L21/31

Adopting Tough Tug Operation

into Engine Developement
 Contents

Synopsis....................................................................................................... 5
Introduction of MAN Diesel A/S, Denmark................................................................5
L21/31 propulsion engine – tailored to purpose............................................. 5
Design parameters................................................................................... 5
L21/31 main data.......................................................................................... 6
Fuel injection system................................................................................ 6
Simple exhaust gas system...................................................................... 6
 a part of the engine............................................................................... 6
TCR Turbochargers  the new unique generation for L21/31........................... 7
Operating tests and engine characteristics..................................................... 7
Engagement torque related to main engine.................................................... 7
Partload optimised turbocharger design & characteristics............................. 8
Dynamic capability, acceleration and deceleration.......................................... 9
Maximum bollard pull.................................................................................. 10
Control and monitoring................................................................................ 10
Alphatronic 2000 LMCS – Local Monitoring Control and Safety system........ 10
Alphatronic 2000 LMCS  new monitoring standards............................. 11
Operator orientation . ............................................................................ 11
Flexible monitoring and safety functions................................................. 11
Alphatronic 2000 PCS – Propulsion Control System for MAN CP Propellers........11
Manoeuvrability and overall economy..................................................... 11
Pitch and engine speed  slew rates....................................................... 12
Charge air limit curves (control of the fuel/air ratio)....................................... 12
A ‘green’ approach to propulsion power...................................................... 13
Summary.................................................................................................... 14

MAN B&W Diesel L21/31 Adopting Tough Tug Operation into Engine Developement 3
 L21/31 Adopting Tough Tug Operation into Engine
Developement

Synopsis France, China and the Czech Republic
The combination of competences in re- the group achieves an annual turnover
search & development of diesel engines, of approx 1.8 billion Euro.
turbochargers and decades of experi-
ence in all propulsion aspects, forms the L21/31 propulsion engine – tailored to
basis for the MAN Diesel L21/31 pro- purpose
pulsion engines for tugs. Design parameters
Both in engine design, as well as in
This paper describes the integration and tug design the challenge is to find the
optimisation of turbocharger technolo- optimum compromise between a vast
gy, governor characteristics, fuel equip- number of demands and wishes – as
ment and an electronic control system listed below in random order:
operating all functions – securing the dy-
namic behaviour of the L21/31 engine. „„ Cold start ability
„„ Superior acceleration and load ac-
Introduction of MAN Diesel A/S, ceptance
Denmark „„ Good idling performance
MAN Diesel A/S, Frederikshavn, Denmark „„ Immediate response to manoeuvres
is part of the worldwide MAN Diesel „„ Low fuel oil consumption
Group. MAN Diesel is a subsidiary of „„ Low lube oil consumption
the MAN Aktiengesellschaft, Germany „„ Low emission levels
with 55 000 employees. „„ Low noise levels
„„ Power reserve to account for peak
The Frederikshavnbased propulsion loads and hull fouling
centre, produces two and fourstroke „„ Low maintenance costs through long
propulsion engines for the output range TBO’s and long life time
1 000 to 17 000 BHP (750 to 12 900 „„ Simple and proven technology
kW), reduction gears, CP Propellers, „„ Nononsense diagnostic system
propulsion management and control „„ Ease of installation
systems.
The MAN Diesel Group is leading sup-
0 1000
plier of largebore diesel engines for
marine propulsion and power stations 1000
with a unit output of up to 97 Megawatt
(130 000 BHP) per engine. The two and
S p e e d [re v/m in ]
Further to this, engines are to match the
demands from various propulsion appli-
cations, such as:
„„ Conventional systems with CPP or FPP
„„ Azimuthing thrusters
„„ Azimuthing Pods
„„ VoithSchneider propulsors
„„ ZPellers
„„ Schottel rudder propellers
As a ship propulsion specialist, MAN
Diesel master all the complex design
disciplines inhouse and together with
the MAN Diesel and Turbocharger Divi-
sions optimised turbocharger technolo-
gy, governor characteristics, fuel equip-
ment and electronic control system are
integrated into the new generation of
stateoftheart mediumspeed engines
for the marine market.
MAN Diesel offers today a very wide
programme of propulsion packages and
engines. The below diagram shows –
including the L21/31 – the fourstroke
range most suitable for tugs. (Fig. 1)
P o w e r R a n g e [k W ]
2000 3000 4000 5000 6000
L 2 1 /3 1

