51-60DF IMO TierII – Marine_2 - Free Download PDF Ebook

MAN DieselL+V51/60DF Project Guide Four-stroke Dual Fuel Engines in compliance with IMO Tier II C o p y r i g h t © M A N D i e s e l · S u b j e c t t o m o d i f i c a t i o n i n t h e i n t e r e s t o f t e c h n i c a l p r o g r e s s . · D 2 3 6 6 4 1 6 E N P r i n t e d i n G e r m a n y G M C 2 - 0 8 0 9 0 . 5 MAN Diesel 86224 Augsburg, Germany Phone +49 821 322-0 Fax +49 821 322-3382 [email protected] www.mandiesel.com L + V 5 1 / 6 0 D F P r o j e c t G u i d e – F o u r - s t r o k e D u a l F u e l E n g i n e s i n c o m p l i a n c e w i t h I M O T i e r I I M A N D i e s e l falzen falzen falzen falzen 09-120PPG_5160DF_Marine_IMO_TII.indd U4 25.08.2009 14:28:30 T i t e l s e i t e M a r i n e 5 1 - 6 0 D F . f m Project Guide for Marine Plants Dual-fuel Engine 51/60DF in Compliance with lMO Tier ll Status: 05/2009 MAN Diesel & Turbo Stadtbachstrasse 1 86224 Augsburg Germany Phone: +49-821-322-0 Telefax: +49-821-322-3382 [email protected] www.mandieselturbo.com T i t e l s e i t e M a r i n e 5 1 - 6 0 D F . f m 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. lf this document is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail. For latest updates on Project Guides, visit our website www.mandieselturbo.com: "Marine Engines & Systems > Medium speed > Project Guides". MAN Diesel & Turbo 86224 Augsburg, Germany Phone +49 821 322-0 Fax +49 821 322-3382 [email protected] www.mandieselturbo.com © MAN Diesel & Turbo Reproduction permitted provided source is given. P G - 5 1 - 6 0 - D F l v Z . f m Table of Contents 1 Basic information ............................................................... 1 - 1 1.1 Modes of operation, outputs .............................................................................. 1 - 3 1.2 Safety concept of MAN Diesel dual-fuel engine - short overview ...................... 1 - 5 2 Dual-fuel engine and operation.......................................... 2 - 1 2.1 Engine characteristic data .................................................................................. 2 - 3 2.1.1 Engine design ...................................................................................................... 2 - 3 2.1.1.1 Engine cross section ......................................................................... 2 - 3 2.1.1.2 Engine designations - design parameters ......................................... 2 - 5 2.1.2 Dimensions, weights and views .......................................................................... 2 - 7 2.1.3 Outputs, speeds .................................................................................................. 2 - 9 2.1.3.1 Engine ratings ................................................................................... 2 - 9 2.1.3.2 Speeds/Main data ........................................................................... 2 - 9 2.1.4 Fuel consumption; lube oil consumption........................................................... 2 - 13 2.1.4.1 Fuel consumption for emission standard lMO Tier ll ...................... 2 - 13 2.1.4.2 Lube oil consumption ...................................................................... 2 - 14 2.1.5 Planning data for emission standard lMO Tier ll .............................................. 2 - 15 2.1.5.1 Nominal values for cooler specification - L51/60DF - Diesel mode ................................................................. 2 - 15 2.1.5.2 Temperature basis, nominal air and exhaust gas data - L51/60DF - Diesel mode .................................................................. 2 - 16 2.1.5.3 Nominal values for cooler specification - v51/60DF - Diesel mode .................................................................. 2 - 17 2.1.5.4 Temperature basis, nominal air and exhaust gas data - v51/60DF - Diesel mode .................................................................. 2 - 18 2.1.5.5 Nominal values for cooler specification - L51/60DF - Gas mode ..................................................................... 2 - 19 2.1.5.6 Temperature basis, nominal air and exhaust gas data - L51/60DF - Gas mode ..................................................................... 2 - 20 2.1.5.7 Nominal values for cooler specification - v51/60DF - Gas mode ..................................................................... 