Beruflich Dokumente
Kultur Dokumente
2-TII
Project Guide
Electronically Controlled
Twostroke Engines
This Project Guide is intended to provide the information necessary for the layout of a marine propulsion
plant.
The information is to be considered as preliminary. It is intended for the project stage only and subject to
modication in the interest of technical progress. The Project Guide provides the general technical data
available at the date of issue.
It should be noted that all gures, values, measurements or information about performance stated in this
project guide are for guidance only and should not be used for detailed design purposes or as a substitute for specic drawings and instructions prepared for such purposes.
Data updates
Data not nally calculated at the time of issue is marked Available on request. Such data may be made
available at a later date, however, for a specic project the data can be requested. Pages and table entries
marked Not applicable represent an option, function or selection which is not valid.
The latest, most current version of the individual Project Guide sections are available on the Internet at:
www.marine.man.eu Two-Stroke.
Extent of Delivery
The nal and binding design and outlines are to be supplied by our licensee, the engine maker, see Chapter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of Extent of
Delivery forms is available in which the basic and the optional executions are specied.
Electronic versions
This Project Guide book and the Extent of Delivery forms are available on a DVD and can also be found
on the Internet at: www.marine.man.eu Two-Stroke, where they can be downloaded.
1st Edition
February 2014
198 92 48-8.0
All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way.
&GRGPFKPIQPVJGUWDUGSWGPVURGEKEKPFKXKFWCNRTQLGEVUVJGTGNGXCPVFCVCOC[DGUWDLGEVVQEJCPIGUCPFYKNN
DGCUUGUUGFCPFFGVGTOKPGFKPFKXKFWCNN[HQTGCEJRTQLGEV6JKUYKNNFGRGPFQPVJGRCTVKEWNCTEJCTCEVGTKUVKEUQH
GCEJKPFKXKFWCNRTQLGEVGURGEKCNN[URGEKEUKVGCPFQRGTCVKQPCNEQPFKVKQPU
+HVJKUFQEWOGPVKUFGNKXGTGFKPCPQVJGTNCPIWCIGVJCP'PINKUJCPFFQWDVUCTKUGEQPEGTPKPIVJGVTCPUNCVKQPVJG
English text shall prevail.
Copyright 2014 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as MAN Diesel & Turbo).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modication in the interest of technical progress. Reproduction permitted provided source is given.
7020-0152-00ppr Feb 2014
198 92 48-8.0
MAN B&W
Contents
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
A
MAN B&W
Contents
Chapter
1
Section
Engine Design
The fuel optimised ME Tier II engine
Tier II fuel optimization
Engine type designation
Power, speed, SFOC
Engine power range and fuel oil consumption
Performance curves
ME Engine description
Engine cross section
2.01
2.02
2.03
2.04
2.05
2.06
2.07
2.08
2.08
2.09
2.10
2.11
1983833-8.5
1983878-2.6
1988277-0.7
1986993-5.3
1988329-8.1
1983836-3.4
1987017-7.4
1988341-6.1
1988279-4.2
1988384-7.1
1988409-0.1
1983843-4.5
3.01
3.02
3.03
1988592-0.1
1984593-4.6
1988447-2.2
4.01
4.01
4.01
4.02
4.03
4.04
4.05
4.05
4.05
4.06
4.07
4.08
4.09
4.10
1984155-0.5
1985385-5.5
1984300-0.3
1984310-7.4
1984315-6.3
1984316-8.8
1985797-7.5
1988759-9.1
1988288-9.1
1988280-4.0
1988281-6.0
1988282-8.0
1988284-1.0
1988285-3.0
1988537-1.3
1989160-0.0
1983824-3.9
1988203-9.2
1984634-3.5
1985331-6.2
1989233-2.0
1988586-1.0
1.01
1.01
1.02
1.03
1.04
1.05
1.06
1.07
Electricity Production
Electricity production
Designation of PTO
PTO/RCF
Space requirements for side mounted PTO/RCF
Engine preparations for PTO
PTO/BW GCR
Waste Heat Recovery Systems (WHRS)
WHRS generator output
WHR element and safety valve
L16/24-TII GenSet data
L21/31TII GenSet data
L23/30H-TII GenSet data
L27/38-TII GenSet data
L28/32H-TII GenSet data
MAN Diesel
MAN B&W
Contents
Chapter
5
Section
Installation Aspects
Space requirements and overhaul heights
Space requirement
Crane beam for overhaul of turbochargers
Crane beam for turbochargers
Engine room crane
Overhaul with Double-Jib crane
Double-Jib crane
Engine outline, galleries and pipe connections
Engine and gallery outline
Centre of gravity
Water and oil in engine
Engine pipe connections
Counteranges
Counteranges, Connection D
Counteranges, Connection E
Engine seating and holding down bolts
Epoxy chocks arrangement
Engine seating prole
Engine top bracing
Mechanical top bracing
Hydraulic top bracing arrangement
Components for Engine Control System
Shaftline earthing device
MAN Alpha Controllable Pitch (CP) propeller
Hydraulic Power Unit for MAN Alpha CP propeller
MAN Alphatronic 2000 Propulsion Control System
5.01
5.02
5.03
5.03
5.04
5.04
5.04
5.05
5.06
5.07
5.08
5.09
5.10
5.10
5.10
5.11
5.12
5.12
5.13
5.14
5.15
5.16
5.17
5.18
5.18
5.18
1984375-4.7
1988883-2.0
1988745-5.0
1984848-8.3
1984510-8.3
1984534-8.4
1984541-9.2
1984715-8.3
1988584-8.1
1988656-8.0
1987644-3.0
1988582-4.1
1987006-9.1
1986670-0.6
1987027-3.4
1984176-5.11
1984184-8.3
1984199-3.4
1984672-5.8
1987758-2.1
1988927-7.0
1988538-3.2
1984929-2.4
1984695-3.6
1985320-8.3
1985322-1.5
6.01
6.02
6.03
6.04
6.04
6.04
6.04
6.04
6.04
6.04
6.04
6.04
6.04
1988291-2.0
1987463-3.0
1988051-6.0
1987149-5.6
1988877-3.1
1989102-6.0
1987145-8.1
1988581-2.0
1989103-8.0
1984318-1.3
1984420-9.6
1987140-9.0
1989105-1.0
MAN Diesel
MAN B&W
Contents
Chapter
7
Section
Fuel
Pressurised fuel oil system
Fuel oil system
Fuel oils
Fuel oil pipes and drain pipes
Fuel oil pipe insulation
Fuel oil pipe heat tracing
Components for fuel oil system
Components for fuel oil system, venting box
Water in fuel emulsication
1984230-4.5
1984231-6.3
1988349-0.
1984232-8.5
1983886-5.10
1984239-0.5
1988026-6.0
1987034-4.1
1985916-5.1
1984261-5.6
1989181-5.0
1984829-7.3
1984852-3.5
1987929-6.0
9.01
9.01
9.02
9.02
9.02
9.02
9.02
1988559-8.2
1988566-9.1
1983889-0.10
1987614-4.1
1987612-0.1
1985520-9.5
1987937-9.1
10.01
1988345-3.0
11.01
11.02
11.03
1984696-5.4
1984057-9.5
1983987-2.6
11
8.01
8.02
8.02
8.03
8.04
8.05
8.05
8.05
8.06
8.07
8.07
8.08
8.09
8.09
Cylinder Lubrication
Cylinder lubricating oil system
List of cylinder oils
MAN B&W Alpha cylinder lubrication system
Alpha Adaptive Cylinder Oil Control (Alpha ACC)
Cylinder oil pipe heating
Cylinder lubricating oil pipes
Small heating box with lter, suggestion for
10
1984228-2.7
1987660-9.3
1983880-4.6
1989112-2.0
1984051-8.3
1986768-4.2
1983951-2.8
1984735-0.3
1983882-8.5
Lubricating Oil
Lubricating and cooling oil system
Hydraulic Power Supply unit
Hydraulic Power Supply unit and lubricating oil pipes
Lubricating oil pipes for turbochargers
Lubricating oil consumption, centrifuges and list of lubricating oils
Components for lube oil system
Flushing of lubricating oil components and piping system
Lubricating oil outlet
Lubricating oil tank
Crankcase venting and bedplate drain pipes
Engine and tank venting to the outside air
Hydraulic oil back-ushing
Separate system for hydraulic control unit
Hydraulic control oil system
7.01
7.01
7.02
7.03
7.04
7.04
7.05
7.05
7.06
MAN Diesel
MAN B&W
Contents
Chapter
12
Section
Seawater Cooling
Seawater systems
Seawater cooling system
Cooling water pipes
Components for seawater cooling system
Jacket cooling water system
Jacket cooling water pipes
Components for jacket cooling water system
Deaerating tank
Temperature at start of engine
13
1983998-0.4
1986057-8.1
1984000-4.7
1988855-7.0
14.01
14.02
14.02
14.03
14.04
14.05
14.05
14.06
14.07
14.07
1984004-1.5
1988547-8.0
1988556-2.0
1984013-6.5
1988804-3.0
1987684-9.1
1984902-7.3
1984032-7.5
1984041-1.6
1988314-2.2
15.01
15.02
15.02
15.02
15.03
15.04
15.04
15.05
15.06
15.07
1984047-2.7
1984070-9.4
1984071-0.8
1984073-4.8
1984074-6.3
1984075-8.7
1984087-8.2
1984094-9.3
1984151-3.3
1986498-7.0
16.01
16.01
16.01
16.01
16.01
1984847-6.8
1987923-5.2
1987924-7.2
1988531-0.2
1987926-0.1
Exhaust Gas
Exhaust gas system
Exhaust gas pipes
Cleaning systems, water
Soft blast cleaning systems
Exhaust gas system for main engine
Components of the exhaust gas system
Exhaust gas silencer
Calculation of exhaust gas back-pressure
Forces and moments at turbocharger
Diameter of exhaust gas pipe
16
13.01
13.02
13.03
13.04
Scavenge Air
Scavenge air system
Auxiliary blowers
Control of the auxiliary blowers
Scavenge air pipes
Electric motor for auxiliary blower
Scavenge air cooler cleaning system
Air cooler cleaning unit
Scavenge air box drain system
Fire extinguishing system for scavenge air space
Fire extinguishing pipes in scavenge air space
15
1983892-4.4
1983893-6.5
1988305-8.0
1983981-1.3
1989226-1.0
1983984-7.7
1984056-7.3
1984063-8.3
1988346-5.0
14
12.01
12.02
12.03
12.04
12.05
12.06
12.07
12.07
12.08
MAN Diesel
MAN B&W
Contents
Chapter
17
Section
Vibration Aspects
Vibration aspects
2nd order moments on 4, 5 and 6-cylinder engines
1st order moments on 4-cylinder engines
Electrically driven moment compensator
Power Related Unbalance (PRU)
Guide force moments
Guide force moments, data
Vibration limits valid for single order harmonics
Axial vibrations
Critical running
External forces and moments in layout point
18
1988529-9.2
1988530-9.2
1984582-6.8
1987040-3.4
1984583-8.10
1984586-3.9
1984587-5.12
1986726-5.4
1986728-9.3
1984585-1.6
19.01
19.02
19.03
19.04
19.05
19.06
19.07
19.08
19.09
19.10
19.11
1987620-3.2
1984516-9.5
1984567-2.6
1988593-2.0
1984612-7.8
1986416-2.8
1984636-7.9
1988369-3.2
1988596-8.0
1987830-0.1
1987812-1.1
20.01
20.02
20.03
20.04
1984588-7.5
1984590-9.3
1984591-0.6
1984592-2.5
1983866-2.3
18.01
18.02
18.03
18.04
18.04
18.05
18.06
18.06
18.06
18.07
20
1984140-5.3
1984220-8.8
1983925-0.5
1984222-1.6
1988757-5.0
1984223-3.5
1984517-1.1
1988264-9.0
1984224-5.4
1984226-9.3
1986038-7.2
19
17.01
17.02
17.02
17.03
17.04
17.05
17.05
17.05
17.06
17.06
17.07
Appendix
Symbols for piping
MAN Diesel
MAN B&W
Subject
Index
Section
A
ACU, Auxiliary Control Unit .....................................16.01
Additional spares .....................................................19.07
Air cooler cleaning pipes .........................................14.05
Air cooler cleaning unit ............................................14.05
Air spring, exhaust valve .........................................13.03
Alarm - slow down and shut down system .............18.04
Alarm system ...........................................................16.01
Alarms for UMS Class and MAN Diesel & Turbo
requirements .......................................................18.04
Alpha ACC, Alpha Adaptive Cylinder Oil Control ......9.02
Alpha ACC, basic and minimum setting with ............9.02
Alpha ACC, specic minimum dosage with ..............9.02
Alpha Adaptive Cylinder Oil Control (Alpha ACC) .....9.02
Alpha CP propeller, Hydraulic Power Unit for ...........5.18
Arctic running condition ............................................3.02
Auto Pump Overboard System ...............................14.05
Auxiliary blower .............................................1.06 , 14.02
Auxiliary blower control ...........................................14.02
Auxiliary blower, electric motor for ..........................14.04
Auxiliary blower, operation panel for .......................14.02
Auxiliary blowers, emergency running.....................14.02
Auxiliary Control Unit (ACU) ....................................16.01
Auxiliary equipment system ....................................16.01
Auxiliary Propulsion System/Take Home System......4.04
Auxiliary system capacities for derated engines .......6.04
Axial vibration damper...............................................1.06
Axial vibrations ........................................................17.06
B
Back-ushing, hydraulic oil .......................................8.08
Balancing 1st order moments .................................17.02
Balancing other forces and moments .....................17.03
Basic items and Options, EoD ................................20.03
Bearing condition monitoring ..................................18.06
Bearing monitoring systems....................................18.06
Bearing Temperature Monitoring system (BTM) ......18.06
Bearing Wear Monitoring system (BWM) ................18.06
Bedplate ....................................................................1.06
Bedplate drain pipes .................................................8.07
Boiler, exhaust gas ..................................................15.04
BWIII/RCF units, extent of delivery for ......................4.02
Subject
Section
C
Cabinet for EICU, Engine Control System
Layout with .........................................................16.01
Calculation of capacities ...........................................6.01
Calculation of exhaust data for derated engine ........6.04
Calculation of exhaust gas amount and
temperature ..........................................................6.04
Calculation of exhaust gas back-pressure ..............15.05
Calculation of list of capacities for derated engine ...6.04
Capacities of the engine, calculation of ....................6.04
Capacities, calculation of ..........................................6.01
CCU, Cylinder Control Unit .....................................16.01
CEAS (Computerised Engine Application System)
application, the ...................................................20.02
Central cooler ..........................................................11.03
Central cooling ........................................................11.01
Central cooling system, advantages of ...................11.01
Central cooling system, disadvantages of ..............11.01
Central cooling water pumps ..................................11.03
Central cooling water system ..................................11.02
Central cooling water thermostatic valve ................11.03
Centre of gravity ........................................................5.07
Centrifuges, fuel oil....................................................7.05
Class and MAN Diesel & Turbo requirements .........18.04
Class and MAN Diesel & Turbo requirements,
alarms, slow and shut down ...............................18.04
Classes A and B, dispatch pattern..........................19.03
Cleaning systems, water .........................................15.02
Cleanliness of the hydraulic control oil......................8.09
CoCoS-EDS Full version .........................................18.03
CoCoS-EDS ME basic.............................................18.03
CoCoS-EDS sensor list ...........................................18.03
CoCoS-EDS systems ..............................................18.03
Combined turbines, steam and power ......................4.05
Common Control Cabinet, Engine Control System
Layout with .........................................................16.01
Compensator solutions, 2nd order moments..........17.02
Compensators (2nd order moments),
preparation for ....................................................17.02
Components for central cooling water system .......11.03
Components for Engine Control System...................5.16
Components for fuel oil system ................................7.05
Components for fuel oil system, venting box............7.05
Components for jacket cooling water system .........12.07
Components for lube oil system ...............................8.05
Components for seawater cooling system..............12.04
Components for starting air system ........................13.02
Components of the exhaust gas system.................15.04
Concept of the ME engine ........................................1.01
MAN Diesel
MAN B&W
Subject
Index
Section
D
Damper, axial vibration ..............................................1.06
Damper, torsional vibration .......................................1.06
Data sheet for propeller .............................................5.18
Deaerating tank .......................................................12.07
Delivery test .............................................................19.01
Delivery test, minimum ............................................19.05
Designation of PTO ...................................................4.01
Diagram for actual project .........................................2.05
Diagram for change of exhaust gas amount .............6.04
Subject
Section
E
Earthing device, shaftline ..........................................5.17
ECS installation in the engine control room ..............5.16
ECS, Engine Control System...................................16.01
ECU, Engine Control Unit ........................................16.01
EIAPP certicate......................................................19.05
EICU, Engine Interface Control Unit ........................16.01
Electric motor for auxiliary blower ...........................14.04
Electric motor for turning gear ................................13.04
Electrical system, general outline ............................18.04
Electrically driven HPS, mechanical-hydraulic
system with .........................................................16.01
Electrically driven moment compensator ................17.03
Electricity production ................................................4.01
Emergency Running Condition..................................3.02
Emission control ........................................................3.03
Emission limits, IMO Nox ..........................................3.03
Emulsication, Water In Fuel (WIF) ............................7.06
Engine and gallery outline .........................................5.06
Engine and tank venting to the outside air ................8.07
Engine congurations related to SFOC .....................6.01
Engine control room console.....................................5.16
MAN Diesel
MAN B&W
Subject
Index
Section
Subject
Section
F
Filter, fuel oil ..............................................................7.05
Fire extinguishing pipes in scavenge air space .......14.07
Fire extinguishing system for scavenge air space ...14.07
Flow meter, fuel oil ....................................................7.05
Flow velocities ...........................................................6.04
Flushing of lube oil system ........................................8.05
Flushing of lubricating oil components and
piping system........................................................8.05
Flushing of the fuel oil system ...................................7.05
Forces and moments at turbocharger .....................15.06
Fouled hull .................................................................2.01
Frame box .................................................................1.06
Fresh water treatment .............................................12.07
Freshwater generator .....................................6.04, 12.07
Freshwater production for derated engine,
calculation of.........................................................6.04
Fuel considerations ...................................................7.01
Fuel consumption at an arbitrary load.......................2.11
Fuel oil centrifuges ....................................................7.05
Fuel oil circulating pumps .........................................7.05
Fuel oil consumption .................................................1.03
Fuel oil lter ...............................................................7.05
Fuel oil ow meter .....................................................7.05
Fuel oil ow velocity and viscosity ............................7.01
Fuel oil heater ............................................................7.05
Fuel oil leakage alarm, drain box.............................18.06
Fuel oil pipe heat tracing ...........................................7.04
Fuel oil pipe insulation ...............................................7.04
Fuel oil pipes and drain pipes ...................................7.03
Fuel oil pressure booster ...........................................1.06
MAN Diesel
MAN B&W
Subject
Index
Section
G
Gallery arrangement ..................................................1.06
Gallery outline...................................................5.05, 5.06
Generator step-up gear and exible coupling...........4.04
Governor tests, etc ..................................................19.05
Graphic calculation of SFOC, examples ...................2.08
Guide force moments ..............................................17.05
Guide force moments, data.....................................17.05
Guiding heavy fuel oil specication ...........................7.02
H
HCU, Hydraulic Cylinder Unit ....................................1.06
Heat loss in piping .....................................................7.04
Heat radiation and air consumption ..........................6.02
Heat tracing, fuel oil pipe ..........................................7.04
Heater, fuel oil ............................................................7.05
Heating of fuel drain pipes ........................................7.01
Heating, cylinder oil pipe ...........................................9.02
Heavy fuel oil (HFO) ...................................................7.02
Heavy fuel oil specication, guiding ..........................7.02
Heavy propeller, engine layout ..................................2.01
Holding down bolts, engine seating and ...................5.11
HPS congurations ...................................................8.02
HPS unit types...........................................................8.02
HPS unit, engine driven, and lubricating oil pipes ....8.02
HPS, Hydraulic Power Supply .................................16.01
H-type guide force moment ....................................17.05
Hydraulic control oil ne lter / purier, off-line .........8.09
Hydraulic control oil system ......................................8.09
Hydraulic control unit, separate system for ..............8.09
Hydraulic Cylinder Unit, HCU ...................................1.06
Hydraulic oil back-ushing ........................................8.08
Hydraulic Power Supply ............................................1.06
Hydraulic Power Supply (HPS) ................................16.01
Hydraulic Power Supply unit .....................................8.02
Hydraulic Power Supply unit and lubricating
oil pipes.................................................................8.02
Hydraulic Power Unit for MAN Alpha CP propeller ...5.18
Hydraulic top bracing ................................................5.13
Hydraulic top bracing arrangement...........................5.15
Subject
Section
I
Identication of instruments ....................................18.07
IMO & CARB SOx limitations, lubrication under .......9.01
IMO NOx emission limits ...........................................3.03
Indicator cock............................................................1.06
Inuence on the optimum propeller speed................2.02
Installation data application ....................................20.02
Installation documentation ......................................20.04
Instrumentation, monitoring systems and ...............18.01
Instruments, identication .......................................18.07
Insulation, fuel oil pipe...............................................7.04
J
Jacket cooling water pipes .....................................12.06
Jacket cooling water system ...................................12.05
Jacket cooling water temperature control.................6.04
Jacket water cooler ......................................11.03, 12.04
Jacket water cooling pump ..........................11.03, 12.07
Jacket water preheater............................................12.07
Jacket water system ...............................................11.03
Jacket water thermostatic valve..............................12.07
Jacket water warming-up time ................................12.08
L
L16/24-TII GenSet data .............................................4.06
L21/31TII GenSet data ..............................................4.07
L23/30H-TII GenSet data ..........................................4.08
L27/38-TII GenSet data .............................................4.09
L28/32H-TII GenSet data ..........................................4.10
Large spare parts, dimensions and masses............19.09
Layout diagram sizes ................................................2.03
Limits for continuous operation, operating curves ....2.04
Liner Wall Monitoring system (LWM) .......................18.06
List of capacities and cooling water systems ...........6.02
List of capacities for derated engine,
calculation of.........................................................6.04
List of capacities, S70ME-C8.2 .................................6.03
List of cylinder oils.....................................................9.01
List of lubricating oils ................................................8.04
List of spare parts, unrestricted service ..................19.06
List of standard tools for maintenance....................19.10
Load diagram, examples of the use of ......................2.04
Local instruments ....................................................18.05
Local Operating Panel (LOP) ...................................16.01
LOP, Local Operating Panel ....................................16.01
Low load operation, limits for ....................................2.04
Low load, SFOC ........................................................1.03
Lube oil system, ushing of.......................................8.05
Lubricating and cooling oil system............................8.01
Lubricating oil centrifuges .........................................8.04
MAN Diesel
MAN B&W
Subject
Index
Section
Subject
Section
O
Oil mist detector ......................................................18.06
Oil, masses of ............................................................5.08
Operating conditions, lubricating oil tank..................8.06
Operating curves and limits for continuous
operation ...............................................................2.04
Operation, recommendation for ................................2.04
Optimum propeller speed, inuence on the ..............2.02
Other alarm functions ..............................................18.06
Outline, engine ..........................................................5.05
Overcritical running .................................................17.06
Overhaul of engine, space requirements...................5.01
Overhaul with Double-Jib crane ................................5.04
Overload operation, limits for ....................................2.04
P
M
Main bearing..............................................................1.06
Main Operating Panel (MOP) ...................................16.01
MAN Alpha Controllable Pitch (CP) propeller ............5.18
MAN Alphatronic 2000 Propulsion Control System ...5.18
MAN B&W Alpha Cylinder Lubrication ......................1.06
MAN B&W Alpha cylinder lubrication system ...........9.02
MAN B&W Alpha Cylinder Lubrication, wiring
diagram .................................................................9.02
MAN B&W Alpha Cylinder Lubricators on engine .....9.02
Manoeuvring diagram, pneumatic...........................16.01
Marine diesel oil ........................................................7.01
Mass of tools and panels, total ...............................19.11
Mass of water and oil ................................................5.08
Masses and dimensions, list of, for dispatch
pattern ................................................................19.04
ME advantages..........................................................1.01
ME Engine description ..............................................1.06
Measuring Back Pressure, exhaust .........................15.05
Mechanical top bracing ....................................5.13, 5.14
Mechanical-hydraulic system with HPS ..................16.01
Mechanically driven HPS, mechanical-hydraulic
system with .........................................................16.01
Moment compensators (2nd order), basic design
regarding .............................................................17.02
Moment compensators (2nd order), determine
the need ..............................................................17.02
Monitoring systems and instrumentation ................18.01
MOP, Main Operating Panel ....................................16.01
N
Nodes and Compensators ......................................17.03
Normal running conditions ........................................2.04
NOx reduction ...........................................................3.03
NOx reduction methods ............................................3.03
MAN Diesel
MAN B&W
Subject
Index
Section
R
RCF gear, lubricating oil system for ..........................4.03
Recommendation for operation ................................2.04
Reduction station, control and safety air ................13.02
Reduction valve, turbocharger cleaning etc ............13.02
Remote control system ...........................................16.01
Remote indication sensors, alarm, slow down and.. 18.04
Remote sensors ......................................................18.05
Renk PSC clutch for auxilliary propulsion systems ...5.18
Reversing...................................................................1.06
S
Safety system ..........................................................16.01
Safety system design and supply, basic .................18.04
Scavenge air box drain system ...............................14.06
Scavenge air cooler .............................1.06, 11.03, 12.04
Scavenge air cooler cleaning system ......................14.05
Scavenge air cooler requirements ...........................14.02
Scavenge air pipes ..................................................14.03
Scavenge air system ......................................1.06, 14.01
Subject
Section
MAN Diesel
MAN B&W
Subject
Index
Section
T
Tank, deaerating ......................................................12.07
Tank, lubricating oil....................................................8.06
Telegraph system ....................................................16.01
Temperature at start of engine ................................12.08
Temperature control valve, lubricating oil ..................8.05
Temperature control, jacket cooling water ................6.04
The fuel optimised ME Tier II engine .........................1.01
Thermostatic valve, central cooling.........................11.03
Thermostatic valve, jacket water .............................12.07
Thermostatic valve, seawater..................................12.04
Thrust bearing ...........................................................1.06
Tier II fuel optimization ..............................................1.01
Subject
Section
U
Undercritical running ...............................................17.06
V
VBS type CP propeller and range .............................5.18
Vectors of thermal expansion, turbocharger
outlet ange ........................................................15.06
Venting box, fuel oil ...................................................7.05
Venting of engine plant equipment separately ..........8.07
Venting to the outside air, engine and tank ...............8.07
Vibration aspects .....................................................17.01
Vibration limits valid for single order harmonics......17.05
W
Waste Heat Recovery Systems (WHRS) ...................4.05
Water and oil in engine ..............................................5.08
Water in fuel emulsication .......................................7.06
Water In Oil Monitoring system (WIO) .....................18.06
Water mist catcher, drain from ................................14.05
Water washing, turbocharger cleaning ....................15.02
Water, masses of .......................................................5.08
Wearing parts ..........................................................19.08
WHR element and safety valve .................................4.05
WHRS generator output ............................................4.05
Wiring diagram, MAN B&W Alpha Cylinder
Lubrication ............................................................9.02
X
X-type guide force moment.....................................17.05
MAN Diesel
MAN B&W
Engine Design
1
MAN Diesel
MAN B&W
1.01
Page 1 of 2
MAN Diesel
198 85 37-1.3
MAN B&W
1.01
Page 2 of 2
ECT:
VT:
EGB:
HPT:
MAN Diesel
198 91 60-0.0
MAN B&W
1.02
Page 1 of 1
S 90 M E
C 9 .2 -GI -TII
Emission regulation
GI Gas injection
Version number
Mark number
B
Compact engine
E
C
Electronically controlled
Camshaft controlled
G
S
L
K
Design
Concept
Engine programme
Diameter of piston in cm
Stroke/bore ratio
Number of cylinders
MAN Diesel
198 38 243.9
MAN B&W
1.03
Page 1 of 1
Cyl.
5
6
7
8
Stroke: 2,800 mm
L1 kW
16,350
26,160
kW/cyl.
L1
L3
2,770
2,210
2,610
L2
L4
77
91
5(1%HQTGPIKPGUYKVJNC[QWVQP.1 - L3NKPG=IM9J?
SFOC optimised load range
Tuning
*KIJNQCF
ECT
VT
')$*26
ECT
VT
')$*26
2CTVNQCF
.QYNQCF
Tuning
*KIJNQCF
ECT
VT
')$*26
ECT
VT
')$*26
2CTVNQCF
.QYNQCF
r/min
50%
75%
100%
167.5
166.5
164.5
164.5
165.0
162.5
162.5
165.0
164.0
163.5
163.5
164.5
164.5
164.5
172.0
170.5
170.5
170.5
5(1%HQTGPIKPGUYKVJNC[QWVQP.2 - L4NKPG=IM9J?
SFOC optimised load range
3,270
50%
75%
100%
163.5
162.5
160.5
160.5
161.0
158.5
158.5
158.0
157.5
157.5
158.5
158.5
158.5
163.0
166.0
163.5
164.5
164.5
163.5
164.5
MAN Diesel
198 82 03-9.2
MAN B&W
1.04
Page 1 of 1
The gures given in this folder represent the values obtained when the engine and turbocharger
are matched with a view to obtaining the lowest
possible SFOC values while also fullling the IMO
NOX Tier II emission limitations.
,
,
,
,
The cylinder oil consumption gures stated in the
tables are valid under normal conditions.
3PEED
178 51 489.0
During runningin periods and under special conditions, feed rates of up to 1.5 times the stated
values should be used.
MAN Diesel
198 46 343.5
MAN B&W
1.05
Page 1 of 1
Performance Curves
Updated engine and capacities data is available
from the CEAS program on www.marine.man.eu
Two-Stroke CEAS Engine Calculations.
MAN Diesel
198 53 31-6.2
MAN B&W
1.06
Page 1 of 6
ME Engine Description
Please note that engines built by our licensees are
in accordance with MAN Diesel & Turbo drawings
and standards but, in certain cases, some local
standards may be applied; however, all spare parts
are interchangeable with MAN Diesel & Turbo designed parts.
Some components may differ from MAN Diesel &
Turbos design because of local production facilities or the application of local standard components.
In the following, reference is made to the item
numbers specied in the Extent of Delivery (EoD)
forms, both for the Basic delivery extent and for
some Options.
Frame Box
The frame box is of welded design. On the exhaust side, it is provided with relief valves for each
cylinder while, on the manoeuvring side, it is provided with a large hinged door for each cylinder.
The crosshead guides are welded on to the frame
box.
The frame box is bolted to the bedplate. The bedplate, frame box and cylinder frame are tightened
together by stay bolts.
Cylinder Liner
The main bearings consist of thin walled steel
shells lined with bearing metal. The main bearing
bottom shell can be rotated out and in by means
of special tools in combination with hydraulic tools
for lifting the crankshaft. The shells are kept in position by a bearing cap.
MAN Diesel
198 92 33-2.0
MAN B&W
1.06
Page 2 of 6
Cylinder Cover
The cylinder cover is of forged steel, made in one
piece, and has bores for cooling water. It has a
central bore for the exhaust valve, and bores for
the fuel valves, a starting valve and an indicator
valve.
The cylinder cover is attached to the cylinder
frame with studs and nuts tightened with hydraulic
jacks.
Stepup Gear
Crankshaft
The crankshaft is of the semibuilt type, made
from forged or cast steel throws. For engines with
9 cylinders or more, the crankshaft is supplied in
two parts.
At the aft end, the crankshaft is provided with the
collar for the thrust bearing, a ange for tting the
gear wheel for the stepup gear to the hydraulic
power supply unit if tted on the engine, and the
ange for the turning wheel and for the coupling
bolts to an intermediate shaft.
At the front end, the crankshaft is tted with the
collar for the axial vibration damper and a ange
for the tting of a tuning wheel. The ange can
also be used for a Power Take Off, if so desired.
Coupling bolts and nuts for joining the crankshaft
together with the intermediate shaft are not normally supplied.
Thrust Bearing
The propeller thrust is transferred through the
thrust collar, the segments, and the bedplate, to
the end chocks and engine seating, and thus to
the ships hull.
The thrust bearing is located in the aft end of the
engine. The thrust bearing is of the B&WMichell
type, and consists primarily of a thrust collar on
the crankshaft, a bearing support, and segments
of steel lined with white metal.
MAN Diesel
198 92 33-2.0
MAN B&W
1.06
Page 3 of 6
Piston Rod
The piston rod is of forged steel and is surfacehardened on the running surface for the stufng
box. The piston rod is connected to the crosshead
with four bolts. The piston rod has a central bore
which, in conjunction with a cooling oil pipe, forms
the inlet and outlet for cooling oil.
Crosshead
Connecting Rod
The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
Piston
Scavenge Air Cooler
The piston consists of a piston crown and piston
skirt. The piston crown is made of heatresistant
steel. A piston cleaning ring located in the very
top of the cylinder liner scrapes off excessive ash
and carbon formations on the piston topland.
The piston has four ring grooves which are
hardchrome plated on both the upper and lower
surfaces of the grooves. The uppermost piston
ring is of the CPR type (Controlled Pressure Relief), whereas the other three piston rings all have
an oblique cut. The uppermost piston ring is higher than the others. All four rings are alu-coated on
the outer surface for running-in.
MAN Diesel
198 92 33-2.0
MAN B&W
1.06
Page 4 of 6
Auxiliary Blower
Reversing
Reversing of the engine is performed electronically and controlled by the Engine Control System,
by changing the timing of the fuel injection, the
exhaust valve activation and the starting valves.
Between the air cooler and the scavenge air receiver, nonreturn valves are tted which automatically close when the auxiliary blowers supply
the air.
The auxiliary blowers will start operating consecutively before the engine is started in order to
ensure sufcient scavenge air pressure to obtain a
safe start.
Further information is given in Chapter 14.
Exhaust Turbocharger
The engines can be tted with either MAN, ABB or
MHI turbochargers. As an option, MAN TCA turbochargers can be delivered with variable nozzle
technology that reduces the fuel consumption at
part load by controlling the scavenge air pressure.
The turbocharger selection is described in Chapter 3, and the exhaust gas system in Chapter 15.
MAN Diesel
198 92 33-2.0
MAN B&W
1.06
Page 5 of 6
Exhaust Valve
The engine is provided with one hydraulically activated fuel oil pressure booster for each cylinder.
Fuel injection is activated by a multi-way valve
(FIVA), which is electronically controlled by the
Cylinder Control Unit (CCU) of the Engine Control
System.
The fuel oil highpressure pipes are of the doublewall type with built-in conical support. The pipes
are insulated but not heated.
Further information is given in Section 7.00.
Indicator Cock
The engine is tted with an indicator cock to
which the PMI pressure transducer is connected.
Slow turning before starting is a program incorporated in the basic Engine Control System.
The starting air system is described in detail in
Section 13.01.
MAN Diesel
198 92 33-2.0
MAN B&W
1.06
Page 6 of 6
The main advantages of the MAN B&W Alpha cylinder lubrication system, compared with the conventional mechanical lubricator, are:
Gallery Arrangement
The engine is provided with gallery brackets,
stanchions, railings and platforms (exclusive of
ladders). The brackets are placed at such a height
as to provide the best possible overhauling and
inspection conditions.
