Project Guides Index

L23/30H

Text Index Drawing No.

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.2

Key for engine designation I 00 05 0 1609526-0.5
Designation of cylinders I 00 15 0 1607568-0.1
Code identification for instruments I 00 20 0 1609522-3.9
Basic symbols for piping I 00 25 0 1631472-4.1

General information D 10

List of capacities D 10 05 0 1607532-0.6

List of capacities D 10 05 0 1613458-4.8
Engine performance D 10 10 0 1643447-7.0
Engine performance D 10 10 0 1624432-9.3
Heat balance D 10 20 0 1683389-5.0
Heat balance D 10 20 0 1683390-5.0
Heat balance D 10 20 0 1624434-2.1
Description of sound measurements D 10 25 0 1609510-3.3
Sound measurements D 10 25 0 1613430-7.3
Exhaust gas emission D 10 28 0 1624461-6.2
Moment of inertia D 10 30 0 1607591-7.3
Overhaul recommendations D 10 35 0 1607531-9.4

Basic Diesel Engine B 10

General description B 10 01 1 1613472-6.6

Cross section B 10 01 1 1607529-7.2
Main particulars B 10 01 1 1609517-6.6
Dimensions and weights B 10 01 1 1613473-8.5
Centre of gravity B 10 01 1 1631458-2.0
Material specification B 10 01 1 1613423-6.3
Overhaul areas B 10 01 1 1624445-0.4
Low dismantling height B 10 01 1 1631462-8.0
Engine rotation clockwise B 10 11 1 1607566-7.1

Fuel Oil System B 11

Internal fuel oil system B 11 00 0 1613570-8.5

Fuel oil diagram B 11 00 0 1624468-9.4
Fuel oil specification B 11 00 0 1609529-6.3
Fuel oil cleaning recommendations B 11 00 0 1655267-1.3
Specific fuel oil consumption SFOC B 11 01 0 1607542-7.6
HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.2

Lubrication Oil System B 12

Internal lubricating oil system B 12 00 0 1613429-7.4

Prelubricating pump B 12 07 0 1624477-3.4
Lubricating oil specification B 12 15 0 1609531-8.3
Treatment of lubricating oil B 12 15 0 1643494-3.3

Cooling Water System B 13

Freshwater system treatment B 13 00 0 1609571-3.4

Internal cooling water system B 13 00 0 1613439-3.1
Internal cooling water system 1 B 13 00 0 1613575-7.3
Internal cooling water system 2 B 13 00 0 1613576-9.3
 Index Project Guides

L23/30H

Text Index Drawing No.

Design data for external cooling water system B 13 00 0 1613441-5.2

External cooling water system B 13 00 0 1613442-7.0
One string central cooling water system B 13 00 0 1624464-1.0
Preheater arrangement in high temperature system B 13 23 1 1613485-8.5

Compressed Air System B 14

Compressed air system B 14 00 0 1613580-4.4

Compressed air system B 14 00 0 1624476-1.1

Combustion Air System B 15

Combustion air system B 15 00 0 1613581-6.5

Water washing of turbocharger - compressor B 15 05 1 1639499-6.0
Lambda controller B 15 11 1 1639455-3.1

Exhaust Gas System B 16

Exhaust gas system B 16 00 0 1609535-5.1

Water washing of turbocharger - turbine B 16 01 1 1607517-7.4
Dry cleaning of turbocharger - turbine B 16 01 2 1607599-1.3
Position of gas outlet on turbocharger B 16 02 0 1613417-7.3
Silencer without spark arrestor, damping 25 dB (A) E 16 04 2 1609574-9.3
Silencer without spark arrestor, damping 35 dB (A) E 16 04 3 1609577-4.3
Silencer with spark arrestor, damping 25 dB (A) E 16 04 5 1609580-8.3
Silencer with spark arrestor, damping 35 dB (A) E 16 04 6 1609584-5.3

Speed Control System B 17

Starting of engine B 17 00 0 1607583-4.3

Governor B 17 01 1 1639468-5.0

Monitoring Equipment B 18

Standard instrumentation B 18 01 1 1607502-1.5

Standard instrument panel B 18 05 1 1607503-3.2

Safety and Control System B 19

Operation data & set points B 19 00 0 1607548-8.8

Mechanical overspeed B 19 06 1 1624450-8.2
Starting box B 19 10 1 1639469-7.2
Converter for engine rpm signal B 19 13 1 1635436-4.2
Engine control box no 1, safety system E 19 06 4 1631457-0.0
Engine control box no 2, safety- and alarm system E 19 06 6 1643403-4.0
Prelubricating oil pump starting box E 19 11 0 1631477-3.3
High temperature preheater control box E 19 13 0 1631478-5.1

Foundation B 20

Recommendations concerning steel foundations for resilient mounted GenSets

B 20 01 0 1613565-0.2
Resilient mounting of generating sets B 20 01 3 1613527-9.1

Test running B 21

Test running of GenSet on DO B 21 01 1 1356501-5.5

Spare Parts E 23
 Project Guides Index

L23/30H

Text Index Drawing No.

Weight and dimensions of principal parts E 23 00 0 1613435-6.1

Recommended wearing parts E 23 04 0 1607552-3.5
Recommended wearing parts E 23 04 0 1643417-8.2
Standard spare parts P 23 01 1 1607505-7.5
Standard spare parts P 23 01 1 1655227-6.2

Tools P 24

Standard tools for normal maintenance P 24 01 1 1655222-7.2

Tools for reconditioning P 24 02 1 1679714-7.0
Extra tools for low dismantling height P 24 04 1 1679713-5.0

Preservation and Packing B 25

Preservation of diesel engine before dispatch B 25 01 1 1350467-1.2

Preservation of spare parts and tools B 25 01 1 1350473-0.3
Lifting instruction B 25 03 0 1624484-4.1

Alternator G 50

Information from the alternator supplier G 50 02 8 1613539-9.4

Engine/alternator type G 50 04 0 1613561-3.5
Introduction

I 00
 1643483-5.2
Page 1 (1) Introduction to Project Guide I 00 00 0

General

Introduction

With this Project Guide we hope that we have provided you with a "tool" covering all necessary information required
for project planning of the GenSet installation and making your daily work easier. Further, our Project Department
is available with advices on more specific questions concerning the projecting.

Our product range is constantly reviewed, developed and improved according to needs and conditions dectated.
Therefore, we reserve the right to make changes in the technical specification and data without prior notice.

Concerning the alternator, the specific data depend on the alternator type.

Project related drawings and installation instructions will be forwarded in a Project Specification Manual, when the
contract documentation has been completed.

The Project Specification Manual will comprise all necessary drawings, piping diagrams, cable plans and specifi-
cations of our supply.

Code numbers

MAN B&W Holeby Diesel Identification No. X XX XX X

Code letter

Function/system

Sub-function

Choice number

Code letter: The code letter indicates the contents of the documents:

B : Basic Diesel engine / built-on engine

D : Designation of plant
E : Extra parts per engine
G : Generator
I : Introduction
P : Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil
system, monitoring equipment, foundation, test running, etc.

Sub-function: This figure varies from 0-99.

Choice number: This figure varies from 0-9:

0 : General information 1 : Standard

2-8 : Standard optionals 9 : Optionals

99.33
 1609526-0.5
Page 1 (1) Key for Engine Designation I 00 05 0

General

Engine Type Identification

The engine types of the MAN B&W Holeby programme are identified by the following figures:

6 L 28/32 H MCR

No. of cylinders

5, 6, 7, 8, 9
12, 16, 18

Engine Type

L : In-line
V : V-built

Cyl. diam/stroke

16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400

Design Variant
08028-0D\H5250\94.08.12

Rating

MCR : Maximum continuous rating

ECR : Economy continuous rating

01.08
 1607568-0.1
Page 1 (1) Designation of Cylinders I 00 15 0

In-Line

98.19
 1609522-3.9
Page 1 (2)
Code Identification for Instruments I 00 20 0

General

Explanation of Symbols

TI Measuring device
40 Local reading

Temperature Indicator
No. 40 *

Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit

Pressure Indicator
No. 22 *

Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit

Temperature Alarm High

No. 12 *

Measureing device
PT Sensor mounted on engine/unit
22 Reading/identification in a panel on the engine/unit and reading/indication outside
the engine/unit

Pressure Temperature
No. 22 *

* Refer to standard location and text for instruments on the following pages.

Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
08028-0D\H5250\94.08.12

S Speed, System H High

T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Atuator

99.35
 1609522-3.9
I 00 20 0 Code Identification for Instruments Page 2 (2)

General
Standard Text for Instruments

Diesel Engine/Alternator

LT Water System
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09

HT Water System
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber

Lubricating Oil System

20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame
21 outlet from cooler / inlet to filter 25 prelubricating 29 main bearings
22 outlet from filter / inlet to engine 26 inlet rocker arms and roller guides
23 inlet to turbocharger 27 intermediate bearing / alternator bearing

Charging Air System

30 inlet to cooler 34 charge air conditioning 38
31 outlet from cooler 35 surplus air inlet 39
32 jet assist system 36 inlet to turbocharger
33 outlet from TC filter / inlet to TC compr. 37 charge air from mixer

Fuel Oil System

40 inlet to engine 44 outlet from sealing oil pump 48
41 outlet from engine 45 fuel-rack position 49
42 leakage 46 inlet to prechamber
43 inlet to filter 47

Cooling Oil System

50 inlet to fuel valves 54 58
51 outlet from fuel valves 55 valve timing 59
52 56 injection timing
53 57

Exhaust Gas System

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 compustion chamber 67

Compressed Air System

70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
08028-0D\H5250\94.08.12

72 inlet to balance arm unit 76 inlet to turning gear

73 control air 77 waste gate pressure

Load Speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start

Miscellaneous
91 natural gas - inlet to engine 94 cylinder lubricating 97
92 oil mist detector 95 voltage 98 alternator winding
93 knocking sensor 96 switch for operating location 99 common alarm

99.35
 1631472-4.1
Page 1 (3) Basic Symbols for Piping I 00 25 0

General

No. Symbol Symbol designation No. Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange

1.1 Pipe 2.15 Orifice

1.2 Pipe with indication of flow direction 2.16 Orifice

1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint

1.4 Appliances 2.18. Snap-coupling

1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere

1.6 High pressured pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS

1.7 Tracing 3.1 Valve, straight through

Enclosure for several components as-

1.8 sembled in one unit 3.2 Valve, angle

2. PIPES AND PIPE JOINTS 3.3 Valve, three-way

2.1 Crossing pipe, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipe, connected 3.5 Non-return valve (flap), angle

Non-return valve (flap),

2.3 Tee pipe 3.6 straight screw down

Non-return valve (flap),

2.4 Flexible pipe 3.7
angle, screw down

2.5 Expansion pipe (corrugated) general 3.8 Safety valve

2.6 Joint, screwed 3.9 Angle safety valve

2.7 Joint, flanged 3.10 Self-closing valve

2.8 Joint, sleeve 3.11 Quick-opening valve

08028-0D\H5250\94.08.12

2.9 Joint, quick-releasing 3.12 Quick-closing valve

2.10 Expansion joint with gland 3.13 Regulating valve

2.11 Expansion pipe 3.14 Ball valve (-cock)

2.12 Cap nut 3.15 Butterfly valve

2.13 Blank flange 3.16 Gate valve

93.44
 1631472-4.1
I 00 25 0 Basic Symbols for Piping Page 2 (3)

General

No. Symbol Symbol designation No. Symbol Symbol designation

3.17 Double-seated change over valve 4. CONTROL AND REGULATION PARTS

3.18 Suction valve chest 4.1 Han-operated

3.19 Suction valve chest with non-return valves 4.2 Remote control

3.20 Double-seated change over valve, straight 4.3 Spring

3.21 Double-seated change over valve, angle 4.4 Mass

3.22 Cock, straight through 4.5 Float

3.23 Cock, angle 4.6 Piston

3.24 Cock, three-way, L-port in plug 4.7 Membrane

3.25 Cock, three-way T-port in plug 4.8 Electric motor

3.26 Cock, four-way, straight through in plug 4.9 Electro-magnetic

3.27 Cock with bottom connect. 4.10 Manual (at pneumatic valves)

3.28 Cock, straight through, with bottom conn. 4.11 Push button

3.29 Cock, angle, with bottom connection 4.12 Spring

3.30 Cock, three-way with bottom connection 4.13 Solenoid

3.31 Thermostatic valve 4.14 Solenoid and pilot directional valve

3.32 Valve with test flange 4.15 By plunger or tracer

3.33 3-way valve with remote control (actuator) 5. APPLIANCES

3.34 Non-return valve (air) 5.1 Mudbox

08028-0D\H5250\94.08.12

3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer

3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter

3.37 3/2 spring return valve contr. by solenoid 5.4 Separator

3.38 Reducing valve (adjustable) 5.5 Steam trap

On/off valve controlled by solenoid and

3.39 5.6 Centrifugal pump
pilot directional valve with spring return

93.44
 1631472-4.1
Page 3 (3) Basic Symbols for Piping I 00 25 0

General

No. Symbol Symbol designation No. Symbol Symbol designation

5.7 Gear or screw pump 6. FITTINGS

5.8 Hand pump (bucket) 6.1 Funnel / waste tray

5.9 Ejector 6.2 Drain

5.10 Various accessories (text to be added) 6.3 Waste tray

5.11 Piston pump 6.4 Waste tray with plug

5.12 Heat exchanger 6.5 Turbocharger

5.13 Electric preheater 6.6 Fuel oil pump

5.14 Air filter 6.7 Bearing

5.15 Air filter with manual control 6.8 Water jacket

5.16 Air filter with automatic drain 6.9 Overspeed device

5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS

5.18 Air lubricator 7.1 Sight flow indicator

5.19 Silencer 7.2 Observation glass

Fixed capacity penumatic motor with

5.20 7.3 Level indicator
direction of flow

5.21 Single acting cylinder with spring returned 7.4 Distance level indicator

5.22 Double acting cylinder with spring returned 7.5 Recorder

5.23 Steam trap

08028-0D\H5250\94.08.12

93.44
General information

D 10
 1607532-0.6
Page 1 (1) List of Capacities D 10 05 0

L23/30H

Max. continuous rating at Cyl. 5-ECR 5 6 7 8

720 RPM kW 525 650 780 910 1040

750 RPM kW 550 675 810 945 1080

ENGINE-DRIVEN PUMPS.

Fuel oil feed pump (5.5-7.5 bar) m3/h 1.0 1.0 1.0 1.0 1.0
L.T. cooling water pump (1-2.5 bar) m3/h 55 55 55 55 55
H.T. cooling water pump (1-2.5 bar) m3/h 36 36 36 36 36
Lub. oil main pump (3-5 bar) m3/h 16 16 16 20 20

SEPARATE PUMPS:

Fuel oil feed pump *** (4-10 bar) m3/h 0.15 0.19 0.23 0.27 0.30
L.T. cooling water pump* (1-2.5 bar) m3/h 35 35 42 48 55
L.T. cooling water pump** (1-2.5 bar) m3/h 48 48 54 60 73
H.T. cooling water pump (1-2.5 bar) m3/h 20 20 24 28 32
Lub. oil stand-by pump (3-5 bar) m3/h 14.0 14.0 15.0 16.0 17.0

COOLING CAPACITIES:

LUBRICATING OIL:
Heat dissipation kW 63 69 84 98 112
L.T. cooling water quantity* m3/h 4.6 5.3 6.4 7.5 8.5
L.T. cooling water quantity** m3/h 18 18 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36 36

CHARGE AIR:
Heat dissipation kW 156 251 299 348 395
L.T. cooling water quantity m3/h 30 30 36 42 48
L.T. cooling water inlet cooler °C 36 36 36 36 36

JACKET COOLING:
Heat dissipation kW 154 182 219 257 294
H.T. cooling water quantity m3/h 20 20 24 28 32
H.T. cooling water temp. inlet cooler °C 77 77 77 77 77

GAS DATA:

Exhaust gas flow kg/h 4310 5510 6620 7720 8820

Exhaust gas temp. °C 310 310 310 310 310
Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/s 1.17 1.49 1.79 2.09 2.39

STARTING AIR SYSTEM:

Air consumption per start Nm3 0.30 0.30 0.35 0.40 0.45

HEAT RADIATION:

Engine kW 19 21 25 29 34
08028-0D/H5250/94.08.12

Generator kW (See separate data from generator maker)

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump
capacities at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.

Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.

* Only valid for engines equipped with internal basic cooling water system no. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil
consumption is multiplied by 1.45.

99.33
 1613458-4.8
Page 1 (1) List of Capacities D 10 05 0

L23/30H

Max. continuous rating at Cyl. 5 6 7 8

900 RPM kW 800 960 1120 1280

ENGINE-DRIVEN PUMPS.

Fuel oil feed pump (5.5-7.5 bar) m3/h 1.3 1.3 1.3 1.3
L.T. cooling water pump (1-2.5 bar) m3/h 69 69 69 69
H.T. cooling water pump (1-2.5 bar) m3/h 45 45 45 45
Lub. oil main pump (3.5-5 bar) m3/h 20 20 20 20

SEPARATE PUMPS:

Fuel oil feed pump *** (4-10 bar) m3/h 0.24 0.29 0.34 0.39
L.T. cooling water pump* (1-2.5 bar) m3/h 44 52 61 70
L.T. cooling water pump** (1-2.5 bar) m3/h 56 63 71 85
H.T. cooling water pump (1-2.5 bar) m3/h 25 30 35 40
Lub. oil stand-by pump (3.5-5 bar) m3/h 16 17 18 19

COOLING CAPACITIES:

LUBRICATING OIL:
Heat dissipation kW 97 117 137 158
L.T. cooling water quantity* m3/h 6.2 7.5 8.8 10.1
SW L.T. cooling water quantity** m3/h 18 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36

CHARGE AIR:
Heat dissipation kW 310 369 428 487
L.T. cooling water quantity m3/h 38 46 53 61
L.T. cooling water inlet cooler °C 36 36 36 36

JACKET COOLING:
Heat dissipation kW 198 239 281 323
H.T. cooling water quantity m3/h 25 30 35 40
H.T. cooling water temp. inlet cooler °C 77 77 77 77

GAS DATA:

Exhaust gas flow kg/h 6980 8370 9770 11160

Exhaust gas temp. °C 325 325 325 325
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/s 1.87 2.25 2.62 3.00

STARTING AIR SYSTEM:

Air consumption per start Nm3 0.30 0.35 0.40 0.45

HEAT RADIATION:

Engine kW 26 32 37 42
08028-0D/H5250/94.08.12

Generator kW (See separat data from generator maker)

If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36° C.

Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.

* Only valid for engines equipped with internal basic cooling water system no. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil
consumption is multiplied by 1.45.

99.33
 1643447-7.0
Page 1 (1) Engine Performance D 10 10 0

L23/30H MCR
P = 130 kW/cyl. at 720 RPM. Pme = 18.2 bar

Ambient cond. 25.0 C - 1.00 bar - Cool W 25.0 C MDO calorific value 42700 kJ/kg
without engine driven pumps (Generator load, const.RPM)
spec. air cons.
14 kg/kWh
Exhaust temp.
12 500 grC

10 450 texh. before TC

8 400 spec. air cons.

6 max. pressure 350

compr.pressure
140 bar 300 texh. after TC
max. firing press.
120 250

compr. press.
100
Ch. air press. charge air press.
80 3.0 bar
Ch. air temp.
200 grC 60 2.5

180 tair after compr.

40 2.0

160 1.5

140 1.0

120

100

80
Spec. fuel cons.
60 240 g/kWh* Smoke-Bosch
(1 stroke)
40 230 1.2 RB
tair after cooler
20 220 0.8

210 0.4

200 0.0 smoke

spec. fuel cons.*

190

180
25 50 75 100 % load
32.5 65 97.5 130 kW/cyl.
* tolerance +5%

94.33
 1624432-9.3
Page 1 (1) Engine Performance D 10 10 0

L23/30H MCR
P = 160 kW/cyl. at 900 RPM. Pme = 17.9 bar

Ambient cond. 27.0 C - 1.00 bar - Cool W 27.0 C MDO calorific value 42700 kJ/kg
without engine driven pumps (Generator load, const.RPM)
spec. air cons.
14 kg/kWh
Exhaust temp.
12 500 grC

texh. before TC
10 450

8 400 spec. air cons.

6 max. pressure 350

compr.pressure texh. after TC
140 bar 300
max. firing press.
120 250
compr. press.
100
Ch. air press. charge air press.
80 3.0 bar
Ch. air temp.
200 grC 60 2.5

tair after compr.

180 40 2.0

160 1.5

140 1.0

120

100

80
Spec. fuel cons.
60 240 g/kWh* Smoke-Bosch
(1 stroke)
40 230 1.2 RB
tair after cooler
20 220 0.8

210 0.4

200 0.0 smoke

spec. fuel cons.*

190

180
25 50 75 100 % load
40 80 120 160 kW/cyl.
* tolerance +5%

92.41
 1683389-5.0
Page 1 (1) Heat Balance D 10 20 0

P = 130 kW/cyl. at 720 RPM. Pme = 18.2 bar

L23/30H
Ambient cond. 45.0 C - 1.00 bar - Cool W 36.0 C
with engine driven pumps: Lub. oil, HT Water
(Generator load, const. RPM)

Exhaust gas Jacket cooling/Ch. air

Lub. oil/Radiation
kW/cyl.

110 55.0

105 52.5

100 50.0

95 47.5 Charge air

90 45.0

85 42.5 Exhaust gas*

80 40.0

75 37.5 Jacket cooling

70 35.0

65 32.5

60 30.0

55 27.5

50 25.0

45 22.5

40 20.0

35 17.5

30 15.0 Lubricating oil

25 12.5

20 10.0

15 7.5

10 5.0 Radiation

5 2.5

0 0.0
25.0 50.0 75.0 100.0 % Load
32.5 65.0 97.5 130.0 kW/cyl.

* tolerance ±10%

01.01
 1683390-5.0
Page 1 (1) Heat Balance D 10 20 0

P = 135 kW/cyl. at 750 RPM. Pme = 18.1 bar

L23/30H
Ambient cond. 45.0 C - 1.00 bar - Cool W 36.0 C
with engine driven pumps: Lub. oil, HT Water
(Generator load, const. RPM)

Exhaust gas Jacket cooling/Ch. air

Lub. oil/Radiation
kW/cyl.

110 55.0

105 52.5

100 50.0

95 47.5 Charge air

90 45.0

85 42.5 Exhaust gas*

80 40.0

75 37.5 Jacket cooling

70 35.0

65 32.5

60 30.0

55 27.5

50 25.0

45 22.5

40 20.0

35 17.5

30 15.0 Lubricating oil

25 12.5

20 10.0

15 7.5

10 5.0 Radiation

5 2.5

0 0.0
25.0 50.0 75.0 100.0 % Load
33.8 67.5 101.3 135.0 kW/cyl.

* tolerance ±10%

01.01
 1624434-2.1
Page 1 (1) Heat Balance D 10 20 0

L23/30H MCR
P = 160 kW/cyl. at 900 RPM. Pme = 17.9 bar

Ambient cond. 27.0 C - 1.00 bar - Cool W 27.0 C (Generator load, const. RPM)

Exhaust gas Jacket cooling/Ch. air

Lub. oil/Radiation
kW/cyl.
120 60
Exhaust gas *

Charge air cooler

110 55

100 50

90 45

80 40

Jacket cooling
70 35

60 30

50 25

40 20

Lubricating oil

30 15

20 10

10 5 Radiation

0 0
0 25 50 75 100 % load
0 40 80 120 160 kW/cyl.

* tolerance ±10%

91.23
 1609510-3.3
Page 1 (2) Description of Sound Measurements D 10 25 0

General

Purpose It should be noted that no deduction can be made

This should be seen as an easily comprehensible
sound analysis of MAN B&W Holeby GenSets. The-
se measurements can be used as tools in the project
phase as a reasonable basis for decisions concern-
ing damping and isolation in buildings, engine rooms
and around exhaust systems.
due to background noise, and that the sound level,
measured in sound pressure, is approx. 3 dB(A)
higher than if measuring had been made in an
anechoic chamber.
Measuring of exhaust sound is done in the test hall,
directly after turbocharger, and with the exhaust pipe
dismantled.

