Professional Documents
Culture Documents
Technical Documentation Engine Operating Instructions: L 32/40 Edition Only For Information
Technical Documentation Engine Operating Instructions: L 32/40 Edition Only For Information
Technical Documentation Engine Operating Instructions: L 32/40 Edition Only For Information
Engine
Operating Instructions
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . L 32/40
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
6628-- 3
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0 : Telex 5 37 96-0 man d
All copyrights reserved for reprinting, photomechanical reproduction (photocopying/microcopying) and translation of
this documentation or part of it.
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
N 2 Technical details
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites/Warranty
N 3.2 Safety regulations
: : N 3.2.1 General remarks
: : : N 3.2.2 Destination/suitability of the engine
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
: : : N 3.2.5 Safety regulations
N 3.3 Operating media
: : N 3.3.1 Quality requirements on gas oil/diesel fuel (MGO)
: : N 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)
: : N 3.3.3 Quality requirements for heavy fuel oil (HFO)
: : N 3.3.4 Viscosity/Temperature diagram for fuel oils
: : N 3.3.5 Quality requirements for lube oil
: : N 3.3.6 Quality requirements for lube oil
: : N 3.3.7 Quality requirements for cooling water
: N 3.3.8 Analyses of operating media
N 3.4 Engine operation I -- Starting the engine
: : N 3.4.1 Preparations for start/ Engine starting and stopping
: : N 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa
: : N 3.4.3 Admissible outputs and speeds
: : : N 3.4.4 Engine Running--in
N 3.5 Engine operation II -- Control the operating media
: : N 3.5.1 Control the engine/ perform routine jobs
: : N 3.5.2 Engine log book/ Engine diagnosis/Engine management
: : N 3.5.3 Load curve during acceleration/manoeuvring
: : N 3.5.4 Part--load operation
: N 3.5.5 Determine the engine output and design point
: : N 3.5.6 Engine operation at reduced speed
: : N 3.5.7 Equipment for optimising the engine to special operating conditions
: N 3.5.8 Bypassing of charge air
: N 3.5.9 Condensed water in charge air pipes and pressure vessels
: : N 3.5.10 Load application
: N 3.5.11 Exhaust gas blow--off
: N 3.5.12 Charge air blow--off
N 3.6 Engine operation III -- Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.2 Emergency operation with one cylinder failing
: : N 3.6.3 Emergency operation on failure of one turbocharger
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
N 4 Maintenance/Repair
N 5 Annex
: : N 5.1 Designations/Terms
: : N 5.2 Formulae
: : N 5.3 Units of measure/ Conversion of units of measure
: : N 5.4 Symbols and codes
: : N 5.5 Brochures
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Characteristics of engines, Engines produced by MAN B&W Diesel AG have evolved from periods of
justified expectations, continuous, successful research and development work. They satisfy high
prerequisites standards or performance and have ample redundancy of withstanding
adverse or detrimental influences. However, to meet all the requirements
of practical service, they have to be used to purpose and serviced
properly. Only with these prerequisites can unrestricted efficiency and long
useful life be expected.
Purpose of the operating and The operating instructions as well as the working instructions (working
working instructions cards) are thought to assist you in becoming familiar with the engine and
the equipment. They are also thought to provide answers to questions that
may turn up later on, and to serve as a guidance in your activities of
engine operation, checking and servicing. Furthermore, we attach
importance to familiarising you with the functions, relations, causes and
consequences, and to conveying the empirical knowledge we have. Not
the least, in providing the technical documentation including the operating
and working instructions, we comply with our legal duty of warning the
user of the hazards which can be caused by the engine or its components
- in spite of a high level of development and much constructive efforts - or
which an inappropriate or wrong use of our products involve.
Condition 1 The technical management and also the persons in charge of servicing
works (possibly on order) have to be familiar with the operating
instructions and working instructions (work cards). These should all times
be available.
Condition 2 The servicing and overhaul of modern four-stroke engines will in each
case require previous training of the personnel in charge. The level of
knowledge that is acquired during such training is a prerequisite to using
the operating instructions and working instructions (work cards). No
warranty claims can be derived from the fact that a corresponding note is
missing in these.
Condition 3 The technical documentation is valid for one certain order only. There can
be considerable differences to other plants. Informations valid in one case
can lead to problems in others.
1 Introduction
2 Technical details
3 Operation/Operating media,
4 Maintenance/Repair, and
5 Annex
The operating manual is limited to the vital subjects. It mainly focuses on:
- Understanding the functions/coherences;
- Starting and stopping the engine,
operating it in routine and emergency modes;
- Planning engine operation, controlling it in compliance with operating
results and economic criteria,
ensuring operational prerequisites on the engine and the peripheral
systems,
selecting, preparing and treating operating media and
- Maintaining the operability of the engine,
carrying out preventive or scheduled maintenance work,
doing unsophisticated repair work, and contracting and supervising
more difficult work.
The sheet “Scope of supply” The content of the operating manual and structural details of it can be
seen at a glance from the table of contents. We would like to draw your
particular attention to the sheet “Scope of supply” in Section 2. The sheet
named “Scope of supply” lists and briefly describes all the items that were
supplied by MAN B&W Diesel AG. This sheet shows for which
components you may expect to receive assistance and spare parts
supplies from us. This is the scope to which our information, our
maintenance schedules and specifications refer to. Where problems are
encountered with systems for which we have supplied but a few items, it
will possibly be more helpful to consult the system supplier directly, unless
MAN B&W’s scope of supply is mainly concerned, or similar, obvious
reasons apply.
Engine design The operating manual will be continually updated, and matched to the
design of the engine as ordered. There may nevertheless be deviations
between the sheets of a primiarily describing/illustrating content and the
definite design.
Maintenance schedule/ The maintenance schedule is closely related to the work cards of Volume
work cards B2. The work cards describe how a job is to be done, and which tools and
facilities are required for doing it. The maintenance schedule, on the other
hand, gives the periodical intervals and the average requirements in
personnel and time.
Addresses Table 1 contains the addresses of Works of the MBD and of the Technical
Branch Office in Hamburg. The addresses of MAN B&W service centers,
agencies and authorised repair workshops can be looked up in the
brochure “Diesel and Turbocharger Service Worldwide” in Volume A1.
Company Address
Work Augsburg MAN B&W Diesel AG
Stadtbachstraße 1
D--86135 Augsburg
Phone (0821) 322--0
Fax (0821) 322--3382
Work Hamburg MAN B&W Diesel AG
Service Center, Werk Hamburg
Rossweg 6
D--20457 Hamburg
Phone (040) 7409--0
Fax (o40) 7409--104
Technical Branch Office Hamburg MAN B&W Diesel AG
Vertriebsbüro Hamburg
Admiralitätstraße
D--20459 Hamburg
Phone (040) 378515--0
Fax (040) 378515--10
MAN B&W Service Center, Please look up in the brochure
agencies and authorised repair “Diesel and Turbocharger Service
workshops Worldwide”
Table 1. Companies and addresses of the MAN B&W Diesel AG
Contact Table 2 contains the names, telephone and fax numbers of the competent
persons who can give advise and render assistance to you if required.
Your contact
Work Augsburg Work Hamburg MAN B&W Service
Service Center Center, agencies,
Phone (0821) 322-- ... Phone (040) 7409-- ... authorised repair
Fax (0821) 322-- ... Fax (o40) 7409-- ... workshops
Service Engines Waschezek ST Taucke ST4 Look up in the brochure
Phone ... -- 3930 Phone ... -- 149 “Diesel and Turbochar-
Fax ... -- 3838 Fax ... -- 104 ger
g Service Worldwide”
Service Turcharger Nickel AS i Volume
in V l A1
Phone ... -- 3994
Fax ... -- 3998
Service Spare parts Stadler SK
Phone ... -- 3580
Fax ... -- 3574
Table 2. Persons to be contacted, telepone and fax numbers
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 2 Technical details
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Items supplied The next page is a list of the items we have supplied. We are giving you
this list to ensure that you contact the right partner for obtaining
information/assistance.
For all items supplied by us ... For all questions you have on items supplied by us, please contact
- MAN B&W Diesel AG in Augsburg,
and for typical service questions,
- MAN B&W service centers,
- agencies and
- authorised repair workshops all over the world.
For all items not supplied by us ... For all items not supplied by us, please directly contact the subsuppliers,
except the components/systems supplied by MAN B&W Diesel AG are
concerned to a major extent or similar, obvious reasons apply.
The engine 32/40 supplements Engines with the type designation L 32/40 are turbocharged, unidirectional,
a successful engine series -- four-stroke, in-line engines with a cylinder bore of 320 mm and a stroke of
136 engines sold (status: 12/96) 400 mm. They are used for marine propulsion and auxiliary applications,
and as stationary engines in power stations. The characteristic features of
the larger engine types of MAN B&W Diesel AG’s production programme
have been adopted for this engine. The engine benefits from the design
principles and the rich experience gained with approx. 550 engines (status
12/96).
Characteristics in key words When viewing onto the coupling end, the exhaust gas pipe is at the right
(exhaust side AS), and the charge air pipe at the left (exhaust counter
side, AGS).
The engine has two camshafts. One of them is used for inlet/exhaust
valve actuation on the exhaust side, the second one serves to drive the
injection pumps on the exhaust counter side. Hydraulically actuated
adjusting device permit to adjust both the valve timing and the injection
timing, depending on the design ordered.
The turbochargers and charge-air coolers are at the coupling end on most
of the propeller propulsion engines, and at the free engine end on
generator engines. Cooling water and lube oil pumps can be driven via a
drive unit on the free engine end.
The engine can be operated on fuel oil of up to 700 mm2/s at 50 C up to,
and including CIMAC H/K 55. It can be adapted to operation on MDO, if
desired.
Engines of the type L 32/40 have a large stroke/bore ratio and a high
compression ratio. These characteristics facilitate an optimisation of the
combustion space geometry and contribute to a good part-load behavior
and a high efficiency.
The engines are equipped with MAN B&W turbochargers of the NR type.
Figure 1. 9--cylinder engine L32/40 four--stroke engine viewed from the exhaust counter side
Crankcase
Crankcase/ The engine crankcase is made from cast iron. It is solid and designed to
crankshaft bearing/ be very rigid. Tie rods extend from the lower edge of the hanging base
tie rod bearing up to the upper edge of the crankcase and from the upper edge of
the cylinder head to the diaphragm. The bearing cover of the crankshaft
bearing is, in addition, laterally braced to the casing. The control drive and
the vibration damper casing are integrated in the crankcase.
Cooling water/lubricating oil The crankcase has no chambers for water. Lubricating oil is fed to the
engine through a distributor pipe cast into the casing. Tie rod bore holes
and the tie rod fulfill a dual task: they keep components under initial
tension and they also help in oil distribution. The tie rod is sealed at the
height of the crankcase diaphragm.
Access Parts of the running gear are easily accessed through large covers on the
longitudinal sides. The crankcase covers on the exhaust side have safety
valves (generally on marine engines, on stationary engines in some cases
only).
Oil sump
The oil sump is welded from steel plate. It catches any oil dripping from
the partsof the running gear and feeds it to the lubrication oil tank lying
below.
Crankshaft bearing
Bearing cap/tie rod The covers of the crankshaft bearing (Figure 3, on left) are arranged in a
hanging position. They are held by the frame tie rods which pass through.
Cross-tensioning by additional tie rods is used to keep the form of the
bearing body stable. They prevent lateral yielding of the crankcase under
the effective ignition pressures.
Locating bearing The locating bearing which determines the axial position of the crankshaft
is arranged on the first inner bearing pedestral. It consists of a flange
forged onto the crankshaft, the axially arranged butting rings with AISn
running layer and the bearing body set over this. Only the upper half of the
locating bearing flange is supported.
Bearing shells The bearing shells of all crankshaft bearings consist of a steel supporting
shell, a bonding layer and a light metal running layer.
Crankshaft
Crankshaft/counter weights/ The crankshaft is forged from a special steel. It is arranged in a hanging
drive wheel position and has, per cylinder, 2 counterweights held by undercut bolt to
balance the oscillating masses. The drive wheel for the geared drive
consists of 2 segments. They are held together by 4 tangentially arranged
screws. The locating bearing flange is connected to this by cap screws.
Figure 4. Crankshaft with drive wheel, locating bearing flange and attached
counterweights.
Flywheel The flywheel, which is made from spheroidal graphite iron, is arranged on
the crankshaft flange at the coupling end. Through the flywheel or its
geared rim, the engine can be turned over during maintenance work by a
turning gears.
Torsional vibration
Connecting rod
Connecting rod with two parting The so-called marine-type connecting rod was selected for the con-rod
lines design. The parting line lies above the connecting rod bearing. On pulling
the piston, the connecting rod bearing does not have to be open. This has
advantages for operational safety (no change in position, no new
adjustments) and this construction reduces the piston removal height.
Bearing shells The bearing shells are identical to those of the crankshaft bearing.
Thin-walled shells with a light-metal layer are used. The bearing cover and
bearing body are screwed together using undercut bolts (studs).
Pistons
Constructive characteristics Basically, the piston consists of two parts. The lower part consists of
spheroidal graphite iron. The piston crown is forged from high-quality
material. The choice of material and constructive design mean high
resistance to the ignition pressures which occur and they allow slight radial
clearance of the piston ring. Slight radial clearance and the differential
piston construction reduce the mechanical load on the piston rings,
prevent the entry of abrasive particles and protect the oil film from
combustion gases.
Cooling The special form of the piston crown allows for effective cooling. Cooling is
supported by the shaker-effect internally and externally as well as by an
additional row of cooling bore holes in the exterior. In this way, the
temperatures are controlled so that wet corrosion in the ring grooves can
be avoided. The ring grooves are inductively hardened. It is possible to
re-finish them.
The piston is cooled using oil which is fed through the connecting rod. Oil
is transferred from the oscillating connecting rod to the upper part of the
piston using a funnel on spring bearings which slides on the outer contour
of the connecting rod eye.
“Differential piston” The piston crown has a somewhat smaller diameter than the remaining
running surface. This design of piston is called a differential piston. An
explanation of the purpose of the step can be found under the “Cylinder
liner“ point.
Piston rings The upper and lower parts are connected with one another using undercut
bolts. To seal the piston from the cylinder liner, there are 3 compression
rings and an oil control ring. The first compression ring has a
chrome-ceramic coating. The second and third rings are chrome plated. All
rings are arranged in the wear-resistant and well cooled steel crown.
Piston pin The piston pin is floating mounted and fixed axially using retaining rings.
There are no bore holes to affect the formation of oil film and the strength.
Cylinder liner/ The cylinder liners are made from special cast iron and have a spheroidal
Backing ring/ graphite iron backing ring in the upper part. This is centred in the
Top land ring crankcase. The lower area of the cylinder liner is guided by the diaphragm
of the crankcase. There is a so-called top land ring on the collar of the
cylinder liner.
The division into three components, i.e. into cylinder liner, backing ring and
top land ring allows the best possible design with regard to security from
deformation, cooling, and the guarantee of minimal temperatures of certain
parts.
Figure 10. Cylinder liner, top land ring and backing ring
Combined effect of differential The top land ring which projects over the cylinder liner bore hole has a
piston/top land ring combined effect with the set-back piston crown of the differential piston, in
that coke deposits on the piston crown no longer touch the running surface
of the cylinder liner. In this way, bore polishing, which prevents good
adhesion of lubricating oil, can be avoided.
Figure 11. Combined effect of top land ring and differential piston
Cooling The cooling water reaches the cylinder liner through a pipe which is
connected to the backing ring. The water flows through the bore holes of
the top land ring (jet cooling) and flows on through bore holes in the
Using bore holes in the backing ring, the top land ring and cylinder head
can be checked for gas tightness and cooling water leakages.
Bild 13. Work steps in dismantling the cylinder liner -- top land ring/piston/cylinder liner
The cylinder heads are made of spheroidal graphite iron. They are
pressed to the top land ring using 4 studs. The strong bore-hole cooled
floor of the cylinder head as well as the ribbed reinforced inner guarantee
a high level of shape-dependent strength.
Valves in the cylinder head The cylinder head has two inlet and two exhaust valves, one starting
valve, one indicator valve and (if used as marine engine) one safety valve.
The fuel injection valve is centrally located between the valves. It is
enclosed in a sleeve which in the lower part is sealed against the cooling
water space and also against the combustion space.
Connections The connections between the cylinder head and the exhaust gas manifold,
the connections inside the charge air pipe and to the cooling water system
and starting air pipe use quick-lock, clamped and plug-in connectors.
Figure 15. Cylinder head with valves and charge air pipe section
Rocker arm casing/valve drive The cylinder head is closed at the top by the rocker arm casing and a
cover, through which the valves and the injection valve are easily
accessible.
Arrangement of the control The control drive is integrated into the crankcase. It is located at the
drive and the intermediate coupling end between the first crankshaft bearing and the external bearing
wheels or the casing. The drive of the camshaft phasing gears is carried out over
two spur toothed intermediate wheels from the gear rim to the crankshaft.
The first intermediate wheel has a large gear rim on the drive side and a
small one on the power take-off side. The second intermediate wheel is
attached to both camshafts. It drives the injection camshaft and the valve
camshaft on the opposite side of the engine.
Lubrication oil supply The control drive does not have any external oil feed lines. The oil supply
of the bearing bushes and the meshing occurs through drill holes/
channels/short pipes in the crankcase and spray nozzles connected to it.
These must not be removed in disassembling intermediate wheels.
Camshaft
2 camshafts The engine has 2 camshafts, both consisting of cylinder length sections.
One camshaft activates the gas exchange, the other the fuel injection
pumps.
Adjustable camshaft (with This solution allows the injection camshaft to be adjusted according to the
additional equipment) operating conditions and it relieves the valve camshaft of rotary oscillation
excitement through the fuel injection pump. The camshafts are carried on
tunnel bearings. The inserted bearing bushes consist of a steel jacket with
a thin runner layer of lead bronze.
Both camshafts are picked up in the frame contour. They are covered by
easily removable light metal covers.
Camshaft number The injection camshaft has one cam per cylinder. The valve camshaft
carries two double cams per cylinder, one cam half each being used in
full-load operation, the second half being operative with the camshaft
shifted to part-load operation.
Figure 3. Valve camshaft with shifting device (special design, reference 017)
Thrust bearing There are thrust bearings to position the camshafts in a longitudinal
direction. In camshafts without a regulating device, they are arranged at
the coupling end. In injection camshafts with a regulating device, the thrust
bearing is located at the free end of the engine. It is used to absorb the
thrust load which occurs on moving the camshaft.
Valve gear
Camshaft-- arm--push rod The drive of the push rods for the inlet and exhaust valves occurs from the
valve camshaft over inlet and exhaust rockers, which are carried on a
common bearing block and it picks up the cam movement over a roller.
Activating the valves using The movements of the push rods are transmitted in the cylinder head to
levers and yokes short levers which transfer these movements to guided yokes (see Figure
under ”Cylinder head”). The yokes activate two identical valves
respectively. The bearing block of the drive lever (the rocker arm housing)
Figure 4. Valve drive on the exhaust side using inlet and exhaust rocker arms
Valves
Valves/valve guides There are two inlet and two exhaust valves per cylinder head.They are
guided using the valve guides inserted in the cylinder heads.
Valves/seat rings The valve disk of the inlet and exhaust valve is armoured. In contrast to
the inlet valve, the seat ring of the exhaust valve is also armoured. Cooling
water flows around the inner side of the seat rings inserted in the cylinder
head.
Barring gears The inlet valves are turned using rotocaps. The exhaust valves have
propeller blades on the shaft above the disk, which the valves turn using
the gas current flowing past. Rotation is possible through the thrust
bearing on the upper end of the valve.
The barring gears guarantee gas-tight valve seating and thus extended
periods between overhauls.
Speed governor
System components The speed and performance control systems consist of an electronic
control device, an electromechanical final positioning device, a speed
setting device and speed pick-up. The speed recorders k-up the actual
speed of the engine.
