Académique Documents
Professionnel Documents
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32/44CR
Project Guide - Marine
Four-stroke diesel engines
compliant with IMO Tier II
Titelseite_Marine_32-44CR2.fm
3.3 Operation................................................................................................................................. 3 - 11
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and bi-
ofuels ......................................................................................................................................... 4 - 5
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO) .................. 4 - 11
M_32-44CR-II-neu2011IVZ.fm
7 Propulsion packages......................................................................... 7 - 1
7.1 General ...................................................................................................................................... 7 - 3
9 Annex ................................................................................................. 9 - 1
9.1 Safety instructions and necessary safety measures .............................................................. 9 - 3
9.1.1 General................................................................................................................. 9 - 3
9.1.2 Safety equipment/measures provided by plant-side .............................................. 9 - 4
9.5 Symbols................................................................................................................................... 9 - 17
1 Introduction
Kapiteltitel 1 M2.fm
Page 1 - 1
Page 1 - 2
Kapiteltitel 1 M2.fm
Introduction
1.1 Four stroke diesel engine programme for marine
400-428 L58/64
1000-
V28/33D*
1032
1000-
V28/33D STC*
1032
L27/38
800
L27/38 (MGO)
1000 L21/31
C-BB Page 1 - 3
Introduction
1.1 Four stroke diesel engine programme for marine
0101-0000MAII2.fm
Page 1 - 4 C-BB
Introduction
1.2 Engine description 32/44CR IMO Tier II
soot emissions.
0104-0000MQcr2.fm
Page 2 - 1
Page 2 - 2
Kapiteltitel 2 M2.fm
Introduction
2.1 Approved applications
1
In line with rules of classifications societies each engine whose driving force may be used for propulsion pur-
0200-0000MQcr2.fm
0200-0000MQcr2.fm
Figure 2-1 Cross section Engine L32/44CR; view on counter coupling side
18V32/44CR
Design index
Piston stroke [cm]
Cylinder number
Number of cylinders 6, 7, 8, 9, 10 -
12, 14, 16, 18, 20
Cylinder bore 32 cm
Piston stroke 44
0201-0200MQcr2.fm
32/44CR
0201-0210MQcr2.fm
Legend
mm t
Engine V32/44CR
Legend
mm t
D
D
Legend
Athwartships
Note!
0201-0400MA2.fm
For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the
ship!
E-BB Page 2 - 13
Engine and operation
2.2.5 Engine inclination
0201-0400MA2.fm
Page 2 - 14 E-BB
Engine and operation
2.2.6 Engine equipment for various applications
Device/measure Ship
Diesel- Diesel-
mechanical electrical
Charge air blow-off for firing pressure limitation Order-related, if the intake air 5C
Charge air blow off for firing pressure limitation and Order-related, for plants with catalyst converter
exhaust gas temperature control
Slow turn
Engines, which are equipped with slow turn, are
automatically turned prior to engine start, with the
turning process being monitored by the engine
control. If the engine does not reach the expected
number of crankshaft revolutions (2.5 revolutions)
within a specified period of time, or in case the
slow-turn time is shorter than the programmed
minimum slow-turn time, an error message is is-
sued. This error message serves as an indication
that there is liquid (oil, water, fuel) in the combus-
tion chamber. If the slow-turn manoeuvre is com-
pleted successfully, the engine is started
automatically.
Oil mist detector
Bearing damage, piston seizure and blow-by in
combustion chamber leads to increased oil mist
formation. As a part of the safety system the oil
mist detector monitors the oil mist concentration
in crankcase to indicate these failures at an early
stage.
Splash oil monitoring system
The splash-oil monitoring system is a constituent
part of the safety system. Sensors are used to
monitor the temperature of each individual drive
unit (or pair of drive at V engines) indirectly via
splash oil.
Main bearing temperature monitoring
As an important part of the safety system the tem-
peratures of the crankshaft main bearings are
measured just underneath the bearing shells in the
bearing caps. This is carried out using oil-tight re-
sistance temperature sensors.
0204-0000MQcr2.fm
0204-0000MQcr2.fm
Figure 2-6 Hot charge air blow-off for selective catalyst operation
0201-0700MRQcr2.fm
Engine 32/44CR
560 kW/cyl., 720/750 rpm
kW CW CCW kW CW CCW
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Relative humidity r % 30
0202-0000MQcr2.fm
/ percentage of POperating
Optional power take-off
at maximum torque1)
(tr/tcr/pr=100kPa)2)
Tropic conditions
available?
P Application
Notes
Kind of application % % % C - -
Electricity generation
3) 4)
Auxiliary engines in ships 100 110 - 45/38 -
6) According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
0202-020aMQcr2.fm
P Operating: Available rating (output) under local conditions and dependent on application
Dependent on local conditions or special application demands a further load reduction of P Application, ISO
might be needed.
1. No de-rating necessary, provided the conditions listed in the respective column
(see "Table 2-11: De-rating Limits of ambient conditions") are met:
Air temperature before 318 K (45 C) 318 K (45 C) < Tx 333 K (60 C) > 333 K (60 C)
turbocharger Tx
Ambient pressure 100 kPa (1 bar) 100 kPa (1 bar) > pambient 90 kPa < 90 kPa
Cooling water tempera- 311 K (38 C) 311 K (38 C) < Tcx 316 K (43 C) > 316 K (43 C)
ture inlet charge air
cooler (LT stage)
Intake pressure before 20 mbar1) 20 mbar > pair before compressor 40 mbar1) < 40 mbar1)
compressor
Exhaust gas back pres- 30 mbar1) 30 mbar < pexhaust after turbine 60 mbar1) > 60 mbar1)
sure after turbocharger
2. De-rating due to ambient conditions and negative intake pressure before compressor or exhaust gas
back pressure after turbocharger.
318
1.2
311
a 1.09 0.09 with a 1
Tx U O Tcx
POperating PApplication,ISO a
U 20mbar p Air before compressor mbar 0.25K mbar withU 0
0202-020bMA2.fm
D-BB Page 2 - 25
Engine and operation
2.2.2 Engine ratings (output) for different applications
O Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature
before turbocharger:
O PExhaust after turbine mbar 30mbar 0.25K mbar with 0 0
Tcx Cooling water temperature inlet charge air cooler (LT stage) [K] being considered TCX 273 tcx
T Temperature in Kelvin [K]
Page 2 - 26 D-BB
Engine and operation
2.3.3 Speeds
2.3.3 Speeds
Clutch
Minium engine speed for activation (FPP) "Minimum engine operating speed" x 1.3
Minium engine speed for activation (CPP) "Minimum engine operating speed" x 1.1
Maximum engine speed for activation 7202) 7502)
Speed adjusting range See "Section 2.3.4: Speed adjusting range, page
2-29"
Alternator frequency for GenSet Hz 60 50
Note!
Power take-off on engine free end up to 100 % of rated output.
3)
This concession may possibly be restricted, see "Section 2.7.6: Available outputs and permissible frequency deviations, page 2-65".
0202-0300MQcr2.fm
GenSets/Diesel-electric plants:
Note!
For single-engine plants with fixed-pitch propeller, the speed droop is of no significance.
Only if several engines drive one shaft with fixed-pitch propeller, the speed droop is relevant for the load distribu-
tion. In the case of electronic speed control, a speed droop of 0 % is also possible during parallel operation.
0202-0400MQcr2.fm
D-BB Page 2 - 31
Engine and operation
2.4 Engine operation under arctic conditions
Page 2 - 32 D-BB
Engine and operation
2.4 Engine operation under arctic conditions
D-BB Page 2 - 33
Engine and operation
2.4 Engine operation under arctic conditions
0205-0000AA2.fm
Page 2 - 34 D-BB
Engine and operation
2.5 Low load operation
E-BB Page 2 - 35
Engine and operation
2.5 Low load operation
t [h]
Figure 2-7 Time limits for low load operation (on the left), duration of relieving operation (on the right)
Legend
Explanations
New running in needed after > 500 hours low load
operation (see "Section 9.3: Engine running-in, page
9-9").
Note!
Acceleration time from present output to 70 %
of full load output not less than 15 minutes.
Example
Line a (time limits for low load operation):
At 10 % of full load output, HFO operation is per-
missible for maximum 19 hours, MGO/MDO oper-
ation for maximum 40 hours, than output has to
be increased.
Line b (duration of relieving operation):
Operate the engine for approx. 1.2 hours at not
less than 70 % of full load output to burn away the
deposits that have formed.
0206-0000MA2.fm
Page 2 - 36 E-BB
Engine and operation
2.6.1 Operating range for controllable-pitch propeller (CPP)
110 100
1 Load limit MCR
2 Recommended combinator curve
100 90
3 Zero thrust
90
80
80
70
20
20
3
10 10
0
40 50 60 70 80 90 100 110
Engine speed [%]
The shown speed range can suffer restrictions in 2. Additional restrictions may be required in case
two cases: of engines with resilient mounting. For more in-
0207-0000MAsd2.fm
0207-0000MAsd2.fm
Acceleration/load increase
The engine speed has to be increased before in-
creasing the propeller pitch (see "Figure 2-9: Exam-
ple to illustrate the change from one load step to
another").
Or if increasing both synchronic the speed has to
be increased faster than the propeller pitch. The
area above the combinator curve should not be
reached.
Automatic limiting of the rate of load increase must
also be implemented in the propulsion control.
K-BB Page 2 - 39
Engine and operation
2.6.2 General requirements for propeller pitch control
1 Load limit
2 Recommended combinator curve MCR
3 Zero thrust
Detail:
decreasing load
1st Pitch
1
(load)
2nd Speed
2
Detail:
increasing load
2nd Pitch
(load)
1st Speed
Load steps
Figure 2-9 Example to illustrate the change from one load step to another
Page 2 - 40 K-BB
Engine and operation
2.6.2 General requirements for propeller pitch control
K-BB Page 2 - 41
Engine and operation
2.6.2 General requirements for propeller pitch control
0207-0200MA2.fm
Page 2 - 42 K-BB
Engine and operation
2.6.3 Operating range for fixed-pitch propeller (FPP)
70 3
2
1 60
60 4 4
50
50
40
40
30
30
20
20
10 10
0
30 40 50 60 70 80 90 100 110
Engine speed [%]
0207-0300MA2.fm
* For further information about reduced output see "Section 2.7.6: Available outputs and permissible frequency deviations, page 2-65"
Figure 2-10 Operating range for fixed-pitch propeller
Attention!
Engine operation in a speed range between
103 % and 106 % is permissible for maximum
1 hour!
The propeller design depends on type and appli-
cation of the vessel. Therefore the determination of
the installed propulsive power in the ship is always
the exclusive responsibility of the yard.
Determining the engine power: The energy de-
mand or the energy losses from all at the engine
additionally attached aggregates has to be con-
sidered (e. g. shaft alternators, gearboxes). That
means, after deduction of their energy demand
from the engine power the remaining engine pow-
er must be sufficient for the required power.
Note!
Type testing of the engines is carried out at
0207-0300MA2.fm
110 100
MCR
(reduced output according to
100 chapter available outputs) 90
70
3 60
Max. permitted engine
60 output after load
reduction demand of 50
engine control
50
40
40
30
30 Range I
20
20
10 10
0
30 40 50 60 70 80 90 100 110
Engine speed [%]
Figure 2-11 Operating range for dredger pumps
0207-0400MA2.fm
MCR
Maximum continuous rating, fuel stop power
Range I
Operating range for continuous operation
For dredge applications with dredge pumps di-
rectly mechanically driven by the engines there
is a requirement for full constant torque opera-
tion between 80 % and 100 % of nominal en-
gine speed. This specific operating range
results in a reduced output of the engine ac-
cording to "Table: Available outputs/related refer-
ence conditions" in "Section: Engine ratings (output)
for different applications Ratings (output) and
speeds".
0207-0400MA2.fm
0207-050aMBT2.fm
B-BA
Figure 2-12
Engine and operation
ASTERN AHEAD
2.6.5 Acceleration times
100
90
Engines 32/40, 32/44CR, 35/44DF, 40/54
Emergency Manoeuvre
80
60
Normal Manoeuvre
50
40
20
0
1 0 2 1 0 0 1 2 3 4 5 6 7 8 9 10 0 1 2
Time in minutes Time in minutes
Time [min] with preheated engine (lube oil temperature minimum 40C, cooling water temperature minimum 60C)
Engine speed should generally rise more quickly than pitch when loading and fall more slowly when unloading the engine.
Page 2 - 49
Engine and operation
2.6.5 Acceleration times
0207-050bMBCQT2.fm
80
70
70
Range I 60
Range II 40
40
30
30
20
20
10 10
0
40 50 60 70 80 90 100 110
Engine speed [%] 103
0208-0100MA.fm
105
Figure 2-13 Operating range for diesel-electric operation
L-BB Page 2 - 51
Engine and operation
2.7.1 Operating range for diesel-electric operation/GenSets
MCR
Maximum continuous rating
Range I
Operating range for continuous service
Range II
No continuous operation allowed in this area
Range III
According to DIN ISO 8528-1 load > 100 % of
the rated output is permissible only for a short
time to provide additional engine power for
governing purposes only (e.g. transient load
conditions and suddenly applied load). This ad-
ditional power shall not be used for the supply
of electrical consumers.
0208-0100MA.fm
Page 2 - 52 L-BB
Engine and operation
2.7.2 Starting conditions and load application for diesel-electric plants
C-BB Page 2 - 53
Engine and operation
2.7.2 Starting conditions and load application for diesel-electric plants
Engine starting After blackout or "Dead From stand-by mode After stand-still
conditions Ship" ("Black-Start") ("Normal Start")
General notes
Start-blocking active No No No
Start-blocking of engine leads
to withdraw of "Stand-by Oper-
ation".
Prelubrication pressure pOil before engine < 0.3 bar 0.3 bar < pOil before engine 0.3 bar < pOil before
before engine permissible < 0.6 bar engine <0.6 bar
Page 2 - 54 C-BB
Engine and operation
2.7.2 Starting conditions and load application for diesel-electric plants
Engine starting After blackout or "Dead From stand-by mode After stand-still
conditions Ship" ("Black-Start") ("Normal Start")
HT cooling water
Fuel system
For MDO operation If fuel oil supply pump is not Supply pumps in operation or with starting command to
attached to the engine: engine.
Air driven fuel oil supply pump or
For HFO operation Supply and booster pumps in operation, fuel preheated to
fuel oils service tank at sufficient
operating viscosity.
height or pressurized fuel oil tank
required. (In case of permanent stand-by a periodical exchange of the
circulating HFO has to be ensured to avoid cracking of the
fuel. This can be done by releasing a certain amount of circu-
lating HFO into the day tank and substituting it with "fresh"
fuel from the tank.)
C-BB Page 2 - 55
Engine and operation
2.7.2 Starting conditions and load application for diesel-electric plants
0208-0200MA2.fm
Page 2 - 56 C-BB
Engine and operation
2.7.3 Load application Preheated engine
Figure 2-14 Start up times until load application for diesel-electric marine plants from stand-by mode; engines preheated
and prelubricated
Engines in stand-by mode can be started with Normal Starting Procedure at any time.
0208-0300MA2.fm
D-BB Page 2 - 57
Engine and operation
2.7.3 Load application Preheated engine
Figure 2-15 Start up times until load application for diesel-electric marine plants in Normal Starting Mode (not in stand-by mode); en-
gines preheated
0
0 20 40 60 80 100
0208-0300MA2.fm
Time [sec]
Figure 2-16 Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization speed
reached
Page 2 - 58 D-BB
Engine and operation
2.7.3 Load application Preheated engine
Engine
load [%]
2nly emergency case (visible exhaust gas likely)
100
90
80
Emergency loading
70 (with / without Jet-assist)
60
50
40
30
20 Valid only for preheated engines:
Lube oil temperature > 40 C
10 Cooling water temperature > 60 C
0
0 20 40 60 80 100
Time [sec]
Figure 2-17 Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization speed
reached Only emergency case
0208-0300MA2.fm
D-BB Page 2 - 59
Engine and operation
2.7.4 Load application Cold engine (only emergency case)
Engine speed or
engine load [%]
100
Further engine loading after reaching the prescribed media
90 temperatures: Lube oil > 40 C, Cooling water > 60 C
80
Engine speed
70
60 Emergency case
Required for starting the engine: Time span depends on actual media
50 Engine pre-lubricated temperatures and specific design of the plant
Lube oil > 20C
40 Cool. water > 20C
30
40 sec
20
Engine load 2 min
10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Time
18 19 20
[min]
Figure 2-18 Load application for diesel-electric marine plants, emergency case; cold engines
0208-0300MA2.fm
Page 2 - 60 D-BB
Engine and operation
2.7.5 Load application for ship electrical systems
Pe [%]
100
90 1 1st Step
4
80 2 2nd Step
70 3 3rd Step
3
60 4 4th Step
50 Pe [%] Load application
40 2 of continuous rating
0
5 10 15 20 25 30
pe [bar]
Figure 2-19 Load application in steps as per IACS and ISO 8528-5
0208-0302MA2.fm
J-BB Page 2 - 61
Engine and operation
2.7.5 Load application for ship electrical systems
Engine bmep [bar] 1st step 2nd step 3rd step 4th step
V28/33D 26.6...28.6 33 % 23 % 18 % 26 %
32/40 24.9...25.9
32/44CR 25.3...26.4
40/54 23.2...24.8
48/60B 24.7...26.5
48/60CR 25.8...26.5 33 % 34 % -
58/64 23.2 23 % 18 % 26 %
Table 2-15 Maximum allowable load application steps (higher load steps than listed are not possible as a standard)
Classification Society Dynamic speed Remaining speed Recovery time until reach-
drop in% of the variation in% of the ing the tolerance band
nominal speed nominal speed 1 % of nominal speed
Germanischer Lloyd 10 % 5 % 5 sec.
RINA
Bureau Veritas
ISO 8528-5
Table 2-16 Minimum requirements of the classification societies plus ISO rule
In case of a load drop of 100 % nominal engine ing speed variation must not surpass 5 % of the
power, the dynamic speed variation must not ex- nominal speed.
0208-0302MA2.fm
Page 2 - 62 J-BB
Engine and operation
2.7.5 Load application for ship electrical systems
J-BB Page 2 - 63
Engine and operation
2.7.5 Load application for ship electrical systems
0208-0302MA2.fm
Page 2 - 64 J-BB
Engine and operation
2.7.6 Available outputs and permissible frequency deviations
A-BB Page 2 - 65
Engine and operation
2.7.6 Available outputs and permissible frequency deviations
0208-0400AA2.fm
Page 2 - 66 A-BB
Engine and operation
2.7.7 Load reduction
Engine
load [%]
100
90 Shortest possible continuous load reduction
80
70
60
50 Sudden load shedding
In case of related compressor
40 surging please check the
proper function of the turbo
30 charger silencer filter mat
20
10
0
0 5 10
Time [sec]
Figure 2-21 Engine ramping down, generally
0208-0500MA2.fm
I-BB Page 2 - 67
Engine and operation
2.7.7 Load reduction
0208-0500MA2.fm
Page 2 - 68 I-BB
Engine and operation
2.7.8 Diesel-electric operation of vessels Failure of one engine
A-BA Page 2 - 69
Engine and operation
2.7.8 Diesel-electric operation of vessels Failure of one engine
Example
The isolated network consists of 4 engines with
12,170 kW electrical output each.
P1 3 12,170kW 36,500kW
Page 2 - 70 A-BA
Engine and operation
2.7.9 Alternator Reverse power protection
E-BA Page 2 - 71
Engine and operation
2.7.9 Alternator Reverse power protection
0208-1000MA2.fm
Page 2 - 72 E-BA
Engine and operation
2.7.10 Earthing of diesel engines and bearing insulation on alternators
Earthing conductor
The nominal cross section of the earthing conduc-
tor (equipotential bonding conductor) has to be
selected in accordance with DIN VDE 0100, part
540 (up to 1000 V) or DIN VDE 0141 (in excess of
1 KV).
Generally, the following applies:
The protective conductor to be assigned to the
largest main conductor is to be taken as a basis
for sizing the cross sections of the equipotential
bonding conductors.
Flexible conductors have to be used for the con-
nection of resiliently mounted engines.
Execution of earthing
On vessels, earthing must be done by the shipyard
during assembly on board.
Earthing strips are not included in the MAN
Diesel & Turbo scope of supply.
0208-1100BQcr2.fm
Specific fuel consumption (g/kWh) without attached pumps2)3)4) 178.5 176 180.5 184 205
Specific fuel consumption (g/kWh) without attached pumps2)3)4) 178.5 176 180.5 184 205
Speeds according recommended combinator curve (+/-5 rpm] 750 750 731 674 587
rpm rpm rpm rpm rpm
Specific fuel consumption (g/kWh) without attached pumps2)3)4) 178.5 176 179.5 181 190
Speeds according FPP curve (+/-5 rpm] 750 710 683 600 473
rpm rpm rpm rpm rpm
2)3)4)
Specific fuel consumption (g/kWh) without attached pumps 177 176.5 179.5 185 2082
4) Relevant for engines certification for compliance with the NO limits according E3 Test cycle.
x
Specific fuel consumption (g/kWh) without attached pumps2)3)4) 177 176.5 179.5 185 208
% Load 100 85 75 50 25
For each attached cooling water pump +1.0 +1.5 +1.5 +2.0 +4.0
For all attached lube oil pumps +2.0 +2.5 +3.0 +4.0 +8.0
For exhaust gas back pressure after turbine > 30 mbar Every additional 1 mbar (0.1 kPa) backpressure addition of 0.05 g/kWh to be
calculated
Charge air blow off for exhaust gas temperature control For every increase of the exhaust gas temperature by 1 C, due to activation of
charge air blow-off device, an addition of 0.1 g/kWh to be calculated
(plants with catalyst converter)
Speed 720/750 rpm 100 120 140 160 200 200 240 280 320 400
Relative humidity r % 30
Engine type specific reference charge air temperature before cylinder tbar1) C 40
For detailed information see "Section 5.3.1: Cooling water system diagram, page 5-45".
IMO: International Maritime Organization
MARPOL 73/78; Revised Annex VI-2008, Regulation 13.
Tier II: NOx technical code on control of emission of nitrogen oxides from diesel engines.
Speed 720/750 rpm 1.7 2.0 2.2 2.5 2.8 3.4 3.9 4.5 5.0 5.6
Note!
As a matter of principle, the lubricating oil con-
sumption is to be stated as total lubricating oil
consumption related to the tabulated ISO full
load output (see "Section 2.3: Ratings (output) and
speeds, page 2-21").
0209-0200MQcr2.fm
Air consumption per Nm 2.5 2.8 2.8 3.0 3.0 5.0 5.2 5.5 5.8 6.0
start (20 C)
Air consumption per 2.3 3.0 3.0 3.0 3.0 4.5 6.0 6.0 6.0 6.0
Jet Assist activation
(*5 sec. duration)
Air consumption per 5.0 5.5 5.5 6.0 6.0 10.0 10.5 11.0 11.5 12.0
slow turn manoeuvre
0209-0200MQcr2.fm
bx
bx = br br =
tbar Engine type specific reference charge air temperature before cylinder
see "Table: Reference conditions" in "Section: Fuel oil; lube oil; starting air/control
air consumption".
