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Text Introduction Introduction to project guide Key for engine designation Designation of cylinders Code identification for instruments Basic symbols for piping General information List of capacities List of capacities Engine performance Engine performance Heat balance Heat balance Heat balance Description of sound measurements Sound measurements Exhaust gas emission NOx Emission Moment of inertia Overhaul recommendations Overhaul recommendations Basic Diesel Engine General description Cross section Main particulars Dimensions and weights Centre of gravity Material specification Overhaul areas Low dismantling height Engine rotation clockwise Fuel Oil System Internal fuel oil system Fuel oil diagram Fuel oil specification Fuel oil quality Fuel oil cleaning recommendations Specific fuel oil consumption SFOC Lubrication Oil System Internal lubricating oil system Prelubricating pump Lubricating oil specification Treatment of lubricating oil Cooling Water System B 13 B 12 B 11 B 10 D 10 I 00
I 00 00 0 I 00 05 0 I 00 15 0 I 00 20 0 I 00 25 0
1643483-5.2 1609526-0.5 1607568-0.2 1687100-5.2 1631472-4.1
D 10 05 0 D 10 05 0 D 10 10 0 D 10 10 0 D 10 20 0 D 10 20 0 D 10 20 0 D 10 25 0 D 10 25 0 D 10 28 0 D 10 28 0 D 10 30 0 D 10 35 0 D 10 35 0
1607532-0.7 1699151-1.0 1643447-7.0 1624432-9.3 1683389-5.0 1683390-5.0 1624434-2.1 1609510-3.4 1613430-7.3 1624461-6.2 1687135-3.0 1607591-7.4 1607531-9.4 1699106-9.0
B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 11 1
1613472-6.6 1607529-7.2 1609517-6.8 1613473-8.5 1631458-2.0 1613423-6.3 1624445-0.4 1631462-8.0 1607566-7.1
B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 01 0
1613570-8.7 1624468-9.8 1609529-6.4 1693520-5.2 1655267-1.3 1607542-7.6
B 12 00 0 B 12 07 0 B 12 15 0 B 12 15 0
1613429-7.6 1624477-3.5 1609531-8.7 1643494-3.5
Index B 13 00 0 B 13 00 0 B 13 00 1 B 13 00 2 B 13 00 0 B 13 00 0 B 13 00 1 B 13 23 1 B 14 B 14 00 0 B 14 00 0 B 15 B 15 00 0 B 15 00 0 B 15 05 1 B 15 11 1 B 16 B 16 00 0 B 16 01 1 B 16 01 2 B 16 02 0 E 16 04 2 E 16 04 3 E 16 04 5 E 16 04 6 B 17 B 17 00 0 B 17 01 4 P 17 40 0 B 18 B 18 01 1 B 18 05 1 B 19 B 19 00 0 B 19 06 1 B 19 10 1 B 19 13 1 E 19 06 4 E 19 06 6 E 19 11 0 E 19 13 0
Drawing No. 1609571-3.4 1613439-3.1 1613575-7.3 1613576-9.3 1613441-5.2 1613442-7.0 1624464-1.0 1613485-8.5
Freshwater system treatment Internal cooling water system Internal cooling water system 1 Internal cooling water system 2 Design data for external cooling water system External cooling water system One string central cooling water system Preheater arrangement in high temperature system Compressed Air System Compressed air system Compressed air system Combustion Air System Combustion air system Engine room ventilation and combustion air Water washing of turbocharger - compressor Lambda controller Exhaust Gas System Exhaust gas system Dry cleaning of turbocharger - turbine Water washing of turbocharger - turbine Position of gas outlet on turbocharger Silencer without spark arrestor, damping 25 dB (A) Silencer without spark arrestor, damping 35 dB (A) Silencer with spark arrestor, damping 25 dB (A) Silencer with spark arrestor, damping 35 dB (A) Speed Control System Starting of engine Governor CoCoS Monitoring Equipment Standard instrumentation Standard instrument panel Safety and Control System Operation data & set points Mechanical overspeed Local starting box - No 1 Converter for engine rpm signal Engine control box no 1, safety system Engine control box no 2, safety- and alarm system Prelubricating oil pump starting box High temperature preheater control box
1613581-6.5 1699110-4.0 1639499-6.0 1693567-3.0
1609535-5.2 1607599-1.4 1607517-7.5 1613417-7.3 1609574-9.4 1609577-4.4 1609580-8.4 1609584-5.4
1607583-4.3 1679743-4.2 1683324-8.2
1687164-0.5 1624450-8.2 1639469-7.3 1635436-4.2 1631457-0.0 1643403-4.0 1631477-3.3 1631478-5.1
Text Foundation B 20
Recommendations concerning steel foundations for resilient mounted GenSets Resilient mounting of generating sets Test running Test running of GenSet on DO Spare Parts Weight and dimensions of principal parts Recommended wearing parts Recommended wearing parts Standard spare parts Tools Standard tools for normal maintenance Tools for reconditioning Extra tools for low dismantling height G 50 Alternator Information from the alternator supplier Engine/alternator type B 25 Preservation and Packing Preservation of diesel engine before dispatch Preservation of spare parts and tools Lifting instruction B 98 B 50 P 24 E 23 B 21
B 20 01 0 B 20 01 3
B 21 01 1
E 23 00 0 E 23 04 0 E 23 04 0 P 23 01 1
1613435-6.1 1607552-3.5 1643417-8.2 1655227-6.4
P 24 01 1 P 24 02 1 P 24 04 1
1655222-7.3 1679714-7.0 1679713-5.0
G 50 02 8 G 50 04 0
B 25 01 1 B 25 01 1 B 25 03 0
1350467-1.3 1350473-0.4 1624484-4.2
Introduction I 00 .
our Project Department is available with advices on more specific questions concerning the projecting. monitoring equipment. etc. All figures. e. X XX XX X Code letter Function/system Sub-function Choice number Code letter: The code letter indicates the contents of the documents: 08028-0D/H5250/94. we reserve the right to make changes in the technical specification and data without prior notice. test running. Therefore.08.2 Page 1 (1) Introduction to Project Guide I 00 00 0 General Introduction With this Project Guide we hope that we have provided you with a "tool" covering all necessary information required for project planning of the GenSet installation and making your daily work easier. when the contract documentation has been completed.12 B D E G I P : : : : : : Basic Diesel engine / built-on engine Designation of plant Extra parts per engine Generator Introduction Extra parts per plant Function/system number: A distinction is made between the various chapters and systems. measurements or information about performance stated in the project guide are for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes. The Installation Manual will comprise all necessary drawings. piping diagrams. foundation. Further. Sub-function: This figure varies from 0-99. the specific data depend on the alternator type. Project related drawings and installation instructions will be forwarded in a Installation Manual. Our product range is constantly reviewed.20 . values.MAN B&W Diesel 1643483-5.g.: Fuel oil system. Code numbers MAN B&W Holeby Diesel Identification No. developed and improved according to needs and conditions dectated. cable plans and specifi-cations of our supply. Choice number: This figure varies from 0-9: 0 : 2-8 : General information Standard optionals 1 9 : : Standard Optionals 03. Concerning the alternator.
12 04. 9 12. diam/stroke 16/24 21/31 23/30 27/38 28/32 32/40 : : : : : : 160/240 210/310 225/300 270/380 280/320 320/400 Design Variant Rating MCR : ECR : Maximum continuous rating Economy continuous rating 08028-0D/H5250/94.08. 7. 8. 6. 16. 18 Engine Type L : V : In-line V-built Cyl.08 .MAN B&W Diesel 1609526-0.5 Page 1 (1) Key for Engine Designation I 00 05 0 General Engine Type Identification The engine types of the MAN B&W programme are identified by the following figures: 6 L 28/32 H MCR No of cylinders 5.
12 01.31 .08.MAN B&W Diesel 1607568-0.2 Page 1 (1) Designation of Cylinders I 00 15 0 In-Line 08028-0D/H5250/94.
2 Page 1 (2) Code Identification for Instruments I 00 20 0 General Explanation of Symbols TI 40 Measuring device Local reading Temperature Indicator No.33 . 22 * * Refer to standard location and text for instruments on the following pages. 12 * Measureing device Sensor mounted on engine/unit Reading/identification in a panel on the engine/unit and reading/indication outside the engine/unit Pressure Transmitting No. 40 * PI 22 Measuring device Sensor mounted on engine/unit Reading/identification mounted in a panel on the engine/unit Pressure Indicator No.MAN B&W Diesel 1687100-5. Stop Transmitting Failure Valve.12 Following letters A D E H I L S T X V Alarm Differential Element High Indicating Low Switching. Atuator Flow Level Pressure Speed. System Temperature Voltage Viscosity Sound Position P S T U V X Z 05. 22 * Measuring device Sensor mounted on engine/unit Reading/identification outside the engine/unit Temperature Alarm High No. TAH 12 PT 22 Specification of letter code for measuring devices 1st letter F L 08028-0D/H5250/94.08.
inlet to engine 92 oil mist detector 93 knocking sensor 54 55 56 57 valve timing injection timing earth/diff.inlet engine 28 prelubricating 29 inlet rocker arms and roller guides intermediate bearing / alternator bearing level in base frame main bearings 34 35 36 37 charge air conditioning surplus air inlet inlet to turbocharger charge air from mixer 38 39 44 45 46 47 outlet from sealing oil pump fuel-rack position inlet to prechamber 48 49 Nozzle Cooling System 50 inlet to fuel valves 51 outlet from fuel valves 52 53 Exhaust Gas System 60 outlet from cylinder 61 outlet from turbocharger 62 inlet to turbocharger 63 compustion chamber Compressed Air System 70 inlet to engine 71 inlet to stop cylinder 72 inlet to balance arm unit 73 control air Load Speed 80 overspeed air 81 overspeed 82 emergency stop 83 engine start Miscellaneous 91 natural gas .33 08028-0D/H5250/94.08. oil cooler HT Water System 10 inlet to engine 10A FW inlet to engine 11 outlet from each cylinder 12 outlet from engine 13 inlet to HT pump Lubricating Oil System 20 inlet to cooler 21 outlet from cooler / inlet to filter 22 outlet from filter / inlet to engine 23 inlet to turbocharger Charging Air System 30 inlet to cooler 31 outlet from cooler 32 jet assist system 33 outlet from TC filter / inlet to TC compr.2 Page 2 (2) 04 05 06 inlet to alternator outlet from alternator outlet from fresh water cooler (SW) 07 08 09 inlet to lub. protection 58 59 oil splash alternator load 64 65 66 67 68 69 84 85 86 87 engine stop microswitch for overload shutdown ready to start 88 89 90 index . oil cooler inlet to fresh water cooler (SW) 14 14A 14B 15 16 inlet to HT air cooler FW inlet to air cooler FW outlet from air cooler outlet from HT system outlet from turbocharger 17 18 19 19A 19B outlet from fresh water cooler inlet to fresh water cooler preheater inlet to prechamber outlet from prechamber 24 25 26 27 sealing oil .fuel injection pump turbocharger speed engine speed 94 95 96 cylinder lubricating voltage switch for operating location 97 98 99 remote alternator winding common alarm 05. Fuel 40 41 42 43 Oil System inlet to engine outlet from engine leakage inlet to filter Code Identification for Instruments 1687100-5.MAN B&W Diesel I 00 20 0 General Standard Text for Instruments Diesel Engine/Alternator LT Water System 01 inlet to air cooler 02 outlet from air cooler 03 outlet from lub.12 74 75 76 77 inlet to reduction valve microswitch for turning gear inlet to turning gear waste gate pressure 78 79 inlet to sealing oil system .
02 .12 Symbol Symbol designation No 2. cocks and flaps Appliances Indicating and measuring instruments High-pressure pipe Tracing Enclosure for several components assembled in one unit PIPES AND PIPE JOINTS Crossing pipes.10 2. connected Tee pipe Flexible pipe Expansion pipe (corrugated) general Joint. screw down Safety valve Angle safety valve Self-closing valve Quick-opening valve Quick-closing valve Regulating valve Ball valve (cock) Butterfly valve Gate valve 2.12 2. 2.7 1.13 05.11 2.1 1.1 Page 1 (3) Basic Symbols for Piping I 00 25 0 General No 1.17 2.1 2. straight Non-return valve (flap). GATE VALVES.9 2.6 2.8 08028-0D\H5250\94. three-way Non-return valve (flap). 2. COCKS AND FLAPS Valve.2 2. not connected Crossing pipes.8 2. angle. straight screw down Non-return valve (flap).4 1. straight through Valve.6 1.7 2. screwed Joint.MAN B&W Diesel 1631472-4.19 3. flanged Joint.5 1.15 2. angle Non-return valve (flap). angle Valve. sleeve Joint.16 2.4 2. Symbol Symbol designation Spectacle flange Orifice Orifice Loop expansion joint Snap coupling Pneumatic flow or exhaust to atmosphere GENERAL CONVENTIONAL SYMBOLS Pipe Pipe with indication of direction of flow Valves.3 1. 1.18. quick-releasing Expansion joint with gland Expansion pipe Cap nut Blank flange VALVES.14 2.2 1.5 2.3 2.08. gate valves.
4 4.10 4. T-port in plug Cock.3 4.7 4. APPLIANCES 5. straight through in plug Cock with bottom connection Cock.1 Page 2 (3) CONTROL AND REGULATION PARTS Fan-operated Remote control Spring Mass Float Piston Membrane Electric motor Electromagnetic Manual (at pneumatic valves) Push button Spring Solenoid Solenoid and pilot directional valve By plunger or tracer 4. straight Double-seated changeover valve. with bottom connection Cock.MAN B&W Diesel I 00 25 0 General No 3. L-port in plug Cock. three-way.12 4.4 5.34 3.21 3.37 3.30 3.8 4.33 3.15 5.20 3. three-way.08.29 3. angle. normally closed 2/2 spring return valve.17 3.27 3. by solenoid Reducing valve (adjustable) On/off valve controlled by solenoid and pilot directional valve and with spring return No 4.5 4.18 3.38 3.02 .25 3. Cock.22 3.28 3.3 5.5 5.31 3. normally closed 3/2 spring return valve contr. angle Cock. straight through.6 4.32 3.35 3.11 4.1 5.6 Mudbox Filter or strainer Magnetic filter Separator Steam trap Centrifugal pump 08028-0D\H5250\94.13 4.24 3.19 3. straight through Cock.2 4. three-way.9 4. with bottom connection Thermostatic valve Valve with test flange 3-way valve with remote control (actuator) Non-return valve (air) 3/2 spring return valve.26 3.14 4. angle Cock.36 3. with bottom conn.2 5.23 3.39 Symbol Symbol designation Double-seated changeover valve Suction valve chest Suction valve chest with non-return valves Double-seated changeover valve.1 4.12 05. Symbol Symbol designation Basic Symbols for Piping 1631472-4. four-way.
3 7. 7. WITH ORDINARY DESIGNATIONS Sight flow indicator Observation glass Level indicator Distance level indicator Recorder 08028-0D\H5250\94.9 5.2 7. 6.2 6.23 Symbol Symbol designation Gear or screw pump Hand pump (bucket) Ejector Various accessories (text to be added) Piston pump Heat exchanger Electric preheater Air filter Air filter with manual control Air filter with automatic drain Water trap with manual control Air lubricator Silencer Fixed capacity pneumatic motor with direction of flow Single acting cylinder with spring returned Double acting cylinder with spring returned Steam trap No.20 5.14 5.11 5.18 5.1 7.5 6.12 5.7 5.10 5.19 5.08.22 5.4 7.02 .21 5.1 6.6 6. 5.1 Page 3 (3) Basic Symbols for Piping I 00 25 0 General No.12 05.15 5.MAN B&W Diesel 1631472-4.4 6.13 5.3 6. 6.17 5.9 7.8 5.8 6.16 5.5 Symbol FITTINGS Symbol designation Funnel / waste tray Drain Waste tray Waste tray with plug Turbocharger Fuel oil pump Bearing Water jacket Overspeed device READING INSTR.7 6.
General information D 10 .
T. inlet cooler L.0 kW m3/h m3/h °C °C kW m3/h °C kW m3/h °C 63 4.39 Nm3 2. the L. cooling water quantity** Lub. Based on tropical conditions.0 2. cooling water pump H.30 55 73 32 17.0 2.T. cooling water pump** H.4 18 67 36 299 36 36 219 24 77 98 7.T. 00. cooling water pump Lub.08. *** To compensate for built on pumps.45.5-7.T.23 42 54 24 15. The ISO fuel oil consumption is multiplied by 1. cooling water temp.0 55 36 16 1. 3. capacities of gas and engine-driven pumps are given at 720 RPM.79 7720 310 0. * Only valid for engines equipped with internal basic cooling water system no.025 1.0 2.15 35 48 20 14. cooling water quantity* L.5 (1-2.17 5510 310 0. ambient condition. press. cooling water quantity H. oil main pump SEPARATE PUMPS: Fuel oil feed pump *** L. oil temp.5 (1-2. allowable back.T.025 1.025 1.5 (3-5 bar) bar) bar) bar) bar) m3/h m3/h m3/h m3/h m3/h 0.0 55 36 16 1.5 (3-5 bar) bar) bar) bar) m3/h m3/h m3/h m3/h 1.0 0. internal basic cooling water system no.MAN B&W Diesel 1607532-0. oil stand-by pump COOLING CAPACITIES: LUBRICATING OIL: Heat dissipation L.5 18 67 36 348 42 36 257 28 77 112 8.025 2.27 48 60 28 16. continuous rating at 720 RPM 750 RPM ENGINE-DRIVEN PUMPS.T.19 35 48 20 14.7 Page 1 (1) List of Capacities D 10 05 0 L23/30H Max. cooling water quantity L. calorific value and adequate circulations flow. inlet cooler CHARGE AIR: Heat dissipation L.5 (1-2.09 8820 310 0.T. Air consumption STARTING AIR SYSTEM: Air consumption per start HEAT RADIATION: 08028-0D/H5250/94. cooling water pump* L.33 . inlet is 32° C instead of 36°C.T. except for exhaust flow and air consumption which are based on ISO conditions.0 2.0 55 36 20 (4-10 (1-2. cooling water inlet cooler JACKET COOLING: Heat dissipation H.0 55 36 20 1. ** Only valid for engines equipped with combined coolers.T.0 0.5 25 67 36 395 48 36 294 32 77 kg/h °C bar kg/s 4310 310 0. cooling are sea water.3 18 67 36 251 30 36 182 20 77 84 6. inlet cooler GAS DATA: Exhaust gas flow Exhaust gas temp.0 0. Max.0 Engine Generator kW kW 19 21 25 29 (See separate data from generator maker) 34 The stated heat dissipation. If L.025 2.T.0 55 36 16 1. cooling water pump Lub. 1 and 2.6 18 67 36 156 30 36 154 20 77 69 5.12 Cyl.49 6620 310 0.0 0. Fuel oil feed pump L. kW kW 5-ECR 525 550 5 650 675 6 780 810 7 910 945 8 1040 1080 (5.5 (1-2. Heat dissipation gas and pump capacities at 750 RPM are 4% higher than stated. cooling water temp.T.T.T.T.
025 2.T.3 69 45 20 (4-10 (1-2. cooling water quantity** Lub. Max.0 Engine Generator kW 32 37 42 kW (See separat data from generator maker) If L. ** Only valid for engines equipped with combined coolers. 05.5-5 bar) bar) bar) bar) bar) m3/h m3/h m3/h m3/h m3/h 0. except for exhaust flow and air consumption which are based on ISO conditions.T. cooling water pump** H. Air consumption STARTING AIR SYSTEM: Air consumption per start HEAT RADIATION: 08028-0D/H5250/94.T.T.29 52 63 30 17 0. cooling water inlet cooler JACKET COOLING: Heat dissipation H. The ISO fuel oil consumption is multiplied by 1. inlet cooler CHARGE AIR: Heat dissipation L. inlet is 32° C instead of 36° C.T.48 .5 (3. continuous rating at 900 RPM ENGINE-DRIVEN PUMPS.39 70 85 40 19 kW m3/h m3/h °C °C kW m3/h °C kW m3/h °C 117 7. cooling are sea water. kW 6 960 7 1120 8 1280 (5.T.T. allowable back. cooling water pump Lub.5 (3. calorific value and adequate circulations flow. inlet cooler GAS DATA: Exhaust gas flow Exhaust gas temp.5 18 67 36 369 46 36 239 30 77 137 8.12 Cyl.5 (1-2.T. cooling water temp. oil stand-by pump COOLING CAPACITIES: LUBRICATING OIL: Heat dissipation L.00 Nm3 2. 1 and 2.1 25 67 36 487 61 36 323 40 77 kg/h °C bar kg/s 8370 325 0. internal basic cooling water system no. the L.5-7.0 2.5 (1-2.T.62 11160 325 0.T. cooling water pump H. cooling water quantity L.5 (1-2.5 (1-2.5-5 bar) bar) bar) bar) m3/h m3/h m3/h m3/h 1.0 2. Fuel oil feed pump L. ambient condition. cooling water quantity H.08.MAN B&W Diesel 1699151-1. 3.34 61 71 35 18 0.T. oil temp.25 9770 325 0.T. cooling water temp.8 18 67 36 428 53 36 281 35 77 158 10. cooling water quantity* SW L. inlet cooler L.0 Page 1 (1) List of Capacities D 10 05 0 L23/30H Max.3 69 45 20 1.T.T. oil main pump SEPARATE PUMPS: Fuel oil feed pump *** L. *** To compensate for built on pumps. cooling water pump Lub. Based on tropical conditions.025 3. cooling water pump* L.025 2. * Only valid for engines equipped with internal basic cooling water system no.3 69 45 20 1. press.45.
94. const.5 100 % load 130 kW/cyl. max.2 bar Ambient cond.2 tair after cooler 0.8 0. grC 200 180 160 140 120 100 80 60 40 08028-0D/H5250/94.12 60 40 Spec.0 1.pressure bar 140 120 100 80 Ch.5 2.33 . charge air press.0 C .0 2. kg/kWh 14 12 10 8 6 Exhaust temp.0 smoke spec. fuel cons. Pme = 18. bar 3.4 0.00 bar . MDO calorific value 42700 kJ/kg (Generator load.5 1.1. grC 500 450 400 350 300 250 compr.08.* 20 * tolerance +5% 25 32. air temp.0 Page 1 (1) Engine Performance D 10 10 0 L23/30H MCR P = 130 kW/cyl. texh. g/kWh* 240 230 220 210 200 190 180 Smoke-Bosch (1 stroke) RB 1.MAN B&W Diesel 1643447-7. fuel cons. air cons. press. Ch. 25. pressure compr. at 720 RPM.RPM) texh.0 tair after compr. firing press. air cons. after TC max.5 50 65 75 97. before TC spec. air press.Cool W 25.0 C without engine driven pumps spec.
MAN B&W Diesel 1624432-9. 92.* 20 * tolerance +5% 25 40 50 80 75 120 100 % load 160 kW/cyl.0 smoke spec. Ch. max. Pme = 17.0 1. Spec. pressure compr. bar 3. grC 500 450 400 350 texh.Cool W 27.5 2.2 tair after cooler 0.9 bar Ambient cond. fuel cons.0 2. 27. grC 200 180 160 140 120 100 80 60 40 08028-0D/H5250/94.12 MDO calorific value 42700 kJ/kg (Generator load. before TC spec. kg/kWh 14 12 10 8 6 Exhaust temp.00 bar .0 C .5 1. air cons. at 900 RPM. press. 120 100 80 Ch. g/kWh* 240 230 220 210 200 190 180 Smoke-Bosch (1 stroke) RB 1. air temp.1. fuel cons.0 C without engine driven pumps spec. after TC 300 max. air cons. const.0 60 40 tair after compr.41 .3 Page 1 (1) Engine Performance D 10 10 0 L23/30H MCR P = 160 kW/cyl.08.8 0.RPM) texh. air press. firing press. charge air press.pressure bar 140 250 compr.4 0.
01 .0 2.0 65.0 17.5 25.0 32.5 30.5 20.0 47.0 Page 1 (1) Heat Balance D 10 20 0 L23/30H P = 130 kW/cyl.0 32.0 42.0 52.0 C .0 75.0 37. Radiation Lubricating oil Jacket cooling Exhaust gas* Charge air 20 15 10 5 0 * tolerance ±10% 01.0 27.0 97.00 bar .Cool W 36.5 50. 45.5 100. oil.0 22.0 % Load 130.5 45. Pme = 18.MAN B&W Diesel 1683389-5.1.0 12.12 Jacket cooling/Ch. const.0 25. at 720 RPM.0 C with engine driven pumps: Lub. RPM) Exhaust gas kW/cyl.5 40.5 15.2 bar Ambient cond. oil/Radiation 55.5 50. air Lub.0 kW/cyl.5 10.5 5. 110 105 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 08028-0D/H5250/94.08.5 35.0 7.5 0. HT Water (Generator load.
0 52.0 17. 110 105 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 08028-0D/H5250/94. RPM) Exhaust gas kW/cyl.12 Jacket cooling/Ch.0 % Load 135.5 Charge air 50.0 C .Cool W 36. Lubricating oil Exhaust gas* 20 15 10 5 0 Radiation * tolerance ±10% 01. Pme = 18. const.5 45.0 22. air Lub.5 40.0 25.0 12.0 27.5 75.0 kW/cyl.5 35.0 101.0 Jacket cooling 37.3 100.0 47.5 5. oil/Radiation 55.0 67.0 2.8 50.5 25.0 42.01 .0 33.0 Page 1 (1) Heat Balance D 10 20 0 L23/30H P = 135 kW/cyl.1.5 15.0 C with engine driven pumps: Lub.MAN B&W Diesel 1683390-5. HT Water (Generator load.00 bar .08.5 30.5 10.5 20.5 0.0 7. 45. at 750 RPM. oil.1 bar Ambient cond.0 32.
1 Page 1 (1) Heat Balance D 10 20 0 L23/30H MCR P = 160 kW/cyl.12 20 10 10 5 Radiation 0 0 0 0 25 40 50 80 75 120 100 % load 160 kW/cyl.Cool W 27. 60 Exhaust gas * Charge air cooler 110 55 100 50 90 45 80 40 Jacket cooling 70 35 60 30 50 25 40 20 Lubricating oil 30 15 08028-0D/H5250/94.23 .00 bar .08.9 bar Ambient cond.MAN B&W Diesel 1624434-2. RPM) Exhaust gas 120 Jacket cooling/Ch.0 C . const. Pme = 17.1. * tolerance ±10% 91. 27.0 C (Generator load. air Lub. at 900 RPM. oil/Radiation kW/cyl.
