Volume I

MAN Diesel
1.00 1.01
UPDATES GENERAL DATA
1.02
FREE
1.03
REDUCTION GEARBOX
1.04
MAIN ENGINE
1.05
FREE
1.06
FUEL OIL SYSTEM
1.07
LUBRICATING OIL SYSTEM
1.08
COOLING WATER SYSTEM
1.09
STARTING AIR SYSTEM
1.10
EXHAUST GAS SYSTEM
MAN Diesel
13 July 2011
Logistic Ship for Mexican navy MAN Diesel, ref no: P-21178. 2 x 6L21/31, AMG 11EV, VBS640, AT2000PCS 1.01
Drawing ident no
General data
Description Plate Item no Date of update
Addendum 1.1 2 15 31 25-6.1 2 05 19 68-9.2 2 04 79 48-0.2 1435000 1699891-5. 1435000 1699893-9.2 1440000 1699889-3.1 2 06 09 46-6.0 1400000 1699896 4 0 1699896-4.0 2 04 77 49-0.2 2 05 19 75-0.0 2 03 59 06-8.0 912000 1699261-3.0 912000 1699912-1.1 1400000 1690751-8.0
Addendum for General data General Arrangement Project Planning data for MGO/MDO. L21/31 List of symbols (4 pages) Quality of Marine Diesel Fuel (MDO) (2 Pages) Viscosity temperature diagram of Fuel Oil (2 pages) Quality of Lube Oil (SAE40) for Operation on gas Oil and Diesel Oil (MGO/MDO) and Biofuel Gear Oil Specification (2 pages) Quality of engine cooling water (8 pages) Limits for crankshaft deflection Flushing and cleaning (5 pages) Cleaning and treating of pipes (3 pages) Dispatch condition of engine and reduction gear from MAN Diesel Storage of electronic equipment Engine ventilation
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End of Section 1.01 - General data
MAN Diesel Supply Yard Supply
Edition 4
MAN Diesel
13 July 2011
Addendum 1.01.1
General data
The Installation Manual on the MAN Diesel extranet contains relevant information, instructions and drawings that notoriously have proven to be necessary to carry out the installation of the equipment supplied by MAN Diesel. The Installation Manual is made specifically for each project and to be used for the installation. After commissioning the Installation Manual will not be updated and the Instruction Manuals are to be used instead. We kindly draw your attention to the fact that the Installation Manual is the only relevant place you may find information for customizing the installation of your plant. All previous information sent to you must not be used for design of the installation. Documentation such as the Project Guides may only be used for guidance. However, the Installation Manual may contain sections of the Project Guides.
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Edition 1
MAN Diesel
1699891-5.1 Page 1 (2)
Quality of Marine Diesel Fuel (MDO)
1435000 General
Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel. Marine Diesel Oil (MDO) is offered as heavy distillate (designation ISO-F-DMB) or as a blend of distillate and small amounts of residual oil (designation ISO-F-DMC) exclusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oil and must be free from organic acids and any non-mineral oil products.
Property/feature Specication ISO F Density at 15 C Cinematic viscosity at 40 C Pour Point winter quality summer quality Flash point Pensky Martens Total content of sediments Water content Sulphur content Ash content Coke residue (MCR) Cetane number Copper strip test Vanadium content mg/kg Content of aluminium and silicon Visual inspection Other specications:
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Specication The usability of a fuel depends upon the engine design and available cleaning facilities as well as on the conformity of the key properties with those listed in the table below which refer to the condition on delivery. The key properties have been established to a great extent on the basis of ISO 8217-2005 and CIMAC-2003. The key properties are based on the test methods specied.
Unit
Test method DMB
Designation DMC 900 >2.5 < 11 <0 <6 920 >4 < 14 <0 <6 > 60 0.10 < 0.3 < 2.0 < 0.03 < 2.5 > 35 <1 < 100 < 25
kg/m3 mm2/s cSt
ISO 3675 ISO 3104 ISO 3016
C ISO 2719 % by weight % by weight % by weight % by weight % by weight ISO CD 10307 ISO 3733 ISO 8754 ISO 6245 ISO CD 10370 ISO 5165 ISO 2160 DIN 51790T2 ISO CD 10478
> 60 0.10 < 0.3 < 2.0 < 0.01 < 0.30 > 35 <1 0 0
1)
British Standard BS MA 100 1987 ASTM D 975 ASTM D 396 Table 1

1)
Class M2 2D No. 2
Class M3 4D No. 4
Marine Diesel Oil (MDO) key properties to be adhered to
With good illumination and at room temperature, appearance of the fuel should be clear and transparent.
08.50
MAN Diesel
1435000 General
Supplementary information At transshipment facilities and in transit MDO is handled like residual oil. Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or Interfuel, for example with remainders of such fuels in the bunkering boat, which may adversely affect the key properties considerably. The fuel shall be free of used lubricating oil (ULO). A fuel shall be considered to be free of ULO if one or more of the elements Zn, P and Ca are below the specied limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm). The Pour Point indicates the temperature at which the oil will refuse to ow. The lowest temperature the fuel oil may assume in the system, should lie approx. 10 C above the pour point so as to ensure it can still be pumped. A minimum viscosity at the fuel injection pump is required to ensure a sufcient lubricity. Therefore the temperature of the fuel must never exceed 60 C. If Blended MDOs (ISO-F-DMC) of differing bunkering are being mixed, incompatibility may result in sludge formation in the fuel system, a large amount of sludge in the separator, clogging of lters, insufcient atomization and a large amount of combustion deposits. We would therefore recommend to run dry the respective fuel storage tank as far as possible before bunkering new fuel. Sea water, in particular, tends to increase corrosion in the fuel oil system and hot corrosion of exhaust valves and in the turbocharger. It is also the cause of insufcient atomization and thus poor mixture formation and combustion with a high proportion of combustion residues. Solid foreign matter increase the mechanical wear and formation of ash in the cylinder space. If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we recommend to provide a centrifugal separator upstream of the fuel oil lter. Separator throughput 65 % with relation to the rated throughput. Separating temperature 40 to 50 C. Solid particles (sand, rust, catalyst nes) and water can thus largely be removed and the intervals between cleaning of the lter elements considerably extended. Safety/environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed. Investigations Fuel analyses are carried out in our chemical laboratory for our customers. For examination a sample of approx. 0.5 litre is required.
Quality of Marine Diesel Fuel (MDO)
1699891-5.1 Page 2 (2)
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MAN Diesel
1699893-9.2 Page 1 (2)
Viscosity- Temperature (VT) Diagram of Fuel Oil
1435000 General
08028-0D/H5250/94.08.12
Figure 1
Viscosity Temperature (VT) diagram
09.36
MAN Diesel
1435000 General
Explanations of the viscosity-temperature (VT) diagram The diagram shows the fuel temperatures on the horizontal and the viscosity on the vertical scales. The diagonal lines correspond to the viscosity-temperature curve of fuels with different reference viscosity. The vertical viscosity scales in mm2/s = cSt apply to 40 C, 50 C or 100 C. Determination of the viscosity-temperature curve and the preheating temperature required Example: Heavy fuel oil of 180 mm2/s at 50 C. The fuel pipes from the nal preheater outlet up to the injection valve must be insulated adequately to ensure that a temperature drop will be limited to max. 4 C. Only then can the required injection viscosity of max. 14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700 mm2/s = cSt/50 C (representing the maximum viscosity as referred to in international specications such as ISO, CIMAC or British Standard). If a heavy fuel oil of a lower reference viscosity is used, an injection viscosity of 12 mm2/s should be aimed at, ensuring improved heavy fuel oil atomisation and thus fewer residues from combustion. The transfer pump is to be designed for a heavyfuel-oil viscosity of up to 1000 mm2/s. The pump ability of the heavy fuel oil also depends on the pour point. The design of the bunkering system must permit heating up of the fuel oil to approx. 10 C above its pour point. Caution! Gas oil or Diesel oil (Marine Diesel Oil) must have a viscosity of at least 2 mm2/s before engine. With a too low viscosity, insufcient lubricity may cause the seizure of the pump plungers or the nozzle needles. This can be avoided if the fuel temperature is controlled. The maximum allowed temperature is dependent on the fuel viscosity but must never exceed: - max. 50 C for gas oil operation and - max. 60 C for MDO operation. A heavy fuel oil of 180 mm2/s at 50 C reaches a viscosity of 1,000 mm2/s at 24 C (line e), which is the max. permissible viscosity with respect to the pump ability of the fuel. Using a state-of-the-art nal preheater a heavy fuel oil outlet temperature of 152 C will be obtained for 8 bar saturated steam. Higher temperatures involve the risk of increased formation of residues in the preheater, resulting in a reduction of the heating power and a thermal overload of the heavy fuel oil. This causes formation of asphaltenes, i.e. a deterioration of quality. Therefore a fuel oil cooler has to be installed. In case of fuel viscosities < 2,5 cSt, consultation with PrimeServ is required.
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Viscosity- Temperature (VT) Diagram of Fuel Oil
1699893-9.2 Page 2 (2)
Specied injection viscosity mm2/s = cSt 12 14
Required heavy fuel oil temperature before engine inlet 1) C 126 (line c) 119 (line d)
Table 1 Determination of the viscosity temperature curve and the preheating temperature
1)
The temperature drop from the nal preheater to the fuel injection pump is not covered by these gures.
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MAN Diesel
1699889-3.1 Page 1 (4)
Quality of Lube Oil (SAE40) for Operation on Gas Oil and Diesel Oil (MGO/MDO) and Biofuel
1440000 L21/31 L27/38
The specic power output offered by todays Diesel engines and the use of fuels which more and more often approach the limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Blended lube oils (HD oils) have proven to be suitable for lubricating the running gear, the cylinder, the turbocharger and for the cooling of the pistons. Blended lube oils contain additives which, amongst other things, provide them with sludge carrying, cleaning and neutralisation capabilities. Only lube oils, which have been released by MAN Diesel, are to be used. These are listed in Table 3. Note! For Dual-fuel engines which will be operated for >40% of the time on Diesel oil fuel we recommend to use a quality of lube oil with a Base Number (BN) from 10-16 according to this specication.
Bright stocks, if contained, must neither adversely affect the thermal nor the oxidation stability. The base oil must meet the limit values as specied in Table 1, particularly concerning the ageing stability. Blended lube oils (HD-oils) The base oil for which additives have been mixed (blended lube oil) must demonstrate the following characteristics: Additives The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion chamber, especially at the outlet valves and in the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valves seats, as well as burnt-out valves and increased mechanical wear. Additives must not facilitate clogging of the lter elements, neither in their active nor in their exhausted state.
Specications
Base oil The base oil (blended lube oil = basic oil + additives) must be a narrow distillation cut and must be rened in accordance with modern procedures.
Characteristic features Structure Behaviour in cold, still ows Flash point (as per Cleveland) Ash content (oxide ash) Coke residue (as per Conradson) Ageing tendency after being heated up to 135 C for 100 hrs.
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Unit
Test method ASTMD2500 ASTMD92 ASTMD482 ASTMD189 MAN Diesel ageing cabinet *
Limit value preferably parafn basic 15

> < <
C Weight %
200 0.02 0.50
nheptane insolubles Evaporation loss Drop test (lter paper)
Weight % Weight %
ASTMD4055 or DIN 51592
<
0.2 2
<
MAN Diesel test
Must not allow to recognise precipitation of resin or asphalt like ageing products
Table 1 Lube oil (MGO/MDO) - specied values * in-house method
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Detergency The detergency must be so high that coke and tarlike residues from fuel combustion must not buildup. Dispersancy The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the detrimental contamination from the used oil, i.e. the oil must have good separating and ltering properties. Neutralisation capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic products which result during combustion are neutralised. The reaction time of the additives must be matched to the process in the combustion chamber. Evaporation tendency Speed governor The tendency to evaporate must be as low as possible, otherwise the oil consumption is adversely affected. Further conditions The lube oil must not contain agents to improve viscosity index. Fresh oil must not contain any water or other contamination. Lube oil selection In case of mechanic-hydraulic governors with separate oil sump, multi grade oil 5W-40 is preferably used. If this oil is not available for topping-up, an oil 15W-40 may exceptionally be used. In this context it makes no difference whether multicoloured oils based on synthetic or mineral oil are used. (Designation for armed forces of Germany: O-236) The oil quality specied by the manufacturer is to be used for the remaining equipment tted to the engine.
SAEClass 40
1699889-3.1 Page 2 (4)
The content of additives included in the lube oil depends upon the conditions under which the engine is operated, and the quality of fuel used. If marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight % as per ISO-F DMC, and coke residues of up to 2.5 weight % as per Conradson, a BN of approx. 20 is preferred. Ultimately, the operating results are the decisive criterion as to which content of additives ensures the most economic mode of engine operation. Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and the cylinder liner are supplied with lube oil by means of a separate oil pump. The oil supply rate is factory-set to conform to both the quality of the fuel to be used in service and to the anticipated operating conditions. A lube oil as specied above is to be used for the cylinder and the lubricating circuit.
Engine 16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 51/60DF Table 2
Viscosity (SAE class) of lube oils
Blended grade Blended lube oils (HD oils) corresponding to international specications MIL-L 2104 or API-CD, and having a Base Number (BN) of 10 16 mg KOH/g are recommended by us (Designation for armed forces of Germany: O-278).
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For the engine L27/38 (propulsion) service experience have shown that the operation temperature of the Woodward governor UG10MAS and the corresponding actuator for UG723+ can exceed 93 C. In such case we recommend to use a synthetic oil like Castrol Alphasyn HG150. Engines delivered later than March 2005 are already lled with this oil.
MAN Diesel
1699889-3.1 Page 3 (4)
1440000 L21/31 L27/38
Lube-oil additives It is not allowed to add additives to the lube oil, or mixing the different makes (brands) of the lube oil, as the performance of the carefully matched package of additives which is suiting itself and adapted to the base oil, may be upset. Selection of lube oils / warranty Most of the mineral oil companies are in close and permanent consultation with the engine manufacturers and are therefore in a position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. Independent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. If any questions, we are more than willing to provide you with further information. Oil in service There are no dened oil change intervals for MAN Diesel medium-speed engines. The oil has to be analysed on a regular basis. As long as the oil characteristics are within the specied limits of Table 4, the oil is suitable for further use. An oil sample has to be analysed every 1-3 months (see maintenance plan). The quality of the oil can only be maintained if the oil is cleaned by an appropriate device (e.g. separator). Safety/environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed.
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Approved SAE40 lube oils Manufacturer AGIP BP CASTROL Base Number 10 161) [mgKOH/g] Cladium 120 SAE 40 Sigma S SAE 40 2) Energol DS 3 154 Castrol MLC 40 Castrol MHP 154 Seamax Extra 40 Taro 12 XD 40 Delo 1000 Marine SAE 40 Delo SHP40 Exxmar 12TP40 Mobilgard 412 / MG 1SHC Mobilgard ADL 40 2) Delvac 1640 Marbrax CCD 410 Mozart DP40 Neptuno NT 1540 Gadinia 40 Sirius FB 40 2) Sirius/Rimula X40 2) Gadinia AL40 MarWay 1540 MarWay 1040 Disola M4015
CHEVRON (Texaco, Caltex) EXXON MOBIL
PETROBRAS Q8 REPSOL SHELL
STATOIL TOTAL Lubmarine
Table 3 Lubricating oils (SAE40) which have been approved for the use in MAN Diesel four-stroke engines running on gas oil and Diesel oil
1)
Examinations 2) We carry out the investigations on lube oil in our laboratories for our customers. A representative sample of about 0.5 litre is required for the examination.
If Marine Diesel fuel of poor quality (ISO-FDMC) is used, a Base Number (BN) of approx. 20 is of advantage. If the sulphur content of the fuel is < 1 %.
MAN Diesel do not take any reponsibility for difculties that might be caused by these oils.
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Limit value Viscosity at 40 C Base Number (BN) Flash Point (PM) Water Content n Heptan Insoluble Metal Content only for guidance Fe Cr Cu Pb Sn Al For biofuel operation: biofuel content
Table 4 Limit value
Quality of Lube Oil (SAE40) for Operation on Gas Oil and Diesel Oil (MGO/MDO) Biofuel
1699889-3.1 Page 4 (4)
Method ISO 3104 or ASTM D445 ISO 3771 ISO 2719 ISO 3733 or ASTM D1744 DIN 51592 or IP 316
110-220 mm2/s min. 50% of fresh oil BN min. 185 C max. 0.2% (for a short period max. 0.5%) max. 1.5% dependent upon the engine type and operating condition
max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm max 12% FT-IR
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MAN Diesel
1699896-4.0 Page 1 (8)
Quality of Engine Cooling Water
1400000 General
Preliminary remarks The engine cooling water, like the fuel and lubricating oil, is a medium which must be carefully selected, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system in contact with water and deposits may form. Deposits impair the heat transfer and may result in thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the rst commissioning of the plant. During subsequent operations the concentration specied by the engine manufacturer must always be ensured. In particular, this applies if a chemical additive is used.
Test device The MAN Diesel water test kit includes devices permitting, i.a., to determine the above-mentioned water characteristics in a simple manner. Moreover, the manufacturer of anti-corrosion agents are offering test devices that are easy to operate. As to checking the cooling water condition, see Description "Checking cooling water".
Supplementary information Distilate If a distillate (from the freshwater generator for instance) or fully desalinated water (ion exchanger) is available, this should preferably be used as engine cooling water. These waters are free from lime and metal salts, i.e. major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not form a thin lm of lime on the walls which provides a temporary protection against corrosion. This is the reason why water distillates must be treated with special care and the concentration of the additive is to be periodically checked. Hardness The total hardness of the water is composed of temporary and permanent hardness. It is largely determined by calcium and magnesium salts. The temporary hardness is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sulphates). The decisive factor for the formation of calcareous deposits in the cooling system is the temporary (carbonate) hardness. Water with more than 10dGH (German total hardness) must be mixed with distillate or be softened. A rehardening of excessively soft water is only necessary to suppress foaming if an emulsiable anticorrosion oil is used.
Requirements Limiting values The characteristics of the untreated cooling water must be within the following limits:
Property/ feature
Characteristics Distillate or freshwater, free from foreign matter. Not to be used: Sea water, brackish water, river water, brines, industrial waste water and rain water max. 10 6,5 - 8
Unit
Type of water
Total hardness pH-value
dH 1) -
Chloride ion max. 50 mg/l 2) content Table 1 Cooling water - characteristics to be adhered to
08028-0D/H5250/94.08.12
1)
1dGH = German hardness: = 10mg CaO/litre = 17.9mg CaCO3/litre = 0.357mval/litre = 0.179mmol/litre
2)
1 mg/l = 1 ppm
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Damage in the cooling water system Corrosion Corrosion is an electro-chemical process which can largely be avoided if the correct water quality is selected and the water in the engine cooling system is treated carefully. Flow cavitation Flow cavitation may occur in regions of high ow velocity and turbulence. If the evaporation pressure is fallen below, steam bubbles will form which then collapse in regions of high pressure, thus producing material destruction in closely limited regions. Erosion Erosion is a mechanical process involving material abrasion and destruction of protective lms by entrapped solids, especially in regions of excessive ow velocities or pronounced turbulences. Corrosion fatigue Corrosion fatigue is a damage caused by simultaneous dynamic and corrosive stresses. It may induce crack formation and fast crack propagation in water-cooled, mechanically stressed components if the cooling water is not treated correctly. Cooling water additives No other additives than those approved by MAN Diesel and listed in "Chemical additives - containing nitrite" up to "Anti-freeze agents with corrosion inhibiting effect" are to be used. Permission required A cooling water additive can be approved for use if it has been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraftmaschinen (FVV), Testing the suitability of coolant additives for cooling liquids of internal combustion engines. The test report is to be presented if required. The necessary testing is carried out by Staatliche Materialprfanstalt, Department Oberchentechnik, Grafenstrae 2, 64283 Darmstadt on request. In case the cooling water additive has been successfully tested at FVV, an engine test for the nal approval has to be conducted. Treatment with an anti-corrosion agent should be done before the engine is operated for the rst time so as to prevent irreparable initial damage. Warning! It is not allowed to operate the engine without cooling water treatment. Emulsiable anti-corrosion oils fall more and more out of use since, on the one hand, their use is heavily restricted by environmental protection legislation and, on the other hand, the suppliers have, for these and other reasons, commenced to take these products out of the market. Treatment before operating the engine for the rst time
1699896-4.0 Page 2 (8)
Treatment of the engine cooling water The purpose of engine cooling water treatment is to produce a coherent protective lm on the walls of the cooling spaces by the use of anti-corrosion agents so as to prevent the above-mentioned damage. A signicant prerequisite for the anti-corrosion agent to develop its full effectively is that the untreated water which is used satises the demands mentioned under Requirements . Protecting lms can be produced by treating the cooling water with a chemical anti-corrosion agent or emulsiable anti-corrosion oil.
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1400000 General
To be used only in closed circuits Additives can only be used in closed circuits where no appreciable consumption occurs except leakage and evaporation losses. Chemical additives Additives based on sodium nitrite and sodium borate, etc. have given good results. Galvanised iron pipes or zinc anodes providing cathodic protection in the cooling systems must not be used. Please note that this kind of corrosion protection, on the one hand, is not required since cooling water treatment is specied and, on the other hand, considering the cooling water temperatures commonly practised nowadays, it may lead to potential inversion. If necessary, the pipes must be dezinced. Anti-corrosion oil This additive is an emulsiable mineral oil mixed with corrosion inhibitors. A thin protective oil lm which prevents corrosion without obstructing the transfer of heat and yet preventing calcareous deposits forms on the walls of the cooling system. Emulsiable anti-corrosion oils have nowadays lost importance. For reasons of environmental protection legislation and because of occasionally occurring emulsion stability problems, they are hardly used any more. Anti-freeze agent If temperatures below the freezing point of water may be reached in the engine, in the cooling system or in parts of it, an anti-freeze agent simultaneously acting as a corrosion inhibitor must be added to the cooling water. Otherwise the entire system must be heated. (Designation for armed forces of Germany: Sy-7025).
08028-0D/H5250/94.08.12
Anti-freeze agents are generally based on ethylene glycol. A suitable chemical additive must be admixed if the concentration of the anti-freeze specied by the manufacturer for a certain application does not sufce to afford adequate corrosion protection or if, due to less stringent requirements with redard to protection from freezing, a lower concentration of anti-freeze agent is used than would be required to achieve sufcient corrosion protection. The manufacturer must be contacted for information on the compatibility of the agent with the anti-freeze and the concentration required. The compatibility of the chemical additives stated in Chemical additives - containing nitrite with anti-freeze agents based on ethylene glycol is conrmed. Anti-freeze agents may only be mixed with each other with the suppliers or manufacturers consent, even if the composition of these agents is the same. Prior to the use of an anti-freeze agent, the cooling system is to be cleaned thoroughly. If the cooling water is treated with an emulsiable anti-corrosion oil, no anti-freeze may be admixed, as otherwise the emulsion is broken and oil sludge is formed in the cooling system. For the disposal of cooling water treated with additives, observe the environmental protection legislation. For information, contact the suppliers of the additives. Biocides If the use of a biocide is inevitable because the cooling water has been contaminated by bacteria, the following has to be observed: - It has to be ensured that the biocide suitable for the particular application is used. - The biocide must be compatible with the sealing materials used in the cooling water system; it must not attack them. - Neither the biocide nor its decomposition products contain corrosion-stimulated constituents. Biocides whose decomposition results in chloride or sulphate ions are not permissible. - Biocides due to the use of which the cooling water tends to foam are not permissible.
Sufcient corrosion protection will be achieved by admixing the products listed in Anti-freeze agents with corrosion inhibiting effect taking care that the specied concentration is observed. This concentration will prevent freezing down to a temperature of about - 22 C. The quantity of anti-freeze actually required, however, also depends on the lowest temperatures expected at the site.
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MAN Diesel
1400000 General
Prerequisites for efcient use of an anti-corrosion agent Clean cooling system Before starting the engine for the rst time and after repairs to the piping system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt will considerably reduce the efciency of the additive. The entire system has therefore to be cleaned using an appropriate cleaning agent with the engine shut down (see Description "Cleaning cooling water"). Loose solid particles, in particular, have to be removed from the system by intense ushing because otherwise erosion may occur at points of high ow velocities. The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier of the cooling water additive, at least the supplier can make available the suitable products for this purpose. If this work is done by the engine user it is advisable to make use of the services of an expert of the cleaning agent supplier. The cooling system is to be ushed thoroughly after cleaning. The engine cooling water is to be treated with an anti-corrosion agent immediately afterwards. After restarting the engine, the cleaned system has to be checked for any leakages. Periodical checks of the condition of the cooling water and cooling system Treated cooling water may become contaminated in service and the additive will loose some of its effectively as a result. It is therefore necessary to check the cooling system and the condition of the cooling water at regular intervals. The additive concentration is to be checked at least once a week, using the test kit prescribed by the supplier. The results are to be recorded. Note! The concentrations of chemical additives must not be less than the minimum concentrations stated in "Chemical additives - containing nitrite" . Concentrations that are too low may promote corrosive effects and have therefore to be avoided. Concentrations that are slightly too high do not cause damages. However, concentrations more than double as high should be avoided. A cooling water sample is to be sent to an independent laboratory or to the engine supplier for making a complete analysis every 2 6 months. For emulsiable anti-freeze agents, the supplier generally prescribes renewal of the water after approx. 12 months. On such renewal, the entire cooling system is to be ushed, or if required to be cleaned (also see Description "Cleaning cooling water"). The fresh charge of water is to be submitted to treatment immediately. If chemical additives or anti-freeze agents are used, the water should be changed after three years at the latest. If excessive concentrations of solids (rust) are found, the water charge has to be renewed completely, and the entire system has to be thoroughly cleaned. The causes of deposits in the cooling system may be leakages entering the cooling water, breaking of the emulsion, corrosion in the system and calcareous deposits due to excessive water hardness. An increase in the chloride ion content generally indicates sea water leakage. The specied maximum of 50 mg/kg of chloride ions must not be exceeded, since otherwise the danger of corrosion will increase. Exhaust gas leakage into the cooling water may account for a sudden drop in the pH value or an increase of the sulphate content. Water losses are to be made up for by adding untreated water which meets the quality demands according to Requirements . The concentration of the anti-corrosion agent has subsequently to be checked and corrected if necessary.
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1400000 General
Checks of the cooling water are especially necessary whenever repair and servicing work has been done in connection with which the cooling water was drained.
Anti-corrosion agents are a contaminating load for the water in general. Cooling water must therefore not be disposed off by pouring it into the sewage system without prior consultation with the competent local authorities. The respective legal regulations have to be observed.
Protective measures Anti-corrosion agents contain chemical compounds which may cause health injuries if wrongly handled. The indications in the safety data sheets of the manufacturers are to be observed. Prolonged, direct contact with the skin should be avoided. Thoroughly wash your hands after use. Also, if a larger amount has been splashed onto the clothing and / or wetted it, the clothing should be changed and washed before being worn again. If chemicals have splashed into the eyes, immediately wash with plenty of water and consult a doctor. Marine GenSets If a marine auxiliar engine of the type 16/24, 21/31, 23/30H, 27/38 or 28/32H shares the cooling water system with a two-stroke main engine MAN B&W Diesel type, the cooling water recommendation from the main engine has to be followed.
Investigation Cooling water analysis are carried out in our chemical laboratory for our customers. For examination a sample of approxiamately 0.5 litre is required.
08028-0D/H5250/94.08.12
08.49
MAN Diesel
1400000 General
Permissible cooling water additives Chemical additives (Chemicals) - containing nitrite
Minimum concentration ppm Product Nitrite (NO2) Na-Nitrite (NaNO)2
1699896-4.0 Page 6 (8)
Manufacturer
Product designation
Initial dose per 1,000 litre
Ashland Water Technologies Drew Marine One Drew Plaza Boonton, New Jersey 07005 USA Unitor Chemicals KJEMI-Service A.S. P.O. Box 49 3140 Borgheim Norway Naleet Marine Chemicals P.O. Box 11 Northwich Cheshire CW8DX, UK Maritech AB P.O. Box 143 29122 Kristianstad Sweden
Liquidewt Maxigard DEWT-NC
15 l 40 l 4.5kg
15,000 1) 40,000 4,500
700 1,330 2,250
1,050 2,000 3,375
Rocor NB Liquid Dieselguard
21.5 l 4.8kg
21,500 4,800
2,400 2,400
3,600 3,600
Naleet EWT Liq (9-108) Naleet EWT 9-111 Nalcool 2000
3l 10 l 30 l
3,000 10,000 30,000
1,000 1,000 1,000
1,500 1,500 1,500
Marisol CW
12 l
12,000
2,000
3,000
Uniservice Via al Santurio di N.S. della Guardia 58/A 16162 Genova, Italy
N.C.L.T. Colorcooling
12 l 24 l
12,000 24,000
2,000 2,000
3,000 3,000
Vecom Schlenzigstrasse 7 21107 Hamburg Germany Table 2
Cool treat N.C.L.T.
16 l
16,000
4,000
4,000
Chemical additives - containing nitrite
1)
The values in the marked areas can be determined with the test kit of the chemical manufacturer.
08.49
08028-0D/H5250/94.08.12
Marichem - Marigases 64 Sfaktirias Street 18545 Piraeus, Greece
D.C.W.T Non-Chromate
48 l
48,000
2,400
MAN Diesel
1699896-4.0 Page 7 (8)
1400000 General
Chemical additives (Chemicals) - free from nitrite
Manufacturer
Product designation
Initial dose per 1,000 l
Minimum concentration
Arteco Technologiepark Zwinaarde 2 B-9052 GentBelgium Total Lubricants Paris, France Ashland Water Technologies Drew Marine One Drew Plaza Boonton, New Jersey 07005 USA Table 3
Havoline XLI
75 l
7.5 %
WT Supra
75 l
7.5 %
Drewgard CWT
8l
1%
Chemical additives - free from nitrite
Emulsiable anti-corrosion oils
Manufacturer
Product (designation)
BP Marine Breakspear Way Hemel Hempstead Herts HP2 UL, UK Castrol Int. Pipers Way Swindon SN3 1RE, UK
08028-0D/H5250/94.08.12
Diatsol M Fedaro M
Solvex WT 3
Deutsche Shell AG berseering 35 22284 Hamburg, Germany Table 4
Oil 9156
Emulsiable anti-corrosion oils
08.49
MAN Diesel
1400000 General
Anti-freeze agents with corrosion inhibiting effect
1699896-4.0 Page 8 (8)
Manufacturer
Product (designation)
Minimum concentration
BASF Carl-Bosch-Str. 67063 Ludwigshafen, Rhein, Germany Castrol Int. Pipers Way Swindon SN3 1RE, UK
Glysantin G48 Glysantin 9313 Glysantin G 05
Antifreeze NF,SF
BP, Brittanic Tower, Moor Lane, London EC2Y 9B, UK
Antifrost X 2270A 35 %
Deutsche Shell AG berseering 35 22284 Hamburg, Germany
Glycoshell
Hchst AG, Werk Gendorf 84508 Burgkirchen, Germany
Genatin extra (8021 S)
Mobil Oil AG Steinstrae 5 20095 Hamburg, Germany
Frostschutz 500
Arteco/Technologiepark, Zwijnaarde 2, B-9052 Gent, Belgium
Havoline XLC 50 %
Total Lubricants Paris, France Table 5
Glacelf Auto Supra Total Organifreeze
Anti-freeze agents with corrosion inhibiting effect
08.49
08028-0D/H5250/94.08.12
MAN Diesel
1699261-3.0 Page 1 (1)
Dispatch condition of engine and reduction gear from MAN Diesel
912000 General
The engine and reduction gear are situated on wooden foundation, covered with tarpaulins and equipped with lifting tools. External components which are not varnished are protected with preservative (VCI-product) and internal unvarnished components are sprayed with same. This protective oil is totally soluble with lubricating oils and should not be removed when putting the engine and reduction gear into service.
Where storage is for 8 months or more, lubricating oil must be applied to each cylinder every six months, during the monthly turning. For lubrication, lub oil or preservation (VCI-product) (max 1/4 litres per cylinder) can be introduced through the indicator valve. When storing the engine longer than 24 months, bearing and piston inspection must be carried out before starting up the engine, and MAN Diesel must in all cases, be informed. During storage the reduction gear should be turned monthly and when storage exceeds 24 months, inspection of the bearings, gearwheels, servomotor, and clutch must be carried out. MAN Diesel must in all cases be informed.
Storage of engine and reduction gear at customers