Measuring Equipment
All measurements have been made with Precision
Sound Level Meter according to standard IEC Pub-
lication 651, type 1 - with 1/1 or 1/3 octave filter
according to standard IEC Publication 225.
Sound Measuring "on-site"
The Sound Power Level can be directly applied to
on-site conditions. It does not, however, necessarily
result in the same sound Pressure level as in the test
hall.

Definitions Normally the sound pressure is 3 dB(A) higher on-

site but it depends on the shape of the engine room.
P
Sound Pressure Level: LP = 20 x log dB
p0
Small rooms with hard non-absorbing walls with no
absorption give even higher values, while large
where p is the RMS value of sound pressure in rooms with good absorption only result in minor
pascals, and p0 is 20 mPa for measurement in air. deviations.

The sound pressure level also depends on the

P
Sound Power Level : LW =10 x log dB number of sound sources, and how close these are
p0
placed.

where P is RMS value of sound power in watts, and The sound pressure level will e.g. increase by 3 dB
p0 is 1 pW. between two running engines if these are placed at
a distance of 2 metres from eachother, while the
sound pressure will increase by less than 1 dB if they
Measuring Conditions are placed at a distance of 5 meters.

All measurements (where nothing else is mention-

ed) are made in MAN B&W Holeby's test hall with the Points of Measurement for GenSet
GenSet placed in an isolated position.
The distribution of points of measurement will, if
Room Volume V = 8000 m3 possible, be made according to the following stand-
08028-0D\H5250\94.08.12

ards:
Correction Factor K = 3 dB
a. CIMAC's Recommendation of measure-
Background Noise 65 - 70 dB(A) ment for the overall noise of reciprocating
engines. 1970
During GenSet sound measurement, the exhaust
gas is led outside the test hall and through a silencer. b. DS/ISO 3744 Annex D 1982
The GenSet is (if nothing else is stated) placed on a
resilient bed with generator and engine on a com-
mon base frame.

97.17
 1609510-3.3
D 10 25 0 Description of Sound Measurements Page 2 (2)

General

c. DIN 45 635 part 11 1987

Points of Measurement for Exhaust Sound b. DIN 45635 part 11 1987

Points of measurement will be according to one of c. Measured inside the exhaust pipe with a
the following standards: measuring probe.

a. DS/ISO 2923 1975 where DS/ISO has been the most common sofar, but
where DIN 45 635 part 11 must be regarded as the
best when measuring the sound pressure level.

08028-0D\H5250\94.08.12

97.17
 1613430-7.3
Page 1 (1) Sound Measurements D 10 25 0

L23/30H

Engine and Exhaust Sound

Number of cylinders 5 6 7 8

RPM 720 750 720 750 720 750 720 750

Engine sound:*

Mean sound pressure dB (A) 96.8 96.3 96.6 95.0 100.0 100.1 100.5 100.0
approx. anechoic chamber

Exhaust sound:**

Level dB (A) 120.5 117.1 124.5 124.5 125.0 125.0 123.5 124.0

* The engine sound measurement is according to Cimac's Recommendation of measurement for overall
noise of reciprocating engines, the test conditions is according to "Description of sound measurements"
D 10 25 0.

** The exhaust sound measurement is according to DS/ISO 2923, the test conditions is according to
"Description of sound measurements" D10 25 0.

The stated values are calculated and actual measurements on specified plant may be different.
08028-0D\H5250\94.08.12

91.36
 1624461-6.2
Page 1 (1) Exhaust Gas Emission D 10 28 0

General

The composition of the exhaust gases emitted by our The ash and SO2 content of the exhaust gas is solely
medium-speed four-stroke diesel engines during full determined by the composition of the fuel and not by
load operation and depending on the air/fuel ratio is the combustion in the engine.
as follows:
SO2 can be determined by the empirical relation-
% Volume ship: SO2 * = (21.9 x S) - 2.1 (kg/tonne fuel). Where
S is sulphur content of fuel in % of weight.
Nitrogen N2 approx. 76
Oxygen O2 approx. 13 The soot emission, though it does play a role, poses
Carbon dioxide CO2 approx. 4 no problem in case of super-charged engines on
Water (vapour) H2O approx. 6 account of the large amount of excess air compared
Argon Ar approx. 1 with naturally aspirated engines.
Ash, soot, NOx, CO, HC, etc. rest
As the NOx emission is also greatly influenced by the
However, as regards the environmental impact site and operating conditions of the engine (e.g.
attributable to diesel exhaust gases only the charge air temperature), the MAN B&W Diesel A/S,
components listed under "Rest" are of interest, and Holeby works should be consulted and advised of
of these, above the various proportion of carbon any existing local ordinances before any statements
monoxide, CO, of nitrogen oxides, NOx, sulphur regarding emissions are made in case of concrete
dioxide SO2 and of the hydrocarbons, HC, that are projects.
known as noxious materials on account of their
toxicity. * Reference: Lloyds Register Marine Exhaust
Emissions Research.

ppm g/Nm 3 (5% O 2 ),

g/kWh
1000 10.00

900 9.00

800 8.00

700 7.00
g/kWh
600 6.00
ppm (13% O 2 , dry)
ppm (15% O 2 , wet)
500 5.00
g/Nm 3 (5% O 2 , dry)
400 4.00

300 3.00

200 2.00
25 50 75 100 Load %

Fig. 1. Nox emission L23/30H and L/V28/32H engines according to ISO 3046 conditions.

99.34
 1607591-7.3
Page 1 (1) Moment of Inertia D 10 30 0

L23/30H

Moment of inertia (J)

No. of Generator Max. cont. Speed
rating Engine Flywheel Generator Total
cyl. type kW r/min. ***
kgm2 kgm2 kgm2 kgm2

DIDBN*
121h/10 650 720 51.1 273.5 95.0 419.6

DIDBN*
5 675 750 51.1 273.5 84.0 408.6
121h/8

LSA**
52B M7/8p 800 900 58.9 273.5 69.3 401.7

DIDBN*
121k/10 780 720 37.4 273.5 132.0 442.9

DIDBN*
6 810 750 37.4 273.5 94.0 404.9
121i/8

LSA**
52B L9/8p 960 900 65.5 273.5 83.0 422.0

DIDBN*
131h/10 910 720 61.4 100.0 170.0 331.4

DIDBN*
7 945 750 61.4 100.0 110.0 271.4
121k/8

LSA**
54 VS4/8p 1120 900 47.9 111.3 120.0 279.2

DIDBN*
131i/10 1040 720 49.6 100.0 200.0 349.6

DIDBN*
8 1080 750 49.6 100 152.0 301.6
131h/8

LSA**
54 VS5/8p 1280 900 78.5 273.5 133.3 485.3

* Generator, make A. van Kaick

** Generator, make Leroý Somer

*** If other generator is chosen the values will change.

Moment of inertia : GD2 = J x 4 (kgm2)

92.23
 1607531-9.4
Page 1 (2) Overhaul Recommendations D 10 35 0

L23/30H
Hours Expected
Component Overhaul Recommendations for 720/750 RPM Between Service
Overhauls Life
Turbocharger Dry cleaning of turbine side ............................................................. every second
or day
Wet cleaning of turbine side ............................................................ every week
Water washing of compressor side ................................................. 25-75
Air filter cleaning : Based on observations.
with new or
Inspection: Check all mounting screws, casing screws and pipe overhauled
line connections for tight fit by tapping, retighten if necessary ......... turbocharger
once aft 1000
Compressor cleaning in dismantled condition: compressor
inner components, final diffusor, compressor wheel ........................ 6-8.000

Silencer cleaning in dismantled condition: silencer felt linings ... 6-8.000

Major overhaul: Dismantling, cleaning, inspection, checking and

cleaning cartridge, checking bearing clearances, checking gaps
and clearances on reassembly ....................................................... 16.000
Regulating system Function check of overspeed and shutdown devices.
Check that the control rod of each individual fuel pump can easily
go to "stop" position ......................................................................... monthly
Cylinder head Checking and adjustment of valve clearance .................................. 2.000
Fuel injection valve Checking, cleaning and adjustment of opening pressure ................ 2.000
Exhaust valve Overhaul and regrinding of spindle and valve seat .......................... 16.000 32.000
Function check of rotocap ............................................................... monthly
Air inlet valve Overhaul in connection with exhaust valve overhaul ....................... 16.000 32.000
Valve guide Measuring of inside diameter in connection with valve overhaul ..... 16.000 32.000
Cylinder head nuts Retightening 200 hours after new or overhaul
Compressed air system Check of compressed air system .................................................... 16.000
Refill of air lubricator : Based on observations.
Main bearings Inspection according to classification survey, normally after 24.000
running hours or 4 years of service ................................................. 16.000 48.000
Retightening of main bearing cap. 200 hours after new or overhaul
and every ........................................................................................ 6-8.000
Retightening of screws for counterweights. 200 hours after new or
overhaul and every .......................................................................... 6-8.000
Supporting chocks Retightening of holding-down bolts. 200 á 1000 hours after new or
and bolt connections overhaul and every .......................................................................... 6-8.000
Retightening of bolts between engine frame and base frame .......... 6-8.000
For flexible mounted engines. Check anti-vibration mountings ........ 6-8.000
Autolog reading Crankshaft deflection and main bearing clearance reading. Should
be carried out in connection with retightening of main bearing and
holding-down bolts .......................................................................... 6-8.000
Big-end bearing Retightening and checking of bearing clearance. 200 hours after
new or overhaul and every .............................................................. 6-8.000
Inspection in connection with piston overhaul ................................. 16.000 32.000

Piston Overhaul, replacement of compression rings and scraper rings,

measuring of ring grooves, inspection of big-end bearing and
inspection of cylinder liner condition ................................................ 16.000 64.000
Cylinder liner Inspection, measuring and reconditioning of running surface
condition: In connection with piston overhaul .................................. 16.000 80.000

Overhaul and reconditioning of surface between liner and frame and

cleaning of surface in cooling water space ...................................... 32.000
Fuel pump Fuel pump barrel/plunger assembly. Overhaul based on operational
observations .................................................................................... 32.000
Torsional vibration Overhaul ......................................................................................... 32.000
dampers A sample of silicone fluid must be taken and analysed in between.
Lub. oil filter cartr. Replacement based on observations of pressure drop ................... 1.500

Filter Cartridges Replacement based on observations .............................................. 1.500

92.41
 1607531-9.4
D 10 35 0 Overhaul Recommendations Page 2 (2)

L23/30H
Hours Expected
Component Overhaul Recommendations for 900 RPM Between Service
Overhauls Life
Turbocharger Dry cleaning of turbine side ............................................................. every second
or day
Wet cleaning of turbine side ............................................................ every week
Water washing of compressor side ................................................. 25-75
Air filter cleaning : Based on observations.
with new or
Inspection: Check all mounting screws, casing screws and pipe overhauled
line connections for tight fit by tapping, retighten if necessary ......... turbocharger
once aft 1000
Compressor cleaning in dismantled condition: compressor
inner components, final diffusor, compressor wheel ........................ 6.000

Silencer cleaning in dismantled condition: silencer felt linings ... 6.000

Major overhaul: Dismantling, cleaning, inspection, checking and

cleaning cartridge, checking bearing clearances, checking gaps
and clearances on reassembly ....................................................... 12.000
Regulating system Function check of overspeed and shutdown devices.
Check that the control rod of each individual fuel pump can easily
go to "stop" position ......................................................................... monthly
Cylinder head Checking and adjustment of valve clearance .................................. 2.000
Fuel injection valve Checking, cleaning and adjustment of opening pressure ................ 2.000
Exhaust valve Overhaul and regrinding of spindle and valve seat .......................... 12.000 24.000
Function check of rotocap ............................................................... monthly
Air inlet valve Overhaul in connection with exhaust valve overhaul ....................... 12.000 24.000
Valve guide Measuring of inside diameter in connection with valve overhaul ..... 12.000 24.000
Cylinder head nuts Retightening 200 hours after new or overhaul
Compressed air system Check of compressed air system .................................................... 12.000
Refill of air lubricator : Based on observations.
Main bearings Inspection according to classification survey, normally after 24.000
running hours or 4 years of service ................................................. 24.000 36.000
Retightening of main bearing cap. 200 hours after new or overhaul
and every ........................................................................................ 6.000
Retightening of screws for counterweights. 200 hours after new or
overhaul and every .......................................................................... 6.000
Supporting chocks Retightening of holding-down bolts. 200 á 1000 hours after new or
and bolt connections overhaul and every .......................................................................... 6.000
Retightening of bolts between engine frame and base frame .......... 6.000
For flexible mounted engines. Check anti-vibration mountings ........ 6.000
Autolog reading Crankshaft deflection and main bearing clearance reading. Should
be carried out in connection with retightening of main bearing and
holding-down bolts .......................................................................... 6.000
Big-end bearing Retightening and checking of bearing clearance. 200 hours after
new or overhaul and every .............................................................. 6.000
Inspection in connection with piston overhaul ................................. 12.000 24.000

Piston Overhaul, replacement of compression rings and scraper rings,

measuring of ring grooves, inspection of big-end bearing and
inspection of cylinder liner condition ................................................ 12.000 60.000
Cylinder liner Inspection, measuring and reconditioning of running surface
condition: In connection with piston overhaul .................................. 12.000 60.000

Overhaul and reconditioning of surface between liner and frame and

cleaning of surface in cooling water space ...................................... 24.000
Fuel pump Fuel pump barrel/plunger assembly. Overhaul based on operational
observations .................................................................................... 30.000
Torsional vibration Overhaul ......................................................................................... 30.000
dampers A sample of silicone fluid must be taken and analysed in between.
Lub. oil filter cartr. Replacement based on observations of pressure drop ................... 1.500

Filter cartrigdes Replacement based on observations .............................................. 1.500

92.41
Basic Diesel Engine

B 10
 1613472-6.6
Page 1 (5) General Description
General
The engine is a turbocharged, single-acting, four-
stroke diesel engine of the trunk piston type with a
cylinder bore of 225 mm and a stroke of 300 mm, the
crankshaft speed are 720, 750 or 900 rpm.
The engine can be delivered as an in-line engine with
5 to 8 cylinders.
Engine Frame
The engine frame which is made of cast iron is a
monobloc design incorporating the cylinder bloc, the
crankcase and the supporting flanges.
The charge air receiver, the cooling water jackets
and the housing for the camshaft and drive are also
integral parts of this one-piece casting.
The main bearings for the underslung crankshaft are
carried in heavy supports in the frame plating and are
secured by bearing caps. To ensure strong and
sturdy bedding of the caps, these are provided with
side guides and held in place by means of studs with
hydraulically tightened nuts. The main bearings are
equipped with replaceable shells which are fitted
without scraping.
The crankshaft guide bearing is located at the fly-
wheel end of the engine.
On the sides of the frame there are covers for access
to the camshaft, the charge air receiver and crank-
case. Some of the covers are fitted with relief valves
which will act, if oil vapours in the crankcase should
be ignited, for instance in the event of a hot bearing.
Base Frame
The engine and alternator are mounted on a com-
mon base frame. The rigid base frame construction
can be embedded directly on the engine seating or
flexible mounted.
The engine part of the base frame acts as lubricating
oil reservoir.
96.12
B 10 01 1
L23/30H
Cylinder Liner
The cylinder liner is made of fine grained, pearlite
cast iron and fitted in a bore in the engine frame. The
liner is clamped by the cylinder head and is guided by
a bore at the bottom of the cooling water space of the
engine frame. The liner can thus expand freely
downwards when heated during the running of the
engine. Sealing for the cooling water is obtained by
means of rubber rings which are fitted in grooves
machined in the liner.
Cooling water is supplied at the bottom of the cooling
water space between the liner and the engine frame
and leaves through bores in the top of the frame to
the cooling water jacket.
Cylinder Head
The cylinder head is of cast iron, made in one piece.
It has a central bore for the fuel injection valve and
bores for two exhaust valves, two inlet valves,
indicator valve and cooling water.
The cylinder head is tightened by means of 4 nuts
and 4 studs, which are screwed into the engine
frame. The nuts are tightened by means of hydraulic
jacks.
The cylinder head has a screwed-on coaming which
encloses the valves. The coaming is closed with a
top cover and thus provides an oil tight enclosure for
the valve gear.
Air Inlet and Exhaust Valves.
The inlet and exhaust valve spindles are identical
and therefore interchangeable.
The valve spindles are made of heat-resistant ma-
terial and the spindle seats are armoured with
welded-on hard metal.
All valve spindles are fitted with valve rotators which
turn the spindles each time the valves are activated.
The turning of the spindles is ensuring even tem-
perature levels on the valve discs and prevents
deposits on the seating surfaces.

B 10 01 1 General Description
L23/30H
The cylinder head is equipped with replaceable valve
seat rings, which are directly water cooled in order to
assure low valve temperatures.
The seat rings are made of heat-resistant steel. The
seting surfaces are hardened in order to minimize
wear and prevent dent marks, on the inlet seat by
induction hardening, on the exhaust seat by hard
metal armouring.
Valve Actuating Gear
The rocker arms are actuated through rollers, roller
guides and push rods. The roller guide for fuel pump
and for inlet and exhaust valves are mounted in one
common housing for each cylinder. This housing is
bolted to the engine frame.
Each rocker arm activates two spindles through a
spring-loaded valve bridge with thrust screws and
adjusting screws for valve clearance.
The valve actuating gear is pressure-feed lubricated
from the centralized lubricating system of the engi-
ne. A non-return valve blocks the oil inlet to the
rocker arms during prelubricating.
Fuel Injection System
The engine is provided with one fuel injection pump,
an injection valve, and a high pressure pipe for each
cylinder.
The injection pump is mounted on the valve gear
housing by means of two screws. The pump consists
of a pump housing, a centrally placed pump barrel
and a plunger. The pump is activated by the fuel
cam, and the volume injected is controlled by turning
the plunger.
The fuel injection valve is located in a valve sleeve in
the center of the cylinder head. The opening of the
valve is controlled by the fuel oil pressure, and the
valve is closed by a spring.
The high pressure pipe which is led through a bore
in the cylinder head is surrounded by a shielding
tube.
1613472-6.6
Page 2 (5)
The shielding tube has two holes in order to ensure
that any leakage will be drained off to the cylinder
head bore. The bore is equipped with drain channel
and pipe.
The complete injection equipment inclusive injection
pumps, high pressure and low pressure pipes is well
enclosed behind removable covers.
Piston
The piston, which is oil-cooled and of the monobloc
type made of nodular cast-iron, is equipped with 3
compression rings and 1 oil scraper ring.
By the use of compression rings with different barrel-
shaped profiles and chrome-plated running sur-
faces, the piston ring pack is optimized for maximum
sealing effect and minimum wear rate.
The piston has a cooling oil space close to the piston
crown and the piston ring zone. The heat transfer
and thus the cooling effect is based on the shaker
effect arising during the piston movement. The
cooling medium is oil from the engine's lubricating oil
system.
Oil is supplied to the cooling oil space through
channels from the oil grooves in the piston pin
bosses. Oil is drained from the cooling oil space
through ducts situated diametrically to the inlet
channels.
The piston pin is fully floating and kept in position in
axial direction by two circlips (seeger rings). The
piston pin is equipped with channels and holes for
supply of oil to lubrication of the pin bosses and for
supply of cooling oil to the piston.
Connecting Rod
The connecting rod is die-forged. The big-end has an
inclined joint in order to facilitate the piston and
connecting rod assembly to be withdrawn up through
the cylinder liner. The joint faces on connecting rod
and bearing cap are serrated to ensure precise
location and to prevent relative movement of the
parts.
96.12
 1613472-6.6
Page 3 (5) General Description
The connecting rod has bored channels for supply of
oil from the big-end to the small-end.
The big-end bearing is of the trimetal type coated
with a running layer.
The bearing shells are of the precision type and are
therefore to be fitted without scraping or any other
kind of adaption.
The small-end bearing is of trimetal type and is
pressed into the connecting rod. The bush is equip-
ped with an inner circumferential groove, and a
pocket for distribution of oil in the bush itself and for
supply of oil to the pin bosses.
Crankshaft and Main Bearings
The crankshaft, which is a one-piece forging, is
suspended in underslung bearings. The main bea-
rings are of the trimetal type, which are coated with
a running layer. To attain a suitable bearing pressure
and vibration level the crankshaft is provided with
counterweights, which are attached to the crank-
shaft by means of two screws.
At the flywheel end the crankshaft is fitted with a gear
wheel which through an intermediate wheel drives
the camshaft.
Also fitted here is a coupling flange for connection of
a generator. At the opposite end (front end) there is
a claw-type coupling for the lub. oil pump or a flexible
gear wheel connection for lub. oil and water pumps.
Lubricating oil for the main bearings is supplied
through holes drilled in the engine frame. From the
main bearings the oil passes through bores in the
crankshaft to the big-end bearings and hence
through channels in the connecting rods to lubricate
the piston pins and cool the pistons.
Camshaft and Camshaft Drive
The inlet and exhaust valves as well as the fuel
pumps of the engine are actuated by a camshaft.
96.12
B 10 01 1
L23/30H
The camshaft is placed in the engine frame at the
control side (left side, seen from the flywheel end).
The camshaft is driven by a gear wheel on the
crankshaft through an intermediate wheel, and rota-
tes of a speed which is half of that of the crankshaft.
The camshaft is located in bearing bushes which are
fitted in bores in the engine frame, each bearing is
replaceable and locked in position in the engine
frame by means of a locking screw.
A guidering mounted at the flywheel end guides the
camshaft in the longitudinal direction.
Each section is equipped with fixed cams for opera-
tion of fuel pump, air inlet valve and exhaust valve.
The foremost section is equipped with a splined shaft
coupling for driving the fuel oil feed pump (if
mounted). The gear wheel for driving the camshaft
as well as a gear wheel connection for the governor
drive are screwed on to the aftmost section.
The lubricating oil pipes for the gear wheels are e-
quipped with nozzles which are adjusted to apply the
oil at the points where the gear wheels are in mesh.
Governor
The engine speed is controlled by a hydraulic or
electric governor.
Monitoring and Control System
All media systems are equipped with thermometers
and manometers for local reading and for the most
essential pressures the manometers are together
with tachometers centralized in an engine-mounted
instruments panel.
The number of and type of parameters to have alarm
function are chosen in accordance with the require-
ments from the classification societies.
The engine has as standard shut-down functions for
lubricating oil pressure low, cooling water tempera-
ture high and for overspeed.