Efficiency principle In the electronic control device, the difference between the target speed
and the actual speed is calculated. If they differ from one another, then a
correction signal is created. It is transferred to the final positioning device
and there converted into a rotation. This rotation moves the control rod of
the fuel injection pump, i.e. the amount of fuel injected into the cylinder is
changed.
Arrangement/Drive The fuel injection pumps are arranged on the opposite side to the exhaust
over the camshaft casing. The drive through the fuel pump cam occurs
through the tappet pot in which the track roller is carried. The stroke
movement of the tappet pot is transferred directly to the spring loaded
pump piston.
Method of operation The fuel is fed to the middle area of the pump cylinder through an annulus.
The baffle screws are also arranged here. They can be easily replaced in
the case of wear through cavitation. The pump cylinder is closed at the top
through the valve body. The constant pressure relief valves (GDE valves)
are arranged here. The GDE valves prevent cavitation and pressure
fluctuations in the system. This prevents the injection valve dripping.
Charge setting The capacity is set according to the required performance speed
combination by turning the pump piston and thus the control edge. This
A fuel leakage run-off under the baffle screws prevents fuel entering the
lubrication oil and (in MDF-mode) there is an additional oil prevention
connection.
Charge/control rods
The final positioning device The admission linkage is operated by the governor or positioner, the lever
activates the regulating shaft motion of which is transmitted to the regulating shaft at the coupling end of
the engine. This regulating shaft is supported in pillows bolted to the crank
case before the injection pumps, and moves the nuckle joints which in turn
shift the admission linkage of the injection pumps.
Buchling levers The buchling levers allow the engine to be stopped and started when the
control rods are locked due to its spring loaded tipping mechanism.
Charge display The position of the rods can be displayed using signals which are created
by an inductive position pick-up.
Injection pipes
Injection pipes with protecting The injection pipes between the fuel injection pumps and the injection
tube valves are surrounded by two-part protecting tubes for safety reasons. The
protecting tubes drain any possible leaking fuel to a common fuel leakage
pipe.
Injection valve
Fuel speed The injecection valve is arranged centrally in the cylinder head. The fuel is
supplied from the exhaust counter side using a lance which is guided
through the cylinder head and which is screwed to the nozzle body. The
fuel is injected directly into the combustion chamber.
Cooling The injection valves is cooled using water (as a rule) or diesel oil. Coolant
entry and exit lie in the centre area of the valve. The water supply and
removal occur separately from the cylinder cooling through pipes which lie
on the exhaust side (water) or on the exhaust counter side (diesel oil).
Supercharged system/turbocharger
Fresh air is drawn in through an effective silencer or air intake socket. The
rotor of the turbocharger runs on both sides in rotating plain bearing
bushes. These are connected to the lubricating oil system of the engine.
The fresh air drawn in and compressed by the turbocharger is led through
a double diffuser to the casing in front of the charge-air cooler. It is cooled
down in a charge-air cooler or (in case of stationary plants) in an air-to-air
cooler and led to the cylinders via the charge-air pipe. The charge-air
cooler is of the one-stage design for the admission of fresh water (for
two-stage charge-air coolers, refer to ident. No. 007b).
The charge-air pipe is divided into units each having the length of a
cylinder. They are connected to one another by means of pipe couplings.
This design allows simple dismantling of the cylinder heads.
Exhaust pipe
The exhaust pipe lagging consists of elements, each extending over one
cylinder. The metal sheets have insulating jackets on the inside and can
be removed after loosening a few screws.
Lubricating oil inlet/ All lubrication points of the engine are connected to a common oil pressure
lubricating oil route circuit. The lubricating oil inlet flange is located at the free end of the
engine. The oil passes from the distributor pipe integrated in the frame to
the main bearing. From there, the route passes through the crankshaft to
the big-end bearing and through the connecting rod into the piston crown.
From the piston crown, the oil runs back to the oil sump.
The spray nozzles for the camshaft drive gear are supplied with oil through
ducts in the crankcase and internal pipes. The bearings of both camshafts
and the cam follower shafts (via a short pipe) are also connected to the
distributor pipe by means of cast bore holes. The camshaft thrust bearing
is supplied with oil from the outside.
On the exterior of the engine, i.e. on the exhaust counter side, further
supply pipes lead to the injection pump (tappet cup/sealing oil and to the
rocker arm axles in the cylinder head.
The control pistons and bearings of the camshaft adjustment device are
supplied from outside by means of separate pipes. This also applies to the
bearing of the turbocharger.
The lubricating oil system is equipped with a pressure control valve which
keeps the oil pressure upstream of the engine constant independent of the
speed.
Lubricating the cylinder liners The running surfaces of the cylinder liners are lubricated by means of oil
spray and vapour. The piston ring package is supplied with oil from below
via bore holes in the cylinder liner. The oil is led from the exhaust counter
side through the diaphragm of the frame. This is ensured by a block
distributor to which the oil is led via a delivery pump from the inlet pipe.
Fuel pipes
Fuel inlet/fuel return The engine is supplied with fuel via a manifold which is arranged on the
exhaust counter side. The injection pumps are fed from this pipe.
Excessive fuel is admitted to a return manifold. The connections of both
pipes lie at the free end of the engine, where also the associated buffer
pistons and, in case of stationary plants, the pressure retaining valve are
arranged. The buffer pistons are used to reduce pressure surges in the
system. The pressure retaining valve in the fuel return pipe keeps the
system on the engine side under pressure, so that no steam bubbles
arise.
The fuel manifolds are heated by means of the steam supply pipe located
inbetween. The steam return pipe heats the leakage oil pipe which is used
to discharge leaking fuel.
The following are cooled: the The backing rings of the cylinder liners and the cylinder heads are supplied
cylinders, the charge-air cooler, with fresh water. The charge-air cooler can be impinged with fresh water,
the injection nozzles raw water or sea water. The cooling of the injection nozzles is effected by
means of a separate system.
Cooling water inlet/ The cooling water inlet flange for cylinder cooling is located at the free end
cooling water return of the engine. The pipe lies on the crankcase (rear) on the exhaust side.
From there, connections are led to the backing rings of the cylinder liners
(at the bottom). The following are cooled:
- the bore holes of the top land ring and
- the cylinder head with the valve seat rings.
Route of the cylinder cooling The cylinder head is cooled starting from the annulus around the cylinder
water head bottom. From there, the water flows through bore holes into the
annulus between the injection valve recess and the inner part of the
cylinder head. To some extent, it only arrives there after flowing around the
valve seat rings. From this annulus, the remaining large cooling spaces of
the cylinder head are filled. The discharge of the water is effected via the
slipped-on overspill sleeve over the upper area of the backing ring to the
return manifold, which is located near the supply pipe (front). It leads the
heated water to the charge-air cooler or back into the system.
The supply and return pipes for the nozzle cooling water are located
underneath the charge-air pipe.
Venting/drainage At the uppermost points of the cylinder heads and the charge-air cooler, a
permanent venting pipe is connected. For draining the cylinder heads and
backing rings, the supply pipe must be emptied.
Crankcase venting
Venting valve The crankcase venting connection is located on top of the crankcase or on
the exhaust side. The connection/the casing together with the fitting on
the casing serve the purpose of pressure compensation as against the
atmosphere. Overpressures in the crankcase are reduced by lifting the
curved valve shell. On the other hand, the valve shell prevents that air is
admitted in case there is a fire in the crankcase. Leakage oil, which
accummulates in the fitting, is returned to the crankcase.
Relief valve Further relief valves are arranged in the casing covers of the crankcase.
These permit a fast reduction of pressure in case of an explosion in the
crankcase.
Starting device
Main starting valve The connection from the air bottles to the starting valves in the cylinder
heads is opened/closed by the main starting valve provided in between.
Control air pipes and control valves are required to operate these valves.
The main starting valve is mounted on the free engine end of the
crankcase.
Starting valve The starting valves are arranged in the cylinder heads, near the valve gear
casings. The compressed air supply is effected via a plug connection
between cylinder hed and backing ring from a distributor pipe, arranged
behind the injection pumps. The valve movement is initiated by means of
a control piston.
Starting slide valves The starting slide valves are arranged near the injection pumps. They are
connected to the main starting valve via a common control air pipe, and to
the starting valves individually via control air pipes. Some of the control air
under pressure flows from the starting slide valve through a fitting resp. a
Figure 8. Interior view of the standardised switch cabinet with alarm and safety
system (left) as well as controls (right). Tableau (control station) in the left door
In case of marine engines: Control and monitoring of modern marine engines takes place by means of
standardised control cabinet prefabricated system elements, installed in a control cabinet. Depending
on the definition of the scope of supply, it covers the following elements:
- The remote control system with equipment for manual remote
start/remote stop including start blocking/start release and coupling
control,
- the safety system, with, among other things, ??? equipment for
manual/automatic emergency stop, automatic load reduction and
override command,
- the alarm system with monitoring of limit value, wire break and
malfunction of devices,
- the indicating system for operating values and operating conditions,
- diverse controls for auxiliary devices, e.g. for the injection and valve
timing adjustment, the cylinder lubrication, for temperature control and
so on, as well as
Tableau for control and The data processing for these input and output signals is effected in
monitoring programmable compact controls. With the aid of a tableau (control
station), integrated in the door of the control cabinet, the engine can be
controlled and monitored, the listed functions can be controlled. For this
purpose, two keyboards and a display are available. On the display,
operating values and operating as well as control conditions are indicated
in uncoded text.
Arrangement variant In case, the control cabinet is not arranged in the engine control room but
in the engine room, the control station can be installed in a desk in the
engine control room.
The connection between the engine’s main terminal box and the control
cabinet is effected via ready-to-install trunk cables which can be plugged in
on both sides.
In case of engines for In case of stationary plants, this prefabricated system, which can partly be
stationary applications ... tested together with the engine, is used in exceptional cases only. For
such plants, it is reasonable to combine the control and monitoring scope
of the engine with that of the complete plant and to contract it to one
supplier. Therefore, only a terminal box including the desired controls for
the auxiliary equipment will be delivered, as a rule,
Effective heat utilisation or A two-stage charge-air cooler instead of a single-stage design. The
improved operation values location is the same. Two-stage charge-air coolers are primarily used to
in low-load operation ensure effective heat utilisation. They permit, on the other hand, to
improve the operating performance in low-load operation by switching off
the 2nd stage, i.e. by increasing in the charge-air temperature.
Reduction of fuel consumption or Injection time adjusting system for advancing or retarding the ignition
reduction of the NOX emission (”earlier” or “later”). This system permits in the service speed range to
increase the ignition pressure to the design level, thereby distinctly
improving the fuel economy. Alternatively, adjustment in the “later”
direction results in a drop of the ignition pressure and therefore in reduced
NOX emission.
The shifting of the camshaft carrying two double cams each per cylinder
for part load/full load permits the timing to be matched to the loading.
The valve overlap is altered with the object of preventing backflow from
the exhaust to the inlet side under part-load conditions and thereby
improving the engine operating data in general. See Section 2.4.
This device permits a slow turning of the engine by approx. two revolutions
to verify whether all cylinder spaces are free from liquid media for the
subsequent starting attempt. This device relies on the existing starting
system and uses a reduced starting air pressure of approx. 8 bar.
Rigid mounting, The least sophisticated way of mounting the engine on its foundation,
indirect resilient mounting, whether in stationary systems or marine propulsion plants, is the rigid
semiresilient mounting, mounting. Where this way of mounting is chosen, the dynamic forces (as
resilient mounting excited by the torque variations and the free inertia forces and mass
moments) and structure-borne noise are introduced into the foundation.
The engine/generator assembly in stationary systems is therefore
frequently mounted on a resiliently seated foundation block (indirect
resilient mounting), whereby the excitation of vibrations and the
transmission of structure-borne noise to the periphery is reduced. To reach
this effect in marine propulsion systems, too, either a semiresilient
mounting on steel diaphragm plates, or the more expensive method of
direct resilient mounting is used. This provides for a vibratory isolation of
the engine from the foundation, and by the use of a highly flexible coupling
also from the driven elements.
The accessory drive at the free engine end is required for driving cooling
water and/or lube oil pumps. It consists of a gearwheel which is attached
to the free end of the crankshaft beside the torsional vibration damper.
It is possible to mount two cooling water pumps (282) and two oil pumps
(284).
Figure 3. Engine mounted pumps (cooling water, at the top/lube oil, at the bottom)
The temperatures of the main bearings (and of the outboard bearing) are
picked up directly underneath the bearing shells, in the bearing caps.
Resistance temperature sensors (Pt 100) in oiltight mountings are used for
this purpose. The measuring liners are run inside the crankcase up to the
cable duct level on the exhaust side, where they are taken to terminal
boxes on the outside.
Figure 1. Fresh air/charge air/exhaust gas systems. Variants in Figure 1a -- silencer, 1b -- intake casing, 2a -- cooler, one--stage
Exhaust gas route The exhaust gas is emitted from the cylinder head at a point opposite the
charge--air pipe. It collects in the exhaust gas manifold (18) and flows to
the turbine side of the turbocharger. Thermocouples fitted in the cylinder
heads and upstream and downstram of the turbocharger monitor the
temperatures. The exhaust gas manifold also consists of individual
sections the length of a cylinder. The connection to the cylinder head uses
a clamped joint, bellows--type compensators connect the manifold sections
with each other and with the turbocharger. The exhaust gases leave the
turbine wheel in axial direction. The plain bearings of the turbocharger are
supplied with oil from the engine lube oil system.
Condensed water Condensed water pipes (15) are connected to the casing of the charge--air
cooler and the leading end of the charge--air pipe. Water that accumulates
is drained via the float valve (16). The lockable overflow pipe (17) should
be connected to the plant--specific monitoring system.
Cleaning the charge--air cooler Charge--air coolers can be flushed in the as--installed condition using liquid
cleansers. For this treatment, dummy plates are to be inserted
downstream of the turbocharger and upstream of the charge air pipe.
Turbocharger cleaning: Nozzles (19) are provided in the intake casing or silencer for the regular
Use water on the compressor cleaning of the compressor wheel and compressor casing of the
side turbocharger. Water is injected through these nozzles. The cleaning effect
is produced by the high impact energy of the water droplets thrown against
the rotating wheel.
The water is either contained in the tank (21) and ejected by pressurised
charge air at connection A (variant 1 in Figure 2), or it is filled into an
injector (22) in which pressure is built up by an air pump (23), so that the
water is displaced by the air cushion (variant 2).
3 Turbocharger
25 Fittings
26 Tank
27 Ejector
C Turbine cleaning
F Freshwater/drinking
water
J Exhaust gas coming
from engine
M Compressed air
N Cleaning medium
(granulate)
Figure 3. Turbine cleaning systems using water (left) or granulated solids (right)
The reducing valve and orifice plate (31) permit to adjust the pressure and
the flow rate. An appropriate control ensures that an adequate volume of
air is available for engine starts. (Figure 4).
4 Compressor
5 Turbine
30 Admission bore hole
31 Orifice plate
M Compressed air
O Control air
Charge--air bypass The charge--air bypass (variant 1 in Figure 5) serves to improve the engine
performance under part loads. With the shut--off flap (40) opened, charge
air flows through the bypass (41) into the exhaust gas pipe, whereby the
Charge--air blow--off The charge air blow--off (variant 2 in Figure 5), the use of which is limited
to the ship’s service at full load under arctic conditions and to the operation
of stationary engines under overload, is also controlled by a shut--off flap,
or a spring--loaded valve. This device serves to limit the charge--air
pressure and the ignition pressure. The excess charge air is released into
the engine room (43). There is no connection to the exhaust gas pipe.
Tip! For details on the symbols and codes used, please refer to
Section 5
3 Turbocharger
40 Shut--off flap
41 Bypass
42 Actuator cylinder
43 Blow--off
Compressed air is required for starting the engines and for a number of
pneumatic controls. A pressure of $30 bar is required for starting. A
pressure of 30 bar, 8 bar or lower pressures are required for the controls.
The relevant systems are supplied from 30 bar compressed air containers,
via the connection 7171. To ensure proper and reliable performance of the
control valves even under reduced pressure in some of the compressed
air containers after preceding starting attempts, marine main engines have
a second compressed air connection 7172. Control air is supplied via this
connection from a separate compressed air container. Check valves
prevent that pressure equalisation occurs.
Brief The following are the primary elements for engine starting (Figure 1)
- the main starting valve (1) with the control valve M 317, located at the
free engine end,
The reducing valve M 409 in the control console receives pneumatic air
from connection B of the main starting valve or via a second connection
downstream of filter M 462.
The second line branching off c serves to supply control air via branch d to
the valve M 329/1. The branched--off line at d connects the valve M 306
on the turning gear to the valve 329/1.
When the compressed air container is opened, air is admitted to the main
starting valve, to valve M 317, to valve M 371/1 (if applicable), to valve
M 329/2, to the operating system and to valves M 306 and M 329/1.
Starting process Starting is initiated by a pulse coming from the control or remote control
(description part 1) system and applied to valve M 329/1.
This valve is used in case of emergency to start the engine by hand. The
valve causes the valve upstream of the valve combination M 329/1 to be
opened, on the condition that the turning gear is disengaged, i.e. the valve
M 306 is in the fully open state. In this case, the valve combination
M 329/1 is definitely opened. This allows free passage of the air to the
control side of valve M 317. The valve is changed over. Connections A
and E on the main starting valve, which previously were under pressure
thereby keeping the main cone closed and the air discharge valve opened,
are now no longer under pressure. This causes the main starting valve to
open and the air discharge valve to close. Please refer to figure 4. As a
result, air flows to the starting valves in the cylinder heads. At the same
time, the booster servomotor (if applicable) is actuated and the fuel
admission limitation is activated.
Main starting valve The valve cone of the main starting valve remains closed as long as the
input side is without pressure. As soon as the compressed air pipe is
opened, the pressure applied to the shoulder tries to open the valve cone
against the resistance of the compression spring force and the pressure at
connection A which is transferred to the annular surface R. Connection E
is in this condition also under pressure, i.e. the venting valve is opened. As
soon as the control effects changeover of the valve M 317, connections A
and E are depressurised. The main valve cone is opened, the venting
valve is closed by the effect of the pneumatic pressure building up in the
outlet housing.
SV Safety valve
Entl Venting
S Shoulder
R Annular surface
A-E Connections on the
valve (see Figure 1)
Starting process When the valve M 329/1 is opened, the starting slide valves are under
(description part 2) pressure. As soon as the starting cam locks the pressure pipe on one of
the cylinders, the slide valve is changed over and control air is admitted to
the starting valve. The starting valve is opened as a result, and the full flow
of air is admitted to the combustion space. The piston is forced downward.
The crankshaft and the camshaft are rotated. As a result, the next starting
slide valve is changed over and air is admitted to the next cylinder.
Starting slide valve Operation of the starting slide valves is controlled by the rotation of the
camshaft causing the cams to clear the previously locked pressure pipe.
The starting periods for the individual cylinders overlap so that a safe
starting procedure is ensured at any crankshaft position.
1 Starting valve
2 Cylinder head
3 Backing ring
4 Cylinder liner
5 Fuel injection valve
6 Housing top part
7 Housing bottom part
8 Plunger/valve cone
9 Compression spring
Indicator valve Indicator valves for connection of cylinder pressure gauges are screwed
safety valves into the cylinder heads directly, or (on marine main engines) together with
spring--loaded safety valves into the pipe sections, which are connected
there.
Flame trap Flame traps are installed at the connections of the starting air pipe to the
backing rings of the cylinder liners. They serve the purpose of preventing
backfire effects on defective starting valves.
Decompression of the line prior The decompression cock is to be opened prior to servicing work to prevent
to assembly work that a pressure can build up at the main starting valve as a result of
leaking pressure vessel shut--off elements which is high enough to induce
inadvertent operation of the turning gear.
Emergency stop For fast engine shutdown in emergency cases, there is an emergency stop
device. It consists of the valve combination M 329/2, an air line arranged
behind the fuel oil pumps, and of emergency stop pistons acting on the
fuel racks of the fuel pumps. When this device is operated, the valve which
is provided ahead of the unit is opened manually or electrically.
