Dimensi Mesin

8/11/2019 Dimensi Mesin

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5 Installation Aspects

5.01 Space Requirements and Overhaul Heights

5.02 Engine Outline, Galleries and Pipe Connections

5.03 Engine Seating and Holding Down Bolts

5.04 Engine Top Bracings

5.05 MAN B&W Controllable Pitch Propeller (CPP),Remote Control and Earthing Device

MAN B&W Diesel A/S Project Guide


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5.01 Space Requirements and Overhaul Heights

Installation Aspects

The figures shown in this section are intended as an

aid at the project stage. The data are subject to

change without notice, and binding data is to be

givenby the engine builder in the Installation Docu-

mentation.

Space Requirements for the Engine

The space requirements stated in Figs. 5.01 are

valid for engines rated at nominal MCR (L1).

The additional space needed for engines equipped

with PTO is available on request.

If, during the project stage, the outer dimensions of

the turbochargers seem to cause problems, it is

possible, for the same number of cylinders, to use

turbochargers with smaller dimensions by increas-

ing the indicated number of turbochargers by one,

see chapter 3.

Overhaul of Engine

The distances stated from the centre of the crank-

shaft to the crane hook are for vertical or tilted lift,

see Figs. 5.01.01a and 5.01.01b.

The capacity of a normal engine room crane can be

found in Fig. 5.01.02.

The area covered by the engine room crane shall be

wide enough to reach any heavyspare part required

in the engine room.

A lower overhaulheight is,however,availableby using

theMAN B&Wdouble-jib crane,built by Danish Crane

Building ApS, shown in Figs. 5.01.02 and 5.01.03.

Please note that the distances H3 and H4 given for a

double-jibcrane is from the centre of the crankshaft

to the lower edge of the deck beam.

A special crane beam for dismantling the turbo-

charger must be fitted. The lifting capacity of the

crane beam for dismantling the turbocharger is

stated in the respective Project Guides.

The overhaul tools for the engine are designed to be

used with a crane hook according to DIN 15400,

June 1990, material class M and load capacity 1Am

and dimensionsof the single hook type accordingto

DIN 15401, part 1.

The total length of the engine at the crankshaft level

may vary depending on the equipment to be fitted

on the fore end of the engine, such as adjustable

counterweights, tuning wheel, moment compensa-

tors or PTO.

MAN B&W Diesel A/S Engine Selection Guide, MC programme

430 100 030 198 28 88

5.01.01


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430 100 030 198 28 89

MAN B&W Diesel A/S Engine Selection Guide, MC Programme

5.01.02

Lmin

H1

A

EH2

178 16 77-5.0B

K98MC K98MC-C S90MC-C L90MC-C* K90MC K90MC-C S80MC-C S80MC L80MC*

Dimensions in mm

A 1700 1700 1800 1699 1699 1699 1736 1736 1510B 4640 4370 5000 4936 4936 4286 5000 4824 4388E 1750 1750 1602 1602 1602 1602 1424 1424 1424

H1 13400 12825 14425 13900 14125 12800 14300 14125 12275H2 13125 - 13525 12800 13250 12600 13300 13250 11825H3 13100 12650 14200 13125 13200 12375 13000 12950 11775

Lmin

4 cyl. 9176 8529 83865 cyl. 10778 9953 9810

6 cyl. 12865 12865 12087 12400 12380 12447 10899 11377 112347 cyl. 14615 14615 13689 15502 13982 14049 12323 12581 126588 cyl. 17605 17605 15291 17104 17084 15651 13747 14005 140829 cyl. 19355 19355 18193 18706 18686 18403 16719 16786

10 cyl. 21105 21105 20308 20288 20005 18143 1821011 cyl. 22855 22855 21910 21890 21607 19567 1963412 cyl. 24605 24605 23512 23492 23209 20991 2105813 cyl. 26355 2635514 cyl. 28105 28105

Dry masses in tons

4 cyl. 787 657 5805 cyl. 931 777 6816 cyl. 1143 1102 1074 1077 1074 986 872 885 7917 cyl. 1315 1277 1209 1279 1272 1106 981 996 864

8 cyl. 1514 1470 1372 1446 1411 1253 1088 1105 9749 cyl. 1666 1618 1543 1589 1553 1415 1223 112010 cyl. 1854 1789 1734 1700 1561 1343 121811 cyl. 1996 1932 1877 1840 1686 1458 133912 cyl. 2146 2075 2038 1980 1826 1564 144013 cyl. 2296 221814 cyl. 2446 2361

The distances H1and H2are from the centre of the crankshaft to the crane hook.The distance H3for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beamE - Cylinder distance H1- Normal lifting procedure H2- Reduced height lifting procedureH3- Electrical double jib crane. * H1- Vertical lift H2- Tilted lift

Fig. 5.01.01a: Space requirements and masses 178 22 75-4.0

H3


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430 100 030 198 28 89

5.01.03

Lmin

H1

A

EH2

178 16 77-5.0B

K80MC-C S70MC-C* S70MC L70MC-C L70MC S60MC-C* S60MC* L60MC-C L60MC*

Dimensions in mm

A 1510 1520 1520 1323 1323 1300 1300 1134 1134B 4088 4390 4250 3842 3842 3770 3478 3228 3228E 1424 1190 1246 1190 1246 1020 1068 1020 1068

