L21/31Project Guide - Power PlantFour-stroke GenSet
Complete manualdate 2012.05.08
MAN Diesel
IndexProject Guides
L21-2
Text Index Drawing No.
Introduction I 00
Introduction to project guide I 00 00 0 1643483-5.4
General information D 10
List of capacities D 10 05 0 3700215-1.0 List of capacities D 10 05 0 3700216-3.0 Description of sound measurements D 10 25 0 1609510-3.5 Description of structure-born noise D 10 25 0 1671754-6.1 Sound measurements D 10 25 0 1699964-7.0 Moment of inertia D 10 30 0 1693502-6.1
Basic Diesel Engine B 10
General description B 10 01 1 3700149-2.1 Cross section B 10 01 1 1683375-1.1 Main particulars B 10 01 1 3700155-1.0 Dimensions and weights B 10 01 1 3700211-4.2 Centre of gravity B 10 01 1 1687129-4.1 Overhaul areas B 10 01 1 1683381-0.0 Firing pressure comparison B 10 01 1 3700085-5.1 Firing pressure comparison B 10 01 1 3700086-7.1 Engine rotation clockwise B 10 11 1 1607566-7.2
Fuel Oil System B 11
Internal fuel oil system B 11 00 0 1683378-7.4 Internal fuel oil system B 11 00 0 3700162-2.0 Heavy fuel oil (HFO) specification B 11 00 0 3.3.3-01 Diesel oil (MDO) specification B 11 00 0 3.3.2-01 Gas oil / diesel oil (MGO) specification B 11 00 0 3.3.1-01 Bio fuel specification B 11 00 0 3.3.1-02 Explanation notes for biofuel B 11 00 0 3700063-9.0 Viscosity-temperature diagram (VT diagram) B 11 00 0 3.3.4-01 Guidelines regarding MAN Diesel & Turbo GenSets operating on low sulphur fuel oil
B 11 00 0 1699177-5.1
Fuel injection valve B 11 00 0 3700222-2.0 Fuel injection pump B 11 02 1 1683324-8.1 Fuel oil filter duplex E 11 08 1 1679744-6.5 HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3
Lubrication Oil System B 12
Internal lubricating oil system B 12 00 0 1683379-9.6 Crankcase ventilation B 12 00 0 1699270-8.4 Prelubricating pump B 12 07 0 1655289-8.8 Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
B 12 15 0 3.3.6-01
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
B 12 15 0 3.3.5-01
Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.9 Treatment of lubricating oil B 12 15 0 1643494-3.7 Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7
Cooling Water System B 13
MAN Diesel
Index Project Guides
L21-2
Text Index Drawing No.
Engine cooling water specifications B 13 00 0 3.3.7-01 Cooling water inspecting B 13 00 0 000.07-01 Cooling water system cleaning B 13 00 0 000.08-01
Combustion Air System B 15
Combustion air system B 15 00 0 3700047-3.1 Specifications for intake air (combustion air) B 15 00 0 3.3.11-01
Exhaust Gas System B 16
Exhaust gas velocity B 16 01 0 3700152-6.0 Water washing of turbocharger - turbine B 16 01 2 1655201-2.2 Silencer without spark arrestor, damping 25 dB (A) E 16 04 2 3700049-7.0 Silencer without spark arrestor, damping 35 dB (A) E 16 04 3 3700051-9.0 Silencer with spark arrestor, damping 25 dB (A) E 16 04 5 3700050-7.0 Silencer with spark arrestor, damping 35 dB (A) E 16 04 6 3700052-0.0
Speed Control System B 17
Starting of engine B 17 00 0 1655204-8.7 Engine operation under arctic conditions B 17 00 0 1689459-9.0
Safety and Control System B 19
Operation data & set points B 19 00 0 1699885-6.2 Safety, control and monitoring system B 19 00 0 1665767-2.9 Communication from the GenSet B 19 00 0 1693529-1.7 Oil Mist Detector B 19 22 1 1699190-5.0 Combined box with prelubricating oil pump, nozzle conditioning pump, preheater and el turning device
E 19 07 2 1699867-7.0
Prelubricating oil pump starting box E 19 11 0 1631477-3.3
Foundation B 20
Resilient mounting system for landbased generating sets B 20 00 0 1699989-9.3
Test running B 21
Shop Test Programme for Power Plants B 21 01 1 1699986-3.0
Spare Parts E 23
Weight and dimensions of principal parts E 23 00 0 1689483-7.2
Tools P 24
Standard tools for normal maintenance P 24 01 1 3700064-0.1 Additional tools P 24 03 9 3700066-4.1 Hand tools P 24 05 1 3700067-6.0
G 50 Alternator B 50
Alternators for GenSets B 50 00 0 1699895-2.0 Alternator cable installation B 50 00 0 1699865-3.1 Combinations of engine- and alternator layout B 50 00 0 3700084-3.0.
B 25 Preservation and Packing B 98
MAN Diesel
IndexProject Guides
L21-2
Text Index Drawing No.
Lifting instruction P 98 05 1 1679794-8.1
Introduction
I 00
MAN Diesel & Turbo
All data provided in this document is non-binding. This data serves informational purposes only and is espe-cially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteri-stics of each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail.
Original instructions
I 00 00 0Introduction to Project Guide
General
1643483-5.4Page 1 (2)
Introduction
Our project guides provide customers and consultants with information and data when planning new plants incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the modifications associated with upgrading of our project guides, the contents of the specific edition hereof will remain valid for a limited time only.
Every care is taken to ensure that all information in this project guide is present and correct.
For actual projects you will receive the latest project guide editions in each case together with our quotation specification or together with the documents for order processing.
All figures, values, measurements and/or other information about performance stated in the project guides are for guidance only and shall not be used for detailed design purposes or as a substitute for specific draw-ings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warran-ties either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of the information contained in the project guides.
MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-tions when the contract documentation has been completed.
The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications of our supply.
11.24
MAN Diesel & Turbo
Code numbers
MAN Diesel & Turbo GenSet Identification No. X XX XX X
Code letter
Function/system
Sub-function
Choice number
Code letter: The code letter indicates the contents of the documents:
B : Basic Diesel engine / built-on engine D : Designation of plant E : Extra parts per engine G : Generator I : Introduction P : Extra parts per plant
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil system, monitoring equipment, foundation, test running, etc.
Sub-function: This figure occurs in variants from 0-99.
Choice number: This figure occurs in variants from 0-9:
0 : General information 1 : Standard 2-8 : Standard optionals 9 : Optionals
I 00 00 0 Introduction to Project Guide
General
1643483-5.4Page 2 (2)
11.24
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws. Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
General information
D 10
MAN Diesel & Turbo
List of Capacities D 10 05 03700215-1.0Page 1 (1)
L21/31
12.09, WBII
1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat.
2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat 3) Tolerance: + 10 % for rating coolers, - 15 % for heat recovery 4) Basic values for layout of the coolers 5) under above mentioned reference conditions 6) Tolerance: quantity +/- 5%, temperature +/- 20°C 7) under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions 8) Tolerance of the pumps delivery capacities must be considered by the manufactures
220 kW/Cyl. at 900 rpmReference Condition : TropicAir temperatureLT-water temperature inlet engine (from system)Air pressureRelative humidity
°C°Cbar%
4538150
Temperature basisSetpoint HT cooling water engine outlet 1)
Setpoint LT cooling water engine outlet 2)
Setpoint Lube oil inlet engine
°C
°C
°C
79°C nominal (Range of mechanical thermostatic element 77°C to 85°C)
35°C nominal (Range of mechanical thermostatic element 29°C to 41°C)
66°C nominal (Range of mechanical thermostatic element 63°C to 72°C)
Number of Cylinders - 5 6 7 8 9Engine outputSpeed
kWrpm
1100 1320 1540 1760 1980 900
Heat to be dissipated 3)
Cooling water (C.W.) CylinderCharge air cooler; cooling water HTCharge air cooler; cooling water LTLube oil (L.O.) coolerHeat radiation engine
kWkWkWkWkW
260 233 272 310 349 276 400 452 500 545 186 212 239 267 294 163 237 277 316 356 38 74 86 98 110
Flow rates 4)
Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage)LT circuit (lube oil + charge air cooler LT stage)Lube oil External (from engine to system)HT water flow (at 40°C inlet)LT water flow (at 38°C inlet)
m3/hm3/hm3/h
m3/hm3/h
55 55 55 55 55 55 55 55 55 55 31 31 41 41 41
12.1 14.1 16.0 17.8 19.5 55 55 55 55 55
Air dataTemperature of charge air at charge air cooler outletAir flow rate
Charge air pressureAir required to dissipate heat radiation (engine) (t2-t1= 10°C)
°Cm3/h 5)
kg/kWhbarm3/h
53 53 55 56 58 6798 8800 10400 11800 13500 6.77 7.18 7.18 7.18 7.18 4.45 12200 23800 27600 31500 35300
Exhaust gas data 6)
Volume flow (temperature turbocharger outlet)Mass flowTemperature at turbine outletHeat content (190°C)Permissible exhaust back pressure
m3/h 7)
t/h°CkW
mbar
14234 17100 19900 22700 25500 7.7 9.8 11.4 13.0 14.6 371 334 334 334 334 417 421 491 561 631 < 30
PumpsExternal pumps 8)
Fuel oil feed pump (4 bar) Fuel booster pump (8 bar)
m3/hm3/h
0.30 0.39 0.46 0.52 0.59 0.89 1.18 1.37 1.57 1.76
Starting air dataAir consumption per start, incl. air for jet assist (TDI) Nm3 1.0 1.2 1.4 1.6 1.8
MAN Diesel & Turbo
List of Capacities D 10 05 03700216-3.0Page 1 (1)
12.09, WBII
1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat. 2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat 3) Tolerance: + 10 % for rating coolers, - 15 % for heat recovery 4) Basic values for layout of the coolers 5) under above mentioned reference conditions 6) Tolerance: quantity +/- 5%, temperature +/- 20°C 7) under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions 8) Tolerance of the pumps delivery capacities must be considered by the manufactures
220 kW/Cyl. at 1000 rpm Reference Condition : TropicAir temperatureLT-water temperature inlet engine (from system)Air pressureRelative humidity
°C°Cbar%
4538150
Temperature basisSetpoint HT cooling water engine outlet 1)
Setpoint LT cooling water engine outlet 2)
Setpoint Lube oil inlet engine
°C
°C
°C
79°C nominal (Range of mechanical thermostatic element 77°C to 85°C)
35°C nominal (Range of mechanical thermostatic element 29°C to 41°C)
66°C nominal (Range of mechanical thermostatic element 63°C to 72°C)
Number of Cylinders - 5 6 7 8 9Engine outputSpeed
kWrpm
1100 1320 1540 1760 1980 1000
Heat to be dissipated 3)
Cooling water (C.W.) CylinderCharge air cooler; cooling water HTCharge air cooler; cooling water LTLube oil (L.O.) coolerHeat radiation engine
kWkWkWkWkW
260 233 272 310 349 281 370 418 462 504 193 205 232 258 284 163 237 277 316 356 38 74 86 98 110
Flow rates 4)
Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage)LT circuit (lube oil + charge air cooler LT stage)Lube oil External (from engine to system)HT water flow (at 40°C inlet)LT water flow (at 38°C inlet)
m3/hm3/hm3/h
m3/hm3/h
61 61 61 61 61 61 61 61 61 61 34 34 46 46 46
12.3 13.5 15.4 17.1 18.8 61 61 61 61 61
Air dataTemperature of charge air at charge air cooler outletAir flow rate
Charge air pressureAir required to dissipate heat radiation (engine) (t2-t1= 10°C)
°Cm3/h 5)
kg/kWhbarm3/h
53.5 52 54 55 56 6988 8644 10084 11525 12965 6.96 7.17 7.17 7.17 7.17 4.13 12200 23800 27600 31500 35300
Exhaust gas data 6)
Volume flow (temperature turbocharger outlet)Mass flowTemperature at turbine outletHeat content (190°C)Permissible exhaust back pressure
m3/h 7)
t/h°CkW
mbar
14603 17324 20360 23217 26075 7.9 9.7 11.4 13.0 14.6 371 349 349 349 349 428 463 544 620 696 < 30
PumpsExternal pumps 8)
Fuel oil feed pump (4 bar) Fuel booster pump (8 bar)
m3/hm3/h
0.30 0.39 0.46 0.52 0.59 0.89 1.18 1.37 1.57 1.76
Starting air dataAir consumption per start, incl. air for jet assist (TDI) Nm3 1.0 1.2 1.4 1.6 1.8
L21/31
0802
8-0D
/H52
50/9
4.08
.12
MAN Diesel & Turbo
Previously used method for measuring exhaust sound are DS/ISO 2923 and DIN 45635, here is measured on unsilenced exhaust sound, one meter from the opening of the exhaust pipe, see Fig. no 1.
Sound Measuring "on-site"
The Sound Power Level can be directly applied to on-site conditions. It does not, however, necessarily result in the same Sound Pressure Level as measured on test bed.
Normally the Sound Pressure Level on-site is 3-5 dB higher than the given surface Sound Pressure Level (Lpf) measured at test bed. However, it depends strongly on the acoustical properties of the actual engine room.
Standards
Determination of Sound Power from Sound Pressure measurements will normally be carried outaccording to:
ISO 3744 (Measuring method, instruments, background noise, no of microphone positions etc)and ISO 3746 (Accuracy due to criterion for suitability of test environment, K2>2 dB)
Purpose
This should be seen as an easily comprehensible sound analysis of MAN GenSets. These measurements can be used in the project phase as a basis for decisions concerning damping and isolation in buildings, engine rooms and around exhaust systems.
Measuring Equipment
All measurements have been made with Precision Sound Level Meters according to standard IEC Publication 651or 804, type 1 - with 1/1 or 1/3 octave filters according to standard IEC Publication 225.Used sound calibrators are according to standard IEC Publication 942, class 1.
Definitions
Sound Pressure Level: LP = 20 x log P/P0 [dB] where P is the RMS value of sound pressure in pascals, and P0 is 20 µPa for measurement in air.
Sound Power Level: LW = 10 x log P/P0 [dB] where P is the RMS value of sound power in watts, and P0 is 1 pW.
Measuring Conditions
All measurements are carried out in one of MAN Diesel's test bed facilities. During measurements, the exhaust gas is led outside the test bed through a silencer. The GenSet is placed on a resilient bed with generator and engine on a common base frame.
Sound Power are normally determined from Sound Pressure measurements.
New measurement of exhaust sound is carried out at the test bed, unsilenced, directly after turbocharger, with a probe microphone inside the exhaust pipe.
07.01
General
D 10 25 0Description of Sound Measurements1609510-3.5Page 1 (1)
Fig. no 1.
1 m
1 m30°
Measuring position ISO 2923
Measuring position ISO 45635
0802
8-0D
/H52
50/9
4.08
.12
MAN Diesel & Turbo
References
References and guide-lines according to ISO 9611 and ISO 11689.
Operating Condition
Levels are valid for standard resilient mounted GenSets on flexible rubber support of 55° sh (A) on relatively stiff and well-supported foundations.
Frequency Range
The levels are valid in the frequency range 31.5 Hz to 4 kHz.
Introduction
This paper describes typical structure-borne noise levels from standard resiliently mounted MAN GenSets.
The levels can be used in the project phase as a reasonable basis for decisions concerning damping and insulation in buildings, engine rooms and surroundings in order to avoid noise and vibration problems.
05.45
General
D 10 25 0Description of Structure-borne Noise1671754-6.1Page 1 (1)
Fig 1 Structure-borne noise on resiliently mounted GenSets.
0802
8-0D
/H52
50/9
4.08
.12
MAN Diesel
1699964-7.0Page 1 (1) Sound Measurements D 10 25 0
L21/31
Engine and Exhaust Sound
For further information see: "Description of sound measurements" D 10 25 0.
** Measured in exhaust pipe with probe.
The stated values are calculated and actual measurements on specifi ed plant may be different.
07.17
Number of cylinders 5 6 7 8 9
RPM 900 1000 900 1000 900 1000 900 1000 900 1000
Engine sound:
Mean sound pressure LpfA [dB] 99.0 100.1 100.2 105.2 - - - 105.5 - 105.7
Power [kW] 950 1000 1320 1200 - - - 1720 - 1935
Number of cylinders 5 6 7 8 9
RPM 900 1000 900 1000 900 1000 900 1000 900 1000
Exhaust sound: **
Sound pressure LpA [dB] 126.4 126.4 - - 133.6 - - 133 - -
Power kW 950 1000 - - 1400 - - 1720 - -
0802
8-0D
/H52
50/9
4.08
.12
MAN Diesel
1693502-6.1Page 1 (1) Moment of Inertia D 10 30 0
09.23
L21/31
Eng. type Moments of inertia Flywheel
Number of Conti nu ous Moments Engine Moments Mass Required cylinders rating required total + damper of inertia moment Jmin of inertia af ter fl y wheel*)
kW kgm2 kgm2 kgm2 kg kgm2
n = 900 rpm 5L21/31 1000 352 74 205 1051 736L21/31 1320 464 92 205 1051 1677L21/31 1540 542 116 205 1051 2218L21/31 1760 619 126 186**) 1216**) 3079L21/31 1980 697 127 208**) 1411**) 362 n = 1000 rpm
5L21/31 1000 285 115 205 1051 -6L21/31 1320 376 92 205 1051 797L21/31 1540 439 116 205 1051 1188L21/31 1760 502 126 186**) 1216**) 1909L21/31 1980 564 127 208**) 1411**) 229
*) Required moment of inertia after fl ywheel are based on use of the most common fl ywheel for each number af cylinders.
Following fl ywheels are available: J = 133 kgm² J = 164 kgm²
J = 205 kgm² J = 247 kgm²
**) Incl. fl exible coupling for two bearing alternator.
GenSet
Basic Diesel Engine
B 10
MAN Diesel & Turbo
General
The engine is a turbocharged, single -acting four stroke diesel engine of the trunk type with a cylinder bore of 210 mm and a stroke of 310 mm. The crank shaft speed is 900 or 1000 rpm.
The engine can be delivered as an in -line engine with 5 to 9 cyl ind ers.
For easy maintenance the cylinder unit consists of: the cylinder head, water jacket, cylinder liner, piston and connecting rod which can be removed as com-plete assemblies with possibility for maintenance by recycling. This allows shoreside reconditioning work which normally yields a longer time between major overhauls.
12.03 - Tier II
3700149-2.1Page 1 (7)
The engine is designed for an unrestricted load profile on HFO, low emission, high reliability and simple installation.
Engine Frame
The monobloc cast iron engine frame is designed to be very rigid. All the components of the engine frame are held under compression stress. The frame is designed for an ideal flow of forces from the cylin-der head down to the crankshaft and gives the outer shell low surface vibrations.
Two camshafts are located in the engine frame. The valve camshaft is located on the exhaust side in a very high position and the injection camshaft is located on the service side of the engine.
The main bearings for the underslung crankshaft are carried in heavy supports by tierods from the intermediate frame floor, and are secured with the bearing caps. These are provided with side guides and held in place by means of studs with hydraulically tightened nuts. The main bearing is equipped with replaceable shells which are fitted without scraping.
On the sides of the frame there are covers for ac-cess to the cam shafts and crankcase. Some covers are fitted with re lief valves which will operate if oil vapours in the crank case are ig nited (for in stance in the case of a hot bearing).
Base Frame
The engine and alternator are mounted on a rigid base frame. The alternator is considered as an in-tegral part during engine design. The base frame, which is flexibly mounted, acts as a lubricating oil reservoir for the engine.
Fig 1 Engine frame.
B 10 01 1
L21/31
General Description
MAN Diesel & Turbo
12.03 - Tier II
3700149-2.1Page 2 (7)
Fig 2 Cylinder liner with fire land ring.
Interaction stepped piston/Fire land ring
The fire land ring which projects above the cylinder liner bore works together with the recessed piston crown of the stepped piston to ensure that burnt carbon deposits on the piston crown do not come into contact with the running surface of the cylinder liner. This prevents bore polishing where lube oil would not adhere properly.
Cooling
The coolant reaches the cylinder liner via a line that is connected to the cooling water jacket. The coolant flows through trimmed ducts in the cooling water jacket to the cooling areas in the cylinder liner, and fire land ring, and through holes on to the cooling chambers in the cylinder heads. The cylinder head, cooling water jacket and fire land ring can be drained together.
The fire land ring and cylinder head can be checked by using check holes in the cooling water jacket for gas and coolant leaks.
B 10 01 1
L21/31
General Description
Cylinder Liner
Cylinder liner/cooling water jacket/fire land ring
The cylinder liners, made of special centrifugal cast iron, are encased by a nodular cast iron cooling water jacket in the upper section. This is centered in the crankcase. The lower section of the cylinder liner is guided in the crankcase. The so-called fire land ring fits on the top of the cylinder liner.
The subdivision into 3 components i.e. the cylinder liner, cooling water jacket and fire land ring provides the best possible structure with reference to resist-ance to deformation, with regard to cooling and with regard to ensuring the minimum temperatures on certain component assemblies.
Fig 3 Interaction of fire land ring and stepped piston.
MAN Diesel & Turbo
12.03 - Tier II
3700149-2.1Page 3 (7)
Cylinder Head
The cylinder head is of cast iron with an integrated charge air receiver, made in one piece. It has a bore-cooled thick walled bottom. It has a central bore for the fuel injection valve and 4 valve cross flow design, with high flow coefficient. Intensive water cooling of the nozzle tip area made it possible to omit direct nozzle cooling. The valve pattern is turned about 20° to the axis and achieves a certain intake swirl.
The cylinder head is tightened by means of 4 nuts and 4 studs which are screwed into the engine frame. The nuts are tight ened by means of hydraulic jacks.
The cylinder head has a screwed -on top cover. It has two basic functions: oil sealing of the rocker chamber and covering of the complete head top face.
All valve spindles are fitted with valve rotators which turn the spindles each time the valves are activated. The turning of the spindles ensures even temperature levels on the valve discs and prevents deposits on the seating surfaces.
The cylinder head is equipped with replaceable valve seat rings. The exhaust valve seat rings are water cooled in order to ensure low valve temperatures.
Valve Actuating Gear
The rocker arms are actuated through rollers, roller guides and push rods. The roller guides for inlet and exhaust valves are mounted in the water jacket part.
Each rocker arm activates two valve spindles through a valve bridge with thrust screws and adjusting screws for valve clearance.
The valve actuating gear is pressure-feed lubricated from the centralized lubricating system, through the water jacket and cylinder head and from there into the rocker arm shaft to the rocker bearing.
Fuel Injection System
The engine is provided with one fuel injection pump unit, an injection valve, and a high pressure pipe for each cylinder.
The injection pump unit is mounted on the engine frame. The pump unit consists of a pump housing embracing a roller guide, a centrally placed pump barrel and a plunger. The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger.
The fuel injection valve is located in a valve sleeve in the centre of the cylinder head. The opening of the valve is controlled by the fuel oil pressure, and the valve is closed by a spring.
The high pressure pipe which is led through a bore in the cylinder head is surrounded by a shielding tube.
B 10 01 1
L21/31
General Description
Fig 4 Cylinder head.
Air Inlet and Exhaust Valves
The valve spindles are made of heat-re sist ant ma terial and the spindle seats are armoured with welded-on hard metal.
MAN Diesel & Turbo
12.03 - Tier II
3700149-2.1Page 4 (7)
Fig 6 Connecting rod.
The shielding tube also acts as a drain channel in order to ensure any leakage from the fuel valve and the high pressure pipe will be drained off.
The complete injection equipment including injection pumps and high pressure pipes is well enclosed behind removable covers.
Piston
The piston, which is oil-cooled and of the composite type, has a body made of nodular cast iron and a crown made of forged deformation resistant steel. It is fitted with 2 compression rings and 1 oil scraper ring in hardened ring grooves.
By the use of compression rings with different barrel-shaped profiles and chrome-plated running sur faces, the piston ring pack is optimized for maximum sealing effect and minimum wear rate.
The piston has a cooling oil space close to the piston crown and the piston ring zone. The heat transfer, and thus the cooling effect, is based on the shaker effect arising during the piston movement. The cooling medium is oil from the engine’s lubricating oil system.
Oil is supplied to the cooling oil space through a bore in the connecting rod. Oil is drained from the cooling oil space through ducts situated diametrically to the inlet channels.
The piston pin is fully floating and kept in position in the axial direction by two circlips.
Connecting Rod
The connecting rod is of the marine head type.
The joint is above the connecting rod bearing. This means that the big-end bearing need not to be opened when pulling the piston. This is of advantage for the operational safety (no positional changes/no new adaption), and this solution also reduces the height dimension required for piston assembly / removal.
Connecting rod and bearing body consist of die-forged CrMo steel.
The material of the bearing shells are identical to those of the crankshaft bearing. Thin-walled bearing shells having an AISn running layer are used.
The bearing shells are of the precision type and are therefore to be fitted without scraping or any other kind of adaption.
B 10 01 1
L21/31
General Description
Fig 5 Piston.
MAN Diesel & Turbo
12.03 - Tier II
3700149-2.1Page 5 (7)
The small-end bearing is of the trimetal type and is pressed into the connecting rod. The bush is e quip ped with an inner circumferential groove, and a pocket for distribution of oil in the bush itself and for the supply of oil to the pin bosses.
Crankshaft and Main Bearings
The crank shaft, which is a one -piece forging, is suspended in underslung bearings. The main bea-rings are of the trimetal type, which are coated with a running layer. To attain a suitable bearing pres sure and vibration level the crank shaft is provided with counter weights, which are attached to the crank shaft by means of two hydraulic screws.
At the fly wheel end the crank shaft is fitted with a gear wheel which, through two inter mediate wheels, drives the cam shafts.
Also fitted here is a flexible disc for the connec tion of an alternator. At the oppo site end (front end) there is a gear wheel connec tion for lub. oil and water pumps.
Lubrica ting oil for the main bearings is supplied through holes drilled in the engine frame. From the main bearings the oil passes through bores in the crank shaft to the big-end bearings and then through channels in the con necting rods to lubricate the piston pins and cool the pistons.
Camshaft and Camshaft Drive
The inlet and exhaust valves as well as the fuel pumps of the engine are actuated by two camshafts.
Due to the two-camshaft design an optimal adjust-ment of the gas exchange is possible without inter-rupting the fuel injection timing. It is also possible to adjust the fuel injection without interrupting the gas exchange.
The two camshafts are located in the engine frame. On the exhaust side, in a very high position, the valve camshaft is located to allow a short and stiff valve train and to reduce moving masses.
The injection camshaft is located at the service side of the engine.
Both camshafts are designed as cylinder sections and bearing sections in such a way that disassembly of single cylinder sections is possible through the side openings in the crankcase.
The two camshafts and the governor are driven by the main gear train which is located at the flywheel end of the engine. They rotate with a speed which is half that of the crankshaft.
The cam shafts are located in bearing bushes which are fitted in bores in the en gine frame; each bearing is re place able.
Front-End Box
The front-end box is fastened to the front end of the engine. It contains all pipes for cooling water and lubricating oil systems and also components such as pumps, filters, coolers and valves.
The components can be exchanged by means of the clip on/clip off concept without removing any pipes. This also means that all connections for the engine, such as cooling water and fuel oil, are to be connected at the front end of the engine to ensure simple installation.
Governor
The engine speed is controlled by an electronic governor with hydraulic actuators. In some cases a hydraulic governor can be used as an alternative.
Monitoring and Control System
The engine is equipped with MAN Diesel & Turbo’s own design of safety and control system called SaCoSone. See “B 19 00 0 Safety, control and moni-toring system” and “B 19 00 0 Communication from the GenSet”
B 10 01 1
L21/31
General Description
MAN Diesel & Turbo
12.03 - Tier II
3700149-2.1Page 6 (7)
Turbocharger System
The turbocharger system of the engine, which is a constant pressure system, consists of an exhaust gas receiver, a turbocharger, a charge air cooler and a charge air receiver.