Engine and gearbox should always be stored indoor in a dry environment and at a minimum, covered with tarpaulins. Engine and gearbox should be stored indoors at a minimum of 5C above outside temperatures to avoid condensation, or in a humidity controlled environment at a relative humidity of 45-55%.
Protection maintenance
- Remove the crankcase, camshaft and rocker arm covers. - Check the surfaces and maintain the preservation by painting thoroughly with preservative (VCI-product). - Check the top of the cylinder heads and paintwith preservation. - Replace covers. - Check the external surfaces and restore preservation, if necessary with preservative. - Check the paint work and repair, as necessary. - Remove the outlet pipe from the turbocharger exhaust and turn the rotor of the turbocharger. - Replace the pipe. - Restore the original packing as far as possible and cover with tarpaulins.
Maintenance intervals
Protection maintenance must be carried out at the following intervals: Storage conditions (dry and indoor at 5C above outside temperature or relative Humidity of 45-55% every 4 months If the above conditions are not met every 1 month Exhaust must be covered until installation, and Indicator valves closed.
Turning of engine and reduction gear

When storage of engines is for more than 60 days following dispatch from the factory, then engine must be turned 3 1/2 revolutions each month, and the rest position of the crank must be at a different position. Indicator valves should be opened prior to turning and then closed again on completion of turning.
09.22
MAN Diesel
1699912-1.1 Page 1 (1)
Storage of electronic equipment
912000 General
Dispatch conditions of electronic equipment from MAN Diesel

Panels and control unit are packed in well-sealed boxes and to protect the components from corrosion they are supplied with a Cor-trol VCI Vapour Corrosion Inhibitor giving an invisible protective ionic layer. Small electronic components are packed in poly bags supplied with Cor-trol VCI tablets.
Installation works
During the installation period the yard has to protect the cabinets and electrical equipments against water, dust and re. It is not allowed to do any welding works near the cabinets. The cabinets have to be xed to the oor or to the walls by means of screws. If it is inevitable to do wielding works near the cabinet the cabinets and panels have to be protected against heat, electric current and electromagnetic inuences. For protection against current, all cabling has to be disconnected from affected components. Installation of additional components inside the cabinets is allowed upon approval by the responsible project manager of MAN Diesel only.
Storage of electronic equipment at customers

The equipment should always be stored in a dry environment. Under normal warehouse conditions the Cor-trol VCI will give long term protection provided they remain sealed and maintained in such a condition that prevents any air circulation within.
Protection maintenance
Provided the sealing has been properly maintained no additional measures are needed for the entire period of protection. The electronic equipment can be put into operation without degreasing, coating removal or cleaning.
09.17
MAN B&W Diesel

1690751-3.0 Page 1 (1)
Engine ventilation
1400000 L21/31 L27/38
The air intake to the engine room should be dimensioned in such a way that a sufficient quantity of air is available not only for the main engine, auxiliaries, boilers etc, but also to ensure adequate ventilation and fresh air when work and service are in progress. We recommend the ventilation capacity should be min 50% more than required air consumption (in tropical conditions more than 100% should be considered) for main engine, auxiliaries, boilers etc. It is important that the air is free of oil and sea water to prevent fouling of the ventilators and filters. The air consumption of the main engine appears from the planning data.
Approx 50% of the ventilating air should be blown in at the level of the top of the main engine close to the air inlet of the turbocharger. Air should not be blown directly onto heat emitting components or directly onto electric or other water sensitive apparature. A small airflow should be evenly distributed around the engine and reduction gear in order to dissipate radiated heat. With closed engine room and all air consuming equipment operating, there should always be positive air pressure in the engine room. Surplus air should be led up through the casing via special exhaust openings. Alternatively extraction fans should be installed. Fire arresting facilities must be installed within the casings of the fans and ventilation trunkings to retard the propagation of fire.
03.43
MAN Diesel
13 July 2011
Drawing ident no
Reduction gear
Description Plate Item no Date of update
2 15 33 04-2.0 2 05 88 09-9.2 2 05 58 50-0.1 amg11ev
Installation drawing - AMG11EV (3 pages) Foundation drawing - epoxy chock Technical data AMG11E/EV (3 pages) Guiding epoxy calculation (2 pages) Side and end chocks with wedges are yard supply 5 EN926A24390 EN91R24 187369.3 EN89D24.3 EN31T24 186618 186618-5 5 6 1 3 4 12 11
M24 Adjusting bolt. 4 off See drawing no. 2153161-4 in section 1.04 Holding-down bolt. 6 off M24 Nut. 6 off Washer. 6 off M24 Self-locking nut. 6 off Spherical washer. 6 off 186 618-5 618 5 2 15 06 23-6.1 Distance Di t pipe. i 6 off ff Oil diagram - system
Alignment of reduction gear Please be referred to the drawing "Plant specific data and data for alignment" in chapter 2.
Lubricating oil: Only approved lubricating oils of the type SAE40 are to be used for the gear Please see Gear Oil Specification in part 1.01
Lubricating oil system components: The pipelines between the individual components of the lubricating oil system must be carefully cleaned before start-up of the system. Check of flushing: An engineer from MAN Diesel, must approve the cleanliness of the external lubricating oil system, before the lubricating oil system is connected to the main engine. ---oooOOOooo---
End of Section 1.03 - Reduction gear
Edition 1
P2
PT 3253
3 5
PT 3252
7* M 3 8
PT 2230 PT 2221
PSH
***
PSH 3251
2222
ALPHA REDUCTION GEAR
CLUTCH OUT
2206
SERVO RETURN OIL
SERVO FORWARD
SERVO ASTERN
CLUTCH IN
LSL
TE 2245
TE 2240
TE 2241
TE 2242
TO LUBRICATING
TE 2243 TE 2246 P1
**
Connection: see installation Arrangement. E4 Cooling water to cooler E5 Cooling water from cooler P1 Oil stand-by pump-suction P2 Oil stand-by pump-pressure
1
TE 2244
3***
E4
1 2 3 4 5 6 7 8
Description: Prefilter for pump Oil pump Non-return valve Oil cooler High pressure filter Prefilter for stand-by pump Oil stand-by pump Low pressure filter * = Not built on ** = Only for AMG55EV *** = Only for AMG28EV, AMG55EV
PSL 2231 TE PT
2231A
4
E5
2231
Date
Des.
Chk.
A.C.
Revision change
Chg. Not.
Rev.
PT
2231B
20100108
MEJE
SMJ
Suppl. Drawing No. EN21C Surf. Roughness Final User Material: Mass (Kg)
03 02 01 00
Basic Standards (MBD SB) EN21F-m Tolerances Material / Blank:
Scale:
Size:
Product Type:
Page No.:
Projection:
A3
Info. No.: Item Name:
AMG EV Oil diagram - system
1 (1)
Item Id.:
MAN Diesel
Copyright 2010 MAN Diesel This drawing is the property of MAN Diesel and is to be treated as confidential by the party to whom it has been submitted by MAN Diesel and is not to be disclosed to any third party without the specific prior written permission of MAN Diesel
3G0092
Final User Info No.: Final User Description:
2150623-6
Final User Ident. No.:
MAN Diesel
13 July 2011
Drawing ident no
Main Engine
Description Item no Part ident no Date of update
2 14 10 32-9.1 2 15 31 61-4.2 2 15 33 02-9.0
Installation drawing (2 pages) Foundation for engine and gear (2 pages) Resilient Foundation, Engine (12 pages) Starting Air - Inlet: A1 2510257-7 706248-2 063434-5.0 20/5-2010 24/6-2010 20/5-2010
706 240-9 063434-5.0
Flexible hose, DN38 Flange Overspeed stop air - inlet: A2
706 230-0
Flexible hose,DN6 Fuel Oil Primary Pump- Suction: B1
706231-8 2507233-5 706267-2 2507233-5 706267-2 2507233-5 706267-2 2507235 9 2507235-9 706233-4 2150233-7 1678808-9 2510238-6 2058560-4. 1678806-5 2507219-3 2048343-2 1678801-6 2510234-9 1685552-3 2510264-8 2058583-2 1678805-3 2510237-4 1678804-1 2510259-0 706232-6 2510258-9 706233-4 2510260-0
20/5-2010
706 260-7
Flexible hose with flame guard Fuel Oil Primary Stand-by pump: B3
20/5-2010
706 260-7
Flexible hose with flame guard, DN25 Fuel Oil Circulation to Service Tank: B4
20/5-2010
2 04 86 84-6.0
Flexible hose with flame guard, DN25 Leak Oil to Drain Tank (with alarm): B7A
706 260-7
Flexible hose. DN10 Lub. Oil stand-by Pump - Suction: D4
20/5-2010
1 67 87 41-6.4
Compensator. DN150 Lub. Oil stand-by Pump - Pressure: D5
2 05 85 60-4.0 1 67 87 41-6.4
Intermediate Piece Compensator Lub. Oil, Centrifuge & Filling: D7, D8 & D12 Intermediate piece Compensator L.T. Cooling Water: E1, E2, E3, F1, F4 & F13 Compensator HT Cooling Water: F5 & F6
2 04 83 43-2.0 1 67 87 41-6.4
1 67 55 81-7.1
2 05 85 83-2.1 1 67 87 41-6.4 1 67 87 41-6.4
Intermediate flange Compensator L.T. Cooling Water, gear: E6 & E7 Compensator LT Cooling Water to Expansion tank: E8
706 230-0
Flexible hose, DN8 HT Cooling Water to Expansion tank: F7
20/5-2010
706 230-0
Flexible hose, DN10 HT Cooling Water E Expansion pansion tank and preheater: F8 & F12
Edition 1
MAN Diesel
13 July 2011
Drawing ident no
Main Engine
706 230-0
Flexible hose. DN19 Engine preheating - Inlet: F10
706236-7 2510262-4 2058581-9 706236-7 2502203-3 2140175-0
2 05 85 81-9.0 706 230-0
Intermediate piece Flexible hose. DN19 Venting of crankcase - H Cooler hose List of spare flexible hoses and compensators Conical mountings. Installation Instruction Flexible coupling between engine and gear. Vulkardan-E 6014-4111 Installation and Operating Instruction for Flexible coupling Space requirements (2 pages) Weight and dimensions of principal parts (2 pages)
Rubber Design
1K60100129 311004728 1400000 1690749-1.1 1487000 1690746-6.0
2143303-7
Important: The protecting covers located inside the crankshaft covers must not be removed during installation of engine. The protecting covers insure that dirt cannot enter the crankshaft housing. The protecting covers are to be removed before start-up of the propulsion plant.
---oooOOOooo--End of Section 1.04 - Main Engine
Edition 1
A1
A2
B!, B3, B4
B7A
D4, E6, E7
D5
D7, D8 & D12
**)
**) E1, E2, E3, F1, F4, F13
F5, F6
E6, E7
D4, E6, E7
E8
F7
F8, F12
F10
Page 1 of 1
Current Displaying Contents of 2502203-3.0-FLEX. CONN. FOR VENTING PIPE F&E (DesignView) x 1
2502203-3.0-FLEX. CONN. FOR VENTING PIPE F&E (DesignView) x 1 623044-5.0-COOLER HOSE, 76 X 5 MM x 0.9 702815-2.0-HOSE CLIP WITH WORM (DesignView) x 4 702810-3.1-HOSE CLAMP x 1
file://C:\DOCUME~1\aal\LOCALS~1\Temp\Tcprint55519.html
2010-05-21
SPARE PARTS
Conical mountings Installation Instruction
List of deviations
Revision A Revision B Revision C Revision D 03-02-2004 23-06-2004 30-08-2007 10-03-2009 Original issue List of deviations / Remarks added Additional instructions divided stud changed Lay-out X-dimensions added
Remarks
Rubber Design BV, Rev. D, 10-03-2009
Conical mountings General information