Sound Measuring "on-site" The Sound Power Level can be directly applied to on-site conditions. however. also depends on the number of sound sources. Small rooms with hard non-absorbing walls gives even higher values. Normally the Sound Pressure Level on-site is 3-5 dB higher than the given surface Sound Pressure Level (Lpf) measured at test bed. while large rooms with high-absorbing walls only result in minor deviations. no of microphone positions etc) and ISO 3746 (Accuracy due to criterion for suitability of test environment. directly after the turbocharger. it depends strongly on the acoustical properties of the actual engine room. instruments. we consider this method for giving the most reliable result. 06. K2>2 dB) Measurement of unsilenced exhaust sound is as mentioned previously carried out with a probe microphone inside the exhaust pipe. However. It does not. directly after turbocharger. the exhaust gas is led outside the test bed through a silencer. The GenSet is placed on a resilient bed with generator and engine on a common base frame. Measuring of unsilenced exhaust sound is carried out at the test bed. 08028-0D/H5250/94. Measuring Conditions All measurements are carried out in one of MAN B&W Diesel's test bed facilities. and how these are placed.02 . type 1 . Sound Power are normally determined from Sound Pressure measurements. Even no present standard is accessible for this type of measurement. and P0 is 20 µPa for measurement in air.MAN B&W Diesel 1609510-3. The actual Sound Pressure Level measured on-site.with 1/1 or 1/3 octave filters according to standard IEC Publication 225. where P is the RMS value of sound power in watts. Used sound calibrators are according to standard IEC Publication 942. and P0 is 1 pW.08.12 During measurements. Sound Power Level: LW = 10 x log P/P0 [dB] Standards Determination of Sound Power from Sound Pressure measurements will normally be carried out according to: ISO 3744 (Measuring method. engine rooms and around exhaust systems. These measurements can be used in the project phase as a basis for decisions concerning damping and isolation in buildings. class 1. Measuring Equipment All measurements have been made with Precision Sound Level Meters according to standard IEC Publication 651or 804. with a probe microphone inside the exhaust pipe. necessarily result in the same Sound Pressure Level as measured on test bed.4 Page 1 (1) Description of Sound Measurements D 10 25 0 General Purpose This should be seen as an easily comprehensible sound analysis of MAN B&W Diesel GenSets. Definitions Sound Pressure Level: LP = 20 x log P/P0 [dB] where P is the RMS value of sound pressure in pascals. background noise.
1 124.36 . ** 08028-0D/H5250/94.12 91. The exhaust sound measurement is according to DS/ISO 2923.MAN B&W Diesel 1613430-7.0 125.5 125. the test conditions is according to "Description of sound measurements" D 10 25 0.0 100.0 Exhaust sound:** Level dB (A) 120.3 Page 1 (1) Sound Measurements D 10 25 0 L23/30H Engine and Exhaust Sound Number of cylinders 5 6 7 8 RPM 720 750 720 750 720 750 720 750 Engine sound:* Mean sound pressure approx.5 117.0 100.5 100. The stated values are calculated and actual measurements on specified plant may be different.5 124. anechoic chamber dB (A) 96.08.0 123.6 95.8 96.5 124. the test conditions is according to "Description of sound measurements" D10 25 0.3 96.0 * The engine sound measurement is according to Cimac's Recommendation of measurement for overall noise of reciprocating engines.1 100.
08. CO. approx.MAN B&W Diesel 1624461-6. approx.00 2. that are known as noxious materials on account of their toxicity. HC. poses no problem in case of super-charged engines on account of the large amount of excess air compared with naturally aspirated engines. Where S is sulphur content of fuel in % of weight.00 g/kWh 6. approx. Holeby works should be consulted and advised of any existing local ordinances before any statements regarding emissions are made in case of concrete projects. 76 13 4 6 1 rest The ash and SO2 content of the exhaust gas is solely determined by the composition of the fuel and not by the combustion in the engine.2 Page 1 (1) Exhaust Gas Emission D 10 28 0 General The composition of the exhaust gases emitted by our medium-speed four-stroke diesel engines during full load operation and depending on the air/fuel ratio is as follows: % Volume Nitrogen N2 Oxygen O2 Carbon dioxide CO2 Water (vapour) H2O Argon Ar Ash. above the various proportion of carbon monoxide.g. NOx. of nitrogen oxides. wet) g/Nm 3 (5% O 2 . NOx. approx. dry) 300 200 25 50 75 100 Load % Fig.00 5. the MAN B&W Diesel A/S. sulphur dioxide SO2 and of the hydrocarbons. Nox emission L23/30H and L/V28/32H engines according to ISO 3046 conditions. etc. As the NOx emission is also greatly influenced by the site and operating conditions of the engine (e. as regards the environmental impact attributable to diesel exhaust gases only the components listed under "Rest" are of interest.34 . SO2 can be determined by the empirical relationship: SO2 * = (21. CO.00 7.00 3.2. ppm 1000 900 800 700 600 500 400 08028-0D/H5250/94.00 9. * Reference: Lloyds Register Marine Exhaust Emissions Research. charge air temperature). though it does play a role. soot. 99. dry) ppm (15% O 2 . The soot emission.12 g/Nm 3 (5% O 2 ). However. g/kWh 10.00 ppm (13% O 2 . HC. 1. approx.1 (kg/tonne fuel).00 8.00 4.9 x S) . and of these.
MAN B&W Diesel 1687135-3. The NOx emission is measured at worst case conditions during the IMO certification and surveyed by the major classifications societies.12 02. The emissions are measured at five load points and calculated as a weighted average after the D2 cycle.08. The Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel Engines.0 Page 1 (1) NOx Emission D 10 28 0 L23/30H The NOx measurements are made after Annex VI of MARPOL 73/78. The D2 cycle is used for marine auxiliary engines where the 75% and 50% load points have the biggest contribution the average value.12 . 18 16 NOx emission g/kWh 14 IMO Limit L23/30H 12 10 8 6 0 500 1000 Engine speed rpm 1500 2000 08028-0D/H5250/94.
48 . van Kaick ** Generator. of cyl.4 1120 900 47.0 301.3 * Generator.0 910 720 61.4 100.5 83.9 DIDBN* 121k/10 6 DIDBN* 121i/8 LSA** 52B L9/8p DIDBN* 131h/10 7 DIDBN* 121k/8 LSA** 54 VS4/8p DIDBN* 131i/10 8 DIDBN* 131h/8 LSA** 54 VS5/8p 780 720 37.5 94.6 1280 900 78.5 Generator *** kgm2 132.9 111.6 100 152.6 1080 750 49.9 960 900 65. Generator type Max.0 271. cont.4 810 750 37.0 110.4 273. make A.0 Total kgm2 442.4 945 750 61.5 133. kgm2 Flywheel kgm2 273.4 Page 1 (1) Moment of Inertia D 10 30 0 L23/30H Moment of inertia (J) No.0 279.12 *** If other generator is chosen the values will change.6 100. make Leroý Somer 08028-0D/H5250/94.0 422.4 100.3 485.0 331.5 273.2 1040 720 49. rating kW Speed Engine r/min. Moment of inertia : GD2 = J x 4 (kgm2) 05.0 349.0 200.3 120.5 273.MAN B&W Diesel 1607591-7.0 170.08.0 404.
........................................... measuring of ring grooves.000 monthly 16...................000 6-8. Retightening of bolts between engine frame and base frame ........ or Wet cleaning of turbine side ..000 Supporting chocks and bolt connections 08028-0D/H5250/94... Crankshaft deflection and main bearing clearance reading... Silencer cleaning in dismantled condition: silencer felt linings ... inspection........ Measuring of inside diameter in connection with valve overhaul ... compressor wheel ........000 Piston 16.......000 6-8.......................000 6-8.............. Checking and adjustment of valve clearance ..................... 200 hours after new or overhaul and every .............000 16........................................................................................... Regulating system Function check of overspeed and shutdown devices. Check that the control rod of each individual fuel pump can easily go to "stop" position ......50 .............. Water washing of compressor side ................................. cleaning and adjustment of opening pressure .....000 6-8.......... casing screws and pipe line connections for tight fit by tapping..000 64........ For flexible mounted engines...................................................................... Checking............. checking gaps and clearances on reassembly .... Inspection according to classification survey....000 Compressor cleaning in dismantled condition: compressor inner components...000 04............................ Retightening of screws for counterweights............ Retightening of holding-down bolts..............................000 2....000 running hours or 4 years of service ................. Retightening 200 hours after new or overhaul Check of compressed air system ....12 Autolog reading 6-8.......... Inspection in connection with piston overhaul .000 6-8.............................................000 6-8.000 32................................... 200 hours after new or overhaul and every ............ Overhaul in connection with exhaust valve overhaul ............................................ Overhaul and regrinding of spindle and valve seat ............000 48........................................................ Retightening of main bearing cap.......000 32........................000 32............... inspection of big-end bearing and inspection of cylinder liner condition .......... Overhaul. Function check of rotocap ......... Retightening and checking of bearing clearance..........000 monthly 2.... Should be carried out in connection with retightening of main bearing and holding-down bolts ....................08...... 200 hours after new or overhaul and every ................. retighten if necessary ......... checking and cleaning cartridge....... normally after 24....000 Big-end bearing 32.000 16.. replacement of compression rings and scraper rings.... Refill of air lubricator : Based on observations......000 16........... Check anti-vibration mountings ............................................. Major overhaul: Dismantling..........000 6-8.....MAN B&W Diesel 1607531-9....... Hours Between Overhauls every second day every week 25-75 Expected Service Life with new or overhauled turbocharger once aft 1000 6-8...... final diffusor................ 200 á 1000 hours after new or overhaul and every .... Air filter cleaning : Based on observations................................................4 Page 1 (2) Overhaul Recommendations D 10 35 0 L23/30H Component Turbocharger 720/750 RPM Dry cleaning of turbine side ...... 16..000 Cylinder head Fuel injection valve Exhaust valve Air inlet valve Valve guide Cylinder head nuts Compressed air system Main bearings 16...............000 16.............................. checking bearing clearances...................... Inspection: Check all mounting screws.................... cleaning.......
........................ Overhaul ........000 Expected Service Life 80.......................50 08028-0D/H5250/94..........................................08........................................ measuring and reconditioning of running surface condition: In connection with piston overhaul ............................MAN B&W Diesel D 10 35 0 L23/30H Component Overhaul Recommendations 1607531-9......000 Cylinder liner Fuel pump Torsional vibration dampers Lub.......4 Page 2 (2) 720/750 RPM Inspection. oil filter cartr......... Overhaul based on operational observations ............................ Replacement based on observations of pressure drop ..... Overhaul and reconditioning of surface between liner and frame and cleaning of surface in cooling water space ........12 .............500 1..000 1... Filter Cartridges Fuel pump barrel/plunger assembly........... Hours Between Overhauls 16.....................................500 04.... A sample of silicone fluid must be taken and analysed in between............ 32....000 32... Replacement based on observations ..000 32...................
.............MAN B&W Diesel 1699106-9.. retighten if necessary . checking gaps and clearances on reassembly ..... Inspection: Check all mounting screws....... Check that the control rod of each individual fuel pump can easily go to "stop" position ............... Inspection in connection with piston overhaul .........50 ...............................000 2...... Retightening of bolts between engine frame and base frame ....... Major overhaul: Dismantling.... Function check of overspeed and shutdown devices. casing screws and pipe line connections for tight fit by tapping................................. For flexible mounted engines.........000 monthly 12.......... measuring of ring grooves......... compressor wheel ..................... Crankshaft deflection and main bearing clearance reading....................................................................000 12....... Inspection according to classification survey.000 24.....................................................000 6............................000 6...000 24.000 6... Checking.............................000 6................. Retightening 200 hours after new or overhaul Compressed air system Main bearings Check of compressed air system ........... 200 hours after new or overhaul and every ...000 04.............000 24..........000 Cylinder head Fuel injection valve Exhaust valve Air inlet valve Valve guide Cylinder head nuts monthly 2......................................... Water washing of compressor side . Silencer cleaning in dismantled condition: silencer felt linings ...... Function check of rotocap ............... checking and cleaning cartridge..................................08............................... Checking and adjustment of valve clearance ...... Should be carried out in connection with retightening of main bearing and holding-down bolts ... 200 hours after new or overhaul and every ............000 Supporting chocks and bolt connections 08028-0D/H5250/94....000 6................... replacement of compression rings and scraper rings.... Hours Between Overhauls every second day every week 25-75 Expected Service Life Turbocharger with new or overhauled turbocharger once aft 1000 6.................... Overhaul in connection with exhaust valve overhaul ....... Overhaul....000 Compressor cleaning in dismantled condition: compressor inner components..........000 12....... Retightening of main bearing cap.............................................000 60... inspection..... Measuring of inside diameter in connection with valve overhaul ........... Check anti-vibration mountings .........000 36........... Refill of air lubricator : Based on observations..........................................000 running hours or 4 years of service ..........................000 12.................... Retightening and checking of bearing clearance............. cleaning and adjustment of opening pressure .........................0 Page 1 (2) Overhaul Recommendations D 10 35 0 L23/30H Component 900 RPM Dry cleaning of turbine side ........................... checking bearing clearances... Regulating system 12.........................000 24............................ or Wet cleaning of turbine side ....... 200 á 1000 hours after new or overhaul and every ...... Retightening of screws for counterweights...................... inspection of big-end bearing and inspection of cylinder liner condition ......................... Overhaul and regrinding of spindle and valve seat ............. Retightening of holding-down bolts........000 Big-end bearing 24.....000 Piston 12...........000 6... final diffusor........... Air filter cleaning : Based on observations.....12 Autolog reading 6.......... normally after 24......000 6.......................... cleaning.....000 12.......................................... 200 hours after new or overhaul and every .............
....000 Expected Service Life 60...............500 04.................... oil filter cartr..000 24....................... Overhaul .......MAN B&W Diesel D 10 35 0 L23/30H Component Overhaul Recommendations 1699106-9........................ A sample of silicone fluid must be taken and analysed in between........50 08028-0D/H5250/94.....0 Page 2 (2) 900 RPM Inspection.....08.............. Filter cartrigdes Fuel pump barrel/plunger assembly............ Overhaul and reconditioning of surface between liner and frame and cleaning of surface in cooling water space ...000 24... Hours Between Overhauls 12.......................... Overhaul based on operational observations ...12 ......... measuring and reconditioning of running surface condition: In connection with piston overhaul .....000 1......................................... Replacement based on observations ............. Replacement based on observations of pressure drop ............................... 36...............................................500 1.000 Cylinder liner Fuel pump Torsional vibration dampers Lub..................
Basic Diesel Engine B 10 .
made in one piece. these are provided with side guides and held in place by means of studs with hydraulically tightened nuts. The engine can be delivered as an in-line engine with 5 to 8 cylinders. Cooling water is supplied at the bottom of the cooling water space between the liner and the engine frame and leaves through bores in the top of the frame to the cooling water jacket. single-acting. 750 or 900 rpm. The rigid base frame construction can be embedded directly on the engine seating or flexible mounted. the cooling water jackets and the housing for the camshaft and drive are also integral parts of this one-piece casting. The valve spindles are made of heat-resistant material and the spindle seats are armoured with welded-on hard metal.MAN B&W Diesel 1613472-6. which are screwed into the engine frame. Sealing for the cooling water is obtained by means of rubber rings which are fitted in grooves machined in the liner. The nuts are tightened by means of hydraulic jacks. The engine part of the base frame acts as lubricating oil reservoir. The charge air receiver.08. Cylinder Liner The cylinder liner is made of fine grained. the charge air receiver and crankcase. The liner is clamped by the cylinder head and is guided by a bore at the bottom of the cooling water space of the engine frame. for instance in the event of a hot bearing. The liner can thus expand freely downwards when heated during the running of the engine.12 Base Frame The engine and alternator are mounted on a common base frame. All valve spindles are fitted with valve rotators which turn the spindles each time the valves are activated. On the sides of the frame there are covers for access to the camshaft. the crankcase and the supporting flanges. The turning of the spindles is ensuring even temperature levels on the valve discs and prevents deposits on the seating surfaces.6 Page 1 (5) General Description B 10 01 1 L23/30H General The engine is a turbocharged. The coaming is closed with a top cover and thus provides an oil tight enclosure for the valve gear. Air Inlet and Exhaust Valves The inlet and exhaust valve spindles are identical and therefore interchangeable. 08028-0D/H5250/94. Engine Frame The engine frame which is made of cast iron is a monobloc design incorporating the cylinder bloc. Some of the covers are fitted with relief valves which will act. two inlet valves. To ensure strong and sturdy bedding of the caps. indicator valve and cooling water. pearlite cast iron and fitted in a bore in the engine frame. The cylinder head is tightened by means of 4 nuts and 4 studs. The main bearings for the underslung crankshaft are carried in heavy supports in the frame plating and are secured by bearing caps. It has a central bore for the fuel injection valve and bores for two exhaust valves. The main bearings are equipped with replaceable shells which are fitted without scraping. The crankshaft guide bearing is located at the flywheel end of the engine. The cylinder head has a screwed-on coaming which encloses the valves. 96. if oil vapours in the crankcase should be ignited. the crankshaft speed are 720. Cylinder Head The cylinder head is of cast iron.12 . fourstroke diesel engine of the trunk piston type with a cylinder bore of 225 mm and a stroke of 300 mm.
The cylinder head is equipped with replaceable valve seat rings.08. the piston ring pack is optimized for maximum sealing effect and minimum wear rate. Fuel Injection System The engine is provided with one fuel injection pump. and the volume injected is controlled by turning the plunger. on the exhaust seat by hard metal armouring. By the use of compression rings with different barrelshaped profiles and chrome-plated running surfaces. A non-return valve blocks the oil inlet to the rocker arms during prelubricating. and a high pressure pipe for each cylinder. The shielding tube has two holes in order to ensure that any leakage will be drained off to the cylinder head bore.12 . This housing is bolted to the engine frame. Oil is drained from the cooling oil space through ducts situated diametrically to the inlet channels. The cooling medium is oil from the engine's lubricating oil system. The bore is equipped with drain channel and pipe. The piston has a cooling oil space close to the piston crown and the piston ring zone. General Description 1613472-6. a centrally placed pump barrel and a plunger. The pump is activated by the fuel cam. high pressure and low pressure pipes is well enclosed behind removable covers. roller guides and push rods. The piston pin is equipped with channels and holes for supply of oil to lubrication of the pin bosses and for supply of cooling oil to the piston. The fuel injection valve is located in a valve sleeve in the center of the cylinder head. an injection valve. Piston The piston. The big-end has an inclined joint in order to facilitate the piston and connecting rod assembly to be withdrawn up through the cylinder liner. The complete injection equipment inclusive injection pumps. The high pressure pipe which is led through a bore in the cylinder head is surrounded by a shielding Connecting Rod The connecting rod is die-forged.12 08028-0D/H5250/94. which are directly water cooled in order to assure low valve temperatures. The heat transfer and thus the cooling effect is based on the shaker effect arising during the piston movement. which is oil-cooled and of the monobloc type made of nodular cast-iron. and the valve is closed by a spring. The valve actuating gear is pressure-feed lubricated from the centralized lubricating system of the engine. The pump consists of a pump housing. on the inlet seat by induction hardening. The joint faces on connecting rod and bearing cap are serrated to ensure 96. The seting surfaces are hardened in order to minimize wear and prevent dent marks. Each rocker arm activates two spindles through a spring-loaded valve bridge with thrust screws and adjusting screws for valve clearance. is equipped with 3 compression rings and 1 oil scraper ring.MAN B&W Diesel B 10 01 1 L23/30H tube. The roller guide for fuel pump and for inlet and exhaust valves are mounted in one common housing for each cylinder. The opening of the valve is controlled by the fuel oil pressure.6 Page 2 (5) Valve Actuating Gear The rocker arms are actuated through rollers. The injection pump is mounted on the valve gear housing by means of two screws. The seat rings are made of heat-resistant steel. The piston pin is fully floating and kept in position in axial direction by two circlips (seeger rings). Oil is supplied to the cooling oil space through channels from the oil grooves in the piston pin bosses.
At the flywheel end the crankshaft is fitted with a gear wheel which through an intermediate wheel drives the camshaft. is suspended in underslung bearings. Also fitted here is a coupling flange for connection of a generator. The engine has as standard shut-down functions for lubricating oil pressure low.6 Page 3 (5) General Description B 10 01 1 L23/30H precise location and to prevent relative movement of the parts. 96. The gear wheel for driving the camshaft as well as a gear wheel connection for the governor drive are screwed on to the aftmost section. and rotates of a speed which is half of that of the crankshaft. The small-end bearing is of trimetal type and is pressed into the connecting rod. To attain a suitable bearing pressure and vibration level the crankshaft is provided with counterweights. The lubricating oil pipes for the gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh. which are attached to the crankshaft by means of two screws. Crankshaft and Main Bearings The crankshaft. oil pump or a flexible gear wheel connection for lub. A guidering mounted at the flywheel end guides the camshaft in the longitudinal direction. The number of and type of parameters to have alarm function are chosen in accordance with the requirements from the classification societies. The connecting rod has bored channels for supply of oil from the big-end to the small-end. The camshaft is located in bearing bushes which are fitted in bores in the engine frame. The foremost section is equipped with a splined shaft coupling for driving the fuel oil feed pump (if mounted).08. At the opposite end (front end) there is a claw-type coupling for the lub. which is a one-piece forging. Lubricating oil for the main bearings is supplied through holes drilled in the engine frame. The camshaft is placed in the engine frame at the control side (left side.12 . air inlet valve and exhaust valve. The bearing shells are of the precision type and are therefore to be fitted without scraping or any other kind of adaption. The bush is equipped with an inner circumferential groove. Monitoring and Control System All media systems are equipped with thermometers and manometers for local reading and for the most essential pressures the manometers are together with tachometers centralized in an engine-mounted instruments panel. seen from the flywheel end). The main bearings are of the trimetal type. cooling water tempera- 08028-0D/H5250/94.12 Camshaft and Camshaft Drive The inlet and exhaust valves as well as the fuel pumps of the engine are actuated by a camshaft. Each section is equipped with fixed cams for operation of fuel pump. The big-end bearing is of the trimetal type coated with a running layer. which are coated with a running layer.MAN B&W Diesel 1613472-6. and a pocket for distribution of oil in the bush itself and for supply of oil to the pin bosses. each bearing is replaceable and locked in position in the engine frame by means of a locking screw. The camshaft is driven by a gear wheel on the crankshaft through an intermediate wheel. oil and water pumps. Governor The engine speed is controlled by a hydraulic or electric governor. From the main bearings the oil passes through bores in the crankshaft to the big-end bearings and hence through channels in the connecting rods to lubricate the piston pins and cool the pistons.
which is mounted on the common shaft. the pump housing is equipped with a spring-loaded adjustable by-pass valve. The turbine wheel of the turbocharger is driven by the engine exhaust gas. The exhaust gas receiver is made of pipe sections. the exhaust is led through a water cooled intermediate piece to the exhaust gas receiver where the pulsatory pressure from the individual exhaust valves is equalized and passed to the turbocharger as a constant pressure.12 The lubricating oil pump is of the gear wheel type with built-in pressure control valve. From the exhaust valves. by means of compensators. a charging air cooler and a charging air receiver.08. receiver is insulated. one for each cylinder. Fuel Oil System The built-on fuel oil system consists of the fuel oil filter and the fuel injection system. The cooling water is passed twice through the cooler. Cooling is carried out by the low temperature cooling water system and the temperature regulating is made by a thermostatic 3-way valve on the oil side. The filter is equipped with a three-way cock for single or double operation of the filters.6 Page 4 (5) Turbocharger System The turbocharger system of the engine. and on the pressure side the oil passes through the lubricating oil cooler and the filter which both are mounted on the engine. 96. The turbocharger presses the air through the charging air cooler to the charging air receiver. An engine-driven fuel oil feed pump can be mounted as optional. is mounted to the front end of the engine frame and driven by the camshaft through a splined shaft coupling. The fuel oil feed pump. the air flows to each cylinder. The charging air cooler is a compact tube-type cooler with a large cooling surface. Lubricating Oil System All moving parts of the engine are lubricated with oil circulating under pressure. From the charging air receiver. which is a constant pressure system. connected to each other. The fuel oil filter is a duplex filter. a turbocharger. The cooling water tubes are fixed to the tube plates by expansion. 08028-0D/H5250/94. The compressor draws air from the engine room. General Description 1613472-6.12 . through the air filters.MAN B&W Diesel B 10 01 1 L23/30H ture high and for overspeed. the latter being intergrated in the engine frame. which is of the gear pump type. Waste oil and fuel oil leakage is led to a leakage alarm which is heated by means of fuel return oil. the end covers being designed with partitions which cause the cooling water to turn. The compressed air system comprises a main starting valve. an air strainer. to prevent excessive stress in the pipes due to heat expansion. consists of an exhaust gas receiver. In the cooled intermediate piece a thermometer for reading the exhaust gas temperature is fitted and there is also possibility of fitting a sensor for remote reading. a remote controlled starting valve and an emergency starting valve which will make it possible to start the engine in case of a power failure. The pump draws the oil from the sump in the base frame. through the inlet valves. and further to the exhaust outlet and silencer arrangement. and the turbine wheel drives the turbocharger compressor. To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust gas Compressed Air System The engine is started by means of a built-on air starter.
The low temperature system is normally cooled by fresh water. most of the tools can be arranged on steel plate panels. 08028-0D/H5250/94. for each specific plant. The water in the low temperature system is passed Tools The engine can be delivered with all necessary tools for overhaul.12 96. through the charge air cooler and the lubricating oil cooler.MAN B&W Diesel 1613472-6. The high temperature cooling water system cools the engine cylinders and the cylinder head. Cooling Water System The cooling water system consists of a low temperature system and a high temperature system.08. The high temperature system is always cooled by fresh water. and the alternator if the latter is water cooled.12 .6 Page 5 (5) General Description B 10 01 1 L23/30H The engine is as standard equipped with an electrically driven prelubricating pump.
MAN B&W Diesel 1607529-7.08.12 99.2 Page 1 (1) Cross Section B 10 01 1 L23/30H 08028-0D/H5250/94.40 .
