L27/38-VBS Project Guide
Four-stroke Propulsion Engine compliant with IMO Tier II
Complete manual date 2012.05.08
MAN Diesel Project guide
Index L27-2Marine
Text General information
200010 200010 200010 200010 200010 200010 227000 227000 227000 227000 227000 227000 227000 227000 227000 227000 227000 227000 227000 219000 223000 1217000 1217000
1696401-2.1 1696402-4.1 1690706-0.1 1696403-6.1 1690708-4.1 3700068-8.1 1690709-6.1 1690710-6.1 1696404-8.1 1690713-1.0 1690714-3.1 1690715-5.0 1690716-7.0 1690717-9.0 1696406-1.1 1690719-2.1 1690720-2.1 1696464-6.0 1690721-4.0 1690722-6.1 1696407-3.0 1690725-1.0 1696408-5.0
332000 332000 332000 332000 332000 332000 332000 340000 382000
1696409-7.2 1696462-2.1 1696463-4.1 1696411-9.2 1696412-0.2 1696413-2.0 1696414-4.1 1696410-7.2 1696415-6.0
912000 912000 912000
1699261-3.0 1699910-8.1 1699912-1.1
9000
Dispatch condition of engine and reduction gear from MAN Diesel Storage of propeller equipment Storage of electronic equipment Engine
3700132-3.1 1689462-2.3 1696467-1.1 3700112-0.0 1696436-0.1
3000
Design features Project planning data - AMG28EV Project planning data - AMG55EV Main dimensions Weight and centre of gravity Foundation PTO on gearbox Servo oil system Shaft brake Packing and preservation
100000 100000 109000 100000 108059 2000
Main dimensions Project planning data Data sheet for propeller Propeller clearance Direction of rotation Propeller operation Fitting Stern Tube - Oil Lubricated Stern tube - Stern tube with epoxy resin Stern tube - standard liners Stern tube - Optional liners Stern tube - Sensors in stern tube Stern tube - Seals Stern tube - Net cutter and net pick-up Stern tube - Cover tubes for twin-screw vessels Oil systems - Servo oil system Oil systems - Stern tube lube oil system Oil systems - Oil tank for forward seal Oil specification for Alpha CPP-systems Oil systems - Lubricating oil system - VBS Propeller shaft and coupling - VBS Intermediate shaft Propeller nozzle - General information Propeller nozzle - Standard dimensions Reduction gear
Drawing No.
1000
Introduction Engine programme IMO Tier II - Propulsion Project service L27/38 propulsion package NOx emission Propeller equipment
Index
14000
MAN Diesel Index
Project guide
L27-2Marine Text Design features Main dimensions Foundation for engine Foundation for engine - rigid mounting Foundation for engine - resilient mounting List of capacities List of capacities List of symbols Exhaust gas components Space requirements Cooling water system Cooling water system cleaning Cooling water inspecting Engine cooling water specifications Engine ventilation Power, outputs, speed Main particulars Operation data & set points Spare parts for unrestricted service Spare parts for restricted service Standard tools - unrestricted service Standard tools - restricted service Additional tools Hand tools Weight and centre of gravity Weight and dimensions of principal parts Fuel oil system Recalculation of fuel consumption dependent on ambient conditions Fuel oil consumption for emissions standard Fuel oil system - MDO Fuel oil system - HFO Heavy fuel oil (HFO) specification Diesel oil (MDO) specification Gas oil / diesel oil (MGO) specification Bio fuel specification Explanation notes for biofuel Viscosity-temperature diagram (VT diagram) Lubricating oil system Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels Starting air system Specifications for intake air (combustion air) Turbocharger - make MAN Exhaust gas velocity Exhaust gas system - Position of gas outlet on turbocharger Exhaust gas system - Exhaust gas compensator System description - SaCoSone Modbus interface - SaCoSone PTO on engine front Weights of Main Components
Index
Drawing No.
1400000 1400000 1400000 1482000 1482000 1400000 1400000 1400000 1400000 1400000 1400000 000.08 000.07 3.3.7 1400000 1402150 1402150 1402150 1487000 1487000 1488010 1488010 1488050 1488070 1402000 1402000 1435000 1402000 1402090 1435000 1435000 3.3.3-01 3.3.2-01 3.3.1-01 3.3.1-02 1435000 3.3.4-01 1440000 3.3.6-01 3.3.5-01
1696416-8.2 3700083-1.0 1696451-4.2 1696422-7.3 1699866-5.0 3700009-1.6 3700010-1.6 1696424-0.1 1655210-7.3 1696425-2.1 1694925-0.3 000.08-01 000.07-01 3.3.7-01 1690751-8.0 3700005-4.0 3700158-7.0 3700147-9.0 3700019-8.0 3700020-8.0 3700125-2.0 3700127-6.0 3700126-4.1 3700067-6.0 1699862-8.1 1689476-6.2 1690730-9.1 1624473-6.2 3700004-2.2 1696437-2.3 1696438-4.1 3.3.3-01 3.3.2-01 3.3.1-01 3.3.1-02 3700063-9.0 3.3.4-01 1694924-9.2 3.3.6-01 3.3.5-01
1450000 3.3.11 1459000 1459000 1459000 1459000 1475000 1475000 1485000 1402000
3700212-6.1 3.3.11-01 3700196-9.0 3700195-7.0 3700199-4.0 3700200-6.0 3700071-1.0 3700072-3.0 1696426-4.3 1694916-6.3
General information
1000
MAN Diesel & Turbo 3700132-3.1 Page 1 (2)
Introduction
100000 General
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 drawings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warranties 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 instructions when the contract documentation has been completed. The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications of our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. If this document is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail.
Original instructions
12.05 - Tier II
MAN Diesel & Turbo Introduction
100000
3700132-3.1 Page 2 (2)
General
Complete propulsion system, examples: Engine
6 L 27/38
6 cyl. 4 stroke turbocharged engine
stroke: 38 cm bore: 27 cm engine built in-line number of cylinders
Reduction gear AMG 28
gearbox series Alpha Module Gear
Propeller equipment VBS 860
diameter of propeller hub CP-propeller with monoblock hub
Propeller nozzle FD 2930 × 0.5
RD
lenght/diameter ratio inside diameter in mm FD = Fixed nozzle RD = Steering nozzle
Remote control system Alphatronic 2000:
Electronic control system with optimized automatic load control and combined or separate pitch and rpm setting.
12.05 - Tier II
MAN Diesel & Turbo 1689462-2.3 Page 1 (1)
Engine Programme IMO Tier II - Propulsion
100000 L21/31, L23/30A L27/38, L28/32A
Four-stroke diesel engine programme for marine applications complies with IMO Tier II, Propulsion application.
r/min
Engine type
400-428
L58/64
500-514
L51/60DF V51/60DF
500-514
L48/60CR V48/60CR
500-514
L48/60B V48/60B
720-750
L32/44CR V32/44CR
720-750
L32/40 V32/40
10001032
V28/33D*
10001032
V28/33D STC*
775
L28/32A
800
L27/38 L27/38 (MGO)
900
L23/30A
1000
L21/31
0
5,000
10,000
15,000
20,000
25,000 kW
* The engine complies with EPA Tier 2.
12.05 - Tier II
MAN Diesel & Turbo 1696467-1.1 Page 1 (1)
Project Service
109000 General
Arrangement drawings
Contract documentation
Prior to the final engineering stage we need confirmed documentation for the project in question and with the following drawings in our possession:
Plant Specific Installation Manual
Ship lines plan Engine room arrangement General arrangement Foundation (re-engining) Exhaust gas system
Together with adequate information on the hull our Project Engineers are able to carry out arrangement drawings showing the most suitable location of the propulsion plant in the ship. The optimum layout of propeller shaftline and bearings, location of Power Take Off (PTO) and execution of exhaust pipe will be highly considered as well as securing sufficient space for daily maintenance and major overhauls. Moreover, to assist the naval consultant or the shipyard in accomplishing arrangement drawings, drawings of our complete propulsion package can be forwarded on CD-ROM or by E−mail direct to you. The drawings will be forwarded in DXF− or DWG− format in latest version, which can be imported by most CAD−systems. Our Project Service from sales to order implementation comprises fields such as: – Selection of optimum propulsion plants – Preparation of specific arrangement drawings, piping diagrams etc – Lay-out of accessories – Waste heat recovery – Installation and alignment guidance
10.39
Once the contract documentation has been completed a Plant Specific Installation Manual will be available on the extranet.
Instruction manual As part of our technical documentation, an instruction manual will be forwarded. The instruction manual is tailor–made for each individual propulsion plant and includes:
Descriptions and technical data Operation and maintenance guidelines Spare parts plates
The manual can be supplied as a printed copy as well as an electronic book in English on CD–ROM.
Customer information MAN Diesel & Turbo SE Niels Juels Vej 15 DK-9900 Frederikshavn Denmark Phone +45 96 20 41 00 Fax +45 96 20 40 30 E-mail
[email protected] www.mandieselturbo.com
MAN Diesel & Turbo 3700112-0.0 Page 1 (4)
L27/38 propulsion package
100000 L27/38
The concept
Installation aspects
Many years of experience with the propulsion concept, together with customers’ requirements for reliability, economy and technical advancement has resulted in this attractive 800 rpm engine with a cylinder output of 340 kW.
The development target and the idea behind the design were to achieve the shortest possible propulsion system by optimizing the combination of engine, flexible coupling and gearbox.
The L27/38 engine can also be quoted with a higher cylinder output of 365 kW at 800 rpm. However, the elevated load is only possible for operation with gas oil according to MAN Diesel specification. Combined with MAN Diesel & Turbo gearboxes (AMG28EV), CP propellers and control systems, the L27/38 is a fully integrated propulsion package for ferries, Ro–Ro vessels, container feeder vessels, cargo ships, tugs, supply and fishing vessels requiring 2040–3285 kW.
Low dismantling height for cylinder head, piston and cylinder liner is ensured thanks to the marine head connecting rod. The engine front-end box incorporates cooling water pumps, thermostatic valves, lub oil pump, lub oil cooler and the automatic lubricating oil filter. 100% PTO is possible from either end of the engine and in addition a small 50 kW PTO is optional on the front-end box for drive of a seawater pump or similar.
Cylinder unit
Charge air cooler
Lub oil cooler
Aut lub oil filter
HT cooling water pump
Thermostatic valves LT cooling water pump Optional 50 kW/2400 rpm PTO Lub oil pump
Optional PTO, 100% engine power
Fig 1 L27/38 propulsion package
11.18 - Tier II
MAN Diesel & Turbo 100000
3700112-0.0 Page 2 (4)
L27/38 propulsion package
L27/38 The turbocharger is located on the engine’s aft-end box utilising the space above the compact gearbox, resulting in a very low exhaust gas outlet flange position.
The engine can be delivered for clockwise rotation (standard) or anticlockwise rotation, seen from the flywheel end.
C 445
Diameter
D
1693 (2689)
820
905
2279 (3071) W
S
A
Figures in brackets for reduction gear AMG55EV G
H
1960
700 (900) 780
M
530
L
B
1452 1500
Fig 2 Main dimensions
11.18 - Tier II
MAN Diesel & Turbo 3700112-0.0 Page 3 (4)
L27/38 propulsion package
100000 L27/38
Standard programme L27/38-VO – Open free running propeller Engine type
Reduction gear
Output mcr Series Type at 800 rpm 6L27/38 AMG28EV 2040 kW 2775 bhp AMG55EV
31VO20 39VO20 45VO30 56VO28
Propeller Hub type
Dimensions in mm
Speed Diam rpm mm
A
B
C
D
G
H
L
6229 6229 6229 6229
3692 3962 3962 3962
5070 5070 5070 5070
1940 1940 1940 1940
1166 1166 1166 1166
2225 2225 2225 2225
569 569 653 653
M W-min
VBS740 VBS740 VBS860 VBS860
256 208 177 145
2650 2950 3200 3500
60V055 VBS860
133
3650 7033 3962 5070 1940 1166 2225 653 743 1400
7L27/38 AMG28EV 2380 kW 3235 bhp AMG55EV
31VO20 39VO20 45VO30 56VO28
VBS740 VBS860 VBS860 VBS860
256 208 177 145
2800 3100 3350 3650
60V055 VBS980
133
3800 7478 4407 5515 1940 1166 2357 746 806 1500
8L27/38 AMG28EV 2720 kW 3700 bhp AMG55EV
31VO20 39VO30 45VO30 50VO30
VBS860 VBS860 VBS860 VBS860
256 208 177 161
2900 3200 3450 3600
60V055 VBS980
133
3950 7923 4852 5960 1940 1256 2357 746 806 1500
9L27/38 AMG28EV 3060 kW 4160 bhp AMG55EV
31VO30 39VO30 45VO30 50VO30
VBS860 VBS860 VBS860 VBS980
256 208 177 161
3000 3300 3550 3700
60V055 VBS980
133
4050 8334 5263 6405 1940 1268 2357 746 806 1550
6674 6674 6674 6674
7119 7119 7119 7119
7563 7563 7563 7563
The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn. the strength calculation is made at 100% MCR, 100% rpm and 14.5 kn. The propeller is calcualted according to DnV, No Ice.
11.18 - Tier II
4407 4407 4407 4407
4852 4852 4852 4852
5263 5263 5263 5263
5515 5515 5515 5515
5960 5960 5960 5960
6405 6405 6405 6405
1940 1940 1940 1940
1940 1940 1940 1940
1940 1940 1940 1940
1166 1166 1166 1166
1256 1256 1256 1256
1268 1268 1268 1268
2357 2357 2357 2357
2357 2357 2357 2357
2357 2357 2357 2357
569 653 653 653
653 653 653 653
653 653 653 746
655 655 743 743
655 743 743 743
743 743 743 743
743 743 743 806
1300 1300 1400 1400
1300 1400 1400 1450
1400 1400 1450 1450
1400 1400 1400 1500
MAN Diesel & Turbo 100000
3700112-0.0 Page 4 (4)
L27/38 propulsion package
L27/38 MAN Diesel & Turbo standard propulsion program L27/38 with AMG28E & VBS - Ducted Propeller Engine type
Reduction gear
Output mcr Series Type at 800 rpm 6L27/38 AMG28E 2040 kW 2775 bhp
Hub type
Dimensions in mm
Speed Diam rpm mm
A
B
C
D
G
H
L
6229 6229 6229 6229
3962 3962 3962 3962
5070 5070 5070 5070
1940 1940 1940 1940
1166 1166 1166 1166
2225 2225 2225 2225
569 569 653 653
M W-min
VBS740 VBS740 VBS860 VBS860
256 208 177 145
2500 2800 3100 3450
AMG55EV 60V055 VBS980
133
3600 7033 3962 5070 1940 1166 2225 653 743 1400
VBS740 VBS740 VBS860 VBS860
256 208 177 145
2600 2900 3200 3600
AMG55EV 60V055 VBS980
133
3750 7478 4407 5515 1940 1166 2357 746 806 1500
VBS740 VBS860 VBS860 VBS860
256 208 177 161
2650 3000 3300 3550
VBS980
133
3900 7923 4852 5960 1940 1256 2357 746 806 1500
VBS740 VBS860 VBS860 VBS980
256 208 177 161
2700 3050 3350 3600
VBS980
133
4000 8334 5263 6405 1940 1268 2357 746 806 1550
7L27/38 AMG28E 2380 kW 3235 bhp
31VO20 39VO20 45VO30 56VO28
Propeller
31VO20 39VO20 45VO30 56VO28
8L27/38 AMG28E 31VO20 2720 kW 39VO30 3700 bhp 45VO30 50VO30 AMG55EV 60V055 9L27/38 AMG28E 31VO30 3060 kW 39VO30 4160 bhp 45VO30 50VO30 AMG55EV 60V055
6674 6674 6674 6674
7119 7119 7119 7119
7563 7563 7563 7563
4407 4407 4407 4407
4852 4852 4852 4852
5263 5263 5263 5263
5515 5515 5515 5515
1940 1940 1940 1940
1166 1166 1166 1166
5960 19400 1256 5960 1940 1256 5960 1940 1256 5960 1940 1256
6405 6405 6405 6405
1940 1940 1940 1940
1268 1268 1268 1268
2357 2357 2357 2357
2357 2357 2357 2357
2357 2357 2357 2357
569 569 653 653
569 653 653 653
569 653 653 746
655 655 743 743
655 655 743 743
655 743 743 743
655 743 743 806
1300 1300 1400 1400
1300 1400 1400 1900
1400 1400 1450 1450
1400 1400 1400 1500
The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn. the strength calculation is made at 100% MCR, 100% rpm and 14.0 kn. The propeller is calcualted according to DnV, No Ice.
11.18 - Tier II
MAN Diesel & Turbo 1696436-0.1 Page 1 (1)
NOx emission
108059 L27/38
Maximum allowable emission value NOx IMO Tier II
Rated output Rated speed
kW/cyl. rpm
6L-9L : 340 kW/cyl. 800
6L-9L : 365 kW/cyl. 800
NOx2) 3) IMO Tier II cycle D2/E2/E3
g/kWh
9.46 3)
9.46 3)
1)
Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, “Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (Tier II)” as adopted by the International Maritime Organization (IMO) Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)
2)
Maximum allowed NOx emissions for marine diesel engines according to IMO Tier II:
3)
130 ≤ n ≤ 2000 ➝ 44 * n -0,23 g/kWh (n = rated engine speed in rpm) Calculated as NO2:
4)
D2:Test cycle for “Constant-speed auxiliary engine” application E2: Test cycle for “Constant-speed main propulsion” application including diesel-electric drive and all controllablepitch propeller installations) E3: Test cycle for “Propeller-law-operated main and propeller-law operated auxiliary engine” application Contingent to a charge air cooling water temperature of max. 32°C at 25°C sea water temperature.
5)
Note! The engine´s certification for compliance with the NOx limits will be carried out during factory acceptance test, FAT as a single or a group certification.
11.04 - Tier II
Propeller equipment
2000
MAN Diesel & Turbo 1696401-2.1 Page 1 (1)
Main dimensions
200010 L27/38
W-minimum The dimension “W-min” is indicated to enable the engine and reduction gearbox to be located as far aft in the engine room as possible.
S dimension
These S and W-measurements are required, before we can proceed with production of the propeller equipment. Without these two dimensions it is impossible to prepare the drawings for the workshop. It is also very important to know, if the stern tube has to be rough or finished machined.
The S dimension is the stern tube length tailor made to the vessel.
B
A
Diameter
Bulkhead
E
L
M
S
Engine type
Gear type
Hub type
Prop Diam.
A mm
B mm
E mm
L mm
M mm
W-min mm
6L27/38
31VO20 39VO20 45VO30 56VO28 60VO55
VBS740 VBS740 VBS860 VBS860 VBS860
2650 2950 3200 3500 3650
580 580 670 670 670
355 355 385 415 415
595 595 640 640 640
569 569 653 653 653
661 661 722 722 722
1300 1300 1330 1400 1400
7L27/38
31VO20 39VO20 45VO30 56VO28 60VO55
VBS740 VBS860 VBS860 VBS860 VBS980
2800 3100 3350 3650 3800
580 670 670 670 760
355 385 385 415 475
595 640 640 640 650
569 653 653 653 746
661 722 722 722 814
1300 1330 1330 1400 1500
8L27/38
31VO20 39VO30 45VO30 50VO30 60VO55
VBS860 VBS860 VBS860 VBS860 VBS980
2900 3200 3450 3600 3950
670 670 670 670 760
385 385 415 415 475
640 640 640 640 650
653 653 653 653 746
722 722 722 722 814
1330 1330 1400 1400 1500
9L27/38
31VO30 39VO30 45VO30 50VO30 60VO55
VBS860 VBS860 VBS860 VBS980 VBS980
3000 3300 3550 3700 4050
670 670 670 760 760
385 415 415 415 475
640 640 640 650 650
653 653 653 746 746
722 722 722 814 814
1330 1400 1400 1500 1500
Fig 1 Main dimensions 05.02
W-min
MAN Diesel & Turbo 1696402-4.1 Page 1 (3)
Project planning data
200010 L27/38
Standard propeller plants
Optimising the propeller equipment
A complete range of propulsion systems has been developed to enable the selection of an optimum solution.
We have the facilities and expertise to design and supply a propulsion package, optimized to a customer’s specific requirements provided adequate data is available.
The range is particularly suitable for selecting the right combination of engine, gearbox and propeller equipment in the project stage. The condition chosen for optimisation is characterised by: Dim. Engine power % Engine revolutions % Ship speed knots 14
Open propellers 85 98 4
Ducted propellers 85 98
The dimensioning of the equipment is carried out at 100% MCR according to the rules of classification societies without ice class notation. In case the optimisation criteria deviate considerably from the table above or the vessel has an ice class notation, please do contact us for a detailed calculation.
The design of the propeller, giving regard to the main variables which include diameter, rpm, area ratio etc, is determined by the requirements for maximum efficiency and minimum vibrations and noise levels. The chosen diameter should be as large as the hull can accommodate, allowing the propeller revolutions to be selected according to optimum efficiency. The optimum propeller revolutions corresponding to the chosen diameter can be found from fig 1 for a given reference condition. For a specific plant please fill in the page “Project layout data”.
r/min
Propeller diameter mm
75 100
7000
125
6000
150 175 200
5000
250
4000
300 350 400
3000
2000
1000 1000
3000
5000
7000
9000
11000
13000 15000 Engine power kW
Fig 1 Optimum propeller diameter – open propeller 14 knots
04.48
MAN Diesel & Turbo 200010
1696402-4.1 Page 2 (3)
Project planning data
L27/38 Four-Stroke standard propulsion programme – open propeller Engine Gearbox Gearbox type series type 6L27/38 AMG28EV 31VO20 2040 kW 39VO20 45VO30 56VO28 AMG55EV 7L27/38 AMG28EV 2380 kW AMG55EV 8L27/28 AMG28EV 2720 kW AMG55EV 9L27/38 AMG28EV 3060 kW AMG55EV
Propeller Hub speed type (rpm)
Propeller diameter (mm)
Coupling flange type
254 208 177 145
VBS740 VBS740 VBS860 VBS860
2650 2950 3200 3500
∅200 ∅200 ∅225 ∅250
60VO55
133
VBS860
3650
∅250
31VO20 39VO20 45VO30 56VO28
256 208 177 145
VBS740 VBS860 VBS860 VBS860
2800 3100 3350 3650
∅200 ∅225 ∅225 ∅250
60VO55
133
VBS980
3800
∅280
31VO20 39VO30 45VO30 50VO30
256 208 177 161
VBS860 VBS860 VBS860 VBS860
2900 3200 3450 3600
∅225 ∅225 ∅250 ∅250
60VO55
133
VBS980
3950
∅280
31VO30 39VO30 45VO30 50VO30
256 208 177 161
VBS860 VBS860 VBS860 VBS980
3000 3300 3550 3700
∅225 ∅250 ∅250 ∅280
60VO55
133
VBS980
4050
∅280
The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn. The strength calculation is made at 100% MCR, 100% rpm and 14.5 kn. The propeller is calculated according to DnV, No ice with high skew.
04.48
MAN Diesel & Turbo Project planning data
1696402-4.1 Page 3 (3)
200010 L27/38
Four-Stroke standard propulsion programme – ducted propeller Engine Gearbox Gearbox type series type 6L27/38 AMG28EV 31VO20 2040 kW 39VO20 45VO30 56VO28 AMG55EV 7L27/38 AMG28EV 2380 kW
Propeller Hub speed type (rpm)
Coupling flange type
Bollard pull (tons)
256 208 177 145
VBS740 VSB740 VBS860 VBS860
2500 2800 3100 3450
∅200 ∅200 ∅225 ∅250
34.4 37.6 40.3 43.4
60VO55
133
VBS980
3600
∅250
44.7
31VO20 39VO20 45VO30 56VO28
256 208 177 145
VBS740 VBS740 VBS860 VBS860
2600 2900 3200 3600
∅200 ∅225 ∅225 ∅280
39.1 42.7 45.6 49.4
AMG55EV 8L27/38 AMG28EV 2720 kW
60VO55
133
VBS980
3750
∅280
50.8
31VO20 39VO30 45VO30 50VO30
256 208 177 161
VBS740 VBS860 VBS860 VBS860
2650 3000 3300 3550
∅225 ∅225 ∅250 ∅250
43.3 47.7 50.9 53.3
AMG55EV
60VO55
133
VBS980
3900
∅280
56.9
9L27/38 AMG28EV 3060 kW
31VO30 39VO30 45VO30 50VO30
256 208 177 161
VBS740 VBS860 VBS860 VBS980
2700 3050 3350 3600
∅225 ∅250 ∅250 ∅280
47.5 52.2 55.7 58.3
AMG55EV
60VO55
133
VBS980
4000
∅280
62.6
The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn. The strength calculation is made at 100% MCR, 100% rpm and 14.0 kn. The propeller is calculated according to LRS, No Ice.
04.48
Propeller diameter (mm)
MAN Diesel & Turbo 1690706-0.1 Page 1 (2)
Propeller Layout Data
200010 L21/31 L27/38
Project
: _______________________________________________________
Type of vessel : _______________________________________________________
D
S
W
I
For propeller layout please provide the following information:
04.50
1.
S : ________ mm
W : ________ mm
I : ________ mm
(as shown above)
2.
Stern tube and shafting arrangement layout
3.
Stern tube mountings: Epoxy mounted ___ or interference fitted ___
4.
Propeller aperture drawing
5.
Copies of complete set of reports from model tank test (resistance test, self-propulsion test and wake measurement). In case model test is not available section 10 must be filled in.
6.
Drawing of lines plan
7.
Classification society: _______________ Notation:_________
Ice class notation
8.
Maximum rated power of shaft generator : __________ kW
9.
To obtain the highest propeller efficiency please identify the most common service condition for the vessel:
Ship speed
: __________ kn.
Engine service load
Service/sea margin
: __________ %
Shaft gen. service load : __________ kW
Draft
: __________ m
D : ________ mm
: _______________
: __________ %
MAN Diesel & Turbo 200010
1690706-0.1 Page 2 (2)
Propeller Layout Data
L21/31 L27/38 10.
Vessel Main Dimensions (Please fill-in if model test is not available)
Symbol
Unit
Ballast
Length between perpendiculars
LPP
m
Length of load water line
LWL
m
Breadth
B
m
Draft at forward perpendicular
TF
m
Draft at aft perpendicular
TA
m
Displacement
s
m3
Block coefficient (LPP)
CB
-
Midship coefficient
CM
-
Waterplane area coefficient
CWL
-
S
m2
LCB
m
Propeller centre height above baseline
H
m
Bulb section area at forward perpendicular
AB
m2
Wetted surface with appendages Centre of buoyancy forward of LPP/2
11.
Loaded
Comments : _____________________________________________________________
_________________________________________________________________
_________________________________________________________________
_________________________________________________________________
Date:_________________________
Signature:___________________________
04.50
MAN Diesel & Turbo 1696403-6.1 Page 1 (1)
Propeller clearance
200010 L27/38
To reduce emitted pressure impulses and vibrations from the propeller to the hull, MAN B&W Alpha recommend a minimum tip clearance as shown in fig 1.
In twin-screw ships the blade tip may protrude below the base line.
D
Y
For ships with slender aft body and favourable inflow conditions the lower values can be used whereas full after body and large variations in wake field cause the upper values to be used.
2 P04-AMG28E
X
Baseline Z
Hub
Dismantling of cap X mm
VBS740
250
VBS860
265
VBS980
325
High skew propeller Y mm
15-20% of D
Non-skew propeller Y mm
Baseline clearance Z mm
20-25% of D
Mininum 50-100
Fig 1 Recommende tip clearance
04.48
MAN Diesel & Turbo 1690708-4.1 Page 1 (1)
Direction of rotation
200010 L21/31 L27/38
Definitions The direction of rotation is defined seen from aft. The normal direction is anticlockwise for the propeller. Opposite rotating direction can also be supplied by changing direction of the engine.
Twin-screw propulsion plants The direction of rotation of the propellers for twinscrew propulsion plants can be chosen in two ways, as shown in fig 1 and fig 2.
This solution will normally give the propellers the highest efficiency, because the flow around the stern of most vessels will favour this direction of rotation. However, it is not possible to give an opinion concerning this, unless model tests are carried out for the specific vessel. The configuration in fig 2 is recommended for icebreakers, river craft or the like, which operate in areas prone to dunnage, trees, ice etc floating in the water. Outward turning propellers will tend to throw out foreign matter rather than wedging it in.
Usually, we recommend the propellers to turn towards each other at the top.
PS port side
SB starboard
Fig 1 Inward turning propellers
04.46
PS port side
SB starboard
Fig 2 Outward turning propellers
MAN Diesel & Turbo 3700068-8.1 Page 1 (7)
200010
Propeller Operation
General Operating range for controllable-pitch propeller
Engine output [%]
Torque , BMEP [%]
110
100
1 Load limit 2 Recommended combinator curve 3 Zero thrust
100
MCR 90
90
80
80
70
70 60 60 50
1
50
2
40
40
Range II
Range I
30
30 20
20 3
10
10
0 40
50
60
70
80
Engine speed [%] Fig 1
11.07 - Tier II
Operating range for controllable-pitch propeller
90
100
110
MAN Diesel & Turbo 200010
Propeller Operation
3700068-8.1 Page 2 (7)
General Rated output/operating range
Acceleration/load increase
Maximum continuous rating (MCR)
The engine speed has to be increased before increasing the propeller pitch (see Fig 2, Example to illustrate the change from one load step to another).
Range I: Operating range for continuous operation. Range II: Operating range which is temporarily admissible e.g. during acceleration and manoeuvring. The combinator curve must keep a sufficient distance to the load limit curve. For overload protection, a load control has to be provided. Transmission losses (e.g. by gearboxes and shaft power) and additional power requirements (e.g. by PTO) must be taken into account.
General requirements for propeller pitch control
Or if increasing both synchronic the speed has to be increased faster than the propeller pitch. The area above the combinator curve should not be reached. Deceleration/unloading the engine The engine speed has to be reduced later than the propeller pitch (see Fig 2, Example to illustrate the change from one load step to another). Or if decreasing both synchronic the propeller pitch has to be decreased faster than the speed. The area above the combinator curve should not be reached. Windmilling protection
Pitch control of the propeller plant
As a load indication a 4–20 mA signal from the engines admission teletransmitter is supplied to the propeller control system.
If a stopped engine (fuel admission at zero) is being turned by the propeller, this is called "windmilling".The permissible period for windmilling is short, because windmilling can cause, due to poor lubrication at low propeller speed, excessive wear of the engines bearings.
For electronic speed governors
Single-screw ship
As a load indication a 4–20 mA signal from the engines electronic governor is supplied to the propeller control system.
The propeller control has to ensure that the windmilling time is less than 40 sec.
For mechanical speed governors
Multiple-screw ship General A distinction between constant-speed operation and combinator-curve operation has to be ensured. Combinator-curve operation: The 4–20 mA signal has to be used for the assignment of the propeller pitch to the respective engine speed. The operation curve of engine speed and propeller pitch (for power range, see Fig 1, Operating range for controllable-pitch propeller) has to be observed also during acceleration/load increase and unloading.
The propeller control has to ensure that the windmilling time is less than 40 sec. In case of plants without shifting clutch, it has to be ensured that a stopped engine won't be turned by the propeller. (Regarding maintenance work a shaft interlock has to be provided for each propeller shaft.)
11.07 - Tier II
MAN Diesel & Turbo 3700068-8.1 Page 3 (7)
200010
Propeller Operation
General Engine output [%] 1 Load limit 2 Recommended combinator curve 3 Zero thrust
MCR
Detail: decreasing load 1st Pitch (load)
1
2nd Speed
2
Detail: increasing load 2nd Pitch (load) 1st Speed
Load steps 3
Engine speed [%] Fig 2
11.07 - Tier II
Example to illustrate the change from one load step to another
MAN Diesel & Turbo 200010
Propeller Operation
3700068-8.1 Page 4 (7)
General Binary signals from engine control
Acceleration times
Overload contact
Acceleration times for controllable pitch-propeller plants
The overload contact will be activated when the engines fuel admission reaches the maximum position. At this position, the control system has to stop the increase of the propeller pitch. If this signal remains longer than the predetermined time limit, the propeller pitch has to bo decreased. Operation close to the limit curves (only for electronic speed governors) This contact is activated when the engine is ope-rated close to a limit curve (torque limiter, charge air pressure limiter ....). When the contact is activated, the propeller control system has to keep from increasing the propeller pitch. In case the signal remains longer than the predetermined time limit, the propeller pitch has to be decreased. Propeller pitch reduction contact This contact is activated when disturbances in engine operation occur, for example too high exhaust-gas mean-value deviation. When the contact is activated, the propeller control system has to reduce the propeller pitch to 60% of the rated engine output, without change in engine speed. Distinction between normal manoeuvre and emergency manoeuvre The propeller control system has to be able to distinguish between normal manoeuvre and emergency manoeuvre (i.e., two different acceleration curves are necessary). MAN Diesel & Turbo's guidelines concerning acceleration times and power range, see page 4 and page 1.
Notes on design For remote controlled propeller drives for ships with unmanned or centrally monitored engine room operation, a load programme has to be provided for the engines. Within the scope of the remote control system (for the pitch adjustment of the controllable pitch propeller or reversing and load application of the engine). This programme serves to protect the preheated engine(s) (lube oil temperature ≥ 40oC and fresh water temperature ≥ 60oC) against excessive thermal stresses, increased wear and exhaust gas turbidity, when the engines are loaded for the first time – possibly up to the rated output. In case of a manned engine room, the engine room personnel is responsible for the soft loading sequence, before control is handed over to the bridge. The lower time limits for normal and emergency manoeuvres are given in our diagrams for application and shedding of load. We strongly recommend that the limits for normal manoeuvring will be observed during normal operation, to achieve trouble-free engine operation on a long-term basis. An automatic change-over to a shortened load programme is required for emergency manoeuvres. The final design of the programme should be jointly determined by all the involved parties, considering the demands for manoeuvring and the actual service capacity. Please note that the time constants for the dynamic behaviour of the prime mover and the vessel are in the ratio of about 1:100. It can be seen from this that an extremely short load application time generally don't lead to an improvement in ships manoeuvring behaviour (except tugs and small, fast vessels).
11.07 - Tier II
Fig 3
11.07 - Tier II
Control lever setting / propeller pitch
1
0
2
1 0 0 1 2 Time in minutes Time in minutes
3
Normal Manoeuvre
4
5
STOP to FULL AHEAD
6
7
8
9
10 0
Time [min] with preheated engine (lube oil temperature minimum 40°C, cooling water temperature minimum 60°C) Engine speed should generally rise more quickly than propeller pitch when loading and fall more slowly when unloading the engine.
0
10
20
30
40
50
60
70
Emergency Manoeuvre
STOP to FULL ASTERN
AHEAD
1
FULL AHEAD to STOP
2
3700068-8.1 Page 5 (7)
80
90
100
FULL ASTERN to STOP
ASTERN
MAN Diesel & Turbo Propeller Operation 200010
General
Engine rating [%]
MAN Diesel & Turbo 200010
3700068-8.1 Page 6 (7)
Propeller Operation
General Operating range for fixed-pitch propeller Single shaft vessel
Torque, BMEP [%]
Engine output [%]
110
100
100
90
1 2 3 4
90 80
Load limit Range II Load limit Range I Theoretical propeller curve Design of propeller (FP)
80 70
70 60
2
1
4(FP)
3
60
50 50
Range II
40
40 30
30
20
Range I
20
10
10 106 103,5
0 30
40
50
60
70
80
90
100
110
Engine speed [%] Fig 4
Operating range for fixed-pitch propeller
11.07 - Tier II
MAN Diesel & Turbo 3700068-8.1 Page 7 (7)
Propeller Operation
200010 General
• Maximum continuous rating (MCR), fuel stop power • Range I
Operating range for continuous service subject to a propeller light-running of 1.5–3%. It should be aimed at the lower value.
• Range II (torque limit)
Operating range which is temporarily admissible e.g. during acceleration, manoeuvring.
