig. 6.11.05a: Engine side control console, for non-reversible engine
178 44 84-9.0
Fig. 6.11.05b: Diagram of engine side control console, for non-reversible engine
465 100 010
198 28 61
6.11.08
MAN B&W Diesel A/S
178 44 85-0.0
Fig. 6.11.06a: Manoeuvring console for Engine Control Room, reversible engine
178 44 86-2.0
Fig. 6.11.06a: Wiring diagram for control room console for reversible engine with FPP and bridge control
465 100 010
198 28 61
6.11.09
MAN B&W Diesel A/S
178 44 87-4.0
Fig. 6.11.07a: Manoeuvring console for Engine Control Room, non-reversible engine
178 44 88-6.0
Fig. 6.11.07a: Wiring diagram for control room console for non-reversible engine with bridge control
465 100 010
198 28 61
6.11.10
MAN B&W Diesel A/S
Indication lamps for: Ahead Astern Manual control Control room control Wrong way alarm Turning gear engaged Main starting valve in service Main starting valve blocked Starting air distributor blocked Remote control Shutdown (Spare) Lamp test Tachometer for main engine Tachometer for turbocharger Revolution counter Switch and lamps for auxiliary blowers Free space for mounting of bridge control equipment for main engine Switch and lamp for canceling of limiters for governor
Engine control handle Engine builders supply Pressure gauges for: Scavenge air receiver Lubricating oil inlet Piston cooling oil inlet Jacket cooling water inlet 0- 4 bar 0- 4 bar 0- 4 bar 0- 4 bar PE 417 PE 330 PE 326 PE 386 PE 382 PE 357 PE 305 PE 401 PE 403 TE 385 TE 311
Cooling water inlet air cooler 0- 4 bar Lubricating oil inlet camshaft 0- 4 bar Fuel oil before filter Fuel oil inlet engine Starting air inlet Control air inlet Thermometer for: Jacket cooling water inlet Lubricating oil inlet 0-100 C 0-100 C 0-10 bar 0-10 bar 0-30 bar 0-10 bar
Yards supply
178 44 44-3.0
Fig. 6.11.08: Minimum extent of instruments and pneumatic components for manoeuvring console, option: 4 65 640
465 100 010
198 28 61
6.11.11
465 100 010
MAN B&W Diesel A/S
Fig. 6.11.09: Sequence diagram for fixed pitch propeller, with shaft generator type GCR
6.11.12
198 28 61
When the shaft generator is disconnected, the slow down will be effectuated after a prewarning of 6-8 sec. Demand for quick passage of barred speed range will have an influence on the slow down procedure Revised diagram including restart from bridge is available on request.
178 08 65-1.1
465 100 010
MAN B&W Diesel A/S
Fig. 6.11.10: Sequence diagram for controllable pitch propeller, with shaft generator type GCR
6.11.13
198 28 61
When the shaft generator is disconnected, the slow down will be effectuated after a prewarning of 6-8 sec. Demand for quick passage of barred speed range will have an influence on the slow down procedure Revised diagram including restart from bridge is available on request.
178 08 66-3.1
Vibration Aspects
MAN B&W Diesel A/S
7 Vibration Aspects
The vibration characteristics of the two-stroke low speed diesel engines can for practical purposes be, split up into four categories, and if the adequate countermeasures are considered from the early project stage, the influence of the excitation sources can be minimised or fully compensated. In general, the marine diesel engine may influence the hull with the following: External unbalanced moments These can be classified as unbalanced 1st and 2nd order external moments, which need to be considered only for certain cylinder numbers Guide force moments Axial vibrations in the shaft system Torsional vibrations in the shaft system. The external unbalanced moments and guide force moments are illustrated in Fig. 7.01. In the following, a brief description is given of their origin and of the proper countermeasures needed to render them harmless. A B C D 1st 2nd D The natural frequency of the hull depends on the hulls rigidity and distribution of masses, whereas the vibration level at resonance depends mainly on the magnitude of the external moment and the engines position in relation to the vibration nodes of the ship. C C A
Combustion pressure Guide force Staybolt force Main bearing force order moment vertical 1 cycle/rev order moment Vertical 2 cycle/rev order moment, horizontal 1 cycle/rev.
External unbalanced moments The inertia forces originating from the unbalanced rotating and reciprocating masses of the engine create unbalanced external moments although the external forces are zero. Of these moments, the 1st order (one cycle per revolution) and the 2nd order (two cycles per revolution) need to be considered for engines with a low number of cylinders. On 7-cylinder engines, also the 4th order external moment may have to be examined. The inertia forces on engines with more than 6 cylinders tend, more or less, to neutralise themselves. Countermeasures have to be taken if hull resonance occurs in the operating speed range, and if the vibration level leads to higher accelerations and/or velocities than the guidance values given by international standards or recommendations (for instance related to special agreement between shipowner and shipyard).
1st
Guide force moment, H transverse Z cycles/rev. Z is 1 or 2 times number of cylinder
Guide force moment, X transverse Z cycles/rev. Z = 1,2 ...12
178 06 82-8.0
Fig. 7.01: External unbalanced moments and guide force moments
407 000 100
198 28 62
7.01
MAN B&W Diesel A/S

1st order moments on 4-cylinder engines 1st order moments act in both vertical and horizontal direction. For our two-stroke engines with standard balancing these are of the same magnitudes. For engines with five cylinders or more, the 1st order moment is rarely of any significance to the ship. It can, however, be of a disturbing magnitude in four-cylinder engines. Resonance with a 1st order moment may occur for hull vibrations with 2 and/or 3 nodes, see Fig. 7.02. This resonance can be calculated with reasonable accuracy, and the calculation will show whether a compensator is necessary or not on four-cylinder engines. A resonance with the vertical moment for the 2 node hull vibration can often be critical, whereas the resonance with the horizontal moment occurs at a higher speed than the nominal because of the higher natural frequency of horizontal hull vibrations. As standard, four-cylinder engines are fitted with adjustable counterweights, as illustrated in Fig. 7.03. These can reduce the vertical moment to an insignificant value (although, increasing correspondingly the horizontal moment), so this resonance is easily dealt with. A solution with zero horizontal moment is also available.
Fixed counterweights Aft
Adjustable counterweights
Fore
Adjustable counterweights
Fixed counterweights
178 16 78-7.0
Fig. 7.03: Adjustable counterweights: 4 31 151
178 06 84-1.0
Fig. 7.02: Statistics of tankers and bulk carriers with 4 cylinder MC engines
407 000 100
198 28 62
7.02
MAN B&W Diesel A/S
178 06 76-9.0
178 06 92-4.0
Fig. 7.04: 1st order moment compensator
Fig. 7.05: Statistics of vertical hull vibrations in tankers and bulk carriers
In rare cases, where the 1st order moment will cause resonance with both the vertical and the horizontal hull vibration mode in the normal speed range of the engine, a 1st order compensator, as shown in Fig. 7.04, can be introduced (as an option: 4 31 156), in the chain tightener wheel, reducing the 1st order moment to a harmless value. The compensator comprises two counter-rotating masses running at the same speed as the crankshaft. With a 1st order moment compensator fitted aft, the horizontal moment will decrease to between 0 and 30% of the value stated in the last table of this chapter, depending on the position of the node. The 1st order vertical moment will decrease to about 30% of the value stated in the table. Since resonance with both the vertical and the horizontal hull vibration mode is rare, the standard engine is not prepared for the fitting of such compensators.
2nd order moments on 4, 5 and 6-cylinder engines The 2nd order moment acts only in the vertical direction. Precautions need only to be considered for four, five and six cylinder engines. Resonance with the 2nd order moment may occur at hull vibrations with more than three nodes. Contrary to the calculation of natural frequency with 2 and 3 nodes, the calculation of the 4 and 5 node natural frequencies for the hull is a rather comprehensive procedure and, despite advanced calculation methods, is often not very accurate. Consequently, only a rather uncertain basis for decisions is available relating to the natural frequency as well as the position of the nodes in relation to the main engine A 2nd order moment compensator comprises two counter-rotating masses running at twice the engine speed. 2nd order moment compensators are not included in the basic extent of delivery.
407 000 100
198 28 62
7.03
MAN B&W Diesel A/S

Several solutions are shown in Fig. 7.06 for compensation or elimination of the 2nd order moment. The most cost efficient solution must be found in each case, e.g.: 1) No compensators, if considered unnecessary on the basis of natural frequency, nodal point and size of the 2nd order moment A compensator mounted on the aft end of the engine driven by the main chain drive, option: 4 31 203 A compensator mounted on the front end, driven from the crankshaft through a separate chain drive, option: 4 31 213 Compensators on both aft and fore end completely eliminating the external 2nd order moment, options: 4 31 203 and 4 31 213

If no compensators are chosen, the engine can be delivered prepared for retro-fitting of compensators on the fore end, see option: 4 31 212. The decision to prepare the engine must also be made at the contract stage. Measurements taken during sea trial or in service with fully loaded ship can show whether there is a need for compensators. If no calculations are available at the contract stage we advise ordering the engine with a 2nd order moment compensator on the aft end, option: 4 31 203, and to make preparations for the fitting of a compensator on the front end, option: 4 31 212. If it is decided neither to use compensators nor prepare the main engine for retro-fitting,the following solution can be used: An electrically driven compensator, option: 4 31 601, synchronised to the correct phase relative to the external force or moment can neutralise the excitation. This type of compensator needs an extra seating fitted, preferably in the steering gear room where deflections are largest, and the compensator will have the greatest effect. The electrically driven compensator will not give rise to distorting stresses in the hull, but it is more expensive than the engine-mounted compensators as listed above. More than 70 electrically driven compensators are in service with good results.
2)
3)
4)
Briefly speaking, compensators positioned on a node or near it are inefficient. If it is necessary, solution no. 4 should be considered. A decision regarding the vibration aspects and the possible use of compensators must be reached at the contract stage preferably based on data from sister ships. If no sister ships have been built, we recommend to make calculations to determine which of the above solutions should be chosen.
407 000 100
198 28 62
7.04
MAN B&W Diesel A/S
4 node
4 node
Compensating moment F2C x Lnode outbalances M2V fore end, option: 4 31 213. option: 4 31 601
1st or 2nd order electrically driven moment compensator, separately mounted, option: 4 31 601 M2V Node AFT
F2 electrical
F2C Lnode Moment from compensator M2C outbalances M2V
M2V
Centreline crankshaft
2nd order moment compensator on fore end, option: 4 31 213
M2V
178 98 46-7.1
Fig. 7.03: Optional 2nd order moment compensators
407 000 100
198 28 62
7.05
MAN B&W Diesel A/S
178 22 64-6.0
Fig. 7.07: 2nd order moment compensator
Power Related Unbalance (PRU)

To evaluate if there is a risk that 1st and 2nd order external moments will excite disturbing hull vibrations, the concept Power Related Unbalance can be used as a guidance, see fig. 7.07. PRU = External moment Engine power Nm/kW
PRU Nm/kW . . . . . . . . . . . . Need for compensator from 0 to 60 . . . . . . . . . . . . . . . . . . . . not relevant from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely above 220. . . . . . . . . . . . . . . . . . . . . . . most likely
With the PRU-value, stating the external moment relative to the engine power, it is possible to give an estimate of the risk of hull vibrations for a specific engine. Based on service experience from a greater number of large ships with engines of different types and cylinder numbers, the PRU-values have been classified in four groups as follows:
In the table at the end of this chapter, the external moments (M1) are stated at the speed (n1) and MCR rating in point L1 of the layout diagram. For other speeds (nA), the corresponding external moments (MA) are calculated by means of the formula: nA MA = M1 x n 1
2
kNm
(The tolerance on the calculated values is 2.5%).
407 000 100
198 28 62
7.06
MAN B&W Diesel A/S
178 06 81-6.2
Fig. 7.05a: H-type guide force moments
Fig. 7.05b: X-type guide for moments
Guide Force Moments

The so-called guide force moments are caused by the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. These moments may excite engine vibrations, moving the engine top athwartships and causing a rocking (excited by H-moment) or twisting (excited by X-moment) movement of the engine as illustrated in Fig. 7.08. The guide force moments corresponding to the MCR rating (L1) are stated in the last table.
Top bracing The guide force moments are harmless to the engine but may excite relative large vibrations if a resonance occur in the engine/ship structure system. As a detailed calculation of the system is normally not available, MAN B&W Diesel recommend that a top bracing is installed between the engine's upper platform brackets and the casing side for the first vessel in a series. For further information please see section 5 Top bracing. The mechanical top bracing, option: 4 83 112 comprises stiff connections (links) with friction plates and alternatively a hydraulic top bracing, option: 4 83 122 to allow adjustment to the loading conditions of the ship. With both types of top bracing the above-mentioned natural frequency will increase to a level where resonance will occur above the normal engine speed. Details of the top bracings are shown in section 5.
407 000 100
198 28 62
7.07
MAN B&W Diesel A/S

