Beruflich Dokumente
Kultur Dokumente
L23/30H
Introduction I 00
General information D 10
L23/30H
Monitoring Equipment B 18
Foundation B 20
Test running B 21
Spare Parts E 23
Project Guides Index
L23/30H
Tools P 24
Alternator G 50
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
Code letter
Function/system
Sub-function
Choice number
Code letter: The code letter indicates the contents of the documents:
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil
system, monitoring equipment, foundation, test running, etc.
99.33
1609526-0.5
Page 1 (1) Key for Engine Designation I 00 05 0
General
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
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
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.
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
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
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
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
2.1 Crossing pipe, not connected 3.4 Non-return valve (flap), straight
93.44
1631472-4.1
I 00 25 0 Basic Symbols for Piping Page 2 (3)
General
3.19 Suction valve chest with non-return valves 4.2 Remote control
3.27 Cock with bottom connect. 4.10 Manual (at pneumatic valves)
3.28 Cock, straight through, with bottom conn. 4.11 Push button
3.35 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
93.44
1631472-4.1
Page 3 (3) Basic Symbols for Piping I 00 25 0
General
5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
93.44
General information
D 10
1607532-0.6
Page 1 (1) List of Capacities D 10 05 0
L23/30H
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:
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
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
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:
HEAT RADIATION:
Engine kW 26 32 37 42
08028-0D/H5250/94.08.12
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
compr. press.
100
Ch. air press. charge air press.
80 3.0 bar
Ch. air temp.
200 grC 60 2.5
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
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
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
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
110 55.0
105 52.5
100 50.0
90 45.0
80 40.0
70 35.0
65 32.5
60 30.0
55 27.5
50 25.0
45 22.5
40 20.0
35 17.5
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
110 55.0
105 52.5
100 50.0
90 45.0
80 40.0
70 35.0
65 32.5
60 30.0
55 27.5
50 25.0
45 22.5
40 20.0
35 17.5
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)
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
Measuring Equipment
Sound Measuring "on-site"
All measurements have been made with Precision
Sound Level Meter according to standard IEC Pub- The Sound Power Level can be directly applied to
lication 651, type 1 - with 1/1 or 1/3 octave filter on-site conditions. It does not, however, necessarily
according to standard IEC Publication 225. result in the same sound Pressure level as in the test
hall.
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.
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
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
Number of cylinders 5 6 7 8
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.
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
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
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
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
92.41
Basic Diesel Engine
B 10
1613472-6.6
Page 1 (5) General Description B 10 01 1
L23/30H
The engine is a turbocharged, single-acting, four- The cylinder liner is made of fine grained, pearlite
stroke diesel engine of the trunk piston type with a cast iron and fitted in a bore in the engine frame. The
cylinder bore of 225 mm and a stroke of 300 mm, the liner is clamped by the cylinder head and is guided by
crankshaft speed are 720, 750 or 900 rpm. a bore at the bottom of the cooling water space of the
engine frame. The liner can thus expand freely
The engine can be delivered as an in-line engine with downwards when heated during the running of the
5 to 8 cylinders. engine. Sealing for the cooling water is obtained by
means of rubber rings which are fitted in grooves
machined in the liner.
Engine Frame
Cooling water is supplied at the bottom of the cooling
The engine frame which is made of cast iron is a water space between the liner and the engine frame
monobloc design incorporating the cylinder bloc, the and leaves through bores in the top of the frame to
crankcase and the supporting flanges. the cooling water jacket.
The crankshaft guide bearing is located at the fly- The cylinder head has a screwed-on coaming which
wheel end of the engine. encloses the valves. The coaming is closed with a
top cover and thus provides an oil tight enclosure for
On the sides of the frame there are covers for access the valve gear.
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 Air Inlet and Exhaust Valves.
be ignited, for instance in the event of a hot bearing.
The inlet and exhaust valve spindles are identical
and therefore interchangeable.
Base Frame
The valve spindles are made of heat-resistant ma-
The engine and alternator are mounted on a com- terial and the spindle seats are armoured with
mon base frame. The rigid base frame construction welded-on hard metal.
can be embedded directly on the engine seating or
flexible mounted. All valve spindles are fitted with valve rotators which
turn the spindles each time the valves are activated.
The engine part of the base frame acts as lubricating The turning of the spindles is ensuring even tem-
oil reservoir. perature levels on the valve discs and prevents
deposits on the seating surfaces.
96.12
1613472-6.6
B 10 01 1 General Description Page 2 (5)
L23/30H
The cylinder head is equipped with replaceable valve The shielding tube has two holes in order to ensure
seat rings, which are directly water cooled in order to that any leakage will be drained off to the cylinder
assure low valve temperatures. head bore. The bore is equipped with drain channel
and pipe.
The seat rings are made of heat-resistant steel. The
seting surfaces are hardened in order to minimize The complete injection equipment inclusive injection
wear and prevent dent marks, on the inlet seat by pumps, high pressure and low pressure pipes is well
induction hardening, on the exhaust seat by hard enclosed behind removable covers.
metal armouring.
Piston
Valve Actuating Gear
The piston, which is oil-cooled and of the monobloc
The rocker arms are actuated through rollers, roller type made of nodular cast-iron, is equipped with 3
guides and push rods. The roller guide for fuel pump compression rings and 1 oil scraper ring.
and for inlet and exhaust valves are mounted in one
common housing for each cylinder. This housing is By the use of compression rings with different barrel-
bolted to the engine frame. shaped profiles and chrome-plated running sur-
faces, the piston ring pack is optimized for maximum
Each rocker arm activates two spindles through a sealing effect and minimum wear rate.
spring-loaded valve bridge with thrust screws and
adjusting screws for valve clearance. The piston has a cooling oil space close to the piston
crown and the piston ring zone. The heat transfer
The valve actuating gear is pressure-feed lubricated and thus the cooling effect is based on the shaker
from the centralized lubricating system of the engi- effect arising during the piston movement. The
ne. A non-return valve blocks the oil inlet to the cooling medium is oil from the engine's lubricating oil
rocker arms during prelubricating. system.
96.12
1613472-6.6
Page 3 (5) General Description B 10 01 1
L23/30H
The connecting rod has bored channels for supply of The camshaft is placed in the engine frame at the
oil from the big-end to the small-end. control side (left side, seen from the flywheel end).
The big-end bearing is of the trimetal type coated The camshaft is driven by a gear wheel on the
with a running layer. crankshaft through an intermediate wheel, and rota-
tes of a speed which is half of that of the crankshaft.
The bearing shells are of the precision type and are
therefore to be fitted without scraping or any other The camshaft is located in bearing bushes which are
kind of adaption. fitted in bores in the engine frame, each bearing is
replaceable and locked in position in the engine
The small-end bearing is of trimetal type and is frame by means of a locking screw.
pressed into the connecting rod. The bush is equip-
ped with an inner circumferential groove, and a A guidering mounted at the flywheel end guides the
pocket for distribution of oil in the bush itself and for camshaft in the longitudinal direction.
supply of oil to the pin bosses.
Each section is equipped with fixed cams for opera-
tion of fuel pump, air inlet valve and exhaust valve.
Crankshaft and Main Bearings
The foremost section is equipped with a splined shaft
The crankshaft, which is a one-piece forging, is coupling for driving the fuel oil feed pump (if
suspended in underslung bearings. The main bea- mounted). The gear wheel for driving the camshaft
rings are of the trimetal type, which are coated with as well as a gear wheel connection for the governor
a running layer. To attain a suitable bearing pressure drive are screwed on to the aftmost section.
and vibration level the crankshaft is provided with
counterweights, which are attached to the crank- The lubricating oil pipes for the gear wheels are e-
shaft by means of two screws. quipped with nozzles which are adjusted to apply the
oil at the points where the gear wheels are in mesh.