The propeller design depends on type and application of the vessel. Therefore the determination of the installed propulsive power in the ship is always the exclusive responsiblity of the yard. Determining the engine power: The energy demand or the energy losses from all at the engine additionally attached aggregates has to be considered (e.g. shaft alternators, gearboxes).That means, after deduction of their energy demand from the engine power the remaining engine power must be sufficient for the required propulsion power. Note!
• Theoretical propeller curve
Applies to a fully loaded vesel after a fairly long operating time and to a possible works trial run with zero-thrust propeller.
• FP
Design range for fixed-pitch propeller. A new propeller must be designed to operate in this range.
Attention!
Engine operation in a speed range between 103% and 106% is permissible for maximum 1 hour!
11.07 - Tier II
Type testing of the engines is carried out at 110% rated output and 103% rated engine speed.
Installation
2005-03-07
The stern tube must be fitted with a tight fit. The propeller boss is measured and the stern tube is finished with an interference of 0.02 - 0.05 mm. If the bore in the boss is rough or out of round then the bore should be lighter. The contact face of the boss for the stern tube flange has to be flat and square to shaft line, so a leak-proof assembly is obtained. The bore is chamfered. The stern tube with gasket is pressed into position, the oil grooves of the stern tube bearings being in horizontal position. The alignment / welding ring and the sealing flange is fitted on the forward end of the stern tube. The adapter ring is mounted on the forward end of the stern tube, and the oilbox is mounted to. The installation length for the stern tube is checked - it should not deviate by more than S-dimension ± 5.0 mm Molykote GN is applied to the bolts before tightening in to the required torque. Bearing temperature sensors may be required by more of the classification societies, and fitted in the stern tube.
S
Fig 1 Assembled stern tube - oil lubricated
Doc-ID: 1690709-6.1
Description Product Alpha Propeller type Mk.5
The stern tube is designed to be installed from aft. It is of welded construction and machined. A 5 mm fitting allowance is left for final installation machining. The stern tube is delivered with stern tube liners fitted. Guard, alignment / welding ring, sealing flange, adapter ring, oilbox, gaskets, bolts, gravity tank and valves are also included in the supply.
Fitting stern tube - oil lubricated XXX
227000
MAN Diesel & Turbo
1 (3)
Fitting stern tube - oil lubricated
MAN Diesel & Turbo Pressing force for stern tube The following formula can be used for calculating of the approx. force required: F=
(
)
2 (p × E × m) × L 1 – (d/D) × U 2
F = E = m = d = D = L = U =
Pressing force in Newton 210,000 N/mm2 0.15 (steel/steel) Inside diameter at the stern tube (mm) Outside diameter at the stern tube (mm) Total length of the carrying outside diameter of the stern tube (mm) Interference fit between the inside diameter of the stern boss and the outside diameter of the stern tube
Stern Boss
A
1
2
3
4
5
6
7
8
9
1. Stern tube 2. Gasket Oil groove
3. Alignment/Welding ring
2 (3)
5. Sealing flange 6. Gasket 7. Adapter ring 8. Gasket Seen from A
Doc-ID: 1690709-6.1
9. Oilbox
2005-03-07
Description Alpha Propeller Mk.5
4. Sealing ring
Epoxy chocks Stern tube and oil box may be located in epoxy resin but precautions to provide adequate cooling of the stern tube may be necessary. The use of epoxy resin has to be acceptable to the owner and MAN Diesel & Turbo, whilst the installation and design have to be approved by the classification society involved.
Maintenance The stern tube requires no maintenance, but care should be taken that the lubricating oil is not contaminated by water or impurities. With good lubrication the life of the white-metal bearings can be 100,000 hours or more. The max permissible wear is 1.5 mm. The clearance of a new stern tube bearing is indicated in the table below where A = shaft diameter and D = inside diameter of stern tube bearing. D = A + 0.5 –+ 00.05 A = 100 – 200 mm
Fitting stern tube - oil lubricated XXX
MAN Diesel & Turbo
A = 201 – 300 mm D = A + 0.6 –+ 00.05 A = 301 – 400 mm D = A + 0.7 –+ 00.05 A = 401 – 500 mm D = A + 0.8 –+ 00.15 A = 501 – 600 mm D = A + 0.9 –+ 00.15
Stern tube liners delivered separately When supplying loose stern tube liners they have to be fitted with the following press fit: 100-300
300-700
Interference
+0.02 to +0.03
+0.03 to +0.05
2005-03-07
Description Product Alpha Propeller type Mk.5
Outside diameter liner
Doc-ID: 1690709-6.1
3 (3)
Stern tube with epoxy resin The stern tube can be installed with epoxy resin. See fig 1. Precautions have to be taken in order to provide sufficient cooling of the stern tube bearings. The forward end of the stern tube is supported by an alignment ring which is to be welded to the forward end of the propeller boss. It is not necessary to secure the oil box with epoxy resin, while it is supplied with a combined welding/alignment ring. The area and the surface pressure on the resin must be calculated from case to case. The casting must be in accordance with the recommendations of the epoxy supplier.
Epoxy mounted stern tube
227000
MAN Diesel & Turbo
Fig 1
Stern tube
Boss - Yard supply
Oil box Alignment ring
2011-06-06
Description Alpha Propeller Mk.5
Stern tube with epoxy resin
Doc-ID: 1690710-6.2
1 (1)
MAN Diesel & Turbo 1696404-8.1 Page 1 (1)
Stern tube
227000 L27/38
Standard liners The stern tube is provided with forward and aft whitemetal liners, fig 1.
A thermometer for the forward bearing is standard delivery.
Sensors for bearing temperature can be mounted, if required.
D
E
B
A
Lead-based white metal
Cast iron
2 P18
C
F
Stern tube bush - AFT
Stern tube bush - FORE
AFT diameter of tailshaft
A mm
B mm
C mm
FORE diameter of tailshaft
D mm
E mm
F mm
220 232 236 242 248 249 252 260 262 266 270 274 280 283 285 288 294 301 313
300 312 316 322 328 329 332 340 342 346 350 354 360 363 365 368 374 381 393
296 308 312 318 324 325 328 336 338 342 346 350 356 359 361 364 370 377 389
485 510 520 535 545 550 505 575 580 585 595 605 620 625 630 635 650 665 690
215 227 231 237 243 244 247 255 257 261 265 269 275 278 280 283 289 296 308
295 307 311 317 323 324 327 335 337 341 345 349 355 358 360 363 369 376 388
291 303 307 313 319 320 323 331 333 337 341 345 351 354 356 359 365 372 384
175 180 185 190 195 195 200 205 205 210 215 215 220 225 225 225 231 235 246
Fig 1 Stern tube white-metal liners 05.18
MAN Diesel & Turbo 1690713-1.0 Page 1 (1)
Stern tube
227000 L21/31 L27/38
Optional liners We have several years of experience in installing other types of stern tube arrangements.
These are used mostly when the stern tube is water lubricated. Some types can also be used for oil lubricated stern tubes.
Where required, the propeller plant can be equipped with rubber liners for sea water lubricated stern tube, see fig 1.
2 P10-AMG28E
Cooling water
Fig 1 Water lubricated stern tube − example
03.30
MAN Diesel & Turbo 1690714-3.1 Page 1 (1)
227000
Stern tube
L21/31 L27/38 Sensors in stern tube The propulsion plant is equipped with a number of sensors which via the alarm plant warn against abnormal operating conditions which may lead to breakdown. The sensors can be either of the on/off type or analog, depending on the alarm plant.
The sensors are designed for replacement without redrawing of shaft. On/off sensors are usually connected in such a way that in case of alarm the switch will break, ie they are prepared for connection to a “closed circuit” alarm plant.
Cable pipe Support pipe for cable pipe, located between fore and aft bearing
View B-B
A
A Cable pipe Pt 100 sensor-TE3952 (option)
Aft stern tube bearing
View A-A
Terminal box
TI3951Thermometer
2 P17
B
B
Pt 100 sensorTE3951 (option)
Fig 1 Sensors in stern tube − example
05.46
MAN Diesel & Turbo 1690715-5.0 Page 1 (1)
Stern tube
227000 L21/31 L27/38
Seals Optionally split seals, face seals and pollution free seals can be supplied on request.
2032418-7.0
As standard, the stern tube is provided with forward and aft stern tube seals of the lip ring type with three lip rings in the aft seal and two lip rings in the forward seal, fig 2.11.
Aft stern tube seal
Fore stern tube seal
Fig 2.11 Stern tube seals
03.30
MAN Diesel & Turbo 1690716-7.0 Page 1 (1)
Stern tube
227000 L21/31 L27/38
Net cutter and net pick−up To avoid fishing lines and nets being wound−up by the rotating propeller and causing damage to the stern tube seal, two precautions can be taken.
The net cutters consist of 4 knives (fig 1 and 3) which are welded to the non-rotating boss tube of the stern and overlap the rotating part of the propeller.
2 P14
By installing net cutters, a first barrier which will try to cut the net and line into smaller pieces is established.
Fig 2 Net pick−up
Depending on the direction of rotation the knives o should be installed angled 12−15 to the shaft axis o and positioned 90 apart. A second barrier may be applied by installing a net pick-up (fig 2) which will wind−up the net before it reaches the stern tube seal, in case the lines are able to pass the net cutters. The pick-up is placed under the protection cover at the fore-end of the propeller hub.
Installation Installation of propeller equipment into the ship’s hull shows many different solutions depending on installation requirements from the ship yard and the ship owners operational demands. We have the expertise and knowledge of all the different possible stern tube installations to meet specific wishes and requirements.
12-15° 2 P12
12-15°
Fig 1 Net cutter knives anti clockwise propeller rotation
03.30
Fig 3 Net cutter knives clockwise propeller rotation
MAN Diesel & Turbo 1690717-9.0 Page 1 (1)
Stern tube
227000 L21/31 L27/38
Cover tubes for twin-screw vessels Different combinations of cover tube designs can be supplied on request. See example fig 1.
Propeller side
Gearbox side
See detail
2 P15
A-bracket
Guide for covertube
Fig 1 Cover tube design
03.30
Sterntube
MAN Diesel & Turbo 1696406-1.1 Page 1 (2)
Oil systems
227000 L27/38
Servo oil system
P2
PT 3253
PT 2230
4
PT 3252
5
7 3
PT 2221
10
9
2
SERVO RETURN
SERVO ASTERN
CLUTCH IN
CLUTCH OUT
LSL 2206
SERVO FORWARD
PSH 2222
8
TE 2245
TE 2240
1
TE 2244
TE 2241
TO LUBRICATING
ALPHA REDUCTION GEAR
TE 2242
**
TE 2243
TE 2246
P1
E4
6
PSL 2231 TE 2231 PT 2231A
PT 2231B
Fig 1 Oil diagram
09.27
E5
MAN Diesel & Turbo 227000
1696406-1.1 Page 2 (2)
Oil systems
L27/38 Connections: See install. arr. E4 Cooling water to cooler E5 Cooling water from cooler P1 Stand-by pump - suction P2 Stand-by pump - pressure
* = Not built on ** = Only for EMG55EV
Item
Description
1
Prefilter for pump
2
Oil pump
3
Non-return valve
4
Non-return valve
5
Valve unit
6
Oil cooler
7 8 9 10
High pressure filter Prefilter for stand-by pump Oil stand-by pump* Low pressure filter
09.27
MAN Diesel & Turbo 1690719-2.1 Page 1 (1)
Oil systems
227000 L21/31 L27/38
Stern tube lub oil system piping connections, and a flange where a level alarm (LSL3954) can be mounted.
In order to prevent sea water penetration, the system is kept under static pressure by the gravity tank placed above normal load water line in accordance with the stern tube seal manufacturer’s recommendations. The gravity tank in fig 1 is equipped with level glass,
Level alarm low
H tank
Venting
Gravity tank for stern tube, capacity : 75 l
Pressure control system for outboard seal. "Optional" Simplex SC2000 - 400 and larger. Oil tank for outboard seal, capacity: 30 l Pressure control oil to chamber II IN THE AFT SEAL.
H TANK H BWL
Min
To be closed in dry-dock
Sectional view of oil box
Max
Overflow
Load water line
C.L. prop. shaft
Connections for temperature sensor for aft bearing
Oil in Drain Lubricating oil system for stern tube
Fig 1 Lub oil diagram
05.17
See formula in the manual for the stern tube seal for calculation of H TANK
BWL
MAN Diesel & Turbo 1690720-2.1 Page 1 (1)
Oil systems
227000 L21/31 L27/38
Oil tank for forward seal The oil tank fig 1 is equipped with level glass and piping connections.
Max. level
500 - 600
Min. level
Oil tank for inboard seal, capacity: 15 l
Oil system for inboard stern tube seal
Fig 1 Sectional view of inboard stern tube seal
05.17
MAN Diesel & Turbo 1696464-6.0 Page 1 (1)
Oil specification for Alpha CPP-systems
227000 L21/31 L27/38
General information For both the servo oil system (only VBS-types) as well as the stern tube/shaft seal system, only single grade mineral oil is accepted.
Viscosity limits The kinematic viscosity @ 40°C of the oil used must be in the range 80 - 200 cSt according to ISO.
ISO & SAE classification ISO Viscosity Grade 100 & 150 (90 - 165 cSt) as well as SAE 30 & 40 (approx 80 - 200 cSt) is accepted. A mix of these two viscosity grades is also accepted.
Notes Note I: The oil for the stern tube/shaft seal system must be chosen also in accordance with the approved oil list from the shaft seal manufacturer/supplier.
09.28
Note II: In case of continuous operation in cold waters, it is recommended to use ISO VG100/SAE30 oil for the system. Note III: For the servo oil system, permitted contamination class is 10 (NAS1638), 21/19/16 (ISO4406:1999), 11 (SAE AS4059:D) and recommended filtration rating is10-20 µm. For both systems the maximum water content is 5%. Note IV: Normally it will be possible to choose an oil,which fulfils the demands for both the CPP system, the engine and/or the gearbox.
IMPORTANT In the contractual warranty period for the CPP equipment, the oil used must fulfil the above specifications. Any deviation will only be allowed provided a written acceptance is given by MAN Diesel. Further we undertake no responsibility for difficulties that might be caused by the oil itself.
MAN Diesel & Turbo 1690721-4.0 Page 1 (1)
Oil systems
227000 L21/31 L27/38
Lubricating oil system The stern tube and hub lubrication is a common system. The stern tube is therefore kept under static oil pressure by a stern tube oil tank placed above sea level, see fig 1.
Stern tube oil tank
All our propellers with seals of the lip ring type operate on lub oil type SAE 30 or SAE 40 − usually the same type of lubricating oil as used in the main engine and reduction gear. In case of operating in cold waters it is recommended to use SAE 30 lub oil.
Oil tank forward seal
2 P16-AMG28E
Lip ring seals
Fig 1 VBS − Lub oil system
03.31
MAN Diesel & Turbo 1690722-6.1 Page 1 (2)
Propeller shaft and coupling
219000 L21/31 L27/38
Propeller shaft and coupling The propeller hub and shaft are supplied assembled, with the aft seal fitted, fig 1. The propeller blades can be supplied fitted depending on propeller size and transport facilities. The tailshaft can only be installed from the aft end. Standard tailshafts can be supplied up to a length of 14 m, longer on request. In plants with long shaftlines, the max distance between the intermediate journal bearings can be estimated by means of the following formula provided the propeller speed is below 350 r/min.
L = 450
shaft diameter (mm)
L : maximum bearing distance For twin screw ships with open shaft line arrangement supported by struts the distance between the aft and second aft bearing should not exeed 20 times the shaft diameter. For easy alignment of the propeller shaftline, alignment calculations are made and a drawing with instructions is supplied for all propulsion plants.
Wear-ring O-ring
Fig 1 Propeller hub/shaft mounting
04.50
MAN Diesel & Turbo 219000
1690722-6.1 Page 2 (2)
Propeller shaft and coupling
L21/31 L27/38 Hydraulic coupling flange The flange diameter of the coupling matches the counter part of the gearbox flange. This type of coupling uses a special shrink fitted mounting. High pressure oil of more than 2,000 bar is injected between the muff and the coupling flange by means of the injectors. By increasing the pressure in the annular space C, with the hydraulic pump, the muff is gradually pushed up the cone. Longitudinal placing of the coupling flange as well as final push−up of the muff is marked on the shaft and muff.
For assembling or dismantling we recommend to use SAE30 oil.To facititate mounting at low temperatures, o the coupling can be heated to approx 20 C.
Special shaft arrangements We have several years of experience in special shaft arrangements:
Pendulum ferries Supply and anchor handling vessels Sailing ships Ferries
Injectors
Venting screw
Muff
100 mm
A .... A .... Mark on shaft
Distance for push-up stamped on coupling muff Hydr. pump
Fig 2 Fitting hydraulic coupling flange - Type ODG
04.50
MAN Diesel & Turbo 1696407-3.0 Page 1 (1)
Intermediate shaft
223000 L27/38
Bulkhead seal Journal bearing
VBS propeller
Detail A
Detail B Intermediate shaft with servo oil pipe for VBS propeller. To be specified by the customer
Hydraulic coupling
2 P21-AMG28E
Servo pipe
Detail A
Detail B
Fig 1 Intermediate shaft – example
04.04
MAN Diesel & Turbo 1690725-1.0 Page 1 (2)
Propeller nozzle
1217000 L21/31 L27/38
General information
Fixed nozzle
Nozzles offer many advantages for tugs and trawlers or whenever high thrust at low speed is required. We have supplied hundreds of nozzles, both fixed and steering nozzles. A special propeller blade design is supplied with the nozzle.
The nozzle and struts must be orientated relative to the general water flow behind the hull in order to reduce drag and optimize propulsion. Furthermore the struts must be fitted to allow free flow around the whole surface of the nozzle.
A correctly mounted nozzle will have a favourable influence on propeller induced vibrations, as the nozzle has an equalizing effect on the wake field round the propeller. Furthermore ducted propellers are lower loaded than open propellers contributing to a lower vibration level.
Behind a V−shaped afterbody, the nozzle should be o tilted 2−3 relative to the baseline with the forward end downward to suit the flow to the nozzle, fig 1.
Design and classification approval of the nozzle support structure is the responsibility of the yard, but some general recommendations are given in the following.
As the propeller shaft very often has an aft inclination in proportion to the baseline, the relative tilting between the nozzle and the propeller shaftline is increased. This has no negative influence on the propulsion performance providing the angle does o not exceed 5−7 .
Pivot point
Engine inclination
2 P05 -AMG28E
Max 5-7 °
2-3°
Fig 1 Fixed nozzle - uncovered struts
03.31
MAN Diesel & Turbo 1217000
1690725-1.0 Page 2 (2)
Propeller nozzle
L21/31 L27/38 With the propeller blade in a vertical downward position, and set at zero pitch, it is possible for the blade tip to be outside the stainless steel belt within the nozzle. This is acceptable because the tip moves astern into the stainless steel zone, when “Ahead” pitch is applied. Cavitation in the lower part of the nozzle can normally be disregarded, due to the improved water flow and pressure head available in this area. The position of the nozzle should have sufficient space for dismantling of the propeller blades and shaft.
Structurally, the side struts are cut through the shell plating and connected to the hull framing. The shell plating should be strengthened locally. The upper nozzle support might be constructed as a closed streamlined box as shown on fig 2 or with sidestruts in V−form. During construction of the nozzle attachment, it is important to realize that not only strength and reliability purposes have to be observed, but the hydrodynamic performance as well. Providing ample clearance between hull and nozzle reduces the thrust deduction and improves the propulsion.
The nozzle is prepared for mounting with struts.
Struts
Width of nozzle
CL Propeller shaft Max 6-7° CL Nozzle
2 P06 -AMG28E
Space for d ismantling
Pivot point
Fig 2 Fixed nozzle - struts in streamlined box
03.31
MAN Diesel & Turbo 1696408-5.0 Page 1 (1)
Propeller nozzle
1217000 L27/38
Standard dimensions
Fixed nozzle L/D = 0.4
The fixed nozzle can be supplied in two standard lengths, either 0.4 or 0.5 × propeller diameter, according to application. Standard fixed nozzles are normally 0.4 × propeller diameter as propellers for geared propulsion systems are relatively low loaded. For higher loaded propellers and fluctuations in wake field it may be recommendable to use nozzle 0.5 × propeller diameter.
Nozzle Prop. D D L Weight type diam. min max approx. FD mm mm mm mm Kg
2380 2730 3080 3480 2430 2780 3180 3630 2480 2880 3280 3730 2580 2980 3380 3830
2350 2700 3050 3450 2400 2750 3150 3600 2450 2850 3250 3700 2550 2950 3350 3800
2500 2870 3180 3650 2550 2920 3340 3810 2600 3020 3440 3910 2710 3130 3550 4020
2775 940 3180 1090 3530 1220 4060 1380 2830 960 3240 1100 3710 1260 4240 1440 2890 980 3360 1140 3820 1310 4350 1490 3000 1020 3475 1180 3940 1340 4470 1520
Weightless buoyancy Kg
1850 800 2750 1030 3350 1140 4350 1350 1950 850 2800 1050 3500 1150 5150 1400 2050 875 2950 1075 4030 1170 5160 1310 2300 940 3075 1100 4150 1200 5300 1350
D max
FD
D min
Fixed nozzle L/D = 0.5
L
Fig 1 Fixed nozzle
04.04
Nozzle Prop. D D L Weight type diam. min max approx. FD mm mm mm mm Kg
2380 2730 3080 3480 2430 2780 3180 3630 2480 2880 3280 3730 2580 2980 3380 3830
2350 2700 3050 3450 2400 2750 3150 3600 2450 2850 3250 3700 2550 2950 3350 3800
2530 2940 3270 3700 2580 2960 3380 3860 2640 3060 3420 3970 2740 3170 3590 4070
2880 3310 3730 4210 2940 3360 3840 4390 2990 3480 3900 4510 3120 3600 4090 4630
1175 1365 1525 1725 1200 1375 1575 1800 1225 1425 1625 1850 1275 1475 1675 1900
2950 4500 5725 7300 3060 4580 6100 7950 3200 4800 6300 8125 3520 5250 6900 9400
Weightless buoyancy Kg 1280 1885 2060 2175 1300 1920 2100 2250 1320 1960 2050 2300 1420 2000 2150 2350
Reduction gear
3000
MAN Diesel & Turbo 1696409-7.2 Page 1 (1)
Design features
332000 L27/38
General information MAN Diesel launched the development of reduction gearboxes in the late sixties and today more than 1500 gearboxes have been produced. The gearboxes AMG28EV and AMG55EV are specially designed for the 27/38 propulsion engine and covers a power range from 2040 kW to approx 3285 kW depending on the gearbox ratio. Standard reduction ratios are in the range from 2.8 to 6.0. All reduction gearboxes are designed, manufactured, and approved in accordance with the rules of the major Classification Societies.
5. As an option, the gearbox can be equipped with a built-on power take-off (PTO). The standard power take-off is of the primary type. This makes it possible to use the PTO while the propeller is disengaged, an advantage as the shaft alternator can be used as main power source during stay in port.
AMG28EV AMG 28 E V
Series designation Alpha Module Gear Gearbox series Electro/hydraulic pitch control For VBS-propeller
45VO30 45 VO 30
Type designation Gear ratio × 10 Vertical offset Gear box size
The gearboxes are capable of managing very high ice-class notations.
Reduction gearbox The AMG28EV and AMG55EV reduction gearboxes incorporates the following main functions: 1. Clutch for engaging and disengaging the propeller from the engine.The friction clutch is hydraulically actuated and is of the multiple disc type with sintered plates. As option the gearbox can be supplied without clutch. 2. Built-on servo system for controlling the VBS propeller. Servo oil inlet to the propeller goes through the gear output shaft. 3. Gear wheels for reduction of engine revolutions to required propeller revolutions.The gear wheels are single helical, made of special alloy steel, case hardened and ground, giving a high strength with low noise levels. All bearings in the gearbox are pressure lubricated slide bearings. 4. Thrust bearings for absorbing the propeller thrust are integrated. Thrust bearings are with tilting pads to ensure full surface contact.
Fig 1 Sectional view of gearbox
08.09
MAN Diesel & Turbo 1696462-2.1 Page 1 (1)
Project Planning Data - AMG 28
332000 L21/31, L27/38
General Design Data - AMG28EV Built on servo oil pump, flow
255-305
L/min
Min./ max. oil level, gear housing Stand-by pump, pressure Stand by pump, capacity
250/300 75 180
litre Bar l/min
Nom. temperature range for thrust bearing Nom. temperature range for journal bearing Nom. temperature range for lub oil (outlet from cooler)
55-70 50-70 40-50
Alarm limit, thrust bearing temperature Alarm limit, journal bearing temperature Alarm limit, lub oil pump temperature Alarm limit, lub oil pressure Alarm limit, clutch oil pressure Max. propeller thrust Thrust shaft flange diameter Thrust bearing type Center distance, gear wheels Servo piston, stroke (Not for EV-version) Servo piston, diameter (Not for EV-version) Soft clutch-in: - Pressure in oil accumulator - Time for built-up pressure at clutch-in
°C °C °C
75 75 60 0.5 16
°C °C °C Bar Bar
350 ø575 TILTING-PAD 700/690 200 ø560 2 6-8
kN mm mm mm mm Bar Sec.
REQUIREMENTS FOR INSTALLATION Foundation bolts Adjusting foundation screws Chocks thickness Suction pipe, stand-by pump Pressure pipe, stand-by pump
Oil content at alarm Oil cooler type - Water connection - Water flow - Water temperature inlet (maximum) Weight approx (dry)
12xø24/M24 4xM24 25-50 mm DN65 DN50 220 litre PF-20-1P L=800 DN80 30 m3 / h 42 °C 8500 kg
OPERATING DATA Nom. lub oil pressure Min./max. lub oil pressure Nom. servo oil pressure (without pressure increase) Max. servo oil pressure Clutch oil pressure min./max. (optional)
11.49
6L21/31: 14-15 Bar 7L21/31: 16-17 Bar 8L21/31: 19-20 Bar 9L21/31: 21-22 Bar
3 1.0-4.0 30 60 6L27/38: 18-20 7L27/38: 21-23 8L27/38: 24-27 9L27/38: 27-30
Bar Bar Bar Bar Bar Bar Bar Bar
MAN Diesel & Turbo 1696463-4.1 Page 1 (1)
Project Planning Data - AMG 55
332000 L27/38
General Design Data - AMG55EV Built on servo oil pump, flow Min./ max. oil level, gear housing Stand-by pump, pressure Stand by pump, capacity Nom. temperature of thrust bearing Nom. temperature of journal bearing Min./max. lub oil temperature (outlet from cooler)
300
l/min
670/760 75 220
litre Bar l/min
60 60 40/50
Alarm limit, thrust bearing temperature Alarm limit, journal bearing temperature Alarm limit, lub oil pressure Alarm limit, clutch oil pressure
°C °C °C
75 °C 75 °C 1.0 Bar 5 bar below min.
Max. propeller thrust (nominal / bollard pull) Thrust shaft flange diameter Thrust bearing type Centre distance, gear wheels Max. total pitch stroke [VBS740 – VBS1280] Soft clutch-in: - Pressure in oil accumulator - Time for built-up pressure at clutch-in
310/495 ø575/ø775 TILTING-PAD 900 240 2-3 4-8
kN mm mm mm Bar Sec.
REQUIREMENTS FOR INSTALLATION Foundation bolts Adjusting foundation screws Chocks thickness Suction pipe, stand-by pump Pressure pipe, stand-by pump
Oil content at alarm Oil cooler type - Water connection - Water flow - Water temperature inlet (maximum) Weight approx (dry)
12xø24/M24 4xM24 25-50 mm DN100 DN50 550 PF28-20-631 DN80 62 39 14500
litre L=631 m3 / h °C kg
OPERATING DATA Nom. lub oil pressure Min./max. lub oil pressure Nom. servo oil pressure (without pressure increase) Max. servo oil pressure Clutch oil pressure min./max.
11.49
2.5 1.0-4.0 30 70 6L27/38: 18-20 7L27/38: 21-23 8L27/38: 24-27 9L27/38: 27-30
Bar Bar Bar Bar Bar Bar Bar Bar
MAN Diesel & Turbo 1696411-9.2 Page 1 (3)
332000
Main dimensions
L27/38
PTO shaft
60
780
658
575
596
1290
1051
1420
1223
1500
1693 2065
Fig 1 AMG28EV gearbox – PTO - Starboard
05.31
394
1008
700
1747
180 t6
Max.ø118
633
MAN Diesel & Turbo 332000
1696411-9.2 Page 2 (3)
Main dimensions
L27/38
Max.ø118
874
60
780
658
575
700
1200
1473
180 t6
PTO shaft
596
1290
1051
1420
1223
1500
1693 2245
Fig 2 AMG28EV gearbox – PTO - Center
05.31
MAN Diesel & Turbo 1696411-9.2 Page 3 (3)
Main dimensions
332000 L27/38
ø 180 t6 2038
70
2900
355 275
00
920
142
409
ø 575
900
485
R9
680 1878
810 2050
Fig 3 AMG55EV Gearbox - main dimensions
05.31
2731
400
PTO 1620
Max ø 130
1057
MAN Diesel & Turbo 1696412-0.2 Page 1 (2)
Weight and centre of gravity
332000 L27/38
Weight and centre of gravity of gearbox
780
215
The gearbox is delivered with a flexible coupling. Type of coupling depends on engine power. The approximately weight without coupling and without oil is 8500 kg.
915 2065
1500
Lifting gearbox The gearbox is lifted by three wire straps connected to the four lugs. One strap is to be connected to lugs aft and the other two straps to the two forward lugs. Fig 1 Reduction gearbox AMG28EV – weight and centre of gravity
04.51
MAN Diesel & Turbo 332000
Weight and centre of gravity
1696412-0.2 Page 2 (2)
L27/38 Weight and centre of gravity of gearbox
920
360
2685
The gearbox is delivered with a flexible coupling. Type of coupling depends on engine power. The approximately weight without coupling and without oil is 15000 kg.
1330
45 2900
1878
Lifting gearbox The gearbox is lifted by three wire straps connected to the four lugs. One strap is to be connected to lugs aft and the other two straps to the two forward lugs.
Fig 1 Reduction gearbox AMG55EV – weight and centre of gravity
04.51
MAN Diesel & Turbo 1696413-2.0 Page 1 (2)
Foundation
332000 L27/38
Installation of gearbox
When using epoxy chocks, side and end chocks are to be fitted at both forward and aft end, fitted bolts can then be omitted.
The foundation must be as stiff as possible in all directions to absorb the dynamic forces caused by the engine and the propeller thrust.
Noise and vibration levels
The propeller thrust is transferred to the foundation through fitted holding down bolts when the gearbox is seated on steel chocks.
Noise and vibrations from the gearbox are minimised by using cast iron. Precision ground helical gear wheels with optimum correction and forced lubricated slide bearings, also reduce the noise and vibration levels.
2267
1648
1423
1198
973
523
0 710
7 6
1698
1535
605
470
0
2x2xM24 Adjusting screws
Aft-end box
Flywheel
1280
710
720
2x6xø26 Holding down bolts
Fig 1 Gearbox foundation – top view
04.04
5
See detail C Gear flange
720
750 750
3 G07-AMG28E
748
0
Detail C Flywheel
Cyl.8
MAN Diesel & Turbo 332000
1696413-2.0 Page 2 (2)
Foundation
L27/38 Input shaft
1500
Output shaft
40 *
40 *
100
22°
680
780
See detail B
234
700
1420
579
400 *
170 1280 1300
15 *
* Guidance only 1
55
X
3 G08-AMG28E
3 4
Spotfacing ø60
H2
S
40 *
7
100
40
Detail B, GEAR
To check for possible creep in the epoxy material, measuring pins are to be welded on the top plate at each side of the engine/reduction gear at both ends and midlenght before casting the epoxy chocks. X: Height of chocks between 25 and 50 mm. S: Min 1 mm.
Fig 2 Gearbox foundation – aft view
04.04
MAN Diesel & Turbo 1696414-4.1 Page 1 (2)
PTO on gearbox
332000 L27/38
Whenever the gearbox is supplied with a PTO, (fig 1) the arrangements must be planned in co-operation with us and all necessary information made available to enable us to calculate the complete propulsion system torsional vibration characteristic. The most frequent requirements for PTO’s are to drive alternators, hydraulic pumps, etc. Generally, a flexible coupling between the PTO and the generator will be necessary and this coupling must be selected to transmit the power and give suitable torsional vibration characteristics. A toothed coupling will normally not be acceptable.
When the generator is not in use, we recommend that it should be free wheeling as vibrations during standstill might damage the ball bearings in the generator. PTO’s are installed on the aft end of the gearbox and can provide 1500/1800 rpm as standard for synchronous drives. The PTO’s are supplied as an integrated part of the gearbox. Output power is max 1500 kW.
kWel
1008
B
C
D
A
394
Fig 1 PTO on reduction gearbox
09.28
MAN Diesel & Turbo 332000
1696414-4.1 Page 2 (2)
PTO on gearbox
L27/38 PTO data sheet – 1500 rpm alternator
A mm
B mm
C mm
356 881 432 1078 492 1178 540 1178 576 1278 620 1427 700 1427 836 1425 904 1425 972 1660 1080 1755 1144 1900 1244 2005 1352 2105 1444 2105
355 400 400 400 400 450 450 450 450 450 500 500 500 500 500
523 628 658 792 658 792 658 792 658 792 820 1083 820 1083 820 1083 820 1083 820 1083 820 1050 870 1050 870 1050 870 1050 870 1050
Generator kWel
PTO data sheet – 1800 rpm alternator
D mm
A mm
B mm
C mm
372 880 408 880 432 880 508 1078 584 1178 656 1178 712 1278 768 1380 788 1425 940 1515 1096 1610 1216 1705 1296 1900 1372 1900 1492 2000
355 355 355 400 400 400 400 450 450 450 450 450 500 500 500
523 628 523 925 523 628 658 792 658 792 658 792 658 792 820 1083 820 1083 820 1083 820 1083 820 1083 870 1050 870 1050 870 1050
Generator kWel
D mm
PTO placement
394
394
1190
1008 1008
0
0
09.28
MAN Diesel & Turbo 1696410-7.2 Page 1 (3)
Servo oil system
340000 L27/38
Servo oil system
Propeller ZT 3725B
Pitch Indication
Servopiston Ahead Astern
S S
Pressure control low control PSL
49 44
2231
PT 2231A
49
48
Multiple disc clutch
PSH
PT 2231B
49
48
Clutch engaged indication 49
48
Input shaft main bearings temperature
Cluth out
48
27
ZC 2711A
11
ZC 2711B
2245
TE
11
Y2
Engine
ZI 3725B
18
TE
2241
ZT
Clutch in
Hydraulic outlet for shaft break
TE 2240
I
3725A
2222
44
I
PT
49
2221
17
Y1
8b
26
48
44
7
ZC 3721B
8
ZC 3721A
ZC 4720
Pitch command
Gearbox lubrication 8a
9
14 TE 2231
Lube oil temperature control Valve block TE 2244
PT
15
Thrust bearing temperature
49
Safety block
48
E7
Output shaft main bearings temperature
E6
TE 2242
Water
19 TE 2243
12 10
PT
49
3252
48
13
Air vent
Level dip stick
Oil filling
44
13 29
22
24
24 20
29
M
LSL 2206
25
Oil drain
P1
Oil sump
Fig 1 Oil diagram
12.06
21
3253
P2 25
44
MAN Diesel & Turbo 340000
Servo oil system
1696410-7.2 Page 2 (3)
L27/38 Item
Description
7 8 8a 8b 9 10 11 12 13 14 15 17 18 19 20 21 22 24 25 26 27 29 35 44 48 49
Proportional valve Servo valve Control pressure max setting Control pressure min setting Clutch oil valve Max system pressure Non-return valve HP double filter Non-return valve Lub oil back pressure valve Cooler 4/2 way valve clutch Accumulator Difference pressure safety valve El-motor HP oil pump HP flange pump Excess flow check valve Magnetic prefilter Flow reduction valve Hydraulic outlet for shaft brake For oil filling By-pass Measuring connection Isolating valve Testing connection During the engaging process of the multi disc clutch the following controlling devices have to be delayed for 15 sec.