Definition of Guide Force Moments During the years it has been discussed how to define the guide force moments. Especially now that complete FEM-models are made to predict hull/engine interaction, the proper definition of these moments has become increasingly important.

bracing and then applying the forces in those points. ForceZ,one point = ForceZ,total / Ntop bracing, total kN
X-type Guide Force Moment (MX) The X-type guide force moment is calculated based on the same force couple as described above. However as the deflection shape is twisting the engine each cylinder unit does not contribute with an equal amount. The centre units do not contribute very much whereas the units at each end contributes much. A so-called Bi-moment can be calculated (Fig. 7.08): Bi-moment =
H-type Guide Force Moment (MH) Each cylinder unit produces a force couple consisting of: 1: 2: A force at crankshaft level. Another force at crosshead guide level. The position of the force changes over one revolution, as the guide shoe reciprocates on the guide.
[force-couple(cyl.X) distX] in kNm2
As the deflection shape for the H-type is equal for each cylinder the Nth order H-type guide force moment for an N-cylinder engine with regular firing order is: N MH(one cylinder). For modelling purpose the size of the forces in the force couple is: Force = MH / L kN
The X-type guide force moment is then defined as: MX = Bi-Moment/ L kNm
For modelling purpose the size of the four (4) forces (see Fig. 7.05) can be calculated: Force = MX / LX where: LX : is horizontal length between force points (Fig. 7.05) Similar to the situation for the H-type guide force moment, the forces may be applied in positions suitable for the FEM model of the hull. Thus the forces may be referred to another vertical level LZ above crankshaft centreline.These forces can be calculated as follows: ForceZ,one point = Mx L Lz Lx kN kN
where L is the distance between crankshaft level and the middle position of the crosshead guide (i.e. the length of the connecting rod). As the interaction between engine and hull is at the engine seating and the top bracing positions, this force couple may alternatively be applied in those positions with a vertical distance of (LZ). Then the force can be calculated as: ForceZ = MH / LZ kN
Any other vertical distance may be applied, so as to accommodate the actual hull (FEM) model. The force couple may be distributed at any number of points in the longitudinal direction. A reasonable way of dividing the couple is by the number of top
For calculating the forces the length of the connectiing rod is to be used: L= 2280mm
407 000 100
198 28 62
7.08
MAN B&W Diesel A/S

Axial Vibrations
When the crank throw is loaded by the gas pressure through the connecting rod mechanism, the arms of the crank throw deflect in the axial direction of the crankshaft, exciting axial vibrations. Through the thrust bearing, the system is connected to the ship`s hull. Generally, only zero-node axial vibrations are of interest. Thus the effect of the additional bending stresses in the crankshaft and possible vibrations of the ship`s structure due to the reaction force in the thrust bearing are to be considered. An axial damper is fitted as standard: 4 31 111 to all MC engines minimising the effects of the axial vibrations. The five and six-cylinder engines are equipped with an axial vibration monitor (4 31 117).

The torsional vibration conditions may, for certain installations require a torsional vibration damper, option: 4 31 105. Based on our statistics, this need may arise for the following types of installation:
Plants with controllable pitch propeller Plants with unusual shafting layout and for special owner/yard requirements Plants with 8-cylinder engines. The so-called QPT (Quick Passage of a barred speed range Technique), option: 4 31 108, is an alternative to a torsional vibration damper, on a plant equipped with a controllable pitch propeller. The QPT could be implemented in the governor in order to limit the vibratory stresses during the passage of the barred speed range. The application of the QPT has to be decided by the engine maker and MAN B&W Diesel A/S based on final torsional vibration calculations. Four, five and six-cylinder engines, require special attention. On account of the heavy excitation, the natural frequency of the system with one-node vibration should be situated away from the normal operating speed range, to avoid its effect. This can be achieved by changing the masses and/or the stiffness of the system so as to give a much higher, or much lower, natural frequency, called undercritical or overcritical running, respectively. Owing to the very large variety of possible shafting arrangements that may be used in combination with a specific engine, only detailed torsional vibration calculations of the specific plant can determine whether or not a torsional vibration damper is necessary.
Torsional Vibrations
The reciprocating and rotating masses of the engine including the crankshaft, the thrust shaft, the intermediate shaft(s), the propeller shaft and the propeller are for calculation purposes considered as a system of rotating masses (inertias) interconnected by torsional springs. The gas pressure of the engine acts through the connecting rod mechanism with a varying torque on each crank throw, exciting torsional vibration in the system with different frequencies. In general, only torsional vibrations with one and two nodes need to be considered. The main critical order, causing the largest extra stresses in the shaft line, is normally the vibration with order equal to the number of cylinders, i.e., five cycles per revolution on a five cylinder engine. This resonance is positioned at the engine speed corresponding to the natural torsional frequency divided by the number of cylinders.
407 000 100
198 28 62
7.09
MAN B&W Diesel A/S

Undercritical running The natural frequency of the one-node vibration is so adjusted that resonance with the main critical order occurs about 35-45% above the engine speed at specified MCR. Such undercritical conditions can be realised by choosing a rigid shaft system, leading to a relatively high natural frequency. The characteristics of an undercritical system are normally: Relatively short shafting system Probably no tuning wheel Turning wheel with relatively low inertia Large diameters of shafting, enabling the use of shafting material with a moderate ultimate tensile strength, but requiring careful shaft alignment, (due to relatively high bending stiffness) Without barred speed range, option: 4 07 016. When running undercritical, significant varying torque at MCR conditions of about 100-150% of the mean torque is to be expected. This torque (propeller torsional amplitude) induces a significant varying propeller thrust which, under adverse conditions, might excite annoying longitudinal vibrations on engine/double bottom and/or deck house. The yard should be aware of this and ensure that the complete aft body structure of the ship, including the double bottom in the engine room, is designed to be able to cope with the described phenomena.

Overcritical running The natural frequency of the one-node vibration is so adjusted that resonance with the main critical order occurs about 30-70% below the engine speed at specified MCR. Such overcritical conditions can be realised by choosing an elastic shaft system, leading to a relatively low natural frequency. The characteristics of overcritical conditions are: Tuning wheel may be necessary on crankshaft fore end Turning wheel with relatively high inertia Shafts with relatively small diameters, requiring shafting material with a relatively high ultimate tensile strength With barred speed range (4 07 015) of about 10% with respect to the critical engine speed. Torsional vibrations in overcritical conditions may, in special cases, have to be eliminated by the use of a torsional vibration damper, option: 4 31 105. Overcritical layout is normally applied for engines with more than four cylinders. Please note: We do not include any tuning wheel, option: 4 31 101 or torsional vibration damper, option: 4 31 105 in the standard scope of supply, as the proper countermeasure has to be found after torsional vibration calculations for the specific plant, and after the decision has been taken if and where a barred speed range might be acceptable. For further information about vibration aspects please refer to our publications: P.222: An introduction to Vibration Aspects of Two-stroke Diesel Engines in Ships P.268: Vibration Characteristics of Two-stroke Low Speed Diesel Engines These publications, are available at the Internet address: www.manbw.dk under Libraries, from where they can be downloaded.
407 000 100
198 28 62
7.10
MAN B&W Diesel A/S
No. of cyl.: Firing order:
4 1-3-2-4
5 1-4-3-2-5
6 1-5-3-4-2-6
7 1-7-2-5-4-3-6
8 1-8-2-6-4-5-3-7
External forces in kN 0 External moments in kNm Order: 1st a 581 b 2nd 1537 c 4th 0 Guide force H-moments in kNm Order: 1 x No. of cyl. 960 2 x No. of cyl. 188 3 x No. of cyl. 35 Guide force X-moments in kNm Order: 1st 360 2nd 182 3rd 82 4th 0 5th 121 6th 213 7th 48 8th 0 9th 15 10th 24 11th 6 12th 0 0 0 0 0
185 1914 c 9
0 1331 c 73
110 386 206
184 0 335
959 68
713 53
537
377
114 227 287 48 0 24 171 105 5 0 2 20
0 158 519 372 0 0 0 73 97 21 0 0
68 46 567 1057 86 14 0 6 11 60 44 4
114 0 364 1718 541 0 15 0 5 0 28 63
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers b) By means of the adjustable counterweights on four-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore ends, eliminating the 2nd order external moment.
178 22 65-8.0
Fig. 7.09: External forces and moments in layout point L1
407 000 100
198 28 62
7.11
Monitoring Systems and Instrumentation
MAN B&W Diesel A/S
8 Monitoring Systems and Instrumentation

The instrumentation on the diesel engine can be roughly divided into: Local instruments, i.e. thermometers, pressure gauges and tachometers Control devices, i.e. position switches and solenoid valves Analog sensors for alarm, slow down and remote indication of temperatures and pressures Binary sensors, i.e. thermo switches and pressure switches for shut down etc. All instruments are identified by a combination of symbols as shown in Fig. 8.01 and a position number which appears from the instrumentation lists in this section.
Sensors for Remote Indication Instruments

Analog sensors for remote indication can be ordered as options 4 75 127, 4 75 128 or for CoCoS-EDS as 4 75 129, see Fig. 8.03. These sensors can also be used for Alarm or Slow Down simultaneously.
Alarm, Slow Down and Shut Down Sensors

It is required that the system for shut down is electrically separated from the other systems. This can be accomplished by using independent sensors, or sensors with galvanically separated electrical circuits, i.e. one sensor with two sets of electrically independent terminals. The International Association of Classification Societies (IACS) have agreed that a common sensor can be used for alarm, slow down and remote indication. References are stated in the lists if a common sensor can be used. A general outline of the electrical system is shown in Fig. 8.05. The extent of sensors for a specific plant is the sum of requirements of the classification society, the yard, the owner and MAN B&Ws minimum requirements. Figs. 8.06, 8.07 and 8.08 show the classification societies requirements for UMS and MAN B&Ws minimum requirements for alarm, slow down and shut down as well as IACS`s recommendations, respectively. Only MAN B&Ws minimum requirements for alarm and shut down are included in the basic scope of supply (4 75 124). For the event that further signal equipment is required, the piping on the engine has additional sockets.
Local Instruments
The basic local instrumentation on the engine comprises thermometers and pressure gauges located on the piping or mounted on panels on the engine, and an engine tachometer located at the engine side control panel. These are listed in Fig. 8.02. Additional local instruments, if required, can be ordered as option: 4 70 129.
Control Devices
The control devices mainly include the position switches, called ZS, incorporated in the manoeuvring system, and the solenoid valves (EV), which are listed in Fig. 8.04.
470 100 025
198 28 63
8.01
MAN B&W Diesel A/S

Slow down system The slow down functions are designed to safeguard the engine components against overloading during normal service conditions and, at the same time, to keep the ship manoeuvrable, in the event that fault conditions occur. The slow down sequence has to be adapted to the plant (with/without shaft generator, etc.) and the required operating mode. For further information please contact the engine supplier.

forwarding of the engine, see Dispatch Pattern in section 9.
Fuel oil leakage detection Oil leaking oil from the high pressure fuel oil pipes is collected in a drain box (Fig. 8.09), which is equipped with a level alarm, LSA 301 (4 35 105). As an alternative, the leaks from the high pressure fuel oil pipes of the cylinder could activate a diaphragm valve putting out of action only the fuel pump of the cylinder in question, option: 4 35 107, Fig. 8.10a. Another possibility is to arrange a semi-automatic manually activated lifting arrangement of the fuel pump roller guide, option: 4 35 131, Fig. 8.10b.
Attended Machinery Spaces (AMS)

The basic alarm and safety system for an MAN B&W engine is designed for Attended Machinery Spaces and comprises the temperature switches (thermostats) and pressure switches (pressure stats) that are specified in the MAN B&W column for alarm and for shut down in Figs. 8.06 and 8.08, respectively. The sensors for shut down are included in the basic scope of supply (4 75 124), see Fig. 8.08. Additional digital sensors can be ordered as option: 4 75 128.
Cylinder liner temperature measurement Two temperature sensors per cylinder permit monitoring of the cylinder liner temperature level. (Option: 4 75 136).
Oil Mist Detector and Bearing Monitoring Systems

