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This data serves informational

Four-stroke diesel engines compliant with IMO Tier II


Project Guide – Marine
32/40
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. Copyright © MAN Diesel & Turbo.
D2366461EN-N1 Printed in Germany GKM-AUG-03130.5

MAN Diesel & Turbo


86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com

32/40
Project Guide – Marine
Four-stroke diesel engines
MAN Diesel & Turbo compliant with IMO Tier II

MAN Diesel & Turbo – a member of the MAN Group

2366461_PRJ_32-40.indd 4 06.03.2013 16:09:06


MAN Diesel & Turbo

32/40
Project Guide – Marine
Four-stroke diesel engines compliant with IMO Tier II

Revision ............................................ 04.2014/3.2

32/40 IMO Tier II Project Guide – Marine


2014-08-26 - 3.2

All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub-
ject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.

EN
32/40 IMO Tier II Project Guide – Marine MAN Diesel & Turbo

MAN Diesel & Turbo SE


2014-08-26 - 3.2

86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-3382
www.mandieselturbo.com

Copyright © 2014 MAN Diesel & Turbo


All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

EN
MAN Diesel & Turbo

Table of contents

Table of contents
1 Introduction ............................................................................................................................................ 9
1.1 Medium speed propulsion engine programme .......................................................................... 9
1.2 Engine description 32/40 IMO Tier II ........................................................................................ 10
1.3 Overview .................................................................................................................................... 13

2 Engine and operation ........................................................................................................................... 17


2.1 Approved applications and destination/suitability of the engine ........................................... 17
2.2 Engine design ............................................................................................................................ 19
2.2.1 Engine cross section .............................................................................................. 19
2.2.2 Engine designations – Design parameters .............................................................. 21
2.2.3 Turbocharger assignments ..................................................................................... 21
2.2.4 Engine main dimensions, weights and views – Electric propulsion .......................... 22
2.2.5 Engine main dimensions, weights and views – Mechanical propulsion ................... 24
2.2.6 Engine inclination ................................................................................................... 26
2.2.7 Engine equipment for various applications ............................................................. 27
2.3 Ratings (output) and speeds .................................................................................................... 30
2.3.1 General remark ...................................................................................................... 30
2.3.2 Standard engine ratings ......................................................................................... 30
2.3.3 Engine ratings (output) for different applications ..................................................... 31
2.3.4 Derating, definition of P_Operating ......................................................................... 32
2.3.5 Engine speeds and related main data .................................................................... 33
2.3.6 Speed adjusting range ........................................................................................... 34
2.4 Increased exhaust gas pressure due to exhaust gas after treatment installations ............... 35
2.5 Starting conditions .................................................................................................................... 38
2.6 Low load operation ................................................................................................................... 40
2.7 Start up and load application ................................................................................................... 42
2.7.1 General remarks .................................................................................................... 42
2.7.2 Start up time .......................................................................................................... 43
2.7.3 Load application – Cold engine (emergency case) .................................................. 45
2.7.4 Load application for electric propulsion .................................................................. 46
2.7.5 Load application – Load steps (for electric propulsion) ........................................... 48
2.7.6 Load application for mechanical propulsion (FPP and CPP) ................................... 51
2.8 Engine load reduction ............................................................................................................... 53
2.9 Engine load reduction as a protective safety measure ........................................................... 54
2.10 Engine operation under arctic conditions ................................................................................ 55
2.11 GenSet operation ....................................................................................................................... 58
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2.11.1 Operating range for GenSets ................................................................................. 58


2.11.2 Available outputs and permissible frequency deviations ......................................... 59
2.11.3 Operation of vessels with electric propulsion – Failure of one engine ...................... 60
2.11.4 Alternator – Reverse power protection ................................................................... 62
2.11.5 Earthing measures of diesel engines and bearing insulation on alternators ............. 63

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2.12 Propeller operation, suction dredger (pump drive) ................................................................. 65


Table of contents

2.12.1 General remark for operating ranges ...................................................................... 65


2.12.2 Operating range for controllable pitch propeller (CPP) ............................................ 66
2.12.3 General requirements for propeller pitch control ..................................................... 67
2.12.4 Operating range for fixed pitch propeller (FPP) ....................................................... 70
2.12.5 General requirements for fixed pitch propulsion control .......................................... 71
2.12.6 Operating range for mechanical pump drive ........................................................... 73
2.13 Fuel oil; lube oil; starting air/control air consumption ............................................................ 74
2.13.1 Fuel oil consumption for emission standard: IMO Tier II .......................................... 74
2.13.2 Lube oil consumption ............................................................................................. 79
2.13.3 Starting air/control air consumption ........................................................................ 79
2.13.4 Recalculation of fuel consumption dependent on ambient conditions ..................... 79
2.13.5 Aging ..................................................................................................................... 81
2.14 Service support pumps for lower speed range of FPP applications ....................................... 81
2.15 Planning data for emission standard: IMO Tier II – Electric propulsion ................................. 82
2.15.1 Nominal values for cooler specification – L32/40 IMO Tier II – Electric propulsion ... 82
2.15.2 Nominal values for cooler specification – V32/40 IMO Tier II – Electric propulsion ... 84
2.15.3 Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II – Electric
propulsion .............................................................................................................. 85
2.15.4 Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II – Electric
propulsion .............................................................................................................. 87
2.15.5 Load specific values at ISO conditions – L/V32/40 IMO Tier II – Electric propulsion
................................................................................................................................ 88
2.15.6 Load specific values at tropical conditions – L/V32/40 IMO Tier II – Electric propul-
sion ........................................................................................................................ 89
2.16 Planning data for emission standard: IMO Tier II – Mechanical propulsion with CPP ........... 90
2.16.1 Nominal values for cooler specification – L32/40 IMO Tier II – Mechanical propulsion
with CPP ................................................................................................................ 90
2.16.2 Nominal values for cooler specification – V32/40 IMO Tier II – Mechanical propulsion
with CPP ................................................................................................................ 92
2.16.3 Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II –
Mechanical propulsion with CPP ............................................................................ 94
2.16.4 Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II –
Mechanical propulsion with CPP ............................................................................ 95
2.16.5 Load specific values at ISO conditions – L/V32/40 IMO Tier II – Mechanical propul-
sion with CPP, constant speed .............................................................................. 96
2.16.6 Load specific values at tropical conditions – L/V32/40 IMO Tier II – Mechanical pro-
pulsion with CPP, constant speed .......................................................................... 97
2.17 Planning data for emission standard: IMO Tier II – Mechanical propulsion with FPP ........... 99
2.17.1 Nominal values for cooler specification – L32/40 IMO Tier II – Mechanical propulsion
with FPP ................................................................................................................ 99
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2.17.2 Nominal values for cooler specification – V32/40 IMO Tier II – Mechanical propulsion
with FPP .............................................................................................................. 100
2.17.3 Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II –
Mechanical propulsion with FPP .......................................................................... 102
2.17.4 Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II –
Mechanical propulsion with FPP .......................................................................... 103

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2.17.5 Load specific values at ISO conditions – L/V32/40 IMO Tier II – Mechanical propul-

Table of contents
sion with FPP ....................................................................................................... 105
2.17.6 Load specific values at tropical conditions – L/V32/40 IMO Tier II – Mechanical pro-
pulsion with FPP .................................................................................................. 106
2.18 Planning data for emission standard: IMO Tier II – Suction dredger/pumps (mechanical
drive) ....................................................................................................................................... 107
2.18.1 Nominal values for cooler specification – L32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive) ..................................................................................... 107
2.18.2 Nominal values for cooler specification – V32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive) ..................................................................................... 109
2.18.3 Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II – Suction
dredger/pumps (mechanical drive) ....................................................................... 111
2.18.4 Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II – Suction
dredger/pumps (mechanical drive) ....................................................................... 112
2.18.5 Load specific values at ISO conditions – L/V32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive) ..................................................................................... 113
2.18.6 Load specific values at tropical conditions – L/V32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive) ..................................................................................... 114
2.19 Operating/service temperatures and pressures .................................................................... 116
2.20 Filling volumes and flow resistances ..................................................................................... 118
2.21 Internal media systems – Exemplarily ................................................................................... 120
2.22 Venting amount of crankcase and turbocharger ................................................................... 124
2.23 Exhaust gas emission ............................................................................................................. 125
2.23.1 Maximum allowed emission value NOx IMO Tier II ................................................ 125
2.23.2 Smoke emission index (FSN) ................................................................................ 126
2.23.3 Exhaust gas components of medium speed four-stroke diesel engines ................ 126
2.24 Noise ........................................................................................................................................ 128
2.24.1 Airborne noise ...................................................................................................... 128
2.24.2 Intake noise ......................................................................................................... 131
2.24.3 Exhaust gas noise ................................................................................................ 133
2.25 Vibration .................................................................................................................................. 135
2.25.1 Torsional vibrations .............................................................................................. 135
2.26 Requirements for power drive connection (static) ................................................................ 138
2.27 Requirements for power drive connection (dynamic) ........................................................... 140
2.27.1 Moments of inertia – Engine, damper, flywheel ..................................................... 140
2.27.2 Balancing of masses – Firing order ....................................................................... 142
2.27.3 Static torque fluctuation ....................................................................................... 144
2.28 Power transmission ................................................................................................................ 147
2.28.1 Flywheel arrangement .......................................................................................... 147
2.29 Arrangement of attached pumps ........................................................................................... 155
2.30 Foundation .............................................................................................................................. 157
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2.30.1 General requirements for engine foundation ......................................................... 157


2.30.2 Rigid seating ........................................................................................................ 158
2.30.3 Chocking with synthetic resin ............................................................................... 164
2.30.4 Resilient seating ................................................................................................... 168
2.30.5 Recommended configuration of foundation .......................................................... 169

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2.30.6 Engine alignment ................................................................................................. 177


Table of contents

3 Engine automation ............................................................................................................................. 179


3.1 SaCoSone system overview .................................................................................................... 179
3.2 Power supply and distribution ............................................................................................... 185
3.3 Operation ................................................................................................................................. 188
3.4 Functionality ............................................................................................................................ 189
3.5 Interfaces ................................................................................................................................ 191
3.6 Technical data ......................................................................................................................... 192
3.7 Installation requirements ....................................................................................................... 194
3.8 Engine-located measuring and control devices .................................................................... 196

4 Specification for engine supplies ...................................................................................................... 203


4.1 Explanatory notes for operating supplies – Diesel engines .................................................. 203
4.1.1 Lubricating oil ....................................................................................................... 203
4.1.2 Fuel ...................................................................................................................... 203
4.1.3 Engine cooling water ............................................................................................ 205
4.1.4 Intake air .............................................................................................................. 205
4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO and biofuels ........... 205
4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO) .............................. 209
4.4 Specification for gas oil/diesel oil (MGO) ............................................................................... 214
4.5 Specification for diesel oil (MDO) ........................................................................................... 216
4.6 Specification for heavy fuel oil (HFO) ..................................................................................... 218
4.7 Viscosity-temperature diagram (VT diagram) ....................................................................... 230
4.8 Specification for engine cooling water .................................................................................. 232
4.9 Cooling water inspecting ........................................................................................................ 238
4.10 Cooling water system cleaning .............................................................................................. 240
4.11 Specification for intake air (combustion air) ......................................................................... 242
4.12 Specification for compressed air ........................................................................................... 243

5 Engine supply systems ...................................................................................................................... 245


5.1 Basic principles for pipe selection ......................................................................................... 245
5.1.1 Engine pipe connections and dimensions ............................................................ 245
5.1.2 Specification of materials for piping ...................................................................... 245
5.1.3 Installation of flexible pipe connections for resiliently mounted engines ................. 246
5.1.4 Condensate amount in charge air pipes and air vessels ....................................... 252
5.2 Lube oil system ....................................................................................................................... 255
5.2.1 Lube oil system diagram ...................................................................................... 255
5.2.2 Lube oil system description .................................................................................. 257
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5.2.3 Low speed operation – Lube oil system ............................................................... 265


5.2.4 Prelubrication/postlubrication ............................................................................... 267
5.2.5 Lube oil outlets ..................................................................................................... 268
5.2.6 Lube oil service tank ............................................................................................ 271
5.2.7 Lube oil filter ......................................................................................................... 274
5.2.8 Crankcase vent and tank vent .............................................................................. 275

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5.3 Water systems ......................................................................................................................... 277

Table of contents
5.3.1 Cooling water system diagram ............................................................................. 277
5.3.2 Cooling water system description ........................................................................ 280
5.3.3 Cooling water collecting and supply system ......................................................... 286
5.3.4 Low speed operation – Water system .................................................................. 287
5.3.5 Miscellaneous items ............................................................................................. 289
5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device ................. 289
5.3.7 Turbine washing device, HFO-operation ............................................................... 292
5.3.8 Nozzle cooling system and diagram ..................................................................... 293
5.3.9 Nozzle cooling water module ............................................................................... 295
5.3.10 Preheating module ............................................................................................... 299
5.4 Fuel oil system ........................................................................................................................ 299
5.4.1 Marine diesel oil (MDO) treatment system ............................................................. 299
5.4.2 Marine diesel oil (MDO) supply system for diesel engines ..................................... 303
5.4.3 Heavy fuel oil (HFO) treatment system .................................................................. 311
5.4.4 Heavy fuel oil (HFO) supply system ....................................................................... 315
5.4.5 Fuel supply at blackout conditions ....................................................................... 327
5.5 Compressed air system .......................................................................................................... 328
5.5.1 Starting air system ............................................................................................... 328
5.5.2 Starting air vessels, compressors ......................................................................... 332
5.5.3 Jet Assist ............................................................................................................. 335
5.6 Engine room ventilation and combustion air ......................................................................... 336
5.7 Exhaust gas system ................................................................................................................ 337
5.7.1 General information .............................................................................................. 337
5.7.2 Components and assemblies ............................................................................... 338
5.8 Exhaust gas aftertreatment – Selective catalytic reduction ................................................. 339
5.8.1 SCR – Selective catalytic reduction ...................................................................... 339
5.8.2 System overview .................................................................................................. 339
5.8.3 System design data ............................................................................................. 344

6 Engine room planning ........................................................................................................................ 349


6.1 Installation and arrangement ................................................................................................. 349
6.1.1 General details ..................................................................................................... 349
6.1.2 Installation drawings ............................................................................................. 350
6.1.3 Removal dimensions of piston and cylinder liner ................................................... 359
6.1.4 3D Engine Viewer – A support programme to configure the engine room ............. 365
6.1.5 Lifting appliance ................................................................................................... 369
6.1.6 Major spare parts ................................................................................................. 372
6.2 Exhaust gas ducting ............................................................................................................... 376
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6.2.1 Ducting arrangement ........................................................................................... 376


6.2.2 Position of the outlet casing of the turbocharger .................................................. 377

7 Propulsion packages ......................................................................................................................... 379


7.1 General .................................................................................................................................... 379
7.2 Dimensions .............................................................................................................................. 380

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7.3 Propeller layout data ............................................................................................................... 384


Table of contents

7.4 Propeller clearance ................................................................................................................. 384

8 Electric propulsion plants .................................................................................................................. 387


8.1 Advantages of electric propulsion ......................................................................................... 387
8.2 Losses in diesel-electric plants .............................................................................................. 387
8.3 Components of an electric propulsion plant .......................................................................... 388
8.4 Electric propulsion plant design ............................................................................................. 389
8.5 Engine selection ...................................................................................................................... 390
8.6 E-plant, switchboard and alternator design .......................................................................... 391
8.7 Over-torque capability ............................................................................................................ 394
8.8 Protection of the electric plant ............................................................................................... 395
8.9 Drive control ............................................................................................................................ 396
8.10 Power management ................................................................................................................ 396
8.11 Example configurations of electric propulsion plants ........................................................... 399

9 Annex .................................................................................................................................................. 405


9.1 Safety instructions and necessary safety measures ............................................................. 405
9.1.1 General ................................................................................................................ 405
9.1.2 Safety equipment/measures provided by plant-side ............................................. 405
9.2 Programme for Factory Acceptance Test (FAT) ..................................................................... 409
9.3 Engine running-in ................................................................................................................... 411
9.4 Definitions ............................................................................................................................... 415
9.5 Symbols ................................................................................................................................... 420
9.6 Preservation, packaging, storage .......................................................................................... 423
9.6.1 General information .............................................................................................. 423
9.6.2 Storage location and duration .............................................................................. 424
9.6.3 Follow-up preservation when preservation period is exceeded ............................. 425
9.6.4 Removal of corrosion protection .......................................................................... 425
9.7 Engine colour .......................................................................................................................... 425

Index ................................................................................................................................................... 427


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MAN Diesel & Turbo 1

1 Introduction

1.1 Medium speed propulsion engine programme


1.1 Medium speed propulsion engine programme

IMO Tier II compliant engine programme

Figure 1: MAN Diesel & Turbo engine programme

1 Introduction
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 9 (433)


1 MAN Diesel & Turbo
1.2 Engine description 32/40 IMO Tier II

1.2 Engine description 32/40 IMO Tier II

General
The “Work Horse” 32/40 is in service 24 hours a day. With a power output
range of 3,000 to 9,000 kW, it is ideal for small and medium sized applica-
tions. The interacting of all important parts results to low wear rates and long
maintenance intervals.

Marine main engines


Engine output is limited to 100% of rated output for engines driving a propel-
ler. Engine output is limited to 110% of rated output for engines driving a
alternator. Overload above 100% permitted only briefly to prevent a fre-
quency drop during sudden load application.

Fuels
The 32/40 engine can be operated on heavy fuel oil with a viscosity up to
700 mm2/s (cSt) at 50 °C. It is designed for fuel up to levels of quality
RMK700 according ISO8217 or RK700 according CIMAC 2003.

Stepped piston
Forged dimensionally stable steel crown (with shaker cooling) made from
high grade materials and skirt in spheroidal graphite cast iron (skirt also avail-
able in steel upon request). The stepped piston and the fire ring together pre-
vent “bore polishing” of the cylinder liner, thereby reducing operating costs
by keeping lubricating oil consumption consistently low. Chromium ceramic
coating of the first piston ring with wear resistant ceramic particles in the ring
surface results in minimal wear and tear, ensuring extremely long periods
between maintenance.

MAN Diesel & Turbo turbocharging system


Industry leading designed constant pressure turbocharging system using
state-of-the-art MAN Diesel & Turbo turbochargers with long bearing over-
haul intervals. High efficiency at full and part loads results in substantial air
surplus and complete combustion without residues and with low thermal
stresses on the combustion chamber components.

Cylinder head
The cylinder head has optimised combustion chamber geometry for
improved injection spray atomisation. This ensures balanced air-fuel mixture,
reducing combustion residue, soot formation and improving fuel economy.
1 Introduction

2014-08-26 - 3.2

Valves
Exhaust valves are designed with armoured, water cooled seats that keep
valve temperatures down. Propellers on the exhaust valve shaft provide rota-
tion by exhaust gas, resulting in the cleaning effect of the valve seat area dur-
ing valve closing.

10 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 1

Service friendly design

1.2 Engine description 32/40 IMO Tier II


Hydraulic tooling for tightening and loosening cylinder head nuts; clamps
with quick release fasteners and/or clamp and plug connectors; generously
sized access covers.

Cylinder liner
The precision machined cylinder liner and separate cooling water collar rest
on top of the engine frame and is there isolated from any external deforma-
tion, ensuring optimum piston performance and long service life.

Electronics
The 32/40 is equipped with the latest generation of proven MAN Diesel &
Turbo engine management system. SaCoSone combines all functions of mod-
ern engine management into one complete system. Through integration on
the engine, it forms one unit with the drive assembly. SaCoSone offers:
▪ Integrated self-diagnosis functions
▪ Maximum reliability and availability
▪ Simple use and diagnosis
▪ Quick exchange of modules (plug in)
▪ Trouble-free and time-saving commissioning
▪ CCM plus OMD
As a standard for all our 4-stroke medium speed engines manufactured
in Augsburg, these engines will be equipped with a Crankcase Monitor-
ing System (CCM = Splash oil & Main bearing temperature) plus OMD
(Oil mist detection). OMD and CCM are integral part of the MAN safety
philosophy and the combination of both will increase the possibility to
early detect a possible engine failure and prevent subsequent compo-
nent damage.
SaCoSone offers:
▪ Integrated self-diagnosis functions
▪ Maximum reliability and availability
▪ Simple use and diagnosis
▪ Quick exchange of modules (plug in)
▪ Trouble-free and time-saving commissioning

Device for variable injection timing (V.I.T.)


The V.I.T. is designed to influence injection timing and thus ignition pressure
and combustion temperature. That enables engine operation in different load
ranges well balanced between low NOx emissions and low fuel consumption.
1 Introduction
2014-08-26 - 3.2

New piston for increased compression ratio


The use of a new piston provides a higher compression ratio and gives a
faster reduction in temperature after the ignition of the fuel, thus reducing
NOx formation. The increase in compression ratio also compensates the
reduction in firing temperature due to retarded injection and hence the asso-
ciated increase in SFOC.

32/40, Project Guide – Marine, EN 11 (433)


1 MAN Diesel & Turbo

Committed to the future


1.2 Engine description 32/40 IMO Tier II

Technologies which promise compliance with the IMO Tier III emission limits
valid from 2016 combined with further optimised fuel consumption and new
levels of power and flexibility are already under development at MAN Diesel &
Turbo. With this level of commitment MAN Diesel & Turbo customers can
plan with confidence.

Core technologies in-house


As well as its expertise in engine design, development and manufacture MAN
Diesel & Turbo is also a leading manufacturer of the key technologies which
determine the economic and ecological performance of a diesel engine:
▪ High-efficiency exhaust gas turbochargers
▪ Advanced electronic fuel injection equipment
▪ Electronic hardware and software for engine control,monitoring and diag-
nosis
Our impressive array of computer-aided design tools and one of the engine
industry’s largest, best-equipped foundries allow us decisively to shorten
product development, and application engineering processes. Our mastery
of these engine technologies – and, the best brains in the large engine indus-
try – are the firm foundation for
▪ Low emissions
▪ Low operating costs
▪ Low life cycle costs
▪ Long service life
1 Introduction

2014-08-26 - 3.2

12 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 1

1.3 Overview
1.3 Overview

1 HT cooling water pump 2 LT cooling water pump


3 Lube oil pump 4 Exhaust heat shield

Figure 2: Overview L32/40 counter coupling side

1 Introduction
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 13 (433)


1 MAN Diesel & Turbo
1.3 Overview

1 Silencer 2 Turbocharger exhaust outlet


3 Charge air cooler 4 Camshaft cover

Figure 3: Overview L32/40 coupling side


1 Introduction

2014-08-26 - 3.2

14 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 1

1.3 Overview
1 HT cooling water pump 2 LT cooling water pump
3 Lube oil pump 4 Exhaust heat shield
5 Camshaft cover

Figure 4: Overview V32/40 counter coupling side

1 Introduction
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 15 (433)


1 MAN Diesel & Turbo
1.3 Overview

1 Turbocharger exhaust outlet 2 Silencer


3 Charge air cooler

Figure 5: Overview V32/40 coupling side


1 Introduction

2014-08-26 - 3.2

16 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2 Engine and operation

2.1 Approved applications and destination/suitability of


the engine
2.1 Approved applications and destination/suitability of the engine
The 32/40 is designed as multi-purpose drive. It has been approved by type
approval as marine main engine and auxiliary engine by all main classification
societies (ABS, BV, CCS, ClassNK, CR, CRS, DNV, GL, KR, LR, RINA, RS).
As marine main engine1) it may be applied for mechanical or diesel-electric
propulsion drive2) for applications as:
▪ Bulker, container vessel and general cargo vessel
▪ Ferry and cruise liner
▪ Tanker
▪ Fishing vessel
▪ Dredger and tugs in line with project requirements regarding needed
high-torque performance engine will be adapted
▪ Others – to fulfill all customers needs the project requirements have to be
defined at an early stage

Hereby L32/40 can be applied for single- and for multi-engine plants. V32/40
can be applied for multi-engine plants.
The engine 32/40 as marine auxiliary engine it may be applied for diesel-elec-
tric power generation2) for auxiliary duties for applications as:
▪ Auxiliary GenSet3)
▪ Emergency GenSet – all project requirements such as maximum inclina-
tion and needed start up time need to be clarified at an early project
stage

Offshore
For offshore applications it may be applied as mechanical or diesel-electric
drive2) or as auxiliary engine for applications for:
▪ Platforms/offshore supply vessels
▪ Anchor handling tugs
▪ General all kinds of service & supply vessels
▪ Drilling ships
▪ Semi subs
▪ FPSO (Floating Production Storage and Offloading Unit)
Hereby the L32/40 can be applied for single- and for multi-engine plants. The
2 Engine and operation

V32/40 can be applied for multi-engine plants only.


Due to the wide range of possible requirements such as flag state regula-
tions, fire fighting items, redundancy, inclinations and dynamic positioning
modes all project requirements need to be clarified at an early stage.
On-board Power Generation for Mobile or Fixed Offshore Installations
2014-08-26 - 3.2

approved by ABS for V32/40 according MODU Rules.


Note!
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.

32/40, Project Guide – Marine, EN 17 (433)


2 MAN Diesel & Turbo

In line with rules of classifications societies each engine whose driving force
1)
2.1 Approved applications and destination/suitability of
the engine

may be used for propulsion purpose is stated as main engine.


2)
See section Engine ratings (output) for different applications, Page 31.
3)
Not used for emergency case or fire fighting purposes.

Destination/suitability of the engine


Note!
Please note that regardless of their technical capabilities, engines of our
design and the respective vessels in which they are installed must at all times
be operated in line with the legal requirements, as applicable, including such
requirements that may apply in the respective geographical areas in which
such engines are actually being operated.

Operation of the engine outside the specified operated range, not in line with
the media specifications or under specific emergency situations (e.g. sup-
pressed load reduction or engine stop by active "Override", triggered fire-
fighting system, crash of the vessel, fire or water ingress inside engine room)
is declared as not intended use of the engine (for details see engine specific
operating manuals). If an operation of the engine occurs outside of the scope
of the intended use a thorough check of the engine and its components
needs to be performed by supervision of the MAN Diesel & Turbo service
department. These events, the checks and measures need to be documen-
ted.

Electric and electronic components attached to the engine – Required


engine room/powerhouse temperature
In general our engine components meet the high requirements of the Marine
Classification Societies. The electronic components are suitable for proper
operation within an air temperature range from 0 °C to 55 °C. The electrical
equipment is designed for operation at least up to 45 °C.
Relevant design criteria for the powerhouse/engine room air temperature:
Minimum air temperature in the area of the engine and its components
≥ 5 °C.
Maximum air temperature in the area of the engine and its components
≤ 45 °C.
Remark: Condensation of the air at engine components must be prevented.
Please be aware:
2 Engine and operation

It can be assumed that the air temperature in the area of the engine and
attached components will be 5-10K above the ambient air temperature out-
side the engine room/power house. If the temperature range is not observed,
this can affect or reduce the lifetime of electrical/electronic components at
the engine or the functional capability of engine components. Air tempera-
tures at the engine > 55 °C are not allowed.
2014-08-26 - 3.2

18 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2 Engine design

2.2.1 Engine cross section

2 Engine and operation


2014-08-26 - 3.2

Figure 6: Cross section, view on coupling side – L engine

32/40, Project Guide – Marine, EN 19 (433)


2 MAN Diesel & Turbo
2.2 Engine design
2 Engine and operation

Figure 7: Cross section, view on coupling side – V engine


2014-08-26 - 3.2

20 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.2 Engine designations – Design parameters

Figure 8: Example to declare engine designations

Parameter Value Unit


Number of cylinders 6, 7, 8, 9, -
12, 14, 16, 18

Cylinder bore 320 mm

Piston stroke 400

Swept volume of each cylinder 32.17 dm3

Compression ratio 15.2 -

Distance between cylinder centres, 530 mm


in-line engine

Distance between cylinder centres, vee 630


engine

Vee engine, vee angle 45 °

Crankshaft diameter at journal, 290 mm


in-line engine

Crankshaft diameter at journal, 320


vee engine

Crankshaft diameter at crank pin, 290


2 Engine and operation

vee engine
Table 1: Design parameters

2.2.3 Turbocharger assignments


2014-08-26 - 3.2

No. of cylinder CPP/GenSet/Electric propulsion FPP/Dredger


500 kW/cyl. 720/750 rpm 450 kW/cyl. 750 rpm
6L NR29/S NR29/S

7L NR29/S NR29/S

32/40, Project Guide – Marine, EN 21 (433)


2 MAN Diesel & Turbo

No. of cylinder CPP/GenSet/Electric propulsion FPP/Dredger


2.2 Engine design

500 kW/cyl. 720/750 rpm 450 kW/cyl. 750 rpm


8L NR34/S NR34/S

9L NR34/S NR34/S

12V 2x NR29/S 2x NR29/S

14V 2x NR29/S 2x NR29/S

16V 2x NR34/S 2x NR34/S

18V 2x NR34/S 2x NR34/S


Table 2: Turbocharger assignments

Please consider the relevant turbocharger project guide according to this


table. Above mentioned turbocharger assignments are only for guidance and
may vary due to projectspecific reasons.