B 10 01 1 General Description
L23/30H
Turbocharger System
The turbocharger system of the engine, which is a
constant pressure system, consists of an exhaust
gas receiver, a turbocharger, a charging air cooler
and a charging air receiver, the latter being inter-
grated in the engine frame.
The turbine wheel of the turbocharger is driven by
the engine exhaust gas, and the turbine wheel drives
the turbocharger compressor, which is mounted on
the common shaft. The compressor draws air from
the engine room, through the air filters.
The turbocharger presses the air through the char-
ging air cooler to the charging air receiver. From the
charging air receiver, the air flows to each cylinder,
through the inlet valves.
The charging air cooler is a compact tube-type
cooler with a large cooling surface. The cooling
water is passed twice through the cooler, the end
covers being designed with partitions which cause
the cooling water to turn.
The cooling water tubes are fixed to the tube plates
by expansion.
From the exhaust valves, the exhaust is led through
a water cooled intermediate piece to the exhaust gas
receiver where the pulsatory pressure from the
individual exhaust valves is equalized and passed to
the turbocharger as a constant pressure, and further
to the exhaust outlet and silencer arrangement.
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other, by
means of compensators, to prevent excessive
stress in the pipes due to heat expansion.
In the cooled intermediate piece a thermometer for
reading the exhaust gas temperature is fitted and
there is also possibility of fitting a sensor for remote
reading.
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust gas
receiver is insulated.
1613472-6.6
Page 4 (5)
Compressed Air System
The engine is started by means of a built-on air
starter.
The compressed air system comprises a main star-
ting valve, an air strainer, a remote controlled
starting valve and an emergency starting valve
which will make it possible to start the engine in case
of a power failure.
Fuel Oil System
The built-on fuel oil system consists of the fuel oil
filter and the fuel injection system. An engine-driven
fuel oil feed pump can be mounted as optional.
The fuel oil feed pump, which is of the gear pump
type, is mounted to the front end of the engine frame
and driven by the camshaft through a splined shaft
coupling, the pump housing is equipped with a
spring-loaded adjustable by-pass valve.
The fuel oil filter is a duplex filter. The filter is
equipped with a three-way cock for single or double
operation of the filters.
Waste oil and fuel oil leakage is led to a leakage
alarm which is heated by means of fuel return oil.
Lubricating Oil System
All moving parts of the engine are lubricated with oil
circulating under pressure.
The lubricating oil pump is of the gear wheel type with
built-in pressure control valve. The pump draws the
oil from the sump in the base frame, and on the
pressure side the oil passes through the lubricating
oil cooler and the filter which both are mounted on the
engine.
Cooling is carried out by the low temperature cooling
water system and the temperature regulating is
made by a thermostatic 3-way valve on the oil side.
The engine is as standard equipped with an electri-
cally driven prelubricating pump.
96.12
 1613472-6.6
Page 5 (5) General Description
Cooling Water System
The cooling water system consists of a low tempe-
rature system and a high temperature system.
The water in the low temperature system is passed
through the charge air cooler and the lubricating oil
cooler, and the alternator if the latter is water cooled.
The low temperature system is normally cooled by
fresh water.
96.12
B 10 01 1
L23/30H
The high temperature cooling water system cools
the engine cylinders and the cylinder head. The high
temperature system is always cooled by fresh water.
Tools
The engine can be delivered with all necessary tools
for overhaul, for each specific plant, most of the tools
can be arranged on steel plate panels.
 1607529-7.2
Page 1 (1) Cross Section B 10 01 1

L23/30H

99.40
 1609517-6.6
Page 1 (1) Main Particulars B 10 01 1

L23/30H
Cycle : 4-stroke

Configuration : In-line

Cyl. Nos. available : 5-6-7-8

Power range : 650-1280 kW (885-1740 BHP)

Speed : 720/750/900 rpm

Bore : 225 mm

Stroke : 300 mm

Stroke/bore ratio : 1.33:1

Piston area per cyl. : 398 cm2

Swept volume per cyl. : 11.9 ltr.

Compression ratio : 13:1

Max. combustion pressure : 130 bar

Turbocharging principle : Constant pressure system and intercooling

Fuel quality acceptance : HFO up to 700 cSt/50° C (BSMA 100-M9)

Power lay-out MCR version

Speed rpm 720 750 900

Mean piston speed m/sec. 7.2 7.5 9.0

Mean effective pressure bar 18.2 18.1 17.9

Max. combustion pressure bar 130 130 130

Power per cylinder kW/cyl. 130 135 160

BHP/cyl. 175 185 217

Overload rating (up to 10%) allowable in 1 hour for every 12 hours

Power per cylinder kW/cyl. 145 150 176

BHP/cyl. 190 205 239

00.43
 1613473-8.5
Page 1 (1) Dimensions and Weights B 10 01 1

L23/30H

Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)

5 (720 rpm) 3369 2155 5524 2383 18.0

5 (750 rpm) 3369 2155 5524 2383 17.6

6 (720 rpm) 3738 2265 6004 2383 19.7

6 (750 rpm) 3738 2265 6004 2383 19.7
6 (900 rpm) 3738 2265 6004 2815 21.0

7 (720 rpm) 4109 2395 6504 2815 21.4

7 (750 rpm) 4109 2395 6504 2815 21.4
7 (900 rpm) 4109 2395 6504 2815 22.8

8 (720 rpm) 4475 2480 6959 2815 23.5

8 (750 rpm) 4475 2480 6959 2815 22.9
8 (900 rpm) 4475 2340 6815 2815 24.5

P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2250 mm.

* Depending on alternator
** Weight included a standard alternator, make A. van Kaick

All dimensions and masses are approximate, and subject to changes without prior notice.

99.37
 1631458-2.0
Page 1 (1) Centre of Gravity B 10 01 1

L23/30H

Z
X
Z

0.0 X 0.0 Y

Engine Type X - mm Y - mm Z - mm

5L23/30H 1740 0 845

The values are based on generator make A. van
6L23/30H 2105 0 845 Kaick, if other generator is chosen the values will
change.
7L23/30H 2245 0 845

8L23/30H 2445 0 845

92.26
 1613423-6.3
Page 1 (1) Material Specification B 10 01 1

L23/30H

Components Material

Frame Grey cast iron

Crankshaft Forged, hardened and tempered chronium-mo-

lybdenum steel

Connecting rod Forged, hardened and tempered chronium-mo-

lybdenum steel

Piston Spheroid graphite cast iron

Cylinder head Grey cast iron

Cylinder liner Centrifugally cast iron copper-vanadium alloyed

Exhaust and inlet valves Hardened and tempered chronium steel

Coating nickel or cobolt-base alloy

Fuel injection equipment L'Orange

Turbocharger MAN B&W

Governor Woodward

Charge air cooler

Tubes Arsenical aluminium bras

Tubeplates Leaded Muntz Metal

Box Separate, grey cast iron

Covers Grey cast iron

Optional
Leaded Muntz Metal

Lubricating oil cooler

Plates Stainless steel or Titanium

Thrust plates Mild steel, coated

94.10
 1624445-0.4
Page 1 (2) Overhaul Areas B 10 01 1

L23/30H

Fig 1 Dismantling height for piston.

Engine Type Frame (H1) Cylinder Head (H2) Turbocharger (H3)

5-6L23/30H (720/750 rpm) 1919 2398 2453

7-8L23/30H (720/750 rpm) 1919 2398 2453

6-7-8L23/30H (900 rpm) 1919 2398 2553

Dismantling Height for Piston

H1 : For dismantling of piston and connecting rod H3 : For dismantling of piston and connecting rod
at the camshaft side. passing the turbocharger.

H2 : For dismantling of piston and connecting rod If lower dismantling height is required, special tools
passing the alternator. (Remaining cover not re- can be delivered. See also B 10 01 1, Low Dismant-
moved). ling Height.

99.51
 1624445-0.4
B 10 01 1 Overhaul Areas Page 2 (2)

L23/30H
Dismantling Space

It must be considered that there is sufficient space

for pulling the charge air cooler element, air filter on
the turbocharger, lubricating oil cooler, lubricating oil
filter cartridge and bracing bolt.

Fig 1 Overhaul areas for charge air cooler element, turbocharger filter element, lub. oil cooler, lub. oil filter cartridge and bracing bolt.

Cyl. A B C

5 720/750 rpm 1270 2288 58.5

6 720/750 rpm 1270 2288 58.5

6 900 rpm 1270 2388 226

7 720/750 rpm 1270 2388 226

7 900 rpm 1420 2388 226

8 720/750 rpm 1270 2388 226

8 900 rpm 1620 2388 226

Table, Definition of point of measurement in fig 1.

99.51
 1631462-8.0
Page 1 (1) Low Dismantling Height B 10 01 1

L23/30H

Space Requirements

1835
800

Fig. 1. Minimum dismantling height of pistons only with special tools.

1835
800

Fig. 2. Minimum lifting height of cylinder liner only with special tools.

92.38
 1607566-7.1
Page 1 (1) Engine Rotation Clockwise B 10 11 1

General

98.18
Fuel Oil System

B 11
 1613570-8.5
Page 1 (2) Internal Fuel Oil System B 11 00 0

L23/30H

Fig 1 Diagram for fuel oil system.

The safety filter is a duplex filter of the split type with

Pipe description a filter fineness of 50 my. The filter is equipped with
a common three-way cock for manual change of
A3 Waste oil outlet DN 15 both the inlet and outlet side.
A1 Fuel oil inlet DN 20
A2 Fuel oil outlet DN 20 A bypass line with a non-return valve parallel to the
feed pump, if mounted, provides circulation of fuel
Flange connections are as standard according to DIN 2501 during standstill of the engine.

General Fuel Injection Equipment

The internal built-on fuel oil system as shown in fig 1 Each cylinder unit has its own set of injection equip-
consists of the following parts: ment, comprising injection pump, high-pressure pipe
08028-0D\H5250\94.08.12

and injection valve.

– a fuel oil feed system
– the high-pressure injection equipment
– a waste oil system
Internal Fuel Oil Feed System
The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment
thus minimizing heat losses from the preheated fuel.
This arrangement reduces external surface tempe-
ratures and the risk of fire caused by fuel leakage.

The fuel oil is delivered to the injection pumps

through a safety filter.

99.48

B 11 00 0 Internal Fuel Oil System
L23/30H
The injection pumps are installed on the roller guide
housings directly above the camshaft, and they are
activated by the cams on the camshaft through roller
guides fitted in the roller guide housings.
The amount of fuel injected into each cylinder unit is
adjusted by means of the governor, which maintains
the engine speed at the preset value by a continuous
positioning of the fuel pump racks, via a common
regulating shaft and spring-loaded linkages for each
pump.
The injection valve is for "deep" building-in to the
centre of the cylinder head.
The injection oil is supplied from the injection pump
to the injection valve via a double-walled pressure
pipe installed in a bore, in the cylinder head.
This bore has an external connection to conduct the
leak oil from the injection valve and high-pressure
pipe to the waste oil system.
A bore in the cylinder head vents the space below the
bottom rubber sealing ring on the injection valve,
thus preventing any pressure build-up due to gas
leakage, but also unveiling any malfunction of the
bottom rubber sealing ring for leak oil.
Waste Oil System
Waste and leak oil from the comparements, fuel
valves and engine feed pump is led to a fuel leakage
alarm unit.
1613570-8.5
Page 2 (2)
The alarm unit consists of a box with a float switch for
level monitoring. In case of a larger than normal
leakage, the float switch will initiate alarm. The
supply fuel oil to the engine is lead through the unit
in order to keep this heated up, thereby ensuring free
drainage passage even for high-viscous waste/leak
oil.
Optionals
Besides the standard components, the following
standard optionals can be built-on:
– Engine driven fuel oil pump
Pressure differential alarm high
– PDAH 43-40 Fuel oil, inlet and outlet filter
Pressure differential transmitting
– PDT 43-40 Fuel oil, inlet and outlet filter
Pressure alarm low
– PAL 40 Fuel oil, inlet fuel oil pump
Pressure transmitting
– PT40 Fuel oil, inlet fuel oil pump
Temperature element
– TE40 Fuel oil, inlet fuel oil pump
Data
For pump capacities, see D 10 05 0 "List of Capa-
cities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data and
Set Points".
08028-0D\H5250\94.08.12
99.48
 1624468-9.4
Page 1 (3) Fuel Oil Diagram B 11 00 0

General
08028-0D\H5250\94.08.12

Fig 1 Fuel oil diagram.

99.33

B 11 00 0 Fuel Oil Diagram
General
Uni-Fuel
The fuel system on page 1 is designed as a uni-fuel
system, which means that the propulsion engines
and the GenSets are running on the same fuel oil and
are feed from common fuel feed system. The uni-fuel
concept is a unique foundation for substantial savings
in operating costs and it is also the simplest fuel
system, resulting in lower maintenance and easier
operation.
The diagram on page 1 is a guidance. It has to be
adapted in each case to actual engine and pipe lay-
out.
Fuel Feed System
The common fuel feed system is a pressurized
system, consisting of HFO supply pumps, HFO
circulating pumps, preheater and equipment for
controlling the viscosity, (e.g. a viscorator as shown).
From the service tank, the oil is led to one of the
electrically driven supply pumps, which deliver the
oil with a pressure of approximately 4 bar to the low
pressure side of the fuel oil system, thus avoiding
boiling of the fuel in the venting tank in the temperature
range applied.
From the low pressure part of the fuel system, the
fuel oil is led to an electrically driven circulating
pump, which pumps the fuel through a preheater to
the engines. For the propulsion engine please see
the specific plant specifications. The internal fuel
system for the GenSets is shown in B 11 00 0
"Internal Fuel Oil System".
The venting tank is connected to the service tank via
an automatic de-aerating valve, which will release
any gases present.
To ensure ample filling of the fuel pumps, the capacity
of the electrically driven circulating pumps is higher
than the amount of fuel consumed by the diesel
engine. Surplus fuel oil is re-circulated from the
engine through the venting tank.
To ensure a constant fuel pressure to the fuel injection
pumps during all engine loads, a spring-loaded
overflow is inserted in the fuel system.
1624468-9.4
Page 2 (3)
The circulating pump pressure should be about 10
bar, this provides a pressure margin against
gasification and cavitation in the fuel system even at
a temperature of 150°C.
The circulating pumps will always be running, even
if the propulsion engine and one or several of the
GenSets are stopped. This is in order to circulate
heated heavy fuel oil through the fuel system on the
engine(s), thereby keeping them ready to start with
preheated fuel injection pumps and the fuel valves
de-aerated.
In order to minimize the power consumption when
the propulsion engine(s) is stopped, the main HFO
supply pump can be stopped and the port pumps can
be started.
MDO Operation
The MDO to the GenSets are delivered from a
separate pipeline from the service tank by means of
a booster pump.
The system is designed in such a way that the fuel
type for the GenSets can be changed independent of
the fuel supply to the propulsion engine.
As an optional, the GenSet plant can be delivered
with the fuel changing system, consisting of a set of
remotely controlled, pneumatically actuated 3-way
fuel changing valves for each GenSet and a fuel
changing valve control box common for all GenSets.
A separate fuel changing system for each GenSet
gives the advantage of individually choosing MDO or
HFO mode.
Such a change-over may become necessary, for
08028-0D\H5250\94.08.12
instance, if the engine(s) has to be:
– stopped for a prolonged period.
– stopped for major repairs of the fuel system,
etc.
If the fuel type for the propulsion engines has to be
changed from HFO to MDO, then the 3-way valves
immediately after the service tanks have to be
changed.
99.33
 1624468-9.4
Page 3 (3) Fuel Oil Diagram
Emergency Start
Further, the MDO must be available as a fuel in
emergency situations.
If a black-out occurs, starting up the auxiliary engines
on MDO can be seen in three ways:
– The MDO is supplied from the MDO booster
pump which can be driven pneumatically or
electrically. If the pump is driven electrically it must
be connected to the emergency switchboard.
08028-0D\H5250\94.08.12
99.33
B 11 00 0
General
– If the engine has a built-on booster pump, it
can be used if the minimum level in the MDO service
tank corresponds to or is max. 1.0 m below the level
of the built-on pump. However, in the design of the
entire system, level of the service tank under the
engine can cause problems with vacuum in the
system.
If not a gravity tank (100 - 200 l) may be arranged
above the engine.
– If no pumps are available, it is possible to start
up the engine on MDO if a tank - as mentioned above
- is placed minimum 8 m above the engine.
 1609529-6.3
Page 1 (3) Fuel Oil Specification B 11 00 0

General

Commercially available fuel oils with a viscosity up to The data refer to the fuel as supplied, i.e. before
700 cSt at 50° C corresponding to 55 cSt at 100° C any on-board cleaning.
can be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.

For guidance on purchase, reference is made to ISO Property Units Value

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel Density at 15°C kg/m3 £ 991*
engines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS standards supersedes BS MA 100 in viscosity
which the limit is M9. at100°C cSt £ 55
at 50 °C cSt £ 700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke low-speed diesel Flash point °C > 60
engines.
Pour point °C £ 30
The data in the above HFO standards and specifica-
tions refer to the same fuel type as delivered to the Carbon redisue % (m/m) £ 22
ship, i.e. before on-board cleaning.
Ash % (m/m) £ 0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, Total sediment
the fuel oil specific gravity at 15° C (60° F) should be after ageing % (m/m) £ 0.10
below 0.991. Higher densities can be allowed if
special treatment systems are installed. Water % (v/v) £ 1.0

Current analysis information is not sufficient for Sulphur % (m/m) £ 5.0

estimating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg £ 600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages Silicon mg/kg £ 80
and turbines. It may, therefore, be necessary to rule
out some oils that cause difficulties.
m/m = mass V/V = volume

Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, type of centrifuges.
08028-0D\H5250\94.08.12

as a supplement to the above-mentioned standards,

drawn up the guiding HFO-specification shown below.
Heavy fuel oils limited by this specification have, to
the extent of the commercial availability, been used
with satisfactory results on MAN B&W GenSets.
If heavy fuel oils, with analysis data exceeding the
above figures, are to be used, especially with regard
to viscosity and specific gravity, the engine builder
should be contacted for advice regarding possible
changes in the fuel oil system.

99.33
 1609529-6.3
B 11 00 0 Fuel Oil Specification Page 2 (3)

General

Fuel Oil Condition, when Entering the Engine

As practically all fuel oil specifications including the
above standards refer to the same fuel type as
supplied, the fuel supplied to a ship has to be treated
on board before use. For running on the oil quality
mentioned above it is necessary that equipment
exists on board, which can treat, viz clean and
preheat, the fuel oil with optimum efficiency.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined.
For economical HFO operation the fuel oil condition
at engine inlet should be as recommended below.
For fuels above 180 cSt/50° C a pressurerized fuel
oil system is necessary to avoid boiling and foaming
of the fuel.
The viscosity leaving the heaters should be 10-15
cSt and approx. 12-18 cSt entering the engine. The
maximum temperature of oil after preheater should
be 150° C to avoid to rapid fouling of preheater.
The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
fuel oil viscosity.

Property Units Max. value

Water % by volume max. 0.2

Solid
particles ppm (mg/kg) max. 20

Particle size Micron max. 5

Viscosity cSt Range 12-18

08028-0D\H5250\94.08.12

99.33
 1609529-6.3
Page 3 (3)
Fuel Oil Specification B 11 00 0

General

Fuel oil - preheating chart

Approx. viscosity
after preheater

Temperature sec.
cSt
after preheater °C Rw.

7 43

170

160 10 52

Normal preheating limit 12 59

150
15 69
140

20 87
130

120
30 125

110

100

90

80

70

60
Approx. pumping limit
50

40

30
Log scales 10 15 25 35 45 55 cSt/100° C

30 60 100 180 380 700 cSt/50° C

200 400 800 1500 3500 7000 sec. Rw/100° F
08028-0D\H5250\94.08.12

Viscosity of fuel

This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.

99.33
 1655267-1.3
Page 1 (1) Fuel Oil Cleaning Recommendations
Centrifuging
Fuel oils should always be considered as contami-
nated upon delivery and should therefore be
thoroughly cleaned to remove solids as well as liquid
contaminants before use.
The solid contaminants in the fuel oil are mainly rust,
sand, dust and refinery catalysts. Liquid contami-
nants are mainly water, i.e. either fresh water or salt
water.
Impurities in the fuel can cause damage to fuel
pumps and fuel valves, and can lead to increased
cylinder liner wear and deterioration of the exhaust
valve seats. Also increased fouling of gas ways and
turbocharger blades may result from the use of
inadequately cleaned fuel oil. Effective cleaning can
only be ensured by using a centrifuge.
We recommend that the capacity of the installed
centrifuge should, at least, be according to the
centrifuge maker's instructions.
Cleaning of distillate fuel such as ISO 8217 classes
DMX to DMB is generally not necessary. But han-
dling of a liquid fuel on board ships gives a risk of
contamination with sea water. Therefore it is a good
idea to centrifuge all fuel on board ships.
Fuel classes DMC to RMH55 require a treatment
with centrifuge in all cases.
08028-0D\H5250\94.08.12
99.33
B 11 00 0
General
Automatic centrifuges must be used. Fuel types
RMK35 to RMK55 require centrifuges capable to
handle up to 1010 kg/m3 density.
To obtain optimum cleaning it is of the utmost impor-
tance that the centrifuge is operated with a fuel oil
viscosity as low as possible, i.e. that the highest
possible temperature is maintained in the centrifuge
oil preheater.
Supplementary Equipment
Experience proves that if the centrifugal installation
is dimensioned and installed correctly – and oper-
ated correctly according to the supplier's instructions
– this is a sufficient way of cleaning the fuel.
All supplementary equipment, such as the 10 mm
nominal filter, will have a positive effect and may
contribute to longer intervals between overhauls.
Also, supplementary equipment will reduce the op-
eration costs.
This equipment can give difficulties if incorrectly
installed, However if correctly installed and operated
can with some fuels give benefits in lower wear and
sludge formation.
 1607542-7.6
Page 1 (1) Specific Fuel Oil Consumption SFOC B 11 01 0

L23/30H

Constant Speed Engines

L23/30H
Engine type ECR MCR

Speed r/min 720 750 720 750 900

kW/cyl. 105 110 130 135 160

Load SFOC (g/kWh)

25 % 241.3 239.5 233.5 232.2 229.8

50 % 203.1 202.4 200.1 199.6 200.2

75 % 190.3 190.8 192.3 192.6 194.2

85 % 189.2 189.2 191.3 191.7 194.3

100 % 188.3 189.0 191.3 191.8 196.4

110 % 189.4 190.0 192.1 192.5 198.5

All values based on ISO 3046/1 conditions.

Ambient air temperature 25° C

Ambient air pressure 1000 mbar
Cooling water for air cooler 25° C

Marine diesel oil (MDO). Lower calorific value: 42,700 kJ/kg

Tolerance: +5%

With built-on pumps, the SFOC will be increased by:

110
Fuel oil feed pump 0.03 x %
load % + 10
110
Lub. oil main pump 0.5 x %
load % + 10
110
L.T. Cooling water pump 0.7 x %
load % + 10
110
H.T. Cooling water pump 0.7 x %
load % + 10
For other reference conditions, the SFOC is to be corrected by:

Ambient air temperature rise 10° C 0.6 %

Ambient air pressure rise 10 mbar - 0.07%
Cooling water to air cooler rise 10° C 0.7 %
Lower calorific value rise 427kJ/kg - 1.0 %

94.26
 1624467-7.2
Page 1 (2) HFO/MDO Changing Valves (V1 and V2) E 11 10 1

General

Description To maintain recirculation in the HFO flow line when

The fuel changing system consist for GenSet of two
three-way valves (V1 and V2) with a electric/
pneumatically operated actuator of the simplex type
with spring return and a common valve control box
for the total GenSet plant.
The system facilitates a flexible selection of MDO
and HFO-operating at any load condition. This sy-
stem gives the advantage of individually choosing
MDO or HFO mode of operation of the GenSets.
the GenSet is operated on MDO a by-pass valve
must be installed between the inlet changing valve
(V1) and the outlet valve (V2) at each GenSet as
shown in fig. 1.
Valve Control Box
Electrical power supply to the valve control box is
380 Volt - 50 Hz, or 440 Volt - 60 Hz, depending on
the plant specification, and is established in form of
a single cable connection from the switchboard.

Filter PI

Air pressure: 6 bar

Water trap Reduction Air consumption

valve per stroke : 1.1 litre

ø6 ø6

Valve con-
trol box
*
MDO MDO

* *
Valve V1 Valve V2

HFO HFO

A1 A2
Inlet engine Outlet engine
08028-0D\H5250\94.08.12

* MAN B&W Supply

Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.

The three-way valves should be placed as near as Due to a built-in transformer, the power supply
possible to the engines. The control box can be voltage will be converted to a 24 Volt DC pilot voltage
placed in the engine room or in the engine control for serving the relays, contactors, and indication
room. lamps.

98.33
 1624467-7.2
E 11 10 1 HFO/MDO Changing Valves (V1 and V2) Page 2 (2)

General

Furthermore the 24 V DC pilot voltage is used for In case of black-out and other situations resulting in
operating the fuel changing valves with a pneumati- dead voltage potential, the fuel changing valves will
cally and electrically operated actuator of the sim- be de-energized and automatically take MDO-posi-
plex type with return springs. tion due to the built-in return spring.

The mode of valve operation is:

HFO-position: Energized
MDO-position: De-energized

08028-0D\H5250\94.08.12

98.33
Lubrication Oil System

B 12
 1613429-7.4
Page 1 (4) Internal Lubricating Oil System B 12 00 0

L23/30H

Fig 1 Diagram for internal lubricating oil system.