H1 11900 12400 12450 11225 11225 10650 10500 9950 9325H2 11500 11525 11475 10500 10425 9925 9825 9225 8675H3 11300 11250 11200 10300 10225 9675 9550 9025 8725

Lmin

4 cyl. 6591 7177 6591 7008 5648 6116 5648 59565 cyl. 7781 8423 7781 8254 6668 7184 6668 70246 cyl. 11104 8971 9669 8971 9500 7688 8252 7688 80927 cyl. 12528 10161 10915 10161 10746 8708 9320 8708 91608 cyl. 13952 11351 12161 11351 11992 9728 10388 9728 102289 cyl. 16526

10 cyl. 1795011 cyl. 1937412 cyl. 2079813 cyl.14 cyl.

Dry masses in tons

4 cyl. 408 413 396 383 263 273 255 2645 cyl. 480 492 465 448 314 319 304 3166 cyl. 736 555 562 538 525 358 371 347 3577 cyl. 830 624 648 605 592 410 422 377 397

8 cyl. 926 704 722 683 667 467 470 453 4429 cyl. 106510 cyl. 117811 cyl. 127612 cyl. 137413 cyl.14 cyl.

The distances H1and H2are from the centre of the crankshaft to the crane hook.The distance H3for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beamE - Cylinder distance H1- Normal lifting procedure H2- Reduced height lifting procedureH3- Electrical double jib crane. * H1- Vertical lift H2- Tilted lift

Fig. 5.01.01b: Space requirements and masses 178 22 76-6.0

H3


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430 100 030 198 28 89


S50MC-C S50MC L50MC S46MC-C S42MC L42MC S35MC L35MC S26MC

Dimensions in mm

A 1085 1085 944 986 900 690 650 550 420B 3150 2950 2710 2924 2670 2460 2200 1980 1880E 850 890 890 782 748 748 600 600 490

H1 8950 8800 7825 8600 8050 6700 6425 5200 4825H2 8375 8250 7325 8075 7525 6250 6050 4850 4725H3 8150 8100 7400 7850 7300 6350 5925 5025 4525H4 5850 4825 4500

Lmin

4 cyl. 4695 5280 5280 4317 4198 4406 3520 3485 2970

5 cyl. 5542 6170 6170 5099 4946 5154 4120 4085 34606 cyl. 6392 7060 7060 5881 5694 5902 4720 4685 39507 cyl. 7242 7950 7950 6663 6442 6650 5320 5285 44408 cyl. 8092 8840 8840 7445 7190 7398 5920 5885 49309 cyl. 7938 8146 6520 6485 5420

10 cyl. 9434 9642 7720 7685 640011 cyl. 10182 10390 8320 8285 689012 cyl. 10930 11138 8920 8885 7380

Dry masses in tons

4 cyl. 155 171 163 133 109 95 57 50 325 cyl. 181 195 188 153 125 110 65 58 376 cyl. 207 225 215 171 143 125 75 67 427 cyl. 238 255 249 197 160 143 84 75 488 cyl. 273 288 276 217 176 158 93 83 53

9 cyl. 195 176 103 92 5810 cyl. 232 210 119 111 6811 cyl. 249 229 133 120 7412 cyl. 269 244 144 128 79

The distances H1and H2 are from the centre of the crankshaft to the crane hook. The distances H3 and H4for the doublejib crane are from the centre of the crankshaft to the lower edge of the deck beam.

E - Cylinder distance H1- Vertical lift H2- Tilted lift H3- Electrical double jib crane H4Manual double jib crane

Fig. 5.01.01c: Space requirements and masses

5.01.04

178 87 19-8.1

H4

H1

H2

A

H3

E

Lmin B 178 16 76-0.0


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Lifting capacity in tons

Engine type For normaloverhaul For doublejib crane

K98MC 12.5 2 x 6.3

K98MC-C 12.5 2 x 6.3

S90MC-C 10.0 2 x 5.0

L90MC-C 10.0 2 x 5.0

K90MC 10.0 2 x 5.0

K90MC-C 10.0 2 x 5.0

S80MC-C 10.0 2 x 5.0

S80MC 8.0 2 x 4.0

L80MC 8.0 2 x 4.0

K80MC-C 6.3 2 x 4.0

S70MC-C 6.3 2 x 3.0

S70MC 5.0 2 x 2.5

L70MC-C 6.3 2 x 3.0

L70MC 5.0 2 x 2.5

S60MC-C 4.0 2 x 2.0

S60MC 3.2 2 x 1.6

L60MC-C 4.0 2 x 2.0

L60MC 3.2 2 x 1.6

S50MC-C 2.0 2 x 1.6

S50MC 2.0 2 x 1.0

L50MC 1.6 2 x 1.0

S46MC-C 2.0 2 x 1.0

S42MC 1.25 2 x 1.0

L42MC 1.25 2 x 1.0

S35MC 0.8 2 x 0.5

L35MC 0.63 2 x 0.5

S26MC 0.5 2 x 0.5

Fig. 5.01.02: Engine room crane capacities for overhaul

488 701 010 198 28 90

5.01.05

178 87 20-8.1


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Fig. 5.01.03: Overhaul with double-jib crane