fourstroke engines produced by MAN 800 L 2 7 /3 8

Diesel and their licensees are, with a
market share of approx 50 percent,
750 L 3 2 /4 0
leaders on the world market with regard
to propulsion of large oceangoing ves-
sels. Moreover, the company is one of L 3 2 /4 4 C R
750
the leading suppliers of diesel power
stations and turbochargers. With approx
6 700 employees and manufacturing Fig. 1: L21/31 - and MAN Diesel´s mediumspeed engine range for tugs

plants in Germany, Denmark, England,

MAN B&W Diesel L21/31 Adopting Tough Tug Operation into Engine Developement 5
L21/31 main data
The L21/31 engine is optimised for
propulsion applications, but is also
available for marine GenSets as well
as for stationary Power Plant applica-
tions in a completely different execu-
tion. L21/31 is the latest engine in
the new generation and is designed
in line with the proven familydesign
concept of the L27/38 propulsion en-
gines and an array of adapted com-
ponents, which meet the specific
requirements of propulsion service in
that output range. The L21/31 gover-
nor unit consists of a hydraulic gover-
nor and an optional electronic speed
setting control module.

Bore mm 210
Stroke mm 310
Stroke/bore ratio 1.5:1 Fig. 2: The 6cylinder version of the L21/31 propulsion engine

Swept
volume/cylinder litres 10.7
Cylinder numbers in line 6789 The ideal technology for every applica- „„ Optimised injection intensity
Power/cylinder kW 215-225 tion is secured by the L21/31’s opti- „„ Optimised camshaft profile for injec-
Power range kW 1290-2025 mised injection system featuring: tion
Speed rev/min 1000
SFOC (MCR) g/kWh 181-184 „„ High injection pressure Simple exhaust gas system
SLOC g/kWh 0.50.8 „„ Optimised injection duration  a part of the engine
Bmep bar 24.1-25.2 „„ NOxoptimised injection timing The L21/31 propulsion engine is de-
Mean piston „„ Emissionoptimised injection nozzles signed with a simple constant pressure
speed m/s 10.3
Pmax bar 200

Fuel injection system

The fuel injection system is an es-
sential prerequisite for every ecologi-
cally acceptable diesel engine. The
integrated highpressure injection
system in combination with optimised
airswirl from cylinder heads makes it
possible to combine the demand for
low pollutant emissions with the re-
quirement for low fuel consumption
and a long service life. Fig. 3: Cut away view of a TCR Turbocharger