2.2.4 Engine main dimensions, weights and views – Electric propulsion

L engine – Electric propulsion

Figure 9: Main dimensions and weights – L engine


2 Engine and operation

No. of cylinders Length C Length A Length B Height H Weight without fly-


wheel1)
mm tons
6L 9,755 6,340 3,415 4,622 75.0
2014-08-26 - 3.2

7L 10,285 6,870 79.0

8L 11,035 7,400 3,635 4,840 87.0

9L 11,565 7,930 91.0

The dimensions and weights are given for guidance only.

22 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Minimum centreline distance for multi engine installation, see section Installa-

2.2 Engine design


tion drawings, Page 350.
Flywheel data, see section Moments of inertia – Engine, damper, flywheel,
Page 140.

V engine – Electric propulsion

Figure 10: Main dimensions and weights – V engine

No. of cylinders Length L Length L1 Width W Height H Weight without fly-


wheel1)
mm tons
12V 11,045 10,450 3,365 4,850 101

14V 11,710 11,115 113

16V 12,555 11,950 3,730 5,245 126

18V 13,185 12,580 138

The dimensions and weights are given for guidance only.

Minimum centreline distance for multi engine installation, see section Installa-
tion drawings, Page 350.
Flywheel data, see section Moments of inertia – Engine, damper, flywheel,
Page 140.
2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 23 (433)


2 MAN Diesel & Turbo
2.2 Engine design

2.2.5 Engine main dimensions, weights and views – Mechanical propulsion

L engine – Mechanical propulsion

Figure 11: Main dimensions and weights – L engine

No. of cylinders Length L Length L1 Width W Height H Weight without fly-


wheel1)
mm tons
6L 5,940 5,140 2,630 4,010 38

7L 6,470 5,670 42

8L 7,000 6,195 2,715 4,490 47

9L 7,530 6,725 51

Minimum centreline distance for multi engine installation, see section Installa-
tion drawings, Page 350.
Flywheel data, see section Moments of inertia – Engine, damper, flywheel,
Page 140.
2 Engine and operation

2014-08-26 - 3.2

24 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

V engine – Mechanical propulsion

2.2 Engine design


Figure 12: Main dimensions and weights – V engine

No. of cylinders Length L Length L1 Width W Height H Weight without fly-


wheel1)
mm tons
12V 6,915 5,890 3,140 4,100 61

14V 7,545 6,520 68

16V 8,365 7,150 3,730 4,420 77

18V 8,995 7,780 85

Minimum centreline distance for multi engine installation, see section Installa-
tion drawings, Page 350.
Flywheel data, see section Moments of inertia – Engine, damper, flywheel,
Page 140. 2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 25 (433)


2 MAN Diesel & Turbo
2.2 Engine design

2.2.6 Engine inclination

α Athwartships
β Fore and aft

Figure 13: Angle of inclination

Max. permissible angle of inclination [°]1)


Application Athwartships α Fore and aft β
Heel to each side Rolling to each side Trim (static)2) Pitching
(static) (dynamic) (dynamic)
2 Engine and operation

L < 100 m L > 100 m


Main engines 15 22.5 5 500/L 7.5
1)
Athwartships and fore and aft inclinations may occur simultaneously.
2)
Depending on length L of the ship.
2014-08-26 - 3.2

Table 3: Inclinations

Note!
For higher requirements contact MAN Diesel & Turbo. Arrange engines
always lengthwise of the ship!

26 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.7 Engine equipment for various applications

Device/measure, (figure pos.) Ship


Propeller
Diesel-mechanic Diesel-electric
Charge air blow-off for ignition pressure limitation (flap 2) O O

Charge air by-pass (flap 6) X -

Waste gate (flap 7) - continuously adjustable O O

Two-stage charge air cooler X X

CHATCO (Charge Air Temperature Control) X X

Jet Assist (accelerating the turbocharger) O X

VIT (Variable Injection Timing) X X

Slow turn O X

Oil mist detector X X

Splash oil monitoring X X

Main bearing temperature monitoring X X

Valve seat lubrication O O

Sealing oil O O

Attached HT cooling water pump X X

Attached LT cooling water pump O O

Attached lubrication oil pump X X

X = required, O = optional, – = not required


Table 4: Engine equipment

Charge air blow-off for If engines are operated at full load at low intake temperature, the high air
ignition pressure limitation density leads to the danger of excessive charge air pressure and, conse-
(see flap 2 in figure quently, much too high ignition pressure. In order to avoid such conditions,
Overview flaps, Page part of the charge air is withdrawn downstream (flap 2, cold blow-off) of the
27 in this section) charge air cooler and blown-off.
Charge air by-pass (see flap The charge air pipe is connected to the exhaust pipe via a reduced diameter
in figure Overview flaps, pipe and a by-pass flap. The flap is closed in normal operation.
2 Engine and operation

Page 27 in this section) At engine load between 20 % and 60 % and at nominal or reduced speed
this charge air by-pass flap is opened to withdraw a part of the charge air
and leads it into the exhaust gas pipe upstream the turbine. The increased
air flow at the turbine results in a higher charge air pressure of the compres-
sor, which leads to an improved operational behavior of the engine. Addi-
2014-08-26 - 3.2

tional this flap may be used to avoid surging of the turbocharger.

32/40, Project Guide – Marine, EN 27 (433)


2 MAN Diesel & Turbo
2.2 Engine design

Figure 14: Overview flaps

Waste gate (see flap 7 in The waste gate is used to bypass the turbine of the turbocharger with a part
figure Overview flaps, of the exhaust gas. This leads to a charge air pressure reduction and/or a
Page 27 in this section) drop in turbine speed and reduces the ignition pressure. Additionally the
temperature after turbine is increased.
Two types of the waste gate are possible:
1. "Binary" (completely open or closed)
Especially for engines equipped with part-load optimized turbo-
chargers this will be opened at full load aiming for a charge air
pressure reduction and/or a drop in turbine speed and therefore
an ignition pressure reduction.
2. Continuously adjustable
For plants with an SCR catalyst, downstream of the turbine, a
minimum exhaust gas temperature upstream the SCR catalyst is
necessary in order to ensure its proper performance.
This minimum exhaust gas temperature depends on the type and design of
the SCR catalyst and is fixed by its manufacturer. In case the temperature
downstream the turbine falls below the set minimum exhaust gas tempera-
2 Engine and operation

ture value, the waste gate is opened gradually in order to blow-off exhaust
gas upstream of the turbine until the exhaust gas temperature downstream
of the turbine (and thus upstream of the SCR catalyst) has reached the
required level.
Two-stage charge air cooler The two stage charge air cooler consists of two stages which differ in the
2014-08-26 - 3.2

temperature level of the connected water circuits. The charge air is first
cooled by the HT circuit (high temperature stage of the charge air cooler,
engine) and then further cooled down by the LT circuit (low temperature
stage of the charge air cooler, lube oil cooler).

28 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

CHATCO (Charge Air The charge air temperature control CHATCO serves to prevent accumulation

2.2 Engine design


Temperature Control) of condensed water in the charge air pipe. In this connection, the charge air
temperature is, depending on the intake air temperature, controlled in such a
way that, assuming a constant relative air humidity of 80 %, the temperature
in the charge air pipe does not fall below the condensation temperature.
Integrated in the functionality of CHATCO is charge air preheating by LT
shut-off.
Jet Assist (acceleration of This equipment is used where special demands exist regarding fast accelera-
the turbocharger) tion and/or load application. In such cases, compressed air from the starting
air vessels is reduced to a pressure of approx. 4 bar before being passed
into the compressor casing of the turbocharger to be admitted to the com-
pressor wheel via inclined bored passages. In this way, additional air is sup-
plied to the compressor which in turn is accelerated, thereby increasing the
charge air pressure. Operation of the accelerating system is initiated by a
control, and limited to a fixed load range.
VIT (Variable Injection For some engine types with conventional injection a VIT is available allowing
Timing) a shifting of injection start. A shifting in the direction of “advanced injection” is
supposed to increase the ignition pressure and thus reduces fuel consump-
tion. Shifting in the direction of “retarded injection” helps to reduce NOx
emissions.
Slow turn Engines, which are equipped with “slow turn”, are automatically turned prior
to engine start, with the turning process being monitored by the engine con-
trol. If the engine does not reach the expected number of crankshaft revolu-
tions (2.5 revolutions) within a specified period of time, or in case the slow-
turn time is shorter than the programmed minimum slow-turn time, an error
message is issued. This error message serves as an indication that there is
liquid (oil, water, fuel) in the combustion chamber. If the slow-turn manoeuvre
is completed successfully, the engine is started automatically.
Oil mist detector Bearing damage, piston seizure and blow-by in combustion chamber leads
to increased oil mist formation. As a part of the safety system the oil mist
detector monitors the oil mist concentration in crankcase to indicate these
failures at an early stage.
Splash oil monitoring system The splash-oil monitoring system is a constituent part of the safety system.
Sensors are used to monitor the temperature of each individual drive unit (or
pair of drive at V engines) indirectly via splash oil.
Main bearing temperature As an important part of the safety system the temperatures of the crankshaft
monitoring main bearings are measured just underneath the bearing shells in the bearing
caps. This is carried out using oil-tight resistance temperature sensors.
Valve seat lubrication For operation with MGO (Class DMA or Class DMZ) an additional lubrication
equipment is provided to lubricate the inlet valve seats. The oil supply is fed
2 Engine and operation

dropwise into the inlet channels.


This is necessary due to reduced residue formation compared to HFO opera-
tion and thereby reduced damping effect between the sealing surfaces of the
inlet valves (as result of the low sulphur content of MGO).
Sealing oil While longterm operation (more than 72 h within 14 days) with MGO (Class
2014-08-26 - 3.2

DMA or Class DMZ) seal oil avoids effectively contamination of lube oil by
means of separation of fuel and lube oil side within the conventional fuel
injection pumps (not needed for CR injection system).

32/40, Project Guide – Marine, EN 29 (433)


2 MAN Diesel & Turbo
2.3 Ratings (output) and speeds

2.3 Ratings (output) and speeds

2.3.1 General remark


The engine power which is stated on the type plate derives from the follow-
ing sections and corresponds to POperating as described in section Derating,
Definition of P_Operating.

2.3.2 Standard engine ratings

PISO, Standard: ISO-Standard-Output (as specified in DIN ISO 3046-1)


500 kW/cyl., 720/750 rpm
No. of Engine rating, PISO, Standard1) 2)
cylinders
720 rpm3) 750 rpm
Available turning kW Available turning kW
direction direction
CW/CCW4) CW/CCW4)
6L Yes/Yes 3,000 Yes/Yes 3,000

7L Yes/Yes 3,500 Yes/Yes 3,500

8L Yes/Yes 4,000 Yes/Yes 4,000

9L Yes/Yes 4,500 Yes/Yes 4,500

12V Yes/Yes 6,000 Yes/Yes 6,000

14V Yes/Yes 7,000 Yes/Yes 7,000

16V Yes/Yes 8,000 Yes/Yes 8,000

18V Yes/Yes 9,000 Yes/Yes 9,000

PISO, Standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for
1)

engine rating, Page 30 in this section.


Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or
2)

RM-grade fuel, fulfilling the stated quality requirements.


3)
Speed 720 rpm available for alternator drive only.
4)
CW clockwise; CCW counter clockwise.
2 Engine and operation

Table 5: Engine ratings

Reference conditions for engine rating


According to ISO 15550: 2002; ISO 3046-1: 2002
2014-08-26 - 3.2

Air temperature before turbocharger tr K/°C 298/25

Total barometric pressure pr kPa 100

Relative humidity Φr % 30

Cooling water temperature inlet charge air cooler (LT stage) K/°C 298/25
Table 6: Standard reference conditions

30 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.3 Ratings (output) and speeds


2.3.3 Engine ratings (output) for different applications

PApplication, ISO: Available output under ISO-conditions dependent on


application

PApplication Availa- PApplication Availa- Max. fuel Max. Tropic Notes Optional
ble output in per- ble output admis- allowed condi- power
centage from sion speed tions take-off
ISO-standard- (block- reduction (tr/tcr/ available?
output ing) at maxi- pr=100
mum tor- kPa)2)
que1)
Kind of application % kW/cyl. % % °C - -
Marine main engines (with mechanical or diesel-electric drive)

Mechanical propulsion with 90 450 100 10 45/38 5) 6)


-
FPP4)

Mechanical propulsion with 100 500 100 - 45/38 -


CPP4)

Electric propulsion 100 500 110 - 45/38 3)

Suction dredger/pumps (mechanical drive)

Main drive with speed reduc- 90 450 100 20 45/38 5) 6)


Yes/ up
tion at maximum torque4) to 100 %
1)
Maximum torque given by available output and nominal speed.
2)
tr = Air temperature at compressor inlet of turbocharger; tcr = Cooling water temperature before charge air cooler;
pr = Barometric pressure.
3)
According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to pro-
vide additional engine power for governing purpose only (e. g. transient load conditions and suddenly applied
load).This additional power shall not be used for the supply of electrical consumers.
4)
Only applicable with nominal speed of 750 rpm.
5)
According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
listed in the column PApplication.
6)
Special turbocharger matching required.
Table 7: Available outputs/related reference conditions
2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 31 (433)


2 MAN Diesel & Turbo
2.3 Ratings (output) and speeds

2.3.4 Derating, definition of POperating

P Operating: Available rating (output) under local conditions and dependent on


application
Dependent on local conditions or special application demands a further load
reduction of P Application, ISO might be needed.
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.

1. No derating
No derating necessary, provided that the conditions listed in the respective
column (see table Derating – Limits of ambient conditions, Page 32 below)
are met:

No derating up to stated Derating needed according to formula, see 2. Derating needed


reference conditions accord. to special
(Tropic), see 1. calculation, see 3.
Air temperature before ≤ 318 K (45 °C) 318 K (45 °C) < Tx ≤ 333 K (60 °C) > 333 K (60 °C)
turbocharger Tx

Ambient pressure ≥ 100 kPa (1 bar) 100 kPa (1 bar) > pambient ≥ 90 kPa < 90 kPa

Cooling water temper- ≤ 311 K (38 °C) 311 K (38 °C) < Tcx ≤ 316 K (43 °C) > 316 K (43 °C)
ature inlet charge air
cooler (LT stage)

Intake pressure before ≥ –20 mbar1) –20 mbar > pair before compressor ≥ –40 mbar1) < –40 mbar1)
compressor

Exhaust gas back ≤ 30 mbar1) 30 mbar < pexhaust after turbine ≤ 60 mbar1) > 60 mbar1)
pressure after turbo-
charger
1)
Below/above atmospheric pressure.
Table 8: Derating – Limits of ambient conditions

2. Derating
2 Engine and operation

Derating due to ambient conditions and negative intake pressure before


compressor or exhaust gas back pressure after turbocharger.
2014-08-26 - 3.2

32 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.3 Ratings (output) and speeds


a Correction factor for ambient conditions
Tx Air temperature before turbocharger [K] being considered
Tx = 273 + tx
U Increased negative intake pressure before compressor leads to an
derating, calculated as increased air temperature before turbo-
charger
U = (−20mbar − pAir before compressor [mbar]) × 0.25K/mbar with U ≥ 0
O Increased exhaust gas back pressure after turbocharger leads to a
derating, calculated as increased air temperature before turbo-
charger:
O = (PExhaust after turbine [mbar] − 30mbar) × 0.25K/mbar with O ≥ 0
Tcx Cooling water temperature inlet charge air cooler (LT stage) [K] being
considered TCX = 273 + tCX
T Temperature in Kelvin [K]
t Temperature in degree Celsius [°C]

3. Derating due to special conditions or demands.


Please contact MAN Diesel & Turbo:
▪ If limits of ambient conditions mentioned in the upper table Derating –
Limits of ambient conditions, Page 32 are exceeded. A special calcula-
tion is necessary.
▪ If higher requirements for the emission level exist. For the allowed
requirements see section Exhaust gas emission, Page 125.
▪ If special requirements of the plant for heat recovery exist.
▪ If special requirements on media temperatures of the engine exist.
▪ If any requirements of MAN Diesel & Turbo mentioned in the Project
Guide cannot be kept.

2.3.5 Engine speeds and related main data

Unit

Rated speed rpm 720 750


2 Engine and operation

Mean piston speed m/s 9.6 10.0

Ignition speed rpm V engine: 45


(starting device deactivated) L engine: 60

Engine running 180


2014-08-26 - 3.2

(activation of alarm- and safety system)

Speed set point – deactivation prelubrication pump 400


(engines with attached lube oil pump) (for FPP: 230 rpm)

Speed set point – deactivation external cooling water pump 500


(engines with attached cooling water pump) (for FPP: 230 rpm)

32/40, Project Guide – Marine, EN 33 (433)


2 MAN Diesel & Turbo

Unit
2.3 Ratings (output) and speeds

Speed set point – activation HT CW service support pump - 220


(free-standing), (only for FPP)

Speed set point – deactivation HT CW service support - 450


pump (free-standing), (only for FPP)

Speed set point – activation lube oil service support pump - with engine start
(free-standing), (only for FPP)

Speed set point – deactivation lube oil service support - 450


pump (free-standing), (only for FPP)

Minimum engine operating speed1)


FPP (30 % of nominal speed) not available 225
CPP (60 % of nominal speed) not available 450
GenSet (100 % of nominal speed) 720 750

Clutch
Minium engine speed for activation (FPP) "Minimum engine operating speed" x 1.3
Minium engine speed for activation (CPP) "Minimum engine operating speed" x 1.1
Maximum engine speed for activation 720 2) 750 2)

Highest engine operating speed 749 3) 780 3)

Alarm overspeed (110 % of nominal speed) 792 825

Auto shutdown overspeed (115 % of nominal speed) 828 863


via control module/alarm

Speed adjusting range rpm See section Speed adjusting range, Page
34

Alternator frequency for GenSet Hz 60 50

Number of pole pairs - 5 4


1)
In rare occasions it might be necessary that certain engine speed intervals have to be barred for continuous opera-
tion. For FPP applications as well as for applications using resilient mounted engines, the admissible engine speed
range has to be confirmed (preferably at an early project phase) by a torsional vibration calculation, by a dimensioning
of the resilient mounting, and, if necessary, by an engine operational vibration calculation.
2)
May possibly be restricted by manufacturer of clutch.
This concession may possibly be restricted, see section Available outputs and permissible frequency deviations,
3)

Page 59.
2 Engine and operation

Table 9: Engine speeds and related main data

2.3.6 Speed adjusting range


2014-08-26 - 3.2

The following specification represents the standard settings. For special


applications, deviating settings may be necessary.

34 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Drive Speed droop Maximum speed at Maximum speed at Minimum speed

2.4 Increased exhaust gas pressure due to exhaust gas


after treatment installations
full load idle running
Electronic 1 main engine with 0% 100% (+0,5 %) 100% (+0,5 %) 60 %
governors controllable pitch propeller
and without PTO

1 main engine with 0% 100% (+0,5 %) 100% (+0,5 %) 60 %


controllable pitch propeller
and with PTO

Parallel operation of 2
engines driving 1 shaft with/
without PTO:
Load sharing via speed 5% 100% (+0,5 %) 105% (+0,5 %) 60 %
droop
or
Master/slave operation 0% 100% (+0,5 %) 100% (+0,5 %) 60 %

GenSets/Diesel-electric
plants:
with load sharing via speed 5% 100% (+0,5 %) 105% (+0,5 %) 60 %
droop
or
Isochronous operation 0% 100% (+0,5 %) 100% (+0,5 %) 60 %

Fixed pitch propeller plants 0% 100% (+0,5 %) - 30 %


Table 10: Electronic governors

Note!
For single-engine plants with fixed pitch propeller, the speed droop is of no
significance.
Only if several engines drive one shaft with fixed pitch propeller, the speed
droop is relevant for the load distribution. In the case of electronic speed
control, a speed droop of 0 % is also possible during parallel operation.

2.4 Increased exhaust gas pressure due to exhaust gas after treatment
installations

Resulting installation demands


If the recommended exhaust gas back pressure as stated in section Operat-
2 Engine and operation

ing/service temperatures and pressures, Page 116 cannot be kept due to


exhaust gas after treatment installations following items need to be consid-
ered.
Exhaust gas back pressure after turbocharger
2014-08-26 - 3.2

Operating pressure Δpexh, standard 0 ... 30 mbar

Operating pressure Δpexh, range with increase of fuel consumption 30 ... 60 mbar

Operating pressure Δpexh, where a customized engine matching is needed > 60 mbar

Table 11: Exhaust gas back pressure after turbocharger

32/40, Project Guide – Marine, EN 35 (433)


2 MAN Diesel & Turbo

Intake air pressure before turbocharger


2.4 Increased exhaust gas pressure due to exhaust gas
after treatment installations

Operating pressure Δpintake, standard 0 ... –20 mbar

Operating pressure Δpintake, range with increase of fuel consumption –20 ... –40 mbar

Operating pressure Δpintake, where a customized engine matching is needed < –40 mbar

Table 12: Intake air pressure before turbocharger

Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure Δpexh + Abs(Δpintake), standard 0 ... 50 mbar

Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption 50 ... 100 mbar

Operating pressure Δpexh + Abs(Δpintake), where a customized engine matching is needed > 100 mbar

Table 13: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air
pressure before turbocharger

Maximum exhaust gas pressure drop – Layout


▪ Shipyard and supplier of equipment in exhaust gas line have to ensure
that pressure drop Δpexh over entire exhaust gas piping incl. pipe work,
scrubber, boiler, silencer, etc. must stay below stated standard operating
pressure at all operating conditions.
▪ Hereby it is recommended to consider an additional 10 mbar for consid-
eration of aging and possible fouling/staining of the components over life-
time.
▪ Possible counter measures could be a proper dimensioning of the entire
flow path including all installed components or even the installation of an
exhaust gas blower if necessary.
▪ At the same time the pressure drop Δpintake in the intake air path must be
kept below stated standard operating pressure at all operating conditions
and including aging over lifetime.
▪ If either Δpexh or Δpintake exceeds the stated standard values and even the
stated values for an increased fuel oil consumption a customized engine
matching becomes mandatory which will likely result in increased sfoc.
For significant overruns in pressure losses even a reduction in the rated
power output may become necessary.
▪ In case the performance of the engine is claimed (e.g. for excessive sfoc
or exhaust gas temperature), it must be possible to install pressure sen-
sors directly after turbine outlet and directly before compressor inlet to
prove that the engine is not the root cause for poor performance.
2 Engine and operation

Bypass for emergency operation


▪ It needs to be evaluated if the chosen exhaust gas after treatment instal-
lation demands a bypass for emergency operation.
▪ For scrubber a bypass is mandatory to ensure emergency operation of
the engine in case the scrubber is blocked or damaged in such a way
2014-08-26 - 3.2

that the exhaust path is physically blocked or the exhaust flow cannot be
directed through the scrubber for any other reason.
▪ The bypass needs to be dimensioned for the same pressure drop as the
main installation that is bypassed – otherwise the engine would operated
on a differing operating point with negative influence on the performance,
e.g. a lower value of the pressure drop may result in too high turbo-
charger speeds.

36 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Single streaming per engine recommended/Multi streaming to be evaluated

2.4 Increased exhaust gas pressure due to exhaust gas


after treatment installations
project specific
▪ In general each engine must be equipped with a separate exhaust gas
line as single streaming installation. This will prevent reciprocal influencing
of the engines as e.g. exhaust gas backflow into an engine out of opera-
tion or within an engine running at very low load (negative pressure drop
over the cylinder can cause exhaust gas back flow into intake manifold
during valve overlap).
▪ In case a multi-streaming solution is realized (i.e. only one combined
scrubber for multiple engines) this needs to be stated on early project
stage. Hereby air/exhaust gas tight flaps need to be provided to safe-
guard engines out of operation. A specific layout of e.g. sealing air mass
flow will be necessary and also a power management may become nec-
essary in order to prevent operation of several engines at very high loads
while others are running on extremely low load. A detailed analysis as
HAZOP study and risk analysis by the yard becomes mandatory.
Engine to be protected from backflow of media out of exhaust gas after
treatment installation
▪ A backflow of e.g. urea, scrubbing water, condensate or even rain from
the exhaust gas after treatment installation towards the engine must be
prevented under all operating conditions and circumstances, including
engine or equipment shutdown and maintenance/repair work.
Turbine cleaning
▪ Both wet and dry turbine cleaning must be possible without causing mal-
functions or performance deterioration of the exhaust system incl. any
installed components such as boiler, scrubber, silencer, etc.
White exhaust plume by water condensation
▪ A visible white exhaust plume must be avoided even if it is not harmful for
the environment. Especially for scrubber counter measures as a reheat-
ing of the exhaust gas after scrubber or/and a demister to catch any
condensed water droplets to be taken.
▪ The design of the exhaust system including exhaust gas after treatment
installation has to make sure that the exhaust flow has sufficient velocity
in order not to sink down directly onboard the vessel or near to the plant.
At the same time the exhaust pressure drop must not exceed the limiting
value.
Vibrations
▪ There must be a sufficient decoupling of vibrations between engine and
exhaust gas system incl. exhaust gas after treatment installation, e.g. by
compensators.
Electronic data exchange between engine and exhaust gas after treatment
2 Engine and operation

installation.
A specification is necessary about all engine and exhaust gas parameters
that have to be provided from the engine as input for exhaust gas after treat-
ment installation and vice versa.
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 37 (433)


2 MAN Diesel & Turbo
2.5 Starting conditions

2.5 Starting conditions

Requirements on engine and plant installation for "Stand-by Operation"


capability
Engine ▪ Lube oil service pump (attached)
Plant ▪ Prelubrication pump (free-standing) with low pressure before engine
(0.3 bar < pOil before engine < 0.6 bar)
Note!
Oil pressure > 0.3 bar to be ensured also for lube oil temperature up to
80 °C.
▪ Preheating HT cooling water system (60 – 90 °C)
▪ Preheating lube oil system (> 40 °C)
▪ Power management system with supervision of stand-by times engines

Requirements on engine and plant installation for "Black-Start" capability


Engine ▪ Lube oil service pump (attached)
▪ HT CW service pump (attached) recommended
▪ LT CW service pump (attached) recommended
▪ Attached fuel oil supply pump recommended (if applicable)
Plant ▪ Prelubrication pump (free-standing) with low pressure before engine
(0.3 bar < pOil before engine < 0.6 bar)
Note!
Oil pressure > 0.3 bar to be ensured also for lube oil temperature up to
80 °C.
▪ Equipment to ensure fuel oil pressure of > 0.6 bar for engines with con-
ventional injection system and > 3.0 bar for common rail system
Note!
E. g. air driven fuel oil supply pump or fuel oil service tank at sufficient height
or pressurized fuel oil tank, if no fuel oil supply pump is attached at the
engine.
Note!
Statements are relevant for non arctic conditions.
For arctic conditions please consider relevant sections and clarify undefined
details with MAN Diesel & Turbo.
2 Engine and operation

2014-08-26 - 3.2

38 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Engine starting condi- After blackout or "Dead Ship" From stand-by mode After stand-still ("Normal

2.5 Starting conditions


tions ("Black-Start") Start")
Start up time until load < 1 minute < 1 minute > 2 minutes
application
General notes

- Engine start-up only within 1 h Maximum stand-by time 7 days -


after stop of engine that has Supervised by power manage-
been faultless in operation or ment system plant.
within 1 h after end of stand-by
mode. (For longer stand-by periods in
special cases contact
Note! MAN Diesel & Turbo.)
In case of "Dead Ship" condition
a main engine has to be put Stand-by mode only possible
back to service within max. after engine has been started
30 min. according to IACS UR with Normal Starting Procedure
M61. and has been faultless in opera-
tion.

Required engine conditions

Start-blocking active No No No
Start-blocking of engine leads to
withdraw of "Stand-by Opera-
tion".

Slow turn No No Yes1)

Preheated and pre No, if engine was previously in Yes Yes


lubricated operation or stand-by as per
general notes above.
For other engines see require-
ments in other columns.

Required engine conditions

Lube oil system

Prelubrication period No, if engine was previously in Permanent Yes, previous to engine
operation or stand-by as per start
general notes above.
For other engines see require-
ments in other columns.

Prelubrication pres- pOil before engine < 0.3 bar permissi- 0.3 bar < pOil before engine < 0.6 bar 0.3 bar < pOil before engine
2 Engine and operation

sure before engine ble <0.6 bar

Preheating tempera- Less than 40 °C permissible > 40 °C > 40 °C


ture before engine

HT cooling water
2014-08-26 - 3.2

Preheating tempera- Less than 60 °C permissible 60 – 90 °C 60 – 90 °C


ture before engine

Fuel system

For MDO operation If fuel oil supply pump is not Supply pumps in operation or with starting command to
attached to the engine: engine.