PSL 2231
PT 2221
PSH 2222
Clutch pressure low, stand by pump start Clutch pressure low, alarm Clutch engaged indication Parts and piping to be supplied and mounted by yard
All pipes installed by the yard must be free of all foreign parts and forging scales. Connections: E6 Cooling water inlet E7 Cooling water outlet P1 Stand-by pump inlet P2 Stand-by pump outlet
The oil system (see fig 1) consists of three systems integrated in one: clutch, servo for pitch control and lub oil system. The oil system is protected by a double full flow filter, which cartridge can be exchanged while the gear is in service. The propeller pitch is adjusted by an electrically controlled proportional valve. The exact position of the propeller pitch is detected by a non-contacting magnetostrictive sensor which gives a precise and safe feed-back signal and will allow no unintended movement of the propeller pitch once the chosen pitch has been set. Oil for pitch control is supplied to the propeller through an oil distributor ring placed in the forward end of the lower shaft. Pressure controlled non-return valves built on to the side of the oil sleeve ensure that the actual pitch setting will be kept also in case of failure in power supply. The hydraulic system is designed for a max pressure of 60 bar during manoeuvres, but the actual pressure required is normally considerably lower. The oil pressure is automatically reduced by approx 50% to maintain pitch once the desired setting has been attained.
Prefilter, item 25 To protect the gear oil stand–by pump (item 21), a prefilter (item 29) has to be installed before the pump. Design data: Capacity: See gear oil stand–by pump, item 21 Mesh size: 0.8 – 1.0 mm
Gear oil stand-by pump, item 21 To ensure good suction conditions for the gear oil stand-by pump (item 21), the pump should be placed as low as possible. The suction pipe should be as short and with as few bends as possible in order to prevent cavitation of the pump.
12.06
MAN Diesel & Turbo 1696410-7.2 Page 3 (3)
Servo oil system
340000 L27/38
The gear pump also acts as a priming pump for the gearbox prior to start. Design data: Capacity: Pressure: Temperature: Viscosity:
See planning data Max 60 bar Start-up 30 bar Max 70°C Normal 40 – 60 cSt Start-up 1000 cSt
Non-return valves, item 13 To facilitate automatic start-up of stand-by pumps, a non-return valve after the built-on pump and after the stand-by pump is standard.
Pressure control valves, items 8, 8a, 8b, 9 and 14 A valve block is mounted on the gearbox. The valve block consists of a pressure control valve for clutch
12.06
oil (item 9), a pressure control valve for lubricating oil (item 14) and a special pressure control valve (item 8) for servo oil.
Gear oil cooler, item 15 The gearbox is supplied with a built-on oil cooler. The cooler has only one element made of extruded material. This results in a very compact cooler. By use of correct cooling liquid no cleaning or maintenance is needed.
Oil quality Lubricating oil SAE30 with FZG–class of minimum 12 can be used.
MAN Diesel & Turbo 1696415-6.0 Page 1 (1)
Shaft brake
382000 L27/38
As an option, the gearbox can be supplied with a shaft brake. The shaft brake is mainly used in connection with fishing vessels to prevent the propeller from causing damage to the fishing-tackle and consequently avoid rope or wire to be caught by the propeller. No specific requirements in design of the propeller shafting are necessary when installing shaft brakes. When a shaft brake is required, the disc can be accommodated between any convenient inboard coupling flange in the propeller shafting and the gear thrust shaft.
Fig 1 shows the shaft brake arrangement. Brake linings are non-asbestos – environmentally safe with longer service life. Oil pressure from the clutch-out side of the oil distributor box is led to the shaft brake, which means that the brake is activated as soon as the propeller shaft is clutched out. The static brake power is about 5-10% of the nominal torque. The brake power can be increased by using several pairs of callipers.
Shaft brake
3 G03-AMG28E
Disc for brakes
Thrust shaft
Seen from above
Fig 1 Shaft brake arrangement
04.04
Packing and preservation
9000
MAN Diesel & Turbo 1699261-3.0 Page 1 (1)
Dispatch condition of engine and reduction gear from MAN Diesel
912000 General
The engine and reduction gear are situated on wooden foundation, covered with tarpaulins and equipped with lifting tools.
Where storage is for 8 months or more, lubricating oil must be applied to each cylinder every six months, during the monthly turning.
External components which are not varnished are protected with preservative (VCI-product) and internal unvarnished components are sprayed with same. This protective oil is totally soluble with lubricating oils and should not be removed when putting the engine and reduction gear into service.
For lubrication, lub oil or preservation (VCI-product) (max 1/4 litres per cylinder) can be introduced through the indicator valve.
Storage of engine and reduction gear at customers Engine and gearbox should always be stored indoor in a dry environment and at a minimum, covered with tarpaulins. Engine and gearbox should be stored indoors at a minimum of 5°C above outside temperatures to avoid condensation, or in a humidity controlled environment at a relative humidity of 45-55%.
Maintenance intervals Protection maintenance must be carried out at the following intervals: Storage conditions (dry and indoor at 5°C above outside temperature or relative Humidity of 45-55% every 4 months If the above conditions are not met every 1 month Exhaust must be covered until installation, and Indicator valves closed.
Turning of engine and reduction gear When storage of engines is for more than 60 days following dispatch from the factory, then engine must be turned 3 1/2 revolutions each month, and the “rest position” of the crank must be at a different position. Indicator valves should be opened prior to turning and then closed again on completion of turning.
09.22
When storing the engine longer than 24 months, bearing and piston inspection must be carried out before starting up the engine, and MAN Diesel must in all cases, be informed. During storage the reduction gear should be turned monthly and when storage exceeds 24 months, inspection of the bearings, gearwheels, servomotor, and clutch must be carried out. MAN Diesel must in all cases be informed.
Protection maintenance
- Remove the crankcase, camshaft and rocker arm covers. - Check the surfaces and maintain the preservation by painting thoroughly with preservative (VCI-product). - Check the top of the cylinder heads and paintwith preservation. - Replace covers. - Check the external surfaces and restore preservation, if necessary with preservative. - Check the paint work and repair, as necessary. - Remove the outlet pipe from the turbocharger exhaust and turn the rotor of the turbocharger. - Replace the pipe. - Restore the original packing as far as possible and cover with tarpaulins.
Dispatch conditions of propeller equipment from MAN Diesel & Turbo The propeller equipment is treated by MAN Diesel & Turbo with conservation grease. Furthermore the propeller equipment is covered with foil, shock absorbing material and a wooden layer. The propeller hub is furthermore sealed by a tarpaulin.
Storage of propeller equipment at customer Upon arrival of equipment it is yard responsibility to visually inspect that there are no damages to the protection cover. Minimum protection during storage must be by covering with tarpaulins to keep dry. The propeller equipment should be keept in the wooden foundation as delivered. MAN Diesel & Turbo do however recommend indoor storage and maintaining min 5˚C above outdoor temperature to avoid condensation and sweating.
Packing and preservation
91200
MAN Diesel & Turbo
Maintenance intervals
2010-12-12
Description Alpha Propeller Mk.5
Protection maintenance must be carried out at the following intervals prior to installation: Good storage conditions (dry and indoor)..................... every 12 months Poor storage conditions (outdoor)................................ every 3 months Immediately after installation in the ship, the propeller shaft must be treated with preservation oil/grease in order to avoid corrosion and damages to the shaft. Please note: Propeller parts with build-on electronics are to be stored and handled as electronic equipment
Doc-ID: 1699910-8.1
1 (1)
Dispatch conditions of electronic equipment from MAN Diesel & Turbo Panels and control unit are packed in well-sealed boxes and to protect the components from corrosion they are supplied with a Cor-trol VCI Vapour Corrosion Inhibitor giving an invisible protective ionic layer. Small electronic components are packed in poly bags supplied with Cortrol VCI tablets.
Storage of electronic equipment at customers The equipment should always be stored in a dry environment. Under normal warehouse conditions the Cor-trol VCI will give long term protection provided they remain sealed and maintained in such a condition that prevents any air circulation within.
Packing and preservation
912000
MAN Diesel & Turbo
Protection maintenance Provided the sealing has been properly maintained no additional measures are needed for the entire period of protection. The electronic equipment can be put into operation without degreasing, coating removal or cleaning.
Installation works
2010-12-12
Description Alpha Propeller Mk.5
During the installation period the yard has to protect the cabinets and electrical equipments against water, dust and fire. It is not allowed to do any welding works near the cabinets. The cabinets have to be fixed to the floor or to the walls by means of screws. If it is necessary to do welding works near the cabinet the cabinets and panels have to be protected against heat, electric current and electromagnetic influences. For protection against current, all cabling has to be disconnected from affected components. Installation of additional components inside the cabinets is allowed upon approval by the responsible project manager of MAN Diesel & Turbo only.
Doc-ID: 1699912-1.1
1 (1)
Engine
14000
MAN Diesel & Turbo 1696416-8.2 Page 1 (2)
Design features
1400000 L27/38
Design criteria for L27/38 Decisive parameters for a propulsion engine are the requirements for a compact engine design and long term reliability in operation.
In order to reduce the engine length, external pipe connections are arranged on the sides of the frontend box The small optional PTO is located on the forward side.
However, other requirements as mentioned below, have been given high priority: Long time between overhauls (TBO) No unscheduled maintenance and repair work Unrestricted heavy fuel oil operation Low fuel and lub oil consumption rates, fulfilling legal emission limit values • High maintenance and operation friendliness • Good part load behaviour • Easy installation, rigidly or resiliently seated • • • •
Engine frame and crankshaft The monobloc nodular cast iron engine frame forms the most vital part of the engine. Through-going main bearing tie rods and the deeply positioned cylinder head tie rods maintain a static preloading of the casting, thereby absorbing dynamic loads attained from gas and mass forces, with a high safety margin. All tie rods are tightened hydraulically. Well supported main bearings carry the crankshaft with generously dimensioned journals.The combina tion of a stiff box design and the carefully balanced crankshaft ensure that the engine is running smoothly and free of vibrations.
Front-end box A unique feature is the introduction of the front-end box, arranged at the free end of the engine. It contains connecting ducts for cooling water and lubricating oil systems as well as pumps (plug-in units), thermostatic valve elements, lub oil cooler and the automatic back-flushing lub oil filter.
Fig 1 Sectional view of engine
10.40
MAN Diesel & Turbo 1400000
Design features
1696416-8.2 Page 2 (2)
L27/38 Cylinder unit
Lubricating oil system
The cylinder unit incorporating cylinder head, water jacket, piston and connecting rod can either be withdrawn/installed as a complete unit or as individual components, depending on the available space conditions. The cylinder liner features a flame ring in the top. The purpose is to scrape away coke deposits on the piston top land and thereby avoid bore polishing of the cylinder liner. This will ensure optimal ring performance and low lub oil consumption.
The engine features an entirely closed lub oil system which ensures easy installation on board and no risk of dirt entering the lub oil circuit.
The piston is a composite piston with steel crown and a nodular cast iron body. A wear resistant chrome layer on the piston rings ensures long TBOs. The robust connecting rod is of the marine head type with the joint above the marine head and fitted with hydraulically tightened units. During piston withdrawal, the marine head remains on the journal, saving dismantling space and at the same time protecting the journal. The “cross-flow” cylinder head in nodular cast iron has 2 inlet and 2 exhaust valves – all rotating to minimize wear and equalize temperatures. Together with the direct cooled exhaust valve seat rings, a reliable operation is ensured.
The helical gear type lub oil pump is mounted in the front-end box and draws the oil from the wet sump. Via a pressure regulator, the oil flows through the lub oil plate cooler and the full-flow automatic back-flushing lub oil filter. This solution eliminates exchange of filter cartridges as well as the waste disposal problem. The back-flush oil is drained to the sump. A purifier is to be connected to maintain proper condition of the lub oil. An integrated thermostatic valve ensures a constant lub oil temperature to the engine.
Cooling water system The cooling water system is based on separate low and high temperature systems. Both circuits are cooled by fresh water.
Turbocharging, charge air cooler
HT system
The turbocharging system is based on the constant pressure principle, using the newly developed radialflow type MAN Diesel & Turbo turbochargers.
The water is circulated by the HT pump through the first stage of the charge air cooler, the jacket water collar, cylinder heads and thermostatic valve, through the high temperature cooler, back to the HT pump.
Starting air system
Nearly 100% of the heat removed from the high temperature system can be utilized for heat recovery.
The engine is started by means of a built-on air starter, controlled from the instrument panel on the engine or from the remote control system. In case of electric power failure, an emergency starting facility can be activated. A cranking device is fitted on the engine.
LT system The water is circulated by the LT pump through the second stage of the charge air cooler, the lub oil coolers for engine and gearbox, the high temperature cooler, through the central cooler and back to the LT pump.
10.40
MAN Diesel & Turbo 3700083-1.0 Page 1 (2)
Main dimensions
1400000 L27/38
5070 1053
445
445
904
762
2108099-7.0
800
530
2225
888
3220
454
1370
3962
Fig 1 Engine type 6L27/38
5515 1053
445
445
822
904
800
530
2357
888
3665
454
4407
Fig 2 Engine type 7L27/38
11.06 - Tier II
1370
MAN Diesel & Turbo 1400000
3700083-1.0 Page 2 (2)
Main dimensions
L27/38 5955 1053
445
445
904
822
2108115-4.0
800
530
2357
888
4110
454
1370
4852
Fig 3 Engine type 8L27/38
6405 1053
445
445
904
822
2108116-6.0
800
530
2357
888
4555
454
1370
5263
Fig 4 Engine type 9L27/38
11.06 - Tier II
MAN Diesel & Turbo 1696451-4.2 Page 1 (1)
Foundation for engine
1400000 L27/38
The details given in this chapter are important for dimensioning the engine foundation and the aft structure of the vessel.
We recommend the clearance between the tanktop and oil pan of the engine to be min 15 mm, when the engine/reduction gear is placed on the top plates without chocks.
The forces and torques, arising due to weight, and operation of the engine must be taken into consideration when designing the engine foundation. For information on forces and torques, see fig 1. 1 2 3 4 5 6
1. Order moment, vertical 2. Order moment, vertical AFT
1. Order moment, horizontal 2. Order moment, horizontal
Guide pressure moment, horizontal
Fig 1
Engine Type
08.45
External forces and moments 1 order moment Horisontal Vertical rpm
kNm
kNm
2 order moment Horisontal kNm
Free forces
Vertical Horisontal kNm
kN
Vertical kN
Guide pressure moment kNm
Hz
6L27/38 800 0 0 0 0 0 0
22.52 14.65
40 80
7L27/38 800 0.174 19.381 0 16.495 0 0
51.71 9.88
46.7 93.3
8L27/38 800 0 0 0 0 0 0
45.3 6.42
53.3 106.7
9L27/38 800 0.128 14.043 0 8.983 0 0
43.59 3.74
60 120
MAN Diesel & Turbo 1696422-7.3 Page 1 (5)
Foundation for Engine - Rigid Mounting
1482000
3205 3338
2760 2910
2315 2465
1870 2020
1425 1575
535 685
10
832.5
0
355 8
7
2 5
The wedges are to be lightly driven into place, re-checked and tack-welded at service temperature.
685
640 1060
685
2x2xM30 Adjusting screws
Cyl.1
640
2x13x26 Holding down Bolts
Cyl.2
3777
Cyl.3
Front-end box
Cyl.4
3338
Cyl.5
3057.5
6 cyl
Detail C Cyl.6
Aft-end box
Flywheel
5
Front Foundation Bolt
0
0
DETAIL C FLYWHEEL Scale 1:2.5
980 1130
L27/38
3650 3783
3205 3355
2760 2910
2315 2465
1870 2020
1425 1575
535 685 8
832.5 7
The wedges are to be lightly driven into place, re-checked and tack-welded at service temperature.
685 685
1060
640
2
Engine seating - 7L27/38
10.47
Cyl.1
5
2167.5
10
355
0
2x3xM30x2 Adjusting screws
Cyl.2
640
2x15x26 Holding down Bolts
Cyl.3
4222
Cyl.4
Front-end box
Cyl.5
3783
Cyl.6
3502.5
Detail C CYL.7
Aft-end box
Flywheel
7 cyl
1270
5
Front Foundation Bolt
0
0
DETAIL C FLYWHEEL Scale 1:2.5
980 1130
Engine seating - 6L27/38
MAN Diesel & Turbo 1482000
1696422-7.3 Page 2 (5)
Foundation for Engine - Rigid Mounting
L27/38
4095 4228
3650 3800
3205 3355
2760 2910
2315 2465
1870 2020
1425 1575
535 685 7
2612.5
8
685 685
1060
Cyl.1
5
832.5
355
0 11
Cyl.2
2
2x3xM30 Adjusting screws
10
Cyl.3
640
2x17x26 Holding down Bolts
Cyl.4
640
Cyl.5
4667
Cyl.6
4228
Cyl.7
3947.5
Detail C Cyl.8
Aft-end box
Flywheel
8 cyl
Front-end box
5
Front Foundation Bolt
0
0
FLYWHEEL Scale 1:2.5
980 1130
DETAIL C
The wedges are to be lightly driven into place, re-checked and tack-welded at service temperature.
Cyl.6
2x19x26 Holding down Bolts
10
8
Cyl.4
Cyl.3
Cyl.2
Cyl.1
2 5
2578
798
321
0
2x3xM30 Adjusting screws
Cyl.5
640 640
Cyl.7
1060
Cyl.8
Front-end box
Cyl.9
4358
Flywheel
Aft-end box
Detail C
9 cyl
4639
21.7
Front Foundation Bolt
4506 4639
4061 4211
3616 3766
3171 3321
2726 2876
2281 2431
1836 1986
1391 1541
0
0
501 651
Detail C Flywheel Scale 1:2.5
946 1096
Engine seating - 8L27/38
7 The wedges item 8 are to be lightly driven into place, re-checked and tack-welded at service temperature.
Engine seating - 9L27/38
10.47
MAN Diesel & Turbo 1696422-7.3 Page 3 (5)
Foundation for Engine - Rigid Mounting
1482000 L27/38
365
SEE DETAIL A
40 * 40 *
800
1330
165
2
23
ø1
530
CL Crankshaft
15 *
400 * 6
15
°
10
R
870 980 1060 1100 1280 1370 * GUIDANCE ONLY
DETAIL A, ENGINE Scale 1:2.5 40
1
To check for possible creep in the epoxy material, measuring pins are to be welded on the top plate at each side of the engine at both ends and midlenght before casting the epoxy chocks.
40 *
45
Y
S
H1
165
2
3 Spotfacing ø60 4
10.47
MAN Diesel & Turbo 1482000
1696422-7.3 Page 4 (5)
Foundation for Engine - Rigid Mounting
L27/38 Ra 3.2 Ra 1.6
50
3x45°
M24
ø24
M24
50
3x45° Ra 3.2
L=H1+85 HOLDING-DOWN BOLT, ITEM 2 10
24
175
45
80
29
10
6
100
35 135
25
SIDE CHOCKS, ITEM 7
30
150
100
35
WEDGE, ITEM 8
23.9
25
MATERIAL SPECIFICATION: - Holding-down bolts item 2, nuts item 1 and 4 and endchock bolts item 12: Tensile strenght min 700 N/mm . Yield point min 640 N/mm . ISO property class 8.8 or similar. EPOXY CHOCKS: - Epoxy plan, see guiding "Calculation for epoxy chocks" - Height of chocks "Y" for engine: 25 - 50 mm TIGHTENING TORQUE FOR HOLDING-DOWN BOLT ITEM 2: Tightening torque according to epoxy chock calculation Tightening torque for end chock bolts, item 12: 830 Nm
10.47
MAN Diesel & Turbo 1696422-7.3 Page 5 (5)
Foundation for Engine - Rigid Mounting
1482000 L27/38
40
Ra 3.2
The supporting plates of the end chock, item 10, must be adapted to the foundation top plate, and full welded 10 both inside and outside.
R
10
30°
25
60
Tightening torque for endchock bolts,item 12: 830 Nm
12
**
** Height of epoxy chock "Y" + 50 mm
10
11.2
55
19.2
49
35 56
Max height 50mm
Min height 40mm
Bolt for end chock Item 12
Adjustable spherical washer Item 11
10.47
Scale 2:1
12
Ra 3.2
330
Ra 3.2
3x45°
Spherical washer for end shock, Item 13
31 56
30 3x45°
41
3.6
ø30
Ra 1.6
.8x45°
R 55
11
33
80
110 15
14 13
ITEM 1 2 3 4 5 7 8 10 11 12 13 14
DESCRIPTION M24 nut M24 holding-down bolt Plain washer. Min hardness 200HB M24 nut with locking device Adjusting screw (MAN Diesel & Turbo supply) Side chocks Wedge Engine end chocks Adjustabel spherical washer M30 bolt for engine end chocks Spherical washer M30 nut with locking device
MAN Diesel 6 Turbo 1699866-5.0 Page 1 (3)
Foundation for Engine - Resilient Mounting
1482000 L27/38
(The engine shown is 8L27/38)
A
A 16
View A-A CL - Crankshaft
800
700
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
870 1370
Hexagon screw Washer Hexagon screw Support plate for bracket Bracket for resilient mounting Resilient mounting element Hexagon screw Shim Cylindrical distance piece Fastening plate Alignment screw Hexagon screw Guide Mounting template Hexagon screw Distance ring
1630
1 Section B
2 3 4
Section C
5 6 7 8 80
170
11
ø80
Section D
12 13 14 15
9 10
Bricks for adjusting screws Yard supply. The engine is supplied without brackets and rubber mountings. The engine is to be landed on the adjusting screws (item 11), and aligned in proportion to the gearbox according to the alignment instructions. 08.09
Brackets (item 5) and rubber mountings (item 6) etc are supplied as loose parts and have to be installed according to the description "Installation of rubber mountings".
Mounting template (item 14) is to be used for installation of the cylindrical distance pieces (item 9) and the fastening plates (item 10).
MAN Diesel & Turbo 1482000
1699866-5.0 Page 2 (3)
Foundation for Engine - Resilient Mounting
L27/38 6L27/38
3508 3508
2168
1430
single-bracket
833
0
755
twin-bracket
Position of rubber mountings Position of adjusting screws
3058
3503
2765 2168
2015
1335
833
0
755
7L27/38
3948 3948
3058
1430
2613
0
833
755
8L27/38
4358 4358
3468
1396
2578 2578
798
0
721
9L27/38
08.09
MAN Diesel 6 Turbo 1699866-5.0 Page 3 (3)
Foundation for Engine - Resilient Mounting
1482000 L27/38
The rubber mountings should now be attached to the brackets. Before attaching, the rubber mounting is to be pre-adjusted as follows: Attach the mountings to the brackets by means of fixing the central buffer (item 22), washer (item 27) and nut (item 28), handtight. Remove nut (item 28) and washer (item 27) from the mounting.
30
28
27
21 22 23 24 25 26 27 28 29 30
Base casting Central buffer Synthetic bush Rubber element Top casting Adjusting nut Washer Nut Tapped hole M12 for jacking bolts Protecting cap
20
26
25
24
23
22
21
29
Twin bracket Twin bracket for starboard side as shown - mirror imaged for port side. Location of the rubber mountings changes with no of cylinders.
08.09
Single bracket
MAN Diesel & Turbo 3700009-1.6 Page 1 (2)
List of Capacities
1400000 L27/38
6-9L27/38: 365 kW/cyl., 800 rpm, MGO Reference Condition : Tropic Air temperature LT-water temperature inlet engine (from system) Air pressure Relative humidity Temperature basis Setpoint HT cooling water engine outlet 1)
°C °C bar %
45 38 1 50
°C
Setpoint LT cooling water engine outlet 2)
°C
Setpoint Lube oil inlet engine
°C kW rpm
79°C nominal (Range of mechanical thermostatic element 79°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) 6 7 8 9 2190 2555 2920 3285 800
kW kW kW kW kW
326 716 249 292 54
380 810 282 341 63
434 897 317 390 72
489 979 353 438 81
m3/h m3/h m3/h
70 70 80
70 70 115
70 70 115
70 70 115
22.9 70
26 70
28.8 70
31.5 70
54 13580 6.79
56 15844 6.79
57 18107 6.79
58 20371 6.79
Charge air pressure Air required to dissipate heat radiation (engine) (t2-t1= 10°C)
°C m3/h 5) kg/kWh bar m3/h
17498
20414
23330
26247
Exhaust gas data Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190°C) Permissible exhaust back pressure
m3/h 7) t/h °C kW mbar
28921 15.3 385 896
33741 17.9 385 1045
38562 20.4 385 1194
43382 23.0 385 1343
Number of Cylinders Engine output Speed Heat to be dissipated 3) Cooling water (C.W.) Cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil (L.O.) cooler Heat radiation engine 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) Air data Temperature of charge air at charge air cooler outlet Air flow rate
m3/h m3/h
4.07
6)
1) 2)
3) 4) 5) 6) 7)
12.17 - Tier II
< 30
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. LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat. Tolerance: + 10% for rating coolers, - 15% for heat recovery. Basic values for layout of the coolers. Under above mentioned reference conditions. Tolerance: quantity +/- 5%, temperature +/- 20°C. Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
MAN Diesel & Turbo 1400000
3700009-1.6 Page 2 (2)
List of Capacities
L27/38 Number of Cylinders Pumps External pumps 8) For MGO/MDO-operation Diesel oil pump (3.5 bar at fuel oil inlet B3) For HFO-operation Fuel oil supply pump (4 bar discharge pressure) Fuel oil circulating pump (8 bar at fuel oil inlet B3) Lube oil pump (4.5 bar) LT cooling water pump (2.5 bar) HT cooling water pump (2.5 bar) Starting air data Air consumption per start, incl. air for jet assist (IR/TDI)
8)
-
6
7
8
9
1.55
1.81
2.06
2.32
m3/h m3/h m3/h m3/h m3/h
0.74 1.55 60 62 62
0.87 1.81 60 62 62
0.99 2.06 60 62 62
1.12 2.32 75 62 62
Nm3
2.9
3.3
3.8
4.3
m3/h
Tolerance of the pumps delivery capacities must be considered by the manufactures.
12.17 - Tier II
MAN Diesel & Turbo 3700010-1.6 Page 1 (2)
1400000
List of Capacities
L27/38 6-9L27/38: 340 kW/cyl., 800 rpm Reference Condition : Tropic Air temperature LT-water temperature inlet engine (from system) Air pressure Relative humidity Temperature basis Setpoint HT cooling water engine outlet 1)
°C °C bar %
45 38 1 50
°C
Setpoint LT cooling water engine outlet 2)
°C
Setpoint Lube oil inlet engine
°C kW rpm
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) 6 7 8 9 2040 2380 2720 3060 800
kW kW kW kW kW
311 640 238 276 50
363 725 268 322 59
415 804 298 368 67
467 878 330 413 75
m3/h m3/h m3/h
70 70 80
70 70 115
70 70 115
70 70 115
21 70
23.8 70
26.5 70
29 70
54 13023 6.99
55 15193 6.99
57 17364 6.99
58 19534 6.99
Charge air pressure Air required to dissipate heat radiation (engine) (t2-t1= 10°C)
°C m3/h 5) kg/kWh bar m3/h
16202
19118
21710
Exhaust gas data Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190°C) Permissible exhaust back pressure
m3/h 7) t/h °C kW mbar
26658 14.7 360 748
31102 17.1 360 873
35545 19.6 360 997
Number of Cylinders Engine output Speed Heat to be dissipated 3) Cooling water (C.W.) Cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil (L.O.) cooler Heat radiation engine 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) Air data Temperature of charge air at charge air cooler outlet Air flow rate
m3/h m3/h
4.04 24302
6)
1) 2)
3) 4) 5) 6) 7)
12.17 - Tier II
39988 22.0 360 1122
< 30
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. LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat. Tolerance: + 10% for rating coolers, - 15% for heat recovery. Basic values for layout of the coolers. Under above mentioned reference conditions. Tolerance: quantity +/- 5%, temperature +/- 20°C. Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
MAN Diesel & Turbo 1400000
3700010-1.6 Page 2 (2)
List of Capacities
L27/38 Number of Cylinders Pumps External pumps 8) For MGO/MDO-operation Diesel oil pump (3.5 bar at fuel oil inlet B3) For HFO-operation Fuel oil supply pump (4 bar discharge pressure) Fuel oil circulating pump (8 bar at fuel oil inlet B3) Lube oil pump (4.5 bar) LT cooling water pump (2.5 bar) HT cooling water pump (2.5 bar) Starting air data Air consumption per start, incl. air for jet assist (IR/TDI)
8)
-
6
7
8
9
m3/h
1.44
1.68
1.92
2.16
m3/h m3/h m3/h m3/h m3/h
0.69 1.44 60 62 62
0.81 1.68 60 62 62
0.92 1.92 75 62 62
1.04 2.16 75 62 62
Nm3
2.9
3.3
3.8
4.3
Tolerance of the pumps delivery capacities must be considered by the manufactures.
12.17 - Tier II
MAN Diesel & Turbo 1696424-0.1 Page 1 (4)
List of Symbols
1400000 L21/31 L27/38
Pipe dimensions and piping signature Pipe dimenesions
2047948-0.1/2015716-6
04.27
Welded or seamless steel pipes.
Normal Diameter DN
Outside Diameter mm
15 20 25 32 40 50 65 80 90 100 125 150 175 200
21.3 26.9 33.7 42.4 48.3 60.3 76.1 88.9 101.6 114.3 139.7 168.3 193.7 219.1
Wall Thickness mm
In accordance with classification or other rules
A :
B :
Seamless precision steel pipes or Cu- pipes.
i.e. 18 x 2
Stated: Outside diameter and wall thickness
Piping
: Built-on engine/Gearbox
: Yard supply
Items connected by thick lines are built-on engine/ gearbox.
MAN Diesel & Turbo 1400000
List of Symbols
1696424-0.1 Page 2 (4)
L21/31 L27/38 Pump, general
DIN 2481
Ballcock
Centrifugal pump
DIN 2481
Cock, three-way, L-port
Centrifugal pump with electric motor
DIN 2481
Double-non-return valve
Gear pump
DIN 2481
Spectacle flange
DIN 2481
Screw pump
DIN 2481
Spectacle flange, open
DIN 2481
Screw pump with electric motor
DIN 2481
Spectacle flange, closed
DIN 2481
Compressor
ISO 1219
Orifice
Heat exchanger
DIN 2481
Flexible pipe
Electric pre-heater
DIN 2481
Centrifuge
Heating coil
DIN 8972
Suction bell Air vent
Butterfly valve
Sight glass
Gate valve
Mudbox
Relief valve
Filter
Quick-closing valve
Filter with water trap
Self-closing valve
Typhon
Back pressure valve
Pressure reducing valve (air)
Shut off valve
Oil trap
Thermostatic valve
Accumulator
Pneumatic operated valve
Pressure reducing valve with pressure gauge
DIN 28.004
DIN 28.004
ISO 1219 DIN 74.253 ISO 1219 DIN 28.004
2047948-0.1/2015716-6
Non-return valve
DIN 74.253
04.27
MAN Diesel & Turbo 1696424-0.1 Page 3 (4)
List of Symbols
1400000 L21/31 L27/38
PI 1.2
Measuring device Local reading Pressure Indication no 1.2 (refer to list of instruments)
PT 2231
Measuring device Remote reading Pressure Transmitter ID-no 2231 (refer to list of alarms)
Shut off cock with test flange
Before unit - pressure high Measuring pressure difference After unit - pressure low Plugged connection for additional device
Specification of letter code for measuring devices
2047948-0.1/2015716-6
1st letter
D E F L M P S T V Z
: : : : ; : : : : :
Following letters Density Electric Flow Level Moisture Pressure Speed Temperature Viscosity Position
(ISO 3511/I-1977(E))
A D E H I L N O S T X C Z
: : : : : : : : : : : : :
Alarm Difference Transducer High Indicating Low Closed Open Switching, shut down Transmitter Failure Controlling Emergency/safety acting
The presence of a measuring device on a schematic diagram does not necessarily indicate that the device is included in our scope of supply. For each plant. The total extent of our supply will be stated formally.
04.27
MAN Diesel & Turbo 1400000
1696424-0.1 Page 4 (4)
List of Symbols
L21/31 L27/38 Specification of ID-no code for measuring signals/devices 1st digit
2nd digit
Refers to the main system to which the signal is related.
Refers to the auxillary system to which the signal is related.
1xxx :
Engine
x0xx :
LT cooling water
2xxx :
Gearbox
x1xx :
HT cooling water
3xxx :
Propeller equipment
x2xx :
Oil systems (lub. oil, cooling oil, clutch oil, servo oil)
4xxx :
Automation equipment
5xxx :
Other equipment, not related to the propulsion plant
x3xx :
Air systems (starting air, control air, charging air)
x4xx :
Fuel systems (fuel injection, fuel oil)
x5xx : x6xx :
Exhaust gas system
x7xx :
Power control systems (start, stop, clutch, speed, pitch)
x8xx :
Sea water
x9xx :
Miscellaneous (shaft, stern tube, sealing)
Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter, the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals from each other.
2047948-0.1/2015716-6
The last two digits are numeric ID for devices referring to the same main and aux. system.
04.27
MAN Diesel & Turbo 1655210-7.3 Page 1 (2)
Exhaust gas components
1400000 General
Exhaust gas components of medium speed four-stroke diesel engines The exhaust gas is composed of numerous constituents which are formed either from the combustion air, the fuel and lube oil used or which are chemical reaction products formed during the combustion process. Only some of these are to be considered as harmful substances.
Main exhaust gas constituents
For the typical exhaust gas composition of a MAN Diesel & Turbo four-stroke engine without any exhaust gas treatment devices, please see tab. 1. All engines produced currently fulfil IMO Tier II.
approx. [% by volume]
approx. [g/kWh]
Nitrogen N2
74.0 – 76.0
5,020 – 5,160
Oxygen O2
11.6 – 13.2
900 – 1,030
Carbon dioxide CO2
5.2 – 5.8
560 – 620
Steam H2O
5.9 – 8.6
260 – 370
Inert gases Ar, Ne, He...
0.9
75
> 99.75
7,000
approx. [% by volume]
approx. [g/kWh]
Total Additional gaseous exhaust gas constituents considered as pollutants Sulphur oxides SOx1)
0.07
10.0
Nitrogen oxides NOx2)
0.07 – 0.10
8.0 – 10.0
0.006 – 0.011
0.4 – 0.8
0.1 – 0.04
0.4 – 1.2
< 0.25
26
approx. [mg/Nm3]
approx. [g/kWh]
Carbon monoxide CO3) Hydrocarbons HC4) Total Additionally suspended exhaust gas constituents, PM5)
operating on MGO
6)
operating on HFO
MGO
HFO7)
7)
6)
Soot (elemental carbon)8)
50
50
0.3
0.3
Fuel ash
4
40
0.03
0.25
Lube oil ash
3
8
0.02
0.04
Note! At rated power and without exhaust gas treatment. Tab. 1. Exhaust gas constituents (only for guidance)
12.09
3) 4) 5) 6) 7) 8) 1) 2)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight. NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2. CO according to ISO-8178 or US EPA method 10. HC according to ISO-8178 or US EPA method 25A. PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration. Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%. Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%. Pure soot, without ash or any other particle-borne constituents.
MAN Diesel & Turbo 1400000
Exhaust Gas Components
1655210-7.3 Page 2 (2)
General Carbon dioxide CO2
Carbon monoxide CO
Carbon dioxide (CO2) is a product of combustion of all fossil fuels.
Carbon monoxide (CO) is formed during incomplete combustion.
Among all internal combustion engines the diesel engine has the lowest specific CO2 emission based on the same fuel quality, due to its superior efficiency.
In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixture formation and turbocharging process successfully reduces the CO content of the exhaust gas to a very low level.
Sulphur oxides SOx
Hydrocarbons HC
Sulphur oxides (SOx) are formed by the combustion of the sulphur contained in the fuel.