All moving parts of the engine are lubricated with oil

Pipe description
circulating under pressure in a closed built-on sys-
C3 Lubricating oil from separator DN 25 tem.
C4 Lubricating oil to separator DN 25
The lubricating oil is furthermore used for the pur-
C7 Lubricating oil from separate filter DN 65
pose of cooling the pistons.
C8 Lubricating oil to separate filter DN 65
C9 Back-flush from full-flow filter DN 20 The standard engine is equipped with built-on:
C13 Oil vapour discharge DN 50
08028-0D/H5250/94.08.12

C15 Lubricating oil overflow DN 50 – Engine driven lubricating oil pump

Lubricating oil supply
– Lubricating oil cooler
C16 DN 25
– Lubricating oil thermostatic valve
– Full-flow depth filter
Flange connections are as standard according to DIN 2501
– Prelubricating oil pump

General
Oil Quantities
As standard the lubricating oil system is based on
The approximate quantities of oil necessary for a
wet sump lubrication.
new engine, before starting up are given in the table
on the next page.

99.48
 1613429-7.4
B 12 00 0 Internal Lubricating Oil System Page 2 (4)

L23/30H

If there are connected external, full-flow filters etc., System Flow

the quantity of oil in the external piping must also be
taken into account. The lubricating oil pump draws oil from the oil sump
and presses the oil through the cooler and filter to the
main lubricating oil pipe, from where the oil is distri-
Quantities in litres for engine, buted to the individual lubricating points. From the
Engine type
incl. cooler, filters and pipes on engine lubricating points the oil returns by gravity to the oil
5 330 sump.
6 390
The main groups of components to be lubricated are:
7 450
1 – Turbocharger
8 510
2 – Main bearings, big-end bearing etc.
Table 1 Quantities for starting-up the engine incl. cooler, filters and
pipes on engine. 3 – Camshaft drive
4 – Governor drive

Max. velocity recommendations for external lubrica- 5 – Rocker arms

ting oil pipes: 6 – Camshaft

– Pump suction side 1.0 - 1.5 m/s

– Pump discharge side 1.5 - 2.0 m/s 1) For priming and during operation, the turbo-
charger is connected to the lub. oil circuit of the
engine, the oil serves for bearing lubrication
Lubricating Oil Consumption and also for dissipation of heat.

The lubricating oil consumption of MCR is:
Consumption at MCR
kg/hours
Engine type
720/750 rpm
5 0.51
6 0.61
7 0.71
8 0.81
Table 2 Lubricating oil consumption, tolerance ±25%
The inlet line to the turbocharger is equipped
with a fixed throttle in order to adjust the oil flow
and a non-return valve to prevent draining
during stand-still.
900 rpm The non-return valve has back-pressure func-
tion requiring a pressure slightly above the
0.64
priming pressure to open in normal flow direc-
0.76 tion. In this way overflooding of the turbo-
charger is prevented during stand-still periods,
0.89 where the prelubricating pump is running.
1.01
2) Lubricating oil for the main bearings is sup-
plied through holes drilled in the engine frame.
08028-0D/H5250/94.08.12

From the main bearings it passes through

It should, however, be observed that during the
running in period the lubricating oil consumption
may exceed the values stated.
Quality of Oil
Only HD lubricating oil (Delegent Lubricating Oil)
should be used, characteristic stated in "Lub. oil
spec. B 12 15 0".
bores in the crankshaft to the connecting rod
big-end bearings.
The connecting rods have bored channels for
supply of oil from the big-end bearings to the
small-end bearings, which has an inner cir-
cumferential groove, and a pocket for distribu-
tion of oil in the bush itself and for supply of oil
to the pin bosses and the piston cooling through
holes and channels in the piston pin.

99.48
 1613429-7.4
Page 3 (4) Internal Lubricating Oil System
From the front main bearings channels are
bored in the crankshaft for lubricating of the
pump drive.
3) The lubricating oil pipes, for the camshaft drive
gear wheels, are equipped with nozzles which
are adjusted to apply the oil at the points where
the gear wheels are in mesh.
4) The lubricating oil pipe, and the gear wheels
for the governor drive are adjusted to apply the
oil at the points where the gear wheels are in
mesh.
5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It contin-
ues through bores in the cylinder head and
rocker arm to the movable parts to be lubri-
cated at rocker arms and valve bridge. Further,
lub. oil is led to the movable parts in need of
lubrication.
6) Through a bore in the frame lub. oil is led to the
first camshaft bearing and through bores in the
camshaft from where it is distributed to the
other camshaft bearings.
Lubricating Oil Pump
The lubricating oil pump, which is of the gear wheel
type, is mounted on the front end of the engine and
is driven by means of the crankshaft through a
coupling. The oil pressure is controlled by an adjust-
able spring- loaded relief valve built-on the oil pump.
Lubricating Oil Cooler
As standard the lubricating oil cooler is of the plate
type. The cooler is mounted to the front end of the
08028-0D/H5250/94.08.12
base frame.
Thermostatic Valve
The thermostatic valve is a fully automatic three-way
valve with thermostatic elements set of fixed tem-
perature.
99.48
B 12 00 0
L23/30H
Built-on Full-flow Depth Filter
The built-on lubricating oil filter is of the duplex paper
car- tridge type. It is a depth filter with a norminel
fineness of 10-15 microns, and a safety filter with a
fineness of 60 microns.
Pre-lubricating
As standard the engine is equipped with an electric-
driven prelub. pump mounted parallel to the main
pump. The pump must be arranged for automatic
operation, ensuring stand-still of the prelubricating
pump when the engine is running, and running dur-
ing engine stand-still in stand-by position.
Running period of the prelubricating pump is prefer-
ably to be continuous. If intermittent running is requi-
red for energy saving purpose, the timing equipment
should be set for shortest possible intervals, say 2
minutes of running, 10 minures of stand-still, etc.
Further, it is recommended that the prelub. pump is
connected to the emergency switch board thus se-
curing that the engine is not started without
prelubrication.
Draining of the Oil Sump
It is recommended to use the separator suction pipe
for draining of the lubricating oil sump.
Optionals
Besides the standard components, the following
optionals can be built-on:
– Level switch for low/high level in oil sump
(LAL/LAH 28)
– Centrifugal by-pass filter
– Hand wing pump
Pressure differential transmitting
– PDT 21-22 Lub. oil inlet across filter
Temperature alarm high
– TAH 20 Lub. oil inlet before cooler
 1613429-7.4
B 12 00 0 Internal Lubricating Oil System Page 4 (4)

L23/30H

Pressure transmitting Branches for:

– PT 22 Lub. oil inlet after cooler
– External fine filter
Temperature element – External full/flow filter
– TE 20 Lub. oil inlet before cooler
Branches for separator is standard.
Temperature element
– TE 22 Lub. oil inlet after cooler
Data
Temperature element
– TE 29 Lub. oil inlet main bearings For heat dissipation and pump capacities, see D 10
05 0 "List of Capacities".

Operation levels for temperature and pressure are

stated in B 19 00 0 "Operating Data and Set Points.

08028-0D/H5250/94.08.12

99.48
 1624477-3.4
Page 1 (1) Prelubricating Pump B 12 07 0

General

The engine is as standard equipped with an electric
driven pump for prelubricating before starting.
The pump which is of the tooth wheel type is self-
priming.
The engine shall always be prelubricated 2 minutes
prior to start if there is not intermitted or continuous
prelubricating installed. Intermittent prelub. is 2 min.
every 10 minutes.

Electric motor 3x380 V, 50 Hz (IP 55)

Engine No. of Pump Start Full-load

m3/h RPM Type kW current current
type cyl. type Amp. Amp.

L23/30H 5-6-7-8
R25/12.5 2.0 2850 MT 80 A 19F 0.75 7.0 1.8
L28/32H 5-6-7-8-9 FL-Z-DB-SO 165-2

V28/32H 12-16-18 R35/25 4.2 2860 MT90S MK 1.7* 21.0 3.5

FL-Z-DB-50 110 049-S

Electric motor 3x440 V, 60 Hz (IP 55)

Engine No. of Pump Start Full-load

m3/h RPM Type kW current current
type cyl. type Amp. Amp.

L23/30H 5-6-7-8
R25/12.5 2.4 3440 MT 80 A 19F 1.00 10.0 2.1
L28/32H 5-6-7-8-9 FL-Z-DB-SO 165-2

V28/32H 12-16-18 R35/25 5.08 3440 MT90S MK 1.98* 22.0 3.5

FL-Z-DB-50 110 049-S
08028-0D/H5250/94.08.12

* At S2 = 5 min

01.01
 1609531-8.3
Page 1 (1) Lubricating Oil Specification B 12 15 0

General

Requirement Guiding Values

This document is valid for the following engine types: Based on typical load profile for marine GenSet (50-
L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/ 60% of rated power)
32H.
Oil type TBN TBN TBN
For the engines, a HD-lub. oil (heavy duty) corre- (initial) (equilibrium) (min. level)
sponding to at least type CD Comercial Class D after
API service system (meets MIL-L-2104 C and D) has Gas oil 8-12 6-8 6
to be used.
Marine diesel 10-15 8-10 8

The oil should be rust and oxidation inhibited. Heavy fuel (S<1.5) 10-15 8-10 8

When selecting a lubricating oil, attention must be Heavy fuel (1.5<S<2.5) 15-20 10-14 8
paid to the fuel oil sulphur content.
Heavy fuel (2.5<S<3.5) 20-25 10-14 8

Due to generating running mode for HOLEBY's Heavy fuel (3.5<S<4.5) 20-25 10-14 8
engines, where the lub. oil consumption depends on
running time and the fuel oil consumption and follow-
ing the sulphur input to the lub. oil depends on the Based on typical load profile for stationary GenSets
load, a lower TBN-value (Total Base Number) than (50-100% of rated power)
normal for main engines is needed.
Oil type TBN TBN TBN
(initial) (equilibrium) (min. level)
Viscosity
Gas oil 8-12 6-8 6
Engine SAE class
Marine diesel 10-15 8-10 8
L23/30H, L+V28/32H
30* 105 mm2/sec at 40° C Heavy fuel (S<1.5) 15-20 8-10 8
L16/24, L21/31, L27/38
40 145 mm2/sec at 40° C Heavy fuel (1.5<S<2.5) 20-25 10-14 8

Heavy fuel (2.5<S<3.5) 20-30 10-14 8

* At cooling water temperatures above 32° C SAE 40
oil can be used. In this case, please contact MAN Heavy fuel (3.5<S<4.5) 20-30 10-14 8
B&W, Holeby.

If load profile is different, this should be taken in Based on typical load profile for variable speed
consideration. engine, pumps (10-100% of rated power)

In the long run though, the operation results are the Oil type TBN TBN TBN
08028-0D/H5250/94.08.12

criteria that prove which TBN is the most economical (initial) (equilibrium) (min. level)
one for efficient engine operation.
Gas oil 10-14 6-8 6

Marine diesel 12-16 8-10 8

Heavy fuel (S<1.5) 15-20 8-10 8

Heavy fuel (1.5<S<2.5) 20-30 10-14 8

Heavy fuel (2.5<S<3.5) 20-30 10-14 8

Heavy fuel (3.5<S<4.5) 25-30 10-14 8

01.02
 1643494-3.3
Page 1 (2) Treatment of Lubricating Oil
Operation on Marine Diesel Oil (MDO)
The built-on full-flow depth filter cleans the oil thor-
oughly. For operation on MDO we recommend to
install a built-on centrifugal by-pass filter too.
Operation on Heavy Fuel Oil (HFO)
For engines operating on HFO a lub. oil centrifugal
unit is required.
Continuous lub. oil centrifugation plus a built-on full-
flow depth filter clean the oil in a sufficient and safe
way. Any other filter system is not necessary, but not
wasted.
Separator Capacity
Normally, it is recommended to use a self-cleaning
separator in order to optimize the cleaning period
and thus also optimize the size of the separator.
Separators for manual cleaning can be used when
the reduced effective cleaning time is taken into con-
sideration by dimensioning the separator capacity.
The required Flow
As a guidance, the following formula should form the
basis for choosing the required flow for the separator
capacity:
Q = P x 1.36 x n
t be to have one separator per engine, but this is not
Q = required flow (l/h)
P = engine output (kW).
08028-0D/H5250/94.08.12
t = actual operating time per day (hour)
n = number of turnovers per day of the
theoretical oil volume corresponding to
1.36 l/kW or 1 l/HP.
The following values for "n" are recommended:
n = 5 for HFO operating (residual)
n = 4 for MDO operating
n = 3 for distillate fuel
98.33
B 12 15 0
General
Example: for 1000 kW engine operating on HFO,
self-cleaning separator with a daily effective sepa-
rating period of 23 hours:
Q = 1000 x 1.36 x 5 = 295 l/h
23 (0.30 l/h kW)
The Rated Capacity for the Separator
The following formula is used to find the rated
capacity for the separator:
Q = l/h
0.2
Example:
295 = 1478 l/h
0.2
0.2 is the recommended separator throughput factor
and shall be in accordance with the separator
maker's recommendations. This factor can be found
in the manual delivered from the separator maker.
Separator Installation
It is recommended to separate the oil on the engine
while operating. In this way, the dirt can be removed
immediately when it is supplied to the engine. At the
same time energy is saved because it is not neces-
sary to warm up the oil that much.
With multi-engine plants the best installation would
always realistic seen from an economical point of
view.
Therefore, a common separator can be installed,
possibly with one in reserve for operation of all
engines through a pipe system, which can be carried
out in various ways. Fig. 1 and 2 show a principle lay-
out for a single plant and a multi-plant.
 1643494-3.3
B 12 15 0 Treatment of Lubricating Oil Page 2 (2)

General

Venting
hole

Engine To/from separator Oil level in

base frame

Separator
unit
Overflow
Fig. 1 Principle lay-out for direct separating on a single plant. tank

Eng. No 1
Fig. 3 Principle lay-out for overflow system.

With only one engine in operation there are no

problems with separating, but if several engines are
in operation for some time it is recommended to split
up the time so that there is separation on all engines,
which are operating in turns.
Eng. No 2

The capacity of the separator has to correspond with

the separating of oil on the single engine n times
during the available time, every 24 hours. (see page
To/from lub. 1)
oil separator

Eng. No 3 Overflow System

As an alternative to the direct separating an overflow

Fig. 2 Principle lay-out for direct separating on a multi plant. system can be used (see fig. 3).

By-pass Centrifugal Filter

The aim is to ensure that the separator is only
connected with one engine at a time. This to ensure The Holeby GenSets can be delivered with built-on
08028-0D/H5250/94.08.12

that there is no suction and discharging from one by-pass centrifugal filters.
engine to another.

To provide the above-mentioned it is recommended By-pass Depth Filter

that inlet and outlet valves are connected, so that
they can be changed-over simultaneously. When dimensioning the by-pass depth filter the
supplier’s recommendations are to be followed.

98.33
Cooling Water System

B 13
 1609571-3.4
Page 1 (5) Freshwater System Treatment
Protection against Corrosion in Freshwater
Cooling System
The engine fresh water must be carefully treated,
maintained and monitored so as to avoid corrosion
or the formation of deposits which can result in
insufficient heat transfer, it is necessary to treat the
cooling water. MAN B&W recommend that this treat-
ment is carried out according to the following proce-
dure:
– Clean the cooling water system.
– Fill up with deionized or distilled cooling water
(for example from the freshwater generator)
with corrosion inhibitor added.
– Carry out regular checks of the cooling water
system and the condition of the cooling water.
Observance of these precautions, and correct ven-
ting of the system, will reduce service difficulties
caused by the cooling water to a minimum.
Cleaning of the Cooling Water System
Before starting the inhibition process, any existing
deposits of lime or rust, or any oil sludge, should be
removed in order to improve the heat transfer and to
ensure uniform protection of the surface by means of
the inhibitor.
The cleaning should comprise degreasing to remove
oil sludge, and descaling with acid afterwards to
remove rust and lime deposits.
Ready-mixed cleaning agents, specially made for
08028-0D\H5250\94.08.12
cleaning the cooling water system, can be obtained
from companies specializing in cooling water treat-
ment. These companies offer assistance and control
of the treatment in all major ports. A number of these
companies are mentioned on the enclosed list. We
point out that the directions given by them should be
closely followed. It is of particular importance to flush
the system completely after cleaning.
00.11
B 13 00 0
General
Cleaning agents emulsified in water as well as
slightly alkaline cleaning agents can be used for the
degreasing process, whereas ready-mixed cleaning
agents which involve the risk of fire must obviously
not be used. For descaling with acid, especially
products based on amino-sulphonic acid, citric acid,
and tartaric acid are recommendable, as these acids
are usually obtainable as solid substances, easily
soluble in water, and do not emit poisonous vapours.
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
the cooling water system.
Normally, cleaning can be executed without any
dismantling of the engine. We point out that the water
should be circulated in the engine to achieve the best
possible result.
As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
process. The acid content of the system oil should
also be checked immediately after cleaning, and 24
hours afterwards.
Cooling Water - Inhibitors
The filling-up with cooling water and the admixture of
the inhibitor is to be carried out directly after the
cleaning in order to prevent formation of rust on the
cleaned surfaces.
Raw Water
The formation of lime stone on cylinder liners and in
cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
material.
Therefore, it is recommended that deionized or
distilled water (for example from the freshwater
generator) is used as cooling water. However, on
account of its lack of hardness, this water will be
relatively corrosive, and a corrosion inhibitor should
therefore always be added.

B 13 00 0 Freshwater System Treatment
General
If deionized or distilled water cannot be obtained,
normal drinking water can be used in exceptional
cases. If so, the total hardness of the water must not
exceed 9° dH (German hardness degrees). The
chloride, chlorine, sulphate, and silicate contents are
also to be checked. These contents should not
exceed the following values:
Chloride 50 ppm (50 mg/litre)
Chlorine 10 ppm (10 mg/litre)
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre)
There should be no sulphide and ammonia content.
Rain water must not be used, as it may be heavily
contaminated.
It should be noted that softening of water does not
reduce its sulphate and chloride contents.
Corrosion Inhibitors
To protect freshwater cooling systems in marine
diesel engines against corrosion, various types of
inhibitors are available.
Generally, only nitrite-borate based inhibitors
are recommended.
A number of the products marketed by major compa-
nies are specified on the enclosed list, together with
the necessary dosages and admixing procedures.
We recommend that these directions are strictly
observed.
Treatment of the cooling water with inhibting oils is
not recommended, as such treatment involves the
risk of oil adhering to the heat transmitting surfaces.
Chromate inhibitors must not be used in plants
connected to a freshwater generator.
Evaporated cooling water is to be replaced with
noninhibited water, whereas a loss of water through
leakage must be replaced with inhibited water.
When overhauling individual cylinders, a new dos-
age of inhibitor must, if necessary, be added im-
mediately after completing the job.
1609571-3.4
Page 2 (5)
Checking of the Cooling Water System and
the Sooling Water during Service
If the cooling water is contaminated during service,
sludge or deposits may form. The condition of the
cooling water system should therefore be regularly
checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
these spaces or, if necessary, the entire system
should be cleaned.
According to experience, a zinc galvanized coating
in the freshwater cooling system is often very sus-
ceptible to corrosion, which results in heavy for-
mation of sludge, even if the cooling water is cor-
rectly inhibited. The initial descaling with acid will, to
a great extent, remove the galvanized coating. Gen-
erally, therefore, we advise against the use of galva-
nized piping in the freshwater cooling system.
The quality of the cooling water is to be checked
regularly, if possible once a week. Basically the
inhibitor concentration, the pH value and the chloride
concentration should be in accordance with limits
stated by inhibitor manufacturer. For this purpose
the inhibitor manifactures normally supply simple
test kits.
As a general guidance values the pH value should be
7-10 measured at 20° C and the chloride concentra-
tion should not exceed 50 ppm (50 mg/litre).
The water sample for these tests is to be taken from
the circulating system, and not from the expansion
tank or the pipe leading to it.
The concentration of inhibitor must under no
circumstances be allowed to fall below that re-
commended by the producer, as this would in-
crease the risk of corrosion.
08028-0D\H5250\94.08.12
A clear record of all measuring results should be
kept, so that the actual condition and trend of the
system may be currently ascertained and evaluated.
A sudden or gradual increase in the chloride content
of the cooling water may be indicative of salt water
leakages. Such leakages are to be traced and repai-
red at the first opportunity.
00.11
 1609571-3.4
Page 3 (5) Freshwater System Treatment
A chloride content in the cooling water higher than
the 50 ppm specified might, in exceptional cases be
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not
be exceed.
A clear record of all measuring results should be
kept, so that the actual condition and trend of the
system may be currently ascertained and evaluated.
A sudden or gradual degrease in pH value, or an
increase of the sulphate content, may indicate ex-
haust gas leakage. The pH value can be increased
by adding inhibtor; however, if major quantities are
necessary, the water should be replaced.
Every third month a cooling water sample should be
sent ashore for laboratory analysis, in particular to
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the water.
Cleaning and Inhibiting Procedure
The engine must not be running during the cleaning
procedure, as this may involve the risk of overhea-
ting when draining.
Degreasing
Use clean tap water for filling-up. The cooling water
in the system can be used, if it does not contain
inhibitors.
Heat the water to 60° C and circulate the water
continuously.
Drain to lowest water level in expansion tank.
08028-0D\H5250\94.08.12
Add the amount of degreasing chemical specified by
the supplier, preferably from the suction side of the
freshwater pump.
Drain to lowest water level in the expansion tank
directly afterwards.
Circulate the cleaning chemical for the period speci-
fied by the supplier.
00.11
B 13 00 0
General
The cooling water system must not be kept
under pressure.
Check, and repair any leaks.
Drain the system and fill up completely with clean tap
water, in order to flush out any oil or grease from the
tank.
Circulate the water for 2 hours, and drain again.
Descaling with Acid Solution
Fill up with clean tap water and heat to 70-75° C.
Dissolve the necessary dosage of acid compound in
a clean iron drum with hot water.
Fill the drum half up with water and slowly add the
acid compound, while stirring vigorously. Then fill
the drum up completely with hot water while conti-
nuing to stir (e.g. using a steam hose).
Be careful - use protective spectacles and gloves.
For engines which have been treated before the trial
trip, the lowest concentration recommended by the
supplier will normally be sufficient.
For untreated engines, a higher concentration -
depending on the condition of the cooling system -
will normally be necessary.
Drain some water from the system and add the acid
solution via the expansion tank.
The cooling water system must not be put under
pressure.
Keep the temperature of the water between 70° C
and 75° C, and circulate it constantly. The duration
of the treatment will depend on the degree of fouling.
Normally, the shortest time recommended by the
supplier will be sufficient for engines which are
treated before the trial trip. For untreated engines, a
longer time must be reckoned with. Check every
hour, for example with pH-paper, that the acid in the
solution has not been used up.

B 13 00 0 Freshwater System Treatment
General
A number of descaling preparations contain colour
indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution
can be added, in which case, the weakest recom-
mended concentration should be used.
The solubility of acids in water is often limited.
Therefore if, in exceptional cases, a large amount is
required, descaling can be carried out in two stages
with a new solution of compound and clean water.
Normally the supplier will specify the maximum
solubility.
After completing the descaling, drain the system and
flush with water. Acid residues can be neutralized
with clean tap water containing 10 kg soda per ton of
water. Circulate the mixture for 30 minutes, then
drain and flush the system.
The cooling water system must not be put under
pressure.
Continue to flush until water used is neutral (pH
approx. 7).
1609571-3.4
Page 4 (5)
Adding of Inhibitors
Fill up the cooling water system with water from the
evaporator to the lowest water level in the expansion
tank.
Weight out the quantity of inhibitors specified by the
supplier and dissolve in a clean iron drum with hot
water from the evaporator.
Add the solution via the expansion tank to the
system. Then fill up to normal water level with water
from the evaporator.
Allow the engine to run for not less than 24 hours to
ensure that a stable protection of the cooling surfa-
ces is formed.
Subsequently, test the cooling water with a test kit
(available from the inhibitor supplier) to ensure that
an adequate inhibitor concentration has been obtai-
ned.
This should be checked every week.
The acid content of the system oil is to be checked
directly after the descaling with acid, and again 24
hours afterwards.
08028-0D\H5250\94.08.12
00.11
 1609571-3.4
Page 5 (5) Freshwater System Treatment B 13 00 0

General

Nitrite-borate corrosion inhibitors

for cooling water treatment

Maker's minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*

Castrol Limited Castrol Powder 3 kg/1000 l

Swindon Solvex WT4
Wiltshire, England Castrol Liquid 20 l/1000 l
Solvex WT2

Drew Ameriod DEWT-NC Powder 3.2 kg/1000 l

Marine Liquidewt Liquid 8 l/1000 l
Boonton, N.J./U.S.A Maxiguard Liquid 16 l/1000 l

Houseman Scandinavia Cooltreat 651 Liquid 5 l/1000 l

3660 Stenløse
Denmark Cooltreat 652 Liquid 5 l/1000 l

Nalfleet Marine Chemicals Nalfleet EWT Liq

Northwich, (9-108) Liquid 3 l/1000 l
Cheshire CW8DX, England Nalfleet EWT 9-131C Liquid 10 l/1000 l
Nalfleet EWT 9-111 Liquid 10 l/1000 l
Nalcool 2000 Liquid 10 l/1000 l

Rohm & Haas RD11 DIA PROSIM Powder 3 kg/1000 l

(ex Duolite) RD25 DIA PROSIM Liquid 50 l/1000 l
Paris, France

Unitor Rochem Dieselguard NB Powder 3 kg/1000 l

Marine Chemicals Rocor NB Liquid Liquid 10 l/1000 l
Oslo, Norway

* Initial dosage may be larger

The list is for guidance only and must not be The suppliers are listed in alpabetical order.
08028-0D\H5250\94.08.12

considered complete. We undertake no responsi-

bility for difficulties that might be caused by these or Suitable cleaners can normally be supplied by
other water inhibitos/chemicals. these firms.