General The range of conical marine mountings were designed specially with medium speed engines in mind. The conical design provides high deflection and load capacity combined with long service life. Although originally designed for main engine, auxiliary engine and generator installations, the mountings are particularly versatile and can be equally used for exhaust gas boilers and silencers. For applications like the suspension of deckhouses, accommodation rooms and control cabins, this mounting is an excellent isolator against structure borne vibration and noise, passive isolation. The acoustic properties of this type of mounting are excellent. The result of the measured structure borne vibration and noise transmission are available. In both vertical and horizontal directions the transfer functions show in the low frequency range a decrease of 12 dB/octave, an ideal mass-less spring characteristics. Specification The characteristics of the mounting are provided by a conical rubber element designed to carry the vertical load in a combination of compression and shear. The rubber elements for the mountings are produced in several types. Type RD 113, 114, 214 and 314 are produced with extra interleaf rings and type RD 115, 215 and 315 without extra interleaf ring. The types RD 244 and 344 are produced with extra interleaf ring and opposite recesses to enable different stiffnesses in three directions. The rubber elements are manufactured in six standard rubber mixes: 45NR11, 50NR11, 55NR11, 60NR11, 65NR11, 70NR11 and consequently cover a wide range of load / deflection requirements. Applicable up to 70C continuous and 90C peak temperatures. Next to that, for the high temperatures applications, there are the NR39 (90C continuous and 110C peak temperature) and the CR56 (110C continuous and 130C peak temperature) compounds, available in the above mentioned Shore hardnesses. All mounting inserts are both individual tested and selected on stiffness by Rubber Design. The mounting castings are manufactured in a seawater resisting aluminium-silicon alloy and / or nodular cast iron. They are designed to protect the rubber element against oil and physical damage. An adjustable central buffer (spindle), manufactured in high tensile steel, controls the mounted equipment displacements due to e.g. ship movements, both vertically and horizontally within defined limits and so eliminates the need for separate buffers. The cut out in the bottom casting allows the buffer adjustment to be checked. Shock The standard execution of the RD 113 in nodular cast iron can withstand shock loads up to 360 kN in all directions. The standard execution of the RD 114 - 115 in nodular cast iron can withstand shock loads up to 300 kN in all directions. The standard aluminium execution of the RD 214 - 215 - 244 mountings can withstand shock-loads up to 150 kN in all directions. On application we can supply a special non-magnetic type manufactured in inoxyda, adjustable in axial and radial direction and suitable for shock loads up to 300 kN. The aluminium execution of the RD 314 - 315 - 344 can withstand shock loads up to 70 kN in all directions. Approval The mountings and our calculation method have been approved on many applications by the following classification societies: - American Bureau of Shipping - Bureau Veritas - Class NK - Det Norske Veritas - Germanischer Lloyd - Korean Register of Shipping - Lloyds Register of Shipping - Registro Italiano Navale - USSR Register of Shipping
Instructions for fitting conical mountings

General It is advisable to read the instructions completely, before starting to design and / or fit the resiliently mounted system. There are several possible ways to fit the conical mounting to the suspended equipment and / or foundation, the final choice being with the end user. Preparation It is critical that the correct vibration isolator is installed in the proper location. Clean the bracket and the conical bearing, especially on the contact surfaces. Clean the upper surface of the ships foundation from dust, rust, oil, dirt and particles at the intended positions of the mountings. Anti corrosion oil should be applied on the steel parts. Attach each mounting to the engine / installation brackets hand tight; simultaneous block the central buffer by applying a spanner to the top hexagon. Lower the installation load onto the mountings. Loosen the nut. Fitting Check that all central buffers can be turned easily by applying a spanner to the top hexagon. If this is not possible it will be necessary to partly remove the installation load, until the buffers can be turned freely. The central buffer should now be turned anti-clockwise (upwards) and the installation relowered onto the mountings. Check that all central buffers can be turned freely with full installation load on the mountings. If this is not the case then the above mentioned procedure should be repeated. Where practical, the mountings should be allowed to settle for a minimum of 48 hours before any attempt is made to line up drives, pipe-work, etc. The suspended installation may now be leveled if necessary by means of jacking bolts which can be placed into the tapped holes of the base casting of each mounting. Care must be taken, during leveling of the installation, to ensure that individual mountings are not overloaded. The variation in laden height should not exceed 2 mm and should ideally be less. The laden height can be measured between top- and base casting at X (or H3 / H4) on two sides. The difference between the two sides of a mounting should not be more than the value mentioned in the table. Vertical buffer adjustment The central buffer working clearance for each mounting can be set as follows: Turn the central buffer clockwise (downwards) to the maximum lower position until it contacts the filler plate or foundation. Turn the central buffer anti-clockwise (upwards) into its operating position and to set the working clearance (see table on the next page). The central buffer clearance can be checked by using a feeler gauge though the cut in the base casting of the mountings. A feeler gauge has to pass easily under the internal buffer. Final assembly The buffer can be fixed by means of an nut , while simultaneously blocking the buffer by applying a spanner to the top hexagon. The nut should be tightened with the maximum recommended torque. Further locking is not necessary. We recommend, as prevention against corrosion, to apply an amount of water-resistant grease in the supplied (nut) cap. Individual filler plate thickness can now be measured. Notice that the filling plate must at least have the dimensions of the mounting foot. Maintenance The central buffer clearance should be examined and reset if necessary after the first week, after three months and thereafter to fit in with normal maintenance programmes. The central buffer clearance can be checked by using a feeler gauge though the cut in the base casting of the mountings. A feeler gauge has to pass easily under the internal buffer.
Instructions for fitting conical mountings (continued)

Pouring Chocking of the foundation plate by means of synthetic cast resin is to be done by the manufacturer or its authorized agency. The type of the cast resin has to be approved by the resp. classification society. The supplier of the cast resin or its authorized personnel has to confirm the mechanical strength of the cast resin considering the tightening torque of the foundation bolts, engine weight and engine torque. In order to avoid an additional thermal shock of the rubber elements of the conical mountings, an additional heat treatment for speeding up the curing process of the cast resin is not permissible! After curing (curing time is stated by the manufacturer of the synthetic casting resin), the jacking bolts are to be removed. The foundation bolts have to be tightened in accordance with the required tightening torque.
Additional instructions for fitting conical mountings with divided stud

Turn the central buffer clockwise (downwards) to the maximum lower position until it contacts the filler plate or foundation. The stud can be tightened onto the buffer (recommended torque : see table). Turn the central buffer anti-clockwise (upwards) into its operating position and to set the working clearance. If the stud loosens from the buffer while turning it anti-clockwise, the stud should be tightened again onto the buffer. The base casting of the conical mounting can be lifted by using four hexagon bolts to get the buffer clear off the foundation and the stud and buffer can move freely. When it is not possible to lift the base casting of the conical mounting by using four hexagon bolts, due to the limited space to apply a spanner, you will need an external hydraulic jack to lift the engine slightly and remove some of the installation load before turning the central buffer anti-clockwise (upwards) into its operating position and to set the working clearance. By turning the stud anti-clockwise it is possible to loosen the stud and remove it easily from the central buffer. After removing the stud it is easy to remove the conical mounting sideways after slightly lifting the installation. For specific instructions for fitting of conical mountings with divided stud, please contact Rubber Design. A copy of the instructions including a drawing will be send on request.
Mounting type
Allowable difference per mounting
No. of turns to set working clearance
Working clearance
Torque divided stud
RD 113 RD 114 / RD 115 RD 214 / RD 215 / RD 244 RD 314 / RD 315 / RD 344
0,9 mm 0,9 mm 0,6 mm 0,5 mm
1,5 (anti-clockwise) 2,0 (anti-clockwise) 2,0 (anti-clockwise) 2,0 (anti-clockwise)
6,0 mm 6,0 mm 4,0 mm 4,0 mm
120 Nm 80 Nm 40 Nm
Key widths central buffers and nuts standard conical mountings

Mounting type Execution Material Thread Key widths Central buffer 36 30 30 30 30
Nut 85 75 75 75 75
Adjusting nut 100 100
RD 113 RD 114 RD 114 RD 115 RD 115
Non height adjustable Non height adjustable Height adjustable Non height adjustable Height adjustable
Cast iron Cast iron Cast iron Cast iron Cast iron
M 56 x 4 M 48 x 3 M 48 x 3 M 48 x 3 M 48 x 3
RD 214
Non height adjustable
Aluminium
M 42 x 2
22
RD 214
Height adjustable
Aluminium
M 27 x 2 M 42 x 2 M 42 x 2
19 30 22
41 65 -
90 90 -
RD 215
Aluminium
RD 215
Height adjustable
Aluminium
M 27 x 2 M 42 x 2 M 42 x 2
19 30 22
41 65 -
90 90 -
RD 244
Aluminium
RD 244
Height adjustable
Aluminium
M 27 x 2 M 42 x 2
19 30
41 65
90 90
RD 314 RD 314 RD 315 RD 315 RD 344 RD 344
Non height adjustable Height adjustable Non height adjustable Height adjustable Non height adjustable Height adjustable
Aluminium Aluminium Aluminium Aluminium Aluminium Aluminium
M 27 x 2 M 27 x 2 M 27 x 2 M 27 x 2 M 27 x 2 M 27 x 2
19 19 19 19 19 19
41 41 41 41 41 41
65 65 65
Tightening torques bolts and nuts standard conical mountings

Mounting type Execution Material Nut Tightening torque 7600 Nm 4900 Nm 4900 Nm 4900 Nm 4900 Nm Bolts (4x) Tightening torque
RD 113 RD 114 RD 114 RD 115 RD 115
M 56 x 4 M 48 x 3 M 48 x 3 M 48 x 3 M 48 x 3
M 30 8.8 (base) 1425 Nm M 27 8.8 (base) 1030 Nm M 27 8.8 (base) 1030 Nm M 27 8.8 (base) 1030 Nm M 27 8.8 (base) 1030 Nm
RD 214
Aluminium
M 42 x 2
M 20 8.8 (base) 400 Nm M 20 8.8 (top) 250 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (top) 250 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (top) 250 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm
RD 214
Height adjustable
Aluminium
M 27 x 2 M 42 x 2 M 42 x 2
1000 Nm 1650 Nm -
RD 215
Aluminium
RD 215
Height adjustable
Aluminium
M 27 x 2 M 42 x 2 M 42 x 2
1000 Nm 1650 Nm -
RD 244
Aluminium
RD 244
Height adjustable
Aluminium
M 27 x 2 M 42 x 2
1000 Nm 1650 Nm
RD 314 RD 314 RD 315 RD 315 RD 344 RD 344
Non height adjustable Height adjustable Non height adjustable Height adjustable Non height adjustable Height adjustable
Aluminium Aluminium Aluminium Aluminium Aluminium Aluminium
M 27 x 2 M 27 x 2 M 27 x 2 M 27 x 2 M 27 x 2 M 27 x 2
300 Nm 1000 Nm 300 Nm 1000 Nm 300 Nm 1000 Nm
M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm
Key widths central buffers and nuts special conical mountings (long spindles)
Mounting type Execution Material Thread Key widths Central buffer 30
Nut 75
Adjusting nut -
RD 113
Cast iron
M 48 x 3
RD 214
Aluminium Aluminium Aluminium Cast iron Cast iron Aluminium Cast iron Cast iron Aluminium Aluminium Cast iron Cast iron Cast iron Cast iron
M 24 x 2 M 27 x 2 M 42 x 2 M 42 x 2 1 1/2-12UNF M 24 x 2 M 27 x 2 M 42 x 2 M 24 x 2 M 42 x 2 M 27 x 2 M 42 x 2 M 27 x 2 M 42 x 2
19 19 30 30 1 1/8 (28,6) 19 19 30 19 30 19 30 19 30
36 41 65 65 2 1/4 (57,2) 36 41 65 36 65 41 65 41 65
90 90 90 90 90 90 90
RD 214
Height adjustable
RD 215
RD 215
Height adjustable
RD 244
Height adjustable
RD 314
Aluminium Aluminium Cast iron Cast iron Aluminium Cast iron Aluminium Cast iron Cast iron Aluminium Aluminium Cast iron Aluminium Cast iron Aluminium Cast iron Cast iron Cast iron
M 20 x 1,5 M 24 x 2 M 27 x 2 1- 12 UNF M 20 x 1,5 M 20 x 1,5 M 24 x 2 M 24 x 2 M 27 x 2 M 16 x 1,5 M 24 x 2 M 27 x 2 M 20 x 1,5 M 20 x 1,5 M 24 x 2 M 24 x 2 M 27 x 2 M 27 x 2
13 19 19 3/4 (19,05) 13 13 19 19 19 10 17 19 13 13 19 19 19 19
30 36 41 1 1/2 (38,1) 30 30 36 36 41 24 36 41 30 30 36 36 41 41
65 65 65 65 65 65 65 65 65 65 65
RD 314
Height adjustable
RD 315
RD 315
Height adjustable
RD 735
Height adjustable
Tightening torques bolts and nuts special conical mountings (long spindles)
Mounting type Execution Material Nut Tightening torque 4900 Nm Bolts (4x) Tightening torque
RD 113
Cast iron
M 48 x 3
M 27 8.8 (base) 1030 Nm
RD 214
Aluminium Aluminium Aluminium Cast iron Cast iron
M 24 x 2 M 27 x 2 M 42 x 2 M 42 x 2 1 1/2-12UNF
250 Nm 300 Nm 800 Nm 1400 Nm 1400 Nm 400 Nm 600 Nm 1400 Nm 250 Nm 800 Nm 600 Nm 1400 Nm 600 Nm 1400 Nm
M 20 8.8 (base) M 20 8.8 (base) M 20 8.8 (base) M 20 8.8 (base) 7/8 UNC (base)
400 Nm 400 Nm 400 Nm 400 Nm 400 Nm
RD 214
Height adjustable
Aluminium M 24 x 2 Cast iron M 27 x 2 Cast iron M 42 x 2 Aluminium M 24 x 2 Aluminium M 42 x 2 Cast iron Cast iron Cast iron Cast iron M 27 x 2 M 42 x 2 M 27 x 2 M 42 x 2
M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm
RD 215
RD 215
Height adjustable
RD 244
Height adjustable
RD 314
Aluminium Aluminium Cast iron Cast iron Aluminium Cast iron Aluminium Cast iron Cast iron
M 20 x 1,5 M 24 x 2 M 27 x 2 1- 12 UNF M 20 x 1,5 M 20 x 1,5 M 24 x 2 M 24 x 2 M 27 x 2
200 Nm 400 Nm 600 Nm 600 Nm 200 Nm 280 Nm 400 Nm 500 Nm 600 Nm 150 Nm 400 Nm 600 Nm 200 Nm 280 Nm 400 Nm 500 Nm 600 Nm 600 Nm
M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) 5/8 UNC (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base)
205 Nm 205 Nm 205 Nm 205 Nm 205 Nm 205 Nm 205 Nm 205 Nm 205 Nm
RD 314
Height adjustable
RD 315
Aluminium M 16 x 1,5 Aluminium M 24 x 2 Cast iron M 27 x 2 Aluminium Cast iron Aluminium Cast iron Cast iron Cast iron M 20 x 1,5 M 20 x 1,5 M 24 x 2 M 24 x 2 M 27 x 2 M 27 x 2
M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) 205 Nm 205 Nm 205 Nm 205 Nm 205 Nm
RD 315
Height adjustable
RD 735
Height adjustable
M 16 8.8 (base) 205 Nm
Key widths central buffers and nuts conical mountings with divided stud
Mounting type Execution Material Thread Connection thread M 36 x 2 M 36 x 2 M 36 x 2 Key widths Central buffer 30 30 30
Nut 75 75 75
Adjusting nut 100 -
RD 114 RD 114 RD 115
Non height adjustable Height adjustable Non height adjustable
Cast iron Cast iron Cast iron
M 48 x 3 M 48 x 3 M 48 x 3
RD 214
Aluminium M 27 x 2 Cast iron M 42 x 2 Aluminium M 27 x 2 Cast iron M 27 x 2 Cast iron M 42 x 2
M 24 x 2 M 27 x 2 M 24 x 2 M 24 x 2 M 27 x 2 M 24 x 2 M 24 x 2
19 30 19 19 30 19 19
41 65 41 41 65 41 41
90 90 90 90
RD 214
Height adjustable
RD 215 RD 215 RD 244
Non height adjustable Height adjustable Height adjustable
Aluminium M 27 x 2 Cast iron M 27 x 2
RD 314
Aluminium M 20 x 1,5 M 18 x 1,5 Aluminium M 27 x 2 M 18 x 1,5 Cast iron M 27 x 2 M 18 x 1,5 Aluminium M 27 x 2 Cast iron M 27 x 2 Aluminium M 27 x 2 Aluminium M 24 x 2 Aluminium M 27 x 2 Cast iron M 27 x 2 M 18 x 1,5 M 18 x 1,5 M 18 x 1,5 M 18 x 1,5 M 18 x 1,5 M 18 x 1,5
13 19 19 19 19 19 19 19 19
30 41 41 41 41 41 36 41 41
65 65 65 65 -
RD 314
Height adjustable
RD 315 RD 315
Non height adjustable Height adjustable
RD 344
Tightening torques bolts and nuts conical mountings with divided stud
Mounting type Execution Material Nut Tightening torque 2800 Nm 2800 Nm 2800 Nm Bolts (4x) Tightening torque
RD 114 RD 114 RD 115
Non height adjustable Height adjustable Non height adjustable
Cast iron Cast iron Cast iron
M 48 x 3 M 48 x 3 M 48 x 3
M 27 8.8 (base) 1030 Nm M 27 8.8 (base) 1030 Nm M 27 8.8 (base) 1030 Nm
RD 214
Aluminium M 27 x 2 Cast iron M 42 x 2 Aluminium M 27 x 2 Cast iron M 27 x 2 Cast iron M 42 x 2
700 Nm 700 Nm 700 Nm 700 Nm 700 Nm 700 Nm 700 Nm
M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm M 20 8.8 (base) 400 Nm
RD 214
Height adjustable
RD 215 RD 215 RD 244
Non height adjustable Height adjustable Height adjustable
Aluminium M 27 x 2 Cast iron M 27 x 2
RD 314
Aluminium M 20 x 1,5 Aluminium M 27 x 2 Cast iron M 27 x 2 Aluminium M 27 x 2 Cast iron M 27 x 2 Aluminium M 27 x 2 Aluminium M 24 x 2 Aluminium M 27 x 2 Cast iron M 27 x 2
200 Nm 300 Nm 300 Nm 300 Nm 300 Nm 300 Nm 250 Nm 300 Nm 300 Nm
M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm M 16 8.8 (base) 205 Nm
RD 314
Height adjustable
RD 315 RD 315
Non height adjustable Height adjustable
RD 344
Maintenance of the conical mountings

The life expectancy of the rubber elements will be approx. 20 years in ideal circumstances. Unfortunately ideal circumstances are not feasible, therefore the (working) life expectancy will be approx. 10 years. The life expectancy of the rubber elements is dependent on the environmental circumstances (weather influences, contaminants, etc). A visual inspection of the conical mountings should be carried out six months after installation and should repeated every year. For better recognition of damages one can use a blunt pin. The use of a screwdriver is not advisable, because of the damage it can cause to the conical mountings. The use of a natural rubber (NR) compound for the rubber elements means that they are not oil resistant. The occasional occurrence of oil-leaks does not effect the working of the conical mountings, because the oil will only damage the surface of the rubber elements. In case of oil contamination the rubber elements will show some signs of swelling. To prevent damage caused by oil contamination, the rubber elements can be treated with an oil resistant coating. When cleaning the engine or the engine room with a solvent cleansing agent, it is advisable to cover up the conical mountings. If the cleansing agent still contaminates the rubber elements, they should be cleaned as follows. Storage, cleaning and maintenance of the rubber elements should be done in accordance with DIN 7716. The cleaning of the conical mountings should be done with a normal (household) cleansing agent. It is also advisable to use a glycerine-alcohol mixture (1:10). Do not use a solvent cleansing agent. In cases where it is necessary to replace the rubber insert, we advise to return the complete conical mounting to Rubber Design BV. If required, the conical mountings can be painted by the customer. Be aware that only the top- and base casting of the conical mounting can be painted. Do not use paint on the rubber element as the rubber element might be contaminated and therefore be damaged. The central buffer clearance should be examined and reset if necessary after the first week, after three months, and thereafter to fit in with normal maintenance programmes. Each conical mounting has a serial number for identification which will be used for replacement to deliver a complete new identical product or to replace the insert of the mountings in question with genuine inserts and / or parts.
Serial number Rubberhardness Type of mounting
All deliveries are stored for over 20 years in a database including all relevant data and characteristics.
Weight of the standard conical mountings

Mounting type Execution Material Approximate weight
RD 113 RD 114 RD 114 RD 115 RD 115
64,5 kg 59,5 kg 62,0 kg 58,0 kg 60,5 kg
RD 214
Cast iron Aluminium Cast iron Aluminium Cast iron Aluminium Cast iron Aluminium Cast iron Aluminium Cast iron Aluminium
25,5 kg 13,5 kg 27,0 kg 14,0 kg 25,0 kg 13,0 kg 26,5 kg 13,5 kg 25,5 kg 13,5 kg 27,0 kg 14,0 kg
RD 214
Height adjustable
RD 215
RD 215
Height adjustable
RD 244
RD 244
Height adjustable
RD 314
Cast iron Aluminium Cast iron Aluminium Cast iron Aluminium Cast iron Aluminium Cast iron Aluminium Cast iron Aluminium
16,0 kg 8,0 kg 16,3 kg 8,3 kg 15,2 kg 7,2 kg 15,5 kg 7,5 kg 15,6 kg 7,6 kg 15,9 kg 7,9 kg
RD 314
Height adjustable
RD 315
RD 315
Height adjustable
RD 344
RD 344
Height adjustable
Thermo shock, thermal expansion and creep effect of the conical mountings
The typical creep rate of the conical mountings will vary with compound, rubber hardness, dynamic loads and strain. A typical figure for a natural rubber compound in Shore A for loads in between the maximum static load marine application and half that load will be 2% of the static deflection increase per decade. 48 hours after loading, more than half of the total creep figure over 20 years will be achieved. Every temperature exceeding the latest achieved peak temperature will cause a permanent set of the conical mounting of approximately 0,01 mm /C in the range from 20 to 70 C. For instance the first thermal load from surrounding temperature to normal working temperature will cause an extra set of the deflected height next to the normal creep. Every time the mounting temperature is raised to the normal working temperature, no extra set will occur. Once the normal working temperature is exceeded, an extra set will occur again. The permanent set is directly related to the temperature of the rubber element. The typical thermal expansion rate of the conical mounting will be approx. 0,03 mm / C increase in height depending on compound, rubber hardness and strain. The expansion rate is directly related to the temperature of the rubber element. On the next page you will find a sketch with the explanation of the deflections, thermo shock, thermal expansion and extra deflections caused by creep. The numbers correspond with the numbers in the sketch. The values as mentioned are all assumptions. 1) After assembly of the mountings, we will preset the mountings for 4 mm to simplify the installation of the mountings underneath the diesel engine. 2) After the engine is installed on the mountings, the weight of the diesel engine will be distributed over the mountings and a deflection of 10 mm is reached. 3) Due to the pre-heating of the diesel engine form 15 C to 35 C and supposed that the mountings will follow after a period of time to the same level of temperature, the mountings will have a thermo shock over the difference of 20 C. Based on our experience this will be 20 x 0,01 mm = 0,2 mm. This will result in a permanent extra deflection. 4) In the meantime the conical mounting will grow due to the thermal expansion over the same range of 20 C. Based on our experience this will be 20 x 0,03 mm = 0,6 mm. 5) After cool down of the installation, the mountings will follow and the conical mountings become the same height before the pre-heating of the diesel engine. Only the 0,2 mm of the thermo shock remains. 6) Due to the full operation of the engine, the mountings will reach a temperature of lets say 55 C. The thermo shock effect will cause an extra deflection; however, only from 35 C to 55 C !! Based on our experience this will be 20 x 0,01 mm = 0,2 mm. This will again result in a permanent extra deflection. 7) In the meantime the conical mounting will grow due to the thermal expansion over the same range of 40 C. Based on our experience this will be 40 x 0,03 mm = 1,2 mm. 8) After cool down of the installation, the mountings will follow and the conical mountings become the same height before the pre-heating of the diesel engine. Only the 0,2 mm of the thermo shock remains. 9) In the meantime we have an extra deflection caused by creep; this starts already at point 1 and will be after a period of approx. 2 years 1,49 mm. The extra deflection per decade will be 2 % and can be calculated as follows. 6 sec 10,00 mm deflection 60 sec 10,00 x 1,02 10,20 mm deflection 600 sec 10,20x 1,02 10,40 mm deflection 1,9 year 10,00 x 1,02 11,49 mm deflection 10) So, when the engine is not running and supposed that the environment temperature is 15 C, the deflection will be 11,90 mm. During running the conical mountings can reach a temperature of 55 C and the deflection will be 10,70 mm due to thermal expansion.
7
Thermo shock, thermal expansion and creep effect of the conical mountings
Data sheet for loaded height
Unloaded condition
Loaded condition
Before measuring the loaded height; please make sure that the internal buffer (spindle) can be turned freely. As a minimum; please measure or H1 + H2 or H3 + H4 Pos 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Serial number H1 H2 H3 H4
Minimum dimensions to reject a flexible mounted system

