INSTALATION Manual-2002_1013M_1015M[1]

Installation Guide for Diesel Engines

Ship segment

Types 1013 / 1015

Installation Guide for Diesel EnginesShip segment BFM 1013M / BFM 1015M

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These guidelines are not operating instructions for the final machine user.They apply to all manufacturers of products that use a DEUTZ diesel engineas drive unit in their products.Thus, the guidelines are not user information as defined byDIN norm 8418, but fulfil a similar purpose, because their observance ensuresthe engine function and thus protects the product user from danger whichcould result from engine use.

Operating safety and a long service life can only be expected from perfectlyinstalled engines. This also allows maintenance work to be carried out simplyand quickly.These guidelines provide information for mounting and name limit values to beobserved.

The guidelines only refer to the function of the engines and not to laws andordinances applicable to the product in which the engine will be installed.Thus the equipment manufacturer is responsible for the regulations to beobserved.

The multitude of installation possibilities does not allow for generallyapplicable, rigid rules. Experience and special knowledge are necessary inorder to ensure optimal installation.

Therefore, we recommend an installation consultation with an authorisedsales partner during the planning stage.

Responsible for the contents:

DEUTZ AG

Deutz-Müllheimer-Str. 147–149

51057 Cologne

Phone: (02 21) 8 22 – 31 45

Telefax: (02 21) 8 22 – 56 72

Telex: 8812-D khd d

Order No.: 0312 0378 en

Dealer stamp


Table of contents

1 Installation planning1.1 Engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11.1.1 Engine dimensions 1013 . . . . . . . . . . . . . . . . . . . . . . . . . 1-21.1.2 Engine dimensions 1015 . . . . . . . . . . . . . . . . . . . . . . . . . 1-31.2 Tilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51.3 Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

2 Engine installation2.1 Rigid bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.1.1 Engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22.1.2 Angular deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32.1.3 Parallel displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52.2 Elastic bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

3 Power take-off3.1 Torsional vibration calculation . . . . . . . . . . . . . . . . . . . . . 3-13.2 Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-83.3 Power take-off, flywheel side . . . . . . . . . . . . . . . . . . . . . . 3-83.3.1 Attachments to the engine . . . . . . . . . . . . . . . . . . . . . . . . 3-83.3.2 Mounting the gearbox to the engine . . . . . . . . . . . . . . . . . 3-93.3.3 Installing universal shafts . . . . . . . . . . . . . . . . . . . . . . . . . 3-133.3.4 Radial power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-143.3.4.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-143.3.4.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-173.4 Front power take-off (Front PTO) . . . . . . . . . . . . . . . . . . . 3-243.4.1 Axial power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-243.4.2 Permitted rotational dimensions . . . . . . . . . . . . . . . . . . . . 3-273.5 Secondary outputs on the engine. . . . . . . . . . . . . . . . . . . 3-283.5.1 Secondary output possibilities . . . . . . . . . . . . . . . . . . . . . 3-283.5.1.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-283.5.1.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-313.5.2 Air compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-333.5.2.1 Line connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-333.5.2.2 Pressure regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-343.5.2.3 Volumetric capacity and power consumption . . . . . . . . . . 3-353.5.2.4 Dimension diagram, BFM1013M/C. . . . . . . . . . . . . . . . . . 3-363.5.2.5 ZF Steering booster pump . . . . . . . . . . . . . . . . . . . . . . . . 3-373.5.3 Hydraulic pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-383.5.3.1 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-383.5.3.2 Calculated values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-393.5.3.3 Operating data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-393.5.3.4 Characteristic curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-403.5.4 Untreated water pumps . . . . . . . . . . . . . . . . . . . . . . . . . . 3-433.5.4.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-433.5.4.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44

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4 Engine room ventilation4.1 Calculation of the air requirement for

engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24.1.1 Overall radiated heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24.1.2 Radiated engine heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24.1.3 Radiated generator heat . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34.1.4 Radiated heat of the auxiliary equipment . . . . . . . . . . . . . 4-34.1.5 Ventilation quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44.2 Installation notes for ventilating the engine room . . . . . . . 4-54.2.1 Additional installation notes for using

engines in fast ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6

5 Combustion air system5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.2 Intake vacuum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25.2.1 Maximum permitted intake vacuum . . . . . . . . . . . . . . . . . . 5-25.2.2 Measuring the intake vacuum . . . . . . . . . . . . . . . . . . . . . . 5-45.2.3 Monitoring the intake vacuum . . . . . . . . . . . . . . . . . . . . . . 5-45.3 Air filter systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55.3.1 Dry air filter (paper air filter) . . . . . . . . . . . . . . . . . . . . . . . . 5-55.3.2 General instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55.4 Calculating the air flow rate . . . . . . . . . . . . . . . . . . . . . . . . 5-65.4.1 Laboratory service life for paper air filters . . . . . . . . . . . . . 5-65.4.2 Required information for air filter dimensioning . . . . . . . . . 5-65.5 Combustion air lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105.5.2 Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105.5.3 Corrugated hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115.5.3.1 DEUTZ factory standard H 3482, part 1 . . . . . . . . . . . . . . 5-115.5.4 Rubber sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115.5.5 Rubber moulded parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-125.5.5.1 DEUTZ delivery regulation 0161 0093 US 8039-35 . . . . . 5-125.5.6 Hose band clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-135.5.7 Clean air line ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-165.5.8 Layout of combustion air lines . . . . . . . . . . . . . . . . . . . . . . 5-16

6 Exhaust gas system6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16.2 Permissible resistances in the exhaust gas system . . . . . 6-36.3 Dimensioning exhaust gas lines . . . . . . . . . . . . . . . . . . . . 6-46.4 Exhaust gas back pressure measurement . . . . . . . . . . . . 6-76.5 Elastic exhaust pipe joints . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.6 "Wet" exhaust gas lines (Mixing vessel) . . . . . . . . . . . . . . 6-106.7 Water infiltration protection . . . . . . . . . . . . . . . . . . . . . . . . 6-126.8 Insulating the exhaust gas line . . . . . . . . . . . . . . . . . . . . . 6-136.9 Particle filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-146.10 Determining the exhaust gas line resistances

for turbo-charged engines . . . . . . . . . . . . . . . . . . . . . . . . . 6-16

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7 Fuel system7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17.2 Fuel, feed pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17.2.1 Intermediate tank/Day service tank . . . . . . . . . . . . . . . . . 7-47.2.2 Closed circular pipeline. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57.3 Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87.3.1 Fuel connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127.3.1.1 Metal pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127.3.1.2 Fuel connection, engine 1013 . . . . . . . . . . . . . . . . . . . . . 7-137.3.1.3 Fuel connection, engine 1015 . . . . . . . . . . . . . . . . . . . . . 7-147.4 Fuel heating, fuel cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 7-167.5 Fuel tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-177.6 Fuel filtering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

8 Engine cooling system8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18.2 Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28.2.1 Range of application and purpose . . . . . . . . . . . . . . . . . . 8-28.2.2 Water quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28.2.3 Protectant (concentrate) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28.2.4 Coolant preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-68.3 Cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-78.3.1 Fresh water cooler for keel cooling. . . . . . . . . . . . . . . . . . 8-78.3.1.1 Compensator reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-78.3.2 Types of cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-98.3.2.1 Thermo-syphon cooling . . . . . . . . . . . . . . . . . . . . . . . . . . 8-98.3.2.2 Ship hull cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-108.3.2.3 Pipe cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-118.3.2.4 Plate coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-118.3.3 Cooling with raw water . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-128.3.3.1 Raw water filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-128.3.3.2 Raw water pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-128.3.3.3 Raw water lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-128.3.3.4 Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-148.4 Pipelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-158.4.1 Line dimensioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-158.4.2 Pipeline designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-188.4.3 Line routing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-198.5 Designing cooling systems . . . . . . . . . . . . . . . . . . . . . . . . 8-208.5.1 Technical specifications . . . . . . . . . . . . . . . . . . . . . . . . . . 8-218.5.2 Heat quantity to be dissipated . . . . . . . . . . . . . . . . . . . . . 8-268.5.3 Additional heat quantities to be dissipated for 1013

with charger air cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . 8-278.5.4 Circulating amount of water in cooling circuit . . . . . . . . . . 8-288.5.5 Circulating amount of water in sea water cicuit or

charge air circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-288.6 Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-298.6.1 Direct heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-298.6.2 Indirect heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-328.6.3 Heating connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-338.6.4 Heat exchanger for heating . . . . . . . . . . . . . . . . . . . . . . . 8-358.6.5 Auxiliary heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-35

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8.7 Engine pre-warming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-368.7.1 Engine 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-368.7.2 Engine 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-378.7.2.1 IKL-pre-warming unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-378.8 Gearbox oil cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-408.8.1 Cooling with raw water. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-408.8.2 Keel cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-408.8.2.1 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-408.8.2.2 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40

9 Lubrication system9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19.2 Partial flow fine filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29.3 Changing the oil level markings for tilted engine mounting9-39.4 Pre-lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3

10 Speed adjustment10.1 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-210.1.1 Large-scale speed adjustment range (Main drive) . . . . . . 10-210.1.2 Small speed adjustment range (Aggregate) . . . . . . . . . . . 10-310.2 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-410.2.1 Large-scale speed adjustment range (Main drive) . . . . . . 10-410.2.2 Small speed adjustment range (Aggregate) . . . . . . . . . . . 10-510.2.2.1 Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-510.2.2.2 RPM sensor, excessive speed protection, and actuator . . 10-710.2.2.3 Cable routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8

11 Sound insulation and sounddamping11.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-111.2 Sound insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-211.3 Sound absorption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-311.4 Material for sound insulation and sound absorption . . . . . 11-411.5 Additional measures for enclosing the engine . . . . . . . . . . 11-6

12 Electrical system12.1 Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-112.2 Dimensioning the cables between

starter and battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-312.2.1 Minimum cross section corresponding to cable heat rise . 12-312.2.2 Required nominal cross section

corresponding to total resistance. . . . . . . . . . . . . . . . . . . . 12-312.3 Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-812.4 Control line to starter

and starter lock relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1012.4.1 Dimensioning of control line to starter

(Battery - Start switch - Terminal 50) . . . . . . . . . . . . . . . . . 12-1012.4.2 Start block relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1112.5 Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1212.6 Dimensioning various

cable cross-sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1412.6.1 Lead dimensioning for heat rise. . . . . . . . . . . . . . . . . . . . . 12-1412.6.2 Lead dimensioning for voltage decay . . . . . . . . . . . . . . . . 12-14

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12.7 AC generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1512.8 Lifter solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16

13 Engine monitoring13.1 Monitoring via Deutz panels . . . . . . . . . . . . . . . . . . . . . . . 13-213.1.1 Panel 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-513.1.2 Panel 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1213.2 Monitoring with panels not furnished by Deutz . . . . . . . . . 13-21

14 Maintenance requirements14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-114.2 Maintenance requirements . . . . . . . . . . . . . . . . . . . . . . . . 14-1

15 Installations15.1 Installation checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-115.2 Calculation of torsional vibration. . . . . . . . . . . . . . . . . . . . 15-315.3 Connection dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5

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List of figures

Fig. 1: Type 1013Fig. 2: Minimum spacing Type 1013Fig. 3: Type 1015Fig. 4: Minimum spacing Type 1015Fig. 5: Positioning and shape tolerances for elastic supportFig. 6: Measuring the angular deviationsFig. 7: Calculating the shim thicknessFig. 8: Measuring the centricityFig. 9: Checking the flange parallelismFig. 10: Measuring with free shaft endsFig. 11: Floor supports for elastic engine bedding 1013Fig. 12: Floor supports for elastic engine bedding 1013Fig. 13: Floor supports for elastic engine bedding 1013Fig. 14: Floor supports 1015Fig. 15: Floor supports 1015Fig. 16: Floor supports 1015Fig. 17: For spring deflection see ill.18Fig. 18: Engine bedding for eleastic motor supports 1013 and 1015Fig. 19: Centre of gravity positionsFig. 20: Elastic systems BF 4 M 1013 M / CFig. 21: Elastic systems BF 6 M 1013 M / C / PFig. 22: BF 6 M 1015 M / MCFig. 23: elastic system S J = 0.873 kgm² ( Without JZm )Fig. 24: BF 8 M 1015 MCFig. 25: elastic system S J = 0.984 kgm² ( Without JZm )Fig. 26: Flywheels and SAE housingFig. 27: Engine 1013, Flywheel set 9049Fig. 28: Engine 1013, Flywheel set 9050Fig. 29: Engine 1013, Flywheel set 9051Fig. 30: Engine 1013, Flywheel set 9052Fig. 31: Engine 1015, Flywheel set 9041Fig. 32: Engine 1015, Flywheel set 9042Fig. 33: Z-bendingFig. 34: W-bendingFig. 35: Radial power take-off on the coupling side (Free side)Fig. 36: * Calculation of power "F1 or F2, resp.," for V-belt drive:Fig. 37: Permitted supplementary bending moment (Radial power take-

off, opposite coupling side) engine: BF 4/6 M 1013M/MC/MCPFig. 38: Spacing, type 1015Fig. 39: Composition of forcesFig. 40: Bending moment BF6M1015M/C, Drive sideFig. 41: Angle counting drive side/flywheel sideFig. 42: Bending moment BF6M1015M/C, free sideFig. 43: Bending moment BF8M1015M/C, free sideFig. 44: Angle counting free side/frontFig. 45: Front power take-off 1013Fig. 46: Front power take-off 1015Fig. 47: Secondary outputs 1013Fig. 48: Secondary outputs A and BFig. 49: Secondary output D

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Fig. 50: Connecting the pressure lineFig. 51: Delivery rate, air compressor 300 ccmFig. 52: Power consumption, air compressor 300 ccmFig. 53: Dimension diagram, BFM1013M/CFig. 54: Performance data, ZF steering booster pumpFig. 55: Calculated valuesFig. 56: Pressure definitionsFig. 57: Permitted operational pressure in [cm³/k]Fig. 58: Permanent operational pressureFig. 59: 8 ccm/revolutionFig. 60: 11 ccm/revolutionFig. 61: 16 ccm/revolutionFig. 62: 22.5 ccm/revolutionFig. 63: Untreated water pump 1013Fig. 64: Performance data untreated water pump

F7B nPump = 1.297 x nEngineFig. 65: Untreated water pump 1015Fig. 66: Performance data untreated water pump

F95B nPump = 1.21 x nEngineFig. 67: Types of engine room ventilationFig. 68: Measuring the intake vacuumFig. 69: Elbows, sleeves, hose band clampsFig. 70: BF6M1015M/C Position and spacing of exhaust gas lines on en-

gine. For spacing of 90° elbow ref. to appendixFig. 71: BF8M1015MC Position and spacing of exhaust gas lines on en-

gine. For spacing of 90° elbow ref. to appendixFig. 72: Permissible exhaust gas back pressure for

ship drive enginesFig. 73: Permissible exhaust gas back pressure for electric unit

engines, drives for pumps, compressorsFig. 74: Measuring the exhaust gas back pressureFig. 75: Hole for measuring the exhaust gas back pressureFig. 76: Position for measuring the exhaust gas back pressureFig. 77: Water inlet above the water lineFig. 78: Water infiltration protectionFig. 79: Diagram of exhaust gas line resistancesFig. 80: Fuel diagram BFM1013Fig. 81: Fuel diagram BFM1015Fig. 82: Fuel, intermediate tankFig. 83: Fuel, closed circular pipelineFig. 84: Fuel tank, high-positionedFig. 85: Installation guide – Manual feed pump:Fig. 86: Connections for monitoring of jacketed injection lines

BF 6 M 1015 M / CFig. 87: Connections for monitoring of jacketed injection lines

BF 8 M 1015 MCFig. 88: Incorrect connection, metal pipesFig. 89: Correct connection, metal pipesFig. 90: Connections, BFM1013Fig. 91: Connections, BFM1015Fig. 92: Fuel connectionFig. 93: Fuel connectionFig. 94: Fuel routingFig. 95: Fuel filter with moisture separator

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Fig. 96: Reversible fuel filteringFig. 97: Flow diagram (with dual filter per side)Fig. 98: Fuel filteringFig. 99: Compensator reservoirFig. 100: Thermo-syphon coolerFig. 101: Pressure loss in smooth water pipelinesFig. 102: Crimps and pipe jointsFig. 103: Elastic screwed pipesFig. 104: BF6M1015M Keel coolingFig. 105: BF6/8M1015MC Keel coolingFig. 106: BF6M1015M Raw water coolingFig. 107: BF6/8M1015MC Raw water coolingFig. 108: Engine coolant circuit, direct heatingFig. 109: Engine coolant circuit, indirect heatingFig. 110: Heating connections 1013Fig. 111: Heating connections 1015Fig. 112: Heating connections 1015Fig. 113: Engine pre-warming 1013Fig. 114: Electric pre-warming unit for waterFig. 115: Engine and pre-warming unitFig. 116: Reversible lubrication oil filter as example 1013Fig. 117: Speed adjustment 1013Fig. 118: Fine speed adjustment 1013Fig. 119: Bowden cable engine 1015Fig. 120: GAC regulatorFig. 121: GAC regulator, terminal stripFig. 122: Diagram Starter 12V 3.1 kW single-phase,

24 V 4.0 kW single-phaseFig. 123: Diagram Starter 24 V 4 kW 2-phase,

24 V 5.4 / 6.6 kW 2-phaseFig. 124: Dimensioning of starter control cableFig. 125: Diagram Generator 28V 55 / 80 A 2-phaseFig. 126: Terminal allocation of central plug connectorFig. 127: Pin utilization plug half panelFig. 128: Electrical equipment version 1Fig. 129: RPM counterFig. 130: Warning point selectionFig. 131: Customer - EngineFig. 132: Control boxFig. 133: Instrument panelFig. 134: Terminal strip in control boxFig. 135: Electrical equipment version 2Fig. 136: Entry of engine type in control box high lineFig. 137: Customer - EngineFig. 138: Control boxFig. 139: Instrument panel A, B, C, and distribution boxFig. 140: Distribution box (for 2 or 3 panels per engine)Fig. 141: Connection cableFig. 142: Code No. Type and application

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Tables

Tab.1: Size when completed 1013Tab.2: Weight 1013Tab.3: Size when completed 1015Tab.4: Weight 1015Tab.5: Max. permitted tilt position in [degrees]Tab.6: Measuring the angular deviationsTab.7: Measuring the angular deviationsTab.8: Bedding allocation for elastic engine bedding (Marine)Tab.9: Firing angle BF6M1015 M / MCTab.10: Firing angle BF8M1015 MCTab.11: Power take-off, flywheel sideTab.12: Maximum permitted bending momentTab.13: SpacingTab.14: Front power take-off BF 4/6 M 1013 M/C/P

for 4-screws fastening (also valid for 6-screws fastening)Tab.15: Mass moment of the individual attachments of radial power take-

off (kgmm)Tab.16: Permitted rotating masses BFM 1015 MTab.17: kW ratings based on nengine= 2300 min-1!Tab.18: Secondary outputs 1015Tab.19: Technical data, ZF steering booster pumpTab.20: Technical data, hydraulic pumpsTab.21: Secondary output PTOTab.22: Pressure definitionsTab.23: Intake vacuum paper air filter Elektro-aggregate enginesTab.24: Combustion air quantityTab.25: Performance table to determine A- and B- performanceTab.26: Performance table to determine A- and B- performanceTab.27: Tightening torques according to factory standard H 735Tab.28: Tightening torques according to factory standard H 3461Tab.29: Minimum diameter of intake lineTab.30: Exhaust gas volumesTab.31: Exhaust gas temperaturesTab.32: Flow volume of the fuel pump [l/h]Tab.33: Pipe diameter is dependent on the pipe lengthTab.34: Antifreeze agents approved by DeutzTab.35: Engine fluid concentrationTab.36: Voltage potential of various materialsTab.37: Intake and delivery sideTab.38: Pipeline lengthsTab.39: CrimpTab.40: Technical data for dimensioning of cooling systemsTab.41: Heat quantity to be dissipatedTab.42: Additional heat quantities to be dissipated

for 1013 with charger air coolingTab.43: Circulating amount of water in cooling circuitTab.44: Circulating amount of water in sea water circuitTab.45: Engine fluid quantitiesTab.46: Cooling capacity for ship gearbox, fresh waterTab.47: Cooling capacity for ship gearbox, raw water

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Tab.48: Permitted forces/moments at the adjustment lever stopTab.49: Absorption materialsTab.50: Allocation of starters and batteries,

and dimensioning of starter/battery cablesTab.51: Copper lead cross sections acc.

to DIN ISO 6722 part 3, PVC insulationTab.52: Explanation of descriptions in diagramsTab.53: Generator temperaturesTab.54: System description monitoring panel 1, 2, or 3Tab.55: Monitoring limit values

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Formular Table

Formula 1: Vertical alignment, angular deviationFormula 2: Horizontal alignment, angular deviationFormula 3: Vertical alignment, parallel displacementFormula 4: Horizontal alignment, parallel displacementFormula 5: Bearing load at point AFormula 6: Bearing load at point BFormula 7: Overall centre of gravity / Drive centre of gravityFormula 8: Maximum permitted bending momentFormula 9: Force calculationFormula 10: Bending moment, drive sideFormula 11: Bending moment, free sideFormula 12: Engine torqueFormula 13: Overall radiated heatFormula 14: Radiated engine heatFormula 15: Radiated generator heatFormula 16: Radiated heat of the auxiliary equipmentFormula 17: Ventilation massFormula 18: Service life, filter insertFormula 19: Minimum diameter DFormula 20: Exhaust gas volumesFormula 21: Cooling capacity, fresh waterFormula 22: Cooling capacity, raw waterFormula 23: Acustic principleFormula 24: Cable cross-section

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1 Installation planning
1.1 Engine room

In order to ensure that the engine is operational in its environment, overallplanning is necessary. This planning must ensure that sufficient space isavailable for the engine connections. Furthermore, care must be taken toprovide sufficient space, appr.1 m wide, around the engine, or around theentire engine assembly for operation and maintenance purpose. Thisprerequisite is nor required for special installations in high-speed vessels, orin yachts. For these cases, DEUTZ specifies the necessary measures in whichthe responsibility for installation is assumed by the installing company.

Double engines A minimum distance of 2000 mm is desirable for double engines; freepassage between engines should be 600 mm.Each one of the engine compartments has to be provided with an openingsufficiently large to facilitate passage of engine and/or engine assemblywithout dismantling.

The size of the engine room is further determined by permitted cooling orventilation air speeds.

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1.1.1 Engine dimensions 1013
Fig. 1: Type 1013

Tab. 1: Size when completed 1013

Tab. 2: Weight 1013

There must be sufficient free space around the engine for maintenance andrepair work. The minimum dimensions in [mm] are to be taken from Fig. 2 .

Fig. 2: Minimum spacing Type 1013

Size when completed in [mm]

Engine type A B C D E

BF4M1013M 1219 712 916 300 616

BF4M1013MC 1219 712 916 300 616

BF6M1013M 1483 712 961 345 616

BF6M1013MCP 1483 712 961 345 616

Dry weight in [kg]

Engine type Cooling with raw water Hull cooling

BF4M1013M 560 540

BF4M1013MC 580 560

BF6M1013M 730 710

BF6M1013MCP 760 740

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1.1.2 Engine dimensions 1015
Fig. 3: Type 1015

Tab. 3: Size when completed 1015

Tab. 4: Weight 1015

Size when completed in [mm]

Engine type A B C D E

BF6M1015M 1205 1305 1021 361 660

BF6M1015MC 1480 1305 1021 361 660

BF8M1015MC 1673 1305 1021 361 660

Dry weight in [kg]

Engine type Cooling with raw water Hull cooling

BF6M1015M 1080 1020

BF6M1015MC 1180 1110

BF8M1015MC 1380 1300

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There must be sufficient free space around the engine for maintenance andrepair work. The minimum dimensions in [mm] are to be taken from Fig. 4 .
Fig. 4: Minimum spacing Type 1015

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1.2 Tilt
The permitted tilt of the engine is particularly dependent on the design of theoil pan. However, other components such as the exhaust turbocharger andinjection pump also are limiting factors.

A distinction is to be made between a long-term and a short-term tilt.

Engines of the 1013/1015 series fulfil the classification agency requirementsregarding tilt. The following table shows the possibilities of use for engines1013/1015.

Tab. 5: Max. permitted tilt position in [degrees]

1) Oil capacity of the oil pan (first filling with filer, 2…5 litres more)

Remark:The oil dipstick does not have to be altered in kits 9201 and 9202for engines 1015M tilted up 10°, flywheel high/low.

For tilted orientation of the engine this must be taken into consideration for thepermitted degree of tilt.

Engine type Oil pan Oil

capacity1)

in [l]

Maximum tilt [degree]Flywheel on the side

Maximum space below crank shaft (mm)

Kit

min max high low left right

Depht frommotor cross

Width ondeepestpoint

Material ofoil pan

BF4M1013M/C 9109 9 11 25 25 25 25 235 Cast iron

9111 9 11 30 30 30 30 235 Sheet metal

BF6M1013M/C/P 9110 13 16 30 30 30 30 290 Cast iron

9112 14 17 30 30 45 45 345 Sheet metal

BF6M1015M/C 9099 30 34 30 30 30 30 462 Sump on theface

Cast iron

9101 30 34 30 30 30 30 462 Sump onflywheel

Cast iron

9201 40 48 36 36 36 36 442 480 Cast iron

BF8M1015M/C 9100 40 45 21 21 21 21 360 480 Cast iron

9102 40 45 22.5 22.5 22.5 22.5 462 Sump onflywheel

Cast iron

9202 50 60 34 34 34 34 442 480 Cast iron

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Example: Engine BF6M1013 with oil plan kit 9110, installation tilt position 10°, flywheel
low.Remaining permitted engine tilt:Flywheel high: 30° + 10° = 40°Flywheel low: 30° – 10° = 20°right/left 30°/30°

NOTE:When installing engines in a tilted position, observe the oil levelmarking!(see chapter 9.3).

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1.3 Foundation
The engines 1013/1015 can be bedded rigidly or elastically.In either case, the foundation must have a sufficient stiffness so that stress canbe absorbed without distortion of the foundation.

Rigid bedding The engine and foundation should form a unit with the rigid bedding whoseresonant frequency must be higher than the field frequency of the alternatingtorques. An engine and a distortion-resistant foundation are in themselvesinsufficient to set this unit on a soft substructure or on a soft ship hull due to itsdesign. The forces originating in the engine including foundation must becarried to the hull dampened by large surfaced transfers.