Swept volume per cyl.0 17.9 130* 160 217 Power per cylinder Overload rating (up to 10%) allowable in 1 hour for every 12 hours Power per cylinder kW/cyl. BHP/cyl. available Power range Speed Bore Stroke Stroke/bore ratio Piston area per cyl.MAN B&W Diesel 1609517-6.12 MCR version rpm m/sec. 13:1 130 bar* Constant pressure system and intercooling HFO up to 700 cSt/50° C (BSMA 100-M9) Power lay-out Speed Mean piston speed Mean effective pressure Max. Compression ratio Max.2 130 130 175 750 7. Nos. combustion pressure 08028-0D/H5250/94.9 ltr. BHP/cyl. 145 190 150 205 175 239 *For L23/30H-900 rpm version a pressure of 135 bar measured at the indicator cock correspond to 130 bar in the combustion chamber.5 18. 720 7. 05.17 .1 130 135 185 900 9.8 Page 1 (1) Main Particulars B 10 01 1 L23/30H Cycle Configuration Cyl. combustion pressure Turbocharging principle Fuel quality acceptance : : : : : : : : : : : : : : 4-stroke In-line 5-6-7-8 650-1280 kW (885-1740 BHP) 720/750/900 rpm 225 mm 300 mm 1.08.2 18.33:1 398 cm2 11. bar bar kW/cyl.
08.0 17.7 19. van Kaick All dimensions and masses are approximate. distance between engines: 2250 mm.8 8 (720 rpm) 8 (750 rpm) 8 (900 rpm) 08028-0D/H5250/94.4 22.0 7 (720 rpm) 7 (750 rpm) 7 (900 rpm) 4109 4109 4109 2395 2395 2395 6504 6504 6504 2815 2815 2815 21. Min.7 21.5 Page 1 (1) Dimensions and Weights B 10 01 1 L23/30H Cyl.5 22. width 600 mm and height 2000 mm.MAN B&W Diesel 1613473-8. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight GenSet (t) 18. 99.12 4475 4475 4475 2480 2480 2340 6959 6959 6815 2815 2815 2815 23. and subject to changes without prior notice.37 .4 21. make A.6 5 (720 rpm) 5 (750 rpm) 3369 3369 2155 2155 5524 5524 2383 2383 6 (720 rpm) 6 (750 rpm) 6 (900 rpm) 3738 3738 3738 2265 2265 2265 6004 6004 6004 2383 2383 2815 19. Depending on alternator Weight included a standard alternator.5 P Q * ** Free passage between the engines.9 24.
0 X 0.08.0 Y Engine Type X .26 . van Kaick.mm Y .12 92.mm 5L23/30H 6L23/30H 7L23/30H 8L23/30H 1740 2105 2245 2445 0 0 0 0 845 845 845 845 The values are based on generator make A. if other generator is chosen the values will change.mm Z .0 Page 1 (1) Centre of Gravity B 10 01 1 L23/30H Z X Z Y Z 0.MAN B&W Diesel 1631458-2. 08028-0D/H5250/94.
10 .MAN B&W Diesel 1613423-6.3 Page 1 (1) Material Specification B 10 01 1 L23/30H Components Material Frame Crankshaft Grey cast iron Forged. hardened and tempered chronium-molybdenum steel Forged. grey cast iron Grey cast iron Optional Leaded Muntz Metal 08028-0D/H5250/94. coated 94.12 Lubricating oil cooler Plates Thrust plates Stainless steel or Titanium Mild steel.08. hardened and tempered chronium-molybdenum steel Spheroid graphite cast iron Grey cast iron Centrifugally cast iron copper-vanadium alloyed Hardened and tempered chronium steel Coating nickel or cobolt-base alloy Connecting rod Piston Cylinder head Cylinder liner Exhaust and inlet valves Fuel injection equipment Turbocharger Governor L'Orange MAN B&W Woodward Charge air cooler Tubes Tubeplates Box Covers Arsenical aluminium bras Leaded Muntz Metal Separate.
special tools can be delivered. See also B 10 01 1. H2 : For dismantling of piston and connecting rod passing the alternator.MAN B&W Diesel 1624445-0.51 . 08028-0D/H5250/94. Low Dismantling Height. (Remaining cover not removed). 99.12 H3 : For dismantling of piston and connecting rod passing the turbocharger. If lower dismantling height is required.08.4 Page 1 (2) Overhaul Areas B 10 01 1 L23/30H Fig 1 Dismantling height for piston. Engine Type Frame (H1) Cylinder Head (H2) Turbocharger (H3) 5-6L23/30H 7-8L23/30H 6-7-8L23/30H (720/750 rpm) (720/750 rpm) (900 rpm) 1919 1919 1919 2398 2398 2398 2453 2453 2553 Dismantling Height for Piston H1 : For dismantling of piston and connecting rod at the camshaft side.
lubricating oil filter cartridge and bracing bolt. oil filter cartridge and bracing bolt. oil cooler. turbocharger filter element. 5 6 6 7 7 8 8 720/750 rpm 720/750 rpm 900 rpm 720/750 rpm 900 rpm 720/750 rpm 900 rpm A 1270 1270 1270 1270 1420 1270 1620 B 2288 2288 2388 2388 2388 2388 2388 C 58. Overhaul Areas 1624445-0.4 Page 2 (2) Fig 1 Overhaul areas for charge air cooler element.MAN B&W Diesel B 10 01 1 L23/30H Dismantling Space It must be considered that there is sufficient space for pulling the charge air cooler element.08. air filter on the turbocharger. lubricating oil cooler. Cyl. Definition of point of measurement in fig 1. lub.5 226 226 226 226 226 Table. 99.12 58.51 . lub.5 08028-0D/H5250/94.
38 800 1835 800 1835 .12 Fig. 2. 08028-0D/H5250/94. 92. 1.0 Page 1 (1) Low Dismantling Height B 10 01 1 L23/30H Space Requirements Fig. Minimum dismantling height of pistons only with special tools.08. Minimum lifting height of cylinder liner only with special tools.MAN B&W Diesel 1631462-8.
1 Page 1 (1) Engine Rotation Clockwise B 10 11 1 General 08028-0D/H5250/94.12 98.08.MAN B&W Diesel 1607566-7.18 .
Fuel Oil System B 11 .
The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel.12 Internal Fuel Oil System The fuel oil is delivered to the injection pumps through a safety filter. high-pressure pipe and injection valve. Pipe description A3 A1 A2 Waste oil outlet Fuel oil inlet Fuel oil outlet DN 15 DN 20 DN 20 The safety filter is a duplex filter of the split type with a filter fineness of 50 my. 08028-0D/H5250/94. and they are activated by the cams on the camshaft through roller guides fitted in the roller guide housings. 05.MAN B&W Diesel 1613570-8. Fuel Injection Equipment Flange connections are as standard according to DIN 2501 General The internal built-on fuel oil system as shown in fig 1 consists of the following parts: – – the high-pressure injection equipment a waste oil system Each cylinder unit has its own set of injection equipment. The injection pumps are installed on the roller guide housings directly above the camshaft.08. The filter is equipped with a common three-way cock for manual change of both the inlet and outlet side.43 . comprising injection pump. This arrangement reduces external surface temperatures and the risk of fire caused by fuel leakage.7 Page 1 (2) Internal Fuel Oil System B 11 00 0 L23/30H Fig 1 Diagram for fuel oil system.
A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve. The supply fuel oil to the engine is lead through the unit in order to keep this heated up. inlet fuel oil pump Temperature element – TE40 Fuel oil. see D 10 05 0 "List of Capacities". In case of a larger than normal leakage. The alarm unit consists of a box with a float switch for level monitoring. via a common regulating shaft and spring-loaded linkages for each pump.43 08028-0D/H5250/94. Waste Oil System Waste and leak oil from the comparements.MAN B&W Diesel B 11 00 0 L23/30H The amount of fuel injected into each cylinder unit is adjusted by means of the governor. the float switch will initiate alarm. which maintains the engine speed at the preset value by a continuous positioning of the fuel pump racks. fuel valves is led to a fuel leakage alarm unit. This bore has an external connection to conduct the leak oil from the injection valve and high-pressure pipe to the waste oil system.08. inlet fuel oil pump Pressure transmitting – PT40 Fuel oil. thus preventing any pressure build-up due to gas leakage. the following standard optionals can be built-on: Pressure differential alarm high – PDAH 43-40 Fuel oil.12 . The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore. Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points". inlet and outlet filter Pressure differential transmitting – PDT 43-40 Fuel oil.7 Page 2 (2) Optionals Besides the standard components. thereby ensuring free drainage passage even for high-viscous waste/leak oil. but also unveiling any malfunction of the bottom rubber sealing ring for leak oil. 05. inlet fuel oil pump Data For pump capacities. The injection valve is for "deep" building-in to the centre of the cylinder head. Internal Fuel Oil System 1613570-8. inlet and outlet filter Pressure alarm low – PAL 40 Fuel oil. in the cylinder head.
8 Page 1 (3) Fuel Oil Diagram B 11 00 0 General 08028-0D/H5250/94.08.08 .12 Fig 1 Fuel oil diagram.MAN B&W Diesel 1624468-9. 06.
The circulating pump pressure should be as specified in "B 19 00 0. the main HFO supply pump can be stopped and the port pumps can be started. a spring-loaded overflow is inserted in the fuel system. For the propulsion engine please see the specific plant specifications. to place a common fuel oil safety duplex filter and a common MDO filter for the entire GenSet installation. Fuel Oil Diagram 1624468-9. even if the propulsion engine and one or several of the GenSets are stopped. hour must not be exceeded. From the service tank. which will release any gases present.g. preheater and equipment for controlling the viscosity. consumed by the diesel engines at 100% load. 08028-0D/H5250/94. thereby keeping them ready to start with preheated fuel injection pumps and the fuel valves de-aerated. The circulating pumps will always be running. which means that the propulsion engine and the GenSets are running on the same fuel oil and are fed from the common fuel feed system. Note: a filter surface load of 1 l/cm2. MDO Operation The MDO to the GenSets is delivered from a separate pipeline from the service tank by means of a booster pump. The pump capacity of the MDO pump must be 3 times higher than the amount of MDO. From the low pressure part of the fuel system.8 Page 2 (3) Fuel Feed System The common fuel feed system is a pressurized system. consisting of HFO supply pumps. which deliver the oil with a pressure of approximately 4 bar to the low pressure side of the fuel oil system. To ensure ample filling of the fuel injection pumps. In this case it must be ensured that the fuel oil system fullfil the classification rules and protect the engines from impurities. The internal fuel system for the GenSets is shown in B 11 00 0 "Internal Fuel Oil System". which pumps the fuel through a preheater to the engines. consumed by the diesel engine at 100% load. It is possible. To ensure a constant fuel pressure to the fuel injection pumps during all engine loads. The venting tank is connected to the service tank via an automatic de-aerating valve. however not our standard/recommendations. the capacity of the electrically driven circulating pumps must be 3 times higher than the amount of fuel. 50 µm as close as possible to each engine as shown at the fuel oil diagram. This is in order to circulate heated heavy fuel oil through the fuel system on the engine(s). The diagram on page 1 is a guidance. HFO circulating pumps.08. Operating Data & Set Points" which provides a pressure margin against gasification and cavitation in the fuel system even at a temperature of 150°C. The system is designed in such a way that the fuel type for the GenSets can be changed independent of the fuel supply to the propulsion engine. a viscorator as shown). thus avoiding boiling of the fuel in the venting tank in the temperature range applied.MAN B&W Diesel B 11 00 0 General Uni-Fuel The fuel system on page 1 is designed as a uni-fuel system. resulting in lower maintenance and easier operation. In order to minimize the power consumption when the propulsion engine(s) is stopped.08 . (e. The surplus amount of fuel oil is re-circulated through the engine and back through the venting tank. the fuel oil is led to an electrically driven circulating pump.12 06. The uni-fuel concept is a unique foundation for substantial savings in operating costs and it is also the simplest fuel system. It has to be adapted in each case to the actual engine and pipe lay-out. It is recommended to place a safety duplex filter with a fineness of max. the oil is led to one of the electrically driven supply pumps.
If a black-out occurs. in the design of the entire system. stopped for major repairs of the fuel system. 1. – If the fuel type for the propulsion engine has to be changed from HFO to MDO.as mentioned above .08. for instance.8 Page 3 (3) Fuel Oil Diagram B 11 00 0 General As an optional. only if the change-over valve is placed as near as possible to the engine.is placed minimum 8 meters above the engine. 08028-0D/H5250/94. etc. If the engine has a built-on booster pump. then the 3-way valves immediately after the service tanks have to be changed. pneumatically actuated 3-way fuel changing valves for each GenSet and a fuel changing valve control box common for all GenSets. the GenSet plant can be delivered with the fuel changing system. level of the service tank under the engine can cause problems with vacuum in the system. Such a change-over may become necessary. if the engine(s) has to be: – – stopped for a prolonged period. Emergency Start Further.MAN B&W Diesel 1624468-9. consisting of a set of remotely controlled. starting up the auxiliary engines on MDO can be seen in three ways: – The MDO is supplied from the MDO booster pump which can be driven pneumatically or electrically. However. If not a gravity tank (100 .0 m below the level of the built-on pump. – If no pumps are available.12 06. it is possible to start up the engine if a tank . However. If the pump is driven electrically it must be connected to the emergency switchboard. A separate fuel changing system for each GenSet gives the advantage of individually choosing MDO or HFO mode. it can be used if the minimum level in the MDO service tank corresponds to or is max. the MDO must be available as a fuel in emergency situations.08 .200 l) may be arranged above the engine.
01 <0. Property Density at 15°C Kinematic Viscosity at 40°C Flash Point Water content Sulphur content Ash Carbon residue (10% v/v) min.37 .0 <0.3 <2.4 Page 1 (5) Fuel Oil Specification B 11 00 0 General Marine Gas Oil (MGO) MGO is a medium class distillate oil which therefore must not contain any residual components.5 cSt. is Blended MDO.05 Density at 15°C <1. The key property ratings refer to CIMAC #21 /2003. The key properties are based on the test methods specified.MAN B&W Diesel 1609529-6.0 890.5 <0. Units kg/m3 kg/m3 mm 2/s mm 2/s °C % by volume % by weight % by weight % by weight Value 820. max.12 05.3 <2.30 - Minimum injection viscosity at entering the engine >1. Minimum injection viscosity at entering the engine >1.05 <2. which is of dark brown to black colour.30 Kinematic Viscosity at 40°C Flash Point Water content Sulphur content Ash content Carbon residue Vanadium Aluminium + Silicium Units DB kg/m3 cSt (mm2/s) °C % by volume % by weight % by weight % by weight mg/kg mg/kg Value DC ≤ 920 <14 >60 <0. MDO is produced from crude oil and must be free from organic acids.0 Property >60 CIMAC #21 /2003 <0.01 <0.08. 08028-0D/H5250/94.5 <100 <25 ≤ 900 <11 >60 <0.0 <0.5 <6. Marine Diesel Oil (MDO) MDO is offered as heavy distillate (CIMAC) or as a blend of distillate and small amounts of residual oil (CIMAC) exclusively for marine applications. The commonly used term for the blend.5 cSt.0 >1.
Property Density at 15°C Kinematic Viscosity at 100°C at 50 °C Flash Point Pour Point Conradsen Carbon Residue Micro Carbon Residue Ash Total Sediment after Ageing Water Sulphur Vanadium Aluminium + Silicium CCAI Asphaltenes FIA Cetane Number % (m/m) % (m/m) % (v/v) % (m/m) mg/kg mg/kg Units kg/m3 cSt cSt °C °C % (m/m) Value ≤ 991* ≤ 55 ≤ 700 > 60 ≤ 30 ≤ 22 ≤ 22 ≤ 0. to the extent of the commercial availability. i. This means that service results depend on oil properties which cannot be known beforehand. If the CCAI value exceeds 840 it is recommended to have the FIA index measured revealing if ignition and combustion problems may arise.MAN B&W Diesel B 11 00 0 General Heavy Fuel Oil (HFO) Commercially available fuel oils with a viscosity up to 700 cSt at 50° C corresponding to 55 cSt at 100° C can be used for MAN B&W four-stroke medium speed diesel engines. before any on-board cleaning. From these maximum accepted grades are RMH 55 and K55.0 ≤ 4. as a supplement to the above-mentioned standards. reference is made to ISO 8216/17. been used with satisfactory results on MAN B&W four-stroke medium speed diesel engines.37 . before on-board cleaning. The data in the HFO standards and specifications refer to the same fuel type as delivered to the ship. and modern type of centrifuges. Heavy fuel oils limited by this specification have. drawn up the guiding HFO-specification shown below.15 ≤ 0.5 ≤ 600 ≤ 80 ∗∗ ≤ 2/3 of carbon residue ∗∗∗ Fuel Oil Specification 1609529-6. 08028-0D/H5250/94. BS 6843 and to CIMAC recommendations regarding requirements for heavy fuel for diesel engines. removal of water and solid contaminants. This especially applies to the tendency of the oil to form deposits in combustion chambers. It means that engines can be operated on the same fuel oils as MAN B&W two-stroke low-speed diesel engines. 05. i. **) ***) If the FIA value is below 20 increasing ignition and combustion problems may be foreseen at low load operation.12 Guiding Heavy Fuel Oil Specification Based on our general service experience we have.e. For guidance on purchase. In order to ensure effective and sufficient cleaning of the HFO.010 (kg/m3) provided adequate cleaning equipment is installed. The data refer to the fuel as supplied.e. i. #21 /2003. gas passages and turbines. the fuel oil specific gravity at 15° C (60° F) should be below 991 kg/m3. Higher densities can be allowed if special treatment systems are installed.e.10 ≤ 1.08.4 Page 2 (5) m/m = mass *) V/V = volume May be increased to 1. Current analysis information is not sufficient for estimating the ignition and combustion properties of the oil. If the CCAI value exceeds 840 ignition and combustion problems can occur.
as this constraint has not yet been incorporated in the commonly applied fuel specifications.12 Ash Heavy fuel oils with a high ash content in the form of foreign particles such as sand.MAN B&W Diesel 1609529-6. Fuel Oil Condition. Therefore. an increase of salt deposits is to be expected in the combustion space and in the exhaust system. the negative environmental effects. the melting temperature of the heavy fuel oil ash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion and deposits build up. If the temperature of the component surface exposed to the acidic combustion gases is below the acid dew point. the engine builder should be contacted for advice regarding possible changes in the fuel oil system. 92. As practically all fuel oil specifications including the above standards refer to the same fuel type as supplied.08. which causes high wear in the injection system and in the engine. 08028-0D/H5250/94. high-temperature corrosion may be prevented by a fuel additive that raises the melting temperature of the heavy fuel oil ash. the water. Sulphuric Acid Corrosion The engine should be operated at the cooling water temperatures specified in the operating manual for the respective load. corrosion elements and catalyst fines (catfines) in heavy fuel oils coming from catalytic cracking processes. The admixing of non-mineral oil constituents (such as coal oil) and of residual products from refining or other processes (such as solvents) is harmfull to the engine! The reasons are. the fuel oil with optimum efficiency. If sodium content is higher than 100 mg/kg. We ourselves and others have made the experience that severe damage included by wear may occur to the engine and turbocharger components as a result. Under certain conditions. are to be used. It must also be prevented that sodium in the form of sea water enters the engine together with the intake air. with analysis data exceeding the besides figures. The admixing of used engine oil to the fuel involves a substantial danger because the lubricating oil additives have an emulsifying effect and keep dirt. especially with regard to viscosity and specific gravity. 05. the risk of high-temperature corrosion will be small. respectively clean and preheat. For running on the oil quality mentioned above it is necessary that equipment exists on board. If the sodium content is lower than 30% of the vanadium content. water and catfines finely suspended. the adverse combustion properties. silicium oxides. for example: the abrasive and corrosive effects. In most cases. last but not least. due to surging of the turbocharger). they impede or preclude the necessary cleaning of the fuel. By precleaning the heavy fuel oil in the settling tank and in the centrifugal separators. when entering the Engine Vanadium / Sodium Should the vanadium/sodium ratio be unfavourable. and with it the water-soluble sodium compounds can be largely removed. the fuel supplied to a ship has to be treated on board before use.4 Page 3 (5) Fuel Oil Specification B 11 00 0 General If heavy fuel oils. acid corrosion can occour. The order letter for the fuel should expressly mention what is prohibited. a poor compatibility with mineral oils and.37 . these catfines will be aluminium oxides. This condition will have an adverse effect on engine operation (among others. Blends Fuel oil containing used lubricating oil (ULO) has to comply with the CIMAC #21/2003 fuel oil specification. The admixing of chemical waste materials (such as solvents) to the fuel is for reasons of environmental protection prohibited by resolution of the IMO Marine Environmental Protection Committee of 1 Jan. which can treat.
However this method is by far to be preferred. fractions. Viscosity Adjustment To enable a proper injection viscosity and a to prevent overloading of the fuel equipment it is essential to maintain a constant viscosity within the limits stipulated. There are two means of adjusting the power supply to the vessel: – – Either by measuring the temperature of the media.08. 0. etc. 12-18 cSt entering the engine. The frequency is dependent on the homogenity of the fuel ie. 5 Range 12-18 Viscosity regulator (Viscorator) If this method is chosen the viscosity of the fuel oil is monitored continuously and the temperature is adjusted at the set value depending of the quality of heating elements and the controls of these.MAN B&W Diesel B 11 00 0 General In B 11 00 0 "Cleaning Recommendations" our recommendations are outlined. 20 max. The viscosity leaving the heaters should be 10-15 cSt and approx. The preheating chart on page 5 illustrates the expected preheating temperature as function of the specific fuel oil viscosity. Fuel Oil Specification 1609529-6. how often charges are received and how well these are blended in the tanking system. For fuels above 180 cSt/50° C a pressurerized fuel oil system is necessary to avoid boiling and foaming of the fuel. see preheating chart on page 5.37 . or by measuring the viscosity of the media 05. There are in the principle two different methods of monitoring the viscosity of the fuel: – – *) True measurement (pressure drop in a calibrated tube)* Ultrasonic vibration The difficulty of this method is that the equipment has to be maintained and calibrated regularly. For economical HFO operation the fuel oil condition at engine inlet should be as recommended below. Temperature controller If this method is chosen it demands a laboratory apparatus enabling the staff to test the fuel oil samples on a regular basis and set the temperature controller accordingly. The reason being that the charges of the fuel oils may vary considerably in properties eg.12 A vessel heated either by steam or electricity adjusts the viscosity of the fuel.2 ppm (mg/kg) Micron cSt max. viscosity indexes. 08028-0D/H5250/94.4 Page 4 (5) Property Water Solid particles Particle size Viscosity Units % by volume Value max.
12 700 7000 Viscosity of fuel This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80. 43 30 125 08028-0D/H5250/94. Rw.08. dependent on the viscosity and viscosity index of the fuel. the preheating temperature may vary. Since the viscosity after the preheater is the controlling parameter.37 .preheating chart Approx.MAN B&W Diesel 1609529-6. viscosity after preheater Temperature after preheater °C cSt 7 170 160 Normal preheating limit 150 140 130 120 110 100 90 80 70 60 Approx. 05.4 Page 5 (5) Fuel Oil Specification B 11 00 0 General Fuel oil . Rw/100° F 20 87 10 12 15 52 59 69 sec. pumping limit 50 40 30 Log scales 30 200 10 60 400 15 100 800 25 180 1500 35 380 3500 45 55 cSt/100° C cSt/50° C sec.
than other fuel oils of very high viscosity. it must be noted that considerable reduction of the viscosity is achieved by adding a relatively small amount of gas oil. Since residual fuels are traded and designated according to viscosity. Ignition quality relates to ignition delay. too. and length and completeness of combustion are properties influenced by the chemical composition and structure of the fuel oil.46 . However. in analysis data. For diesel engine fuels the combustion quality. the content of impurities and the handling properties are the main quality criteria. For residual fuels ignition quality is an even more important parameter. specific gravity and mid-distillation temperature. For distillate fuels the ignition quality can be expressed by the diesel index or cetane index. i. the time elapsed between the start of injection and the start of combustion. both to be calculated from physical properties such as the aniline point. which are decisive to the suitability of the fuel oil for different applications.e. only a rough assessment of the ignition quality of the heavy fuel oil is possible with the help of this method. parameters such as the Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid which is derived from determinable fuel parameters.12 Combustion Quality Combustion quality is the ability of the fuel oil to ignite and burn in a proper way. diesel index or cetane index of a certain fuel oil will show reasonable correlation between the numerical values. This practice can be very misleading. This means that the quality to a major extent depends on residues present in the blend. For diesel oil the ignition quality is expressed by the cetane number determined by a specified method in a standard engine running under standard conditions. we were compelled to classify the respective MAN B&W Diesel A/S. diesel index or cetane index. combustion intensity. The reason why it does not appear in the international specifications is that a standardized testing method is non-existent. As a consequence of the possible variations in the quality of residues and the influence of adding gas oil. and the refinery technique used. the grade of utilization when refining the crude oil. The cetane number. or even worse. the quality of blended fuels can vary. In all cases the higher the value.2 Page 1 (3) Fuel Oil Quality B 11 00 0 General General Considerations The quality of a fuel oil is stated. Therefore the quality also depends on the density. Ignition quality is expressed by the cetane number.08. 08028-0D/H5250/94. a process which will reduce the viscosity without improving the quality at all. the better the ignition quality. Some of the residues used in fuel oil production are of a viscosity requiring visbreaking. The ignition quality. fourstroke engines according to CCAI-rating. in terms of physical and chemical properties.MAN B&W Diesel 1693520-5. cracked residues and from "straight run" residues. as a fuel oil of low viscosity can often be just as bad. A FIA cetane number test is also good for evaluation of the combustion quality. 04. Therefore. especially with modern residual fuels. which will give only a minor improvement of the quality of the blend. see also B 11 01 0 "Nomogram for Determination of CCAI". in spite of the reservations mentioned above. even for fuel oils of equal nominal viscosity. According to our experience. However. When producing residual fuels from visbreaked. the CCAI has become so well-known in widespread publications that. the final adjustment of viscosity to fulfil the requirements of the different grades of intermediate fuels is achieved by adding gas oil. it has become common practice to associate viscosity with quality. The quality of refinery residues is dependent on the origin of the crude oil.