At the flywheel end the crankshaft is fitted with a gear
wheel which through an intermediate wheel drives
the camshaft. Governor
Also fitted here is a coupling flange for connection of The engine speed is controlled by a hydraulic or
a generator. At the opposite end (front end) there is electric governor.
a claw-type coupling for the lub. oil pump or a flexible
gear wheel connection for lub. oil and water pumps.
Monitoring and Control System
Lubricating oil for the main bearings is supplied
through holes drilled in the engine frame. From the All media systems are equipped with thermometers
main bearings the oil passes through bores in the and manometers for local reading and for the most
crankshaft to the big-end bearings and hence essential pressures the manometers are together
through channels in the connecting rods to lubricate with tachometers centralized in an engine-mounted
the piston pins and cool the pistons. instruments panel.
96.12
1613472-6.6
B 10 01 1 General Description Page 4 (5)
L23/30H
Turbocharger System Compressed Air System
The turbocharger system of the engine, which is a The engine is started by means of a built-on air
constant pressure system, consists of an exhaust starter.
gas receiver, a turbocharger, a charging air cooler
and a charging air receiver, the latter being inter- The compressed air system comprises a main star-
grated in the engine frame. ting valve, an air strainer, a remote controlled
starting valve and an emergency starting valve
The turbine wheel of the turbocharger is driven by which will make it possible to start the engine in case
the engine exhaust gas, and the turbine wheel drives of a power failure.
the turbocharger compressor, which is mounted on
the common shaft. The compressor draws air from
the engine room, through the air filters. Fuel Oil System
The turbocharger presses the air through the char- The built-on fuel oil system consists of the fuel oil
ging air cooler to the charging air receiver. From the filter and the fuel injection system. An engine-driven
charging air receiver, the air flows to each cylinder, fuel oil feed pump can be mounted as optional.
through the inlet valves.
The fuel oil feed pump, which is of the gear pump
The charging air cooler is a compact tube-type type, is mounted to the front end of the engine frame
cooler with a large cooling surface. The cooling and driven by the camshaft through a splined shaft
water is passed twice through the cooler, the end coupling, the pump housing is equipped with a
covers being designed with partitions which cause spring-loaded adjustable by-pass valve.
the cooling water to turn.
The fuel oil filter is a duplex filter. The filter is
The cooling water tubes are fixed to the tube plates equipped with a three-way cock for single or double
by expansion. operation of the filters.
From the exhaust valves, the exhaust is led through Waste oil and fuel oil leakage is led to a leakage
a water cooled intermediate piece to the exhaust gas alarm which is heated by means of fuel return oil.
receiver where the pulsatory pressure from the
individual exhaust valves is equalized and passed to
the turbocharger as a constant pressure, and further Lubricating Oil System
to the exhaust outlet and silencer arrangement.
All moving parts of the engine are lubricated with oil
The exhaust gas receiver is made of pipe sections, circulating under pressure.
one for each cylinder, connected to each other, by
means of compensators, to prevent excessive The lubricating oil pump is of the gear wheel type with
stress in the pipes due to heat expansion. built-in pressure control valve. The pump draws the
oil from the sump in the base frame, and on the
In the cooled intermediate piece a thermometer for pressure side the oil passes through the lubricating
reading the exhaust gas temperature is fitted and oil cooler and the filter which both are mounted on the
there is also possibility of fitting a sensor for remote engine.
reading.
Cooling is carried out by the low temperature cooling
To avoid excessive thermal loss and to ensure a water system and the temperature regulating is
reasonably low surface temperature the exhaust gas made by a thermostatic 3-way valve on the oil side.
receiver is insulated.
The engine is as standard equipped with an electri-
cally driven prelubricating pump.
96.12
1613472-6.6
Page 5 (5) General Description B 10 01 1
L23/30H
Cooling Water System The high temperature cooling water system cools
the engine cylinders and the cylinder head. The high
The cooling water system consists of a low tempe- temperature system is always cooled by fresh water.
rature system and a high temperature system.
96.12
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
Bore : 225 mm
Stroke : 300 mm
00.43
1613473-8.5
Page 1 (1) Dimensions and Weights B 10 01 1
L23/30H
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
92.26
1613423-6.3
Page 1 (1) Material Specification B 10 01 1
L23/30H
Components Material
Governor Woodward
94.10
1624445-0.4
Page 1 (2) Overhaul Areas B 10 01 1
L23/30H
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
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
99.51
1631462-8.0
Page 1 (1) Low Dismantling Height B 10 01 1
L23/30H
Space Requirements
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
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
99.48
1613570-8.5
B 11 00 0 Internal Fuel Oil System Page 2 (2)
L23/30H
The injection pumps are installed on the roller guide The alarm unit consists of a box with a float switch for
housings directly above the camshaft, and they are level monitoring. In case of a larger than normal
activated by the cams on the camshaft through roller leakage, the float switch will initiate alarm. The
guides fitted in the roller guide housings. supply fuel oil to the engine is lead through the unit
in order to keep this heated up, thereby ensuring free
The amount of fuel injected into each cylinder unit is drainage passage even for high-viscous waste/leak
adjusted by means of the governor, which maintains oil.
the engine speed at the preset value by a continuous
positioning of the fuel pump racks, via a common Optionals
regulating shaft and spring-loaded linkages for each
pump. Besides the standard components, the following
standard optionals can be built-on:
The injection valve is for "deep" building-in to the
centre of the cylinder head. – Engine driven fuel oil pump
The injection oil is supplied from the injection pump Pressure differential alarm high
to the injection valve via a double-walled pressure – PDAH 43-40 Fuel oil, inlet and outlet filter
pipe installed in a bore, in the cylinder head.
Pressure differential transmitting
This bore has an external connection to conduct the – PDT 43-40 Fuel oil, inlet and outlet filter
leak oil from the injection valve and high-pressure
pipe to the waste oil system. Pressure alarm low
– PAL 40 Fuel oil, inlet fuel oil pump
A bore in the cylinder head vents the space below the
bottom rubber sealing ring on the injection valve, Pressure transmitting
thus preventing any pressure build-up due to gas – PT40 Fuel oil, inlet fuel oil pump
leakage, but also unveiling any malfunction of the
bottom rubber sealing ring for leak oil. Temperature element
– TE40 Fuel oil, inlet fuel oil pump
99.48
1624468-9.4
Page 1 (3) Fuel Oil Diagram B 11 00 0
General
08028-0D\H5250\94.08.12
99.33
1624468-9.4
B 11 00 0 Fuel Oil Diagram Page 2 (3)
General
Uni-Fuel
The fuel system on page 1 is designed as a uni-fuel The circulating pump pressure should be about 10
system, which means that the propulsion engines bar, this provides a pressure margin against
and the GenSets are running on the same fuel oil and gasification and cavitation in the fuel system even at
are feed from common fuel feed system. The uni-fuel a temperature of 150°C.
concept is a unique foundation for substantial savings
in operating costs and it is also the simplest fuel The circulating pumps will always be running, even
system, resulting in lower maintenance and easier if the propulsion engine and one or several of the
operation. GenSets are stopped. This is in order to circulate
heated heavy fuel oil through the fuel system on the
The diagram on page 1 is a guidance. It has to be engine(s), thereby keeping them ready to start with
adapted in each case to actual engine and pipe lay- preheated fuel injection pumps and the fuel valves
out. de-aerated.
