Addresses

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

6680 3.3.8--01 E 06.99 32/40 upw 104/ 04

Quality requirements for
intake air (combustion air) 3.3.11

General

The quality and the condition of the intake air (combustion air) exert great
influence on the engine output. In this connection, not only the atmos-
pherical condition is of great importance but also the pollution by solid and
gaseous matter.

Mineral dust particles in the intake air will result in increased wear. Chemi-
cal/gaseous constituents, however, will stimulate corrosion.

For this reason, effective cleaning of the intake air (combustion air) and
regular maintenance/cleaning of the air filter are required.

Requirements

Limiting values The concentrations after the air filter and/or before the turbocharger inlet
must not exceed the following limiting values:

Properties/feature Character- Unit *

istic value
Particle size max. 5 ³m
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/m3 (STP)
Chlorine max. 1.5 mg/m3 (STP)
Sulphur dioxide (SO2) max. 1.25 mg/m3 (STP)
Hydrogen sulphide (H2S) max. 15 mg/m3 (STP)

* m3 (STP) Cubic metre at standard temperature and pressure

Table 1. Intake air (combustion air) -- characteristic values to be observed

When designing the intake air system, it has to be kept in mind that the
total pressure drop (filter, silencer, piping) must not exceed 20 mbar.

6680 3.3.11--01 E 04.01 General 101/ 01

Engine operation I -
Starting the engine 3.4

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

6682 3.4--01 E 11.97 101/ 01

Preparations for start/
Engine starting and stopping 3.4.1

Preparations for start after short downtimes

Activate/check the systems
Switch on pumps for fuel oil, lube oil and cooling water unless mounted on
the engine. Prime the engine. After downtimes exceeding 12 hours, addi-
tionally open the indicator valves and turn the running gear by approx.
three revolutions using the turning gear. On engines which are started
automatically, activate the slow-turn instead. Check whether the cooling
water and lube oil have been preheated (if possible). Set the shut-off el-
ements of all systems to in-service position. The engine is then ready to
be started.

Recommendation:
Start using Diesel fuel oil
It is recommended to use Diesel fuel oil for starting HFO-operated en-
gines, and to switch over to heavy fuel oil after the service temperature
has been reached. Starting the engine on heavy fuel oil is possible pro-
vided the necessary heating equipment is available or the heavy fuel oil is
still hot enough.

Engine start is initiated by a pulse transmitted through valve M 388/1 to

valve M 329/1 in the engine-mounted operating station. In case of
emergency, starting can also be initiated by hand on the valve M 329/1.

Further, please observe the specifications applying to the remote control of

marine engines.

Preparations for engine start on heavy fuel oil

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. 60•C.
- Switch on the pump for the injection valve cooling water, and subse-
quently the preheater. Temperature required: approx. 55•C.
- Switch on the preheater for lube oil (heating coil in the service tank) or
preheat the lube oil in the by-pass (separator circuit). Temperature re-
quired: approx. 40•C.
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 delivery 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 tem-
perature of approx. 75•C.
- When the necessary temperatures have been reached and the viscos-
ity of the heavy fuel oil as entering the injection pumps is correct (refer
to Section 3.3), the engine can be started.

6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 101/ 06

Preparations for starting after prolonged downtimes or after overhaul work

For restarting the engine after overhaul work or after prolonged downtimes
(several weeks) the following work has to be done:
Fuel oil system - Dewater 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:
Set the three-way cock to the position permitting Diesel fuel to flow
from the service tank to the mixing tank (see the system-specific fuel oil
diagram in Volume E1.)
- Switch on the delivery 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 delivery 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 (en-
gine, 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 in-
jection 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 compen-
sating tank.
- Check the compensating tank for separations of anti-corrosion oil (cyl-
inder 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 two
revolutions using the turning gear. Watch the indicator valves to see
whether any liquid is issuing.
- Disengage the turning gear again and switch off the lube oil pump.

Starting system - Dewater 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

6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 102/ 06

 (see Work Card in Volume B2).
Clearances Check the valve clearance.

Test run If possible, make a short test run as follows:

- Start the heating equipment for lube oil and cooling water, where avail-
able. When preheating temperatures have been reached, set the shut-
off elements to in-service position, switch on the fuel, lube oil and cool-
ing water pumps, unless these are mounted on the engine, and start
the engine. Operate the engine at low speed for approx. 10 minutes.
- Watch the indicating instruments during operation.
- If the engine operates properly, load should be applied or the engines
should be shut down. Prolonged idle operation is to be avoided. The
engine should reach the service temperature as quickly as possible
because it suffers higher wear while cold.

Start the engine (with PGG speed governor)

1 Indication
2 Admission lever
3 Push-button
4 Actuating lever

Figure 1. Operating equipment (PGG speed governor)

Steps - Set the actuating lever (4) to “LOCAL” .

- Adjust the nominal speed to the lowest value possible (if possible).
- Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)
- Shift the admission lever (2) to 50% ... 60%.
- Press push-button (3) “START” until the engine starts running.
- By means of the admission lever (2), adjust the admission limitation to
the desired value (e.g. 100%, as shown in Figure 1 ).
- Change the nominal speed towards the upper range.
▲ Attention! Observe remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!

6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 103/ 06

Start the engine (with PGG-EG speed governor)

1 Indication
3 Push-button
4 Actuating lever

Figure 2. Operating equipment (PGG-EG speed governor)

Steps - Set the actuating lever (4) to “NORMAL OPERATION WITH

ELECTRICAL GOVERNOR”.
- Prior to starting, adjust the nominal speed to approx. 30% using the
adjusting knob provided for this purpose.
- Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)
- Press push-button (3) “START” until the engine starts running.
- Adjust the nominal speed by means of the adjusting knob provided.
▲ Attention! Observe remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!

Start the engine (with PGA speed governor)

1 Indication
2 Admission lever
3 Push-button
4 Actuating lever
5 Fine regulating valve

Figure 3. Operating equipment (PGA speed governor)

Steps - Set the actuating lever (4) to “LOCAL”.

6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 104/ 06

 - Prior to starting, adjust the nominal speed to approx. 30% using the
fine regulating valve (5).
- Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)
- Shift the admission lever (2) to 50%.
- Press the push-button (3) “START” until the engine starts running.
- Set the admission limitation to the desired value using the admission
lever (2).
- Adjust the nominal speed on the fine regulating valve (5).
▲ Attention! Observe the remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!

Start the engine (with PGA-EG speed governor)

1 Indication
3 Push-button
4 Actuating lever
5 Fine regulating valve

Figure 4. Operating equipment (PGA-EG speed governor)

Steps - Set the actuating lever (4) to “NORMAL OPERATION WITH ELECTRI-
CAL GOVERNOR”.
- Prior to starting, adjust the nominal speed to approx. 30% using the
fine regulating valve (5).
- Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)
- Press the push-button (3) “START” until the engine starts running.
- Adjust the nominal speed on the fine regulating valve (5).
▲ Attention! Observe the remarks in Sections 3.4 to 3.7 (Operational
control I - IV) !

Shut down the engine

Steps - Check whether a sufficient amount of compressed air is available in the

compressed air tanks.
- Remove load from engine and operate it at low load.
- Shut down the engine.
- If it is desired to maintain the operability of the engine for short-term
restarting, the pumps are to be kept operating, and the cooling water,
lube oil, and in case of HFO operation the fuel oil, too, are to be kept at
service temperatures. Recooling should be terminated.
- Otherwise, switch off the fuel oil delivery pump.

6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 105/ 06

 - The pumps for cooling water and lube oil should continue operating,
and cooling of the engine should be continued for approx. 10 minutes
after shut down (in case of electrically driven pumps).
- Close all the shut-off valves, especially those on the compressed air
tanks. Check the pressure gauges!
- Open all the indicator valves in the cylinder heads.
- Engage the turning gear and attach a warning sign on the control con-
sole.
- Clean the engine on the outside and carry out the necessary checks.
Deficiencies, if any, should be remedied immediately even if appearing
trivial.
▲ Attention! If there is a danger of freezing, drain the cooling water
completely unless anti-freeze has been added; otherwise, cracks
might form in cooling spaces due to frozen water!

Engine shut down from HFO operation

For engine shut-down directly from HFO operation, the following points are
to be observed (refer to system-specific fuel oil diagram in Volume E1):
- If the engine is to be restarted after a few minutes, it is sufficient to
keep the heating equipment and one delivery pump operating.
- In case of longer engine downtime, the mixing tank and the pipes of the
fuel module have to be flushed with Diesel fuel from the Diesel fuel ser-
vice tank (please refer to the operating instructions for the fuel module
-- Technical Documentation / Engine and system accessories in Vol-
ume E1.)
- The injection pipes from the injection pumps to the injection valves, and
the injection nozzles proper, cannot be flushed. The remainders of
heavy fuel oil congeal sooner or later, depending on the viscosity of the
fuel used. It might become necessary prior to re-starting that these
components have to be dismantled, heated and emptied unless special
heating equipment for engine starting on heavy fuel oil is available.

Emergency stop

For quickest possible engine stop in case of the lubrication or cooling sys-
tem failing, or similar faults, a pneumatic stop piston is fitted in every injec-
tion pump which, when operated by compressed air, sets the injection
pump to zero admission.

At the same time, the speed governor is induced to move the control
linkage to ZERO admission, too.

This emergency stop system is activated in two ways as described below:

1. Automatically, by a monitoring system (consisting of oil pressure con-
troller, cooling water temperature controller, speed governor etc. -
differing from engine to engine).
2. Manually, by pressing an emergency stop push-button in the control
stand or engine control centre of the remote control.
In both cases, emergency stop is indicated by a lamp in the control stand
glowing, and possibly also by an audible signal.

▲ Attention! In emergency cases, where the manoeuvrability of the

vessel is of greater importance than the engine damage prevention,
an emergency stop impulse can be suppressed by pressing a corre-
sponding push-button (override push-button) in the switch cabinet
or engine control centre!

6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 106/ 06

Change-- over from Diesel fuel oil
to heavy fuel oil and vice versa 3.4.2

Change-over from Diesel fuel operation to operation on heavy fuel oil

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).

Important! On switch-over to heavy fuel oil operation, recirculation

has also to be switched back to mixing tank; otherwise, heavy fuel oil will
enter the Diesel fuel oil service tank.
Prerequisites - The engine is operated on Diesel fuel oil, the components are at
service temperatures.
- The heating equipment is in operation, the HFO temperature in the
service tank being permanently maintained at approx. 75•C.

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. 80•C. 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.

6628 3.4.2--01 E 07.97 32/40 upw 101/ 02

Change-over from HFO operation to operation on Diesel fuel oil

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.