Based on our experience, the basic scope of supply for all plants for attended as well as for unattended machinery spaces (AMS and UMS) includes an oil mist detector, Fig. 8.11. Make: Kidde Fire Protection, Graviner. . . 4 75 161 or Make: Schaller Type: Visatron VN 215 . . . . . . . . . . . . . . . 4 75 163 The combination of an oil mist detector and a bearing temperature monitoring system with deviation from average alarm (option 4 75 133, 4 75 134 or 4 75 135) will in any case provide the optimum safety.
Unattended Machinery Spaces (UMS)

The Standard Extent of Delivery for MAN B&W Diesel A/S engines includes the temperature switches, pressure switches and analog sensors stated in the MAN B&W column for alarm, slow down and shut down in Figs. 8.06, 8.07 and 8.08. The shut down and slow down panel can be ordered as option: 4 75 610, 4 75 611 or 4 75 613, whereas the alarm panel is a yards supply, as it has to include several other alarms than those of the main engine. For practical reasons, the sensors to be applied are normally delivered from the engine supplier, so that they can be wired to terminal boxes on the engine. The number and position of the terminal boxes depends on the degree of dismantling specified for the
470 100 025
198 28 63
8.02
MAN B&W Diesel A/S

CoCoS-ADM, administration, option: 4 09 664, includes: CoCoS-MPS, CoCoS-SPC and CoCoS-SPO. CoCoS-MPS: Maintenance Planning System CoCoS-MPS assists in the planning and initiating of preventive maintenance. Key features are: scheduling of inspections and overhaul, forecasting and budgeting of spare part requirements, estimating of the amount of work hours needed, work procedures, and logging of maintenance history. CoCoS-SPC: Spare Part Catalogue CoCoS-SPC assists in the identification of spare part. Key features are: multilevel part lists, spare part information, and graphics. CoCoS-SPO: Stock Handling and Spare Part Ordering CoCoS-SPO assists in managing the procurement and control of the spare part stock. Key features are: available stock, store location, planned receipts and issues, minimum stock, safety stock, suppliers, prices and statistics. CoCoS Suite: Package: option: 4 09 665 Includes the above-mentioned system: 4 09 660 and 4 09 664 CoCoS-MPS, SPC, and SPO can communicate with one another. These three applications can also handle non-MAN B&W Diesel technical equipment; for instance pumps and separators. Fig. 8.03 shows the maximum extent of additional sensors recommended to enable on-line diagnostics if CoCoS-EDS is ordered.
PMI Calculating Systems

The PMI systems permit the measuring and monitoring of the engines main parameters, such as cylinder pressure, fuel oil injection pressure, scavenge air pressure, engine speed, etc., which enable the engineer to run the diesel engine at its optimum performance. The designation of the different types are: Main engine: PT: Portable transducer for cylinder pressure S: Stationary junction and converter boxes on engine
PT/S The following alternative types can be applied: MAN B&W Diesel, PMI system type PT/S off-line option: 4 75 208 The cylinder pressure monitoring system is based on a Portable Transducer, Stationary junction and converter boxes. Power supply: 24 V DC
CoCoS
The Computer Controlled Surveillance system is the family name of the software application products from the MAN B&W Diesel group. CoCoS comprises four individual software application products: CoCoS-EDS on-line: Engine Diagnostics System, option: 4 09 660. CoCoS-EDS assists in the engine performance evaluation through diagnostics. Key features are: on-line data logging, monitoring, diagnostics and trends.
470 100 025
198 28 63
8.03
MAN B&W Diesel A/S
Identification of instruments
The measuring instruments are identified by a combination of letters and a position number: LSA 372 high Level: high/low Where: in which medium (lube oil, cooling water...) location (inlet/outlet engine) Output signal: A: alarm I : indicator (thermometer, manometer...) SHD: shut down (stop) SLD: slow down How: by means of E: analog sensor (element) S: switch (pressure stat, thermostat) What is measured: D:density F: flow L: level P: pressure PD: pressure difference S: speed T: temperature V: viscosity W: vibration Z: position Functions DSA Density switch for alarm (oil mist) DS - SLD Density switch for slow down E Electric devices EV Solenoid valve ESA Electrical switch for alarm FSA Flow switch for alarm FS - SLD Flow switch for slow down LSA Level switch for alarm PDEI Pressure difference sensor for remote indication (analog) PDI Pressure difference indicator PDSA Pressure difference switch for alarm PDE Pressure difference sensor (analog) PI Pressure indicator
Fig. 8.01: Identification of instruments
470 100 025
PS PS - SHD PS - SLD PSA PSC PE PEA PEI PE - SLD SE SEA SSA SS - SHD TI TSA TSC TS - SHD TS - SLD TE TEA TEI TE - SLD VE VEI VI ZE ZS WEA WI WS - SLD
Pressure switch Pressure switch for shut down Pressure switch for slow down Pressure switch for alarm Pressure switch for control Pressure sensor (analog) Pressure sensor for alarm (analog) Pressure sensor for remote indication (analog) Pressure sensor for slow down (analog) Speed sensor (analog) Speed sensor for alarm (analog) Speed switch for alarm Speed switch for shut down Temperature indicator Temperature switch for alarm Temperature switch for control Temperature switch for shut down Temperature switch for slow down Temperature sensor (analog) Temperature sensor for alarm (analog) Temperature sensor for remote indication (analog) Temperature sensor for slow down (analog) Viscosity sensor (analog) Viscosity sensor for remote indication (analog) Viscosity indicator Position sensor Position switch Vibration signal for alarm (analog) Vibration indicator Vibration switch for slow down
The symbols are shown in a circle indicating: Instrument locally mounted Instrument mounted in panel on engine Control panel mounted instrument
178 30 04-4.1
198 28 63
8.04
MAN B&W Diesel A/S

Description
Use sensor for remote indication
Thermometer stem type
Point of location
TI 302
TE 302
Fuel oil Fuel oil, inlet engine Lubricating oil Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper, piston cooling oil and turbochargers Piston cooling oil outlet/cylinder Thrust bearing segment Lubricating oil outlet from turbocharger/turbocharger (depends on turbocharger design) Low temperature cooling water: seawater or freshwater for central cooling Cooling water inlet, air cooler Cooling water outlet, air cooler/air cooler
TI 311 TI 317 TI 349 TI 369
TE 311 TE 317 TE 349 TE 369
TI 375 TI 379
TE 375 TE 379
TI 385 TI 387A TI 393
High temperature jacket cooling water TE 385 Jacket cooling water inlet TE 387A Jacket cooling water outlet, cylinder cover/cylinder Jacket cooling water outlet/turbocharger Scavenge air Scavenge air before air cooler/air cooler Scavenge air after air cooler/air cooler Scavenge air receiver
TI 411 TI 412 TI 413

Thermometers dial type
TE 411 TE 412 TE 413
TI 425 TI 426
TE 425 TE 426
Exhaust gas Exhaust gas inlet turbocharger/turbocharger Exhaust gas after exhaust valves/cylinder
178 86 42-9.1
Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors
470 100 025
198 28 63
8.05
MAN B&W Diesel A/S
Use sensor for remote indication
Pressure gauges (manometers)
Point of location
PI 305
PE 305
Fuel oil Fuel oil , inlet engine Lubricating oil Lubricating oil inlet to main bearings thrust bearing, axial vibration damper and piston cooling oil inlet Lubricating oil inlet to turbocharger with slide bearings/turbocharger Low temperature cooling water: Cooling water inlet, air cooler High temperature jacket cooling water Jacket cooling water inlet Starting and control air Starting air inlet main starting valve Control air inlet Safety air inlet Scavenge air Scavenge air receiver Exhaust gas Exhaust gas receiver Air inlet for dry cleaning of turbocharger Water inlet for cleaning of turbocharger Manoeuvring system Pilot pressure to actuator for V.I.T. system Differential pressure gauges Pressure drop across air cooler/air cooler Pressure drop across blower filter of turbocharger (For ABB turbochargers only)
PI 330 PI 371
PE 330 PE 371
PI 382
PE 382
PI 386
PE 386
PI 401 PI 403 PI 405
PE 401 PE 403
PI 417
PE 417
PI 424 PI 435A PI 435B
PI 668
PDI 420 PDI 422
SI 438 SI 439 WI 471
Tachometers
SE 438 SE 439
Engine speed Turbocharger speed/turbocharger Mechanical measuring of axial vibration
178 86 42-9.1
Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication
470 100 025
198 28 63
8.06
MAN B&W Diesel A/S
Use sensor
Point of location
Fuel oil system TE 302 VE 303 PE 305 PDE 308 Fuel oil, inlet fuel pumps Fuel oil viscosity, inlet engine (yards supply) Fuel oil, inlet engine Pressure drop across fuel oil filter (yards supply) Lubricating oil system TE 311 TE 317 PE 330 TE 349 TE 369 PE 371 Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil and turbochargers Piston cooling oil outlet/cylinder Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper and piston cooling oil inlet Thrust bearing segment Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design) Lubricating oil inlet to turbocharger with slide bearing/turbocharger
178 86 42-9.1
Fig 8.03a: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025
198 28 63
8.07
MAN B&W Diesel A/S
Use sensor
Point of location
TE 375 PE 382 TE 379 TE 385 PE 386 TE 387A PDSA 391 TE 393 PDE 398
Cooling water system Cooling water inlet air cooler/air cooler Cooling water inlet air cooler Cooling water outlet air cooler/air cooler Jacket cooling water inlet Jacket cooling water inlet Jacket cooling water outlet/cylinder Jacket cooling water across engine Jacket cooling water outlet turbocharger/turbocharger (Depending on turbocharger design) Pressure drop of cooling water across air cooler/air cooler Scavenge air system Engine room air inlet turbocharger/turbocharger Compressor spiral housing pressure at outer diameter/turbocharger (Depending on turbocharger design) Differential pressure across compressor spiral housing/turbocharger (Depending on turbocharger design) Scavenge air before air cooler/air cooler Scavenge air after air cooler/air cooler Scavenge air inlet cylinder/cylinder Scavenge air reciever Scavenge air reciever Pressure drop of air across air cooler/air cooler Pressure drop air across blower filter of compressor/turbocharger Auxiliary blower on/off signal from control panel (yards supply)
TE 336 PE 337 PDE 338 TE 411 TE 412 TE 412A TE 413 PE 417 PDE 420 PDE 422 ZS 669
178 89 00-6.0
Fig. 8.03b: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025
198 28 63
8.08
MAN B&W Diesel A/S
Use sensor
Point of location
TE 363 ZE 364 PE 424 TE 425A TE 426 TE 432 PE 433A SE 439 PDE 441
Exhaust gas system Exhaust gas receiver Exhaust gas blow-off, on/off or valve angle position/turbocharger Exhaust gas receiver Exhaust gas inlet turbocharger/turbocharger Exhaust gas after exhaust valve/cylinder Exhaust gas outlet turbocharger/turbocharger Exhaust gas outlet turbocharger/turbocharger (Back pressure at transition piece related to ambient) Turbocharger speed/turbocharger Pressure drop across exhaust gas boiler (yards supply) General data Time and data Counter of running hours Ambient pressure (Engine room) Engine speed Pmax set point Fuel pump index/cylinder VIT index/cylinder Governor index Engine torque Mean indicated pressure (mep) Maximum pressure (Pmax) Compression pressure (Pcomp)
2)
N N PE 325 SE 438 N ZE 477 ZE 478 ZE 479 E 480 N N N N 1) 2) 3) 4)
1) 1) 3) 2) 2) 2) 1) 4) 4) 4)
Numerical input Originated by alarm/monitoring system Manual input can alternatively be used Yards supply Originated by the PMI system
178 89 00-6.0
Fig. 8.03c: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025
198 28 63
8.09
MAN B&W Diesel A/S
Description
Symbol/Position
Scavenge air system Scavenge air receiver auxiliary blower control Manoeuvering system Engine speed detector Reversing Astern/cylinder Reversing Ahead/cylinder Resets shut down function during engine side control Gives signal when change-over mechanism is in Remote Control mode Gives signal to manoeuvring system when on engine side control Solenoid valve for control of V.I.T. system stop or astern Solenoid valve for stop and shut down Turning gear engaged indication Fuel rack transmitter, if required, option: 4 70 150 Main starting valve Blocked Main starting valve In Service Air supply starting air distributor, Open Closed Electric motor, Auxiliary blower Electric motor, turning gear Actuator for electronic governor Gives signal to manoeuvring system when remote control is ON Cancel of tacho alarm from safety system, when Stop is ordered Gives signal Bridge Control active Solenoid valve for Stop Solenoid valve for Ahead Solenoid valve for Start Solenoid valve for Astern Slow turning, option: 4 50 140 E ZS ZS ZS ZS PSC EV EV ZS E ZS ZS ZS E E E PSC PSC PSC EV EV EV EV EV 438 650 651 652 653 654 656 658 659 660 663 664 666/667 670 671 672 674 675 680 682 683 684 685 686
178 46 49-3.1
PSC
418
Fig. 8.04: Control devices on engine
470 100 025
198 28 63
8.10
MAN B&W Diesel A/S
178 30 10-0.4
General outline of the electrical system:

The figure shows the concept approved by all classification societies The shut down panel and slow down panel can be combined for some makers The classification societies permit to have common sensors for slow down, alarm and remote indication One common power supply might be used, instead of the three indicated, if the systems are equipped with separate fuses
Fig. 8.05: Panels and sensors for alarm and safety systems
470 100 025
198 28 63
8.11
MAN B&W Diesel A/S
Class requirements for UMS

Use sensor PE 330 MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Functzion
Point of location
Fuel oil system

1* PSA 300 high 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1* LSA 301 high A* PEA 306 low Fuel pump roller guide gear activated Leakage from high pressure pipes PE 305 Fuel oil, inlet engine
Lubricating oil system

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 A* TEA 312 high TEA 313 low A* TEA 318 high 1* FSA 320 low A* PEA 331 low A* TEA 350 high 1* LSA 365 low 1* FSA 366 low TSA 370 high A* PEA 372 low TEA 373 high 1* DSA 436 high WEA 472 high WE 471 TE 311 Lubricating oil inlet to main bearings, thrust bearing TE 311 and axial vibration damper TE 317 Piston cooling oil outlet/cylinder Piston cooling oil outlet/cylinder Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper and piston colling inlet Cylinder lubricators (built-in switches) Cylinder lubricators (built-in switches) Turbocharger lubricating oil outlet from turbocharger/turbocharger PE 371 Lubricating oil inlet to turbocharger/turbocharger TE 311 Lubricating oil inlet to turbocharger/turbocharger Oil mist in crankcase/cylinder and chain drive Axial vibration monitor Required for all engines with PTO on fore end. a) a) a)
TE 349 Thrust bearing segment
a) For turbochargers with slide bearings For Bureau Veritas, at least two per lubricator, or minimum one per cylinder, whichever is the greater number
178 86 43-0.1
Fig. 8.06a: List of sensors for alarm
470 100 025
198 28 63
8.12
MAN B&W Diesel A/S

Use sensor MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Functzion
Point of location Cooling water system
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
TEA 376 high A* PEA 378 low A* PEA 383 low A* TEA 385A low A* TEA 388 high 1* 391 low
TE 375 Cooling water inlet air cooler/air cooler (for central cooling only) PE 382 Cooling water inlet air cooler PE 386 Jacket cooling water inlet TE 385 Jacket cooling water inlet TE 387 Jacket cooling water outlet/cylinder Jacket cooling water across engine Air system
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
A* PEA 402 low A* PEA 404 low 1* 1* 1* 1* 406 low 408 low 409 high 410 high
PE 401 Starting air inlet PE 403 Control air inlet Safety air inlet Air inlet to air cylinder for exhaust valve Control air inlet, finished with engine Safety air inlet, finished with engine Scavenge air system
1 1 1 1 1 1 1
1 1
1 1 1 1 1 1* 1*
TEA 414 high A* TEA 415 high 419 low 434 high
TE 413 Scavenge air reciever Scavenge air fire /cylinder Scavenge air, auxiliary blower, failure Scavenge air water level
178 86 43-0.1
Fig. 8.06b: List of sensors for alarm
470 100 025
198 28 63
8.13
MAN B&W Diesel A/S

Use sensor 1 A 1 MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Functzion
Point of location Exhaust gas system
1 1 1 1 1 1 1 1
1 1 1 1 1 1
1 1
1 1 1 1
1 1 1
1 1 1 1
TEA 425A high A* TEA 427 high
TE 425 Exhaust gas inlet turbocharger/turbocharger TE 426 Exhaust gas after cylinder/cylinder
TEA 429/30 high TE 426 Exhaust gas after cylinder, deviation from average TEA 433 high TE 432 Exhaust gas outlet turbocharger/turbocharger Manoeuvring system
1 1 1 1
1 1 1 1
1 1 1 1
1 1 1 1
1 1 1 1
1 1 1 1
1 1 1 1
1 1 1
1 1
1* 1* 1* 1*
low low
Safety system, power failure, low voltage Tacho system, power failure, low voltage Safety system, cable failure Safety system, group alarm, shut down Wrong way (for reversible engine only) SE 438 Engine speed
1 1 1 1
1* A* SEA 439
SE 439 Turbocharger speed
International Association of Classification Societies The members of IACS have agreed that the stated sensors are their common recommendation, apart from each class requirements The members of IACS are: ABS America Bureau of Shipping BV Bureau Veritas CCS Chinese Register of Shipping DnVC Det norske Veritas Classification GL Germanischer Lloyd KRS Korean Register of Shipping LR Lloyds Register of Shipping NKK Nippon Kaiji Kyokai RINa Registro Italiano Navale RS Russian Maritime Register of Shipping and the assosiated members are: KRS Kroatian Register of Shipping IRS Indian Register of Shipping
Indicates that a binary (on-off) sensor/signal is required Indicates that an analogue sensor is required for alarm, slow down and remote indication
1*, A* These alarm sensors are MAN B&W Diesels minimum requirements for Unattended Machinery Space (UMS), option: 4 75 127
For disengageable engine or with CPP Select one of the alternatives Or alarm for overheating of main, crank, crosshead and chain drive bearings, option: 4 75 134 Or alarm for low flow
178 86 43-0.1
Fig. 8.06c: List of sensors for alarm
470 100 025
198 28 63
8.14
MAN B&W Diesel A/S

Class requirements for slow down
Use sensor MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Function
Point of Location Lubricating oil inlet, system oil Piston cooling oil outlet/cylinder Piston cooling oil outlet/cylinder Lubricating oil to main and thrust bearings, piston cooling and crosshead lubricating oil inlet Thrust bearing segment Cylinder lubricators (built-in switches) Lubricating oil inlet turbocharger main pipe b)
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
TE SLD 314 high TE 311 TE SLD 319 high TE 317 1* FS SLD 321 low A* PE SLD 334 low PE 330
1 1
1 1
1 1
1 1
1 1 1
1 1
A* TE SLD 351 high TE 349 FS SLD 366A low 1* PS SLD 368 low
1 1 1 1
1 1 1
1 1 1 1 1
1 1 1 1 1 1 1
1 1
1 1 1
1 1 1
PE SLD 384 low
PE 386
Jacket cooling water inlet Scavenge air receiver Scavenge air fire/cylinder Exhaust gas outlet after cylinder/cylinder Exhaust gas after cylinder, deviation from average Oil mist in crankcase/cylinder Axial vibration monitor Required for all engines with PTO on fore end
TE SLD 389 high TE 387A Jacket cooling water outlet/cylinder TE SLD 414A high TE 413 1* TS SLD 416 high TS 415 TE SLD 428 high TE 426 TE SLD 431 TE 426
1 1 1 1 1 1 1
TE SLD 425B high TE 425A Exhaust gas inlet turbocharger/turbocharger 1
1* DS SLD 437 high 1* WS SLD 473 high WE 471
b) 1 A
PE 371 can be used if only 1 turbocharger is applied Indicates that a binary sensor (on-off) is required Indicates that a common analogue sensor can be used for alarm/slow down/remote indication Select one of the alternatives Or alarm for low flow Or alarm for overheating of main, crank, crosshead and chain drive bearings, option: 4 75 134
1*, A* These analogue sensors are MAN B&W Diesels minimum requirements for Unattended Machinery Spaces (UMS), option: 4 75 127
The tables are liable to change without notice, and are subject to latest class requirements.
178 21 52-0.1
Fig. 8.07: Slow down functions for UMS, option: 4 75 127
470 100 025
198 28 63
8.15
MAN B&W Diesel A/S

Class requirements for shut down
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Function PS SHD TS SHD PS SHD PS SHD 335 low 352 high 374 low 384B low 438 high
Point of location Lubricating oil to main bearings and thrust bearing Thrust bearing segment Lubricating oil inlet to turbocharger main pipe Jacket cooling water inlet Engine overspeed
1 1
1 1
1 1
1 1
1 1
1* 1* 1*
1 1 1 1 1 1 1 1 1 1 1*
SE SHD
Indicates that a binary sensor (on-off) is required The tables are liable to change without notice, and are subject to latest class requirements.
178 30 13-6.3
1* These binary sensors for shut down are included in the basic scope of supply (4 75 124)
Fig. 8.08: Shut down functions for AMS and UMS
470 100 025
198 28 63
8.16
MAN B&W Diesel A/S
178 30 14-8.1
Fig. 8.09a: Drain box with fuel oil leakage alarm, (4 35 105)
The pos. numbers refer to list of instruments The piping is delivered with and fitted onto the engine Pos. 129 130 131 Qty. 1 1 1 Description Pressure switch 5/2-way valve Diaphragm Pos. 132 133 134 Qty. 1 1 1 Description Non-return valve Ball valve Non-return valve
178 30 16-1.0
Fig. 8.09b: Fuel oil leakage, cut-out per cylinder, option: 4 35 106
470 100 025
198 28 63
8.17
MAN B&W Diesel A/S
178 09 81-2.1
Fig. 8.10a: Fuel oil leakage with automatic or manually activated lift of fuel pump roller guide per cylinder, option 4 35 107
178 09 80-0.1
Fig. 8.10b: Semi-automatic, manually activated lifting arrangement of fuel pump roller guide, 4 35 131
470 100 025
198 28 63
8.18
MAN B&W Diesel A/S
178 30 18-5.1
Fig. 8.11a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, (4 75 161)
178 30 19-7.1
Fig. 8.11b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)
470 100 025
198 28 63
8.19
MAN B&W Diesel A/S
9 Dispatch Pattern, Testing, Spares and Tools

Painting of Main Engine
The painting specification (Fig. 9.01) indicates the minimum requirements regarding the quality and the dry film thickness of the coats of, as well as the standard colours applied on MAN B&W engines built in accordance with the Copenhagen standard. Paints according to builders standard may be used provided they at least fulfil the requirements stated in Fig. 9.01. Furthermore, the dispatch patterns are divided into several degrees of dismantling in which 1 comprises the complete or almost complete engine. Other degrees of dismantling can be agreed upon in each case. When determining the degree of dismantling, consideration should be given to the lifting capacities and number of crane hooks available at the engine maker and, in particular, at the yard (purchaser). The approximate masses of the sections appear from Fig. 9.03. The masses can vary up to 10% depending on the design and options chosen. Lifting tools and lifting instructions are required for all levels of dispatch pattern. The lifting tools (4 12 110 or 4 12 111), are to be specified when ordering and it should be agreed whether the tools are to be returned to the engine maker (4 12 120) or not (4 12 121). MAN B&W Diesels recommendations for preservation of disassembled/ assembled engines are available on request. Furthermore, it must be considered whether a drying machine, option 4 12 601, is to be installed during the transportation and/or storage period.
Dispatch Pattern
The dispatch patterns are divided into two classes, see Figs. 9.02 and 9.03: A: Short distance transportation and short term storage B: Overseas or long distance transportation or long term storage Short distance transportation (A) is limited by a duration of a few days from delivery ex works until installation, or a distance of approximately 1,000 km and short term storage. The duration from engine delivery until installation must not exceed 8 weeks. Dismantling of the engine is limited as much as possible. Overseas or long distance transportation or long term storage require a class B dispatch pattern. The duration from engine delivery until installation is assumed to be between 8 weeks and maximum 6 months. Dismantling is effected to a certain degree with the aim of reducing the transportation volume of the individual units to a suitable extent. Note: Long term preservation and seaworthy packing are always to be used for class B.
Shop Trials/Delivery Test

Before leaving the engine makers works, the engine is to be carefully tested on diesel oil in the presence of representatives of the yard, the shipowner and the classification society. The shop trial test is to be carried out in accordance with the requirements of the relevant classification society, however a minimum as stated in Fig. 9.04. MAN B&W Diesels recommendations for shop trial, quay trial and sea trial are available on request. An additional test may be required for measuring the NOx emissions, if required, option: 4 14 003.
488 100 100
198 28 64
9.01
MAN B&W Diesel A/S