The hydrocarbons (HC) contained in the exhaust gas are composed of a multitude of various organic compounds as a result of incomplete combustion. Due to the efficient combustion process, the HC content of exhaust gas of MAN Diesel & Turbo fourstroke diesel engines is at a very low level.
Among all propulsion systems the diesel process results in the lowest specific SOx emission based on the same fuel quality, due to its superior efficiency.
Nitrogen oxides NOx (NO + NO2) The high temperatures prevailing in the combustion chamber of an internal combustion engine causes the chemical reaction of nitrogen (contained in the combustion air as well as in some fuel grades) and oxygen (contained in the combustion air) to nitrogen oxides (NOx).
Particulate Matter PM Particulate matter (PM) consists of soot (elemental carbon) and ash.
12.09
MAN Diesel & Turbo 1696425-2.1 Page 1 (3)
Space Requirements
1400000 L27/38
Dismantling Space
2275
2255
Sufficient space for pulling the pistons, cylinder liners, cylinder heads, and charging air cooler must be available.
CL Crankshaft
4 E08
530
530
CL Crankshaft
Fig 4.21 Lifting height for cylinder heads
2540
Fig 4.20 Lifting height for pistons
4 E08
530
CL Crankshaft
04.46
Fig 4.22 Lifting height for cylinder liners
MAN Diesel & Turbo 1696425-2.1 Page 2 (3)
Space Requirements
1400000
530
CL Crankshaft
Front foundation bolt
CL of cyliner no 1
1186
L27/38
966 1114 1670
Dismantling lub oil pump
3482 (with studs)
Fig 4.24
3040 (without studs)
Dismantling lub oil filter
955
Fig 4.23
530
CL Crankshaft
530
CL Crankshaft
1757 Fig 4.25
Dismantling charging air cooler
Fig 4.26
Dismantling complete cylinder unit
04.46
MAN Diesel & Turbo 1696425-2.1 Page 3 (3)
Space Requirements
1400000
4 E02-AMG28E
L27/38
Min 2500
Fig 1 Centre distance for twin engine installation
04.46
MAN Diesel & Turbo 1694925-0.3 Page 1 (9)
Cooling Water System
1400000 L27/38
35 DN 100
C B 34 A
38 F12
F10
33
F5
M
F6
31 F4 30
F7
TE 1104A
DN 100
DN 32
DN 100
39
M
DN 32 DN 100
49
DN 100
29
PSL 1102
TE 1104B
F1
36 B A C
PT 1102A TE 1102
DN 100
F13
9
37
PT 1102B
32 13 TE 1002
15
E6
E6
14
TE 1004
TE 1103
TE 1005
16
PT PSL 1002 1002
TE 1003
12
E3
10 M
E2 17 A C B
18
M
M
DN 100
Gearbox
E8
E7
DN 100
E7
E1
4 4
DN 100
3 3
11
1
DN 32
2047914-3.2
Item 1 2 3 4 9 10 11 12 13 14 15 16 17 18 29 30 31 32 33 34 35 36 37 38 39 49
Description Seachest low Seachest high Sea water filter Sea water pump Overboard discharge valve LT pump LT stand-by pump Regulating valve (optional) Charging air cooler, LT section Orifice for cooling water to gearbox Gear oil cooler Engine lubricating oil cooler LT thermostatic valve Central cooler LT expansion tank HT pump HT stand-by pump Charging air cooler HT section Adjustment valve for heat recovery Thermostatic valve for heat recovery Heat recovery HT thermostatic valve HT fresh water cooler Circulating pump for preheater Preheater HT expansion tank
Fig 6.4 Cooling water diagram 11.07
Connections: E1 LT cooling water - inlet E2 LT cooling water - outlet E3 LT cooling water stand-by pump - pressure E6 LT cooling water to gear cooler (on gear/engine) E7 LT cooling water from gear cooler (on gear/engine) F1 HT cooling water - inlet F4 HT cooling water stand-by pump - pressure F5 HT cooling water to heat recovery system F6 HT cooling water from heat recovery system F7 HT cooling water to expansion tank (venting) F10 Engine preheating - inlet F12 Engine preheating - outlet F13 HT cooling water - outlet (to cooler) Sea water filters (item 3): We recommend a filter with max 3 mm meshsize to prevent clogging of the central cooler. Thermostatic valves (items 17, 34 and 36): A, B and C refer to port position (diverting mode) Expansion tank (items 29 and 49): The lowest water level in the expansion tanks should be min 6 meters above centerline of crankshaft. Inlet to expansion tank to be beneeth the lowest water level.
2
MAN Diesel & Turbo 1400000
1694925-0.3 Page 2 (9)
Cooling Water System
L27/38 35 C B 34 A
38 F12
DN32 F10
F5
33
M
F6
31 F8
F4
F7 PSL 1102
TE 1104B
F1
36 B A C
30 TE 1104A
DN100
39
DN32
DN100
M
DN100 DN100
49
DN100
29
PT 1102A
F13 9
DN100
PT 1102B TE 1102
32 13 TE 1002 TE
E8 1103
E7
16 PT 1002
15 E6
14
DN32
2055131-1.2
Item 1 2 3 4 9 10 11 12 13 14 15 16 17 18 29 30 31 32 33 34 35 36 37 38 39 49
18 E2
PSL 1002
37
A C 17 B
M
12 DN100
E6
TE 1005
Description Seachest low Seachest high Sea water filter Sea water pump Overboard discharge valve LT pump LT stand-by pump Regulating valve (optional) Charging air cooler, LT section Orifice for cooling water to gearbox Gear oil cooler Engine lubricating oil cooler LT thermostatic valve Central cooler LT expansion tank HT pump HT stand-by pump Charging air cooler HT section Adjustment valve for heat recovery Thermostatic valve for heat recovery Heat recovery HT thermostatic valve HT fresh water cooler Circulating pump for preheater Preheater HT expansion tank
E3
10 M
E1
DN100
Gearbox E7
M
4 4
DN100
3 3
2
1
11
Connections: E1 LT cooling water - inlet E2 LT cooling water - outlet E3 LT cooling water stand-by pump - pressure E6 LT cooling water to gear cooler (on gear/engine) E7 LT cooling water from gear cooler (on gear/engine) E8 LT cooling water to expansion tank (venting) F1 HT cooling water - inlet F4 HT cooling water stand-by pump - pressure F5 HT cooling water to heat recovery system F6 HT cooling water from heat recovery system F7 HT cooling water to expansion tank (venting) F8 HT cooling water from expansion tank (venting) F10 Engine preheating - inlet F12 Engine preheating - outlet F13 HT cooling water - outlet (to cooler) Sea water filters (item 3): We recommend a filter with max 3 mm meshsize to prevent clogging of the central cooler. Thermostatic valves (items 17, 34 and 36): A, B and C refer to port position (diverting mode) Expansion tank (items 29 and 49): The lowest water level in the expansion tanks should be min 6 meters above centerline of crankshaft. Inlet to expansion tank to be beneeth the lowest water level.
Fig 6.4a Cooling water diagram 11.07
MAN Diesel & Turbo 1694925-0.3 Page 3 (9)
Cooling Water System
1400000 L27/38
Cooling Water System
Water Quality
The engine is designed for freshwater cooling only. Therefore the cooling water system has to be arranged as a centralised or closed cooling water system. All recommendable types are described in the following.
The fresh water used as coolant, should be as clean as possible.
The engine design is almost pipeless, i.e. the water flows through internal cavities inside the front-end box and the cylinder units. The front-end box contains all large pipe connections. On the aft-end, the water to the gear oil cooler has to be connected by the yard. The engine is equipped with built-on freshwater pumps for both the high and low temperature cooling water systems. To facilitate automatic start-up of stand-by pumps, non-return valves are standard. Thermostatic valve elements, which control the high and low temperature cooling water system, are also integrated parts of the front-end box. In case the HT cooler as alternative is a part of the LT cooling water system the LT thermostatic valves are to be replaced by “dummies” inside the front-end box and an external thermostatic valve housing is required to be placed in the LT circuit just after the HT freshwater cooler. The engine is equipped with a two stage charge air cooler.The first stage is placed in the high temperature cooling water system. The charging air temperature after the turbocharger is at its maximum, making a higher degree of heat recovery possible, when the heat is dissipated to the high temperature cooling water. The second stage of the charge air cooler is placed in the low temperature system. It will cool the charging air further down before entering the combustion chamber. For special applications i.e. sailing in arctic waters with low air temperatures and direct air intake from deck, a regulating system can be applied to control the water flow to the second stage of the charge air cooler in order to increase the charging air temperature, at low load.
11.07
The pH value should be between 6.5 and 8 at 20°C. The total hardness of the water must be max 10°dH (German hardness degrees). If the hardness is higher, the water should be diluted with some soft water. The contents of chlorine, chloride, silicate and sulphate must be as low as possible and must not exceed the following values: Chlorine: 10 PPM Chloride: 50 PPM Silicate: 150PPM Sulphate: 100PPM The fresh water must be treated with additives in order to reduce the risk of corrosion in the engine. Anti corrosive agents are not included in our usual scope of supply. The freshwater cooling system should be treated prior to carrying out sea trials. There are two basic types of chemical additives: · Chromate base · Nitrite base or similar Additives of chromate base are often considered to be more effective, but we advise against using them due to their extreme poisonousness and they are not permitted if a freshwater generator is incorporated in the plant. For information on additives recommended by us, please refer to “Cooling water inhibitors”, which can be forwarded on request. New engines, supplied by us are cleaned and nitrated. Providing the freshwater inhibiting is correctly maintained then future cleaning of the system should hardly be necessary. However if it should be required, we would be pleased to assist with recommendations for degreasing, de-scaling with acid and inhibiting.
MAN Diesel & Turbo 1400000
Cooling Water System
1694925-0.3 Page 4 (9)
L27/38 Velocity recommendations for freshwater and sea water pipes:
The pumps in parallel, layout point 2 see fig 6.5, are as standard designed to fulfil:
Freshwater:
Suction pipe: 2.0 - 2.5 m/s Delivery pipe: 2.0 - 2.5 m/s
Capacity:
Sea water:
Suction pipe: 1.0 - 1.5 m/s Delivery pipe: 1.5 - 2.5 m/s
Central Cooling Water System
Determined by the cooler manufacturer. Approx 100 - 175% of fresh water flow in the cooler, depending on the central cooler. Pressure: 1.8 - 2.0 bar Sea water temperature: Max 32°C The volume of sea water required to circulate through a known sized cooler to remove a known amount of heat, is very sensitive and dependent on the sea water temperature.
Sea Water Filter, Item 3 Design data: Capacity: See sea water pump Pressure drop across clean filter: Max 0.05 bar Pressure drop across dirty filter: Max 0.1 bar Mesh size: ##-5 mm Free filter hole area: Min two times the normal pipe area.
The relation between sea water temperature and the necessary water flow in the central cooler is shown in fig 6.6.
Flow %
Sea Water Pumps, Item 4
100 90
The pumps should always be installed below sea water level when the ship is unloaded.
80 70 60 50 40
H (m)
System resistance curve
30 20
2031309-2.0
Layout point 1 ~305C SW pump Single pump operation
75% 100%
Fig 6.5 Pump characteristic
Two pumps in parallel operation
V (m3/h)
2032534-8.0
Lay-out point 2 ~325C SW pump
10 0
15
20 25 30 32 5C Sea water temperature
Fig 6.6 Necessary water flow
Depending on the actual characteristic of the system resistance curve and the pump characteristic curve, the sea water flow with only one pump in service will be approx 75%. This means that the cooling capacity can be obtained with only one pump until reaching a sea water temperature of approx 30°C.
11.07
MAN Diesel & Turbo 1694925-0.3 Page 5 (9)
1400000
Cooling Water System
L27/38 The back pressure in single pump operation must be observed as a low back pressure may lead to unfavourable operation and cavitation of impeller. We are pleased to advise on more specific questions concerning the layout of pumps and location of orifices, etc.
The stand-by pumps should be of the centrifugal type.
Central Cooler(s), Item 18
Design data: Capacity: Pressure:
If we are to supply the central cooler(s), it will be a plate cooler with titanium plates.
HT Sea Water Cooler, Item 37
Design data: Heat transfer: See planning data Pressure drop LT: Max 0.5 bar Pressure drop SW: Max 0.5 bar standard Max 1.0 bar if HT cooler is in LT system
Two Central Coolers in Parallel For an extra investment of 20-25% for the central cooler a much greater safety margin can be achieved by installing two central coolers each of 50% required capacity, operating in parallel instead of one cooler at 100% capacity. With such flexibility it is possible to carry out repair and maintenance during a voyage especially in temperate climates where the sea water temperature is below the design temperature.
LT Freshwater Pump, Item 10 The built-on low temperature pump is of the centrifugal type. The maximum back pressure in the low temperature section with clean cooler must not exceed 2.5 bar. For multi engine installations with a common centralised cooling water system the built-on pumps should be replaced with common electrically driven pumps for full flow. Design data: See planning data
11.07
LT Stand-by Pump, Item 11
See planning data, for the built-on freshwater pump See planning data, for the built-on freshwater pump
The HT sea water cooler will be a plate cooler in titanium as standard. Design data: Heat transfer: See planning data Pressure drop HT: Max 0.5 bar Pressure drop SW: Max 0.5 bar
HT Fresh Water Cooler (Option) The HT cooler can as an alternative be installed as a part of the LT cooling water system. This will require a separate thermostatic valve for the LT cooling water system. The HT freshwater cooler will be a plate cooler in stainless steel. Design data: Heat transfer: See planning data Pressure drop HT: Max 0.5 bar Pressure drop LT: Max 0.5 bar
LT Thermostatic Valve, Item 17 The temperature of the LT cooling water to the charge air cooler is normally controlled by thermostatic valve elements of the expanding agent type. The function of the thermostatic valve is to maintain the outlet temperature of the low temperature water within 29°C to 41°C depending on operating conditions, by re-circulating the water to the suction of the pump or let it in through the central cooler (item 18).
MAN Diesel & Turbo 1400000
Cooling Water System
1694925-0.3 Page 6 (9)
L27/38 The re-circulated water is led directly to the suction side of the built-on pumps.
Expansion Tanks, Items 29 and 49 Separate expansion tanks for the LT and HT system should be installed to accommodate for changes of volume due to varying temperatures and possible leakage in the LT and HT systems. The separated HT and LT systems facilitates trouble shooting. The minimum water level in the expansion tank should be no less than 6 m above the centre line of the crankshaft. This will ensure sufficient suction head to the freshwater pump and reduce the possibility of cavitation, as well as local “hot spots” in the engine. The expansion tank should be equipped with a vent pipe and flange for filling the tank with water and inhibitors. The vent pipe should be installed below the minimum water level to reduce oxidation of the cooling water due to splashing from the vent pipe. Volume:
Min 10% of water volume, however, min 100 litres.
HT Stand-by Pump, Item 31 The stand-by pumps should be of the centrifugal type. Design data: Capacity: Pressure: Temperature:
See planning data, for the built-on freshwater pump See planning data, for the built-on freshwater pump Max 95°C
Circulating Pump for Preheater, Item 38 For preheating the engine a pump should be installed to circulate high temperature cooling water trough the preheater. Design data: Capacity: m =
m3/h
Q: Heat radiation from engine in kW, see below Cp: Specific heat for water 4.187 kJ/kg°C t: The desired temperature drop across engine = 5°C Pressure: Max 2 bar Temperature: Max 85°C
Preheater, Item 39 The engine must be fitted with preheating facilities. Preheating is required to avoid producing unnecessary shock loads that may arise as a result of temperature differences if the engine is started from cold. Design data: Preheating temperature MDO engine: Preheating temperature HFO engine:
Min 40°C 60-70°C
The heating power required for electrical preheating is stated below:
Engine type 6L27/38 7L27/38 8L27/38 9L27/38
Heating power 9 kW 10.5 kW 12 kW 13.5 kW
The figures are based on raising the engine temperature to 40°C (20-60°C) for a period of 10 hours including the cooling water contained within the engine. We will be pleased to make calculations for other conditions on request.
11.07
MAN Diesel & Turbo 1694925-0.3 Page 7 (9)
Cooling Water System
1400000 L27/38
The preheater can be of the electrical type. If sufficient central heating capacity is available, a plate type heat exchanger can be installed. It is important that the inhibited fresh water, used in the main engine cooling system, is not mixed with water from the central heating system.
Thermostatic Valve for Heat Recovery, Item 34 If the heat recovery is below 25% of the heat rejection from engine jacket water the heat recovery equipment (item 35) can be connected in series with the HT freshwater cooler. By utilisation of more than 25% of the heat in the HT cooling water section, an additional thermostatic valve, item 34, should be installed for bypassing of the HT fresh water cooler thus avoiding unnecessary cooling after the heat recovery equipment (item 35).
Connection of Heat Recovery or Freshwater Generator By layout of the freshwater generator we recommend that no more than 90% of the heat available at MCR is utilised due to safety margins, part load operation and deviations in ambient conditions. The expected obtainable freshwater production using a normal generator of the single vacuum evaporator type can be estimated. Design data: Capacity: m= 0.03 x Q m3/24h Q: Utilised heat in kW Pressure: Max 2.5 bar Pressure drop: Max 0.5 bar Temperature: 80°C
Different Arrangements of Central Cooling Systems There are many variations of centralised cooling systems and we are available to discuss various changes to suit an owner’s or builder’s specific wishes.
11.07
For each plant, special consideration should be given to the following design criteria: Sea water temperatures, pressure loss in coolers, valves and pipes, pump capacities etc, for which reason these components have not been specified in this guide.
Closed Cooling Systems Several systems have been developed to avoid sea water. The benefits are: · Minimising the use of expensive corrosion resistant pipes, valves and pumps · Sea water pumps at reasonable costs · No cleaning of plate type central heat exchangers Such systems are advantageous in the following conditions: · Sailing in shallow waters · Sailing in very cold waters · Sailing in corrosive waters (e.g. some harbours) · Sailing in water with high contents of solids (dredging and some rivers) A disadvantage of most closed cooling water systems is the poor heat transfer coefficient. LT coolers with very small temperature differences between the cooling water and the sea or raw water, require a relatively large heat exchanger to enable sufficient heat transfer. The 27/38 engine is a high efficient main engine calling for high efficient coolers. Therefore some designs cannot be recommended. We are available to offer advice for specific cooler types, but the final responsibility for design, pressure losses, strength and system maintenance remains with the yard and the ship owner. We reserve the right not to accept proposed coolers, which seems to be insufficient for its purpose. Also when using other types of closed cooling water systems the HT and LT cooling water systems have to be separated.
MAN Diesel & Turbo 1694925-0.3 Page 8 (9)
Cooling Water System
1400000 L27/38 Box Cooler
The temperature of the sea water has influence on the heat exchanger efficiency as well. We recommend that a temperature of 25°C or 32°C is used, depending on the vessel’s operating area.
The box cooling system has through many years proven to be a reliable closed cooling water system. The box cooler is a pre-manufactured tube bundle for mounting in a sea chest.
The tube bundle is normally of corrosion resistant material with a non-metallic coating. The coating protects the vessel from galvanic corrosion between the sea chest and the box cooler. Uncoated coolers may be used, but special consideration has to be given to the galvanic separation of the box cooler and the hull. In waters with mussels and shell fish these might want to live on the tube bundle, which the different box cooler manufacturers have different solutions to avoid.
The movement of the sea water across the heat exchanger is initiated by the movement of the heated sea water upwards because of the lower density compared with that of the surrounding water. This means that the heat transfer is less dependant on the ship’s speed, compared to coolers mounted on the shell of the vessel. However the speed of the vessel does have some influence on the cooling area. For vessels sailing at below 3 knots at MCR, i.e. tugs, dredgers etc, the speed has to be considered when designing the cooler. Y
Y
tH3=805C Gear oil cooler
Charg.air cooler stage 2
Main engine
Engine lub oil cooler
Heatrecovery option
Preheater
Charg.air cooler stage 1
tL1=385C
HT cooler
Fig 6.7
Box cooling diagram 11.07
MAN Diesel & Turbo 1694925-0.3 Page 9 (9)
Cooling Water System
1400000 L27/38
If the box cooler is supplied by us, it consists of a steel frame for welding to the hull, a tube bundle and a topbox, delivered complete with counter flanges, gaskets and bolts. Design data: Heat transfer: See planning data Pressure drop through all coolers: Max 0.5 bar Min vessel speed at MCR: Normally more than 3 knots
Other cooler types Some traditional, low efficient coolers fitted to the hull and often referred to as keel cooling, skin cooling or tank cooling is not recommended for the L27/38 engine. The layout of such coolers is difficult and changes due to lack of efficiency is very complicated and expensive. The low temperature difference between the sea water and the LT cooling water results in a very big cooling water surface. Depending on the design of the cooler, the waterflow around the hull and to the propeller will be disturbed, causing increased hull resistance and lower speed for the same power.
11.07
Cooling water system Cleaning Summary Remove contamination/residue from operating fluid systems, ensure/reestablish operating reliability. Cooling water systems containing deposits or contamination prevent effective cooling of parts. Contamination and deposits must be regularly eliminated. This comprises the following: Cleaning the system and, if required, removal of limescale deposits, flushing the system.
6682 000.08-01
000.08
MAN Diesel & Turbo
Cleaning The cooling water system must be checked for contamination at regular intervals. Cleaning is required if the degree of contamination is high. This work should ideally be carried out by a specialist who can provide the right cleaning 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 cannot be done by a specialist.
Oil sludge
Oil sludge from lubricating oil that has entered the cooling system or a high concentration of anticorrosive agents can be removed by flushing the system with fresh water to which some cleaning agent has been added. Suitable cleaning agents are listed alphabetically in the table entitled "Cleaning agents for removing oil sludge". Products by other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use must be strictly observed.
Manufacturer
Product
Concentration
Drew
HDE - 777
4 - 5%
4 h at 50 – 60 °C
Nalfleet
MaxiClean 2
2 - 5%
4 h at 60 °C
Unitor
Aquabreak
Vecom
Ultrasonic Multi Cleaner
0.05 – 0.5% 4%
Duration of cleaning procedure/temperature
4 h at ambient temperature 12 h at 50 – 60 °C
Lime and rust deposits can form if the water is especially hard or if the concentration of the anticorrosive agent is too low. A thin lime scale layer can be left on the surface as experience has shown that this protects against corrosion. However, limescale deposits with a thickness of more than 0.5 mm obstruct the transfer of heat and cause thermal overloading of the components being cooled. Rust that has been flushed out may have an abrasive effect on other parts of the system, such as the sealing elements of the water pumps. Together with the elements that are responsible for water hardness, this forms what is known as ferrous sludge which tends to gather in areas where the flow velocity is low. Products that remove limescale deposits are generally suitable for removing rust. Suitable cleaning agents are listed alphabetically in the table entitled "Cleaning agents for removing lime scale and rust deposits". Products by
6682 000.08-01 EN
General
2010-02-09 - de
Lime and rust deposits
Cooling water system
Table 1: Cleaning agents for removing oil sludge
1 (3)
000.08
MAN Diesel & Turbo
6682 000.08-01
other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use must be strictly observed. Prior to cleaning, check whether the cleaning agent is suitable for the materials to be cleaned. The products listed in the table entitled "Cleaning agents for removing lime scale and rust deposits" are also suitable for stainless steel. Manufacturer
Product
Concentration
Duration of cleaning procedure/temperature
Drew
SAF-Acid Descale-IT Ferroclean
5 - 10% 5 - 10% 10%
4 h at 60 - 70 °C 4 h at 60 - 70 °C 4 - 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
In emergencies only
Hydrochloric acid diluted in water or aminosulphonic acid may only be used in exceptional cases if a special cleaning agent that removes limescale deposits without causing problems is not available. Observe the following during application: ▪
Stainless steel heat exchangers must never be treated using diluted hydrochloric acid.
▪
Cooling systems containing non-ferrous metals (aluminium, red bronze, brass, etc.) must be treated with deactivated aminosulphonic acid. This acid should be added to water in a concentration of 3 - 5 %. The temperature of the solution should be 40 - 50 °C.
▪
Diluted hydrochloric acid may only be used to clean steel pipes. If hydrochloric acid is used as the cleaning agent, there is always a danger that acid will remain in the system, even when the system has been neutralised and flushed. This residual acid promotes pitting. We therefore recommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved can prevent the cleaning agent from reaching boiler scale. It is therefore absolutely necessary to circulate the water with the cleaning agent to flush away the gas bubbles and allow them to escape. The length of the cleaning process depends on the thickness and composition of the deposits. Values are provided for orientation in the table entitled "Detergents for removing lime scale and rust deposits“. The cooling system must be flushed several times once it has been cleaned using cleaning agents. Replace the water during this process. If acids are used to carry out the cleaning, neutralise the cooling system afterwards with suitable chemicals then flush. The system can then be refilled with water that has been prepared accordingly.
2 (3)
Start 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 to thermal overloading of the engine.
6682 000.08-01 EN
2010-02-09 - de
Only carry out the cleaning operation once the engine has cooled down
General
Cooling water system
Following cleaning
The products to be used can endanger health and may be harmful to the environment. Follow the manufacturer's handling instructions without fail.
2010-02-09 - de
Cooling water system
The applicable regulations governing the disposal of cleaning agents or acids must be observed.
6682 000.08-01 EN
General
Cleaning products can cause damage
6682 000.08-01
000.08
MAN Diesel & Turbo
3 (3)
Cooling water inspecting Summary Acquire and check typical values of the operating media to prevent or limit damage. The fresh water used to fill the cooling water circuits must satisfy the specifications. The cooling water in the system must be checked regularly in accordance 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 anticorrosive agent.
6682 000.07-01
000.07
MAN Diesel & Turbo
Tools/equipment required Equipment for checking the fresh water quality
The following equipment can be used:
Equipment for testing the concentration of additives
When using chemical additives:
▪
▪
The MAN Diesel & Turbo water testing kit, or similar testing kit, with all necessary instruments and chemicals that determine the water hardness, pH value and chloride content (obtainable from MAN Diesel & Turbo or Mar-Tec Marine, Hamburg) Testing equipment in accordance with the supplier's recommendations. Testing kits from the supplier also include equipment that can be used to determine the fresh water quality.
Testing the typical values of water Short specification 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) dGH
1°dGh
1mg/l
= 10 mg/l CaO = 17.9 mg/l CaCO3 = 0.179 mmol/L = 1 ppm
Cooling water
2011-06-21 - de
2)
German hardness
6682 000.07-01 EN
General
1)
1 (2)
6682 000.07-01
000.07
MAN Diesel & Turbo
Testing the concentration of anticorrosive agents Short specification 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
Testing the concentration of chemical additives
The concentration should be tested every week, and/or according to the maintenance schedule, using the testing instruments, reagents and instructions of the relevant supplier.
The concentration must be checked in accordance with the manufacturer's instructions or the test can be outsourced to a suitable laboratory. If in doubt, consult MAN Diesel & Turbo.
Regular water samplings
Small quantities of lubricating oil in cooling water can be found by visual check during regular water sampling from the expansion tank.
Testing
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.
2011-06-21 - de
Testing the concentration of anti-freeze agents
General
Cooling water
Chemical slushing oils can only provide effective protection if the right concentration is precisely maintained. This is why the concentrations recommended by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine – Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in all cases. These recommended concentrations may be other than those specified by the manufacturer.
2 (2)
6682 000.07-01 EN
Engine cooling water specifications Preliminary remarks As is also the case with the fuel and lubricating oil, the engine cooling water must be carefully selected, handled and checked. If this is not the case, corrosion, erosion and cavitation may occur at the walls of the cooling system in contact with water and deposits may form. Deposits obstruct the transfer of heat and can cause thermal overloading of the cooled parts. The system must be treated with an anticorrosive agent before bringing it into operation for the first time. The concentrations prescribed by the engine manufacturer must always be observed during subsequent operation. The above especially applies if a chemical additive is added.
6680 3.3.7-01
3.3.7
MAN Diesel & Turbo
Requirements Limit values
The properties of untreated cooling water must correspond to the following limit values: Properties/Characteristic Water type
Properties
Unit
Distillate or fresh water, free of foreign matter. The following are prohibited: Seawater, brackish water, river water, brines, industrial waste water and rainwater.
-
max. 10
°dH*
6.5 - 8
-
Max. 50
mg/l**
Total hardness pH value Chloride ion content
Table 1: Cooling water - properties to be observed *) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ness) ≙ 0.357 mval/l
≙ 17.9 mg CaCO3/l ≙ 0.179 mmol/l
The MAN Diesel water testing equipment incorporates devices that determine the water properties referred to above in a straightforward manner. The manufacturers of anticorrosive agents also supply user-friendly testing equipment. For information on monitoring cooling water, refer to Work Card 000.07.
Additional information
2012-02-07 - de
Distillate
If distilled water (from a fresh water generator, for example) or fully desalinated water (from ion exchange or reverse osmosis) is available, this should ideally be used as the engine cooling water. These waters are free of lime and salts which means that deposits that could interfere with the transfer of heat to the cooling water, and therefore also reduce the cooling effect, cannot form. However, these waters are more corrosive than normal hard water as the thin film of lime scale that would otherwise provide temporary corrosion protection does not form on the walls. This is why distilled water must be handled particularly carefully and the concentration of the additive must be regularly checked.
6680 3.3.7-01 EN
General
Testing equipment
Engine cooling water specifications
**) 1 mg/l ≙ 1 ppm
1 (8)
3.3.7
MAN Diesel & Turbo
6680 3.3.7-01
Hardness
The total hardness of the water is the combined effect of the temporary and permanent hardness. The proportion of calcium and magnesium salts is of overriding importance. The temporary hardness is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness is determined by the amount of remaining calcium and magnesium salts (sulphates). The temporary (carbonate) hardness is the critical factor that determines the extent of limescale deposit in the cooling system. Water with a total hardness of > 10°dGH must be mixed with distilled water or softened. Subsequent hardening of extremely soft water is only necessary to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system Corrosion
Corrosion is an electrochemical process that can widely be avoided by selecting the correct water quality and by carefully handling the water in the engine cooling system.
Flow cavitation
Flow cavitation can occur in areas in which high flow velocities and high turbulence is present. If the steam pressure is reached, steam bubbles form and subsequently collapse in high pressure zones which causes the destruction of materials in constricted areas.
Erosion
Erosion is a mechanical process accompanied by material abrasion and the destruction of protective films by solids that have been drawn in, particularly in areas with high flow velocities or strong turbulence.
Stress corrosion cracking
Stress corrosion cracking is a failure mechanism that occurs as a result of simultaneous dynamic and corrosive stress. This may lead to cracking and rapid crack propagation in water-cooled, mechanically-loaded components if the cooling water has not been treated correctly.
Processing of engine cooling water The purpose of treating the engine cooling water using anticorrosive agents is to produce a continuous protective film on the walls of cooling surfaces and therefore prevent the damage referred to above. In order for an anticorrosive agent to be 100 % effective, it is extremely important that untreated water satisfies the requirements in the Section Requirements. Protective films can be formed by treating the cooling water with an anticorrosive chemical or an emulsifiable slushing oil. Emulsifiable slushing oils are used less and less frequently as their use has been considerably restricted by environmental protection regulations, and because they are rarely available from suppliers for this and other reasons. Treatment with an anticorrosive agent should be carried out before the engine is brought into operation for the first time to prevent irreparable initial damage.
Treatment of the cooling water The engine must not be brought into operation without treating the cooling water first.
2 (8)
6680 3.3.7-01 EN
2012-02-07 - de
Treatment prior to initial commissioning of engine
General
Engine cooling water specifications
Formation of a protective film
Additives for cooling water Only the additives approved by MAN Diesel and listed in the tables under the section entitled "Approved cooling water additives“ may be used.
Required approval
A cooling water additive may only be permitted for use if tested and approved as per the latest directives of the ICE Research Association (FVV) "Suitability test of internal combustion engine cooling fluid additives.” The test report must be obtainable on request. The relevant tests can be carried out on request in Germany at the staatliche Materialprüfanstalt (Federal Institute for Materials Research and Testing), Abteilung Oberflächentechnik (Surface Technology Division), Grafenstraße 2 in D-64283 Darmstadt.
6680 3.3.7-01
3.3.7
MAN Diesel & Turbo
Once the cooling water additive has been tested by the FVV, the engine must be tested in the second step before the final approval is granted.
Only in closed circuits
Additives may only be used in closed circuits where no significant consumption occurs, apart from leaks or evaporation losses.
Chemical additives Sodium nitrite and sodium borate based additives etc. have a proven track record. Galvanised iron pipes or zinc sacrificial anodes must not be used in cooling systems. This corrosion protection is not required due to the prescribed cooling water treatment and electrochemical potential reversal can occur due to the cooling water temperatures which are normally present in engines nowadays. If necessary, the pipes must be deplated.
Slushing oil This additive is an emulsifiable mineral oil with added slushing ingredients. A thin film of oil forms on the walls of the cooling system. This prevents corrosion without interfering with the transfer of heat and also prevents limescale deposits on the walls of the cooling system. The significance of emulsifiable corrosion-slushing oils is fading. Oil-based emulsions are rarely used nowadays for environmental protection reasons and also because stability problems are known to occur in emulsions.
Sufficient corrosion protection can be provided by adding the products listed in the table entitled "Anti-freeze solutions with slushing properties" while observing the prescribed concentration. This concentration prevents freezing at temperatures down to -22 °C. However, the quantity of anti-freeze solution actually required always depends on the lowest temperatures that are to be expected at the place of use. Anti- freezes are generally based on ethylene glycol. A suitable chemical anticorrosive agent must be added if the concentration of the anti-freeze solution prescribed by the user for a specific application does not provide an appropriate level of corrosion protection, or if the concentration of anti-freeze solution used is lower due to less stringent frost protection requirements and does not provide an appropriate level of corrosion protection. For information on the compatibility of the anti-freeze solution with the anticorrosive agent
6680 3.3.7-01 EN
General
2012-02-07 - de
If temperatures below the freezing point of water in the engine cannot be excluded, an anti-freeze solution that also prevents corrosion must be added to the cooling system or corresponding parts. Otherwise, the entire system must be heated. (Military specification: Sy-7025).
Engine cooling water specifications
Anti-freeze agents
3 (8)
3.3.7
MAN Diesel & Turbo
6680 3.3.7-01
and the required concentrations, contact the manufacturer. As regards the chemical additives indicated in the table „Nitrite-Containing Chemical Additives“, their compatibility with ethylene glycol-based antifreezes has been proved. Anti-freeze solutions may only be mixed with one another with the consent of the manufacturer, even if these solutions have the same composition. Before an anti-freeze solution is used, the cooling system must be thoroughly cleaned. If the cooling water contains an emulsifiable slushing oil, anti-freeze solution must not be added as otherwise the emulsion would break up and oil sludge would form in the cooling system. Observe the applicable environmental protection regulations when disposing of cooling water containing additives. For more information, consult the additive supplier.
Biocides If you cannot avoid using a biocide because the cooling water has been contaminated by bacteria, observe the following steps: ▪
You must ensure that the biocide to be used is suitable for the specific application.
▪
The biocide must be compatible with the sealing materials used in the cooling water system and must not react with these.
▪
The biocide and its decomposition products must not contain corrosionpromoting components. Biocides whose decomposition products contain 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 As contamination significantly reduces the effectiveness of the additive, the tanks, pipes, coolers and other parts outside the engine must be free of rust and other deposits before the engine is started up for the first time and after repairs are carried out on the pipe system. The entire system must therefore be cleaned with the engine switched off using a suitable cleaning agent (see Work Cards 000.03 and 000.08 by MAN Diesel).
4 (8)
The cleaning agents must not corrode the seals and materials of the cooling system. In most cases, the supplier of the cooling water additive will be able to carry out this work and, if this is not possible, will at least be able to provide suitable products to do this. If this work is carried out by the engine operator, he should use the services of a specialist supplier of cleaning agents. The cooling system must be flushed thoroughly following cleaning. Once this has been done, the engine cooling water must be treated immediately with anticorrosive agent. Once the engine has been brought back into operation, the cleaned system must be checked for leaks.