The turbine wheel of the turbocharger is driven by the engine exhaust gas, and the turbine wheel drives the turbocharger compressor, which is mounted on the common shaft. The compressor draws air from the engine room through the air filters.
The turbo charger forces the air through the char ge air cooler to the char ge air receiver. From the char-ge air re ceiver the air flows to each cylinder through the in let valves.
The charge air cooler is a compact two-stage tube -type coo ler with a large cooling sur face. The high temperature water is passed through the first stage of the charging air cooler and the low temperature water is passed through the second stage. At each stage of the cooler the water is passed two times through the cooler, the end cov ers be ing designed with partitions which cause the coo ling water to turn.
From the exhaust valves, the exhaust gas is led through to the exhaust gas receiver where the pulsatory pressure from the indi vidual cylinders is equalized and passed on to the turbocharger as a constant pressure, and further to the exhaust outlet and silencer ar range ment.
The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other by means of compensators to prevent excessive stress in the pipes due to heat expansion.
To avoid exces sive thermal loss and to ensure a reasonably low surface tem pera ture the exhaust gas receiver is in sulated.
Compressed Air System
The engine is started by means of a built -on air driven starter.
The compressed air system comprises a dirt strainer, main starting valve and a pilot valve which also acts as an emergency valve, making it possible to start the engine in case of a power failure.
Fuel Oil System
The built-on fuel oil system consists of inlet pipes for fuel oil, mechanical fuel pump units, high pressure pipes as well as return pipes for fuel oil.
Fuel oil leakages are led to a leakage alarm which is heated by means of the inlet fuel oil.
Lubricating Oil System
All moving parts of the engine are lubricated with oil circulating under pressure.
The lubricating oil pump is of the helical gear type. A pressure control valve is built into the system. The pressure control valve reduces the pressure before the filter with a signal taken after the filter to ensure constant oil pressure with dirty filters.
The pump draws the oil from the sump in the base frame, and on the pressure side the oil passes through the lubricating oil cooler and the full-flow depth filter with a nominel fineness of 15 microns. Both the oil pump, oil cooler and the oil filter are placed in the front-end box. The system can also be equipped with a centrifugal filter.
Cooling is carried out by the low temperature coo ling water system and temperature regulation effected by a thermostatic three-way valve on the oil side.
The engine is as standard equipped with an electri-cally-driven prelubricating pump.
B 10 01 1
L21/31
General Description
MAN Diesel & Turbo
12.03 - Tier II
3700149-2.1Page 7 (7)
Cooling Water System
The cooling water system consists of a low tempe-rature system and a high temperature system.
Both the low and the high temperature systems are cooled by treated freshwater.
Only a one string cooling water system to the engine is required.
B 10 01 1
L21/31
General Description
Fig 7 Internal cooling water system.
The water in the low temperature system passes through the low temperature circulating pump which drives the water through the second stage of the charge air cooler and then through the lubricating oil cooler before it leaves the engine together with the high temperature water.
The high temperature cooling water system passes through the high temperature circulating pump and then through the first stage of the charge air cooler before it enters the cooling water jacket and the cylinder head. Then the water leaves the engine with the low temperature water.
Both the low and high temperature water leaves the engine through separate three-way thermostatic valves which control the water temperature.
The low temperature system (LT) is separately bleeded. The HT system is automatically bleeded to expansion tank.
It should be noted that there is no water in the en-gine frame.
Tools
The engine can optionally be delivered with all neces-sary tools for the overhaul of each specific plant. Most of the tools can be arranged on steel plate panels.
Turning
The engine is equipped with a manual turning device.
HT Circuit
Lub. oil cooler
Charge air cooler
LT Circuit
LT ther-mostate
HT ther-mostate
MAN Diesel & Turbo
Cross Section B 10 01 11683375-1.1Page 1 (1)
L21/31
09.25
MAN Diesel & Turbo
Main Particulars B 10 01 13700155-1.0Page 1 (1)
L21/31
11.36 - 220kW - WB2 - GenSet
Cycle : 4-stroke
Configuration : In-line
Cyl. Nos. available : 5-6-7-8-9
Power range : 1100-1980 kW
Speed : 900/1000 rpm
Bore : 210 mm
Stroke : 310 mm
Stroke/bore ratio : 1.48:1
Piston area per cyl. : 346 cm2
Swept volume per cyl. : 10.7 ltr.
Compression ratio : 16.5:1
Max. combustion pressure : 210 bar (in combustion chamber)
Turbocharging principle : Constant pressure system and inter cool ing
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700) MDO (DMB) - MGO (DMA, DMZ) according ISO8217-2010
Power lay-out
Speed
Mean piston speed
Mean effective pressure
Power per cylinder
rpm
m/sec.
bar
kW/cyl.
900
9.3
27.3
220
1000
10.3
24.6
220
MCR version
220 kW WB2
MAN Diesel & Turbo
P Freepassagebetweentheengines,width600mmandheight2000mm. Q Min.distancebetweenengines:2400mm(withoutgallery)and2600mm(withgalley)
* Dependingonalternator ** Weightincludedastandardalternator
Alldimensionsandmassesareapproximate,andsubjecttochangeswithoutpriornotice.
3700211-4.2Page1(1) Dimensions and Weights B 10 01 1
12.09-TierII/WB2
L21/31
Cyl.no
5(900rpm)5(1000rpm)
6(900rpm)6(1000rpm)
7(900/1000rpm)
**DryweightGenSet(t)
22.522.5
26.026.0
29.5
A(mm)
39593959
43144314
4669
*B(mm)
18201870
18702000
1970
*C(mm)
57795829
61846314
6639
H(mm)
31833183
31833183
3289
Cyl.no
5(900/1000rpm)
6(900/1000rpm)
7(900/1000rpm)
8(900/1000rpm)
9(900/1000rpm)
**DryweightGenSet(t)
22.5
26.0
29.5
33.0
36.5
A(mm)
4507
4862
5217
5572
5927
*B(mm)
2100
2100
2110
2110
2135
*C(mm)
6607
6962
7327
7682
8062
H(mm)
3183
3183
3289
3289
3289
1-Bearing
2-Bearing
MAN Diesel & Turbo
06.17
Centre of Gravity1687129-4.1Page 1 (1) B 10 01 1
L21/31
Engine Type
5L21/31
6L21/31
7L21/31
8L21/31
9L21/31
X - mm
1205
1470
1730
1925
2315
Y - mm
1235
1235
1235
1235
1235
Z - mm
0
0
0
0
0
The values are expected values based on alternator, make Uljanik. If an other alternator is chosen, the values will change.
Actual values is stated on General Arrangement.
Centre of gravity is stated for dry GenSet.
MAN Diesel & Turbo
Overhaul Areas1683381-0.0Page 1 (2) B 10 01 1
L21/31
01.04
Fig 1 Dismantling height.
Engine Type
Cylinder Unit, complete:
Unit dismantled: Cylinder liner, water jacket, connecting rod and piston:
H1 (mm)
3705
3245
H2 (mm)
3965
3505
Dismantling Height
H1 : For dismantling at the service side.
H2 : For dismantling passing the alternator. (Remaining cover not re moved).
MAN Diesel & Turbo
B 10 01 1 Overhaul Areas
L21/31
Dismantling Space
It must be considered that there is sufficient space for pulling the charge air cooler element, lubricating oil cooler, lubricating oil filter cartridge, lubricating pump and water pumps.
1683381-0.0Page 2 (2)
01.04
Fig 2 Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.
MAN Diesel & Turbo
Firing Pressure Comparison B 10 01 1
L21/31
3700085-5.1Page 1 (1)
12.10 - Tier II
Engine type, 5 - 9L21/31, GenSet, Tier II
Output, 5 cyl kW/cyl 200
Output, 6-9 cyl kW/cyl 220
Engine speed rpm 900
Max Pressure 100%
-5
-4
-3
-2
-1
0
1
2
3
4
5
6
7
980 990 1000 1010 1020 1030
Del
ta m
ax p
ress
. [ba
r]
Barometric press. [mbar]
100
110
120
130
140
150
160
170
180
190
200
210
220
100 110 120 130 140 150 160 170 180 190 200 210 220
Indi
cato
r C
ock
[bar
]
Combustion Chamber [bar]
MAN Diesel & Turbo
Firing Pressure Comparison B 10 01 1
L21/31
3700086-7.1Page 1 (1)
12.10 - Tier II
Engine type, 5 - 9L21/31, GenSet, Tier II
Output, 5 cyl kW/cyl 200
Output, 6-9 cyl kW/cyl 220
Engine speed rpm 1000
Max Pressure 100%
-5
-4
-3
-2
-1
0
1
2
3
4
5
6
7
980 990 1000 1010 1020 1030
Del
ta m
ax p
ress
. [ba
r]
Barometric press. [mbar]
100
110
120
130
140
150
160
170
180
190
200
210
220
100 110 120 130 140 150 160 170 180 190 200 210 220
Indi
cato
r C
ock
[bar
]
Combustion Chamber [bar]
MAN Diesel & Turbo
1607566-7.2Page 1 (1) Engine Rotation Clockwise B 10 11 1
General
10.39
Engine
Direction of rotation seen from flywheel end “Clockwise”
Alternator
Fuel Oil System
B 11
MAN Diesel & Turbo
1683378-7.4Page 1 (2) B 11 00 0
L21/31
Internal Fuel Oil System
11.48 - option
Fig 1 Diagram for fuel oil system.
Running-in Filter
The running-in filter has a fineness of 50 microns and is placed in the fuel inlet pipe. Its function is to remove impurities in the fuel pipe between safety filter and the engine in the running-in period.
Note: The filter must be removed before ship delivery or before handling over to the customer.
It is adviced to install the filter every time the extern fuel pipe system has been dismantled, but it is important to remove the filter again when the extern fuel oil system is considered to be clean for any impurities.
Fuel Injection Equipment
Each cylinder unit has its own set of injection equip-ment comprising injection pump unit, high-pressure pipe and injection valve.
General
The internal built-on fuel oil system as shown in fig. 1 consists of the following parts:
– the running-in filter – the high-pressure injection equipment – the waste oil system
Pipe description
A1 Fuel oil inlet DN 20
A2 Fuel oil outlet DN 20
A3 Waste oil outlet to sludge tank DN 15
Flange connections are standard according to DIN 2501
A1 A3 A2
Drain box withfuel leakage alarm
Flywheel end
Cyl. 1
High pres-sure pipe
Injectionpump
Running-infilter
MAN Diesel & Turbo
The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangement reduces external surface tem pe-ra tures and the risk of fire caused by fuel leakage.
The injection pump unit are with integrated roller guide directly above the camshaft.
The fuel quantity injected into each cylinder unit is adjusted by means of the governor, which main tains the engine speed at the preset value by a con tinuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded link ages for each pump.
The injection valve is for "deep" building-in to the centre of the cylinder head.
The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore in the cylinder head.
This bore has an external connection to lead the leak oil from the injection valve and high-pres sure pipe to the waste oil system, through the double walled pressure pipe.
A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any mal func tion of the bottom rubber sealing ring due to leak oil.
Waste Oil System
Waste and leak oil from the hot box, fuel injection valves, fuel injection pumps and high-pressure pipes, is led to the fuel leakage alarm unit, from which it is drained into the sludge tank.
B 11 00 0
L21/31
Internal Fuel Oil System 1683378-7.4Page 2 (2)
11.48 - option
The leakage alarm unit consists of a box, with a float switch for level monitoring. In case of a leakage, larger than normal, the float switch will initiate an alarm. Thesupply fuel oil to the engine is led through the leakage alarm unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil.
Sludge tank
In normal operation no fuel should leak out from the components of the fuel system. In connection with maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection.
Waste and leak oil from the hot box is drained into the sludge tank.
The tank and the pipes must be heated and insu-lated, unless the installation is designed for operation exclusively on MDO/MGO.
Data
For pump capacities, see D 10 05 0 "List of Capa-cities".
Fuel oil consumption for emissions standard is stated in B 11 01 0.
Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
MAN Diesel & Turbo
3700162-2.0Page 1 (2) B 11 00 0
L21/31
Internal Fuel Oil System
11.39 - Standard
Fig 1 Diagram for fuel oil system.
Running-in Filter
The running-in filter has a fineness of 50 microns and is placed in the fuel inlet pipe. Its function is to remove impurities in the fuel pipe between safety filter and the engine in the running-in period.
Note: The filter must be removed before ship delivery or before handling over to the customer.
It is adviced to install the filter every time the ex-ternal fuel pipe system has been dismantled, but it is important to remove the filter again when the extern fuel oil system is considered to be clean for any impurities.
Fuel Injection Equipment
Each cylinder unit has its own set of injection equip-ment comprising injection pump unit, high-pressure pipe and injection valve.
General
The internal built-on fuel oil system as shown in fig. 1 consists of the following parts:
– the running-in filter – the high-pressure injection equipment – the waste oil system
Pipe description
A1 Fuel oil inlet DN 20
A2 Fuel oil outlet DN 20
A3A Clean leak oil to service tank DN 15
A3B Waste oil outlet to sludge tank DN 15
Flange connections are standard according to DIN 2501
A3A A2A1
CYL. 1Flywheel end
0.05 bar
LAH42
40PAL
40TE
Drain box withfuel leakage alarm.
Running in filter(to be removedbefore ship/plant delivery)
40TI
40PI
40PT
A3B
Pulsationdamper
Injectionpump
High pressurepipe with drain
Max.50µ
MAN Diesel & Turbo
The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangement reduces external surface tem pe-ra tures and the risk of fire caused by fuel leakage.
The injection pump unit are with integrated roller guide directly above the camshaft.
The fuel quantity injected into each cylinder unit is adjusted by means of the governor, which main tains the engine speed at the preset value by a con tinuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded link ages for each pump.
The injection valve is for "deep" building-in to the centre of the cylinder head.
The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore in the cylinder head.
This bore has an external connection to lead the leak oil from the injection valve and high-pres sure pipe to the waste oil system, through the double walled pressure pipe.
A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any mal func tion of the bottom rubber sealing ring due to leak oil.
Waste Oil System
Clean leak oil from the fuel injection valves, fuel injection pumps and high-pressure pipes, is led to the fuel leakage alarm unit, from which it is drained into the clean leak fuel oil tank.
The leakage alarm unit consists of a box, with a float switch for level monitoring. In case of a leakage, larger than normal, the float switch will initiate an alarm. Thesupply fuel oil to the engine is led through the leakage alarm unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil.
B 11 00 0
L21/31
Internal Fuel Oil System 3700162-2.0Page 2 (2)
11.39 - Standard
Waste and leak oil from the hot box is drained into the sludge tank.
Clean leak fuel tank
Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate clean leakfuel tank, from where it can be pumped to the service tank and reused without separation. The pipes from the engine to the clean leak fuel tank should be ar-ranged continuously sloping. The tank and the pipes must be heated and insulated, unless the installation is designed for operation exclusively on MDO/MGO.
The leak fuel piping should be fully closed to prevent dirt from entering the system.
Sludge tank
In normal operation no fuel should leak out from the components of the fuel system. In connection withmaintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection.
Waste and leak oil from the hot box is drained into the sludge tank.
The tank and the pipes must be heated and insu-lated, unless the installation is designed for operation exclusively on MDO/MGO.
Data
For pump capacities, see D 10 05 0 "List of Capa-cities".
Fuel oil consumption for emissions standard is stated in B 11 01 1.
Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
Heavy fuel oil (HFO) specification
PrerequisitesMAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table 1, pro-viding the engine and fuel processing system have been designed accord-ingly. To ensure that the relationship between the fuel, spare parts andrepair / maintenance costs remains favorable at all times, the following pointsshould be observed.
Heavy fuel oil (HFO)The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table 1.The entries in the last column of Table 1 provide important background infor-mation and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shown in Fig. 1. All qualities inthese specifications up to K700 can be used, providing the fuel preparationsystem has been designed accordingly. To use any fuels, which do not com-ply with these specifications (e.g. crude oil), consultation with Technical Serv-ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with amaximum density of 1,010 kg/m3 may only be used if up-to-date separatorsare installed.
Even though the fuel properties specified in the table entitled "The fuel speci-fication and corresponding properties for heavy fuel oil" satisfy the aboverequirements, they probably do not adequately define the ignition and com-bustion properties and the stability of the fuel. This means that the operatingbehaviour of the engine can depend on properties that are not defined in thespecification. This particularly applies to the oil property that causes forma-tion of deposits in the combustion chamber, injection system, gas ducts andexhaust gas system. A number of fuels have a tendency towards incompati-bility with lubricating oil which leads to deposits being formed in the fueldelivery pump that can block the pumps. It may therefore be necessary toexclude specific fuels that could cause problems.
The addition of engine oils (old lubricating oil, ULO –used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents
Origin/Refinery process
Specifications
Important
Blends
2011
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y fu
el o
il (H
FO) s
peci
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6680
3.3
.3-0
1Ge
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MAN Diesel & Turbo 3.3.3
6680 3.3.3-01 EN 1 (12)
(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,this poses a particular danger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (and this has also been the experience of other manufacturers),this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.
Leak oil collectors that act as receptacles for leak oil, and also return andoverflow pipes in the lube oil system, must not be connected to the fuel tank.Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour (ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour (ASTM D 97)
Coke residue (Conrad-son)
Weight % max. 20 Combustion properties
Sulphur content 5 orlegal requirements
Sulphuric acid corrosion
Ash content 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1
Aluminium and siliciumcontent (total)
mg/kg max. 60 Heavy fuel oil processing
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil(ULO)
mg/kg The fuel must be free of lubri-cating oil (ULO = used lubricat-ing oil, old oil). Fuel is consid-ered as contaminated withlubricating oil when the follow-ing concentrations occur:
Ca > 30 ppm and Zn > 15ppm or Ca > 30 ppm and P >15 ppm.
Leak oil collector
Heav
y fu
el o
il (H
FO) s
peci
ficat
ion
6680
3.3
.3-0
1Ge
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2011
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3.3.3 MAN Diesel & Turbo
2 (12) 6680 3.3.3-01 EN
Asphaltene content Weight % 2/3 of coke residue(according to Conradson)
Combustion properties
Sodium content mg/kg Sodium < 1/3 Vanadium,Sodium<100
Heavy fuel oil processing
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. Itmust also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil
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.3-0
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MAN Diesel & Turbo 3.3.3
6680 3.3.3-01 EN 3 (12)
Figure 1: ISO 8217-2010 specification for heavy fuel oil
Heav
y fu
el o
il (H
FO) s
peci
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ion
6680
3.3
.3-0
1Ge
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3.3.3 MAN Diesel & Turbo
4 (12) 6680 3.3.3-01 EN
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
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FO) s
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6680
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.3-0
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MAN Diesel & Turbo 3.3.3
6680 3.3.3-01 EN 5 (12)
Additional informationThe purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.
Economic operation with heavy fuel oil within the limit values specified in thetable entitled "The fuel specification and corresponding properties for heavyfuel oil" is possible under normal operating conditions, provided the system isworking properly and regular maintenance is carried out. If these require-ments are not satisfied, shorter maintenance intervals, higher wear and agreater need for spare parts is to be expected. The required maintenanceintervals and operating results determine, which quality of heavy fuel oilshould be used.
It is an established fact that the price advantage decreases as viscosityincreases. It is therefore not always economical to use the fuel with the high-est viscosity as in many cases the quality of this fuel will not be the best.
Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-mum permissible viscosity depends on the preheating system installed andthe capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of theengine must be observed. This is the only way to ensure efficient atomisationand mixture formation and therefore low-residue combustion. This also pre-vents mechanical overloading of the injection system. For the prescribedinjection viscosity and/or the required fuel oil temperature upstream of theengine, refer to the viscosity temperature diagram.
Whether or not problems occur with the engine in operation depends on howcarefully the heavy fuel oil has been processed. Particular care should betaken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-cles, rust, sand) are effectively removed. It has been shown in practice thatwear as a result of abrasion in the engine increases considerably if the alumi-num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken intoaccount when designing and making adjustments to the cleaning system.
Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 °C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavyfuel oil has a high concentration of foreign matter, or if fuels in accordancewith ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks willbe required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.
A separator is particularly suitable for separating material with a higher spe-cific density – water, foreign matter and sludge, for example. The separatorsmust be self-cleaning (i.e. the cleaning intervals must be triggered automati-cally).
Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
Selection of heavy fuel oil
Viscosity/injection viscosity
Heavy fuel oil processing
Settling tank
Separators
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6 (12) 6680 3.3.3-01 EN
Table "Achievable proportion of foreign matter and water (following separa-tion)" shows the prerequisites that must be met by the separator. These limitvalues are used by manufacturers as the basis for dimensioning the separa-tor and ensure compliance.
The manufacturer's specifications must be complied with to maximize thecleaning effect.
Application in ships and stationary use: parallel installation1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow
rate
Figure 3: Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the manufacturers' currentrecommendations (Alpha Laval and Westfalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel should be consulted.
If processing is carried out in accordance with the MAN Diesel specificationsand the correct separators are chosen, it may be assumed that the resultsstated in the table entitled "Achievable proportion of foreign matter andwater" for inorganic foreign matter and water in the heavy fuel oil will be ach-ieved at the engine inlet.
Results obtained during operation in practiсe show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlubricating oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matterincluding catalyst particles
< 5 µm < 20 mg/kg
Al+Si content -- < 15 mg/kg
Water content -- < 0.2 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)
It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.
Water
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MAN Diesel & Turbo 3.3.3
6680 3.3.3-01 EN 7 (12)
Water-containing sludge must be removed from the settling tank before theseparation process starts, and must also be removed from the service tankat regular intervals. The tank's ventilation system must be designed in such away that condensate cannot flow back into the tank.
If the vanadium/sodium ratio is unfavorable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented byusing a fuel additive that increases the melting point of the heavy fuel oil ash(also see "Additives for heavy fuel oils”).
Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above chapter for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these are aluminium silicateparticles that cause a high degree of wear in the injection system and theengine. The aluminium content determined, multiplied by a factor of between5 and 8 (depending on the catalytic bond), is roughly the same as the pro-portion of catalyst remnants in the heavy fuel oil.
If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.
National and international transportation and storage regulations governingthe use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
The pour point is the temperature at which the fuel is no longer flowable(pumpable). As the pour point of many low-viscosity heavy fuel oils is higherthan 0 °C, the bunker facility must be preheated, unless fuel in accordancewith RMA or RMB is used. The entire bunker facility must be designed insuch a way that the heavy fuel oil can be preheated to around 10 °C abovethe pour point.
If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the tempera-ture is not at least 10 °C above the pour point, pump problems will occur.For more information, also refer to “Low-temperature behaviour(ASTM D 97)”.
If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injection
Vanadium/Sodium
Ash
Homogeniser
Flash point (ASTM D 93)
Low-temperature behaviour(ASTM D 97)
Pump characteristics
Combustion properties
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3.3.3 MAN Diesel & Turbo
8 (12) 6680 3.3.3-01 EN
system is higher. These problems can also occur when using unstable heavyfuel oils, or if incompatible heavy fuel oils are mixed. This would lead to anincreased deposition of asphalt (see "Compatibility”).
Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be < 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;the combustion is also delayed which can lead to thermal overloading of theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel pistonengines.
The ignition quality is one of the most important properties of the fuel. Thisvalue does not appear in the international specifications because a standar-dised testing method has only recently become available and not enoughexperience has been gathered at this point in order to determine limit values.The parameters, such as the calculated carbon aromaticity index (CCAI), aretherefore aids that are derived from quantifiable fuel properties. We haveestablished that this method is suitable for determining the approximate igni-tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volumecombustion method (fuel combustion analyser FCA) and is currently beingtested by a series of testing laboratories.The instrument measures the ignition delay to determine the ignition qualityof a fuel and this measurement is converted into a an instrument-specificcetane number (FIA-CN or EC). It has been established that in some cases,heavy fuel oils with a low FIA cetane number or ECN number can causeoperating problems.
As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. (Also see illustration entitled "Nomogram for determin-ing the CCAI – assigning the CCAI ranges to engine types").
Ignition quality
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MAN Diesel & Turbo 3.3.3
6680 3.3.3-01 EN 9 (12)
V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditionsD Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting theengine or the operating condi-tions.
CCAI Calculated Carbon AromaticityIndex
C Problems identified may lead toengine damage, even after ashort period of operation.
1 Engine type 2 The CCAI is obtained from thestraight line through the densityand viscosity of the heavy fueloils.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to enginetypes
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
The engine should be operated at the cooling water temperatures prescribedin the operating handbook for the relevant load. If the temperature of thecomponents that are exposed to acidic combustion products is below theacid dew point, acid corrosion can no longer be effectively prevented, even ifalkaline lubricating oil is used.
The BN values specified in Section 3.3.6 are sufficient, providing the qualityof lubricating oil and the engine's cooling system satisfy the requirements.
Sulphuric acid corrosion
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10 (12) 6680 3.3.3-01 EN
The supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.
If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtainthe required quality or viscosity of heavy fuel oil, it is extremely important thatthe components are compatible (see "Compatibility").
MAN Diesel & Turbo SE engines can be operated economically without addi-tives. It is up to the customer to decide whether or not the use of additives isbeneficial. The supplier of the additive must guarantee that the engine opera-tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probableeffects on the engine's operation, are summarised in the table below "Addi-tives for heavy fuel oils – classification/effects".
Precombustion additives ▪ Dispersing agents/stabil-isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-sion)
▪ Soot removers (exhaust-gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
From the point of view of an engine manufacturer, a lower limit for the sul-phur content of heavy fuel oils does not exist. We have not identified anyproblems with the low-sulphur heavy fuel oils currently available on the mar-ket that can be traced back to their sulphur content. This situation maychange in future if new methods are used for the production of low-sulphurheavy fuel oil (desulphurisation, new blending components). MAN Diesel &Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.
Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.
Compatibility
Blending the heavy fuel oil
Additives for heavy fuel oils
Heavy fuel oils with lowsulphur content
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MAN Diesel & Turbo 3.3.3
6680 3.3.3-01 EN 11 (12)
TestsTo check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof every bunker oil (at least for the duration of the engine's warranty period).To ensure that the samples taken are representative of the bunker oil, a sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. “Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.
Our department for fuels and lubricating oils (Augsburg factory, departmentEQC) will be pleased to provide further information on request.
We can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.
Sampling
Analysis of samples
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12 (12) 6680 3.3.3-01 EN
Diesel oil (MDO) specification
Marine diesel oilMarine diesel oil, marine diesel fuel.
Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from crudeoil and must be free of organic acids and non-mineral oil products.
SpecificationThe suitability of fuel depends on the design of the engine and the availablecleaning options, as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard asthe basis. The properties have been specified using the stated test proce-dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m3 ISO 3675 900
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2,0< 11 *
Pour point (winter quality) °C ISO 3016 < 0
Pour point (summer quality) °C < 6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content % by weight ISO CD 10307 0.10
Water content % by vol. ISO 3733 < 0.3
Sulphur content % by weight ISO 8754 < 2.0
Ash content % by weight ISO 6245 < 0.01
Carbon residue (MCR) % by weight ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 < 2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25
Lubricity(wear scar diameter)
μm ISO 12156-1 < 520
Copper strip test - ISO 2160 < 1
Other specifications:
British Standard BS MA 100-1987 Class M2
ASTM D 975 2D
ASTM D 396 Nr. 2
Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to
* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
Other designations
Origin
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6680
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MAN Diesel & Turbo 3.3.2
6680 3.3.2-01 EN 1 (2)
Additional informationDuring transshipment and transfer, MDO is handled in the same manner asresidual oil. This means that it is possible for the oil to be mixed with high-viscosity fuel or heavy fuel oil – with the remnants of these types of fuels inthe bunker ship, for example – that could significantly impair the properties ofthe oil.
Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.
A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in thecylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.
Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.
AnalysesWe can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.
Lubricity
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3.3.2 MAN Diesel & Turbo
2 (2) 6680 3.3.2-01 EN
Gas oil / diesel oil (MGO) specification
Diesel oilGas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain anyresidual materials.
Military specificationDiesel oils that satisfy specification F-75 or F-76 may be used.