6628 3.4.2--01 E 07.97 32/40 upw 102/ 02

Admissible outputs and speeds 3.4.3

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

pe Mean effective pressure [bar],

Pe Effective engine power [kW],
VH Cubic capacity [dm3],
n Speed [rpm],
Z Number of cylinders and
Md Torque [Nm].

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:

pe pi ô ®mech

Synchronous speeds Three-phase generators are connected to the synchronous speeds:

n 60 ô f
p

Where

n Rated engine speed [rpm],

f Mains frequency [Hz] and
p Number of generator pole pairs.

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 hydraulic drive units, such as propellers or pumps, the power required

increases by roughly the speed to the power of three Pn3). This means
that increases in speed are relatively difficult to achieve towards the top of
the power curve. This also applies to speed gains as the ship’s speed is a
direct function of engine speed (nv). The gradient of the power-speed
curve (in the case of fixed-pitch propellers) or the location of the operating
point (with variable-pitch propellers) is determined by the pitch of the
propeller and the resistance of the ship or, in the case of pumps, by the
blade setting.

6680 3.4.3--01 E 06.99 32/40 upw 101/ 03

 Changes in pump filling only bring about a change in power in the case of
generator systems; in marine propulsion systems, however, they lead to
different power-speed combinations.

Permitted power and speed

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.

Operation in a power range below 15 or 20 % is only permitted for short

periods. Operation in the range between
60 - 90 % of rated power is recommended.

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)

Term Explanation Term Explanation

Rating Effective engine power (Pe) I Operating range for continuous operation
Speed Speed (n) II Operating range permitted temporarily,
e.g. acceleration/manoeuvring
bmep Mean effective pressure (pe) 1 Load Limit
2 Recommended combinator curve
3 Zero thrust curve
Torque Torque (Md) FP Design range for fixed-pitch propeller unit
MCR Maximum continuous power P Design range for variable-pitch propeller unit
(blocked power) with combinator
Table 1. Legend for Figure 1 (abridged texts - not suitable for propeller design or for checking same)

1) 15 % not applicable for L/V 20/27 and 25/30, for which 20 % is the lower limit for continuous part-load operation.

6680 3.4.3--01 E 06.99 32/40 upw 102/ 03

 Other limitations

- 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.

▲ Attention! Blocking/limitations must not be lifted without first

consulting MAN B&W Diesel AG.

2) Only applies to engines 20/27 to 32/40

6680 3.4.3--01 E 06.99 32/40 upw 103/ 03

Engine
Running-- in 3.4.4

Preconditions

Engines must be run in

- during commissioning at site if, after the test run, pistons or bearings
were removed for inspection and/or if the engine was partly or com-
pletely disassembled for transport,
- on installation of new running gear components, e.g. cylinder liners,
pistons, piston rings, main bearings, big-end bearings and piston pin
bearings.
- on installation of used bearing shells,
- after an extended low-load operation (> 500 operating hours).

Supplementary information

Adjustment required Surface irregularities on the piston rings and the cylinder liner running sur-
face are smoothed out during the running-in process. The process is
ended when the first piston ring forms a perfect seal towards the combus-
tion chamber, i.e. the first piston ring exhibits an even 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 running surface. The film of oil will be destroyed
at these locations. The consequence will be material destruction (e.g.
scald marks) on the running surface of the rings and the cylinder liner and
increased wear and high oil consumption during subsequent operation.

The duration of the running-in period is influenced by a number of factors,

including the condition of the surface of the piston rings and the cylinder
liner, the quality of the fuel and lubricating oil and the loading and speed of
the engine. The running-in periods shown in Figure 1 and 2
respectively are, therefore, for guidance only.

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 appropri-
ate for the fuel system layout.
The gas that is to be later used under operational conditions is best used
when running-in spark-ignited gas engines. Dual-fuel engines are run in in
diesel mode using the fuel that will later be used as pilot oil.

Lubricating oil The lubricating oil to be used while running-in the engine must satisfy the
quality requirements (Section 3.3) relating to the relevant fuel quality.

▲ Attention! The entire lube oil system is to be rinsed thoroughly

before taking the engine into operation for the first time (see work
card 000.03).

6680 3.4.4--03 E 04.03 32/40 upw 101/ 03

Running-in the engine
Cylinder lubrication
Checks
Standard running-in programme
Running-in during commissioning
at site
Running-in after installation of
new running gear components
Running-in after refitting used
or installing new bearing
shells (main bearing, big-end
and piston pin bearing)
Running-in after low-load ope-
ration
6680 3.4.4--03 E
During the entire running-in process, the cylinder lubrication is to be
switched to the “Running-in” mode. This is done at the control cabinet
and/or the operator’s panel (under “Manual Operation”) and causes the
cylinder lubrication to be activated over the entire load range already when
the engine is started. The increased oil supply has a favourable effect on
the running-in of the piston rings and pistons. After completion of the run-
ning-in process, the cylinder lubrication is to be switched back to “Normal
Mode”.
During running-in, the bearing temperature and crankcase are to be
checked,
- for the first time after 10 minutes of operation at minimum speed,
- after operational output levels have been reached.
The bearing temperatures (camshaft bearings, big-end and main bearings)
are to be measured and compared with those of the neighbouring bear-
ings. For this purpose, an electric tracer-type thermometer can be used
as measuring device.
At 85% load and on reaching operational output levels, the operating data
(firing pressures, exhaust gas temperatures, charge air pressure, etc.) are
to be checked and compared with the acceptance record.
Marine engines for propeller plants (operation at variable speed)
Running-in can be carried out with a fixed-pitch, controllable-pitch, or zero-
thrust-pitch propeller. During the entire running-in period, the engine out-
put is to remain within the output range that has been marked in Figure 1
and 2 respectively, i.e. below the theoretical propeller curve. Critical
speed ranges are to be avoided.
Four-stroke engines are, with a few exceptions, always subjected to a test
run in the manufacturer’s works, so that the engine has been run in, as a
rule. Nevertheless, repeated running is required after assembly at the final
place of installation if pistons or bearings were removed for inspection
after the test run or if the engine was partly or completely disassembled for
transportation.
In case cylinder liners, pistons and/or piston rings are replaced on the oc-
casion of overhaul work, the engine has to be run in again. Running-in is
also required if the rings have been replaced on one piston only. Run-
ning-in is to be carried out according to Figures 1 and 2 and/or the
pertinent explanations.
The cylinder liner requires rehoning according to work card 050.05 unless
it is replaced. A portable honing device can be obtained from one of our
service bases.
If used bearing shells were refitted or new bearing shells installed, the
respective bearings have to be run in. The running-in period should be
three to five hours, applying load in stages. The remarks in the previous
paragraphs, especially under “Checks”, as well as Figure 1 and 2
respectively are to be observed.
Idling at high speed over an extended period is to be avoided, wherever
possible.
Continuous operation in the low-load range may result in heavy internal
contamination of the engine. Combustion residues from the fuel and lubri-
cating oil may deposit on the top-land ring of the piston, in the ring grooves
and possibly also in the inlet ducts. Besides, the charge-air and exhaust
04.03 32/40 upw 102/ 03
 piping, the charge-air cooler, the turbocharger and the exhaust gas boiler
may become oily.

As also the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, accelerating the en-
gine too quickly will result in increased wear and possibly cause other
types of engine damage (piston ring blow-by, piston seizure).

After prolonged low-load operation (500 operating hours), the engine

should therefore be run in again, starting from the output level, at which it
has been operated, in accordance with the Figures 1 and 2 .
Please also refer to the notes in Section 3.5.4 ”Low-load operation”.

Tip! For additional information, the after-sales service department of

MAN B&W Diesel AG or of the licensee will be at your disposal.

A Controllable-pitch propeller
B Fixed-pitch propeller
C Engine output
(specified range)
D Running-in period in [h]
E Engine speed and output
in [%]

Figure 1. Standard running-in programme for marine propulsion engines (variable

speed) of the 32/40 engine type

A Controllable-pitch propeller
B Fixed-pitch propeller
C Engine output
(specified range)
D Running-in period in [h]
E Engine speed and output
in [%]

Figure 2. Standard running-in programme for marine propulsion engines (variable

speed) of the 40/54, 48/60, 58/64 engine types

6680 3.4.4--03 E 04.03 32/40 upw 103/ 03

Engine operation II -
Control the operating media 3.5

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

6682 3.5--01 E 11.97 101/ 01

Monitoring the engine/
performing routine jobs 3.5.1

Monitoring the engine/routine checks

State-of-the-art engine systems normally run automatically using intelligent

control and monitoring systems. Hazards and damage are precluded to a
large extent by internal testing routines and monitoring equipment. Regular
checks are nevertheless necessary to identify potential problems at an
early stage and to implement the appropriate preventive measures. More-
over, the necessary maintenance work should be done as and when re-
quired.

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 in-
curred 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 de-
fined 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 condi-
tions,
- checking the engine, turbocharger, generator/propeller for smooth run-
ning.
Periodic checks In addition to the regular checks, further checks should be made at some-
(daily/every week) what longer intervals for the following purposes:
- Determine the operating hours logged, and verify the balancing of oper-
ating 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 perform-
ance,
- check the condition of operating media.

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Routine jobs

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 000.05) 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 dia-
gram, Section 3.3.4

Figure 1. Viscosity/temperature diagram (reduced version)

- 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, de-
pending 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!

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 - Check the water content of the lube oil at the specified intervals (see
maintenance schedule, Section 4).
- Use lube oil grades that meet the quality requirements
(see Section 3.3).
- Clean the filters and separators at regular intervals.
Cooling water system - Check the cooling water level in the expansion tanks (cylinder and in-
jection valve cooling) and top up if necessary. Check the concentration
of the corrosion inhibitor (see quality requirements, sheet 3.3.7 and
work card 000.07).
- Check the cooling water outlet temperatures. Should the temperature
rise above the specified maximum, and if corrective regulation is not
possible, reduce the engine load and take remedial measures. Reduce
the temperature slowly to avoid thermal stresses in the engine.
- Adjust the cooling water outlet temperature to the specified value (refer
to Section 2.5). If the engine operating temperature is too low, excess-
ive cylinder liner wear will occur, and the sulphur contained in the heavy
fuel oil will induce corrosion. Fuel oil consumption will also rise.
- If marine engines are operated on heavy fuel oil during manoeuvring
(pier-to-pier operation), care should be taken that the cooling water
temperatures are maintained at as high a level as possible.
▲ Attention! In case of faults in the engine cooling water circuit,
especially if the cooling water pump fails, the engine must be shut
down immediately!
Starting air - Refill the compressed air tanks immediately upon engine starting so
system that sufficient compressed air is available whenever required.
- The pipes from the distributing pipe to the starting valves are to be
checked after starting to ensure that they do not become too hot. If this
is the case, the corresponding valve is not tight. This valve should be
overhauled or replaced as soon as possible because otherwise the
valve seat and the valve cone will be destroyed.
Charge air system - High air humidity may cause large amounts of condensed water to
accumulate in the charge air pipe (refer to Section 3.5). Discharge of
the condensed water is to be checked through the leaked water pipe
that runs along each cylinder bank. Where the condensed water is
drained via a float valve, this valve is to be checked for proper oper-
ation. To minimise the accumulation of condensed water, the charge air
temperature should be kept as high as possible over the entire operat-
ing range, however, with due allowance being made for other operating
parameters.
- The charge-air pressure should be looked up in the test run record and
compared with that measured on the engine. This comparison permits
conclusions to be drawn regarding the condition of the exhaust gas
turbocharger and charge-air cooler. The charge air pressure measured
by a differential pressure gauge upstream and downstream of the
charge air cooler will serve as a measure for the degree of fouling of
the air side of the cooler.
Refer to the Technical Documentation, Volume B2 / work card 000.40.