from refinery processes and from handling and storage of oils. The engine load also influences the performance of the fuel. which may be of use for the ship operator before buying the fuel. The content of impurities of diesel engine fuels should be kept as low as possible. The start of the main combustion phase is defined as being the time (in msec. the longer time the engine has for ignition. the ignition properties range from CN =18. msec. The combustion condition of the fuel oils is normally evaluated from Conradson Carbon residue and the asphaltene contents.) from the start of injection.2 bar above the initial chamber pressure. metal oxides and catalyst particles can be found as solid particles in fuel oil. the less sensitive the engine is to the ignition delay quality of the fuel. recorded in milliseconds. ignition must take place at lower temperature. Impurities derive from the crude oil itself. until the pressure has increased to 0. For heavy fuels. the latter in the form of high and low temperature corrosion. As mentioned above. This will increase the demand for ignition quality and if the lighter fuel fractions are highly aromatic. Int. Fuel Oil Quality 1693520-5.46 .7 to above CN = 40. Harmful and unwanted impurities should. and Cetane Number of the different mixtures of the reference fuels. having no effect on the twostroke low-speed engine. 08028-0D/H5250/94. The basis for FIA CN is a reference curve for the instrument in question showing the ignition properties of mixtures of the reference fuels U15 and T22 from Phillips Petr. low load combustion problems may be found.e. the ignition delay is defined as a time delay (in millisenconds.) from when the pressure has increased to 3 bar above the intial chamber pressure. i. the information about the differences in the fuel behaviour makes it possible to see the effects of the fuel in composition on the ignition and the heat release pattern which may or may not have any impact on the particular engine. However.MAN B&W Diesel B 11 00 0 General Fuel ignition analyser FIA 100/4 measurements In the FIA 100 instrument. This consideration has been proved lately in a small number of ships with auxiliary engines and main engine operating on the same fuel.12 Conversion of FIA 100/4 test result to actual engine performance When using the FIA 100/4 test conditions for temperature and pressure. At low load operation. Fuel-related wear and corrosion in diesel engines take the form of mechanical wear and chemically induced corrosion. be removed in the pretreatment system in order to minimize wear and corrosion of engine components.08. Sand. This reference curve establishes the relationship between ignition quality. The rate of heat release (ROHR) is used to evaluate the combustion properties of the oil. The start of the combustion is used to establish the ignition quality of a tested fuel expressed as a FIA CN (Cetane Number). The CCAI does not provide sufficient information and has in some tests shown very inconsistent indications. Ignition problems have been observed on the auxiliary engines during low load operation only. and the results must be seen in this context and in relation to the engine types in question.2 Page 2 (3) Content of Impurities FIA compared with CCAI Comparing the FIA test and CCAI. rust. the FIA gives a relative picture of ignition qualities of fuels. The amount of water and solid impurities can be reduced by centrifuging and filtration. 04. the differences between the different fuels are more pronounced than what would actually be seen in the engine. the FIA test should be carried out when the CCAI value is higher than 840.
density. limited to a minimum of 60°C (140°F) by classification societies and other authorities. Sulphur Corrosive wear. cause mechanical wear of engine components. Temperatures. collectively known as ash. Handling properties Vanadium Sodium Sea water Content of impurities Ash Catalyst fines 08028-0D/H5250/94. and capacities of fuel oil systems for storage. pumping and treatment. The nominal viscosity is decisive for the preheating temperature necessary to achieve adequate viscosity for pumping.MAN B&W Diesel 1693520-5. Cold corrosion. FIA test Fouling of gasways. the pour point must be taken into account when deciding the presence and capacity of heating coils in bunker tanks. The flash point is related to the volatility of the amount and nature of lighter fractions in the fuel oil. i.e.46 . emulsification tendency. Specific gravity is also an important parameter in the centrifuging process. The corrosive effect is due to the formation of sulphuric acid. The density influences the gravitational settling of water and solid contaminants in settling tanks. Formation of deposits on exhaust valves and turbochargers. 04. Further the sulphur content of a fuel oil may lead to low temperature corrosion of combustion chamber components and the formation of deposits on these. High temperature corrosion. storage. The flash point is. is affected mainly by physical properties such as viscosity. Increased heat-load of combustion chamber components. but other fuel oil properties such as stability. Safety requirements. pressures. viscosity index and the nature and amount of water and solid impurities will also influence the handling system. and might thus be used to estimate the propensity of gasification in non-pressurized parts of the fuel system. The pour point defines the temperature at which wax crystallization will take place and prevent the fuel oil from flowing and from being pumped.2 Page 3 (3) Fuel Oil Quality B 11 00 0 General The solid impurities and particles produced during combustion. flash point and pour point. mechanical wear and cavitation of fuel injection system. cylinder liners and piston rings. for safety reasons. quality asphaltenes + Combustion condition. vanadium and sodium corrosive ash in the form of oxides. Handling Properties Handling of the fuel. fouling of gas ways. Especially catalyst particles. Disturbance of combustion process. as well as fouling. Mechanical and corrosive wear of combustion chamber components. silicone and aluminium oxides and silicates in the form of sand are very abrasive. carbonates and sulphates. Therefore. is created during combustion. Quality Criteria Fuel Oil Characteristics Main Effects Combustion Conradson carbon Ignition ability. Sea water in the fuel oil may lead to several detrimental effects to the fuel system and to the diesel engine in general by giving rise to mechanical and corrosive wear. Fuel properties affecting diesel engine and fuel systems. From sulphur.08. Mechanical wear of fuel injection system. Formation of deposits. pumping and pre-treatment. settling.12 Viscosity Density Pour point Flash point Table 1. centrifuging and injection.
33 . But handling of a liquid fuel on board ships gives a risk of contamination with sea water. We recommend that the capacity of the installed centrifuge should. be according to the centrifuge maker's instructions. Effective cleaning can only be ensured by using a centrifuge. i. 08028-0D/H5250/94. i. All supplementary equipment. This equipment can give difficulties if incorrectly installed. Fuel types RMK35 to RMK55 require centrifuges capable to handle up to 1010 kg/m3 density. Therefore it is a good idea to centrifuge all fuel on board ships. will have a positive effect and may contribute to longer intervals between overhauls. at least.e. However if correctly installed and operated can with some fuels give benefits in lower wear and sludge formation. The solid contaminants in the fuel oil are mainly rust.3 Page 1 (1) Fuel Oil Cleaning Recommendations B 11 00 0 General Centrifuging Fuel oils should always be considered as contaminated upon delivery and should therefore be thoroughly cleaned to remove solids as well as liquid contaminants before use.MAN B&W Diesel 1655267-1. either fresh water or salt water. and can lead to increased cylinder liner wear and deterioration of the exhaust valve seats. Supplementary Equipment Experience proves that if the centrifugal installation is dimensioned and installed correctly – and operated correctly according to the supplier's instructions – this is a sufficient way of cleaning the fuel. that the highest possible temperature is maintained in the centrifuge oil preheater. Fuel classes DMC to RMH55 require a treatment with centrifuge in all cases. Cleaning of distillate fuel such as ISO 8217 classes DMX to DMB is generally not necessary. Automatic centrifuges must be used. Liquid contaminants are mainly water.08. Also increased fouling of gas ways and turbocharger blades may result from the use of inadequately cleaned fuel oil. dust and refinery catalysts.12 99. such as the 10 mµ nominal filter. sand. Impurities in the fuel can cause damage to fuel pumps and fuel valves.e. supplementary equipment will reduce the operation costs. Also. To obtain optimum cleaning it is of the utmost importance that the centrifuge is operated with a fuel oil viscosity as low as possible.
8 189.4 198.07% 0.3 203.1 232.MAN B&W Diesel 1607542-7.3 189.03 x 0.7 191. Cooling water pump H.2 188.12 0.6 % .7 x 0.26 .7 x L.3 192.0 SFOC (g/kWh) 233.2 199.2 194.6 191.0 190.3 191.08. Cooling water pump 110 load % + 10 110 load % + 10 110 load % + 10 110 load % + 10 % % % % For other reference conditions.700 kJ/kg Tolerance: +5% With built-on pumps.3 196.5 202.8 192.4 239.3 189.1 192.3 191.6 192. Ambient air temperature 25° C Ambient air pressure 1000 mbar Cooling water for air cooler 25° C Marine diesel oil (MDO).8 200.5 All values based on ISO 3046/1 conditions. the SFOC will be increased by: Fuel oil feed pump Lub.0.5 200.1 190.2 194.0 % 94.5 229.5 x 0.T.T.2 189. the SFOC is to be corrected by: Ambient air temperature Ambient air pressure Cooling water to air cooler Lower calorific value rise rise rise rise 10° C 10 mbar 10° C 427kJ/kg 0. oil main pump 08028-0D/H5250/94.4 190. Lower calorific value: 42. 720 105 ECR 750 110 720 130 MCR 750 135 900 160 Load 25 % 50 % 75 % 85 % 100 % 110 % 241.1.6 Page 1 (1) Specific Fuel Oil Consumption SFOC B 11 01 0 L23/30H Constant Speed Engines L23/30H Engine type Speed r/min kW/cyl.7 % .
Lubrication Oil System B 12 .
The lubricating oil is furthermore used for the purpose of cooling the pistons. please see section for crankcase ventilation.MAN B&W Diesel 1613429-7. The standard engine is equipped with built-on: – – – – – Engine driven lubricating oil pump Lubricating oil cooler Lubricating oil thermostatic valve Duplex full-flow depth filter Pre-lubricating oil pump Lubricating oil from separator Lubricating oil to separator Lubricating oil from separate filter Lubricating oil to separate filter Back-flush from full-flow filter Oil vapour discharge* Lubricating oil overflow Lubricating oil supply DN25 DN25 DN65 DN65 DN20 DN50 DN50 DN25 C15 C16 Flange connections are as standard according to DIN 2501 * For external pipe connection. Pipe description for connection at the engine C3 C4 C7 C8 C9 C13 08028-0D/H5250/94.34 .12 General As standard the lubricating oil system is based on wet sump lubrication. 05.6 Page 1 (4) Internal Lubricating Oil System B 12 00 0 L23/30H Fig 1 Diagram for internal lubricating oil system. All moving parts of the engine are lubricated with oil circulating under pressure in a closed built-on system.08.
Lubricating Oil Consumption The lubricating oil consumption is 0.MAN B&W Diesel B 12 00 0 L23/30H Oil Quantities The approximate quantities of oil necessary for a new engine.1. the turbocharger is connected to the lubricating oil circuit of the engine.0 m/s The main groups of components to be lubricated are: 1 2 3 4 5 6 1) – – – – – – Turbocharger Main bearings. where the pre-lubricating pump is running. be observed that during the running in period the lubricating oil consumption may exceed the values stated.SLOC. big-end bearing etc. 2) Lubricating oil for the main bearings is supplied through holes drilled in the engine frame. which has an inner circumferential groove. velocity recommendations for external lubricating oil pipes: – – Pump suction side Pump discharge side 1.0 g/kWh. Camshaft drive Governor drive Rocker arms Camshaft Internal Lubricating Oil System 1613429-7. In this way overflooding of the turbocharger is prevented during stand-still periods.08. see "B 12 01 1 Lubricating Oil in Base Frame" (max. The non-return valve has back-pressure function requiring a pressure slightly above the priming pressure to open in normal flow direction. Quality of Oil Only HD lubricating oil (Detergent Lubricating Oil) should be used. however.1.5 m/s 1. and a pocket for distribution of oil in the bush itself and for supply of oil to the pin bosses and the piston cooling through holes and channels in the piston pin. Max.6 . litre H3) If there are connected external.6 Page 2 (4) For priming and during operation.07" It should. B 12 15 0 / 504.5 . The inlet line to the turbocharger is equipped with an orifice in order to adjust the oil flow and a non-return valve to prevent draining during stand-still. see "Specific Lubricating Oil Consumption . the quantity of oil in the external piping must also be taken into account. before starting up are given in the table. the oil serves for bearing lubrication and also for dissipation of heat. from where the oil is distributed to the individual lubricating points. From the lubricating points the oil returns by gravity to the oil sump. From the main bearings it passes through bores in the crankshaft to the connecting rod big-end bearings.0 . The connecting rods have bored channels for supply of oil from the big-end bearings to the small-end bearings. characteristic stated in "Lubricating Oil Specification B 12 15 0".2. From the front main bearings channels are bored in the crankshaft for lubricating of the pump drive.34 08028-0D/H5250/94.. System Flow The lubricating oil pump draws oil from the oil sump and presses the oil through the cooler and filter to the main lubricating oil pipe. full-flow filters etc. 05.12 .
Further. 05. Built-on Full-flow Depth Filter The built-on lubricating oil filter is of the duplex paper cartridge type. if a manifold arrangements is used. and a safety filter with a fineness of 60 microns. The outlet is to be fitted with corrosion resistant flame screen separately for each engine.34 . for the camshaft drive gear wheels. lubricating oil is led to the movable parts in need of lubrication. It is a depth filter with a nominel fineness of 10-15 microns. It is preferable that the crankcase ventilation pipe from each engine is led independently to the open air. The cooler is mounted to the front end of the base frame. its arrangements are to be as follows: 1) The vent pipe from each engine is to run indepently to the manifold. is mounted on the front end of the engine and is driven by means of the crankshaft through a coupling. Further.loaded relief valve built-on the oil pump. ensuring stand-still of the pre-lubricating pump when the engine is running. say 2 minutes of running. 10 minures of stand-still. Through a bore in the frame lubricating oil is led to the first camshaft bearing and through bores in the camshaft from where it is distributed to the other camshaft bearings. 08028-0D/H5250/94. and the gear wheels for the governor drive are adjusted to apply the oil at the points where the gear wheels are in mesh. If intermittent running is required for energy saving purpose. 5) 6) Lubricating Oil Pump The lubricating oil pump.MAN B&W Diesel 1613429-7. are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh. 4) Pre-lubricating As standard the engine is equipped with an electricdriven pre-lubricating pump mounted parallel to the main pump. the timing equipment should be set for shortest possible intervals. The lubricating oil to the rocker arms is led through pipes to each cylinder head. Draining of the Oil Sump It is recommended to use the separator suction pipe for draining of the lubricating oil sump. It continuous through bores in the cylinder head and rocker arm to the movable parts to be lubricated at rocker arms and valve bridge.08. and running dur-ing engine stand-still in stand-by position.6 Page 3 (4) Internal Lubricating Oil System B 12 00 0 L23/30H 3) The lubricating oil pipes. However. and be fitted with corrosion resistant flame screen within the manifold. The lubricating oil pipe. it is recommended that the pre-lubricating pump is connected to the emergency switch board thus securing that the engine is not started without pre-lubrication. Running period of the pre-lubricating pump is preferably to be continuous. The pump must be arranged for automatic operation. Lubricating Oil Cooler Crankcase Ventilation As standard the lubricating oil cooler is of the plate type. which is of the gear wheel type. etc. The oil pressure is controlled by an adjustable spring. The crankcase ventilation is not to be directly connected with any other piping system.12 Thermostatic Valve The thermostatic valve is a fully automatic three-way valve with thermostatic elements set of fixed temperature.
Dimension of the flexible connection DN50. such that the vent outlet is fitted with corrosion resistant flame screen. and the clear open area of the vent outlet is not less than the aggregate area of the individual crankcase vent pipes entering the manifold. see D 10 05 0 "List of Capacities".12 .34 08028-0D/H5250/94. 05.6 Page 4 (4) 3) 4) The ventilation pipe should be designed to eliminate the risk of water condensation in the pipe flowing back into the engine and should end in the open air: – – – The connection between engine (C13) and the ventilation pipe must be flexible.08. Pressure differential transmitting – PDT 21-22 Lubricating oil inlet across filter Temperature alarm high – TAH 20 Lubricating oil inlet before cooler Pressure transmitting – PT 22 Lubricating oil inlet after cooler Temperature element – TE 20 Lubricating oil inlet before cooler Temperature element – TE 22 Lubricating oil inlet after cooler Temperature element – TE 29 Lubricating oil inlet main bearings Branches for: – – External fine filter External full/flow filter Internal Lubricating Oil System 1613429-7. The drain must not be lead back to the engine. 5 degrees). The ventilation pipe should be continuously inclined (min. Branches for separator is standard. The manifold is to be provided with drainage arrangement. – – Data For heat dissipation and pump capacities. The manifold is to be vented to the open air. the following optionals can be built-on: – – – Level switch for low/high level in oil sump (LAL/LAH 28) Centrifugal by-pass filter (standard for stationary engines) Hand wing pump Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points.MAN B&W Diesel B 12 00 0 L23/30H 2) The manifold is to be located as high as practicable so as to allow substantial length of piping separating the crankcase. A continuous drain has to be installed near the engine. DN65. Optionals Besides the standard components. Dimension of the ventilation pipe after the flexible connection min.
0 3. Pump m3/h type RPM Type kW Start current Amp.08.5 FL-Z-DB-SO 2.00 10.5 Electric motor 3x440 V. Pump m3/h type RPM Type kW Start current Amp.5 FL-Z-DB-SO 2.1 V28/32H V28/32S 08028-0D/H5250/94.75 7. Intermittent prelub. The pump which is of the tooth wheel type is selfpriming.4 3440 5AP80-2S 1. L23/30H L28/32H 5-6-7-8 5-6-7-8-9 R25/12. L23/30H L28/32H 5-6-7-8 5-6-7-8-9 R25/12.7 21.8 V28/32H V28/32S 12-16-18 12-16-18 R35/25 FL-Z-DB-50 4. Full-load current Amp. 50 Hz (IP 55) Engine type No.08 3440 5AP90S-2 1.5 01.98 22.0 2850 5AP80-2S 0. 60 Hz (IP 55) Engine type No.MAN B&W Diesel 1624477-3. of cyl.12 12-16-18 12-16-18 R35/25 FL-Z-DB-50 5.0 2.0 3. Full-load current Amp.0 1. The engine shall always be prelubricated 2 minutes prior to start if there is not intermitted or continuous prelubricating installed.2 2860 5AP90S-2 1.48 .5 Page 1 (1) Prelubricating Pump B 12 07 0 General The engine is as standard equipped with an electric driven pump for prelubricating before starting. every 10 minutes. is 2 min. Electric motor 3x380 V. of cyl.
The lubricating oil consumption has an influence on the recommended initial BN value. please see section B 12 15 0 "Specific Lubricating Oil Consumption". If the load profile is different. Heavy Duty lubricating oil (HD-Lubricating oil) has to be used coresponding to at least type CF after API service system (http://api-ep.5%) For engines L32/40 Oil type BN (mg KOH/g) 12-15 15-25 25-35 30-40 Gas oil Marine diesel Heavy fuel oil (S<1. V28/ 32H. L21/31. The lubricating oil BN value will have to be evaluated from engine running hours operating on the two different fuel oils. more often fuel oils with different sulphur content are in operation. The BN selection is based on typical load profiles for marine GenSet (50-60% of rated power) and for stationary GenSet (50-100% of rated power) For all engines except L32/40 Oil type BN (mg KOH/g) 8-12 10-15 15-20 20-40 Gas oil Marine diesel Heavy fuel oil (S<1. L27/38. Therefore the BN-value (Base Number) of the lubricating oil has to be lower in order to neutralise the sulphur input from the fuel. low BN values is recommended.api. In this case. L23/30H. therefore the absolute fuel consumption is lower and consequently the lubricating oil is exposed to a smaller amount of sulphur. L32/40 40 145 cSt @ 40° C Stationary L16/24. this should be taken in consideration.7 Page 1 (1) Lubricating Oil Specification B 12 15 0 General Requirement This document is valid for the following engine types: L16/24. L27/38. L21/31. However. Marine GenSet engines are normally running at low load compared to propulsion engines. L28/32H. In order to meet the emission regulations. L27/38.pdf). please contact MAN B&W. How to evaluate the lubricating oil consumption. the operation results are the criteria that prove which BN is the most economical one for efficient engine operation.org/filelibrary/ ACF1E1.15 .5%) Guiding Values for BN When selecting lubricating oil.5%) Viscosity Marine Engine SAE class L23/30H.5%) Heavy fuel oil (S>1. and opposite.08. attention must be paid to the fuel oil sulphur content. 08028-0D/H5250/94. Heavy fuel oil (S>1. L21/31. At habour/coastal operation a low sulphur fuel oil will be used and at sea operation a high sulphur fuel oil will be used. Normally the BN value should be evaluated from the fuel oil with the highest sulphur content as the majority running hours are at sea operation. Holeby.12 05. L23/30H. Otherwise please contact MAN B&W Diesel for guidance. L+V28/32H 30* 105 cSt @ 40° C L16/24. L+V28/32H. For low loaded marine GenSet engines the lowest BN values are recommended and for high loaded stationary engines the highest BN values are recommended. When the lubricating oil consumption is high. V28/32S and L32/40.MAN B&W Diesel 1609531-8. Further the lubricating oil should be rust and oxidation inhibited. V28/32S 40 145 cSt @ 40° C * At cooling water temperatures above 32° C SAE 40 oil can be used.
one separator per engine in operation is recommended.5 Page 1 (2) Treatment of Lubricating Oil B 12 15 0 General Operation on Marine Diesel Oil (MDO) At engine operation on MDO we recommend to install a build on centrifugal by-pass filter as an additionally filter to the build on full flow depth filter and the lubricating oil separator.08. Separators for manual cleaning can be used when the reduced effective cleaning time is taken into consideration by dimensioning the separator capacity.MAN B&W Diesel 1643494-3.36 x 5 23 = 295 l/h (0. The required Flow 08028-0D/H5250/94. Q = required flow (l/h) P = engine output (kW). Fig. In order to secure a safe operation it is necessary to use a supplement cleaning equipment together with the built on full flow depth filter. self-cleaning separator with a daily effective separating period of 23 hours: Q = 1000 x 1.46 . the separator suppliers recommendation should be followed. t = actual effective separator operating time per day (hour) n = number of turnovers per day of the theoretical oil volume corresponding to 1. a decanter unit or an automatic by-pass filter can be used. Engine To/from separator 04.36 l/kW or 1 l/HP. As a guidance. Continuous lubricating oil cleaning during engine operation is necessary. the following formula should form the basis for choosing the required flow for the separator capacity: Q = P x 1. With multi-engine plants. which can be carried out in various ways.30 l/h kW) Operation on Heavy Fuel Oil (HFO) HFO operating engines requires effective lubricating oil cleaning. A common separator can be installed. 1 and 2 show a principle lay-out for a single plant and a multi-plant. decanter unit and the automatic by-pass filter capacity to be adjusted according to makers resommendations. but if only one separator is in operation. For this purpose a centifugal unit.36 x n t Fig 1 Principle lay-out for direct separating on a single plant. the following lay-outs can be used. possibly with one in reserve for operation of all engines through a pipe system. Cleaning Capacity Normally. The capacity is evaluated below. it is recommended to use a self-cleaning filtration unit in order to optimize the cleaning period and thus also optimize the size of the filtration unit. Separator Installation It is recommended to carry out continuous lubricating oil cleaning during engine operation at a lubricating oil temperature between 95°C till 98°C at entering the separator. The centrifugal unit.12 In order to evaluate the required lubricating oil flow through the separator. The following values for "n" are recommended: n = 5 for HFO operating (residual) n = 4 for MDO operating n = 3 for distillate fuel Example: for 1000 kW engine operating on HFO.
which are operating in turns. 3). No 3 Fig 2 Principle lay-out for direct separating on a multi plant. To provide the above-mentioned it is recommended that inlet and outlet valves are connected.MAN B&W Diesel B 12 15 0 General Treatment of Lubricating Oil 1643494-3. By-pass Centrifugal Filter The Holeby GenSets can be delivered with built-on by-pass centrifugal filters. 08028-0D/H5250/94. No 2 To/from lubricating oil separator Eng.5 Page 2 (2) Eng. No 1 Eng. but if several engines are in operation for some time it is recommended to split up the time so that there is separation on all engines. (see page 1) Overflow System As an alternative to the direct separating an overflow system can be used (see fig. By-pass Depth Filter When dimensioning the by-pass depth filter the supplier’s recommendations are to be followed.46 . With only one engine in operation there are no problems with separating. This to ensure that there is no suction and discharging from one engine to another. so that they can only be changed-over simultaneously. Fig 3 Principle lay-out for overflow system. every 24 hours. The capacity of the separator has to correspond with the separating of oil on the single engine n times during the available time. The aim is to ensure that the separator is only connected with one engine at a time.08.12 04.