Example
Reference values:
br = 200 g/kWh, tr = 25 C, tbar = 40 C, pr = 1.0 bar
At Site:
tx = 45 C, tbax = 50 C, px = 0.9 bar
= 1+ 0.0006 (45 25) + 0.0004 (50 40) + 0.07 (1.0 0.9) = 1.023
bx = x br = 1.023 x 200 = 204.6 g/kWh
0209-0300AA2.fm
C-BC Page 2 - 79
Engine and operation
2.8.4 Recalculation of fuel consumption dependent on ambient conditions
0209-0300AA2.fm
Page 2 - 80 C-BC
Introduction
2.8.5 Aging
1,50
1,25
1,00
0,75
0,50
0,25
0,00
0 10 20 30 40 50 60 70 80
Figure 2-24 Influence from total engine running time and service intervals on fuel oil consumption
0209-0400MQcr2.fm
Note!
If an advanced HT cooling water system for in-
creased freshwater generation is to be ap-
plied, please contact MAN Diesel & Turbo for
corresponding planning data.
0210-0000MQcr2.fm
Air temperature C 45
Relative humidity % 50
Heat to be dissipated1)
Charge air cooler; cooling water HT 1,010 1,200 1,330 1,525 1,650
Charge air cooler; cooling water LT 500 595 680 775 860
Lube oil (L.O.) cooler + separator2) 410 480 550 620 685
Flow rates3)
Lube oil (4 bar before engine) including flushing oil 110 120 130 140 150
amount of attached lube oil automatic filter of 13 m/h
Pumps
Lube oil (8.0 bar) for application with constant speed 120 120 141 141 162
Lube oil (8.0 bar) for application with variable speed 110+z 120+z 130+z 140+z 150+z
0210-0000MQcr2.fm
b) External pumps4)
Cooling water fuel nozzles (3.0 bar) 1.0 1.2 1.4 1.6 1.8
MGO/MDO supply pump (p 14.0 bar) 2.5 2.9 3.3 3.8 4.2
HFO supply pump (p 8.0 bar) 1.3 1.5 1.7 2.0 2.2
HFO circulating pump (abs. 14.0 bar, p 10.0 bar) 2.5 2.9 3.3 3.8 4.2
Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-53".
- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater Single main engine, page
5-20" and "Paragraph: H-002/Lube oil heating Multi-engine plant, page 5-20".
- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-29".
- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-53".
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
0210-0000MQcr2.fm
2.9.2 Temperature basis, nominal air and exhaust gas data L32/44CR
560 kW/cyl., 720 rpm or 560 kW/cyl., 750 rpm
Air temperature C 45
Relative humidity % 50
Temperature basis
Air data
Air required to dissipate heat radiation m/h 38,540 44,960 51,380 57,810 64,230
(engine) (t2t1 = 10 C)
Volume flow (temperature turbocharger m3/h 40,690 47,410 54,300 61,030 67,750
outlet)5)
Table 2-26 Temperature basis, nominal air and exhaust gas data L32/44CR
0210-0000MQcr2.fm
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2) Fordesign see "Section 5.3.2: Cooling water system description, page 5-51".
3) Under above mentioned reference conditions.
4)
Tolerances: Quantity 5 %; temperature 20 C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
Air temperature C 45
Relative humidity % 50
Number of cylinders - 12 14 16 18 20
Heat to be dissipated1)
Charge air cooler; cooling water HT 2,085 2,460 2,735 3,110 3,380
Charge air cooler; cooling water LT 930 1,120 1,275 1,465 1,630
Flow rates3)
HT circuit (C.W. cylinder + charge air cooler HT) m3/h 84 98 112 126 140
LT circuit (L.O. cooler + charge air cooler LT) 132 154 176 198 220
Lube oil (5 bar before engine) including flushing oil 165 185 205 225 245
amount of attached lube oil automatic filter of
15 m/h
Pumps
Lube oil (8.0 bar) for application with constant speed 162 191 191 226 240
Lube oil (8.0 bar) for application with variable speed 191 191 226 226 240
b) External pumps4)
Cooling water fuel nozzles (3.0 bar) 2.0 2.4 2.8 3.2 3.6
MGO/MDO supply pump ( p 14.0 bar) 5.0 5.9 6.7 7.6 8.4
HFO supply pump ( p 8.0 bar) 2.6 3.1 3.5 4.0 4.4
HFO circulating pump (abs. 14.0 bar, p 10.0 bar) 5.0 5.9 6.7 7.6 8.4
Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-53".
- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater Single main engine, page
5-20" and "Paragraph: H-002/Lube oil heating Multi-engine plant, page 5-20".
- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-29".
- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-53".
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
0210-0000MQcr2.fm
2.9.4 Temperature basis, nominal air and exhaust gas data V32/44CR
560 kW/cyl., 720 rpm or 560 kW/cyl., 750 rpm
Air temperature C 45
Relative humidity % 50
Number of cylinders - 12 14 16 18 20
Temperature basis
Air data
Air required to dissipate heat radiation m/h 77,070 89,920 102,760 115,610 126,840
(engine) (t2t1 = 10 C)
Volume flow (temperature turbocharger m3/h 81,230 94,830 108,250 121,850 135,440
outlet)5)
Table 2-28 Temperature basis, nominal air and exhaust gas data V32/44CR
0210-0000MQcr2.fm
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see "Section 5.3.2: Cooling water system description, page 5-51".
3) Under above mentioned reference conditions.
4)
Tolerances: Quantity 5 %; temperature 20 C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
Air temperature C 45
Relative humidity % 50
Heat to be dissipated1)
Charge air cooler; cooling water HT2) 1,090 1,000 945 575
Charge air cooler; cooling water LT2) 525 530 535 480
Air data
Air temperature C 45
Relative humidity % 50
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
0210-0000MQcr2.fm
Air temperature C 25
Relative humidity % 30
Heat to be dissipated1)
Charge air cooler; cooling water HT2) 945 850 795 425
Charge air cooler; cooling water LT2) 485 490 495 470
Air data
3)
Including separator heat (30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
0210-0000MQcr2.fm
No. of cylinders 6 7 8 9 10 12 14 16 18 20
HT cooling litre 234 269 303 337 371 469 539 606 675 742
water1) approx.
HT cooling litre 273 312 349 388 425 546 624 698 776 851
water1) approx.
m m
No. of cylinders - 6 7 8 9 10 12 14 16 18 20
Lube oil
in Baseframe2) - 3.0 3.5 4.0 4.5 5.0 6.0 7.0 8.0 9.0 10
in Baseframe3) - 5.0 6.0 6.5 7.5 8.0 9.5 11.0 12.0 13.5 14.5
HFO according ISO 8217-2010 150 C and Viscosity before engine: minimum
1.9 cSt, maximum 14 cSt, recommended: 12
14 cSt
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
0210-0000MQcr2.fm
1
Valid for nominal output and nominal speed.
Operating pressures
Starting air/Control air Starting air min. approx. 15, max. 30 bar
Exhaust Exhaust gas back pressure after turbocharger (static) max. 30 mbar1)
Fuel before high pressure pumps in case of black out min. 4 bar
(only engine start idling)
Fuel injection valve (Opening pressure for new springs) 460 bar
Note!
Variations of the mandatory values can cause rating reduction of the engine rather affect the operation of the
engine negative.
1)
At a total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engine perform-
ance needs to be recalculated.
2)
Note! Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 C
0210-0000MQcr2.fm
0210-0000MQcr2.fm
0210-0000MQcr2.fm
0210-0100MA2.fm
Note!
The engines certification for compliance with the NOx limits will be carried out during factory acceptance test, FAT
as a single or a group certification.
1
Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, "Revised MARPOL Annex VI (Regulations for the Prevention of Air Pollution from Ships), Regulation 13.4
(Tier II)" as adopted by the International Maritime Organization (IMO).
0211-0000MQcr2.fm
0211-0000MQcr2.fm
operating on operating on
6) 7) 6)
MGO HFO MGO HFO7)
Note!
At rated power and without exhaust gas treatment.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3) CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25 A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7) Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.
8)
Pure soot, without ash or any other particle-borne constituents.
Carbon monoxide CO
Carbon monoxide (CO) is formed during incom-
plete combustion.
In MAN Diesel & Turbo four-stroke diesel engines,
optimisation of mixture formation and turbocharg-
ing process successfully reduces the CO content
of the exhaust gas to a very low
level.
0211-0200MA2.fm
2.11 Noise
Figure 2-29 Octave level diagram L32/44CR Sound pressure level Lp Air borne noise
Engine V32/44CR
Output 560 kW/cyl., speed = 720/750 rpm
Sound pressure level Lp: . . . . approx. 108 dB(A)
Measuring points
A total of 19 measuring points at 1 meter dis-
tance from the engine surface are distributed
evenly around the engine according to ISO
6798. The noise at the exhaust outlet is not in-
cluded.
Octave level diagram
In the octave level diagram below, the maxi-
mum averaged octave levels of all measuring
points have been linked by graphs for compa-
rable engines. The data will change depending
on the acoustical properties of the environ-
ment.
Figure 2-30 Octave level diagram V32/44CR Sound pressure level Lp Air borne noise
0212-0000MQcr2.fm
Figure 2-31 Octave level diagram L32/44CR Sound power level Lw Unsilenced intake noise
Engine V32/44CR This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
Sound power level Lw: . . . approx. 146 dB(A)
ard air filter silencer is attached to the turbocharg-
Measurements er.
The intake noise of the turbocharger is meas-
ured at turbocharger test bed with open (unsi-
lenced) air intake. For determination of sound
power level a hypothetical hemispherical sur-
face is assumed. In the lower frequency range
the typical engine intake noise is added based
on measurements in the intake pipe.
Octave level diagram
The sound power level Lw of the unsilenced in-
take noise in the intake pipe is approximately
146 dB(A) at rated output. The octave level of
the sound power is shown in the diagram be-
low. The maximum averaged octave levels of all
measuring points have been linked by graphs
for compara-ble engines. The data will change
depending on the acoustical properties at the
measurement points.
Figure 2-32 Octave level diagram V32/44CR Sound power level Lw Unsilenced intake noise
0212-0200MQcr2.fm
Figure 2-33 Octave level diagram L32/44CR Sound power level Lw Unsilenced exhaust noise
0212-0300MQcr2.fm
Engine V32/44CR
Sound power level Lw:. . . . approx. 142 dB(A)
Measurements
The unsilenced exhaust gas noise is measured
according to internal MAN guidelines at several
positions in the exhaust pipe.
Octave level diagram
The sound power level Lw of the unsilenced ex-
haust noise in the exhaust pipe is approximate-
ly 142 dB(A) at rated output. The octave level of
the sound power is shown in the diagram be-
low. The maximum averaged octave levels of all
measuring points have been linked by graphs
for comparable engines. The data will change
depending on the acoustical properties at the
measurement points.
Figure 2-34 Octave level diagram V32/44CR Sound power level Lw Unsilenced exhaust noise
0212-0300MQcr2.fm
2.12 Vibration
If necessary, a torsional vibration calculation will be Permissible shock torque for short-term loads
worked out which can be submitted for approval (Nm)
to a classification society or a legal authority. Permanently permissible alternating torque
To carry out the torsional vibration calculation fol- (Nm) including influencing factors (frequency,
lowing particulars and/or documents are required. temperature, mean torque)
0213-0000MA2.fm
Engine 32/44CR
Figure 2-35 Case A: overhung arrangement Figure 2-36 Case B: rigid coupling
F3 Flywheel weight
a Distance between end of coupling flange and centre of outer crankshaft bearing
mm kNm kN
1)
L32/44CR 335 17 65
V32/44CR 335 30 -
Note!
Changes may be necessary as a result of the
torsional vibration calculation or special serv-
ice conditions.
Propeller operation
n = 720 rpm
n = 750 rpm
Engine 32/44CR
Constant speed
n = 720 rpm
n = 750 rpm
Engine L32/44CR
Rotating crank balance...........................................100 %
Static reduced rotating mass per
crank including counterweights and
rotating portion of connecting rod . . . . .0.81 kg
(for a crank radius r = 220 mm)
Oscillating mass per cylinder . . . . . . . . . 195 kg
Connecting rod ratio . . . . . . . . . . . . . . . . 0.219
Distance between cylinder
centrelines . . . . . . . . . . . . . . . . . . . . . . 530 mm
Mrot [kNm] + Mosc 1st order [kNm] Mosc 2nd order [kNm]
vertical horizontal
6L32/44CR A 0 0
8L32/44CR B 0 0
10L32/44CR B 0 0
vertical horizontal
6L32/44CR A 0 0
8L32/44CR B 0 0
10L32/44CR B 0 0
For engines of type 32/44CR the external mass forces are equal to zero.
Mrot is eliminated by means of balancing weights on resiliently mounted engines.
6 A 1-3-5-6-4-2 1-2-4-6-5-3
7 A 1-2-4-6-7-5-3 1-3-5-7-6-4-2
8 B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4
9 B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6
10 B 1-4-3-2-6-10-7-8-9-5 1-5-9-8-7-10-6-2-3-4
0215-0200MQcr2.fm
Engine V32/44CR
Rotating crank balancing 1220V.............................90 %
Static reduced rotating mass per crank including
counterweights and rotating portion of connecting
rod (for a crank radius r = 220 mm)
1220V = 68 kg . . . . . . . . . . . . . . . . . . . . . . .
Oscillating mass per cylinder . . . . . . . 195.5 kg
Connecting rod ratio . . . . . . . . . . . . . . . . 0.219
Distance between cyl. centrelines . . . . 630 mm
Vee angle . . . . . . . . . . . . . . . . . . . . . . . . . . 45
12V32/44CR A 0 0
16V32/44CR B 0 0
20V32/44CR - 0 0
12V32/44CR A 0 0
16V32/44CR B 0 0
20V32/44CR - 0 0
For engines of type 32/44CR the external mass forces are equal to zero.
Mrot is eliminated by means of balancing weights on resiliently mounted engines.
0215-0200MQcr2.fm
12 A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2- A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-
B2 B1
14 A A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B5-A3-B3 B2-A2-B1
16 B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B5-A2-B2-A3-B3 B7-A7-B4-A4-B1
18 A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B8-A6-B6-A4-B4-A2-B2 B7-A7-B5-A5-B3-A3-B1
20 B A1-B1-A4-B4-A2-B2-A8-B8-A6-B6-A10- -
B10- A7B7-A9-B9-A3-B3-A5-B5
0215-0200MQcr2.fm
0215-030aMA2.fm
Engine L32/44CR
Table 2-45 Static torque fluctuation and exciting frequencies Engine L32/44CR
1) Exciting frequency of the main harmonic components
0215-030bMQcr2.fm
Engine V32/44CR
Order Fre- T
quency1)
Table 2-46 Static torque fluctuation and exciting frequencies Engine V32/44CR
1) Exciting frequency of the main harmonic components
0215-030bMQcr2.fm
Legend
Engine A1) A2) E1) E2) Fmin Fmax No. of No. of fitted
through bolts
mm bolts
8L32/44CR 24
9L32/44CR
10L32/44CR
Note!
Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of
technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be
changed.
1) ) Without torsional limit device.
2)
With torsional limit device.
0216-0000MQcr2.fm
Legend
16V32/44CR 26 -
18V32/44CR 26 -
20V32/44CR 24 2
Note!
Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of
technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be
changed.
1) ) Without torsional limit device.
2)
With torsional limit device.
0216-0000MQcr2.fm
Note!
The final arrangement of the L.O. and cooling
water pumps will be made due to the inquiry or
order.
0217-0000MQcr2.fm
Note!
The final arrangement of the L.O. and cooling
water pumps will be made due to the inquiry or
order.
0217-0000MQcr2.fm
2.17 Foundation
Top plates
Before or after having been welded in place, the
bearing surfaces should be machined and freed
from rolling scale. Surface finish corresponding to
Ra 3.2 peak-to-valley roughness in the area of the
chocks.
The thickness given is the finished size after ma-
chining.
Downward inclination outwards, not exceeding
0.7 %.
Prior to fitting the chocks, clean the bearing sur-
faces from dirt and rust that may have formed: Af-
ter the drilling of the foundation bolt holes,
spotface the lower contact face normal to the bolt
hole.
Foundation girders
The distance of the inner girders must be ob-
served. We recommend that the distance of the
outer girders (only required for larger types) also be
observed.
The girders must be aligned exactly above and un-
derneath the tank top.
Floor plates
No manholes are permitted in the floor plates in
the area of the box-shaped foundation. Welding is
to be carried out through the manholes in the out-
er girders.
L-BB 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF, 58/64 Page 2 - 141
Engine and operation
2.17.1 General requirements for engine foundation
0218-0000MA2.fm
Page 2 - 142 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF, 58/64 L-BB
Engine and operation
2.17.2 Rigid seating
Legend
Number of bolts
No. of cylinders 6 7 8 9 10
Fitted bolts 2 2 2 2 2
Undercut bolts 16 18 20 22 24
Jack bolts 16 18 20 22 24
0218-0300MQcr2.fm
Two fitted bolts have to be provided either on star- for clockwise rotating engines on port side
0218-0300MQcr2.fm
In any case they have to be positioned on the cou- Number and position of the stoppers have to be
pling side provided according to the figure above.
Engine V32/44CR
Recommended configuration of foundation
Legend
Number of bolts
No. of cylinders 12 14 16 18 20
Fitted bolts 2 2 2 2 2
Undercut bolts 30 34 38 42 46
Jack bolts 16 18 20 22 24
q~=OJQT
0218-0300MQcr2.fm
Two fitted bolts have to be provided either on star- for clockwise rotating engines on port side
0218-0300MQcr2.fm
0218-0300MQcr2.fm
Setting allowance % 20
0218-0400MQcr2.fm
0218-0400MQcr2.fm
0218-0500MBQTdf2.fm
Engine mounting
Engine L32/44CR
0218-0600MQcr2.fm
Engine mounting
Engine L32/44CR
0218-0600MQcr2.fm
Engine Mounting
Engine L32/44CR
0218-0600MQcr2.fm
Engine Mounting
Engine L32/44CR
Figure 2-58 Recommended configuration of foundation L32/44CR Resilient seating (conical mountings)
0218-0600MQcr2.fm
Figure 2-59 Recommended configuration of foundation V32/44CR Resilient seating (conical mountings) 1
0218-0600MQcr2.fm
Figure 2-60 Recommended configuration of foundation V32/44CR Resilient seating (conical mountings) 2
0218-0600MQcr2.fm
0218-0700AA2.fm
3 Engine automation
Kapiteltitel 3 M2.fm
Page 3 - 1
Page 3 - 2
Kapiteltitel 3 M2.fm
b=~~
PKN=p~`pone===
3.1 SaCoSone =
Legend
1 Control Unit
3 System Bus
5 Interface Cabinet
MPMNJMMMMjnOK
MPMNJMMMMjnOK
The plant has to provide electric power for the au- by two individual supply networks. According to
tomation and monitoring system. In general an un- classification requirements it must be designed to
interrupted 24 V DC power supply is required for guarantee the power supply to the connected sys-
SaCoSone. tems for a sufficiently long period if both supply
networks fail.
For marine main engines, an uninterrupted power
supply (UPS) is required which must be provided
230 V 50/60 Hz SaCoSone Interface cabinet Temperature control valves, cabinet illumina-
tion, socket, anticondensation heater
440 V 50/60 Hz Consumers on engine Power supply for consumers on engine (e.g.
cylinder lubricator.
0302-0000MQcr2.fm
3.3 Operation
0303-0000MQcr2.fm
3.4 Functionality
0304-0000MQcr2.fm
3.5 Interfaces
Data Bus Interface (Machinery Alarm System) All measuring values acquired by SaCoSone are
available for transfer.
Alternator Control
Hardwired interface, used for example for syn-
chronisation, load indication, etc.
Power Management
Hardwired interface, for remote start/stop, load
setting, etc.
Others
In addition, interfaces to auxiliary systems are
available, such as to:
- nozzle cooling module
- HT preheating unit
- Electric driven pumps for lube oil, HT and LT
cooling water
Figure 3-10 Interface Cabinet
- clutches
This interface serves for data exchange to ship - gearbox
alarm systems, integrated automation systems
(IAS) or superior power plant operating systems. - propulsion control system
The interface is actuated with MODBUS protocol On request additional hard wired interfaces can be
and is available as: provided for special applications.
- Ethernet interface (MODBUS over TCP) or Cables Scope of supply
as
The bus cables between engine and interface are
- serial interface (MODBUS RTU) scope of the MAN Diesel & Turbo supply.
RS422/RS485, Standard 5 wire with electri-
cal isolation (cable length 100 m). The control cables and power cables are not in-
cluded in the scope of the MAN Diesel & Turbo
Only if the Ethernet interface is used, the transfer supply. This cabling has to be carried out by the
of data can be handled with timestamps from Sa- customer.
CoSone.
0305-0000MQcr2.fm
0305-0000MQcr2.fm
Pn Ub F Phase Fuse/
(kVA) (V) (Hz) Starte
r by
yard
SaCoSone Interface Cabinet 0.45 400 50/60 3 6A Power supply for consumers
440 on engine
0306-0000MQcr2.fm
Regarding the installation in engine rooms, the Cables between engine and 60 m
Interface Cabinet
cabinet should be supplied with fresh air by the
engine room ventilation through a dedicated venti- MODBUS cable between Inter- 100 m
lation air pipe near the engine. face Cabinet and ship alarm sys-
tem
Note!
Cable between Interface Cabinet 100 m
If the restrictions for ambient temperature can and Remote Operating Panel
not be kept, the cabinet must be ordered with
Table 3-3 Maximum cable length
an optional air condition system.
Installation Works
Ambient air conditions During the installation period the yard has to pro-
tect the cabinet against water, dust and fire. It is
For restrictions of ambient conditions, please refer not allowed to do any welding near the cabinets.
to the "Section 3.6: Technical Data, page 3-19". The cabinets have to be fixed to the floor by
screws.
Cabling
If it is inevitable to do welding near the cabinet, the
The interconnection cables between the engine cabinet and panels have to be protected against
and the Interface Cabinet have to be installed ac- heat, electric current and electromagnetic influ-
cording to the rules of electromagnetic compatibil- ences. To guarantee protection against current, all
ity. Control cables and power cables have to be of the cabling must be disconnected from the af-
routed in separate cable ducts. fected components.