32/40, Project Guide – Marine, EN 39 (433)


2 MAN Diesel & Turbo

Engine starting condi- After blackout or "Dead Ship" From stand-by mode After stand-still ("Normal
2.6 Low load operation

tions ("Black-Start") Start")


Start up time until load < 1 minute < 1 minute > 2 minutes
application
For HFO operation Air driven fuel oil supply pump Supply and booster pumps in operation, fuel preheated to
or fuel oils service tank at suffi- operating viscosity.
cient height or pressurized fuel
(In case of permanent stand-by of liquid fuel engines or
oil tank required.
during operation of an DF-engine in gas mode a periodical
exchange of the circulating HFO has to be ensured to
avoid cracking of the fuel. This can be done by releasing a
certain amount of circulating HFO into the day tank and
substituting it with "fresh" fuel from the tank.)
1)
It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.
Table 14: Engine starting conditions

2.6 Low load operation

Definition
Generally the following load conditions are differentiated:
▪ Overload (for regulation): > 100 % of full load output
▪ Full load: 100 % of full load output
▪ Part load: < 100 % of full load output
▪ Low load: < 25 % of full load output

Correlations
The ideal operating conditions for the engine prevail under even loading at
60 % to 90 % of the full load output. Engine control and rating of all systems
are based on the full load output.
In the idling mode or during low load engine operation, combustion in the
cylinders is not ideal. Deposits may form in the combustion chamber, which
result in a higher soot emission and an increase of cylinder contamination.
Moreover, in low load operation and during manoeuvring of ships, the cool-
ing water temperatures cannot be regulated optimally high for all load condi-
2 Engine and operation

tions which, however, is of particular importance during operation on heavy


fuel oil.

Better conditions
Optimization of low load operation is obtained by cutoff of the LT stage of the
2014-08-26 - 3.2

charge air cooler or perfusion of the LT stage with HT water if HT or LT


switching is available for this engine type.
For common rail engines mostly this is not necessary because optimized
combustion is realized by an electronically controlled fuel injection system.
HT: High temperature
LT: Low temperature

40 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Operation with HFO (RM-grade fuel)

2.6 Low load operation


Because of the afore mentioned reasons, low load operation < 25 % of full
load output on heavy fuel oil is subjected to certain limitations. For further
information see figure Time limits for low load operation (on the left), duration
of “relieving operation“ (on the right), Page 42 in this section, the engine
must, after a phase of part load operation, either be switched over to diesel
operation or be operated at high load (> 70 % of full load output) for a certain
period of time in order to reduce the deposits in the cylinder and exhaust gas
turbocharger again.
In case the engine is to be operated at low load for a period exceeding (see
figure Time limits for low load operation (on the left), duration of “relieving
operation“ (on the right), Page 42 in this section), the engine is to be
switched over to diesel oil operation beforehand.
Be aware, that after 500 hours continuous heavy fuel oil operation at low
load in the range 20 % to 25 % of the full engine output a new running in of
the engine is needed (see section Engine running-in, Page 411). For contin-
uous heavy fuel oil operation at low load in the range < 25 % of the full
engine output, coordination with MAN Diesel & Turbo is absolutely neces-
sary.

Operation with diesel fuel MGO (DMA, DMZ) and MDO (DMB)
For low load operation on diesel fuel oil, the following rules apply:
▪ A continuous operation below 20 % of full load has to be avoided, if pos-
sible.
Note!
Should this be absolutely necessary, MAN Diesel & Turbo has to be con-
sulted for special arrangements.
▪ A no-load operation, especially at nominal speed (alternator operation) is
only permitted for a maximum period of one hour.
No limitations are required for loads above 20 % of full load, as long as the
specified operating data of the engine will not be exceeded.

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 41 (433)


2 MAN Diesel & Turbo
2.7 Start up and load application

* In general the time limits in HFO operation are valid for all HFO-qualities that are in accordance
to the stated specification. In rare cases using HFO-qualitiy with a high ignition delay in combi-
nation with a high content of coke residuals it may be needed to raise the complete limit curve
for HFO-operation from a load level from 20 % to 30 % load.
P Full load output [%]
t Operating period [h]

Figure 15: Time limits for low load operation (on the left), duration of “relieving operation“ (on the right)

Explanations New running in needed after > 500 hours low load operation (see section
Engine running-in, Page 411).
Note!
Acceleration time from present output to 70 % of full load output not less
than 15 minutes.
Example Line a (time limits for low load operation):
At 10 % of full load output, HFO operation is permissible for maximum 19
hours, MGO/MDO operation for maximum 40 hours, than output has to be
increased.
Line b (duration of relieving operation):
Operate the engine for approx. 1.2 hours at not less than 70 % of full load
output to burn away the deposits that have formed.

2.7 Start up and load application


2 Engine and operation

2.7.1 General remarks


In the case of highly supercharged engines, load application must be tuned
to the delayed charge air pressure build-up by the turbocharger run-up.
2014-08-26 - 3.2

Besides, an optimized load application promotes uniform heating of the


engine.
In general, requirements of the International Association of Classification
Societies (IACS) and of ISO 8528-5 according performance grade G2 con-
cerning dynamic speed drop, remaining speed variation and recovery time
during load application are valid.

42 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

▪ Dynamic speed drop in % of the nominal speed ≤ 10%

2.7 Start up and load application


▪ Remaining speed variation in % of the nominal speed: ≤ 5%
▪ Recovery time until reaching the tolerance band ±1 % of nominal speed:
≤ 5 sec
Any higher project specific requirements need to be clarified with MAN
Diesel & Turbo at early project stage and need to be a part of the contract.
In case of a load drop of 100 % nominal engine power, the dynamic speed
variation must not exceed 10 % of the nominal speed and the remaining
speed variation must not surpass 5 % of the nominal speed.
To limit the effort regarding regulating the media circuits, also to ensure an
uniform heat input it always should be aimed for longer load application times
by taking into account the realistic requirements of the specific plant.
All questions regarding the dynamic behaviour should be clarified in close
cooperation between the customer and MAN Diesel & Turbo at an early
project stage.
Requirements for plant design:
▪ The load application behaviour must be considered in the electrical sys-
tem design of the plant.
▪ The system operation must be safe in case of graduated load applica-
tion.
▪ The load application conditions (E-balance) must be approved during the
planning and examination phase.
▪ The possible failure of one engine must be considered, see section Oper-
ation of vessels with electric propulsion – Failure of one engine, Page
60.

2.7.2 Start up time


General remark Prior to the start up of the engine it must be ensured that the emergency
stop of the engine is working properly. Additionally all needed supply sys-
tems must be in operation or in standby operation.
Start up – Preheated engine For the start up of the engine it needs to be preheated:
▪ Lube oil temperature ≥ 40 °C
▪ Cooling water temperature ≥ 60 °C
The needed start up time in normal starting mode (preheated engine), with
the needed time for start up lube oil system and prelubrication of the engines
is shown in figure below.
Start up – Cold engine ▪ Distillate fuel must be used till warming up phase is completed.
2 Engine and operation

Before further use of the engine a warming up phase is needed to reach at


least the level of the regular preheating temperatures (lube oil temperature
> 40 °C, cooling water temperature > 60 °C), see figure below.
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 43 (433)


2 MAN Diesel & Turbo
2.7 Start up and load application

Figure 16: Start up time (not stand-by mode) for preheated engine and cold engine (emergency case)

Start up – Engine in stand-by For engines in stand-by mode the needed start up time is shortened accord-
mode ingly to figure below.
2 Engine and operation

2014-08-26 - 3.2

Figure 17: Start up time from stand-by mode

Engines in stand-by mode can be started with normal starting procedure at


any time.

44 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Emergency start up In case of emergency, the run up time of the engine may be shortened

2.7 Start up and load application


according to following figure. Please be aware that this is near to the maxi-
mum capability of the engine.

Figure 18: Emergency start up (stand-by mode)

General remark Relevance of the specific starting phases depends on the application and on
layout of the specific plant.

2.7.3 Load application – Cold engine (emergency case)


Cold engine – Warming up If the cold engine has been started and runs at nominal speed as prescribed
following procedure is relevant:
▪ Distillate fuel must be used till warming up phase is completed.
▪ Loading the engine gradually up to 30 % engine load within 6 to 8
minutes.
▪ Keep the load at 30 % during the warming up phase untill oil temperature
> 40 °C and cooling water temperature > 60 °C are reached.
The necessary time span for this process depends on the actual media tem-
2 Engine and operation

peratures and the specific design of the plant. After these prescribed media
temperatures are reached the engine can be loaded up according the dia-
gram for a preheated engine.
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 45 (433)


2 MAN Diesel & Turbo
2.7 Start up and load application

Figure 19: Load application, emergency case; cold engines

2.7.4 Load application for electric propulsion


Load application – Preheated In general it is recommended to apply the load according to curve "Normal
engine loading" – see figure below. This ensures uniform heat input to the engine
and exhaust gas below the limit of visibility (opacity below 10 %). Jet Assist is
not needed in this case.
Load application – Engine at Even after the engine has reached normal engine operating temperatures it is
normal operating recommended to apply the load according to curve "Normal loading". Jet
temperatures Assist is not needed in this case. Even for "Short loading" no Jet Assist is
needed. Load application according the "Short loading" curve may be affec-
ted by visible exhaust gas (opacity up to 30 %).
Emergency loading – "Emergency loading" is the shortest possible load application time for contin-
Preheated engine uously loading, applicable only in emergency case (nominal speed is reached
and synchronization is done). For this purpose, the power management sys-
tem should have an own emergency operation program for quickest possible
load application. Please be aware that this is near to the maximum capability
of the engine, so exhaust gas will be visible . The shortest possible load
2 Engine and operation

application time can only be achieved with Jet Assist.


2014-08-26 - 3.2

46 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.7 Start up and load application


Figure 20: Load application

Load application – DP-mode For engines specified for DP-applications after these has reached normal
operating temperature the respective curves are relevant.
Please be aware that the typical load range of 15 % to 90 % is visualized.
The load application curves for DP-mode are near to the maximum capability
of the engine, so exhaust gas may be visible (Opacity up to 60 %). Recom-
mended to operate on DMA,DMZ or DMB-grade fuel. If low opacity values
are needed the time for load application needs to be increased.
Note!
Stated values are for engine plus standard generator.
2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 47 (433)


2 MAN Diesel & Turbo
2.7 Start up and load application

Figure 21: Load application – DP-mode

2.7.5 Load application – Load steps (for electric propulsion)


General remarks The specification of the IACS (Unified Requirement M3) contains first of all
guidelines for suddenly applied load steps. Originally two load steps, each
50 %, were described. In view of the technical progress regarding increasing
mean effective pressures, the requirements were adapted. According to
IACS and ISO 8528-5 following diagram is used to define – based on the
mean effective pressure of the respective engine – the load steps for a load
application from 0 % load to 100 % load. Thereby this can be seen as guide-
line for four stroke engines and is reflected accordingly in the rules of the
classification societies.
Please be aware, that for marine engines load application requirements must
be clarified with the respective classification society as well as with the ship-
2 Engine and operation

yard and the owner.


2014-08-26 - 3.2

48 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.7 Start up and load application


1 1st Step
2 2nd Step
3 3rd Step
4 4th Step
Pe [%] Load application of continuous rating
pe Mean effective pressure (mep) of the continuous rating
[bar]

Figure 22: Load application in steps as per IACS and ISO 8528-5
Note!
Higher load steps than listed in general are not allowed.

Requirements of the classification societies


Minimum requirements concerning dynamic speed drop, remaining speed
variation and recovery time during load application are listed below.
Classification Society Dynamic speed drop in % Remaining speed varia- Recovery time until reaching the
of the nominal speed tion in % of the nominal tolerance band ±1 % of nominal
speed speed
Germanischer Lloyd ≤ 10 % ≤ 5% ≤ 5 sec.

RINA

Lloyd´s Register ≤ 5 sec., max 8 sec.


2 Engine and operation

American Bureau of Shipping ≤ 5 sec.

Bureau Veritas

Det Norske Veritas


2014-08-26 - 3.2

ISO 8528-5
Table 15: Minimum requirements of the classification societies plus ISO rule

In case of a load drop of 100 % nominal engine power, the dynamic speed
variation must not exceed 10 % of the nominal speed and the remaining
speed variation must not surpass 5 % of the nominal speed.

32/40, Project Guide – Marine, EN 49 (433)


2 MAN Diesel & Turbo

Requirements for plant design:


2.7 Start up and load application

▪ The load application behaviour must be considered in the electrical sys-


tem design of the plant.
▪ The system operation must be safe in case of graduated load applica-
tion.
▪ The load application conditions (E-balance) must be approved during the
planning and examination phase.
▪ The possible failure of one engine must be considered – please see sec-
tion Operation of vessels with electric propulsion – Failure of one engine,
Page 60.
Questions concerning the dynamic operational behaviour of the engine/s has
to be clarified with MAN Diesel & Turbo and should be a part of the contract.
Load steps – Normal If the engine has reached normal operating temperature load steps accord-
operating temperature ing the diagramm below can be applied. The load step has to be choosen
depending on the desired recovery time. The recovery time must be awaited
before a further load increase is initiated. These curves are for engine plus
standard generator – plant specific details and additional moments of inertia
need to be considered. If low opacity values (below 30 % opacity) are nee-
ded load steps should be maximum 20 % (without Jet Assist) / maximum 25
% (with Jet Assist).
2 Engine and operation

Figure 23: Load application by load steps – Speed drop and recovery time
2014-08-26 - 3.2

50 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.7 Start up and load application


2.7.6 Load application for mechanical propulsion (FPP and CPP)

Acceleration times for fixed pitch and controllable pitch propeller plants
General remark Stated acceleration times in the following figure are valid for the engine itself.
Dependend on the propulsion train (moments of inertia, vibration calculation
etc.) project specific this may differ. Of course, the acceleration times are not
valid for the ship itself, due to the fact, that the time constants for the
dynamic behavior of the engine and the vessel may have a ratio of up to
1:100, or even higher (dependent on the type of vessel). The effect on the
vessel must be calculated separately.
Propeller control For remote controlled propeller drives for ships with unmanned or centrally
monitored engine room operation in accordance to IACS “Requirements
concerning MACHINERY INSTALLATIONS”, M43, a single control device for
each independent propeller has to be provided, with automatic performance
preventing overload and prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine according to the relevant and
specific operating range (CPP, FPP, water jet, etc.) has to be ensured. In
case of a manned engine room and manual operation of the propulsion drive,
the engine room personnel are responsible for the soft loading sequence,
before control is handed over to the bridge.
Load control program The lower time limits for normal and emergency manoeuvres are given in our
diagrams for application and shedding of load. We strongly recommend that
the limits for normal manoeuvring is observed during normal operation, to
achieve trouble-free engine operation on a long-term basis. An automatic
change-over to a shortened load programme is required for emergency
manoeuvres. The final design of the programme should be jointly determined
by all the parties involved, considering the demands for manoeuvring and the
actual service capacity.

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 51 (433)


2 MAN Diesel & Turbo
2.7 Start up and load application
2 Engine and operation

2014-08-26 - 3.2

Figure 24: Control lever setting and corresponding engine specific acceleration times
(for guidance)

52 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.8 Engine load reduction


2.8 Engine load reduction

Sudden load shedding


For the sudden load shedding from 100 % to 0 % PNominal several require-
ments from the classification societies regarding the dynamic and permanent
change of engine speed have to be fulfilled.
A sudden load shedding represents a rather exceptional situation e. g. open-
ing of the diesel-electric plants alternator switch during high load.
Before final engine stop the engine has to be operated for a minimum of
1 min at idling speed.
After a sudden load shedding it has to be ensured that system circuits
remain in operation after final engine stop for a minimum of 15 min. to dissi-
pate the residual engine heat.
In case of a sudden load shedding and related compressor surging, please
check the proper function of the turbo charger silencer filter mat.

Recommended load reduction/stopping the engine


Figure Engine ramping down, generally, Page 54 in this section, shows the
shortest possible times for continuously ramping down the engine and a
sudden load shedding.
To limit the effort regarding regulating the media circuits, also to ensure an
uniform heat dissipation it always should be aimed for longer ramping down
times by taking into account the realistic requirements of the specific plant.
Before final engine stop the engine has to be operated for a minimum of
1 min at idling speed.

Run-down cooling
In order to dissipate the residual engine heat, the system circuits should be
kept in operation after final engine stop for a minimum of 15 min.

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 53 (433)


2 MAN Diesel & Turbo
2.9 Engine load reduction as a protective safety measure

Figure 25: Engine ramping down, generally

2.9 Engine load reduction as a protective safety measure

Requirements for the power management system/propeller control


In case of a load reduction request due to predefined abnormal engine
parameter (e.g. high exhaust gas temperature, high turbine speed, high lube
oil temperature) the power output (load) must be at least ramped down as
fast as possible to 60 %.
Therefore the power management system/propeller control has to meet fol-
lowing requirements:
▪ After a maximum of 5 seconds after occurrence of the load reduction
signal the load must be reduced for at least 5 %.
▪ Then, within a maximum period of 30 sec the load must be reduced for
2 Engine and operation

at least 35 %.
▪ The “prohibited range” shown in figure Engine load reduction as a pro-
tective safety measure, Page 55 in this section has to be avoided.
2014-08-26 - 3.2

54 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.10 Engine operation under arctic conditions


Figure 26: Engine load reduction as a protective safety measure

2.10 Engine operation under arctic conditions

Arctic condition is defined as:


Air intake temperatures of the engine below +5 °C
If engines operate under arctic conditions (intermittently or permanently), the
engine equipment and plant installation have to meet special design features
and requirements. They depend on the possible minimum air intake tempera-
ture of the engine and the specification of the fuel used.
Minimum air intake temperature of the engine, tx:
▪ Category A
+5 °C > tx ≥ −15 °C
▪ Category B
2 Engine and operation

–15 °C > tx ≥ −35 °C


▪ Category C
tx < −35 °C
2014-08-26 - 3.2

Special engine design requirements


▪ Charge air blow-off according to categories A, B or C.
▪ If arctic fuel (with very low lubricating properties) is used, the following
actions are required:
– The maximum allowable fuel temperatures and the minimum permis-
sible viscosity before engine have to be kept.

32/40, Project Guide – Marine, EN 55 (433)


2 MAN Diesel & Turbo

– Fuel injection pump


2.10 Engine operation under arctic conditions

Only in case of conventional fuel injection system, dependent on


engine type installation and activation of sealing oil system may be
necessary, because low viscosity of the fuel can cause an increased
leakage and the lube oil will possibly being contaminated.
– Fuel injection valve
Nozzle cooling has to be switched off to avoid corrosion caused by
temperatures below the dew point.
– Inlet valve lubrication
Has to be activated to avoid an increased wear of the inlet valves
(dependent of engine type).

Engine equipment
SaCoSone ▪ SaCoSone equipment is suitable to be stored at minimum ambient tem-
peratures of –15 °C.
▪ In case these conditions cannot be met, protective measures against cli-
matic influences have to be taken for the following electronic compo-
nents:
– EDS Databox APC620
– TFT-touchscreen display
– Emergency switch module BD5937
These components have to be stored at places, where the temperature
is above –15 °C.
▪ A minimum operating temperature of ≥ 0 °C has to be ensured. The use
of an optional electric heating is recommended.

Alternators
Alternator operation is possible according to suppliers specification.

Plant installation
Intake air conditioning ▪ Air intake of the engine and power house/engine room ventilation have to
be two different systems to ensure that the power house/engine room
temperature is not too low caused by the ambient air temperature.
▪ It is necessary to ensure that the charge air cooler cannot freeze when
the engine is out of operation (and the cold air is at the air inlet side).
▪ Category A, B
2 Engine and operation

No additional actions are necessary. The charge air before the cylinder is
preheated by the HT circuit of the charge air cooler (LT circuit closed).
▪ Category C
An air intake temperature ≥ –35 °C has to be ensured by preheating.
Additionally the charge air before the cylinder is preheated by the HT cir-
2014-08-26 - 3.2

cuit of the charge air cooler (LT circuit closed).


Instruction for minimum ▪ In general the minimum viscosity before engine of 1.9 cSt must not be
admissible fuel temperature undershoot.
▪ The fuel specific characteristic values “pour point” and “cold filter plug-
ging point” have to be observed to ensure pumpability respectively filter-
ability of the fuel oil.

56 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

▪ Fuel temperatures of approximately minus 10 °C and less are to be avoi-


ded, due to temporarily embrittlement of seals used in the engines fuel oil

2.10 Engine operation under arctic conditions


system and as a result their possibly loss of function.
Minimum power house/ ▪ Ventilation of power house/engine room
engine room temperature The air of the power house/engine room ventilation must not be too cold
(preheating is necessary) to avoid the freezing of the liquids in the power
house/engine room systems.
▪ Minimum powerhouse/engine room temperature for design ≥ +5 °C.
Coolant and lube oil systems ▪ Coolant and lube oil system have to be preheated for each individual
engine, see section Starting conditions, Page 38.
▪ Design requirements for the preheater of HT systems:
– Category A
Standard preheater
– Category B
50 % increased capacity of the preheater
– Category C
100 % increased capacity of the preheater
▪ Maximum permissible antifreeze concentration (ethylene glycol) in the
engine cooling water
An increasing proportion of antifreeze decreases the specific heat
capacity of the engine cooling water, which worsened the heat dissipa-
tion from the engine and will lead to higher component temperatures.
The antifreeze concentration of the engine cooling water systems (HT
and NT) within the engine room respectively power house is therefore
limited to a maximum concentration of 40 % glycol. For systems that
require more than 40 % glycol in the cooling water an intermediate heat
exchanger with a low terminal temperature difference should be provi-
ded, which separates the external cooling water system from the internal
system (engine cooling water).
▪ If a concentration of anti-freezing agents of > 50 % in the cooling water
systems is needed, please contact MAN Diesel & Turbo for approval.
▪ For information regarding engine cooling water see section Specification
for engine supplies, Page 203.
Insulation The design of the insulation of the piping systems and other plant parts
(tanks, heat exchanger etc.) has to be modified and designed for the special
requirements of arctic conditions.
Heat tracing To support the restart procedures in cold condition (e. g. after unmanned
survival mode during winter), it is recommended to install a heat tracing sys-
tem in the pipelines to the engine.
2 Engine and operation

Note!
A preheating of the lube oil has to be ensured. If the plant is not equipped
with a lube oil separator (e. g. plants only operating on MGO) alternative
equipment for preheating of the lube oil must be provided.
For plants taken out of operation and cooled down below temperatures of
+5 °C additional special measures are needed – in this case please contact
2014-08-26 - 3.2

MAN Diesel & Turbo.

32/40, Project Guide – Marine, EN 57 (433)


2 MAN Diesel & Turbo
2.11 GenSet operation

2.11 GenSet operation

2.11.1 Operating range for GenSets

Figure 27: Operating range for generator operation


▪ MCR
2 Engine and operation

Maximum continuous rating


▪ Range I
Operating range for continuous service
▪ Range II
2014-08-26 - 3.2

No continuous operation allowed.


Maximum operating time less than 2 minutes.
▪ Range III

58 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

According to DIN ISO 8528-1 load > 100 % of the rated output is per-
missible only for a short time to provide additional engine power for gov-

2.11 GenSet operation


erning purposes only (e.g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical
consumers.

IMO certification for engines with operating range for electric propulsion
Test cycle type E2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

2.11.2 Available outputs and permissible frequency deviations

General
Generating sets, which are integrated in an electricity supply system, are
subjected to the frequency fluctuations of the mains. Depending on the
severity of the frequency fluctuations, output and operation respectively have
to be restricted.

Frequency adjustment range


According to DIN ISO 8528-5: 1997-11, operating limits of > 2.5 % are
specified for the lower and upper frequency adjustment range.

Operating range
Depending on the prevailing local ambient conditions, a certain maximum
continuous rating will be available.
In the output/speed and frequency diagrams, a range has specifically been
marked with “No continuous operation allowed in this area”. Operation in this
range is only permissible for a short period of time, i. e. for less than 2
minutes. In special cases, a continuous rating is permissible if the standard
frequency is exceeded by more than 3 %.

Limiting parameters
Max. torque In case the frequency decreases, the available output is limited by the maxi-
mum permissible torque of the generating set.
Max. speed for continuous An increase in frequency, resulting in a speed that is higher than the maxi-
rating mum speed admissible for continuous operation, is only permissible for a
short period of time, i. e. for less than 2 minutes.
2 Engine and operation

For engine-specific information see section Ratings (output) and speeds,


Page 30 of the specific engine.

Overload
2014-08-26 - 3.2

According to DIN ISO 8528-1 load > 100 % of the rated engine output is
permissible only for a short time to provide additional engine power for gov-
erning purpose only (e. g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical con-
sumers.

32/40, Project Guide – Marine, EN 59 (433)


2 MAN Diesel & Turbo
2.11 GenSet operation

Figure 28: Permissible frequency deviations and corresponding max. output

2.11.3 Operation of vessels with electric propulsion – Failure of one engine


Operation of vessels with electric propulsion is defined as parallel operation
of main engines with generators forming a closed system.
In the design/layout of the plant the possible failure of one engine has to be
considered in order to avoid overloading and under frequency of the remain-
ing engines with the risk of an electrical blackout.
Therefore we recommend to install a power management system. This
ensures uninterrupted operation in the maximum output range and in case
one unit fails the power management system reduces the propulsive output
or switches off less important energy consumers in order to avoid under fre-
quency.
According to the operating conditions it's the responsibility of the ship's
operator to set priorities and to decide which energy consumer has to be
switched off.
The base load should be chosen as high as possible to achieve an optimum
engine operation and lowest soot emissions.
The optimum operating range and the permissible part loads are to be
observed (see section Low load operation, Page 40).

Load application in case one engine fails


2 Engine and operation

In case one engine fails, its output has to be made up for by the remaining
engines in the system and/or the load has to be decreased by reducing the
propulsive output and/or by switching off electrical consumers.
The immediate load transfer to one engine does not always correspond with
the load reserves that the particular engine still has available in the respective
2014-08-26 - 3.2

moment. That depends on its base load.


Be aware that the following section only serves as an example and may not
be valid for this engine type. For the engine specific capability please see
section Load application – Load steps (for electric propulsion/auxiliary Gen-
Set).

60 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Example: Figure Maximum load step depending on base load, Page 61

2.11 GenSet operation


shows the maximum load step which can be applied as a function of the cur-
rently driven base load.

Figure 29: Maximum load step depending on base load [Example may not be valid for this engine type]

Based on the above stated Maximum load step depending on base load,
Page 61 and on the total number of engines in operation the recommended
maxium load of these engines can be derived. Observing this limit (see table
below Recommended maximum load in (%) of Pmax dependend on number
of engines in parallel operation, Page 61) ensures that the load from one
failed engine can be transferred to the remaining engines in operation without
power reduction.
Number of engines in parallel operation 3 4 5 6 7 8 9 10
Recommended maximum load in (%) of Pmax 50 75 80 83 86 87.5 89 90

Table 16: Recommended maximum load in (%) of Pmax dependend on number of engines in parallel
operation

Example The isolated network consists of 4 engines with 12,170 kW electrical output
each.
To achieve an uniform load sharing all engines must have the same speed
droop.
The possible output of the multi-engine plant operating at 100 % load is:
2 Engine and operation

Pmax = 4 x 12,170 kW = 48,680 kW = 100%


If the present system load is P0 = 39,000, each engine runs with:
100 % x P0/Pmax = 100 % x 39,000/48,680 = 80 % Load
2014-08-26 - 3.2

In case one engine suddenly fails, according Maximum load step depending
on base load, Page 61 with 80 % base load an immediate transfer of 20 %
engine output is possible.
100 % engine output of the remaining
3 engines is calculated as follows:
P1 = 3 x 12,170 kW ≈ 36,500 kW

32/40, Project Guide – Marine, EN 61 (433)


2 MAN Diesel & Turbo

Consequently, in the network the total output demand needs to be


2.11 GenSet operation

decreased from 39,000 kW to 36,500 kW, e. g. electrical consumers of a


total amount of 2,500 kW have to be switched off.

2.11.4 Alternator – Reverse power protection

Demand for reverse power protection


For each alternator (arranged for parallel operation) a reverse power protec-
tion device has to be provided because if a stopped combustion engine (fuel
admission at zero) is being turned it can cause, due to poor lubrication,
excessive wear on the engine´s bearings. This is also a classifications’
requirement.

Definition of reverse power


If an alternator, coupled to a combustion engine, is no longer driven by this
engine, but is supplied with propulsive power by the connected electric grid
and operates as an electric motor instead of working as an alternator, this is
called reverse power. The speed of a reverse power driven engine is accord-
ingly to the grid frequency and the rated engine speed.

Examples for possible reverse power


▪ Due to lack of fuel the combustion engine no longer drives the alternator,
which is still connected to the mains.
▪ Stopping of the combustion engine while the driven alternator is still con-
nected to the electric grid.
▪ On ships with electric drive the propeller can also drive the electric trac-
tion motor and this in turn drives the alternator and the alternator drives
the connected combustion engine.
▪ Sudden frequency increase, e. g. because of a load decrease in an isola-
ted electrical system -> if the combustion engine is operated at low load
(e. g. just after synchronising).