Supplementary jobs/notes

Operating values - Although the cylinders develop the same output, the exhaust gas tem-
peratures 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 veri-
fied by comparison of the ignition pressures and the control linkage
position of the injection pumps.
- The exhaust gas temperatures have to be checked and compared with
the previously measured temperatures (acceptance certificate).
If larger differences should be found, the cause is to be traced and the
fault eliminated.

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Indicator diagrams
(not applicable to dual-fuel
engines)
Determination of output
Running gear bearings
- The exhaust discoloration is to be checked. Oil in the combustion
chamber will give the exhaust gases a bluish colour, poor combustion
or overloading will give the exhaust gases a darker resp. black colour.
- The engine output has to be reduced if the intake air temperatures or
air pressures deviate from the values which were taken as a basis for
output definition.
- Indicator diagrams have to be taken from all cylinders at the specified
intervals (refer to the maintenance schedule, Section 4). For taking
indicator diagrams at ignigion pressures $160 bar, a mechanical in-
strument (such as, for example, an indicator, Maihak make), or, es-
pecially at higher ignition pressures, an electronic measuring unit can
be used. Pressure/volume diagrams can be taken by means of an
electronic ignition pressure measuring device, e.g. of Messrs Baewert,
Meerane (see complementary sheet 3.5.2). The shape of the com-
pression/expansion line permits the ignition point and the ignition pres-
sures to be determined, providing a useful comparison of the loading of
the individual cylinders. The ignition pressures should only slightly devi-
ate from the average ( 5 %) and should not exceed the specified
level. Higher pressures are indicative of premature injection or an ex-
cessive injection volume, lower pressures suggest delayed injection or
an insufficient injection volume. A comparison of diagrams with those
taken from the new engine permits potential irregularities to be recog-
nised. The following values should be entered in each diagram to per-
mit comparison at a later date should this be necessary: turbine speed,
charge air pressure, exhaust gas temperature downstream of the cylin-
der, engine speed, injection pump setting, spring calibration, and
possibly the fuel consumption during taking of diagrams.
- Marine engines can be rated using the engine operating data and the
injection pump setting. In the case of Diesel generator sets, the engine
output can be determined from the generator output. Please refer to
Section 3.5.
- In order to detect bearing damage in time and to avoid consequential
damage, various safety equipment is fitted to the engine. The following
systems are used:
The oil mist detector controls the oil vapour concentration in the crank-
case of each cylinder (or cylinder pair in the case of V-type engines)
and releases an audible and visible alarm or shuts the engine down
automatically when smoke develops from evaporating lube oil, when
the bearing temperatures are too high, or in case of incipient piston fail-
ure.

The bearing temperature monitoring system uses resistance thermom-

eters fitted in the bearing bodies of the main bearings. These thermom-
eters pass corresponding pulses to the safety system, thereby releas-
ing audible and visible alarms or shutting down the engine
automatically.

The splash-oil monitoring system indirectly determines the tempera-

tures of each individual running gear (or running gear pair in the case of
V-type engines) by means of the splash oil. In case a defined maxi-
mum value or the admissible deviation from the mean value is ex-
ceeded, the safety system initiates an engine shut-down. With this
equipment, it is possible to recognise incipient damage on running gear
components and bearings at a very early stage.

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Engine log book/
Engine diagnosis/Engine management 3.5.2

Engine log book

Classification societies and some supervisory authorities require keeping

an engine log book. Despite any printers and plotters your plant my have,
we also recommend to enter the results of your checks in an engine log
book, in which also additional observations and actions can be noted and
jobs that are due can be entered. Advantageously,
- measuring and test results,
- renewal and topping up of operating media,
- empirical information/conclusions drawn from maintenance and repair
work
should also be entered in this engine log book. It is up to the plant
manager/chief engineer to develop the engine log book to a basic tool to
work with or an essential instrument of engine operation.

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”.

Still more valuable empirical facts/decision-taking fundamentals are

obtained if essential operating data, times between overhaul or activities
are not only noted down but represented chronologically. Diagrams similar
to that shown in Figure 1 can be used for this purpose. This is an
uncomplicated method for obtaining an informative trend analysis.

Figure 1. Diagrams for trend analyses

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Engine diagnosis using electronic ignition pressure measuring 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.

Electronic ignition pressure measuring units allow to draw reliable

conclusions on the load distribution from cylinder to cylinder and on
deviations from normal combustion and injection pressure trends, using
the measured values, pressure curves and diagrams obtained. Depending
on the power spectrum, they provide decision-taking fundamentals for
correction measures and maintenance or repair work, which in turn
contribute to reducing operating costs and downtimes.

Figure 2. Electronic injection pressure measuring device, make Baewert

6680 3.5.2--02 E 07.99 32/40 up D 102/ 05

 System Company
Indicator system Baewert GmbH
HLV 94 Postfach 177
D-08393 Meerane
Digital pressure indicator Leutert GmbH & Co.
DPI Schillerstraße 14
D-21365 Adenhofen
Peak pressure indicator Lehmann & Michels GmbH
LEMAG-PREMET LS Marlowring 4
D-22525 Hamburg
Table 1. Electronic indicator systems

Engine diagnosis using CoCoS-EDS

CoCoS-EDS is an engine diagnosis and trend analysis system, which

evaluates the latest measuring data of the Diesel engine, on line on a PC.
It was developed by MAN B&W Diesel AG and is a component of the
CoCoS engine management system. The diagnosis system, which
furnishes the knowledge of excellent specialists, permits a permanent
diagnosis in respect of
- tubocharging, combustion and injection,
- the temperatures and pressures of air, gas, oil and water systems,
- the temperatures of components, and
- the condition of air filter, compressor, charge air cooler, turbine and
exhaust gas boiler.
EDS offers three operating levels, which are available at any time:
- monitoring,
- trend, and
- diagnosis.
Monitoring EDS uses the values of the normal alarm system and, in addition, the
measuring values of the EDS sensor box. These additional measuring
values are required for making more exact calculations and diagnoses.
They are recorded every 20 seconds and memorised every half hour. In
case of an engine stop, all data recorded during the last half an hour is
available. This is essential for analysing emergency stops.

Figure 3. CoCoS-EDS monitoring - visualising measuring data on a turbocharger

6680 3.5.2--02 E 07.99 32/40 up D 103/ 05

 Taking physical and thermo-dynamic processes into consideration, EDS
converts the measuring values in such a way that the displayed values
represent the actual condition of the engine. The measuring records can
be requested in various forms of representation.

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.

In case of short-trend analyses, all engine operating values are memorised

in the data base at five-minute intervals. The memory depth is two weeks.
In the long-term data base, the operating data of the short-trend data base
are accumulated to daily values. The memory depth here is two years.

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.

Since presently measuring sensors with long-term stability are not

available for high-pressure values, the diagnosis system provides an
indication once a week or, if necessary, at shorter intervals that an ignition
and injection pressure measurement is to be carried out. After these
values are entered, the EDS is able to make a complete diagnosis.

On request, the user is provided with the following information:

- date and time of the first striking and of the last occurrance of the
disturbance,
- the type of disturbance, and
- the cause of the disturbance.

6680 3.5.2--02 E 07.99 32/40 up D 104/ 05

 Figure 5. CoCoS-EDS diagnosis

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.

6680 3.5.2--02 E 07.99 32/40 up D 105/ 05

Load curve
during acceleration/manoeuvring 3.5.3

Power-increasing-times for diesel engines in marine applications

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.

Zeit (Min.) bei vorgewärmtem Motor (Öltemperatur  40ƒ C, Frischwassertemperatur  60ƒ C)

Time (min) with engine at preheating temperature (oil temperature  40ƒ C, F.W. temperature  60ƒ C)

Figure 1. Load application curve during manoeuvring

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.

6680 3.5.3--01 E 11.98 All D Eng 101/ 02

 In the ASTERN direction, 15 seconds or 40 seconds resp. must elapse
before 70% of the output are reached. Higher outputs are not available
due to the propeller properties. Diagram, part 2.

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).

Under normal manoeuvring conditions, we therefore strongly recommend

that the normal rates should be adhered to, and emergency manoeuvring
should be restricted to exceptional situations. This will decisively contribute
to trouble-free long-term operation.

In case of manned engine operation, the engine room staff is responsible

for the observation of load application requirements. For remotely
controlled engines, the loading programs for normal and emergency
manoeuvring have to be integrated in the remote control scope. Such
integration has to be agreed between the buyer, the shipyard and the
engine manufacturer.

6680 3.5.3--01 E 11.98 All D Eng 102/ 02

Part-- load operation 3.5.4

Definition Generally the following load conditiones are differentiated:

- Over-load: > 100 % of full load output
- Full-load: 100 % of full load output
- Part-Load: < 100 % of full load output
J Low-load: < 25 % of full load output
Correlations The ideal operating conditions for the engine prevail under even loading at
60 % to 90 % of the full-load output. Engine control and rating of all
systems are based on the full-load output.
In the idling mode or during low-load engine operation, combustion in the
cylinders is not ideal. Deposits may form in the combustion chamber,
which result in a higher soot emission and an increase of cylinder
contamination.
Moreover, in low-load operation and during manoeuvring of ships, the
cooling water temperatures cannot be regulated optimally high for all load
conditions which, however, is of particular importance during operation on
heavy fuel oil.

Better conditions Engines are genuinely better equipped for low-load operation
- if they have a two-stage charge-air cooler, the second stage of which
can be switched off in order to improve the operating data or
- if they have a two-stage charge-air cooler and switch-over from HT to
LT has been provided for, permitting the admission of HT water to the
LT stage.

HT: high temperature LT: low temperature

Operation on heavy fuel oil
Because of the aforementioned reasons, low-load operation < 20 % of full
load output on heavy fuel oil is subjected to certain limitations. According
to Figure 1 , the engine must, after a phase of part-load operation, either
be switched over to Diesel oil operation or be operated at high load (>70 %
of full load output) for a certain period of time in order to reduce the de-
posits in the cylinder and exhaust gas turbocharger again.
In case the engine is to be operated at low-load for a period exceeding
that shown in Figure 1 , the engine is to be switched over to Diesel oil
operation beforehand.