Some main pipes of the engine are suspended
from the gallery brackets, and the topmost gallery
platform on the manoeuvring side is provided with
overhauling holes for the pistons.
The engine is prepared for top bracings on the exhaust side, or on the manoeuvring side.
Piping Arrangements
The engine is delivered with piping arrangements
for:
Fuel oil
Heating of fuel oil
Lubricating oil, piston cooling oil, hydraulic oil
Cylinder lubricating oil
Cooling water to scavenge air cooler
Jacket and turbocharger cooling water
Cleaning of turbocharger
Fire extinguishing in scavenge air space
Starting air
Control air
Oil mist detector (required only for make
Schaller Automation)
Various drain pipes.
MAN Diesel
198 92 33-2.0
1.07
MAN B&W
Page 1 of 1
535 83 33-3.0.0
MAN Diesel
198 85 86-1.0
MAN B&W
2
MAN Diesel
MAN B&W
2.01
Page 1 of 2
Introduction
i
P=n xc
i=0
The effective power P of a diesel engine is proportional to the mean effective pressure pe and
engine speed n, i.e. when using c as a constant:
i=1
P = c pe n
i=2
i=3
x = log (n)
178 05 403.1
Thus, propeller curves will be parallel to lines having the inclination i = 3, and lines with constant
mep will be parallel to lines with the inclination i = 1.
P = c n3 (propeller law)
Thus, for the above examples, the power P may
be expressed as a power function of the speed n
to the power of i, i.e.:
Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are
used, giving simple diagrams with straight lines.
P = c ni
Fig. 2.01.01 shows the relationship for the linear
functions, y = ax + b, using linear scales.
The power functions P = c ni will be linear functions when using logarithmic scales:
log (P) = i log (n) + log (c)
y
y=ax+b
b
x
0
0
2
178 05 403.0
MAN Diesel
198 38 338.5
MAN B&W
2.01
Page 2 of 2
L1
L3
MP
Engine margin
(SP=90% of MP)
SP
PD
L2
Sea margin
(15% of PD)
PD
L4
HR
2 6
LR
Engine speed, % of L 1
Engine margin
100%
Fouled hull
When the ship has sailed for some time, the hull
and propeller become fouled and the hulls resistance will increase. Consequently, the ships
speed will be reduced unless the engine delivers
more power to the propeller, i.e. the propeller will
be further loaded and will be heavy running (HR).
As modern vessels with a relatively high service
speed are prepared with very smooth propeller
and hull surfaces, the gradual fouling after sea
trial will increase the hulls resistance and make
the propeller heavier running.
Sea margin and heavy weather
If, at the same time the weather is bad, with head
winds, the ships resistance may increase compared to operating in calm weather conditions.
When determining the necessary engine power, it
is normal practice to add an extra power margin,
Besides the sea margin, a socalled engine margin of some 10% or 15% is frequently added. The
corresponding point is called the specied MCR
for propulsion (MP), and refers to the fact that the
power for point SP is 10% or 15% lower than for
point MP.
Point MP is identical to the engines specied
MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra
power demand of the shaft generator must also
be considered.
Constant ship speed lines
The constant ship speed lines , are shown at
the very top of the gure. They indicate the power
required at various propeller speeds in order to
keep the same ship speed. It is assumed that, for
each ship speed, the optimum propeller diameter
is used, taking into consideration the total propulsion efciency. See denition of in Section 2.02.
Note:
Light/heavy running, fouling and sea margin are
overlapping terms. Light/heavy running of the
propeller refers to hull and propeller deterioration
and heavy weather, whereas sea margin i.e. extra
power to the propeller, refers to the inuence of
the wind and the sea. However, the degree of light
running must be decided upon experience from
the actual trade and hull design of the vessel.
MAN Diesel
198 38 338.5
MAN B&W
2.02
Page 1 of 2
The maximum possible propeller diameter depends on the given design draught of the ship,
and the clearance needed between the propeller
and the aft body hull and the keel.
When the optimum propeller diameter D is increased from 6.6 m to 7.2. m, the power demand
is reduced from about 9,290 kW to 8,820 kW, and
the optimum propeller speed is reduced from 120
r/min to 100 r/min, corresponding to the constant
ship speed coefcient = 0.28 (see denition of
in Section 2.02, page 2).
3HAFTPOWER
K7
$/PTIMUMPROPELLERDIAMETERS
0$0ITCHDIAMETERRATIO
0$
M
0$
M
M
M
M
$
0ROPELLER
SPEED
RMIN
178 47 032.0
MAN Diesel
198 38 782.6
MAN B&W
2.02
Page 2 of 2
P2 = P1 (n2 /n1)
where:
P = Propulsion power
n = Propeller speed, and
= the constant ship speed coefcient.
= 0.15 0.25
Power
110%
=0,15
=0,20
=0,25
speed lines
Constant ship
=0,30
100%
90%
MP1
80%
=0,25
MP2
3
me p
%
100
95%
70%
90%
85%
60%
80%
75%
70%
50%
4
40%
75%
80%
85%
90%
95%
100%
105%
Engine speed
178 05 667.0
MAN Diesel
198 38 782.6
MAN B&W
2.03
Page 1 of 1
0OWER
,
,
,
0OWER
,
,
,
,
,
3PEED
3PEED
0OWER
,
,
,
,
,
,
,
,
3PEED
0OWER
,
,
,
3PEED
0OWER
,
,
,
,
,
3PEED
3PEED
0OWER
,
,
,
,
3PEED
0OWER
,
,
,
,
3PEED
0OWER
,
,
,
,
3PEED
MAN Diesel
198 82 77-0.7
MAN B&W
2.04
Page 1 of 9
L1
Specied maximum continuous rating (M)
M
L3
S
1
L2
L4
Speed
178 60 85-8.1
MAN Diesel
198 69 93-5.3
MAN B&W
2.04
Page 2 of 9
The engines load diagram, see Fig. 2.04.02, denes the power and speed limits for continuous as
well as overload operation of an installed engine
having a specied MCR point M that conrms the
ships specication.
110
105
100
95
90
85
80
M
5
4
1 2 6
75
70
The service points of the installed engine incorporate the engine power required for ship propulsion
and shaft generator, if installed.
65
60
55
8
50
2
45
40
60
65
70
75
80
85
90
95
Engine speed, % of A
Line 4:
Represents the limit at which an ample air supply
is available for combustion and imposes a limitation on the maximum combination of torque and
speed.
MAN Diesel
198 69 93-5.3
MAN B&W
2.04
Page 3 of 9
Line 5:
Represents the maximum mean effective pressure level (mep), which can be accepted for continuous operation.
Line 6:
Propeller curve, clean hull and calm weather light
running, used for propeller layout/design.
Line 7:
Represents the maximum power for continuous
operation.
Recommendation
Continuous operation without limitations is allowed only within the area limited by lines 4, 5,
7 and 3 of the load diagram, except on low load
operation for CP propeller plants mentioned in the
previous section.
The area between lines 4 and 1 is available for
operation in shallow waters, heavy weather and
during acceleration, i.e. for nonsteady operation
without any strict time limitation.
After some time in operation, the ships hull and
propeller will be fouled, resulting in heavier running of the propeller, i.e. the propeller curve will
move to the left from line 6 towards line 2, and
extra power is required for propulsion in order to
keep the ships speed.
In calm weather conditions, the extent of heavy
running of the propeller will indicate the need for
cleaning the hull and possibly polishing the propeller.
Once the specied MCR has been chosen, the
capacities of the auxiliary equipment will be
adapted to the specied MCR, and the turbocharger specication and the compression ratio
will be selected.
Line 9:
Speed limit at sea trial.
MAN Diesel
198 69 93-5.3
MAN B&W
2.04
Page 4 of 9
Extended load diagram for ships operating in extreme heavy running conditions
When a ship with xed pitch propeller is operating in normal sea service, it will in general be
operating in the hatched area around the design
propeller curve 6, as shown on the standard load
diagram in Fig. 2.04.02.
Sometimes, when operating in heavy weather, the
xed pitch propeller performance will be more
heavy running, i.e. for equal power absorption of
the propeller, the propeller speed will be lower
and the propeller curve will move to the left.
As the low speed main engines are directly coupled to the propeller, the engine has to follow the
propeller performance, i.e. also in heavy running
propeller situations. For this type of operation,
there is normally enough margin in the load area
between line 6 and the normal torque/speed limitation line 4, see Fig. 2.04.02. To the left of line 4
in torquerich operation, the engine will lack air
from the turbocharger to the combustion process,
i.e. the heat load limits may be exceeded and
bearing loads might also become too high.
For some special ships and operating conditions,
it would be an advantage when occasionally
needed to be able to operate the propeller/main
engine as much as possible to the left of line 6,
but inside the torque/speed limit, line 4.
Extended load diagram for speed derated engines with increased light running
The maximum speed limit (line 3) of the engines is
105% of the SMCR (Specied Maximum Continuous Rating) speed, as shown in Fig. 2.04.02.
However, for speed and, thereby, power derated
engines it is possible to extend the maximum
speed limit to 105% of the engines nominal MCR
speed, line 3, but only provided that the torsional
vibration conditions permit this. Thus, the shafting, with regard to torsional vibrations, has to be
approved by the classication society in question,
based on the extended maximum speed limit.
When choosing an increased light running to be
used for the design of the propeller, the load diagram area may be extended from line 3 to line 3,
as shown in Fig. 2.04.03, and the propeller/main
engine operating curve 6 may have a correspondingly increased heavy running margin before exceeding the torque/speed limit, line 4.
A corresponding slight reduction of the propeller efciency may be the result, due to the higher
propeller design speed used.
MAN Diesel
198 69 93-5.3
MAN B&W
2.04
Page 5 of 9
L1
100
90
5%
7
L2
L3
Heavy
running
operation
80
L4
70
Normal
operation
60
4
6
50
40
55
60
Normal load
diagram area
65
70
75
80
85
90
Extended light
running area
Line 1:
MAN Diesel
198 69 93-5.3
MAN B&W
2.04
Page 6 of 9
Layout diagram
Load diagram
Power, % of L1
Power, % of L1
100%
L1
5%M
3.3%M
100%
L1
4
1 2 6
L3
M=MP
L3
5%L1
S=SP
L2
L2
2
3
L4
Engine speed, % of L1
M
S
MP
SP
L4
100%
100%
The specied MCR (M) and its propeller curve 1 will normally be selected on the engine service curve 2.
Once point M has been selected in the layout diagram, the load diagram can be drawn, as shown in the gure, and hence the actual
load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %gures stated.
178 05 440.9
Fig. 2.04.04: Normal running conditions. Engine coupled to a xed pitch propeller (FPP) and without a shaft generator
MAN Diesel
198 69 93-5.3
MAN B&W
2.04
Page 7 of 9
Layout diagram
Load diagram
3.3%M
Power, % of L 1
100%
5%M
Power, % of L 1
L1
5
4
1 2 6
SG
Engine
service
curve
L1
Engine service curve for
fouled hull and heavy
weather incl. shaft
generator
7
SG
L3
100%
S
MP
MP
7
5%L 1
L3
4
SP
L2
SP
L2
L4
L4
Engine speed, % of L 1
M
S
MP
SP
SG
Engine speed, % of L 1
100%
100%
In example 2 a shaft generator (SG) is installed, and therefore the service power of the engine also has to incorporate the extra shaft
power required for the shaft generators electrical power production.
In the gure, the engine service curve shown for heavy running incorporates this extra power.
The specied MCR M will then be chosen and the load diagram can be drawn as shown in the gure.
178 05 488.9
Fig. 2.04.06: Normal running conditions. Engine coupled to a xed pitch propeller (FPP) and with a shaft generator
MAN Diesel
198 69 93-5.3
MAN B&W
2.04
Page 8 of 9
Layout diagram
Load diagram
L1
Power, % of L 1
M
100%
MP
SG
1 2 6
L3
2
L3
MP
5%L 1
SP
L2
S
SG
SP
M
Engine service curve for fouled
hull and heavy weather
incl. shaft generator
7
S
L1
Power, % of L 1
100%
3.3%M 5%M
L2
L4
Engine speed, % of L 1
M
S
MP
SP
SG
L4
Propulsion curve
for fouled hull
and heavy weather
100%
Propulsion curve
for fouled hull
and heavy weather
Engine speed, % of L 1
100%
Also for this special case in example 3, a shaft generator is installed but, compared to example 2, this case has a specied MCR for
propulsion, MP, placed at the top of the layout diagram.
This involves that the intended specied MCR of the engine M will be placed outside the top of the layout diagram.
One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the
electrical power production of the shaft generator when running in the upper propulsion power range.
In choosing the latter solution, the required specied MCR power can be reduced from point M to point M as shown. Therefore,
when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production.
However, such a situation will seldom occur, as ships are rather infrequently running in the upper propulsion power range.
Point M, having the highest possible power, is then found at the intersection of line L1 L3 with line 1 and the corresponding load
diagram is drawn.
178 06 351.9
Fig. 2.04.07: Special running conditions. Engine coupled to a xed pitch propeller (FPP) and with a shaft generator
MAN Diesel
198 69 93-5.3
MAN B&W
2.04
Page 9 of 9
Example 4: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Power
7
5%M
3.3%M
L1
4
1 2 6
L3
7
5%L1
L2
L4
Min. speed
Combinator curve for
loaded ship and incl.
sea margin
Max. speed
Recommended range for
shaft generator operation
with constant speed
Load diagram
Therefore, when the engines specied MCR point
(M) has been chosen including engine margin, sea
margin and the power for a shaft generator, if installed, point M may be used in the load diagram,
which can then be drawn.
Engine speed
M
S
MAN Diesel
198 69 93-5.3
MAN B&W
2.05
Page 1 of 1
5%A
3.3%A
A
5
7
5
4
1 2 6
Power, % of L 1
110%
L1
100%
90%
5%L1
L3
80%
L2
70%
L4
60%
50%
40%
70%
75%
80%
85%
90%
95%
100%
105%
110%
Engine speed, % of L 1
178 62 34-5.0
MAN Diesel
198 83 29-8.1
MAN B&W
2.06
Page 1 of 1
MC
ME
30
35
40
45
50
55
60
65
70
75
80
85
90
95 100 105
Fig. 2.06.01: Example of part load SFOC curves for ME and MC with xed pitch propeller
MAN Diesel
198 38 36-3.4
MAN B&W
2.07
Page 1 of 1
SFOC
g/kWh
+2
2
4
50%
60%
70%
80%
90%
100%
178 60 95-4.3
Fig. 2.07.01: Example of part load SFOC curves for high efciency turbochargers
MAN Diesel
198 70 17-7.4
MAN B&W
2.08
Page 1 of 2
Condition
change
Parameter
With
pmax
adjusted
SFOC
change
Without
pmax
adjusted
SFOC
change
per 10 C rise
+ 0.60%
+ 0.41%
per 10 C rise
+ 0.20%
+ 0.71%
per 10 mbar
0.02%
rise
rise 1%
1.00%
(42,700 kJ/kg)
1.00%
SFOC guarantee
The Energy Efciency Design Index (EEDI) has
increased the focus on part- load SFOC. We
therefore offer the option of selecting the SFOC
guarantee at a load point in the range between
50% and 100%, EoD: 4 02 002.
0.05%
MAN Diesel
198 83 41-6.1
MAN B&W
2.08
Page 2 of 2
MAN Diesel
198 82 79-4.2
MAN B&W
2.09
Page 1 of 2
Engine
kW
5 S70ME-C8.2
16,350
6 S70ME-C8.2
19,620
7 S70ME-C8.2
22,890
8 S70ME-C8.2
26,160
g/kWh
91
169
Diagram a
cyl. No.
Power: 100% of (M)
kW
r/min
SFOC found:
r/min
g/kWh
SFOC
g/kWh
SFOC
g/kWh
+4
+3
+2
170
+1
169
Nominal SFOC
0
1
2
3
165
4
5
6
7
8
160
9
10
11
12
13
155
14
15
16
40%
50%
60%
70%
80%
90%
100%
110%
% of SMCR
178 62 39-4.0
Fig. 2.09.01
MAN Diesel
198 83 84-7.1
MAN B&W
2.09
Page 2 of 2
Constant
=0.20
=0.25
=0.30
ship speed
lines
100%
90%
Diagram b
uc
Re d
ti
80%
fS
on o
FO C
CR
SM
50%
5
4
3
2
1
in
h
g / kW
S
70%
4
i ve
elat
MC
7
6
5
to t h
e no
al
min
%
10 0
2
1
0
in L 1
SMC
3
6
5
4
mep
10 0%
70%
95%
9 0%
10
9
8
85%
60%
80%
50%
Nominal propeller curve
40%
75%
80%
85%
90%
95%
100%
105%
Speed, % of L1
178 62 49-0.0
Fig. 2.09.02
Constant
=0.20
=0.25
=0.30
ship speed
lines
100%
90%
80%
Diagram c
uc
Re d
ti
fS
on o
50%
FO C
R
SMC
1 2
0
3
4
in
h
g / kW
S
70%
i ve
elat
MC
8
7
6
5
4
9
to t h
en
na l
omi
%
10 0
2
1
0
10
in L 1
SMC
3
6
5
4
mep
10 0%
70%
95%
9 0%
85%
60%
80%
50%
Nominal propeller curve
40%
75%
80%
85%
90%
95%
100%
105%
Speed, % of L1
178 62 64-4.0
Fig. 2.09.03
MAN Diesel
198 83 84-7.1
MAN B&W
2.10
Page 1 of 2
Power 100%
19,620 kW
Speed 100%
91 r/min
Nominal SFOC:
High efciency turbocharger
169 g/kWh
Power
Speed
Turbocharger type
High efciency
SFOC found in M
167.4 g/kWh
MAN Diesel
198 84 09-0.1
MAN B&W
2.10
Page 2 of 2
Power, % of L1
=0.15
Constant
=0.20
=0.25
=0.30
ship speed
lines
100%
90% 90%
Diagram b
uc
Re d
ti
80%
fS
on o
SM
50%
2
1
FO C
CR
3
4
in g
re
kWh
S
70%
et
l a tiv
MC
o th
e no
8
7
6
5
4
in
ina l
%
10 0
2
1
0
L1
SMC
3
6
5
4
mep
10 0%
70%
95%
9 0%
10
9
85%
60%
80%
5
50%
Nominal propeller curve
40%
75%
80%
85%
90%
95%
95%
100%
105%
Speed, % of L1
178 63 54-3.0
1
2
3
100% M
70% M
50% M
SFOC
g/kWh
-1.6
-5.6
-2.6
Diagram a
SFOC
g/kWh
SFOC
g/kWh
SFOC
g/kWh
175
+6
+5
167.4
163.4
166.4
+4
+3
+2
+1
170
Nominal SFOC
169
1
2
3
4
165
5
6
7
8
9
160
10
11
30%
40%
50%
60%
70%
80%
90%
100%
110%
% of SMCR
178 63 23-2.0
Fig. 2.10.01: Example of SFOC for derated 6S70ME-C8.2 with xed pitch propeller and high efciency turbocharger
MAN Diesel
198 84 09-0.1
MAN B&W
2.11
Page 1 of 1
Power, % of M
110%
M
100%
7
5
2
90%
S2
S1
S3
80%
II
70%
80%
90%
100%
110%
Speed, % of M
198 95 962.2
MAN Diesel
198 38 43-4.5
MAN B&W
3
MAN Diesel
MAN B&W
3.01
Page 1 of 1
Turbocharger Selection
Updated turbocharger data based on the latest
information from the turbocharger makers are
available from the Turbocharger Selection program on www.marine.man.eu Two-Stroke
Turbocharger Selection.
The data specied in the printed edition are valid
at the time of publishing.
The MC/ME engines are designed for the application of either MAN, ABB or Mitsubishi (MHI) turbochargers.
The turbocharger choice is made with a view to
obtaining the lowest possible Specic Fuel Oil
Consumption (SFOC) values at the nominal MCR
by applying high efciency turbochargers.
MAN (TCA)
ABB (A-L)
MHI (MET)
1 x TCA77-21
1 x A275-L
1 x MET71MB
1 x TCA77-26
1 x A280-L
1 x MET83MB
1 x TCA88-21
1 x A185-L37
1 x MET83MB
1 x TCA88-26
1 x A285-L
2 x MET66MB
MAN Diesel
198 85 92-0.1
MAN B&W
3.02
Page 1 of 1
Bypass flange
Exhaust receiver
Centre of cylinder
Turbocharger
178 06 721.2
Please note that if an exhaust gas bypass is apMAN B&W 80-26MC/MC-C/ME/ME-C/ME-B/-GI engines
MAN Diesel
198 45 934.6
MAN B&W
3.03
Page 1 of 1
Emission Control
IMO Tier II NOx emission limits
All ME, ME-B and ME-C/-GI engines are, as
standard, fullling the IMO Tier II NOx emission
requirements, a speed dependent NOx limit measured according to ISO 8178 Test Cycles E2/E3 for
Heavy Duty Diesel Engines.
The E2/E3 test cycles are referred to in the Extent
of Delivery as EoD: 4 06 200 Economy mode with
the options: 4 06 201 Engine test cycle E3 or 4 06
202 Engine test cycle E2.
MAN Diesel
198 84 47-2.2
MAN B&W
Electricity Production
4
MAN Diesel
MAN B&W
4.01
Page 1 of 6
Electricity Production
Introduction
Next to power for propulsion, electricity production is the largest fuel consumer on board. The
electricity is produced by using one or more of the
following types of machinery, either running alone
or in parrallel:
PTO/GCR
(Power Take Off/Gear Constant Ratio):
Generator coupled to a constant ratio stepup
gear, used only for engines running at constant
speed.
The DMG/CFE (Direct Mounted Generator/Constant Frequency Electrical) and the SMG/CFE
(Shaft Mounted Generator/Constant Frequency
Electrical) are special designs within the PTO/CFE
group in which the generator is coupled directly
to the main engine crankshaft or the intermediate
propeller shaft, respectively, without a gear. The
electrical output of the generator is controlled by
electrical frequency control.
MAN Diesel
198 41 55-0.5
MAN B&W
4.01
Page 2 of 6
PTO/GCR
PTO/CFE
PTO/RCF
Design
Seating
Total
efficiency (%)
1a
1b
BW I/RCF
On engine
(vertical generator)
8891
2a
2b
BW II/RCF
On tank top
8891
3a
3b
BW III/RCF
On engine
8891
4a
4b
BW IV/RCF
On tank top
8891
5a
5b
DMG/CFE
On engine
8488
6a
6b
SMG/CFE
On tank top
8991
BW I/GCR
On engine
(vertical generator)
92
BW II/GCR
On tank top
92
BW III/GCR
On engine
92
10
BW IV/GCR
On tank top
92
178 63 68-7.0
MAN Diesel
198 41 55-0.5
MAN B&W
4.01
Page 3 of 6
Designation of PTO
For further information, please refer to our publication titled:
Shaft Generators for MC and ME engines
The publication is available at www.marine.man.
eu Two-Stroke Technical Papers.
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit
CFE: Electrically frequency controlled unit
GCR: Stepup gear with constant ratio
Mark version
Engine type on which it is applied
Layout of PTO: See Fig. 4.01.01
Make: MAN Diesel & Turbo
178 39 556.0
MAN Diesel
198 53 85-5.5
MAN B&W
4.01
Page 4 of 6
PTO/RCF
Side mounted generator, BW III/RCF
(Fig. 4.01.01, Alternative 3)
The PTO/RCF generator systems have been developed in close cooperation with the German
gear manufacturer RENK. A complete package
solution is offered, comprising a exible coupling,
a stepup gear, an epicyclic, variableratio gear
with builtin clutch, hydraulic pump and motor,
and a standard generator, see Fig. 4.01.04.
For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic system can normally be omitted. For constant
speed engines a PTO/GCR design is normally
used.
Fig. 4.01.04 shows the principles of the PTO/
RCF arrangement. As can be seen, a stepup
gear box (called crankshaft gear) with three gear
wheels is bolted directly to front- and part side
engine crankcase structure. The bearings of the
three gear wheels are mounted in the gear box so
that the weight of the wheels is not carried by the
crankshaft. Between the crankcase and the gear
drive, space is available for tuning wheel, counterweights, axial vibration damper, etc.
The rst gear wheel is connected to the crankshaft via a special exible coupling, made in one
piece with a tooth coupling driving the crankshaft
gear, thus isolating the gear drive against torsional
and axial vibrations.
By means of a simple arrangement, the shaft in
the crankshaft gear carrying the rst gear wheel
and the female part of the toothed coupling can
be moved forward, thus disconnecting the two
parts of the toothed coupling.
The power from the crankshaft gear is transferred, via a multidisc clutch, to an epicyclic
variableratio gear and the generator. These are
mounted on a common PTO bedplate, bolted to
brackets integrated with the engine crankcase
structure.
178 06 49-0.0
MAN Diesel
198 43 000.3
MAN B&W
4.01
Page 5 of 6
The multidisc clutch, integrated into the gear input shaft, permits the engaging and disengaging
of the epicyclic gear, and thus the generator, from
the main engine during operation.
An electronic control system with a RENK controller ensures that the control signals to the main
electrical switchboard are identical to those for
the normal auxiliary generator sets. This applies to
ships with automatic synchronising and load sharing, as well as to ships with manual switchboard
operation.
Operating panel
in switchboard
Servo valve
Hydrostatic motor
Toothed coupling
Generator
RCFController
Hydrostatic pump
Annulus ring
Multidisc clutch
Sun wheel
Planetary gear wheel
Toothed coupling
Crankshaft
Elastic damping coupling
Bearings
178 23 222.2
Fig. 4.01.04: Power take off with RENK constant frequency gear: BW III/RCF, option: 4 85 253
MAN Diesel
198 43 000.3
MAN B&W
4.01
Page 6 of 6
M24
L14
L24
M14
M24
L14
L24
K14
M14
L24
K14
440 V
1800
kVA
60 Hz
r/min
kW
380 V
1500
kVA
50 Hz
r/min
kW
707
855
1,056
1,271
1,432
1,651
1,924
1,942
2,345
2,792
3,222
566
684
845
1,017
1,146
1,321
1,539
1,554
1,876
2,234
2,578
627
761
940
1,137
1,280
1,468
1,709
1,844
2,148
2,542
2,989
501
609
752
909
1,024
1,174
1,368
1,475
1,718
2,033
2,391
178 34 893.1
MAN Diesel
198 43 000.3
MAN B&W
4.02
Page 1 of 1
Cyl. 1
D
A
178 65 39-0.1
kW generator
700 kW
1,200 kW
1,800 kW
2,600 kW
3,550
3,550
3,750
3,750
600
600
4,350
4,350
4,680
4,680
4,600
4,600
5,000
5,000
1,700
1,800
1,700
1,700
3,200
3,200
3,550
3,550
1,950
2,500
2,880
4,150
500
500
500
500
1,000
1,000
1,000
1,000
Available on request
26,250
30,500
42,600
58,550
24,250
27,850
38,300
53,350
The stated kW at the generator terminals is available between 70% and 100% of the engine speed at specied MCR
Space requirements have to be investigated case by case on plants with 2,600 kW generator.
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23, frequency = 60 Hz, speed = 1,800 r/min
Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BW lll G70/S70C/RCF
MAN Diesel
198 43 10-7.4
MAN B&W
4.03
Page 1 of 6
2
9
2
15
19
8
13
2
18
14
11
12
10
21
17
20
Toothed coupling
Alternator
22
Bedframe
RCF gear
(if ordered)
16
Crankshaft gear
MAN Diesel
178 57 15-7.1
198 43 156.3
MAN B&W
4.03
Page 2 of 6
Pos.
1
Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing
Machined washers placed on frame box part of face to ensure that it is ush with the face on the bedplate
Shim placed on frame box part of face to ensure that it is ush with the face of the bedplate
Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker
10
Free ange end at lubricating oil inlet pipe (incl. blank ange)
11
12
13
Brackets
14
15
Studs, nuts and shims for mounting of RCF/generator unit on the brackets
16
Shims, studs and nuts for connection between crankshaft gear and RCF/generator unit
17
Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
18
19
20
Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
21
Plug box for electronic measuring instrument for checking condition of axial vibration damper
22
Tacho encoder for ME control system or MAN B&W Alpha lubrication system on MC engine
23
Tacho trigger ring for ME control system or MAN B&W Alpha lubrication system on MC engine
Pos. no:
10
11
12
13
14
15
16
17
18
19 20 21 22 23
BWIII/RCF
BWIII/CFE
BWII/RCF
BWII/CFE
BWI/RCF
BWI/CFE
DMG/CFE
MAN Diesel
198 43 156.3
MAN B&W
4.03
Page 3 of 6
Crankshaft gear lubricated from the main engine lubricating oil system
The gures are to be added to the main engine capacity list:
Nominal output of generator
Lubricating oil ow
kW
700
1,200
1,800
2,600
m /h
4.1
4.1
4.9
6.2
kW
12.1
20.8
31.1
45.0
Heat dissipation
700
1,200
1,800
2,600
m3/h
14.1
22.1
30.0
39.0
Heat dissipation
kW
55
92
134
180
kW
11.0
15.0
18.0
21.0
0.40
0.51
0.69
0.95
$ECK
&ILLINGPIPE
4HEDIMENSIONS
OFDOSAGETANK
DEPENDONACTUAL
TYPEOFGEAR
%NGINE
OIL
4OMAINENGINE
-AIN
ENGINE
$2
$3
#$
#$
&ROMPURIFIER
,UBEOIL
BOTTOMTANK
4OPURIFIER
178 25 235.0
MAN Diesel
198 43 156.3
MAN B&W
4.03
Page 4 of 6
DMG/CFE Generators
Option: 4 85 259
Fig. 4.01.01 alternative 5, shows the DMG/CFE
(Direct Mounted Generator/Constant Frequency
Electrical) which is a low speed generator with
its rotor mounted directly on the crankshaft and
its stator bolted on to the frame box as shown in
Figs. 4.03.04 and 4.03.05.
If the permissible load on the foremost main bearing is exceeded, e.g. because a tuning wheel
is needed, this does not preclude the use of a
DMG/CFE.
The DMG/CFE system has been developed in cooperation with the German generator manufacturers Siemens and AEG, but similar types of generator can be supplied by others, e.g. Fuji, Taiyo
and Nishishiba in Japan.
3TATICFREQUENCYCONVERTERSYSTEM
#UBICLES
$ISTRIBUTOR
4OSWITCHBOARD
3YNCHRONOUS
CONDENSER
#ONVERTER
%XCITATION
#ONTROL
#OOLER
/ILSEALCOVER
3UPPORT
BEARING
2OTOR
3TATORHOUSING
178 06 733.1
MAN Diesel
198 43 156.3
MAN B&W
4.03
Page 5 of 6
Stator shell
Stator shell
Stuffing box
Stuffing box
Crankshaft
Crankshaft
Air cooler
Air cooler
Support
bearing
Pole wheel
Pole wheel
Tuning wheel
Fig. 4.03.05: Standard engine, with direct mounted generator and tuning wheel
-AINSCONSTANTFREQUENCY
3YNCHRONOUS
CONDENSER
%XCITATIONCONVERTER
'
$-'
3MOOTHINGREACTOR
3TATICCONVERTER
$IESELENGINE
178 56 553.1
MAN Diesel
198 43 156.3
MAN B&W
4.03
Page 6 of 6
SMG/CFE Generators
Static converter
The static frequency converter system (see Fig.
4.03.06) consists of a static part, i.e. thyristors and
control equipment, and a rotary electric machine.
The DMG produces a threephase alternating
current with a low frequency, which varies in accordance with the main engine speed. This alternating current is rectied and led to a thyristor inverter producing a threephase alternating current
with constant frequency.
Since the frequency converter system uses a DC
intermediate link, no reactive power can be supplied to the electric mains. To supply this reactive
power, a synchronous condenser is used. The
synchronous condenser consists of an ordinary
synchronous generator coupled to the electric
mains.
MAN Diesel
198 43 156.3
MAN B&W
4.04
Page 1 of 3
Step-up gear
Generator
Elastic coupling
Support bearing, if required
178 18 225.0
MAN Diesel
198 43 168.8
MAN B&W
4.04
Page 2 of 3
178 18 250.1
MAN Diesel
198 43 168.8
MAN B&W
4.04
Page 3 of 3
Main engine
Hydraulic coupling
Intermediate bearing
Flexible coupling
178 57 16-9.0
MAN Diesel
198 43 168.8
MAN B&W
4.05
Page 1 of 9
One of the possibilities for improving the efciency is to install one or more systems utilising some
of the energy in the exhaust gas after the twostroke engine, which in MAN Diesel & Turbo terms
is designated as WHRS (Waste Heat Recovery
Systems).
WHRS can be divided into different types of subsystems, depending on how the system utilises
the exhaust gas energy. Choosing the right system for a specic project depends on the electricity demand on board the ship and the acceptable
rst cost for the complete installation. MAN Diesel
& Turbo uses the following designations for the
current systems on the market:
PTG (Power Turbine Generator):
An exhaust gas driven turbine connected to a
generator via a gearbox.
STG (Steam Turbine Generator):
A steam driven turbine connected to a generator
via a gearbox. The steam is produced in a large
exhaust gas driven boiler installed on the main
engine exhaust gas piping system.
Combined Turbines:
A combination of the two rst systems. The arrangement is often that the power turbine is
connected to the steam turbine via a gearbox
and the steam turbine is further connected to a
large generator, which absorbs the power from
both turbines.
MAN Diesel
198 57 97-7.5
MAN B&W
4.05
Page 2 of 9
The newest generation of high efciency turbochargers allows bypassing of some of the main
engine exhaust gas, thereby creating a new balance of the air ow through the engine. In this
way, it is possible to extract power from the power
turbine equivalent to 3.5% of the main engines
SMCR, when the engine is running at SMCR.
To funnel
Electrical wiring
Steam for
heating
services
Steam
boiler
Exhaust gas
Power
turbine
TC
TC
TCS-PTG
GenSet
Scavenge
air cooler
PTO/
PTI
Main engine
GenSet
~/~
OO
Frequency converter
Main
switchboard
178 63 80-5.0
MAN Diesel
198 57 97-7.5
MAN B&W
4.05
320
1,389
Page 3 of 9
1,363
3,345
Frame for powertrain and piping system
3,531
178 63 81-7.0
MAN Diesel
198 57 97-7.5
MAN B&W
4.05
Page 4 of 9
For WHR matching the engine, a bypass is installed to increase the temperature of the exhaust
gas and improve the boiler output. The bypass
valve is controlled by the engine control system.
LP steam drum
LP
Piping
LP evaporator
Electrical wiring
LP circ. pump
LP superheater
HP steam
drum
HP
HP evaporator
HP circ. p.
HP uperheater
HP
LP
Exhaust gas
HPsteam
for heating
services
TC
TC
Steam
turbine
Hot well
tank
GenSet
Condenser
Main engine
Condensater
pump
Jacket
water
Buffer
tank
GenSet
Main
switchboard
Feedwater
pump
Vacuum deaerator tank
~/~ OO
Frequency converter
178 63 82-9.0
MAN Diesel
198 57 97-7.5
MAN B&W
4.05
Page 5 of 9
Steam turbine
Reduction gear
Generator
Appr. 7,500
Approx. 4,500
Approx. 4,000
Maintenance space
Expansions joint
Approx. 12,500
Exhaust
steam
Approx. 8,000
Condenser
Evacuation unit
Conpensate pump
Approx. 9,500
Approx. 8,000
Maintenance space
178 63 83-0.1
Fig. 4.05.04: STG steam turbine generator arrangement with condenser - typical arrangement
MAN Diesel
198 57 97-7.5
MAN B&W
4.05
Page 6 of 9
LP steam drum
LP
Piping
LP evaporator
Electrical wiring
LP circ. pump
LP superheater
HP steam
drum
HP
HP evaporator
HP circ. p.