Elastic bedding With elastic bedding, the forces of gravity or moments are largely absorbed bythe elastic bedding, so that only forces insignificantly larger than the force ofgravity have an effect on the foundation.

The foundations are to be dimensioned so that distortions due to forces fromdynamics and propeller thrust are avoided. The forces are dependent on thetype of ship and operating conditions (motion of the sea, high speeds,accelerations) and reach many times the weight of the engine and drive withimpermissible stresses.

Longitudinal beam Thus, the longitudinal beam should be directed as far as possible from thestern to the front, and be supported by floor plates and cross beams in orderto avoid transverse distortion to the longitudinal beam.

Foundation plate For rigidly and elastically bedded engines and for foundations or hulls made offibre-reinforced plastic, it is recommended to provide a foundation plate or anequaliser made of steel or aluminium to stiffen the foundation. The connectionto the ship foundation or ship hull is to be designed so that the transmission ofpropeller thrust is ensured.

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Fig. 5: Positioning and shape tolerances for elastic support

NOTE:The installing company/shipyard is responsible for the stiffness of theplate/foundation.

Demands on the installation level A

The evenness of the installation level may fluctuate by

. (Range of support points)

The installation level must be within a parallelismof 2.0 mm.

up to 0.5 mm

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2 Engine installation

2.1 Rigid bedding

Rigid bedding can only be used if there is a stiff foundation. Rigidly beddedship engines must be aligned with the output.

As a matter of principle, parallelism and concentricity of the flanges to bejoined must be assured.

Alignment bearing play The bearing play alignment must be checked before every start up.

Permitted alignment bearing play:

• 0.1…0.3 mm for construvtion series BF4/6M1013M/C, and• 0.205…0.392 mm for construction series BF6/8M /1015M/C.

The alignment must be such that the same play is to be found on both sidesof the alignment bearing. Remark: Requirements established by the drivemanufacturer must be complied with.

First, the entire play due to axial displacement of the crankshaft is determinedusing a dial gauge. Then the crankshaft is moved into the centre position sothat the same play is present on both sides of the alignment bearing. Furtheralignment can be then carried out. It must be observed that the elasticcoupling between the engine and transmission is installed stress-free in theaxial direction.

The transmission of propeller thrust via the engine alignment bearing is notpermitted. A separate thrust block must be provided for this on the shaft or inthe transmission.

Torsion of the hull An important factor influencing the alignment is the torsion of the hull. For thisreason, a final alignment can be performed only after all equipment is installedin the ship and all tanks are at least 50 % full.

NOTE:The installing company is responsible for the alignment!

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2.1.1 Engine alignmentThe alignment of the engine relative to the driving units is extremely importantfor trouble-free and reliable operation. If the alignment is inaccurate or faulty,there is the danger that vibrations and excessive stress from crankshafts,engine bearings, drive shafts, and couplings can result which, in the worstcase, could lead to costly repairs.

Propeller system A first alignment should be performed for the propeller system beforelaunching. The alignment must be checked after launching and while the shipis under stress. The ship must be loaded and the tanks must be full.

Because the hull can sit even further after the first hours of operation, thealignment should be checked again.

An ongoing alignment check is recommended for extremely complex orvibration sensitive installations.

Elastic bedding If elastic beddings (rubber) are part of installation, these must be pre-stressedbefore alignment, as otherwise they can quickly set by several millimetres.

An inaccurate alignment of the engine to the propeller shaft can causedamaging vibrations to the hull, damage to the steering mechanism, as well asquick wear of the shaft and propeller system.

Elastic coupling The accuracy requirements for alignment are reduced when an elasticcoupling is installed between the engine and drive unit/component. Thedegree of permitted deviations is to be taken from the information furnished bythe manufacturer (or supplier) of the coupling at hand.

Although relatively large deviations are permitted when installing an elasticcoupling, the alignment of the motor should be as accurate as possible, as thisreduces coupling vibrations and extends the service life of the coupling.

The elastic coupling allows only a certain angling between the driving anddriven shaft. It also achieves a certain compensation for torque irregularitiesand counteracts any possible torsional vibrations. Stress and strain exertedupon driven and driven parts can be considerable reduced through selectionof the corresponding hardness of the coupling.

Dimensioning of the coupling is normally implemented through calculation oftorsional scillation. Ref. to chapter 3.1.

Alignment ofengine and shafts

The alignment must be performed from the shaft driven, after this has beenchecked for straightness.

The alignment is made easier if the engine suspension is provided withadjustment screws for vertical and horizontal adjustment. Only shims can beused to establish the final installation position.

Vertical alignment Insert shims between foundation and motor suspension.

Horizontal alignment Move the engine on the foundation.

Flanged shaft Make a rough alignment first, and then tighten the engine to the foundation.Bring the flanges together. The collar of one flange must fit in the recess ofthe other flange.

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2.1.2 Angular deviation

Attach the dial gauge holder (1) to the output flange and put the dial gauge tipagainst the axial surface of the other flange, as near to the periphery aspossible. The dial gauge (2) has to be 'Zero'-calibrated ("12 o'clock").

Fig. 6: Measuring the angular deviations

Insert a fixing screw in both flanges, but do not tighten. Twist both shaftssimultaneously, read the dial gauge every 90° during a full rotation, and enterthe measured values with correct sign in table 6.

Tab. 6: Measuring the angular deviations

Using these values, the angular deviation of the shafts can be calculated.

Measuring pointposition

Measured value(make sure to use the correct sign!)+ = toward the inside, – = toward the outside

12 o’clock mm ± 0

3 o’clock mm

6 o’clock mm

9 o’clock mm

12

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Shim thickness

Fig. 7: Calculating the shim thickness

L Distance between the engine suspensionD Diameter of the flange where the dial gauge

is mountedt Required shim thickness

Vertical alignment

Formular1: Vertical alignment, angular deviation

Horizontal alignment

Formular2: Horizontal alignment, angular deviation

Measured value (± 6 o’clock) x L

Dt =

Measured value (± 3 o’clock) - measured

Dt =

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2.1.3 Parallel displacement

Put the dial gauge tip against the radial surface (= periphery) of the flange.Move the flanges apart from each other so that the collar is releasedfrom therecess (Fig. 8).

The dial gauge has to be 'Zero'-calibrated ("12 o'clock").

Driven shaft Raise / press down the driven shaft as far as the radial play will allow. Readthe dial gauge and enter the measured value using the correct sign in thecolumn for radial play (Tabelle 7).

If the driven shaft is very long, there must be compensation for the deflexiondue to its own weight.

To do this, raise the end of the shaft within the bearing play with a spring scale.This displays the weight of the flange and the half-free shaft section. Using thisweight, the deflexion can be calculated.

Outgoing shaft The same applies to the outgoing shaft if it is very long or shows signs of play.

Again, the dial gauge has to be 'Zero'-calibrated ("12 o'clock").

Insert a fixing screw in both flanges, but do not tighten.

Fig. 8: Measuring the centricity

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Twist both shafts simultaneously, read the dial gauge every 90° during a fullrotation, and enter the measured values with correct sign in table 7.

Tab. 7: Measuring the angular deviations

Using these values, the parallel displacement of the shafts can be calculated.

Vertical alignment

Formular3: Vertical alignment, parallel displacement

Horizontal alignment

Formular4: Horizontal alignment, parallel displacement

Measuring pointposition

Measured value(make sure to use the correct sign!)+ = toward the inside, – = toward the outside+ = raise, – = press (*)

12 o’clock mm ± 0

3 o’clock mm

6 o’clock mm

9 o’clock mm

radial play (*) mm

Measured value (± 6 o’clock) + measured value (± radial play)

2t =

Measured value (± 3 o’clock) + measured

2t =

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Angularity between the shafts' lateral axes can also be examined when usinga feeler gauge (1) for repeated measurement of the distance between flangefaces on the outer edges of their entire circumferences.

For measurement the engine must be rigidly fastened on its foundation.

Subsequent to the measurement, tighten the engine fastening screws - exceptflange screws – at the described torque, then implement final examination.

Fig. 9: Checking the flange parallelism

Flange-less shafts To check the alignment of flange-less shaft ends, measurements must bemade with the dial gauge tip at two positions which are spaced at least200 mm from each other in the axial direction.

Turn the shafts simultaneously and read the dial gauge display (Fig. 10).

Fig. 10: Measuring with free shaft ends

Permissible deviations The deviation may be a maximum of 0.1 mm according to figures 8 (page 2 -5) and 9 (page 2 - 7).

The requirements regarding alignment accuracy can vary from installation toinstallation. A high degree of accuracy is always to be sought, thus thepermissible deviation as shown above does not always apply to all installationcases.

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2.2 Elastic bedding

As a rule, a correctly designed elastic bedding is preferred over other types ofbeddings. An elastic bedding is optimized if the oscillation system, derivingfrom the resonant frequency of the engine mass (engine includingattachments such as coupling, drive, etc.) and the elasticity of the bedding, isat least 40 % less than the lowest excitation frequency of the engine.

Elastic elements A low resonant frequency requires soft, elastic elements. These have thedisadvantage of strong movements under the influence of external forces, thatcan occur e. g. in tilted positions or during impacts.

Foundations The requirement for perfect designs of elastic beddings are foundationswhose stiffness must be significantly larger than that of the elastic elements.Otherwise, the foundation functions as an additional spring. The elementsmust be arranged so that they can be deflected under the influence of forcesappearing during operation (e. g., engine weight, torque support).

NOTE:Sufficient free-floating between engine, foundation, base frame, etc., hasto be taken into consideration (20 mm minimum).

Elastic beddings co-ordinated with our engines are included in the scope ofdelivery for individual engines. They are designed to save space and bestressed by thrusts up to a certain degree.

We recommend the use of the elastic beddings offered in the scope ofdelivery.

To compensate for the vibrations occurring in elastically bedded engines, allpipelines leading to the engine must be elastically formed. Stiff connectionsworsen the elastic bedding by increasing the resonant frequency and createstructure-born noise bridges to the connected structures.

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Fig. 11: Floor supports for elastic engine bedding 1013


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Fig. 14: Floor supports 1015

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View Yon adjoining housing

View Xon engine front

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Fig. 17: For spring deflection see ill.18

Tab. 8: Bedding allocation for elastic engine bedding (Marine)

For

ce(N

)

Spring deflection (mm) SIM 300 B

Engine Mass Bedding typeHardn.

[Sh]

Maximum loadon an element

[kg]Remark

BF4 M1013(without drive)

580...620SIM 300 Hardness

A40 220

BF4 M1013(with drive)


A40 220



R50 300



R50 300



B60 460



B60 460



B60 460



B60 460

Individualexamination

required

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Fig. 18: Engine bedding for eleastic motor supports 1013 and 1015

NOTE:When adding couplings, drives, converters, or hydraulic pumps to theengine the dimensioning of the elestic bedding must be taken intoconsideration.

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Evenness ofbearing loads

When arranging the bearing elements, a uniform load must be observed,achievable by:

• appropriate force distribution on the bearing elements,• changes to the spacing in the bearing arrangement, or• appropriate change in the number of bearings.

If the centre of gravity of the engine and the drive, as well as their resonantfrequency is known, the bearing forces can be determined as follows:

Fig. 19: Centre of gravity positions

SM Engine centre of gravitySG Drive centre of gravityGM Engine weight [N]GG Drive weight [N]A Bearing load at A [N]B Bearing load at B [N]I1 Distance[m]I2 Distance [m]I3 Distance [m]

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Bearing load

Formular5: Bearing load at point A

Formular6: Bearing load at point B

The positions of the overall centre of gravity (engine and drive weight) inrelation to the drive centre of gravity, can be expressed in the equation:

Formular7: Overall centre of gravity / Drive centre of gravity

For optimized eleastic engine bedding it is necessary to position the individualelements so that their load is as similar as possible.

For drives joined to an SAE housing the flywheel side should therefore besupported on the drive. For this purpose the drive should be provided withsuitable floor supports.

Remark: The elastice bedding elements as furnished by Deutz are dimensioned fortransmission of the propeller thrust.

Engine type Support type Shore hardness Maximumpermitted bearingload

BF4M1013M/C SIM 300 A 40° Sh 220 kg

BF6M1013M/C/P SIM 300 R 50° Sh 300 kg

BF6/8M1015M/C SIM 300 B 60° Sh 460 kg

[GM x (l3 – l1)] – [GG x (l2 – l3)]

l3A [N] =

[GM x l1] + [GG x l2]

l3B [N] =

l2 – l1

GGx [m] =

GM1 +

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3 Power take-off

NOTE:All revolving parts of the motor, as well as driven revolving parts on theflywheel side, on the front side and/or on attched drives have to beshielded by suitable touch-protective covers!

3.1 Torsional vibration calculation

Due to the gas and inertia forces of the motor, and the often irregular torqueabsorption of the drive, the entire drive system can induce torsional vibrations.

A torsional vibration calculation for the complete drive train (flywheel side and– if available – front side output) is absolutely necessary:

• For drives with elastic coupling, this calculation is normally done by thecoupling manufacturer/ supplier.DEUTZ AG should be notified of the results of these calculations, togetherwith the filled-out installation checklist (Chap. 15.1).

• The torsional vibration calculation for torsionally stiff drives can be carriedout by DEUTZ AG.For this purpose the installation checklist (Chap. 15.1) shown in theappendix has to be filled-out, and the order placed, and mailed to DEUTZAG.

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1013

Fig. 20: Elastic systems BF 4 M 1013 M / C

Firing angle BF 4 M 1013 /E/C/ECCyl. Angle1 0.2 540.3 180.4 360.Cylinder 1: Flywheel side

front attachments:

Jx: Combination of belt pulleys:= 0.031 kgm2

+ 0.008 kgm2

Flywheel:

Js : Flywheel:BS Js [kgm2]0029 9049 0.9060029 9050 1.20029 9051 2.6120029 9052 1.619

Motor data and crank shaft data:

KW: 0420 4044 UA 0131- 05 (4 cyl.)KW: 0420 4000 UA 0131- 05 (6 cyl.)Dia = 108 mm, s = 130 mm, Vh = 1191 10-6 m3

λ = 0.3095,mosz = 2.769 kg

le (m) = elast. length at GIp = 109 Nm2; c (Nm/wheel) = 109 /le = torsionstiffness; J (kgm2) = Mass moment of inertia

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Fig. 21: Elastic systems BF 6 M 1013 M / C / P

front attachments:Jx : Combination of belt pulleys = 0.031 + 0.008 kgm²

Firing angle BF 6 M 1013 M/C/PCyl. Angle1 0.2 480.3 240.4 600.5 120.6 360.

front attachments:

Jx: Combination of belt pulleys:= 0.031 kgm2

+ 0.008 kgm2

Flywheel:

Js : Flywheel:BS Js [kgm2]0029 9049 0.9060029 9050 1.20029 9051 2.6120029 9052 1.619

Motor data and crank shaft data:

KW: 0420 4044 UA 0131- 05 (4 cyl.)KW: 0420 4000 UA 0131- 05 (6 cyl.)Dia = 108 mm, s = 130 mm, Vh = 1191 10-6 m3

λ = 0.3095,mosz = 2.769 kg

le (m) = elast. length at GIp = 109 Nm2; c (Nm/wheel) = 109 /le = torsionstiffness; J (kgm2) = Mass moment of inertia

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1015

Fig. 22: BF 6 M 1015 M / MC

Rotation masses of the motor (without flywheel) with V-TSDView of flywheel side

Fig. 23: elastic system Σ J = 0.873 kgm² ( Without JZm )

Tab. 9: Firing angle BF6M1015 M / MC

Cylinder Angle ( ° ) Cylinder Angle ( ° )A3 240 B3 120

A2 480 B2 360A1 0 B1 600

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Vhl = Stroke volume of one cyl. = 0.001984m³s = Stroke = 0.145m

mosc = osc. Mass per cyl. = 5.160000 kgλ = Piston rod ratio = 0.2767c = Torsion stiffness (Nm/wheel)J = Mass moment of inertia (kgm²)

b, a = Damping (Nms)Vr = Resonance amplification factor

V-TSD = Viscosity damperJZm = Supplementary mass, e.g. Belt pulley

Flywheel BS: 2201 9041:Js = 2.264 kgm²BS: 2201 9042:Js = 2.255 kgm²

Belt pulley BS: 2201 9144, 9145: JZm = 0.0599 kgm²BS: 2201 9135, 9141: JZm = 0.0112 kgm²

Fig. 24: BF 8 M 1015 MC

Rotation masses of the motor (without flywheel) with V-TSDView of flywheel side

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Fig. 25: elastic system Σ J = 0.984 kgm² ( Without JZm )

Tab. 10: Firing angle BF8M1015 MC

Vhl = Stroke volume of one cyl. = 0.001984m³s = Stroke = 0.145m

mosc = osc. Mass per cyl. = 5.230000 kgλ = Piston rod ratio = 0.2767c = Torsion stiffness (Nm/wheel)J = Mass moment of inertia (kgm²)

b,a = Damping (Nms)Vr = Resonance amplification factor

V-TSD = Viscosity damperJZm = Supplementary mass, e.g. Belt pulley

Flywheel BS: 2201 9041:Js = 2.264 kgm²BS: 2201 9042:Js = 2.255 kgm²

Belt pulley BS: 2201 9144, 9145: JZm = 0.0599 kgm²BS: 2201 9135, 9141: JZm = 0.0112 kgm²

Cylinder Angle ( ° ) Cylinder Angle ( ° )A4 180 B4 90

A3 450 B3 360A2 630 B2 540

A1 0 B1 270

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NOTE:The torsional vibration calculation performed by DEUTZ AGis executed in accordance with the rules of vibration techniquecorresponding to the latest state of the art.

The technical data for those system parts that are not produced byDEUTZ AG are taken from the supporting documents of themanufacturer.Whereas the invoice is binding for DEUTZ products and for the scope ofdelivery of DEUTZ AG, DEUTZ AG can make no guarantee for thedurability of external parts.

It is therefore necessary that every component supplier for this systemresponsibly checks the torsional vibration calculation. He must confirmthe acceptability of the occurring loads for the component he suppliesto the system’s general contractor!

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3.2 Coupling

The coupling designs for the power transmission of the motor to the driveelement, e.g., generator or gearbox, are principally determined by the driveelement. It is dependent on

• The arrangement (flange arrangement or free-standing),• The design of the drive element, for example, single or double bearing

generators,• The bedding of the motor and the drive element on the foundation,• The design of the foundation,• And the torsional vibration technical requirements.

If a larger centre displacement must be bridged, a universal shaft is necessaryin addition to an elastic coupling.

As couplings must be provided for most uses, this will not be gone into herebecause of their diversity.

3.3 Power take-off, flywheel side

3.3.1 Attachments to the engine

Tab. 11: Power take-off, flywheel side

Flywheel centring Adapter box

Engine type Kit I [kgm²] SAE Constructionlength [mm]

BF4/6M1013M/C 9049 10” + 11½” 0.906 3 122

9051 10” + 11½” 2.612 2 143

9050 11½” 1.2 2 122

9052 14” 1.619 1 143

BF6/8M1015M/C 9042 11½” 2.255 1 143

9041 14” 2.264 1 143

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3.3.2 Mounting the gearbox to the engine

Attachments can be suspended freely on the engine, if the following limitvalues for the bending moment in the flywheel housing are not exceeded:

Fig. 26: Flywheels and SAE housing

F Weight of drive [N]X Distance [m]M Bending moment [Nm]

Formula 8: Maximum permitted bending moment

Tab. 12: Maximum permitted bending moment

When exceeding the previously mentioned bending moment, the bedding isnot to be performed on the flywheel housing, but on the gearbox housing.It is better to attach a subframe (support) between the flywheel housing andthe gearbox housing to which the bedding will be built onto.

When installing the engine or engine gearbox connection to the attachedbedding elements, it must be ensured that the sub-floor is plane-parallel andeven. (ref. to chapter 2.2!)

Engine series The maximum permitted bending moment M in [Nm] on theSAE housing

BF4/6M1013M/C 800

BF6/8M1015M/C 1300

engine gearbox

M [Nm] = F × X

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Fig. 27: Engine 1013, Flywheel set 9049


. A-ASectionSchnitt

8

122

88

H7

J672

21,8

295,3

333,4

75,5

4515

30

M10;13 tief/deep

409,5

8

352,4

314,4 38

2

276

82,3

67,8

44,5

6C

240240

M10;17,5 tief/deep

H7H7

428,6

428,6

333,4

240 240

C6

M10;19 tief/deep

71,5

37,5

90,2

X

308

135

270

352,4

H7

354

388

409,5

8H7

M10;13 tief/deep

22,5

30

15

45

49,5

SchnittSection

122

82,3

8

A-A.

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215

M20

240

120

120

M16

165

M10;19 tief/deep

240

120C6

X

295,3

333,4

30

15

M10;13 tief/deep

45

22,5

103,3 16

1

320

314,413

527

6H7

447,7

352,4

H7

360

412

440

H7

SchnittSection

143

37,5

67,5

88,8

111,2

12 C-C.

D-D

M12;17 tief/deep

530,2

438,2

C6

272 272 54

117,681

X

80J6

410

466,7 48

0

511,1

75

H7 H7

30

M10;13 tief/deep 1545

127

143

8SectionSchnitt .

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288

280

511,1

8

466,7

H741

0

395

165

12552

88

142

530,2 438,2

280 280

deepM10;20tief

6,5 52 59 8195

,111

7,6 127

27,5

143

123

735142

deepM12;23tief

M8;11.5tief deep

222.0000

123

51

A-A555

73

511,2

352,431

516

5

125

143

109,5

103,38152426,5

deepM10;20tief

deepM10;15tief 333,4

530,2

142 deepM8;11tief

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3.3.3 Installing universal shafts

When installing universal shafts, the installation instructions from the universalshaft must be observed. Either both joints of the universal shaft must be onone level, or the bending angle of the joints must be the same.

Fig. 33: Z-bending

Fig. 34: W-bending

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3.3.4 Radial power take-off

3.3.4.1 Engine 1013

Fig. 35: Radial power take-off on the coupling side (Free side)

When exceeding permitted bending moments radial power take-off ispermitted only with external bracing bearings.

Bending moment (Nm) BF 4M 1013 M/C BF 6M 1013 M/C/PFree side: Bending moment MB act.

(Nm)MB2 = F2 x L2* MB2 = F2 x L2*

Bending moment MB perm.(Nm)

see ill. 37 see ill. 37

Axial thrust FA :continuous 3600 Nshort-term 6000N

Drive side Free side

Vibrationdamper

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Fig. 36: * Calculation of power "F1 or F2, resp.," for V-belt drive:

Mass moment of inertia I (kgm²) : For max. perm. values ref. to table 14

Mass moment of inertia (kgmm) : Mm = Mm Table + Mm additional

MmTable : see table 15

Max. permitted value: Mm = 3500 kgmm

Lateral force (N) : F

Max. permitted value: F = 6000 N

S = Belt section power (N) from V-belt calculation

F 1 or F 2, resp. = 2 S sin ϕ / 2 (Ν)

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Maximum permitted transverse force = 6000 N

Fig. 37: Permitted supplementary bending moment (Radial power take-off, oppositecoupling side) engine: BF 4/6 M 1013M/MC/MCP

Angle counting takes place viewing the side of the "Radial power take-off" fromthe Z axis in clockwise rotational direction. The Z axis points in cylinderalignment, and is firmly connected with the engine. Reference level of thebending moment: Center of crankshaft bearingIf the engine is installed in tilted position, e.g.. with integrated cooling, then thisis without influencing direction angle α , as angle counting begins at the tiltedZ axis.

----- Mb_5 (BFM 1013MC/MCP

___ Mb_6(BFM 1013M)Crank shaft drawings: 0420 9225 UA/0420 9230 UA

Direction angle

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3.3.4.2 Engine 1015

Fig. 38: Spacing, type 1015

FA Axial thrustcontinuous: 5000 Nshort-term: 7500 N

F1 Radial force, drive sideF2 Radial force, free sideSD Vibration damper

Tab. 13: Spacing

Spacing [mm] BF6M1015 BF8M1015X2 93.5 93.5

L3 595.4 759.5

L1 X1 + X2X3 L2 + L3

Drive side Free side

SD

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Calculation of F1 and F2 for V-belt drive

Fig. 39: Composition of forces

Formula 9: Force calculation

S Strand force [N] from the V-belt calculation

Formula 10: Bending moment, drive side

Formula 11: Bending moment, free side

NOTE:Permitted bending moments are to be taken from fig. 40.When exceeding the permitted bending moments, the radial power take-off is only permitted with a flange-mounted outboard bearing

L1 or L2

F1 (F2) [N] = S × sin ϕ

M [Nm] = F1 × L1

M [Nm] = F2 × L2

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Drive side

Fig. 40: Bending moment BF6M1015M/C, Drive side

Permitted mass (e.g., flywheeland V-belt pulley): < 125 kgPermitted moment of inertia: < 25 kgm

bending moment [Nm]

angle of rotation α [grad]

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Angular counting is achieved from the view of the radial power take-off, fromthe Z axis in a clockwise direction (direction of rotation).

Permitted bending moment on connection housing: M = 1300 Nm.

Reference level of the bending moment: centre of the crankshaft bearing.

Fig. 41: Angle counting drive side/flywheel side

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Free side

Fig. 42: Bending moment BF6M1015M/C, free side

bending moment [Nm]


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Fig. 43: Bending moment BF8M1015M/C, free side

bending moment [Nm]


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Angular counting is achieved from the view of the radial power take-off, fromthe Z axis in a clockwise direction (direction of rotation).Permitted bending moment on the adapter box: M = 1300 Nm.Reference level of the bending moment: centre of the crankshaft bearing.

Fig. 44: Angle counting free side/front

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3.4 Front power take-off (Front PTO)

3.4.1 Axial power take-off

The series 1013/1015 can have axial power take-off on the side opposite theflywheel side.An elastic coupling must be provided. The coupling section with the lowermoment of inertia must be on the engine side. This drive must be examined bya torsional vibration calculation, same as the examination of the main drive onthe flywheel side. With elastic engine beddings it must be noted that theexcursion of the engine is smaller than the permitted radial displacement of theelastic coupling.