From the service tank, the oil is led to one of the The MDO to the GenSets are delivered from a
electrically driven supply pumps, which deliver the separate pipeline from the service tank by means of
oil with a pressure of approximately 4 bar to the low a booster pump.
pressure side of the fuel oil system, thus avoiding
boiling of the fuel in the venting tank in the temperature The system is designed in such a way that the fuel
range applied. type for the GenSets can be changed independent of
the fuel supply to the propulsion engine.
From the low pressure part of the fuel system, the
fuel oil is led to an electrically driven circulating As an optional, the GenSet plant can be delivered
pump, which pumps the fuel through a preheater to with the fuel changing system, consisting of a set of
the engines. For the propulsion engine please see remotely controlled, pneumatically actuated 3-way
the specific plant specifications. The internal fuel fuel changing valves for each GenSet and a fuel
system for the GenSets is shown in B 11 00 0 changing valve control box common for all GenSets.
"Internal Fuel Oil System". A separate fuel changing system for each GenSet
gives the advantage of individually choosing MDO or
The venting tank is connected to the service tank via HFO mode.
an automatic de-aerating valve, which will release
any gases present. Such a change-over may become necessary, for
08028-0D\H5250\94.08.12
99.33
1624468-9.4
Page 3 (3) Fuel Oil Diagram B 11 00 0
General
– The MDO is supplied from the MDO booster If not a gravity tank (100 - 200 l) may be arranged
pump which can be driven pneumatically or above the engine.
electrically. If the pump is driven electrically it must
be connected to the emergency switchboard. – 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.
08028-0D\H5250\94.08.12
99.33
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.
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
99.33
1609529-6.3
B 11 00 0 Fuel Oil Specification Page 2 (3)
General
As practically all fuel oil specifications including the For fuels above 180 cSt/50° C a pressurerized fuel
above standards refer to the same fuel type as oil system is necessary to avoid boiling and foaming
supplied, the fuel supplied to a ship has to be treated of the fuel.
on board before use. For running on the oil quality
mentioned above it is necessary that equipment The viscosity leaving the heaters should be 10-15
exists on board, which can treat, viz clean and cSt and approx. 12-18 cSt entering the engine. The
preheat, the fuel oil with optimum efficiency. maximum temperature of oil after preheater should
be 150° C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO operation the fuel oil condition fuel oil viscosity.
at engine inlet should be as recommended below.
Solid
particles ppm (mg/kg) max. 20
08028-0D\H5250\94.08.12
99.33
1609529-6.3
Page 3 (3)
Fuel Oil Specification B 11 00 0
General
Approx. viscosity
after preheater
Temperature sec.
cSt
after preheater °C Rw.
7 43
170
160 10 52
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
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 B 11 00 0
General
Centrifuging
Fuel oils should always be considered as contami- Automatic centrifuges must be used. Fuel types
nated upon delivery and should therefore be RMK35 to RMK55 require centrifuges capable to
thoroughly cleaned to remove solids as well as liquid handle up to 1010 kg/m3 density.
contaminants before use.
To obtain optimum cleaning it is of the utmost impor-
The solid contaminants in the fuel oil are mainly rust, tance that the centrifuge is operated with a fuel oil
sand, dust and refinery catalysts. Liquid contami- viscosity as low as possible, i.e. that the highest
nants are mainly water, i.e. either fresh water or salt possible temperature is maintained in the centrifuge
water. oil preheater.
We recommend that the capacity of the installed All supplementary equipment, such as the 10 mm
centrifuge should, at least, be according to the nominal filter, will have a positive effect and may
centrifuge maker's instructions. contribute to longer intervals between overhauls.
Also, supplementary equipment will reduce the op-
Cleaning of distillate fuel such as ISO 8217 classes eration costs.
DMX to DMB is generally not necessary. But han-
dling of a liquid fuel on board ships gives a risk of This equipment can give difficulties if incorrectly
contamination with sea water. Therefore it is a good installed, However if correctly installed and operated
idea to centrifuge all fuel on board ships. can with some fuels give benefits in lower wear and
sludge formation.
Fuel classes DMC to RMH55 require a treatment
with centrifuge in all cases.
08028-0D\H5250\94.08.12
99.33
1607542-7.6
Page 1 (1) Specific Fuel Oil Consumption SFOC B 11 01 0
L23/30H
L23/30H
Engine type ECR MCR
Tolerance: +5%
94.26
1624467-7.2
Page 1 (2) HFO/MDO Changing Valves (V1 and V2) E 11 10 1
General
Filter PI
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
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.
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
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
The lubricating oil consumption of MCR is: 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
Consumption at MCR during stand-still.
kg/hours
Engine type
720/750 rpm 900 rpm The non-return valve has back-pressure func-
tion requiring a pressure slightly above the
5 0.51 0.64
priming pressure to open in normal flow direc-
6 0.61 0.76 tion. In this way overflooding of the turbo-
charger is prevented during stand-still periods,
7 0.71 0.89 where the prelubricating pump is running.
8 0.81 1.01
2) Lubricating oil for the main bearings is sup-
Table 2 Lubricating oil consumption, tolerance ±25% plied through holes drilled in the engine frame.
08028-0D/H5250/94.08.12
99.48
1613429-7.4
Page 3 (4) Internal Lubricating Oil System B 12 00 0
L23/30H
From the front main bearings channels are Built-on Full-flow Depth Filter
bored in the crankshaft for lubricating of the
pump drive. The built-on lubricating oil filter is of the duplex paper
car- tridge type. It is a depth filter with a norminel
3) The lubricating oil pipes, for the camshaft drive fineness of 10-15 microns, and a safety filter with a
gear wheels, are equipped with nozzles which fineness of 60 microns.
are adjusted to apply the oil at the points where
the gear wheels are in mesh.
Pre-lubricating
4) The lubricating oil pipe, and the gear wheels
for the governor drive are adjusted to apply the As standard the engine is equipped with an electric-
oil at the points where the gear wheels are in driven prelub. pump mounted parallel to the main
mesh. pump. The pump must be arranged for automatic
operation, ensuring stand-still of the prelubricating
5) The lubricating oil to the rocker arms is led pump when the engine is running, and running dur-
through pipes to each cylinder head. It contin- ing engine stand-still in stand-by position.
ues through bores in the cylinder head and
rocker arm to the movable parts to be lubri- Running period of the prelubricating pump is prefer-
cated at rocker arms and valve bridge. Further, ably to be continuous. If intermittent running is requi-
lub. oil is led to the movable parts in need of red for energy saving purpose, the timing equipment
lubrication. should be set for shortest possible intervals, say 2
minutes of running, 10 minures of stand-still, etc.
6) Through a bore in the frame lub. oil is led to the Further, it is recommended that the prelub. pump is
first camshaft bearing and through bores in the connected to the emergency switch board thus se-
camshaft from where it is distributed to the curing that the engine is not started without
other camshaft bearings. prelubrication.
The lubricating oil pump, which is of the gear wheel It is recommended to use the separator suction pipe
type, is mounted on the front end of the engine and for draining of the lubricating oil sump.
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. Optionals
As standard the lubricating oil cooler is of the plate – Level switch for low/high level in oil sump
type. The cooler is mounted to the front end of the (LAL/LAH 28)
08028-0D/H5250/94.08.12
99.48
1613429-7.4
B 12 00 0 Internal Lubricating Oil System Page 4 (4)
L23/30H
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 The engine shall always be prelubricated 2 minutes
driven pump for prelubricating before starting. prior to start if there is not intermitted or continuous
prelubricating installed. Intermittent prelub. is 2 min.
The pump which is of the tooth wheel type is self- every 10 minutes.
priming.