Marine application Mounting type Tolerance Shore A. Mounting Height H1 (Unloaded) X-dimension H3 (Unloaded) GGG Alu Max. Deflection X-dimension H4 (Loaded) Mounting height H2 (Loaded)
RD 114 RD 114 RD 114 RD 114 RD 114 RD 115 RD 115 RD 115 RD 115 RD 115
45 50 55 60 65 45 50 55 60 65
181,0 181,0 181,0 181,0 181,0 181,0 181,0 181,0 181,0 181,0
+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5
44,0 44,0 44,0 44,0 44,0 44,0 44,0 44,0 44,0 44,0
16,0 15,0 15,0 14,0 13,0 18,0 18,0 18,0 18,0 17,0
28,0 29,0 29,0 30,0 31,0 26,0 26,0 26,0 26,0 27,0
165,0 * 166,0 * 166,0 * 167,0 * 168,0 * 163,0 * 163,0 * 163,0 * 163,0 * 164,0 *
Stationary application
Mounting type
Shore A. Mounting Tolerance Height H1 (Unloaded)
X-dimension H3 (Unloaded) GGG Alu
Max. Deflection
X-dimension H4 (Loaded)
Mounting height H2 (Loaded)
RD 114 RD 114 RD 114 RD 114 RD 114 RD 115 RD 115 RD 115 RD 115 RD 115
45 50 55 60 65 45 50 55 60 65
181,0 181,0 181,0 181,0 181,0 181,0 181,0 181,0 181,0 181,0
+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5
44,0 44,0 44,0 44,0 44,0 44,0 44,0 44,0 44,0 44,0
18,0 17,0 16,0 16,0 14,0 20,0 20,0 20,0 19,0 18,0
26,0 27,0 28,0 28,0 30,0 24,0 24,0 24,0 25,0 26,0
163,0 * 164,0 * 165,0 * 165,0 * 167,0 * 161,0 * 161,0 * 161,0 * 162,0 * 163,0 *
* : The mounting height H2 (Loaded) is related to the mounting height H1 (Unloaded) without observing the tolerance.

RD 214 RD 214 RD 214 RD 214 RD 214 RD 214 RD 214 RD 215 RD 215 RD 215 RD 215 RD 215 RD 244 RD 244 RD 244 RD 244 RD 244
45 50 55 60 65 70 MDX 45 50 55 60 65 45 50 55 60 65
175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0
+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5
44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5
43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5
16,0 16,0 15,0 15,0 14,0 13,0 15,0 18,0 18,0 18,0 18,0 17,0 16,0 16,0 15,0 15,0 14,0
28,5 28,5 29,5 29,5 30,5 31,5 29,5 26,5 26,5 26,5 26,5 27, 28,5 28,5 29,5 29,5 30,5
159,0 * 159,0 * 160,0 * 160,0 * 161,0 * 162,0 * 160,0 * 157,0 * 157,0 * 157,0 * 157,0 * 158,0 * 159,0 * 159,0 * 160,0 * 160,0 * 161,0 *
Mounting type
Max. Deflection
RD 214 RD 214 RD 214 RD 214 RD 214 RD 214 RD 214 RD 215 RD 215 RD 215 RD 215 RD 215 RD 244 RD 244 RD 244 RD 244 RD 244
45 50 55 60 65 70 MDX 45 50 55 60 65 45 50 55 60 65
175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0 175,0
+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5
44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5 44,5
43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5 43,5
18,0 17,0 17,0 16,0 15,0 14,0 16,0 20,0 20,0 19,0 19,0 18,0 17,0 17,0 17,0 16,0 15,0
26,5 27,5 27,5 28,5 29,5 30,5 28,5 24,5 24,5 25,5 25,5 26,5 27,5 27,5 27,5 28,5 29,5
157,0 * 158,0 * 158,0 * 159,0 * 160,0 * 161,0 * 159,0 * 155,0 * 155,0 * 156,0 * 156,0 * 157,0 * 158,0 * 158,0 * 158,0 * 159,0 * 160,0 *
* : The mounting height H2 (Loaded) is related to the mounting height H1 (Unloaded) without observing the tolerance.

RD 314 RD 314 RD 314 RD 314 RD 314 RD 314 RD 315 RD 315 RD 315 RD 315 RD 315 RD 344 RD 344 RD 344 RD 344 RD 344 RD 735 RD 735
45 50 55 60 65 MDX 45 50 55 60 65 45 50 55 60 65 60 65
132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5
+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5
32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5
31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5
15,0 14,0 14,0 13,0 13,0 14,0 17,0 17,0 16,0 16,0 16,0 15,0 14,0 14,0 14,0 13,0 16,0 16,0
17,5 18,5 18,5 19,5 19,5 18,5 15,5 15,5 16,5 16,5 16,5 17,5 18,5 18,5 18,5 19,5 16,5 16,5
117,5 * 118,5 * 118,5 * 119,5 * 119,5 * 118,5 * 115,5 * 115,5 * 116,5 * 116,5 * 116,5 * 117,5 * 118,5 * 118,5 * 118,5 * 119,5 * 116,5 * 116,5 *
+1,0 / -1,5 32,5 +1,0 / -1,5 32,5
Mounting type
Max. Deflection
RD 314 RD 314 RD 314 RD 314 RD 314 RD 314 RD 315 RD 315 RD 315 RD 315 RD 315 RD 344 RD 344 RD 344 RD 344 RD 344 RD 735 RD 735
45 50 55 60 65 MDX 45 50 55 60 65 45 50 55 60 65 60 65
132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5 132,5
+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5
32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5 32,5
31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5 31,5
16,0 16,0 15,0 15,0 14,0 15,0 19,0 18,0 18,0 18,0 17,0 16,0 16,0 15,0 15,0 14,0 18,0 17,0
16,5 16,5 17,5 17,5 18,5 17,5 13,5 14,5 14,5 14,5 15,5 16,5 16,5 17,5 17,5 18,5 14,5 15,5
116,5 * 116,5 * 117,5 * 117,5 * 118,5 * 117,5 * 113,5 * 114,5 * 114,5 * 114,5 * 115,5 * 116,5 * 116,5 * 117,5 * 117,5 * 118,5 * 114,5 * 115,5 *
+1,0 / -1,5 32,5 +1,0 / -1,5 32,5
* : The mounting height H2 (Loaded) is related to the mounting height H1 (Unloaded) without observing the tolerance
Rubber Design B.V. - Industrieweg 21 - P.O. Box 15 - 2995 ZG Heerjansdam - The Netherlands Telephone +31 (0)78 677 87 78 - Telefax +31 (0)78 677 10 38 www.rubberdesign.nl info@rubberdesign.nl
Comisin 311004728 Nro. de plano 1K60100129
Instrucciones de instalacin y de mantenimiento para acoplamiento independiente VULKARDAN-E/Rato-R de VULKAN Serie constructiva 4110, 4111, 4400/2400
ndice:
1 1.1 1.2 1.3 2 3 4 4.1 4.2 5 6 6.1 6.2 6.3 6.4 6.5 7 7.1 7.2 8 9 10 10.1 10.2 10.3 10.4 10.5 11 12 Indicaciones generales de seguridad ......................................................................................................... 2 Smbolo de seguridad de trabajo ..............................................................................................................2 Indicacin de atencin ..............................................................................................................................2 Disposiciones de seguridad ......................................................................................................................2 Generalidades ............................................................................................................................................ 2 Datos tcnicos ............................................................................................................................................ 2 Series constructivas y ejecuciones............................................................................................................. 3 Serie constructiva 4110 y 4111.................................................................................................................3 Serie constructiva 4400/2400 ...................................................................................................................4 Seguro contra resbalamiento ..................................................................................................................... 6 Montaje del acoplamiento........................................................................................................................... 7 Montaje del acoplamiento VULKARDAN-E/RATO-R, tamao constructivo 4010 - 5710.........................7 Montaje del acoplamiento VULKARDAN-E/RATO-R, tamaos constructivos 5410 5710 y 6010 .........7 Montaje del acoplamiento VULKARDAN-E/RATO-R, tamao constructivo 4020....................................8 Montaje del acoplamiento VULKARDAN-E/RATO-R, tamao constructivo 4920....................................8 Montaje del acoplamiento VULKARDAN-E/RATO-R, tamao constructivo 5420, 5720..........................9 Acoplamientos con cubos para un apriete hidrulico................................................................................. 9 Colocacin del cubo..................................................................................................................................9 Desmontaje del cubo ..............................................................................................................................10 Alineacin del acoplamiento..................................................................................................................... 10 Puesta en servicio y previsiones de seguridad ........................................................................................ 11 Reemplazo del elemento VULKARDAN-E/RATO-R ................................................................................ 11 Reemplazo del elemento, tamao constructivo 4010-5710................................................................11 Reemplazo del elemento, tamao constructivo 5410-5710 y 6010 ....................................................12 Reemplazo del elemento, tamao constructivo 4020 .........................................................................12 Reemplazo del elemento, tamao constructivo 4920 .........................................................................13 Reemplazo del elemento, tamao constructivo 5420 y 5720 .............................................................13 Garanta.................................................................................................................................................... 13 Mantenimiento .......................................................................................................................................... 14
VULKAN Kupplungs- und Getriebebau

B. Hackforth GmbH & Co. KG Postfach 200462, 44634 Herne / Germany Heerstrae 66, 44653 Herne / Germany Tel. ++49-2325/922-0 Fax ++49-2325/71110 E-Mail: info.vkg@vulkan.com http://www.vulkan.com
Tema Vulkardan-E/RATO-R 4110, 4111, 4400/2400 Ttulo Instr. de instalacin y de mantenimiento Vulkardan-E RATO-R Sector Elaborado Controlado y aprobado Documento: E&W 4110, 4111, 4400 spanischresponsable 07.02.2007 07.02.2007 Versin: 010 TB 20 S. Prbner T. Schoppe Pgina: 1/16
1
1.1
Indicaciones generales de seguridad

Smbolo de seguridad de trabajo
Este smbolo se encuentra en todas las indicaciones de seguridad de trabajo de esta documentacin, en las que exista peligro para el cuerpo y la vida de personas. Observe estas indicaciones y comprtese en forma especialmente cuidadosa en estos casos. Transmita todas las indicaciones de seguridad de trabajo tambin a otros usuarios.
1.2
Indicacin de atencin
Este Atencin! est escrito en todos los sitios de esta documentacin que deban ser especialmente observados para que sean cumplidas las directivas, prescripciones, indicaciones y el correcto desarrollo de los trabajos, as como para evitar el dao y la destruccin del acoplamiento.
Atencin!
1.3
Disposiciones de seguridad
El acoplamiento debe ser cubierto de acuerdo a las prescripciones vlidas para la prevencin de accidentes. Segn EN 292, parte 1 Seguridad de mquinas es admisible una cubierta contra el movimiento mecnico de partes de mquinas (proteccin contra contacto), si est garantizado el uso conforme durante todos los estados de operacin. Para ello debe asegurarse una buena ventilacin del acoplamiento (empleo de chapas perforadas). Si no es posible descartar completamente la posibilidad tcnica de sobrepasar la velocidad mxima admisible del acoplamiento nKmax indicada en el catlogo, p.ej. en caso de perturbacin o por ineficacia de un equipo de limitacin del nmero de giros en la instalacin, debe ejecutarse el dispositivo de proteccin de tal manera, que puedan ser retenidos con seguridad fragmentos del acoplamiento. Para el uso del acoplamiento en barcos rpidos (Dynamically Supported Craft) valen las prescripciones de seguridad de la publicacin A373 de la IMO (International Maritime Organization). Estas instalaciones de mquinas contienen por motivos de diseo, componentes con alta energa de rotacin. En tanto el acoplamiento marche fuera de una carcasa, debe colocarse un dispositivo de proteccin externo, que retenga con seguridad eventuales fragmentos del acoplamiento.
2 Generalidades
El acoplamiento VULKARDAN-E es un acoplamiento de alta elasticidad. Todas las piezas transmisoras de par estn colocadas sin juego. El acoplamiento VULKARDAN-E/RATO-R debe ser protegido contra aceite y radiacin de calor. Los elementos de alta elasticidad (Pos. 7) estn diseados para temperaturas ambiente desde 45C hasta +90C (elementos de silicona desde 45C hasta +120C). En el acoplamiento VULKARDAN-E/RATO-R bsicamente se conservan antes del suministro las superficies de conexin as como las perforaciones de ajuste y las perforaciones terminadas con Tectyl. Antes del montaje del acoplamiento deben limpiarse estas superficies con disolventes convencionales.
Preste atencin para que durante trabajos con agentes disolventes se vista ropa de proteccin (guantes, gafas de proteccin, etc.). Una vez que las superficies limpias estn completamente secas debern ser engrasadas ligeramente. Para garantizar un funcionamiento impecable del acoplamiento, deben observarse determinadas prescripciones de instalacin. Cada unin atornillada que participe en la transmisin del par, debe bsicamente ser apretada con una llave dinamomtrica. Los momentos de apriete para los tornillos (pos. 9, 10, 11, 12, 14) estn indicados en el plano general del acoplamiento.
3 Datos
tcnicos
Los datos tcnicos vlidos obtngalos por favor de las informaciones actuales de producto en catlogos o bien de las pginas de Internet.
4
4.1
Series constructivas y ejecuciones

Serie constructiva 4110 y 4111
Para la conexin de un volante SAE con un eje Cambio de elementos sin desplazamiento de los equipos conectados Serie constructiva 4110 sin seguro contra resbalamiento Serie constructiva 4111 as como 4110, pero con seguro contra resbalamiento
Acoplamientos VULKARDAN-E/RATO-R son suministrables en las siguientes ejecuciones:
Figura 1 4110
Tamao 40, 49, 54, 57
Tamao 40, 49 4111
Tamao 54, 57 4111
Figura 2
Tamao 60 4110
Tamao 60 - 4111
4.2
Serie constructiva 4400/2400

Para la conexin de dos ejes
18 17
Figura 3
Tamao 40, 49, 54, 57
Figura 4
Tamao 60
Figura 5
Tamao 40
Figura 6
Tamao 49
Figura 7
Tamao 54 y 57
Seguro contra resbalamiento
En la serie constructiva 4111 se suministra el acoplamiento VULKARDAN-E/RATO-R con un seguro contra resbalamiento. Este seguro contra resbalamiento permite una operacin de emergencia. En operacin de emergencia debe operarse la instalacin de tal manera que no se produzca un impacto entre las levas. Un reemplazo de elementos debe efectuarse lo antes posible. Despus de una rotura del elemento del VULKARDAN-E/RATO-R y de aplicarse el seguro contra resbalamiento, debe ser reemplazado adems del elemento mismo, tambin el anillo de levas. En el seguro contra resbalamiento debe prestarse especial atencin a que las levas estn desplazadas 90 entre s.
Atencin!
Figura 5
Montaje del acoplamiento
Para el transporte observe que los elementos de izaje tengan la suficiente capacidad de carga. Utilice slo elementos de transporte aprobados. Fije cuidadosamente los elementos de transporte.
Atencin!
6.1
Asegrese que al levantar no sean daados el elemento elstico y los elementos adicionales.
Montaje del acoplamiento VULKARDAN-E/RATO-R, tamao constructivo 4010 - 5710
(ver Figura 1) El acoplamiento VULKARDAN-E/RATO-R es suministrado premontado por VULKAN. Para la instalacin se separa el acoplamiento entre el grupo constructivo membrana (pos. 3) y el disco de brida (pos. 4). Para ello deben quitarse los elementos de fijacin (pos. 10, 16, 18). A continuacin se extraen los elementos de fijacin (pos. 9, 15) y el disco de brida (pos.4) es apoyado sobre el eje sobre el que se debe instalar el cubo de montaje (pos.1). El disco de brida (pos. 4) debe ser apoyado sobre el eje antes de instalar el cubo de montaje (pos.1). El cubo de montaje (pos. 1) se instala sobre el extremo del eje segn un proceso que est de acuerdo al estado actual de la tcnica. El elemento elstico (pos. 7) con el grupo constructivo membrana (pos. 3) es colocado ahora como unidad en la instalacin y conectado con el volante. A continuacin se monta el disco de brida (pos. 4) al cubo de montaje (pos. 1) con elementos de fijacin adecuados (pos. 9, 15). Para ello debe observarse la identificacin. A continuacin puede unirse el disco de brida (pos. 4) y el grupo constructivo membrana (pos. 3) con los elementos de fijacin (pos. 10, 16, 18). La alineacin de la instalacin y el control de alineacin se describen en forma separada. El montaje del cubo mediante apriete hidrulico se describe en forma separada.
Atencin!
6.2
Montaje del acoplamiento VULKARDAN-E/RATO-R, tamaos constructivos 5410 5710 y 6010
(ver Figura 2, Figura 3, Figura 4) El acoplamiento VULKARDAN-E/RATO-R es suministrado premontado por Vulkan. Para la instalacin se separa el acoplamiento entre el grupo constructivo membrana (pos. 3) y el cubo (pos. 1). Para ello deben quitarse los elementos de sujecin (pos. 9, 15), para poder desmontar tambin el anillo de 2 partes (pos. 6) y quitarlo del cubo. El cubo (pos. 1) se instala sobre el extremo del eje segn un proceso que est de acuerdo al estado actual de la tcnica. En la serie constructiva 4400 se separan los elementos de fijacin (pos. 12, 15) del elemento elstico (pos. 7) y del cubo (pos. 5). En la serie constructiva 6010 se quitan adicionalmente los elementos de fijacin (pos. 13, 14, 19) y se separa el plato de brida (pos. 2) del cubo (pos. 5). El cubo (pos. 5) se instala igualmente sobre el otro extremo libre del eje segn un proceso que est de acuerdo al estado actual de la tcnica. El elemento elstico (pos. 7) se separa del grupo constructivo membrana (pos. 3) quitando los elementos de fijacin (pos. 10, 16) El grupo constructivo membrana es colocado en la instalacin y apoyado sobre el cubo (pos. 1). El elemento elstico (pos. 7) es ahora colocado en la instalacin y conectado con el grupo constructivo membrana (pos. 3) y con el volante. En la serie constructiva 4400 se coloca en la instalacin el elemento elstico (pos. 7). Para ello debe desplazarse el grupo constructivo membrana (pos. 3) contra la superficie de conexin del cubo (pos. 1) de manera que pueda colocarse el elemento elstico (pos. 7) y en el tamao constructivo 6010 ser colocada y ajustada con los elementos de fijacin (pos. 13, 14, 19) la brida de plato (pos. 2) antes del cubo (pos. 5) con el elemento elstico (pos. 7). Ahora se conectan el grupo constructivo membrana (pos. 3) con el elemento elstico (pos. 7) as como el elemento elstico (pos. 7) o bien el plato de brida (pos. 2) con el cubo (pos. 5). Para ello deben emplearse los elementos de fijacin (pos. 10, 16 y 12, 15). Tema Vulkardan-E/RATO-R 4110, 4111, 4400/2400 Ttulo Instr. de instalacin y de mantenimiento Vulkardan-E RATO-R Sector Elaborado Controlado y aprobado Documento: E&W 4110, 4111, 4400 spanischresponsable 07.02.2007 07.02.2007 Versin: 010 TB 20 S. Prbner T. Schoppe Pgina: 7/16
A continuacin debe colocarse el anillo de 2 partes (pos. 6) entre el grupo constructivo membrana (pos. 3) y el cubo (pos. 1) y volver a establecer la conexin con los elementos de fijacin adecuados (pos. 9, 15). La alineacin de la instalacin y el control de alineacin se describen en forma separada. El montaje del cubo mediante apriete hidrulico se describe en forma separada.
6.3
Montaje del acoplamiento VULKARDAN-E/RATO-R, tamao constructivo 4020
(ver figura 5) El acoplamiento VULKARDAN-E/RATO-R es suministrado premontado por VULKAN. Para la instalacin se separa el acoplamiento entre el grupo constructivo membrana (pos. 3) y el disco de brida (pos. 4). Para ello deben quitarse los elementos de fijacin (pos. 10, 16, 18). A continuacin se extraen los elementos de fijacin (pos. 9, 15) y el disco de brida (pos.4) es apoyado sobre el eje sobre el que se debe instalar el cubo de montaje (pos.1). El disco de brida (pos. 4) debe ser apoyado sobre el eje antes de instalar el cubo de montaje (pos.1). El cubo de montaje (pos. 1) se instala sobre el extremo del eje segn un proceso que est de acuerdo al estado actual de la tcnica. A continuacin desmontar los elementos de fijacin (pos. 12), de tal manera que el cubo (pos. 5) pueda soltarse del resto del acoplamiento. El cubo (pos. 5) se instala igualmente sobre el otro extremo libre del eje segn un proceso que est de acuerdo al estado actual de la tcnica. A continuacin, el resto del acoplamiento puede ser incorporado a la instalacin como una unidad consistente de las pos. 2, 3, 6, 7, 8, 11, 13, 14, 17, 19 y mediante los elementos de fijacin (pos. 12) ser unido al cubo (pos. 5). El par de apriete requerido para la calidad de tornillos seleccionada est indicado sobre el plano. Finalmente se une el disco de brida (pos. 4) con el grupo constructivo membrana (pos. 3) y el cubo de montaje (pos. 1). Para ello deben emplearse los elementos de fijacin (pos. 9, 10, 15, 16, 18). El par de apriete requerido para la calidad de tornillos seleccionada est indicado sobre el plano. La alineacin de la instalacin y el control de alineacin se describen en forma separada. El montaje mediante apriete hidrulico se describe asimismo en forma separada.
Atencin!
6.4
Montaje del acoplamiento VULKARDAN-E/RATO-R, tamao constructivo 4920
(ver figura 6) El acoplamiento VULKARDAN-E/RATO-R es suministrado premontado por VULKAN. Para la instalacin se separa el acoplamiento entre el grupo constructivo membrana (pos. 3) y el disco de brida (pos. 4). Para ello deben quitarse los elementos de fijacin (pos. 10, 16, 18). A continuacin se extraen los elementos de fijacin (pos. 9, 15) y el disco de brida (pos.4) es apoyado sobre el eje sobre el que se debe instalar el cubo de montaje (pos.1).
Atencin! El disco de brida (pos. 4) debe ser apoyado sobre el eje antes de instalar el cubo de montaje (pos.1). El cubo de montaje (pos. 1) se instala sobre el extremo del eje segn un proceso que est de acuerdo al estado actual de la tcnica. A continuacin aflojar y quitar los elementos de fijacin (pos. 13, 14, 19), para que el elemento elstico (pos. 7) con el grupo constructivo membrana (pos. 3) conectado pueda ser separado del anillo de centrado (pos. 8). Ahora separar el anillo de centrado (pos. 8) y el elemento elstico (pos. 6) del cubo de montaje (pos. 5) Para ello deben quitarse los elementos de fijacin (pos. 12, 17). El cubo de montaje (pos. 5) puede ser instalado ahora igualmente sobre el otro extremo libre del eje segn un proceso que est de acuerdo al estado actual de la tcnica. A continuacin se une nuevamente el elemento elstico (pos. 6) junto con el anillo de centrado (pos. 8), mediante los elementos de fijacin (pos. 12, 17), con el cubo de montaje (pos. 5). Asimismo colocar la unidad de acoplamiento restante, el elemento elstico (pos. 7) y el grupo constructivo membrana (pos. 3) en la instalacin y unirlos usando los elementos de fijacin (pos. 13, 14, 19) con el anillo de centrado. El par de apriete requerido para la calidad de tornillos seleccionada est indicado sobre el plano. Finalmente se une el disco de brida (pos. 4) con el grupo constructivo membrana (pos. 3) y el cubo (pos. 1). Para ello deben emplearse los elementos de fijacin (pos. 9, 10, 15, 16, 18). El par de apriete requerido para la calidad de tornillos seleccionada est indicado sobre el plano. La alineacin de la instalacin y el control de alineacin se describen en forma separada. El montaje mediante apriete hidrulico se describe asimismo en forma separada.
6.5
Montaje del acoplamiento VULKARDAN-E/RATO-R, tamao constructivo 5420, 5720
(ver figura 7) El acoplamiento VULKARDAN-E/RATO-R es suministrado premontado por VULKAN. Para la instalacin se separa el acoplamiento entre el grupo constructivo membrana (pos. 3) y el disco de brida (pos. 4). Para ello deben quitarse los elementos de fijacin (pos. 10, 16, 18). A continuacin se extraen los elementos de fijacin (pos. 9, 15) y el disco de brida (pos.4) es apoyado sobre el eje sobre el que se debe instalar el cubo de montaje (pos.1). El disco de brida (pos. 4) debe ser apoyado sobre el eje antes de instalar el cubo de montaje (pos.1). El cubo de montaje (pos. 1) se instala ahora sobre el extremo del eje segn un proceso que est de acuerdo al estado actual de la tcnica. A continuacin aflojar los elementos de fijacin (pos. 12, 15) y separar el elemento elstico (pos. 7) con el grupo constructivo membrana (pos. 3) conectado, del cubo de montaje (pos. 5). El cubo (pos. 5) puede ser instalado ahora igualmente sobre el otro extremo libre del eje segn un proceso que est de acuerdo al estado actual de la tcnica. Ahora montar juntos la unidad de acoplamiento, el elemento elstico (pos. 7) y el grupo constructivo membrana (pos. 3) en la instalacin y unirlos mediante los elementos de fijacin (pos. 12, 15) con el cubo de montaje (pos. 5). El par de apriete requerido para la calidad de tornillos seleccionada est indicado sobre el plano. Finalmente se une el disco de brida (pos. 4) con el grupo constructivo membrana (pos. 3) y el cubo (pos. 1). Para ello deben emplearse los elementos de fijacin (pos. 9, 10, 15, 16, 18). El par de apriete requerido para la calidad de tornillos seleccionada est indicado sobre el plano. La alineacin de la instalacin y el control de alineacin se describen en forma separada. El montaje mediante apriete hidrulico se describe asimismo en forma separada.
Atencin!
7
7.1
Acoplamientos con cubos para un apriete hidrulico

