INSTALATION Manual-2002 - 1013M - 1015M

Installation Guide for Diesel Engines
Ship segment
Types 1013 / 1015
Installation Guide for Diesel Engines Ship segment BFM 1013M / BFM 1015M
These guidelines are not operating instructions for the final machine user. They apply to all manufacturers of products that use a DEUTZ diesel engine as drive unit in their products. Thus, the guidelines are not user information as defined by DIN norm 8418, but fulfil a similar purpose, because their observance ensures the engine function and thus protects the product user from danger which could result from engine use. Operating safety and a long service life can only be expected from perfectly installed engines. This also allows maintenance work to be carried out simply and quickly. These guidelines provide information for mounting and name limit values to be observed. The guidelines only refer to the function of the engines and not to laws and ordinances applicable to the product in which the engine will be installed. Thus the equipment manufacturer is responsible for the regulations to be observed. The multitude of installation possibilities does not allow for generally applicable, rigid rules. Experience and special knowledge are necessary in order to ensure optimal installation. Therefore, we recommend an installation consultation with an authorised sales partner during the planning stage. Dealer stamp
Responsible for the contents: DEUTZ AG Deutz-Mllheimer-Str. 147149 51057 Cologne Phone: Telefax: Telex: (02 21) 8 22 31 45 (02 21) 8 22 56 72 8812-D khd d
Order No.: 0312 0378 en
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Table of contents
1
1.1 1.1.1 1.1.2 1.2 1.3
Installation planning
Engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dimensions 1013 . . . . . . . . . . . . . . . . . . . . . . . . . Engine dimensions 1015 . . . . . . . . . . . . . . . . . . . . . . . . . Tilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 1-2 1-3 1-5 1-7
2
2.1 2.1.1 2.1.2 2.1.3 2.2
Engine installation
Rigid bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Angular deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parallel displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elastic bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 2-2 2-3 2-5 2-8
3
3.1 3.2 3.3 3.3.1 3.3.2 3.3.3 3.3.4 3.3.4.1 3.3.4.2 3.4 3.4.1 3.4.2 3.5 3.5.1 3.5.1.1 3.5.1.2 3.5.2 3.5.2.1 3.5.2.2 3.5.2.3 3.5.2.4 3.5.2.5 3.5.3 3.5.3.1 3.5.3.2 3.5.3.3 3.5.3.4 3.5.4 3.5.4.1 3.5.4.2
Power take-off
Torsional vibration calculation . . . . . . . . . . . . . . . . . . . . . Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power take-off, flywheel side . . . . . . . . . . . . . . . . . . . . . . Attachments to the engine . . . . . . . . . . . . . . . . . . . . . . . . Mounting the gearbox to the engine . . . . . . . . . . . . . . . . . Installing universal shafts . . . . . . . . . . . . . . . . . . . . . . . . . Radial power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front power take-off (Front PTO) . . . . . . . . . . . . . . . . . . . Axial power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Permitted rotational dimensions . . . . . . . . . . . . . . . . . . . . Secondary outputs on the engine . . . . . . . . . . . . . . . . . . . Secondary output possibilities . . . . . . . . . . . . . . . . . . . . . Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Volumetric capacity and power consumption . . . . . . . . . . Dimension diagram, BFM1013M/C. . . . . . . . . . . . . . . . . . ZF Steering booster pump . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calculated values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Characteristic curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . Untreated water pumps . . . . . . . . . . . . . . . . . . . . . . . . . . Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 3-8 3-8 3-8 3-9 3-13 3-14 3-14 3-17 3-24 3-24 3-27 3-28 3-28 3-28 3-31 3-33 3-33 3-34 3-35 3-36 3-37 3-38 3-38 3-39 3-39 3-40 3-43 3-43 3-44
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4
4.1 4.1.1 4.1.2 4.1.3 4.1.4 4.1.5 4.2 4.2.1
Engine room ventilation

Calculation of the air requirement for engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 Overall radiated heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 Radiated engine heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 Radiated generator heat . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 Radiated heat of the auxiliary equipment . . . . . . . . . . . . . 4-3 Ventilation quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 Installation notes for ventilating the engine room . . . . . . . 4-5 Additional installation notes for using engines in fast ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
5
5.1 5.2 5.2.1 5.2.2 5.2.3 5.3 5.3.1 5.3.2 5.4 5.4.1 5.4.2 5.5 5.5.1 5.5.2 5.5.3 5.5.3.1 5.5.4 5.5.5 5.5.5.1 5.5.6 5.5.7 5.5.8
Combustion air system

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 Intake vacuum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2 Maximum permitted intake vacuum . . . . . . . . . . . . . . . . . . 5-2 Measuring the intake vacuum . . . . . . . . . . . . . . . . . . . . . . 5-4 Monitoring the intake vacuum . . . . . . . . . . . . . . . . . . . . . . 5-4 Air filter systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Dry air filter (paper air filter) . . . . . . . . . . . . . . . . . . . . . . . . 5-5 General instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Calculating the air flow rate . . . . . . . . . . . . . . . . . . . . . . . . 5-6 Laboratory service life for paper air filters . . . . . . . . . . . . . 5-6 Required information for air filter dimensioning . . . . . . . . . 5-6 Combustion air lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 Corrugated hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11 DEUTZ factory standard H 3482, part 1 . . . . . . . . . . . . . . 5-11 Rubber sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11 Rubber moulded parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12 DEUTZ delivery regulation 0161 0093 US 8039-35 . . . . . 5-12 Hose band clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13 Clean air line ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16 Layout of combustion air lines . . . . . . . . . . . . . . . . . . . . . . 5-16
6
6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10
Exhaust gas system

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 Permissible resistances in the exhaust gas system . . . . . 6-3 Dimensioning exhaust gas lines . . . . . . . . . . . . . . . . . . . . 6-4 Exhaust gas back pressure measurement . . . . . . . . . . . . 6-7 Elastic exhaust pipe joints . . . . . . . . . . . . . . . . . . . . . . . . . 6-9 "Wet" exhaust gas lines (Mixing vessel) . . . . . . . . . . . . . . 6-10 Water infiltration protection . . . . . . . . . . . . . . . . . . . . . . . . 6-12 Insulating the exhaust gas line . . . . . . . . . . . . . . . . . . . . . 6-13 Particle filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14 Determining the exhaust gas line resistances for turbo-charged engines . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
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7
7.1 7.2 7.2.1 7.2.2 7.3 7.3.1 7.3.1.1 7.3.1.2 7.3.1.3 7.4 7.5 7.6
Fuel system
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel, feed pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intermediate tank/Day service tank . . . . . . . . . . . . . . . . . Closed circular pipeline. . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Metal pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel connection, engine 1013 . . . . . . . . . . . . . . . . . . . . . Fuel connection, engine 1015 . . . . . . . . . . . . . . . . . . . . . Fuel heating, fuel cooler . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel filtering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 7-1 7-4 7-5 7-8 7-12 7-12 7-13 7-14 7-16 7-17 7-18
8
8.1 8.2 8.2.1 8.2.2 8.2.3 8.2.4 8.3 8.3.1 8.3.1.1 8.3.2 8.3.2.1 8.3.2.2 8.3.2.3 8.3.2.4 8.3.3 8.3.3.1 8.3.3.2 8.3.3.3 8.3.3.4 8.4 8.4.1 8.4.2 8.4.3 8.5 8.5.1 8.5.2 8.5.3 8.5.4 8.5.5 8.6 8.6.1 8.6.2 8.6.3 8.6.4 8.6.5
Engine cooling system

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Range of application and purpose . . . . . . . . . . . . . . . . . . Water quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Protectant (concentrate) . . . . . . . . . . . . . . . . . . . . . . . . . . Coolant preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water cooler for keel cooling. . . . . . . . . . . . . . . . . . Compensator reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . Types of cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermo-syphon cooling . . . . . . . . . . . . . . . . . . . . . . . . . . Ship hull cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling with raw water . . . . . . . . . . . . . . . . . . . . . . . . . . . Raw water filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Raw water pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Raw water lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line dimensioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipeline designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Designing cooling systems . . . . . . . . . . . . . . . . . . . . . . . . Technical specifications . . . . . . . . . . . . . . . . . . . . . . . . . . Heat quantity to be dissipated . . . . . . . . . . . . . . . . . . . . . Additional heat quantities to be dissipated for 1013 with charger air cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . Circulating amount of water in cooling circuit . . . . . . . . . . Circulating amount of water in sea water cicuit or charge air circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indirect heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heating connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heat exchanger for heating . . . . . . . . . . . . . . . . . . . . . . . Auxiliary heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 8-2 8-2 8-2 8-2 8-6 8-7 8-7 8-7 8-9 8-9 8-10 8-11 8-11 8-12 8-12 8-12 8-12 8-14 8-15 8-15 8-18 8-19 8-20 8-21 8-26 8-27 8-28 8-28 8-29 8-29 8-32 8-33 8-35 8-35
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8.7 8.7.1 8.7.2 8.7.2.1 8.8 8.8.1 8.8.2 8.8.2.1 8.8.2.2
Engine pre-warming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36 Engine 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36 Engine 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37 IKL-pre-warming unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37 Gearbox oil cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40 Cooling with raw water. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40 Keel cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
9
9.1 9.2 9.3 9.4
Lubrication system
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 Partial flow fine filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2 Changing the oil level markings for tilted engine mounting 9-3 Pre-lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
10
10.1 10.1.1 10.1.2 10.2 10.2.1 10.2.2 10.2.2.1 10.2.2.2 10.2.2.3
Speed adjustment
1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2 Large-scale speed adjustment range (Main drive) . . . . . . 10-2 Small speed adjustment range (Aggregate) . . . . . . . . . . . 10-3 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 Large-scale speed adjustment range (Main drive) . . . . . . 10-4 Small speed adjustment range (Aggregate) . . . . . . . . . . . 10-5 Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5 RPM sensor, excessive speed protection, and actuator . . 10-7 Cable routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
11
11.1 11.2 11.3 11.4 11.5
Sound insulation and sounddamping

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1 Sound insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2 Sound absorption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3 Material for sound insulation and sound absorption . . . . . 11-4 Additional measures for enclosing the engine . . . . . . . . . . 11-6
12
12.1 12.2 12.2.1 12.2.2 12.3 12.4 12.4.1 12.4.2 12.5 12.6 12.6.1 12.6.2
Electrical system
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1 Dimensioning the cables between starter and battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3 Minimum cross section corresponding to cable heat rise . 12-3 Required nominal cross section corresponding to total resistance. . . . . . . . . . . . . . . . . . . . 12-3 Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8 Control line to starter and starter lock relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10 Dimensioning of control line to starter (Battery - Start switch - Terminal 50) . . . . . . . . . . . . . . . . . 12-10 Start block relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11 Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12 Dimensioning various cable cross-sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14 Lead dimensioning for heat rise. . . . . . . . . . . . . . . . . . . . . 12-14 Lead dimensioning for voltage decay . . . . . . . . . . . . . . . . 12-14
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12.7 12.8
AC generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15 Lifter solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
13
13.1 13.1.1 13.1.2 13.2
Engine monitoring
Monitoring via Deutz panels . . . . . . . . . . . . . . . . . . . . . . . Panel 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Panel 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitoring with panels not furnished by Deutz . . . . . . . . . 13-2 13-5 13-12 13-21
14
14.1 14.2
Maintenance requirements
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1 Maintenance requirements . . . . . . . . . . . . . . . . . . . . . . . . 14-1
15
15.1 15.2 15.3
Installations
Installation checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1 Calculation of torsional vibration. . . . . . . . . . . . . . . . . . . . 15-3 Connection dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
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List of figures
Fig. 1: Fig. 2: Fig. 3: Fig. 4: Fig. 5: Fig. 6: Fig. 7: Fig. 8: Fig. 9: Fig. 10: Fig. 11: Fig. 12: Fig. 13: Fig. 14: Fig. 15: Fig. 16: Fig. 17: Fig. 18: Fig. 19: Fig. 20: Fig. 21: Fig. 22: Fig. 23: Fig. 24: Fig. 25: Fig. 26: Fig. 27: Fig. 28: Fig. 29: Fig. 30: Fig. 31: Fig. 32: Fig. 33: Fig. 34: Fig. 35: Fig. 36: Fig. 37: Fig. 38: Fig. 39: Fig. 40: Fig. 41: Fig. 42: Fig. 43: Fig. 44: Fig. 45: Fig. 46: Fig. 47: Fig. 48: Fig. 49:
Type 1013 Minimum spacing Type 1013 Type 1015 Minimum spacing Type 1015 Positioning and shape tolerances for elastic support Measuring the angular deviations Calculating the shim thickness Measuring the centricity Checking the flange parallelism Measuring with free shaft ends Floor supports for elastic engine bedding 1013 Floor supports for elastic engine bedding 1013 Floor supports for elastic engine bedding 1013 Floor supports 1015 Floor supports 1015 Floor supports 1015 For spring deflection see ill.18 Engine bedding for eleastic motor supports 1013 and 1015 Centre of gravity positions Elastic systems BF 4 M 1013 M / C Elastic systems BF 6 M 1013 M / C / P BF 6 M 1015 M / MC elastic system S J = 0.873 kgm ( Without JZm ) BF 8 M 1015 MC elastic system S J = 0.984 kgm ( Without JZm ) Flywheels and SAE housing Engine 1013, Flywheel set 9049 Engine 1013, Flywheel set 9050 Engine 1013, Flywheel set 9051 Engine 1013, Flywheel set 9052 Engine 1015, Flywheel set 9041 Engine 1015, Flywheel set 9042 Z-bending W-bending Radial power take-off on the coupling side (Free side) * Calculation of power "F1 or F2, resp.," for V-belt drive: Permitted supplementary bending moment (Radial power takeoff, opposite coupling side) engine: BF 4/6 M 1013M/MC/MCP Spacing, type 1015 Composition of forces Bending moment BF6M1015M/C, Drive side Angle counting drive side/flywheel side Bending moment BF6M1015M/C, free side Bending moment BF8M1015M/C, free side Angle counting free side/front Front power take-off 1013 Front power take-off 1015 Secondary outputs 1013 Secondary outputs A and B Secondary output D
12/01
Fig. 50: Fig. 51: Fig. 52: Fig. 53: Fig. 54: Fig. 55: Fig. 56: Fig. 57: Fig. 58: Fig. 59: Fig. 60: Fig. 61: Fig. 62: Fig. 63: Fig. 64: Fig. 65: Fig. 66: Fig. 67: Fig. 68: Fig. 69: Fig. 70: Fig. 71: Fig. 72: Fig. 73: Fig. 74: Fig. 75: Fig. 76: Fig. 77: Fig. 78: Fig. 79: Fig. 80: Fig. 81: Fig. 82: Fig. 83: Fig. 84: Fig. 85: Fig. 86: Fig. 87: Fig. 88: Fig. 89: Fig. 90: Fig. 91: Fig. 92: Fig. 93: Fig. 94: Fig. 95:
Connecting the pressure line Delivery rate, air compressor 300 ccm Power consumption, air compressor 300 ccm Dimension diagram, BFM1013M/C Performance data, ZF steering booster pump Calculated values Pressure definitions Permitted operational pressure in [cm/k] Permanent operational pressure 8 ccm/revolution 11 ccm/revolution 16 ccm/revolution 22.5 ccm/revolution Untreated water pump 1013 Performance data untreated water pump F7B nPump = 1.297 x nEngine Untreated water pump 1015 Performance data untreated water pump F95B nPump = 1.21 x nEngine Types of engine room ventilation Measuring the intake vacuum Elbows, sleeves, hose band clamps BF6M1015M/C Position and spacing of exhaust gas lines on engine. For spacing of 90 elbow ref. to appendix BF8M1015MC Position and spacing of exhaust gas lines on engine. For spacing of 90 elbow ref. to appendix Permissible exhaust gas back pressure for ship drive engines Permissible exhaust gas back pressure for electric unit engines, drives for pumps, compressors Measuring the exhaust gas back pressure Hole for measuring the exhaust gas back pressure Position for measuring the exhaust gas back pressure Water inlet above the water line Water infiltration protection Diagram of exhaust gas line resistances Fuel diagram BFM1013 Fuel diagram BFM1015 Fuel, intermediate tank Fuel, closed circular pipeline Fuel tank, high-positioned Installation guide Manual feed pump: Connections for monitoring of jacketed injection lines BF 6 M 1015 M / C Connections for monitoring of jacketed injection lines BF 8 M 1015 MC Incorrect connection, metal pipes Correct connection, metal pipes Connections, BFM1013 Connections, BFM1015 Fuel connection Fuel connection Fuel routing Fuel filter with moisture separator
ii
12/01
Fig. 96: Fig. 97: Fig. 98: Fig. 99: Fig. 100: Fig. 101: Fig. 102: Fig. 103: Fig. 104: Fig. 105: Fig. 106: Fig. 107: Fig. 108: Fig. 109: Fig. 110: Fig. 111: Fig. 112: Fig. 113: Fig. 114: Fig. 115: Fig. 116: Fig. 117: Fig. 118: Fig. 119: Fig. 120: Fig. 121: Fig. 122: Fig. 123: Fig. 124: Fig. 125: Fig. 126: Fig. 127: Fig. 128: Fig. 129: Fig. 130: Fig. 131: Fig. 132: Fig. 133: Fig. 134: Fig. 135: Fig. 136: Fig. 137: Fig. 138: Fig. 139: Fig. 140: Fig. 141: Fig. 142:
Reversible fuel filtering Flow diagram (with dual filter per side) Fuel filtering Compensator reservoir Thermo-syphon cooler Pressure loss in smooth water pipelines Crimps and pipe joints Elastic screwed pipes BF6M1015M Keel cooling BF6/8M1015MC Keel cooling BF6M1015M Raw water cooling BF6/8M1015MC Raw water cooling Engine coolant circuit, direct heating Engine coolant circuit, indirect heating Heating connections 1013 Heating connections 1015 Heating connections 1015 Engine pre-warming 1013 Electric pre-warming unit for water Engine and pre-warming unit Reversible lubrication oil filter as example 1013 Speed adjustment 1013 Fine speed adjustment 1013 Bowden cable engine 1015 GAC regulator GAC regulator, terminal strip Diagram Starter 12V 3.1 kW single-phase, 24 V 4.0 kW single-phase Diagram Starter 24 V 4 kW 2-phase, 24 V 5.4 / 6.6 kW 2-phase Dimensioning of starter control cable Diagram Generator 28V 55 / 80 A 2-phase Terminal allocation of central plug connector Pin utilization plug half panel Electrical equipment version 1 RPM counter Warning point selection Customer - Engine Control box Instrument panel Terminal strip in control box Electrical equipment version 2 Entry of engine type in control box high line Customer - Engine Control box Instrument panel A, B, C, and distribution box Distribution box (for 2 or 3 panels per engine) Connection cable Code No. Type and application
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iii
iv
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Tables
Tab.1: Tab.2: Tab.3: Tab.4: Tab.5: Tab.6: Tab.7: Tab.8: Tab.9: Tab.10: Tab.11: Tab.12: Tab.13: Tab.14: Tab.15: Tab.16: Tab.17: Tab.18: Tab.19: Tab.20: Tab.21: Tab.22: Tab.23: Tab.24: Tab.25: Tab.26: Tab.27: Tab.28: Tab.29: Tab.30: Tab.31: Tab.32: Tab.33: Tab.34: Tab.35: Tab.36: Tab.37: Tab.38: Tab.39: Tab.40: Tab.41: Tab.42: Tab.43: Tab.44: Tab.45: Tab.46: Tab.47:
Size when completed 1013 Weight 1013 Size when completed 1015 Weight 1015 Max. permitted tilt position in [degrees] Measuring the angular deviations Measuring the angular deviations Bedding allocation for elastic engine bedding (Marine) Firing angle BF6M1015 M / MC Firing angle BF8M1015 MC Power take-off, flywheel side Maximum permitted bending moment Spacing Front power take-off BF 4/6 M 1013 M/C/P for 4-screws fastening (also valid for 6-screws fastening) Mass moment of the individual attachments of radial power takeoff (kgmm) Permitted rotating masses BFM 1015 M kW ratings based on nengine= 2300 min-1! Secondary outputs 1015 Technical data, ZF steering booster pump Technical data, hydraulic pumps Secondary output PTO Pressure definitions Intake vacuum paper air filter Elektro-aggregate engines Combustion air quantity Performance table to determine A- and B- performance Performance table to determine A- and B- performance Tightening torques according to factory standard H 735 Tightening torques according to factory standard H 3461 Minimum diameter of intake line Exhaust gas volumes Exhaust gas temperatures Flow volume of the fuel pump [l/h] Pipe diameter is dependent on the pipe length Antifreeze agents approved by Deutz Engine fluid concentration Voltage potential of various materials Intake and delivery side Pipeline lengths Crimp Technical data for dimensioning of cooling systems Heat quantity to be dissipated Additional heat quantities to be dissipated for 1013 with charger air cooling Circulating amount of water in cooling circuit Circulating amount of water in sea water circuit Engine fluid quantities Cooling capacity for ship gearbox, fresh water Cooling capacity for ship gearbox, raw water
12/01
Tab.48: Tab.49: Tab.50: Tab.51: Tab.52: Tab.53: Tab.54: Tab.55:
Permitted forces/moments at the adjustment lever stop Absorption materials Allocation of starters and batteries, and dimensioning of starter/battery cables Copper lead cross sections acc. to DIN ISO 6722 part 3, PVC insulation Explanation of descriptions in diagrams Generator temperatures System description monitoring panel 1, 2, or 3 Monitoring limit values
12/01
Formular Table
Formula 1: Formula 2: Formula 3: Formula 4: Formula 5: Formula 6: Formula 7: Formula 8: Formula 9: Formula 10: Formula 11: Formula 12: Formula 13: Formula 14: Formula 15: Formula 16: Formula 17: Formula 18: Formula 19: Formula 20: Formula 21: Formula 22: Formula 23: Formula 24:
Vertical alignment, angular deviation Horizontal alignment, angular deviation Vertical alignment, parallel displacement Horizontal alignment, parallel displacement Bearing load at point A Bearing load at point B Overall centre of gravity / Drive centre of gravity Maximum permitted bending moment Force calculation Bending moment, drive side Bending moment, free side Engine torque Overall radiated heat Radiated engine heat Radiated generator heat Radiated heat of the auxiliary equipment Ventilation mass Service life, filter insert Minimum diameter D Exhaust gas volumes Cooling capacity, fresh water Cooling capacity, raw water Acustic principle Cable cross-section
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12/01
1
1.1
Engine room
In order to ensure that the engine is operational in its environment, overall planning is necessary. This planning must ensure that sufficient space is available for the engine connections. Furthermore, care must be taken to provide sufficient space, appr.1 m wide, around the engine, or around the entire engine assembly for operation and maintenance purpose. This prerequisite is nor required for special installations in high-speed vessels, or in yachts. For these cases, DEUTZ specifies the necessary measures in which the responsibility for installation is assumed by the installing company. Double engines A minimum distance of 2000 mm is desirable for double engines; free passage between engines should be 600 mm. Each one of the engine compartments has to be provided with an opening sufficiently large to facilitate passage of engine and/or engine assembly without dismantling. The size of the engine room is further determined by permitted cooling or ventilation air speeds.
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1-1
1
1.1.1
Engine dimensions 1013
Fig. 1:
Type 1013 Size when completed in [mm]
Engine type BF4M1013M BF4M1013MC BF6M1013M BF6M1013MCP Tab. 1:
A 1219 1219 1483 1483
B 712 712 712 712
C 916 916 961 961
D 300 300 345 345
E 616 616 616 616
Size when completed 1013
Dry weight in [kg] Engine type BF4M1013M BF4M1013MC BF6M1013M BF6M1013MCP Tab. 2: Weight 1013 Cooling with raw water 560 580 730 760 Hull cooling 540 560 710 740
There must be sufficient free space around the engine for maintenance and repair work. The minimum dimensions in [mm] are to be taken from Fig. 2 .
Fig. 2:
Minimum spacing Type 1013
1-2
12/01
1.1.2
Engine dimensions 1015
1
1-3
Fig. 3:
Type 1015 Size when completed in [mm]
Engine type BF6M1015M BF6M1015MC BF8M1015MC Tab. 3:
A 1205 1480 1673
B 1305 1305 1305
C 1021 1021 1021
D 361 361 361
E 660 660 660
Size when completed 1015
Dry weight in [kg] Engine type BF6M1015M BF6M1015MC BF8M1015MC Tab. 4: Weight 1015 Cooling with raw water 1080 1180 1380 Hull cooling 1020 1110 1300
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1
There must be sufficient free space around the engine for maintenance and repair work. The minimum dimensions in [mm] are to be taken from Fig. 4 .
Fig. 4:
Minimum spacing Type 1015
1-4
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1.2
Tilt
The permitted tilt of the engine is particularly dependent on the design of the oil pan. However, other components such as the exhaust turbocharger and injection pump also are limiting factors. A distinction is to be made between a long-term and a short-term tilt. Engines of the 1013/1015 series fulfil the classification agency requirements regarding tilt. The following table shows the possibilities of use for engines 1013/1015.
1
Engine type
Oil pan
Oil capacity1) in [l] min max 11 11 16 17 34 34 48 45 45
Maximum tilt [degree] Flywheel on the side
Maximum space below crank shaft (mm)
Kit high 25 30 30 30 30 30 36 21 22.5 low 25 30 30 30 30 30 36 21 22.5 left 25 30 30 45 30 30 36 21 22.5 right 25 30 30 45 30 30 36 21 22.5
Depht from Width on motor cross deepest point 235 235 290 345 462 462 442 360 462 Sump on the face Sump on flywheel 480 480 Sump on flywheel 480
Material of oil pan
BF4M1013M/C
9109 9111
9 9 13 14 30 30 40 40 40
Cast iron Sheet metal Cast iron Sheet metal Cast iron Cast iron Cast iron Cast iron Cast iron Cast iron
BF6M1013M/C/P 9110 9112 BF6M1015M/C 9099 9101 9201 BF8M1015M/C 9100 9102 9202
50 60 34 34 34 34 442 Tab. 5: Max. permitted tilt position in [degrees]