For continuous heavy-fuel oil operation at part loads in the range below
25 % of the full engine output, co-ordination with MAN B&W Diesel AG is
absolutely necessary.

Operation on Diesel fuel oil
For low-load operation on Diesel fuel oil, the following rules apply:
- A continuous operation below 15 % of the full load output is to be
avoided, if possible.
Should this be absolutely necessary, MAN B&W Diesel AG has to be
consulted for special arrangements (e.g. the use of part-load injection
nozzles).
- A no-load operation, especially at nominal speed (generator operation)
is only permitted for a maximum period of 1 ... 2 hours.
No limitations are required for loads above 15 % of full load, as long as the
spezified operating data of the engine will not be exceeded.

6680 3.5.4--01 E 04.03 All D Eng 101/ 02

 P full load output in % t Operating period in hours (h)

Figure 1. Time limits for part-load operation on heavy fuel oil (on the left), duration of “Relieving operation” (on the right)

Explanations Figure on the left: Time limits for part-load operation on heavy fuel oil.
Right-hand figure: Necessary operating time at > 70 % of full-load output
after part-load operation on heavy fuel oil. Acceleration time from present
output to 70 % of full-load output not less than 15 minutes.

Example Line a At 10 % of full-load output, HFO operation is permissible for

max. 19 hours, then switch over to Diesel fuel oil, or
Line b operate the engine for approx. 1.2 hours at not less than 70 %
of full-load output to burn away the deposits that have formed.
Subsequently, low-load operation on heavy fuel oil can be
continued.

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Determine the engine output and
design point 3.5.5

Preliminary remarks

The engine output is one of the most important operating parameters. It

serves as a standard for assessing the economic efficiency and reliability
of the engine but also as a reference value for judging other operating
values. Combinations of outputs and associated speeds or speeds and
associated fuel pump admission settings provide design points. The
position of such design points permits conclusions to be drawn on
- alterations in resistance (of the ship),
- losses, leakages, damage, and
- the efficiency of the injection system, turbocharging system and charge
renewal system.
In the case of older engines (> 30 000 hours of operation), reliable con-
clusions are only possible at design points for which all three above-men-
tioned parameters are known. Further relevant operating values may have
to be taken into consideration to guarantee a correct judgement.

How to proceed

In the case of marine The effective engine output Pe cannot be easily measured on marine pro-
propulsion engines pulsion engines. For this purpose, it would be necessary to measure the
torque. In the case of medium-speed four-stroke Diesel engines, the indi-
cated output Pi cannot be determined from indicator diagrams either.

Alternatively, the design point of interest can be determined from the

speed and the mean value of the pump admission settings. From this,
conclusions can be drawn on the corresponding effective output. A pre-
requisite, however, is that the same fuel is used and that the fuel tempera-
ture is the same.

In the case of Diesel generator The effective engine output for generator sets can be determined relatively
sets precisely from the effective generator output Pw, which is measured con-
tinually, and from the generator efficiency ®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.

Preparatory work

The mean value of pump admission settings plotted over the output is re-
corded during the engine works trials and included in the acceptance cer-
tificate in the form of a curve, both for marine and stationary engines. In
the case of marine engines, this data is also entered on an additional
sheet together with three propeller curves. The diagram corresponds to
Figure 1 . For determining the design point and the engine output, the
diagram of the acceptance certificate relating to the respective plant is,
therefore, to be used.

6680 3.5.5--01 E 09.02 32/40 upw 101/ 04

 This information permits the engine output to be determined and an
assessment to be made of the design points. It is necessary for this
purpose that in the case of marine propulsion engines the engine speeds
and fuel pump admission settings are recorded simultaneously and exactly
during sea trials and immediately afterwards with the ship loaded. This
should be done at varying engine outputs, under normal operating and
weather conditions, and with the fuel intended to be used for continuous
operation. In the case of ships equipped with a controllable-pitch propeller,
it must be ensured that the propeller pitch is the same. The design points
determined this way are also to be entered in the form. They serve as
reference values for assessing parameters determined later on.
Intermediate values have to be interpolated in accordance with the
diagram contained in the acceptance certificate.

For stationary engines, only the pump admission settings of the

acceptance certificate are to be copied into the form sheet.

Important! Diesel fuel oil (MDO) or gas oil (MGO) is used for the
engine trials as a rule. In heavy fuel oil (HFO) operation, pump admission
settings are approximately the same.

Determining the design point and the engine output

Example (marine propulsion Determining the design point and the engine output are to be carried out
engine) analogously using the example shown in Figure 1 , where:

Engine type XY,

Rated output 6200 kW,
Rated speed 450 rpm.

Steps Steps required:

- Measure the speed and the fuel pump admission setting. The following
have been determined:
Speed 432 rpm,
Pump setting 59 mm.
- Convert the measured speed value into a percentage of the rated
speed, which in this case will be 96%.
- Look up the speed point (96%) on the speed coordinate and project it
vertically upwards.
- Determine the admission value (59 mm) on the fuel admission scale,
and project it parallel to the closest admission line (arrow) up to the
speed line. Point of intersection = design point.
- Draw a horizontal through the intersection up to the output coordinate
and determine the value, which in this case will be 86%.
- Determine the corresponding engine output.
86% x 6200 kW
5330 kW
100%

1 Limiting curve for output 5 100s%-torque and 7 Range of open blow-by

2 Recommended combinator 100%-mean-effective- flap
curve pressure line 8 Range, in which the
3 Zero-thrust curve 6 Constant-fuel-admission charge air is preheated
4 Range of open blow-off flap lines

Table 1. Legend of Figure 1

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Figure 1. Diagram for determining the design point and engine output (example)

Prerequisites Diagram prepared as required, characteristic design points added,

matched to the usual fuel oil.

6680 3.5.5--01 E 09.02 32/40 upw 103/ 04

Generator sets In the case of generator sets, the method can be applied analogously.
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 has to be within the admissible
service range. For marine propulsion engines, at least with a new vessel
and new engine, therefore, it has to be to the right of the theoretical pro-
peller curve.

The design of the propulsion system is in order if admission settings are

as follows, with the system new and at rated speed:

Fixed-pitch propeller 85 -- 90%,

Controllable-pitch propeller 85 -- 100%,
Diesel generator sets 100%.

Refer to Section 3.4 - Permissible outputs and speeds.

The shifting of design points towards the left, with the other basic condi-
tions being the same, is attributable to the increased resistance of the
ship’s hull, propeller modifications (larger diameter, increased pitch) or pro-
peller defects.

Shifting of design points in an upward direction (higher admission settings)

is attributable to lighter fuels, higher preheating temperatures, functional
inadequacies or wear in the injection system, or functional inadequacies in
the turbocharging/charge renewal systems. Provided normal fuels are
used and the heating and cleaning equipment is in order, the wear on in-
jection pump plungers and guides will only take effect after prolonged
times of operation ( 30.000 operating hours).

Since there are numerous potential influencing factors, whose effects can-
not be easily determined, we recommend that in case of doubt you contact
the nearest service center or the service head office of MAN B&W Diesel
AG, Augsburg.

Economically efficient outputs and speeds

The usual test run/commissioning programme of marine main engines not

only includes the determination of engine speeds and fuel pump admission
settings as described under “Preparatory work”, but also the speeds that
are reached and the corresponding fuel consumption rates. The set of
data:
- engine speed/admission setting,
- ship’s speed, and
- fuel oil consumption
is necessary for taking operational/economic decisions. Based on this
data, reliable answers can be given to questions such as
- what amount of fuel is needed if the distance A is desired to be
travelled at the speed B, or
- at what speed (economic speed) will the greatest cruising range be
covered for a given amount of fuel.

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Engine operation at reduced speed 3.5.6

Changing operating conditions

Marine propulsion systems are subjected to external influences that may

lead to a shifting of operating points. Causes for a shifting of operating
points and/or of the propeller curve/propeller map towards the left, in the
direction of lower speeds, include
- increased drive resistances, or
- increased ship’s resistances,
due to marine growth and increasing roughness, inappropriate propeller
layout, propeller modifications (larger diameter/increased pitch) or
propeller defects.

Limits of operation at reduced speed under full torque

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:

Admissible speed Corresponding

Application reduction 1) rated output
(blocked)
Marine main engine driving ---- 100%
a controllable-pitch propeller
Marine main engine driving $ 10% 100%
a fixed-pitch propeller
Suction dredger equipped
with $ 30% 90%
engines 20/27, 25/30 $ 30% 100%
engines 32/40 - 58/64
Fishing boats/tugs with
engines 20/27 - 32/40
$ 20% 100%
1) These values only serve for guidance. Conclusive for engine operation are the values fixed
by agreement between the buyer, the shipyard/projecting office and the engine supplier.
Table 1. Maximum admissible speed reduction at full torque

Operations with an even higher reduction of speed at full torque is not

admissible
- because of the decreasing excess combustion air ratio (tendency of
contamination/coking of components contacted by gas),
- because of the rising component temperatures endangering vital
components (exhaust valves, cylinder heads, piston etc.), and
- because of the danger that the surging limit of the compressor is
reached as a result of turbocharger fouling.
With due regard to the fact that continuous operation at reduced speed
under full torque is not only unfavourable for the engine but also results in

6680 3.5.6--01 E 06.99 32/40 up D 101/ 02

 reduced ship’s speeds, it must by all means be attempted to eliminate or
reduce avoidable resistances. Most promising are counter measures
against the above-mentioned resistances.

6680 3.5.6--01 E 06.99 32/40 up D 102/ 02

Equipment for optimising the engine
to special operating conditions 3.5.7

Overview

MAN B&W four-stroke engines and turbochargers have been designed

specifically to yield optimum results, e.g. in terms of fuel oil consumption
and emission behaviour at normal service output. Nevertheless, certain
operating situations can better be coped with using supplementary or
alternative equipment.

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.