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
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
* At S2 = 5 min
01.01
1609531-8.3
Page 1 (1) Lubricating Oil Specification B 12 15 0
General
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
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
01.02
1643494-3.3
Page 1 (2) Treatment of Lubricating Oil B 12 15 0
General
Operation on Marine Diesel Oil (MDO) Example: for 1000 kW engine operating on HFO,
self-cleaning separator with a daily effective sepa-
The built-on full-flow depth filter cleans the oil thor- rating period of 23 hours:
oughly. For operation on MDO we recommend to
install a built-on centrifugal by-pass filter too. Q = 1000 x 1.36 x 5 = 295 l/h
23 (0.30 l/h kW)
t = actual operating time per day (hour) Therefore, a common separator can be installed,
n = number of turnovers per day of the possibly with one in reserve for operation of all
theoretical oil volume corresponding to engines through a pipe system, which can be carried
1.36 l/kW or 1 l/HP. out in various ways. Fig. 1 and 2 show a principle lay-
out for a single plant and a multi-plant.
The following values for "n" are recommended:
98.33
1643494-3.3
B 12 15 0 Treatment of Lubricating Oil Page 2 (2)
General
Venting
hole
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.
that there is no suction and discharging from one by-pass centrifugal filters.
engine to another.
98.33
Cooling Water System
B 13
1609571-3.4
Page 1 (5) Freshwater System Treatment B 13 00 0
General
Protection against Corrosion in Freshwater Cleaning agents emulsified in water as well as
Cooling System slightly alkaline cleaning agents can be used for the
degreasing process, whereas ready-mixed cleaning
The engine fresh water must be carefully treated, agents which involve the risk of fire must obviously
maintained and monitored so as to avoid corrosion not be used. For descaling with acid, especially
or the formation of deposits which can result in products based on amino-sulphonic acid, citric acid,
insufficient heat transfer, it is necessary to treat the and tartaric acid are recommendable, as these acids
cooling water. MAN B&W recommend that this treat- are usually obtainable as solid substances, easily
ment is carried out according to the following proce- soluble in water, and do not emit poisonous vapours.
dure:
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
– Clean the cooling water system. the cooling water system.
– Fill up with deionized or distilled cooling water Normally, cleaning can be executed without any
(for example from the freshwater generator) dismantling of the engine. We point out that the water
with corrosion inhibitor added. should be circulated in the engine to achieve the best
possible result.
– Carry out regular checks of the cooling water
system and the condition of the cooling water. As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
Observance of these precautions, and correct ven- process. The acid content of the system oil should
ting of the system, will reduce service difficulties also be checked immediately after cleaning, and 24
caused by the cooling water to a minimum. hours afterwards.
Before starting the inhibition process, any existing The filling-up with cooling water and the admixture of
deposits of lime or rust, or any oil sludge, should be the inhibitor is to be carried out directly after the
removed in order to improve the heat transfer and to cleaning in order to prevent formation of rust on the
ensure uniform protection of the surface by means of cleaned surfaces.
the inhibitor.
Raw Water
The cleaning should comprise degreasing to remove
oil sludge, and descaling with acid afterwards to The formation of lime stone on cylinder liners and in
remove rust and lime deposits. cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
Ready-mixed cleaning agents, specially made for material.
08028-0D\H5250\94.08.12
00.11
1609571-3.4
B 13 00 0 Freshwater System Treatment Page 2 (5)
General
If deionized or distilled water cannot be obtained, Checking of the Cooling Water System and
normal drinking water can be used in exceptional the Sooling Water during Service
cases. If so, the total hardness of the water must not
exceed 9° dH (German hardness degrees). The If the cooling water is contaminated during service,
chloride, chlorine, sulphate, and silicate contents are sludge or deposits may form. The condition of the
also to be checked. These contents should not cooling water system should therefore be regularly
exceed the following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
Chloride 50 ppm (50 mg/litre) these spaces or, if necessary, the entire system
Chlorine 10 ppm (10 mg/litre) should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience, a zinc galvanized coating
in the freshwater cooling system is often very sus-
There should be no sulphide and ammonia content. ceptible to corrosion, which results in heavy for-
Rain water must not be used, as it may be heavily mation of sludge, even if the cooling water is cor-
contaminated. rectly inhibited. The initial descaling with acid will, to
a great extent, remove the galvanized coating. Gen-
It should be noted that softening of water does not erally, therefore, we advise against the use of galva-
reduce its sulphate and chloride contents. nized piping in the freshwater cooling system.
00.11
1609571-3.4
Page 3 (5) Freshwater System Treatment B 13 00 0
General
A chloride content in the cooling water higher than The cooling water system must not be kept
the 50 ppm specified might, in exceptional cases be under pressure.
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not Check, and repair any leaks.
be exceed.
Drain the system and fill up completely with clean tap
A clear record of all measuring results should be water, in order to flush out any oil or grease from the
kept, so that the actual condition and trend of the tank.
system may be currently ascertained and evaluated.
Circulate the water for 2 hours, and drain again.
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 Descaling with Acid Solution
by adding inhibtor; however, if major quantities are
necessary, the water should be replaced. Fill up with clean tap water and heat to 70-75° C.
Every third month a cooling water sample should be Dissolve the necessary dosage of acid compound in
sent ashore for laboratory analysis, in particular to a clean iron drum with hot water.
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the 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-
Cleaning and Inhibiting Procedure nuing to stir (e.g. using a steam hose).
The engine must not be running during the cleaning Be careful - use protective spectacles and gloves.
procedure, as this may involve the risk of overhea-
ting when draining. For engines which have been treated before the trial
trip, the lowest concentration recommended by the
supplier will normally be sufficient.
Degreasing
For untreated engines, a higher concentration -
Use clean tap water for filling-up. The cooling water depending on the condition of the cooling system -
in the system can be used, if it does not contain will normally be necessary.
inhibitors.
Drain some water from the system and add the acid
Heat the water to 60° C and circulate the water solution via the expansion tank.
continuously.
The cooling water system must not be put under
Drain to lowest water level in expansion tank. pressure.
08028-0D\H5250\94.08.12
Add the amount of degreasing chemical specified by Keep the temperature of the water between 70° C
the supplier, preferably from the suction side of the and 75° C, and circulate it constantly. The duration
freshwater pump. of the treatment will depend on the degree of fouling.
Normally, the shortest time recommended by the
Drain to lowest water level in the expansion tank supplier will be sufficient for engines which are
directly afterwards. treated before the trial trip. For untreated engines, a
longer time must be reckoned with. Check every
Circulate the cleaning chemical for the period speci- hour, for example with pH-paper, that the acid in the
fied by the supplier. solution has not been used up.
00.11
1609571-3.4
B 13 00 0 Freshwater System Treatment Page 4 (5)
General
A number of descaling preparations contain colour Adding of Inhibitors
indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution Fill up the cooling water system with water from the
can be added, in which case, the weakest recom- evaporator to the lowest water level in the expansion
mended concentration should be used. tank.
The solubility of acids in water is often limited. Weight out the quantity of inhibitors specified by the
Therefore if, in exceptional cases, a large amount is supplier and dissolve in a clean iron drum with hot
required, descaling can be carried out in two stages water from the evaporator.
with a new solution of compound and clean water.
Normally the supplier will specify the maximum Add the solution via the expansion tank to the
solubility. system. Then fill up to normal water level with water
from the evaporator.
After completing the descaling, drain the system and
flush with water. Acid residues can be neutralized Allow the engine to run for not less than 24 hours to
with clean tap water containing 10 kg soda per ton of ensure that a stable protection of the cooling surfa-
water. Circulate the mixture for 30 minutes, then ces is formed.
drain and flush the system.
Subsequently, test the cooling water with a test kit
The cooling water system must not be put under (available from the inhibitor supplier) to ensure that
pressure. an adequate inhibitor concentration has been obtai-
ned.