6680 3.3.7-01 EN
2012-02-07 - de
Loose solid matter in particular must be removed by flushing the system thoroughly as otherwise erosion may occur in locations where the flow velocity is high.
General
Engine cooling water specifications
Clean cooling system
Regular checks of the cooling water condition and cooling water system Treated cooling water may become contaminated when the engine is in operation, which causes the additive to loose some of its effectiveness. It is therefore advisable to regularly check the cooling system and the cooling water condition. To determine leakages in the lube oil system, it is advisable to carry out regular checks of water in the compensating tank. Indications of oil content in water are, e.g. discoloration or a visible oil film on the surface of the water sample.
6680 3.3.7-01
3.3.7
MAN Diesel & Turbo
The additive concentration must be checked at least once a week using the test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives The chemical additive concentrations shall not be less than the minimum concentrations indicated in the table „Nitrite-containing chemical additives“. Excessively low concentrations can promote corrosion and must be avoided. If the concentration is slightly above the recommended concentration this will not result in damage. Concentrations that are more than twice the recommended concentration should be avoided. Every 2 to 6 months send a cooling water sample to an independent laboratory or to the engine manufacturer for integrated analysis. Emulsifiable anticorrosive agents must generally be replaced after abt. 12 months according to the supplier's instructions. When carrying this out, the entire cooling system must be flushed and, if necessary, cleaned. Once filled into the system, fresh water must be treated immediately. If chemical additives or anti-freeze solutions are used, cooling water should be replaced after 3 years at the latest.
2012-02-07 - de
Water losses must be compensated for by filling with untreated water that meets the quality requirements specified in the section Requirements. The concentration of the anticorrosive agent must subsequently be checked and adjusted if necessary. Subsequent checks of cooling water are especially required if the cooling water had to be drained off in order to carry out repairs or maintenance.
6680 3.3.7-01 EN
General
Deposits in the cooling system may be caused by fluids that enter the cooling water, or the break up of emulsion, corrosion in the system and limescale deposits if the water is very hard. If the concentration of chloride ions has increased, this generally indicates that seawater has entered the system. The maximum specified concentration of 50 mg chloride ions per kg must not be exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters the cooling water, this may lead to a sudden drop in the pH value or to an increase in the sulphate content.
Engine cooling water specifications
If there is a high concentration of solids (rust) in the system, the water must be completely replaced and entire system carefully cleaned.
5 (8)
6680 3.3.7-01
3.3.7
MAN Diesel & Turbo
Protective measures Anticorrosive agents contain chemical compounds that can pose a risk to health or the environment if incorrectly used. Comply with the directions in the manufacturer's material safety data sheets. Avoid prolonged direct contact with the skin. Wash hands thoroughly after use. If larger quantities spray and/or soak into clothing, remove and wash clothing before wearing it again. If chemicals come into contact with your eyes, rinse them immediately with plenty of water and seek medical advice. Anticorrosive agents are generally harmful to the water cycle. Observe the relevant statutory requirements for disposal.
Auxiliary engines If the same cooling water system used in a MAN Diesel & Turbo two-stroke main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H, the cooling water recommendations for the main engine must be observed.
Analysis We analyse cooling water for our customers in our chemical laboratory. A 0.5 l sample is required for the test.
Permissible cooling water additives Nitrite-containing chemical additives
General
6 (8)
Product designation
Initial dosing for 1,000 litres
Minimum concentration ppm Product
Nitrite (NO2)
Na-Nitrite (NaNO2)
15 l 40 l
15,000 40,000
700 1,330
1,050 2,000
21.5 l 4.8 kg
21,500 4,800
2,400 2,400
3,600 3,600
Drew Marine One Drew Plaza Boonton New Jersey 07005 USA
Liquidewt Maxigard
Wilhelmsen (Unitor) KJEMI-Service A.S. P.O.Box 49/Norway 3140 Borgheim
Rocor NB Liquid Dieselguard
Nalfleet Marine Chemicals P.O.Box 11 Northwich Cheshire CW8DX, U.K.
Nalfleet EWT Liq (9-108) Nalfleet EWT 9-111 Nalcool 2000
3l
3,000
1,000
1,500
10 l 30 l
10,000 30,000
1,000 1,000
1,500 1,500
Nalco
Nalcool 2000
30 l
30,000
1,000
1,500
TRAC 102
30 l
30,000
1,000
1,500
Marisol CW
12 l
12,000
2,000
3,000
Maritech AB P.O.Box 143 S-29122 Kristianstad
6680 3.3.7-01 EN
2012-02-07 - de
Engine cooling water specifications
Manufacturer
Manufacturer
Product designation
Initial dosing for 1,000 litres
Minimum concentration ppm Product
Nitrite (NO2)
Na-Nitrite (NaNO2)
Uniservice Via al Santuario di N.S. della Guardia 58/A 16162 Genova, Italy
N.C.L.T.
12 l
12,000
2,000
3,000
Colorcooling
24 l
24,000
2,000
3,000
Marichem – Marigases 64 Sfaktirias Street 18545 Piraeus, Griechenland
D.C.W.T. Non-Chromate
48 l
48,000
2,400
-
Marine Care 3144 NA Maasluis The Netherlands
Caretreat 2
16 l
16,000
4,000
6,000
Vecom Schlenzigstraße 7 21107 Hamburg Deutschland
Cool Treat NCLT
16 l
16,000
4,000
6,000
6680 3.3.7-01
3.3.7
MAN Diesel & Turbo
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives) Manufacturer
Initial dosing for 1 000 litres
Minimum concentration
Havoline XLI
75 l
7.5 %
Total Lubricants Paris, France
WT Supra
75 l
7.5 %
Q8 Oils
Q8 Corrosion Inhibitor Long-Life
75 l
7.5 %
Arteco Technologiepark Zwijnaarde 2 B-9052 Gent, Belgium
Product designation
Table 3: Chemical additives - nitrite free
Product (designation)
BP Marine, Breakspear Way, Hemel Hempstead, Herts HP2 4UL
Diatsol M Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK
Solvex WT 3
Deutsche Shell AG, Überseering 35, 22284 Hamburg, Germany
Oil 9156
2012-02-07 - de
Table 4: Emulsifiable slushing oils
6680 3.3.7-01 EN
General
Manufacturer
Engine cooling water specifications
Emulsifiable slushing oils
7 (8)
3.3.7
MAN Diesel & Turbo
6680 3.3.7-01
Anti-freeze solutions with slushing properties Manufacturer
Product designation
BASF Carl-Bosch-Str. 67063 Ludwigshafen, Rhein Deutschland
Glysantin G 48 Glysantin 9313 Glysantin G 05
Castrol Int. Pipers Way Swindon SN3 1RE, UK
Antifreeze NF, SF
BP, Britannic Tower Moor Lane, London EC2Y 9B, UK
Anti-frost X2270A
Deutsche Shell AG Überseering 35 22284 Hamburg Deutschland
Glycoshell
Mobil Oil AG Steinstraße 5 20095 Hamburg Deutschalnd
Frostschutz 500
Arteco, Technologiepark Zwijnaarde 2 B-9052 Gent, Belgium
Havoline XLC
Total Lubricants Paris, France
Glacelf Auto Supra Total Organifreeze
Minimum concentration
35%
2012-02-07 - de
General
Engine cooling water specifications
Table 5: Anti-freeze solutions with slushing properties
8 (8)
6680 3.3.7-01 EN
MAN Diesel & Turbo 1690751-3.0 Page 1 (1)
Engine ventilation
1400000 L21/31 L27/38
The air intake to the engine room should be dimensioned in such a way that a sufficient quantity of air is available not only for the main engine, auxiliaries, boilers etc, but also to ensure adequate ventilation and fresh air when work and service are in progress.
Approx 50% of the ventilating air should be blown in at the level of the top of the main engine close to the air inlet of the turbocharger. Air should not be blown directly onto heat emitting components or directly onto electric or other water sensitive apparature.
We recommend the ventilation capacity should be min 50% more than required air consumption (in tropical conditions more than 100% should be considered) for main engine, auxiliaries, boilers etc.
A small airflow should be evenly distributed around the engine and reduction gear in order to dissipate radiated heat.
It is important that the air is free of oil and sea water to prevent fouling of the ventilators and filters. The air consumption of the main engine appears from the planning data.
With closed engine room and all air consuming equipment operating, there should always be positive air pressure in the engine room. Surplus air should be led up through the casing via special exhaust openings. Alternatively extraction fans should be installed. Fire arresting facilities must be installed within the casings of the fans and ventilation trunkings to retard the propagation of fire.
03.43
MAN Diesel & Turbo 3700005-4.0 Page 1 (3)
Power, Outputs, Speed
1402150 L27/38
Engine Ratings 800 rpm Engine type No of cylinders
800 rpm (MGO)
800 rpm
Available turning direction
800 rpm
Available turning direction
kW
CW 1) / CCW 2)
kW
CW 1) / CCW 2)
6L27/38
2040
Yes / Yes
2190
Yes / Yes
7L27/38
2380
Yes / Yes
2555
Yes / Yes
8L27/38
2720
Yes / Yes
2920
Yes / Yes
9L27/38
3060
Yes / Yes
3285
Yes / Yes
1) 2)
CW clockwise CCW counter clockwise
Table 1 Engine ratings for emission standard - IMO Tier II.
Definition of Engine Rating General definition of diesel engine rating (acccording to ISO 15550: 2002; ISO 3046-1: 2002) Reference conditions: ISO 3046-1: 2002; ISO 15550: 2002 Air temperature Tr
K/°C
298/25
Air pressure pr
kPa
100
%
30
K/°C
298/25
Relative humidity Φr Cooling water temperature upstream charge air cooler Tcr Table 2 Standard reference conditions.
10.46 - Tier II
MAN Diesel & Turbo 1402150
3700005-4.0 Page 2 (3)
Power, Outputs, Speed
L27/38
Kind of Application
(%)
(%)
(%)
(°C)
Remarks
(tr / tcr / pr = 100 kPa
Tropic conditions
at maximum torque 1)
Max. allowed Speed reduction
Fuel Stop power (Blocking)
PApplication Available output in percentage from ISO-Standard-Output
Available Outputs
-
Electricity generation Marine main engines (with mechanical or diesel electric drive) Main drive with controllable pitch propeller
100
100
-
45/38
2)
Main drive with fixed-pitch propeller
100
100
10
45/38
2)
1) 2)
Maximum torque given by available output and nominal speed. According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines listed in the column PApplication
tr Air temperature at compressor inlet of turbocharger. tcr Cooling water temperature before charge air cooler pr Barometric pressure. Engine Fuel: according to ISO 8217 DMA/DMB/DMC-grade fuel or RM-grade fuel, fulfilling the stated quality requirements
POperating: Available output under local conditions and dependent on application. Dependend on local conditions or special application demands a further load reduction of PApplication, ISO might be needed.
1. No de-rating due to ambient conditions is needed as long as following conditions are not exceeded:
08028-0D/H5250/94.08.12
Table 3 Available outputs / related reference conditions.
10.46 - Tier II
MAN Diesel & Turbo 3700005-4.0 Page 3 (3)
Power, Outputs, Speed
1402150
Ambient pressure Cooling water temperature inlet charge air cooler (LT-stage)
Special calculation needed if following values are exceeded
Air temperature before turbocharger Tx
No de-rating up to stated reference conditions (Tropic)
L27/38
≤ 318 K (45 °C)
333 K (60 °C)
≥ 100 kPa (1 bar)
90 kPa
≤ 311 K (38 °C)
316 K (43 °C)
Intake pressure before compressor
≥ -20 mbar 1)
-40 mbar 1)
Exhaust gas back pressure after turbocharger
≤ 30 mbar
60 mbar 1)
1)
1)
Overpressure
Table 4 De-rating - Limits of ambient conditions.
2. De-rating due to ambient conditions and negative intake pressure before compressor or exhaust gas back pressure after turbocharger
[(
a =
318 Tx + U + O
)
1.2
x
(
311 Tcx
)
]
x 1.09 - 0.09
with a ≤ 1 POperating = PApplication, ISO x a a Correction factor for ambient conditions Tx Air temperature before turbocharger [K] being considered (Tx = 273 + tx) U Increased negative intake pressure before compressor leeds to an de-rating, calculated as increased air temperature before turbocharger U = (-20mbar – pAir before compressor[mbar]) x 0.25K/mbar with U ≥ 0 O Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature before turbocharger: O = (PExhaust after Turbine[mbar] – 30mbar) x 0.25K/mbar with O ≥ 0
10.46 - Tier II
Tcx Cooling water temperature inlet charge air cooler (LT-stage) [K] being considered (Tcx = 273 + tcx) T Temperature in Kelvin [K] t Temperature in degree Celsius [°C] 3. De-rating due to special conditions or demands. Please contact MAN Diesel & Turbo, if: • limits of ambient conditions mentioned in "Table 4 De-rating - Limits of ambient conditions are exceeded • higher requirements for the emission level exist • special requirements of the plant for heat recovery exist • special requirements on media temperatures of the engine exist • any requirements of MAN Diesel & Turbo mentioned in the Project Guide can not be kept
MAN Diesel & Turbo 3700158-7.0 Page 1 (1)
Main Particulars
1402150 L27/38
Cycle
:
4-stroke
Configuration
:
In-line
Cyl. nos available
:
6-7-8-9
Power range :
2040-3060 kW (HFO/MDO) 2190-3285 kW (MGO)
Speed
:
800 rpm
Bore
:
270 mm
Stroke
:
380 mm
Stroke/bore ratio
:
1.4:1
Piston area per cyl.
:
572.6 cm2
Swept volume per cyl.
:
21.8 ltr.
Compression ratio
:
15.9:1
Turbocharging principle
:
Constant pressure system and intercooling
Fuel quality acceptance :
HFO (up to 700 cSt/50° C, RMK700) MDO (DMB) - MGO (DMA, DMZ) according ISO8217-2010
Power lay-out Speed
rpm
800
m/sec.
10.1
Mean effective pressure: 6, 7, 8, 9 cylinder engine (HFO/MDO) 6, 7, 8, 9 cyl engine (MGO)
bar bar
23.5 25.2
Max. combustion pressure: 6, 7, 8, 9 cylinder engine (HFO/MDO) 6, 7, 8, 9 cyl engine (MGO)
bar bar
200 200
Power per cylinder: 6, 7, 8, 9 cylinder engine (HFO/MDO) 6, 7, 8, 9 cyl engine (MGO)
kW/cyl. kW/cyl.
340 365
Mean piston speed
11.36 - Tier II - Propulsion
MCR version
MAN Diesel & Turbo 3700147-9.0 Page 1 (1)
Operating Data and Set Points
1402150 L27/38
Normal value at full load at ISO conditions
Alarm set points Low
High
Reduced load of engine
70° C
85° C
Shutdown of engine
Lubricating oil system Temp. after cooler (inlet engine)
68 - 73° C
Pressure after filter (inlet engine) < 600 rpm > 600 rpm
4.0 - 4.8 bar
Pressure before filter
4.2 - 5.0 bar
Pressure drop across filter
0.1 - 0.3 bar
Pressure inlet turbocharger
1.4 - 1.8 bar
2.0 bar 2.8 bar
Lub oil level Temperature main bearing
1.9 bar 2.6 bar 1.0 bar
1.3 bar
103° C
105° C
1.8 bar 2.5 bar
1.1 bar low level
80 - 95° C
Fuel oil system Pressure after filter - MDO
3.0 - 3.5 bar
1 bar
Pressure after filter - HFO
4 - 10 bar
3 bar high leakage level
Leaking oil Temperature inlet engine - MDO
20 - 40° C
50° C
Temperature inlet engine - HFO
80 - 140° C
Fuel oil viscosity - HFO
11 - 13 cSt
10 cSt
Press. LT system, inlet engine
2.0 - 3.0 bar
1.3 bar
Press. HT system, inlet engine < 600 rpm > 600 rpm
2.0 - 3.0 bar
14 cSt
Cooling water system
1.9 bar 2.6 bar
Temp. HT system, outlet engine
75 - 85° C
Temp. HT system, inlet engine
65 - 70° C
Temp. LT system, inlet engine
25 - 40° C
Temp. LT system, outlet engine
35 - 45° C
1.3 bar 1.5 bar
1.2 bar 1.5 bar
95° C
97° C
98° C
570° C
590° C
510° C average +50° C
530° C average ±70° C
Exhaust gas and charge air Exh. gas temp. inlet TC
480 - 530° C
Exh. gas temp. outlet cyl
370 - 450° C
Exh. gas temp. outlet TC
300 - 350° C
Ch. air press. after cooler
2.9 - 3.1 bar
Ch. air temp. after cooler
40 - 55° C
35° C
30 bar
15 bar
average -50° C
500° C
65° C
70° C
Starting air system Press. inlet engine Speed control system Engine speed Safety control air pressure 11.32 - Tier II
800 rpm 8 bar
880 rpm 6 bar
920 rpm
MAN Diesel & Turbo 3700019-8.0 Page 1 (3)
1487000
Spare Parts for Unrestricted Service
L27/38 Spare parts for unrestricted service, according to the classification societies requirements/recommendations. For multi-engine installations spares are only necessary for one engine.
Description
Plate
Item
Cylinder Head Cylinder head with valves 11616 1 Valve, inlet 11616 2 Valve rotation device 11616 3 Valve cone 11616 4 O-ring 11616 5 Valve spindle, exhaust 11616 7 Pressure spring 11616 11 O-ring 11616 A3 Gasket 11616 A5 O-ring 11616 A6 O-ring 11616 A7 Valve seat ring, exhaust 11616 F9 O-ring 11616 F10 Valve seat ring, inlet 11616 F11 Indicator valve 11618 1 Connecting socket 11618 2 Union nut 11618 3 Threaded socket 11618 4 Molykote 11618 5 Insulation glove 11618 6 Safety valve 11618 A1 Gasket 11618 A2 Pipe, safety valve 11618 A3 Piston and piston rings Ring Package 11614 1-2 Piston 11614 13 Cylinder liner Cylinder liner 11610 1 Flame ring 11610 5 Sealing ring 11610 7 O-ring 11610 9 Sealing ring 11610 10 Connecting rod Connecting rod stem 11612 10 Cylinder head, top cover O-ring 11620 4
10.40. Tier II
Qty.
1 2 6 3 6 4 6 1 1 1 1 4 4 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
MAN Diesel & Turbo 1487000
3700019-8.0 Page 2 (3)
Spare Parts for Unrestricted Service
L27/38
Description
Plate
Item
Cylinder head, top cover O-ring 11620 4 Frame with main bearings O-ring 11012 45 Tie rod 11012 46 Nut 11012 47 Nut 11012 48 Tie rod, cylinder head 11012 63 O-ring 11012 64 Ring 11012 65 Nut 11012 66 Protection cap 11012 66A Main bearing shell, 2/2 11012 A1 Thrust bearing ring 11012 A2 Connecting rod accessories Piston pin bush 11612 20 Connecting rod bearing, 2/2 11612 9 Connecting rod bolt 11612 2 Nut 11612 1 Connecting rod bolt 11612 5 Nut 11612 6 Cylindrical pin 11612 7 Charging air reciever O-ring 11814 7 Fuel injecting pump Fuel injecting pump, complete 12016 0 Fuel injection valve Fuel injection valve, complete 12018 1 O-ring 12018 8 O-ring 12018 9 Fuel injection pipe Connection pipe 12020 1 O-ring 12020 3 O-ring 12020 4 O-ring 12020 5 Fuel injection pipe, complete 12020 14
Qty.
1 2 2 2 2 2 2 2 2 2 1 2 1 1 4 4 2 2 2 2 1 1/cyl 1/cyl 1/cyl 1 1 1 1 1
10.40, Tier II
MAN Diesel & Turbo 3700019-8.0 Page 3 (3)
1487000
Spare Parts for Unrestricted Service
L27/38
Description
Plate
Item
Qty.
Cooling water connections Intermediate pipe Intermediate pipe O-ring
13016 13016 13016
8 9 11
4 4 12
Plate No. and Item No. refer to the spare parts plates in the instruction book.
10.40, Tier II
MAN Diesel & Turbo 3700020-8.0 Page 1 (1)
1487000
Spare Parts for Restricted Service
L27/38 Spare parts for restricted service, according to the classification societies requirements/recommendations.
Description
Plate
Item
Cylinder head accessories Valve, inlet 11616 2 Valve rotation device 11616 3 Valve spindle, exhaust 11616 7 Pressure spring 11616 11 Valve seat ring, exhaust 11616 F9 Valve seat ring, inlet 11616 F11 Valves on cylinder head Safety valve 11618 A1 Packing ring 11618 A2 Fuel injection valve Fuel injection valve, complete 12018 1 O-ring 12018 8 O-ring 12018 9 Gasket kit for cylinder unit Gasket kit for cylinder unit 51704 021
Plate No. and Item No. refer to the spare parts plates in the instruction book.
10.40, Tier II
Qty.
2 4 2 4 2 2 1 1 3 3 3 1
MAN Diesel & turbo 3700125-2.0 Page 1 (9)
1488010
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Valve spring tightening device
1
1 9000
014
Lifting tool for cylinder unit
1
1 9000
038
Removing device for flame ring
1
1 9000
021
Guide bush for piston
1
1 9000
045
11.21 - Tier II
MAN Diesel & Turbo 1488010
3700125-2.0 Page 2 (9)
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Fit and removal device for conn. rod bearing, incl. eye screws (2 pcs)
1
1 9000
069
Lifting device for cylinder liner
1
1 9000
082
Lifting device for piston and connecting rod
1
1 9000
104
Piston ring opener
1
1 9000
190
11.21 - Tier II
MAN Diesel & turbo 3700125-2.0 Page 3 (9)
1488010
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Sketch
ø316
153
Supporting device for connecting rod and piston in the cylinder liner, incl fork
Plate
Item no Remarks
Working
Spare
1
1 9000
212
1
1 9000
221
1
1 9000
010
1
1 9000
652
1 1
1 9000 1 9000
664 676
1
1 9000
035
221
Feeler gauge
Socket wrench
218
311
Socket wrench and torque spanner
Dismantling tool for main bearing upper shell
11.21 - Tier II
482.5
MAN Diesel & Turbo 1488010
3700125-2.0 Page 4 (9)
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Sketch
Plate
Item no Remarks
Working
Spare
1
1 9000
060
Eye screw for lifting
1
1 9000
036
Container complete for water washing of compressor side
1
1 9000
318
Blowgun for dry cleaning of turbocharger
1
1 9000
136
Tool for fixing of marine head for counterweight
444.5
83.5
11.21 - Tier II
MAN Diesel & turbo 3700125-2.0 Page 5 (9)
1488010
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Broad chissel
1
1 9000
473
Cleaning tool for fuel injector
1
1 9000
013
1
1 9000
050
1
1 9000
051
1
1 9000
052
Fuel pipe
1
1 9000
053
Fuel pipe
1
1 9000
054
1
1 9000
074
747
1
1 9000
747
759
1
1 9000
759
1
1 9000
760
Pressure testing tool Clamping bracket for fuel injector
050
051 052
Clamping bracket for fuel injection pump
053 054
200
Grinding paper Plier
637
Grinding device for nozzle seat
Loctite
Loctite
760
11.21 - Tier II
MAN Diesel & Turbo 1488010
3700125-2.0 Page 6 (9)
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Extractor device for injector valve
1
1 9000
407
Eye screw for lifting
1
1 9000
032
Combination spanner, 36 mm
1
1 9000
772
Crow foot, 36 mm
1
1 9000
784
Pressure pump, complete
1
1 9000
011
11.21 - Tier II
MAN Diesel & turbo 3700125-2.0 Page 7 (9)
1488010
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Sketch
Plate
Item no Remarks
Working
Spare
1 9000
806
1 9000
633
Pressure part, long M39 x 2
4
1 9000
059
Pressure part, short M39 x 2
2
1 9000
072
Tension screw M39 x 2
4
1 9000
118
Hydraulic tightening cylinder M39 x 2
4
1 9000
263
Hydraulic tools complete consisting of the following 3 boxes:
Hydraulic tools box 1+2 consisting of:
059
118
263
11.21 - Tier II
633
072
w)
MAN Diesel & Turbo 1488010
3700125-2.0 Page 8 (9)
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Hydraulic tools box 3 consisting of:
Sketch
143
383
167
358
180/202
Pressure part M24/27 x 2
581
Tension screw M24/27 x 2
096
Distribution piece, cylinder head
371
Plate
Item no Remarks
Working
Spare
1 9000
581
2
1 9000
096
2
1 9000
131
1
1 9000
143
Distribution piece, main bearing
131
1
1 9000
167
Hose with unions for cylinder head
246
4
1 9000
180
1
1 9000
202
1
1 9000
226
1
1 9000
238
Spare parts for hydraulic tool M30 x 2
1
1 9000
251
Spare parts for hydraulic tool M24 x 2
1
1 9000
322
Hydraulic tightening cylinder M24/27 x 2
2
1 9000
246
Hydraulic tightening cylinder M36 x 2
2
1 9000
275
Hydraulic tightening cylinder M30 x 2
2
1 9000
287
Hose with unions for connecting of oil pump and distributing block Spare parts for hydraulic tool M39 x 2 Spare parts for hydraulic tool M36 x 2
275
287
556
334
226 238 251 322
11.21 - Tier II
MAN Diesel & turbo 3700125-2.0 Page 9 (9)
1488010
Standard Tools (Unrestricted service)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Angle piece Tommy bar
2
1 9000
358
1
1 9000
334
Tommy bar
1
1 9000
556
Pressure part M36 x 2
2
1 9000
371
Pressure part M30 x 2
2
1 9000
383
11.21 - Tier II
MAN Diesel & turbo 3700127-6.0 Page 1 (7)
1488010
Standard Tools (Restricted service)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Valve spring tightening device
1
1 9000
014
Lifting tool for cylinder unit
1
1 9000
038
Removing device for flame ring
1
1 9000
021
Guide bush for piston
1
1 9000
045
11.21 - Tier II
MAN Diesel & Turbo 1488010
3700127-6.0 Page 2 (7)
Standard Tools (Restricted service)
L27/38 Supply per Ship
Name
Sketch
Plate
Item no Remarks
Working
Spare
1
1 9000
010
1
1 9000
652
1 1
1 9000 1 9000
664 676
Eye screw for lifting
1
1 9000
036
Container complete for water washing of compressor side
1
1 9000
318
Feeler gauge
311
Socket wrench 218
Socket wrench and torque spanner
482.5
11.21 - Tier II
MAN Diesel & turbo 3700127-6.0 Page 3 (7)
1488010
Standard Tools (Restricted service)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Blowgun for dry cleaning of turbocharger
1
1 9000
136
Broad chissel
1
1 9000
473
Cleaning tool for fuel injector
1
1 9000
013
1
1 9000
050
1
1 9000
051
1
1 9000
052
Fuel pipe
1
1 9000
053
Fuel pipe
1
1 9000
054
Pressure testing tool Clamping bracket for fuel injector Clamping bracket for fuel injection pump
051 052
050
053 054
11.21 - Tier II
MAN Diesel & Turbo 1488010
3700127-6.0 Page 4 (7)
Standard Tools (Restricted service)
L27/38 Supply per Ship
Name
Sketch
Plate
Item no Remarks
Working
Spare
1
1 9000
074
1
1 9000
747
1
1 9000
759
1
1 9000
760
Extractor device for injector valve
1
1 9000
407
Eye screw for lifting
1
1 9000
032
Combination spanner, 36 mm
1
1 9000
772
Crow foot, 36 mm
1
1 9000
784
Grinding device for nozzle seat
200
Grinding paper
Loctite
747
637
Plier
759
760 Loctite
11.21 - Tier II
MAN Diesel & turbo 3700127-6.0 Page 5 (7)
1488010
Standard Tools (Restricted service)
L27/38 Supply per Ship
Name
Sketch
Plate
Item no Remarks
Working
Spare
1
1 9000
011
1 9000
806
Hydraulic tools box 1+2 consisting of:
1 9000
633
Pressure part, long M39 x 2
4
1 9000
059
Pressure part, short M39 x 2
2
1 9000
072
Tension screw M39 x 2
4
1 9000
118
4
1 9000
263
Pressure pump, complete
Hydraulic tools complete consisting of the following 3 boxes:
059
Hydraulic tightening cylinder M39 x 2
11.21 - Tier II
118
263
633
072
w)
MAN Diesel & Turbo 1488010
3700127-6.0 Page 6 (7)
Standard Tools (Restricted service)
L27/38 Supply per Ship
Name
Hydraulic tools box 3 consisting of:
Sketch
143
383
167
358
180/202
Pressure part M24/27 x 2
581
Tension screw M24/27 x 2
096
Distribution piece, cylinder head
Plate
Item no Remarks
Working
Spare
1 9000
581
2
1 9000
096
2
1 9000
131
1
1 9000
143
371
Distribution piece, main bearing
131
1
1 9000
167
Hose with unions for cylinder head
246
4
1 9000
180
1
1 9000
202
1
1 9000
226
1
1 9000
238
Spare parts for hydraulic tool M30 x 2
1
1 9000
251
Spare parts for hydraulic tool M24 x 2
1
1 9000
322
Hydraulic tightening cylinder M24/27 x 2
2
1 9000
246
Hydraulic tightening cylinder M36 x 2
2
1 9000
275
Hydraulic tightening cylinder M30 x 2
2
1 9000
287
Hose with unions for connecting of oil pump and distributing block Spare parts for hydraulic tool M39 x 2 Spare parts for hydraulic tool M36 x 2
275
287
556
334
226 238 251 322
11.21 - Tier II
MAN Diesel & turbo 3700127-6.0 Page 7 (7)
1488010
Standard Tools (Restricted service)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Angle piece Tommy bar
2
1 9000
358
1
1 9000
334
Tommy bar
1
1 9000
556
Pressure part M36 x 2
2
1 9000
371
Pressure part M30 x 2
2
1 9000
383
11.21 - Tier II
MAN Diesel & Turbo 3700126-4.1 Page 1 (10)
1488050
Additional tools
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Fit and removal device for conn. rod bearing, incl. eye screws (2 pcs)
1
52000
069
Lifting device for cylinder liner
1
52000
082
Lifting device for piston and connecting rod
1
52000
104
Plier for piston pin lock ring
1
52000
759
11.33 - Tier II
MAN Diesel & Turbo 1488050
Additional tools
3700126-4.1 Page 2 (10)
L27/38 Supply per Ship Name
Sketch
Plate
Item no Remarks
Working
Spare
1
52000
190
1
52000
212
1
52000
221
Dismantling tool for main bearing upper shell
1
52000
035
Tool for fixing of marine head for counterweight
1
52000
060
Eye screw for lifting of charge air cooler
1
52000
036
Piston ring opener
ø316
Supporting device for connecting rod and piston in the cylinder liner, incl. fork
153
221
11.33 - Tier II
MAN Diesel & Turbo 3700126-4.1 Page 3 (10)
1488050
Additional tools
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Eye screw for lifting lubricating oil cooler
1
52000
032
Grinding tool for cylinder head/liner
1
52002
126
Max. pressure indicator
1
52002
138
1
52002
498
Testing mandrel for piston ring grooves, 6.43 mm
1
52002
151
Testing mandrel for piston ring grooves, 8.43 mm
1
52002
163
appr. 87
appr. 230
Handle for indicator valve
11.33 - Tier II
MAN Diesel & Turbo 1488050
Additional tools
3700126-4.1 Page 4 (10)
L27/38 Supply per Ship
Name
Sketch
Plate
Item no Remarks
Working
Spare
1
52002
067
1
52002
508
Fitting device for lubricating oil cooler
1
52002
521
Resetting device for hydraulic cylinder
1
52002
092
Crankshaft alignment, gauge (autolog)
Mandrel for lubricating oil cooler
11.33 - Tier II
MAN Diesel & Turbo 3700126-4.1 Page 5 (10)
1488050
Additional tools
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Measuring device
2
52002
533
Lifting straps for main bearing cap
1
52002
545
Lifting handle for main bearing cap
1
52002
557
Fit and removing device for connecting rod bearing
1
52002
569
11.33 - Tier II
MAN Diesel & Turbo 1488050
Additional tools
3700126-4.1 Page 6 (10)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Support for connecting rod
1
52002
570
Turning device for cylinder unit
1
52002
114
Grinding machine for valve seat rings
1
52002
199
Mandrel
1
52002
209
1
52002
210
Cutting tool
209
210
Wooden box L x B x H = 450 x 380 x 190 mm
11.33 - Tier II
MAN Diesel & Turbo 3700126-4.1 Page 7 (10)
1488050
Additional tools
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Grinding machine for valve seat rings
1
52002
222
Stone
1
52002
234
Guide
1
52002
246
Fit and removing device for valve guides
1
52002
258
Touching bow for inlet valve
1
52002
582
Touching bow for exhaust valve
1
52002
594
234 246
11.33 - Tier II
MAN Diesel & Turbo 1488050
Additional tools
3700126-4.1 Page 8 (10)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Fitting device for valve seat rings
1
52002
295
Plate (used with item 329)
1
52002
317
Extractor for valve seat rings
1
52002
329
Fit and removing device for fuel injection pump
1
52002
342
11.33 - Tier II
MAN Diesel & Turbo 3700126-4.1 Page 9 (10)
1488050
Additional tools
L27/38 Supply per Ship
Name
Sketch
Plate
Item no Remarks
Working
Spare
1
52002
366
Cleaning needles for fuel injector (5 pcs)
1
52002
378
Fit and removing device for cooler insert
1
52002
401
Micrometer screw
1
52002
425
Closing cover (TCR20) (standard with only one propulsion engine)
1
52002
486
Setting device for fuel injection pump
11.33 - Tier II
MAN Diesel & Turbo 1488050
Additional tools
3700126-4.1 Page 10 (10)
L27/38 Supply per Ship
Name
Sketch
Working
Spare
Plate
Item no Remarks
Closing cover (TCR18) (standard with only one propulsion engine)
1
52002
450
Lifting tool for cylinder unit (low dismantling height)
1
52002
474
Assembly device for sealing ring, complete
1
52002
689
Assembly cone
1
52002
690
Expanding sleeve
1
52002
700
Assembly cone
1
52002
712
Sizing sleeve
1
52002
724
690
700
712
724
11.33 - Tier II
MAN Diesel & Turbo 3700067-6.0 Page 1 (2)
Hand Tools
1488070 L21/31 L27/38
Socket spanner set Designation Rachet Extension Extension Universal Socket - double hexagon Socket - double hexagon Socket - double hexagon Socket - double hexagon Socket - double hexagon Socket for internal hexagon Socket for internal hexagon Socket for internal hexagon Socket for internal hexagon Socket for internal hexagon Socket for internal hexagon Socket - screwdriver Socket - cross head screw Socket - cross head screw Socket - cross head screw
019
Item Size [mm]
331 343 355 367 379 380 392
7 8 10 12 14 17 19
Size [mm] 125 250 10 13 17 19 22 5 6 7 8 10 12 1.6 x 10 2 3 4
Combination spanner
Hexagon key
Item Size [mm]
140
272 284 296
032 044 056 068 223 081 235 093 103 115 127
10 12 13 14 16 17 18 19 22 24 30
139
152 164
24 mm 11.01
176
30 mm
188
36 mm
247
8 mm
259
10 mm
260
12 mm
MAN Diesel & Turbo 3700067-6.0 Page 2 (2)
Hand Tools
1488070 L21/31 L27/38 Item no
Qty
Designation
Benævnelse
Item no
Qty
Designation
019
1/E
Set of tools
Topnøglesæt
260
1/E
0
032
1/E
Combination spanner, Ring-gaffelnøgle, 10 mm 10 mm
Bit, hexagon socket Unbrakotop, str 12 screw, square drive
272
1/E
1/E
Combination spanner, Ring-gaffelnøgle, 12 mm 12 mm
Momentnøgle, 20-120 Nm - 1/2"
0
044
Torque spanner, 20-120 Nm - 1/2"
284
1/E
1/E
Combination spanner, Ring-gaffelnøgle, 13 mm 13 mm
Momentnøgle, 40-200 Nm - 1/2"
0
056
Torque spanner, 40-200 Nm - 1/2"
296
1/E
1/E
Combination spanner, Ring-gaffelnøgle, 14 mm 14 mm
Momentnøgle, 30-320 Nm - 1/2"
0
068
Torque spanner, 30-320 Nm - 1/2"
331
1/E
Hexagon key 7 mm
Unbrakonøgle 7 mm
0
081
1/E
Combination spanner, Ring-gaffelnøgle, 17 mm 17 mm
343
1/E
Hexagon key 8 mm
Unbrakonøgle 8 mm
0
093
1/E
Combination spanner, Ring-gaffelnøgle, 19 mm 19 mm
355
1/E
Hexagon key 10 mm
Unbrakonøgle 10 mm
0
367
1/E
Hexagon key 12 mm
Unbrakonøgle 12 mm
0
103
1/E
Combination spanner, Ring-gaffelnøgle, 22 mm 22 mm
379
1/E
Hexagon key 14 mm
Unbrakonøgle 14 mm
0
115
1/E
Combination spanner, Ring-gaffelnøgle, 24 mm 24 mm
380
1/E
Hexagon key 17 mm
Unbrakonøgle 17 mm
0
392
1/E
Hexagon key 19 mm
Unbrakonøgle 19 mm
0
127
1/E
Combination spanner, Ring-gaffelnøgle, 30 mm 30 mm
139
1/E
Tee handle 1/2" square T-greb 1/2" drive
140
1/E
Ratchet, 20 mm
Skralde, 20 mm
152
1/E
Extension bar
Forlænger
164
1/E
Socket spanner, squa- Top, str 24 re drive, size 24
176
1/E
Socket spanner, squa- Top, str 30 re drive, size 30
188
1/E
Socket spanner, squa- Top str 36 re drive, size 36
223
1/E
Combination spanner, Ring-gaffelnøgle, 16 mm 16 mm
235
1/E
Combination spanner, Ring-gaffelnøgle, 18 mm 18 mm
247
1/E
Bit, hexagon socket Unbrakotop, str 8 screw, square drive
259
1/E
Bit, hexagon socket Unbrakotop, str 10 screw, square drive
Benævnelse
When ordering spare parts, see also page 500.50.
Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit / not avail separately Qty/C = Qty/Cylinder
* = Kun tilgængelig som en del af et reservedelssæt / ikke tilgængelig alene Qty/C = Qty/Cylinder
11.01
MAN Diesel & Turbo 1699862-8.1 Page 1 (2)
Weight and centre of gravity
1402000 L27/38
Weight and centre of gravity of engine
615*
645**
CL
CL - Crankshaft
1103
A
“Fore” 1330
“Aft”
20 B
4 E05
Seen from aft
A approx. mm
B approx. mm
Engine weight tons*
Engine weight tons**
6L27/38
1855
5070
31.4
31.0
7L27/38
2077
5515
35.1
34.0
8L27/38
2300
5960
38.7
37.0
9L27/38
2523
6405
42.7
40.5
Engine type
* Incl. lubricating oil and water ** Excl. lubricating oil and water
10.02
MAN Diesel & Turbo 1402000
1699862-8.1 Page 2 (2)
Weight and centre of gravity
L27/38 Lifting engine on board
The lifting tool is to be returned to us after finishing lifting.
Before taking an engine on board, it must be ensured that the vessel’s deck casing or hatchway provides adequate space for this purpose. The engine should be lifted by the special tools mounted by the factory. The lifting tool has to be removed after the installation, and the protective caps should be fitted.
The complete lifting tool consists of the following parts:
• 1 lifting tool • 8 extension studs • 8 nuts for same
240
B
1300
410
800
530
A
Lifting tool for engine - 280 kg
4 E07
C
Engine type
6L27/38 7L27/38 8L27/38 9L27/38
A approx. mm
B approx. mm
C mm
Max engine width mm
Dry weight tons
4450 4450 4450 4450
2815 3360 3455 3806
5070 5515 5960 6405
1370 1370 1370 1370
31.0 34.0 37.0 40.5
10.02
MAN Diesel & Turbo Weight and Dimensions of Principal Parts
1689476-6.2 Page 1 (6)
1402000 L27/38
8
45
88
775
2
Cylinder head incl. rocker arms approx. 400 kg
Piston approx. 66 kg
Charge air cooler approx. 490 kg Cylinder liner approx. 140 kg
Please note: 5 cyl. only for GenSet
11.26 - Tier II, WB II
MAN Diesel & Turbo Weight and Dimensions of Principal Parts
1402000
1689476-6.2 Page 2 (6)
L27/38 88
8
45
755
1209
1435
751
2
Ø2 62
Cylinder unit approx. 700 kg
Connecting rod with marine head approx. 120 kg
0
2045
86
Front end box for GenSet approx. 2420 kg
Front end box for Propulsion approx. 1345 kg
Please note: 5 cyl. only for GenSet 11.26 - Tier II, WB II
MAN Diesel & Turbo 1689476-6.2 Page 3 (6)
Weight and Dimensions of Principal Parts
1402000 L27/38
17
70
L
Base Frame for GenSet Length (L)* mm
One bearing Weight, kg
Two bearing Weight, kg
5 cyl.
5245
5121
-
6 cyl.
6168
5500
6300
7 cyl.
6800
5687
6583
8 cyl.
7970
-
6920
9 cyl.
8470
-
7585
* Depending on Alternator type
79
0
L
Oil Pan for Propulsion
Please note: 5 cyl. only for GenSet 11.26 - Tier II, WB II
Length (L), mm
Weight, kg
6 cyl.
3367
1186
7 cyl.
3812
1320
8 cyl.
4251
1587
9 cyl.
4702
1720
MAN Diesel & Turbo 1402000
Weight and Dimensions of Principal Parts
1689476-6.2 Page 4 (6)
L27/38
L
Valve Camshaft Length (L), mm
Weight, kg
5 cyl.
2378
376
6 cyl.
2823
427
7 cyl.
3268
477
8 cyl.
3713
528
9 cyl.
4158
528
L
Injection Camshaft Length (L), mm
Please note: 5 cyl. only for GenSet
11.26 - Tier II, WB IIp
5 cyl.
2570
6 cyl.
3015
7 cyl.
3460
8 cyl.
3905
9 cyl.
4350
MAN Diesel & Turbo 1689476-6.2 Page 5 (6)
Weight and Dimensions of Principal Parts
1402000
L27/38
1630
H
L
L
13
70
L, mm
H, mm
Weight, kg
TCR18
1328
772
460
TCR20
1661
953
780
Frame Length (L), mm
Weight, kg
5 cyl.
2658
8503
6 cyl.
3103
9886
7 cyl.
3548
11268
8 cyl.
3993
12652
9 cyl.
4438
14053
2 Ø1
0
32
48
ø1
Flywheel with gear rim For GenSet
Small Medium Large
1451 kg 1927 kg 2671 kg
Flywheel with gear rim for Propulsion 1196 kg
Please note: 5 cyl. only for GenSet
11.26 - Tier II, WB II
MAN Diesel & Turbo 1402000
Weight and Dimensions of Principal Parts
1689476-6.2 Page 6 (6)
L27/38
L
Crankshaft with Counter Weights Length (L), mm
Please note: 5 cyl. only for GenSet
11.26 - Tier II, WB IIp
5 cyl.
2920
6 cyl.
3365
7 cyl.
3810
8 cyl.
4255
9 cyl.
4700
MAN Diesel & Turbo 1690730-9.1 Page 1 (1)
Fuel oil system
1435000 L21/31 L27/38
General The engine can be equipped with different equipment depending on fuel oil quality. The standard engine, for operation on MDO (Marine Diesel Oil), is equipped with built-on:
Fuel oil primary pump Double filter with paper inserts Lubrication of fuel oil pumps Fuel oil pumps with leak oil seal Uncooled fuel injection valves
The MDO built-on equipment is designed for single engine installation. For multi engine installations it is recommended to have either two separate fuel supplies or the built-on pumps have to be replaced by electrical pumps. The standard engine, for operation on HFO (Heavy Fuel Oil), is equipped with built-on:
08.45
Fuel oil duplex filter Fuel oil back pressure valve Lubrication of fuel oil pumps Fuel oil pumps without leak oil seal Uncooled fuel injection valves Equipment for cleaning of turbocharger turbine side during operation
The built-on equipment is designed for use of fuel oil modules, normally referred to as booster modules. For multi engine installations a common fuel oil feed system should cover all engines.
Fuel oil quality o
We recommend to use heavy fuel up to 380 cSt/50 C, even though the engine is designed for operation on o HFO up to 700 cSt/50 C, depending on the actual fuel quality. For fuel oil quality, see Quality Requirements 1435000. The maximum injection viscosity is 12-14 cSt. Velocity recommendations for fuel oil pipes: Marine Diesel Oil:
Suction pipe: 0.5 - 1.0m/s Delivery pipe: 1.5 - 2.0 m/s
Heavy Fuel Oil:
Suction pipe: 0.3 - 0.8 m/s Delivery pipe: 0.8 - 1.2 m/s
MAN Diesel & Turbo 1624473-6.2 Page 1 (1)
Recalculation of fuel consumption dependent on ambient conditions
1402000 General
In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Performance, Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional requirements for engines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged engines as follows:
ß = 1+ 0.0006 x (tx – tr) + 0.0004 x (tbax – tbar) + 0.07 x (pr – px) The formula is valid within the following limits: + Ambient air temperature
5° C – 55° C
+ Charge air temperature before cylinder
25° C – 75° C
+ Ambient air pressure
0.885 bar – 1.030 bar
bx = br x ß
br =
bx ß
ß
Fuel consumption factor
tbar
Engine type specific reference charge air temperature before cylinder see »Reference conditions« in »Fuel oil consumption for emissions standard«.
Legend
Reference
At test run or at site
[g/kWh]
br
bx
Ambient air temperature
[°C]
tr
tx
Charge air temperature before cylinder
[°C]
tbar
tbax
Ambient air pressure
[bar]
pr
px
Specific fuel consumption
Example Reference values: br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar At Site: tx = 45° C, tbax = 50° C, px = 0.9 bar ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023 bx = ß x br = 1.023 x 200 = 204.6 g/kWh All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. 12.12
MAN Diesel & Turbo 3700004-2.2 Page 1 (2)
Fuel Oil Consumption for Emissions Standard
1402090 L27/38
6-9L27/38: 340 kW/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP) % Load
100
851)
75
50
25
Spec. fuel consumption (g/kWh) with HFO/MDO without attached pumps 2) 3)
188
1851)
185
191
210
Warranted fuel consumption at 85% MCR Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for warranty is taken into account. 3) Based on reference conditions, see "Reference conditions" 1) 2)
Table 1 Fuel oil consumption
6-9L27/38: 365 kW/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP) % Load
100
851)
75
50
25
Spec. fuel consumption (g/kWh) with MDO/MGO 4) without attached pumps 2) 3)
191
1861)
184
186
206
Warranted fuel consumption at 85% MCR Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for warranty is taken into account. 3) Based on reference conditions, see "Reference conditions" 4) MDO viscosity must not exceed 6 mm2/s = cSt @ 40 °C. 1) 2)
Table 2 Fuel oil consumption
No of cylinders Speed / 800 rpm
Fuel oil consumption at idle running (kg/h) 6L
7L
8L
9L
44
48
52
56
Table 3 Fuel oil consumption at idle running
IMO Tier II requirements: IMO: International Maritime Organization MARPOL 73/78; Revised Annex VI-2008, Regulation 13. Tier II: NOx technical code on control of emission of nitrogen oxides from diesel engines.
Note! Operating pressure data without further specification are given below/above atmospheric pressure. For calculation of fuel consumption, see "1402000 Recalculation of fuel oil consumption dependent on ambient conditions"
All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. 12.15 - Tier II
MAN Diesel & Turbo 1402090
Fuel Oil Consumption for Emissions Standard
3700004-2.2 Page 2 (2)
L27/38 For operation with MGO SFOC will be increased by 2 g/kWh With built-on pumps, the SFOC will be increased in [%] by: Lubricating oil main pump LT Cooling water pump HT Cooling water pump Fuel oil feed pump* *only for MDO/MGO operation
110 1.5 x load % + 10 110 0.7 x load % + 10 110 0.7 x load % + 10 110 0.1 x load % + 10
% % % %
For different net calorific value, the SFOC will be corrected in [%] by: Net calorific value NCV rise 427 kJ/kg - 1.0 % Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated as increased air temperature before turbocharger: U = ( -20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0 Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as increased air temperature before turbocharger: O = ( pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0 Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil consumption: For every increase of the exhaust gas temperature by 1° C, due to activation of charge air blow-off device, an addition of 0.05 g/kWh to be considered. Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002) Air temperature before turbocharger tr
°C
25
Ambient pressure pr
bar
1
Relative humidity Φr
%
30
Engine type specific reference charge air temperature before cylinder tbar 1)
°C
40
kJ/kg
42,700
Net calorific value NCV
Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved with 25° C LT cooling water temperature before charge air cooler (according to ISO)
1)
Table 4 Reference conditions
All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. 12.15 - Tier II
MAN Diesel & Turbo 1696437-2.3 Page 1 (3)
Fuel oil system – MDO
1435000 L27/38
Fuel oil system for operation on gas/diesel oil
4
5
28 x 2
20 x 2
DN 32
LAL
6
To sludge
B1
M LSH 1425
2
Item 1 2 3 4 5 6 7 8 9
7 B3
PT 1423
PT 1424
9
To fuel oil drain tank
Return to bunker/settling tank
From bunker/ settling tank
1
2049080-0.1
8
8x1
20 x 2
B7A
B4 28 x 2
Description Prefilter for purifier Transfer pump Purifier MDO service tank Sightglass for MDO overflow Duplex filter (magnetic insert) Primary stand-by pump Primary pump Duplex filter (paper insert)
Connections: B1 Fuel oil primary pump - suction B3 Fuel oil primary stand-by pump - pressure B4 Fuel oil circulation to service tank B7A Leak oil to drain tank
Shut-off valve at B4 is to be placed as close to the connections as possible
Service tank (item 4): Min capacity in m# for 8 hours operation: CYL.
WITH PURIFIER OR SETTLING TANK
6L27/38 7L27/38 8L27/38 9L27/38
3.9 4.6 5.2 5.9
The lowest oil level of the service tank must be min 500 mm above centerline of crankshaft.
Fig 6.1 Fuel oil system – MDO
09.35
28 x 2
3
28 x 2
To sludge
MAN Diesel & Turbo 1435000
Fuel oil system – MDO
1696437-2.3 Page 2 (3)
L27/38 Fuel oil storage
Purifier, item 3
The storage and handling system comprises of bunker tanks, pipe systems and transfer systems.
For engines operating on MDO we recommend cleaning of the oil by a purifier to remove water. For the blended fuel oil (M3 in accordance to BS MA100 fuel oil specification) which can be expected in some bunker places, the purifier is also an important cleaning device. We recommend the automatic self-cleaning type.
Cleaning systems The cleaning system normally comprises of a settling tank, pipe system and equipment for cleaning of the MDO prior to use in the engine. The settling tank should be designed to provide the most efficient sludge and water separation. The tank should be provided with baffles to reduce mixing of sludge with the fuel. The bottom of the tank should have a slope toward the sludge drain valve(s), and the pump suction must not be in the vicinity of the sludge space. We recommend that the capacity of a single settling tank is sufficient to ensure minimum 24 hours operation.
Design data: Capacity: V = C × (24/T) V: The nominal capacity of the purifier in litres/ hour C: Consumption at MCR in litres/hour T: Daily separating time, depending on purifier (20-22 hours) Guidance given by the manufacturer of the purifier must be observed.
Prefilter, item 1 To protect the purifier pump (item 2), a prefilter should be inserted before the pump. Design data: Capacity: See oil pump, item 2 Mesh size: 0.8 – 1.0 mm
Oil pump to purifier, item 2 The pump can be driven directly by the purifier or by an independent motor. Design data: Capacity: Pressure: Temperature:
As a guideline for the selection of purifier, the following formula can be used:
If aux engines are fed from the same fuel oil system, the fuel oil consumption has to include all engines. Pre-heating is normally not necessary, but a purifying temperature of approx 40°C is recommended for better separation. Some Marine Diesel Oils have a high content of “paraffin” which clogs up filters and can cause unintended engine stopping. To avoid this, preheating can be necessary. A heat exchanger and a thermostatic valve using the main engine HT cooling water as heating media can be installed, if necessary.
Service tank, item 4 According to purifier Max 2.5 bar Max 40°C
The service tank shall be dimensioned to contain purified MDO for operating minimum 4 hours at MCR.
09.35
MAN Diesel & Turbo 1696437-2.3 Page 3 (3)
Fuel oil system – MDO
1435000 L27/38
Attention must be paid that the fuel oil inlet pipe is connected to the side of the tank in a position to avoid sludge and water contamination of the MDO. A vent pipe from the tank should be led up to the deck level minimum 500 mm above the tank. Precaution should be taken that water does not enter the tank through the vent pipe.
Cooler requirements Fuel oil temperatures before engine / fuel oil injection pumps (MDO/MGO):
To ensure satisfactory suction when starting up the main engine, the lowest oil level in the service tank should be at least 500 mm above the suction to the primary pump (item 8 in fig 6.1) and the stand-by primary pump.
If the fuel oil temperature before engine / fuel injection pumps exceeds 40° C or the viscosity is below 2.2 cSt a cooler must be built-in, in order to ensure the lubricating properties for the injection pumps.
Duplex suction filter, item 6
Notes
A duplex suction filter with magnetic inserts should be installed in the suction line of the fuel oil primary pump to protect the pump. The filter should be designed for the capacity of the built-on primary pump with a mesh size of 0.5-0.8 mm.
We recommend that the total pressure drop in the piping system is calculated in order to ensure that the pump capacity is sufficient and the flow velocity is as recommended by us.
Stand-by primary pump, item 7 Design data: Capacity: 4 × MCR consumption Pressure: 2.5 bar
Fuel oil consumption For calculating the necessary tank size, purifier, stand-by pumps, etc, the consumption stated in the planning data, based on engine MCR, should be used.
09.35
These values include an addition for engine driven pumps plus 3% tolerance in accordance with ISO requirements.
We should be pleased to review your piping diagrams and give our comments and recommendations. The shipyard is responsible for the choice of method, design and execution.
MAN Diesel & Turbo 1696438-4.1 Page 1 (6)
Fuel oil system – HFO
1435000 L27/38
Fuel oil system for operation on heavy fuel oil
20 x 2
To sludge
20 x 2
Marine diesel oil 34
LAL
To sludge
22 x 2
13
M
8A
11
VAL/H
15
12
16
PSL
TI
18
TAL
PSL
To sludge LSH 1428
B7A
8x1
4A
4
3A
3
M
To sludge
2A
PT 1424 20 12 x 1.5
M
2
DN 32
Fig 1 Fuel oil diagram – HFO
06.18
PT 1423 TE 1424
B2 B4
2047918-0.5
DN 32
To fuel oil drain tank
To sludge
To fuel oil drain tank
To sludge
5
28 x 2
1
28 x 2
From bunker tank (HFO) Return to bunker tank (HFO)
28 x 2 28 x 2 6
31
17
To sludge 9
TAH
Return to bunker tank (MDO)
8
FI
10
M
DN 32
M
16A
DPAH
9A
32
PSL
PSL
28 x 2
14
DN 32
To sludge 20 x 2
DN 32
33
19
DN 32 B1 DN 32
From bunker tank (MDO)
LAL
DN 32
Heavy fuel oil 7
28 x 2
DN 32
30
20 x 2
35
MAN Diesel & Turbo 1435000
Fuel oil system – HFO
1696438-4.1 Page 2 (6)
L27/38 Item Description 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 30 31 32 33 34 35
HFO settling tank Prefilter for purifier/clarifier Transfer pump for purifier/clarifier Preheater for purifier/clarifier HFO purifier HFO clarifier HFO day tank Prefilter for HFO supply pump Fuel oil supply pump Automatic filter Flow indicator Mixing tank Automatic deaeration valve Supply pressure control valve Duplex filter (magnetic insert) Fuel oil booster pump Final preheater Viscosity control equipment Duplex silt filter Booster pressure regulating valve Sight galss, HFO day tank overflow Prefilter for MDO transfer pump MDO transfer pump MDO purifier MDO purifier Sight glass, MDO day tank overflow
Connections: B1 Fuel oil inlet engine B2 Drain oil from fuel valves B4 Fuel oil circulation to service tank B7A Leak oil to drain tank (with alarm) Note: All tanks and pipes for heated oil must be insulated. Shut-off valve at B4 is to be placed as close to the connection as possible Final preheater (item 17): Standard: Steam heated final preheater Optional: Electrical, Thermal oil heated final preheater MDO-tank (item 34): Min oil level in MDO-tank is to be approx 500 mm above inlet pipe (item 10). Pressure regulating valve (item 20): The pressure regulating valve is to be adjusted to a pres sure of 4 bar. The relief valve for booster pumps (items 16 and 16A) are adjusted to a pressure somewhat higher.
Fuel oil storage The storage and handling system consists of bunker tanks, pipe systems and transfer systems.
Cleaning systems The cleaning system normally comprises of a settling tank, pipe system and equipment for cleaning of the HFO prior to use in the engine.
Settling tank, item 1 The settling tanks should be designed to provide the most efficient sludge and water separation. Each tank should be provided with baffles to reduce mixing of sludge with the fuel. The bottom of the tank should be with a slope toward the sludge drain valve(s), and the pump suction must not be in the vicinity of the sludge space. We recommend that the capacity of each settling tank should be sufficient to ensure minimum 24 hours operation. The temperature of the oil settling tanks should be as high as possible to help the dirt to settle. The temperature should be below 5°C in order to avoid the formation of asphaltenes, and min 7°C above the pour point of the oil to ensure pumpability.
Prefilter, items 2 and 2A To protect the separator pumps, items 3 and 3A, a prefilter should be inserted before the pumps. Design data: Capacity: See oil pump, items 3 and 3A Mesh size: 0.8-1.0 mm
Oil pump to purifier and clarifier, items 3 and 3A The pumps can be driven directly by the purifier or by an independent motor.
06.18
MAN Diesel & Turbo 1696438-4.1 Page 3 (6)
Fuel oil system – HFO
1435000 L27/38
Guidance given by the manufacturer of the seperators must be observed.
Design data: Capacity: Pressure: Temperature:
According to separator Max 2.5 bar Max 70°C
Preheater before purifier and clarifier, items 4 and 4A The preheater must be able to raise the temperature of the oil from approx 60°C to approx 98°C, which is the temperature of the oil for purifying.
HFO service tank, item 7 The service tank should be dimensioned to contain purified HFO for operating for at least 12 hours. The tank must be insulated and the oil temperature in the tank should be kept at minimum 60 °C. Depending on separating temperature and tank insulation the temperature may rise to above 90°C.
Design data: Capacity: P = v × t/1710 P: Capacity of the preheater in kW v: Flow through preheater in litres/hour t: Temperature difference approx 40°C (engine operating) Max pressure: Max pressure loss:
If aux engines are supplied from the same fuel oil system, the fuel oil consumption has to include all engines.
4 bar 0.5 bar
The specific load on heating surface for an electric preheater is recommended not to exceed 1.2 W/cm2.
Purifier/clarifier, items 5 and 6 For engines operating on HFO we recommend cleaning of the fuel oil by a purifier and a clarifier to remove water and solids. For applications with separators acting as a clarifier and purifier at the same time, we recommend to have one separator as stand-by. We recommend the automatic self-cleaning type.
Attention must be paid that the fuel oil inlet pipe is connected to the side of the tank in a position to avoid sludge and water contamination of the HFO. The feed from the service tank to the mixing pipe is to be connected in a suitable distance above the bottom of the service tank to avoid sludge and water contamination in the pipe. A vent pipe from the tank should be led up to the deck level minimum 500 mm above the tank. Precaution should be taken that water does not enter the tank through the vent pipe.
Prefilters, items 8 and 8A The pressure pumps (items 9 and 9A) must be protected by prefilters. Design data:
As a guideline for the selection of separators, the following formula can be used: Design data: Capacity: V = C × (24/T) V:The nominal capacity of the separators in litres/hour C: Consumption at MCR in litres/hour T: Daily separating time, depending on purifier (20-22 hours)
06.18
Capacity: Temperature: Mesh size:
See capacity for pressure pump Max 90°C 0.8-1.0 mm
Pressure pumps, items 9 and 9A The HFO system must be pressurised to avoid gas separation in the fuel oil piping. Pressurising is maintained by the pumps installed between the HFO service tank and the automatic filter.
MAN Diesel & Turbo 1435000
Fuel oil system – HFO
1696438-4.1 Page 4 (6)
L27/38 Design data:
Fuel oil consumption measuring, item 11
Type: Screw or gear pump with relief valve Capacity: MCR consumption + flushing oil Pressure: Max 4 bar Temperature: Max 90°C Viscosity at normal operation: Max 140 cSt (corresponding to 70°C) Viscosity for dimensioning of el–motor: 1000 cSt
For engines with pressurised HFO system a fuel consumption meter can be fitted between the automatic filter (item 10) and the mixing tank (item 12). A spring loaded valve has to be installed in parallel. In case of the measuring device, the valve will open and ensure fuel supply to the engine.
Pressure regulating valve, item 14 The pressure regulating valve is to be adjusted to a pressure of approx 4 bar and the relief valve setting for supply pumps, items 9 and 9A, is adjusted to a higher pressure. If the capacity of the pressure pumps (items 9 and 9A) exceeds the fuel oil consumption too much, or if the plant often operates at low load, the surplus oil by-passed by the pressure regulating valve has to be cooled down by a by-pass oil radiator, to avoid unintended heating of the fuel supply.
Automatic filter, item 10 An automatic filter should be installed between the supply pumps and the mixing pipe. As the flow is limited to the consumption of the engine, a filter with 10 µm mesh size should be used in order to achieve optimal filtration. In case of malfunction of the filter, a manually cleaned by-pass filter has to be installed in parallel to the automatic filter. Design data: Capacity : Pressure : Temperature : Mesh size :
MCR consumption Normally 4 bar Max 8 bar Max 90°C 10 µm absolute (main supply) 35 µm absolute (by-pass supply)
Mixing pipe, item 12 The main purpose of the mixing pipe is to ensure good ventilation of gas from the hot fuel oil. Furthermore, the mixing pipe ensures a gradual temperature balance by mixing the hot returned oil from the engine with the oil from the daily service tank thereby reducing the heat requirements from the final preheater. The mixing pipe should be dimensioned to contain fuel oil for 10-15 minutes operation at MCR load, and in any case not less than 50 litres. Minimum diameter of mixing pipe: 200 mm. Because the capacity of the fuel oil primary pump is higher than the consumption of the engine, the surplus oil from engine flange connection B4 must be returned to the mixing pipe and must be adequately insulated. The flange connection B2 must be connected to a drain tank and not to the mixing pipe.
Prefilter, item 15 To protect the fuel oil circulation pumps a duplex prefilter is recommended between the mixing pipe (item 12) and the circulating pumps (items 16 and 16A).
06.18
MAN Diesel & Turbo 1696438-4.1 Page 5 (6)
Fuel oil system – HFO
1435000 L27/38
Design data (depending on fuel type): Capacity: Operating temperature: Pressure: Pressure drop by clean filter: Pressure drop by dirty filter: Mesh size:
See the planning data Max 150°C Max 10 bar Max 0.05 bar Max 0.1 bar 0.5 – 0.8 mm
HFO circulating pump, items 16 and 16A The pressurised HFO system has a high degree of recirculation.
The above capacities include a safety margin of 15% but the necessary capacity depends on the actual fuel and condition. We will be pleased to carry out calculations for a specific condition on request.
Fuel type IF 80 final temp t= 110 °C kW
6L27/38 7L27/38 8L27/38 9L27/38
18 21 25 28
IF 180 t=131 °C kW
IF 380 t=147 °C kW
25 29 33 38
30 35 40 45
Design data (depending on fuel type): Capacity: 4 × MCR consumption Pressure: Max 8 bar Operating temperature: Max 150°C Viscosity at normal operation: 25 cSt (corresponding to 110°C) Viscosity for dimensioning of el-motor: 250 cSt (corresponding to 60°C)
Preheater, item 17
This equipment is required for all types of fuel to ensure the optimum viscosity of approx 12±2 cSt at the inlet to the fuel injection pump. The viscosimeter should be of a design which is not affected by pressure peaks produced by the injection pumps. For efficient operation, the pipe length between the HFO preheater and the viscosity control equipment should be as short as possible (or in accordance with the manufacturer’s instruction).
In order to heat the HFO to the proper viscosity before the injection valves (12±2 cSt), the oil is led through a preheater.
The viscosity control equipment should be able to switch over to thermostatic control in case of malfunctioning.
The temperature of the HFO is regulated by an automatic viscosity control unit to 85-150 °C (depending on the viscosity). The specific load on heating surface for an electric preheater is recommended not to exceed 1.2 W/cm2. Based on the minimum temperature of the oil from the HFO service tank to be 60 °C and because the fuel must be heated to temperatures indicated in the table below (corresponding to a viscosity of 12±2 cSt plus an addition of 5°C to compensate for heat loss before injection) the capacity of the preheater in kW should be minimum:
06.18
Viscosity control equipment, item 18
General piping Settling tank, service tank, and mixing pipe must be insulated. All pipes for heated oil must be insulated as well.
MAN Diesel & Turbo 1435000
Fuel oil system – HFO
1696438-4.1 Page 6 (6)
L27/38 The fuel oil pipe system must be made of seamless precision steel tubes which can be assembled by means of either cutting ring or clamp ring fittings.
Fuel oil consumption
The MDO treatment and feed system The engine is designed for pier to pier operation on HFO. However, change-over to MDO might become necessary. For instance during:
For calculating the necessary size of tank, separators, stand-by pumps, etc, the consumption stated in the planning data, based on engine MCR, should be used.
Repair of engine and fuel oil system Docking More than 5 days stop Environmental legislation requiring use of low-sulphur fuels
The consumption includes an addition for engine driven pumps plus 5% tolerance in accordance with ISO requirements.
The layout of MDO treatment and feed system should be in accordance with the recommendations for MDO.
The conversion from kg/hour to litres/hour is based on a fuel with density of 950 kg/m3 for IF 80 and 980 kg/m3 for IF 380. The low calorific heat value of the heavy fuel oil corresponds to 40,225 kJ/kg.
06.18
Heavy fuel oil (HFO) specification Prerequisites MAN four-stroke diesel engines can be operated with any heavy fuel oil obtained from crude oil that also satisfies the requirements in Table 1, providing the engine and fuel processing system have been designed accordingly. To ensure that the relationship between the fuel, spare parts and repair / maintenance costs remains favorable at all times, the following points should be observed.
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3.3.3
MAN Diesel & Turbo
Heavy fuel oil (HFO) Origin/Refinery process
The quality of the heavy fuel oil largely depends on the quality of crude oil and on the refining process used. This is why the properties of heavy fuel oils with the same viscosity may vary considerably depending on the bunker positions. Heavy fuel oil is normally a mixture of residual oil and distillates. The components of the mixture are normally obtained from modern refinery processes, such as Catcracker or Visbreaker. These processes can adversely affect the stability of the fuel as well as its ignition and combustion properties. The processing of the heavy fuel oil and the operating result of the engine also depend heavily on these factors. Bunker positions with standardised heavy fuel oil qualities should preferably be used. If oils need to be purchased from independent dealers, also ensure that these also comply with the international specifications. The engine operator is responsible for ensuring that suitable heavy fuel oils are chosen.
Different international specifications exist for heavy fuel oils. The most important specifications are ISO 8217-2010 and CIMAC-2003, which are more or less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in these specifications up to K700 can be used, providing the fuel preparation system has been designed accordingly. To use any fuels, which do not comply with these specifications (e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3 may only be used if up-to-date separators are installed. Even though the fuel properties specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" satisfy the above requirements, they probably do not adequately define the ignition and combustion properties and the stability of the fuel. This means that the operating behaviour of the engine can depend on properties that are not defined in the specification. This particularly applies to the oil property that causes formation of deposits in the combustion chamber, injection system, gas ducts and exhaust gas system. A number of fuels have a tendency towards incompatibility with lubricating oil which leads to deposits being formed in the fuel delivery pump that can block the pumps. It may therefore be necessary to exclude specific fuels that could cause problems.
Blends
The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and additives that are not manufactured from mineral oils, (coal-tar oil, for example), and residual products of chemical or other processes such as solvents
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Important
6680 3.3.3-01 EN
General
Fuels intended for use in an engine must satisfy the specifications to ensure sufficient 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 information and must therefore be observed.
Heavy fuel oil (HFO) specification
Specifications
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(polymers or chemical waste) is not permitted. Some of the reasons for this are as follows: abrasive and corrosive effects, unfavourable combustion characteristics, poor compatibility with mineral oils and, last but not least, adverse effects on the environment. The order for the fuel must expressly state what is not permitted as the fuel specifications that generally apply do not 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 as emulsifiers that cause dirt, water and catfines to be transported as fine suspension. They therefore prevent the necessary cleaning of the fuel. In our experience (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 is prohibited for environmental protection reasons according to the resolution of the IMO Marine Environment Protection Committee passed on 1st January 1992.
Viscosity (at 50 ℃)
Leak oil collectors that act as receptacles for leak oil, and also return and overflow pipes in the lube oil system, must not be connected to the fuel tank. Leak oil lines should be emptied into sludge tanks. max.
700
Viscosity/injection viscosity
max.
55
Viscosity/injection viscosity
g/ml
max.
1.010
°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)
max.
20
Combustion properties
5 or legal requirements
Sulphuric acid corrosion
0.15
Heavy fuel oil processing
mm2/s (cSt)
Viscosity (at 100 ℃) Density (at 15 °C) Flash point
Coke residue (Conradson)
Weight %
Sulphur content
Vanadium content
mg/kg
450
Heavy fuel oil processing
Water content
Vol. %
0.5
Heavy fuel oil processing
Weight %
0.1
Sediment (potential) Aluminium and silicium content (total) Acid number
mg/kg
max.
2 (12)
60
mg KOH/g
2.5
Hydrogen sulphide
mg/kg
2
Used lubricating oil (ULO)
mg/kg
Heavy fuel oil processing
The fuel must be free of lubricating oil (ULO = used lubricating oil, old oil). Fuel is considered as contaminated with lubricating oil when the following concentrations occur:
General
Heavy fuel oil (HFO) specification
Ash content
Heavy fuel oil processing
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
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Leak oil collector
Asphaltene content Sodium content
Weight %
2/3 of coke residue (according to Conradson)
Combustion properties
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. It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
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General
2011-06-21 - de
Heavy fuel oil (HFO) specification
Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil
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3.3.3
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General
Heavy fuel oil (HFO) specification
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Figure 1: ISO 8217-2010 specification for heavy fuel oil
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3.3.3
General
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Heavy fuel oil (HFO) specification
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MAN Diesel & Turbo
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
6680 3.3.3-01 EN
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Additional information The purpose of the following information is to show the relationship between the quality of heavy fuel oil, heavy fuel oil processing, the engine operation and operating results more clearly.
Selection of heavy fuel oil
Economic operation with heavy fuel oil within the limit values specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" is possible under normal operating conditions, provided the system is working properly and regular maintenance is carried out. If these requirements are not satisfied, shorter maintenance intervals, higher wear and a greater need for spare parts is to be expected. The required maintenance intervals and operating results determine, which quality of heavy fuel oil should be used. It is an established fact that the price advantage decreases as viscosity increases. It is therefore not always economical to use the fuel with the highest viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity
Heavy fuel oils with a high viscosity may be of an inferior quality. The maximum permissible viscosity depends on the preheating system installed and the capacity (flow rate) of the separator. The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of the engine must be observed. This is the only way to ensure efficient atomisation and mixture formation and therefore low-residue combustion. This also prevents mechanical overloading of the injection system. For the prescribed injection viscosity and/or the required fuel oil temperature upstream of the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing
Whether or not problems occur with the engine in operation depends on how carefully the heavy fuel oil has been processed. Particular care should be taken to ensure that highly-abrasive inorganic foreign matter (catalyst particles, rust, sand) are effectively removed. It has been shown in practice that wear as a result of abrasion in the engine increases considerably if the aluminum and silicium content is higher than 15 mg/kg.
