You are on page 1of 454

falzen

All data provided in this document is non-binding. This data serves informational

Four-stroke diesel engines compliant with IMO Tier II


Project Guide Marine
MAN 32/44CR
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. CopyrightMAN Diesel & Turbo.
D2366456EN-N1 Printed in Germany GGKMD-AUG-07160.5

MAN Diesel & Turbo


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

MAN 32/44CR
Project Guide Marine
Four-stroke diesel engines compliant with
MAN Diesel & Turbo IMO Tier II

MAN Diesel & Turbo a member of the MAN Group

falzen
MAN Diesel & Turbo

MAN 32/44CR
Project Guide Marine
Four-stroke diesel engines compliant with IMO Tier II

Revision ............................................ 11.2016/4.7

MAN 32/44CR IMO Tier II Project Guide


2017-05-02 - 4.7

All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub-
Marine

ject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.

EN
MAN Diesel & Turbo
MAN 32/44CR IMO Tier II Project Guide

MAN Diesel & Turbo SE


2017-05-02 - 4.7

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

Copyright 2017 MAN Diesel & Turbo


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

EN
MAN Diesel & Turbo

Table of contents

Table of contents
1 Introduction .......................................................................................................................................... 11
1.1 Medium speed propulsion engine programme ........................................................................ 11
1.2 Engine description MAN 32/44CR IMO Tier II ........................................................................... 12
1.3 Engine overview ........................................................................................................................ 15

2 Engine and operation ........................................................................................................................... 19


2.1 Approved applications and destination/suitability of the engine ........................................... 19
2.2 Engine design ............................................................................................................................ 21
2.2.1 Engine cross section .............................................................................................. 21
2.2.2 Engine designations Design parameters .............................................................. 23
2.2.3 Turbocharger assignments ..................................................................................... 24
2.2.4 Engine main dimensions, weights and views Electric propulsion .......................... 25
2.2.5 Engine main dimensions, weights and views Mechanical propulsion ................... 27
2.2.6 Engine inclination ................................................................................................... 29
2.2.7 Engine equipment for various applications ............................................................. 30
2.3 Ratings (output) and speeds .................................................................................................... 33
2.3.1 General remark ...................................................................................................... 33
2.3.2 Standard engine ratings ......................................................................................... 33
2.3.3 Engine ratings (output) for different applications ..................................................... 35
2.3.4 Derating, definition of P_Operating ......................................................................... 36
2.3.5 Engine speeds and related main data .................................................................... 37
2.3.6 Speed adjusting range ........................................................................................... 38
2.4 Increased exhaust gas pressure due to exhaust gas after treatment installations ............... 39
2.5 Starting ...................................................................................................................................... 42
2.5.1 General remarks .................................................................................................... 42
2.5.2 Type of engine start ............................................................................................... 42
2.5.3 Requirements on engine and plant installation ........................................................ 42
2.5.4 Starting conditions ................................................................................................. 43
2.6 Low load operation ................................................................................................................... 46
2.7 Start-up and load application ................................................................................................... 48
2.7.1 General remarks .................................................................................................... 48
2.7.2 Start-up time .......................................................................................................... 48
2.7.3 Load application Cold engine (emergency case) .................................................. 52
2.7.4 Load application for electric propulsion/auxiliary GenSet ........................................ 52
2.7.5 Load application Load steps (for electric propulsion/auxiliary GenSet) ................. 54
2.7.6 Load application for mechanical propulsion (FPP and CPP) ................................... 57
2017-05-02 - 4.7

2.8 Engine load reduction ............................................................................................................... 59


2.9 Engine load reduction as a protective safety measure ........................................................... 60
2.10 Engine operation under arctic conditions ................................................................................ 60
2.11 GenSet operation ....................................................................................................................... 64
2.11.1 Operating range for GenSet/electric propulsion ...................................................... 64

3 (450)
MAN Diesel & Turbo

2.11.2 Available outputs and permissible frequency deviations ......................................... 65


Table of contents

2.11.3 Generator operation/electric propulsion Power management .............................. 66


2.11.4 Alternator Reverse power protection ................................................................... 67
2.11.5 Earthing measures of diesel engines and bearing insulation on alternators ............. 69
2.12 Propeller operation, suction dredger (pump drive) ................................................................. 71
2.12.1 General remark for operating ranges ...................................................................... 71
2.12.2 Operating range for controllable pitch propeller (CPP) ............................................ 72
2.12.3 General requirements for the CPP propulsion control ............................................. 73
2.12.4 Operating range for fixed pitch propeller (FPP) ....................................................... 76
2.12.5 General requirements for the FPP propulsion control ............................................. 77
2.12.6 Operating range for mechanical pump drive ........................................................... 79
2.13 Fuel oil, lube oil, starting air and control air consumption ..................................................... 80
2.13.1 Fuel oil consumption for emission standard: IMO Tier II .......................................... 80
2.13.2 Lube oil consumption ............................................................................................. 87
2.13.3 Starting air and control air consumption ................................................................. 87
2.13.4 Recalculation of fuel consumption dependent on ambient conditions ..................... 88
2.13.5 Influence of engine aging on fuel consumption ....................................................... 89
2.14 Service support pumps for lower speed range of FPP applications ....................................... 90
2.15 Planning data for emission standard: IMO Tier II Auxiliary GenSet ..................................... 90
2.15.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Auxiliary Gen-
Set ......................................................................................................................... 90
2.15.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Auxiliary Gen-
Set ......................................................................................................................... 92
2.15.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Auxiliary GenSet .................................................................................................. 94
2.15.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Auxiliary GenSet .................................................................................................. 95
2.15.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet .................................................................................................................. 96
2.15.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet .................................................................................................................. 97
2.16 Planning data for emission standard: IMO Tier II Electric propulsion ................................. 99
2.16.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Electric pro-
pulsion ................................................................................................................... 99
2.16.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Electric pro-
pulsion ................................................................................................................. 100
2.16.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Electric propulsion ............................................................................................. 102
2.16.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Electric propulsion ............................................................................................. 103
2.16.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Electric
2017-05-02 - 4.7

propulsion ............................................................................................................ 105


2.16.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Electric
propulsion ............................................................................................................ 106
2.17 Planning data for emission standard: IMO Tier II Mechanical propulsion with CPP ......... 107
2.17.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with CPP ............................................................................................ 107

4 (450)
MAN Diesel & Turbo

2.17.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical

Table of contents
propulsion with CPP ............................................................................................ 109
2.17.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with CPP ....................................................................... 111
2.17.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with CPP ....................................................................... 112
2.17.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed .................................................................. 113
2.17.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with CPP, constant speed ................................................ 114
2.18 Planning data for emission standard: IMO Tier II Mechanical propulsion with FPP ......... 116
2.18.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 116
2.18.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 117
2.18.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with FPP ........................................................................ 119
2.18.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with FPP ........................................................................ 120
2.18.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 122
2.18.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with FPP .......................................................................... 123
2.19 Planning data for emission standard: IMO Tier II Suction dredger/pumps (mechanical
drive) ....................................................................................................................................... 124
2.19.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 124
2.19.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 126
2.19.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive) ........................................................ 127
2.19.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive) ........................................................ 129
2.19.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 130
2.19.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 131
2.20 Operating/service temperatures and pressures .................................................................... 132
2.21 Filling volumes ........................................................................................................................ 138
2.22 Internal media systems Exemplary ..................................................................................... 139
2.23 Venting amount of crankcase and turbocharger ................................................................... 143
2.24 Exhaust gas emission ............................................................................................................. 144
2017-05-02 - 4.7

2.24.1 Maximum permissible NOx emission limit value IMO Tier II ................................... 144
2.24.2 Smoke emission index (FSN) ................................................................................ 144
2.24.3 Exhaust gas components of medium speed four-stroke diesel engines ................ 144
2.25 Noise ........................................................................................................................................ 147
2.25.1 Airborne noise ...................................................................................................... 147
2.25.2 Intake noise ......................................................................................................... 149

5 (450)
MAN Diesel & Turbo

2.25.3 Exhaust gas noise ................................................................................................ 151


Table of contents

2.25.4 Blow-off noise example ........................................................................................ 153


2.25.5 Noise and vibration Impact on foundation ......................................................... 153
2.26 Vibration .................................................................................................................................. 156
2.26.1 Torsional vibrations .............................................................................................. 156
2.27 Requirements for power drive connection (static) ................................................................ 159
2.28 Requirements for power drive connection (dynamic) ........................................................... 161
2.28.1 Moments of inertia Crankshaft, damper, flywheel .............................................. 161
2.28.2 Balancing of masses Firing order ....................................................................... 163
2.28.3 Static torque fluctuation ....................................................................................... 165
2.29 Power transmission ................................................................................................................ 170
2.29.1 Flywheel arrangement .......................................................................................... 170
2.30 Arrangement of attached pumps ........................................................................................... 174
2.31 Foundation .............................................................................................................................. 175
2.31.1 General requirements for engine foundation ......................................................... 175
2.31.2 Rigid seating ........................................................................................................ 177
2.31.3 Chocking with synthetic resin ............................................................................... 183
2.31.4 Resilient seating ................................................................................................... 187
2.31.5 Recommended configuration of foundation .......................................................... 189
2.31.6 Engine alignment ................................................................................................. 197

3 Engine automation ............................................................................................................................. 199


3.1 SaCoSone system overview .................................................................................................... 199
3.2 Power supply and distribution ............................................................................................... 206
3.3 Operation ................................................................................................................................. 209
3.4 Functionality ............................................................................................................................ 210
3.5 Interfaces ................................................................................................................................ 213
3.6 Technical data ......................................................................................................................... 215
3.7 Installation requirements ....................................................................................................... 217
3.8 Engine-located measuring and control devices .................................................................... 219

4 Specification for engine supplies ...................................................................................................... 227


4.1 Explanatory notes for operating supplies Diesel engines .................................................. 227
4.1.1 Lube oil ................................................................................................................ 227
4.1.2 Fuel ...................................................................................................................... 227
4.1.3 Engine cooling water ............................................................................................ 228
4.1.4 Intake air .............................................................................................................. 229
4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO and biofuels ........... 229
4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO) .............................. 233
2017-05-02 - 4.7

4.4 Specification of gas oil/diesel oil (MGO) ................................................................................ 238


4.5 Specification of diesel oil (MDO) ............................................................................................ 240
4.6 Specification of heavy fuel oil (HFO) ...................................................................................... 242
4.6.1 ISO 8217-2012 Specification of HFO ................................................................... 253
4.7 Viscosity-temperature diagram (VT diagram) ....................................................................... 255
4.8 Specification of engine cooling water .................................................................................... 257

6 (450)
MAN Diesel & Turbo

4.9 Cooling water inspecting ........................................................................................................ 264

Table of contents
4.10 Cooling water system cleaning .............................................................................................. 265
4.11 Specification of intake air (combustion air) .......................................................................... 267
4.12 Specification of compressed air ............................................................................................. 269

5 Engine supply systems ...................................................................................................................... 271


5.1 Basic principles for pipe selection ......................................................................................... 271
5.1.1 Engine pipe connections and dimensions ............................................................ 271
5.1.2 Specification of materials for piping ...................................................................... 271
5.1.3 Installation of flexible pipe connections for resiliently mounted engines ................. 272
5.1.4 Condensate amount in charge air pipes and air vessels ....................................... 278
5.2 Lube oil system ....................................................................................................................... 281
5.2.1 Lube oil system description .................................................................................. 281
5.2.2 Low-speed operation Lube oil system ............................................................... 288
5.2.3 Prelubrication/postlubrication ............................................................................... 290
5.2.4 Lube oil outlets ..................................................................................................... 291
5.2.5 Lube oil service tank ............................................................................................ 294
5.2.6 Lube oil automatic filter ........................................................................................ 297
5.2.7 Crankcase vent and tank vent .............................................................................. 298
5.3 Water systems ......................................................................................................................... 299
5.3.1 Cooling water system description ........................................................................ 299
5.3.2 Cooling water collecting and supply system ......................................................... 310
5.3.3 Low speed operation Cooling water system ...................................................... 310
5.3.4 Miscellaneous items ............................................................................................. 313
5.3.5 Cleaning of charge air cooler (built-in condition) by an ultrasonic device ............... 314
5.3.6 Turbine washing device, HFO-operation ............................................................... 316
5.3.7 Nozzle cooling system ......................................................................................... 317
5.3.8 Nozzle cooling water module ............................................................................... 319
5.3.9 Preheating module ............................................................................................... 321
5.3.10 Cooling water system at arctic conditions ............................................................ 322
5.4 Fuel oil system ........................................................................................................................ 323
5.4.1 Marine diesel oil (MDO) treatment system ............................................................. 323
5.4.2 Marine diesel oil (MDO) supply system for diesel engines ..................................... 326
5.4.3 Heavy fuel oil (HFO) treatment system .................................................................. 335
5.4.4 Heavy fuel oil (HFO) supply system ....................................................................... 340
5.4.5 Fuel oil supply at blackout conditions ................................................................... 352
5.5 Compressed air system .......................................................................................................... 353
5.5.1 Compressed air system description ..................................................................... 353
5.5.2 Dimensioning starting air vessels, compressors ................................................... 356
2017-05-02 - 4.7

5.5.3 Jet Assist ............................................................................................................. 358


5.6 Engine room ventilation and combustion air ......................................................................... 359
5.6.1 General information .............................................................................................. 359
5.6.2 External intake air supply system .......................................................................... 360
5.7 Exhaust gas system ................................................................................................................ 363
5.7.1 General ................................................................................................................ 363

7 (450)
MAN Diesel & Turbo

5.7.2 Components and assemblies of the exhaust gas system ..................................... 364
Table of contents

6 Engine room planning ........................................................................................................................ 365


6.1 Installation and arrangement ................................................................................................. 365
6.1.1 General details ..................................................................................................... 365
6.1.2 Installation drawings ............................................................................................. 366
6.1.3 Removal dimensions of piston and cylinder liner ................................................... 374
6.1.4 3D Engine Viewer A support programme to configure the engine room ............. 382
6.1.5 Lifting device ........................................................................................................ 384
6.1.6 Space requirement for maintenance ..................................................................... 388
6.1.7 Major spare parts ................................................................................................. 389
6.1.8 Mechanical propulsion system arrangement ......................................................... 390
6.2 Exhaust gas ducting ............................................................................................................... 391
6.2.1 Example: Ducting arrangement ............................................................................ 391
6.2.2 Position of the outlet casing of the turbocharger .................................................. 392

7 Propulsion packages ......................................................................................................................... 399


7.1 General .................................................................................................................................... 399
7.2 Propeller layout data ............................................................................................................... 399
7.3 Propeller clearance ................................................................................................................. 400

8 Electric propulsion plants .................................................................................................................. 401


8.1 Advantages of diesel-electric propulsion .............................................................................. 401
8.2 Losses in diesel-electric plants .............................................................................................. 401
8.3 Components of an electric propulsion plant .......................................................................... 402
8.4 Electric propulsion plant design ............................................................................................. 403
8.5 Engine selection ...................................................................................................................... 404
8.6 E-plant, switchboard and alternator design .......................................................................... 405
8.7 Over-torque capability ............................................................................................................ 408
8.8 Power management ................................................................................................................ 409
8.9 Example configurations of electric propulsion plants ........................................................... 410
8.10 High-efficient diesel-electric propulsion plants with variable speed GenSets (EPROX-DC) 415
8.11 Fuel-saving hybrid propulsion system (HyProp ECO) ............................................................ 417

9 Annex .................................................................................................................................................. 419


9.1 Safety instructions and necessary safety measures ............................................................. 419
9.1.1 General ................................................................................................................ 419
9.1.2 Safety equipment and measures provided by plant-side ...................................... 419
9.2 Programme for Factory Acceptance Test (FAT) ..................................................................... 424
2017-05-02 - 4.7

9.3 Engine running-in ................................................................................................................... 427


9.4 Definitions ............................................................................................................................... 431
9.5 Abbreviations .......................................................................................................................... 436
9.6 Symbols ................................................................................................................................... 437
9.7 Preservation, packaging, storage .......................................................................................... 440
9.7.1 General ................................................................................................................ 440

8 (450)
MAN Diesel & Turbo

9.7.2 Storage location and duration .............................................................................. 441

Table of contents
9.7.3 Follow-up preservation when preservation period is exceeded ............................. 442
9.7.4 Removal of corrosion protection .......................................................................... 442
9.8 Engine colour .......................................................................................................................... 442

Index ................................................................................................................................................... 443


2017-05-02 - 4.7

9 (450)
MAN Diesel & Turbo 1

1 Introduction

1.1 Medium speed propulsion engine programme


1.1 Medium speed propulsion engine programme

IMO Tier II compliant engine programme

Figure 1: MAN Diesel & Turbo engine programme


1 Introduction
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 11 (450)


1 MAN Diesel & Turbo
1.2 Engine description MAN 32/44CR IMO Tier II

1.2 Engine description MAN 32/44CR IMO Tier II

General
The actual MAN 32/44CR engine represents the newest technologies in the
area of medium speed operated industrial sized diesel engines. By the use of
electronic injection, high efficiency turbochargers, electronic hardware and
variable valve timing the MAN 32/44CR is a synthesis of the most advanced
large engine technologies available.

Common rail injection


The MAN 32/44CR injection system uses the latest MAN Diesel & Turbo
common rail technology which allows flexible setting of injection timing, dura-
tion and pressure for each cylinder. This flexibility allows the fuel consump-
tion and emissions of the MAN 32/44CR to be optimised on its operating
profile. Due to constant development of our safety concept the redundant
high pressure pumps guarantee further operation of the engine even in the
event of high pressure pump malfunction.

Safety concept
The common rail system comprises an intelligent designed safety concept:
All high-pressure pipes are screened or have a double wall design.
Flow limiting valves at each cylinder prevent uncontrolled injection.
Redundant high-pressure pumps guarantee further operation of the
engine even in the event of high-pressure pump malfunction.
Redundant twin type pressure sensors and speed sensors assure that
the engine stays operational even in the event of failure of one of these
elements. In case of single-engine plants the ECUs (Electronic Control
Units) are in double type as well.

Boost injection
A special, patented feature for common rail engines, called boost injection,
was introduced parallel with release of the IMO Tier II engines. SaCoSone is
able to detect a load increase at the engine at early stage and to improve the
load response of the engine significantly by activation of a boost injection in
the common rail control.

Electronics SaCoSone
The MAN 32/44CR is equipped with the latest generation of proven MAN
Diesel & Turbo engine management systems. SaCoSone combines all func-
tions of modern engine management into one complete system. Thoroughly
integrated with the engine, it forms one unit with the drive assembly.
SaCoSone offers:
1 Introduction

2017-05-02 - 4.7

Integrated self-diagnosis functions


Maximum reliability and availability
Simple use and diagnosis
Quick exchange of modules (plug in)
Trouble-free and time-saving commissioning
CCM plus OMD

12 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 1

As a standard for all our 4-stroke medium speed engines manufactured


in Augsburg, these engines will be equipped with a Crankcase Monitor-

1.2 Engine description MAN 32/44CR IMO Tier II


ing System (CCM = Splash oil & Main bearing temperature) plus OMD
(Oil mist detection). OMD and CCM are integral part of the MAN Diesel &
Turbos safety philosophy and the combination of both will increase the
possibility to early detect a possible engine failure and prevent subse-
quent component damage.

Fuels
The common rail injection system of the MAN 32/44CR was designed for
operation with heavy fuel oil (HFO) in accordance with specification DIN ISO
8217 (viscosities up to 700 cSt at 50 C) and fuel temperatures up to
150 C. Of course it can also be operated with marine diesel oil (MDO) and
marine gas oil (MGO).

Components
The MAN 32/44CR is equipped with the newest generation of MAN Diesel &
Turbo turbochargers (TCR). Based on positive experiences from the MAN
32/40, important power unit components, such as crankshaft, conrod and
piston, were optimised for increased performance. It was ensured in this way
that the 600 kW/cyl. engine has the tried and tested good wear properties
for which MAN Diesel & Turbo engines are well known throughout the world.

More output at lower fuel consumption


Development of the MAN 32/44CR has benefited from many years of experi-
ence of industrial sized diesel engine architecture and also knowledge from
detailed research and developed plans. As a result, the output of the engine
was substantial increased and at the same time the fuel consumption was
significantly reduced.

Two configurations of the MAN 32/44CR are available:


600 kW/cyl.
Applicable for electric propulsion and mechanical propulsion with CPP.
510 kW/cyl.
Applicable for mechanical propulsion with FPP and dredger (mechanical
drive). This configurations are special adapted to the stated applications
and differ in the engine configuration.

High efficiency turbochargers


The use of MAN Diesel & Turbo turbochargers equipped with the latest high
efficiency compressor wheels can alleviate the NOx-SFOC trade-off. The
higher pressure ratio increases the efficiency of the engine and thus compen-
sates the increase in SFOC normally associated with lower NOx emissions.
The higher pressure ratio also increases the scope for Miller valve timing.
1 Introduction
2017-05-02 - 4.7

Miller valve timing


To reduce the temperature peaks which promote the formation of NOx, early
closure of the inlet valve causes the charge air to expand and cool before
start of compression. The resulting reduction in combustion temperature
reduces NOx emissions.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 13 (450)


1 MAN Diesel & Turbo

VVT Variable valve timing


1.2 Engine description MAN 32/44CR IMO Tier II

Variable valve timing enables variations in the opening and closing of the inlet
valves. VVT is an enabling technology of variable Miller valve timing. A strong
Miller effect under high load operation results in an improvement in the NOx-
SFOC trade-off. At low load the Miller valve timings are reduced to attain
higher combustion temperatures and thus lower soot emissions.

Committed to the future


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

Starting system
The engine uses a compressed air starter that transmits the torque directly to
the flywheel. The starter module also includes a flexible turning gear.

Core technologies in-house


As well as its expertise in engine design, development and manufacture,
MAN Diesel & Turbo is also a leader in the engineering and manufacturing of
the key technologies which determine the economic and ecological perform-
ance of a diesel engine and constitute the best offer for our customers:
High efficiency turbochargers
Advanced electronic fuel injection equipment
Electronic hardware and software for engine control, monitoring and
diagnosis
High performance exhaust gas after treatment systems
Our impressive array of computer aided design tools and one of the engine
industrys largest, best-equipped foundries allow us to decisively shorten
product development and application engineering processes. Our mastery of
these engine technologies is the firm foundation for:
Low emissions
Low operating costs
Low life cycle costs
Long service life

ECOMAP 2.0 Evolution of a CO2 saving technology


MAN Diesel & Turbo has developed the optional ECOMAP 2.0 feature for
propulsion enabling the common rail engine to run along different perform-
ance characteristics (so called "maps") without the need of any hardware
modification.
1 Introduction

The class approved ECOMAP 2.0 provides the owner with a significantly
2017-05-02 - 4.7

improved flexibility to cope with varying voyage profiles in a more fuel eco-
nomic manner. An optional advisory tool supporting the map selection and
intelligent load sharing is also available.
For more information please contact MAN Diesel & Turbo directly.

14 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 1

1.3 Engine overview


1.3 Engine overview

Figure 2: Engine overview, MAN L32/44CR view on counter coupling side (CCS)

1 LT cooling water pump 6 Fuel oil filter

2 HT cooling water pump 7 Exhaust heat shield

3 Lube oil pump 8 LT cooling water inlet/outlet

4 HT cooling water inlet/outlet 9 Waste gate piping

5 Lube oil automatic filter


1 Introduction
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 15 (450)


1 MAN Diesel & Turbo
1.3 Engine overview

Figure 3: Engine overview, MAN L32/44CR view on coupling side (CS)

1 Silencer 3 Charge air cooler

2 Turbocharger exhaust outlet 4 Camshaft cover


1 Introduction

2017-05-02 - 4.7

16 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 1

1.3 Engine overview


Figure 4: Engine overview, MAN V32/44CR view on counter coupling side (CCS)

1 Exhaust heat shield 6 HT cooling water pump

2 HT cooling water inlet/outlet 7 Lube oil automatic filter

3 LT cooling water pump 8 Camshaft cover

4 Fuel oil filter 9 LT cooling water inlet

5 Lube oil pump 10 Waste gate piping

Note:
Waste gate piping to the turbocharger on right side, seen in exhaust gas flow
direction.
TC's at CS Waste gate piping connected to A-side.
TC's at CCS Waste gate piping connected to B-side.
1 Introduction
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 17 (450)


1 MAN Diesel & Turbo
1.3 Engine overview

Figure 5: Engine overview, MAN V32/44CR view on coupling side (CS)

1 Turbocharger exhaust outlet 3 Charge air cooler

2 Silencer
1 Introduction

2017-05-02 - 4.7

18 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2 Engine and operation

2.1 Approved applications and destination/suitability of


the engine
2.1 Approved applications and destination/suitability of the engine

Approved applications
The MAN 32/44CR is designed as multi-purpose drive. It has been approved
by type approval as marine main engine and auxiliary engine by all main clas-
sification societies (ABS, BV, CCS, ClassNK, CR, CRS, DNV, GL, KR, LR,
RINA, RS).
As marine main engine1) and auxiliary engine it may be applied for mechanical
or diesel-electric propulsion drive2) for applications as:
Bulker, container vessel and general cargo vessel
Ferry and cruise liner
Tanker
Fishing vessel
Dredger and tugs in line with project requirements regarding required
high-torque performance engine will be adapted
Others to fulfill all customers needs the project requirements have to be
defined at an early stage

For the applications named above the MAN 32/44CR can be applied for sin-
gle- and for multi-engine plants.
The engine MAN 32/44CR as marine auxiliary engine it may be applied for
diesel-electric power generation2) for auxiliary duties for applications as:
Auxiliary GenSet3)
Emergency GenSet all project requirements such as maximum inclina-
tion and required start-up time need to be clarified at an early project
stage
Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.
In line with rules of classifications societies each engine whose driving force
1)

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


2)
See section Engine ratings (output) for different applications, Page 35.
2 Engine and operation

3)
Not used for emergency case or fire fighting purposes.

Offshore
For offshore applications it may be applied as mechanical or diesel-electric
drive4) or as auxiliary engine for applications for:
2017-05-02 - 4.7

Platforms/offshore supply vessels


Anchor handling tugs
General all kinds of service & supply vessels
Drilling ships
Semi subs
FPSO (Floating Production Storage and Offloading Unit)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 19 (450)


2 MAN Diesel & Turbo

Hereby it can be applied for single- and for multiengine plants.


2.1 Approved applications and destination/suitability of
the engine

Due to the wide range of possible requirements such as flag state regula-
tions, fire fighting items, redundancy, inclinations and dynamic positioning
modes all project requirements need to be clarified at an early stage.
Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.
4)
See section Engine ratings (output) for different applications, Page 35.

Destination/suitability of the engine


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

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

Electric and electronic components attached to the engine


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

45 C.
Note:
Condensation of the air at engine components must be prevented.
Note:
2017-05-02 - 4.7

It can be assumed that the air temperature in the area of the engine and
attached components will be 5 10 K above the ambient air temperature
outside the engine room. If the temperature range is not observed, this can
affect or reduce the lifetime of electrical/electronic components at the engine
or the functional capability of engine components. Air temperatures at the
engine > 55 C are not permissible.

20 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2 Engine design

2.2.1 Engine cross section

2 Engine and operation


2017-05-02 - 4.7

Figure 6: Cross section L engine; view on counter coupling side

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 21 (450)


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

Figure 7: Cross section V engine; view on counter coupling side


2017-05-02 - 4.7

22 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.2 Engine designations Design parameters

Figure 8: Example to declare engine designations

Parameter Value Unit


Number of cylinders 6, 7, 8, 9, 10 -
12, 14, 16, 18, 20

Cylinder bore 320 mm

Piston stroke 440

Displacement per cylinder 35.4 litre

Distance between cylinder 530 mm


centres, in-line engine

Distance between cylinder 630


centres, vee engine

Vee engine, vee angle 45

Crankshaft diameter at 290 mm


journal, in-line engine

Crankshaft diameter at 320


journal, vee engine

Crankshaft diameter at crank 290


pin
Table 1: Design parameters
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 23 (450)


2 MAN Diesel & Turbo
2.2 Engine design

2.2.3 Turbocharger assignments

No. of cylinders, config. CPP/GenSet FPP


600 kW/cyl. 720/750 rpm 510 kW/cyl. 750 rpm
6L TCR20-42 TCR20-42

7L 1)
TCR22-42

8L TCR22-42 TCR22-42

9L TCR22-42 TCR22-42

10L TCR22-42 TCR22-42

12V 2x TCR20-42 2x TCR20-42

14V 1)
2x TCR22-42

16V 2x TCR22-42 2x TCR22-42

18V 2x TCR22-42 2x TCR22-42

20V 2x TCR22-42 2x TCR22-42


1)
7L TCR22-42 (560 kW/cyl.)/14V 2x TCR22-42 (560 kW/cyl.).
Table 2: Turbocharger assignments

Turbocharger assignments mentioned above are for guidance only and may
vary due to project-specific reasons. Consider the relevant turbocharger
project guides for additional information.
2 Engine and operation

2017-05-02 - 4.7

24 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.4 Engine main dimensions, weights and views Electric propulsion

L engine Electric propulsion

Figure 9: Main dimensions and weights L engine

No. of cylinders, L L1 W H Dry mass


config.
mm t
6L 10,738 10,150 2,490 4,768 71

7L 11,268 10,693 78

8L 11,798 11,236 2,573 4,955 84

9L 12,328 11,779 91

10L 12,858 12,309 97

The dimensions and weights are given for guidance only.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 25 (450)


2 MAN Diesel & Turbo

V engine Electric propulsion


2.2 Engine design

Figure 10: Main dimensions and weights V engine

No. of cylinders, A B C H Dry mass


config.
mm t
12V 5,382 4,201 11,338 5,014 117

14V 6,012 11,968 131

16V 6,642 12,598 144

18V 7,272 13,228 159

20V 7,902 13,858 172

The dimensions and weights are given for guidance only.