Compressed air also opens the second valve, whereupon air flows through
the distributor pipe to the stop pistons of the injection pumps to set the fuel
racks to zero admission. The articulated levers permit a stop
independently of the setting of the fuel racks and the governor.
Slow--turn device The opening of indicator valves is not ensured on engines that are started
in the automatic mode. On these engines, the slow--turn device is actuated
prior to starting.
Tip! For details on the symbols and codes used, please refer to
Section 5.
From the admission flange to The fuel is supplied to the engine on its front face/at the connection 5671
the injection valve (see Figure 1). The injection pumps (3) are connected to the distributor
pipe (1) at the exhaust gas counter side by short pipe sections (2). They
deliver the fuel oil under high pressure through the injection pipe (11) to
the injection valves (12). The injection pumps are operated by cams on the
camshaft (4).
1 Distributor pipe 8 Heating pipe for leaked 5671 Fuel oil admission
2 Branch pipe oil/pipe 5699 Fuel oil recirculation
3 Injection pump 9 Leaked fuel oil pipe 8171 Steam supply
4 Camshaft/cams 10 Leaked fuel oil manifold 8199 Steam recirculation
5 Overflow pipe 11 Injection pipe 5681 Leaked fuel drain
6 Manifold 12 Injection nozzle
7 Heating pipe for fuel oil 13 Buffer piston
pipes 14 Pressure sustaining valve A Lock oil (MDF
(stationary engines) operation)
B Lube oil
C Cooling water/Diesel
fuel oil
1 Casing
2 Valve body
3 Pump barrel
4 Pump plunger
5 Compression spring
6 Spring plate
7 Tappet cup
8 Crankcase
9 Fuel rack
10 Regulating sleeve
11 Emergency stop piston
Excess fuel Excess fuel not needed by the injection pumps is passed through the
overflow pipe (5) and delivered into the manifold (6) which returns it to the
system at connection 5699. This arrangement ensures that
- there is always an adequately large amount of pressurised fuel
available,
- pre--heated fuel can be circulated for warming up the piping system and
the injection pumps prior to engine starting, and
- the necessary fuel oil temperature can be better maintained.
Buffer piston The suction and spill effects of the injection pump plungers produce sharp
pressure fluctuations in the distributor pipe and recirculation pipe. Such
pressure pulsations are reduced by the spring--loaded buffer pistons (13)
at the entry and outlet of the pipes.
Steam and leaked fuel pipes A steam pipe (7) equipped with the connection 8171 is between the
distributor pipe (1) and the recirculation manifold (6). This steam pipe
serves to heat the fuel oil pipes. The steam return pipe (8) with the
connection 8199 serves to heat the leaked fuel pipe (10). Fittings to
connect the leaked fuel pipes (9) are on the injection valves, the injection
pumps and the buffer pistons. The manifold (10) delivers the leaked fuel to
connection 5681.
Covering Fuel distributor pipes and fuel manifolds, as well as the injection pumps
and injection pipes are enclosed. To monitor this enclosed space and
specifically the injection pipes within and the leaked fuel manifold are
monitored for leakage by control elements in associated systems.
Plant--related system
Pressurised system One pipe each connects the service tanks for heavy fuel oil (1) and Diesel
(for marine engines) fuel oil (2) -- see Figure 4 -- to the three--way cock (15). The fuel is passed
from this three--way cock through the duplex filter (3) to the supply pumps
(5) and through the automatic filter (7) or standby filter (8) to the mixing
tank (11), from where it continues through the booster pump (12), the final
preheater (14), the viscosity measuring and control unit (18) and the
duplex filter (19) to the distributor pipe on the engine.
The automatic filter (7) serves as the service filter as a standard. The
standby filter (8), which is to be cleaned manually, should only be used
while the automatic filter is inoperative (servicing/repair). The Diesel fuel
oil which is in the mixing tank (11) upon change--over from Diesel fuel to
heavy fuel oil mixes with the heavy fuel oil supplied to the tank until there
is mere heavy fuel oil circulating in the system. The same applies in the
reverse order upon change--over from heavy fuel oil to Diesel fuel oil. This
ensures that the change from one type of fuel to the other and the
temperature change involved proceeds gradually. Besides, the gas/air
mixture contained in the system will collect in the mixing tank (11) upon
system start--up. A float switch is provided which signals the necessity of
manual degasing of the mixing tank. The appropriate fuel oil temperature
in heavy fuel oil operation is maintained by means of the final preheater
(14) and the viscosity measuring and control unit (18).
The engine only uses part of the fuel oil supplied. The excess fuel is in
HFO operation returned to the mixing tank (11) through the recirculation
pipe (17). For prolonged Diesel fuel operation, the shut--off valves (21 and
22) have to be switched to a position which returns the excess Diesel fuel
oil through the pressure control valve (13) and the recirculation pipe (20) to
the Diesel fuel service tank (2). Unacceptable heating of the Diesel fuel oil
is thereby avoided.
The three--way cock (16) and the flushing pipe (9) permit a flushing of
Diesel fuel through the system to remove the heavy fuel oil it contains. The
three--way cock (15) is for this purpose switched to Diesel fuel operation,
and the three--way cock (16) is switched to flushing, one pump each (5
and 12) being kept operating until the system is charged with Diesel fuel
oil. The fuel leaving the system is passed into the service tank for heavy
fuel oil (1).
Open system Stationary engines do not require standards of system safety as high as
(for stationary engines) those for marine systems. An open system is used on such engines as a
rule. All components between the supply pump (4) and the pressure
sustaining valve (13) are under the necessary system pressure. Refer to
Figure 5. The mixing tank (2) is under no pressure.
Figure 4. Fuel oil system, system--related (pressurised system for marine engines)
Figure 5. Fuel oil system, system--related (open system for stationary engines)
Purposes/Coherences/Systems involved
Principal purposes The following requirements have to be met in connection with engine
output and speed:
- Parameters are to be changed or
- kept constant,
- specific reactions to disturbances are required,
- limit values have to be set and
- balanced among the individual engines in multi--engine systems.
Systems involved These requirements cannot be met by one element/one system alone.
Depending on the system layout, more or less comprehensive versions of
- a speed and output limiting system,
- a speed and output control system, and possibly
- a synchronising system,
- a load distribution system, and
- a frequency control system.
All the requirements are The engine speed and output can only be positively influenced via the
achieved by means of the fuel delivery volume setting of fuel pumps by means of the fuel racks and the
admission setting governor. Certain delivery volume/admission settings result in the
following:
- on engines for generator drive applications, a certain rating point on the
(constant) nominal speed line --
f A Pvar / nconst,
- on engines driving a fixed--pitch propeller, a point on the propeller
curve, and
- on engines driving a controllable--pitch propeller, a point in the propeller
map.
In these two cases,
f A Pvar / nvar
applies.
Speed and output control system The speed and output control system adjusts the actual speed to the
desired speed. This requires the measuring of actual values and the
presetting of a desired value, possibly a preselected value. The governor
finds the necessary correction signal, and its setting also determines the
control response behaviour, speed limitation and consequently also the
output.
Synchronising system A synchronising system is required for engines that drive three--phase
current generators. Three--phase current systems can only be coupled if
frequencies (speeds), voltages and phase sequencies match and provided
the generator drive engines have the same speed droop. The former
conditions are provided for by taking influence on the generator (voltage)
and the engine (frequency/speed and phase sequence). The latter
condition is reached by careful adjustment of the governor setting.
Active load sharing system For multi--engine systems, it must be prevented as a general rule that
generator sets operating in parallel are run at differing percentages of load.
Frequency control system The load distribution system is usually combined with a frequency control
system where generator sets are concerned. This system compares the
frequencies of the generator sets with that of the bus bar, and deviations,
if any, are balanced by the signalling of pulses to the speed control
systems. No influences are exerted on the load distribution.
Components The speed/output control system -- or briefly the speed control system --
essentially consists of the speed pick--ups, the remote speed setter (set
point setter), the shut--down, the electronic control unit and the electric
actuator. Marine main engines additionally have an admission limitation.
Arrangement The speed pick--ups are located axially in relation to the flywheel; the
remote setting/shut--down is mounted on the engine or away from it, as
required. In--line engines have the actuator at the free engine end. It is
mechanically connected to the admission linkage of the injection pumps.
The electronic control unit is housed in the governor box, away from the
engine. Vee--type engines used for electric power generation have one
actuator per cylinder bank. These actuators are served by one common
control unit which also performs the load distribution. The admission
linkages for the injection pumps are mechanically separate from each
other.
Function The speed pick--ups pick up the actual engine speed by scanning the gear
wheel contour. Every tooth passing by the pick--up produces a tension
which subsequently decays in the tooth gap. The frequency of tension
signals is proportional to the engine speed. Two transmitters serve for
engine speed indication and as a control element initiating switching
operations, one further transmitter serves for signalling the actual speed
value to the electronic control unit.
1 Flywheel
2 Gap
3 Speed pick--up
4 Death center indicator
The electronic controller evaluates the differential between the desired and
actual speeds, based on the amount and direction of deviation, and the
duration and rate of variation. The result is a correction signal which is
transmitted to the actuator in the form of an electric quantity, and
transformed into a rotating movement by means of an electric motor, a
spur gear and a circle segment lever. The positioning is controlled by
electro--mechanic feedback and signalled by the actuator to the governor.
Figure 3. Speed control system, Heinzmann make, consisting of an electro--mechanic actuator (left), the electronic control unit
(middle), and the programmer (right)
Buckling lever The fuel racks of the fuel pumps are connected to the regulating shaft by
means of buckling levers that are capable of being actuated in both
directions of motion if a certain actuating force is exceeded. This prevents
the admission linkage and the other injection pumps from being blocked by
a stuck fuel rack or a seizing pump plunger. This applies to all situations of
operation, including starting and stopping. In the normal condition, the
two--piece buckling lever is held in position by a tension spring.
1 Regulating shaft
2 Buckling lever
3 Tension spring
4 Adjustable articulated
rod
5 Control rod
(drawn in turned
position)
Figure 4. Method of operation of the buckling levers (a) starting condition, b) control rod blocks in ZERO position, c) control rod
blocks in FULL position)
Starting and accelerating (fuel During engine start--up and acceleration, certain admissions must not be
admission limitation) exceeded, so as to ensure, e.g., acceleration at a minimum of smoking, or
manoeuvring without engine overloading. The charge--air pressure is for
this purpose converted to an electric signal by a P/I transformer. The logic
evaluation in the electronic system provides for speed release to be only
cleared when the appropriate charge--air pressure has been reached.
Higher setpoint values received from external sources are ignored.
Engine shut down The standard method of engine shut--down is the reduction of fuel
admission to ”Zero”. This can be done via the remote control system or at
the control console. Electrical pulses are signalled to the electronic control.
In case of emergency, the engine can be stopped by admitting control air
to the emergency stop pistons of the fuel injection pumps (see Section
2.4.2).
Fuel admission The excursion of the terminal shaft at its coupling end is transmitted to an
indicator/transmitter inductive position encoder. 4--20 mA signals are generated which permit
remote display or an other kind of processing. The fuel admission can be
read from the scale provided on the fuel racks of the injection pumps.
Purpose The injection camshaft can be turned by a helical toothing provided on the
shaft and in the hub of the camshaft gearwheel (Figure 1), relatively to the
rotation. This is effected with the engine being in operation, to adjust the
injection timing (or more correctly: the start of injection) towards “Earlier”
or “Later”, depending on what is inteded in system operation.
1 Camshaft
2 Hydraulic piston
8 Locating bearing
15 Cam
16 Drive gear
17 Fuel injection pump
1 Camshaft
2 Hydraulic piston
5 Control piston
6 Rocking lever
9 Servomotor
15 Cam
17 Fuel injection pump
A Oil supply
B Oil discharge
Reducing fuel consumption or In the field of service, by adjustment in the direction of “Early”, it is
nitrogen oxide emission possible to increase the ignition pressure to the design point, with the
result of a distinctly lower fuel oil consumption. On the other hand,
adjustment in the “Later” direction resulting in a drop of the ignition
pressure leads to a distinctly lower nitrogen oxide emission.
Functional description A turning of the injection camshaft is reached by shifting the hub of the
camshaft gearwheel relative to the helical toothing at the shaft end. The
shaft end (1) is for this purpose connected to a hydraulic piston (2) which
is not capable to make rotating movements but can only be moved
lengthwise (see Fig. 4).
1 Shaft end
2 Hydraulic piston
3 Piston hub
4 Guide sleeve
5 Control piston
6 Rocking lever
7 Drive unit
8 Locating bearing
9 Servomotor
10 Casing
11 Annular space
A Oil supply
B Oil discharge
This piston is operated by lube oil supplied via the casing (10) and an
annular space (11) and a feed bore in the guide sleeve (4) to the control
piston (5) and axial locating bearing (8). This control piston is moved by a
drive unit (7) via a rocking lever (6).
The basic position of the hydraulic piston is its central position. When the
control piston is in central position, too (see Figure 5, part a), the oil supply
bore as well as the oil discharge bores are closed. The same pressure
exists on both sides of the hydraulic piston, it is kept in its basic position.
The movement of the control piston clears the connection to the oil
discharge bore, and at the same time it reduces the lube oil pressure in
the right--hand oil space. On the other hand, the supply of oil from the oil
supply bore into the left--hand oil space is made possible. These
conditions cause the hydraulic piston to move towards the right (in the
direction of retarded start of injection on engines rotating clockwise). The
hydraulic piston follows the movement of the control piston. When the
hydraulic piston has reached the control piston again, it stops moving.
Coherences The valve timing is chosen so that the engine can safely sustain the
thermal loads in full--load operation. The optimum found, however, does
not coincide with the optimum in part--load operation. By providing for the
possibility of adjusting the valve timing while the engine is operating,
conditions can be improved.
What is modified is the phase of valve overlap, i.e. the period during which
the inlet and exhaust valves are opened simultaneously. This phase is
relatively long in full--load valve timing.
The valve timing adjusting system offers the possibility of reducing the
phase of valve overlap in part--load operation, thus
- preventing exhaust gas backflow,
- optimising charge renewal, and hence
- contributing to clean, low--pollutant combustion.
This is achieved by adjusting the “Inlet valve open” and “Exhaust valve
closed” events closer to TDC, i.e. causing the inlet valves to open later
and the exhaust valves to close earlier.
To ensure this, two cams (11) per type of valve and cylinder are arranged
on the control shaft, next to each other (twin cams). Engagement of these
3 Oil accumulator
4 Hydraulic piston
5 Camshaft
10 Drive gear
11 Cam
12 Locating bearing
Figure 6. Valve timing adjustment device (drawn for in--line engine, in the case of V--type engines there are four twin cams).
Functional description This adjusting device is basically similar in design to the injection time
adjusting device. It has a locating bearing (12) at the shaft end, and a
hydraulic piston (4) that is not capable of external rotating movement but
can only be moved lengthwise (refer to Figures 6 and 7). The adjustment
is effected by means of these pressure prevailing in the lube oil system.
1 Control valve
2 Switching valve
3 Oil accumulator
4 Hydraulic piston
5 Camshaft
6 Limit switch
A Compressed air
B Lube oil
a Full load
b Part load
Shifting of the hydraulic piston is released by one of the control valves (1).
As soon as control air is admitted, the switching valve (2) is induced and
switched over. Upon that, oil from the lube oil system is led to the second
side of the hydraulic piston -- the camshaft is shifted. Once the end
position is reached, the associated limit switch (6) is actuated.
Supply from the inner All the lubricating points of the engine and of the turbocharger are
distributor pipe connected to the forced--feed oil circulation system. The lube oil admission
flange (2171) is at the free engine end, above the casing. The oil is from
the cast--in/frame--integrated distributor pipe supplied to the main bearings
via the tierod pipes. From there it continues through the crankshaft to the
big end bearings and through the connecting rods to the piston crowns
(Figure 1), and also to the torsional vibration damper at the free engine
end. The locating bearing at the coupling end receives oil from the last
bearing pedestal.
5 Crankshaft
30 Main bearing
31 Connecting rod
32 Piston pin
33 Piston
Figure 1. Lube oil system from the main bearing to the piston (Section S2--S2, for a
general view and further sections, please see the following pages)
From all these lubricating points, the oil flows freely back into the oil sump,
and from the oil sump into the lube oil tank underneath.
Supply from the outside The thrust bearing of the injection camshaft (arranged at the free engine
end, and on engines without injection time adjusting device at the coupling
end) is externally supplied with oil. The same pipeline is used for the
lubrication of engine--driven pumps. The control plungers and locating
bearings of the camshaft adjusting devices at the coupling end are also
externally supplied from separate pipes. The same applies to the bearings
of the turbocharger. The supply pipes for these subassemblies are
connected to the integrated distributor pipe.
The lube oil system has to be equipped with a pressure control valve at
the entry side to maintain a constant oil pressure at the entry into the
engine, independently of the speed and oil temperature. The oil admission
to the turbocharger is adjusted by means of a pressure--reducing valve or
an orifice plate.
D Distributor pipe
E Via injection camshaft
to fuel oil pumps and
control levers/yokes in
the cylinder head
F Via valve camshaft to
the rocker arms
G To the main bearings
Figure 3. Schmierölsystem von der Verteilerleitung zur Kurbelwelle und den Nockenwellen (Schnitt S1--S1)
13 Injection camshaft
14 Valve camshaft
20 Crankshaft gear wheel
21 Intermediate gear
22 Bearing bush
23 Spray nozzle
Figure 4. Lube oil system from the distributor pipe to the gear wheels -- drawn--up for clockwise rotating engine
(Section S3--S3)
Supply to the turbocharger Marine propulsion engines, particularly those with mechanically driven lube
oil pumps, have turbochargers that are equipped with an emergency
lubrication system to ensure adequate lube oil supply to the turbocharger
as it continues running on stop events and in the case of blackout. The
bearings of NR turbochargers are during the boosting phase supplied with
oil from a bladder--type accumulator whose bladder is filled with nitrogen
and which is in the compressed state during normal operation. When the
service pressure is decreasing, oil is supplied to the turbocharger by the
effect of the compressed bladder, while a non--return valve prevents the oil
from flowing back into the supply pipe. Please refer to Figure 5.
Cylinder lubrication
Route of the lube oil The running surfaces of the cylinder liners are primarily lubricated by
splash oil and oil vapour from the crank case. Lubrication of the piston
rings is from below, through bores in the lower part of the cylinder liner. To
minimise the oil consumption rate, a geometry has been chosen which
provides for the oil bores to be covered by the top ring land in BDC
position of the piston, and by the piston skirt in TDC position. The oil
comes from the free engine end and is supplied to the cylinder liners from
the exhaust gas counterside, through the frame diaphragm. The pipes are
supported in openings underneath the injection camshaft.
Generation of pressure/ The necessary oil pressure is generated by a pump set (1) (Figure 8). The
distribution of oil delivery volume can be matched to the engine size/number of cylinders by
adjusting the speed of the frequency--controlled motor.
The suction pipe B of the pump is connected to the lube oil admission pipe
A which supplies oil to the engine and turbocharger. An adjustable
pressure control valve is provided on the delivery side of the pump. The
flow of oil to the lubricating points is controlled by means of a hydraulic
block--type distributor (3).
1 Pump set
2 Pressure control valve
(adjustable)
3 Block--type distributor
4 Proximity switch
5 Pulse monitoring
1 Crankshaft
2 Main bearing cap
3 Temperature sensor
Summary
Circuits/cooling media To keep thermal loads as low as possible, cooling is required for
- components enclosing the combustion spaces, and (by a separate
system)
- the fuel injection valves.
The charge air is heated as a result of compression in the turbocharger,
and has to be recooled by means of the charge air cooler. This is done to
increase the volume of air available for combustion.