SpecificationThe suitability of fuel depends on whether it has the properties defined in thisspecification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standardshave been extensively used as the basis when defining these properties. Theproperties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °Ckg/m3 ISO 3675
≥ 820.0≤ 890.0
Kinematic viscosity at 40 °Cmm2/s (cSt) ISO 3104
≥ 2≤ 6.0
Filterability*
in summer andin winter
°C°C
DIN EN 116DIN EN 116
≤ 0≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content
weight %
ISO 8754 ≤ 1.5
Ash ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 < 2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity(wear scar diameter)
μm ISO 12156-1 < 520
Cetane number or cetane index - ISO 5165 ≥ 40
Copper strip test - ISO 2160 ≤ 1
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) – properties that must be complied with.
Other designations
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MAN Diesel & Turbo 3.3.1
6680 3.3.1-01 EN 1 (2)
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determiningthe cloud point in accordance with ISO 3015
Additional informationIf distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.
To ensure sufficient lubrication, a minimum viscosity must be ensured at thefuel pump. The maximum temperature required to ensure that a viscosity ofmore than 1.9 mm2/s is maintained upstream of the fuel pump, depends onthe fuel viscosity. In any case, the fuel temperature upstream of the injectionpump must not exceed 45 °C.
Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.
Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.
AnalysesWe can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.
Use of diesel oil
Viscosity
Lubricity
Gas
oil /
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GO) s
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3.3.1 MAN Diesel & Turbo
2 (2) 6680 3.3.1-01 EN
Bio fuel specification
BiofuelBiodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Biofuel is derived from oil plants or old cooking oil.
ProvisionTransesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN14214.
Non-transesterified biofuels must comply with the specifications listed inTable 1.
These specifications are based on experience to d/ate. As this experience islimited, these must be regarded as recommended specifications that can beadapted if necessary. If future experience shows that these specifications aretoo strict, or not strict enough, they can be modified accordingly to ensuresafe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable foroperation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m3 DIN EN ISO 3675,EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg(typical: 37 MJ/kg)
DIN 51900-3
Viscosity/50 °C < 40 cSt (corresponds to a viscos-ity/40 °C of < 60 cSt)
DIN EN ISO 3104
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) > 5 h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660
Filterability < 10 °C below the lowest temper-ature in the fuel system
EN 116
Table 1: Non-transesterified bio-fuel - Specifications
Other designations
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MAN Diesel & Turbo 3.3.1
6680 3.3.1-02 EN 1 (2)
Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.
AnalysesWe can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.
Bio
fuel
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80 3
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3.3.1 MAN Diesel & Turbo
2 (2) 6680 3.3.1-02 EN
MAN Diesel & Turbo
Explanatory notes for biofuel
General
11.01
3700063-9.0Page 1 (2)
Operation with biofuel
Please contact MAN Diesel & Turbo at an early stage of project.
Requirements on plant side
Biofuel has to be divided into 3 categories.
Categori 1 - transesterified biofuel
For example:
• Biodiesel (FAME)
Esterified biofuel is comparable to MDO (ISO-F-DMB/ISO-F-DMC), therefore standard layout of fuel oil system for MDO-operation to be used.
Categori 2 - not transesterified biofuel and pour point below 20° C
For example:
• Vegetable oil• Rape-seed oil
Not transesterified biofuel with pour point below 20° C is comparable to HFO (ISO-F-RM), therefore standard layout of fuel oil system for HFO-operation to be used.
Categori 3 - not transesterified biofuel and pour point above 20° C
For example:
• Palm oil• Stearin• Animal fat• Frying fat
B 11 00 0
Caution:Not transesterified biofuel with a pour point above 20° C carries a risk of flocculation and may clog up pipes and filters unless special precautions are taken.
Therefore the standard layout of fuel oil system for HFO-operation has to be modified concerning fol-lowing aspects:
• In general no part of the fuel oil system must be cooled down below pour pont of the used biofuel.
• Fuel cooler for circulation fuel oil feeding part => to be modified.In this circuit a temperature above pour point of the biofuel is needed without overheating of the supply pumps.
• Sensor pipes to be isolated or heated and located near to main pipes.
• To prevent injection nozzles from clogging indi-cator filter size 0.010 mm has to be used instead of 0.034 mm.
Additionally:
• Fuel oil module to be located inside plant (to be protected against rain and cold wind).
• A second fuel type has to be provided of cate-gory 1 or 2.Due to the risk of clogging it is needed before each stop of the engine, to change over to a second fuel type of category 1 or 2 and to operate the engine until the danger of clogging of the fuel oil system no longer exists.
MAN Diesel & Turbo
Explanatory notes for biofuel
General
11.01
3700063-9.0Page 2 (2)B 11 00 0
Requirements on engine
• Injection pumps with special coating and with sealing oil system.
• Fuel pipes and leak fuel pipes must be equipped with heattracing (not to be applied for biofuel category 1). Heattracing to be applied for biofuel category 2 outside covers of injection pump area and for biofuel category 3 also inside injection pump area.
• Inlet valve lubrication (L32/40)
• Nozzle cooling to be appied for biofuel category 2 and 3. (L32/40)
• Charge air temperature before cylinder 55° C to minimize ignition delay.
Please be aware
• Depending on the quality of the biofuel, it may be necessary to carry out one oil change per year (this is not taken into account in the details concerning lubricating oil consumption).
• An addition to the fuel oil consumption is ne-cessary:
2 g/kWh addition to fuel oil consumption (see chapter fuel oil consumption)
• Engine operation with fuels of low calorific value like biofuel, requires an output reduction:
• LCV ≥ 38 MJ/kg Power reduction 0%
• LCV ≥ 36 MJ/kg Power reduction 5%
• LCV ≥ 35 MJ/kg Power reduction 10%
Viscosity-temperature diagram (VT diagram)
Explanations of viscosity-temperature diagram
Figure 1: Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown on the horizontal axis andthe viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels withdifferent reference viscosities. The vertical viscosity axis in mm2/s (cSt)applies for 40, 50 or 100 °C.
Determining the viscosity-temperature curve and the required preheating temperaturePrescribed injection viscosityin mm²/s
Required temperature of heavy fuel oilat engine inlet* in °C
≥ 12 126 (line c)
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheatingtemperature
Example: Heavy fuel oil with180 mm²/s at 50 °C
2011
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Visc
osity
-tem
pera
ture
dia
gram
(VT
diag
ram
)Vi
scos
ity-t
empe
ratu
re d
iagr
am (V
T di
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Gene
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MAN Diesel & Turbo 3.3.4
6680 3.3.4-01 EN 1 (2)
* With these figures, the temperature drop between the last preheatingdevice and the fuel injection pump is not taken into account.
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosityof 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity offuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 °C is reached when using arecent state-of-the-art preheating device with 8 bar saturated steam. Athigher temperatures there is a risk of residues forming in the preheating sys-tem – this leads to a reduction in heating output and thermal overloading ofthe heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system andthe injection valve must be suitably insulated to limit the maximum drop intemperature to 4 °C. This is the only way to achieve the necessary injectionviscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-cations such as ISO CIMAC or British Standard). If heavy fuel oil with a lowreference viscosity is used, the injection viscosity should ideally be 12 mm2/sin order to achieve more effective atomisation to reduce the combustion resi-due.
The delivery pump must be designed for heavy fuel oil with a viscosity of upto 1 000 mm2/s. The pour point also determines whether the pump is capa-ble of transporting the heavy fuel oil. The bunker facility must be designed soas to allow the heavy fuel oil to be heated to roughly 10 C above the pourpoint.
ViscosityThe viscosity of gas oil or diesel oil (marine diesel oil) upstream of theengine must be at least 1.9 mm2/s. If the viscosity is too low, this maycause seizing of the pump plunger or nozzle needle valves as a resultof insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although themaximum permissible temperature depends on the viscosity of the fuel, itmust never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and
▪ 60 °C at the most with MDO (DMC).
A fuel cooler must therefore be installed.
If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service ofMAN Diesel & Turbo SE in Augsburg.
Visc
osity
-tem
pera
ture
dia
gram
(VT
diag
ram
)Vi
scos
ity-t
empe
ratu
re d
iagr
am (V
T di
agra
m)
Gene
ral
2011
-03-
25 -
de
3.3.4 MAN Diesel & Turbo
2 (2) 6680 3.3.4-01 EN
MAN Diesel & Turbo
1699177-5.1Page 1 (1)
Guidelines Regarding MAN Diesel & Turbo GenSets Operating on Low Sulphur Fuel Oil
General
10.16
Exhaust emissions from marine diesel engines have been the focus of recent legislation. Apart from nitrous oxides (NOx), sulphur oxides (SOx) are considered to be the most important pollution factor. A range of new regulations have been implemented and others will follow (IMO, EU Directive, and CARB). These regulations demand reduction of SOx emissions by restricting the sulphur content of the fuel. That is to say sulphur limits for HFO as well as mandatory use of low sulphur distillate fuels for particular ap-plications. This guideline covers the engine related aspects of the use of such fuels.
Low sulphur HFO
From an engine manufacturer’s point of view there is no lower limit for the sulphur content of HFO. We have not experienced any trouble with the currently available low sulphur HFO, that are related to the sulphur content or specific to low sulphur HFO. This may change in the future if new methods are applied for the production of low sulphur HFO (desulphuriza-tion, uncommon blending components). MAN Diesel & Turbo will monitor developments and inform our customers if necessary.
If the engine is not operated permanently on low sulphur HFO, then the lubricating oil should be se-lected according to the highest sulphur content of the fuels in operation.
Low sulphur distillates
In general our GenSet is developed for continuous operation on HFO as well as on MDO/MGO. Occa-sionally changes in operation mode between HFO and MDO/MGO are considered to be within normal operation procedures for our engine types and do thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not cause problems, but please notice the following restrictions:
In order to avoid seizure of the fuel oil injection pump components the viscosity at engine fuel oil inlet must be > 2.0 cSt. In order achieve this it may be necessary to install a fuel oil cooler, when the engine is running on MGO. This is both to ensure correct viscosity and avoid heating up the service tank, which is important as the fuel oil injection pumps are cooled by the fuel.
When operating on MDO/MGO a larger leak oil amount from fuel oil injection pumps and fuel oil injection valves can be expected compared to op-eration on HFO.
In order to carry out a quick change between HFO and MDO/MGO the change over should be carried out by means of the valve V1-V2 installed in front of the engine.
For the selection of the lubricating oil the same ap-plies as for HFO. For temporary operation on distillate fuels including low sulphur distillates nothing has to be considered. A lubricating oil suitable for operation on diesel fuel should only be selected if a distillate fuel is used continuously.
B 11 00 0
MAN Diesel & Turbo
B 11 00 03700222-2.0Page 1 (1)
General
Fuel Injection Valve
12.04
Fig 1 Fuel injection valve
Fuel Injection Valve
The fuel valve is uncooled and placed in a sleeve in the centre of the cylinder head.
O-rings around the fuel valve body prevent fuel and lubricating oil from mixing. From the side of the cyl-inder head, a lance for fuel supply is screwed into the fuel valve (L16/24 is mounted by means of 3 leaf springs). The lance is sealed with a bushing and two o-rings where the lance goes into the cylinder head. A double-walled high pressure pipe connects the fuel pump with the lance.
Leak oil from the fuel valve or from a possible defec-tive high pressure pipe is led to the bore for the lance in the cylinder head. From here a pipe will drain the fuel to the leakage alarm and further to the leak oil connection. From here the HFO can be led to leak oil tank and MDO/MGO to the day tank.
Nozzle complete
Sleeve
Lance
Fuel inlet
Needle
MAN Diesel & Turbo
1683324-8.1Page 1 (1)
General
Fuel Injection Pump
12.04
B 11 02 1
Fig 1 Fuel injection pump
Roller
To injection valve
Delivery valveDelivery valve housing
Barrel
Fuel
Fuel rack
Lub oil
Fuel Injection Pump
The fuel pump and the roller guide are one unit, placed over the fuel cam. A pipe supplies lubricat-ing oil from the camshaft bearing to the roller guide.
The barrel is installed with seals on the outer circum-ference at various levels to avoid leakages and to give the possibility to drain fuel from the lower part of the barrel bore.
At the same time it also gives the possibility to add sealing oil to minimize fuel contamination of the lubricating oil.
The injection amount of the pump is regulated by transversal displacement of a toothed rack in the side of the pump housing. By means of a gear ring, the pump plunger with the two helical millings, the cutting-off edges, is turned whereby the length of the pump stroke is reckoned from when the plunger closes the inlet holes until the cutting-off edges again uncover the holes.
A delivery valve is installed on top of the barrel. In the delivery valve housing a second valve is installed. This valve will open for oscillating high pressure waves between the needle in the fuel injection valve and the delivery valve on the pump, causing the needle in the fuel valve to stay closed after the injection is finished. This will reduce formation of carbon around the nozzle tip and save fuel.
The amount of fuel injected into each cylinder unit is adjusted by means of the governor, which main-tains the engine speed at the preset value by a con tinuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded link ages for each pump.
The rack for fuel control is shaped as a piston at one end. The piston works inside a cylinder. When the cylinder is pressurized, the fuel rack will go to zero and the engine will stop.
L16/24 L21/31 GenSet /Prop L27/38 GenSet /Prop
MAN Diesel & Turbo
Fuel Oil Filter Duplex
To safeguard the injection system components on the GenSets, is it recommended to install a fuel oil filter duplex, as close as possible to each GenSet.
The fuel oil filter duplex is with star-pleated filter ele-ments. The fuel oil filter duplex is supplied loose and it is recommended to install it, as close as possible to each GenSet, in the external fuel oil supply line.
GenSets with conventional fuel injection system must have fuel oil filter duplex with a fineness of max. 34 microns (sphere passing mesh) installed as close as possible to each GenSet.
GenSets with a common rail fuel injection system require a fuel oil filter duplex with a fineness of max. 25 microns (sphere passing mesh) installed as closeas possible to each GenSet.
Note! A filter surface load of 1 litre/cm² per hour must not be exceeded !
1679744-6.5Page 1 (1) Fuel Oil Filter Duplex
General
11.37 - ny
E 11 08 1
Fig 1 Fuel oil filter duplex.
Fuel oil filter duplex - Star-pleated element25 microns 34 microns
(sphere passing mesh) (sphere passing mesh)
HFO12-18 cSt
MDO2,5-14 cSt
MGO1,5-6 cSt
HFO12-18 cSt
MDO2,5-14 cSt
MGO1,5-6 cSt
litres/h litres/h litres/h litres/h litres/h litres/h
DN25 652 652 652 652 652 652
DN32 1.000 1.000 1.000 1.000 1.000 1.000
DN40 1.844 1.844 1.844 1.844 1.844 1.844
DN50 2.337 2.337 2.337 2.337 2.337 2.337
DN65 3.885 3.885 3.885 3.885 3.885 3.885
Filter area (cm2) Filter area (cm2)
DN25 652 652 652 652 652 652
DN32 1.000 1.000 1.000 1.000 1.000 1.000
DN40 1.844 1.844 1.844 1.844 1.844 1.844
DN50 2.337 2.337 2.337 2.337 2.337 2.337
DN65 3.885 3.885 3.885 3.885 3.885 3.885
Pressure drop (bar) Pressure drop (bar)
DN25 0,011 0,011 0,009 0,009 0,009 0,008
DN32 0,01 0,009 0,008 0,008 0,008 0,007
DN40 0,011 0,01 0,009 0,009 0,009 0,008
DN50 0,01 0,009 0,008 0,009 0,008 0,008
DN65 0,01 0,009 0,008 0,008 0,007 0,007
0802
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MAN Diesel
10.04
Description
The fuel change-over system consists of two remote controlled and interconnected 3-way valves, which are installed immediately before each GenSet. The 3-way valves “V1-V2” are operated by a electric/pneumatically actuator of the simplex type, with spring return and a common valve control box for all GenSets.
The flexibility of the system makes it possible, if necessary, to operate the GenSets on either diesel oil or heavy fuel oil, individually by means of the L-bored 3-way valves “V1-V2”.
General
HFO/MDO Changing Valves (V1 and V2) E 11 10 11624467-7.3Page 1 (2)
The control box can be placed in the engine room or in the engine control room.
To maintain re-circulation in the HFO flow line, when the GenSet is operated on MDO, is a by-pass valve installed between the fuel inlet valve “V1” and the fuel outlet valve “V2” at each GenSet as shown in fig 1.
Valve Control Box
Electrical power supply to the valve control box is 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz, depending onthe plant specification, and is established in form ofa single cable connection from the switchboard.
Due to a built-in transformer, the power supply vol-tage will be converted to a 24 V DC pilot voltage for serving the relays, contactors, and indication lamps.
Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.
Furthermore the 24 V DC pilot voltage is used for operating the fuel changing valves with a electric/pneumatically operated actuator of the simplex type with spring return.
PIFilter
MDO/MGO
Valve V2
Outlet engineInlet engine
MDO/MGO position: De-energized
HFOHFO
Valve V1
MDO/MGO
Reductionvalve
Water trap
Air pressure: 6 bar
Air consumptionper stroke : 1.1 litre
A1 A2
Valvecontrol box
PIFilter
MDO/MGO
Valve V2
Outlet engineInlet engine
HFO position: Energized
HFOHFO
Valve V1
MDO/MGO
Reductionvalve
Water trap
Air pressure: 6 bar
Air consumptionper stroke : 1.1 litre
A1 A2
Valvecontrol box
0802
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10.04
E 11 10 1
General
HFO/MDO Changing Valves (V1 and V2) 1624467-7.3Page 2 (2)
The mode of valve operation is: HFO-position: Energized MDO-position: De-energized
In the event of a black-out, or other situations resulting in dead voltage potential, will the remote controlled and interconnected 3-way valves at each GenSet be de-energized and automatically change over to the MDO/MGO-position, due to the built-in return spring The internal piping on the GenSets will then, within a few seconds, be flushed with MDO/MGO and be ready for start up.
Lubrication Oil System
B 12
0802
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MAN Diesel
1683379-9.6Page 1 (3) Internal Lubricating Oil System B 12 00 0
L21/31
09.40
Fig 1 Diagram for internal lubricating oil system.
Pipe description for connection at the engine
DN25
DN25
DN65
DN50
DN40
Lubricating oil from separator
Lubricating oil to separator
Oil vapour discharge*
Lubricating oil overflow
Venting pipe turbocharger bearings
C3
C4
C13
C15
C30
Flange connections are standard according to DIN 2501
* For external pipe connection, please see Crank-case Ventilation, B 12 00 0.
General
As standard the lubricating oil system is based on wet sump lubrication.
All moving parts of the engine are lubricated with oil circulating under pressure in a closed system.
The lubricating oil is also used for the pur pose of cooling the pistons and turbocharger.
The standard engine is equipped with:
– Engine driven lubricating oil pump. – Lubricating oil cooler. – Lubricating oil thermostatic valve. – Duplex full-flow depth filter. – Pre-lubricating oil pump.
Oil Quantities
The approximate quantities of oil necessary for a new engine, before starting up are given in the ta-ble, see "B 12 01 1 Lubricating Oil in Base Frame" (max. litre H3)
When engine or pre-lubricating oil pump is running approx. 200 litres of lubricating oil is accumulated in the front-end box and the lubricating oil system of the engine.
This oil will return to the oil sump when the engine and the pre-lubricating oil pump are stopped.
This oil return may cause level alarm HIGH.
The level alarm will disappear when the pre-lubrica-ting oil pump is started again.
0802
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09.40
1683379-9.6Page 2 (3)Internal Lubricating Oil SystemB 12 00 0
L21/31
Lubricating Oil Consumption
The lubricating oil consumption, see "Specific Lubri-cating Oil Consumption - SLOC, B 12 15 0 / 504.07"
It should, however, be observed that during the running-in period the lubricating oil consumption may exceed the values stated.
Quality of Oil
Only HD lubricating oil (Detergent Lubricating Oil) should be used, characteristics are stated in "Lub-ricating Oil Specification B 12 15 0".
System Flow
The lubricating oil pump draws oil from the oil sump and pumps the oil through the cooler and filter to the main lubricating oil bore, from where the oil is distri buted throughout the engine. Subsequently the oil returns by gravity to the oil sump.The oil pressure is controlled by an adjustable spring-loaded relief valve built in the system.
The main groups of components to be lubricated are:
1 – Turbocharger 2 – Main bearings, big-end bearing pistons etc. 3 – Camshaft drive 4 – Governor drive 5 – Rocker arms 6 – Camshaft
ad 1) The turbocharger is an integrated part of the lubricating oil system, thus allowing continuous priming and lubrication when engine is running. For priming and during operation the tur bo char ger is connected to the lubricating oil circuit of the engine. The oil serves for bearing lubrication and also for dissipation of heat.
The inlet line to the turbocharger is equipped with an orifice in order to adjust the oil flow.
ad 2) Lubricating oil for the main bearings is sup-plied through holes in the engine frame. From the main bearings it passes through bores in the crankshaft to the connecting rod big-end bea rings.
The connecting rods have bored channels for sup-ply of oil from the big-end bearings to the small-end bearings, which has an inner circumferential groove, and a bore for distribution of oil to the piston.
From the front main bearing channels are bored in the crankshaft for lubricating of the damper.
ad 3) The lubricating oil pipes for the camshaft drive gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear-wheels are in mesh.
ad 4) The lubricating oil pipe for the gear wheels are adjusted to apply the oil at the points where the gear wheels are in mesh.
ad 5) The lubricating oil to the rocker arms is led through bores in the engine frame to each cylinder head. The oil continuous through bores in the cylin-der head and rocker arm to the movable parts to be lubricated at the rocker arm and valve bridge.
ad 6) Through a bores in the frame lubricating oil is led to camshafts bearings.
Lubricating Oil Pump
The lubricating oil pump, which is of the gear wheel type, is mounted in the front-end box of the engine and is driven by the crankshaft.
Lubricating Oil Cooler
As standard the lubricating oil cooler is of the plate type. The cooler is mounted on the front-end box.
Thermostatic Valve
The thermostatic valve is a fully automatic 3-way valve with thermostatic elements set at fixed tem pera ture.
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B 12 00 0
09.40
Internal Lubricating Oil System
L21/31
1683379-9.6Page 3 (3)
Built-on Full-flow Depth Filter
The lubricating oil filter is of the duplex paper car -tridge type. It is a depth filter with a nominel fineness of 10-15 microns, and a safety filter with a fineness of 60 microns.
Pre-lubrication
As standard the engine is equipped with an electric-driven pre-lubricating oil pump mounted parallel to the main pump. The pump is arranged for automatic operation, ensuring standstill of the pre-lubricating oil pump when the engine is running, and running during engine standstill in stand-by position by the engine control system.
Draining of the Oil Sump
It is recommended to use the separator suction pipe for draining of the lubricating oil sump.
Oil Level Switches
The oil level is automatically monitored by level switches giving alarm if the level is out of range.
Optionals
Centrifugal bypass filter can be built-on.
Branch for centrifugal by-pass filter is standard.
Data
For heat dissipation and pump capacities, see D 10 05 0 "List of Capacities".
Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
MAN Diesel & Turbo
B 12 00 0
12.03
Crankcase Ventilation
General
1699270-8.4Page 1 (2)
Crankcase Ventilation
The crankcase ventilation is not to be directly con-nected with any other piping system. It is preferable that the crankcase ventilation pipe from each engine is led independently to the open air. The outlet is to be fitted with corrosion resistant flame screen separately for each engine.
However, if a manifold arrangement is used, its ar-rangements are to be as follows:
1) The vent pipe from each engine is to run in-dependently to the manifold and be fitted with corrosion resistant flame screen within the manifold.
2) The manifold is to be located as high as prac-ticable so as to allow a substantial length of piping, which separates the crankcase on the individual engines.
3) The manifold is to be vented to the open air, so that the vent outlet is fitted with corrosion resistant flame screen, and the clear open area of the vent outlet is not less than the ag-gregate area of the individual crankcase vent pipes entering the manifold.
4) The manifold is to be provided with drainage arrangement.
The ventilation pipe must be designed to eliminate the risk of water condensation in the pipe flowing back into the engine and should end in the open air:
– The connection between engine (C13 / C30) and the ventilation pipe must be flexible.
– The ventilation pipe must be made with continu-ous upward slope of minimum 5°, even when the ship heel or trim (static inclination).
– A continuous drain must be installed near the engine. The drain must be led back to the sludge tank.
EngineNominal Diameter ND (mm)
A B C
L16/24 50 65
L21/31 65 40 80
L23/30H 50 - 65
L27/38 100 - 100
L28/32H 50 - 65
V28/32H 100 - 125
L32/40 125 50 125
V28/32S 100 - 125
Fig 1 Crankcase ventilation. Fig 2 Pipe diameters for crankcase ventilation.
C30C13
B
B
A
A
C
C
*
*
Connectioncrankcase vent
Connectionturbocharger vent
* Condensate trap,continuously open
Sludge tankSludge tank
Fromcrankcase
Fromcrankcase
Ventilationpipe
Ventilationpipe
MAN Diesel & Turbo
– Dimension of the flexible connection, see pipe diameters Fig 2.
– Dimension of the ventilation pipe after the flex-ible connection, see pipe diameters Fig 2.
The crankcase ventilation flow rate varies over time, from the engine is new/major overhauled, until it is time to overhaul the engine again.
The crankcase ventilation flow rate is in the range of3.5 – 5.0 ‰ of the combustion air flow rate [m³/h] at100 % engine load.
If the combustion air flow rate at 100 % engine load isstated in [kg/h] this can be converted to [m³/h] with the following formula (Tropic Reference Condition) :
287.04 [Nm/(kg•K)] • Mass flow [kg/h] • 318.16 [°K]1 [bar] • 100000 [N/m²]
Example :
Engine with a mechanical output of 880 kW and combustion air consumption of 6000 [kg/h] corre-sponds to :
287.04 [Nm/(kg•K)] • 6000 [kg/h] • 318.16 [°K]1 [bar] • 100000 [N/m²]
= 5479 [m³/h]
The crankcase ventilation flow rate will then be in therange of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured right after the engine at 100 % engine load must not exceed 3.0 [mbar] = 30 [mmWC].
B 12 00 0
12.03
Crankcase Ventilation
General
1699270-8.4Page 2 (2)
0802
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B 12 07 0Prelubricating Pump1655289-8.8 Page 1 (1)
04.46 - NG
General
The engine is as stand ard equip ped with an electric driv en pump for pre lub ri cat ing be fo re start ing.
The pump is self-prim ing.
The engine must always be pre lub ri cat ed 2 mi nut es prior to start if the automatic con ti nuous pre lub ri cat-ing has been switched off.
Full-loadcurrentAmp.
m3/h rpmkW
StartcurrentAmp.
Pump
type
No of
cyl.
L16/24
L21/31
L27/38
Electric motor 3x380 V, 50 Hz
The automatic control of prelubricating must be made by the customer or can be ordered from MAN B&W, Holeby.
The voltage for the automatic control must be sup-plied from the emergency switchboard in order to secure post- and prelubrication in case of a critical situation. The engines can be restarted within 20 min. after prelubrication have failed.
Engine
type
5-6-7-8-9
5-6-7-8-9
5-6-7-8-9
Make: IMO
Type:
ACD025N6 IRBP
Make:
Type:
R35/40 FL-Z-DB-SO
Make: WP
Type:
R35/40 FL-Z-DB-SO
2.2
6.82
6.82
2820
2900
2900
0.55
3.0
3.0
6.8
47.0
47.0
1.5
6.3
6.3
Full-loadcurrentAmp.
m3/h rpmkW
StartcurrentAmp.
Pump
type
No of
cyl.