6 L21/31 Adopting Tough Tug Operation into Engine Developement

 turbocharger and exhaust gas system
integrated with a narrow exhaust gas
receiver in an optimised size for quick
takeup of the engine load response.
Advantages for constant pressure tur-
bocharger:
„„ Simplicity
„„ Easy maintenance
„„ Suitability for any number of cylinders
„„ Standardisation of many identical
parts
„„ One turbine gas inlet
TCR Turbochargers  the new unique
generation for L21/31
Based on MAN Diesel’s successful and
trend setting design philosophy, the in-
tegrated TCR constant pressure turbo-
chargers feature a simple, integrated,
reliable and high efficiency air supply
(excellent fuel/air ratio) to the main en-
gine for all load steps. The compressor
map is customised to the L21/31 ‘en-
gine operating line’ with good margins
to the ‘surge line’ for engine stability
over the entire power range. (Fig. 4)
The TCR turbochargers are designed to
comply with the special demands made
for HFO and MDO engines. An opti-
mised turbocharger matching and case
by case a tailor made matching secure
the complete range of possible applica-
tions, as for instance propulsion of tugs
and offshore vessels, which are subject
to the most strict requirements with re-
gard to turbocharger performance.
With the new TCR Turbocharger series
integrated and optimised for the L21/31
main propulsion engines the following
have been obtained:
MAN B&W Diesel
Engine operating line
Cblow by open
Cblow by closed
Fig. 4: Example of compressor map for L21/31
„„ High specific volume flow
„„ High turbocharger efficiency
„„ Extended compressor map
„„ Compressor map is customised to
‘engine operating line’
„„ Increased partload charging pres-
sure for propeller law operation
„„ Low moment of inertia inside turbo-
charger for best dynamic behaviour
„„ Round outlet flange for direct con-
nection to exhaust gas piping
„„ Advanced design ensures long life
time and easy maintenance
The high turbocharger performance and
efficiency over the entire engine load
range eliminates the use of old fash-
ioned, complicated two (three) step
turbochargers and even pulse pressure
turbochargers have become secondary
for heavy duty propulsion engines.
L21/31 Adopting Tough Tug Operation into Engine Developement
D1a = 142.,mm
A4K = 36.,4 cm2
A4K/A1K = 0.,406
The TCR is an integrated part of the
L21/31 propulsion engine with smart
design for convenient installation such
as: Uncooled casings, lubrication by
engine lube oil system, integrated oil in-
let and oil drain for pipeless design. No
sealing air is required.
Operating tests and engine character
istics
A number of tests and simulations have
been carried out in order to finetune the
L21/31 engine to it’s tough working con-
ditions with various loads and demands
from the vessels´ operating profiles and
different propulsor solutions.
Engagement torque related to main
engine
To evaluate the safety margin of the
dynamic engine behaviours at low load
7
an engagement torque analysis has Clutch-in torque
been simulated. A case study has been Sarawak Slipways nb. SS2174
Enganement torque related to main engine
performed  based on M/V Sarawak, a 8L21/31 with 31VO16EV clutching in at 600rpm
MultiMission Special Function Vessel.
3,00
The vessel is powered by 2 x 8L21/31
main engines, 31VO16EV reduction 2,50
Engagement torque [k/m]

gearboxes and CP propellers:

2,00

To evaluate the torque variation for the 1,50

main engine during clutchingin of a
CPP system an engagement analysis 1,00
has been carried out.
0,50

The engagement torque is evaluated on 0,00

the gearbox input shaft and consists of
0,00 0,50 10,00 1,50 2,00 2,50 3,00 3,50 4,00
the following contributions:
Time [sec]

1. A breakaway torque corresponding Fig. 5: Clutch-in torque

to stickslip friction in the stern tube

bearings. The torque is evaluated to
0.29 kNm and considered to vanish Power reserves
after approx 0.5 revolution. Engine power reserve at low load  L21/31

8,00
2. Inertia torque of the gearbox and
7,00
Engagement torque [k/m]

propeller parts to be accelerated

6,00
from 0 rpm to the main engine idling
5,00
speed of 600 rpm in 3 seconds. The 4,00
acceleration is assumed to be con- 3,00
stant and the constant torque is 1.105 2,00
kNm. 1,00
0,00
3. The hydrodynamic torque from the 500 550 600 650
propeller operating in zero pitch Engine [rpm]
Power reserve Thermal overload line
condition. The power consumption Theoretic propeller curve
of the propeller in zero pitch condi- Fixed pitch propeller curve
tion and idle speed is predicted to
93 kW corresponding to a torque Fig. 6: Power reserves at low load

of 1.48 kNm. After acceleration to

idling speed this is the only torque
present.
The complete engagement torque is
shown (Fig. 5) as a curve for the first 3.5
seconds of engagement.
Partload optimised turbocharger de or it is used in standby mode, idling for
sign & characteristics hours/days.
The TCR turbocharger design of bear-
ing casing and rotor shaft sealing pre- The mixture formation of fuel/air, and the
vents lube oil leakage if the turbocharger soot values under steady state operat-
is operated for a long time at low load ing conditions as well as for transient

8 L21/31 Adopting Tough Tug Operation into Engine Developement

 operation – were even improved under
Expected turbocharger efficiency of TCR series
partload operation by the high efficien-
D2 Comp >318 mm
cy TCR turbocharger.
69