Cylinder cooling
Cooling water admission The cooling water admission flange 3171 for cylinder cooling is at the free
(3171) engine end. The supply pipe is on the exhaust gas side, mounted on the
crankcase (rear). Connections branch off the distributor pipe to the
backing rings of cylinder liners (bottom) for cooling
(see Figure 2 - spaces a to k):
- the bore holes of the top land ring, and
- the cylinder head
The cylinder head is cooled from the annular space around the lower part
of it, from where the water is supplied through bore holes into the annular
space between the injection valve recess and the inner part of the cylinder
head, some of the water flowing around the valve seat rings. The other,
large cooling spaces of the cylinder head are served from this annular
space.
Cooling water outlet The water leaves through a passage via the upper area of the backing ring
(3199) and into the return manifold, which runs along the supply pipe (front). This
return manifold recirculates the heated water to the charge-air cooler or to
the system, at the drain connection 3199.
Figure 1. Cylinder/nozzle cooling water system (drawn up for two-stage charge-air cooler)
Venting The venting connection (p) for the backing ring, top land ring and cylinder
head is in the cylinder head, on the exhaust side (Figure 3). The
connections of the individual cylinders are combined to one pipe to which
the charge-air cooler venting pipe is also connected, leading up to
connection 3198.
Draining The drain connection 3195 serves for draining the distributor pipe, and
hence also the cooling spaces of backing ring, top land ring and cylinder
head, as well as the recirculation manifold.
Tightness check The tightness of the system: cylinder head, top land ring, cylinder liner and
backing ring as well as of the sealing rings for these components can be
checked at the bores (I -- gas tightness) and (m -- leakages). The bores
are located on the exhaust gas counter side, left, on the inside.
Nozzle cooling
The supply and return pipes for the nozzle cooling water are located
behind the fuel injection pumps. The supply connection has the number
3471. The water is passed into the cylinder head through a plug-in
connection and short pipes, and via an annular space to the injection
valve, and returned the same way. The manifold extends up to connection
3499. The supply and return pipes can be drained through the connection
to the cylinder cooling water drain pipe.
Instead of water, Diesel oil can be used as a coolant if the design of the
systems is matched accordingly.
1 Charge-air cooler
2 Three-way valve
3 ALLUMATIK box
A Charge air
B Cooling water
a Supply voltage
b Fault indication/ alarm
c Relative humidity
d Charge-air temperature
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Work number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Work number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see the name plate
Turbocharging method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . constant pressure
Application correct
Stationary engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Main marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Auxilliary marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Fuel correct
Diesel fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . 700 mm2/s ..............
Operation/monitoring correct
Automatic remote control . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
central control/operation without monitoring . . . . . . . . . ..............
Standard monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Technical data
Service temperatures*
Starting air/control air Starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min. approx. 10, max. 30 bar
Control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, min. 5.5 bar
Cooling water Engine cooling water and charge-air cooler HT . . . . . . . 3 ... 4, min. 2.2 bar
Charge-air cooler NT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,5 ... 3 bar
Lube oil Lube oil upstream of engine . . . . . . . . . . . . . . . . 3.5 ... 4.5 bar, min. 3.3 bar
Lube oil upstream of turbocharger . . . . . . . . . . . . . . . . . . . . . . . 1.3 ... 1.7 bar
* Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in Volume B5 and “List of
measuring and control units” in Volume D.
80 Controlled temperature
5L 32/40 ..................................................... 31 t
6L 32/40 ..................................................... 35 t
7L 32/40 ..................................................... 40 t
8L 32/40 ..................................................... 44 t
9L 32/40 ..................................................... 48 t
Note: Decimal commas are used instead of decimal points, and an ellipsis (”...”) means “from – to”, following German usage.
Erläuterungen Explanations
Die nachstehende Tabelle ist geordnet nach dem The table below has been organised by the MAN sub-
MAN--Baugruppensystem, d.h. nach den fett gedruck- assembly group system, i.e. by the subassembly
ten, in den Zwischentiteln rechts angeordneten Bau- group numbers in bold face entred at the right of the
gruppennummern. intermediate titles.
Toleranzangaben werden aus drucktechnischen Grün- For convenience of printing, tolerances are not given
den nicht wie üblich like
+0,080 +0,080
200 200
+0,055 +0,055
A 507 Horizontal
B « 43 Horizontal
C M 36x3
A 1805 Vertikal
B/C M 48x3 Vertical
A * **
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11
* Die Außendurchmesser sind infolge der ballig--ova- * Checking the outer dimensions of the piston is ra-
len Form nur schwer zu kontrollieren. Auf die Angabe ther difficult due to its crowned, oval form. Exact di-
genauer Maße wurde verzichtet, da die Lebensdauer mensions are not listed because normaly the life of the
des Kolbens normalerweise durch den Verschleiß der piston is, in any case, determined by the wear of the
Ringnuten bestimmt wird. ring grooves.
** Kompressionsabstand -- siehe Abnahmeprotokoll ** Compression clearance -- see acceptance record
Note: Decimal commas are used instead of decimal points, and an ellipsis (”...”) means “from – to”, following German usage.
* Verschleiß * Wear
** Ovalität ** Ovality
Maße A, B, C gültig für Zylinderbuchse, nicht für Feu- Dimensions A, B, C apply to cylinder liner, not to top
erstegring. land ring. The dimension A is measured at the point of
Das Maß A wird im oberen Umkehrpunkt des ersten reversal of the top ring parallel with and at right angles
Kolbenringes gemessen to the longitudinal engine axis.
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeitskarte zone of maximum loading. For criterias of replacement
000.11. see work card 000.11
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeitskarte zone of maximum loading. For criterias of replacement
000.11. see work card 000.11
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeitskarte zone of maximum loading. For criterias of replacement
000.11. see work card 000.11
Antrieb für am Motor angebaute Pumpen Drive for on engine attached pumps 105
1) Spiel am Kopf des Pumpenkolbens 0,018...0,020mm 1) Clearance at piston head 0,018 ... 0,020 mm
2) Stempelhub 2) Plunger stroke
3) Stempelhub bei Hauptkolben in OT -- siehe 3) Plunger stroke with main piston in TDC -- see ac-
Abnahmeprotokoll ceptance record
4) Pumpenfüllung -- siehe Abnahmeprotokoll 4) Fuel admission -- See acceptance record
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites/Warranty
N 3.2 Safety regulations
: : N 3.2.1 General remarks
: : : N 3.2.2 Destination/suitability of the engine
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
: : : N 3.2.5 Safety regulations
N 3.3 Operating media
: : N 3.3.1 Quality requirements on gas oil/diesel fuel (MGO)
: : N 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)
: : N 3.3.3 Quality requirements for heavy fuel oil (HFO)
: : N 3.3.4 Viscosity/Temperature diagram for fuel oils
: : N 3.3.5 Quality requirements for lube oil
: : N 3.3.6 Quality requirements for lube oil
: : N 3.3.7 Quality requirements for cooling water
: N 3.3.8 Analyses of operating media
N 3.4 Engine operation I -- Starting the engine
: : N 3.4.1 Preparations for start/ Engine starting and stopping
: : N 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa
: : N 3.4.3 Admissible outputs and speeds
: : : N 3.4.4 Engine Running--in
N 3.5 Engine operation II -- Control the operating media
: : N 3.5.1 Control the engine/ perform routine jobs
: : N 3.5.2 Engine log book/ Engine diagnosis/Engine management
: : N 3.5.3 Load curve during acceleration/manoeuvring
: : N 3.5.4 Part--load operation
: N 3.5.5 Determine the engine output and design point
: : N 3.5.6 Engine operation at reduced speed
: : N 3.5.7 Equipment for optimising the engine to special operating conditions
: N 3.5.8 Bypassing of charge air
: N 3.5.9 Condensed water in charge air pipes and pressure vessels
: : N 3.5.10 Load application
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Day-to-day prerequisites
Warranty
Item 4
“The warranty shall not cover normal wear and parts which, owing to their
inherent material properties or the use they are intended for, are subject to
premature wear; damage caused by improper storage, handling or
treatment, overloading, the use of unsuitable fuels, oils etc., faulty
construction work or foundations, unsuitable building ground, chemical,
electrochemical or electrical influences.”
Item 5
“The Purchaser may only claim the warranty of MAN B&W Diesel AG if
- the equipment was installed and put into operation by personnel of
MAN B&W Diesel AG,
- MAN B&W Diesel AG have been advised in writing of the claimed
defect immediately, but not later than two months after expiry of the
warranty period,
- the Purchaser has observed the instructions issued by MAN B&W
Diesel AG in respect of the handling and maintenance of the equipment
and, in particular, has duly carried out any specified checks,
- no subsequent adustments have been carried out without the approval
of MAN B&W Diesel AG,
- no spare parts of outside make have been used.”
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Safe use German laws and standards as well as guidelines of the European
Community (EC) require that technical products ensure the necessary
safety for the users and that they are in conformity with the technical rules.
In this connection, it is emphasised that the safe use and the safety of
machines is to be guaranteed by proper planning and design and that this
cannot be reached by means of restrictive rules of conduct.
Intended use The technical documentation must contain statements regarding the
“intended use” and concerning restrictions in the use.
MAN B&W Diesel AG’s These requirements are adhered to by MAN B&W Diesel AG by special
contribution efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks contained
in this section. The compilation (partially in key words) does, however, not
release the operating personnel from observing the respective sections of
the technical documentation. Please also note that incorrect behaviour
might result in the loss of warranty claims.
Situation/characteristic on condition of
(Marine engine) for operation at full load in arctic waters or Charge-air blow-off device
(stationary engines) operated temporarily at overload
Part-load operation with improved acceleration ability Charge-air blow-by device
Safe operation in the upper load range with part-load optimised Charge-air blow-off device
turbochargers
Fast and to a large extent soot-free acceleration Jet-assist device
Part-load operation with improved combustion and reduced Two-stage charge-air cooler
formation of residues
Operation with optimised part-load operating values by means of Timing adjustment device
timing adjustment
Operation with optimised injection timing Injection timer
Slow turning prior to starting (in case of automatic operation) Slow-turn device
Low-vibration and low-noise (structure-borne) operation Semi-elastic/elastic support
Output on the free engine end Crankshaft extension
Cleaning of the turbocharger/s (during operation) Cleaning device/s
Cleaning of the charge-air cooler/s Cleaning device
Supplementary, the following Persons responsible for the operational control must be in possession of a
applies qualification certificate/patent which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).
Supplementary, the following For persons responsible for the operational control and for persons
applies carrying out/supervising maintenance and repair work, proof must be
furnished in Germany in accordance with the power economy law
(Energiewirtschaftsgesetz = EnWG) that, among other things, the
technical operation is ensured by a sufficient number of qualified
personnel. In other countries, comparable laws/guidelines are to be
observed. Deficiencies regarding personnel/level of training cannot be
compensated by other efforts.
Tables 3 and 4 Dangers do not only result from components and systems but also from
certain operating conditions or actions taken. Dangers of this type are
listed in the Tables 3 and 4, which contain additional instructions to the
listing in key--words in Section 3.2.2.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects, and other
reproductive harm.
Maintenance and repair work are, if possible, not to be carried out in the
vicinity of the danger zones listed in Table 1 or in Figures 1 and 2.
This includes wearing of protective working clothing and safety shoes, the
use of a safety helmet, safety goggles, ear protection and gloves.
Turning gear (3) Toothed rim//area of gear meshing Body/limbs may get caught, squeezed
Covering of camshaft, rocker arms Meshing cams/camshaft, movement of rocker arms Clothes/limbs may get caught/squeezed, escape of oil
and push rods (8) and push rods
Insulation and jacketing of fuel and Hot surfaces, inflammable medium, parts under high Burning, squirting out of fuel, under certain circumstances in
injection pipes (9) internal pressure piercing jets
Exhaust pipe and jacketing of the Hot surfaces, parts under internal pressure, filled with
Burning, escape of hot gases, danger of fire
exhaust pipe (10) hot gas
Measuring, control and regulating Electric shock, burning, risk of lightning; in case of incorrect
Under voltage behaviour, the function is adversely affected
L 32/40
Hydraulic tensioning tools, Parts under high internal pressure may tear, break,
Injuries due to coming off/coming loose parts, due to escaping
high--pressure hoses, become untight; escape of hydraulic oil in piercing jets
hydraulic oil
high--pressure pump (18) is possible, hydraulic oil is noxious
Operation at reduced speed Increase in torque, negative influence on operating Contamination, wear, overloading of components,
(marine main engines) values turbocharger surging
Idling operation or low--load Operation beyond the operating range, deterioration
Incomplete combustion, residues in the combustion chamber
operation of the operating values
6628
overloading
turbocharger
Emergency operation with shut--off Reduction in output is necessary, operating values
fuel pump may be exceeded
Reduction in output is necessary, operating values
Emergency operation with may be exceeded, imminent starting difficulties, Increased attention required
removed running gear critical vibrations may occur
Emergency operation after
Reduction in output is necessary, operating values
dismounting of rocker arms/push Increased attention required
may be exceeded
rods
Table 3. Danger situations in case of pa
artially inappropriate use
L 32/40
107/ 08
Danger zone Source of hazard Possible consequences
Taking into operation of the Initial damage on components, negative influence on Increased wear, permanent damage, influence on the oil
engine/of parts without running in running faces consumption, in the extreme case piston seizure
Operation with impaired operating
Overheating due to lack of cooling and air, seizure due to lack
media/voltage supply (including Failure of operating media or voltage supply
6628
of lube oil
black--out and black--out test)
Operation within restricted speed Increasecd, under certain conditions resonance--like
Endangering of components and screw connections
3.2.3--01 E
Characterisation/danger scale
Characterisation According to the relevant laws, guidelines and standards, attention must
be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:
The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.
Danger scale The imminence/extent of danger is characterised by a five--step scale as
follows:
Examples
▲▲▲ Danger! The flywheel can catch body/limbs so that they are
squashed or hit.
Do not remove the flywheel enclosure. Keep your hands out of the
operating area.
Prerequisites
Personnel The engine and its system may only be started, operated and stopped by
authorised personnel. The personnel has to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.
Technical documentation The personnel must be familiar with the technical documentation of the
plant, in particular the operating manual of the engine and the accessories
required for engine operation, particularly the safety regulations contained
therein.
Service log book It is advisable to keep a service log book into which all the essential jobs
and deadlines for their performance, the operating results and special
events can be entered. The purpose of this log book is that in the event of
a change in personnel the successors are in a position to duly continue
operation using this data log. Moreover, the log book permits to derive a
certain trend analysis and to trace back faults in operation.
Regulations for accident pre- The regulations for accident prevention valid for the plant should be
vention observed during engine operation as well as during maintenance and
overhaul work. It is advisable to post those regulations conspicuously in
the engine room and to stress the danger of accidents over and over
again.
Following advice The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighbouring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the
technical documentation are valid supplementarily and are to be observed
in the same way.
Opening of crankcase doors Crankcase doors must not be opened prior to ten minutes after an alarm/
engine stop, due to excessive bearing temperatures or oil vapour
concentration.
Opening of pipes/pressure Before opening pipes, flanges, screwed connections or fittings, check if
vessels the system is depressurized/emptied.
Use of hydraulic tensioning When using hydraulic tensioning tools, observe the particular safety
tools regulations in work card 000.33.
Releasing compression springs For releasing compression springs, use the devices provided (refer to the
work cards that apply).
Coverings Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again.
Engine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.
Use of cleaning agents When using cleaning agents, observe the suppliers instructions with
respect to use, potential risks and disposal.
Use of high-pressure cleaning When using high-pressure cleaning equipment, be careful to apply this
equipment properly. Shaft ends including ones with lip seal rings, controllers, splash
water protected monitoring equipment, cable entries and sound/heat
insulating parts covered by water-permeable materials have to be
appropriately covered or excluded from high-pressure cleaning.
Other precautions
Failure of the governor/ In case of governor or overspeed governor failure, the engine has to be
overspeed governor stopped immediately. Engine operation with the governor and/overspeed
governor failing can only be tolerated in emergency situations and is the
operators responsibility.
Fire hazard The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of
unlagged, hot engine components (exhaust pipe, turbocharger). After
carrying out overhaul work on exhaust gas pipes and turbochargers, all
insulations and coverings must be carefully refitted completely. The
tightness of all fuel oil and oil pipes should be checked regularly. Leaks are
to be repaired immediately.
In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the supply pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil rquires much oxygen for combustion, and the
isolation from air is one of the most effective measures of fighting the fire.
Temperature in the engine room The engine room temperatures should not drop below +5 C. Should the
temperature drop below this value, the cooling water spaces must be
emptied unless anti-freeze has been added to the cooling water.
Otherwise, material cracks/damage to components might occur due to
freezing.
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Diesel fuel
Other designations Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil, Huile de Diesel
Diesel fuel is a medium class distillate of crude oil which therefore must
not contain any residual components.
Specification
Suitability of the fuel depends on the conformity with the key properties as
specified herunder, pertaining to the condition on delivery.
Using fuel oil If, in case of stationary engines a distillate intended for oil firing (for
instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to
ASTM D--396, resp.), is used instead of Diesel fuel, adequate ignition
performance and low--temperature stability must be ensured, i.e. the
requirements as to properties concerning filterability and cetane number
must be met.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Specification
The usability of a fuel depends upon the engine design and available
cleaning facilities as well as on the conformity of the key properties with
those listed in the table below which refer to the condition on delivery.
The key properties have been established to a great extent on the basis of
ISO 8217--1987 and CIMAC--1990. The key properties are based on the
test methods specified.
Supplementary information
The Pour Point indicates the temperature at which the oil will refuse to
flow. The lowest temperature the fuel oil may assume in the system,
should lie approx. 10C above the pour point so as to ensure it can still be
pumped.
Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and
combustion with a high proportion of combustion residues.
Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
Prerequisites
Provenance/refining process The quality of the heavy fuel oil is largely determined by the crude oil
grade (provenance) and the refining process applied. This is the reason
why heavy fuel oils of the same viscosity may differ considerably,
depending on the bunker places. Heavy fuel oil normally is a mixture of
residue oil and distillates. The components of the mixture usually come
from state-of-the-art refining processes such as visbreaker or catalytic
cracking plants. These processes may have a negative effect on the
stability of the fuel and on its ignition and combustion properties. In the
essence, these factors also influence the heavy fuel oil treatment and the
operating results of the engine.
Bunker places where heavy fuel oil grades of standardised quality are
offered should be given preference. If fuels are supplied by independent
traders, it is to be made sure that these, too, keep to the international
specifications. The responsibility for the choice of appropriate fuels rests
with the engine operator.
Specifications Mineral oil companies have internally established specifications for heavy
fuel oils, and experience shows that these specifications are observed
worldwide and are within the limits of international specifications (e.g. ISO
8217, CIMAC, British Standards MA-100). As a rule, the engine builders
expect that fuels satisfying these specifications are being used.
Blends The admixing of engine oils (used oils), of non-mineral oil constituents
(such as coal oil) and of residual products from refining or other processes
(such as solvents) is not permitted. The reasons are, for example: the
abrasive and corrosive effects, the adverse combustion properties, a poor
compatibility with mineral oils and, last but not least, the negative
environmental effects. The order letter for the fuel should expressly
mention what is prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel specifications.
The admixing of engine oil (used oil) to the fuel involves a substantial
danger because the lube oil additives have an emulsifying effect and keep
Leaked oil collectors Leaked oil collectors into which leaked oil and residue pipes as well as
overflow pipes of the lube oil system, in particular, must not have any
connection to fuel tanks. Leaked oil collectors should empty into sludge
tanks.
Specifications
Fuel can be used after consulting MAN B&W Diesel AG. Con-
sultation is necessary if the fuel exceeds the specified limit
values.
The heavy fuel oils ISO F--RMK 35/45/55, with a maximum density of 1010
kg/m, can only be used if appropriate modern separators are available.
In the fuel ordering form, the limit values as per Table 2, which have an
influence on the engine operation, should be specified, for example in the
bunkering or charter clause. Please note the entries in the last column of
Table 2, because they provide important background information.
Supplementary remarks
The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating
results.