1)
Oil capacity of the oil pan (first filling with filer, 25 litres more)
Remark: The oil dipstick does not have to be altered in kits 9201 and 9202 for engines 1015M tilted up 10, flywheel high/low.
For tilted orientation of the engine this must be taken into consideration for the permitted degree of tilt.
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1-5
Example:
1
1-6
Engine BF6M1013 with oil plan kit 9110, installation tilt position 10, flywheel low. Remaining permitted engine tilt: Flywheel high: 30 + 10 = 40 Flywheel low: 30 10 = 20 right/left 30/30
NOTE: When installing engines in a tilted position, observe the oil level marking! (see chapter 9.3).
12/01
1.3
Foundation
The engines 1013/1015 can be bedded rigidly or elastically. In either case, the foundation must have a sufficient stiffness so that stress can be absorbed without distortion of the foundation. Rigid bedding The engine and foundation should form a unit with the rigid bedding whose resonant frequency must be higher than the field frequency of the alternating torques. An engine and a distortion-resistant foundation are in themselves insufficient to set this unit on a soft substructure or on a soft ship hull due to its design. The forces originating in the engine including foundation must be carried to the hull dampened by large surfaced transfers. With elastic bedding, the forces of gravity or moments are largely absorbed by the elastic bedding, so that only forces insignificantly larger than the force of gravity have an effect on the foundation. The foundations are to be dimensioned so that distortions due to forces from dynamics and propeller thrust are avoided. The forces are dependent on the type of ship and operating conditions (motion of the sea, high speeds, accelerations) and reach many times the weight of the engine and drive with impermissible stresses. Longitudinal beam Thus, the longitudinal beam should be directed as far as possible from the stern to the front, and be supported by floor plates and cross beams in order to avoid transverse distortion to the longitudinal beam. For rigidly and elastically bedded engines and for foundations or hulls made of fibre-reinforced plastic, it is recommended to provide a foundation plate or an equaliser made of steel or aluminium to stiffen the foundation. The connection to the ship foundation or ship hull is to be designed so that the transmission of propeller thrust is ensured.
1
Elastic bedding
Foundation plate
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1-7
1
Fig. 5: 1-8
Demands on the installation level A
The evenness of the installation level may fluctuate by up to 0.5 mm . (Range of support points)
The installation level must be within a parallelism of 2.0 mm.
Positioning and shape tolerances for elastic support
NOTE: The installing company/shipyard is responsible for the stiffness of the plate/foundation.
12/01
Engine installation
2.1
Rigid bedding
Rigid bedding can only be used if there is a stiff foundation. Rigidly bedded ship engines must be aligned with the output. As a matter of principle, parallelism and concentricity of the flanges to be joined must be assured.
2
Engine installation
Alignment bearing play
The bearing play alignment must be checked before every start up. Permitted alignment bearing play: 0.10.3 mm for construvtion series BF4/6M1013M/C, and 0.2050.392 mm for construction series BF6/8M /1015M/C.
The alignment must be such that the same play is to be found on both sides of the alignment bearing. Remark: Requirements established by the drive manufacturer must be complied with. First, the entire play due to axial displacement of the crankshaft is determined using a dial gauge. Then the crankshaft is moved into the centre position so that the same play is present on both sides of the alignment bearing. Further alignment can be then carried out. It must be observed that the elastic coupling between the engine and transmission is installed stress-free in the axial direction. The transmission of propeller thrust via the engine alignment bearing is not permitted. A separate thrust block must be provided for this on the shaft or in the transmission. Torsion of the hull An important factor influencing the alignment is the torsion of the hull. For this reason, a final alignment can be performed only after all equipment is installed in the ship and all tanks are at least 50 % full.
NOTE: The installing company is responsible for the alignment!
12/01
2-1
2.1.1
Engine alignment
The alignment of the engine relative to the driving units is extremely important for trouble-free and reliable operation. If the alignment is inaccurate or faulty, there is the danger that vibrations and excessive stress from crankshafts, engine bearings, drive shafts, and couplings can result which, in the worst case, could lead to costly repairs. Propeller system A first alignment should be performed for the propeller system before launching. The alignment must be checked after launching and while the ship is under stress. The ship must be loaded and the tanks must be full. Because the hull can sit even further after the first hours of operation, the alignment should be checked again. An ongoing alignment check is recommended for extremely complex or vibration sensitive installations. Elastic bedding If elastic beddings (rubber) are part of installation, these must be pre-stressed before alignment, as otherwise they can quickly set by several millimetres. An inaccurate alignment of the engine to the propeller shaft can cause damaging vibrations to the hull, damage to the steering mechanism, as well as quick wear of the shaft and propeller system. Elastic coupling The accuracy requirements for alignment are reduced when an elastic coupling is installed between the engine and drive unit/component. The degree of permitted deviations is to be taken from the information furnished by the manufacturer (or supplier) of the coupling at hand. Although relatively large deviations are permitted when installing an elastic coupling, the alignment of the motor should be as accurate as possible, as this reduces coupling vibrations and extends the service life of the coupling. The elastic coupling allows only a certain angling between the driving and driven shaft. It also achieves a certain compensation for torque irregularities and counteracts any possible torsional vibrations. Stress and strain exerted upon driven and driven parts can be considerable reduced through selection of the corresponding hardness of the coupling. Dimensioning of the coupling is normally implemented through calculation of torsional scillation. Ref. to chapter 3.1.
2
Engine installation
2-2
Alignment of engine and shafts
The alignment must be performed from the shaft driven, after this has been checked for straightness. The alignment is made easier if the engine suspension is provided with adjustment screws for vertical and horizontal adjustment. Only shims can be used to establish the final installation position.
Vertical alignment Horizontal alignment Flanged shaft
Insert shims between foundation and motor suspension. Move the engine on the foundation. Make a rough alignment first, and then tighten the engine to the foundation. Bring the flanges together. The collar of one flange must fit in the recess of the other flange.
12/01
2.1.2
Angular deviation
Attach the dial gauge holder (1) to the output flange and put the dial gauge tip against the axial surface of the other flange, as near to the periphery as possible. The dial gauge (2) has to be 'Zero'-calibrated ("12 o'clock").
2
Engine installation
1 2
Fig. 6:
Measuring the angular deviations
Insert a fixing screw in both flanges, but do not tighten. Twist both shafts simultaneously, read the dial gauge every 90 during a full rotation, and enter the measured values with correct sign in table 6.
Measuring point position Measured value (make sure to use the correct sign!) + = toward the inside, = toward the outside mm mm mm mm 0
12 oclock 3 oclock 6 oclock 9 oclock Tab. 6:
Using these values, the angular deviation of the shafts can be calculated.
12/01
2-3
Shim thickness
2
Engine installation
2-4
Fig. 7:
Calculating the shim thickness L D t Distance between the engine suspension Diameter of the flange where the dial gauge is mounted Required shim thickness
Vertical alignment Measured value ( 6 oclock) x L t= D
Formular1: Vertical alignment, angular deviation
Horizontal alignment Measured value ( 3 oclock) - measured t= D
Formular2: Horizontal alignment, angular deviation
12/01
2.1.3
Parallel displacement
Put the dial gauge tip against the radial surface (= periphery) of the flange. Move the flanges apart from each other so that the collar is releasedfrom the recess (Fig. 8). The dial gauge has to be 'Zero'-calibrated ("12 o'clock"). Driven shaft Raise / press down the driven shaft as far as the radial play will allow. Read the dial gauge and enter the measured value using the correct sign in the column for radial play (Tabelle 7). If the driven shaft is very long, there must be compensation for the deflexion due to its own weight. To do this, raise the end of the shaft within the bearing play with a spring scale. This displays the weight of the flange and the half-free shaft section. Using this weight, the deflexion can be calculated. Outgoing shaft The same applies to the outgoing shaft if it is very long or shows signs of play. Again, the dial gauge has to be 'Zero'-calibrated ("12 o'clock"). Insert a fixing screw in both flanges, but do not tighten.
2
Engine installation
Fig. 8:
Measuring the centricity
12/01
2-5
Twist both shafts simultaneously, read the dial gauge every 90 during a full rotation, and enter the measured values with correct sign in table 7.
Measuring point position Measured value (make sure to use the correct sign!) + = toward the inside, = toward the outside + = raise, = press (*) mm mm mm mm mm 0
2
Engine installation
Vertical alignment Horizontal alignment
2-6
12 oclock 3 oclock 6 oclock 9 oclock radial play (*) Tab. 7:
Using these values, the parallel displacement of the shafts can be calculated.
Measured value ( 6 oclock) + measured value ( radial play) t= 2
Formular3: Vertical alignment, parallel displacement
Measured value ( 3 oclock) + measured t= 2
Formular4: Horizontal alignment, parallel displacement
12/01
Angularity between the shafts' lateral axes can also be examined when using a feeler gauge (1) for repeated measurement of the distance between flange faces on the outer edges of their entire circumferences. For measurement the engine must be rigidly fastened on its foundation. Subsequent to the measurement, tighten the engine fastening screws - except flange screws at the described torque, then implement final examination. 1
2
Engine installation
Fig. 9:
Checking the flange parallelism
Flange-less shafts
To check the alignment of flange-less shaft ends, measurements must be made with the dial gauge tip at two positions which are spaced at least 200 mm from each other in the axial direction. Turn the shafts simultaneously and read the dial gauge display (Fig. 10).
Fig. 10:
Measuring with free shaft ends
Permissible deviations
The deviation may be a maximum of 0.1 mm according to figures 8 (page 2 5) and 9 (page 2 - 7). The requirements regarding alignment accuracy can vary from installation to installation. A high degree of accuracy is always to be sought, thus the permissible deviation as shown above does not always apply to all installation cases.
12/01
2-7
2.2
Elastic bedding
As a rule, a correctly designed elastic bedding is preferred over other types of beddings. An elastic bedding is optimized if the oscillation system, deriving from the resonant frequency of the engine mass (engine including attachments such as coupling, drive, etc.) and the elasticity of the bedding, is at least 40 % less than the lowest excitation frequency of the engine. Elastic elements A low resonant frequency requires soft, elastic elements. These have the disadvantage of strong movements under the influence of external forces, that can occur e. g. in tilted positions or during impacts. The requirement for perfect designs of elastic beddings are foundations whose stiffness must be significantly larger than that of the elastic elements. Otherwise, the foundation functions as an additional spring. The elements must be arranged so that they can be deflected under the influence of forces appearing during operation (e. g., engine weight, torque support).
2
Engine installation
2-8
Foundations
NOTE: Sufficient free-floating between engine, foundation, base frame, etc., has to be taken into consideration (20 mm minimum).
Elastic beddings co-ordinated with our engines are included in the scope of delivery for individual engines. They are designed to save space and be stressed by thrusts up to a certain degree. We recommend the use of the elastic beddings offered in the scope of delivery. To compensate for the vibrations occurring in elastically bedded engines, all pipelines leading to the engine must be elastically formed. Stiff connections worsen the elastic bedding by increasing the resonant frequency and create structure-born noise bridges to the connected structures.
12/01
2
Engine installation
Fig. 11: Floor supports for elastic engine bedding 1013 Fig. 12: Floor supports for elastic engine bedding 1013 12/01 2-9
2
Engine installation
Fig. 13: Floor supports for elastic engine bedding 1013 Fig. 14: Floor supports 1015 2 - 10 12/01
2
Engine installation
Fig. 15: Floor supports 1015 View Y on adjoining housing View X on engine front Fig. 16: Floor supports 1015 12/01 2 - 11
2
Engine installation
Engine BF4 M1013 (without drive) BF4 M1013 (with drive) BF6 M1013 (without drive) BF6 M1013 (with drive) BF6 M1015 (without drive) BF6 M1015 (with drive) BF8 M1015 (without drive) BF8 M1015 (with drive) 2 - 12
Force (N)
Spring deflection (mm) SIM 300 B

Fig. 17: For spring deflection see ill.18
Mass 580...620 700...800 750...820 950...1050 1050...1250 1300...1550 1360...1450
Bedding type SIM 300 Hardness A SIM 300 Hardness A SIM 300 Hardness R SIM 300 Hardness R SIM 300 Hardness B SIM 300 Hardness B SIM 300 Hardness B SIM 300 Hardness B
Hardn. [Sh] 40 40 50 50 60 60 60
Maximum load on an element [kg] 220 220 300 300 460 460 460
Remark
1700...1800
60
460
Individual examination required
Tab. 8:
Bedding allocation for elastic engine bedding (Marine)
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2
Engine installation
Fig. 18: Engine bedding for eleastic motor supports 1013 and 1015
NOTE: When adding couplings, drives, converters, or hydraulic pumps to the engine the dimensioning of the elestic bedding must be taken into consideration.
12/01
2 - 13
Evenness of bearing loads
When arranging the bearing elements, a uniform load must be observed, achievable by: appropriate force distribution on the bearing elements, changes to the spacing in the bearing arrangement, or appropriate change in the number of bearings.
2
Engine installation
2 - 14
If the centre of gravity of the engine and the drive, as well as their resonant frequency is known, the bearing forces can be determined as follows:
Fig. 19:
Centre of gravity positions SM SG GM GG A B I1 I2 I3 Engine centre of gravity Drive centre of gravity Engine weight [N] Drive weight [N] Bearing load at A [N] Bearing load at B [N] Distance[m] Distance [m] Distance [m]
12/01
Bearing load [GM x (l3 l1)] [GG x (l2 l3)] A [N] = l3
2
Engine installation
Formular5: Bearing load at point A
[GM x l1] + [GG x l2] B [N] = l3
Formular6: Bearing load at point B
The positions of the overall centre of gravity (engine and drive weight) in relation to the drive centre of gravity, can be expressed in the equation:
l2 l1 x [m] = 1+ GG GM
Formular7: Overall centre of gravity / Drive centre of gravity
For optimized eleastic engine bedding it is necessary to position the individual elements so that their load is as similar as possible. For drives joined to an SAE housing the flywheel side should therefore be supported on the drive. For this purpose the drive should be provided with suitable floor supports.
Engine type Support type Shore hardness Maximum permitted bearing load 220 kg 300 kg 460 kg
BF4M1013M/C BF6M1013M/C/P BF6/8M1015M/C
SIM 300 A SIM 300 R SIM 300 B
40 Sh 50 Sh 60 Sh
Remark:
The elastice bedding elements as furnished by Deutz are dimensioned for transmission of the propeller thrust.
12/01
2 - 15
2
Engine installation
2 - 16 12/01
Power take-off
NOTE: All revolving parts of the motor, as well as driven revolving parts on the flywheel side, on the front side and/or on attched drives have to be shielded by suitable touch-protective covers!
3
Power take-off
3.1
Torsional vibration calculation

Due to the gas and inertia forces of the motor, and the often irregular torque absorption of the drive, the entire drive system can induce torsional vibrations. A torsional vibration calculation for the complete drive train (flywheel side and if available front side output) is absolutely necessary: For drives with elastic coupling, this calculation is normally done by the coupling manufacturer/ supplier. DEUTZ AG should be notified of the results of these calculations, together with the filled-out installation checklist (Chap. 15.1). The torsional vibration calculation for torsionally stiff drives can be carried out by DEUTZ AG. For this purpose the installation checklist (Chap. 15.1) shown in the appendix has to be filled-out, and the order placed, and mailed to DEUTZ AG.
12/01
3-1
1013
3
Power take-off
3-2
Fig. 20:
Elastic systems BF 4 M 1013 M / C
Firing angle BF 4 M 1013 /E/C/EC Cyl. Angle 1 0. 2 540. 3 180. 4 360. Cylinder 1: Flywheel side front attachments: Jx: Combination of belt pulleys: = 0.031 kgm2 + 0.008 kgm2 Flywheel: Js : Flywheel: BS 0029 9049 0029 9050 0029 9051 0029 9052 Js [kgm2] 0.906 1.2 2.612 1.619
Motor data and crank shaft data: KW: 0420 4044 UA 0131- 05 (4 cyl.) KW: 0420 4000 UA 0131- 05 (6 cyl.) Dia = 108 mm, s = 130 mm, Vh = 1191 10-6 m3 = 0.3095,mosz = 2.769 kg le (m) = elast. length at GIp = 109 Nm2; c (Nm/wheel) = 109 /le = torsion stiffness; J (kgm2) = Mass moment of inertia
12/01
3
Power take-off
3-3
Fig. 21:
Elastic systems BF 6 M 1013 M / C / P front attachments: Jx : Combination of belt pulleys = 0.031 + 0.008 kgm
Firing angle BF 6 M 1013 M/C/P Cyl. Angle 1 0. 2 480. 3 240. 4 600. 5 120. 6 360. front attachments: Jx: Combination of belt pulleys: = 0.031 kgm2 + 0.008 kgm2 Flywheel: Js : Flywheel: BS 0029 9049 0029 9050 0029 9051 0029 9052 Js [kgm2] 0.906 1.2 2.612 1.619
Motor data and crank shaft data: KW: 0420 4044 UA 0131- 05 (4 cyl.) KW: 0420 4000 UA 0131- 05 (6 cyl.) Dia = 108 mm, s = 130 mm, Vh = 1191 10-6 m3 = 0.3095,mosz = 2.769 kg le (m) = elast. length at GIp = 109 Nm2; c (Nm/wheel) = 109 /le = torsion stiffness; J (kgm2) = Mass moment of inertia
12/01
1015
3
Power take-off
3-4
Fig. 22:
BF 6 M 1015 M / MC Rotation masses of the motor (without flywheel) with V-TSD View of flywheel side
Fig. 23:
elastic system J = 0.873 kgm ( Without JZm )
Cylinder A3 A2 A1 Tab. 9:
Angle ( ) 240 480 0 Firing angle BF6M1015 M / MC
Cylinder B3 B2 B1
Angle ( ) 120 360 600
12/01
Flywheel
BS: 2201 9041:Js = 2.264 kgm BS: 2201 9042:Js = 2.255 kgm
Belt pulley
BS: 2201 9144, 9145: JZm = 0.0599 kgm BS: 2201 9135, 9141: JZm = 0.0112 kgm
Fig. 24:
BF 8 M 1015 MC Rotation masses of the motor (without flywheel) with V-TSD View of flywheel side
12/01
3-5
Power take-off
Vhl s mosc c J b, a Vr V-TSD JZm
= Stroke volume of one cyl. = 0.001984m = Stroke = 0.145m = osc. Mass per cyl. = 5.160000 kg = Piston rod ratio = 0.2767 = Torsion stiffness (Nm/wheel) = Mass moment of inertia (kgm) = Damping (Nms) = Resonance amplification factor = Viscosity damper = Supplementary mass, e.g. Belt pulley
3
Power take-off
3-6
Fig. 25:
elastic system J = 0.984 kgm ( Without JZm )
Cylinder A4 A3 A2 A1 Tab. 10:
Angle ( ) 180 450 630 0 Firing angle BF8M1015 MC
Cylinder B4 B3 B2 B1
Angle ( ) 90 360 540 270
Vhl s mosc c J b, a Vr V-TSD JZm
= Stroke volume of one cyl. = 0.001984m = Stroke = 0.145m = osc. Mass per cyl. = 5.230000 kg = Piston rod ratio = 0.2767 = Torsion stiffness (Nm/wheel) = Mass moment of inertia (kgm) = Damping (Nms) = Resonance amplification factor = Viscosity damper = Supplementary mass, e.g. Belt pulley
Flywheel
BS: 2201 9041:Js = 2.264 kgm BS: 2201 9042:Js = 2.255 kgm
Belt pulley
BS: 2201 9144, 9145: JZm = 0.0599 kgm BS: 2201 9135, 9141: JZm = 0.0112 kgm
12/01
NOTE: The torsional vibration calculation performed by DEUTZ AG is executed in accordance with the rules of vibration technique corresponding to the latest state of the art. The technical data for those system parts that are not produced by DEUTZ AG are taken from the supporting documents of the manufacturer. Whereas the invoice is binding for DEUTZ products and for the scope of delivery of DEUTZ AG, DEUTZ AG can make no guarantee for the durability of external parts. It is therefore necessary that every component supplier for this system responsibly checks the torsional vibration calculation. He must confirm the acceptability of the occurring loads for the component he supplies to the systems general contractor!
3
Power take-off
12/01
3-7
3.2
Coupling
The coupling designs for the power transmission of the motor to the drive element, e.g., generator or gearbox, are principally determined by the drive element. It is dependent on The arrangement (flange arrangement or free-standing), The design of the drive element, for example, single or double bearing generators, The bedding of the motor and the drive element on the foundation, The design of the foundation, And the torsional vibration technical requirements.
3
Power take-off
If a larger centre displacement must be bridged, a universal shaft is necessary in addition to an elastic coupling. As couplings must be provided for most uses, this will not be gone into here because of their diversity.
3.3
Power take-off, flywheel side
3.3.1
Attachments to the engine

Flywheel centring Engine type Kit 10 + 11 10 + 11 11 14 11 14 I [kgm] 0.906 2.612 1.2 1.619 2.255 2.264 SAE 3 2 2 1 1 1 Adapter box Construction length [mm] 122 143 122 143 143 143
BF4/6M1013M/C 9049 9051 9050 9052 BF6/8M1015M/C 9042 9041 Tab. 11:
Power take-off, flywheel side
3-8
12/01
3.3.2
Mounting the gearbox to the engine

Attachments can be suspended freely on the engine, if the following limit values for the bending moment in the flywheel housing are not exceeded:
3
Power take-off
3-9
engine
gearbox
Fig. 26:
Flywheels and SAE housing F X M Weight of drive [N] Distance [m] Bending moment [Nm]
M [Nm] = F X
Formula 8: Maximum permitted bending moment
Engine series BF4/6M1013M/C BF6/8M1015M/C Tab. 12:
The maximum permitted bending moment M in [Nm] on the SAE housing 800 1300
Maximum permitted bending moment
When exceeding the previously mentioned bending moment, the bedding is not to be performed on the flywheel housing, but on the gearbox housing. It is better to attach a subframe (support) between the flywheel housing and the gearbox housing to which the bedding will be built onto. When installing the engine or engine gearbox connection to the attached bedding elements, it must be ensured that the sub-floor is plane-parallel and even. (ref. to chapter 2.2!)
12/01
21,8
75,5 88
15
45
30
122 8 Schnitt . A-A Section 72

J6
M10;13 tief/deep
3
Power take-off
428,
333,4
295,3
H7
H7
C6
M10;17,5 tief/deep
240
240 44,5 67,8 82,3
Fig. 27:
Engine 1013, Flywheel set 9049
49,5
82,3
15
22,5
M10;13 tief/deep
122
30
8 Schnitt Section
.
428
,6
135 270 308 352,4 354 388 71,5 90,2 37,5
H7
333,4
382 409,58
276
314,4 352,4
A-A
H7
X C6
M10;19 tief/deep 240 240
Fig. 28:
3 - 10
409,58
H7
45
12/01
67,5 88,8 111,2
37,5
15
22,5
M10;13 tief/deep
45
143 12
30
Schnitt . Section
C-C
3
215
H7
333,4
X
295,3
165
C6
M16 M20
120
240
240
Fig. 29:
15
45
30
127 143
M10;13 tief/deep
103,3
161
M10;19 tief/deep
8 M12;17 tief/deep
Schnitt . Section
D-D
438
,2
530,2
80 J6 410 466,7 H7
C6
81
272
272
Fig. 30:
12/01
117,6
54
511,175
480
H7
3 - 11
Power take-off
135 276 314,4 320 352,4 360 412 440
H7
120
447,7
H7
120
438,2 M12;23tief deep
530,2 M10;20tief deep
3
Power take-off
280
142 125 165 395 410 466,7 H7 511,18 52 M8;11.5tief deep

88
288
222.0000
Fig. 31:
M10;20tief deep
530,2 555
A-A
M10;15tief deep
333,4
123
51 73
27,5 52 59 81 95,1 117,6 127
6,5
42 51 73
280
280
123 143
Fig. 32:
3 - 12
81 103,3 109,5 143
6,5
M8;11tief deep
142 42 52
165 315 352,4 511,2
125
12/01
3.3.3
Installing universal shafts

When installing universal shafts, the installation instructions from the universal shaft must be observed. Either both joints of the universal shaft must be on one level, or the bending angle of the joints must be the same.
3
Power take-off
3 - 13
Fig. 33:
Z-bending
Fig. 34:
W-bending
12/01
3.3.4
3.3.4.1
Radial power take-off

Engine 1013
Axial thrust FA : continuous 3600 N short-term 6000N
3
Power take-off
3 - 14
Drive side
Free side
Vibration damper
Fig. 35:
Radial power take-off on the coupling side (Free side)
Bending moment (Nm) Free side: Bending moment MB act. (Nm) Bending moment MB perm. (Nm)
BF 4M 1013 M/C MB2 = F2 x L2* see ill. 37
BF 6M 1013 M/C/P MB2 = F2 x L2* see ill. 37
When exceeding permitted bending moments radial power take-off is permitted only with external bracing bearings.
12/01
S = Belt section power (N) from V-belt calculation F 1 or F 2, resp. = 2 S sin / 2 ()
3
Fig. 36: * Calculation of power "F1 or F2, resp.," for V-belt drive:
Mass moment of inertia I (kgm) : For max. perm. values ref. to table 14
Mass moment of inertia (kgmm) : Mm = Mm Table + Mm additional MmTable : Max. permitted value: see table 15 Mm = 3500 kgmm
Lateral force (N) : Max. permitted value:
F F = 6000 N
12/01
3 - 15
Power take-off
Maximum permitted transverse force = 6000 N
3
Power take-off
Direction angle Fig. 37: Permitted supplementary bending moment (Radial power take-off, opposite coupling side) engine: BF 4/6 M 1013M/MC/MCP ----- Mb_5 (BFM 1013MC/MCP ___ Mb_6(BFM 1013M) Crank shaft drawings: 0420 9225 UA/0420 9230 UA
Angle counting takes place viewing the side of the "Radial power take-off" from the Z axis in clockwise rotational direction. The Z axis points in cylinder alignment, and is firmly connected with the engine. Reference level of the bending moment: Center of crankshaft bearing If the engine is installed in tilted position, e.g.. with integrated cooling, then this is without influencing direction angle , as angle counting begins at the tilted Z axis.
3 - 16
12/01
3.3.4.2
Engine 1015
Drive side Free side
3
SD
Fig. 38:
Spacing, type 1015
FA
F1 F2 SD
Axial thrust continuous: 5000 N short-term: 7500 N Radial force, drive side Radial force, free side Vibration damper
Spacing [mm] X2 L3 L1 X3 Tab. 13: Spacing
BF6M1015 93.5 595.4 X1 + X2 L2 + L3
BF8M1015 93.5 759.5
12/01
3 - 17
Power take-off
Calculation of F1 and F2 for V-belt drive
3
Power take-off
3 - 18 Fig. 39: Composition of forces
L1 or L2
F1 (F2) [N] = S sin
Formula 9: Force calculation S Strand force [N] from the V-belt calculation
M [Nm] = F1 L1
Formula 10: Bending moment, drive side
M [Nm] = F2 L2
Formula 11: Bending moment, free side
NOTE: Permitted bending moments are to be taken from fig. 40. When exceeding the permitted bending moments, the radial power takeoff is only permitted with a flange-mounted outboard bearing
12/01
Drive side bending moment [Nm]
3
Power take-off
angle of rotation [grad]
Fig. 40: Bending moment BF6M1015M/C, Drive side
Permitted mass (e.g., flywheel and V-belt pulley): Permitted moment of inertia:
< 125 kg < 25 kgm
12/01
3 - 19
Angular counting is achieved from the view of the radial power take-off, from the Z axis in a clockwise direction (direction of rotation). Permitted bending moment on connection housing: M = 1300 Nm. Reference level of the bending moment: centre of the crankshaft bearing.
3
Power take-off
3 - 20
Fig. 41:
Angle counting drive side/flywheel side
12/01
Free side bending moment [Nm]
3
Power take-off
Fig. 42: Bending moment BF6M1015M/C, free side 12/01 3 - 21
bending moment [Nm]
3
Power take-off
Fig. 43: Bending moment BF8M1015M/C, free side 3 - 22 12/01
Angular counting is achieved from the view of the radial power take-off, from the Z axis in a clockwise direction (direction of rotation). Permitted bending moment on the adapter box: M = 1300 Nm. Reference level of the bending moment: centre of the crankshaft bearing.
3
Power take-off
3 - 23
Fig. 44:
Angle counting free side/front
12/01
3.4
Front power take-off (Front PTO)
3.4.1
Axial power take-off