00.11
 1613439-3.1
Page 1 (2) Internal Cooling Water System
Internal Cooling Water System
The engine's cooling water system comprises a low
temperature (LT) circuit and a high temperature (HT)
circuit.
Low Temperature Cooling Water System
The LT cooling water system includes charge air
cooling, lubricating oil cooling and alternator cooling
if the latter is water-cooled. The LT system is de-
signed for freshwater (FW) as cooling medium.
Seawater (SW) can be used as optional.
In order to prevent a too high charge air temperature,
the design freshwater temperature in the LT system
should not be too high Max. 36°C is a convenient
choice compared to the design for seawater tem-
perature of maximum 32°C.
Regarding the lubricating oil cooler, the inlet tempe-
rature of the LT cooling water should not be below
10°C.
High Temperature Cooling Water System
The high temperature cooling water is used for the
cooling of cylinder liners and cylinder heads.
An engine outlet temperature of 80°C ensures a
perfect combustion in the entire load area when
running on Heavy Fuel Oil (HFO), i.e. this tempe-
rature limits the thermal loads in the high-load area,
and hot corrosion in the combustion area is avoided.
In the low-load area, the temperature is sufficiently
high to secure a perfect combustion and at the same
time cold corrosion is avoided; the latter is also the
08028-0D\H5250\94.08.12
reason why the engine, in stand-by position and
when starting on HFO, should be preheated with a
medium cooling water temperature of at least 60°C
- either by means of cooling water from running
engines or by means of a separate preheating
system.
95.09
B 13 00 0
General
System Lay-Out
MAN B&W Holeby's standard for the internal cooling
water system is shown on Basis Diagram 2. The
system has been constructed with a view to full
integration into the external system.
Temperature regulation in the HT and LT systems
takes place in the external system where also pumps
and freshwater heat exchangers are situated. This
means that these components can be common for
propulsion engine(s) and GenSets. The separation
of HT and LT circuits means that the cooling medium
for the LT system can be either SW or FW, so that
Basis System 2 can match a conventional as well as
a central cooling water system.
To be able to match every kind of external systems,
the internal system can as optional be arranged with
two separate circuits or as a single circuit with or
without a built-on pump and a thermostatic valve in
the HT-circuit, so that engine cooling can be inte-
grated fully or partly into the external system, or can
be constructed as a stand-alone unit.
Different internal basis system layouts for these
applications are shown on the following pages.
HT-Circulating Pumps
The circulating pump which is of the centrifugal type
is mounted on the front cover of the engine and is
driven by the crankshaft through a resilient gear
transmission.
Technical data : See "list of capacities" D 10 05 0
and B 13 18 1-2.
Thermostatic Valve
The termostatic valve is a fully automatic three-way
valve with thermostatic elements set at fixed tem-
perature.
Technical data: See B 13 15 1.
 1613439-3.1
B 13 00 0 Internal Cooling Water System Page 2 (2)

General

Preheating Arrangement

As an optional the engine can be equipped with a

built-on preheating arrangement in the HT-circuit
including a thermostatic controlled el-heating ele-
ment and safety valve.

The system is based on thermo-syphon circulation.

For further information see B 13 23 1.

08028-0D\H5250\94.08.12

95.09
 1613575-7.3
Page 1 (2) Internal Cooling Water System 1 B 13 00 0

L23/30H

Fig 1 Diagram for internal cooling water system 1.

The engine is equipped with a self-controlling high

Pipe description
temperature (HT) water circuit for cooling of cylinder
liners and cylinder heads. Thus the engine on the
F3 Venting to expansion tank DN 15
cooling water side only requires one fresh water cooler
G1 LT fresh water inlet DN 80/100 and so the engine can be intergrated in the ships
G2 LT fresh water outlet DN 80/100 cooling water system as as a stand alone unit, in a
simple way, with low installation costs, which can be
Flange connections are as standard according to DIN 2501 interesting in case of repowering, where the engine
power is increased, and the distance to the other
engines is larger.
08028-0D/H5250/94.08.12

Description
The system is designed as a single-circuit with only
two flange connections to the external centralized low
temperature (LT) cooling water system.
Low Temperature Circuit
The components for circulation and temperature
regulation are placed in the external system.

99.48

B 13 00 0 Internal Cooling Water System 1
L23/30H
The charge air cooler and the lubricating oil cooler are
siuated parallelly in order to have the lowest possible
cooling water inlet temperature for both coolers.
The HT-circuit is cooled by adjustment of water from
the LT-circuit, taken from the lubricating oil cooler
outlet. Thus the amount of cooling water through the
cooling system is always adjusted to the engine load.
High Temperature Circuit
The built-on engine driven HT-circulating pump of the
centrifugal type, pumps water through a distributing
pipe to bottom of the cooling water space between
the liner and the frame of each cylinder unit. The water
is led out through bores in the top of the frame via the
cooling water guide jacket to the bore cooled cylinder
head for cooling of this and the valve seats.
From the cylinder heads the water is led through a
common outlet pipe to the thermostatic valve, and
depending on the engine load, a smaller or larger
amount of the water will be led to the external system
or be re-circulated.
1613575-7.3
Page 2 (2)
Optionals
Alternatively the engine can be equipped with the
following:
– Thermostatic valve on outlet LT-system
– Engine driven pump for LT-system
– Preheater arrangement in HT-system
Branches for:
– External preheating
– Alternator cooling
If the alternator is cooled by water, the pipes for this
can be integrated on the GenSet.
Data
For heat dissipation and pump capacities,
See D 10 05 0, "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0, "Operating Data and
Set Points".
Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
08028-0D/H5250/94.08.12
99.48
 1613576-9.3
Page 1 (2) Internal Cooling Water System 2 B 13 00 0

L23/30H

Fig 1 Diagram for internal cooling water system 2.

Description
Pipe description

The system is designed with separate LT- and HT-

F1 HT fresh water inlet DN 80
circuits and is fully integrated in the external system,
F2 HT fresh water outlet DN 80 which can be a conventional or a centralized cooling
F3 Venting to expansion tank DN 15 water system. With this system pumps and heat
G1 LT fresh water inlet DN 80/100 exchangers can be common for propulsion and alt-
(G3) LT sea water inlet DN 80/100 ernator engines. It is however, recommended that the
alternator engines have separate temperature
G2 LT fresh water outlet DN 80/100
08028-0D/H5250/94.08.12

regulation on the HT-circuit.

(G4) LT sea water outlet DN 80/100

Flange connections are as standard according to DIN 2501 Low Temperature (LT) Circuit

As standard the system is prepared for fresh water in

the LT system, with pipes made of steel and the
plates in the lub. oil cooler is made of stainless steel,
but as optional, sea water can be used provided that
the materials used in the system are adjusted ac-
cordingly.

99.48

B 13 00 0 Internal Cooling Water System 2
L23/30H
High Temperature (HT) Circuit
From the external HT-system, water is led through a
distributing pipe to bottom of the cooling water space
between the liner and the frame of each cylinder unit.
The water is led out through bores in the top of the
frame via the cooling water guide jacket to the bore
cooled cylinder head for cooling of this and the valve
seats.
From the cylinder heads the water is led through a
common outlet pipe to the external system.
Optionals
Alternatively the engine can be equipped with the
following:
– LT-system cooled by sea water
which includes Titanium plates in the lub. oil cooler,
LT-water pipes are made of aluminium brass or
galvanized steel, covers for charge air cooler are
made of bronze:
1613576-9.3
Page 2 (2)
– Thermostatic valve on outlet, LT-system
– Thermostatic valve on outlet, HT-system
– Engine driven pump for LT-system
– Engine driven pump for HT-system
– Preheater arrangement in HT-system
Branches for:
– External preheating
– Alternator cooling
If the alternator is cooled by water, the pipes for this
can be integrated on the GenSet.
Data
For heat dissipation and pump capacities,
see D 10 05 0 "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data and
Set Points".
Other design data are stated in B 13 00 0 "Design Data
for the External Cooling Water System".
08028-0D/H5250/94.08.12
99.48
 1613441-5.2
Page 1 (1) Design Data for the External Cooling Water System B 13 00 0

L23/30H

General Pumps

This data sheet contains data regarding the necessary
information for dimensioning of auxiliary machinery
in the external cooling water system for the L23/30
type engine(s).The stated data are for one engine
only and are specified at MCR.
For heat dissipation and pump capacities see D 10
05 0 "List of Capacities". Setpoints and operating
levels for temperature and pressure are stated in B
19 00 0 "Operating Data and Setpoints".
External pipe velocities
For external pipe connections we prescribe the
following maximum water velocties:
Fresh water : 3.0 m/s
Sea water : 3.0 m/s
The cooling water pumps should be of the centrifugal
type.
FW SW
Differential pressure 1-2.5 bar 1-2.5 bar
Working temperature max.90°C max.50°C
Expansion tank
To provide against changes in volume in the closed
jacket water cooling system caused by changes in
tempera-ture or leakage, an expansion tank must be
installed.
As the expansion tank also provides a certain suction
head for the fresh water pump to prevent cavation,
the lowest water level in the tank should be minimum
5 m above the centerlinie of the crankshaft.

Minimum recommended tank volume: 0.1 m³.

Pressure drop across engine For multiplants the tank volume should be min.:

The pressure drop across the engines HT system, V = 0.1 + ( exp. vol. per ekstra eng.) [m³]
exclusive pump and thermostatic valve is approx.
0.5 bar.
Data for external preheating system

Lubricating oil cooler
The pressure drop of cooling water across the built-
on lub. oil cooler is approx. 0.3 bar, the pressure drop
may be different depending on the actual cooler
design.
The capacity of the external preheater should be 0.8-
1.0 Kw/cyl. The flow through the engine should for
each cylinder be approx. 1.4 l/min with flow from top
and downwards and 10 l/min with flow from bottom
and upwards. See also table 1 below.

Thermostatic valve Cyl. No. 5 6 7 8

The pressure drop across the built-on thermostatic Quantity of water in eng:
valve is approx. 0.5 bar.
HT-system (litre) 200 240 280 320
08028-0D\H5250\94.08.12

LT-system (litre) 55 60 65 70
Charge air cooler
Expansion vol. (litre) 11 13 15 17
The pressure drop of cooling water across the charge
Preheating data:
air cooler is:
Radiation area (m²) 14.0 16.1 18.2 20.3
DP = V² x K [Bar]
Thermal coeff. (KJ/°C) 2860 3432 4004 4576
V = Cooling water flow in m³/h
Table 1 Showing cooling water data which are depending on
cylinder no.
K = Constant

99.48
 1613442-7.0
Page 1 (1) External Cooling Water System
Design of External Cooling Water System
It is not difficult to make a system fulfil the require-
ments, but to make the system both simple and
cheap and still fulfil the requirements of both the
engine builder and other parties involved can be very
difficult. A simple version cannot be made without
involving the engine builder.
The diagrams on the following pages are principal
diagrams, and are MAN B&W's recommendation for
the design of external cooling water systems.
The systems are designed on the basis of the
following criteria:
1. Simplicity.
2. Separate HT temperature regulation for pro-
pulsion and alternator engines.
3. HT temperature regulation on engine outlet.
4. Preheating with surplus heat.
5. Preheating in engine top, downwards.
6. As few change-over valves as possible.
7. Possibility for Holeby ICS-system.
Ad 1) Cooling water systems have a tendency to be
unnecessarily complicated and thus uneconomic in
installation and operation. Therfore, we have attach-
ed great importance to simple diagram design with
optimal cooling of the engines and at the same time
installation- and operation- friendly systems result-
ing in economic advantages.
Ad 2) Cooling of alternator engines should be inde-
08028-0D\H5250\94.08.12
pendent of the propulsion engine load and vice
versa. Therefore, there should be separate cooling
water temperature regulation thus ensuring optimal
running temperatures irrespective of load.
Ad 3) The HT FW thermostatic valve should be
mounted on the engine's outlet side ensuring a
constant cooling water temperature above the en-
gine at all loads.
91.38
B 13 00 0
General
If the thermostat valve is placed on the engine's inlet
side , which is not to be recommended, the tempera-
ture on the engine depends on the load with the risk
of overheating at full load.
Ad 4) It has been stressed on the diagrams that the
alternator engines in stand-by position as well as the
propulsion engine in stop position are preheated,
optimally and simply, with surplus heat from the
running engines.
Ad 5) If the engines are preheated with reverse
cooling water direction, i.e. from the top and down-
wards, an optimal heat distribution is reached in the
engine. This method is at the same time more
economic since the need for heating is less and the
water flow is reduced.
Ad 6) The systems have been designed in such a
way that the change-over from sea operation to
harbour operation/stand-by with preheating can be
made with a minimum of manual or automatic inter-
ference.
Ad 7) If the actual running situations demands that
one of the auxiliary engines should run on low-load,
the systems have been designed so that one of the
engines can be equipped with a cooling system for
ICS-operation(Integrated Charge air System).
Fresh Water Treatment
The engine cooling water is, like fuel oil and lubricat-
ing oil, a medium which must be carefully selected,
treated, maintained and monitored.
Otherwise, corrosion, corrosion fatigue and cavita-
tion may occur on the surfaces of the cooling system
which are in contact with the water, and deposits
may form.
Corrosion and cavitation may reduce the life time
and safety factors of parts concerned, and deposits
will impair the heat transfer and may result in thermal
overload of the components to be cooled.
The treatment process of the cooling water has to be
effected before the first commission of the plant, i.e.
immediately after installation at the shipyard or at the
power plant.
 08028-0D\H5250\94.08.12

91.39
Page 1 (2)
1624464-1.0

To expansion tank

De-aerating tank

FW 80˚C
generator

F3 F3 F3
Lub. oil Cooler

Camsh. lub. oil

cooler

MAN B&W,
Holeby Supply H.T.
water Propulsion
G2 G1 G2 G1 G2 G1 pump engine
1 Ch. air cooler

Central cooler
min. 10˚C

Pump for Central cooling water system with one central cooler
running
in port 1 Normally closed. Open when preheating
2 Normally open. Closed when preheating
To
One String Central Cooling Water System

Sea L.T. expansion

water fresh tank
pump water H.T. Fresh water
pump
L.T. Fresh water
Sea water
General
B 13 00 0

B 13 00 0 One String Central Cooling Water System
General
System Design
The system is a central cooling water system of
simple design with only one central cooler. Low
temperature (LT) and fresh water (FW) pumps are
common for all engines. In order to minimize the
power consumption the LT FW pump installation
consists of 3 pumps, two for sea operation and
smaller one for harbour operation.
The GenSet engines are connected as a one string
plant, with only one inlet- and outlet cooling water
connection and with internal HT-circuit, see also B
13 00 0 “Internal cooling water system 1”, describing
this system.
The propulsion engines HT-circuit is built up acc. to
the same principle, i.e. HT-water temperature is
adjusted with LT-water mixing by means of the
thermostatic valve.
The system is also remarkable for its preheating of
stand-by GenSet engines and propulsion engine by
running GenSets, without extra pumps and heaters.
1624464-1.0
Page 2 (2)
Preheating of Stand-by GenSets during Sea-
operation:
GenSets in stand-by position are preheated
automatically via the venting pipe with water from the
running engines. This is possible due to the pressure
difference, which the running GenSet engines HT-
pumps produce.
Preheating of Stand-by GenSets and Propulsion
Engine during Harbour Operation:
During harbour stay the propulsion and GenSet
engines are also preheated in stand-by position by
the running GenSets. Valve (1) is open and valve (2)
is closed. Thus the propulsion engine is heated from
top and downwards, which is the most economic
solution.
08028-0D\H5250\94.08.12
91.39
 1613485-8.5
Page 1 (1) Preheater Arrangement in High Temperature System B 13 23 1

L23/30H

General The system is based on thermosiphon cooling and

The built-on cooling water preheating arrangement
consist of a thermostat-controlled el-preheating ele-
ment built into the outlet pipe for the HT cooling water
on the engine's front end. The pipe dimension has
been increased in the piping section where the
heating element is mounted.
reverse water direction, i.e. from top and downward,
and an optimal heat distribution in the engine is thus
reached.
When the engine is in standstill, an extern valve must
shut-off the cooling water inlet.

Operation
Preheater
Engines starting on HFO and engines in stand-by
Cyl. No. 3x380V/3x440V
kW position must be preheated. It is therefore recom-
mended that the preheater is arranged for automatic
5 7.5 operation, so that the preheater is disconnected
when the engine is running and connected when the
6 9.0
engine is in stand-by position. The thermostat set-
7 9.0 point is adjusted to 70° C, that gives a temperature
of app. 50° C at the top cover. See also E 19 13 0,
8 12.0 High Temperature Preheater Control Box.
08028-0D\H5250\94.08.12

99.48
Compressed Air System

B 14
 1613580-4.4
Page 1 (2) Compressed Air System
Fig 1 Diagram for compressed air system.
Pipe description
K1 Compressed air inlet DN 40
Flange connections are as standard according to DIN 2501
General
The compressed air system on the engine contains
a starting system, starting control system and safety
system. Further, the system supplies air to the jet
system.
The compressed air is supplied from the starting air
receivers (30 bar) through a reduction station, where
from compressed air at 7-9 bar is supplied to the
engine.
To avoid dirt particles in the internal system, a
strainer is mounted in the inlet line to the engine.
99.34
B 14 00 0
L23/30H
Starting System
The engine is started by means of a built-on air
starter, which is a turbine motor with gear box, safety
clutch and drive shaft with pinion. Further, there is a
main starting valve.
Control System
The air starter is activated electrically with a pneu-
matic 3/2 way solenoid valve. The valve can be
activated manually from the starting box on the
engine, and it can be arranged for remote control,
manual or automatic.
For remote activation, the starting spool is con-
nected so that every starting signal to the starting
spool goes through the safe start function, which is
connected to the converter for engine RPM.
 1613580-4.4
B 14 00 0 Compressed Air System Page 2 (2)

L23/30H

Further, the system is equipped with an emergency When the RPM exceeds approx. 140, at which firing
starting valve which makes it possible to activate the has taken place, the starting valve is closed whereby
air starter manually in case of a power failure. the air starter is disengaged.

Safety System Optionals

As standard the engine is equipped with a pneuma-
tically/mechanically overspeed device, which starts
to operate if the maximum permissible RPM is ex-
ceeded. This device is fitted to the end cover of the
engine driven lubricating pump and is driven from the
pump through a resilient coupling.
When the maximum permissible RPM is exceeded,
the overspeed device will activate a pneumatically
controlled stop cylinder, which will bring the fuel
index to zero and stop the engine.
Besides the standard components, the following
standard optionals can be built-on:
– Main stop valve, inlet engine
Pressure transmitting
– PT 70 Compressed air inlet
Position switching, stop
– ZS75 Microswitch on flywheel

Pneumatic Start Sequence Data

When the starting valve is opened, air will be sup- For air consumption pr. start, see D 10 05 0 "List of
plied to the drive shaft housing of the air starter. Capacities".

The air supply will - by activating a piston - bring the Operating levels and set points, see B 19 00 0, "Ope-
drive pinion into engagement with the gear rim on the rating Data and Set Points.
engine fly wheel.

When the pinion is fully engaged, the pilot air will flow
to, and open the main starting valve, whereby air will
be led to the air starter, which will start to turn the
engine.

99.34
 1624476-1.1
Page 1 (1) Compressed Air System B 14 00 0

General

Oil and water

separator

Starting air
bottle
Drain to bilge

Engine Engine Engine

No. N K1 No. 2 K1 No. 1 K1
Air compressors
MAN B&W,
Holeby supply

Fig. 1. Diagram for Compressed Air System.

Design of External System Installation

The external compressed air system should be In order to protect the engine's starting and control
common for both propulsion engines and GenSet equipment against condensation water the following
engine. should be observed:

Separate tanks shall only be installed in case of
turbine vessels, or if the GenSets in engined vessels
are installed far away from the propulsion plant.
The design of the air system for the actual plant must
be according to the rules of the relevant classification
society.
- The air receiver(s) should always be installed
with good drainage facilities. Receiver(s) ar-
ranged in horizontal position must be installed
with a slope downwards of min. 3 - 5 deg.
- Pipes and components should always be
treated with rust inhibitors.

For the engines' internal compressed air system,
please see B 14 00 0 "Internal Compressed Air
System".
An oil and water separator should be mounted in the
line between the compressor and the air receivers,
and the separator should be equipped with auto-
matic drain facilities.
- The starting air pipes should be mounted with
a slope towards the receivers, preventing pos-
sible condensed water from running into the
compressors.
- Drain valves should be mounted at lowest
position of the starting air pipes.

Each engine needs only one connection for com-

pressed air, see the internal diagram.

95.09
Combustion Air System

B 15
 1613581-6.5
Page 1 (2) Combustion Air System B 15 00 0

L23/30H

Fig 1 Diagram for combustion air system.

General
Pipe description
The air intake to the turbochargers takes place direct
M1 Charge air inlet
from the engine room through the intake silencer on
M6 Drain from charge air cooler outlet DN 15* the turbocharger.
P2 Exhaust gas outlet **
From the turbocharger the air is led via the charge air
P6 Drain from turbocharger outlet DN 15*
cooler and charge air receiver to the inlet valves of
P7 Water washing turbine side inlet 1/2" each cylinder.
(Optional quick coupling)

P8 Water washing, compressor side 1/4"
with quick coupling inlet
*Flange connections are as standard according to DIN 2501
**See B 16 01 0 "Exhaust Gas System" and B 16 02 0
"Position of Gas outlet on Turbocharger".
The charge air cooler is a compact tube-type cooler
with a large cooling surface.
The charge air receiver is integrated in the engine
frame on the exhaust side.

It is recommended to blow ventilation air in the level

of the top of the engine(s) close to the air inlet of the
turbocharger, but not so close that sea water or
vapour may be drawn-in. It is further recommended
that there always should be a positive air pressure in
the engine room.