488 701 010 198 28 90

5.01.06

Deck beam

MAN B&W Double

Jib Crane

Centreline crankshaft

The double-jib crane

can be delivered by:

Danish Crane Building A/S

P.O. Box 54

sterlandsvej 2DK-9240 Nibe, Denmark

Telephone:

Telefax:

E-mail:

+ 45 98 35 31 33

+ 45 98 35 30 33

[email protected]

178 06 25-5.3


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5.02 Engine Outline, Galleries and Pipe Connections

Please note that the relevant information is to be

found in the Project Guide for the relevant engine

type.

The newest version of most of the drawings of this

section can be downloaded from our website at

www.manbw.dk under Products, Marine Power,

Two-stroke Engines, where you then choose the

engine type.


430 100 061 198 28 91

5.02.01


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5.03 Engine Seating and Holding Down Bolts

Engine Seating and Arrangement ofHolding Down Bolts

The dimensions of the seating stated in Figs.

5.03.01 and 5.03.02 are for guidance only.

The engine is basically mounted on epoxy chocks

4 82 102 in which case the underside of the

bed-plates lower flanges has no taper.

The epoxy types approved by MAN B&W Diesel A/S

are:

Chockfast Orange PR 610 TCF

from ITWPhiladelphiaResins Corporation, USA,

and

Epocast 36

from H.A. Springer Kiel, Germany

The engine may alternatively, be mounted on cast

iron chocks (solid chocks 4 82 101), in which case

the underside of the bedplates lower flanges is with

taper 1:100.


482 100 000 198 28 93

5.03.01


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482 600 015 198 28 94


Dimensions are stated in mm

Engine type A B C D E F G H I Jh Jv K L M N P

K98MC 3255 2730 50 1955 60 1525 50 1510 30 781 1700 80 50 500 38

K98MC-C 3120 2530 50 1825 60 1375 50 1360 30 781 1700 80 50 500 38

S90MC-C 3360 3100 44 2480 55 1755 44 1730 30 920 1800 75 50 470 34

L90MC-C 3360 3100 44 2480 55 1755 44 1730 30 920 1800 75 50 470 34

K90MC 3420 3054 44 2359 55 1675 44 1650 30 885 1699 75 50 470 34

K90MC-C 3090 2729 44 2034 55 1405 44 1380 30 610 1699 75 50 470 34S80MC-C 3275 2815 40 2100 50 1735 40 1710 25 920 1736 70 50 440 34

S80MC 3275 2950 40 2320 50 1700 40 1675 25 805 1736 70 50 440 34

L80MC 3040 2720 40 2100 50 1490 40 1465 25 785 1510 70 50 440 34

K80MC-C 2890 2570 40 1950 50 1340 40 1315 25 677 1510 70 50 430 34

S70MC-C 2880 2485 36 1890 45 1530 36 1515 22 805 1520 65 50 400 34

S70MC 2880 2616 36 2046 45 1500 36 1480 22 695 1520 65 50 400 34

L70MC-C 2670 2430 36 1965 45 1405 36 1385 20 755 1262 65 50 400 34

L70MC 2670 2410 36 1840 45 1310 36 1290 20 685 1323 65 50 400 34

S60MC-C 2410 2175 30 1855 40 1330 30 1315 20 700 1300 60 50 400 25

S60MC 2410 2175 30 1690 40 1215 30 1200 20 630 1300 60 50 400 25

L60MC-C 2270 2035 30 1690 40 1215 30 1200 20 640 1082 60 50 400 25

L60MC 2270 2045 30 1565 40 1095 30 1080 20 1150 605 1134 60 50 400 25

S50MC-C 2090 1880 28 1540 36 1110 28 1095 20 1075 518 1088 50 47 400 22S50MC 2090 1880 28 1450 36 1035 28 1020 20 1050 520 1085 50 50 400 22

L50MC 1970 1760 28 1330 36 915 28 900 18 1046 515 944 50 50 400 22

S46MC-C 1955 1755 28 1435 32 1060 28 1045 18 830 550 986 50 50 380 22

S42MC 1910 1720 25 1330 30 955 24 980 15 880 510 900 45 50 350 19

L42MC 1785 1595 25 1230 30 870 25 855 18 940 560 690 45 50 350 19

S35MC 1616 1475 20 1155 25 855 20 840 18 775 495 650 45 40 350 19

L35MC 1505 1350 20 1035 25 720 20 705 18 745 465 550 45 40 350 19

S26MC 1390 1235 20 695 20 680 15 690 470 420 40 35 19

Jv= with vertical oil outlets Jh= with horizontal oil outlets

178 06 43-4.2

5.03.02

178 87 22-1.1Fig. 5.03.01: Profile of engine seating, epoxy chocks


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5.04 Engine Top Bracings

Please note that the newest version of most of the

drawings of this section can be downloaded from

our website on www.manbw.dk under Products,

Marine Power, Two-stroke Engines where you

thenchoose the engine type and you will finda list of

the available drawings under InstallationDrawing.