The series 1013/1015 can have axial power take-off on the side opposite the flywheel side. An elastic coupling must be provided. The coupling section with the lower moment of inertia must be on the engine side. This drive must be examined by a torsional vibration calculation, same as the examination of the main drive on the flywheel side. With elastic engine beddings it must be noted that the excursion of the engine is smaller than the permitted radial displacement of the elastic coupling. 1013
9 hexagon head bolts DIN 933 M1070 10.9 Tightening torque 60 Nm
3
Power take-off
3 - 24
Fig. 45:
Front power take-off 1013
12/01
Power take-off at crankshaft front side
Maximum permitted Mass moment of inertia (kgm) of the rigidly coupled supplementary parts on the front side of the crankshaft (except vibration dampers and singlegroove V-belt pulley dw = 168 mm for driving water pump and fuel pump, J = 0.01kgm) at nominal RPM
Take-off torque T (Nm) 464 573 697 847 423 946 473 1500 0.789 0.739 0.409 0.259 0.409 0.139 0.309 1800 0.489 0.399 0.309 0.199 0.329 0.099 0.239 1900 0.389 0.284 0.274 0.179 0.304 0.084 0.214 2100 0.269 0.162 0.226 0.132 0.252 unzul. 0.155 2300 0.219 0.149 0.189 0.089 0.209 unzul. 0.079
3
Power take-off
Engine BF4M1013 M BF4M1013 MC BF6M1013 M (short engine J=0.038 kgm) BF6M1013 MC (short engine) BF6M1013 MCP (short engine)
Vibration damper 0419 8492 EB 0419 8492 EB 0420 9098 EB 0420 9098 EB 0420 9098 EB
V-belt pulley 0420 9701KZ 0420 9701KZ 0420 9701KZ 0420 9701KZ 0420 9701KZ
Set No. 0029... 9168, 9169 9168, 9169 9164, 9167, 9185 9164, 9167, 9185 9164, 9167, 9185
Tab. 14: Front power take-off BF 4/6 M 1013 M/C/P for 4-screws fastening (also valid for 6-screws fastening)
Explanation: Base for the mass moments of inertia listed above is an engine with singlegroove V-belt (0425 1235 EB 0130-05, dw = 161 mm, J = 0.01 kgm) for driving water pump and fuel pump, and vibration damper, if applicable. If the engine carries a larger V-belt pulley (e.g. 0419 8323 EA 0130-05, 2grooved, dw = 220/161 mm, J= 0.019 kgm), the difference 0.019 0.01 = 0.009 kgm is counted in the "Supplementary parts". In this sense this is valid also if additional belt pulleys are factory-installed, e.g. for a ventilator drive or for integrated engine cooling. In combination with possibly further connection parts the total of all mass moments of inertia must not exceed the value listed above. The standard values listed above have been established based on large flywheel-side revolving masses. Possible deviations depend on examinations of marginal conditions of the concrete application case.
Vibration damper 0419 8492 EB 0419 8492 EB 0420 9098 EB 0420 9098 EB 0420 9098 EB MmTable
kgmm
Engine BF4M1013 M BF4M1013 MC BF6M1013 M

(short engine J=0.038 kgm
V-belt pulley 0420 9701 KZ 0420 9701 KZ 0420 9701 KZ 0420 9701 KZ 0420 9701 KZ
Set No. 0029.... 9168, 9169 9168, 9169 9164, 9167, 9185 9164, 9167, 9185 9164, 9167, 9185
1360 1360 2520 2520 2520
BF6M1013 MC
(short engine)
BF6M1013 MCP
(short engine
Tab. 15:
Mass moment of the individual attachments of radial power take-off (kgmm)
12/01
3 - 25
1015
3
Power take-off
Fig. 46: Front power take-off 1015 3 - 26 12/01
3.4.2
Permitted rotational dimensions

BF6M 1015 BF8M 1015 M / MC
Engine side connected parts
at a maximum permitted moment of inertia of the flywheel and primary coupling component on the flywheel side 3.5 kgm Power takeoff on the crankshaft on the free engine side M max = 2250 Nm Torsional vibration damper without turbulence plate with turbulence plates 440 kW at 2000 2100 2100 0.200 0.120 0.250 Engine speed [rpm] 2100 1900 0.500 Generator without 55/80 A 24 V Output flange without with without with without 120/140 A (with 424 V Selectable grooved with special pulley) 55/80 A with ** Tab. 16: 0.490 0.440 0.450 0.390 0.330 0.260 2000 0.160 2100 0.060 1900 0.300 3.0 kgm Rubber damper
3
Power take-off
permitted mass moment of inertia I perm. [kgm] Available moment of inertia I [kgm] for system-side output parts on the free engine side *) 0.250 0.200 0.210 0.150 0.090 0.150 0.100 0.110 0.050 with turbulence plates 0.050 0.000 0.010 0.290 0.240 0.250 0.190 Contact 0.130 the head office 0.080 Permitted rotating masses BFM 1015 M 0.190 0.140 0.150 0.090 0.030 Contact the head office 0.110 0.060 0.070 0.200 0.010
*) system-side output parts are, e.g., primary parts of elastic couplings V-belt pulleys universal shafts shaft pivots **) only with flange 0422 3218 EB ....
12/01
3 - 27
3.5
Secondary outputs on the engine

On DEUTZ Diesel engines, there are additional power take-off possibilities for air compressors, hydraulic pumps, and water pumps to the secondary drives of the engine.
3
Power take-off
3.5.1
3.5.1.1
Secondary output possibilities

Engine 1013
Fig. 47:
Secondary outputs 1013
3 - 28
12/01
Secondary output Parameters Gear ratio [] A 1:1.116 B 1:1.297 C 1:1.297
nSec. output = 1.116 x nEngine

Direction of rotation Max. power loss Mdmax Max. power loss B + C Mdmax Bosch flange and spline shaft DIN 5482-B1714 SAE B - 13 T 16/32 DP SAE A - 9 T 16/32 DP Bosch flange and cone Maximum transmitted power A+B+C Tab. 17: kW Nm kW Nm kW 30 (without B + C) 50 (ohne B + C) 20 (ohne B + C) 50 187 left 50 187 left 20 64.5 right 20 64.5 20 64.5
3
Power take-off
3 - 29
kW kW kW Nm
kW ratings based on nengine= 2300 min-1!
12/01
Remark
1. Maximum power take-off only applies to the individual output. If the other outputs are affected, then the following applies: A + B + C = 50 kW max, Mdmax = 187 Nm. 2. Direction of rotation is defined as viewed facing the shaft end of the pump. 3. The specified power is applicable at an engine speed of n = 2300 rpm. 4. Transmission represents "Crankshaft : Secondary output". The connecting flange for the secondary drive corresponds to the following designs:
3
Power take-off
Secondary output A
a) 2 hole flange, SAE-A/shaft 9T-16/32 DP (for 30 kW) b) 2 hole flange SAE-B/shaft 13T-16/32DP as per SAE J 733c (for 50 kW) c) Bosch screwed-through design KHD, fit 50, external spline as per DIN 5482 B 17x4 (for 30 kW) All positions a, b, c with front bearings d) Bosch screwed-through design DEUTZ, fit 50, taper 1:5 with adapter (max. 20 kW) Mounting the compressors as usual on the secondary output A, 300 ccm compressor, also with through drive for the steering booster pump.
Secondary output B Secondary output C
Bosch screwed-through design DEUTZ, fit 50, taper 1:5. Bosch screwed-through design DEUTZ, fit 50, taper 1:5.
NOTE: An untreated water pump, or a pump for the second cooling circulation, is attached on secondary output "B".
3 - 30
12/01
3.5.1.2
Engine 1015
3
Power take-off
Secondary output Parameters Direction of rotation Max. power take-off n Secondary output Tab. 18: Secondary outputs 1015 Nm [] A right 240 A + B max 400 Nm 1.24 x n Engine 1.24 x n Engine 1.21 x n Engine B right 240 D right 120 3 - 31
Fig. 48:
Secondary outputs A and B
max . 2250 Nm
Fig. 49:
Secondary output D
12/01
Secondary output A and B: Secondary output D:
SAE B-B, either 13 teeth (flange SAE-B), or 15 teeth (flange SAE-C). Ultra-Pumps (taper 1:8) IPX/ISX, or for Bosch hydraulic pumps HY/ZFS AA/422.5L212/1 and HY/ZFFS 11/5.522.5 + 16L218/1.
3
Power take-off
NOTE: The untreated water pump is attached on secondary output "D".
9550 P M [Nm] = n
Formula 12: Engine torque M P n Engine torque [Nm] Engine performance [kW] RPM [1/min]
3 - 32
12/01
3.5.2
Air compressor
On engines without untreated water pump, or without second cooling water pump, the drive of engine-attached air compressors for the supply of compressed air-operated devices, takes place via gear train on the flywheel drive of the engine. Technical data 300 ccm coolant cooled Max. speed: 3000 rpm Operating pressure: 10 bar
3
Power take-off
3.5.2.1
Line connections
All lines connected to the compressor have to be mounted free of stress and strain, and must be internally clean (free of foreign matter, rust, oxydation, etc.).
Intake conduit (1)
The intake air for the air compressor is always to be taken from the combustion air line between the combustion air filter and exhaust turbocharger, before the return line of the crank housing venting. The intake air line is routed as a corrugated hose on the engine side. The pressure line on the cylinder head of the air compressor should be connected by the customer using a straight screwed pipe as per DIN with a metallic sealing ring. The first part of the pressure line should be routed as straight as possible or at least without sharp bends. Otherwise coke deposits can form in the bends.
Pressure conduit (2)
Incorrect 90 bend
Correct straight connection
Fig. 50:
Connecting the pressure line
12/01
3 - 33
Vibrations
To isolate vibrations of the air compressor from the downstream compressed air systems, and to avoid damage to the connections as well as a pipe break, a section of the pressure lines is to be designed elastically using a pressure hose. This elastic joint should not be installed directly to the air compressor for reasons of temperature. Instead, it should be installed before the pressure regulator or dryer due to better temperature characteristics (cooler). The pipeline itself must be routed stress-free and supported on the engine. It must be ensured by appropriate line routing that condensed water does not flow to the compressor or remain in the line.
3
Back pressure
In order to comply with the maximum permissible back pressure, a design is required according to regulations for the pressure line between the air compressor and pressure regulator or dryer. Valid are standard values for air compressors at a line length of 1.5 to 2 m (max perm 4 m): interior width, min. 15 mm (pipe 18 x 1.5 mm). If necessary, the pressure line can be formed into a pipe coil.
Power take-off
3.5.2.2
3 - 34
Continuous temperature
The maximum permitted continuous temperature of the air flow in the pressure joints of the compressor are 220 C, which may only be exceeded for a short period of time during the filling phase (measuring position arrangement according to the regulations of the manufacturer or contacting the head office, installation service) The pressure joint temperature is strongly influenced by back pressure, environmental temperature, and running time. Maximum permitted ON duration of the air compressor (ED) is 30 % to max. 50 %, i. e., it should operate against pressure only 50 % of the total operation time. These lines are routed to the engine. These lines are routed to the engine. The line controling the air compressor with energy savings system (ESS) has to be installed by the customer between compressor cylinder head and pressure regulator, or air dryer (connector 4), in continuous descending manner (steel pipe (length max 6 m, NW 4 mm). If the customer renounces application of ESS, the fitting on the air compressor has to be plugged with a plug screw M22 x 1.5 mm with bore ( 4 mm). This venting bore facilitates retention of the control piston in its position, and retains full compressor performance.
Running time
Coolant line Compressed oil line Control line
Pressure regulation
It must be observed when designing a compressed air supply system that the pressure regulator and its regulation system is matched to the compressor. The installation regulations of the manufacturer are to be observed. The maximum permitted back pressure of the compressor differs according to type, and as a rule is 8 bar. For higher back pressures, it is necessary to contact the head office.
12/01
3.5.2.3
Volumetric capacity and power consumption
delivery V [l/min]
3
Power take-off
compressor speed n [1/min]
Fig. 51:
Delivery rate, air compressor 300 ccm
power [kW]
compressor speed n [1/min]

Fig. 52: Power consumption, air compressor 300 ccm
12/01
3 - 35
3.5.2.4
Dimension diagram, BFM1013M/C
3
Power take-off
Fig. 53: Dimension diagram, BFM1013M/C 1 2 3 4 3 - 36
3 4 4
Air intake Compressed air Control line Steering booster pump (optional)
12/01
3.5.2.5
ZF Steering booster pump

Technical data
Volumetric capacity per revolution Speed min. max. l Max. pressure (pressure limiting valve is not installed in the pump) Pipeline dimensions Intake line Pressure line Viscosity at 50 C Setting point Max. operating temperature Tab. 19: Technical data, ZF steering booster pump mm mm mm (cSt) C C 19 22 12 15 26 under -35 110 1 rpm 1 rpm bar 500 3500 150 ccm 16
3
Power take-off
Hydraulic fluid (ATF fluid of ZF lubricants listing TE-ML 09, parts A and B)
Performance data
limitation 16dm/min
flow [dm/min]
pump speed [1/min]

Fig. 54: Performance data, ZF steering booster pump
12/01
3 - 37
3.5.3
Hydraulic pumps
When selecting and operating hydraulic pumps, it must be ensured that the permissible temperature of the hydraulic oil is not exceeded. When pressurising a hydraulic steering system, the hydraulic pump (steering booster pump) must be matched to the oil pressure and oil quantity. When fully pressurising powerful hydraulic pumps during idling, a permissible torque loss must be ensured at engine speeds between 800 1500 rpm.
3
Power take-off
3.5.3.1
Technical data
Environmental temperature range Pump input pressure Hydraulic oil Viscosity range permitted (approach) permitted (start) recommended Max. temperature Tab. 20: [mm/s] 12 to 800 up to 2000 20 to 100 +80 [C] [bar] -15 to +60 0.7 to 2.0
[C]
Technical data, hydraulic pumps
NOTE: In general, the performance specifications of the hydraulic pump manufacturer and the currently valid safety requirements of the overall system must be followed!
3 - 38
12/01
3.5.3.2
Calculated values
3
Power take-off
3 - 39
Fig. 55:
Calculated values 123 267 359 53 101 a dw
Secondary output PTO A B D Tab. 21: Secondary output PTO
3.5.3.3
Operating data
duration of load [s]

Fig. 56: p1 p2 p3 Pressure definitions max. continuous pressure max. intermittent pressure max. pressure peaks min. RPM at 100 bar min. speed at 100200 bar min. speed at 180 bar to p2 max. speed at p1 max. speed at p2 Tab. 22: Pressure definitions [bar] [bar] [bar] [rpm] [rpm] [rpm] [rpm] [rpm] 180 210 230 500 800 1000 2000 2500
12/01
3.5.3.4
Characteristic curves
3
Power take-off
Fig. 57: Permitted operational pressure in [cm/k] Permanent operational pressure [bar]
Secondary outputs B and D Secondary output A
Volumetric displacement [cm/U]
Fig. 58:
Permanent operational pressure
3 - 40
12/01
3
Power take-off
3 - 41
pump speed [1/min] Fig. 59: 8 ccm/revolution
pump speed [1/min]
Fig. 60:
11 ccm/revolution
12/01
3
Power take-off
Fig. 61: 16 ccm/revolution Fig. 62: 22.5 ccm/revolution 3 - 42 12/01
3.5.4
3.5.4.1
Untreated water pumps

Engine 1013
3
Power take-off
Fig. 63: Untreated water pump 1013 speed [1/min]
Drehzahl [1/min] 4000 3500 3000 2500 2000 1500 1000 500 0 0 20 40 60 80 100 30 kPa 50 kPa 100 kPa
rate of flow [l/min] Fig. 64:
120 140 160 180 Durchflussmenge [l/min]
Performance data untreated water pump F7B nPump = 1.297 x nEngine
12/01
3 - 43
3.5.4.2
Engine 1015
3
Power take-off
Fig. 65: Untreated water pump 1015 speed [1/min]
Drehzahl [1/min] 4000 3500 3000 2500 2000 1500 1000 500 0 0 100 200 300 400 500 600 700 50 100 150 200 250 kPa kPa kPa kPa kPa
rate of flow [l/min] Durchflussmenge [l/min] Fig. 66: Performance data untreated water pump F95B nPump = 1.21 x nEngine
3 - 44
12/01

The engine room is heated up by convection and radiation of the diesel engine, the installed working machines, and the pipeline systems. To avoid impermissible temperatures for the installed machines, this heat must be dissipated. This can be achieved by ventilation, evacuation of air, or both together. Air should be supplied as near as possible to the engine. Supply and exhaust surfaces are to be arranged so that the entire engine room is flowed through. Even if the engines and working machines are supplied with cooling air at the required temperature, the engine room must be ventilated. The temperature of the air surrounding the engine may not be exceed 60 C at any position to protect electrical equipment and other materials, such as rubber parts and elastic couplings. The AC generators mounted on the engines allow a maximum surrounding air temperature of 50 C. The air volumes to be supplied to the engine room are based on the following: 1. Combustion air requirement of the engine, if this is taken from the engine room. This air is to be supplied to the engine at the temperature the engine is designed for. At higher temperatures, the engine power must be reduced. The combustion air quantity is approx. 5 m/kWh. 2. Air requirement to dissipate the heat resulting from the convection and radiation of the engine, the work machines, and the supply equipment (pipelines). 3. Air requirement for other users, such as compressors, which can, in general, be neglected due to their intermittent operation.
4
12/01
4-1
4.1
Calculation of the air requirement for engine room ventilation
4.1.1
Overall radiated heat

The overall radiated heat QGes derives from the radiation parts explained as follows:
4
QGes [kJ/h] = QM + QG + QH + ... + Qn
Formula 13: Overall radiated heat
This radiated heat is reduced by that portion that is dissipated by the ship hull and engine room walls. It is difficult to specify values because different wall thickness and materials have different heat conductance values.
4.1.2
Radiated engine heat

The engines of series 1013/1015 are equipped with a water cooled exhaust pipe. The radiation heat portion amounts to appr. 1.5 % of the input power of the fuel, or appr. 4% of nominal engine power. The radiated heat is calculated as follows:
QM [KJ/h] = N x be x Hu x 0.015 or, simplified: QM [KJ/h] = N [kW] x be [g/kWh] x 0.00018
Formula 14: Radiated engine heat QM N be Hu Radiated heat of the engine [kJ/h] Engine power [kW] Specific fuel consumption [kg/kWh] Lower heat value [kJ/kg] (42 700 kJ/kg)
3600 KJ/h = 1 kW
4-2
12/01
4.1.3
Radiated generator heat

Considerable heat is released into the engine room by power generators, if cooling air is not routed to the outside through separate exhaust ducts. The radiated generator heat amounts to:
QG [KJ/h] = NG x cos x (1-
)x 3600 [s/h]
100 [%]
Formula 15: Radiated generator heat QG NG cos Radiated heat of the generator [kJ/h] Generator output [kVA] = kW / cos Power factor Generator efficiency [%]
4
4.1.4
Radiated heat of the auxiliary equipment

The radiated heat of the pipelines, especially the exhaust lines, sound absorbers, coolers, and pump units can only be determined at great expense. According to experience, they are 10 % of the radiated engine heat.
QH = 0.1 x QM
Formula 16: Radiated heat of the auxiliary equipment QH QM Radiated heat of the auxiliary equipment [kJ/h] Radiated heat of the engine [kJ/h]
Further sources of radiated heat
The radiated heat of further components such as the hydraulic system, air compressor, etc., must be estimated.
12/01
4-3
4.1.5
Ventilation quantities
The ventilation aggregate MB, required in order to dissipate the overall radiated heat QGes at a specified temperature increase Dt [K], can be calculated by:
QGes MB [kg/h]= Dt x Cp
4
4-4
Formula 17: Ventilation mass MB QGes Cp Dt Ventilation mass [kg/h] Overall radiated heat [kJ/h] Constant (1.005 for air) [kJ/kgK] Specified temperature increase [K]
NOTE: A Dt of 15 K should be aimed for. This specification is not including the necessary combustion air requirement. This requirement must be added to the ventilation quantity.
12/01
4.2
Installation notes for ventilating the engine room

In most cases, ventilation is carried out by axial fans. Careful inspection of the duct cross-section is required due to the limited pressure of these fans. Recommended values for the air speeds in ducts are 5...10 m/s in intake lines and approx. 10 m/s in pressure lines. If the air is not dust-free, the air must be filtered. Because of the high air throughput, a considerable ratio of dust can be expected in engine rooms.
4
Fig. 67: Types of engine room ventilation 12/01 4-5
4.2.1
Additional installation notes for using engines in fast ships

The necessity of observing permitted temperatures for combustion air and the air for combustion room ventilation was already mentioned. Salt drag-in It is also necessary that the air is kept free of salt. Salt drag-in in the engine (especially in the exhaust turbocharger, charging air pipe, and cylinder liner) must be avoided. Residual salt in the air cannot be avoided. However, any salt drag-in due to sea water pulled in with the air supply is to be prevented by constructional measures. It is essential to arrange intake air openings where water spray is not to be expected, thus on the upper deck. These intake openings are also to be equipped with water traps. Only by doing this can external corrosion to both the motor and the overall engine room be avoided. See fig. 67 (page 4 - 5). Fig. 67 also depicts the supply of combustion air to the engine without prior heating, i.e. at outside air temperanture. The air distribution in the engine room is also achieved using this duct. The air entry opening in this duct is protected against water spray via a water trap.
4
4-6
NOTE: For fast ships, the ventilation can be improved by the impact pressure resulting from the travel speed.
12/01
5.1
General
According to experience, more than 75 % of all cases of premature engine wear can be traced to the effects of dust. In order to avoid this, a lot of attention must be dedicated to the filtering of combustion air. The air filter and clean air lines must be designed carefully. The following design instructions are to be observed: 1. Only fresh air may be used as combustion air. This must be taken from dust-free, unheated surroundings. 2. Combustion air lines should have a sufficiently large cross-section, so that the flow resistance is kept as low as possible. On the raw air side (combustion air lines up to the filter), high resistance means high intake vacuum, and if paper air filters are used, the maintenance interval is shortened. The minimum pressure governor (maintenance indicator) mounted on the filter-clean air ducts also registers the raw air line resistance. Necessary turns in the combustion air lines are to be routed with pipe bends favourable for flow. 3. The intake line between air filter and engine (the so-called clear air side) must be reliably leak-proof even after longer operating periods, and be able to resist mechanical stresses due to engine vibrations and pressure pulsations as well as the arising temperatures. 4. Selecting the type of filter and the size of the filter is to be done according to the operating stress (ratio of dust). Drawings depicting position and connection dimensions are shown in chapter 15.
5
12/01
5-1
5.2
Intake vacuum
In order to obtain complete combustion of the fuel in the diesel engine, the cylinders are supplied a surplus of air (oxygen). If the resistance (intake vacuum) on the combustion air side is too great, the result is incomplete combustion due to the insufficient air quantity (oxygen deficiency). This leads to increased fuel consumption and to intolerable increase of equipment temperature. This condition is counteracted by limiting the intake vacuum.
5.2.1
Maximum permitted intake vacuum

The total intake sub-pressures for engines listed in the following table are values (measured at the engine) not to be exceeded. They apply to the entire intake system (filter including raw and clean air lines). The intake vacuum specified for filter and lines are recommended values which can be handled as required, as long as the overall intake vacuum is not exceeded. Prior to the paper air filter If a line is installed prior to the paper air filter (raw air side), the initial resistance of the filter is increased by the amount of line resistance. This results in shorter maintenance intervals, because the maintenance indicator will be triggered sooner. If this line is installed after the paper air filter (clean air side), the maintenance indicator records the actual filter resistance on the filter, but not the downstream line resistance. This must be taken into account when selecting or arranging the maintenance indicator, if the permitted line resistance cannot be adhered to. The resistance of new filter is respectively smaller depending on its service life requirements.
5
5-2
After the paper air filter
12/01
Intake vacuum paper air filter
Permitted intake vacuum with soiled paper air filters. Switch-OFF point of sub-pressure guard devices 50 mbar/500 mmWS, maximum.
Pressure [mbar] Filter Line Overall intake vacuum Tab. 23: 50 15 65 appr. [mmWS] 500 150 650
Intake vacuum paper air filter Elektro-aggregate engines
Lower initial resistances are recommended with consideration to sufficiently long maintenance intervals for the filter. The filter is designed according to the laboratory service life correlated with engine use.
5
12/01
5-3
5.2.2
Measuring the intake vacuum

The measurement must be taken prior to the turbocharger in the intake manifold or pipe socket. The vacuum of the intake system is measured most efficiently with a U-tube filled with water:
5
Fig. 68: Measuring the intake vacuum
The measurement is done at full load and at the rated speed. The hole must be closed after the measurement.
5.2.3
Monitoring the intake vacuum

The air flow resistance of paper filters increases rapidly with increased soiling of the filter cartridge. Thus, a maintenance indicator for monitoring the intake vacuum is prescribed when using paper air filters. It is connected on the clean air side. The filter manufacturer normally provides a connector for the filter. Switching points When establishing the switching points, the resistances of the lines and soiled paper air filter, as well as the arrangement of the filter and the maintenance indicator in the intake system must be considered. The switching point is limited to 50 mbar/500 mmWS.
5-4
12/01
5.3
Air filter systems
5.3.1
Dry air filter (paper air filter)

Dry air filters with a built-in separator have a good filtering effect (independent of engine speed, power, and tilt) and contribute to the long life and low wear of the engine. Paper quality The filtration efficiency of the filter system must be, using test dust AC coarse 99.9 %.
5
The installation guidelines of the manufacturer and/or the current engine operating instructions are to be observed when installing and maintaining the filter. Filters are to be arranged so that they are always easily accessible for maintenance work. The maintenance indicator must be easily visible to the operating personnel. The combustion air filters supplied by DEUTZ are found in sales material.
NOTE: DEUTZ can not comply with engine warranty agreements if the used filter system is not furnished by DEUTZ, and if engine damages are proven to have resulted from failures of the filter system..
12/01
5-5
5.3.2
General instructions
5.4
Calculating the air flow rate
5.4.1
Laboratory service life for paper air filters