Cooling Water System B 13 .
as these acids are usually obtainable as solid substances. It is of particular importance to flush the system completely after cleaning. any existing deposits of lime or rust. Raw Water The formation of lime stone on cylinder liners and in cylinder heads may reduce the heat transfer. 08028-0D/H5250/94. The acid content of the system oil should also be checked immediately after cleaning. and 24 hours afterwards. and correct venting of the system. The cleaning should comprise degreasing to remove oil sludge. and do not emit poisonous vapours. Therefore. For descaling with acid. We point out that the water should be circulated in the engine to achieve the best possible result.08. The cleaning agents should not be directly admixed. – – Clean the cooling water system. maintained and monitored so as to avoid corrosion or the formation of deposits which can result in insufficient heat transfer. citric acid.4 Page 1 (5) Freshwater System Treatment B 13 00 0 General Protection against Corrosion in Freshwater Cooling System The engine fresh water must be carefully treated. We point out that the directions given by them should be closely followed. this water will be relatively corrosive.11 .Inhibitors The filling-up with cooling water and the admixture of the inhibitor is to be carried out directly after the cleaning in order to prevent formation of rust on the cleaned surfaces. will reduce service difficulties caused by the cooling water to a minimum. especially products based on amino-sulphonic acid. should be removed in order to improve the heat transfer and to ensure uniform protection of the surface by means of the inhibitor. Fill up with deionized or distilled cooling water (for example from the freshwater generator) with corrosion inhibitor added. and tartaric acid are recommendable. and descaling with acid afterwards to remove rust and lime deposits. on account of its lack of hardness. and a corrosion inhibitor should therefore always be added. A number of these companies are mentioned on the enclosed list. or any oil sludge. Cooling Water .MAN B&W Diesel 1609571-3. cleaning can be executed without any dismantling of the engine. but should be dissolved in water and then added to the cooling water system. which will result in unacceptably high temperatures in the material. specially made for cleaning the cooling water system. MAN B&W recommend that this treatment is carried out according to the following procedure: Cleaning agents emulsified in water as well as slightly alkaline cleaning agents can be used for the degreasing process. These companies offer assistance and control of the treatment in all major ports. Ready-mixed cleaning agents.12 00. it is necessary to treat the cooling water. can be obtained from companies specializing in cooling water treatment. easily soluble in water. Cleaning of the Cooling Water System Before starting the inhibition process. However. inspection should be carried out during the cleaning process. Carry out regular checks of the cooling water system and the condition of the cooling water. As cleaning can cause leaks to become apparent in poorly assembled joints or partly defective gaskets. it is recommended that deionized or distilled water (for example from the freshwater generator) is used as cooling water. whereas ready-mixed cleaning agents which involve the risk of fire must obviously not be used. Normally. – Observance of these precautions.
various types of inhibitors are available. which results in heavy formation of sludge. Generally. It should be noted that softening of water does not reduce its sulphate and chloride contents. if necessary. A number of the products marketed by major companies are specified on the enclosed list. the pH value and the chloride concentration should be in accordance with limits stated by inhibitor manufacturer. so that the actual condition and trend of the system may be currently ascertained and evaluated. We recommend that these directions are strictly observed. a new dosage of inhibitor must. to a great extent. be added immediately after completing the job. The initial descaling with acid will. The quality of the cooling water is to be checked regularly. Treatment of the cooling water with inhibting oils is not recommended.08. These contents should not exceed the following values: Chloride Chlorine Sulphate Silicate 50 ppm 10 ppm 100 ppm 150 ppm (50 mg/litre) (10 mg/litre) (100 mg/litre) (150 mg/litre) Freshwater System Treatment 1609571-3. Evaporated cooling water is to be replaced with noninhibited water. especially if deionized or distilled water is not used. the entire system should be cleaned. Basically the inhibitor concentration. The concentration of inhibitor must under no circumstances be allowed to fall below that recommended by the producer. the total hardness of the water must not exceed 9° dH (German hardness degrees). a zinc galvanized coating in the freshwater cooling system is often very susceptible to corrosion. normal drinking water can be used in exceptional cases.4 Page 2 (5) Checking of the Cooling Water System and the Cooling Water during Service If the cooling water is contaminated during service. As a general guidance values the pH value should be 7-10 measured at 20° C and the chloride concentration should not exceed 50 ppm (50 mg/litre). When overhauling individual cylinders. only nitrite-borate based inhibitors are recommended. if possible once a week. A sudden or gradual increase in the chloride content of the cooling water may be indicative of salt water leakages. According to experience. The chloride. and not from the expansion tank or the pipe leading to it.MAN B&W Diesel B 13 00 0 General If deionized or distilled water cannot be obtained. If deposits are found in the cooling spaces. The water sample for these tests is to be taken from the circulating system. 00. The condition of the cooling water system should therefore be regularly checked. Rain water must not be used. therefore. whereas a loss of water through leakage must be replaced with inhibited water. sulphate. and silicate contents are also to be checked. For this purpose the inhibitor manifactures normally supply simple test kits. Corrosion Inhibitors To protect freshwater cooling systems in marine diesel engines against corrosion. if necessary.12 There should be no sulphide and ammonia content. Chromate inhibitors must not be used in plants connected to a freshwater generator. together with the necessary dosages and admixing procedures. 08028-0D/H5250/94. Generally. we advise against the use of galvanized piping in the freshwater cooling system. sludge or deposits may form. If so. even if the cooling water is correctly inhibited. as this would increase the risk of corrosion.11 . A clear record of all measuring results should be kept. Such leakages are to be traced and repaired at the first opportunity. remove the galvanized coating. chlorine. as it may be heavily contaminated. as such treatment involves the risk of oil adhering to the heat transmitting surfaces. these spaces or.
as well as the total salinity of the water. Drain some water from the system and add the acid solution via the expansion tank. if it does not contain inhibitors. 00. Drain to lowest water level in expansion tank. however. may indicate exhaust gas leakage. Heat the water to 60° C and circulate the water continuously. The pH value can be increased by adding inhibtor. Normally. The cooling water in the system can be used. in that case the upper limit specified by the individual inhibitor supplier must not be exceed. while stirring vigorously. Check. A sudden or gradual degrease in pH value. or an increase of the sulphate content. Descaling with Acid Solution Fill up with clean tap water and heat to 70-75° C. Degreasing Use clean tap water for filling-up. in order to flush out any oil or grease from the tank. and circulate it constantly. the shortest time recommended by the supplier will be sufficient for engines which are treated before the trial trip. The cooling water system must not be kept under pressure.4 Page 3 (5) Freshwater System Treatment B 13 00 0 General A chloride content in the cooling water higher than the 50 ppm specified might. in exceptional cases be tolerated. as this may involve the risk of overheating when draining. in particular to ascertain the contents of inhibtor. Then fill the drum up completely with hot water while continuing to stir (e. using a steam hose). preferably from the suction side of the freshwater pump. Circulate the cleaning chemical for the period specified by the supplier. the lowest concentration recommended by the supplier will normally be sufficient.use protective spectacles and gloves. a longer time must be reckoned with. for example with pH-paper. Drain to lowest water level in the expansion tank directly afterwards. a higher concentration depending on the condition of the cooling system will normally be necessary. Cleaning and Inhibiting Procedure The engine must not be running during the cleaning procedure.MAN B&W Diesel 1609571-3. so that the actual condition and trend of the system may be currently ascertained and evaluated.g. the water should be replaced. that the acid in the solution has not been used up. A clear record of all measuring results should be kept. if major quantities are necessary. Circulate the water for 2 hours. However. Fill the drum half up with water and slowly add the acid compound. Every third month a cooling water sample should be sent ashore for laboratory analysis. and drain again.11 . Keep the temperature of the water between 70° C and 75° C. For untreated engines. Dissolve the necessary dosage of acid compound in a clean iron drum with hot water. and repair any leaks. The cooling water system must not be put under pressure. Drain the system and fill up completely with clean tap water. 08028-0D/H5250/94. The duration of the treatment will depend on the degree of fouling.08.12 Add the amount of degreasing chemical specified by the supplier. Check every hour. For engines which have been treated before the trial trip. and iron. sulphate. Be careful . For untreated engines.
in exceptional cases. test the cooling water with a test kit (available from the inhibitor supplier) to ensure that an adequate inhibitor concentration has been obtained. Continue to flush until water used is neutral (pH approx. the weakest recommended concentration should be used. This should be checked every week. If the acid content is exhausted. drain the system and flush with water. Normally the supplier will specify the maximum solubility. The solubility of acids in water is often limited. descaling can be carried out in two stages with a new solution of compound and clean water. Weight out the quantity of inhibitors specified by the supplier and dissolve in a clean iron drum with hot water from the evaporator. Acid residues can be neutralized with clean tap water containing 10 kg soda per ton of water. then drain and flush the system. The cooling water system must not be put under pressure. in which case. 7). Therefore if.08. Subsequently. and again 24 hours afterwards. Allow the engine to run for not less than 24 hours to ensure that a stable protection of the cooling surfaces is formed. Add the solution via the expansion tank to the system.4 Page 4 (5) Adding of Inhibitors Fill up the cooling water system with water from the evaporator to the lowest water level in the expansion tank.12 . After completing the descaling. The acid content of the system oil is to be checked directly after the descaling with acid. a new acid solution can be added. Freshwater System Treatment 1609571-3. Circulate the mixture for 30 minutes.11 08028-0D/H5250/94.MAN B&W Diesel B 13 00 0 General A number of descaling preparations contain colour indicators which show the state of the acid solution. 00. Then fill up to normal water level with water from the evaporator. a large amount is required.
/U.12 Initial dosage may be larger The suppliers are listed in alpabetical order. Cheshire CW8DX. N. 00.4 Page 5 (5) Freshwater System Treatment B 13 00 0 General Nitrite-borate corrosion inhibitors for cooling water treatment Company Name of Inhibitor Delivery Form Maker's minimum Recommended Dosage* 3 kg/1000 l 20 l/1000 l Castrol Limited Swindon Wiltshire. Norway Dieselguard NB Rocor NB Liquid Powder Liquid 3 kg/1000 l 10 l/1000 l * 08028-0D/H5250/94. France Unitor Rochem Marine Chemicals Oslo.08. England Powder Liquid Liquid Liquid Liquid 3.MAN B&W Diesel 1609571-3. The list is for guidance only and must not be considered complete. England Castrol Solvex WT4 Castrol Solvex WT2 DEWT-NC Liquidewt Maxiguard Cooltreat 651 Cooltreat 652 Nalfleet EWT Liq (9-108) Nalfleet EWT 9-131C Nalfleet EWT 9-111 Nalcool 2000 RD11 DIA PROSIM RD25 DIA PROSIM Powder Liquid Drew Ameriod Marine Boonton.A Houseman Scandinavia 3660 Stenløse Denmark Nalfleet Marine Chemicals Northwich. We undertake no responsibility for difficulties that might be caused by these or other water inhibitos/chemicals.2 kg/1000 l 8 l/1000 l 16 l/1000 l 5 l/1000 l 5 l/1000 l Liquid Liquid Liquid Liquid Powder Liquid 3 l/1000 l 10 l/1000 l 10 l/1000 l 10 l/1000 l 3 kg/1000 l 50 l/1000 l Rohm & Haas (ex Duolite) Paris.J. Suitable cleaners can normally be supplied by these firms.11 .S.
the temperature is sufficiently high to secure a perfect combustion and at the same time cold corrosion is avoided. i. the design freshwater temperature in the LT system should not be too high Max.either by means of cooling water from running engines or by means of a separate preheating system. In order to prevent a too high charge air temperature. 08028-0D/H5250/94. High Temperature Cooling Water System The high temperature cooling water is used for the cooling of cylinder liners and cylinder heads. the inlet temperature of the LT cooling water should not be below 10°C. The system has been constructed with a view to full integration into the external system. Low Temperature Cooling Water System The LT cooling water system includes charge air cooling. 36°C is a convenient choice compared to the design for seawater temperature of maximum 32°C. Different internal basis system layouts for these applications are shown on the following pages. should be preheated with a medium cooling water temperature of at least 60°C . Technical data: See B 13 15 1. in stand-by position and when starting on HFO. 95. To be able to match every kind of external systems.MAN B&W Diesel 1613439-3. lubricating oil cooling and alternator cooling if the latter is water-cooled. the latter is also the reason why the engine. this temperature limits the thermal loads in the high-load area. Regarding the lubricating oil cooler. Technical data : See "list of capacities" D 10 05 0 and B 13 18 1-2. so that engine cooling can be integrated fully or partly into the external system.12 Thermostatic Valve The termostatic valve is a fully automatic three-way valve with thermostatic elements set at fixed temperature.1 Page 1 (2) Internal Cooling Water System B 13 00 0 General Internal Cooling Water System The engine's cooling water system comprises a low temperature (LT) circuit and a high temperature (HT) circuit. Seawater (SW) can be used as optional. An engine outlet temperature of 80°C ensures a perfect combustion in the entire load area when running on Heavy Fuel Oil (HFO).09 . This means that these components can be common for propulsion engine(s) and GenSets. System Lay-Out MAN B&W Holeby's standard for the internal cooling water system is shown on Basis Diagram 2. The separation of HT and LT circuits means that the cooling medium for the LT system can be either SW or FW. The LT system is designed for freshwater (FW) as cooling medium.e. Temperature regulation in the HT and LT systems takes place in the external system where also pumps and freshwater heat exchangers are situated.08. In the low-load area. so that Basis System 2 can match a conventional as well as a central cooling water system. or can be constructed as a stand-alone unit. and hot corrosion in the combustion area is avoided. HT-Circulating Pumps The circulating pump which is of the centrifugal type is mounted on the front cover of the engine and is driven by the crankshaft through a resilient gear transmission. the internal system can as optional be arranged with two separate circuits or as a single circuit with or without a built-on pump and a thermostatic valve in the HT-circuit.
For further information see B 13 23 1.1 Page 2 (2) 95. The system is based on thermo-syphon circulation.12 .09 08028-0D/H5250/94. Internal Cooling Water System 1613439-3.08.MAN B&W Diesel B 13 00 0 General Preheating Arrangement As an optional the engine can be equipped with a built-on preheating arrangement in the HT-circuit including a thermostatic controlled el-heating element and safety valve.
26 . where the engine power is increased. which can be interesting in case of repowering. 01. with low installation costs.3 Page 1 (2) Internal Cooling Water System 1 B 13 00 1 L23/30H Fig 1 Diagram for internal cooling water system 1. and the distance to the other engines is larger.08. The components for circulation and temperature regulation are placed in the external system. in a simple way.12 The engine is equipped with a self-controlling high temperature (HT) water circuit for cooling of cylinder liners and cylinder heads. Pipe description F3 G1 G2 Venting to expansion tank LT fresh water inlet LT fresh water outlet DN 15 DN 80/100 DN 80/100 Flange connections are as standard according to DIN 2501 08028-0D/H5250/94. Thus the engine on the cooling water side only requires one fresh water cooler and so the engine can be intergrated in the ships cooling water system as as a stand alone unit.MAN B&W Diesel 1613575-7. Description Low Temperature Circuit The system is designed as a single-circuit with only two flange connections to the external centralized low temperature (LT) cooling water system.
"Design Data for the External Cooling Water System". Thus the amount of cooling water through the cooling system is always adjusted to the engine load. 01. taken from the lubricating oil cooler outlet.3 Page 2 (2) Optionals Alternatively the engine can be equipped with the following: – – – Thermostatic valve on outlet LT-system Engine driven pump for LT-system Preheater arrangement in HT-system Branches for: High Temperature Circuit The built-on engine driven HT-circulating pump of the centrifugal type. From the cylinder heads the water is led through a common outlet pipe to the thermostatic valve. a smaller or larger amount of the water will be led to the external system or be re-circulated.08. Internal Cooling Water System 1 1613575-7.26 08028-0D/H5250/94. – – External preheating Alternator cooling If the alternator is cooled by water. pumps water through a distributing pipe to bottom of the cooling water space between the liner and the frame of each cylinder unit. the pipes for this can be integrated on the GenSet. See D 10 05 0. Other design data are stated in B 13 00 0. and depending on the engine load. Set points and operating levels for temperature and pressure are stated in B 19 00 0.12 . "Operating Data and Set Points". The HT-circuit is cooled by adjustment of water from the LT-circuit. Data For heat dissipation and pump capacities. The water is led out through bores in the top of the frame via the cooling water guide jacket to the bore cooled cylinder head for cooling of this and the valve seats.MAN B&W Diesel B 13 00 1 L23/30H The charge air cooler and the lubricating oil cooler are siuated parallelly in order to have the lowest possible cooling water inlet temperature for both coolers. "List of Capacities".
which can be a conventional or a centralized cooling water system.3 Page 1 (2) Internal Cooling Water System 2 B 13 00 2 L23/30H Fig 1 Diagram for internal cooling water system 2. Pipe description F1 F2 F3 G1 (G3) G2 08028-0D/H5250/94.26 . Flange connections are as standard according to DIN 2501 Low Temperature (LT) Circuit As standard the system is prepared for fresh water in the LT system. recommended that the alternator engines have separate temperature regulation on the HT-circuit.MAN B&W Diesel 1613576-9. oil cooler is made of stainless steel. but as optional. sea water can be used provided that the materials used in the system are adjusted accordingly.and HTcircuits and is fully integrated in the external system. It is however. with pipes made of steel and the plates in the lub.12 Description DN 80 DN 80 DN 15 DN 80/100 DN 80/100 DN 80/100 DN 80/100 HT fresh water inlet HT fresh water outlet Venting to expansion tank LT fresh water inlet LT sea water inlet LT fresh water outlet LT sea water outlet (G4) The system is designed with separate LT. 01.08. With this system pumps and heat exchangers can be common for propulsion and alternator engines.
Optionals Data Alternatively the engine can be equipped with the following: – LT-system cooled by sea water Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points". – – – – – Thermostatic valve on outlet. the pipes for this can be integrated on the GenSet.08. LT-water pipes are made of aluminium brass or galvanized steel. From the cylinder heads the water is led through a common outlet pipe to the external system. which includes Titanium plates in the lub.12 . HT-system Engine driven pump for LT-system Engine driven pump for HT-system Preheater arrangement in HT-system Internal Cooling Water System 2 1613576-9. oil cooler.MAN B&W Diesel B 13 00 2 L23/30H High Temperature (HT) Circuit From the external HT-system.3 Page 2 (2) Branches for: – – External preheating Alternator cooling If the alternator is cooled by water. Other design data are stated in B 13 00 0 "Design Data for the External Cooling Water System". The water is led out through bores in the top of the frame via the cooling water guide jacket to the bore cooled cylinder head for cooling of this and the valve seats. water is led through a distributing pipe to bottom of the cooling water space between the liner and the frame of each cylinder unit. For heat dissipation and pump capacities. see D 10 05 0 "List of Capacities". covers for charge air cooler are made of bronze: 01.26 08028-0D/H5250/94. LT-system Thermostatic valve on outlet.
No.50°C Expansion tank To provide against changes in volume in the closed jacket water cooling system caused by changes in tempera-ture or leakage. 0. an expansion tank must be installed.90°C SW 1-2.2 Page 1 (1) Design Data for the External Cooling Water System B 13 00 0 L23/30H General This data sheet contains data regarding the necessary information for dimensioning of auxiliary machinery in the external cooling water system for the L23/30 type engine(s).1 3432 18. Minimum recommended tank volume: 0.0 Kw/cyl. the lowest water level in the tank should be minimum 5 m above the centerlinie of the crankshaft. The flow through the engine should for each cylinder be approx.5 bar max.The stated data are for one engine only and are specified at MCR.1 m³.3 4576 Cooling water flow in m³/h Constant Table 1 Showing cooling water data which are depending on cylinder no. (litre) The pressure drop of cooling water across the charge air cooler is: ∆P V K = = = V² x K [Bar] Preheating data: Radiation area (m²) Thermal coeff. oil cooler is approx. 1. For multiplants the tank volume should be min. (KJ/°C) 14.5 bar Working temperature max.0 m/s Pressure drop across engine The pressure drop across the engines HT system. exclusive pump and thermostatic valve is approx.1 + ( exp.2 4004 20.3 bar. 99.5 bar. See also table 1 below.5 bar. Cyl.12 200 55 11 240 60 13 280 65 15 320 70 17 Charge air cooler Expansion vol.0 m/s 3. 0. 0. the pressure drop may be different depending on the actual cooler design. FW Differential pressure 1-2.0 2860 16. As the expansion tank also provides a certain suction head for the fresh water pump to prevent cavation. The capacity of the external preheater should be 0.48 .08. Data for external preheating system Lubricating oil cooler The pressure drop of cooling water across the builton lub. Pumps The cooling water pumps should be of the centrifugal type. per ekstra eng.: V = 0.4 l/min with flow from top and downwards and 10 l/min with flow from bottom and upwards. Setpoints and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Setpoints". Thermostatic valve The pressure drop across the built-on thermostatic valve is approx. Quantity of water in eng: HT-system (litre) LT-system (litre) 5 6 7 8 08028-0D/H5250/94. vol.81.MAN B&W Diesel 1613441-5.) [m³] External pipe velocities For external pipe connections we prescribe the following maximum water velocties: Fresh water : Sea water : 3. For heat dissipation and pump capacities see D 10 05 0 "List of Capacities".
downwards. The treatment process of the cooling water has to be effected before the first commission of the plant.0 Page 1 (1) External Cooling Water System B 13 00 0 General Design of External Cooling Water System It is not difficult to make a system fulfil the requirements.and operation. there should be separate cooling water temperature regulation thus ensuring optimal running temperatures irrespective of load. Possibility for Holeby ICS-system. i. Simplicity. The diagrams on the following pages are principal diagrams. Ad 4) It has been stressed on the diagrams that the alternator engines in stand-by position as well as the propulsion engine in stop position are preheated. which is not to be recommended. 08028-0D/H5250/94. maintained and monitored. A simple version cannot be made without involving the engine builder. Therfore. Preheating with surplus heat. Therefore. 3.38 . optimally and simply. Ad 2) Cooling of alternator engines should be independent of the propulsion engine load and vice versa. an optimal heat distribution is reached in the engine.friendly systems resulting in economic advantages. 6. and are MAN B&W's recommendation for the design of external cooling water systems. immediately after installation at the shipyard or at the power plant. from the top and downwards.e. the temperature on the engine depends on the load with the risk of overheating at full load.MAN B&W Diesel 1613442-7. with surplus heat from the running engines. Ad 6) The systems have been designed in such a way that the change-over from sea operation to harbour operation/stand-by with preheating can be made with a minimum of manual or automatic interference. 5. Ad 5) If the engines are preheated with reverse cooling water direction. The systems are designed on the basis of the following criteria: 1. Corrosion and cavitation may reduce the life time and safety factors of parts concerned. and deposits may form. HT temperature regulation on engine outlet. corrosion fatigue and cavitation may occur on the surfaces of the cooling system which are in contact with the water. Otherwise. Fresh Water Treatment The engine cooling water is.e. we have attached great importance to simple diagram design with optimal cooling of the engines and at the same time installation. but to make the system both simple and cheap and still fulfil the requirements of both the engine builder and other parties involved can be very difficult. Preheating in engine top. and deposits will impair the heat transfer and may result in thermal overload of the components to be cooled. corrosion. 2. 4. 7. Ad 1) Cooling water systems have a tendency to be unnecessarily complicated and thus uneconomic in installation and operation. This method is at the same time more economic since the need for heating is less and the water flow is reduced. i. treated. 91. As few change-over valves as possible. a medium which must be carefully selected.12 If the thermostat valve is placed on the engine's inlet side . Separate HT temperature regulation for propulsion and alternator engines.08. like fuel oil and lubricating oil. Ad 3) The HT FW thermostatic valve should be mounted on the engine's outlet side ensuring a constant cooling water temperature above the engine at all loads. Ad 7) If the actual running situations demands that one of the auxiliary engines should run on low-load. the systems have been designed so that one of the engines can be equipped with a cooling system for ICS-operation(Integrated Charge air System).
12 01.08.MAN B&W Diesel 1624464-1.0 Page 1 (2) One String Central Cooling Water System B 13 00 1 General 08028-0D/H5250/94.26 .
e. Preheating of Stand-by GenSets during Seaoperation: GenSets in stand-by position are preheated automatically via the venting pipe with water from the running engines.and outlet cooling water connection and with internal HT-circuit. This is possible due to the pressure difference. i. which the running GenSet engines HTpumps produce. One String Central Cooling Water System 1624464-1. The propulsion engines HT-circuit is built up acc. describing this system. which is the most economic solution. with only one inlet. two for sea operation and smaller one for harbour operation. Thus the propulsion engine is heated from top and downwards. to the same principle. 01. HT-water temperature is adjusted with LT-water mixing by means of the thermostatic valve.0 Page 2 (2) Preheating of Stand-by GenSets and Propulsion Engine during Harbour Operation: During harbour stay the propulsion and GenSet engines are also preheated in stand-by position by the running GenSets.26 08028-0D/H5250/94. In order to minimize the power consumption the LT FW pump installation consists of 3 pumps.MAN B&W Diesel B 13 00 1 General System Design The system is a central cooling water system of simple design with only one central cooler. see also B 13 00 0 “Internal cooling water system 1”. Valve (1) is open and valve (2) is closed. The system is also remarkable for its preheating of stand-by GenSet engines and propulsion engine by running GenSets.08. The GenSet engines are connected as a one string plant. Low temperature (LT) and fresh water (FW) pumps are common for all engines.12 . without extra pumps and heaters.
04 .MAN B&W Diesel 1613485-8. It is therefore recommended that the preheater is arranged for automatic operation.0 Engines starting on HFO and engines in stand-by position must be preheated. No.e.5 9. Operation Cyl.08. The pipe dimension has been increased in the piping section where the heating element is mounted. that gives a temperature of app. 50° C at the top cover. i. 08028-0D/H5250/94. Preheater 3x400V/3x440V kW 1x 1x 1x 7.12 03. from top and downward. When the engine is in standstill. an extern valve must shut-off the cooling water inlet. High Temperature Preheater Control Box.5 Page 1 (1) Preheater Arrangement in High Temperature System B 13 23 1 L23/30H General The built-on cooling water preheating arrangement consist of a thermostat-controlled el-preheating element built into the outlet pipe for the HT cooling water on the engine's front end. See also E 19 13 0. so that the preheater is disconnected when the engine is running and connected when the engine is in stand-by position.0 9. The thermostat setpoint is adjusted to 70° C. The system is based on thermosiphon cooling and reverse water direction.0 5 6 7 8 1 x 12. and an optimal heat distribution in the engine is thus reached.
Compressed Air System B 14 .
The compressed air is supplied from the starting air receivers (30 bar) through a reduction station.08.12 99. and it can be arranged for remote control. 08028-0D/H5250/94. which is connected to the converter for engine RPM. manual or automatic. Starting System Pipe description K1 Compressed air inlet DN 40 Flange connections are as standard according to DIN 2501 The engine is started by means of a built-on air starter.MAN B&W Diesel 1613580-4. The valve can be activated manually from the starting box on the engine. For remote activation. safety clutch and drive shaft with pinion. General The compressed air system on the engine contains a starting system. starting control system and safety system. Further. a strainer is mounted in the inlet line to the engine. the starting spool is connected so that every starting signal to the starting spool goes through the safe start function. which is a turbine motor with gear box.4 Page 1 (2) Compressed Air System B 14 00 0 L23/30H Fig 1 Diagram for compressed air system. there is a main starting valve. the system supplies air to the jet system. where from compressed air at 7-9 bar is supplied to the engine. Control System The air starter is activated electrically with a pneumatic 3/2 way solenoid valve.34 . To avoid dirt particles in the internal system. Further.
34 08028-0D/H5250/94.bring the drive pinion into engagement with the gear rim on the engine fly wheel. the pilot air will flow to. When the RPM exceeds approx. the overspeed device will activate a pneumatically controlled stop cylinder. The air supply will . see B 19 00 0. 99. Operating levels and set points. which will bring the fuel index to zero and stop the engine.by activating a piston . Compressed Air System 1613580-4. whereby air will be led to the air starter. which starts to operate if the maximum permissible RPM is exceeded. at which firing has taken place. 140. Data For air consumption pr. start. stop – ZS75 Microswitch on flywheel Pneumatic Start Sequence When the starting valve is opened. inlet engine Pressure transmitting – PT 70 Compressed air inlet Position switching. see D 10 05 0 "List of Capacities". the starting valve is closed whereby the air starter is disengaged. the following standard optionals can be built-on: – Main stop valve. This device is fitted to the end cover of the engine driven lubricating pump and is driven from the pump through a resilient coupling. Optionals Besides the standard components. air will be supplied to the drive shaft housing of the air starter. When the pinion is fully engaged. When the maximum permissible RPM is exceeded.12 . which will start to turn the engine. and open the main starting valve.4 Page 2 (2) Safety System As standard the engine is equipped with a pneumatically/mechanically overspeed device. the system is equipped with an emergency starting valve which makes it possible to activate the air starter manually in case of a power failure.MAN B&W Diesel B 14 00 0 L23/30H Further.08. "Operating Data and Set Points.