Colocacin del cubo
En los acoplamientos arriba mencionados es conveniente antes del montaje separar el elemento VULKARDAN-E/RATO-R del cubo. Antes del montaje deben comprobarse que no existan rebabas en las transiciones de las superficies cnicas y en las ranuras de aceite. El ajuste puede ser controlado aplicando una delgada capa de pasta de entintar azul y apretando las piezas. A continuacin limpiar la superficie cnica y secar. Para determinar la medida de deslizamiento se desliza el cubo sobre el eje. No montar las piezas fijamente. La medida de deslizamiento se calcula a partir del punto en el que las superficies cnicas tienen contacto, sin efectuar presin. Para establecer una medida de referencia se emplea el borde del cubo y de la tuerca hidrulica. Antes de la instalacin se aplica sobre la superficie cnica aceite SAE 10 (viscosidad aprox. 20 cSt a 50C). Despus de colocar la tuerca hidrulica puede conectarse la alimentacin hidrulica. La medida de deslizamiento incluyendo la tolerancia est marcada por impacto sobre el frente del cubo. Despus de la conexin a la alimentacin hidrulica se aplica presin sobre la conexin A para deslizar el cubo y sobre la conexin B para ampliarlo.
Atencin! El posicionamiento del cubo debiera efectuarse sin interrupcin. La presin de deslizamiento (conexin A) para la tuerca hidrulica depende del dimetro del cubo de la pieza a ser deslizada. Despus de que la pieza ha sido prensada hasta su posicin, reduzca lentamente la presin de ampliacin, manteniendo la presin de deslizamiento, para que pueda distribuirse el aceite (aprox. 30 minutos). Atencin! La presin de deslizamiento debe mantenerse durante todo el tiempo en que se reduce la presin de ampliacin, para que la pieza quede en su posicin. Es necesario un tiempo de espera de 24 horas antes de que el apriete hidrulico pueda ser solicitado con el nmero completo de giros del motor.
Esto es necesario para asegurar que el aceite haya escurrido completamente del cubo ajustado.
Aceite a alta presin puede causar lesiones. En trabajos con sistemas de aceite a alta presin debe observarse el empleo de equipamiento adecuado de proteccin. Aceite a alta presin no debe entrar en contacto con la piel. Despus de la instalacin del cubo puede efectuarse el control de alineacin:
7.2
Desmontaje del cubo
La tuerca hidrulica se instala y se pone bajo presin como en el caso del montaje. La rosca de la tuerca debe ser enroscada completamente sobre el pivote del eje.
Piezas ajustadas estn sometidas a alta presin y pueden causar lesiones al ser desmontadas. La tuerca hidrulica sirve de tope para que la pieza a ser extrada pueda ser retenida. El cubo debe ser ampliado para su extraccin, es decir debe llevarse presin sobre la conexin B. Por presin sobre la conexin B y reduccin simultnea de la presin de aceite en la conexin A se separa el cubo en forma brusca del pivote del eje.
La pieza a ser extrada se afloja bruscamente cuando la presin de aceite en la conexin A se ha reducido a cero. Por ello observar el correcto montaje de la tuerca hidrulica. Si el cubo no se aflojara debe repetirse el proceso de extraccin con las siguientes modificaciones. Aumento de la presin de aceite en la conexin B, Mantener el cubo una hora bajo presin, Calentamiento del cubo, Empleo de un dispositivo de extraccin.
Alineacin del acoplamiento
Al comienzo del montaje del acoplamiento debe alinearse la instalacin. Cunto ms exactamente est alineada la instalacin, tanto mayores son las reservas del acoplamiento para absorber el desplazamiento durante la operacin. Durante la alineacin de la instalacin deben respetarse las siguientes tolerancias de alineacin. Tolerancia radial Tolerancia axial Tolerancia angular de alineacin de alineacin de alineacin -Instalacin elstica Kr = 0.5 [mm]
(despus del asentamiento del motor)
Ka= 0.25 [mm]
Kw= 0.05 []
-Instalacin elstica Kr = +0.5* 0.5 [mm]

(antes del asentamiento del motor)
-Instalacin rgida Kr = 0.5 [mm] La apertura angular admisible X se calcula a partir de la tolerancia angular Kw y del dimetro de referencia D:
D tan( K ) 2
w
*) Correccin contra asentamiento de los apoyos de cojinetes
Una vez que el acoplamiento ha sido montado en la instalacin de acuerdo a las instrucciones de montaje y de mantenimiento suministradas, recomendamos un control de la alineacin recorriendo un giro con un comparador para determinar las desviaciones radiales y angulares. Tema Vulkardan-E/RATO-R 4110, 4111, 4400/2400 Ttulo Instr. de instalacin y de mantenimiento Vulkardan-E RATO-R Sector Elaborado Controlado y aprobado Documento: E&W 4110, 4111, 4400 spanischresponsable 07.02.2007 07.02.2007 Versin: 010 TB 20 S. Prbner T. Schoppe Pgina: 10/16
Una superficie mecanizada en el volante o en la carcasa del volante sirve en las series constructivas 4110, 4111 como superficie de referencia.
En la serie constructiva 4400 se mide de cubo a cubo (ver figura).
Puesta en servicio y previsiones de seguridad
Una vez finalizados los trabajos de montaje, por parte del acoplamiento la instalacin est lista para la operacin. Deseamos hacer hincapi de que antes de la puesta en servicio, Ud. se cerciore de que todos los elementos auxiliares para el montaje hayan sido quitados del acoplamiento VULKARDAN-E.
Atencin!
10 Reemplazo del elemento VULKARDAN-E/RATO-R

En caso de un eventual reemplazo de elementos slo deben emplearse elementos originales VULKAN con datos tcnicos coordinados y autorizacin de las Sociedades de Clasificacin! El elemento VULKARDAN-E/RATO-R puede ser reemplazado sin desplazamiento de los equipos.
Atencin!
10.1 Reemplazo del elemento, tamao constructivo 4010-5710

Pasos de trabajo: Quitar elementos de fijacin (pos. 9, 15 y 10, 16, 18) Separar disco de brida (pos. 4) del cubo (pos. 1) y apoyarlo sobre ste. Quitar elementos de fijacin entre volante y elemento elstico. Para serie constructiva 4400 deben desmontarse los elementos de fijacin (pos. 12, 15 y 13,14,19) (ver pgina 4). Desmontar como unidad el elemento (pos. 7) y el grupo constructivo membrana (pos. 3) y apoyar sobre el lado del elemento. Quitar elementos de fijacin (pos. 11) y separar elemento (pos. 7) del grupo constructivo membrana (pos. 3) En la serie constructiva 4111: Desmontar los elementos de fijacin (pos. 22 y 23). Separar el anillo de levas (pos.21) del elemento elstico (pos. 7). Tema Vulkardan-E/RATO-R 4110, 4111, 4400/2400 Ttulo Instr. de instalacin y de mantenimiento Vulkardan-E RATO-R Sector Elaborado Controlado y aprobado Documento: E&W 4110, 4111, 4400 spanischresponsable 07.02.2007 07.02.2007 Versin: 010 TB 20 S. Prbner T. Schoppe Pgina: 11/16
Ahora puede reemplazarse el elemento elstico (pos. 7). El ensamblado se efecta en secuencia inversa. La alineacin de la instalacin se describe en forma separada.
10.2 Reemplazo del elemento, tamao constructivo 5410-5710 y 6010

Pasos de trabajo: Desmontar elementos de fijacin (pos. 9, 15). Desmontar anillo de 2 partes (pos. 6). Quitar elementos de fijacin (pos. 10, 16) y desplazar grupo de membrana (pos. 3) contra la superficie de conexin del cubo (pos.1). Quitar elementos de fijacin entre volante y elemento elstico. Para serie constructiva 4400 vale: Desmontar elementos de fijacin pos. 12, 15 - en tamao 6010 (pos. 13, 14, 19) (ver pgina 4). Extraer elemento (pos. 7) de la instalacin y apoyar. En tamao 6010 desmontar los tornillos de retencin (pos. 20, 21, 22) En la serie constructiva 4111: Desmontar los elementos de fijacin (pos. 22 y 23). Separar el anillo de levas (pos.21) del elemento elstico (pos. 7). Ahora puede reemplazarse el elemento elstico (pos. 7). El ensamblado se efecta en secuencia inversa. La alineacin de la instalacin se describe en forma separada.
10.3 Reemplazo del elemento, tamao constructivo 4020

Pasos de trabajo: Quitar elementos de fijacin (pos. 9, 15 y 10, 16, 18) Separar disco de brida (pos. 4) del cubo (pos. 1) y apoyarlo sobre ste. Desmontar los elementos de fijacin (pos. 12). Extraer la unidad de acoplamiento (pos. 2, 3, 6, 7, 8, 13, 14, 17, 19) de la instalacin y colocar con el frente sobre el anillo distanciador (pos. 2). Quitar los elementos de fijacin (pos. 11) y separar el grupo constructivo membrana (pos. 3) del elemento elstico (pos. 7). Quitar los elementos de fijacin (pos. 13, 14, 19). Separar el elemento elstico (pos. 7) y el anillo de centrado (pos. 8) del resto del acoplamiento. Desmontar los elementos de fijacin (pos. 17) y separar el anillo intermedio (pos. 2) del elemento elstico (pos. 6). Ahora pueden reemplazarse los elementos elsticos (pos. 6 y 7). El ensamblado se efecta en secuencia inversa. La alineacin de la instalacin se describe en forma separada. Tema Vulkardan-E/RATO-R 4110, 4111, 4400/2400 Ttulo Instr. de instalacin y de mantenimiento Vulkardan-E RATO-R Sector Elaborado Controlado y aprobado Documento: E&W 4110, 4111, 4400 spanischresponsable 07.02.2007 07.02.2007 Versin: 010 TB 20 S. Prbner T. Schoppe Pgina: 12/16
10.4 Reemplazo del elemento, tamao constructivo 4920

Pasos de trabajo: Quitar elementos de fijacin (pos. 9, 15 y 10, 16, 18) Separar disco de brida (pos. 4) del cubo (pos. 1) y apoyarlo sobre ste. Quitar elementos de fijacin (pos. 13, 14, 19). Separar el elemento elstico (pos. 7) con el grupo membrana (pos. 3) y el anillo de centrado (pos. 8) y desmontarlo de la instalacin. Quitar los elementos de fijacin (pos. 11) de tal manera que pueda separarse el grupo constructivo membrana (pos. 3) del elemento elstico (pos. 7). Quitar elementos de fijacin (pos. 12, 17) Separar el elemento elstico (pos. 6) del cubo de montaje (pos. 5) y quitarlo de la instalacin. Ahora pueden reemplazarse los elementos elsticos (pos. 6 y 7). El ensamblado se efecta en secuencia inversa. La alineacin de la instalacin se describe en forma separada.
10.5 Reemplazo del elemento, tamao constructivo 5420 y 5720

Pasos de trabajo: Quitar elementos de fijacin (pos. 9, 15 y 10, 16, 18) Separar disco de brida (pos. 4) del cubo (pos. 1) y apoyarlo sobre ste. Quitar los elementos de fijacin (pos. 12, 15). Separar los elementos elsticos (pos. 7) con el grupo constructivo membrana (pos. 3) del cubo de montaje (pos. 5) y quitarlos como unidad de la instalacin. Quitar los elementos de fijacin (pos. 11) de tal manera que pueda separarse el grupo constructivo membrana (pos. 3) de los elementos elsticos (pos. 7). Quitar los elementos de fijacin (pos. 7.4, 7.6). Ahora pueden reemplazarse los elementos elsticos (pos. 7). El ensamblado se efecta en secuencia inversa. La alineacin de la instalacin se describe en forma separada.
11 Garanta
Por encargo de las Sociedades de Clasificacin damos la siguiente indicacin para acoplamientos clasificados: El comportamiento de la instalacin de accionamiento a vibraciones torsionales est comprobado y aprobado por la Sociedad de Clasificacin. El comportamiento satisfactorio esperado slo es garantizado si todos los componentes responden a los valores sobre los que se basa el clculo de vibraciones de torsin. Para el acoplamiento ello significa el cumplimiento exacto de la rigidez torsional y amortiguamiento dinmicos. En caso Tema Vulkardan-E/RATO-R 4110, 4111, 4400/2400 Ttulo Instr. de instalacin y de mantenimiento Vulkardan-E RATO-R Sector Elaborado Controlado y aprobado Documento: E&W 4110, 4111, 4400 spanischresponsable 07.02.2007 07.02.2007 Versin: 010 TB 20 S. Prbner T. Schoppe Pgina: 13/16
de un eventual reemplazo de elementos slo deben emplearse elementos originales VULKAN con datos tcnicos coordinados y autorizacin de las Sociedades de Clasificacin.
12 Mantenimiento
Normalmente no es necesario un mantenimiento del acoplamiento VULKARDAN-E /RATO-R. En muchos casos, sin embargo, el acoplamiento VULKARDAN-E/RATO-R es un indicador de un funcionamiento defectuoso de la instalacin. Recomendamos una comprobacin de la pieza elstica en caso de circunstancias extraordinarias como p.ej. contacto de la hlice, operacin con fallos, cortocircuito, fallo de sincronizacin o paradas de emergencia. En caso de instalaciones montadas elsticamente y en el marco de los intervalos de inspeccin de los rodamientos de motor, debiera efectuarse un control de alineacin y una comprobacin de la pieza elstica, dado que desalineaciones influyen sustancialmente sobre la vida til. En caso de que durante el control visual el elemento VULKARDAN-E/RATO-R presentase fisuras que excediesen las profundidades de fisura indicadas en la Tabla 1, deber reemplazarse el elemento VULKARDAN-E/RATO-R. Tamao Fisuras en el centro Fisuras en la zona constructivo del cuerpo elstico del borde [mm] [mm] 4010/4020 4910/4920 5410/5420 5710/5720 6010 3,0 3,0 3,0 4,0 4,5 5,5 5,5 5,5 6,5 8,0
Aclaraciones ms detalladas se encuentran en la publicacin Criterios para la evaluacin de acoplamientos VULKAN-RATO-S/R que puede ser solicitado a VULKAN-Service. Tabla 1 Una recomendacin de reemplazo del elemento se rige de acuerdo al caso de aplicacin diferencindose groseramente en dos categoras principales (ver Tabla 2). Caso de aplicacin Recomendacin Accionamiento principal con condiciones 15000 h ilimitadas, es decir sin conocimiento de un perfil de carga Accionamiento principal con condiciones Se define en coordinacin con VULKAN limitadas, es decir con conocimiento de un perfil Se pretende una seleccin del de carga acoplamiento de acuerdo al intervalo de Accionamientos PTO con exigencias de la inspeccin principal del motor alineacin Tabla 2
VULKAN: PRODUKTIONSSTCKLISTE
Fert-Artikel: 1K60140129-C VULKARDAN-E Zeichnung: 1K60100129 11 Abmessungen FM 348 X 180 X 185 42CrMo4V Werkstoff Bemerkung LV
Status:
Datum: 28.09.2010 Seite: 1 gedruckt von: MARSCHALL
Po
Menge
Material
Bezeichnung
4G21R4050M-C
CUBO
3 FM 353X 268 6014 M M M FM 33 X 20.2 X 4.5 FM 27 X 16.2 X 4.5 FM 30 X 18.2 X 4.5 M FM 27 X 16.2 X 4.5 M 16 10 934 siehe Zeichnung 16 X 60 10.9 933M siehe Zeichnung siehe Zeichnung siehe Zeichnung 18 X100 10.9 931M 16 X 30 10.9 933M 20 X 80 10.9 931M ST/GUMMI X 17 C45+N
2K6062000M-C
GRUPO MEMBRANA
3G21R9000M-C
ANILLO INTERMEDIO
2K6014A002
VE-ELEMENTO
24
7000120080-C
TORNILLO DE CAB.HEXA.
10
12
7001116030
13
12
7000118100-C
15
24
7033620000
DISCO
16
12
7033616000
DISCO
19
12
7033618000
DISCO
20
7001116060
SKT.SCHRAUBE
21
7033616000
DISCO
22
7020116000
Tuerca Hexagonal
MAN B&W Diesel

1690749-1.1 Page 1 (2)
Space requirements
1400000 L21/31
Dismantling space
Sufficient space for pulling the pistons, cylinder liners, cylinder heads, and charging air cooler must be available.
Fig 1 Lifting height for pistons
Fig 2 Lifting height for cylinder heads
Fig 3 Lifting height for cylinder liners
04.47
MAN B&W Diesel

1400000 L21/31 Space requirements
1690749-1.1 Page 2 (2)
Fig 4 Dismantling lub oil filter
Fig 5 Dismantling lub oil pump
Fig 6 Dismantling charging air cooler
Fig 7 Dismantling complete cylinder unit
04.47
MAN B&W Diesel

1690746-6.0 Page 1 (2)
Weight and dimensions of principal parts
1487000 L21/31
Fig 1 C ylinder head incl. rocker arms Approx 225 kg
Fig 2 Piston Approx 40 kg
Fig 3 Cylinder liner Approx 80 kg
Fig 4 Connecting rod Approx 62 kg
03.43
MAN B&W Diesel