Further information is given in section Installation drawings, Page 366.


2 Engine and operation

2017-05-02 - 4.7

26 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.5 Engine main dimensions, weights and views Mechanical propulsion

L engine Mechanical propulsion

Figure 11: Main dimensions and weights L engine

No. of cylinders, L L1 W H Weight without flywheel1)


config.
mm t
6L 6,312 5,265 2,174 4,163 39.5

7L 6,924 5,877 2,359 4,369 44.5

8L 7,454 6,407 49.5

9L 7,984 6,937 53.5

10L 8,603 7,556 58.0

The dimensions and weights are given for guidance only.


1)
Including built-on lube oil automatic filter, fuel oil filter and electronic equipment.

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


requirement for maintenance, Page 388.
Flywheel data, see section Moments of inertia Crankshaft, damper, fly-
wheel, Page 161.
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 27 (450)


2 MAN Diesel & Turbo

V engine Mechanical propulsion


2.2 Engine design

Figure 12: Main dimensions and weights V engine

No. of cylinders, L L1 W H Weight without flywheel1)


config.
mm t
12V 7,195 5,795 3,100 4,039 70

14V 7,970 6,425 4,262 79

16V 8,600 7,055 87

18V 9,230 7,685 96

20V 9,860 8,315 104

The dimensions and weights are given for guidance only.


1)
Including built-on lube oil automatic filter, fuel oil filter and electronic equipment.

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


requirement for maintenance, Page 388.
Flywheel data, see section Moments of inertia Crankshaft, damper, fly-
wheel, Page 161.
2 Engine and operation

2017-05-02 - 4.7

28 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.6 Engine inclination

Figure 13: Angle of inclination

Athwartships Fore and aft

Max. permissible angle of inclination []1)


Application Athwartships Fore and aft
Heel to each side Rolling to each side Trim (static)2) Pitching
(static) (dynamic) (dynamic)
L < 100 m L > 100 m
Main engines 15 22.5 5 500/L 7.5
1)
Athwartships and fore and aft inclinations may occur simultaneously.
2)
Depending on length L of the ship.
2 Engine and operation

Table 3: Inclinations

Note:
For higher requirements contact MAN Diesel & Turbo. Arrange engines
always lengthwise of the ship.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 29 (450)


2 MAN Diesel & Turbo
2.2 Engine design

2.2.7 Engine equipment for various applications

Device/measure, (figure position) Ship


Mechanical Electric Auxiliary
propulsion propulsion engines
Charge air blow-off for cylinder pressure limitation (flap 2) Order related, required if intake air 0 C3)

Charge air by-pass @ 510/560 kW/cyl. (flap 6) X

Charge air by-pass @ 600 kW/cyl. (flap 6) X X X

Temperature after turbine control by continuously adjustable O O O


waste gate (flap 7)

Turbocharger Compressor cleaning device (wet) X1) X1) X1)

Turbocharger Turbine cleaning device (dry) X X X

Turbocharger Turbine cleaning device (wet) X X X

Two-stage charge air cooler X X X

CHATCO (Charge Air Temperature Control) X X X

Jet Assist O/X2) X X

VVT X X X

Slow turn O X O

Oil mist detector X X X

Splash oil monitoring X X X

Main bearing temperature monitoring X X X

Attached HT cooling water pump X X X

Attached LT cooling water pump O O O

Attached lubrication oil pump X X X

X = required, O = optional, = not required


1)
Not required, if compressor is equipped with insertion casing and pipe and air is led through oil bath air cleaner
(instead of silencer).
2)
Jet Assist required, if a shaft generator with an output higher than 25 % of the nominal engine output is attached to
the gear/engine.
3)
MAN Diesel & Turbo recommends an engine room temperature of +5 C to avoid freezing wetness on intake air
silencer filter mat and electronic equipment.
2 Engine and operation

Table 4: Engine equipment

Engine equipment for various applications General description


Charge air blow-off for If engines are operated at full load at low air intake temperature, the high air
2017-05-02 - 4.7

cylinder pressure limitation density leads to the danger of excessive charge air pressure and, conse-
(see flap 2 in figure quently, to excessive cylinder pressure. In order to avoid such conditions,
Overview flaps, Page part of the charge air is withdrawn downstream (flap 2, cold blow-off) of the
31) charge air cooler and blown off.
Charge air by-pass (see flap The charge air pipe is connected to the exhaust pipe via a reduced diameter
6 in figure Overview flaps, pipe and a by-pass flap. The flap is closed in normal operation.
Page 31)

30 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

At engine load between 20 % and 60 % and at nominal or reduced speed

2.2 Engine design


this charge air by-pass flap is opened to withdraw a part of the charge air
and leads it into the exhaust gas pipe upstream the turbine. The increased
air flow at the turbine results in a higher charge air pressure of the compres-
sor, which leads to an improved operational behavior of the engine. Addi-
tional this flap may be used to avoid surging of the turbocharger.
Temperature after turbine The waste gate is used to by-pass the turbine of the turbocharger with a part
control by continuously of the exhaust gas. This leads to a charge air pressure reduction and the
adjustable waste gate (see temperature after turbine is increased.
flap 7 in figure Overview For plants with an SCR catalyst, downstream of the turbine, a minimum
flaps, Page 31) exhaust gas temperature upstream the SCR catalyst is necessary in order to
ensure its proper performance.
In case the temperature downstream the turbine falls below the set minimum
exhaust gas temperature value, the waste gate is opened gradually in order
to blow-off exhaust gas upstream of the turbine until the exhaust gas tem-
perature downstream of the turbine (and thus upstream of the SCR catalyst)
has reached the required level.

Figure 14: Overview flaps


2 Engine and operation

Two-stage charge air cooler The two stage charge air cooler consists of two stages which differ in the
temperature level of the connected water circuits. The charge air is first
cooled by the HT circuit (high temperature stage of the charge air cooler,
engine) and then further cooled down by the LT circuit (low temperature
stage of the charge air cooler, lube oil cooler).
2017-05-02 - 4.7

CHATCO The charge air temperature control CHATCO serves to prevent accumulation
of condensed water in the charge air pipe. In this connection, the charge air
temperature is, depending on the intake air temperature, controlled in such a
way that, assuming a constant relative air humidity of 80 %, the temperature
in the charge air pipe does not fall below the condensation temperature.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 31 (450)


2 MAN Diesel & Turbo

Jet Assist Jet Assist for acceleration of the turbocharger is uesd where special
2.2 Engine design

demands exist regarding fast acceleration and/or load application. In such


cases, compressed air from the starting air vessels is reduced to a pressure
of approximately 4 bar before being passed into the compressor casing of
the turbocharger to be admitted to the compressor wheel via inclined bored
passages. In this way, additional air is supplied to the compressor which in
turn is accelerated, thereby increasing the charge air pressure. Operation of
the accelerating system is initiated by a control, and limited to a fixed load
range.
VVT VVT (Variable Valve Timing) enables variations in the opening and closing tim-
ing of the inlet valves. At low load operation it is used to attain higher com-
bustion temperatures and thus lower soot emissions. At higher loads it is
used to attain low combustion temperatures and thus lower NOx emissions
(Miller Valve Timing).
Slow Turn Engines, which are equipped with Slow Turn, are automatically turned prior
to engine start with the turning process being monitored by the engine con-
trol. If the engine does not reach the expected number of crankshaft revolu-
tions (2.5 revolutions) within a specified period of time, or in case the Slow
Turn time is shorter than the programmed minimum Slow Turn time, an error
message is issued. This error message serves as an indication that there is
liquid (oil, water, fuel) in the combustion chamber. If the Slow Turn manoeu-
vre is completed successfully, the engine is started automatically.
Slow Turn is always required for plants with power management system
(PMS) demanding automatic engine start.
Oil mist detector Bearing damage, piston seizure and blow-by in combustion chamber leads
to increased oil mist formation. As a part of the safety system the oil mist
detector monitors the oil mist concentration in crankcase to indicate these
failures at an early stage.
Splash oil monitoring The splash oil monitoring system is a constituent part of the safety system.
Sensors are used to monitor the temperature of each individual drive unit (or
pair of drive at V engines) indirectly via splash oil.
Main bearing temperature As an important part of the safety system the temperatures of the crankshaft
monitoring main bearings are measured just underneath the bearing shells in the bearing
caps. This is carried out using oil-tight resistance temperature sensors.
2 Engine and operation

2017-05-02 - 4.7

32 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.3 Ratings (output) and speeds


2.3 Ratings (output) and speeds

2.3.1 General remark


The engine power which is stated on the type plate derives from the follow-
ing sections and corresponds to POperating as described in section Derating,
definition of P Operating, Page 36.

2.3.2 Standard engine ratings

PISO, standard: ISO standard output (as specified in DIN ISO 3046-1)
600 kW/cyl., 720/750 rpm
560 kW/cyl., 720 or 750 rpm for 7L/14V (600 kW/cyl. not available)
No. of cylin- Engine rating, PISO, standard1) 2)
ders,
config. 720 rpm3) 750 rpm
Available turning kW Available turning kW
direction CW/CCW4) direction CW/CCW4)
6L Yes/Yes 3,600 Yes/Yes 3,600

7L Yes/Yes 3,920 5) Yes/Yes 3,920 5)

8L Yes/Yes 4,800 Yes/Yes 4,800

9L Yes/Yes 5,400 Yes/Yes 5,400

10L Yes/Yes 6,000 Yes/Yes 6,000

12V Yes/Yes 7,200 Yes/Yes 7,200

14V Yes/Yes 7,840 5) Yes/Yes 7,840 5)

16V Yes/Yes 9,600 Yes/Yes 9,600

18V Yes/Yes 10,800 Yes/Yes 10,800

20V Yes/No 12,000 Yes/No 12,000

Note:
Power take-off on engine free end up to 100 % of rated output.
1)
PISO, standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for engine rating, Page 34.
2)
Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fulfilling the stated qual-
2 Engine and operation

ity requirements.
3)
Speed 720 rpm available for alternator drive only.
4)
CW clockwise; CCW counter clockwise.
5)
With 560 kW/cyl., 600 kW/cyl. not available.
2017-05-02 - 4.7

Table 5: Engine ratings

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 33 (450)


2 MAN Diesel & Turbo

Reference conditions for engine rating


2.3 Ratings (output) and speeds

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

Air temperature before turbocharger tr K/C 298/25

Total barometric pressure pr kPa 100

Relative humidity r % 30

Cooling water temperature inlet charge air cooler (LT stage) K/C 298/25
Table 6: Reference conditions for engine rating
2 Engine and operation

2017-05-02 - 4.7

34 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.3 Ratings (output) and speeds


2.3.3 Engine ratings (output) for different applications

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


PApplication Availa- PApplication Availa- Max. fuel Max. per- Tropic Notes Optional
ble output in per- ble output admis- missible condi- power
centage from ISO sion speed tions take-off in
standard output (block- reduction (tr/tcr/ percent-
ing) at maxi- pr=100 age of ISO
mum tor- kPa)2) standard
que1) output
Kind of application % kW/cyl. % % C %

Electricity generation

Auxiliary engines in ships 100 600 110 - 45/38 3) 4)


-
7L/14V: 560

Marine main engines with mechanical or electric propulsion

Main drive with electric pro- 100 600 110 - 45/38 3) 4)


-
pulsion 7L/14V: 560

Mechanical propulsion with 100 600 100 - 45/38 -


CPP5) 7L/14V: 560

Mechanical propulsion with 85 510 100 10 45/38 6) 7)

FPP5) 7L/14V: 90

Suction dredger/pumps (mechanical drive)

Main drive for suction 85 510 100 20 45/38 6) 7)


Up to 100
dredger/pumps for engines 7L/14V: 90
6 10L5)

Main drive for suction 85 510 100 20 45/38 6) 7)


Up to
dredger/pumps for engines 7L/14V: 90 100, only
12 18V5) (not 20V) at nominal
speed
1)
Maximum torque given by available output and nominal speed.
2)
tr = Air temperature at compressor inlet of turbocharger; tcr = Cooling water temperature before charge air cooler; pr
= Barometric pressure.
3)
According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to pro-
2 Engine and operation

vide additional engine power for governing purpose only (e.g. transient load conditions and suddenly applied
load).This additional power shall not be used for the supply of electrical consumers.
4)
12 20V GenSets with flexible coupling only.
5)
Only applicable with nominal speed of 750 rpm.
6)
According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
2017-05-02 - 4.7

listed in the column PApplication.


7)
Special turbocharger matching required.
Table 7: Available outputs/related reference conditions MAN 32/44CR

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 35 (450)


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

2.3.4 Derating, definition of POperating

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


application

Dependent on local conditions or special application demands a further load


reduction of PApplication, ISO might be required.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

1. No derating
No derating necessary, provided that the conditions listed are met:

No derating up to stated reference


conditions (tropic), see 1.
Air temperature before turbocharger Tx 318 K (45 C)

Ambient pressure 100 kPa (1 bar)

Cooling water temperature inlet charge air cooler (LT stage) 311 K (38 C)

Intake pressure before compressor 2 kPa1)

Exhaust gas back pressure after turbocharger 5 kPa1)

Relative humidity r 60 %
1)
Below/above atmospheric pressure.
Table 8: Derating Limits of ambient conditions

2. Derating
Contact MAN Diesel & Turbo:
If limits of ambient conditions mentioned in the upper table Derating
Limits of ambient conditions, Page 36 are exceeded. A special calcula-
tion is necessary.
If higher requirements for the emission level exist. For the permissible
requirements see section Exhaust gas emission, Page 144.
If special requirements of the plant for heat recovery exist.
2 Engine and operation

If special requirements on media temperatures of the engine exist.


If any requirements of MAN Diesel & Turbo mentioned in the Project
Guide cannot be met.
2017-05-02 - 4.7

36 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.3 Ratings (output) and speeds


2.3.5 Engine speeds and related main data

Rated speed rpm 720 750

Mean piston speed m/s 10.6 11.0

Ignition speed rpm V engine: 45


(starting device deactivated) L engine: 60

Engine running 180


(activation of alarm- and safety system)

Speed set point Deactivation prelubrication pump 400


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

Speed set point Deactivation external cooling water pump 500


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

Speed set point Activation HT CW service support pump - 220


(free-standing), (only for FPP)

Speed set point Deactivation HT CW service support - 450


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

Speed set point Activation lube oil service support pump - With engine start
(free-standing), (only for FPP)

Speed set point Deactivation lube oil service support - 450


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

Minimum engine operating speed1)


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

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

Highest engine operating speed 749 3) 780 3)

Alarm overspeed (110 % of nominal speed) 792 825


2 Engine and operation

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


via control module/alarm

Speed adjusting range See section Speed adjusting range, Page


38
2017-05-02 - 4.7

Alternator frequency for GenSet Hz 60 50

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 37 (450)


2 MAN Diesel & Turbo

Number of pole pairs - 5 4


2.3 Ratings (output) and speeds

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

Page 65.
Table 9: Engine speeds and related main data

2.3.6 Speed adjusting range


The following specification represents the standard settings. For special
applications, deviating settings may be necessary.
Drive Speed droop Maximum speed at Maximum speed at Minimum speed
full load idle running
Electronic 1 main engine with 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
speed controllable pitch propeller
control and without PTO

1 main engine with 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %


controllable pitch propeller
and with PTO

Parallel operation of 2
engines driving 1 shaft with/
without PTO:
Load sharing via speed 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
droop
or
master/slave operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %

GenSets/diesel-electric
plants:
With load sharing via speed 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
droop
or
isochronous operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
2 Engine and operation

Fixed pitch propeller plants 0% 100 % (+0.5 %) - 30 %


Table 10: Electronic speed control

Note:
For single-engine plants with fixed pitch propeller, the speed droop is of no
2017-05-02 - 4.7

significance.
Only if several engines drive one shaft with fixed pitch propeller, the speed
droop is relevant for the load distribution. In the case of electronic speed
control, a speed droop of 0 % is also possible during parallel operation.

38 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.4 Increased exhaust gas pressure due to exhaust gas


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

Resulting installation demands

If the recommended exhaust gas back pressure as stated in section Operat-


ing/service temperatures and pressures, Page 132 cannot be met due to
exhaust gas after treatment installations following limit values need to be
considered.
Exhaust gas back pressure after turbocharger
Operating pressure pexh, maximum specified 0 50 mbar

Operating pressure pexh, range with increase of fuel consumption 50 80 mbar

Operating pressure pexh, where a customised engine matching is required > 80 mbar

Table 11: Exhaust gas back pressure after turbocharger

Intake air pressure before turbocharger


Operating pressure pintake, standard 0 20 mbar

Operating pressure pintake, range with increase of fuel consumption 20 40 mbar

Operating pressure pintake, where a customised engine matching is required < 40 mbar

Table 12: Intake air pressure before turbocharger

Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure pexh + Abs(pintake), standard 0 70 mbar

Operating pressure pexh + Abs(pintake), range with increase of fuel consumption 70 120 mbar

Operating pressure pexh + Abs(pintake), where a customised engine matching is required > 120 mbar

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

Maximum exhaust gas pressure drop Layout


Shipyard and supplier of equipment in exhaust gas line have to ensure
that pressure drop pexh over entire exhaust gas piping incl. pipe work,
scrubber, boiler, silencer, etc. must stay below stated standard operating
2 Engine and operation

pressure at all operating conditions.


It is recommended to consider an additional 10 mbar for consideration of
aging and possible fouling/staining of the components over lifetime.
A proper dimensioning of the entire flow path including all installed com-
ponents is advised or even the installation of an exhaust gas blower if
2017-05-02 - 4.7

necessary.
At the same time the pressure drop pintake in the intake air path must be
kept below stated standard operating pressure at all operating conditions
and including aging over lifetime.
For significant overruns in pressure losses even a reduction in the rated
power output may become necessary.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 39 (450)


2 MAN Diesel & Turbo

On plant side it must be prepared, that pressure sensors directly after


turbine outlet and directly before compressor inlet may be installed to
2.4 Increased exhaust gas pressure due to exhaust gas
after treatment installations

verify above stated figures.


By-pass for emergency operation
Evaluate if the chosen exhaust gas after treatment installation demands a
by-pass for emergency operation.
For scrubber application, a by-pass is recommended to ensure emer-
gency operation in case that the exhaust gas cannot flow through the
scrubber freely.
The by-pass needs to be dimensioned for the same pressure drop as the
main installation that is by-passed otherwise the engine would oper-
ated on a differing operating point with negative influence on the per-
formance, e.g. a lower value of the pressure drop may result in too high
turbocharger speeds.
Single streaming per engine recommended/multi-streaming to be evaluated
project-specific
In general each engine must be equipped with a separate exhaust gas
line as single streaming installation. This will prevent reciprocal influencing
of the engine as e.g. exhaust gas backflow into an engine out of opera-
tion or within an engine running at very low load (negative pressure drop
over the cylinder can cause exhaust gas back flow into intake manifold
during valve overlap).
In case a multi-streaming solution is realised (i.e. only one combined
scrubber for multiple engines) this needs to be stated on early project
stage. Hereby air/exhaust gas tight flaps need to be provided to safe-
guard engines out of operation. A specific layout of e.g. sealing air mass
flow will be necessary and also a power management may become nec-
essary in order to prevent operation of several engines at very high loads
while others are running on extremely low load. A detailed analysis as
HAZOP study and risk analysis by the yard becomes mandatory.
Engine to be protected from backflow of media out of exhaust gas after
treatment installation
A backflow of e.g. urea, scrubbing water, condensate or even rain from
the exhaust gas after treatment installation towards the engine must be
prevented under all operating conditions and circumstances, including
engine or equipment shutdown and maintenance/repair work.
Turbine cleaning
Both wet and dry turbine cleaning must be possible without causing mal-
functions or performance deterioration of the exhaust system incl. any
installed components such as boiler, scrubber, silencer, etc.
White exhaust plume by water condensation
2 Engine and operation

When a wet scrubber is in operation, a visible exhaust plume has to be


expected under certain conditions. This is not harmful for the environ-
ment. However, countermeasures like reheating and/or a demister
should be considered to prevent condensed water droplets from leaving
the funnel, which would increase visibility of the plume.
The design of the exhaust system including exhaust gas after treatment
2017-05-02 - 4.7

installation has to make sure that the exhaust flow has sufficient velocity
in order not to sink down directly onboard the vessel or near to the plant.
At the same time the exhaust pressure drop must not exceed the limit
value.
Vibrations

40 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

There must be a sufficient decoupling of vibrations between engine and


exhaust gas system incl. exhaust gas after treatment installation, e.g. by

2.4 Increased exhaust gas pressure due to exhaust gas


after treatment installations
compensators.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 41 (450)


2 MAN Diesel & Turbo
2.5 Starting

2.5 Starting

2.5.1 General remarks


Engine and plant installation need to be in accordance to the below stated
requirements and the required starting procedure.
Note:
Statements are relevant for non arctic conditions.
For arctic conditions consider relevant sections and clarify undefined details
with MAN Diesel & Turbo.

2.5.2 Type of engine start

Normal start
The standard procedure for starting of engines in accordance to MAN Diesel
& Turbo guidelines.

Stand-by start
Shortened starting up procedure: Several preconditions and plant installa-
tions required.

Blackout start
A monitored engine start (without monitoring of lube oil pressure) within 1
hour after stop of engine that has been faultless in operation or 1 hour after
end of stand-by mode.

Emergency start
Start of engine at emergency start valve at engine (if applied). These engine
starts will be applied only in emergency cases, where the customer accepts,
that the engine might be harmed.

2.5.3 Requirements on engine and plant installation

General requirements on engine and plant installation


As a standard and for the start-up in normal starting mode (preheated
engine) following installations are required:
Engine Lube oil service pump (attached)
2 Engine and operation

Plant Prelubrication pump (free-standing)


Preheating HT cooling water system (60 90 C)
Preheating lube oil system (> 40 C). For maximum admissible value see
table Lube oil, Page 135
For FPP application the availability of the lube oil service support pump
2017-05-02 - 4.7

must be ensured

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


capability
To enable in addition to the normal starting mode also an engine start from
PMS (power management system) from stand-by mode with thereby short-
ened start-up time following installations are required:

42 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Engine Lube oil service pump (attached).

2.5 Starting
Plant Prelubrication pump (free-standing) with low pressure before engine
(0.3 bar < pOil before engine < 0.6 bar).
Preheating HT cooling water system (60 90 C).
Preheating lube oil system (> 40 C). For maximum admissible value see
table Lube oil, Page 135.
Power management system with supervision of stand-by times engines.
For FPP application the availability of the lube oil service support pump
must be ensured

Additional requirements on engine and plant installation for "Blackout


start" capability
Following additional installations to the above stated ones are required to
enable in addition a "Blackout start":
Engine HT CW service pump (attached) recommended.
LT CW service pump (attached) recommended.
Attached fuel oil supply pump recommended (if applicable).
Plant Equipment to ensure fuel oil pressure of > 0.6 bar for engines with con-
ventional injection system and > 3.0 bar for engines with common rail
system.
If fuel oil supply pump is not attached to the engine:
Air driven fuel oil supply pump or fuel oil service tanks at sufficient height
or pressurised fuel oil tank.

2.5.4 Starting conditions

Type of engine start: Blackout start Stand-by start Normal start


Explanation: After blackout From stand-by mode After stand-still
Start-up time until load < 1 minute < 1 minute > 2 minutes
application:
General notes

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


after stop of engine that has Supervised by power
been faultless in operation or management system plant.
within 1 h after end of stand-by
mode. Stand-by mode is only possible
after engine has been faultless in
2 Engine and operation

operation and has been faultless


stopped.

Additional external sig- Blackout start Stand-by request -


nal:
2017-05-02 - 4.7

Table 14: Starting conditions General notes

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 43 (450)


2 MAN Diesel & Turbo

Type of engine start: Blackout start Stand-by start Normal start


2.5 Starting

General engine status No start-blocking active Engine in proper condition Engine in proper
No start-blocking active condition
Note: No start-blocking active
Start-blocking of engine leads to
withdraw of "Stand-by
Operation".

Slow turn to be No No Yes1)


conducted?

Engine to be prehea- No2) Yes Yes


ted and prelubricated?
1)
It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.
2)
Valid only, if mentioned above conditions (see table Starting conditions General notes, Page 43) have been con-
sidered. Non-observance endangers the engine or its components.
Table 15: Starting conditions Required engine conditions
2 Engine and operation

2017-05-02 - 4.7

44 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Type of engine start: Blackout start Stand-by start Normal start

2.5 Starting
Lube oil system

Prelubrication period No1) Permanent Yes, previous to engine


start

Prelubrication pres- - see section Operating/service see section Operating/


sure before engine temperatures and pressures, service temperatures
Page 132 limits according figure and pressures, Page
"Prelubrication/postlubrication 132 limits according
lube oil pressure (duration > 10 figure "Prelubrication/
min)" postlubrication lube oil
pressure (duration 10
min)"

Lube oil to be prehea- No1) Yes Yes


ted?

HT cooling water

HT cooling water to be No1) Yes Yes


preheated?

Fuel system

For MGO/MDO opera- Sufficient fuel oil pressure at Supply pumps in operation or with starting command to
tion engine inlet needed. engine.

For HFO operation Sufficient fuel oil pressure at Supply and booster pumps in operation, fuel preheated to
engine inlet needed (MGO/ operating viscosity.
MDO-operation recommended). In case of permanent stand-by of liquid fuel engines or
Emergency fuel supply pumps during operation of an DF engine in gas mode a periodical
in MGO/MDO mode always. exchange of the circulating HFO has to be ensured to
avoid cracking of the fuel. This can be done by releasing a
certain amount of circulating HFO into the day tank and
substituting it with "fresh" fuel from the tank.
1)
Valid only, if mentioned above conditions (see table Starting conditions General notes, Page 43) have been con-
sidered. Non-observance endangers the engine or its components.
Table 16: Starting conditions Required system conditions

Additional remark regarding "Blackout start"


If additional requirements on engine and plant installation for "Blackout start"
2 Engine and operation

capability are fullfilled, it is possible to start up the engine in shorter time. But
untill all media systems are back in normal operation the engine can only be
operated according to the settings of alarm and safety system.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 45 (450)


2 MAN Diesel & Turbo
2.6 Low load operation

2.6 Low load operation

Definition
Basically, the following load conditions are distinguished:

Overload: > 100 % of the full load power


Full load: 100 % of the full load power
Part load: < 100 % of the full load power
Low load: < 25 % of the full load power

Correlations The best operating conditions for the engine prevail under even loading in the
range of 60 % to 90 % of full load power.
During idling or engine operation at a low load, combustion in the combus-
tion chamber is incomplete.
This may result in the forming of deposits in the combustion chamber, which
will lead to increased soot emission and to increasing cylinder contamination.
This process is more acute in low load operation and during manoeuvring
when the cooling water temperatures are not kept at the required level, and
are decreasing too rapidly. This may result in too low charge air and com-
bustion chamber temperatures, deteriorating the combustion at low loads
especially in heavy fuel operation.
Operation with heavy fuel oil Based on the above, the low load operation in the range of < 25 % of the full
(fuel of RM quality) or with load is subjected to specific limitations. According to Fig. Time limitations for
MGO (DMA, DMZ) or low load operation (left), duration of "relieving operation" (right), Page 46
MDO(DMB) immediately after a phase of low load operation the engine must be operated
at > 70 % of full load for some time in order to reduce the deposits in the
cylinders and the exhaust gas turbocharger again.
There are no restrictions at loads > 25 % of the full load, provided that
the specified engine operating values are not exceeded.
Continuous operation at < 25 % of the full load should be avoided when-
ever possible.
No-load operation, particularly at nominal speed (alternator operation) is
only permissible for one hour maximum.
After 500 hours of continuous operation with liquid fuel, at a low load in the
range of 20 % to 25 % of the full load, the engine must be run-in again.
See section Engine running in, Page 427.
2 Engine and operation

2017-05-02 - 4.7

46 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.6 Low load operation


* Generally, the time limits in heavy fuel oil operation apply to all HFO grades according to the des-
ignated fuel specification. In certain rare cases, when HFO grades with a high ignition delay
together with a high coke residues content are used, it may be necessary to raise the total level
of the limiting curve for HFO from 20% up to 30%.
P Full load performance in % t Operating time in hours (h)

Figure 15: Time limitation for low load operation (left), duration of "relieving operation" (right)

Example for heavy fuel oil (HFO)


Line a Time limits for low load operation with heavy fuel oil:
At 10 % of the full load, operation on heavy fuel oil is allowable for 19 hours
maximum.
Line b Duration of "relieving operation":
Let the engine run at a load > 70 % of the full load appr. within 1.2 hours to
burn the deposits formed.
Note:
The acceleration time from the actual load up to 70 % of the full load must
be at least 15 minutes.
2 Engine and operation

Example for MGO/MDO


Line A Time limits for low load operation with MGO/MDO:
At 17 % of the full load, operation on MGO/MDO is allowable appr. for 200
hours maximum.
2017-05-02 - 4.7

Line B Duration of "relieving operation":


Let the engine run at a load > 70 % of the full load appr. within 18 minutes to
burn the deposits formed.
Note:
The acceleration time from the actual load up to 70 % of the full load must
be at least 15 minutes.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 47 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application

2.7 Start-up and load application

2.7.1 General remarks


In the case of highly supercharged engines, load application is limited. This is
due to the fact that the charge-air pressure build-up is delayed by the turbo-
charger run-up. Besides, a low load application promotes uniform heating of
the engine.
In general, requirements of the International Association of Classification
Societies (IACS) and of ISO 8528-5 are valid.
According to performance grade G2 concerning:
Dynamic speed drop in % of the nominal speed 10 %.
Remaining speed variation in % of the nominal speed 5 %.
Recovery time until reaching the tolerance band 1 % of nominal speed
5 seconds.
Clarify any higher project-specific requirements at an early project stage with
MAN Diesel & Turbo. They must be part of the contract.
In a load drop of 100 % nominal engine power, the dynamic speed variation
must not exceed:
10 % of the nominal speed.
The remaining speed variation must not surpass 5 % of the nominal
speed.
To limit the effort regarding regulating the media circuits, also to ensure an
uniform heat input it always should be aimed for longer load application times
by taking into account the realistic requirements of the specific plant.
All questions regarding the dynamic behaviour should be clarified in close
cooperation between the customer and MAN Diesel & Turbo at an early
project stage.
Requirements for plant design:
The load application behaviour must be considered in the electrical sys-
tem design of the plant.
The system operation must be safe in case of graduated load applica-
tion.
The load application conditions (E-balance) must be approved during the
planning and examination phase.