The cables for the connection of sensors and ac- The installation of additional components inside
tuators which are not mounted on the engine are the cabinets is only allowed after approval by the
not included in the scope of MAN Diesel & Turbo responsible project manager of MAN Diesel & Tur-
supply. Shielded cables must be used for the ca- bo only.
bling of sensors. For electrical noise protection, an
0307-0000MQcr2.fm
0307-0000MQcr2.fm
speed pickups
10. 1GOS1024 limit switch VVT feedback VVT part - engine VVT cabi- -
A/B*) part load posi- load position net
tion row A reached
11. 2GOS1024 limit switch VVT feedback VVT full - engine VVT cabi- -
A/B*) full load position load position net
row A reached
12. 3GOS1024 limit switch VVT feedback VVT part - engine VVT cabi- -
A/B*) part load posi- load position net
tion row A reached
13. 4GOS1024 limit switch VVT feedback VVT full - engine VVT cabi- -
A/B*) full load position load position net
row A reached
14. 1XSV1030 solenoid valve blow by while part- - engine Control charge air
charge air load or low speed Module bypass
bypass flap /alarm
15. 1XSV1031 solenoid valve charge air blow off - engine Control charge air
A/B*) charge air blow at low suction air Module blow off
off flap A/B temperature /alarm
main bearings
16. xTE1064 double temp indication, alarm, 0120 C engine Control main bear-
sensors, main engine protection Modules ing temp
bearings monitoring
turning gear
17. 1GOS1070 limit switch turn- indication and start - engine Control -
ing gear engaged blocking Module
/alarm
jet assist
18. 1SSV1080 solenoid valve for turbocharger - engine Control jet assist
jet assist acceleration by jet Module
assist /alarm
19. 1PT2170 pressure trans- alarm at low lube 010 bar engine Control -
mitter, lube oil oil pressure Module
pressure engine /alarm
0308-0000MQcr2.fm
inlet
20. 2PT2170 pressure trans- auto shutdown at 010 bar Local Control -
mitter, lube oil low pressure Operating Module
pressure engine Panel /safety
inlet
21. 1TE2170 double temp alarm at high temp 0120 C engine Control -
sensor, lube oil Modules
temp engine inlet
23. 1FE2470A/ limit switch cylin- function control of 0.11 Hz engine Control -
B*) ders lubricator cylinder lubricator Module
line A/B line A /alarm
24. 1PT2570A/ pressure trans- alarm at low lube 06 bar engine Control -
B*) mitter, lube oil oil pressure Module
pressure turbo- /alarm
charger inlet
26. 1TE2580A/ double temp alarm at high temp 0120 C engine Control -
B*) sensor, lube oil Modules
temp turbo-
charger drain
splash oil
28. xTE2880 double temp splash oil supervi- 0120 C engine Control -
sensors, sion Modules
splashoil temp
rod bearings
29. 1TE3168 double temp for EDS visualisa- 0120 C engine Control -
sensor HT water tion and control of Module
temp charge air preheater valve /alarm
0308-0000MQcr2.fm
cooler inlet
30. 1PT3170 pressure trans- alarm at low pres- 06 bar engine Control -
mitter, HT cooling sure Module
water pressure /alarm
engine inlet
34. 1PT3470 pressure trans- alarm at low cool- 010 bar engine Control -
mitter, nozzle ing water pressure Module
cooling water /alarm
pressure engine
inlet
35. 2PT3470 pressure trans- alarm at low cool- 010 bar engine Control -
mitter, nozzle ing water pressure Module
cooling water /safety
pressure engine
inlet
36. 1TE3470 double temp alarm at high cool- 0120 C engine Control -
sensor, nozzle ing water temp Modules
cooling water
temp engine inlet
37. 1PT4170 pressure trans- alarm at low cool- 06 bar engine Control -
mitter, LT water ing water pressure Module
pressure charge /alarm
air cooler inlet
38. 2PT4170 pressure trans- alarm at low cool- 06 bar engine Control -
mitter, LT water ing water pressure Unit
pressure charge
air cooler inlet
fuel system
0308-0000MQcr2.fm
40. 1PT5070 pressure trans- remote indication 016 bar engine Control -
mitter, fuel pres- and alarm Module
sure engine inlet /alarm
41. 2PT5070 pressure trans- remote indication 016 bar engine Control -
mitter, fuel pres- and alarm Module
sure engine inlet /safety
42. 1TE5070 double temp alarm at high temp 0200 C engine Control -
sensor, fuel temp in MDO-mode and Modules
engine inlet for EDS use
44. 1LS5076A/ level switch fuel high pressure fuel 02,000 bar engine Control -
B*) pipe break leak- system leakage Unit
age detection
45. xLS5077A/ level switch rail rail leakage detec- - engine Leakage -
B*) segment 1-5A/B tion Monitor-
ing Unit
46. 2PT5076A/ rail pressure sen- pressure of high 02,000 bar engine Injection -
B*) sors 2 row A/B pressure fuel sys- Module
tem common rail /CR
47. xLS5077A/ level switch rail rail leakage detec- - engine Leakage -
B*) segment tion Monitor-
15A/B ing Unit
50. 1LS5080A/ level switch alarm at high level - fuel leak- Control -
B*) pump- and noz- age moni- Module
zle leakage row toring tank /alarm
A/B FSH-001
51. 2LS5080A/ level switch dirty alarm at high level - pump Leakage -
B*) oil leakage pump bank leak- Monitor-
bank CS row A/B age moni- ing Unit
toring CS
52. 3LS5080A/ level switch dirty alarm at high level - pump Leakage -
B*) oil leakage pump bank leak- Monitor-
bank CCS row age moni- ing Unit
A/B toring
CCS
53. 4LS5080A/ level switch dirty alarm at high level - pump Leakage -
B*) oil leakage pump bank leak- Monitor-
bank CCS row age moni- ing Unit
A/B toring
CCS
57. 1PT6100 pressure trans- for EDS visualisa- 20...+20 intake air Control -
mitter, intake air tion mbar duct after Module
pressure filter /alarm
58. 1TE6100 double temp temp input for 0120 C intake air Control -
sensor, intake air charge air blow-off duct after Module
temp and EDS visualisa- filter /alarm
tion
59. 1TE6170A/ double temp for EDS visualisa- 0300 C engine Control -
B*) sensor, charge tion Modules
air temp charge
air cooler A/B
inlet
62. 1TE6180A/ double temp alarm at high temp 0120 C engine Control -
B*) sensor, charge Modules
air temp after
charge air cooler
A/B
exhaust system
66. 1PT7170 pressure trans- engine control, 040 bar engine Control -
mitter, starting air remote indication Mod-
pressure ule/alarm
67. 2PT7170 pressure trans- engine control, 040 bar engine Control -
mitter, starting air remote indication Mod-
pressure ule/safety
68. 1PT7180 pressure trans- alarm at low air 040 bar engine Control -
mitter, emer- pressure Mod-
gency stop air ule/alarm
pressure
69. 2PT7180 pressure trans- alarm at low air 040 bar engine Control -
mitter, emer- pressure Mod-
gency stop air ule/safety
pressure
70. 1PT7400 pressure trans- remote indication 010 bar engine Control -
mitter, control air Mod-
pressure ule/alarm
71. 2PT7400 pressure trans- remote indication 010 bar engine Control -
mitter, control air Mod-
pressure ule/safety
*)
0308-0000MQcr2.fm
0308-0000MQcr2.fm
Page 4 - 1
Page 4 - 2
Kapiteltitel 4 M2.fm
p~===
4.1.1 Lubricating oil
Temperatures and pressures stated in "Section: B) Long-term (> 72h) or continuous operation
Planning data" must be considered.
For long-term (> 72h) or continuous operation with
MGO (DMA, DMZ), viscosity 2 cst at 40 C, spe-
4.1.1 Lubricating oil cial engine- and plant-related planning prerequi-
sites must be set and special actions are
Selection of the lubricating oil must be in accord- necessary during operation.
ance with the relevant chapters.
Following features are required on engine side:
The lubricating oil must always match the worst
Inlet valve lubrication with possibility to be
fuel oil quality. A base number (BN) that is too low
turned off and on manually
is critical.
In case of conventional injection system, injec-
A base number that is too high is, however, not
tion pumps with sealing oil system, which can
optimum (costs, sedimentation), but is not consid-
be activated and cut off manually, are neces-
ered critical.
sary
Following features are required on plant side:
4.1.2 Fuel
Layout of fuel system to be adapted for low-vis-
The engine is designed for operation with HFO, cosity fuel (capacity and design of fuel supply
MDO (DMB) and MGO (DMA, DMZ) according to and booster pump)
ISO8217-2010 of the qualities quoted in the rele- Cooler layout in fuel system for a fuel oil tem-
vant chapters. perature before engine of 45 C
The following notes concerning this must al- Nozzle cooling system with possibility to be
ways be observed: turned off and on during engine operation
Engine operation MGO (DMA, DMZ) according to ISO Boundary conditions for operation:
8217-2010, viscosity 2 cst at 40 C Fuel in accordance with MGO (DMA, DMZ) and
A) Short-term operation, max. 72 hours a viscosity of 2 cSt at 40 C
Engines that are normally operated with heavy fu- Fuel oil cooler activated and fuel oil temperature
el, can also be operated with MGO (DMA, DMZ) before engine 45 C
for short periods. Inlet valve lubrication turned on
Boundary conditions: In case of conventional injection system, seal-
Fuel in accordance with MGO (DMA, DMZ) and ing oil of injection pumps activated
a viscosity of 2 cSt at 40 C Nozzle cooling system switched off
MGO-operation maximum 72 hours within a Continuous operation with MGO (DMA, DMZ):
two week period (cumulative with distribution
as required) Lube oil for diesel operation (BN10-BN16) has
to be used
Fuel oil cooler switched on and fuel oil temper-
ature before engine 45 C
0203-0000MA2.fm
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil,
diesel oil (MGO/MDO) and biofuels
Spot test (filter paper) - MAN Diesel & Precipitation of resins or asphalt-like age-
Turbo test ing products must not be identifiable.
E-BB Page 4 - 5
Specification for engine supplies
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
Page 4 - 6 E-BB
Specification for engine supplies
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
Experience with the L27/38 engine has shown Temporary operation with gas oil
that the operating temperature of the Woodward
Due to current and future emission regulations,
controller OG10MAS and corresponding actuator
heavy fuel oil cannot be used in designated re-
for UG723+ can be higher than 93 C. In these
gions. Low-sulphur diesel fuel must be used in
cases we recommend using a synthetic oil such as
these regions instead.
Castrol Alphasyn HG150. Engines supplied after
March 2005 are already filled with this oil. If the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which is
Lubricating oil additives
suitable for HFO operation (BN 30 55 mg
The use of other additives with the lubricating oil, KOH/g) can be used during this period.
or the mixing of different brands (oils by different
If the engine is operated provisionally with low-sul-
manufacturers), is not permitted as this may impair
phur diesel fuel for more than 1000 h and is sub-
the performance of the existing additives which
sequently operated once again with HFO, a
have been carefully harmonised with each another
lubricating oil with a BN of 20 must be used. If the
and also specifically tailored to the base oil.
BN 20 lubricating oil by the same manufacturer as
Selection of lubricating oils/warranty the lubricating oil used for HFO operation with
higher BN (40 or 50), an oil change will not be re-
The majority of mineral oil companies are in close
quired when effecting the changeover. It will be
regular contact with engine manufacturers and
sufficient to use BN 20 oil when replenishing the
can therefore provide information on which oil in
used lubricating oil.
their specific product range has been approved by
the engine manufacturer for the particular applica- If you wish to operate the engine with HFO once
tion. Irrespective of the above, lubricating oil man- again, it will be necessary to change over in good
ufacturers are liable in any case for the quality and time to a lubricating oil with a higher BN (30 55).
characteristics of their products. If you have any If the lubricating oil with higher BN is by the same
questions, we will be happy to provide you with manufacturer as the BN 20 lubricating oil, the
further information. changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
Oil during operation BN (30 55) must be used to replenish the used
There are no prescribed oil change intervals for lubricating oil roughly 2 weeks prior to resuming
MAN Diesel & Turbo medium speed engines. The HFO operation.
oil properties must be regularly analysed. The oil
Test
can be used for as long as the oil properties re-
main within the defined limit values (see "Table 4-4: We can analyse heavy fuel oil for customers at our
Limit values for used lubricating oil"). An oil sample laboratory. A 0.5 l sample is required for the test.
must be analysed every 1 3 months (see mainte-
Improper handling of fuels
nance schedule). An oil sample must be analysed
every 1 3 months (see maintenance schedule). If fuels are improperly handled, this can pose a
The quality of the oil can only be maintained if it is danger to health, safety and the environment. The
cleaned using suitable equipment (e. g. a separa- relevant safety information by the fuel supplier
tor or filter). must be observed.
0401-0000MAcr2.fm
E-BB Page 4 - 7
Specification for engine supplies
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
BP Energol DS 3-154
Q8 Mozart DP40
SHELL Gadinia 40
Gadinia AL40
Sirius FB402)
Sirius/Rimula X402)
Note!
MAN Diesel & Turbo SE does not assume lia-
bility for problems that occur when using these
oils.
0401-0000MAcr2.fm
Page 4 - 8 E-BB
Specification for engine supplies
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
Water content max. 0.2 % (max. 0.5 % for a brief periods) ISO 3733 or ASTM D 1744
E-BB Page 4 - 9
Specification for engine supplies
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
0401-0000MAcr2.fm
Page 4 - 10 E-BB
Specification for engine supplies
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
4.3 Specification for lubricating oil (SAE 40) for operation on heavy
fuel oil (HFO)
Spot test (filter paper) - MAN Diesel & Precipitation of resins or asphalt-like ageing
Turbo test products must not be identifiable.
E-BB Page 4 - 11
Specification for engine supplies
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
Additives must not increase the rate at which the Table 4-6 Viscosity (SAE class) of lubricating oils
filter elements in the active or used condition are
blocked. Neutralisation properties (BN)
Lubricating oils with medium alkalinity and a range
Washing ability of neutralisation capabilities (BN) are available on
The washing ability must be high enough to pre- the market. According to current knowledge, a re-
vent the accumulation of tar and coke residue as lationship can be established between the antici-
a result of fuel combustion. The lubricating oil must pated operating conditions and the BN number
not absorb the deposits produced by the fuel. (see "Table 4-7: Base number to be used for various op-
erating conditions"). However, the operating results
Dispersibility are still the overriding factor in determining which
BN number produces the most efficient engine
The selected dispersibility must be such that com- operation.
mercially-available lubricating oil cleaning systems
can remove harmful contaminants from the oil
used, i. e. the oil must possess good filtering prop-
erties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896) must
be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
For tips on selecting the base number see "Table
4-7: Base number to be used for various operating condi-
tions".
0401-0000AA2.fm
Page 4 - 12 E-BB
Specification for engine supplies
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
20 Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur content of
less than 0.5 %.
30 Generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation only with sulphur content < 1.5 %.
40 With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where correspond-
ing requirements in relation to the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient
with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Operation with low-sulphur fuel oil can be used instead in exceptional cases. In
this case, it makes no difference whether synthetic
To comply with the emissions regulations, the sul-
or mineral-based oils are used.
phur content of fuels used nowadays varies. Fuels
with a low-sulphur content must be used in envi- The military specification for these oils is O-236.
ronmentally-sensitive areas (SECA). Fuels with a
Lubricating oil additives
high sulphur content may be used outside SECA
zones. In this case, the BN number of the lubricat- The use of other additives with the lubricating oil,
ing oil selected must satisfy the requirements for or the mixing of different brands (oils by different
operation using fuel with a high-sulphur content. A manufacturers), is not permitted as this may impair
lubricating oil with low BN number may only be se- the performance of the existing additives which
lected if fuel with a low-sulphur content is used ex- have been carefully harmonised with each another
clusively during operation. and also specifically tailored to the base oil.
However, the results obtained in practise that Selection of lubricating oils/warranty
demonstrate the most efficient engine operation The majority of mineral oil companies are in close
are the factor that ultimately decides which addi- regular contact with engine manufacturers and
tive fraction is permitted. can therefore provide information on which oil in
Cylinder lubricating oil their specific product range has been approved by
the engine manufacturer for the particular applica-
In engines with separate cylinder lubrication, the
tion. Irrespective of the above, lubricating oil man-
pistons and cylinder liners are supplied with lubri-
ufacturers are liable in any case for the quality and
cating oil via a separate lubricating oil pump. The
characteristics of their products. If you have any
quantity of lubricating oil is set at the factory ac-
questions, we will be happy to provide you with
cording to the quality of the fuel to be used and the
further information.
anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating Oil during operation
circuit as specified above. There are no prescribed oil change intervals for
Speed controller MAN Diesel & Turbo medium speed engines. The
oil properties must be regularly analysed. The oil
0401-0000AA2.fm
E-BB Page 4 - 13
Specification for engine supplies
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
Limit values for used lubricating oil"). An oil sample sequently operated once again with HFO, a
must be analysed every 1 3 months (see mainte- lubricating oil with a BN of 20 must be used. If the
nance schedule). An oil sample must be analysed BN 20 lubricating oil by the same manufacturer as
every 1 3 months (see maintenance schedule). the lubricating oil used for HFO operation with
The quality of the oil can only be maintained if it is higher BN (40 or 50), an oil change will not be re-
cleaned using suitable equipment (e.g. a separator quired when effecting the changeover. It will be
or filter). sufficient to use BN 20 oil when replenishing the
used lubricating oil.
Temporary operation with gas oil
If you wish to operate the engine with HFO once
Due to current and future emission regulations,
again, it will be necessary to change over in good
heavy fuel oil cannot be used in designated re-
time to a lubricating oil with a higher BN (30 55).
gions. Low-sulphur diesel fuel must be used in
If the lubricating oil with higher BN is by the same
these regions instead.
manufacturer as the BN 20 lubricating oil, the
If the engine is operated with low-sulphur diesel changeover can also be effected without an oil
fuel for less than 1,000 h, a lubricating oil which is change. In doing so, the lubricating oil with higher
suitable for HFO operation (BN 30 55 mg BN (30 55) must be used to replenish the used
KOH/g) can be used during this period. lubricating oil roughly 2 weeks prior to resuming
If the engine is operated provisionally with low-sul- HFO operation.
phur diesel fuel for more than 1,000 h and is sub-
Water content max. 0.2 % (max. 0.5 % for brief periods) ISO 3733 or ASTM D 1744
Page 4 - 14 E-BB
Specification for engine supplies
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
Tests
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test.
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
Note!
MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils.
Table 4-9 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines
0401-0000AA2.fm
E-BB Page 4 - 15
Specification for engine supplies
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
0401-0000AA2.fm
Page 4 - 16 E-BB
Specification for engine supplies
4.4 Specification for gas oil/diesel oil (MGO)
Diesel oil
Other designations
Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and must
therefore not contain any residual materials.
Military specification
Diesel oils that satisfy specification F-75 or F-76
may be used.
Specification
The suitability of the fuel depends on whether it
has the properties defined in this specification
(based on its composition in the as-delivered
state).
The DIN EN 590 and ISO 8217-2010 (Class DMA
or Class DMZ) and standards have been exten-
sively used as the basis when defining these prop-
erties. The properties correspond to the test
procedures stated.
Table 4-10 Diesel fuel (MGO) Properties that must be complied with (1 of 2)
E-BB Page 4 - 17
Specification for engine supplies
4.4 Specification for gas oil/diesel oil (MGO)
Other specifications:
Table 4-10 Diesel fuel (MGO) Properties that must be complied with (2 of 2)
1) The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud
point in accordance with ISO 3015.
Page 4 - 18 E-BB
Specification for engine supplies
4.5 Specification for diesel oil (MDO)
Other specifications:
British Standard BS MA 100-1987 - - Class M2
ASTM D 975 - - 2D
ASTM D 396 - - No. 2
0407-0000AA2.fm
J-BA Page 4 - 19
Specification for engine supplies
4.5 Specification for diesel oil (MDO)
Page 4 - 20 J-BA
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
Prerequisites The entries in the last column of "Table 4-12: The fuel
specifications and corresponding characteristics for heavy
MAN four-stroke diesel engines can be operated
fuel oil" provide important background information
with any heavy fuel oil obtained from crude oil that
and must therefore be observed.
also satisfies the requirements in "Table 4-12: The
fuel specifications and corresponding characteristics for Different international specifications exist for heavy
heavy fuel oil" providing the engine and fuel fuel oils. The most important specifications are ISO
processing system have been designed accord- 8217-2010 and CIMAC-2003, which are more or
ingly. To ensure that the relationship between the less identical. The ISO 8217 specification is shown
fuel, spare parts and repair/maintenance costs re- in "Figure 4-1: ISO 8217-2010 specification for heavy fuel
mains favourable at all times, the following points oil" and "Figure 4-2: ISO 8217-2010 specification for
should be observed. heavy fuel oil (continued)". All qualities in these spec-
ifications up to K700 can be used, providing the
Heavy fuel oil (HFO) fuel preparation system has been designed ac-
Origin/Refinery process cordingly. To use any fuels, which do not comply
with these specifications (e.g. crude oil), consulta-
The quality of the heavy fuel oil largely depends on tion with Technical Service of MAN Diesel &
the quality of crude oil and on the refining process Turbo SE in Augsburg is required. Heavy fuel oils
used. This is why the properties of heavy fuel oils with a maximum density of 1,010 kg/m3 may only
with the same viscosity may vary considerably de- be used if up-to-date separators are installed.
pending on the bunker positions. Heavy fuel oil is
normally a mixture of residual oil and distillates. Important
The components of the mixture are normally ob- Even though the fuel properties specified in "Table
tained from modern refinery processes, such as 4-12: The fuel specifications and corresponding charac-
Catcracker or Visbreaker. These processes can teristics for heavy fuel oil" satisfy the above require-
adversely affect the stability of the fuel as well as ments, they probably do not adequately define the
its ignition and combustion properties. The ignition and combustion properties and the stabil-
processing of the heavy fuel oil and the operating ity of the fuel. This means that the operating be-
result of the engine also depend heavily on these haviour of the engine can depend on properties
factors. that are not defined in the specification. This par-
Bunker positions with standardised heavy fuel oil ticularly applies to the oil property that causes for-
qualities should preferably be used. If oils need to mation of deposits in the combustion chamber,
be purchased from independent dealers, also en- injection system, gas ducts and exhaust gas sys-
sure that these also comply with the international tem. A number of fuels have a tendency towards
specifications. The engine operator is responsible incompatibility with lubricating oil which leads to
for ensuring that suitable heavy fuel oils are cho- deposits being formed in the fuel delivery pump
sen. that can block the pumps. It may therefore be nec-
essary to exclude specific fuels that could cause
Specifications problems.
Fuels intended for use in an engine must satisfy Blends
the specifications to ensure sufficient quality. The
limit values for heavy fuel oils are specified in "Table The addition of engine oils (old lubricating oil,
4-12: The fuel specifications and corresponding charac- ULO used lubricating oil) and additives that are
not manufactured from mineral oils, (coal-tar oil,
0406-0000AA2.fm
J-BB Page 4 - 21
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
chemical waste) is not permitted. Some of the rea- experience (and this has also been the experience
sons for this are as follows: abrasive and corrosive of other manufacturers), this can severely damage
effects, unfavourable combustion characteristics, the engine and turbocharger components.
poor compatibility with mineral oils and, last but
The addition of chemical waste products (sol-
not least, adverse effects on the environment. The
vents, for example) to the fuel is prohibited for en-
order for the fuel must expressly state what is not
vironmental protection reasons according to the
permitted as the fuel specifications that generally
resolution of the IMO Marine Environment Protec-
apply do not include this limitation.
tion Committee passed on 1st January 1992.