L16/24
L21/31
L27/38
Electric motor 3x440 V, 60 Hz
Engine
type
5-6-7-8-9
5-6-7-8-9
5-6-7-8-9
Make: IMO
Type:
ACD025N6 IRBP
Make:
Type:
R35/40 FL-Z-DB-SO
Make: WP
Type:
R35/40 FL-Z-DB-SO
2.6
8.19
8.19
3360
3480
3480
0.75
3.45
3.45
7.2
46.0
46.0
1.6
5.9
5.9
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants forthe moving parts and turbocharger cylinder and for cooling the pistons.Lubricating oils of medium alkalinity contain additives that, in addition toother properties, ensure a higher neutralisation reserve than with fully com-pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.A test operation is therefore necessary for a corresponding long period inaccordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the table entitled "Lubricating oils approved for usein heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularlyin terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heatingup to 135 °C
- MAN ageing oven * -
Insoluble n-heptane Weight % ASTM D 4055or DIN 51592
< 0.2
Evaporation loss Weight % - < 2
Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
The prepared oil (base oil with additives) must have the following properties:
Base oil
Medium alkalinity lubricatingoil
2012
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Lubr
icat
ing
oil (
SAE
40) -
Spe
cific
atio
n fo
r hea
vy fu
elop
erat
ion
(HFO
)Lu
bric
atin
g oi
l (SA
E 40
) - S
peci
ficat
ion
for h
eavy
fuel
ope
ratio
n (H
FO)
Gene
ral
MAN Diesel & Turbo 3.3.6
6680 3.3.6-01 EN 1 (5)
The additives must be dissolved in the oil and their composition must ensurethat after combustion as little ash as possible is left over, even if the engine isprovisionally operated with distillate oil.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.
The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion. The lubricating oil must notabsorb the deposits produced by the fuel.
The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.
The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.
For tips on selecting the base number, refer to the table entitled “Base num-ber to be used for various operating conditions".
The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.
The lubricating oil must not contain viscosity index improver. Fresh oil mustnot contain water or other contaminants.
Lubricating oil selection
Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,51/60DF
40
Table 2: Viscosity (SAE class) of lubricating oils
Lubricating oils with medium alkalinity and a range of neutralisation capabili-ties (BN) are available on the market. According to current knowledge, a rela-tionship can be established between the anticipated operating conditionsand the BN number as shown in the table entitled "Base number to be usedfor various operating conditions". However, the operating results are still theoverriding factor in determining which BN number produces the most effi-cient engine operation.
Approx. BNof fresh oil
(mg KOH/g oil)
Engines/Operating conditions
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphurcontent of less than 0.5 %
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DFfor exclusively HFO operation only with a sulphur content < 1.5 %.
Additives
Washing ability
Dispersion capability
Neutralisation capability
Evaporation tendency
Additional requirements
Neutralisation properties(BN)
Lubr
icat
ing
oil (
SAE
40) -
Spe
cific
atio
n fo
r hea
vy fu
elop
erat
ion
(HFO
)Lu
bric
atin
g oi
l (SA
E 40
) - S
peci
ficat
ion
for h
eavy
fuel
ope
ratio
n (H
FO)
Gene
ral
2012
-02-
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de
3.3.6 MAN Diesel & Turbo
2 (5) 6680 3.3.6-01 EN
Approx. BNof fresh oil
(mg KOH/g oil)
Engines/Operating conditions
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-sponding requirements for the oil service life and washing ability exist. In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF forexclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficientwith a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Table 3: Base number to be used for various operating conditions
To comply with the emissions regulations, the sulphur content of fuels usednowadays varies. Fuels with a low-sulphur content must be used in environ-mentally-sensitive areas (SECA). Fuels with a higher sulphur content may beused outside SECA zones. In this case, the BN number of the lubricating oilselected must satisfy the requirements for operation using fuel with a high-sulphur content. A lubricating oil with low BN number may only be selected iffuel with a low-sulphur content is used exclusively during operation.However, the results obtained in practiсe that demonstrate the most efficientengine operation are the factor that ultimately determines, which additivefraction is permitted.
In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump. If this oil is not available when filling, 15W40 oilcan be used instead in exceptional cases. In this case, it makes no differencewhether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Enginessupplied after March 2005 are already filled with this oil.
The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.
Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.
There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused for as long as the oil properties remain within the defined limit values(see table entitled "Limit values for used lubricating oil“). An oil sample must
Operation with low-sulphurfuel
Cylinder lubricating oil
Speed governor
Lubricating oil additives
Selection of lubricating oils/warranty
Oil during operation
2012
-02-
23 -
de
Lubr
icat
ing
oil (
SAE
40) -
Spe
cific
atio
n fo
r hea
vy fu
elop
erat
ion
(HFO
)Lu
bric
atin
g oi
l (SA
E 40
) - S
peci
ficat
ion
for h
eavy
fuel
ope
ratio
n (H
FO)
Gene
ral
MAN Diesel & Turbo 3.3.6
6680 3.3.6-01 EN 3 (5)
be analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).
Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, alubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for morethan 1000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri-ods)
ISO 3733 or ASTM D 1744
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-ing conditions
Guide value only
FeCrCuPbSnAl
.
max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm
Table 4: Limit values for used lubricating oil
TestsWe can analyse lubricating oil for customers at our laboratory. A 0.5 l sampleis required for the test.
ManufacturerBase Number (mgKOH/g)
20 30 40 50
AEGEAN — — Alfamar 430 Alfamar 440 Alfamar 450
AGIP — — Cladium 300 Cladium 400 — —
Temporary operation withgas oil
Lubr
icat
ing
oil (
SAE
40) -
Spe
cific
atio
n fo
r hea
vy fu
elop
erat
ion
(HFO
)Lu
bric
atin
g oi
l (SA
E 40
) - S
peci
ficat
ion
for h
eavy
fuel
ope
ratio
n (H
FO)
Gene
ral
2012
-02-
23 -
de
3.3.6 MAN Diesel & Turbo
4 (5) 6680 3.3.6-01 EN
ManufacturerBase Number (mgKOH/g)
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA — — Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON (Texaco, Caltex)
Taro 20DP40Taro 20DP40X
Taro 30DP40Taro 30DP40X
Taro 40XL40Taro 40XL40X
Taro 50XL40Taro 50XL40X
EXXON MOBIL — —— —
Mobilgard M430Exxmar 30 TP 40
Mobilgard M440Exxmar 40 TP 40
Mobilgard M50
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 — —
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 — —
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40Argina XX 40
TOTAL LUBMAR-INE
— — Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.
2012
-02-
23 -
de
Lubr
icat
ing
oil (
SAE
40) -
Spe
cific
atio
n fo
r hea
vy fu
elop
erat
ion
(HFO
)Lu
bric
atin
g oi
l (SA
E 40
) - S
peci
ficat
ion
for h
eavy
fuel
ope
ratio
n (H
FO)
Gene
ral
MAN Diesel & Turbo 3.3.6
6680 3.3.6-01 EN 5 (5)
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil(MGO/MDO) and biofuels
GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants forthe drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-cating oils contain additives that, amongst other things, ensure dirt absorp-tion capability, cleaning of the engine and the neutralisation of acidic com-bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the tables below.
SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in termsof its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heatingup to 135 °C
- MAN ageing oven * -
Insoluble n-heptane Weight % ASTM D 4055or DIN 51592
< 0.2
Evaporation loss Weight % - < 2
Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
The base oil to which the additives have been added (doped lubricating oil)must have the following properties:
The additives must be dissolved in the oil, and their composition must ensurethat as little ash as possible remains after combustion.
Base oil
Compounded lubricating oils(HD oils)Additives
2012
-02-
23 -
de
Spec
ifica
tion
of lu
bric
atin
g oi
l (SA
E 40
) for
ope
ratio
n w
ithga
s oi
l, di
esel
oil
(MGO
/MDO
) and
bio
fuel
sSp
ecifi
catio
n of
lubr
icat
ing
oil (
SAE
40) f
or o
pera
tion
with
gas
oil,
die
sel o
il(M
GO/M
DO) a
nd b
iofu
els
Gene
ral
MAN Diesel & Turbo 3.3.5
6680 3.3.5-01 EN 1 (5)
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.
The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion.
The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.
The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.
The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.
The lubricating oil must not contain viscosity index improver. Fresh oil mustnot contain water or other contaminants.
Lubricating oil selection
Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,51/60DF
40
Table 2: Viscosity (SAE class) of lubricating oils
We recommend doped lubricating oils (HD oils) according to internationalspecifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mgKOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determinethe additive fractions the lubricating oil should contain. If marine diesel oil isused, which has a high sulphur content of 1.5 up to 2.0 weight %, a basenumber of appr. 20 should be selected. However, the operating results thatensure the most efficient engine operation ultimately determine the additivecontent.
In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump. If this oil is not available when filling, 15W40 oilcan be used instead in exceptional cases. In this case, it makes no differencewhether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Enginessupplied after March 2005 are already filled with this oil.
Washing ability
Dispersion capability
Neutralisation capability
Evaporation tendency
Additional requirements
Doped oil quality
Cylinder lubricating oil
Speed governor
Spec
ifica
tion
of lu
bric
atin
g oi
l (SA
E 40
) for
ope
ratio
n w
ithga
s oi
l, di
esel
oil
(MGO
/MDO
) and
bio
fuel
sSp
ecifi
catio
n of
lubr
icat
ing
oil (
SAE
40) f
or o
pera
tion
with
gas
oil,
die
sel o
il(M
GO/M
DO) a
nd b
iofu
els
Gene
ral
2012
-02-
23 -
de
3.3.5 MAN Diesel & Turbo
2 (5) 6680 3.3.5-01 EN
The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.
Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.
There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused for as long as the oil properties remain within the defined limit values(see table entitled "Limit values for used lubricating oil“). An oil sample mustbe analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).
Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, alubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for morethan 1000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
TestsWe can analyse lubricating oil for customers at our laboratory. A 0.5 l sampleis required for the test.
Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.
Lubricating oil additives
Selection of lubricating oils/warranty
Oil during operation
Temporary operation withgas oil
2012
-02-
23 -
de
Spec
ifica
tion
of lu
bric
atin
g oi
l (SA
E 40
) for
ope
ratio
n w
ithga
s oi
l, di
esel
oil
(MGO
/MDO
) and
bio
fuel
sSp
ecifi
catio
n of
lubr
icat
ing
oil (
SAE
40) f
or o
pera
tion
with
gas
oil,
die
sel o
il(M
GO/M
DO) a
nd b
iofu
els
Gene
ral
MAN Diesel & Turbo 3.3.5
6680 3.3.5-01 EN 3 (5)
Approved lubricating oils SAE 40
Manufacturer Base number 10 - 16 1) (mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco(Texaco, Caltex)
Taro 12 XD 40
Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Disola M4015
Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil anddiesel fuel
1)If marine diesel oil is used, which has a very high sulphur content of 1.5 upto 2.0 weight %, a base number of appr. 20 should be selected.2) With a sulphur content of less than 1 %
No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri-ods)
ISO 3733 or ASTM D 1744
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Spec
ifica
tion
of lu
bric
atin
g oi
l (SA
E 40
) for
ope
ratio
n w
ithga
s oi
l, di
esel
oil
(MGO
/MDO
) and
bio
fuel
sSp
ecifi
catio
n of
lubr
icat
ing
oil (
SAE
40) f
or o
pera
tion
with
gas
oil,
die
sel o
il(M
GO/M
DO) a
nd b
iofu
els
Gene
ral
2012
-02-
23 -
de
3.3.5 MAN Diesel & Turbo
4 (5) 6680 3.3.5-01 EN
Limit value Procedure
Metal content depends on engine type and operat-ing conditions
Guide value only
FeCrCuPbSnAl
.
max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm
When operating with biofuels:biofuel fraction
max. 12 % FT-IR
Table 4: Limit values for used lubricating oil
2012
-02-
23 -
de
Spec
ifica
tion
of lu
bric
atin
g oi
l (SA
E 40
) for
ope
ratio
n w
ithga
s oi
l, di
esel
oil
(MGO
/MDO
) and
bio
fuel
sSp
ecifi
catio
n of
lubr
icat
ing
oil (
SAE
40) f
or o
pera
tion
with
gas
oil,
die
sel o
il(M
GO/M
DO) a
nd b
iofu
els
Gene
ral
MAN Diesel & Turbo 3.3.5
6680 3.3.5-01 EN 5 (5)
0802
8-0D
/H52
50/9
4.08
.12
MAN B&W Diesel
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
1607584-6.9Page 1 (1) Specific Lubricating Oil Consumption - SLOC B 12 15 0
General
05.49
Please note that only maximum continuous rating(P
MCR (kW)) should be used in order to evaluate the
SLOC, see the description 504.07.
Please note, during engine running-in the SLOCmay exceed the values stated.
The following formula is used to calculate the SLOC:
SLOC [g/kWh] =
(lubricating oil added [dm3]) * ρlubricating oil
[kg/m3]run.hrs period * P
MCR [kW]
The lubricating oil density, ρ @ 15°C must be knownin order to convert ρ to the present lubricating oiltemperature in the base frame. The following formulais used to calculate ρ:
ρlubricating oil
[kg/m3] =
ρlubricating oil @15°C
[kg/m3] – 0,64 * (tlubricating oil
[°C] – 15)
The engine maximum continuous design rating (PMCR
)must always be used in order to be able to comparethe individual measurements, and the running hourssince the last lubricating oil adding must be used inthe calculation. Due to inaccuracy *) at addinglubricating oil, the SLOC can only be evaluated after1,000 running hours or more, where only the averagevalues of a number of lubricating oil addings arerepresentative.
Note *)A deviation of ± 1 mm with the dipstick measurementmust be expected, witch corresponds uptill ± 0.1g/kWh, depending on the engine type.
MAN Diesel & Turbo
Operation on Marine Diesel Oil (MDO)
At engine operation on MDO we recommend to install a build on centrifugal by-pass filter as an addition-ally filter to the build on full flow depth filter and the lubricating oil separator.
Operation on Heavy Fuel Oil (HFO)
HFO operating engines requires effective lubricating oil cleaning. In order to secure a safe operation it is necessary to use a supplement cleaning equipment together with the built on full flow depth filter. For this purpose a centifugal unit, a decanter unit or an automatic by-pass filter can be used.
Continuous lubricating oil cleaning during engine operation is necessary.
The centrifugal unit, decanter unit and the automatic by-pass filter capacity to be adjusted according to makers recommendations.
The capacity is evaluated below.
Cleaning Capacity
Normally, it is recommended to use a self-cleaning filtration unit in order to optimize the cleaning period and thus also optimize the size of the filtration unit.
Separators for manual cleaning can be used when the reduced effective cleaning time is taken into con-sideration by dimensioning the separator ca pa ci ty.
The required Flow
In order to evaluate the required lubricating oil flow through the separator, the separator suppliers rec-ommendation should be followed.
As a guidance, the following formula should form the basis for choosing the required flow for the separa-tor capacity:
Q = P x 1.36 x n t
1643494-3.7Page 1 (2) Treatment of Lubricating Oil B 12 15 0
General
07.32
Q = required flow (l/h) P = engine output (kW). t = actual effective separator operating time per day (hour) n = number of turnovers per day of the theoretical oil volume corresponding to 1.36 l/kW or 1 l/HP.
The following values for "n" are recommended:
n = 5 for HFO operating (residual) n = 4 for MDO operating n = 3 for distillate fuel
Example: for 1000 kW engine operating on HFO, self-cleaning separator with a daily effective separat-ing period of 23 hours:
Q = 1000 x 1.36 x 5 = 295 l/h 23
Separator Installation
It is recommended to carry out continuous lubricating oil cleaning during engine operation at a lubricating oil temperature between 95°C till 98°C at entering the separator.
With multi-engine plants, one separator per engine in operation is recommended, but if only one separator is in operation, the following lay-outs can be used.
A common separator can be installed, possibly with one in reserve for operation of all engines through a pipe system, which can be carried out in various ways. Fig. 1 and 2 show a principle lay-out for a single plant and a multi-plant.
To/from separatorEngine
Fig 1 Principle lay-out for direct separating on a single plant.
MAN Diesel & Turbo
General
Eng. No 2
Eng. No 1
To/from lubricating oil separator
Eng. No 3
Fig 2 Principle lay-out for direct separating on a multi plant. Fig 3 Principle lay-out for overflow system.
07.32
B 12 15 0 Treatment of Lubricating Oil 1643494-3.7Page 2 (2)
The aim is to ensure that the separator is only con-nected with one engine at a time. This to ensure that there is no suction and discharging from one engine to another.
To provide the above-mentioned it is recommended that inlet and outlet valves are connected, so that they can only be changed-over simultaneously.
With only one engine in operation there are no prob-lems with separating, but if several engines are in operation for some time it is recommended to split up the time so that there is separation on all engines, which are operating in turns.
The capacity of the separator has to correspond with the separating of oil on the single engine n times during the available time, every 24 hours. (see page 1)
Overflow System
As an alternative to the direct separating an over flow system can be used (see fig. 3).NB! Min. 5° slope at the drain pipe.
By-pass Centrifugal Filter
The Holeby GenSets can be de liv er ed with built-on by-pass centrifugal filters.
By-pass Depth Filter
When dimensioning the by-pass depth filter the sup-plier’s recommendations are to be followed.
Overflowtank
Separatorunit
Ventinghole
Oil level inbase frame
5° slope
MAN Diesel & Turbo
1609533-1.7Page 1 (2) B 12 15 0Criteria for Cleaning/Exchange of Lubricating Oil
General
07.11
Replacement of Lubricating Oil
The expected lubricating oil lifetime in operation is difficult to determine. The lubricating oil lifetime is depending on the fuel oil quality, the lubricating oil quality, the lubricating oil consumption, the lubricating oil cleaning equipment efficiency and the engine operational conditions.
In order to evaluate the lubricating oil condition a sample should be drawn on regular basis at least once every three month or depending on the latest analysis result. The lubricating oil sample must be drawn before the filter at engine in operation. The sample bottle must be clean and dry, supplied with sufficient indentification and should be closed im-mediately after filling. The lubricating oil sample must be examined in an approved laboratory or in the lubricating oil suppliers own laboratory.
A lubricating oil replacement or an extensive lubri-cating oil cleaning is required when the MAN Diesel exchange criteria's have been reached.
Evaluation of the Lubricating Oil Condition
Based on the analysis results, the following guidance are normally sufficient for evaluating the lubricating oil condition. The parameters themselves can not be jugded alonestanding, but must be evaluated together in order to conclude the lubricating oil condition.
1. Viscosity
Limit value :
Unit : cSt (mm2/s) Possible test
methods : ASTM D-445, DIN 51562/53018, ISO 3104
Increasing viscosity indicates problems with inso-lubles, HFO contamination, water contamination, oxidation, nitration and low load operation. Decrea-sing viscosity is generally due to dilution with lighter viscosity oil.
2. Flash Point
Min. value : 185° C Possible test method : ASTM D-92, ISO 2719 Normally used to indicate fuel dilution.
3. Water Content Max. value : 0.2 %
Unit : Weight %
Possible test method : ASTM D4928, ISO 3733
Water can originate from contaminated fuel oil, an engine cooling water leak or formed as part of the combustion process. If water is detected also Sodium, Glycol or Boron content should be checked in order to confirm engine coolant leaks.
4. Base Number (BN)
Min. value : The BN value should not be lower than 50% of fresh lubricating oil value, but minimum BN level never to be lower than 10-12 at operat-ing on HFO!
Unit : mg KOH/g
Possible test method : ASTM D-2896, ISO 3771
SAE 30 [cSt@40° C]
SAE 30 [cSt@100° C]
SAE 40 [cSt@40° C]
SAE 40 [cSt@100° C]
Normalvalue
95 - 125
11 - 13
135 - 165
13.5 - 15.0
min.value
75
9
100
11
max.value
160
15
220
19
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General
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The neutralization capacity must secure that the acidic combustion products, mainly sulphur originate from the fuel oil, are neutralized at the lube oil consumption level for the specific engine type. Gradually the BN will be reduced, but should reach an equilibrium.
5. Total Acid Number (TAN)
Max. value : 3.0 acc. to fresh oil value
Unit : mg KOH/g
Possible test method : ASTM D-664
TAN is used to monitor oil degradation and is a measure of the total acids present in the lubricating oil derived from oil oxidation (weak acids) and acidic products of fuel combustion (strong acids).
6. Insolubles Content
Max. value : 1.5 % generally, depending upon actual dispersant value and the increase in vis co si ty.
Unit : Weight %
Possible test method : ASTM D-893 procedure B in n- Heptane, DIN 51592
Additionallytest : If the level in n-Heptane insolub les
is considered high for the type of oil and appli ca tion, the test could be followed by a sup ple men tary determination in To lu ene.
Total insolubles is maily derived from products of combustion blown by the piston rings into the crank-case. It also includes burnt lubricating oil, additive ash, rust, salt, wear debris and abrasive matter.
7. Metal Content
Metal content
IronChromiumCopperLeadTinAluminiumSilicon
Remarks
Depend upon engine type and operating condi-tions
Attention limits
max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppmmax. 20 ppm
Cooling Water System
B 13
Engine cooling water specifications
Preliminary remarksAs is also the case with the fuel and lubricating oil, the engine cooling watermust be carefully selected, handled and checked. If this is not the case, cor-rosion, erosion and cavitation may occur at the walls of the cooling system incontact with water and deposits may form. Deposits obstruct the transfer ofheat and can cause thermal overloading of the cooled parts. The systemmust be treated with an anticorrosive agent before bringing it into operationfor the first time. The concentrations prescribed by the engine manufacturermust always be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.
RequirementsThe properties of untreated cooling water must correspond to the followinglimit values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. The following are prohibited: Seawater, brack-ish water, river water, brines, industrial wastewater and rainwater.
-
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content Max. 50 mg/l**
Table 1: Cooling water - properties to be observed
*) 1°dH (German hard-ness)
≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
The MAN Diesel water testing equipment incorporates devices that deter-mine the water properties referred to above in a straightforward manner. Themanufacturers of anticorrosive agents also supply user-friendly testing equip-ment. For information on monitoring cooling water, refer to Work Card000.07.
Additional informationIf distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine cooling water. These waters are free of limeand salts which means that deposits that could interfere with the transfer ofheat to the cooling water, and therefore also reduce the cooling effect, can-not form. However, these waters are more corrosive than normal hard wateras the thin film of lime scale that would otherwise provide temporary corro-sion protection does not form on the walls. This is why distilled water mustbe handled particularly carefully and the concentration of the additive mustbe regularly checked.
Limit values
Testing equipment
Distillate
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The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardnessis determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10°dGH must be mixed with distilled wateror softened. Subsequent hardening of extremely soft water is only necessaryto prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water systemCorrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.
Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.
Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.
Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe cooling water has not been treated correctly.
Processing of engine cooling waterThe purpose of treating the engine cooling water using anticorrosive agentsis to produce a continuous protective film on the walls of cooling surfacesand therefore prevent the damage referred to above. In order for an anticor-rosive agent to be 100 % effective, it is extremely important that untreatedwater satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the cooling water with an anticor-rosive chemical or an emulsifiable slushing oil.
Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.
Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.
Treatment of the cooling waterThe engine must not be brought into operation without treating thecooling water first.
Hardness
Corrosion
Flow cavitation
Erosion
Stress corrosion cracking
Formation of a protectivefilm
Treatment prior to initialcommissioning of engine
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Additives for cooling waterOnly the additives approved by MAN Diesel and listed in the tables under thesection entitled "Approved cooling water additives“ may be used.
A cooling water additive may only be permitted for use if tested andapproved as per the latest directives of the ICE Research Association (FVV)"Suitability test of internal combustion engine cooling fluid additives.” The testreport must be obtainable on request. The relevant tests can be carried outon request in Germany at the staatliche Materialprüfanstalt (Federal Institutefor Materials Research and Testing), Abteilung Oberflächentechnik (SurfaceTechnology Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the enginemust be tested in the second step before the final approval is granted.
Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses.
Chemical additivesSodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed cooling water treatment and electrochemical potential reversal can occurdue to the cooling water temperatures which are normally present in enginesnowadays. If necessary, the pipes must be deplated.
Slushing oilThis additive is an emulsifiable mineral oil with added slushing ingredients. Athin film of oil forms on the walls of the cooling system. This prevents corro-sion without interfering with the transfer of heat and also prevents limescaledeposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-basedemulsions are rarely used nowadays for environmental protection reasonsand also because stability problems are known to occur in emulsions.
Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot beexcluded, an anti-freeze solution that also prevents corrosion must be addedto the cooling system or corresponding parts. Otherwise, the entire systemmust be heated. (Military specification: Sy-7025).
Sufficient corrosion protection can be provided by adding the products listedin the table entitled "Anti-freeze solutions with slushing properties" whileobserving the prescribed concentration. This concentration prevents freezingat temperatures down to -22 °C. However, the quantity of anti-freeze solu-tion actually required always depends on the lowest temperatures that are tobe expected at the place of use.
Anti- freezes are generally based on ethylene glycol. A suitable chemical anti-corrosive agent must be added if the concentration of the anti-freeze solutionprescribed by the user for a specific application does not provide an appro-priate level of corrosion protection, or if the concentration of anti-freeze solu-tion used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. For informationon the compatibility of the anti-freeze solution with the anticorrosive agent
Required approval
Only in closed circuits
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and the required concentrations, contact the manufacturer. As regards thechemical additives indicated in the table „Nitrite-Containing Chemical Addi-tives“, their compatibility with ethylene glycol-based antifreezes has beenproved. Anti-freeze solutions may only be mixed with one another with theconsent of the manufacturer, even if these solutions have the same composi-tion.
Before an anti-freeze solution is used, the cooling system must be thoroughlycleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solutionmust not be added as otherwise the emulsion would break up and oil sludgewould form in the cooling system.
Observe the applicable environmental protection regulations when disposingof cooling water containing additives. For more information, consult the addi-tive supplier.
BiocidesIf you cannot avoid using a biocide because the cooling water has been con-taminated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specificapplication.
▪ The biocide must be compatible with the sealing materials used in thecooling water system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of cooling water are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling systemAs contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs are carried out on the pipe system. The entire system must thereforebe cleaned with the engine switched off using a suitable cleaning agent (seeWork Cards 000.03 and 000.08 by MAN Diesel).
Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.
The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the cooling water additive will be ableto carry out this work and, if this is not possible, will at least be able to pro-vide suitable products to do this. If this work is carried out by the engineoperator, he should use the services of a specialist supplier of cleaningagents. The cooling system must be flushed thoroughly following cleaning.Once this has been done, the engine cooling water must be treated immedi-ately with anticorrosive agent. Once the engine has been brought back intooperation, the cleaned system must be checked for leaks.
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Regular checks of the cooling water condition and cooling watersystemTreated cooling water may become contaminated when the engine is inoperation, which causes the additive to loose some of its effectiveness. It istherefore advisable to regularly check the cooling system and the coolingwater condition. To determine leakages in the lube oil system, it is advisableto carry out regular checks of water in the compensating tank. Indications ofoil content in water are, e.g. discoloration or a visible oil film on the surface ofthe water sample.
The additive concentration must be checked at least once a week using thetest kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additivesThe chemical additive concentrations shall not be less than theminimum concentrations indicated in the table „Nitrite-containingchemical additives“.
Excessively low concentrations can promote corrosion and must be avoided.If the concentration is slightly above the recommended concentration this willnot result in damage. Concentrations that are more than twice the recom-mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12months according to the supplier's instructions. When carrying this out, theentire cooling system must be flushed and, if necessary, cleaned. Once filledinto the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water shouldbe replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water mustbe completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-ing water, or the break up of emulsion, corrosion in the system and limescaledeposits if the water is very hard. If the concentration of chloride ions hasincreased, this generally indicates that seawater has entered the system. Themaximum specified concentration of 50 mg chloride ions per kg must not beexceeded as otherwise the risk of corrosion is too high. If exhaust gas entersthe cooling water, this may lead to a sudden drop in the pH value or to anincrease in the sulphate content.
Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the section Requirements. Theconcentration of the anticorrosive agent must subsequently be checked andadjusted if necessary.
Subsequent checks of cooling water are especially required if the coolingwater had to be drained off in order to carry out repairs or maintenance.
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Protective measuresAnticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.