Economic operation on heavy fuel oil with the limit values specified in
Table 2 is possible under normal service conditions, with properly working
systems and regular maintenance. Otherwise, if these requirements are
not met, shorter TBO’s (times between overhaul), higher wear rates and a
higher demand in spare parts must be expected. Alternatively, the
2. Viscosity/injection viscosity
Heavy fuel oils if having a higher viscosity may be of lower qualtiy. The
maximum permissible viscosity depends on the existing preheating
equipment and the separator rating (throughput).
The higher the viscosity of the heavy fuel oil, the higher will the density
and the foreign particles concentration be, according to our experience.
The viscosity and density will influence the cleaning effect, which has to be
taken into consideration when designing and setting the the cleaning
equipment.
Settling tank The heavy fuel oil is preceleaned in the settling tank. This precleaning is
all the more effective the longer the fuel remains in the tank and the lower
the viscosity of the heavy fuel oil is (maximum preheating temperature
75C to prevent formation of asphalt in the heavy fuel oil). One settling
tank will generally be sufficient for heavy fuel oil viscosities below 380
mm2/s at 50C. If the concentration of foreign matter in the heavy fuel oil is
excessive, or if a grade according to CIMAC H/K35, H/K45 or H/K55 is
preferred, two settling tanks will be required, each of which must be
adequately rated to ensure trouble-free settling within a period of not less
than 24 hours. Prior to separating the content into the service tank, the
water and sludge have to be drained from the settling tank.
Separators of the new generation are to be used exclusively; they are fully
efficient over a large density range without requiring any switchover, and
Table 3 shows what is essential in designing the heavy fuel oil cleaning
equipment.
It is common practise to use the stand-by separator for heavy fuel oil
cleaning as well, which allows fuel oil separation at a 50% admission rate.
Water Attention is to be paid to very thorough water separation, since the water
is not a finely distributed emulsion but in the form of adversely large
droplets. Water in this form promotes corrosion and sludge formation also
in the fuel system, which has an adverse effect on the delivery and
atomisation and thus also on the combustion of the heavy fuel oil. If the
water involved is sea water, harmful sodium chloride and other salts
dissolved in the water will enter the engine.
The water-containing sludge must be removed from the settling tank prior
to each separating process, and at regular intervals from the service tank.
The venting system of the tanks must be designed in such a way that
condensate cannot flow back into the tanks.
If the sodium content is lower than 30% of the vadium content, the risk of
high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine together with the intake
air.
Ash Heavy fuel oils with a high ash content in the form of foreign particles such
as sand, corrosion and catalyst residues, promote the mechanical wear in
the engine. There may be catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases, these catfines will be
aluminium silicate, which causes high wear in the injection system and in
the engine. The aluminium content found multiplied by 5–8 (depending on
the catalyst composition) will approximately correspond to the content of
catalyst materials in the heavy fuel oil.
WESTFALIA separators
Marine and stationary
application:
Connected in parallel
1 Unitrol for 100% throughput
1 Unitrol (standby) for 100%
throughput
Figure 1. Heavy fuel oil cleaning/separator layout
Pourpoint The pour point is the temperature at which the fuel is no longer fluid
(pumpable). Since many of the low-viscosity heavy fuel oils have a pour
point greater than 0C, too, the bunkering system has to be preheated
unless fuel in accordance with CIMAC A10 is used. The entire bunkering
system should be designed so as to permit preheating of the heavy fuel oil
Cloudpoint to approx. 10C above the pour point. For filter clogging, the cloud point is
of interest.
6. Pumpability
Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1000 mm2/s (cSt) or a termperature less than approx. 10C
above the pour point. Please also refer to item 5.
An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which involves increased residue formation,
such as deposits on and in the injection nozzles, increased smoke
formation, reduced power and increased fuel consumption, as well as a
rapid rise of the ignition pressure and combustion close to the cylinder wall
(thermal overloading of the lube oil film). If the ratio of asphaltenes to
carbon residues reaches the limit value 0.66, and the asphaltene content
also exceeds 8%, additional analyses of the heavy fuel oil concerned by
means of thermogravimetric analysis (TGA) must be performed by MAN
B&W to evaluate the usability. This tendency will also be promoted by the
blend constituents of the heavy fuel oil being incompatible, or by different
and incompatible bunkerings being mixed together. As a result, there is an
increased separation of asphalt (see also item 10).
8. Ignition quality
Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag
and the resultant pressure rise in the cylinder are also influenced by the
final temperature and pressure of compression, i.e. by the compression
ratio, the charge-air pressure and charge--air temperature.
The ignition quality is a key property of the fuel. The reason why it does
not appear in the international specifications is the absence of a
standardised testing method. Therefore, parameters such as the
Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid,
which are derived from determinable fuel properties. We have found this to
be an appropriate method of roughly assessing the ignition quality of the
heavy fuel oil used.
As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. Please refer to
Figure 2.
If the lube oil quality and engine cooling meet the respective requirements,
the TBN values given in Sheet 6628 3.3.6 will be adequate, depending on
the sulphur concentration in the heavy fuel oil.
The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils
are mixed, separation may occur which results in sludge formation in the
fuel system, large quantities of sludge in the separator, clogging of filters,
insufficient atomisation and high-residue combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to
rebunkering in order to preclude incompatibility.
If, for instance, heavy fuel for the main engine and gas oil (MGO) are
blended to achieve the heavy fuel oil quality or viscosity specified for the
auxiliary engines, it is essential that the constiuents are compatible (refer
to item 10).
A Normal operating
conditions
B Difficulties may be
encountered
C Problems encountered
may increase up to
engine damage after a
short time of operation
1 Engine type
2 The combining straight
line across density and
viscosity of a heavy
fuel oil results in CCAI.
Figure 2. Nomogram for the determination of CCAI (suitable for heavy fuel oil viscosities 180 mm2/s at 50 C) --
Assignment of CCAI ranges to engine types
CCAI can also be calculated with the aid of the following formula:
CCAI = D -- 141 log log (V+0.85) -- 81.
Additives currently in use for Diesel engines are listed below together with
their effect on engine operation:
Examinations
Analyse samples The samples received from the bunkering company are frequently not
identical with the heavy fuel oil bunkered. It is also appropriate to verify the
heavy fuel oil properties stated in the bunker documents, such as density,
viscosity, pour point. If these values should deviate from those of the
heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator
and the preheating temperature are not set correctly for the given injection
viscosity. The criteria for an economic engine operation with regard to
heavy fuel oil and lubricating oil may be determined with the help of the
MAN B&W Fuel and Lub Analysis Set”.
Our department for fuels and lube oils (Augsburg Works, Department
QCB) will be glad to furnish further information if required.
Example: Heavy fuel oil of A vertical line is drawn starting from a reference temperature of 50C and
180 mm2/s at 50 C a horizontal line (a) starting from a viscosity of 180 mm2/s. From the point
of intersection of both these lines, a line is drawn parallel to the diagonals
entered in the diagram (b). This line represents the viscosity-temperature
line of a heavy fuel oil with 180 mm2/s at 50C.
A heavy fuel oil of 180 mm2/s at 50C reaches a viscosity of 1000 mm2/s
at 24C (line e) which is the max. permissible viscosity with respect to the
pumpability of the fuel.
HFO temperature Using a state-of-the-art final preheater a heavy fuel oil outlet temperature
of 152 C will be obtained at 8 bar saturated steam. Higher temperatures
involve the risk of increased residue formation in the preheater, resulting in
a reduction of the heating power and thermal overloading of the heavy fuel
oil. This causes new asphalt to form, i.e. a deterioration of quality.
Injection viscosity The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately ensuring that a temperature drop will be limited to
max. 4 C. Only then can the prescribed injection viscosity of max.
14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700
mm2/s = cSt/50 C (representing the maximum viscosity of international
specifications such as ISO, CIMAC or British Standard). If a heavy fuel oil
of a lower reference viscosity is used, an injection viscosity of 12 mm2/s
should be aimed at, ensuring improved heavy fuel oil atomisation, and
consequently a heavy fuel oil combustion in the engine with less residues.
Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low
viscosity or a higher viscosity than that specified for the fuel oil as entering
the injection pump. With a too low viscosity, insufficient lubricity may cause
the seizure of the pump plungers or the nozzle needles. This can be
avoided if the fuel temperature is kept to
- max. 50 C for gas oil operation and
- max. 60 C for Marine Diesel Fuel operation.
Lube oil for operation on gas oil and diesel oil (MGO/MDO)
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the limit in quality increase the
requirements placed on the lube oil and make it imperative that the lube oil
is chosen carefully. Doped lube oils (HD oils) have proven to be suitable
for lubricating the running gear, the cylinder, the turbocharger and for the
cooling of the pistons. Doped lube oils contain additves which, amongst
other things, provide them with sludge carrying, cleaning and neutralization
capabilities.
Specifications
Base oil The base oil (doped lube oil = basic oil + additives) must be a narrow
distillation cut and must be refined in accordance with modern procedures.
Brightstocks, if contained, must neither adversely affect the thermal nor
the oxidation stability. The base oil must meet the limit values as specified
below, particularly as concerns its aging stability.
Doped lube oils (HD--oils) The base oil with which additives have been mixed (doped lube oil) must
demonstrate the following characteristics:
Additives The additives must be dissolved in the oil and must be of such a
composition that an absolute minimum of ash remains as residue after
combustion. The ash must be soft. If this prerequisite is not complied with,
increased deposits are to be expected in the combustion chamber,
especially at the outlet valves and in the inlet housing of the turbochargers.
Hard additive ash promotes pitting on the valves seats, as well as
burnt-out valves and increased mechanical wear.
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Neutralization capacity The neutralization capacity (ASTM-D2896) must be so high that the acidic
products which result during combustion are neutralized. The reaction time
of the additives must be matched to the process in the combustion
chamber.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM--D1410 test after one hour.
Doped grade Doped lube oils (HD oils) corresponding to international specifications
MIL-L 2104 or API-CD, and having a total base number (TBN) of 12-15 mg
KOH/g are recommended by us.
(Designation for armed forces of Germany: O-278)
The content of additves included in the lube oil depends upon the
conditions under which the engine is operated, and the quality of fuel
used. If marine Diesel fuel is used, which has a sulphur content of up to
2.0 weight % as per ISO-F DMC, and coke residues of up to 2.5 weight %
as per Conradson, a TBN of approx. 20 is of advantage. Ultimately, the
operating results are the decisive criterion as to which content of additives
ensures the most economic mode of engine operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Work Card 302.02 is to be complied with when the lube oil rate is
changed.
A lube oil as specified above is to be used for the cylinder and the
circulating lubrication.
Lube-oil additives We advise against subsequently adding additives to the lube oil, or mixing
the different makes (brands) of the lube oil, as the performance of the
carefully matched package of additives which is suiting itself and adapted
to the base oil, may be upset. Also, the lube oil company (oil supplier) is
no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent consultation
warranty with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been aproved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and
performance of their products. In case of doubt, we are more than willing
to provide you with further information.
Investigations
We carry out the investigations on lube oil in our laboratories for our
customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for investigations.
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the acceptable limit in quality
increase the requirements placed on the lube oil and make it imperative
that the lube oil is chosen carefully. Medium-alkaline lube oils have proven
to be suitable for lubricating the running gear, the cylinders, the
turbocharger and, if applicable, for the cooling of the pistons.
Medium-alkaline oils contain additives which, amongst other things,
provided them with a higher neutralising capacity than doped (HD) engine
oils have.
Requirements
Base oil The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern
procedures. Brightstocks, if contained, must neither adversely affect the
thermal nor the oxidation stabiltiy.
The base oil must meet the limit values of the following Table, particularly
as concerns its aging stability.
Medium-alkaline lube oil The base oil with which additives have been mixed must demonstrate the
following characteristics:
Additives The additives must be dissolved in the oil and must be of such a
composition that an absolute minimum of ash remains as residue after
combustion, even though the engine were run on distillate fuel temporarily.
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency The detergency must be so high that the build-up of coke and tar-like
residues on combustion of the HFO is precluded.
Diesel-Performance The Diesel performance (without taking the neutralisation ability into
consideration) must, at least, comply with MIL-L-21014 D resp. API-CD.
Neutralization capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products of combustion are neutralised at the lube oil consumption rate
that is specific for the engine. The reaction time of the additives must be
matched to the process in the comubstion chamber. Hints concerning the
selection of the TBN are given in Table 3.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM--D1410 test after one hour. The
foaming behaviour (ASTM-D892) must meet the following conditions: after
10 minutes < 20 ml. The lube oil must not contain agents to improve
viscosity index. Fresh oil must contain no water and no containments.
Neutralisation property (TBN) Medium-alkaline lube oils having differently high levels of neutralisation
capacity (TBN) are available on the market. According to the present-day
state of knowledge, operating conditions to be expected and TBN can be
correlated as shown in Table 3 below. The operating resulting will in the
essence be the decisive criterion as to which TBN will ensure the most
economic mode of engine operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Work Card 302.02 is to be complied with when the lube oil rate is
changed.
A lube oil as specified above is to be used for the cylinder and the
circulating lubrication.
Lube-oil additives We advise against subsequently adding additives to the lube oil, or mixing
the different makes (brands) of the lube oil, as the performance of the
carefully matched package of additives which is suiting itself and adapted
to the base oil, may be upset. Also, the lube oil company (oil supplier) is
no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent consultation
warranty with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been aproved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and
performance of their products. In case of doubt, we are more than willing
to provide you with further information.
Investigations
We carry out the investigations on lube oil in our laboratories for our
customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for investigations.
Preliminary remarks
The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise,
corrosion, erosion and cavitation may occur on the walls of the cooling
system in contact with water and deposits may form. Deposits impair the
heat transfer and may result in thermal overload on the components to be
cooled. The treatment with an anti-corrosion agent has to be effected
before the first commissioning of the plant. During subsequent operations
the concentration specified by the engine manufacturer must always be
ensured. In particular, this applies if a chemical additive is used.
Requirements
Limiting values The characteristics of the water used must be within the following limits:
Test device The MAN B&W water test kit includes devices permitting, i.a., to determine
the above-mentioned water characteristics in a simple manner. Moreover,
the manufacturer of anti-corrosion agents are offering test devices that are
easy to operate. As to checking the cooling water condition, refer to work
card 000.07.
Supplementary information
Water with more than 10 dH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable corrosion inhibiting oil is
used.
Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbulance.
If the evaporation pressure is fallen below, steam bubbles will form which
then collapse in regions of high pressure, thus producing material
destruction in closely limited regions.
Treatment before operating the Treatment with an anti-corrosive agent should be done before the engine
engine for the first time is operated for the first time so as to prevent irreparable initial damage.
Permission required No other additives than those approved by MAN B&W and listed in Tables
8.1 to 8.4 are permitted to be used. The suppliers are to warrant the
effectivity of the cooling water additive.
A cooling water additive can be approved for use if it has been tested
according to the latest rules of the Forschungsvereinigung Verbrennungs-
kraftmaschinen (FVV), ”Testing the suitability of coolant additives for
cooling liquids of internal combustion engines” (FVV publication R
443/1986). The test report is to be presented if required. The necessary
testing is carried out by Staatliche Materialprüfanstalt, Department
Oberflächentechnik, Grafenstraße 2, 64283 Darmstadt on request.
To be used only in closed circuits Additives can only be used in closed circuits where no appreciable
consumption occurs except leakage and evaporation losses.
1 Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of
corrosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling
water temperatures commonly practiced nowadays, it may lead to
potential inversion. If necessary, the pipes must be dezinced.
2 Anti-corrosion oil
The manufacturer must guarantee the stability of the emulsion with the
water available or has to prove this stability by presenting empirical values
from practical operation. If a completely softened water is used, the
possibility of preparing a stable non-foaming emulsion must be checked in
cooperation with the supplier of the anti-corrosion oil or by the engine user
himself. Where required, it is recommended adding an anti-foam agent or
hardening (see work card 000.07).
3 Anti-freeze agent
For the disposal of cooling water treated with additives, observe the
environmental protection regulations. For information, contact the
suppliers of the additives.
Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the pipes, tanks, coolers and other
equipment outside the engine are free from rust and other deposits
because dirt will reduce the efficiency of the additive. The entire system
has therefore to be cleaned using an appropriate cleaning agent with the
engine shut down (refer to work cards 000.03 and 000.08).
The agent used for cleaning must not attack the materials and the
sealants in the cooling system. This work is in most cases done by the
supplier of the cooling water additive, at least the supplier can make
available the suitable products for this purpose. If this work is done by the
engine user it is advisable to make use of the services of an expert of the
cleaning agent supplier. The cooling system is to be flushed thoroughly
after cleaning. The engine cooling water is to be treated with an
anticcorrosive immediately afterwards. After re-starting the engine, the
cleaned system has to be checked for any leakages.
Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are too high do not cause
If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system has to be thoroughly
cleaned.
Protective measures
If chemicals have splashed into the eyes, wash with plenty of water and
consult a doctor.
Initial dose
Manufacturer Product designation per 1000 l Minimum concentration
Texaco Havoline Extended
Technologiepark Life Corrosion 75 l 7,5 %
B-9052 Zwijnaarde Inhibitor (ETX 6282)
Belgium
Tabelle 3. Chemical additives -- free from nitrite
Producer Product
(Designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
DEA Mineralöl AG, Überseering 40, 22297 Hamburg Targon D
Deutsche Shell AG, Überseering 35, Dromus B/Donax
22284 Hamburg CC Oil 9156
Texaco Soluble Oil CX
Technologiepark - Zwijnaarde 2 Soluble Oil D
B-9052 Gent/Zwijnaarde
Table 4. Emulsifiable anti-corrosion
Producer Product
(Designation)
BASF, Carl-Bosch-Str., 67063 Ludwigshafen, Rhein Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Antifreeze
BP, Britannic Tower, Moor Lane, Antifrost X 139
London EC2Y 9B, UK anti-frost
DEA Mineralöl AG, Überseering 40, 22297 Hamburg Kühlerfrostschutz
Deutsche Shell AG, Überseering 35, Glycoshell
22284 Hamburg
Höchst AG, Werk Gendorf, 84508 Burgkirchen Genatin extra
(8021 S)
Mobil Oil AG, Steinstraße 5, 20095 Hamburg Frostschutz 500
Table 5. Anti-freeze agents with corrosion inhibiting effect
Checking is important
The engine oil and cooling water require checking during engine operation
because contamination and acidification set limits to the useful life of the
lube oil, and inadequate water quality or insufficient concentrations of the
corrosion inhibitor in the cooling water may cause damage to the engine.
Test kit
of interest for
P
Property
t Fuel Water Lubricati P
Propertyt is
i indicative
i di ti off Testt
T
on oil or decisive for kit
Density x x Separator setting A
Viscosity x x Separating temperature, injection A*
viscosity, lube oil dilution
Ignition performance x Ignition and combustion behaviour, A
CCAI/CII ignition pressure, pressure increase
rate, starting behaviour
Water content x x Fuel oil supplyy and atomisation,, A
Checking for sea water x x corrosion
i tendency
t d A
Total Base Number (TBN) x Remaining neutralisation capacity A
pH value x B
Pour point x x Storing capacity/pumpability A
Water hardness x Cooling water treatment B
Chloride ion concentration x Salt deposits in the cooling system B
Concentration of corrosion x Corrosion protection in the cooling **
inhibiting oil system
in the cooling water
Drop test x Total contamination of lube oil A
Spot Test (ASTM-D2781) x Compatibility of HFO blending A
components
* Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference temperatures. In combination with the
Calcumar processing unit, the viscosity/temperature interdependence can be determined (e.g. injection and pumping temperatures).
Refills of the chemicals that are used are available. Each test kit includes
a comprehensive User’s Guide containing everything you need to know
about its use.
Lube Oil Tec To determine the water content, the Total Base Number (TBN) and the
viscosity of lube oils (scaled down alternative to test kit A)
port-A-lab For testing lube oil. Tests comparable to those performed by Lube Oil Tec.