A pressure difference is necessary to al- 67

low the charge air to flow from the air
65
receiver through the top dead centre Eta TL totstat [%]

cylinder space into the exhaust duct. 63

This pressure difference is determined
by the turbocharging system and the 61

turbocharger efficiency. When the tur-

59 Full load application
bocharger efficiency is low, the ex-
TCR 18
haust gas pressure is only slightly lower 57
Part load application
than the charging air pressure and the
55
‘crossover point’ is relatively high.
1 2 3 4 5
Compressor pressure ratio Pi tot Comp []
The new L21/31 with integrated TCR
turbocharger, however, sets new stand- Figure 7. TCR Turbocharger eficiency

ards for radialflow turbochargers with

high efficiency and good performance
at low load, which consequently leads Dynamic capability, acceleration and types. Consequently, the choice be-
to a higher pressure difference between deceleration tween several engine layouts must be
charge air pressure and exhaust gas The variety of dynamic demands from provided in order to ensure the optimal
pressure. At the L21/31 engines with different ship types is wide with regard propulsion solution.
TCR turbocharger the ‘crossover point’ to manoeuvring, shaft generator load
is as low as at 20% propeller load. (Fig. steps, clutchingin procedures, dyna- The L21/31 has a good basic dynamic
7) mic positioning and various propeller capability, which for more demanding
applications can be supplemented with
various optional steps of turbocharger
Customer required runningup load for different application ranges matching, jetassist on the turbocharg-
er, engine timing, exhaust gas systems
Time Clutchin 1st load 2nd load 3rd load 4th load and waste gate applications.
Time step % step % step % step %
[1035] [3560] [6090] [90100] It is well appreciated that Dynamic Po-
[sec] [sec] [sec] [sec] [sec] sitioning (DP) or any closecontact ma-
noeuvring, for that matter  requires
Application precise ‘management’ of the propulsion
Offshore vessels 3 6 9 10 90 system. The response from the engine
Trawlers 3 6 9 10 90 and propeller to helm commands must
Cargo vessels 3 9 15 20  be immediate, reliable and exact. (Table
Ferries 3 9 15 20  1, Fig. 8 and 9)
Tugs & Salvage 3 6 9 10 90
Dredger 3    

Table 1. Load increase and runningup

MAN B&W Diesel L21/31 Adopting Tough Tug Operation into Engine Developement 9
 Maximum bollard pull
Load increase for L21/31 – Demanding service
When the L21/31 engine operates con-
100,0 1000 tinuously in the socalled MCR “pinch
90,0 900 point” at maximum bollard pull load,
80,0 800 superior performance is ensured due to
70,0 700

Engine speed [RPM]

the safety margins inherent in the basic
Engine load [%]

60,0 600 design.

50,0 500
40,0 400
The L21/31 technology and engine fea-
30,0 300
tures provide
20,0 200
10,0 100
„„ 1290  2025 kW low NOx power
0,0 0
10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 „„ Low environmental impact
Time [second] „„ Low fuel consumption
Clutchin time Engine load – Normal service „„ Low lube oil consumption
Minimun 3 seconds recommended Engine load – Demanding service
Engine speed – Normal service „„ Good longterm engine performance
Engine speed – Demanding service „„ High reliability and long TBO’s
„„ Overall optimised operating economy
Fig. 8.: Typical load increase
Control and monitoring
In the process of projecting and estimat-
L21/31 – Engine power ranges ing propulsion systems, the associated
control system is a ‘soft’ item frequently
Pme [bar]
31,2 28,8 26,4 handled with less attention. The propul-
110 24,0
Turbocharger
100 surge line 21,6 sion control system is often regarded as
L21/31PROP MCR
90 100%output = 215 kW/cyl 19,2
a necessary auxiliary element that just
100% speed = 1000 rpm Theoretical propellercurve
80 Max. bollard pull follows the primary propulsion elements.
Idling = 600 rpm (60%) 16,8
70 TC = NR20/S
14,4 But the longterm performance, fuel ef-
Output [%]

60 ficiency and overall propulsion efficiency

12,0
50 Power reserve at low load of the ‘hard’ engine and propeller ele-
high torque limit 9,6
40 Fixed pitch propeller curve ments are, however, undermined – with-
Free sailing vessel
7,2
30 out the correct matching and correct
20 1,8
Peak load area allowed for max.15 sec. performing control and safety system!
10 during engaging/break away torque

0
Alphatronic 2000 LMCS – Local
30 40 50 60 70 80 90 100 110
Monitoring Control and Safety system
Engine Speed [%]
This stateoftheart propulsion man-
agement system for L21/31 consists
Fig. 9: L21/31 engine power ranges of two modularised systems: the Local
Monitoring, Control and Safety system
(LMCS) and the Propulsion Control Sys-
tem (PCS).