Auxiliary enginesIf the same cooling water system used in a MAN Diesel & Turbo two-strokemain engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38or 28/32H, the cooling water recommendations for the main engine must beobserved.
AnalysisWe analyse cooling water for our customers in our chemical laboratory. A 0.5l sample is required for the test.
Permissible cooling water additives
Nitrite-containing chemical additives
Manufacturer Product designation Initial dosing for1,000 litres
Minimum concentration ppm
Product Nitrite(NO2)
Na-Nitrite(NaNO2)
Drew MarineOne Drew PlazaBoontonNew Jersey 07005USA
LiquidewtMaxigard
15 l40 l
15,00040,000
7001,330
1,0502,000
Wilhelmsen (Unitor)KJEMI-Service A.S.P.O.Box 49/Norway3140 Borgheim
Rocor NB LiquidDieselguard
21.5 l4.8 kg
21,5004,800
2,4002,400
3,6003,600
Nalfleet MarineChemicalsP.O.Box 11NorthwichCheshire CW8DX, U.K.
Nalfleet EWT Liq(9-108)Nalfleet EWT 9-111Nalcool 2000
3 l
10 l30 l
3,000
10,00030,000
1,000
1,0001,000
1,500
1,5001,500
Nalco Nalcool 2000
TRAC 102
30 l
30 l
30,000
30,000
1,000
1,000
1,500
1,500
Maritech ABP.O.Box 143S-29122 Kristianstad
Marisol CW 12 l 12,000 2,000 3,000
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Manufacturer Product designation Initial dosing for1,000 litres
Minimum concentration ppm
Product Nitrite(NO2)
Na-Nitrite(NaNO2)
UniserviceVia al Santuario di N.S.della Guardia 58/A16162 Genova, Italy
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem – Marigases64 Sfaktirias Street18545 Piraeus, Griechen-land
D.C.W.T. - Non-Chromate
48 l 48,000 2,400 -
Marine Care3144 NA MaasluisThe Netherlands
Caretreat 2 16 l 16,000 4,000 6,000
VecomSchlenzigstraße 721107 HamburgDeutschland
Cool Treat NCLT 16 l 16,000 4,000 6,000
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)
Manufacturer Product designation Initial dosingfor 1 000 litres
Minimum concentration
ArtecoTechnologieparkZwijnaarde 2B-9052 Gent, Belgium
Havoline XLI 75 l 7.5 %
Total LubricantsParis, France
WT Supra 75 l 7.5 %
Q8 Oils Q8 Corrosion InhibitorLong-Life
75 l 7.5 %
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils
Manufacturer Product(designation)
BP Marine, Breakspear Way, Hemel Hempstead,Herts HP2 4UL
Diatsol MFedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35,22284 Hamburg, Germany
Oil 9156
Table 4: Emulsifiable slushing oils
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Anti-freeze solutions with slushing properties
Manufacturer Product designation Minimum concentration
BASFCarl-Bosch-Str.67063 Ludwigshafen,RheinDeutschland
Glysantin G 48Glysantin 9313Glysantin G 05
35%
Castrol Int.Pipers WaySwindon SN3 1RE, UK
Antifreeze NF, SF
BP, Britannic TowerMoor Lane,London EC2Y 9B, UK
Anti-frost X2270A
Deutsche Shell AGÜberseering 3522284 HamburgDeutschland
Glycoshell
Mobil Oil AGSteinstraße 520095 HamburgDeutschalnd
Frostschutz 500
Arteco, TechnologieparkZwijnaarde 2B-9052 Gent, Belgium
Havoline XLC
Total LubricantsParis, France
Glacelf Auto SupraTotal Organifreeze
Table 5: Anti-freeze solutions with slushing properties
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Cooling waterinspecting
SummaryAcquire and check typical values of the operating media to prevent or limitdamage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance with the maintenance schedule.The following work/steps is/are necessary:Acquisition of typical values for the operating fluid,evaluation of the operating fluid and checking the concentration of the anti-corrosive agent.
Tools/equipment requiredThe following equipment can be used:
▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg)
When using chemical additives:
▪ Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.
Testing the typical values of water
Typical value/property Water for filling and refilling (without additive)
Circulating water(with additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1) dGH German hardness
1°dGh = 10 mg/l CaO= 17.9 mg/l CaCO3
= 0.179 mmol/L
2) 1mg/l = 1 ppm
Equipment for checking thefresh water quality
Equipment for testing theconcentration of additives
Short specification
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Testing the concentration of anticorrosive agents
Anticorrosive agent Concentration
Chemical additives according to the quality specification in Volume 010.005 Engine - Operating Instructions,Chapter 3, Sheet 3.3.7
Anti-freeze agents according to the quality specification in Volume 010.005 Engine - Operating Instructions,Chapter 3, Sheet 3.3.7
Table 2: Concentration of the cooling water additive
The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine– Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in allcases. These recommended concentrations may be other than those speci-fied by the manufacturer.
The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.
Small quantities of lubricating oil in cooling water can be found by visualcheck during regular water sampling from the expansion tank.
We test cooling water for customers in our laboratory. To carry out the test,we will need a representative sample of abt. 0.5 l.
Short specification
Testing the concentration ofchemical additives
Testing the concentration ofanti-freeze agents
Regular water samplings
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Cooling water systemCleaning
SummaryRemove contamination/residue from operating fluid systems, ensure/re-establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-tive cooling of parts. Contamination and deposits must be regularly elimina-ted.This comprises the following:Cleaning the system and, if required,removal of limescale deposits,flushing the system.
CleaningThe cooling water system must be checked for contamination at regularintervals. Cleaning is required if the degree of contamination is high. Thiswork should ideally be carried out by a specialist who can provide the rightcleaning agents for the type of deposits and materials in the cooling circuit.The cleaning should only be carried out by the engine operator if this cannotbe done by a specialist.
Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitablecleaning agents are listed alphabetically in the table entitled "Cleaning agentsfor removing oil sludge". Products by other manufacturers can be used pro-viding they have similar properties. The manufacturer's instructions for usemust be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic Multi Cleaner
4% 12 h at 50 – 60 °C
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.
Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.
Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitled"Cleaning agents for removing lime scale and rust deposits". Products by
Oil sludge
Lime and rust deposits
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MAN Diesel & Turbo 000.08
6682 000.08-01 EN 1 (3)
other manufacturers can be used providing they have similar properties. Themanufacturer's instructions for use must be strictly observed. Prior to clean-ing, check whether the cleaning agent is suitable for the materials to becleaned. The products listed in the table entitled "Cleaning agents for remov-ing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-AcidDescale-ITFerroclean
5 - 10%5 - 10%10%
4 h at 60 - 70 °C4 h at 60 - 70 °C4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:
▪ Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 - 5 %. The tem-perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled "Detergents for removing limescale and rust deposits“.
The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.
Only carry out the cleaning operation once the engine hascooled downStart the cleaning operation only when the engine has cooled down.Hot engine components must not come into contact with cold water.Open the venting pipes before refilling the cooling water system.Blocked venting pipes prevent air from escaping which can lead tothermal overloading of the engine.
In emergencies only
Following cleaning
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2 (3) 6682 000.08-01 EN
Cleaning products can cause damageThe products to be used can endanger health and may be harmful tothe environment.Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.
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MAN Diesel & Turbo 000.08
6682 000.08-01 EN 3 (3)
Combustion Air System
B 15
MAN Diesel & Turbo
3700047-3.1Page 1 (2) Combustion Air System B 15 00 0
11.39 - Tier II
Fig 1 Diagram for combustion air system.
Pipe Description
L21/31
P2 flange connections are standard according to DIN 86 044.Other flange connections are standard according to DIN 2501.
M1 Charge air inlet
P2 Exhaust gas outlet: 5 cyl. engine DN 400 6 cyl. engines DN 450 7 + 8 cyl. engines DN 500 9 cyl. engines DN 550
P6 Drain from turbocharger - outlet
P8 Water washing compressor side with quick coupling - inlet
P9 Working air, dry cleaning turbine side with quick coupling - inlet
General
The air intake to the turbochargers takes place directly from the engine room through the intake silencer on the turbocharger.
From the turbocharger the air is led via the charge air cooler and charge air receiver to the inlet valves of each cylinder.
The charge air cooler is a compact two-stage tube-type cooler with a large cooling surface.
The charge air cooler is mounted in the engine's front end box.
It is recommended to blow ventilation air in the level of the top of the engine(s) close to the air inlet of the turbocharger, but not so close that sea water or vapour may be drawn-in. It is further recommended that there always should be a positive air pressure in the engine room.
optional
P7
Com
pres
sed
air
- in
let
(see
com
pres
sed
air
diag
ram
)
M7
MAN Diesel & Turbo
Turbocharger
The engine is as standard equipped with a high-efficient MAN TCR turbocharger of the radial type, which is located on the top of the front end box.
Cleaning of Turbocharger
The turbocharger is fitted with an arrangement for dry cleaning of the turbine side, and water washing of the compressor side.
Lambda Controller (optional)
The purpose of the lambda controller is to prevent injection of more fuel in the combustion chamber than can be burned during a momentary load in-crease. This is carried out by controlling the relation between the fuel index and the charge air pressure.
The lambda controller has the following advantages:
B 15 00 0 Combustion Air System
L21/31
11.39 - Tier II
3700047-3.1Page 2 (2)
– Reduction of visible smoke in case of sudden momentary load increases.
– Improved load ability.
– Less fouling of the engine's exhaust gas ways.
– Limitation of fuel oil index during starting procedure.
The above states that the working conditions are improved under difficult circumstances and that the maintenance costs for an engine, working with many and major load changes, will be reduced.
Data
For charge air heat dissipation and exhaust gas data, see D 10 05 0 "List of Capacities".
Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
Specifications for intake air (combustion air)
GeneralThe quality and condition of intake air (combustion air) have a significanteffect on the power output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.
This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.
RequirementsGas engines or dual-fuel engines may only be equipped with a dry filter. Anoil filter should not be installed, because they enrich air with oil mist, which isnot permissible for gas operated engines. Filters of efficiency class G4according to EN 779 must be used. The concentrations downstream of theair filter and/or upstream of the turbocharger inlet must not exceed the fol-lowing limit values:
Properties Typical value Unit *
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
* One Nm3 corresponds to one cubic meter ofgas at 0 °C and 101.32 kPa.
Table 1: Intake air (combustion air) - typical values to be observed
Intake air shall not contain any flammable gasesIntake air shall not contain any flammable gases. Make sure that thecombustion air is not explosive.
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com
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Gene
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MAN Diesel & Turbo 3.3.11
6680 3.3.11-01 EN 1 (1)
Exhaust Gas System
B 16
MAN Diesel & Turbo
Exhaust Gas Velocity3700152-6.0Page 1 (3) B 16 01 0
General
11.45 - Tier II
5L23/30H - 720/750 rpm 5100 342 350 27.7
6L23/30H - 720/750 rpm 6100 342 350 33.3
6L23/30H - 900 rpm 7600 371 400 32.7
7L23/30H - 720/750 rpm 7200 342 400 29.6
7L23/30H - 900 rpm 8800 371 450 30.2
8L23/30H - 720/750 rpm 8200 342 400 33.9
8L23/30H - 900 rpm 10100 371 450 34.5
5L28/32H - 720/750 rpm 8800 342 450 28.8
6L28/32H - 720/750 rpm 10500 342 450 34.5
7L28/32H - 720/750 rpm 12300 342 500 32.6
8L28/32H - 720/750 rpm 14100 342 550 30.9
9L28/32H - 720/750 rpm 15800 342 550 34.6
5L16/24, 1000 rpm (90 kW) 3100 375 300 21.1
6L16/24, 1000 rpm (95 kW) 3900 375 300 26.9
7L16/24, 1000 rpm (95 kW) 4500 375 300 31.1
8L16/24, 1000 rpm (95 kW) 5200 375 400 22.6
9L16/24, 1000 rpm (95 kW) 5800 375 400 25.4
5L16/24, 1200 rpm (100 kW) 3600 356 300 23.8
6L16/24, 1200 rpm (110 kW) 4700 356 300 31.4
7L16/24, 1200 rpm (110 kW) 5500 356 400 23.2
8L16/24, 1200 rpm (110 kW) 6300 356 400 26.6
9L16/24, 1200 rpm (110 kW) 7100 356 400 29.9
DNNominal diameter
mm
Exhaust gas velocity
m/sec.
Exhaust gas temp.
°C
Exhaust gas flow
kg/h
Engine type
Density of exhaust gases ρA~ 0.6 kg/m³
MAN Diesel & Turbo
5L27/38, 720 rpm (300 kW) 10300 376 500 28.8 6L27/38, 720 rpm (330 kW) 13600 376 550 31.4
7L27/38, 720 rpm (330 kW) 15900 376 600 30.6
8L27/38, 720 rpm (330 kW) 18100 376 600 35.0
9L27/38, 720 rpm (330 kW) 20400 376 650 31.8
5L27/38, 750 rpm (320 kW) 11200 365 500 30.8
6L27/38, 750 rpm (330 kW) 13900 365 550 31.6
7L27/38, 750 rpm (330 kW) 16200 365 600 30.7
8L27/38, 750 rpm (330 kW) 18500 365 600 35.1
9L27/38, 750 rpm (330 kW) 20800 365 650 31.9
6L27/38, 720 rpm (350 kW) 14400 388 550 33.9
7L27/38, 720 rpm (350 kW) 16800 388 600 33.0
8L27/38, 720 rpm (350 kW) 19200 388 650 30.5
9L27/38, 720 rpm (350 kW) 21600 388 650 34.3
6L27/38, 750 rpm (350 kW) 14700 382 550 34.3
7L27/38, 750 rpm (350 kW) 17100 382 600 33.2
8L27/38, 750 rpm (350 kW) 19500 382 650 30.7
9L27/38, 750 rpm (350 kW) 22000 382 650 34.6
5L21/31, 900 rpm (200 kW) 7400 334 400 30.2
6L21/31, 900 rpm (220 kW) 9800 334 450 31.7
7L21/31, 900 rpm (220 kW) 11400 334 500 29.8
8L21/31, 900 rpm (220 kW) 13000 334 500 34.0
9L21/31, 900 rpm (220 kW) 14600 334 550 31.6
5L21/31, 1000 rpm (200 kW) 7400 349 400 30.8
6L21/31, 1000 rpm (220 kW) 9700 349 450 32.1
7L21/31, 1000 rpm (220 kW) 11400 349 500 30.5
8L21/31, 1000 rpm (220 kW) 13000 349 500 34.8
9L21/31, 1000 rpm (220 kW) 14600 349 550 32.4
DNNominal diameter
mm
Exhaust gas velocity
m/sec.
Exhaust gas temp.
°C
Exhaust gas flow
kg/h
Engine type
Exhaust Gas Velocity3700152-6.0Page 2 (3)B 16 01 0
General
11.45 - Tier II
Density of exhaust gases ρA~ 0.6 kg/m³
MAN Diesel & Turbo
DNNorminel diameter
D1mm
D2mm
Tmm
Flow areaA
10-3 m2
300 323.9 309.7 7.1 75.331
350 355.6 339.6 8.0 90.579
400 406.4 388.8 8.8 118.725
450 457.0 437.0 10.0 149.987
500 508.0 486.0 11.0 185.508
550 559.0 534.0 12.5 223.961
600 610.0 585.0 12.5 268.783
650 660.0 650.0 5.0 331.830
The exhaust gas velocities are based on the pipe dimensions in the table below.
T D2
D1
Exhaust Gas Velocity3700152-6.0Page 3 (3) B 16 01 0
General
11.45 - Tier II
MAN Diesel & Turbo
General
04.28 - NG
B 16 01 2Water Washing of Turbocharger - Turbine1655201-2.2Page 1 (1)
The tendency of fouling on the gas side of turbo char-gers depends on the combustion conditions, which are a result of the load on, and the maintenance con dition of the engine as well as the quality of the fuel oil used.
Fouling of the gas ways will cause high exhaust gas temperatures, and high surface temperatures of the combustion chamber components, and will lead to a lower performance.
Tests and practical experience have shown that ra dial-flow turbines can be successfully cleaned by in jecting water into the inlet pipe of the turbine. The efficiency of the cleaning is based on the water solubility of the deposits, and on the chemical action of the imping ing water droplets as well as the water flow rate.
The necessary water flow depends on the gas flow and the gas temperature. Sufficient water must be injected in such way that the entire flow will not evaporate. About 0.25 l/min. will flow through the drainage opening in the gas outlet ensuring that sufficient water has been injected.Washing time : Max. 10 min.
Service experience has shown that the above-men-tioned water flow gives the optimal efficiency of the cleaning. If the water flow is reduced, the cleaning will be reduced or disappear. If the recommended water flow is exceeded, there is a risk of an accumula-tion of water in the turbine casing which may cause speed reduction of the turbocharger.
The best cleaning effect is obtained by cleaning at low engine load approx. 20% MCR. Cleaning at low load will reduce temperature shocks.
Experience has shown that regular washing is es-sential to successful cleaning, as exces sive fouling is thus avoided. Weekly washing during operation is therefore recommended.
The cleaning intervals can be shorter or longer based on operational experience.
The water should be supplied from the fresh water sanitary system and not from the fresh cooling wa-ter system nor from the sea water system. No cleaning agents or solvents need to be added to the water. Water consumption 1.5-5 l/min.
Water Washing System
The water washing system consists of a pipe system equipped with a regulating valve, a manoeuvring valve, a 3-way cock, and a drain pipe with a drain val ve from the gas outlet.
The water for washing the turbine is supplied from the external fresh water system through a flexible hose with couplings. The flexible hose has to be dis connected after water washing.
By activating the manoeuvring valve and the regula-ting valve, water is led through the 3-way cock to the exhaust pipe intermediate flange. It is equipped with a channel to lead the water to the gas inlet of the turbo charger.
The water which has not evaporated is led out through the drain pipe in the gas outlet.
MAN Diesel & Turbo
L21/31
E 16 04 2Silencer without Spark Arrestor, Damping 25 dB (A)3700049-7.0Page 1 (1)
10.46 - Tier II
540
595
645
703
990
1040
1140
1240
495
550
600
650
410
461
512
563
3000
3300
3500
3700
950
1000
1100
1200
2750
3000
3250
3400
125
150
125
150
16
16
16
20
16xø22
16xø22
20xø22
20xø22
500
700
900
1050
25
25
25
25
5L21/31, 900/1000 rpm
6L21/31, 900/1000 rpm
7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm
9L21/31, 900/1000 rpm
Installation
The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.
Design
The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range.
The silencer is delivered without insulation and fastening fittings.
Pressure Loss
The pressure loss will not be more then in a straight tube having the same lenght and bore as the silencer. Graphic shows pressure loss in relation to velocity.
10 15 20 30 40 60 80 100 Gas velocity (m/s)
60
80
30
20
15
10
8
654
3
2
1
40
100
400
450
500
550
540
595
645
703
780
830
930
1030
495
550
600
650
410
461
512
563
3400
3400
3600
3800
750
800
900
1000
3050
3050
3300
3500
175
175
150
150
16
16
16
20
16xø22
16xø22
20xø22
20xø22
432
473
597
798
25
25
25
25
5L21/31, 900/1000 rpm
6L21/31, 900/1000 rpm
7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm
9L21/31, 900/1000 rpm
400
450
500
550
Pre
ssur
e lo
ss (
mm
w ~
10
Pa)
at T
300°
C.
Silencer type (A)
Silencer type (B)
Dimension for flanges for exhaust pipes is according to DIN 86 044
Engine typeDamping
dB(A)Weight
kgN x dIHGFEDCBADN
Engine typeDamping
dB(A)Weight
kgN x dIHGFEDCBADN
AB H
E
HG
F
Flanges according to DIN 86 044D N x d IC
MAN Diesel & Turbo
Silencer type (A)
Silencer type (B)
Dimension for flanges for exhaust pipes is according to DIN 86 044
Engine typeDamping
dB(A)Weight
kgN x dIHGFEDCBADN
Engine typeDamping
dB(A)Weight
kgN x dIHGFEDCBADN
L21/31
E 16 04 3Silencer without Spark Arrestor, Damping 35 dB (A)3700051-9.0Page 1 (1)
10.46 - Tier II
540
595
645
703
990
1040
1140
1240
495
550
600
650
410
461
512
563
4000
4300
4500
4700
950
1000
1100
1200
3800
4000
4200
4500
100
150
150
100
16
16
16
20
16xø22
16xø22
20xø22
20xø22
700
900
1100
1350
35
35
35
35
5L21/31, 900/1000 rpm
6L21/31, 900/1000 rpm
7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm
9L21/31, 900/1000 rpm
5L21/31, 900/1000 rpm
6L21/31, 900/1000 rpm
7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm
9L21/31, 900/1000 rpm
Installation
The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.
Design
The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range.
The silencer is delivered without insulation and fastening fittings.
Pressure Loss
The pressure loss will not be more then in a straight tube having the same lenght and bore as the silencer. Graphic shows pressure loss in relation to velocity.
10 15 20 30 40 60 80 100 Gas velocity (m/s)
60
80
30
20
15
10
8
654
3
2
1
40
100
Pre
ssur
e lo
ss (
mm
w ~
10
Pa)
at T
300°
C.
400
450
500
550
540
595
645
703
980
1080
1130
1230
495
550
600
650
410
461
512
563
4000
4200
4200
4400
950
1050
1100
1200
3800
4000
4000
4100
100
100
100
150
16
16
16
20
16xø22
16xø22
20xø22
20xø22
730
1015
1093
1276
35
35
35
35
400
450
500
550
AB H
E
HG
F
Flanges according to DIN 86 044D N x d IC
MAN Diesel & Turbo
Engine typeDamping
dB(A)Weight
kgN x dIHGFEDCBADN J K L
25
25
25
25
400
450
500
550
540
595
645
703
495
550
600
650
410
461
512
563
16
16
16
20
16xø22
16xø22
20xø22
20xø22
Engine typeDamping
dB(A)Weight
kgN x dIHGFEDCBADN J K L
L21/31
E 16 04 5Silencer with Spark Arrestor, Damping 25 dB (A)3700050-7.0Page 1 (1)
10.46 - Tier II
Dimension for flanges for exhaust pipes is according to DIN 86 044
Design
The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range.
The operation of the spark arrestor is based on the centrifugal system. The gases are forced into a ro tary movement by means of a number of fixed blades. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. (Pressure loss, see graphic)
The silencer is delivered without insulation and fastening fittings.
Silencer type (B)
Silencer type (A)
25
25
25
25
400
450
500
550
990
1040
1140
1240
540
595
645
703
495
550
600
650
410
461
512
563
3400
3700
4000
4200
950
1000
1100
1200
3050
3500
3800
4000
175
100
100
100
16
16
16
20
750
1000
1000
1100
100
100
150
150
290
300
310
350
16xø22
16xø22
20xø22
20xø22
650
800
1000
1200
600
800
300
200
150
100
80
605040
30
20
10
400
1000
10 15 20 30 40 60 80 100 Gas velocity (m/s)
5L21/31, 900/1000 rpm
6L21/31, 900/1000 rpm
7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm
9L21/31, 900/1000 rpm
5L21/31, 900/1000 rpm
6L21/31, 900/1000 rpm
7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm
9L21/31, 900/1000 rpm
780
830
930
1030
3400
3400
3600
3800
750
800
900
1000
3050
3050
3300
3500
175
175
150
150
700
800
900
1000
100
100
100
100
300
350
350
350
470
526
643
883
Installation
The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.
Pre
ssur
e lo
ss (
mm
w ~
10
Pa)
at T
300°
C.
H H
JJ KFlangesaccordingto DIN86 044
K
I
Spark-arrestor type B Spark-arrestor type A
E AG
F
B
Nxd
LDC
MAN Diesel & Turbo
Engine typeDamping
dB(A)Weight
kgNxdIHGFEDCBADN J K L
Engine typeDamping
dB(A)Weight
kgNxdIHGFEDCBADN J K L
Dimension for flanges for exhaust pipes is according to DIN 86 044
Silencer type (B)
Silencer type (A)
35
35
35
35
400
450
500
550
16
16
16
20
16xø22
16xø22
20xø22
20xø22
35
35
35
35
400
450
500
550
990
1040
1140
1240
540
595
645
703
495
550
600
650
410
461
512
563
4400
4700
5000
5200
950
1000
1100
1200
4100
4500
4750
5000
150
100
125
100
16
16
16
20
750
1000
1000
1100
100
100
150
150
290
300
310
350
16xø22
16xø22
20xø22
20xø22
800
1000
1250
1500
5L21/31, 900/1000 rpm
6L21/31, 900/1000 rpm
7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm
9L21/31, 900/1000 rpm
5L21/31, 900/1000 rpm
6L21/31, 900/1000 rpm
7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm
9L21/31, 900/1000 rpm
980
1080
1130
1230
540
595
645
703
495
550
600
650
410
461
512
563
4400
4650
4700
4950
950
1050
1100
1200
4100
4350
4500
4750
150
150
100
100
700
800
900
1000
100
100
100
100
300
350
350
350
885
1140
1204
1411
L21/31
E 16 04 6Silencer with Spark Arrestor, Damping 35 dB (A)3700052-0.0Page 1 (1)
10.46 - Tier II
Design
The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range.
The operation of the spark arrestor is based on the centrifugal system. The gases are forced into a ro tary movement by means of a number of fixed blades. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. (Pressure loss, see graphic)
The silencer is delivered without insulation and fastening fittings.
600
800
300
200
150
100
80
605040
30
20
10
400
1000
10 15 20 30 40 60 80 100 Gas velocity (m/s)
Installation
The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.
Pre
ssur
e lo
ss (
mm
w ~
10
Pa)
at T
300°
C.
H H
JJ KFlangesaccordingto DIN86 044
K
I
Spark-arrestor type B Spark-arrestor type A
E AG
F
B
Nxd
LDC
Speed Control System
B 17
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The engine can be started and loaded according to the fol lowing procedure:
A) Normal start without preheated cooling wa-ter. Only on MDO. Continuous lubri-cating.
B) Normal start with preheated cooling water. On MDO or HFO. Continuous lubricating.
C) Stand-by engine. Emergency start, with pre- heated cooling water, continuous pre lubri-cating. On MDO or HFO.
Above curves indicates the absolute shortes time and we advise that loading to 100% takes some more minutes.
Starting on HFO
During shorter stops or if the engine is in a stand-by position on HFO, the engine must be preheated and HFO viscosity must be in the range 12-18 cSt.
1655204-8.7Page 1 (1) Starting of Engine B 17 00 0
General
11.02 - NG
0 1 2 3 12 minutes
Load % 100
50A
BC
If the engine normally runs on HFO, preheated fuel must be circulated through the engine while prehea-ting, although the engine has run or has been flushed on MDO for a short period.
Starting on MDO
For starting on MDO there are no restrictions except for the lub. oil viscosity which may not be higher than 1500 cSt (10° C SAE 40).
Initial ignition may be difficult if the engine and the am bient temperature are lower than 5° C and the cooling water temperature is lower than 15° C.
Prelubricating
Continuous prelubricating is standard. Intermittent prelubricating is not allowed for stand-by engines.
If the prelubrication has been switch-off for more than 20 minutes the start valve will be blocked.
MAN Diesel & Turbo
Engine operation under arctic conditions
Arctic condition is defined as:
Ambient air temperature below +5° C
If engines operate under arctic conditions (intermit-tently or permanently), the engine equipment and plant installation have to meet special design features and requirements. They depend on the possible minimum air intake temperature of the engine and the specification of the fuel used.
Special engine design requirements
• If arctic fuel oil (with very low lubricatingproperties) is used, the following actions are required:
- Fuel injection pump:
> The maximum allowable fuel temperatures have to be kept.
> Only in case of conventional injection sy-stem, dependent on engine type installation and activation of sealing oil system may be necessary, because low viscosity of the fuel can cause an increased leakage and the lube oil will possibly being contaminated.
Engine equipment
SaCoS/SaCoSone
• SaCoS/SaCoSone equipment is suitable to be stored at minimum ambient temperatures of –15° C.