Equipment/measure Object/load Ship Stationary

condition
Blow off charge air Full load x x
Bypass charge air Part load x
Raise charge air temperature Part load x
(two-stage charge air cooler)
Control the charge air Part load/ x x
temperature Full load
(CHATCO)
Blow off exhaust gas Full load x
(waste gate)
Accelerate turbocharger Manoeuvring x x
(jet assist) Load
application
Adjust the valve timing Part load x x
(32/40 engine only)
Adjust injection timing Part load x x
Table 1. Equipment for optimising the operating performance.
x = availability

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
the engine under these conditions, charge air is blown into the exhaust

6680 3.5.7--02 E 11.02 32/40 up D 101/ 02


Device for raising the
charge air temperature
(two-stage charge air cooler)
Control of the charge air
temperature (CHATCO)
Device for accelerating the
turbocharger (jet assist)
Device for blowing off the
exhaust gas (waste gate)
Device for adjusting the valve
timing (for 32/40 engines only)
Device for adjusting the injection
timing
6680 3.5.7--02 E
pipe. For this purpose, the bypass flap is opened. The resultant pressure
increase in the exhaust pipe leads to a higher turbine output and,
consequently, to a higher charge air pressure.
The throttle flap is controlled by a pneumatic actuator cylinder, as a
function of the engine speed and fuel pump admission setting. Please
refer to Sections 2.4.1 and 3.5.8.
High air temperatures during part-load operation contribute to improved
combustion and, consequently, reduced exhaust gas discoloration. This
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).
The charge air temperature control CHATCO reduces the amount of
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.
This equipment is used where special demands exist regarding fast
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.
By blowing off exhaust gas upstream of the turbine and returning it to the
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.
Two twin cams per cylinder are arranged on the camshaft. In each case,
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.
Adjustment on the 32/40 engine is achieved by means of a camshaft that
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.
On the engine types 40/54, 48/60 and 58/64, adjustment if effected by
shifting the cam followers provided between the cam track and the fuel
pump cylinder, or by turning the eccentric shaft carrying these cam
followers. For details, please refer to Section 2.4.5. The above-described
facilities allow the ignition pressure and the fuel consumption to be
influenced by effecting a shifting in the direction of “advanced ignition”.
Shifting in the direction of “retarded ignition” helps reduce NOX emissions.
11.02 32/40 up D 102/ 02
Bypassing of charge air 3.5.8

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.

1 Charge air pipe

2 Diaphragm
3 Interconnecting pipe
4 Throttle flap,
pneumatically operated
5 Lift limiting screw
6 Electro-pneumatic
4/2-way valve (M392)
7 Compensator
8 Exhaust pipe
9 Lever for manual
switch-over
10 Shaft end, slotted
(emergency operation)

Figure 1. Equipment for charge air bypassing (schematic representation)

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)

6680 3.5.8--01 E 06.99 32/40 up D 101/ 03

 To ensure these conditions and for the electric control of the solenoid
valve, there is a speed transmitter/speed relay and a split cam in the
control stand. This cam effects the pump rack setting (40/54 to 58/64
engines). On the 32/40 engine, pump rack settings are generated by a unit
evaluating the analog signals of the remotely operating admission
transmitter. This equipment restricts bypassing to an output/speed range
as shown in Figure 2.

1 Range for bypassing of 3 Theoretical propeller

charge air curve
2 Limit of maximum
admissible operating
range

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.

6680 3.5.8--01 E 06.99 32/40 up D 102/ 03

Emergency operation

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

6680 3.5.8--01 E 06.99 32/40 up D 103/ 03

Condensed water in charge air pipes
and pressure vessels 3.5.9

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.

The amount of water accumulating in air vessels is much less, hardly in

excess of 5 kg per charge.

The amount of condensed water should be reduced as far as possible.

Water must not enter the engine.

▲ Attention! Water draining of the charge air pipe must work

properly. Water should be drained from the air vessels after filling
and before the air is used.

Nomogram to determine the amount of condensed water

Using the nomogram in Figure 1, the amount of water can be determined

which condenses in the air pipe or in a pressure vessel as the air is
compressed and cooled. The principle of this method is described by two
examples which follow.

6680 3.5.9--01 E 11.98 32/40 upw 101/ 03

Figure 1. Nomogram for determining the amount of condensed water in charge air pipes and pressure vessels

Example 1 -- Determine the amount of water accumulating in the charge air pipe

1st step Ambient air temperature 35ƒ C,

Relative air humidity 90%.

The corresponding point of intersection in the diagram is the point I, i.e.

the original water concentration is 0.033 kg of water/kg of air.

2nd step Charge air temperature

downstream of cooler 50ƒ C,
Charge air pressure (overpressure) 2.6 bar.

The resultant point of intersection in the diagram is point II, i.e.

the reduced water content 0.021 kg of water/kg of air.

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.

6680 3.5.9--01 E 11.98 32/40 upw 102/ 03

4th step Multiplied by the engine output and the specific rate of air flow, the amount
of water accumulating in one hour, QA is obtained.

Engine output P 12,400 kW,

specific air flow rate le* 7.1 kg/kWh.

QA 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

1st step Ambient air temperature 35ƒ C,

Relative air humidity 90%.

The resultant point of intersection in the diagram is point I, i.e.

the original water content 0.033 kg of water/kg of air.

2nd step Temperature T of the air in the vessel 40ƒ C = 313 K,

Pressure in the vessel (overpressure) pü 30 bar, entsprechend
absolute pressure Pabs 31 bar or 31 ô 10 5 Nm2.

The resultant point of intersection in the diagram is point III, i.e.

the reduced water content is 0.0015 kg of water/kg of air.

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.

QB 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 40ƒ C = 313 K.

m 31 ô 105 ô 4 138 kg of air.

287 ô 313

Final result

QB Bôm 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:

Four-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 7.0 ... 7.5 kg/kWh,

Two-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 9.5 kg/kWh.

6680 3.5.9--01 E 11.98 32/40 upw 103/ 03

Load application 3.5.10

Isolated operation

Application of load dependent
on medium pressure
Large applications of load, such as occur in a ship’s auxiliary engine in the
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

Figure 1. Application of load in stages according to IACS and ISO 8528-5

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.

6680 3.5.10--01 E 01.98 32/40 upw 101/ 02

 1 Maximum application
of load
2 Usable in short term
3 Not usable
(control reserve)

Pe C Application of load
Pe Constant load

Reference pressure pe =
24.8 bar

Figure 2. Application of load dependent on the current power

In keeping to this maximum load connection rate, the demands of the

classification associations can be safely fulfilled. These are (at 11/97):

the dynamic speed onset as a % of the nominal speed $ 10%,

the remaining speed change as a % of the nominal speed $ 5%,
the settling time until intake to tolerance band +/-- 1%
of the nominal speed $ 5 sec.

Load shedding Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:

Dynamic speed change as a % of the nominal speed $ 10%,

remaining speed change as a % of the nominal speed $ 5%.

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.

Parallel network mode

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.

6680 3.5.10--01 E 01.98 32/40 upw 102/ 02

Exhaust gas blow-- off 3.5.11

Technical layout

The device for blowing off the exhaust gas essentially consists of the con-
nection 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.

1 Blow-off flap with 8 Blow-off pipe C Control air 8 bar

pneumatic drive 9 Exhaust pipe G Fresh air
2 Intake silencer downstream of H Charge air
3 Turbocharger turbocharger J Exhaust gas downstream
4 Compressor 10 Compensator of engine
5 Turbine 11 Exhaust pipe upstream of P Exhaust gas downstream
6 Double diffuser turbocharger of turbocharger
7 Deflection casing M367 Electro-pneumatic
5/2-way valve

Figure 1. Device for blowing off exhaust gas (schematic representation)

6680 3.5.11--01 E 11.02 32/40 upw 101/ 03

Brief description

Depending on the turbocharger design, especially in case of part-load

oriented use, turbocharger overspeed may occur in the upper load range.
In order to prevent this, exhaust gas is taken from the exhaust pipe up-
stream of the turbocharger and led via a bypass pipe directly into the
chimney or to the exhaust gas boiler plant. This way, an exhaust gas
pressure reduction is reached and thus a turbine speed decrease during
full load. If required, the by--pass pipe (blow-off pipe) is opened and/or
closed by means of an electro-pneumatically controlled flap.

1 Blow-off flap with

pneumatic drive
8 Blow-off pipe
9 Exhaust pipe
downstream of
turbocharger
12 Exhaust pipe with
covering
(upstream of
turbocharger)

Figure 2. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60
engine type - the design of the pipe fitted may differ from that shown in the figure)

1 Blow-off flap with

pneumatic drive
8 Blow-off pipe

Figure 3. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60
engine type - the design of the pipe fitted may differ from that shown in the figure)

6680 3.5.11--01 E 11.02 32/40 upw 102/ 03

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 turbocharger speed serves as a criterion for the activation of the blow-
off flap. In case the speed transmitter fails, the activation is effected as a
function of the fuel admission. If the turbocharger speed or the fuel admis-
sion are in the critical range, the active flap position is maintained in order
to prevent constant switching-over (hysteresis) of the blow-off flap. In
case the actual value in turn exceeds and/or falls below the limit value, the
flap control causes switching over of the blow-off flap.

6680 3.5.11--01 E 11.02 32/40 upw 103/ 03

Charge air blow-- off 3.5.12

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-pneu-
matic control.

1 Blow-off flap with 8 Charge air pipe C Control air 8 bar

pneumatic drive 9 Exhaust pipe G Intake air
2 Intake silencer downstream of H Charge air
3 Turbocharger turbocharger J Exhaust gas downstream
4 Compressor 10 Compensator of engine
5 Turbine 12 Charge air cooler P Exhaust gas downstream
6 Double diffuser 13 Blow-off pipe of turbocharger
7 Deflection casing M367 Electro-pneumatic R Blown-off charge air
5/2-way valve

Figure 1. Device for blowing off charge air (schematic representation)

6680 3.5.12--01 E 11.02 32/40 up D 101/ 02

Brief description

Depending on the operating or climatic conditions prevailing at the place of

use, an excessive charge air pressure may occur in case of low intake air
temperatures. This requires a controlled pressure reduction by removing
charge air from the charge air pipe via a flap. The blow-off pipe is opened
or closed by means of an electro-pneumatically controlled flap, if
necessary.

Depending on the prevailing climatic conditions at the place of use, one

distinguishes between the one-stage and the two-stage blow-off device:
- The one-stage blow-off device is used if the expected intake air tem-
peratures are below +5ƒ C but not lower than --15ƒ C.
- The two-stage blow-off device is used if the expected intake air tem-
peratures are below --15ƒ C.

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 value, the flap control causes the blow-off flap to be opened.

1 Blow-off flap with

pneumatic drive
8 Charge air pipe
9 Exhaust pipe
downstream of
turbocharger
12 Charge air cooler
13 Blow-off pipe

Figure 2. Arrangement of the charge air blow-off pipe (figure shows V 48/60 en-
gine type - the design of the pipe fitted may differ from that shown in the figure)

6680 3.5.12--01 E 11.02 32/40 up D 102/ 02

Engine operation III -
Operating faults 3.6

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

6682 3.6--01 E 11.97 101/ 01

Faults/Deficiencies
and their causes (Trouble Shooting) 3.6.1

Preliminary remarks

Trouble shooting with the aid of Tables 1-3 contain a number of potential operating faults and their possible
Tables 1-3 causes. They are intended to contribute to reliable fault diagnosis and effi-
cient elimination of their causes.