The laboratory service life is determined by covering a paper air filter with dust under defined test conditions. This concerns a time accelerating test which provides comparable values for various operating conditions for the required practical service life (approx. 1000 operating hours).
5
NOTE: The concentration of test dust, as per ISO, is 1000 mg/m. Earlier specifications corresponded to SAE, where the dust concentration was set at 880 mg/m. When comparing, it must thus be noted that the laboratory service life according to SAE are about 14 % higher than those according to ISO.
5.4.2
Specifications for the filter
Required information for air filter dimensioning

design: oil bath or paper air filter with/without pre-separator or withdrawal valve with/without safety cartridge (for paper air filters) permissible intake vacuum of the new filter maximum intake vacuum of the soiled filter with/without raw air line. Air quantity QM for filter dimensioning (initial resistance) (See Table 24)
Engine side specification
5-6
12/01
Determining the operating hours:
Service life of the filter insert in the field can be calculated by:
Laboratory dust concentration Service life [h] Practical dust concentration 1000 x laboratory
Formula 18: Service life, filter insert
The laboratory service life can be calculated from the service life curves or dust absorption curves from the filter manufacturer. For ship drives and auxiliary ship engines, the amount is Laboratory service life 2 5 h . Because engine use can only be seen as a rough estimate for the actually occurring average dust concentration (environment and/or usage conditions influence the average ratio of dust and/or the air flow rate), dimensioning deviating from the table could be necessary.
5
12/01
5-7
Engine type BF4M1013M
Power 2300 A B Unit 470/7.8 500/8.3 560/9.3 590/9.8 760/12.7 770/12.8 860/14.3 950/15.8 920/15.3
Combustion air volume in [m/h] / [m/min] at 25 C and 100 kPa and speed in [rpm] 2100 420/7.0 450/7.5 510/8.5 530/8.8 680/11.3 700/11.7 780/13.0 840/14.0 820/13.7 950/15.8 1250/20.8 1350/22.5 1400/23.3 1760/29.3 2200/36.7 2800/46.7 1900 360/6.0 400/6.7 480/8.0 450/7.5 600/10.0 630/10.5 670/11.2 730/12.2 700/11.7 840/14.0 1200/20.0 1230/20.5 1350/22.5 1550/25.8 2000/33.3 2520/42.0 1800 340/5.7 370/6.2 380/6.3 400/6.7 410/6.8 430/7.2 560/9.3 570/9.5 550/9.2 660/11.0 720/12.0 740/12.3 720/12.0 780/13.0 1000/16.7 1150/19.2 1150/19.2 1150/19.2 1300/21.7 1410/23.5 1800/30.0 2200/36.7 2220/37.0 1500 290/4.8 300/5.0 310/5.2 340/5.7 360/6.0 400/6.7 430/7.0 460/7.7 480/8.0 500/8.3 540/9.0 560/9.3 520/8.7 620/10.3 850/14.2 900/15.0 900/15.0 900/15.0 1050/17.5 1120/18.7 1300/21.7 1550/25.8 1630/27.2
BF4M1013M/C
A B Unit
BF6M1013M
A B Unit
5
BF6M1013M/C
A B Unit
BF6M1013M/C/P
A B Unit
1020/17.0 Tab. 24:
BF6M1015M
A B Unit
BF6M1015M/C
A B Unit
BF8M1015M/C
A B Unit
Combustion air quantity
For the engines BF6/8M1015M/C, the air quantity must be distributed to both intake positions, i. e., it is divided by 2 when designing the individual filter.
5-8
12/01
A - Performances in [kW]
BF4M1013M BF4M1013MC BF6M1013M BF6M1013MC BF6M1015M BF6M1015MC BF8M1015MC Tab. 25:
1500 min -1 1800 min -1 1900 min -1 2100 min -1 2300 min -1 63 77 94 114 187 228 304 70 86 105 127 141 203 248 330 72 89 108 130 146 214 261 348 76 96 115 138 155 214 261 348 81 102 123 148 166
BF6M1013MCP 126
Performance table to determine A- and B- performance
B - Performances in [kW]
BF4M1013M BF4M1013MC BF6M1013M BF6M1013MC BF6M1015M BF6M1015MC BF8M1015MC Tab. 26:
1500 min -1 1800 min -1 1900 min -1 2100 min -1 2300 min -1 74 91 111 134 210 263 350 81 100 123 149 163 228 285 380 83 103 126 153 169 240 300/330 400/440 89 110 134 162 182 240 300/330 400/440 95 118 145 174 195
5
BF6M1013MCP 142
Performance table to determine A- and B- performance
12/01
5-9
5.5
Combustion air lines
5.5.1
General
Combustion air lines between filter and engine (clean air lines) must be absolutely leak-proof and the resist mechanical stresses due to engine vibrations and pressure pulsations.
5.5.2
Pipes
Weldless steel pipes are suitable here. Only use welded sheet metal pipes when they are welded leak-proof and are clean on the inside. The inner surfaces must be clean as well as free of welding beads, slight rust deposits, cinder, etc. (to be achieved by a pickling process) and must be protected against corrosion. Stove pipes, folded, spot-welded, or riveted pipes are absolutely not permitted. Pipe networks are to be examined for their vibration properties according to general rules for equipment installations, and must be braced as required. It is often necessary for elastically bedded engines to rigidly mount the filtering system on the equipment. An elastic element must be installed in the combustion air line. Plastic line pipes may be used as raw air/combustion air lines. The permissible environmental temperatures of the plastic pipes must be observed, as well as light effects and long-time rupture strength. For the fresh air piping system (pipes between filter and engine) plastic piping should not be used without prior lab testing in respect to temperature/pressure proofing and permissible vibration loads. DEUTZ does not undertake this laboratory testing. The pipes must be provided with sealing welts.
5
5 - 10
NOTE: DEUTZ can not accept responsibility for the installation of fresh air piping systems according to applicable rules and regulations. This responsibility rests with the enterprise charged with the installation of the engine!
12/01
5.5.3
Corrugated hoses
Corrugated hoses are installed to connect two pipes vibrating against each other as the result of engine movements. The main vibration direction should be as transverse as possible to the longitudinal axis of the corrugated hose. Minimum spacing between the pipes: 150 mm. Largest spacing without support or holding device: 500 mm. The corrugated hose should be routed straight or only slightly curved, without pre-stressing. The corrugations may not touch each other, as otherwise they will fray against each other. Slight contact between corrugations is permitted in a dust-free environment for highly elastic corrugated hoses with a resistant Teflon coating.
Please refer to the installation regulations of the hose manufacturer. Corrugated hoses according to DEUTZ factory standard H 3482, part 1B, are to be recommended. These are offered in our scopes of delivery. The materials and designs offered on the market for plastic or rubber corrugated hoses do not, in most cases, meet the necessary requirements regarding vibration and temperature resistance.
5
5.5.3.1
DEUTZ factory standard H 3482, part 1

This standard prescribes: Wall construction of two rubber layers with an intermediate textile fabric layer. Layer 1 (inner) rubber, 55 5 shore, lubricant-resistant, temperature resistant from 35 C to +110 C. A wire spiral is embedded in layer 1 for corrugated hoses. An intermediate textile layer is wound around layer 1. Layer 2 (outer) Neoprene, 55 5 shore, lubricant and light crack resistant, temperature resistant from 35 C to +110 C. The end piece of the wire spiral is not present in the coupling area of the corrugated hose. Vacuum strength: 0.2 bar at +110 C.
5.5.4
Rubber sleeves
Rubber sleeves connect two pipes which do not move against each other and are in alignment with each other. Rubber sleeves must also comply with DEUTZ factory standard H 3482; however, without spiral wire. Spacing between the pipe ends, 5 to 15 mm. The intermediate textile layer is not required for rubber sleeves with wall thicknesses >5 mm.
12/01
5 - 11
5.5.5
Rubber moulded parts

Rubber moulded parts for transition pieces or elbows used as joining elements in air intake lines, must correspond to DEUTZ delivery regulation 0161 0093 US 8039-35. DEUTZ installation service can be requested as necessary.
5.5.5.1
DEUTZ delivery regulation 0161 0093 US 8039-35

This delivery regulation prescribes: Pressure resistance 0.1 bar at +110 C (if absolutely air-tight) Constriction maximum of 10 % of the outside diameter Hardn. 55 to 75 shore A Coldness characteristics At -40 C the rubber moulded part must be able to be pressed together to half of the inner diameter without cracking or breaking Temperature resistance -40 C bis +110 C
5
5 - 12
Rubber moulded parts are not suitable for accepting the relative motions of the engine, except when they are specifically designed for this. Rubber moulded parts for attachments to the turbocharger muff: +130 C.
12/01
5.5.6
Hose band clamps

Mounting corrugated hoses, rubber sleeves, and rubber moulded parts on the pipe ends is done using hose band clamps. Permitted are hose band clamps with clamping jaws for screw-and-nut according to DEUTZ factory standard H 735, width at least 15 mm.
Factory standard H 735
Die DEUTZ factory standard H 735 describes, among other points: Outside hose diameters and hose band clamp inner diameters must match as the clamping range of these fastening clamps is small. The minimum tensile strength for band clamps: 400 N/mm. Tightening torques (determined on the rubber sleeves with intermediate textile layer)
Band width [mm] 15 20 25 Tab. 27: Tightening torque [Nm] 4 12 30
5
Tightening torques according to factory standard H 735
Hose band clamps with worm threads are also permitted, if they comply with DEUTZ factory standard H 3461, width 13 mm. Factory standard H 3461 Die DEUTZ factory standard H 3461 describes, among other points: Minimum tensile strength for band clamps, 400 N/mm Tightening torques of the worm drive (determined on the rubber sleeves with intermediate textile layer)
Clamp diameter [mm] from 8 18 30 48 78 108 Tab. 28: to 18 30 48 78 108 158 Tightening torque [Nm] without intermediate textile layer 2 3 4 4 4 4 with intermediate textile layer 2 3 4 5 5 6
Tightening torques according to factory standard H 3461
NOTE: The hose band clamps strength allows an increase in the tightening torques up to 1.5 times the tightening torques specified in the table. The pre-stress forces obtained by the tightening torques can be influenced by temperature-dependent setting characteristics of the rubber sleeves and rubber hoses. In these cases, retightening with the necessary tightening torques is recommended to ensure a durable, even prestressing.
12/01
5 - 13
Hose band clamps may only be produced from non-rusting steel and must have a stamped band without holes. Sharp edges on the inner side of the hose band clamp are not permissible. Lock and band must be made of the same material with a unified fastener. The hose band clamps must be matched to the hose diameter. Under no circumstances may a hose band be used on these positions where it is drawn together using a split pin. To ensure that the rubber sleeves or corrugated hoses fit tightly on the ends of the pipe, the following must be observed: For sheet metal pipes, the joining ends must be provided with a sealing crimp as per DIN 71550 (plug-in length of the rubber section, 35 mm, hose band clamp position behind the sealing crimp). A sealing crimp can be disregarded for cast iron pipes or steel pipes with a wall thickness larger than 2 mm, if the fit for the rubber sleeve is treated (cast iron pipe) or is drawn without welds (steel pipe), and the surface quality is Rt = 40.
5
5 - 14
Of course the joining ends of the pipe must be smooth, round, and free of burrs. The welding seam for welded sheet metal pipes must be smoothed.
12/01
3 4 5 7 6
5
5 - 15
Fig. 69:
Elbows, sleeves, hose band clamps
1 2 3 4 5 6 7 8 9
Sheet metal elbow Corrugated hose Crimp Hose band clamp Sheet metal elbow Rubber sleeve Engine intake pipe Fastening clamps - hose band clamp Worm drive - hose band clamp
12/01
5.5.7
Clean air line ducts

Clean air line ducts through engine covering caps or sound enclosure walls are to be designed so that the lines can absolutely not be frayed. Take mutual vibration amplitudes into consideration; if required, widen passage orifices, and fill gaps between pipe and orifice with foam rubber or suitable gaskets.
5.5.8
Layout of combustion air lines

Turbochargers work internally at high air speeds, so that the connection diameter cannot be used as the dimension for the line diameter. The engine power can be used as a reference for the line dimensioning from the close correlation between degree of charging, engine power, and exhaust gas quantity. After determining the calculated line length (raw and clean air lines), the minimum diameter of the line to the opening of the turbocharger is specified. The calculations are composed of: 1. The measurable line length before and after the air filter up to the turbocharger. 2. An addition of 1000 mm calculated line length per 90 elbow, if it is favourable to flow, i. e., a round elbow with as large a radius as possible or an addition of 2000 mm, if it is not favourable to flow. 3. An addition of 500 mm calculated line length per 45 elbow, if it is favourable to flow, or an addition of 1000 mm calculated line length if it is not favourable to flow. 4. An addition for each piece of corrugated hose of the length of the corrugated hose (double length of corrugated hose).
5
5 - 16
12/01
The recommended value for the minimum diameter of the intake lines of turbocharged engines can be specified depending on the calculated surrogate length:
Calculated surrogate length [m] Factor f [cm/kW] for determining the necessary minimum pipe diameter D for turbo-charged engines with and without charger air cooling 0.57 0.64 0.76 0.90 1.00
up to 2 from 2 to 4 from 4 to 6 from 6 to 10 from 10 to 15

Tab. 29: Minimum diameter of intake line
The resulting minimum pipe diameter D is:
5
D [cm] = 1.13 x
fxP
Formula 19: Minimum diameter D D f P Minimum pipe diameter [cm] Factor [cm/kW] Engine power [kW]
The connection diameter at the transition ducts to the turbocharger (ATL) is the minimum dimension.
12/01
5 - 17
5
5 - 18 12/01
Exhaust gas system
6.1
General
The exhaust gas is lead off in lines in which a exhaust silencer is likely needed to minimise noise. This creates resistance in the exhaust gas system which must not exceed the permitted overall resistance listed in the table. Overall resistance The overall resistance of an exhaust gas system is composed of the pipe line resistances including elbows, exhaust silencer, and other components. With multiple engine systems, the exhaust gas systems must not be combined. They must be individually routed to the outside.
6
Exhaust gas system
6-1
Fig. 70:
BF6M1015M/C Position and spacing of exhaust gas lines on engine For spacing of 90 elbow ref. to appendix
138
12/01
6
Exhaust gas system
6-2
Fig. 71:
BF8M1015MC Position and spacing of exhaust gas lines on engine For spacing of 90 elbow ref. to appendix
196
12/01
6.2
Permissible resistances in the exhaust gas system

The resistances listed in the following tables are values which should not be exceeded. They are measured on the engine at rated power and rated speed. They apply to the entire exhaust gas system. Permissible exhaust gas back pressure
Engine 1013 1015 Fig. 72: Exhaust silencer only [mbar] 57 57 [mmWs] 570 570 Overall exhaust gas system (incl. exhaust silencer) [mbar] 75 75 approx. [mmWs] 750 750
Permissible exhaust gas back pressure for ship drive engines
Exhaust silencer only Engine 1013 1015 Fig. 73: [mbar] 20 57 [mmWs] 200 570
Overall exhaust gas system (incl. exhaust silencer) [mbar] 30 75 approx. [mmWs] 300 750
6
Exhaust gas system
Permissible exhaust gas back pressure for electric unit engines, drives for pumps, compressors
The specification for the exhaust gas back pressure of the exhaust silencer are recommended values and can be handled flexibly as long as the exhaust back pressure of the overall exhaust system is not exceeded.
12/01
6-3
6.3
Dimensioning exhaust gas lines

The appropriate diameter to use when designing the exhaust gas line is the largest pipe diameter of the connected pipe expansion at the outlet on the exhaust gas side of the turbo charger. Selected pipe diameters are entered in the nomogram at the end of the chapter (Fig. 79). Increases in diameter between the turbocharger and the line or to the exhaust silencer are to be bridged with transition sections (cone angle 15). The transition sections are entered as the line length in the calculation. The line resistance can be taken from the curve sheet at the end of the chapter. From the curves, the specific resistance ps in [mbar/m pipe] can be read for a specific engine power in [kW] and a specific pipe diameter in [mm]. Furthermore, using the curve sheet the "Additional pipe lengths" for elbows, with various elbow angularities, can be established for the individual pipe diameters, i.e. an elbow of certain angularity rm/D is the equivalent of a certain straight pipe length. For the calculation of conduit resistance these "Additional pipe lengths" are to be added to the known straight pipe lengths. An example for determining the pipeline resistance is listed after the nomogram. The necessary pipe diameter can be determined in a similar manner using the curves for given line lengths and resistances.
6
Exhaust gas system
6-4
12/01
Exhaust gas volumes in [m/h] at full load and speed in [rpm] Engine type BF4M1013M Power A B Unit BF4M1013M/C A B Unit BF6M1013M A B Unit BF6M1013M/C A B Unit BF6M1013M/C/P A B Unit BF6M1015M A B Unit BF6M1015M/C A B Unit BF8M1015M/C A B Unit Tab. 30: Exhaust gas volumes 2300 1170 1210 1300 1390 1840 1950 2040 2170 2290 2440 2100 1120 1140 1230 1300 1660 1750 1980 2030 2220 2280 3080 3470 3440 4420 5410 7290 1900 960 1000 1130 1220 1500 1650 1750 1950 1960 2160 2950 3240 3130 3760 4850 5410 1800 930 1000 1000 1100 1160 1170 1420 1560 1560 1650 1870 2000 1840 2050 2430 2950 2950 2670 3150 3490 4460 4850 5500 1500 775 890 890 880 900 950 1140 1230 1350 1430 1650 1770 1570 1850 1970 2150 2150 2100 2580 2840 3180 3810 4100
6
Exhaust gas system
For performance allocation ref. to Combustion air chapter 5.4.2 (Tab. 25: and Tab. 26:) The ratio of exhaust gas volume to exhaust gas weight can be calculated by:
347,72 Q1 [kg/h] = (t + 273) Q2
Formula 20: Exhaust gas volumes Q1 Q2 t Exhaust gas weight [kg/h] Exhaust gas volume [m/h] Exhaust gas temperature [C]
12/01
6-5
Engine type BF4M1013M
Power A B Unit
Max. exhaust gas temperatures in [C] at full load and speed in [rpm] 2300 310 360 335 350 350 370 340 360 380 370 2100 340 370 345 360 360 380 350 370 400 380 390 420 400 450 340 370 1900 350 380 360 380 365 410 370 390 410 400 390 430 380 410 350 370 1800 360 400 410 370 390 400 400 420 430 390 410 430 420 420 420 380 430 430 380 410 425 360 390 390 1500 400 450 460 410 450 445 450 480 480 430 460 480 450 500 470 380 440 440 415 440 450 390 420 435
BF4M1013M/C
A B Unit
BF6M1013M
A B Unit
BF6M1013M/C
A B Unit
6
Exhaust gas system
6-6
BF6M1013M/C/P A B Unit BF6M1015M A B Unit BF6M1015M/C A B Unit BF8M1015M/C A B Unit Tab. 31: Exhaust gas temperatures
For performance allocation ref. to Combustion air chapter 5.4.2 (Tab. 25: and Tab. 26:)
12/01
6.4
Exhaust gas back pressure measurement

The exhaust gas back pressure is measured most efficiently with a U-tube filled with water: For turbocharged engines after the exhaust turbine only at full load and rated speed. If full load of the engine is not possible, measurement can be made at a high degree of idling (maximum RPM without load). The thus calculated exhaust gas back pressure value has to be multiplied by a factor a [mm]. The resulting value must not fall below the permissible full load value: b = 2.8 for turbo-charged engines without turbo air cooling b = 3.6 for turbo-charged engines with turbo air cooling
This method enables only a rough estimation of the exhaust gas back pressure expected at full load operation of the turbocharged engine, operated at its rated speed. The measurement is to be taken in a straight section of line, as near as possible to the engine, and after a compensator or flexible hose with elbows, however, at least 1 m away from the next elbow. A simple mechanism for measuring the exhaust gas back pressure consists of a special measuring connector for mounting on the exhaust gas line, a pipe, and a transparent plastic hose. The hose is connected to the exhaust gas line, bent, and partially filled with water.
6
Exhaust gas system
Fig. 74:
Measuring the exhaust gas back pressure
When drilling the hole ( 2.0 mm) make sure that the inside hole edges are clean and sharp-edged. Burrs or unevenness can cause considerable measuring error.
12/01
6-7
Remark
Engines whose outputs cannot be uncoupled, must generate considerable towing power under certain circumstances when operating at high idle or idling at rated speed. The result is higher values when measuring the exhaust gas back pressure. These values can cause the limit values to be exceeded when using the factors previously mentioned. When estimating the actual full load resistance, it is recommended to measure the exhaust gas temperature in the pressure measuring position area, and the combustion air temperature prior to the opening in the intake pipe. An evaluation whether the measured exhaust gas back pressure is permitted can be determined by consulting the DEUTZ installation service. A hole of 2 to 3 mm is to be provided for measuring the exhaust gas back pressure. The burr resulting from drilling is to be removed. The hole interior must remain sharp-edged.
Exhaust gas measuring position
6
Exhaust gas system
Measuring the back pressure
6-8
Fig. 75:
Hole for measuring the exhaust gas back pressure
Fig. 76:
Position for measuring the exhaust gas back pressure
Run the warm engine at full load and at the highest speed and simultaneously measure the height difference between the two water levels in the hose. The distance measured indicates the exhaust back pressure in [mmWS].
ca. 100 mm
12/01
6.5
Elastic exhaust pipe joints

For elastically bedded engines, or for exhaust gas pipes not directly attached to the engine, an "elastic member" must be inserted into the exhaust gas pipe next to the engine, in order to compensate for relative motions, spring excursions in case of shocks, or temperature-related expansions/contractions. Compensators (Corrugated pipes) Corrugated pipes are included in deliveries by DEUTZ AG. Corrugated pipes can absorb tensile, pressure, and bending stresses. The following points are to be considered when mounting corrugated pipes for elastically bedded engines: 1. It must be remembered when installing corrugated pipes that these are installed directly after the exhaust gas collection pipe and parallel to the crankshaft. This prevents the direction of corrugated pipe expansion from coinciding with the direction of vibrational stress. 2. The installation must be executed under tensile pre-stress, i. e., prestressing the corrugated pipe by approx. 40 % of the expected expansion for the following straight pipeline section. At the expected exhaust gas temperatures, steel pipe expands by approx. 5 to 6 mm per meter pipe. 3. The threaded companion flange joint is designed with a loose flange that can be rotated, so that no installation torsion stresses can occur when aligning the flange-holes master gauge. 4. Limit the stress only to bending. Corrugated pipes are air-tight.
6
Exhaust gas system
12/01
6-9
6.6
Outlet
"Wet" exhaust gas lines (Mixing vessel)

The outlet for the exhaust gas line must always be positioned above the water line, even at the largest draught. The line must flow downwards to the outlet. The outlet must also be deeper than the water inlet in the line, so that no water can infiltrate the engine. If the ship side outlet is higher than the exhaust connection on the engine, a siphon must be provided in the exhaust gas line, so that water cannot infiltrate the engine during stand still. Mixing vessel If a mixing vessel is installed as a siphon and exhaust silencer for wet exhaust gas lines, the suction lift of the gas-water mixture may only be large enough so that an exhaust gas back pressure of 500 mmWS is not exceeded. The mixing vessel must absorb the water flowing from the lines during engine stand still as a minimum. Double-walled pipe With the engine installed so that its exhaust gas connection is at least 350 mm above water level, a double-walled pipe with water inlet (mixing vessel) can be installed behind the elastic pipe member on the exhaust side of the engine.
6
Exhaust gas system
Fig. 77:
Water inlet above the water line
This pipe is then connected to the ship side duct using an exhaust gas rubber hose. Only corrosion-resistant hose band clamps may be used for the rubber hoses.
6 - 10
12/01
The sea water line can be connected directly to the double-walled exhaust gas line (mixing vessel). Its diameter must be at least 50 mm. The double-walled section of the exhaust line must be made of corrosionresistant material, but not of copper or a copper alloy. The exhaust gas line must always be provided with a suspension or supports, so that the weight does not impinge the compensator or the turbocharger.
NOTE: Engines provided with sea water-cooled exhaust pipes made of rubber must be equipped with a warning system, ensuring continuous flow of sea water as long as the engine runs. Otherwise there will be imminent danger of exhaust gas line overheating in case of sea water pump failure, or clogged sea water intake.
6
Exhaust gas system
12/01 6 - 11
6.7
Water infiltration protection

Rain or condensed water that infiltrates the engine causes corrosion damage, and in the worst case, water shocks that can lead to distortion of the connecting rods and to total damage to the engine. For this reason, it is extremely important to prevent water from entering the exhaust gas line.
6
Exhaust gas system
Fig. 78:
Water infiltration protection 1 2 Swing valve Slanted opening
Long exhaust gas lines
A condensation separator must be installed on the lowest point of long exhaust lines, and/or when large noise absorbers are installed. The amount of condensed water is larger for vertical exhaust gas lines, as a large portion of the condensed water is carried away in horizontal lines. Installation of a condensation separator is also advisable for short exhaust lines, as it would prevent entry of rain moisture into the engine. Vertical exhaust gas line openings must have protection against water coming in.
Short exhaust gas lines
6 - 12
12/01
6.8
Insulating the exhaust gas line