General
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Settling tank
Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in the tank and the lower the viscosity of heavy fuel oil is, the more effective the precleaning process will be (maximum preheating temperature of 75 °C to prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient for heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavy fuel oil has a high concentration of foreign matter, or if fuels in accordance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will be required one of which must be sized for 24-hour operation. Before the content is moved to the service tank, water and sludge must be drained from the settling tank.
Separators
A separator is particularly suitable for separating material with a higher specific density – water, foreign matter and sludge, for example. The separators must be self-cleaning (i.e. the cleaning intervals must be triggered automatically). Only new generation separators should be used. They are extremely effective throughout a wide density range with no changeover required, and can separate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
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Heavy fuel oil (HFO) specification
Viscosity and density influence the cleaning effect. This must be taken into account when designing and making adjustments to the cleaning system.
Table "Achievable proportion of foreign matter and water (following separation)" shows the prerequisites that must be met by the separator. These limit values are used by manufacturers as the basis for dimensioning the separator and ensure compliance. The manufacturer's specifications must be complied with to maximize the cleaning effect.
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Application in ships and stationary use: parallel installation 1 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' current recommendations (Alpha Laval and Westfalia). The density and viscosity of the heavy fuel oil in particular must be taken into account. If separators by other manufacturers are used, MAN Diesel should be consulted. If processing is carried out in accordance with the MAN Diesel specifications and the correct separators are chosen, it may be assumed that the results stated in the table entitled "Achievable proportion of foreign matter and water" for inorganic foreign matter and water in the heavy fuel oil will be achieved at the engine inlet.
Particle size
Inorganic foreign matter including catalyst particles
Quantity
< 5 µm
< 20 mg/kg
Al+Si content
--
< 15 mg/kg
Water content
--
< 0.2 % by vol. %
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Table 2: Achievable proportion of foreign matter and water (after separation)
Water
It is particularly important to ensure that the water separation process is as thorough as possible as the water takes the form of large droplets, and not a finely distributed emulsion. In this form, water also promotes corrosion and sludge formation in the fuel system and therefore impairs the supply, atomisation and combustion of the heavy fuel oil. If the water absorbed in the fuel is seawater, harmful sodium chloride and other salts dissolved in this water will enter the engine.
6680 3.3.3-01 EN
General
Definition
Heavy fuel oil (HFO) specification
Results obtained during operation in practiсe show that the wear occurs as a result of abrasion in the injection system and the engine will remain within acceptable limits if these values are complied with. In addition, an optimum lubricating oil treatment process must be ensured.
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Water-containing sludge must be removed from the settling tank before the separation process starts, and must also be removed from the service tank at regular intervals. The tank's ventilation system must be designed in such a way that condensate cannot flow back into the tank.
Vanadium/Sodium
If the vanadium/sodium ratio is unfavorable, the melting point of the heavy fuel oil ash may fall in the operating area of the exhaust-gas valve which can lead to high-temperature corrosion. Most of the water and water-soluble sodium compounds it contains can be removed by pretreating the heavy fuel oil in the settling tank and in the separators. The risk of high-temperature corrosion is low if the sodium content is one third of the vanadium content or less. It must also be ensured that sodium does 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 a higher quantity of salt deposits in the combustion chamber and exhaust-gas system. This will impair the function of the engine (including the suction function of the turbocharger).
General
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Ash
Fuel ash consists for the greater part of vanadium oxide and nickel sulphate (see above chapter for more information). Heavy fuel oils containing a high proportion of ash in the form of foreign matter, e.g. sand, corrosion compounds and catalyst particles, accelerate the mechanical wear in the engine. Catalyst particles produced as a result of the catalytic cracking process may be present in the heavy fuel oils. In most cases, these are aluminium silicate particles that cause a high degree of wear in the injection system and the engine. The aluminium content determined, multiplied by a factor of between 5 and 8 (depending on the catalytic bond), is roughly the same as the proportion of catalyst remnants in the heavy fuel oil.
Homogeniser
If a homogeniser is used, it must never be installed between the settling tank and separator as otherwise it will not be possible to ensure satisfactory separation of harmful contaminants, particularly seawater.
Flash point (ASTM D 93)
National and international transportation and storage regulations governing the use of fuels must be complied with in relation to the flash point. In general, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour (ASTM D 97)
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 higher than 0 °C, the bunker facility must be preheated, unless fuel in accordance with RMA or RMB is used. The entire bunker facility must be designed in such a way that the heavy fuel oil can be preheated to around 10 °C above the pour point.
Pump characteristics
If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the temperature 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)”.
Combustion properties
If the proportion of asphalt is more than two thirds of the coke residue (Conradson), combustion may be delayed which in turn may increase the formation of combustion residues, leading to such as deposits on and in the injection nozzles, large amounts of smoke, low output, increased fuel consumption and a rapid rise in ignition pressure as well as combustion close to the cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt to coke residues reaches the limit 0.66, and if the asphalt content exceeds 8%, the risk of deposits forming in the combustion chamber and injection 6680 3.3.3-01 EN
2011-06-21 - de
Heavy fuel oil (HFO) specification
Under certain conditions, high-temperature corrosion can be prevented by using a fuel additive that increases the melting point of the heavy fuel oil ash (also see "Additives for heavy fuel oils”).
system is higher. These problems can also occur when using unstable heavy fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an increased deposition of asphalt (see "Compatibility”).
Ignition quality
Nowadays, to achieve the prescribed reference viscosity, cracking-process products are used as the low viscosity ingredients of heavy fuel oils although the ignition characteristics of these oils may also be poor. The cetane number of these compounds should be < 35. If the proportion of aromatic hydrocarbons is high (more than 35 %), this also adversely affects the ignition quality.
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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 the oil film at the cylinder liner and also high cylinder pressures. The ignition delay and accompanying increase in pressure in the cylinder are also influenced by the end temperature and compression pressure, i.e. by the compression ratio, the charge-air pressure and charge-air temperature. The disadvantages of using fuels with poor ignition characteristics can be limited by preheating the charge air in partial load operation and reducing the output for a limited period. However, a more effective solution is a high compression ratio and operational adjustment of the injection system to the ignition characteristics of the fuel used, as is the case with MAN Diesel piston engines. The ignition quality is one of the most important properties of the fuel. This value does not appear in the international specifications because a standardised testing method has only recently become available and not enough experience has been gathered at this point in order to determine limit values. The parameters, such as the calculated carbon aromaticity index (CCAI), are therefore aids that are derived from quantifiable fuel properties. We have established that this method is suitable for determining the approximate ignition quality of the heavy fuel oil used.
6680 3.3.3-01 EN
General
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As the liquid components of the heavy fuel oil decisively influence the ignition quality, flow properties and combustion quality, the bunker operator is responsible for ensuring that the quality of heavy fuel oil delivered is suitable for the diesel engine. (Also see illustration entitled "Nomogram for determining the CCAI – assigning the CCAI ranges to engine types").
Heavy fuel oil (HFO) specification
A testing instrument has been developed based on the constant volume combustion method (fuel combustion analyser FCA) and is currently being tested by a series of testing laboratories. The instrument measures the ignition delay to determine the ignition quality of a fuel and this measurement is converted into a an instrument-specific cetane 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 cause operating problems.
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V Viscosity in mm2/s (cSt) at 50° C D Density [in kg/m3] at 15° C
CCAI Calculated Carbon Aromaticity Index
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to engine types
The CCAI can be calculated using the following formula:
Sulphuric acid corrosion
10 (12)
The engine should be operated at the cooling water temperatures prescribed in the operating handbook for the relevant load. If the temperature of the components that are exposed to acidic combustion products is below the acid dew point, acid corrosion can no longer be effectively prevented, even if alkaline lubricating oil is used. The BN values specified in Section 3.3.6 are sufficient, providing the quality of lubricating oil and the engine's cooling system satisfy the requirements.
6680 3.3.3-01 EN
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CCAI = D - 141 log log (V+0.85) - 81
General
Heavy fuel oil (HFO) specification
1 Engine type
A Normal operating conditions B The ignition characteristics can be poor and require adapting the engine or the operating conditions. C Problems identified may lead to engine damage, even after a short period of operation. 2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils.
Compatibility
The supplier must guarantee that the heavy fuel oil is homogeneous and remains stable, even after the standard storage period. If different bunker oils are mixed, this can lead to separation and the associated sludge formation in the fuel system during which large quantities of sludge accumulate in the separator that block filters, prevent atomisation and a large amount of residue as a result of combustion. This is due to incompatibility or instability of the oils. Therefore heavy fuel oil as much as possible should be removed in the storage tank before bunkering again to prevent incompatibility.
Blending the heavy fuel oil
If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain the required quality or viscosity of heavy fuel oil, it is extremely important that the components are compatible (see "Compatibility").
Additives for heavy fuel oils
MAN Diesel & Turbo SE engines can be operated economically without additives. It is up to the customer to decide whether or not the use of additives is beneficial. The supplier of the additive must guarantee that the engine operation will not be impaired by using the product.
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The use of heavy fuel oil additives during the warranty period must be avoided as a basic principle. Additives that are currently used for diesel engines, as well as their probable effects on the engine's operation, are summarised in the table below "Additives for heavy fuel oils – classification/effects". ▪
Dispersing agents/stabilisers
▪
Emulsion breakers
▪
Biocides
Combustion additives
▪
Combustion catalysts (fuel savings, emissions)
Post-combustion additives
▪
Ash modifiers (hot corrosion)
▪
Soot removers (exhaustgas system)
Precombustion additives
From the point of view of an engine manufacturer, a lower limit for the sulphur content of heavy fuel oils does not exist. We have not identified any problems with the low-sulphur heavy fuel oils currently available on the market that can be traced back to their sulphur content. This situation may change in future if new methods are used for the production of low-sulphur heavy fuel oil (desulphurisation, new blending components). MAN Diesel & Turbo will monitor developments and inform its customers if required.
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If the engine is not always operated with low-sulphur heavy fuel oil, corresponding lubricating oil for the fuel with the highest sulphur content must be selected.
Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed.
6680 3.3.3-01 EN
General
Heavy fuel oils with low sulphur content
Heavy fuel oil (HFO) specification
Table 3: Additives for heavy fuel oils – Classification/effects
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Tests Sampling
To check whether the specification provided and/or the necessary delivery conditions are complied with, we recommend you retain at least one sample of 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 sample should be taken from the transfer line when starting up, halfway through the operating period and at the end of the bunker period. “Sample Tec" by Mar-Tec in Hamburg is a suitable testing instrument which can be used to take samples on a regular basis during bunkering.
Analysis of samples
Our department for fuels and lubricating oils (Augsburg factory, department EQC) will be pleased to provide further information on request.
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General
Heavy fuel oil (HFO) specification
We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test.
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6680 3.3.3-01 EN
Diesel oil (MDO) specification Marine diesel oil Other designations Origin
Marine diesel oil, marine diesel fuel. Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-FDMB) exclusively for marine applications. MDO is manufactured from crude oil and must be free of organic acids and non-mineral oil products.
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3.3.2
MAN Diesel & Turbo
Specification The suitability of fuel depends on the design of the engine and the available cleaning options, as well as compliance with the properties in the following table that refer to the as-delivered condition of the fuel. The properties are essentially defined using the ISO 8217-2010 standard as the basis. The properties have been specified using the stated test procedures. Properties
Unit
Testing method
ISO-F specification
Designation DMB
kg/m3
ISO 3675
900
mm2/s ≙ cSt
ISO 3104
> 2,0 < 11 *
Pour point (winter quality)
°C
ISO 3016
<0
Pour point (summer quality)
°C
Flash point (Pensky Martens)
°C
ISO 2719
> 60
% by weight
ISO CD 10307
0.10
% 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
-
ISO 5165
> 35
mg/kg
IP 570
<2
mg KOH/g
ASTM D664
< 0.5
Oxidation resistance
g/m3
ISO 12205
< 25
Lubricity (wear scar diameter)
μm
ISO 12156-1
< 520
-
ISO 2160
<1
Total sediment content Water content
Cetane number or cetane index Hydrogen sulphide Acid value
Copper strip test
<6
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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 exceed 6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
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General
Kinematic viscosity at 40 °C
Diesel oil (MDO) specification
Density at 15 °C
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Additional information During transshipment and transfer, MDO is handled in the same manner as residual oil. This means that it is possible for the oil to be mixed with highviscosity fuel or heavy fuel oil – with the remnants of these types of fuels in the bunker ship, for example – that could significantly impair the properties of the oil.
Lubricity
Normally, the lubricating ability of diesel oil is sufficient to operate the fuel injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may no longer be sufficient. Before using diesel fuels with low sulphur content, you should therefore ensure that their lubricity is sufficient. This is the case if the 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 following concentrations 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. The lowest temperature of the fuel in the system should be roughly 10 °C above the pour point to ensure that the required pumping characteristics are maintained. A minimum viscosity must be observed to ensure sufficient lubrication in the fuel injection pumps. The temperature of the fuel must therefore not exceed 45 °C. Seawater causes the fuel system to corrode and also leads to hot corrosion of the exhaust valves and turbocharger. Seawater also causes insufficient atomisation and therefore poor mixture formation accompanied by a high proportion of combustion residues. Solid foreign matter increase mechanical wear and formation of ash in the cylinder space. We recommend the installation of a separator upstream of the fuel filter. Separation temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst particles) and water can be removed, and the cleaning intervals of the filter elements can be extended considerably.
If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed.
We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test.
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Analyses
General
Diesel oil (MDO) specification
Improper handling of operating fluids
Gas oil / diesel oil (MGO) specification Diesel oil Other designations
Gas oil, marine gas oil (MGO), diesel oil Gas oil is a crude oil medium distillate and therefore must not contain any residual materials.
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3.3.1
MAN Diesel & Turbo
Military specification Diesel oils that satisfy specification F-75 or F-76 may be used.
Specification The suitability of fuel depends on whether it has the properties defined in this specification (based on its composition in the as-delivered state). The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards have been extensively used as the basis when defining these properties. The properties correspond to the test procedures stated. Properties
Unit
Test procedure
Typical value
kg/m3
ISO 3675
≥ 820.0 ≤ 890.0
mm2/s (cSt)
ISO 3104
≥2 ≤ 6.0
in summer and in winter
°C °C
DIN EN 116 DIN EN 116
≤0 ≤ -12
Flash point in closed cup
°C
ISO 2719
≥ 60
weight %
ISO 3735
≤ 0.01
Vol. %
ISO 3733
≤ 0.05
ISO 8754
≤ 1.5
ISO 6245
≤ 0.01
ISO CD 10370
≤ 0.10
mg/kg
IP 570
<2
mg KOH/g
ASTM D664
< 0.5
g/m3
ISO 12205
< 25
μm
ISO 12156-1
< 520
Cetane number or cetane index
-
ISO 5165
≥ 40
Copper strip test
-
ISO 2160
≤1
Density at 15 °C Kinematic viscosity at 40 °C
Water content Sulphur content Ash
weight %
Coke residue (MCR) Hydrogen sulphide Acid number Oxidation stability
2011-07-06 - de
Lubricity (wear scar diameter)
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.
6680 3.3.1-01 EN
General
Sediment content (extraction method)
Gas oil / diesel oil (MGO) specification
Filterability*
1 (2)
3.3.1
MAN Diesel & Turbo
6680 3.3.1-01
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud point in accordance with ISO 3015
Additional information Use of diesel oil
If distillate intended for use as heating oil is used with stationary engines instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or no. 2 according to ASTM D 396), the ignition behaviour, stability and behaviour at low temperatures must be ensured; in other words the requirements for the filterability and cetane number must be satisfied.
Viscosity
To ensure sufficient lubrication, a minimum viscosity must be ensured at the fuel pump. The maximum temperature required to ensure that a viscosity of more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on the fuel viscosity. In any case, the fuel temperature upstream of the injection pump must not exceed 45 °C.
Lubricity
Normally, the lubricating ability of diesel oil is sufficient to operate the fuel injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may no longer be sufficient. Before using diesel fuels with low sulphur content, you should therefore ensure that their lubricity is sufficient. This is the case if the 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 diesel fuel in accordance with EN 590 as this characteristic value is an integral part of the specification.
Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed.
2011-07-06 - de
We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test.
General
Gas oil / diesel oil (MGO) specification
Analyses
2 (2)
6680 3.3.1-01 EN
Bio fuel specification Biofuel Other designations Origin
Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat Biofuel is derived from oil plants or old cooking oil.
6680 3.3.1-02
3.3.1
MAN Diesel & Turbo
Provision Transesterified and non-transesterified vegetable oils can be used. Transesterified biofuels (biodiesel, FAME) must comply with the standard EN 14214. Non-transesterified biofuels must comply with the specifications listed in Table 1. These specifications are based on experience to d/ate. As this experience is limited, these must be regarded as recommended specifications that can be adapted if necessary. If future experience shows that these specifications are too strict, or not strict enough, they can be modified accordingly to ensure safe and reliable operation. When operating with bio-fuels, lubricating oil that would also be suitable for operation with diesel oil (see Sheet 3.3.5) must be used.
Density at 15 °C
900 - 930 kg/m
Flash point
DIN EN ISO 3675, EN ISO 12185
> 60 °C
DIN EN 22719
> 35 MJ/kg (typical: 37 MJ/kg)
DIN 51900-3
Viscosity/50 °C
< 40 cSt (corresponds to a viscosity/40 °C of < 60 cSt)
DIN EN ISO 3104
Cetane number
> 40
FIA
< 0.4%
DIN EN ISO 10370
< 200 ppm
DIN EN 12662
>5h
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
< 5 mg KOH/g
DIN EN ISO 660
< 10 °C below the lowest temperature in the fuel system
EN 116
lower calorific value
Coke residue Sediment content Oxidation stability (110 °C)
TAN (total acid number) Filterability 2011-03-25 - de
Test method 3
Table 1: Non-transesterified bio-fuel - Specifications
6680 3.3.1-02 EN
General
Unit
Bio fuel specification
Properties/Characteristics
1 (2)
3.3.1
MAN Diesel & Turbo
6680 3.3.1-02
Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed.
Analyses
2011-03-25 - de
General
Bio fuel specification
We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test.
2 (2)
6680 3.3.1-02 EN
MAN Diesel & Turbo 3700063-9.0 Page 1 (2)
Explanatory notes for biofuel
1435000 L21/31 L27/38
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.
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 following aspects: •
In general no part of the fuel oil system must be cooled down below pour pont of the used biofuel.
•
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.
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.
Categori 2 - not transesterified biofuel and pour point below 20° C
•
To prevent injection nozzles from clogging indicator filter size 0.010 mm has to be used instead of 0.034 mm.
Categori 1 - transesterified biofuel For example: •
Biodiesel (FAME)
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: • • • •
11.01
Palm oil Stearin Animal fat Frying fat
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 category 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 1435000
Explanatory notes for biofuel
3700063-9.0 Page 2 (2)
L21/31 L27/38 Requirements on engine
Please be aware
•
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.
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 necessary:
•
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.
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%
11.01
3.3.4
MAN Diesel & Turbo
Figure 1: Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown on the horizontal axis and the viscosity is shown on the vertical axis. The diagonal lines correspond to viscosity-temperature curves of fuels with different reference viscosities. The vertical viscosity axis in mm2/s (cSt) applies for 40, 50 or 100 °C.
2011-03-25 - de
Determining the viscosity-temperature curve and the required preheating temperature Example: Heavy fuel oil with 180 mm²/s at 50 °C
Prescribed injection viscosity in mm²/s
Required temperature of heavy fuel oil at engine inlet* in °C
≥ 12
126 (line c)
≤ 14
119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating temperature
6680 3.3.4-01 EN
General
Explanations of viscosity-temperature diagram
Viscosity-temperature diagram (VT diagram)
Viscosity-temperature diagram (VT diagram)
Viscosity-temperature diagram (VT diagram)
1 (2)
3.3.4
MAN Diesel & Turbo
Viscosity-temperature diagram (VT diagram)
* With these figures, the temperature drop between the last preheating device 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 viscosity of 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity of fuel that the pump can deliver. A heavy fuel oil discharge temperature of 152 °C is reached when using a recent state-of-the-art preheating device with 8 bar saturated steam. At higher temperatures there is a risk of residues forming in the preheating system – this leads to a reduction in heating output and thermal overloading of the 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 and the injection valve must be suitably insulated to limit the maximum drop in temperature to 4 °C. This is the only way to achieve the necessary injection viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700 mm2/s at 50 °C (the maximum viscosity as defined in the international specifications such as ISO CIMAC or British Standard). If heavy fuel oil with a low reference viscosity is used, the injection viscosity should ideally be 12 mm2/s in order to achieve more effective atomisation to reduce the combustion residue. The delivery pump must be designed for heavy fuel oil with a viscosity of up to 1 000 mm2/s. The pour point also determines whether the pump is capable of transporting the heavy fuel oil. The bunker facility must be designed so as to allow the heavy fuel oil to be heated to roughly 10 C above the pour point.
Viscosity
This can be avoided by monitoring the temperature of the fuel. Although the maximum permissible temperature depends on the viscosity of the fuel, it must 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.
2011-03-25 - de
If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of MAN Diesel & Turbo SE in Augsburg.
General
Viscosity-temperature diagram (VT diagram)
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the engine must be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizing of the pump plunger or nozzle needle valves as a result of insufficient lubrication.
2 (2)
6680 3.3.4-01 EN
MAN Diesel & Turbo 1694924-9.2 Page 1 (4)
Lubricating Oil System
1440000 L27/38
General
Lub Oil Consumption
The engine features an entirely closed wet sump lub oil system, ensuring easy installation and no risk of dirt entering the lub oil circuit.
The lub oil consumption is 0.5-0.8 g/kWh (always referring to MCR).
The helical gear type lub oil pump is installed in the front-end box and draws the oil from the sump. Via a double check valve with connection for stand-by pump, the oil flows to the pressure regulator, through the built-on lub oil plate cooler and the integrated automatic lub oil filter to the engine. The back-flush oil from the filter is drained to the sump. A purifier must be connected to maintain proper condition of the lub oil. Integrated thermostatic elements ensure a constant lub oil temperature to the engine.
It should, however, be observed that during the running-in period the lub oil consumption may exceed the values stated: Engine type 6L27/38 7L27/38 8L27/38 9L27/38
Lub oil consumption [litres/hour] 1.1 - 1.8 1.3 - 2.1 1.5 - 2.4 1.7 - 2.7
Lub Oil Requirements Only lub oils meeting the requirements in the “List of Lubricating Oils” may be used. Within the guarantee period, only lub oils approved by us should be used, unless a written statement has been given.
09.28
MAN Diesel & Turbo 1694924-9.2 Page 2 (4)
Lubricating oil system
1440000 L27/38 Lub oil system
The lub oil system is the same for both MDO and HFO operation.
DN 32
Filling from lub. oil storage tank
PT 1225
D12
D7
D8
D4
DN **
7 PSL 1221
DN x
1
2 D5
6
LSH 1231
H TE
5
A B 4 C
1224
2047045-5.3
PT PT 1224A 1224B
DN xx
TE 1223
3
TE 1222
DN 32 21
23 22
20
DN 32 Flushing outlet Cent. water outlet
Pipe dimension for DN** 6 cyl. DN65
7 cyl. DN65
8 cyl. DN80
Item Description 1 2 3 4 5 6 7 20 21 22 23
Lub oil pump, attached Lub oil pump, stand-by Lub oil cooler Thermostatic valve Automatic backflush filter Lub oil presure control valve Strainer (magnetic insert) Prefilter for lub. oil purifier Lub oil purifier pump Preheater for lub. oil purifier Lub oil purifier
9 cyl. DN80
Connections: D4 Lub oil stand-by pump, suction D5 Lub oil stand-by pump, pressure D7 Lub oil to purifier D8 Lub oil filler D12 Filling of lub oil H Venting of crankcase Automatic backflush filter (item 5): Flushing outlet to sump 5A Filter Filter 5C outlet inlet 5B
5A Backflush filter unit, 25 µm 5B Pressure controlled by-pass valve 5C Back-up filter in line, 50 µm Fig 1 Lub oil diagram 09.28
MAN Diesel & Turbo 1694924-9.2 Page 3 (4)
Lubricating Oil System
1440000 L27/38
Lub oil stand–by pump, item 2
Lub oil thermostatic valve, item 4
To ensure good suction conditions for the lub oil pump, the pump should be placed as low as possible.
The integrated thermostatic valve has 4 elements and controls the inlet temperature to the engine. The nominal set-point is 66 °C. Manual override is featured when required by the classification society concerned.
The suction pipe should be as short and with as few bends as possible in order to prevent cavitation of the pump. The lub oil stand-by pump also acts as a priming pump for the engine prior to start.
Automatic lub oil, back-flushing filter, item 5
Design data:
The built-on automatic lub oil filter has 2 filtering stages:
Capacity: See planning data Pressure: Min 5 bar Temperature: Max 85 °C Viscosity at normal operation: 40 cSt (corresponding to 70 °C) Max viscosity for dimensioning of el-motor: 1000 cSt (corresponding to 12 °C for SAE 40 oil)
The primary filter contains several filter candles with a filter mesh of 25 µm corresponding to a nominal filtration degree of 20 µm. The back-flushing facility operates continuously by means of the oil pressure. The back flushing oil is led to the oil sump.
The turbocharger is connected into the same piping system and must not be primed for more than 5 minutes. The motor starter for the stand-by pump must be fitted with time and auxiliary relays limiting the stand-by pump to run for 5 minutes only.
The pressure drop across the filter candles is approx 0.2 bar with clean filter.
When we are to supply the motor starter, the function described is built-in. When the motor starter is not included in our scope of supply, a drawing showing the components and connections required will be forwarded.
The filtered oil is always passing the secondary filter with a filter mesh of 50 µm.
Lub oil cooler, item 3
Lub oil pressure control valve, item 6
The lub oil cooler with stainless steel plates is builton to the engine. All connections are integrated in cooler/front-end box.
The control valve ensures a correct lub oil pressure also in case of operation with the lub oil stand-by pump.
The heat dissipation appears from the planning data.
Strainer with magnetic insert, item 7
In case the pressure drop exceeds 2 bar, by-pass valves in the filter will open.
This filter also acts as a safety filter in case the bypass valves are open.
The strainer is part of the suction pipe in the oil sump.
09.28
MAN Diesel & Turbo Lubricating oil system
1440000
1694924-9.2 Page 4 (4)
L27/38 Prefilter, item 20
Lub oil preheating
To protect the purifier pump, item 21, a prefilter should be inserted before the pump.
In case engine stopped for a larger period it can be required to install a preheater which can maintain at least 40 °C in case engine has a longer stand still period.
Design data: Capacity: Mesh size:
See oil pump, item 21 0.8-1.0 mm
Lub oil pump to purifier, item 21 The pump can be driven directly by the purifier or by an independent motor. Design data: Capacity: V: F: P:
The preheater must be enlarged in size if necessary, so that it can heat the content of the service tank to 40 °C within 4 hours.
Lub oil purifier, item 23 V=FxP
Pump capacity in litres/hour MDO - 0.32 HFO - 0.38 Power of the engine in kW at MCR
Pressure:
Preheating the lub oil to 40 °C is effected by the preheater of the seperator via the free-standing pump.
Max 2.5 bar
The circulating oil will gradually be contaminated by products of combustion, water and/or acid. In some instances cat_fines may also be present. In order to prolong the interval between the exchange of oil it is necessary to install an automatic self_cleaning lub oil purifier dimensioned to handle a flow of approx 0.32-0.38 l/kWh.
Temperature: Max 95°C
As a guideline for the selection of purifier, the following formula can be used:
Preheater before lub oil purifier, item 22
The preheater must be able to raise the temperature of the oil from approx 65°C to approx 95°C, which is the temperature of the oil for purifying.
V: The nominal capacity of the purifier in litres/ hour F: MDO - 0.32 HFO - 0.38 P: Power of the engine in kW at MCR T: Daily separating time, depending on purifier (22_24 hours)
Capacity:
C = V x t/1800
C: V:
Capacity of the preheater in kW Flow through preheater in litres/hour - defined from the capacity of the purifier. t: Temperature difference 35°C (engine operating) Max pressure 4 bar Max pressure loss 0.5 bar
V = F x P x (24/T)
Guidance given by the manufacturer of the purifier must be observed.
Specific load on heating surface for an electric preheater must not exceed 0.8 W/cm2 .
09.28
General The specific output achieved by modern diesel engines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully selected. Medium alkalinity lubricating oils have a proven track record as lubricants for the moving parts and turbocharger cylinder and for cooling the pistons. Lubricating oils of medium alkalinity contain additives that, in addition to other properties, ensure a higher neutralisation reserve than with fully compounded 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 in accordance with the manufacturer's instructions. Only lubricating oils that have been approved by MAN Diesel & Turbo may be used. These are listed in the table entitled "Lubricating oils approved for use in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
Specifications Base oil
The base oil (doped lubricating oil = base oil + additives) must have a narrow distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability. The base oil must comply with the limit values in the table below, particularly in terms of its resistance to ageing: Properties/Characteristics
Unit
Test method
Limit value
-
-
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
-
MAN ageing oven *
-
Insoluble n-heptane
Weight %
ASTM D 4055 or DIN 51592
< 0.2
Evaporation loss
Weight %
-
<2
-
MAN Diesel test
Precipitation of resins or asphalt-like ageing products must not be identifiable.
Make-up
Ageing tendency following 100 hours of heating up to 135 °C
2012-02-23 - de
Spot test (filter paper)
Table 1: Base oils - target values * Works' own method
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties: oil
6680 3.3.6-01 EN
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
3.3.6
MAN Diesel & Turbo
1 (5)
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
3.3.6
MAN Diesel & Turbo Additives
The additives must be dissolved in the oil and their composition must ensure that after combustion as little ash as possible is left over, even if the engine is provisionally operated with distillate oil. The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners. Additives must not increase the rate, at which the filter elements in the active or used condition are blocked.
Washing ability
The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion. The lubricating oil must not absorb the deposits produced by the fuel.
Dispersion capability
The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering properties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber. For tips on selecting the base number, refer to the table entitled “Base number to be used for various operating conditions".
Evaporation tendency
The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected.
Additional requirements
The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants.
2 (5)
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
Neutralisation properties (BN)
Lubricating oils with medium alkalinity and a range of neutralisation capabilities (BN) are available on the market. According to current knowledge, a relationship can be established between the anticipated operating conditions and the BN number as shown in the table entitled "Base number to be used for various operating conditions". However, the operating results are still the overriding factor in determining which BN number produces the most efficient engine operation.
Approx. BN of 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 sulphur content 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 51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
6680 3.3.6-01 EN
2012-02-23 - de
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General
Lubricating oil selection
Approx. BN of fresh oil (mg KOH/g oil)
Engines/Operating conditions
40
Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corresponding 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 for exclusively 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 insufficient with 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
Operation with low-sulphur fuel
To comply with the emissions regulations, the sulphur content of fuels used nowadays varies. Fuels with a low-sulphur content must be used in environmentally-sensitive areas (SECA). Fuels with a higher sulphur content may be used outside SECA zones. In this case, the BN number of the lubricating oil selected must satisfy the requirements for operation using fuel with a highsulphur content. A lubricating oil with low BN number may only be selected if fuel with a low-sulphur content is used exclusively during operation. However, the results obtained in practiсe that demonstrate the most efficient engine operation are the factor that ultimately determines, which additive fraction is permitted.
Cylinder lubricating oil
In engines with separate cylinder lubrication systems, the pistons and cylinder 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 of the fuel to be used and the anticipated operating conditions. Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil can be used instead in exceptional cases. In this case, it makes no difference whether synthetic or mineral-based oils are used.
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
3.3.6
MAN Diesel & Turbo
2012-02-23 - de
Experience with the drive engine L27/38 has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator for UG723+ can reach temperatures higher than 93 °C. In these cases, we recommend using synthetic oil such as Castrol Alphasyn HG150. Engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives
The use of other additives with the lubricating oil, or the mixing of different brands (oils by different manufacturers), is not permitted as this may impair the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ warranty
Most of the mineral oil companies are in close regular contact with engine manufacturers, and can therefore provide information on which oil in their specific product range has been approved by the engine manufacturer for the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of their products. If you have any questions, we will be happy to provide you with further information.
Oil during operation
There are no prescribed oil change intervals for MAN Diesel & Turbo medium speed engines. The oil properties must be regularly analysed. The oil can be used 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
6680 3.3.6-01 EN
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General
The military specification for these oils is O-236.
3 (5)
4 (5)
MAN Diesel & Turbo be analysed every 1-3 months (see maintenance schedule). The quality of the oil can only be maintained if it is cleaned using suitable equipment (e.g. a separator or filter).
Temporary operation with gas oil
Due to current and future emission regulations, heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in these regions instead. If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a lubricating 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 more than 1000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the same manufacturer as the lubricating oil is used for HFO operation with higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be sufficient to use BN 20 oil when replenishing the used lubricating oil. If you wish to operate the engine with HFO once again, it will be necessary to change over in good time to lubricating oil with a higher BN (30 – 55). If the lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In doing so, the lubricating oil with higher BN (30 – 55) must be used to replenish 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 periods)
ISO 3733 or ASTM D 1744
n-heptane insoluble
max. 1.5 %
DIN 51592 or IP 316
Metal content
depends on engine type and operating conditions
Guide value only
.
Fe Cr Cu Pb Sn Al
max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample is required for the test. Base Number (mgKOH/g) Manufacturer
20
30
40
50
AEGEAN
——
Alfamar 430
Alfamar 440
Alfamar 450
AGIP
——
Cladium 300
Cladium 400
——
6680 3.3.6-01 EN
2012-02-23 - de
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
3.3.6
Base Number (mgKOH/g) Manufacturer
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 20DP40 Taro 20DP40X
Taro 30DP40 Taro 30DP40X
Taro 40XL40 Taro 40XL40X
Taro 50XL40 Taro 50XL40X
EXXON MOBIL
—— ——
Mobilgard M430 Exxmar 30 TP 40
Mobilgard M440 Exxmar 40 TP 40
Mobilgard M50
LUKOIL
Navigo TPEO 20/40
Navigo TPEO 30/40
Navigo TPEO 40/40
Navigo TPEO 50/40 Navigo 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 40 Argina XX 40
TOTAL LUBMARINE
——
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 used
2012-02-23 - de
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General
MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils.
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
3.3.6
MAN Diesel & Turbo
6680 3.3.6-01 EN
5 (5)
General The specific output achieved by modern diesel engines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully selected. Doped lubricating oils (HD oils) have a proven track record as lubricants for the drive, cylinder, turbocharger and also for cooling the piston. Doped lubricating oils contain additives that, amongst other things, ensure dirt absorption capability, cleaning of the engine and the neutralisation of acidic combustion products. Only lubricating oils that have been approved by MAN Diesel & Turbo may be used. These are listed in the tables below.
Specifications Base oil
The base oil (doped lubricating oil = base oil + additives) must have a narrow distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability. The base oil must comply with the following limit values, particularly in terms of its resistance to ageing. Properties/Characteristics
Unit
Test method
Limit value
-
-
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
-
MAN ageing oven *
-
Insoluble n-heptane
Weight %
ASTM D 4055 or DIN 51592
< 0.2
Evaporation loss
Weight %
-
<2
-
MAN Diesel test
Precipitation of resins or asphalt-like ageing products must not be identifiable.
Make-up
Ageing tendency following 100 hours of heating up to 135 °C
Spot test (filter paper)
Table 1: Base oils - target values
2012-02-23 - de
* Works' own method
Compounded lubricating oils (HD oils) Additives
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 ensure that as little ash as possible remains after combustion.