2 - 21 2.1.5.8 Temperature basis, nominal air and exhaust gas data - v 51/60 DF - Gas mode ................................................................... 2 - 22 2.1.5.9 Load specific values at tropical conditions - 51/60 DF - Diesel mode ................................................................... 2 - 23 2.1.5.10 Load specific values at lSO-conditions - 51/60DF - Diesel mode .................................................................... 2 - 24 2.1.5.11 Load specific values at tropical conditions - 51/60 DF - Gas mode ...................................................................... 2 - 25 2.1.5.12 Load specific values at lSO conditions - 51/60 DF - Gas mode ...................................................................... 2 - 26 P G - 5 1 - 6 0 - D F l v Z . f m 2.1.5.13 Filling volumes and flow resistances .............................................. 2 - 27 2.1.5.14 Permissible operating pressure ....................................................... 2 - 28 2.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit ..... 2 - 29 2.1.5.16 Admissible supply gas pressure variations ..................................... 2 - 30 2.1.6 Emissions........................................................................................................... 2 - 31 2.1.6.1 Engine noise / intake noise / exhaust gas noise .............................. 2 - 31 2.1.6.2 Exhaust gas emission ...................................................................... 2 - 37 2.1.7 Requirements for power drive connection (staticj............................................ 2 - 39 2.1.8 Requirements for power drive connection (dynamicj ........................................ 2 - 41 2.1.8.1 Moments of inertia, flywheels .......................................................... 2 - 41 2.1.8.2 Balancing of masses ........................................................................ 2 - 43 2.1.8.3 Static torque fluctuation .................................................................. 2 - 45 2.1.9 Power transmission ........................................................................................... 2 - 49 2.1.9.1 Flywheel arrangement ...................................................................... 2 - 49 2.1.10 Arrangement of attached pumps....................................................................... 2 - 51 2.1.11 Foundation......................................................................................................... 2 - 53 2.1.11.1 General requirements for engine foundation ................................... 2 - 53 2.1.11.2 Resilient seating ............................................................................... 2 - 55 2.1.11.3 Recommended configuration of foundation .................................... 2 - 57 2.1.11.4 lnstallation of flexible pipe connections for resiliently mounted engines ........................................................ 2 - 59 2.1.12 Programme for works test ............................................................................... 2 - 63 2.2 Dual-fuel engines -general rules ....................................................................... 2 - 65 2.2.1 Diesel electric operation .................................................................................... 2 - 65 2.2.1.1 Starting conditions and load application for Diesel-electric plants .................................................................. 2 - 65 2.2.1.2 Emergency operation ....................................................................... 2 - 71 2.2.1.3 Load reduction ................................................................................ 2 - 73 2.2.1.4 Low-load operation ......................................................................... 2 - 75 2.2.1.5 Available outputs dependent on frequency deviations ................... 2 - 77 2.2.1.6 Diesel-electric operation of vessels - failure of one engine ............. 2 - 79 2.2.1.7 Generator - reverse power protection ............................................. 2 - 81 2.2.1.8 Engine running-in ............................................................................ 2 - 83 2.2.1.9 Torsional vibrations .......................................................................... 2 - 87 2.2.1.10 Earthing measures on Diesel engines and bearing insulation on generators ................................................................................... 2 - 89 2.3 Engine automation ........................................................................................ 