• Incasetheseconditionscannotbemet.Pro-tective measures against climatic influences have to be taken for the following electronic components:
- EDSDataboxAPC620
- TFT-touchscreen display
- Emergency switch module BD5937
1689459-9.0Page1(2) Engine operation under arctic conditions B 17 00 0
L16/24, L21/31, L27/38
11.12-NG
These components have to be stored at places, where the temperature is above –15° C.
• Aminimumoperatingtemperatureof≥ +5° C has to be ensured. That’s why an optional electric heating has to be used.
Alternators
Alternator operation is possible according to sup-pliers specification.
Plant installation
Intake air conditioning
• Air intake of the engine and power house/engine room ventilation have to be two diffe-rentsystemstoensurethatthepowerhouse/engine room temperature is not too low caused by the ambient air temperature.
• Itisnecessarytoensurethatthechargeaircooler cannot freeze when the engine is out of operation (and the cold air is at the air inlet side).
• An air intake temperature of the engine ≥ 5° C has to be ensured by preheating.
Minimum power house/engine room tem-perature
• Ventilationofpowerhouse/engineroomThe air of the power house/engine roomventilation must not be too cold (preheating is necessary) to avoid the freezing of the liquids inthepowerhouse/engineroom)systems.
• Minimumpowerhouse/engineroomtempera-ture for design ≥ +5° C
• Coolantandlubeoilsystems
- HT and lube oil system has to be preheated as specified in the relevant chapters of the project guide for each individual engine.
MAN Diesel & Turbo
- If a concentration of anti-freezing agents of > 50%isneeded,pleasecontactMANDiesel& Turbo for approval.
- For information regarding engine cooling water please see chapter "Cooling water system".
• Insulation
The design of the insulation of the piping systems and other plant parts (tanks, heat exchanger etc.) has to be modified and de-signed for the special requirements of arctic conditions.
• Heattracing
To support the restart procedures in cold condition (e.g. after unmanned survival mode during winter), it is recommended to install a heat tracing system in the piping to the engine.
1689459-9.0Page2(2)Engine operation under arctic conditionsB 17 00 0
11.12-NG
Note!A preheating of the lube oil has to be ensured. If the plant is not equipped with a lube oil separator (e.g. plantsonlyoperationonMGO)alternativeequipmentfor preheating of the lube oil to be provided.
For plants taken out of operation and cooled down below temperatures of +5° C additional special measures are needed - in this case please contact MANDiesel&Turbo.
L16/24, L21/31, L27/38
Safety and Control System
B 19
MAN Diesel & Turbo
Normal Value at Full load at ISO conditions
Alarm Set point
Autostop of engine
Acceptable value at shop test or after
repairDelaysec.
Operation Data & Set Points
L21/31
B 19 00 0
11.46
1699885-6.2Page 1 (4)
80° C
3.5 bar
1.5 bar
0.12 bar (H)
0.9 bar
Low levelHigh level
3 bar3-6 bar (E)
High level
0.4 + (B) bar
0.4 + (B) bar
90° C93° C
570° C620° C570° C620° C
465° C
average (K)± 50° C
450° C450° C
6.5 bar
Lubricating Oil System
Temp. after cooler (inlet filter) SAE 40
Pressure after filter(inlet engine)
Pressure drop across filter
Prelubricating pressure
Pressure inlet turbocharger
Lub. oil level in base frame
Pressure before filter
Fuel Oil System
Pressure after filter MDO HFO
Leaking oil
Temperature inlet engine MDO HFO
Cooling Water System
Press. LT system, inlet engine
Press. HT system, inlet engine
Temp. HT system, outlet engine
Temp. LT system, inlet engine
Exhaust Gas and Charge Air
Exh. gas temp. before TC200/215 kW/cyl
220 kW/cyl
Exh. gas temp. outlet cyl.
Diff. between individual cyl.
Exh. gas temp. after TC200/215 kW/cyl220 kW/cyl
Ch. air press. after cooler
Ch. air temp. after cooler
Compressed Air System
Press. inlet engine
TI 21
PI 22
PDAH 21-22
(PI 22)
PI 23
PI 21
PI 40PI 40
TI 40TI 40
PI 01
PI 10
TI 12
TI 01
TI 62
TI 62
TI 60
TI 61TI 61
PI 31
TI 31
PI 70
68-73° C
4.2-5.0 bar
0.1-1 bar
0.13-1.5 bar
1.3-2.2 bar(C)
4.5-5.5 bar
3.5-6 bar4-16 bar (A)
30-40°C110-140°C
2.5-4.5 bar
2.0-4.0 bar
75-85°C
30-40°C
480-530° C
510-560° C
350-450° C
250-350° C300-380° C
2.8-3.1 bar
40-55° C
7-8 bar
TAH 21
PAL 22
PDAH 21-22
PAL 25
PAL 23
LAL 28LAH 28
PAL 40PAL 40
LAH 42
PAL 01
PAL 10
TAH 12TAH 12-2
TAH 62TAH 62-2TAH 62
TAH 62-2
TAH 60
TAD 60
TAH 61TAH 61
PAL 70
<73° C
>4.5 bar
<0.5 bar
<1.0 bar
>1.3 bar
>1.8 bar
>1.8-<6 bar
<85° C
average±25° C
<55° C
>7.0-<8 bar
PSL 22(PSL 22)
TSH 12(TSH 12)
3.0 bar(2.5 bar) (D)
95° C(100° C) (D)
3
3
3
60
3
3030
55
5
3
3
33
103103
3
60
33
15
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
MAN Diesel & Turbo
Normal Value at Full load at ISO conditions
Alarm Set point
Autostop of engine
Acceptable value at shop test or after
repairDelaysec.
For these alarms (with underscore) there are alarm cut-out at engine standstill.
Operation Data & Set PointsB 19 00 0
L21/31
11.46
1699885-6.2Page 2 (4)
Speed Control System
Engine speed elec.
Turbocharger speed
Alternator
Winding temperature
Miscellaneous
Jet system failure Monitoring system failure
Safety system failure
Turning engaged
Local indication
Remote indication
Common shutdown
Monitoring sensor cable failure
Safety sensor cable failure
Start failure
Stop signal
Stop failure
Engine run
Ready to start
SI 90
SI 90
SI 89
TI 98
SI 90
1000 rpm
900 rpm
(L)
100° C
24 VDC± 15%
24 VDC± 15%
900/1000 rpm
SAH 81
SAH 81
SAH 89
TAH 98
SX32
UX 95-1
UX 95-2
ZS75
ZS 96
ZS 97
SS 86
SX 86-1
SX 86-2
SX 83
SS 84
SX 84
SS 90
SS 87
1130 rpm1150 rpm (D)
1017 rpm1035 rpm (D)
(J)
130° C
switch
switch
switch
Engaged (F)
switch
switch
switch (F)
switch
switch
switch (G)
switch (F)
switch
880 rpm (I)
switch
0
0
3
3
10
120
120
0
0
0
0
120
120
10
0
30
0
0
SSH 81(SSH 81)
SSH 81(SSH 81)
1130 rpm(1150 rpm) (D)
1017 rpm(1035 rpm) (D)
MAN Diesel & Turbo
Fig 1 Set point curve.
Operation Data & Set Points
L21/31
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1699885-6.2Page 3 (4)
Remarks to Individual Parameters
A. Fuel Oil Pressure, HFO-operation
When operating on HFO, the system pressure must be sufficient to depress any tendency to gasification of the hot fuel.
The system pressure has to be adjusted according to the fuel oil preheating temperature.
B. Cooling Water Pressure, Alarm Set Points
As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure. The static pressure set point can be adjusted on the base module SW3.
C. Lub. Oil Pressure, Offset Adjustment
The read outs of lub. oil pressure has an offset adjustment because of the transmitter placement. This has to be taken into account in case of test and calibration of the transmitter.
D. Software Created Signal
Software created signal from PI 22, TI 12, SI 90.
SAH 81 is always activated together with SSH 81.
E. Set Points depending on Fuel Temperature
F. Start Interlock
The following signals are used for start interlock/blocking:
1) Turning must not be engaged 2) Engine must not be running 3) "Remote" must be activated 4) No shutdowns must be activated. 5) The prelub. oil pressure must be OK, 20 min. after stop. 6) "Stop" signal must not be activated
G. Start Failure
If remote start is activated and the engine is in block-ing or local mode or turning is engaged the alarm time delay is 2 sec. Start failure will be activated if revulutions are below 50 rpm within 5 sec. from start or revulutions are below 210 rpm 10 sec. from start. Start failure alarm will automatically be released after 30 sec. of activation.
H. Alarm Hysterese
On all alarm points (except prelub. oil pressure) a hysterese of 0.5% of full scale are present. On prelub. oil pressure alarm the hysterese is 0.2%.
I. Engine Run Signal
The engine run signal is activated when engine rpm >880 or lube oil pressure >3.0 bar or TC rpm >5000 rpm. If engine rpm is above 210 rpm but below 880 rpm within 30 sec. the engine run signal will be activated.
J. Limits for Turbocharger Overspeed Alarm(SAH 89)
Engine type 900 rpm 1000 rpm
5L21/31 / TCR 16 47,630 47,630
6L21/31 / TCR 16 47,630 47,630
7L21/31 / TCR 16 47,630 47,630
8L21/31 / TCR 18 39,280 39,280
9L21/31 / TCR 18 39,280 39,280
MAN Diesel & Turbo
K. Exhaust Gas Temperatures
The exhaust gas temperature deviation alarm is normally ±50° C with a delay of 1 min., but at start-up the delay is 5 min. Furthermore the deviation limit is ±100° C if the average temperature is below 200° C.
Operation Data & Set PointsB 19 00 0
L21/31
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1699885-6.2Page 4 (4)
L. Turbocharger Speed
Normal value at full load of the turbocharger is de-pendent on engine type (cyl. no) and engine rpm. The value given is just a guide line. Actual values can be found in the acceptance test protocol.
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General
1665767-2.9Page 1 (7)
General Description
Monitoring and instrumentation on the engine repre-sents a tailor-made system. The system is designedto fulfil the following requirements:
● Continuous analogue monitoring● Independent safety system● Easy installation● Simple operation● Instrumentation complete● No maintenance● Prepared for CoCoS● Redundant safety system
In order to fulfil all classification society requirementsthe engine is equipped with monitoring sensors forall medias as standard. If just one classificationsociety require one specific measuring point it isstandard on the engine. Also a built-on safety systemis standard.
The engine is equipped with the following mainsafety, control and monitoring components:
● Safety system● Governor● Monitoring modules
– base module (BM)– operation box (OB)– monitoring of temperatures/pressures
panel (MTP)– monitoring of exhaust gas temperature
panel (MEG)– monitoring of bearing temperature panel
(MBT), option– bearing temperature display (BTD), option– oil mist detector, option
● Instrumentation (sensors, wiring, junctionboxes)
● Manometers and thermometers● Output module (OM), option● Alarm panel (AP), option
Fig 1 Monitoring and safety system.
Safety, Control and Monitoring System
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1665767-2.9Page 2 (7)Safety, Control and Monitoring System
Safety System
The safety system is an independent system formonitoring and controlling the GenSet’s shutdownfunctions.
The safety system is based on a programme logiccontroller (PLC) which automatically controls theautomatically stop (shutdown) in case of:
Shutdown
1) Overspeed2) Low lube oil pressure3) High HT water temp.4) Emergency stop5) High bearing temp. (option)6) Oil mist stop (option)7) Differential protection / earth connection (op-
tion)
Set points and special conditions can be found in the"Operation Data & Set Points, B 19 00 0"
Connection to and from the power managementsystem is hard wire connection.
Indication of each shutdown can be found on theoperation box and directly on the safety systemmodule inside the terminal box.
Governor
The engine speed is controlled by a hydraulic gover-nor or electronic controller with hydraulic actuator.
Information about the design, function and operationof the governor is found in the special governorinstruction book.
The governor is mounted on the flywheel end of theengine and is driven from the camshaft via a cylindri-cal gear wheel and a set of bevel gears.
Regulating Shaft
The governor's movements are transmitted througha spring-loaded pull rod to the fuel injection pumpregulating shaft which is fitted along the engine.
The spring-loaded pull rod permits the governor togive full deflection even if the stop cylinder of themanoeuvering system keeps the fuel injection pumpat "no fuel" position.
Each fuel injection pump is connected to the com-mon, longitudinal regulating shaft by means of aspring-loaded arm.
Should a fuel plunger seize in its barrel, thus blockingthe regulating guide, governing of the remaining fuelinjection pumps may continue unaffected owing tothe spring-loaded linkage between the blocked pumpand the regulating shaft.
Monitoring System
All media systems are equipped with temperaturesensors and pressure sensors for local and remotereading.
The sensors for monitoring and alarming are con-nected to the base module.
Base Module
The base module is the centre of the monitoringsystem.
The base module, the OB-module, the MTP-moduleand the MEG-module are designed by MAN B&WDiesel A/S, Holeby specifically for this engine type.
Apart from the electrical main connection to thealternator the ship yard only has to perform thefollowing electrical connection:
– 24 VDC supply to the safety system.– Cable connection to/from power management
system.– 24 VDC supply to the base module.– Modbus communication or interlink to output
module.
The vessel’s alarm and monitoring system in themain switch board can be connected to the basemodule by means of a 3-wire MODBUS communica-tion link. For further information, please see thedescription "Communication from the GenSet".
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General
1665767-2.9Page 3 (7) Safety, Control and Monitoring System
In situations where the vessel’s system cannot oper-ate a MODBUS communication unit, MBD-H offersan output module (OM) to be installed in the vessel’scontrol room.
By means of the OM it is possible to connect all digitaland analogue signals to the vessel’s monitoringsystem in a conventional manner.
Communication between the base module (BM) andthe output module (OM) takes place via a 3-wireinterlink bus (RS485).
In the base module all the alarms are generated anddelay and cut-off at standstill is done. Set points andspecial conditions can be found in "Operation Data& Set Points, B 19 00 0".
The Base Module do also include redundant safetystop function for:
1) Overspeed2) Low lube oil pressure3) High cooling water temperature
The set points for above redundant safety stop areadjusted to a higher/lower point as the safety sys-tem. This will secure that the safety system willnormally stop the engine in a critical situation. Onlyin case that the safety system is out of order theredundant safety stop will be needed.
Operating Box Module (OB)
This module includes the following possibilities:
● Operation of:– engine start– engine stop– remote mode– local mode– blocking/reset mode– lamp test– arrow up - shift upwards through measure-
ments for display– arrow down - shift downwards through
measurements for display
● Indication of:– Engine rpm– TC rpm– Starting air pressure– Display for digital read out– Indication of software version
● Shutdowns indication:– overspeed– low lub. oil pressure– high fresh water temp.– emergency stop / oil mist
Please note that the local stop push button must beactivated at least 3 sec. before the engine will stop.
Fig 2 Operation box module (OB).
The manual start button must be activated untilignition, takes place. If the engine have been withoutprelubrication in more than 20 minutes the enginecan not be electrical started.
The push buttons REMOTE - LOCAL - BLOCKINGis only related to the start function. In case ofBLOCKING the engine can not be started from localor from remote (switchboard).
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General
1665767-2.9Page 4 (7)Safety, Control and Monitoring System
The stop function is not depended of the REMOTE- LOCAL - BLOCKING position.
On the local operating box module the pressure,temperature and rpm are illustrated by means of adisplay: an LED indicates whether it is the workinghours, alternator, pressure, temperature or rpm whichis measured.
The display of the operation box module is used toread each individual measurement chosen by using"arrow up" or "arrow down" incl. MTP and MEGmeasurements. All rpm, pressures and tempera-tures are indicated in full values. The value displayedis indicated by flashing of the last segment of thebargraph on the OB, MTP or MEG module.
If the lamp test button is activated for more than 3sec. the software version will be displayed.
If there is a deviation, the bargraph in question willstart to illuminate the segments upwards or down-wards, depending on rising or falling measurements,see fig 4.
It must be mentioned that the latter does not apply tothe charge air temperature and charge air pressure,because they will vary with the engine load.
Monitoring of Exhaust Gas TemperaturePanel (MEG)
The temperature shown on the MEG module isindicated with segments illuminated from the left tothe right. The number of segments illuminated de-pends on the actual temperature of the exhaust gas.
Fig 3 Monitoring of temperature/pressure module (MTP).
Monitoring of Temp./Pressure Panel (MTP)
All temperatures and pressures shown on the MTPmodule's bargraph are indicated with illuminatedsegments. When the temperatures and pressuresare within the stated limits, two segments are illumi-nated in the middle forming a straight line. Thismeans that it is easy to check the engines' systems,even at distance.
Fig 4 Monitor temp./press. (MTP)
Fig 5 Monitoring of exhaust gas temperature module (MEG).
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For emergency operation in case of totally black-outon the 24 V DC supply the engine is equipped withmanometers for:
– Lub. oil pressure– Cooling water pressure– Fuel oil pressure
and thermometers for:
– Cooling water temp.– Fuel oil temp.
By performing an offset adjustment equalisation ofthe temperature when the engine is adjusted cor-rectly the operator will get the impression that thetemperatures then are identical when the pumps etcare adjusted correctly. If a deviation of the tempera-tures occurs, it is because of problems with thecombustion or the fuel pumps just as the operator isused to.
The equaliser function is activated by pressing thearrow push buttons on the OB panel for minimumthree seconds. A menu occurs and by pressingarrow push buttons up/down the following optionsare available:
● "NO" (Nothing happens and you return tonormal mode)
● "YES" (Equalisation is completed if possi-ble. New offsets are calculated)
● "RESET" (All offset values are re-zeroed)
The chosen option is accepted by pressing "BLOCK-ING" or "lamp test". If equalisation cannot be com-pleted, "Err-2" will show up for two seconds andafterwards it returns to normal mode again. In casethat a temperature deviation is above 40o C it will notbe possible to complete an equalisation and "Err-2"will be indicated. The 40o C deviation is from the"real" readings, and not from the "manipulated"readings.
If the equaliser is activated on the OB panel withoutchoosing an option, it will automatically return tonormal OB display again after 15 seconds.
Monitoring of Bearing Temperature, MBT(option)
The temperature shown on the MBT module isindicated with segments illuminated from the left tothe right. The number of segments illuminated de-pends on the actual temperature of the bearingtemperature.
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General
1665767-2.9Page 5 (7) Safety, Control and Monitoring System
Fig 6 Monitor exh. gas temperature (MEG).
Equaliser Function for Exhaust Gas Tem-perature
An equaliser function has been introduced to takeinto consideration the old learning that the exhausttemperature values must be identical on a four-stroke diesel engine.
On the engine type L16/24, L27/38 and especiallyL21/31 it is observed that the temperature are notidentical althrough the engine combustion is ad-justed correctly. This fact may involve that the ship'screw will adjust the fuel pumps improperly to obtainidentical exhaust temperature values for each cylin-der and this is of course not desirable.
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Display for Bearing Temperature Display,BTD (option)
On the bearing temperature display the excact meas-uring value for each individual bearing temperautrecan be read. Furthermore an indication of highbearing temperature alarm and very high bearingtemperature shutdown are indicated.
Output Module (option)
For alarm systems which cannot be communicatedthrough the MODBUS protocol, an output modulehas been designed. This module includes conven-tional output signals (4-20 mA) for all analoguemeasuring values, signals for limit values, and infor-mation signals from the safety system.
The output module will be delivered in a separatebox (IP56) with the dimensions (H/L/W): 380 x 380 x155 mm.
Alarm Panel (option)
An alarm panel with 24 alarm points can be con-nected to the system. The alarm panel can beinstalled on the engine or in the engine control room,see fig 7. The dimensions for the panel are (H/L/W):144 x 96 x 35 mm.
It is important that all alarms leads to prompt inves-tigation and remedy of the error. No alarm is insignifi-cant. It is therefore important that all engine crewmembers are familiar with and well trained in the useand importance of the alarm system.The most seri-ous alarms are equipped with slowdown and/orshutdown functions.
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General
1665767-2.9Page 6 (7)Safety, Control and Monitoring System
Fig 9 Alarm panel.Fig 8 Display for bearing temperature (BTD), option.
Fig 7 Monitoring of bearing temperature (MBT), option.
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Instrumentation
Pressure measurements are generated from thepressure transmitters.
The exhaust gas temperatures are generated byNiCr/Ni thermo sensors.
Temperatures are generated by PT100 sensors.
The above transmitters and sensors are speciallydesigned for installation on diesel engines.
The pressure sensors are placed centrally at thefront of the engine, facilitating easy access for main-tenance and overhauls, and minimizing wire con-nections.
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General
1665767-2.9Page 7 (7) Safety, Control and Monitoring System
The temperature sensors are placed at the measur-ing point.
Data
Power supply : 24 VDC -20 to +30%,max ripple 10%
Power consumption : < 2 ampAmbient temp. : -20oC to 70oCExternalcommunication links : MODBUS ASCII / RTU or
interlink (RS422 / RS485)
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General
1693529-1.7Page 1 (10)
System Layout
Fig 1 shows the system layout. The modules BM, OB, MTP, MEG and safety system are all placed on the engine. More detailed infor mation on each module and sensors can be read in the descrip tion "Safety, Control and Monitoring System".
Communication
Communication from the BM-module to the ship’s alarm & monitoring system can be done in three ways:
1) In the BM-module there is a MODBUS ASCII or RTU interface communica tion.
2) An output module (OM) can be placed in the control room switchboard or alarm disk. Communication from the BM-module to the OM-module is made via the 3 wire module interlink bus.
In the OM-module all the signals are converted into 4-20 mA signals and digital outputs.
All signals can be wired up from the OM-mod-ule to the ship’s alarm & monitoring system.
3) A simple alarm panel (AP) with 24 LED chan-nels can be installed in the control room. This solution only serves digital alarms.
If the alarm system can communicate with MODBUS ASCII or RTU, there is no need for the OM-module or AP. All signals can be communicated by the MODBUS.
In the following please fi nd a description of the MOD-BUS protocol and addressing of the signals.
MODBUS Protocol (BM)
The BM has a standard MODBUS ASCII and RTU interface which may be selected, by means of a DIP switch on the BM, to be either:
– RS422 5 wire (Rx+, Rx-, Tx+, Tx-, GND) or – RS485 3 wire (Rx+/Tx+, Rx-/Tx-, GND)
Fig 1 System overview: "monitoring system & safety system"
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1693529-1.7Page 2 (10)
SW 1: MODBUS address
Switch no 1 2 3 4 5 6
Address: 0 OFF OFF OFF OFF OFF OFF Not allowed 1 ON OFF OFF OFF OFF OFF 2 OFF ON OFF OFF OFF OFF
63 ON ON ON ON ON ON Not allowed
Fig 2 Modbus address
The communication setup is: 9600 baud, 8 databits, 1 stopbit, no parity.
The BM MODBUS protocol accept one command (Function Code 03) for reading analog and digital input values one at a time, or as a block of up to 32 inputs.
MODBUS is defi ned by the company AEG Modicon and the implemen ta ted protocol in the BM is de-signed to observe the relevant demands in the latest protocol description from AEG Modicon:
MODBUS was originally defi ned by EAG Modicon, but is now adminstered by the MODBUS-IDA group. The MODBUS protocol implemented for the BM is defi ned in the document "MODBUS over serial line specifi cation and implementation V1.0", available at http://www.modbus.org/
The following chapter describes the commands in the MODBUS protocol, which are implementated, and how they work.
Protocol Description
The ASCII and RTU version of the MODBUS proto-col is used, where the BM works as MODBUS slave. All data bytes will be converted to 2-ASCII charac-ters (hex-values). Thus, when below is referred to „bytes“ or „words“, these will fi ll out 2 or 4 characters, respectively in the protocol.
The general „message frame format“ has the fol-lowing outlook:
[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
– [:] 1 char. Begin of frame – [SLAVE] 2 char. Modbus slave address
Selected on DIP-switch at BM print
– [FCT] 2 char. Function code – [DATA] n X 2 chars data. – [CHECKSUM] 2 char checksum (LRC) – [CR] 1 char CR – [LF] 1 char LF (end of frame)
Notice: The MODBUS address [SLAVE] should be adjusted on the DIP-switch (SW 1) on the BM. Allowed addresses are 1..63 (address 0 is not al-lowed). Broadcast packages will not be accepted (to be ig nored), see fi g 2.
The following function codes (FCT) is accepted:
– 03H: Read n words at specifi c address. – 10H: Write n words at specifi c address.
In response to the message frame, the slave (BM) must answer with appropriate data. If this is not pos-sible, a package with the most important bit in FCT set to 1 will be returned, followed by an exception code, where the following is supported:
– 01: Illegal function – 02: Illegal data address – 03: Illegal data value – 06: BUSY. Message rejected
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1693529-1.7Page 3 (10)
MODBUS addressing
In order to be able to read from the different I/O and data areas, they have to be supplied with an „address“.
In the MODBUS protocol each address refers to a word or „register“. For the GenSet there are follow-ing I/O registers:
– Block (multiple) I/O registers occupying up to 32 word of registers (see table 3, 4, 5 and 6).
Block I/O registers hold up to 32 discrete I/O's placed at adjacent addresses, so it is possible to request any number of I/O's up to 32 in a single MODBUS command. Please refer to table 3, 4, 5 and 6 which specifi es the block I/Os registers addresses and how the individual I/O's are situated within the „block".
Data Format
The following types of data format have been cho-sen:
Digital: Consists of 1 word (register): 1 word: [0000H]=OFF [FFFFH]=ON
Integer: Consists of 1 word (register): 1 word: 12 bit signed data (second complement): [0000H]=0 [0FFFH]=100% of range [F000H]=-100% of range
Notice: 12 bit data format must be used no matter what dissolution a signal is sampled with. All mea-suring values will be scaled to 12 bit signed.
Example 1:
PI10, range 0-6 barThe value 2.3 bar will be represented as 38.33% of 6 bar = 0621H
FCT = 03H: Read n words
The master transmits an inquiry to the slave (BM) to read a number (n) of datawords from a given address. The slave (BM) replies with the required number (n) of datawords. To read a single register (n) must be set to 1. To read block type register (n) must be in the range 1...32.
Request (master):[DATA] = [ADR][n] [ADR]=Word stating the address in
HEX. [n]=Word stating the number of words to
be read.
Answer (slave-BM):[DATA] = [bb][1. word][2. word]....[n. word] [bb]=Byte, stating number of sub sequent
bytes. [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword
FCT = 10H: Write n words
The master sends data to the slave (BM) starting from a particular address. The slave (BM) returns the written number of bytes, plus echoes the address.
Write data (master):[DATA] = [ADR][n] [bb][1. word][2. word]....[n
word] [ADR] = Word that gives the address in
HEX. [n] = Word indicating number of words to
be written. [bb] = Byte that gives the number of bytes
to follow (2*n) Please note that 8bb9 is byte size! [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword
Answer (slave-BM):[DATA] = [ADR][bb*2] [ADR]= Word HEX that gives the address
in HEX [bb*2]=Number of words written. [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword
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MODBUS Timeout
To prevent lock up of the protocol, ie. a breakdown on the connection, a number of timeouts are to be built in, as specifi ed in the MODBUS protocol specifi cation:
MODBUS specifi cation max. time between charac-ters in a frame: 10 ms
MODBUS specifi cation max. time between receipt of frame and answer: 1 second
However the implementation of the protocol in the GenSet Base Module is able to handle much smaller timeouts (response times), which may be required in order to obtain an acceptable worst-case I/O scan time:
Base Module, max. time between characters in a frame: 5 ms
Base Module, max. time between receipt of frame and answer: 100 ms
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In the tables below each signal has a importance statement with following meaning:
Required by the classifi cation society or MAN B&W.Recommended by MAN B&W."Nice to have".