1013

Fig. 45: Front power take-off 1013

9 × hexagon head boltsDIN 933 M10×70 10.9Tightening torque 60 Nm

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Tab. 14: Front power take-off BF 4/6 M 1013 M/C/P for 4-screws fastening (alsovalid for 6-screws fastening)

Explanation:

Base for the mass moments of inertia listed above is an engine with single-groove V-belt (0425 1235 EB 0130-05, dw = 161 mm, J = 0.01 kgm²) for drivingwater pump and fuel pump, and vibration damper, if applicable.If the engine carries a larger V-belt pulley (e.g. 0419 8323 EA 0130-05, 2-grooved, dw = 220/161 mm, J= 0.019 kgm²), the difference 0.019 -0.01 = 0.009 kgm² is counted in the "Supplementary parts". In this sense thisis valid also if additional belt pulleys are factory-installed, e.g. for a ventilatordrive or for integrated engine cooling. In combination with possibly furtherconnection parts the total of all mass moments of inertia must not exceed thevalue listed above. The standard values listed above have been establishedbased on large flywheel-side revolving masses. Possible deviations dependon examinations of marginal conditions of the concrete application case.

Tab. 15: Mass moment of the individual attachments of radial power take-off (kgmm)

Power take-off at crankshaft front side

Maximum permittedMass moment of inertia (kgm²)of the rigidly coupled supplementary partson the front side of the crankshaft(except vibration dampers and single-groove V-belt pulley dw = 168 mm fordriving water pump andfuel pump, J = 0.01kgm²)at nominal RPM

Engine Vibration damper V-belt pulley Set No. 0029...Take-offtorqueT (Nm)

1500 1800 1900 2100 2300

BF4M1013 M 0419 8492 EB 0420 9701KZ 9168, 9169 ≤ 464 0.789 0.489 0.389 0.269 0.219

BF4M1013 MC 0419 8492 EB 0420 9701KZ 9168, 9169 ≤ 573 0.739 0.399 0.284 0.162 0.149

BF6M1013 M(short engine

J=0.038 kgm²)0420 9098 EB 0420 9701KZ 9164, 9167, 9185 ≤ 697 0.409 0.309 0.274 0.226 0.189

BF6M1013 MC(short engine) 0420 9098 EB 0420 9701KZ 9164, 9167, 9185 ≤ 847

≤ 4230.2590.409

0.1990.329

0.1790.304

0.1320.252

0.0890.209

BF6M1013 MCP(short engine) 0420 9098 EB 0420 9701KZ 9164, 9167, 9185 ≤ 946

≤ 4730.1390.309

0.0990.239

0.0840.214

unzul.0.155

unzul.0.079

EngineVibrationdamper

V-belt pulley Set No. 0029....MmTable

kgmm

BF4M1013 M 0419 8492 EB 0420 9701 KZ 9168, 9169 1360

BF4M1013 MC 0419 8492 EB 0420 9701 KZ 9168, 9169 1360BF6M1013 M(short engineJ=0.038 kgm²

0420 9098 EB 0420 9701 KZ9164, 9167,

9185 2520

BF6M1013 MC(short engine)

0420 9098 EB 0420 9701 KZ9164, 9167,

9185 2520

BF6M1013 MCP(short engine

0420 9098 EB 0420 9701 KZ9164, 9167,

91852520

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1015

Fig. 46: Front power take-off 1015

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3.4.2 Permitted rotational dimensions

Tab. 16: Permitted rotating masses BFM 1015 M

*) system-side output parts are, e.g.,– primary parts of elastic couplings– V-belt pulleys– universal shafts– shaft pivots

**) only with flange 0422 3218 EB ....

Engine side connected partsBF6M1015

BF8M1015 M / MC

at a maximum permitted moment of inertiaof the flywheel and primary coupling component on the flywheel side

≤ 3.5 kgm² ≤ 3.0 kgm²

Power take-off on thecrankshafton the freeengine sideM max =2250 Nm

Torsional vibration damperRubberdamper

without turbulence plate with turbulence plates

Engine speed [rpm]

≤ 2100 ≤ 1900 ≤ 2000 ≤ 2100 ≤ 1900 ≤ 2000 ≤ 2100440 kW at ≤2100

permitted mass moment of inertia I perm. [kgm²]

0.500 0.260 0.160 0.060 0.300 0.200 0.120 0.250

GeneratorOutputflange

Available moment of inertia I [kgm²]for system-side output parts on the “free engine side” *)

withoutwithout 0.490 0.250 0.150 0.050 0.290 0.190 0.110

with 0.440 0.200 0.100 0.000 0.240 0.140 0.060

55/80 A24 V

without 0.450 0.210 0.110 0.010 0.250 0.150 0.070 0.200

with 0.390 0.150 0.050

Contactthe

headoffice

0.190 0.090 0.010

Contact thehead office

120/140 A

24 V

without(with 4-groovedspecial pulley)

Selectablewith

55/80 A

0.330 0.090 withturbu-lenceplates

0.130 0.030

0.080with **

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3.5 Secondary outputs on the engine

On DEUTZ Diesel engines, there are additional power take-off possibilities forair compressors, hydraulic pumps, and water pumps to the secondary drivesof the engine.

3.5.1 Secondary output possibilities

3.5.1.1 Engine 1013

Fig. 47: Secondary outputs 1013

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Tab. 17: kW ratings based on nengine= 2300 min-1!

Secondary output

Parameters […] A B C

Gear ratio 1:1.116 1:1.297 1:1.297

nSec. output = 1.116 x nEngine

Direction of rotation left left right

Max. power loss kW 50 20 20

Mdmax Nm 187 64.5 64.5

Max. power loss B + C kW 20

Mdmax Nm 64.5

Bosch flange and spline shaftDIN 5482-B17×14

kW 30(without B +C)

SAE B - 13 T 16/32 DPSAE A - 9 T 16/32 DP

kW 50(ohne B + C)

Bosch flange and cone kW 20(ohne B + C)

Maximum transmitted powerA + B + C

kW 50

Nm 187

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Remark 1. Maximum power take-off only applies to the individual output.If the other outputs are affected, then the following applies:A + B + C = 50 kW max, Mdmax = 187 Nm.

2. Direction of rotation is defined as viewed facing the shaft end of the pump.3. The specified power is applicable at an engine speed of n = 2300 rpm.4. Transmission represents "Crankshaft : Secondary output".

The connecting flange for the secondary drive corresponds to the followingdesigns:

Secondary output A a) 2 hole flange, SAE-A/shaft 9T-16/32 DP (for 30 kW)b) 2 hole flange SAE-B/shaft 13T-16/32DP as per SAE J 733c (for 50 kW)c) Bosch screwed-through design KHD, fit 50Ø, external spline as per DIN

5482 B 17x4 (for 30 kW)All positions a, b, c with front bearings

d) Bosch screwed-through design DEUTZ, fit 50Ø, taper 1:5 withadapter (max. 20 kW)

Mounting the compressors as usual on the secondary output A, 300 ccmcompressor, also with through drive for the steering booster pump.

Secondary output B Bosch screwed-through design DEUTZ, fit 50Ø, taper 1:5.

Secondary output C Bosch screwed-through design DEUTZ, fit 50Ø, taper 1:5.

NOTE:An untreated water pump, or a pump for the second cooling circulation,is attached on secondary output "B".

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3.5.1.2 Engine 1015

Fig. 48: Secondary outputs A and B

Fig. 49: Secondary output D

Tab. 18: Secondary outputs 1015

Secondary output

Parameters […] A B D

Direction of rotation right right right

Max. power take-off Nm 240 240 120

A + B max 400 Nm

n Secondary output 1.24 x n Engine 1.24 x n Engine 1.21 x n Engine

max . 2250 Nm

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Secondary output Aand B:

SAE B-B, either 13 teeth (flange SAE-B), or15 teeth (flange SAE-C).

Secondary output D: Ultra-Pumps (taper 1:8) IPX/ISX, or for Bosch hydraulic pumpsHY/ZFS AA/4…22.5L212/1 and HY/ZFFS 11/5.5…22.5 + 16L218/1.

NOTE:The untreated water pump is attached on secondary output "D".

Formula 12: Engine torque

M Engine torque [Nm]P Engine performance [kW]n RPM [1/min]

M [Nm] =9550 × P

n

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3.5.2 Air compressor

On engines without untreated water pump, or without second cooling waterpump, the drive of engine-attached air compressors for the supply ofcompressed air-operated devices, takes place via gear train on the flywheeldrive of the engine.

Technical data • 300 ccm coolant cooled• Max. speed: 3000 rpm• Operating pressure: 10 bar

3.5.2.1 Line connections

All lines connected to the compressor have to be mounted free of stress andstrain, and must be internally clean (free of foreign matter, rust, oxydation,etc.).

Intake conduit (1) The intake air for the air compressor is always to be taken from the combustionair line between the combustion air filter and exhaust turbocharger, before thereturn line of the crank housing venting.

The intake air line is routed as a corrugated hose on the engine side.

Pressure conduit (2) The pressure line on the cylinder head of the air compressor should beconnected by the customer using a straight screwed pipe as per DIN with ametallic sealing ring. The first part of the pressure line should be routed asstraight as possible or at least without sharp bends. Otherwise coke depositscan form in the bends.

Fig. 50: Connecting the pressure line

Incorrect90° bend straight connection

Correct

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Vibrations To isolate vibrations of the air compressor from the downstream compressedair systems, and to avoid damage to the connections as well as a pipe break,a section of the pressure lines is to be designed elastically using a pressurehose.

This elastic joint should not be installed directly to the air compressor forreasons of temperature. Instead, it should be installed before the pressureregulator or dryer due to better temperature characteristics (cooler). Thepipeline itself must be routed stress-free and supported on the engine. It mustbe ensured by appropriate line routing that condensed water does not flow tothe compressor or remain in the line.

Back pressure In order to comply with the maximum permissible back pressure, a design isrequired according to regulations for the pressure line between the aircompressor and pressure regulator or dryer. Valid are standard values for aircompressors at a line length of 1.5 to 2 m (max perm 4 m):

• interior width, min. 15 mm (pipe 18 x 1.5 mm).

If necessary, the pressure line can be formed into a pipe coil.

Continuoustemperature

The maximum permitted continuous temperature of the air flow in thepressure joints of the compressor are 220 °C, which may only be exceeded fora short period of time during the filling phase (measuring position arrangementaccording to the regulations of the manufacturer or contacting the head office,installation service) The pressure joint temperature is strongly influenced byback pressure, environmental temperature, and running time.

Running time Maximum permitted ON duration of the air compressor (ED) is 30 % tomax. 50 %, i. e., it should operate against pressure only 50 % of the totaloperation time.

Coolant line These lines are routed to the engine.

Compressed oil line These lines are routed to the engine.

Control line The line controling the air compressor with energy savings system (ESS) hasto be installed by the customer between compressor cylinder head andpressure regulator, or air dryer (connector 4), in continuous descendingmanner (steel pipe (length max 6 m, NW 4 mm).

If the customer renounces application of ESS, the fitting on the air compressorhas to be plugged with a plug screw M22 x 1.5 mm with bore (Ø 4 mm). Thisventing bore facilitates retention of the control piston in its position, and retainsfull compressor performance.

3.5.2.2 Pressure regulation

It must be observed when designing a compressed air supply system that thepressure regulator and its regulation system is matched to the compressor.

The installation regulations of the manufacturer are to be observed.

The maximum permitted back pressure of the compressor differs accordingto type, and as a rule is 8 bar. For higher back pressures, it is necessary tocontact the head office.

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3.5.2.3 Volumetric capacity and power consumption

Fig. 51: Delivery rate, air compressor 300 ccm

Fig. 52: Power consumption, air compressor 300 ccm

deliv

ery

V[l/

min

]

compressor speed n [1/min]

pow

er[k

W]

compressor speed n [1/min]

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3.5.2.4 Dimension diagram, BFM1013M/C

Fig. 53: Dimension diagram, BFM1013M/C

1 Air intake2 Compressed air3 Control line4 Steering booster pump (optional)

1

2

3

4

4

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3.5.2.5 ZF Steering booster pump

Technical data

Tab. 19: Technical data, ZF steering booster pump

Performance data

Fig. 54: Performance data, ZF steering booster pump

Volumetric capacity per revolution ccm 16

Speed

min. 1 rpm 500

max. l 1 rpm 3500

Max. pressure(pressure limiting valve is not installed in the pump) bar 150

Pipeline dimensions

Intake line mm 19 × 22

Pressure line mm 12 × 15

Hydraulic fluid (ATF fluid of ZF lubricants listing TE-ML 09, parts A and B)

Viscosity at 50 °C mm² (cSt) 26

Setting point °C under -35

Max. operating temperature °C 110

limitation 16dm³/min

flow

[dm

³/m

in]

pump speed [1/min]

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3.5.3 Hydraulic pumps

When selecting and operating hydraulic pumps, it must be ensured that thepermissible temperature of the hydraulic oil is not exceeded.When pressurising a hydraulic steering system, the hydraulic pump (steeringbooster pump) must be matched to the oil pressure and oil quantity.When fully pressurising powerful hydraulic pumps during idling, a permissibletorque loss must be ensured at engine speeds between800 – 1500 rpm.

3.5.3.1 Technical data

Tab. 20: Technical data, hydraulic pumps

NOTE:In general, the performance specifications of the hydraulic pumpmanufacturer and the currently valid safety requirements of the overallsystem must be followed!

Environmental temperature range [°C] -15 to +60

Pump input pressure [bar] 0.7 to 2.0

Hydraulic oil

Viscosity rangepermitted (approach)permitted (start)recommended

[mm²/s] 12 to 800up to 200020 to 100

Max. temperature [°C] +80

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3.5.3.2 Calculated values

Fig. 55: Calculated values

Tab. 21: Secondary output PTO

3.5.3.3 Operating data

Fig. 56: Pressure definitions

Tab. 22: Pressure definitions

Secondary output PTO α a dw

A 123°53 101B 267°

D 359°

p1 max. continuous pressure [bar] 180

p2 max. intermittent pressure [bar] 210

p3 max. pressure peaks [bar] 230

min. RPM at ≤ 100 bar [rpm] 500

min. speed at 100…200 bar [rpm] 800

min. speed at 180 bar to p2 [rpm] 1000

max. speed at p1 [rpm] 2000

max. speed at p2 [rpm] 2500

duration of load [s]

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3.5.3.4 Characteristic curves

Fig. 57: Permitted operational pressure in [cm³/k]

Fig. 58: Permanent operational pressure

Volumetric displacement [cm³/U]

Per

man

ento

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e[b

ar]

Secondary outputs B and D

Secondary output A

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Fig. 59: 8 ccm/revolution


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pump speed [1/min]

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Fig. 62: 22.5 ccm/revolution

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3.5.4 Untreated water pumps

3.5.4.1 Engine 1013

Fig. 63: Untreated water pump 1013

Fig. 64: Performance data untreated water pump F7B nPump = 1.297 x nEngine

30 kPa50 kPa100 kPa

Drehzahl [1/min]4000

3500

3000

2500

2000

1500

1000

500

00 20 40 60 80 100 120 140 160 180

Durchflussmenge [l/min]rate of flow [l/min]

speed [1/min]

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3.5.4.2 Engine 1015

Fig. 65: Untreated water pump 1015

Fig. 66: Performance data untreated water pump F95B nPump = 1.21 x nEngine

50 kPa100 kPa150 kPa

Drehzahl [1/min]4000

3500

3000

2500

2000

1500

1000

500

00 100 200 300 400 500 600 700

Durchflussmenge [l/min]

200 kPa250 kPaspeed [1/min]

rate of flow [l/min]

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4 Engine room ventilationThe engine room is heated up by convection and radiation of the dieselengine, the installed working machines, and the pipeline systems.To avoid impermissible temperatures for the installed machines, this heatmust be dissipated. This can be achieved by ventilation, evacuation of air, orboth together. Air should be supplied as near as possible to the engine. Supplyand exhaust surfaces are to be arranged so that the entire engine room isflowed through. Even if the engines and working machines are supplied withcooling air at the required temperature, the engine room must be ventilated.The temperature of the air surrounding the engine may not be exceed 60 °Cat any position to protect electrical equipment and other materials, such asrubber parts and elastic couplings. The AC generators mounted on theengines allow a maximum surrounding air temperature of 50 °C. The airvolumes to be supplied to the engine room are based on the following:

1. Combustion air requirementof the engine, if this is taken from the engine room.This air is to be supplied to the engine at the temperature the engine isdesigned for. At higher temperatures, the engine power must be reduced.The combustion air quantity is approx. 5 m³/kWh.

2. Air requirementto dissipate the heat resulting from the convection and radiation of theengine, the work machines, and the supply equipment (pipelines).

3. Air requirementfor other users, such as compressors, which can, in general, be neglecteddue to their intermittent operation.

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4.1 Calculation of the air requirement forengine room ventilation

4.1.1 Overall radiated heat

The overall radiated heat QGes derives from the radiation parts explained asfollows:

Formula 13: Overall radiated heat

This radiated heat is reduced by that portion that is dissipated by the ship hulland engine room walls. It is difficult to specify values because different wallthickness and materials have different heat conductance values.

4.1.2 Radiated engine heat

The engines of series 1013/1015 are equipped with a water cooled exhaustpipe. The radiation heat portion amounts to appr. 1.5 % of the input powerof the fuel, or appr. 4% of nominal engine power.The radiated heat is calculated as follows:

Formula 14: Radiated engine heat

QM Radiated heat of the engine [kJ/h]N Engine power [kW]be Specific fuel consumption [kg/kWh]Hu Lower heat value [kJ/kg] (42 700 kJ/kg)

QGes [kJ/h] = QM + QG + QH + ... + Qn

QM [KJ/h] = N x be x Hu x 0.015

or, simplified:

QM [KJ/h] = N [kW] x be [g/kWh] x 0.00018

3600 KJ/h = 1 kW

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4.1.3 Radiated generator heat

Considerable heat is released into the engine room by power generators, ifcooling air is not routed to the outside through separate exhaust ducts.The radiated generator heat amounts to:

Formula 15: Radiated generator heat

QG Radiated heat of the generator [kJ/h]NG Generator output [kVA] = kW / cos ϕcos ϕ Power factorηG Generator efficiency [%]

4.1.4 Radiated heat of the auxiliary equipment

The radiated heat of the pipelines, especially the exhaust lines, soundabsorbers, coolers, and pump units can only be determined at great expense.According to experience, they are 10 % of the radiated engine heat.

Formula 16: Radiated heat of the auxiliary equipment

QH Radiated heat of the auxiliary equipment [kJ/h]QM Radiated heat of the engine [kJ/h]

Further sources ofradiated heat

The radiated heat of further components such as the hydraulic system, aircompressor, etc., must be estimated.

QG [KJ/h] = NG x cos ϕ x (1-ηG

100 [%])x 3600 [s/h]

QH = 0.1 x QM

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4.1.5 Ventilation quantities

The ventilation aggregate MB, required in order to dissipate the overallradiated heat QGes at a specified temperature increase Dt [°K], can becalculated by:

Formula 17: Ventilation mass

MB Ventilation mass [kg/h]QGes Overall radiated heat [kJ/h]Cp Constant (1.005 for air) [kJ/kg°K]Dt Specified temperature increase [°K]

NOTE:A Dt of 15 °K should be aimed for.This specification is not including the necessary combustion airrequirement.This requirement must be added to the ventilation quantity.

MB [kg/h]=QGes

Dt x Cp

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4.2 Installation notes for ventilating the engineroom

In most cases, ventilation is carried out by axial fans. Careful inspection of theduct cross-section is required due to the limited pressure of these fans.Recommended values for the air speeds in ducts are 5...10 m/s in intake linesand approx. 10 m/s in pressure lines.

If the air is not dust-free, the air must be filtered. Because of the high airthroughput, a considerable ratio of dust can be expected in engine rooms.

Fig. 67: Types of engine room ventilation

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4.2.1 Additional installation notes for usingengines in fast ships

The necessity of observing permitted temperatures for combustion air and theair for combustion room ventilation was already mentioned.

Salt drag-in It is also necessary that the air is kept free of salt. Salt drag-in in the engine(especially in the exhaust turbocharger, charging air pipe, and cylinder liner)must be avoided. Residual salt in the air cannot be avoided. However, any saltdrag-in due to sea water pulled in with the air supply is to be prevented byconstructional measures. It is essential to arrange intake air openings wherewater spray is not to be expected, thus on the upper deck. These intakeopenings are also to be equipped with water traps. Only by doing this canexternal corrosion to both the motor and the overall engine room be avoided.See fig. 67 (page 4 - 5).

Fig. 67 also depicts the supply of combustion air to the engine without priorheating, i.e. at outside air temperanture. The air distribution in the engine roomis also achieved using this duct. The air entry opening in this duct is protectedagainst water spray via a water trap.

NOTE:For fast ships, the ventilation can be improved by the impact pressureresulting from the travel speed.

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5 Combustion air system

5.1 General

According to experience, more than 75 % of all cases of premature enginewear can be traced to the effects of dust.In order to avoid this, a lot of attention must be dedicated to the filtering ofcombustion air. The air filter and clean air lines must be designed carefully.

The following design instructions are to be observed:

1. Only fresh air may be used as combustion air. This must be taken fromdust-free, unheated surroundings.

2. Combustion air lines should have a sufficiently large cross-section, so thatthe flow resistance is kept as low as possible.On the raw air side (combustion air lines up to the filter), high resistancemeans high intake vacuum, and if paper air filters are used, themaintenance interval is shortened. The minimum pressure governor(maintenance indicator) mounted on the filter-clean air ducts also registersthe raw air line resistance.Necessary turns in the combustion air lines are to be routed with pipebends favourable for flow.

3. The intake line between air filter and engine (the so-called clear air side)must be reliably leak-proof even after longer operating periods, and be ableto resist mechanical stresses due to engine vibrations and pressurepulsations as well as the arising temperatures.

4. Selecting the type of filter and the size of the filter is to be done accordingto the operating stress (ratio of dust).

Drawings depicting position and connection dimensions are shown in chapter15.

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5.2 Intake vacuum

In order to obtain “complete” combustion of the fuel in the diesel engine, thecylinders are supplied a surplus of air (oxygen).

If the resistance (intake vacuum) on the combustion air side is too great, theresult is “incomplete” combustion due to the insufficient air quantity (oxygendeficiency). This leads to increased fuel consumption and to intolerableincrease of equipment temperature.

This condition is counteracted by limiting the intake vacuum.

5.2.1 Maximum permitted intake vacuum

The total intake sub-pressures for engines listed in the following table arevalues (measured at the engine) not to be exceeded. They apply to the entireintake system (filter including raw and clean air lines).

The intake vacuum specified for filter and lines are recommended valueswhich can be handled as required, as long as the overall intake vacuum is notexceeded.

Prior to thepaper air filter

If a line is installed prior to the paper air filter (raw air side), the initial resistanceof the filter is increased by the amount of line resistance. This results in shortermaintenance intervals, because the maintenance indicator will be triggeredsooner.

After thepaper air filter

If this line is installed after the paper air filter (clean air side), the maintenanceindicator records the actual filter resistance on the filter, but not thedownstream line resistance. This must be taken into account when selectingor arranging the maintenance indicator, if the permitted line resistance cannotbe adhered to.

The resistance of new filter is respectively smaller depending on its service liferequirements.

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Intake vacuumpaper air filter

Permitted intake vacuum with soiled paper air filters.Switch-OFF point of sub-pressure guard devices 50 mbar/500 mmWS,maximum.

Tab. 23: Intake vacuum paper air filter Elektro-aggregate engines

Lower initial resistances are recommended with consideration to sufficientlylong maintenance intervals for the filter. The filter is designed according to thelaboratory service life correlated with engine use.

Pressure

[mbar] appr. [mmWS]

Filter 50 500

Line 15 150

Overall intake vacuum 65 650

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5.2.2 Measuring the intake vacuum

The measurement must be taken prior to the turbocharger in the intakemanifold or pipe socket.The vacuum of the intake system is measured most efficiently with a U-tubefilled with water:

Fig. 68: Measuring the intake vacuum

The measurement is done at full load and at the rated speed.The hole must be closed after the measurement.

5.2.3 Monitoring the intake vacuum

The air flow resistance of paper filters increases rapidly with increased soilingof the filter cartridge. Thus, a maintenance indicator for monitoring the intakevacuum is prescribed when using paper air filters. It is connected on the cleanair side. The filter manufacturer normally provides a connector for the filter.

Switching points When establishing the switching points, the resistances of the lines and soiledpaper air filter, as well as the arrangement of the filter and the maintenanceindicator in the intake system must be considered.The switching point is limited to 50 mbar/500 mmWS.

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5.3 Air filter systems

5.3.1 Dry air filter (paper air filter)

Dry air filters with a built-in separator have a good filtering effect (independentof engine speed, power, and tilt) and contribute to the long life and low wearof the engine.

Paper quality The filtration efficiency of the filter system must be, using test dust “ACcoarse“99.9 %.

5.3.2 General instructions

The installation guidelines of the manufacturer and/or the current engineoperating instructions are to be observed when installing and maintaining thefilter.

Filters are to be arranged so that they are always easily accessible formaintenance work. The maintenance indicator must be easily visible to theoperating personnel.

The combustion air filters supplied by DEUTZ are found in sales material.

NOTE:DEUTZ can not comply with engine warranty agreements if the used filtersystem is not furnished by DEUTZ, and if engine damages are proven tohave resulted from failures of the filter system..

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5.4 Calculating the air flow rate

5.4.1 Laboratory service life for paper air filters

The laboratory service life is determined by covering a paper air filter with dustunder defined test conditions.This concerns a time accelerating test which provides comparable values forvarious operating conditions for the required practical service life(approx. 1000 operating hours).

NOTE:The concentration of test dust, as per ISO, is 1000 mg/m³.Earlier specifications corresponded to SAE, where the dustconcentration was set at 880 mg/m³.When comparing, it must thus be noted that the laboratory service lifeaccording to SAE are about 14 % higher than those according to ISO.

5.4.2 Required information for air filter dimensioning

Specifications for thefilter

• design: oil bath or paper air filter• with/without pre-separator or withdrawal valve• with/without safety cartridge (for paper air filters)• permissible intake vacuum of the new filter• maximum intake vacuum of the soiled filter with/without raw air line.

Engine sidespecification

• Air quantity “QM“ for filter dimensioning (initial resistance)(See Table 24)

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Determining theoperating hours:

Service life of the filter insert in the field can be calculated by:

Formula 18: Service life, filter insert

The laboratory service life can be calculated from the service life curves ordust absorption curves from the filter manufacturer.