The position of the top bracings for a specific engine

can be found in the respective Project Guide.

Top Bracing

The so-called guide force moments are caused by

the transverse reaction forces acting on the

crossheads due to the connecting rod/crankshaft

mechanism. When the piston of a cylinder is not

exactly in its top or bottom position, the gas force

from the combustion, transferred through the con-

necting rod will have a component acting on the

crosshead and the crankshaft perpendicularly to

the axis of the cylinder. Its resultant is acting on the

guide shoe (or piston skirt in the case of a trunk en-

gine),andtogether they forma guide force moment.

The moments may excite engine vibrations moving

the engine top athwartships and causing a rocking

(excited by H-moment) or twisting (excited by

X-moment) movement of the engine.

For engines with fewer than seven cylinders, this

guide force moment tends to rock the engine in

transverse direction, andforengines withseven cyl-

inders or more, it tends to twist the engine. Both

forms areshown in section 7 dealingwith vibrations.

The guide force moments are harmless to the en-

gine, however, they may cause annoying vibrations

in the superstructure and/or engine room, if proper

countermeasures are not taken.

As a detailed calculation of this system is normally

notavailable,MAN B&WDiesel recommend that top

bracing is installed between the engines upper

platform brackets and the casing side.

However the top bracing is not needed in all cases. In

some cases the vibration level is lower if the top brac-

ing is not installed. This has normally to be checked

by measurements, i.e.with andwithout topbracing.

If a vibration measurement in the first vessel of a se-

ries shows that the vibration level is acceptable

without the top bracing, then we have no objection

to the top bracing being dismounted and the rest of

the series produced without top bracing.

It is our experience that especially the 7 cyl. engine

will often have a lower vibration level without top

bracing.

Without top bracing, the natural frequency of the

vibrating system comprising engine, ships bottom,

and ships side, is often so low that resonance with

the excitation source (the guide force moment) can

occur close the the normal speed range, resulting in

the risk of vibraiton.

With top bracing, such a resonance will occur

above the normal speed range, as the top bracing

increases the natural frequency of the above-

mentioned vibrating system.

The top bracing is normally placed on the exhaust

side of the engine, but the top bracing can alterna-

tively be placed on the camshaft side.


430 110 001 198 28 95

5.04.01


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Mechanical top bracing

The mechanical top bracing shown in Figs. 5.04.01and 5.04.02 comprises stiff connections (links) with

friction plates.

The forces and deflections for calculating the trans-

verse top bracings connection to the hull structure

are stated in Fig. 5.04.02.

Mechanical top bracings canbe applied on all types

from 98 to the S35 and no top bracing is needed on

L35 and S26 types.

The mechanical top bracing is tobemadebythe ship-

yard in accordance with MAN B&W instructions.

Hydraulic top bracing

The hydraulic top bracings are available with pump

station or without pump station, see Figs. 5.04.03,

5.04.04 and 5.04.05

The hydraulically adjustable top bracing is an alter-

native to themechanical topbracingandis intended

forappliction in vesselswhere hull deflection is fore-

seen to exceed the usual level.

The hydraulically adjustable top bracing is intended

for one side mounting, either the exhaust side (alter-

native 1), or the camshaft side (alternative 2).

Hydraulic top bracings can be applied on all 98-50

types.

Position of top bracings

Allenginescanhavea topbracingontheexhaust side.

All 98-S35 engines can have a top bracing on the

camshaft side, except for S70MC-C, S60MC-C and

S50MC-C engines where onlya hydraulic topbrac-

ing can be placed in both ends of the engine.

The number of top bracings required and their loca-

tion are stated in the respective Project Guides.

For further information see section 7 Vibration as-

pects.

430 110 001 198 28 95


5.04.02


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483 110 007 198 28 96

5.04.03

Force per mechanical top bracing and minimumhorizontal rigidity at attachment to the hull

Engine typeForce perbracing in

kN

Minimumhorizontalrigidity in

MN/m

K98MC 248 230

K98MC-C 248 230

S90MC-C 209 210

L90MC-C 209 210

K90MC 209 210

K90MC-C 209 210

S80MC-C 165 190

S80MC 165 190

L80MC 165 190

K80MC-C 165 190

S70MC-C 126 170

S70MC 126 170

L70MC-C 126 170

L70MC 126 170

S60MC-C 93 140

S60MC 93 140

L60MC-C 93 140

L60MC 93 140

S50MC-C 64 120S50MC 64 120

L50MC 64 120

S46MC-C 55 110

S42MC 45 100

L42MC 45 100

S35MC 32 85

L35MC * *

S26MC * *

* = top bracings are normally not required

Fig. 5.04.01: Mechanical top bracing arrangement

Top bracing should only be installed on one side,

either the exhaust side, or the camshaft side

178 09 63-3.2

178 46 90-9.0

Fig. 5.04.02: Mechanical top bracing outline

178 22 72-9.0


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483 110 008 198 28 97

5.04.04

Fig. 5.04.03: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine

Force per hydraulic top bracing and maximumhorizontal deflection at attachment to the hull