2 - 91 2.3.1 SaCoSone system overview.............................................................................. 2 - 91 2.3.2 Power Supply and Distribution.......................................................................... 2 - 97 2.3.3 Operation........................................................................................................... 2 - 99 2.3.4 Functionality .................................................................................................... 2 - 103 2.3.5 lnterfaces......................................................................................................... 2 - 107 2.3.6 Technical Data................................................................................................. 2 - 109 2.3.7 lnstallation requirements ................................................................................. 2 - 111 2.3.8 Engine-located measuring and control devices .............................................. 2 - 113 P G - 5 1 - 6 0 - D F l v Z . f m 3 Quality requirements of operating supplies ....................... 3 - 1 3.1 Quality of lube oil (SAE40j for the engine 51/60DF............................................. 3 - 3 3.1.1 Lube oil for continuous gas operation................................................................. 3 - 5 3.1.2 Lube oil for diesel operation or alternating between diesel and gas................... 3 - 6 3.1.3 Lube oil for continuous HFO operation ............................................................... 3 - 7 3.1.4 Lube oil rules for alternating operation between gas and HFO........................... 3 - 9 3.2 Quality of engine cooling water......................................................................... 3 - 11 3.3 Checking the cooling water .............................................................................. 3 - 19 3.4 Cleaning of cooling water system..................................................................... 3 - 21 3.5 Quality of Diesel Fuel (MGO, MDOj.................................................................. 3 - 23 3.6 Quality of Heavy Fuel Oil (HFOj ........................................................................ 3 - 25 3.7 Quality of intake air (combustion airj................................................................. 3 - 37 3.8 viscosity-Temperature (vTj diagram of fuel oil ................................................. 3 - 39 3.9 Quality requirements for natural gas................................................................. 3 - 41 3.9.1 Types of gases, gas quality ............................................................................... 3 - 41 3.9.2 Fuel specification of natural gas........................................................................ 3 - 45 4 Dual-fuel electric set........................................................... 4 - 1 4.1 Arrangement of Diesel-electric propulsion plants............................................... 4 - 3 5 Propeller Operation ............................................................ 5 - 1 6 Engine related service systems.......................................... 6 - 1 6.1 Basic principles for pipe selection ...................................................................... 6 - 3 6.1.1 Pipe dimensioning ............................................................................................... 6 - 3 6.2 Lube oil system................................................................................................... 6 - 5 6.2.1 Lube oil system description................................................................................. 6 - 5 6.2.2 Prelubrication / postlubrication ......................................................................... 6 - 15 6.2.3 Lube oil outlets - general ................................................................................... 6 - 23 6.2.4 Lube oil service tank.......................................................................................... 6 - 27 6.2.5 Pressure control valve ....................................................................................... 6 - 31 6.2.6 Crankcase vent and tank vent ........................................................................... 6 - 33 P G - 5 1 - 6 0 - D F l v Z . f m 6.3 Water systems .................................................................................................. 