Break-down The faults were subdivided into three categories:

“Info” and “Code” columns
- Engine start/engine operation,
- operating data, and
- other problems.
In most cases, the sources/causes of faults cannot be definitely traced in
the first step. There will be several possible causes as a rule. The most
probable one is to be found, making due allowance for
- the appearance,
- the temporal and physical facts, and
- the personal, empirical know-how.
The “info” column contains references to text passages of the operating
instruction manual and to work cards. The code numbers given in the
“code” column permit the table to be also used under the motto “What
happens if ...”.

Example The code number 15, for example, appears at three different points in the
tables (marked by -). The meaning behind it: Supposed the injection tim-
ing 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 con-
turbocharger tains 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 en-
gine operating media and operating media systems in the first place, fol-
lowed by engine, turbocharger, and possibly ship.

6680 3.6.1--02 E 11.02 32/40 up D 101/ 09

Trouble shooting “Engine start/engine operation”

Fault/system Causes Info Code

Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system Pressure in the compressed air tank 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

Engine reaches ignition speed, but there is no ignition

Fuel Fuel quality inadequate 3.3 09
Fuel oil system Fuel tank empty 06
Fuel system not vented 07
Injection pumps do not deliver fuel 2.4, 200.xx 08
Fuel pressure at entry into injection pump too low, de- 2.4, 2.5 12
livery pump defective
Fuel oil filter clogged 13
Injection pump/IP drive Excessive clearance between injection pump plunger 2.5, 200.xx 16
and barrel
Speed governing system Speed governor/booster defective/faulty/misadjusted 140.xx 56
Pick-up defective (32/40 engine) 140.xx, 400.xx 78
Control and monitoring Fuel admission release missing/too low 65
system
Fault in the pneumatic or electronic control system 63

Cylinders firing irregularly

Fuel Fuel quality inadequate 3.3 09
Water in the fuel 3.3, 000.05 10
Fuel system Fuel system not vented 07
Fuel pressure at entry into injection pump too low, de- 2.4, 2.5 12
livery pump defective
Fuel oil filter clogged 13
Injection valve Injection valves defective 221.xx 20
Inlet/exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight

Engine does not reach full output or speed

Fuel Fuel quality inadequate 3.3 09
Water in the fuel 3.3, 000.05 10
Fuel oil viscosity too low, fuel overheated 3.3 66
Fuel system Fuel system not vented 07
Fuel pressure at entry into injection pump too low, de- 2.4, 2.5 12
livery pump defective
Fuel oil filter clogged 13

6680 3.6.1--02 E 11.02 32/40 up D 102/ 09

Fault/system Causes Info Code
Injection timing adjustment Injection timing too late (only engines with 2.4, 200.xx, 15 -
automatic injection timing adjustment) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection pump/IP drive Excessive clearance between injection pump plunger 2.5, 200.xx 16
and barrel
Injection pump plunger sticking, spring broken 200.xx 17
Control rod, regulating sleeve or pump element got 200.xx 18
stuck
Pressure valve in the injection pump not tight 200.xx 19
Injection valves Injection valves defective 221.xx 20
Nozzle orifices or injection pipes clogged 221.xx 21
Governor/control linkage Governor/booster defective/faulty/misadjusted 140.xx 56
Governor or control linkage setting spoiled 2.4, 140.xx 22
Control linkage sluggish or stuck 203.xx 23
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight
Control and monitoring Fuel admission release missing/too low 65
system
Speed release too low 89
Turbocharger Turbocharger fouled or defective 500.xx 49
Ship Marine propulsion engines: Propeller damaged, or 45
marine growth on hull

Irregular engine operation, knocking

Fuel system Fuel system not vented 07
Fuel pressure at entry into injection pumps too low, 2.4, 2.5 12
delivery pump defective
Fuel oil filter clogged 13
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Injection timing adjustment Injection timing too early (only engines with automatic 2.4, 200.xx, 14
injection timing adjustment) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17
Injection valves Injection valves defective 221.xx 20
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight
Excessive valve clearance 111.xx 90

Engine speed fluctuates

Fuel Air in the fuel 75
Fuel system Fuel pressure at entry into injection pump too low, de- 2.4, 2.5 12
livery pump defective
Governor/control linkage Governor setting spoiled, control linkage worn out 2.4, 140.xx 22
Governor/booster defective/faulty/misadjusted 140.xx 56
Control linkage sluggish or stuck 203.xx 23
Pick-up defective (32/40 engine) 140.xx, 400.xx 78
Injection pump/IP drive Control rod, regulating sleeve or pump element got 200.xx 18
stuck
Control and monitoring Reference value for speed instable (air leakage/elec- 58
system trical signal)

6680 3.6.1--02 E 11.02 32/40 up D 103/ 09

Fault/system Causes Info Code

Engine speed drops, engine stops

Fuel Water in the fuel 3.3, 000.05 10
Fuel system Fuel tank empty 06
Fuel pressure at entry into injection pump too low, de- 2.4, 2.5 12
livery pump defective
Fuel oil filter clogged 13
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Governor/control linkage Reference value for speed missing 59
Control linkage sluggish or stuck 203.xx 23
Control and monitoring Shut-down initiated 2.4 24
system

Overspeed protection tripped

Governor/control linkage Governor/booster defective/faulty/misadjusted 140.xx 56
Governor - “Dynamics” incorrectly adjusted 140.xx 57
Control linkage sluggish or stuck 203.xx 23
Control and monitoring Overspeed relay defective 85
system

Exhaust plume contains soot, dark smoke

Fuel Fuel quality inadequate 3.3 09
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Charge-air system Charge air too cold 2.5 73
Charge-air cooler fouled (excessive differential 2.5, 322.xx 53
pressure)
Injection timing adjustment Injection timing too late (only engines with automatic 2.4, 200.xx, 15 -
injection timing adjustment) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection pump/IP drive Fuel injection pump, baffle screws worn 200.xx 69
Injection valves Injection valve defective 221.xx 20
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight
Control and monitoring Fuel admission setting too high (marine main engines 64
system - in manoeuvring mode only)
Turbocharger Turbocharger fouled or defective 500.xx 49
Air intake filter clogged (air starvation) 91

Exhaust plume is blue smoke

Fuel Water in the fuel 3.3, 000.05 10
Lube oil system Oil level in the oil sump too high (wet oil sump) 34
Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28
Piston rings stuck or broken 034.xx 32
Turbocharger Turbocharger overlubricated 500.xx 92

Noise coming from the valve or injection pump drive (noise depending on speed)
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17
Drive roller defective, or spring broken 200.xx (32/40, 46
40/45), 201.xx
(40/54 ... 58/64)
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valve not tight

6680 3.6.1--02 E 11.02 32/40 up D 104/ 09

Fault/system Causes Info Code
Excessive valve clearance 111.xx 90

Smoke issuing from crankcase/crankcase venting, hollow-sounding noise coming from the crankcase
Lubricating oil Oil contains too much water 3.3, 000.05 81
Engine Crankcase venting 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

Oil mist detector tripped

Oil mist detector Sensitivity wrongly set 76
Condensed water in the measuring unit (if engine 77
room ventilators blow cold air against the detector)
Lubricating oil Lubricating oil contains too much water 3.3, 000.05 81
Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31

Splash-oil monitoring system tripped

Lubricating oil Lube oil temperature too high 104
Lube oil temperature - deviation from mean value ex- 105
cessive
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31
Table 1. Faults and their causes/trouble shooting -- Part 1 -- “Engine start/engine operation”

6680 3.6.1--02 E 11.02 32/40 up D 105/ 09

Trouble shooting “Operating data”

Fault Causes Info Code

Cooling water temperature too high

Cooling water system Lack of cooling water, or air in the cooling water 42
(HT system) system
Cooling water spaces and/or coolers fouled 000.08 43
Cooling water pump defective 44
Temperature controller defective 47
Preheating system operating 87
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Control and monitoring Indicating instrument or connecting line defective 39
system

Cooling water pressure too low

Cooling water system Cooling water level in the storage tank too low 70
(HT system)
Leakage in the system 71
Pipes clogged, fittings blocked 74
Cooling water pump defective 44
Stand-by pump not started 82
Control and monitoring Indicating instrument or connecting line defective 39
system
Pressure switch/transducer defective 61

Lube oil temperature too high

Cooling water system Lack of cooling water or air in the CW system 42
(recooling system)
Cooling water spaces and/or coolers fouled 000.08 43
Cooling water pump defective 44
Temperature controller defective 47
Preheating system operating 87
Control and monitoring Indicating instrument or connecting line defective 39
system

Lube oil pressure too low

Lube oil system Lack of oil in the service tank 35
Overpressure valve of lube oil pump, spring broken 36
Pressure control valve defective 60
Lube oil pipes not tight 37
Lube oil pipe clogged 80
Lube oil filter clogged 38
Lube oil pump defective 41
Stand-by pump not started 82
Control and monitoring Indicating instrument or connecting line defective 39
system
Pressure switch/transducer defective 61

6680 3.6.1--02 E 11.02 32/40 up D 106/ 09

Fault Causes Info Code

Exhaust gas temperature (deviation from level or change of mean value)

Fuel system Fuel oil pressure at entry into injection pump too low, 2.4, 2.5 12
delivery pump defective
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Charge-air system Charge-air temperature too high, charge-air pressure 2.5 48
too low
Fault in the bypassing system 62
Injection timing adjustment Injection timing too late (only engines with automatic 2.4, 200.xx, 15 -
injection timing adjustment) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection valves Injection valves defective 221.xx 20
Injection pump Fuel injection pump - incorrect setting 200.xx 67
Fuel injection pump defective 200.xx 68
Cylinder head Cylinder head - inlet duct fouled 055.xx 88
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight
Control and monitoring Indicating instrument or connecting line defective 39
system
Temperature sensor defective 84
Cabling/connections defective/inadequate 86
Turbocharger Turbocharger fouled or defective 500.xx 49
Ship Marine propulsion engines: propeller damaged, or 45
marine growth on hull

Charge-air temperature too high

Air intake system/charge-air Temperature of air taken in too high 2.5 50
system
Cooling water system Lack of cooling water, or air in the CW system 42
(LT system)
Cooling water spaces and/or coolers fouled 000.08 43
Cooling water pump defective 44
Temperature controller defective 47
Control and monitoring Indicating instrument or connecting line defective 39
system
Temperature sensor defective 84
Cabling/connections defective/inadequate 86

Charge-air pressure too low

Air intake system/charge-air Temperature of air taken in too high 2.5 50
system
Charge-air cooler fouled (excessive differential 2.5, 322.xx 53
pressure)
Leakage on the air and exhaust gas sides 52
Exhaust gas system Exhaust gas back pressure too high (exhaust gas 2.5 54
boiler fouled)
Injection timing adjustment Injection timing too early (only engines with automatic 2.4, 200.xx, 14
injection timing adjustment) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Control and monitoring Indicating instrument or connecting line defective 39
system
Turbocharger Air filter, compressor/turbine side of turbocharger fou- 500.xx 51
led/damaged