The starting air pipes should be mounted with a slope towards the receivers. The design of the air system for the actual plant must be according to the rules of the relevant classification society. Diagram for Compressed Air System. N Engine No. 1 K1 K1 K1 Air compressors MAN B&W. - - - Each engine needs only one connection for compressed air.MAN B&W Diesel 1624476-1. Drain valves should be mounted at lowest position of the starting air pipes. 3 . 1.09 .08.5 deg. Pipes and components should always be treated with rust inhibitors. Holeby supply Fig. 95. Design of External System The external compressed air system should be common for both propulsion engines and GenSet engine.1 Page 1 (1) Compressed Air System B 14 00 0 General Oil and water separator Starting air bottle Drain to bilge Engine No. An oil and water separator should be mounted in the line between the compressor and the air receivers. please see B 14 00 0 "Internal Compressed Air System". and the separator should be equipped with automatic drain facilities. see the internal diagram. For the engines' internal compressed air system. or if the GenSets in engined vessels are installed far away from the propulsion plant.12 Installation In order to protect the engine's starting and control equipment against condensation water the following should be observed: The air receiver(s) should always be installed with good drainage facilities. Separate tanks shall only be installed in case of turbine vessels. Receiver(s) arranged in horizontal position must be installed with a slope downwards of min. preventing possible condensed water from running into the compressors. 08028-0D/H5250/94. 2 Engine No.
Combustion Air System B 15 .
The charge air cooler is a compact tube-type cooler with a large cooling surface. The charge air receiver is integrated in the engine frame on the exhaust side. compressor side with quick coupling inlet DN 15* ** DN 15* 1/2" 1/4" The air intake to the turbochargers takes place direct from the engine room through the intake silencer on the turbocharger. 99.MAN B&W Diesel 1613581-6. From the turbocharger the air is led via the charge air cooler and charge air receiver to the inlet valves of each cylinder. but not so close that sea water or vapour may be drawn-in. P8 *Flange connections are as standard according to DIN 2501 **See B 16 01 0 "Exhaust Gas System" and B 16 02 0 "Position of Gas outlet on Turbocharger". It is recommended to blow ventilation air in the level of the top of the engine(s) close to the air inlet of the turbocharger.08.5 Page 1 (2) Combustion Air System B 15 00 0 L23/30H Fig 1 Diagram for combustion air system.48 .12 Charge air inlet Drain from charge air cooler outlet Exhaust gas outlet Drain from turbocharger outlet Water washing turbine side inlet (Optional quick coupling) Water washing. It is further recommended that there always should be a positive air pressure in the engine room. General Pipe description M1 M6 P2 P6 P7 08028-0D/H5250/94.
Data For charge air heat dissipation and exhaust gas data. outlet cylinder – TI 61 Exhaust gas. Improved load ability. mounted on the top plate of the charging air cooler housing. Soft blast cleaning on the turbine side can be fitted as optional. see D 10 05 0 "List of Capacities". charge air and exhaust gas Pressure transmitting – PT 31 Charge air. outlet cylinder – TE 61 Exhaust gas.5 Page 2 (2) Optionals Besides the standard components. Limitating of fuel oil index during starting procedure. Combustion Air System 1613581-6. see B 15 05 1. will be reduced.48 . Less fouling of the engines exhaust gas ways. The lambda controller has the following advantages: – Reduction of visible smoke in case of sudden momentary load increases. and water washing of the compressor side. Cleaning of Turbocharger The turbocharger is fitted with an arrangement for water washing of the turbine side. working with many and major load changes. which is located on the front end of the engine. Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points". Lambda Controller The purpose with the lambda controller is to prevent injection of more fuel in the combustion chamber than can be burned during a momentary load increase. inlet turbocharger Turbocharger The engine is as standard equipped with a higheffeciency MAN B&W. The water mist catcher prevents condensed water (one of the major causes of cylinder wear) from entering the combustion chamber. outlet turbocharger – TE 62 Exhaust gas. inlet turbocharger Temperature indicating – TI 60 Exhaust gas.12 – – – 99. surplus air inlet Pressure differential alarm low – PDAL 31-62. see B 16 01 1. outlet from cooler – TE 60 Exhaust gas. outlet turbocharger – TI 62 Exhaust gas. see B 16 01 2. outlet from cooler Temperature alarm high – TAH 31 Charge air.MAN B&W Diesel B 15 00 0 L23/30H Water Mist Catcher At outlet charge air cooler the charge air is led through the water mist catcher. NR/R turbocharger of the radial type. This is carried out by controlling the relation between the fuel index and the charge air pressure. The above states that the working conditions are improved under difficult circumstances and that the maintenance expenses for an engine. 08028-0D/H5250/94. the following standard optionals can be built-on: Pressure alarm low – PAL 35 Charge air.08. outlet from cooler Temperature element – TE 31 Charge air.
No water of condensation from the air duct must be allowed to be drawn in by the turbocharger. with the outlet of the duct facing the respective intake air silencer.MAN B&W Diesel 1699110-4. 05. The air ventilation fans shoud be designed to maintain a positive air pressure of 50 Pa (5 mmWC) in the auxiliary engine room in all running conditions. In arctic service the air must be heated to at least 0oC. The air required for carrying off the heat emission. See "List of Capacities" section D 10 05 0 for information about required combustion air quantity and heat emission.0 Page 1 (1) Engine Room Ventilation and Combustion Air B 15 00 0 General Combustion Air Requirements ● Ventilator Capacity The capacity of the air ventilators must be large enough to cover: ● The combustion air must be free from water spray.10 . dust. In tropical service a sufficient volume of air must be supplied to the turbocharger(s) at outside air temperature. For this purpose there must be an air duct installed for each turbocharger. ● The combustion air requirements of all consumers. If necessary air preheaters must be provided. oil mist and exhaust gases. For minimum requirements concerning engine room ventilation see applicable standards such as ISO 8861. ● The combustion air is normally taken from the engine room through a filter fitted on the turbocharger.
until the prescribed operation pressure is reached. Therefore manual cleaning of the compressor components is necessary in connection with overhauls. Installed on the engine there is the injection tube (1). 08028-0D/H5250/94.12 94. Connect the plug-in coupling of the lance to the snap coupling on the pipe.e.11 . The washing procedure is executed with the engine running at normal operating temperature and with the engine load as high as possible. connected to a pipe (2) and a snap coupling (3). The frequency of water washing should be matched to the degree of fouling in each individual plant. when the water droplets impinge the deposit layer on the compressor components.Compressor B 15 05 1 General During operation the compressor will gradually be fouled due to the presence of oil mist and dust in the inlet air. The fouling reduces the efficiency of the turbocharger which will result in reduced engine performance. 1 2 3 4 Injection tube Pipe Snap coupling Plug-in coupling 5 6 7 Hand valve with handle Container Charge air line Fig 1 Water washing equipment 2. The cleaning procedure is: 1. comprises two major parts. 3. The water washing equipment. However. Blow air into the container by means of a blow gun. i.08. The cleaning effect of injecting pure fresh water is mainly based upon the mechanical effect arising. Fill the container (6) with a measured amount of fresh water.0 Page 1 (1) Water Washing of Turbocharger . This situation requires dismantling of the turbocharger. see fig 1. The water is injected in a measured amount and within a measured period of time by means of the water washing equipment. at a high compressor speed. The transportable container (6) including a hand valve with handle (5) and a plug-in coupling (4) at the end of a lance. and depress the handle on the hand valve. regular cleaning by injecting water into the compressor during normal operation of the engine has proved to reduce the fouling rate to such an extent that good performance can be maintained in the period between major overhauls of the turbochar-ger. The water is then injected into the compressor.MAN B&W Diesel 1639499-6.
98 1. 5 6 7 8 9 Principles for functioning Figure 1 illustrates the controller's operation mode.35 1. thereby pressing the piston (3) backwards in the lambda cylinder (5). If the system is activated more than 10 seconds. the solenoid valve will be shut off and there will be a remote signal for "jet system failure". no.12 04.70 0.15 . The jet system is activated.57 1.12 1.Limitation of fuel oil index during starting procedure.80 2. Advantages The lambda controller has the following advantages: Reduction of visible smoke in case of sudden momentary load increases.08.02 08028-0D/H5250/94. the regulating device will increase the index on the injection pumps and hereby the regulator arm (1) is turned. the jet system will be deactivated. The Lambda controller is also used as stop cylinder.0 Page 1 (2) Lambda Controller B 15 11 1 L23/30H L28/32H Purpose The purpose with the lambda controller is to prevent injection of more fuel in the combustion chamber than can be burned during a momentary load increase.12 1. Improved load ability. At a 50% load change the system will be activated for about 3-8 seconds.84 0. whereby the electrical circuit will be closed. Cyl.ES0 . When the lambda ratio is satisfactory. Thus the solenoid valve (4) opens.MAN B&W Diesel 1693567-3. the switch (2) will touch the piston arm (3) and be pushed downwards. Hereby heavy smoke formation is prevented during start procedure and further the regulating device cannot over-react. This is carried out by controlling the relation between the fuel index and the charge air pressure. - Air Consumption At 50% step load for L23/30H and L28/32H the air consumption will be as follows: . Fuel oil limiting during start procedure During the start procedure the lambda controller is used as an index limiter. the turbocharger accelerates and increases the charge air pressure. In case of a momentary load increase. Less fouling of the engine's exhaust gas ways. L23/30H Nm3 L28/32H Nm3 0.
Switch (Pick-up) 3. Overspeed device (mecanical activated 3/2 valve) 6 5 3 2 1 Charge air receiver ~ Engine's compression air system 08028-0D/H5250/94.15 .0 Page 2 (2) 1. Piston 4. Lambda controller 6.12 4 Fig 1 Lambda controller incl. Solenoid valve 5.ES0 . start limitation 04.MAN B&W Diesel B 15 11 1 L23/30H L28/32H Lambda Controller 1693567-3.08. Regulating arm 2.
Exhaust Gas System B 16 .
to the turbocharger. To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust gas receiver is insulated. Exhaust pipe dimensions It should be noted that concerning the maximum exhaust gas velocity the pipe dimension after the expansion bellow should be increased for some of the engines. In the cooled intermediate piece a thermometer for reading the exhaust gas temperature is fitted and there is also possibility of fitting a sensor for remote reading. but depends on the actual piping. at a constant pressure. by means of compensators.43 . Because of thermal fluctuations in the exhaust pipe. The expansion bellows should preferably be placed at the rigid suspension points. connected to each other. The gas outlet of turbocharger. The exhaust gas receiver is made of pipe sections. Long. (in case of silencer with spark arrestor care must be taken that the cleaning parts are accessible). expansion bellows must be inserted. and silencer. the expansion bellows. it is necessary to use flexible as well as rigid suspension points. Holeby will be pleased to assist in making a calculation of the exhaust back-pressure. resulting from the weight. if possible. It should be positioned. The wall thickness of the external exhaust pipe should be min. and should comply with the requirements of the classification society and/or the local authorities. External exhaust gas system The exhaust back-pressure should be kept as low as possible. 08028-0D/H5250/94. The exhaust back-pressure should not exceed 25 mbar at MCR.2 Page 1 (2) Exhaust Gas System B 16 00 0 General Internal exhaust gas system From the exhaust valves. Exhaust pipe mounting When the exhaust piping is mounted. It is therefore of the utmost importance that the exhaust piping is made as short as possible and with few and soft bends. immediately above the expansion bellow in order to prevent the transmission of forces. One sturdy fixed-point support must be provided for the expansion bellows on the turbocharger. the radiation of noise and heat must be taken into consideration. curved. the exhaust pipe. After the turbocharger. and narrow exhaust pipes result in higher back-pressure which may affect the engine combustion.12 01. the gas is led to the exhaust pipe system. Note: The exhaust pipe must not exert any force against the gas outlet on the engine. to prevent excessive stress in the pipes due to heat expansion. thermal expansion or lateral displacement of the exhaust piping. the gas is led to the exhaust gas receiver where the fluctuating pressure from the individual cylinders is equalized and the total volume of gas led further on to the turbocharger.MAN B&W Diesel 1609535-5.08. In order to compensate for thermal expansion in the longitudinal direction. 3 mm. The insulation should be shielded by a thin plating. An exhaust gas velocity through the pipe of maximum 35 m/sec is often suitable. must be insulated with a suitable material. one for each cylinder. It is recommended to have drain facilities in order to be able to remove condensate or rainwater. The exhaust piping should be mounted with a slope towards the gas outlet on the engine.
MAN B&W Diesel
B 16 00 0 General
Position of gas outlet on turbocharger B 16 02 0 shows turning alternatives positions of the exhaust gas outlet. Before dispatch of the engine from Holeby exhaust gas outlet will be turned to the wanted position. The turbocharger is, as standard, mounted in the front end. The exhaust gas boilers should be installed with bypass entering in function at low load operation. The back-pressure over the boiler must be considered.
Exhaust Gas System
1609535-5.2 Page 2 (2)
The expansion bellow, which is supplied separately, must be mounted directly on the exhaust gas outlet, see also E 16 01 1-2.
Exhaust gas boiler
To utilize the thermal energy from the exhaust, an exhaust gas boiler producing steam or hot water can be installed. Each engine should have a separate exhaust gas boiler or, alternatively, a common boiler with separate gas ducts. Concerning exhaust gas quantities and temperature, see list of capacities D 10 05 0, and engine performance D 10 10 0. The discharge temperature from the exhaust gas boiler should not be lower than 180° C (in order to avoid sulphuric acid formation in the funnel).
The position of the silencer in the exhaust gas piping is not decisive for the silencing effect. It would be useful, however, to fit the silencer as high as possible to reduce fouling. The necessary silencing depends on the loudness of the exhaust sound and the discharge from the gas outlet to the bridge wing. The exhaust silencer, see E 16 04 2-3-5-6 is supplied loose with counterflange, gaskets and bolts.
MAN B&W Diesel
1607599-1.4 Page 1 (3)
Dry Cleaning of Turbocharger - Turbine
B 16 01 1 General
The tendency to fouling on the gas side of turbochargers depends on the combustion conditions, which are a result of the load and the maintenance condition of the engine as well as the quality of the fuel oil used. Fouling of the gas ways will cause higher exhaust gas temperatures and higher wall temperatures of the combustion chamber components and will also lead to a higher fuel consumption rate. Tests and practical experience have shown that radial-flow turbines can be successfully cleaned by the dry cleaning method. This cleaning method employs cleaning agents consisting of dry solid bodies in the form of granules. A certain amount of these granules, depending on the turbocharger size, is, by means of compressed air, blown into the exhaust gas line before the gas inlet casing of the turbocharger. The injection of granulate is done by means of working air with a pressure of 5-7 bar. On account of their hardness, particularly suited blasting agents such as nut-shells, broken or artificially shaped activated charcoal with a grain size of 1.0 mm to max. 1.5 mm should be used as cleaning agents. The solid bodies have a mechanical cleaning effect which removes any deposits on nozzle vanes and turbine blades. Dry cleaning can be executed at full engine load and does not require any subsequent operating period of the engine in order to dry out the exhaust system.
The cleaning system consists of a cleaning agent container 1 with a capacity of approx. 0.5 liters and a removable cover. Furthermore the system consistsof a dosage valve 3, a closing valve 2 and two snapon connectors. The position numbers 1 and 3 indicate the system's "blow-gun". Only one "blow-gun" is used for each engine plant. The blow-gun is working according to the ejector principle with pressure air (working air) at 5-7 bar as driven medium. Injection time approx. 2 min. Air consumption approx. 5 Nm3/2 min.
1. 2. 3.
Container Closing valve Dosage valve
Working air inlet To be connected with ½ rubber hose.
Fig 1 Arrangement of dry cleaning of turbocharger - Turbine.
NR 15 R / NR 20 R : 0.2 - 0.3 liters NR 24 R / NR 26 R : 0.3 - 0.4 liters
Experience has shown, that cleaning of regular intervals is essential to successful cleaning, as excessive fouling is thus avoided. Cleaning every second day during operation is recommended. The cleaning intervals can be shorter or longer based on operational experience.
MAN B&W Diesel
B 16 01 1 General
Dry cleaning of turbochargers
Suppliers of cleaning agents:
Dry Cleaning of Turbocharger - Turbine
1607599-1.4 Page 2 (3)
"Solf Blast Grit, Grade 14/25" TURCO Products B.V. Verl. Blokkenweg 12, Tel.:08380 - 31380,
617 AD EDE - Holland Fax.: 08380 - 37069
Designation unknown Neptunes Vinke B.V. Schuttevaerweg 24, Potbus 11032, Tel.: 010 - 4373166
3044 BB Rotterdam 3004 E.A. Rotterdam, Holland Fax.: 4623466
"Grade 16/10" FA. Poul Auer GmbH Strahltechnik D-6800 Mainheim 31, Germany
"Granulated Nut Shells" Eisenwerke Würth GmbH + Co. 4107 Bad Friederichshall, Germany Tel.: 0 71 36-60 01
"Soft Blasting Grade 12/3a" H.S. Hansen Eftf. 2100 Copenhagen Ø, Tel.:(01) 29 97 00 Kattegatvej 2 Denmark Telex: 19038
"Crushed Nutshells" Brigantine, Hong Kong
"Turbine Wash" Ishikawajima-Harima Heavy Industries Co. Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku Tokyo 104, Japan Tel.: 03-2 77-42 91
MAN B&W Diesel
1607599-1.4 Page 3 (3)
Dry Cleaning of Turbocharger - Turbine
B 16 01 1 General
"A-C Cleaner" (Activated Coal) Mitsui Kozan Co. Ltd. (Fuel Dept.) Yamaguchi Bldg., 2-1-1 Nihonbashi Muromachi, Chuo-Ku Tokyo 103, Japan
"OMT-701" Marix KK Kimura Bldg., 6-2-1 Shinbashi Minato-Ku, Tokyo 105, Japan Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J
"OMT-701" OMT Incorporated 4F, Kiji Bldg., 2-8 Hatchobori, 4-chome, Chuo-Ku, Tokyo 104, Japan Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J
"Marine Grid No. 14" (Walnut) Hikawa Marine Kaigan-Dori 1-1-1, Tel.: 0 78-3 21-66 56
Kobe 650, Japan
"Marine Grid No. 14" Mashin Shokai Irie-Dori, 3-1-13, Hyogo-Ku Kobe 652, Japan Tel.: 0 78-6 51-15 81
Granulate MAN B&W Diesel A/S Stamholmen 161 DK-2650 Hvidovre Tel.: +45 31 492501 Fax.: +45 31 494397 Telex: 31197 manbw dk
The list is for guidance only and must not be considered complete. We undertake no responsibility that might be caused by these or other products.
MAN B&W Diesel
1607517-7.5 Page 1 (2)
Water Washing of Turbocharger - Turbine
B 16 01 2 General
The tendency to fouling on the gas side of turbochargers depends on the combustion conditions, which are a result of the load on and the maintenance condition of the engine as well as the quality of the fuel oil used. Fouling of the gas ways will cause higher exhaust gas temperatures and higher surface temperatures of the combustion chamber components and will also lead to a lower performance. Tests and practical experience have shown that radial-flow turbines can be successfully cleaned by injection water into the inlet pipe of the turbine. The cleaning effect is based on the water solubility of the deposits and on the mechanical action of the impinging water droplets and the water flow rate. The necessary water flow is dependent on the gas flow and the gas temperature. Enough water must be injected per time unit so that, not the entire flow will evaporate, but about 0.25 l/min. will flow off through the drainage opening in the gas outlet. Thus ensuring that sufficient water has been injected. For washing procedure, please see name plate for water washing. Service experience has shown that the above mentioned water flow gives the optimal cleaning effect. If the water flow is reduced, the cleaning effect will be reduced or dissappear. If the recommended water flow is exceeded, there is a certain risk of an accumulation of water in the turbine casing which may result in speed reduction of turbocharger. The best cleaning effect is obtained by cleaning at low engine load approx. 20% MCR. Cleaning at low load will also reduce temperature shocks.
Heavily contaminated turbines, which where not cleaned periodically from the very beginning or after an overhaul, cannot be cleaned by this method. If vibration in the turbocharger occur after waterwashing has been carried out, the washing should be repeated. If unbalance still exists, this is presumably due to heavy fouling, and the engine must be stopped and the turbocharger dismantled and manually cleaned. The washing water should be taken from the fresh water system and not from the fresh cooling water system or salt water system. No cleaning agents or solvents need to be added to the water. To avoid corrosion during standstill, the engine must, upon completing of water washing run far at least 1 hour before stop so that all parts are dry.
Water Washing System
The water washing system consists of a pipe system equipped with a regulating valve, a manoeuvring valve, a 3-way cock and a drain pipe with a drain valve from the gas outlet. The water for washing the turbine, is supplied from the external fresh water system through a flexible hose with couplings. The flexible hose must be disconnected after water washing. By activating the manoeuvring valve and the regulating valve, water is led through the 3-way cock to the exhaust pipe intermediate flange, equipped with a channel to lead the water to the gas inlet of the turbocharger. The water which is not evaporated, is led out through the drain pipe in the gas outlet.
Experience has shown, that washing at regular intervals is essential to successful cleaning, as excessive fouling is thus avoided. Washing at intervals of 100 hours is therefore recommended. Depending on the fuel quality these intervals can be shorter or longer. However, the turbine must be washed at the latest when the exhaust gas temperature upstream of the turbine has risen about 20° C above the normal temperature.
MAN B&W Diesel
B 16 01 2 General Water Washing of Turbocharger - Turbine
1607517-7.5 Page 2 (2)
MAN B&W Diesel
1613417-7.3 Page 1 (1)
Position of Gas outlet on Turbocharger
B 16 02 0 L23/30H
5-6L23/30H (720-750 rpm)
7-8L23/30H (720-750 rpm) - 6-7-8L23/30H (900 rpm)
Exhaust flange D. mating dimensions T Engine type DN 350 mm OD 490 mm T 16 mm PCD 445 mm Hole size No. of holes 22 mm 12
321 321 321 321 321 321 321 321 321
5-6L23/30H 7-8L23/30H 6L23/30H-900 rpm
Graphic shows pressure loss in relation to velocity. Damping 25 dB (A) E 16 04 2 L23/30H Design The operating of the silencer is based on the absorption system.MAN B&W Diesel 1609574-9. Dimension for flanges for exhaust pipes is according to DIN 86 044 02. Nxd The silencer is delivered without insulation and fastening fittings. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A B 490 540 595 C 445 495 550 E 2500 3000 3300 F 850 950 1000 G 2200 2700 3000 H 150 150 150 I 16 16 16 Nxd 12xø22 16xø22 16xø22 350 400 450 890 990 1040 08028-0D/H5250/94. 100 80 60 Pressure loss (mm w ~ 10 Pa) at T300° C. Installation The silencer may be installed. horizontally or in any position close to the end of the piping.08. E H G H I D 1 Drain C A B F 1 10 15 20 30 40 60 80100 Gas velocity (m/s) Weight kg 400 500 700 Flanges according to DIN 86 044 Silencer type (A) Damping dB (A) 25 25 25 Cyl.4 Page 1 (1) Silencer without Spark Arrestor. vertically. surrounded by highly effecient sound absorbing material.12 Silencer type (B) Damping dB (A) 25 25 25 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 730 780 830 B 490 540 595 C 445 495 550 E 3000 3400 3400 F 700 750 800 G 2800 3100 3100 H 100 150 150 I 16 16 16 Nxd 12xø22 16xø22 16xø22 Weight kg 347 432 473 350 400 450 All dimensions are in mm.13 . thus giving an excellent attenuation over a wide frequency range. 40 30 20 15 10 8 6 5 4 3 2 Pressure Loss The pressure loss will not be more then in a straight tube having the same lenght and bore as the silencer. The Gasflow passes straight-through a perforated tube.
Graphic shows pressure loss in relation to velocity. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 880 980 1080 B 490 540 595 C 445 495 550 E 3400 4000 4200 F 850 950 1050 G 3200 3700 3900 H 100 150 150 I 16 16 16 Nxd 12xø22 16xø22 16xø22 Weight kg 528 730 1015 350 400 450 All dimensions are in mm.MAN B&W Diesel 1609577-4. Installation The silencer may be installed. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A B 490 540 595 C 445 495 550 E 3500 4000 4300 F 850 950 1000 G 3200 3700 4000 H I 16 16 16 Nxd 12xø22 16xø22 16xø22 Weight kg 550 700 900 350 400 450 890 990 1040 150 150 150 08028-0D/H5250/94. Nxd The silencer is delivered without insulation and fastening fittings.12 Silencer type (B) Damping dB (A) 35 35 35 Cyl. horizontally or in any position close to the end of the piping. 40 30 20 15 10 8 6 5 4 3 2 Pressure Loss The pressure loss will not be more then in a straight tube having the same lenght and bore as the silencer. Dimension for flanges for exhaust pipes is according to DIN 86 044 02. E H G H I D 1 Drain C A B F 1 10 15 20 30 40 60 80100 Gas velocity (m/s) Flanges according to DIN 86 044 Silencer type (A) Damping dB (A) 35 35 35 Cyl.08. thus giving an excellent attenuation over a wide frequency range. surrounded by highly effecient sound absorbing material. Damping 35 dB (A) E 16 04 3 L23/30H Design The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a perforated tube. vertically.13 . 100 80 60 Pressure loss (mm w ~ 10 Pa) at T300° C.4 Page 1 (1) Silencer without Spark Arrestor.