1487000 L21/31 Weights and dimensions of principal parts
1690746-6.0 Page 2 (2)
Fig 5 Cylinder unit Approx 485 kg
Fig 6 Charging air cooler Approx 267 kg
03.43
MAN B&W Diesel

1690751-3.0 Page 1 (1)
Engine ventilation
1400000 L21/31 L27/38
The air intake to the engine room should be dimensioned in such a way that a sufficient quantity of air is available not only for the main engine, auxiliaries, boilers etc, but also to ensure adequate ventilation and fresh air when work and service are in progress. We recommend the ventilation capacity should be min 50% more than required air consumption (in tropical conditions more than 100% should be considered) for main engine, auxiliaries, boilers etc. It is important that the air is free of oil and sea water to prevent fouling of the ventilators and filters. The air consumption of the main engine appears from the planning data.
Approx 50% of the ventilating air should be blown in at the level of the top of the main engine close to the air inlet of the turbocharger. Air should not be blown directly onto heat emitting components or directly onto electric or other water sensitive apparature. A small airflow should be evenly distributed around the engine and reduction gear in order to dissipate radiated heat. With closed engine room and all air consuming equipment operating, there should always be positive air pressure in the engine room. Surplus air should be led up through the casing via special exhaust openings. Alternatively extraction fans should be installed. Fire arresting facilities must be installed within the casings of the fans and ventilation trunkings to retard the propagation of fire.
03.43
MAN Diesel
13 July 2011
Drawing ident no
Fuel oil system

2 14 34 77-4.1 1435000 1690730-9.1 1435000 1690731-0.4 2 00 38 22-8.1
Fuel oil system, MDO Fuel oil system Fuel oil system- MDO (3 pages) 3/4" Back pressure valve 10 2003822-8
Fuel oil system components: The pipelines between the individual components of the fuel oil system must be carefully cleaned before start-up of the system. Check of flushing: An engineer from MAN Diesel, must approve the cleanliness of the external fuel oil system, before the fuel oil system is connected to the main engine.
---oooOOOooo---
End of Section 1.06 - Fuel oil system
Edition 1
MAN Diesel
1690730-9.1 Page 1 (1)
Fuel oil system
1435000 L21/31 L27/38
General
The engine can be equipped with different equipment depending on fuel oil quality. The standard engine, for operation on MDO (Marine Diesel Oil), is equipped with built-on: Fuel oil primary pump Double lter with paper inserts Lubrication of fuel oil pumps Fuel oil pumps with leak oil seal Uncooled fuel injection valves The MDO built-on equipment is designed for single engine installation. For multi engine installations it is recommended to have either two separate fuel supplies or the built-on pumps have to be replaced by electrical pumps. The standard engine, for operation on HFO (Heavy Fuel Oil), is equipped with built-on: Fuel oil duplex lter Fuel oil back pressure valve Lubrication of fuel oil pumps Fuel oil pumps without leak oil seal Uncooled fuel injection valves Equipment for cleaning of turbocharger turbine side during operation
The built-on equipment is designed for use of fuel oil modules, normally referred to as booster modules. For multi engine installations a common fuel oil feed system should cover all engines.
Fuel oil quality

We recommend to use heavy fuel up to 380 cSt/50 C, even though the engine is designed for operation on o HFO up to 700 cSt/50 C, depending on the actual fuel quality. For fuel oil quality, see Quality Requirements 1435000. The maximum injection viscosity is 12-14 cSt. Velocity recommendations for fuel oil pipes: Marine Diesel Oil: Suction pipe: 0.5 - 1.0m/s Delivery pipe: 1.5 - 2.0 m/s Suction pipe: 0.3 - 0.8 m/s Delivery pipe: 0.8 - 1.2 m/s
o
Heavy Fuel Oil:
08.45
MAN Diesel
1690731-0.4 Page 1 (3)
Fuel oil system - MDO
1435000 L21/31
Fuel oil system for operation on gas/diesel oil
2053276-2.0
Item
1 2 3 4 5 6 7 8 9
Description
Prelter for purier Transfer pump Purier MDO service tank Sightglass for MDO overow Duplex lter (magnetic insert) Hand pump Primary pump Double lter with metal insert
Shut-off valve at B4 is to be placed as close to the connections as possible
MDO service tank (item 4):

Min capacity in m3 for 8 hours operation: CYL. 6L21/31 7L21/31 8L21/31 9L21/31 WITH PURIFIER OR SETTLING TANK 2.4 2.6 3.2 3.6
Connections:
B1 B3 B4 B7A Fuel oil primary pump - suction Fuel oil primary stand-by pump - pressure Fuel oil circulation to service tank Leak oil to drain tank (with alarm)
The lowest oil level of the service tank must be min 500 mm above centerline of crankshaft
Fig 1 Fuel oil system - MDO
09.35
MAN Diesel
1435000 L21/31
Fuel oil storage
The storage and handling system comprises of bunker tanks, pipe systems and transfer systems
1690731-0.4 Page 2 (3)
Purier, item 3
For engines operating on MDO we recommend cleaning of the oil by a purier to remove water. For the blended fuel oil (M3 in accordance to BS MA100 fuel oil specication) which can be expected in some bunker places, the purier is also an important cleaning device. We recommend the automatic self-cleaning type. As a guideline for the selection of purier, the following formula can be used: Design data: Capacity: V = C x (24/T)
Cleaning systems
The cleaning system normally comprises of a settling tank, pipe system and equipment for cleaning of the MDO prior to use in the engine. The settling tank should be designed to provide the most efcient sludge and water separation. The tank should be provided with bafes to reduce mixing of sludge with the fuel. The bottom of the tank should have a slope toward the sludge drain valve(s), and the pump suction must not be in the vicinity of the sludge space. We recommend that the capacity of a single settling tank is sufcient to ensure minimum 24 hours operation.
V: The nominal capacity of the purier in litres/hour C: Consumption at MCR in liters/hour T: Daily separating time, depending on purier (20_22 hours) Guidance given by the manufacturer of the purier must be observed. If aux engines are fed from the same fuel oil system, the fuel oil consumption has to include all engines. Pre-heating is normally not necessary, but a purifying temperature of approx 40oC is recommended for better separation. Some Marine Diesel Oils have a high content of parafn which cloggs up lters and can cause unintended engine stopping. To avoid this preheating can be necessary. A heat exchanger and a thermostatic valve using the main engine HT cooling water as heating media can be installed, if necessary.
Prelter, item 1
To protect the purier pump (item 2), a prelter should be inserted before the pump. Design data: Capacity: Mesh size: See oil pump, item 2 0.8_1.0 mm
Oil pump to purier, item 2

The pump can be driven directly by the purier or by an independent motor. Design data: Capacity: According to purier Pressure: Max 2.5 bar Temperature: Max 40oC
09.35
MAN Diesel
1690731-0.4 Page 3 (3)
1435000 L21/31
Service tank, item 4

The service tank shall be dimensioned to contain puried MDO for operating minimum 4 hours at MCR. Attention must be paid that the fuel oil inlet pipe is connected to the side of the tank in a position to avoid sludge and water contamination of the MDO. A vent pipe from the tank should be led up to the deck level minimum 500 mm above the tank. Precaution should be taken that water does not enter the tank through the vent pipe. To ensure satisfactory suction when starting up the main engine, the lowest oil level in the service tank should be at least 500 mm above the suction to the primary pump (item 8 in g 6.1) and the stand-by primary pump.
Fuel oil consumption

For calculating the necessary tank size, purier, stand-by pumps, etc, the consumption stated in the planning data, based on engine MCR, should be used. These values include an addition for engine driven pumps plus 5% tolerance in accordance with ISO requirements.
Cooler requirements
Fuel oil temperatures before engine / fuel oil injection pumps (MDO/MGO): If the fuel oil temperature before engine / fuel injection pumps exceeds 40 C or the viscosity is below 2,2 cSt ooler must be built-in, in order to ensure the lubricating properties for the injection pumps.
Duplex suction lter, item 6 Notes

A duplex suction lter with magnetic inserts should be installed in the suction line of the fuel oil primary pump to protect the pump. The lter should be designed for the capacity of the built-on primary pump with a mesh size of 0.50.8 mm. We recommend that the total pressure drop in the piping system is calculated in order to ensure that the pump capacity is sufcient and the ow velocity is as recommended by us. We should be pleased to review your piping diagrams and give our comments and recommendations. The shipyard is responsible for the choice of method, design and execution.
Stand-by primary pump, item 7

Design data: Capacity: 4 x MCR consumption Pressure: 2.5 bar
09.35
MAN Diesel
13 July 2011
Drawing ident no
Lubricating oil system

2 15 33 65-2.0 1440000 1690729-9.2
Lubrication oil system Lubricating oil system (4 pages)
Lubricating oil: Only approved lubricating oils of the type SAE30 are to be used for the main engine type 6L21/31 Please see Quality Quality of Lube Oil (SAE40) for Operation on gas Oil and Diesel Oil (MGO/MDO) and Biofuel in part 1.01 Lubricating oil system components: The pipelines between the individual components of the lubricating oil system must be carefully cleaned before start-up of the system. Check of flushing: An engineer from MAN Diesel, must approve the cleanliness of the external lubricating oil system, before the lubricating oil system is connected to the main engine.
---oooOOOooo---
End of Section 1.07 - Lubricating oil system
Edition 1
MAN B&W Diesel

1690729-9.2 Page 1 (4)
1440000 L21/31
General
The engine features an entirely closed wet sump lub oil system, ensuring easy installation and no risk of dirt entering the lub oil circuit. The helical gear type lub oil pump is installed in the front_end box and draws the oil from the sump. Via a double check valve with connection for stand_by pump, the oil flows to the pressure regulator, through the built_on lub oil plate cooler and the integrated automatic lub oil filter to the engine. The back_flush oil from the filter is drained to the sump. A purifier must be connected to maintain proper condition of the lub oil. Integrated thermostatic elements ensure a constant lub oil temperature to the engine.
Lub oil consumption

The lub oil consumption is 0.5_0.8 g/kWh (always referring to MCR). It should, however, be observed that during the running_in period the lub oil consumption may exceed the values stated:
Engine type
6L21/31 7L21/31 8L21/31 9L21/31
Lub oil consumption litres / hour

0.7 _ 1.2 0.8 _ 1.3 1.0 _ 1.5 1.1 _ 1.7
Lub oil requirements

Only lub oils meeting the requirements in the List of Lubricating Oils may be used. Within the guarantee period, only lub oils approved by us should be used, unless a written statement has been given.
05.50
MAN B&W Diesel

1440000 L21/31
Lub oil system
The lub oil system is the same for both MDO and HFO operation.
1690729-9.2 Page 2 (4)
Pipe dimension:
Cyl. DN x DN xx 6 125 100 7 125 100 8 150 125 9 150 125
Connections:
D4 D5 D7 D8 D12 H Lub oil stand-by pump, suction Lub oil stand-by pump, pressure Lub oil to purifier Lub oil from purifier Lub oil filling Venting of crankcase
Item 1 2 3 4 5 6 7 20 21 22 23
Description
Lub oil pump, attached Lub oil pump, stand-by Lub oil cooler Thermostatic valve Automatic backflush filter Lub oil pressure control valve Strainer (magnetic insert) Prefiler for lub. oil purifier Lub oil purifier pump Preheater for lub. oil purifier Lub oil purifier
Automatic backflush filter (item 5):

Flushing outlet to sump Filter outlet Filter inlet
5A 5B 5C
Backflush filter unit, 30 mm Pressure controlled by-pass valve Back-up filter in line, 100 mm
05.50
MAN B&W Diesel

1690729-9.2 Page 3 (4)
1440000 L21/31
Lub oil stand_by pump, item 2

To ensure good suction conditions for the lub oil pump, the pump should be placed as low as possible. The suction pipe should be as short and with as few bends as possible in order to prevent cavitation of the pump. The lub oil stand_by pump also acts as a priming pump for the engine prior to start. Design data: Capacity: See planning data Pressure: Min 5 bar Temperature: Max 85C Viscosity at normal operation: 40 cSt (corresponding to 70C) Max viscosity for dimensioning of el-motor: 1000 cSt (corresponding to 12oC for SAE 40 oil) The turbocharger is connected into the same piping system and must not be primed for more than 5 minutes. The motor starter for the stand_by pump must be fitted with time and auxiliary relays limiting the stand_by pump to run for 5 minutes only. When we are to supply the motor starter, the function described is built_in. When the motor starter is not included in our scope of supply, a drawing showing the components and connections required will be forwarded.
Automatic lub oil,back_flushing filter,item5

The built_on automatic lub oil filter has 2 filtering stages: The primary filter contains several filter candles with a filter mesh of 30 m corresponding to a nominal filtration degree of 20 m. The back_flushing facility operates continuously by means of the oil pressure. The back flushing oil is led to the oil sump, The pressure drop across the filter candles is approx 0.2 bar with clean filter. In case the pressure drop exceeds 2 bar, by_pass valves in the filter will open. The filtered oil is always passing the secondary filter with a filter mesh of 100 m. This filter also acts as a safety filter in case the by_pass valves are open.
Lub oil pressure control valve, item 6

The control valve ensures a correct lub oil pressure also in case of operation with the lub oil stand_by pump.
Strainer with magnetic insert, item 7

The strainer is part of the suction pipe in the oil sump.
Lub oil cooler, item 3

The lub oil cooler with stainless steel plates is built_on to the engine. All connections are integrated in cooler/ front_end box. The heat dissipation appears from the planning data.
Prefilter, item 20
To protect the purifier pump, item 21, a prefilter should be inserted before the pump. Design data: Capacity: Mesh size: See oil pump, item 21 0.8 _ 1.0 mm
Lub oil thermostatic valve, item 4

The integrated thermostatic valve has 4 elements and controls the inlet temperature to the engine. The nominal set-point is 66C. Manual override is featured when required by the classification society concerned.
05.50
MAN B&W Diesel

1440000 L21/31
Lub oil pump to purifier, item 21
The pump can be driven directly by the purifier or by an independent motor. Design data: Capacity: V: F: P: V=FxP
1690729-9.2 Page 4 (4)
Lub oil preheating

In case engine stopped for a larger period it can be required to install a preheater which can maintain at least 40 C in case engine has a longer stand still period. Preheating the lub oil to 40 C is effected by the preheater of the seperator via the free-standing pump. The preheater must be enlarged in size if necessary, so that it can heat the content of the service tank to 40 C within 4 hours.
Pump capacity in litres/hour MDO - 0.32 HFO - 0.38 Power of the engine in kW at MCR Max 2.5 bar
Pressure:
Lub oil purifier, item 23

The circulating oil will gradually be contaminated by products of combustion, water and/or acid. In some instances cat_fines may also be present. In order to prolong the interval between the exchange of oil it is necessary to install an automatic self_cleaning lub oil purifier dimensioned to handle a flow of approx 0.32-0.38 l/kWh. As a guideline for the selection of purifier, the following formula can be used: V = F x P x (24/T) V: F: P: T: The nominal capacity of the purifier in litres/ hour MDO - 0.32 HFO - 0.38 Power of the engine in kW at MCR Daily separating time, depending on purifier (22_24 hours)
Temperature: Max 95C
Preheater before lub oil purifier, item 22

The preheater must be able to raise the temperature of the oil from approx 65C to approx 95C, which is the temperature of the oil for purifying. Capacity: C: V: C = V x t/1800
Capacity of the preheater in kW Flow through preheater in litres/hour - defined from the capacity of the purifier. t: Temperature difference 35C (engine operating) Max pressure 4 bar Max pressure loss 0.5 bar Specific load on heating surface for an electric preheater must not exceed 0.8 W/cm2 .
Guidance given by the manufacturer of the purifier must be observed.
05.50
MAN Diesel
13 July 2011
Drawing ident no
Cooling water system

2 15 34 09-7.0 1400000 1690733-4.2 2 02 48 39-9.0 M10-MFM 1644725-01 2 00 27 76-7.0 2 04 21 42-2.1 Heatpac CBM 26/78 1818091-02V1
Central cooling water system Cooling water system (8 pages) FW Thermostatic valve with manual override (35 C) 17 37 2024839-9 2143691-7
HT Freshwater cooler Instruction Manual. Plate Heat Exchangers M3, M6, M10, TS6, T2, T5 LT/HT CW expansion tank. 100 litre Dimensions for level switch MDO cooler. Alfa Laval. CBM 26-40 Heatpac CBM. Braces plate heat exchanger. Component Description
29/49
2153772-5 193 824-0
55
2140810-1
Preheating arrangement: The engine must be fitted with a cooling water preheating arrangement. Preheating is required to avoid shock loads if the engine is started from cold. Preheating is also required to avoid the forming of condensation in the crank case. Cooling water treatment: The fresh water used as coolant should be as clean as possible and must be treated with additives in order to reduce the risk of corrosion in the engine. The fresh water cooling system should be treated prior to carrying out sea trails.
---oooOOOooo---
End of Section 1.08 - Cooling water system
Edition 1
MAN B&W Diesel

1690733-4.2 Page 1 (8)
1400000 L21/31
34
35
29
49
B A
38
F12 F7
39
33
F10 F5 F6 F4
31 M
F8 F1
30
B
PSL 1102 PT 1102A PT 1102B TE 1102
A C
36 37
TE 1104A
TE 1104B
F13
32 13
E7 Gearbox E7 E8
1103 TE
TE 1002 TE 1005
TE 1004
E2
A C B
18
M
16 10
PT 1002
15
E6
2054053-8.1
E6
14
TE 1003
PSL 1002
17
4 3 4 3 1
E3
11
M
E1
Item
1 2 3 4 9 10 11 13 14 15 16 17 18 29 30 31 32 33 34 35 36 37 38 39 49
Description
Seachest low Seachest high Sea water filter Sea water pump Overboard discharge valve LT pump _ LT stand by pump Charging air cooler, LT section Orifice for cooling water to gearbox Gear oil cooler Engine lubricating oil cooler LT thermostatic valve Central cooler LT expansion tank HT pump _ HT stand by pump Charging air cooler HT section Adjustment valve for heat recovery Thermostatic valve for heat recovery Heat recovery HT thermostatic valve HT fresh water cooler Circulating pump for preheater Preheater HT expansion tank
Connections:
E1 E2 E3 E6 E7 E8 F1 F4 F5 F6 F7 F8 F10 F12 F13
LT cooling water inlet _ LT cooling water outlet (to cooler) _ LT cooling water stand-by pump pressure LT cooling water to gear cooler (on gear/engine) LT cooling water from gear cooler (on gear/engine) LT cooling water tp expansion tank (venting) _ HT cooling water inlet _ HT cooling water stand-by pump pressure HT cooling water to heat recovery system HT cooling water from heat recovery system HT cooling water to expansion tank (venting) HT cooling water from expansion tank _ Engine preheating inlet _ Engine preheating outlet _ HT cooling water outlet (to cooler)
Sea water filters (item 3):

We recommend a filter with max 3 mm meshsize to prevent clogging of the central cooler.
Thermostatic valves (items 17, 34 and 36):

A, B and C refer to port position (diverting mode)
Expansion tank (items 29 and 49):

The lowest water level in the expansion tanks should be min 6 meters above centerline of crankshaft. Inlet to expansion tank to be beneath the lowest water level.
Fig 1 Cooling water diagram

05.49
MAN B&W Diesel

1400000 L21/31
The engine is designed for freshwater cooling only. Therefore the cooling water system has to be arranged as a centralised or closed cooling water system. All recommendable types are described in the following. The engine design is almost pipeless, ie the water flows through internal cavities inside the front_end box and the cylinder units. The front-end box contains all large pipe connections. On the aft_end, the water to the gear oil cooler has to be connected by the yard. The engine is equipped with built_on freshwater pumps for both the high and low temperature cooling water systems. To facilitate automatic start_up of stand_by pumps, non_return valves are standard. Thermostatic valve elements which controls the high and low temperature cooling water system are also integrated parts of the front_end box. The engine is equipped with a two stage charge air cooler. The first stage is placed in the high temperature cooling water system. The charging air temperature after the turbocharger is at its maximum, making a higher degree of heat recovery possible, when the heat is dissipated to the high temperature cooling water. The second stage of the charge air cooler is placed in the low temperature system. It will cool the charging air further down before entering the combustion chamber. For special applications ie sailing in arctic waters with low air temperatures and direct air intake from deck, a regulating system can be applied to control the water flow to the second stage of the charge air cooler in order to increase the charging air temperature, at low load. The pH value should be between 6.5 and 8 at 20C. The total hardness of the water must be max 10dH (German hardness degrees). If the hardness is higher, the water should be diluted with some soft water. The contents of chlorine, chloride, silicate and sulphate must be as low as possible and must not exceed the following values: Chlorine: Chloride: Silicate: Sulphate: 10 PPM 50 PPM 150 PPM 100 PPM
1690733-4.2 Page 2 (8)
The fresh water must be treated with additives in order to reduce the risk of corrosion in the engine. Anti corrosive agents are not included in our usual scope of supply. The freshwater cooling system should be treated prior to carrying out sea trials. There are two basic types of chemical additives: Chromate base Nitrite base or similar Additives of chromate base are often considered to be more effective, but we advise against using them due to their extreme poisonousness and they are not permitted if a freshwater generator is incorporated in the plant. For information on additives recommended by us, please refer to Cooling water inhibitors, which can be forwarded on request. New engines, supplied by us are cleaned and nitrated. Providing the freshwater inhibiting is correctly maintained then future cleaning of the system should hardly be necessary. However if it should be required, we would be pleased to assist with recommendations for degreasing, descaling with acid and inhibiting.
Water quality
The fresh water used as coolant, should be as clean as possible.
05.49
MAN B&W Diesel

1690733-4.2 Page 3 (8)
1400000 L21/31
Velocity recommendations for freshwater and sea water pipes: freshwater: Suction pipe: 2.0 _ 2.5 m/s Delivery pipe: 2.0 _ 2.5 m/s Sea water: Suction pipe: 1.0 _ 1.5 m/s Delivery pipe: 1.5 _ 2.5 m/s
Pressure: Sea water temperature:
1.8 _ 2.0 bar Max 32C
The volume of sea water required to circulate through a known sized cooler to remove a known amount of heat, is very sensitive and dependent on the sea water temperature. The relation between sea water temperature and the necessary water flow in the central cooler is shown in fig 3.
Central cooling water system Sea water filter, item 3