If engine oils (old lubricating oil, ULO used lubri-
Leaked oil collector
cating oil) are added to fuel, this poses a particular
danger as the additives in the lubricating oil act as Leak oil collectors that act as receptacles for leak
emulsifiers that cause dirt, water and catfines to oil, and also return and overflow pipes in the lube
be transported as fine suspension. They therefore oil system, must not be connected to the fuel tank.
prevent the necessary cleaning of the fuel. In our Leak oil lines should be emptied into sludge tanks.
Viscosity mm2/s max. 700 See "Paragraph: Viscosity/injection viscosity, page 4-26"
(at 50 C) (cSt)
Density g/ml 1.010 See "Paragraph: Heavy fuel oil processing, page 4-26"
(at 15 C)
Flash point C max. 60 See "Paragraph: Flash point (ASTM D 93), page 4-28"
Ash 0.15 See "Paragraph: Heavy fuel oil processing, page 4-26"
content
Vanadium content mg/kg 450 See "Paragraph: Heavy fuel oil processing, page 4-26"
Water Vol- 0.5 See "Paragraph: Heavy fuel oil processing, page 4-26"
content ume%
Table 4-12 The fuel specifications and corresponding characteristics for heavy fuel oil (1 of 2)
0406-0000AA2.fm
Page 4 - 22 J-BB
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
Aluminium and sili- mg/kg max. 60 See "Paragraph: Heavy fuel oil processing, page 4-26"
cium content (total)
Used lubricating oil mg/kg - The fuel must be free of lubricating oil (ULO (used
(ULO) lubricating oil, old oil)). Fuel is considered as con-
taminated with lubricating oil when the following
concentrations occur: Ca > 30 ppm and Zn >
15 ppm or Ca > 30 ppm and P > 15 ppm.
Asphalt content Weight 2/3 of carbon res- See "Paragraph: Combustion properties, page 4-29"
% idue (according to
Conradson)
Sodium content mg/kg Sodium< 1/3 See "Paragraph: Heavy fuel oil processing, page 4-26"
vanadium,
sodium< 100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or
polymers.
Table 4-12 The fuel specifications and corresponding characteristics for heavy fuel oil (2 of 2)
0406-0000AA2.fm
J-BB Page 4 - 23
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
0406-0000AA2.fm
Page 4 - 24 J-BB
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
0406-0000AA2.fm
Figure 4-2 ISO 8217-2010 specification for heavy fuel oil (continued)
J-BB Page 4 - 25
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
Page 4 - 26 J-BB
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
The separators must be arranged according to the eign matter and water (after separation)") for inorganic
manufacturers' current recommendations (Alpha- foreign matter and water in the heavy fuel oil will be
Laval and Westfalia). The density and viscosity of achieved at the engine inlet.
the heavy fuel oil in particular must be taken into
Results obtained during operation in practise
account. If separators by other manufacturers are
show that the wear the occurs as a result of abra-
used, MAN Diesel & Turbo should be consulted.
sion in the injection system and the engine will re-
If processing is carried out in accordance with the main within acceptable limits if these values are
MAN Diesel & Turbo specifications and the correct complied with. In addition, optimum lubricating oil
separators are chosen, it may be assumed that treatment must be ensured.
the results (see "Table 4-13: Obtainable contents of for-
Table 4-13 Obtainable contents of foreign matter and water (after separation)
0406-0000AA2.fm
J-BB Page 4 - 27
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
Water Ash
It is particularly important to ensure that the water Fuel ash consists for the greater part of vanadium
separation process is as thorough as possible as oxide and nickel sulphate (see "Paragraph: Vanadi-
the water is present in the form of large droplets, um/sodium, page 4-28"). Heavy fuel oils that produce
and not as a finely distributed emulsion. In this a high quantity of ash in the form of foreign matter,
form, water also promotes corrosion and sludge e. g. sand, corrosion compounds and catalyst
formation in the fuel system and therefore impairs particles, accelerate mechanical wear in the en-
the supply, atomisation and combustion of the gine. Catalyst particles produced as a result of the
heavy fuel oil. If the water absorbed in the fuel is catalytic cracking process may be present in
seawater, harmful sodium chloride and other salts heavy fuel oils. In most cases, these are aluminium
dissolved in this water will enter the engine. silicate particles that cause a high degree of wear
in the injection system and the engine. The alumin-
The sludge containing water must be removed
ium content determined, multiplied by a factor of
from the settling tank before the separation proc-
between 5 and 8 (depending on the catalytic
ess starts, and must also be removed from the
bond), is roughly the same as the proportion of
service tank at regular intervals. The tank's ventila-
catalyst remnants in the heavy fuel oil.
tion system must be designed in such a way that
condensate cannot flow back into the tank. Homogeniser
If a homogeniser is used, it must never be installed
Vanadium/sodium
between the settling tank and separator as other-
If the vanadium/sodium ratio is unfavourable, the wise it will not be possible to ensure satisfactory
melting point of the heavy fuel oil ash may fall in the separation of harmful contaminants, particularly
operating range of the exhaust-gas valve which seawater.
can lead to high-temperature corrosion. Most of
Flash point (ASTM D 93)
the water and water-soluble sodium compounds it
contains can be removed by pre-cleaning the National and international transportation and stor-
heavy fuel oil in the settling tank and in the separa- age regulations governing the use of fuels must be
tors. complied with in relation to the flash point. In gen-
eral, a flash point of above 60 C is prescribed for
The risk of high-temperature corrosion is low if the
diesel engine fuels.
sodium content is one third of the vanadium con-
tent or less. It must also be ensured that sodium Low temperature behaviour (ASTM D 97)
does not enter the engine in the form of seawater
The pour point is the temperature at which the fuel
in the intake air.
is no longer flowable (pumpable). As the pour
If the sodium content is higher than 100 mg/kg, point of many low-viscosity heavy fuel oils is higher
this is likely to result in a higher quantity of salt de- than 0 C, the bunker facility must be preheated,
posits in the combustion chamber and exhaust unless fuel in accordance with RMA or RMB is
gas system. This will impair the function of the en- used. The entire bunker facility must be designed
gine (including the suction function of the turbo- in such a way that the heavy fuel oil can be pre-
charger). heated to around 10 C above the pour point.
Under certain conditions, high-temperature corro- Pump characteristics
sion can be prevented by using a fuel additive that
If the viscosity of the fuel is higher than
increases the melting point of the heavy fuel oil ash
1,000 mm2/s (cST), or the temperature is not at
(see "Paragraph: Additives to heavy fuel oils, page
least 10 C above the pour point, pumping prob-
4-31").
lems will occur. For further information see "Para-
0406-0000AA2.fm
Page 4 - 28 J-BB
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
J-BB Page 4 - 29
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
Figure 4-4 Nomogram for the determination of CCAI Assignment of CCAI ranges to engine types
Legend
D Density [kg/m] at 15 C
B Ignition properties may be poor that adjustment of engine or engine or engine operating conditions are required
C Problems that have been identified may lead to engine damage, even after a short period of operation.
1 Engine type
2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils.
0406-0000AA2.fm
Page 4 - 30 J-BB
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
Sulphuric acid corrosion The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating Additives that are currently used for diesel en-
handbook for the relevant load. If the temperature gines, as well as their probable effects on the en-
of the components that are exposed to acidic gine's operation, are summarised in the "Table 4-
combustion products is below the acid dew point, 14: Additives to heavy fuel oils Classification/ effects",
acid corrosion can no longer be effectively pre- together with their supposed effect on engine op-
vented, even if alkaline lubricating oil is used. eration.
The BN values specified in "Section: Specification for
Precombustion Dispersing agents/stabilisers
lubricating oil (SAE 40) for operation on heavy fuel oil additives Emulsion breakers
(HFO)" are sufficient, providing the quality of lubri-
Biocides
cating oil and engine's cooling system satisfy the
requirements. Combustion addi- Combustion catalysts (fuel savings,
tives emissions)
Compatibility
Post-combustion Ash modifier (hot corrosion)
The supplier must guarantee that the heavy fuel oil additives Soot removers (exhaust-gas sys-
is homogeneous and remains stable, even once tem)
the standard storage period has elapsed. If differ-
ent bunker oils are mixed, this can lead to separa- Table 4-14 Additives to heavy fuel oils Classification/
tion and associated sludge formation in the fuel effects
system during which large quantities of sludge ac- Heavy fuel oils with low sulphur content
cumulate in the separator that block filters, prevent
atomisation and a large amount of residue as a re- From the point of view of an engine manufacturer,
sult of combustion. a lower limit for the sulphur content of heavy fuel
oils does not exist. We have not identified any
This is due to incompatibility or instability of the problems attributable to sulphur content in the
oils. As much of the heavy fuel oil in the storage low-sulphur heavy fuel oils currently available on
tank as possible should therefore be removed be- the market. This situation may change in future if
fore bunkering again to prevent incompatibility. new methods are used for the production of low-
Blending heavy fuel oil sulphur heavy fuel oil (desulphurisation, new
blending components). MAN Diesel & Turbo will
If heavy fuel oil for the main engine is blended with monitor developments and inform its customers if
gas oil (MGO) to obtain the required quality or vis- required.
cosity of heavy fuel oil, it is extremely important
that the components of these oils are compatible If the engine is not always operated with low-sul-
(see "Paragraph: Compatibility, page 4-31"). phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
Additives to heavy fuel oils be selected.
MAN Diesel & Turbo engines can be operated Improper handling of fuels
economically without additives. It is up to the cus-
tomer to decide whether or not the use of addi- If fuels are improperly handled, this can pose a
tives is beneficial. The supplier of the additive must danger to health, safety and the environment. The
guarantee that the engine operation will not be im- relevant safety information by the fuel supplier
paired by using the product. must be observed.
0406-0000AA2.fm
J-BB Page 4 - 31
Specification for engine supplies
4.6 Specification for heavy fuel oil (HFO)
Tests
Sampling
To check whether the specification provided
and/or the necessary delivery conditions are com-
plied with, we recommend you retain at least one
sample of every bunker oil (at least for the duration
of the engine's warranty period). To ensure that
representative samples are taken of the bunker oil,
a sample should be taken from the transfer line
when starting up, halfway through the operating
period and at the end of the bunker period. Sam-
ple Tec" by MarTec in Hamburg is a suitable test-
ing instrument which can be used to take samples
on a regular basis during bunkering.
Analysis of samples
Our department for fuels and lubricating oils
(Augsburg factory, EQC department) will be
pleased to provide further information on request.
We can analyse fuel for customers at our laborato-
ry. A 0.5 l sample is required for the test.
0406-0000AA2.fm
Page 4 - 32 J-BB
Specification for engine supplies
4.7 Viscosity-temperature diagram (VT diagram)
E-BB Page 4 - 33
Specification for engine supplies
4.7 Viscosity-temperature diagram (VT diagram)
Determining the viscosity-temperature curve and the low for the heavy fuel oil to be heated up to a tem-
required preheating temperature perature which is roughly 10 C higher than the
pour point.
Example: Heavy fuel oil of 180 mm2/s at 50 C.
Note!
Prescribed injection vis- Required temperature The viscosity of gas oil or diesel fuel (marine
cosity in mm2/s of heavy fuel oil at
diesel oil) upstream of the engine must be at
engine inlet1) in C
least 1.9 mm2/s. If the viscosity is too low, this
12 126 (line c) may cause seizing of the pump plunger or noz-
14 119 (line d)
zle needle valves as a result of insufficient lu-
brication.
Table 4-15 Determination of the viscosity-temperature
curve and the preheating temperature This can be avoided by monitoring the tempera-
1) The ture of the fuel. Although the maximum permissi-
drop in temperature between the last preheating appli-
ance and the fuel injection pump is not taken into account
ble temperature depends on the viscosity of the
in these figures. fuel, it must never exceed the following values:
45 C at the most with DMA and DMB
A heavy fuel oil with a viscosity of 180 mm2/s at
50 C can reach a viscosity of 1,000 mm2/s at 60 C at the most with RMA
24 C (line e) this is the maximum permissible
A fuel cooler must therefore be installed.
viscosity at which the pump can still deliver the fu-
el. For operation with special fuels (not according to
ISO8217-2010) like "Arctic Diesel" or "DMX" con-
When the last preheating appliance is a state-of-
sult the technical service of MAN Diesel & Turbo in
the-art appliance with 8 bar saturated steam, this
Augsburg. In this case, please provide exact fuel
achieves a heavy fuel oil temperature of 152 C. At
specification.
high temperatures there is a danger of deposits
forming in the preheating system that could re-
duce the heating output and lead to thermal over-
loading of the heavy fuel oil. In this case asphalt
forms, i. e. quality is adversely affected.
The heavy fuel oil lines between the outlet of the
last preheating system and the injection valve
must be suitably insulated to limit the maximum
drop in temperature to 4 C. This is the only way
to achieve the necessary injection viscosity of
14 mm2/s for heavy fuel oils with a reference vis-
cosity of 700 mm2/s at 50 C (the maximum vis-
cosity as defined in the international specifications
such as ISO CIMAC or British Standard). If the
heavy fuel oil being used has a lower reference vis-
cosity, the injection viscosity should ideally be
12 mm2/s to improve the atomisation of heavy fuel
oil and in turn reduce combustion residues.
The delivery pump must be designed to handle a
heavy fuel oil with a viscosity of up to
1,000 mm2/s. The pour point of the heavy fuel oil
0413-0000AA2.fm
Page 4 - 34 E-BB
Specification for engine supplies
4.8 Specification for engine cooling water
J-BB Page 4 - 35
Specification for engine supplies
4.8 Specification for engine cooling water
Damage to the cooling water system Emulsifiable slushing oils are used less and less
frequently as their use has been considerably re-
Corrosion
stricted by environmental protection regulations,
Corrosion is an electrochemical process that can and because they are rarely available from suppli-
widely be avoided by selecting the correct water ers for this and other reasons.
quality and by carefully handling the water in the
Treatment prior to initial commissioning of engine
engine cooling system.
Treatment with an anticorrosive agent should be
Flow cavitation
carried out before the engine is brought into oper-
Flow cavitation can occur in areas in which high ation for the first time to prevent irreparable initial
flow velocities and high turbulence is present. If damage.
the steam pressure is reached, steam bubbles
Warning!
form and subsequently collapse in high pressure
zones which causes the destruction of materials in The engine must not be brought into operation
constricted areas. without treating the cooling water first.
Erosion
Additives for cooling water
Erosion is a mechanical process accompanied by
Only the additives approved by MAN Diesel &
material abrasion and the destruction of protective
Turbo and listed in "Table 4-17: Nitrite-containing
films by solids that have been drawn in, particularly
chemical additives" up to "Table 4-20: Anti-freeze solu-
in areas with high flow velocities or strong turbu-
tions with slushing properties" may be used.
lence.
Required approval
Stress corrosion cracking
A cooling water additive may only be permitted for
Stress corrosion cracking is a failure mechanism
use if tested and approved as per the latest direc-
that occurs as a result of simultaneous dynamic
tives of the ICE Research Association (FVV) "Suit-
and corrosive stress. This may lead to cracking
ability test of internal combustion engine cooling
and rapid crack propagation in water-cooled, me-
fluid additives. The test report must be obtainable
chanically-loaded components if the cooling water
on request. The relevant tests can be carried out
has not been treated correctly.
on request in Germany at the staatliche Material-
prfanstalt (Federal Institute for Materials Re-
Processing of engine cooling water
search and Testing), Abteilung Oberflchentechnik
Formation of a protective film (Surface Technology Division), Grafenstrae 2 in
The purpose of treating the engine cooling water D-64283 Darmstadt.
using anticorrosive agents is to produce a contin- Once the cooling water additive has been tested
uous protective film on the walls of cooling surfac- by the FVV, the engine must be tested in the sec-
es and therefore prevent the damage referred to ond step before the final approval is granted.
above. In order for an anticorrosive agent to be
Only in closed circuits
100 % effective, it is extremely important that un-
treated water satisfies the requirements in "Para- Additives may only be used in closed circuits
graph: Requirements, page 4-35". where no significant consumption occurs, apart
from leaks or evaporation losses.
Protective films can be formed by treating the
cooling water with an anticorrosive chemical or an
emulsifiable slushing oil.
0402-0000AA2.fm
Page 4 - 36 J-BB
Specification for engine supplies
4.8 Specification for engine cooling water
J-BB Page 4 - 37
Specification for engine supplies
4.8 Specification for engine cooling water
Page 4 - 38 J-BB
Specification for engine supplies
4.8 Specification for engine cooling water
Protective measures
Anticorrosive agents contain chemical com-
pounds that can pose a risk to health or the envi-
ronment if incorrectly used. Comply with the
directions in the manufacturer's material safety
data sheets.
Avoid prolonged direct contact with the skin.
Wash hands thoroughly after use. If larger quanti-
ties spray and/or soak into clothing, remove and
wash clothing before wearing it again.
If chemicals come into contact with your eyes,
rinse them immediately with plenty of water and
seek medical advice.
Anticorrosive agents are generally harmful to the
water cycle. Observe the relevant statutory re-
quirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN
Diesel & Turbo two-stroke main engine is used in
a marine engine of type 16/24, 21/31, 23/30H,
27/38 or 28/32H, the cooling water recommenda-
tions for the main engine must be observed.
Analysis
We analyse cooling water for our customers in our
chemical laboratory. A 0.5 l sample is required for
the test.
0402-0000AA2.fm
J-BB Page 4 - 39
Specification for engine supplies
4.8 Specification for engine cooling water
Page 4 - 40 J-BB
Specification for engine supplies
4.8 Specification for engine cooling water
Manufacturer Product
(Designation)
J-BB Page 4 - 41
Specification for engine supplies
4.8 Specification for engine cooling water
BASF Glysantin G 48 35 %
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Rhein Glysantin G 05
Germany
0402-0000AA2.fm
Page 4 - 42 J-BB
Specification for engine supplies
4.9 Cooling water inspecting
gJ__ Page 4 - 43
Specification for engine supplies
4.9 Cooling water inspecting
0403-0000AA2.fm
Page 4 - 44 JJ__
Specification for engine supplies
4.10 Cooling water system cleaning
Summary who can provide the right cleaning agents for the
type of deposits and materials in the cooling cir-
Remove contamination/residue from operating flu-
cuit. The cleaning should only be carried out by
id systems, ensure/reestablish operating reliability.
the engine operator if this cannot be done by a
Cooling water systems containing deposits or specialist.
contamination prevent effective cooling of parts.
Oil sludge
Contamination and deposits must be regularly
eliminated. Oil sludge from lubricating oil that has entered the
cooling system or a high concentration of anticor-
This comprises the following:
rosive agents can be removed by flushing the sys-
Cleaning the system and, if required, removal of tem with freshwater to which some cleaning agent
limescale deposits, flushing the system. has been added. Suitable cleaning agents are list-
ed alphabetically in "Table 4-23: Cleaning agents for
Cleaning removing oil sludge". Products by other manufactur-
The cooling water system must be checked for ers can be used providing they have similar prop-
contamination at regular intervals. Cleaning is re- erties. The manufacturer's instructions for use
quired if the degree of contamination is high. This must be strictly observed.
work should ideally be carried out by a specialist
Drew HDE-777 4 5% 4 h at 50 60 C
Vecom Ultrasonic 4% 12 h at 50 60 C
Multi Cleaner
Lime and rust deposits hardness, this forms what is known as ferrous
sludge which tends to gather in areas where the
Lime and rust deposits can form if the water is es-
flow velocity is low.
pecially hard or if the concentration of the anticor-
rosive agent is too low. A thin lime scale layer can Products that remove limescale deposits are gen-
be left on the surface as experience has shown erally suitable for removing rust. Suitable cleaning
that this protects against corrosion. However, agents are listed alphabetically in "Table 4-24: Clean-
limescale deposits with a thickness of more than ing agents for removing limescale and rust deposits".
0.5 mm obstruct the transfer of heat and cause Products by other manufacturers can be used
thermal overloading of the components being providing they have similar properties. The manu-
cooled. facturer's instructions for use must be strictly ob-
served. Prior to cleaning, check whether the
Rust that has been flushed out may have an abra-
cleaning agent is suitable for the materials to be
sive effect on other parts of the system, such as
0404-0000AA2.fm
cleaned.
the sealing elements of the water pumps. Together
with the elements that are responsible for water
gJ__ Page 4 - 45
Specification for engine supplies
4.10 Cooling water system cleaning
Drew SAF-Acid 5 10 % 4 h at 60 70 C
Descale-IT 5 10 % 4 h at 60 70 C
Ferroclean 10 % 4 24 h at 60 70 C
Table 4-24 Cleaning agents for removing limescale and rust deposits
Page 4 - 46 gJ__
Specification for engine supplies
4.11 Specification for intake air (combustion air)
General
The quality and condition of intake air (combustion
air) have a significant effect on the power output of
the engine. In this regard, not only are the atmos-
pheric conditions extremely important, but also
contamination by solid and gaseous foreign mat-
ter.
Mineral dust in the intake air increases wear.
Chemicals and gases promote corrosion.
This is why effective cleaning of intake air (com-
bustion air) and regular maintenance/cleaning of
the air filter are required.
When designing the intake air system, the maxi-
mum permissible overall pressure drop (filter, si-
lencer, pipe line) of 20 mbar must be taken into
consideration.
Requirements
Intake air (combustion air) has to be cleaned as
minimum by an air filter of filter class G3 (in accord-
ance to EN779). The concentrations downstream
of the air filter and/or upstream of the turbocharger
inlet must not exceed the following limit values:
Note!
Intake air shall not contain any flammable gas-
es. Make sure that the combustion air is not
explosive.
0411-0000AA2.fm
hJ__ Page 4 - 47
Specification for engine supplies
4.11 Specification for intake air (combustion air)
0411-0000AA2.fm
Page 4 - 48 KJ__
======
Page 5 - 1
Page 5 - 2
Kapiteltitel 5 M2.fm
Engine supply systems
5.1.1 Engine pipe connections and dimensions
K-AF Page 5 - 3
Engine supply systems
5.1.1 Engine pipe connections and dimensions
0501-0000MA2.fm
Page 5 - 4 K-AF
Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines
mm mm
Pitching 0.0 0.026 0.0 0.95 0.0 1.13 2.4 0.0 1.1
Origin of static/dynamic movements
Rolling 0.22 0.0 0.0 0.0 3.2 0.35 0.3 16.2 4.25
Engine torque 0.045 0.0 0.0 0.0 0.35 (to 0.0 0.0 2.9 (to 0.9
(CCW) Cntrl. Side) Cntrl. Side)
Vibration during (0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 0.12 0.08
normal operation
Run out 0.053 0.0 0.0 0.0 0.64 0.0 0.0 3.9 1.1
resonance
Note!
The above entries are approximate values
(10 %); they are valid for the standard design
of the mounting.
Assumed sea way movements: Pitching 7.5/
rolling 22.5.