1000 800 600 Pressure loss (mm w ~ 10 Pa) at T300° C. Nxd 400 300 200 150 100 80 60 50 40 30 20 The silencer is delivered without insulation and fastening fittings. see graphic) Installation The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible. thus giving an excellent attenuation over a wide frequency range.4 Page 1 (1) Silencer with Spark Arrestor. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box.13 . type 5+6 (720/750) DN A 890 990 1040 B 490 540 595 C 445 495 550 E 2900 3400 F 850 950 G 2600 3100 H 150 150 150 I 16 16 16 Nxd J K L 270 290 300 Weight kg 450 650 800 350 400 450 12xø22 500 16xø22 750 16xø22 1000 80 100 100 7+8 (720/750) 6 (900) 7+8 (900) 3700 1000 3400 Silencer type (B) Damping dB (A) 25 25 25 Cyl. (Pressure loss. surrounded by highly effecient sound absorbing material. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 730 780 830 B 490 540 595 C 445 495 550 E 3000 3400 3400 F 700 750 800 G 2800 3100 3100 H 100 150 150 I 16 16 16 Nxd J K L 300 300 350 Weight kg 377 470 526 350 400 450 12xø22 650 16xø22 700 16xø22 800 50 100 100 All dimensions are in mm.08. H E G H A F B Spark arrestor type A 1 Drain Spark arrestor type B I K J C J K L 10 10 15 20 30 40 60 80100 Gas velocity (m/s) Flanges according to DIN 86 044 Silencer type (A) Damping dB (A) 25 25 25 08028-0D/H5250/94. Damping 25 dB (A) E 16 04 5 L23/30H Design The operating of the silencer is based on the absorption system.12 Cyl. Dimension for flanges for exhaust pipes is according to DIN 86 044 02. The operation of the spark arrestor is based on the centrifugal system. The gases are forced into a rotary movement by means of a number of fixed blades. The Gasflow passes straight-through a perforated tube.MAN B&W Diesel 1609580-8.
type 5+6 (720/750) 7+8 (720/750) 6 (900 rpm) 7+8 (900 rpm) DN A 890 990 1040 B 490 540 595 C 445 495 550 E 3700 4400 F 850 950 G 3400 4100 H 150 150 150 I 16 16 16 Nxd J K L 270 290 300 Weight kg 550 800 1000 350 400 450 12xø22 450 16xø22 750 16xø22 1000 80 100 100 4700 1000 4400 Silencer type (B) Damping dB (A) 35 35 35 Cyl.MAN B&W Diesel 1609584-5. 1000 800 600 Pressure loss (mm w ~ 10 Pa) at T300° C. The Gasflow passes straight-through a perforated tube. (Pressure loss. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13 . The gases are forced into a rotary movement by means of a number of fixed blades. Nxd 400 300 200 150 100 80 60 50 40 30 20 The silencer is delivered without insulation and fastening fittings. type 5+6 (720/750) 7+8 (720/750) 6 (900 rpm) 7+8 (900 rpm) DN A 880 980 1080 B 490 540 595 C 445 495 550 E 3750 4400 F 850 950 G 3550 4100 H 100 150 150 I 16 16 16 Nxd J K L 300 300 350 Weight kg 627 885 1140 350 400 450 12xø22 650 16xø22 700 16xø22 800 50 100 100 4650 1050 4350 All dimensions are in mm. H E G H A F B Spark arrestor type A 1 Drain Spark arrestor type B I K J C 10 10 15 20 30 40 60 80100 Gas velocity (m/s) J K L Flanges according to DIN 86 044 Silencer type (A) Damping dB (A) 35 35 35 08028-0D/H5250/94. thus giving an excellent attenuation over a wide frequency range.4 Page 1 (1) Silencer with Spark Arrestor. see graphic).12 Cyl. Damping 35 dB (A) E 16 04 6 L23/30H Design The operating of the silencer is based on the absorption system.08. Installation The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible. The operation of the spark arrestor is based on the centrifugal system. surrounded by highly effecient sound absorbing material.
Speed Control System B 17 .
are lower than 0° C. 08028-0D/H5250/94. MDO or HFO. If the engine normally runs on HFO preheated fuel must be circulated through the engine while preheating although the engine has run or has been flushed on MDO for a short period. (0° C for lub. During preheating the cooling water outlet temperature should be kept as high as possible at least 60° C (± 5°C) -either by means of cooling water from engines which are running or by means of a built-in preheater. or 10° C for SAE 40). MDO or HFO. intermediate prelubricating or continuos prelubricating.12 Starting on HFO During shorter stops or if the engine is in stand-by on HFO the engine must be preheated. is 2 min.08. Initial ignition may be difficult if the engine and ambient temp. Only on MDO. Emergency start.03 . oil viscosity may not by higher than 1500 cSt.3 Page 1 (1) Starting of Engine B 17 00 0 General Load % 100 C B 50 A 0 1 2 3 12 minutes The engine may be started and loaded according to the following procedure: A: Normal start without preheated cooling water. oil SAE 30. Starting on MDO For starting on MDO there are no restrictions exept lub. C: Stand-by engine. and the cooling water temperature is lower than 15° C. B: Normal start with preheated cooling water.MAN B&W Diesel 1607583-4. Intermittent prelub. with preheated cooling water. every 10 minutes. 99. Prelubricating The engine shall always be prelubricated 2 minutes prior to start if there is not intermittent or continuos prelubricating installed.
MAN B&W Diesel 1679743-4.12 Fig 1 Regulateurs Europa governor. Load Distribution Speed Adjustment By the droop setting. Shutdown/Stop Solenoid energised to "stop". type 1102. Speed Adjustment Range Between -5% and +10% of the nominal speed at idle running. the engines are equipped with a hydraulic . make Regulateurs Europa.mechanical governor. Manual operated : speed setting controlled by handwheel.16 . : series wound: 24V AC/DC for raise and lower the speed.2 Page 1 (1) Governor B 17 01 4 General Governor Type As standard. Droop Adjustable by dial type lockable control from 0-10% droop.08. Stop Solenoid voltages: 24V DC. 02. Manual and electric. Electric motor Manually operated shut-down knob fitted on governor energised to "stop" only. 08028-0D/H5250/94.
MAN B&W Diesel 1683324-8. The main objectives of CoCoS-MPS are: ● Increased availability and reliability of engines. CoCoS-MPS assists in the planning and initiating of preventive maintenance. Easy and unambiguous identification of spare parts. Timely detection of irregularities. it should have on-line connections to the alarm system and other data acquisition systems. ● ● ● ● To assist in decision making onboard or at the power plant. monitoring and storage of operating data. CoCoS comprises four individual software application products: CoCoS-EDS. and SPO can communicate with one another. or they can be used as separate standalone system. for instance pumps and separators. Engine Diagnostics System CoCoS-MPS. Maintenance Planning System CoCoS-SPC. monitoring. at the office. CoCoS-EDS assists in the performance evaluation through diagnostics. These three applications can also handle non-MAN B&W Diesel technical equipment. Integrated stock handling and spare part ordering. To reduce operating costs and losses due to engine failure. ● CoCoS-EDS (P 17 50 1. The objectives of the CoCos software products are to provide: ● To obtain the full benefits of the principal features of CoCoS-EDS. Spare Part Catalogue CoCoS-SPO. ● These objectives are achieved through: ● Logging. Efficient reduction of operating costs and losses. To reduce maintenance costs and losses. To improve availability and reliability of engines. manual input facilities make it possible to utilise CoCoS-EDS for off-line equipment. Stock Handling and Spare Part Ordering ● To improve availability and reliability of engines. Unambiguous diagnostics of operating states. The main objectives of CoCoS-EDS are: ● To assist in decision making onboard. CoCoS-MPS (P 17 60 1.08.2 Page 1 (2) CoCoS P 17 40 0 General Description The Computer Controlled Surveillance system is the family name of the software application products from the MAN B&W Diesel group.12 Engine Diagnostics System. P 17 60 2) Maintenance Planning System. Efficient planning of engine maintenance. 03. or at the power plant.12 . and logging of maintenance history. ● ● CoCoS MPS. estimating of the amount of work hours needed. too. P 17 50 2) ● 08028-0D/H5250/94. work procedures. SPC. forecasting and budgeting of spare part requirements. Key features are: scheduling of inspections and overhaul. Key features are: on-line data logging. diagnostics and trends. However.
MAN B&W Diesel
P 17 40 0 General
These objectives are achieved through:
1683324-8.2 Page 2 (2)
CoCoS-SPO (P 17 80 1, P 17 80 2)
Stock Handling and Spare Part Ordering, CoCoSSPO assists in managing the procurement and control of the spare part stock. Key features are: available stock, store location, planned receipts and issues, minimum stock, safety stock, suppliers, prices and statistics. The main objectives of CoCoS-SPO are:
Comprehensive maintenance programmes. Dedicated tools for extensive planning of engine performance. Forecasting of the consumption of spare parts and work hours. Logging of maintenance history and experience.
To assist in the handling of the spare part stock. To give up-to-date information on current stock. To forecast spare part availability. To assist in the procurement of spare parts.
CoCoS-MPS can be used as a stand-alone system. However, to obtain the full benefits of the principal features of CoCoS-MPS, it should have direct access to CoCoS-SPC and CoCoS-SPO.
CoCoS-SPC (P 17 70 1, P 17 70 2)
These objectives are achieved through: Spare Part Catalogue, CoCoS-SPC assists in the identification of spare part. Key features are: multilevel part lists, spare part information, and graphics. The main objectives of CoCoS-MPS are:
● ● ●
Stock administration. Automatic generation of ordering proposals. Easy preparation of - and follow-up on - orders. Extensive reporting.
To assist in the identification of spare parts for engines and other technical equipment, onboard or at the power plant. To give easy access to spare part information.
These objectives are achieved through:
Multilevel part lists. Graphics.
CoCoS-SPO can be used as a stand-alone system. However, to obtain the full benefits of the integrated stock handling and spare part ordering, and of the other principal features of CoCoS-SPO, it should have direct access to CoCoS-MPS and CoCoSSPC.
CoCoS Suite (P 17 90 1)
Spare part information. Extended search.
CoCoS-SPC can be used as a stand-alone system. However, to obtain the full benefits of the features of CoCoS-SPC, it should have direct access to CoCoS-MPS and CoCoS-SPO.
CoCoS Suite includes the four above-mentioned system; P 17 50 1 (2), P 17 60 1 (2), P 17 70 1 (2) and P 17 80 1 (2).
MAN B&W Diesel
1607502-1.5 Page 1 (1)
B 18 01 1 L23/30H
One instrument panel consisting of: Type Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge (*) Code PI 01 PI 10 PI 21 PI 22 PI 23 PI 31 PI 40 PI 50 Function LT Fresh water - inlet to air-cooler HT Fresh water - inlet engine Lubricating oil - inlet to filter Lubricating oil - outlet from filter Lubricating oil - inlet to turbocharger Charging air - outlet from cooler Fuel oil - inlet to engine Nozzle cooling oil - inlet to fuel valves
Instruments placed in start box: Tachometer Switch for turbocharger/engine RPM SI 89/90 Turbocharger/Engine - RPM
Instrumentation mounted local on engine: Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer (*) Thermometer Thermometer
TI 01 TI 02 TI 03 TI 10 TI 11 TI 20 TI 22 TI 30 TI 31 TI 40 TI 51 TI 60 TI 61
LT water - inlet air cooler LT water - outlet from air cooler LT water - outlet from lub. oil cooler HT fresh water - inlet to engine HT fresh water - outlet each cylinder Lubricating oil - inlet to cooler Lubricating oil - outlet from filter Charge air - inlet to cooler Charge air - outlet from cooler Fuel oil - inlet to engine Nozz. cool. oil - outlet from fuel valves Exhaust gas - outlet each cylinder Exhaust gas - outlet turbocharger
If nozzle cooling oil applied only.
MAN B&W Diesel
1607503-3.2 Page 1 (1)
Standard Instrument Panel
B 18 05 1 In-Line
Main Instrument Panel
As standard the engine is equipped with an instrument panel, comprising instruments for visual indication of the most essential pressures. Illustrated on fig. 1. The instrument panel is mounted flexibly on rubber elements and all manometer connections are connected to the panel by means of flexible hoses, as shown on fig. 2.
On the engine is as standard mounted an instrument panel. The following incorporating pressure gauges for the most essential pressures.
Fig. 2. Cross section of instrument panel
Pressure gauge for: PI 01 PI 10 PI 21/22 PI 23 PI 31 PI 40 LT fresh water, inlet to air cooler HT fresh water, inlet engine Lubricating oil, inlet/outlet to filter Lub. oil, inlet to turbocharger Charge air, outlet from cooler Fuel oil, inlet to engine Switch for PI 21/22
The connecting pipes to the manometers are equipped with valves which make it possible to replace the manometers during operation. In the charging air and fuel oil piping damping filters are inserted for levelling out pressure fluctuations.
Fig. 1. Lay-out of instrument panel
Safety and Control System B 19 .
2 bar <75° C <82° C <65° C <72° C >4. inlet engine Temp. cool.5-<9 bar PAL 70 7 bar Specific plants will not comprise alarm equipment and autostop for all parameters listed above. between individual cyl. when centrifugal filter installed Pressure drop across filter Prelubricating pressure Pressure inlet turbocharger Lub. see overleaf.4 bar + (C) TAH 12 TAH 12-2 max. nozz. after cooler Compressed Air System Press. inlet engine Press. outlet eng.5-1 bar 0.MAN B&W Diesel 1687164-0.12 TE 29 75-85° C <85° C TAH 29 MDO HFO PI 40 PI 40 2.5 ±0. nozz.5 bar 2. gas temp.g.2 bar >1.3 bar >1.5 bar level switch low/high level 95° C TSH 22 TSH 22 PSL 22 PSL 22 85° C 95° C 2. HT-system. Diff.5 bar 4. HT-system. oil. cyl.4 bar + (C) 0.1-5 bar 0. 06. outlet engine Temp. main bearings Fuel Oil System Pressure after filter Leaking oil Press. units Exhaust Gas and Charge Air Exh.5 bar 4 bar leakage 1.8-<6 bar <85° C PAL 01 PAL 10 0.5 bar >0. oil. oil.08.5 bar Alarm Set point Autostop of engine TAH 20 TAH 20 TAH 22 TAH 22 PAL 22 PAL 22 PDAH 21-22 LAL 25 LAL 28/ LAH 28 90° C 100° C 75° C 85° C 3 bar 4 bar 1. * for 720/750 rpm ** for 900 rpm.5 bar 1.5-5 bar 5-16 bar (A) PAL 40 PAL 40 LAH 42 1. before TC Exh. inlet engine TI 61 TI 61 PI 31 TI 31 275-350° C* 320-390° C** 2-2. inlet engine Temp. after TC Ch. outlet cyl. raise across cyl. 08028-0D/H5250/94.1-0.5 bar Pressure after filter (inlet eng) Elevated pressure i.5 Page 1 (2) Operation Data & Set Points B 19 00 0 L23/30H Acceptable value at shop Normal Value at Full load test or after repair Lubricating Oil System Temp. For specific plants additional parameters can be included. inlet eng. after cooler Ch. cool. LT-system.units Temp. outl.5 bar 35-55° C <55° C TAH 31 65° C PI 70 7-9 bar >7. Cooling Water System Press.6 bar 60-75° C 70-85° C >1.5 bar (B) (B) PI 50 TI 51 2-3 bar 80-90° C PAL 50 PI 01 PI 10 TI 10 TI 11 1-2. For remarks to some parameters. before cooler (outlet engine) Temp. Temp. gas temp. HT-system. gas temp. HT-system. after cooler (inlet engine) SAE 30 SAE 40 SAE 30 SAE 40 TI 20 TI 20 TI 22 TI 22 PI 22 PI 22 PDAH 21-22 PI 25 PI 23 60-75° C 65-82° C 45-65° C 50-72° C 3.0 bar >4. level in base frame Temp.5 bar <0.5-4. air temp.5 bar (D) 1. 10° C 90° C 93° C TSH 12 95° C TI 62 TI 60 425-475° C 280-390° C average ±25° C TAH 62 TAH 62-2 TAH 60 TAD 60 TAH 61 550° C 600° C 420° C average ±50° C 500° C Exh. air press.1-4.06 .
290 42.680 08028-0D/H5250/94.5 Page 2 (2) Alarm Set point Autostop of engine SI 90 SI 90 SI 90 SI 89 720 rpm 750 rpm 900 rpm 820 rpm 855 rpm 1020 rpm SAH 81 SAH 81 SAH 81 SAH 89 815 rpm 850 rpm 1015 rpm (E) SSH 81 SSH 81 SSH 81 SSH 81 SSH 81 SSH 81 825 rpm 815 rpm 860 rpm 850 rpm 1030 rpm 1015 rpm Remarks to individual Parameters A.08. E.06 . C.680 42.680 750 rpm 55.MAN B&W Diesel B 19 00 0 L23/30H Acceptable value at shop Normal Value at Full load test or after repair Speed Control System Engine speed Mechanical Elec. 4. the system pressure must be sufficient to depress any tendency to gasification of the hot fuel. inlet engine (PI 01) With two-string cooling water system the normal value can be higher.680 42. Press. LT -system.12 06.680 42. Limits for Turbocharger Overspeed Alarm (SAH 89) Engine type 5L23/30H 6L23/30H 7L23/30H 8L23/30H 720 rpm 55.680 900 rpm – 42. HFO-operation When operating on HFO. max.290 42. Alarm Set Points As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine. Mechanical Elec. Cooling Water Pressure.290 55. Turbocharger speed Operation Data & Set Points 1687164-0. Nozzle Cooling Oil System The nozzle cooling oil system is only applied for stationary engines.290 55. the alarm set point has to be adjusted to 0. The system pressure has to be adjusted according to the fuel oil preheating temperature.4 bar plus the static pressure. Mechanical Elec.0 bar. D. B.680 42. Fuel Oil Pressure.
12 Fig 1 Mechanical overspeed. whereby compressed air will be led to the stop cylinder. (see also B 17 30 1) in which the piston is pressed forward and. governor failure by means of an overspeed trip. 01.08. the overspeed must be reset before the engine can be started. The overspeed tripping device is fitted to the end cover of the lubricating oil pump and is driven through this pump. for instance. Thereby the engine stops. the springloaded fly weight (1).01 . Overspeed Alarm (SAH 81) The overspeed alarm (SAH 81) is activated by means of the micro switch (9). through the arm. which will activate the springloaded fly weight (1) through the lever (8). turns the fuel pump regulating shaft to STOP position. and the pneumatic valve (6) opens. the spring-loaded pull rod connection to the governor being compressed. 08028-0D/H5250/94.MAN B&W Diesel 1624450-8. If the overspeed has been activated. The engine is equipped with a stopping device which starts to operate if the maximum permissible revolution number is exceeded.2 Page 1 (1) Mechanical Overspeed B 19 06 1 L23/30H Mechanical Overspeed The engine is protected against overspeeding in the event of. Reset is done by means of the button (10). At the same time the arm (2) presses down the spindle (5). see fig 1. The engine can be stopped manually by pressing down the button (7). The arm is locked in its bottom position by the lock pin (3) which is pressed in by the spring (4). If the pre-set tripping speed is exceeded. will move outwards and press down the arm (2).
See fig. Blocking If "Blocking" is activated. 05.1200 RPM ~ 4-20 mA TC: 0 . when activating the start button a solenoid valve opens for air to the air starter. If the start button is disengaged before the diesel engine has exceeded 110 RPM.3 Page 1 (1) Local Starting Box . * The function chosen is indicated in the pushbutton. thereby engaging the starter and starting the diesel engine. Throughout the starting cycle the start button must be activated.e. External Indications There are output signals for engine RPM and turbocharger RPM. but only if the button "Local" is activated. until 5 sec.08. i. The air starter is automatically disengaged when the diesel engine exceeds 110 RPM. Remote Start 08028-0D/H5250/94. the indication is changed. Fig 1 Starting box.No 1 B 19 10 1 General Description The starting box is mounted on the engine's control side. On front of the box there are the following indications/pushbuttons: – – – – – – – – Indication of engine or turbocharger RPM Indication of electronic overspeed Pushbutton for "Manual Start" Pushbutton for "Manual Stop" Pushbutton for "Remote" * Pushbutton for "Local" * Pushbutton for "Blocking" * Pushbutton for change-over between engine and turbocharger RPM Engine / Turbocharger RPM By activating the "Engine RPM/TC RPM" button. local start is an electrical. further starting cycles are blocked. The manual. Manual Start The engine can be started by means of the start button. pneumatic start. Engine: 0 .12 Remote start can only take place if the pushbutton for "Remote" is activated. after the engine is at standstill. All components in the starting box are wired to the built-on terminal box.MAN B&W Diesel 1639469-7. Manual Stop The "Manual Stop" button is connected to the stop coil on the governor. "Local" and "Blocking" have potential free switches for external indication. 1.60000 RPM ~ 4-20 mA The pushbuttons for "Remote". Engine RPM indication is green light-emitting diodes and turbocharger RPM indication is red light-emitting diodes. it is not possible to start the diesel engine.41 .
One for synchronizing and one for start/stop of pre.12 Fig.04 . the frequency signal is sent through an f/I converter (frequency/current converter). To be able to show the engine's RPM on an analogue tachometer. 94. 1. Converter for engine RPM.2 Page 1 (2) Converter for Engine RPM Signal B 19 13 1 General Engine RPM signals For measuring the engine's RPM. Overspeed When the engine speed reach the setpoint for electronic overspeed the converter gives a shutdown signal and a alarm signal through a relay. oil pump or alarm blocking at start/stop. The "engine run" signals will be given through a relay. Further. where the signal is transformed into a proportional 4-20 mA ~ 0-1200 RPM. (this is used for pump engines). The signal will also be given when the engine speed reach 200 RPM + 8 sec. the safe start signal is a blocking function for the air starter during rotation.MAN B&W Diesel 1635436-4. Safe start When the safe start signal is activated the engine can start. lub. the converter has following signals: – – – – overspeed engine run safe start tacho fail Engine run When the engine speed reach 710 RPM the converter gives a "engine run" signal. Further.. Both tachometer on the engine and possibly external tachometers should be connected in the current loop.08. If the engine speed haven't been over 710 RPM the signal will be deactivated at 200 RPM. 140 RPM the air starter will be shut-off. 08028-0D/H5250/94. The engine run signal will be deactivated when the speed is 640 RPM. When the engine reach app. a pick-up mounted on the engine is used giving a frequency depending on the RPM.
The sensing distance is 0.12 . All wiring to relay.5 to 1.08.2 Page 2 (2) Data Operating data Power consumption Ambient temperature Output current : : : : 24 V DC ± 15% 3 Watt -20° C to 70° C 4-20 mA ~ 0-1200 RPM Pick-up The pick-up is a NPN-type with LED-indication.MAN B&W Diesel B 19 13 1 General Tacho fail The tacho fail signal will be on when everything is normal. Holeby.04 08028-0D/H5250/94. E. The converter for engine RPM signal is mounted in the terminal box on the engine. if there is power supply failure. pick-up and tachometer are made by MAN B&W.2 mm. If the pick-up or the converter failed the signal will be deactivated.g. Converter for Engine RPM Signal 1635436-4. 94.
oil pressure.e. oil pump starter Start/stop signal ⎫ ⎪ ⎪ ⎪ ⎪ ⎪ ⎪ ⎬ ⎪ ⎪ ⎪ ⎪ ⎪ ⎪ ⎪ ⎭ ⎧ ⎪ ⎪ ⎪ ⎨ ⎪ ⎪ ⎪ ⎩ ⎧ ⎪ ⎨ ⎩ Power supply 24 V DC. i.shut-down Thermostate TSH 12 cooling water . Start/Stop of the Diesel Engine As the engine control box can give the diesel engine a signal of normal start/stop. so that alarm is avoided during starting and stopping of the engines.Shut-down Stop Start interlock Output to engine Power supply Stop signal . oil shutdown High temp. it is possible to mount remote switches for these functions.08.oil pressure low . On the front cover of the engine control box there are an indication panel. There are indications for: Power Lub. From main switch board Start signal Stop signal Emergency stop signal Reset signal To main switch board 08028-0D/H5250/94.01 . If an unintended condition occurs to one of the above functions. It is advisable to use in case of too low lub. Remote reset is also possible. Besides.0 Page 1 (2) Engine Control Box No 1 E 19 06 4 General The Safety System The engine control box is watching the most important safety operating functions of the diesel engine. there are built-in start/stop procedures for the engine. 6 A ±20% Input from engine Engine run signal Pressurestate PSL 22 lub. the engine control box will release automatic stop of the engine (shut-down).shut-down solenoid Start signal Fig 1 External connections to/from the engine control box .12 - Common shutdown Start failure Power failure Cable failure Alarm blocking Engine run To pre. fresh water shutdown Overspeed shutdown Start failure Wire break Start interlocks There are push buttons for: Start Stop Reset Lamp test Alarm Blocking The engine control box is provided with a relay output for alarm blocking.lub. On fig.shut-down Microswitch SSH 81 speed high . low lub. there is a built-in reset function which has to be activated before the engine can be re-started. and overspeed. 1 the possible external connections and input/output signals are shown.MAN B&W Diesel 1631457-0. In order to avoid an unintended re-starting after release of a shut-down. high cooling water temperature. 00. oil pressure.
It is possible to integrate the engine control box in the switch board. Enclosure: IP 55.01 .MAN B&W Diesel E 19 06 4 General If the diesel engine does not start during a starting trial.12 Cable glands fitted and supplied by costumer Fig 2 Engine Control Box.08. When the diesel engine is running. near the engine. The engine control box can also be installed in the engine control room. 1 shows the dimensions of the cabinet. The following is available as an option: One box for 3 engines Electronic overspeed Custom made solutions Engine Control Box No 1 1631457-0. fig. Two relay outputs are activated. One of these switches can be used for start/stop of the prelubricating pump. a potential free switch will give the information that there is a starting failure. Ø10.0 Page 2 (2) Engine Control Box Cabinet The engine control box cabinet can be installed in the engine room. 00.2 Engine Control box 340 Start Stop 630 220 Flange-plate in bottom of engine control box 08028-0D/H5250/94.
automatic stop of the engine (shutdown) or . On the front cover of the engine control box there are 3 indication panels.0 Page 1 (2) Engine Control Box No 2 E 19 06 6 General Alarm and Safety System The engine control box is watching all alarm and safety operating functions of the diesel engine. oil inlet temp. One is used for start/stop of the prelubricating pump. For the safety system there are indications for: - Lub. the engine control box will initiate: . 08028-0D/H5250/94.MAN B&W Diesel 1643403-4. Remote reset is also possible.01 . so that alarm is avoided during starting and stopping of the engine. Start/Stop of the Diesel Engine Power on Engine run Lub. oil filter Cooling water outlet temp. The engine control box will reflect the actual engine automation/instrumentation. a potential free switch will give the information that there is a starting failure. If the diesel engine does not start during a starting trial. One for the safety system and two for the alarm system. It is possible to change the valve position on the engine control box or remote. Furthermore. lub pump failure Overspeed Spare x 4 Furthermore there are push buttons for: Start of engine Stop of engine Reset Lamp test Diesel oil (MDO) mode with indication * Heavy fuel oil (HFO) mode with indication * * Options Alarm Blocking The engine control box is provided with a relay for alarm blocking. Tacho failure Low supply voltage High supply voltage Alternator overheating Lambda control failure Fuse failure Pre. there is a built-in reset function which has to be activated before the engine can be re-started. In case of unintended conditions for the above functions. The items below are general. 00. When the diesel engine is running. three relay outputs are activated. there are built-in start/stop procedures for the engine.08.12 For the alarm system there are indications for: Lubricating oil inlet pressure Prelubricating oil pressure Fuel leakage Oil level base frame * lub.a warning indication (alarm) In order to avoid an unintended re-starting after release of a shutdown. Besides. and one is used for start/stop of the nozzle cooling pump. oil shutdown High temp. Diesel Oil / Heavy Fuel Oil Mode The valve control for MDO or HFO running mode is incorporated in the engine control box. fresh water shutdown Overspeed shutdown Emergency shutdown Start failure Wire break Start interlock (blocking) Start interlock (local) Starting air The diesel engine can be started and stopped by means of push buttons on the panel. it is possible to mount remote switches for these functions. Cooling water press.