6 - 35 6.3.1 Cooling water system........................................................................................ 6 - 35 6.3.1.1 LT- cooling water system ............................................................... 6 - 35 6.3.1.2 HT Cooling water circuit ................................................................. 6 - 37 6.3.1.3 Cooling water collecting and supply system .................................. 6 - 40 6.3.1.4 Miscellaneous items ....................................................................... 6 - 40 6.3.1.5 Cooling water diagrams ................................................................... 6 - 43 6.3.2 Nozzle cooling system....................................................................................... 6 - 49 6.4 Fuel system....................................................................................................... 6 - 53 6.4.1 Fuel oil treatment (MDOj .................................................................................. 6 - 53 6.4.2 MDO supply system for dual-fuel engines ........................................................ 6 - 57 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO....... 6 - 63 6.4.4 Gas supply......................................................................................................... 6 - 71 6.5 Compressed air system................................................................................. 6 - 77 6.5.1 Starting air system............................................................................................. 6 - 77 6.5.2 Starting air vessels, compressors ..................................................................... 6 - 81 6.5.2.1 Propulsion plant with 1 main engine ................................................ 6 - 82 6.5.2.2 Multiple engine plants ..................................................................... 6 - 82 6.5.2.3 Jet Assist ........................................................................................ 6 - 82 6.6 Exhaust gas system.......................................................................................... 6 - 85 6.6.1 General informations ......................................................................................... 6 - 85 6.6.2 Components and assemblies............................................................................ 6 - 87 6.6.3 Example for ducting arrangement ..................................................................... 6 - 88 7 Auxiliary modules and system components....................... 7 - 1 7.1 Auxiliary modules................................................................................................ 7 - 3 7.1.1 Nozzle cooling water module .............................................................................. 7 - 3 7.1.2 Preheating module............................................................................................... 7 - 4 7.2 System components ........................................................................................... 7 - 5 7.2.1 Lube oil automatic filter ...................................................................................... 7 - 5 7.2.2 Lube oil double filter ............................................................................................ 7 - 6 8 Plant service systems......................................................... 8 - 1 8.1 Engine room ventilation ...................................................................................... 8 - 3 P G - 5 1 - 6 0 - D F l v Z . f m 9 Engine room planning ........................................................ 9 - 1 9.1 lnstallation and arrangement .............................................................................. 9 - 3 9.1.1 General details..................................................................................................... 9 - 3 9.1.2 lnstallation drawings............................................................................................ 9 - 5 9.1.3 Removal dimensions of piston and cylinder liner ................................................ 9 - 9 9.1.4 Lifting appliance ................................................................................................ 9 - 13 9.1.5 Major spare parts............................................................................................... 9 - 17 9.1.6 Position of the outlet casing of the turbocharger .............................................. 