The need for insulation must be decided depending on the case. If the engine gets its combustion air from the engine room, especially good insulation is necessary to keep the engine room temperature low. The insulation must be resistant against a temperature of at least 700 C and must be provided with a splash guard in the direct proximity of the engine. In addition to minimising the expense for the ventilation system, insulation for the exhaust gas line is also necessary where: persons are subject to the danger of burn injuries, escaping fluids could ignite (e. g. hydraulic oil), small distances between wall / cover ducts and ignitable materials represent a fire hazard.
The insulation must be encased so that insulation material fibres cannot be shaken loose and clog up the air filter. With longer exhaust gas lines, insulation has an influence on the exhaust gas back pressure, requiring that insulated exhaust gas lines have a large diameter. The insulation can increase the noise level at the exhaust gas outlet. This must also be taken into consideration when dimensioning. It must be ensured when positioning insulation that the movement of flexible exhaust line sections is not prevented. The connection of the exhaust gas temperature sensor must be accessible for maintenance.
6
Exhaust gas system
12/01
6 - 13
6.9
Particle filter
The exhaust of a diesel engine contains particles whose sizes are mostly in the range between 0.05 m to 15 m in diameter. These particles consist not only of soot, but also of hydrocarbons from the fuel and lubricant residues which are partially added to the soot particles. Further particles result from the sulphur content of the fuel as well as from the metallic abrasion. The particle filter filters out up to 99 % of the soot particles from the exhaust. The filtering effect covers up to 70 % of the overall particles. Material DEUTZ has decided to use ceramic monoliths as the filter element. Their gas ducts are closed alternatingly. Because of this, the exhaust must flow through the porous intermediate walls. The particles are filtered out there. The ceramic monolith is gas tight and shock-proof, embedded in a package inside a stainless steel container. The filter size is dependent on the exhaust gas flow rate and a maximum permissible collected particle quantity (soot) which is also limited by the exhaust back pressure. When the limit value is reached for the filter load, the filter must be regenerated. This is done either by exchanging the filter insert, or by compulsory burning off of the filter load. This consists mostly of soot. For further details about the technology of particle filtering and the available regeneration systems, please contact the head office.
6
Exhaust gas system
6 - 14
12/01
Installation
The following essential instructions should be considered when installing the particle filter: 1. Because of their construction, DEUTZ particle filters are excellent exhaust silencers. The damping capabilities correspond to those of good resonance and absorption silencers. Thus when installing particle filters, it is not necessary to use normal exhaust silencers. 2. Particle filters are available in various sizes and match certain engine sizes to maintain the appropriate exhaust gas back pressure for the engine. 3. Particle filters are to be positioned stress-free in the equipment or chassis. If necessary, the particle filter is to be positioned with elastic elements. 4. The line connection from the engine exhaust gas collection pipe to the particle filter must have a highly-elastic and air-tight pipe joint to minimise engine vibrations to the filter. 5. End pipes after the particle filter are to kept as short as possible because of the exhaust gas back pressure. The pipe connections between the engine and particle filter are also to be kept as short as possible. Long lines increase the exhaust gas back pressure affecting the engine. The collection rate of the particle filter must be reduced as compensation (less particle collecting up to regeneration). 6. For particle filter systems with automatic regeneration (DPFS), the position of the exhaust gas pipe outlet on the equipment or on the vehicle must be taken into account to meet safety-technical requirements. During filter regeneration, exhaust gas temperatures can be approx. 500 C to 550 C at the end pipe outlet. 7. The installation position of the particle filter with automatic regeneration (DPFS) can be anywhere from horizontal to vertical. With vertical installation, the burner unit must always be at the top. 8. The installation location for control electronics should be away from the engine, dry, protected, and above the particle filter (in terms of height). The maximum environmental temperature must not exceed 80 C. 9. The particle filter and control electronics must be set up to be easily maintained. Further and more specific installation instructions can be found in particle filter supplies, together with accessory parts and descriptions (see also document No. 0297 5748: Operation and installation instructions for Diesel particle filter system (DPFS) and Document No. 0297 5215: Operation and installation instructions for particle filter (DPF)). If it becomes necessary to use particle filters for the engines BFM1013M/C or BFM1015M/C, it is essential to contact the head office.
6
Exhaust gas system
12/01
6 - 15
6.10
Determining the exhaust gas line resistances for turbo-charged engines
6
Exhaust gas system
Fig. 79: Diagram of exhaust gas line resistances 6 - 16 12/01
Example: BF6M1015M/C Data: Power: Exhaust gas line: Pipe inner : Elbow 90: Spec. resistance: Required: Solution: Line resistancep lsearched = 7 m + (6 x 1.4 m) = 15.4 m 300 kW / 2100 rpm 7m 150 mm 6 sections at rm/D = 2 lz = 1.4 m ps = 2.3 mbar/m pipe
p = lsearched x ps = 15.4 m x 2.3 mbar/m = 35.42 mbar
6
Exhaust gas system
12/01 6 - 17
6
Exhaust gas system
6 - 18 12/01
Fuel system
7.1
General
An available sufficient fuel supply for the injection pump is required for perfect start-up and performance of the diesel engine. Legal regulations must be observed when setting up and operating systems for storing, filling, and conveying combustible fluids.
7.2
Allocation of fuel tank / feed pump
Fuel, feed pump

Rotor pumps are used for 1013 and piston pumps are used for 1015 as engine-integrated fuel feed pumps. They are driven by V-belts or from the injection pump. The maximum permitted pressure at pump intake (suction side) for both engine series is 0.2 bar.
Engine RPM 2300 min -1 2100 min -1 1800 min -1 1500 min -1 Tab. 32: BF4/6M1013M/C/P BF6M1015M/C 600+100 550+100 440+100 400+50 210 200 190 350 320 300 BF8M1015MC
7
Fuel system
Flow volume of the fuel pump [l/h]
12/01
7-1
1013
The maximum height difference between the intake position for low-lying fuel tanks and the fuel feed pump may not exceed 1.5 m (maximum total resistance, including pre-filter as necessary: 0.5 bar at rated speed) 1 2 3 4
5 6 h 11 7
7
9 8
Fuel system
7-2
10
Fig. 80:
Fuel diagram BFM1013
1 2 3 4 5 6 7 8 9 10 11 a h
Overflow valve with parallel throttle Overflow oil nozzle Nozzle Injection pump Rotor-type fuel pump fuel intake M16 1.5 Filter Supply NW 10 mm Pre-filter Manually operated auxiliary pump (optional) Fuel tank Filler neck with tank vent Distance >300 mm Intake height 1500 mm
The line cross-sections listed in the fuel diagram BFM1013M/C must not be fallen below at any position in the system outside of the engine!
12/01
1015
The maximum height difference between the intake position for low-lying fuel tanks and the fuel feed pump may not exceed 2.0 m (maximum total resistance, including pre-filter as necessary: 0.25 bar at nominal RPM)
7
Fig. 81: Fuel diagram BFM1015 1 2 3 4 5 6 7 8 9 10 x y Nozzle leakage fuel Fuel injection pump Fuel feed pump Filler neck with tank vent Return (DN 8) Manual feed pump (optional) Pre-filter Main filter Feed DN 8, (for line lengths exceeding 3 to 5 m: DN 10) Fuel tank Intake height < 2000 mm Distance > 300 mm
The line cross-sections listed in the fuel diagram BFM1015 must not be fallen below at any position in the system outside of the engine!
NOTE: For positioning the fuel line ends within the tank (feed/return) care must be taken that the returned fuel (heated and foamy) does not directly enter the area of the intake line. (see Chapter. 7.5 "Fuel tank").
12/01
7-3
Fuel system
7.2.1
Intermediate tank/Day service tank

At higher intake heights, a higher intermediate tank can be used. It is filled from the main tank by a wing pump or an electric tank feed pump. An overflow line can be located between the intermediate tank and the main tank, or the main tank feed pump is switched on intermittently triggered by a float switch in the intermediate tank.
7
Fuel system
Fig. 82: Fuel, intermediate tank 1 2 3 4 5 6 7 Manual feed pump Pre-filter Intermediate tank Filter Overflow line Electric feed pump Main tank 7-4 12/01
7.2.2
Closed circular pipeline

A closed circular pipeline can be provided as an alternative to the intermediate tank when the tank is further away, or for multiple engine systems. The pressure in the closed circular pipeline may be fully applied to the inlet on the fuel feed pump as long as it does not exceed 0.2 bar. If this pressure is exceeded, a throttle should be provided between the withdrawal position on the closed circular pipeline and the fuel feed pump. A maximum flow rate of 10 l/min per engine must be ensured.
7
Fuel system
7-5
Fig. 83:
Fuel, closed circular pipeline 1 2 3 4 5 6 7 8 9 10 11 12 13 Manual feed pump Pre-filter Feed engine 2 Throttle Return engine 2 Shut-off valve Engine 1 Common return line Filter Fuel ring line, feed Electric fuel feed pump Counter-throttle Fuel tank
12/01
For highly positioned fuel tanks or intermediate tanks, the upper edge of the tank must not be more than 2 m above the fuel feed pump. If the tank must be positioned higher, the installation of a throttle cannot be avoided (pressure limit of 0.2 bar at the fuel feed pump of the engine at full load operation). If the upper edge of the tank is above the fuel feed pump (avoiding leaks when changing the filter or during maintenance), stop valves must be provided for the fuel lines near the tank leading to the engine. They must be provided for both the intake line as well as the pressure line.
NOTE: As a matter of principle, on pre-pressurized fuel supply systems (i.e. the fuel level in the tank is higher than the injection nozzle) the shut-off valves have to be turned off for prolonged stop times. It must be ensured by a locking mechanism or a similar device, that with open supply valve the return valve is also opened.
7
Fuel system
7-6 12/01
The nozzle leakage oil lines must be placed separately into the tank ceiling if this can not be assured, or for added convenience of the operating personnel. Remark: This line is not required for nozzles free of oil leakage
see remark
Fig. 84:
Fuel tank, high-positioned 1 2 3 4 5 6 7 x Separate return line for Diesel leakage oil Level of injection pump Electric shut-off valve (closed when engine is stopped) Shut-off valve Pre-filter Throttle (if x = >2000 mm) Main filter Level difference
7
Fuel system
7-7
12/01
7.3
Steel pipe
Fuel lines
The fuel lines not included with the engine are to be made of cinder-free steel or copper. They must be cleaned thoroughly before being routed. Suitable as joining elements are screwed pipes with cutting rings and swivel nuts. Elastic hoses are to be used for connecting the engine fuel lines. Possible attachments such as stop elements must be sufficiently dimensioned. Manual pumps positioned away from the engine must be mounted to be accessible. The following interior pipe diameters are to be observed, depending on line length, for the intake line from the tank to the fuel feed pump and the return lines from the engine to the tank.
Engine 1013 Pipe length [m] Pipe inner diameter [mm] 10 12 13 14 16 8 10 12 14
Intake line
2 6 10 15
7
Fuel system
7-8
25
1015
3 6 15 25
Tab. 33:
Pipe diameter is dependent on the pipe length
Internal diameters of at least 10 mm on 1013, or 8 mm on 1015, resp., must also be retained for connections. When selecting and using pipes conforming to standards, it must be insured, that the required internal pipe diameter is not fallen below.. The intake line should be as straight as possible and routed without sharp elbows. Angular fittings and hollow screws with ring sections are not permitted. The intake opening of the intake line in the fuel tank must have a spacing from the tank base of approx. 40 mm, so that residues of water or mud are not sucked in.
12/01
Manual feed pump
For venting of the fuel supply system a manual feed pump has to be inserted in the intake line.
Fig. 85:
Installation guide Manual feed pump:
7
Note: The manual feed pump must always be mounted in vertical orientation (see illustration), otherwise the springless valves can not function as required.
12/01
7-9
Fuel system
Fuel returnline
The fuel return line, through which excessively delivered fuel is routed, must be routed to a point below the minimum permitted fuel level. This avoids air from infiltrating the intake system via this line during engine stand still, causing starting difficulties and a loss of power. Additional fuel foaming is also avoided by feeding the return fuel below the fuel level. It is not permitted to connect the return fuel line to the intake line. The return line must always be routed into the fuel tank. The fuel return line is to be dimensioned so that the line cross-section is about 100 % of the intake line cross section. The flow resistance of the entire fuel return conduit system, measured directly at the engine, is limited to 0.2 bar maximum on BFM1015M, and 0.5 bar on BFM1013M. All connection must be air-tight.
Jacketed injection lines
For monitoring the injection lines in respect to leaks these lines can be furnished in jacketed design (e.g. for engines with classification). Monitoring of this line can be performed by a sensor furnished from DEUTZ, with a separately included sensor, or with a comparable different type of monitoring. The surplus fuel from leakages must be returned to the tank, or piped into a suitable receptacle. Under no circumstance must this line be connected with the other fuel supply piping, e.g. return line or oil leakage line.
7
Fuel system
7 - 10
12/01
Connections for monitoring of jacketed injection lines
Fig. 86:
Connections for monitoring of jacketed injection lines BF 6 M 1015 M / C
7
Fuel system
Fig. 87:
Connections for monitoring of jacketed injection lines BF 8 M 1015 MC
12/01
7 - 11
7.3.1
7.3.1.1
Fuel connection
Metal pipes
Avoid the use of banjo bolts on the tank and the feed pumps! (clogging when cold due to ice crystals in the tightest cross-section) Incorrect Air can enter via the threads of the banjo bolts (starting difficulties)
Fig. 88:
Incorrect connection, metal pipes
7
Fuel system
Correct
Fig. 89:
Correct connection, metal pipes
Ring section with threaded connection for screwed pipes with cutting rings
7 - 12
12/01
7.3.1.2
Fuel connection, engine 1013
deep
7
Fig. 90: Connections, BFM1013
1. 2. 3. 4.
Fuel feed pump Connection fuel supply line Connection fuel return line Possible connection for a leakage pipe of jacketed injection lines M 10 x 1
12/01
7 - 13
Fuel system
7.3.1.3
Fuel connection, engine 1015
from tank to feed pump from filter to injection pump oil leakage line to tank *
7
Fuel system
7 - 14 Fig. 91:
from feed pump to filter from injection pump to tank *) This line is not provided for engines with injection nozzles free of leakge oil
Connections, BFM1015
Fig. 92:
Fuel connection
12/01
Fig. 93:
Fuel connection
7
Fuel system
12/01 7 - 15
7.4
Fuel heating, fuel cooler

An increase of fuel temperature above 30 C (measured at the intake of the injection pump) results in a performance loss of appr. 1.5 % per 10 C; at high temperatures fuel bubbles can occur, leading to spark failures. The maximum permissible continuous fuel temperature is 75 C, whereas a short-term fuel temperature of up to 90 C can be tolerated at the feed pump inlet in special cases depending on the power setting of the engine and the fulfilment of emission values. State-of-the-art engines, provided with high-pressure fuel injection, require higher fuel temperatures. Through design and material selection when building the fuel tank and its mounting position in the unit (good venting, avoiding additional heating), the fuel temperature characteristics can be influenced. Safe and defined heat dissipation is only ensured by an accordingly dimensioned fuel cooler. For 1013 M engines it is necessary, in most cases, to install a fuel cooler. This cooler has to be installed in the fuel line between engine and tank, its cooling circuit must be connected to the untreated water network, or, resp., in the line behind LLK of the low-temperature cooling circuit for keel cooling applications. For engines without low-temperature circuit a fuel/air cooler, or a similar device should be used. Maximum permitted flow resistance values are to be considered. These kinds of fuel coolers are integrated into the cooling system of the engine (air side) and are flowed through by returning fuel. The fuel cooler flow resistance must not be higher than 0.15 bar. The total flow resistance of the return system, including the fuel cooler is limited to 0.5 bar on BFM1013M, and 0.2 bar on BFM1015M. Cooler size appr. 2 4 kW for all engines.
7
Fuel system
7 - 16
12/01
7.5
Fuel tank
Fuel tanks must have sufficient venting. Galvanized or zinc-containing material may not be used because the fuel can form zinc soap with the zinc depending on the composition. This endangers the fuel injection system. Venting For ships being subjected to partly operate in highly inclined orientation the venting has to be designed so that orderly venting is assured regardless of degree of incline. Deposits of water and other dirt form in fuel tanks. Therefore it is necessary to have a sediment drain screw at the lowest point in the fuel tank. In addition, a fuel pre-filter with well functioning moisture separator must be installed. ( see 7.6 ). A fuel level monitoring device must be utolized in order to prevent fuel tank depletion. To support degassing and avoid the direct suction of fuel containing air again, the fuel routing should be designed as follows:
Sediment drain
Level monitoring Degassing
2 3
7
Fuel system
Ventilation Return Intake 7 - 17
Fig. 94:
Fuel routing
1 2 3
If fuel tanks made of plastic are used, please contact the head office.
12/01
7.6
Fuel filtering
The fuel is filtered by a fuel pre-filter and a fine filter positioned after the feed pump. The size of the pre-filter must match the fuel flow (appr. 10 l/min) to avoid throttling in the fuel supply. Water trap A water trap is necessary when using fuel with a high percentage of water or with water condensing due to temperature changes.
7
Fuel system
Fig. 95: Fuel filter with moisture separator 7 - 18 12/01
ca.174 74 460 430 146 125 54 107
18
ca.328
85
87
3 256
ca.378
7
Fig. 96: Reversible fuel filtering
Pressure loss mbar
Flow-through l/min
Fig. 97:
Flow diagram (with dual filter per side)
Maximum flow rate: 10 l/min
Fitting thread: M 22 x 1.5
For single-engine installations as main drive we recommend using a reversible pre-filtering device(see fig. 96 )
12/01
7 - 19
Fuel system
7
Fuel system
7 - 20 Fig. 98: Fuel filtering
12/01
8.1
General
DEUTZ diesel engines from the series B/FM 1013M and 1015M are liquid cooled engines.Water prepared with additives such as corrosion, cavitation, and frost protection agents are used as coolants (more exact specifications can be found in the series operating instructions). The water improved in this way can no longer be referred to as water. It should be referred to as coolant. The engine heat is absorbed by the coolant and dissipated into the surroundings via cooler (indirect cooling). All of the cooling systems described in the upcoming text for Deutz diesel engines B/FM 1013/M/C and B/FM 1015/M/C are closed systems (forced circulation cooling). Flow through cooling of the diesel engine is not allowed. Several engines may not be operated using a common cooling system. In a multi-engine system, every engine must have its own fresh water cooling system. The raw-water for several engines may be provided by one system.
8
Note: Installing engines with air cooling, coolant cooler, or air coolers, e. g., emergency power systems, are not described here. The guidelines for installing fluid-cooled diesel engines, series 1013 or 1015, are applicable to these cooling systems.
12/01
8-1
8.2
Coolant
8.2.1
Range of application and purpose

This specification is applicable to coolants for protecting liquid-cooled engines and their integrated or external cooling systems against freezing, overheating, corrosion, and cavitation. The coolant for first filling the engine or for changing the coolant is obtained by mixing a protectant with cooling water. Such protectant is available as part No. 0101 1490 XY 8536-O1. The specification specifies the requirements for the water, protectant, and the preparation of the coolant.
8.2.2
Water quality
If there are no specifications about cooling water quality provided by the protectant manufacturer, the following details can be used as a basis: When mixing in a chemical corrosion/freeze protectant pH value at 20 C: Chloride ion content: Sulphate ion content: Total alkaline earths: Total hardness: 6.5 8.5 max. 100 mg/dm max. 100 mg/dm 0.54 2.16 mmol/dm 3 12 dGH
8
8.2.3
Protectant (concentrate)
Basis characteristics Chemical composition: Appearance: Colour: Ethylene glycol with corrosion protection inhibitors clear liquid green-blue
Physical characteristics Density at 20 C: Viscosity at 20 C: Refractive index at 20 C: Boiling point: Fire point: pH-value: Alkali reserve n/10 HCL: Ash percentage: Water percentage: 1.120 1.132 g/cm 20 30 mm/s 1.4320 1.4360 min. 170 C over 120 C 6.5 7.5 13 15 ml max. 1.5 % max. 3.5 % ASTM D 1122 DIN 51562 DIN 51423 ASTM D 1120 DIN 51376 ASTM D 1287 ASTM D 1121 ASTM D 1119 DIN 51777
8-2
12/01
Additional requirements Miscibility with water: mixable at any proportion Miscibility and usability with water up to 20 dGH: mixable and usable without precipitation Miscibility with other protectants with a glycol basis: mixable The protectant may not contain any inorganic or organic N02- compound groups. The protectant must have 2 ppm bittering agent (Dinathoniumbenzoate). The content of silicon compounds may not exceed, converted to SiO2, 650 ppm.
Storage stability The protectant can be stored in air-tight packing drums for at least 5 years . It may not be stored in zinc-coated containers.
Mixing characteristics (Mixing characteristics correspond to testing regulations) Ice crystal point ASTM D 1177 50 % in water below 38 C 33 % in water below 18 C Foaming test ASTM D 1881 Foaming volume max. 50 ml Decay period 13s
8
12/01
8-3
Cooling system protective agents for high-speed DEUTZ engines

Productgroup Supplier DEUTZ AG ARAL AVIA BASF BUCHER (Switzerland) The Bruma OIL DEA Elf A MV SHELL TOTALFINA VALVOLINE Veedol BP Hunold INEOS Mobil AGIP Product name Remarks Marketing region
Cooling system protectant TN 0101 1490 5 liter container Cooling system protectant TN 1221 1500 210 liter barrel Antifreeze Extra Antifreeze APN Glysantin G48/Protect Plus Motorex Antifreeze Protect Plus G48 Castrol Antifreeze NF Radiator antifreeze Glacelf MDX MV Antifreeze GlycoShell Multiprotect G48 Antifreeze Veedol Antifreeze NF BP Antifreeze Radiator protection ANF Napgel C2270/1 Antifreeze 600 Antifreeze special Havoline XLC Havoline XLC Glacelf Auto Supra Maxigel Plus Termidor Plus Havoline Extended Life Coolant (HELAC) USA, without Nitride and Extended Life Coolant (TELC) Molybdate USA, with Nitride Organicool Tab. 34: Antifreeze agents approved by Deutz Europe, South America Asia, Australia
8
8-4 B
ARTECO/Texaco CALTEX Elf Fina Texaco USA
TOTAL
12/01
Corrosion characteristics a) Glassware Test ASTM D 1384-80 Copper: Soft solder: Brass: Steel: Grey cast iron: Cast aluminium: FCu LSn30 Ms63 H II GG 26 G-AlSi6Cu4
Weight change for each sample is under 0.1 mg/cm. b) Heat transfer test ASTM D 4340-84 Cast aluminium G-AlSi6Cu4 Weight change in a week is max. 1.0 mg/cm c) Simulated Service ASTM D 2570 Copper: Soft solder: Brass: Steel: Grey cast iron: Cast aluminium: FCu LSn3O Mn63 H II GG 26 G-AISi6Cu4
Weight change for each sample is < 0.2 mg/cm. Cavitation protection as per FVV, number 443/1986 Max. weight change: Max. weight change: 5 mg for grey cast iron 15 mg for aluminium
8
8-5
Inhibitor stability No flocculation at a 1:1 water mixture according to FVV, number 433/1986 with water at 20 dGH at 90 C in 168 hours. Effect on elastomer material After storage in test fluid (mixture 50:50) as per DIN 533521, Table 7 (168 h, ebullition temperature) volume swelling, max. 3 %.
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8.2.4
Coolant preparation
Preparing and checking the coolant is especially important for liquid-cooled engines. Otherwise the motor can be damaged by corrosion, cavitation, and freezing. The concentration of the engine coolant should not fall below the following concentrations in [Vol %]:
Cooling protectant max. 45% min. 35% Tab. 35: Engine fluid concentration Water 55% 65%
The cooling system must be continuously monitored. This includes inspecting the cooling protectant concentration in addition to checking the water level. Test the cooling protectant concentration with commercially available testing devices (example: gefo glycomat )
Test the chemical corrosion protectant concentration
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8-6
with a refractometer (example, Testr-Atago hand refractometer, scale range 016)
To order the cooling system protectant from DEUTZ AG: Part No. 0101 1490 HY 8536-01 (5 liter compounds).
Note: Health threatening nitrosamines are formed when mixing nitrite-free corrosion protectants with cooler protectants containing corrosion protection inhibitors using a nitrite basis!
When using cold protectants, the heat transmission value of the coolant is reduced. The return cooling system is designed for a ratio of cold protectant/ water of 45/55 Vol%, to a temperature of down to 35 C.
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8.3
Cooling systems
8.3.1
Fresh water cooler for keel cooling

For ships and diggers who move in dirty, sandy, and muddy water, such a cooling system would be very recommended. There is no raw water circulation, i.e. sea water lines and associated armatures as well as raw water filter and raw water pump are not provided. Raw water is not routed to the engine. These cooling systems have a simple construction and therefore are often used for normal applications. There are thermo-syphon and flow-against outboard coolers.
8.3.1.1
Compensator reservoir
The compensator reservoir (not always furnished by DEUTZ) in the closed cooling agent circulation used for DEUTZ engines performs the following tasks: 1. 2. 3. 4. Collecting the coolantwith air coming out of the venting lines Accommodation of volume expansion due to the warming of the coolant Compensation for, and display of any leaks in the coolant system To ensure the static pressure on the intake side of the circulation pump via the compensation line
8
The content of the compensator reservoir must be 20 % of the overall coolant per engine. The compensator reservoir must be attached above the coolant carrying lines, but not higher than 5 m above the upper edge of the engine. Closed circulation systems must be constantly vented by sloping venting lines which are as short as possible, especially at the cooling system points where air can collect. I.e., each peak must be vented. Venting lines may only be combined when they are at the same pressure. In every venting line, a throttle with 4.5 mm must be built in. Venting lines must enter through the tank floor. Contact with the heavy flow must take place at the inlet to the venting lines in the tank. The venting lines NW 8 (each with throttle 4.5 mm) are to be routed in a standpipe, which must go into the compensator reservoir about 80 mm, or be closed from the side.
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8-7
Volume appr. 20% of the entire cooling system Pressure/Sub-pressure valve Level guard Pressure Sub-pressure
Filling mark Cooling agent Air pocket Venting line NW8 always at the highest point of the cooling system with throttle 4.5 mm
Slush drain
Compensation line directly ahead of cooling agent pump
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8-8
Fig. 99:
The compensation line NW 22 (1013) or NW 20 (1015) must also reach into the reservoir bottom appr. 30 mm, at as large a distance to the venting orifice as possible. The re-entry of the sediment forming in the cooling system is prevented by the pipes projecting into the compensator reservoir. The compensation line must be connected directly to the intake ducts of the circulation pump, so that the largest possible static pressure is reached on the intake side. The compensator reservoir is to be designed as a closed vessel, where a filler neck with over-pressure/vacuum valve of +1.0 bar 0.2 bar for BFM1013M/C/ P and +1.5 bar 0.2 bar for BF1015M/C must be installed. The compensator reservoir should be half-filled with coolant. The other half is filled with air and serves as pressure padding. Installing a level indicator is necessary because liquid level indicator pipes or inspection glasses are easily soiled. Either a cleaning opening in a side wall or a sediment drain cock must be provided for cleaning, so that the tank can be rinsed out via the filler neck. On engienes with attached raw water-cooled fluid cooler, or with attached front panel, the compensation tank is mounted on the engine.
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8.3.2
8.3.2.1
Types of cooling
Thermo-syphon cooling
A B
Section AA 1 2 3 1
Section BB 1 2 3
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8-9
5
Fig. 100: Thermo-syphon cooler
1 2 3 4 5
Water chamber ventilation Coolant inlet Coolant outlet Immersion depth, empty ship Outboard water inlet
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The thermo-syphon cooler is not flowed against by outboard water. The pipe bundle is always mounted vertically in a water chamber. The mounting flange should be positioned on the water chamber so that the pipe bundle can be drawn without docking. The water outlet opening should always be below the minimum immersion depth. When arranging the cooler, the water path from the board inlet to the board outlet should be as short as possible, because this path signifies cooling and thus reducing the thermo-syphon effect. Eddies must be avoided because they lead to heat build-up and thus reduce the effective cooling surface. Thermo-syphon cooling is suitable primarily for standing vehicles, such as diggers and buoy laying vessels. The coolers are to be designed with a sufficient space for dirt accumulation, because the self-cleaning effect is low due to the low speed of the outboard water.
8.3.2.2
Ship hull cooler

Ship hull cooling requires considerable expense because the hull must be doubled. The cooling cells are to be positioned so that the cooling water heat is not transferred to the foundation. Cooling cells must be provided with continuous venting to the compensation reservoir.
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8 - 10
The cooling water connections to the cooling cells are to be routed so that a reverse current or a cross reverse current is produced. The application of this cooling system is limited because not every required cooling surface of the ships hull can be used. The following should be observed. The utmost cleanliness must be ensured when constructing the cooling cells. Rust, cinder and welding beads must be removed from the inside of the hull, the frame, cover plates, and planks of the doubling, because these lead to sediment formation in the cooling cells in the engine. It is very difficult to use any coatings, and it is impossible to clean the cooling cells. For these reasons DEUTZ does not recommend utilization of this cooling system for its engines. In these cases, the shipyard assumes responsibility for damages resulting from insufficient cooling.
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8.3.2.3
Pipe cooler
This system uses pipes or other profiles on the ship hull in the keel, next to the keel, or as bulge keel. The engine cooling water flows through them. This is cooled by outboard water via the walls. The cooling surface with pipe cooling is very dependent on the ships speed, in addition to the dissipating heat quantity of the cooling water temperature and the water speed in the pipes or cells, i. e., from the speed the outboard water flows along the hull, pipes, or profiles. The pipe coolers must be cleaned at certain intervals. Because cleaning agents do not always clean thoroughly, the cooler must be sectionalised so that mechanical cleaning is possible.
8.3.2.4
Plate coolers
Plate coolers are suitable for dissipating larger quantities of heat and can be easily cleaned. They have the advantage of requiring little space and the cooling capacity can be expanded.
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12/01 8 - 11
8.3.3
8.3.3.1
Cooling with raw water