Continue to flush until water used is neutral (pH
approx. 7). This should be checked every week.
08028-0D\H5250\94.08.12
00.11
1609571-3.4
Page 5 (5) Freshwater System Treatment B 13 00 0
General
Maker's minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*
The list is for guidance only and must not be The suppliers are listed in alpabetical order.
08028-0D\H5250\94.08.12
00.11
1613439-3.1
Page 1 (2) Internal Cooling Water System B 13 00 0
General
The engine's cooling water system comprises a low MAN B&W Holeby's standard for the internal cooling
temperature (LT) circuit and a high temperature (HT) water system is shown on Basis Diagram 2. The
circuit. system has been constructed with a view to full
integration into the external system.
Low Temperature Cooling Water System Temperature regulation in the HT and LT systems
takes place in the external system where also pumps
The LT cooling water system includes charge air and freshwater heat exchangers are situated. This
cooling, lubricating oil cooling and alternator cooling means that these components can be common for
if the latter is water-cooled. The LT system is de- propulsion engine(s) and GenSets. The separation
signed for freshwater (FW) as cooling medium. of HT and LT circuits means that the cooling medium
Seawater (SW) can be used as optional. for the LT system can be either SW or FW, so that
Basis System 2 can match a conventional as well as
In order to prevent a too high charge air temperature, a central cooling water system.
the design freshwater temperature in the LT system
should not be too high Max. 36°C is a convenient To be able to match every kind of external systems,
choice compared to the design for seawater tem- the internal system can as optional be arranged with
perature of maximum 32°C. two separate circuits or as a single circuit with or
without a built-on pump and a thermostatic valve in
Regarding the lubricating oil cooler, the inlet tempe- the HT-circuit, so that engine cooling can be inte-
rature of the LT cooling water should not be below grated fully or partly into the external system, or can
10°C. be constructed as a stand-alone unit.
An engine outlet temperature of 80°C ensures a The circulating pump which is of the centrifugal type
perfect combustion in the entire load area when is mounted on the front cover of the engine and is
running on Heavy Fuel Oil (HFO), i.e. this tempe- driven by the crankshaft through a resilient gear
rature limits the thermal loads in the high-load area, transmission.
and hot corrosion in the combustion area is avoided.
Technical data : See "list of capacities" D 10 05 0
In the low-load area, the temperature is sufficiently and B 13 18 1-2.
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
95.09
1613439-3.1
B 13 00 0 Internal Cooling Water System Page 2 (2)
General
Preheating Arrangement
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
Description
Low Temperature Circuit
The system is designed as a single-circuit with only
two flange connections to the external centralized low The components for circulation and temperature
temperature (LT) cooling water system. regulation are placed in the external system.
99.48
1613575-7.3
B 13 00 0 Internal Cooling Water System 1 Page 2 (2)
L23/30H
The charge air cooler and the lubricating oil cooler are Optionals
siuated parallelly in order to have the lowest possible
cooling water inlet temperature for both coolers. Alternatively the engine can be equipped with the
following:
The HT-circuit is cooled by adjustment of water from
the LT-circuit, taken from the lubricating oil cooler – Thermostatic valve on outlet LT-system
outlet. Thus the amount of cooling water through the – Engine driven pump for LT-system
cooling system is always adjusted to the engine load. – Preheater arrangement in HT-system
Branches for:
High Temperature Circuit
– External preheating
The built-on engine driven HT-circulating pump of the – Alternator cooling
centrifugal type, pumps water through a distributing
pipe to bottom of the cooling water space between If the alternator is cooled by water, the pipes for this
the liner and the frame of each cylinder unit. The water can be integrated on the GenSet.
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. Data
From the cylinder heads the water is led through a For heat dissipation and pump capacities,
common outlet pipe to the thermostatic valve, and See D 10 05 0, "List of Capacities".
depending on the engine load, a smaller or larger
amount of the water will be led to the external system Set points and operating levels for temperature and
or be re-circulated. pressure are stated in B 19 00 0, "Operating Data and
Set Points".
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
Description
Pipe description
Flange connections are as standard according to DIN 2501 Low Temperature (LT) Circuit
99.48
1613576-9.3
B 13 00 0 Internal Cooling Water System 2 Page 2 (2)
L23/30H
High Temperature (HT) Circuit – Thermostatic valve on outlet, LT-system
– Thermostatic valve on outlet, HT-system
From the external HT-system, water is led through a – Engine driven pump for LT-system
distributing pipe to bottom of the cooling water space – Engine driven pump for HT-system
between the liner and the frame of each cylinder unit. – Preheater arrangement in HT-system
The water is led out through bores in the top of the
frame via the cooling water guide jacket to the bore Branches for:
cooled cylinder head for cooling of this and the valve
seats. – External preheating
– Alternator cooling
From the cylinder heads the water is led through a
common outlet pipe to the external system. If the alternator is cooled by water, the pipes for this
can be integrated on the GenSet.
Optionals
Data
Alternatively the engine can be equipped with the
following: For heat dissipation and pump capacities,
see D 10 05 0 "List of Capacities".
– LT-system cooled by sea water
Set points and operating levels for temperature and
which includes Titanium plates in the lub. oil cooler, pressure are stated in B 19 00 0 "Operating Data and
LT-water pipes are made of aluminium brass or Set Points".
galvanized steel, covers for charge air cooler are
made of bronze: 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 The cooling water pumps should be of the centrifugal
information for dimensioning of auxiliary machinery type.
in the external cooling water system for the L23/30
type engine(s).The stated data are for one engine FW SW
only and are specified at MCR. Differential pressure 1-2.5 bar 1-2.5 bar
Working temperature max.90°C max.50°C
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 Expansion tank
19 00 0 "Operating Data and Setpoints".
To provide against changes in volume in the closed
jacket water cooling system caused by changes in
External pipe velocities tempera-ture or leakage, an expansion tank must be
installed.
For external pipe connections we prescribe the
following maximum water velocties: As the expansion tank also provides a certain suction
head for the fresh water pump to prevent cavation,
Fresh water : 3.0 m/s the lowest water level in the tank should be minimum
Sea water : 3.0 m/s 5 m above the centerlinie of the crankshaft.
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 capacity of the external preheater should be 0.8-
1.0 Kw/cyl. The flow through the engine should for
The pressure drop of cooling water across the built- each cylinder be approx. 1.4 l/min with flow from top
on lub. oil cooler is approx. 0.3 bar, the pressure drop and downwards and 10 l/min with flow from bottom
may be different depending on the actual cooler and upwards. See also table 1 below.
design.
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 B 13 00 0
General
Design of External Cooling Water System If the thermostat valve is placed on the engine's inlet
side , which is not to be recommended, the tempera-
It is not difficult to make a system fulfil the require- ture on the engine depends on the load with the risk
ments, but to make the system both simple and of overheating at full load.
cheap and still fulfil the requirements of both the
engine builder and other parties involved can be very Ad 4) It has been stressed on the diagrams that the
difficult. A simple version cannot be made without alternator engines in stand-by position as well as the
involving the engine builder. propulsion engine in stop position are preheated,
optimally and simply, with surplus heat from the
The diagrams on the following pages are principal running engines.
diagrams, and are MAN B&W's recommendation for
the design of external cooling water systems. Ad 5) If the engines are preheated with reverse
cooling water direction, i.e. from the top and down-
The systems are designed on the basis of the wards, an optimal heat distribution is reached in the
following criteria: engine. This method is at the same time more
economic since the need for heating is less and the
1. Simplicity. water flow is reduced.
2. Separate HT temperature regulation for pro- Ad 6) The systems have been designed in such a
pulsion and alternator engines. way that the change-over from sea operation to
harbour operation/stand-by with preheating can be
3. HT temperature regulation on engine outlet. made with a minimum of manual or automatic inter-
ference.