9 - 21 lndex......................................................................................... l P G - 5 1 - 6 0 - D F l v Z . f m Page 1 - 1 K a p i t e l t i t e l 1 M . f m 1 Basic information Page 1 - 2 K a p i t e l t i t e l 1 M . f m Basic information 1.1 Modes of operation, outputs Status 05/2009 51/60DF Page 1 - 3 0 1 0 2 - 0 1 0 1 M D F . f m 1.1 Modes of operation, outputs Modes of operation Dual-fuel engines offer the advantage that they can be run either in pure Diesel-oil operation or in dual-fuel operation. So, if the gas supply fails, the engine can be operated at full engine rating in Diesel operation without interruption in power supply. √ Dual-fuel operation (gas modej in gas mode operation, the compressed gas- air mixture is ignited just before TDC (Top Dead Centrej by means of a small amount of Diesel oil (Pilot fuelj. √ Diesel oil operation (Diesel modej ln Diesel mode operation, air is compressed and the entire amount of fuel is injected just before TDC by the conventional main Diesel oil system and the pilot fuel system. √ Backup mode operation (backup modej ln backup mode operation, air is compressed and the entire amount of fuel is injected just before TDC only by the conventional main Diesel oil system. Backup mode is activated automatically. For further information please refer to "Chapter 2.4.4 Diesel / gas - operating modes, page 2-133" Start and stop The dual-fuel engine is always started and stopped in Diesel mode. Pilot fuel Only Diesel oil, which meets our quality requirements, shall be used as pilot fuel, please refer to "Chapter 3.5 Quality of Diesel Fuel (MGO, MDOj, page 3-23". The pilot fuel quantity changes with the load. lf the Diesel fuel oil is returned to the service tank, a fuel oil cooler has to be installed to avoid that the temperature of the fuel in the tank increases. Output in Diesel mode operation As a general rule: output in Diesel mode = output in gas mode Due to the gas composition and/or the site conditions, an output reduction may become necessary during Diesel/dual-fuel operation. Depending on certain conditions (e.g. low gas pressure, low MNj the rating in gas mode is lower than the MCR. ln this cases it is possible to change over to liquid mode and to run the engine on MCR. Output in gas mode operation The power output of dual-fuel engines is defined on the basis of lSO conditions and a methane number of ≥ 80 : Table 1-1 Reference Conditions ln the case the ambient conditions deviate and if the methane number is different, the power output has to be redetermined, please refer to"Chapter 2.1.3 Outputs, speeds, page 2-9" . For determination of the methane number the composition of the fuel gas must be known (gas analysisj. On customer's demand, it is possible to attach lube oil and cooling water pumps to the engine. For the increase in consumption in case of attached pumps, please refer to "Chapter 2.1.4 Fuel consumption; lube oil consumption, page 2-13". Reference Conditions: lSO 3046-1: 2002; lSO 15550: 2002 Air temperature T r K / °C 298/ 25 Air pressure p r kPa 100 Relative humidity Φr % 30 Cooling water temperature upstream charge air cooler t cr K / °C 298/ 25 Basic information 1.1 Modes of operation, outputs Page 1 - 4 51/60DF Status 05/2009 0 1 0 2 - 0 1 0 1 M D F . f m Electrically driven pumps according to our technical standard are possible. lf intake air temperatures are too low, preheating of the intake air must be provided. Basic information 1.2 Safety concept of MAN Diesel dual-fuel engine - short overview Status 05/2009 51/60DF Page 1 - 5 0 1 0 2 - 0 1 0 2 M D F . f m 1.2 Safety concept of MAN Diesel dual-fuel engine - short overview This chapter serves to describe in a short form the safety philosophy of MAN Diesel's dual-fuel engines and the necessary safety installations and the engine room arrangements. The engine serves mainly as a power generation unit in diesel electric applications onboard of LNG-carriers which uses the Diesel electric propulsion concept as prime mover. Operation modes are either in Diesel or in gas mode. This safety concept deals only with the necessary gas related safety installations. The MAN Diesel dual-fuel engines are four- stroke engines with either Diesel or gas as main fuel. The engine is started and stopped only in Diesel mode. The operating principle in gas- mode is the lean-burn concept. A lean-mixture of gas and air is provided to the combustion chamber of each cylinder by individually controlled gas admission valves. The