99.48

B 15 00 0 Combustion Air System
L23/30H
Water Mist Catcher
At outlet charge air cooler the charge air is led
through the water mist catcher. The water mist
catcher prevents condensed water (one of the major
causes of cylinder wear) from entering the combustion
chamber.
Turbocharger
The engine is as standard equipped with a high-
effeciency MAN B&W, NR/R turbocharger of the
radial type, which is located on the front end of the
engine, mounted on the top plate of the charging air
cooler housing.
Cleaning of Turbocharger
The turbocharger is fitted with an arrangement for
water washing of the turbine side, see B 16 01 1, and
water washing of the compressor side, see B 15 05
1. Soft blast cleaning on the turbine side can be fitted
as optional, see B 16 01 2.
Lambda Controller
The purpose with the lambda controller is to prevent
injection of more fuel in the combustion chamber
than can be burned during a momentary load in-
crease. This is carried out by controlling the relation
between the fuel index and the charge air pressure.
The lambda controller has the following advantages:
– Reduction of visible smoke in case of sudden
momentary load increases.
– Improved load ability.
– Less fouling of the engines exhaust gas ways.
– Limitating of fuel oil index during starting
procedure.
1613581-6.5
Page 2 (2)
The above states that the working conditions are
improved under difficult circumstances and that the
maintenance expenses for an engine, working with
many and major load changes, will be reduced.
Optionals
Besides the standard components, the following
standard optionals can be built-on:
Pressure alarm low
– PAL 35 Charge air, surplus air inlet
Pressure differential alarm low
– PDAL 31-62, charge air and exhaust gas
Pressure transmitting
– PT 31 Charge air, outlet from cooler
Temperature alarm high
– TAH 31 Charge air, outlet from cooler
Temperature element
– TE 31 Charge air, outlet from cooler
– TE 60 Exhaust gas, outlet cylinder
– TE 61 Exhaust gas, outlet turbocharger
– TE 62 Exhaust gas, inlet turbocharger
Temperature indicating
– TI 60 Exhaust gas, outlet cylinder
– TI 61 Exhaust gas, outlet turbocharger
– TI 62 Exhaust gas, inlet turbocharger
Data
For charge air heat dissipation and exhaust gas
data, see D 10 05 0 "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data and
Set Points".
99.48
 1639499-6.0
Page 1 (1) Water Washing of Turbocharger - Compressor B 15 05 1

General

During operation the compressor will gradually be

fouled due to the presence of oil mist and dust in the
inlet air.

The fouling reduces the efficiency of the turbochar-

ger which will result in reduced engine performance.

Therefore manual cleaning of the compressor com-

ponents is necessary in connection with overhauls.
This situation requires dismantling of the turbochar-
ger.

However, regular cleaning by injecting water into the

compressor during normal operation of the engine
has proved to reduce the fouling rate to such an
extent that good performance can be maintained in
the period between major overhauls of the turbochar-
ger.

The cleaning effect of injecting pure fresh water is

mainly based upon the mechanical effect arising, 1 Injection tube 5 Hand valve with handle
when the water droplets impinge the deposit layer on 2 Pipe 6 Container
the compressor components. 3 Snap coupling 7 Charge air line
4 Plug-in coupling
The water is injected in a measured amount and
within a measured period of time by means of the
water washing equipment. Fig 1 Water washing equipment

The water washing equipment, see fig 1, comprises

two major parts. The transportable container (6) 2. Connect the plug-in coupling of the lance to the
including a hand valve with handle (5) and a plug-in snap coupling on the pipe, and depress the handle
coupling (4) at the end of a lance. on the hand valve.

Installed on the engine there is the injection tube (1),
connected to a pipe (2) and a snap coupling (3).
The cleaning procedure is:
1. Fill the container (6) with a measured amount
08028-0D\H5250\94.08.12
3. The water is then injected into the compressor.
The washing procedure is executed with the engine
running at normal operating temperature and with
the engine load as high as possible, i.e. at a high
compressor speed.

of fresh water. Blow air into the container by means The frequency of water washing should be matched
of a blow gun, until the prescribed operation pressure to the degree of fouling in each individual plant.
is reached.

94.11
 1639455-3.1
Page 1 (2) Lambda Controller B 15 11 1

L23/30H

Purpose At a 50% load change the system will be activated for

about 3-8 seconds.
The purpose with the lambda controller is to prevent
injection of more fuel in the combustion chamber
than can be burned during a momentary load in- Fuel oil Limiting during start procedure
crease. This is carried out by controlling the relation
between the fuel index and the charge air pressure. During the start procedure the controller is activated
as an index limiter.

Advantages Hereby heavy smoke formation is prevented during

The lambda controller has the following advantages:
- Reduction of visible smoke in case of sudden
momentary load increases.
- Improved load ability.
the start and further the regulating device cannot
over-react. The fuel limiter function stops when the
engine has reached the nominal RPM.
The jet system is blocked during the starting proce-
dure.

- Less fouling of the engines exhaust gas ways. Air consumption

- Limitating of fuel oil index during starting Jet air consumption at sudden stepload:
procedure.
(step load % - 25) x N
The above states that the working conditions are Air cons. = 179 (Nm³)
improved under difficult circumstances and that the
maintenance expenses for an engine, working with N = Cylinder number.
many and major load changes, will be reduced.
Example: At step load 50% the air consumption will
be as follows:
Principles for functioning

Figure 1 illustrates the controller's operation mode. Cyl. no. 5 6 7 8

In case of a momentary load increase the regulating
device will increase the index on the injection pumps Nm3 0.70 0.84 0.98 1.12
and hereby the regulator arm (1) is turned, the switch
(2) will touch the piston arm (3) whereby the electrical
circuit will be closed.

Thus the solenoid valve (4) opens. The jet system is

activated, the turbocharger accelerates and increases
the charge air pressure, thereby pressing the piston
(3) backwards in the lambda cylinder (5) when the
lambda ratio is satisfactory the jet system will be de-
activated.

93.45
 1639455-3.1
B 15 11 1 Lambda Controller Page 2 (2)

L23/30H

Fig. 1 Jet system

93.45
Exhaust Gas System

B 16
 1609535-5.1
Page 1 (2) Exhaust Gas System
Internal exhaust gas system
From the exhaust valves, the gas is led to the
exhaust gas receiver where the fluctuating pressure
from the individual cylinders is equalized and the
total volume of gas led further on to the turbocharger,
at a constant pressure. After the turbocharger, the
gas is led to the exhaust pipe system.
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other, by
means of compensators, to prevent excessive stress
in the pipes due to heat expansion.
In the cooled intermediate piece a thermometer for
reading the exhaust gas temperature is fitted and
there is also possibility of fitting a sensor for remote
reading.
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust
gas receiver is insulated.
External exhaust gas system
The exhaust back-pressure should be kept as low as
possible.
It is therefore of the utmost importance that the
exhaust piping is made as short as possible and with
few and soft bends.
Long, curved, and narrow exhaust pipes result in
higher back-pressure which may affect the engine
combustion.
The exhaust back-pressure should not exceed 250
mmWC at MCR. An exhaust gas velocity through the
pipe of maximum 35 m/sec is often suitable, but
depends on the actual piping.
Holeby will be pleased to assist in making a calcula-
tion of the exhaust back-pressure.
The gas outlet of turbocharger, the expansion bel-
lows, the exhaust pipe, and silencer, (in case of
silencer with spark arrestor care must be taken that
the cleaning parts are accessible), must be insula-
ted with a suitable material.
91.32
B 16 00 0
General
The insulation should be shielded by a thin plating,
and should comply with the requirements of the
classification society and/or the local authorities.
Exhaust pipe dimensions
It should be noted that concerning the maximum
exhaust gas velocity the pipe dimension after the
expansion bellow should be increased for some of
the engines.
The wall thickness of the external exhaust pipe
should be min. 3 mm.
Exhaust pipe mounting
When the exhaust piping is mounted, the radiation of
noise and heat must be taken into consideration.
Because of thermal fluctuations in the exhaust pipe,
it is necessary to use flexible as well as rigid
suspension points.
In order to compensate for thermal expansion in the
longitudinal direction, expansion bellows must be
inserted. The expansion bellows should preferably
be placed at the rigid suspension points.
Note: The exhaust pipe must not exert any force
against the gas outlet on the engine.
One sturdy fixed-point support must be provided for
the expansion bellows on the turbocharger. It should
be positioned, if possible, immediately above the
expansion bellow in order to prevent the transmis-
sion of forces, resulting from the weight, thermal
expansion or lateral displacement of the exhaust
piping, to the turbocharger.
The exhaust piping should be mounted with a slope
towards the gas outlet on the engine. It is recom-
mended to have drain facilities in order to be able to
remove condensate or rainwater.

B 16 00 0 Exhaust Gas System
General
Position of gas outlet on turbocharger
B 16 02 0 shows turning alternatives positions of the
exhaust gas outlet. Before dispatch of the engine
from Holeby exhaust gas outlet will be turned to the
wanted position.
The turbocharger is, as standard, mounted in the
front end.
Exhaust gas boiler
To utilize the thermal energy from the exhaust, an
exhaust gas boiler producing steam or hot water can
be installed.
Each engine should have a separate exhaust gas
boiler or, alternatively, a common boiler with separa-
te gas ducts. Concerning exhaust gas quantities and
temperature, see list of capacities D 10 05 0, and
engine performance D 10 10 0.
The discharge temperature from the exhaust gas
boiler should not be lower than 180° C (in order to
avoid sulphuric acid formation in the funnel).
1609535-5.1
Page 2 (2)
The exhaust gas boilers should be installed with by-
pass entering in function at low load operation.
The back-pressure over the boiler must be consid-
ered.
Expansion bellow
The expansion bellow, which is supplied separately,
must be mounted directly on the exhaust gas outlet,
see also E 16 01 1-2.
Exhaust silencer
The position of the silencer in the exhaust gas piping
is not decisive for the silencing effect. It would be
useful, however, to fit the silencer as high as
possible to reduce fouling. The necessary silencing
depends on the loudness of the exhaust sound and
the discharge from the gas outlet to the bridge wing.
The exhaust silencer, see E 16 04 2-3-5-6 is supplied
loose with counterflange, gaskets and bolts.
91.32
 1607517-7.4
Page 1 (2) Water Washing of Turbocharger - Turbine
The tendency to fouling on the gas side of turbochar-
gers depends on the combustion conditions, which
are a result of the load on and the maintenance
condition of the engine as well as the quality of the
fuel oil used.
Fouling of the gas ways will cause higher exhaust
gas temperatures and higher surface temperatures
of the combustion chamber components and will
also lead to a lower performance.
Tests and practical experience have shown that
radial-flow turbines can be successfully cleaned by
injecting water into the inlet pipe of the turbine. The
cleaning effect is based on the water solubility of the
deposits and on the chemical action of the impinging
water droplets and the water flow rate.
The necessary water flow is dependent on the gas
flow and the gas temperature. Enough water must
be injected per time unit so that, not the entire flow
will evaporate, but about 0.25 l/min. will flow off
through the drainage opening in the gas outlet.
Ensuring that sufficient water has been injected.
Washing time : max. 10 min.
Service experience has shown that the above men-
tioned water flow gives the optimal cleaning effect. If
the water flow is reduced, the cleaning effect will be
reduced or dissappear. If the recommended water
flow is exceeded, there is a certain risk of an
accumulation of water in the turbine casing which
may result speed reduction of turbocharger.
The best cleaning effect is obtained by cleaning at
low engine load approx. 20% MCR. Cleaning at low
load will also reduce temperature shocks.
08028-0D/H5250/94.08.12
98.20
B 16 01 1
General
Experience has shown, that washing at regular
intervals is essential to successful cleaning, as exces-
sive fouling is thus avoided. Washing every week
during operation is therefore recommended.
The cleaning intervals can be shorter or longer
based on operational experience.
The water should be supplied from the fresh water
sanitary system and not from the fresh cooling wa-
ter system or sea water system. No cleaning agents
or solvents need to be added to the water. Water
consumption 1.5-5 l/min.
Water Washing System
The water washing system consists of a pipe system
equipped with a regulating valve, a valve, a 3-way
cock and a drain pipe with a ball valve from the gas
outlet.
The water for washing the turbine is supplied from
the external fresh water system through a flexible
hose with couplings. The flexible hose must be
disconnected after water washing.
By activating the valve and the regulating valve,
water is led through the 3-way cock to the exhaust
pipe intermediate flange which is equipped with a
channel to lead the water to the gas inlet of the
turbocharger.
The water which has not evaporated is led out
through the drain pipe in the gas outlet.
 1607517-7.4
B 16 01 1 Water Washing of Turbocharger - Turbine Page 2 (2)

General

08028-0D/H5250/94.08.12

98.20
 1607599-1.3
Page 1 (3) Dry Cleaning of Turbocharger - Turbine B 16 01 2

General

Description Cleaning System

The tendency to fouling on the gas side of turbochar-
gers depends on the combustion conditions, which
are a result of the load and the maintenance condi-
tion of the engine as well as the quality of the fuel oil
used.
The cleaning system consists of a cleaning agent
container 1 with a capacity of approx. 0.5 liters and
a removable cover. Furthermore the system con-
sistsof a dosage valve 3, a closing valve 2 and two
snapon connectors.

Fouling of the gas ways will cause higher exhaust
gas temperatures and higher wall temperatures of
the combustion chamber components and will also
lead to a higher fuel consumption rate.
Tests and practical experience have shown that
radial-flow turbines can be successfully cleaned by
the dry cleaning method.
The position numbers 1 and 3 indicate the system's
"blow-gun". Only one "blow-gun" is used for each
engine plant. The blow-gun is working according to
the ejector principle with pressure air (working air) at
5-7 bar as driven medium. Injection time approx. 2
min. Air consumption approx. 5 Nm3/2 min.

This cleaning method employs cleaning agents con-

sisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the 5-7 bar
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger. 4

3
The injection of granulate is done by means of
working air with a pressure of 5-7 bar.

On account of their hardness, particularly suited 2

blasting agents such as nut-shells, broken or artifici- 1
ally shaped activated charcoal with a grain size of 1.0
mm to max. 1.5 mm should be used as cleaning
agents. 1. Container 4. Working air inlet
2. Closing valve To be connected with ½
The solid bodies have a mechanical cleaning effect 3. Dosage valve rubber hose.
which removes any deposits on nozzle vanes and
turbine blades.
Fig. 1. Arrangement of dry cleaning of turbocharger - Turbine.
Dry cleaning can be executed at full engine load and
does not require any subsequent operating period of
the engine in order to dry out the exhaust system.
Granulate consumption
08028-0D/H5250/94.08.12

Experience has shown, that cleaning of regular

intervals is essential to successful cleaning, as exce- NR 15 R / NR 20 R : 0.2 - 0.3 liters
ssive fouling is thus avoided. Cleaning every second
day during operation is recommended. NR 24 R / NR 26 R : 0.3 - 0.4 liters

The cleaning intervals can be shorter or longer

based on operational experience.

92.25
 1607599-1.3
B 16 01 2 Dry Cleaning of Turbocharger - Turbine Page 2 (3)

General

Dry cleaning of turbochargers

Suppliers of cleaning agents:

1. "Solf Blast Grit, Grade 14/25"

TURCO Products B.V.

Verl. Blokkenweg 12, 617 AD EDE - Holland
Tel.:08380 - 31380, Fax.: 08380 - 37069

2. Designation unknown

Neptunes Vinke B.V.

Schuttevaerweg 24, 3044 BB Rotterdam
Potbus 11032, 3004 E.A. Rotterdam, Holland
Tel.: 010 - 4373166 Fax.: 4623466

3. "Grade 16/10"

FA. Poul Auer GmbH

Strahltechnik
D-6800 Mainheim 31, Germany

4. "Granulated Nut Shells"

Eisenwerke Würth GmbH + Co.

4107 Bad Friederichshall, Germany
Tel.: 0 71 36-60 01

5. "Soft Blasting Grade 12/3a"

H.S. Hansen Eftf. Kattegatvej 2

2100 Copenhagen Ø, Denmark
Tel.:(01) 29 97 00 Telex: 19038
08028-0D/H5250/94.08.12

6. "Crushed Nutshells"

Brigantine, Hong Kong

7. "Turbine Wash"

Ishikawajima-Harima Heavy Industries Co.

Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku
Tokyo 104, Japan
Tel.: 03-2 77-42 91

92.25
 1607599-1.3
Page 3 (3) Dry Cleaning of Turbocharger - Turbine B 16 01 2

General

8. "A-C Cleaner" (Activated Coal)

Mitsui Kozan Co. Ltd. (Fuel Dept.)

Yamaguchi Bldg., 2-1-1 Nihonbashi
Muromachi, Chuo-Ku
Tokyo 103, Japan

9. "OMT-701"

Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku, Tokyo 105, Japan
Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J

10. "OMT-701"

OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku, Tokyo 104, Japan
Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J

11. "Marine Grid No. 14" (Walnut)

Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56

12. "Marine Grid No. 14"

Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81

13. Granulate
08028-0D/H5250/94.08.12

MAN B&W Diesel A/S

Stamholmen 161 DK-2650 Hvidovre
Tel.: +45 31 492501 Fax.: +45 31 494397
Telex: 31197 manbw dk

The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other
products.

92.25
 1613417-7.3
Page 1 (1) Position of Gas outlet on Turbocharger B 16 02 0

L23/30H
5-6L23/30H (720-750 rpm)

- Crankshaft

7-8L23/30H (720-750 rpm) - 6-7-8L23/30H (900 rpm)

- Crankshaft

Flange
Exhaust flange D. mating dimensions
T
Engine type DN OD T PCD Hole size No. of holes
123
123 5-6L23/30H 350 mm 490 mm 16 mm 445 mm 22 mm 12
123
123
123
123 7-8L23/30H
OD 123
123 6L23/30H-900 rpm 400 mm 540 mm 16 mm 495 mm 22 mm 16
PCD
123

7-8L23/30H-900 rpm 450 mm 595 mm 16 mm 550 mm 22 mm 16

DN

99.40
 1609574-9.3
Page 1 (1) Silencer without Spark Arrestor, Damping 25 dB (A) E 16 04 2

L23/30H
Design Installation

The operating of the silencer is based on the absorp- The silencer may be installed, vertically, horizontally
tion system. The Gasflow passes straight-through a or in any position close to the end of the piping.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenuation
100
over a wide frequency range.
80

The silencer is delivered without insulation and 60

fastening fittings.

Pressure loss (mm w ~ 10 Pa) at T300° C.

40
30
Pressure Loss
20
The pressure loss will not be more then in a straight
15
tube having the same lenght and bore as the silencer.
Graphic shows pressure loss in relation to velocity. 10
8
6
5
D 4
E C E
J øL
3

2
G

H
B

A
F

1
K number of holes
10 15 20 30 40 60 80100
Gas velocity (m/s)
Silencer type (A)

Damping Cyl. A Weight

B C D E F G H J K L
dB (A) type (DN) kg

25 5+6 (720/750) 350 838 2190 2390 100 858 490 445 16 12 22 450

7+8 (720/750)
25 6 (900 rpm) 400 938 2710 2930 110 958 540 495 16 16 22 600

7 (720/750)
25 8 (900 rpm) 450 1084 3210 3430 110 1104 595 550 16 16 22 820

Silencer type (B)

Damping Cyl. A Weight

B C D E F G H J K L
dB (A) type (DN) kg

25 5+6 (720/750) 350 700 2800 3000 100 730 490 445 16 12 22 347

7+8 (720/750)
25 6 (900 rpm) 400 750 3100 3400 150 780 540 495 16 16 22 432

7 (720/750)
25 8 (900 rpm) 450 1084 3100 3400 150 830 595 550 16 16 22 473

Dimension for flanges for exhaust pipes is according to DIN 86044

99.39
 1609577-4.3
Page 1 (1) Silencer without Spark Arrestor, Damping 35 dB (A) E 16 04 3

L23/30H

Design Installation

The operating of the silencer is based on the absorp- The silencer may be installed, vertically, horizontally
tion system. The Gasflow passes straight-through a or in any position close to the end of the piping.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenuation 100
over a wide frequency range. 80
60
The silencer is delivered without insulation and
fastening fittings.

Pressure loss (mm w ~ 10 Pa) at T300° C.

40
30
Pressure Loss
20
The pressure loss will not be more then in a straight 15
tube having the same lenght and bore as the silencer.
Graphic shows pressure loss in relation to velocity. 10
8
6
5
D 4
E C E
øL
3
J

2
G

H
B

A
F

1
K number of holes
10 15 20 30 40 60 80100
Gas velocity (m/s)
Silencer type (A)

Damping Cyl. A Weight

B C D E F G H J K L
dB (A) type (DN) kg

35 5-6 (720/750) 350 838 3190 3390 100 858 490 445 16 12 22 600

7+8 (720/750)
35 6 (900 rpm) 400 938 3710 3930 110 958 540 495 16 16 22 750

35 7-8 (900 rpm) 450 1084 4210 4430 110 1104 595 550 16 16 22 1120

Silencer type (B)

Damping Cyl. A Weight

B C D E F G H J K L
dB (A) type (DN) kg

35 5-6 (720/750) 350 850 3200 4000 100 730 490 445 16 12 22 528

7+8 (720/750)
35 6 (900 rpm) 400 950 3700 4200 150 780 540 495 16 16 22 730

35 7-8 (900 rpm) 450 1050 3900 4200 150 830 595 550 16 16 22 1015

Dimension for flanges for exhaust pipes is according to DIN 86044

99.39
 1609580-8.3
Page 1 (1) Silencer with Spark Arrestor, Damping 25 dB (A) E 16 04 5

L23/30H

Design Installation

The operating of the silencer is based on the absorp- The silencer/spark arrestor has to be installed as
tion system. The Gasflow passes straight-through a close to the end of the exhaust pipe as possible.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenua- 1000
tion over a wide frequency range. 800
600
The operation of the spark arrestor is based on the
centrifugal system. The gases are forced into a rotary

Pressure loss (mm w ~ 10 Pa) at T300° C.

400
movement by means of a number of fixed blades. The
300
solid particles in the gases are thrown against the wall
of the spark arrestor and collected in the soot box. 200
(Pressure loss, see graphic)
150

The silencer is delivered without insulation and fas- 100

tening fittings. 80
60
50
D
40
E C E
J øL
30

20
G

H
B

A
F

Spark arrestor Spark arrestor

type (b) type (a)

K number of holes 10
M P P M O
10 15 20 30 40 60 80100
Gas velocity (m/s)

Silencer type (A)

Damping Cyl. A Weight

B C D E F G H J K L M O P
dB (A) type (DN) kg

25 5+6 (720/750) 350 838 2445 2645 100 858 490 445 16 12 22 350 270 400 550

25 7+8 (720/750) 400 938 2965 3185 110 958 540 495 16 16 22 350 290 600 700
6 (900 rpm)

25 7+8 (900 rpm) 450 1084 3465 3685 110 1104 595 550 16 16 22 350 300 850 950

Silencer type (B)

Damping Cyl. A Weight

B C D E F G H J K L M O P
dB (A) type (DN) kg

25 5+6 (720/ 350 700 2800 3000 100 730 490 445 16 12 22 50 300 650 377
750)

25 7+8 (720/750)
400 750 3100 3400 150 780 540 495 16 16 22 100 300 700 470
6 (900 rpm)

25 7+8 (900 rpm) 450 800 3100 3400 150 830 595 550 16 16 22 100 350 800 526

Dimension for flanges for exhaust pipes is according to DIN 86044

99.39
 1609584-5.3
Page 1 (1) Silencer with Spark Arrestor, Damping 35 dB (A) E 16 04 6

L23/30H

Design Installation

The operating of the silencer is based on the absorp- The silencer/spark arrestor has to be installed as
tion system. The Gasflow passes straight-through a close to the end of the exhaust pipe as possible.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenua- 1000
tion over a wide frequency range. 800
600
The operation of the spark arrestor is based on the
centrifugal system. The gases are forced into a rotary

Pressure loss (mm w ~ 10 Pa) at T300° C.

400
movement by means of a number of fixed blades. The
300
solid particles in the gases are thrown against the wall
of the spark arrestor and collected in the soot box. 200
(Pressure loss, see graphic).
150

The silencer is delivered without insulation and fas- 100

tening fittings. 80
60
50
D
40
E C E
J øL
30

20
G

H
B

A
F

Spark arrestor Spark arrestor

type (b) type (a)

K number of holes 10
M P P M O
10 15 20 30 40 60 80100
Gas velocity (m/s)

Silencer type (A)

Damping Cyl. A Weight

B C D E F G H J K L M O P
dB (A) type (DN) kg

35 5+6 (720/ 350 838 3445 3645 100 858 490 445 16 12 22 350 270 400 700
750)
7+8 (720/
35 750) 400 938 3965 4185 110 958 540 495 16 16 22 350 290 600 850
6 (900 rpm)
7+8 (900
35 rpm) 450 1084 4715 4935 110 1104 595 550 16 16 22 350 300 850 1200

Silencer type (B)

Damping Cyl. A Weight

B C D E F G H J K L M O P
dB (A) type (DN) kg

35 5+6 (720/ 350 850 3550 3750 100 880 490 445 16 12 22 50 300 650 627
750)
7+8 (720/750)
35 400 950 4100 4400 150 980 540 495 16 16 22 100 300 700 885
6 (900 rpm)

7+8 (900
35 rpm) 450 1050 4350 4650 150 1080 595 550 16 16 22 100 350 800 1140

Dimension for flanges for exhaust pipes is according to DIN 86044

99.39
Speed Control System

B 17
 1607583-4.3
Page 1 (1) Starting of Engine B 17 00 0

General

Load
C B

50
A

0 1 2 3 12 minutes

The engine may be started and loaded according to
the following procedure:
A: Normal start without preheated cooling water.
Only on MDO.
If the engine normally runs on HFO preheated fuel
must be circulated through the engine while prehea-
ting although the engine has run or has been flushed
on MDO for a short period.