4. Preheating with surplus heat.
Ad 7) If the actual running situations demands that
5. Preheating in engine top, downwards. one of the auxiliary engines should run on low-load,
the systems have been designed so that one of the
6. As few change-over valves as possible. engines can be equipped with a cooling system for
ICS-operation(Integrated Charge air System).
7. Possibility for Holeby ICS-system.
91.38
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
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
General
System Design Preheating of Stand-by GenSets during Sea-
operation:
The system is a central cooling water system of
simple design with only one central cooler. Low GenSets in stand-by position are preheated
temperature (LT) and fresh water (FW) pumps are automatically via the venting pipe with water from the
common for all engines. In order to minimize the running engines. This is possible due to the pressure
power consumption the LT FW pump installation difference, which the running GenSet engines HT-
consists of 3 pumps, two for sea operation and pumps produce.
smaller one for harbour operation.
The GenSet engines are connected as a one string Preheating of Stand-by GenSets and Propulsion
plant, with only one inlet- and outlet cooling water Engine during Harbour Operation:
connection and with internal HT-circuit, see also B
13 00 0 “Internal cooling water system 1”, describing During harbour stay the propulsion and GenSet
this system. engines are also preheated in stand-by position by
the running GenSets. Valve (1) is open and valve (2)
The propulsion engines HT-circuit is built up acc. to is closed. Thus the propulsion engine is heated from
the same principle, i.e. HT-water temperature is top and downwards, which is the most economic
adjusted with LT-water mixing by means of the solution.
thermostatic valve.
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
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 B 14 00 0
L23/30H
Starting System
Pipe description
The engine is started by means of a built-on air
K1 Compressed air inlet DN 40 starter, which is a turbine motor with gear box, safety
clutch and drive shaft with pinion. Further, there is a
Flange connections are as standard according to DIN 2501 main starting valve.
The compressed air system on the engine contains The air starter is activated electrically with a pneu-
a starting system, starting control system and safety matic 3/2 way solenoid valve. The valve can be
system. Further, the system supplies air to the jet activated manually from the starting box on the
system. engine, and it can be arranged for remote control,
manual or automatic.
The compressed air is supplied from the starting air
receivers (30 bar) through a reduction station, where For remote activation, the starting spool is con-
from compressed air at 7-9 bar is supplied to the nected so that every starting signal to the starting
engine. spool goes through the safe start function, which is
connected to the converter for engine RPM.
To avoid dirt particles in the internal system, a
strainer is mounted in the inlet line to the engine.
99.34
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.
As standard the engine is equipped with a pneuma- Besides the standard components, the following
tically/mechanically overspeed device, which starts standard optionals can be built-on:
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 – Main stop valve, inlet engine
pump through a resilient coupling.
Pressure transmitting
When the maximum permissible RPM is exceeded, – PT 70 Compressed air inlet
the overspeed device will activate a pneumatically
controlled stop cylinder, which will bring the fuel Position switching, stop
index to zero and stop the engine. – ZS75 Microswitch on flywheel
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
Starting air
bottle
Drain to bilge
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 - The air receiver(s) should always be installed
turbine vessels, or if the GenSets in engined vessels with good drainage facilities. Receiver(s) ar-
are installed far away from the propulsion plant. ranged in horizontal position must be installed
with a slope downwards of min. 3 - 5 deg.
The design of the air system for the actual plant must
be according to the rules of the relevant classification - Pipes and components should always be
society. treated with rust inhibitors.
For the engines' internal compressed air system, - The starting air pipes should be mounted with
please see B 14 00 0 "Internal Compressed Air a slope towards the receivers, preventing pos-
System". sible condensed water from running into the
compressors.
An oil and water separator should be mounted in the
line between the compressor and the air receivers, - Drain valves should be mounted at lowest
and the separator should be equipped with auto- position of the starting air pipes.
matic drain facilities.
95.09
Combustion Air System
B 15
1613581-6.5
Page 1 (2) Combustion Air System B 15 00 0
L23/30H
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" The charge air cooler is a compact tube-type cooler
with quick coupling inlet
with a large cooling surface.
*Flange connections are as standard according to DIN 2501
**See B 16 01 0 "Exhaust Gas System" and B 16 02 0 The charge air receiver is integrated in the engine
"Position of Gas outlet on Turbocharger". frame on the exhaust side.
99.48
1613581-6.5
B 15 00 0 Combustion Air System Page 2 (2)
L23/30H
Water Mist Catcher The above states that the working conditions are
improved under difficult circumstances and that the
At outlet charge air cooler the charge air is led maintenance expenses for an engine, working with
through the water mist catcher. The water mist many and major load changes, will be reduced.
catcher prevents condensed water (one of the major
causes of cylinder wear) from entering the combustion
chamber. Optionals
Pressure transmitting
Cleaning of Turbocharger – PT 31 Charge air, outlet from cooler
– Reduction of visible smoke in case of sudden For charge air heat dissipation and exhaust gas
momentary load increases. data, see D 10 05 0 "List of Capacities".
– Improved load ability. Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data and
– Less fouling of the engines exhaust gas ways. Set Points".
99.48
1639499-6.0
Page 1 (1) Water Washing of Turbocharger - Compressor B 15 05 1
General
Installed on the engine there is the injection tube (1), 3. The water is then injected into the compressor.
connected to a pipe (2) and a snap coupling (3).
The washing procedure is executed with the engine
running at normal operating temperature and with
The cleaning procedure is: the engine load as high as possible, i.e. at a high
compressor speed.
1. Fill the container (6) with a measured amount
08028-0D\H5250\94.08.12
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
- 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
93.45
1639455-3.1
B 15 11 1 Lambda Controller Page 2 (2)
L23/30H
93.45
Exhaust Gas System
B 16
1609535-5.1
Page 1 (2) Exhaust Gas System B 16 00 0
General
Internal exhaust gas system The insulation should be shielded by a thin plating,
and should comply with the requirements of the
From the exhaust valves, the gas is led to the classification society and/or the local authorities.
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, Exhaust pipe dimensions
at a constant pressure. After the turbocharger, the
gas is led to the exhaust pipe system. It should be noted that concerning the maximum
exhaust gas velocity the pipe dimension after the
The exhaust gas receiver is made of pipe sections, expansion bellow should be increased for some of
one for each cylinder, connected to each other, by the engines.
means of compensators, to prevent excessive stress
in the pipes due to heat expansion. The wall thickness of the external exhaust pipe
should be min. 3 mm.
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 Exhaust pipe mounting
reading.
When the exhaust piping is mounted, the radiation of
To avoid excessive thermal loss and to ensure a noise and heat must be taken into consideration.
reasonably low surface temperature the exhaust
gas receiver is insulated. Because of thermal fluctuations in the exhaust pipe,
it is necessary to use flexible as well as rigid
suspension points.
External exhaust gas system
In order to compensate for thermal expansion in the
The exhaust back-pressure should be kept as low as longitudinal direction, expansion bellows must be
possible. inserted. The expansion bellows should preferably
be placed at the rigid suspension points.
It is therefore of the utmost importance that the
exhaust piping is made as short as possible and with Note: The exhaust pipe must not exert any force
few and soft bends. against the gas outlet on the engine.
Long, curved, and narrow exhaust pipes result in One sturdy fixed-point support must be provided for
higher back-pressure which may affect the engine the expansion bellows on the turbocharger. It should
combustion. be positioned, if possible, immediately above the
expansion bellow in order to prevent the transmis-
The exhaust back-pressure should not exceed 250 sion of forces, resulting from the weight, thermal
mmWC at MCR. An exhaust gas velocity through the expansion or lateral displacement of the exhaust
pipe of maximum 35 m/sec is often suitable, but piping, to the turbocharger.
depends on the actual piping.