Engine type

Numberof top

bracingsper

engine

Force perbracingin kN

Max.horizontaldeflection in mm

11-12K98MC 6 127 0.51

6-10K98MC-C 4 127 0.51

11-12K98MC-C 6 127 0.51

6-10K98MC-C 4 127 0.51

S90MC-C 4 127 0.51

L90MC-C 4 127 0.51

K90MC 4 127 0.51

K90MC-C 4 127 0.51

S80MC-C 4 127 0.51

S80MC 4 127 0.51L80MC 4 127 0.51

K80MC-C 4 127 0.51

S70MC-C 2 127 0.36

S70MC 2 127 0.36

L70MC-C 2 127 350

L70MC 2 127 0.36

S60MC-C 2 81 0.23

S60MC 2 81 0.23

L60MC-C 2 81 350

L60MC 2 81 0.23

S50MC-C 2 81 0.23

S50MC 2 81 0.23

L50MC 2 81 0.23

S46MC-C 2* 46* 0.13*

S42MC 2* 46* 0.13*

L42MC 2* 46* 0.13*

S35MC 2* 35* 0.07*

L35MC ** ** **

S26MC ** ** **

* = with mechanical top bracings only

** = top bracings are norminally not required

178 46 89-9.0

178 87 24-5.1


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483 110 008 198 28 97

Fig. 5.04.04a: Hydraulic top bracing layout of system with pump station, option: 4 83 122

The hydraulically adjustable top bracing system con-

sists basically of two or four hydraulic cylinders, two

accumulator units and one pump station

Pump station

including:

two pumps

oil tank

filter

releif valves and

control box

Fig. 5.04.04b: Hydraulic cylinder for option 4 83 122

Valve block withsolenoid valveand relief valve

Hullside

Inlet Outlet

Engineside

Pipe:

Electric wiring:

Hydraulic cylinders

Accumulator unit

With pneumatic/hydraulic

cylinders only

178 16 47-6.0

178 16 68-0.0

5.04.05


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483 110 008 198 28 97


Fig. 5.04.05b: Hydraulic cylinder for option 4 83 123

Fig. 5.04.05a: Hydraulic top bracing layout of system without pump station, option: 4 83 123

With pneumatic/hydraulic

cylinders only

178 18 60-7.0

178 15 73-2.0

5.04.06


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5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control andEarthing Device

MAN B&W Controllable Pitch Propeller

The standard propeller programme,fig. 5.05.01 and

5.05.02 shows the VBS type features, propeller

blade pitch setting by a hydraulic servo piston inte-

grated in the propeller hub.

The figures stated after VBS indicate the propeller

hub diameter, i.e. VBS1940 indicates the propeller

hub diameter to be 1940 mm.

Standard blade/hub materials are Ni-Al-bronze.

Stainless steel is available as an option. The propel-

lers are based on no ice class but are available up

to the highest ice classes.


420 600 000 198 28 98

5.05.01

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

0 2 6 10 14 18 22 26 30

Controllable pitch propeller, diameter [mm]

Engine Power [1000 kW]

VBS740

VBS860

VBS980

VBS1080

VBS1180

VBS1280

VBS1380

VBS1460

VBS1560

VBS1680

VBS1940VBS1800

Fig. 5.05.01: Controllable pitch propeller diameter (mm)

178 22 23-9.0


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420 600 000 198 28 98


178 22 24-0.0

5.05.02

Cyl. kWPropeller

speedr/min

Dmm

Hub VBSmm

Qmm

Rmm

Wminmm

Propellermass* ton

S60MC-C

4 9,020 105 5,850 1,460 1,100 1,170 2,676 35.2

5 11,275 105 6,150 1,560 1,175 1,257 2,919 43.5

6 13,530 105 6,450 1,680 1,278 1,338 2,976 53.3

7 15,785 105 6,700 1,800 1,360 1,400 3,000 58.4

8 18,040 105 6,950 1,940 1,460 1,450 3,200 68.1

S60MC

4 8,160 105 5,650 1,460 1,100 1,170 2,676 34.15 10,200 105 6,000 1,560 1 175 1 242 2 676 39.2

6 12,240 105 6,300 1,680 1 278 1 333 2 919 47.9

7 14,280 105 6,550 1,680 1 278 1 338 2 976 54.0

8 16,320 105 6,800 1,800 1 360 1 400 3 000 59.0

*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.