2 Engine and operation

The possible failure of one engine must be considered, see section Gen-
erator operation/electric propulsion Power management, Page 66.

2.7.2 Start-up time


General remark Prior to the start-up of the engine it must be ensured that the emergency
2017-05-02 - 4.7

stop of the engine is working properly. Additionally all required supply sys-
tems must be in operation or in standby operation.
Start-up Preheated engine For the start-up of the engine it needs to be preheated:
Lube oil temperature 40 C
Cooling water temperature 60 C

48 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

The required start-up time in normal starting mode (preheated engine), with

2.7 Start-up and load application


the required time for starting up the lube oil system and prelubrication of the
engine is shown in figure below.
Start-up Cold engine In case of emergency, it is possible to start the cold engine provided the
required media temperatures are present:
Lube oil > 20 C, cooling water > 20 C.
Distillate fuel must be used until warming up phase is completed.
The engine is prelubricated. Due to the higher viscosity of the lube oil of a
cold engine the prelubrication phase needs to be increased.
The engine is started and accelerated up to 100 % engine speed within
1 3 minutes.
Before further use of the engine a warming up phase is required to reach at
least the level of the regular preheating temperatures (lube oil temperature
> 40 C, cooling water temperature > 60 C), see figure below.

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

Start-up Engine in stand- For engines in stand-by mode the required start-up time is shortened
by mode accordingly to figure below. Engines in stand-by mode can be started with
normal starting procedure at any time.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 49 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application

Figure 17: Start-up time from stand-by mode

Emergency start-up In case of emergency, the run-up time of the engine may be shortened
according to following figure. Be aware that this is near to the maximum
capability of the engine, so exhaust gas will be visible (opacity > 60 %). The
shortest possible run-up time can only be achieved with Jet Assist.
Note:
Emergency start-up only can be applied if following is provided:
Engine to be equipped with Jet Assist.
External signal from plant to be provided for request to SaCoS for emer-
gency start-up.
Explanation: Required to distinguish from normal start-up.
2 Engine and operation

2017-05-02 - 4.7

50 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.7 Start-up and load application


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

General remark Relevance of the specific starting phases depends on the application and on
layout of the specific plant.
Specified minimum run up time is based on the value "Required minimum
total moment of inertia" in the table(s) in section Moments of inertia Crank-
shaft, damper, flywheel, Page 161. If the moment of inertia of the GenSet is
higher as the stated value in that table, then also the run-up time is extended
accordingly.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 51 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application

2.7.3 Load application Cold engine (emergency case)


Cold engine Warming up If the cold engine has been started and runs at nominal speed as prescribed
following procedure is relevant:
Distillate fuel must be used until warming up phase is completed.
Loading the engine gradually up to 30 % engine load within 6 to 8
minutes.
Keep the load at 30 % during the warming up phase until oil temperature
> 40 C and cooling water temperature > 60 C are reached.
The necessary time span for this process depends on the actual media tem-
peratures and the specific design of the plant. After these prescribed media
temperatures are reached the engine can be loaded up according the dia-
gram for a preheated engine.

Figure 19: Load application, emergency case; cold engines

2.7.4 Load application for electric propulsion/auxiliary GenSet


2 Engine and operation

Load application Preheated In general it is recommended to apply the load according to curve "Normal
engine loading" see figure below. This ensures uniform heat input to the engine
and exhaust gas below the limit of visibility (opacity below 10 %). Jet Assist is
not required in this case.
2017-05-02 - 4.7

Load application Engine at Even after the engine has reached normal engine operating temperatures it is
normal operating recommended to apply the load according to curve "Normal loading". Jet
temperatures Assist is not required in this case. Even for "Short loading" no Jet Assist is
required. Load application according the "Short loading" curve may be affec-
ted by visible exhaust gas (opacity up to 30 %).

52 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Emergency loading "Emergency loading" is the shortest possible load application time for contin-

2.7 Start-up and load application


Preheated engine uously loading, applicable only in emergency case.
Note:
Stated load application times within figure(s) Load application, Page 53 is
valid after nominal speed is reached and synchronisation is done.
For this purpose, the power management system should have an own emer-
gency operation programme for quickest possible load application. Be aware
that this is near to the maximum capability of the engine, so exhaust gas will
be visible. The shortest possible load application time can only be achieved
with Jet Assist.

Figure 20: Load application

Load application DP-mode For engines specified for DP-applications after these has reached normal
operating temperature the respective curves are relevant.
2 Engine and operation

Please be aware that the typical load range of 15 % to 90 % is visualized.


The load application curves for DP-mode are near to the maximum capability
of the engine, so exhaust gas may be visible (Opacity up to 60 %). Recom-
mended to operate on DMA, DMZ or DMB-grade fuel. If low opacity values
2017-05-02 - 4.7

are required the time for load application needs to be increased.


Note:
Stated values are for engine plus standard generator.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 53 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application

Figure 21: Load application DP-mode

2.7.5 Load application Load steps (for electric propulsion/auxiliary GenSet)

Minimum requirements of The specification of the IACS (Unified Requirement M3) contains first of all
classification societies and guidelines for suddenly applied load steps. Originally two load steps, each
ISO rule 50 %, were described. In view of the technical progress regarding increasing
mean effective pressures, the requirements were adapted. According to
IACS and ISO 8528-5 following diagram is used to define based on the
mean effective pressure of the respective engine the load steps for a load
application from 0 % load to 100 % load. This diagram serves as a guideline
for four stroke engines in general and is reflected in the rules of the classifica-
tion societies.
Be aware, that for marine engines load application requirements must be
2 Engine and operation

clarified with the respective classification society as well as with the shipyard
and the owner.
2017-05-02 - 4.7

54 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.7 Start-up and load application


Figure 22: Load application in steps as per IACS and ISO 8528-5

P [%] Engine load 1 1st Step

pme [bar] Mean effective pressure 2 2nd Step

3 3rd Step

4 4th Step

5 5th Step

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

RINA

Lloyds Register 5 sec., max 8 sec.

American Bureau of 5 sec.


Shipping
2 Engine and operation

Bureau Veritas

Det Norske Veritas

ISO 8528-5
Table 17: Minimum requirements of some classification societies plus ISO
2017-05-02 - 4.7

rule

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

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 55 (450)


2 MAN Diesel & Turbo

Engine specific load steps If the engine has reached normal operating temperature, load steps can be
2.7 Start-up and load application

Normal operating applied according to the diagram below. The load step has to be chosen
temperature depending on the desired recovery time. These curves are for engine plus
standard generator plant specific details and additional moments of inertia
need to be considered. If low opacity values (below 30 % opacity) are
required, load steps should be maximum 20 % (without Jet Assist), maxi-
mum 25 % (with Jet Assist).
Before an additional load step will be applied, at least 20 seconds waiting
time after initiation of the previous load step needs to be considered.
After nominal speed is reached and synchronisation is done, the load appli-
cation process is visualised in the following diagrams.

Figure 23: Load application by load steps Speed drop and recovery time
2 Engine and operation

2017-05-02 - 4.7

56 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.7 Start-up and load application


2.7.6 Load application for mechanical propulsion (FPP and CPP)

Acceleration times for fixed pitch and controllable pitch propeller plants
General remark Stated acceleration times in the following figure are valid for the engine itself.
Depending on the project specific propulsion train (moments of inertia, vibra-
tion calculation etc.) project specific this may differ. Of course, the accelera-
tion times are not valid for the ship itself, due to the fact, that the time con-
stants for the dynamic behavior of the engine and the vessel may have a
ratio of up to 1:100, or even higher (dependent on the type of vessel). The
effect on the vessel must be calculated separately.
Propeller control For remote controlled propeller drives for ships with unmanned or centrally
monitored engine room operation in accordance to IACS Requirements
concerning MACHINERY INSTALLATIONS, M43, a single control device for
each independent propeller has to be provided, with automatic performance
preventing overload and prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine according to the relevant and
specific operating range (e.g. Operating range for controllable pitch propeller
(CPP)) has to be ensured. In case of a manned engine room and manual
operation of the propulsion drive, the engine room personnel are responsible
for the soft loading sequence, before control is handed over to the bridge.
If the direction of the drive shaft is to be changed during maneuvering
(applies in particular to fixed pitch propeller plants) the resulting jolt, the pos-
sibility of wind milling and operation in the permitted operating range of the
engine needs to be considered. It should be aimed for the lowest possible
rotational speed of the propeller shaft, when the rotation direction change is
initiated. Already in the project planning and design phase the installation of a
shaft brake should be considered.
Load control programme The lower time limits for normal and emergency manoeuvres are given in our
diagrams for application and shedding of load. We strongly recommend that
the limits for normal manoeuvring are observed during normal operation. An
automatic change-over to a shortened load programme is required for emer-
gency manoeuvres. The final design of the programme should be jointly
determined by all the parties involved, considering the demands for manoeu-
vring and the actual service capacity.
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 57 (450)


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

2017-05-02 - 4.7

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

58 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.8 Engine load reduction


2.8 Engine load reduction

Sudden load shedding


For the sudden load shedding from 100 % to 0 % engine load, several
requirements of the classification societies regarding the dynamic and per-
manent change of engine speed have to be fulfilled.
In case of a sudden load shedding and related compressor surging, check
the proper function of the turbocharger silencer filter mat.

Recommended load reduction/stopping the engine


Figure Engine ramping down, generally, Page 59 shows the shortest possi-
ble times for continuously ramping down the engine and a sudden load
shedding.
To limit the effort regarding regulating the media circuits and also to ensure
an uniform heat dissipation it always should be aimed for longer ramping
down times by taking into account the realistic requirements of the specific
plant.
Before final engine stop, the engine has to be operated for a minimum of
1 minute at idling speed.

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

2 Engine and operation


2017-05-02 - 4.7

Figure 25: Engine ramping down, generally

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 59 (450)


2 MAN Diesel & Turbo
2.10 Engine operation under arctic conditions

2.9 Engine load reduction as a protective safety measure

Requirements for the power management system/propeller control


In case of a load reduction request due to predefined abnormal engine
parameter (e.g. high exhaust gas temperature, high turbine speed, high lube
oil temperature) the power output (load) must be ramped down as fast as
possible to 60 % load.
Therefore the power management system/propeller control has to meet the
following requirements:
After a maximum of 5 seconds after occurrence of the load reduction
signal, the engine load must be reduced by at least 5 %.
Then, within the next time period of maximum 30 sec. an additional
reduction of engine load by at least 35 % needs to be applied.
The prohibited range shown in figure Engine load reduction as a pro-
tective safety measure, Page 60 has to be avoided.

Figure 26: Engine load reduction as a protective safety measure


2 Engine and operation

2.10 Engine operation under arctic conditions


2017-05-02 - 4.7

Arctic condition is defined as:


Air intake temperatures of the engine below +5 C.
If engines operate under arctic conditions (intermittently or permanently), the
engine equipment and plant installation have to hold certain design features
and meet special requirements. They depend on the possible minimum air
intake temperature of the engine and the specification of the fuel used.

60 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Minimum air intake temperature of the engine, tx:

2.10 Engine operation under arctic conditions


Category 1
+5 C > tx > 15 C
Category 2
15 C tx > 50 C

Special engine design requirements


Special engine equipment needed for arctic conditions Category 1 and Cate-
gory 2, see section Engine equipment for various applications, Page 30.

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

Alternators
Alternator operation is possible according to suppliers specification.

Plant installation
Engine intake air Cooling down of engine room due to cold ambient air can be avoided by
conditioning supplying the engine directly from outside with combustion air. For this
the combustion air must be filtered (see quality requirements in section
Specification of intake air (combustion air), Page 267). Moreover a drop-
let separator and air intake silencer become necessary. See section
External intake air supply system, Page 360. According to classification
rules it may be required to install two air inlets from the exterior, one at
starboard and one at portside.
Cold intake air from outside is preheated in front of the cylinders in the
charge air cooler. HT water serves as heat source. Depending on load
2 Engine and operation

and air temperature additional heat has then to be transferred to the HT


circuit by a HT preheating module.
It is necessary to ensure that the charge air cooler cannot freeze when
the engine is out of operation (and the cold air is at the air inlet side). HT-
cooling water preheating will prevent this. Additionally it is recommended
to prepare the combustion air duct upstream of the engine for the instal-
2017-05-02 - 4.7

lation of a blanking plate, necessary to be installed in case of malfunction


on the HT-cooling water preheating system.
Category 1
Charge air blow-off is activated at high engine load with low combustion
air temperature. With a blow-off air duct installed in the plant, it can be
recirculated in the combustion air duct upstream of the engine. Alterna-
tively, only if blow-off air is deviated downstream of the charge air coolers

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 61 (450)


2 MAN Diesel & Turbo

and is cold (depending on engine type), blow-off air can be directly


released in the engine room. Then a blow-off air silencer installed in the
2.10 Engine operation under arctic conditions

plant becomes necessary.


Alternatively engine combustion air and engine room ventilation air can
be introduced together in the engine room, if heated adequately and if
accepted by the classification company.
Category 2
Please contact MAN Diesel & Turbo.
Instruction for minimum In general the minimum viscosity before engine of 1.9 cSt must not be
admissible fuel temperature undershoot.
The fuel specific characteristic values pour point and cold filter plug-
ging point have to be observed to ensure pumpability respectively filter-
ability of the fuel oil.
Fuel temperatures of 10 C are to be avoided, due to temporarily
embrittlement of seals used in the engines fuel oil system. As a result
they may suffer a loss of function.
Minimum engine room Ventilation of engine room.
temperature The air of the engine room ventilation must not be too cold (preheating is
necessary) to avoid the freezing of the liquids in the engine room sys-
tems.
Minimum powerhouse/engine room temperature for design +5 C.
Coolant and lube oil systems Coolant and lube oil system have to be preheated for each individual
engine, see section Starting conditions.
See also the specific information regarding special arrangements for arc-
tic conditions, see section Lube oil system, Page 281 and Water sys-
tems, Page 299.
Design requirements for the external preheater of HT-cooling water sys-
tems according to stated preheater sizes, see figure Required preheater
size to avoid heat extraction from HT system, Page 63.
Maximum permissible antifreeze concentration (ethylene glycol) in the
engine cooling water.
An increasing proportion of antifreeze decreases the specific heat
capacity of the engine cooling water, which worsens the heat dissipation
from the engine and will lead to higher component temperatures.
Therefore, the antifreeze concentration of the engine cooling water sys-
tems (HT and NT) within the engine room, respectively power house,
should be below a concentration of 40 % glycol. Any concentration of >
55 % glycol is forbidden.
If a concentration of anti-freezing agents of > 50 % in the cooling water
systems is required, contact MAN Diesel & Turbo for approval.
2 Engine and operation

For information regarding engine cooling water see section Specification


for engine supplies, Page 227.
Insulation The design of the insulation of the piping systems and other plant parts
(tanks, heat exchanger, external intake air duct etc.) has to be modified and
designed for the special requirements of arctic conditions.
2017-05-02 - 4.7

Heat tracing To support the restart procedures in cold condition (e.g. after unmanned sur-
vival mode during winter), it is recommended to install a heat tracing system
in the pipelines to the engine.
Note:
A preheating of the lube oil has to be ensured. If the plant is not equipped
with a lube oil separator (e.g. plants only operating on MGO) alternative
equipment for preheating of the lube oil must be provided.

62 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

For plants taken out of operation and cooled down below temperatures of

2.10 Engine operation under arctic conditions


+5 C additional special measures are required in this case contact MAN
Diesel & Turbo.

Heat extraction HT system and preheater sizes


After engine start, it is necessary to ramp up the engine to the below speci-
fied Range II to prevent too high heat loss and resulting risk of engine dam-
age. Thereby Range I must be passed as quick as possible to reach Range
II. Be aware that within Range II low load operation restrictions may apply.
If operation within Range I is required, the preheater size within the plant
must be capable to preheat the intake air to the level, where heat extraction
from the HT system is not longer possible.
Example 1:
Operation at 20 % engine load and 45 C intake air temperature wanted
Preheating of intake air from 45 C up to minimum 16.5 C required
=> according diagram preheater size of 10.4 kW/cyl. required.
Ensure that this preheater size is installed, otherwise this operation point
is not permissible
All preheaters need to be operated in parallel to engine operation until mini-
mum engine load is reached.

2 Engine and operation

Figure 27: Required preheater size to avoid heat extraction from HT system
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 63 (450)


2 MAN Diesel & Turbo
2.11 GenSet operation

2.11 GenSet operation

2.11.1 Operating range for GenSet/electric propulsion


2 Engine and operation

Figure 28: Operating range for GenSet/electric propulsion


MCR
Maximum continuous rating.
Range I
Operating range for continuous service.
2017-05-02 - 4.7

Range II
No continuous operation permissible.
Maximum operating time less than 2 minutes.
Range III

64 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

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

2.11 GenSet operation


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

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

IMO certification for engines with operating range for auxiliary GenSet
Test cycle type D2 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.

2.11.2 Available outputs and permissible frequency deviations

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

Frequency adjustment range


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

Operating range
Depending on the prevailing local ambient conditions, a certain maximum
continuous rating will be available.
In the output/speed and frequency diagrams, a range has specifically been
marked with No continuous operation permissible in this area. Operation in
this range is only permissible for a short period of time, i.e. for less than 2
minutes. In special cases, a continuous rating is permissible if the standard
frequency is exceeded by more than 4 %.

Limiting parameters
Max. torque In case the frequency decreases, the available output is limited by the maxi-
mum permissible torque of the generating set.
Max. speed for continuous An increase in frequency, resulting in a speed that is higher than the maxi-
2 Engine and operation

rating mum speed admissible for continuous operation, is only permissible for a
short period of time, i.e. for less than 2 minutes.
For engine-specific information see section Ratings (output) and speeds,
Page 33 of the specific engine.
2017-05-02 - 4.7

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

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 65 (450)


2 MAN Diesel & Turbo
2.11 GenSet operation

Figure 29: Permissible frequency deviations and corresponding max. output

2.11.3 Generator operation/electric propulsion Power management

Operation of vessels with electric propulsion is defined as parallel operation


of main engines with generators forming a closed system.
The power supply of the plant as a standard is done by auxilliary GenSets
also forming a closed system.
In the design/layout of the plant a possible failure of one engine has to be
considered in order to avoid overloading and under-frequency of the remain-
ing engines with the risk of an electrical blackout.
Therefore we recommend to install a power management system. This
ensures uninterrupted operation in the maximum output range and in case
one engine fails the power management system reduces the propulsive out-
put or switches off less important energy consumers in order to avoid under-
frequency.
According to the operating conditions it is the responsibility of the ship's
operator to set priorities and to decide which energy consumer has to be
switched off.
The base load should be chosen as high as possible to achieve an optimum
engine operation and lowest soot emissions.
The optimum operating range and the permissible part loads are to be
2 Engine and operation

observed (see section Low load operation, Page 46).

Load application in case one engine fails


In case one engine fails, its output has to be made up for by the remaining
engines in the system and/or the load has to be decreased by reducing the
2017-05-02 - 4.7

propulsive output and/or by switching off electrical consumers.


The immediate load transfer to one engine does not always correspond with
the load reserve that the particular engine has available at the respective
moment. That depends on the engine's base load.

66 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Be aware that the following section only serves as an example and is defi-

2.11 GenSet operation


nitely not valid for this engine type. For the engine specific capability please
see figure(s) Load application by load steps Speed drop and recovery time,
Page 56.

Figure 30: Maximum load step depending on base load (example may not be valid for this engine type)

Based on the above stated exemplary figure and on the total number of
engines in operation the recommended maxium load of these engines can
be derived. Observing this limiting maximum load ensures that the load from
one failed engine can be transferred to the remaining engines in operation
without power reduction.
Number of engines in parallel operation 3 4 5 6 7 8 9 10
Recommended maximum load in (%) of Pmax 50 75 80 83 86 87.5 89 90

Table 18: Exemplary Recommended maximum load in (%) of Pmax dependend on number of engines in
parallel operation

2.11.4 Alternator Reverse power protection

Definition of reverse power


If an alternator, coupled to a combustion engine, is no longer driven by this
engine, but is supplied with propulsive power by the connected electric grid
and operates as an electric motor instead of working as an alternator, this is
2 Engine and operation

called reverse power. The speed of a reverse power driven engine is accord-
ingly to the grid frequency and the rated engine speed.

Demand for reverse power protection


2017-05-02 - 4.7

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

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 67 (450)


2 MAN Diesel & Turbo

Examples for possible reverse power occurences


2.11 GenSet operation

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

Adjusting the reverse power protection relay


The necessary power to drive an unfired diesel or gas engine at nominal
speed cannot exceed the power which is necessary to overcome the internal
friction of the engine. This power is called motoring power. The setting of the
reverse-power relay should be, as stated in the classification rules, 50 % of
the motoring power. To avoid false tripping of the alternator circuit breaker a
time delay has to be implemented. A reverse power >> 6 % mostly indicates
serious disturbances in the generator operation.
Table Adjusting the reverse power relay, Page 68 below provides a sum-
mary.
Admissible reverse power Pel [%] Time delay for tripping the alternator circuit
breaker [sec]
Pel < 3 30

3 Pel < 8 3 to 10

Pel 8 No delay

Table 19: Adjusting the reverse power relay


2 Engine and operation

2017-05-02 - 4.7

68 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.11 GenSet operation


2.11.5 Earthing measures of diesel engines and bearing insulation on alternators

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

Earthing connections on the engine


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

Figure 31: Earthing connection on engine (are arranged diagonally opposite each

1, 2 Connecting grounding terminal coupling side and engine free end (stamped
symbol) M12
2 Engine and operation

Measures to be taken on the alternator


Shaft voltages, i.e. voltages between the two shaft ends, are generated in
electrical machines because of slight magnetic unbalances and ring excita-
tions. In the case of considerable shaft voltages (e.g. > 0.3 V), there is the
risk that bearing damage occurs due to current transfers. For this reason, at
2017-05-02 - 4.7

least the bearing that is not located on the drive end is insulated (valid for
alternators > 1 MW output). For verification, the voltage available at the shaft
(shaft voltage) is measured while the alternator is running and excited. With
proper insulation, a voltage can be measured. In order to protect the prime
mover and to divert electrostatic charging, an earthing brush is often fitted on
the coupling side.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 69 (450)


2 MAN Diesel & Turbo

Observation of the required measures is the alternator manufacturers


2.11 GenSet operation

responsibility.

Consequences of inadequate bearing insulation on the alternator and


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

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

Execution of earthing
The earthing must be executed by the shipyard respectively plant owner,
since generally it is not scope of supply of MAN Diesel & Turbo.
Earthing strips are also not included in the MAN Diesel & Turbo scope of
supply.
2 Engine and operation

Additional information regarding the use of welding equipment


In order to prevent damage on electrical components, it is imperative to earth
welding equipment close to the welding area, i.e., the distance between the
welding electrode and the earthing connection should not exceed 10 m.
2017-05-02 - 4.7

70 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.12 Propeller operation, suction dredger (pump drive)


2.12 Propeller operation, suction dredger (pump drive)

2.12.1 General remark for operating ranges


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

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 71 (450)


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

2.12.2 Operating range for controllable pitch propeller (CPP)

Figure 32: Operating range for controllable pitch propeller


Note:
In rare occasions it might be necessary that certain engine speed intervals
have to be barred for continuous operation.
2 Engine and operation

For FPP applications as well as for applications using resiliently mounted


engines, the admissible engine speed range has to be confirmed (preferably
at an early project phase) by a torsional vibration calculation, by a dimension-
ing of the resilient mounting, and, if necessary, by an engine operational
vibration calculation.
2017-05-02 - 4.7

MCR = Maximum continuous rating.


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

72 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

IMO certification for engines with operating range for controllable pitch

2.12 Propeller operation, suction dredger (pump drive)


propeller (CPP)
Test cycle type E2 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.

2.12.3 General requirements for the CPP propulsion control

Pitch control of the propeller plant


General A distinction between constant-speed operation and combinator-curve oper-
ation has to be ensured.
Failure of propeller pitch control:
In order to avoid overloading of the engine upon failure of the propeller pitch
control the propeller pitch must be adjusted to a value < 60 % of the maxi-
mum possible pitch.
4 20 mA load indication As a load indication a 4 20 mA signal from the engine control is supplied to
from engine control the propeller control.
Combinator-curve operation:
The 4 20 mA signal has to be used for the assignment of the propeller
pitch to the respective engine speed. The operation curve of engine speed
and propeller pitch (for power range, see section Operating range for control-
lable pitch propeller (CPP), Page 72) has to be observed also during acceler-
ation/load increase and unloading.

Acceleration/load increase
The engine speed has to be increased prior to increasing the propeller pitch
(see figure Example to illustrate the change from one load step to another,
Page 74).
When increasing propeller pitch and engine speed synchronously, the speed
has to be increased faster than the propeller pitch.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 72).
Automatic limitation of the rate of load increase must be implemented in the
propulsion control.

Deceleration/unloading the engine


The engine speed has to be reduced later than the propeller pitch (see figure
Example to illustrate the change from one load step to another, Page 74).
2 Engine and operation

When decreasing propeller pitch and engine speed synchronously, the pro-
peller pitch has to be decreased faster than the speed.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 72).
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 73 (450)


2 MAN Diesel & Turbo

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


2.12 Propeller operation, suction dredger (pump drive)

Figure 33: Example to illustrate the change from one load step to another

Windmilling protection
If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called windmilling. The permissible period for windmilling is short,
because windmilling can cause excessive wear of the engine bearings, due
2 Engine and operation

to poor lubrication at low propeller speed.


Single-screw ship The propeller control has to ensure that the windmilling time is less than
40 seconds.
Multiple-screw ship The propeller control has to ensure that the windmilling time is less than
40 seconds. In case of plants without shifting clutch, it has to be ensured
2017-05-02 - 4.7

that a stopped engine cannot be turned by the propeller.


For maintenance work a shaft interlock has to be provided for each propeller
shaft.

74 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Binary signals from engine control

2.12 Propeller operation, suction dredger (pump drive)


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

Distinction between normal manoeuvre and emergency manoeuvre


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

MAN Diesel & Turbo's guidelines concerning acceleration times and power
range have to be observed
The power range (see section Operating range for controllable pitch propeller
(CPP), Page 72) and the acceleration times (see section Load application for
mechanical propulsion (FPP and CPP), Page 57) have to be observed. In
section Engine load reduction as a protective safety measure, Page 60 the
requirements for the response time are stated.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 75 (450)


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

2.12.4 Operating range for fixed pitch propeller (FPP)

Figure 34: Operating range for fixed pitch propeller


For further information about reduced output see section Available outputs
and permissible frequency deviations, Page 65.
Note:
In rare occasions it might be necessary that certain engine speed intervals
2 Engine and operation

have to be barred for continuous operation.