HP superheater
LP
HP
Exhaust gas
TC
TC
HPsteam
for heating
services
ST & PT unit
PTO/
PTI
Steam
turbine
Power
turbine
GenSet
Hot well
tank
Scavenge
air cooler
Condenser
Main engine
Condensater
pump
Jacket
water
GenSet
Buffer
tank
Main
switchboard
Feedwater
pump
Vacuum deaerator tank
~/~ OO
Frequency converter
178 63 84-2.0
Fig. 4.05.05: Full WHRS with both steam and power turbines
MAN Diesel
198 57 97-7.5
MAN B&W
4.05
Page 7 of 9
Steam turbine
Reduction gear
Generator
Approx. 16,000
Approx. 10,000
Power turbine
Approx. 3,500
Approx. 5,000
Approx. 2,500
Reduction gear
Exhaust
steam
Approx. 8,000
Expansions joint
Approx. 13,000
Evacuation unit
Conpensate pump
Approx. 9,500
Approx. 8,000
Maintenance space
178 63 85-4.1
Fig. 4.05.06: Full ST & PT full waste heat recovery unit arrangement with condenser - typical arrangement
MAN Diesel
198 57 97-7.5
MAN B&W
4.05
Page 8 of 9
Guidance output of WHR for S70MC-C8.2-TII and S70ME-C8.2/-GI-TII engine rated in L1 at ISO conditions
Full WHRS with
Engine power
PTG
STG
combined turbines
Cyl.
5
6
7
8
% SMCR
kW
kWe
kWe
kWe
100
16,350
500
1,185
1,535
75
12,263
413
751
1,051
100
19,620
600
1,434
1,860
75
14,175
495
961
1,283
100
22,890
700
1,680
2,191
75
17,168
578
1,126
1,512
100
26,160
801
1,936
2,540
75
19,620
661
1,293
1,780
Note 1: The above given preliminary WHRS generator outputs is based on HP service steam consumption
of 0.3 ton/h and LP service steam consumption of 0.7 ton/h for the ship at ISO condition.
Note 2: 75% SMCR is selected due to the EEDI focus on the engine load.
MAN Diesel
198 87 59-9.1
MAN B&W
4.05
Page 9 of 9
Air cooler
Cooling water pipes
WHR air cooler
TI 8442
TE 8442
PT 8444 I AH AL
BP
PDT 8443 I
BN
TI 8441
TE 8441 AH
Main
Engine
PT 8440 I AH AL
521 39 06-2.1.1
078 63 84-0.0.1
Fig. 4.05.09: WHR safety valve blow-off through connection W to the funnel
MAN Diesel
198 82 88-9.1
MAN Diesel
4.06
Page 1 of 3
Stroke: 240 mm
Power layout
60 Hz
1,000 r/min
Gen. kW
Eng. kW
1,200 r/min
Eng. kW
5L16/24
500
475
50 Hz
Gen. kW
450
430
6L16/24
660
625
570
542
7L16/24
770
730
665
632
8L16/24
880
835
760
722
9L16/24
990
940
855
812
P
H
830
1000
Q
178 23 031.0
No. of Cyls.
A (mm)
* B (mm)
* C (mm)
H (mm)
5 (1,000 r/min)
2,751
1,400
4,151
2,457
**Dry weight
GenSet (t)
9.5
5 (1,200 r/min)
2,751
1,400
4,151
2,457
9.5
6 (1,000 r/min)
3,026
1,490
4,516
2,457
10.5
6 (1,200 r/min)
3,026
1,490
4,516
2,457
10.5
7 (1,000 r/min)
3,501
1,585
5,086
2,457
11.4
7 (1,200 r/min)
3,501
1,585
5,086
2,495
11.4
8 (1,000 r/min)
3,776
1,680
5,456
2,495
12.4
8 (1,200 r/min)
3,776
1,680
5,456
2,495
12.4
9 (1,000 r/min)
4,051
1,680
5,731
2,495
13.1
9 (1,200 r/min)
4,051
1,680
5,731
2,495
13.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 1,800 mm
* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate and subject to change without prior notice.
178 33 874.4
MAN Diesel
198 82 804.0
MAN Diesel
4.06
Page 2 of 3
C
C
bar
%
45
38
1
50
C
C
C
kW
rpm
kW
kW
kW
kW
kW
107
138
56
98
15
135
169
69
124
19
158
192
80
145
23
181
213
91
166
26
203
234
102
187
29
m3/h
m3/h
m3/h
10.9
15.7
18
12.7
18.9
18
14.5
22
30
16.3
25.1
30
18.1
28.3
30
m3/h
m3/h
5.2
15.7
6.4
18.9
7.4
22
8.3
25.1
9.2
28.3
49
2,721
6.62
51
3,446
6.62
54
4,595
6.62
55
5,169
6.62
4,860
6,157
52
4,021
6.62
4.13
7,453
8,425
9,397
5,710
3.1
375
170
7,233
3.9
375
216
8,438
4.5
375
252
< 30
9,644
5.2
375
288
10,849
5.8
375
324
10.9
15.7
18
12.7
18.9
18
14.5
22
30
16.3
25.1
30
18.1
28.3
30
0.32
0.15
0.32
0.40
0.19
0.40
0.47
0.23
0.47
0.54
0.26
0.54
0.60
0.29
0.60
0.47
0.80
0.56
0.96
0.65
1.12
0.75
1.28
0.84
1.44
C
m3/h 5)
kg/kWh
bar
Charge air pressure
Air required to dissipate heat radiation (engine)(t2-t1=10C) m3/h
Exhaust gas data 6)
Volume ow (temperature turbocharger outlet) Mass ow
m3/h 7)
Temperature at turbine outlet
t/h
Heat content (190C)
C
Permissible exhaust back pressure
kW
mbar
Pumps
a) Engine driven pumps
m3/h
HT circuit cooling water
(2.5 bar)
m3/h
LT circuit cooling water
(2.5 bar)
m3/h
Lube oil (4.5 bar)
b) External pumps 8)
Diesel oil pump
(5 bar at fuel oil inlet A1)
m3/h
Fuel oil supply pump
(4 bar discharge pressure)
m3/h
Fuel oil circulating pump
(8 bar at fuel oil inlet A1)
m3/h
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI)
Nm3
Nm3
Air consumption per start, incl. air for jet assist
(Gali)
1) LT cooling water ow rst through LT stage charge air cooler, then
through lube oil cooler, water temperature outlet engine regulated by
mechanical thermostat.
2) HT cooling water ow rst through HT stage charge air cooler, then
through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4)
5)
6)
7)
Fig. 4.06.02a: List of capacities for L16/24 1,000 rpm, IMO Tier II
MAN Diesel
198 82 804.0
MAN Diesel
4.06
Page 3 of 3
C
C
bar
%
45
38
1
50
C
C
C
kW
rpm
kW
kW
kW
kW
kW
100
149
66
113
17
132
187
83
149
23
154
211
96
174
26
177
234
109
199
30
199
255
122
224
34
m3/h
m3/h
m3/h
13.1
19.3
21
15.2
20.7
21
17.4
24.2
35
19.5
27.7
35
21.6
31.1
35
m3/h
m3/h
5.7
19.1
7.3
20.7
8.4
24.2
9.4
27.7
10.4
31.1
51
3,169
6.94
53
4,183
6.94
56
5,578
6.94
57
6,275
6.94
5,509
7,453
55
4,880
6.94
3.92
8,425
9,721
11,017
6,448
3.6
356
178
8,511
4.7
356
235
9,929
5.5
356
274
< 30
11,348
6.3
356
313
12,766
7.1
356
352
13.1
19.3
21
15.2
20.7
21
17.4
24.2
35
19.5
27.7
35
21.6
31.1
35
0.35
0.17
0.35
0.47
0.22
0.47
0.54
0.26
0.54
0.62
0.30
0.62
0.70
0.34
0.70
0.47
0.80
0.56
0.96
0.65
1.12
0.75
1.28
0.84
1.44
C
m3/h 5)
kg/kWh
bar
Charge air pressure
Air required to dissipate heat radiation (engine) (t2-t1= 10C) m3/h
Exhaust gas data 6)
Volume ow (temperature turbocharger outlet)
m3/h 7)
Mass ow
t/h
Temperature at turbine outlet
C
Heat content (190C)
kW
Permissible exhaust back pressure
mbar
Pumps
a) Engine driven pumps
m3/h
HT circuit cooling water
(2.5 bar)
m3/h
LT circuit cooling water
(2.5 bar)
m3/h
Lube oil (4.5 bar)
b) External pumps 8)
Diesel oil pump
(5 bar at fuel oil inlet A1)
m3/h
Fuel oil supply pump
(4 bar discharge pressure)
m3/h
Fuel oil circulating pump
(8 bar at fuel oil inlet A1)
m3/h
Starting air data
Air consumption per start, incl. air for jet assist
(IR/TDI) Nm3
Air consumption per start, incl. air for jet assist
(Gali) Nm3
4)
5)
6)
7)
Fig. 4.06.02b: List of capacities for L16/24 1,200 rpm, IMO Tier II
MAN Diesel
198 82 804.0
MAN Diesel
4.07
Page 1 of 2
Stroke: 310 mm
Power layout
900 r/min
60 Hz
1,000 r/min
50 Hz
Eng. kW
Gen. kW
Eng. kW
Gen. kW
5L21/31
1,000
950
1,000
950
6L21/31
1,320
1,254
1,320
1,254
7L21/31
1,540
1,463
1,540
1,463
8L21/31
1,760
1,672
1,760
1,672
9L21/31
1,980
1,881
1,980
1,881
0
(
"
1
178 23 043.2
Cyl. no
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
(900 rpm)
3,959
1,870
5,829
3,183
21.5
5 (1000 rpm)
3,959
1,870
5,829
3,183
21.5
(900 rpm)
4,314
2,000
6,314
3,183
23.7
6 (1000 rpm)
4,314
2,000
6,314
3,183
23.7
(900 rpm)
4,669
1,970
6,639
3,289
25.9
7 (1000 rpm)
4,669
1,970
6,639
3,289
25.9
(900 rpm)
5,024
2,250
7,274
3,289
28.5
8 (1000 rpm)
5,024
2,250
7,274
3,289
28.5
(900 rpm)
5,379
2,400
7,779
3,289
30.9
9 (1000 rpm)
5,379
2,400
7,779
3,289
30.9
P Free passage between the engines, width 600 mm and height 2,000 mm.
Q Min. distance between engines: 2,400 mm (without gallery) and 2,600 mm (with galley)
* Depending on alternator
** Weight incl. standard alternator (based on a Uljanik alternator)
All dimensions and masses are approximate, and subject to changes without prior notice.
MAN Diesel
198 82 816.0
MAN Diesel
4.07
Page 2 of 2
C
C
bar
%
45
38
1
50
C
C
C
kW
rpm
kW
kW
kW
kW
kW
176
294
163
180
56
233
370
205
237
74
272
418
232
277
86
310
462
258
316
98
349
504
284
356
110
m3/h
m3/h
m3/h
61
61
34
61
61
34
61
61
46
61
61
46
61
61
46
m3/h
m3/h
10.7
61
13.5
61
15.4
61
17.1
61
18.8
61
49
6,548
7.17
54
10,084
7.17
55
11,525
7.17
56
12,965
7.17
17,980
52
8,644
7.17
4.13
23,800
27,600
31,500
35,300
m3/h 7)
t/h
C
kW
mbar
13,162
7.4
349
352
17,324
9.7
349
463
20,360
11.4
349
544
< 30
23,217
13.0
349
620
26,075
14.6
349
696
m3/h
m3/h
m3/h
61
61
34
61
61
34
61
61
46
61
61
46
61
61
46
m3/h
m3/h
0.30
0.89
0.39
1.18
0.46
1.37
0.52
1.57
0.59
1.76
Nm3
1.0
1.2
1.4
1.6
1.8
C
m3/h 5)
kg/kWh
bar
Charge air pressure
Air required to dissipate heat radiation (engine) (t2-t1=10C) m3/h
(TDI)
4)
5)
6)
7)
Fig. 4.07.02a: List of capacities for L21/31, 900 rpm, IMO Tier II
MAN B&W 80-26MC/MC-C/ME/ME-C/ME-B/-GI-TII engines
MAN Diesel
198 82 816.0
MAN Diesel
4.08
Page 1 of 3
Stroke: 300 mm
Power layout
720 r/min
60 Hz
750 r/min
50 Hz
900 r/min
60 Hz
Eng. kW
Gen. kW
Eng. kW
Gen. kW
Eng. kW
Gen. kW
5L23/30H
650
620
675
640
6L23/30H
780
740
810
770
960
910
7L23/30H
910
865
945
900
1,120
1,065
8L23/30H
1,040
990
1,080
1,025
1,280
1,215
1,270
1,600
Q
178 23 067.0
No. of Cyls.
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
5 (720 r/min)
3,369
2,155
5,524
2,383
18.0
5 (750 r/min)
3,369
2,155
5,524
2,383
18.0
6 (720 r/min)
3,738
2,265
6,004
2,383
19.7
6 (750 r/min)
3,738
2,265
6,004
2,383
19.7
6 (900 r/min)
3,738
2,265
6,004
2,815
21.0
7 (720 r/min)
4,109
2,395
6,504
2,815
21.4
7 (750 r/min)
4,109
2,395
6,504
2,815
21.4
7 (900 r/min)
4,109
2,395
6,504
2,815
22.8
8 (720 r/min)
4,475
2,480
6,959
2,815
23.5
8 (750 r/min)
4,475
2,480
6,959
2,815
23.5
8 (900 r/min)
4,475
2,340
6,815
2,815
24.5
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 2,250 mm
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice.
178 34 537.1
MAN Diesel
198 82 828.0
MAN Diesel
4.08
Page 2 of 3
45
36
1
50
82C (engine equipped with HT thermostatic valve)
60C (SAE30), 66C (SAE40)
5
6
7
8
650 / 675
780 / 810
910 / 945
1,040 / 1,080
720 / 750
182
251
69
27
219
257
1 stage cooler: no HT-stage
299
348
84
98
33
38
55
4,556
7.39
55
5,467
7.39
8,749
9,047
5.1
342
234
294
395
112
44
55
6,378
7.39
55
7,289
7.39
10,693
12,313
14,257
10,856
6.1
342
280
12,666
7.2
342
327
14,475
8.2
342
374
3.08
5)
< 30
1.0
36
55
16
16
20
20
0.48
0.23
0.48
0.57
0.28
0.57
0.67
0.32
0.67
0.76
0.37
0.76
35
42
48
55
20
35
14
24
42
15
28
48
16
32
55
17
2.0
2.0
2.0
2.0
0.66
6) Under below mentioned temperature at turbine outlet and pressure
according above mentioned reference conditions
7) Tolerance of the pumps delivery capacities must be considered by the
manufactures
8) To compensate for built on pumps, ambient condition, caloric value
and adequate circulations ow. The ISO fuel oil consumption is multiplied by 1.45.
Fig. 4.08.02a: List of capacities for L23/30H, 720/750 rpm, IMO Tier II
MAN Diesel
198 82 828.0
MAN Diesel
4.08
Page 3 of 3
45
36
1
50
82C (engine equipped with HT thermostatic valve)
60C (SAE30), 66C (SAE40)
6
7
8
960
1,120
1,280
900
244
369
117
32
55
6,725
7,67
10,369
285
- 1 stage cooler: no HT-stage 428
137
37
55
7,845
7,67
3.1
11,989
326
487
158
43
55
8,966
7,67
13,933
5)
13,970
7.6
371
410
16,299
8.8
371
479
< 30
18,627
10.1
371
547
20
1.3
45
69
20
20
0.68
0.33
0.68
0.79
0.38
0.79
0.90
0.44
0.90
52
61
70
30
52
17
35
61
18
40
70
19
2.0
2.0
2.0
0.66
6) Under below mentioned temperature at turbine outlet and pressure
according above mentioned reference conditions
7) Tolerance of the pumps delivery capacities must be considered by the
manufactures
8) To compensate for built on pumps, ambient condition, caloric value
and adequate circulations ow. The ISO fuel oil consumption is multiplied by 1.45.
Fig. 4.08.02b: List of capacities for L23/30H, 900 rpm, IMO Tier II
MAN Diesel
198 82 828.0
MAN Diesel
4.09
Page 1 of 3
Stroke: 380 mm
Power layout
720 r/min
60 Hz
750 r/min
50 Hz
720/750 r/min
(MGO/MDO)
Eng. kW
60/50 Hz
(MGO/MDO)
Gen. kW
Eng. kW
Gen. kW
Eng. kW
Gen. kW
5L27/38
1,500
1,440
1,600
1,536
6L27/38
1,980
1,900
1,980
1,900
2,100
2,016
7L27/38
2,310
2,218
2,310
2,218
2,450
2,352
8L27/38
2,640
2,534
2,640
2,534
2,800
2,688
9L27/38
2,970
2,851
2,970
2,851
3,150
3,024
1,480
1,770
Q
1,285
178 23 079.1
No. of Cyls.
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
5 (720 r/min)
4,346
2,486
6,832
3,712
42.3
5 (750 r/min)
4,346
2,486
6,832
3,712
42.3
6 (720 r/min)
4,791
2,766
7,557
3,712
45.8
6 (750 r/min)
4,791
2,766
7,557
3,712
46.1
7 (720 r/min)
5,236
2,766
8,002
3,899
52.1
7 (750 r/min)
5,236
2,766
8,002
3,899
52.1
8 (720 r/min)
5,681
2,986
8,667
3,899
56.3
8 (750 r/min)
5,681
2,986
8,667
3,899
58.3
9 (720 r/min)
6,126
2,986
9,112
3,899
63.9
9 (750 r/min)
6,126
2,986
9,112
3,899
63.9
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 2,900 mm (without gallery) and 3,100 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator
All dimensions and masses are approximate and subject to change without prior notice.
178 33 898.3
MAN Diesel
198 82 841.0
MAN Diesel
4.09
Page 2 of 3
C
C
bar
%
45
38
1
50
C
C
C
kW
rpm
kW
kW
kW
kW
kW
315
668
175
282
70
368
784
200
329
81
421
903
224
376
93
473
1,022
247
423
104
m3/h
m3/h
m3/h
58
58
64
58
58
92
58
58
92
58
58
92
m3/h
m3/h
21.5
58
24.8
58
28.1
58
31.4
58
50
12,792
6.67
53
14,924
6.67
56
19,188
6.67
22,682
26,247
55
17,056
6.67
4.01
30,135
27,381
14.4
388
857
31,944
16.8
388
1,000
36,508
19.2
388
1,143
41,071
21.6
388
1,285
C
m3/h 5)
kg/kWh
bar
Charge air pressure
Air required to dissipate heat radiation (engine) (t2-t1= 10C) m3/h
Exhaust gas data 6)
Volume ow (temperature turbocharger outlet)
m3/h 7)
Mass ow
t/h
Temperature at turbine outlet
C
Heat content (190C)
kW
Permissible exhaust back pressure
mbar
Pumps
a) Engine driven pumps
m3/h
HT circuit cooling water
(2.5 bar)
m3/h
LT circuit cooling water
(2.5 bar)
m3/h
Lube oil (4.5 bar)
b) External pumps 8)
Diesel oil pump
(5 bar at fuel oil inlet A1)
m3/h
Fuel oil supply pump
(4 bar discharge pressure)
m3/h
Fuel oil circulating pump
(8 bar at fuel oil inlet A1)
m3/h
Starting air data
Air consumption per start, incl. air for jet assist
(IR/TDI)
Nm3
33,699
< 30
58
58
64
58
58
92
58
58
92
58
58
92
1.48
0.71
1.48
1.73
0.83
1.73
1.98
0.95
1.98
2.23
1.07
2.23
2.9
3.3
3.8
4.3
4)
5)
6)
7)
Fig. 4.09.02a: List of capacities for L27/38, 720 rpm, IMO Tier II
MAN Diesel
198 82 841.0
MAN Diesel
4.09
Page 3 of 3
Air temperature
LT-water temperature inlet engine (from system)
Air pressure
Relative humidity
Temperature basis
Setpoint HT cooling water engine outlet 1)
Setpoint LT cooling water engine outlet 2)
Setpoint Lube oil inlet engine
Number of Cylinders
Engine output
Speed
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder
Charge air cooler; cooling water HT
Charge air cooler; cooling water LT
Lube oil (L.O.) cooler
Heat radiation engine
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage)
LT circuit (lube oil + charge air cooler LT stage)
Lube oil
External (from engine to system)
HT water ow (at 40C inlet)
LT water ow (at 38C inlet)
Air data
Temperature of charge air at charge air cooler outlet
Air ow rate
C
C
bar
%
45
38
1
50
C
C
C
kW
rpm
kW
kW
kW
kW
kW
315
679
181
282
70
368
797
208
329
81
421
916
234
376
93
473
1037
258
423
104
m3/h
m3/h
m3/h
69
69
66
69
69
96
69
69
96
69
69
96
m3/h
m3/h
21.9
69
25.4
69
28.9
69
32.2
69
55
13,003
6.78
55
15,170
6.78
55
17,338
6.78
55
19,505
6.78
22,682
26,247
30,135
33,699
27,567
14.7
382
844
32,161
17.1
382
985
36,756
19.5
382
1,126
41,350
22.0
382
1,266
C
m3/h 5)
kg/kWh
bar
Charge air pressure
Air required to dissipate heat radiation (engine) (t2-t1=10C) m3/h
Exhaust gas data 6)
Volume ow (temperature turbocharger outlet)
m3/h 7)
Mass ow
t/h
Temperature at turbine outlet
C
Heat content (190C)
kW
Permissible exhaust back pressure
mbar
Pumps
a) Engine driven pumps
m3/h
HT circuit cooling water
(2.5 bar)
m3/h
LT circuit cooling water
(2.5 bar)
m3/h
Lube oil (4.5 bar)
b) External pumps 8)
Diesel oil pump
(5 bar at fuel oil inlet A1)
m3/h
Fuel oil supply pump
(4 bar discharge pressure)
m3/h
Fuel oil circulating pump
(8 bar at fuel oil inlet A1)
m3/h
Starting air data
Air consumption per start, incl. air for jet assist
(IR/TDI)
Nm3
4.09
< 30
69
69
66
69
69
96
69
69
96
69
69
96
1.48
0.71
1.48
1.73
0.83
1.73
1.98
0.95
1.98
2.23
1.07
2.23
2.9
3.3
3.8
4.3
4)
5)
6)
7)
Fig. 4.09.02b: List of capacities for L27/38, 750 rpm, IMO Tier II
MAN Diesel
198 82 841.0
MAN Diesel
4.10
Page 1 of 3
Stroke: 320 mm
Power layout
720 r/min
Eng. kW
60 Hz
Gen. kW
750 r/min
Eng. kW
50 Hz
Gen. kW
5L28/32H
1,050
1,000
1,100
1,045
6L28/32H
1,260
1,200
1,320
1,255
7L28/32H
1,470
1,400
1,540
1,465
8L28/32H
1,680
1,600
1,760
1,670
9L28/32H
1,890
1,800
1,980
1,880
1,490
1,800
1,126
178 23 092.0
No. of Cyls.
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
5 (720 r/min)
4,279
2,400
6,679
3,184
32.6
5 (750 r/min)
4,279
2,400
6,679
3,184
32.6
6 (720 r/min)
4,759
2,510
7,269
3,184
36.3
6 (750 r/min)
4,759
2,510
7,269
3,184
36.3
7 (720 r/min)
5,499
2,680
8,179
3,374
39.4
7 (750 r/min)
5,499
2,680
8,179
3,374
39.4
8 (720 r/min)
5,979
2,770
8,749
3,374
40.7
8 (750 r/min)
5,979
2,770
8,749
3,374
40.7
9 (720 r/min)
6,199
2,690
8,889
3,534
47.1
9 (750 r/min)
6,199
2,690
8,889
3,534
47.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 2,655 mm (without gallery) and 2,850 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice.
178 33 921.3
MAN Diesel
198 82 853.0
MAN Diesel
4.10
Page 2 of 3
C
C
bar
%
kW
rpm
5
1,100
750
6
1,320
kW
kW
245
294
kW
kW
kW
m3/h
m3/h
m3/h
m3/h
45
38
1
50
7
1,540
8
1,760
9
1,980
442
387
201
27
343
392
0
(Single stage charge air cooler)
435
545
587
241
281
321
33
38
44
37
7.8
28
37
45
9.4
28
45
50
11
40
55
55
12.7
40
65
60
14.4
40
75
52
7,826
7.79
54
9,391
7.79
52
12,521
7.79
55
14,087
7.79
8,749
10,693
52
10,956
7.79
3.07
12,313
14,257
15,878
m3/h 5)
t/h
C
kW
mbar
15,520
8.8
342
401
18,624
10.5
342
481
21,728
12.3
342
561
< 30
24,832
14.1
342
641
27,936
15.8
342
721
m3/h
m3/h
m3/h
m3/h
1.4
45
45
24
1.4
45
60
24
1.4
60
75
34
1.4
60
75
34
1.4
60
75
34
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
0.78
0.37
0.78
37
45
65
22
0.93
0.45
0.93
45
54
73
23
1.09
0.52
1.09
50
65
95
25
1.24
0.60
1.24
55
77
105
27
1.40
0.67
1.40
60
89
115
28
C
m3/h 3)
kg/kWh
bar
Charge air pressure
Air required to dissipate heat radiation (engine) (t2-t1=10C) m3/h
648
361
49
4)
1)
2)
3)
4)
5)
Fig. 4.10.02a: List of capacities for L28/32H, 750 rpm, IMO Tier II
MAN Diesel
198 82 853.0
MAN Diesel
4.10
Page 3 of 3
C
C
bar
%
kW
rpm
5
1,050
6
1,260
kW
kW
234
281
kW
kW
kW
m3/h
m3/h
m3/h
m3/h
45
38
1
50
7
1,470
720
8
1,680
9
1,890
421
355
191
26
328
375
0
(Single stage charge air cooler)
397
500
553
230
268
306
31
36
42
37
7.8
28
37
45
9.4
28
45
50
11
40
55
55
12.7
40
65
60
14.4
40
75
51
7,355
7.67
52
8,826
7.67
52
11,768
7.67
53
13,239
7.67
8,425
10,045
51
10,297
7.67
2.97
11,665
13,609
15,230
m3/h 5)
t/h
C
kW
mbar
14,711
8.3
347
389
17,653
9.9
347
467
20,595
11.6
347
545
< 30
23,537
13.2
347
623
26,479
14.9
347
701
m3/h
m3/h
m3/h
m3/h
1.4
45
45
24
1.4
45
60
24
1.4
60
75
34
1.4
60
75
34
1.4
60
75
34
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
0.74
0.36
0.74
37
45
65
22
0.89
0.43
0.89
45
54
73
23
1.04
0.50
1.04
50
65
95
25
1.19
0.57
1.19
55
77
105
27
1.34
0.64
1.34
60
89
115
28
C
m3/h 3)
kg/kWh
bar
Charge air pressure
Air required to dissipate heat radiation (engine) (t2-t1=10C) m3/h
592
345
47
4)
1)
2)
3)
4)
5)
Fig. 4.10.02b: List of capacities for L28/32H, 720 rpm, IMO Tier II.
MAN Diesel
198 82 853.0
MAN B&W
Installation Aspects
5
MAN Diesel
MAN B&W
5.01
Page 1 of 1
Overhaul of Engine
The distances stated from the centre of the crankshaft to the crane hook are for the normal lifting
procedure and the reduced height lifting procedure (involving tilting of main components). The
lifting capacity of a normal engine room crane can
be found in Fig. 5.04.01.
The area covered by the engine room crane shall
be wide enough to reach any heavy spare part required in the engine room.
A lower overhaul height is, however, available by
using the MAN B&W DoubleJib crane, built by
Danish Crane Building A/S, shown in Figs. 5.04.02
and 5.04.03.
Please note that the distance E in Fig. 5.02.01,
given for a doublejib crane is from the centre
of the crankshaft to the lower edge of the deck
beam.
A special crane beam for dismantling the turbo-
MAN Diesel
198 43 754.7
MAN B&W
5.02
Page 1 of 2
Space Requirement
F
Deck beam
Cyl. 1
H1/H2
H3
V
P
Cofferdam
Cofferdam
Tank top
Cofferdam
A
Free space
for maintenance
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fullled, please contact MAN Diesel & Turbo
or our local representative.
515 90 52-7.2.0
Fig. 5.02.01a: Space requirement for the engine, turbocharger on exhaust side, 4 59 122
MAN Diesel
198 88 83-2.0
MAN B&W
5.02
Page 2 of 2
Cyl.
No.
1,190
805
D*
E*
Cylinder distance
7,725
7,970
7,970
7,725
4,292
4,492
4,866
5,166
MAN TCA
4,076
4,645
4,845
5,256
ABB A100-L
4,176
4,434
4,634
4,122
Mitsubishi MET
5,625
5,625
5,775
5,775
MAN TCA
5,625
5,625
5,775
ABB A100-L
5,135
5,625
5,625
5,135
Mitsubishi MET
4,072
4,162
4,202
4,267
8,010
8,010
8,010
8,010
7,799
7,799
7,901
F
G
See text
See drawing: Engine Top Bracing, if top bracing tted on camshaft side
The required space to the engine room casing includes
mechanical top bracing
H1 *
12,550
H2 *
11,725
H3 *
11,500
2,195
460
See text
L*
8,308
9,498
10,688
11,878
| 800
4,970
2,850
See text
* The min. engine room crane height is ie. dependent on the choice of crane, see the actual
heights H1, H2 or H3.
The min. engine room height is dependent on H1, H2, H3 or E+D.
Max. length of engine see the engine outline drawing
Length of engine with PTO see corresponding space requirement
555 91 75-1.0.0
MAN Diesel
198 88 83-2.0
MAN B&W
5.03
Page 1 of 3
Crane beam
MAN
Units
kg
HB mm
b
m
W
Crane hook
HB
TCA77
TCA88
2,000
1,800
800
3,000
2,000
1,000
ABB
Units
kg
HB mm
b
m
A185
A275
A280
A285
Available on request
2,350
600
Available on request
Mitsubishi
Units
kg
HB mm
b
m
MET66
MET71
MET83
1,500
1,800
800
1,800
1,800
800
2,700
2,200
800
079 43 38-0.1.0
MAN Diesel
198 87 45-5.0
MAN B&W
5.03
Page 2 of 3
#RANEBEAMFORTRANSPORTATIONOFCOMPONENTS
#RANEBEAMFORDISMANTLINGOFCOMPONENTS
3PARES
#RANEBEAMFORDISMANTLINGOFCOMPONENTS
#RANEBEAMFORTRANSPORTATIONOFCOMPONENTS
178 52 746.0
MAN Diesel
198 48 488.3
MAN B&W
5.03
Page 3 of 3
Fig.: 5.03.03: Crane beam for overhaul of air cooler, turbochargers located on exhaust side of the engine
MAN Diesel
178 52 734.0
198 48 488.3
MAN B&W
5.04
Page 1 of 3
Spares
Deck
Deck
Deck beam
Crankshaft
H3
H1/H2
1)
Normal crane
Deck beam
Crankshaft
Minimum area
to be covered
by the engine
room crane
1) The lifting tools for the engine are designed to t together with a standard crane hook with a lifting capacity in accordance with
the gure stated in the table. If a larger crane hook is used, it may not t directly to the overhaul tools, and the use of an intermediate shackle or similar between the lifting tool and the crane hook will affect the requirements for the minimum lifting height in
the engine room (dimension B).
2) The hatched area shows the height where an MAN B&W Double-Jib Crane has to be used.
519 46 28-0.0.1
Normal Crane
Height to crane hook in
mm for:
Mass in kg including
lifting tools
Cylinder Cylinder
cover
liner with
complete cooling
with
jacket
exhaust
valve
5,525
5,275
Crane capacity in
Crane
tons selected
operating
in accordance with
width
DIN and JIS
in mm
standard capacities
Piston
with
rod and
stufng
box
Normal
crane
MAN B&W
DoubleJib
Crane
A
Minimum
distance
2,525
6.3
2x3.0
2,850
Normal
lifting
procedure
Building-in height
in mm
H1
H2
H3
D
Minimum Minimum height Minimum
Additional height
height from from centre line height from
required for
centre line
crankshaft to
centre line removal of exhaust
crankshaft
centre line
crankshaft
valve complete
to centre line
crane hook
to underside without removing
crane hook
deck beam any exhaust stud
12,550
11,725
11,500
575
549 94 93-9.0.0
Reduced
height lifting
procedure
involving
tilting of main
components
(option)
MAN Diesel
198 45 10-8.3
MAN B&W
5.04
Page 2 of 3
178 24 863.2
MAN Diesel
198 45 348.4
MAN B&W
5.04
Page 3 of 3
$ECKBEAM
#HAINCOLLECTINGBOX
178 37 30-1.1
MAN Diesel
198 45 419.2
MAN B&W
5.05
Page 1 of 1
Gallery outline
Section 5.06 show the gallery outline for engines
rated at nominal MCR (L1).
MAN Diesel
198 47 158.3
MAN B&W
5.06
Page 1 of 4
Aft
Cyl
1,925
c1
8,330
c2
2,374
Cyl. 1
1,995
2,230
3,893
3,200
1,346
1,404
1,804
2,144
610
1,740
525 13 87-8.1.0
Fig. 5.06.01a: Engine outline: 8S70ME-C8/-GI with two turbochargers on exhaust side
MAN Diesel
198 85 84-8.1
MAN B&W
5.06
Aft cyl.
Cyl. 1
Page 2 of 4
1,190
525 13 87-8.1.0
Fig. 5.06.01b: Engine outline: 8S70ME-C8/-GI with two turbochargers on exhaust side
MAN Diesel
198 85 84-8.1
MAN B&W
5.06
1,660
3,400
Page 3 of 4
DOT1: 10,514
DOT2: 10,545
1,0460
9,575
6,755
5,550
4,515
3,797
DOT1: 2,995
DOT2: 2,784
2,614
805
0
1,520
TC type
4,415
2,195
1,707
3,039
2,273
c1
c2
MAN
TCA77
3,400
8,010
2,120
6,880
5,150
ABB
A180-L
3,185
7,697
2,215
6,975
4,910
MET66MA
3,095
7,725
2,132
6,892
4,800
MET66MB
3,095
7,725
2,144
6,904
4,800
MHI
525 13 87-8.1.0
Fig. 5.06.01c: Engine outline: 8S70ME-C8/-GI with two turbochargers on exhaust side
MAN Diesel
198 85 84-8.1
MAN B&W
5.06
Aft cyl.