Fig. 5.05.02a: MAN B&W controllable pitch propeller

198 30 06-0.0


19/28


420 600 000 198 28 98

Cyl. kWPropeller

speedr/min

Dmm

Hub VBSmm

Qmm

Rmm

Wminmm

Propellermass* ton

L60MC-C

4 8,920 123 5,400 1,380 1,050 1,095 2,700 29.6

5 11,150 123 5,700 1,460 1,110 1,155 2,800 38.8

6 13,380 123 5,950 1,560 1,190 1,225 3,000 44.8

7 15,610 123 6,200 1,680 1,278 1,338 3,200 53.0

8 17,840 123 6,450 1,800 1,360 1,400 3,250 59.5

L60MC

4 7,680 123 5,200 1,380 1,030 1,131 2,651 29.5

5 9,600 123 5,500 1,460 1,100 1,170 2,676 34.5

6 11,520 123 5,750 1,560 1,175 1,242 2,676 39.5

7 13,440 123 5,950 1,560 1,175 1,257 2,919 44.2

8 15,360 123 6,150 1,680 1,278 1,338 2,976 53.2

S50MC-C

4 6,320 127 4,900 1,280 975 1,035 2,200 24.0

5 7,900 127 5,200 1,380 1,050 1,095 2,270 29.1

6 9,480 127 5,450 1,380 1,050 1,095 2,350 32.1

7 11,060 127 5,650 1,460 1,110 1,155 2,350 35.5

8 12,640 127 5,850 1,560 1,190 1,225 2,350 39.9

S50MC

4 5,720 127 4,800 1,280 975 1,010 2,140 22.4

5 7,150 127 5,050 1,280 975 1,035 2,200 24.4

6 8,580 127 5,300 1,380 1,095 1,095 2,270 30.4

7 10,010 127 5,500 1,460 1,110 1,140 2,350 35.1

8 11,440 127 5,700 1,460 1,110 1,140 2,350 36.3

L50MC

4 5,320 148 4,350 1,180 900 940 2,140 18.3

5 6,650 148 4,600 1,180 900 940 2,160 20.7

6 7,980 148 4,850 1,280 975 1,035 2,200 25.5

7 9,310 148 5,050 1,380 1,050 1,095 2,270 29.4

8 10,640 148 5,200 1,380 1,050 1,095 2,270 30.6

S46MC-C

4 5,240 129 4,700 1,180 900 940 2,160 19.7

5 6,550 129 4,950 1,280 975 1,035 2,200 22.2

6 7,860 129 5,200 1,380 1,050 1,095 2,270 27.8

7 9,170 129 5,400 1,380 1,050 1,095 2,270 29.5

8 10,480 129 5,600 1,460 1,100 1,140 2,350 33.6

*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.

Fig. 5.05.02b: MAN B&W controllable pitch propeller

198 30 06-0.0

5.05.03


20/28

420 600 000 198 28 98


Cyl. kWPropeller

speedr/min

Dmm

Hub VBSmm

Qmm

Rmm

Wminmm

Propellermass* ton

S42MC

4 4,320 136 4,350 1,080 821 945 2,170 16.5

5 5,400 136 4,600 1,180 855 996 2,265 20.1

6 6,480 136 4,850 1,280 957 1,075 2,511 24.4

7 7,560 136 5,050 1,280 957 1,075 2,511 27.5

8 8,640 136 5,200 1,380 1,030 1,131 2,676 30.5

9 9,720 136 5,350 1,380 1,030 1,131 2,676 32.7

10 10,800 136 5,500 1,460 1,100 1,170 2,676 36.0

11 11,880 136 5,650 1,460 1,100 1,185 2,595 38.4

12 12,960 136 5,750 1,560 1,175 1,257 2,595 42.4

L42MC

4 3,980 176 3,750 980 746 805 2,040 12.0

5 4,975 176 4,000 1,080 825 880 2,140 15.2

6 5,970 176 4,200 1,180 900 940 2,140 16.4

7 6,965 176 4,350 1,180 900 940 2,160 22.7

8 7,960 176 4,500 1,280 975 1,035 2,200 23.1

9 8,955 176 4,600 1,280 975 1,035 2,200 23.6

10 9,950 176 4,700 1,280 975 1,035 2,200 26.2

11 10,945 176 4,800 1,380 1,050 1,095 2,270 29.9

12 11,940 176 4,900 1,380 1,050 1,095 2,270 30.5

S35MC

4 2,960 173 3,550 860 653 742 2,000 9.6

5 3,700 173 3,750 980 746 807 2,040 12.5

6 4,440 173 3,950 980 746 807 2,170 14.0

7 5,180 173 4,100 1,080 821 945 2,170 16.6

8 5,920 173 4,250 1,080 821 945 2,265 18.5

9 6,660 173 4,350 1,180 885 996 2,265 20.4

10 7,400 173 4,450 1,180 885 996 2,265 21.1

11 8,140 173 4,550 1,280 957 1,075 2,511 24.8

12 8,880 173 4,650 1,280 957 1,075 2,676 27.4

L35MC

4 2,600 210 3,150 860 655 735 1,970 9.1

5 3,250 210 3,300 860 655 735 2,000 9.5

6 3,900 210 3,450 980 746 785 2,000 10.3

7 4,550 210 3,600 980 746 785 2,040 11.8

8 5,200 210 3,700 980 746 805 2,040 12.3

9 5,850 210 3,800 1,080 825 880 2,140 13.9

10 6,500 210 3,900 1,080 825 880 2,140 14.7

11 7,150 210 4,000 1,180 900 940 2,140 16.512 7,800 210 4,100 1,180 900 940 2,140 17.2

S26MC

4 1,600 250 2,600 740 569 655 1,940 5.5

5 2,000 250 2,750 740 569 655 1,940 6.4

6 2,400 250 2,850 740 569 655 1,940 7.2

7 2,800 250 2,950 860 655 735 1,970 8.5

8 3,200 250 3,050 860 655 735 1,970 9.3

The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.