0501-0400MA2.fm
E-BA Page 5 - 5
Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines
mm mm
Pitching 0.0 0.066 0.0 1.7 0.0 3.4 5.0 0.0 2.6
Origin of static/dynamic movements
Rolling 0.3 0.0 0.0 0.0 5.0 0.54 0.0 21.2 5.8
Engine 0.07 0.0 0.0 0.0 +0.59 0.0 0.0 +4.2 1.37
torque (to A bank) (to A bank) (A-TC)
Vibration
during
(0.004) ~0.0 ~0.0 0.0 0.1 0.0 0.04 0.11 0.1
normal
operation
Run out
reso- 0.052 0.0 0.0 0.0 0.64 0.0 0.1 3.6 1.0
nance
Note!
The above entries are approximate values
(10 %); they are valid for the standard design
of the mounting.
Assumed sea way movements: Pitching 7.5/
rolling 22.5.
The conical mounts (RD214B/X) are fitted with
internal stoppers (clearances: lat = 3 mm,
vert = 4 mm); these clearances will not be
completely utilized by the above loading cas-
es.
0501-0400MA2.fm
Page 5 - 6 E-BA
Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines
Generally flexible pipes (rubber hoses with steel in- Arrangement of the external piping system
let, metal hoses, PTFE-corrugated hose-lines,
Shipyard's pipe system must be exactly arranged
rubber bellows with steel inlet, steel bellows, steel
so that the flanges or screw connections do fit
compensators) are nearly unable to compensate
without lateral or angular offset. Therefore it is rec-
twisting movements. Therefore the installation di-
ommended to adjust the final position of the pipe
rection of flexible pipes must be vertically (in Z-di-
connections after engine alignment is completed.
rection) if ever possible. An installation in
horizontal-axial direction (in X-direction) is not per-
mitted; an installation in horizontal-lateral (Y-direc-
tion) is not recommended.
E-BA Page 5 - 7
Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines
Page 5 - 8 E-BA
Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines
E-BA Page 5 - 9
Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines
0501-0400MA2.fm
Page 5 - 10 E-BA
Engine supply systems
5.1.3 Condensate amount in charge air pipes and air vessels
pressure above
80 atmosphere
70
60
50 Relative
max. water content air humidity
of atmosphere (1 bar)
40
30 40%
A
B 30%
20
II
I
10
III
0
10 15 20 25 30 35 40 45 30 35 40 45 50 55 60 65 70
Ambient air temperature [C] Charge air temperature [C]
Figure 5-4 Diagram condensate amount
The amount of condensate precipitated from the ning data for emission standard IMO Tier II" is shown in
air can be quite large, particularly in the tropics. It absolute pressure.
depends on the condition of the intake air (temper-
At both points of intersection read out the values
ature, relative air humidity) in comparison to the
[g water/kg air] on the vertically axis.
charge air after charge air cooler (pressure, tem-
perature). The intake air water content I minus the charge air
water content II is the condensate amount A which
Determining the amount of condensate:
will precipitate. If the calculations result is negative
First determine the point I of intersection in the left no condensate will occur.
side of the diagram (intake air) between the corre-
For an example see "Figure 5-4: Diagram condensate
sponding relative air humidity curve and the ambi-
amount": Intake air water content 30 g/kg minus
ent air temperature.
26 g/kg = 4 g of water/kg of air will precipitate.
Secondly determine the point II of intersection in
To calculate the condensate amount during filling
the right side of the diagram (charge air) between
of the starting air vessel just use the 30 bar curve
0501-0300MA2.fm
fJ__ Page 5 - 11
Engine supply systems
5.1.3 Condensate amount in charge air pipes and air vessels
Water content of air according to point of intersection (I) kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (II) kg of water/kg of air 0.026
The difference between (I) and (II) is the condensed water amount (A)
A= I II = 0.030 0.026 = 0.004 kg of water/kg of air
Table 5-4 Determining the condensate amount in the charge air pipe
RT 287 313
Table 5-5 Determining the condensate amount in the compressed air vessel (1 of 2)
Page 5 - 12 fJ__
Engine supply systems
5.1.3 Condensate amount in charge air pipes and air vessels
Water content of air according to point of intersection (I) kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002
The difference between (I) and (III) is the condensed water amount (B)
B = I III
B= 0.030 0.002 = 0.028 kg of water/kg of air
Table 5-5 Determining the condensate amount in the compressed air vessel (2 of 2)
0501-0300MA2.fm
fJ__ Page 5 - 13
Engine supply systems
5.1.3 Condensate amount in charge air pipes and air vessels
0501-0300MA2.fm
Page 5 - 14 fJ__
Engine supply systems
5.2.1 Lube oil system diagram
0502-000bMQcr2.fm
Legend
General definition of engine lube oil connections. For project related connections please see installation drawings:
2101 Engine oil inlet 2841, 2843 Oil mist pipe from engine and turbo-
charger
2102 Engine oil inlet reserve 7711 Control oil from PCV-007
2116 Optional connection flushing pipe 9141, 9142 Leakage from crankcase CCS
2121, 2122 Oil pump inlet right/left 9143, 9144 Leakage from crankcase CS
2131, 2132 Oil pump outlet right/left 9151, 9152 Leakage from crankcase foot CCS
2111, 2112, Drain from oil pan CCS 9153, 9154 Leakage from crankcase foot CS
2115
TC = turbocharger
0502-000bMQcr2.fm
0502-000bMQcr2.fm
L-BB Page 5 - 19
Engine supply systems
5.2.2 Lube oil system description
Page 5 - 20 L-BB
Engine supply systems
5.2.2 Lube oil system description
48/60B, 48/60CR 55 C
51/60DF
58/64
gine. The installation of a separator per engine is nance, as well as the class requirements, have to
recommended to ensure a continuous separation be taken in consideration.
during engine operation.
L-BB Page 5 - 21
Engine supply systems
5.2.2 Lube oil system description
Number of main Engine types Automatic filter Second stage at Indicator filter
engines installed in FIL-001 automatic filter (duplex filter)
one plant FIL-001 FIL-002
Plants with one or 32/40, 48/60B, Automatic filter with Required, when no Required, when no
more main engines 48/60CR, 51/60DF, by-pass indicator filter second barrier at
58/64 FIL-002 installed FIL-001
Mounted inside Installed close to the
automatic filter engine
FIL-001 Additionally possible,
depending on cus-
tomers request
Plants with more than 32/40 only Automatic filter with- Recommended, Not required but addi-
one main engine out by-pass when no indicator fil- tionally possible
Filter design has to ter FIL-002 installed Installed close to the
be approved by Mounted inside engine
MAN Diesel & automatic filter
Turbo FIL-001
Installed close to the
engine
Plants with one or 32/44CR only Automatic filter with- Required Not possible
more main engine out by-pass Mounted on engine,
mounted on the inside automatic filter
engine FIL-001
Page 5 - 22 L-BB
Engine supply systems
5.2.2 Lube oil system description
FIL-001/Automatic filter
The automatic back washing filter is to be installed separator suction pipe in a divided compartment
as a main filter. The back washing/flushing of the of the service tank, which provides an efficient final
filter elements has to be arranged in a way that removal of deposits by the separator (see "Section
lube oil flow and pressure will not be affected. The 5.2.5: Lube oil service tank, page 5-35").
flushing discharge (oil/sludge mixture) is led to the
Location of the filter Mounted on the engine To be installed in the To be installed in the
external piping system external piping system
close to the engine
Max. mesh width (absolute, 0.034 mm first stage / 0.080 mm second stage
sphere-passing mesh)
As state-of-the-art, automatic filter types are rec- ging condition of the filter. A high differential pres-
ommended to be equipped with an integrated sure has to be indicated as an alarm.
second filtration stage. This second stage protects
For filter mesh sizes and surface loads see "Table
the engine from particles which may pass the first
5-9: Automatic filter".
stage filter elements in case of any malfunction. If
the lube oil system is equipped with a two-stage V-001/Shut-off cock
automatic filter, additional indicator filter FIL-002 This shut-off cock is only to be provided for single-
can be avoided. In case of an automatic filter engine plants. The cock is closed during normal
mounted on engine, an indicator filter cannot be operation. In case the lube oil automatic filter
installed, so the second filter stage inside auto- FIL-001 has to be taken out of operation, the cock
matic filter is essential. As far as the automatic filter can be opened and the automatic filter shut off.
is installed without any additional filters down- Consequently, the automatic filter is by-passed.
stream, before the engine inlet, the filter has to be The lube oil indicator filter FIL-002 temporarily
installed as close as possible to the engine (see takes over the task of the automatic filter. In case
"Table 5-8: Arrangement principles for lube oil filters"). In of a two-stage automatic filter without a following
that case the pipe section between filter and en- indicator filter, there is no by-pass required. Engine
gine inlet must be closely inspected before instal- can run for max. 72 hours with the second filter
lation. This pipe section must be divided and stage, but has to be stopped after. This measure
flanges have to be fitted so that all bends and ensures that disturbances in backwashing do not
welding seams can be inspected and cleaned pri- result in a complete failure of filtering and that the
or to final installation.
0502-000aMA2.fm
L-BB Page 5 - 23
Engine supply systems
5.2.2 Lube oil system description
Location of the filter Indicator filter not Indicator filter not To be installed in the
required required external piping system
close to the engine
Supply - - Optional
The indicator filter protects the engine also in case The drain connections equipped with shut-off fit-
of malfunctions of the automatic filter. The moni- tings in the two chambers of the indicator filter re-
toring system of the automatic filter generates an turns into the leak oil tank (T-006). Draining will
alarm signal to alert the operating personnel. A remove the dirt accumulated in the casing and
maintenance of the automatic filter becomes nec- prevents contamination of the clean oil side of the
essary. For this purpose the lube oil flow thought filter. For filter mesh sizes and surface loads see
the automatic filter has to be stopped. Single- "Table 5-10: Indicator filter".
main-engine-plants can continue to stay in opera-
tion by by-passing the automatic filter. Lube oil can
still be filtrated sufficiently in this situation by only
using the indicator filter.
In multi-engine-plants, where it is not possible to
by-pass the automatic filter without loss of lube oil
filtration, the affected engine has to be stopped in
this situation.
The design of the indicator filter must ensure that
no parts of the filter can become loose and enter
0502-000aMA2.fm
the engine.
Page 5 - 24 L-BB
Engine supply systems
5.2.2 Lube oil system description
Automatic fil- Intermittent flush- This dp switch has to be installed twice if an intermittent The dp main alarm "filter fail-
ter FIL-001 ing type flushing filter is used. The first switch is used for the filter ure" is generated immedi-
(e. g. B & K 6.61) control; it will start the automatic flushing procedure. ately. If the main alarm is still
The second switch is adjusted at the identical set point active after 30 min, the
as the first. Once the second switch is activated, and engine output power will be
after a time delay of approx. 3 min, the dp pre-alarm "fil- reduced automatically.
ter is polluted" is generated. The time delay becomes
necessary to effect the automatic flushing procedure
before and to evaluate its effect.
CF-001/Separator
The lube oil is intensively cleaned by separation in The formula for determining the separator flow
the by-pass thus relieving the filters and allowing rate (Q) is:
an economical design.
The separator (clarifier) should be of the self- 1,0 P n
cleaning type. The design is to be based on a lube Q
oil quantity of 1.0 l/kW. This lube oil quantity 24
should be cleaned within 24 hours at:
Q Separator flow rate l/h
HFO-operation 6 7 times
P Total engine output kW
MDO-operation 4 5 times
n HFO= 7, MDO= 5, MGO= 5, Gas(+MDO/MGO for
Dual-fuelengines operating on gas ignition only) = 5
(+MDO/MGO for ignition only) 4 5 times
0502-000aMA2.fm
L-BB Page 5 - 25
Engine supply systems
5.2.2 Lube oil system description
With the evaluated flow rate the size of separator PCV-007/Pressure control valve
has to be selected according to the evaluation ta-
By use of the pressure control valve, a constant
ble of the manufacturer. MAN Diesel & Turbo
lube oil pressure before the engine is adjusted.
strictly recommend to use evaluation tables ac-
cording to a "certified flow rate" (CFR). The sepa- The pressure control valve is installed upstream of
rator rating stated by the manufacturer should be the lube oil cooler. The installation position is to be
higher than the flow rate (Q) calculated according observed. By spilling off exceeding lube oil quanti-
to the above formula. ties upstream of the major components these
components can be sized smaller. The return pipe
Separator equipment
(spilling pipe) from the pressure control valve re-
The preheater H-002 must be able to heat the oil turns into the lube oil service tank.
to 95 C and the size is to be selected accordingly.
The measurement point of the pressure control
In addition to a PI-temperature control, which
pipe is connected directly to the engine in order to
avoids a thermal overloading of the oil, silting of
measure the lube oil pressure at the engine. In this
the preheater must be prevented by high turbu-
way the pressure losses of filters, pipes and cooler
lence of the oil in the preheater.
are compensated automatically (see "Section: Lube
Control accuracy 1 C. oil system Pressure control valve."
Cruise ships in arctic waters require larger pre-
TR-001/Condensate trap
heaters. In this case the size of the preheater must
be calculated with a t of 60 K. The condensate traps required for the vent pipes
of the turbocharger, the engine crankcase and the
The freshwater supplied must be treated as spec-
service tank must be installed as close as possible
ified by the separator supplier.
to the vent connections. This will prevent conden-
The supply pumps shall be of the free-standing sate water, which has formed on the cold venting
type, i.e. not mounted on the separator and are to pipes, to enter the engine or service tank.
be installed in the immediate vicinity of the lube oil
See "Section: Lube oil system Crankcase vent and tank
service tank.
vent".
This arrangement has three advantages:
T-006/Leakage oil tank
Suction of lube oil without causing cavitation.
Leaked fuel and the dirty oil drained from the lube
The lube oil separator need not be installed in
oil filter casings is collected in this tank. It is to be
the vicinity of the service tank but can be
emptied into the sludge tank. The content must
mounted in the separator room together with
not be added to the fuel. It is not permitted to add
the fuel oil separators.
lube oil to the fuel.
Better matching of the capacity to the required
Alternatively, separate leakage oil tanks for fuel
separator throughput.
and lube oil can be installed.
As a reserve for the lube oil separator, the use of
the MDO separator is admissible. For reserve op- P-012 Transfer pump
eration the MDO separator must be converted ac- The transfer pump supplies fresh oil from the lube
cordingly. This includes the pipe connection to the oil storage tank to the operating tank. Starting and
lube oil system which must not be implemented stopping of the pump should preferably be done
with valves or spectacle flanges. The connection is automatically by float switches fitted in the tank.
to be executed by removable change-over joints
that will definitely prevent MDO from getting into
0502-000aMA2.fm
Page 5 - 26 L-BB
Engine supply systems
5.2.2 Lube oil system description
Piping system
It is recommended to use pipes according to the
pressure class PN 10.
0502-000aMA2.fm
L-BB Page 5 - 27
Engine supply systems
5.2.2 Lube oil system description
0502-000aMA2.fm
Page 5 - 28 L-BB
Engine supply systems
5.2.3 Prelubrication/postlubrication
5.2.3 Prelubrication/postlubrication
Prelubrication
The prelubrication oil pump must be switched on
at least 5 minutes before engine start. The prelu-
brication oil pump serves to assist the engine at-
tached main lube oil pump, until this can provide a
sufficient flow rate.
Pressure before engine . . . . . . . . 0.3 0.6 bar
Oil temperature . . . . . . . . . . . . . . . . min. 40 C
Note!
Above mentioned pressure must be ensured
also up to the highest possible lube oil temper-
ature before the engine.
No. of cylinders
32/40 24 26 29 31 - 36 40 44 49 -
32/44CR 26 29 31 34 36 37 41 46 50 54
32/44K 26 29 31 34 36 - - - - -
35/44DF 18 20 23 25 28 30 35 40 45 50
48/60B, 35 41 47 53 - 70 82 93 105 -
48/60CR - -
48/60TS
51/60DF 35 41 47 53 - 70 82 93 105 -
58/64 41 48 55 61 - - - - - -
Postlubrication
The prelubrication oil pumps are also to be used
for postlubrication when the engine is stopped.
Postlubrication is effected for a period of 15 min.
0502-0300MA2.fm
A-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF, 58/64 Page 5 - 29
Engine supply systems
5.2.3 Prelubrication/postlubrication
0502-0300MA2.fm
Expansion joints
At the connection of the oil drain pipes to the serv-
ice tank, expansion joints are required.
D-AF 32/40, 32/44CR, 35/44DF, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 5 - 31
Engine supply systems
5.2.4 Lube oil outlets
0502-0500MA2.fm
Page 5 - 32 32/40, 32/44CR, 35/44DF, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 D-AF
Engine supply systems
5.2.4 Lube oil outlets
0502-0501MQcr2.fm
0502-0600MA2.fm
0502-0600MA2.fm
0502-1000MQcr2.fm
0502-0700MQcr2.fm
Vent pipes
The vent pipes from the lube oil service tank, en- pipes are to be found in the legend following the
gine crankcase and turbocharger are to be ar- diagram. It is forbidden to connect vent pipe with
ranged according to the following diagram. The other engine!
required nominal pipe diameters ND of the vent
Legend
3 Turbocharger venting
Legend
A B D F
0502-0800MQcr2.fm
0502-0800MQcr2.fm
0503-0000MQcr2.fm
Legend
Components
HE-003 Cooler for HT cooling water 1P-002 Pump for HT cooling water (engine driven)
HE-005 Nozzle cooling water cooler 2P-002 Optional pump for HT cooling water (elec-
trical driven)
HE-008 Charge air cooler (stage 2) 1,2P-076 Pump for LT cooling water
HE-010 Charge air cooler (stage 1) 1,2POF-001 Shut of flap for charge air preheating
(depending on plant)
HE-023 Gearbox lube oil cooler POF-002 Shut off flap for charge air preheating
(depending on plant)
HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank
3102 Reserve (for el. driven HT pump) 3201/3211 Inlet/outlet charge air cooler (stage 2)
3103/3113 Charge air preheating 3215 Outlet for compressor wheel cooling
3111 Outlet HT cooling water Drains and venting are not shown.
Figure 5-14 Cooling water system diagram Twin engine plant (part 1)
0503-0000MQcr2.fm
Figure 5-15 Cooling water system diagram Twin engine plant (part 2)
0503-0000MQcr2.fm
0503-0000MQcr2.fm
A secondary function of the preheater is to provide main engine. This depends on the number of aux-
heat capacity in the HT cooling water system dur- iliary engines in operation and their load. It is rec-
ing engine part load operation. This is required for ommended to install a separate preheater for the
marine propulsion plants with a high fresh water main engine, as the available heat from the auxilia-
requirement, e. g. on passenger vessels, where ry engines may be insufficient during operation in
frequent load changes are common. It is also re- the port.
quired for arrangements with an additional charge
As an option MAN Diesel & Turbo can supply a
air preheating by deviation of HT cooling water to
compact preheating module (MOD-004). One
the charge air cooler stage 2 (HE-008). In this case
module for each main engine is required.
the heat output of the preheater is to be increased
by approx. 50 %. HE-026/Fresh water generator
An electrically driven pump becomes necessary to The fresh water generator must be switched off
circulate the HT cooling water during preheating. automatically when the cooling water temperature
For the required minimum flow rate see "Table 5-14: at the engine outlet drops below 88 C.
Minimum flow rate during preheating and post-cooling". This will prevent operation of the engine at too low
temperatures.
Numbers of Minimum flow rate required during
cylinders preheating and post-cooling HE-003/HT cooling water cooler
For heat data, flow rates and tolerances of the
m3/h
heat sources see "Section: Planning data for emis-
32/40 48/60B 58/64 sion standard IMO Tier II". For the description of
32/44CR 48/60CR the principal design criteria for coolers see "Para-
51/60DF graph: Cooler dimensioning, general, page 5-51".
6L 7.2 14 17 HT temperature control
7L 8.4 16 20 The HT temperature control system consists of the
following components:
8L 9.6 18 23
9L 10.8 20 26
The temperature controllers are available as
software functions inside the Gateway Module
10L 12.0 - - of SaCoSone . The temperature controllers are
12V 14.4 28 -
operated by the displays at the operating pan-
els asfar as it is necessary. From the Interface
14V 16.8 30 - Cabinet the relays actuate the control valves.
16V 19.2 30 - 1 electrically activated three-way mixing valve
18V 21.6 30 - with linear characteristic curve (MOV- 002)
level. Furthermore, it must be checked whether outlet even in the case of frequent load
the available heat is sufficient for preheating the changes and to protect the engine from exces-
sive thermal load.
For adjusting the outlet water temperature (con- P-002/HT cooling water pumps
stantly to 90 C) to engine load and speed, the
As an option the engine is available with an at-
cooling water inlet temperature is controlled. The
tached (engine driven) HT cooling water pump. Al-
electronic water temperature controller recognizes
ternatively also electrically driven HT cooling water
deviations by means of the sensor at the engine
pumps can be used.
outlet and afterwards corrects the reference value
accordingly. The standby pump has to be of the electrically
driven type.
The electronic temperature controller is installed in
the switch cabinet of the engine room. It is required to cool down the engine for a period
of 15 minutes after shut down. For this purpose
For a stable control mode, the following boundary
the standby pump can be used. In the case that
conditions must be observed when designing the
neither an electrically driven HT cooling water
HT fresh water system:
pump nor an electrically driven standby pump is
The temperature sensor is to be installed in the installed (e. g. multi-engine plants with engine driv-
supply pipe to stage 1 of the charge-air cooler. en HT cooling water pump without electrically driv-
To ensure instantaneous measurement of the en HT standby pump, if applicable by the
mixing temperature of the three-way mixing classification rules), it is possible to cool down the
valve, the distance to the valve should be 5 to engine by the separate small preheating pump,
10 times the pipe diameter. see "Table 5-14: Minimum flow rate during preheating
and post-cooling", or if the optional preheating unit
The three-way valve (MOV-002) is to be in-
(MOD-004) with integrated circulation pump is in-
stalled as a mixing valve. It is to be designed for
stalled, it is also possible to cool down the engine
a pressure loss of 0.3 0.6 bar. It is to be
with this small pump. However, the pump used to
equipped with an actuator of high positioning
cool down the engine, has to be electrically driven
speed. The actuator must permit manual emer-
and started automatically after engine shut down.
gency adjustment.
None of the cooling water pumps is a self-priming
The pipes within the system are to be kept as
centrifugal pump.
short as possible in order to reduce the dead
times of the system, especially the pipes be- Design flow rates should not be exceeded by
tween the three-way mixing valve and the inlet more than 15 % to avoid cavitation in the engine
of the charge-air cooler stage 1 which, are crit- and its systems. A throttling orifice is to be fitted
ical for the control. for adjusting the specified operating point.
The same system is required for each engine, also
for multi-engine installations with a common HT
fresh water system.
In case of a deviating system layout, MAN Diesel &
Turbo is to be consulted.