Refractometer For monitoring how much anti-freeze is dispensed (in stationary systems).
Sources
Source Address
1 MAN B&W Diesel AG, Augsburg, Dept. SK
2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
4 Supplier of corrosion inhibitor
5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Activate/control the systems Switch on pumps for fuel oil, lube oil and cooling water unless mounted on
the engine. Prime the engine. After downtimes exceeding 8 hours,
additionally open the indicator valves and move the running gear by 2
revolutions using the turning gear, or purge the cylinders by inducing a
starting procedure. On engines which are started automatically, activate
the slow-turn instead. Check whether the cooling water and lube oil have
been preheated (if possible). Ensure that the shut-off elements of all
systems have been set to in-service position. The engine is then ready to
be started.
The engine can also be started on heavy fuel oil provided the necessary
heating equipment is available. Proceed as follows:
Steps - Switch on the pump for cylinder cooling water, and then the preheater.
Temperature required: approx. 60C.
- Switch on the pump for the injection valve cooling water, and
subsequently the preheater. Temperature required: approx. 55C.
- Switch on the preheater for lube oil (heating coil in the service tank) or
preheat the lube oil in by-pass (separator circuit). Temperature
required: approx. 40C.
Important! The lube oil service pump and/or stand-by pump must
not be switched on until approx. 10 minutes prior to engine start to avoid
that the turbocharger(s) is/are overlubricated because of the absence of
sealing air at standstill.
- Switch on the fuel oil supply pump, and subsequently the heating
equipment for the mixing tank, HFO piping and final preheater. The
heavy fuel oil in the service tank has to be permanently kept at a
temperature of approx. 75C.
- When the necessary temperatures have been reached and the
viscosity of the heavy fuel oil as entering the injection pumps is correct
(refer to Section 3.3), the engine can be started.
For restarting the engine after overhaul work or after prolonged downtimes
(several weeks) the following work has to be done:
Fuel oil system - Drain and top up the settling tank and service tank.
- Drain the filters and clean the elements.
- Set all the shut-off elements to in-service position.
For starting HFO-operated engines on Diesel fuel:
Switch the three-way cock so that Diesel fuel flows from the service
tank to the mixing tank (see the system-specific fuel oil diagram).
- Switch on the supply pump and evacuate air from the injection pumps,
pipes and filters.
- Check the zero admission on the control rod of each injection pump
and verify that the linkage moves easily.
- For HFO operation: Start the heating equipment (unless permanently
on) and check it.
- Switch the supply pump and the heating for the final preheater off again
(danger of overheating).
Cooling water system - Remove sludge from cooling water tank, coolers, pumps and pipes
(engine, injection valves, charge-air cooler).
- Top up the cooling water, check the concentration of the anti-corrosion
agent.
- Switch on the cooling water pumps or stand-by pumps (engine and
injection valves).
- Evacuate air from the cooling water spaces and check all connections
for tightness.
- Check, i.e. open the leaked water drain from the cylinder liner sealing in
the backing ring and from the charge-air cooler casing to verify that
they are tight.
- Check the cooling water pressure and the water volume in the
expansion tank.
- Check the expansion tank for separations of anti--corrosion oil (cylinder
cooling) and fuel oil (injection valve cooling).
- Switch off the cooling water pumps.
Lube oil system - Pump the lube oil out of (oil sump and) storage tank and clean the oil
spaces (make sure not to forget the exhaust gas turbocharger).
- Clean the oil filters, separators and oil coolers.
Top up new lube oil, or separate the oil charge in use.
- Set all the cocks to in-service position and switch on the electrically
driven lube oil pump or stand-by pump.
- Check the running gear as well as the injection pump drive and the
valve gear to verify that oil is supplied to all bearing points.
- Check the pipe connections and pipes for leakages.
- Check the lube oil pressure upstream of the engine and upstream of
the exhaust gas turbocharger.
- With the indicator valves opened, move the running gear by
2 revolutions using the turning gear, or purge the cylinders by inducing
a starting procedure. Watch the indicator valves whether any liquid is
issuing.
Starting system - Drain the compressed air tank and check the pressure, top up if
necessary.
- Check the shut--off valves for ease of movement.
- Check the starting valves in the cylinder heads for tightness
(see work card).
For engine shut-down directly from HFO operation, the following points are
to be observed (refer to system-specific fuel oil diagram, Section 2).
- If the engine is to be restarted after a few minutes, it is sufficient to
keep the heating equipment and one supply pump operating.
- In case of longer engine downtime, switch the three-way cock (15) to
Diesel fuel operation and the three-way cock (16) to flushing. The
supply pump is to be kept operating until the heavy fuel oil has been
repumped into the HFO service tank, and the piping system carries
Diesel fue oil. Subsequently, reswitch the three-way cock (16) to
normal operation and switch off the supply pump.
Emergency stop
At the same time, the governor is induced to move the control linkage to
zero admission.
Preliminary remarks In the case of engines equipped with a pressurised fuel oil system for HFO
operation, there exists the risk that on prolonged operation on Diesel fuel
oil the maximum admissible Diesel fuel temperature is exceeded due to
hot Diesel fuel being recirculated into the mixing tank. Excessive
temperatures imply low viscosity and lubricity involving corresponding
danger for the injection pumps. Therefore, the shut-off valves in the return
pipe have in this case to be switched so that the Diesel fuel oil is returned
to the service tank instead of the mixing tank (refer to Section 2.4 or the
system-specific fuel oil diagram).
Steps - Switch on the heaters for the mixing tank and heavy fuel oil pipes, if
available.
- Switch the three-way cock to HFO operation (refer to system-specific
fuel oil diagram).
- For engine systems equipped with viscosity measuring system and
manual control of preheating temperature: Adjust the heating capacity
of the final preheater in accordance with the viscosimeter data so that
the viscosity shown in the viscosity/temperature diagram is obtained at
the injection pumps (depending on the heavy fuel oil used).
- In case of engine systems with automatic heavy fuel oil viscosity
control: The viscosity control system is adjusted on initial putting into
operation of the engine, and should not be changed normally.
- The temperature of the cooling water as leaving the cylinder is to be
maintained at approx. 80C. In the case of heavy fuel oils with a high
sulphur concentration, in particular, make sure that the temperature
does not drop below this value.
Steps - Switch the three-way cock (please refer to system-specific fuel oil
diagram) to Diesel fuel oil approx. 30 minutes prior to engine
shut-down.
- Final preheaters controlled by hand have to be switched off.
- When the heavy fuel oil carried in the piping system has been used up
and replaced by Diesel fuel oil, the engine may be shut down.
- Switch off all heating equipment (as far as required).
Important! A change-over to Diesel fuel oil offers the advantage
that the engine is ready to be started at any time without previous system
heating for several hours being required. Maintenance and overhaul work
is substantially facilitated if the piping and injection system is filled with
Diesel fuel oil.
Background
Power, speed ... The following relationships exist between engine power, speed, torque and
mean effective pressure:
1200 ô P e
pe
and
VH ô n ô z
9550 ô P e
Md
n
Where
Mean pressure The mean effective pressure is the mean value of the cylinder pressure
over the whole four-stroke cycle. It is proportional to the power and the
torque and inversely proportional to the speed. If the mechanical efficiency
hmech is known, it can be calculated from the mean value of the indicated
pressures:
p e
pi ô ®mech
n
60pô f
Where
Operating points/characteristic Stable engine operating points are only obtained when there is a balance
curves between output, speed and the feed rate setting of the fuel pumps (filling).
The energy supply must correspond to the energy requirements.
In service, the maximum speed and torque have to be limited in the first
approximation to 100 %, the continuous output in diesel operation to
between 0 and 100 %, and in HFO mode to between 151) and 100 %. This
is to some extent achieved through design measures but must be
supplemented by operational techniques.
The permitted operating ranges for marine engines are shown in Figure 1.
Figure 1. Permitted output-speed ranges for single-engine systems with fixed-pitch propellers (left) and for single-engine
systems with variable-pitch propellers without shaft generator (right)
1) 15 % not applicable for L/V 20/27 and 25/30, for which 20 % is the lower limit for continuous part-load operation.
- Engines that are being used as the main source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 100 % output.
They may be operated with a maximum of 10 % reduction in speed.
- Engines being used as the diesel-electric source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 110 % output.
Output 100 % may be applied temporarily for acceleration purposes.
- Engines being used for dredging operation are blocked at between 100
and 90 % output depending on engine size and may be operated with a
maximum of 30 % reduction in speed.
- Engines used in fishing boots or tugs are blocked at 100 % output and
may be operated with a 20 % reduction in speed.2)
The above information is for guidance purposes only. The procedures to
be used under operational conditions will be agreed between the
purchaser, shipyard/planning office and engine manufacturer.
Preconditions
Supplementary information
Adjustment required Rough patches on the surfaces of the piston rings and the cylinder liner
contact surface are smoothed out during the running--in process. The
process is ended when the first piston ring forms a complete seal with the
combustion chamber, i.e. the first piston ring exhibits a regular running
surface around its entire circumference. If the engine is subjected to a
higher load before this occurs, the hot exhaust gases will escape between
the piston rings and the cylinder liner contact surface. The film of oil will be
destroyed at these locations. The consequence will be material destruction
(e.g. scald marks) on the ring contact surfaces and the cylinder liner and
increased wear and higher oil consumption as time passes.
Operating media
Fuel Diesel oil or heavy fuel oil can be used for the running--in process. The fuel
used must satisfy the quality requirements (section 3.3) and be
appropriate for the type of fuel system.
The gas that is to be later used under operational conditions is best used
when running--in Otto gas engines. Dual-fuel engines are run--in in diesel
mode using the oil that will be later be used as ignition oil.
Lubrication oil The lube oil to be used while running-in the engine must satisfy the quality
requirements (section 3.3) for the relevant fuel.
Operation at variable speed Running-in can be carried out with fixed--pitch, variable--pitch or
zero--thrust pitch propellers.
During the entire running--in period, the engine output should lie within the
marked area shown in Figure 1, i.e. below the theoretical propeller curve.
Critical speed ranges can be left blank.
A Variable--pitch propel-
ler
B Fixed--pitch propeller
C Engine output
(specified range)
D Running--in time [hrs]
E Engine speed and out-
put in [%]
Running-in of a new engine With a few exceptions, four--stroke engines are always subjected to a test
following a previous test run run in the factory so that the engine will usually already be run in. A
shortened run--in procedure will nevertheless be necessary at its final
place of installation as the pistons and bearings are usually removed after
the test run for inspection; the engine will also be partly or completely
dismantled for transportation.
The engine should be run--in at the rated speed and full load for a period
of 4 to 6 hours depending on engine size. Observe the notes in the above
paragraphs and Figure 1.
Running--in following an over- The engine will have to be run--in again if cylinder liners, pistons and/or
haul piston rings have been replaced during overhaul work. Running in will also
be necessary if just the rings on one piston have been replaced. The
run--in procedure must be performed in accordance with Figure 1 or
according to the relevant instructions.
The cylinder liner should be rehoned in accordance with work card 050.05
if it has not been renewed. A portable honing machine can be obtained
from our Service Centers.
Running in following low load Continuous operation at low load levels can lead to extensive internal
operation contamination of the engine. Residues from the combustion of fuel and
lube oil can accumulate on the piston top lands, in the ring slots and even
in the intake ports. The charge air and exhaust pipes, the charge air
cooler, the turbocharger and the waste--heat boiler may also be
contaminated with oil.
As the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, running up the engine
too quickly will result in increased wear and possibly cause other types of
engine damage (piston ring blow by, piston seizure).
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
It is the operator’s duty to carry out the checks listed below, at least during
the warranty period. However, they should be continued after the warranty
term expires. The expense in time and costs is low compared to that
incurred for remedying faults or damage that was not recognised in time.
Results, observations and actions taken in connection with such checks
are to be entered in an engine log book. Reference values should be
defined to make an objective assessment of findings possible.
Regular checks The regular checks should include the following measures:
(every hour/daily)
- Assess the operating status of the propulsion system, check for alarms
and shut-downs,
- visual and audible assessment of the systems,
- checking performance and consumption data,
- checking the contents of all tanks containing operating media,
- checking the most essential engine operating data and ambient
conditions,
- checking the engine, turbocharger, generator/propeller for smooth
running.
Periodic checks in addition to the regular checks, further checks should be made at
(daily/every week) somewhat longer intervals for the following purposes:
- Determine the operating hours logged, and verify the balancing of
operating times in case of multi-engine systems,
- evaluate the number of starting events,
- check the printers or recording instruments,
- check all the relevant engine operating data,
- evaluate the stability of the governor and control linkage,
- check the engine systems for unusual vibrations and extraordinary
noise,
- check all the systems, units and main components for proper
performance,
- check the condition of operating media.
The following routine jobs are to be carried out at appropriate intervals with
due regard to their importance:
Fuel oil system - Check the service tanks (diesel fuel and heavy fuel oil) and top up in
time. Prior to changeover to another tank, drain the water from the
latter.
- Never run the service tank completely dry. This would permit air to
enter the piping so that the injection system would have to be vented.
- Regularly drain or exhaust water and sludge from the service tanks.
Otherwise sediments could rise up to the outlet connection level.
- Clean the filters and separators at regular intervals.
- Ensure cleanliness during fuel pumping. Perform a spot test of the fuel
on every bunkering (see work card in Section 4) and keep these
together with the engine operating data logs. The fuel has to meet the
quality specifications.
Engines operated on heavy fuel oil:
- Heat the heavy oil to a temperature at which the prescribed viscosity
will be attained at the entry into the injection pumps. Refer to Figure 1.
Supplementary information is given in the viscosity/
temperature diagram, Section 3.3.4
- Do not mix heavy oils of different viscosities, and do not blend heavy oil
with distillate as instability may occur and cause engine operating
trouble.
- Submit the heavy fuel oil to one-stage or two-stage separation,
depending on the system layout.
Lube oil system - Check the lube oil level in the service tank and top up if necessary.
- Check the lube oil temperatures upstream and downstream of the
cooler.
- Monitor the lube oil pressure at the control console and, if necessary,
adjust to the specified service pressure. If the oil pressure rises above
normal when starting the cold engine, this is of no significance as the
oil pressure will drop to the specified service pressure as the oil heats
up.
▲ Attention! The engine must be shut down immediately if the oil
pressure drops.
Supplementary jobs/notes
Operating values - Although the cylinders develop the same output, the exhaust gas
temperatures may vary slightly. It is not admissible to adjust the
cylinders to the same exhaust gas temperatures.
- The cylinders should be loaded as evenly as possible. This can be
verified by comparison of the ignition pressures and the control linkage
position of the injection pumps.
Since the opinions on what should be contained in the engine log book
differ widely, we have abstained from making proposals. However, we
would gladly assist you if desired, especially in fixing the reference values.
The information sources of reference should be the test run and
commissioning records as well as the “List of measuring and control units”.
Visual and audible checks of the engine plant, entries in the engine log
book and evaluations on the basis of the operating time serve for the
conventional way of determining the present and/or future condition.
Information at a higher level can be obtained by using a portable ignition
pressure and injection pressure measuring unit, e.g. the Baewert HLV-94.
Using this device, the pressure (if required, of several engines) at the
indicator connection is recorded and indicated on an LC display in form of
a diagram over the crank angle or in form of a table. The appertaining
mean indicated pressures are also calculated. Via a connection cable, the
measuring results can also be printed or made accessible to computer
evaluation via a COM1 or COM2 interface. In a similar way, the injection
pressure is recorded and delivered. For this purpose, however, DMS
sensors are required which are to be attached to the injection pipes.
Trend The trend analysis graphically represents the registered and memorised
changes in condition. It is a very helpful method for early diagnosis of
irregularities in an engine’s operating condition.
Figure 4. CoCoS-EDS trend - operating values are displayed over a certain period
of time
Diagnosis Every five minutes, the so-called tentative diagnosis is made, enabling
recognition and display of deviations of an operating value from its normal
value, independent from the present load point and from external
influences.
The three modules provide the user with the necessary information on the
actual condition of the engine, and all the experience gained by the MAN
B&W engine developers and service engineers.
It is not permitted to apply load to and withdraw load from Diesel engines
as quickly as desired. Instead, allowance is to be made for
- thermal and mechanical loads,
- exhaust gas colouration, and
- the turbocharger capacity.
The shortest possible load application and load reduction for marine
propulsion engines is shown in Figure 1.
Acceleration In the AHEAD direction, 60% of the engine output are permitted to be
applied only after 15 seconds have elapsed under emergency
manoeuvring conditions or 30 seconds resp. under normal manoeuvring
conditions. 100% engine output is not allowed to be reached earlier than
after 30 seconds or 3 minutes resp. Diagram, part 3.
Load reduction At least 15 seconds must elapse during load reduction from FULL AHEAD
to STOP, at least 10 seconds during load reduction from FULL ASTERN to
STOP. Diagram, part 1/4. In case of faster load reduction, the
turbocharger may start surging
Besides, please note ... Marine main engines in preheated condition should be operated at a
speed not exceeding approx 75% or a load not exceeding approx. 40%, if
possible. Operation at full load is admissible after the service temperatures
have been reached.
In fixing the load application and load reduction times it should be noted
that the time constants for the dynamic behaviour of the engine relative to
the prime mover and/or the vessel may be wide apart. Ratios of 1:100 are
encountered in the case of marine propulsion engines. This means that
the engine responds much faster than the ship does. Faster load
application and load reduction rates will therefore have but a minor effect
on the ship’s behaviour during manoeuvring (except, e.g. tug boats and
ferries).
Correlations The ideal operating conditions for the engine prevail under even loading at
60% to 90% of the full-load output. All the systems have been rated for
this range and/or the maximum rating. In the idling mode, or during
low-load engine operation, combustion in the cylinders is not ideal,
because of the low quantities of fuel injected. Deposits are building up in
the combustion space, with contamination of the cylinders and negative
effects on the exhaust. Moreover, in part-load operation and during
manoeuvring of ships, the cooling water temperatures cannot be regulated
optimally high for all load conditions. However, this is a particularly
important point in heavy fuel oil operation.
Better conditions Engines are genuinely better equipped for part-load operation if
- they have special part-load cams on a shiftable camshaft and/or
- they have a two-stage charge-air cooler, the second stage of which can
be switched off for operating data improvement.
Operation on heavy fuel oil Because of the aformentioned reasons, the part-load operation (below
15% of full load) on heavy fuel oil is subjected to certain limitations. The
engine must subsequently be operated at full load or relatively high load
(>70 %) for a certain period of time so as to burn away the solids that have
deposited in the cylinders. For part-load operation which necessarily lasts
longer than for the time of operation as specified (see Figure 1), the
engine has to be switched over to Diesel fuel operation, and load has to be
applied again as soon as possible.
Operation on Diesel fuel oil For the part-load operation on Diesel fuel oil, the following rules are valid:
- A continuous operation below 15% of load is to be avoided, if possible.
If this is absolutely necessary, MAN B&W Diesel AG has to be
consulted for special arrangements (e.g. using part-load injection
nozzles).
- A no-load operation, especially with nominal speed (generator
operation) is only permitted for a maximum period of 1 ... 2 hours.
No limitations are required for loads above 15%.
Explanations Figure on the left: Time limits for low-load operation on heavy fuel oil.
Right hand figure: Necessary operation time at >70 % output after
low-load operation on heavy fuel oil. Acceleration time from low-load to
70% output not less than 15 minutes.
Preliminary remarks
How to proceed
In the case of marine The effective engine output Pe cannot be easily measured on marine
propulsion engines propulsion engines. Torque measurements and conversion would be
necessary for this purpose. The indicated output Pi, on the other hand, can
be determined from indicator diagrams by planimetering. However, even
this output Pi is only useful under certain conditions because all outputs/
output limits are referred to the effective output. The values for Pe and Pi
differ by the mechanical efficiency ®PHFK of the engine.