Raw water filter
Raw water comprises not only sea water, but also water from continental waters, river water, and every non-processed water. Special measures are necessary on the pipeline system for each of these types. Raw water filters must have a max. perforation of 2.5 mm diameter or 2 x 2 mm. Sieves made of punched sheet metal are preferred to metal gauze. These filters protect the cooling system against damage due to abraded material and clogging resulting from foreign material entering the system. The raw water filters are to be positioned as close as possible to the hull. The filtering of raw water must be paid special attention for ships travelling in primarily dirty, sandy, or muddy water, or for diggers. In these cases, it is necessary to use a larger filter, or if possible, a double filter with switchover and smaller perforation. The height of the water line up to the raw water pump and the intake height of the raw water pump are the resistance heights for the intake lines to the raw water pump. The resistance between sea water inlet and raw water pump should be smaller than the resistance height for a clean raw water filter, because the resistance increases with increasing degrees of soiling.
8
A pressure gauge is to be installed directly before the raw water pump so that the degree of filter soiling can be determined. The flow rate in raw water lines should be a max. of 2 m/sec.. An accessible shut-off mechanism should be between the sea water inlet and raw water filter so the filter can be serviced.
8.3.3.2
Raw water pump

The performance curves of raw water pumps installed on Deutz engines are shown in diagrams 3.5.4.1 and 3.4.5.2, and in table 8.5.5.
Note: In order to prevent operation of the raw water pump without water (ecessive wear), the intake line must be placed so that a quantity of water is always present within the pump.
8.3.3.3
Raw water lines

There is chemical and electrolytic corrosion in raw water systems. DEUTZ uses CuNi10Fe and CuNi30Fe as materials for the raw water lines, circulating water cooler, and charging air cooler built onto engines. These
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materials have the greatest possible protection against corrosion because oxide layers form on their surfaces.
Note: Reactive anodes are not required.
Material
For all raw water lines placed ahead of the cooler DEUTZ prescribes usage of non-ferrous materials, such as . When using Cu pipes, chips are prevented from entering the engine after the new installation or after repairs by using sieves. CuNi1OFe, CuNi3Ofe, or CuZu2OAI
Alternatives
Stainless steels, such as V2A or V 4A
can be used, if they are cleaned and are free of machining chips. Not permitted Materials such as steel or zinc-plated steel
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8 - 13
are not permitted.
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8.3.3.4
Corrosion
Steel and zinc have a great difference in voltage potential compared to nonferrous heavy metals. For large voltage potential differences on two connected metals exposed to sea water, the metal with the larger negative value corrodes (electrolytic corrosion). Steel and zinc-plated steel corrode. This settles in the return cooler and charge air cooler. This corrosion destroys the oxide layers and forms the basis for corrosion on these non-ferrous heavy metal coolers. The following Table 36 shows differing voltage potentials for a few materials corresponding to a standard calomel electrode and a sea water temperature of 25 C.
Material Zinc Aluminium Steel Cast iron Lead Tin Ships bronze, aluminium bronze, red bronze Copper Stainless steel Nickel Voltage potential [V] 1.10 0.75 0.70 0.70 0.55 0.45 0.26 0.25 0.20 0.15 Voltage potential of various materials
8
Danger of corrosion
Tab. 36:
Harbour water (brackish water) is especially aggressive. For this reason, the raw water systems of the harbour diesel are to be rinsed out with sea water after it is shut off (in main engine operation, power generation is principally achieved using shaft-driven alternators). Thus stand still corrosion is decelerated. However, sea water residues remaining in the raw water system form oxide layers on non-ferrous heavy metals.
Note: It is recommended that in the initial period after start up, new coolers are impinged with clean sea water to create oxide layers.
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8.4
Pipelines
The volumetric capacity and delivery head of the coolant pump on the engine (centrifugal pump) is also dependent on flow resistance of the pipelines, and valves and fittings (stop cocks, valves). Determining the line resistances as well as the type of line routing (number of pipe elbows, type of pipe elbows) is thus to be carried out carefully. The pipelines are to be designed as short as possible for the engine-external parts of the cooling system.
Note: In order to prevent operation of the raw water pump without water (exessive wear), the intake line must be placed so, that a quantity of water is always present within the pump.
8.4.1
Line dimensioning
The dimensioning of the pipelines between engine and cooling system is first specified by the cross-section size of the fluid connections. The hole sizes of the line connections to the engine may are minimum values. Circulating water circuit Due to the limited suction- and pressure resistance of the coolant pump ("Water pump") the total line resistance, including cooler and armatures, must be kept at pRohrsystem 0.5 bar .
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Sea water circuit

BFM1013M/C BFM1015M/C Tab. 37: Intake and delivery side 0.2 bar 0.2 bar
Raw water Intake side Delivery side 1.0 bar 2.0 bar
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The specific pipeline resistances correlated with the volumetric capacities and the rated pipe widths can be found in the nomogram Fig. 101:. The absolute line resistance is the product of the specific line resistance and routed line lengths.
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Fig. 101: Pressure loss in smooth water pipelines 8 - 16 12/01
From the following table, equivalent pipeline lengths can be found in [m] for valves and fittings:
Rated width [mm] Intake basket with foot valve Slide valve Flap trap Free-flow valve Slanted seat valve Normal valve Corner valve Elbow 90 R = 4d Elbow 90 R = 3d Cast forms 90 Sheet metal elbows 90 25 3 0.2 1 0.5 2 3 3.5 0.3 0.5 0.8 3 Tab. 38: 50 5.9 0.4 2.3 1.2 4.1 7.5 7.2 0.7 1.1 2.4 5.4 65 8 0.6 3.4 1.5 5.5 11 10 0.9 1.4 3.4 7.5 80 10 0.8 4.5 1.8 6.8 14 13 1.2 4.7 4.5 9 100 13 1.1 6.4 2.2 8.5 20 17 1.5 2.2 6.3 11 125 16 1.4 8.9 2.9 10 28 23 1.9 2.8 8.9 14 150 19 1.9 12 3.7 11 37 31 2.3 3.5 12 18 200 26 2.9 18 5.4 13 57 49 3.2 5 18 26 300 39 5.6 34 9.2 16 108 95 5.7 8.5 34 48 400 52 8.9 54 14 18 173 148 8.6 13 53 77 500 65 13 77 18 20 250 207 12 18 74 111 600 79 17.4 105 22.4 22 336 276 15.7 23.7 97 146
8
Pipeline lengths
If the sum of the resistances from lines, valves and fittings, and coolant heat exchanger is greater than the available delivery head, then the line diameters are to be increased. Example Pipeline length between cooler/engine/cooler: 4.5 m Number of 90- pipe bends: 7 Rated pipe widths: 32 mm Coolant flow: 167 l/min 1. From the nomogram follows at the crossing point "Fluid flow/Pipe diameter the flow velocity v = 3.5 m/sec, and the flow resistance p = 51 (mWS/ 100m pipe). 2. From the table, it follows for a pipe bend (90-cast elbow) with rated width 32 mm, an equivalent pipeline length between 0.8 m and 2.4 m. chosen surrogate length 1.2 m. 3. Entire surrogate length for 7-pipe bends: 7 x 1.2 m = 8.4 m. 4. Overall calculated pipeline length: 8.4 m + 4.5 m = 12.9 m. 5. Flow resistance: p = 51 x 21.9/100 = 6.5 mWS = 0.65 bar 6. p > ppermitted, thus execute a new calculation with rated width 50.
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8.4.2
Pipeline designs
Commercially available steel piping is to be used for engine coolants (seamless, not zinc-plated), which are to be de-scaled on the inside after bending and welding (pickling process, rinsing). The pipes are to be crimped on the end (as per DIN 71550) to produce a permanent and tight rubber sleeve connection.
d2
d1
d2 1.5 d2
Fig. 102: Crimps and pipe joints
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d2 [mm] d1 [mm] Tab. 39: Crimp
a in [mm] 4 1222 d2 + 1 6 25 d2 + 1 6 2880 d2 +2

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d2
1.5 d2
1.5 d2
Fig. 103: Elastic screwed pipes
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To represent elastic pipelines, sleeve combinations can also be used according to the previous figure. They should be arranged as parallel to the crankshaft as possible. As an alternative, similarly formed rubber parts for radial and axial length compensation can be used. Well-known manufacturers of these form parts and hoses are: Dawson/Rickal Co. Continental Co. Matzen und Timm Co. Mllerwerke Co. 56414 Steinefrenz 30165 Hannover 1 22525 Hamburg 33602 Bielefeld
The materials for rubber muffs, molded parts, seals, and corrugated pipelines (without internal wire spirals!) for coolant conducting lines must be resistant against corrosion-proofing oil, antifreeze, and Diesel fuel; also, they must be temperature-proof between -20 C and +110 C (DEUTZ factory standard H3401). Raw water lines (Sekondary cooling circuit) must be made of corrosion-proof material (see Chapter. 8.3.3.3 "Raw water lines").
8.4.3
Line routing
When routing pipelines, it must be ensured that there are no air pockets in the coolant system. At the positions where air pockets could form, venting lines are to be connected which are routed continually rising up to the compensator reservoir. To drain the system, drain valves are to be installed at the lowest point in the coolant system. Attention For raw water cooling as well as for keel cooling screw connections must be provided by the ship yard, ahead of engine input and after engine output, in order to facilitate inspection of the cooling system at initial startup, as well as for future inspection and maintenance work.
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8.5
Designing cooling systems

Partly new cooling systems have been developed for Deutz-Marine Engines. In order to achieve satisfactory cooling performance it is necessary for cooling system calculations to use, exclusively, data set forth in the installation guide lines. 1013M For the prevention of coolant overheating in the exhaust gas system, a partial quantity always flows from the engine through the exhaust gas track directly back to the coolant pump. Therefore, calculations for heat exchange according to installation guide line must be based on the coolant quantity actually flowing through the heat exchange device. A temperature difference in the heat exchanger of 6 - 10C is to be expected. Opening start of the thermostat located at the coolant exit from the engine is 87C, i.e. mean coolant temperature is appr. 95 C. On charge-cooled engines BF4/6M1013MC/P the charge air is cooled in a separate coolant circuit (if required by means of a separate drive and/or fuel cooler). The required data for cooling of the air circuit is shown in separate tables 34 and 36. Naturally, this circuit requires its own compensation tank with compensation conduit and venting outlet. 1015M This engine series is equipped with a multi-parallel cooling system. With this cooling system it is possible to perform cooling of the engine as well as charge air cooling with one coolant pump and one heat exchanger: The feed quantity of the coolant pump is divided in 4 individual flow tracks, one through the engine, one each through the two exhaust gas tracks, and one through the heat exchanger. The coolant thermostat (opening start 79C) is placed ahead of the heat exchanger. Since only a portion of the coolant flows through the heat exchanger, the temperature difference must be correspondingly large in order to dissipate the amount of heat stated in table 33. This temperature difference (max. 60C at full load of corner performances) is required in order to supply sufficiently cooled coolant to the charge air cooler. Reason: In order to obtain an optimized exhaust gas quality for compliance with applicable exhaust gas rules and regulations, the charge air temperature after cooling, at full load with standard conditions, must not exceed 60C. This can be achieved only with a large temperature difference of the coolant. After the heat exchangers the coolant of low temperatures is again combined with the coolant of high temperatures returned from the engine and from the exhaust gas tracks, and jointly directed to the coolant pump. At partial load and/or low external temperatures the charge air temperature could be higher. This reduces the generation of white smoke during the warmup phase, and during operation at low load with low temperatures. The mean coolant temperature ahead of the heat exchanger is eatimated at appr. 90C. An engine oil cooler can be inserted into the conduit leading from heat
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exchanger to engine. In order to observe the maximum permitted pressure loss of 0.5 bar between engine intake and engine exit it could by necessary to provide a bypass.
8.5.1
Technical specifications
BF4M1013M/C BF6M1013M/C BF6M1015M BF6M1015M/C BF8M1015M/C
max. permitted coolant temperature in engine (Measuring point) [C] Warning Shut-off max. engine exit temp. to cooler [C] mean engine exit temp. to cooler [C] expected temp. difference cooler on/off [C] max. permitted pressure loss in coolant circulation [bar] max. permitted pressure loss in raw water circulation [bar] Intake side Delivery side Coolant quantity in engine with keel cooling [l] without installed compensation tank with installed compensation tank Cooling water quantity with raw water cooling [l] 21 Tab. 40: 26 11 14 18 43 28 38 63 50 43 68 55 0.2 1 0.2 1 0.2 1 0.2 1 0.2 1 105 113 105 95 6 - 10 105 113 105 95 6 - 10 103 108 98 90 50 103 108 98 90 50 103 108 98 90 50
0.5
0.5
0.5
0.5
0.5
8
8 - 21
Technical data for dimensioning of cooling systems
Note: maximum loading temperature 50C
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Fig. 104: BF6M1015M Keel cooling
Coding in schematic diagram B 52 B 53 B 62 B 63 B 109 B 110
Connection size mm 50 50 20 8 20 22
Description Coolant intake Coolant exit Compensation conduit Venting line Return from heating Inlet to heating
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Fig. 105: BF6/8M1015MC Keel cooling
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Fig. 106: BF6M1015M Raw water cooling
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Fig. 107: BF6/8M1015MC Raw water cooling
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8.5.2
Heat quantity to be dissipated

Engine type Power Heat quantity to be dissipated in cooling water in [kW] at full load and speed in [rpm] 2300 BF4M1013M A B Unit BF4M1013M/C A B Unit BF6M1013M A B Unit BF6M1013M/C A B Unit BF6M1013M/C/P A B Unit 70 84 86 101 108 127 130 144 171 2100 68 81 78 91 98 114 115 128 152 176 197 275 360 375 480 1900 64 76 71 82 88 103 106 116 136 168 190 260 310 350 410 1800 61 69 70 68 83 86 85 100 105 103 124 111 132 158 180 180 240 290 315 330 385 425 1500 52 60 67 61 73 78 76 91 101 91 115 100 111 141 160 160 220 260 280 290 340 370
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BF6M1015M
A B Unit
BF6M1015M/C
A B Unit
BF8M1015M/C
A B Unit
Tab. 41:
Heat quantity to be dissipated
NOTE: For engine 1013 with charger air cooling, additional heat quantities must be dissipated. Please note Table 42.
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8.5.3
Additional heat quantities to be dissipated for 1013 with charger air cooling
Engine type Power Separately in the charger air system, the additional heat quantities to be dissipated in [kW] at full load and speed in [rpm] 2300 BF4M1013M A B Unit BF4M1013M/C A B Unit BF6M1013M A B Unit BF6M1013M/C A B Unit BF6M1013M/C/P A B Unit Tab. 42: 26 30 36 43 52 2100 25 29 35 42 48 1900 23 28 32 39 44 1800 22 25 26 30 37 37 40 1500 19 23 24 27 34 30 34
8
Additional heat quantities to be dissipated for 1013 with charger air cooling
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8.5.4
Circulating amount of water in cooling circuit

Engine type Circulating amount of water in cooling circuit with sea water cooling or keel cooling in [l/min] at full load and speed in [rpm] 2300 BF4M1013M BF4M1013M/C BF6M1013M BF6M1013M/C BF6M1013M/C/P BF6M1015M BF6M1015M/C BF8M1015M/C Tab. 43: 170 170 170 170 170 2100 155 155 155 155 155 120 120 150 1900 145 145 145 145 145 109 109 135 1800 140 140 140 140 140 103 103 130 1500 120 120 120 120 120 86 86 110
Circulating amount of water in cooling circuit
8.5.5
Circulating amount of water in sea water cicuit or charge air circuit

Engine type Circulating amount of water in sea water circuit in [l/min] at full load and speed in [rpm] 2300 BF4M1013M BF4M1013M/C BF6M1013M BF6M1013M/C BF6M1013M/C/P BF6M1015M BF6M1015M/C BF8M1015M/C Tab. 44: 160 160 160 160 2100 145 145 145 145 350 350 500 1900 135 135 135 135 320 320 450 1800 130 130 130 130 300 300 430 1500 110 110 110 110 250 250 360
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Circulating amount of water in sea water circuit
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8.6
Heating
Heat from the liquid-cooled DEUTZ diesel engines can be used to heat the driver cabin or guest rooms. The engine coolant is routed directly to the heat exchanger and the heat is given off directly to the environment (direct heating). As an alternative, the engine heat can be transferred to an intermediate heat exchanger (transfer cooler) into a separate heating circuit with heat exchangers (indirect heating). Heating leaks do not thus endanger the engine cooling.
8.6.1
Direct heating
The engine fluid impinges the heat exchanger directly. Heat exchangers for heating include: Convectors, Cooler network with convectors.
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Connecting up the heat exchanger for heating to the engine cooling system is shown in the following figure.
2 5
8
8 - 30 Fig. 108: Engine coolant circuit, direct heating 1 2 3 4 5 6 7 8 9 Heater fan and heat exchanger Convectors Return line, heating M26 1.5 Inlet Thermostat Outlet Fluid pump Engine oil cooler Heating connection M30 2
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The engine fluid quantities at maximum rated speed are listed below for heating systems. These quantities result from the listed resistances on the fluid side of the heating system, thus for heat exchangers including pipelines, valves and fittings, auxiliary heating, and if necessary, throttle.
Max. engine fluid quantities for heating in [l/min] 18 40 50 0.7 0.57 0.52 0.31 Min. resistance of the heating system Engine rated speed in in [bar] [rpm] 1.1 2100 min-1 1900 min 1800 min
-1 -1
Engine BF4/6M1013E/C BF6M1015M/C BF8M1015M/C
2300 2100 2100
1500 min-1
Tab. 45: Engine fluid quantities Because the listed quantities cannot be exceeded, the specified resistances are minimum values. In order to influence the even coolant distribution in the engine circuit and heating circuit appropriately (e.g., when flow resistance of the heating circuit is significantly lower than the flow resistance of the engine), a throttle must be installed on the inlet of the heat exchanger for heating (as an alternative, on the outlet or inlet of the engine). For the throttle design, please contact the installation service. Pipeline diameters are to be determined according to specification, the flow speed of the coolant of 4 m/sec cannot be exceeded. Recommended pipeline diameter of 20 mm (interior width) up to approx. 10 m total pipeline length. For longer pipelines, contact the installation service. For long heating pipes, the additional flow resistances are to be considered. They could require an additional pipe diameter increase. For engines with integrated cooling system, the size of the compensator reservoir was designed for a certain, circulating coolant quantity. It is recommended to install a compensator reservoir for heating systems whose coolant filling requires more than 10 litres.
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8.6.2
Indirect heating
A transfer cooler is installed in the engine coolant circuit where the engine heat from the engine coolant is transferred to the heating circuit fluid.
6 8 7
8
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Fig. 109: Engine coolant circuit, indirect heating
1 2 3 4 5 6 7 8 9
Compensator reservoir Heater fan E-pump Inlet Thermostat Outlet Fluid pump Engine oil cooler Heating connection M30 2
All specifications for the flow resistance as well as line diameter for the transfer cooler/engine circuit correspond to the specifications inTable 45. The design of the pipeline diameter of the heating system including valves and fittings and heat exchanger for heating (heater fan) are to be adjusted to the electro-motor fluid pump used and their characteristic values. The heating circuit transfer cooler/heat exchanger for heating must be equipped with a compensator reservoir with venting and release valves.
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8.6.3
Heating connections
BF 6M 1013 M/C/P
BF 4M 1013 M/C/P
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Fig. 110: Heating connections 1013 8 - 33
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M/C/P
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Fig. 111: Heating connections 1015
Fig. 112: Heating connections 1015
8 - 34
6 Cyl.
8 Cyl.
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8.6.4
Heat exchanger for heating

The heat exchanger for heating including warm air fan can be designed by specialised companies. When dimensioning the heat exchanger for heating, it must be observed that the coolant tap on the engine only has a limited coolant quantity available (e.g., 18 l/min at BF4M1013M). A 30 C temperature drop in the coolant is permitted between inlet and outlet at the heat exchanger for heating at maximum engine power. If the heating is designed so that it can dissipate more heat with the available quantity of coolant, the engine cannot reach its appropriate temperature despite a closed thermostat. This must be avoided by proper heating dimensioning. If the entire engine coolant heat should be used for heating, the heat exchanger for heating must be switched in parallel to the cooler for the engine coolant. The coolant flow must be controlled via a temperature-controlled changeover-switch either via the heating cooler or engine coolant cooler. The full coolant flow is then available for the heat exchanger for heating. Only a maximum of 8 C temperature drop of the engine coolant is permitted. This type of heating system is only reasonable when the engine is primarily used at full power. It is advisable to contact the installation service.
8.6.5
1015
Auxiliary heating
The driver cabins or rooms are heated with auxiliary heating during engine stand still. The auxiliary heating system is connected in series in the fluid circuit of the heating system, and the coolant is heated as needed. An electric auxiliary pump provides the coolant circulation, so that the engine can also be heated depending on how it is switched. The heat of the auxiliary heating system is generated by burning diesel fuel. The auxiliary heating is thus a complex system and requires careful installation (exhaust system, combustion air system, electrical system, fuel supply, ). When installing this kind of auxiliary heating, the manufacturer instructions must be followed.
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8.7
Engine pre-warming
8.7.1
Engine 1013
Coolant pre-warming can be provided by a heating element 230 V/820 W. It should be installed according the following figure.
8
Fig. 113: Engine pre-warming 1013

8 - 36
Thermostatic regulation is not used, because overheating does not occur at this heating capacity.
12/01
8.7.2
Engine 1015
Coolant pre-warming is provided by an external unit with 230 V/2 kW heating capacity. Installation and connecting to the engine is done by the shipyard or the engine installer. The unit is not supplied by DEUTZ. It has to be ordered separately from the manufacturer (e.g. IKL Anlagentechnik, P.O. box 1349, D-42757 Haan/ Germany, Phone (0 21 29) 5 10 51).
8.7.2.1
Function
IKL-pre-warming unit
The electro-circulation pump installed in the pre-warming unit pumps the engine water in the circuit through the electro-flow heater and cooling water circuit of the diesel engine when the diesel engine is stopped. The engine water is heated with a constant amount of heat. The desired temperature is pre-selected from the installed 10120 C adjustable control thermostats (design T2 + T3). After switching the diesel engine on again, the pre-warming unit shuts off automatically. The non-return valve installed in the unit closes. When the diesel engine stops again, and the temperature drops below the pre-selected level, the engine is again supplied with constant heat. The control thermostat installed as limiter in the setting range of 10120 C serves as safety regulator. It protects the pre-warming unit from excessive temperatures (design T1 + T2). The T3 design is also equipped with an under-temperature limiter as well as over-temperature protection. The IKL-pre-warming unit of the series 7302 is switched in two stages. Units of the series 7303 and 7304 are switched in three stages.
8
12/01
8 - 37
8
8 - 38
Fig. 114: Electric pre-warming unit for water 1 2 3 4 5 Terminal box Pump with drive motor Depletion G Automatic venting Check valve
12/01
8
Fig. 115: Engine and pre-warming unit 1 2 Pipe 182, or hose 1926 Pipe 222, or hose 2229 12/01 8 - 39
8.8
Gearbox oil cooling
8.8.1
Cooling with raw water

Install the gear box oil cooler, possibly fuel cooler. etc., in raw water circuit after engine.
8.8.2
8.8.2.1
Keel cooling
1013 with charge air cooler Gear box oil cooler after charge air cooler in 2nd circuit. without charge air cooler Install separate pump, or direct hull cooling of gear box oil.
8.8.2.2
1015 Only gear box oil cooler in the line from hull cooling to engine, with a parallel throttle, if the cooler is not dimensioned for the entire coolant quantity. Max. coolant temp. in this case 50 C.
8
8 - 40
12/01
Cooling capacity Fresh water
Engine power Peng Engine BF4M1013M/C BF6M1013M/C BF6M1015M/C BF8M1015M/C Tab. 46: in [kW] 118 195 330 440
Cooling capacity Fresh water Pg in [kW] 4.4 7.3 12.4 16.5 in [kcal/h] 3805 6288 10641 14187
Fresh water throughput (cp = 1.0 Wh/kgK) in [l/min] at 60/75 C 4.9 8.1 13.8 18.3
Cooling capacity for ship gearbox, fresh water
Pg = Peng 0.03 1.25
Formula 21: Cooling capacity, fresh water
Cooling capacity Raw water

Engine BF4M1013M/C BF6M1013M/C BF6M1015M/C BF8M1015M/C Tab. 47:
Engine power Peng in [kW] 118 195 330 440
Cooling capacity Raw water Pg in [kW] 7.1 11.7 19.8 26.4 in [kcal/h] 6088 10060 17025 22700
Raw water throughput (cp = 1.0 Wh/kgK) in [l/min] at 60/75 C 2.7 4.4 7.5 10.0
8
Cooling capacity for ship gearbox, raw water
Pg = Peng 0.03 2.0
Formula 22: Cooling capacity, raw water
12/01
8 - 41
8
8 - 42 12/01
Lubrication system
9.1
General
DEUTZ engines have a compressed oil circulating lubrication. The oil pressure and the oil flow ensure engine lubrication and a not inconsiderable part of the engine cooling. Changes to the lubrication oil or cooling oil system require the approval of the DEUTZ head office.
Attention!
All hose connectors are of identical thread! When disconnecting hoses, e.g. for lowering the engine by crane, for reconnection the indicating arrows on connection piece and/or filter, resp., must be observed! After disconnecting the hoses the open connection fittings must be plugged immediately! Strict cleanliness is of utmost importance!
Note: When using a separate dual filter with hose connection the shipyard/installation firm must provide and install a self-made drip pan below the filter. Such pan is not furnished by Deutz.
If the filter must be moved to another place for reasons of space or another filter should be used, it is necessary to contact DEUTZ for filter authorisation.
12/01
9-1
Lubrication system
Standard filter reversible dual filter
Non-classified engines are equipped with a lubricating oil filter cartridge mounted directly on the engine. For classified engines, or for required reversible dual filters, a reversible dual filter is installed separately on the engine by DEUTZ, or is furnished separately to be installed in the ship with connecting hoses.
Lubrication system
Fig. 116: Reversible lubrication oil filter as example 1013
9.2
Partial flow fine filter

The head office must be contacted if a partial flow fine filter is subsequently installed on the engine. Because circulating quantities and pressures are carefully matched in the lubricating oil system, there is the danger of affecting the injection oil piston cooling with subsequent filter mounting. The engine guarantee can only be upheld if these types of mounting are only carried out in co-ordination with the head office.
9-2
12/01
9.3
Changing the oil level markings for tilted engine mounting