0503-0100Mcr2.fm
0503-0200MA2.fm
0503-0300MA2.fm
iJ__ Page 5 - 61
Engine supply systems
5.3.5 Cleaning of charge air cooler (built-in condition) by a ultrasonic device
Legend
3 Firehose
5 Ventilation
Page 5 - 62 LJ__
Engine supply systems
5.3.6 Turbine washing device, HFO-operation
0503-1200MA2.fm
0503-040aMQcr2.fm
Legend
FIL-021 Strainer, cooling water system, for com- TCV-005 Temperature control valve for nozzle cool-
missioning ing water
P-005 Nozzle cooling water pump 3401 Nozzle cooling water inlet
T-039 Cooling water storage tank 3411 Nozzle cooling water outlet
0503-040aMQcr2.fm
0503-040aMQcr2.fm
Design
The nozzle cooling water module consists of a
storage tank, on which all components required
for nozzle cooling are mounted.
Description
By means of a circulating pump, the nozzle cool-
ing water is pumped from the service tank through
a heat exchanger and to the fuel injection nozzles.
The return pipe is routed back to the service tank,
via a sight glass. Through the sight glass, the noz-
zle cooling water can be checked for contamina-
tion. The heat exchanger is integrated in the LT
cooling water system. By means of a temperature
control valve, the nozzle cooling water tempera-
ture upstream of the nozzles is kept constant. The
performance of the service pump is monitored
within the module by means of a flow switch. If re-
quired, the optional standby pump integrated in
the module, is started.
Throughput 0.8 10.0 m/h nozzle cooling water,
suitable for cooling of all number of cylinders of the
engine types 32/40 58/64 and single/ double
engine plants.
Required flow rates for the respective engine types
and number of cylinders see "Section 2.9: Planning
data for emission standard: IMO Tier II, page 2-83".
0503-0500MQcr2.fm
Legend
FIL-021 Strainer for commissioning TCV-005 Temperature control valve for nozzle
cooling water
HE-005 Nozzle cooling water cooler 3401 Nozzle cooling water inlet
MOD-005 Nozzle cooling water module 3451 Nozzle cooling water drain
P-005 Nozzle cooling water pump 3411 Nozzle cooling water outlet
0503-0500MQcr2.fm
E-BA Page 5 - 73
Engine supply systems
5.3.9 Preheating module
0503-0800MA2.fm
Page 5 - 74 E-BA
Engine supply systems
5.4.1 Marine diesel oil (MDO) treatment system
Legend
P-057 Diesel oil filling pump T-071 Clean leakage fuel tank
0504-0000Mcr2.fm
5.4.2 Marine diesel oil (MDO) supply system for diesel engines
0504-0200MQcr2.fm
Legend
PCV-008 Pressure retaining valve 5243 Leakage fuel drain for re-use
1,2 STR-010 Strainer 9141 Dirty oil drain from pump bank, free
end
1,2 T-003 MDO service tank 9143 Dirty oil drain from pump bank, cou-
pling side
0504-0200MQcr2.fm
Legend
1,2 FSH-001 Leakage fuel oil monitoring tank 5201 MDO inlet
PCV-008 Pressure retaining valve 5243 Clean leakage fuel drain for re-use
1,2 P-008 Supply pumps 9141 Dirty oil drain from pump bank, free
end
1,2 STR-010 Strainer 9143 Dirty oil drain from pump bank, cou-
pling side
0504-0200MQcr2.fm
CF-002/Separator
Q Separator flow rate . . . . . . . . . . . . . . . . . . l/h
As a rule, poor quality, high viscosity fuel is used.
P Engine rating . . . . . . . . . . . . . . . . . . . . . . kW
Two new generation separators must therefore be
installed. be Fuel consumption (see below) . . . . . . g/kWh
From Alfa Laval: Alcap, type SU Density at separating temp. approx. 0.93 kg/l
From Westfalia: Unitrol, type OSE With the evaluated flow rate the size of separator
has to be selected according to the evaluation ta-
Separators must always be provided in sets of 2 of
ble of the manufacturer. MAN Diesel & Turbo
the same type
strictly recommend to use evaluation tables ac-
1 service separator cording to a "certified flow rate" (CFR). The sepa-
1 stand-by separator rator rating stated by the manufacturer should be
higher than the flow rate (Q) calculated according
of self-cleaning type. to the above formula.
As a matter of principle, all separators are to be By means of the separator flow rate which was de-
equipped with an automatic programme control termined in this way, the separator type, depend-
for continuous desludging and monitoring. ing on the fuel viscosity, is selected from the lists
Mode of operation of the separator manufacturers.
The stand-by separator is always to be put into For determining the maximum fuel consumption
service, to achieve the best possible fuel cleaning (be), increase the specific table value by 15 %.
effect with the separator plant as installed. This increase takes into consideration:
The piping of both separators is to be arranged in
accordance with the makers advice, preferably for Tropical conditions
both parallel and series operation. The engine-mounted pumps
The discharge flow of the free-standing dirty oil The calorific value fluctuations
pump is to be split up equally between the two
The consumption tolerance
separators in parallel operation.
The fresh water supplied must be treated as spec-
Withdrawal points for samples
ified by the separator supplier.
Points for drawing fuel oil samples are to be pro-
vided upstream and downstream of each separa-
tor, to verify the effectiveness of these system
components.
0504-0300MU2.fm
Legend
1, 2 CF-002 Heavy fuel separator (1 service, 1 standby) 1, 2 T-016 Settling tank for heavy fuel oil
MOD-008 Fuel oil module 1, 2 T-022 Service tank for heavy fuel oil1 2 CF-002
1, 2 P-015 Heavy fuel oil supply pump T-071 Clean leakage fuel tank
0504-0300MU2.fm
The indicated pressures are minimum require- The sludge must be drained from the service tank
ments due to the fuel characteristic. Nevertheless, at regular intervals.
to meet the required fuel pressure at the engine in-
The heating coils are to be designed for a tank
let (see "Section: Planning data for emission standard
temperature of 75 C.
IMO Tier II"), the pressure in the mixing tank and
booster circuit becomes significant higher as indi- The rules and regulations for tanks issued by the
cated in this table. classification societies must be observed.
CK-002/Three way valve The delivery height of the supply pump shall be se-
lected according to the required system pressure
This valve is used for changing over from
(see "Table 5-17: Injection viscosity and temperature af-
MDO/MGO operation to heavy fuel operation and
ter final preheater") the required pressure in the mix-
vice versa. Normally it is operated manually, and it
ing tank and the resistance of the automatic filter,
is equipped with two limit switches for remote in-
flow meter and piping system.
dication and suppression of alarms from the vis-
cosity measuring and control system during
MDO/MGO operation.
STR-010/Y-type strainer
To protect the feed pumps, an approx. 0.5 mm
gauge (sphere-passing mesh) strainer is to be in-
stalled at the suction side of the pump.
P-018/Supply pump
The volumetric capacity must be at least 160 % of
max. fuel consumption.
QP1 = P1 x brISO x f4
Note!
The factor f4 includes the following parameters:
- 160 % fuel flow
- Main fuel: HFO 380 mm2/50 C
- Attached lube oil and cooling water pumps
- Tropical conditions
- Realistic lower heating value
- Specific fuel weight at pumping temperature
- Tolerance
In case more than one engine is connected to the
0504-0400MQcr2.fm
Common rail
injection system
32/44CR
Positive pressure at the fuel module inlet due to tank level above fuel module 0.10
level
Pressure loss of the pipes between fuel module inlet and mixing tank inlet + 0.20
Table 5-19 Example for the determination of the expected operating delivery height of the supply pump
sure drop in the system during flushing. The expected operating pressure in the mixing
tank depends on the required fuel oil pressure at
the inlet (see "Section 2.9: Planning data for emission
bar
Pressure loss of the fuel return pipe between engine outlet and mixing tank inlet, e. g. 0.30
Pressure loss of the flow balancing valve (to be installed only in multi-engine plants, 0.00
pressure loss approx. 0,5 bar)
Table 5-21 Example for the determination of the expected operating pressure of the mixing tank
QP2 = P1 x brISO x f5
Required booster pump delivery capacity with HFO at 145 C: QP2 l/h
Note!
The factor f5 includes the following parameters:
- 300 % fuel flow at 100 % MCR
- Main fuel: HFO 380 mm2/50 C
- Attached lube oil and cooling water pumps
- Tropical conditions
- Realistic lower heating value
- Specific fuel weight at pumping temperature
- Tolerance
In case more than one engine is connected to the same fuel system, the pump capacity has to be increased
accordingly.
0504-0400MQcr2.fm
Common rail
injection system
32/44CR
bar
Pressure loss of the flow balancing valve (to be installed only in multi-engine + 0.00
plants, pressure loss approx. 0.5 bar)
Pressure loss of the pipes, mixing tank engine mixing tank, e. g. + 0.50
Table 5-23 Example for the determination of the expected operating delivery height of the booster pump
It is recommended to install booster pumps de- fitted with a valve and a pipe to the sludge tank. If
signed for the following pressures: the filter elements are removed for cleaning, the fil-
ter chamber must be emptied. This prevents the
Engines with conventional fuel injection system:
dirt particles remaining in the filter casing from mi-
Design delivery height 7.0 bar, design output pres-
grating to the clean oil side of the filter.
sure 10.0 bar g.
Design criterion is the filter area load specified by
Engines common rail injection system: Design de-
the filter manufacturer.
livery height 10.0 bar, design output pressure
14.0 bar g.
Common rail
H-004/Final preheater injection system
32/44CR
The capacity of the final-preheater shall be deter-
Filter mesh width 0.025 filter engine mounted
mined on the basis of the injection temperature at (mm)
the nozzle, to which 4 K must be added to com-
pensate for heat losses in the piping. Design pressure PN16
The piping for both heaters shall be arranged for Required filter mesh width (sphere passing mesh).
separate and series operation.
Table 5-24 Required filter mesh width (sphere passing
Parallel operation with half the throughput must be mesh)
avoided due to the risk of sludge deposits.
Engine Type Attached on To be installed in
VI-001/Viscosity measuring and control device the engine the plant close
This device regulates automatically the heating of to the engine
the final-preheater depending on the viscosity of L32/44CR X -
the bunkered fuel oil, so that the fuel will reach the
nozzles with the viscosity required for injection. V32/44CR X -
Clean leakage fuel from T-071 can be used again Leakage fuel flows pressure less (by gravity only)
after passing the separator. from the engine into this tank (to be installed below
the engine connections). Pipe clogging must be
The amount of clean operation leakage differs in a
avoided by trace heating and by a sufficient down-
broad range, depending of the wear of the high
ward slope. It must be ensured that the leakage
pressure pumps, the type of fuel oil and the oper-
fuel is well diluted with fresh fuel before entering
ating temperatures. A high flow of dirty leakage oil
the engine again. Nevertheless, tank
will occur in case of a pipe break, for short time
T-006 is still required to collect lube oil leakages
0504-0400MQcr2.fm
In case the described clean fuel oil leakage tank T- The cooler has to be dimensioned for a MDO out-
071 is installed, leakages from the following engine let temperature of 45 C, for very light MGO
connections are to be conducted into this tank: grades even lower outlet temperatures are re-
quired.
Engine type Connection
PCV-011/Pressure limiting valve
L32/44CR 5143
In case two engines are operated with one fuel
V32/44CR 5143, 5144 module, it has to be possible to separate one en-
Table 5-28 Connections fuel oil leakage tank gine at a time from the fuel circuit for maintenance
purposes. In order to avoid a pressure increase in
The content of T-006 must not be added to the en- the pressurised system, the fuel, which cannot cir-
gine fuel! It can be burned for instance in a waste culate through the shut-off engine, has to be re-
oil boiler. routed via this valve into the return pipe. This valve
is to be adjusted so that rerouting is effected only
Withdrawal points for samples when the pressure, in comparison to normal oper-
Points for drawing fuel oil samples are to be pro- ation (multi-engine operation), is exceeded.
vided upstream and downstream of each filter, to
verify the effectiveness of these system compo- V-002/Shut-off cock
nents. The stop cock is closed during normal operation
(multi-engine operation). When one engine is sep-
HE-007/CK-003 arated from the fuel circuit for maintenance pur-
MDO/MGO cooler/three way cock poses, this cock has to be opened manually.
The propose of the MDO/MGO cooler is to ensure
that the viscosity of MDO/MGO will not become T-008/Pressure peaks compensation tank
too low at engine inlet. The injection nozzles cause pressure peaks in the
With CK-003, the MDO/MGO cooler HE- 007 has pressurised part of the fuel system. In order to pro-
to be opened when the engine is switched over to tect the viscosity measuring and Control Unit,
MDO/MGO operation. these pressure peaks have to be equalised by a
compensation tank. The volume of the pressure
That way, the MDO/MGO, which was heated while peaks compensation tank is 20 I.
circulating via the injection pumps, is re-cooled
before it is returned to the mixing tank Piping
T-011. Switching on the MDO/MGO cooler may
be effected only after flushing the pipes with We recommend to use pipes according to PN16
MDO/MGO. The MDO/MGO cooler is cooled by for the fuel system (see "Section 5.1.1: Engine pipe
LT cooling water. connections and dimensions, page 5-3").
The design pressure of the MDO cooler is PN 16. Material
The casing material of pumps and filters should be
Engine type Cooler capacity
EN-GJS (nodular cast iron), in accordance to the
32/44CR 3.0 kW/cyl. requirements of the classification societies.
The max. MDO/MGO throughput is approx. identical to the
engine inlet fuel flow (=delivery quantity of the installed
booster pump in case of single engine plants).
0504-0400MQcr2.fm
0504-0400MQcr2.fm
Legend
CK-002 Switching between MDO and HFO PCV-009 Pressure limiting valve
FIL-003 Fuel oil automatic filter, 10 ball passage T-006 Leak oil tank
FSH-001 Leakage fuel oil monitoring tank T-015 MDO/MGO storage tank
HE-025 Cooler for circulation fuel oil feeding part 1,2T-022 HFO service tank
5141 Leakage fuel pipe for supervising 9143 Dirty oil drain from pump bank,
coupling side
5143 Clean leakage fuel drain for re-use 9141 Dirty oil drain from pump bank,
free end
0504-0400MQcr2.fm
0504-0400MQcr2.fm
Legend
CF-002 Heavy fuel oil separator 1,2 P-018 HFO supply pump
CK-002 Switching between MDO and HFO PCV-011 Spill in single engine operation
1,2 FBV-010 Flow balancing valve 1,2 T-003 Diesel oil service tank
FIL-003 Fuel oil automatic filter, 10 ball passage T-006 Leak oil tank
1,2 FIL-013 Fuel duplex filter T-008 Fuel oil dumper tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-015 Diesel oil storage tank
HE-007 Diesel oil/gas oil cooler T-021 Sludge tank for HFO separator
HE-025 Cooler for circulation fuel oil feeding part 1,2 T-022 HFO service tank
5141 Leakage fuel pipe for supervising 9143 Dirty oil drain from pump bank,
coupling side
5143 Clean leakage fuel drain for re-use 9141 Dirty oil drain from pump bank,
free end
0504-0400MQcr2.fm
or must be connected separately to the air vessel As a rule, compressors of identical ratings should
for Jet Assist. be provided. An emergency compressor, if provid-
ed, is to be disregarded in this respect.
Additional connections on the air vessels are pro-
vided for air requirements of the ship and for the Starting air vessels
horn. The pipes to be connected by the shipyard
The starting air supply is to be split up into not less
have to be supported immediately behind their
than two starting air vessels of about the same
connection to the engine. Further supports are re-
size, which can be used independently of each an-
quired at sufficiently short distance.
other.
Other air consumers for low pressure, auxiliary ap-
For the sizes of the starting air vessels for the re-
plication (e.g. filter cleaning, TC cleaning, pneu-
spective engines see "Section 5.5.2: Starting air ves-
matic drives) can be connected to the start air
sels, compressors, page 5-103".
system after a pressure reduction unit.
Diesel-mechanical main engine
Galvanised steel pipe must not be used for the
piping of the system. For each non-reversible main engine driving a
C.P.-propeller, or where starting without counter
General requirements of classification societies torque is possible, the stored starting air must be
sufficient for a certain number of starting manoeu-
The equipment provided for starting the engines
vres, normally 6 per engine. The exact number of
must enable the engines to be started from the
required starting manoeuvres depends on the ar-
operating condition 'zero' with shipboard facilities,
rangement of the system and on the special re-
i. e. without outside assistance.
quirements of the classification society.
Compressors
Diesel-electric auxiliary engine
Two or more starting air compressors must be
For auxiliary marine engines, separate air tanks
provided. At least one of the air compressors must
shall only be installed in case of turbine-driven ves-
be driven independently of the main engine and
sels, or if the auxiliary sets in engine-driven vessels
must supply at least 50 % of the required total ca-
are installed far away from the main plant.
pacity.
Diesel-electric main engine
The total capacity of the starting air compressors
is to be calculated so that the air volume neces- For each diesel-electric main engine the stored
sary for the required number of starts is topped up starting air must be sufficient for a certain number
from atmospheric pressure within one hour. of starting manoeuvres, normally 6 per engine.
The exact number of required starting manoeuvres
The compressor capacities are calculated as fol-
depends on the number of engines and on the
lows:
special requirements of the classification society.
V 30
P
1000
pressure
V
V Vst fDrive z st z Safe Jet z Jet tJet Vsl z sl fDrive pmax pmin
5sec
0505-0000MQcr2.fm
Legend
1 C-001 Starting air compressor (service) T-018 Vessel for Jet Assist only
FIL-001 Lube-oil automatic filter 7171 Engine inlet (main starting valve)
FIL-003 Fuel automatic filter 7172 Control air and emergency stop
MSV-001 Main starting valve 7451 Control air from turning gear
0505-0000MQcr2.fm
Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
Min. litre 875 980 980 1,050 1,050 1,750 1,820 1,930 2,030 2,100
required
vessel
capacity
Required litre 2x500 2x500 2x500 2x710 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,250
vessels
Min. m/h 30 30 30 43 43 60 60 60 60 75
required
compres-
sor capac-
ity
Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
Min. litre 875 980 980 1,050 1,050 1,750 1,820 1,930 2,030 2,100
required
vessel
capacity
Required litre 2x500 2x500 2x500 2x710 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,250
vessels
Min. m/h 30 30 30 43 43 60 60 60 60 75
required
compres-
sor capac-
ity
Starting air vessels1) 2)and compressor capacities (6 starts + 1 safety start, 3 x 5 sec. Jet Assist, 0 slow turn)
Min. litre 1,220 1,430 1,430 1,500 1,500 2,430 2,720 2,830 2,930 3,000
required
vessel
capacity
Required litre 2x710 2x710 2x710 2x1,000 2x1,000 2x1,250 2x1,500 2x1,500 2x1,500 2x1,500
vessels
Min. m/h 43 43 43 60 60 75 90 90 90 90
required
compres-
sor capac-
ity
Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 5 x 5 sec. Jet Assist, 0 slow turn)
Min. litre 1,450 1,730 1,730 1,800 1,800 2,880 3,320 3,430 3,530 3,600
required
vessel
capacity
Required litre 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,500 2x1,750 2x1,750 2x1,750 2x2,000
vessels
5. Diesel-electrical drive
Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 10 x 5 sec. Jet Assist, 1 slow turn)
Min. litre 2,840 3,390 3,390 3,530 3,530 5,630 6,520 6,720 6,910 7,050
required
vessel
capacity
Required litre 2x1,500 2x1,750 2x1,750 2x1,750 2x1,750 2x3,000 2x3,250 2x3,500 2x3,500 2x3,500
vessels
Min. m/h 90 105 105 105 105 180 195 210 210 210
required
compres-
sor
capacity
Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 10 x 5 sec. Jet Assist, 0 slow turn)
Min. litre 2,030 2,480 2,480 2,550 2,550 4,750 4,820 4,930 5,030 5,100
required
vessel
capacity
Required litre 2x1,000 2x1,250 2x1,250 2x1,500 2x1,500 2x2,500 2x2,500 2x2,500 2x2,500 2x2,750
vessels
Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 2 x 20 sec. Jet Assist, 0 slow turn)
Min. litre 1,800 2,180 2,180 2,250 2,250 3,550 4,220 4,330 4,430 4,500
required
vessel
capacity
Required litre 2x1,050 2x1,250 2x1,250 2x1,250 2x1,250 2x2,000 2x2,250 2x2,250 2x2,250 2x2,250
vessels
0505-0200MQcr2.fm
Guiding values for the number of Jet Assist manoeuvres dependent on application
Diesel-mechanical drive with shifting clutch approx. 3 times, 5 sec approx. 2 times
Diesel-mechanical drive with shaft-driven alternator approx. 5 times, 5 sec approx. 3 times
(> 50 % MCR)
Ships with frequent load changes (e. g. ferries)1) approx. 10 times, 5 sec approx. 5 times
Air supply
Generally, larger air bottles are to be provided for
the air supply of the Jet Assist.
If the planned load profile is expecting a high re-
quirement of Jet Assist, it should be checked
whether an air supply from the working air circuit,
a separate air bottle or a specially adapted, sepa-
rate compressed air system is necessary or rea-
sonable.
In each case the delivery capacity of the compres-
sors is to be adapted to the expected Jet Assist
requirement per unit of time.
0505-0300MA2.fm
General information The MAN Diesel & Turbo turbochargers are fitted
with an air intake silencer and can additionally be
Engine room ventilation system equipped with an air filter to meet with special cir-
cumstances, in which case the cleaning intervals
Its purpose is:
for the compressor impeller of the turbocharger
Supplying the engines and auxiliary boilers with and for the charge air cooler can be extended.
combustion air. This additional air intake filter will retain 95 % of the
particles larger than 10 m.
Carrying off the radiant heat from all installed
engines and auxiliaries. In tropical service a sufficient volume of air must be
supplied to the turbocharger(s) at outside air tem-
Combustion air perature. For this purpose there must be an air
duct installed for each turbocharger, with the out-
The combustion air must be free from spray water,
let of the duct facing the respective intake air si-
snow, dust and oil mist.
lencer, separated from the latter by a space of
This is achieved by: 1.5 m. No water of condensation from the air duct
must be allowed to be drawn in by the turbocharg-
Louvres, protected against the head wind, with
er.
baffles in the back and optimally dimensioned
The air stream must not be directed onto the ex-
suction space so as to reduce the air flow ve-
haust manifold.
locity to 1 1.5 m/s.
In intermittently or permanently arctic service (de-
Self-cleaning air filter in the suction space (re-
fined as: air intake temperature of the engine be-
quired for dust-laden air, e. g. cement, ore or
low +5 C) special measures are necessary
grain carrier), with a medium degree of separa-
depending on the possible minimum air intake
tion, at least G4 according to DIN EN 779.
temperature. For further information see "Section
Sufficient space between the intake point and 2.4: Engine operation under arctic conditions, page 2-31".
the openings of exhaust air ducts from the en- If necessary, steam heated air preheaters must be
gine and separator room as well as vent pipes provided.
from lube oil and fuel oil tanks and the air intake
For the required combustion air quantity, see "Sec-
louvres. (The influence of winds must be taken
tion: Planning data for emission standard IMO Tier II".
into consideration).