For FPP applications as well as for applications using resiliently mounted
engines, the admissible engine speed range has to be confirmed (preferably
at an early project phase) by a torsional vibration calculation, by a dimension-
ing of the resilient mounting, and, if necessary, by an engine operational
2017-05-02 - 4.7

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

76 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2) Theoretical propeller curve

2.12 Propeller operation, suction dredger (pump drive)


This curve must not be be exceeded, except temporarily during manoeuvring
and accelerating. Boundary conditions are fouled hull, heavy weather, pro-
peller heavy running.
3) Torque limit curve
This curve corresponds to the maximum permitted overload.
4) Maximum permitted engine output after load reduction demand of engine
control is 60 %.
Within the section Load application for mechanical propulsion (FPP and
CPP), Page 57 acceleration times for fixed pitch propeller plants are stated.
Pay attention to the note regarding consideration of a shaft brake.
Note:
Engine operation in a speed range between 103 % and 106 % is permissible
for maximum 1 hour!
The propeller design depends on type and application of the vessel. There-
fore the determination of the installed propulsive power in the ship is always
the exclusive responsibility of the yard.
Determining the engine power: The energy demand or the energy losses
from all at the engine additionally attached aggregates has to be considered
(e. g. shaft alternators, gearboxes). That means, after deduction of their
energy demand from the engine power the remaining engine power must be
sufficient for the required propulsion power.
Note:
Type testing of the engines is carried out at 110 % rated output and 103 %
rated engine speed.
But operation with output > 100 % only permissible at sea trial for approval
of classification society, not for normal operation.
External HT cooling water support pump and external lubrication support
pump need to be activated within a certain speed range. See section
Engines speeds and related main data, Page 37.

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

2.12.5 General requirements for the FPP propulsion control


In acordance to IACS Requirements concerning MACHINERY INSTALLA-
TIONS, M43, a single control device for each independent propeller has to
2 Engine and operation

be provided, with automatic performance preventing overload and prolonged


running in critical speed ranges of the propelling machinery.
Operation of the engine according to the stated FPP operating range has to
be ensured.
2017-05-02 - 4.7

Load control of the propeller plant


For mechanical speed As a load indication a 4 20 mA signal from the engines admission teletrans-
governors mitter is supplied to the propeller control system.
For electronic speed As a load indication a 4 20 mA signal from the engines electronic governor
governors is supplied to the propeller control system.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 77 (450)


2 MAN Diesel & Turbo

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

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


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

Binary signals from engine control (SaCoS)


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

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


Override (Binary signal by In case Override has been activated, Stop or Reduce demands of
switch) engine safety system will not be excecuted, but printed at the alarm printer.

Binary signals to engine control (SaCoS) from coupling control


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

2017-05-02 - 4.7

78 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.12 Propeller operation, suction dredger (pump drive)


2.12.6 Operating range for mechanical pump drive

Figure 35: Operating range for mechanical pump drive


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

Range I
Operating range for continuous operation
For dredge applications with dredge pumps directly mechanically driven
by the engines there is a requirement for full constant torque operation
between 80 % and 100 % of nominal engine speed. This specific operat-
2017-05-02 - 4.7

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


Available outputs/related reference conditions, Page 35.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 79 (450)


2 MAN Diesel & Turbo

IMO certification for engines with operating range for mechanical pump
2.13 Fuel oil, lube oil, starting air and control air con-
sumption

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

2.13 Fuel oil, lube oil, starting air and control air consumption

2.13.1 Fuel oil consumption for emission standard: IMO Tier II

Engine MAN 32/44CR Auxiliary GenSet


600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm
(For 7L/14V: 560 kW/cyl., 720 rpm or 560 kW/cyl., 750 rpm)
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 50 25
Speed 720 rpm

MGO (DMA, DMZ) or MDO (DMB) 176.5 174.5 180.5 183.5 195.5
(177.5) (175.0) (180.0) (184.0) (L = 203.0
V = 201.0)

HFO 178.5 175.5 181.5 185.5 197.5


(181.0) (179.0) (184.5) (189.0) (L = 210.0
V = 208.0)

Speed 750 rpm

MGO (DMA, DMZ) or MDO (DMB) 176.5 174.0 184.0 183.5 198.5
(177.5) (175.0) (180.0) (184.0) (L = 203.0
V = 201.0)

HFO 178.5 175.0 185.0 185.5 200.5


(181.0) (179.0) (184.5) (189.0) (L = 210.0
V = 208.0)
1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Relevant for engines certification for compliance with the NOx limits according D2 Test cycle.
2 Engine and operation

4)
Warranted fuel consumption at 85 % MCR.
Table 20: Fuel oil consumption MAN 32/44CR Auxiliary GenSet
2017-05-02 - 4.7

80 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Engine MAN 32/44CR Electric propulsion (n = const.)

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
ECOMAP 1, 2, 4: 600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm
(For 7L/14V: 560 kW/cyl., 720 rpm or 560 kW/cyl., 750 rpm - only ECOMAP
1 available!)
ECOMAP 3: 540 kW/cyl., 720 rpm or 540 kW/cyl., 750 rpm
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 65 50 25
ECOMAP 1 (standard 85 % optimum)

MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 178.0 179.0 182.0 194.5
(177.5) (175.0) (180.0) (n.a.) (184.0) (L = 203.0
V = 201.0)

HFO 177.5 173.0 179.0 180.5 184.0 196.5


(181.0) (179.0) (184.5) (n.a.) (189.0) (L = 210.0
V = 208.0)

ECOMAP 2 (part load optimised

MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 181.0 175.0 178.0 194.5

HFO 177.5 175.0 182.0 176.5 180.0 196.5

ECOMAP 3 (derated 10 %)

MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 181.5 181.5 185.0 198.5

HFO 177.0 174.0 182.5 183.0 187.0 200.5

ECOMAP 4 (ECOMAP-SCR))

MGO (DMA, DMZ) or MDO (DMB) 176.0 172.5 171.0 175.0 178.0 194.5

HFO 178.0 173.5 172.0 176.5 180.0 196.5


1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Relevant for engines certification for compliance with the NOx limits according E2 Test cycle.
4)
Warranted fuel consumption at 85 % MCR.
Table 21: Fuel oil consumption MAN 32/44CR Electric propulsion (n = const.)
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 81 (450)


2 MAN Diesel & Turbo

Engine MAN 32/44CR Mechanical propulsion with controllable pitch


2.13 Fuel oil, lube oil, starting air and control air con-
sumption

propeller (CPP)
ECOMAP 1, 2, 4: 600 kW/cyl., 750 rpm
(For 7L/14V: 560 kW/cyl., 750 rpm - only ECOMAP 1 available!)
ECOMAP 3: 540 kW/cyl., 720 rpm or 540 kW/cyl., 750 rpm
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 65 50 25
Speed constant = 750 rpm

ECOMAP 1 (standard 85 % optimum)

MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 178.0 179.0 182.0 194.5
(177.5) (175.0) (180.0) (n.a.) (184.0) (L = 203.0
V = 201.0)

HFO 177.5 173.0 179.0 180.5 184.0 196.5


(181.0) (179.0) (184.5) (n.a.) (189.0) (L = 210.0
V = 208.0)

ECOMAP 2 (part load optimised

MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 181.0 175.0 178.0 194.5

HFO 177.5 175.0 182.0 176.5 180.0 196.5

ECOMAP 3 (derated 10 %)

MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 181.5 181.5 185.0 198.0

HFO 177.0 174.0 182.5 183.0 187.0 200.5

ECOMAP 4 (ECOMAP-SCR))

MGO (DMA, DMZ) or MDO (DMB) 176.0 172.5 171.0 175.0 178.0 194.5

HFO 178.0 173.5 172.0 176.5 180.0 196.5

Speeds according recommended 750 rpm 750 rpm 731 rpm 711 rpm 674 rpm 587 rpm
combinator curve (5 rpm)

ECOMAP 1 (standard 85 % optimum)

MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 172.0 (n.a.) 179.5 187.0
(177.5) (175.0) (179.0) (n.a.) (181.0) (190.0)

HFO 177.5 173.0 173.0 (n.a.) 181.5 189.0


(181.0) (179.0) (183.5) (n.a.) (186.0) (197.0)

ECOMAP 2 (part load optimised


2 Engine and operation

MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 174.0 (n.a.) 179.5 187.0

HFO 177.5 175.0 175.5 (n.a.) 181.5 189.0

ECOMAP 3 (derated 10 %)
2017-05-02 - 4.7

MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 (tbd) (n.a.) (tbd) (tbd)

HFO 177.0 174.0 (tbd) (n.a.) (tbd) (tbd)

ECOMAP 4 (ECOMAP-SCR))

MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 (tbd) (n.a.) (tbd) (tbd)

82 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
100 85 4) 75 65 50 25
HFO 177.5 173.0 (tbd) (n.a.) (tbd) (tbd)
1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Due to engines certification for compliance with the NOx limits according E2 (Test cycle for "constant-speed main
propulsion application" including diesel-electric drive and all controllable pitch propeller installations) factory accept-
ance test will be done with constant speed only.
4)
Warranted fuel consumption at 85 % MCR.
Table 22: Fuel oil consumption MAN 32/44CR Mechanical propulsion with controllable pitch propeller
(CPP)

Engine MAN 32/44CR Mechanical propulsion with fixed pitch propeller


(FPP)
510 kW/cyl., 750 rpm
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 50 25
Speeds according to FPP curve (5 rpm) 750 rpm 710 rpm 683 rpm 600 rpm 473 rpm

MGO (DMA, DMZ) or MDO (DMB) 179.0 173.0 180.5 187.0 191.0

HFO 182.5 177.0 185.0 192.0 198.0


1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Relevant for engines certification for compliance with the NOx limits according E3 Test cycle.
4)
Warranted fuel consumption at 85 % MCR.
Table 23: Fuel oil consumption MAN 32/44CR Mechanical propulsion with fixed pitch propeller (FPP)

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 83 (450)


2 MAN Diesel & Turbo

Engine MAN 32/44CR Suction dredger/pumps (mechanical drive)


2.13 Fuel oil, lube oil, starting air and control air con-
sumption

510 kW/cyl., 750 rpm


% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 50 25
Speed constant = 750 rpm

MGO (DMA, DMZ) or MDO (DMB) 178.0 177.5 183.0 186.0 200.5

HFO 181.5 181.5 187.5 191.0 207.5


1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
Clarification required on early project stage if engines certification for compliance with the NOx limits needs to be
3)

done according C1 Test cycle.


4)
Warranted fuel consumption at 85 % MCR.
Table 24: Fuel oil consumption MAN 32/44CR Suction dredger/pumps (mechanical drive)

Additions to fuel consumption (g/kWh)


1. Engine driven pumps increase the fuel oil consumption by:

For LT CW service pump (attached)1)

For LT CW service pump (attached)


2 Engine and operation

2017-05-02 - 4.7

84 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
Figure 36: Derivation of factor a

For all lube oil service pumps (attached)1)


GenSet, electric propulsion:

Mechanical propulsion CPP:

Mechanical propulsion FPP:


2 Engine and operation

Mechanical pump drive (dredger):


2017-05-02 - 4.7

fpumps Actual factor for impact of attached pumps [-]

iHT pumps Amount of attached HT cooling water service pumps [-]

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 85 (450)


2 MAN Diesel & Turbo

iLT pumps Amount of attached LT cooling water service pumps [-]


2.13 Fuel oil, lube oil, starting air and control air con-
sumption

nx Actual engine speed [rpm]

nn Nominal engine speed [rpm]

load% Actual engine load [%]

Nominal output per cylinder - [kW/cyl.]

1) Note:
For mechanical propulsion with FPP for the operation range up to 60 %
nominal speed, a HT CW service support pump (free-standing) and a lube oil
service support pump (free-standing) has to be applied (not MDT scope of
supply).
2. For exhaust gas back pressure after turbine > 50 mbar
Every additional 1 mbar (0.1 kPa) back pressure addition of 0.025 g/kWh to
be calculated.
3. For exhaust gas temperature control by adjustable waste gate (SCR)
For every increase of the exhaust gas temperature by 1 C, due to activation
of adjustable waste gate, an addition of 0.07 g/kWh to be calculated.

Fuel oil consumption at idle running


Fuel oil consumption at idle running (kg/h)
No. of cylinders, 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V
config.
Speed 60 70 80 90 100 120 140 160 180 200
720/750 rpm
Table 25: Fuel oil consumption at idle running (for guidance only)

Reference conditions for fuel consumption


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

Air temperature before turbocharger tr K/C 298/25

Total barometric pressure pr kPa 100

Relative humidity r % 30

Exhaust gas back pressure after turbocharger1) mbar 50


2 Engine and operation

Engine type specific reference charge air temperature before cylinder tbar2) K/C 313/40

Net calorific value NCV kJ/kg 42,700


1)
Measured at 100 % load, accordingly lower for loads < 100 %.
2017-05-02 - 4.7

2)
Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be ach-
ieved with 25 C LT cooling water temperature before charge air cooler (according to ISO).
Table 26: Reference conditions for fuel consumption MAN 32/44CR

IMO Tier II requirements:


For detailed information see section Cooling water system description, Page
299.

86 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

IMO: International Maritime Organization

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
MARPOL 73/78; Revised Annex VI-2008, Regulation 13.
Tier II: NOx technical code on control of emission of nitrogen oxides from die-
sel engines.

2.13.2 Lube oil consumption


600 kW/cyl.; 720/750 rpm
Specific lube oil consumption 0.5 g/kWh
Total lube oil consumption [kg/h]1)
No. of cylinders, config. 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V
Speed 720/750 rpm 1.8 2.1 2.0 2.7 3.0 3.6 4.2 4.8 5.4 6.0
1)
Tolerance for warranty +20 %.
Table 27: Total lube oil consumption

Note:
As a matter of principle, the lube oil consumption is to be stated as total lube
oil consumption related to the tabulated ISO full load output (see section Rat-
ings (output) and speeds, Page 33).

2.13.3 Starting air and control air consumption

No. of cylinders, config. 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V


Air consumption per Nm3 2)
2.5 2.8 2.8 3.0 3.0 5.0 5.2 5.5 5.8 6.0
start1)

Control air consump- The control air consumption highly depends on the specific engine operation and is
tion less than 1 % of the engines air consumption per start.

Air consumption per 2.3 3.0 3.0 3.0 3.0 4.5 6.0 6.0 6.0 6.0
Jet Assist activation3)

Air consumption per 5.0 5.5 5.5 6.0 6.0 10.0 10.5 11.0 11.5 12.0
slow turn manoeu-
vre1) 4)
1)
The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. The
stated air consumption refers only to the engine. For the electric propulsion an higher air consumption needs to be
considered due to the additional inertia moment of the generator (approximately increased by 50 %).
2 Engine and operation

2)
Nm3 corresponds to one cubic meter of gas at 20 C and 100.0 kPa.
3)
The mentioned above air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet dura-
tion may vary between 3 sec. and 10 sec., depending on the loading (average jet duration 5 sec.).
4)
Required for plants with Power Management System demanding automatic engine start. The air consumption per
2017-05-02 - 4.7

slow turn activation depends on the inertia moment of the unit. This value does not include air consumption required
for the automatically activated engine start after the end of the slow turn manoeuvre.
Table 28: Starting air and control air consumption

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 87 (450)


2 MAN Diesel & Turbo
2.13 Fuel oil, lube oil, starting air and control air con-
sumption

2.13.4 Recalculation of fuel consumption dependent on ambient conditions

In accordance to ISO standard ISO 3046-1:2002 "Reciprocating internal


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

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

The formula is valid within the following limits:


Ambient air temperature 5 C 55 C

Charge air temperature before cylinder 25 C 75 C

Ambient air pressure 0.885 bar 1.030 bar


Table 29: Limit values for recalculation of liquid fuel consumption

Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder
see table Reference conditions for fuel consumption, Page 86.

Unit Reference At test run or


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

Ambient air temperature [C] tr tx

Charge air temperature before cylinder [C] tbar tbax

Ambient air pressure [bar] pr px

Table 30: Recalculation of liquid fuel consumption Units and references

Example
2 Engine and operation

Reference values:
br = 200 g/kWh, tr = 25 C, tbar = 40 C, pr = 1.0 bar
At site:
tx = 45 C, tbax = 50 C, px = 0.9 bar
2017-05-02 - 4.7

= 1+ 0.0006 (45 25) + 0.0004 (50 40) + 0.07 (1.0 0.9) = 1.023
bx = x br = 1.023 x 200 = 204.6 g/kWh

88 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
2.13.5 Influence of engine aging on fuel consumption
The fuel oil consumption will increase over the running time of the engine.
Timely service can reduce or eliminate this increase. For dependencies see
figure Influence of total engine running time and service intervals on fuel oil
consumption, Page 89.

Figure 37: Influence of total engine running time and service intervals on fuel oil consumption

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 89 (450)


2 Auxiliary GenSet MAN Diesel & Turbo
2.15 Planning data for emission standard: IMO Tier II

2.14 Service support pumps for lower speed range of FPP applications

Main data Service support pumps


For fixed pitch propeller (FPP) application for the operating range up to 60 %
nominal speed service support pumps (free-standing) have to be applied
according to the figures in the table below.
510 kW/cyl., 750 rpm
HT CW service support pump Lube oil service support pump
(free-standing, p 2.5 bar) (free-standing, p 5 bar)
6L FPP 28 m3/h 49 m3/h

7L FPP 32 57

8L FPP 37 57

9L FPP 41 67

10L FPP 46 67

12V FPP 55 m3/h 79 m3/h

14V FPP 64 79

16V FPP 73 84

18V FPP 82 99

20V FPP 91 99
Table 31: Main data Service support pumps

2.15 Planning data for emission standard: IMO Tier II Auxiliary GenSet

2.15.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
2 Engine and operation

is to be applied, contact MAN Diesel & Turbo for corresponding planning


data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7

600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

90 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Reference conditions: Tropics

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Total barometric pressure mbar 1,000

Relative humidity % 60
Table 32: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L


Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 720/750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 1,122 1,477 1,690 1,834
Charge air cooler (LT stage) 586 795 871 1,007

Lube oil cooler2) 454 606 681 757

Jacket cooling 340 454 511 568

Nozzle cooling 14 19 21 24

Heat radiation (engine) 112 149 168 187

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 56 63 70

LT circuit (lube oil cooler + charge air cooler LT) 66 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h

Nozzle cooling water 1.0 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

Pumps

a) Attached

HT CW service pump m3/h 42 56 63 70

LT CW service pump 66 88 99 110

Lube oil service pump for application with constant 120 141 162 162
speed

b) Free-standing4)
2 Engine and operation

HT CW stand-by pump m3/h 42 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 130 140 150


2017-05-02 - 4.7

Nozzle CW pump 1.0 1.4 1.6 1.8

Prelubrication pump5) 26 31 34 36

MGO/MDO supply pump 2.4 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.8 2.0

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 91 (450)


2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 8L 9L 10L


Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II

HFO circulating pump 2.4 3.2 3.6 4.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 33: Nominal values for cooler specification MAN L32/44CR IMO Tier II Auxiliary GenSet

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.15.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38


2 Engine and operation

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 34: Reference conditions: Tropics
2017-05-02 - 4.7

No. of cylinders, configuration 12V 16V 18V 20V


Engine output kW 7,200 9,600 10,800 12,000

Speed rpm 720/750

Heat to be dissipated1)

92 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

No. of cylinders, configuration 12V 16V 18V 20V

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Charge air kW
Charge air cooler; cooling water HT 2,322 3,045 3,461 3,763
Charge air cooler; cooling water LT 1,092 1,500 1,660 1,912

Lube oil cooler2) 908 1,211 1,362 1,514

Jacket cooling 681 908 1,021 1,136

Nozzle cooling 28 38 43 47

Heat radiation (engine) 224 299 336 374

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140

LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220

Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h

Nozzle cooling water 2.0 2.8 3.2 3.6

LT cooling water turbocharger compressor wheel 2.8

Pumps

a) Attached

HT CW service pump m3/h 84 112 126 140

LT CW service pump 132 176 198 220

Lube oil service pump for application with constant 191 226 240 282
speed

b) Free-standing4)

HT CW stand-by pump m3/h 84 112 126 140

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 198 218 238

Nozzle CW pump 2.0 2.8 3.2 3.6

Prelubrication pump5) 37 46 50 54

MGO/MDO supply pump 4.8 6.4 7.2 8.0

HFO supply pump 2.4 3.2 3.6 4.0


2 Engine and operation

HFO circulating pump 4.8 6.4 7.2 8.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
2017-05-02 - 4.7

4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 35: Nominal values for cooler specification MAN V32/44CR IMO Tier II Auxiliary GenSet

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 93 (450)


2 MAN Diesel & Turbo

Note:
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II

You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.15.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Auxiliary GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 36: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L

Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet1) C 90

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

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60


2 Engine and operation

Air data

Temperature of charge air at charge air C 60 60 60 60


cooler outlet
2017-05-02 - 4.7

Air flow rate3) m3/h 20,680 27,573 31,020 34,467

t/h 22.6 30.2 33.9 37.7

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 36,003 48,004 54,005 60,005
(engine) (t2 t1 = 10 C)

94 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 8L 9L 10L

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 41,714 55,633 62,571 69,540


outlet)5)

Mass flow t/h 23.3 31.1 35.0 38.9

Temperature at turbine outlet C 349

Heat content (190 C) kW 1,114 1,487 1,671 1,859

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 37: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Auxiliary
GenSet

2.15.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Auxiliary GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
2 Engine and operation

Table 38: Reference conditions: Tropics

No. of cylinders, configuration 12V 16V 18V 20V

Engine output kW 7,200 9,600 10,800 12,000


2017-05-02 - 4.7

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet1) C 90

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

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 95 (450)


2 MAN Diesel & Turbo

No. of cylinders, configuration 12V 16V 18V 20V


Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air C 60 60 60 60


cooler outlet

Air flow rate3) m3/h 41,360 55,147 62,040 68,933

t/h 45.3 60.4 67.9 75.4

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 72,006 96,008 108,009 120,010
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 83,428 111,258 125,144 139,087


outlet)5)

Mass flow t/h 46.7 62.2 70.0 77.8

Temperature at turbine outlet C 349

Heat content (190 C) kW 2,228 2,973 3,343 3,718

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
5)
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned above
reference conditions.
Table 39: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Auxiliary
GenSet

2.15.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet
Note:
2 Engine and operation

7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7

600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: ISO
Air temperature C 25

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

96 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Reference conditions: ISO

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Total barometric pressure mbar 1,000

Relative humidity % 30
Table 40: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
981 846 914 717
Charge air cooler (LT stage)2) 444 414 454 484

Lube oil cooler3) 368 436 457 608

Jacket cooling 292 307 328 420

Nozzle cooling 14 14 14 14

Heat radiation (engine) 144 154 164 203

Air data

Temperature of charge air: C


After compressor 248 218 215 167
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.65 6.89 7.64 9.22

Charge air pressure (absolute) bar 5.30 4.58 4.48 3.22

Exhaust gas data 4)

Mass flow kg/kWh 6.85 7.08 7.84 9.43

Temperature at turbine outlet C 312 295 295 278

Heat content (190 C) kJ/kWh 896 797 879 883

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
2 Engine and operation

4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 41: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Auxiliary GenSet
2017-05-02 - 4.7

2.15.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 97 (450)


2 MAN Diesel & Turbo

Note:
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II

Operating pressure data without further specification are given below/above


atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 42: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated 1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,154 1,021 1,108 942
Charge air cooler (LT stage)2) 553 452 482 299

Lube oil cooler3) 454 538 565 751

Jacket cooling 340 358 383 491

Nozzle cooling 14 14 14 14

Heat radiation (engine) 112 120 127 158

Air data

Temperature of charge air: C


After compressor 281 249 245 195
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.29 6.51 7.22 8.71

Charge air pressure (absolute) bar 5.25 4.53 4.43 3.19

Exhaust gas data4)

Mass flow kg/kWh 6.48 6.70 7.42 8.92

Temperature at turbine outlet C 349 331 331 313

Heat content (190 C) kJ/kWh 1,114 1,020 1,125 1,174


2 Engine and operation

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2017-05-02 - 4.7

2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 43: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Auxiliary GenSet

98 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.16 Planning data for emission standard: IMO Tier II


Electric propulsion
2.16 Planning data for emission standard: IMO Tier II Electric propulsion

2.16.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 44: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L


Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 720/750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 1,122 1,477 1,690 1,834
Charge air cooler (LT stage) 586 795 871 1,007

Lube oil cooler2) 454 606 681 757

Jacket cooling 340 454 511 568

Nozzle cooling 14 19 21 24
2 Engine and operation

Heat radiation (engine) 112 149 168 187

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 56 63 70


2017-05-02 - 4.7

LT circuit (lube oil cooler + charge air cooler LT) 66 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h

Nozzle cooling water 1.0 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 99 (450)


2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 8L 9L 10L


2.16 Planning data for emission standard: IMO Tier II
Electric propulsion

Pumps

a) Attached

HT CW service pump m3/h 42 56 63 70

LT CW service pump 66 88 99 110

Lube oil service pump for application with constant 120 141 162 162
speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 130 140 150

Nozzle CW pump 1.0 1.4 1.6 1.8

Prelubrication pump5) 26 31 34 36

MGO/MDO supply pump 2.4 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.8 2.0

HFO circulating pump 2.4 3.2 3.6 4.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 45: Nominal values for cooler specification MAN L32/44CR IMO Tier II Electric propulsion

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2 Engine and operation

2.16.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
2017-05-02 - 4.7

below, will be transfered project specific.


Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

100 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Note:

2.16 Planning data for emission standard: IMO Tier II


Electric propulsion
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 46: Reference conditions: Tropics

No. of cylinders, configuration 12V 16V 18V 20V


Engine output kW 7,200 9,600 10,800 12,000

Speed rpm 720/750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 2,322 3,045 3,461 3,763
Charge air cooler (LT stage) 1,092 1,500 1,660 1,912

Lube oil cooler2) 908 1,211 1,362 1,514

Jacket cooling 681 908 1,021 1,136

Nozzle cooling 28 38 43 47

Heat radiation (engine) 224 299 336 374

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140

LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220

Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h

Nozzle cooling water 2.0 2.8 3.2 3.6

LT cooling water turbocharger compressor wheel 2.8

Pumps
2 Engine and operation

a) Attached

HT CW service pump m3/h 84 112 126 140

LT CW service pump 132 176 198 220

Lube oil service pump for application with constant 191 226 240 282
2017-05-02 - 4.7

speed

b) Free-standing4)

HT CW stand-by pump m3/h 84 112 126 140

LT CW stand-by pump Depending on plant design

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 101 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 12V 16V 18V 20V


2.16 Planning data for emission standard: IMO Tier II
Electric propulsion

Lube oil stand-by pump 158 198 218 238

Nozzle CW pump 2.0 2.8 3.2 3.6

Prelubrication pump 5)
37 46 50 54

MGO/MDO supply pump 4.8 6.4 7.2 8.0

HFO supply pump 2.4 3.2 3.6 4.0

HFO circulating pump 4.8 6.4 7.2 8.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 47: Nominal values for cooler specification MAN V32/44CR IMO Tier II Electric propulsion

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.16.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Electric propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
2 Engine and operation

Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
2017-05-02 - 4.7

Table 48: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L

Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 720/750

102 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 8L 9L 10L

2.16 Planning data for emission standard: IMO Tier II


Electric propulsion
Temperature basis

HT cooling water engine outlet1) C 90

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

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air C 60 60 60 60


cooler outlet

Air flow rate3) m3/h 20,680 27,573 31,020 34,467

t/h 22.6 30.2 33.9 37.7

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 36,003 48,004 54,005 60,005
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 41,697 55,610 62,545 69,510


outlet)5)

Mass flow t/h 23.3 31.1 35.0 38.9

Temperature at turbine outlet C 349

Heat content (190 C) kW 1,113 1,486 1,670 1,857

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 49: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Electric
propulsion
2 Engine and operation

2.16.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Electric propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
2017-05-02 - 4.7

below, will be transfered project specific.


Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 103 (450)
2 MAN Diesel & Turbo

Reference conditions: Tropics


2.16 Planning data for emission standard: IMO Tier II
Electric propulsion

Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 50: Reference conditions: Tropics

No. of cylinders, configuration 12V 16V 18V 20V


Engine output kW 7,200 9,600 10,800 12,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet1) C 90

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


inlet

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge C 60 60 60 60


air cooler outlet

Air flow rate3) m3/h 41,360 55,147 62,040 68,933

t/h 45.3 60.4 67.9 75.4

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m /h


3
72,006 96,008 108,009 120,010
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbo- m3/h 83,392 111,211 125,091 139,028


charger outlet)5)

Mass flow t/h 46.7 62.2 70.0 77.8

Temperature at turbine outlet C 349

Heat content (190 C) kW 2,226 2,971 3,340 3,715


2 Engine and operation

Permissible exhaust gas back pres- mbar 50


sure after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
2017-05-02 - 4.7

3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 51: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Electric
propulsion

104 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.16 Planning data for emission standard: IMO Tier II


Electric propulsion
2.16.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: ISO
Air temperature C 25

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

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 52: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage)2) 989 850 918 718
Charge air cooler (LT stage)2) 436 410 450 483

Lube oil cooler3) 368 412 453 609

Jacket cooling 292 307 328 420

Nozzle cooling 14 14 14 14

Heat radiation (engine) 144 154 164 203

Air data

Temperature of charge air: C


After compressor 248 218 215 167
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.65 6.89 7.64 9.22


2 Engine and operation

Charge air pressure (absolute) bar 5.30 4.58 4.48 3.22

Exhaust gas data4)

Mass flow kg/kWh 6.84 7.08 7.83 9.43


2017-05-02 - 4.7

Temperature at turbine outlet C 312 295 295 278

Heat content (190 C) kJ/kWh 895 797 878 883

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 105 (450)
2 MAN Diesel & Turbo

Engine output % 100 85 75 50


2.16 Planning data for emission standard: IMO Tier II
Electric propulsion

Speed rpm 720/750


Tolerances refer to 100 % load
1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 53: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Electric propulsion

2.16.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 54: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,161 1,025 1,112 942
Charge air cooler (LT stage)2) 546 447 478 298

Lube oil cooler3) 454 509 559 751


2 Engine and operation

Jacket cooling 340 358 383 491

Nozzle cooling 14 14 14 14

Heat radiation (engine) 112 120 127 158


2017-05-02 - 4.7

Air data

Temperature of charge air: C


After compressor 281 249 245 195
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.29 6.51 7.22 8.71

106 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Engine output % 100 85 75 50

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
Speed rpm 720/750
Charge air pressure (absolute) bar 5.25 4.53 4.43 3.19

Exhaust gas data4)

Mass flow kg/kWh 6.48 6.70 7.42 8.92

Temperature at turbine outlet C 349 331 331 313

Heat content (190 C) kJ/kWh 1,113 1,019 1,124 1,174

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 55: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Electric propulsion

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

2.17.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
2 Engine and operation

Reference conditions: Tropics


Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000


2017-05-02 - 4.7

Relative humidity % 60
Table 56: Reference conditions: Tropics

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 107 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 8L 9L 10L


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

Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 1,127 1,483 1,697 1,842
Charge air cooler (LT stage) 588 797 875 1,009

Lube oil cooler2) 455 607 682 759

Jacket cooling 341 455 511 569

Nozzle cooling 14 19 21 21

Heat radiation (engine) 112 150 168 187

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 56 63 70

LT circuit (lube oil cooler + charge air cooler LT) 66 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h

Nozzle cooling water 1.0 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

Pumps

a) Attached

HT CW service pump m3/h 42 56 63 70

LT CW service pump 66 88 99 110

Lube oil service pump for application with variable 141 162 191 191
speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 130 140 150

Nozzle CW pump 1.0 1.4 1.6 1.8


2 Engine and operation

Prelubrication pump 5)
26 31 34 36

MGO/MDO supply pump 2.4 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.8 2.0


2017-05-02 - 4.7

108 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 8L 9L 10L

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
HFO circulating pump 2.4 3.2 3.6 4.0
1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 57: Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical propulsion
with CPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.17.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45
2 Engine and operation

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 58: Reference conditions: Tropics
2017-05-02 - 4.7

No. of cylinders, configuration 12V 16V 18V 20V


Engine output kW 7,200 9,600 10,800 12,000

Speed rpm 750

Heat to be dissipated1)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 109 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 12V 16V 18V 20V


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

Charge air: kW
Charge air cooler (HT stage) 1,127 1,483 1,697 1,842
Charge air cooler (LT stage) 588 797 875 1,009

Lube oil cooler2) 455 607 682 759

Jacket cooling 341 455 511 569

Nozzle cooling 28 37 42 21

Heat radiation (engine) 112 150 168 187

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140

LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220

Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h

Nozzle cooling water 2.0 2.8 3.2 3.6

LT cooling water turbocharger compressor wheel 2.8

Pumps

a) Attached

HT CW service pump m3/h 84 112 126 140

LT CW service pump 132 176 198 220

Lube oil service pump for application with variable 226 240 282 282
speed

b) Free-standing4)

HT CW stand-by pump m3/h 84 112 126 140

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 198 218 238

Nozzle CW pump 2.0 2.8 3.2 3.6

Prelubrication pump5) 37 46 50 54

MGO/MDO supply pump 4.8 6.4 7.2 8.0

HFO supply pump 2.4 3.2 3.6 4.0


2 Engine and operation

HFO circulating pump 4.8 6.4 7.2 8.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
2017-05-02 - 4.7

4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 59: Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical propulsion
with CPP

110 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Note:

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.17.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 60: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L

Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

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

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60


2 Engine and operation

Air data

Temperature of charge air at charge air C 60 60 60 60


cooler outlet
2017-05-02 - 4.7

Air flow rate3) m3/h 20,709 27,612 31,063 34,515

Air flow rate3) t/h 22.7 30.2 34.0 37.8

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 36,050 48,066 54,074 60,083
(engine) (t2 t1 = 10 C)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 111 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 8L 9L 10L


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

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 41,786 55,729 62,678 69,661


outlet)5)

Mass flow t/h 23.4 31.1 35.0 38.9

Temperature at turbine outlet C 350

Heat content (190 C) kW 1,118 1,492 1,677 1,865

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 61: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Mechanical
propulsion with CPP

2.17.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
2 Engine and operation

Table 62: Reference conditions: Tropics

No. of cylinders, configuration 12V 16V 18V 20V

Engine output kW 7,200 9,600 10,800 12,000


2017-05-02 - 4.7

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

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


inlet

112 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 12V 16V 18V 20V

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge C 60 60 60 60


air cooler outlet

Air flow rate3) m3/h 41,418 55,224 62,127 69,030

t/h 45.3 60.4 68.0 75.5

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 72,099 96,132 108,355 120,165
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbo- m3/h 83,569 111,449 125,355 139,326


charger outlet)5)

Mass flow t/h 46.7 62.3 70.1 77.9

Temperature at turbine outlet C 350

Heat content (190 C) kW 2,236 2,984 3,354 3,731

Permissible exhaust gas back pres- mbar 50


sure after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 63: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Mechanical
propulsion with CPP

2.17.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed
Note:
2 Engine and operation

7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7

600 kW/cyl., 750 rpm MAN L/V32/44CR IMO Tier II Constant speed
Reference conditions: ISO
Air temperature C 25

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

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 113 (450)
2 MAN Diesel & Turbo

Reference conditions: ISO


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

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 64: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
993 853 919 724
Charge air cooler (LT stage)2) 438 411 450 486

Lube oil cooler3) 368 413 453 609

Jacket cooling 292 307 328 421

Nozzle cooling 14 14 14 15

Heat radiation (engine) 144 154 164 203

Air data

Temperature of charge air: C


After compressor 249 219 215 168
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.66 6.90 7.64 9.26

Charge air pressure (absolute) bar 5.31 4.59 4.48 3.24

Exhaust gas data 4)

Mass flow kg/kWh 6.85 7.09 7.84 9.46

Temperature at turbine outlet C 312 295 295 278

Heat content (190 C) kJ/kWh 899 798 878 886

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
2 Engine and operation

4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 65: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical propulsion
with CPP, constant speed
2017-05-02 - 4.7

2.17.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with CPP, constant speed
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.

114 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Note:

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Constant speed
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 66: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 750
Heat to be dissipated 1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,166 1,028 1,113 950
Charge air cooler (LT stage)2) 548 449 479 300

Lube oil cooler3) 455 509 560 752

Jacket cooling 341 359 383 491

Nozzle cooling 14 14 14 15

Heat radiation (engine) 112 120 127 158

Air data

Temperature of charge air: C


After compressor 282 249 245 195
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.30 6.52 7.22 8.75

Charge air pressure (absolute) bar 5.25 4.54 4.43 3.20

Exhaust gas data4)

Mass flow kg/kWh 6.49 6.71 7.42 8.95

Temperature at turbine outlet C 350 332 331 313

Heat content (190 C) kJ/kWh 1,118 1,022 1,124 1,179


2 Engine and operation

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2017-05-02 - 4.7

2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 67: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 115 (450)
2 MAN Diesel & Turbo
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP

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

2.18.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 68: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L 8L 9L 10L


Engine output kW 3,060 3,570 4,080 4,590 5,100

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 883 1,041 1,146 1,308 1,404
Charge air cooler (LT stage) 490 588 666 765 845

Lube oil cooler2) 423 493 566 635 707

Jacket cooling 427 496 571 639 712

Nozzle cooling 12 14 16 18 20

Heat radiation (engine) 100 117 134 150 167


2 Engine and operation

Flow rates 3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 49 56 63 70

LT circuit (lube oil cooler + charge air cooler LT) 66 77 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 114.5 124 133.5 143
2017-05-02 - 4.7

amount of attached lube oil automatic filter of


13 m3/h

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

Pumps

116 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 7L 8L 9L 10L

2.18 Planning data for emission standard: IMO Tier II


Mechanical propulsion with FPP
a) Attached

HT CW service pump m3/h 42 49 56 63 70

LT CW service pump 66 77 88 99 110

Lube oil service pump for application with variable 162 162 191 191 226
speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 49 56 63 70

HT CW service support pump 28 32 37 41 46

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Lube oil service support pump 49 57 57 67 67

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

Prelubrication pump5) 26 29 31 34 36

MGO/MDO supply pump 2.0 2.4 2.7 3.1 3.4

HFO supply pump 1.0 1.2 1.4 1.5 1.7

HFO circulating pump 2.0 2.4 2.7 3.1 3.4


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 69: Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical propulsion
with FPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
2 Engine and operation

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


303.

2.18.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with FPP
2017-05-02 - 4.7

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 117 (450)
2 MAN Diesel & Turbo

Note:
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP

Operating pressure data without further specification are given below/above


atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 70: Reference conditions: Tropics

No. of cylinders, config. 12V 14V 16V 18V 20V


Engine output kW 6,120 7,140 8,160 9,180 10,200

Speed rpm 750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 1,839 2,155 2,377 2,693 2,895
Charge air cooler (LT stage) 913 1,103 1,246 1,445 1,595

Lube oil cooler2) 847 985 1,131 1,269 1,413

Jacket cooling 853 992 1,141 1,279 1,413

Nozzle cooling 24 28 32 36 40

Heat radiation (engine) 201 234 267 301 334

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 98 112 126 140

LT circuit (lube oil cooler + charge air cooler LT) 132 154 176 198 220

Lube oil (4 bar before engine) including flushing oil 150 169 188 207 226
amount of attached lube oil automatic filter of
15 m3/h

Nozzle cooling water 2.0 2.4 2.8 3.2 3.6

LT cooling water turbocharger compressor wheel 2.8

Pumps
2 Engine and operation

a) Attached

HT CW service pump m3/h 84 98 112 126 140

LT CW service pump 132 154 176 198 220

Lube oil service pump for application with variable 226 240 282 324 324
2017-05-02 - 4.7

speed

b) Free-standing4)

HT CW stand-by pump m3/h 84 98 112 126 140

HT CW service support pump 55 64 73 82 91

118 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, config. 12V 14V 16V 18V 20V

2.18 Planning data for emission standard: IMO Tier II


Mechanical propulsion with FPP
LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 178 198 218 238

Lube oil service support pump 79 79 84 99 99

Nozzle CW pump 2.0 2.4 2.8 3.2 3.6

Prelubrication pump 5)
37 41 46 50 54

MGO/MDO supply pump 4.1 4.8 5.4 6.1 6.8

HFO supply pump 2.0 2.4 2.7 3.1 3.4

HFO circulating pump 4.1 4.8 5.4 6.1 6.8


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 71: Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical propulsion
with FPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.18.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
2 Engine and operation

Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000


2017-05-02 - 4.7

Relative humidity % 60
Table 72: Reference conditions: Tropics

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 119 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 7L 8L 9L 10L


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

Engine output kW 3,060 3,570 4,080 4,590 5,100

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

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

Lube oil engine inlet C 65

Nozzle cooling water inlet 60

Air data

Temperature of charge air at charge air C 62 61 63 62 63


cooler outlet

Air flow rate3) m3/h 19,138 22,328 25,518 28,708 31,897

t/h 20.9 24.4 27.9 31.4 34.9

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m /h


3
32,212 37,580 42,949 48,317 53,686
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 38,482 44,849 51,344 57,702 64,084
outlet)5)

Mass flow t/h 21.6 25.2 28.7 32.3 35.9

Temperature at turbine outlet C 348

Heat content (190 C) kW 1,022 1,187 1,366 1,531 1,697

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
5)
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned above
reference conditions.
2 Engine and operation

Table 73: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP

2.18.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with FPP
2017-05-02 - 4.7

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP

120 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Reference conditions: Tropics

2.18 Planning data for emission standard: IMO Tier II


Mechanical propulsion with FPP
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 74: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 18V 20V

Engine output kW 6,120 7,140 8,160 9,180 10,200

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

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


inlet

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge C 62 61 63 62 63


air cooler outlet

Air flow rate3) m3/h 38,277 44,656 51,036 57,415 63,795

t/h 41.9 48.9 55.9 62.8 69.8

Charge air pressure (absolute) bar 4.67

Air required to dissipate heat radiation m3/h 64,423 75,160 85,897 96,635 107,372
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbo- m3/h 76,951 89,693 102,681 115,411 128,174
charger outlet)5)

Mass flow t/h 43.1 50.3 57.5 64.7 71.9

Temperature at turbine outlet C 348

Heat content (190 C) kW 2,042 2,374 2,731 3,062 3,395


2 Engine and operation

Permissible exhaust gas back pres- mbar 50


sure after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
2017-05-02 - 4.7

3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 75: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Mechanical
propulsion with FPP

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 121 (450)
2 MAN Diesel & Turbo
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP

2.18.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: ISO
Air temperature C 25

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

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 76: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 750 710 683 600
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage)2) 918 839 879 774
Charge air cooler (LT stage)2) 527 500 526 583

Lube oil cooler3) 401 431 468 631

Jacket cooling 426 430 455 532

Nozzle cooling 14 14 14 15

Heat radiation (engine) 152 156 161 190

Air data

Temperature of charge air: C


After compressor 234 212 207 168
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 7.25 7.58 8.20 10.34

Charge air pressure (absolute) bar 4.70 4.19 4.11 3.14

Exhaust gas data 4)


2 Engine and operation

Mass flow kg/kWh 7.44 7.77 8.40 10.55

Temperature at turbine outlet C 304 262 261 234

Heat content (190 C) kJ/kWh 908 593 632 489

Permissible exhaust gas back pressure after turbo- mbar 50 -


2017-05-02 - 4.7

charger (maximum)

122 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Engine output % 100 85 75 50

2.18 Planning data for emission standard: IMO Tier II


Mechanical propulsion with FPP
Speed rpm 750 710 683 600
Tolerances refer to 100 % load
1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 77: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical propulsion
with FPP

2.18.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 78: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 750 710 683 600
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,087 1,011 1,065 1,001
Charge air cooler (LT stage)2) 556 501 511 384

Lube oil cooler3) 497 532 578 779

Jacket cooling 500 503 531 621


2 Engine and operation

Nozzle cooling 14 14 14 15

Heat radiation (engine) 118 122 125 148

Air data

Temperature of charge air: C


2017-05-02 - 4.7

After compressor 265 241 236 195


At charge air cooler outlet 61 60 60 60

Air flow rate kg/kWh 6.84 7.16 7.75 9.77

Charge air pressure (absolute) bar 4.67 4.16 4.08 3.11

Exhaust gas data4)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 123 (450)
2 MAN Diesel & Turbo

Engine output % 100 85 75 50


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

Speed rpm 750 710 683 600


Mass flow kg/kWh 7.05 7.36 7.95 9.98

Temperature at turbine outlet C 347 300 299 271

Heat content (190 C) kJ/kWh 1,188 868 929 852

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 79: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with FPP

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

2.19.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

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


Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38


2 Engine and operation

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 80: Reference conditions: Tropics
2017-05-02 - 4.7

No. of cylinders, configuration 6L 7L 8L 9L 10L

Engine output kW 3,060 3,570 4,080 4,590 5,100

Speed rpm 750

Heat to be dissipated1)

124 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 7L 8L 9L 10L

2.19 Planning data for emission standard: IMO Tier II


Suction dredger/pumps (mechanical drive)
Charge air: kW
Charge air cooler (HT stage) 898 1,062 1,169 1,340 1,442
Charge air cooler (LT stage) 496 567 671 756 850

Lube oil cooler2) 421 491 561 631 701

Jacket cooling 423 493 563 634 705

Nozzle cooling 12 14 16 18 20

Heat radiation (engine) 100 117 133 150 167

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 49 56 63 70

LT circuit (lube oil cooler + charge air cooler LT) 66 77 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 114.5 124 133.5 143
amount of attached lube oil automatic filter of
13 m/h

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

Pumps

a) Attached

HT CW service pump m3/h 42 49 56 63 70

LT CW service pump 66 77 88 99 110

Lube oil service pump for application with variable 162 191 226
speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 49 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

Prelubrication pump5) 26 29 31 34 36

MGO/MDO supply pump 2.0 2.4 2.7 3.1 3.4

HFO supply pump 1.0 1.2 1.4 1.5 1.7


2 Engine and operation

HFO circulating pump 2.0 2.4 2.7 3.1 3.4


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
2017-05-02 - 4.7

3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 81: Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction dredger/pumps
(mechanical drive)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 125 (450)
2 MAN Diesel & Turbo

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

You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.19.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 82: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 18V

Engine output kW 6,120 7,140 8,160 9,180

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 1,866 2,195 2,427 2,754
Charge air cooler (LT stage) 927 1,062 1,262 1,435
2 Engine and operation

Lube oil cooler2) 841 981 1,123 1,262

Jacket cooling 845 986 1,129 1,267

Nozzle cooling 24 28 33 37

Heat radiation (engine) 201 234 267 301


2017-05-02 - 4.7

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 98 112 126

LT circuit (lube oil cooler + charge air cooler LT) 132 154 176 198

Lube oil (4 bar before engine) including flushing oil amount of 150 169 188 207
attached lube oil automatic filter of 15 m/h

126 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 12V 14V 16V 18V

2.19 Planning data for emission standard: IMO Tier II


Suction dredger/pumps (mechanical drive)
Nozzle cooling water 2.0 2.4 2.8 3.2

LT cooling water turbocharger compressor wheel 2.8

Pumps

a) Attached

HT CW service pump m3/h 84 98 112 126

LT CW service pump 132 154 176 198

Lube oil service pump 226 240 282 324

b) Free-standing4)

HT CW stand-by pump m3/h 84 98 112 126

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 178 198 218

Nozzle CW pump 2.0 2.4 2.8 3.2

Prelubrication pump 5)
37 41 46 50

MGO/MDO supply pump 4.1 4.8 5.4 6.1

HFO supply pump 2.0 2.4 2.7 3.1

HFO circulating pump 4.1 4.8 5.4 6.1


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 83: Nominal values for cooler specification MAN V32/44CR IMO Tier II Suction dredger/pumps
(mechanical drive)

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
2 Engine and operation

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


303.

2.19.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive)
2017-05-02 - 4.7

Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 127 (450)
2 MAN Diesel & Turbo

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

Operating pressure data without further specification are given below/above


atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 84: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L 8L 9L 10L

Engine output kW 3,060 3,570 4,080 4,590 5,100

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

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

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air C 60 60 61 60 61


cooler outlet

Air flow rate3) m3/h 19,465 22,709 25,953 29,197 32,441

t/h 21.3 24.9 28.4 32.0 35.5

Charge air pressure (absolute) bar 4.49

Air required to dissipate heat radiation m /h


3
32,212 37,580 42,949 48,317 53,686
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 38,747 45,197 51,592 58,111 64,503
outlet)5)

Mass flow t/h 21.9 25.6 29.2 32.9 36.5


2 Engine and operation

Temperature at turbine outlet C 342

Heat content (190 C) kW 999 1,165 1,325 1,498 1,657


2017-05-02 - 4.7

128 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 7L 8L 9L 10L

2.19 Planning data for emission standard: IMO Tier II


Suction dredger/pumps (mechanical drive)
Permissible exhaust gas back pressure mbar 50
after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
5)
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned above
reference conditions.
Table 85: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)

2.19.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 86: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 18V

Engine output kW 6,120 7,140 8,160 9,180

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

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


2 Engine and operation

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler C 57 60 61 60


2017-05-02 - 4.7

outlet

Air flow rate3) m3/h 38,929 45,417 51,905 58,394

Air flow rate3) t/h 42.6 49.7 56.8 63.9

Charge air pressure (absolute) bar 4.49

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 129 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 12V 14V 16V 18V


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

Air required to dissipate heat radiation (engine) m3/h 64,423 75,160 85,897 96,635
(t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 77,483 90,393 103,372 116,225

Mass flow t/h 43.8 51.1 58.4 65.7

Temperature at turbine outlet C 342

Heat content (190 C) kW 1,997 2,330 2,669 2,996

Permissible exhaust gas back pressure after tur- mbar 50


bocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 87: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)

2.19.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: ISO
Air temperature C 25

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

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 88: Reference conditions: ISO
2 Engine and operation

Engine output % 100 85 75 50


Speed rpm 750
Heat to be dissipated1)
2017-05-02 - 4.7

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
934 872 907 694
Charge air cooler (LT stage)2) 492 494 529 519

Lube oil cooler3) 401 431 468 631

Jacket cooling 426 431 456 536

130 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Engine output % 100 85 75 50

2.19 Planning data for emission standard: IMO Tier II


Suction dredger/pumps (mechanical drive)
Speed rpm 750
Nozzle cooling 14 14 14 15

Heat radiation (engine) 152 157 161 191

Air data

Temperature of charge air: C


After compressor 229 207 201 161
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 7.37 7.95 8.72 9.85

Charge air pressure (absolute) bar 4.53 4.15 3.99 3.06

Exhaust gas data4)

Mass flow kg/kWh 7.56 8.15 8.92 10.06

Temperature at turbine outlet C 300 267 263 269

Heat content (190 C) kJ/kWh 889 667 692 844

Permissible exhaust gas back pressure after turbo- mbar 50


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 89: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Suction dredger/pumps
(mechanical drive)

2.19.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
2 Engine and operation

Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000


2017-05-02 - 4.7

Relative humidity % 60
Table 90: Reference conditions: Tropics

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 131 (450)
2 MAN Diesel & Turbo

Engine output % 100 85 75 50


2.20 Operating/service temperatures and pressures

Speed rpm 750


Heat to be dissipated 1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,106 1,055 1,106 916
Charge air cooler (LT stage)2) 536 482 488 323

Lube oil cooler3) 495 532 578 779

Jacket cooling 497 503 532 626

Nozzle cooling 14 14 14 14

Heat radiation (engine) 118 122 126 148

Air data

Temperature of charge air: C


After compressor 258 236 229 186
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.96 7.52 8.24 9.30

Charge air pressure (absolute) bar 4.49 4.12 3.96 3.04

Exhaust gas data4)

Mass flow kg/kWh 7.16 7.72 8.44 9.52

Temperature at turbine outlet C 342 306 302 308

Heat content (190 C) kJ/kWh 1,175 958 1,007 1,200

Permissible exhaust gas back pressure after turbo- mbar 50


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 91: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Suction dredger/
pumps (mechanical drive)
2 Engine and operation

2.20 Operating/service temperatures and pressures

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7

132 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Intake air (conditions before compressor of turbocharger)

2.20 Operating/service temperatures and pressures


Min. Max.

Intake air temperature compressor inlet 5 C1) 45 C2)

Intake air pressure compressor inlet 20 mbar -

Conditions below this temperature are defined as "arctic conditions" see section Engine operation under arctic
1)

conditions, Page 60.


2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 92: Intake air (conditions before compressor of turbocharger)

Charge air (conditions within charge air pipe before cylinder)


Min. Max.

Charge air temperature cylinder inlet1) 34 C 58 C


1)
Aim for a higher value in conditions of high air humidity (to reduce condensate amount).
Table 93: Charge air (conditions within charge air pipe before cylinder)

HT cooling water Engine


Min. Max.

HT cooling water temperature engine outlet1) 90 C2) 95C3)

HT cooling water temperature engine inlet Preheated before start 60 C 90 C

HT cooling water pressure engine inlet4) 3 bar 4 bar

Pressure loss engine (total, for nominal flow rate) - 1.35 bar

Only for information:


+ Pressure loss engine (without charge air cooler) 0.3 bar 0.5 bar
+ Pressure loss HT piping engine 0.2 bar 0.45 bar
+ Pressure loss charge air cooler (HT stage) 0.2 bar 0.4 bar

Pressure rise attached HT cooling water pump (optional) 3.2 bar 3.8 bar
1)
SaCoSone measuring point is outlet cylinder cooling of the engine.
2)
Regulated temperature.
3)
Operation at alarm level.
2 Engine and operation

4)
SaCoSone measuring point is inlet cylinder cooling of the engine.

Table 94: HT cooling water Engine


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 133 (450)
2 MAN Diesel & Turbo

HT cooling water Plant


2.20 Operating/service temperatures and pressures

Min. Max.

Permitted allowed pressure loss of external HT system (plant) - 1.85 bar

Minimum required pressure rise of free-standing HT cooling water stand-by pump 3.2 bar -
(plant)

Cooling water expansion tank


+ Pre-pressure due to expansion tank at suction side of cooling water pump 0.6 bar 0.9 bar
+ Pressure loss from expansion tank to suction side of cooling water pump - 0.1 bar
Table 95: HT cooling water Plant

LT cooling water Engine


Min. Max.

LT cooling water temperature charge air cooler inlet (LT stage) 32 C1) 38 C2)

LT cooling water pressure charge air cooler inlet (LT stage) 2 bar 4 bar

Pressure loss charge air cooler (LT stage, for nominal flow rate) - 0.6 bar

Only for information:


+ Pressure loss LT piping engine 0.2 bar 0.3 bar
+ Pressure loss charge air cooler (LT stage) 0.1 bar 0.3 bar

Pressure rise attached LT cooling water pump (optional) 3.0 bar 4.0 bar
1)
Regulated temperature.
2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 96: LT cooling water Engine

LT cooling water Plant


Min. Max.

Permitted pressure loss of external LT system (plant) - 2.4 bar

Minimum required pressure rise of free-standing LT cooling water stand-by pump 3.0 bar -
(plant)

Cooling water expansion tank


+ Pre-pressure due to expansion tank at suction side of cooling water pump 0.6 bar 0.9 bar
+ Pressure loss from expansion tank to suction side of cooling water pump - 0.1 bar
2 Engine and operation

Table 97: LT cooling water Plant


2017-05-02 - 4.7

134 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Nozzle cooling water

2.20 Operating/service temperatures and pressures


Min. Max.

Nozzle cooling water temperature engine inlet 55 C 70 C1)

Nozzle cooling water pressure engine inlet


+ Open system 2 bar 3 bar
+ Closed system 3 bar 5 bar

Pressure loss engine (fuel nozzles, for nominal flow rate) - 1.5 bar
1)
Operation at alarm level.
Table 98: Nozzle cooling water

Lube oil
Min. Max.

Lube oil temperature engine inlet 65 C1) 70 C2)

Lube oil temperature engine inlet Preheated before start 40 C 65 C3)

Lube oil pressure (during engine operation)


Engine inlet 4 bar 5 bar
Turbocharger inlet 1.3 bar 2.2 bar

Prelubrication/postlubrication (duration 10 min) lube oil pressure


Engine inlet 0.3 bar4) 5 bar
Turbocharger inlet 0.2 bar 2.2 bar

Prelubrication/postlubrication (duration > 10 min) lube oil pressure


Engine inlet 0.3 bar 4) 0.6 bar
Turbocharger inlet 0.2 bar 0.6 bar

Lube oil pump (free-standing, attached)


Design pressure 7 bar -
Opening pressure safety valve - 8 bar
1)
Regulated temperature.
2)
Operation at alarm level.
3)
If a higher temperature of the lube oil will be reached in the system (e.g. due to separator operation), it is important
2 Engine and operation

at an engine start to reduce it as quickly as possible below alarm level to avoid a start failure.
4)
Note: Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 C.
Table 99: Lube oil
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 135 (450)
2 MAN Diesel & Turbo

Fuel
2.20 Operating/service temperatures and pressures

Min. Max.

Fuel temperature engine inlet


MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2012 10 C1) 45 C2)
HFO according ISO 8217-2012 - 150 C2)

Fuel viscosity engine inlet


MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2012 1.9 cSt 14.0 cSt
HFO according ISO 8217-2012, recommended viscosity 12.0 cSt 14.0 cSt

Fuel pressure engine inlet (before high pressure pumps) 11.0 bar 12.0 bar

Fuel pressure engine inlet (before high pressure pumps) in case of black out 3 bar -
(only engine start idling)

Differential pressure (engine inlet/engine outlet) 5 bar -

Maximum pressure variation at engine inlet - 1.5 bar

HFO supply system


+ Minimum required pressure rise of free-standing HFO supply pump (plant) 8.0 bar -
+ Minimum required pressure rise of free-standing HFO circulating pump 10.0 bar -
(booster pumps, plant)
+ Minimum required absolute design pressure free-standing HFO circulating 14.0 bar -
pump (booster pumps, plant)

MDO/MGO supply system


+ Minimum required pressure rise of free-standing MDO/MGO supply pump 14.0 bar -
(plant)

Fuel temperature within HFO day tank (preheating) 75 C 90 C3)


1)
Maximum viscosity not to be exceeded. Pour point and Cold filter plugging point have to be observed.
2)
Not allowed to fall below minimum viscosity.
3)
If flash point is below 100 C, than the limit is: 10 degree distance to the flash point.
Table 100: Fuel

Setting

Safety valve/pressure limiting valve in CR system 1,850 bar + 100 bar

Shut-off valve (opening pressure) 100 bar 3 bar


2 Engine and operation

Table 101: Fuel injection valve

Compressed air in the starting air system


Min. Max.
2017-05-02 - 4.7

Starting air pressure within vessel/pressure regulating valve inlet 10.0 bar 30.0 bar

Starting air pressure, pressure regulating valve outlet 6.5 bar 9.5 bar
(adjustable, 8.0 bar 1.5 bar), air starter inlet
Table 102: Compressed air in the starting air system

136 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Compressed air in the control air system

2.20 Operating/service temperatures and pressures


Min. Max.