The wearing parts supposed to be required, based on our service experience, are divided into 14 groups, see Table A in Fig. 9.07, each group including the components stated in Tables B.
Spare Parts
List of spares, unrestricted service The tendency today is for the classification societies to change their rules such that required spare parts are changed into recommended spare parts. MAN B&W Diesel, however, has decided to keep a set of spare parts included in the basic extent of delivery (4 87 601) covering the requirements and recommendations of the major classification societies, see Fig. 9.05. This amount is to be considered as minimum safety stock for emergency situations.
Large spare parts, dimensions and masses The approximate dimensions and masses of the larger spare parts are indicated in Fig. 9.08. A complete list will be delivered by the engine maker.
Tools
List of standard tools The engine is delivered with the necessary special tools for overhauling purposes. The extent of the main tools is stated in Fig. 9.09. A complete list will be delivered by the engine maker. The dimensions and masses of the main tools appear from Figs. 9.10. Most of the tools can be arranged on steel plate panels, which can be delivered as an option: 4 88 660, see Fig. 9.11 Tool Panels. If such panels are delivered, it is recommended to place them close to the location where the overhaul is to be carried out.
Additional spare parts recommended by MAN B&W Diesel The above-mentioned set of spare parts can be extended with the Additional Spare Parts Recommended by MAN B&W (option: 4 87 603), which facilitates maintenance because, in that case, all the components such as gaskets, sealings, etc. required for an overhaul will be readily available, see Fig. 9.06.
Wearing parts The consumable spare parts for a certain period are not included in the above mentioned sets, but can be ordered for the first 1, 2, up to 10 years service of a new engine (option 4 87 629), a service year being assumed to be 6,000 running hours.
488 100 100
198 28 64
9.02
MAN B&W Diesel A/S
Components to be painted before shipment from workshop
Type of paint
No. of coats/ Total dry film thickness mm
Colour: RAL 840HR DIN 6164 MUNSELL
Component/surfaces, inside engine, exposed to oil and air 1. Unmachined surfaces all over. However cast type crankthrows, main bearing cap, crosshead bearing cap, crankpin bearing cap, pipes inside crankcase and chainwheel need not to be painted but the cast surface must be cleaned of sand and scales and kept free of rust. Components, outside engine 2. Engine body, pipes, gallery, brackets etc. Delivery standard is in a primed and finally painted condition, unless otherwise stated in the contract.
Engine alkyd primer, weather resistant. Oil and acid resistant alkyd paint. Temperature resistant to minimum 80 C. Engine alkyd primer, weather resistant. Final alkyd paint resistant to salt water and oil, option: 4 81 103.
2/80 1/30
Free White: RAL 9010 DIN N:0:0.5 MUNSELL N-9.5 Free Light green: RAL 6019 DIN 23:2:2 MUNSELL10GY 8/4 Alu: RAL 9006 DIN N:0:2 MUNSELL N-7.5
2/80 1/30
Heat affected components 3. Supports for exhaust receiver Scavenge air-pipe outside. Air cooler housing inside and outside. Components affected by water and cleaning agents 4. Scavenge air cooler box inside.
Paint, heat resistant to minimum 200 C.
2/60
5. Gallery plates topside. 6. Purchased equipment and instruments painted in makers colour are acceptable unless otherwise stated in the contract. Tools Tools are to be surface treated according to specifications stated on the drawings.
Complete coating for long term protection of the components exposed to moderately to severely corrosive environment and abrasion. Engine alkyd primer, weather resistant.
2/75
Free
2/80
Free
Electro-galvanized.
Purchased equipment painted in makers colour is acceptable, unless otherwise stated in the contract/drawing. Tool panels Oil resistant paint.
2/60
Light grey: RAL 7038 DIN:24:1:2 MUNSELL N-7.5
* For required thickness of the electro-galvanization, see specification on drawings.

Note: All paints are to be of good quality. Paints according to builders standard may be used provided they at least fulfil the above requirements. The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat, etc. have to be in accordance with the paint manufacturers specifications. 178 30 20-7.3 Fig. 9.01: Specification for painting of main engine: 4 81 101
480 100 010
198 28 65
9.03
MAN B&W Diesel A/S
Class A + B: Comprises the following basic variants:

Dismounting must be limited as much as possible. The classes comprise the following basic variants:
A1 + B1
A1 Option: 4 12 021, or B1, option: 4 12 031 Spare parts and tools Engine
Engine complete
A2 Option: 4 12 022, or B2 option: 4 12 032 Top section inclusive cylinder frame complete cylinder covers complete, scavenge air receiver inclusive cooler box and cooler, turbocharger camshaft, piston rods complete and galleries with pipes Bottom section inclusive bedplate complete frame box complete, connecting rods, turning gear, crankshaft with wheels and galleries Spares, tools, stay bolts Chains, etc. Remaining parts
A2 + B2
Top section
Bottom section
178 44 73-0.0
Fig. 9.02a: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)
412 000 002
198 28 66
9.04
MAN B&W Diesel A/S
A3 Option: 4 12 023, or B3 option: 4 12 039 Top section inclusive cylinder frame complete cylinder covers complete, scavenge air receiver inclusive cooler box and cooler insert, turbocharger, camshaft, piston rods complete and galleries with pipes Frame box section inclusive chain drive, connecting rods and galleries Bedplate/cranckshaft section, turning gear and cranckshaft with wheels Remaining parts: spare parts, tools, stay bolts, chains, etc.
A3 + B3
Top section
Frame box section
Note The engine supplier is responsible for the necessary lifting tools and lifting instruction for transportation purpose to the yard. The delivery extent of the lifting tools, ownership and lend/lease conditions is to be stated in the contract. (Options: 4 12 120 or 4 12 121) Furthermore, it must be stated whether a drying machine is to be installed during the transportation and/or storage period. (Option: 4 12 601)
Bedplate/cranckshaft section
178 44 73-0.0
Fig. 9.02b: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)
412 000 002
198 28 66
9.05
MAN B&W Diesel A/S

A4 + B4 Top section including cylinder frame complete, cylinder covers complete, camshaft, piston rods complete and galleries with pipes on camshaft side Exhaust receiver with pipes Scavenge air receiver with galleries and pipes Turbocharger Air cooler box with cooler insert Frame box section including frame box complete, chain drive, connecting rods and galleries Crankshaft with wheels Bedplate with pipes and running gear Remaining parts, stay bolts, auxiliary blowers, chains, etc.
Scavenge receiver Top section turbocharger
Air receiver
Exhaust receiver
Frame box section
Bedplate section
Crankshaft section Fig. 9.02c: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)
178 44 73-0.0
412 000 002
198 28 66
9.06
MAN B&W Diesel A/S

4 cylinder Pattern Section 5 cylinder 6 cylinder

7 cylinder 8 cylinder
Mass. Length Mass. Length Mass. Length Mass. Length Mass. Length Heigh Width in t in m 7.2 6.7 7.2 in t 304 117 176 11 6.7 7.2 6.0 117 67 109 11 6.7 79.2 5.3 5.6 5.8 16 10.0 3.0 7.2 5.9 5.7 67 61 48 14 8.2 6.9 6.7 7.7 6.3 6.6 7.7 8.2 7.0 in m 8.2 7.7 8.2 in t 347 136 199 12 136 77 122 12 96.7 6.3 18 10.0 3.0 77 68 54 14 9.2 7.9 7.7 8.7 9.2 8.1 in m 9.2 8.7 9.2 in t 397 158 227 12 158 81 146 12 8.7 115.8 7.3 7.7 7.2 19 10.0 3.0 81 86 60 15 10.2 9.0 8.7 9.7 10.2 9.1 in m 10.2 9.7 10.2 in t 453 187 253 13 187 91 162 13 9.7 138.4 8.4 8.7 8.5 27 5.1 4.0 91 96 66 17 11.3 10.0 9.7 5.6 3.5 2.7 4.9 3.5 4.4 10.8 9.4 9.7 4.4 1.8 3.4 3.7 2.1 4.2 10.8 11.3 10.1 6.6 5.6 3.2 8.0 4.9 4.4 in m 11.3 10.8 11.3 in m 8.32 6.6 4.4 in m 8.0 8.0 4.9
A1+B1 Engine complete A2+B2 Top section Bottom section Remaining parts A3+B3 Top section Frame box section Bedplate/Crankshaft Remaining parts A4+B4 Top section Exhaust receiver Scavenge air receiver Turbocharger, each Air cooler, each Frame box section Crankshaft Bedplate Remaining parts
255 94 151 10 94 57 94 10 66.7 5.0 15 5.3 2.0 57 50 41 13
The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides in frame box and MAN B&W turbocharger. Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is assumed to be of 4 tons. The crankshaft for 4,5 and 6L60MC-C can be made in cast design, being 2-3 tons heavier. The final weights are to be confirmed by the engine supplier, as variations in major engine components due to the use of local standards (plate thickness, etc.), size of turning wheel, type of turbocharger and the choice of cast/welded or forged component designs may increase the total weight by up to 10%. All masses and dimensions are approximate and without packing and lifting tools.
PRELIMINARY
178 22 53-8.0
Fig. 9.03: Dispatch pattern, list of masses and dimensions
412 000 002
198 28 66
9.07
MAN B&W Diesel A/S

Minimum delivery test: Starting and manoeuvring test at no load Load test Engine to be started and run up to 50% of Specified MCR (M) in 1 hour Followed by: 0.50 hour running at 50% of specified MCR 0.50 hour running at 75% of specified MCR 1.00 hour running at optimised power (guaranteed SFOC) or 0.50 hour at 90% of specified MCR if SFOC is guaranteed at specified MCR* 1.00 hour running at 100% of specified MCR 0.50 hour running at 110% of specified MCR Only for Germanischer Lloyd: 0.75 hour running at 110% of specified MCR If the engine is not fitted with VIT fuel pumps, the optimised power is identical to the specified MCR and the 0.5 hour at 90% of specified MCR is to be used. If the engine has VIT fuel pumps and it is optimised below 93.5% of the specified MCR, and it is to run at 110% of the specified MCR during the shop trial, it must be possible to blow off either the scavenge air receiver or to by-pass the exhaust gas receiver in order to keep the turbocharger speed and the compression pressure within acceptable limits.

Governor tests, etc: Governor test Minimum speed test Overspeed test Shut down test Starting and reversing test Turning gear blocking device test Start, stop and reversing from engine side manoeuvring console Before leaving the factory, the engine is to be carefully tested on diesel oil in the presence of representatives of Yard, Shipowner, Classification Society, and MAN B&W Diesel. At each load change, all temperature and pressure levels etc. should stabilise before taking new engine load readings. Fuel oil analysis is to be presented All tests are to be carried out on diesel or gas oil.
178 39 42-2.1
Fig. 9.04: Shop trial running/delivery test: 4 14 001
486 001 010
198 28 68
9.08
MAN B&W Diesel A/S

Delivery extent of spares
Class requirements CCS: GL: KR: NKK: RINa: RS China Classification Society Germanischer Lloyd Korean Register of Shipping Nippon Kaiji Kyokai Registro Italiano Navale Russian Maritime Register of Shipping
Class recommendations ABS: BV: DNVC: LR: American Bureau of Shipping Bureau Veritas Det Norske Veritas Classification Lloyds Register of Shipping
Cylinder cover, section 901 and others 1 Cylinder cover complete with fuel, exhaust, starting and safety valves, indicator valve and sealing rings (disassembled) Piston, section 902 1 Piston complete (with cooling pipe), piston rod, piston rings and stuffing box, studs and nuts 1 set Piston rings for 1 cylinder Cylinder liner, section 903 1 Cylinder liner with sealing rings and gaskets 1/2 set Studs for 1 cylinder cover Cylinder lubricator, section 903 Standard Spare parts 1 set Spares for MAN B&W Alpha lubricator for 1cyl. Lubricator 1 Feed back sensor, complete 2 Suction filter element for pump station 1 Pressure filter element for pump station 1 Complete sets of O-rings for lubricator 1 (depending on No. of lubricating per. cylinder) 3A, 3 pcs. 12A ceramic or sand filled fuses 6 6.3 x 32 mm, for MCU, BCU & SBU LEDs (Light Emitting Diodes) for visual feed 2 back indication or 1 set Mechanical cylinder lubricator Standard Tools 1
1 set Thrust pads for one face of each size, if different for ahead and astern Chain drive, section 906 1 Of each type of bearings for: Camshaft at chain drive, chain tightener and intermediate shaft 6 Camshaft chain links (only for ABS, DNVC, LR, NKK and RS) 1 Mechanically driven cylinder lubricator drive: 6 chain links or gear wheels 1 Guide ring 2/2 for camshaft bearing Starting valve, section 907 1 Starting valve, complete Exhaust valve, section 908 Exhaust valves complete (1 for GL) 2 1 Pressure pipe for exhaust valve pipe Fuel pump, section 909 1 Fuel pump barrel, complete with plunger 1 High-pressure pipe, each type 1 Suction and puncture valve, complete Fuel valve, section 909 ABS: Two fuel valves per cylinder for half the number of cylinders on one engine, and a sufficient number of valve parts, excluding the body, to form with those fitted on each cylinder for a complete engine set DNVC: Fuel valves for all cylinders on one engine
N2 pressure setting tool for accumulations
Connecting rod, and crosshead bearing, section 904 1 Telescopic pipe with bushing for 1 cylinder 1 Crankpin bearing shells in 2/2 with studs and nuts Thrust piece 2
BV, CCS, GL, KR, LR, NKK, RINa, RS and IACS: Two fuel valves per cylinder for all cylinders on one engine, and a sufficient number of valve parts, excluding the body, to form with those fitted on each cylinder for a complete engine set
Main bearing and thrust block, section 905