Page 4 of 4
Upper platform
Floor plate 6 mm
2,374
1,925
1,100x45
1,100x45
2,400
3,400
1,100x45
1,100x45
Lower platform
3,200
1,753
600x45
Floor plate 6 mm
ECS control panel
2,889
2,981
T-T
2,959
1,355
1,995
Air cooler
Air cooler
10,325
2,230
3,039
525 13 87-8.1.0
Fig. 5.06.01d: Gallery outline: 8S70ME-C8/-GI with two turbochargers on exhaust side
MAN Diesel
198 85 84-8.1
MAN B&W
5.07
Page 1 of 1
Centre of Gravity
Centre of gravity
Centre of crankshaft
Centre of cylinder 1
121 24 51-6.1.0
No. of cylinders
555
624
704
Available on
request
3,590
4,210
5,020
3,290
3,270
3,340
130
130
1,350
Weight ton
Distance X mm
Distance Y mm
Distance Z mm
All values stated are approximate
Fig. 5.07: Centre of gravity, two turbochargers located on exhaust side of engine
MAN Diesel
198 86 56-8.0
MAN B&W
5.08
Page 1 of 1
Mass of water
Jacket cooling
water
kg
Scavenge air
cooling water
kg
Mass of oil
Total
kg
Engine system
kg
Oil pan
Total
kg
kg
983
2,084
1,295
110
1,405
1,086
1,123
2,209
1,306
1,286
2,592
570
50
620
1,101
634
381
1,015
859
437
1,296
988
546
1,534
198 76 44-3.0
MAN B&W
5.09
Page 1 of 3
Aft cyl.
Cyl. 1
c2
f2
2,323
s2
1,950
c1
f1
s1
1,000 (P)
EB
EB
386
A
AP
P
449
AH
K, L
AN, AP
AN
AB
900 (N, AH)
AK
RU
128 (AK)
DX
18 (DX)
2,248
1,758
AV
AL
720
AS
AS
AE
AM
AE
1,616
433
708
470
1,740
4,760
1,190
Fig. 5.09.01a: Engine Pipe Connections, MAN B&W 6S70ME-C8.2 with two turbochargers on exhaust side
MAN Diesel
198 85 82-4.1
MAN B&W
5.09
h
2,676 (A)
k (EB)
b
e
811
3,305 (F, X)
Page 2 of 3
Fore end
BF
M
X
6,475 (X, BF)
10,065
F
BX
D
d
1,864
2,172
602
1,495
1,201
K
AC
6,604 (AT)
EB
A
AP AN
6,569 (AD)
6,541 (RW)
AD
AC AR
RW 590
AT
6,537 (AC)
5,575 (B)
723
AH
AB
3,814
909
3,161
4,229 (BV)
I (EB)
a
6,574 (AR)
6,422 (K, L)
6,392 (A)
6,316 (AN)
6,315 (AH)
6,226 (AP)
6,155 (P)
5,889 (AB)
5,855 (N)
4,078
4,302 (AK)
2,505
BV
AK
RU
3,287 (RU)
1,601
AF
1,567
DX
2,578 (DX)
2,378 (AF)
2,050
2,253 (BD)
BD
1,864
AV
2,291
1,045 (AV)
859 (AL, AM)
555 (AE)
433 (AS)
0
AE
AL, AM
AE
555 (AE)
0
AS
2,279
2,320 (AL, AM)
2,354 (AE)
2,412 (AS)
2,504
0
300
c1
c2
s1
s2
f1
f2
TCA55
3,075
7,660
2,083
5,653
8,317
3,251
7,800
2,552
1,696
5,266
TCA66
3,075
7,660
2,083
5,653
8,441
3,284
7,832
2,432
1,694
5,264
TCA77
3,225
8,010
2,120
5,690
8,937
3,473
8,206
2,487
1,659
5,229
A170-L
2,925
7,462
2,101
5,671
8,047
3,082
7,923
2,664
2,067
5,637
A180-L
3,335
7,697
2,215
6,975
8,665
3,594
8,326
3,206
1,677
6,437
MET 53MB
3,090
7,545
2,108
5,678
8,096
3,333
7,994
1,640
1,676
5,246
2,530
7,695
1,760
5,330
MET 60MB
3,090
7,630
2,156
5,756
8,325
3,276
8,079
2,635
1,749
5,319
2,463
7,798
1,755
5,355
Not applicable
Fig. 5.09.01b: Engine Pipe Connections, MAN B&W 6S70ME-C8.2 with two turbochargers on exhaust side
MAN Diesel
198 85 82-4.1
MAN B&W
5.09
BF
Aft cyl.
Cyl. 1
Page 3 of 3
655
1,190
X
2,374 (AR)
2,225 (RW)
BX
1,605
RW
AC
AT
1,852 (AT)
B
AD
AR
1,971 (AD)
167
BV
880
AF
BD
3,000
AE
AE
1,616
BF
1,740
X
Only for
Germanischer Lloyd
F
1,612 (X, F, BX, BF)
BX
524 89 05-4.9.0
Fig. 5.09.01c: Engine Pipe Connections, MAN B&W 6S70ME-C8.2 with two turbochargers on exhaust side
MAN Diesel
198 85 82-4.1
MAN B&W
5.10
Page 1 of 2
Counteranges
Flange
Bolts
Reference
Cyl. no.
5-8
Description
5-8
5-8
5-8
EB
5-8
5-8
155
120
16
M16
5-6
210
175
18
M16
7-8
250
210
20
M20
5-6
210
175
18
M16
7-8
250
210
20
M20
K
L
M
N
P
N
P
S
5-8
320
280
20
M20
6-8
385
345
22
M20 12
320
280
20
M20
6-8
385
345
22
M20 12
5-6
265
230
18
M16
7-8
320
280
20
M20
265
230
18
M16
6-8
320
280
20
M20
5-8
8
8
385
345
22
M20 12
6-8
430
390
22
M20 12
5-8
175
140
26
M16
AA
A180-L
1xTC
130
105
14
M12
AA TCA55
2xTC TCA66
130
105
14
M12
130
105
14
M12
TCA77
200
165
16
M16
TCA88
235
200
16
M16
MET66SE
200
165
16
M16
AB MET71MA 200
1xTC MET83SE 235
165
16
M16
200
16
M16
MET83MA 200
165
16
M16
A175-L
155
130
14
M12
A185-L
155
130
14
M12
TCA55
200
165
16
M16
TCA66
200
AB
MET66SE 200
2xTC
MET53SE 200
165
16
M16
165
16
M16
165
16
M16
MET66SE 285
240
24
M20
RU
X
MAN Diesel
198 70 06-9.1
MAN B&W
5.10
Page 2 of 2
Reference
Cyl. no.
AB A175-L
2xTC A180-L
Flange
Bolts
200
165
16
M16
200
165
16
M16
Description
AC
5-8
115
90
12
M12
AD
5-8
95
75
12
M10
AE
5-8
115
90
12
M12
AF
5-8
115
90
12
M12
AG
5-8
115
90
12
M12
AH
5-8
115
90
12
M12
AK
5-8
AL
AM
1xA.C.
120
95
12
M12
2xA.C.
130
105
14
M12
1xA.C.
120
95
12
M12
2xA.C.
130
105
14
M12
AN
5-8
AP
5-8
AR
5-8
AS
5-8
DX
5-8
AT
5-8
130
105
14
M12
95
12
M12
AV
5-8
155
130
14
M12
AV1
5-8
115
90
12
M12
BD
5-8
BX
5-8
BF
5-8
BV
5-8
RW
5-8
180
14
M16
RZ
5-8
235
200
16
M16
8 Hydraulic oil outlet system for HCU anf HPS (only for separat system)
RY
5-8
200
165
16
M16
Table 5.10.01: List of counteranges, 5-8S70ME-C8.2, according to JIS standards, option: 4 30 202. Reference is
made to section 5.09 Engine Pipe Connections.
533 25 86-7.1.0
MAN Diesel
198 70 06-9.1
MAN B&W
5.10
Page 1 of 3
Counteranges, Connection D
MAN Type TCA33
F
K
J
H
D
B
W
IW
L
IL
N x diameter (O)
F
I
G
E
C
A
178 63 96-2.0
IL
IW
802
492
690
400
755
448
712
427
568
100
417
387
260
329
254
24
13,5
IW
IL
G
C
N x diameter (O)
501 29 91-0.13.0a
IL
IW
TCA44
1,054
444
949
340
1,001
312
TCA55
1,206
516
1,080
390
1,143
TCA66
1,433
613
1,283
463
1,358
TCA77
1,694
720
1,524
550
TCA88
2,012
855
1,810
653
TCA99
2,207
938
1,985
717
826
408
1,012
104
118
24
13.5
360
1,000
472
1,155
120
125
26
17.5
420
1,200
560
1,373
140
150
26
17.5
1,612
480
1,440
664
1,628
160
160
28
22
1,914
570
1,710
788
1,934
190
190
28
22
2,100
624
1,872
866
2,120
208
208
28
22
MAN Diesel
198 66 70-0.6
MAN B&W
5.10
Page 2 of 3
Counteranges, Connection D
MAN Type TCR
Dia 1
PC
D
Di
a2
N x diameter (O)
TCR18
Dia 1
Dia 2
PCD
425
310
395
12
22
TCR20
540
373
495
15
22
TCR22
595
434
550
16
22
501 29 91-0.13.0a
IW
IL
G
C
N x diameter (O)
IL
IW
A165/A265-L 1,114
562
950
404
1,050
430
900
511
86
100
32
22
A170/A270-L 1,280
625
1,095
466
1,210
450
1,080
568
90
120
32
22
A175/A275-L 1,723
770
1,319
562
1,446
510
1,260
710
170
140
28
30
A180/A280-L 1,743
856
1,491
634
1,650
630
1,485
786
150
135
36
30
A185/A285-L 1,955
958
1,663
707
1,860
725
1,595
886
145
145
36
30
A190/A290-L 2,100
1,050
1,834
781
2,000
750
1,760
970
150
160
36
30
501 29 91-0.13.0b
MAN Diesel
198 66 70-0.6
MAN B&W
5.10
Page 3 of 3
B
F
IW
L
A
IL
G
N x diameter (O)
IL
IW
Series MB
MET42
1,094
381
1,004
291
1,061
261
950
351
87
95
30
15
MET53
1,389
485
1,273
369
1,340
330
1,200
440
110
120
30
20
MET60
1,528
522
1,418
410
1,488
330
1,320
482
110
110
34
20
MET66
1,713
585
1,587
459
1,663
372
1,536
535
124
128
34
20
MET71
1,837
617
1,717
497
1,792
480
1,584
572
120
132
36
20
MET83
2,163
731
2,009
581
2,103
480
1,920
671
160
160
34
24
MET90
2,378
801
2,218
641
2,312
525
2,100
741
175
175
34
24
MET33
700
310
605
222
670
550
280
130
110
18
15
Series MA
0
MET42
883
365
793
275
850
240
630
335
80
90
24
15
MET53
1,122
465
1,006
349
1,073
300
945
420
100
105
28
20
MET60
1,230
500
1,120
388
1,190
315
1,050
460
105
105
30
20
MET66
1,380
560
1,254
434
1,330
345
1,200
510
115
120
30
20
MET71
1,520
600
1,400
480
1,475
345
1,265
555
115
115
34
20
MET83
1,740
700
1,586
550
1,680
450
1,500
640
150
150
30
24
MET90
1,910
755
1,750
595
1,850
480
1,650
695
160
165
30
24
501 29 91-0.13.0d
MAN Diesel
198 66 70-0.6
MAN B&W
5.10
Page 1 of 3
Counteranges, Connection E
MAN Type TCA
Dia 1
Dia/ISO
Dia/JIS
PCD
61
77
90
14
TCA44
Thickness of anges
14
TC
Thickness of
anges
Dia/ISO
Dia/JIS
TCA55
61
77
86
76
14
16
TCA66
90
90
110
90
18
16
PCD
Dia
N x diameter (O)
TC
Thickness of
anges
Dia/JIS
TCA77
115
103
126
72
18
18
TCA88
141
141
150
86
18
18
TCA99
141
141
164
94
22
24
Dia/ISO
Dia
TC
N x diameter (O)
W
N x diameter (O)
A165/A265-L
Dia 1
PCD
L+W
Thickness of
anges
77
100
106
8,5
18
A170/A270-L
43
100
115
11
18
A175/A275-L
77
126
140
11
18
A180/A280-L
90
142
158
13
18
A185/A285-L
115
157
178
13
18
A190/A290-L
115
175
197
13
18
MAN Diesel
W
Dia 1
L
N x diameter (O)
PCD
198 70 27-3.4
MAN B&W
5.10
Page 2 of 3
PCD
Thickness of
anges (A)
MET42MB
105
61
105
14
14
MET53MB
125
77
130
14
14
MET60MB
140
90
145
18
14
MET66MB
140
90
145
18
14
N x diameter (O)
Dia 2
ia
L+W
TC
PCD
Dia 2
TC
Dia 1
Dia 2
PCD
Thickness of
anges (A)
MET71MB
180
90
145
18
14
MET83MB
200
115
165
18
16
MET90MB
200
115
165
18
16
Dia 1
N x diameter (O)
PCD
ia
PCD
49
95
14
12
77
130
14
14
L+W
Dia 2
MET53MB
95
MET90MB
125
N x diameter (O)
TC
Thickness of
anges (A)
PCD
TC
Dia 1
Dia 2
PCD
Thickness of
anges (A)
MET42MB
95
43
75
12
10
MET60MB
120
49
95
14
12
MET66MB
120
49
95
14
12
MET71MB
120
49
95
14
12
MET83MB
120
49
95
14
12
Dia 2
Dia 1
N x diameter (O)
PCD
MAN Diesel
198 70 27-3.4
MAN B&W
5.10
Page 3 of 3
PCD
Thickness of
anges (A)
MET42MB
105
61
105
14
14
MET53MB
125
77
130
14
14
MET60MB
140
90
145
18
14
MET66MB
140
90
145
18
14
MET71MB
140
90
145
18
14
MET90MB
155
115
155
18
14
N x diameter (O)
Dia 2
ia
L+W
TC
PCD
Dia 2
Dia 1
TC
MET83MB
Dia 1
Dia 2
PCD
Thickness of
anges (A)
180
90
145
18
14
N x diameter (O)
PCD
Connection EB
Dia 2
MET42MB
Dia 1
Dia 2
PCD
Thickness of
anges (A)
95
43
75
12
10
120
49
95
14
12
120
49
95
14
12
MET71MB
120
49
95
14
12
MET83MB
120
49
95
14
12
Thickness of
anges (A)
N x diameter (O)
PCD
TC
L+W
Dia 2
PCD
MET53MB
95
49
95
14
12
MET90MB
125
77
130
14
14
ia
MET60MB
MET66MB
Dia 1
N x diameter (O)
TC
PCD
501 29 91-0.13.0c
MAN Diesel
198 70 27-3.4
MAN B&W
5.11
Page 1 of 1
MAN Diesel
198 41 765.11
MAN B&W
5.12
Page 1 of 3
523
522
792
1,190
4,390
cyl .1
cyl .2
cyl .3
Thrust
bearing
877
2,3721
2,5911
1,8491
2,0681
1,1821
1,4011
6591
8781
3051
519
715
2,144
2,185
522
2,195
523
2,195
522
2,185
523
2,0501
522
1,480
505
1,625
1,480
368
65
aft. cyl
600
2,0501
715
Epoxy wedges to
be chiselled after
curing to enable
mounting of side
chock liners
A-A
50
10
Effective 645
B-B
25 1,515 to
engine
M85x6
79
64
The width of
machining on
the underside
of bedplate
MAN Diesel
64
079 25 46-5.1.0
198 41 84-8.3
MAN B&W
5.12
Page 2 of 3
460
715
%GPVTGNKPGGPIKPG
1
5
4
+35
50 - 25
D1
20
5
R7
22
R3
650
20
753
775
400
330
+HTGSWKTGFD[ENCUUKECVKQP
UQEKGV[CRRN[VJKUDTCEMGV
6JKEMPGUUQHDTCEMGVKUVJG
UCOGCUVJKEMPGUUQH
QQTRNCVGU
805
190
65
485
15
36
45
36
%QTPGTUQHQQTRNCVGUVQ
DGEWVVQGPCDNGRTQRGT
YGNFKPIQHIKTFGTUGI
CUUJQYP
%QPVKPWQWUIKTFGTVQGZVGPFYKVJHWNNFKOGPUKQPUCVNGCUVVQUJKR UHTCOG
HQTYCTFQHGPIKPGCPFCVNGCUVVQUJKR UHTCOGCHVQHVJGCHVGPFQHGPFEJQEM
5NQVUVQDGEWVKPXGTVKECNQQTRNCVGU
VQENGCTPWVUYJGPPGEGUUCT[
6JKEMPGUUQHQQTRNCVGU
DGVYGGPOCKPGPIKPGIKTFGTUOO
4.
5.
6.
Distance pipe
Round nut
Holding down bolt
078 72 81-4.6.0a
MAN Diesel
198 41 99-3.4
MAN B&W
5.12
Page 3 of 3
Section B-B
Middle of
main bearing
Centreline
cylinder
Detail D1
1
A
078 72 81-4.6.0b
664.26
Taper 1:100
65
about 370
2
7
3
20
Space for hydraulic
tightening jack
20
82
84
75 +5
0
147
about 230
MAN Diesel
198 41 99-3.4
MAN B&W
5.13
Page 1 of 2
MAN Diesel
198 46 725.8
MAN B&W
5.13
Page 2 of 2
By a different pre-setting of the relief valve, the
top bracing is delivered in a low-pressure version
(26 bar) or a high-pressure version (40 bar).
The top bracing unit is designed to allow displacements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.
!!
/IL!CCUMULATOR
(YDRAULIC#ONTROL5NIT
178 23 61-6.1
(ULLSIDE
%NGINESIDE
178 57 48-8.0
MAN Diesel
198 46 725.8
MAN B&W
5.14
Page 1 of 2
T/C
1 2 3 4 C
6,450
Cylinder number
Turbocharger
Chain box
a0a
1
1
T/C
2 3
a0a
(U)
0
T/C
2 3
4
d
a0a
(U)
T/C
2 3
c
Min. (R)
(Q)
2,475 (P)
a0a
T/C
2 3
a0a
T/C
5 6
e
4
c
T/C
2 3
a0a
a0a
T/C
2 3
7
g
e
T/C
6 7
c
T/C
2 3
T/C
6 7
Cyl. 1
078 73 75-0.1.0
MAN Diesel
198 77 582.1
MAN B&W
5.14
Page 2 of 2
=
595
= 1,785
= 2,975
= 4,165
e
f
g
h
=
=
=
=
5,355
6,545
7,735
8,925
TCA66
3,980
4,925
4,925
TCA77
4,100
5,045
4,925
TCA88
4,405
5,415
5,415
A-L
Available on request
MET60
3,980
4,925
4,925
MET66
3,980
4,925
4,925
MET83
4,405
5,415
5,415
MAN Diesel
198 77 582.1
MAN B&W
5.15
Page 1 of 2
Alternative 2
TCA66
TCA77
A-L
MET66
3,700
6,680
4,175
Turbocharger
Alternative 1
4,660
5,135
5,150
5,625
Available on request
4,660
5,135
079 43 50-9.0.0
MAN Diesel
198 89 27-7.0
MAN B&W
5.15
Page 2 of 2
X-X
Viewed from top
Valve block on upper base
Point A
595
595
1
595
595
2
4
4
ISO 5817-D
EN601M,Q2
5
X-X
6
6,545
ISO 5817-D
EN601M,Q2
6,545
7
Point A
7,735
7,735
079 43 50-9.0.0
MAN Diesel
198 89 27-7.0
MAN B&W
5.16
Page 1 of 3
ECS Network A
ECS Network B
MOP A
MOP B
VPN modem
To Internet
option
Serial
LAN WAN
PMI/CoCoS PC
Switch
+24V
#
PMI Auto-tuning
Ship LAN
option
Serial from
AMS option
Printer
Abbreviation:
PDB:
UPS:
PMI:
CoCos-EDS:
AMS:
078 74 78-1.3a
# Yard Supply
# Ethernet, supply with switch, cable length 10 metres
Type: RJ45, STP (Shielded TwistedPair), CAT 5
In case that 10 metre cable is not enough, this becomes Yard
supply.
Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control System
MAN Diesel
198 85 38-3.2
MAN B&W
5.16
Page 2 of 3
EC-MOP
Integrated PC unit and touch display
Direct dimming control (0-100%)
USB connections at front
IP54 resistant front
188 24 67-5.5.0
MOP PC
MOP control unit
Without display
188 18 66-0.2.0
188 21 31-9.1.0
188 11 23-1.4.0
Pointing device
Keyboard model
UK version, 104 keys
USB connection
Trackball mouse
USB connection
188 21 61-8.3.0
188 21 59-6.2.0
PMI/CoCos Display
LCD (TFT) monitor 19
Active matrix
Resolution 1,280x1,024, auto scaling
Direct dimming control (0-100%)
IP65 resistant front
188 15 30-4.2.0
511 96 44-2.1.0
PMI/CoCos PC
Standard industry PC with MS Windows
operating system, UK version
178 62 31-3.0
Router
Ethernet switch and VPN router with rewall
188 23 04-6.1.0
Fig. 5.16.02 MOP PC equipment for the ME/ME-B Engine Control System
MAN Diesel
198 87 06-1.0
MAN B&W
5.16
Page 3 of 3
Printer
Network printer, ink colour printer
188 23 16-6.1.0
EICU Cabinet
Engine interface control cabinet for ME-ECS for
installation in ECR (recommended) or ER
1,500 mm
505 mm
600 mm
517 57 64-4.5.1
Fig. 5.16.03: The network printer and EICU cabinet unit for the ME Engine Control System
Oil mist
detector
* Alarm
system
MOP A
monitor
Engine operation/navigating
MOP B
monitor
Service operation
* Yard supply
Oil mist detector equipment depending on supplier/maker
BWM: Bearing Wear Monitoring
513 54 76-3.1.0
MAN Diesel
198 82 73-3.1
MAN B&W
5.17
Page 1 of 3
Design description
The shaftline earthing device consists of two silver
slip rings, two arrangements for holding brushes
including connecting cables and monitoring
equipment with a mV-meter and an output signal
for alarm.
The slip rings should be made of solid silver or
back-up rings of cobber with a silver layer all over.
The expected life span of the silver layer on the
slip rings should be minimum 5 years.
The brushes should be made of minimum 80%
silver and 20% graphite to ensure a sufcient
electrical conducting capability.
Resistivity of the silver should be less than 0.1
Ohm x m. The total resistance from the shaft to
the hull must not exceed 0.001 Ohm.
MAN Diesel
198 49 292.4
MAN B&W
5.17
Page 2 of 3
#ABLE
CONNECTED
TOTHEHULL
"RUSHHOLDER
ARRANGEMENT
-ONITORING
EQUIPMENT
WITHM6METER
#ABLE
CONNECTED
TOTHEHULL
#ABLE
TOALARM
SYSTEM
3LIPRING
3LIPRING
FORMONITORING
EQUIPMENT
"RUSHHOLDER
ARRANGEMENT
079 21 82-1.3.1.0
2UDDER
0ROPELLER
6OLTAGEMONITORING
FORSHAFTHULLPOTENTIAL
DIFFERENCE
3HAFTLINE
EARTHINGDEVICE
#URRENT
0ROPELLERSHAFT
)NTERMEDIATESHAFT
-AINBEARINGS
4HRUSTBEARING
)NTERMEDIATESHAFTBEARING
079 21 82-1.3.2.0
Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without shaft-mounted generator
MAN Diesel
198 49 292.4
MAN B&W
5.17
Page 3 of 3
2UDDER
6OLTAGEMONITORING
FORSHAFTHULLPOTENTIAL
DIFFERENCE
0ROPELLER
3HAFTLINE
EARTHINGDEVICE
#URRENT
4HRUSTBEARING
0ROPELLERSHAFT
)NTERMEDIATESHAFT
-AINBEARINGS
3HAFTMOUNTEDALTERNATOR
WHERETHEROTORISPARTOF
THEINTERMEDIATESHAFT
)NTERMEDIATESHAFTBEARING
079 21 82-1.3.3.0
Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with shaft-mounted generator
MAN Diesel
198 49 292.4
MAN B&W
5.18
Page 1 of 8
Propeller Diameter
(mm)
11,000
10,000
VB S215 0
VB S206 0
V B S197
0
V B S189
0
V B S1810
V B S173
0
V B S16 4
0
9,000
8,000
7,000
V B S155
V B S14
50
V B S13
50
V B S12
60
V B S1
180
V B S1
10 0
V B S1
020
VBS
940
VBS
86
VBS 0
7
VBS 90
V B 720
S
VB 660
S6
00
6,000
5,000
4,000
3,000
2,000
Hub sizes:
Small: VBS600 - 940
Medium: VBS1020 - 1640
Large: VBS1730 - 2150
1,000
0
10
15
20
25
30
35
40
45
50
Engine Power (1,000 kW)
178 22 239.2
Fig. 5.18.01: MAN Alpha type VBS Mk 5 Controllable Pitch (CP) propeller range. As standard the VBS Mk 5 versions
are 4-bladed; 5-bladed versions are available on request
MAN Diesel
198 46 953.6
MAN B&W
5.18
Page 2 of 8
178 22 360.0
kn
%
%
kW
m
9. Comments:
MAN Diesel
198 46 953.6
MAN B&W
5.18
Page 3 of 8
Main Dimensions
Symbol
Unit
LPP
LWL
Breadth
TF
TA
m3
CB
Displacement
Block coefcient (LPP)
Midship coefcient
Waterplane area coefcient
Wetted surface with appendages
Centre of buoyancy forward of LPP/2
Propeller centre height above baseline
Bulb section area at forward perpendicular
CM
CWL
m2
LCB
AB
m2
Ballast
Loaded
178 22 970.0
Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be lled in
Propeller clearance
To reduce pressure impulses and vibrations emitted from the propeller to the hull, MAN Diesel &
Turbo recommends a minimum tip clearance as
shown in Fig. 5.18.04.
For ships with slender aft body and favourable
inow conditions the lower values can be used,
whereas full afterbody and large variations in
wake eld cause the upper values to be used.
Baseline
Hub
VBS 600
VBS 660
VBS 720
VBS 790
VBS 860
VBS 940
VBS 1020
VBS 1100
VBS 1180
VBS 1260
VBS 1350
VBS 1460
VBS 1550
VBS 1640
VBS 1730
VBS 1810
VBS 1890
VBS 1970
VBS 2060
VBS 2150
178 22 372.0
1520%
of D
2025%
of D
Min.
50100
216 56 93-7.3.1
MAN Diesel
198 46 953.6
MAN B&W
5.18
Page 4 of 8
If deviation occurs, a proportional valve is actuated. Hereby high pressure oil is fed to one or the
other side of the servo piston, via the oil distributor ring, until the desired propeller pitch has been
reached.
The pitch setting is normally remote controlled,
but local emergency control is possible.
(YDRAULIC0OWER5NIT
/ILTANK
FORWARD
SEAL
3TERN
TUBEOIL
TANK
0ITCH
ORDER
0)
0!,
4)
0) 0!(
0!,
4!(
,!,
03,
03,
-
3ERVO
PISTON
0ITCH
FEEDBACK
(YDRAULIC
PIPE
,IPRINGSEALS
0ROPELLERSHAFT
:INC
ANODE
-ONOBLOCK
HUB
3TERN
TUBE
/ILDISTRIBUTION
RING
$RAIN
TANK
178 22 384.1
Fig. 5.18.05: Servo oil system for MAN Alpha VBS type CP propeller
MAN Diesel
198 46 953.6
MAN B&W
5.18
Page 5 of 8
The servo oil unit is equipped with alarms according to the Classication Societys requirements
as well as necessary pressure and temperature
indicators.
The return oil is led back to the tank via a thermostatic valve, cooler and paper lter.
If the servo oil unit cannot be located with maximum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
tank complete with pump, located at a suitable
level, below the oil distributor ring drain lines.
178 22 396.0
Fig. 5.18.06: Hydraulic Power Unit for MAN Alpha CP propeller, the servo oil tank unit
MAN Diesel
198 53 208.3
MAN B&W
5.18
Page 6 of 8
MAN Diesel & Turbos MAN Alphatronic 2000 Propulsion Control System (PCS) is designed for control of propulsion plants based on diesel engines
with CP propellers. The plant could for instance
include tunnel gear with PTO/PTI, PTO gear, multiple engines on one gearbox as well as multiple
propeller plants.
pitch and shaft speed. Selection of combinator, constant speed or separate thrust mode is
possible. The rates of changes are controlled to
ensure smooth manoeuvres and avoidance of
propeller cavitation.
"RIDGE7ING
20- 0ITCH
/PERATOR
0ANEL
/PERATOR
0ANEL
%3
"5
"RIDGE7ING
20- 0ITCH
%3
%3%MERGENCY3TOP
"5"ACK5P#ONTROL
/PERATOR
0ANEL
%3
$UPLICATED.ETWORK
(ANDLES
INTERFACE
"RIDGE
3HIPS
!LARM
3YSTEM
20- 0ITCH
/PERATOR
0ANEL
%NGINE#ONTROL2OOM
34/0
0)
4ERMINALSFOR
ENGINEMONITORING
SENSORS
'OVERNOR
,OCALENGINE
CONTROL
34/0
)NGOVERNOR
34/0
34!24
%NGINE2OOM
/6%2
,/!$
0)
%NGINE
SAFETY
SYSTEM
%NGINEOVERLOADMAXLOAD
/PERATOR
0ANEL
/00
0ROPELLER0ITCH
#LOSED,OOP
#ONTROL"OX
0ITCH
)
!HEAD
!STERN
0ITCH3ET
2EMOTE,OCAL
"ACKUPSELECTED
3HAFT'ENERATOR
0-3
0ROPULSION
#ONTROL
3YSTEM
!UXILIARY#ONTROL
%QUIPMENT
#OORDINATED
#ONTROL
3YSTEM
%NGINESPEED
3HUTDOWN3HUTDOWNRESETCANCEL
0)
4ERMINALSFOR
PROPELLER
MONITORING
SENSORS
0ITCH
178 22 406.1
MAN Diesel
198 53 221.5
MAN B&W
5.18
Page 7 of 8
This control station will incorporate three modules, as shown in Fig. 5.18.08:
and indicators for machinery control and a display with information of condition of operation
and status of system parameters.
02/0%,,%2
0)4#(
02/0%,,%2
20-
"!#+50
#/.42/,
/./&&
).