mixture is ignited by a small amount of pilot Diesel fuel. ln Diesel mode the fuel is injected in the combustion chamber by the conventional jerk pump Diesel fuel injection. The safety concept of MAN Diesel's dual-fuel engines is designed to operate on gas with the same safety level as using Diesel oil as main fuel. The concept is based on an early detection of critical situations, which are related to the different system components of the gas supply, the combustion and the exhaust system. The safety concept takes different actions that lead to alarm or switches automatically to Diesel mode without interruption of shaft power or a shutdown of engines and gas supply systems. The safety philosophy is to create along the gas supply and gas reaction chain an atmosphere in the engine room, which under normal operation conditions is never loaded with gas. The piping along the gas chain is of double wall type with depression (negative pressurej in the interspace between the outer and the inner pipe. Engine rooms, gas valve unit compartments and additional necessary rooms are in gradually and controlled (smallj depression always ventilated with a sufficient air flow volume. Gas detection is required in the gas valve unit compartment, the interspaces of the double wall pipe and the engine room. The exhaust system can be purged by a fan installed in the exhaust gas system. The purged air is always led through the exhaust gas duct outside the engine room. Rupture discs are installed in the exhaust gas duct. The dual-fuel engine application onboard LNG- carriers is typically electric power generation for main propulsion or auxiliary consumers. The safety concept of MAN Diesel's dual-fuel engines can also be applied to other possible dual- fuel engines applications (e.g. FPSO, etc. j, because the safety measure remain the same. All system requirements and descriptions have to be in accordance with international rules and normatives, the lMO Tier l (lnternational Marine Organisationj and the lGC (lnternational Gas Carrier Codej and classification societies rules. Note that all systems have to be built in accordance with the above mentioned requirements. For further information please refer to our separate brochures Safety concept of MAN Diesell SE dual-fuel engine. Basic information 1.2 Safety concept of MAN Diesel dual-fuel engine - short overview Page 1 - 6 51/60DF Status 05/2009 0 1 0 2 - 0 1 0 2 M D F . f m Page 2 - 1 K a p i t e l t i t e l 2 M D F . f m 2 Dual-fuel engine and operation Page 2 - 2 K a p i t e l t i t e l 2 M D F . f m Engine and operation 2.1.1 Engine design Status 05/2009 51/60DF Page 2 - 3 0 2 0 6 - 0 1 0 1 M D F . f m 2.1 Engine characteristic data 2.1.1 Engine design 2.1.1.1 Engine cross section Figure 2-1 Engine cross section L51/60DF Engine and operation 2.1.1 Engine design Page 2 - 4 51/60DF Status 05/2009 0 2 0 6 - 0 1 0 1 M D F . f m Figure 2-2 Engine cross section v51/60DF Dual-fuel engine and operation 2.1.1 Engine design Status 05/2009 51/60DF lMO Tier ll Page 2 - 5 0 2 0 6 - 0 1 0 2 M D F . f m 2.1.1.2 Engine designations - design parameters Example to declare engine designations Table 2-1 Design parameters engine 51/60DF 18 v 51/60 DF Engine stroke v=vee engine, L= in-line engine Cylinder number Dual Fuel Engine bore Parameter value Unit Number of cylinders 6, 7, 8, 9, 12, 14, 16, 18 - Distance between cylinder centres L = 820 mm Distance between cylinder centres v = 1,000 vee engine, vee angle 50 ° Crankshaft diameter at journal, in-line engine L = 415 mm Crankshaft diameter at journal, vee engine v = 480 Crankshaft diameter at crank pin 415 Dual-fuel engine and operation 2.1.1 Engine design Page 2 - 6 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 1 0 2 M D F . f m Dual-fuel engine and operation 2.1.2 Dimensions, weights and views Status 05/2009 51/60DF Page 2 - 7 0 2 0 6 - 0 2 0 1 M D F . f m 2.1.2 Dimensions, weights and views Engine L51/60DF Figure 2-3 Main dimensions - engine L51/60DF Engine L L1 B B1 E F H Weight without flywheel mm tons 6 L51/60DF 8,490 7,475 3,157 2,100 1,280 700 5,344 106 7 L51/60DF 9,310 8,295 119 8 L51/60DF 10,130 9,115 135 9 L51/60DF 11,150 9,935 3,282 148 The dimensions and weights are given for guidance only Table 2-2 Main dimensions and weights - engine L51/60DF Dual-fuel engine and operation 2.1.2 Dimensions, weights and views Page 2 - 8 51/60DF Status 05/2009 0 2 0 6 - 0 2 0 1 M D F . f m Engine v51/60DF Figure 2-4 