The oil level must be checked when the engine is horizontal. The permitted deviation: 2. If an engine is stationary mounted in a permanent tilted position, the oil measuring stick must be adjusted to the tilted position. I.e., the maximum and minimum must be marked again. Determining the new markings is performed most appropriately as follows: Set up the engine horizontally before installing it at a tilt. Fill oil up to the "Min. mark, and keep a record of the filled-in oil quantity. Fill oil up to the "Max. mark, and keep a record of the difference of oil quantity. Solder the markings onto the oil measuring stick. Install the engine into the tilted position with the maximum oil filling. Insert the dry oil measuring stick and mark the wetted level with an indentation. Drain the max/min oil quantity difference, i.e., the measured minimum quantity must be present in the engine. Insert the dry oil measuring stick and mark the lowered wetted level with an indentation.
When starting up, proceed as specified in the operating instructions. Remark: For oil pans corresponding to BS9201 and 9202 the dip stick marking does not have to be changed up to an installation incline of 10 flywheel high/low.
9.4
Pre-lubrication
Normally, pre-lubrication prior to start-up is not required for engines 1013M and 1015M. If pre-lubrication is necessary for special applications (e.g. immediate standby application, or emergency power generators for long-term operation), a pre-lubrication device can be mounted on engines 1015M, on connection point B 151 (thread M18x1.5). Oil for pre-lubrication is taken from the oil pan, at the oil drainage screw. A check valve must be provided in the pre-lubrication device.
12/01
9-3
Lubrication system
Lubrication system
9-4
12/01
10
Speed adjustment
The speed adjustment for main drive engines is normally done with a Bowden cable. It must be routed in a generous arc and must not touch hot components.
Engine BF4/6M1013M/C BF6/8M1015M/C Tab. 48:
Moment on the speed adjustment lever in [Nm] 5.0 5.0
Moment on the shut-off lever in [Nm] 1.5 5.0
Permitted forces/moments at the adjustment lever stop
10
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10 - 1
Speed adjustment
10.1
1013
10.1.1
Large-scale speed adjustment range (Main drive)
10
Fig. 117: Speed adjustment 1013 1 1a 1b 2 3 speed adjustment lever Idling Full load Stop lever In operation
Speed adjustment
10 - 2 12/01
10.1.2
Small speed adjustment range (Aggregate)
10
Fig. 118: Fine speed adjustment 1013
For installation of an Add-on-Regulator (e.g. Barber Colman) a nominal speed regulator must be provided with reinforced shaft bearing of the stop lever. For nominal speed regulation this design provides an automatic protection against excessive speed [RPM].
12/01
10 - 3
Speed adjustment
10.2
1015
10.2.1
Large-scale speed adjustment range (Main drive)
10
Speed adjustment
Fig. 119: Bowden cable engine 1015 10 - 4 12/01
10.2.2
Small speed adjustment range (Aggregate)

Aggregate engines of series 1015 are furnished exclusively with electronic GAC regulator. This regulator type provides good regulation quality covering prolonged operation time at small P grade. The regulation unit is composed of an electronic control device (to be mounted separately in a control box within the engine room), of an induction-type RPM sensor (mounted on the SAE housing, thread M 16 x 1.5, of a magnetic valve in the fuel line (for excessive RPM protection), and of an electro-mechanical actuator mounted on the injection pump.
10.2.2.1
Control unit
ESD 5500 E
10
Fig. 120: GAC regulator
The control unit ESE 5500 CE performs the following functions: - Single-, or Parallel operation - Isochroner (P degree = 0%), or P degree operation (droop) - Fixed RPM- or All-RPM regulation - Adjustable idling (idle) - Connection for synchronizer, load regulator, RPM ramp, ect. - Supression of resonance vibrations (soft coupling) - Starting fuel quantity
12/01
10 - 5
Speed adjustment
The control unit's terminal strip is provided with 14 terminals, labeled with letters A thr. P. 1) 2) 3) 4) 5) A-B C-D E-F G-H-J K-L Actuator, 12 V or 24 V design. RPM sensor (Pick Up) Power supply. Install a fuse of 8 A in the + lead. RPM potentiometer Switch open: Motor runs isochron (P degree 0) Switch closed: Motor runs at P degree (Droop) For selection of the P degree the switch must be closed. Switch open: Motor runs at nominal RPM Switch closed: Motor idles at low speed. The switch must be closed for selection of low idling. Connection (Aux) for auxiliary modules (load distribution, LDA) Power supply for auxiliary modules (10 V output)
6)
G-M
7) 8)
N P
10
Speed adjustment
10 - 6
12/01
Fig. 121: GAC regulator, terminal strip
10.2.2.2
RPM sensor, excessive speed protection, and actuator

RPM sensor, magnetic valve for excessive speed protection, and actuator are mounted on the motor.
10
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10 - 7
Speed adjustment
10.2.2.3
Cable routing
Cables are to be routed as shown in fig. 117. Additional cable shielding must be provided if interference fields are present. Basically, the following leads must be shielded over their entire length: RPM sensor leads to terminals C and D, and actuator leads to terminals G and H, or A and B, resp. The shielding must be insulated in order to assure absence of uncontrolled connection with mass. Sometimes regualtion can be interfered with from interfering signals. Only the shielding ends on the regulator are to be connected with the installation, the opposite end has to remain free. During operation the actuator cable must never be separated! The following minumum cross sections [mm2] are required for major cable connections: Terminals A - B to actuator E - F to battery C - D to RPM sensor <6m 1.5 1.5 2 x 2.0 mm2 > 6 < 10 m 2.5 2.5 shielded
10
Speed adjustment
10 - 8
12/01
11

11.1
General
The noise of a diesel engine is composed of many individual noises together. For example: the intake and exhaust noise, the injection, combustion, valve drive, wheel drive, and bearing noise as well as the ventilator noise.
The diesel engine radiates noise through its entire surface and transmits these further via all joints and bedding to the hull. The noise level increases with increasing engine speed. The total of all noise emissions from all machines located and being operated in one room: Engines, motors, drive tranmissions, ventilators, compressors, pumps, etc., generate a noise level which is further amplified by the reflection from the enveloping walls, floor, and ceiling. The generated noise is partly transmitted through the walls and thus radiated into neighboring rooms. The noise generated by the machines in this room is conveyed in the form of airborne noise through the walls into neighboring as well as to other rooms in the building, through building foundation, floor, ceiling, and rigidly mounted pipelines. With the use of engines as main drives of ships the propeller represents a considerable source of noise. The propeller-generated vibration noise is conveyed as airborne noise, similar to the machine-generated noise described above. Noise abatement measures are to be taken into considaration already at the outset of engine application planning; noise abatement after installation, if possible at all, would be extremely expensive.
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11 - 1
11.2
Sound insulation
This is the most important acoustic measure and means the extensive acoustic isolation of the noise sources from the environment. This can be achieved by separating walls, enclosure of the engine, and structure-born noise insulation, depending on type of mounting. Airborne noise insulation can be achieved initially through utilization of elastic components, such as engine bedding pads. Separating walls and enclosure should either be structurally insulated (elastically attached) to the engine, or dampened. Sound absorbing material must be attached to the engine. Enclosures must be sealed as well as possible; ducts for operating elements and supply lines to the engine must be sealed off. To increase the insulating effect of enclosure walls, it is recommended to make them from sandwich plates or from plastic, or to coat them with soundabsorbing masses (layer thickness 3 x plate thickness), or heavy layer mats. Ahead of engine room ventilators, or at the intake of cooling/ventilating units direct noise radiation can be effectively abated by the use of deflecting ducts rather than straight ones. It must be noted that the supply duct is designed large enough so that the cooling air loss remains reasonable. Such ducts are to be covered with sound absorbing material (damping). Analogous arrangements must be made for the exhaust ducts and scavenging air ducts in enclosure designs.
11

11 - 2
12/01
11.3
Sound absorption
Uninhibited reflection on the walls can increase the effective sound level in spaces or enclosures. This could require additional absorption measures under certain circumstances. In order to degrade the vibrations, and thus the noise emissions from walls and other large surfaces, the latter are to be subjected to appropriate noise absorption measures. An important part of sound absorption is the inner lining of the enclosure with foam or fibrous materials, whose surfaces can be covered with a perforated plate. Exhaust gas noise and cooling ventilator noise are the most prominent among the noise portions emitted to the environment of the engine room. In order to comply with noise-limiting rules and regulations it is necessary to install noise absorbing devices on all engine room openings, such as air intake and exhaust apertures. The following principle of acustics is applicable, in approximation, to establish the reduction of noise level:
A1 Lnx (dB) = Ln1 + 16.6 x ln Ax
Lnx (dB) : Noise level in distance Ax (m) Ln1 (dB) : Noise level in distance A1 (m)
Formula 23: Acustic principle
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12/01
11 - 3
11.4
Material for sound insulation and sound absorption

The subsequent material example offers both sound absorption and sound insulation in its structure and mass. Sound insulation Sound-absorbing masses, sprayed-on; thickness of the sound-absorbing masses max. 3 x plate thickness Heavy mat, glued on Sandwich plate Plastic plates Double wall construction of enclosures Foam, at least 20 mm thick or stronger for air supplies, permanently glued or mechanically secured. Fibre or foam, prevented from pouring out, and protected against sponging of moisture, by plastic foil retained by a perforated plate with 20 to 25 % of perforation. Decoupling via elastic beddings or connecting enclosure walls with elastic elements.
11

11 - 4
Sound absorption
Sound isolation
12/01
For the insulation of vibrations, e. g., of the floor of operator cabins, mats made of jute felt with heavy-gauge rubber sheets can be provided.
Material Soundabsorbing masses, Installation location Large surface plates and covers Composition
Foam, open pores
Air supply and exhaust ducts
Foam, film coating
Engine room
Fibre material (rock wool)
Engine room, driver cabin
Floor coating
Drive cabin
Absorption mats
Separating walls
Tab. 49:
Absorption materials
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12/01
11 - 5
11.5
Additional measures for enclosing the engine

The sound insulation has high heat insulation which must be considered when dealing with heat dissipation. The internal temperatures of an engine enclosure can increase dramatically, therefore the temperature resistance of useable construction elements and engine attachments must be observed. For the thermal relief of the engine room, it is recommended to use forced air ventilation with an additional fan, or to use appropriate installation measures on the air supply and exhaust lines of the engine.
11

11 - 6
12/01
12
Electrical system
12.1
Batteries
For electrically started engines, very high current surges are required from the battery while starting. The batteries must be capable of delivering this current. For cold starting, low temperature test current is decisive, in addition to the battery capacity (see DIN 43539, section 2). The specifications are indicated on the battery. Highly reliable low temperature test currents are allocated to the starters. In the following table, this allocation with battery size specifications are entered. Use of batteries with cold testing current higher than recommended results in reduced life expectancy of the starter, damages of starter pinion and/or toothed flywheel ring are to be expected. Cold starting is worsened with insufficient low temperature test current. The environmental temperature of the batteries may not exceed a max. of 60 C. Batteries must be installed with easy accessibility for maintenance work, unless maintenance-free batteries are used. The battery mounting space must be well ventilated. Mounting of electrical switch gear in the environment of batteries is not permitted, due to possible sparking with subsequent danger of explosion. Maintenance regulations and further instructions are to be found in the manufacturers specifications.
Note: Unless furnished by Deutz, all open electrical connections are to be shielded with protective covers, such as caps, etc.
12
12/01
12 - 1
Electrical system
Batteries must be mounted so that movement is not possible.
Allocation of batteries and dimensioning of starter battery cables leading to various starters
Starter type and performanc e in [kw] Nominal voltage in [V] 88 110 143 176* 210* 395 450 570 790* 700* 660 750 950 1320* 1160* 500 660 750 1000 1160* 660 750 950 1000* 1160* 395 450 570 600* 700* 450 570 790 700* 750 950 1320 1160* 300 395 450 600 700* 66 88 110 170 210* 88 110 143 170* 210* 110 143 176 210* 1150 1150 1250 1480 1325 940 1050 1100 1100 1100 1520 1620 1760 Battery cold Permitted testing current battery acc. to DIN capacity at 43539/2 at 27C in [Ah] 18C in [A] Battery cold testing current acc. to SAE, BCI, or DIN EN50342 in [A] Starter short circuit current at 20C** in [A] Minimum/Maximum permitted total resistance in [m] RBatt + Rfeeder line 3.1 - 4.7 3.1 - 4.7 3.1 - 4.7 3.1 - 4.7 3.1 - 4.7 8.4 - 12.0 8.4 - 12.0 8.4 - 12.0 8.4 - 12.0 8.4 - 12.0 6.8 - 9.0 6.8 - 9.0 6.8 - 9.0 6.8 - 9.0 6.8 - 9.0 1600 1750 2000 5.2 - 8.4 5.2 - 8.4 5.2 - 8.4 5.2 - 8.4
Cable length Min./Max. in[m] with a lead cross section in
[mm2] of 35
50
70
95
120
IF 3.0 (1013) 12
Current 0.0 - 1.4 load too 0.3 - 2.4 high 1.4 - 3.5 1.0 - 3.1 0.0 - 1.0 0.0 - 3.5 1.0 - 4.4 2.8 - 6.2 3.5 - 6.9
0.0 - 1.9 0.4 - 3.4 1.9 - 5.0 1.4 - 4.5
0.0 - 2.6 0.5 - 4.5 2.6 - 6.6 1.9 - 5.9
0.0 - 3.3 0.6 - 5.8 3.3 - 8.4 2.4 - 7.6
IF 4.0 (1013) 24
0.0 - 1.4 0.1 - 5.0 1.5 - 6.3 4.0 - 8.8 5.0 - 9.9
0.0 - 1.9 0.1 - 7.0 2.1 - 9.0 5.6 - 12.6 7.1 - 14.1
0.0 - 2.6 0.1 - 9.3 2.7 - 11.9 7.4 - 16.6 9.4 - 18.6
0.0 - 3.3 0.2 - 11.9 3.5 - 15.3 9.5 - 21.2 12 - 23.8
KB 5.4 (1015) 24
0.0 - 1.4 Current 0.0 - 2.8 load too Current load high too high Current load too high
0.0 - 1.9 0.0 - 3.9 1.9 - 6.9 2.5 - 8.0 4.0 - 11.0
0.0 - 2.6 0.0 - 5.2 2.6 - 9.1 3.3 - 10.6 5.3 - 14.6
0.0 - 3.3 0.0 - 6.6 3.3 - 11.7 4.2 - 13.5 6.8 - 18.7
KB 6.6 (1015) 24 Tab. 50:
Current load too high
0.0 - 1.9 0.0 - 4.9 1.9 - 8.0 0.9 - 7.0
0.0 - 2.6 0.0 - 6.5 2.6 - 10.6 1.2 - 9.2
0.0 - 3.3 0.0 - 8.3 3.3 - 13.6 1.5 - 11.8
Allocation of starters and batteries, and dimensioning of starter/battery cables
*=
The battery's cold testing current is higher than permitted for the specific starter. Therefore this battery should not be used in conjunction with the corresponding starter. If batteries of higher capacity are required for technical reasons it is necessary to use correspondingly long cables, in order to comply with the rules for maximum/minimum total resistance of batteries and cables. The cable lengths listed in the table are approximations only, the prescribed resistance has priority. Compliance has to be ascertained through resistance measurement, if required.
** =
The short circuit current at 20C represents the maximum occurring starter current. The cable cross section is determined by this value.
Electrical system
12
12 - 2
12/01
12.2
Dimensioning the cables between starter and battery

The calculation to determine minimum cross section values includes the consideration of cable heat rise and total resistance of the system.
For classified installations the following calculations are for information only. The values set forth by the individual classification groups have priority.
12.2.1
Minimum cross section corresponding to cable heat rise

Calculated determination of the minimum cross section has to include consideration of cable heat rise at short-term permitted cable load of 30 A/mm2 according to the following equation:
Ik q [mm] = IL =
Ik 30
Formula 24: Cable cross-section
This minimum cross section q must not be reduced under any circumstance!
12.2.2
Required nominal cross section corresponding to total resistance

The total resistance of the system is composed of internal battery resistance, resistances of feed lines, return lines, and connecting lines, and of transition resistances.
12
Rtotal = Rbattery internal + Rfeed line + Rreturn line + Rconnection lines + Rtransition
Depending on starter size the total resistance Rtotal has to be present, the magnitude of which has to be taken from Tab. 50 on page 2. The individual resistances, thus cross sections, batteries, and cable lengths can be selected so that the permitted range of total resistance is in compliance with the limitations.
12/01
12 - 3
Electrical system
Calculation of internal battery resistance:
The internal battery resistance of a fully charged battery (PE = %) at 20C can be calculated from the cold testing current IKP noted on the battery acc. to DIN 43539 (30 sec discharge time, 9 V minimum voltage per 12 V battery) (Values applicable for lead acid batteries only):
For 12 V systems For 24V systems
RiBatt+20C = 2400x(0.687/IKP) RiBatt+20C = 4800x(0.687/IKP)
For other than DIN 43539 values for cold testing current the internal battery resistance must be amended accordingly. For indications according to SAE, BCI, and DIN EN 60095-1 (will be changed to DIN EN 50342) the cold testing current increases by factor 1.66, compared to DIN 43539. On rare occasions IEC is indicated (60 sec. discharge time, 8.4 V minimum voltage). For this the increase factor is 1.15 compared to DIN 43539. These factor are to be taken into account for each calculation of internal battery resistance.
12
Electrical system
12 - 4 12/01
Calculation of cable resistance:
After the required cross sections corresponding to cable heat rise have been determined, the cable resistances can be determined from table 'Copper lead cross sections':
Nominal Resistance cross section per m cable length [m/ [mm2] m] at 20C 0.75 1.0 1.5 2.5 4 6 10 16 25 35 50 70 95 120 Tab. 51: 24.7 18.5 12.7 7.6 4.71 3.14 1.82 1.16 0.743 0.527 0.368 0.259 0.196 0.153
Diameter [mm]
Diameter including insulation * [mm] 2.5 2.7 3.0 3.6 4.4 5.0 6.5 (-) (2.1) (2.4) (3.0) (3.7) (5.0) (6.4)
permitted permanent current ** [A] at environmental temp. + 30C+50C
1.3 1.5 1.8 2.2 2.8 3.4 4.5 6.3 7.8 9.0 10.5 12.5 14.8 16.5
19 24 32 42 54 73 98 129 158 198 245 292 344
13.5 17 22.7 29.8 38.3 51.8 69.6 91.6 112 140 174 207 244
8.3 (8.0) 10.4 11.6 13.5 15.5 18 19.7
Copper lead cross sections acc. to DIN ISO 6722 part 3, PVC insulation * smaller ODs possible when using different insulation matter (Values in brackets for material TPE-E, lead 13Y acc. to Deutz factory standard 823 600-2, temperature-proof from - 40C to + 150C, e.g. for engine cable harness). ** acc. to DIN VDE 0298, part 4.
Lead length for 2-pole cables normally used for marine application applies to the + lead, the connection lead between batteries, and the -lead.
12
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12 - 5
Electrical system
Calculation of transition resistances:
Transition resistances differ considerably, they can not be globally calculated. Especially on installations with many transitions, or when utilizing a battery cut-off switch, these resistances can be determined only through measurements. Example: Nominal cross section of starter main line Installed lead acid battery acc. to DIN 45539: 2 x 12V, 143Ah, IKP = 570A, IK = 1760A (see table "Allocation starter/battery) Installed starter: 5.4 KW, 24V with perm. total resistance Rtotal = 6.80...9.00 [m] (see table "Allocation starter/battery) Cable length from battery to starter terminals:4.5m Return line starter to battery: 1.0m Total cable length: 5.5m
Cable cross section =?
Lead resistance =?
12
Electrical system
12 - 6
a) Calculation of minimum cross section: Minimum starter main line:
Ik q [mm] = IL =
Ik 30 =
1760/30 = 58.6 mm2
Selected: 70mm2
12/01
b) Calculation of nominal cross section: From 70mm2 selected nominal cross section the cable resistance is taken from table "Copper lead cross section" Rlead = 0.259 x 5.5 [m/m x m = m] = 1.425 [m] Transition resistance: Measured proof required; however, considered negligible. RiBatt + 20C = 4800 x (0.687 / IKP) = 4800 x (0.687 : 570) = 5.785 [m] Rtot = RiBatt+20C + Rlead = 5.785 + 1.425 = 7.210 [m]
Internal battery resistance:
Total resistance:
c) Result: The total resistance is within limitations of the permitted total resistance of 6.80....9.00 [m] , i.e. the selected nominal cross section can be maintained for the cable length noted above.
12
12/01
12 - 7
Electrical system
12.3
Starter
The starter is to be protected against water spray, oil, and excessive temperature. A guard plate is to be provided. For permitted permanent temperature of the starter housing (Pole housing) + 100 C must not be exceeded. The maximum permanent permitted housing temperature of the starter's engaging magnet is also +100 C. Short-term temperature peaks up to +120 C are permitted on both measuring points, 'short-term' is defined as maximum 15 min, and the total of such occurrences is limited to appr. 5 % of the total operation time.
12
Electrical system
Fig. 122: Diagram Starter 12V 3.1 kW single-phase, 24 V 4.0 kW single-phase 12 - 8 12/01
Fig. 123: Diagram Starter 24 V 4 kW 2-phase, 24 V 5.4 / 6.6 kW 2-phase
Code No. G 1 H2 M1 P4 S1 S 18
Type of electrical component Generator Signal lamp Starter RPM indication, auxiliary possibility via pick-up Ignition start switch Switch
Application range Power supply Load control Engine start Engine Engine start Display lighting
12
Tab. 52:
Explanation of descriptions in diagrams
12/01
12 - 9
Electrical system
12.4
Control line to starter and starter lock relay
12.4.1
Dimensioning of control line to starter (Battery Start switch - Terminal 50)

Dimensioning of the starter control line can be selected from diagram (s. Fig. 124:), if it is routed as one individual, separate lead between battery start switch - terminal 50.
Cable cross section
Determining the cable cross section with known cable length of the control cable - at temperatue function limit 100C -
2 (next standard cross section is 4mm )
+100C Example: Starter JF 12V 3 kW Cable length 7m = cable cross section > 3.8mm2
12
Electrical system
12 - 10
KB 24V 5.4 kW R=308m KB 24V 6.6 kW R=308m Minimum cross section
Length of control cable
Fig. 124: Dimensioning of starter control cable
12/01
12.4.2
Start block relay

The start-block relay prevents the single-tracking of the starter pinion with the engine running and protects the starter pinion and the ring gear from being destroyed. A start-block relay is always required if the engine cannot be directly heard or observed when starting, or with double engine systems. The mounting should be right next to the starter to keep voltage losses to a minimum at typical cable expenditure. When selecting the time relay, it should be observed that restarting is only possible when the engine has stopped. Permissible environmental temperatures of the starter-block relay: 30 C+75 C Relay positioning (installation position): Connections facing downward
12
12/01
12 - 11
Electrical system
12.5
Generators
Generators are to be protected against heat radiation and spray water. The highest permitted temperature of the generator is dependent on the model. In general, the following highest values are applicable for the generators offered in our scope of delivery:
Max. housing temperature in [C] AC generator Regulator and AC generator, mounted Over-voltage protection device Tab. 53: * ** Generator temperatures Cooling air temperature in [C] +80 *
+90 +130 ** +60
Generators are ready for operation at all electrical conditions at up to a maximum of 80 C environment and air temperature Measuring point on the regulator: On Bosch systems letter "A" in label GERMANY
Die Dimensioning of B+ and B- leads is determined by the maximum permitted voltage drop of Utot. = 0.8 V jointly for both leads. With the maximum load current of the generator, via specific cable resistance qR qR = Rload lead / Llead =Utot. / (Iload current x Llead) m/m lead from Table 51 "Copper lead cross sections", the required nominal cross section can be determined. Or one can calculate: A [mm2] = ( Iload current [A] x Llead[m] x p [mm2/m]) / U [V] With p = 0.0185 Maximum permitted length of the load line at 12V 24V
12
Electrical system
12 - 12
5m 15 m
12/01
Fig. 125: Diagram Generator 28V 55 / 80 A 2-phase
For code No. allocation see Tab. 52: Chapter 12.3
12
12/01
12 - 13
Electrical system
12.6
Dimensioning various cable cross-sections

For reason of tensile strength the cross section of control lines, lighting lines or power supply lines, resp., has to be at least 1.5 mm2. Heat rise and voltage decay must be taken into consideration when dimensioning cable cross sections.
12.6.1
Lead dimensioning for heat rise

For the prevention of intolerable heat rise of cable leads, the following current density S [A/mm2] must be complied with for all electrical conductors:
S < 30 [A/mm2] short-term consumers S < 10 [A/mm2] continuous consumption
(e.g. Main starter cable) (e.g. Load line of generator)
Minimum cross section q [mm2], which must not be fallen below, derives from:
q = I [A] / S [A/mm2]
12
Electrical system
12.6.2
Lead dimensioning for voltage decay

The cable lead cross section is calculated from the maximum permitted voltage decay UVL [V] of 10% of current I [A], the specific electrical resistance p 0.0185 [mm2/m], and the cable length [m]: A[mm2] = I [A] x p [mm2/m] x L [m] / UVL [V]
I = P [Watt] / U [V]
The so calculated cross section has to be rounded up to the next applicable value shown in Table 51 "Copper lead cross sections". Cross sections below 1.5 mm2 are not permitted!
12 - 14
12/01
12.7
AC generators
24 V-generators are peak-voltage resistant up to 300 V, 12 V generators are peak-voltage resistant up to 200 V. Voltage peaks from the generator are limited by Zener diodes to a maximum of 56 V. With voltage resistant or zener diode protected designs, voltage peaks in the network can occur without endangering the generator or the regulator, e.g., during emergency operation without battery. All generators and installation regulators furnished by DEUTZ are protected against excessive voltage infiltrating from the board network. Electronic components are being added to the power system in increasing numbers. These electronic components are very sensitive to voltage spikes caused by generators or switching processes in the power system. Thus it is necessary to connect inductive components, e. g. coils, relays, or solenoids using a free-wheeling diode or a parallel resistor. When connecting, e. g., the battery cables on the terminals of AC generators, correct polarity matching is of utmost importance (Generator B+ with the "+" phase of the battery, Generator D- with the "-" phase of the battery). Reversing the polarity means a short-circuit and destruction of the power rectifier. Thus the generator does not function.
12
12/01
12 - 15
Electrical system
12.8
Lifter solenoid
Lifter solenoids of Diesel engines serve as an electrical engine shut-off device, in which a system for engine monitoring can be integrated (e.g. monitoring of oil pressure, coolant temperature, oil temperature, RPM, etc.). The solenoids are installed directly on the engine and affect the control rod of the injection pump via a controlling unit. The solenoids are electrically operated in the work switching. When the engine is started and while it is running, the solenoid is de-energised and does not influence the control rod movement. When activated during engine operation, the lifter solenoid moves the regulator rod to position "Zero fuel feed". The engine shuts down. The electric cable cross sections can be dimensioned according to Kapitel 12.6, where the permitted voltage loss for cables including terminals, switches, and contacts can be a maximum of 10 %. As a result of being installed close to the engine, this type of solenoid must hold up to high acceleration forces and environmental temperatures: Permitted continuous vibrating stress: Permitted continuous environmental temperatures: Permitted continuous surface temperature of the solenoids: Minimum magnetic forces: Boundary conditions and environmental temperature: 20 g 40+120 C up to +150 C 80 Nm at stroke = 0 mm 50 Nm at stroke = 7 mm 75 % Uof rated and +90 C or 90 % UNom and +120 C
12
Electrical system
12 - 16
Note When switching off the solenoid, voltage peaks arise which can destroy unprotected unit electronics. DEUTZ offers solenoids with protective diodes to protect unit electronics from these voltage peaks.
12/01
13
Engine monitoring
Monitoring systems are required for operation monitoring of the engines. The scope of monitoring is determined by the rules and regulations set forth by appropriate supervision authorities, by the authorized classification group, and by the demands of the ship's owner. Engines not permanently supervised by a machinist have to be equipped with correspondingly extensive monitoring devices. Deutz assumes that Lubrication oil pressure, Coolant temperature, Engine RPM, Coolant level, and for mixing vessels the exhaust gas temperature are permanently monitored by means of optical and/or audible alert.
Note: On engines BFM 1013 MC (with charge air cooling only) monitoring of the second cooling circuit for keel cooling, and of the raw water cooling circuit, must include the charge air temperature. A corresponding switch must be set at 60C.
Engine shut-off must be provided for engines on which no imminent danger from automatic shut-off exists for ship or equipment (e.g. aggregates).
13
12/01
13 - 1
Engine monitoring
13.1
Monitoring via Deutz panels