#/.42/,
4!+%
#/.42/,
178 22 418.1
MAN Diesel
198 53 221.5
MAN B&W
5.18
Page 8 of 8
MAN Diesel
198 53 221.5
MAN B&W
List of Capacities:
Pumps, Coolers &
Exhaust Gas
6
MAN Diesel
MAN B&W
6.01
Page 1 of 1
Nomenclature
In the following description and examples of the auxiliary machinery capacities, freshwater generator production and exhaust gas data, the below nomenclatures are used:
Engine ratings
Point / Index
Power
Speed
L1
PL1
nL1
PM
nM
Service point
PS
nS
Cooler index
Parameters
Flow index
Heat dissipation
air
sw
seawater ow
Volume ow
lub
cw
cooling/central water ow
Mass ow
jw
exh
exhaust gas
Temperature
cent
central cooler
fw
freshwater
MAN Diesel
198 82 91-2.0
MAN B&W
6.02
Page 1 of 1
45 C
Seawater
32 C
Seawater outlet
Lubricating oil cooler
38 C
178 11 264.1
Seawater outlet
80 C
Jaket
water
cooler
Central
cooler
Scavenge
air
cooler (s)
43 C
45 C
Seawater inlet
32 C
Central coolant
36 C
Lubricating
oil
cooler
MAN Diesel
178 11 276.1
198 74 63-3.0
MAN B&W
6.03
Page 1 of 4
1 x MET71MB
1 x A275-L
1 x TCA77-21
1 x MET71MB
1 x A275-L
1 x TCA77-21
1 x MET71MB
Central cooling
Conventional TC
High eff. TC
1 x A275-L
1 x TCA77-21
1 x MET71MB
1 x A275-L
1 x TCA77-21
Seawater cooling
Conventional TC
High eff. TC
Pumps
Fuel oil circulation
Fuel oil supply
Jacket cooling
Seawater cooling *
Main lubrication oil *
Central cooling *
m/h
m/h
m/h
m/h
m/h
m/h
7.3
4.5
136
488
320
-
7.3
4.5
136
491
320
-
7.3
4.5
136
499
320
-
7.3
4.4
136
502
320
-
7.3
4.4
136
504
320
-
7.3
4.4
136
512
320
-
7.3
4.5
136
483
320
376
7.3
4.5
136
484
320
379
7.3
4.5
136
487
320
385
7.3
4.4
136
496
320
386
7.3
4.4
136
497
320
388
7.3
4.4
136
500
320
395
kW
m/h
m/h
6,320
309
6,320
309
6,320
309
6,590
322
6,590
322
6,590
322
6,290
225
-
6,290
225
-
6,290
225
-
6,560
234
-
6,560
234
-
6,560
234
-
kW
m/h
m/h
m/h
1,220
325
179
1,240
319
182
1,290
324
190
1,220
325
179
1,240
319
182
1,290
324
190
1,220
325
151
-
1,240
319
153
-
1,290
324
159
-
1,220
325
151
-
1,240
319
153
-
1,290
324
159
-
kW
m/h
m/h
m/h
2,370
142
179
2,370
142
182
2,370
142
190
2,370
142
179
2,370
142
182
2,370
142
190
2,370
136
151
-
2,370
136
153
-
2,370
136
159
-
2,370
136
151
-
2,370
136
153
-
2,370
136
159
-
kW
m/h
m/h
9,880
376
483
9,900
379
484
9,950
385
487
10,150
386
496
10,170
388
497
10,220
395
500
2 x 7.5
450
2 x 7.5
450
2 x 7.5
450
2 x 7.5
450
2 x 7.5
450
2 x 7.5
450
2 x 7.5
450
2 x 4.0
240
2 x 4.0
240
2 x 4.0
240
2 x 4.0
240
2 x 4.0
240
2 x 4.0
240
Central cooler
Heat diss. app. *
Central water flow
Seawater flow
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume
Compressor cap.
m
m
2 x 7.5
450
2 x 7.5
450
2 x 7.5
450
2 x 7.5
450
2 x 7.5
450
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume
Compressor cap.
m
m
2 x 4.0
240
2 x 4.0
240
2 x 4.0
240
2 x 4.0
240
2 x 4.0
240
2 x 4.0
240
Other values
Fuel oil heater
Exh. gas temp. **
Exh. gas amount **
Air consumption **
kW
C
kg/h
kg/s
128
128
128
128
128
128
255
255
255
235
235
235
125,404 125,404 125,404 133,563 133,563 133,563
34.1
34.1
34.1
36.3
36.3
36.3
129
129
129
128
128
128
255
255
255
235
235
235
125,404 125,404 125,404 133,563 133,563 133,563
34.1
34.1
34.1
36.3
36.3
36.3
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel & Turbo recommended type and/or torsional
vibration damper the engine's capacities must be increased by those stated for the actual system
** ISO based
For List of Capacities for derated engines and performance data at part load please visit http://www.mandieselturbo/ceas/index.htm
Table 6.03.01e: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN Diesel
198 80 51-6.0
MAN B&W
6.03
Page 2 of 4
1 x MET83MB
1 x A280-L
1 x TCA77-26
1 x MET83MB
1 x A180-L37
1 x TCA77-26
1 x MET83MB
Central cooling
Conventional TC
High eff. TC
1 x A280-L
1 x TCA77-26
1 x MET83MB
1 x A180-L37
1 x TCA77-26
Seawater cooling
Conventional TC
High eff. TC
Pumps
Fuel oil circulation
Fuel oil supply
Jacket cooling
Seawater cooling *
Main lubrication oil *
Central cooling *
m/h
m/h
m/h
m/h
m/h
m/h
8.8
5.4
162
584
390
-
8.8
5.4
162
590
390
-
8.8
5.4
162
600
390
-
8.7
5.3
162
600
390
-
8.7
5.3
162
606
390
-
8.7
5.3
162
616
390
-
8.8
5.4
162
579
390
450
8.8
5.4
162
581
390
455
8.8
5.4
162
584
390
463
8.7
5.3
162
594
390
461
8.7
5.3
162
597
390
467
8.7
5.3
162
600
390
475
kW
m/h
m/h
7,590
371
7,590
371
7,590
371
7,910
387
7,910
387
7,910
387
7,550
270
-
7,550
270
-
7,550
270
-
7,870
281
-
7,870
281
-
7,870
281
-
kW
m/h
m/h
m/h
1,450
390
213
1,500
386
219
1,560
392
229
1,450
390
213
1,500
386
219
1,560
392
229
1,460
390
179
-
1,500
386
184
-
1,560
392
192
-
1,460
390
179
-
1,500
386
184
-
1,560
392
192
-
kW
m/h
m/h
m/h
2,830
171
213
2,830
171
219
2,830
171
229
2,830
171
213
2,830
171
219
2,830
171
229
2,840
163
179
-
2,840
163
184
-
2,840
163
192
-
2,840
163
179
-
2,840
163
184
-
2,840
163
192
-
kW
m/h
m/h
11,850
450
579
11,890
455
581
11,950
463
584
12,170
461
594
12,210
467
597
12,270
475
600
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
Central cooler
Heat diss. app. *
Central water flow
Seawater flow
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume
Compressor cap.
m
m
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume
Compressor cap.
m
m
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
Other values
Fuel oil heater
Exh. gas temp. **
Exh. gas amount **
Air consumption **
kW
C
kg/h
kg/s
154
154
154
153
153
153
255
255
255
235
235
235
150,485 150,485 150,485 160,276 160,276 160,276
40.9
40.9
40.9
43.6
43.6
43.6
154
154
154
154
154
154
255
255
255
235
235
235
150,485 150,485 150,485 160,276 160,276 160,276
40.9
40.9
40.9
43.6
43.6
43.6
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel & Turbo recommended type and/or torsional
vibration damper the engine's capacities must be increased by those stated for the actual system
** ISO based
For List of Capacities for derated engines and performance data at part load please visit http://www.mandieselturbo/ceas/index.htm
Table 6.03.01f: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN Diesel
198 80 51-6.0
MAN B&W
6.03
Page 3 of 4
1 x A280-L
1 x MET83MB
1 x TCA88-21
1 x A185-L37
1 x MET83MB
1 x TCA88-21
1 x A280-L
1 x MET83MB
1 x TCA88-21
1 x A185-L37
1 x MET83MB
Central cooling
Conventional TC
High eff. TC
1 x TCA88-21
Seawater cooling
Conventional TC
High eff. TC
m/h
m/h
m/h
m/h
m/h
m/h
10.2
6.2
190
683
460
-
10.2
6.2
190
686
450
-
10.2
6.2
190
695
450
-
10.2
6.2
190
701
460
-
10.2
6.2
190
708
450
-
10.2
6.2
190
714
450
-
10.2
6.3
190
676
460
526
10.2
6.3
190
677
450
529
10.2
6.3
190
680
450
537
10.2
6.2
190
694
460
540
10.2
6.2
190
696
450
545
10.2
6.2
190
698
450
550
kW
m/h
m/h
8,850
433
8,850
433
8,850
433
9,230
451
9,230
451
9,230
451
8,810
315
-
8,810
315
-
8,810
315
-
9,180
328
-
9,180
328
-
9,180
328
-
kW
m/h
m/h
m/h
1,710
455
250
1,730
446
253
1,790
452
263
1,710
455
250
1,750
447
257
1,790
452
263
1,710
455
210
-
1,730
446
213
-
1,800
452
221
-
1,710
455
210
-
1,760
447
216
-
1,800
452
221
-
kW
m/h
m/h
m/h
3,310
199
250
3,310
199
253
3,310
199
263
3,310
199
250
3,310
199
257
3,310
199
263
3,310
190
210
-
3,310
190
213
-
3,310
190
221
-
3,310
190
210
-
3,310
190
216
-
3,310
190
221
-
kW
m/h
m/h
13,830
526
676
13,850
529
677
13,920
537
680
14,200
540
694
14,250
545
696
14,290
550
698
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
Pumps
Fuel oil circulation
Fuel oil supply
Jacket cooling
Seawater cooling *
Main lubrication oil *
Central cooling *
Central cooler
Heat diss. app. *
Central water flow
Seawater flow
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume
Compressor cap.
m
m
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume
Compressor cap.
m
m
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
Other values
Fuel oil heater
Exh. gas temp. **
Exh. gas amount **
Air consumption **
kW
C
kg/h
kg/s
180
180
180
179
179
179
255
255
255
235
235
235
175,566 175,566 175,566 186,988 186,988 186,988
47.7
47.7
47.7
50.9
50.9
50.9
180
180
180
179
179
179
255
255
255
235
235
235
175,566 175,566 175,566 186,988 186,988 186,988
47.7
47.7
47.7
50.9
50.9
50.9
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel & Turbo recommended type and/or torsional
vibration damper the engine's capacities must be increased by those stated for the actual system
** ISO based
For List of Capacities for derated engines and performance data at part load please visit http://www.mandieselturbo/ceas/index.htm
Table 6.03.01g: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN Diesel
198 80 51-6.0
MAN B&W
6.03
Page 4 of 4
1 x A285-L
2 x MET66MB
1 x TCA88-26
1 x A285-L
2 x MET66MB
1 x TCA88-21
1 x A285-L
2 x MET66MB
1 x TCA88-26
1 x A285-L
2 x MET66MB
Central cooling
Conventional TC
High eff. TC
1 x TCA88-21
Seawater cooling
Conventional TC
High eff. TC
m/h
m/h
m/h
m/h
m/h
m/h
11.7
7.1
217
777
520
-
11.7
7.1
217
784
510
-
11.7
7.1
217
796
520
-
11.7
7.1
217
798
520
-
11.7
7.1
217
805
510
-
11.7
7.1
217
817
520
-
11.7
7.2
217
771
520
598
11.7
7.2
217
774
510
604
11.7
7.2
217
778
520
615
11.7
7.1
217
792
520
614
11.7
7.1
217
794
510
619
11.7
7.1
217
799
520
630
kW
m/h
m/h
10,120
494
10,120
494
10,120
494
10,550
516
10,550
516
10,550
516
10,070
360
-
10,070
360
-
10,070
360
-
10,500
375
-
10,500
375
-
10,500
375
-
kW
m/h
m/h
m/h
1,930
520
282
1,970
512
289
2,060
520
302
1,930
520
282
1,970
512
289
2,060
520
302
1,930
520
237
-
1,980
512
243
-
2,060
520
254
-
1,930
520
237
-
1,980
512
243
-
2,060
520
254
-
kW
m/h
m/h
m/h
3,780
227
282
3,780
227
289
3,780
227
302
3,780
227
282
3,780
227
289
3,780
227
302
3,780
217
237
-
3,780
217
243
-
3,780
217
254
-
3,780
217
237
-
3,780
217
243
-
3,780
217
254
-
kW
m/h
m/h
15,780
598
771
15,830
604
774
15,910
615
778
16,210
614
792
16,260
619
794
16,340
630
799
2 x 8.5
510
2 x 8.5
510
2 x 8.5
510
2 x 8.5
510
2 x 8.5
510
2 x 8.5
510
2 x 8.5
510
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
Pumps
Fuel oil circulation
Fuel oil supply
Jacket cooling
Seawater cooling *
Main lubrication oil *
Central cooling *
Central cooler
Heat diss. app. *
Central water flow
Seawater flow
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume
Compressor cap.
m
m
2 x 8.5
510
2 x 8.5
510
2 x 8.5
510
2 x 8.5
510
2 x 8.5
510
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume
Compressor cap.
m
m
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
Other values
Fuel oil heater
Exh. gas temp. **
Exh. gas amount **
Air consumption **
kW
C
kg/h
kg/s
206
206
206
204
204
204
255
255
255
235
235
235
200,647 200,647 200,647 213,701 213,701 213,701
54.5
54.5
54.5
58.1
58.1
58.1
206
206
206
205
205
205
255
255
255
235
235
235
200,647 200,647 200,647 213,701 213,701 213,701
54.5
54.5
54.5
58.1
58.1
58.1
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel & Turbo recommended type and/or torsional
vibration damper the engine's capacities must be increased by those stated for the actual system
** ISO based
For List of Capacities for derated engines and performance data at part load please visit http://www.mandieselturbo/ceas/index.htm
Table 6.03.01h: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN Diesel
198 80 51-6.0
MAN B&W
6.04
Page 1 of 12
L1
100%
94%
L390%
For the specied MCR (M) the following three diagrams in Figs. 6.04.01, 6.04.02 and 6.04.03 show
reduction factors for the corresponding heat dissipations for the coolers, relative to the values
stated in the List of Capacities valid for nominal
MCR (L1).
86%
78%
70%
L4
80%
85%
90%
95%
Qair%
90%
90%
80%
70%
) + 0.8072 x ln (P
) + 1.2614)
M%
M%
110%
L1
70%
96%
92%
95%
100%
178 63 62-6.1
L4
90%
60%
110% nM%
65%
85%
105%
80%
L2
80%
100%
100%
100%
L3
80%
L2
82%
Qjw% = e
L1
90%
Qjw%
110%
100%
98%
105%
94%
100%
98%
100%
M
90%
90%
60%
110% nM%
L3
88%
Qlub%
80%
L2
178 63 63-8.0
70%
L4
Fig. 6.04.01: Scavenge air cooler, heat dissipation Qair% in
point M, in % of the L1 value Qair, L1
80%
85%
90%
95%
100%
105%
60%
110% nM%
MAN Diesel
198 71 49-5.6
MAN B&W
6.04
Page 2 of 12
Pump capacities
The pump capacities given in the List of Capacities refer to engines rated at nominal MCR (L1).
For lower rated engines, a marginal saving in the
pump capacities is obtainable.
To ensure proper lubrication, the lubricating oil
pump must remain unchanged.
In order to ensure reliable starting, the starting air
compressors and the starting air receivers must
also remain unchanged.
The jacket cooling water pump capacity is relatively low. Practically no saving is possible, and it
is therefore unchanged.
=
=
=
=
Pump pressures
Irrespective of the capacities selected as per the
above guidelines, the belowmentioned pump
heads at the mentioned maximum working temperatures for each system must be kept:
Pump
Max. working
head bar
temp. C
100
150
4.4
70
Seawater pump
2.5
50
2.5
80
3.0
100
Flow velocities
For external pipe connections, we prescribe the
following maximum velocities:
Marine diesel oil ......................................... 1.0 m/s
Heavy fuel oil .............................................. 0.6 m/s
Lubricating oil ............................................. 1.8 m/s
Cooling water ............................................. 3.0 m/s
MAN Diesel
198 88 77-3.1
MAN B&W
6.04
Page 3 of 12
The method of calculating the reduced capacities for point M (nM% = 95.0% and PM% = 90.0%) is
shown below.
The values valid for the nominal rated engine are
found in the List of Capacities, Figs. 6.03.01 and
6.03.02, and are listed together with the result in
the gure on the next page.
Heat dissipation of scavenge air cooler
Fig. 6.04.01 which approximately indicates a Qair%
= 87.4% heat dissipation, i.e.:
Qair,M =Qair,L1 x Qair% / 100
MAN Diesel
198 91 02-6.0
MAN B&W
6.04
Page 4 of 12
kW
r/min
Pumps:
Fuel oil circulating
Fuel oil supply
Jacket cooling water
Central cooling water
Seawater
Lubricating oil
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
8.7
5.3
163
461
594
390
8.1
4.8
163
417
532
390
kW
m3/h
7,870
282
6,878
246
kW
m3/h
m3/h
1,460
390
179
1,399
390
171
kW
m3/h
m3/h
2,840
163
179
2,618
163
171
kW
m3/h
m3/h
12,170
461
594
10,895
417
532
kW
154
138
kg/h
C
kg/s
160,300
235
43.0
143,900
231
39.2
m3
m3/h
2 x 8.0
480
2 x 8.0
480
m3
m3/h
2 x 4.5
270
2 x 4.5
270
Coolers:
Scavenge air cooler
Heat dissipation
Central cooling water ow
Lub. oil cooler
Heat dissipation
Lubricating oil ow
Central cooling water ow
Jacket water cooler
Heat dissipation
Jacket cooling water ow
Central cooling water ow
Central cooler
Heat dissipation
Central cooling water ow
Seawater ow
The air consumption and exhaust gas gures are expected and refer to 100% specied MCR,
ISO ambient reference conditions and the exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this chapter
MAN Diesel
198 91 02-6.0
MAN B&W
6.04
Page 5 of 12
Freshwater Generator
If a freshwater generator is installed and is utilising the heat in the jacket water cooling system,
it should be noted that the actual available heat
in the jacket cooling water system is lower than
indicated by the heat dissipation gures valid for
nominal MCR (L1) given in the List of Capacities.
This is because the latter gures are used for
dimensioning the jacket water cooler and hence
incorporate a safety margin which can be needed
when the engine is operating under conditions
such as, e.g. overload. Normally, this margin is
10% at nominal MCR.
Calculation Method
For a derated diesel engine, i.e. an engine having
a specied MCR (M) different from L1, the relative
jacket water heat dissipation for point M may be
found, as previously described, by means of Fig.
6.04.02.
Qjw%
Qjw,M = Qjw,L1 x ___
x 0.9 (0.88)
100
2.
[1]
kp
1.0
0.9
0.8
0.7
0.6
[2]
FPP
where
Qjw = jacket water heat dissipation
Qjw,L1= jacket water heat dissipation at nominal
MCR (L1)
Qjw% = percentage correction factor from
Fig. 6.04.02
Qjw,M = jacket water heat dissipation at specied
MCR power (M), found by means of
equation [1]
kp = part load correction factor from Fig. 6.04.04
0.9 = factor for safety margin of cooler, tropical
ambient conditions
0.5
CPP
0.4
0.3
0.2
0.1
0
0
10
20
30
40
50
60
70
80
90
100%
FPP : kp = 0.742 x
PS
__
PM
+ 0.258
PS
CPP : kp = 0.822 x __
+ 0.178
P
M
MAN Diesel
198 71 45-8.1
MAN B&W
6.04
Page 6 of 12
[3]
where
If such a special temperature control is not applied, we recommend limiting the heat utilised to
maximum 50% of the heat actually available at
specied MCR, and only using the freshwater generator at engine loads above 50%. Considering the
cooler margin of 10% and the minus tolerance of
15%, this heat corresponds to 50 x(1.000.15)x0.9
= 38% of the jacket water cooler capacity Qjw,M
used for dimensioning of the jacket water cooler.
Expansion tank
Seawater
In
Jacket cooling
water circuit
Out
Condensator
min
Tjw
max
Tjw
Produced
freshwater
Evaporator
Brine out
Deaerating tank
Jacket water
cooler
Cooling
water
178 23 700.0
Fig. 6.04.05: Freshwater generators. Jacket cooling water heat recovery ow diagram
MAN Diesel
198 85 81-2.0
MAN B&W
6.04
Page 7 of 12
Reference conditions
Air temperature Tair ..............................................................
20 C
Scavenge air coolant temperature TCW ...............................
18 C
Barometric pressure pbar ...................................................... 1,013 mbar
Exhaust gas backpressure at specied MCR pM ............ 300 mm WC
The expected available jacket cooling water heat at service rating is found as follows:
Qjw%
Qjw,M = Qjw,L1 x ___
x 0.885
100
92.2
= 2,840 x ____
x 0.885 = 2,317 kW
100
MAN Diesel
198 91 03-8.0
MAN B&W
6.04
Page 8 of 12
Calculation Method
To enable the project engineer to estimate the actual exhaust gas data at an arbitrary service rating,
the following method of calculation may be used.
The partial calculations based on the above inuencing factors have been summarised in equations
[4] and [5].
kg/h
+/5% [4]
[5]
where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC
backpressure and specied in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperature after turbocharger in C at nominal MCR (L1)
Fig. 6.04.06: Summarising equations for exhaust gas amounts and temperatures
MAN Diesel
198 43 181.3
MAN B&W
6.04
Page 9 of 12
Specified MCR power, % of L1
P M%
L1
1%
110%
0%
mM%
110%
L1
100%
M
90%
90%
2 C
L3
3%
L2
100%
0 C
1%
2%
L3
Tm
80%
80%
4 C
6 C L
2
8 C
70%
L4
L4
10 C
12 C
70%
60%
80%
85%
90%
95%
60%
80%
85%
90%
95%
TM = 15 x ln (PM/PL1) + 45 x ln (nM/nL1)
178 63 67-5.0
178 63 66-3.0
Parameter
Change
+ 10 C
+ 10 mbar
Change of
exhaust gas
temperature
Change of
exhaust gas
amount
+ 16.0 C
4.1 %
0.1 C
+ 0.3 %
+ 10 C
+ 1.0 C
+ 1.9 %
+ 100 mm WC
+ 5.0 C
1.1 %
Fig. 6.04.09: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
MAN Diesel
198 44 20-9.6
MAN B&W
6.04
Page 10 of 12
Mamb% = 0.41 x (Tair 25) + 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) 0.011 x (pM 300) %
[7]
Tamb
[8]
= 1.6 x (Tair 25) 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (pM 300) C
Fig. 6.04.10: Exhaust gas correction formula for ambient conditions and exhaust gas back pressure
TS C
20
mS%
20
18
15
16
10
14
5
12
M
0
10
-5
8
-10
6
-15
-20
2
M
-25
0
50
60
70
2
80
90
100
110
PS%
4
50
60
70
80
90
100
110 PS%
Engine load, % specified MCR power
178 24 623.0
178 24 635.0
MAN Diesel
198 71 40-9.0
MAN B&W
6.04
Page 11 of 12
Reference conditions
Air temperature Tair ..............................................................
20 C
Scavenge air coolant temperature TCW ...............................
18 C
Barometric pressure pbar ...................................................... 1,013 mbar
Exhaust gas backpressure at specied MCR pM ............ 300 mm WC
a) Correction for choice of specied MCR point M:
17,658
PM%
= _____
x 100 = 90.0%
19,620
nM%
86.5
= ____
x 100 = 95.0%
91.0
Mamb% = + 1.11%
Tamb
Tamb
= 8.8 C
mM% = -0.26%
TM = -3.9 C
TS
= 18.8 C
MAN Diesel
198 91 05-1.0
MAN B&W
6.04
Page 12 of 12
Final calculation
By means of equations [4] and [5], the nal result is
found taking the exhaust gas ow ML1 and temperature TL1 from the List of Capacities:
ML1
= 160,300 kg/h
Mexh
17,658
____) x
= 160,300 x _____
x (1 + -0.26
19,620
100
80
1.11
7.1
(1 + ___
) x (1 + ___
) x ___
= 124,658 kg/h
100
100
100
Mexh
= 235 C
Texh
Texh
= 203.5 C 5 C
Texh,M = 231.1 C 5 C
The air consumption will be:
143,876 x 0.982 kg/h = 141,286 kg/h <=>
141,286 / 3,600 kg/s = 39.2 kg/s
MAN Diesel
198 91 05-1.0
MAN B&W
Fuel
7
MAN Diesel
MAN B&W
7.01
Page 1 of 3
Fuel considerations
When the engine is stopped, the circulating
pump will continue to circulate heated heavy fuel
through the fuel oil system on the engine, thereby
keeping the fuel pumps heated and the fuel valves
deaerated. This automatic circulation of preheated
fuel during engine standstill is the background
for our recommendation: constant operation on
heavy fuel.
In addition, if this recommendation was not followed, there would be a latent risk of diesel oil and
heavy fuels of marginal quality forming incompatible blends during fuel change over or when operating in areas with restrictions on sulpher content
in fuel oil due to exhaust gas emission control.
In special circumstances a changeover to diesel
oil may become necessary and this can be performed at any time, even when the engine is not
running. Such a changeover may become necessary if, for instance, the vessel is expected to be
inactive for a prolonged period with cold engine
e.g. due to:
docking
stop for more than ve days
major repairs of the fuel system, etc.
The builton overow valves, if any, at the supply
pumps are to be adjusted to 5 bar, whereas the
external bypass valve is adjusted to 4 bar. The
pipes between the tanks and the supply pumps
shall have minimum 50% larger passage area than
the pipe between the supply pump and the circulating pump.
If the fuel oil pipe X at inlet to engine is made as
a straight line immediately at the end of the engine, it will be necessary to mount an expansion
joint. If the connection is made as indicated, with
a bend immediately at the end of the engine, no
expansion joint is required.
MAN Diesel
198 42 282.7
MAN B&W
7.01
Page 2 of 3
From centrifuges # )
Aut. deaerating valve
Deck
Venting tank
Arr. of main engine fuel oil system.
(See Fig. 7.03.01)
Top of fuel oil service tank
Heavy fuel oil
service tank
F
AF
AD
BD
8005
PT
D* )
Diesel
oil
service
tank
D* )
8002
32 mm Nominal bore
To HFO settling tank
Fuel oil
drain tank
overflow tank
PI
a)
PI
TI
Overflow valve
Adjusted to 4 bar
TI
b)
To jacket water
cooling pump
a)
Heater
VT
Circulating pumps
d* )
Supply pumps
8004
To sludge tank
Full flow filter.
For filter type see engine spec.
#) Approximately the following quantity of fuel oil should be treated in
the centrifuges: 0.23 l/kwh as explained in Section 7.05. The capacity of
the centrifuges to be according to manufacturers recommendation.
* ) D to have min. 50% larger passage area than d.
178 52 197.4
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines: Max.150C
b) Tracing drain lines: By jacket cooling water
The letters refer to the list of Counteranges
MAN Diesel
198 76 609.3
MAN B&W
7.01
Page 3 of 3
Engine
K98ME/ME-C,
Flow rate,
litres/cyl. h.
HFO 12 cSt
0.65
S90ME-C, K90ME/ME-C
0.55
G/S/K80ME-C
G/S/L70ME-C, S70ME-C-GI, S65ME-C/-GI
G/S/L60ME-C, S60ME-C-GI, S60ME-B
0.50
0.40
0.30
MAN Diesel
198 76 609.3
MAN B&W
7.02
Page 1 of 1
Fuel Oils
Marine diesel oil:
< 1.010*
at 100 C
cSt
< 55
at 50 C
cSt
< 700
Flash point
> 60
Pour point
< 30
Carbon residue
% (m/m)
< 20
Ash
% (m/m)
< 0.15
% (m/m)
< 0.10
Water
% (v/v)
< 0.5
Sulphur
% (m/m)
< 4.5
Vanadium
mg/kg
< 450
Aluminum + Silicon
mg/kg
<60
Density at 15 C
Kinematic viscosity
v/v = volume
MAN Diesel
198 38 80-4.6
MAN B&W
7.03
Page 1 of 1
Cyl.1
Fuel
valve
Fuel valve
High pressure
pipes
By-pass valve
PT 8001 I AL
Hydraulic Cyl unit
PI 8001
TI 8005
PI 8001
LS 8006 AH
AD
ZV 8020 Z
AF
To sludge tank
Drain for overhaul
AD
AF
MAN Diesel
198 91 12-2.0
-!."7
0AGEOF
&UEL/IL0IPE)NSULATION
)NSULATIONOFFUELOILPIPESANDFUELOILDRAINPIPES
SHOULDNOTBECARRIEDOUTUNTILTHEPIPINGSYSTEMS
HAVEBEENSUBJECTEDTOTHEPRESSURETESTSSPECI
lEDANDAPPROVEDBYTHERESPECTIVECLASSIlCATION
SOCIETYANDORAUTHORITIES&IG
&LANGESANDVALVES
4HEmANGESANDVALVESARETOBEINSULATEDBY
MEANSOFREMOVABLEPADS&LANGEANDVALVEPADS
AREMADEOFGLASSCLOTHMINIMUMGM
CONTAININGMINERALWOOLSTUFFEDTOMINIMUM
KGM
4HEDIRECTIONSMENTIONEDBELOWINCLUDEINSULATION
OFHOTPIPESmANGESANDVALVESWITHASURFACE
TEMPERATUREOFTHECOMPLETEINSULATIONOFMAXI
MUM#ATAROOMTEMPERATUREOFMAXIMUM
#!SFORTHECHOICEOFMATERIALANDIFREQUIRED
APPROVALFORTHESPECIlCPURPOSEREFERENCEIS
MADETOTHERESPECTIVECLASSIlCATIONSOCIETY
4HICKNESSOFTHEPADSTOBE
&UELOILPIPES MM
&UELOILPIPESANDHEATINGPIPESTOGETHER MM
4HEPADSARETOBElTTEDSOTHATTHEYLAPOVERTHE
PIPEINSULATINGMATERIALBYTHEPADTHICKNESS!T
mANGEDJOINTSINSULATINGMATERIALONPIPESSHOULD
NOTBElTTEDCLOSERTHANCORRESPONDINGTOTHE
MINIMUMBOLTLENGTH
&UELOILPIPES
4HEPIPESARETOBEINSULATEDWITHMMMINERAL
WOOLOFMINIMUMKGMANDCOVEREDWITH
GLASSCLOTHOFMINIMUMGM
-OUNTING
&UELOILPIPESANDHEATINGPIPESTOGETHER
-OUNTINGOFTHEINSULATIONISTOBECARRIEDOUTIN
ACCORDANCEWITHTHESUPPLIERSINSTRUCTIONS
4WOORMOREPIPESCANBEINSULATEDWITHMM
WIREDMATSOFMINERALWOOLOFMINIMUMKGM
COVEREDWITHGLASSCLOTHOFMINIMUMGM
!!
""
&ORE
!
#YL
&UELOILINLET
"
%
&UNNELAND
PIPEMM
NOTTOBEINSULATED
8 &
"&"8
&UELOILDRAIN
UMBRELLA
"
$RAINPIPEFUELOIL
&UELOILOUTLET
!!
&UELOILINLET
(EATINGPIPE
&UELOILOUTLET
%
3EENFROMCYLSIDE
(EATINGPIPE
#YL
&ORE
!$
!&
"$
-!.$IESEL
-!."7
0AGEOF
(EAT,OSSIN0IPING
4EMPERATUREDIFFERENCEBETWEENPIPEANDROOM
#
LA
TIO
N
TH
IC
KN
ES
SU
)N
(EATLOSSWATTMETERPIPE
0IPEDIAMETERMM
&IG(EATLOSS0IPECOVER
-!.$IESEL
MAN B&W
7.04
Page 3 of 3
#YL
&RESHCOOLING
WATEROUTLET
&UELVALVE
3HOCKABSORBER
$RAINCYLFRAME
3EEDRAWING
&UELOILPIPESINSULATION
&UELPUMP
&
"8
!&
!$
"$
8
"&
To fulll IMO regulations, fuel and oil pipes assemblies are to be secured by spray shields as shown.
To ensure tightness the spray shields are to be
applied after pressure test of the pipe system. as
shown in Fig. 7.04.04a and b.
To avoid leaks, the spray shields are to be installed after pressure testing of the pipe system.
Fig. 7.04.04b: Spray Shields by clamping bands
176 94 23-4.4.0
MAN Diesel
198 67 68-4.2
MAN B&W
7.05
Page 1 of 3
If it is decided after all to install an individual purier for MDO on board, the capacity should be
based on the above recommendation, or it should
be a centrifuge of the same size as that for HFO.
The Nominal MCR is used to determine the total installed capacity. Any derating can be taken
into consideration in borderline cases where the
centrifuge that is one step smaller is able to cover
Specied MCR.
0.23 litres/kWh
This gure includes a margin for:
The size of the centrifuge has to be chosen according to the suppliers table valid for the selected viscosity of the Heavy Fuel Oil. Normally, two
centrifuges are installed for Heavy Fuel Oil (HFO),
each with adequate capacity to comply with the
above recommendation.
A centrifuge for Marine Diesel Oil (MDO) is not a
must. However, MAN Diesel & Turbo recommends
that at least one of the HFO puriers can also
treat MDO.
MAN Diesel
198 39 512.8
MAN B&W
7.05
Page 2 of 3
!PPROXIMATEVISCOSITY
AFTERHEATER
C3T
4EMPERATURE
AFTERHEATER
#
SEC
2W
.ORMALHEATINGLIMIT
!PPROXIMATEPUMPINGLIMIT
C34#
C34#
SEC2W&
178 06 280.1
MAN Diesel
198 39 512.8
MAN B&W
7.05
Page 3 of 3
6ENTPIPE
NOMINAL$
(
#ONE
4OPOFFUELOIL
SERVICETANK
(
)NLETPIPE
NOMINAL$
(
(
(
0IPE
NOMINAL$
/UTLETPIPE
NOMINAL$
178 38 393.3
Flow m3/h
Q (max.)*
1.3
2.1
5.0
8.4
11.5
19.5
29.4
43.0
D1
150
150
200
400
400
400
500
500
D2
32
40
65
80
90
125
150
200
Dimensions in mm
D3
H1
H2
H3
15
100
600 171.3
15
100
600 171.3
15
100
600 171.3
15
150 1,200 333.5
15
150 1,200 333.5
15
150 1,200 333.5
15
150 1,500 402.4
15
150 1,500 402.4
H4
1,000
1,000
1,000
1,800
1,800
1,800
2,150
2,150
H5
550
550
550
1,100
1,100
1,100
1,350
1,350
MAN Diesel
198 47 35-0.3
MAN B&W
7.06
Page 1 of 2
Safety system
In case the pressure in the fuel oil line drops, the
water homogenised into the Water In Fuel emulsion will evaporate, damaging the emulsion and
creating supply problems. This situation is avoided by installing a third, air driven supply pump,
which keeps the pressure as long as air is left in
the tank S, see Fig. 7.06.01.
Before the tank S is empty, an alarm is given and
the drain valve is opened, which will drain off the
WIF and replace it with HFO or diesel oil from the
service tank.
The drain system is kept at atmospheric pressure,
so the water will evaporate when the hot emulsion
enters the safety tank. The safety tank shall be
designed accordingly.
Impact on the auxiliary systems
Please note that if the engine operates on Water
In Fuel emulsion (WIF), in order to reduce the NOx
emission, the exhaust gas temperature will decrease due to the reduced air / exhaust gas ratio
and the increased specic heat of the exhaust gas.
Depending on the water content, this will have an
impact on the calculation and design of the following items:
Freshwater generators
Energy for production of freshwater
Jacket water system
Waste heat recovery system
Exhaust gas boiler
Storage tank for freshwater
For further information about emulsication of water into the fuel and use of Water In Fuel emulsion
(WIF), please refer to our publication titled:
Exhaust Gas Emission Control Today and
Tomorrow
The publication is available at www.marine.man.eu
Two-Stroke Technical Papers
MAN Diesel
198 38 828.5
MAN B&W
7.06
Page 2 of 2
&ROM
CENTRIFUGES
$ECK
!UTOMATIC
DEAERATING
VALVE
4OSPECIAL
SAFETYTANK
$EAERATINGTOBE
CONTROLLEDAGAINST
EXPANSIONOFWATER
6ENTINGBOX
$IESEL
OILSERVICE
TANK
"8 &
(EAVYFUELOIL
SERVICETANK
8
&/SPECIAL
SAFETYTANK
4O(&/
SERVICEOR
SETTLINGTANK
"&
!$
!&
"$
MM
.OM
BORE
#OMMONFUELOILSUPPLYUNIT
/VERFLOWVALVE
ADJUSTEDTO
BAR
B
&ULLFLOW
FILTER
(OMOGENISER
3UPPLYPUMPS
7ATERINOIL
MEASURING
&ILTER
&/
DRAIN
TANK
"OOSTER
PUMP
4O(&/SERVICE
ORSETTLINGTANK
@3
3UPPLYAIRTANK
(EATER
#IRCULATING
PUMPS
&RESHWATER
SUPPLY
#OMPRESSED
AIR
3AFETYPUMP
AIROPERATED
!
!
!
!
!
!
!
!
!
'EN3ET
'EN3ET
'EN3ET
4O(&/SERVICE
ORSETTLINGTANK
Diesel oil
&UELOIL
SLUDGETANK
4OFRESHWATERCOOLING
PUMPSUCTION
-AINENGINE
198 99 018.3
Fig. 7.06.01: System for emulsication of water into the fuel common to the main engine and MAN GenSets
MAN Diesel
198 86 532.0
MAN B&W
Lubricating Oil
8
MAN Diesel
MAN B&W
8.01
Page 1 of 1
Lubrication of turbochargers
From the engine, the oil collects in the oil pan,
from where it is drained off to the bottom tank,
see Fig. 8.06.01a and b Lubricating oil tank, with
cofferdam. By class demand, a cofferdam must
be placed underneath the lubricating oil tank.
Figs. 8.03.01 to 8.03.04 show the lube oil pipe arrangements for different turbocharger makes.
Deck
Engine
oil
To drain tank
*
Min. 15
Pos. 005: throttle valve
Thermostatic valve
E
TI
TI
PI
TI
PI
RU
AR
Feeler, 45 C
Full-flow filter
AB
Lube. oil
cooler
RW
To purifier
Servo oil back-flushing
see Section 8.08
MAN Diesel
198 42 304.5
MAN B&W
8.02
Page 1 of 2
With electrically driven pumps, the HPS unit differs in having a total of three pumps which serve
as combined main and start-up pumps.
The HPS unit is mounted on the engine no matter
how its pumps are driven.
HPS congurations
The HPS pumps are driven either mechanically
by the engine (via a step-up gear from the crankshaft) or electrically.
With mechanically driven pumps, the HPS unit
consists of:
MAN Diesel
198 42 31-6.3
MAN Diesel
RU
Electrically driven
pumps
Main filter
LS 1236 AH Z
Back-flushing oil
Redundance filter
LS 1235 AH
Filter unit
Engine driven
pumps
Hydraulic oil
RW
Aft
LOP
TE 8113 I AH Y
Fore
Main bearings
TI 8113
To chain drive
(if applied)
WT 8812 I AH Y
WT 8812
XS 8152 A *
XS 8151 AH *
XS 8150 AH *
PS 8109 Z
FS 8114 AL Y
Crosshead bearings & piston
LS 1234 AH
PT 8108 I AL Y
PI 8108
PI 8108
To hydraulic
cylinder unit
TI 8112
TE 8112 I AH
TS 8107 Z
TE 8106 I AH Y
TI 8106
MAN B&W
8.02
Page 2 of 2
Hydraulic Power Supply Unit, Engine Driven, and Lubricating Oil Pipes
The letters refer to list of Counteranges
The item no. refer to Guidance Values Automation
The piping is delivered with and tted onto the engine
178 48 134.4b
Fig. 8.02.01: Engine driven hydraulic power supply unit and lubricating oil pipes
198 83 49-0.1
MAN B&W
8.03
Page 1 of 2
PI 8103
E
E
PI 8103
MAN TCA
turbocharger
TI 8117
MET turbocharger
PT 8103 I AL
TI 8117
TE 8117 I AH
TE 8117 I AH
AB
AB
121 14 96-6.1.2
126 40 87-1.2.0
PT 8103 I AL
PI 8103
ABB A100L
Turbocharger
TI 8117
TE 8117 I AH
AB
524 26 81-4.0.0
MAN Diesel
198 42 328.5
MAN B&W
8.03
Page 2 of 2
PI 8103
E
PT 8103 I AL
PI 8103
ABB TPL
turbocharger
TI 8117
PT 8103 I AL
ABB TPL
turbocharger
TE 8117 I AH
TE 8117 I AH
AB
AB
515 85 30-3.1.0
TI 8117
126 40 85-8.3.0
MAN Diesel
198 42 328.5
MAN B&W
8.04
Page 1 of 1
The adequate dispersion and detergent properties are in order to keep the crankcase and piston
cooling spaces clean of deposits.