6680 3.6.1--02 E 11.02 32/40 up D 107/ 09

Fault Causes Info Code

Main bearings - Temperature too high

Main bearing Bearing damaged, lubrication faulty 021.xx 72
Engine Alignment/foundation faulty 000.09, 012.xx 95
Control and monitoring Temperature sensor defective 84
system
Cabling/connections defective/inadequate 86
Table 2. Faults and their causes/trouble shooting -- Part 2 -- “Operating data”

6680 3.6.1--02 E 11.02 32/40 up D 108/ 09

Trouble shooting “Other problems”

Fault Causes Info Code

Control linkage of injection pumps sluggish/blocked

Governor/control linkage Governor or control linkage setting spoiled 2.4, 140.xx 22
Control linkage sluggish or stuck 203.xx 23
Control and monitoring Shut-down device triggered 2.4 24
system

Injection pump delivery erratic

Fuel Fuel viscosity too low, fuel overheated 3.3 66
Fuel system Fuel system not vented 07
Fuel too cold, solidified in the pipes (HFO) 3.3 11
Fuel oil pressure at entry into injection pump too low, 2.4, 2.5 12
delivery pump defective
Fuel oil filter clogged 13
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17
Pressure valve in the injection pump not tight 200.xx 19
Control rod, regulating sleeve or pump element 200.xx 18
sticking

Starting-air pipe before cylinder head becoming hot

Cylinder head Starting air valve not tight 161.xx 04

Safety valve in the cylinder head blowing off

Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Cylinder head Safety valve, spring broken 057.xx 27
Injection timing adjustment Injection timing too early (only engines with automatic 2.4, 200.xx, 14
injection timing adjustment) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Tabelle 3. Faults and their causes/trouble shooting -- Part 3 -- “Other problems”

6680 3.6.1--02 E 11.02 32/40 up D 109/ 09

Emergency operation
with one cylinder failing 3.6.2

Emergency operation with one
or two cylinders failing
Even if the engine is operated with adequate care, serious faults occuring
- on the injection system or injection pump drive,
- 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 at-
tempted to take all appropriate measures for avoiding consequential dam-
age.

Dual-fuel engines are to be operated on diesel oil.

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.

Operation possible/ Conditions/

Fault not possible Measures
Engine mounting Dangers
rigid resilient
A I B Code number
Case 1 ✔ 1, 5-7, 9
Injection pump ✔ 1, 5-7, 9
Legend: switched off
Case 2 ✔ 1, 2, 5-7, 9
A Single-engine plant Rocker arms and
Twin-engine
B Twin engine or dis-
push rods dis
multi-engine plant mantled, injection ✔ 1, 2, 5-7, 9
pump switched off
✔ O
Operation
ti possible
ibl Case 3 ✔ 1-3, 5-10
✘ Operation not possible
☎ Consultation with Piston and ✔ 1) 1-10, 13
MAN B&W Diesel AG connecting rod
requested dismantled ✘ 12
Case 4 ☎ 11
Two pistons and ☎1) 11
connecting rods
dismantled ✘ 12
1) Operation of resiliently mounted Diesel generator sets is not possible under these conditions.

Table 1. Emergency operation with one or two cylinders failing

6680 3.6.2--03 E 12.00 32/40 upw 101/ 04

 Explanations -- Type of fault

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 (the compression), 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.

In case of operating faults which do not permit operation of the piston

against compression, case 3 should be attempted, or the engine should be
shut down.

Case 3 Operating faults making the removal of a complete running gear (piston,
connecting rod, push rods) necessary.

Important! Cases 1 ... 3 are made allowance for in the torsional

vibration calculation. Limitations in operation which may become
necessary are given as barred ranges on warning plates attached to the
operating equipment.

Case 4 Operating faults making the removal of two complete running gears (pis-
ton, connecting rod, push rods) necessary.

2) Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.

Conditions/measures -- What is to be done?

Code number Conditions/measures/dangers

1 Switch off the injection pump as described in work card 200.02 (32/40,
40/54, 48/60 engine types) or work card 200.01 (L58/64 engine type).
2 - Remove the rocker arm as described in work card 111.01.
- Remove both push rods as described in work card 112.01, swing up the
cam follower and secure it in this position using a wire rope and clamp-
ing screw from the basic tools stock3). Plug the lube oil bores.
- Plug the oil pipe for rocker arm lubrication.
3 - Remove the piston and connecting rod.
- Plug the lube oil bores in the crank pin as described in work
card 020.04.
- Plug the starting air pipe leading to the silenced cylinder.
3) Cams and rollers must have no contact as the camshaft is turning.

6680 3.6.2--03 E 12.00 32/40 upw 102/ 04

 Code number Conditions/measures/dangers

4 For adequate balancing of the rotating mass moments, remove a balance

weight at the throw of the defective cylinder as described in
work card 020.01.

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 the conditions, which have been explained in the
following.

6 Observe the operating data. The exhaust gas temperatures and turbo-
charger speeds must not exceed the admissible limits.

7 Take note of the danger of turbocharger “surging”.

8 Due to one piston being removed, problems in engine starting may occur
at certain crankshaft positions.

9 Permanently observe the engine. As a matter of precaution, engine oper-

ation/manoeuvring should be performed from the engine room. Limit oper-
ation to emergency cases/a limited period of time.

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 re-
duced to 50%.

11 Mass balancing severely upset. Engine operation only permitted on con-

sultation with MAN B&W Diesel AG.

12 Mass balancing upset. Vibrations/movements that occur on the engine

cannot be controlled by the elements of the resilient mounting system.

13 Block the resilient mounting by means of the device provided, as de-

scribed in work card 012.04. This blocking device is included in the tools
set in case of single-engine plants. It can also be obtained later on. Con-
sultation with MAN B&W Diesel AG is requested because of the work
which is to be done prior to its use.

Reduction of output and speed

To avoid that the unaffected/remaining cylinders are overloaded, the en-

gine output, and possibly also the engine speed, have to be reduced. The
following theoretical conditions apply:

Controllable-pitch propeller or Maximum admissible output P max PN ô Z--1.

Z
generator drive (n = const.)

Fixed-pitch propeller Maximum admissible speed n max nN ô ¯Z--1

Z
.

With
PN Rated output nN Rated speed Z Number of
cylinders

The value for radicand can be looked up in Table 2.

6680 3.6.2--03 E 12.00 32/40 upw 103/ 04

 Z 5 6 7 8 9 10 12 14 16 18

¯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

As a matter of basic principle, the maximum admissible exhaust gas tem-

perature must not be exceeded, and the turbocharger must not be “surg-
ing”.

Instructions concerning vibrations

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.

If it should be necessary to remove the running gear components of the

cylinder affected (case 3), the engine output has to be reduced to 50%.
Moreover, the mass balance is seriously upset. Free mass forces and mo-
ments may occur, which in turn may result in anomalous vibrations on the
engine or in the ship’s hull. In this case, further speed ranges have to be
barred as required.

Removal of a balance weight to compensate the rotating mass portion of

the removed connecting rod will restore the upset mass balance to some
extent only.

Should it become necessary to suppress the ignition of more than one

cylinder, make sure to consult MAN B&W Diesel AG, Werk Augsburg.

6680 3.6.2--03 E 12.00 32/40 upw 104/ 04

Emergency operation on failure
of one turbocharger
Preliminary remarks
Means available
Emergency operation with one
or both turbochargers failing
6680 3.6.3--01 E
3.6.3
Turbochargers are turbo machines subjected to high stresses which must
reliably ensure the entire gas renewal performance of the engine at very
high speeds and relatively high temperatures and pressures. Like the
engine, the turbocharger can also suffer disturbances, despite careful
system operation, and emergency operation is also possible in most cases
unless the damage can be repaired immediately.
The following means are availabe for emergency operation of the engine
with the turbochargers defective:
NR turbochargers (R series and S series)
- End cover to close the turbine rear side with the rotor and bearing
housing removed (cartidge)
NA turbochargers (S series)
- Arresting key to block the rotor from the compressor side (the suction
cross-sectional opening remains unclosed) -- such a key is also
available for NR 34/S,
- end cover to close the compressor and turbine rear side with the rotor
dismantled.
All of these elements are so designed that the flow is not obstructed on the
air side and exhaust side of the turbocharger.
Means for use on the engine
- Cover piece (protection grid) for the far end of the turbocharger
charge-air pipe (remove the charge-air bypass pipe before if required).
This cover piece serves to facilitate suction.
- Blind flange for the exhaust gas pipe at the end opposite the
turbocharger (if there is a charge-air bypass). The blind flange serves
to lock the exhaust pipe during suction, with the bypass removed.
- In the case of V-type engines, depending on the layout of charge-air
and exhaust pipes on the engine, blind flanges for the charge-air pipe
socket and exhaust pipe socket (charge air side: downstream of the
compressor, exhaust gas side: upstream of the turbine). These blind
flanges serve to prevent wrong switching/backflow/leakage in
emergency operation.
The following possibilities exist if the rotor of the turbocharger can no
longer rotate freely, or must be prevented from rotating. Please refer to
Table 1.
10.98 General 101/ 03
Emergency measures Supplementary measures/
provisiones

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.

This possibility exists in case of failure of

1 turbocharger In-line engine
V-type engine
2 turbochargers V-type engine
NA turbocharger
● Measure A
Block the rotor from the compressor side using the arresting key (suction 1-4, 7
opening remains open). Subsequently re-assemble intake air silencer or intake (5-7 depending on
casing. Please refer to turbocharger operating manual and work card 500.05. situation and required)
Take measure A only if measure B cannot be taken for reasons of time.
Consequential damage possible.
● Measure B
Dismantle the rotor with bearings, block the bearing casing by mounting end
covers on the compressor and turbine sides. Reassemble the silencer/intake
casing and the turbine inlet casing, if applicable. Please refer to the 1-7
turbocharger operating manual and work card 500.05.

Possibilities in case of failure of

1 turbocharger In-line engine
V-type engine
2 turbochargers V-type engine
Table 1. Emergency operation with one or both turbochargers failing (continued from preceding page)

Explanations

Code number Supplementary measures/provisions

1 Reduce the engine output. The maximum exhaust gas temperatures

downstream of the cylinders and upstream of the turbocharger and (on
engines equipped with two turbochargers) the maximum admissible
turbocharger speed must not be exceeded. Observe the exhaust gas for
discolouration.

2 Use all the endeavours that appear appropriate to reduce consequential

damage.

3 With the rotor arrested or dismantled, cut off the lube oil supply to avoid
fouling and fire hazards.

4 The engine has to be operated in the naturally aspirated mode, (if

equipped with two turbochargers) with reduced super-charging.