178 33 96-9.3
Fig. 9.05a: List of spares, unrestricted service: 4 87 601
467 601 005
198 28 69
9.09
MAN B&W Diesel A/S
Turbocharger, section 910 1 Set of makers standard spare parts 1 a) Spare rotor for one turbocharger, including: compressor wheel, rotor shaft with turbine blades and partition wall, if any Scavenge air blower, section 910 1 set a) Rotor, rotor shaft, gear wheel or equivalent working parts 1 set Bearings for electric motor 1 set Bearings for blower wheel 1 Belt, if applied 1 set Packing for blower wheel Safety valve, section 911 1 Safety valve, complete Bedplate, section 912 1 Main bearing shell in 2/2 of each size 1 set Studs and nuts for 1 main bearing
a) Only required for RS and recommended for DNVC. To be ordered separately as option: 4 87 660 for other classification societies. The section figures refer to the instruction books. Subject to change without notice.
178 33 96-9.3
Fig. 9.05b: List of spares, unrestricted service: 4 87 601
467 601 005
198 28 69
9.10
MAN B&W Diesel A/S
For easier maintenance and increased security in operation

Beyond class requirements
Cylinder cover, section 90101 Studs for exhaust valve 4 Nuts for exhaust valve 4 O-rings for cooling jacket 50 % Cooling jacket 1 Sealing between cyl.cover and liner 50 % Spring housings for fuel valve 4 Hydraulic tool for cylinder cover, section 90161 1 set Hydraulic hoses complete with couplings 8 pcs O-rings with backup rings, upper 8 pcs O-rings with backup rings, lower Piston and piston rod, section 90201 1 box Locking wire, L=63 m Piston rings of each kind 5 D-rings for piston skirt 2 D-rings for piston rod 2 Piston rod stuffing box, section 90205 Self locking nuts 15 O-rings 5 Top scraper rings 5 Pack sealing rings 15 Cover sealing rings 10 Lamellas for scraper rings 120 Springs for top scraper and sealing rings 30 Springs for scraper rings 20 Cylinder frame, section 90301 50 % Studs for cylinder cover (1cyl.) 1 Bushing Mechanical lubricator drive, section 90305 1 Coupling 3 Discs
MAN B&W Alpha Cylinder Lubricating System, section 90306 1 set Spares for MAN B&W Alpha lubricator for 1cyl. Lubricator 1 Feed back sensor, complete 2 Suction filter element for pump station 1 Pressure filter element for pump station 1 Complete sets of O-rings for lubricator 1 (depending on No. of lubricating per. cylinder) 3A, 3 pcs. 12A ceramic or sand filled 6 fuses 6.3 x 32 mm, for MCU, BCU & SBU 2 LEDs (Light Emitting Diodes) for visual feed back indication
Connecting rod and crosshead, section 90401 1 Telescopic pipe 2 Thrust piece Chain drive and guide bars, section 90601 4 Guide bar 1 set Locking plates and lock washers Chain tightener, section 90603 2 Locking plates for tightener Camshaft, section 90611 1 Exhaust cam 1 Fuel cam Indicator drive, section 90612 100 % Gaskets for indicator valves 3 Indicator valve/cock complete Regulating shaft, section 90618 3 Resilient arm, complete
Cylinder liner and cooling jacket, section 90302 Cooling jacket of each kind 1 Non return valves 4 O-rings for one cylinder liner 100 % Gaskets for cooling water connection 50 % O-rings for cooling water pipes 50 % Cooling water pipes between liner and 100 % cover for one cylinder
% Refer to one cylinder
178 33 97-0.3
Fig. 9.06a: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased availability, option: 4 87 603
487 603 020
198 28 70
9.11
MAN B&W Diesel A/S
Arrangement of engine side console, section 90621 2 Pull rods Main starting valve, section 90702 Repair kit for main actuator 1 Repair kit for main ball valve 1 *) Repair kit for actuator, slow turning 1 *) Repair kit for ball valve, slow turning 1 *) if fitted Starting valve, section 90704 Locking plates 2 Piston 2 Spring 2 Bushing 2 O-ring 100 % Valve spindle 1 Exhaust valve, section 90801 Exhaust valve spindle 1 Exhaust valve seat 1 O-ring exhaust valve/cylinder cover 50 % Piston rings 4 Guide rings 50 % Sealing rings 50 % Safety valves 50 % Gaskets and O-rings for safety valve 100 % Piston complete 1 Damper piston 1 O-rings and sealings between air piston 100 % and exhaust valve housing/spindle Liner for spindle guide 1 Gaskets and O-rings for cool.w.conn. 100 % Conical ring in 2/2 1 O-rings for spindle/air piston 100 % Non-return valve 100 % Valve gear, section 90802 3 Filter, complete 5 O-rings of each kind Valve gear, section 90805 Roller guide complete 1 Shaft pin for roller 2 Bushing for roller 2 Discs 4 Non return valve 2 Piston rings 4 Discs for spring 4 Springs 2 Roller 2
Valve gear, details, section 90806 1 High pressure pipe, complete 100 % O-rings for high pressure pipes 4 Sealing discs Cooling water outlet, section 90810 Ball valve 2 Butterfly valve 1 Compensator 1 1 set Gaskets for butterfly valve and compensator Fuel pump, section 90901 Top cover 1 Plunger/barrel, complete 1 Suctions valves 3 Puncture valves 3 Sealings, O-rings, gaskets and lock washers 50 % Fuel pump gear, section 90902 Fuel pump roller guide, complete 1 Shaft pin for roller 2 Bushings for roller 2 Internal springs 2 External springs 2 Sealings 100 % Roller 2 Fuel pump gear, details, section 90903 50 % O-rings for lifting tool Fuel pump gear, details, section 90904 Shock absorber, complete 1 Internal spring 1 External spring 1 Sealing and wearing rings 100 % Felt rings 4 Fuel pump gear, reversing mechanism, section 90905 1 Reversing mechanism, complete 2 Spare parts set for air cylinder Fuel valve, section 90910 Fuel nozzles 100 % O-rings for fuel valve 100 % Spindle guides, complete 3 Springs 50 % Discs, +30 bar 200 % Thrust spindles 3 Non return valve (if mounted) 3
* % Refer to one engine

178 33 97-0.3
Fig. 9.06b: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased availability, option: 4 87 603
487 603 020 198 28 70
9.12
MAN B&W Diesel A/S
Fuel oil high pressure pipes, section 90913 1 High pressure pipe, complete of each kind 100 % O-rings for high pressure pipes Overflow valve, section 90915 1 Overflow valve, complete 1 O-rings of each kind Turbocharger, section 91000 1 Spare rotor, complete with bearings, option: 4 87 660 Spare part set for turbocharger 1 Scavenge air receiver, section 91001 2 Non-return valves complete 1 Compensator
Exhaust pipes and receiver, section 91003 1 Compensator between TC and receiver 2 Compensator between exhaust valve and receiver 1 set Gaskets for each compensator Air cooler, section 91005 16 Iron blocks (Corrosion blocks) Safety valve, section 91101 100 % Gasket for safety valve 2 Safety valve, complete Arrangement of safety cap, section 91104 100 % Bursting disc
The section figures refer to the instruction book. Where nothing else is stated, the percentage refers to one engine. Liable to change without notice.
178 33 97-0.3
Fig. 9.06c: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased availability, option: 4 87 603
487 603 020
198 28 70
9.13
MAN B&W Diesel A/S

Table A
Group No. 1 2 3 4 Plate 90201 90205 90205 90302 Qty. 1 set 1 set 1 set 1 set 1 set 1 set 1 1 set 1 set 1 set 1 set 5 6 90801 90801 1 1 set 1 set 1 set 1 set 7 90801 1 2 1 set 8 9 10 90801 90805 90901 1 1 set 1 set 1 set 1 1 1 set 11 90910 2 2 2 sets 12 13 14 1 1 1 set 2 Descriptions Piston rings for 1 cylinder O-rings for 1 cylinder Lamella rings 3/3 for 1 cylinder O-rings for 1 cylinder Top scraper rings 4/4 for 1 cylinder Sealing rings 4/4 for 1 cylinder Cylinder liner Outer O-rings for 1 cylinder
O-rings for cooling water connections for 1 cylinder Gaskets for cooling water connections for 1 cylinder Sealing rings for 1 cylinder Exhaust valve spindle Piston rings for exhaust valve air piston and oil piston for 1 cylinder O-rings for water connections for 1 cylinder Gasket for cooling for water connections for 1 cylinder O-rings for oil connections for 1 cylinder Spindle guide Air sealing ring Guide sealing rings for 1 cylinder Exhaust valve bottom piece O-rings for bottom piece for 1 cylinder Bushing for roller guides for 1 cylinder Washer for 1 cylinder Plunger and barrel for fuel pump Suction valve complete O-rings for 1 cylinder Fuel valve nozzle Spindle guide complete O-rings for 1 cylinder Slide bearing for turbocharger for 1 engine Guide bearing for turbocharger for 1 engine Guide bars for 1 engine Set bearings for auxiliary blowers for 1 engine
The wearing parts are divided into 14 groups, each including the components stated in table A. The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years service of a new engine, a service year being assumed to be of 6000 hours. In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours service, the extent stated for each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and service hours in question.
178 32 92-6.0
Fig. 9.07a: Wearing parts, option: 4 87 629
487 611 010
198 28 71
9.14
MAN B&W Diesel A/S
Table B
Service hours Group No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box, lamella rings Set of piston rod stuffing box, sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 0 0 0 0 0 4 0 0 0 0 0 0 0 0 5 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0-6000 Number of cylinders 6 0 0 0 0 0 6 0 0 0 0 0 0 0 0 7 0 0 0 0 0 7 0 0 0 0 0 0 0 0 8 0 0 0 0 0 8 0 0 0 0 0 0 0 0 4 4 4 0 0 0 8 0 0 0 0 0 0 0 0 5 5 5 0 0 0 10 0 0 0 0 0 0 0 0 6 6 6 0 0 0 12 0 0 0 0 0 0 0 0 7 7 7 0 0 0 14 0 0 0 0 0 0 0 0 8 8 8 0 0 0 16 0 0 0 0 0 0 0 0 0-12000
Table B
Service hours Group No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box, lamella rings Set of piston rod stuffing box, sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 4 4 0 0 0 12 4 0 0 0 8 0 0 0 5 5 5 0 0 0 15 5 0 0 0 10 0 0 0 0-18000
6 6 6 0 0 0
0-24000 Number of cylinders 7 7 7 0 0 0 21 7 0 0 0 14 0 0 0 8 8 8 0 0 0 24 8 0 0 0 16 0 0 0 4 8 8 4 0 0 16 4 0 0 0 8 1 0 1 5 10 10 5 0 0 20 5 0 0 0 10 1 0 1 6 12 12 6 0 0 24 6 0 0 0 12 1 0 1 7 14 14 7 0 0 28 7 0 0 0 14 1 0 1 8 16 16 8 0 0 32 8 0 0 0 16 1 0 1