Main dimensions and weights - engine v51/60DF Engine L L1 B B1 E F H Weight without flywheel mm tons 12 v51/60DF 10,247 8,790 4,713 2,280 1,410 830 5,420 189 14 v51/60DF 11,247 9,790 213 16 v51/60DF 12,247 10,790 240 18 v51/60DF 13,247 11,790 265 The dimensions and weights are given for guidance only Table 2-3 Main dimensions and weights - engine v51/60DF Dual-fuel engine and operation 2.1.3 Outputs, speeds Status 05/2009 51/60DF Page 2 - 9 0 2 0 6 - 0 3 0 1 M D F . f m 2.1.3 Outputs, speeds 2.1.3.1 Engine ratings P lSO, Standard : lSO-Standard-Output (as specified in DlN lSO 3046-1j for emission standard: lMO Tier ll 2.1.3.2 Speeds/Main data 1j This concession may possibly be restricted, see "Chapter 2.1.8.4 Available outputs dependent on frequency deviations, page 2-47". Engine type No. of cylinders Engine rating 500 rpm 514 rpm kW hp kW hp 6 L51/60DF 6 5,850 7,955 6,000 8,160 7 L51/60DF 7 6,825 9,280 7,000 9,520 8 L51/60DF 8 7,800 10,610 8,000 10,880 9 L51/60DF 9 8,775 11,935 9,000 12,240 12 v51/60DF 12 11,700 15,910 12,000 16,320 14 v51/60DF 14 13,650 18,565 14,000 19,040 16 v51/60DF 16 15,600 21,215 16,000 21,760 18 v51/60DF 18 17,550 23,870 18,000 24,480 Table 2-4 Engine ratings L+v 51/60 DF Unit 50 Hz 60 Hz Cylinder rating kW (HPj 975 (1,325j 1,000 (1,360j Rated speed rpm 500 514 Mean piston speed m/s 10.0 10.3 Mean effective pressure bar 19.05 19.05 Number of pole pairs - 6 7 Lowest engine operating speed: √ in case of rigid foundation √ in case of resilient foundation speed depends on layout of mounting rpm approx. 130 - approx. 130 - Highest engine operating speed rpm 525 1j 525 Table 2-5 Speeds/Main data - engine L+v51/60DF Dual-fuel engine and operation 2.1.3 Outputs, speeds Page 2 - 10 51/60DF Status 05/2009 0 2 0 6 - 0 3 0 1 M D F . f m Definition of engine rating General definition of Diesel engine rating (according to lSO 15550: 2002; lSO 3046-1: 2002jl Table 2-6 Standard reference conditions Type of gas . . . . . . . . . . . . . . . . . . .natural gas Methane no.: . . . . . . . . . . . . . . . . . . . . . . .≥ 80 No de-rating required in case of: Air temperature . . . . . . . . . . . . . ≤ 318 K (45 °Cj + Air pressure . . . . . . . . . . . . . . . . . . . 100 kPa + Cooling water temperature upstream of charge-air cooler ≤ 311 K (38 °Cj + Relative humidity Φr . . . . . . . . . . . . . . ≤ 60 % + Exhaust gas overpressure after turbine . . . . . . . . . . . . . . . . . . . . . .≤ 3 kPa Marine main engines Blocking of the output is made for engines driving a generator, at 110 % of the rated output at Diesel mode. Overload > 100 % may only be run for a short time for recovery and preventing a frequency drop in case of load application. Marine auxiliary engines Blocking of the output is made at 110 % of the rated output at Diesel mode. Overload > 100 % may only be run for a short time for recovery and preventing a frequency drop in case of load application. Note: An increased exhaust gas back pressure (>3 kPaj raises the temperature level of the engine and will be considered when calculating a required derating by adding 2.5K to the ambient temperature for every 1 kPa of the increased exhaust gas back pressure after the turbine. Reference Conditions: lSO 3046-1: 2002; lSO 15550: 2002 Air temperature T r K / °C 298/ 25 Air pressure p r kPa 100 Relative humidity Φr % 30 Cooling water temperature upstream charge air cooler t cr K / °C 298/ 25 Dual-fuel engine and operation 2.1.3 Outputs, speeds Status 05/2009 51/60DF Page 2 - 11 0 2 0 6 - 0 3 0 1 M D F . f m Derating ln the case the ambient conditions deviate and if the methane number of the used fuel gas is below 80 the power output has to be redetermined Figure 2-5 Engine output as a function of methan number Figure 2-6 Engine output as a function of charge air cooling water temperature Engine output at site (Pj is calculated as follows: P = P 0 * (100 - dm - dtj/100 P 0 = engine output according to the tabulated rating -10 -5 0 5 10 15 20 25 50 55 60 65 70 75 80 85 90 95 100 105 110 D e r a t i n g d m ( % ) Methane number (-) Engine output as a function of methane number -10 -5 0 5 10 15 20 25 30 35 40 15 20 25 30 35 40 45 50 55 60 D e r a t i n g d t ( % ) Water temperature inIet charge air cooIer LT-stage (°C) Engine output as a function of charge air cooIing water temperature inIet LT-stage Dual-fuel engine and operation 2.1.3 Outputs, speeds Page 2 - 12 51/60DF Status 05/2009 0 2 0 6 - 0 3 0 1 M D F . f m Lower heat