For ship drives and auxiliary ship engines, the amount is Laboratory servicelife 2 – 5 h.

Because engine use can only be seen as a rough estimate for the actuallyoccurring average dust concentration (environment and/or usage conditionsinfluence the average ratio of dust and/or the air flow rate), dimensioningdeviating from the table could be necessary.

Laboratory dust concentrationService life [h]

Practical dust concentration 1000x laboratory

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Tab. 24: Combustion air quantity

For the engines BF6/8M1015M/C, the air quantity must be distributed to bothintake positions, i. e., it is divided by 2 when designing the individual filter.

Engine type Power

Combustion air volume in [m³/h] / [m³/min]at 25 °C and 100 kPaand speed in [rpm]

2300 2100 1900 1800 1500

BF4M1013M A 470/7.8 420/7.0 360/6.0 340/5.7 290/4.8

B 500/8.3 450/7.5 400/6.7 370/6.2 300/5.0

Unit – – – 380/6.3 310/5.2

BF4M1013M/C A 560/9.3 510/8.5 480/8.0 400/6.7 340/5.7

B 590/9.8 530/8.8 450/7.5 410/6.8 360/6.0

Unit – – – 430/7.2 400/6.7

BF6M1013M A 760/12.7 680/11.3 600/10.0 560/9.3 430/7.0

B 770/12.8 700/11.7 630/10.5 570/9.5 460/7.7

Unit – – – 550/9.2 480/8.0

BF6M1013M/C A 860/14.3 780/13.0 670/11.2 660/11.0 500/8.3

B 950/15.8 840/14.0 730/12.2 720/12.0 540/9.0

Unit – – – 740/12.3 560/9.3

BF6M1013M/C/P A 920/15.3 820/13.7 700/11.7 720/12.0 520/8.7

B 1020/17.0 950/15.8 840/14.0 780/13.0 620/10.3

Unit – – – – –

BF6M1015M A – 1250/20.8 1200/20.0 1000/16.7 850/14.2

B – 1350/22.5 1230/20.5 1150/19.2 900/15.0

Unit – – – 1150/19.2 900/15.0

BF6M1015M/C A – 1400/23.3 1350/22.5 1150/19.2 900/15.0

B – 1760/29.3 1550/25.8 1300/21.7 1050/17.5

Unit – – – 1410/23.5 1120/18.7

BF8M1015M/C A – 2200/36.7 2000/33.3 1800/30.0 1300/21.7

B – 2800/46.7 2520/42.0 2200/36.7 1550/25.8

Unit – – – 2220/37.0 1630/27.2

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A - Performances in[kW]

Tab. 25: Performance table to determine A- and B- performance

B - Performances in[kW]

Tab. 26: Performance table to determine A- and B- performance

1500 min -1 1800 min -1 1900 min -1 2100 min -1 2300 min -1

BF4M1013M 63 70 72 76 81

BF4M1013MC 77 86 89 96 102

BF6M1013M 94 105 108 115 123

BF6M1013MC 114 127 130 138 148

BF6M1013MCP 126 141 146 155 166

BF6M1015M 187 203 214 214

BF6M1015MC 228 248 261 261

BF8M1015MC 304 330 348 348

1500 min -1 1800 min -1 1900 min -1 2100 min -1 2300 min -1

BF4M1013M 74 81 83 89 95

BF4M1013MC 91 100 103 110 118

BF6M1013M 111 123 126 134 145

BF6M1013MC 134 149 153 162 174

BF6M1013MCP 142 163 169 182 195

BF6M1015M 210 228 240 240

BF6M1015MC 263 285 300/330 300/330

BF8M1015MC 350 380 400/440 400/440

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5.5 Combustion air lines

5.5.1 General

Combustion air lines between filter and engine (“clean air lines”) must beabsolutely leak-proof and the resist mechanical stresses due to enginevibrations and pressure pulsations.

5.5.2 Pipes

• Weldless steel pipes are suitable here.• Only use welded sheet metal pipes when they are welded leak-proof and

are clean on the inside. The inner surfaces must be clean as well as freeof welding beads, slight rust deposits, cinder, etc. (to be achieved by apickling process) and must be protected against corrosion.

• Stove pipes, folded, spot-welded, or riveted pipes are absolutely notpermitted.

• Pipe networks are to be examined for their vibration properties accordingto general rules for equipment installations, and must be braced asrequired.It is often necessary for elastically bedded engines to rigidly mount thefiltering system on the equipment. An elastic element must be installed inthe combustion air line.

• Plastic line pipes may be used as raw air/combustion air lines. Thepermissible environmental temperatures of the plastic pipes must beobserved, as well as light effects and long-time rupture strength.For the fresh air piping system (pipes between filter and engine) plasticpiping should not be used without prior lab testing in respect totemperature/pressure proofing and permissible vibration loads.DEUTZ does not undertake this laboratory testing.

• The pipes must be provided with sealing welts.

NOTE:DEUTZ can not accept responsibility for the installation of fresh airpiping systems according to applicable rules and regulations.This responsibility rests with the enterprise charged with the installationof the engine!

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5.5.3 Corrugated hoses

Corrugated hoses are installed to connect two pipes vibrating against eachother as the result of engine movements.

• The main vibration direction should be as transverse as possible to thelongitudinal axis of the corrugated hose.

• Minimum spacing between the pipes: 150 mm.• Largest spacing without support or holding device: 500 mm.• The corrugated hose should be routed straight or only slightly curved,

without pre-stressing.• The corrugations may not touch each other, as otherwise they will fray

against each other.• Slight contact between corrugations is permitted in a dust-free environment

for highly elastic corrugated hoses with a resistant Teflon coating.

Please refer to the installation regulations of the hose manufacturer.

Corrugated hoses according to DEUTZ factory standard H 3482, part 1B, areto be recommended.These are offered in our scopes of delivery. The materials and designs offeredon the market for plastic or rubber corrugated hoses do not, in most cases,meet the necessary requirements regarding vibration and temperatureresistance.

5.5.3.1 DEUTZ factory standard H 3482, part 1

This standard prescribes:

• Wall construction of two rubber layers with an intermediate textile fabriclayer.

• Layer 1 (inner) rubber, 55 ± 5 shore, lubricant-resistant, temperatureresistant from –35 °C to +110 °C. A wire spiral is embedded in layer 1 forcorrugated hoses. An intermediate textile layer is wound around layer 1.

• Layer 2 (outer) Neoprene, 55 ± 5 shore, lubricant and light crack resistant,temperature resistant from –35 °C to +110 °C. The end piece of the wirespiral is not present in the coupling area of the corrugated hose.

• Vacuum strength: –0.2 bar at +110 °C.

5.5.4 Rubber sleeves

Rubber sleeves connect two pipes which do not move against each other andare in alignment with each other. Rubber sleeves must also comply withDEUTZ factory standard H 3482; however, without spiral wire. Spacingbetween the pipe ends, 5 to 15 mm. The intermediate textile layer is notrequired for rubber sleeves with wall thicknesses >5 mm.

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5.5.5 Rubber moulded parts

Rubber moulded parts for transition pieces or elbows used as joining elementsin air intake lines, must correspond toDEUTZ delivery regulation 0161 0093 US 8039-35.DEUTZ installation service can be requested as necessary.

5.5.5.1 DEUTZ delivery regulation 0161 0093 US 8039-35

This delivery regulation prescribes:

• Pressure resistance0.1 bar at +110 °C (if absolutely air-tight)

• Constrictionmaximum of 10 % of the outside diameter

• Hardn.55 to 75 shore A

• Coldness characteristicsAt -40 °C the rubber moulded part must be able to be pressed together tohalf of the inner diameter without cracking or breaking

• Temperature resistance-40 °C bis +110 °C

Rubber moulded parts are not suitable for accepting the relative motions of theengine, except when they are specifically designed for this.

Rubber moulded parts for attachments to the turbocharger muff: +130 °C.

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5.5.6 Hose band clamps

Mounting corrugated hoses, rubber sleeves, and rubber moulded parts on thepipe ends is done using hose band clamps.

Permitted are hose band clamps with clamping jaws for screw-and-nutaccording to DEUTZ factory standard H 735, width at least 15 mm.

Factory standard H 735 Die DEUTZ factory standard H 735 describes, among other points:

• Outside hose diameters and hose band clamp inner diameters must matchas the clamping range of these fastening clamps is small.

• The minimum tensile strength for band clamps: 400 N/mm².• Tightening torques (determined on the rubber sleeves with intermediate

textile layer)

Tab. 27: Tightening torques according to factory standard H 735

Hose band clamps with worm threads are also permitted, if they comply withDEUTZ factory standard H 3461, width 13 mm.

Factory standardH 3461

Die DEUTZ factory standard H 3461 describes, among other points:

• Minimum tensile strength for band clamps, 400 N/mm²• Tightening torques of the worm drive

(determined on the rubber sleeves with intermediate textile layer)

Tab. 28: Tightening torques according to factory standard H 3461

NOTE:The hose band clamp’s strength allows an increase in the tighteningtorques up to 1.5 times the tightening torques specified in the table. Thepre-stress forces obtained by the tightening torques can be influencedby temperature-dependent setting characteristics of the rubber sleevesand rubber hoses. In these cases, retightening with the necessarytightening torques is recommended to ensure a durable, even pre-stressing.

Band width [mm] Tightening torque [Nm]

15 4

20 12

25 30

Clamp diameter [mm] Tightening torque [Nm]

from towithout

intermediatetextile layer

withintermediatetextile layer

8 18 2 2

18 30 3 3

30 48 4 4

48 78 4 5

78 108 4 5

108 158 4 6

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Hose band clamps may only be produced from non-rusting steel and musthave a stamped band without holes. Sharp edges on the inner side of the hoseband clamp are not permissible. Lock and band must be made of the samematerial with a unified fastener.

The hose band clamps must be matched to the hose diameter. Under nocircumstances may a hose band be used on these positions where it is drawntogether using a split pin.

To ensure that the rubber sleeves or corrugated hoses fit tightly on the endsof the pipe, the following must be observed:

• For sheet metal pipes, the joining ends must be provided with a sealingcrimp as per DIN 71550 (plug-in length of the rubber section, 35 mm, hoseband clamp position behind the sealing crimp).

• A sealing crimp can be disregarded for cast iron pipes or steel pipes with awall thickness larger than 2 mm, if the fit for the rubber sleeve is treated(cast iron pipe) or is drawn without welds (steel pipe), and the surfacequality is Rt = 40.

Of course the joining ends of the pipe must be smooth, round, and free ofburrs. The welding seam for welded sheet metal pipes must be smoothed.

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Fig. 69: Elbows, sleeves, hose band clamps

1 Sheet metal elbow2 Corrugated hose3 Crimp4 Hose band clamp5 Sheet metal elbow6 Rubber sleeve7 Engine intake pipe8 Fastening clamps - hose band clamp9 Worm drive - hose band clamp

8 9

1

2

3

4

567

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5.5.7 Clean air line ducts

Clean air line ducts through engine covering caps or sound enclosure wallsare to be designed so that the lines can absolutely not be frayed. Take mutualvibration amplitudes into consideration; if required, widen passage orifices,and fill gaps between pipe and orifice with foam rubber or suitable gaskets.

5.5.8 Layout of combustion air lines

Turbochargers work internally at high air speeds, so that the connectiondiameter cannot be used as the dimension for the line diameter. The enginepower can be used as a reference for the line dimensioning from the closecorrelation between degree of charging, engine power, and exhaust gasquantity. After determining the calculated line length (raw and clean air lines),the minimum diameter of the line to the opening of the turbocharger isspecified.

The calculations are composed of:

1. The measurable line length before and after the air filter up tothe turbocharger.

2. An addition of 1000 mm calculated line length per90° elbow, if it is favourable to flow, i. e., a round elbow with as large aradius as possible or an addition of 2000 mm, if it is not favourable to flow.

3. An addition of 500 mm calculated line length per45° elbow, if it is favourable to flow, or an addition of 1000 mm calculatedline length if it is not favourable to flow.

4. An addition for each piece of corrugated hose of the length of thecorrugated hose (double length of corrugated hose).

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The recommended value for the minimum diameter of the intake lines of turbo-charged engines can be specified depending on the calculated surrogatelength:

Tab. 29: Minimum diameter of intake line

The resulting minimum pipe diameter D is:

Formula 19: Minimum diameter D

D Minimum pipe diameter [cm]f Factor [cm²/kW]P Engine power [kW]

The connection diameter at the transition ducts to the turbocharger (ATL) isthe minimum dimension.

Calculatedsurrogate

length[m]

Factor f [cm²/kW] for determining the necessary minimumpipe diameter D for turbo-charged engines

with and without charger air cooling

up to 2 0.57

from 2 to 4 0.64

from 4 to 6 0.76

from 6 to 10 0.90

from 10 to 15 1.00

D [cm] = 1.13 x f x P

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6 Exhaust gas system

6.1 General

The exhaust gas is lead off in lines in which a exhaust silencer is likely neededto minimise noise. This creates resistance in the exhaust gas system whichmust not exceed the permitted overall resistance listed in the table.

Overall resistance The overall resistance of an exhaust gas system is composed of the pipe lineresistances including elbows, exhaust silencer, and other components.

With multiple engine systems, the exhaust gas systems must not becombined. They must be individually routed to the outside.

Fig. 70: BF6M1015M/C Position and spacing of exhaust gas lines on engineFor spacing of 90° elbow ref. to appendix

138

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Fig. 71: BF8M1015MC Position and spacing of exhaust gas lines on engine
For spacing of 90° elbow ref. to appendix

196

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6.2 Permissible resistances in the exhaust gassystem

The resistances listed in the following tables are values which should not beexceeded. They are measured on the engine at rated power and rated speed.They apply to the entire exhaust gas system.

Permissibleexhaust gas back

pressure

Fig. 72: Permissible exhaust gas back pressure for ship drive engines

Fig. 73: Permissible exhaust gas back pressure for electric unit engines, drives forpumps, compressors

The specification for the exhaust gas back pressure of the exhaust silencer arerecommended values and can be handled flexibly as long as the exhaust backpressure of the overall exhaust system is not exceeded.

Exhaust silencer only Overall exhaust gas system(incl. exhaust silencer)

Engine [mbar] [mmWs] [mbar] approx.[mmWs]

1013 57 570 75 750

1015 57 570 75 750

Exhaust silencer only Overall exhaust gas system(incl. exhaust silencer)

Engine [mbar] [mmWs] [mbar] approx.[mmWs]

1013 20 200 30 300

1015 57 570 75 750

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6.3 Dimensioning exhaust gas lines

The appropriate diameter to use when designing the exhaust gas line is thelargest pipe diameter of the connected pipe expansion at the outlet on theexhaust gas side of the turbo charger.

Selected pipe diameters are entered in the nomogram at the end of thechapter (Fig. 79). Increases in diameter between the turbocharger and the lineor to the exhaust silencer are to be bridged with transition sections (cone angle15°). The transition sections are entered as the line length in the calculation.The line resistance can be taken from the curve sheet at the end of thechapter.

From the curves, the specific resistance ∆ps in [mbar/m pipe] can be read fora specific engine power in [kW] and a specific pipe diameter in [mm].Furthermore, using the curve sheet the "Additional pipe lengths" for elbows,with various elbow angularities, can be established for the individual pipediameters, i.e. an elbow of certain angularity rm/D is the equivalent of a certainstraight pipe length. For the calculation of conduit resistance these "Additionalpipe lengths" are to be added to the known straight pipe lengths.

An example for determining the pipeline resistance is listed after thenomogram.

The necessary pipe diameter can be determined in a similar manner using thecurves for given line lengths and resistances.

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Tab. 30: Exhaust gas volumes

For performance allocation ref. to Combustion air chapter 5.4.2(Tab. 25: and Tab. 26:)

The ratio of exhaust gas volume to exhaust gas weight can be calculated by:

Formula 20: Exhaust gas volumes

Q1 Exhaust gas weight [kg/h]Q2 Exhaust gas volume [m³/h]t Exhaust gas temperature [°C]

Engine type Power

Exhaust gas volumes in [m³/h] at full loadand speed in [rpm]

2300 2100 1900 1800 1500

BF4M1013M A 1170 1120 960 930 775

B 1210 1140 1000 1000 890

Unit – – – 1000 890

BF4M1013M/C A 1300 1230 1130 1100 880

B 1390 1300 1220 1160 900

Unit – – – 1170 950

BF6M1013M A 1840 1660 1500 1420 1140

B 1950 1750 1650 1560 1230

Unit – – – 1560 1350

BF6M1013M/C A 2040 1980 1750 1650 1430

B 2170 2030 1950 1870 1650

Unit – – – 2000 1770

BF6M1013M/C/P A 2290 2220 1960 1840 1570

B 2440 2280 2160 2050 1850

Unit – – – – –

BF6M1015M A – 3080 2950 2430 1970

B 3470 3240 2950 2150

Unit – – – 2950 2150

BF6M1015M/C A – 3440 3130 2670 2100

B 4420 3760 3150 2580

Unit – – – 3490 2840

BF8M1015M/C A – 5410 4850 4460 3180

B 7290 5410 4850 3810

Unit – – – 5500 4100

(t + 273)Q1 [kg/h] =

347,72

× Q2

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Tab. 31: Exhaust gas temperatures


Engine type Power

Max. exhaust gas temperatures in [°C] at fullload

and speed in [rpm]

2300 2100 1900 1800 1500

BF4M1013M A 310 340 350 360 400

B 360 370 380 400 450

Unit – – – 410 460

BF4M1013M/C A 335 345 360 370 410

B 350 360 380 390 450

Unit – – – 400 445

BF6M1013M A 350 360 365 400 450

B 370 380 410 420 480

Unit – – – 430 480

BF6M1013M/C A 340 350 370 390 430

B 360 370 390 410 460

Unit – – – 430 480

BF6M1013M/C/P A 380 400 410 420 450

B 370 380 400 420 500

Unit – – – 420 470

BF6M1015M A – 390 390 380 380

B 420 430 430 440

Unit – – – 430 440

BF6M1015M/C A – 400 380 380 415

B 450 410 410 440

Unit – – – 425 450

BF8M1015M/C A – 340 350 360 390

B 370 370 390 420

Unit – – – 390 435

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6.4 Exhaust gas back pressure measurement

The exhaust gas back pressure is measured most efficiently with a U-tubefilled with water:

• For turbocharged engines after the exhaust turbine only at full load andrated speed.

• If full load of the engine is not possible, measurement can be made at ahigh degree of idling (maximum RPM without load).

• The thus calculated exhaust gas back pressure value has to be multipliedby a factor a [mm]. The resulting value must not fall below the permissiblefull load value:b = 2.8 for turbo-charged engines without turbo air coolingb = 3.6 for turbo-charged engines with turbo air cooling

This method enables only a rough estimation of the exhaust gas backpressure expected at full load operation of the turbocharged engine, operatedat its rated speed.

The measurement is to be taken in a straight section of line, as near aspossible to the engine, and after a compensator or flexible hose with elbows,however, at least 1 m away from the next elbow.

A simple mechanism for measuring the exhaust gas back pressure consists ofa special measuring connector for mounting on the exhaust gas line, a pipe,and a transparent plastic hose. The hose is connected to the exhaust gas line,bent, and partially filled with water.

Fig. 74: Measuring the exhaust gas back pressure

When drilling the hole (Ø 2.0 mm) make sure that the inside hole edges areclean and sharp-edged. Burrs or unevenness can cause considerablemeasuring error.

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Remark Engines whose outputs cannot be uncoupled, must generate considerabletowing power under certain circumstances when operating at high idle or idlingat rated speed. The result is higher values when measuring the exhaust gasback pressure. These values can cause the limit values to be exceeded whenusing the factors previously mentioned. When estimating the actual full loadresistance, it is recommended to measure the exhaust gas temperature in thepressure measuring position area, and the combustion air temperature prior tothe opening in the intake pipe.An evaluation whether the measured exhaust gas back pressure is permittedcan be determined by consulting the DEUTZ installation service.

Exhaust gas measuringposition

A hole of 2 to 3 mm is to be provided for measuring the exhaust gas backpressure. The burr resulting from drilling is to be removed. The hole interiormust remain sharp-edged.

Fig. 75: Hole for measuring the exhaust gas back pressure

Fig. 76: Position for measuring the exhaust gas back pressure

Measuring theback pressure

Run the warm engine at full load and at the highest speed and simultaneouslymeasure the height difference between the two water levels in the hose.The distance measured indicates the exhaust back pressure in [mmWS].

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6.5 Elastic exhaust pipe joints

For elastically bedded engines, or for exhaust gas pipes not directly attachedto the engine, an "elastic member" must be inserted into the exhaust gas pipenext to the engine, in order to compensate for relative motions, springexcursions in case of shocks, or temperature-related expansions/contractions.

Compensators(Corrugated pipes)

Corrugated pipes are included in deliveries by DEUTZ AG.Corrugated pipes can absorb tensile, pressure, and bending stresses.The following points are to be considered when mounting corrugated pipes forelastically bedded engines:

1. It must be remembered when installing corrugated pipes that these areinstalled directly after the exhaust gas collection pipe and parallel to thecrankshaft. This prevents the direction of corrugated pipe expansion fromcoinciding with the direction of vibrational stress.

2. The installation must be executed under tensile pre-stress, i. e., pre-stressing the corrugated pipe by approx. 40 % of the expected expansionfor the following straight pipeline section. At the expected exhaust gastemperatures, steel pipe expands by approx. 5 to 6 mm per meter pipe.

3. The threaded companion flange joint is designed with a loose flange thatcan be rotated, so that no installation torsion stresses can occur whenaligning the flange-holes master gauge.

4. Limit the stress only to bending.Corrugated pipes are air-tight.

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6.6 "Wet" exhaust gas lines (Mixing vessel)

Outlet The outlet for the exhaust gas line must always be positioned above the waterline, even at the largest draught. The line must flow downwards to the outlet.The outlet must also be deeper than the water inlet in the line, so that no watercan infiltrate the engine.

If the ship side outlet is higher than the exhaust connection on the engine, asiphon must be provided in the exhaust gas line, so that water cannot infiltratethe engine during stand still.

Mixing vessel If a mixing vessel is installed as a siphon and exhaust silencer for wet exhaustgas lines, the suction lift of the gas-water mixture may only be large enoughso that an exhaust gas back pressure of 500 mmWS is not exceeded.

The mixing vessel must absorb the water flowing from the lines during enginestand still as a minimum.

Double-walled pipe With the engine installed so that its exhaust gas connection is at least 350 mmabove water level, a double-walled pipe with water inlet (mixing vessel) can beinstalled behind the elastic pipe member on the exhaust side of the engine.

Fig. 77: Water inlet above the water line

This pipe is then connected to the ship side duct using an exhaust gas rubberhose. Only corrosion-resistant hose band clamps may be used for the rubberhoses.

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The sea water line can be connected directly to the double-walled exhaust gasline (mixing vessel). Its diameter must be at least 50 mm.

The double-walled section of the exhaust line must be made of corrosion-resistant material, but not of copper or a copper alloy.

The exhaust gas line must always be provided with a suspension or supports,so that the weight does not impinge the compensator or the turbocharger.

NOTE:Engines provided with sea water-cooled exhaust pipes made of rubbermust be equipped with a warning system, ensuring continuous flow ofsea water as long as the engine runs.Otherwise there will be imminent danger of exhaust gas line overheatingin case of sea water pump failure, or clogged sea water intake.

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6.7 Water infiltration protection

Rain or condensed water that infiltrates the engine causes corrosion damage,and in the worst case, water shocks that can lead to distortion of theconnecting rods and to total damage to the engine. For this reason, it isextremely important to prevent water from entering the exhaust gas line.

Fig. 78: Water infiltration protection

1 Swing valve2 Slanted opening

Long exhaust gas lines A condensation separator must be installed on the lowest point of longexhaust lines, and/or when large noise absorbers are installed.The amount of condensed water is larger for vertical exhaust gas lines, as alarge portion of the condensed water is carried away in horizontal lines.

Short exhaust gas lines Installation of a condensation separator is also advisable for short exhaustlines, as it would prevent entry of rain moisture into the engine.Vertical exhaust gas line openings must have protection against water comingin.

1 2

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6.8 Insulating the exhaust gas line

The need for insulation must be decided depending on the case.If the engine gets its combustion air from the engine room, especially goodinsulation is necessary to keep the engine room temperature low. Theinsulation must be resistant against a temperature of at least 700 °C andmust be provided with a splash guard in the direct proximity of the engine.

In addition to minimising the expense for the ventilation system, insulation forthe exhaust gas line is also necessary where:

• persons are subject to the danger of burn injuries,• escaping fluids could ignite (e. g. hydraulic oil),• small distances between wall / cover ducts and ignitable materials

represent a fire hazard.

The insulation must be encased so that insulation material fibres cannot beshaken loose and clog up the air filter.

With longer exhaust gas lines, insulation has an influence on the exhaust gasback pressure, requiring that insulated exhaust gas lines have a largediameter.

The insulation can increase the noise level at the exhaust gas outlet. This mustalso be taken into consideration when dimensioning.

It must be ensured when positioning insulation that the movement of flexibleexhaust line sections is not prevented.

The connection of the exhaust gas temperature sensor must be accessible formaintenance.

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6.9 Particle filter

The exhaust of a diesel engine contains particles whose sizes are mostly inthe range between 0.05 µm to 15 µm in diameter.These particles consist not only of soot, but also of hydrocarbons from the fueland lubricant residues which are partially added to the soot particles.Further particles result from the sulphur content of the fuel as well as from themetallic abrasion.

The particle filter filters out up to 99 % of the soot particles from the exhaust.The filtering effect covers up to 70 % of the overall particles.

Material DEUTZ has decided to use ceramic monoliths as the filter element. Their gasducts are closed alternatingly. Because of this, the exhaust must flow throughthe porous intermediate walls. The particles are filtered out there.

The ceramic monolith is gas tight and shock-proof, embedded in apackage inside a stainless steel container.

The filter size is dependent on the exhaust gas flow rate and a maximumpermissible collected particle quantity (soot) which is also limited by theexhaust back pressure.

When the limit value is reached for the filter load, the filter must beregenerated. This is done either by exchanging the filter insert, or bycompulsory burning off of the filter load. This consists mostly of soot.

For further details about the technology of particle filtering and the availableregeneration systems, please contact the head office.