Adjusting the reverse power protection relay


The necessary power to drive an unfired diesel or gas engine at nominal
speed cannot exceed the power which is necessary to overcome the internal
friction of the engine. This power is called motoring power. The setting of the
reverse-power relay should be, as stated in the classification rules, 50 % of
the motoring power. To avoid false tripping of the alternator circuit breaker a
2 Engine and operation

time delay has to be implemented. A reverse power >> 6 % mostly indicates


serious disturbances in the generator operation.
This facts are summarized in the table Adjusting the reverse power relay,
Page 62 below.
Admissible reverse power Pel [%] Time delay for tripping the alternator circuit
2014-08-26 - 3.2

breaker [sec]
Pel < 3 30

3 ≤ Pel < 8 3 to 10

Pel ≥ 8 No delay

Table 17: Adjusting the reverse power relay

62 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.11 GenSet operation


2.11.5 Earthing measures of diesel engines and bearing insulation on alternators

General
The use of electrical equipment on diesel engines requires precautions to be
taken for protection against shock current and for equipotential bonding.
These not only serve as shock protection but also for functional protection of
electric and electronic devices (EMC protection, device protection in case of
welding, etc.).

Earthing connections on the engine


Threaded bores M12, 20 mm deep, marked with the earthing symbol have
been provided in the engine foot on both ends of the engines.
It has to be ensured that earthing is carried out immediately after engine set-
up! (If this cannot be accomplished any other way, at least provisional earth-
ing is to be effected right at the beginning.)

1, 2 Connecting grounding terminal coupling side and


free end (stamped symbol) M12

Figure 30: Earthing connection on engine (are arranged diagonally opposite each
other)
2 Engine and operation

Measures to be taken on the alternator


Because of slight magnetic unbalances and ring excitations, shaft voltages,
i. e. voltages between the two shaft ends, are generated in electrical
machines. In the case of considerable values (e. g. > 0.3 V), there is the risk
2014-08-26 - 3.2

that bearing damage occurs due to current transfers. For this reason, at least
the bearing that is not located on the drive end is insulated on alternator
approx. > 1 MW. For verification, the voltage available at the shaft (shaft volt-
age) is measured while the alternator is running and excited. With proper
insulation, a voltage can be measured. In order to protect the prime mover
and to divert electrostatic charging, an earthing brush is often fitted on the
coupling side.

32/40, Project Guide – Marine, EN 63 (433)


2 MAN Diesel & Turbo

Observation of the required measures is the alternator manufacturer’s


2.11 GenSet operation

responsibility.

Consequences of inadequate bearing insulation on the alternator, and


insulation check
In case the bearing insulation is inadequate, e. g., if the bearing insulation
was short-circuit by a measuring lead (PT100, vibration sensor), leakage cur-
rents may occur, which result in the destruction of the bearings. One possi-
bility to check the insulation with the machine at standstill (prior to coupling
the alternator to the engine; this, however, is only possible in the case of sin-
gle-bearing alternators) would be to raise the alternator rotor (insulated, in the
crane) on the coupling side, and to measure the insulation by means of the
Megger test against earth (in this connection, the max. voltage permitted by
the alternator manufacturer is to be observed!).
If the shaft voltage of the alternator at rated speed and rated voltage is
known (e. g. from the test record of the alternator acceptance test), it is also
possible to carry out a comparative measurement.
If the measured shaft voltage is lower than the result of the “earlier measure-
ment” (test record), the alternator manufacturer should be consulted.

Earthing conductor
The nominal cross section of the earthing conductor (equipotential bonding
conductor) has to be selected in accordance with DIN VDE 0100, part 540
(up to 1000 V) or DIN VDE 0141 (in excess of 1 KV).
Generally, the following applies:
The protective conductor to be assigned to the largest main conductor is to
be taken as a basis for sizing the cross sections of the equipotential bonding
conductors.
Flexible conductors have to be used for the connection of resiliently mounted
engines.

Execution of earthing
On vessels, earthing must be done by the shipyard during assembly on
board.
Earthing strips are not included in the MAN Diesel & Turbo scope of supply.

Additional information regarding the use of welding equipment


2 Engine and operation

In order to prevent damage on electrical components, it is imperative to earth


welding equipment close to the welding area, i. e., the distance between the
welding electrode and the earthing connection should not exceed 10 m.
2014-08-26 - 3.2

64 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.12 Propeller operation, suction dredger (pump drive)


2.12 Propeller operation, suction dredger (pump drive)

2.12.1 General remark for operating ranges


Please be advised that engines with several operational demands, always the
stricter limitations need to be applied and is valid for all operational tasks.
E.g. mechanical dredger applications need to be classified in following man-
ner:
▪ Engine only dredge pump drive
Operating range for pump drive valid
▪ Engine driving dredge pump and on counter side a fixed pitch propeller
Operating range for fixed pitch propeller valid
▪ Engine driving dredge pump and on counter side a controllable pitch
propeller
Operating range for pump drive valid
▪ Engine driving dredge pump and on counter side a controllable pitch
propeller and a small generator
Operating range for pump drive valid

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 65 (433)


2 MAN Diesel & Turbo
2.12 Propeller operation, suction dredger (pump drive)

2.12.2 Operating range for controllable pitch propeller (CPP)

Figure 31: Operating range for controllable pitch propeller


Remark:
2 Engine and operation

In rare occasions it might be necessary that certain engine speed intervals


have to be barred for continuous operation.
For FPP applications as well as for applications using resilient mounted
engines, the admissible engine speed range has to be confirmed (preferably
at an early project phase) by a torsional vibration calculation, by a dimension-
2014-08-26 - 3.2

ing of the resilient mounting, and, if necessary, by an engine operational


vibration calculation.
MCR = Maximum continuous rating
Range I: Operating range for continuous operation.

66 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Range II: Operating range which is temporarily admissible e. g. during accel-

2.12 Propeller operation, suction dredger (pump drive)


eration and manoeuvring.
The combinator curve must keep a sufficient distance to the load limit curve.
For overload protection, a load control has to be provided.
Transmission losses (e. g. by gearboxes and shaft power) and additional
power requirements (e. g. by PTO) must be taken into account.

IMO certification for engines with operating range for controllable pitch
propeller (CPP)
Test cycle type E2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

2.12.3 General requirements for propeller pitch control

Pitch control of the propeller plant


4 – 20 mA load indication As a load indication a 4 – 20 mA signal from the engine control is supplied to
from engine control the propeller control.
General A distinction between constant-speed operation and combinator-curve oper-
ation has to be ensured.
Failure of propeller pitch control:
In order to avoid overloading of the engine upon failure of the propeller pitch
control the propeller pitch must be adjusted to a value < 60 % of the maxi-
mum possible pitch.
Combinator-curve operation:
The 4 – 20 mA signal has to be used for the assignment of the propeller
pitch to the respective engine speed. The operation curve of engine speed
and propeller pitch (for power range, see section Operating range for control-
lable pitch propeller (CPP), Page 66) has to be observed also during acceler-
ation/load increase and unloading.

Acceleration/load increase
The engine speed has to be increased prior increasing the propeller pitch
(see figure Example to illustrate the change from one load step to another,
Page 68 in this section).
Or if increasing both synchronic the speed has to be increased faster than
the propeller pitch. The area above the combinator curve should not be
2 Engine and operation

reached.
Automatic limiting of the rate of load increase must also be implemented in
the propulsion control.

Deceleration/unloading the engine


2014-08-26 - 3.2

The engine speed has to be reduced later than the propeller pitch (see figure
Example to illustrate the change from one load step to another, Page 68 in
this section).
Or if decreasing both synchronic the propeller pitch has to be decreased
faster than the speed. The area above the combinator curve should not be
reached.

32/40, Project Guide – Marine, EN 67 (433)


2 MAN Diesel & Turbo

Example of illustration of the change from one load step to another


2.12 Propeller operation, suction dredger (pump drive)

Figure 32: Example to illustrate the change from one load step to another

Windmilling protection
If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called “windmilling”. The permissible period for windmilling is short,
2 Engine and operation

because windmilling can cause, due to poor lubrication at low propeller


speed, excessive wear of the engines bearings.
Single-screw ship The propeller control has to ensure that the windmilling time is less than
40 sec.
Multiple-screw ship The propeller control has to ensure that the windmilling time is less than
2014-08-26 - 3.2

40 sec. In case of plants without shifting clutch, it has to be ensured that a


stopped engine won't be turned by the propeller.
(Regarding maintenance work a shaft interlock has to be provided for each
propeller shaft.)

68 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Binary signals from engine control

2.12 Propeller operation, suction dredger (pump drive)


Overload contact The overload contact will be activated when the engines fuel admission rea-
ches the maximum position. At this position, the control system has to stop
the increase of the propeller pitch. If this signal remains longer than the pre-
determined time limit, the propeller pitch has to be decreased.
Operation close to the limit This contact is activated when the engine is operated close to a limit curve
curves (only for electronic (torque limiter, charge air pressure limiter...). When the contact is activated,
speed governors) the control system has to stop the increase of the propeller pitch. If this sig-
nal remains longer than the predetermined time limit, the propeller pitch has
to be decreased.
Propeller pitch reduction This contact is activated when disturbances in engine operation occur, for
contact example too high exhaust-gas mean-value deviation. When the contact is
activated, the propeller control system has to reduce the propeller pitch to
60 % of the rated engine output, without change in engine speed.
In section Engine load reduction as a protective safety measure, Page 54 the
requirements for the response time are stated.

Distinction between normal manoeuvre and emergency manoeuvre


The propeller control system has to be able to distinguish between normal
manoeuvre and emergency manoeuvre (i.e., two different acceleration curves
are necessary).

MAN Diesel & Turbo's guidelines concerning acceleration times and power
range have to be observed
The power range (see section Operating range for controllable-pitch propeller
(CPP), Page 66) and the acceleration times (see section Load application for
mechanical propulsion (FPP and CPP), Page 51) have to be observed. In
section Engine load reduction as a protective safety measure, Page 54 the
requirements for the response time are stated.

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 69 (433)


2 MAN Diesel & Turbo
2.12 Propeller operation, suction dredger (pump drive)

2.12.4 Operating range for fixed pitch propeller (FPP)

Figure 33: Operating range for fixed pitch propeller


* For further information about reduced output see section Available outputs
and permissible frequency deviations, Page 59.
Remark:
In rare occasions it might be necessary that certain engine speed intervals
2 Engine and operation

have to be barred for continuous operation.


For FPP applications as well as for applications using resilient mounted
engines, the admissible engine speed range has to be confirmed (preferably
at an early project phase) by a torsional vibration calculation, by a dimension-
ing of the resilient mounting, and, if necessary, by an engine operational
2014-08-26 - 3.2

vibration calculation.
▪ Maximum continuous rating (MCR), fuel stop power
1) Design of propeller (FP)
A new propeller must be designed to be operated within this range. Boun-
dary conditions for the design are clean hull, calm weather, propeller light
running inter alia.

70 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2) Theoretical propeller curve

2.12 Propeller operation, suction dredger (pump drive)


This curve must not be be exceeded, except temporarily during manoeuvring
and accelerating. Boundary conditions are fouled hull, heavy weather, pro-
peller heavy running.
3) Torque limit curve
This curve corresponds to the maximum permitted overload.
4) Maximum permitted engine output after load reduction demand of engine
control is 60 %.
Note!
Engine operation in a speed range between 103 % and 106 % is permissible
for maximum 1 hour!
The propeller design depends on type and application of the vessel. There-
fore the determination of the installed propulsive power in the ship is always
the exclusive responsibility of the yard.
Determining the engine power: The energy demand or the energy losses
from all at the engine additionally attached aggregates has to be considered
(e. g. shaft alternators, gearboxes). That means, after deduction of their
energy demand from the engine power the remaining engine power must be
sufficient for the required propulsion power.
Note!
Type testing of the engines is carried out at 110 % rated output and 103 %
rated engine speed.
But operation with output >100 % only allowed at seatrial for approval of
classification society, not for normal operation.
I. External HT cooling water support pump and external lubrication support
pump need to be activated within a certain speed range. See section
Engines speeds and related main data.

IMO certification for engines with operating range for fixed pitch propeller
Test cycle type E3 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

2.12.5 General requirements for fixed pitch propulsion control


In acordance to IACS “Requirements concerning MACHINERY INSTALLA-
TIONS”, M43, a single control device for each independent propeller has to
be provided, with automatic performance preventing overload and prolonged
running in critical speed ranges of the propelling machinery.
Operation of the engine according to the stated FPP operating range has to
2 Engine and operation

be ensured.

Load control of the propeller plant


For mechanical speed As a load indication a 4 – 20 mA signal from the engines admission teletrans-
2014-08-26 - 3.2

governors mitter is supplied to the propeller control system.


For electronic speed As a load indication a 4 – 20 mA signal from the engines electronic governor
governors is supplied to the propeller control system.

32/40, Project Guide – Marine, EN 71 (433)


2 MAN Diesel & Turbo

Windmilling protection
2.12 Propeller operation, suction dredger (pump drive)

If a stopped engine (fuel admission at zero) is being turned by the propeller,


this is called “windmilling”. The permissible period for windmilling is short,
because windmilling can cause, due to poor lubrication at low propeller
speed, excessive wear of the engines bearings.
Single-screw ship The propeller control has to ensure that the windmilling time is less than
40 sec.
Multiple-screw ship The propeller control has to ensure that the windmilling time is less than
40 sec. In case of plants without shifting clutch, it has to be ensured that a
stopped engine won´t be turned by the propeller.
(Regarding maintenance work a shaft interlock has to be provided for each
propeller shaft.)

Binary signals from engine control (SaCoS)


Overload contact The overload contact will be activated when the fuel admission reaches the
maximum position.
If this occasion Propeller control has to reduce output demand till overload
contact will be deactivated again.
Reduction contact This contact is activated when disturbances in engine operation occur, for
example too high exhaustgas mean-value deviation. When the contact is
activated, the propeller control system has to reduce the output demand to
below 60 % of the nominal output of the engine.
In section Engine load reduction as a protective safety measure, Page 54 the
requirements for the response time are stated.
Operation close to the limit This contact is activated when the engine is operated close to a limit curve
curves (only for electronic (torque limiter, cahrge air pressure limiter...). When the contact is activated,
speed governors) the propeller control system has to pause with an increase of a load
demand. In case the signal remains longer than the predetermined time limit,
the output demand needs to be reduced.

Binary signals to engine control (SaCoS) from ECR or Bridge


Override (Binary signal by In case “Override” has been activated, “Stop” or “Reduce” demands of
switch) engine safety system will not be excecuted, but printed at the alarm printer.
Crash Stop (Binary signal by Prior to activation of a crash stop maneuver a activation of “Crash Stop” will
push button) leed to a shifting of actual limiter in the engine control system (SaCoS), ena-
bling the vessel to overcome unregular, limited in time power demands. Acti-
vation needs to be printed at alarm printer.
2 Engine and operation

After 10 minutes this will be automatically deactivated and limiter will be ram-
ped down to original setting again.

Binary signals to engine control (SaCoS) from coupling control


2014-08-26 - 3.2

Activation of clutch To enable engine control (SaCoS) to act at the begnning of the clutch-in pro-
cedure a binary signal has to be provided.

72 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.12 Propeller operation, suction dredger (pump drive)


2.12.6 Operating range for mechanical pump drive

Figure 34: Operating range for mechanical pump drive


▪ MCR
Maximum continuous rating, fuel stop power
2 Engine and operation

▪ Range I
Operating range for continuous operation
▪ For dredge applications with dredge pumps directly mechanically driven
by the engines there is a requirement for full constant torque operation
between 80 % and 100 % of nominal engine speed. This specific operat-
2014-08-26 - 3.2

ing range results in a reduced output of the engine according to table


Available outputs/related reference conditions, Page 31 in section Engine
ratings (output) for different applications, Page 31.

32/40, Project Guide – Marine, EN 73 (433)


2 MAN Diesel & Turbo

IMO certification for engines with operating range for mechanical pump
2.13 Fuel oil; lube oil; starting air/control air consump-
tion

drive
Test cycle type C1 for auxiliary engine application will be applied for the
engine´s certification for compliance with the NOx limits according to NOx
technical code.

2.13 Fuel oil; lube oil; starting air/control air consumption

2.13.1 Fuel oil consumption for emission standard: IMO Tier II

Engine 32/40 – Electric propulsion (n = const.)


500 kW/cyl., 720 or 500kW/cyl., 750 rpm
L engine V engine

% Load 100 851) 75 50 25 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with 186 183 190 197 210 184 182 187 193 200
HFO or MDO (DMB) without attached
pumps2) 3) 4)

Spec. fuel consumption (g/kWh) with 188 185 192 199 212 186 184 189 195 202
MGO or (DMA, DMZ) without attached
pumps2) 3) 4)
1)
Warranted fuel consumption at 85 % MCR.
2)
Tolerance +5 %.
3)
Based on reference conditions, see table Reference conditions, Page 78.
4)
Relevant for engine´s certification for compliance with the NOx limits according E2 test cycle.

Table 18: Fuel oil consumption 32/40 – Electric propulsion (n = const.)

Engine 32/40 – Mechanical propulsion with controllable pitch propeller


(CPP)
500 kW/cyl., 750 rpm
L engine V engine

% Load 100 851) 75 50 25 100 851) 75 50 25


2 Engine and operation

Speed constant = 750 rpm

Spec. fuel consumption (g/kWh) with 186 183 190 197 210 184 182 187 193 200
HFO or MDO (DMB) without attached
pumps2) 3) 4)
2014-08-26 - 3.2

Spec. fuel consumption (g/kWh) with 188 185 192 199 212 186 184 189 195 202
MGO or (DMA, DMZ) without attached
pumps2) 3) 4)

Speed 750 750 731 674 587 750 750 731 674 587
rpm rpm rpm rpm rpm rpm rpm rpm rpm rpm

74 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

L engine V engine

2.13 Fuel oil; lube oil; starting air/control air consump-


tion
Spec. fuel consumption (g/kWh) with 186 183 tbd tbd tbd 184 182 tbd tbd tbd
HFO or MDO (DMB) without attached
pumps2) 3) 4)

Spec. fuel consumption (g/kWh) with 188 185 tbd tbd tbd 186 184 tbd tbd tbd
MGO or (DMA, DMZ) without attached
pumps2) 3) 4)
1)
Warranted fuel consumption at 85 % MCR.
2)
Tolerance +5 %.
Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3)
Based on reference conditions, see table Reference conditions, Page 78.
Due to engine´s certification for compliance with the NOx limits according E2 (test cycle for "constant-spped main
4)

peopulsion application" including diesel-electric drive and all controllable pitch propeller installations) factory accept-
ance test will be done with constant speed only.
Table 19: Fuel oil consumption 32/40 – Mechanical propulsion with controllable pitch propeller (CPP)

Engine 32/40 – Mechanical propulsion with fixed pitch propeller (FPP)


450 kW/cyl., 750 rpm
L engine V engine

% Load 100 851) 75 50 25 100 851) 75 50 25

Speed 750 710 683 600 473 750 710 683 600 473
rpm rpm rpm rpm rpm rpm rpm rpm rpm rpm

Spec. fuel consumption (g/kWh) with 189 184 192 194 201 187 183 189 190 191
HFO or MDO (DMB) without attached
pumps2) 3) 4)

Spec. fuel consumption (g/kWh) with 191 186 194 196 203 189 185 191 192 193
MGO or (DMA, DMZ) without attached
pumps2) 3) 4)
1)
Warranted fuel consumption at 85 % MCR.
2)
Tolerance +5 %.
Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3)
Based on reference conditions, see table Reference conditions, Page 78.
4)
Relevant for engine´s certification for compliance with the NOx limits according E3 test cycle.
2 Engine and operation

Table 20: Fuel oil consumption 32/40 – Mechanical propulsion with fixed pitch propeller (FPP)
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 75 (433)


2 MAN Diesel & Turbo

Engine 32/40 – Suction dredger/pumps (mechanical drive)


2.13 Fuel oil; lube oil; starting air/control air consump-
tion

450 kW/cyl., 750 rpm


L engine V engine

% Load 100 851) 75 50 25 100 851) 75 50 25

Speed constant = 750 rpm

Spec. fuel consumption (g/kWh) with 189 184 192 197 210 187 183 189 193 200
HFO or MDO (DMB) without attached
pumps2) 3) 4)

Spec. fuel consumption (g/kWh) with 191 186 194 199 212 189 185 191 195 202
MGO or (DMA, DMZ) without attached
pumps2) 3) 4)
1)
Warranted fuel consumption at 85 % MCR.
2)
Tolerance +5 %.
Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3)
Based on reference conditions, see table Reference conditions, Page 78.
Clarification needed on early project stage if engine´s certification for compliance with the NOx limits needs to be
4)

done according C1, E2 or E3 test cycle.


Table 21: Fuel oil consumption 32/40 – Suction dredger/pumps (mechanical drive)

Additions to fuel consumption (g/kWh)


1. Engine driven pumps increase the fuel oil consumption by:
(A percentage addition to the load specific fuel consumption for the specific
load [%] and the specific speed nx has to be considered).
For HT CW service pump (attached)1)

For LT CW service pump (attached)


2 Engine and operation

2014-08-26 - 3.2

76 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.13 Fuel oil; lube oil; starting air/control air consump-


tion
Figure 35: Derivation of factor a

Note!
Formula is relevant for centrifugal pumps and is valid for the nominal flow
rate. Due to linear influence of engine speed on flow capacity of engine
driven water pump and quadratic influence of engine speed on water pres-
sure of engine driven water pump, the needed drive power is influenced by
the engine speed in third potency.
For all lube oil service pumps (attached)1)
GenSet, electric propulsion:

Mechanical propulsion CPP/FPP:


2 Engine and operation
2014-08-26 - 3.2

Suction dredger/pumps:

load %: Actual load in [%] referred to the nominal output "100 %".

32/40, Project Guide – Marine, EN 77 (433)


2 MAN Diesel & Turbo

Note!
2.13 Fuel oil; lube oil; starting air/control air consump-
tion

Due to pressure regulating valve and the different type of pump, the lube oil
service pump/s (attached) will be calculated by a different formula compared
to the water pumps.

load % Actual load in [%] referred to the nominal output “100 %”


nx To actual load corresponding actual speed in [rpm]

nn Nominal speed in [rpm]


1)
Note! For FPP application for the operating range up to 60 % nominal
speed a HT CW service support pump (free-standing) and a lube oil service
support pump (free-standing) has to be applied. The needed energy at plant
side must be considered.
2. For exhaust gas back pressure after turbine > 30 mbar
Every additional 1 mbar (0.1 kPa) backpressure addition of 0.05 g/kWh to be
calculated.
3. For charge air blow-off for exhaust gas temperature control (plants with
catalyst converter)
For every increase of the exhaust gas temperature by 1° C, due to activation
of charge air blow-off device, an addition of 0.1 g/kWh to be calculated.

Fuel oil consumption at idle running

Idle running fuel consumption (kg/h)


No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V
Speed 720/750 rpm 45 52 60 67 90 104 120 134
Table 22: Fuel oil consumption at idle running (only for guidance)

Reference conditions
According to ISO 15550: 2002; ISO 3046-1: 2002

Air temperature before turbocharger tr K/°C 298/25

Total barometric pressure pr kPa 100

Relative humidity Φr % 30

Engine type specific reference charge air temper- K/°C 316/43


ature before cylinder tbar 1)
2 Engine and operation

Net calorific value NCV kJ/kg 42,700


1)
Specified reference charge air temperature corresponds to a mean value for all
cylinder numbers that will be achieved with 25° C LT cooling water temperature
before charge air cooler (according to ISO).
Table 23: Reference conditions 32/40
2014-08-26 - 3.2

IMO Tier II Requirements:


For detailed information see section Cooling water system diagram, Page
277.
IMO: International Maritime Organization
MARPOL 73/78; Revised Annex VI-2008, Regulation 13.

78 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Tier II: NOx technical code on control of emission of nitrogen oxides from die-

2.13 Fuel oil; lube oil; starting air/control air consump-


tion
sel engines.

2.13.2 Lube oil consumption


500 kW/cyl.; 720/750 rpm
Specific lube oil consumption 0.5 g/kWh
Total lube oil consumption [kg/h]1)
No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V
Speed 720/750 rpm 1.5 1.75 2 2.25 3 3.5 4 4.5
1)
Tolerance for warranty +20 %.
Table 24: Total lube oil consumption

Note!
As a matter of principle, the lubricating oil consumption is to be stated as
total lubricating oil consumption related to the tabulated ISO full load output
(see section Ratings (output) and speeds, Page 30).

2.13.3 Starting air/control air consumption

Starting air/control air consumption

No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V


Swept volume of engine litre 193 225 257 289 386 450 515 579

Air consumption per Nm3 1) 2.2 1.8 1.7 2.0 2.2 2.5 2.25 2.6
start

Control air consumption The control air consumption depends highly on the specific engine operation
and is less than 1 % of the engine´s air consumption per start.

Air consumption per Jet 1.85 1.85 2.95 2.95 3.75 3.75 5.95 5.95
Assist activation

Air consumption per 4.4 3.6 3.4 4.0 4.4 5.0 4.50 5.2
slow turn manoeuvres
1)
Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
Table 25: Starting air consumption
2 Engine and operation

2.13.4 Recalculation of fuel consumption dependent on ambient conditions


2014-08-26 - 3.2

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal


combustion engines – Performance, Part 1: Declarations of power, fuel and
lubricating oil consumptions, and test methods – Additional requirements for
engines for general use” MAN Diesel & Turbo has specified for fuel the
method for recalculation of fuel consumption dependent on ambient condi-
tions for single-stage turbocharged engines as follows:

32/40, Project Guide – Marine, EN 79 (433)


2 MAN Diesel & Turbo
2.13 Fuel oil; lube oil; starting air/control air consump-
tion

β = 1 + 0.0006 x (tx – tr) + 0.0004 x (tbax – tbar) + 0.07 x (pr – px)

The formula is valid within the following limits:


+ Ambient air temperature 5° C – 55° C

+ Charge air temperature before cylinder 25° C – 75° C

+ Ambient air pressure 0.885 bar – 1.030 bar


Table 26: Limit values

β Fuel consumption factor


tbar Engine type specific reference charge air temperature before cylinder
see table Reference conditions, Page 78 in section Fuel oil; lube oil;
starting air/control air consumption, Page 74.

Unit Reference At test run or


at site
Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax

Ambient air pressure [bar] pr px

Table 27: Recalculation fuel consumption – Units and References

Example
Reference values:
br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar
At Site:
tx = 45° C, tbax = 50° C, px = 0.9 bar
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh
2 Engine and operation

2014-08-26 - 3.2

80 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.14 Service support pumps for lower speed range of


FPP applications
2.13.5 Aging

Figure 36: Influence from total engine running time and service intervals on fuel oil consumption

The fuel oil consumption will increase over the running time of the engine.
Proper service can reduce or eliminate this increase. For dependencies see
figure Influence from total engine running time and service intervals on fuel oil
consumption.

2.14 Service support pumps for lower speed range of FPP applications

Main data – Service support pumps


For fixed pitch propeller (FPP) application for the operating range up to 60 %
nominal speed service support pumps (free-standing) have to be applied
2 Engine and operation

according to the figures in the table below.


450 kW/cyl., 750 rpm
HT CW service support pump Lube oil service support pump
(free-standing, ∆p 2.5 bar) (free-standing, ∆p 5 bar)
2014-08-26 - 3.2

6L – FPP 24 m3/h 42 m3/h

7L – FPP 28 49

8L – FPP 32 57

9L – FPP 36 57

32/40, Project Guide – Marine, EN 81 (433)


2 MAN Diesel & Turbo

HT CW service support pump Lube oil service support pump


2.15 Planning data for emission standard: IMO Tier II –
Electric propulsion

(free-standing, ∆p 2.5 bar) (free-standing, ∆p 5 bar)


12V – FPP 47 m3/h 67 m3/h

14V – FPP 55 67

16V – FPP 63 79

18V – FPP 71 79
Table 28: Main data – Service support pumps

2.15 Planning data for emission standard: IMO Tier II – Electric propulsion

2.15.1 Nominal values for cooler specification – L32/40 IMO Tier II – Electric propulsion
Note!
If an advanced HT cooling water system for increased freshwater generation
is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 29: Reference conditions: Tropics

No. of cylinders - 6L 7L 8L 9L
Engine output kW 3,000 3,500 4,000 4,500

Speed rpm 720/750

Heat to be dissipated 1)
2 Engine and operation

Charge air: kW
Charge air cooler (HT stage) 792 886 1,027 1,116
Charge air cooler (LT stage) 386 452 530 599

Lube oil cooler2) 387 454 517 584


2014-08-26 - 3.2

Jacket cooling 458 538 612 692

Nozzle cooling 12 14 16 18

Heat radiation (engine) 89 103 118 133

Flow rates3)

82 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

No. of cylinders - 6L 7L 8L 9L

2.15 Planning data for emission standard: IMO Tier II –


Electric propulsion
HT circuit (Jacket cooling + charge air cooler HT) m /h
3
36 42 48 54

LT circuit (lube oil cooler + charge air cooler LT) 57 70 74 85

Lube oil (4 bar before engine) m /h


3
100 110 120 130

Nozzle cooling water 1.0 1.2 1.4 1.6

Pumps

a) Attached

HT CW service pump (∆p 3.2 – 3.8 bar) m3/h 36 42 48 54

LT CW service pump (∆p 3.0 – 4.0 bar) 57 70 74 85

Lube oil service pump (8.0 bar) for application with con- 120 120 141 141
stant speed

b) Free-standing4)

HT CW stand-by pump (∆p 3.2 bar) m3/h 36 42 48 54

LT CW stand-by pump (∆p 3.0 bar) Depending on plant design

Lube oil stand-by pump (8.0 bar) 100+z 110+z 120+z 130+z

Nozzle CW pump (3.0 bar) 1.0 1.2 1.4 1.6

MGO/MDO supply pump (abs. 10.0 bar) 2.0 2.3 2.7 3.0

HFO supply pump (∆p 7.0 bar) 1.0 1.2 1.3 1.5

HFO circulating pump (abs. 10.0 bar, ∆p 7.0 bar) 2.0 2.3 2.7 3.0
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Table 30: Nominal values for cooler specification – L32/40 IMO Tier II – Electric propulsion

Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.
▪ Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 283 in section Cooling water system
2 Engine and operation

description, Page 280.


▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 257 in section Lube
oil system description, Page 257.
▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-
2014-08-26 - 3.2

brication/postlubrication, Page 267 in section Lube oil system descrip-


tion, Page 257.
▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page
283 in section Cooling water system description, Page 280.

32/40, Project Guide – Marine, EN 83 (433)


2 MAN Diesel & Turbo
2.15 Planning data for emission standard: IMO Tier II –
Electric propulsion

2.15.2 Nominal values for cooler specification – V32/40 IMO Tier II – Electric propulsion
Note!
If an advanced HT cooling water system for increased freshwater generation
is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 31: Reference conditions: Tropics

No. of cylinders - 12V 14V 16V 18V


Engine output kW 6,000 7,000 8,000 9,000

Speed rpm 720/750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 1,584 1,771 2,055 2,233
Charge air cooler (LT stage) 773 905 1,060 1,197

Lube oil cooler2) 774 907 1,034 1,167

Jacket cooling 916 1,076 1,224 1,384

Nozzle cooling 23 27 31 35

Heat radiation (engine) 177 207 236 266

Flow rates 3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 72 84 96 108

LT circuit (lube oil cooler + charge air cooler LT) m /h


3
114 140 148 170
2 Engine and operation

Lube oil (4 bar before engine) 150 160 170 180

Nozzle cooling water 2.0 2.4 2.8 3.2

Pumps
2014-08-26 - 3.2

a) Attached

HT CW service pump (∆p 3.2 – 3.8 bar) m3/h 72 84 96 108

LT CW service pump (∆p 3.0 – 4.0 bar) 114 140 148 170

Lube oil service pump (8.0 bar) for application with con- 162 191 191 191
stant speed

84 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

No. of cylinders - 12V 14V 16V 18V

2.15 Planning data for emission standard: IMO Tier II –


Electric propulsion
b) Free-standing 4)

HT CW stand-by pump (∆p 3.2 bar) m3/h 72 84 96 108

LT CW stand-by pump (∆p 3.0 bar) Depending on plant design

Lube oil stand-by pump (8.0 bar) 150+z 160+z 170+z 180+z

Nozzle CW pump (3.0 bar) 2.0 2.4 2.8 3.2

MGO/MDO supply pump (abs. 10.0 bar) 4.0 4.7 5.3 6.0

HFO supply pump (∆p 7.0 bar) 2.0 2.3 2.7 3.0

HFO circulating pump (abs. 10.0 bar, ∆p 7.0 bar) m3/h 4.0 4.7 5.3 6.0
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Table 32: Nominal values for cooler specification – V32/40 IMO Tier II – Electric propulsion

Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.
▪ Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 283 in section Cooling water system
description, Page 280.
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 257 in section Lube
oil system description, Page 257.
▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-
brication/postlubrication, Page 267 in section Lube oil system descrip-
tion, Page 257.
▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page
283 in section Cooling water system description, Page 280.

2.15.3 Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II – Electric
propulsion
Note!
2 Engine and operation

Operating pressure data without further specification are given below/above


atmospheric pressure.
500 kW/cyl.; 720 rpm or 500 kW/cyl.; 750 rpm – Electric propulsion
Reference conditions: Tropics
2014-08-26 - 3.2

Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

32/40, Project Guide – Marine, EN 85 (433)


2 MAN Diesel & Turbo

Reference conditions: Tropics


2.15 Planning data for emission standard: IMO Tier II –
Electric propulsion

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 33: Reference conditions: Tropics

No. of cylinders - 6L 7L 8L 9L
Engine output kW 3,000 3,500 4,000 4,500

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 (Setpoint 32°C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 58 59 58 59

Air flow rate3) m3/h 19,170 22,365 25,560 28,755

Mass flow t/h 21.0 24.5 28.0 31.5

Charge air pressure (absolute) bar 4.19

Air required to dissipate heat radiation (engine) m3/h 28,575 33,070 37,885 42,700
(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 39,340 45,970 52,482 59,150

Mass flow t/h 21.6 25.2 28.8 32.4

Temperature at turbine outlet °C 363

Heat content (190 °C) kW 1,109 1,302 1,482 1,675

Permissible exhaust gas back pressure after turbocharger mbar 30


1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 277.
3)
Under above mentioned reference conditions.
2 Engine and operation

4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 34: Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II – Electric propulsion
2014-08-26 - 3.2

86 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.15 Planning data for emission standard: IMO Tier II –


Electric propulsion
2.15.4 Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II – Electric
propulsion
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl.; 720 rpm or 500 kW/cyl.; 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 35: Reference conditions: Tropics

No. of cylinders - 12V 14V 16V 18V


Engine output kW 6,000 7,000 8,000 9,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 (Setpoint 32°C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 58 59 58 59

Air flow rate3) m3/h 38,340 44,730 51,120 57,510

Mass flow t/h 42.0 49.0 55.9 62.9

Charge air pressure (absolute) bar 4.20

Air required to dissipate heat radiation (engine) m /h


3
56,830 66,460 75,770 85,400
(t2 – t1 = 10 °C)

Exhaust gas data4)


2 Engine and operation

Volume flow (temperature turbocharger outlet)5) m3/h 78,655 91,910 104,935 118,195

Mass flow t/h 43.1 50.3 57.5 64.7

Temperature at turbine outlet °C 363


2014-08-26 - 3.2

Heat content (190 °C) kW 2,218 2,603 2,963 3,349

32/40, Project Guide – Marine, EN 87 (433)


2 MAN Diesel & Turbo

No. of cylinders - 12V 14V 16V 18V


2.15 Planning data for emission standard: IMO Tier II –
Electric propulsion

Permissible exhaust gas back pressure after turbocharger mbar 30


1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 277.
3)
Under above mentioned reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 36: Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II – Electric propulsion

2.15.5 Load specific values at ISO conditions – L/V32/40 IMO Tier II – Electric propulsion
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 37: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
790 673 670 343
Charge air cooler (LT stage)2) 515 462 478 386

Lube oil cooler3) 418 497 558 814

Jacket cooling 458 496 523 651

Nozzle cooling 14 16 19 28
2 Engine and operation

Heat radiation (engine) 138 175 201 247

Air data

Temperature of charge air: °C


2014-08-26 - 3.2

after compressor 217 190 181 129


at charge air cooler outlet 43 43 43 43

Air flow rate kg/kWh 7.32 7.55 8.13 8.32

Charge air pressure (absolute) bar 4.25 3.70 3.32 2.21

Exhaust gas data4)

88 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Engine output % 100 85 75 50

2.15 Planning data for emission standard: IMO Tier II –


Electric propulsion
Speed rpm 720/750
Mass flow kg/kWh 7.52 7.74 8.33 8.53

Temperature at turbine outlet °C 322 308 307 353

Heat content (190 °C) kJ/kWh 1,063 977 1,040 1,492

Permissible exhaust gas back pressure after turbo- mbar 30 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Table 38: Load specific values at ISO conditions – L/V32/40 IMO Tier II – Electric propulsion

2.15.6 Load specific values at tropical conditions – L/V32/40 IMO Tier II – Electric propulsion
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 39: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated1)
2 Engine and operation

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
925 811 816 493
Charge air cooler (LT stage)2) 477 458 476 413

Lube oil cooler3) 465 546 608 860


2014-08-26 - 3.2

Jacket cooling 551 585 610 726

Nozzle cooling 14 16 19 28

Heat radiation (engine) 106 135 155 190

Air data

32/40, Project Guide – Marine, EN 89 (433)


2 MAN Diesel & Turbo

Engine output % 100 85 75 50


2.16 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

Speed rpm 720/750


Temperature of charge air: °C
after compressor 244 214 204 148
at charge air cooler outlet 58 55 53 45

Air flow rate kg/kWh 6.99 7.21 7.77 7.95

Charge air pressure (absolute) bar 4.19 3.62 3.24 2.12

Exhaust gas data4)

Mass flow kg/kWh 7.19 7.41 7.97 8.16

Temperature at turbine outlet °C 362 344 342 383

Heat content (190 °C) kJ/kWh 1,334 1,227 1,296 1,702

Permissible exhaust gas back pressure after turbo- mbar 30 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Table 40: Load specific values at tropical conditions – L/V32/40 IMO Tier II – Mechanical propulsion with
CPP, constant speed

2.16 Planning data for emission standard: IMO Tier II – Mechanical propulsion with
CPP

2.16.1 Nominal values for cooler specification – L32/40 IMO Tier II – Mechanical propulsion
with CPP
Note!
If an advanced HT cooling water system for increased freshwater generation
is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.
Note!
2 Engine and operation

Operating pressure data without further specification are given below/above


atmospheric pressure.
500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
2014-08-26 - 3.2

Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

90 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Reference conditions: Tropics

2.16 Planning data for emission standard: IMO Tier II –


Mechanical propulsion with CPP
Total barometric pressure mbar 1,000

Relative humidity % 50
Table 41: Reference conditions: Tropics

No. of cylinders - 6L 7L 8L 9L
Engine output kW 3,000 3,500 4,000 4,500

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 792 886 1,027 1,116
Charge air cooler (LT stage) 386 452 530 599

Lube oil cooler2) 387 454 517 584

Jacket cooling 458 538 612 692

Nozzle cooling 12 14 16 18

Heat radiation (engine) 89 103 118 133

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 36 42 48 54

LT circuit (lube oil cooler + charge air cooler LT) m3/h 57 70 74 85

Lube oil (4 bar before engine) 100 110 120 130

Nozzle cooling water 1.0 1.2 1.4 1.6

Pumps

a) Attached

HT CW service pump (∆p 3.2 – 3.8 bar) m3/h 36 42 48 54

LT CW service pump (∆p 3.0 – 4.0 bar) 57 70 74 85

Lube oil service pump (8.0 bar) for application with con- 120 141 162 162
stant speed

b) Free-standing4)

HT CW stand-by pump (∆p 3.2 bar) m3/h 36 42 48 54

LT CW stand-by pump (∆p 3.0 bar) Depending on plant design


2 Engine and operation

Lube oil stand-by pump (8.0 bar) 100+z 110+z 120+z 130+z

Nozzle CW pump (3.0 bar) 1.0 1.2 1.4 1.6

MGO/MDO supply pump (abs. 10.0 bar) 2.0 2.3 2.7 3.0
2014-08-26 - 3.2

HFO supply pump (∆p 7.0 bar) 1.0 1.2 1.3 1.5

32/40, Project Guide – Marine, EN 91 (433)


2 MAN Diesel & Turbo

No. of cylinders - 6L 7L 8L 9L
2.16 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

HFO circulating pump (abs. 10.0 bar, ∆p 7.0 bar) m /h


3
2.0 2.3 2.7 3.0
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Table 42: Nominal values for cooler specification – L32/40 IMO Tier II – Mechanical propulsion with CPP

Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.
▪ Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 283 in section Cooling water system
description, Page 280.
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 257 in section Lube
oil system description, Page 257.
▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-
brication/postlubrication, Page 267 in section Lube oil system descrip-
tion, Page 257.
▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page
283 in section Cooling water system description, Page 280.

2.16.2 Nominal values for cooler specification – V32/40 IMO Tier II – Mechanical propulsion
with CPP
Note!
If an advanced HT cooling water system for increased freshwater generation
is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl., 750 rpm – Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature °C 45
2 Engine and operation

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
2014-08-26 - 3.2

Table 43: Reference conditions: Tropics

No. of cylinders - 12V 14V 16V 18V


Engine output kW 6,000 7,000 8,000 9,000

Speed rpm 750

92 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

No. of cylinders - 12V 14V 16V 18V

2.16 Planning data for emission standard: IMO Tier II –


Mechanical propulsion with CPP
Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 1,584 1,771 2,055 2,233
Charge air cooler (LT stage) 773 905 1,060 1,197

Lube oil cooler2) 774 907 1,034 1,167

Jacket cooling kW 916 1,076 1,224 1,384

Nozzle cooling 23 27 31 35

Heat radiation (engine) 177 207 236 266

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 72 84 96 108

LT circuit (lube oil cooler + charge air cooler LT) m3/h 114 140 148 170

Lube oil (4 bar before engine) 150 160 170 180

Nozzle cooling water 2.0 2.4 2.8 3.2

Pumps

a) Attached

HT CW service pump (∆p 3.2 – 3.8 bar) m3/h 72 84 96 108

LT CW service pump (∆p 3.0 – 4.0 bar) 114 140 148 170

Lube oil service pump (8.0 bar) for application with con- 191 191 226 226
stant speed

b) Free-standing4)

HT CW stand-by pump (∆p 3.2 bar) m3/h 72 84 96 108

LT CW stand-by pump (∆p 3.0 bar) Depending on plant design

Lube oil stand-by pump (8.0 bar) 150+z 160+z 170+z 180+z

Nozzle CW pump (3.0 bar) 2.0 2.4 2.8 3.2

MGO/MDO supply pump (abs. 10.0 bar) 4.0 4.7 5.3 6.0

HFO supply pump (∆p 7.0 bar) 2.0 2.3 2.7 3.0

HFO circulating pump (abs. 10.0 bar, ∆p 7.0 bar) 4.0 4.7 5.3 6.0
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2 Engine and operation

2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
2014-08-26 - 3.2

Table 44: Nominal values for cooler specification – V32/40 IMO Tier II – Mechanical propulsion with CPP

Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.

32/40, Project Guide – Marine, EN 93 (433)


2 MAN Diesel & Turbo

▪ Minimal heating power required for preheating HT cooling water see


paragraph H-001/Preheater, Page 283 in section Cooling water system
2.16 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

description, Page 280.


▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 257 in section Lube
oil system description, Page 257.
▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-
brication/postlubrication, Page 267 in section Lube oil system descrip-
tion, Page 257.
▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page
283 in section Cooling water system description, Page 280.

2.16.3 Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II –
Mechanical propulsion with CPP
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl.; 750 rpm – Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 45: Reference conditions: Tropics

No. of cylinders - 6L 7L 8L 9L
Engine output kW 3,000 3,500 4,000 4,500

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 (Setpoint 32°C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60


2 Engine and operation

Air data

Temperature of charge air at charge air cooler outlet °C 58 59 58 59

Air flow rate3) m3/h 19,170 22,360 25,550 28,750

Mass flow t/h 21.0 24.5 28.0 31.5


2014-08-26 - 3.2

Charge air pressure (absolute) bar 4.20

Air required to dissipate heat radiation (engine) m3/h 28,575 33,070 37,885 42,700
(t2 – t1 = 10 °C)

Exhaust gas data4)

94 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

No. of cylinders - 6L 7L 8L 9L

2.16 Planning data for emission standard: IMO Tier II –


Mechanical propulsion with CPP
Volume flow (temperature turbocharger outlet) 5)
m /h
3
39,340 45,970 52,482 59,150

Mass flow t/h 21.6 25.2 28.8 32.4

Temperature at turbine outlet °C 363

Heat content (190 °C) kW 1,109 1,302 1,482 1,675

Permissible exhaust gas back pressure after turbocharger mbar 30


(maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 277.
3)
Under above mentioned reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 46: Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II – Mechanical
propulsion with CPP

2.16.4 Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II –
Mechanical propulsion with CPP
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl.; 750 rpm – Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 47: Reference conditions: Tropics

No. of cylinders - 12V 14V 16V 18V


Engine output kW 6,000 7,000 8,000 9,000
2 Engine and operation

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90


2014-08-26 - 3.2

LT cooling water air cooler inlet 38 (Setpoint 32°C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 58 59 58 59

32/40, Project Guide – Marine, EN 95 (433)


2 MAN Diesel & Turbo

No. of cylinders - 12V 14V 16V 18V


2.16 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

Air flow rate 3)


m /h3
38,340 44,730 51,120 57,510

Mass flow t/h 42.0 49.0 55.9 62.9

Charge air pressure (absolute) bar 4.20

Air required to dissipate heat radiation (engine) m3/h 56,830 66,460 75,770 85,400
(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 78,655 91,910 104,935 118,195

Mass flow t/h 43.1 50.3 57.5 64.7

Temperature at turbine outlet °C 363

Heat content (190 °C) kW 2,218 2,603 2,963 3,349

Permissible exhaust gas back pressure after turbocharger mbar 30


(maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 277.
3)
Under above mentioned reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 48: Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II – Mechanical
propulsion with CPP

2.16.5 Load specific values at ISO conditions – L/V32/40 IMO Tier II – Mechanical propulsion
with CPP, constant speed
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
500 kW/cyl., 750 rpm – Constant speed
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25


2 Engine and operation

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 49: Reference conditions: ISO
2014-08-26 - 3.2

96 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Engine output % 100 85 75 50

2.16 Planning data for emission standard: IMO Tier II –


Mechanical propulsion with CPP
Speed rpm 750
Heat to be dissipated 1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
790 673 670 343
Charge air cooler (LT stage)2) 515 462 478 386

Lube oil cooler3) 418 497 558 814

Jacket cooling 458 496 523 651

Nozzle cooling 14 16 19 28

Heat radiation (engine) kJ/kWh 138 175 201 247

Air data

Temperature of charge air: °C


after compressor 217 190 181 129
at charge air cooler outlet 43 43 43 43

Air flow rate kg/kWh 7.32 7.55 8.13 8.32

Charge air pressure (absolute) bar 4.25 3.70 3.32 2.21

Exhaust gas data4)

Mass flow kg/kWh 7.52 7.74 8.33 8.53

Temperature at turbine outlet °C 322 308 307 353

Heat content (190 °C) kJ/kWh 1,063 977 1,040 1,492

Permissible exhaust gas back pressure after turbo- mbar 30 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Table 50: Load specific values at ISO conditions – L/V32/40 IMO Tier II – Mechanical propulsion with CPP,
constant speed
2 Engine and operation

2.16.6 Load specific values at tropical conditions – L/V32/40 IMO Tier II – Mechanical
propulsion with CPP, constant speed
Note!
2014-08-26 - 3.2

Operating pressure data without further specification are given below/above


atmospheric pressure.
500 kW/cyl., 750 rpm – Constant speed

32/40, Project Guide – Marine, EN 97 (433)


2 MAN Diesel & Turbo

Reference conditions: Tropics


2.16 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 51: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage)2) 925 811 816 493
Charge air cooler (LT stage)2) 477 458 476 413

Lube oil cooler3) kJ/kWh 465 546 608 860

Jacket cooling 551 585 610 726

Nozzle cooling 14 16 19 28

Heat radiation (engine) 106 135 155 190

Air data

Temperature of charge air: °C


after compressor 244 214 204 148
at charge air cooler outlet 58 55 53 45

Air flow rate kg/kWh 6.99 7.21 7.77 7.95

Charge air pressure (absolute) bar 4.19 3.62 3.24 2.12

Exhaust gas data 4)

Mass flow kg/kWh 7.19 7.41 7.97 8.16

Temperature at turbine outlet °C 362 344 342 383

Heat content (190 °C) kJ/kWh 1,334 1,227 1,296 1,702

Permissible exhaust gas back pressure after turbo- mbar 30 -


charger (maximum)

Tolerances refer to 100 % load


2 Engine and operation

1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
2014-08-26 - 3.2

4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Table 52: Load specific values at tropical conditions – L/V32/40 IMO Tier II – Mechanical propulsion with
CPP, constant speed

98 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.17 Planning data for emission standard: IMO Tier II –


Mechanical propulsion with FPP
2.17 Planning data for emission standard: IMO Tier II – Mechanical propulsion with
FPP

2.17.1 Nominal values for cooler specification – L32/40 IMO Tier II – Mechanical propulsion
with FPP
Note!
If an advanced HT cooling water system for increased freshwater generation
is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl., 750 rpm – Mechanical propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 53: Reference conditions: Tropics

No. of cylinders - 6L 7L 8L 9L
Engine output kW 2,700 3,150 3,600 4,050

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 686 769 892 971
Charge air cooler (LT stage) 347 405 475 534

Lube oil cooler2) 344 404 460 519

Jacket cooling 393 462 525 594

Nozzle cooling 11 12 14 16

Heat radiation (engine) 94 109 125 140


2 Engine and operation

Flow rates 3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 36 42 48 54

LT circuit (lube oil cooler + charge air cooler LT) m /h


3
57 70 74 85
2014-08-26 - 3.2

Lube oil (4 bar before engine) 100 110 120 130

Nozzle cooling water 1.0 1.2 1.4 1.6

Pumps

a) Attached

HT CW service pump (∆p 3.2 – 3.8 bar) m3/h 36 42 48 54

32/40, Project Guide – Marine, EN 99 (433)


2 MAN Diesel & Turbo

No. of cylinders - 6L 7L 8L 9L
2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

LT CW service pump (∆p 3.0 – 4.0 bar) 57 70 74 85

Lube oil service pump (8.0 bar) for application with variable 141 162 191 191
speed

b) Free-standing4)

HT CW stand-by pump (∆p 3.2 bar) m3/h 36 42 48 54

HT CW service support pump (∆p 2.5 bar) 24 28 32 36

LT CW stand-by pump (∆p 3.0 bar) Depending on plant design

Lube oil stand-by pump (8.0 bar) 100+z 110+z 120+z 130+z

Lube oil service support pump (5.0 bar) 42 49 57 57

Nozzle CW pump (3.0 bar) 1.0 1.2 1.4 1.6

MGO/MDO supply pump (∆ p 10.0 bar) 1.8 2.1 2.4 2.7

HFO supply pump (∆p 7.0 bar) 0.9 1.1 1.2 1.4

HFO circulating pump (abs. 10.0 bar, ∆p 7.0 bar) m3/h 1.8 2.1 2.4 2.7
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Table 54: Nominal values for cooler specification – L32/40 IMO Tier II – Mechanical propulsion with FPP

Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.
▪ Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 283 in section Cooling water system
description, Page 280.
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 257 in section Lube
oil system description, Page 257.
▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-
brication/postlubrication, Page 267 in section Lube oil system descrip-
tion, Page 257.
2 Engine and operation

▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page


283 in section Cooling water system description, Page 280.

2.17.2 Nominal values for cooler specification – V32/40 IMO Tier II – Mechanical propulsion
with FPP
2014-08-26 - 3.2

Note!
If an advanced HT cooling water system for increased freshwater generation
is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.

100 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Note!

2.17 Planning data for emission standard: IMO Tier II –


Mechanical propulsion with FPP
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl., 750 rpm – Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 55: Reference conditions: Tropics

No. of cylinders - 12V 14V 16V 18V


Engine output kW 5,400 6,300 7,200 8,100

Speed rpm 750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 1,372 1,538 1,783 1,942
Charge air cooler (LT stage) 695 810 950 1,068

Lube oil cooler2) 689 807 920 1,038

Jacket cooling kW 786 923 1,050 1,188

Nozzle cooling 21 25 28 32

Heat radiation (engine) 187 218 249 281

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 72 84 96 108

LT circuit (lube oil cooler + charge air cooler LT) m3/h 114 140 148 170

Lube oil (4 bar before engine) 150 160 170 180

Nozzle cooling water 2.0 2.4 2.8 3.2

Pumps

a) Attached

HT CW service pump (∆p 3.2 – 3.8 bar) m3/h 72 84 96 108


2 Engine and operation

LT CW service pump (∆p 3.0 – 4.0 bar) 114 140 148 170

Lube oil service pump (8.0 bar) for application with variable 226 226 240 282
speed
2014-08-26 - 3.2

b) Free-standing4)

HT CW stand-by pump (∆p 3.2 bar) m3/h 72 84 96 108

HT CW service support pump (2.5 bar) 47 55 63 71

LT CW stand-by pump (∆p 3.0 bar) Depending on plant design

Lube oil stand-by pump (8.0 bar) 150+z 160+z 170+z 180+z

32/40, Project Guide – Marine, EN 101 (433)


2 MAN Diesel & Turbo

No. of cylinders - 12V 14V 16V 18V


2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

Lube oil service support pump (5.0 bar) 67 67 79 79

Nozzle CW pump (3.0 bar) 2.0 2.4 2.8 3.2

MGO/MDO supply pump (abs. 10.0 bar) 3.6 4.2 4.8 5.4

HFO supply pump (∆p 7.0 bar) 1.8 2.1 2.4 2.7

HFO circulating pump (abs. 10.0 bar, ∆p 7.0 bar) 3.6 4.2 4.8 5.4
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Table 56: Nominal values for cooler specification – V32/40 IMO Tier II – Mechanical propulsion with FPP

Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.
▪ Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 283 in section Cooling water system
description, Page 280.
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 257 in section Lube
oil system description, Page 257.
▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-
brication/postlubrication, Page 267 in section Lube oil system descrip-
tion, Page 257.
▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page
283 in section Cooling water system description, Page 280.