10 L21/31 Adopting Tough Tug Operation into Engine Developement

 Fig 10. Engine operator panel
Alphatronic 2000 LMCS �����������
new moni
toring standards
The L21/31 engine exploits a fully elec-
tronic and redundant local instrumen-
tation concept for both engine and
gearbox/propeller thus proving exten-
sive monitoring and an unsurpassed
overview for the operator. The operator
panel for the engine is placed next to the
governor. This is done to give the opera-
tor the best possible condition for con-
trolling and for monitoring the complete
engine from one position only.
Operator orientation
In order to further facilitate a good over-
view and a wellorganised platform for
MAN B&W Diesel
the total package, the operator panel for
the gearbox and propeller will be found
next to the operator panel for the en-
gine. (Fig. 10)
Flexible monitoring and safety
functions
The number and type of parameters to
be monitored are specified in accordance
with  but not limited to the requirements
of the classification societies. The engine
has as standard shut down functions for:
„„ Low lube oil pressure
„„ Overspeed
„„ HT cooling water pressure
„„ HT cooling water temperature
„„ Emergency stop
L21/31 Adopting Tough Tug Operation into Engine Developement 11
Alphatronic 2000 PCS – Propulsion
Control System for MAN CP Propellers
Manoeuvrability and overall
economy
The Alphatronic Propulsion Control Sys-
tem plays a key role in the optimising
function of the entire propulsion plant.
The control system not only optimises
the function of the propeller but also the
engine functioning  as well as securing
the vessel’s manoeuvrability and best
overall economy with respect to engine
dynamics, fuel oil consumption and pro-
peller efficiency.
Pitch and engine speed  slew rates Pitch and engine speed slew rates
The acceleration and deceleration slew 100
rates can be specified independently for 80
ahead and astern direction and with a
60
third separate curve for crash stop. The
slew rates are adjustable with six inde- 40
Propeller pitch [%]

pendent pitch rates on each curve and 20

five break points, which is common for 0
the three curves.
20

Charge air limit curves (control of the 40

fuel/air ratio) 60
The low partload charging air pressure 80
leads to a low air/fuel ratio for the com-
100
bustion and a high thermal loading of
20 0 20 40 60
the parts in the combustion chamber.
time [sec.]
The charge air limitation will protect the
Normal pitch rate ahead Pitch rate at crash stop
engine against thermally overload by
Normal engine speed rate Engine speed rate at crash stop
limiting the propeller pitch and thereby Normal pitch rate astern
reducing the fuel index/shaft torque, as
a function of the main engine charge air Fig. 11: Pitch and engine speed slew rates

pressure. (Fig. 11)

The main engine charge air limitation fuel index/shaft torque with correspond-
curve is characterised by a number of ing charge air pressure. (Fig. 12 and 13)
adjustable break points for maximum

120
120
100
100

80
Fuel pump index [%]

80
Engine load limit [%]

60
60
40
40
20
20
0
0
0 1 2 3 4 5 6 7 8 9 10 11 12 0 1 2 3 4
Running up time [min] Charge air pressure [Bar]
Run up, normal Charge air limit, load restrictions cancelled
Run up, load restrictions cancelled Charge air limit curve, normal

Fig. 12: Running Up Load program Fig. 13: Charge air limit curves

12 L21/31 Adopting Tough Tug Operation into Engine Developement

 A ‘green’ approach to propulsion ‘Invisible smoke’ and low emissions
power
1,8 L21/31PROP smoke values – Bosch number x6
Optimised key components and the use E3 Cycle
of additionally implemented engine func- 1,6

Smoke values – Bosch number [x6]

tionalities are exploited for all propulsion 1,4
conditions – in order to fulfil today’s and
1,2
tomorrow’s environmental demands.
6L21/31  1290 kW at 1000 rpm
1 Fuel: MGO
The design of the L21/31 has been per- Date: Nov. 2003
0,8
formed with careful attention to its impact High swirl, ε = 15.5
Inj. Cam: V04
on the surroundings. Some key points are: 0,6 Inj. Nozzels: 9 x 0.335 x 156°