Deutz offers a complete monitoring system for monitoring marine engines 1013/1015M. Optionally three monitoring panels can be furnished, different in respect to scope or convenience. These monitoring systems are not classiviable.
Function (Scale range of display) Start/Stop and ignition key Load control Dimmer for instrument lighting Horn with confirmation Engine stop function Self test RPM (0 - 3000 min-1) Warning for excessive RPM Engine lubrication oil pressure (0 - 10 bar) Coolant temperature (40 - 120C) yes yes
Panel 1 yes yes
Panel 2 yes yes yes yes no
Panel 3
Adjusted value
Continuous lighting yes no no no Display no yes no Display no
25 - 100 %
At ignition one full hand motion and brief lighting of alert lamps Display no
Display and warning Display and warning Display and warning 0.5 bar via horn/lamp via horn/lamp via horn/lamp Display and warning Display and warning Display and warning 105C via horn/lamp via horn/lamp via horn/lamp Display and warning Display and warning Act. 130C, via horn/lamp via horn/lamp nom. 100C no no no Warning lamp/horn 2 x Panel 2 or 3 30 m bei 1.0 mm2 45 m if 1.5 mm2 326 x 160 x 145 420 x 160 x 145 no Display Display Warning lamp/horn 2 x Panel 2 or 3
Gear drive oil temperature no (50 -150C) Gear drive oil pressure Exhaust gas temperature (200 -700C) Charge air pressure (0 - 5 bar) Coolant level no no no Warning lamp/horn
13
Engine monitoring
Parallel operation of panels no possible with max. ... Max. cable length from control/distribution box to panel *) 15 m if 1.0 mm2 22.5 m if 1.5 mm2
Panel size, width x height x 240 x 160 x 95 depth [mm] Tab. 54:
System description monitoring panel 1, 2, or 3
*)Due to system provisions, cable cross sections > 1.5 mm2 can not be used on the existing multi-lead plug connections.
13 - 2
12/01
Depending on panel type the sensors are incorporated in the engine, and wired to a central plug connector.
Lead from
cr.sect. to
13
Fig. 126: Terminal allocation of central plug connector
12/01
13 - 3
Engine monitoring
A cable harness 2 m long is furnished for connection of the engine control box, including the corresponding plug half. Normally the engine control box is mounted in the engine room. Rubber cap-protected push buttons for actuation of two overloead fuses are located on the side of the control box. On panels 2 and 3 there is also a turn switch located on the side of the control box, for the activation of the corresponding panel (if several panels are provided for one engine). For connection of the control box with the distribution box (if several panels are provided for one engine), or with the panel, Deutz furnishes either a cable harness 6 m long with connected plug half for the control box, or the plug half with corresponding contact pins. The plug half for the panel is always furnished separately.
Panel side
Cable harness side
Plug: Plug bushing: for cable

0.75
PIN
Utilization
13
Engine monitoring
13 - 4
VACANT VACANT VACANT VACANT VACANT VACANT VACANT VACANT
Fig. 127: Pin utilization plug half panel
Panels are always furnished as built-in devices. If they are to be installed in a control compartment (or similar housing), such compartment has to be provided by the firm/shipyard executing the installation of the engine.
12/01
13.1.1
Panel 1
Panel 1 represents a simple device for ships operated without Radar, and without being subjected to special inspections, e.g. by SUK.
maximum 4 sensors, 1 Panel with open rear; permanent lighting no audible alert
Plug half furnished with panel
Cable
one end with plug half the other end open
Key switch:
OFF Operation Start Length 2m rigidly mounted on control box Cable harness various cross sections
Engine control box (M1)

mounted on engine Terminal strip
Cooling agent temperature
Oil pressure Cooling agent level

(Bedla)
2 x PG fitting Central plug connector for customer Application Engine
25 pol. terminal strip Relay 2X (1x delay) Fuses 2X (Actuation outside of box)
RPM Control lines
Starter Generator Start/Stop
This panel is applicable up to: Operational temperature - 20C - + 55C Bearing temperature - 30C - + 80C Protection type IP65 on front in mounted state acc. to IEC 60529 Mounting position 0 - 90 i.e. horizontal to vertical
13
12/01
13 - 5
Engine monitoring
Fig. 128: Electrical equipment version 1
Adjustment of pulse number on RPM counter: Switch operation voltage OFF Depress and hold key located on the housing's rear wall
13
Engine monitoring
13 - 6
Fig. 129: RPM counter
Switch operation voltage ON. Display alternatingly indicates "Pulse" and "Adjust". Select function "Pulse". Pulses per revolution are displayed. Immediately begin entry of No. of pulses through repeated actuation of the key. The following pulse numbers are to be programmed: 1013M129.00 pulses 1015M167.00 pulses The number in flashing mode can be changed through key actuation. After entry of the flashing number, wait 3 seconds. Then the next number begins to flash. Do no longer actuate the key upon completion of the pulse number entry. Now the display changes to operation hours counting. Entry is completed.
12/01
Entry of warning point
13
Fig. 130: Warning point selection
12/01
13 - 7
Engine monitoring
Diagrams Panel 1
Customer
Coolant tank Coolant Level
Coolant temp.
Lub. oil pressure
RPM sensor/pick up
13
Fig. 131: Customer - Engine
Engine monitoring
13 - 8
Battery
12/01
X17/5 Starter X17/ Stop solenoid Y1 X17/7 Stop solenoid Y1
RPM sensor B 1/1 RPM sensor B 1/2
Lub. oil pressure B Coolant temp.
12/01
Engine monitoring
Control box mass
Fig. 132: Control box
13 - 9
13
Engine mass
Instrument panel Panel P1
Engine oil pressure
RPM Indicator Stop key
Coolant temp.
Load control
Coolant level
13
Engine monitoring
13 - 10
Ignition lock
12 Coolant temp.
Fig. 133: Instrument panel
12/01
Notes:
Jumper required for engine 1013M No jumper for engine 1015M Jumper required for Panel 2 No jumper for panel 3 Color of connection cable: Brown Color of connection cable: Pink Color of connection cable: Yellow Color of connection cable: Red
Connection charge air pressure G
Fig. 134: Terminal strip in control box
13
12/01
13 - 11
Engine monitoring
13
Electrical equipment version 2

Bridges / Engine panel (P3)
BAI fastened on angular bracket Engine-specific programmed Plug half supplier of Panel LU
max. 8 sensors, 3 Panels
Panel 2 and 3
Bridges / Engine panel (P2)
max. 3 Panels
customer-supplied cable Distribution box

Terminal strips
Exhaust gas temperature
Therm ent lin e 3m

Length 2m rigidly mounted on control box Terminal strips
optional
charge air pressure
Oil temperature Gear drive
Cooling agent temperature
Oil pressure
Cooling agent level Start Generator Start/Stop
Panels 2 and 3 are universally applicable, yet not classifiable. Compared to panel 2, panel 3 includes indication of exhaust gas temperature and charge pressure. A maximum of 3 panels 2 and/or 3 can be used for monitoring one engine.
RPM
Control lines
Engine monitoring
13.1.2
Bridge 1 Key switch: customer-supplied cable
Cable (K2) 6m
open end to distribution box / panel
13 - 12
Bridge 2
OFF - Operation - Start Plug half loosely included with LU panel
Fig. 135: Electrical equipment version 2

Engine control box (M2)
mounted on engine
o elem
Cable harness (K1)
Central plug connector Engine
2 x PG fitting for customer application
25 pol. terminal strip Relais 4X (1x delay) Fuses 2X Actuation outside of box Interlock
12/01
These panels are applicable up to: Operational temperature - 20C - + 55C Bearing temperature - 30C - + 80C Protection type IP65 on front in mounted state acc. to IEC 60529 Mounting position 0 - 90 i.e. horizontal to vertical Entry of engine type RPM counting takes place via pick-up at the toothed flywheel ring. Engine types 1013M and 1015M have different Nos. of teeth of the flywheel ring. This must be considered for correct RPM indication. For this purpose a jumper is either installed in or removed from the control box.
Entry of engine type in control box high line Engine type 1013:
Jumper from terminal 33 to terminal 38 of terminal strip X40 (see sketch)
Terminal strip
Jumper for engine type 1013
Engine type 1015:
no jumper
Fig. 136: Entry of engine type in control box high line
With High - line design (Panel 2 and 3) the warning points can be changed only with a computer and corresponding software.
13
12/01
13 - 13
Engine monitoring
Diagrams panel 2 and 3
Customer
Coolant tank
Engine
Coolant level charge air pressure
Exhaust gas temperature
Coolant temperature Gear drive N_

Gear drive oil temperature
Lubrication oil presure
RPM sensor
Lifter solenoid
13
Fig. 137: Customer - Engine
Engine monitoring
13 - 14
Light generator
Battery
Starter
Engine mass
12/01
Stop magnet plus plus Stop
Coolant level Coolant level Exh.gas temp

Exh.gas temp
RPM sensor
charge air pressure

Lubrication oil pressure,
Gear drive oil temp. Coolant temp. Coolant level charge air pressure
Lubrication oil pressure
Gear drive oil temp. Coolant temp.
12/01
Fig. 138: Control box
13 - 15
13
Controll box mass
Main relay
Engine monitoring
Stop relay Start relay Load control relay
Instrument panel
Instrument panel
Distribution box
Fig. 139: Instrument panel A, B, C, and distribution box
13
13 - 16
Instrument panel
Engine monitoring
12/01
Fig. 140: Distribution box (for 2 or 3 panels per engine)
13
12/01
13 - 17
Engine monitoring
Notes: (N...)
1. 2. 3. 4. 5. 6.1 Wiring portions depicted in broken-line fashion to be provided by customer Distribution box required only for 2 or more instrument panels Cables from distribution box to the panels to be provided by customer Cable connection in distribution box to be made by customer Resistor R* if required (depends on cable type and length; standard value 120 Ohm) If lead 1 from panel A is connected to terminal A1 in the distribution box, start or stop can be controlled from either panel; for this purpose service switch S3 has to be set in position 2 (panels are inactive in position 0 or 1). If lead 1 from panel A is connected on terminal A9, panel A is activated if S3 is in position 1 (panels B and C are inactive). Setting S3 in position 2 activates panels B and C; panel A is inactive. The following operation status prevails if diode V1/5 is installed, and lead 1 from panel A is connected on terminal A9 (Note 6.2): In position 1 of S3 only panel A is active; in position 2 all panels are active. Up to 3 panels (2 versions mixed, or 3 identical) can be installed. Version 1: Instrument panel high Line DEUTZ P2 drawing No. 0422 8655 KZ 0165-48 Version 2: Instrument panel high Line DEUTZ P3 drawing No. 0422 8668 KZ 0165-48 Design description acc. to H829908 part 1, e.g. G1 Engine cable harness Cable harness K2 included with control box Cable harness K3 Not furnished by DEUTZ No. of teeth of the toothed flywheel ring BFM1013: 129 BFM1015: 167 RPM sensor set corresponding to engine type, acc. to setting instruction 0426 0549 EE Plugs and contacts to be wired by customer. Parts are included with the instrument panel (panel 1) Installed on the engine if raw water heat exchanger is used
6.2
7.
8.
9. 10. 11. 12. 13. 14. 15. 16. 17.
13
Engine monitoring
13 - 18 12/01
12/01
Notes:
Utilize the plug parts loosely furnished. See construction set. Contacts clipsed into housing after crimping
Not drawn to scale
Designation of electrical parts, e.g. Electrical conduit
acc. to H 829908 part1 Not furnished by DEUTZ!
Fig. 141: Connection cable

Free lead ends are labeled Lead labels corresponding to connections on X29
Length L: To be determined by customer Distance between control box and instrument panel Maximum permitted length L: for low Line with panel 1: 15 Meters for high Line with panel 2 or panel 3: 30 Meters Shielding should be provided for protection of the electrical conduit against mechanical or thermal overload Corrugated pipe, shrink hose, or similar conduit. Not furnished by DEUTZ!
Connection control box Connection Instrument panel
Plug allocation pos. 1, view of wiring side
Contacts 6; 7; 8 are vacant
Bush for cable entry side shrunk-on with gasket Comply with procedural instructions issued by AMP For connection on the instrument panel use the plug connector included with the instrument panel
13 - 19
to from Conduit
13
Engine monitoring
Explanations of designations in diagrams
Code No. B1 B5 B6 B8 B 12 B 31 F 68 G 1 G 2 K 3 K 6 K 15 M1 N F8 F 10 S 25 V 1 X 17 X 20 X 28 X 29 X 30 Y 1
Type of electrical component RPM sensor Pressure sensor Pressure sensor Temperature sensor Temperature sensor Temperature sensor Level switch Generator Battery Relay Relay Relay Starter Overload fuse Overload fuse Selector switch Check diode Plug connection Plug connection Plug connection Plug connection Terminal strip Lifter solenoid, or magnet valve, resp.
Application range RPM monitoring and display Charge air pressure Engine oil display Circulation cooling water Exhaust gas display Gear drive oil Coolant level minimum Power supply Current storage Miscellaneous functions, N.O. Engine stop Start Start Notes Power supply Power supply Allocation of start selection general Separation point engine customer Electronic control device Control box Control device - Panel Control box Engine stop
13
Engine monitoring
13 - 20
Fig. 142: Code No. Type and application
12/01
13.2
Monitoring with panels not furnished by Deutz

Any application requires engine monitoring. If not furnished by Deutz, monitoring equipment must be obtained separately (e.g. for classified installations). Engine monitoring must be performed within the limit values shown in Tab. 55:
1013M Lubrication oil pressure [bar] Pre-alert Pre-alert Engine stop, or major alert Engine stop, or major alert Lubrication oil temperature [C] Coolant temp. Engine [C] Pre-alert Engine stop, or major alert Excessive RPM [min ] Pre-alert max. Engine stop max. Tab. 55: Monitoring limit values 2700 2800 2450 2500
-1
1015M 1.0 3.0 0.9 2.5 130 103 108
Main drive Auxiliary drive Main drive Auxiliary drive
0.9 1.8 0.7 1.5 130 105 113
1. The coolant level of the compensation tank is monitored by a level sensor for triggering motor stop or major alert. 2. On engines with mixing vessel after ATL the exhaust gas temperature must always be monitored by a thermo-switch (for BFM 1015 M on either side!) set at switch point 100C.
Notes 1. Main drive: 2. Auxiliary drive: Engine with large range of RPM selection Engine with fixed RPM. For application of an auxiliary engine with various RPM distinctively below nominal RPM, the values for main drive must be entered, or corresponding intermediate values. Notation of the maximum permitted entry values for excessive RPM limit. All lower values can be selected in accordance with the installation-related rules and/or demands.
13
3. Excessive RPM:
4. All other points to be monitored, e.g. exhaust gas temperature, charge air pressure, etc., have to correspond with the operation data of the individual engine.
12/01
13 - 21
Engine monitoring
13
Engine monitoring
13 - 22 12/01
14
14.1
General
The correct engine installation must not only fulfil the technical requirements for parts which must be maintained but also provide easy access to them. If this accessibility is not ensured, there is always the danger that this work will either not be carried out, or not at the correct time interval. This automatically leads to increased wear and the premature failure of the engine.
14.2
Checking the engine oil level Changing engine oil, Replacing the lubricant filter and fuel filter cartridge, Checking and cleaning the air filter, Cleaning the cooling system, Checking the V-belt tension, Battery maintenance, Venting fuel lines, Checking the cooling water level. Impeller change on raw water pump, Checking the generators, Checking the regulators, Checking the starter, Checking the injection pump, Adjusting the valves, Checking and replacing the injection nozzles, Cleaning the turbocharger, Changing the coolant.
14
12/01
14 - 1
14
14 - 2 12/01
15
Installations
15.1
Installation checklist
15
12/01 15 - 1
Installations
15
15 - 2 12/01
Installations
15.2
Calculation of torsional vibration
15
12/01 15 - 3
Installations
15
15 - 4 12/01
Installations
15.3
Connection dimensions
Comparison drawing number - engine type
drawing number raw water cooling 2201 9900 2201 9901 2201 9902 keel cooling 2201 9903 2201 9904 2201 9905 raw water cooling 0029 9900 0029 9901 0029 9902 0029 9903 0029 9904 keel cooling 0029 9905 0029 9906 0029 9907 0029 9908 0029 9909 engine type
BF6M1015M BF6M1015MC BF8M1015MC
BF6M1015M BF6M1015MC BF8M1015MC
BF4M1013M BF4M1013MC BF6M1013M BF6M1013MC BF6M1013MCP
15
12/01 15 - 5
Installations
BF4M1013M BF4M1013MC BF6M1013M BF6M1013MC BF6M1013MCP
15
15 - 6 12/01
Installations
Explanations of the abbreviations

Space for removal and service A 2 Luboilfilter A 5 Intake air cleaner A 11 Oil drain plug A 12 Oil sump A 14 Generator A 22 Starter A52 Raw water cooler A 53 Coolant level monitoring Connections B 3 Oil drain B 5 Fuel supply B 6 Fuel return B 6.1Overflow from injection nozzle B 8 Oil filling B 10 Exhaust B 15 Speed control B 16 Combustion air inlet B 23 Engine mounting B 45 Fuel supply to fuel filter B 46 Fuel return from fuel filter B 52 Coolant engine inlet B 53 Coolant engine exit B 54 Raw water cooler inlet B 55 Raw water cooler exit B 62 Compensating line B 63 Vent line to header tank B109 Return from heat exchanger B110 Supply to heat exchanger B 147 Coolant drain X 11 Central socket
C 78 Center of gravitiy
Index
A
Air pocke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19 Alignment accuracy . . . . . . . . . . . . . . . . . . . . . . 2-7 Alignment bearing play . . . . . . . . . . . . . . . . . . . 2-1 Angular counting - Drive side . . . . . . . . . . . . . . . . . . . . . . . . 3-20 - Free side . . . . . . . . . . . . . . . . . . . . . . . . 3-23 Axial fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 - Open access for double engines . . . . . . . 1-1 - Perforation, raw water filter . . . . . . . . . . 8-12 - Radiated heat portion . . . . . . . . . . . . . . . 4-2 - Switching point . . . . . . . . . . . . . . . . . . . . 5-4 - Temperature exhaust gas insulation . . . 6-13 - Temperature of surrounding air, engine room 4-1 - Test dust . . . . . . . . . . . . . . . . . . . . . . . . . 5-6 Drive element . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
B
Battery - Low temperature test current . . . . . . . . . 12-1 Bearing forces . . . . . . . . . . . . . . . . . . . . . . . . . 2-14 bedding - Elastic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 Bending moment . . . . . . . . . . . . . . . . . . . . . . . . 3-9 - Flywheel housing . . . . . . . . . . . . . . . . . . . 3-9 Bowden cable, speed adjustment . . . . . . . . . . 10-1
E
Effects of dust . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 Electrical system - Voltage peaks . . . . . . . . . . . . . . . . . . . 12-15 Engine lubrication . . . . . . . . . . . . . . . . . . . . . . . 9-1 Engine room - Overall planning . . . . . . . . . . . . . . . . . . . . 1-1 Exhaust silencer . . . . . . . . . . . . . . . . . . . . . . . . 6-1
C
Cooling cells . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10 Corrosion damages . . . . . . . . . . . . . . . . . . . . . 6-12 Coupling - Centre displacement . . . . . . . . . . . . . . . . 3-8 - Elastic . . . . . . . . . . . . . . . . . . . . . . . 2-2, 3-24
F
Foundation - Elastic bedding . . . . . . . . . . . . . . . . . . . . - Longitudinal beam . . . . . . . . . . . . . . . . . . - Rigid bedding . . . . . . . . . . . . . . . . . . . . . . Foundation plate . . . . . . . . . . . . . . . . . . . . . . . Fuel - Piston pump . . . . . . . . . . . . . . . . . . . . . . . - Rotor pump . . . . . . . . . . . . . . . . . . . . . . . Fuel consumption . . . . . . . . . . . . . . . . . . . . . . . 1-7 1-7 1-7 1-7 7-1 7-1 5-2
D
Dimension specification - Air speed . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 - Alignment bearing play . . . . . . . . . . . . . . . 2-1 - Back pressure, compressors . . . . . . . . . 3-34 - Combustion air quantity . . . . . . . . . . . . . . 4-1 - Continuous temperature, air flow, pressure joints . . . . . . . . . . . . . . . . . . . . . . 3-34 - Continuous temperature, fuel . . . . . . . . . 7-16 - Corrugated hose . . . . . . . . . . . . . . . . . . 5-11 - Environmental temperature, battery . . . . 12-1 - Exhaust particle . . . . . . . . . . . . . . . . . . . 6-14 - Filtration efficiency . . . . . . . . . . . . . . . . . . 5-5 - Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18 - Flow rate . . . . . . . . . . . . . . . . . . . . . . . . 8-12 - Free space engine/chassis . . . . . . 2-8, 2-13 - Heat transmission value . . . . . . . . . . . . . . 8-6 - KHD delivery regulation . . . . . . . . . . . . . 5-12 - KHD factory standard H 3461 . . . . . . . . 5-13 - KHD factory standard H 3482 . . . . . . . . 5-11 - KHD factory standard H 735 . . . . . . . . . 5-13 - Laboratory service life . . . . . . . . . . . . . . . 5-7 - Minimum axle spacing for double engines 1-1
I
Intake air . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
L
Laboratory service life . . . . . . . . . . . . . . . . . . . 5-6 Lubricating oil filter cartridge . . . . . . . . . . . . . . 9-1
O
Oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Outputs - cannot be uncoupled . . . . . . . . . . . . . . . . 6-8
P
Pressure - Definitions . . . . . . . . . . . . . . . . . . . . . . . 3-39 Pressure regulator . . . . . . . . . . . . . . . . . . . . . 3-34
R
Resonant frequency . . . . . . . . . . . . . . . . . . . . . 2-8
12/01
-A
Ring gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
S
Salt drag-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6 Sediment drain screw . . . . . . . . . . . . . . . . . . 7-17 Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 Sound reduction . . . . . . . . . . . . . . . . . . . . . . . 11-1 Starter pinion . . . . . . . . . . . . . . . . . . . . . . . . 12-11
T
Throttle - Closed circular pipeline . . . . . . . . . . . . . . 7-5 - Heating circuit . . . . . . . . . . . . . . . . . . . . 8-31 - High positioned fuel tank . . . . . . . . . . . . . 7-6 - Venting line . . . . . . . . . . . . . . . . . . . . . . . 8-7 Tilt - Long-term . . . . . . . . . . . . . . . . . . . . . . . . 1-5 - Short-term . . . . . . . . . . . . . . . . . . . . . . . . 1-5
W
Water outlet openings . . . . . . . . . . . . . . . . . . 8-10 Water shocks . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Z
Zinc soap . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
-B
12/01

INSTALATION Manual-2002 - 1013M - 1015M

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INSTALATION Manual-2002 - 1013M - 1015M

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Installation Guide for Diesel Engines

Types 1013 / 1015

Order No.: 0312 0378 en

Engine room ventilation

Combustion air system

Exhaust gas system

Engine cooling system

8.7 8.7.1 8.7.2 8.7.2.1 8.8 8.8.1 8.8.2 8.8.2.1 8.8.2.2

Sound insulation and sounddamping

AC generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15 Lifter solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16

Tab.48: Tab.49: Tab.50: Tab.51: Tab.52: Tab.53: Tab.54: Tab.55:

Engine dimensions 1013

Type 1013 Size when completed in [mm]

Engine type BF4M1013M BF4M1013MC BF6M1013M BF6M1013MCP Tab. 1:

A 1219 1219 1483 1483

B 712 712 712 712

C 916 916 961 961

D 300 300 345 345

E 616 616 616 616

Size when completed 1013

Minimum spacing Type 1013

Engine dimensions 1015

Type 1015 Size when completed in [mm]

Engine type BF6M1015M BF6M1015MC BF8M1015MC Tab. 3:

A 1205 1480 1673

B 1305 1305 1305

C 1021 1021 1021

D 361 361 361

E 660 660 660

Size when completed 1015

Minimum spacing Type 1015

Oil capacity1) in [l] min max 11 11 16 17 34 34 48 45 45

Maximum tilt [degree] Flywheel on the side

Maximum space below crank shaft (mm)

Kit high 25 30 30 30 30 30 36 21 22.5 low 25 30 30 30 30 30 36 21 22.5 left 25 30 30 45 30 30 36 21 22.5 right 25 30 30 45 30 30 36 21 22.5

Material of oil pan

50 60 34 34 34 34 442 Tab. 5: Max. permitted tilt position in [degrees]

Demands on the installation level A

The installation level must be within a parallelism of 2.0 mm.

Positioning and shape tolerances for elastic support

Alignment bearing play

NOTE: The installing company is responsible for the alignment!

Alignment of engine and shafts

Vertical alignment Horizontal alignment Flanged shaft

Measuring the angular deviations

12 oclock 3 oclock 6 oclock 9 oclock Tab. 6:

Measuring the angular deviations

Vertical alignment Measured value ( 6 oclock) x L t= D

Formular1: Vertical alignment, angular deviation

Horizontal alignment Measured value ( 3 oclock) - measured t= D

Formular2: Horizontal alignment, angular deviation

Measuring the centricity

12 oclock 3 oclock 6 oclock 9 oclock radial play (*) Tab. 7:

Measuring the angular deviations

Measured value ( 6 oclock) + measured value ( radial play) t= 2

Formular3: Vertical alignment, parallel displacement

Measured value ( 3 oclock) + measured t= 2

Formular4: Horizontal alignment, parallel displacement

Checking the flange parallelism

Measuring with free shaft ends

Spring deflection (mm) SIM 300 B

Mass 580...620 700...800 750...820 950...1050 1050...1250 1300...1550 1360...1450