Control air pressure engine inlet 5.5 bar 8.0 bar


Table 103: Compressed air in the control air system

Crankcase pressure (engine)


Min. Max.

Pressure within crankcase 2.5 mbar 3.0 mbar


Table 104: Crankcase pressure (engine)

Setting

Safety valve attached to the crankcase (opening pressure) 50 70 mbar


Table 105: Safety valve

Exhaust gas
Min. Max.

Exhaust gas temperature turbine outlet (normal operation under tropic conditions) - 344 C

Exhaust gas temperature turbine outlet (with SCR within regeneration mode) 360 C 400 C

Exhaust gas temperature turbine outlet (emergency operation According classifi- - 574 C
cation rules One failure of TC)

Recommended design exhaust gas temperature turbine outlet for layout of 450 C1) -
exhaust gas line (plant)

Exhaust gas back pressure after turbocharger (static) - 50 mbar2)


1)
Project specific evaluation required, figure given as minimum value for guidance only.
2)
If this value is exceeded by the total exhaust gas back pressure of the designed exhaust gas line, sections Derat-
ing, definition of P Operating, Page 36 and Increased exhaust gas pressure due to exhaust gas after treatment instal-
lations, Page 39 need to be considered.
Table 106: Exhaust gas
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 137 (450)
2 MAN Diesel & Turbo
2.21 Filling volumes

2.21 Filling volumes

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

Cooling water and oil volume Turbocharger at counter coupling side1)

No. of cylinders 6 7 8 9 10 12 14 16 18 20

HT cooling water2) litre 234 269 303 337 371 469 539 606 675 742
approximately

LT cooling water3) 71 76 76 78 78 142 152 152 156 156


approximately

Lube oil dry oil sump4)

Cooling water and oil volume Turbocharger at coupling side1)

HT cooling water2) litre 273 312 349 388 425 546 624 698 776 851
approximately

LT cooling water3) 52 57 57 59 59 104 114 114 118 118


approximately

Lube oil dry oil sump4)


1)
Be aware: This is just the amount inside the engine. By this amount the level in the service or expansion tank will be
lowered when media systems are put in operation.
2)
HT-water volume engine: HT-part of charge air cooler, cylinder unit, piping.
3)
LT-water volume engine: LT-part of charge air cooler, piping.
4)
Due to the dry oil sump after engine stop the total amount will flow into the lube oil service tank.
Table 107: Cooling water and oil volume of engine

Service tanks Installation height1) Minimum effective capacity


m m3
No. of cylinders 6 7 8 9 10 12 14 16 18 20

Cooling water expansion 69 0.5 0.7


tank
2 Engine and operation

Required diameter for - DN50 2)


expansion pipeline

Lube oil in lube oil service - 3.6 4.2 4.8 5.4 6.0 7.2 8.4 9.6 10.8 12.0
tank3)
1)
Installation height refers to tank bottom and crankshaft centre line.
2017-05-02 - 4.7

2)
Cross-secional area should correspond to that of the venting pipes.
3)
The minimum quantity of lube oil for the engine in the lube oil service tank is 1.0 litre/kW.
Table 108: Service tanks capacities

138 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.22 Internal media systems Exemplary


2.22 Internal media systems Exemplary

Internal fuel system Exemplary

2 Engine and operation


2017-05-02 - 4.7

Figure 38: Internal fuel system Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 139 (450)
2 MAN Diesel & Turbo

Internal cooling water system Exemplary


2.22 Internal media systems Exemplary

Figure 39: Internal cooling water system Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
2 Engine and operation

Project-specific drawings thereof dont exist.


2017-05-02 - 4.7

140 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Internal lube oil system Exemplary

2.22 Internal media systems Exemplary


2 Engine and operation

Figure 40: Internal lube oil system Exemplary

Note:
2017-05-02 - 4.7

The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 141 (450)
2 MAN Diesel & Turbo

Internal starting air system Exemplary


2.22 Internal media systems Exemplary
2 Engine and operation

2017-05-02 - 4.7

Figure 41: Internal starting air system Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.

142 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.23 Venting amount of crankcase and turbocharger


2.23 Venting amount of crankcase and turbocharger
A ventilation of the engine crankcase and the turbochargers is required, as
described in section Crankcase vent and tank vent, Page 298.
For the layout of the ventilation system guidance is provided below:
Due to normal blow-by of the piston ring package small amounts of combus-
tion chamber gases get into the crankcase and carry along oil dust.
The amount of crankcase vent gases is approximately 0.1 % of the
engines air flow rate.
The temperature of the crankcase vent gases is approximately 5 K higher
than the oil temperature at the engines oil inlet.
The density of crankcase vent gases is 1.0 kg/m (assumption for calcu-
lation).
In addition, the sealing air of the turbocharger needs to be vented.
The amount of turbocharger sealing air is approximately 0.2 % of the
engines air flow rate.
The temperature of turbocharger sealing air is approximately 5 K higher
than the oil temperature at the engines oil inlet.
The density of turbocharger sealing air is 1.0 kg/m (assumption for cal-
culation).

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 143 (450)
2 MAN Diesel & Turbo
2.24 Exhaust gas emission

2.24 Exhaust gas emission

2.24.1 Maximum permissible NOx emission limit value IMO Tier II

IMO Tier II: Engine in standard version1


Rated speed 720 rpm 750 rpm
NOx 1) 2) 3)

IMO Tier II cycle D2/E2/E3 9.68 g/kWh4) 9.59g/kWh4)

Note:
The engines certification for compliance with the NOx limits will be carried out during factory acceptance test as a
single or a group certification.
1)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO).
2)
Calculated as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-electric drive and all controllable
pitch propeller installations.
E3: Test cycle for "propeller-law-operated main and propeller-law-operated auxiliary engine application.
3)
Based on a LT charge air cooling water temperature of max. 32 C at 25 C sea water temperature.
4)
Maximum permissible NOx emissions for marine diesel engines according to IMO Tier II:
130 n 2,000 44 * n0.23 g/kWh (n = rated engine speed in rpm).
Table 109: Maximum permissible NOx emission limit value

1
Marine engines are guaranteed to meet the revised International Convention
for the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Reg-
ulations for the Prevention of Air Pollution from Ships), Regulation 13.4 (Tier
II)" as adopted by the International Maritime Organization (IMO).

2.24.2 Smoke emission index (FSN)


Smoke index FSN for engine loads 10 % load well below limit of visibility
(0.4 FSN).
Valid for normal engine operation.
2 Engine and operation

2.24.3 Exhaust gas components of medium speed four-stroke diesel engines


The exhaust gas of a medium speed four-stroke diesel engine is composed
of numerous constituents. These are derived from either the combustion air
and fuel oil and lube oil used, or they are reaction products, formed during
2017-05-02 - 4.7

the combustion process see table below. Only some of these are to be con-
sidered as harmful substances.
For a typical composition of the exhaust gas of an MAN Diesel & Turbo four-
stroke diesel engine without any exhaust gas treatment devices see table
below.

144 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Main exhaust gas constituents Approx. [% by volume] Approx. [g/kWh]

2.24 Exhaust gas emission


Nitrogen N2 74.0 76.0 5,020 5,160

Oxygen O2 11.6 13.2 900 1,030

Carbon dioxide CO2 5.2 5.8 560 620

Steam H2O 5.9 8.6 260 370

Inert gases Ar, Ne, He... 0.9 75

Total > 99.75 7,000

Additional gaseous exhaust gas con- Approx. [% by volume] Approx. [g/kWh]


stituents considered as pollutants

Sulphur oxides SOx1) 0.07 10.0

Nitrogen oxides NOx2) 0.07 0.15 8.0 16.0

Carbon monoxide CO3) 0.006 0.011 0.4 0.8

Hydrocarbons HC4) 0.1 0.04 0.4 1.2

Total < 0.25 26

Additionally suspended exhaust gas Approx. [mg/Nm ] 3


Approx. [g/kWh]
constituents, PM5)
Operating on Operating on

MGO 6)
HFO 7)
MGO 6)
HFO7)

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

Note:
At rated power and without exhaust gas treatment.
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25 A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.
2 Engine and operation

8)
Pure soot, without ash or any other particle-borne constituents.
Table 110: Exhaust gas constituents of the engine (before an exhaust gas aftertreatment installation) for
liquid fuel (for guidance only)

Carbon dioxide CO2


2017-05-02 - 4.7

Carbon dioxide (CO2) is a product of combustion of all fossil fuels.


Among all internal combustion engines the diesel engine has the lowest spe-
cific CO2 emission based on the same fuel quality, due to its superior effi-
ciency.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 145 (450)
2 MAN Diesel & Turbo

Sulphur oxides SOx


2.24 Exhaust gas emission

Sulphur oxides (SOx) are formed by the combustion of the sulphur contained
in the fuel.
Among all systems the diesel process results in the lowest specific SOx emis-
sion based on the same fuel quality, due to its superior efficiency.

Nitrogen oxides NOx (NO + NO2)


The high temperatures prevailing in the combustion chamber of an internal
combustion engine cause the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and oxygen (contained in the
combustion air) to nitrogen oxides (NOx).

Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete combustion.
In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixture
formation and turbocharging process successfully reduces the CO content of
the exhaust gas to a very low level.

Hydrocarbons HC
The hydrocarbons (HC) contained in the exhaust gas are composed of a
multitude of various organic compounds as a result of incomplete combus-
tion.
Due to the efficient combustion process, the HC content of exhaust gas of
MAN Diesel & Turbo four-stroke diesel engines is at a very low level.

Particulate matter PM
Particulate matter (PM) consists of soot (elemental carbon) and ash.
2 Engine and operation

2017-05-02 - 4.7

146 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.25 Noise
2.25 Noise

2.25.1 Airborne noise

L engine
Sound pressure level Lp
Measurements
Approximately 20 measuring points at 1 meter distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 107 dB(A) at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.

2 Engine and operation


2017-05-02 - 4.7

Figure 42: Airborne noise Sound pressure level Lp Octave level diagram L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 147 (450)
2 MAN Diesel & Turbo

V engine
2.25 Noise

Sound pressure level Lp


Measurements
Approximately 20 measuring points at 1 meter distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 108 dB(A) at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.
2 Engine and operation

Figure 43: Airborne noise Sound pressure level Lp Octave level diagram V engine
2017-05-02 - 4.7

148 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.25 Noise
2.25.2 Intake noise

L engine
Sound power level Lw
Measurements
The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 143 dB at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Charge air blow-off noise
Charge air blow-off noise is not considered in the measurements, see below.
These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.

2 Engine and operation


2017-05-02 - 4.7

Figure 44: Unsilenced intake noise Sound power level Lw Octave level diagram L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 149 (450)
2 MAN Diesel & Turbo

V engine
2.25 Noise

Sound power level Lw


Measurements
The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 146 dB at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Charge air blow-off noise
Charge air blow-off noise is not considered in the measurements, see below.
These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.
2 Engine and operation

Figure 45: Unsilenced intake noise Sound power level Lw Octave level diagram V engine
2017-05-02 - 4.7

150 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.25 Noise
2.25.3 Exhaust gas noise

L engine
Sound power level Lw
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Diesel & Turbo guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Diesel & Turbo, supplier of silencer and where necessary acoustic
consultant have to cooperate.
Waste gate blow-off noise
Waste gate blow-off noise is not considered in the measurements, see
below.

2 Engine and operation


2017-05-02 - 4.7

Figure 46: Unsilenced exhaust gas noise Sound power level Lw Octave level diagram L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 151 (450)
2 MAN Diesel & Turbo

V engine
2.25 Noise

Sound power level Lw at 100 % MCR


Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Diesel & Turbo guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Diesel & Turbo, supplier of silencer and where necessary acoustic
consultant have to cooperate.
Waste gate blow-off noise
Waste gate blow-off noise is not considered in the measurements, see
below.
2 Engine and operation

2017-05-02 - 4.7

Figure 47: Unsilenced exhaust gas noise Sound power level Lw Octave level diagram V engine

152 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.25 Noise
2.25.4 Blow-off noise example
Sound power level Lw
Measurements
The (unsilenced) charge air blow-off noise is measured according to DIN
45635, part 47 at the orifice of a duct.
Throttle body with bore size 135 mm
Expansion of charge air from 3.4 bar to ambient pressure at 42 C
Octave level diagram
The sound power level Lw of the unsilenced charge air blow-off noise is
approximately 141 dB for the measured operation point.

Figure 48: Unsilenced charge air blow-off noise Sound power level Lw Octave level diagram
2 Engine and operation

2.25.5 Noise and vibration Impact on foundation

Noise and vibration is emitted by the engine to the surrounding (see figure
Noise and vibration Impact on foundation, Page 154). The engine impact
2017-05-02 - 4.7

transferred through the engine mounting to the foundation is focussed sub-


sequently.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 153 (450)
2 MAN Diesel & Turbo
2.25 Noise

Figure 49: Noise and vibration Impact on foundation


The foundation is excited to vibrations in a wide frequency range by the
engine and by auxiliary equipment (from engine or plant). The engine is
vibrating as a rigid body. Additionally, elastic engine vibrations are superim-
posed. Elastic vibrations are either of global (e.g. complete engine bending)
or local (e.g. bending engine foot) character. If the higher frequency range is
involved, the term "structure borne noise" is used instead of "vibrations".
Mechanical engine vibrations are mainly caused by mass forces of moved
drive train components and by gas forces of the combustion process. For
structure borne noise, further excitations are relevant as well, e.g. impacts
from piston stroke and valve seating, impulsive gas force components, alter-
nating gear train meshing forces and excitations from pumps.
For the analysis of the engine noise- and vibration-impact on the surround-
ing, the complete system with engine, engine mounting, foundation and plant
has to be considered.
Engine related noise and vibration reduction measures cover e.g. counterbal-
ance weights, balancing, crankshaft design with firing sequence, component
2 Engine and operation

design etc. The remaining, inevitable engine excitation is transmitted to the


surrounding of the engine but not completely in case of a resilient engine
mounting, which is chosen according to the application-specific require-
ments. The resilient mounting isolates engine noise and vibration from its sur-
rounding to a large extend. Hence, the transmitted forces are considerably
reduced compared with a rigid mounting. Nevertheless, the engine itself is
2017-05-02 - 4.7

vibrating stronger in the low frequency range in general especially when


driving through mounting resonances.
In order to avoid resonances, it must be ensured that eigenfrequencies of
foundation and coupled plant structures have a sufficient safety margin in
relation to the engine excitations. Moreover, the foundation has to be
designed as stiff as possible in all directions at the connections to the engine.

154 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Thus, the foundation mobility (measured according to ISO 7262) has to be as

2.25 Noise
low as possible to ensure low structure borne noise levels. For low frequen-
cies, the global connection of the foundation with the plant is focused for that
matter. The dynamic vibration behaviour of the foundation is mostly essential
for the mid frequency range. In the high frequency range, the foundation
elasticity is mainly influenced by the local design at the engine mounts. E.g.
for steel foundations, sufficient wall thicknesses and stiffening ribs at the con-
nection positions shall be provided. The dimensioning of the engine founda-
tion also has to be adjusted to other parts of the plant. For instance, it has to
be avoided that engine vibrations are amplified by alternator foundation vibra-
tions. Due to the scope of supply, the foundation design and its connection
with the plant is mostly within the responsibility of the costumer. Therefore,
the customer is responsible to involve MAN Diesel & Turbo for consultancy in
case of system-related questions with interaction of engine, foundation and
plant. The following information is available for MAN Diesel & Turbo custom-
ers, some on special request:
Residual external forces and couples (Project Guide)
Resulting from the summation of all mass forces from the moving drive
train components. All engine components are considered rigidly in the
calculation. The residual external forces and couples are only transferred
completely to the foundation in case of a rigid mounting, see above.
Static torque fluctuation (Project Guide)
Static torque fluctuations result from the summation of gas and mass
forces acting on the crank drive. All components are considered rigidly in
the calculation. These couples are acting on the foundation dependent
on the applied engine mounting, see above.
Mounting forces (project-specific)
The mounting dimensioning calculation is specific to a project and
defines details of the engine mounting. Mounting forces acting on the
foundation are part of the calculation results. Gas and mass forces are
considered for the excitation. The engine is considered as one rigid body
with elastic mounts. Thus, elastic engine vibrations are not implemented.
Reference measurements for engine crankcase vibrations according to
ISO 108166 (project-specific)
Reference testbed measurements for structure borne noise (project-spe-
cific)
Measuring points are positioned according to ISO 13332 on the engine
feet above and below the mounting elements. Structure borne noise lev-
els above elastic mounts mainly depend on the engine itself. Whereas
structure borne noise levels below elastic mounts strongly depend on the
foundation design. A direct transfer of the results from the testbed foun-
dation to the plant foundation is not easily possible even with the con-
2 Engine and operation

sideration of testbed mobilities. The results of testbed foundation mobility


measurements according to ISO 7626 are available as a reference on
request as well.
Dynamic transfer stiffness properties of resilient mounts (supplier infor-
mation, project-specific)
2017-05-02 - 4.7

Beside the described interaction of engine, foundation and plant with transfer
through the engine mounting to the foundation, additional transfer paths
need to be considered. For instance with focus on the elastic coupling of the
drive train, the exhaust pipe, other pipes and supports etc. Besides the
engine, other sources of noise and vibration need to be considered as well
(e.g. auxiliary equipment, propeller, thruster).

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 155 (450)
2 MAN Diesel & Turbo
2.26 Vibration

2.26 Vibration

2.26.1 Torsional vibrations

Data required for torsional vibration calculation


MAN Diesel & Turbo calculates the torsional vibrations behaviour for each
individual engine plant of their supply to determine the location and severity
of resonance points. If necessary, appropriate measures will be taken to
avoid excessive stresses due to torsional vibration. These investigations
cover the ideal normal operation of the engine (all cylinders are firing equally)
as well as the simulated emergency operation (misfiring of the cylinder exert-
ing the greatest influence on vibrations, acting against compression). Besides
the natural frequencies and the modes also the dynamic response will be
calculated, normally under consideration of the 1st to 24th harmonic of the
gas and mass forces of the engine.
Beyond that also further exciting sources such as propeller, pumps etc. can
be considered if the respective manufacturer is able to make the corre-
sponding data available to MAN Diesel & Turbo.
If necessary, a torsional vibration calculation will be worked out which can be
submitted for approval to a classification society or a legal authority.
To carry out the torsional vibration calculation following particulars and/or
documents are required.

General
Type (GenSet, diesel-mechanic, diesel-electric)
Arrangement of the whole system including all engine-driven equipment
Definition of the operating modes
Maximum power consumption of the individual working machines

Engine
Rated output, rated speed
Kind of engine load (fixed pitch propeller, controllable pitch propeller,
combinator curve, operation with reduced speed at excessive load)
Kind of mounting of the engine (can influence the determination of the
flexible coupling)
Operational speed range
2 Engine and operation

Flexible coupling
Make, size and type
Rated torque (Nm)
Possible application factor

2017-05-02 - 4.7

Maximum speed (rpm)


Permissible maximum torque for passing through resonance (Nm)
Permissible shock torque for short-term loads (Nm)
Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)

156 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Permanently permissible power loss (W) including influencing factors (fre-


quency, temperature)

2.26 Vibration
Dynamic torsional stiffness (Nm/rad) including influencing factors (load,
frequency, temperature), if applicable
Relative damping () including influencing factors (load, frequency, tem-
perature), if applicable
Moment of inertia (kgm2) for all parts of the coupling
Dynamic stiffness in radial, axial and angular direction
Permissible relative motions in radial, axial and angular direction, perma-
nent and maximum
Maximum permissible torque which can be transferred through a get-
you-home-device/torque limiter if foreseen

Clutch coupling
Make, size and type
Rated torque (Nm)
Permissible maximum torque (Nm)
Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)
Dynamic torsional stiffness (Nm/rad)
Damping factor
Moments of inertia for the operation conditions, clutched and declutched
Course of torque versus time during clutching in
Permissible slip time (s)
Slip torque (Nm)
Maximum permissible engagement speed (rpm)

Gearbox
Make and type
Torsional multi mass system including the moments of inertia and the
torsional stiffness, preferably related to the individual speed; in case of
related figures, specification of the relation speed is required
Gear ratios (number of teeth, speeds)
Possible operating conditions (different gear ratios, clutch couplings)
Permissible alternating torques in the gear meshes

Shaft line
2 Engine and operation

Drawing including all information about length and diameter of the shaft
sections as well as the material
Alternatively torsional stiffness (Nm/rad)

Propeller
2017-05-02 - 4.7

Kind of propeller (fixed pitch or controllable pitch propeller)


Moment of inertia in air (kgm2)
Moment of inertia in water (kgm2); for controllable pitch propellers also in
dependence on pitch; for twin-engine plants separately for single- and
twin-engine operation
Relation between load and pitch

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 157 (450)
2 MAN Diesel & Turbo

Number of blades
2.26 Vibration

Diameter (mm)
Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency

Pump
Kind of pump (e.g. dredging pump)
Drawing of the pump shaft with all lengths and diameters
Alternatively, torsional stiffness (Nm/rad)
Moment of inertia in air (kgm2)
Moment of inertia in operation (kgm2) under consideration of the con-
veyed medium
Number of blades
Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency
Power consumption curve

Alternator for diesel-electric plants


Drawing of the alternator shaft with all lengths and diameters
Alternatively, torsional stiffness (Nm/rad)
Moment of inertia of the parts mounted to the shaft (kgm2)
Electrical output (kVA) including power factor cos and efficiency
Or mechanical output (kW)
Complex synchronizing coefficients for idling and full load in dependence
on frequency, reference torque
Island or parallel mode
Load profile (e.g. load steps)
Frequency fluctuation of the net

Alternator for diesel-mechanical parts (e.g. PTO/PTH)


Drawing of the alternator shaft with all lengths and diameters
Torsional stiffness, if available
Moment of inertia of the parts mounted to the shaft (kgm2)
Electrical output (kVA) including power factor cos and efficiency
Or mechanical output (kW)
Complex synchronizing coefficients for idling and full load in dependence
2 Engine and operation

on frequency, reference torque

Secondary power take-off


Kind of working machine

2017-05-02 - 4.7

Kind of drive
Operational mode, operation speed range
Power consumption
Drawing of the shafts with all lengths and diameters
Alternatively, torsional stiffness (Nm/rad)
Moments of inertia (kgm2)

158 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Possible torsional excitation in size and frequency in dependence on load


and speed

2.27 Requirements for power drive connection (static)


2.27 Requirements for power drive connection (static)

Limit values of masses to be coupled after the engine


Evaluation of permissible
theoretical bearing loads

Figure 50: Case A: Overhung arrangement

Figure 51: Case B: Rigid coupling

Mmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1)/l

F1 Theoretical bearing force at the external engine bearing

F2 Theoretical bearing force at the alternator bearing


2 Engine and operation

F3 Flywheel weight

F4 Coupling weight acting on the engine, including reset forces

F5 Rotor weight of the alternator


2017-05-02 - 4.7

a Distance between end of coupling flange and centre of outer crankshaft


bearing

l Distance between centre of outer crankshaft bearing and alternator bearing

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 159 (450)
2 MAN Diesel & Turbo

Engine Distance a Case A Case B


2.27 Requirements for power drive connection (static)

Mmax = F * a F1 max
mm kNm kN
L engine 335 17 1) 65

V engine 335 30 -
1)
Inclusive of couples resulting from restoring forces of the coupling.
Table 111: Example calculation case A and B

Distance between engine seating surface and crankshaft centre line:


L engine: 530 mm
V engine: 580 mm
Note:
Changes may be necessary as a result of the torsional vibration calculation
or special service conditions.

Note:
Masses which are connected downstream of the engine in the case of an
overhung or rigidly coupled, arrangement result in additional crankshaft
bending stress, which is mirrored in a measured web deflection during
engine installation.
Provided the limit values for the masses to be coupled downstream of the
engine (permissible values for Mmax and F1max) are complied with, the permit-
ted web deflections will not be exceeded during assembly.
Observing these values ensures a sufficiently long operating time before a
realignment of the crankshaft has to be carried out.
2 Engine and operation

2017-05-02 - 4.7

160 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.28 Requirements for power drive connection (dynamic)


2.28 Requirements for power drive connection (dynamic)

2.28.1 Moments of inertia Crankshaft, damper, flywheel

Operation with variable speed


Marine main engines
Engine Needed mini- Plant
mum total
No. of cylinders, Maximum con- Moment of iner- Moment of Mass of moment of Required mini-
config. tinuous rating tia crankshaft + inertia flywheel inertia1) mum additional
damper flywheel moment of iner-
tia after fly-
wheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 720 rpm

6L 3,600 679 737 1,913 792 -

7L 3,920 766 924

8L 4,800 829 1,056

9L 5,400 892 1,188

10L 6,000 955 1,319

12V 7,200 1,296 737 1,913 1,583 -

14V 7,840 1,438 1,847

16V 9,600 1,580 2,111

18V 10,800 1,722 2,375

20V 12,000 1,864 2,639 38

n = 750 rpm

6L 3,600 679 737 1,913 730 -

7L 3,920 766 851

8L 4,800 829 973


2 Engine and operation

9L 5,400 892 1,094

10L 6,000 955 1,216

12V 7,200 1,296 737 1,913 1,459 -


2017-05-02 - 4.7

14V 7,840 1,438 1,702

16V 9,600 1,580 1,946

18V 10,800 1,722 2,189

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 161 (450)
2 MAN Diesel & Turbo

Marine main engines


2.28 Requirements for power drive connection (dynamic)

Engine Needed mini- Plant


mum total
No. of cylinders, Maximum con- Moment of iner- Moment of Mass of moment of Required mini-
config. tinuous rating tia crankshaft + inertia flywheel inertia1) mum additional
damper flywheel moment of iner-
tia after fly-
wheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
20V 12,000 1,864 2,432
1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
For flywheels dimensions see section Power transmission, Page 170.
Table 112: Moments of inertia/flywheels for marine main engines

Operation with constant speed


Marine main engine
Engine Needed mini- Plant
mum total
No. of cylinders, Maximum Moment of Moment of Mass of Cyclic moment of Required
config. continuous inertia inertia flywheel irregularity inertia1) minimum
rating crankshaft + flywheel additional
damper moment of
inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 720 rpm

6L 3,600 679 958 2,508 1/93 1,810 173

7L 3,920 766 1/94 2,111 387

8L 4,800 829 1/65 2,413 626

9L 5,400 892 1/54 2,714 864

10L 6,000 955 1/70 3,016 1,103

12V 7,200 1,296 1,147 3,002 1/118 3,619 1,176

14V 7,840 1,433 1/105 4,222 1,637

16V 9,600 1,580 1/116 4,825 2,098


2 Engine and operation

18V 10,800 1,722 1/200 5,429 2,560

20V 12,000 1,864 1/75 6,032 3,021

n = 750 rpm
2017-05-02 - 4.7

6L 3,600 679 958 2,508 1/113 1,668 31

7L 3,920 766 1/104 1,946 222

8L 4,800 829 1/73 2,224 437

9L 5,400 892 1/56 2,594 744

10L 6,000 955 1/64 2,779 866

162 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Marine main engine

2.28 Requirements for power drive connection (dynamic)


Engine Needed mini- Plant
mum total
No. of cylinders, Maximum Moment of Moment of Mass of Cyclic moment of Required
config. continuous inertia inertia flywheel irregularity inertia1) minimum
rating crankshaft + flywheel additional
damper moment of
inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]

12V 7,200 1,296 1,147 3,002 1/140 3,335 892

14V 7,840 1,438 1/115 3,891 1,306

16V 9,600 1,580 1/119 4,447 1,720

18V 10,800 1,722 1/197 5,003 2,134

20V 12,000 1,864 1/75 5,559 2,548


1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
For flywheels dimensions see section Power transmission, Page 170.
Table 113: Moments of inertia/flywheels for diesel-electric plants

2.28.2 Balancing of masses Firing order


Certain cylinder numbers have unbalanced forces and couples due to crank
diagram. These forces and couples cause dynamic effects on the foundation.
Due to a balancing of masses the forces and couples are reduced. In the fol-
lowing tables the remaining forces and couples are displayed.

L engine
Rotating crank balance: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot [kNm] + 1/2 Mosc 1st order [kNm] Mosc 2nd order[kNm]

Engine speed [rpm] 750

vertical horizontal

6L A 0 0
2 Engine and operation

7L A 18.7 18.7 30.9

8L B 0 0

9L B 8.9 8.9 48.4


2017-05-02 - 4.7

10L B 0 0

Engine speed (rpm) 720

vertical horizontal

6L A 0 0

7L A 17.3 17.3 28.5

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 163 (450)
2 MAN Diesel & Turbo

No. of cylinders, config. Firing order Residual external couples


2.28 Requirements for power drive connection (dynamic)

Mrot [kNm] + 1/2 Mosc 1st order [kNm] Mosc 2nd order[kNm]

8L B 0 0

9L B 8.2 8.2 44.6

10L B 0 0
Table 114: Residual external couples L engine

The external mass forces are equal to zero.