The exhaust piping should be mounted with a slope
Holeby will be pleased to assist in making a calcula- towards the gas outlet on the engine. It is recom-
tion of the exhaust back-pressure. mended to have drain facilities in order to be able to
remove condensate or rainwater.
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
1609535-5.1
B 16 00 0 Exhaust Gas System Page 2 (2)
General
Position of gas outlet on turbocharger The exhaust gas boilers should be installed with by-
pass entering in function at low load operation.
B 16 02 0 shows turning alternatives positions of the
exhaust gas outlet. Before dispatch of the engine The back-pressure over the boiler must be consid-
from Holeby exhaust gas outlet will be turned to the ered.
wanted position.
The discharge temperature from the exhaust gas The exhaust silencer, see E 16 04 2-3-5-6 is supplied
boiler should not be lower than 180° C (in order to loose with counterflange, gaskets and bolts.
avoid sulphuric acid formation in the funnel).
91.32
1607517-7.4
Page 1 (2) Water Washing of Turbocharger - Turbine B 16 01 1
General
The tendency to fouling on the gas side of turbochar- Experience has shown, that washing at regular
gers depends on the combustion conditions, which intervals is essential to successful cleaning, as exces-
are a result of the load on and the maintenance sive fouling is thus avoided. Washing every week
condition of the engine as well as the quality of the during operation is therefore recommended.
fuel oil used.
The cleaning intervals can be shorter or longer
Fouling of the gas ways will cause higher exhaust based on operational experience.
gas temperatures and higher surface temperatures
of the combustion chamber components and will The water should be supplied from the fresh water
also lead to a lower performance. sanitary system and not from the fresh cooling wa-
ter system or sea water system. No cleaning agents
Tests and practical experience have shown that or solvents need to be added to the water. Water
radial-flow turbines can be successfully cleaned by consumption 1.5-5 l/min.
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 Washing System
water droplets and the water flow rate.
The water washing system consists of a pipe system
The necessary water flow is dependent on the gas equipped with a regulating valve, a valve, a 3-way
flow and the gas temperature. Enough water must cock and a drain pipe with a ball valve from the gas
be injected per time unit so that, not the entire flow outlet.
will evaporate, but about 0.25 l/min. will flow off
through the drainage opening in the gas outlet. The water for washing the turbine is supplied from
Ensuring that sufficient water has been injected. the external fresh water system through a flexible
Washing time : max. 10 min. hose with couplings. The flexible hose must be
disconnected after water washing.
Service experience has shown that the above men-
tioned water flow gives the optimal cleaning effect. If By activating the valve and the regulating valve,
the water flow is reduced, the cleaning effect will be water is led through the 3-way cock to the exhaust
reduced or dissappear. If the recommended water pipe intermediate flange which is equipped with a
flow is exceeded, there is a certain risk of an channel to lead the water to the gas inlet of the
accumulation of water in the turbine casing which turbocharger.
may result speed reduction of turbocharger.
The water which has not evaporated is led out
The best cleaning effect is obtained by cleaning at through the drain pipe in the gas outlet.
low engine load approx. 20% MCR. Cleaning at low
load will also reduce temperature shocks.
08028-0D/H5250/94.08.12
98.20
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
The tendency to fouling on the gas side of turbochar- The cleaning system consists of a cleaning agent
gers depends on the combustion conditions, which container 1 with a capacity of approx. 0.5 liters and
are a result of the load and the maintenance condi- a removable cover. Furthermore the system con-
tion of the engine as well as the quality of the fuel oil sistsof a dosage valve 3, a closing valve 2 and two
used. snapon connectors.
Fouling of the gas ways will cause higher exhaust The position numbers 1 and 3 indicate the system's
gas temperatures and higher wall temperatures of "blow-gun". Only one "blow-gun" is used for each
the combustion chamber components and will also engine plant. The blow-gun is working according to
lead to a higher fuel consumption rate. the ejector principle with pressure air (working air) at
5-7 bar as driven medium. Injection time approx. 2
Tests and practical experience have shown that min. Air consumption approx. 5 Nm3/2 min.
radial-flow turbines can be successfully cleaned by
the dry cleaning method.
3
The injection of granulate is done by means of
working air with a pressure of 5-7 bar.
92.25
1607599-1.3
B 16 01 2 Dry Cleaning of Turbocharger - Turbine Page 2 (3)
General
2. Designation unknown
3. "Grade 16/10"
6. "Crushed Nutshells"
7. "Turbine Wash"
92.25
1607599-1.3
Page 3 (3) Dry Cleaning of Turbocharger - Turbine B 16 01 2
General
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
Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56
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
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
- 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
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
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)
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
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
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.
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)
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
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
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
20
G
H
B
A
F
K number of holes 10
M P P M O
10 15 20 30 40 60 80100
Gas velocity (m/s)
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
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
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
20
G
H
B
A
F
K number of holes 10
M P P M O
10 15 20 30 40 60 80100
Gas velocity (m/s)
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
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
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 If the engine normally runs on HFO preheated fuel
the following procedure: must be circulated through the engine while prehea-
ting although the engine has run or has been flushed
A: Normal start without preheated cooling water. on MDO for a short period.
Only on MDO.
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.
By the droop.
Speed Adjustment Range
94.17
Monitoring Equipment
B 18
1607502-1.5
Page 1 (1) Standard Instrumentation B 18 01 1
L23/30H
92.25
1607503-3.2
Page 1 (1) Standard Instrument Panel B 18 05 1
In-Line
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
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
Pressure after filter (inlet eng) PI 22 3-4 bar PAL 22 3 bar PSL 22 2.5 bar
Pressure drop across filter PDAH 21-22 0.5-1 bar PDAH 21-22 1.5 bar
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)
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
1607548-8.8
B 19 00 0 Operation Data & Set Points Page 2 (2)
L23/30H
08028-0D/H5250/94.08.12
00.17
1624450-8.2
Page 1 (1) Mechanical Overspeed B 19 06 1
L23/30H
Mechanical Overspeed At the same time the arm (2) presses down the
spindle (5), and the pneumatic valve (6) opens,
The engine is protected against overspeeding in the whereby compressed air will be led to the stop
event of, for instance, governor failure by means of cylinder, (see also B 17 30 1) in which the piston is
an overspeed trip. pressed forward and, through the arm, turns the fuel
pump regulating shaft to STOP position. Thereby the
The engine is equipped with a stopping device which engine stops, the spring-loaded pull rod connection
starts to operate if the maximum permissible revo- to the governor being compressed.
lution number is exceeded.
The engine can be stopped manually by pressing
The overspeed tripping device is fitted to the end down the button (7), which will activate the spring-
cover of the lubricating oil pump and is driven through loaded fly weight (1) through the lever (8).
this pump.
If the overspeed has been activated, the overspeed
If the pre-set tripping speed is exceeded, the spring- must be reset before the engine can be started.
loaded fly weight (1), see fig 1, will move outwards Reset is done by means of the button (10).
and press down the arm (2).
The arm is locked in its bottom position by the lock Overspeed Alarm (SAH 81)
pin (3) which is pressed in by the spring (4).
The overspeed alarm (SAH 81) is activated by
means of the micro switch (9).
08028-0D/H5250/94.08.12
01.01
1639469-7.2
Page 1 (1) Starting Box B 19 10 1
General
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.