6680 3.3.5-01 EN
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
3.3.5
MAN Diesel & Turbo
1 (5)
2 (5)
MAN Diesel & Turbo The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners. Additives must not increase the rate, at which the filter elements in the active or used condition are blocked.
Washing ability
The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion.
Dispersion capability
The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering properties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber.
Evaporation tendency
The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected.
Additional requirements
The lubricating oil must not contain viscosity index improver. Fresh oil must not 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
Doped oil quality
We recommend doped lubricating oils (HD oils) according to international specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg KOH/g. Military specification O-278 lubricating oils may be used. The operating conditions of the engine and the quality of the fuel determine the additive fractions the lubricating oil should contain. If marine diesel oil is used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base number of appr. 20 should be selected. However, the operating results that ensure the most efficient engine operation ultimately determine the additive content.
Cylinder lubricating oil
In engines with separate cylinder lubrication systems, the pistons and cylinder 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 of the fuel to be used and the anticipated operating conditions. Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil can be used instead in exceptional cases. In this case, it makes no difference whether 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 temperature of the Woodward controller UG10MAS and corresponding actuator for UG723+ can reach temperatures higher than 93 °C. In these cases, we recommend using synthetic oil such as Castrol Alphasyn HG150. Engines supplied after March 2005 are already filled with this oil. 6680 3.3.5-01 EN
2012-02-23 - de
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
3.3.5
The use of other additives with the lubricating oil, or the mixing of different brands (oils by different manufacturers), is not permitted as this may impair the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ warranty
Most of the mineral oil companies are in close regular contact with engine manufacturers, and can therefore provide information on which oil in their specific product range has been approved by the engine manufacturer for the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of their products. If you have any questions, we will be happy to provide you with further information.
Oil during operation
There are no prescribed oil change intervals for MAN Diesel & Turbo medium speed engines. The oil properties must be regularly analysed. The oil can be used 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 be analysed every 1-3 months (see maintenance schedule). The quality of the oil can only be maintained if it is cleaned using suitable equipment (e.g. a separator or filter).
Temporary operation with gas oil
Due to current and future emission regulations, heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in these regions instead. If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a lubricating 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 more than 1000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the same manufacturer as the lubricating oil is used for HFO operation with higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be sufficient to use BN 20 oil when replenishing the used lubricating oil. If you wish to operate the engine with HFO once again, it will be necessary to change over in good time to lubricating oil with a higher BN (30 – 55). If the lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In doing so, the lubricating oil with higher BN (30 – 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample is required for the test.
2012-02-23 - de
Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed.
6680 3.3.5-01 EN
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General
Lubricating oil additives
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
3.3.5
MAN Diesel & Turbo
3 (5)
4 (5)
MAN Diesel & Turbo 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 and diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up to 2.0 weight %, a base number of appr. 20 should be selected.
1)
2)
With a sulphur content of less than 1 %
No liability assumed if these oils are used MAN Diesel & Turbo SE does not assume liability for problems that occur 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 periods)
ISO 3733 or ASTM D 1744
n-heptane insoluble
max. 1.5 %
DIN 51592 or IP 316
6680 3.3.5-01 EN
2012-02-23 - de
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
3.3.5
Limit value Metal content
Procedure
depends on engine type and operating conditions
Guide value only
.
Fe Cr Cu Pb Sn Al
max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm
When operating with biofuels: biofuel fraction
max. 12 %
2012-02-23 - de
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General
Table 4: Limit values for used lubricating oil
FT-IR
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
3.3.5
MAN Diesel & Turbo
6680 3.3.5-01 EN
5 (5)
MAN Diesel & Turbo 3700212-6.1 Page 1 (4)
Starting air system
1450000 L21/31 L27/38
General The compressed air system on the engine consists of a starting system, starting control system and safety system. Further, the system supplies air to the jet system and the stop cylinders on each fuel injection pump. The compressed air is supplied from the starting air receivers (30 bar) through a reduction station, where from compressed air at max. 10 bar is supplied to the engine. The reduction station should be located as near the starting air receiver as possible. To avoid dirt particles in the internal system, a strainer equipped with a drain valve is mounted in the inlet line to the engine.
Starting System The engine is started by means of a built-on air starter, which is a turbine motor with gear box, safety clutch and drive shaft with pinion. Further, there is a main starting valve.
Control System The air starter is activated electrically with a pneu matic 3/2-way solenoid valve. The valve can be activated manually from the starting box on the engine, and it can be arranged for remote control, manual or automatic. For remote activation the starting coil is connected so that every starting signal to the starting coil goes
12.15
through the safe start function which is connected to the safety system mounted on the engine. Further, the starting valve also acts as an emergency starting valve which makes it possible to activate the air starter manually in case of power failure.
Safety System As standard the engine is equipped with an emergency stop. It consists of one on-off valve, see diagram, which activates one stop cylinder on each fuel injection pump. Air supply must not be interrupted when the engine is running.
Pneumatic Start Sequence When the starting valve is opened, air will be supplied to the drive shaft housing of the air starter. The air supply will - by activating a piston - bring the drive pinion into engagement with the gear rim on the engine flywheel. When the pinion is fully engaged, the pilot air will flow to, and open the main starting valve, whereby air will be led to the air starter, which will start to turn the engine. When the RPM exceeds approx. 158, at which firing has taken place, the starting valve is closed whereby the air starter is disengaged.
MAN Diesel & Turbo 1450000
3700212-6.1 Page 2 (4)
Starting air system
L21/31 L27/38 10 x 1 12 x 1.5
7
C PT 1322
** DN32 C
to consumers
** DN32 A PT 1312
A2
6
4
F
Drain mounted at lowest point
PI
PSL
3A 3
*** DN 50
5
F
B
PI
E to drain
22 x 2
DN 6 10 bar 30 bar
G
B
22 x 2
A1
G
A
E to drain
2
1
1A M
M
2161560-9.1
Item 1 1A 2 3 3A 4 5 6 7
The pressure switch for aut. START/STOP of the compressor (items 1 and 1 A) should be connected to the charging air pipe as close as possible to the starting air receiver (items 3 and 3A) to compensate for pressure peaks from the compressor.
Description Compressor Compressor Filter with water trap Starting air receiver Starting air receiver Filter Pressure reducing valve Self closing safety valve Typhon
Starting air receiver (items 3 and 3A): 'A', 'B', 'C', 'E', 'F' and 'G' refer to corresponding connections on the starting air receiver, if supplied by MAN Diesel & Turbo, Frederikshavn.
Connections: A1 Starting air - inlet A2 Starting air - before pressure reducing valve ** The pipe length between receiver and main engine starting air pipe is to be as short as possible *** max 10 m from air receiver to engine
Vertical installation of the starting air receiver is recom mended. For horizontal installation, the slope must be min 5 degrees as shown. 3, 3A
min 5°
E To drain
Fig 1 Starting air diagram
12.15
MAN Diesel & Turbo 3700212-6.1 Page 3 (4)
Starting air system
1450000 L21/31 L27/38
Compressor, items 1 and 1A
Starting air receiver, items 3 and 3A
The pressure switch (PSL) for aut start/stop of the compressors 1 and 1A is to be connected to the charging air pipe as close as possible to the starting air receiver, to compensate for pressure peaks from the compressor. If the pipe is short, a buffer tank or damper is recommended.
The starting air receiver should, preferably, be vertically installed and secured to a bulkhead, thus ensuring easy acess to the water drain valve. If space conditions do not permit vertical mounting, the receiver may be minimum 5° off the horizontal, with the drain valve at the lowest position.
All of the starting air receivers, items 3 and 3A, should be pressurized to 30 bar for approx 60 minutes.
Two starting air receivers are standard equipment for each plant. Table on next page descripe minimum values of starting air capacity.
Artic conditions 30 minutes. Compressors are to be installed with total capacity sufficient for charging air receivers of capacities specified from atmospheric to full pressure in the course of one hour. Two or more compressors of total capacity as specified are to be installed’. Calculation (example): 30 * V P = 1000
(m3/h)
P = Total capacity of the compressors (m3/h) V = Total volume of the starting air reciever (dm3) at service pressure of 30 bar)
Pressure reducing valve, item 5 As standard the engines are fitted with a 10 bar air starter. Therefore the air supply needs to be reduced from 30 bar to 10 bar before inlet engine. If the engine is fitted with a 30 bar air starter (option), there will be a pressure reducing valve for stop air pressure installed. If a pressure drop should occur, it is alarmed by the pressure switch (PT 1322) on the engine control system. To have this indication there need to be a pipe from before the pressure reducing station to location of pressure switch (PT 1322).
Starting air and charging air pipe
Example: 1 x 250 ltr + 1 x 500 ltr 30 * 750 P = 1000
= 22.5 (m3/h)
Filter with water trap, item 2 A filter with water trap should be installed in the charging air pipe between the compressors and the starting air receivers.
12.15
The starting and charging air pipes are to be installed with a slope towards the starting air receiver, preventing possible condensed water from running into the air starting motor or the compressors. A drain valve has to be installed at the lowest position of the starting air pipe, as shown in fig 1.
MAN Diesel & Turbo 1450000
3700212-6.1 Page 4 (4)
Starting air system
L21/31 L27/38 Engine type / No of cylinders
Single engine arrangement
Twin engine arrangement
L27/38 / 6 - 7 cylinder
2 x 500 ltr
2 x 1,000 ltr
L27/38 / 8 - 9 cylinder
2 x 750 ltr
3 x 750 ltr
L21/31 / 6 - 7 cylinder
2 x 250 ltr
1 x 250 ltr 1 x 500 ltr
L21/31 / 8 - 9 cylinder
2 x 250 ltr
2 x 500 ltr
12.15
Specifications for intake air (combustion air) General The quality and condition of intake air (combustion air) have a significant effect on the power output, wear and emissions of the engine. In this regard, not only are the atmospheric conditions extremely important, but also contamination by solid and gaseous foreign matter. Mineral dust in the intake air increases wear. Chemicals and gases promote corrosion. This is why effective cleaning of intake air (combustion air) and regular maintenance/cleaning of the air filter are required. When designing the intake air system, the maximum permissible overall pressure drop (filter, silencer, pipe line) of 20 mbar must be taken into consideration.
Requirements
Specifications for intake air (combustion air)
3.3.11
MAN Diesel & Turbo
Dust (sand, cement, CaO, Al2O3 etc.)
Typical value
Unit *
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 of gas 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 gases
2012-01-17 - de
Intake air shall not contain any flammable gases. Make sure that the combustion air is not explosive.
6680 3.3.11-01 EN
General
Properties
Specifications for intake air (combustion air)
Gas engines or dual-fuel engines may only be equipped with a dry filter. An oil filter should not be installed, because they enrich air with oil mist, which is not permissible for gas operated engines. Filters of efficiency class G4 according to EN 779 must be used. The concentrations downstream of the air filter and/or upstream of the turbocharger inlet must not exceed the following limit values:
1 (1)
MAN Diesel & Turbo 3700196-9.0 Page 1 (1)
Turbocharger - make MAN
1459000 General
Description The engines are as standard equipped with a turbo charger of the radial type MAN NR/R, NR/S and TCR. The rotor, comprising compressor, turbine wheel and shaft, is supported in floating plain bearing bushes. The turbine wheel is an integrated part of the shaft. Gas admission casing with gas outlet diffusor mat ched to the exhaust pipe arrangement and a turbine
nozzle ring made of a special wear resistant material. Air intake silencer with filter, and compressor casing with one outlet. Lubrication of the two plain bushes is an integrated part of the engine lub. oil system. The turbocharger has no water cooling.
L27/38
L21/31 215 kW/cyl. 1000 rpm
340 kW/cyl. 800 rpm
6 cyl.
TCR18
TCR18
7 cyl.
TCR20
8 cyl.
TCR18
8 cyl.
TCR20
9 cyl.
TCR18
9 cyl.
TCR20
6 cyl.
TCR18
7 cyl.
TCR20
8 cyl.
TCR20
9 cyl.
TCR20
6 cyl.
TCR16
7 cyl.
365 kW/cyl. 800 rpm
L28/32A 245 kW/cyl. 775 rpm
6 cyl.
NR24/R
7 cyl.
NR24/R
8 cyl.
NR24/R
9 cyl.
NR26/R
L23/30A 160 kW/cyl. 900 rpm
11.42 - Tier II
6 cyl.
NR20/R
8 cyl.
NR20/R
MAN Diesel & Turbo 3700195-7.0 Page 1 (2)
1459000
Exhaust Gas Velocity
L21/31 L27/38 Exhaust gas flow
Exhaust gas temp.
DN Nominal diameter
Exhaust gas velocity
kg/h
°C
mm
m/sec.
Engine type
6L21/31, 1000 rpm (215 kW)
10200
319
450
32.1
7L21/31, 1000 rpm (215 kW)
11900
319
500
30.3
8L21/31, 1000 rpm (215 kW)
13600
319
500
34.6
9L21/31, 1000 rpm (215 kW)
15200
319
550
32.0
6L27/38, 800 rpm (340 kW)
14700
360
550
33.1
7L27/38, 800 rpm (340 kW)
17100
360
600
32.2
8L27/38, 800 rpm (340 kW)
19600
360
650
29.8
9L27/38, 800 rpm (340 kW)
22000
360
650
33.5
6L27/38, 800 rpm (365 kW)
15300
385
550
35.9
7L27/38, 800 rpm (365 kW)
17900
385
600
34.9
8L27/38, 800 rpm (365 kW)
20400
385
650
32.3
9L27/38, 800 rpm (365 kW)
23000
385
650
36.3
Density of exhaust gases ρA~ 0.6 kg/m³
11.42 - Tier II
MAN Diesel & Turbo 1459000
3700195-7.0 Page 2 (2)
Exhaust Gas Velocity
L21/31 L27/38 The exhaust gas velocities are based on the pipe dimensions in the table below.
T
D2
D1
DN Norminel diameter
D1 mm
D2 mm
T mm
Flow area A 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
11.42 - Tier II
MAN Diesel & Turbo 3700199-4.0 Page 1 (1)
Exhaust gas system
1459000 L27/38
Position of gas outlet on turbocharger
Fig 1 shows alternative positions for the exhaust gas outlet and if requested the outlet can be turned to a desired position prior to dispatch.
The turbocharger outlet is fitted with a round flange, adapted for direct installation of an expansion bellow.
A From 0o to 45o continuously adjustable
From 270o to 359o continuously adjustable
Intermedian flange
G*
0o
F
D
20
E
45o
C
270o
CL - Crankshaft
B
445
Engine type
A mm
B mm
C mm
D mm
E mm
F mm
G* mm
6L27/38 (TCR 18) 7L27/38 (TCR 20) 8L27/38 (TCR 20) 9L27/38 (TCR 20)
703 754 754 805
1053 1053 1053 1053
1798 1844 1844 1844
427 514 514 514
315 315 315 315
762 822 822 822
550 600 650 650
* Exhaust pipe dimension Fig 1 Position of exhaust gas outlet
11.42 - Tier II
MAN Diesel & Turbo 3700200-6.0 Page 1 (1)
Exhaust gas system
1459000 L27/38
A
Lateral mm 30
BC DN
Movement diagram DN 500 DN 550 DN 600
LN
20
10
6 S 02
Axial 0
N × øD
Exhaust pipe dimension in mm Number of cylinder Outer flange diameter A Pitch circle diameter BC Exhaust pipe dimension DN Free length in mm LN Number of holes N × øD
10 20 30 40 50 60 70 80 90 100 110 mm
ø550 6 703 650 550 315 20 × ø22
ø600 7 754 700 600 315 20 × ø22
Fig 1 Exhaust gas compensator
11.42 - Tier II
ø650 8&9 805 750 650 315 20 x ø22
MAN Diesel & Turbo 3700071-1.0 Page 1 (11)
System Description - SaCoSone
1475000 L21/31 L27/38
System overview General information SaCoSone PROPULSION is the safety, control and monitoring system for MAN small bore diesel engines, types L21/31 and L27/38. All engine mounted sensors and actuators are connected to the system and controlled by the engine attached SaCoSone PROPULSION. Optional, the system also monitors and supervises the gearbox. Additionally, there is the possibility of monitoring propeller sensors like shaft bearing temperatures. SaCoSone PROPULSION controls and monitors all engine functions including clutch control and the visualisation of engine-related prealarms, system-alarms, safety actions, operating values and operation status. In this context, safety actions means shutdown of the engine, as well as request for load reductions and if required, auto disengaging.
Schematics Cabling diagram
Local Operating Panel
Ship alarm system
11.04 - rev 1.1 (26-01-2011)
Control Unit
Power supply
Spashoil Unit*
Exernal Systems: - Ship Alarm System - Remote Control - PCS/PMS - Generator Control
MAN Diesel & Turbo 1475000
3700071-1.0 Page 2 (11)
System Description - SaCoSone
L21/31 L27/38 System bus diagram
Standard
Optional
Optional
with Alpha gear
Display Module/ ROP
SaCoS one EXPERT
Propulsion Control System
Vessel Alarm System
EDS / Online Service
Ethernet
Ethernet
RS 422
RS 422
Ethernet
Ethernet
optional
control bus
Control Module Small/Gearbox
Display Module/ LOP2
Display Module/ LOP1
Control Module Small/Safety
Control Module Small /Splashoil
Gateway Module optional
CAN3
optional
CAN3
optional
Control Module Small/Alarm
Gearbox & Propeller Extension Unit
Safety Extension Unit
optional
optional
Components The table shows the required components for the system: Foreign gearbox Control Unit
•
Local Operating Panel
•
Splash-Oil Unit
«
Gateway Cabinet
«
Gearbox & Propeller Unit
-
Safety Extension Unit
-
Gearbox & Propeller Ext. Unit
-
• = Standard « = Optional
- = Not available
Control Unit The Control Unit contains two Control Modules S (CMS), the CMS/alarm and the CMS/safety and is directly attached to the engine.
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System Description - SaCoSone
1475000 L21/31 L27/38
Control Module S/alarm (CMS/alarm) The Control Module S/alarm contains all engine related control functions, pre-alarming and redundant shutdowns. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/ alarm functionality. The CMS/alarm also offers a MODbus RS422 interface to the vessel alarm system. Control functions: • • • • •
Remote start and stop of engine Local start and stop of engine Waste gate flap control Charge air blow by flap control ...
Control Module S/safety (CMS/safety) The Control Module S/safety contains all engine, propeller and gearbox related shutdowns and load reductions. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/ safety functionality. The CMS/safety also offers a MODbus RS422 interface to the Propulsion Control System, in case an Alpha Propeller is applied. Slow downs, shut downs and pre alarms can be found in the engine serial no. related list of measuring and control devices, or in the application specific list of alarms and safeties.
Local Operating Panel On the Local Operating Panel (abbr. LOP), all operating values available in the system, as well as alarms, shutdowns and system alarms, and engine operation status indications are displayed. Furthermore, some basic operator actions are handled from the LOP: • • • • • • •
Start of engine Stop of engine Acknowledge and reset of alarms, shutdowns, etc. Manual emergency stop Engine speed lower/raise Clutching/Declutching (optional) Pitch setting (optional)
The LOP consists, due to classification requirements for single propulsion plants, of two Display Modules (DM), where one DM is the backup for the other DM. Even though, when both DM are working properly, it is possible to have two different views on the DMs.
Splash-oil Unit (opt.) The Splash-oil Unit is optional in case that splash-oil monitoring is applied. The unit contains one Control Module S/Splashoil which includes the whole splash-oil monitoring functionalities, such as pre-alarm, shutdown, sensor monitoring, etc.
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System Description - SaCoSone
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L21/31 L27/38 Gateway Cabinet (opt.) The Gateway Cabinet (GC) is optional and is required in case EDS will be applied. The Gateway Cabinet will also be supplied if the ship alarm system must be connected via MODBUS TCP. In case of applied Gateway Module (GM), there are only data handling functions realized within it, no control functions alarming a safety function are implemented.
Remote Operating Panel (opt.) The optional Remote Operating Panel can be mounted within engine control room or wheelhouse. It consists of one Display Module on which operating values and status are indicated. The ROP is only used for indication of operating values and status and provides no control authority.
Safety Extension Unit (opt.) Depending on specific requirements by some classification societies, it is necessary to connect additional sensors of the gearbox. In this case, the Safety Extension Unit (SEU) is applied. It is mainly used for some additional temperature sensors in case of RINA classification. The unit provides additional I/O-modules and is connected to the Control Unit via CAN.
Optional gearbox monitoring units Gearbox & Propeller Unit (opt.) The Gearbox & Propeller Unit (GPU) contains a Control Module S/Gearbox, which receives measuring data from sensors located on gearbox or propeller or on the shaft. The collected data are transmitted to the different modules in order to create alarms, realise control functions or submitting them to PCS or alarm system. The GPU is only applied, in case of an AMG gearbox from Alpha Propeller. Gearbox & Propeller Extension Unit (opt.) In case there are more sensors on gearbox and propeller and shaft, the Gearbox & Propeller Extension Unit (GPEU) provides several additional I/Os and a CANopen coupler for the connection to the GPU.
Technical data Dimensions Width
Height
Depth
Weight
Control Unit
800 mm
560 mm
155 mm
tba.
Local Operating Panel
700 mm
400mm
ca.140 mm
tba.
Splash-Oil Unit
310 mm
400 mm
100 mm
tba.
Gearbox & Propeller Unit
tba.
tba.
tba.
tba.
Safety Extension Unit
tba.
tba.
tba.
tba.
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System Description - SaCoSone
1475000 L21/31 L27/38
System description Safety system Safety functions The safety system monitors all operating data of the engine and initiates the required actions, i.e. engine shutdown, in case the limit values are exceeded. The safety system is integrated in the CMS/safety. The safety system directly actuates the emergency shut-down device and the stop facility of the speed governor.
Emergency stop Emergency stop is an engine shutdown initiated by an operator manual action like pressing an emergency stop button. An emergency stop button is placed at the LOP on engine. For connection of an external emergency stop button there is one input channel at the Control Unit.
Automatic shutdown Auto shutdown is an engine shutdown initiated by any automatic supervision of engine internal parameters. If an engine shutdown is triggered by the safety system, the emergency stop signal has an immediate effect on the emergency shut-down device and the speed control. At the same time the emergency stop is triggered, SaCoSone issues a signal resulting in disengaging the clutch. The following list of criteria leading to an automatic shutdown and might be incomplete. For more details see the “List of measuring and control devices”. • • • • • • • • • • • • • • •
Engine overspeed HT cooling water pressure inlet too low HT cooling water temperature outlet too high Lube oil pressure at engine inlet low Gear lube oil pressure too low Gear pinion bearing fore temp. too high Gear pinion bearing after temp. too high Gear wheel bearing fore temp. too high Gear wheel bearing after temp. too high Gear clutch bearing temp. too high Gear clutch support bearing temp. too high Splash oil temperature rod bearing too high (optional) Main bearing temperature too high (optional) High oil mist concentration in crankcase (optional) Remote Shutdown (optional)
Load reductions After the exceeding of certain parameters, a load reduction to 60% is necessary. The safety system supervises these parameters and requests a load reduction, if necessary. The load reduction has to be carried out by an external system (PCS, PMS). For safety reasons, SaCoSone PROPULSION will not reduce the load by itself. The following list of criteria leading to a load reduction request and might be incomplete. For more details see the “List of measuring and control devices”. • •
Turbocharger speed high Exhaust gas temperature at cylinder too low/high
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System Description - SaCoSone
L21/31 L27/38 • • • • • • • •
Exhaust gas temperature at turbocharger inlet too high HTCW pressure too low HTCW temperature cylinder row outlet too high Lube oil temperature engine inlet too high Charge air temperature too high Lube oil filter differential pressure too high Gear lube oil temperature too high Gear thrust bearing temperature too high
Auto disengagements If SaCoSone PROPULSION is used for clutch monitoring, it will carry out automatic disengagements of the clutch to protect gearbox, propeller or engine against destruction. In this case, the clutch will be opened as fast as possible. The following list of criteria leading to an automatic disengagement and might be incomplete. For more details see the “List of measuring and control devices”. Clutch medium pressure low Automatic shutdown of the engine Manual emergency stop of the engine
Alarm/monitoring system Alarming The alarm function of SaCoSone PROPULSION supervises all necessary parameters and generates alarms to indicate discrepancies when required. The alarms will be transferred to ship alarm system via Modbus data communication.
Self-monitoring SaCoSone PROPULSION carries out independent self-monitoring functions. Thus, for example the connected sensors are checked constantly for function and wire break. In case of a fault SaCoSone PROPULSION reports the occurred malfunctions in single system components via system alarms.
Control SaCoSone PROPULSION controls all engine-internal functions as well as external components, for example: •
Start/stop sequences: • Local and remote start/stop sequence. • Activation of start device. Control (auto start/stop signal) regarding prelubrication oil pump. • Monitoring and control of the acceleration period.
•
Jet system: • For air fuel ratio control purposes, compressed air is lead to the turbocharger at start and at load steps.
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System Description - SaCoSone
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L21/31 L27/38 •
Control signals for external functions: • HT cooling water preheating unit • Prelubrication oil pump control
•
Redundant shutdown functions: • Engine overspeed • Low lubrication. oil pressure inlet engine • High cooling water temperature outlet engine
Speed Control System Governor Single propulsion engines Single propulsion engines are equipped with mechanical governors in combination with electric speed setting device for remote speed setting by the Propulsion Control System. Multi propulsion engines For multi propulsion engines the electronic speed control is realised by the Control Module. The engine is equipped with an electro-hydraulic actuator. Engine speed indication is carried out by means of redundant pick-ups at the camshaft. The electronic speed governor is a part of the software in the CMS/alarm module and controls with its output the on the engine attached mechanically/hydraulically actuator.
Speed adjustment Remote speed setting is either possible via analogue 4-20 mA signal or by using binary lower/raise contacts.
Load sharing For load sharing purposes (several engines on one shaft) or other applications droop will be required. The speed droop is adjustable from 0-10% as the application requires. Load sharing for two propellers on one shaft requires electronic speed governing and will be realized by master/slave load sharing.
Engine stop Engine stop can be initiated local at the LOP and remote via a hardware channel or the bus interface.
Clutch, Gearbox and propeller control SaCoSone PROPULSION monitors the relevant temperatures and pressures of the gearbox and propeller. The system also provides hardwired interfaces for the control of the clutch.
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System Description - SaCoSone
L21/31 L27/38 Interfaces to external systems Interface to PCS
Control Unit
Propulsion Control System Prop. pitch not in zero position Engine jet assist . clutch engage Engine jet assist . clutch engage astern Acknowledge remote starting failure Engine unloaded Engine rot . speed (engine running ) Engine speed setpoint
Control Module /alarm -3D1
terminal block
Engine rot . speed (indication ) Engine fuel injection index /load Engine stop order Engine start order CPP clutch engaged Engage speed OK Request ext . control authority Engine governor failure (MCR speed) Start blocked /Start failure Ext. control active Engine jet assistance load increased Engine jet assistance clutch engage astern Request CPP clutch engage speed Engage speed OK /Engage valve command
CAN 2
CAN1
R422 *
Control Module /safety -1D1
terminal block
Engine overload (near limit ) Engine overload (Index >102%) Load reduction request Request zero pitch /shutdown CPP clutch auto /emergency disengage comm . Override external Override crankcase monitoring external Gear thrust clutch disengage command (safety ) CPP clutch disengaged
Digital I/O
Analog I /O
Powered Output
MODbus RTU
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System Description - SaCoSone
L21/31 L27/38 Interface to ship alarm system Data Machinery Interface This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS). The status messages, alarms and safety actions, which are generated in the system, can be transferred. All measuring values and alarms acquired by SaCoSone are available for transfer. SaCoSone uses the MODbus RTU protocol.
Overview
Ship Alarm System
Control Unit Control Module /alarm -3D1
Common monitoring system failure Engine alarm cut off R422
CAN 2 Additional load reduction signal
terminal block
CAN1
Control Module /safety -1D1
Digital I/O
terminal block
Additional shutdown signal
Analog I /O
Additional shutdown signal Common safety failure
Powered Output
MODbus RTU
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System Description - SaCoSone
L21/31 L27/38 Interface to the plant Plant
Control Module /alarm -3D1
terminal block
Fuel viscosity failure Gear eng . disc clutch disengaged Propeller shaft locking engaged Engine speed (indication ) Lube oil temperature cooler inlet Engine lub . oil filter bypass valve open
CAN 2
CAN1
Engine charge air pressure indication
Control Module /safety -1D1
terminal block
Lube oil pressure filter inlet Engine ambient pressure (absolute press .) Fuel oil pressure filter inlet Engine LT water start standby pump Engine HT water start standby pump Engine start preheating Engine lub . oil start standby pump Engine fuel start standby pump
Digital I/O
Analog I /O
Powered Output
MODbus RTU
Interface to the gear & PMS
Control Module /alarm -3D1
Ext. load signal (geno load for load sharing ) Gear lubrication oil pressure PT223 A
PMS Gear
terminal block
CAN 2
CAN1
Control Module /safety -1D1
Digital I/O
terminal block
Control Unit
Analog I /O
Gear lubrication oil pressure PT2231 B Gearbox common load reduction Clutch medium press . low (autodisengage )
Powered Output
MODbus RTU
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System Description - SaCoSone
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L21/31 L27/38 SaCoSone EXPERT The Ethernet interface at the Display Module can be used for the connection of SaCoSone EXPERT.
Power supply The plant has to provide electric power for the automation and monitoring system. In general a redundant, uninterrupted 24V DC (+20% -30% and max ripple 10%) power supply is required for SaCoSone.
CoCoS-EDS (optional) The Ethernet connection to CoCoS-EDS is realised by means of the Gateway Cabinet (GC), which is connected to the Control Unit via the system bus.
Splash-oil Monitoring (optional) If the Splash-oil Monitoring is applied, the engine will be equipped with a Splash-oil Unit, which is connected to the Control Unit via the system bus.
Abbreviations Abbreviation
Meaning
CMS
Control Module S
CU
Control Unit
DM
Display Module
GM
Gateway Module
GPU
Gearbox & Propeller Unit
GPEU
Gearbox & Propeller Extension Unit
GC
Gateway Cabinet
LOP
Local Operating Panel
ROP
Remote Operating Panel
SEU
Safety Extension Unit
SU
Splashoil Unit
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MAN Diesel & Turbo 3700072-3.0 Page 1 (2)
Modbus interface - SaCoSone
1475000 L21/31 L27/38
Data Bus Interface (Machinery Alarm System) This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS). The status messages, alarms and safety actions, which are generated in the system, can be transferred. All measuring values and alarms acquired by SaCoSone PROPULSION are available for transfer. The Modbus RTU protocol is the standard protocol used for the communication with ship alarm system.
Modbus RTU protocol The bus interface provides a serial connection. The protocol is implemented according to the following definitions: • Modbus application protocol specification, Modbus over serial line specification and implementation guide, Available interface: • RS422 – Standard, 4 + 2 wire (cable length <= 100m), cable type as specified by the circuit diagram, line termination: 150 Ohms
Settings The communication parameters are set as follows: Modbus Slave Modbus Master Slave ID (default) Data rate (default) Data rate (optionally available) Data bits Stop bits Parity Transmission mode
SaCoS Machinery alarm system 1 57600 baud 4800 baud 9600 baud 19200 baud 38400 baud 115200 baud 8 1 None Modbus RTU
Function Codes The following function codes are available to gather data from the SaCoSone controllers: Function Code 1 3 5 6 15 16 22 23
Function Code (hexadecimal) 0x01 0x03 0x05 0x06 0x0F 0x10 0x16 0x17
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Description read coils read holding registers write coil write single register write multiple coils write multiple registers mask write register read write multiple registers
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Modbus Interface - SaCoSone
L21/31 L27/38 Message Frame Separation Message frames shall be separated by a silent interval of at least 4 character times.
Provided Data Provided data includes measured values and alarm or state information of the engine. Measured values are digitized analogue values of sensors, which are stored in a fixed register of the Control Module Small. Measured values include media values (pressures, temperatures) where, according to the rules of classification, monitoring has to be done by the machinery alarm system. The data type used is signed integer of size 16 bit. Measured values are scaled by a constant factor in order to provide decimals of the measured. Pre-alarms, shutdowns and state information from the SaCoSone system are available as single bits in fixed registers. The data type used is unsigned of size 16 bit. The corresponding bits of alarm or state information are set to the binary value „1“, if the event is active. �� Contents of List of Signals For detailed information about the transferred data, please refer to the ”list of signals“ of the engine’s documentation set. This list contains the following information: Field
Description
Address
The address (e.g.: MW15488) is the software address used in the Control Module Small.
HEX Bit Meas. Point
The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the Modbus master when collecting the specific data. Information of alarms, reduce load, shutdown, etc. are available as single bits. Bits in each register are counted 0 to 15. The dedicated denomination of the measuring point or limit value as listed in the „list of measuring and control devices“.
Description
A short description of the measuring point or limit value.
Unit
Information about how the value of the data has to be evaluated by the Modbus master (e.g. „°C/100“ means: reading a data value of „4156“ corresponds to 41,56 °C).
Origin
Name of the system where the specific sensor is connected to, or the alarm is generated.
Signal range
The range of measured value.
Life Bit In order to enable the alarm system to check whether the communication with SaCoS is working, a life bit is provided in the list of signals (MW15861; Bit2). This Bit is alternated every 10 seconds by SaCoS. Thus, if it remains unchanged for more than 10 seconds, the communication is down.
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PTO on engine front
1485000 L27/38
propulsion system, all necessary information concerning the PTO is needed.
PTO on forward end of engine The engine can be supplied with a PTO on the forward end, as an extension to the crankshaft, see fig 1. The PTO can be dimensioned to transmit the full engine power. If a plant is to be supplied with PTO it must be planned in co–operation with us. For carrying out the torsional vibration analysis of the complete
Generally, a flexible coupling between the PTO and the generator and/or driven machinery will be necessary and this coupling must be selected to transmit the PTO requirements, accommodate and absorb any vibrations which may be present. Usually a toothed coupling will not be allowed.
Cyl no 1
2040 to 3060 kW (340 kW/cyl.) 2190 to 3285 kW (365 kW/cyl.)
1060
To be adapted to coupling Fig 1 PTO arrangement
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L27/38 Max axial force In principle the PTO must not induce any extra axial forces on the guide bearing of the crankshaft. However, a constant force of max 9000 N can be accepted. This includes a contribution from the crankshaft, if the engine has an inclination in relation to horizontal. For a 5° inclination to aft end the contribution will be as stated below. Engine Axial force type 5° inclination
Extension of crankshaft ∆t = 65° C
6L27/38
4160 N
2.0 mm
7L27/38
4820 N
2.4 mm
8L27/38
5200 N
2.7 mm
9L27/38
5540 N
3.0 mm
Furthermore it should be observed that the crankshaft position is fixed by the guide bearing at the aft end of the engine. Crankshaft extension measured at the forward end with a temperature rise of 65 °C corresponds to the values in the shown table. This extension may cause the flexible coupling between the PTO shaft and the driven part to create an additional axial force on the crankshaft guide bearing and this must be taken into consideration. An additional PTO of max 50 kW is available on the engine forward end. It can either be used for a sea water pump, or for a hydraulic pump for the steering gear.
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Weights of Main Components
1402000 L27/38
Description
10.04
Approx. weight (kg)
Cover for crankcase (max)
22
Cylinder head, incl. rocker arms
300
Piston
43
Cylinder liner
150
Connection rod (excl. marine head)
52
Cylinder unit, complete
700
Marine head bearing
20
Turbocharger NR24/S
665
Turbocharger NR26/R
790
Turbocharger NR29/S
990
Turbocharger TCR16
290
Turbocharger TCR18
440
Turbocharger TCR20
740
Charging air cooler
487
Fuel injection pump
57
Lubricating oil pump
59
Lubricating oil filter
40
Lubricating oil cooler
280
Lubricating oil thermostatic valve housing
70
Cooling water thermostatic valve housing
242
Cooling water pump
65
Engine operator panel
25