Design data: Capacity: Pressure drop across clean filter: Pressure drop across dirty filter: Mesh size: Free filter hole area: See sea water pump Max 0.05 bar Max 0.1 bar 3 _ 5 mm Min two times the normal pipe area.
Sea water pumps, item 4

The pumps should always be installed below sea water level when the ship is unloaded.
Fig 3 Necessary water flow

Depending on the actual characteristic of the system resistance curve and the pump characteristic curve, the sea water flow with only one pump in service will be approx 75%. This means that the cooling capacity can be obtained with only one pump until reaching a sea water temperature of approx 30C. The back pressure in single pump operation must be observed as a low back pressure may lead to unfavourable operation and cavitation of impeller. We are pleased to advise on more specific questions concerning the layout of pumps and location of orifices, etc.
Fig 2 Pump characteristic

The pumps in parallel, layout point 2 (see fig 2), are as standard designed to fulfil: Capacity: Determined by the cooler manufacturer. Approx 100 _ 175% of fresh water flow in the cooler, depending on the central cooler.
Central cooler(s), item 18

If we are to supply the central cooler(s) it will be a plate cooler with titanium plates.
05.49
MAN B&W Diesel

1400000 L21/31
Design data: Heat transfer: Pressure drop LT: Pressure drop SW: See planning data Max 0.5 bar Max 0.5 bar standard Max 1.0 bar if HT cooler is in LT system Design data: Heat transfer: See planning data Pressure drop HT: Max 0.5 bar Pressure drop SW: Max 0.5 bar
1690733-4.2 Page 4 (8)
HT fresh water cooler (option) Two central coolers in parallel

For an extra investment of 20_25% for the central cooler a much greater safety margin can be achieved by installing two central coolers each of 50% required capacity, operating in parallel instead of one cooler at 100% capacity. With such flexibility it is possible to carry out repair and maintenance during a voyage especially in temperate climates where the sea water temperature is below the design temperature. The HT cooler can as an alternative be installed as a part of the LT cooling water system. This will require a separate thermostatic valve for the LT cooling water system. The HT freshwater cooler will be a plate cooler in stainless steel. Design data: Heat transfer: Pressure drop HT: Pressure drop LT: See planning data Max 0.5 bar Max 0.5 bar
LT freshwater pump, item 10

The built_on low temperature pump is of the centrifugal type. The maximum back pressure in the low temperature section with clean cooler must not exceed 2.5 bar. For multi engine installations with a common centralised cooling water system the built-on pumps should be replaced with common electrically driven pumps for full flow. Design data: See planning data
LT thermostatic valve, item 17

The temperature of the LT cooling water to the charge air cooler is normally controlled by thermostatic valve elements of the expanding agent type. The function of the thermostatic valve is to maintain the outlet temperature of the low temperature water within 35C to 45Cdepending on operating conditions, by re_circulating the water to the suction of the pump or let it in through the central cooler (item 18). This will ensure that the fresh water inlet temperature to the charging air cooler will not be lower than 25C at MCR, in order to reduce condensation of water in the charging air receiver. The re_circulated water is led directly to the suction side of the built-on pumps. The thermostatic elements are replaceable and set at a fixed temperature of 35C.
LT stand_by pump, item 11

The stand_by pumps should be of the centrifugal type. Design data: Capacity: Pressure:
See planning data,for the built_on freshwater pump See planning data, for the built_on freshwater pump
Expansion tanks, items 29 and 49

Separate expansion tanks for the LT and HT system should be installed to accommodate for changes of volume due to varying temperatures and possible leakage in the LT and HT systems. The separated HT and LT systems facilitates trouble shooting.
HT sea water cooler, item 37

The HT sea water cooler will be a plate cooler in titanium as standard.
05.49
MAN B&W Diesel

1690733-4.2 Page 5 (8)
1400000 L21/31
The minimum water level in the expansion tank should be no less than 6 m above the centre line of the crankshaft. This will ensure sufficient suction head to the freshwater pump and reduce the possibility of cavitation, as well as local hot spots in the engine. The expansion tank should be equipped with a vent pipe and flange for filling the tank with water and inhibitors. The vent pipe should be installed below the minimum water level to reduce oxidation of the cooling water due to splashing from the vent pipe. Volume: Min 10% of water volume, however, min 100 litres.
Preheater, item 39
The engine must be fitted with preheating facilities. Preheating is required to avoid producing unnecessary shock loads that may arise as a result of temperature differences if the engine is started from cold. Design data: Preheating temperature MDO engine: Min 50C Preheating temperature HFO engine: 60_70C The heating power required for electrical preheating is stated below: Engine type 6L21/31 7L21/31 Heating power 7 kW 8 kW 9 kW 10 kW
HT stand-by pump, item 31

The stand-by pumps should be of the centrifugal type. Design data: Capacity: Pressure: Temperature: See planning data, for the built-on freshwater pump See planning data, for the built_on freshwater pump Max 95C
8L21/31 9L21/31
The figures are based on raising the engine temperature to 50C (20_60C) for a period of 10 hours including the cooling water contained within the engine. We will be pleased to make calculations for other conditions on request. The preheater can be of the electrical type. If sufficient central heating capacity is available, a plate type heat exchanger can be installed. It is important that the inhibited fresh water, used in the main engine cooling system, is not mixed with water from the central heating system.
Circulating pump for preheater, item 38

For preheating the engine a pump should be installed to circulate high temperature cooling water through the preheater. Design data: Capacity: Q: m= Q x 3,6 Cp x t m3/h
Heat radiation from engine in kW, see below Cp:Specific heat for water 4.187 kJ/kgC t: The desired temperature drop across engine = 5C Pressure: Temperature: Max 2 bar Max 85C
Thermostatic valve for heat recovery, item 34

If the heat recovery is below 25% of the heat rejection from engine jacket water the heat recovery equipment (item 35) can be connected in series with the HT freshwater cooler. By utilisation of more than 25% of the heat in the HT cooling water section, an additional thermostatic valve, item 34, should be installed for by_passing of the HT fresh water cooler thus avoiding unnecessary cooling after the heat recovery equipment (item 35).
05.49
MAN B&W Diesel

1400000 L21/31
Connection of heat recovery or freshwater generator
By layout of the freshwater generator we recommend that no more than 90% of the heat available at MCR is utilised due to safety margins, part load operation and deviations in ambient conditions, The expected obtainable freshwater production using a normal generator of the single vacuum evaporator type can be estimated. Design data: Capacity: Q: Pressure: Pressure drop: Temperature: m = 0.03 x Q m /24h Utilised heat in kW Max 2.5 bar Max 0.5 bar 80C
3
1690733-4.2 Page 6 (8)
Such systems are advantageous in the following conditions: Sailing in shallow waters Sailing in very cold waters Sailing in corrosive waters (eg some harbours) Sailing in water with high contents of solids (dredging and some rivers) A disadvantage of most closed cooling water systems is the poor heat transfer coefficient. LT coolers with very small temperature differences between the cooling water and the sea or raw water, require a relatively large heat exchanger to enable sufficient heat transfer. The L21/31 engine is a high efficient main engine calling for high efficient coolers. Therefore some designs cannot be recommended. We are available to offer advice for specific cooler types, but the final responsibility for design, pressure losses, strength and system maintenance remains with the yard and the ship owner. We reserve the right not to accept proposed coolers, which seems to be insufficient for its purpose. Also when using other types of closed cooling water systems the HT and LT cooling water systems have to be separated.
Different arrangements of central cooling systems

There are many variations of centralised cooling systems and we are available to discuss various changes to suit an owners or builders specific wishes. For each plant, special consideration should be given to the following design criteria: Sea water temperatures, pressure loss in coolers, valves and pipes, pump capacities etc, for which reason these components have not been specified in this guide.
Box cooler
The box cooling system has through many years proven to be a reliable closed cooling water system. The box cooler is a pre_manufactured tube bundle for mounting in a sea chest. The movement of the sea water across the heat exchanger is initiated by the movement of the heated sea water upwards because of the lower density compared with that of the surrounding water. This means that the heat transfer is less dependant on the ships speed, compared to coolers mounted on the shell of the vessel. However the speed of the vessel does have some influence on the cooling area. For vessels sailing at below 3 knots at MCR, ie tugs, dredgers etc, the speed has to be considered when designing the cooler.
Closed cooling systems

Several systems have been developed to avoid sea water. The benefits are: Minimising the use of expensive corro sion resistant pipes, valves and pumps Sea water pumps at reasonable costs No cleaning of plate type central heat exchangers
05.49
MAN B&W Diesel

1690733-4.2 Page 7 (8)
1400000 L21/31
The temperature of the sea water has influence on the heat exchanger efficiency as well. We recommend that a temperature of 25C or 32C is used, depending on the vessels operating area. The tube bundle is normally of corrosion resistant material with a non_metallic coating. The coating protects the vessel from galvanic corrosion between the sea chest and the box cooler. Uncoated coolers may be used, but special consideration has to be given to the galvanic separation of the box cooler and the hull.
In waters with mussels and shell fish these might want to live on the tube bundle, which the different box cooler manufacturers have different solutions to avoid. If the box cooler is supplied by us, it consists of a steel frame for welding to the hull, a tube bundle and a topbox, delivered complete with counter flanges, gaskets and bolts. Design data: Heat transfer: Pressure drop through all coolers: Min vessel speed at MCR: See planning data Max 0.5 bar Normally more than 3 knots
Fig 4 Box cooling diagram

05.49
MAN B&W Diesel

1445000 L21/31
Other cooler types
Some traditional, low efficient coolers fitted to the hull and often referred to as keel cooling, skin cooling or tank cooling is not recommended for the L21/31 engine. The layout of such coolers is difficult and changes due to lack of efficiency is very complicated and expensive. The low temperature difference between the sea water and the LT cooling water results in a very large cooling water surface. Depending on the design of the cooler, the waterflow around the hull and to the propeller will be disturbed, causing increased hull resistance and lower speed for the same power.
1690733-4.1 Page 8 (8)
05.01
Plate Heat Exchanger
_________________________________________________________________________ Hot Side Cold side Fluid Water Water Density kg/m 974.6 986.3 Specific heat capacity kJ/(kg*K) 4.18 4.17 Thermal conductivity W/(m*K) 0.666 0.643 Viscosity inlet cP 0.353 0.590 Viscosity outlet cP 0.407 0.492 Volume flow rate Inlet temperature Outlet temperature Pressure drop Heat Exchanged L.M.T.D. O.H.T.C clean conditions O.H.T.C service Heat transfer area Fouling resistance* 10000 Duty margin Relative directions of fluids Number of plates effective plates Number of passes Extension capacity Plate material / thickness Sealing material Connection material Connection diameter Nozzle orientation Pressure vessel code Fluid danger group Has risky vapour pressure Flange rating Design pressure Test pressure Design temperature m/h C C kPa kW K W/(m*K) W/(m*K) m m*K/W % 50.9 80.0 69.2 48.2 620.0 23.6 7639 7009 3.7 0.12 9.0 Countercurrent 19 17 1 4 ALLOY 304 / 0.40 mm NBRB CLIP-ON Unlined 100 S1 -> S2 PED , Category 0 No Danger bar bar C DIN PN10 5.0 6.5 80.0 50.0 45.6 56.4 49.5
Technical Specification Customer : MAN Diesel Model : M10-MFM Project: : DKVEJHN-337/P 21065 - HTCooler 620kW Item : Date
: 2008-12-18
mm
NBRB CLIP-ON Unlined 100 S4 <- S3 No Danger 5.0 6.5 60.0
Overall length x width x height mm 720 x 470 x 1084 Liquid volume dm 9.0 9.0 Net weight, empty / operating kg 287 / 305 Packed weight( BOX(OCEAN) ) kg 317 Internal volume m 0.5 length x width x height mm 1100 x 600 x 790 ___________________________________________________________________________________
Performance is conditioned on the accuracy of customers data and customers ability to supply equipment Data, specifications, and other kind of information of technological nature set out in this documentand submitted by Alfa Laval to you (Proprietary Information) are intellectualproprietary rights of Alfa Laval. The Proprietary Information shall remain the exclusive property of Alfa Lavaland shall only be used for the purpose of evaluating Alfa Lavals quotation. The Proprietary Information may not, without the written consent of Alfa Laval, be used or copied, reproduced, transmitted or communicated or disclosed in any other way to a third party.
SUPPLIER
MAN Diesel
CUSTOMER NAME / REF. NO.
120
215
420
40
40
PLATE HEAT EXCHANGER
NBRB CLIP-ON ALLOY 304 0.40 mm 3,7 m 1*9L/1*9L
100
DIN PN10
UNLINED S1,S2,S3,S4 69
100
DKVEJHN-337
180 M16x8
460
GASKET PLATE MATERIAL PLATE THICKNESS HEATING SURFACE PLATE GROUPING
10
505
70
30
70
3 HOLES 28 FOR M20 OR M24 FOUNDATION BOLTS
10
RISKCATEGORY
RECOMMENDED FREE SPACE FOR OPENING AND CLOSING
1084
6,5 bar 5 bar 60 C 0 C
719
ITEM NO.
600
M30
Jan Madsen Hansen
SIGN.
FRAME PLATE
(FIXED) 470 500 30 A 83 mm 30 225 (MOVABLE) SECTION A-A
AGENT / REF.
REMARKS:
PRESSURE PLATE
TEST PRESSURE DESIGN PRESSURE MAX TEMPERATURE MIN TEMPERATURE NETWEIGHT WEIGHT WITH WATER
S4
450
REF.
SIDE1
S1
600 600
6,5 bar 5 bar 80 C 0 C 287 kg 305 kg
SIDE2
0
S3 S2
A
THIS SPACE SHOULD BE KEPT FREE FROM FIXED INSTALLATIONS
PED
F.D.G. 2
2
DATE
P 21065 - HTCooler 620kW
2008-12-18
INLET S1
S3
ALL DIMENSIONS IN MILLIMETERS
TOTAL LENGTH TOTAL WIDTH TOTAL HEIGHT
720 470 1084
MEDIA
LIQUID VOL. TEMP. 80.0 C

45.6 C
REV NO.
SIDE 1
Water
OUTLET S2
S4
TEMP. 69.2 C
56.4 C
FLOW RATE 50.9 m/h

50.0 m/h
PRESSURE DROP 48.23 kPa

49.52 kPa
9,46 dm 9,46 dm
Water
Marine & Diesel Product Catalogue
Copyright 2003 Alfa Laval
Edition: Released
7. Heat transfer - 1 Pre-heaters MDPC
Heatpac CBM 26/76

Drawings & Charts - Dimensions
CBM 26
REF. 1764560, REV. 4
Article No. 1764560-81 1764560-82 1764560-83 1764560-84 1764560-85
Heater type CBM 26-20 CBM 26-40 CBM 26-60 CBM 26-80 CBM 26-100
A 160 160 260 260 310
CBM 76
Marine & Diesel Product Catalogue Illustrations, indications of material, dimensions and weights etc. herein, do not constitute any commitment on our part. We reserve the right to change such specifications when necessary.
Page: 1
Marine & Diesel Product Catalogue
Copyright 2003 Alfa Laval
Article No. 1764561-81 1764561-82 1764561-83 1764561-84 1764561-85
Heater type CBM 76-20 CBM 76-40 CBM 76-60 CBM 76-80 CBM 76-100
A 190 190 310 310 370
Document published on Web Created by CN=Beatrice Westin/OU=TU/OU=SE/O=ALFALAVAL on 2004-06-14
Modified by Beatrice Westin on 2010-06-18
Marine & Diesel Product Catalogue Illustrations, indications of material, dimensions and weights etc. herein, do not constitute any commitment on our part. We reserve the right to change such specifications when necessary.
Page: 2
Component Description
Heatpac CBM
Brazed plate heat exchanger
Product No. Printed Book No.
1764560-81 to 85 1764561-81 to 85 Jun 1997 1818091-02 V1
Alfa Laval Marine & Power
Alfa Laval reserve the right to make changes at any time without prior notice. Any comments regarding possible errors and omissions or suggestions for improvement of this publication would be gratefully appreciated. Copies of this publication can be ordered from your local Alfa Laval company. Published by: Alfa Laval Separation AB Marine & Power Oil Treatment Division S - 147 80 Tumba Sweden
Copyright Alfa Laval Separation AB 1996.
Study instruction manuals and observe the warnings before installation, operation, service and maintenance.
Not following the instructions can result in serious accidents with fatal injuries.
P000272A
In order to make the information clear only foreseeable conditions have been considered. No warnings are given, therefore, for situations arising from unintended usage of the machine and its tools. A summary of the safety information is found in the Safety chapter under divider 1.
Contents
1
1.1 1.2
Function Description
Application Design
1 1 1 3 3 4 4 5 7 7 8 9 11 11 12 13 15 15 15
2
2.1 2.2 2.3
Operation
Start Operation Stop
3 4
4.1 4.2 4.3
Fault Finding Maintenance

General information Manual Cleaning Cleaning with CIP
5
5.1 5.2 5.3
Technical Data
Specification Dimensions CBM 26 Dimensions CBM 76
6
6.1 6.2 6.3 6.4
Installation
System Design Heater Mounting Installation of Ancillary Components Installation Drawings
6.4.1 6.4.2 6.4.3 Heatpac CBM preheating system Heatpac Heatpac CBM FCS heating system CBM connection kit for CIP unit
17 18 18 19 20 21
Spare Parts
1818091-02
Function Description
1.1 Application
The heater is primarily for heating of mineral oils. The heating medium can be steam, hot water or thermal oil.
1.2 Design
The heater consists of a number of corrugated stainless steel plates brazed together to form a plate pack. The pack is designed so that the mineral oil flows through every second space between the plates, and the heating medium through every second space. Highly efficient heat transfer is generated by allowing the two liquids to flow in opposite directions. The heater has a manufacturing plate, which can be found behind the cover plate between the connection flanges. When contacting Alfa Laval, please state the heater type and manufacturing number.
Heat transfer priciple
1. 2. 3. 4. 5. 6. 7. 8. 9.
Manufacturer, manufacturing year Manufacturing serial number Type designation Article number Connection description Dessign pressure, maximum Design temperature Volume, litres Approval
1818091-02
P003521A
P003531A
1 Function Description
Heatpac CBM
1818091-02
Operation
Operation of the Heatpac CBM system will depend on the actual heating system configuration. Information regarding operation is therefore mainly to be found in the relevant instructions for the control equipment. General start and stop procedures are described below.
2.1 Start
WARNING
Burn hazard The heater must not be used without the insulated protection cover. This shields the hot surfaces and also acts as a safety cover in the unlikely event of leakage. 1. Make sure that all valves in the oil line are fully open. 2. Start the oil feed pump. 3. If necessary vent air from the heater through the relief valve. 4. Start the heater controller. 5. Open the heating media supply and outlet valves. 6. Check that the correct oil outlet temperature is reached. If the right temperature is not reached, see the Fault finding chapter.
1818091-02
2 Operation
Heatpac CBM
2.2 Operation
The Heatpac CBM does not require any particular attention during normal operation. However, regularly check the pressure indicators (if installed) before and after the heater. The pressure difference indicates the pressure drop in the heater. If the pressure drop increases to more than approx. 0.5 1 bar, the heater is starting to clog and needs to be cleaned, see Maintenance.
Pressure drop checking 1. Inlet pressure 2. Outlet pressure
CAUTION
Burn hazard To prevent pressure or heat shocks in the system, adjustment of the flow rate must be carried out slowly. The heater can otherwise be damaged.
2.3 Stop
1. Stop the heater controller. 2. Close the heating medium supply and outlet valves. 3. Wait until the oil outlet temperature starts to drop. 4. Stop the oil feed pump.
1818091-02
P003481A
Fault Finding
Fault
High pressure drop. High temperature.
Probable cause
Deposits inside the heater. Set-point changed in the control unit. Flow irregularities or abnormal input conditions. Regulating valve not functioning.
Remedy
Clean the heater, see the maintenance chapter. Adjust set-point. Check oil flow and inlet temperature. Adjust process condition. Check fuse in the control unit or check for broken wiring. Check the regulating valve. Shut off heating medium. Open oil inlet and outlet valves.
Relief valve opens.
Oil valves closed causing oil to overheat.
Low temperature. Set-point changed in the control unit. Flow irregularities or abnormal input conditions. Regulating valve not functioning.
Adjust set-point. Check oil flow and inlet temperature. Adjust process condition. Check fuse in the control unit or check for broken wiring. Check the regulating valve. Clean the heater, see the maintenance chapter. Check if the heater is connected according to the installation drawings, see Technical data. By-pass the steam trap for a while to ensure that the condensate line is not blocked or shut off. If the flow of the condensate is in order, then check the steam trap. Rearrange the pipe in order to eliminate stress and to correct alignment. Relocate or replace damaged gaskets. Check and clean the surfaces. Fit new gaskets. Relocate the piping to the heater according to the Installation chapter.
Deposits inside the heater. Incorrect installation. Steam trap not functioning.
Leakage between Misalignment between flange and flange and connection. heater. Dislocated or damaged gasket. Foreign objects on the surfaces. Mixing of media. Pipe connections mixed.
1818091-02
3 Fault Finding
Heatpac CBM
1818091-02
Maintenance
4.1 General information

The plate corrugations are designed to create high turbulence which, to a high degree, will prevent the formation of deposits on the plate surfaces. However, fouling cannot always be eliminated and will cause pressure drop and poor heat transfer, resulting in reduced performance and increased energy requirement. Therefore, never wait with cleaning until the heater is choked-up. Cleaning should be carried out every six months or at other intervals based on experience. If the heating medium is steam or hot water, the heating cirquit must also be cleaned. Recommended cleaning agents: For fuel oil heater: Alfa Laval fuel oil liquid (Art. No. 1763500-02). For lube oil heater: Alfa Laval lube oil liquid (Art. No. 1762852-01). The Alfa Laval cleaning liquids are specially suitable for the materials used in the Heatpac CBM. Liquids that are corrosive to copper or stainless steel, for example hydrochloric acid and nitric acid, must not be used.
1818091-02
4 Maintenance
Heatpac CBM
WARNING
Burn hazard Shut off the oil flow and the heating medium flow before starting maintenance.
WARNING
Corrosion hazard Pay strict attention to the safety instructions for the cleaning liquid used.
NOTE
Only use cleaning liquids as specified. Other cleaning agents may corrode the metal surfaces.
4.2 Manual Cleaning

Manual cleaning is carried out as follows: 1. Disconnect the heater. 2. Drain the heater. 3. Flush the heater through with fresh water. 4. Drain the heater from water. 5. Fill the heater with hot cleaning liquid (50-70 C). Use the type and concentration required for the deposits present.
1818091-02
Heatpac CBM
4 Maintenance
6. Let the liquid stay in the heater for at least 60 minutes. If possible, let the cleaning liquid circulate in the heater. 7. Drain the cleaning liquid. 8. Flush through with clean water. 9. Reconnect the CBM heater using new gaskets.
4.3 Cleaning with CIP