Mrot is eliminated by means of balancing weights on resiliently mounted
engines.
Firing order: Counted from
coupling side
No. of cylinders Firing order Clockwise rotation Counter clockwise rotation
6 A 1-3-5-6-4-2 1-2-4-6-5-3

7 A 1-2-4-6-7-5-3 1-3-5-7-6-4-2

8 B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4

9 B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6

10 B 1-4-3-2-6-10-7-8-9-5 1-5-9-8-7-10-6-2-3-4
Table 115: Firing order L engine

V engine
Rotating crank balancing 12 20V: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot (kNm) + Mosc 1st order (kNm) Mosc 2nd order (kNm)

Engine speed (rpm) 750

vertical horizontal vertical horizontal

12V A 0 0

14V A 31.6 31.6 48.1 19.9

16V B 0 0

18V A 22.9 22.9 26.2 10.9

20V - 0 0
2 Engine and operation

Engine speed (rpm) 720

12V A 0 0

14V A 29.1 29.1 44.3 18.4

16V B 0 0
2017-05-02 - 4.7

18V A 21.1 21.1 24.1 10.0

20V - 0 0
Table 116: Residual external couples V engine

The external mass forces are equal to zero. Mrot is eliminated by means of
balancing weights on resiliently mounted engines.

164 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Firing order: Counted from

2.28 Requirements for power drive connection (dynamic)


coupling side
No. of cylinders Firing order Clockwise rotation Counter clockwise rotation
12 A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2- A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-
B2 B1

14 A A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B5-A3-B3 B2-A2-B1

16 B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B5-A2-B2-A3-B3 B7-A7-B4-A4-B1

18 A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B8-A6-B6-A4-B4-A2-B2 B7-A7-B5-A5-B3-A3-B1

20 B A1-B1-A4-B4-A2-B2-A8-B8-A6-B6- -
A10-B10- A7B7-A9-B9-A3-B3-A5-B5
Table 117: Firing order V engine

2.28.3 Static torque fluctuation

General
The static torque fluctuation is the summation of the torques acting at all
cranks around the crankshaft axis taking into account the correct phase-
angles. These torques are created by the gas and mass forces acting at the
crankpins, with the crank radius being used as the lever. An rigid crankshaft
is assumed.
The values Tmax. and Tmin. listed in the following table(s) represent a measure
for the reaction forces of the engine. The reaction forces generated by the
torque fluctuation are dependent on speed and cylinder number and give a
contribution to the excitations transmitted into the foundation see figure
Static torque fluctuation, Page 166 and the table(s) in this section. According
to different mountings these forces are reduced.
In order to avoid local vibration excitations in the vessel, it must be ensured
that the natural frequencies of important part structures (e.g. panels, bulk-
heads, tank walls and decks, equipment and its foundation, pipe systems)
have a sufficient safety margin (if possible 30 %) in relation to all engine
excitation frequencies.
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 165 (450)
2 MAN Diesel & Turbo
2.28 Requirements for power drive connection (dynamic)

Figure 52: Static torque fluctuation

L Distance between foundation bolts

z Number of cylinders
2 Engine and operation

2017-05-02 - 4.7

166 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Static torque fluctuation and exciting frequencies

2.28 Requirements for power drive connection (dynamic)


L engine Example to
declare abbreviations

Figure 53: Example to declare abbreviations L engine

No. of cylinders, Output Speed Tn Tmax. Tmin. Main exciting components


config.
Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
6L 3,600 720 47.7 127.2 26.8 3.0 36.0 57.2
6.0 72.0 30.2

7L 3,920 55.7 177.0 51.4 3.5 42.0 107.7


7.0 84.0 20.3

8L 4,800 63.7 167.4 30.5 4.0 48.0 94.9


8.0 96.0 11.9

9L 5,400 71.6 167.1 15.6 4.5 54.0 91.2


9.0 108.0 5.8

10L 6,000 79.6 165.1 0.7 5.0 60.0 82.9


10.0 120.0 2.5
2 Engine and operation

6L 3,600 750 45.8 118.9 22.1 3.0 37.5 48.9


6.0 75.0 30.4

7L 3,920 53.5 171.9 49.8 3.5 43.75 104.3


2017-05-02 - 4.7

7.0 87.5 21.1

8L 4,800 61.1 162.1 30.3 4.0 50.0 91.8


8.0 100.0 13.0

9L 5,400 68.8 163.3 16.3 4.5 56.25 89.3


9.0 112.5 7.1

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 167 (450)
2 MAN Diesel & Turbo

No. of cylinders, Output Speed Tn Tmax. Tmin. Main exciting components


2.28 Requirements for power drive connection (dynamic)

config.
Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
10L 6,000 750 76.4 161.3 2.2 5.0 62.5 81.8
10.0 125.0 3.5
1)
Exciting frequency of the main harmonic components.
Table 118: Static torque fluctuation and exciting frequencies L engine

V engine Example to
declare abbreviations

Figure 54: Example to declare abbreviation V engine

No. of Output Speed Tn Tmax. Tmin. Main exciting components


cylinders, con-
fig. Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
12V 7,000 720 95.5 173.4 24.9 3.0 36.0 43.8
6.0 72.0 42.7

14V 7,840 111.4 177.4 38.9 3.5 42.0 42.0


7.0 84.0 37.6

16V 9,600 127.3 150.8 103.6 4.0 48.0 0


2 Engine and operation

8.0 96.0 23.8

18V 10,080 143.2 177.0 99.0 4.5 54.0 35.6


9.0 108.0 10.7

20V 12,000 159.2 219.1 92.2 5.0 60.0 63.5


2017-05-02 - 4.7

10.0 120.0 3.6

12V 7,200 750 91.7 165.0 27.3 3.0 37.5 37.4


6.0 75.0 42.9

14V 7,840 107.0 173.0 35.0 3.5 43.75 40.7


7.0 87.50 38.9

168 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of Output Speed Tn Tmax. Tmin. Main exciting components

2.28 Requirements for power drive connection (dynamic)


cylinders, con-
fig. Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
16V 9,600 122.2 147.8 97.0 4.0 50.0 0
8.0 100.0 26.1

18V 10,800 137.5 172.1 92.2 4.5 56.25 34.8


9.0 112.50 13.2

20V 12,000 152.8 210.9 85.8 5.0 62.5 62.6


10.0 125.0 5.0
1)
Exciting frequency of the main harmonic components.
Table 119: Static torque fluctuation and exciting frequencies V engine

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 169 (450)
2 MAN Diesel & Turbo
2.29 Power transmission

2.29 Power transmission

2.29.1 Flywheel arrangement

Flywheel with flexible coupling


2 Engine and operation

Figure 55: Flywheel with flexible coupling L engine


2017-05-02 - 4.7

170 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of A1) A2) E1) E2) Fmin Fmax No. of through No. of fitted bolts

2.29 Power transmission


cylinders, config. bolts
mm
6L Dimensions will result from clarification of technical details of 18 -
propulsion drive
7L 22

8L 24

9L

10L
1)
Without torsional limit device.
2)
With torsional limit device.

Note:
The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions
of flywheel and flexible coupling will result from clarification of technical
details of drive and from the result of the torsional vibration calculation. Fly-
wheel diameter must not be changed.

2 Engine and operation


2017-05-02 - 4.7

Figure 56: Flywheel with flexible coupling V engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 171 (450)
2 MAN Diesel & Turbo

No. of A1) A2) E1) E2) Fmin Fmax No. of No. of fitted
2.29 Power transmission

cylinders, config. through bolts


mm bolts
12V Dimensions will result from clarification of technical details of propulsion 24 -
drive
14V 18 2

16V 26 -

18V 26 -

20V 24 2
1)
Without torsional limit device.
2)
With torsional limit device.

Note:
The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions
of flywheel and flexible coupling will result from clarification of technical
details of drive and from the result of the torsional vibration calculation. Fly-
wheel diameter must not be changed.

Arrangement of flywheel, coupling and gearbox


2 Engine and operation

2017-05-02 - 4.7

Figure 57: Example: Arrangement of flywheel, coupling and gearbox

172 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Arrangement of flywheel, coupling and alternator

2.29 Power transmission


Figure 58: Example: Arrangement of flywheel, coupling and alternator

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 173 (450)
2 MAN Diesel & Turbo
2.30 Arrangement of attached pumps

2.30 Arrangement of attached pumps

Figure 59: Attached pumps L engine


2 Engine and operation

2017-05-02 - 4.7

174 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
Figure 60: Attached pumps V engine

Note:
The final arrangement of the lube oil and cooling water pumps will be made
at inquiry or order.

2.31 Foundation

2.31.1 General requirements for engine foundation

Plate thicknesses
The stated material dimensions are recommendations, calculated for steel
plates. Thicknesses smaller than these are not permissible. When using other
materials (e.g. aluminium), a sufficient margin has to be added.

Top plates
2 Engine and operation

Before or after having been welded in place, the bearing surfaces should be
machined and freed from rolling scale. Surface finish corresponding to Ra
3.2 peak-to-valley roughness in the area of the chocks shall be accom-
plished.
The thickness given is the finished size after machining.
2017-05-02 - 4.7

Downward inclination outwards, not exceeding 0.7 %.


Prior to fitting the chocks, clean the bearing surfaces from dirt and rust that
may have formed. After the drilling of the foundation bolt holes, spotface the
lower contact face normal to the bolt hole.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 175 (450)
2 MAN Diesel & Turbo

Foundation girders
2.31 Foundation

The distance of the inner girders must be observed. We recommend that the
distance of the outer girders (only required for larger types) is observed as
well.
The girders must be aligned exactly above and underneath the tank top.

Floor plates
No manholes are permitted in the floor plates in the area of the box-shaped
foundation. Welding is to be carried out through the manholes in the outer
girders.

Top plate supporting


Provide support in the area of the frames from the nearest girder below.

Dynamic foundation requirements


The eigenfrequencies of the foundation and the supporting structures,
including GenSet weight (without engine) shall be higher than 20 Hz. Occa-
sionally, even higher foundation eigenfrequencies are required. For further
information refer to section Noise and vibration Impact on foundation, Page
153.
2 Engine and operation

2017-05-02 - 4.7

176 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.2 Rigid seating

L engine
Recommended configuration
of foundation

2 Engine and operation


2017-05-02 - 4.7

Figure 61: Recommended configuration of foundation L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 177 (450)
2 MAN Diesel & Turbo

Recommended configuration
2.31 Foundation

of foundation

Figure 62: Recommended configuration of foundation L engine Number of bolts

Number of bolts
No. of cylinders 6 7 8 9 10
Fitted bolts 2 2 2 2 2

Undercut bolts 16 18 20 22 24

Jack bolts 16 18 20 22 24
Table 120: Recommended configuration of foundation L engine Number of bolts
2 Engine and operation

2017-05-02 - 4.7

178 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Arrangement of foundation

2.31 Foundation
bolt holes

2 Engine and operation

Figure 63: Arrangement of foundation bolt holes L engine

Two fitted bolts have to be provided either on starboard side or portside.


In any case they have to be positioned on the coupling side.
2017-05-02 - 4.7

Number and position of the stoppers have to be provided according to the


figure above.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 179 (450)
2 MAN Diesel & Turbo

V engine
2.31 Foundation

Recommended configuration
of foundation
2 Engine and operation

Figure 64: Recommended configuration of foundation V engine


2017-05-02 - 4.7

180 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
Figure 65: Recommended configuration of foundation V engine Number of bolts

Number of bolts
No. of cylinders 12 14 16 18 20
Fitted bolts 2 2 2 2 2

Undercut bolts 30 34 38 42 46

Jack bolts 16 18 20 22 24
Table 121: Recommended configuration of foundation V engine Number of bolts 2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 181 (450)
2 MAN Diesel & Turbo

Arrangement of foundation
2.31 Foundation

bolt holes
2 Engine and operation

Figure 66: Arrangement of foundation bolt holes V engine


2017-05-02 - 4.7

Two fitted bolts have to be provided either on starboard side or portside.


In any case they have to be positioned on the coupling side.
Number and position of the stoppers have to be provided according to the
figure above.

182 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.3 Chocking with synthetic resin
Most classification societies permit the use of the following synthetic resins
for chocking diesel engines:
Chockfast Orange
(Philadelphia Resins Corp. U.S.A)
Epocast 36
(H.A. Springer, Kiel)
MAN Diesel & Turbo accepts engines being chocked with synthetic resin
provided:
If processing is done by authorised agents of the above companies.
If the classification society responsible has approved the synthetic resin
to be used for a unit pressure (engine weight + foundation bolt preload-
ing) of 450 N/cm2 and a chock temperature of at least 80 C.
The loaded area of the chocks must be dimensioned in a way, that the pres-
sure effected by the engines dead weight does not exceed 70 N/cm2
(requirement of some classification societies).
The pretensioning force of the foundation bolts was chosen so that the per-
missible total surface area load of 450 N/cm2 is not exceeded. This will
ensure that the horizontal thrust resulting from the mass forces is safely
transmitted by the chocks.
The shipyard is responsible for the execution and must also grant the war-
ranty.
Tightening of the foundation bolts only permissible with hydraulic tensioning
device. The point of application of force is the end of the thread with a length
of 85 mm. Nuts definitely must not be tightened with hook spanner and ham-
mer, even for later inspections.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 183 (450)
2 MAN Diesel & Turbo

Tightening of foundation bolts


2.31 Foundation

Figure 67: Hydraulic tension device

Hydraulic tension device Unit

Tool number - 009.664


030.538

Piston area cm 41.09 cm

Maximum pump pressure bar 1,000

Pretensioning force kN 411


Table 122: Hydraulic tension device Specific values

The tensioning tools with tensioning nut and pressure sleeve are included in
the standard scope of supply of tools for the engine
Dedicated installation values (e.g. pre-tensioning forces) will be given in the
costumer documentation specific to each project.
2 Engine and operation

2017-05-02 - 4.7

184 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2 Engine and operation
2017-05-02 - 4.7

Figure 68: Chocking with synthetic resin L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 185 (450)
2 MAN Diesel & Turbo
2.31 Foundation
2 Engine and operation

2017-05-02 - 4.7

Figure 69: Chocking with synthetic resin V engine

186 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.4 Resilient seating

General
The vibration of the engine causes dynamic effects on the foundation. These
effects are attributed to the pulsating reaction forces due to the fluctuating
torque. Additionally, in engines with certain cylinder numbers these effects
are increased by unbalanced forces and couples brought about by rotating
or reciprocating masses which considering their vector sum do not
equate to zero.
The direct resilient support makes it possible to reduce the dynamic forces
acting on the foundation, which are generated by every reciprocating engine
and may under adverse conditions have harmful effects on the environ-
ment of the engine.
With respect to large engines (bore > 400 mm) MAN Diesel & Turbo offers
two different versions of the resilient mounting (one using conical the other
inclined sandwich elements).
The inclined resilient mounting was developed especially for ships with high
comfort demands, e.g. passenger ferries and cruise vessels. This mounting
system is characterised by natural frequencies of the resiliently supported
engine being lower than approximately 7 Hz. The resonances are located
away from the excitation frequencies related to operation at nominal speed.
For average demands of comfort, e.g. for merchant ships, and for smaller
engines (bore < 400 mm) mountings using conical mounts can be judged as
being fully sufficient. Because of the stiffer design of the elements the natural
frequencies of the system are significantly higher than in case of the inclined
resilient mounting. The natural frequencies of engines mounted with this kind
of mounts are lower than approximately 18 Hz. The vibration isolation is thus
of lower quality. It is however, still considerably better than a rigid or semi
resilient engine support.
The appropriate design of the resilient support will be selected in accordance
with the demands of the customer, i.e. it will be adjusted to the special
requirements of each plant.
In both versions the supporting elements will be connected directly to the
engine feet by special brackets.
The number, rubber hardness and distribution of the supporting elements
depend on:
The weight of the engine
The centre of gravity of the engine
2 Engine and operation

The desired natural frequencies


Where resilient mounting is applied, the following has to be taken into con-
sideration when designing a propulsion plant:
Resilient mountings always feature several resonances resulting from the
natural mounting frequencies. In spite of the endeavour to keep resonan-
2017-05-02 - 4.7

ces as far as possible from nominal speed the lower bound of the speed
range free from resonances will rarely be lower than 70 % of nominal
speed for mountings using inclined mounts and rarely lower than 85 %
for mountings using conical mounts. It must be pointed out that these
percentages are only guide values. The speed interval being free from
resonances may be larger or smaller. These restrictions in speed will
mostly require the deployment of a controllable pitch propeller.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 187 (450)
2 MAN Diesel & Turbo

Between the resiliently mounted engine and the rigidly mounted gearbox
or alternator, a flexible coupling with minimum axial and radial elastic
2.31 Foundation

forces and large axial and radial displacement capacities should be provi-
ded.
The media connections (compensators) to and from the engine must be
highly flexible whereas the fixations of the compensators on the one
hand with the engine and on the other hand with the environment must
be realised as stiff as possible.
For the inclined resilient support, provision for stopper elements has to
be made because of the sea-state-related movement of the vessel. In
the case of conical mounting, these stoppers are integrated in the ele-
ment.
In order to achieve a good vibration isolation, the lower brackets used to
connect the supporting elements with the ship's foundation are to be fit-
ted at sufficiently rigid points of the foundation. Influences of the founda-
tion's stiffness on the natural frequencies of the resilient support of the
engine will not be considered in the mounting design calculation.
The yard must specify with which inclination related to the plane keel the
engine will be installed in the ship. The inclination must be defined and
communicated before entering the dimensioning process.
2 Engine and operation

2017-05-02 - 4.7

188 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.5 Recommended configuration of foundation

Engine mounting

2 Engine and operation


2017-05-02 - 4.7

Figure 70: Recommended configuration of foundation, view on counter coupling side L engine, resilient
seating

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 189 (450)
2 MAN Diesel & Turbo
2.31 Foundation

Figure 71: Recommended configuration of foundation, view on exhaust side L engine, resilient seating 1
2 Engine and operation

2017-05-02 - 4.7

190 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2 Engine and operation

Figure 72: Recommended configuration of foundation, view on coupling side L engine, resilient seating
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 191 (450)
2 MAN Diesel & Turbo
2.31 Foundation

Figure 73: Recommended configuration of foundation, view on exhaust side L engine, resilient seating 2
2 Engine and operation

2017-05-02 - 4.7

192 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Figure 74: Recommended configuration of foundation, view on coupling side V engine, resilient seating
2.31 Foundation
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 193 (450)
2 MAN Diesel & Turbo

Engine mounting using conical mountings


2.31 Foundation
2 Engine and operation

Figure 75: Recommended configuration of foundation, view on coupling side V engine, resilient seating
(conical mountings)
2017-05-02 - 4.7

194 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
Figure 76: Recommended configuration of foundation, view on b bank V engine, resilient seating (conical
mountings) 1

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 195 (450)
2 MAN Diesel & Turbo
2.31 Foundation
2 Engine and operation

Figure 77: Recommended configuration of foundation, view on b bank V engine, resilient seating (conical
mountings) 2
2017-05-02 - 4.7

196 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.6 Engine alignment
The alignment of the engine to the attached power train is crucial for trouble-
free operation.
Dependent on the plant installation influencing factors on the alignment might
be:
Thermal expansion of the foundations
Thermal expansion of the engine, alternator or the gearbox
Thermal expansion of the rubber elements in the case of resilient mount-
ing
The settling behaviour of the resilient mounting
Shaft misalignment under pressure
Necessary axial pre-tensioning of the flex-coupling
Therefore take care that a special alignment calculation, resulting in align-
ment tolerance limits will be carried out.
Follow the relevant working instructions of this specific engine type. Align-
ment tolerance limits must not be exceeded.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 197 (450)
MAN Diesel & Turbo 3

3 Engine automation

3.1 SaCoSone system overview


3.1 SaCoSone system overview

Figure 78: SaCoSone system overview

1 Control Unit 5 System Bus

2 Injection Unit (for CR engines) 6 Interface Cabinet

3 Extension Unit 7 Auxiliary Cabinet

4 Local Operating Panel 8 Remote Operating Panel (Optional)

The monitoring and safety system SaCoSone is responsible for complete


engine operation, control, alarming and safety. All sensors and operating
devices are wired to the engine-attached units. The interface to the plant is
done by means of an Interface Cabinet.
During engine installation, only the bus connections, the power supply and
safety-related signal cables between the Control Unit, the Interface Cabinet
and the Auxiliary Cabinet are to be laid, as well as connections to external
3 Engine automation

modules, electrical motors on the engine and parts on site.


The SaCoSone design is based on highly reliable and approved components
as well as modules specially designed for installation on medium speed
engines. The used components are harmonised to an homogenous system.
2017-05-02 - 4.7

The system has already been tested and parameterised in the factory.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 199 (450)
3 MAN Diesel & Turbo

SaCoSone Control Unit


3.1 SaCoSone system overview

The Control Unit is attached to the engine cushioned against any vibration. It
includes two identical, highly integrated Control Modules: One for safety
functions and the other one for engine control and alarming.
The modules work independently of each other and collect engine measuring
data by means of separate sensors.

Figure 79: SaCoSone Control Unit


3 Engine automation

2017-05-02 - 4.7

200 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

SaCoSone Injection Unit

3.1 SaCoSone system overview


The Injection Unit is attached to the engine cushioned against any vibration.
Depending on the usage of the engine, it includes one or two identical, highly
integrated Injection Modules.
The Injection Module is used for speed control and for the actuation of the
injection valves.
For engines supplied with two modules, the second one serves as backup
and takes over the speed control and the control of the injection valves with-
out interruption in case of an error in the first module.

Figure 80: SaCoSone Injection Unit

3 Engine automation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 201 (450)
3 MAN Diesel & Turbo

SaCoSone System Bus


3.1 SaCoSone system overview

The SaCoSone System Bus connects all system modules. This redundant field
bus system provides the basis of data exchange between the modules and
allows the takeover of redundant measuring values from other modules in
case of a sensor failure.
SaCoSone is connected to the plant by the Gateway Module. This module is
equipped with decentral input and output channels as well as with different
interfaces for connection to the plant/ship automation, the Remote Operating
Panel and the online service.

Figure 81: SaCoSone System Bus


3 Engine automation

2017-05-02 - 4.7

202 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Local Operating Panel

3.1 SaCoSone system overview


The engine is equipped with a Local Operating Panel cushioned against
vibration. This panel is equipped with a TFT display for visualisation of all
engine operating and measuring data. At the Local Operating Panel the
engine can be fully operated. Additional hardwired switches are available for
relevant functions.
Propulsion engines are equipped with a backup display as shown on top of
the Local Operating Panel. Generator engines are not equipped with this
backup display.

Figure 82: Local Operating Panel

3 Engine automation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 203 (450)
3 MAN Diesel & Turbo

Interface Cabinet
3.1 SaCoSone system overview

The Interface Cabinet is the interface between the engine electronics and the
plant control. It is the central connecting point for 24 V DC power supply to
the engine from the vessel's power distribution.
Besides, it connects the engine safety and control system with the power
management, propulsion control and other periphery parts.
The supply of the SaCoSone subsystems is done by the Interface Cabinet.
The Interface Cabinet also includes the starter for the engine-attached cylin-
der lube oil pump, the valve seat lube oil pump and the temperature control
valves.

Figure 83: Interface Cabinet

Auxiliary Cabinet
The Auxiliary Cabinet is the central connection for the 400 V AC power sup-
ply to the engine from the vessel's power distribution. It includes the starters
for the engine-attached cylinder lube oil pump(s), the temeprature control
valves and the driver for the variable valve timing.
3 Engine automation

2017-05-02 - 4.7

204 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Extension Unit

3.1 SaCoSone system overview


The Extension Unit provides additional I/O for the leakage monitoring sensors
and the sensors of the Variable Valve Timing. The Extension Unit is directly
mounted on the engine.

Figure 84: Extension Unit

3 Engine automation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 205 (450)
3 MAN Diesel & Turbo

Remote Operating Panel (optional)


3.2 Power supply and distribution

The Remote Operating Panel serves for engine operation from a control
room. The Remote Operating Panel has the same functions as the Local
Operating Panel.
From this operating device it is possible to transfer the engine operation
functions to a superior automatic system (propulsion control system, power
management).
In plants with integrated automation systems, this panel can be replaced by
IAS.
The panel can be delivered as loose supply for installation in the control room
desk or integrated in the front door of the Interface Cabinet.

Figure 85: Remote Operating Panel (optional)

3.2 Power supply and distribution


The plant has to provide electric power for the automation and monitoring
system. In general an uninterrupted 24 V DC power supply is required for
SaCoSone.
For marine main engines, an uninterrupted power supply (UPS) is required
3 Engine automation

which must be provided by two individual supply networks. According to


classification requirements it must be designed to guarantee the power sup-
ply to the connected systems for a sufficiently long period if both supply net-
works fail.
2017-05-02 - 4.7

206 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Figure 86: Supply diagram 3.2 Power supply and distribution

Galvanic isolation
It is important that at least one of the two 24 V DC power supplies per
3 Engine automation

engine is foreseen as isolated unit with earth fault monitoring to improve the
localisation of possible earth faults. This isolated unit can either be the UPS-
buffered 24 V DC power supply or the 24 V DC power supply without UPS.
Example:
2017-05-02 - 4.7

The following overviews shows the exemplary layout for a plant consisting of
four engines. In this example the 24 V DC power supply without UPS is the
isolated unit. The UPS-buffered 24 V DC power supply is used for several
engines. In this case there must be the possibility to disconnect the UPS
from each engine (e.g. via double-pole circuit breaker) for earth fault detec-
tion.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 207 (450)
3 MAN Diesel & Turbo
3.2 Power supply and distribution

Figure 87: Wrong installation of the 24 V DC power supplies


3 Engine automation

2017-05-02 - 4.7

Figure 88: Correct installation of the 24 V DC power supplies

208 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Required power supplies

3.3 Operation
Voltage Consumer Notes
24 V DC SaCoSone All SaCoSone components in the Interface
Cabinet and on the engine

230 V 50/60 Hz SaCoSone Interface Cabinet Cabinet illumination, socket, anticondensa-


tion heater

230 V 50/60 Hz SaCoSone Auxiliary Cabinet Cabinet illumination, socket, temperature


control valves, anticondensation heater

440 V 50/60 Hz SaCoSone Auxiliary Cabinet Power supply for consumers on engine (e.g.
cylinder lubricator)
Table 123: Required power supplies

3.3 Operation

Control Station Changeover


The operation and control can be done from both operating panels. Selec-
tion and activation of the control stations is possible at the Local Operating
Panel. On the displays, all the measuring points acquired by means of
SaCoSone can be shown in clearly arranged drawings and figures. It is not
necessary to install additional speed indicators separately.
The operating rights can be handed over from the Remote Operating Panel
to another Remote Operating Panel or to an external automatic system.
Therefore a handshake is necessary.
For applications with Integrated Automation Systems (IAS) also the function-
ality of the Remote Operating Panel can be taken over by the IAS.

3 Engine automation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 209 (450)
3 MAN Diesel & Turbo
3.4 Functionality

Figure 89: Control station changeover

Speed setting
In case of operating with one of the SaCoSone panels, the engine speed set-
ting is carried out manually by a decrease/increase switch button. If the oper-
ation is controlled by an external system, the speed setting can be done
either by means of binary contacts (e.g. for synchronisation) or by an active
4 20 mA analogue signal alternatively. The signal type for this is to be
defined in the project planning period.

Operating modes
For alternator applications:
Droop (5-percent speed increase between nominal load and no load)
For propulsion engines:
Isochronous
Master/Slave Operation for operation of two engines on one gear box
The operating mode is pre-selected via the SaCoSone interface and has to be
3 Engine automation

defined during the application period.


Details regarding special operating modes on request.

3.4 Functionality
2017-05-02 - 4.7

Safety functions
The safety system monitors all operating data of the engine and initiates the
required actions, i.e. load reduction or engine shutdown, in case any limit val-
ues are exceeded. The safety system is separated into Control Module and

210 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Gateway Module. The Control Module supervises the engine, while the Gate-

3.4 Functionality
way Module examines all functions relevant for the security of the connected
plant components.
The system is designed to ensure that all functions are achieved in accord-
ance with the classification societies' requirements for marine main engines.
The safety system directly influences the emergency shut-down and the
speed control.
In addition to the provisions made to permit the internal initiation of demands,
binary and analogue channels have been provided for the initiation of safety
functions by external systems.
Load reduction After the exceeding of certain parameters the classification societies demand
a load reduction to 60 %. The safety system supervises these parameters
and requests a load reduction, if necessary. The load reduction has to be
carried out by an external system (IAS, PMS, PCS). For safety reasons,
SaCoSone will not reduce the load by itself.
Auto shutdown Auto shutdown is an engine shutdown initiated by any automatic supervision
of either engine internal parameters or mentioned above external control sys-
tems. If an engine shutdown is triggered by the safety system, the emer-
gency stop signal has an immediate effect on the emergency shutdown
device, and the speed control. At the same time the emergency stop is trig-
gered, SaCoSone issues a signal resulting in the alternator switch to be
opened.
Some auto shutdowns may also be initiated redundantly by the alarm sys-
tem.
Emergency stop Emergency stop is an engine shutdown initiated by an operator's manual
action like pressing an emergency stop button.
Override During operation, safety actions can be suppressed by the override function
for the most parameters. The override has to be activated preventively. The
scope of parameters prepared for override are different and depend to the
chosen classification society. The availability of the override function depends
on the application.