B: Normal start with preheated cooling water. Starting on MDO

MDO or HFO.
For starting on MDO there are no restrictions exept
C: Stand-by engine. Emergency start, with pre- lub. oil viscosity may not by higher than 1500 cSt.
heated cooling water, intermediate prelubri- (0° C for lub. oil SAE 30, or 10° C for SAE 40).
cating or continuos prelubricating.
08028-0D/H5250/94.08.12

MDO or HFO. Initial ignition may be difficult if the engine and

ambient temp. are lower than 0° C, and the cooling
water temperature is lovwer than 15° C.
Starting on HFO

During shorter stops or if the engine is in stand-by on Prelubricating

HFO the engine must be preheated.
The engine shall always be prelubricated 2 minutes
During preheating the cooling water outlet temperatu- prior to start if there is not intermittent or continuos
re should be kept as high as possible at least 60° C prelubricating installed. Intermittent prelub. is 2 min.
(± 5°C) -either by means of cooling water from every 10 minutes.
engines which are running or by means of a built-in
preheater.

99.03
 1639468-5.0
Page 1 (1) Governor B 17 01 1

General

Governor Type

As standard, the engines are equipped with a 0% droop is only possible for single engines in solo
mechanical - hydraulic Woodward governor type operation. In the case of solo and mains parallel
UG8D. operation, 3 to 5% droop is required.

In the case of electronic speed control, 0% droop is

Speed Adjustment possible for parallel operation as well.

Electrical remote adjustment or manual adjustment

on the governor. Load Distribution

By the droop.
Speed Adjustment Range

Between -5% and +10% of the nominal speed at idle Shut-down/Stop

running.
By shut-down or stop the stop solenoid is energized
24 V DC.
Droop

Droop adjustable between 0% and 7% of the nominel

speed; normally adjusted at 3.5% speed rise when
load is taken off from full load to idle running.
08028-0D\H5250\94.08.12

Fig 1 Woodward governor

94.17
Monitoring Equipment

B 18
 1607502-1.5
Page 1 (1) Standard Instrumentation B 18 01 1

L23/30H

One instrument panel consisting of:

Type Code Function

Pressure gauge PI 01 LT Fresh water - inlet to air-cooler

Pressure gauge PI 10 HT Fresh water - inlet engine
Pressure gauge PI 21 Lubricating oil - inlet to filter
Pressure gauge PI 22 Lubricating oil - outlet from filter
Pressure gauge PI 23 Lubricating oil - inlet to turbocharger
Pressure gauge PI 31 Charging air - outlet from cooler
Pressure gauge PI 40 Fuel oil - inlet to engine
Pressure gauge (*) PI 50 Nozzle cooling oil - inlet to fuel valves

Instruments placed in start box:

Tachometer SI 89/90 Turbocharger/Engine - RPM

Switch for turbocharger/engine RPM

Instrumentation mounted local on engine:

Thermometer TI 01 LT water - inlet air cooler

Thermometer TI 02 LT water - outlet from air cooler
Thermometer TI 03 LT water - outlet from lub. oil cooler
Thermometer TI 10 HT fresh water - inlet to engine
Thermometer TI 11 HT fresh water - outlet each cylinder
Thermometer TI 20 Lubricating oil - inlet to cooler
Thermometer TI 22 Lubricating oil - outlet from filter
Thermometer TI 30 Charge air - inlet to cooler
Thermometer TI 31 Charge air - outlet from cooler
Thermometer TI 40 Fuel oil - inlet to engine
Thermometer (*) TI 51 Nozz. cool. oil - outlet from fuel valves
Thermometer TI 60 Exhaust gas - outlet each cylinder
Thermometer TI 61 Exhaust gas - outlet turbocharger

(*) If nozzle cooling oil applied only.

92.25
 1607503-3.2
Page 1 (1) Standard Instrument Panel B 18 05 1

In-Line

Main Instrument Panel

As standard the engine is equipped with an instrument The instrument panel is mounted flexibly on rubber
panel, comprising instruments for visual indication of elements and all manometer connections are connec-
the most essential pressures. ted to the panel by means of flexible hoses, as shown
Illustrated on fig. 1. on fig. 2.

Flexible hose

Rubber element

Valves

Push button

On the engine is as standard mounted an instrument

panel.
Fig. 2. Cross section of instrument panel
The following incorporating pressure gauges for the most
essential pressures.

Pressure gauge for:

PI 01 LT fresh water, inlet to air cooler The connecting pipes to the manometers are equip-
PI 10 HT fresh water, inlet engine ped with valves which make it possible to replace the
PI 21/22 Lubricating oil, inlet/outlet to filter manometers during operation.
PI 23 Lub. oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler
PI 40 Fuel oil, inlet to engine In the charging air and fuel oil piping damping filters
Switch for PI 21/22 are inserted for levelling out pressure fluctuations.
Fig. 1. Lay-out of instrument panel

92.32
Safety and Control System

B 19
 1607548-8.8
Page 1 (2) Operation Data & Set Points B 19 00 0

L23/30H

Normal Value at Full load Alarm Set point Autostop of engine

Lubricating Oil System

Temp. before cooler SAE 30 TI 20 60-70° C TAH 20 90° C
(outlet engine) SAE 40 TI 20 65-75° C TAH 20 100° C

Temp. after cooler SAE 30 TI 22 45-60° C TAH 22 75° C TSH 22 85° C

(inlet engine) SAE 40 TI 22 50-65° C TAH 22 85° C TSH 22 95° C

Pressure after filter (inlet eng) PI 22 3-4 bar PAL 22 3 bar PSL 22 2.5 bar

Elevated pressure i.g. when

centrifugal filter installed PI 22 4-5 bar PAL 22 4 bar PSL 22 3.5 bar

Pressure drop across filter PDAH 21-22 0.5-1 bar PDAH 21-22 1.5 bar

Prelubricating pressure PI 25 0.5-0.8 bar LAL 25 level switch

Pressure inlet turbocharger PI 23 1.1-1.3 bar

Lub. oil, level in base frame LAL 28/LAH 28 low/high level

Temp. main bearings TE 29 75-85° C TAH 29 95° C

Fuel Oil System

Pressure after filter MDO PI 40 2-3 bar PAL 40 1.5 bar
HFO PI 40 (A) PAL 40 4 bar

Leaking oil LAH 42 leakage

Press. nozz. cool. oil, inlet eng. PI 50 2-3 bar PAL 50 1.5 bar (C)
Temp. nozz. cool. oil, outlet eng. TI 51 80-90° C (C)

Cooling Water System

Press. LT-system, inlet engine PI 01 1-2.5 bar PAL 01 0.4 bar + (B)
Press. HT-system, inlet engine PI 10 1-3.0 bar PAL 10 0.4 bar + (B)

Temp. HT-system, inlet engine TI 10 60-75° C

Temp. HT-system, outl. cyl.units TI 11 70-85° C

Temp. HT-system, outlet engine TAH 12 90° C TSH 12 95° C

Temp. raise across cyl. units max. 10° C

Exhaust Gas and Charge Air

Exh. gas temp. before TC TI 62 425-475° C TAH 62 550° C
Exh. gas temp. outlet cyl. TDAH 60 average ±50° C

Exh. gastemp. after TC TI 61 275-350° C* TAH 61 500° C

TI 61 320-390° C**

Ch. air press. after cooler PI 31 2-2.5 bar

Ch. air temp. after cooler TI 31 35-55° C TAH 31 65° C

Compressed Air System

PI 70 7-9 bar PAL 70 7 bar
08028-0D/H5250/94.08.12

Press. inlet engine

Speed Control System
Engine speed
Mechanical SSH 81 825 rpm
Elec. SI 90 720 rpm SAH 81 815 rpm SSH 81 815 rpm

Mechanical SSH 81 860 rpm

Elec. SI 90 750 rpm SAH 81 850 rpm SSH 81 850 rpm

Mechanical SSH 81 1030 rpm

Elec. SI 90 900 rpm SAH 81 1015 rpm SSH 81 1015 rpm

Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters
can be included. For remarks to some parameters, see overleaf.
* for 720/750 rpm ** for 900 rpm.

00.17

B 19 00 0 Operation Data & Set Points
L23/30H
Remarks to individual Parameters
A. Fuel Oil Pressure, HFO-operation
When operating on HFO, the system pressure must
be sufficient to depress any tendency to gasification
of the hot fuel.
The system pressure has to be adjusted according
to the fuel oil preheating temperature.
1607548-8.8
Page 2 (2)
B. Cooling Water Pressure, Alarm Set Points
As the system pressure in case of pump failure will
depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to
0.4 bar plus the static pressure.
C. Nozzle Cooling Oil System
The nozzle cooling oil system is only applied for
stationary engines.
08028-0D/H5250/94.08.12
00.17
 1624450-8.2
Page 1 (1) Mechanical Overspeed
Mechanical Overspeed
The engine is protected against overspeeding in the
event of, for instance, governor failure by means of
an overspeed trip.
The engine is equipped with a stopping device which
starts to operate if the maximum permissible revo-
lution number is exceeded.
The overspeed tripping device is fitted to the end
cover of the lubricating oil pump and is driven through
this pump.
If the pre-set tripping speed is exceeded, the spring-
loaded fly weight (1), see fig 1, will move outwards
and press down the arm (2).
The arm is locked in its bottom position by the lock
pin (3) which is pressed in by the spring (4).
08028-0D/H5250/94.08.12
Fig 1 Mechanical overspeed.
01.01
B 19 06 1
L23/30H
At the same time the arm (2) presses down the
spindle (5), and the pneumatic valve (6) opens,
whereby compressed air will be led to the stop
cylinder, (see also B 17 30 1) in which the piston is
pressed forward and, through the arm, turns the fuel
pump regulating shaft to STOP position. Thereby the
engine stops, the spring-loaded pull rod connection
to the governor being compressed.
The engine can be stopped manually by pressing
down the button (7), which will activate the spring-
loaded fly weight (1) through the lever (8).
If the overspeed has been activated, the overspeed
must be reset before the engine can be started.
Reset is done by means of the button (10).
Overspeed Alarm (SAH 81)
The overspeed alarm (SAH 81) is activated by
means of the micro switch (9).
 1639469-7.2
Page 1 (1) Starting Box B 19 10 1

General

Description Engine / Turbocharger RPM

The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following indication is changed.
indications/pushbuttons:
Engine RPM indication is green light-emitting diodes
– Indication of engine or turbocharger RPM and turbocharger RPM indication is red light-emitting
– Indication of electronic overspeed diodes.
– Pushbutton for "Manual Start"
– Pushbutton for "Manual Stop" External Indications
– Pushbutton for "Remote" *
– Pushbutton for "Local" * There are output signals for engine RPM and
– Pushbutton for "Blocking" * turbocharger RPM.
– Pushbutton for change-over between engine Engine: 0 - 1200 RPM ~ 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA

* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig. 1. have potential free switches for external indication.

Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the start
button, but only if the button "Local" is activated.

The manual, local start is an electrical, pneumatic

start, i.e. when activating the start button a solenoid
valve opens for air to the air starter, thereby enga-
ging the starter and starting the diesel engine.
Throughout the starting cycle the start button must
be activated.

The air starter is automatically disengaged when the

diesel engine exceeds 110 RPM. If the start button
is disengaged before the diesel engine has exceeded
110 RPM, further starting cycles are blocked, until 5
sec. after the engine is at standstill.

Remote Start

Remote start can only take place if the pushbutton

08028-0D/H5250/94.08.12

for "Remote" is activated.

Manual Stop

The "Manual Stop" button is connected to the stop

coil on the governor.

Blocking

If "Blocking" is activated, it is not possible to start the

diesel engine. Fig 1 Starting box.

01.01
 1635436-4.2
Page 1 (2) Converter for Engine RPM Signal
Engine RPM signals
For measuring the engine's RPM, a pick-up mounted
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal is
sent through an f/I converter (frequency/current
converter), where the signal is transformed into a
proportional 4-20 mA ~ 0-1200 RPM.
Both tachometer on the engine and possibly external
tachometers should be connected in the current
loop.
Further, the converter has following signals:
– overspeed
– engine run
– safe start
– tacho fail
Overspeed
When the engine speed reach the setpoint for
electronic overspeed the converter gives a shutdown
signal and a alarm signal through a relay.
08028-0D/H5250/94.08.12
Fig. 1. Converter for engine RPM.
94.04
B 19 13 1
General
Engine run
When the engine speed reach 710 RPM the conver-
ter gives a "engine run" signal. The signal will also
be given when the engine speed reach 200 RPM +
8 sec., (this is used for pump engines).
The engine run signal will be deactivated when the
speed is 640 RPM. If the engine speed haven't been
over 710 RPM the signal will be deactivated at 200
RPM.
The "engine run" signals will be given through a relay.
One for synchronizing and one for start/stop of pre.
lub. oil pump or alarm blocking at start/stop.
Safe start
When the safe start signal is activated the engine
can start. When the engine reach app. 140 RPM the
air starter will be shut-off.
Further, the safe start signal is a blocking function
for the air starter during rotation.
 1635436-4.2
B 19 13 1 Converter for Engine RPM Signal Page 2 (2)

General

Tacho fail

The tacho fail signal will be on when everything is All wiring to relay, pick-up and tachometer are made
normal. If the pick-up or the converter failed the by MAN B&W, Holeby.
signal will be deactivated. E.g. if there is power
supply failure.
Data
The converter for engine RPM signal is mounted in
the terminal box on the engine. Operating data : 24 V DC ± 15%
Power consumption : 3 Watt
Ambient temperature : -20° C to 70° C
Pick-up Output current : 4-20 mA ~ 0-1200 RPM

The pick-up is a NPN-type with LED-indication. The

sensing distance is 0.5 to 1.2 mm.

08028-0D/H5250/94.08.12

94.04
 1631457-0.0
Page 1 (2) Engine Control Box E 19 06 4

General

The Safety System

The engine control box is watching the most - Overspeed shutdown

important safety operating functions of the diesel - Start failure
engine, i.e. low lub. oil pressure, high cooling water - Wire break
temperature, and overspeed. - Start interlocks

If an unintended condition occurs to one of the above There are push buttons for:
functions, the engine control box will release
automatic stop of the engine (shut-down). - Start
- Stop
In order to avoid an unintended re-starting after - Reset
release of a shut-down, there is a built-in reset - Lamp test
function which has to be activated before the engine
can be re-started. Remote reset is also possible.
Alarm Blocking
Besides, there are built-in start/stop procedures for
the engine. On fig. 1 the possible external connections The engine control box is provided with a relay output
and input/output signals are shown. for alarm blocking. It is advisable to use in case of
too low lub. oil pressure, so that alarm is avoided
On the front cover of the engine control box there are during starting and stopping of the engines.
an indication panel.

There are indications for: Start/Stop of the Diesel Engine

- Power As the engine control box can give the diesel engine
- Lub. oil shutdown a signal of normal start/stop, it is possible to mount
- High temp. fresh water shutdown remote switches for these functions.

From main switch board ü ì Input from engine

- Start signal
- Stop signal
- Emergency stop signal
- Reset signal
To main switch board
- Common shutdown
08028-0D/H5250/94.08.12
ï ï
ï ï
ï ï
ï í
ï ï
ï ï
ý ï
- Engine run signal
- Pressurestate PSL 22 lub.oil
pressure low - shut-down
- Thermostate TSH 12 cooling
water - shut-down
- Microswitch SSH 81 speed
high - Shut-down
- Stop

- Start failure ï î
- Start interlock
- Power failure ï
- Cable failure ï ì Output to engine
- Alarm blocking
- Engine run ï ï
- Power supply
ï í - Stop signal - shut-down solenoid
ï î - Start signal
To pre.lub. oil pump starter
ï Power supply
24 V DC, 6 A ±20%
- Start/stop signal þ

Fig 1 External connections to/from the engine control box .

92.25
 1631457-0.0
E 19 06 4 Engine Control Box Page 2 (2)

General

If the diesel engine does not start during a starting The engine control box can also be installed in the
trial, a potential free switch will give the information engine control room. It is possible to integrate the
that there is a starting failure. engine control box in the switch board.

When the diesel engine is running. Two relay outputs The following is available as an option:
are activated. One of these switches can be used for
start/stop of the prelubricating pump. - One box for 3 engines
- Electronic overspeed
- Custom made solutions
Engine Control Box Cabinet

The engine control box cabinet can be installed in the

engine room, near the engine, fig. 1 shows the
dimensions of the cabinet.
Enclosure: IP 55.

Ø10.2
Engine
Control box
340

Start Stop

630 220

Flange-plate in bottom
of engine control box
08028-0D/H5250/94.08.12

Cable glands fitted and

supplied by costumer

Fig 2 Engine Control Box.

92.25
 1643403-4.0
Page 1 (2) Engine Control Box
Alarm and Safety System
The engine control box is watching all alarm and
safety operating functions of the diesel engine.
In case of unintended conditions for the above
functions, the engine control box will initiate:
- automatic stop of the engine (shutdown)
or
- a warning indication (alarm)
In order to avoid an unintended re-starting after
release of a shutdown, there is a built-in reset
function which has to be activated before the engine
can be re-started. Remote reset is also possible.
Besides, there are built-in start/stop procedures for
the engine.
On the front cover of the engine control box there are
3 indication panels. One for the safety system and
two for the alarm system.
The engine control box will reflect the actual engine
automation/instrumentation. The items below are
general.
For the safety system there are indications for:
- Power on
- Engine run
- Lub. oil shutdown
- High temp. fresh water shutdown
- Overspeed shutdown
- Emergency shutdown
- Start failure
- Wire break
- Start interlock (blocking)
- Start interlock (local)
08028-0D/H5250/94.08.12
- Starting air
For the alarm system there are indications for:
- Lubricating oil inlet pressure
- Prelubricating oil pressure
- Fuel leakage
- Oil level base frame *
- lub. oil filter
- Cooling water outlet temp.
94.17
E 19 06 6
General
- Lub. oil inlet temp.
- Cooling water press.
- Tacho failure
- Low supply voltage
- High supply voltage
- Alternator overheating
- Lambda control failure
- Fuse failure
- Pre. lub pump failure
- Overspeed
- Spare x 4
Furthermore there are push buttons for:
- Start of engine
- Stop of engine
- Reset
- Lamp test
- Diesel oil (MDO) mode with indication *
- Heavy fuel oil (HFO) mode with indication *
* Options
Alarm Blocking
The engine control box is provided with a relay for
alarm blocking, so that alarm is avoided during
starting and stopping of the engine.
Start/Stop of the Diesel Engine
The diesel engine can be started and stopped by
means of push buttons on the panel. Furthermore, it
is possible to mount remote switches for these
functions.
If the diesel engine does not start during a starting
trial, a potential free switch will give the information
that there is a starting failure.
When the diesel engine is running, three relay
outputs are activated. One is used for start/stop of
the prelubricating pump, and one is used for start/
stop of the nozzle cooling pump.
Diesel Oil / Heavy Fuel Oil Mode
The valve control for MDO or HFO running mode is
incorporated in the engine control box.
It is possible to change the valve position on the
engine control box or remote.
 1643403-4.0
E 19 06 6 Engine Control Box Page 2 (2)

General

The push buttons for MDO and HFO are lighten push Enclosure: IP 54.
buttons to indicate the mode.
The engine control box can also be installed in the
Engine Control Box Cabinet engine control room. It is possible to integrate the en-
gine control box in the switchboard.
The engine control box cabinet can be installed in the
engine room, near the engine. Fig 1 shows the
dimensions of the cabinet.

08028-0D/H5250/94.08.12

Fig 1 Engine control box.

94.17
 1631477-3.3
Page 1 (2) Prelubricating Oil Pump Starting Box E 19 11 0

General

Description The pump can be arranged for continuous or inter-

mittent running. (For L16/24, L21/31 & L27/38 only
The prelubricating oil pump box is for controlling the continuous running is accepted).
prelubricating oil pump built onto the engine.
Depending on the number of engines in the plant, the
The control box consists of a cabinet with starter, control box can be for one or several engines.
overload protection and control system. On the front
of the cabinet there is a lamp for "pump on", a The prelubricating oil pump starting box can be
change-over switch for manual start and automatic combined with the high temperature preheater con-
start of the pump, furthermore there is a main switch. trol box.

See also B 12 07 0, Prelubricating Pump.

Ø10.2

Pre.lub. oil pump Pre.lub. oil pump Pre.lub. oil pump

Engine 1 Engine 2 Engine 3

Pump Man Auto Pump Man Auto Pump Man Auto

ON OFF ON OFF ON OFF
560

630 220
08028-0D\H5250\94.08.12

Fig 1 Dimensions.

01.10
 1631477-3.3
E 19 11 0 Prelubricating Oil Pump Starting Box Page 2 (2)

General

08028-0D\H5250\94.08.12

Fig 2 Wiring diagram.

01.10
 1631478-5.1
Page 1 (2) High Temperature Preheater Control Box E 19 13 0

General

Description

The preheater control box is for controlling the Depending on the numbers of engines in the plant, the
electric heater built onto the engine for preheating of control box can be for one or several engines, however
the engines jacket cooling water during stand-still. the dimensions of the cabinet will be the same. fig 1
illustrates a front for 3 engines.
The control box consists of a cabinet with contactor
and control system. On the front of the cabinet there The high temperature preheater control box can be
is a lamp for "heater on" and a main switch for acti- combined with the prelubricating oil pump control box.
vating the system. Furthermore there is overload
protection for the heater element. See also B 13 23 1 Preheating Arrangement in High
Temperature System.
The temperature is controlled by means of an on/off
thermostat mounted in the common HT-outlet pipe.
Furthermore the system secures that the heater is
activated only when the engine is in stand-still.

Ø10.2

H.T. water preheater H.T. water preheater H.T. water preheater

Engine 1 Engine 2 Engine 3

Heater Heater Heater

ON ON ON
340

630 220
08028-0D/H5250/94.08.12

Fig 1 Dimensions of the control cabinet.

01.10
 1631478-5.1
E 19 13 0 High Temperature Preheater Control Box Page 2 (2)

General

1 2 3 4 5 6 7 8 9 10 11 12

1 3 5 1 3 5 1 3 5
F4 F7 F10
10A 10A 10A
2 4 6 2 4 6 2 4 6

L1 L2 L3 L1 L2 L3 L1 L2 L3

S4 T1 T2 T3 S7 T1 T2 T3 S10 T1 T2 T3

1 3 5 1 3 5 1 3 5

Q5 Q7 Q9
2 4 6 2 4 6 2 4 6

L1 L2 L3 1 2 3 4 5 6 7 8 9
3 x 380/440 V
Power supply

Engine 1
6 kW
H.T. water preheater

Engine 2
6 kW
H.T. water preheater

Engine 3
6 kW
H.T. water preheater

13 14 15 16 17 18 19 20 21 22 23 24
F2 F3
2A 2A

1 2 1 2
13 13 13 13 13 13

380 V 24 V Q5 Q7 Q9
440 V 100 VA
S4 14 14 S7 14 14 S10 14 14

3 4 3 4

F4 F7 F10

13 17 20

T1 T2 T3

14 15 18 19 21 22
08028-0D/H5250/94.08.12

A1 X1 A1 X1 A1 X1

Q5 H6 Q7 H8 Q9 H10
A2 X2 A2 X2 A2 X2
16

NO NC NO NC NO NC
.18 .20 .22
.4 .7 .10
Preheater

Preheater

Preheater

Preheater

Preheater

Preheater
Engine 1

Engine 1

Engine 2

Engine 2

Engine 3

Engine 3
ON

ON

ON

Fig 2 Wiring diagram.