Cross-sections of air supply ducts are to be de-
Positioning of engine room doors on the ship's signed to obtain the following air flow velocities:
deck so that no oil-laden air and warm engine
Main ducts 8 12 m/s
room air will be drawn in when the doors are
open. Secondary ducts max. 8 m/s
Arranging the separator station at a sufficiently Air fans are to be designed so as to maintain a
large distance from the turbochargers. positive air pressure of 50 Pa (5 mm WC) in the
engine room.
The combustion air is normally drawn in from the
engine room.
0506-0000MA2.fm
Radiant heat
The heat radiated from the main and auxiliary en-
gines, from the exhaust manifolds, waste heat
boilers, silencers, alternators, compressors, elec-
trical equipment, steam and condensate pipes,
heated tanks and other auxiliaries is absorbed by
the engine room air.
The amount of air V required to carry off this radi-
ant heat can be calculated as follows:
Q
V
t cp t
Ventilator capacity
The capacity of the air ventilators (without separa-
tor room) must be large enough to cover:
The combustion air requirements of all con-
sumers.
The air required for carrying off the radiant heat.
A rule-of-thumb applicable to plants operating on
heavy fuel oil is 20 24 m3/kWh.
0506-0000MA2.fm
0507-0000MA2.fm
Installation
If possible, the silencer should be installed to-
wards the end of the exhaust line; the exact posi-
tion can be adapted to the space available (from
vertical to horizontal). In case of silencers with
spark arrester, it must be ensured that the cleaning
ports are accessible.
Insulation
The exhaust gas pipe system has to be insulated
to reduce the maximum surface temperature to
the required level and to avoid temperatures below
the dew point. So the complete exhaust gas sys-
tem (from outlet of turbocharger, silencer, boiler to
outlet stack) should be sufficiently insulated, par-
ticularly when burning fuels with high sulphur con-
tent.
Also to avoid temperatures below the dew point,
the exhaust gas piping to the outside, including
boiler and silencer, should be insulated to avoid in-
tensified corrosion and soot deposits on the inte-
rior surface of the exhaust gas pipe. In case of fast
load changes, such deposits might flake off and
be entrained by exhaust in the form of soot flakes.
The rectangular flange connection on the turbo-
charger outlet, as well as the adjacent round flang-
es of the adaptor, must also be covered with
insulating collars, for reasons of safety.
Insulation and covering of the compensator may
not restrict its freedom of movement.
The relevant provisions concerning accident pre-
vention and those of the classification societies
must be observed.
0507-0200MA2.fm
0507-0200MA2.fm
0508-0000MQcr2.fm
SCR reactor
Each engine is equipped with its own SCR reactor
and it is fitted in the exhaust gas piping.
The SCR reactor consists of three layers of honey-
combs, an inlet and an outlet flange and the soot
blowing system.
Each catalyst layer consists of three soot blowers.
One after the other in temporary intervals one of
the nine valves will be activated. All soot blower
valves are connected with the reactor and sup-
plied with compressed air (pressure level > 6 bar
overpressure).
The reactor is equipped with a differential pressure
transmitter to control the condition of the catalyst
elements and a temperature transmitter to control
the exhaust gas outlet temperature.
For maintenance reasons the reactor has different
manholes. The back pressure of the SCR catalyst
is 15 mbar.
0508-0000MQcr2.fm
Installation of SCR system The mixing pipe is designed for vertical or horizon-
tal installation. It is built up of a straight duct and
The reactor is designed although for a vertical or
two mixers. After or before the mixing pipe tube
horizontal arrangement. The dimension of the
bends could be installed. The arrangement of the
each reactor has to be taken from the "Table 5-38:
two mixers will be after the two phase nozzle. The
SCR reactor sizes and mixing pipe dimensions", depend-
Urea solution will be injected in way of the exhaust
ing on specific engine load. A service space of
gas flow. The regulation of the urea dosing is
minimum 900 mm in front of the inspection doors
based upon engine power. Depending on engine
of the reactor for mounting and dismounting the
load the urea injection changes automatically over.
catalyst modules has to be foreseen. Although it
The urea dosing panel has to be installed near the
has to be enough space for service and mainte-
mixing element. The dimension of the mixing pipe
nance of the soot blower equipment and the differ-
length and the diameter has to be taken from the
ential pressure device.
"Table 5-38: SCR reactor sizes and mixing pipe dimen-
sions".
660
880 400
1,000 500
1,760 25
2,720 600
3,000 45
3,060 700 30
3,360 50
3,920 700 55
4,000
4,500
5,400
5,600 80
6,720 900 90
7,200
7,840 105
8 8,400 1,000 2,700 2,600 4,200 8,000 > 4,000 1,100 135
8,960 120
9,600 115
9,800 155
10,080 140
10,800 130
9 11,200 1,200 2,700 2,900 4,200 9,000 > 4,000 1,200 175
10 12,600 1,200 3,000 2,900 4,200 10,000 > 4,000 1,200 200
11 16,800 1,400 3,300 3,300 4,500 13,000 > 5,000 1,400 200
12 19,200 1,500 3,300 3,600 4,500 15,000 > 5,000 1,600 220
Figure 5-34 Required temperatures at SCR relating to sulphur content in fuel oil
Tier II 44 * nn(0.23)
Urea consumption
With the following equation the urea solution con-
sumption from IMO Tier II to Tier III is calculated.
The following information is for indication only.
cycle value of NOx = 44 * nn(0.23) 9*nn(0.2) [gNOx/kWh]
n = engine revolution (130 2,000 min-1)
0508-0000MQcr2.fm
t Time h
10 36
25 18
30 12
35 6
0508-0000MQcr2.fm
Page 6 - 1
Page 6 - 2
Kapiteltitel 6 M2.fm
Engine room planning
6.1.1 General details
H-AJ Page 6 - 3
Engine room planning
6.1.1 General details
0601-0000MA2.fm
Page 6 - 4 H-AJ
Engine room planning
6.1.2 Installation drawings
Engine 6L32/44CR
0601-0200MQcr2.fm
0601-0200MQcr2.fm
Engine 12V32/44CR
0601-0200MQcr2.fm
Engine 12V32/44CR
0601-0200MQcr2.fm
0601-0200MQcr2.fm
Legend
3077 When carrying the parts away along the engine axis over the cylinder heads.
2921
When carrying the parts towards the counter exhaust side or exhaust side.
2976
0601-0300MQcr2.fm
Legend
3322 When carrying the parts away along the engine axis over the cylinder heads.
3170
When carrying the parts towards the counter exhaust side or exhaust side.
3045
0601-0300MQcr2.fm
Legend
3680 When carrying away along the engine axis over the cylinder heads.
2880
When revoming towards the counter exhaust side or the exhaust side.
3410
0601-0300MQcr2.fm
Legend
3130 When carrying away along the engine axis over the cylinder heads.
2965
When revoming towards the counter exhaust side or the exhaust side.
2852
0601-0300MQcr2.fm
Figure 6-14 Lifting off the rocker arm casing and cylinder head V32/44CR
Legend
2800
When carrying the parts away along the engine axis over the rocker arm casing.
3000
2560
0601-0300MQcr2.fm
Legend
3400 When carrying away along the engine axis over the rocker arm casing.
0601-0300MQcr2.fm
Legend
3300 When carrying away along the engine axis over the rocker arm casing.
Legend
2670 When removing towards the side (two cylinder head bolts are removed).
0601-0300MQcr2.fm
Legend
3400 When carrying away along the engine axis over the rocker arm casing.
0601-0300MQcr2.fm
0601-0300MQcr2.fm
0601-1200MQcr2.fm
0601-1000MQcr2.fm
Engine
Lifting capacity
D-BB Page 6 - 33
Engine room planning
6.1.6 Lifting appliance
Rotor plus bearing casing 190 245 270 485 780 1,040
Space for removal of silencer mm 110 + 100 230 + 100 200 + 100 50 + 100 50 + 100 250 + 100
Space for removal of silencer mm 110 + 100 120 + 100 150 + 100 200 + 100
Silencer kg 76 156
Page 6 - 34 D-BB
Engine room planning
6.1.6 Lifting appliance
Make sure that the silencer can be removed either Charge-air cooler
downwards or upwards or laterally and set aside,
For cleaning of the charge air cooler bundle, it
to make the turbocharger accessible for further
must be possible to lift it vertically out of the cooler
servicing. Pipes must not be laid in these free
casing and lay it in a cleaning bath.
spaces.
Exception 32/40: The cooler bundle of this engine
Fan shafts is drawn out at the end. Similarly, transport onto
land must be possible.
The engine combustion air is to be supplied to-
wards the intake silencer in a duct ending at a For lifting and transportation of the bundle, a lifting
point 1.5 m away from the silencer inlet. If this duct rail is to be provided which runs in transverse or
impedes the maintenance operations, for instance longitudinal direction to the engine (according to
the removal of the silencer, the end section of the the available storage place), over the centreline of
duct must be removable. Suitable suspension lugs the charge air cooler, from which a trolley with
are to be provided on the deck and duct. hoisting tackle can be suspended
Gallery
If possible the ship deck should reach up to both
sides of the turbocharger (clearance 50 mm) to
obtain easy access for the maintenance person-
nel. Where deck levels are unfavourable, suspend-
ed galleries are to be provided.
kg mm mm mm
D-BB Page 6 - 35
Engine room planning
6.1.6 Lifting appliance
0601-0400MA2.fm
Page 6 - 36 D-BB
Engine room planning
6.1.7 Space requirement for maintenance
0601-1100MQcr2.fm
286 1100
261 1250
0601-0500MQcr2.fm
0601-0700MQcr2.fm
A-BA Page 6 - 47
Engine room planning
6.1.10 Example: Mechanical propulsion system arrangement
Figure 6-39 Example: Engine room and engine arrangement; top view
0601-0900MA2.fm
Page 6 - 48 A-BA
Engine room planning
6.2.1 Example: Ducting arrangement
D-AD Page 6 - 49
Engine room planning
6.2.1 Example: Ducting arrangement
0602-0000MA2.fm
Page 6 - 50 D-AD
Engine room planning
6.2.2 Position of the outlet casing of the turbocharger
Standard design
A mm 514 671
B 20
A mm 514 671
B 20
Figure 6-43 Design at low engine room height Resiliently mounted engine
A mm 514 671
B 20
A mm 514 671
B 20
E 2,585 2,634
F 1,040 1,144
G 995
0602-0200MQcr2.fm
A mm 514 671
B 20
E 2,327 2,393
F 1,780
0602-0200MQcr2.fm
0602-0200MQcr2.fm
7 Propulsion packages
Kapiteltitel 7 M2.fm
Page 7 - 1
Page 7 - 2
Kapiteltitel 7 M2.fm
Propulsion packages
7.1 General
7.1 General
Figure 7-1 MAN Diesel & Turbo standard propulsion package with engine 7L32/44 CR
0701-0000MQcr2.fm
0701-0000MQcr2.fm
K-BA Page 7 - 5
Propulsion packages
7.2 Propeller layout data
0703-0000MA2.fm
Page 7 - 6 K-BA
Propulsion packages
7.3 Propeller clearance
To reduce the emitted pressure impulses and vi- For ships with slender aft body and favourable in-
brations from the propeller to the hull, MAN flow conditions the lower values can be used
Diesel & Turbo recommend a minimum tip clear- whereas full after body and large variations in
ance see "Section: Foundation Recommended config- wake field causes the upper values to be used.
uration of foundation".
In twin-screw ships the blade tip may protrude be-
low the base line.
Legend
Hub Dismantling of cap High skew propeller Non-skew propeller Baseline clearance
X mm Y mm Y mm Z mm
K-BA Page 7 - 7
Propulsion packages
7.3 Propeller clearance
0704-0000MA2.fm
Page 7 - 8 K-BA
======
Page 8 - 1
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Kapiteltitel 8 DEPP M2.fm
Diesel-electric propulsion plants
8.1 Advantages of diesel-electric propulsion
Due to different and individual types, purposes Reduced life cycle cost, resulting from lower
and operational profiles of diesel-electric driven operational and maintenance costs.
vessels the design of a diesel-electric propulsion
Improved manoeuvrability and station-keeping
plant differs a lot and has to be evaluated case by
ability, by deploying special propulsors such as
case. All the following is for information purpose
azimuth thrusters or pods. Precise control of
only and without obligation.
the electrical propulsion motors controlled by
In general the advantages of diesel-electric pro- frequency converters.
pulsion can be summarized as follows:
Increased payload, as diesel-electric propul-
Lower fuel consumption and emissions due to sion plants take less space.
the possibility to optimise the loading of diesel
More flexibility in location of diesel en-
engines/GenSets. The GenSets in operation
gine/GenSets and propulsors. The propulsors
can run on high loads with high efficiency. This
are supplied with electric power through ca-
applies especially to vessels which have a large
bles. They do not need to be adjacent to the
variation in load demand, for example for an
diesel engines/GenSets.
supply vessel, which divides its time between
transit and station-keeping (DP) operation. Low propulsion noise and reduced vibrations.
For example a slow speed E-motors allows to
High reliability, due to multiple engine redun-
avoid gearboxes and propulsors like pods keep
dancy. Even if an engine/GenSet malfunctions,
most of the structure bore noise outside of the
there will be sufficient power to operate the
hull.
vessel safely. Reduced vulnerability to single
point of failure providing the basis to fulfil high Efficient performance and high motor torques,
redundancy requirements. as the system can provide maximum torque
also at slow speeds, which gives advantages
for example in icy conditions.
0810-0000MA2.fm
0810-0000MA2.fm
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0820-0000MA2.fm
Legend
2 Main switchboards
3 Supply transformers (optional): Dependent on the type of the converter. Not needed in case of the
use of frequency converters with 6 pulses, an Active Front End or a Sinusoidal Drive
4 Frequency converters/drives
7 Propellers/propulsors
0830-0000MA2.fm
0830-0000MA2.fm
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0840-0000MA2.fm
(QG
0840-0000MA2.fm
0850-0000MA2.fm
Total installed alternator power [MWe] Voltage [V] Breaking capacity of CB [kA]
< 48 6,600 30
Table 8-3 Fomulas for a rough estimation of the short circuit curents
Motor outgoing (Induction Pr / (3 * Ur * cos Converter * Motor * Converter Pr: Power of motor [kWe]
motor controlled by a PWM- Ur: Rated voltage [V]
converter)
cos : Power factor converter
(typically = 0.95)
Motor: typically = 0.96
Converterr: typically = 0.97
Motor outgoing (Induction Pr / (3 * Ur * cos Motor * Motor) Pr: Power of motor [kWe]
motor started: DoL, Y/, Ur: Rated voltage [V]
Soft-Starter)
cos : Power factor motor
(typically = 0.85...0.90)
Motor: typically = 0.96
The choice of the type of the E-motor depends The harmonics can be improved (if necessary)
on the application. Usually induction motors are by using supply transformers for the frequency
used up to a power of 7 MW (Motor: typically = converters with a 30 phase shift between the
0.96). If it comes to power applications above two secondary windings, which cancel the
7 MW per E-motor often synchronous ma- dominant 5th and 7th harmonic currents. Also
chines are used. Also in applications with slow an increase in the pulse number leads to lower
speed E-motors (without a reduction gearbox), THD. Using a 12-pulse configuration with a
for ice going or pod-driven vessels often syn- PWM type of converter the resulting harmonic
chronous E-motors (Motor: typically = 0.97) are distortion will normally be below the limits de-
used. fined by the classification societies. When using
a transformer less solution with a converter
In plants with frequency converters based on
with an Active Front End (Sinusoidal input rec-
VSI-technology (PWM type) the converter
tifier) or in a 6-pulse configuration usually THD-
themselves can deliver reactive power to the
filters are necessary to mitigate the THD on the
E-motor. So often a power factor cos = 0.9 is
sub-distributions.
a good figure to design the alternator rating.
Nevertheless there has to be sufficient reactive The final layout of the electrical plant and the com-
power for the ship consumers, so that a lack in ponents has always to be based on a detailed
reactive power does not lead to unnecessary analysis and a calculations of the short circuit lev-
starts of (standby) alternators. els, the load flows and the THD levels as well as on
an economical evaluation.
0860-0000MA2.fm
0860-0000MA2.fm
( 0RWRUWRUTXH
Over-torque capability
100%
E-Motor power
80%
Propeller power
60%
40%
20%
0% USP USP
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
1RPLQDOFRQGLWLRQV
5HTXHVWIRUDGGLWLRQDOSRZHUWRUTXH
Figure 8-3 Example: Over-torque capability of a E-propulsion train for a FPP-driven vessel
0870-0000MA2.fm
0870-0000MA2.fm
- Phase unbalance, Negative phase se- - Motor start: Stalling I2 t, number of starts
quence - Motor windings and bearings over-tempera-
- Differential protection ture
0880-0000MA2.fm
0890-0000MA2.fm
Power reservation
The main function of a power management sys- ation in advance and to start GenSets/alternators
tem is to start and stop GenSets/alternators ac- before consumers draw the network and overload
cording to the current network load and the online the engines. Overloading an engine will soon de-
alternator capacity. The power management sys- crease the speed/frequency with the danger of
tem takes care that the next alternator will be start- motoring the engine, as the flow of power will be
ed, if the available power (= Installed power of all altered from network to alternator (Reverse pow-
connected alternators current load) becomes er). The electric protection system must discon-
lower than a preset limit. This triggers a timer and nect such alternator from the network. An
if the available power stays bellow the limit for a overload situation is always a critical situation for
certain time period the next GenSet/alternator in the vessel and a blackout has to be avoided.
sequence is started. It also blocks heavy consum-
The detailed power management functionality al-
ers to be started or sheds (unnecessary) consum-
ways depends on the plant configuration, the
ers, if there is not enough power available, in order
operational requirements but also on general phi-
to avoid unstable situations.
losophy and preferred solution of the owner. The
Class rules require from GenSets/alternators 45 parameters when to stat or to stop a GenSet/
seconds for starting, synchronizing and beginning alternator have always to be evaluated individually.
of sharing load. So it is always a challenge for the The following figure shows that in principle:
power management system to anticipate the situ-
No. of alternators Alternator Available power (Power reserve) via load Time to accept
connected load pick-up by the running GenSets load
2 85 % 2 x 15 % = 30 % 0...10 sec
3 87 % 3 x 13 % = 39 % 0...10 sec
4 90 % 4 x 10 % = 40 % 0...10 sec
No. of alternators Alternator Available power (Power reserve) by starting Time to accept
connected load a standby1) GenSet load
2 70 % 2 x 30 % = 60 % < 1 min
3 75 % 3 x 25 % = 75 % < 1 min
4 80 % 4 x 20 % = 80 % < 1 min
Time
> 1 min
10 sec
0 sec Available power
0811-0000MA2.fm
0811-0000MA2.fm
LNG Carriers
A propulsion configuration with two high speed
E-motors (e.g. 600 RPM or 720 RPM) and a re-
duction gearbox (Twin-in-single-out) is a typical
configuration, which is used at LNG carriers where
the installed alternator power is in the range of
about 40 MW. The electrical plant fulfils high re-
dundancy requirements. Due to the high propul-
sion power which is required and higher
efficiencies usually synchronous E-motors are
used.
Figure 8-7 Example: Diesel-electric configuration (redundant) of a LNG carrier with geared transmission, single screw and
FP propeller
Figure 8-8 Example: Diesel-electric configuration (redundant) of a cruise liner, twin screw, gear less
Table 8-9 Pros & cons of VSI with PWM and slow speed
Figure 8-9 Example: Diesel-electric configuration (redundant) of a RoPax ferry, twin screw, geared transmission
Advanced applications
As MAN Diesel & Turbo works together with differ-
ent suppliers for diesel-electric propulsion plants
an optimal matched solution can be designed for
each application, using the most applicable com-
ponents from the market (Freedom of choice). The
following example shows a smart solution for the
E-plant, patented by STADT AS (Norway).
In many cases a combination of an E-propulsion
motor, running on two constants speeds (Medium,
high) and a pitch controllable propeller (CPP) gives
a high reliable and compact solution with low elec-
trical plant losses.
Figure 8-10 Example: Diesel-electric configuration (redundant) of a RoRo, twin screw, geared transmission
Table 8-11 Pros & cons of Sinusoidal drive (Patented by STADT AS)
0812-0000MA2.fm
9 Annex
Kapiteltitel 8 M2.fm
Page 9 - 1
Page 9 - 2
Kapiteltitel 8 M2.fm
Annex
9.1.1 General
9.1.1 General
There are risks at the interfaces of the engine,
which have to be eliminated or minimized in the
context of integration the engine into the plant sys-
tem. Responsible for this is the legal person which
is responsible for the integration of the engine.
D-BB Page 9 - 3
Annex
9.1.2 Safety equipment/measures provided by plant-side
area.
Page 9 - 4 D-BB
Annex
9.1.2 Safety equipment/measures provided by plant-side
The connection has to be equipped with com- Optical and acoustic warning device
pensators for longitudinal expansion and axis
Due to impaired voice communication by noise
displacement in consideration of the occurring
in the engine room/power house it is necessary
vibrations.
to check, where at plant additionally to acoustic
(The flange of the turbocharger reaches tem- warning signals optical warning signals (e.g.
peratures of up to 450 C). flash lamp) should be provided.
Generally any ignition sources, smoking, open In any case this is necessary while using the
fire in the maintenance and protection area of turning gear and while starting/stopping the en-
the engine is prohibited gine.
Smoke detection systems and fire alarm sys- Engine room ventilation
tems have to be provided
An effective ventilation system has to be pro-
Signs vided in the engine room to avoid endangering
by contact or by inhalation of fluids, gases, va-
a) Following figure shows exemplary the de-
pours and dusts which could have harmful,
clared risks in the area of a combustion engine.
toxic, corrosive and/or acid effects.
This may vary slightly for the specific engine.
Venting of crankcase and turbocharger
The gases/vapours out of crankcase and tur-
bocharger are ignitable. It must be ensured that
the gases/vapours will not be ignited by exter-
nal sources. For multi-engine plants each en-
gine has to be ventilated separately. The engine
ventilation of different engines must not be con-
nected together.
In case of an installed suction system it has to
be ensured that it will be not stopped before at
least 20 minutes after engine shutdown.
Drainable supplies and excipients
Supply system and excipient system must be
drainable and must be secured against unin-
Figure 9-1 Warning sign E11.48991-1108 tentional recommissioning (EN 1037).
This warning sign has to be clearly visible Sufficient ventilation at the filling, emptying and
mounted at the engine as well as at all entranc- ventilation points must be ensured.
es to the engine room or to the power house. The residual quantities which must be emptied
b) Prohibited area signs have to be collected and disposed proper.
Dependent on the application it is possible that Spray guard has to be ensured for possibly
specific operating ranges of the engine must be leaking liquids from the flanges of the plants
prohibited. piping system. The emerging media must be
drained off and collected safely.