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Installation The following essential instructions should be considered when installing theparticle filter:

1. Because of their construction, DEUTZ particle filters are excellent exhaustsilencers. The damping capabilities correspond to those of good resonanceand absorption silencers.Thus when installing particle filters, it is not necessary to use normalexhaust silencers.

2. Particle filters are available in various sizes and match certain engine sizesto maintain the appropriate exhaust gas back pressure for the engine.

3. Particle filters are to be positioned stress-free in the equipment or chassis.If necessary, the particle filter is to be positioned with elastic elements.

4. The line connection from the engine exhaust gas collection pipe to theparticle filter must have a highly-elastic and air-tight pipe joint to minimiseengine vibrations to the filter.

5. End pipes after the particle filter are to kept as short as possible becauseof the exhaust gas back pressure. The pipe connections between theengine and particle filter are also to be kept as short as possible.Long lines increase the exhaust gas back pressure affecting the engine.The collection rate of the particle filter must be reduced as compensation(less particle collecting up to regeneration).

6. For particle filter systems with automatic regeneration (DPFS), the positionof the exhaust gas pipe outlet on the equipment or on the vehicle must betaken into account to meet safety-technical requirements.During filter regeneration, exhaust gas temperatures can be approx.500 °C to 550 °C at the end pipe outlet.

7. The installation position of the particle filter with automatic regeneration(DPFS) can be anywhere from horizontal to vertical. With verticalinstallation, the burner unit must always be at the top.

8. The installation location for control electronics should be away from theengine, dry, protected, and above the particle filter (in terms of height). Themaximum environmental temperature must not exceed 80 °C.

9. The particle filter and control electronics must be set up to be easilymaintained.

Further and more specific installation instructions can be found in particle filtersupplies, together with accessory parts and descriptions(see also document No. 0297 5748: ”Operation and installation instructions forDiesel particle filter system (DPFS)” and Document No. 0297 5215:”Operation and installation instructions for particle filter (DPF)”).

If it becomes necessary to use particle filters for the engines BFM1013M/C orBFM1015M/C, it is essential to contact the head office.

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6.10 Determining the exhaust gas line resistancesfor turbo-charged engines

Fig. 79: Diagram of exhaust gas line resistances

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Example: BF6M1015M/C

Data: Power: 300 kW / 2100 rpmExhaust gas line: 7 mPipe inner Ø: 150 mmElbow 90°: 6 sections at rm/D = 2

lz = 1.4 mSpec. resistance: ∆ps = 2.3 mbar/m pipe

Required: Line resistance∆p

Solution: lsearched = 7 m + (6 x 1.4 m) = 15.4 m

∆p = lsearched x ∆ps = 15.4 m x 2.3 mbar/m = 35.42 mbar

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7 Fuel system

7.1 General

An available sufficient fuel supply for the injection pump is required for perfectstart-up and performance of the diesel engine.

Legal regulations must be observed when setting up and operating systemsfor storing, filling, and conveying combustible fluids.

7.2 Fuel, feed pump

Allocation of fuel tank /feed pump

Rotor pumps are used for 1013 and piston pumps are used for 1015 asengine-integrated fuel feed pumps. They are driven by V-belts or from theinjection pump.

The maximum permitted pressure at pump intake (suction side) for bothengine series is 0.2 bar.

Tab. 32: Flow volume of the fuel pump [l/h]

Engine RPM BF4/6M1013M/C/P BF6M1015M/C BF8M1015MC

2300 min -1 600+100

2100 min -1 550+100 210 350

1800 min -1 440+100 200 320

1500 min -1 400+50 190 300

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1013 The maximum height difference between the intake position for low-lying fueltanks and the fuel feed pump may not exceed 1.5 m (maximum totalresistance, including pre-filter as necessary: 0.5 bar at rated speed)

Fig. 80: Fuel diagram BFM1013

1 Overflow valve with parallel throttle2 Overflow oil nozzle3 Nozzle4 Injection pump5 Rotor-type fuel pump fuel intake M16 × 1.56 Filter7 Supply NW 10 mm8 Pre-filter9 Manually operated auxiliary pump (optional)10 Fuel tank11 Filler neck with tank venta Distance >300 mmh Intake height ≤ 1500 mm

The line cross-sections listed in the fuel diagram BFM1013M/C must not befallen below at any position in the system outside of the engine!

1

23

4

5

6

7

89

10

11

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1015 The maximum height difference between the intake position for low-lying fueltanks and the fuel feed pump may not exceed 2.0 m (maximum totalresistance, including pre-filter as necessary: 0.25 bar at nominal RPM)

Fig. 81: Fuel diagram BFM1015

1 Nozzle leakage fuel2 Fuel injection pump3 Fuel feed pump4 Filler neck with tank vent5 Return (DN 8)6 Manual feed pump (optional)7 Pre-filter8 Main filter9 Feed DN 8, (for line lengths exceeding 3 to 5 m: DN 10)10 Fuel tankx Intake height < 2000 mmy Distance > 300 mm

The line cross-sections listed in the fuel diagram BFM1015 must not be fallenbelow at any position in the system outside of the engine!

NOTE:For positioning the fuel line ends within the tank (feed/return) care mustbe taken that the returned fuel (heated and foamy) does not directly enterthe area of the intake line.(see Chapter. 7.5 "Fuel tank").

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7.2.1 Intermediate tank/Day service tank

At higher intake heights, a higher intermediate tank can be used. It is filledfrom the main tank by a wing pump or an electric tank feed pump.

An overflow line can be located between the intermediate tank and the maintank, or the main tank feed pump is switched on intermittently triggered by afloat switch in the intermediate tank.

Fig. 82: Fuel, intermediate tank

1 Manual feed pump2 Pre-filter3 Intermediate tank4 Filter5 Overflow line6 Electric feed pump7 Main tank

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7.2.2 Closed circular pipeline

A closed circular pipeline can be provided as an alternative to the intermediatetank when the tank is further away, or for multiple engine systems. Thepressure in the closed circular pipeline may be fully applied to the inlet on thefuel feed pump as long as it does not exceed 0.2 bar. If this pressure isexceeded, a throttle should be provided between the withdrawal position onthe closed circular pipeline and the fuel feed pump. A maximum flow rate of10 l/min per engine must be ensured.

Fig. 83: Fuel, closed circular pipeline

1 Manual feed pump2 Pre-filter3 Feed engine 24 Throttle5 Return engine 26 Shut-off valve7 Engine 18 Common return line9 Filter10 Fuel ring line, feed11 Electric fuel feed pump12 Counter-throttle13 Fuel tank

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For highly positioned fuel tanks or intermediate tanks, the upper edge of thetank must not be more than 2 m above the fuel feed pump. If the tank must bepositioned higher, the installation of a throttle cannot be avoided (pressurelimit of 0.2 bar at the fuel feed pump of the engine at full load operation).

If the upper edge of the tank is above the fuel feed pump (avoiding leaks whenchanging the filter or during maintenance), stop valves must be provided forthe fuel lines near the tank leading to the engine. They must be provided forboth the intake line as well as the pressure line.

NOTE:As a matter of principle, on pre-pressurized fuel supply systems (i.e. thefuel level in the tank is higher than the injection nozzle) the shut-offvalves have to be turned off for prolonged stop times.It must be ensured by a locking mechanism or a similar device, that withopen supply valve the return valve is also opened.

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The nozzle leakage oil lines must be placed separately into the tank ceiling ifthis can not be assured, or for added convenience of the operating personnel.

Remark: This line is not required for nozzles free of oil leakage

Fig. 84: Fuel tank, high-positioned

1 Separate return line for Diesel leakage oil2 Level of injection pump3 Electric shut-off valve (closed when engine is stopped)4 Shut-off valve5 Pre-filter6 Throttle (if x = >2000 mm)7 Main filterx Level difference

see remark

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7.3 Fuel lines

Steel pipe The fuel lines not included with the engine are to be made of cinder-free steelor copper. They must be cleaned thoroughly before being routed.Suitable as joining elements are screwed pipes with cutting rings and swivelnuts.Elastic hoses are to be used for connecting the engine fuel lines.Possible attachments such as stop elements must be sufficientlydimensioned.Manual pumps positioned away from the engine must be mounted to beaccessible.

Intake line The following interior pipe diameters are to be observed, depending on linelength, for the intake line from the tank to the fuel feed pump and the returnlines from the engine to the tank.

Tab. 33: Pipe diameter is dependent on the pipe length

Internal diameters of at least 10 mm on 1013, or 8 mm on 1015, resp., mustalso be retained for connections.

When selecting and using pipes conforming to standards, it must be insured,that the required internal pipe diameter is not fallen below..

The intake line should be as straight as possible and routed without sharpelbows. Angular fittings and hollow screws with ring sections are not permitted.The intake opening of the intake line in the fuel tank must have a spacing fromthe tank base of approx. 40 mm, so that residues of water or mud are notsucked in.

Engine Pipe length [m] Pipe inner diameter [mm]

1013 ≤ 2 10

≤ 6 12

≤ 10 13

≤ 15 14

≤ 25 16

1015 ≤ 3 8

≤ 6 10

≤ 15 12

≤ 25 14

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Manual feed pump For venting of the fuel supply system a manual feed pump has to be insertedin the intake line.

Fig. 85: Installation guide – Manual feed pump:

Note:The manual feed pump must always be mounted in vertical orientation(see illustration), otherwise the springless valves can not function asrequired.

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Fuelreturnline

The fuel return line, through which excessively delivered fuel is routed, mustbe routed to a point below the minimum permitted fuel level. This avoids airfrom infiltrating the intake system via this line during engine stand still, causingstarting difficulties and a loss of power. Additional fuel foaming is also avoidedby feeding the return fuel below the fuel level.

It is not permitted to connect the return fuel line to the intake line. The returnline must always be routed into the fuel tank.

The fuel return line is to be dimensioned so that the line cross-section is about100 % of the intake line cross section. The flow resistance of the entire fuelreturn conduit system, measured directly at the engine, is limited to 0.2 barmaximum on BFM1015M, and 0.5 bar on BFM1013M.

All connection must be air-tight.

Jacketed injection lines For monitoring the injection lines in respect to leaks these lines can befurnished in jacketed design (e.g. for engines with classification).Monitoring of this line can be performed by a sensor furnished from DEUTZ,with a separately included sensor, or with a comparable different type ofmonitoring.The surplus fuel from leakages must be returned to the tank, or piped into asuitable receptacle.

Under no circumstance must this line be connected with the other fuel supplypiping, e.g. return line or oil leakage line.

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Connections formonitoring of

jacketed injection lines

Fig. 86: Connections for monitoring of jacketed injection linesBF 6 M 1015 M / C

Fig. 87: Connections for monitoring of jacketed injection linesBF 8 M 1015 MC

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7.3.1 Fuel connection

7.3.1.1 Metal pipes

Avoid the use of banjo bolts on the tank and the feed pumps!(clogging when cold due to ice crystals in the tightest cross-section)

Incorrect Air can enter via the threads of the banjo bolts (starting difficulties)

Fig. 88: Incorrect connection, metal pipes

Correct

Fig. 89: Correct connection, metal pipes

1 Ring section with threaded connection for screwed pipes withcutting rings

1

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7.3.1.2 Fuel connection, engine 1013

Fig. 90: Connections, BFM1013

1. Fuel feed pump2. Connection fuel supply line3. Connection fuel return line4. Possible connection for a leakage pipe of jacketed injection lines M 10 x 1

4

deep

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7.3.1.3 Fuel connection, engine 1015

Fig. 91: Connections, BFM1015

Fig. 92: Fuel connection

from tank to feed pump

from filter to injection pump

oil leakage line to tank *

from feed pump to filter

from injection pump to tank

*) This line is not provided for engines with injection nozzles free of leakge oil

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Fig. 93: Fuel connection
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7.4 Fuel heating, fuel cooler

An increase of fuel temperature above 30 °C (measured at the intake of theinjection pump) results in a performance loss of appr. 1.5 % per 10 °C; at hightemperatures fuel bubbles can occur, leading to spark failures. The maximumpermissible continuous fuel temperature is 75 °C, whereas a short-term fueltemperature of up to 90 °C can be tolerated at the feed pump inlet in specialcases depending on the power setting of the engine and the fulfilment ofemission values.

State-of-the-art engines, provided with high-pressure fuel injection, requirehigher fuel temperatures. Through design and material selection whenbuilding the fuel tank and its mounting position in the unit (good venting,avoiding additional heating), the fuel temperature characteristics can beinfluenced. Safe and defined heat dissipation is only ensured by anaccordingly dimensioned fuel cooler.

For 1013 M engines it is necessary, in most cases, to install a fuel cooler. Thiscooler has to be installed in the fuel line between engine and tank, its coolingcircuit must be connected to the untreated water network, or, resp., in the linebehind LLK of the low-temperature cooling circuit for keel cooling applications.For engines without low-temperature circuit afuel/air cooler, or a similar device should be used. Maximum permitted flowresistance values are to be considered.

These kinds of fuel coolers are integrated into the cooling system of the engine(air side) and are flowed through by returning fuel. The fuel cooler flowresistance must not be higher than 0.15 bar.The total flow resistance of the return system, including the fuel cooler islimited to 0.5 bar on BFM1013M, and 0.2 bar on BFM1015M.

Cooler size appr. 2 – 4 kW for all engines.

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7.5 Fuel tank

Fuel tanks must have sufficient venting. Galvanized or zinc-containingmaterial may not be used because the fuel can form zinc soap with the zincdepending on the composition. This endangers the fuel injection system.

Venting For ships being subjected to partly operate in highly inclined orientation theventing has to be designed so that orderly venting is assured regardless ofdegree of incline.

Sediment drain Deposits of water and other dirt form in fuel tanks. Therefore it is necessary tohave a sediment drain screw at the lowest point in the fuel tank. In addition, afuel pre-filter with well functioning moisture separator must be installed.( see 7.6 ).

Level monitoring A fuel level monitoring device must be utolized in order to prevent fuel tankdepletion.

Degassing To support degassing and avoid the direct suction of fuel containing air again,the fuel routing should be designed as follows:

Fig. 94: Fuel routing

1 Ventilation2 Return3 Intake

If fuel tanks made of plastic are used, please contact the head office.

1 2 3 1 2 3

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7.6 Fuel filtering

The fuel is filtered by a fuel pre-filter and a fine filter positioned after the feedpump. The size of the pre-filter must match the fuel flow (appr. 10 l/min) toavoid throttling in the fuel supply.

Water trap A water trap is necessary when using fuel with a high percentage of water orwith water condensing due to temperature changes.

Fig. 95: Fuel filter with moisture separator

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Fig. 96: Reversible fuel filtering
Fig. 97: Flow diagram (with dual filter per side)

Maximum flow rate: 10 l/min Fitting thread: M 22 x 1.5

For single-engine installations as main drive we recommend using a reversiblepre-filtering device(see fig. 96 )

460

430146125

85

ca.32818

9

256

ca.378

87

3

ca.174

74

107

54

Flow-through l/min

Pre

ssur

elo

ssm

bar

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Fig. 98: Fuel filtering
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8 Engine cooling system

8.1 General

DEUTZ diesel engines from the series B/FM 1013M and 1015M are liquidcooled engines.Water prepared with additives such as corrosion, cavitation,and frost protection agents are used as coolants (more exact specificationscan be found in the series operating instructions).

The water improved in this way can no longer be referred to as water. It shouldbe referred to as coolant.

The engine heat is absorbed by the coolant and dissipated into thesurroundings via cooler (indirect cooling).

All of the cooling systems described in the upcoming text for Deutz dieselengines B/FM 1013/M/C and B/FM 1015/M/C are closed systems (forcedcirculation cooling). Flow through cooling of the diesel engine is not allowed.

Several engines may not be operated using a common cooling system. In amulti-engine system, every engine must have its own fresh water coolingsystem.The raw-water for several engines may be provided by one system.

Note:Installing engines with air cooling, coolant cooler, or air coolers, e. g.,emergency power systems, are not described here.The guidelines for installing fluid-cooled diesel engines, series 1013 or1015, are applicable to these cooling systems.

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8.2 Coolant

8.2.1 Range of application and purpose

This specification is applicable to coolants for protecting liquid-cooled enginesand their integrated or external cooling systems against freezing, overheating,corrosion, and cavitation. The coolant for first filling the engine or for changingthe coolant is obtained by mixing a protectant with cooling water.

Such protectant is available as part No. 0101 1490 XY 8536-O1.

The specification specifies the requirements for the water, protectant, and thepreparation of the coolant.

8.2.2 Water quality

If there are no specifications about cooling water quality provided by theprotectant manufacturer, the following details can be used as a basis:

When mixing in a chemical corrosion/freeze protectant

• pH value at 20 °C: 6.5 – 8.5• Chloride ion content: max. 100 mg/dm³• Sulphate ion content: max. 100 mg/dm³• Total alkaline earths: 0.54 – 2.16 mmol/dm³• Total hardness: 3 – 12 °dGH

8.2.3 Protectant (concentrate)

Basis characteristics

• Chemical composition: Ethylene glycol with corrosion protectioninhibitors

• Appearance: clear liquid• Colour: green-blue

Physical characteristics

• Density at 20 °C: 1.120 – 1.132 g/cm³ ASTM D 1122• Viscosity at 20 °C: 20 – 30 mm²/s DIN 51562• Refractive index at 20 °C: 1.4320 – 1.4360 DIN 51423• Boiling point: min. 170 °C ASTM D 1120• Fire point: over 120 °C DIN 51376• pH-value: 6.5 – 7.5 ASTM D 1287• Alkali reserve n/10 HCL: 13 – 15 ml ASTM D 1121• Ash percentage: max. 1.5 % ASTM D 1119• Water percentage: max. 3.5 % DIN 51777

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Additional requirements

• Miscibility with water: mixable at any proportion• Miscibility and usability

with waterup to 20 °dGH: mixable and usable without precipitation

• Miscibility with otherprotectants with aglycol basis: mixable

• The protectant may not contain any inorganic or organicN02- compound groups.

• The protectant must have 2 ppm bittering agent (Dinathoniumbenzoate).• The content of silicon compounds may not exceed, converted to SiO2,

650 ppm.

Storage stability

• The protectant can be stored in air-tight packing drums for at least 5 years.

• It may not be stored in zinc-coated containers.

Mixing characteristics

(Mixing characteristics correspond to testing regulations)

• Ice crystal point ASTM D 117750 % in water below –38 °C33 % in water below –18 °C

• Foaming test ASTM D 1881Foaming volume max. 50 mlDecay period 1 – 3 s

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Cooling system protective agents for high-speed DEUTZ engines

Tab. 34: Antifreeze agents approved by Deutz

Product-group

Supplier Product name RemarksMarketing region

A

DEUTZ AG Cooling system protectant TN 0101 1490Cooling system protectant TN 1221 1500

5 liter container210 liter barrel

ARAL Antifreeze Extra

AVIA Antifreeze APN

BASF Glysantin G48/Protect Plus

BUCHER (Switzerland) Motorex Antifreeze Protect Plus G48

The Bruma OIL Castrol Antifreeze NF

DEA Radiator antifreeze

Elf Glacelf MDX

ÖMV ÖMV Antifreeze

SHELL GlycoShell

TOTALFINA Multiprotect

VALVOLINE G48 Antifreeze

Veedol Veedol Antifreeze NF

BP BP Antifreeze

Hunold Radiator protection ANF

INEOS Napgel C2270/1

Mobil Antifreeze 600

B

AGIP Antifreeze special

ARTECO/Texaco Havoline XLC Europe, South America

CALTEX Havoline XLC Asia, Australia

Elf Glacelf Auto SupraMaxigel Plus

Fina Termidor Plus

Texaco USA Havoline Extended Life Coolant (HELAC)Extended Life Coolant (TELC)

USA, without Nitride andMolybdateUSA, with Nitride

TOTAL Organicool

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Corrosion characteristics

a) Glassware Test ASTM D 1384-80

• Copper: FCu• Soft solder: LSn30• Brass: Ms63• Steel: H II• Grey cast iron: GG 26• Cast aluminium: G-AlSi6Cu4

Weight change for each sample is under 0.1 mg/cm².

b) Heat transfer test ASTM D 4340-84

• Cast aluminium G-AlSi6Cu4

Weight change in a week is max. 1.0 mg/cm²

c) Simulated Service ASTM D 2570

• Copper: FCu• Soft solder: LSn3O• Brass: Mn63• Steel: H II• Grey cast iron: GG 26• Cast aluminium: G-AISi6Cu4

Weight change for each sample is < 0.2 mg/cm².

Cavitation protection as per FVV, number 443/1986

• Max. weight change: 5 mg for grey cast iron• Max. weight change: 15 mg for aluminium

Inhibitor stability

No flocculation at a 1:1 water mixture according to FVV,number 433/1986 with water at 20 °dGH at 90 °C in 168 hours.

Effect on elastomer material

After storage in test fluid (mixture 50:50) as per DIN 533521,Table 7 (168 h, ebullition temperature) volume swelling, max. 3 %.

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8.2.4 Coolant preparation

Preparing and checking the coolant is especially important for liquid-cooledengines. Otherwise the motor can be damaged by corrosion, cavitation, andfreezing.

The concentration of the engine coolant should not fall below the followingconcentrations in [Vol %]:

Tab. 35: Engine fluid concentration

The cooling system must be continuously monitored.This includes inspecting the cooling protectant concentration in addition tochecking the water level.

Test the cooling protectant concentration

• with commercially available testing devices (example: gefo glycomat ®)

Test the chemical corrosion protectant concentration

• with a refractometer (example, Teströ-Atago hand refractometer,scale range 0…16)

To order the cooling system protectant from DEUTZ AG:Part No. 0101 1490 HY 8536-01 (5 liter compounds).

Note:Health threatening nitrosamines are formed when mixing nitrite-freecorrosion protectants with cooler protectants containing corrosionprotection inhibitors using a nitrite basis!

When using cold protectants, the heat transmission value of the coolant isreduced. The return cooling system is designed for a ratio of cold protectant/water of 45/55 Vol%, to a temperature of down to –35 °C.

Cooling protectant Water

max. 45% 55%

min. 35% 65%

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8.3 Cooling systems

8.3.1 Fresh water cooler for keel cooling

For ships and diggers who move in dirty, sandy, and muddy water, such acooling system would be very recommended. There is no raw watercirculation, i.e. sea water lines and associated armatures as well as raw waterfilter and raw water pump are not provided.Raw water is not routed to the engine. These cooling systems have a simpleconstruction and therefore are often used for normal applications.

There are thermo-syphon and flow-against outboard coolers.

8.3.1.1 Compensator reservoir

The compensator reservoir (not always furnished by DEUTZ) in the closedcooling agent circulation used for DEUTZ engines performs the followingtasks:

1. Collecting the coolantwith air coming out of the venting lines2. Accommodation of volume expansion due to the warming of the coolant3. Compensation for, and display of any leaks in the coolant system4. To ensure the static pressure on the intake side of the circulation pump via

the compensation line

The content of the compensator reservoir must be 20 % of the overall coolantper engine. The compensator reservoir must be attached above the coolantcarrying lines, but not higher than 5 m above the upper edge of the engine.

Closed circulation systems must be constantly vented by sloping venting lineswhich are as short as possible, especially at the cooling system points whereair can collect. I.e., each peak must be vented.

Venting lines may only be combined when they are at the samepressure.

In every venting line, a throttle with Ø 4.5 mm must be built in.

Venting lines must enter through the tank floor. Contact with the heavy flowmust take place at the inlet to the venting lines in the tank.

The venting lines NW 8 (each with throttle Ø 4.5 mm) are to be routed in astandpipe, which must go into the compensator reservoir about 80 mm, or beclosed from the side.

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Fig. 99: Compensator reservoir
The compensation line NW 22 (1013) or NW 20 (1015) must also reach intothe reservoir bottom appr. 30 mm, at as large a distance to the venting orificeas possible. The re-entry of the sediment forming in the cooling system isprevented by the pipes projecting into the compensator reservoir.

The compensation line must be connected directly to the intake ducts of thecirculation pump, so that the largest possible static pressure is reached on theintake side.

The compensator reservoir is to be designed as a closed vessel, where a fillerneck with over-pressure/vacuum valve of +1.0 bar – 0.2 bar for BFM1013M/C/P and +1.5 bar – 0.2 bar for BF1015M/C must be installed.

The compensator reservoir should be half-filled with coolant. The other half isfilled with air and serves as pressure padding.

Installing a level indicator is necessary because liquid level indicator pipes orinspection glasses are easily soiled.

Either a cleaning opening in a side wall or a sediment drain cock must beprovided for cleaning, so that the tank can be rinsed out via the filler neck.

On engienes with attached raw water-cooled fluid cooler, or with attached frontpanel, the compensation tank is mounted on the engine.

Compensator reservoirVolume appr. 20% of the entire cooling system

Pressure/Sub-pressure valve

Pressure

Sub-pressure

Level guard

Filling mark

Cooling agent

Air pocket

Venting line NW8always at the highestpoint of the cooling systemwith throttle 4.5 mm

Slu

shdr

ain

Compensation line directlyahead of cooling agent pump

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8.3.2 Types of cooling

8.3.2.1 Thermo-syphon cooling

Fig. 100: Thermo-syphon cooler

1 Water chamber ventilation2 Coolant inlet3 Coolant outlet4 Immersion depth, empty ship5 Outboard water inlet

A

B

B

Section AA Section BB

1 2 3

4

55

1 2 31

A

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The thermo-syphon cooler is not flowed against by outboard water.The pipe bundle is always mounted vertically in a water chamber. Themounting flange should be positioned on the water chamber so that the pipebundle can be drawn without docking.

The water outlet opening should always be below the minimum immersiondepth. When arranging the cooler, the water path from the board inlet to theboard outlet should be as short as possible, because this path signifies coolingand thus reducing the thermo-syphon effect.

Eddies must be avoided because they lead to heat build-up and thus reducethe effective cooling surface.

Thermo-syphon cooling is suitable primarily for standing vehicles, such asdiggers and buoy laying vessels. The coolers are to be designed with asufficient space for dirt accumulation, because the self-cleaning effect is lowdue to the low speed of the outboard water.

8.3.2.2 Ship hull cooler

Ship hull cooling requires considerable expense because the hull must bedoubled.

The cooling cells are to be positioned so that the cooling water heat is nottransferred to the foundation. Cooling cells must be provided with continuousventing to the compensation reservoir.

The cooling water connections to the cooling cells are to be routed so that areverse current or a cross reverse current is produced.