In the tables below some signals have a remark with following meaning: a) Required by American Bureau of Shipping,
ABS. b) Required by Bureau Veritas, BV. c) Required by Jugoslavenski Register & DnV. d) Required by Registro Italiano Navale, RINA. e) Required by Nippon Kaiji Kyokai, NKK & DnV. f) Bureau Veritas, Lloyds Register of Shipping
and ABS demand alarm point for low/high heavy fuel oil temp. Normally this is placed at yard side as an common alarm for all aux. engines. The signal can also be generated from iTI40.
g) "Common shutdown" consists of following signals: PSL22, TSH12, SSH81 and ZS82 (as option TSH29/27 for L27/38 or LSH92 for L27/38 and L32/40). Furthermore it consist also of the redundant shutdowns performed in the Base Module.
h) "Safety system failure" consists of following signals: Power supply failure and internal watch dog alarm.
i) "Safety sensor cable failure" means cable fail-ure on one or more of following sensors: lub. oil pressostate PSL22, cool. water ther-mostate TSH12, speed pick-up SE90-2 or emergency stop switch ZS82 (as option TSH29/27 for L27/38 or LSH92 for L27/38 and L32/40)
j) "Local shutdown" only consists of the shut-downs (PSL22, TSH, SSH81, and ZS82) in the safety system.
k) For L27/38, L21/31 and L32/40 the signal ZS82, also includes high oil mist shutdown, LSH92 if it is installed (option).
l) Oil mist (LSH/LAH92) is standard for 7, 8, 9 cyl. L27/38 (for marine application) and L32/40. For 5, 6 cyl. L27/38 and L21/31 it is an option.
m) Required by Det Norske Veritas, DnV. n) For L16/24 engine type TC rpm range is 0-
80000. o) Not accepted by all classifi cation societies. p) For GenSets with high voltage alternators.
General) All alarm signals are already performed with necessary time delay. F.ex. lub. oil level alarms (LAL/LAH28) includes 30 sec. alarm delay. Start air alarm (PAL70) includes 15 sec. alarm delay. No further delay are needed.
Signal Name/description Address Data format Importance Remark Meas. range
oLAH42 Drain box high level 4002 Digital RequiredoPAL25 Prelub. oil low press. 4003 Digital RequiredoSX32 Jet system failure 4004 Digital RequiredoUX95-2 Safety system failure 4005 Digital Required h)oSS86 Common shutdown 4006 Digital Required g)oTAH98 Alternator winding temp. high 4007 Digital RequiredoPAL10 HT water press. inlet low 4008 Digital RequiredoPAL70 Starting air press. low 4009 Digital RequiredoPDAH21-22 Diff. press. high, lub. oil fi lter 400A Digital RequiredoPAL 22 Lub. oil press. inlet low 400B Digital RequiredoPAL40 Fuel press. low 400C Digital RequiredoTAH12 HT water temp. high 400D Digital RequiredoTAH21 Lub. oil temp. inlet high 400E Digital RequiredoLAL28 Low oil level base frame 400F Digital Recommended b)oLAH28 High oil level base frame 4010 Digital RecommendediZS75 Microswitch, turning gear engaged 4011 Digital Recommended b)oSAH81 Overspeed alarm 4012 Digital RecommendedoTAD60 Exh. gas temp. high or low 4013 Digital Recommended m)oTAH61 TC temp. outlet, high 4014 Digital RecommendedoTAH62 TC temp. inlet, high 4015 Digital Recommended m)
Table 3 (Block scanning)
Cont.
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Signal Name/description Address Data format Importance Remark Meas. range
iPSL22 Lub. oil inlet low pressure, stop 4042 Digital Nice to haveiTSH12 HT water outlet high temp., stop 4043 Digital Nice to haveiZS82 (LSH92) Emergency shutdown (oil mist) 4044 Digital Nice to have k)+l)iSSH81 Overspeed stop 4045 Digital Nice to haveoZS96 Local indication 4046 Digital Nice to haveoZS97 Remote indication 4047 Digital Nice to haveoSA99 (Spare) 4048 DigitaloSS90A Engine running 4049 Digital Nice to haveiTE60-1 Exh. gas temp., cylinder 1 404A Integer 12 Bit Nice to have c) 0-800° CiTE60-2 Exh. gas temp., cylinder 2 404B Integer 12 Bit Nice to have c) 0-800° CiTE60-3 Exh. gas temp., cylinder 3 404C Integer 12 Bit Nice to have c) 0-800° CiTE60-4 Exh. gas temp., cylinder 4 404D Integer 12 Bit Nice to have c) 0-800° CiTE60-5 Exh. gas temp., cylinder 5 404E Integer 12 Bit Nice to have c) 0-800° CiTE60-6 Exh. gas temp., cylinder 6 404F Integer 12 Bit Nice to have c) 0-800° CiTE60-7 Exh. gas temp., cylinder 7 4050 Integer 12 Bit Nice to have c) 0-800° CiTE60-8 Exh. gas temp., cylinder 8 4051 Integer 12 Bit Nice to have c) 0-800° CiTE60-9 Exh. gas temp., cylinder 9 4052 Integer 12 Bit Nice to have c) 0-800° CiTE61 Exh. gas temp. outlet TC 4053 Integer 12 Bit Nice to have d) 0-800° CiTE62 Exhaust gas temp. inlet TC 4054 Integer 12 Bit Nice to have e) 0-800° CiTI01 LT water temp. inlet 4055 Integer 12 Bit Nice to have 0-200° CiTI31 Charge air temp. 4056 Integer 12 Bit Nice to have 0-200° CiPI01 LT water press. inlet 4057 Integer 12 Bit Nice to have 0-6 bariPI21 Lub. oil press. inlet fi lter 4058 Integer 12 Bit Nice to have 0-10 bariPI23 Lub. oil TC press. 4059 Integer 12 Bit Nice to have 0-4 bariPI31 Charge air press. 405A Integer 12 Bit Nice to have 0-4 baroSE90 Engine RPM pickup 405B Integer 12 Bit Nice to have 0-1600 rpmoSE89 TC RPM pickup 405C Integer 12 Bit Nice to have n) 0-60000 rpmoUX95-2_Dly (Spare) 405D Digital oSX84 Stop failure 405E Digital Nice to haveiSS86-3 Shutdown from safety system 405F Digital Nice to have j)oPAL01 LT water press. inlet 4060 Digital Nice to haveoPAL23 Lub. oil press. TC, low 4061 Digital Nice to have
Table 4 (Block scanning)
Table 4 MODBUS block 2 (multiple i/o) register addressing.
Signal Name/description Address Data format Importance Remark Meas. range
iTI12 HT water temp. outlet 4016 Integeter 12 Bit Recommended m) 0-200° CiTI21/22 Lub. oil temp. inlet 4017 Integeter 12 Bit Recommended a) + m) 0-200° CiTI40 Fuel oil temp. inlet 4018 Integeter 12 Bit Recommended f) 0-200° CiTI98-1 Alternator winding temp. 1 4019 Integeter 12 Bit Recommended a) 0-200° CiTI98-2 Alternator winding temp. 2 401A Integeter 12 Bit Recommended a) 0-200° CiTI98-3 Alternator winding temp. 3 401B Integeter 12 Bit Recommended a) 0-200° CiPI10 HT water press. inlet 401C Integeter 12 Bit Recommended a) + m) 0-6 bariPI22 Lub. oil press inlet engine 401D Integeter 12 Bit Recommended a) + m) 0-10 bariPI40 Fuel oil press. inlet 401E Integeter 12 Bit Recommended 0-16 bariPI70 Starting air pressure 401F Integeter 12 Bit Recommended a) 0-40 baroSX86-2 Safety sensor cable failure 4020 Digital Recommended i)oSX83 Start failure 4021 Digital Recommended
Cont. of table 3
Table 3 MODBUS block 1 (multiple i/o) register addressing.
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Signal Name/description Address Data format Importance Remark Meas. range
oSAH89 High TC rpm 40C2 Digital Nice to have m)oTAH62-2 High exh. gas temp. before TC 40C3 Digital Nice to have m)oTAH12-2 High cooling water temp. 40C4 Digital Nice to have m)oTAH60-1 High exh. gas temp cyl. 1 40C5 Digital Nice to have m)oTAH60-2 High exh. gas temp cyl. 2 40C6 Digital Nice to have m)oTAH60-3 High exh. gas temp cyl. 3 40C7 Digital Nice to have m)oTAH60-4 High exh. gas temp cyl. 4 40C8 Digital Nice to have m)oTAH60-5 High exh. gas temp cyl. 5 40C9 Digital Nice to have m)oTAH60-6 High exh. gas temp cyl. 6 40CA Digital Nice to have m)oTAH60-7 High exh. gas temp cyl. 7 40CB Digital Nice to have m)oTAH60-8 High exh. gas temp cyl. 8 40CC Digital Nice to have m)oTAH60-9 High exh. gas temp cyl. 9 40CD Digital Nice to have m)oUX95-1 Monitoring system failure 40CE Digital RecommendedoSX86-1 Monitoring sensor failure 40CF Digital RecommendediLAH92 High oil mist alarm (oil splash) 40D0 Digital Nice to have l)
Table 5 (Block scanning)
Table 5 MODBUS block 3 (mutiple i/o) register addressing.
Signal Name/description Address Data format Importance Remark Meas. range
oZS57 Earth connector & diff. protection 4090 Digital Nice to have p)
Individual scanning
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Signal Name/description Address Data format Importance Remark Meas. range
Running hours 4102 32 bit word 2 registers Start via MODBUS C1C1 Digital o) Stop via MODBUS C201 Digital o) Start counter 4842 32 bit word 2 registers
Signal Name/description Address Data format Importance Remark Meas. range
iTI29-1 Main bearing temp. 4005H Integer 12 Bit Nice to have 0-800° CiTI29-2 Main bearing temp. 4004H Integer 12 Bit Nice to have 0-800° CiTI29-3 Main bearing temp. 4003H Integer 12 Bit Nice to have 0-800° CiTI29-4 Main bearing temp. 4002H Integer 12 Bit Nice to have 0-800° CiTI29-5 Main bearing temp. 4006H Integer 12 Bit Nice to have 0-800° CiTI29-6 Main bearing temp. 4007H Integer 12 Bit Nice to have 0-800° CiTI29-7 Main bearing temp. 4008H Integer 12 Bit Nice to have 0-800° CiTI29-8 Main bearing temp. 4009H Integer 12 Bit Nice to have 0-800° CiTI29-9 Main bearing temp. 400AH Integer 12 Bit Nice to have 0-800° CiTI29-10 Main bearing temp. 400BC Integer 12 Bit Nice to have 0-800° CiTI29-11 Guide bearing temp. 400CH Integer 12 Bit Nice to have 0-800° CoTI29-1 Cable break 400DH Digital Nice to haveoTI29-2 Cable break 400EH Digital Nice to haveoTI29-3 Cable break 400FH Digital Nice to haveoTI29-4 Cable break 4010H Digital Nice to haveoTI29-5 Cable break 4011H Digital Nice to haveoTI29-6 Cable break 4012H Digital Nice to haveoTI29-7 Cable break 4013H Digital Nice to haveoTI29-8 Cable break 4014H Digital Nice to haveoTI29-9 Cable break 4015H Digital Nice to haveoTI29-10 Cable break 4016H Digital Nice to haveoTI29-11 Cable break 4017H Digital Nice to haveiTI27-1 Alternator bearing temp. 4018H Integer 12 Bit Nice to have 0-200° CiTI27-2 Alternator bearing temp. 4019H Integer 12 Bit Nice to have 0-200° CiTI INTERNT. Compensation resistor 401AH Integer 12 Bit Nice to have 0-200° CoTSH29/27 High bearing temp. shutdown 401BH Digital Nice to haveoTSH29/27 High bearing temp. shutdown 401CH Digital Nice to haveoTSH29/27A Common alarm main bearing temp. 401DH Digital Nice to haveoTSH29/27B Common alarm main bearing temp. 401EH Digital Nice to haveoUX29/27 Common cable failure 401FH Digital Nice to have
Table 6 (Block scanning)
Table 6 MODBUS block 4 (mutiple i/o) register addressing.
Table 7 (Individual scanning of control signals)
Table 7 MODBUS block 5 (multiple i/o) register addressing.
In fi g 8 and 9 some examples of wiring are illustrated. See also description "Guidelines for cable and wi-ring" for further information.
Communication from the GenSetB 19 00 0
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General
1693529-1.7Page 8 (10)
These signals in table 6 are only available if a Bea-ring Surveillance Module is applied.
The application can be checked in the plant-speci-fi c "Engine Automatics" diagram or the "Extent of Delivery"
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Fig 8 MODBUS communication (RS 485 and RS 422).
Engine type L16/24, L21/31, L27/38 or L32/40
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Fig 9 MODBUS communication (RS 485).
Engine type L27/38 incl. bearing surveillance module
Comment: Always connect each engine with separate serial cable to the alarm system. Do not connect all auxiliary engines on one serial cable connection.
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1693529-1.7Page 10 (10)
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1699190-5.0Page 1 (1)
General
Oil Mist Detector
06.47
B 19 22 1
Fig 1 Oil mist detector.
Description
The oil mist detector type Tufmon from company Dr. Horn is standard on the 7, 8 and 9L27/38 engine types and option for all other engine types.
The oil mist detector is based on direct measurement of the oil mist concentration in the natural fl ow from the crankcase to the atmosphere.
The detector is developed in close cooperation between the manufacturer Dr. Horn and us and it has have been tested under realistic conditions at our testbed.
The oil mist sensor is mounted on the venting pipe together with the electronic board. At fi rst the sensor will activate an alarm, and secondly the engine will be stopped, in case of critical oil mist concentration. Furthermore there is an alarm in case of sensor failure. To avoid false alarms direct heating of the optical sensor is implemented. The installation is integrated on the engine. No extra piping/cabling is required.
Tecnical Data
Power supply : 24 V DC +30% / -25%Power consumption : 1 AOperating temperature : 0° C....+70° C
Enclosure according to DIN 40050: Analyzer : IP54 Speed fuel rack and optical sensors : IP67 Supply box and connectors : IP65
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1699867-7.0Page 1 (2)
Combined Box with Prelubricating Oil Pump, NozzleConditioning Pump, Preheater and El Turning Device E 19 07 2
General
08.09
Description
The box is a combined box with starters for prelubri-cating oil pump, nozzle conditioning pump, preheater and el turning device.
The starter for prelubricating oil pump is for automatic controlling start/stop of the prelubricating oil pump built onto the engine.
The starter for nozzle conditioning pump is for auto-matic controlling start/stop of the nozzle pump. The pump can be built on the engine or be a separate unit.
Common for both pump starters in the cabinet is, overload protection and automatic control system. On the front of the cabinet there is a lamp for "pump on", a change-over switch for manual start and automatic start of the pump; furthermore there is a common main cut-off switch.
The pump starter can be arranged for continuous or intermittent running. (For engine types L16/24, L21/31 & L27/38 only continuous running is accepted).See also B 12 07 0, Prelubricating Pump.
The preheater control is for controlling the electric heater built onto the engine for preheating of the engines jacket cooling water during stand-still.
On the front of the cabinet there is a lamp for "heater on" and a off/auto switch. Furthermore there is over-load protection for the heater element.
The temperature is controlled by means of an on/off thermostat mounted in the common HT-outlet pipe. Furthermore the control system secures that the heater is activated only when the engine is in stand-still.
The box also include the control of el turning device. There is a "running" indication lamp and a on/off power switch on the front. The control for the turning gear is prepared with to contactors for forward and reverse control. The turning gear control has also overload protection.
Fig 1 Dimensions.
1AE1 1AE2
4H8 4H124S5 4S9
1AE3PRELUB. OIL PUMP ENGINE
MAN. AUTO. OFF
NOZZLE COOL.PUMP H.T. WATER PREHEATER ENGINE
PUMP ON PUMP ONMAN. AUTO. OFF
1AE4
ENGINE
2S1
5H2 5S1
HEATER ON OFF. AUTO.
1AE5 TURNING MOTOR ENGINE
5H13 5S4
TURNING ON POWEROFF - ON
630
560
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E 19 07 2 1699867-7.0Page 2 (2)
Combined Box with Prelubricating Oil Pump, NozzleConditioning Pump, Preheater and El Turning Device
General
08.09
Fig 2 Wiring diagram.
7 8 9
TU
RN
ING
MO
TOR
EN
GIN
E 0.55 kW
1 2 3 4 5 6 7 8 9 10 11 12 13
2
1,0-1,2-1,4
1,5mm
1
2
3
4
5
6
5
6
3
4
1
2
1
2
3
4
5
6
1
2
3
4
5
6
5F4
5Q4
3F410A
5Q7 5Q9
FORWARD REVERSE
1 2 3 4 5 6 7 8 9 10 11 12 13
2
2 2
BA
SE
PLAT
EF
RO
NT
PLAT
EPA
NE
L
PO
WE
R S
UP
PLY
3*415VM
AX
. 50A
NO
ZZ
LE C
OO
L.PU
MP
EN
GIN
E 0.75 K
W
PR
ELU
B. O
IL PU
MP
EN
GIN
E 3.0 kW
H.T. W
ATE
R P
RE
HE
ATE
RE
NG
INE
24 kW
1 2 3 654
PE
121110
4F94F5
4Q94Q5
2F410A
2F710A
2S1
5Q1
2F1040A
210m
m
6,0-6,7-8,5 1,3-1,6-1,8
10 mm
1,5mm
1,5mm
L1
T1
L2
T2
L3
T3
1
2
3
4
5
6
1
2
3
4
5
6
5
6
3
4
1
2
5
6
3
4
1
2
1
2
3
4
5
6
5
6
3
4
1
2
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1631477-3.3Page 1 (2) Prelubricating Oil Pump Starting Box E 19 11 0
General
01.10
Description
The prelubricating oil pump box is for controlling theprelubricating oil pump built onto the engine.
The control box consists of a cabinet with starter,overload protection and control system. On the frontof the cabinet there is a lamp for "pump on", achange-over switch for manual start and automaticstart of the pump, furthermore there is a main switch.
The pump can be arranged for continuous or inter-mittent running. (For L16/24, L21/31 & L27/38 onlycontinuous running is accepted).
Depending on the number of engines in the plant, thecontrol box can be for one or several engines.
The prelubricating oil pump starting box can becombined with the high temperature preheater con-trol box.
See also B 12 07 0, Prelubricating Pump.
Pre.lub. oil pumpEngine 2
Pre.lub. oil pumpEngine 1
Pre.lub. oil pumpEngine 3
560
630
Ø10.2
220
PumpON
Man AutoOFF
PumpON
Man AutoOFF
PumpON
Man AutoOFF
Fig 1 Dimensions.
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E 19 11 0 1631477-3.3Page 2 (2)Prelubricating Oil Pump Starting Box
General
01.10
Fig 2 Wiring diagram.
Foundation
B 20
MAN Diesel & Turbo
1699989-9.3Page 1 (5)
11.05
Resilient Mounting System for LandbasedGenerating Sets B 20 00 0
L16/24, L21/31L27/38
On resilient mounted generating sets, the diesel engine and the alternator are placed on a common rigid base frame mounted on e.g. concrete foundation by means of resilient supports, Sandwich Mounting.
All connections from the generating set to the external sys tems should be equipped with flexible connections, and pipes, gangway etc. must not be welded to the external part of the installation.
Resilient Support
A resilient mounting of the generating set is made with a number of sandwich moun tings. The number and the distance between them depend on the size of the GenSet. The mountings are bolted onto the base frame (See method of fixing on page 4).
The standard height of the sandwich mountings is 125 mm in unloaded condition - when loaded the setting is normally 6-8 mm.
The exact setting can be found in the calculation of the sandwich mountings for the plant in question.
Check of Crankshaft Deflection
The resilient mounted generating set is normally delivered from the factory with engine and alternator mounted on the common base frame.Eventhough engine and alternator have been ad-justed by the engine builder, with the alternator rotor placed correctly in the stator and the crankshaft de-flection of the engine (autolog) within the prescribed tolerances, it is recommended to check the crankshaft deflection ( autolog) before starting up the GenSet.
Concrete Foundation
The engine concrete foundation shall be in accord-ance with the foundation drawing from MAN Diesel & Turbo.
The dimension and the reinforcement of the concrete foundation are based on soil condition ≥ 60 kN/m2. If this requirement can not be fulfilled it is up to the customer to improve the soil condition.
The casting of the engine foundation shall be ex-ecuted continuously, and no construction joints shall be permitted.
Mounting of Base Plates on Concrete Foun-dation
Before the foundation base plates are placed on the concrete foundation, they have to be machined ac-cording to the drawing from MAN Diesel & Turbo and meet the tolerances as shown in the table on page 5.
Place and align the base plates in the openings of the concrete foundation according to the drawing from MAN Diesel & Turbo. Mark the positions of the foundation bolts through the holes in the base plates. Remove the base plates and drill the holes for the foundation bolts with conventional tools. The holes have to be drilled according to recommendations from the supplier of the foundation bolts.
Install the foundation bolts according to recommen-dation from the supplier.
Place and align the base plates in the openings of the concrete foundation again.
Pre-tighten the foundation bolts with a torque of 20 Nm.
Fill-up the openings in the concrete foundation with nonshrinking grouting material such as Masterflow MB928 Grout or similar.
Tighten up the foundation bolts with a torque of 110 Nm, after hardening of the grouting material.
This method of fixing the base plates is suitable for earthquake conditions up to 7 on the Richter scale.
Mounting and Adjustment Instructions for New Generating Sets
1) In case the sandwich mountings have not been mounted in the factory, they have to be mounted at the location on the base frame by means of four M16 bolts each, see page 4.
MAN Diesel & Turbo
Surface protection, coded RedNeoprene Rubber Solution
125
Unl
oade
d±
1
1515
35
210
35
350
18 314 18
2 x 4 x ø18
140
L16/24, L21/31L27/38
B 20 00 0 Resilient Mounting System for LandbasedGenerating Sets
1699989-9.3Page 2 (5)
11.05
2) Fit the filling pieces to the sandwich mountings by means of four M16 bolt each, see page 4. The filling pieces have to be machined accord-ing to the drawing from MAN Diesel & Turbo.
3) Align the generating set above the base plates according to the drawing from MAN Diesel & Turbo.
4) Lower the generating set until it rests completely on the base plates.
5) After 48 hours, level and load distribution is checked by measuring the height of the ele-ments. The difference between the mountings should be as small as possible and should not exceed ± 2 mm from average.
Example : H1 + H2 + H3 +...+ HN
Average = mm. N
N = Number of sandwich mounting.
6) The mounting(s) with the largest deviation (from the average) should be adjusted first with steel shims.
Hereby it should be noted that with the steel shims the mounting deflection can only be increased. Therefore it can be necessary to fit, not only one, but all mountings with steel shims to release one mounting.
Method of Fixing the Generating Set to the Base Plates
7) After the final adjustment, fix the Generating Set to the base plates by welding the filling pieces to the base plates according to the drawing from MAN Diesel & Turbo, see also page 4.
This method of fixing the Generating Sets to the base plates is suitable for earthquake conditions up to 7 on the Richter scale.
Instructions for maintenance
Generally speaking the mountings will not require maintenance or reconditioning in service unless mis-used or accidently damaged.
Oil contamination is the most likely cause of damage and therefore the rubber elements are treated with an oil resistant coating.Certainly elements showing signs of severe swelling or evidence of rubber to metal seperation should be replaced.
MAN Diesel & Turbo
1699989-9.3Page 3 (5)
11.05
Resilient Mounting System for LandbasedGenerating Sets B 20 00 0
L16/24, L21/31L27/38
Earthquake scales and intensity valuesMeasured at 5 Hz
Richter scale Ground acceleration Ground velocity Ground shift [mm/s²] [mm/s] [mm]
4.2 250 – 500 8 – 16 0.3 – 0.5
4.8 500 – 1000 16 – 32 0.5 – 1.0
5.3 1000 – 2000 32 – 64 1.0 – 2.0
5.9 2000 – 4000 64 – 127 2.0 – 4.0
6.4 4000 – 8000 127 – 254 4.0 – 8.0
7.0 8000 – 16000 254 – 508 8.0 – 16.0
Common values for sandwich mounting systems VRD 35 S1 – 55°With landbased generating sets
Richter scale Input ground Natural frequen- Output transmit- Horizontal shock acceleration cies horizontal ted shock on Displacement on generating set mounts [g] [Hz] [g] [mm]
5.9 0.2 – 0.4 1.8 – 2.3 0.07 – 0.19 4.4 – 11.2
6.4 0.4 – 0.8 1.8 – 2.3 0.15 – 0.37 8.8 – 22.5
7.0 0.8 – 1.6 1.8 – 2.3 0.29 – 0.75 17.6 – 44.9
The output transmitted chock [g] and horizontal shock displacements [mm] are calculated by half sine shock puls.
MAN Diesel & Turbo
L16/24, L21/31L27/38
B 20 00 0 Resilient Mounting System for LandbasedGenerating Sets
1699989-9.3Page 4 (5)
11.05
Method of FixingEarthquake condition - Suitable from Richter scale up to 7
M16 - Bolttorque 165 Nm
M16 - bolt, to beused for alignment
Master flowMB 928 Grout
Base frame
End of founda-tion block
To be welded 5 Filling piecesLo
aded
146
-148
350
157
*
*L16/24 = 313L21/31 = 350L27/38 = 307
275
20
157
Reinforced concreteFoundation / block
M16 - Foundation bolttorque 110 Nm
A
A
View A-A
29
Base plate
MAN Diesel & Turbo
1699989-9.3Page 5 (5)
11.05
Resilient Mounting System for LandbasedGenerating Sets B 20 00 0
L16/24, L21/31L27/38
Tolerances of base plate
Description Tolerances
Planeness per mounting ± 0.5 mm
Parallelism per mounting length ± 1.0 mm
Parallelism total length ± 2.0 mm
1.0
4.0 Ref.
2.0 Ref.
1.0 Ref.
Ref.4.0
1
Detail A Detail B
Ref.
2
Tolerances of Base plate
Base frame
Base plate
Base frame
Base plate
ReferenceHorizontal plane
4
See detail BSee detail A
Concrete foundation block
Total length
2.0 Ref.
Test running
B 21
MAN Diesel & Turbo
Operating points MAN Diesel & Turbo programme
1) Starting attempts X
2) Governor test X
3) Test of safety and monitoring system X
4) Load acceptance test (value in minutes)
Engines driving alternators Continuous rating(MCR)
Constant speed
25% 30
50% 30
75% 30
100% 60
110% 45
Shop Test Programme for Power Plants1699986-3.0Page 1 (1) B 21 01 1
General
07.47
5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated).6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition.6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition.7) Inspection of lubricating oil filter cartridges of each engine.
8) General inspection.
The operating values to be measured and recorded during the acceptance test have been specified in ac-cordance with ISO 3046-1:2002 and with the rules of the classification societies.
The operation values are to be confirmed by the customer or his representative and the person responsible for the acceptance test by their signature on the test report.After the acceptance test components will be checked so far it is possible without dismantling.Dismantling of components is carried out on the customer's or his representative's request.