178 32 92-6.0
18 6 0 0 0 12 0 0 0
Fig.9.07b: Wearing parts, option: 4 87 629

487 611 010 198 28 71
9.15
MAN B&W Diesel A/S
Table B
Service hours Group No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box, lamella rings Set of piston rod stuffing box, sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 8 8 4 0 0 20 8 0 0 0 8 1 0 1 5 10 10 5 0 0 25 10 0 0 0 10 1 0 1 0-30000 Number of cylinders 6 12 12 6 0 0 30 12 0 0 0 12 1 0 1 7 14 14 7 0 0 35 14 0 0 0 14 1 0 1 8 16 16 8 0 0 40 16 0 0 0 16 1 0 1 4 12 12 4 0 4 24 8 4 4 4 16 1 1 1 5 15 15 5 0 5 30 10 5 5 5 20 1 1 1 6 18 18 6 0 6 36 12 6 6 6 24 1 1 1 7 21 21 7 0 7 42 14 7 7 7 28 1 1 1 8 24 24 8 0 8 48 16 8 8 8 32 1 1 1 0-36000
Table B
Service hours Group No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box, lamella rings Set of piston rod stuffing box, sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 12 12 8 0 4 28 12 4 4 4 16 1 1 1 5 15 15 10 0 5 35 15 5 5 5 20 1 1 1 0-42000 Number of cylinders 6 18 18 12 0 6 42 18 6 6 6 24 1 1 1 7 21 21 14 0 7 49 21 7 7 7 28 1 1 1 8 24 24 16 0 8 56 24 8 8 8 32 1 1 1 4 16 16 8 0 4 32 12 4 4 4 24 2 1 2 5 20 20 10 0 5 40 15 5 5 5 30 2 1 2 6 24 24 12 0 6 48 18 6 6 6 36 2 1 2 7 28 28 14 0 7 56 21 7 7 7 42 2 1 2 8 32 32 16 0 8 64 24 8 8 8 48 2 1 2
178 32 92-6.0
0-48000
Fig. 9.07c: Wearing parts, option: 4 87 629

487 611 010 198 28 71
9.16
MAN B&W Diesel A/S
Table B
Service hours Group No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box, lamella rings Set of piston rod stuffing box, sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 16 16 8 0 4 36 16 4 4 4 24 2 1 2 5 20 20 10 0 5 45 20 5 5 5 30 2 1 2 0-54000 Number of cylinders 6 24 24 12 0 6 54 24 6 6 6 36 2 1 2 7 28 28 14 0 7 63 28 7 7 7 42 2 1 2 8 32 32 16 0 8 72 32 8 8 8 48 2 1 2 4 20 20 12 0 4 40 16 4 4 4 24 2 1 2 5 25 25 15 0 5 50 20 5 5 5 30 2 1 2 6 30 30 18 0 6 60 24 6 6 6 36 2 1 2 7 35 35 21 0 7 70 28 7 7 7 42 2 1 2 8 40 40 24 0 8 80 32 8 8 8 48 2 1 2
178 32 92-6.0
0-60000
Fig. 9.07d: Wearing parts, option: 4 87 629
487 611 010
198 28 71
9.17
MAN B&W Diesel A/S
Cylinder liner Cylinder liner inclusive cooling jacket 2265 kg
Exhaust valve 711 kg
Piston complete with piston rod 1370 kg
Cylinder cover 2320 kg Cylinder cover inclusive starting and fuel valves 2371 kg
* Rotor for turbocharger Type NA70 330 kg
* Rotor for turbocharger Type VTR 714 981 kg All dimensions are given in mm * to be ordered as an option
* Rotor for turbocharger Type MET66SD 250 kg
178 22 50-2.0
Fig. 9.08: Large spare parts, dimensions and masses
487 601 007
198 28 72
9.18
MAN B&W Diesel A/S

Mass of the complete set of tools: about 2,300 kg
Crosshead and connecting rod, section 904 The engine is delivered with all necessary special tools for overhaul. The extent of the tools is stated below. Most of the tools can be arranged on steel plate panels which can be delivered as option: 4 88 660 at extra cost. Where such panels are delivered, it is recommended to place them close to the location where the overhaul is to be carried out, see page 9.26. 1 set Covers for crosshead 1 set Hydraulic jacks for crosshead bolts 1 Lifting tool for crosshead 1 set Connecting rod lifting tool 1 set Crankpin bearing lifting tool 1 set Bracket support for crosshead 1 set Hydraulic jacks for crankpin bearing bolts Cylinder cover, section 901 1 set Milling and grinding tool for valve seats 1 set Fuel valve extractor 1 set Chains for lift of cylinder cover 1 set Multi-jack tightening tool for cylinder cover studs 1 set Starting valve overhaul tool Crankshaft and main bearing, section 905 1 set Hydraulic jack for main bearing stud 1 set Lifting tool for main bearing cap 1 set Dismantling tools for main bearing 1 Tools for turning out segments 1 set Crankcase relief valve lifting tool
Piston with rod and stuffing box, section 902 1 1 1 1 Crossbar for cylinder liner and piston Lifting tool for piston Guide ring for piston Support for piston 1 set Lifting gear for cylinder liner
Camshaft and chain drive, section 906 1 set Dismantling tool for camshaft bearing 1 set Adjusting tool for camshaft 1 set Pin gauge for camshaft 1 Pin gauge for crankshaft top dead centre 2 sets Chain assembling tool 2 sets Chain disassembling tool
1 set Piston overhaul tool 1 set Stuffing box overhaul tool 1 set Piston and cylinder liner tilting gear
Fig. 9.09a: List of tools, 4 88 601
488 601 004
198 28 73
9.19
MAN B&W Diesel A/S
Exhaust valve and valve gear, section 908 1 1 1 Tightening gauge for actuator housing Claw for exhaust valve spindle Exhaust valve spindle and seat pneumatic grinding machine 1 set Hydraulic jack for exhaust valve stud
Main part assembling, section 912 1 set Staybolt hydraulic jack General tools, section 913 Accessories, section 913.1 1 1 Hydraulic pump, pneumatically operated Hydraulic pump, manually operated
1 set Exhaust valve spindle and seat checking templates 1 Guide ring for pneumatic piston 1 set Overhaul tool for high pressure connections 1 set Lifting device for roller guide and hydraulic actuator 1 set Roller guide dismantling tool 1 1 Lifting tool for exhaust roller guide Grinding ring for exhaust valve bottom piece
1 set High pressure hose and connection Ordinary hand tools, section 913.2 1 set Torque wrenches 1 set Socket wrenches 1 set Hexagon key 1 set Combination wrenches 1 set Double open-ended wrenches 1 set Ring impact wrenches 1 set Pliers for circlip 1 set Special spanner Miscellaneous, section 913.3 1 set Pull-lift and tackles 1 set Shackles 1 set Eye-bolts 1 set Working platform 1 Indicator with cards Crankshaft alignment indicator Cylinder gauge Planimeter 1 set Feeler blade 1 1 1
Fuel valve and fuel pump, section 909 1 1 1 Fuel valve pressure testing device Fuel pump lead measuring tool Lifting tool for fuel pump 1 set Fuel valve overhaul tool
1 set Fuel pump overhaul tool 1 set Fuel oil high pressure pipe and connection overhaul tool
Turbocharger and air cooler system, section 910 1 set Turbocharger overhaul tool 1 set Exhaust gas system blanking-off tool (only when two or more TCs are fitted) 1 set Air cooler tool
Extra tools, section 915 Safety equipment, section 911 1 set Safety valve pressure testing tool 1 set Tilting gear (included in 902). Option for low lifting height
Hyd. jack, section 924/925 1 set hyd. jack: end shock bolt hyd. jack: holding down bolt
Fig. 9.09b: List of tools, 4 88 601
178 45 06-7.1
488 601 004
198 28 73
9.20
MAN B&W Diesel A/S
178 22 51-4.0
Pos. 1 2 3 4
Sec 901 901 902 915
Description Chain for lift of cylinder cover Multi-jack tightening tool for cylinder cover studs Guide ring for piston Lifting and tilting gear for piston
Mass in kg 6 281.5 29.2 55
Fig. 9.10a: Dimensions and masses of tools (for guidance only)
488 601 004
198 28 73
9.21
MAN B&W Diesel A/S
178 22 52-6.0
Pos. 5 6 7 8
Sec 902 902 902 904
Description Crossbar for cylinder liner Lifting tool for piston Support for piston Lifting tool for crank pin shell
Mass in kg 59 150 70 4.8
Fig. 9.10b: Dimensions and masses of tools (for guidance only)
488 601 004
198 28 73
9.22
MAN B&W Diesel A/S
178 17 31-4.2
Pos. 9 10 11
Sec 905 906 906
Description Lifting tool for crankshaft Pin gauge for camshaft Pin gauge for crankshaft top dead centre
Mass in kg 70 0.85 1.4
Fig. 9.10c: Dimensions and masses of tools (for guidance only)
488 601 004
198 28 73
9.23
MAN B&W Diesel A/S
Standard Grinding machine exhaust valve seat and spindle Mass 500 kg
Option: 4 88 610 Grinding machine Cylinder liner and cylinder cover Mass 415 kg
178 14 69-1.2
Fig. 9.10d: Dimensions and masses of tools (for guidance only)

488 601 004 198 28 73
9.24
MAN B&W Diesel A/S
178 13 50-1.1
Sec. 909
Description Fuel valve pressure control device
Mass in kg 100
Fig. 9.10e: Dimensions and masses of tools (for guidance only)
488 601 004
198 28 73
9.25
MAN B&W Diesel A/S
178 17 32-6.0
Sec. 913
Description Pump for hydraulic jacks
Mass in kg 20
Fig. 9.10f: Dimensions and masses of tools (for guidance only)
488 601 004
198 28 73
9.26
MAN B&W Diesel A/S
Proposal for placing of tool panels
Standard sizes of tool panels
Pos.
No.
Description
Mass of tools and panel in kg

392
901 907 911 902 903 908 909 906 904 905 * **
Cylinder cover Starting air system* Safety equipment* Piston, piston rod and stuffing box Cylinder liner and cylinder frame** Exhaust valve and valve gear Fuel valve and fuel pump Camshaft, chain drive Crosshead and connecting rod Crankshaft and main bearing
2 3 4 5 6 7
380 650 243 80 280 500
Tools for MS. 907 and MS. 911 are being delivered on tool panel under MS. 901 Tools for MS. 903 are being delivered on tool panel under MS. 902
178 45 04-3.0
Fig. 9.11: Tool panels, option: 4 88 660 (for guidance only)
488 601 004
198 28 73
9.27
Project Support & Documentation
10
MAN B&W Diesel A/S 10 Project Support and Documentation

MAN B&W Diesel is capable of providing a wide variety of support for the shipping and shipbuilding industries all over the world. The knowledge accumulated over many decades by MAN B&W Diesel covering such fields as the selection of the best propulsion machinery, optimisation of the engine installation, choice and suitability of a Power Take Off for a specific project, vibration aspects, environmental control etc., is available to shipowners, shipbuilders and ship designers alike. An Order Form for such printed matter listing the publications currently in print, is available from our agents, overseas offices or direct from MAN B&W Diesel A/S, Copenhagen. Part of this information can be found in the following documentation Publications Engine Selection Guide Project Guides Computerised Engine Application System Extent of Delivery Installation documentation a For your information, the publication is also available at the internet address www.manbw.dk under Libraries, from where it can be downloaded b This information is available on CD-ROM All publications are available in print. The selection of the ideal propulsion plant for a specific newbuilding is a comprehensive task. However, as this selection is a key factor for the profitability of the ship, it is of the utmost importance for the end-user that the right choice is made. a+b a+b a+b
Engine Selection Guide

The Engine Selection Guide is intended as a tool to provide assistance at the very initial stage of the project work. The Guide gives a general view of the MAN B&W two-stroke MC Programme and includes information on the following subjects: Engine data Engine layout and load diagrams specific fuel oil consumption Turbocharger choice Electricity production, including power take off Installation aspects Auxiliary systems Vibration aspects After selecting the engine type on the basis of this general information, and after making sure that the engine fits into the ships design, then a more detailed project can be carried out based on the Project Guide for the specific engine type selected.
b a+b
Project Guides
For each engine type a Project Guide has been prepared, describing the general technical features of that specific engine type, and also including some optional features and equipment. The information is general, and some deviations may appear in a final engine documentation, depending on the contents specified in the contract and on the individual licensee supplying the engine.
402 000 500
198 28 74
10.01
MAN B&W Diesel A/S

The Project Guides comprise an extension of the general information in the Engine Selection Guide, as well as specific information on such subjects as: Engine outline, engine pipe connections, etc. Description of piping system on engine Details of the manoeuvring system Instrumentation, PMI, CoCoS, etc. Dispatch pattern Testing Spare parts Tools.