2.17.3 Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II –
Mechanical propulsion with FPP
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl.; 750 rpm – Mechanical propulsion with FPP
Reference conditions: Tropics
2 Engine and operation

Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000


2014-08-26 - 3.2

Relative humidity % 50
Table 57: Reference conditions: Tropics

102 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

No. of cylinders - 6L 7L 8L 9L

2.17 Planning data for emission standard: IMO Tier II –


Mechanical propulsion with FPP
Engine output kW 2,700 3,150 3,600 4,050

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 (Setpoint 32°C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 56 57 57 58

Air flow rate3) m3/h 17,300 20,184 23,067 25,951

Mass flow t/h 18.9 22.1 25.2 28.4

Charge air pressure (absolute) bar 4.00

Air required to dissipate heat radiation (engine) m3/h 30,180 34,995 40,130 44,950
(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 35,730 41,750 47,665 53,688

Mass flow t/h 19.5 22.7 26.0 29.2

Temperature at turbine outlet °C 367

Heat content (190 °C) kW 1,025 1,203 1,369 1,547

Permissible exhaust gas back pressure after turbocharger mbar 30


(maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 277.
3)
Under above mentioned reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 58: Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II – Mechanical
propulsion with FPP
2 Engine and operation

2.17.4 Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II –
Mechanical propulsion with FPP
2014-08-26 - 3.2

Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl.; 750 rpm – Mechanical propulsion with FPP

32/40, Project Guide – Marine, EN 103 (433)


2 MAN Diesel & Turbo

Reference conditions: Tropics


2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 59: Reference conditions: Tropics

No. of cylinders - 12V 14V 16V 18V


Engine output kW 5,400 6,300 7,200 8,100

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 (Setpoint 32°C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 56 57 57 58

Air flow rate3) m3/h 34,600 40,368 46,135 51,902

Mass flow t/h 37.9 44.2 50.5 56.8

Charge air pressure (absolute) bar 4.0

Air required to dissipate heat radiation (engine) m /h


3
60,040 69,990 79,945 90,215
(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 71,439 83,476 95,301 107,344

Mass flow t/h 38.9 45.4 51.9 58.4

Temperature at turbine outlet °C 366

Heat content (190 °C) kW 2,049 2,404 2,737 3,093

Permissible exhaust gas back pressure after turbocharger mbar 30


(maximum)
2 Engine and operation

1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 277.
3)
Under above mentioned reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
2014-08-26 - 3.2

5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 60: Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II – Mechanical
propulsion with FPP

104 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.17 Planning data for emission standard: IMO Tier II –


Mechanical propulsion with FPP
2.17.5 Load specific values at ISO conditions – L/V32/40 IMO Tier II – Mechanical propulsion
with FPP
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl., 750 rpm – Mechanical propulsion with FPP
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 61: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 750 710 683 600
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage)2) 756 664 631 525
Charge air cooler (LT stage)2) 485 418 392 451

Lube oil cooler3) 416 466 498 723

Jacket cooling 441 476 488 589

Nozzle cooling 14 16 14 7

Heat radiation (engine) 162 175 185 230

Air data

Temperature of charge air: °C


after compressor 208 191 184 148
at charge air cooler outlet 43 43 43 43

Air flow rate kg/kWh 7.34 7.14 7.09 9.10

Charge air pressure (absolute) bar 4.06 3.47 3.15 2.31

Exhaust gas data 4)


2 Engine and operation

Mass flow kg/kWh 7.54 7.33 7.29 9.30

Temperature at turbine outlet °C 327 341 365 300

Heat content (190 °C) kJ/kWh 1,108 1,190 1,377 1,090

Permissible exhaust gas back pressure after turbo- mbar 30 -


2014-08-26 - 3.2

charger (maximum)

32/40, Project Guide – Marine, EN 105 (433)


2 MAN Diesel & Turbo

Engine output % 100 85 75 50


2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

Speed rpm 750 710 683 600


Tolerances refer to 100 % load
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Table 62: Load specific values at ISO conditions – L/V32/40 IMO Tier II – Mechanical propulsion with FPP

2.17.6 Load specific values at tropical conditions – L/V32/40 IMO Tier II – Mechanical
propulsion with FPP
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl., 750 rpm – Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 63: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 750 710 683 600
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
892 799 767 693
Charge air cooler (LT stage)2) 475 443 434 486

Lube oil cooler3) 460 507 537 766


2 Engine and operation

Jacket cooling 525 554 561 659

Nozzle cooling 14 16 14 7

Heat radiation (engine) kJ/kWh 125 135 142 177

Air data
2014-08-26 - 3.2

Temperature of charge air: °C


after compressor 234 215 207 168
at charge air cooler outlet 57 53 51 46

Air flow rate kg/kWh 7.01 6.82 6.77 8.69

Charge air pressure (absolute) bar 3.99 3.38 3.06 2.22

106 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Engine output % 100 85 75 50

2.18 Planning data for emission standard: IMO Tier II –


Suction dredger/pumps (mechanical drive)
Speed rpm 750 710 683 600
Exhaust gas data 4)

Mass flow kg/kWh 7.21 7.02 6.98 7.86

Temperature at turbine outlet °C 366 377 401 328

Heat content (190 °C) kJ/kWh 1,369 1,420 1,596 1,316

Permissible exhaust gas back pressure after turbo- mbar 30 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Table 64: Load specific values at tropical conditions – L/V32/40 IMO Tier II – Mechanical propulsion with
FPP

2.18 Planning data for emission standard: IMO Tier II – Suction dredger/pumps
(mechanical drive)

2.18.1 Nominal values for cooler specification – L32/40 IMO Tier II – Suction dredger/pumps
(mechanical drive)
Note!
If an advanced HT cooling water system for increased freshwater generation
is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)


Reference conditions: Tropics
2 Engine and operation

Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000


2014-08-26 - 3.2

Relative humidity % 50
Table 65: Reference conditions: Tropics

32/40, Project Guide – Marine, EN 107 (433)


2 MAN Diesel & Turbo

No. of cylinders - 6L 7L 8L 9L
2.18 Planning data for emission standard: IMO Tier II –
Suction dredger/pumps (mechanical drive)

Engine output kW 2,700 3,150 3,600 4,050

Speed rpm 750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 686 769 892 971
Charge air cooler (LT stage) 347 405 475 534

Lube oil cooler2) 344 404 460 519

Jacket cooling 393 462 525 594

Nozzle cooling 11 12 14 16

Heat radiation (engine) 94 109 125 140

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 36 42 48 54

LT circuit (lube oil cooler + charge air cooler LT) m3/h 57 70 74 85

Lube oil (4 bar before engine) 100 110 120 130

Nozzle cooling water 1.0 1.2 1.4 1.6

Pumps

a) Attached

HT CW service pump (∆p 3.2 – 3.8 bar) m3/h 36 42 48 54

LT CW service pump (∆p 3.0 – 4.0 bar) 57 70 74 85

Lube oil service pump (8.0 bar) for application with variable 141 162 191 191
speed

b) Free-standing4)

HT CW stand-by pump (∆p 3.2 bar) m3/h 36 42 48 54

HT CW service support pump (∆p 2.5 bar) 24 28 32 36

LT CW stand-by pump (∆p 3.0 bar) Depending on plant design

Lube oil stand-by pump (8.0 bar) 100+z 110+z 120+z 130+z

Lube oil service support pump (5.0 bar) 42 49 57 57

Nozzle CW pump (3.0 bar) 1.0 1.2 1.4 1.6


2 Engine and operation

MGO/MDO supply pump (∆ p 10.0 bar) 1.8 2.1 2.4 2.7

HFO supply pump (∆p 7.0 bar) 0.9 1.1 1.2 1.4

HFO circulating pump (abs. 10.0 bar, ∆p 7.0 bar) m3/h 1.8 2.1 2.4 2.7
2014-08-26 - 3.2

1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.

108 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Table 66: Nominal values for cooler specification – L32/40 IMO Tier II – Suction dredger/pumps

2.18 Planning data for emission standard: IMO Tier II –


Suction dredger/pumps (mechanical drive)
(mechanical drive)

Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.
▪ Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 283 in section Cooling water system
description, Page 280.
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 257 in section Lube
oil system description, Page 257.
▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-
brication/postlubrication, Page 267 in section Lube oil system descrip-
tion, Page 257.
▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page
283 in section Cooling water system description, Page 280.

2.18.2 Nominal values for cooler specification – V32/40 IMO Tier II – Suction dredger/pumps
(mechanical drive)
Note!
If an advanced HT cooling water system for increased freshwater generation
is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 67: Reference conditions: Tropics

No. of cylinders - 12V 14V 16V 18V


2 Engine and operation

Engine output kW 5,400 6,300 7,200 8,100

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
2014-08-26 - 3.2

Charge air cooler (HT stage) 1,372 1,538 1,783 1,942


Charge air cooler (LT stage) 695 810 950 1,068

Lube oil cooler2) kW 689 807 920 1,038

Jacket cooling 786 923 1,050 1,188

Nozzle cooling 21 25 28 32

32/40, Project Guide – Marine, EN 109 (433)


2 MAN Diesel & Turbo

No. of cylinders - 12V 14V 16V 18V


2.18 Planning data for emission standard: IMO Tier II –
Suction dredger/pumps (mechanical drive)

Heat radiation (engine) 187 218 249 281

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 72 84 96 108

LT circuit (lube oil cooler + charge air cooler LT) m3/h 114 140 148 170

Lube oil (4 bar before engine) 150 160 170 180

Nozzle cooling water 2.0 2.4 2.8 3.2

Pumps

a) Attached

HT CW service pump (∆p 3.2 – 3.8 bar) m3/h 72 84 96 108

LT CW service pump (∆p 3.0 – 4.0 bar) 114 140 148 170

Lube oil service pump (8.0 bar) for application with variable 226 226 240 282
speed

b) Free-standing4)

HT CW stand-by pump (∆p 3.2 bar) m3/h 72 84 96 108

HT CW service support pump (2.5 bar) 47 55 63 71

LT CW stand-by pump (∆p 3.0 bar) Depending on plant design

Lube oil stand-by pump (8.0 bar) 150+z 160+z 170+z 180+z

Lube oil service support pump (5.0 bar) 67 67 79 79

Nozzle CW pump (3.0 bar) 2.0 2.4 2.8 3.2

MGO/MDO supply pump (abs. 10.0 bar) 3.6 4.2 4.8 5.4

HFO supply pump (∆p 7.0 bar) 1.8 2.1 2.4 2.7

HFO circulating pump (abs. 10.0 bar, ∆p 7.0 bar) 3.6 4.2 4.8 5.4
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Table 68: Nominal values for cooler specification – V32/40 IMO Tier II – Suction dredger/pumps
2 Engine and operation

(mechanical drive)

Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.
2014-08-26 - 3.2

▪ Minimal heating power required for preheating HT cooling water see


paragraph H-001/Preheater, Page 283 in section Cooling water system
description, Page 280.
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 257 in section Lube
oil system description, Page 257.

110 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-


brication/postlubrication, Page 267 in section Lube oil system descrip-

2.18 Planning data for emission standard: IMO Tier II –


Suction dredger/pumps (mechanical drive)
tion, Page 257.
▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page
283 in section Cooling water system description, Page 280.

2.18.3 Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II – Suction
dredger/pumps (mechanical drive)
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl.; 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 69: Reference conditions: Tropics

No. of cylinders - 6L 7L 8L 9L
Engine output kW 2,700 3,150 3,600 4,050

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 (Setpoint 32°C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 56 57 57 58

Air flow rate3) m3/h 17,300 20,184 23,067 25,951

Mass flow t/h 18.9 22.1 25.2 28.4


2 Engine and operation

Charge air pressure (absolute) bar 4.00

Air required to dissipate heat radiation (engine) m3/h 30,180 34,995 40,130 44,950
(t2 – t1 = 10 °C)

Exhaust gas data4)


2014-08-26 - 3.2

Volume flow (temperature turbocharger outlet)5) m3/h 35,730 41,750 47,665 53,688

Mass flow t/h 19.5 22.7 26.0 29.2

Temperature at turbine outlet °C 367

Heat content (190 °C) kW 1,025 1,203 1,369 1,547

32/40, Project Guide – Marine, EN 111 (433)


2 MAN Diesel & Turbo

No. of cylinders - 6L 7L 8L 9L
2.18 Planning data for emission standard: IMO Tier II –
Suction dredger/pumps (mechanical drive)

Permissible exhaust gas back pressure after turbocharger mbar 30


(maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 277.
3)
Under above mentioned reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 70: Temperature basis, nominal air and exhaust gas data – L32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive)

2.18.4 Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II – Suction
dredger/pumps (mechanical drive)
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl.; 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 71: Reference conditions: Tropics

No. of cylinders - 12V 14V 16V 18V


Engine output kW 5,400 6,300 7,200 8,100

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 (Setpoint 32°C)2)


2 Engine and operation

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data
2014-08-26 - 3.2

Temperature of charge air at charge air cooler outlet °C 56 57 57 58

Air flow rate 3)


m /h
3
34,600 40,368 46,135 51,902

Mass flow t/h 37.9 44.2 50.5 56.8

Charge air pressure (absolute) bar 4.0

112 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

No. of cylinders - 12V 14V 16V 18V

2.18 Planning data for emission standard: IMO Tier II –


Suction dredger/pumps (mechanical drive)
Air required to dissipate heat radiation (engine) m /h
3
60,040 69,990 79,945 90,215
(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 71,439 83,476 95,301 107,344

Mass flow t/h 38.9 45.4 51.9 58.4

Temperature at turbine outlet °C 366

Heat content (190 °C) kW 2,049 2,404 2,737 3,093

Permissible exhaust gas back pressure after turbocharger mbar 30


(maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 277.
3)
Under above mentioned reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 72: Temperature basis, nominal air and exhaust gas data – V32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive)

2.18.5 Load specific values at ISO conditions – L/V32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive)
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 73: Reference conditions: ISO
2 Engine and operation

Engine output % 100 85 75 50


Speed rpm 750 710 683 tbd
Heat to be dissipated 1)
2014-08-26 - 3.2

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
756 664 631 tbd
Charge air cooler (LT stage)2) 485 418 392

Lube oil cooler3) 416 466 498 tbd

Jacket cooling 441 476 488 tbd

32/40, Project Guide – Marine, EN 113 (433)


2 MAN Diesel & Turbo

Engine output % 100 85 75 50


2.18 Planning data for emission standard: IMO Tier II –
Suction dredger/pumps (mechanical drive)

Speed rpm 750 710 683 tbd


Nozzle cooling 14 16 14 tbd

Heat radiation (engine) 162 175 185 tbd

Air data

Temperature of charge air: °C


after compressor 208 191 184 tbd
at charge air cooler outlet 43 43 43

Air flow rate kg/kWh 7.34 7.14 7.09 tbd

Charge air pressure (absolute) bar 4.06 3.47 3.15 tbd

Exhaust gas data4)

Mass flow kg/kWh 7.54 7.33 7.29 tbd

Temperature at turbine outlet °C 327 341 365 tbd

Heat content (190 °C) kJ/kWh 1,108 1,190 1,377 tbd

Permissible exhaust gas back pressure after turbo- mbar 30 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Table 74: Load specific values at ISO conditions – L/V32/40 IMO Tier II – Suction dredger/pumps
(mechanical drive)

2.18.6 Load specific values at tropical conditions – L/V32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive)
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
450 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)
2 Engine and operation

Reference conditions: Tropics


Air temperature °C 45

Cooling water temp. before 38


charge air cooler (LT stage)
2014-08-26 - 3.2

Total barometric pressure mbar 1,000

Relative humidity % 50
Table 75: Reference conditions: Tropics

114 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Engine output % 100 85 75 50

2.18 Planning data for emission standard: IMO Tier II –


Suction dredger/pumps (mechanical drive)
Speed rpm 750 710 683 tbd
Heat to be dissipated 1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
892 799 767 tbd
Charge air cooler (LT stage)2) 475 443 434

Lube oil cooler3) 460 507 537 tbd

Jacket cooling 525 554 561 tbd

Nozzle cooling kJ/kWh 14 16 14 tbd

Heat radiation (engine) 125 135 142 tbd

Air data

Temperature of charge air: °C


after compressor 234 215 207 tbd
at charge air cooler outlet 57 53 51

Air flow rate kg/kWh 7.01 6.82 6.77 tbd

Charge air pressure (absolute) bar 3.99 3.38 3.06 tbd

Exhaust gas data4)

Mass flow kg/kWh 7.21 7.02 6.98 tbd

Temperature at turbine outlet °C 366 377 401 tbd

Heat content (190 °C) kJ/kWh 1,369 1,420 1,596 tbd

Permissible exhaust gas back pressure after turbo- mbar 30 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Table 76: Load specific values at tropical conditions – L/V32/40 IMO Tier II – Suction dredger/pumps
(mechanical drive)
2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 115 (433)


2 MAN Diesel & Turbo
2.19 Operating/service temperatures and pressures

2.19 Operating/service temperatures and pressures

Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.

Operating temperatures1

Air Air before compressor ≥ 5°C, max. 45 °C1)

Charge Air Charge air before cylinder 45...58 °C2)

Coolant Engine coolant after engine 90 °C3), max. 95 °C

Engine coolant preheated before start ≥ 60°C

Coolant before charge air cooler LT stage 32 °C , load reduction ≥ 38 °C1)


3)

Coolant nozzle cooling 55...60 °C

Lubricating oil Lubricating oil before engine/before turbocharger 65 °C , alarm/stop ≥ 70 °C


3)

Lubricating oil preheated before start ≥ 40 °C

Fuel MGO (DMA, DMZ) and MDO (DMB) according ISO ≤ 45°C and viscosity before engine:
8217-2010 minimum 1.9 cSt,
maximum 14 cSt4)

HFO according ISO 8217-2010 ≤ 150 °C and Viscosity before


engine: minimum 1.9 cSt, maximum
14 cSt, recommended: 12 – 14 cSt4)

Preheating (HFO in day tank) ≥ 75 °C


1)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2)
Aim for a higher value in conditions of high air humidity (to reduce condensate amount).
3)
Regulated temperature.
4)
See section Viscosity-temperature diagram (VT diagram), Page 230.
Table 77: Operating temperatures

1
Valid for nominal output and nominal speed.
2 Engine and operation

2014-08-26 - 3.2

116 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Operating pressures1

2.19 Operating/service temperatures and pressures


Intake air Air before turbocharger (negative pressure) max. –20 mbar

Starting air/Control air Starting air min. approx. 15, max. 30 bar

Control air 8, min. 5.5 bar

Cylinder Nominal ignition pressure, combustion chamber 190 bar

Safety valve (opening pressure) 247 bar

Crankcase Crankcase pressure max. 3 mbar

Crankcase pressure (with suction) Vacuum, max. –2.5 mbar

Safety valve (opening pressure) 50...70 mbar

Exhaust Exhaust gas back pressure after turbocharger (static) max. 30 mbar1)

Coolant Engine coolant and charge air cooler HT 3...4 bar

Nozzle coolant (for HFO operation only) 2...5 bar

Charge air cooler LT 2...4 bar

Lubricating oil Lubricating oil – Prelubrication before engine 0.3...0.6 bar2)

Lubricating oil before engine 4...5 bar

Lubricating oil before turbocharger 1.3...1.7 bar

Fuel Fuel before engine 6...8 bar

Fuel injection valve (Opening pressure) 360 +10 bar

Fuel injection valve (Opening pressure for new springs) 380 bar

Note!
Variations of the mandatory values can cause rating reduction of the engine rather affect the operation of the engine
negative.

At a total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engine
1)

performance needs to be recalculated.


2)
Note! Oil pressure > 0.3 bar must be ensured also for lube oil temperature up to 80 °C.
Table 78: Operating pressures

1
Valid for nominal output and nominal speed.
2 Engine and operation

Exhaust gas back pressure


An increased exhaust gas back pressure (static > 30 mbar) raises the tem-
perature level of the engine and will be considered when calculating a
required derating by adding 2.5 K to the ambient air temperature for every 10
mbar of the increased exhaust gas back pressure after turbine.
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 117 (433)


2 MAN Diesel & Turbo
2.20 Filling volumes and flow resistances

2.20 Filling volumes and flow resistances

Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
Water and oil volume – Turbocharger at counter coupling side
No. of cylinders 6 7 8 9 12 14 16 18

HT cooling water1) approx. litre 151 175 202 226 303 351 403 453

LT cooling water2) approx. 46 49 51 52 92 99 101 105

Lube oil dry oil sump

Water and oil volume – Turbocharger at coupling side

HT cooling water1)approx. litre 176 203 232 260 353 406 464 521

LT cooling water approx.


2)
34 37 38 40 67 74 76 79

Lube oil dry oil sump


1)
HT-water volume engine: HT-part of charge air cooler, cylinder unit, piping.
2)
LT-water volume engine: LT-part of charge air cooler, piping.
Table 79: Water and oil volume of engine

Service tanks Installation1) Minimum effective capacity


height
m m3

No. of cylinders - 6 7 8 9 12 14 16 18

Cooling water cylinder 6 ... 9 0.5 0.7

Required diameter for - ≥DN502)


expansion pipeline

Lube oil -
in Baseframe3) 3.0 3.5 4.0 4.5 6.0 7.0 8.0 9.0
in Baseframe4) 5.0 6.0 6.5 7.5 9.5 11.0 12.0 13.5
2 Engine and operation

Run-down lubrication min. 14 2.0 2.5 2.5 3.0 3.5 4.0 4.0 4.5
for engine 5)
1)
Installation height refers to tank bottom and crankshaft centre line.
2)
Cross-sectional area should correspond to that of the venting pipes.
2014-08-26 - 3.2

3)
Marine engines with attached lube oil pump (standard).
4)
Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included.
5)
Required for marine main engine with free-standing lube oil pump only.
Table 80: Service tanks capacity

118 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Flow resistance bar

2.20 Filling volumes and flow resistances


Charge air cooler (HT stage) 0.25

Charge air cooler (LT stage) 0.30

Cylinder (HT cooling water, independent 0.30 – 0.40


from the cylinder number because of
parallel circuit)

Fuel nozzles (water) 1.5


Table 81: Flow resistance

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 119 (433)


2 MAN Diesel & Turbo
2.21 Internal media systems – Exemplarily

2.21 Internal media systems – Exemplarily

Internal fuel system – Exemplariliy


2 Engine and operation

2014-08-26 - 3.2

Figure 37: Internal fuel system, L engine – Exemplariliy

Note!
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

120 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Internal cooling water system – Exemplariliy

2.21 Internal media systems – Exemplarily


2 Engine and operation
2014-08-26 - 3.2

Figure 38: Internal cooling water system, L engine – Exemplariliy

Note!
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

32/40, Project Guide – Marine, EN 121 (433)


2 MAN Diesel & Turbo

Internal lube oil system – Exemplariliy


2.21 Internal media systems – Exemplarily
2 Engine and operation

2014-08-26 - 3.2

Figure 39: Internal lube oil system, L engine – Exemplariliy

Note!
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

122 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Internal starting air system – Exemplariliy

2.21 Internal media systems – Exemplarily


2 Engine and operation
2014-08-26 - 3.2

Figure 40: Internal starting air system, L engine – Exemplariliy

Note!
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

32/40, Project Guide – Marine, EN 123 (433)


2 MAN Diesel & Turbo
2.22 Venting amount of crankcase and turbocharger

2.22 Venting amount of crankcase and turbocharger


As described in section Crankcase vent and tank vent, Page 275, it is nee-
ded to ventilate the engine crankcase and the turbocharger.
For layout of the ventilation system following statement should serve as a
guide:
Due to normal blow by of the piston ring package small amounts of gases of
the combustion chamber get into the crankcase and carry along oil dust.
▪ The amount of crankcase vent gases is approx. 0.1 % of the engine´s air
flow rate.
▪ The temperature of the crankcase vent gases is approx. 5 K higher than
the oil temperature at the engine´s oil inlet.
▪ The density of crankcase vent gases is 1.0 kg/m³ (assumption for calcu-
lation).
Sealing air of the turbocharger additionally needs to be vented.
▪ The amount of turbocharger sealing air is approx. 0.2 % of the engine´s
air flow rate.
▪ The temperature of turbocharger sealing air is approx. 5 K higher than
the oil temperature at the engine´s oil inlet.
▪ The density of turbocharger sealing air is 1.0 kg/m³ (assumption for cal-
culation).
2 Engine and operation

2014-08-26 - 3.2

124 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.23 Exhaust gas emission


2.23 Exhaust gas emission

2.23.1 Maximum allowed emission value NOx IMO Tier II

IMO Tier II: Engine in standard version1

Rated speed rpm 720 750


NOx1) 2) 3) g/kWh 9.68 4) 9.59 4)
IMO Tier II cycle
D2/E2/E3

Note!
The engine´s certification for compliance with the NOx limits will be carried out dur-
ing Factory Acceptance Test (FAT), as a single or a group certification.
1)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel
(marine distillate fuel: MGO or MDO).
2)
Calculated as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-
electric drive and all controllable pitch propeller installations).
E3: Test cycle for "propeller-law-operated main and propeller-law-operated auxiliary
engine” application.
Contingent to a charge air cooling water temperature of. max. 32 °C at 25 °C sea
3)

water temperature.
4)
Maximum allowed NOx emissions for marine diesel engines according to
IMO Tier II:
130 ≤ n ≤ 2,000 → 44 * n–0.23 g/kWh (n = rated engine speed in rpm).
Table 82: Maximum allowed emission value NOx IMO Tier II

1
Marine engines are guaranteed to meet the revised International Convention
for the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Reg-
ulations for the Prevention of Air Pollution from Ships), Regulation 13.4 (Tier
II)" as adopted by the International Maritime Organization (IMO).
2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 125 (433)


2 MAN Diesel & Turbo
2.23 Exhaust gas emission

2.23.2 Smoke emission index (FSN)


Smoke index FSN for engine loads ≥ 25 % load well below limit of visibility
(0.4 FSN).
Valid for normal engine operation.

2.23.3 Exhaust gas components of medium speed four-stroke diesel engines


The exhaust gas of a medium speed four-stroke diesel engine is composed
of numerous constituents. These are derived from either the combustion air
and fuel oil and lube oil used, or they are reaction products, formed during
the combustion process see table Exhaust gas constituents for liquid fuel
(only for guidance), Page 126 in this section. Only some of these are to be
considered as harmful substances.
For a typical composition of the exhaust gas of an MAN Diesel & Turbo four-
stroke diesel engine without any exhaust gas treatment devices see table
Exhaust gas constituents for liquid fuel (only for guidance), Page 126 in this
section.

Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]


Nitrogen N2 74.0 – 76.0 5,020 – 5,160

Oxygen O2 11.6 – 13.2 900 – 1,030

Carbon dioxide CO2 5.2 – 5.8 560 – 620

Steam H2O 5.9 – 8.6 260 – 370

Inert gases Ar, Ne, He... 0.9 75

Total > 99.75 7,000

Additional gaseous exhaust gas con- approx. [% by volume] approx. [g/kWh]


stituents considered as pollutants

Sulphur oxides SOx1) 0.07 10.0

Nitrogen oxides NOx2) 0.07 – 0.15 8.0 – 16.0

Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8

Hydrocarbons HC 4)
0.1 – 0.04 0.4 – 1.2

Total < 0.25 26


2 Engine and operation

Additionally suspended exhaust gas approx. [mg/Nm3] approx. [g/kWh]


constituents, PM5)

operating on operating on

MGO6) HFO7) MGO6) HFO7)


2014-08-26 - 3.2

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

126 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]

2.23 Exhaust gas emission


Note!
At rated power and without exhaust gas treatment.
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25 A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.
8)
Pure soot, without ash or any other particle-borne constituents.
Table 83: Exhaust gas constituents for liquid fuel (only for guidance)

Carbon dioxide CO2


Carbon dioxide (CO2) is a product of combustion of all fossil fuels.
Among all internal combustion engines the diesel engine has the lowest spe-
cific CO2 emission based on the same fuel quality, due to its superior effi-
ciency.

Sulphur oxides SOx


Sulphur oxides (SOx) are formed by the combustion of the sulphur contained
in the fuel.
Among all systems the diesel process results in the lowest specific SOx emis-
sion based on the same fuel quality, due to its superior efficiency.

Nitrogen oxides NOx (NO + NO2)


The high temperatures prevailing in the combustion chamber of an internal
combustion engine cause the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and oxygen (contained in the
combustion air) to nitrogen oxides (NOx).

Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete combustion.
2 Engine and operation

In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixture


formation and turbocharging process successfully reduces the CO content of
the exhaust gas to a very low level.
2014-08-26 - 3.2

Hydrocarbons HC
The hydrocarbons (HC) contained in the exhaust gas are composed of a
multitude of various organic compounds as a result of incomplete combus-
tion.
Due to the efficient combustion process, the HC content of exhaust gas of
MAN Diesel & Turbo four-stroke diesel engines is at a very low level.

32/40, Project Guide – Marine, EN 127 (433)


2 MAN Diesel & Turbo

Particulate matter PM
2.24 Noise

Particulate matter (PM) consists of soot (elemental carbon) and ash.

2.24 Noise

2.24.1 Airborne noise

L engine
Sound pressure level Lp
Measurements
Approximately 20 measuring points at 1 meter distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 106 dB(A) at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.
2 Engine and operation

2014-08-26 - 3.2

128 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.24 Noise
Figure 41: Airborne noise – Sound pressure level Lp – Octave level diagram L engine

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 129 (433)


2 MAN Diesel & Turbo

V engine
2.24 Noise

Sound pressure level Lp


Measurements
Approximately 20 measuring points at 1 meter distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 108 dB(A) at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.
2 Engine and operation

Figure 42: Airborne noise – Sound pressure level Lp – Octave level diagram V engine
2014-08-26 - 3.2

130 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.24 Noise
2.24.2 Intake noise

L engine
Sound power level Lw
Measurements
The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 135 dB at 100% MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Charge air blow-off noise
Charge air blow-off noise is not considered in the measurements, see below.
Note!
These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.

2 Engine and operation


2014-08-26 - 3.2

Figure 43: Unsilenced intake noise – Sound power level Lw – Octave level diagram L engine

32/40, Project Guide – Marine, EN 131 (433)


2 MAN Diesel & Turbo

V engine
2.24 Noise

Sound power level Lw


Measurements
The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 136 dB at 100% MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Charge air blow-off noise
Charge air blow-off noise is not considered in the measurements, see below.
Note!
These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.
2 Engine and operation

2014-08-26 - 3.2

Figure 44: Unsilenced intake noise – Sound power level Lw – Octave level diagram V engine

132 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.24 Noise
2.24.3 Exhaust gas noise

L engine
Sound power level Lw at 100 % MCR
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MDT, supplier of silencer and where necessary acoustic consultant
have to cooperate.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.

2 Engine and operation


2014-08-26 - 3.2

Figure 45: Unsilenced exhaust noise – Sound power level Lw – Octave level diagram L engine

32/40, Project Guide – Marine, EN 133 (433)


2 MAN Diesel & Turbo

V engine
2.24 Noise

Sound power level Lw at 100 % MCR


Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MDT, supplier of silencer and where necessary acoustic consultant
have to cooperate.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.
2 Engine and operation

Figure 46: Unsilenced exhaust noise – Sound power level Lw – Octave level diagram V engine
2014-08-26 - 3.2

134 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.25 Vibration
2.25 Vibration

2.25.1 Torsional vibrations

Data required for torsional vibration calculation


MAN Diesel & Turbo calculates the torsional vibrations behaviour for each
individual engine plant of their supply to determine the location and severity
of resonance points. If necessary, appropriate measures will be taken to
avoid excessive stresses due to torsional vibration. These investigations
cover the ideal normal operation of the engine (all cylinders are firing equally)
as well as the simulated emergency operation (misfiring of the cylinder exert-
ing the greatest influence on vibrations, acting against compression). Besides
the natural frequencies and the modes also the dynamic response will be
calculated, normally under consideration of the 1st to 24th harmonic of the
gas and mass forces of the engine.
Beyond that also further exciting sources such as propeller, pumps etc. can
be considered if the respective manufacturer is able to make the corre-
sponding data available to MAN Diesel & Turbo.
If necessary, a torsional vibration calculation will be worked out which can be
submitted for approval to a classification society or a legal authority.
To carry out the torsional vibration calculation following particulars and/or
documents are required.