Alkaline circulating oils are generally superior in
this respect.
0.136 litre/kWh
The Nominal MCR is used as the total installed
power.
Further information about lubricating oil qualities
is available in our publication:
Guidelines for Fuels and Lubes Purchasing
The publication is available at www.marine.man.
eu Two-Stroke Technical Papers.
Company
Circulating oil
SAE 30, BN 510
Aegean
BP
Castrol
Chevron
ExxonMobil
Gulf Oil Marine
Lukoil
JX
Shell
Sinopec
Total
Alfasys 305
OE-HT 30
CDX 30
Veritas 800 Marine 30
Mobilgard 300
GulfSea Superbear 3006
Navigo 6 SO
Marine S30
Melina S 30
System Oil 3005
Atlanta Marine D3005
MAN Diesel
198 38 865.10
MAN B&W
8.05
Page 1 of 5
The lubricating oil pump can be of the displacement wheel, or the centrifugal type:
To ensure the correct functioning of the lubricating oil cooler, we recommend that the seawater
temperature is regulated so that it will not be
lower than 10 C.
The pressure drop may be larger, depending on
the actual cooler design.
MAN Diesel
198 42 390.5
MAN B&W
8.05
Page 2 of 5
MAN Diesel
198 42 390.5
MAN B&W
8.05
Page 3 of 5
Before nal installation, carefully check the inside of the pipes for rust and other kinds of foreign particles.
610 m
Autofilter
Filter unit
Cooler
Back flush
Pumps
Tank sump
Purifier
6 m Filter unit
Temporary hosing/piping
178 61 99-7.0
Fig. 8.05.01: Lubricating oil system with temporary hosing/piping for ushing at the shipyard
MAN Diesel
198 80 26-6.0
MAN B&W
8.05
Page 4 of 5
If the system has been out of operation, unused for a long time, it may be necessary to
spot-check for signs of corrosion in the system.
Remove end covers, bends, etc., and inspect
accordingly.
It is important during ushing to keep the oil
warm, approx 60 C, and the ow of oil as high
as possible. For that reason it may be necessary
to run two pumps at the same time.
Filtering and removing impurities
In order to remove dirt and impurities from the
oil, it is essential to run the purier system during the complete ushing period and/or use a
bypass unit with a 6 m ne lter and sump-tosump ltration, see Fig. 8.05.01.
Furthermore, it is recommended to reduce the
lter mesh size of the main lter unit to 10-25 m
(to be changed again after sea trial) and use the
6 m ne lter already installed in the auto-lter
for this temporary installation, see Fig. 8.05.01.
This can lead to a reduction of the ushing time.
The ushing time depends on the system type,
the condition of the piping and the experience of
the yard. (15 to 26 hours should be expected).
MAN Diesel
198 80 26-6.0
MAN B&W
8.05
Page 5 of 5
%NGINEBUILDERSSUPPLY
/ILANDTEMPERATURERESISTANT
RUBBERLAYERS YARDSSUPPLY
178 07 416.1
MAN Diesel
198 70 344.1
MAN B&W
8.06
Page 1 of 2
CYL.5
CYL.2
D0
L
A
D1
H2 H1
H3
OL
4 cyl.
5 cyl.
2
*1,570
827
H0
6 cyl.
#
3,060
7 cyl.
* Based on 50 mm thickness of epoxy chocks
7
8 cyl.
Cyl. no.
078 37 89-8.3.0
MAN Diesel
198 59 165.1
MAN B&W
8.06
Page 2 of 2
Note:
When calculating the tank heights, allowance has
not been made for the possibility that a quantity of
oil in the lubricating oil system outside the engine
may be returned to the bottom tank, when the
pumps are stopped.
Cylinder
No.
Drain at cyl.
No.
D0
D1
D2
H0
H1
H2
H3
OL
Qm3
4
5
6
7
8
2-4
25
25
257
258
250
275
300
325
325
475
550
600
650
650
65
100
100
100
125
995
1,075
1,165
1,205
1,270
475
550
600
650
650
95
110
110
120
120
400
400
400
400
600
500
500
500
600
700
6,400
7,200
8,800
9,600
11,200
894
974
1,060
1,101
1,168
17.5
21.5
28.5
32.4
40.0
5 cyl.
6 cyl.
7 cyl.
8 cyl.
15.8
20.0
24.2
27.9
31.5
Athwartships
Static
15
MAN Diesel
Dynamic
22.5
Dynamic
7.5
198 59 165.1
MAN B&W
8.07
Page 1 of 2
Deck
Hole diam.: 55 mm
To be equipped with flame screen
if required by class rules
AR
This pipe to be
delivered with the engine
Drain cowl
198 97 101.4c
Cyl. 1
Startup /
Backup
pumps
Drain, cylinder frame
Fore
Hydraulic power
supply unit
AE
LS 1235 AH
LS 1236 AH Z
AE
525 29 54-1.3.0
MAN Diesel
198 42 61-5.6
MAN B&W
8.07
Page 2 of 2
It is not recommended to join the individual venting pipes in a common venting chamber as shown
in Fig. 8.07.03b.
The various tanks, engine crankcases and turbochargers should be provided with sufcient venting to the outside air.
In order to avoid condensed oil (water) from blocking the venting, all vent pipes must be vertical or
laid with an inclination.
MAN Diesel & Turbo recommends to vent the individual components directly to outside air above
deck by separate venting pipes as shown in Fig.
8.07.03a.
Additional information on venting of tanks is available from MAN Diesel & Turbo, Copenhagen.
Deck
Venting for
auxiliary engine
crankcase
Venting for
auxiliary engine
crankcase
Venting for
main engine
sump tank
Venting for
main engine
crankcase
Venting for
turbocharger/s
Venting for
scavenge air
drain tank
To drain
tank
E
AR
AV
10mm orifice
Main engine
Auxiliary engine
Auxiliary engine
C/D
Main engine sump tank
C/D
Scavenge air
drain tank
Fig. 8.07.03a: Separate venting of all systems directly to outside air above deck
Deck
Venting chamber
Venting for
auxiliary engine
crankcase
Venting for
auxiliary engine
crankcase
Venting for
main engine
sump tank
Venting for
main engine
crankcase
Venting for
turbocharger/s
Venting for
scavenge air
drain tank
To drain
tank
079 61 00-5.1.1
MAN Diesel
198 91 81-5.0
MAN B&W
8.08
Page 1 of 1
Backflushed hydraulic
control oil from self
cleaning 6 m filter
50
8X50
Venting
holes
Oil level
Sump
tank
Branch pipe to
backflushing
hydraulic control
oil drain tank
D
Backflushing
hydraulic control
oil drain tank
D/3
Purifier
suction pipe
D/3
Pipe 400
or 400
Lubricating
oil tank bottom
178 52 496.2
Purifier
suction pipe
Backflushed hydraulic
controloil from self
cleaning 6 m filter
Lubricating
oil tank top
Support
Oil level
Venting holes
Sump
tank
Backflushing
hydraulic control
oil drain tank
The oil level in the sump tank and the back-ushing oil drain tank will remain to be about equal because the tanks are interconnected at the top.
D/3
D/3
MAN Diesel
198 48 297.3
MAN B&W
8.09
Page 1 of 4
The valve is to be of the selfoperating ow controlling type, which bases the ow on the predened
pressure set point. The valve must be able to react
quickly from the fullyclosed to the fullyopen position (tmax= 4 sec), and the capacity must be the
same as for the hydraulic control oil lowpressure
pumps. The set point of the valve has to be within
the adjustable range specied in a separate drawing.
The following data is specied in Table 8.09.02:
Flow rate
Adjustable differential pressure range across
the valve
Oil viscosity range.
MAN Diesel
198 48 523.5
MAN B&W
8.09
Page 2 of 4
The ne lter is an off-line lter and removes metallic and non-metallic particles larger than 0,8 m
as well as water and oxidation residues. The lter
has a pertaining pump and is to be tted on the
top of the hydraulic control oil tank.
A suitable ne lter unit is:
Make: CJC, C.C. Jensen A/S, Svendborg,
Denmark - www.cjc.dk.
Temperature indicator
Hydraulic control oil lter
The lter is to be of the duplex full ow type with
manual change over and manual cleaning or of
the automatic self cleaning type.
Pressure indicator
A differential pressure gauge is tted onto the
lter.
Level alarm
The hydraulic control oil tank has to have level
alarms for high and low oil level.
Piping
The pipes can be made of mild steel.
The design oil pressure is to be 10 bar.
The return pipes are to be placed vertical or laid
with a downwards inclination of minimum 15.
MAN Diesel
198 48 523.5
MAN B&W
8.09
Page 3 of 4
PDS 13021 AH
PI 1303 I
TI 1310 I
Engine
Manual
filter
Oil Cooler
Temperature Control
Valve
RY
Auto
filter
TE 1310 AH Y
Cooling water
inlet
PDS 13022 AH
Fine filter
for back
flushing oil
Oil
Filling
Pipe
Cooling water
outlet
XS 1350 AH
XS 1351 AH
To be positioned
as close as
possible to the
engine
Vent Pipe
Deck
RZ
Manhole
LS 1320 AH AL
Oil Tank
078 83 82-6.4.0
MAN Diesel
198 48 523.5
MAN B&W
8.09
Page 4 of 4
MAN Diesel
198 79 29-6.0
MAN B&W
Cylinder Lubrication
9
MAN Diesel
MAN B&W
9.01
Page 1 of 2
Deck
Low BN CLO
Cylinder oil
storage or
service tank
Cylinder oil
storage or
service tank
High BN CLO
Min. 3,000 mm
Level alarm
Min. 2,000 mm
Cylinder oils
In short, MAN Diesel and Turbo recommends the
use of cylinder oils with the following main properties:
Filling
pipe
AC
178 52 376.3
MAN Diesel
198 85 59-8.2
MAN B&W
9.01
Page 2 of 2
Company
Aegean
Alfacylo 540 LS
Alfacylo 100 HS
BP
CL-DX 405
Energol CL 100 ACC
Castrol
Cyltech 40SX
Cyltech CL 100 ACC
Chevron
Taro Special HT LS 40
Taro Special HT 100
ExxonMobil
Mobilgard L540
Mobilgard 5100
Gulf Oil Marine GulfSea Cylcare DCA 5040H
GulfSea Cylcare 50100
JX Nippon Oil Marine C405
& Energy
MC-1005-8 (internal code)
Lukoil
Navigo 40 MCL
Navigo 100 MCL
Shell
Alexia S6
Sinopec
Marine Cylinder Oil 5040
Total
Talusia LS 40
Talusia Universal 100
BN level
40
100
40
100
40
100
40
100
40
100
40
100
40
100
40
100
100
40
40
100
MAN Diesel
198 85 66-9.1
MAN B&W
9.02
Page 1 of 6
MAN Diesel
198 38 890.10
MAN B&W
9.02
Page 2 of 6
Working principle
The feed rate control should be adjusted in relation to the actual fuel quality and amount being
burnt at any given time.
1.5
2.5
3.5
4
Sulphur %
178 61 196.1
Fig. 9.02.01a: ACC = 0.20 g/kWh S% and BN100 cylinder oil average consumption less than 0.65 g/kWh
1.5
2.5
3.5
4
Sulphur %
178 61 184.0
Fig. 9.02.01b: ACC = 0.26 g/kWh S% and BN100 cylinder oil average consumption less than 0.7 g/kWh
MAN Diesel
198 76 14-4.1
MAN B&W
9.02
Page 3 of 6
Deck
Filling pipe
Filling pipe
TBN
70/80
TBN
30/40
Cylinder oil
storage or
service tank
Cylinder oil
storage or
service tank
Insulation
Level
alarm
LS 8212 AL
Lubricating
oil pipe
Min. 2,000 mm
100 101
Heating cable
engine builder
supply
Ship builder
Min. 3,000 mm
Sensor
Internal connection
changes both at the
same time
Alutape
Heating cable
AC
Pipe with insulation and
el. heat tracing
Terminal box
El. connection
0079 33 17-1.0.1
Fig. 9.02.02a: Cylinder lubricating oil system with dual service tanks for two different TBN cylinder oils
MAN Diesel
198 76 120.1
MAN B&W
9.02
Page 4 of 6
Cylinder
liner *
Feedback sensor
Feedback sensor
Solenoid valve
Solenoid valve
300 bar
system oil
Lubricator
Flow sensor
Lubricator
Flow sensor
Cylinder
liner *
Hydraulic
Cylinder Unit
To other
cylinders
Hydraulic
Cylinder Unit
Cylinder
Control Unit
Cylinder
Control Unit
* The number of cylinder lubricating points
depends on the actual engine type
178 49 834.8b
Fig. 9.02.02b: Cylinder lubricating oil system. Example from 80/70/65ME-C engines
4EMPERATURESWITCH
Terminal box
!FTCYL
&ORWARDCYL
!##YLINDERLUBRICATION
0OWER)NPUT
(EATINGCABLE
SHIPBUILDER
SUPPLY
0OWER
)NPUT
(EATINGCABLE
SHIPBUILDER
SUPPLY
4EMPERATURE
SWITCH
4ERMINALBOX
178 53 716.0
MAN Diesel
198 55 20-9.5
MAN B&W
9.02
Page 5 of 6
6050MEC
Lubricator
8065MEC
LS 8208 C
Level switch
ZV 8204 C
Solonoid valve
ZT 8203 C
Feedback sensor
9890ME/MEC
Venting
AC
Drain
TE 8202 AH
121 50 90-1.6.1
MAN Diesel
198 55 20-9.5
MAN B&W
9.02
Page 6 of 6
To venting of cylinder
oil service tank
Flange: 140
4x18 PCD 100
(EN36F00420)
460
113
154
4x19
for mounting
250
mesh filter
Temperature
indicator
Level switch
925
XC 8212 AL
To engine
connection AC
Flange 140
4x18 PCD 100
(EN362F0042)
74
112
Box, 37 l
425
91
260
850
268
920
410
239
193
178 52 758.1
MAN Diesel
198 79 37-9.1
MAN B&W
10
MAN Diesel
MAN B&W
10.01
Page 1 of 1
Yards supply
AE
DN=32 mm
079 32 26-0.1.1
MAN Diesel
198 83 45-3.0
MAN B&W
Central Cooling
Water System
11
MAN Diesel
MAN B&W
11.01
Page 1 of 1
Central Cooling
The water cooling can be arranged in several congurations, the most common system choice being a central cooling water system.
For information on the alternative Seawater Cooling System, see Chapter 12.
MAN Diesel
198 46 965.5
MAN B&W
11.02
Page 1 of 1
In order to prevent too high a scavenge air temperature, the cooling water design temperature
in the central cooling water system is normally 36
C, corresponding to a maximum seawater temperature of 32 C.
%XPANSIONTANK
CENTRALCOOLINGWATER
04!,
4)
3EAWATER
OUTLET
2EGARDINGTHELUBRICATINGOILCOOLERS
THISVALVESHOULDBEADJUSTEDSOTHAT
THEINLETTEMPERATUREOFTHECOOLING
WATERISNOTBELOW#
4%)!,
4HESEVALVESTOBEPROVIDED
WITHGRADUATEDSCALE
4)
4)
4)
,UBRICATING
OILCOOLER
4)
0)
0)
4)
4)
#ENTRALCOOLING
WATERPUMPS
3EAWATER
PUMPS
.
!3
#ENTRAL
COOLER
*ACKETWATER
COOLER
4)
-AIN
ENGINE
#OOLINGWATER
DRAINAIRCOOLER
3EAWATER
INLET
3EAWATER
INLET
*ACKETCOOLINGWATER
3EAWATER
&UELOIL
4HELETTERSREFERTOLISTOF@#OUNTERFLANGES&IG
4HEITEM.OREFERTO@'UIDANCEVALUESAUTOMATION
178 52 771.1
MAN Diesel
198 40 579.5
MAN B&W
11.03
Page 1 of 2
Central cooler
The cooler is to be of the shell and tube or plate
heat exchanger type, made of seawater resistant
material.
Heat dissipation..................... see List of Capacities
Central cooling water ow ..... see List of Capacities
Central cooling water temperature, outlet......... 36 C
Pressure drop on central cooling side ....max. 0.2 bar
Seawater ow........................ see List of Capacities
Seawater temperature, inlet ............................. 32 C
Pressure drop on
seawater side................................ maximum 0.2 bar
MAN Diesel
198 39 872.6
MAN B&W
11.03
Page 2 of 2
MAN Diesel
198 39 872.6
MAN B&W
Seawater
Cooling System
12
MAN Diesel
MAN B&W
12.01
Page 1 of 1
Seawater Systems
The water cooling can be arranged in several congurations, the most simple system choices being
seawater and central cooling water system:
MAN Diesel
198 38 924.4
MAN B&W
12.02
Page 1 of 1
,UBRICATING
OILCOOLER
3EAWATER
PUMPS
.
4HERMOSTATIC
VALVE
3EAWATER
OUTLET
0
3CAVENGE
AIRCOOLER
*ACKETWATER
COOLER
3EAWATER
INLET
3EAWATER
INLET
198 98 132.5
MAN Diesel
198 38 936.5
MAN B&W
12.03
Page 1 of 1
TI 8422
PI 8421
TE 8422 I AH
P
N
TI 84232
CoCos
TI 84231
PDT 84242 2
PDT 84241 I
TE 84232 I AH
CoCos
TE 84231 I AH
Scavenge air
cooler
Scavenge air
cooler
AS
AS
121 14 99-1.4.0
The letters refer to list of Counteranges. The item No. refer to Guidance Values Automation
Fig. 12.03.01a: Cooling water pipes for engines with two or more turbochargers
TE 8422 I AH
PT 8421 I AL AH
TI 8422
PI 8421
BP
BN
P
N
*
PDT 84431 I
PT 84441 I AL AH
TI/TE 84421 I AH
TI 84231
TI 8423n
TE 84231 I AH
TE 8423n I AH
TE 84411 I AH
PT 84401 I AH AL
TE 8441n I AH
*
PDT 8443n I
PT 8444n I AL AH
TI/TE 8442n I AH
PT 8440n I AH AL
Waste heat
element
Waste heat
element
Scavenge
air cooler
Scavenge
air cooler
AS
AS
The letters refer to list of Counteranges. The item No. refer to Guidance Values Automation
521 21 78-2.1.0
Fig. 12.03.01b: Cooling water cooling pipes with waste heat recovery for engines with two or more turbochargers
MAN Diesel
198 83 05-8.0
MAN B&W
12.04
Page 1 of 1
MAN Diesel
198 39 811.3
MAN B&W
12.05
Page 1 of 1
The freshwater generator, if installed, may be connected to the seawater system if the generator
does not have a separate cooling water pump.
The generator must be coupled in and out slowly
over a period of at least 3 minutes.
Expansion tank
PT 8413 I
AN
AF
BD
AH
PI
K
AE
AE
Main
engine
Regulating
valve
TI
TI
PI
Jacket water pumps,
3 bar head
Deaerating tank,
see Fig. 12.07.01
TI
Jacket water
cooler
Freshwater
generator
078 70 71-7.0.1
MAN Diesel
198 85 765.2
MAN B&W
12.06
Page 1 of 1
Cyl. 1
TE 8408 I AH YH
M
M
PDS/PDT 8403 AL
TI 8408
L
To heating fuel
oil drain pipes
AH
TI 8407
TE 8407 I AL
PT 8401 I AL YL
PI 8401
PS 8402 Z
Only GL
121 15 18-4.3.1
MAN Diesel
198 39 847.7
MAN B&W
12.07
Page 1 of 2
Freshwater generator
If a generator is installed in the ship for production of freshwater by utilising the heat in the jacket
water cooling system it should be noted that the
actual available heat in the jacket water system is
lower than indicated by the heat dissipation gures
given in the List of Capacities. This is because
the latter gures are used for dimensioning the
jacket water cooler and hence incorporate a safety
margin which can be needed when the engine is
operating under conditions such as, e.g. overload.
Normally, this margin is 10% at nominal MCR.
The calculation of the heat actually available at
specied MCR for a derated diesel engine is stated in Chapter 6 List of Capacities.
Deaerating tank
Design and dimensions of the deaerating tank
are shown in Fig. 12.07.01 Deaerating tank and
the corresponding alarm device is shown in Fig.
12.07.02 Deaerating tank, alarm device.
Expansion tank
For illustration of installation of fresh water generator see Fig. 12.05.01.
The total expansion tank volume has to be approximate 10% of the total jacket cooling water
amount in the system.
MAN Diesel
198 40 567.3
MAN B&W
12.07
Page 2 of 2
Deaerating tank
Deaerating tank dimensions
0.05 m3
"
Tank size
Max. jacket water capacity
120 m /h
0.16 m3
300 m3/h
%
(
'
&
Dimensions in mm
125
200
600
800
125
210
150
150
300
500
910
1,195
250
350
300
500
320
520
ND 50
ND 80
ND 32
ND 50
In order not to impede the rotation of water, the pipe connection must end ush with the tank, so that no internal edges are
protruding.
%XPANSIONTANK
,3!,
,EVELSWITCHFLOAT
!LARMDEVICE
,EVELSWITCH
,EVELSWITCHFLOAT
INPOSITIONFORALARM
,EVELSWITCHFLOAT
INNORMALPOSITIONNOALARM
&ROMDEAERATINGTANK
198 97 091.1
MAN Diesel
198 40 638.3
MAN B&W
12.08
Page 1 of 2
MAN Diesel
198 83 46-5.0
MAN B&W
12.08
Page 2 of 2
Temperature
increase of
jacket water
Preheater
capacity in
% of nominal
MCR power
1.25%
C
1.50%
1.00%
0.75%
60
50
0.50%
40
30
20
10
0
0
10
20
30
40
50
60
70
hours
Preheating time
178 16 631.1
MAN Diesel
198 83 46-5.0
MAN B&W
13
MAN Diesel
MAN B&W
13.01
Page 1 of 1
Reduction valve
Reduction station
To fuel valve
testing unit
Pipe, DN25 mm
Starting air
receiver 30 bar
Filter,
40 m
Pipe, DN25 mm
PI
To
bilge
AP
Main
engine
Pipe a, DN *)
Starting air
receiver 30 bar
PI
To bilge
Air compressors
MAN Diesel
198 39 980.4
MAN B&W
13.02
Page 1 of 1
Turning gear
* The volume stated is at 25 C and 1,000 mbar
The turning wheel has cylindrical teeth and is tted to the thrust shaft. The turning wheel is driven
by a pinion on the terminal shaft of the turning
gear, which is mounted on the bedplate.
Engagement and disengagement of the turning
gear is effected by displacing the pinion and terminal shaft axially. To prevent the main engine
from starting when the turning gear is engaged,
the turning gear is equipped with a safety arrangement which interlocks with the starting air system.
The turning gear is driven by an electric motor
with a builtin gear and brake. Key specications
of the electric motor and brake are stated in Section 13.04.
MAN Diesel
198 60 578.1
MAN B&W
13.03
Page 1 of 2
!CTIVATEPILOTPRESSURE
TOSTARTINGVALVES
:6.#
#YL
3TARTINGVALVE
"URSTINGCAP
:3!)#
:3!#
:3"#
"LOWOFF
:3!)#
"LOWOFF
:3")#
:3!)#
:3")#
:3")#
3LOWTURNING
04!)!,
04")!,
!
0)
,OCALOPERATINGPANEL
MAN Diesel
198 40 004.7
MAN B&W
13.03
Page 2 of 2
PT 8505A I AL
PT 8505B I AL
B
Control air supply (from
the pneumatic system)
Air
spring
MAN Diesel
198 40 004.7
MAN B&W
13.04
Page 1 of 1
Turning gear with electric motor of other protection or insulation classes can be ordered, option
4 80 103. Information about the alternative executions is available on request.
Number of
cylinders
Electric motor
Nominal power, kW
Normal current, A
Number of
cylinders
Electric motor
Nominal power, kW
Normal current, A
5-6
7-8
5-6
7-8
MAN Diesel
198 88 55-7.0
MAN B&W
Scavenge Air
14
MAN Diesel
MAN B&W
14.01
Page 1 of 1
%XHAUSTGAS
RECEIVER
%XHAUSTVALVE
4URBOCHARGER
#YLINDERLINER
3CAVENGEAIR
RECEIVER
3CAVENGEAIR
COOLER
7ATERMIST
CATCHER
178 25 188.1
MAN Diesel
198 40 041.5
MAN B&W
14.02
Page 1 of 2
Auxiliary Blowers
The engine is provided with a minimum of two
electrically driven auxiliary blowers, the actual
number depending on the number of cylinders as
well as the turbocharger make and amount.
During operation of the engine, the auxiliary blowers will start automatically whenever the blower
inlet pressure drops below a preset pressure,
corresponding to an engine load of approximately
25-35%.
Emergency running
The auxiliary blowers start operating consecutively before the engine is started and will ensure
complete scavenging of the cylinders in the starting phase, thus providing the best conditions for a
safe start.
178 63 77-1.0
MAN Diesel
198 85 47-8.0
MAN B&W
14.02
Page 2 of 2
The starter panels with starters for the auxiliary
blower motors are not included, they can be ordered as an option: 4 55 653. (The starter panel
design and function is according to MAN Diesel &
Turbos diagram, however, the physical layout and
choice of components has to be decided by the
manufacturer).
Engine room
Aux. blower
starter panel 1
M
Auxiliary
blower
Aux. blower
starter panel 2
M
Motor
heater
Auxiliary
blower
Power
cable
Aux. blower
starter panel 3
M
Motor
heater
Auxiliary
blower
Power
cable
Aux. blower
starter panel 4
M
Motor
heater
Auxiliary
blower
Power
cable
Aux. blower
starter panel 5
M
Motor
heater
Auxiliary
blower
Power
cable
Motor
heater
Power
cable
178 61 30-2.0
MAN Diesel
198 85 56-2.0
MAN B&W
14.03
Page 1 of 1
Turbocharger
CoCoS TE 8612 I
TI 8605
TE 8609 I AH Y
TE 8605 I
PDI 8606 I
E 1180
E 1180
PT 8601B
TI 8609
PT 8601A
Combined
instrument
PI 8601
PI 8706
*) Sealing air TC
TI 8608
TE 8608 I
PI 8601
*) Sealing air TC
Spare
Cyl. 1
525 11 86-5.0.1
MAN Diesel
198 40 136.5
MAN B&W
14.04
Page 1 of 1
Number of
turbochargers
Number of
auxiliary blowers
Installed power/blower
kW
65
75
75
86
86
99
Number of cylinders
The installed power of the electric motors are based on a voltage supply of 3x440V at 60Hz.
The electric motors are delivered with and tted onto the engine.
MAN Diesel
198 88 04-3.0
MAN B&W
14.05
Page 1 of 2
It is common practice on board to lead drain water directly overboard via a collecting tank. Before
pumping the drain water overboard, it is recommended to measure the oil content. If above
15ppm, the drain water should be lead to the
clean bilge tank / bilge holding tank.
If required by the owner, a system for automatic
disposal of drain water with oil content monitoring
could be built as outlined in Fig. 14.05.02.
Atf
AK
AK
DX
DX
LS 8611 AH
AL
LS 8611 AH
AM
509 22 67-3.5.0
MAN Diesel
198 76 84-9.1
MAN B&W
14.05
Page 2 of 2
Oil in water
monitor
(15ppm oil)
Drain water
collecting tank
Start pump
Hull
DX
Stop pump
Low level alarm
Overboard
To oily water
separator
079 21 94-1.0.0c
Fig. 14.05.02: Suggested automatic disposal of drain water, if required by owner (not a demand from MAN Diesel &
Turbo)
AK
PI
DN=25 mm
Air cooler
Air cooler
Freshwater
(from hydrophor)
AL
DX
Recirculation
DN=50 mm
AM
DN=50 mm
Circulation pump
TI
Chemical
cleaning tank
Filter
1 mm mesh size
Heating coil
To fit the chemical
makers requirement
No. of cylinders
5-7
8
0.6
0.9
3
079 21 94-1.0.1a
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, option: 4 55 665
MAN Diesel
198 49 027.3
MAN B&W
14.06
Page 1 of 1
Deck / Roof
DN=50 mm
Min. 15
DN=15 mm
AV
BV
AV1
Orifice 10 mm
DN=65 mm
1,000 mm
Normally open.
To be closed in case of
fire in the scavenge air box.
DN=50 mm
Drain
tank
5-6
7-9
0.5
0.7
079 61 03-0.4.1
MAN Diesel
198 40 32-7.5
MAN B&W
14.07
Page 1 of 2
Option: CO 2 extinguishing
CO 2 test pressure: 150 bar
AT
AT
DN 30 mm
Normal position
open to bilge
DN 30 mm
CO 2 bottles
Option: Water mist extinguishing
Fresh water presssure: min. 3.5 bar
CO 2
At least two bottles ought to be installed.
In most cases, one bottle should be sufficient
to extinguish fire in three cylilnders, while two
or more bottles would be required to extinguish
fire in all cylinders.
AT
DN 30 mm
Normal position
open to bilge
079 61 029.0.0e
MAN Diesel
198 40 411.6
MAN B&W
14.07
Page 2 of 2
Manoeuvering side
TE 8610 I AH Y
Extinguishing agent:
CO2, Steam or Freshwater
AT
Drain pipe, bedplate
(Only for steam or freshwater)
126 40 81-0.6.1a
Cyl. 1
Fore
AV
BV
530 79 95-5.0
MAN Diesel
198 83 14-2.2
MAN B&W
Exhaust Gas
15
MAN Diesel
MAN B&W
15.01
Page 1 of 1
%XHAUSTGAS
RECEIVER
%XHAUSTVALVE
4URBOCHARGER
#YLINDERLINER
3CAVENGEAIR
RECEIVER
3CAVENGE
AIRCOOLER
7ATERMIST
CATCHER
178 07 274.1
MAN Diesel
198 40 472.7
MAN B&W
15.02
Page 1 of 3
TI/TE 8702 I AH AL YH YL
*)
Cyl. 1
PI 8601
PI 8706
Exhaust gas receiver
Turbocharger
PT 8706
**)
TI 8701
ST 8801 I
TI/TE 8701 I AH YH
Flange connection D
TI/TT 8707 I AH
MAN Diesel
198 40 709.4
MAN B&W
15.02
Page 2 of 3
Cleaning Systems
PI 8804
AN
Compressor cleaning
To bedplate drain, AE
121 15 21-8.1.1
0)
!.
7ATERINLET
)NLETVALVE
!""40,4URBOCHARGER
$RAINCOCK
#OMPRESSORCLEANING
7ATERCLEANINGNOZZLE
4OBEDPLATEDRAIN!%
121 36 75-1.1.0
Fig. 15.02.03: Water washing of turbine and compressor sides for ABB TPL turbochargers
MAN Diesel
198 40 710.8
MAN B&W
15.02
Page 3 of 3
Drain
514 69 25-5.1.0
0)
!0
$RAIN
$RYCLEANINGTURBINESIDE
126 40 93-0.2.0
MAN Diesel
198 40 734.8
-!."7
0AGEOF
%XHAUST'AS3YSTEMFOR-AIN%NGINE
!TTHESPECIlED-#2OFTHEENGINETHETOTAL
BACKPRESSUREINTHEEXHAUSTGASSYSTEMAFTERTHE
TURBOCHARGERASINDICATEDBYTHESTATICPRESSURE
MEASUREDINTHEPIPINGAFTERTHETURBOCHARGER
MUSTNOTEXCEEDMM7#BAR
)NORDERTOHAVEABACKPRESSUREMARGINFORTHE
lNALSYSTEMITISRECOMMENDEDATTHEDESIGN
STAGETOINITIALLYUSEAVALUEOFABOUTMM7#
BAR
4HEACTUALBACKPRESSUREINTHEEXHAUSTGAS
SYSTEMATSPECIlED-#2DEPENDSONTHEGAS
VELOCITYIEITISPROPORTIONALTOTHESQUAREOFTHE
EXHAUSTGASVELOCITYANDHENCEINVERSELYPROPOR
TIONALTOTHEPIPEDIAMETERTOTHETHPOWER)THAS
BYNOWBECOMENORMALPRACTICEINORDERTOAVOID
TOOMUCHPRESSURELOSSINTHEPIPINGSTOHAVEAN
EXHAUSTGASVELOCITYATSPECIlED-#2OFABOUT
MSECBUTNOTHIGHERTHANMSEC
&ORDIMENSIONINGOFTHEEXTERNALEXHAUSTPIPE
CONNECTIONSSEETHEEXHAUSTPIPEDIAMETERSFOR
MSECMSECMSECANDMSECRE
SPECTIVELYSHOWNIN4ABLE
!SLONGASTHETOTALBACKPRESSUREOFTHEEXHAUST
GASSYSTEMINCORPORATINGALLRESISTANCELOSSES
FROMPIPESANDCOMPONENTS COMPLIESWITHTHE
ABOVEMENTIONEDREQUIREMENTSTHEPRESSURE
LOSSESACROSSEACHCOMPONENTMAYBECHOSENIN
DEPENDENTLYSEEPROPOSEDMEASURINGPOINTS-
IN&IG4HEGENERALDESIGNGUIDELINESFOR
EACHCOMPONENTDESCRIBEDBELOWCANBEUSED
FORGUIDANCEPURPOSESATTHEINITIALPROJECTSTAGE
4HEEXHAUSTSYSTEMFORTHEMAINENGINECOM
PRISES
s%XHAUSTGASPIPES
s%XHAUSTGASBOILER
s3ILENCER
s3PARKARRESTERIFNEEDED
s%XPANSIONJOINTSCOMPENSATORS
s0IPEBRACINGS
)NCONNECTIONWITHDIMENSIONINGTHEEXHAUSTGAS
PIPINGSYSTEMTHEFOLLOWINGPARAMETERSMUSTBE
OBSERVED
s%XHAUSTGASmOWRATE
s%XHAUSTGASTEMPERATUREATTURBOCHARGEROUTLET
s-AXIMUMPRESSUREDROPTHROUGHEXHAUSTGAS
SYSTEM
s-AXIMUMNOISELEVELATGASOUTLETTOATMOS
PHERE
s-AXIMUMFORCEFROMEXHAUSTPIPINGON
TURBOCHARGERS
s3UFlCIENTAXIALANDLATERALELONGATIONABILITYOF
EXPANSIONJOINTS
s5TILISATIONOFTHEHEATENERGYOFTHEEXHAUSTGAS
)TEMSTHATARETOBECALCULATEDORREADFROMTABLES
ARE
s%XHAUSTGASMASSmOWRATETEMPERATUREANDMAX
IMUMBACKPRESSUREATTURBOCHARGERGASOUTLET
s$IAMETEROFEXHAUSTGASPIPES
s5TILISATIONOFTHEEXHAUSTGASENERGY
s!TTENUATIONOFNOISEFROMTHEEXHAUSTPIPEOUTLET
s0RESSUREDROPACROSSTHEEXHAUSTGASSYSTEM
s%XPANSIONJOINTS
%XHAUSTGASPIPINGSYSTEMFORMAINENGINE
4HEEXHAUSTGASPIPINGSYSTEMCONVEYSTHEGAS
FROMTHEOUTLETOFTHETURBOCHARGERS TOTHEAT
MOSPHERE
4HEEXHAUSTPIPINGISSHOWNSCHEMATICALLYIN
&IG
-!.$IESEL
MAN B&W
15.04
Page 1 of 2
The expansion joints are to be chosen with an elasticity that limits the forces and the moments of the
exhaust gas outlet ange of the turbocharger as
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permissible forces and moments on the gas outlet ange
of the turbocharger is shown in Fig. 15.06.03.