For further information, please refer to our publication: P.305: MAN B&W Diesel Computerised Engine Application System For your information, the publication is available at the Internet address www.manbw.dk under Libraries, from where it can be downloaded.
Extent of Delivery
The Extent of Delivery (EoD) sheets have been compiled in order to facilitate communication between owner, consultants, yard and engine maker during the project stage, regarding the scope of supply and the alternatives (options) available for MAN B&W two-stroke MC engines. There are two versions of the EoD: Extent of Delivery for 98 - 50 type engines, and Extent of Delivery for 46 - 26 type engines.
Computerised Engine Application System

Further customised information can be obtained from MAN B&W Diesel A/S, and for this purpose we have developed a Computerised Engine Application System, by means of which specific calculations can be made during the project stage, such as: Estimation of ships dimensions Propeller calculation and power prediction Selection of main engine Main engines comparison Layout/load diagrams of engine Maintenance and spare parts costs of the engine Total economy comparison of engine rooms Steam and electrical power ships requirement Auxiliary machinery capacities for derated engine Fuel and lube oil consumption exhaust gas data Heat dissipation of engine Utilisation of exhaust gas heat Water condensation separation in air coolers Noise engine room, exhaust gas, structure borne Preheating of diesel engine Utilisation of jacket cooling water heat, FW production Starting air system Exhaust gas back pressure Engine room data: pumps, coolers, tanks, etc.
Content of Extent of Delivery The Extent of Delivery includes a list of the basic items and the options of the main engine and auxiliary equipment and, it is divided into the systems and volumes stated below: General information 4 00 xxx General information 4 02 xxx Rating 4 03 xxx Direction of rotatio 4 06 xxx Rules and regulations 4 07 xxx Calculation of torsional and axial vibrations 4 09 xxx Documentation 4 11 xxx Voltage on board for electrical consumers 4 12 xxx Dismantling and packing and shipping of engine 4 14 xxx Testing of diesel engine 4 17 xxx Supervisors and advisory work
402 000 500
198 28 74
10.02
MAN B&W Diesel A/S

Diesel engine 4 30 xxx Diesel engine 4 31 xxx Torsional and axial vibrations 4 35 xxx Fuel oil system 4 40 xxx Lubricating oi 4 42 xxx Cylinder lubricating oil 4 43 xxx Piston rod stuffing box drain 4 45 xxx Low temperature cooling water 4 46 xxx Jacket cooling water 4 50 xxx Starting and control air 4 54 xxx Scavenge air cooler 4 55 xxx Scavenge air 4 59 xxx Turbocharger 4 60 xxx Exhaust gas 4 65 xxx Manoeuvring 4 70 xxx Local instrumentation 4 75 xxx Monitoring, safety, alarm and remote indication 4 78 xxx Electrical wiring on engine Miscellaneous 4 80 xxx Miscellaneous 4 81 xxx Painting 4 82 xxx Engine seating 4 83 xxx Galleries 4 85 xxx Power Take Off 4 87 xxx Spare parts 4 88 xxx Tools Remote control system 4 95 xxx Bridge control system Description of the Extent of Delivery The Extent of Delivery (EoD) is the basis for specifying the scope of supply for a specific order. The list consists of basic and optional items. The basic items defines the simplest engine, designed for attended machinery space (AMS), without taking into consideration any specific requirements from the classification society, the yard or the owner. The options are extra items that can be alternatives

to the basic or additional items available to fulfil the requirements/functions for a specific project. We base our first quotations on a scope of supply mostly required, which is the so called Copenhagen Standard EoD, which are marked with an asterisk *. This includes: Items for Unattended Machinery Space Minimum of alarm sensors recommended by the classification societies and MAN B&W Moment compensator for certain numbers of cylinders MAN B&W turbochargers Slow turning before starting Spare parts either required or recommended by the classification societies and MAN B&W Tools required or recommended by the classification societies and MAN B&W The filled-in EoD is often used as an integral part of the final contract.
Installation Documentation
When a final contract is signed, a complete set of documentation, in the following called Installation Documentation, will be supplied to the buyer by the engine maker. The Installation Documentation is normally divided into the A and B volumes mentioned in the Extent of Delivery under items: 4 09 602 Volume A: Mainly comprises general guiding system drawings for the engine room 4 09 603 Volume B: Mainly comprises specific drawings for the main engine itself Most of the documentation in volume A are similar to those contained in the respective Project Guides, but the Installation Documentation will only cover the order-relevant designs. These will be forwarded within 4 weeks from order. The engine layout drawings in volume B will, in each case, be customised according to the buyers
402 000 500
198 28 74
10.03
MAN B&W Diesel A/S

requirements and the engine manufacturers production facilities. The documentation will be forwarded, as soon as it is ready, normally within 3-6 months from order. As MAN B&W Diesel A/S and most of our licensees are using computerised drawings (Cadam). The documentation forwarded will normally be in size A4 or A3. The maximum size available is A1. The drawings of volume A are available on disc. The following list is intended to show an example of such a set of Installation Documentation, but the extent may vary from order to order.

924 Oil mist detector Oil mist detector 925 Control equipment for auxiliary blower Electric panel for auxiliary blower Control panel Electric diagram Auxiliary blower Starter for el. motors 932 Shaft line Crankshaft driving end Fitted bolts 934 Turning gear Turning gear arrangement Turning gear, control system Turning gear, with motor 936 Spare parts List of spare parts 939 Engine paint Specification of paint 940 Gaskets, sealings, O-rings Instructions Packings Gaskets, sealings, O-rings 950 Engine pipe diagrams Engine pipe diagrams Bedplate drain pipes Instrument symbols for piping Basic symbols for piping Lube and cooling oil pipes Cylinder lube oil pipes Stuffing box drain pipes Cooling water pipes, air cooler Jacket water cooling pipes Fuel oil drain pipes Fuel oil pipes Fuel oil pipes, tracing Fuel oil pipes, insulation Air spring pipe, exhaust valve Control and safety air pipes Starting air pipes Turbocharger cleaning pipe Scavenge air space, drain pipes Scavenge air pipes Air cooler cleaning pipes
Engine-relevant documentation
901 Engine data External forces and moments Guide force moments Water and oil in engine Centre of gravity Basic symbols for piping Instrument symbols for piping Balancing 915 Engine connections Scaled engine outline Engine outline List of flanges/counterflanges Engine pipe connections Gallery outline 921 Engine instrumentation List of instruments Connections for electric components Guidance values for automation 923 Manoeuvring system Speed correlation to telegraph Slow down requirements List of components Engine control system, description Electric box, emergency control Sequence diagram Manoeuvring system Diagram of manoeuvring console
402 000 500
198 28 74
10.04
MAN B&W Diesel A/S

Exhaust gas pipes Steam extinguishing, in scavenge box Oil mist detector pipes Pressure gauge pipes

913 Air cooler cleaning Air cooler cleaning system 914 Exhaust gas Exhaust pipes, bracing Exhaust pipe system, dimensions 917 Engine room crane Engine room crane capacity 918 Torsiograph arrangement Torsiograph arrangement 919 Shaft earthing device Earthing device 920 Fire extinguishing in scavenge air space Fire extinguishing in scavenge air space 921 Instrumentation Axial vibration monitor 926 Engine seating Profile of engine seating Epoxy chocks Alignment screws 927 Holding-down bolts Holding-down bolt Round nut Distance pipe Spherical washer Spherical nut Assembly of holding-down bolt Protecting cap Arrangement of holding-down bolts 928 Supporting chocks Supporting chocks Securing of supporting chocks 929 Side chocks Side chocks Liner for side chocks, starboard Liner for side chocks, port side 930 End chocks Stud for end chock bolt End chock
Engine room-relevant documentation

901 Engine data List of capacities Basic symbols for piping Instrument symbols for piping 902 Lube and cooling oil Lube oil bottom tank Lubricating oil filter Crankcase venting Lubricating oil system Lube oil outlet 904 Cylinder lubrication Cylinder lube oil system 905 Piston rod stuffing box Stuffing box drain oil cleaning system 906 Seawater cooling Seawater cooling system 907 Jacket water cooling Jacket water cooling system Deaerating tank Deaerating tank, alarm device 909 Central cooling system Central cooling water system Deaerating tank Deaerating tank, alarm device 910 Fuel oil system Fuel oil heating chart Fuel oil system Fuel oil venting box Fuel oil filter 911 Compressed air Starting air system 912 Scavenge air Scavenge air drain system
402 000 500
198 28 74
10.05
MAN B&W Diesel A/S

Round nut Spherical washer, concave Spherical washer, convex Assembly of end chock bolt Liner for end chock Protecting cap 931 Top bracing of engine Top bracing outline Top bracing arrangement Friction-materials Top bracing instructions Top bracing forces Top bracing tension data 932 Shaft line Static thrust shaft load Fitted bolt 933 Power Take Off List of capacities PTO/RCF arrangement, if fitted 936 Spare parts dimensions Connecting rod studs Cooling jacket Crankpin bearing shell Crosshead bearing Cylinder cover stud Cylinder cover Cylinder liner Exhaust valve Exhaust valve bottom piece Exhaust valve spindle Exhaust valve studs Fuel pump barrel with plunger Fuel valve Main bearing shell Main bearing studs Piston complete Starting valve Telescope pipe Thrust block segment Turbocharger rotor 940 Gaskets, sealings, O-rings Gaskets, sealings, O-rings

949 Material sheets MAN B&W Standard Sheets Nos: S19R S45R S25Cr1 S34Cr1R C4
Engine production and installation-relevant documentation

935 Main engine production records, engine installation drawings Installation of engine on board Dispatch pattern 1, or Dispatch pattern 2 Check of alignment and bearing clearances Optical instrument or laser Alignment of bedplate Crankshaft alignment reading Bearing clearances Check of reciprocating parts Reference sag line for piano wire Check of reciprocating parts Piano wire measurement of bedplate Check of twist of bedplate Production schedule Inspection after shop trials Dispatch pattern, outline Preservation instructions 941 Shop trials Shop trials, delivery test Shop trial report 942 Quay trial and sea trial Stuffing box drain cleaning Fuel oil preheating chart Flushing of lube oil system Freshwater system treatment Freshwater system preheating Quay trial and sea trial Adjustment of control air system Adjustment of fuel pump Heavy fuel operation Guidance values automation 945 Flushing procedures Lubricating oil system cleaning instruction
402 000 500
198 28 74
10.06
MAN B&W Diesel A/S

Tools
926 Engine seating Hydraulic jack for holding down bolts Hydraulic jack for end chock bolts 937 Engine tools List of tools Outline dimensions, main tools 938 Tool panel Tool panels Auxiliary equipment 980 Fuel oil unit, if delivered 990 Exhaust silencer, if delivered 995 Other auxiliary equipment
402 000 500
198 28 74
10.07

l60mcc PDF

Uploaded by

l60mcc PDF

Uploaded by

L60MC-C Mk 7 Project Guide Two-stroke Engines

1st Edition October 2001

Engine Layout and Load Diagrams, SFOC

Turbocharger Choice & Exhaust Gas By-pass

Monitoring Systems and Instrumentation

Dispatch Pattern, Testing, Spares and Tools

Project Support & Documentation

MAN B&W Diesel A/S

L60MC-C Project Guide

Engine Layout and Load Diagrams, SFOC

400 000 050

MAN B&W Diesel A/S

L60MC-C Project Guide

400 000 050

MAN B&W Diesel A/S

L60MC-C Project Guide

Dispatch Pattern, Testing, Spares and Tools

400 000 050

MAN B&W Diesel A/S

L60MC-C Project Guide

B Basic symbols for piping

C Capacities for derated engines

400 000 050

MAN B&W Diesel A/S

L60MC-C Project Guide

D Data sheet for propeller

400 000 050

MAN B&W Diesel A/S

L60MC-C Project Guide

F Fire extinguishing pipes in scavenge air space

H Heavy fuel oil

400 000 050

MAN B&W Diesel A/S

L60MC-C Project Guide

J Jacket water cooler

M MAN B&W Alpha cylinder lubricator system

N Necessary capacities of auxiliary machinery

O Oil mist detector pipes on engine

MAN B&W Diesel A/S

L60MC-C Project Guide

P Painting of main engine

R Remote control system (CPP)

S Safety system (shut down)

400 000 050

MAN B&W Diesel A/S

L60MC-C Project Guide

U Unattended machinery spaces, (UMS)

V Variable injection timing

W Water and oil in engine

400 000 050

MAN B&W Diesel A/S

L60MC-C Project Guide

K Short stroke Number of cylinders

Fig. 1.01: Engine type designation

430 100 100

MAN B&W Diesel A/S

L60MC-C Project Guide

Power, Speed and SFOC

Power and speed

Engine speed Layout r/min L1 L2 L3 L4 123 123 105 105

Fuel and lubricating oil consumption

161 168 161

163 170 163

Fig. 1.02: Fuel and lubricating oil consumption

402 000 100

MAN B&W Diesel A/S

L60MC-C Project Guide

Engine Power Range and Fuel Consumption

400 000 060

MAN B&W Diesel A/S

L60MC-C Project Guide

120 bar 110 20

14 bar(abs) Mean effective pressure 160 12

120 Maximum pressure

Scavenge air pressure

Exhaust gas temperature inlet to turbocharger