General
▪ Type of (GenSet, diesel-mechanic, diesel-electric)
▪ Arrangement of the whole system including all engine-driven equipment
▪ Definition of the operating modes
▪ Maximum power consumption of the individual working machines

Engine
▪ Rated output, rated speed
▪ Kind of engine load (fixed pitch propeller, controllable pitch propeller,
combinator curve, operation with reduced speed at excessive load)
▪ Kind of mounting of the engine (can influence the determination of the
flexible coupling)
2 Engine and operation

▪ Operational speed range

Flexible coupling
▪ Make, size and type
2014-08-26 - 3.2

▪ Rated torque (Nm)


▪ Possible application factor
▪ Maximum speed (rpm)
▪ Permissible maximum torque for passing through resonance (Nm)
▪ Permissible shock torque for short-term loads (Nm)

32/40, Project Guide – Marine, EN 135 (433)


2 MAN Diesel & Turbo

▪ Permanently permissible alternating torque (Nm) including influencing


factors (frequency, temperature, mean torque)
2.25 Vibration

▪ Permanently permissible power loss (W) including influencing factors (fre-


quency, temperature)
▪ Dynamic torsional stiffness (Nm/rad) including influencing factors (load,
frequency, temperature), if applicable
▪ Relative damping (ψ) including influencing factors (load, frequency, tem-
perature), if applicable
▪ Moment of inertia (kgm2) for all parts of the coupling
▪ Dynamic stiffness in radial, axial and angular direction
▪ Permissible relative motions in radial, axial and angular direction, perma-
nent and maximum
▪ Maximum permissible torque which can be transferred through a get-
you-home-device/torque limiter if foreseen

Clutch coupling
▪ Make, size and type
▪ Rated torque (Nm)
▪ Permissible maximum torque (Nm)
▪ Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)
▪ Dynamic torsional stiffness (Nm/rad)
▪ Damping factor
▪ Moments of inertia for the operation conditions, clutched and declutched
▪ Course of torque versus time during clutching in
▪ Permissible slip time (s)
▪ Slip torque (Nm)
▪ Maximum permissible engagement speed (rpm)

Gearbox
▪ Make and type
▪ Torsional multi mass system including the moments of inertia and the
torsional stiffness, preferably related to the individual speed; in case of
related figures, specification of the relation speed is needed
▪ Gear ratios (number of teeth, speeds)
▪ Possible operating conditions (different gear ratios, clutch couplings)
2 Engine and operation

▪ Permissible alternating torques in the gear meshes

Shaft line
▪ Drawing including all information about length and diameter of the shaft
sections as well as the material
2014-08-26 - 3.2

▪ Alternatively torsional stiffness (Nm/rad)

Propeller
▪ Kind of propeller (fixed pitch or controllable pitch propeller
▪ Moment of inertia in air (kgm2)

136 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

▪ Moment of inertia in water (kgm2); for controllable pitch propellers also in


dependence on pitch; for twin-engine plants separately for single- and

2.25 Vibration
twin-engine operation
▪ Relation between load and pitch
▪ Number of blades
▪ Diameter (mm)
▪ Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency

Pump
▪ Kind of pump (e. g. dredging pump)
▪ Drawing of the pump shaft with all lengths and diameters
▪ Alternatively, torsional stiffness (Nm/rad)
▪ Moment of inertia in air (kgm2)
▪ Moment of inertia in operation (kgm2) under consideration of the con-
veyed medium
▪ Number of blades
▪ Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency
▪ Power consumption curve

Alternator for diesel-electric plants


▪ Drawing of the alternator shaft with all lengths and diameters
▪ Alternatively, torsional stiffness (Nm/rad)
▪ Moment of inertia of the parts mounted to the shaft (kgm2)
▪ Electrical output (kVA) including power factor cos φ and efficiency
▪ Or mechanical output (kW)
▪ Complex synchronizing coefficients for idling and full load in dependence
on frequency, reference torque
▪ Island or parallel mode
▪ Load profile (e. g. load steps)
▪ Frequency fluctuation of the net

Alternator for diesel-mechanical parts (e. g. PTO/PTH)


▪ Drawing of the alternator shaft with all lengths and diameters
2 Engine and operation

▪ Torsional stiffness, if available


▪ Moment of inertia of the parts mounted to the shaft (kgm2)
▪ Electrical output (kVA) including power factor cos φ and efficiency
▪ Or mechanical output (kW)
2014-08-26 - 3.2

▪ Complex synchronizing coefficients for idling and full load in dependence


on frequency, reference torque

Secondary power take-off


▪ Kind of working machine
▪ Kind of drive

32/40, Project Guide – Marine, EN 137 (433)


2 MAN Diesel & Turbo

▪ Operational mode, operation speed range


2.26 Requirements for power drive connection (static)

▪ Power consumption
▪ Drawing of the shafts with all lengths and diameters
▪ Alternatively, torsional stiffness (Nm/rad)
▪ Moments of inertia (kgm2)
▪ Possible torsional excitation in size and frequency in dependence on load
and speed

2.26 Requirements for power drive connection (static)

Limit values of masses to be coupled after the engine


Evaluation of permissible
theoretical bearing loads

Figure 47: Case A: Overhung arrangement


2 Engine and operation

Figure 48: Case B: Rigid coupling

Mmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1)/l

F1 Theoretical bearing force at the external engine bearing


2014-08-26 - 3.2

F2 Theoretical bearing force at the alternator bearing

F3 Flywheel weight

F4 Coupling weight acting on the engine, including reset forces

F5 Rotor weight of the alternator

138 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

a Distance between end of coupling flange and centre of outer crankshaft bearing

2.26 Requirements for power drive connection (static)


l Distance between centre of outer crankshaft bearing and alternator bearing

Engine Distance a Case A Case B


Mmax = F * a F1 max
mm kNm kN
L engine 335 13.5 1) 55

V engine 335 25.0 ¹⁾ 100


1)
Inclusive of couples resulting from restoring forces of the coupling.
Table 84: Example calculation case A and B

Distance between engine seating surface and crankshaft centre line:


▪ L engine: 530 mm
▪ V engine: 580 mm
Note!
Changes may be necessary as a result of the torsional vibration calculation
or special service conditions.

Note!
Masses which are connected downstream of the engine in the case of an
overhung or rigidly coupled, arrangement result in additional crankshaft
bending stress, which is mirrored in a measured web deflection during
engine installation.
Provided the limit values for the masses to be coupled downstream of the
engine (permissible values for Mmax and F1max) are complied with, the permit-
ted web deflections will not be exceeded during assembly.
Observing these values ensures a sufficiently long operating time before a
realignment of the crankshaft has to be carried out.

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 139 (433)


2 MAN Diesel & Turbo
2.27 Requirements for power drive connection (dynamic)

2.27 Requirements for power drive connection (dynamic)

2.27.1 Moments of inertia – Engine, damper, flywheel

Propeller operation (CPP)

Marine main engines


Engine Needed mini- Plant
mum total
No. of Maximum Moment of iner- Moment of Mass of fly- moment of iner- Required minimum
cylinders continuous tia engine + inertia flywheel wheel tia1) additional moment of
rating damper inertia after flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 720 rpm

6L 3,000 512 611 1,729 660 -

7L 3,500 587 770

8L 4,000 635 880

9L 4,500 654 990

12V 6,000 861 611 1,729 1,319 -

14V 7,000 950 1,539

16V 8,000 1,037 1,759 111

18V 9,000 1,126 1,979 242

n = 750 rpm

6L 3,000 512 611 1,729 608 -

7L 3,500 587 709

8L 4,000 635 811

9L 4,500 654 912

12V 6,000 861 611 1,729 1,216 -

14V 7,000 950 1,419


2 Engine and operation

16V 8,000 1,037 1,621

18V 9,000 1,126 1,824 87


1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
2014-08-26 - 3.2

Table 85: Moments of inertia for marine main engine – Engine, damper, flywheel

For flywheels dimensions see section Power transmission, Page 147.

140 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Constant speed

2.27 Requirements for power drive connection (dynamic)


Marine main engine
Engine Needed mini- Plant
mum total
No. of cylinders Maximum con- Moment of Moment of Mass of fly- Cyclic irregu- moment of Required min-
tinuous rating inertia engine inertia fly- wheel larity inertia1) imum addi-
+ damper wheel tional moment
of inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] - [kgm2] [kgm2]
n = 720 rpm

6L 3,000 512 877 2,446 404 1,475 86

7L0 3,500 587 299 1,720 256

8L 4,000 635 441 1,966 454

9L 4,500 654 596 2,212 681

12V 6,000 861 1,071 2,950 958 2,949 1,017

14V 7,000 950 1,294 3,440 1,419

16V 8,000 1,037 6,211 3,932 1,824

18V 9,000 1,126 2,794 4,423 2,226

n = 750 rpm

6L 3,000 512 877 2,446 468 1,359 -

7L 3,500 587 308 1,586 122

8L 4,000 635 456 1,812 300

9L 4,500 654 607 2,038 507

12V 6,000 861 1,071 2,950 1,073 2,718 786

14V 7,000 950 1,315 3,171 1,150

16V 8,000 1,037 5,763 3,624 1,516

18V 9,000 1,126 2,822 4,076 1,879


1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2 Engine and operation

2)
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
Table 86: Moments of inertia for diesel-electric plants – Engine, damper, flywheel

For flywheels dimensions see section Power transmission, Page 147.


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 141 (433)


2 MAN Diesel & Turbo
2.27 Requirements for power drive connection (dynamic)

2.27.2 Balancing of masses – Firing order

L engine
Rotating crank balance: 100 %

Engine speed 720/750 rpm


Static reduced rotating mass per crank 0.5 kg
including counterweights and rotating
portion of connecting rod (for a crank
radius r = 200 mm)
Oscillating mass per cylinder 175.6 kg
Connecting rod ratio 0.204
Distance between cylinder centerlines 530 mm

No. of cylin- Firing Residual external couples


ders order
Mrot (kNm) Mosc 1st order (kNm) Mosc 2nd order (kNm)
Engine speed (rpm) 750 720 750 720 750 720
6L A 0 0 0 0 0

7L A 0.09 0.08 30.7 28.3 23.6 21.7

8L B 0 0 0 0 0

9L B 0.04 14.5 13.4 36.9 34.0


Table 87: Residual external couples

For engines of type L engine the external mass forces are equal to zero.
Firing order: Counted from
coupling side
No. of cylin- Firing order Clockwise rotation Counter clockwise rotation
ders
6 A 1-3-5-6-4-2 1-2-4-6-5-3

7 A 1-2-4-6-7-5-3 1-3-5-7-6-4-2

8 B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4

9 B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6
Table 88: Firing order L engine
2 Engine and operation

V engine
Rotating crank balance: 100 %

Engine speed 720/750 rpm


2014-08-26 - 3.2

Static reduced rotating mass per crank 1.0 kg


including counterweights and rotating
portion of connecting rod (referred to
crank radius r = 200 mm)
Oscillating mass per cylinder 175.6 kg

142 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Connecting rod ratio 0.204

2.27 Requirements for power drive connection (dynamic)


Distance between cylinder centerlines 630 mm
Vee angle 45°

No. of cylin- Firing Residual external couples


ders order
Mrot (kNm) Mosc 1st order (kNm) Mosc 2nd order (kNm)
Engine speed (rpm) 750 720 750 720 750 720
vertical hori- vertical hori- vertical hori- vertical hori-
zontal zontal zontal zontal

12V A 0 0 0 0 0 0 0 0 0

14V A 0.21 0.19 62.3 10.7 57.4 9.9 36.6 15.2 33.7 14.0

16V B 0 0 0 0 0 0 0 0 0

18V A 0.15 0.14 45.1 7.7 41.6 7.1 19.9 8.3 18.3 7.6
Table 89: Residual external couples

For engines of type V engine the external mass forces are equal to zero.
Firing order: Counted from
coupling side
No. of Firing order Clockwise rotation Counter clockwise rotation
cylinders
12 A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-B2 A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-B1

14 A A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B5-A3-B3 B2-A2-B1

16 B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B5-A2-B2-A3-B3 B7-A7-B4-A4-B1

18 A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B8-A6-B6-A4-B4-A2-B2 B7-A7-B5-A5-B3-A3-B1
Table 90: Firing order V engine

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 143 (433)


2 MAN Diesel & Turbo
2.27 Requirements for power drive connection (dynamic)

2.27.3 Static torque fluctuation

General
The static torque fluctuation is the summationtaking into account the correct
phase-angles of the torques acting at all cranks around the crankshaft axis.
These torques are created by the gas and mass forces acting at the crank-
pins, with the crank radius being used as the lever see paragraph Static tor-
que fluctuation and exciting frequencies in this section. An absolutely rigid
crankshaft is assumed. The values Tmax and Tmin listed in the following
tables represent a measure for the reaction forces occurring at the founda-
tion of the engine see figure Static torque fluctuation in this section. The
static values listed in the tables below in each individual case a dynamic
magnification which is dependent upon the characteristics of the foundation
(design and material thicknesses in way of the foundation, type of chocking).
The reaction forces generated by the torque fluctuation are the most impor-
tant excitations transmitted into the foundation in the case of a rigidly or
semi-resiliently mounted engine. Their frequency is dependent upon speed
and cylinder number, and is also listed in the tables of the examples.
In order to avoid local vibration excitations in the vessel, it must be ensured
that the natural frequencies of important part structures (e. g. panels, bulk-
heads, tank walls and decks, equipment and its foundation, pipe systems)
have a sufficient safety margin (if possible ±30 %) in relation to this main exci-
tation frequency.
2 Engine and operation

Figure 49: Static torque fluctuation


2014-08-26 - 3.2

L Distance between foundation bolts


z Number of cylinders

144 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Static torque fluctuation and exciting frequencies

2.27 Requirements for power drive connection (dynamic)


L engine (GenSet, CPP) –
Example to declare
abbreviations

Figure 50: Example to declare abbreviations – L engine

No. of Output Speed Tn Tmax Tmin Main exciting components1)


cylinders
Order Frequency ±T
kW rpm kNm kNm kNm - Hz kNm
6L 3,000 720 39.8 96.1 –9.1 3.0 36.0 42.2
6.0 72.0 18.9

7L 3,500 46.4 130.8 –24.4 3.5 42.0 75.2


7.0 84.0 12.2

8L 4,000 53.1 125.5 –9.2 4.0 48.0 65.5


8.0 96.0 6.6

9L 4,500 59.7 125.6 1.8 4.5 54.0 61.1


9.0 108.0 3.3
2 Engine and operation

6L 3,000 750 38.2 89.1 –6.4 3.0 37.5 38.0


6.0 75.0 18.8

7L 3,500 44.6 126.9 –23.8 3.5 43.75 74.0


7.0 87.5 12.1
2014-08-26 - 3.2

8L 4,000 50.9 121.3 –8.9 4.0 50.0 64.3


8.0 100.0 6.7

9L 4,500 57.3 121.8 1.1 4.5 56.25 60.4


9.0 112.5 3.4
1)
Exciting frequency of the main harmonic components.
Table 91: Static torque fluctuation and exciting frequency – L engine

32/40, Project Guide – Marine, EN 145 (433)


2 MAN Diesel & Turbo

V engine (GenSet, CPP) –


2.27 Requirements for power drive connection (dynamic)

Example to declare
abbreviations

Figure 51: Example to declare abbreviation – V engine

No. of Output Speed Tn Tmax Tmin Main exciting components


cylinders
Order Frequency1) ±T
kW rpm kNm kNm kNm rpm Hz -
12V 6,000 720 79.6 133.8 31.5 3.0 36.0 32.5
6.0 72.0 26.8

14V 7,000 92.8 135.5 45.6 3.5 42.0 29.4


7.0 84.0 22.3

16V 8,000 106.1 122.8 87.6 4.0 48.0 0


8.0 96.0 13.3

18V 9,000 119.4 140.1 86.7 4.5 54.0 23.8


9.0 108.0 6.1

12V 6,000 750 76.4 127.3 32.9 3.0 37.5 29.2


6.0 75.0 26.7
2 Engine and operation

14V 7,000 89.1 132.8 42.6 3.5 43.75 29.0


7.0 87.5 22.3

16V 8,000 101.9 120.5 82.6 4.0 50.0 0


8.0 100.0 13.5
2014-08-26 - 3.2

18V 9,000 114.6 137.4 81.7 4.5 56.25 23.6


9.0 112.5 6.3
1)
Exciting frequency of the main harmonic components.
Table 92: Static torque fluctuation and exciting frequency – V engine

146 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.28 Power transmission


2.28 Power transmission

2.28.1 Flywheel arrangement

Flywheel with flexible coupling


Propeller operation

Figure 52: Flywheel with flexible coupling – L engine

No. of cylinders A1) E1) Fmin Fmax No. of through bolts No. of fitted bolts
mm
2 Engine and operation

6L 1,657 432 110 220 18 2

7L 1,692 467 115 235 20

8L 1,692 467 115 235 22


2014-08-26 - 3.2

9L 1,712 487 125 225


1)
With rigid mounting.
Table 93: Flywheel with flexible coupling – L engine

32/40, Project Guide – Marine, EN 147 (433)


2 MAN Diesel & Turbo

Use for project purposes The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
2.28 Power transmission

only! will produce a contract specific flywheel/coupling/driven machine arrange-


ment drawing giving all necessary installation dimensions. Final dimensions of
flywheel and flexible coupling will result from clarification of technical details
of drive and from the result of the torsional vibration calculation. Flywheel
diameter must not be changed!

Figure 53: Flywheel with flexible coupling – V engine

No. of cylinders A1) E1) Fmin Fmax No. of through bolts No. of fitted bolts
mm
12V 1,657 422 135 275 22 2
2 Engine and operation

14V 1,717 492 145 295

16V 1,737 512 160 320

18V
2014-08-26 - 3.2

1)
With rigid mounting.

Use for project purposes The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
only! will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions of

148 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

flywheel and flexible coupling will result from clarification of technical details

2.28 Power transmission


of drive and from the result of the torsional vibration calculation. Flywheel
diameter must not be changed!

Flywheel arrangement with single bearing alternator


Diesel-electric plant

Figure 54: Arrangement of flywheel with single bearing alternator – L engine

No. of cylinders A C D No. of through bolts No. of fitted bolts


mm
6L 1,225 135 155 22 2
2 Engine and operation

7L 1,340 250 270 20

8L 22

9L 22

Use for project purposes The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
2014-08-26 - 3.2

only! will produce a contract specific flywheel/coupling/driven machine arrange-


ment drawing giving all necessary installation dimensions. Final dimensions of
flywheel and flexible coupling will result from clarification of technical details
of drive and from the result of the torsional vibration calculation. Flywheel
diameter must not be changed!

32/40, Project Guide – Marine, EN 149 (433)


2 MAN Diesel & Turbo
2.28 Power transmission

Figure 55: Arrangement of flywheel with single bearing alternator – V engine

No. of cylinders No. of through bolts No. of fitted bolts


12V 20 4

14V
Table 94: Dimensions – V engine

Use for project purposes The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
only! will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions of
flywheel and flexible coupling will result from clarification of technical details
of drive and from the result of the torsional vibration calculation. Flywheel
diameter must not be changed!
2 Engine and operation

2014-08-26 - 3.2

150 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Flywheel arrangement with flexible coupling for two-bearing alternator

2.28 Power transmission


Diesel-electric plant

Figure 56: Flywheel with flexible coupling for two-bearing alternator – L engine

No. of A1) C D E1) Fmin Fmax No. of No. of


cylinders through fitted
mm bolts bolts
6L 1,657 135 155 432 110 220 18 2

7L 1,807 250 270 487 115 235 20

8L 1,827 115 235 22

9L 125 225 22
2 Engine and operation

1)
With rigid mounting.

Use for project purposes The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
only! will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions of
2014-08-26 - 3.2

flywheel and flexible coupling will result from clarification of technical details
of drive and from the result of the torsional vibration calculation. Flywheel
diameter must not be changed!

32/40, Project Guide – Marine, EN 151 (433)


2 MAN Diesel & Turbo
2.28 Power transmission

Figure 57: Flywheel with flexible coupling for two-bearing alternator – V engine

No. of A1) E1) Fmin Fmax No. of No. of fit-


cylinders through ted bolts
mm bolts
12V 1,762 422 135 275 22 -

14V 1,832 492 145 295 2

16V 1,852 512 160 320

18V
1)
With rigid mounting.

Use for project purposes The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
2 Engine and operation

only! will produce a contract specific flywheel/coupling/driven machine arrange-


ment drawing giving all necessary installation dimensions. Final dimensions of
flywheel and flexible coupling will result from clarification of technical details
of drive and from the result of the torsional vibration calculation. Flywheel
diameter must not be changed!
2014-08-26 - 3.2

152 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Flywheel arrangement coupling and gearbox

2.28 Power transmission


Figure 58: Example for an arrangement of flywheel, coupling and gearbox – L engine, V engine

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 153 (433)


2 MAN Diesel & Turbo

Flywheel arrangement coupling and alternator


2.28 Power transmission

Figure 59: Example for an arrangement of flywheel, coupling and alternator – L engine, V engine
2 Engine and operation

2014-08-26 - 3.2

154 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.29 Arrangement of attached pumps


2.29 Arrangement of attached pumps

2 Engine and operation


2014-08-26 - 3.2

Figure 60: Attached pumps L engine

32/40, Project Guide – Marine, EN 155 (433)


2 MAN Diesel & Turbo
2.29 Arrangement of attached pumps
2 Engine and operation

2014-08-26 - 3.2

Figure 61: Attached pumps V engine

156 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.30 Foundation
2.30 Foundation

2.30.1 General requirements for engine foundation

Plate thicknesses
The stated material dimensions are recommendations, calculated for steel
plates. Thicknesses smaller than these should not be allowed. When using
other materials (e.g. aluminium), a sufficient margin has to be added.

Top plates
Before or after having been welded in place, the bearing surfaces should be
machined and freed from rolling scale. Surface finish corresponding to Ra
3.2 peak-to-valley roughness in the area of the chocks.
The thickness given is the finished size after machining.
Downward inclination outwards, not exceeding 0.7 %.
Prior to fitting the chocks, clean the bearing surfaces from dirt and rust that
may have formed: After the drilling of the foundation bolt holes, spotface the
lower contact face normal to the bolt hole.

Foundation girders
The distance of the inner girders must be observed. We recommend that the
distance of the outer girders (only required for larger types) also be observed.
The girders must be aligned exactly above and underneath the tank top.

Floor plates
No manholes are permitted in the floor plates in the area of the box-shaped
foundation. Welding is to be carried out through the manholes in the outer
girders.

Top plate supporting


Provide support in the area of the frames from the nearest girder below.
2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 157 (433)


2 MAN Diesel & Turbo
2.30 Foundation

2.30.2 Rigid seating

L engine
Recommended configuration
of foundation
2 Engine and operation

Figure 62: Recommended configuration of foundation L engine


2014-08-26 - 3.2

158 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.30 Foundation
2 Engine and operation
2014-08-26 - 3.2

Figure 63: Recommended configuration of foundation L engine – Number of bolts

32/40, Project Guide – Marine, EN 159 (433)


2 MAN Diesel & Turbo

Arrangement of foundation
2.30 Foundation

bolt holes
2 Engine and operation

2014-08-26 - 3.2

Figure 64: Arrangement of foundation bolt holes L engine

Two fitted bolts have to be provided either on starboard side or portside.


In any case they have to be positioned on the coupling side.
Number and position of the stoppers have to be provided according to the
figure above.

160 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

V engine

2.30 Foundation
Recommended configuration
of foundation

Figure 65: Recommended configuration of foundation V engine


2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 161 (433)


2 MAN Diesel & Turbo
2.30 Foundation
2 Engine and operation

Figure 66: Recommended configuration of foundation V engine – Number of bolts


2014-08-26 - 3.2

162 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Arrangement of foundation

2.30 Foundation
bolt holes

2 Engine and operation


2014-08-26 - 3.2

Figure 67: Arrangement of the foundation bolt holes V engine

Two fitted bolts have to be provided either on starboard side or portside.


In any case they have to be positioned on the coupling side.

32/40, Project Guide – Marine, EN 163 (433)


2 MAN Diesel & Turbo

Number and position of the stoppers have to be provided according to the


2.30 Foundation

figure above.

2.30.3 Chocking with synthetic resin


Most classification societies permit the use of the following synthetic resins
for chocking diesel engines:
▪ Chockfast Orange
(Philadelphia Resins Corp. U.S.A)
▪ Epocast 36
(H.A. Springer, Kiel)
MAN Diesel & Turbo accepts engines being chocked with synthetic resin
provided:
▪ If processing is done by authorised agents of the above companies.
▪ If the classification society responsible has approved the synthetic resin
to be used for a unit pressure (engine weight + foundation bolt preload-
ing) of 450 N/cm2 and a chock temperature of at least 80 °C.
The loaded area of the chocks must be dimensioned in a way, that the pres-
sure effected by the engines dead weight does not exceed 70 N/cm2
(requirement of some classification societies).
The pre-tensioning force of the foundation bolts was chosen so that the per-
missible total surface area load of 450 N/cm2 is not exceeded. This will
ensure that the horizontal thrust resulting from the mass forces is safely
transmitted by the chocks.
The shipyard is responsible for the execution and must also grant the war-
ranty.
Tightening of the foundation bolts only permissible with hydraulic tensioning
device. The point of application of force is the end of the thread with a length
of 85 mm. Nuts definitely must not be tightened with hook spanner and ham-
mer, even for later inspections.
2 Engine and operation

2014-08-26 - 3.2

164 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

Tightening of foundation bolts

2.30 Foundation
Figure 68: Hydraulic tension device

Hydraulic tension device


Tool number - 009.664
030.538

Piston area cm² 41.09 cm²

Maximum pump pressure bar 1,000

Pretensioning force kN 411


Table 95: Hydraulic tension device

The tensioning tools with tensioning nut and pressure sleeve are included in
the standard scope of supply of tools for the engine
Pretensioning force L engine V engine

Pretensioning forcer kN 261 190


2 Engine and operation

Pump pressure required bar 775 565

Setting allowance % 20 20

Calculated screw elongation mm 0.54 0.49

Utilization of yield point % 61 54


2014-08-26 - 3.2

Table 96: Pretensioning force

32/40, Project Guide – Marine, EN 165 (433)


2 MAN Diesel & Turbo
2.30 Foundation
2 Engine and operation

Figure 69: Chocking with synthetic resin L engine


2014-08-26 - 3.2

Engine weight t
6 cylinder 38

7 cylinder 43

8 cylinder 47

9 cylinder 52

166 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.30 Foundation
2 Engine and operation
2014-08-26 - 3.2

Figure 70: Chocking with synthetic resin V engine

32/40, Project Guide – Marine, EN 167 (433)


2 MAN Diesel & Turbo
2.30 Foundation

2.30.4 Resilient seating

General
The vibration of the engine causes dynamic effects on the foundation.
These effects are attributed to the pulsating reaction forces due to the fluctu-
ating torque. Additionally, in engines with certain cylinder numbers these
effects are increased by unbalanced forces and couples brought about by
rotating or reciprocating masses which – Considering their vector sum – Do
not equate to zero.
The direct resilient support makes it possible to keep the foundation practi-
cally free from the dynamic forces, which are generated by every reciprocat-
ing engine and may have harmful effects on the environment of the engines
under adverse conditions.
Therefore MAN Diesel & Turbo offers the resilient mounting to increase the
comfort.
Conical mounting system The conical mounting system is a special design for merchant ships.
The mounting system is characterised by natural frequencies of the resiliently
supported engine being lower than approx. 18 Hz, so that they are below
those of the pulsating disturbing variables.
The appropriate design of the resilient support will be selected in accordance
with the demands of the customer, i.e. it will be adjusted to the special
requirements of each plant.
The supporting elements will be connected directly to the engine feet by spe-
cial brackets.
The number, rubber hardness and distribution of the supporting elements
depend on:
▪ The weight of the engine
▪ The centre of gravity of the engine
▪ The desired natural frequencies
Where resilient mounting is applied, the following has to be taken into con-
sideration when designing a propulsion plant:
▪ Between the resiliently mounted engine and the rigidly mounted gearbox
or alternator, a flexible coupling with minimum axial and radial elastic
forces and large axial and radial displacement capacities must be provi-
ded.
▪ The pipes to and from the engine must be of highly flexible type.
2 Engine and operation

▪ In order to achieve a good structure-borne sound isolation, the lower


brackets used to connect the supporting elements with the ship's foun-
dation are to be fitted at sufficiently rigid points of the foundation. Influen-
ces of the foundation's stiffness on the natural frequencies of the resilient
support will not be considered.

2014-08-26 - 3.2

The yard must specify with which inclination related to the plane keel the
engine will be installed in the ship. When calculating the resilient mount-
ing system, it has to be checked whether the desired inclination can be
realised without special measures. Additional measures always result in
additional costs.