0,4
Exhaust gas:
A minimum of visible smoke during ac- 1,2

celeration and at any load point. Exhaust 0

gas emissions below the IMO NOx limits Idling 25 50 75 85 90 100 110
Noise emission: Engine propeller load [%]
Smoke values Bosch number x6
Special noise dampening engine covers Invisible smoke
are applied
Vibration: Fig. 14: Smoke values  Bosch number x6. Smoke value 1 (x6) = Smoke value 0.2 (x1)

Well balanced engine with low vibration

levels transmitted to foundation, accom- NOx emission L21/31  215 kW/cyl. at 1000 rpm
Test cycles E2 and E3 in accordance with ISO 8178
modation  even when rigidly seated
Specific NOx emission ISO weighted [g/kWh]

Waste: 18,00
No disposal or chemical waste prob-
lems with used lube oil filter cartridges 16,00
 thanks to selfcleaning automatic full
flow lube oil filter. Easy handling and no 14,00
disposal costs.
Fuel oil: 12,00
Minimal fuel oil consumption within le-
10.4 g/kWh acc E3
gal emission limits for reduced operating 10,00
9.8 g/kWh acc. E2
costs
Lube oil: 8,00
Low and stable lube oil consumption is
another important cost factor 6,00
Heat emission: 100 200 300 400 500 600 700 800 900 1000 1100
Rated engine speed [rpm]
High engine and turbocharger efficien- IMO limit curve for NOx emission
cy, low heat emissions with good pos- L21/31  215 kW/cyl at 1000 rpm [E3]
sibility to exploit surplus heat in auxiliary L21/31  215 kW/cyl at 1000 rpm [E2]

systems
Man and machine: Fig. 15: NOx emission for L21/31

Operator safety and handling friendli-

ness due to extensive use of ergonomi- gear, hydraulic tools, flanges and cou-
cally correct solutions related to lifting plings

MAN B&W Diesel L21/31 Adopting Tough Tug Operation into Engine Developement 13
Summary
„„ The combination of propulsion com-
petences in research & development
of diesel engines, turbochargers and
decades of experience in all propul-
sion aspects, forms the basis for
the MAN Diesel L21/31 propulsion
engines as the perfect tug engine 
ready for installation in a large number
of different tug and salvage applica-
tions.

„„ The integration and optimisation of

turbocharger technology, governor
characteristics, fuel equipment and
electronic control system operating
all functions securing the dynamic be-
haviour over a wide operating speed
range for the L21/31 engines.

„„ The combination of Alphatronic 2000 Fig. 16: L21/31  a perfect engine for tough tug operation

load control, jetassist, charge air

pressure control and the governor
speed control secures superior ac-
celeration and load acceptance for
a complete propulsion package inte-
grated with a L21/31 propulsion en-
gine.

„„ High turbocharger efficiency secures

high power reserve (more than 20%)
to account for peak loads such as 75°

clutchin, breakaway torque, gear-

box, shaft line, shaft generator ac- L.B.

L.C. SRP 1515

celeration and hull fouling. The en-

2600

gine acceleration is integrated in the

0 5 10 15 20 25 30 35 40 45 50

Pp.AD Pp.AV

Alphatronic 2000 and controlled by a

ram function over an adjustable time. Fig. 17: General arrangement, Fratelli Neri tugboat with 2 x 9L21/31driving SRP’s

„„ At the low load operation immediate
response to manoeuvres from low
load up to MCR load have been ob-
tained. Furthermore, good idling per-
formance down to 25% of MCR load
can be demonstrated.
„„ The main propulsion systems with
the modular design concept can be
optimised for a wide variety of power
demands and ship types, fulfilling the
requirements of shipyards and own-
ers with a high degree of flexibility.

14 L21/31 Adopting Tough Tug Operation into Engine Developement

All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined
individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational
conditions · Copyright © MAN Diesel & Turbo · Subject to modification in the interest of technical progress. · 5510-0045-01ppr Aug 2011
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