It should be noted that the exhaust gas temperature and ow rate are inuenced by the ambient
conditions, for which reason this should be considered when the exhaust gas boiler is planned. At
specied MCR, the maximum recommended pressure loss across the exhaust gas boiler is normally
150 mm WC.
%XHAUSTGASOUTLET
TOTHEATMOSPHERE
$
%XHAUSTGASOUTLET
TOTHEATMOSPHERE
%XHAUSTGAS
SILENCER
%XHAUSTGAS
SILENCER
$
$
%XHAUSTGAS
BOILER
3LIDESUPPORT
%XHAUSTGAS
BOILER
3LIDESUPPORT
&IXEDSUPPORT
$
&IXEDSUPPORT
$
%XHAUSTGASCOMPENSATOR
$
%XHAUSTGASCOMPENSATOR
4RANSITIONPIECE
4URBOCHARGERGAS
OUTLETFLANGE
-AINENGINEWITH
TURBOCHARGERONAFTEND
-AINENGINEWITHTURBOCHARGERS
ONEXHAUSTSIDE
178 42 783.2
$
178 33 467.4
MAN Diesel
198 40 758.7
-!."7
0AGEOF
%XHAUSTGASSILENCER
4HETYPICALOCTAVEBANDSOUNDPRESSURELEVELS
FROMTHEDIESELENGINESEXHAUSTGASSYSTEMnATA
DISTANCEOFONEMETERFROMTHETOPOFTHEEXHAUST
GASUPTAKEnARESHOWNIN&IG
D"
D"!
3-##-%#
4HENEEDFORANEXHAUSTGASSILENCERCANBEDE
CIDEDBASEDONTHEREQUIREMENTOFAMAXIMUM
PERMISSIBLENOISELEVELATASPECIlCPOSITION
3-##-%#
4HEEXHAUSTGASNOISEDATAISVALIDFORANEXHAUST
GASSYSTEMWITHOUTBOILERANDSILENCERETC
4HENOISELEVELISATNOMINAL-#2ATADISTANCEOF
ONEMETREFROMTHEEXHAUSTGASPIPEOUTLETEDGE
ATANANGLEOFTOTHEGASmOWDIRECTION
&OREACHDOUBLINGOFTHEDISTANCETHENOISELEVEL
WILLBEREDUCEDBYABOUTD"FARlELDLAW
#ENTREFREQUENCIESOFOCTAVEBAND
7HENTHENOISELEVELATTHEEXHAUSTGASOUTLETTO
THEATMOSPHERENEEDSTOBESILENCEDASILENCER
CANBEPLACEDINTHEEXHAUSTGASPIPINGSYSTEM
AFTERTHEEXHAUSTGASBOILER
4HEEXHAUSTGASSILENCERISUSUALLYOFTHEABSORP
TIONTYPEANDISDIMENSIONEDFORAGASVELOCITYOF
APPROXIMATELYMSTHROUGHTHECENTRALTUBEOF
THESILENCER
!NEXHAUSTGASSILENCERCANBEDESIGNEDBASED
ONTHEREQUIREDDAMPINGOFNOISEFROMTHEEX
HAUSTGASGIVENONTHEGRAPH
)NTHEEVENTTHATANEXHAUSTGASSILENCERISRE
QUIREDnTHISDEPENDSONTHEACTUALNOISELEVEL
REQUIREMENTONTHEBRIDGEWINGWHICHISNORMALLY
MAXIMUMD"! nASIMPLEmOWSILENCEROF
THEABSORPTIONTYPEISRECOMMENDED$EPENDING
ONTHEMANUFACTURERTHISTYPEOFSILENCERNOR
MALLYHASAPRESSURELOSSOFAROUNDMM7#AT
SPECIlED-#2
&IG)3/S.2CURVESANDTYPICALSOUNDPRES
SURELEVELSFROMTHEENGINESEXHAUSTGASSYSTEM4HE
NOISELEVELSATNOMINAL-#2ANDADISTANCEOFMETRE
FROMTHEEDGEOFTHEEXHAUSTGASPIPEOPENINGATANANGLE
OFDEGREESTOTHEGASmOWANDVALIDFORANEXHAUST
GASSYSTEMnWITHOUTBOILERANDSILENCERETC$ATAFORA
SPECIlCENGINEANDCYLINDERNOISAVAILABLEONREQUEST
3PARKARRESTER
4OPREVENTSPARKSFROMTHEEXHAUSTGASBEING
SPREADOVERDECKHOUSESASPARKARRESTERCANBE
lTTEDASTHELASTCOMPONENTINTHEEXHAUSTGAS
SYSTEM
)TSHOULDBENOTEDTHATASPARKARRESTERCONTRIB
UTESWITHACONSIDERABLEPRESSUREDROPWHICHIS
OFTENADISADVANTAGE
)TISRECOMMENDEDTHATTHECOMBINEDPRESSURE
LOSSACROSSTHESILENCERANDORSPARKARRESTER
SHOULDNOTBEALLOWEDTOEXCEEDMM7#AT
SPECIlED-#24HISDEPENDSOFCOURSEONTHE
PRESSURELOSSINTHEREMAININGPARTOFTHESYSTEM
THUSIFNOEXHAUSTGASBOILERISINSTALLEDMM
7#MIGHTBEALLOWED
-!.$IESEL
MAN B&W
15.05
Page 1 of 3
The total backpressure, measured/stated as the static pressure in the pipe after the turbocharger, is then:
pM = p
where p incorporates all pipe elements and
components etc. as described:
The factor 1.015 refers to the average backpressure of 150 mm WC (0.015 bar) in the exhaust gas
system.
MAN Diesel
198 40 949.3
MAN B&W
15.05
Page 2 of 3
MAN Diesel
198 40 949.3
MAN B&W
15.05
Page 3 of 3
60
Changeover valves
90
90
Changeover valve
of type with constant cross section
a = 0.6 to 1.2
b = 1.0 to 1.5
c = 1.5 to 2.0
120
a
R=D
R = 1.5D
R = 2D
= 0.28
= 0.20
= 0.17
R=D
R = 1.5D
R = 2D
= 0.16
= 0.12
= 0.11
60
D
R
Changeover valve
of type with volume
a = b = about 2.0
30
= 0.05
D
90
M
Spark
arrester
p1
R=D
R = 1.5D
R = 2D
= 0.45
= 0.35
= 0.30
Silencer
p2
ptc
45
M
D
M
= 0.14
Exhaust
gas boiler
p3
Outlet from
= 1.00
top of exhaust
gas uptake
Mtc
Mtc
Inlet (from
turbocharger) = 1.00
T/C
M: Measuring points
178 32 091.0
178 06 853.0
MAN Diesel
198 40 949.3
MAN B&W
15.06
Page 1 of 2
$"
$"
$#
Fig. 15.06.01: Vectors of thermal expansion at the turbocharger exhaust gas outlet ange
No. of cylinders
5-8
Turbocharger
Make
Type
MAN
ABB
MHI
DA
mm
DB
mm
DC
mm
DC
mm
DC
mm
DC
mm
TCA66
8.3
1.3
1.6
1.8
2.1
2.3
TCA77
9.6
1.4
1.6
1.8
2.1
2.3
TCA88
10.1
1.4
1.6
1.8
2.1
2.3
A-L
Available on request
MET66
8.2
1.3
1.6
1.8
2.1
2.3
MET83
9.3
1.4
1.6
1.8
2.1
2.3
Table 15.06.02: Max. expected movements of the exhaust gas ange resulting from thermal expansion
MAN Diesel
198 41 51-3.3
MAN B&W
15.06
Page 2 of 2
MAN
ABB A-L
F1
F1
M1
F2
M3
M1
M3
F3
F2
F3
Mitsubishi
F1
M1
M3
F2
F3
078 38 48-6.2.2
Fig. 15.06.03: Forces and moments on the turbochargers exhaust gas outlet ange
Table 15.06.04 indicates the maximum permissible forces (F1, F2 andF3) and moments (M1 and
M3), on the exhaust gas outlet ange of the turbocharger(s). Reference is made to Fig. 15.06.03.
Turbocharger
Make
Type
MAN
ABB
MHI
M1
Nm
M3
Nm
TCA66
3,700
7,500
TCA77
4,100
8,200
TCA88
4,500
9,100
12,000
A-L
F1
N
F2
N
F3
N
9,900
9,900
4,900
10,900
10,900
5,400
12,000
5,900
Available on request
MET66
6,800
3,400
9,300
3,200
3,000
MET83
9,800
4,900
11,700
4,100
3,700
Table 15.06.04: The max. permissible forces and moments on the turbochargers gas outlet anges
MAN Diesel
198 41 51-3.3
MAN B&W
15.07
Page 1 of 1
$
%XPANSIONJOINT
OPTION
$
$
$
4RANSITIONPIECE
OPTION
#ENTRELINETURBOCHARGER
178 09 395.2
Fig. 15.07.01: Exhaust pipe system, with turbocharger located on exhaust side of engine
35 m/s
kg/s
Gas velocity
40 m/s
45 m/s
Gas mass ow
kg/s
kg/s
50 m/s
kg/s
1 T/C
[DN]
D4
[DN]
31.4
35.8
40.3
44.8
1,300
900
750
650
1,300
36.4
41.6
46.8
51.9
1,400
1,000
800
700
1,400
41.7
47.7
53.7
59.6
1,500
1,050
850
750
1,500
47.5
54.3
61.1
67.8
1,600
1,150
900
800
1,600
53.6
61.3
68.9
76.6
1,700
1,200
1,000
850
1,700
60.1
68.7
77.3
85.9
1,800
1,300
1,050
900
1,800
67.0
76.5
86.1
95.7
N.A.
1,300
1,100
950
1,900
74.2
84.8
95.4
106.0
N.A.
1,400
1,150
1,000
2,000
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass ow at various velocities
MAN Diesel
198 64 98-7.0
MAN B&W
16
MAN Diesel
MAN B&W
16.01
Page 1 of 10
MAN Diesel
198 48 476.8
MAN B&W
16.01
Page 2 of 10
The two engine interface control units (EICU) perform such tasks as interface with the surrounding
control systems, see Fig. 16.01.01a and b. The
two EICU units operate in parallel and ensures redundancy for mission critical interfaces.
The EICUs are located either in the Engine Control
Room (recommended) or in the engine room.
In the basic execution, the EICUs are a placed in
the Cabinet for EICUs, EoD: 4 65 601.
System
IT (Floating), DC system w.
individually isolated outputs
Voltage
Protection
System
IT (Floating), DC system w.
individually isolated outputs
Voltage
Protection
Control Network
The MOP, the backup MOP and the MPCs are interconnected by means of the redundant Control
Networks, A and B respectively.
The maximum length of Control Network cabling
between the furthermost units on the engine and
in the Engine Control Room (an EICU or a MOP) is
230 meter.
MAN Diesel
198 48 476.8
MAN B&W
16.01
Page 3 of 10
MAN Diesel
198 48 476.8
MAN B&W
16.01
Page 4 of 10
EICU A
On Engine
EICU B
Local Operation
Panel LOP
CCU
Cylinder 1
ACU 3
A ctua tors
Fuel
Exhaust
valve
booster
position position
Cylinder 1 Cylinder 1
Pump 1
Pump 2
Pump 3
Pump 4
Pump 5
M Pump 2
AL
SAV
Cylinder 1 Cylinder 1
Auxiliary
Blower 1
Auxiliary
Blower 2
Auxiliary
Blower 3
Auxiliary
Blower 4
FIVA
Valve
Cylinder 1
CCU
Cylinder n
S en sors
ACU 2
Se nsors
ACU 1
ECU B
Actu ators
ECU A
M Pump 1
ECR Panel
Fuel
Exhaust
booster
valve
position position
Cylinder n Cylinder n
SAV
AL
Cylinder n Cylinder n
FIVA
Valve
Cylinder n
Marker Sensor
Angle Encoders
178 61 91-2.1
Fig. 16.01.01a: Engine Control System layout with cabinet for EICU for mounting in
ECR or on engine, EoD: 4 65 601
MAN Diesel
198 79 23-5.2
MAN B&W
16.01
Page 5 of 10
EICU A
EICU B
ECU A
ACU 1
ACU 2
ECU B
CCU
Cylinder 1
ACU 3
On Engine
CCU
Cylinder n
Pump 1
Pump 2
Pump 3
Pump 4
Pump 5
M Pump 2
AL
SAV
Cylinder 1 Cylinder 1
Auxiliary
Blower 1
Auxiliary
Blower 2
Auxiliary
Blower 3
Auxiliary
Blower 4
FIVA
Valve
Cylinder 1
Actu ators
S en sors
A ctua tors
Se nsors
Local Operation
Panel LOP
Fuel
Exhaust
valve
booster
position position
Cylinder 1 Cylinder 1
M Pump 1
ECR Panel
Fuel
Exhaust
booster
valve
position position
Cylinder n Cylinder n
SAV
AL
Cylinder n Cylinder n
FIVA
Valve
Cylinder n
Marker Sensor
Angle Encoders
178 61 76-9.1
Fig. 16.01.01b: Engine Control System layout with ECS Common Control Cabinet for mounting in
ECR or on engine, option: 4 65 602
MAN Diesel
198 79 23-5.2
MAN B&W
16.01
Page 6 of 10
Oil supply to
hydraulic 'pushrod'
for exhaust valve
Exhaust valve
Fuel valves
High pressure pipes
Return to
tank
Return to Return to
tank
tank
Fuel pump
X
F
AD
Hydraulic pushrod
Exhaust
Return oil Valve
standpipe Actuator
I ZT 4114 C
Umbrella
sealing
Hydraulic piston
Activation
piston
Hydraulic
piston
Hydraulic
piston
Return to tank
FIVA
with pilot valve
Distributor block
LS 8208 C
ME lubricator
ZV 8204 C
ZT 8203 C
LS 4112 AH
To AE
Alarm box
ZV 1202 B
ZV 1202 A
PT 12011 C
PT 12012 C
PT 12013 C
Safety and
accumulator block
PS 12042 C
Electrically
driven
pumps
PS 12041 C
PT 1204n ZL
Stepup gear
PT 12043 ZL
Engine
driven
pumps
PT 12042 ZL
HPS unit
PT 12041 ZL
ZV 1243 C
TE 1270 I AH Y
Filter unit
XC 1231 AL
Backflushing oil
RW
Main filter
Lubricating
and cooling
oil pipes
Alarm box
To AE
Main tank
LS 1236 AH Z
LS 1235 AH
RU
515 75 30-9.5.2
Fig. 16.01.02a: Mechanicalhydraulic System with mechanically driven Hydraulic Power Supply, 300 bar, common supply
MAN Diesel
198 79 24-7.2
MAN B&W
16.01
Page 7 of 10
Exhaust valve
Oil supply to
hydraulic 'pushrod'
for exhaust valve
Fuel valves
High pressure pipes
Return to
tank
Return to Return to
tank
tank
Fuel pump
X
F
AD
Hydraulic pushrod
Exhaust
Return oil Valve
standpipe Actuator
I ZT 4114 C
Umbrella
sealing
Hydraulic piston
Hydraulic
piston
Activation
piston
Hydraulic
piston
Return to tank
FIVA
with pilot valve
Distributor block
LS 8208 C
ME lubricator
ZV 8204 C
ZT 8203 C
LS 4112 AH
To AE
Alarm box
Safety and
accumulator block
Stepup gear
ZV 1243 C
PT 1204n ZL
PS 1204n C
PT 12043 ZL
PS 12043 C
PT 12042 ZL
PS 12042 C
PT 12041 ZL
PS 12041 C
HPS unit
PT 12011 C
PT 12012 C
PT 12013 C
Filter unit
XC 1231 AL
Backflushing oil
RW
Main filter
Lubricating
and cooling
oil pipes
Alarm box
To AE
Main tank
LS 1236 AH Z
LS 1235 AH
RU
515 75 49-1.1.1
Fig. 16.01.02b: Mechanicalhydraulic System with electrically driven Hydraulic Power Supply, 300 bar, common supply.
Example from S90/80ME-C engine
MAN Diesel
198 79 24-7.2
MAN B&W
16.01
Page 8 of 10
Alarm system
4 75 632 Kongsberg Maritime
The alarm system has no direct effect on the ECS.
The alarm alerts the operator of an abnormal condition.
4 75 633 Nabtesco
4 75 636 Mitsui Zosen Systems Research.
Telegraph system
Slow down system
Some of the signals given by the sensors of the
alarm system are used for the Slow down request signal to the ECS of the main engine.
Safety system
The engine safety system is an independent system with its respective sensors on the main engine, fullling the requirements of the respective
classication society and MAN Diesel & Turbo.
If a critical value is reached for one of the measuring points, the input signal from the safety
system must cause either a cancellable or a
noncancellable shut down signal to the ECS.
MAN Diesel
198 85 31-0.2
MAN B&W
16.01
Page 9 of 10
The remote control system normally has two alternative control stations:
Instrumentation
4 95 719 MAN Alphatronic.
Chapter 18 in the Project Guide for the specic
engine type includes lists of instrumentation for:
Power Management System
The system handles the supply of electrical power
onboard, i. e. the starting and stopping of the generating sets as well as the activation / deactivation
of the main engine Shaft Generator (SG), if tted.
The normal function involves starting, synchronising, phasingin, transfer of electrical load and
stopping of the generators based on the electrical
load of the grid on board.
The activation / deactivation of the SG is to be
done within the engine speed range which fulls
the specied limits of the electrical frequency.
MAN Diesel
198 85 31-0.2
Fuel cutoff
MAN Diesel
Connected to
oil filter
LOP
Option:
Connection to
exhaust gas
bypass system
Starting
valves
Option:
4 60 110
Connection to
turbocharger
cutout system
ZV 1121B C
ZV 1121A C
ZV 1114 C
ZV 1120N C
Open
ZS 1109A+B I C
ZS 1110A+B I C
Turning gear
Slow turning
valve
Open
Main starting
valve
Stop position
Pneumatic pressure on
Electric power on
Main starting valve in
Service position
Description
Control
air
supply
7 bar
Starting
air
supply
30 bar
Symbol
PT 8501B I A C
PT 8503B I C AL AH
PI 8503
Safety relief
valve
Exhaust valve
PT 8505 AL YL
Connected to
oil mist detector
ZV 8020 Z
ZS 1117A+B C
ZS 1116A+B C
ZS 1112A+B I C
PT 8501A I A C
PT 8503A I C AL AH
Control
air
supply
7 bar
Shut down
Only if GL
Service/blocked
ZS 1111A+B I C
Option:
4 50 166
4 50 665
Reduction
unit
30 > 7 bar
MAN B&W
16.01
Page 10 of 10
507 96 333.7.0
198 79 260.1
MAN B&W
Vibration Aspects
17
MAN Diesel
MAN B&W
17.01
Page 1 of 1
C
Vibration Aspects
!n#OMBUSTIONPRESSURE
"n'UIDEFORCE
#n3TAYBOLTFORCE
$n-AINBEARINGFORCE
Of these moments, the 1st order (one cycle per revolution) and the 2nd order (two cycles per revolution)
need to be considered for engines with a low number of cylinders. On 7cylinder engines, also the 4th
order external moment may have to be examined.
The inertia forces on engines with more than 6 cylinders tend, more or less, to neutralise themselves.
'UIDEFORCEMOMENT
H transverse Z cycles/rev.
Z is 1 or 2 times number of cylinder
'UIDEFORCEMOMENT
X transverse Z cycles/rev.
Z = 1, 2, 3 ... 11, 12, 14
178 06 828.2
MAN Diesel
198 41 405.3
MAN B&W
17.02
Page 1 of 3
250
S60MEC
S65MEC
S70MEC
5n
o
200
150
Natural frequency
cycles/min.
Cycles/min. *)
Compensator solutions
de
4n
o de
100
3 n o de
50
2 n ode
40,000
60,000
dwt
80,000
178 61 17-2.0
Fig. 17.02.01: Statistics of vertical hull vibrations, an example from tankers and bulk carriers
MAN Diesel
198 42 208.8
MAN B&W
17.02
Page 2 of 3
MAN Diesel
198 42 208.8
MAN B&W
17.02
Page 3 of 3
Adjustable
counterweights
Aft
Fore
Fixed
counterweights
Adjustable
counterweights
Fixed
counterweights
MAN Diesel
198 39 250.5
MAN B&W
17.03
Page 1 of 2
The decision whether or not to install compensators can be taken at a much later stage of a
project, since no special version of the engine
structure has to be ordered for the installation.
No preparation for a later installation nor an extra chain drive for the compensator on the fore
end of the engine is required. This saves the
cost of such preparation, often left unused.
Compensators could be retrot, even on ships
in service, and also be applied to engines with a
higher number of cylinders than is normally considered relevant, if found necessary.
The compensator only needs to be active at
speeds critical for the hull girder vibration. Thus,
it may be activated or deactivated at specied
speeds automatically or manually.
Combinations with and without moment compensators are not required in torsional and axial
vibration calculations, since the electrically
driven moment compensator is not part of the
mass-elastic system of the crankshaft.
Furthermore, by using the compensator as a vibration exciter a ships vibration pattern can easily
be identied without having the engine running,
e.g. on newbuildings at an advanced stage of
construction. If it is veried that a ship does not
need the compensator, it can be removed and reused on another ship.
It is a condition for the application of the rotating
force moment compensator that no annoying longitudinal hull girder vibration modes are excited.
Based on our present knowledge, and conrmed
by actual vibration measurements onboard a ship,
we do not expect such problems.
178 57 45-6.0
MAN Diesel
198 42 221.6
MAN B&W
17.03
Page 2 of 2
Moment compensator
Aft end, option: 4 31 203
Compensating moment
F2C Lnode
outbalances M2V
M2V
2
Node AFT
F2C
Lnode
Moment compensator
Fore end, option: 4 31 213
M2V
M2C
Centre line
crankshaft
M2V
FD
Node Aft
L n
D od
3 Node
178 27 104.2
MAN Diesel
198 42 221.6
MAN B&W
17.04
Page 1 of 1
moment
___________
PRU = External
Nm/kW
Engine power
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
14 cyl.
14.7
166.6
0.0
96.5
6.3
24.0
18.4
0.0
N.a.
N.a.
N.a.
N.a.
N.a.
N.a.
N.a.
N.a.
N.a.
N.a.
{ }
1
MAN Diesel
198 87 57-5.0
MAN B&W
17.05
Page 1 of 3
Over the years it has been discussed how to dene the guide force moments. Especially now that
complete FEMmodels are made to predict hull/
engine interaction, the proper denition of these
moments has become increasingly important.
Htype
Xtype
MH
Lz
DistX
Cyl.X M x
Lx
178 06 816.4
MAN Diesel
198 42 233.5
MAN B&W
17.05
Page 2 of 3
N MH(one cylinder)
For modelling purposes, the size of the forces in
the force couple is:
Force = MX /L X [kN]
where:
x
ForceZ, one point = _____
[kN]
L L
x
Engine Type
S90MEC9/10/-GI
3,600
S90MEC8/-GI
3,270
K90ME-C6
3,159
G80ME-C9/-GI
3,720
S80MEC9/-GI
3,450
S80MEC7/8/-GI
3,280
K80MEC9
2,975
K80MEC6
2,920
G70ME-C9/-GI
3,256
S70ME-C7/8/-GI
2,870
L70MEC7/8/-GI
2,660
S65MEC8/-GI
2,730
G60ME-C9/-GI
2,790
S60MEC7/8/-GI
2,460
L60MEC8
2,280
S50MEC7/8/-GI
2,050
L in mm
K98ME6/7
3,220
K98MEC6/7
3,090
G95MEC9/-GI
3,720
MAN Diesel
198 45 171.1
MAN B&W
17.05
Page 3 of 3
10
5x10 2 mm/s
10
/s 2
10
1
10 2 mm/s
pl
is
/s
ac
0m
1
em
en
50mm/s
1
m
25mm/s
Velocity
10
/s 2
10
2
10 mm/s
Ac
10
ce
le
ra
tio
/s 2
10
3
1 mm/s
5x10 1 mm/s
60
100
1 Hz
Zone :
Zone :
Zone :
10
1.000
m
10
6.000 c/min
2
/s 2
10 Hz
Frequency
/s 2
100 Hz
Acceptable
Vibration will not damage the main engine, however,
under adverse conditions, annoying/harmful vibration
responses may appear in the connected structures
Not acceptable
078 81 27-6.1
MAN Diesel
198 82 64-9.0
MAN B&W
17.06
Page 1 of 2
Axial Vibrations
When the crank throw is loaded by the gas pressure
through the connecting rod mechanism, the arms of
the crank throw deect in the axial direction of the
crankshaft, exciting axial vibrations. Through the thrust
bearing, the system is connected to the ships hull.
Generally, only zeronode axial vibrations are of
interest. Thus the effect of the additional bending
stresses in the crankshaft and possible vibrations of
the ship`s structure due to the reaction force in the
thrust bearing are to be consideraed.
An axial damper is tted as standard on all engines, minimising the effects of the axial vibrations, EoD: 4 31 111.
Torsional Vibrations
The reciprocating and rotating masses of the engine
including the crankshaft, the thrust shaft, the intermediate shaft(s), the propeller shaft and the propeller
are for calculation purposes considered a system of
rotating masses (inertias) interconnected by torsional
springs. The gas pressure of the engine acts through
the connecting rod mechanism with a varying torque
on each crank throw, exciting torsional vibration in
the system with different frequencies.
In general, only torsional vibrations with one and
two nodes need to be considered. The main critical
order, causing the largest extra stresses in the shaft
line, is normally the vibration with order equal to the
number of cylinders, i.e., six cycles per revolution on
a six cylinder engine. This resonance is positioned at
the engine speed corresponding to the natural torsional frequency divided by the number of cylinders.
The torsional vibration conditions may, for certain
installations require a torsional vibration damper, option: 4 31 105.
Plants with 11 or 12-cylinder engines type 98-80 require a torsional vibration damper.
Based on our statistics, this need may arise for the
following types of installation:
Plants with controllable pitch propeller
Plants with unusual shafting layout and for special
owner/yard requirements
Plants with 8cylinder engines.
MAN B&W MC/MC-C, ME/ME-C/ME-B/GI engines
Undercritical running
The natural frequency of the one-node vibration is
so adjusted that resonance with the main critical
order occurs about 3545% above the engine speed
at specied MCR.
Such undercritical conditions can be realised by
choosing a rigid shaft system, leading to a relatively
high natural frequency.
The characteristics of an undercritical system are
normally:
Relatively short shafting system
Probably no tuning wheel
Turning wheel with relatively low inertia
Large diameters of shafting, enabling the use of
shafting material with a moderate ultimate tensile
strength, but requiring careful shaft alignment,
(due to relatively high bending stiffness)
Without barred speed range.
MAN Diesel
198 42 245.4
MAN B&W
17.06
Page 2 of 2
Critical Running
When running undercritical, signicant varying
torque at MCR conditions of about 100150% of
the mean torque is to be expected.
Please note:
We do not include any tuning wheel or torsional
vibration damper in the standard scope of supply,
as the proper countermeasure has to be found after torsional vibration calculations for the specic
plant, and after the decision has been taken if and
where a barred speed range might be acceptable.
For further information about vibration aspects,
please refer to our publications:
Overcritical running
An Introduction to Vibration Aspects
The natural frequency of the onenode vibration
is so adjusted that resonance with the main critical order occurs about 3070% below the engine
speed at specied MCR. Such overcritical conditions can be realised by choosing an elastic
shaft system, leading to a relatively low natural
frequency.
MAN Diesel
198 42 269.3
MAN B&W
17.07
Page 1 of 1
1-4-3-2-5
1-5-3-4-2-6
1-7-2-5-4-3-6
1-8-3-4-7-2-5-6
1. Order : Horizontal
1. Order : Vertical
2. Order : Vertical
4. Order : Vertical
6. Order : Vertical
0
0
0
0
0
0
0
0
0
13
0
0
0
0
0
0
0
0
0
0
144
144
550
348
1
482
482
0
141
0
1. Order : Horizontal a)
1. Order : Vertical a)
2. Order : Vertical
4. Order : Vertical
6. Order : Vertical
241
241
2,722 c)
16
1
0
0
1,893 c)
122
0
2,112
72
1,658
107
-
1,309
111
-
961
114
-
204
615
530
88
0
50
378
243
13
0
5
36
33
3
0
3
0
428
957
682
0
0
0
169
267
67
0
0
0
22
53
20
121
124
1,047
1,939
173
30
0
13
30
190
114
7
2
0
2
6
407
0
1,342
788
2,164
0
68
0
27
0
147
29
83
0
5
0
1 x No. of cyl.
2 x No. of cyl.
3 x No. of cyl.
Guide force X-moments in [kNm] :
1. Order :
2. Order :
3. Order :
4. Order :
5. Order :
6. Order :
7. Order :
8. Order :
9. Order :
10. Order :
11. Order :
12. Order :
13. Order :
14. Order :
15. Order :
16. Order :
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for
all cylinder numbers.
c) 5 and 6-cylinder engines can be tted with 2nd order moment compensators on the aft and fore end, reducing the
2nd order external moment.
Table 17.07.01
MAN Diesel
198 60 38-7.2
MAN B&W
18
MAN Diesel
MAN B&W
18.01
Page 1 of 1
MAN Diesel
198 85 299.2
MAN B&W
18.02
Page 1 of 1
PMI-DAU
CJB
Handheld
calibration box
Pressure sensor
TSAA
Connector with
integrated
charge amplifier
Scavenge air
pressure sensor
Abbreviations:
TSA-A: Tacho System Amplifier
CJB: Calibration Junction Box
Cyl: Engine cylinder sensor
DAU: Data Acquisition Unit
Up to 14 cylinders
Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4
MOP B
MOP-S
Engine
Control
System
(ECS)
Engine control
& adjustment
Data logging,
monitoring & analysis
178 62 453.1
MAN Diesel
198 85 309.2
MAN B&W
18.03
Page 1 of 2
CoCoSEDS ME basic
All MAN B&W ME and ME-B engines are as
standard specied with CoCoS-EDS ME basic,
EoD: 4 09 658.
Key features are: data logging, monitoring, trending and reporting as for the Full version. However,
the AMS interface and reference curves for diagnostic functions are not included.
CoCoS-EDS ME basic provides a software interface to the ME/ME-B Engine Control System
and the PMI system, no additional sensors are
required.
MAN Diesel
198 45 826.8
MAN B&W
18.03
Page 2 of 2
No. of
Recommended ResoluRemark
sensors range
tion 3)
Parameter name
Fuel oil system data
PT 8001
TE 8005
Inlet pressure
Inlet temperature
PT 8421
TE 8422
TE 8423
PDT 8424
PT 8601
TE 8605
PDT 8606
TE 8608
TE 8609
TE 8612
TC 8701
TC 8702
PT 8706
TC 8707
PT 8708
ZT 8801
PT 8802
ZT 4020
XC 8810
Turbocharger speed
Ambient pressure
Engine speed
Governor index (relative)
Power take off/in from main engine shaft
(PTO/PTI)
1
1
0 10 bar
0 200 C
0.1 bar
0.1 C
A/C
1
A/C
A/C
0 - 4 bar
0 100 C
0 100 C
0 - 800 mbar
0.1 bar
0.1 C
0.1 C
0.1 mbar
Rec.
A/C
A/C
A/C
Rec.
T/C
0 4 bar
0 200 C
0 100 mbar
0 100 C
0 100 C
0 100 C
1 mbar
1)
0.1 C
0.1 mbar
0.1 C
Optional if one T/C
0.1 C
0.1 C
T/C
Cyl.
Rec.
T/C
T/C
0 - 600 C
0 - 600 C
0 - 4 bar
0 - 600 C
0 - 100 mbar
0.1 C
0.1 C
0.01 bar
0.1 C
0.1 mbar
T/C
1
1
1
1
rpm
900 1,100 mbar
rpm
%
kW
1 rpm
1 mbar
0.1 rpm
0.1 %
1 kW
Cyl.
Cyl.
Cyl.
Cyl.
bar
bar
bar
rpm
0.01 bar
0.1 bar
0.1 bar
0.1 rpm
General data
Absolute!
1)
1)
With option
installed
Pressure measurement
XC1401
XC1402
XC1403
2)
2)
2)
2)
The No. of sensors depends on number of cylinders (Cyl.), turbochargers (T/C), air receivers (Rec.) and air coolers (A/C) as marked.
1) Signal acquired from Engine Control System (ECS)
2) In case of MAN Diesel & Turbo PMI system: signal from PMI system. Other MIP systems: signal from manual input
3) Resolution of signals transferred to CoCoS-EDS (from the Alarm Monitoring System).
MAN Diesel
198 45 826.8
MAN B&W
18.04
Page 1 of 7
The International Association of Classication Societies (IACS) indicates that a common sensor can
be used for alarm, slow down and remote indication.
A general view of the alarm, slow down and shut
down systems is shown in Fig. 18.04.01.
Tables 18.04.02 and 18.04.03 show the requirements by MAN Diesel & Turbo for alarm and slow
down and for UMS by the classication societies
(Class), as well as IACS recommendations.
The number of sensors to be applied to a specic
plant is the sum of requirements of the classication society, the Buyer and MAN Diesel & Turbo.
If further analogue sensors are required, they can
be ordered as option: 4 75 128.
The slow down functions are designed to safeguard the engine components against overloading
during normal service conditions and to keep the
ship manoeuvrable if fault conditions occur.
The slow down sequence must be adapted to the
actual plant parameters, such as for FPP or CPP,
engine with or without shaft generator, and to the
required operating mode.
MAN Diesel
198 70 403.4
MAN B&W
18.04
Page 2 of 7
One common power supply might be used, instead of the three indicated, provided that the
systems are equipped with separate fuses.