The application of this cooling system is limited because not every requiredcooling surface of the ship’s hull can be used.

The following should be observed.

• The utmost cleanliness must be ensured when constructing the coolingcells.Rust, cinder and welding beads must be removed from the inside of thehull, the frame, cover plates, and planks of the doubling, because theselead to sediment formation in the cooling cells in the engine.

• It is very difficult to use any coatings, and it is impossible to clean thecooling cells. For these reasons DEUTZ does not recommend utilization ofthis cooling system for its engines. In these cases, the shipyard assumesresponsibility for damages resulting from insufficient cooling.

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8.3.2.3 Pipe cooler

This system uses pipes or other profiles on the ship hull in the keel, next to thekeel, or as bulge keel. The engine cooling water flows through them. This iscooled by outboard water via the walls.

The cooling surface with pipe cooling is very dependent on the ship’s speed,in addition to the dissipating heat quantity of the cooling water temperatureand the water speed in the pipes or cells, i. e., from the speed the outboardwater flows along the hull, pipes, or profiles.

The pipe coolers must be cleaned at certain intervals. Because cleaningagents do not always clean thoroughly, the cooler must be sectionalised sothat mechanical cleaning is possible.

8.3.2.4 Plate coolers

Plate coolers are suitable for dissipating larger quantities of heat and can beeasily cleaned. They have the advantage of requiring little space and thecooling capacity can be expanded.

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8.3.3 Cooling with raw water

8.3.3.1 Raw water filter

Raw water comprises not only sea water, but also water from continentalwaters, river water, and every non-processed water. Special measures arenecessary on the pipeline system for each of these types.

Raw water filters must have a max. perforation of 2.5 mm diameter or2 x 2 mm. Sieves made of punched sheet metal are preferred to metal gauze.These filters protect the cooling system against damage due to abradedmaterial and clogging resulting from foreign material entering the system. Theraw water filters are to be positioned as close as possible to the hull.

The filtering of raw water must be paid special attention for ships travelling inprimarily dirty, sandy, or muddy water, or for diggers.In these cases, it is necessary to use a larger filter, or if possible, a double filterwith switchover and smaller perforation.

The height of the water line up to the raw water pump and the intake height ofthe raw water pump are the resistance heights for the intake lines to the rawwater pump.The resistance between sea water inlet and raw water pump should be smallerthan the resistance height for a clean raw water filter, because the resistanceincreases with increasing degrees of soiling.

A pressure gauge is to be installed directly before the raw water pump so thatthe degree of filter soiling can be determined.

The flow rate in raw water lines should be a max. of2 m/sec..

An accessible shut-off mechanism should be between the sea water inlet andraw water filter so the filter can be serviced.

8.3.3.2 Raw water pump

The performance curves of raw water pumps installed on Deutz engines areshown in diagrams 3.5.4.1 and 3.4.5.2, and in table 8.5.5.

Note:In order to prevent operation of the raw water pump without water(ecessive wear), the intake line must be placed sothat a quantity of water is always present within the pump.

8.3.3.3 Raw water lines

There is chemical and electrolytic corrosion in raw water systems.DEUTZ uses CuNi10Fe and CuNi30Fe as materials for the raw water lines,circulating water cooler, and charging air cooler built onto engines. These

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materials have the greatest possible protection against corrosion becauseoxide layers form on their surfaces.

Note:Reactive anodes are not required.

Material For all raw water lines placed ahead of the cooler DEUTZ prescribes usage ofnon-ferrous materials, such as

• CuNi1OFe,• CuNi3Ofe, or• CuZu2OAI

.

When using Cu pipes, chips are prevented from entering the engine after thenew installation or after repairs by using sieves.

Alternatives Stainless steels, such as

• V2A or• V4A

can be used, if they are cleaned and are free of machining chips.

Not permitted Materials such as

• steel or• zinc-plated steel

are not permitted.

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8.3.3.4 Corrosion

Steel and zinc have a great difference in voltage potential compared to non-ferrous heavy metals. For large voltage potential differences on two connectedmetals exposed to sea water, the metal with the larger negative value corrodes(electrolytic corrosion). Steel and zinc-plated steel corrode. This settles in thereturn cooler and charge air cooler. This corrosion destroys the oxide layersand forms the basis for corrosion on these non-ferrous heavy metal coolers.

The following Table 36 shows differing voltage potentials for a few materialscorresponding to a standard calomel electrode and a sea water temperatureof 25 °C.

Tab. 36: Voltage potential of various materials

Danger of corrosion Harbour water (brackish water) is especially aggressive.For this reason, the raw water systems of the harbour diesel are to be rinsedout with sea water after it is shut off (in main engine operation, powergeneration is principally achieved using shaft-driven alternators). Thus standstill corrosion is decelerated. However, sea water residues remaining in theraw water system form oxide layers on non-ferrous heavy metals.

Note:It is recommended that in the initial period after start up, new coolers areimpinged with clean sea water to createoxide layers.

Material Voltage potential [V]

Zinc – 1.10

Aluminium – 0.75

Steel – 0.70

Cast iron – 0.70

Lead – 0.55

Tin – 0.45

Ship’s bronze, aluminium bronze, red bronze – 0.26

Copper – 0.25

Stainless steel – 0.20

Nickel – 0.15

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8.4 Pipelines

The volumetric capacity and delivery head of the coolant pump on the engine(centrifugal pump) is also dependent on flow resistance of the pipelines, andvalves and fittings (stop cocks, valves). Determining the line resistances aswell as the type of line routing (number of pipe elbows, type of pipe elbows) isthus to be carried out carefully.

The pipelines are to be designed as short as possible for the engine-externalparts of the cooling system.

Note:In order to prevent operation of the raw water pump without water(exessive wear), the intake line must be placed so,that a quantity of water is always present within the pump.

8.4.1 Line dimensioning

The dimensioning of the pipelines between engine and cooling system is firstspecified by the cross-section size of the fluid connections.

The hole sizes of the line connections to the engine may are minimum values.

Circulating watercircuit

Due to the limited suction- and pressure resistance of the coolant pump("Water pump") the total line resistance, including cooler and armatures, mustbe kept at

∆pRohrsystem ≤ 0.5 bar

.

Sea watercircuit

Tab. 37: Intake and delivery side

Raw water

Intake side Delivery side

BFM1013M/C –0.2 bar 1.0 bar

BFM1015M/C –0.2 bar 2.0 bar

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The specific pipeline resistances correlated with the volumetric capacities andthe rated pipe widths can be found in the nomogram Fig. 101:. The absoluteline resistance is the product of the specific line resistance and routed linelengths.

Fig. 101: Pressure loss in smooth water pipelines

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From the following table, equivalent pipeline lengths can be foundin [m] for valves and fittings:

Tab. 38: Pipeline lengths

If the sum of the resistances from lines, valves and fittings, and coolant heatexchanger is greater than the available delivery head, then the line diametersare to be increased.

Example Pipeline length between cooler/engine/cooler: 4.5 mNumber of 90°- pipe bends: 7Rated pipe widths: 32 mmCoolant flow: 167 l/min

1. From the nomogram follows at the crossing point "Fluid flow/Pipe diameter”the flow velocity v = 3.5 m/sec, and the flow resistance ∆p = 51 (mWS/100m pipe).

2. From the table, it follows for a pipe bend (90°-cast elbow) with rated width32 mm, an equivalent pipeline length between0.8 m and 2.4 m.chosen surrogate length 1.2 m.

3. Entire surrogate length for 7-pipe bends:7 x 1.2 m = 8.4 m.

4. Overall calculated pipeline length:8.4 m + 4.5 m = 12.9 m.

5. Flow resistance:∆p = 51 x 21.9/100 = 6.5 mWS = 0.65 bar

6. ∆p > ppermitted, thus execute a new calculation with rated width 50.

Rated width [mm] 25 50 65 80 100 125 150 200 300 400 500 600

Intake basket with footvalve

3 5.9 8 10 13 16 19 26 39 52 65 79

Slide valve 0.2 0.4 0.6 0.8 1.1 1.4 1.9 2.9 5.6 8.9 13 17.4

Flap trap 1 2.3 3.4 4.5 6.4 8.9 12 18 34 54 77 105

Free-flow valve 0.5 1.2 1.5 1.8 2.2 2.9 3.7 5.4 9.2 14 18 22.4

Slanted seat valve 2 4.1 5.5 6.8 8.5 10 11 13 16 18 20 22

Normal valve 3 7.5 11 14 20 28 37 57 108 173 250 336

Corner valve 3.5 7.2 10 13 17 23 31 49 95 148 207 276

Elbow 90° R = 4d 0.3 0.7 0.9 1.2 1.5 1.9 2.3 3.2 5.7 8.6 12 15.7

Elbow 90° R = 3d 0.5 1.1 1.4 4.7 2.2 2.8 3.5 5 8.5 13 18 23.7

Cast forms 90° 0.8 2.4 3.4 4.5 6.3 8.9 12 18 34 53 74 97

Sheet metal elbows 90° 3 5.4 7.5 9 11 14 18 26 48 77 111 146

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8.4.2 Pipeline designs

Commercially available steel piping is to be used for engine coolants(seamless, not zinc-plated), which are to be de-scaled on the inside afterbending and welding (pickling process, rinsing).

The pipes are to be crimped on the end (as per DIN 71550) to produce apermanent and tight rubber sleeve connection.

Fig. 102: Crimps and pipe joints

Tab. 39: Crimp

Fig. 103: Elastic screwed pipes

a in [mm]

4 6 6

d2 [mm] 12…22 25 28…80

d1 [mm] d2 + 1 d2 + 1 d2 +2

d2 d1

a

d2

≤ 1.5 × d2

≤ 1.5 × d2≤ 1.5 × d2

d2

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To represent elastic pipelines, sleeve combinations can also be usedaccording to the previous figure. They should be arranged as parallel to thecrankshaft as possible.

As an alternative, similarly formed rubber parts for radial and axial lengthcompensation can be used.

Well-known manufacturers of these form parts and hoses are:

Dawson/Rickal Co. 56414 SteinefrenzContinental Co. 30165 Hannover 1Matzen und Timm Co. 22525 HamburgMöllerwerke Co. 33602 Bielefeld

The materials for rubber muffs, molded parts, seals, and corrugated pipelines(without internal wire spirals!) for coolant conducting lines must be resistantagainst corrosion-proofing oil, antifreeze, and Diesel fuel; also, they must betemperature-proof between -20 °C and +110 °C(DEUTZ factory standard H3401).

Raw water lines (Sekondary cooling circuit) must be made of corrosion-proofmaterial (see Chapter. 8.3.3.3 "Raw water lines").

8.4.3 Line routing

When routing pipelines, it must be ensured that there are no air pockets in thecoolant system.

At the positions where air pockets could form, venting lines are to beconnected which are routed continually rising up to the compensator reservoir.

To drain the system, drain valves are to be installed at the lowest point in thecoolant system.

Attention

For raw water cooling as well as for keel cooling screw connections mustbe provided by the ship yard, ahead of engine input and after engineoutput, in order to facilitate inspection of the cooling system at initial start-up, as well as for future inspection and maintenance work.

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8.5 Designing cooling systems

Partly new cooling systems have been developed for Deutz-Marine Engines.In order to achieve satisfactory cooling performance it is necessary for coolingsystem calculations to use, exclusively, data set forth in the installationguide lines.

1013M For the prevention of coolant overheating in the exhaust gas system, a partialquantity always flows from the engine through the exhaust gas track directlyback to the coolant pump. Therefore, calculations for heat exchangeaccording to installation guide line must be based on the coolant quantityactually flowing through the heat exchange device.

A temperature difference in the heat exchanger of 6 - 10°C is to be expected.

Opening start of the thermostat located at the coolant exit from the engine is87°C, i.e. mean coolant temperature is appr. 95 °C.

On charge-cooled engines BF4/6M1013MC/P the charge air is cooled in aseparate coolant circuit (if required by means of a separate drive and/or fuelcooler). The required data for cooling of the air circuit is shown in separatetables 34 and 36. Naturally, this circuit requires its own compensation tankwith compensation conduit and venting outlet.

1015M This engine series is equipped with a multi-parallel cooling system. With thiscooling system it is possible to perform cooling of the engine as well as chargeair cooling with one coolant pump and one heat exchanger:

The feed quantity of the coolant pump is divided in 4 individual flowtracks, one through the engine, one each through the two exhaust gastracks, and one through the heat exchanger. The coolant thermostat(opening start 79°C) is placed ahead of the heat exchanger.

Since only a portion of the coolant flows through the heat exchanger, thetemperature difference must be correspondingly large in order to dissipate theamount of heat stated in table 33. This temperature difference (max. 60°C atfull load of corner performances) is required in order to supply sufficientlycooled coolant to the charge air cooler. Reason:

In order to obtain an optimized exhaust gas quality for compliance withapplicable exhaust gas rules and regulations, the charge airtemperature after cooling, at full load with standard conditions, must notexceed 60°C.This can be achieved only with a large temperature difference of thecoolant.

After the heat exchangers the coolant of low temperatures is again combinedwith the coolant of high temperatures returned from the engine and from theexhaust gas tracks, and jointly directed to the coolant pump.

At partial load and/or low external temperatures the charge air temperaturecould be higher. This reduces the generation of white smoke during the warm-up phase, and during operation at low load with low temperatures.

The mean coolant temperature ahead of the heat exchanger is eatimated atappr. 90°C.

An engine oil cooler can be inserted into the conduit leading from heat

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exchanger to engine. In order to observe the maximum permitted pressureloss of 0.5 bar between engine intake and engine exit it could by necessary toprovide a bypass.

8.5.1 Technical specifications

Tab. 40: Technical data for dimensioning of cooling systems

Note:maximum loading temperature 50°C

BF4M1013M/C BF6M1013M/C BF6M1015M BF6M1015M/C BF8M1015M/C

max. permitted coolanttemperature in engine(Measuring point) [°C]

WarningShut-off

105113

105113

103108

103108

103108

max. engine exit temp. tocooler [°C]

105 105 98 98 98

mean engine exit temp. tocooler [°C]

95 95 90 90 90

expected temp. differencecooler on/off [°C]

6 - 10 6 - 10 50 50 50

max. permitted pressureloss in coolant circulation

[bar]0.5 0.5 0.5 0.5 0.5

max. permitted pressureloss in raw water circulation

[bar]

Intake side 0.2 0.2 0.2 0.2 0.2

Delivery side 1 1 1 1 1

Coolant quantity in engine

with keel cooling [l] 11 14

without installedcompensation tank

18 38 43

with installed compensationtank

43 63 68

Cooling water quantity withraw water cooling [l]

21 26 28 50 55

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Fig. 104: BF6M1015M Keel cooling

Coding in schematicdiagram

Connection size mm Description

B 52 50 Coolant intake

B 53 50 Coolant exit

B 62 20 Compensation conduit

B 63 8 Venting line

B 109 20 Return from heating

B 110 22 Inlet to heating

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Fig. 105: BF6/8M1015MC Keel cooling






B 63 8 Venting line



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Fig. 106: BF6M1015M Raw water cooling






B 63 8 Venting line



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Fig. 107: BF6/8M1015MC Raw water cooling






B 63 8 Venting line



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8.5.2 Heat quantity to be dissipated

Tab. 41: Heat quantity to be dissipated


NOTE:For engine 1013 with charger air cooling, additional heat quantities mustbe dissipated. Please note Table 42.

Engine type Power Heat quantity to be dissipated in cooling waterin [kW] at full load and speed in [rpm]

2300 2100 1900 1800 1500

BF4M1013M A 70 68 64 61 52

B 84 81 76 69 60

Unit – – – 70 67

BF4M1013M/C A 86 78 71 68 61

B 101 91 82 83 73

Unit – – – 86 78

BF6M1013M A 108 98 88 85 76

B 127 114 103 100 91

Unit – – – 105 101

BF6M1013M/C A 130 115 106 103 91

B – – – – –

Unit – – – 124 115

BF6M1013M/C/P A 144 128 116 111 100

B 171 152 136 132 111

Unit – – – – –

BF6M1015M A – 176 168 158 141

B – 197 190 180 160

Unit – – – 180 160

BF6M1015M/C A – 275 260 240 220

B – 360 310 290 260

Unit – – – 315 280

BF8M1015M/C A – 375 350 330 290

B – 480 410 385 340

Unit – – – 425 370

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8.5.3 Additional heat quantities to be dissipated for 1013with charger air cooling

Tab. 42: Additional heat quantities to be dissipated for 1013 with charger air cooling


Engine type Power Separately in the charger air system, theadditional

heat quantities to be dissipatedin [kW] at full load and speed in [rpm]

2300 2100 1900 1800 1500

BF4M1013M A – – – – –

B – – – – –

Unit – – – – –

BF4M1013M/C A 26 25 23 22 19

B 30 29 28 25 23

Unit – – – 26 24

BF6M1013M A – – – – –

B – – – – –

Unit – – – – –

BF6M1013M/C A 36 35 32 30 27

B – – – – –

Unit – – – 37 34

BF6M1013M/C/P A 43 42 39 37 30

B 52 48 44 40 34

Unit – – – – –

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8.5.4 Circulating amount of water in cooling circuit

Tab. 43: Circulating amount of water in cooling circuit

8.5.5 Circulating amount of water in sea water cicuit orcharge air circuit

Tab. 44: Circulating amount of water in sea water circuit

Engine type Circulating amount of water in cooling circuit withsea water cooling or keel cooling

in [l/min] at full load and speed in [rpm]

2300 2100 1900 1800 1500

BF4M1013M 170 155 145 140 120

BF4M1013M/C 170 155 145 140 120

BF6M1013M 170 155 145 140 120

BF6M1013M/C 170 155 145 140 120

BF6M1013M/C/P 170 155 145 140 120

BF6M1015M – 120 109 103 86

BF6M1015M/C – 120 109 103 86

BF8M1015M/C – 150 135 130 110

Engine type Circulating amount of water in sea water circuitin [l/min] at full load and speed in [rpm]

2300 2100 1900 1800 1500

BF4M1013M 160 145 135 130 110

BF4M1013M/C 160 145 135 130 110

BF6M1013M 160 145 135 130 110

BF6M1013M/C 160 145 135 130 110

BF6M1013M/C/P – – – – –

BF6M1015M – 350 320 300 250

BF6M1015M/C – 350 320 300 250

BF8M1015M/C – 500 450 430 360

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8.6 Heating

Heat from the liquid-cooled DEUTZ diesel engines can be used to heat thedriver cabin or guest rooms.

The engine coolant is routed directly to the heat exchanger and the heat isgiven off directly to the environment (direct heating).

As an alternative, the engine heat can be transferred to an intermediate heatexchanger (transfer cooler) into a separate heating circuit with heatexchangers (indirect heating). Heating leaks do not thus endanger the enginecooling.

8.6.1 Direct heating

The engine fluid impinges the heat exchanger directly. Heat exchangers forheating include:

• Convectors,• Cooler network with convectors.

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Connecting up the heat exchanger for heating to the engine cooling system isshown in the following figure.

Fig. 108: Engine coolant circuit, direct heating

1 Heater fan and heat exchanger2 Convectors3 Return line, heating M26 × 1.54 Inlet5 Thermostat6 Outlet7 Fluid pump8 Engine oil cooler9 Heating connection M30 × 2

21

3 4

5

6 78

9

2

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The engine fluid quantities at maximum rated speed are listed below forheating systems.

These quantities result from the listed resistances on the fluid side of theheating system, thus for heat exchangers including pipelines, valves andfittings, auxiliary heating, and if necessary, throttle.

Tab. 45: Engine fluid quantities

Because the listed quantities cannot be exceeded, the specified resistancesare minimum values.

In order to influence the even coolant distribution in the engine circuit andheating circuit appropriately (e.g., when flow resistance of the heating circuitis significantly lower than the flow resistance of the engine), a throttle must beinstalled on the inlet of the heat exchanger for heating (as an alternative, onthe outlet or inlet of the engine).

For the throttle design, please contact the installation service.

Pipeline diameters are to be determined according to specification, the flowspeed of the coolant of 4 m/sec cannot be exceeded.

Recommended pipeline diameter of 20 mm (interior width) up to approx. 10 mtotal pipeline length. For longer pipelines, contact the installation service.

For long heating pipes, the additional flow resistances are to be considered.They could require an additional pipe diameter increase.

For engines with integrated cooling system, the size of the compensatorreservoir was designed for a certain, circulating coolant quantity.

It is recommended to install a compensator reservoir for heating systemswhose coolant filling requires more than 10 litres.

Engine

Max. engine fluidquantities for

heating in[l/min]

Min. resistance ofthe heating system

in[bar]

Engine rated speedin

[rpm]

BF4/6M1013E/C 18 1.1 2300

BF6M1015M/C 40 0.7 2100 min-1

0.57 1900 min-1

0.52 1800 min-1

0.31 1500 min-1

2100

BF8M1015M/C 50 2100

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8.6.2 Indirect heating

A transfer cooler is installed in the engine coolant circuit where the engine heatfrom the engine coolant is transferred to the heating circuit fluid.

Fig. 109: Engine coolant circuit, indirect heating

1 Compensator reservoir2 Heater fan3 E-pump4 Inlet5 Thermostat6 Outlet7 Fluid pump8 Engine oil cooler9 Heating connection M30 × 2

All specifications for the flow resistance as well as line diameter for the transfercooler/engine circuit correspond to the specifications inTable 45.

The design of the pipeline diameter of the heating system including valves andfittings and heat exchanger for heating (heater fan) are to be adjusted to theelectro-motor fluid pump used and their characteristic values.

The heating circuit transfer cooler/heat exchanger for heating must beequipped with a compensator reservoir with venting and release valves.

1

2

3

4

5

678

9

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8.6.3 Heating connections

Fig. 110: Heating connections 1013

M/C

/PM

/C/P

M/C

/PB

F6M

1013

BF

4M10

13

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6C

yl.

8C

yl.

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8.6.4 Heat exchanger for heating

The heat exchanger for heating including warm air fan can be designed byspecialised companies.

When dimensioning the heat exchanger for heating, it must be observed thatthe coolant tap on the engine only has a limited coolant quantity available(e.g., 18 l/min at BF4M1013M).A 30 °C temperature drop in the coolant is permitted between inlet and outletat the heat exchanger for heating at maximum engine power.

If the heating is designed so that it can dissipate more heat with the availablequantity of coolant, the engine cannot reach its appropriate temperaturedespite a closed thermostat. This must be avoided by proper heatingdimensioning.

If the entire engine coolant heat should be used for heating, the heatexchanger for heating must be switched in parallel to the cooler for the enginecoolant. The coolant flow must be controlled via a temperature-controlledchangeover-switch either via the heating cooler or engine coolant cooler. Thefull coolant flow is then available for the heat exchanger for heating. Only amaximum of 8 °C temperature drop of the engine coolant is permitted.This type of heating system is only reasonable when the engine is primarilyused at full power. It is advisable to contact the installation service.

8.6.5 Auxiliary heating

1015 The driver cabins or rooms are heated with auxiliary heating during enginestand still.

The auxiliary heating system is connected in series in the fluid circuit of theheating system, and the coolant is heated as needed. An electric auxiliarypump provides the coolant circulation, so that the engine can also be heateddepending on how it is switched.

The heat of the auxiliary heating system is generated by burning diesel fuel.The auxiliary heating is thus a complex system and requires careful installation(exhaust system, combustion air system, electrical system, fuel supply, …).

When installing this kind of auxiliary heating, the manufacturer instructionsmust be followed.

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8.7 Engine pre-warming

8.7.1 Engine 1013

Coolant pre-warming can be provided by a heating element 230 V/820 W.It should be installed according the following figure.

Fig. 113: Engine pre-warming 1013

Thermostatic regulation is not used, because overheating does not occur atthis heating capacity.

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8.7.2 Engine 1015

Coolant pre-warming is provided by an external unit with 230 V/2 kW heatingcapacity.

Installation and connecting to the engine is done by the shipyard or the engineinstaller.

The unit is not supplied by DEUTZ. It has to be ordered separately from themanufacturer (e.g. IKL Anlagentechnik, P.O. box 1349, D-42757 Haan/Germany,Phone (0 21 29) 5 10 51).

8.7.2.1 IKL-pre-warming unit

Function The electro-circulation pump installed in the pre-warming unit pumps theengine water in the circuit through the electro-flow heater and cooling watercircuit of the diesel engine when the diesel engine is stopped.

The engine water is heated with a constant amount of heat. The desiredtemperature is pre-selected from the installed 10…120 °C adjustable controlthermostats (design T2 + T3).

After switching the diesel engine on again, the pre-warming unit shuts offautomatically. The non-return valve installed in the unit closes. When thediesel engine stops again, and the temperature drops below the pre-selectedlevel, the engine is again supplied with constant heat.

The control thermostat installed as limiter in the setting range of10…120 °C serves as safety regulator. It protects the pre-warming unit fromexcessive temperatures (design T1 + T2).

The T3 design is also equipped with an under-temperature limiter as well asover-temperature protection.

The IKL-pre-warming unit of the series 7302 is switched in two stages. Unitsof the series 7303 and 7304 are switched in three stages.

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Fig. 114: Electric pre-warming unit for water

1 Terminal box2 Pump with drive motor3 Depletion G½4 Automatic venting5 Check valve

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Fig. 115: Engine and pre-warming unit

1 Pipe 18×2, or hose 19×26×…2 Pipe 22×2, or hose 22×29×…

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8.8 Gearbox oil cooling

8.8.1 Cooling with raw water

Install the gear box oil cooler, possibly fuel cooler. etc., in raw water circuitafter engine.

8.8.2 Keel cooling

8.8.2.1 1013

with charge air coolerGear box oil cooler after charge air cooler in 2nd circuit.

without charge air coolerInstall separate pump, or direct hull cooling of gear box oil.

8.8.2.2 1015

Only gear box oil cooler in the line from hull cooling to engine, with a parallelthrottle, if the cooler is not dimensioned for the entire coolant quantity. Max.coolant temp. in this case 50 °C.