In these cases the signs will be delivered to-
gether with the engine, which have to be
mounted clearly visible on places at the engine
0800-0000AA2.fm
D-BB Page 9 - 5
Annex
9.1.2 Safety equipment/measures provided by plant-side
Page 9 - 6 D-BB
Annex
9.2 Programme for Factory Acceptance Test (FAT)
The following table shows the operating points to be considered during acceptance test run.
Operating points ABS BV DNV GL LR RIN JG7) IACS MAN Diesel &
1) 2) 3) 4) 5) a6) 9)
(NK) Turbo pro-
8)
gramme with
acceptance by
classification
society
Starting attempts X X - X X X X X X
Governor test X X X X X X X X X
All engines
Operational test of X X X X X X X X X
the attached
safety devices
75 % M M M11) M M M 20 (30) M 30
50 % M M M M M M 20 (30) M 30
25 % M M - M M M 20 (30) M 30
Low speed and/or
idling M M - M M M - M 30
110 % 30 30 30 30 30 30 20(30) 30 30
75 % M M M M M M 20(30) M 30
50 % M M M M M M 20(30) M 30
25 % M M - M M M 20(-) M 30
idling = 0 % M M - M M M - M 30
3)
DNV = Det Norske Veritas
4) GL = Germanischer Lloyd
5) LR = Lloyds Register of Shipping
F-BA Page 9 - 7
Annex
9.2 Programme for Factory Acceptance Test (FAT)
6)
RINa = Registro Italiano Navale
7)
JG =Japanese government
8) NK =Nippon Kaiji Kyoka
9) ACS =International Association of
Classification Societies
10)
Two service recordings at an interval of 30 min.
11)
Could be replaced by MCR load point 85 %.
12)
Replacement for 11).
0801-0000MA2.fm
Page 9 - 8 F-BA
Annex
9.3 Engine running-in
Operating Instructions The run-in lube oil must match the quality stand-
ards, with regard to the fuel quality.
During the run-in procedure the unevenness of the
piston-ring surfaces and cylinder contact surfaces Engine run-in
is removed. The run-in period is completed once
Cylinder lubrication (optional)
the first piston ring perfectly seals the combustion
chamber. I.e. the first piston ring should show an The cylinder lubrication must be switched to "Run-
evenly worn contact surface. If the engine is sub- ning In" mode during completion of the run-in pro-
jected to higher loads, prior to having been run-in, cedure. This is done at the control cabinet or at the
then the hot exhaust gases will pass between the control panel (under "Manual Operation"). This en-
piston rings and the contact surfaces of the cylin- sures that the cylinder lubrication is already acti-
der. The oil film will be destroyed in such locations. vated over the whole load range when the engine
The result is material damage (e.g. burn marks) on starts. The run-in process of the piston rings and
the contact surface of the piston rings and the cyl- pistons benefits from the increased supply of oil.
inder liner. Later, this may result in increased en- Cylinder lubrication must be returned to "Normal
gine wear and high oil consumption. Mode" once the run-in period has been complet-
ed.
The time until the run-in procedure is completed is
determined by the properties and quality of the Checks
surfaces of the cylinder liner, the quality of the fuel
Inspections of the bearing temperature and crank-
and lube oil, as well as by the load of the engine
case must be conducted during the run-in period:
and speed. The run-in periods indicated in follow-
ing figures may therefore only be regarded as ap- The first inspection must take place after 10
proximate values. minutes of operation at minimum speed.
An inspection must take place after operation
at full load respectively after operational output
0802-0000MA2.fm
gJ__ Page 9 - 9
Annex
9.3 Engine running-in
The bearing temperatures (camshaft bearings, Running-in after refitting used or new bearing liners
big-end and main bearings) must be determined in (crankshaft, connecting rod and piston pin bearings)
comparison with adjoining bearing. For this pur-
When used bearing shells are reused, or when
pose an electrical sensor thermometer may be
new bearing shells are installed, these bearings
used as a measuring device.
have to be run in. The run-in period should be 3 to
At 85 % load and on reaching operational output 5 hours under progressive loads, applied in stag-
level, the operating data (ignition pressures, ex- es. The instructions in the preceding text seg-
haust gas temperatures, charge pressure, etc.) ments, particularly the ones regarding the
must be tested and compared with the accept- "Inspections", and following figures must be ob-
ance report. served.
Standard running-in programme Idling at higher speeds for long periods of opera-
tion should be avoided if at all possible.
Dependent on the application the run-in pro-
gramme can be derived from the figures in "Para- Running-in after low load operation
graph: Diagrams of standard running-in, page 9-11".
Continuous operation in the low load range may
During the entire run-in period, the engine output
result in substantial internal pollution of the engine.
has to be within the marked output range. Critical
Residue from fuel and lube oil combustion may
speed ranges are thus avoided.
cause deposits on the top-land ring of the piston
Running-in during commissioning on site exposed to combustion, in the piston ring chan-
nels as well as in the inlet channels. Moreover, it is
Barring exceptions, four-stroke engines are al-
possible that the charge air and exhaust pipe, the
ways subjected to a test run in the manufacturers
charge air cooler, the turbocharger and the ex-
premises. As such, the engine has usually been
haust gas tank may be polluted with oil.
run in. Nonetheless, after installation in the final lo-
cation, another run-in period is required if the pis- Since the piston rings have adapted themselves to
tons or bearings were disassembled for inspection the cylinder liner according to the running load, in-
after the test run, or if the engine was partially or creased wear resulting from quick acceleration
fully disassembled for transport. and possibly with other engine trouble (leaking pis-
ton rings, piston wear) should be expected.
Running-in after fitting new drive train components
Therefore, after a longer period of low load opera-
If during revision work the cylinder liners, pistons,
tion ( 500 hours of operation) a run-in period
or piston rings are replaced, then a new run-in pe-
should be performed again, depending on the
riod is required. A run-in period is also required if
power, according to following figures.
the piston rings are replaced in only one piston.
The run-in period must be conducted according to Also for instruction see "Section 2.5: Low load opera-
following figures or according to the associated tion, page 2-35".
explanations.
Note!
The cylinder liner may be re-honed according to
For further information, you may contact the
Work Card 050.05, if it is not replaced. A trans-
MAN Diesel & Turbo customer service or the
portable honing machine may be requested from
customer service of the licensee.
one of our Service and Support Locations.
0802-0000MA2.fm
Page 9 - 10 JJ__
Annex
9.3 Engine running-in
Engine output
50
(specified range) 40
30
20
10
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5
Running in period [h]
Figure 9-2 Standard running-in programme for engines operated with constant speed of the types: 32/40, 32/40DF,
32/40G, 32/44CR, 35/44DF, 35/44G
gJ__ Page 9 - 11
Annex
9.3 Engine running-in
Figure 9-5 Standard running-in programme for marine engines (variable speed) of the types: 40/54, 48/60B, 48/60CR,
58/64
Page 9 - 12 JJ__
^
9.4 Definitions
9.4 Definitions
Designation
Designation of engine sides
- Coupling side, CS (KS)
The coupling side is the main engine output
side and is the side to which the propeller,
the alternator or other working machine is
coupled.
- Free engine end/counter coupling side,
CCS (KGS)
The free engine end is the front face of the
engine opposite the coupling side. Figure 9-6 Designation of cylinders
0803-0000MA2.fm
iJ__ Page 9 - 13
^
9.4 Definitions
Engine and electrical alternator mounted together Net calorific value (NCV)
to supply electrical power to drive an electric mo-
This value suppose that the products of combus-
tor. The power of the electric motor is used to drive
tion contains the water vapor and that the heat in
a propeller.
the water vapor is not recovered.
Thereby the mean output range of the engine is
between 80 to 95 % and the fuel consumption is Offshore application
optimised at 85 % load.
Offshore construction and offshore drilling places
high requirements regarding the engines acceler-
Fixed pitch propeller (FPP) application
ation and load application behaviour. Higher re-
A fixed pitch propeller is driven by the engine. The quirements exist also regarding the permissible
FPP is always working very close to the theoretical engines inclination.
propeller curve (power input ~ n3). A higher torque
The mean output range of the engine is between
in comparison to the CPP even at low rotational
15 to 60 %. Acceleration from engine start up to
speed is present.
100 % load must be possible within a specified
To protect the engine against overloading its rated time.
output is reduced up to 90 %. The turbo charging
system is adapted. Engine speed reduction of up
to 10 % at maximum torque is allowed.
The mean output range of the engine is between
80 to 95 % of its available output and the fuel con-
sumption is optimised at 85 % load.
0803-0000MA2.fm
Page 9 - 14 LJ__
^
9.4 Definitions
Output MCR
ISO-standard-output (as specified in DIN ISO Maximum continuous rating = rated power
3046-1)
ECR
Maximum continuous rating of the engine at
Economic continuous rating = output of the en-
nominal speed under ISO-conditions, provided
gine with the lowest fuel consumption
that maintenance is carried out as specified.
Operating-standard-output (as specified in DIN Suction dredger application (mechanical drive of
ISO 3046-1) pumps)
Maximum continuous rating of the engine at For direct drive of the suction dredger pump by the
nominal speed taking in account the kind of ap- engine via gear box the engine speed is directly in-
plication and the local ambient conditions, pro- fluenced by the load on the suction pump.
vided that maintenance is carried out as To protect the engine against overloading its rated
specified. For marine applications this is stated output is reduced up to 90 %. The turbo charging
on the type plate of the engine. system is adapted. Engine speed reduction of up
Fuel stop power (as specified in DIN ISO 3046- to 20 % at maximum torque is released.
1) Possibly the permissible engine operating curve
Fuel stop power defines the maximum rating of has to be adapted to the pump characteristics by
the engine theoretical possible, if the maximum means of a power output adaption respectively
possible fuel amount is used (blocking limit). the power demand of the pump has to be opti-
mised particularly while start-up operation.
Rated power (in accordance to rules of Germa-
nischer Lloyd) The mean output range of the engine is between
80 to 100 % of its available output and the fuel
Maximum possible continuous power at rated
consumption is optimised at 85 % load.
speed and at defined ambient conditions, pro-
vided that maintenances carried out as speci- Water-jet application
fied.
A marine system that creates a jet of water that
Overload power (in accordance to rules of Ger- propels the vessel. Also the water-jet is always
manischer Lloyd) working close to the theoretical propeller curve
110 % of rated power, that can be demonstrat- (power input ~ n3).
ed for marine engines for an uninterrupted pe- To protect the engine against overloading its rated
riod of one hour. output is reduced up to 90 %. The turbo charging
Output explanation system is adapted. Engine speed reduction of up
to 10 % at maximum torque is allowed.
Power of the engine at distinct speed and dis-
tinct torque. The mean output range of the engine is between
80 to 95 % of its available output and the fuel con-
100 % Output
sumption is optimised at 85 % load.
100 % Output is equal to the rated power only
at rated speed. 100 % Output of the engine
can be reached at lower speed also if the
torque is increased.
Nominal Output
0803-0000MA2.fm
= rated power
iJ__ Page 9 - 15
^
9.4 Definitions
0803-0000MA2.fm
Page 9 - 16 LJ__
Annex
9.5 Symbols
9.5 Symbols
Note!
The symbols shown should only be seen as ex-
amples and can differ from the symbols in the
diagrams.
hJ^g Page 9 - 17
Annex
9.5 Symbols
Page 9 - 18 hJ^g
Annex
9.5 Symbols
hJ^g Page 9 - 19
Annex
9.5 Symbols
Page 9 - 20 hJ^g
Annex
9.6.1 General information
Transport
Transport and packaging of the engine, assem-
blies and engine parts must be coordinated.
After transportation, any damage to the corrosion
0806-0000AA2.fm
bJ_^ Page 9 - 21
Annex
9.6.2 Storage location and duration
Page 9 - 22 bJ_^
Annex
9.6.3 Follow-up preservation when preservation period is exceeded
bJ_^ Page 9 - 23
Annex
9.6.4 Removal of corrosion protection
0806-0000AA2.fm
Page 9 - 24 bJ_^
^
9.7 Engine colour
There are three different colour groups for colouring the engine:
Note!
This colour tables are only for overview, there
are no payables in regard to the colour shade.
For the accurate colour shades please see
RAL colour table.
RAL 9006
0807-0000MA2.fm
_J^g Page 9 - 25
Page 9 - 26
RAL 3007
RAL 5000 RAL 5001 RAL 5002 RAL 5003 RAL 5004 RAL 5005 RAL 5007 RAL 5008 RAL 5009
RAL 5010 RAL 5011 RAL 5012 RAL 5013 RAL 5014 RAL 5015 RAL 5017 RAL 5018 RAL 5019
RAL colour group 2 (special request)
RAL 5020 RAL 5021 RAL 5022 RAL 5023 RAL 5024
RAL 6000 RAL 6001 RAL 6002 RAL 6003 RAL 6004 RAL 6005 RAL 6006 RAL 6007 RAL 6008
RAL 6009 RAL 6010 RAL 6011 RAL 6012 RAL 6013 RAL 6014 RAL 6015 RAL 6016 RAL 6017
RAL 6018 RAL 6019 RAL 6020 RAL 6021 RAL 6022 RAL 6024 RAL 6025 RAL 6026 RAL 6027
RAL 6028 RAL 6029 RAL 6032 RAL 6033 RAL 6034
RAL 7000 RAL 7001 RAL 7002 RAL 7003 RAL 7004 RAL 7005 RAL 7006 RAL 7008 RAL 7009
RAL 7010 RAL 7011 RAL 7012 RAL 7013 RAL 7015 RAL 7016 RAL 7021 RAL 7022 RAL 7023
RAL 7024 RAL 7026 RAL 7030 RAL 7031 RAL 7032 RAL 7033 RAL 7034 RAL 7036
RAL 7037 RAL 7038 RAL 7039 RAL 7040 RAL 7042 RAL 7043 RAL 7044 RAL 7045 RAL 7046
RAL 8000 RAL 8001 RAL 8002 RAL 8003 RAL 8004 RAL 8007 RAL 8008 RAL 8011 RAL 8012
RAL 8014 RAL 8015 RAL 8016 RAL 8017 RAL 8019 RAL 8022 RAL 8023 RAL 8024 RAL 8025
^
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VKT=b==
0807-0000MA2.fm
0807-0000MA2.fm
_J^g
^
9.7 Engine colour
RAL 1000 RAL 1001 RAL 1002 RAL 1003 RAL 1004 RAL 1005 RAL 1006 RAL 1007
RAL 1012 RAL 1013 RAL 1014 RAL 1015 RAL 1016 RAL 1017 RAL 1018 RAL 1019
RAL 1021 RAL 1023 RAL 1024 RAL 1027 RAL 1028 RAL 1032 RAL 1033 RAL 1034
RAL 2000 RAL 2001 RAL 2002 RAL 2003 RAL 2004 RAL 2008 RAL 2009 RAL 2010
RAL colour group 3 (special lacquering)
RAL 2012
RAL 3000 RAL 3001 RAL 3002 RAL 3003 RAL 3004 RAL 3005 RAL 3009
RAL 3012 RAL 3013 RAL 3014 RAL 3015 RAL 3016 RAL 3017 RAL 3018 RAL 3020
RAL 4001 RAL 4002 RAL 4003 RAL 4004 RAL 4005 RAL 4006 RAL 4007 RAL 4008
RAL 4010
RAL 7035
RAL 7047
RAL 9001 RAL 9002 RAL 9003 RAL 9004 RAL 9005 RAL 9007 RAL 9010
Page 9 - 27
^
VKT=b==
0807-0000MA2.fm
Page 9 - 28 _J^g
Annex
9.8.1 Diesel-electric plant layout data
9.8 Form
General data
Name: ________________________________________________________________________________
Address:_______________________________________________________________________________
Phone: ________________________________________________________________________________
E-mail: ________________________________________________________________________________
Project:________________________________________________________________________________
Type of vessel:__________________________________________________________________________
Propulsion principle:
Diesel-electric set CODLAD CODLAG _________________________
J-BB V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 9 - 29
Annex
9.8.1 Diesel-electric plant layout data
Speed:
Ship design speed [kn]: _________________(at maximum shaft power)
Sea margin [%]: ____________________________________________________________
Main:
Shaft: Single screw: Single in Single out
Tandem
Twin in Single out
Twin screw: Two shaft lines
2 x Twin in Single out
Steerable rudder propellers (=Azimuth thrusters)
Pods
_________________________________________________________________________________
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Annex
9.8.1 Diesel-electric plant layout data
J-BB V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 9 - 31
Annex
9.8.1 Diesel-electric plant layout data
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Annex
9.8.1 Diesel-electric plant layout data
Main E-motors:
Number of winding systems: 1 2
Speed control: variable speed via frequency converter
_______________________________________
Manoeuvring E-motors (i. e. bow thrusters): variable speed via frequency converter
constant speed (start via Y/-unit)
constant speed (start via Softstarter)
constant speed (start via autotransformer)
_______________________________________
0808-0000MA2.fm
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9.8.1 Diesel-electric plant layout data
Page 9 - 34 V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 J-BB
Annex
9.8.2 Propeller layout data
Type of vessel:________________________________________________________________________
9. Comments:_________________________________________________________________________
10.Vessel main dimensions (Please fill-in if model test is not available).
D-BA Page 9 - 35
Annex
9.8.2 Propeller layout data
Breadth B m
Displacement s m3
Midship coefficient CM -
11.Comments: _____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
Page 9 - 36 D-BA
Index
A Chocking with synthetic resin . . . . . . . . . . . . . . . . . . . 2-151
Clearance
Acceleration times . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47 Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Aging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-81 Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-111
Air Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Consumption (Jet Assist) . . . . . . . . . . . . . . . . . . 5-109 Common rail injection system . . . . . . . . . . . . . . . . . . . . 5-87
Flow rate, temperature . . . . . . . . . . . . . . . . . . . . . 2-86 Composition of exhaust gas . . . . . . . . . . . . . . . . . . . . 2-107
Starting air vessels, compressors . . . . . . . . . . . . 5-103
Compressed air system . . . . . . . . . . . . . . . . . . . . . . . . 5-97
Air vessel
Condensate amount
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11
Air vessel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Alignment Charge air cooler. . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-167
Consumption
Alternator Fuel oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-75
Reverse power protection. . . . . . . . . . . . . . . . . . . 2-71 Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-109
Ambient conditions causes de-rating . . . . . . . . . . . . . . 2-25 Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13 Controllable pitch propeller
Arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Attached pumps
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-139 Cooler
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84I 2-87
Available outputs
Heat to be dissipated . . . . . . . . . . . . . . . . . 2-84I 2-87
Permissible frequency deviations . . . . . . . . . . . . . 2-65
Temperature basis . . . . . . . . . . . . . . . . . . . . . . . . 2-86
Cooler specification
B Nominal values . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84
Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Temperature control . . . . . . . . . . . . . . . . . . . 2-15I 2-16 Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
32/44CR Index - I
Diesel-electric propulsion Fixed pitch propeller
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Drive control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21 Flexible pipe connections
Example of configuration . . . . . . . . . . . . . . . . . . . 8-27 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Form for plant layout. . . . . . . . . . . . . . . . . . . . . . . 9-29
Flow rates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Plant design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
Power management . . . . . . . . . . . . . . . . . . . . . . . 8-23
Flow rates (cooler) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84
Dredger pumps
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45 Flywheel
Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-135
Index - II 32/44CR
Heavy fuel oil see Fuel oil Lube oil
HFO (fuel oil) Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Diagram of supply system. . . . . . . . . . . . . . . . . . . 5-92 Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85 Specification (MGO/MDO) . . . . . . . . . . . . . . . . . . . . 4-5
System description . . . . . . . . . . . . . . . . . . . . . . . . 5-19
HFO see Fuel oil
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
HT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
M
I
Marine diesel oil see Fuel oil
Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Marine gas oil see Fuel oil
IMO Marpol Regulation . . . . . . . . . . . . . . . . . . . . . . . 2-105
MARPOL Regulation. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-76
IMO Tier II
MCR
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-76
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . 2-105
MDO
Installation
Diagram of treatment system . . . . . . . . . . . . . . . . 5-75
Flexible pipe connections . . . . . . . . . . . . . . . . . . . . 5-5
see Fuel oil
Installation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
MGO see Fuel oil
Intake Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-111
Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-121
ISO
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-164
Reference Conditions . . . . . . . . . . . . . . . . . . . . . . 2-22
Standard output . . . . . . . . . . . . . . . . . . . . . . 2-21I 9-15
N
J Net calorific value (NCV)
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15I 2-16
Air consumption . . . . . . . . . . . . . . . . . . . . . . . . . 5-109 Noise
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
Index - IV 32/44CR
Specification Switching LT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
Cleaning agents for cooling water . . . . . . . . . . . . . 4-45 System overview
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47 SaCoSone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Cooling water inspecting . . . . . . . . . . . . . . . . . . . 4-43
Cooling water system cleaning . . . . . . . . . . . . . . . 4-45
Diesel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19 T
Engine cooling water . . . . . . . . . . . . . . . . . . . . . . 4-35
Table of ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Fuel oil (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Fuel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19 Temperature control . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Fuel oil (MGO). . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 Time limits for low load operation . . . . . . . . . . . . . . . . . 2-36
Gas oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-115
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Two-stage charge air cooler . . . . . . . . . . . . . . . . . . . . . 2-16
Lube oil (HFO). . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Lube oil (MGO/MDO) . . . . . . . . . . . . . . . . . . . . . . . 4-5
Viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . 4-33 U
Speed
Unloading the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Adjusting range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Engine ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 V
Engine ratings, power, outputs . . . . . . . . . . . . . . . 2-21
Variable Valve Timing (VVT). . . . . . . . . . . . . . . . . . . . . . 2-16
Speeds
Clutch activation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 Venting
Idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 Crankcase, turbocharger. . . . . . . . . . . . . . . . . . . 2-103
Mimimum engine speed . . . . . . . . . . . . . . . . . . . . 2-27 Vibration damper, removal of . . . . . . . . . . . . . . . . . . . . 6-22
Splash oil monitoring system . . . . . . . . . . . . . . . . . . . . 2-17 Vibration, torsional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-115
Stand-by operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53 Viscosity-temperature-diagram . . . . . . . . . . . . . . . . . . . 4-33
Starting air
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-109 W
System description . . . . . . . . . . . . . . . . . . . . . . . . 5-97
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . 5-100 Water
Starting air vessels, compressors. . . . . . . . . . . . . . . . 5-103 Specification for engine cooling water . . . . . . . . . . 4-35
Starting conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53 Water systems
Cooling water collecting and supply system . . . . . 5-57
Static torque fluctuation . . . . . . . . . . . . . . . . . . . . . . . 2-129
Engine cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Stopping the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67 Nozzle cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65
Suction Dredger application Turbine washing device . . . . . . . . . . . . . . . . . . . . . 5-63
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15 Waterjet application
Sudden load shedding. . . . . . . . . . . . . . . . . . . . . . . . . 2-67 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Supply system Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-77 Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
Supply system (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85 Windmilling protection . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Switching HT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35 Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
M_32-44CR-II-neu2011SIX.fm
32/44CR Index - V
Index - VI
32/44CR
M_32-44CR-II-neu2011SIX.fm