Alfa Laval CIP System type 10M (for in place cleaning of separators) can be used for cleaning the CBM heater (a CIP unit connection kit is required). The cleaning procedure when using the CIP unit is described below (see figure). See also the CIP System Manual for information regarding the operation of the CIP. 1. Disconnect the heater. 2. Connections suitable for either of the two CIP hose dimensions are available in the CIP-CBM connection kit. Use the appropriate connection to fit the CIP hoses to the CBM heater oil inlet and outlet flanges, see drawings in Technical Data. 3. Connect a hose between the highest connection on the CIP unit and the heat exchanger oil outlet (2) 4. Connect a hose to the heat exchanger oil inlet and put the free end into the CIP tank (1). 5. Plug the two remaining connections on the CIP (3). Make sure that the bottom valve on the CIP tank is closed. Close the valve in the CIP tank also.
P003501A
1. Return from the heater 2. Outlet to the heater 3. Plugged connections
1818091-02
4 Maintenance
Heatpac CBM
6. Fill the CIP with hot water (50-70 C) and cleaning liquid at recommended concentrations. Total volume should be 15-20 litres. 7. Start the CIP pump and run it for at least 60 minutes. 8. Stop the CIP pump. 9. Empty the CIP tank by opening the CIP drain valve. 10. Close CIP tank drain valve. 11. Fill the CIP with fresh water, volume 15-20 litres. 12. Start the CIP pump and rinse the CBM heater for 10 minutes. 13. Stop the CIP pump. 14. Empty the CIP tank by opening the CIP drain valve. 15. Disconnect the CIP. 16. Reconnect the CBM heater using new gaskets.
NOTE
Take care not to reinstall the heater upside-down.
10
1818091-02
Technical Data
5.1 Specification
Operating pressure, maximum Test pressure Operating temperature, maximum Medium Heating media The following shall apply to the heating media: Steam: Water: Thermal oil condensate pH sodium in condensate pH value 8.8 - 9.2 < 0.01 mg/l Shall be neutral to minimize corrosion risk The thermal oil must be highly resistant to oxidation and thermal desintegration. It must also have good corrosion protection properties. Plates and connections Brazing material Insulation Cover Stainless steel AISI 316 Copper Mineral wool (30 mm) Aluminium 1.6 MPa (16 bar) 2.4 MPa (24 bar) 225 C Mineral oil Steam, hot water, thermal oil
Materials:
Mounting style: for hot water or thermal oil Vertically or horizontally for steam Vertically
Ref. 1764560-61 Rev. 3
1818091-02
11
5 Technical Data
Heatpac CBM
5.2 Dimensions CBM 26
Ref. 1764560 Rev. 3 A. Mounting brackets (2x) B. Identification plate C. Installation label D. Mounting holes (4x)9 E. For welding F. Depth of heater (see table below)
Article No.
1764560-81 1764560-82 1764560-83 1764560-84 1764560-85
Type
CBM 26 20 CBM 26 40 CBM 26 60 CBM 26 80 CBM 26 100
Depth of heater (mm)

160 160 260 260 310
Volume each side

0.5 litres 1.0 litres 1.5 litres 2.0 litres 2.5 litres
Weight
9 kg 14 kg 15 kg 19 kg 22 kg
12
1818091-02
X006563A
Heatpac CBM
5 Technical Data
5.3 Dimensions CBM 76
Ref. 1764561 Rev. 3 A. Mounting brackets (2x) B. Identification plate C. Installation label D. Mounting holes (4x) 11 E. For welding F. Depth of heater (see table below)
Article No.
1764561-81 1764561-82 1764561-83 1764561-84 1764561-85
Type
CBM 76 20 CBM 76 40 CBM 76 60 CBM 76 80 CBM 76 100
Depth of heater (mm)

190 190 310 310 370
Volume each side

2.5 litres 5.0 litres 7.5 litres 10.0 litres 12.5 litres
Weight
31 kg 41 kg 51 kg 61 kg 71 kg
1818091-02
13
X006552A
5 Technical Data
Heatpac CBM
14
1818091-02
Installation
6.1 System Design

Heatpac CBM is designed for use in an oil preheating system for separator feed oil, or in a fuel conditioning system for engine fuel oil. Because of its small volume, the Heatpac CBM is very sensitive to temperature fluctuations in the various media. This must be taken into consideration when designing the control system. Use a PI temperature controller. Select a regulating valve with the fastest possible reaction rate. It should also be installed close to the steam inlet in order to avoid condensate build up. The temperature sensor should be placed as close to the oil inlet of the heater as possible. This will give rapid reaction even at low media flow.
6.2 Heater Mounting

When installing the Heatpac CBM, the following should be taken into consideration: If steam is to be used, the heater must be mounted vertically. If both media are liquids the heater can be mounted either vertically or horizontally. Before connecting any piping to the heater, make sure that all foreign objects have been rinsed out of the system. Vibrations or other forces from the connected piping must be avoided.
1. Heating medium inlet 2. heating medium outlet 3. Drip tray 4. Relief valve drain 5. Oil inlet pressure indicator 6. Oil inlet 7. Heated oil outlet 8. Oil outlet pressure indicator
1818091-02
15
P003491A
6 Installation
Heatpac CBM
When connecting the pipe system to the heater make sure that no stress or strain is placed on the heater by the piping system. Also remember that expansion of the piping due to heat can result in high stress. The heater should be connected so that the media flow in opposite directions. The heating medium shall always be connected to the upper and lower left connections as seen from the front of the Heatpac CBM. Make sure that the installation and identification labels are right side up. Consequently the oil should be connected to the right connections. Use the flange bolts supplied with the heater as longer bolts may damage the heater plates. Install a drip tray under the heater for collection of oil and heating medium when the heater is disconnected for cleaning.
A. B. C. D.
Heating medium inlet Heating medium outlet Oil inlet Oil outlet
16
1818091-02
X006562A
Heatpac CBM
6 Installation
6.3 Installation of Ancillary Components

Specifications A relief valve with provision for deaeration must be installed in the oil outlet line, before the shut-off valve. See the installation drawings
WARNING
Burn hazard Make sure that the relief valve outlet leads into a collecting tank or below floor level. All connections to the heater shall be fitted with shut-off valves so that the heater can be removed if necessary. The valves must not be of the fast-closing type as these can cause pressure shocks in the heater. When using steam as heating medium, a float type steam trap should be installed at a level lower than the outlet of the heater. Recommendation Pressure indicators should be installed before and after the heater in order to detect pressure drops, which indicate fouling of the heater.
1818091-02
17
6 Installation
Heatpac CBM
6.4 Installation Drawings

6.4.1 Heatpac CBM preheating system
Ref. 1764576 Rev. 0 1. 2. 3. 4. 5. 6. 7. 8. 9. Heater , Heatpac CBM Regulating valve, SRV1 Temperature sensor, 2x Pt100 Temperature indicator Steam trap (only for steam heating) Shut-off valve Relief valve Temperature controller, MTC-60 Pressure indicator A. B. C. D. E. F. Oil inlet To separator Voltage supply Steam (Hot water or Thermal oil) Condensate Alternative (delivered with separator)
18
1818091-02
X009521A
Heatpac CBM
6 Installation
6.4.2 Heatpac CBM FCS heating system
Ref. 1764578 Rev. 0 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Heater , Heatpac CBM Regulating valve, SRV1 Temperature sensor, 2x Pt100 Temperature indicator Steam trap (only for steam heating) Shut-off valve Relief valve Temperature controller, VCU-160 Viscochief, EVT-10 Pressure indicator A. B. C. D. E. Oil inlet To diesel engine Voltage supply Steam (Hot water or Thermal oil) Condensate
1818091-02
19
X009531A
6 Installation
Heatpac CBM
6.4.3 Heatpac CBM connection kit for CIP unit
Ref. 1764630 Rev. 1 1. 2. 3. 4. 5. 6. Flange complete Gasket Couplings nut O-ring Caps Nut A. CIP Unit B. To CIP tank C. CBM heater D. Oil outlet side E. Oil inlet side F. Lower (2x) connections on CIP unit blinded G. For CIP connection R 1 1/2 H. For CIP connection R 1 1/4
Kit No. CBM 26 1764630-80 CBM 76 1764630-81
20
1818091-02
X006382A
Spare Parts
Spare Parts for Heatpac CBM 26

Item Article No. Type Remarks Parts Recommended included for 3 years in delivery operation
4 24
1764560-81 1764560-82 1764560-83 1764560-84 1764560-85
Heater CBM 26 20 Heater CBM 26 40 Heater CBM 26 60 Heater CBM 26 80 Heater CBM 26 100 Gasket for flange
incl. insulation incl. insulation incl. insulation incl. insulation incl. insulation
1764629-01
Spare Parts for Heatpac CBM 76

Item Article No. Type Remarks Parts Recommended included for 3 years in delivery operation
-
1764561-81
Heater CBM 76 20
incl. insulation
1818091-02
21
G052891A
7 Spare Parts
Heatpac CBM
Item
Article No.
Type
Remarks
Parts Recommended included for 3 years in delivery operation

4 24
1764561-82 1764561-83 1764561-84 1764561-85 2 1764628-01
Heater CBM 76 40 Heater CBM 76 60 Heater CBM 76 80 Heater CBM 76 100 Gasket for flange
incl. insulation incl. insulation incl. insulation incl. insulation
22
1818091-02
MAN Diesel
13 July 2011
Drawing ident no
Starting air system

2 15 37 67-8.1 1450000 1690734-6.1 2 04 66 98-0.2 DDK000023
Compressed air system Starting air system (2 pages) Starting air receiver, 3 x 500 litre Starting air compressor. LT20-30KE 3/3A/3B 1/1A 2506984-2 2153377-2
Starting air system: In order to be able to drain possible condensed water, a drain valve has to be installed at the lowest position of the starting air pipe.
---oooOOOooo---
End of Section 1.09 - Starting air system
Edition 1
MAN B&W Diesel

1690734-6.1 Page 1 (2)
Starting air system
1450000 L21/31
05.49
MAN B&W Diesel

1450000 L21/31
Compressor, items 1 and 1A
The pressure switch (PSL) for aut start/stop of the compressors 1 and 1A is to be connected to the charging air pipe as close as possible to the starting air receiver, to compensate for pressure peaks from the compressor. If the pipe is short, a buffer tank or damper is recommended. Each of the starting air receivers items 3 and 3A should be pressurized to 30 bar for approx 20 minutes.
Starting air system
1690734-6.1 Page 2 (2)
Pressure reducing valve, item 5

The air supply for overspeed stop is reduced from 30 bar starting air pressure to 7_8 bar overspeed stop air pressure. The pressure drop is alarmed by the pressure switch (PT1322) for the pressure reducing valve. The pressure reducing valve is supplied as standard.
Starting air and charging air pipe Filter with water trap, item 2
A filter with water trap should be installed in the charging air pipe between the compressors and the starting air receivers. The starting and charging air pipes are to be installed with a slope towards the starting air receiver, preventing possible condensed water from running into the air starting motor or the compressors. A drain valve has to be installed at the lowest position of the starting air pipe, as shown in fig 1.
Starting air receiver, items 3 and 3A

The starting air receiver should, preferably, be vertically installed and secured to a bulkhead, thus ensuring easy acess to the water drain valve. If space conditions do not permit vertical mounting, the receiver may be minimum 5 off the horizontal, with the drain valve at the lowest position, as shown in fig 1. Two starting air receivers are standard equipment for each plant:
05.49
-1-
POWER SUPPLY 440V/3/60Hz ATLAS COPCO KETTING STARTING AIRCOMPRESSOR LT 20-30 KE Frame mounted fully automatic unit with water separator and air pressure switch for auto start / stop. According to drawing DDK000023 rev.00 Construction description: Compressor block and electric motor are built together on a common base frame including : - Coupling and flexible element - Coupling house - Flexible hose for compressed air outlet - Stainless steel water separator with integrated check valve and pressure gauge - Solenoid valve - Pressure switch - Low pressure relief valve and high pressure safety valve - Vibration isolators Excluded from standard scope of supply: - starter box (control panel).
Technical specification: COMPRESSOR BLOCK: Compressor block, 2-stage, 2-cylinder, air cooled with compressed air interstage- and aftercooler. Make Type compressor Free air delivery Maximum effective working pressure Speed Shaft input at 30 bar Sound pressure level Lubrication type Compressor block material High- and low pressure cylinder material 3-PHASE E-MOTOR: The starting air compressor is installed with a tropicalized e-motor which is suitable for high ambient temperatures of approx. 50 C. The e-motor is provided with pre-loaded bearings and is greased for lifetime. The e-motor is including factory test certificate and build according to the regulations of most common classification bodies: Lloyds Register of Shipping, Bureau Veritas, Germanischer Lloyd and Det Norske Veritas.
Document nr. TDS97056 rev 07
:Atlas Copco :LT 20-30 :71.0 m3/hour* :30 bar :1800 :16.4 kW :88 dB(A) :Splash :Aluminium :Aluminium
Atlas Copco Ketting Marine Center

Maxwellstraat 1, 1976 AD IJmuiden P.O. Box 112, 1970 AC IJmuiden The Netherlands
Member of the Atlas Copco Industrial Air Division Phone +31 (0)255 54 85 85 Fax +31 (0)255 51 64 46 Fax parts +31 (0)255 51 98 33 www.ackmarine.nl info@ackmarine.nl
-2-
Continuation technical specification: Make Type E-Motor Power rating R.p.m Power supply Enclosure Insulation class E-motor material Standard painting colour BUILD ON PARTS: Danfoss pressure switch Spidex flexible coupling Danfoss drain valve Non return valve Safety valve Moisture trap stainless steel Rubber hose compressed air outlet Barry vibration isolators Pressure gauge Base frame colour Manuals: The LT 20-30 compressor will standard be delivered with one instruction manual and one part list on CD-ROM in PDF format. Also one test certificate will be delivered in hard copy format. Weight and dimensions: Dimensions ( l x w x h ) Weight Common information: This starting air compressor can easy be installed without any special tools or other resources. Important note: the electrical control system must allow unloaded starting and unloaded stopping to avoid damage to the unit (this feature is included when control panel is in ACKetting Marine Center scope). :1250 x 680 x 950 mm :300 kg :KPS-39 :A48-92Sh :EV224B :ACN :32 bar :6667 :SAE100R1AT 3/4"300 mmT pipe connection 22 mm :C-2060 :low pressure/ high pressure :Ral 9005 (black, acryl coating) :Rotor :5RN160L04/B35 :17.3 kW :1800 :440V/3 phase /60Hz :IP-55 :F :cast iron :RAL 7030 (grey, epoxy coating)
* Free Air Delivery measured according ISO 1217 with reference conditions: Absolute inlet pressure :1 bar Intake air and coolant temperature :20C
Document nr. TDS97056 rev 07
Atlas Copco Ketting Marine Center

Maxwellstraat 1, 1976 AD IJmuiden P.O. Box 112, 1970 AC IJmuiden The Netherlands
Member of the Atlas Copco Industrial Air Division Phone +31 (0)255 54 85 85 Fax +31 (0)255 51 64 46 Fax parts +31 (0)255 51 98 33 www.ackmarine.nl info@ackmarine.nl
MAN Diesel
13 July 2011
Drawing ident no
Exhaust gas system

1459000 1699864-1.1 2 03 90 84-4.3 706450-4 2 03 54 60-8.1 2 10 89 26-6.0 1 62 82 55-4.6
Exhaust gas system (2 pages) Measuring of back-pressure Expansion bellow, exhaust gas, DN450. Expansion bellow, exhaust gas, DN450 Intermediate Flange. Mounted on turbo charger. Exhaust silencer. 35dB (A) with spark arrestor 706455-3 2504917-4 2108926-6 1636993-9
Exhaust gas system: The exhaust back pressure should not exceed 250mm H2O at max rpm and load. Sharp bends should be avoided. A pipe branch should be welded into the exhaust line to enable measurements of the exhaust back pressure to be taken. The exhaust piping must exert no force on the gas outlet of the turbocharger.
---oooOOOooo---
End of Section 1.10 - Exhaust gas system
Edition 1
MAN Diesel
1699864-1.1 Page 1 (2)
Exhaust gas system
1459000 L21/31 L27/38
Exhaust pipe
It is important that the exhaust piping is as short and with as few sweep bends as possible. Sharp bendings and small diameter exhaust pipes produce high back pressures which will affect the engine combustion. The exhaust back pressure should not exceed 250 mm WC at MCR. An exhaust gas velocity of max 35 m/sec at MCR through the exhaust system is usually acceptable, but depends on the actual installation and ow resistance. Each engine must have its own separate exhaust system to avoid fouling of the turbocharger when an engine is not in operation. We will be pleased to assist in making a calculation of the exhaust back pressure. The gas outlet from the turbocharger, expansion bellows, connecting piece, exhaust pipes and silencers must be insulated with suitable material. The insulation should be protected by a thin metal plating and comply with class and national authority requirements. Care must be taken when installing silencers with spark arresters to ensure that the access doors are situated to permit ease of removal for cleaning. The minimum dimensions of the exhaust pipes are stated in the planning data.
Exhaust pipe mounting

When the exhaust system is designed, consideration must be given to the radiation of heat and noise. Because the exhaust system is subject to considerable thermal uctuations, it is necessary to incorporate exible as well as rigid suspension points. In order to compensate for thermal expansion in the longitudinal direction, expansion bellows must be inserted as shown. Depending on the actual exhaust piping system, it may be necessary to insert extra expansion bellows. The expansion bellows should preferably be placed at the rigid suspension points. The exhaust piping must exert no force on the gas outlet of the turbocharger. The pipe work should be easily removable to facilitate ease of cleaning and maintenance. Each connection in the pipe line should be tted with a gasket. A pipe branch should be welded into the exhaust line to enable measurements of the exhaust back pressure to be taken. To prevent the ingress of water, the terminal outlet should be provided with a collar, as shown in g 1. The exhaust piping is to be provided with water drains, which are to be kept open constantly for draining the condensation water or possible leak water from waste heat boilers.
08.17
MAN Diesel
1459000 L21/31 L27/38
Collar
Exhaust gas system
1699864-1.1 Page 2 (2)
Exhaust silencer
Breather pipe Branch for measuring exhaust gas back pressure

H
Fixed supports Expansion bellow Movable supports
Fixed supports Expansion bellow
Sockets for sensors (Yard supply)
Connection to breather pipe
Fig 1 Exhaust gas system
08.17
Page 1 of 1
Current Displaying Contents of 2504871-6.0EXH. COMPENSATOR, DN450 (DesignView) x2

2504871-6.0-EXH. COMPENSATOR, DN450 (DesignView) x 2 706455-3.0-EXPANSION BELLOW, DN 450 (DesignView) x 1 706450-4.0-EXPANSION BELLOW, EXHAUST GAS x 1 EN362R04570450.0-WELD-ON FLANGES x 2 2031639-8.0-GASKET TAPE FOR EXHAUST COMPENSA x 4 EN61W2065.0-HEXAGON SCREW x 32 EN91M20.0-NUTS x 32
2010-05-21
Page 1 of 1
Current Displaying Contents of 2504917-4.0EXPANSION BELLOW, DN450 (DesignView) x2

2504917-4.0-EXPANSION BELLOW, DN450 (DesignView) x 2 2035460-8.1-EXPANSION BELLOW x 1 EN362R04570450.0-WELD-ON FLANGES x 1 2031639-8.0-GASKET TAPE FOR EXHAUST COMPENSA x 4 EN61W2065.0-HEXAGON SCREW x 32 EN91M20.0-NUTS x 32
2010-05-21

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MAN Diesel

UPDATES GENERAL DATA

FUEL OIL SYSTEM

LUBRICATING OIL SYSTEM

COOLING WATER SYSTEM

STARTING AIR SYSTEM

EXHAUST GAS SYSTEM

End of Section 1.01 - General data

MAN Diesel Supply Yard Supply

---oooOOOooo--End of General data

Quality of Marine Diesel Fuel (MDO)

Test method DMB

kg/m3 mm2/s cSt

ISO 3675 ISO 3104 ISO 3016

British Standard BS MA 100 1987 ASTM D 975 ASTM D 396 Table 1

Marine Diesel Oil (MDO) key properties to be adhered to

Quality of Marine Diesel Fuel (MDO)

1699891-5.1 Page 2 (2)

Viscosity- Temperature (VT) Diagram of Fuel Oil

Viscosity Temperature (VT) diagram

Viscosity- Temperature (VT) Diagram of Fuel Oil

1699893-9.2 Page 2 (2)

Specied injection viscosity mm2/s = cSt 12 14

1440000 L21/31 L27/38

Limit value preferably parafn basic 15

200 0.02 0.50

nheptane insolubles Evaporation loss Drop test (lter paper)

ASTMD4055 or DIN 51592

MAN Diesel test

Table 1 Lube oil (MGO/MDO) - specied values * in-house method

1699889-3.1 Page 2 (4)

Viscosity (SAE class) of lube oils

1440000 L21/31 L27/38

CHEVRON (Texaco, Caltex) EXXON MOBIL

PETROBRAS Q8 REPSOL SHELL

STATOIL TOTAL Lubmarine

1699889-3.1 Page 4 (4)

Quality of Engine Cooling Water

Total hardness pH-value

1dGH = German hardness: = 10mg CaO/litre = 17.9mg CaCO3/litre = 0.357mval/litre = 0.179mmol/litre

Quality of Engine Cooling Water

1699896-4.0 Page 2 (8)

Quality of Engine Cooling Water

Quality of Engine Cooling Water

1699896-4.0 Page 4 (8)

Quality of Engine Cooling Water

Quality of Engine Cooling Water

1699896-4.0 Page 6 (8)

Initial dose per 1,000 litre

Liquidewt Maxigard DEWT-NC

15,000 1) 40,000 4,500

700 1,330 2,250

1,050 2,000 3,375

Rocor NB Liquid Dieselguard

Naleet EWT Liq (9-108) Naleet EWT 9-111 Nalcool 2000

3,000 10,000 30,000

1,000 1,000 1,000

1,500 1,500 1,500

Vecom Schlenzigstrasse 7 21107 Hamburg Germany Table 2

Cool treat N.C.L.T.

Chemical additives - containing nitrite

Marichem - Marigases 64 Sfaktirias Street 18545 Piraeus, Greece

Quality of Engine Cooling Water