168 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.30 Foundation
2.30.5 Recommended configuration of foundation

2 Engine and operation


2014-08-26 - 3.2

Figure 71: Recommended configuration of foundation L engine – Resilient seating

32/40, Project Guide – Marine, EN 169 (433)


2 MAN Diesel & Turbo
2.30 Foundation

Figure 72: Recommended configuration of foundation V engine – Resilient seating


2 Engine and operation

2014-08-26 - 3.2

170 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.30 Foundation
2 Engine and operation
2014-08-26 - 3.2

Figure 73: Recommended configuration of foundation L engine – Resilient seating

32/40, Project Guide – Marine, EN 171 (433)


2 MAN Diesel & Turbo
2.30 Foundation
2 Engine and operation

2014-08-26 - 3.2

Figure 74: Recommended configuration of foundation V engine – Resilient seating

172 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.30 Foundation

Figure 75: Resilient mounting layout example L engine


2 Engine and operation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 173 (433)


2 MAN Diesel & Turbo
2.30 Foundation
2 Engine and operation

Figure 76: Resilient mounting layout example V engine


2014-08-26 - 3.2

174 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.30 Foundation
2 Engine and operation
2014-08-26 - 3.2

Figure 77: Resilient mounting conical mounts L engine

32/40, Project Guide – Marine, EN 175 (433)


2 MAN Diesel & Turbo
2.30 Foundation
2 Engine and operation

2014-08-26 - 3.2

Figure 78: Resilient mounting conical mounts V engine

176 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 2

2.30 Foundation
2.30.6 Engine alignment
The alignment of the engine to the attached power train is crucial for trouble-
free operation.
Dependent on the plant installation influencing factors on the alignment might
be:
▪ Thermal expansion of the foundations
▪ Thermal expansion of the engine, alternator or the gearbox
▪ Thermal expansion of the rubber elements in the case of resilient mount-
ing
▪ The settling behaviour of the resilient mounting
▪ Shaft misalignment under pressure
▪ Necessary axial pre-tensioning of the flex-coupling
Therefore take care that a special alignment calculation, resulting in align-
ment tolerance limits will be carried out.
Follow the relevant working instructions of this specific engine type. Align-
ment tolerance limits must not be exceeded.

2 Engine and operation


2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 177 (433)


MAN Diesel & Turbo 3

3 Engine automation

3.1 SaCoSone system overview


3.1 SaCoSone system overview

1 Control Unit 2 Local Operating Panel


3 System Bus 4 Interface Cabinet
5 Auxiliary Cabinet 6 Remote Operating Panel
(optional)

Figure 79: SaCoSone system overview


The monitoring and safety system SaCoSone is responsible for complete
engine operation, control, alarming and safety. All sensors and operating
devices are wired to the engine-attached units. The interface to the plant is
done by means of an Interface Cabinet.
During engine installation, only the bus connections, the power supply and
safety-related signal cables between the Control Unit, Injection Unit and the
Interface/Auxiliary Cabinet are to be laid, as well as connections to external
modules, electrical motors on the engine and parts on site.
The SaCoSone design is based on highly reliable and approved components
as well as modules specially designed for installation on medium speed
engines. The used components are harmonized to an homogenous system.
The system has already been tested and parameterised in the factory.

SaCoSone Control Unit


3 Engine automation

The Control Unit is attached to the engine cushioned against any vibration. It
includes two identical, highly integrated Control Modules: one for safety func-
tions and the other one for engine control and alarming.
2014-08-26 - 3.2

The modules work independently of each other and collect engine measuring
data by means of separate sensors.

32/40, Project Guide – Marine, EN 179 (433)


3 MAN Diesel & Turbo
3.1 SaCoSone system overview

Figure 80: SaCoSone Control Unit

Local Operating Panel


The engine is equipped with a Local Operating Panel cushioned against
vibration. This panel is equipped with a TFT display for visualisation of all
engine operating and measuring data. At the Local Operating Panel the
engine can be fully operated. Additional hardwired switches are available for
relevant functions.
Propulsion engines are equipped with a backup display as shown on top of
the Local Operating Panel. Generator engines are not equipped with this
backup display.
3 Engine automation

2014-08-26 - 3.2

180 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

3.1 SaCoSone system overview


Figure 81: Local Operating Panel

Interface Cabinet
The Interface Cabinet is the interface between the engine electronics and the
plant control. It is the central connecting point for 24 V DC power supply to
the engine from the plant/vessel’s power distribution.
Besides, it connects the engine safety and control system with the power
management, the propulsion control system and other periphery parts.
The supply of the SaCoSone subsystems is done by the Interface Cabinet.
The Interface Cabinet also includes the starter for the engine-attached cylin-
der lube oil pump, the valve seat lube oil pump and the temperature control
valves.

3 Engine automation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 181 (433)


3 MAN Diesel & Turbo
3.1 SaCoSone system overview

Figure 82: Interface Cabinet

Auxiliary Cabinet
The Auxiliary Cabinet is the central connection for the 400 V AC power sup-
ply to the engine from the plant/vessel’s power distribution. It includes the
starters for the engine-attached cylinder lube oil pump(s), the temperature
control valves and the driver unit for the fuel rack actuator.
3 Engine automation

Figure 83: Auxiliary Cabinet

Remote Operating Panel (optional)


2014-08-26 - 3.2

The Remote Operating Panel serves for engine operation from a control
room. The Remote Operating Panel has the same functions as the Local
Operating Panel.
From this operating device it is possible to transfer the engine operation
functions to a superior automatic system (propulsion control system, power
management).

182 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

In plants with integrated automation systems, this panel can be replaced by

3.1 SaCoSone system overview


IAS.
The panel can be delivered as loose supply for installation in the control room
desk or integrated in the front door of the Interface Cabinet.

Figure 84: Remote Operating Panel (optional)

VIT Cabinet
The L32/40 is equipped with VIT (variable injection timing) which reduces
emissions during part load operation. The VIT changes the point of injection
depending on load or fuel rack position. Injection timing is adjusted by
advancing or retarding the point of injection by turning the injection shaft.

SaCoSone system Bus


The SaCoSone system bus connects all system modules. This redundant field
bus system provides the basis of data exchange between the modules and
allows the takeover of redundant measuring values from other modules in
case of a sensor failure.
SaCoSone is connected to the plant by the Gateway Module. This module is
3 Engine automation

equipped with decentral input and output channels as well as with different
interfaces for connection to the plant/ship automation, the Remote Operating
Panel and the online service.
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 183 (433)


3 MAN Diesel & Turbo
3.1 SaCoSone system overview

Figure 85: SaCoSone System Bus


3 Engine automation

2014-08-26 - 3.2

184 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

3.2 Power supply and distribution


3.2 Power supply and distribution
The plant has to provide electric power for the automation and monitoring
system. In general an uninterrupted 24 V DC power supply is required for
SaCoSone.
An uniterruptible power supply for the speed governor must also be provi-
ded. In case of electronic speed governor with mechanical backup (PGA-EG
or PGG-EG) an uninterruptible 24 V DC power supply is required.
For supply of the electronic fuel actuator (EM80/EM300) an uninterruptible
230 V AC distribution must be provided.

3 Engine automation
2014-08-26 - 3.2

Figure 86: Supply diagram for engines equipped with PGA-EG or PGG-EG

32/40, Project Guide – Marine, EN 185 (433)


3 MAN Diesel & Turbo
3.2 Power supply and distribution

Figure 87: Supply diagram for engines equipped with EM80/EM300

Galvanic isolation
It is important that at least one of the two 24 V DC power supplies per
engine is foreseen as isolated unit with earth fault monitoring to improve the
localisation of possible earth faults. This isolated unit can either be the UPS-
buffered 24 V DC power supply or the 24 V DC power supply without UPS.
Example:
The following overviews shows the exemplary layout for a plant consisting of
four engines. In this example the 24 V DC power supply without UPS is the
isolated unit. The UPS-buffered 24 V DC power supply is used for several
engines. In this case there must be the possibility to disconnect the UPS
from each engine (e.g. via double-pole circuit breaker) for earth fault detec-
tion.
3 Engine automation

2014-08-26 - 3.2

186 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

3.2 Power supply and distribution


Figure 88: Wrong installation of the 24 V DC power supplies

3 Engine automation
2014-08-26 - 3.2

Figure 89: Correct installation of the 24 V DC power supplies

32/40, Project Guide – Marine, EN 187 (433)


3 MAN Diesel & Turbo

Required power supplies


3.3 Operation

Voltage Consumer Notes


24 V DC SaCoSone All SaCoSone components in the Interface
Cabinet and on the engine

230 V 50/60 Hz SaCoSone Interface Cabinet Cabinet illumination, socket, anticondensa-


tion heater

230 V 50/60 Hz SaCoSone Auxiliary Cabinet Cabinet illumination, socket, anticondensa-


tion heater

440 V 50/60 Hz SaCoSone Auxiliary Cabinet Power supply for consumers on engine (e.g.
cylinder lubricator)
Table 97: Required power supplies

3.3 Operation

Control Station Changeover


The operation and control can be done from both operating panels. Selec-
tion and activation of the control stations is possible at the Local Operating
Panel. The operating rights can be handed over from the Remote Operating
Panel to another Remote Operating Panel or to an external automatic sys-
tem. Therefore a handshake is necessary. For applications with Integrated
Automation Systems (IAS) also the functionality of the Remote Operating
Panel can be taken over by the IAS.
On the screen displays, all the measuring points acquired by means of
SaCoSone can be shown in clearly arranged drawings and figures. It is not
necessary to install additional speed indicators separately.

Speed setting
In case of operating with one of the SaCoSone panels, the engine speed set-
ting is carried out manually by a decrease/increase switch button. If the oper-
ation is controlled by an external system, the speed setting can be done
either by means of binary contacts (e.g. for synchronisation) or by an active
4 – 20 mA analogue signal alternatively. The signal type for this is to be
defined in the project planning period.

Operating modes
3 Engine automation

For alternator applications:


▪ Droop (5-percent speed increase between nominal load and no load)
For propulsion engines:
▪ Isochronous
2014-08-26 - 3.2

▪ Master/Slave Operation for operation of two engines on one gear box


The operating mode is pre-selected via the SaCoSone interface and has to be
defined during the application period.
Details regarding special operating modes on request.

188 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

3.4 Functionality
Figure 90: Control station changeover

3.4 Functionality

Safety functions
The safety system monitors all operating data of the engine and initiates the
required actions, i.e. load reduction or engine shutdown, in case any limit val-
ues are exceeded. The safety system is separated into Control Module and
Gateway Module. The Control Module supervises the engine, while the Gate-
way Module examines all functions relevant for the security of the connected
plant components.
The system is designed to ensure that all functions are achieved in accord-
ance with the classification societies' requirements for marine main engines.
The safety system directly influences the emergency shut-down and the
speed control.
In addition to the provisions made to permit the internal initiation of demands,
binary and analogue channels have been provided for the initiation of safety
3 Engine automation

functions by external systems.


Load reduction After the exceeding of certain parameters the classification societies demand
a load reduction to 60%. The safety system supervises these parameters
2014-08-26 - 3.2

and requests a load reduction, if necessary. The load reduction has to be


carried out by an external system (IAS, PMS, PCS). For safety reasons,
SaCoSone will not reduce the load by itself.
Auto shutdown Auto shutdown is an engine shutdown initiated by any automatic supervision
of either engine internal parameters or above mentioned external control sys-
tems. If an engine shutdown is triggered by the safety system, the emer-
gency stop signal has an immediate effect on the emergency shutdown

32/40, Project Guide – Marine, EN 189 (433)


3 MAN Diesel & Turbo

device, and the speed control. At the same time the emergency stop is trig-
3.4 Functionality

gered, SaCoSone issues a signal resulting in the alternator switch to be


opened.
Emergency stop Emergency stop is an engine shutdown initiated by an operator's manual
action like pressing an emergency stop button.
Engine shutdown If an engine shutdown is triggered by the safety system, the emergency stop
signal has an immediate effect on the emergency shut-down device and the
speed control.
Override During operation, safety actions can be suppressed by the override function
for the most parameters. The override has to be activated preventively. The
scope of parameters prepared for override are different and depend to the
chosen classification society. The availability of the override function depends
on the application.

Alarming
The alarm function of SaCoSone supervises all necessary parameters and
generates alarms to indicate discrepancies when required. The alarm func-
tions are likewise separated into Control Module and Gateway Module. In the
Gateway Module the supervision of the connected external systems takes
place. The alarm functions are processed in an area completely independent
of the safety system area in the Gateway Module.

Self-monitoring
SaCoSone carries out independent self-monitoring functions. Thus, for exam-
ple the connected sensors are checked constantly for function and wire
break. In case of a fault SaCoSone reports the occurred malfunctions in single
system components via system alarms.

Speed control
The engine speed control is realised by software functions of the Control
Module/Alarm and the speed governor. Engine speed and crankshaft turn
angle indication is carried out by means of redundant pick ups at the gear
drive.
Load distribution – Multi With electronic governors, the load distribution is carried out by speed
engine and master/slave droop, isochronously by load sharing lines or Master/Slave Operation.
plants
Shutdown With electronic governors, the shut-down is effected by an electrical contact.
Load limit curves: ▪ Start fuel limiter
3 Engine automation

▪ Charge air pressure dependent fuel limiter


▪ Torque limiter
▪ Jump-rate limiter
2014-08-26 - 3.2

Note!
In the case of controllable pitch propeller (CPP) units with combinator mode,
the combinator curves must be sent to MAN Diesel & Turbo for assessment
in the design stage. If load control systems of the CPP-supplier are used, the
load control curve is to be sent to MAN Diesel & Turbo in order to check
whether it is below the load limit curve of the engine.

190 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

Overspeed protection

3.5 Interfaces
The engine speed is monitored in both Control Modules independently. In
case of overspeed each Control Module actuates the shutdown device by a
separate hardware channel.

Control
SaCoSone controls all engine-internal functions as well as external compo-
nents, for example:
Start/stop sequences ▪ Requests of lube oil and cooling water pumps.
▪ Monitoring of the prelubrication and post-cooling period.
▪ Monitoring of the acceleration period.
Control station switch-over Switch-over from local operation in the engine room to remote control from
the engine control room.

3.5 Interfaces

Data Bus Interface (Machinery Alarm System)


This interface serves for data exchange to ship alarm systems, Integrated
Automation Systems (IAS) or superior power plant operating systems.
The interface is actuated with MODBUS protocol and is available as:
▪ Ethernet interface (MODBUS over TCP) or as
▪ Serial interface (MODBUS RTU) RS422/RS485, Standard 5 wire with
electrical isolation (cable length ≤ 100 m).
Only if the Ethernet interface is used, the transfer of data can be handled with
timestamps from SaCoSone.
The status messages, alarms and safety actions, which are generated in the
system, can be transferred.
All measuring values acquired by SaCoSone are available for transfer.

Alternator Control
Hardwired interface, used for example for synchronisation, load indication,
etc.

Power Management
Hardwired interface, for remote start/stop, load setting, etc.
3 Engine automation

Propulsion Control System


Standardized hardwired interface including all signals for control and safety
2014-08-26 - 3.2

actions between SaCoSone and the propulsion control system.

Others
In addition, interfaces to auxiliary systems are available, such as:
▪ Nozzle cooling water module
▪ HT preheating unit

32/40, Project Guide – Marine, EN 191 (433)


3 MAN Diesel & Turbo

▪ Electric driven pumps for lube oil, HT and LT cooling water


3.6 Technical data

▪ Clutches
▪ Gearbox
▪ Propulsion control system
On request additional hard wired interfaces can be provided for special appli-
cations.

Cables – Scope of supply


The bus cables between engine and interface are scope of the MAN Diesel &
Turbo supply.
The control cables and power cables are not included in the scope of the
MAN Diesel & Turbo supply. This cabling has to be carried out by the cus-
tomer.

3.6 Technical data

Interface Cabinet
Design: ▪ Floor-standing cabinet
▪ Cable entries from below through cabinet base
▪ Accessible by front doors
▪ Doors with locks
▪ Opening angle: 90°
▪ MAN Diesel & Turbo standard color light grey (RAL7035)
▪ Weight: approx. 300 kg
▪ Ingress of protection: IP54
▪ Dimensions: 1,200 x 2,100 x 400 mm1) (preliminary)
1)
width x height x depth (including base)
Environmental Conditions ▪ Ambient air temperature: 0 °C to +55 °C
▪ Relative humidity: < 96 %
▪ Vibrations: < 0.7 g

Auxiliary Cabinet
Design: ▪ Floor-standing cabinet
▪ Cable entries from below
3 Engine automation

▪ Accessible by front doors


▪ Doors with locks
▪ Opening angle: 90°

2014-08-26 - 3.2

Standard colour light grey (RAL7035)


▪ Weight: app. 300 kg
▪ Ingress of protection: IP54
▪ Dimensions: 1,200 x 2,100 x 400 mm1)
1)
width x height x depth (including base)

192 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

Environmental Conditions ▪ Ambient air temperature: 0 °C to +55 °C

3.6 Technical data


▪ Relative humidity: < 96 %
▪ Vibrations: < 0.7 g

Remote Operating Panel (optional)


Design ▪ Panel for control desk installation with 3 m cable to terminal bar for
installation inside control desk
▪ Front color: White aluminium (RAL9006)
▪ Weight: 15 kg
▪ Ingress of protection: IP23
▪ Dimensions: 370 x 480 x 150 mm1)
1)
width x height x depth (including base)
Environmental Conditions ▪ Ambient air temperature: 0 °C to +55 °C
▪ Relative humidity: < 96 %
▪ Vibrations: < 0.7 g

VIT Cabinet
Design ▪ Cabinet for bulkhead mounting
▪ Accessible by front doors
▪ Doors with locks Opening angle: 90°
▪ MAN Diesel & Turbo Standard colour light grey (RAL7035)
▪ Weight: 15 kg
▪ Dimensions: 600 x 600 x 350 mm width x height x depth (including base)
▪ Ingress of protection: IP54
Environmental Conditions ▪ Ambient air temperature: 0 °C to +55 °C
▪ Relative humidity: < 96 %
▪ Vibrations: < 0.7 g

Electrical own consumption

Consumer Supply system Notes


Pn (kVA) Ub(V) F(Hz) Phase Fuse/
Starter by
yard
SaCoSone 0.8 24 DC +/– 35 A Power supply from ship bat-
tery distribution (two line
3 Engine automation

redundant power supply)

SaCoSone Interface Cabinet 2.5 230 50/60 2~ 16 A Cabinet illumination, socket,


anticondensation heater
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 193 (433)


3 MAN Diesel & Turbo

Consumer Supply system Notes


3.7 Installation requirements

Pn (kVA) Ub(V) F(Hz) Phase Fuse/


Starter by
yard
SaCoSone Auxiliary Cabinet 2.8 230 50/60 2~ 10 A Cabinet illumination, socket,
anticondensation heater,
temperature controller (incl.
regulating valve drive, for
each temperature control
system)

SaCoSone Auxiliary Cabinet 2.65 400–440 50/60 3~ 6A Power supply for consumers
on engine
Table 98: Electrical own consumption of an L engine

3.7 Installation requirements

Location
The Interface Cabinet is designed for installation in non-hazardous areas.
The maximum cable length between the engine and the Interface Cabinet is
60 meters.
The cabinets must be installed at a location suitable for service inspection.
Do not install the cabinets close to heat-generating devices.
In case of installation at walls, the distance between the cabinets and the
wall has to be at least 100 mm in order to allow air convection.
Regarding the installation in engine rooms, the cabinets should be supplied
with fresh air by the engine room ventilation through a dedicated ventilation
air pipe near the engine.
Note!
If the restrictions for ambient temperature can not be kept, the cabinet must
be ordered with an optional air condition system.

Ambient air conditions


For restrictions of ambient conditions, please refer to the section Technical
data, Page 192.
3 Engine automation

Cabling
The interconnection cables between the engine and the Interface/Auxiliary
Cabinet have to be installed according to the rules of electromagnetic com-
patibility. Control cables and power cables have to be routed in separate
2014-08-26 - 3.2

cable ducts.
The cables for the connection of sensors and actuators which are not moun-
ted on the engine are not included in the scope of MAN Diesel & Turbo sup-
ply. Shielded cables have to be used for the cabling of sensors. For electrical
noise protection, an electric ground connection must be made from the cabi-
nets to the hull of the ship.

194 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

All cabling between the Interface/Auxiliary Cabinet and the controlled device

3.7 Installation requirements


is scope of yard supply.
The cabinet are equipped with spring loaded terminal clamps. All wiring to
external systems should be carried out without conductor sleeves.
The redundant CAN cables are MAN Diesel & Turbo scope of supply. If the
customer provides these cables, the cable must have a characteristic impe-
dance of 120 Ω.

Maximum cable length

Connection max. cable length


Cables between engine and Interface Cabinet 60 m

MODBUS cable between Interface Cabinet and ≤ 100 m


ship alarm system

Cable between Interface Cabinet and Remote ≤ 100 m


Operating Panel
Table 99: Maximum cable length

Installation works
During the installation period the yard has to protect the cabinets against
water, dust and fire. It is not allowed to do any welding near the cabinets.
The cabinets have to be fixed to the floor by screws.
If it is inevitable to do welding near the cabinets, the cabinets and panels
have to be protected against heat, electric current and electromagnetic influ-
ences. To guarantee protection against current, all of the cabling must be
disconnected from the affected components.
The installation of additional components inside the cabinets is only allowed
after approval by the responsible project manager of MAN Diesel & Turbo.

Installation of sensor 1TE6000 „Ambient air temp”


The sensor 1TE6000 “Ambient air temp” (double Pt1000) measures the tem-
perature of the (outdoor) ambient air. The temperature of the ambient air will
typically differ from that in the engine room.
The sensor can be installed in the ventilation duct of the fan blowing the (out-
door) ambient air into the engine room. Ensure to keep the sensor away from
the influence of heat sources or radiation. The image below shows two
options of installing the sensors correctly:
3 Engine automation
2014-08-26 - 3.2

32/40, Project Guide – Marine, EN 195 (433)


3 MAN Diesel & Turbo
3.8 Engine-located measuring and control devices

1 Hole drilled into the duct of the engine 2 Self-designed holder in front of the duct.
room ventilation. Sensor measuring the
temperature of the airstream.

Figure 91: Possible locations for installing the sensor 1TE6000

The sensor 1TE6100 “Intake air temp” is not suitable for this purpose.

3.8 Engine-located measuring and control devices


Exemplary list for project planning
No. Measuring Description Function Measuring Location Connected to Depending
point Range on option
Speed pickups

1 1SE1004A/B1) speed pickup turbo- TC speed - turbo- Control Module/ -


3 Engine automation

charger speed monitoring charger Safety

2 1SE1005 speed pickup engine engine 0–900 rpm/ camshaft Control Module/ -
speed speed & 0–1,800 Hz drive wheel Alarm
camshaft
2014-08-26 - 3.2

position
detection

196 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

No. Measuring Description Function Measuring Location Connected to Depending

3.8 Engine-located measuring and control devices


point Range on option
3 2SE1005 speed pickup engine engine 0–900 rpm/ camshaft Control Module/ -
speed speed & 0–1,800 Hz drive wheel Safety
camshaft
position
detection

4 1SV1010 actuator speed and engine Auxiliary Cabinet


engine fuel admission load gov-
erning

Start and stop of engine

5 1SSV1011 solenoid valve engine actuated - engine Control Module/ -


start during Alarm
engine
start and
slowturn

6 1PS1011 pressure switch feedback - engine Control Module/ -


start air pressure after start valve Alarm
start valve activated

7 1HZ1012 push button local emergency - Local Gateway Module -


emergency stop stop from Operating
local con- Panel
trol station

8 1SZV1012 solenoid valve engine manual - engine Control Module/ -


shutdown and auto- Safety
emergency
shutdown

9 1PS1012 pressure switch feedback 0–10 bar emergency Control Module/ -


emergency stop air emergency stop air Safety
stop, start- pipe on
blocking engine
active

Fuel admission

10 1GT1022 position sensor inductive 0-30° rota- engine Control Module/ -


fuel admission measure- tion/ Alarm
ment of 0-110% fuel
fuel rack adm.
position
3 Engine automation

Variable Injection Timing

11 3GV1028A solenoid valve 3/2-way - engine Control Module/ -


VIT cylinder 1 row A valve M307 Alarm
for VIT
2014-08-26 - 3.2

adjustment

12 4GV1028A solenoid valve 3/2-way - engine Control Module/ -


VIT cylinder 2 row A valve M307 Alarm
for VIT
adjustment

32/40, Project Guide – Marine, EN 197 (433)


3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


13 3GOS1028A proximity switch VIT posi- - engine Control Module/ -
VIT safe position row tion feed- Alarm
A back

14 3GV1028B solenoid valve 3/2-way - engine Control Module/ -


VIT cylinder 1 row B valve M307 Alarm
for VIT
adjustment

15 4GV1028B solenoid valve 3/2-way - engine Control Module/ -


VIT cylinder 2 row B valve M307 Alarm
for VIT
adjustment

16 3GOS1028B proximity switch VIT posi- - engine Control Module/ -


VIT safe position row tion feed- Alarm
B back

Charge air bypass

17 1XSV1030 solenoid valve charge blow by - engine Control Module/ charge air
air bypass flap while part- Alarm bypass
load or low
speed

Charge air blow-off

18 1XSV1031A/B solenoid valve charge charge air - engine Control Module/ charge air
1)
air blow off flap A/B blow off at Alarm blow off
low suction
air temper-
ature

Main bearings

19 xTE1064-1/2 double temp sensors, indication, 0–120 °C engine Control Modules main bear-
main bearings alarm, ing temp
engine pro- monitoring
tection

Turning gear

20 1GOS1070 limit switch turning indication - engine Control Module/ -


gear engaged and start Alarm
blocking

Slow turn
3 Engine automation

21 1SSV1075 solenoid valve slow turn - engine Control Module/


slow turn Alarm
2014-08-26 - 3.2

22 2SSV1075 solenoid valve start air - engine Control Module/


slow turn blocking Alarm
during slow
turn

Jet Assist

198 (433) 32/40, Project Guide – Marine, EN


MAN Diesel & Turbo 3

No. Measuring Description Function Measuring Location Connected to Depending

3.8 Engine-located measuring and control devices


point Range on option
23 1SSV1080 solenoid valve for Jet turbo- - engine Control Module/ Jet Assist
Assist charger Alarm
accelera-
tion by Jet
Assist

Lube oil system

24 1PT2170 pressure transmitter, alarm at 0–10 bar engine Control Module/ -


lube oil pressure low lube oil Alarm
engine inlet pressure

25 2PT2170 pressure transmitter, auto shut- 0–10 bar Local Control Module/ -
lube oil pressure down at Operating Safety
engine inlet low pres- Panel
sure

26 1TE2170-1/2 double temp sensor, alarm at 0–120 °C engine Control Modules -


lube oil temp engine high temp
inlet

27 1EM2470 electric motor cylin- cylinder - engine Auxiliary Cabinet -


der lubrication lubrication

28 1FE2470A/B1) limit switch cylinders function 0.1–1 Hz engine Control Module/ -


lubricator line A/B control of Alarm
cylinder
lubricator
line A

29 1PT2570A/B1) pressure transmitter, alarm at 0–6 bar engine Control Module/ -


lube oil pressure tur- low lube oil Alarm
bocharger inlet pressure

30 2PT2570A/B1) pressure transmitter, auto shut- 0–6 bar engine Control Module/ -
lube oil pressure tur- down at Safety
bocharger inlet low lube oil
pressure

31 1TE2580A/B1) double temp sensor, alarm at 0–120 °C engine Control Modules -


lube oil temp turbo- high temp
charger drain

Oil mist detection

32 1QTIA2870 oilmist detector, oil- oilmist - engine - oil mist


mist concentration in supervision detection
3 Engine automation

crankcase

33 1ES2870 binary contact integrated - engine Control Module/ oil mist


oil-mist detector sys- in Safety detection
1QTIA2870
2014-08-26 - 3.2

tem ready

34 1QS2870 opacity switch integrated - engine Control Module/ oil mist


oil-mist in crankcase in Safety detection
1QTIA2870

32/40, Project Guide – Marine, EN 199 (433)


3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


35 2QS2870 opacity switch integrated - engine Control Module/ oil mist
oil-mist in crankcase in Safety detection
1QTIA2870

Splash oil

36 xTE2880-1/2 double temp sensors, splash oil 0–120 °C engine Control Modules -
splash oil temp rod supervision
bearings

Cooling water systems

37 1TE3168 double temp sensor for EDS 0–120 °C engine Control Module/ -
HT water temp visualisa- Alarm
charge air cooler inlet tion and
control of
preheater
valve

38 1PT3170 pressure transmitter, alarm at 0–6 bar engine Control Module/ -


HT cooling water low pres- Alarm
pressure engine inlet sure

39 2PT3170 pressure transmitter, detection 0–6 bar engine Control Module/ -


HT cooling water of low Alarm
pressure engine inlet cooling
water pres-
sure

40 1TE3170-1/2 double temp sensor, alarm, indi- 0–120 °C engine Control Modules -
HTCW temp engine cation
inlet

41 1TE3180-1/2 temp sensor, HT - 0–120 °C engine Control Modules -


water temp engine
outlet

42 1PT3470 pressure transmitter, alarm at 0–10 bar engine Control Module/ -