It is possible to integrate the engine control box in the switchboard.0 Page 2 (2) Engine Control Box Cabinet The engine control box cabinet can be installed in the engine room. Enclosure: IP 54. Fig 1 Engine control box. 00.MAN B&W Diesel E 19 06 6 General The push buttons for MDO and HFO are lighten push buttons to indicate the mode.12 . near the engine. Engine Control Box No 2 1643403-4.08. Fig 1 shows the dimensions of the cabinet. The engine control box can also be installed in the engine control room.01 08028-0D/H5250/94.
Ø10. See also B 12 07 0. Depending on the number of engines in the plant. furthermore there is a main switch. the control box can be for one or several engines. The control box consists of a cabinet with starter.MAN B&W Diesel 1631477-3. The prelubricating oil pump starting box can be combined with the high temperature preheater control box.3 Page 1 (2) Prelubricating Oil Pump Starting Box E 19 11 0 General Description The prelubricating oil pump box is for controlling the prelubricating oil pump built onto the engine. 01.08. On the front of the cabinet there is a lamp for "pump on". overload protection and control system.10 .lub. (For L16/24.lub. L21/31 & L27/38 only continuous running is accepted).2 Pre. The pump can be arranged for continuous or intermittent running. oil pump Engine 1 Pre.12 Fig 1 Dimensions. Prelubricating Pump. oil pump Engine 2 Pre.lub. oil pump Engine 3 Pump ON Man Auto OFF Pump ON Man Auto OFF Pump ON Man Auto OFF 560 630 220 08028-0D/H5250/94. a change-over switch for manual start and automatic start of the pump.
3 Page 2 (2) Fig 2 Wiring diagram.10 08028-0D/H5250/94.12 .MAN B&W Diesel E 19 11 0 General Prelubricating Oil Pump Starting Box 1631477-3. 01.08.
Ø10.T. 01. however the dimensions of the cabinet will be the same. Depending on the numbers of engines in the plant. The temperature is controlled by means of an on/off thermostat mounted in the common HT-outlet pipe.10 .MAN B&W Diesel 1631478-5. fig 1 illustrates a front for 3 engines. water preheater Engine 1 H.T.T. The control box consists of a cabinet with contactor and control system. Furthermore there is overload protection for the heater element. water preheater Engine 2 H. the control box can be for one or several engines. On the front of the cabinet there is a lamp for "heater on" and a main switch for activating the system.08. Furthermore the system secures that the heater is activated only when the engine is in stand-still.1 Page 1 (2) High Temperature Preheater Control Box E 19 13 0 General Description The preheater control box is for controlling the electric heater built onto the engine for preheating of the engines jacket cooling water during stand-still.12 Fig 1 Dimensions of the control cabinet.2 H. See also B 13 23 1 Preheating Arrangement in High Temperature System. The high temperature preheater control box can be combined with the prelubricating oil pump control box. water preheater Engine 3 Heater ON Heater ON Heater ON 340 630 220 08028-0D/H5250/94.
20 .T.MAN B&W Diesel E 19 13 0 General High Temperature Preheater Control Box 1631478-5.08. water preheater 6 kW Engine 1 13 F2 2A 1 14 15 F3 2A 16 17 18 19 20 21 22 23 24 2 1 2 13 13 13 13 13 13 380 V 440 V 24 V 100 VA Q5 S4 14 14 Q7 S7 14 14 Q9 S10 14 14 3 4 3 4 F4 F7 F10 13 17 20 T1 T2 T3 14 A1 15 X1 18 A1 19 X1 21 A1 22 Q5 A2 H6 X2 A2 Q7 H8 X2 A2 Q9 H10 X2 16 NO NC . water preheater 6 kW Engine 3 9 H.22 . 01.1 Page 2 (2) 1 2 3 4 5 6 7 8 9 10 11 12 1 F4 10A 2 3 5 F7 10A 1 3 5 F10 10A 1 3 5 4 6 2 4 6 2 4 6 L1 L2 L3 L1 L2 L3 L1 L2 L3 S4 T1 T2 T3 S7 T1 T2 T3 S10 T1 T2 T3 1 Q5 2 3 5 Q7 1 3 5 Q9 1 3 5 4 6 2 4 6 2 4 6 L1 L2 L3 Power supply 3 x 380/440 V 1 2 3 4 5 H.18 .12 X1 Preheater Engine 3 ON Preheater Engine 1 Preheater Engine 2 Preheater Engine 2 ON Preheater Engine 3 Preheater Engine 1 ON .T.10 Fig 2 Wiring diagram.T.10 08028-0D/H5250/94.7 NO NC . water preheater 6 kW Engine 2 6 7 8 H.4 NO NC .
Foundation B 20 .
L27/38. in order to obtain sufficient stiffness in the support of the resilient mounted generating sets.3 Page 1 (1) Recommendations Concerning Steel Foundations for Resilient Mounted GenSets B 20 01 0 L23/30H. For longitudinal stiffened decks it is recommended to add transverse stiffening below the resilient supports. It is a general recommendation that the steel foundations is in line with both the supporting transverse and longitudinal deck structure . 08028-0D/H5250/94. resonance with the free forces and moments from especially the propulsion system have to be avoided. i. see fig 2. tanks etc. fig 1.12 Fig 2 Resilient supports. 02.23 . weight of machinery. it is generally recommended to strengthen the deck by a longitudinal stiffener inline with the resilient supports.08. The strength and the stiffness of the deck structure has to be based on the actual deck load. and furthermore. Fig 1 Transverse stiff deck structure.MAN B&W Diesel 1613565-0. L28/32H Foundation Recommendations When the generating sets are installed on a transverse stiffened deck structure.e.
All connections from the generating set to the external systems should be equipped with flexible connections. and pipes.MAN B&W Diesel 1613527-9. The exact setting can be found in the calculation of the conical mountings for the plant in question. type Conical. 08028-0D/H5250/94. gangway etc. The setting from unloaded to loaded condition is normally between 5-11 mm for the conical mounting. must not be welded to the external part of the installation. 40 mm) for each conical mounting. This steel shim is adjusted to an exact measurement (min. Resilient Support A resilient mounting of the generating set is made with a number of conical mountings.08.12 Fig 1 Resilient mounting of generating sets. These conical mountings are bolted to brackets on the base frame (see fig 1).23 . 02. The support of the individual conical mounting can be made in one of the following three ways: 1) The support between the bottom flange and the foundation of the conical mounting is made with a loose steel shim. The number and the distance between them depend on the size of the plant. the diesel engine and the generator are placed on a common rigid base frame mounted on the ship's/erection hall's foundation by means of resilient supports.2 Page 1 (2) Resilient Mounting of Generating Sets B 20 01 3 L23/30H L28/32H Resilient Mounting of Generating Sets On resilient mounted generating sets. Fig 2 Support of conicals.
3) Irrespective of the method of support. Eventhough engine and generator have been adjusted in the factory with the generator rotor correctly placed in the stator. Resilient Mounting of Generating Sets 1613527-9. It is recommended to use two steel shims.MAN B&W Diesel B 20 01 3 L23/30H L28/32H 2) The support can also be made by means of two steel shims. Finally.08. it is recommended to make an autolog before starting up the plant. at the top a loose shim of at least 40 mm and below a shim of approx.12 .2 Page 2 (2) Adjustment of Engine and Generator on Base Frame The resilient mounted generating set is normally delivered from the factory with engine and generator mounted on the common base frame. and the crankshaft bend of the engine (autolog) within the prescribed tolerances. 10 mm which are adjusted for each conical mounting and then welded to the foundation. the support can be made by means of chockfast. it is recommended to use a loose steel shim to facilitate a possible future replacement of the conical mountings. the bottom shim should be cast in chockfast with a thickness of at least 10 mm. 02. the top shim should be loose and have a minimum thickness of 40 mm.23 08028-0D/H5250/94.
Test running B 21 .
Test of alarm functions according to the actual list for the specific plant.35 . Test of remote start/stop and emergency functions. Parallel running of GenSets. Inspection of lub. from – – 100 % 0% 50 % load to 0% – – 50% – – 100% load – – 4) 08028-0D/H5250/94. Crankshaft deflection with warm engine (not 16/24).MAN B&W Diesel 1356501-5.08.6 Page 1 (1) Test Running of GenSets on DO B 21 01 1 General 1) 2) Warming up of GenSets. Register of Shipping Det Norske Veritas Germanischer Lloyd Lloyd's Register of Shipping Registro Italiano Navale USSR Register of Shipping Register of Shipping of Peoples Republic of China Nippon Kaiji Kyokai 1 1 1 1 1 1 1 3/4 1 1 1 1 1 1 1 3/4 1 1 1 1 1 1 1 3/4 1 1 1 1 1 1 1 4 1 1 1 1 1 1 1 3/4 1 3/4 3/4 3/4 3/4 3/4 2 2 3/4 3/4 3) Governor test: Measurement of momentaneous speed variation Measurement of permanent speed variation.12 Overspeed test. oil filter cartridges of each engine. General inspection. Load test in hours: (at 750 / 1000 rpm for 50 Hz or 720 / 900 / 1200 rpm for 60 Hz) Load (%) 25 50 75 100 110 American Bureau of Shipping Bureau Veritas Chinese Corp. 5) 6) 7) 8) 9) 10) 03.
Spare Parts E 23 .
12 Cylinder liner approx.130 kg Cylinder head incl. 180 kg 08028-0D/H5250/94. rocker arms approx.MAN B&W Diesel 1613435-6. 21 kg Cylinder head approx. 75 kg Connecting rod approx. 41 kg 91.08.37 .1 Page 1 (1) Weight and Dimensions of Principal Parts E 23 00 0 L23/30H Piston approx.
35 .5 Page 1 (1) Recommended Wearing Parts E 23 04 0 L23/30H 720/750 RPM 08028-0D/H5250/94.MAN B&W Diesel 1607552-3.12 99.08.
2 Page 1 (1) Recommended Wearing Parts E 23 04 0 L23/30H 900 RPM 08028-0D/H5250/94.MAN B&W Diesel 1643417-8.08.12 99.35 .
Det Norske Veritas.MAN B&W Diesel 1655227-6. Demands Germanischer Lloyd.4 Page 1 (2) Standard Spare Parts P 23 01 1 L23/30H Extent according to the requirements of: For guidance American Bureau of Shipping. Chinese Register.12 Piston and Connecting Rod. cylinder liner O-ring. cylinder head Valve rotators 4 4 4 4 2 4 1 1 2 4 50502 50502 50502 50502 50501 50501 50510 50510 50501 50502 512 465 489 490 064 076 026 075 338 477 08028-0D/H5250/94. inlet and exhaust Conical ring in 2/2 Inner spring Outer spring Valve seat ring. Bureau Veritas. USSR Register of Shipping. Cylinder Liner Sealing ring Connecting rod stud Connecting rod nut Connecting rod bearing Bush for connecting rod Piston pin Retaining ring Piston ring Piston ring Piston ring Oil scraper ring O-ring. coaming Gasket.09 .08. Plate Item Description Cylinder Head Valve spindle. Nippon Kaiji Kyokai Korean Register of Shipping Registro Italiano Navale Qty. inlet Valve seat ring. cooling water connections 1 2 2 1 1 1 2 1 1 1 1 2 1 8 50610 50601 50601 50601 50601 50601 50601 50601 50601 50601 50601 50610 51203 50501 031 152 164 139 056 019 032 093 103 115 127 043 234 184 Operating Gear for Valve and Fuel Injection Pumps Sealing ring 4 50801 185 Engine Frame and Base Frame Main bearing shells Thrust washer 1 2 51101 51101 157 253 06. exhaust Gasket. inlet bend O-ring. top cover O-ring. Lloyd's Register of Shipping.
09 .08. ex.12 Plate No. A plant consists of 2x5L28/32H and 2x7L28/32H. 7 2 = 3.4 Page 2 (2) Stud Nut O-ring O-ring 2 2 1 1 51101 51101 51106 51106 169 170 034 058 Turbocharger System Gasket O-ring. refer to the spare parts plates in the instruction book. cyl. Then the number of spare parts must be ~ add up to equal number = 4. 06.MAN B&W Diesel P 23 01 1 L23/30H Description Qty. 720/750 rpm Fuel oil injection pump. and Item No. 900 rpm Fuel oil high-pressure pipe * 1 1 1 51402 51401 51401 51404 177 057 381 010 * No of spare parts = C 2 (add up to equal number) C = Number of cylinders for engine with max. cooling water connections 1 2 51202 51202 024 264 Fuel Oil System and Injection Equipment Fuel injection valve Fuel oil injection pump. Plate Item Standard Spare Parts 1655227-6.5 08028-0D/H5250/94. no in plant.
Tools P 24 .
pressure for indicator Lifting tool for cylinder head Mounting tool for valves Grinding tool for cyl.08. Exhaust Valves and Fuel Injection Pumps Feeler gauge for inlet valves Feeler gauge for exhaust valves Extractor for thrust piece on roller guide for fuel pump Distance piece 2 2 1 1 52008 52008 52008 52008 010 022 058 071 Control and Safety Systems Automatics and Instruments Spanner for adjusting of overspeed stop 1 52009 016 01. head and cyl.43 mm) Eye bolt for piston lift af check of connecting rod big-end bearing Torque spanner 20 120 Nm Torque spanner 80 360 Nm Socket (24 mm) Magnifier (30x) 1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 021 033 094 200 141 165 116 117 452 655 488 511 153 070 261 273 381 559 08028-0D/H5250/94. liner Testing mandrel for piston ring grooves (4.12 Operating Gear for Inlet Valves. Plate Item Cylinder Head Max. liner Tool for grinding of valves Handwheel for indicator valve 1 1 1 1 1 1 52005 52005 52005 52005 52005 52005 109 014 051 205 553 673 Piston.3 Page 1 (2) Standard Tools for Normal Maintenance P 24 01 1 L23/30H Description Qty. wooden box Funnel for honing of cyl. Connecting Rod and Cylinder Liner Eye screw for lifting of piston Shackle for lifting of piston Back stop for cylinder liner Plier for piston pin lock ring Piston ring opener Testing mandrel for piston scraper ring grooves (7. liner Honing brush for cylinder liner incl.43 mm) Guide ring for mounting of piston (900 rpm) Guide ring for mounting of piston (720/750 rpm) Lifting tool for cyl.25 .MAN B&W Diesel 1655222-7. liner Grinding tool for cyl.
complete Spanner for injection pump Cleaning tool for fuel injector Grinding tool for fuel injector seat Extractor for fuel injector valve 1 1 1 set 1 1 52014 52014 52014 52014 52014 013 204 108 361 407 Lubricating Oil System Guide bar for dismantling of lubricating oil cooler 2 52015 019 Hydraulic Tools Pressure pump. 01.3 Page 2 (2) Crankshaft and Main Bearings Turning rod Crankshaft alignment gauge.08.12 . autolog Lifting straps for main and guide bearing caps Dismantling tool for main bearing Tool for upper main bearing Dismantling tool for guide bearing shells 1 1 2 2 1 1 52010 52010 52010 52010 52010 52010 011 059 155 106 214 202 Fuel Oil System and Injection Equipment Pressure testing pump. complete 1 1 1 6 1 1 1 1 52021 52021 52021 52021 52021 52021 52021 52021 011 155 202 501 513 633 251 405 Plate no and item no refer to the spare parts plates in the instruction book. complete Hydraulic tools for main bearings with wooden box.25 08028-0D/H5250/94. complete Hydraulic tools for cylinder head with wooden box. complete with wooden box Distributing piece for cylinder head Distributing piece for main bearings Hose for hydraulic tools Hose for hydraulic tools Hydraulic tools for connecting rod with wooden box.MAN B&W Diesel P 24 01 1 L23/30H Description Qty Plate Item Standard Tools for Normal Maintenance 1655222-7.
item no 301. plate no 52005. head * Grinding table as above .12 Plate no and item no refer to the spare parts plates in the instruction book. 99.50 . plate no 52005.0 Page 1 (1) Tools for Reconditioning P 24 02 1 L23/30H Description Qty. Plate Item Cylinder Head Grinding table for cyl. 08028-0D/H5250/94.08. item no 254.MAN B&W Diesel 1679714-7.on stand * Extractor for valve seat ring Mounting tool for valve seat ring Grinding machine for valve seat rings Grinding machine for valve spindles 1 1 1 1 1 1 52005 52005 52005 52005 52005 52005 254 301 504 457 350 408 Fuel Oil System and Injection Equipment Grinding ring for fuel injector 1 52014 300 * As standard the grinding table is delivered for wall mounting. As optional it can be delivered on stand.
complete Shackle for pull lift Pull lift.0 Page 1(1) Extra Tools for Low Dismantling Height P 24 04 1 L23/30H Description Qty Plate Item For Lift of Piston and Connecting Rod Collar for connecting rod. complete 1 2 2 52050 52050 52050 045 057 021 For Lift of Cylinder Liner Lifting tool complete 1 52050 033 08028-0D/H5250/94.12 Plate no and item no refer to the spare parts plates in the instruction book.08.50 . 99.MAN B&W Diesel 1679713-5.
G 50 Alternator B 50 .
AA AC P Q AB B A C R H T J N S I O K L U M Y V Z X 08028-0D/H5250/94.B&W Diesel A/S. Further. the ventilating outlet should be placed above the level of the alternator feet.08. size of A3. 1. For water cooled alternators the flanges for cooling water should be placed on the left side of the alternator seen from the shaft end.MAN B&W Diesel 1613539-9. Project Information 3 sets of Project Information should be forwarded to MAN . Drawings included in the alternator Project Information must have a max. Regarding air cooled alternators. the alternator supplier should fullfill the dimensions given in fig. and in the longitudinal direction of the alternator in the area covered by the base frame. components and other parts to be operated/ maintained should not be placed below the level of the alternator feet on front edge of.4 Page 1 (3) Information from the Alternator supplier G 50 02 8 L23/30H Installation aspects For mounting of diesel engine and alternator on a common base frame.12 Engine Type 5-6L23/30H 7-8L23/30H H 230 230 I 120 160 øJ 39 39 K 1280 1500 L 1380 1600 M (min) 230 230 Fig 1 Outline drawing of alternator.45 F G E Overhaul of rotor D . 99. The flanges should be with counter flanges. inspection shutters. according to the delivery times stated in "Extent of Delivery". Holeby.
length.08. For water cooled alternators following information is required: position of connections dimension of connections dimensions of flange connections cooling water capacity cooling water temperature heat dissipation cooling water pressure loss across heat exchanger Amount of water in alt.MAN B&W Diesel G 50 02 8 L23/30H Project Information should as a minimum contain the following documentation: 1. total weight with placement of center of gravity in 2 directions (horizontal and vertical). groove shaft pin.45 08028-0D/H5250/94. permissible ambient inlet air temp. overhaul space for rotor. oil flow required lub. lifting eyes venthole position for air cooled alternators and min.e. height. direction of revolution. "outline" drawing 3. Side view and view of driving end with all main dimensions. alt. width. as well as all the dimensions of the alternator's coupling flange. cooler. shaft height. terminal box position. cooling system Following information is required in order to be able to work out torsional vibration calculations for the complete GenSet. The rotor shaft drawing must show all the dimensions of the rotor shaft's lengths and diameters as well as information about rotor parts with regard to mass inertia moment .4 Page 2 (3) Rotor shaft drawing Following information is required in order to be able to work out drawings for base frame and general arrangement of GenSet. As minimum all the dimensions in fig. Further the "outline" drawing is to include alternator type. c. i.GD2 or J (kgm2) and weight (kg). type B16 99. General description of alternator. filter. foot position.12 . a. 1 should be stated. etc. foot width. etc. oil pressure pressure regulator (if required/delivered) oil sight glas (if required/delivered) Fig 2 Shaft dimension for alternator. Information from the Alternator supplier 1613539-9. For air cooled alternators following information is required: Max. For alternators with extern lubricating of bearing(s) following information is required: position of connections dimensions of connections dimensions of flange connections required lub. 2. b.
Rated voltage. Other drawings necessary for installation. oil capacity (m3/h).phi. For further information.3/4 . Load efficiency in % of nominal load at 1/4 .08. to DIN 6885. oil system: Max.0).8 and 1. 7. these should be specified with our order no.12 99.4 Page 3 (3) Information from the Alternator supplier G 50 02 8 L23/30H The following components.B 36 148 Besides the above-mentioned documentation. amp. Shaft dimension for alternator. The shaft dimensions for alternator should be according to figure 2 or 3. Rated power factor. Data: Construction form. please contact MAN B&W Diesel A/S. = 0.1/1 load (with cos. 6. oil pressure.45 12 . R4 A . 3 sets of alternator test reports should be forwarded. Lub.A 10 200 B .1 Shaft end acc. In connection with the delivery of alternator. Heat radiation. must be mentioned: Shaft Pole wheel Exciter Ventilator 4. A N7 B 140m6 A B Max. Frequency. Insulation class. 5. type B20 08028-0D/H5250/94. If the alternator bearings are lubricated by the engines' intermal lub. Spare parts list. Holeby. 3. Rated power kVA. List of loose supplied components. and the specific yard or project identification. to DIN 748 Fig. lub. 220 Key & keyway acc. documentation and spare parts. which are part of the complete rotor. Rated current. Hz.MAN B&W Diesel 1613539-9.1/2 .
Note for Re-engineering In case of using an existing alternator. Alternator type B 20: Two bearing types. 720/750/900 rpm B 16 B 16 B 16 B 16 Requirements None None None None Alternative option Alternator type B 20 B 20 B 20 B 20 Requirements Elastic coupling Elastic coupling Elastic coupling Elastic coupling Alternator type B 16: One bearing type.32 . 720/750 rpm 6L23/30H. shaft end with flange.5 Page 1 (1) Engine/Alternator Type G 50 04 0 L23/30H Standard Engine type Alternator type 5L23/30H. 08028-0D/H5250/94.MAN B&W Diesel 1613561-3. shaft end with keyway.08. 720/750/900 rpm 8L23/30H. 720/750/900 rpm 7L23/30H. One bearing shall be of the guide bearing type. calculation for torsional vibrations has to be carried out before determination concerning intermediate bearing and elastic coupling can be established.12 00.
B 25 Preservation and Packing B 98 .
oil system is primed. oil filter and cooler. The fuel oil is drained. and if necessary the surface is covered with a plastic sheet. 5) All external surfaces are sprayed with a protective layer of Valvoline tectyl 511M. and the entire lub.3 Page 1 (1) Preservation of diesel engine before dispatch B 25 01 1 General Preservation of Diesel Engine: 1) Lubricating oil system. The following types of oils are suitable: Mobilarma 524. After cleaning of the engine and the base frame. The fuel valves are cleaned and pressure tested with Mobil White-Terex 309 or similar. a rust-preventing lubricating oil is added. 3) Bright components internal or external on the diesel engine such as crankshaft. The bags must not touch any surfaces. 2) Fuel oil system. BP Protective Oil 30/40. Esso Rustban 335. 08028-0D/H5250/94.08. Chevron EP Industrial Oil 68. The oil is just covering the bottom of the base frame. Lub. SilicaGel or a similar product can be used in a quantity of 3000 grams/m3. 4) Bags with a hygroscopic product are suspended inside the diesel engine in the crankcase. Shells Ensis Oil SAE 30 / SAE 10 W. The bags are equipped with a humidity indicator. camshaft and gear wheels are covered with Mobilux EP004. 6) All openings and flange connections are carefully closed.MAN B&W Diesel 1350467-1. 7) Electric boxes are protected inside by volatile corrosion inhibitor tape. and the entire fuel oil system is filled with this type of oil.10 .12 01. oil is drained from base frame. lub.
Maintenance of preservation Immediately upon arrival the boxes are to be opened and the parts examined for damage to the preservation. The boxes must be covered with tarpaulin. inspected for corrosion and stored in a dry place.4 Page 1 (1) Preservation of Spare Parts and Tools B 25 01 1 General Spare parts and tools. The boxes must always be stored under roof. This procedure must be repeated every 2-4 months depending on the storage conditions. sea-fog and dust. protected from direct rain. turpentine or similar solvents. and if necessary repaired. Preservation of supplied spare parts and tools are made as follows: Dinitrol 25B or Dinitrol 3850 indicator special tools in boxes are protected by a volatile corrosion inhibitor tape test equipment for fuel valves measuring equipment Smaller boxes containing special tools such as: grinding machine for valve seats Storage conditions etc. Notice:Special preservation can be made on request.12 01. After inspection the boxes with the spare parts must be closed and covered with tarpaulin.13 .08. Cleaning of parts can be made with petroleum. 08028-0D/H5250/94.MAN B&W Diesel 1350473-0. must be removed from the shipment.
1.2 Page 1 (1) Lifting Instruction B 25 03 0 L23/30H Lifting of Complete Generating Sets. 2. Normally. Crossbars' and wires placing on engine. 03. Type 2. 3. The generating sets should only be lifted in the two wire straps. Fig. the lifting crossbars and the wire straps are mounted by the factory. Crossbars' placing on engine. The crossbars are to be removed after the installation. Double crossbars.08 . it must be observed that the fixing points for the crossbars are placed differently depending on the number of cylinders. Engine Type 5L23/30H 6L23/30H 7L23/30H 8L23/30H 08028-0D/H5250/94. Cap nut Wire supports to be mounted downwards Distance pipe Cylinder head stud Cylinder head nut Fig.MAN B&W Diesel 1624484-4.12 a (mm) 2620 2990 3175 3360 * Based on MBD-H standard generator Fig. If not. Crossbars.08. and the protective caps should be fitted. Type 1. Single crossbars.
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