Fig. 5.05.02c: MAN B&W controllable pitch propeller

5.05.04


21/28

Data Sheet for Propeller

Identification:

Type of vessel:

For propeller design purposes please provide us

with the following information:

1. S:___________mm

W:___________mm

I:___________mm (as shown above)

2. Stern tube and shafting arrangement layout

3. Propeller aperture drawing

4. Complete set of reports from model tank

(resistance test, self-propulsion test and

wake measurement). In case model test isnot available the next page should be filled in.

5. Drawing of lines plan

6. Classification Society:___________

Ice class notation:___________

7. Maximum rated power of shaft generator: kW

8. Optimisation condition for the propeller :

To obtain the highest propeller efficiency

please identify the most common service

condition for the vessel.

Ship speed:___________kn

Engine service load:___________%

Service/sea margin:___________%

Shaft generator service load:___________kWDraft:___________m

9. Comments:___________


420 600 000 198 28 98

5.05.05

178 22 36-0.0

Fig. 5.05.03a: Data sheet for propeller design purposes


22/28

Main Dimensions

Propeller Clearance

To reduce emitted pressure impulses and vibrations

from the propeller to the hull, MAN B&W recommend

a minimum tip clearance as shown in fig. 5.05.04.

For shipswithslenderaft body and favourable inflow

conditions the lower values can be used whereas full

after body and large variations in wake field causes

the upper values to be used.

In twin-screw ships theblade tipmayprotrude below

the base line.

420 600 000 198 28 98


5.05.06

Symbol Unit Ballast LoadedLength between perpendiculars LPP m

Length of load water line LWL m

Breadth BWL m

Draft at forward perpendicular DF m

Draft at aft perpendicular DA m

Displacement m3

Block coefficient (LPP) CB -

Midship coefficient CM -

Waterplane area coefficient CWL -

Wetted surface with appendages S m2

Centre of buoyancy forward of LPP/2 LCB m

Propeller centre height above baseline H m

Bulb section area at forward perpendicular AB m2

Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in

Hub Dismantlingof capX mm

High skewpropeller

Y mm

Non-skewpropeller

Y mm

Baselineclearance

Z mm

VB 480 75

15-20% of D 20-25% of D Min.50-100

VB 560 100

VB 640 115

VB 740 115

VB 860 135

VB 980 120

VBS 740 225

VBS 860 265

VBS 980 300

VBS 1080 330

VBS 1180 365

VBS 1280 395

VBS 1380 420

VBS 1460 450

VBS 1560 480

VBS 1680 515

178 22 97-0.0

178 22 37-2.0

Baseline

D

Y

Z

X

Fig. 5.05.04: Propeller clearance

178 22 96-9.0


23/28

Servo Oil System

The principle design of the servo oil system for VBS

is shown in Fig. 5.05.05.

The VBS system consists of a servo oil tank unit

Hydra Pack, and a coupling flange with electrical

pitch feedback box and oil distributor ring.

The electrical pitch feedback box measures con -

tinuously the position of the pitch feedback ring

and compares this signal with the pitch ordersignal.

If deviationoccurs,a proportional valve is actuated.

Hereby high pressure oil is fed to one or the other

side of the servo piston, via the oil distributor ring,

until the desired propeller pitch has been reached.

The pitch setting is normally remote controlled, but

local emergency control is possible.


420 600 000 198 28 98

5.05.07

M M

M M

Hydra pack

Sterntube oil

tank

Oil tankforward

seal

Pitchorder

Servopiston

Lip ringseals

Hydraulicpipe

Pitchfeed-back

Draintank

Propeller shaft

Oil distributionring

Sterntube

Monoblockhub

Zincanode

TI

PAL

PSL PSL

PAL PI

PD

PAH

TAH

LAL

Fig. 5.05.05: Servo oil system for VBS propeller equipment

178 22 38-4.0


24/28

Hydra Pack

The servo oil tank unit Hydra Pack (Fig. 5.05.06),

consists of an oil tank with all other components top

mounted, to facilitate installation at yard.

Two electrically driven pumps draw oil from the oil

tank through a suction filter and deliver high pres-

sure oil to the proportional valve.

One of two pumps are in service during normal op-

eration, while the second will start up at powerful

manoeuvring.

A servo oil pressure adjusting valve ensures mini-

mum servo oil pressure at any time hereby minimiz-ing the electrical power consumption.

Maximum system pressure is set on the safety

valve.

The return oil is led back to the tank via a thermo-

static valve, cooler and paper filter.

The servooil unit is equipped with alarms according

to the Classification Society as well as necessary

pressure and temperature indication.

If the servooil unit cannot be located with maximum

oil level below the oil distribution ring the system

must incorporate an extra, small drain tank com-

plete with pump, located at a suitable level, below

the oil distributor ring drain lines.