P e
Pi ô ®mech
In case of Diesel generator sets The effective engine output for generator sets can be determined relatively
precisely from the effective generator output Pw, which is measured
continually, and from the generator efficency ®gen, which varies but slightly
within the usual operating range. This method, however, does not permit
any judgement to be made of changes that may occur on the engine or
generator. As an alternative or additional method, design points can be
determined as outlined above, and the results obtained can be compared.
Preliminaries
The mean value of fuel settings plotted over the output is recorded during
the engine works trials and included as a curve in the acceptance
For stationary engines, only the fuel pump settings of the acceptance
certificate are to be copied into the form sheet.
Important! Diesel fuel oil (MDF) is used for the engine trials as a
rule. In HFO operation, pump settings are 3-4% lower.
Example (marine propulsion Determining the design point and the engine output are to be carried out
engine) using the example shown in Figure 1, where:
Generator sets The method can be applied to generator sets in the same way. Design
points are in this case only found on the 100% speed line, or close to it.
Evaluation of results
The design point that has been determined is to be within the admissible
service range - for marine propulsion engines, with a new vessel and new
engine, to the right of the theoretical propeller curve.
The shifting of design points towards the left, with the other basic
conditions being the same, is attributable to the increased resistance of
Figure 2. Form sheet for determining the design point and engine output (on the next page)
Under these conditions, the engine will still reach the full torque but no
longer the full speed -- at least not with the admissible rated output.
Operation of the engine under these conditions of reduced speed/
fuel-limited speed is limited as follows:
Overview
Table 1 lists the equipment for adapting the engine to special operating
conditions/for optimising the operating performance. It also lists the
preferred fields of application. This table is intended to provide you with a
summary of the existing possibilities and their object.
Brief descriptions
Charge air blow-off device When engines are operated at full load at low intake temperature, the high
air density involves the danger of excessive charge air pressure leading to
an inadmissibly high ignition pressure. In order to avoid such conditions,
the excessive charge air is withdrawn upstream or downstream of the
charge air cooler and blown off into the engine room. This is achieved by
means of an electro-pneumatically controlled or spring-loaded throttle flap.
See Section 2.4.1 and 3.5.12.
Charge air bypass device The charge air pipe is connected to the exhaust pipe via a reduced
diameter pipe and a bypass flap. The flap is closed in normal operation.
During propeller operation between 25 and 60% load, the volume of air
which is available for the engine is relatively small and the charge air
pressure is relatively low. To increase the air volume that is available for
Device for raising the High air temperatures during part-load operation contribute to improved
charge air temperature combustion and, consequently, reduced exhaust gas discoloration. This
(two-stage charge air cooler) condition can be achieved if a two-stage charge air cooler is used and the
charge air is heated by means of the low-temperature (LT) stage during
part-load operation (20 to 60% load).
Control of the charge air The charge air temperature control CHATCO reduces the amount of
temperature (CHATCO) condensed water that accumulates during engine operation under tropical
conditions. In this connection, the charge air temperature is kept constant
up to a certain intake temperature. If this value is exceeded, the charge air
temperature is constantly raised. Please refer to Section 2.4.7.
Device for accelerating the This equipment is used where special demands exist regarding fast
turbocharger (jet assist) acceleration and/or load application. In such cases, compressed air is
drawn from the starting air vessels and reduced to a pressure of approx.
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. Please refer to the figure in Section 2.4.1.
Device for blowing off the By blowing off exhaust gas upstream of the turbine and returning it to the
exhaust gas (waste gate) exhaust pipe downstream of the turbine, an exhaust gas pressure
reduction on the turbocharger and/or a drop in turbine speed at full load is
effected. This measure is necessary if the turbocharger has been
designed for optimised part load operation. See section 3.5.11.
Device for adjusting the valve Two twin cams per cylinder are arranged on the camshaft. In each case,
timing (for 32/40 engines only) the cam track on the coupling side is in mesh under full-load conditions.
During operation, the camshaft is shifted by a hydro-pneumatic control
system (similar to reversible engines).
This equipment enables the timing, i.e. the valve overlap, to be adapted to
the prevailing load. As a result, the charge renewal is optimised and the
engine operating data is improved during part-load operation. For details,
please refer to Section 2.4.5.
Device for adjusting the injection Adjustment on the 32/40 engine is achieved by means of a camshaft that
timing permits adjustment relative to the direction of rotation using a turning,
axially moving and helically toothed bushing which is in mesh with the
toothing provided on the camshaft. A shifting of the bush causes the
camshaft to be turned, whereby the injection timing is changed. For
details, please refer to Section 2.4.5.
Technical layout
This equipment for the bypassing of charge air essentially consists of the
connection between the charge air pipe (1) and the exhaust pipe (8), the
throttle flap (4) and the associated electropneumatic control.
The rate of air flow through the interconnecting pipe can be limited by a
diaphragm (2). The throttle flap is pneumatically operated. The end
positions of the power cylinders can be fixed by adjusting screws (5). The
compensator (7) serves to absorb deformations/displacements in the
interconnecting pipe.
Functional description
The supply of air to the pneumatic drive is controlled by the 4/2-way valve
(6) and its solenoid valve. The passage 1 - 2 to open the flap is cleared
when the solenoid valve is energised. The valve is switched over to
passage 1 - 3 for closing the flap when the valve is de-energised. The
switching condition of the solenoid valve (energised) is determined by the
following conditions:
- engine speed > 60 ... < 85%*,
- pump rack setting > 25 ... < 65%*,
- engine is not started/engine is not connected (stable load condition).
* The upper limit depends on the engine size and number of cylinders (up to 95 or 75% respectively)
Figure 2. Output/speed range for the bypassing of charge air (example, valid for
fixed-pitch propeller drive)
The bypassing of charge air into the exhaust pipe causes the charge air
pressure and specific air/exhaust gas volume to be increased, and the
exhaust gas temperature upstream and downstream of the turbine to be
reduced.
Setting
The settings of all elements are fixed during the engine test run and/or
during sea trials/commissioning. They must not be changed during the
warranty period without the approval of MAN B&W Diesel AG.
If necessary, the 4/2-way valve can be switched over by hand using the
lever (9) on the underside of the valve. The throttle flap can be turned
through the slot provided in the shaft end (10). See Figure 3.
9 Lever for
4/2-way valve
10 Slotted shaft end
Figure 3. Actuation of the 4/2-way valve and the throttle flap in case of emergency
Background
Air contains finely dispersed water in the form of steam. Some of this
water condenses out as the air is compressed and cooled by the
turbocharger and charge air cooler, and this also happens with the
compressed air in air vessels. Condensation increases as
- the air temperature rises,
- the air humidity rises,
- the charge air pressure rises, and
- the charge air temperature drops.
Up to 1000 kg of water per hour can accumulate under certain conditions,
and on large engines, in the charge air pipe downstream of the charge air
cooler. This is due to the large volume of air and the relatively high charge
air pressures.
Example 1 -- Determine the amount of water accumulating in the charge air pipe
3rd step The difference between I and II is the condensed water amount A.
A
I II
0.033 0.021
0.012 kg of water/kg of air.
Q A
A ô P ô le
0.012 ô 12, 400 ô 7.1
1.055 kg water/h
1 t water/h.
Example 2 -- Determine the amount of water condensing in the compressed air vessel
3rd step The difference between I and III is the condensed water amount B.
B
I III
0.033 0.0015
0.0315 kg of water/kg of air.
4th step Multiplied by the air volume m in the vessel, the amount of water, QB, is
obtained which accumulates as the pressure vessel is filled.
Q B
B ô m.
m is calculated as follows:
pôV
m
.
RôT
Legend
Absolute pressure in the vessel, pabs 31 ô 10 5 Nm2,
volume V of the pressure vessel 4000 dm3 = 4 m3,
gas constant R for air 287 Nm/kgôK,
temperature T of the air in the vessel 40 C = 313 K.
m
31 ô 10 ô 4
5
138 kg of air.
287 ô 313
Final result
Q B
B ô m
0.0315 ô 138 kg
4.35 kg of water.
* The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water volume, the
following approximate values can be used:
Isolated operation
Application of load dependent Large applications of load, such as occur in a ship’s auxiliary engine in the
on medium pressure ship network or in stationary engines in isolated operation, cannot be dealt
with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.
1 1. Stage
2 2. Stage
3 3. Stage
Pe Application of load as a
% of continuous power
pe medium effective
pressure in continuous
power
For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressures
between 21.9 ... 24.9 bar, the following load stages apply:
1. Stage 33%,
2. Stage 23%,
3. Stage 18%,
4. Stage 26%.
Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of MAN B&W Diesel AG.
Application of load dependent The diagram in Figure 2 applies for applications of load based on the
on the actual power current value.
Pe C Application of load
Pe Constant load
Reference pressure pe =
24.8 bar
Load shedding Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:
Details of the connecting of load and load shedding must be agreed with
MAN B&W Diesel AG in the planning stage. They require approval.
In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.
Technical layout
The device for blowing off the exhaust gas essentially consists of the
connection between the exhaust pipe upstream of the turbocharger (11)
and the exhaust pipe downstream of the turbocharger (9), the blow-off flap
(1) and its electro-pneumatic control.
Figure 2. Arrangement of the exhaust gas blow-off pipe (illustration shows the
V 48/60 engine type)
Figure 3. Arrangement of the exhaust gas blow-off pipe (illustration shows the
V 48/60 engine type)
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
Technical layout
The device for blowing off the charge air essentially consists of the
blow-off pipe on the charge air cooler, the blow-off flap (1) and its
electro-pneumatic control.
Operating principle
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The admission serves as a criterion for the activation of the blow-off flap.
If the admission is lower than the limit value, the blow-off flap is closed. In
case the admission is higher and the intake air temperature is lower than
the limit values, the flap control causes the blow-off flap to be opened.
Figure 2. Arrangement of the charge air blow-off pipe (illustration shows V 48/60
engine type)
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Explanatory remarks
Trouble shooting with the aid of Tables 1--3 contain a number of potential operating faults and their
Tables 1--3 possible causes. They are intended to contribute to reliable fault diagnosis
and efficient elimination of their causes.
Example The code number 15, for example, appears at three different points in the
tables (marked by -). The meaning behind it: Supposed the injection
timing is too far in the “late“ direction, the following possible effects must
be expected:
- The engine does not reach the full output/speed,
- the exhaust gas temperatures are excessive, and
- the exhaust plume is visible, of dark colour.
Trouble shooting on the To be noted: The operating instruction manual for the turbocharger
turbocharger contains its own table for trouble shooting.
Order of entries The order of entries does not permit to draw conclusions on the probability
of causes. The order rather follows the principle: Causes related to
engine operating media and operating media systems in the first place,
followed by engine, turbocharger, and possibly ship.
Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system Pressure in the compressed air vessel too low 01
Main starting valve defective 162.xx 02
Starting valve defective 161.xx 03
Starting air pilot valve defective 160.xx 05
Control and monitoring Fault in the pneumatic or electronic control system 63
system
Remote starting interlocked 83
Turning gear Turning gear not completely disengaged 79
Noise coming from the valve or injection pump gear (noise depending on speed)
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17
Follower defective, or spring broken 111.xx, 200.xx 46
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valve not tight
Excessive valve clearance 113.xx, 114.xx 90
Smoke issuing from crankcase/crankcase vent, hollow- sounding noise coming from the crankcase
Lube oil Oil contains too much water 3.3, 000.05 81
Engine Crankcase vent blocked 93
Piston/piston rings Piston rings stuck or broken 034.xx 32
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31
Emergency operation with one Even if the engine is operated with adequate care, serious faults occuring
or two cylinders failing
- on the injection system or injection pump gear,
- on the inlet or exhaust valves or the gear of these,
- on the cylinder head, or
- on the connecting rod, piston or cylinder liner
cannot be completely ecxluded. If such a fault occurs, the engine has to
be stopped and the damage has to be remedied. If this is not possible, the
possibilities of emergency operation are to be checked and the necessary
provisions are to be made, if any. The engine can then be further operated
under certain conditions, and at reduced output in most cases. If for some
important reason the engine cannot be stopped, it should at least be
attempted to take all appropriate measures for avoiding consequential
damage.
Table 1 lists such emergency cases, the relevant conditions and counter
measures. The texts following after the table describe the exemplary
cases of emergency in more details and give supplementary hints.
Case 1 Operating faults which necessitate the switching off of the injection pump
(fuel admission = zero) but permit operation of the cylinder/piston involved
against the normal compression resistance, such as
- fault in the injection system due to a defective nozzle,
- fault on the cylinder head due to a defective valve, due to gas leaking
at the cylinder head, due to a broken cylinder head bolt.
Case 2 Operating faults which necessitate the removing of rocker arms and push
rods and the switching off of the injection pump (fuel admission = zero) but
permit operation of the respective cylinder/piston to be continued against
compression (valves closed), such as
- fault in the valve timing gear,
- fault on the cylinder head due to gas leaking on the sealing rings, due
to max. two broken cylinder head bolts2).
Important! Cases 1 and 2 are less problematic from the vibrations
point of view than case 3 is, because the running gear components remain
in place.
Case 3 Operating faults making the removing of a complete running gear (piston,
connecting rod, push rods) necessary.
Case 4 Operating faults making the removing of two complete running gears
(piston connecting rod, push rods) necessary.
2) Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.
5 Reduce the engine output (and speed) in accordance with the instruction
plate attached to the control console. Theoretically available output and/or
speed in accordance with circumstances on the next page.
8 Due to one piston being removed, problems in engine starting may occur
at certain crankshaft positions.
10 Mass balancing upset. Critical vibrations may occur on the engine or in the
ship’s hull (natural hull frequencies) also outside the speed ranges which
have been barred as a result of the torsional vibration calculation. Such
ranges should be avoided/passed quickly. The engine output is to be
reduced to 50%.
Derating/speed reduction
¯Z--1
Z
0.89 0.91 0.93 0.94 0.94 0.95 0.96 0.96 0.97 0.97
Table 2. Factors to determine the speed reduction required when a cylinder fails
Barred ranges/ Switching off the injection pump on one cylinder may result in critical
Torsional vibrations speeds requiring further restrictions of the operating speed range. The
barred ranges to be observed under these abnormal operating conditions
are given on the instruction plates.
Preliminary remarks
Means available The following means are availabe for emergency operation of the engine
with the turbochargers defective:
Code number
Engine stop not permitted for compulsory reasons
Nothing is changed on the turbocharger 1-3
Engine may be stopped (temporarily)
NR turbocharger
● Dismantle the rotor and bearing housing (cartridge), mount the end cover on 1-7
the rear of the turbine (see turbocharger operating manual and relevant work
cards). Gas renewal of the engine is through the partly stripped turbocharger
on the air side and exhaust side.
Explanations
3 With the rotor arrested or dismantled, cut off the lube oil supply to avoid
fouling and fire hazards.
5 In-line engines:
6 V-type engines
7 V-type engines
Separate the exhaust gas inlet side of the defective turbocharger from the
gas flow of the second turbocharger by fitting a blind flange.
The term “black out” designates the sudden failure of the electrical mains
supply. As a result, the cooling water, lube oil and fuel oil supply pumps
will fail, too, unless they are driven by the engine proper. However, other
vital supply equipment and measuring, control and regulating units are
affected, too.
If black out occurs at high engine output, the cooling water which now is
no longer circulating is heated by engine components that are subject to
high thermal loading, and steam bubbles may form locally. Therefore, be
careful with venting and discharge pipes!
This applies to all cases, where the pumps cannot start operation again
within a few seconds, which is possible if a spare unit automatically takes
over the electric power supply. This emergency stop process can, in the
case of marine main engines, be cancelled for a limited period of time, at
the worst, according to the requirement “ship takes precedence over
engine”. On engines with disengaging coupling, the engines are to be
disconnected. On ships equipped with a controllable--pitch propeller, the
pitch is to be set to zero immediately in order to prevent propeller reverse
power. These processes must automatically be triggered in case of
decreasing lube oil pressure.
Emergency lubrication equip- The oil supply of engines equipped with a directly connected,
ment engine-driven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.
Marine engines, which are equipped with two electrically driven lube oil
pumps, involving the potential risk that the engine is operated on reverse
power while the ship is gradually run down, are to be equipped with an
emergency lubrication oil tank. From this elevated tank, the oil supply is to
be ensured (temporarily) during this phase.
Stationary engines equipped with two electrically driven pumps are set to
“Zero” admission on black out. Emergency lubrication of the engine during
the relatively short (1 ... 3 minutes) coasting without load is dispensed with
as a rule.
The turbocharger(s) is/are supplied with oil for some time during the
run-down period from an attached oil tank on rigidly mounted engines, or
from a separate oil tank is case of resiliently mounted engines, irrespective
of the lube oil system layout.
Automatically operated systems After the normal supply of electrical power has been restored, the pumps
and ventilators have to be started automatically and in the order as stated:
1. Lube oil pump and fuel oil supply pump,
2. cooling water pump,
3. engine room ventilation system,
4. sea water pump.
▲ Attention! Under no circumstances must the engine be allowed
to start up automatically after black out.
Manually operated engine plants Manually operated engines have to be immediately stopped after black out
so as to avoid severe damage as a result of lubrication failure or thermal
overloading. After the electrical power supply has been restored, proceed
as in the case of automatic operation. It is essential in this case, too, that
the engine is restarted and load is applied gradually.
Putting into operation of the Depending on the load at which the engine was being operated prior to the
engine after black out sudden shut-down, the cooling water which then is no longer circulating is
heated to high temperatures by the hot engine components, possibly
leading to the accumulation of steam in the cooling spaces of the cylinder
head.
Emergency operation with Supply of lube oil to the piston running surfaces, piston rings and cylinder
cylinder lubrication failing liners is ensured by splash oil in the crankcase and by the additional
cylinder lubrication. If the cylinder lubrication system should fail in part or
completely, engine operation can be continued, however, at a reduced
output of 70 %.
Behaviour in the case of If the speed control system fails and in the case of unsuccessful RESET
stationary engines and/or caused by
main marine engines
in generator operation
- missing or faulty input signals,
- internal faults or
- failure in the voltage supply,
stationary engines and/or main marine engines in generator operation
require an engine emergency stop, which is usually effected by the
governor emergency stop function. The governor shaft is turned to “Zero“
admission. If the emergency stop function of the governor is suppressed,
the engine has, alternatively, to be stopped by the emergency stop device
of the fuel pumps.
As the process required for disturbance elimination may take some time
and, at worst, remain unsuccessful, main marine engines are equipped
with an additional device permitting emergency operation. It consists of a
lever, which is rigidly clamped onto the governor shaft, a travel limitation
and an actuation lever, which is only mounted in an emergency case as
mentioned above. Using the actuation lever, the governor shaft can be
turned and fixed in the required position. For further details, please see
work card 203.01 included in volume B2.
General remarks
Operating values/limit values Operating values, e.g. temperatures, pressures, flow resistances and all
other safety--relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded. Binding reference
values are contained in the test run and commissioning records (in
Volume B5) and in the “List of measuring and control devices” (in
Volume D).
Alarms, reduction and stop Depending on the extent to which values are exceeded and on the
signals potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable--pitch propeller plants. Stop signals cause an engine stop.
Behaviour in emergency cases -- Acoustic or visual warnings can be acknowledged. The displays remain
technical possibilities active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation “ship takes precedence over engine”. For stationary
plants, this possibility is not provided. For these, there is also no reducing
function.
Fixing alarm and limit values For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.
Examples Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
Oil mist The oil mist concentration in the crankcase is monitored by an oil mist
detector. It increases in cases of damage to bearings and piston seizures
and in the case of blow-through from the combustion chamber. In these
cases, an alarm is triggered and the red alarm LED starts to flash on the
oil mist detector.
Danger to people and property! ▲▲▲ Danger! When the oil mist concentration is too high, there is
acute danger to people and property. An explosion in the crankcase
may occur, and the engine, crankshaft and running gear
components may be seriously damaged.
Turn off the engine immediately! ▲▲ Warning! When the oil mist concentration is too high, the
engine is switched off by the safety controls. If this does not occur
or if this is not planned, then the engine must be switched off
manually. This must be done within a matter of seconds.