Alarming
The alarm function of SaCoSone supervises all necessary parameters and
generates alarms to indicate discrepancies when required. The alarm func-
tions are likewise separated into Control Module and Gateway Module. In the
Gateway Module the supervision of the connected external systems takes
place. The alarm functions are processed in an area completely independent
of the safety system area in the Gateway Module.
3 Engine automation

Self-monitoring
SaCoSone carries out independent self-monitoring functions. Thus, for exam-
ple the connected sensors are checked constantly for function and wire
break. In case of a fault SaCoSone reports the occurred malfunctions in single
2017-05-02 - 4.7

system components via system alarms.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 211 (450)
3 MAN Diesel & Turbo

Speed control
3.4 Functionality

The engine speed control is realised by software functions of the Control


Module/Alarm and the Injection Modules. Engine speed and crankshaft turn
angle indication is carried out by means of redundant pick ups at the gear
drive.
Load distribution in multi- With electronic speed control, the load distribution is carried out by speed
engine plants droop, isochronously by load sharing lines or master/slave operation.
Load limit curves Start fuel limiter
Charge air pressure dependent fuel limiter
Torque limiter
Jump-rate limiter
Note:
In the case of controllable pitch propeller (CPP) units with combinator mode,
the combinator curves must be sent to MAN Diesel & Turbo for assessment
in the design stage. If load control systems of the CPP-supplier are used, the
load control curve is to be sent to MAN Diesel & Turbo in order to check
whether it is below the load limit curve of the engine.

Shutdown
The engine shutdown, initiated by safety functions and manual emergency
stops, is carried out by opening the flushing valve and closing the injection
valves.
Note:
The engine shutdown may have impact on the function of the plant. These
effects can be very diverse depending on the overall design of the plant and
must already be considered in early phase of the project planning.

Overspeed protection
The engine speed is monitored in both Control Modules independently. In
case of overspeed each Control Module actuates the shutdown device by a
separate hardware channel.

Control
SaCoSone controls all engine-internal functions as well as external compo-
nents, for example:
Start/stop sequences Requests of lube oil and cooling water pumps
Monitoring of the prelubrication and post-cooling period
Monitoring of the acceleration period
Request of start-up air blower
3 Engine automation

Control station switch-over Switch-over from local operation in the engine room to remote control from
the engine control room.
External functions Electrical lube oil pump
2017-05-02 - 4.7

Electrical driven HT cooling water pump


Electrical driven LT cooling water pump
Nozzle cooling water module
HT preheating unit
Clutches

212 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

The scope of control functions depends on plant configuration and must be

3.5 Interfaces
coordinated during the project engineering phase.

Media Temperature Control


Various media flows must be controlled to ensure trouble-free engine opera-
tion.
The temperature controllers are available as software functions inside the
Gateway Module of SaCoSone. The temperature controllers are operated by
the displays at the operating panels as far as it is necessary. From the Inter-
face Cabinet the relays actuate the control valves.
The cylinder cooling water (HT) temperature control is equipped with per-
formance-related feed forward control, in order to guarantee the best
control accuracy possible (refer also to section Water systems, Page
299).
The low temperature (LT) cooling water temperature control works simi-
larly to the HT cooling water temperature control and can be used if the
LT cooling water system is designed as one individual cooling water sys-
tem per engine.
In case several engines are operated with a combined LT cooling water
system, it is necessary to use an external temperature controller.
This external controller must be mounted on the engine control room
desk and is to be wired to the temperature control valve (refer also to
section Water systems, Page 299).
The charge air temperature control is designed identically with the HT
cooling water temperature control.
The cooling water quantity in the LT part of the charge air cooler is regu-
lated by the charge air temperature control valve (refer also to section
Water systems, Page 299).
The design of the lube oil temperature control depends on the engine
type. It is designed either as a thermostatic valve (waxcartridge type) or
as an electric driven control valve with electronic control similar to the HT
temperature controller. Refer also to section Lube oil system description,
Page 281.

Starters
For engine attached pumps and motors the starters are installed in the Auxili-
ary Cabinet. Starters for external pumps and consumers are not included in
the SaCoSone scope of supply in general.

3.5 Interfaces
3 Engine automation

Data Bus Interface (Machinery Alarm System)


This interface serves for data exchange to ship alarm systems or Integrated
Automation Systems (IAS).
The interface is actuated with MODBUS protocol and is available as:
2017-05-02 - 4.7

Ethernet interface (MODBUS over TCP) or as


Serial interface (MODBUS RTU) RS422/RS485, Standard 5 wire with
electrical isolation (cable length 100 m)
Only if the Ethernet interface is used, the transfer of data can be handled with
timestamps from SaCoSone.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 213 (450)
3 MAN Diesel & Turbo

The status messages, alarms and safety actions, which are generated in the
3.5 Interfaces

system, can be transferred. All measuring values acquired by SaCoSone are


available for transfer.

Alternator Control
Hardwired interface, used for example for synchronisation, load indication,
etc.

Alternator electric power (active power) signal


To keep, despite natural long-term deterioration effects, engine operation
within its optimum range MAN Diesel & Turbo's engine safety and control
system SaCoSone must be provided with an alternator electric power (active
power) signal. Interface and signal shall comply with the following require-
ments:
1. The electric power of the generator (active power) shall be measured
with the following components:
Current transformer with accuracy class: cl. 0.2 s
Voltage transformer with accuracy class: cl. 0.2 s
Measuring transducer with accuracy class: cl. 0.5
2. Measuring transducer shall provide the current active power as 4 20
mA signal and shall provide 0 90 % of measured value with response
time 300 ms (EN 60688).
3. The 4 20 mA generator power signal shall be hard-wired with shielded
cable. The analogue value of 4 mA shall be equivalent to 0 % generator
power, the value of 20 mA shall be equivalent to nominal generator
power, plus 10 %. Furthermore the signal for Generator CB is closed
from power management system to SaCoSone Interface Cabinet shall be
provide.

Power Management
Hardwired interface, for remote start/stop, load setting, etc.

Propulsion Control System


Standardized hardwired interface including all signals for control and safety
actions between SaCoSone and the propulsion control system.

Others
In addition, interfaces to auxiliary systems are available, such as:
Nozzle cooling water module
3 Engine automation

HT preheating unit
Electric driven pumps for lube oil, HT and LT cooling water
Start-up air blower
2017-05-02 - 4.7

Clutches
Gearbox
Propulsion control system
On request additional hard wired interfaces can be provided for special appli-
cations.

214 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Cables Scope of supply

3.6 Technical data


The bus cables between engine and interface are scope of the MAN Diesel &
Turbo supply.
The control cables and power cables are not included in the scope of the
MAN Diesel & Turbo supply. This cabling has to be carried out by the cus-
tomer.

3.6 Technical data

Interface Cabinet
Design Floor-standing cabinet
Cable entries from below through cabinet base
Accessible by front doors
Doors with locks
Opening angle: 90
MAN Diesel & Turbo standard color light grey (RAL7035)
Weight: Approximately 300 kg
Ingress of protection: IP55
Dimensions: 1,200 x 2,100 x 400 mm1) (preliminary)
1)
width x height x depth (including base)
Environmental Conditions Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
Vibrations: < 0.7 g

Auxiliary Cabinet
Design Floor-standing cabinet
Cable entries from below through cabinet base
Accessible by front doors
Doors with locks
Opening angle: 90
MAN Diesel & Turbo standard color light grey (RAL7035)
Weight: Approximately 200 kg
Ingress of protection: IP55
Dimensions: 600 x 2,100 x 400 mm1) (preliminary)
1)
width x height x depth (including base)
Environmental Conditions Ambient air temperature: 0 C to +55 C
3 Engine automation

Relative humidity: < 96 %


Vibrations: < 0.7 g
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 215 (450)
3 MAN Diesel & Turbo

Door opening area of control cabinets


3.6 Technical data

B1 Width of cabinet 1 B2 Width of cabinet 2

Figure 90: Exemplary arrangement of control cabinets with door opening areas (top
view)

Remote Operating Panel (optional)


Design Panel for control desk installation with 3 m cable to terminal bar for
installation inside control desk
Front color: White aluminium (RAL9006)
Weight: 15 kg
Ingress of protection: IP23
Dimensions: 370 x 480 x 150 mm1)
1)
width x height x depth (including base)
Environmental Conditions Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
Vibrations: < 0.7 g

Electrical own consumption


Consumer Supply system Notes
Pn (kVA) Ub(V) F(Hz) Phase Fuse/
Starter by
yard
SaCoSone 0.8 24 DC +/ 35 A Power supply from ship bat-
3 Engine automation

tery distribution (two line


redundant power supply)

SaCoSone Interface Cabinet 2.5 230 50/60 2~ 16 A Cabinet illumination, socket,


2017-05-02 - 4.7

anticondensation heater

216 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Consumer Supply system Notes

3.7 Installation requirements


Pn (kVA) Ub(V) F(Hz) Phase Fuse/
Starter by
yard
SaCoSone Auxiliary Cabinet 2.8 230 50/60 2~ 10 A Cabinet illumination, socket,
anticondensation heater,
temperature controller (incl.
regulating valve drive, for
each temperature control
system)

SaCoSone Auxiliary Cabinet 2.65 400440 50/60 3~ 6A Power supply for consumers
on engine
Table 124: Electrical own consumption

3.7 Installation requirements

Location
The Interface Cabinet and the Auxiliary Cabinet are designed for installation in
engine rooms or engine control rooms. Both cabinets should be located side
by side.
The cabinets must be installed at a location suitable for service inspection.
Do not install the cabinets close to heat-generating devices.
In case of installation at walls, the distance between the cabinets and the
wall has to be at least 100 mm in order to allow air convection.
Regarding the installation in engine rooms, the cabinets should be supplied
with fresh air by the engine room ventilation through a dedicated ventilation
air pipe near the engine.
Note:
If the restrictions for ambient temperature can not be kept, the cabinet must
be ordered with an optional air condition system.

Ambient air conditions


For restrictions of ambient conditions, refer to the section Technical data,
Page 215.

Cabling
The interconnection cables between the engine and the Interface Cabinet
and Auxiliary Cabinet have to be installed according to the rules of electro-
3 Engine automation

magnetic compatibility. Control cables and power cables have to be routed


in separate cable ducts.
The cables for the connection of sensors and actuators which are not moun-
ted on the engine are not included in the scope of MAN Diesel & Turbo sup-
2017-05-02 - 4.7

ply. Shielded cables have to be used for the cabling of sensors. For electrical
noise protection, an electric ground connection must be made from the cabi-
nets to the hull of the ship.
All cabling between the Interface Cabinet and Auxiliary Cabinet and the con-
trolled device is scope of yard supply.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 217 (450)
3 MAN Diesel & Turbo

The cabinets are equipped with spring loaded terminal clamps. All wiring to
3.7 Installation requirements

external systems should be carried out without conductor sleeves.


The redundant CAN cables are MAN Diesel & Turbo scope of supply. If the
customer provides these cables, the cable must have a characteristic impe-
dance of 120 .

Maximum cable length


Connection Max. cable length
Cables between engine and Interface Cabinet 60 m

Cables between engine and Auxiliary Cabinet 100 m

MODBUS cable between Interface Cabinet and superordinated 100 m


automation system (only for Ethernet)

Cable between Interface Cabinet and Remote Operating Panel 100 m


Table 125: Maximum cable length

Installation works
During the installation period the yard has to protect the cabinets against
water, dust and fire. It is not permissible to do any welding near the cabinets.
The cabinets have to be fixed to the floor by screws.
If it is inevitable to do welding near the cabinets, the cabinets and panels
have to be protected against heat, electric current and electromagnetic influ-
ences. To guarantee protection against current, all of the cabling must be
disconnected from the affected components.
The installation of additional components inside the cabinets is only permissi-
ble after approval by the responsible project manager of MAN Diesel &
Turbo.

Installation of sensor 1TE6000 Ambient air temp


The sensor 1TE6000 Ambient air temp (double Pt1000) measures the tem-
perature of the (outdoor) ambient air. The temperature of the ambient air will
typically differ from that in the engine room.
The sensor may be installed in the ventilation duct of the fan blowing the
(outdoor) ambient air into the engine room. Ensure to keep the sensor away
from the influence of heat sources or radiation. The image below shows two
options of installing the sensors correctly:
3 Engine automation

2017-05-02 - 4.7

218 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

3.8 Engine-located measuring and control devices


Figure 91: Possible locations for installing the sensor 1TE6000

1 Hole drilled into the duct of the engine room venti- 2 Self-designed holder in front of the duct.
lation. Sensor measuring the temperature of the
airstream.

The sensor 1TE6100 Intake air temp is not suitable for this purpose.

3.8 Engine-located measuring and control devices


Exemplary list for project planning
No. Measuring Description Function Measuring Location Connected to Depending
point Range on option
Speed pickups

1 1SE1004A/B1) speed pickup turbo- indication, - turbo- Control Module/ -


3 Engine automation

charger speed supervision charger Safety

2 1SE1005 speed pickup engine camshaft 0900 rpm/ camshaft Control Module/ -
speed speed and 01,800 Hz drive wheel Alarm
2017-05-02 - 4.7

position
input for
CR

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 219 (450)
3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


3 2SE1005 speed pickup engine camshaft 0900 rpm/ camshaft Control Module/ -
speed speed and 01,800 Hz drive wheel Safety
position
input for
CR

Start and stop of engine

4 1SSV1011 solenoid valve engine actuated - engine Control Module/ -


start during Alarm
engine
start and
slowturn

5 1SSV1075 solenoid valve engine actuated - engine Control Module/ -


start during Alarm
engine
start and
slowturn

6 1HOZ1012 push button local emergency - Local Gateway Module -


emergency stop stop from Operating
local con- Panel
trol station

7 1SZV1012 solenoid valve engine manual - engine Control Module/ -


shutdown and auto- Safety
emergency
shutdown

8 1PS1012 pressure switch feedback 010 bar emergency Control Module/ -


emergency stop air emergency stop air Safety
stop, start- pipe on
blocking engine
active

Variable Valve Timing

9 1EM1024A/B1) electric motor VVT Variable - engine Auxiliary Cabinet Variable


setting row A Valve Tim- Valve Tim-
ing ing

10 1GOS1024A/ limit switch VVT part feedback - engine Extension Unit Variable
B1) load position row A VVT part Valve Tim-
load posi- ing
tion
3 Engine automation

reached

11 2GOS1024A/ limit switch VVT full feedback - engine Extension Unit Variable
B1) load position row A VVT full Valve Tim-
load posi- ing
2017-05-02 - 4.7

tion
reached

220 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

No. Measuring Description Function Measuring Location Connected to Depending

3.8 Engine-located measuring and control devices


point Range on option
12 3GOS1024A/ limit switch VVT part feedback - engine Extension Unit Variable
B1) load position row A VVT part Valve Tim-
load posi- ing
tion
reached

13 4GOS1024A/ limit switch VVT full feedback - engine Extension Unit Variable
B1) load position row A VVT full Valve Tim-
load posi- ing
tion
reached

Charge air bypass

14 1XSV1030 solenoid valve charge blow by - engine Control Module/ charge air
air bypass flap while part- Alarm bypass
load or low
speed

Charge air blow-off

15 1XSV1031A/B solenoid valve charge charge air - engine Control Module/ charge air
1)
air blow off flap A/B blow off at Alarm blow off
low suction
air temper-
ature

Main bearings

16 xTE1064 double temp sensors, indication, 0120 C engine Control Modules main bear-
main bearings alarm, ing temp
engine pro- monitoring
tection

Turning gear

17 1GOS1070 limit switch turning indication - engine Control Module/ -


gear engaged and start Alarm
blocking

Jet Assist

18 1SSV1080 solenoid valve for Jet turbo- - engine Control Module/ Jet Assist
Assist charger Alarm
accelera-
tion by Jet
Assist
3 Engine automation

Lube oil system

19 1PT2170 pressure transmitter, alarm at 010 bar engine Control Module/ -


lube oil pressure low lube oil Alarm
2017-05-02 - 4.7

engine inlet pressure

20 2PT2170 pressure transmitter, auto shut- 010 bar Local Control Module/ -
lube oil pressure down at Operating Safety
engine inlet low pres- Panel
sure

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 221 (450)
3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


21 1TE2170 double temp sensor, alarm at 0120 C engine Control Modules -
lube oil temp engine high temp
inlet

22 1EM2470 electric motor cylin- cylinder - engine Auxiliary Cabinet -


der lubrication lubrication

23 1FE2470A/B1) limit switch cylinders function 0.11 Hz engine Control Module/ -


lubricator line A/B control of Alarm
cylinder
lubricator
line A

24 1PT2570A/B1) pressure transmitter, alarm at 06 bar engine Control Module/ -


lube oil pressure tur- low lube oil Alarm
bocharger inlet pressure

25 2PT2570A/B1) pressure transmitter, auto shut- 06 bar engine Control Module/ -


lube oil pressure tur- down at Safety
bocharger inlet low lube oil
pressure

26 1TE2580A/B1) double temp sensor, alarm at 0120 C engine Control Modules -


lube oil temp turbo- high temp
charger drain

Oil mist detection

27 1QTIA2870 oilmist detector, oil- oilmist - engine - oil mist


mist concentration in supervision detection
crankcase

Splash oil

28 xTE2880 double temp sensors, splash oil 0120 C engine Control Modules -
splash oil temp rod supervision
bearings

Cooling water systems

29 1TE3168 double temp sensor for EDS 0120 C engine Control Module/ -
HT water temp visualisa- Alarm
charge air cooler inlet tion and
control of
preheater
valve

30 1PT3170 pressure transmitter, alarm at 06 bar engine Control Module/ -


3 Engine automation

HT cooling water low pres- Alarm


pressure engine inlet sure

31 2PT3170 pressure transmitter, detection 06 bar engine Control Module/ -


2017-05-02 - 4.7

HT cooling water of low Alarm


pressure engine inlet cooling
water pres-
sure

222 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

No. Measuring Description Function Measuring Location Connected to Depending

3.8 Engine-located measuring and control devices


point Range on option
32 1TE3170 double temp sensor, alarm, indi- 0120 C engine Control Modules -
HTCW temp engine cation
inlet

33 1TE3180 temp sensor, HT - 0120 C engine Control Modules -


water temp engine
outlet

34 1PT3470 pressure transmitter, alarm at 010 bar engine Control Module/ -


nozzle cooling water low cooling Alarm
pressure engine inlet water pres-
sure

35 2PT3470 pressure transmitter, alarm at 010 bar engine Control Module/ -


nozzle cooling water low cooling Safety
pressure engine inlet water pres-
sure

36 1TE3470 double temp sensor, alarm at 0120 C engine Control Modules -


nozzle cooling water high cool-
temp engine inlet ing water
temp

37 1PT4170 pressure transmitter, alarm at 06 bar engine Control Module/ -


LT water pressure low cooling Alarm
charge air cooler inlet water pres-
sure

38 2PT4170 pressure transmitter, alarm at 06 bar engine Control Unit -


LT water pressure low cooling
charge air cooler inlet water pres-
sure

39 1TE4170 double temp sensor, alarm, indi- 0120 C LT pipe Control Modules -
LT water temp cation charge air
charge air cooler inlet cooler inlet

Fuel system

40 1PT5070 pressure transmitter, remote 016 bar engine Control Module/ -


fuel pressure engine indication Alarm
inlet and alarm

41 2PT5070 pressure transmitter, remote 016 bar engine Control Module/ -


fuel pressure engine indication Safety
inlet and alarm
3 Engine automation

42 1TE5070 double temp sensor, alarm at 0200 C engine Control Modules -


fuel temp engine inlet high temp
in MDO-
mode and
2017-05-02 - 4.7

for EDS
use

43 xFCV5075A/B suction throttle valves volume - engine Injection Mod- -


1)
row A/B control of ule /CR
low pres-
sure fuel

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 223 (450)
3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


44 1LS5076A/B1) level switch fuel pipe high pres- 02,000 bar engine Control Unit -
break leakage sure fuel
system
leakage
detection

45 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment 15A/B detection

46 2PT5076A/B1) rail pressure sensors pressure of 02,000 bar engine Injection Mod- -
2 row A/B high pres- ule /CR
sure fuel
system
common
rail

47 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment detection
15A/B

48 xFSV5078A/B valve group for fuel fuel injec- - engine Injection Mod- -
1)
injection tion ule /CR

49 1FSV5080A/B flushing valve unloading - engine emergency stop -


1)
of common valve 1SZV1012
rail high
pressure
fuel system
A

50 1LS5080A/B1) level switch pump- alarm at - fuel leak- Control Module/ -


and nozzle leakage high level age moni- Alarm
row A/B toring tank
FSH-001

51 2LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CS row A/B monitoring
CS

52 3LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CCS row A/B monitoring
CCS

53 4LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
3 Engine automation

leakage pump bank high level leakage


CCS row A/B monitoring
CCS

54 1TE5080A/B1) double temp sensor, remote 0200 C engine Extension Unit -


2017-05-02 - 4.7

fuel temp after flush- indication


ing valve, row A/B and alarm

55 1TE5081A/B1) double temp sensor, remote 0200 C engine Extension Unit -


fuel temp after safety indication
valve, row A/B and alarm

224 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

No. Measuring Description Function Measuring Location Connected to Depending

3.8 Engine-located measuring and control devices


point Range on option
56 1PZV5081 pressure relief valve mechanical - engine - -
limitation of
rail pres-
sure

Charge air system

57 1PT6100 pressure transmitter, for EDS 20 +20 intake air Control Module/ -
intake air pressure visualisa- mbar duct after Alarm
tion filter

58 1TE6100 double temp sensor, temp input 0120 C intake air Control Module/ -
intake air temp for charge duct after Alarm
air blow-off filter
and EDS
visualisa-
tion

59 1TE6170A/B1) double temp sensor, for EDS 0300 C engine Control Modules -
charge air temp visualisa-
charge air cooler A/B tion
inlet

60 1PT6180A/B1) pressure transmitter, engine 06 bar engine Control Module/ -


charge air pressure control Alarm
before cylinders row
A/B

61 2PT6180A/B1) pressure transmitter, - 06 bar engine Control Module/ -


charge air pressure Safety
before cylinders row
A/B

62 1TE6180A/B1) double temp sensor, alarm at 0120 C engine Control Modules -


charge air temp after high temp
charge air cooler A/B

Exhaust gas system

63 xTE6570A/B1) double thermocou- indication, 0800 C engine Control Modules -


ples, exhaust gas alarm,
temp cylinders A/B engine pro-
tection

64 1TE6575A/B1) double thermocou- indication, 0800 C engine Control Modules -


ples, exhaust gas alarm,
temp before turbo- engine pro-
3 Engine automation

charger A/B tection

65 1TE6580A/B1) double thermocou- indication 0800 C engine Control Modules -


ples, exhaust gas
2017-05-02 - 4.7

temp after turbo-


charger A/B

Control air, start air, stop air

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 225 (450)
3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


66 1PT7170 pressure transmitter, engine 040 bar engine Control Module/ -
starting air pressure control, Alarm
remote
indication

67 2PT7170 pressure transmitter, engine 040 bar engine Control Module/ -


starting air pressure control, Safety
remote
indication

68 1PT7180 pressure transmitter, alarm at 040 bar engine Control Module/ -


emergency stop air low air Alarm
pressure pressure

69 2PT7180 pressure transmitter, alarm at 040 bar engine Control Module/ -


emergency stop air low air Safety
pressure pressure

70 1PT7400 pressure transmitter, remote 010 bar engine Control Module/ -


control air pressure indication Alarm

71 2PT7400 pressure transmitter, remote 010 bar engine Control Module/ -


control air pressure indication Safety
1)
A-sensors: All engines; B-sensors: V engines only.
Table 126: List of engine-located measuring and control devices
3 Engine automation

2017-05-02 - 4.7

226 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

4 Specification for engine supplies

4.1 Explanatory notes for operating supplies Diesel


engines
4.1 Explanatory notes for operating supplies Diesel engines
Temperatures and pressures stated in section Planning data for emission
standard, Page 90 must be considered.

4.1.1 Lube oil

Main fuel Lube oil type Viscosity class Base No. (BN)
MGO (class DMA or DMZ) Doped (HD) + additives SAE 40 12 16 mg KOH/g Depending on
sulphur content
MDO (ISO-F-DMB) 12 20 mg KOH/g

HFO Medium-alkaline + 20 55 mg KOH/g


additives
Table 127: Main fuel/lube oil type

Selection of the lube oil must be in accordance with the relevant sections.
The lube oil must always match the worst fuel oil quality.
A base number (BN) that is too low is critical due to the risk of corrosion.
A base number that is too high, could lead to deposits/sedimentation.

4.1.2 Fuel
The engine is designed for operation with HFO, MDO (DMB) and MGO (DMA,
DMZ) according to ISO 8217-2012 in the qualities quoted in the relevant sec-
tions.
Additional requirements for HFO before engine:
Water content before engine: Max. 0.2 %
Al + Si content before engine: Max. 15 mg/kg

Engine operation with DM-grade fuel according to ISO 8217-2012, viscosity


4 Specification for engine supplies
2 cSt at 40 C
A) Short-term operation, Engines that are normally operated with heavy fuel, can also be operated
max. 72 hours with DM-grade fuel for short periods.
Boundary conditions:
DM-grade fuel in accordance with stated specifications and a viscosity of
2 cSt at 40 C
MGO-operation maximum 72 hours within a two-week period (cumula-
tive with distribution as required)
2017-05-02 - 4.7

Fuel oil cooler switched on and fuel oil temperature before engine
45 C. In general, the minimum viscosity before engine of 1.9 cSt must
not be undershoot!
B) Long-term (> 72 h) or For long-term (> 72 h) or continuous operation with DM-grade fuel special
continuous operation engine- and plant-related planning prerequisites must be set and special
actions are necessary during operation.
Following features are required on engine side:

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 227 (450)
4 MAN Diesel & Turbo

Valve seat lubrication with possibility to be turned off and on manually


4.1 Explanatory notes for operating supplies Diesel
engines

In case of conventional injection system, injection pumps with sealing oil


system, which can be activated and cut off manually, are necessary
Following features are required on plant side:
Layout of fuel system to be adapted for low-viscosity fuel (capacity and
design of fuel supply and booster pump)
Cooler layout in fuel system for a fuel oil temperature before engine of
45 C (min. permissible viscosity before engine 1.9 cSt)
Nozzle cooling system with possibility to be turned off and on during
engine operation
Boundary conditions for operation:
Fuel in accordance with MGO (DMA, DMZ) and a viscosity of 2 cSt at
40 C
Fuel oil cooler activated and fuel oil temperature before engine 45 C.
In general the minimum viscosity before engine of 1.9 cSt must not be
undershoot!
Valve seat lubrication turned on
In case of conventional injection system, sealing oil of injection pumps
activated
Nozzle cooling system switched off
Continuous operation with MGO (DMA, DMZ):
Lube oil for diesel operation (BN10-BN16) has to be used

Operation with heavy fuel oil of a sulphur content of < 1.5 %


Previous experience with stationary engines using heavy fuel of a low sulphur
content does not show any restriction in the utilisation of these fuels, provi-
ded that the combustion properties are not affected negatively.
This may well change if in the future new methods are developed to produce
low sulphur-containing heavy fuels.
If it is intended to run continuously with low sulphur-containing heavy fuel,
lube oil with a low BN (BN30) has to be used. This is required, in spite of
experiences that engines have been proven to be very robust with regard to
4 Specification for engine supplies

the continuous usage of the standard lube oil (BN40) for this purpose.

Instruction for minimum admissible fuel temperature


In general the minimum viscosity before engine of 1.9 cSt must not be
undershoot.
The fuel specific characteristic values pour point and cold filter plug-
ging point have to be observed to ensure pumpability respectively filter-
ability of the fuel oil.
Fuel temperatures of approximately minus 10 C and less have to be
avoided, due to temporarily embrittlement of seals used in the engines
fuel oil system and as a result their possibly loss of function.
2017-05-02 - 4.7

4.1.3 Engine cooling water


The quality of the engine cooling water required in relevant section has to be
ensured.

228 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Nozzle cooling system activation

4.2 Specification of lubricating oil (SAE 40) for operation


with MGO/MDO and biofuels
Kind of fuel Activated
MGO (DMA, DMZ) No, see section Fuel, Page 227

MDO (DMB) No

HFO Yes
Table 128: Nozzle cooling system activation

4.1.4 Intake air


The quality of the intake air as stated in the relevant sections has to be
ensured.

4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO and
biofuels

General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.

Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability. 4 Specification for engine supplies
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up Ideally paraffin based

Low-temperature behaviour, still flowable C ASTM D 2500 15

Flash point (Cleveland) C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02


2017-05-02 - 4.7

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heating MAN Diesel &


up to 135 C Turbo ageing
oven1)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 229 (450)
4 MAN Diesel & Turbo

Properties/Characteristics Unit Test method Limit value


4.2 Specification of lubricating oil (SAE 40) for operation
with MGO/MDO and biofuels

Insoluble n-heptane Weight % ASTM D 4055 < 0.2


or DIN 51592

Evaporation loss Weight % - <2

Spot test (filter paper) MAN Diesel & Precipitation of resins or


Turbo test asphalt-like ageing products