01.10
Foundation

B 20
 1613565-0.2 Recommendations Concerning Steel Foundations B 20 01 0
Page 1 (1) for Resilient Mounted GenSets

General

Foundation Recommendations

When the generating sets are installed on a trans-

verse stiffened deck structure, it is generally re-
commended to strengthen the deck by a longitudinal
stiffener inline with the resilient supports, see fig. 2.

For longitudinal stiffened decks it is recommended to

add transverse stiffening below the resilient sup-
ports.

It is a general recommendation that the steel foun-

dations is in line with both the supporting transverse
and longitudinal deck structure , fig. 1, in order to
obtain sufficient stiffness in the support of the resi-
lient mounted generating sets. Fig 1 Transverse stiff deck structure.

The strength and the stiffness of the deck structure

has to be based on the actual deck load, i.e. weight
of machinery, tanks etc. and furthermore, resonance
with the free forces and moments from especially the
propulsion system have to be avoided.
08028-0D/H5250/94.08.12

Fig 2 Resilient supports.

99.47
 1613527-9.1
Page 1 (2) Resilient Mounting of Generating Sets B 20 01 3

General

Resilient Mounting of Generating Sets
On resilient mounted generating sets, the diesel
engine and the generator are placed on a common
rigid base frame mounted on the ship's/erection
hall's foundation by means of resilient supports, type
Conical.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections, and pipes, gangway etc. must not be
welded to the external part of the installation.
The support of the individual conical mounting can
be made in one of the following three ways:
1) The support between the bottom flange and
the foundation of the conical mounting is made
with a loose steel shim. This steel shim is
adjusted to an exact measurement (min. 40
mm) for each conical mounting.
Method 1

Resilient Support
Steel shim

A resilient mounting of the generating set is made Foundation

with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
brackets on the base frame (see fig 1). Method 2

The standard height of the conical mountings is 177 Steel shim

mm in unloaded condition - when loaded the setting Steel shim
is normally 5-7 mm.
Foundation

The exact setting can be found in the calculation of

the conical mountings for the plant in question.
Method 3

Steel shim

Steel shim

Chockfast

Foundation

Fig 2 Support of conicals.

08028-0D/H5250/94.08.12

2) The support can also be made by means of two

steel shims, at the top a loose shim of at least
40 mm and below a shim of approx. 10 mm
Fig 1 Resilient mounting of generating sets.
which are adjusted for each conical mounting
and then welded to the foundation.

99.47

B 20 01 3 Resilient Mounting of Generating Sets
General
3) Finally, the support can be made by means of
chockfast. It is recommended to use two steel
shims, the top shim should be loose and have
a minimum thickness of 40 mm, the bottom
shim should be cast in chockfast with a thick-
ness of at least 10 mm.
Irrespective of the method of support, it is recom-
mended to use a loose steel shim to facilitate a
possible future replacement of the conical moun-
tings.
1613527-9.1
Page 2 (2)
Adjustment of Engine and Generator on Base
Frame
The resilient mounted generating set is normally
delivered from the factory with engine and generator
mounted on the common base frame. Eventhough
engine and generator have been adjusted in the
factory with the generator rotor correctly placed in
the stator, and the crankshaft bend of the engine
(autolog) within the prescribed tolerances, it is re-
commended to make an autolog before starting up
the plant.
08028-0D/H5250/94.08.12
99.47
Test running

B 21
 1356501-5.5
Page 1 (1) Test Running of GenSets on DO B 21 01 1

General

1) Warming up of GenSets.

2) Load test in hours: (at 750 / 1000 rpm for 50 Hz or 720 / 1200 rpm for 60 Hz)

Load (%) 25 50 75 100 110

American Bureau of Shipping 1 1 1 1 1

Bureau Veritas 1 1 1 1 1

Chinese Corp. Register of Shipping 1 1 1 1 1

Det Norske Veritas 1 1 1 1 1

Germanischer Lloyd 1 1 1 1 1

Lloyd's Register of Shipping 1 1 1 1 1

Registro Italiano Navale 1 1 1 1 1

USSR Register of Shipping 3/4 3/4 3/4 4 3/4

Register of Shipping of
Peoples Republic of China 1 3/4 3/4 2 3/4

Nippon Kaiji Kyokai 3/4 3/4 3/4 2 3/4

3) Governor test: Measurement of momentaneous speed variation

Measurement of permanent speed variation,

from 100 % load to 0% load

– 0% – – 50% –
– 50 % – – 100% –

4) Overspeed test.
08028-0D\H5250\94.08.12

5) Parallel running of GenSets.

6) Test of remote start/stop and emergency functions.

7) Test of alarm functions according to the actual list for the specific plant.

8) Crankshaft deflection with warm engine (not 16/24 and 27/38)

9) General inspection.

10) Inspection of lub. oil filter cartridges of each engine.

00.09
Spare Parts

E 23
 1613435-6.1
Page 1 (1) Weight and Dimensions of Principal Parts E 23 00 0

L23/30H

Piston approx. 21 kg

Cylinder head approx.130 kg

Cylinder head incl. rocker arms approx. 180 kg

Cylinder liner approx. 75 kg

Connecting rod approx. 41 kg

91.37
 1607552-3.5
Page 1 (1) Recommended Wearing Parts E 23 04 0

L23/30H
720/750 RPM

99.35
 1643417-8.2
Page 1 (1) Recommended Wearing Parts E 23 04 0

L23/30H
900 RPM

99.35
 1607505-7.5
Page 1 (2) Standard Spare Parts P 23 01 1

L23/30H

Extent according to the requirements of:

For guidance Demands
American Bureau of Shipping. Germanischer Lloyd.
Bureau Veritas. USSR Register of Shipping.
Lloyd's Register of Shipping. Chinese Register.
Det Norske Veritas. Nippon Kaiji Kyokai
Korean Register of Shipping
Registro Italiano Navale

Description Qty. Plate Item

Cylinder Head
Valve spindle, inlet 2 30801 4262
Valve spindle, exhaust 4 30801 5518
Conical ring in 2/2 6 30801 3827
Inner spring 6 30801 4084
Outer spring 6 30801 4173
Valve seat ring, inlet 2 30601 4445
Valve seat ring, exhaust 4 30601 4442
Gasket, coaming 1 30601 3829
Gasket, top cover 1 30801 6042
O-ring, cylinder head 2 30601 2117
Valve rotators 4 30801 5152

Piston and Connecting Rod, Cylinder Liner

Sealing ring 1 30601 2840
Connecting rod bearing 1 30701 0653
Screw for connecting rod 4 30701 1815
Bush for connecting rod 1 30701 0386
Piston pin 1 30701 0108
Retaining ring 2 30701 0297
Piston ring 1 30701 1098
Piston ring 1 30701 1187
Piston ring 1 30701 1276
Oil scraper ring 1 30701 1365
O-ring, cylinder liner 2 30601 3007
O-ring, inlet bend 1 30901 5571
O-ring, cooling water connections 8 30601 2573
08028-0D/H5250/94.08.12

Operating Gear for Valve and Fuel Injection Pumps

Sealing ring 4 30802 2817

Engine Frame and Base Frame

Main bearing shells 1 30502 3483

99.38
 1607505-7.5
P 23 01 1 Standard Spare Parts Page 2 (2)

L23/30H

Description Qty. Plate Item

Thrust washer 2 30503 1850

Stud 2 30503 0237
Nut 2 30503 0782
O-ring 2 30502 2137

Turbocharger System
Gasket 1 30902 1977
O-ring, cooling water connections 1 30502 4640
O-ring, cooling water connections 1 30502 4640

Fuel Oil System and Injection Equipment

Fuel injection valve * 31101 0143
Fuel oil injection pump 1 31001 0194
Fuel oil high-pressure pipe 1 31102 0112

* No of spare parts = C (add up to equal number)

2
C = Number of cylinders for engine with max. cyl. no in plant.

ex. A plant consists of 2x5L28/32H and 2x7L28/32H.

08028-0D/H5250/94.08.12

7
Then the number of spare parts must be 2 = 3.5
~ add up to equal number = 4.

Plate No. and Item No. refer to the spare parts plates in the instruction book.

99.38
 1655227-6.2
Page 1 (2) Standard Spare Parts P 23 01 1

L23/30H

Extent according to the requirements of:

For guidance Demands
American Bureau of Shipping. Germanischer Lloyd.
Bureau Veritas. USSR Register of Shipping.
Lloyd's Register of Shipping. Chinese Register.
Det Norske Veritas. Nippon Kaiji Kyokai
Korean Register of Shipping
Registro Italiano Navale

Description Qty. Plate Item

Cylinder Head
Valve spindle, inlet and exhaust 6 50502 512
Conical ring in 2/2 6 50502 465
Inner spring 6 50502 489
Outer spring 6 50502 490
Valve seat ring, inlet 2 50501 064
Valve seat ring, exhaust 4 50501 076
Gasket, coaming 1 50510 026
Gasket, top cover 1 50510 075
O-ring, cylinder head 2 50501 338
Valve rotators 4 50502 477

Piston and Connecting Rod, Cylinder Liner

Sealing ring 1 50610 031
Connecting rod bearing 1 50601 139
Screw for connecting rod 4 50601 152
Bush for connecting rod 1 50601 056
Piston pin 1 50601 019
Retaining ring 2 50601 032
Piston ring 1 50601 093
Piston ring 1 50601 103
Piston ring 1 50601 115
Oil scraper ring 1 50601 127
O-ring, cylinder liner 2 50610 043
O-ring, inlet bend 1 51203 234
O-ring, cooling water connections 8 50501 184
08028-0D/H5250/94.08.12

Operating Gear for Valve and Fuel Injection Pumps

Sealing ring 4 50801 185

Engine Frame and Base Frame

Main bearing shells 1 51101 157
Thrust washer 2 51101 253

99.38
 1655227-6.2
P 23 01 1 Standard Spare Parts Page 2 (2)

L23/30H

Description Qty. Plate Item

Stud 2 51101 169

Nut 2 51101 170
O-ring 1 51106 034
O-ring 1 51106 058

Turbocharger System
Gasket 1 51202 024
O-ring, cooling water connections 2 51202 264

Fuel Oil System and Injection Equipment

Fuel injection valve * 51402 177
Fuel oil injection pump, 720/750 rpm 1 51401 057
Fuel oil injection pump, 900 rpm 1 51401 381
Fuel oil high-pressure pipe 1 51404 010

* No of spare parts = C (add up to equal number)

2
C = Number of cylinders for engine with max. cyl. no in plant.

ex. A plant consists of 2x5L28/32H and 2x7L28/32H.

08028-0D/H5250/94.08.12

7
Then the number of spare parts must be 2 = 3.5
~ add up to equal number = 4.

Plate No. and Item No. refer to the spare parts plates in the instruction book.

99.38
Tools

P 24
 1655222-7.2
Page 1 (2)
Standard Tools for Normal Maintenance P 24 01 1

L23/30H

Description Qty. Plate Item

Cylinder Head
Max. pressure for indicator 1 52005 109
Lifting tool for cylinder head 1 52005 014
Mounting tool for valves 1 52005 051
Grinding tool for cyl. head and cyl. liner 1 52005 205
Tool for grinding of valves 1 52005 553
Handwheel for indicator valve 1 52005 673

Piston, Connecting Rod and Cylinder Liner

Eye screw for lifting of piston 1 52006 021
Shackle for lifting of piston 1 52006 033
Back stop for cylinder liner 2 52006 094
Guide pin for dismantling of conn. rod bearing cap 1 52006 224
Plier for piston pin lock ring 1 52006 200
Piston ring opener 1 52006 141
Testing mandrel for piston ring grooves (7.43 mm) 1 52006 165
Guide ring for mounting of piston (900 rpm) 1 52006 116
Guide ring for mounting of piston (720/750 rpm) 1 52006 117
Lifting tool for cyl. liner 1 52006 452
Grinding tool for cyl. liner 1 52006 655
Honing brush for cylinder liner 1 52006 488
Funnel for honing of cyl. liner 1 52006 511
Testing mandrel for piston ring grooves (4.43 mm) 1 52006 153
Eye bolt for piston lift af check of connecting rod
big-end bearing 1 52006 070
Torque spanner 20 - 120 Nm 1 52006 261
Torque spanner 80 - 360 Nm 1 52006 273
Socket (24 mm) 1 52006 381
Magnifier (30x) 1 52006 559

Operating Gear for Inlet Valves, Exhaust Valves and

Fuel Injection Pumps
Feeler gauge for inlet valves 2 52008 010
Feeler gauge for exhaust valves 2 52008 022
08028-0D/H5250/94.08.12

Extractor for thrust piece on roller guide for fuel pump 1 52008 058

Control and Safety Systems

Automatics and Instruments
Spanner for adjusting of overspeed stop 1 52009 016

99.50
 1655222-7.2
P 24 01 1 Standard Tools for Normal Maintenance Page 2 (2)

L23/30H

Description Qty Plate Item

Crankshaft and Main Bearings

Turning rod 1 52010 011
Crankshaft alignment gauge, autolog 1 52010 059
Lifting straps for main and guide bearing caps 2 52010 155
Dismantling tool for main bearing 2 52010 106
Tool for upper bearing shells 1 52010 214
Dismantling tool for guide bearing shells 1 52010 202

Fuel Oil System and Injection Equipment

Pressure testing pump, complete 1 52014 013
Spanner for injection pump 1 52014 204
Cleaning tool for fuel injector 1 set 52014 108
Grinding tool for fuel injector seat 1 52014 361
Extractor for fuel injector valve 1 52014 407

Lubricating Oil System

Guide bar for dismantling of lubricating oil cooler 2 52015 019

Hydraulic Tools
Hydraulic oil pump, complete 1 52021 011
Support for hydraulic oil pump 1 52021 106
Distributing piece for cylinder head 1 52021 155
Distributing piece for main bearings 1 52021 202
Hose with unions for cylinder head and main bearings 4 52021 501
Hose with unions for connection of oil pump and
distributor block 1 52021 513
Hydraulic tools for cyl. head, complete 1 52021 251
Hydraulic tools for main bearings, complete 1 52021 405
08028-0D/H5250/94.08.12

Plate no and item no refer to the spare parts plates in the instruction book.

99.50
 1679714-7.0
Page 1 (1) Tools for Reconditioning P 24 02 1

L23/30H

Description Qty. Plate Item

Cylinder Head
Grinding table for cyl. head * 1 52005 254
Grinding table as above - on stand * 1 52005 301
Extractor for valve seat ring 1 52005 504
Mounting tool for valve seat ring 1 52005 457
Grinding machine for valve seat rings 1 52005 350
Grinding machine for valve spindles 1 52005 408

Fuel Oil System and Injection Equipment

Grinding ring for fuel injector 1 52014 300

* As standard the grinding table is delivered for wall mounting, plate no 52005, item no 254.
As optional it can be delivered on stand, plate no 52005, item no 301.
08028-0D/H5250/94.08.12

Plate no and item no refer to the spare parts plates in the instruction book.

99.50
 1679713-5.0
Page 1(1)
Extra Tools for Low Dismantling Height P 24 04 1

L23/30H

Description Qty Plate Item

For Lift of Piston and Connecting Rod

Collar for connecting rod, complete 1 52050 045

Shackle for pull lift 2 52050 057
Pull lift, complete 2 52050 021

For Lift of Cylinder Liner

Lifting tool complete 1 52050 033

08028-0D/H5250/94.08.12

Plate no and item no refer to the spare parts plates in the instruction book.

99.50
Preservation and Packing

B 25
 1350467-1.2
Page 1 (1) Preservation of Diesel Engine before Dispatch B 25 01 1

General

Preservation of Diesel Engine:

1. Lubricating oil system. 3. Bright components internal or external on the

diesel engine such as crankshaft, camshaft and gear
Lub. oil is drained from base frame, lub. oil filter and wheels are covered with Mobilplex 44 or similar.
cooler.

After cleaning of the engine and the base frame, a 4. Bags with a hygroscopic product are sus-
rust-preventing lubricating oil is added, and the pended inside the diesel engine in the crankcase.
entire lub. oil system is primed. The bags are equipped with a humidity indicator.

The oil is just covering the bottom of the base frame.
The following types of oils are suitable:
Esso Rustban 335.
SilicaGel or a similar product can be used in a
quantity of 3000 grams/m3.
The bags must not touch any surfaces, and if ne-
cessary the surface is covered with a plastic sheet.

Chevron EP Industrial Oil 68. 5. All external surfaces are sprayed with a protec-
tive layer of Mobilarma 247 or similar.
Shells Ensis Oil SAE 30 / SAE 10 W.

Mobilarma 524. 6. All openings and flange connections are care-

fully closed.
BP Protective Oil 30/40.

7. Electric boxes are protected inside by volatile

2. Fuel oil system. corrosion inhibitor tape.

The fuel oil is drained. The fuel valves are cleaned

and pressure tested with Mobil White-Terex 309 or
similar, and the entire fuel oil system is filled with this
type of oil.
08028-0D\H5250\94.08.12

89.18
 1350473-0.3
Page 1 (1)
Preservation of Spare Parts and Tools B 25 01 1

General

Spare parts and tools.

Preservation of supplied spare parts and tools are
made as follows:
overall machined parts are dipped in Mobil-
arma 633
Smaller boxes containing special tools such as:
grinding machine for valve seats
indicator

partly machined parts are sprayed with Mo- test equipment for fuel valves
bilarma 245
measuring equipment
special tools in boxes are protected by a vola-
tile corrosion inhibitor tape etc.

must be removed from the shipment, inspected for

Storage conditions corrosion and stored in a dry place.

The boxes must always be stored under roof, pro- After inspection the boxes with the spare parts must
tected from direct rain, sea-fog and dust. The boxes be closed and covered with tarpaulin.
must be covered with tarpaulin.

Cleaning of parts can be made with petroleum,

Maintenance of preservation turpentine or similar solvents.

Immediately upon arrival the boxes are to be opened

and the parts examined for damage to the preser- Notice:Special preservation can be made on re-
vation, and if necessary repaired. quest.

This procedure must be repeated every 2-4 months

depending on the storage conditions.
08028-0D\H5250\94.08.12

99.35
 1624484-4.1
Page 1 (1) Lifting Instruction B 25 03 0

L23/30H
Lifting of Complete Generating Sets.

The generating sets should only be lifted in the two

wire straps. Normally, the lifting crossbars and the
wire straps are mounted by the factory. If not, it must
be observed that the fixing points for the crossbars Type 2. Single crossbars.
are placed differently depending on the number of
cylinders.

The crossbars are to be removed after the installation,

and the protective caps should be fitted.

Type 1. Double crossbars.

1 2 3 4 5 Cap nut

Type 1. Type 2.

1 2 3 4 5 6

Type 1. Type 2.

1 2 3 4 5 6 7

Wire supports to be
mounted downwards
Type 1. Type 2.
Distance pipe

1 2 3 4 5 6 7 8 Cylinder head stud

Cylinder head nut

Type 1.

Fig. 1. Crossbars' placing on engine. Fig. 2. Crossbars.

Engine Type a (mm)

5L23/30H 2830

6L23/30H 3200

7L23/30H 3385

8L23/30H 3570

* Based on MBD-H
standard generator

Fig. 3. Crossbars' and wires placing on engine.

92.38
Alternator

G 50
 1613539-9.4
Page 1 (3) Information from the Alternator supplier G 50 02 8

L23/30H

Installation aspects
For mounting of diesel engine and alternator on a
common base frame, the alternator supplier should
fullfill the dimensions given in fig. 1. Further, inspection
shutters, components and other parts to be operated/
maintained should not be placed below the level of the
alternator feet on front edge of, and in the longitudinal
direction of the alternator in the area covered by the
base frame.
Regarding air cooled alternators, the ventilating outlet
should be placed above the level of the alternator feet.
For water cooled alternators the flanges for cooling
water should be placed on the left side of the alternator
seen from the shaft end. The flanges should be with
counter flanges.
Project Information
3 sets of Project Information should be forwarded to
MAN - B&W Diesel A/S, Holeby, according to the
delivery times stated in "Extent of Delivery".
Drawings included in the alternator Project Informa-
tion must have a max. size of A3.

AA AB A
AC B
P C

Overhaul

D
of rotor

E
R

S
H
T G
F

J I

U V X N O
M Y Z K
L

Engine Type H I øJ K L M (min)

5-6L23/30H 230 120 39 1280 1380 230

7-8L23/30H 230 160 39 1500 1600 230

Fig 1 Outline drawing of alternator.

99.45
 1613539-9.4
G 50 02 8 Information from the Alternator supplier Page 2 (3)

L23/30H

Project Information should as a minimum contain the c. For air cooled alternators following information
following documentation: is required:

1. General description of alternator. - Max. permissible ambient inlet air temp.

2. "outline" drawing 3. Rotor shaft drawing

Following information is required in order to be able to Following information is required in order to be able to
work out drawings for base frame and general arran- work out torsional vibration calculations for the complete
gement of GenSet. GenSet.

Side view and view of driving end with all main
dimensions, i.e. length, width, height, foot position,
foot width, shaft height, etc. as well as all the
dimensions of the alternator's coupling flange, alt.
groove shaft pin.
The rotor shaft drawing must show all the dimensions
of the rotor shaft's lengths and diameters as well as
information about rotor parts with regard to mass
inertia moment - GD2 or J (kgm2) and weight (kg).

As minimum all the dimensions in fig. 1 should be

stated.

Further the "outline" drawing is to include alternator

type, total weight with placement of center of gravity
in 2 directions (horizontal and vertical), direction of
revolution, terminal box position, lifting eyes venthole
position for air cooled alternators and min. overhaul
space for rotor, cooler, filter, etc.

a. For water cooled alternators following informa-

tion is required:

- position of connections
- dimension of connections
- dimensions of flange connections
- cooling water capacity
- cooling water temperature
- heat dissipation
- cooling water pressure loss across heat
exchanger
- Amount of water in alt. cooling system

b. For alternators with extern lubricating of

bearing(s) following information is required:

- position of connections
- dimensions of connections
- dimensions of flange connections Fig 2 Shaft dimension for alternator, type B16
- required lub. oil flow
- required lub. oil pressure
- pressure regulator (if required/delivered)
- oil sight glas (if required/delivered)

99.45
 1613539-9.4
Page 3 (3) Information from the Alternator supplier G 50 02 8

L23/30H

The following components, which are part of the 4. Other drawings necessary for installation.
complete rotor, must be mentioned:
5. Spare parts list.
- Shaft
- Pole wheel 6. List of loose supplied components.
- Exciter
- Ventilator 7. Data:

The shaft dimensions for alternator should be ac- - Construction form.

cording to figure 2 or 3. - Rated voltage.
- Rated power kVA.
- Rated current, amp.
- Rated power factor.
- Frequency, Hz.
A

- Insulation class.
N7 B
- Load efficiency in % of nominal load at
1/4 - 1/2 - 3/4 - 1/1 load (with cos.phi. =
140m6

0.8 and 1.0).

- If the alternator bearings are lubricated by
the engines' intermal lub. oil system:
B
Max. R4
- Max. lub. oil pressure.
A - A - Lub. oil capacity (m3/h).
B - B
10 200 - Heat radiation.

Besides the above-mentioned documentation, 3 sets

12

of alternator test reports should be forwarded.

148
36

In connection with the delivery of alternator,

220
Key & keyway acc. to DIN 6885.1
Shaft end acc. to DIN 748
documentation and spare parts, these should be
specified with our order no. and the specific yard or
project identification.

For further information, please contact MAN B&W

Fig. 3. Shaft dimension for alternator, type B20 Diesel A/S, Holeby.

99.45
 1613561-3.5
Page 1 (1) Engine/Alternator Type G 50 04 0

L23/30H

Standard Alternative option

Engine type
Alternator type Requirements Alternator type Requirements

5L23/30H, 720/750 rpm B 16 None B 20 Elastic coupling

6L23/30H, 720/750/900 rpm B 16 None B 20 Elastic coupling

7L23/30H, 720/750/900 rpm B 16 None B 20 Elastic coupling

8L23/30H, 720/750/900 rpm B 16 None B 20 Elastic coupling

Alternator type B 16: Note for Re-engineering

One bearing type, shaft end with flange. In case of using an existing alternator, calculation for
torsional vibrations has to be carried out before
determination concerning intermediate bearing and
Alternator type B 20: elastic coupling can be established.

Two bearing types, shaft end with keyway.

One bearing shall be of the guide bearing type.

00.32