If the oil mist detectors are not functioning correctly, the engine is not
monitored. Damage which starts to occur cannot be recognised or only
recognised too late.
Checking the oil mist detector After an oil mist detector alarm occurs, the function of the oil mist detector
must be tested according to the manufacturer’s operating instructions. The
engine must not be restarted for testing.
The measuring cell should be checked for traces of water as part of these
tests, as water vapour can trigger a false alarm. The measuring cell should
be cleaned if traces of water are detected. The engine should then be
blown through with compressed air, checking at the same time that the
runnung gear turns easily. If water can be eliminated as the cause of the
alarm, the following checks are to be performed:
Internal check of running gear After a wait of 10 minutes -- required because of possible dangers of
explosion on the entry of air (see safety regulations) -- all crankcase
covers are to be removed. The subsequent checks include:
- measuring of all bearing temperatures,
- a visual examination of the running gear components and oil sump for
chips, discolouration or material deposits and
- a visual examination of all piston skirts and cylinder liners. Piston skirts
made of aluminium alloys suffer damage due to friction at an early
stage already. Grey cast iron skirts are less easily damaged.
External checks of running gear The camshaft cover should then be opened and the following checks
performed:
- measuring the temperature of all camshaft bearings, including the
external bearing,
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant
information is given in work card 000.14 “Corrosion inhibitors/preservation
of Diesel engines”. The necessary preliminaries, preservation proper and
the appropriate preservation agents are described.
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 4 Maintenance/Repair
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Maintenance schedule/ The jobs to be done are shown in the maintenance schedule, which
maintenance intervals/ contains
personnel and time required
- a brief description of the job,
- the intervals of repetition,
- the personnel and time required, and it makes reference to
- the corresponding work cards/instructions.
Preliminary remarks
Maintenance schedule on paper The maintenance schedule of the engine comprises work to be done on
and diskette components of peripherical systems and components/subassemblies of
the engine itself (refer to Section 4.7). The maintenance schedule for the
turbocharger is part of Volume C1 of the Technical Documentation.
Validity of the maintenance The maintenance schedules 4.7.1 and 4.7.2 are valid together. They
schedule comprise jobs to be done in regular intervals up to 36,000 operating hours.
After 30,000 or 36,000 operating hours an inspection of the main
components is to be carried out. During this process the cylinder head and
valves, the cylinder liner and pistons as well as the running gear and
bearings, in particular, should be checked for wear and replaced if
necessary. It is recommended to entrust one of our service bases with this
comprehensive task.
Adaption of the maintenance The maintenance schedule has been drawn up for standard operating
schedule conditions. After a critical evaluation of the operating values and conditions
shorter intervals may become necessary provided external operating
conditions as timetable/
timetable of ships/inspection time for plants allow it. In case of favourable
operating values and conditions longer intervals may become necessary.
Preliminary remarks
Standard tools The following comprehensive standard set of tools comes supplied with
the engine:
- basic tools,
- hydraulic tensioning tools, and
- special tools.
This set of tools permits normal maintenance work to be carried out. A list
specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for the
turbocharger(s) is contained in one case, and a table of contents is also
included.
Tools Explanations
Device for removing/fitting the For maintenance work such as checking the main bearing or replacing the
main bearing cap bearing shells, the main bearing cap has only to be lowered; it need not be
Item no. 10310 removed. This is only necessary in special cases. This tool is provided for
this purpose.
Device for removing/fitting the Maintenance jobs such as the checking of spring assemblies can be done
torsional vibration damper without the complete vibration damper having to be disassembled. This is
(on the crankshaft) only necessary in special cases. This tool is provided for this purpose.
Item no. 10305
Pneumatic honing tool for the Cylinder liners require rehoning when piston rings are replaced or when
cylinder liner the roughness of the running surface has become insufficient. This job can
Item no. 10115 be contracted to a service base or done by the user himself using the
honing tool.
Tool for regrinding the sealing Regrinding of the sealing groove in the top land ring or the cylinder head
groove in the top land ring becomes necessary when the sealing ring is no longer able to provide
Item no. 10110 adequate compensation for deformation/material loss.
Suspension device for the If the engine room is high enough, the cylinder head is dismantled
cylinder head, without rocker completely. If the overhead space is inadequate, the rocker arm casing
arm casing has to be dismantled, and the cylinder head has to be lifted off using this
Item no. ... device.
Assembly/turnover stand Included in the standard set of tools. The turnover stand enables cylinder
for the cylinder head heads to be turned into the positions most favourable for carrying out the
necessary work, e.g. on the top and on valves/valve seats.
Electric valve cone grinder Similarly to valve seats, valve cones showing minimum deficiencies can be
Item no. 10102 corrected by hand using grinding paste. Where no satisfactory result can
be achieved by this method, mechanical remachining is necessary.
Tool for grinding the seats on the A grinding ring is supplied to allow manual regrinding of the seats on the
valve cage shroud valve cage shroud. Adhesive grinding discs provide an effective way of
reworking the seats.
Device for checking start The start and end of delivery of fuel pumps are significant operating values
and end of fuel delivery on for the individual cylinders and the reciprocal load distribution. Although
fuel injection pumps changes due to wear or the installation of spare parts are negligible as a
(pneumatically operating) rule, it is advisable to make a check in such cases.
Item no. 10225
Device for pulling the drive Pumps driven by the Diesel engine directly require no regular
gear of directly driven lube maintenance. If it becomes necessary to disassemble a pump, the drive
oil or cooling water pumps gear has to be pulled. This tool is provided for this purpose.
Item no. 10320
Device for removing and For cleaning the air side, charge air coolers may be flooded in the
installing the pipe bundles as-installed condition. The dummy flanges needed for this purpose are
of the charge air cooler included in the standard set of tools. Should this method of cleaning not
Item no. 10325 yield a satisfactory result, the cooler insert is to be removed, using this
device, and to be cleaned by a more appropriate method.
Grinding device for delivery This device is used for regrinding the seat of the injection pipe in case of
pipe sealing problems.
Item no. 10112
Endoscope with or without video For inspecting all types of internal areas and for checking cams and rollers
camera of the valve camshaft of Vee-type engines, the Olympus endoscope may
Item no. 10230/235 be used. It consists of an eyepiece unit, a jacketed photoconductor and
interchangeable lenses. These permit a direct view onto the illuminated
object or a look to the sides.
Digital pressure gauge for Using the SI digital pressure gauge, differential pressure measurements
measuring the pressure and on the charge air cooler and in the crankcase can be carried out safely
differential pressure and comfortably. Special connections are available. The device can also
Item no. 10215 be used at other measuring points.
Information on tools required for engine accessories such as the oil mist
detector and for systems accessories such as filters, separators, fuel and
lube oil treating modules, water softening equipment, etc. can be gathered
from the documents contained in Volumes E1 to E... of the technical
documentation.
Tip! Maintenance and repair work can only be carried out properly if
the necessary spare parts are available.
The information given below is thought to assist you in quickly and reliably
finding the correct information source in case of need.
Spare parts for engines and turbochargers can be identified using the
spare parts catalogues in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers permit to identify the ordering number.
Complete tools can be ordered using the tools list in Volume B6 of the
technical documentation, or the index included in the tools case for
turbochargers. The ordering numbers are also given on the respective
work cards in Volumes B2 and C2. In this way, it is also possible to order
components of tools alone.
When ordering tools, the engine type, the engine works number and the
six-digit tool number which simultaneously serves as ordering number
should be indicated as usual. The first three digits of the tool number stand
for the subassembly for which the tool is used. Tools which are suited for
general use have a figure below 010 instead of the subassembly group
number.
Spare parts for measuring, control and regulating systems, and for engine and systems accessories
Components of high value which have become defective or worn and the
reconditioning or repair of which requires special know-how or facilities can
be replaced by the “Reconditioned-for-old” principle. These include
- piston crowns,
- valve cages and valves,
- fuel injection nozzles and injection pumps,
- governors,
- compressed-air starters, and
- completely assembled rotors of turbochargers (cartridges).
Such components are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to your address. If need arises,
please enquire a corresponding offer from MAN B&W Diesel AG or the
nearest Service Center.
Required personnel
Groups of maintenance works In case of the maintenance schedule (systems) the maintenance works
are grouped according to systems/functional groups whereas in the main-
tenance schedule (engine) they are grouped according to subassemblies.
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
014 Ölprobe untersuchen (Tropfenprobe) Examine oil sample (spot test) 000.05 1 0.15 Motor X
Engine
015 Ölprobe analysieren lassen Take oil sample to be analysed 000.04 1 0.25 Motor X
Engine
016 Ölfüllung wechseln (entsprechend Change oil filling (depending on results 000.04 015 Nil 1 1 1 1 1 1 1 1 1 1 1
Analyse), Behälter reinigen of analysis), clean the tank
017 Ölablauf kontrollieren (Sichtprüfung) Check oil drainage of piston, big--end A 018 1 0.2 Zyl./ X
bei Kolben, Pleuel-- und and main bearings, on the gear box 112 Einheit
Kurbelwellenlagern, am Rädertrieb und and the turbocharger (visually) -- refer Cyl./unit
am Turbolader -- siehe auch 401 to 401
018 Ölablauf kontrollieren (Sichtprüfung) Check oil drainage of camshaft A 017 1 2 Motor X
bei Nockenwellenlagern, bearings, injection pumps and valve Engine
Einspritzpumpen und am Ventilantrieb gear in the rocker arm casing (visually)
(im Kipphebelgehäuse) -- siehe auch -- refer to 401
401
020 Schmierölpumpe überholen Overhaul the lube oil pump 300.01 2 10 Pumpe 1 1 1 1 1 1 1 1 1 1 1
Pump
023 Schmieröl--Automatikfilter reinigen Clean the lube oil service filter B 024 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig von Spülintervallen) (depending on scavenging intervals) Filter
024 Schmieröl--Indikatorfilter reinigen Clean the lube oil indicating filter B 023 1 2 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig vom Differenzdruck) (depending on differential pressure) Filter
025 Schmieröl--Vorwärmer reinigen Clean the lube oil preheater (depending B 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(abhängig von der Separiertemperatur on separating temperature at the flow Unit
bei erforderlichem Durchsatz). rate required).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
special company if possible
X Wartungsarbeit fällig X Maintenance work is necessary
1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
026 Schmieröl--Separator Check, clean and overhaul the lube oil B 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(selbstaustragend) kontrollieren, separator (residue--selfdischarging) Unit
reinigen, überholen
027 Schmieröl--Kühler reinigen, evtl. durch Clean the lube oil cooler. C Nil 1 1 1 1 1 1 1 1 1 1 1
Spezialfirma Cleaning should be carried out by a
special company if possible
Kühlwassersystem (Zylinder- und Düsenkühlung) Cooling water system (Cylinder an injection valve cooling)
031 Ausgleichsbehälter: Kühlwasserstand Compensating tanks: Check the A 032 1 0.2 Motor X
kontrollieren cooling water level Engine
032 Düsenkühlwasserrücklauf kontrollieren Check the injection valve cooling water A 031 1 0.1 Motor 4
(auf freien Auslauf und eventuelle return system (for free drainage and Engine
Kraftstoffspuren -- bei Schwerölbetrieb) fuel leckages -- in case of operation on
heavy fuel oil)
033 Kühlwasser: Korrosionsschutz Check the corrosion protection of the 000.07 1 0.5 Motor X
kontrollieren -- siehe auch 401 cooling water -- refer to 401 Engine
035 Kühlräume kontrollieren, System Check the cooling water spaces, clean 000.08 Nil 1 1 1 1 1 1 1 1 1 1 1
chemisch reinigen (Zylinder-- und the system chemically (cylinder and
Düsenkühlung). injection valve cooling system).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
special company if possible
036 Kühlwasser--Rückkühler: Kühlräume Heat exchanger: Clean the cooling C Nil 1 1 1 1 1 1 1 1 1 1 1
reinigen, evtl. durch Spezialfirma spaces.
Cleaning should be carried out by a
special company if possible
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
054 Ladeluftumblase--/Ladeluftabblaseein-- Charge air bypass/blow--off device: 280.01 062 1 0.5 Motor 1 1 1 1 1 1 1 1 1 1 1
richtung: Systembauteile auf Dichtheit Check system components for Engine
kontrollieren (Sichtprüfung). Steuer-- tightness (visually). Check control and
und Überwachungselemente auf monitoring elements
Funktionstüchtigkeit prüfen
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
124 Alle Lagerschalen erneuern Replace all bearing shells 021.01 2 6 Lager X
021.02 Bearing
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
153 Alle Kolben ausbauen, reinigen und Remove, clean and check all pistons. 034.01 154 3 2 Zyl. X
kontrollieren. Schulterspiel (nicht bei Measure shoulder clearance (not in 034.02 155 Cyl.
32/40 und 48/60) und Ringnuten case of 32/40 and 48/60) and ring 050.05 163
vermessen. Alle Kolbenringe erneuern. grooves. Replace all piston rings.
Achtung: Wenn Kolbenringe erneuert Caution: If piston rings are replaced
werden, ist die Zylinderbuchse the cylinder liner is to be rehoned!
nachzuhonen!
154 1 Kolbenbolzen ausbauen, Remove one piston pin. Check piston 034.03 152 2 0.25 Zyl. X
Kolbenbolzenbuchse kontrollieren, pin bush, measure the clearance Cyl.
Spiel messen
155 1 Kolben zerlegen. Bauteile reinigen. Disassemble one piston. Clean 034.02 152 3 2 Zyl. X
Kühlräume und Kühlbohrungen auf components. Check cooling spaces 034.03 Cyl.
Koksansatz kontrollieren. Bei and cooling passages for coke 034.04
Schichtdicken über 1 mm alle Kolben deposits. If thickness of layer exceeds
zerlegen 1 mm, disassemble all pistons
Achtung: Nur gültig für 32/40 und Caution: This only applies to 32/40 and
58/64! 58/64 engines!
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
213 Nocken, Rollen und Schwinghebel Check cams, rollers and cam follower 112.01 018 1 1 Zyl. X
kontrollieren (Sichtprüfung) -- bei (visually) -- in case of V--type engines 215 Cyl.
V--Motoren
214 Schwinghebelbuchsen an 1 Zylinder Check bushes of cam follower on one 112.01 212 2 2 Zyl. X
kontrollieren -- bei Reihenmotoren cylinder -- in case of in--line engines 303 Cyl.
215 Schwinghebelbuchsen an 1 Zylinder Check bushes of cam follower on one 112.01 213 2 3 Zyl. X
kontrollieren -- bei V--Motoren cylinder -- in case of V--type engines 303 Cyl.
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
235 Alle Einlaßventile ausbauen. Ventilsitze Remove all inlet valves. Check valve 113.01 152 2 2 Ventil X
kontrollieren und nachschleifen. seats and regrind. Check valve rotator, 113.02 173 Valve
Ventildrehvorrichtungen kontrollieren, replace wearing parts. Check valve 113.03
verschlissene Teile austauschen. guides 113.04
Ventilführungen kontrollieren
236 Alle Einlaßventile ausbauen, Remove all inlet valves, replace valve 113.01 152 2 1 Ventil X
Ventilkegel austauschen cones 113.02 173 Valve
242 2 Auslaßventile ausbauen. Ventilsitze Remove two exhaust valves. Check 113.02 172 2 2 Ventil X
kontrollieren valve seats 113.03 Valve
243 Alle Auslaßventile ausbauen. Remove all exhaust valves. Check 113.02 173 2 4 Ventil X
Ventilsitze kontrollieren und valve seats and regrind. Check valve 113.03 234 Valve
nachschleifen. Ventilführungen guides 113.06
kontrollieren
244 Alle Auslaßventile ausbauen, Remove all exhaust valves, replace 113.02 173 2 1 Ventil X
Ventilkegel austauschen valve cones Valve
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
274 Alle Anlaßventile ausbauen und Remove and overhaul all starting 161.01 1 2 Ventil X
überholen valves 161.02 Valve
275 Hauptanlaßventil ausbauen und Remove and overhaul main starting 162.01 1 2 Ventil X
überholen valve Valve
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 5 Annex
: : N 5.1 Designations/Terms
: : N 5.2 Formulae
: : N 5.3 Units of measure/ Conversion of units of measure
: : N 5.4 Symbols and codes
: : N 5.5 Brochures
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Standards The terms commonly used in the field of engine building have been
defined in the standard DIN 6265, and in the International Standards ISO
1205--1972 and ISO 2276--1972, and in MAN Quality Specification
Q10.09211--3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail below.
Engines
Dual-fuel engines Dual-fuel engines can be either operated on liquid fuels, or on gaseous
ones (natural gas, town gas, sewage gas etc.), a small amount of fuel
called pilot fuel being injected for ignition.
Otto gas engines Otto gas engines are operated on gas (natural gas, town gas, sewage gas
etc.) and have electric spark ignition.
Left-hand engine/ The terms left-hand (LH) engine and right-hand engine are determined by
Right-hand the exhaust side of the engine. Viewing onto the coupling end, a left-hand
engine engine has the exhaust side at the left, and a right-hand engine at the
right. Figure 1 . This definition can normally only be applied to in-lines
engines.
Sense of rotation Viewing onto the coupling end, right-hand (RH) engines are rotating
clockwise, and left-hand (LH) ones counter-clockwise.
Designation of cylinders The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from the
coupling end. On V-type engines, the cylinder bank which is the left as
viewed from the coupling end is designated A, and the right one B
(A1--A2--A3 or B1, B2, B3 etc.), Figure 2 .
Designation of crank pins, The crank pins and big end bearings are designated (starting from the
journals and bearings coupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2, 3
etc. Where an additional bearing is provided between the coupling flange
and the toothed gear for the camshaft drive, this bearing and the
associated journal are designated 01 (see Figure 3 ). For this
designation, it is irrelevant which of the bearings is a locating bearing.
On V-type engines where two connecting rods are associated with one
crank pin, the big end bearings and the cylinders are termed A1, B1, A2
etc.
Coupling end KS The coupling end is the principal power take-off of the engine, to which the
propeller, the generator or any other machine is connected.
Free engine end KGS The free engine end is opposite the coupling end of the engine.
Left-hand side The left-hand side is the exhaust side on the left-hand engine, and the
cylinder bank A side on the V-type engine.
Right-hand side The right-hand side is the exhaust side on the right-hand engine, and the
cylinder bank B side on the V-type engine.
Camshaft side SS The camshaft side is the longitudinal side of the engine on which the
injection pumps and the camshaft are mounted (opposite the exhaust gas
side).
Exhaust gas side AS The exhaust gas side is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The
designations camshaft side and exhaust side are in common use for in-line
engines only.
Exhaust gas counterside AGS On engines having two camshafts, one on the exhaust side and one on
the opposite side, the term camshaft side would not be unambiguous. The
term exhaust gas counterside is used in such a case, together with the
term exhaust gas side.
Engine
pe ô V H ô n ô z
Effective engine output Pe Pe
1200
1200 ô P e
Mean effective pressure pe pe
VH ô n ô z
VH
D ô ¶ ô s
2
Swept volume VH
4
9550 ô P e
Torque Md Md
n
Overall efficiency ®e ® e
3600
Hu ô be
Propeller
P1 n 3
Propeller law
13
P2 n2
M d1 n 2
12
M d2 n2
Generator
Synchronous speed n
60pô f
Legend
D Cylinder diameter dm
f Frequency Hz
n Speed rpm
P Rating kW
s Stroke dm
z Number of cylinders /
®e Overall efficiency /
Swept volume
Use
Explanation The letter entered at point 1 represents a quantity of the second column of
the table. It can be supplemented by D, F or Q, in which case the meaning
corresponds to the entry in the third column of the table. Second or third in
the combination are letters of the fourth column, if required. Multiple
nominations are possible in this case. The order of use is Q, I, R, C, S, Z,
A. A supplementation by + (upper limit/on/open) or -- is possible; however,
only after O, S, Z and A.
SI units
CoCoS EDS
CoCoS SPC