Output signals
Output signals
Alarm
panel
Slow down
panel
Yards
supply
Power supply 2
Binary sensor
Remote
indication
Analog sensor
Binary sensor
Analog sensor
Required by
Class and MAN
Diesel & Turbo,
option: 4 75 127
Additional sensors,
option:
4 75 128
or
4 75 129
Output signals
Shut down
panel
Power supply 1
Binary sensors
Included in
option: 4 75 124
Analog sensors
Power supply 3
178 30 100.7
Fig. 18.04.01: Panels and sensors for alarm and safety systems
MAN Diesel
198 70 403.4
MAN B&W
18.04
Page 3 of 7
MAN Diesel
IACS
RS
RINA
NK
LR
KR
GL
DNV
CCS
BV
ABS
Alarms for UMS Class and MAN Diesel & Turbo requirements
Sensor and
function
Point of location
Fuel oil
1
1 PT 8001 AL
1 PT 8108 AL
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Lubricating oil
1 XS 8152 A
1 LS 8212 AL
MAN Diesel
198 45 838.10
MAN B&W
18.04
Page 4 of 7
MAN Diesel
IACS
RS
RINA
NK
LR
KR
GL
DNV
CCS
BV
ABS
Alarms for UMS Class and MAN Diesel & Turbo requirements
Sensor and
function
Point of location
1 TE 8408 AH
1 TT 8410
1 PT 8413 I
1 PT 8421 AL
1 TE 8422 AH
Compressed air
1
1 PT 8501 AL
1+
1 PT 8503 AL
1 PT 8505 AL
Scavenge air
1
1
1
1
1 PS 8604 AL
1 TE 8609 AH
1 TE 8610 AH
1 LS 8611 AH
2)
3)
MAN Diesel
198 45 838.10
MAN B&W
18.04
Page 5 of 7
ABS
BV
CCS
DNV
GL
KR
LR
NK
RINA
RS
IACS
MAN Diesel
Alarms for UMS Class and MAN Diesel & Turbo requirements
(1)
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Sensor and
function
Point of location
Exhaust gas
Miscellaneous
1
1 XC 2201 A
Power failure
1 XC 2202 A
ME common failure
1 XC 2901 A
1 XC 2902 A
1 XC 2903 A
(1) May be combined with TC 8702 AH where turbocharger is mounted directly on the exhaust manifold.
2) Required for:
K-ME-C6/7 and K98ME6/7 engines with 11 and 14 cylinders incl. ME-GI variants.
All ME-C9/10 and ME-B9 engines incl. ME-GI variants.
All ME-C7/8 and ME-B8 engines with 5 and 6 cylinders incl. ME-GI variants.
3) Required for:
Alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
Table 18.04.02c: Alarm functions for UMS
MAN Diesel
198 45 838.10
MAN B&W
18.04
Page 6 of 7
ABS
BV
CCS
DNV
GL
KR
LR
NK
RINA
RS
IACS
MAN Diesel
Slow down for UMS Class and MAN Diesel & Turbo requirements
1*
1 PT 8108 YL
Sensor and
function
Point of location
1 PT 8401 YL
1 PDT 8403 YL
1 PDT 8404
YL
1 PDT 8405
YL
1 TE 8408 YH
1
1
1*
1
1
1 XS 8813 YH
1 XS/XT
8817 Y
1 TE 1310 YH
1
1
2) Required for:
K-ME-C6/7 and K98ME6/7 engines with 11 and 14 cylinders incl. ME-GI variants.
All ME-C9/10 and ME-B9 engines incl. ME-GI variants.
All ME-C7/8 and ME-B8 engines with 5 and 6 cylinders incl. ME-GI variants.
Or shut down
Or shut down
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.04: Shut down functions for AMS and UMS
Table 18.04.03: Slow down functions for UMS
MAN Diesel
198 45 838.10
MAN B&W
18.04
Page 7 of 7
ABS
BV
CCS
DNV
GL
KR
LR
NK
RINA
RS
IACS
MAN Diesel
Shut down for AMS and UMS Class and MAN Diesel & Turbo requirements
1*
1*
1
*
Sensor and
function
Point of location
XS 8813 Z
Or slow down
Table 18.04.04: Shut down functions for AMS and UMS, option: 4 75 124
MAN Diesel
198 45 838.10
MAN B&W
18.05
Page 1 of 3
Local Instruments
The basic local instrumentation on the engine, options: 4 70 119 comprises thermometers, pressure gauges and other indicators located on the piping or mounted on panels on the engine. The tables 18.05.01a, b
and c list those as well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Local instruments Remote sensors
Thermometer,
stem type
Point of location
Temperature
element/switch
Hydraulic power supply
TE 1270
TI 8005
TE 8005
TI 8106
TE 8106
TE/TS 8107
TE 8112
TE 8113
TE 8117
TI 8112
TI 8113
TI 8117
TE 8123
TE 8202
TS 8213
TI 8407
TI 8408
TI 8409
TI 8410
TE 8407
TE 8408
TE 8409
TT 8410
TI 8422
TI 8423
TE 8422
TE 8423
TI 8605
TI 8608
TI 8609
TE 8605
TE 8608
TE 8609
TE 8610
Thermometer,
dial type
Thermo couple
TI 8701
TC 8701
TI/TC 8702
TC 8704
TC 8707
Exhaust gas
TI 8707
Table 18.05.01a: Local thermometers on engine, options 4 70 119, and remote indication sensors, option: 4 75 127
MAN B&W ME/MEC/MEB/-GI engines
MAN Diesel
198 45 863.9
MAN B&W
18.05
Page 2 of 3
Pressure
transmitter/switch
PI 8001
PT 8001
PI 8103
PI 8108
PT 8103
PT 8108
PS/PT 8109
PDS 8140
PI 8401
PT 8401
PS/PT 8402
PDT 8403
PDT 8404
PDT 8405
Point of location
Fuel oil
PT 8413
PI 8421
PT 8421
PI 8501
PI 8503
PT 8501
PT 8503
PT 8505
PI 8601
PDI 8606
PT 8601
PDT 8606
PDT 8607
PI 8706
PI 8803
PI 8804
Table 18.05.01b: Local pressure gauges on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127
MAN B&W ME/MEC/MEB/-GI engines
MAN Diesel
198 45 863.9
MAN B&W
18.05
Page 3 of 3
Point of location
Other transmitters/
switches
Hydraulic power supply
XC 1231
LS 1235
LS 1236
LS 4112
LS 8006
FS 8114
XC 8126
XS 8127
XS 8150
XS 8151
XS 8152
LS 8208
LS 8212
Level switch
Small box for heating element, low level
Scavenge air
LS 8611
WI 8812
ZT 8801 I
WT 8812
XS 8813
XS 8814
XC 8816
XS/XT 8817
Turbocharger speed/turbocharger
Axial vibration monitor (For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
Oil mist in crankcase/cylinder
Oil mist detector failure
Shaftline earthing device
Turbocharger overspeed (Only in case of VT TC, Waste Heat Recovery, Exhaust Gas Bypass, TC Cut-out)
Table 18.05.01c: Other indicators on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127
MAN Diesel
198 45 863.9
MAN B&W
18.06
Page 1 of 5
4 75 162
4 75 161
4 75 163
4 75 165
4 75 166
4 75 167
4 75 168
4 75 271
MAN Diesel
198 45 875.12
MAN B&W
18.06
Page 2 of 5
83!(9
*UNCTIONBOX
#ABLES
$ETECTORHEAD
178 49 809.3
Fig. 18.06.01a: Oil mist detector wiring on engine, example based on type Graviner MK6 from Kidde Fire Protection,
option: 4 75 161
83!(9
$RIVINGAIRCONNECTION
3IPHONBLOCK
%XHAUSTAIRCONNECTIONTOCRANKSPACE
178 49 810.3
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93 from Schaller Automation, option: 4 75 163
MAN Diesel
198 45 875.12
MAN B&W
18.06
Page 3 of 5
The Bearing Wear Monitoring (BWM) system monitors all three principal crank-train bearings using
two proximity sensors forward/aft per cylinder unit
and placed inside the frame box.
The Bearing Temperature Monitoring (BTM) system continuously monitors the temperature of the
bearing. Some systems measure the temperature
on the backside of the bearing shell directly, other
systems detect it by sampling a small part of the
return oil from each bearing in the crankcase.
Targeting the guide shoe bottom ends continuously, the sensors measure the distance to the
crosshead in Bottom Dead Center (BDC). Signals
are computed and digitally presented to computer
hardware, from which a useable and easily interpretable interface is presented to the user.
The measuring precision is more than adequate to
obtain an alarm well before steel-to-steel contact
in the bearings occur. Also the long-term stability
of the measurements has shown to be excellent.
In fact, BWM is expected to provide long-term
wear data at better precision and reliability than
the manual vertical clearance measurements normally performed by the crew during regular service checks.
For the above reasons, we consider unscheduled
open-up inspections of the crank-train bearings to
be superuous, given BWM has been installed.
Two BWM high wear alarm levels including deviation alarm apply. The rst level of the high wear /
deviation alarm is indicated in the alarm panel only
while the second level also activates a slow down.
The Extent of Delivery lists four Bearing Wear
Monitoring options of which the two systems from
Dr. E. Horn and Kongsberg Maritime could also
include Bearing Temperature Monitoring:
4 75 261
4 75 262
4 75 263
4 75 264
4 75 134
Temperature sensors tted to main bearings, crankpin bearings, crosshead bearings and for moment compensator, if any
4 75 135
ME, ME-C and -GI engines are as standard specied with Bearing Wear Monitoring for which any
of the above mentioned options could be chosen.
MAN Diesel
198 67 265.4
MAN B&W
18.06
Page 4 of 5
Water activity, aw
0.5
0.9
Please note: Corrosion of the overlayer is a potential problem only for crosshead bearings, because
only crosshead bearings are designed with an
overlayer. Main, thrust and crankpin bearings may
also suffer irreparable damage from water contamination, but the damage mechanism would be
different and not as acute.
MAN Diesel
198 67 265.4
MAN B&W
18.06
Page 5 of 5
Control Devices
The control devices mainly include a position switch (ZS) or a position transmitter (ZT) and solenoid valves
(ZV) which are listed in Table 18.06.02 below. The sensor identication codes are listed in Table 18.07.01.
Sensor
Point of location
Manoeuvring system
ZS 1109A/B C
ZS 1110A/B C
ZS 1111A/B C
ZS 1112A/B C
ZV 1114 C
ZS 1116A/B C
ZS 1117A/B C
ZV 1120 C
ZS 1121A/B C
E 1180
E 1181
E 1185 C
PT 12011/2/3 C
ZV 1202A/B C
PS/PT 12041/2/3 C
ZT 4020
XC 4108 C
ZT 4111 C
ZT 4114 C
ELVA NC valve
Exhaust valve position
Fuel plunger, position 1
ZV 8020 Z
Fuel oil cut-off at engine inlet (shut down), Germanischer Lloyd only
ZT 8203 C
ZV 8204 C
PS 8603 C
XC 2212
Tacho/crankshaft position
Fuel oil
Scavenge air
XC 2001
XC 6360
MAN Diesel
198 67 28-9.3
MAN B&W
18.07
Page 1 of 2
Identication of Instruments
The instruments and sensors are identied by a
position number which is made up of a combination of letters and an identication number.
11xx
12xx
13xx
First letters:
DS
DT
E
FS
FT
GT
LI
LS
LT
PDI
PDS
PDT
PI
PS
PT
ST
TC
TE
TI
TS
TT
VS
VT
WI
WS
WT
XC
XS
XT
ZS
ZT
ZV
Density switch
Density transmitter
Electrical component
Flow switch
Flow transmitter
Gauging transmitter, index/load transmitter
Level indication, local
Level switch
Level transmitter
Pressure difference indication, local
Pressure difference switch
Pressure difference transmitter
Pressure indication, local
Pressure switch
Pressure transmitter
Speed transmitter
Thermo couple (NiCrNi)
Temperature element (Pt 100)
Temperature indication, local
Temperature switch
Temperature transmitter
Viscosity switch
Viscosity transmitter
Vibration indication, local
Vibration switch
Vibration transmitter
Unclassied control
Unclassied switch
Unclassied transmitter
Position switch (limit switch)
Position transmitter (proximity sensor)
Position valve (solenoid valve)
Ident. number; rst two digits indicate the measurement point and xx the serial number:
14xx
15xx
16xx
20xx
21xx
22xx
24xx
29xx
30xx
40xx
41xx
50xx
51xx
52xx
53xx
54xx
60xx
61xx
62xx
63xx
64xx
66xx
80xx
81xx
82xx
83xx
84xx
85xx
86xx
87xx
88xx
90xx
Manoeuvring system
Hydraulic power supply system (HPS)
Hydraulic control oil system, separate oil
to HPS
Combustion pressure supervision
Top bracing pressure, stand alone type
Exhaust Gas Recirculation (EGR)
ECS to/from safety system
ECS to/from remote control system
ECS to/from alarm system
ME ECS outputs
Power supply units to alarm system
ECS miscellaneous input/output
Tacho/crankshaft position system
Engine cylinder components
VOC, supply system
VOC, sealing oil system
VOC, control oil system
VOC, other related systems
VOC, engine related components
GI-ECS to Fuel Gas Supply System (FGSS)
GI-ECS to Sealing Oil System
GI-ECS to Control Air System
GI-ECS to other GI related systems
GI engine related components
Selective Catalytic Reduction (SCR) related
component. Stand alone
Fuel oil system
Lubricating oil system
Cylinder lubricating oil system
Stufng box drain system
Cooling water systems, e.g. central, sea
and jacket cooling water
Compressed air supply systems, e.g.
control and starting air
Scavenge air system
Exhaust gas system
Miscellaneous functions, e.g. axial
vibration
Project specic functions
MAN Diesel
198 45 85-1.6
MAN B&W
18.07
Page 2 of 2
A0xx
Examples
ZS 1112A C and ZS 1112B C indicate two redundant position switches in the manoeuvring system, A and B, for control of the main starting air
valve position.
Functions
Secondary letters:
A
C
H
I
L
R
S
X
Y
Z
Alarm
Control
High
Indication, remote
Low
Recording
Switching
Unclassied function
Slow down
Shut down
Repeated signals
Signals which are repeated, for example measurements for each cylinder or turbocharger, are provided with a sufx number indicating the location,
1 for cylinder 1, etc.
If redundant sensors are applied for the same
measuring point, the sufx is a letter: A, B, C, etc.
078 89 33-9.6.0
MAN Diesel
198 45 85-1.6
MAN B&W
19
MAN Diesel
MAN B&W
19.01
Page 1 of 2
Note:
Long term preservation and seaworthy packing
are always to be used for class B.
Furthermore, the dispatch patterns are divided
into several degrees of dismantling in which 1
comprises the complete or almost complete engine. Other degrees of dismantling can be agreed
upon in each case.
When determining the degree of dismantling, consideration should be given to the lifting capacities
and number of crane hooks available at the engine
maker and, in particular, at the yard (purchaser).
Dispatch Pattern
The dispatch patterns are divided into two classes,
see Section 19.03:
A: Short distance transportation and short term
storage
B: Overseas or long distance transportation or
long term storage.
Short distance transportation (A) is limited by a
duration of a few days from delivery ex works until
installation, or a distance of approximately 1,000
km and short term storage.
The duration from engine delivery until installation
must not exceed 8 weeks.
Dismantling of the engine is limited as much as
possible.
Overseas or long distance transportation or
long term storage require a class B dispatch pattern.
The duration from engine delivery until installation
is assumed to be between 8 weeks and maximum
6 months.
Dismantling is effected to a certain degree with
the aim of reducing the transportation volume of
the individual units to a suitable extent.
MAN Diesel
198 76 203.2
MAN B&W
19.01
Page 2 of 2
Tools
List of standard tools
Spare Parts
List of spare parts, unrestricted service
The tendency today is for the classication societies to change their rules such that required spare
parts are changed into recommended spare parts.
MAN Diesel & Turbo, however, has decided to
keep a set of spare parts included in the basic
extent of delivery, EoD: 4 87 601, covering the
requirements and recommendations of the major
classication societies, see Section 19.06.
Tool panels
Most of the tools are arranged on steel plate panels, EoD: 4 88 660, see Section 19.11 Tool Panels.
It is recommended to place the panels close to the
location where the overhaul is to be carried out.
Wearing parts
The consumable spare parts for a certain period
are not included in the above mentioned sets, but
can be ordered for the rst 1, 2, up to 10 years
service of a new engine, option: 4 87 629.
The wearing parts that, based on our service
experience, are estimated to be required, are
listed with service hours in Tables 19.08.01 and
19.08.02.
MAN Diesel
198 76 203.2
MAN B&W
19.02
Page 1 of 2
Type of paint
No. of coats /
Total Nominal Dry Film
Thickness (NDFT)
m
Colour:
RAL 840HR
DIN 6164
MUNSELL
Free
White:
RAL 9010
DIN N:0:0.5
MUNSELL N9.5
MAN Diesel
198 45 169.5
MAN B&W
19.02
Page 2 of 2
Type of paint
No. of coats /
Total Nominal Dry Film
Thickness (NDFT)
m
Colour:
RAL 840HR
DIN 6164
MUNSELL
5. Components affected by water, cleaning agents, and acid uid below neutral Ph
3 layers
Free
Total NDTF 350 m
See specications
from product data
sheet
C2 Medium
1-2 layer(s)
Total NDTF 80 m
7. EGR system
Free
See specications
from product data
sheet
1 - 2 layer(s)
Light grey:
RAL 7038
DIN 24:1:2
Total NDTF 80 m MUNSELL N7.5
Note:
All paints must be of good quality. Paints according to builders standard may be used provided they at least full the
above requirements.
The data stated are only to be considered as guidelines. Preparation, number of coats, lm thickness per coat, etc.,
must be in accordance with the paint manufacturers specications.
074 33 57-9.10.0
MAN Diesel
198 45 169.5
MAN B&W
19.03
Page 1 of 4
Dispatch Pattern
The relevant engine supplier is responsible for
the actual execution and delivery extent. As
differences may appear in the individual suppliers
extent and dispatch variants.
Dispatch Pattern A - short:
Short distance transportation limited by duration
of transportation time within a few days or a distance of approximately 1000 km and short term
storage.
Duration from engine delivery to installation must
not exceed eight weeks.
Dismantling must be limited.
Note
The engine supplier is responsible for the necessary lifting tools and lifting instructions for
transportation purposes to the yard. The delivery extent of lifting tools, ownership and lend/
lease conditions are to be stated in the contract.
(Options: 4 12 120 or 4 12 121)
Furthermore, it must be stated whether a drying
machine is to be installed during the transportation and/or storage period. (Option: 4 12 601)
MAN Diesel
198 45 672.6
MAN B&W
19.03
Page 2 of 4
A1 + B1
Engine complete
A2 + B2
Top section
Bottom section
Fig. 19.03.01: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
MAN Diesel
074 27 15-7.0.0a
198 45 672.6
MAN B&W
19.03
Page 3 of 4
A3 + B3
Top section
Bedplate/crankshaft section
074 27 15-7.0.0b
Fig. 19.03.02: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
MAN Diesel
198 45 672.6
MAN B&W
19.03
Page 4 of 4
Exhaust receiver
Top section
Turbocharger
Bedplate section
Crankshaft section
074 27 15-7.0.1c
Fig. 19.03.03: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
MAN Diesel
198 45 672.6
MAN B&W
19.04
Page 1 of 1
Pattern
Section
6 cylinder
7 cylinder
Mass
Length
Mass
Length
Mass
Length
Height
Width
in tons
in m
in tons
in m
in tons
in m
in tons
in m
in m
in m
*)
*)
*)
*)
*)
*)
*)
*)
*)
*)
A2 + B2 Top section
218
*)
*)
*)
*)
Remaining parts
A3 + B3 Top section
Frame box
Bedplate
*)
*)
*)
*)
Crankshaft
Remaining parts
A4 + B4 Top section
Frame box
Bedplate
Crankshaft
Scavenge air receiver
All cylinders
Length
A1 + B1 Engine complete
Bottom section
8 cylinder
Mass
378
247
*)
216
244
146
162
95
*)
*)
*)
*)
Exhaust receiver
104
139
157
165
187
144
160
95
104
139
*)
420
26
157
*)
30
10
11
Turbocharger(s)
15
15
Remaining parts
Air cooler
178 63 95-0.0
*) Available on request
The above data are approximate and for guidance only.
MAN Diesel
198 85 93-2.0
MAN B&W
19.05
Page 1 of 1
Shop Test
Minimum delivery test
EIAPP certicate
Governor test
Minimum speed test
Overspeed test
Shut down test
Starting and reversing test
Turning gear blocking device test
Start, stop and reversing from the Local
Operating Panel (LOP)
At each load change, all temperature and pressure levels etc. should stabilise before taking new
engine load readings.
Fuel oil analysis is to be presented.
All tests are to be carried out on diesel or gas oil.
MAN Diesel
198 46 127.8
MAN B&W
19.06
Page 1 of 1
1
1
1
1
1
1
2
1
1
1
1
1
1 set Fuel valves for all cylinders on one engine for BV,
CCS, DNV, GL, KR, NK, RINA, RS and IACS
1 set Fuel valves for half the number of cylinders on
the engine for ABS
1
Highpressure pipe, from fuel oil pressure
booster to fuel valve
Turbocharger, plate 910
1 and 2
)
Proportional valve for hydraulic pumps
Leak indicator
Safety coupling for hydraulic pump
Accumulator
Chain links. Only for ABS, LR and NK
Flex pipes, one of each size
1
1
1
1
6
1 set
1
1
1
1
1
1
1
2
MAN Diesel
198 64 162.8
MAN B&W
19.07
Page 1 of 2
Additional Spares
Beyond class requirements or recommendation, for easier maintenance and increased security in operation.
Cylinder cover, section 90101
4
Studs for exhaust valve
4
Nuts for exhaust valve
set Orings for cooling jacket
1
Cooling jacket
set Sealing between cylinder cover and liner
4
Spring housings for fuel valve
*) if tted
Cylinder liner and cooling jacket, section 90301
1
Cooling jacket of each kind
4
Non return valves
1 set Orings for one cylinder liner
set Gaskets for cooling water connection
set Orings for cooling water pipes
1 set Cooling water pipes between liner and cover
for one cylinder
Fig. 19.07.01a: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
MAN Diesel
198 46 367.9
MAN B&W
19.07
Page 2 of 2
Note: Section numbers refer to Instruction Book, Vol. III containing plates with spare parts
Fig. 19.07.01b: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
MAN Diesel
198 46 367.9
MAN B&W
19.08
Page 1 of 2
Wearing Parts
MAN Diesel & Turbo Service Letter SL-509 provides Guiding Overhaul Intervals and expected
service life for key engine components.
96,000
88,000
84,000
80,000
72,000
64,000
60,000
56,000
40,000
48,000
36,000
32,000
24,000
20,000
16,000
12,000
8,000
Service hours
Replace parts
Description
Piston
Soft iron gasket (1 set per cylinder)
Stufng box
Lamellas (1 set per cylinder)
Exhaust valve
DuraSpindle (1 pc per cylinder)
Piston rings for exhaust valve & oil piston (1 set per cyl.)
Fuel valves
Valve nozzle (2 sets per cylinder)
x
x
x
x
x
x
x
x
Bearings
Crosshead bearing (1 set per cylinder)
x
x
x
x
x
x
x
x
MAN Diesel
198 83 69-3.2
MAN B&W
19.08
Page 2 of 2
96,000
88,000
84,000
80,000
72,000
64,000
60,000
56,000
40,000
48,000
36,000
32,000
24,000
20,000
16,000
12,000
8,000
Service hours
Replace parts
Description
Turbocharger(s) *)
Alpha Lubricator
Solenoid valve (1 pc per pump)
x
x
x
x
x
x
x
x
x
x
x
x
ME-GI Parts
Gas nozzles (1 set per cylinder) **)
Sealings rings and gaskets for gas nozzles
(1 set per engine)**)
x
x
x
x
x
x
x
x
x
x
x
x
MAN Diesel
198 83 69-3.2
MAN B&W
19.09
Page 1 of 1
3
B
B
C
C
5
A
Pos Sec.
1
2
3
4
Description
Mass
(kg)
Dimensions (mm)
C
5,116
1,153
2,438
2,899
370
610
330
450
620
220
330
460
370
480
750
1,006
1,891
695
1,270
750
890
784
875
965
700
790
880
730
790
924
966
878
475
545
1,360
1,630
1,448
1,619
1,793
1,050
1,190
1,330
1,327
1,410
1,608
3,100
695
270
1,108
750
890
728
811
895
712
771
902
802
3,955
448
535 29 73-4.1.0
MAN Diesel
198 85 96-8.0
MAN B&W
19.10
Page 1 of 12
1
1
1
1
1
set
set
pcs
pcs
set
Optional Tools
1 pcs Tool panel incl. grinding-, lifting-, adjustmentand test tools etc.
1
1
1
1
1
1
1
1
pcs
pcs
pcs
pcs
pcs
pcs
pcs
pcs
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 2 of 12
3
"
"
504 50 69-1.1.0
122 66 72-3.1.0
"
122 66 40-0.1.0
Pos.
Description
122 66 25-7.1.0
Mass
Dimensions (mm)
(kg)
395
1,188
1,839
46
80
800
112
1,430
1,118
879
522
60
626
175
723
45
70
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 3 of 12
"
"
312 69 78-1.2.0
4
"
122 66 29-4.1.0
D
E
C
A
!
122 66 58-1.0.0
310 21 51-7.2.0b
Pos.
Description
Mass
(kg)
Dimensions (mm)
A
95
1,443
710
590
69
1,145
205
180
670
255
435
900
360
390
48
65
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 4 of 12
A
C
312 69 54-1.4.1
!
#
501 35 55-5.3.0
"
513 02 17-3.1.0
Pos.
Description
Mass
(kg)
Dimensions (mm)
A
98
1,100
400
150
57
1.500
120
120
45
524
330
300
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 5 of 12
1
#ONTROLBOX
!
"
508 83 09-8.0.0
"
316 79 10-8.3.0
Pos. Description
1
2
Mass
(kg)
Dimensions (mm)
B
70
120
1,025
940
420
520
1,630
1,540
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 6 of 12
4HETOOLSFORAIRCOOLERCOMPENSATORANDTHETOOLSFORTHE
TURBOCHARGERSYSTEMARETOBESTOREDINASTORAGEROOMEG
ADRAWER
$EPENDINGONTHETURBOCHARGERTYPECHOOSENFORTHEENGINE
THEBLANKINGPLATESWILLVARYINSIZEFROMAPPROXMMIN
UPTOMMINDIAMETER
4HICKNESSTOMM
2EQUIREDSPACEFORTHESETOOLSAREAPPROX
MM
504 59 65-3.1.0
/NLYENGINESWITHTWOORMORETURBOCHARGERSWILLBESUPPLIED
WITHBLANKINGPLATES
504 59 85-6.1.0
$IMENSIONSVARIESDEPENDINGONCOMPENSATORSIZE
310 20 96-6.1.0
Pos.
Description
Blanking plate
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 7 of 12
"
504 60 81-4.1.0
340 00 47-5.3.0
Pos.
Description
Mass
Dimensions (mm)
(kg)
100
Approx. 2.000
400
30
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 8 of 12
Number of
boxes
MF-SF
Size
required
Hydraulic Jacks:
On Panel
21-9430 Crosshead
Example of a box containing hydraulic jacks for connecting rod and end chocks.
supports
rigid handles
rigid locks
reinforced corners
be resistant to water and oil
hydraulic jacks must be secured in the box.
Size 1:
Size 2:
Size 3:
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 9 of 12
.ECESSARYHEADROOMMINMM
!
!
XHOLESINFLOOR
(OLEINFLOOR
513 13 74-6.0.0
Pos.
Description
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 10 of 12
"
116 55 06-8.1.0
Pos.
Description
Mass
Dimensions (mm)
(kg)
230
min. 1,320
1,600
800
1,800
2,300
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 11 of 12
"
141 32 19-4.1.0
Pos.
Description
Mass
Dimensions (mm)
(kg)
47
780
450
MAN Diesel
198 78 30-0.1
MAN B&W
19.10
Page 12 of 12
2
!
"
503 27 57-2.2.0
122 66 26-9.1.1a
Pos.
Description
Mass
(kg)
Dimensions (mm)
A
402
105
490
875
230
770
1,075
1,240
MAN Diesel
198 78 30-0.1
MAN B&W
19.11
Page 1 of 1
Tool Panels
Proposal for placing of tool panels
219014
Top Level
219010
219038
219042
Middle Level
219030
Bottom Level
219026
219022
900
900
450
900
1,350
1,800
900
900
178 61 59-1.0
Section
21-9010
21-9014
21-9038
21-9042
21-9030
21-9022
21-9026
Tool Panel
Cylinder Cover
Panel incl. pressure testing tool, piston ring expander, stufng box tools, templates etc.
Exhaust valve Tools
Panel incl. pin gauges, chain assembly tools, camshaft tools, etc.
Crosshead and Connection rod Tools
230
550
60
90
180
130
280
MAN Diesel
198 78 12-1.1
MAN B&W
20
MAN Diesel
MAN B&W
20.01
Page 1 of 1
Auxiliary systems
Vibration aspects.
After selecting the engine type on the basis of
this general information, and after making sure
that the engine ts into the ships design, then a
more detailed project can be carried out based
on the Project Guide for the specic engine type
selected.
Project Guides
For each engine type of MC, ME or ME-B design a
Project Guide has been prepared, describing the
general technical features of that specic engine
type, and also including some optional features
and equipment.
The information is general, and some deviations
may appear in a nal engine documentation, depending on the content specied in the contract
and on the individual licensee supplying the engine. The Project Guides comprise an extension
of the general information in the Engine Selection
Guide, as well as specic information on such
subjects as:
Engine Design
Engine Layout and Load Diagrams, SFOC
Turbocharger Selection & Exhaust Gas Bypass
Electricity Production
Installation Aspects
List of Capacities: Pumps, Coolers & Exhaust Gas
Fuel Oil
Lubricating Oil
Cylinder Lubrication
Piston Rod Stufng Box Drain Oil
Central Cooling Water System
Seawater Cooling
Starting and Control Air
Scavenge Air
Exhaust Gas
Engine Control System
Vibration Aspects
Monitoring Systems and Instrumentation
Dispatch Pattern, Testing, Spares and Tools
Project Support and Documentation.
MAN Diesel
198 45 887.5
MAN B&W
20.02
Page 1 of 1
(SMCR)
MAN Diesel
198 45 909.3
MAN B&W
20.03
Page 1 of 1
Extent of Delivery
MAN Diesel & Turbos Extent of Delivery (EoD)
is provided to facilitate negotiations between
the yard, the engine maker, consultants and the
customer in specifying the scope of supply for a
specic project involving MAN B&W two-stroke
engines.
We provide four different EoDs:
EoD
EoD
EoD
EoD
MAN Diesel
198 45 910.6
MAN B&W
20.04
Page 1 of 4
Installation Documentation
When a nal contract is signed, a complete set of
documentation, in the following called Installation
Documentation, will be supplied to the buyer by
the engine maker.
The extent of Installation Documentation is decided by the engine maker and may vary from order
to order.
As an example, for an engine delivered according
to MAN Diesel & Turbos Copenhagen Standard
Extent of Delivery, the Installation Documentation
is divided into the volumes A and B:
4 09 602 Volume A
Mainly comprises general guiding system drawings for the engine room
4 09 603 Volume B
Mainly comprises specic drawings for the main
engine itself.
Most of the documentation in volume A are similar to those contained in the respective Project
Guides, but the Installation Documentation will
only cover the orderrelevant designs.
The engine layout drawings in volume B will, in
each case, be customised according to the buyers requirements and the engine makers production facilities.
Enginerelevant documentation
Engine data, on engine
External forces and moments
Guide force moments
Water and oil in engine
Centre of gravity
Basic symbols for piping
Instrument symbols for piping
Balancing
Engine connections
Engine outline
List of anges/counteranges
Engine pipe connections
Engine instrumentation
List of instruments
Connections for electric components
Guidance values automation, engine
Electrical wiring
Engine Control System
Engine Control System, description
Engine Control System, diagrams
Pneumatic system
Speed correlation to telegraph
List of components
Sequence diagram
MAN Diesel
198 45 922.5
MAN B&W
20.04
Page 2 of 4
Engine paint
Specication of paint
MAN Diesel
198 45 922.5
MAN B&W
20.04
Page 3 of 4
MAN Diesel
198 45 922.5
MAN B&W
20.04
Page 4 of 4
Tools
Engine tools
List of tools
Outline dimensions, main tools
Tool panels
Tool panels
Engine seating tools
Hydraulic jack for holding down bolts
Hydraulic jack for end chock bolts
Auxiliary equipment
Ordered auxiliary equipment
Shop trials
Shop trials, delivery test
Shop trial report
Quay trial and sea trial
Stufng box drain cleaning
Fuel oil preheating chart
Flushing of lubricating oil system
Freshwater system treatment
Freshwater system preheating
Quay trial and sea trial
Adjustment of control air system
Adjustment of fuel pump
Heavy fuel operation
Guidance values automation
Flushing procedures
Lubricating oil system cleaning instruction
MAN Diesel
198 45 922.5
MAN B&W
Appendix
A
MAN Diesel
MAN B&W
Appendix A
Page 1 of 3
Symbol
Symbol designation
No.
Symbol
Symbol designation
2.14
Spectacle ange
1.1
Pipe
2.15
1.2
2.16
1.3
2.17
1.4
Appliances
2.18
1.5
2.19
Orice
2.1
3.1
2.2
3.2
Valves, angle
2.3
Tee pipe
3.3
2.4
Flexible pipe
3.4
2.5
3.5
2.6
Joint, screwed
3.6
2.7
Joint, anged
3.7
2.8
Joint, sleeve
3.8
2.9
Joint, quickreleasing
3.9
Flap, angle
2.10
3.10
Reduction valve
2.11
Expansion pipe
3.11
Safety valve
2.12
Cap nut
3.12
2.13
Blank ange
3.13
Selfclosing valve
MAN Diesel
198 38 662.3
MAN B&W
Appendix A
Page 2 of 3
No.
Symbol
Symbol designation
No.
Symbol
3.14
Quickopening valve
3.15
Quickclosing valve
4.1
Handoperated
3.16
Regulating valve
4.2
Remote control
3.17
Kingston valve
4.3
Spring
3.18
Ballvalve (cock)
4.4
Mass
3.19
Buttery valve
4.5
Float
3.20
Gate valve
4.6
Piston
3.21
4.7
Membrane
3.22
4.8
Electric motor
3.23
4.9
Electromagnetic
3.24
3.25
5.1
Mudbox
3.26
5.2
Filter or strainer
3.27
Cock, angle
5.3
Magnetic lter
3.28
5.4
Separator
3.29
5.5
Steam trap
3.30
5.6
Centrifugal pump
3.31
5.7
3.32
5.8
3.33
5.9
Ejector
3.34
5.10
Symbol designation
Appliances
MAN Diesel
198 38 662.3
MAN B&W
Appendix A
Page 3 of 3
No.
Symbol
5.11
6
Symbol designation
No.
Symbol
Piston pump
Fittings
Symbol designation
7.1
Sight ow indicator
6.1
Funnel
7.2
Observation glass
6.2
7.3
Level indicator
6.3
Air pipe
7.4
6.4
7.5
6.5
7.6
Recorder
6.6
6.7
6.8
6.9
6.10
6.11
The symbols used are in accordance with ISO/R 5381967, except symbol No. 2.19
178 30 614.1
MAN Diesel
198 38 662.3