420 600 000 198 28 98


5.05.08

Fig. 5.05.06: Hydra Pack - Servo oil tank unit

178 22 39-6.0


25/28

Remote Control System

The remote control system is designed for controlof

a propulsion plant consisting of the following types

of plant units:

Diesel engine

Tunnel gear with PTO/PTI, or PTO gear

Controllable pitch propeller

As shown on fig. 5.05.07, the propulsion remote

control system comprises a computer controlled

system with interconnections between control sta-tions via a redundant bus and a hard wired back-up

control system for direct pitch control at constant

shaft speed.

The computer controlled system contains functions

for:

Machinery control of engine start/stop, engine

load limits and possible gear clutches.

Thrust control withoptimization of propeller pitch

and shaft speed. Selection of combinator, con-

stant speed or separate thrust mode is possible.

The rates of changes are controlled to ensure

smooth manoeuvres and avoidance of propeller

cavitation.

A Load control function protects the engine

against overload. The load control function con-

tains a scavenge air smoke limiter, a load

programme for avoidance of high thermal

stresses in the engine, an automatic load reduc-

tion and an engineer controlled limitation of maxi-

mum load. Functions fortransfer of responsibilitybetween

the local control stand, engine control room and

control locationson thebridge are incorporated in

the system.


420 600 000 198 28 98

5.05.09

ShipsAlarmSystem

ESESBU

Main Control Station(Center) Bridge Wing

ES: Emergency StopBU: Back-Up Control

Bridge

Engine Control Room

Engine Room

STOP

P IP I

START

S T

O P

(in

Governor)

Terminals forpropeller

monitoringsensors

P I

Pitch

Pitch Set

Local engine

control

Speed Set

ES

PropulsionControl

System

Bridge Wing

Shut down, Shut down reset/cancel

Propeller PitchClosed LoopControl Box

Pitch

OperatorPanel (*)

OperatorPanel

OperatorPanel (*)

OperatorPanel

Back-up selected

Shaft Generator/ PMS

Auxiliary ControlEquipment

RPM PitchRPM Pitch RPM Pitch

I

I

I

Start/Stop/Slow turning, Start blocking, Remote/Local

Ahead/Astern

I

Remote/Local

Fuel Index

Charge Air Press.

RPM Pitch

CoordinatedControlSystem

HandlesInterface

Duplicated Network

Terminals forengine

monitoring sensors

Engine safetysystem

Engine speed

System failure alarm, Load reduction, Load red. Cancel alarm

Engine overload (max. load)

STOP

Governor limiter cancel

Fig. 5.05.07: Remote control system - Alphatronic 2000

178 22 40-6.0


26/28

Propulsion Control Station on the Main Bridge

For remote control a minimum of one control station

located on the bridge is required.

This control station will incorporate three modules,

as shown on fig. 5.05.08:

Apropulsion control panel with push buttons

andindicatorsformachinerycontrolanda display

with information of condition of operation and

status of system parameter.

Apropeller monitoring panelwith back-up in-

struments for propeller pitch and shaft speed.

A thrust control panel with control lever for

thrust control, an emergency stop button and

push buttons for transfer of control between con-

trol stations on the bridge.

420 600 000 198 28 98


IN

CONTROL CONTROL

TAKE

288

288

PROPELLER

RPM

PROPELLER

PITCH

BACK UP

CONTROL

ON/OFF

144

Fig. 5.05.08: Main bridge station standard layout

178 22 41-8.0

5.05.10


27/28

Alpha Clutcher - for Auxilliary Propulsion

Systems

The Alpha Clutcher is a new shaftline de-cluching

device for auxilliary propulsion systems which

meets the class notations for redundant propulsion.

It facilitates reliable and simple take home and

take away functions in two-stroke engine plants.

See section 4.

Earthing Device

In some cases, it has been found that the difference

in the electrical potential between the hull and the

propeller shaft (due to thepropeller being immersedin seawater) has caused spark erosion on the main

bearings and journals of the engine.

A potential difference of less than 80 mV is harmless

to the main bearings so, in order to reduce the po-

tentialbetweenthecrankshaft andtheenginestruc-

ture (hull), and thus prevent spark erosion, we rec-

ommendthe installationof a highlyefficientearthing

device.

The sketch Fig. 5.05.09 shows the layout of such an

earthing device, i.e. a brush arrangement which isable to keep the potential difference below 50 mV.

We also recommend the installation of a shaft-hull

mV-meter so that the potential, and thus the correct

functioning of the device, can be checked.


420 600 010 198 28 99

5.05.11


28/28

420 600 010 198 28 99


Fig. 5.05.09: Earthing device, (yards supply)

Voltmeter for shaft-hull potential difference

Rudder

Main bearing

Propeller shaft

Intermediate shaft

Earthing device

Current

178 32 07-8.1

Cross section must not be smaller than 45 mm2

andthe length of the cable must be as short as possible

Hull

Slipringsolid silver track

Voltmeter for shaft-hull

potential difference

Silver metal

graphite brushes

Propeller

Date post:	02-Jun-2018
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