Spare Parts
E 23
MAN Diesel & Turbo
E 23 00 01689483-7.2Page 1 (6) Weight and Dimensions of Principal Parts
L21/31
11.27 - Tier II, WB II
Cylinder liner approx. 80 kg
Piston approx. 30 kg
Cylinder head incl. rocker arms approx. 225 kg
Charge air cooler approx. 294 kg
360
450773
545779
540
Ø299
Ø254
620
Please note: 5 cyl. only for GenSet
MAN Diesel & Turbo
E 23 00 0 1689483-7.2Page 2 (6)Weight and Dimensions of Principal Parts
L21/31
11.27 - Tier II, WB II
Cylinder unit approx. 485 kg Connecting rod approx. 64 kg
1666
.5
933
Front end box for GenSet approx. 1464 kg
Please note: 5 cyl. only for GenSet
Front end box for Propulsion
MAN Diesel & Turbo
E 23 00 0
* Depending on Alternator type
L
1400
Base Frame for GenSet
Length (L)* Weight
5 cyl. 4529 2978 kg
6 cyl. 5015.5 3063 kg
7 cyl. 5423 3147 kg
8 cyl. 5893.5 3232 kg
9 cyl. 6312 3315 kg
1689483-7.2Page 3 (6) Weight and Dimensions of Principal Parts
L21/31
11.27 - Tier II, WB II
L
790
Oil Pan for Propulsion
Length (L) Weight
6 cyl. 2920.5 660 kg
7 cyl. 3275.5 720 kg
8 cyl. 3630.5 780 kg
9 cyl. 3985.5 850 kg
Please note: 5 cyl. only for GenSet
MAN Diesel & Turbo
E 23 00 0
L
Valve Camshaft
Length (L) Weight
5 cyl. 1994.5 130 kg
6 cyl. 2349.5 150 kg
7 cyl. 2704.5 170 kg
8 cyl. 3059.5 190 kg
9 cyl. 3414.5 209 kg
Injection Camshaft
Length (L) Weight
5 cyl. 1980.5 275 kg
6 cyl. 2335.5 321 kg
7 cyl. 2690.5 367 kg
8 cyl. 3045.5 413 kg
9 cyl. 3400.5 459 kg
L
1689483-7.2Page 4 (6)Weight and Dimensions of Principal Parts
L21/31
11.27 - Tier II, WB II
Please note: 5 cyl. only for GenSet
MAN Diesel & Turbo
E 23 00 01689483-7.2Page 5 (6) Weight and Dimensions of Principal Parts
L21/31
11.27 - Tier II, WB II
Frame
Length (L) Weight
5 cyl. 2105.5 3435 kg
6 cyl. 2460.5 3981 kg
7 cyl. 2815.5 4527 kg
8 cyl. 3170.5 5073 kg
9 cyl. 3525.5 5619 kg
1331
1065 LØ
1107
Flywheel with gear rimOnly for GenSet
Small 890 kg Medium 1051 kg Large 1213 kg
L H Weight
TCR16 1110 615 290 kg
TCR18 1328 772 460 kg
L
H
Please note: 5 cyl. only for GenSet
ø1107
Flywheel with gear rimOnly for Propulsion
MAN Diesel & Turbo
E 23 00 0
Crankshaft with Counter Weights
Length (L) Weight
5 cyl. * 2470 1350 kg
6 cyl. 2825 1580 kg
7 cyl. 3180 1813 kg
8 cyl. 3535 2053 kg
9 cyl. 3890 2260 kg
* Only for GenSet
1689483-7.2Page 6 (6)Weight and Dimensions of Principal Parts
L21/31
11.27 - Tier II, WB II
Please note: 5 cyl. only for GenSet
Tools
P 24
Standard Tools for Normal Maintenance
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 13700064-0.1Page1(11)
1 52000 014
1 52000 038
1 52000 021
1 52000 045
Valvespringtighteningdevice
Liftingtoolforcylinderunitandcylinderhead
Removingdeviceforflamering
Guidebushforpiston
11.49028-0492
11.49023-0398
11.49021-1167
11.49021-1044
170
850
ø299
278
312
178
ø209
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
Standard Tools for Normal Maintenance
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 1 3700064-0.1Page2(11)
Fitandremovaldeviceforconn.rodbearing,incl.eyescrews(2pcs)
Liftingdeviceforcylinderliner
Liftingdeviceforpistonandconnectingrod
1 52000 069
1 52000 082
1 52000 104
11.49021-0724
11.49023-0424
11.49023-0342
200
1380
948
352
Standard Tools for Normal Maintenance
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 13700064-0.1Page3(11)
Pistonringopener
Supportingdeviceforconnectingrodandpistoninthecylinderliner,incl.fork
Feelergauge,0.6-0.7mm
Socketwrench
SocketwrenchandTorqueSpanner
1 52000 190
1 52000 212
1 52000 010
1 52000 652
1 52000 664 1 52000 676
11.49002-0045
11.49032-027911.49043-1037
1691690-6
11.49001-0530
11.49001-053208.06411-0021
0.6 mm CORRECT
0.7 mm INCORRECT
456
311
218
ø250
130
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
Standard Tools for Normal Maintenance
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 1 3700064-0.1Page4(11)
Dismantlingtoolformainbearinguppershell
Fitandremovingdeviceformainbearingcap
Eyescrewforliftingofchargeaircooler/lubri-catingoilcooler
Containercompleteforwaterwashingofcompressorside
1 52000 035
1 52000 047
2 52000 036
1 51205 318
11.49058-060006.56936-0558
11.49023-0338
06.05110-0103
1651568-1
M12
ø200
480
Standard Tools for Normal Maintenance
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 13700064-0.1Page5(11)
Blowgunfordrycleaningofturbocharger
Broadchissel
Cleaningtoolforfuelinjector
Bow(forpresuretestingtool)
Deliverypipe(forpressuretestingtool)
Pressuretestingtool
1 51210 136
1 52000 473
1 52000 013
1 52000 711
1 52000 723
1 52000 050
1612860-3
11.49017-0034
1690252-8
11.49043-1059
11.49046-0397
11.49024-0076
ø22
.5
84
172
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
Standard Tools for Normal Maintenance
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 1 3700064-0.1Page6(11)
Grindingdevicefornozzleseat
Grindingpaper
Plier
Loctite
Extractordeviceforinjectorvalve
Combinationspanner,36mm
1 52000 074
1 52000 747
1 52000 759
1 52000 760
1 52000 407
1 52000 772
11.49008-0333
11.49021-1245
R554K36
ø65
258
380
530
Loct
ite
747
759
760
Standard Tools for Normal Maintenance
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 13700064-0.1Page7(11)
Crowfoot,36mm
Dismantlingtoolforbearingshell
1 52000 784
1 52000 818
08.06411-0601
11.49021-0856
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
Standard Tools for Normal Maintenance
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 1 3700064-0.1Page8(11)
Hydraulictoolscompleteconsistingofthefollowing3boxes:
Hydraulictoolsbox1consistingof:
52000 806
52000 633
11.49000-2217
11.49028-0505
Standard Tools for Normal Maintenance
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 13700064-0.1Page9(11)
Pressurepump,complete
manometer
Quickcoupling
Rubberbuffers
Hosewithunions
Hose,4000mm
Quickcoupling
Adapter
Nipple
Force-offdevice
Storagetank
Setofspareparts
1 52000 011
52000 023
52000 405
52000 507
4 52000 202
52000 537
52000 549
52000 836
52000 519
1 52000 424
1 52000 520
1 52000 532
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
Standard Tools for Normal Maintenance
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 1 3700064-0.1Page10(11)
Hydraulictoolsbox2consistingof:
HydraulictighteningcylinderM33x2
PressurepartM33x2
Setofspareparts
HydraulictighteningcylinderM30x2
Pressurepart,shortM22x2
Pressurepart,longM22x2
TensionscrewM22x2
Setofspareparts
Turnpin
Turnpin
Turnpin
Anglepiece
Measuringdevice
1 52000 544
2 52000 275
2 52000 371
1 52000 238
2 52000 287
2 52000 383
2 52000 096
2 52000 131
1 52000 251
1 52000 556
1 52000 568
1 52000 334
2 52000 358
1 52000 448
11.49028-0507
Standard Tools for Normal Maintenance
SupplyperShip
Working Spare Name Sketch Plate Itemno Remarks
MAN Diesel & Turbo
11.33-TierII-GenSet
L21/31
P 24 01 13700064-0.1Page11(11)
Hydraulictoolsbox3consistingof:
HydraulictighteningcylinderM30x2
Pressurepart,shortM30x2
Pressurepart,longM30x2
Tensionscrew
Setofsparepart
Turnpin
Turnpin
Turnpin
1 52000 581
4 52000 263
2 52000 072
4 52000 059
4 52000 118
1 52000 226
1 52000 593
1 52000 603
1 52000 334
11.49028-0509
L21/31
Additional Tools
SupplyperShip Drawing Remarks
Working Spare Plateno Itemno Name Sketch
MAN Diesel & Turbo
3700066-4.1Page1(8) P 24 03 9
11.34-TierII
Fitandremovaldeviceforconn.rodbearing,incl.eyescrews(2pcs)
Liftingdeviceforcylinderliner
Liftingdeviceforpistonandconnectingrod
1 52000 069
1 52000 082
1 52000 104
11.49021-0724
11.49023-0424
11.49023-0342
200
1380
948
352
L21/31
Additional Tools
SupplyperShip Drawing Remarks
Working Spare Plateno Itemno Name Sketch
MAN Diesel & Turbo
3700066-4.1Page2(8)P 24 03 9
11.34-TierII
Plierforpistonpinretainingring
Pistonringopener
Supportingdeviceforconnectingrodandpistoninthecylinderliner,incl.fork
Dismantlingtoolformainbearinguppershell
Fitandremovingdeviceformainbearingcap
1 52000 759
1 52000 190
1 52000 212
1 52000 035
1 52000 047
EN515D10
11.49002-0045
11.49032-027911.49043-1037
11.49058-060006.56936-0558
11.49023-0338
ø250
130
L21/31
Additional Tools
SupplyperShip Drawing Remarks
Working Spare Plateno Itemno Name Sketch
MAN Diesel & Turbo
3700066-4.1Page3(8) P 24 03 9
11.34-TierII
2 52000 036
1 52002 067
1 52002 092
1 52002 114
Eyescrewforliftingofchargeaircooler/lubricatingoilcooler
Crankshaftalignmentgauge(autolog)
Resettingdeviceforhydrauliccylinder
Turningdeviceforcylinderunit
06.05110-0103
2029373-9
11.49025-0223
11.49026-0016
M12
L21/31
Additional Tools
SupplyperShip Drawing Remarks
Working Spare Plateno Itemno Name Sketch
MAN Diesel & Turbo
3700066-4.1Page4(8)P 24 03 9
11.34-TierII
Grindingtoolfor cylinderhead/liner
Max.pressure indicator0-220bar
Handleforindicator valve
Testingmandrelfor pistonringgrooves, 6.43mm
Testingmandrelfor pistonringgrooves, 5.43mm
Toolforfixingof marineheadfor counterweight
1 52002 126
1 52002 138
1 52002 498
1 52002 151
1 52002 163
1 52002 187
11.49008-0329
11.49011-0154
11.49001-0503
1635609-1
1635606-6
11.49043-1020
appr. 87
appr
. 230
L21/31
Additional Tools
SupplyperShip Drawing Remarks
Working Spare Plateno Itemno Name Sketch
MAN Diesel & Turbo
3700066-4.1Page5(8) P 24 03 9
11.34-TierII
1685101-8
1350294-4
11.49021-0717
1 52002 199
1 52002 209
1 52002 210
1 52002 222
1 52002 234
1 52002 246
1 52002 258
Grindingmachineforvalveseatrings
Mandrel
Cuttingtool
Grindingmachineforvalveseatrings
Stone
Guide
Fitandremovingdeviceforvalve
guides
234
246
Wooden boxL x B x H = 450 x 380 x 190 mm
209
210
L21/31
Additional Tools
SupplyperShip Drawing Remarks
Working Spare Plateno Itemno Name Sketch
MAN Diesel & Turbo
3700066-4.1Page6(8)P 24 03 9
11.34-TierII
Grindingtoolforvalves
Fittingdeviceforvalveseatrings
Plate(usedwithitem181)
Extractorforvalveseatrings
1 52002 283
1 52002 295
1 52002 317
1 52002 329
11.49000-2304
11.49021-0721
11.49062-2234
11.49025-0214
L21/31
Additional Tools
SupplyperShip Drawing Remarks
Working Spare Plateno Itemno Name Sketch
MAN Diesel & Turbo
3700066-4.1Page7(8) P 24 03 9
11.34-TierII
1 52002 342
1 52002 366
1 52002 378
1 52002 401
Fitandremovingdeviceforfuelinjectionpump
Settingdeviceforfuelinjectionpump
Cleaningneedlesforfuelinjector
(5pcs)
Fitandremovingdeviceforcooler
insert
11.49021-0789
11.49022-0235
1630419-4
11.59021-0729
L21/31
Additional Tools
SupplyperShip Drawing Remarks
Working Spare Plateno Itemno Name Sketch
MAN Diesel & Turbo
3700066-4.1Page8(8)P 24 03 9
11.34-TierII
Measuringdeviceforcylinderliner
Closingcover(TCR16)(standardwithonlyone
propulsionengine)
Closingcover(TCR18)(standardwithonlyone
propulsionengine)
Liftingtoolforcylinderunit
(lowdismantlingheight)
1 52002 425
1 52002 449
1 52002 450
1 52002 474
11.49022-0242
11.59661-1064
11.59661-0901
11.49023-0315
MAN Diesel & Turbo
3700067-6.0Page 1 (2)
11.01
Hand Tools P 24 05 1
L16/24L21/31, L27/38
12 mm10 mm8 mm
164 176 188 247 259 260
30 mm 36 mm24 mm
Size [mm]331343355367379380392
272284296
152
139
Size [mm]Item
Item
019
Socket spanner setDesignation Size [mm]
Combination spannerHexagon key
140
RachetExtension 125Extension 250UniversalSocket - double hexagon 10Socket - double hexagon 13Socket - double hexagon 17Socket - double hexagon 19Socket - double hexagon 22Socket for internal hexagon 5Socket for internal hexagon 6Socket for internal hexagon 7Socket for internal hexagon 8Socket for internal hexagon 10Socket for internal hexagon 12Socket - screwdriver 1.6 x 10Socket - cross head screw 2Socket - cross head screw 3Socket - cross head screw 4
781012141719
1012131416171819222430
032044056068223081235093103115127
MAN Diesel & Turbo
Hand Tools 3700067-6.0Page 2 (2)P 24 05 1
11.01
L16/24L21/31, L27/38
019
032
044
056
068
081
093
103
115
127
139
140
152
164
176
188
223
235
247
259
Item no Benævnelse
Topnøglesæt
Ring-gaffelnøgle,10 mm
Ring-gaffelnøgle,12 mm
Ring-gaffelnøgle,13 mm
Ring-gaffelnøgle,14 mm
Ring-gaffelnøgle,17 mm
Ring-gaffelnøgle,19 mm
Ring-gaffelnøgle,22 mm
Ring-gaffelnøgle,24 mm
Ring-gaffelnøgle,30 mm
T-greb 1/2"
Skralde, 20 mm
Forlænger
Top, str 24
Top, str 30
Top str 36
Ring-gaffelnøgle,16 mm
Ring-gaffelnøgle,18 mm
Unbrakotop, str 8
Unbrakotop, str 10
Designation
Set of tools
Combination spanner, 10 mm
Combination spanner, 12 mm
Combination spanner, 13 mm
Combination spanner, 14 mm
Combination spanner, 17 mm
Combination spanner, 19 mm
Combination spanner, 22 mm
Combination spanner, 24 mm
Combination spanner, 30 mm
Tee handle 1/2" square drive
Ratchet, 20 mm
Extension bar
Socket spanner, squa-re drive, size 24
Socket spanner, squa-re drive, size 30
Socket spanner, squa-re drive, size 36
Combination spanner,16 mm
Combination spanner,18 mm
Bit, hexagon socket screw, square drive
Bit, hexagon socket screw, square drive
Qty
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
Ved bestilling af reservedele, se også side 500.50.
* = Kun tilgængelig som en del af et reservedelssæt / ikke tilgængelig aleneQty/C = Qty/Cylinder
When ordering spare parts, see also page 500.50.
* = Only available as part of a spare parts kit / not avail separately Qty/C = Qty/Cylinder
Item no BenævnelseDesignationQty
EN563H1
08.06073-0014
08.06073-0016
08.06073-0017
08.06073-0018
08.06073-0021
08.06073-0023
08.06073-0326
08.06073-0328
08.06073-0334
08.06631-0400
08.06631-3600
08.06139-1358
08.06140-6100
08.06140-6300
08.06140-6500
08.06073-0020
08.06073-0022
08.06556-3040
08.06556-3060
08.06556-3080
08.06411-0010
08.06411-0011
08.06411-0013
08.06125-1100
08.06125-1200
08.06125-1400
08.06125-1600
08.06125-1800
08.06125-2100
08.06125-2300
260
272
284
296
331
343
355
367
379
380
392
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
1/E
Bit, hexagon socket screw, square drive
Torque spanner,20-120 Nm - 1/2"
Torque spanner,40-200 Nm - 1/2"
Torque spanner,30-320 Nm - 1/2"
Hexagon key 7 mm
Hexagon key 8 mm
Hexagon key 10 mm
Hexagon key 12 mm
Hexagon key 14 mm
Hexagon key 17 mm
Hexagon key 19 mm
Unbrakotop, str 12
Momentnøgle,20-120 Nm - 1/2"
Momentnøgle,40-200 Nm - 1/2"
Momentnøgle,30-320 Nm - 1/2"
Unbrakonøgle 7 mm
Unbrakonøgle 8 mm
Unbrakonøgle 10 mm
Unbrakonøgle 12 mm
Unbrakonøgle 14 mm
Unbrakonøgle 17 mm
Unbrakonøgle 19 mm
G 50 Alternator
B 50
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MAN Diesel & Turbo
1699895-2.0Page 1 (2) B 50 00 0
L16/24L21/31L27/38
08.39
GenSet
A GenSet is a joined unit with a diesel engine, an alternator and a common base frame. The alternator has a stator housing with a front flange which is con-nected to the diesel engine with bolts. Similar to this the alternator has foot flanges with bolt connection to the base frame. The base frame is anchored to the foundation with a variable number of rubber dampers.
Mechanical alternator design
The rotor in the alternator is installed with either one or two bearings. On one-bearing alternators the rotor is connected to the flywheel of the diesel engine with a flex disc. The one-bearing alternator does not have a front bearing and in this case the rotor is carried by the crankshaft of the engine. On two-bearing alternators the connection is a flexible rubber coupling, and the rotor front is seated in the stator housing of the alternator.
Alternators for GenSets
In both cases the alternator stator housing is con-nected to the diesel engine with bolts, however, with two-bearing alternators an intermediate piece with bolt flanges is used which at the same time is shielding the flexible rubber coupling.
The bearing type can be ball bearing, roller bearing or sleeve bearing.
Note: The engine types 8L21/31, 9L21/31, 8L27/38 and 9L27/38 only use two-bearing alternators to keep the load on the engine’s rear crankshaft bearing on a low level.
The alternator can be delivered air-cooled with in-sulation class IP23 or water-cooled with insulation class IP44.
The air-cooled alternator takes air in through filters; leads the air through the alternator by means of a built-in ventilator and out of the alternator again.
Fig 1 GenSet
Baseframe
Alternator Intermediate piece Diesel engine
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1699895-2.0Page 2 (2)B 50 00 0
L16/24L21/31L27/38
Alternators for GenSets
The water-cooled alternator circulates air internally in the alternator by means of the ventilator. The airflow passes through a built-in water cooler, removing the heat from the alternator through the connected cooling water system.
The entrance to the electrical main cables can be placed on the right or left side of the alternator with a horizontal or vertical inlet.
Electrical alternator design
The alternator is a three-phase AC synchronous alter-nator – brushless with built-in exciter and automatic, electronic voltage regulator (AVR) with potentiometer for remote control. (The potentiometer for final ad-justment of the voltage is included in the standard delivery and normally part of the control panel).
The alternator is intended for parallel running.
The insulation class for the windings can be H/H or lower. H/H corresponds to 180° C on the windings and 180° C operating temperature.
According to the GL classification rules the alternator must as maximum be used up to 155° C operating temperature – corresponding to insulation class F. It may also be a customer requirement to keep the efficiency below class H.
The windings have tropical resistance against high humidity.
The alternator is equipped with anti-condensate standstill heater.
For temperature surveillance in the windings, the alternator is equipped with 2x3 PT100 sensors. PT100 sensors are also installed for surveillance of the bearing temperature, and possibly also equipped with visual thermometers on bearings.
The alternator can be delivered for the voltages 380 VAC to 13.8 KVAC. The frequencies are 50 Hz or 60 Hz.
The alternator fulfils the requirements for electro-magnetic compatibility protection EMC, is designed and tested according to IEC34 and fulfils the DIN EN 60034 / VDE0530 requirements.
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MAN Diesel & Turbo
max 300 m
m
Free cable length
Fix point
Center line
Alternator cable installation B 50 00 0G 50 00 0
10.39
General
1699865-3.1Page 1 (3)
Fig 1 Connection of cables
Main Cables
The flexible mounting of the GenSet must be taken into consideration when installing alternator cables.
The cables must be installed so that no forces have an effect on the alternator's terminal box.
A discharge bracket can be welded on the engine's base frame. If this solution is chosen, the flexibility in the cables must be between the cable tray and the discharge bracket.
The free cable length from the cable tray to the at-tachment on the alternator, must be appropriate to compensate for the relative movements, between the GenSet and foundation.
Following can be used as a guideline: The fix point of the alternator cables must be as close as possible to the center line of the rotor.
Bending of the cables must follow the recommen-dations of the cable supplier as regards minimum bending radius for movable cables.
If questions arise concerning the above, please do not hesitate to contact MAN Diesel & Turbo.
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Alternator cable installationB 50 00 0G 50 00 0
10.39
General
1699865-3.1Page 2 (3)
Fig 2 Marine operation
Earth cable connection
It is important to establish an electrical bypass over the electrical insulating rubber dampers.The earth cable must be installed as a connection between alternator and ship hull for marine operation, and as connection between alternator and foundation for stationary operation.For stationary operation, the contractor must ensure that the foundation is grounded according to the rules from local authorities.
Engine, base frame and alternator have internal metallic contact to ensure earth connection.
The size of the earth cable is to be calculated on the basis of output and safety conditions in each specific case; or must have minimum the same size as the main cables.
Engine Alternator
Base frame Rubber damper Part of ship hull Earth cable
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10.39
General
1699865-3.1Page 3 (3)
Fig 3 Stationary operation
Engine
Alternator
Rubber damper Foundation Earth connectionBase frame
Earth cable
MAN Diesel & Turbo
3700084-3.0Page 1 (2)
B 50 00 0G 50 00 0
General
11.11
For a GenSet the engine and alternator are fixed on a common base frame, which is flexibly installed. This is to isolate the GenSet vibration-wise from the environment. As part of the GenSet design a full FEM calculation has been done and due to this and our experience some combinations of engine type and alternator type concerning one - or two bearings must be avoided. In the below list all combinations can be found.
Combinations of engine- and alternator layout
Comments to possible combinations:
• : Standard# : OptionX : Not recommended1) : Only in combination with "top bracing" between engine crankcase and alternator frame2) : Need for 'topbracing' to be evaluated case by case
L16/24 1-be
arin
g,ai
r co
oled
1-be
arin
g,w
ater
coo
led
2-be
arin
g,ai
r co
oled
2-be
arin
g,w
ater
coo
led
5 Cyl. 1000 RPM · # # #
5 Cyl. 1200 RPM · # # #
6 Cyl. 1000 RPM · # # #
6 Cyl. 1200 RPM · # # #
7 Cyl. 1000 RPM · # # #
7 Cyl. 1200 RPM · # # #
8 Cyl. 1000 RPM · # # #
8 Cyl. 1200 RPM · # # #
9 Cyl. 1000 RPM · # # #
9 Cyl. 1200 RPM · # # #
L23/30H 1-be
arin
g,ai
r co
oled
1-be
arin
g,w
ater
coo
led
2-be
arin
g,ai
r co
oled
2-be
arin
g,w
ater
coo
led
5 Cyl. 720 RPM · 1) 2) 1)
5 Cyl. 750 RPM · 1) 2) 1)
5 Cyl. 900 RPM · 1) 2) 1)
6 Cyl. 720 RPM · # # #
6 Cyl. 750 RPM · # # #
6 Cyl. 900 RPM · # # #
7 Cyl. 720 RPM · # # #
7 Cyl. 750 RPM · # # #
7 Cyl. 900 RPM · # # #
8 Cyl. 720 RPM · # # #
8 Cyl. 750 RPM · # # #
8 Cyl. 900 RPM · # # #
L28/32H 1-be
arin
g,ai
r co
oled
1-be
arin
g,w
ater
coo
led
2-be
arin
g,ai
r co
oled
2-be
arin
g,w
ater
coo
led
5 Cyl. 720 RPM · # # #
5 Cyl. 750 RPM · # # #
6 Cyl. 720 RPM · # # #
6 Cyl. 750 RPM · # # #
7 Cyl. 720 RPM X X · #
7 Cyl. 750 RPM X X · #
8 Cyl. 720 RPM X X · #
8 Cyl. 750 RPM X X · #
9 Cyl. 720 RPM · # # #
9 Cyl. 750 RPM · # # #
L21/31 1-be
arin
g,ai
r co
oled
1-be
arin
g,w
ater
coo
led
2-be
arin
g,ai
r co
oled
2-be
arin
g,w
ater
coo
led
5 Cyl. 900 RPM · # # #
5 Cyl. 1000 RPM · # # #
6 Cyl. 900 RPM · # # #
6 Cyl. 1000 RPM · # # #
7 Cyl. 900 RPM · # # #
7 Cyl. 1000 RPM · # # #
8 Cyl. 900 RPM X X · #
8 Cyl. 1000 RPM X X · #
9 Cyl. 900 RPM X X · #
9 Cyl. 1000 RPM X X · #
MAN Diesel & Turbo
3700084-3.0Page 2 (2)
B 50 00 0G 50 00 0
General
Combinations of engine- and alternator layout
11.11
L27/38 1-be
arin
g,ai
r co
oled
1-be
arin
g,w
ater
coo
led
2-be
arin
g,ai
r co
oled
2-be
arin
g,w
ater
coo
led
5 Cyl. 720 RPM · # # #
5 Cyl. 750 RPM · # # #
6 Cyl. 720 RPM · # # #
6 Cyl. 750 RPM · # # #
7 Cyl. 720 RPM · # # #
7 Cyl. 750 RPM · # # #
8 Cyl. 720 RPM X X · #
8 Cyl. 750 RPM X X · #
9 Cyl. 720 RPM X X · #
9 Cyl. 750 RPM X X · #
V28/32S 1-be
arin
g,ai
r co
oled
1-be
arin
g,w
ater
coo
led
2-be
arin
g,ai
r co
oled
2-be
arin
g,w
ater
coo
led
12 Cyl. 720 RPM X X · 1)
12 Cyl. 750 RPM X X · 1)
16 Cyl. 720 RPM X X · 1)
16 Cyl. 750 RPM X X · 1)
18 Cyl. 720 RPM X X · 1)
18 Cyl. 750 RPM X X · 1)
L32/40L32/40CR 1-
bear
ing,
air
cool
ed
1-be
arin
g,w
ater
coo
led
2-be
arin
g,ai
r co
oled
2-be
arin
g,w
ater
coo
led
6 Cyl. 720 RPM · # # #
6 Cyl. 750 RPM · # # #
7 Cyl. 720 RPM · # # #
7 Cyl. 750 RPM · # # #
8 Cyl. 720 RPM X X · #
8 Cyl. 750 RPM X X · #
9 Cyl. 720 RPM X X · #
9 Cyl. 750 RPM X X · #
B 25 Preservation and Packing
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09.23
Lifting of Complete Generating Sets.
The generating sets should only be lifted in the two wire straps. Normally, the lifting tools and the wire straps are mounted by the factory. If not, it must be observed that the fixing points for the lifting tools are placed differently depending on the number of cylinders.
The lifting tools are to be removed after the installa-tion, and the protective caps should be fitted.
Lifting Instruction P 98 05 1
L16/24L21/31
Fig. 2. Lifting tools' and wires placing on engine.
Fig. 1. Lifting tools
Engine Type 2x4 bolt to be mounted over cover of Cyl. no.
5L16/24, 5L21/31 3 cyl. 5 cyl.
6L16/24, 6L21/31 4 cyl. 6 cyl.
7L16/24, 7L21/31 5 cyl. 7 cyl.
8L16/24, 8L21/31 5 cyl. 7 cyl.
9L16/24, 9L21/31 6 cyl. 8 cyl.
Note: Based on MAN Diesel standard alternator
Beam
Nut
Tools
Wire
Shackle
If necessary, placement of wire and shackles on beam to be adjusted after test lift.