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Cooling capacityFresh water

Tab. 46: Cooling capacity for ship gearbox, fresh water

Formula 21: Cooling capacity, fresh water

Cooling capacityRaw water

Tab. 47: Cooling capacity for ship gearbox, raw water

Formula 22: Cooling capacity, raw water

EnginepowerPeng

Cooling capacityFresh water

Pg

Fresh waterthroughput

(cp = 1.0 Wh/kgK)

Engine in [kW] in [kW] in [kcal/h] in [l/min] at 60/75 °C

BF4M1013M/C 118 4.4 3805 4.9

BF6M1013M/C 195 7.3 6288 8.1

BF6M1015M/C 330 12.4 10641 13.8

BF8M1015M/C 440 16.5 14187 18.3

Pg = Peng × 0.03 × 1.25

EnginepowerPeng

Cooling capacityRaw water

Pg

Raw waterthroughput

(cp = 1.0 Wh/kgK)

Engine in [kW] in [kW] in [kcal/h] in [l/min] at 60/75 °C

BF4M1013M/C 118 7.1 6088 2.7

BF6M1013M/C 195 11.7 10060 4.4

BF6M1015M/C 330 19.8 17025 7.5

BF8M1015M/C 440 26.4 22700 10.0

Pg = Peng × 0.03 × 2.0

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9 Lubrication system

9.1 General

DEUTZ engines have a compressed oil circulating lubrication. The oilpressure and the oil flow ensure engine lubrication and a not inconsiderablepart of the engine cooling.

Changes to the lubrication oil or cooling oil system require the approval of theDEUTZ head office.

Standard filterreversible dual filter

Non-classified engines are equipped with a lubricating oil filter cartridgemounted directly on the engine. For classified engines, or for requiredreversible dual filters, a reversible dual filter is installed separately on theengine by DEUTZ, or is furnished separately to be installed in the ship withconnecting hoses.

Attention! All hose connectors are of identical thread!When disconnecting hoses, e.g. for lowering theengine by crane, for reconnection the indicatingarrows on connection piece and/or filter, resp.,must be observed!After disconnecting the hoses the open connectionfittings must be plugged immediately!Strict cleanliness is of utmost importance!

Note:When using a separate dual filter with hose connection theshipyard/installation firm must provide and install a self-made drip panbelow the filter. Such pan is not furnished by Deutz.

If the filter must be moved to another place for reasons of space or anotherfilter should be used, it is necessary to contact DEUTZ for filter authorisation.

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Fig. 116: Reversible lubrication oil filter as example 1013

9.2 Partial flow fine filter

The head office must be contacted if a partial flow fine filter is subsequentlyinstalled on the engine.Because circulating quantities and pressures are carefully matched in thelubricating oil system, there is the danger of affecting the injection oil pistoncooling with subsequent filter mounting. The engine guarantee can only beupheld if these types of mounting are only carried out in co-ordination with thehead office.

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9.3 Changing the oil level markings for tiltedengine mounting

The oil level must be checked when the engine is horizontal.The permitted deviation: 2°.

If an engine is stationary mounted in a permanent tilted position, the oilmeasuring stick must be adjusted to the tilted position. I.e., the maximum andminimum must be marked again.Determining the new markings is performed most appropriately as follows:

• Set up the engine horizontally before installing it at a tilt.• Fill oil up to the "Min.” mark, and keep a record of the filled-in oil quantity.• Fill oil up to the "Max.” mark, and keep a record of the difference of oil

quantity.• Solder the markings onto the oil measuring stick.• Install the engine into the tilted position with the maximum oil filling.• Insert the dry oil measuring stick and mark the wetted level with an

indentation.• Drain the max/min oil quantity difference, i.e., the measured minimum

quantity must be present in the engine.• Insert the dry oil measuring stick and mark the lowered wetted level with an

indentation.

When starting up, proceed as specified in the operating instructions.

Remark: For oil pans corresponding to BS9201 and 9202 the dip stick markingdoes not have to be changed up to an installation incline of 10° flywheelhigh/low.

9.4 Pre-lubrication

Normally, pre-lubrication prior to start-up is not required for engines 1013Mand 1015M. If pre-lubrication is necessary for special applications (e.g.immediate standby application, or emergency power generators for long-termoperation), a pre-lubrication device can be mounted on engines 1015M, onconnection point B 151 (thread M18x1.5). Oil for pre-lubrication is taken fromthe oil pan, at the oil drainage screw. A check valve must be provided in thepre-lubrication device.

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10 Speed adjustment

The speed adjustment for main drive engines is normally done with a Bowdencable. It must be routed in a generous arc and must not touch hot components.

Tab. 48: Permitted forces/moments at the adjustment lever stop

Engine

Moment on thespeed adjustment lever

in [Nm]

Moment on theshut-off lever

in [Nm]

BF4/6M1013M/C 5.0 1.5

BF6/8M1015M/C 5.0 5.0

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10.1 1013

10.1.1 Large-scale speed adjustment range (Main drive)

Fig. 117: Speed adjustment 1013

1 speed adjustment lever1a Idling1b Full load2 Stop lever3 In operation

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10.1.2 Small speed adjustment range (Aggregate)

Fig. 118: Fine speed adjustment 1013

For installation of an Add-on-Regulator (e.g. Barber Colman) a nominal speedregulator must be provided with reinforced shaft bearing of the stop lever. Fornominal speed regulation this design provides an automatic protection againstexcessive speed [RPM].

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10.2 1015

10.2.1 Large-scale speed adjustment range (Main drive)

Fig. 119: Bowden cable engine 1015

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10.2.2 Small speed adjustment range (Aggregate)

Aggregate engines of series 1015 are furnished exclusively with electronicGAC regulator. This regulator type provides good regulation quality coveringprolonged operation time at small P grade.

The regulation unit is composed of an electronic control device (to be mountedseparately in a control box within the engine room), of an induction-type RPMsensor (mounted on the SAE housing, thread M 16 x 1.5, of a magnetic valvein the fuel line (for excessive RPM protection), and of an electro-mechanicalactuator mounted on the injection pump.

10.2.2.1 Control unit

ESD 5500 E

Fig. 120: GAC regulator

The control unit ESE 5500 CE performs the following functions:

- Single-, or Parallel operation- Isochroner (P degree = 0%), or P degree operation (droop)- Fixed RPM- or All-RPM regulation- Adjustable idling (idle)- Connection for synchronizer, load regulator, RPM ramp, ect.- Supression of resonance vibrations (soft coupling)- Starting fuel quantity

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The control unit's terminal strip is provided with 14 terminals, labeled withletters A thr. P.

1) A - B Actuator, 12 V or 24 V design.2) C - D RPM sensor (Pick Up)3) E - F Power supply. Install a fuse of 8 A in the + lead.4) G - H - J RPM potentiometer5) K - L Switch open: Motor runs isochron

(P degree 0)Switch closed: Motor runs at P degree (Droop)For selection of the P degree the switch must be closed.

6) G - M Switch open: Motor runs at nominal RPMSwitch closed: Motor idles at low speed.The switch must be closed for selection of low idling.

7) N Connection (Aux) for auxiliary modules (load distribution,LDA)

8) P Power supply for auxiliary modules (10 V output)

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Fig. 121: GAC regulator, terminal strip

10.2.2.2 RPM sensor, excessive speed protection, and actuator

RPM sensor, magnetic valve for excessive speed protection, and actuator aremounted on the motor.

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10.2.2.3 Cable routing

Cables are to be routed as shown in fig. 117.Additional cable shielding must be provided if interference fields are present.Basically, the following leads must be shielded over their entire length: RPMsensor leads to terminals C and D, and actuator leads to terminals G and H,or A and B, resp. The shielding must be insulated in order to assure absenceof uncontrolled connection with mass. Sometimes regualtion can be interferedwith from interfering signals. Only the shielding ends on the regulator are to beconnected with the installation, the opposite end has to remain free.During operation the actuator cable must never be separated!

The following minumum cross sections [mm2] are required for major cableconnections:

Terminals < 6 m > 6 < 10 m

A - B to actuator 1.5 2.5

E - F to battery 1.5 2.5

C - D to RPM sensor 2 x 2.0 mm2 shielded

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11 Sound insulation andsounddamping

11.1 General

The noise of a diesel engine is composed of many individual noises together.For example:

• the intake and exhaust noise,• the injection, combustion, valve drive, wheel drive, and bearing

noise as well as• the ventilator noise.

The diesel engine radiates noise through its entire surface and transmits thesefurther via all joints and bedding to the hull.The noise level increases with increasing engine speed.

The total of all noise emissions from all machines located and being operatedin one room: Engines, motors, drive tranmissions, ventilators, compressors,pumps, etc., generate a noise level which is further amplified by the reflectionfrom the enveloping walls, floor, and ceiling. The generated noise is partlytransmitted through the walls and thus radiated into neighboring rooms. Thenoise generated by the machines in this room is conveyed in the form ofairborne noise through the walls into neighboring as well as to other rooms inthe building, through building foundation, floor, ceiling, and rigidly mountedpipelines.

With the use of engines as main drives of ships the propeller represents aconsiderable source of noise. The propeller-generated vibration noise isconveyed as airborne noise, similar to the machine-generated noise describedabove.

Noise abatement measures are to be taken into considaration already at theoutset of engine application planning; noise abatement after installation, ifpossible at all, would be extremely expensive.

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11.2 Sound insulation

This is the most important acoustic measure and means the extensiveacoustic isolation of the noise sources from the environment. This can beachieved by separating walls, enclosure of the engine, and structure-bornnoise insulation, depending on type of mounting.

Airborne noise insulation can be achieved initially through utilization of elasticcomponents, such as engine bedding pads.

Separating walls and enclosure should either be structurally insulated(elastically attached) to the engine, or dampened. Sound absorbing materialmust be attached to the engine. Enclosures must be sealed as well aspossible; ducts for operating elements and supply lines to the engine must besealed off.

To increase the insulating effect of enclosure walls, it is recommended tomake them from sandwich plates or from plastic, or to coat them with sound-absorbing masses (layer thickness 3 x plate thickness), or heavy layer mats.

Ahead of engine room ventilators, or at the intake of cooling/ventilating unitsdirect noise radiation can be effectively abated by the use of deflecting ductsrather than straight ones. It must be noted that the supply duct is designedlarge enough so that the cooling air loss remains reasonable.Such ducts are to be covered with sound absorbing material (damping).

Analogous arrangements must be made for the exhaust ducts and scavengingair ducts in enclosure designs.

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11.3 Sound absorption

Uninhibited reflection on the walls can increase the effective sound level inspaces or enclosures. This could require additional absorption measuresunder certain circumstances.

In order to degrade the vibrations, and thus the noise emissions from walls andother large surfaces, the latter are to be subjected to appropriate noiseabsorption measures.

An important part of sound absorption is the inner lining of the enclosure withfoam or fibrous materials, whose surfaces can be covered with a perforatedplate.

Exhaust gas noise and cooling ventilator noise are the most prominent amongthe noise portions emitted to the environment of the engine room. In order tocomply with noise-limiting rules and regulations it is necessary to install noiseabsorbing devices on all engine room openings, such as air intake andexhaust apertures. The following principle of acustics is applicable, inapproximation, to establish the reduction of noise level:

Formula 23: Acustic principle

Lnx (dB) = Ln1 + 16.6 x lnA1

Ax

Lnx (dB) : Noise level in distance Ax (m)

Ln1 (dB) : Noise level in distance A1 (m)

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11.4 Material for sound insulation and soundabsorption

The subsequent material example offers both sound absorption and soundinsulation in its structure and mass.

Sound insulation • Sound-absorbing masses, sprayed-on; thickness of the sound-absorbingmasses max. 3 x plate thickness

• Heavy mat, glued on• Sandwich plate• Plastic plates• Double wall construction of enclosures

Sound absorption • Foam, at least 20 mm thick or stronger for air supplies, permanently gluedor mechanically secured.

• Fibre or foam, prevented from pouring out, and protected against spongingof moisture, by plastic foil retained by a perforated plate with 20 to 25 % ofperforation.

Sound isolation • Decoupling via elastic beddings or connecting enclosure walls with elasticelements.

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For the insulation of vibrations, e. g., of the floor of operator cabins, mats madeof jute felt with heavy-gauge rubber sheets can be provided.

Tab. 49: Absorption materials

Material Installation location Composition

Sound-absorbingmasses,

Large surface plates andcovers

Foam, openpores

Air supply and exhaustducts

Foam, filmcoating

Engine room

Fibre material(rock wool)

Engine room, drivercabin

Floor coating Drive cabin

Absorptionmats

Separating walls

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11.5 Additional measures for enclosing theengine

The sound insulation has high heat insulation which must be considered whendealing with heat dissipation.

The internal temperatures of an engine enclosure can increase dramatically,therefore the temperature resistance of useable construction elements andengine attachments must be observed.

For the thermal relief of the engine room, it is recommended to use forced airventilation with an additional fan, or to use appropriate installation measureson the air supply and exhaust lines of the engine.

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12 Electrical system

12.1 Batteries

For electrically started engines, very high current surges are required from thebattery while starting. The batteries must be capable of delivering this current.

For cold starting, low temperature test current is decisive, in addition to thebattery capacity (see DIN 43539, section 2). The specifications are indicatedon the battery.

Highly reliable low temperature test currents are allocated to the starters. Inthe following table, this allocation with battery size specifications are entered.

Use of batteries with cold testing current higher than recommended results inreduced life expectancy of the starter, damages of starter pinion and/ortoothed flywheel ring are to be expected. Cold starting is worsened withinsufficient low temperature test current.

The environmental temperature of the batteries may not exceed a max. of60 °C.

Batteries must be installed with easy accessibility for maintenance work,unless maintenance-free batteries are used.

Batteries must be mounted so that movement is not possible.

The battery mounting space must be well ventilated. Mounting of electricalswitch gear in the environment of batteries is not permitted, due to possiblesparking with subsequent danger of explosion.

Maintenance regulations and further instructions are to be found in themanufacturer’s specifications.

Note:Unless furnished by Deutz, all open electrical connections are to beshielded with protective covers, such as caps, etc.

12/01 12 - 1


12 - 2 12/01

Electricalsystem

12

Allo

cation

of

batteries

and

dim

ensio

nin

go

fstarter

battery

cables

leadin

gto

variou

sstarters

Tab.50:A

llocationofstarters

andbatteries,and

dimensioning

ofstarter/batterycables

*=

The

battery'scold

testingcurrentis

higherthan

permitted

forthe

specificstarter.T

hereforethis

batteryshould

notbeused

inconjunction

with

thecorresponding

starter.Ifbatteriesofhighercapacity

arerequired

fortechnicalreasonsitis

necessaryto

usecorrespondingly

longcables,in

ordertocom

plyw

iththe

rulesfor

maxim

um/m

inimum

totalresistanceofbatteries

andcables.T

hecable

lengthslisted

inthe

tableare

approximations

only,theprescribed

resistancehas

priority.Com

pliancehas

tobe

ascertainedthrough

resistancem

easurement,ifrequired.

**=

The

shortcircuitcurrentat20°Crepresents

them

aximum

occurringstarter

current.The

cablecross

sectionis

determined

bythis

value.

Startertype

andperform

ance

in[kw

]

Nom

inalvoltage

in[V

]

Perm

ittedbattery

capacityat

27°Cin

[Ah]

Battery

coldtesting

currentacc.to

DIN

43539/2at

18°Cin

[A]

Battery

coldtesting

currentacc.to

SA

E,

BC

I,orD

INE

N50342

in[A

]

Starter

shortcircuitcurrentat20°C

**in

[A]

Minim

um/M

aximum

permitted

totalresistance

in[m

Ω]

RB

att +R

feederline

Cable

lengthM

in./Max.in[m

]with

alead

crosssection

in

[mm

2]of

3550

7095

120

IF3.0

(1013)12

88110143176*210*

395450570790*700*

660750950

1320*1160*

11501150125014801325

3.1-

4.73.1

-4.7

3.1-

4.73.1

-4.7

3.1-

4.7

Current

loadtoo

high

0.0-

1.40.3

-2.4

1.4-

3.51.0

-3.1

0.0-

1.90.4

-3.4

1.9-

5.01.4

-4.5

0.0-

2.60.5

-4.5

2.6-

6.61.9

-5.9

0.0-

3.30.6

-5.8

3.3-

8.42.4

-7.6

IF4.0

(1013)24

6688110170210*

300395450600700*

500660750

10001160*

9401050110011001100

8.4-

12.08.4

-12.0

8.4-

12.08.4

-12.0

8.4-

12.0

0.0-

1.00.0

-3.5

1.0-

4.42.8

-6.2

3.5-

6.9

0.0-

1.40.1

-5.0

1.5-

6.34.0

-8.8

5.0-

9.9

0.0-

1.90.1

-7.0

2.1-

9.05.6

-12.6

7.1-

14.1

0.0-

2.60.1

-9.3

2.7-

11.97.4

-16.6

9.4-

18.6

0.0-

3.30.2

-11.9

3.5-

15.39.5

-21.2

12-

23.8

KB

5.4(1015)

24

88110143170*210*

395450570600*700*

660750950

1000*1160*

152016201760

6.8-

9.06.8

-9.0

6.8-

9.06.8

-9.0

6.8-

9.0

Current

loadtoo

high

0.0-

1.40.0

-2.8

Currentload

toohigh

0.0-

1.90.0

-3.9

1.9-

6.92.5

-8.0

4.0-

11.0

0.0-

2.60.0

-5.2

2.6-

9.13.3

-10.6

5.3-

14.6

0.0-

3.30.0

-6.6

3.3-

11.74.2

-13.5

6.8-

18.7

KB

6.6(1015)

24

110143176210*

450570790700*

750950

13201160*

160017502000

5.2-

8.45.2

-8.4

5.2-

8.45.2

-8.4

Current

loadtoo

high

Current

loadtoo

high

0.0-

1.90.0

-4.9

1.9-

8.00.9

-7.0

0.0-

2.60.0

-6.5

2.6-

10.61.2

-9.2

0.0-

3.30.0

-8.3

3.3-

13.61.5

-11.8


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12.2 Dimensioning the cables betweenstarter and battery

The calculation to determine minimum cross section values includes theconsideration of cable heat rise and total resistance of the system.

i For classified installations the following calculations are for informationonly. The values set forth by the individual classification groups havepriority.

12.2.1 Minimum cross section corresponding to cableheat rise

Calculated determination of the minimum cross section has to includeconsideration of cable heat rise at short-term permitted cable load of30 A/mm2 according to the following equation:

Formula 24: Cable cross-section

This minimum cross section q must not be reduced under any circumstance!

12.2.2 Required nominal cross section corresponding tototal resistance

The total resistance of the system is composed of internal battery resistance,resistances of feed lines, return lines, and connecting lines, and of transitionresistances.

Depending on starter size the total resistance Rtotal has to be present, themagnitude of which has to be taken from Tab. 50 on page 2. The individualresistances, thus cross sections, batteries, and cable lengths can be selectedso that the permitted range of total resistance is in compliance with thelimitations.

Ikq [mm²] =

IL=

Ik

30

Rtotal = Rbattery internal + Rfeed line + Rreturn line + Rconnection lines + Rtransition

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Calculation of internal battery resistance:

The internal battery resistance of a fully charged battery (PE = %) at 20°C canbe calculated from the cold testing current IKP noted on the battery acc. to DIN43539 (30 sec discharge time, 9 V minimum voltage per 12 V battery) (Valuesapplicable for lead acid batteries only):

For other than DIN 43539 values for cold testing current the internal batteryresistance must be amended accordingly.For indications according to SAE, BCI, and DIN EN 60095-1 (will be changedto DIN EN 50342) the cold testing current increases by factor 1.66, comparedto DIN 43539.On rare occasions IEC is indicated (60 sec. discharge time, 8.4 V minimumvoltage). For this the increase factor is 1.15 compared to DIN 43539.These factor are to be taken into account for each calculation of internalbattery resistance.

For 12 V systems RiBatt+20°C = 2400x(0.687/IKP)

For 24V systems RiBatt+20°C = 4800x(0.687/IKP)

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Calculation of cable resistance:

After the required cross sections corresponding to cable heat rise have beendetermined, the cable resistances can be determined from table 'Copper leadcross sections':

Tab. 51: Copper lead cross sections acc. to DIN ISO 6722 part 3, PVC insulation

* smaller ODs possible when using different insulation matter (Values inbrackets for material TPE-E, lead 13Y acc. to Deutz factorystandard 823 600-2, temperature-proof from - 40°C to+ 150°C, e.g. for engine cable harness).

** acc. to DIN VDE 0298, part 4.

Lead length for 2-pole cables normally used for marine application applies tothe + lead, the connection lead between batteries, andthe -lead.

Nominalcross section

[mm2]

Resistanceper m cablelength [mΩ/m] at 20°C

Diameter[mm]

Diameterincludinginsulation *[mm]

permitted permanentcurrent **[A] at environmental temp.

+ 30°C+50°C

0.751.01.52.5

24.718.512.77.6

1.31.51.82.2

2.5 (-)2.7 (2.1)3.0 (2.4)3.6 (3.0)

-192432

-13.51722.7

4610

4.713.141.82

2.83.44.5

4.4 (3.7)5.0 (5.0)6.5 (6.4)

425473

29.838.351.8

162535

1.160.7430.527

6.37.89.0

8.3 (8.0)10.411.6

98129158

69.691.6112

507095120

0.3680.2590.1960.153

10.512.514.816.5

13.515.51819.7

198245292344

140174207244

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Calculation of transition resistances:

Transition resistances differ considerably, they can not be globally calculated.Especially on installations with many transitions, or when utilizing a batterycut-off switch, these resistances can be determined only throughmeasurements.

Example: Nominal cross section of starter main line

Installed lead acid battery acc. to DIN 45539:

2 x 12V, 143Ah, IKP = 570A, IK = 1760A

(see table "Allocation starter/battery”)

Installed starter:

5.4 KW, 24V with perm. total resistance Rtotal = 6.80...9.00 [mΩ]

(see table "Allocation starter/battery”)

Cable length from battery to starter terminals:4.5mReturn line starter to battery: 1.0mTotal cable length: 5.5m

Cable cross section =? Lead resistance =?

a) Calculation of minimum cross section:

Minimum starter main line:

Selected: 70mm2

Ikq [mm²] =

IL=

Ik

30= 1760/30 = 58.6 mm2

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b) Calculation of nominal cross section:

From 70mm2 selected nominal cross section the cable resistance is takenfrom table "Copper lead cross section"

Rlead = 0.259 x 5.5 [mΩ/m x m = mΩ] = 1.425 [mΩ]

Transition resistance: Measured proof required; however,considered negligible.

Internal battery resistance: RiBatt + 20°C = 4800 x (0.687 / IKP)= 4800 x (0.687 : 570)= 5.785 [mΩ]

Total resistance: Rtot = RiBatt+20°C + Rlead= 5.785 + 1.425 = 7.210 [mΩ]

c) Result:

The total resistance is within limitations of the permitted total resistance of6.80....9.00 [mΩ] , i.e. the selected nominal cross section can be maintainedfor the cable length noted above.

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12.3 Starter

The starter is to be protected against water spray, oil, and excessivetemperature. A guard plate is to be provided.

For permitted permanent temperature of the starter housing (Pole housing)+ 100 °C must not be exceeded. The maximum permanent permitted housingtemperature of the starter's engaging magnet is also +100 °C.

Short-term temperature peaks up to +120 °C are permitted on both measuringpoints, 'short-term' is defined as maximum 15 min, and the total of suchoccurrences is limited to appr. 5 % of the total operation time.

Fig. 122: Diagram Starter 12V 3.1 kW single-phase, 24 V 4.0 kW single-phase

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Fig. 123: Diagram Starter 24 V 4 kW 2-phase, 24 V 5.4 / 6.6 kW 2-phase

Tab. 52: Explanation of descriptions in diagrams

Code No. Type of electrical component Application range

G 1H 2M 1P 4

S1S 18

GeneratorSignal lampStarterRPM indication, auxiliarypossibility via pick-upIgnition start switchSwitch

Power supplyLoad controlEngine startEngine

Engine startDisplay lighting

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12.4 Control line to starterand starter lock relay

12.4.1 Dimensioning of control line to starter (Battery -Start switch - Terminal 50)

Dimensioning of the starter control line can be selected from diagram (s. Fig.124:), if it is routed as one individual, separate lead between battery – startswitch - terminal 50.

Fig. 124: Dimensioning of starter control cable

Determining the cable cross section with knowncable length of the control cable- at temperatue function limit 100°C -

+100°CExample: Starter JF 12V 3 kWCable length 7m= cable cross section > 3.8mm2

(next standard cross section is 4mm2)

KB 24V 5.4 kW R=308mΩKB 24V 6.6 kW R=308mΩ

Length of control cable

Minimum cross section

Cab

lecr

oss

sect

ion

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12.4.2 Start block relay

The start-block relay prevents the single-tracking of the starter pinion with theengine running and protects the starter pinion and the ring gear from beingdestroyed. A start-block relay is always required if the engine cannot bedirectly heard or observed when starting, or with double engine systems. Themounting should be right next to the starter to keep voltage losses to aminimum at typical cable expenditure.

When selecting the time relay, it should be observed that restarting is onlypossible when the engine has stopped.

Permissible environmental temperatures of the starter-block relay: -30 °C…+75 °C

Relay positioning (installation position): Connections facing downward

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12.5 Generators

Generators are to be protected against heat radiation and spray water.

The highest permitted temperature of the generator is dependent on themodel. In general, the following highest values are applicable for thegenerators offered in our scope of delivery:

Tab. 53: Generator temperatures

* Generators are ready for operation at all electrical conditions at up to amaximum of 80 °C environment and air temperature

** Measuring point on the regulator: On Bosch systems letter "A" in labelGERMANY

Die Dimensioning of B+ and B- leads is determined by the maximum permittedvoltage drop of ∆Utot. = 0.8 V jointly for both leads.

With the maximum load current of the generator, via specific cable resistanceqR

from Table 51 "Copper lead cross sections", the required nominal crosssection can be determined.

Or one can calculate:

Maximum permitted length of the load line at

12V ≤ 5 m

24V ≤ 15 m

Max. housingtemperature

in [°C]

Cooling airtemperature

in [°C]

AC generator +90 +80 *

Regulator and AC generator,mounted

+130 ** –

Over-voltage protection device +60 –

qR = Rload lead / Llead =∆Utot. / (Iload current x Llead) mΩ/m lead

A [mm2] = ( Iload current [A] x Llead[m] x p [mm2Ω/m]) / ∆U [V]

With p = 0.0185

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Fig. 125: Diagram Generator 28V 55 / 80 A 2-phase

For code No. allocation see Tab. 52: Chapter 12.3

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12.6 Dimensioning variouscable cross-sections

For reason of tensile strength the cross section of control lines, lighting linesor power supply lines, resp., has to be at least 1.5 mm2.