6680 3.6.3--01 E 10.98 General 102/ 03

 Code number Supplementary measures/provisions

5 In-line engines:

Cover pieces (protection girds) have to be mounted on the charge-air pipe.

On engines equipped with a charge-air bypass, it is also necessary to
mount the blind flange at the exhaust gas side connection.

6 V-type engines

On V-type engines having a common charge-air pipe, a blind flange is to

be mounted on the compressor outlet of the defective turbocharger so as
to avoid air losses.

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.

1 turbocharger failing In-line engine V-type engine

Fixed-pitch
p propeller
p p 15% up to 50%
of the rated output at the
corresponding speed
Controllable-pitch
p 20% up to 50%
propeller/generator
ll / t service
i of the rated output at the rated speed
Table 2. Emergency operation with one or both turbochargers failing -- outputs/
speeds that can be reached

6680 3.6.3--01 E 10.98 General 103/ 03

Failure of the electrical mains supply
(Black out) 3.6.4

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!

Stop the engine immediately ▲ Attention! No matter whether automatically controlled or

manually operated engines are concerned, it must be ensured that
the engine is stopped immediately on black out.

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.

6680 3.6.4--01 E 01.98 32/40 upw 101/ 02

 The blocked fuel supply pumps are reset as soon as the cooling water
pump and the lube oil pump have started. The control lever of the
automatic control system is to be set to STOP and only then is the engine
allowed to be restarted and load to be applied gradually in accordance with
the automatic acceleration programme.

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.

Black-out-Test In the course of engine commssioning, black out is frequently caused on

purpose to test the behaviour of the engine and the reaction of the
shut--down device. In order not to overstrain the engine, this testing is only
allowed to be made at an engine speed below approx. 50 % and/or an
output below approx. 15 %.

Putting into operation of the
engine after black out
Depending on the load at which the engine was being operated prior to the
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.

Preferably, engine restarting should therefore be postponed until the

engine has cooled down. Since this will be possible in exceptional cases
only, proceed with the restarting as follows, so as to preclude damage by
thermal shocks:
1. Interrupt recooling by bypassing the freshwater cooler.
2. Temporarily switch on the cooling water pump initially to ensure that
water at relatively low temperatures from the pipelines slowly mixes
with the hot water in the engine.
3. Switch on the cooling water and lube oil pumps.
4. Start the engine.
5. Switch the recooling system on again.

6680 3.6.4--01 E 01.98 32/40 upw 102/ 02

Failure of the cylinder lubrication 3.6.5

Emergency operation with
cylinder lubrication failing
Supply of lube oil to the piston running surfaces, piston rings and cylinder
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 for a short period
(app. 250 h).

The lubrication system should be repaired or replaced as soon as

possible.

6680 3.6.5--01 E 03.02 General 101/ 01

Failure of the speed control systems 3.6.6

Starting the engine in manual operation (with PGA speed governor)

Starting condition Failure of the remote control.

1 Indication
2 Admission lever
3 Push-button
4 Operating lever
5 Fine regulating valve M 128

Figure 1. Operating device, in case a PGA speed governor is mounted

(for older models, the steps apply accordingly)

Steps - Switch the operating lever (Remote control/Local) (4) to “Local”.

- Shift the admission lever (2) to position 4 ... 5.
- Adjust the desired speed value to minimum by means of the fine
regulating valve M 128 (5) (to the stop, counterclockwise).
- Check whether all systems are working (oil, cooling water, lube oil) and
whether the indication (1) is glowing/not glowing.
- Depress the push-button (3) “Starting” until the engine ignites.
- Set the admission limitation to the desired value (normally “Full”) by
means of the admission lever (2).
- Adjust the desired speed value on the fine regulating valve M 128 (5).
In the case of twin-engine plants which drive a shaft, only one engine is
run in manual operation.
▲ Attention! Observe the remarks in Sections 3.4 to 3.7, Engine
operation!

To ensure a reliable interaction of the engine with the subordinate

system components (coupling and propeller or generator), the
corresponding remarks in the operating instruction manuals of the
respective manufacturers are to be observed during manual
operation.

Important! It is recommended to start the engine in manual

operation at regular intervals.

6680 3.6.6--03 E 09.99 40/54, 48/60, 58/64 101/ 02

Mechanic-hydraulic speed governor

In case of a total failure of the mechanic-hydraulic speed governor, e.g.

due to breakage of the speed governor’s drive shaft, the engine is
stopped.

▲ Attention! Starting the engine is only possible after the governor

has been repaired.

6680 3.6.6--03 E 09.99 40/54, 48/60, 58/64 102/ 02

Behaviour in case
operating values are exceeded/
alarms are released 3.6.7

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 --
technical possibilities
Acoustic or visual warnings can be acknowledged. The displays remain
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.

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.

▲▲ Caution! Ignoring or suppressing of alarms, the cancellation of

reduction and stop signals is highly dangerous, both for persons
and for the technical equipment.

Liability claims for damages due to exceeded nominal values and

supressed or ignored alarm and safety signals respectively, can in no case
be accepted.

6680 3.6.7--01 E 04.01 32/40 upw 101/ 01

Procedures on
triggering of oil mist alarm
What should be done?
Oil mist
Danger to people and property!
Turn off the engine immediately!
Tests after an oil mist alarm/engine stop
Checking the oil mist detector
Internal check of running gear
External checks of running gear
6680 3.6.8--01 E
3.6.8
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! 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.
▲▲ 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.
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:
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.
The camshaft cover should then be opened and the following checks
performed:
- measuring the temperature of all camshaft bearings, including the
external bearing,
06.99 32/40 upw 101/ 02
 - a visual examination of the camshaft(s), the injection pump motors, the
cam followers and rollers for wear/seizure.
Checking the combustion For this purpose, the cylinder head covers are to be opened and the
chambers combustion chambers, particularly the running surfaces of the cylinder
liners, are to be checked:
- either by employing an endoscope after first removing the injection
valves or
- by inspecting the surfaces with a mirror after removing one intake and
exhaust valve cage each (if present).
If no damage is ascertained during these checks, then extend the search
for damage to those points of the fault list which have not yet been
checked. If needs be, get in touch with the nearest service base.

Important! The engine must not be restarted until freedom from

damage has been established or original faults have been removed.

6680 3.6.8--01 E 06.99 32/40 upw 102/ 02

Procedures in case
a splash-- oil alarm is triggered 3.6.8

General

Monitoring of the running gear
temperature
The temperatures of the running gear in the crankcase are transmitted to
the surrounding lubricating oil. Big-end bearing damage, piston seizures
and blow-bys from the combustion chamber cause a change in lube oil
temperature. For the splash-oil monitoring system, part of the splash oil
from each crank pin is collected. The temperature of the splash oil from
each individual crank pin is monitored and compared with that of the other
pins. In case a defined maximum temperature is exceeded or if the
difference between the temperatures of the individual running gears is too
large, an alarm is first triggered and, if necessary, the engine is then shut
off automatically.

Risk of personal injuries and da-
mage to property!
▲▲▲ Danger! Bearing damage, piston seizures and blow-bys pro-
mote the formation of oil mist, which includes an acute risk of per-
sonal injuries and damage to property. An explosion may occur in
the crankcase, and engine, crankshaft, as well as running-gear com-
ponents may suffer severe damage.

If the splash-oil monitoring system does not work properly, the engine is
not monitored. In this case, incipient damage cannot be recognised, at
least not in time.

Checks to be carried out after a splash-oil alarm/an engine stop

Checking the alarms
After an alarm occurred, the splash-oil temperatures are to be observed
further. Should the temperature which caused the alarm to be triggered
not decrease to the normal value again after a short while, the engine is to
be stopped, and the running gear concerned is to be checked. Following
an automatic engine stop, the running gear must be checked.

Checking the running gear
After waiting for 10 minutes - which is required because of the possible
explosion hazard on entry of air (see the safety regulations) - all crankcase
covers are to be removed. The further checks include the following:
- measuring all bearing temperatures,
- visual inspection of the running gear components as well as the oil
sump for chips, discolouration and warping of material,
- visual inspection of all piston skirts and cylinder liners.
Pistons from aluminium alloy suffer contact damage already at an early
stage, skirts from grey cast iron are less easily damaged.
If no damage is ascertained, the search for damage is to be extended to
those items of the trouble-shooting list which have not been checked so
far. If necessary, the nearest service base should be contacted.

Important! The engine may only be restarted after it has been es-
tablished that no damage occurred or after the damage causing the alarm
has been eliminated.

6680 3.6.8--02 E 05.02 General 101/ 01

Procedures on triggering
of Slow-- Turn-- Failure
General remarks
Behaviour after a slow-turn failure
Slow-turn parameter
Elimination of the failure
6680 3.6.9--01 E
3.6.9
Engines, which are equipped with “slow turn”, are automatically turned
prior to engine start, with the turning procedure being monitored by the
engine control. If the engine does not reach the expected number of
crankshaft revolutions within the specified period of time or in case the
slow-turn time is shorter than the minimum slow-turn time, an error mess-
age is issued.
A corresponding error message mostly indicates that liquid has accumu-
lated in the combustion chamber. If the slow-turn procedure is completed
successfully, the engine is automatically started.
During the slow-turn procedure, the engine is automatically turned prior to
the actual engine start, applying a reduced air pressure . In this connec-
tion, 2.5 crankshaft revolutions are to be reached during a specified period
of time. If these are reached during a period of less than 15 seconds or if
the time required exceeds 40 seconds, the engine control triggers a slow-
turn failure.
Slow-turn Parameter Value
Revolution counter 2.5 revolutions
Slow-turn monitoring Limiting value Tmax 40 sec
Slow-turn monitoring Limiting value Tmin 15 sec
Engine standstill timer 4 hrs
Table 1. Slow-turn parameter for engine control
Unhindered turning of the engine is mostly impeded by liquid, which has
penetrated into the combustion chamber. This may be fuel, cooling water
or lubricating oil. In this case, the engine is to be turned by a complete
crankshaft rotation by means of the turning gear, with the indicator cocks
opened.
In this connection, the following procedure is to be followed:
- Engage turning gear
- Open indicator cocks
- Turn engine by one complete crankshaft rotation
- Check for any fluid issuing at the indicator cock.
J If no fluid issues at indicator cock,
- Close indicator cocks
- Disengage turning gear
- Press button “Confirmation engine turned”
- Start engine.
J If fluid issues at indicator cock,
- Determine the cause for the presence of fluid in the combustion
chamber, and eliminate it.
▲ Attention! Purging of the respective cylinder is not permissible in
this connection! If the above-mentioned steps are not carried out,
another starting attempt will again result in a slow-turn failure!
11.01 32/40 upw 101/ 01
Engine operation IV -
Engine shut-- down 3.7

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

6682 3.7--01 E 11.97 101/ 01