Remote Start
Manual Stop
Blocking
01.01
1635436-4.2
Page 1 (2) Converter for Engine RPM Signal B 19 13 1
General
For measuring the engine's RPM, a pick-up mounted When the engine speed reach 710 RPM the conver-
on the engine is used giving a frequency depending ter gives a "engine run" signal. The signal will also
on the RPM. To be able to show the engine's RPM be given when the engine speed reach 200 RPM +
on an analogue tachometer, the frequency signal is 8 sec., (this is used for pump engines).
sent through an f/I converter (frequency/current
converter), where the signal is transformed into a The engine run signal will be deactivated when the
proportional 4-20 mA ~ 0-1200 RPM. speed is 640 RPM. If the engine speed haven't been
Both tachometer on the engine and possibly external over 710 RPM the signal will be deactivated at 200
tachometers should be connected in the current RPM.
loop.
The "engine run" signals will be given through a relay.
Further, the converter has following signals: One for synchronizing and one for start/stop of pre.
lub. oil pump or alarm blocking at start/stop.
– overspeed
– engine run
– safe start Safe start
– tacho fail
When the safe start signal is activated the engine
can start. When the engine reach app. 140 RPM the
Overspeed air starter will be shut-off.
When the engine speed reach the setpoint for Further, the safe start signal is a blocking function
electronic overspeed the converter gives a shutdown for the air starter during rotation.
signal and a alarm signal through a relay.
08028-0D/H5250/94.08.12
94.04
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
08028-0D/H5250/94.08.12
94.04
1631457-0.0
Page 1 (2) Engine Control Box E 19 06 4
General
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.
- 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.
- 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
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
Ø10.2
Engine
Control box
340
Start Stop
630 220
Flange-plate in bottom
of engine control box
08028-0D/H5250/94.08.12
92.25
1643403-4.0
Page 1 (2) Engine Control Box E 19 06 6
General
In order to avoid an unintended re-starting after Furthermore there are push buttons for:
release of a shutdown, there is a built-in reset
function which has to be activated before the engine - Start of engine
can be re-started. Remote reset is also possible. - Stop of engine
- Reset
Besides, there are built-in start/stop procedures for - Lamp test
the engine. - Diesel oil (MDO) mode with indication *
- Heavy fuel oil (HFO) mode with indication *
On the front cover of the engine control box there are
3 indication panels. One for the safety system and * Options
two for the alarm system.
Alarm Blocking
The engine control box will reflect the actual engine
automation/instrumentation. The items below are The engine control box is provided with a relay for
general. alarm blocking, so that alarm is avoided during
starting and stopping of the engine.
For the safety system there are indications for:
Start/Stop of the Diesel Engine
- Power on
- Engine run The diesel engine can be started and stopped by
- Lub. oil shutdown means of push buttons on the panel. Furthermore, it
- High temp. fresh water shutdown is possible to mount remote switches for these
- Overspeed shutdown functions.
- Emergency shutdown
- Start failure If the diesel engine does not start during a starting
- Wire break trial, a potential free switch will give the information
- Start interlock (blocking) that there is a starting failure.
- Start interlock (local)
08028-0D/H5250/94.08.12
94.17
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
94.17
1631477-3.3
Page 1 (2) Prelubricating Oil Pump Starting Box E 19 11 0
General
Ø10.2
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
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
630 220
08028-0D/H5250/94.08.12
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
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
99.47
1613527-9.1
Page 1 (2) Resilient Mounting of Generating Sets B 20 01 3
General
Resilient Mounting of Generating Sets The support of the individual conical mounting can
be made in one of the following three ways:
On resilient mounted generating sets, the diesel
engine and the generator are placed on a common 1) The support between the bottom flange and
rigid base frame mounted on the ship's/erection the foundation of the conical mounting is made
hall's foundation by means of resilient supports, type with a loose steel shim. This steel shim is
Conical. adjusted to an exact measurement (min. 40
mm) for each conical mounting.
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.
Method 1
Resilient Support
Steel shim
Steel shim
Steel shim
Chockfast
Foundation
99.47
1613527-9.1
B 20 01 3 Resilient Mounting of Generating Sets Page 2 (2)
General
3) Finally, the support can be made by means of Adjustment of Engine and Generator on Base
chockfast. It is recommended to use two steel Frame
shims, the top shim should be loose and have
a minimum thickness of 40 mm, the bottom The resilient mounted generating set is normally
shim should be cast in chockfast with a thick- delivered from the factory with engine and generator
ness of at least 10 mm. mounted on the common base frame. Eventhough
engine and generator have been adjusted in the
Irrespective of the method of support, it is recom- factory with the generator rotor correctly placed in
mended to use a loose steel shim to facilitate a the stator, and the crankshaft bend of the engine
possible future replacement of the conical moun- (autolog) within the prescribed tolerances, it is re-
tings. 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)
Bureau Veritas 1 1 1 1 1
Germanischer Lloyd 1 1 1 1 1
Register of Shipping of
Peoples Republic of China 1 3/4 3/4 2 3/4
4) Overspeed test.
08028-0D\H5250\94.08.12
7) Test of alarm functions according to the actual list for the specific plant.
9) General inspection.
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
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
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
99.38
1607505-7.5
P 23 01 1 Standard Spare Parts Page 2 (2)
L23/30H
Turbocharger System
Gasket 1 30902 1977
O-ring, cooling water connections 1 30502 4640
O-ring, cooling water connections 1 30502 4640
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
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
99.38
1655227-6.2
P 23 01 1 Standard Spare Parts Page 2 (2)
L23/30H
Turbocharger System
Gasket 1 51202 024
O-ring, cooling water connections 2 51202 264
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
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
Extractor for thrust piece on roller guide for fuel pump 1 52008 058
99.50
1655222-7.2
P 24 01 1 Standard Tools for Normal Maintenance Page 2 (2)
L23/30H
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
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
* 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
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
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. SilicaGel or a similar product can be used in a
quantity of 3000 grams/m3.
The following types of oils are suitable:
The bags must not touch any surfaces, and if ne-
Esso Rustban 335. 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.
89.18
1350473-0.3
Page 1 (1)
Preservation of Spare Parts and Tools B 25 01 1
General
Preservation of supplied spare parts and tools are Smaller boxes containing special tools such as:
made as follows:
grinding machine for valve seats
overall machined parts are dipped in Mobil-
arma 633 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.
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.
99.35
1624484-4.1
Page 1 (1) Lifting Instruction B 25 03 0
L23/30H
Lifting of Complete Generating Sets.
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
5L23/30H 2830
6L23/30H 3200
7L23/30H 3385
8L23/30H 3570
* Based on MBD-H
standard generator
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 water cooled alternators the flanges for cooling
water should be placed on the left side of the alternator
For mounting of diesel engine and alternator on a seen from the shaft end. The flanges should be with
common base frame, the alternator supplier should counter flanges.
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 Project Information
alternator feet on front edge of, and in the longitudinal
direction of the alternator in the area covered by the 3 sets of Project Information should be forwarded to
base frame. MAN - B&W Diesel A/S, Holeby, according to the
delivery times stated in "Extent of Delivery".
Regarding air cooled alternators, the ventilating outlet
should be placed above the level of the alternator feet. 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
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:
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 The rotor shaft drawing must show all the dimensions
dimensions, i.e. length, width, height, foot position, of the rotor shaft's lengths and diameters as well as
foot width, shaft height, etc. as well as all the information about rotor parts with regard to mass
dimensions of the alternator's coupling flange, alt. inertia moment - GD2 or J (kgm2) and weight (kg).
groove shaft pin.
- 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
- 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:
- Insulation class.
N7 B
- Load efficiency in % of nominal load at
1/4 - 1/2 - 3/4 - 1/1 load (with cos.phi. =
140m6
99.45
1613561-3.5
Page 1 (1) Engine/Alternator Type G 50 04 0
L23/30H
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.
00.32