Heat rise and voltage decay must be taken into consideration whendimensioning cable cross sections.

12.6.1 Lead dimensioning for heat rise

For the prevention of intolerable heat rise of cable leads, the following currentdensity S [A/mm2] must be complied with for all electrical conductors:

Minimum cross section q [mm2], which must not be fallen below, derives from:

12.6.2 Lead dimensioning for voltage decay

The cable lead cross section is calculated from the maximum permittedvoltage decay UVL [V] of 10% of current I [A], the specific electrical resistancep 0.0185 [Ωmm2/m], and the cable length [m]:

The so calculated cross section has to be rounded up to the next applicablevalue shown in Table 51 "Copper lead cross sections".

Cross sections below 1.5 mm2 are not permitted!

S < 30 [A/mm2] short-term consumers (e.g. Main starter cable)S < 10 [A/mm2] continuous consumption (e.g. Load line of generator)

q = I [A] / S [A/mm2]

A[mm2] = I [A] x p [Ωmm2/m] x L [m] / UVL [V] I = P [Watt] / U [V]

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12.7 AC generators

24 V-generators are peak-voltage resistant up to 300 V, 12 V generators arepeak-voltage resistant up to 200 V.

Voltage peaks from the generator are limited by Zener diodes to a maximumof 56 V.

With voltage resistant or zener diode protected designs, voltage peaks in thenetwork can occur without endangering the generator or the regulator, e.g.,during emergency operation without battery.

All generators and installation regulators furnished by DEUTZ are protectedagainst excessive voltage infiltrating from the board network.

Electronic components are being added to the power system in increasingnumbers. These electronic components are very sensitive to voltage spikescaused by generators or switching processes in the power system.

Thus it is necessary to connect inductive components, e. g. coils, relays, orsolenoids using a free-wheeling diode or a parallel resistor.

When connecting, e. g., the battery cables on the terminals of AC generators,correct polarity matching is of utmost importance (Generator B+ with the "+"phase of the battery, Generator D- with the "-" phase of the battery). Reversingthe polarity means a short-circuit and destruction of the power rectifier.Thus the generator does not function.

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12.8 Lifter solenoid

Lifter solenoids of Diesel engines serve as an electrical engine shut-off device,in which a system for engine monitoring can be integrated (e.g. monitoring ofoil pressure, coolant temperature, oil temperature, RPM, etc.). The solenoidsare installed directly on the engine and affect the control rod of the injectionpump via a controlling unit.

The solenoids are electrically operated in the work switching.When the engine is started and while it is running, the solenoid is de-energisedand does not influence the control rod movement. When activated duringengine operation, the lifter solenoid moves the regulator rod to position "Zerofuel feed". The engine shuts down.

The electric cable cross sections can be dimensioned according to Kapitel12.6, where the permitted voltage loss for cables including terminals,switches, and contacts can be a maximum of 10 %.

As a result of being installed close to the engine, this type of solenoid musthold up to high acceleration forces and environmental temperatures:

• Permitted continuous vibrating stress: 20 g• Permitted continuous environmental

temperatures: –40…+120 °C• Permitted continuous surface

temperature of the solenoids: up to +150 °C• Minimum magnetic forces: 80 Nm at stroke = 0 mm

50 Nm at stroke = 7 mm• Boundary conditions and environmental

temperature: 75 % Uof rated and +90 °Cor90 % UNom and +120 °C

NoteWhen switching off the solenoid, voltage peaks arise which can destroyunprotected unit electronics.DEUTZ offers solenoids with protective diodes to protect unitelectronics from these voltage peaks.

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13 Engine monitoringMonitoring systems are required for operation monitoring of the engines. Thescope of monitoring is determined by the rules and regulations set forth byappropriate supervision authorities, by the authorized classification group, andby the demands of the ship's owner.Engines not permanently supervised by a machinist have to be equipped withcorrespondingly extensive monitoring devices.

Deutz assumes that

Lubrication oil pressure,Coolant temperature,Engine RPM,Coolant level, andfor mixing vessels the exhaust gas temperature

are permanently monitored by means of optical and/or audible alert.

Note:On engines BFM 1013 MC (with charge air cooling only) monitoring ofthe second cooling circuit for keel cooling, and of the raw water coolingcircuit, must include the charge air temperature. A corresponding switchmust be set at 60°C.

Engine shut-off must be provided for engines on which no imminent dangerfrom automatic shut-off exists for ship or equipment (e.g. aggregates).

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13.1 Monitoring via Deutz panels

Deutz offers a complete monitoring system for monitoring marine engines1013/1015M. Optionally three monitoring panels can be furnished, different inrespect to scope or convenience.These monitoring systems are not classiviable.

Tab. 54: System description monitoring panel 1, 2, or 3

*)Due to system provisions, cable cross sections > 1.5 mm2 can not be usedon the existing multi-lead plug connections.

Function (Scale range ofdisplay)

Panel 1 Panel 2 Panel 3 Adjusted value

Start/Stop and ignition key yes yes yes

Load control yes yes yes

Dimmer for instrumentlighting

Continuous lighting yes yes 25 - 100 %

Horn with confirmation no yes yes

Engine stop function no no no

Self test no At ignition one full hand motion and brief lighting of alert lamps

RPM (0 - 3000 min-1) Display Display Display

Warning for excessiveRPM

no no no

Engine lubrication oilpressure(0 - 10 bar)

Display and warningvia horn/lamp



0.5 bar

Coolant temperature(40 - 120°C)




105°C

Gear drive oil temperature(50 -150°C)

no Display and warningvia horn/lamp


Act. 130°C,nom. 100°C

Gear drive oil pressure no no no

Exhaust gas temperature(200 -700°C)

no no Display

Charge air pressure (0 - 5bar)

no no Display

Coolant level Warning lamp/horn Warning lamp/horn Warning lamp/horn

Parallel operation of panelspossible with max. ...

no 2 x Panel2 or 3

2 x Panel2 or 3

Max. cable length fromcontrol/distribution box topanel *)

15 m if 1.0 mm2

22.5 m if 1.5 mm230 m bei 1.0 mm2

45 m if 1.5 mm2

Panel size, width x height xdepth [mm]

240 x 160 x 95 326 x 160 x 145 420 x 160 x 145

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Depending on panel type the sensors are incorporated in the engine, andwired to a central plug connector.

Fig. 126: Terminal allocation of central plug connector

Lead cr.sect.from to

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A cable harness 2 m long is furnished for connection of the engine control box,including the corresponding plug half. Normally the engine control box ismounted in the engine room.

Rubber cap-protected push buttons for actuation of two overloead fuses arelocated on the side of the control box. On panels 2 and 3 there is also a turnswitch located on the side of the control box, for the activation of thecorresponding panel (if several panels are provided for one engine).

For connection of the control box with the distribution box (if several panels areprovided for one engine), or with the panel, Deutz furnishes either a cableharness 6 m long with connected plug half for the control box, or the plug halfwith corresponding contact pins. The plug half for the panel is alwaysfurnished separately.

Fig. 127: Pin utilization plug half panel

Panels are always furnished as built-in devices. If they are to be installed in acontrol compartment (or similar housing), such compartment has to beprovided by the firm/shipyard executing the installation of the engine.

Panel side Cable harness side

Plug:

Plug bushing: for cable

UtilizationPIN

VACANTVACANT

VACANTVACANTVACANTVACANTVACANTVACANT

0.75

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13.1.1 Panel 1

Panel 1 represents a simple device for ships operated without Radar, andwithout being subjected to special inspections, e.g. by SUK.

Fig. 128: Electrical equipment version 1

This panel is applicable up to:

Operational temperature - 20°C - + 55°CBearing temperature - 30°C - + 80°CProtection type IP65 on front in mounted state acc. to IEC

60529Mounting position 0 - 90° i.e. horizontal to vertical

maximum 4 sensors, 1 Panel with open rear; permanent lightingno audible alert

Plug half furnished with panel

Cable

one end with plug halfthe other end open

Key switch:OFFOperationStart

Engine control box (M1)mounted on engine

Length 2mrigidly mounted on

Ter

min

alst

rip

25 pol. terminal stripRelay 2X (1x delay)Fuses 2X (Actuation

outside of box)

2 x PG fittingfor customerApplication

Cable harnessvariouscross sections

Central plug connectorEngine

Cooling agent temperature

Oil pressure

Cooling agent level

(Bedla)

RPM

Control lines

Starter

Generator

Start/Stop

control box

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Adjustment of pulse number on RPM counter:

• Switch operation voltage OFF• Depress and hold key located on the housing's rear wall

Fig. 129: RPM counter

• Switch operation voltage ON.• Display alternatingly indicates "Pulse" and "Adjust".• Select function "Pulse".• Pulses per revolution are displayed.• Immediately begin entry of No. of pulses through repeated actuation of the

key.• The following pulse numbers are to be programmed:

1013M129.00 pulses1015M167.00 pulses

• The number in flashing mode can be changed through key actuation. Afterentry of the flashing number, wait 3 seconds. Then the next number beginsto flash. Do no longer actuate the key upon completion of the pulse numberentry.

• Now the display changes to operation hours counting.• Entry is completed.

13 - 6 12/01


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Entry of warning point

Fig. 130: Warning point selection

12/01 13 - 7


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Diagrams Panel 1

Fig. 131: Customer - Engine

Coolant tank

Coolant Level

Customer

Coolant temp.

Lub. oil pressure

RPM sensor/pick up

Bat

tery

13 - 8 12/01


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Fig. 132: Control box

X17/5Starter

X17/StopsolenoidY1

X17/7StopsolenoidY1

RPMsensorB1/1

RPMsensorB1/2

Lub.oilpressureB

Coolanttemp.

Con

trol

box

mas

s

Eng

ine

mas

s

12/01 13 - 9


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Fig. 133: Instrument panel

Instrument panel

Panel P1

Engine oil pressure

Stop key

RPM

Indicator

Coolant temp.

Co

ola

nt

leve

l

Lo

adco

ntr

ol

Ignition lock

12 Coolant temp.

13 - 10 12/01


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Fig. 134: Terminal strip in control box

Jumper required for engine 1013MNo jumper for engine 1015M

Jumper required for Panel 2No jumper for panel 3

Color of connection cable: Brown

Color of connection cable: Pink

Color of connection cable: Yellow

Color of connection cable: Red

Connection charge air pressure G

Notes:

12/01 13 - 11


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13.1.2 Panel 2 and 3

Panels 2 and 3 are universally applicable, yet not classifiable. Compared topanel 2, panel 3 includes indication of exhaust gas temperature and chargepressure. A maximum of 3 panels 2 and/or 3 can be used for monitoring oneengine.

Fig. 135: Electrical equipment version 2

Ele

ctric

aleq

uipm

entv

ersi

on2

max

.8se

nsor

s,3

Pan

els

Brid

ges

/Eng

ine

pane

l(P

2)

Brid

ge1

max.3Panels

cust

omer

-sup

plie

dca

ble

Brid

ges

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ine

pane

l(P

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cust

omer

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Dis

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erm

inal

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Terminalstrips

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lar

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ket

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ine-

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ific

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ram

med

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elLU

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ithLU

pane

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Eng

ine

cont

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ount

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tion

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ide

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ollin

es

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plug

conn

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e

Cab

leha

rnes

s(K

1)

The

rmo

elem

ent l

ine

3m

optional

Exh

aust

gas

tem

pera

ture

char

geai

rpr

essu

re

Oil

tem

pera

ture

Gea

rdr

ive

Coo

ling

agen

tte

mpe

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re

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pres

sure

Coo

ling

agen

tle

vel

RP

M

13 - 12 12/01


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These panels are applicable up to:

Operational temperature - 20°C - + 55°CBearing temperature - 30°C - + 80°CProtection type IP65 on front in mounted state acc. to IEC

60529Mounting position 0 - 90° i.e. horizontal to vertical

Entry of engine type

RPM counting takes place via pick-up at the toothed flywheel ring. Enginetypes 1013M and 1015M have different Nos. of teeth of the flywheel ring. Thismust be considered for correct RPM indication. For this purpose a jumper iseither installed in or removed from the control box.

Fig. 136: Entry of engine type in control box high line

With High - line design (Panel 2 and 3) the warning points can be changed onlywith a computer and corresponding software.

Entry of engine type in control box high line

Engine type 1013: Jumper from terminal 33 to terminal 38of terminal strip X40 (see sketch)

Terminal strip

Engine type 1015: no jumper

Jumper forengine type 1013

12/01 13 - 13


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Diagrams panel 2 and 3

Fig. 137: Customer - Engine

CustomerCoolant tank

Engine

charge air pressureExhaust gasCoolant level

Gear drive N_

Gear drive oil temperature

Coolant temperature

Lubrication oil presure

RPM sensor

Lifter solenoid

Light generator

Starter

Engine mass

Bat

tery

temperature

13 - 14 12/01


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Fig. 138: Control box
Con

trol

lbox

mas

s

Mai

nre

lay

Sto

pre

lay

Stopmagnetplus

Sta

rtre

lay

Stopmagnetplus

Load

cont

rol

rela

y

Coolantlevel

Coolantlevel

Exh.gastemp

Exh.gastemp

RPMsensor

chargeairpressureLubricationoilpressure,

Geardriveoiltemp.

Coolanttemp.CoolantlevelchargeairpressureLubricationoilpressure

Geardriveoiltemp.Coolanttemp.

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Fig. 139: Instrument panel A, B, C, and distribution box

Distribution box

Inst

rum

entp

anel

Inst

rum

entp

anel

Inst

rum

entp

anel

13 - 16 12/01


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Fig. 140: Distribution box (for 2 or 3 panels per engine)

12/01 13 - 17


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Notes: (N...)

1. Wiring portions depicted in broken-line fashion to be provided by customer2. Distribution box required only for 2 or more instrument panels3. Cables from distribution box to the panels to be provided by customer4. Cable connection in distribution box to be made by customer5. Resistor R* if required (depends on cable type and length; standard value 120 Ohm)6.1 If lead 1 from panel A is connected to terminal A1 in the distribution box, start or stop

can be controlled from either panel; for this purpose service switch S3 has to beset in position 2 (panels are inactive in position 0 or 1).

6.2 If lead 1 from panel A is connected on terminal A9, panel A is activated if S3is in position 1 (panels B and C are inactive). Setting S3 in position 2activates panels B and C; panel A is inactive.

7. The following operation status prevails if diode V1/5 is installed, and lead 1 from panel Ais connected on terminal A9 (Note 6.2):In position 1 of S3 only panel A is active; in position 2 all panels are active.

8. Up to 3 panels (2 versions mixed, or 3 identical) can be installed.Version 1: Instrument panel high Line DEUTZ P2 drawing No. 0422 8655 KZ 0165-48Version 2: Instrument panel high Line DEUTZ P3 drawing No. 0422 8668 KZ 0165-48

9. Design description acc. to H829908 part 1, e.g. G110. Engine cable harness11. Cable harness K2 included with control box12. Cable harness K313. Not furnished by DEUTZ14. No. of teeth of the toothed flywheel ring BFM1013: 129

BFM1015: 16715. RPM sensor set corresponding to engine type, acc. to setting instruction 0426 0549 EE16. Plugs and contacts to be wired by customer. Parts are included with the instrument panel

(panel 1)17. Installed on the engine if raw water heat exchanger is used

13 - 18 12/01


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Fig. 141: Connection cable

Con

nect

ion

cont

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ox

Con

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ion

Inst

rum

entp

anel

Not

es:

Util

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the

plug

part

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eter

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12/01 13 - 19


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Explanations of designations in diagrams

Fig. 142: Code No. Type and application

Code No. Type of electrical component Application range

B 1B 5B 6B 8B 12B 31F 68G 1G 2K 3K 6K 15M 1NF 8F 10S 25V 1X 17

X 20X 28X 29X 30Y 1

RPM sensorPressure sensorPressure sensorTemperature sensorTemperature sensorTemperature sensorLevel switchGeneratorBatteryRelayRelayRelayStarter

Overload fuseOverload fuseSelector switchCheck diodePlug connection

Plug connectionPlug connectionPlug connectionTerminal stripLifter solenoid, or magnet valve,resp.

RPM monitoring and displayCharge air pressureEngine oil displayCirculation cooling waterExhaust gas displayGear drive oilCoolant level minimumPower supplyCurrent storageMiscellaneous functions, N.O.Engine stopStartStartNotesPower supplyPower supplyAllocation of start selectiongeneralSeparation point engine -customerElectronic control deviceControl boxControl device - PanelControl boxEngine stop

13 - 20 12/01


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13.2 Monitoring with panels not furnished byDeutz

Any application requires engine monitoring. If not furnished by Deutz,monitoring equipment must be obtained separately (e.g. for classifiedinstallations).

Engine monitoring must be performed within the limit values shown in Tab. 55:

Tab. 55: Monitoring limit values

1. The coolant level of the compensation tank is monitored by a level sensorfor triggering motor stop or major alert.

2. On engines with mixing vessel after ATL the exhaust gas temperature mustalways be monitored by a thermo-switch (for BFM 1015 M on either side!)set at switch point 100°C.

Notes

1. Main drive: Engine with large range of RPM selection

2. Auxiliary drive: Engine with fixed RPM. For application of anauxiliary engine with various RPM distinctivelybelow nominal RPM, the values for main drivemust be entered, or corresponding intermediatevalues.

3. Excessive RPM: Notation of the maximum permitted entry valuesfor excessive RPM limit. All lower values can beselected in accordance with the installation-relatedrules and/or demands.

4. All other points to be monitored, e.g. exhaust gas temperature, chargeair pressure, etc., have to correspond with the operation data of theindividual engine.

1013M 1015M

Lubrication oil pressure [bar]

Pre-alert Main drive 0.9 1.0

Pre-alert Auxiliarydrive

1.8 3.0

Engine stop, or major alert Main drive 0.7 0.9

Engine stop, or major alert Auxiliarydrive

1.5 2.5

Lubrication oil temperature [°C] 130 130

Coolant temp. Engine [°C]

Pre-alert 105 103

Engine stop, or major alert 113 108

Excessive RPM [min-1]

Pre-alert max. 2700 2450

Engine stop max. 2800 2500

12/01 13 - 21


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13 - 22 12/01


Mai

nte

nan

cere

qu

irem

ents

14

14 Maintenance requirements

14.1 General

The correct engine installation must not only fulfil the technical requirementsfor parts which must be maintained but also provide easy access to them.

If this accessibility is not ensured, there is always the danger that this work willeither not be carried out, or not at the correct time interval. This automaticallyleads to increased wear and the premature failure of the engine.

14.2 Maintenance requirements

• Checking the engine oil level• Changing engine oil,• Replacing the lubricant filter and fuel filter cartridge,• Checking and cleaning the air filter,• Cleaning the cooling system,• Checking the V-belt tension,• Battery maintenance,• Venting fuel lines,• Checking the cooling water level.• Impeller change on raw water pump,• Checking the generators,• Checking the regulators,• Checking the starter,• Checking the injection pump,• Adjusting the valves,• Checking and replacing the injection nozzles,• Cleaning the turbocharger,• Changing the coolant.

12/01 14 - 1


Main

tenan

cereq

uirem

ents

14

14 - 2 12/01


Inst

alla

tio

ns

15

15 Installations

15.1 Installation checklist

12/01 15 - 1


Installatio

ns

15

15 - 2 12/01


12/01 15 - 3

Inst

alla

tio

ns

15

15.2 Calculation of torsional vibration


15 - 4 12/01

Installatio

ns

15


12/01 15 - 5

Inst

alla

tio

ns

15

15.3 Connection dimensions

Comparison drawing number - engine type

drawing number engine type

raw water cooling2201 9900 BF6M1015M2201 9901 BF6M1015MC2201 9902 BF8M1015MC

keel cooling2201 9903 BF6M1015M2201 9904 BF6M1015MC2201 9905 BF8M1015MC

raw water cooling0029 9900 BF4M1013M0029 9901 BF4M1013MC0029 9902 BF6M1013M0029 9903 BF6M1013MC0029 9904 BF6M1013MCP

keel cooling0029 9905 BF4M1013M0029 9906 BF4M1013MC0029 9907 BF6M1013M0029 9908 BF6M1013MC0029 9909 BF6M1013MCP


15 - 6 12/01

Installatio

ns

15

Explanations of the abbreviations

Space for removal andservice

Connections

A 2 LuboilfilterA 5 Intake air cleanerA 11 Oil drain plugA 12 Oil sumpA 14 GeneratorA 22 StarterA52 Raw water coolerA 53 Coolant level monitoring

C 78 Center of gravitiy

B 3 Oil drainB 5 Fuel supplyB 6 Fuel returnB 6.1Overflow from injection nozzleB 8 Oil fillingB 10 ExhaustB 15 Speed controlB 16 Combustion air inletB 23 Engine mountingB 45 Fuel supply to fuel filterB 46 Fuel return from fuel filterB 52 Coolant engine inletB 53 Coolant engine exitB 54 Raw water cooler inletB 55 Raw water cooler exitB 62 Compensating lineB 63 Vent line to header tankB109 Return from heat exchangerB110 Supply to heat exchangerB 147 Coolant drainX 11 Central socket


12/01 - A

Index

AAir pocke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19Alignment accuracy . . . . . . . . . . . . . . . . . . . . . . 2-7Alignment bearing play . . . . . . . . . . . . . . . . . . . 2-1Angular counting

- Drive side . . . . . . . . . . . . . . . . . . . . . . . . 3-20- Free side . . . . . . . . . . . . . . . . . . . . . . . . 3-23

Axial fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

BBattery

- Low temperature test current . . . . . . . . . 12-1Bearing forces . . . . . . . . . . . . . . . . . . . . . . . . . 2-14bedding

- Elastic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2Bending moment . . . . . . . . . . . . . . . . . . . . . . . . 3-9

- Flywheel housing . . . . . . . . . . . . . . . . . . . 3-9Bowden cable, speed adjustment . . . . . . . . . . 10-1

CCooling cells . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10Corrosion damages . . . . . . . . . . . . . . . . . . . . . 6-12Coupling

- Centre displacement . . . . . . . . . . . . . . . . 3-8- Elastic . . . . . . . . . . . . . . . . . . . . . . . 2-2, 3-24

DDimension specification

- Air speed . . . . . . . . . . . . . . . . . . . . . . . . . 4-5- Alignment bearing play . . . . . . . . . . . . . . . 2-1- Back pressure, compressors . . . . . . . . . 3-34- Combustion air quantity . . . . . . . . . . . . . . 4-1- Continuous temperature, air flow, pressure

joints . . . . . . . . . . . . . . . . . . . . . . 3-34- Continuous temperature, fuel . . . . . . . . . 7-16- Corrugated hose . . . . . . . . . . . . . . . . . . 5-11- Environmental temperature, battery . . . . 12-1- Exhaust particle . . . . . . . . . . . . . . . . . . . 6-14- Filtration efficiency . . . . . . . . . . . . . . . . . . 5-5- Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18- Flow rate . . . . . . . . . . . . . . . . . . . . . . . . 8-12- Free space engine/chassis . . . . . . 2-8, 2-13- Heat transmission value . . . . . . . . . . . . . . 8-6- KHD delivery regulation . . . . . . . . . . . . . 5-12- KHD factory standard H 3461 . . . . . . . . 5-13- KHD factory standard H 3482 . . . . . . . . 5-11- KHD factory standard H 735 . . . . . . . . . 5-13- Laboratory service life . . . . . . . . . . . . . . . 5-7- Minimum axle spacing for double engines 1-1

- Open access for double engines . . . . . . . 1-1- Perforation, raw water filter . . . . . . . . . . 8-12- Radiated heat portion . . . . . . . . . . . . . . . 4-2- Switching point . . . . . . . . . . . . . . . . . . . . 5-4- Temperature exhaust gas insulation . . . 6-13- Temperature of surrounding air, engine room

4-1- Test dust . . . . . . . . . . . . . . . . . . . . . . . . . 5-6

Drive element . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

EEffects of dust . . . . . . . . . . . . . . . . . . . . . . . . . 5-1Electrical system

- Voltage peaks . . . . . . . . . . . . . . . . . . . 12-15Engine lubrication . . . . . . . . . . . . . . . . . . . . . . . 9-1Engine room

- Overall planning . . . . . . . . . . . . . . . . . . . . 1-1Exhaust silencer . . . . . . . . . . . . . . . . . . . . . . . . 6-1

FFoundation

- Elastic bedding . . . . . . . . . . . . . . . . . . . . 1-7- Longitudinal beam . . . . . . . . . . . . . . . . . . 1-7- Rigid bedding . . . . . . . . . . . . . . . . . . . . . . 1-7

Foundation plate . . . . . . . . . . . . . . . . . . . . . . . 1-7Fuel

- Piston pump . . . . . . . . . . . . . . . . . . . . . . . 7-1- Rotor pump . . . . . . . . . . . . . . . . . . . . . . . 7-1

Fuel consumption . . . . . . . . . . . . . . . . . . . . . . . 5-2

IIntake air . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33

LLaboratory service life . . . . . . . . . . . . . . . . . . . 5-6Lubricating oil filter cartridge . . . . . . . . . . . . . . 9-1

OOil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5Outputs

- cannot be uncoupled . . . . . . . . . . . . . . . . 6-8

PPressure

- Definitions . . . . . . . . . . . . . . . . . . . . . . . 3-39Pressure regulator . . . . . . . . . . . . . . . . . . . . . 3-34

RResonant frequency . . . . . . . . . . . . . . . . . . . . . 2-8


- B 12/01

Ring gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11

SSalt drag-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6Sediment drain screw . . . . . . . . . . . . . . . . . . 7-17Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2Sound reduction . . . . . . . . . . . . . . . . . . . . . . . 11-1Starter pinion . . . . . . . . . . . . . . . . . . . . . . . . 12-11

TThrottle

- Closed circular pipeline . . . . . . . . . . . . . . 7-5- Heating circuit . . . . . . . . . . . . . . . . . . . . 8-31- High positioned fuel tank . . . . . . . . . . . . . 7-6- Venting line . . . . . . . . . . . . . . . . . . . . . . . 8-7

Tilt- Long-term . . . . . . . . . . . . . . . . . . . . . . . . 1-5- Short-term . . . . . . . . . . . . . . . . . . . . . . . . 1-5

WWater outlet openings . . . . . . . . . . . . . . . . . . 8-10Water shocks . . . . . . . . . . . . . . . . . . . . . . . . . 6-12

ZZinc soap . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

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INSTALATION Manual-2002_1013M_1015M[1]

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