value dependent on N2 content Figure 2-7 Lower Heat value dependent on N 2 content, derating of the 51/60DF engine Dual-fuel engine and operation 2.1.4 Fuel consumption; lube oil consumption Status 05/2009 51/60DF lMO Tier ll Page 2 - 13 0 2 0 6 - 0 4 0 1 M D F . f m 2.1.4 Fuel consumption; lube oil consumption 2.1.4.1 Fuel consumption for emission standard lMO Tier ll Engine L+v51/60DF 975/1000 kW/cyl., 500/514 rpm Table 2-7 Fuel consumption in dual-fuel mode Table 2-8 Fuel consumption in Diesel mode Note: 1j Warranted fuel consumption at 85 % MCR The values indicated in "Table 2-7 Fuel consumption in dual-fuel mode, page 2-13"and "Ta- ble 2-8 Fuel consumption in Diesel mode, page 2-13"have to be increased by an addition according to the conditions mentioned in "Table 2- 9 Additional fuel consumption, page 2-13". Table 2-9 Additional fuel consumption Fuel consumption at dual-fuel mode and lSO conditions (tolerance +5 %j % Load 100 85 1j 75 50 aj Natural gas kJ/kWh 7,183 7,310 7,387 7,809 bj Pilot fuel g/kWh kJ/kWh 1.8 77 2.1 90 2.4 102 4.0 171 cj Total = a + b kJ/kWh 7,260 7,400 7,490 7,980 Fuel consumption at Diesel mode and lSO conditions (tolerance +5 %j % Load 100 85 1j 75 50 Diesel fuel g/kWh 184 183 193 199 Additions to fuel consumption (g/kWhj % Load 100 85 75 50 25 for one attached cooling water pump +1.0 +1.2 +1.3 +2.0 +4.0 for all attached L.O. pumps +2.0 +2.4 +2.7 +4.0 +8.1 for operation with MGO +2.0 for exhaust gas back pressure after turbine > 30 mbar every additional 1 mbar (0.1 kPaj + 0.05 Dual-fuel engine and operation 2.1.4 Fuel consumption; lube oil consumption Page 2 - 14 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 4 0 1 M D F . f m Table 2-10 lSO reference conditions 1j STP= Standard Temperature PressureStandard cubic metre (m 3 (STPjj equals to 1m 3 of gas at 0 °C and 101.32 kPa. lMO Tier ll Requirements: see sheet "Chapter 6.3.1 Cooling water system, page 6-39" lMO Tier ll lnternational Marine Organization MARPOL 73/78; Revised Annex vl, 2008. 2.1.4.2 Lube oil consumption Engine 51/60DF 975/1000 kW/cyl.; 500/514 rpm Table 2-12 Total lube oil consumption L+v 51/60 DF 1j Tolerance for warranty +20 % Specific lube oil consumption 0.5 g/kWh+20 % Note: As a matter of principle, the lube oil consumption is to be stated as total lubricating oil consumption related to the tabulated lSO full-load output (see "Chapter 2.1.3 Outputs, speeds, page 2-9"j. lSO reference conditions (according to lSO 15550 :2002j lntake air temperature T r °C 25 Barometric pressure p r kPa 100 Relative humidity Φr % 30 Cooling water temp. bef. charge air cooler T cr °C 25 Fuel conditions Type of gas natural gas Methane no. ≥ 80 Gas fuel LHv 28,000 kJ/m 3 (STP 1j j Pilot fuel MDF, MDO Diesel fuel Net calorific value NCv 42,700 kJ/kg Table 2-11 Fuel conditions Total lube oil consumption [kg/h| 1j No. of cylinders 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v Speed 500/514 rpm 3.0 3.5 4.0 4.5 6.0 7.0 8.0 9.0 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 15 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5 Planning data for emission standard lMO Tier ll 2.1.5.1 Nominal values for cooler specification - L51/60DF - Diesel mode Table 2-13 Nominal values for cooler specification - L51/60DF - Diesel mode 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j lncluding separator heat (30kJ/kWhj 3j Basic values for layout design of the coolers 4j Tolerances of the pumps delivery capacities must be considered by the manufacturer 5j Without pilot fuel z = Flushing oil of automatic filter Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 6L 7L 8L 9L Engine output kW 6,000 7,000 8,000 9,000 Speed rpm 514 Heat to be dissipated 1j Cooling water cylinder kW 583 680 780 875 Charge air cooler; cooling water HT 1,600 1,866 2,135 2,400 Charge air cooler; cooling water LT 742 865 1,000 1,115 Lube oil cooler + separator 2j 583 680 780 875 Cooling water fuel nozzles 13 16 18 20 Heat radiation engine 185 215 245 275 Flow rates 3j HT circuit (Cooling water cylinder + charge air cooler HTj m 3 /h 70 80 90 100 LT circuit (Lube oil cooler + charge air cooler LTj 85 100 110 125 Lube oil (4 bar before enginej 140 165 190 215 Cooling water fuel nozzles 1.7 2.0 2.2 2.5 Pumps aj Free-standing 4j HT circuit cooling water (4.3barj m³/h 70 80 90 100 LT circuit cooling water (3.0barj Depending on plant design Lube oil (8.0barj 140+z 165+z 190+z 215+z Cooling water fuel nozzles (3.0barj 1.7 2.0 2.2 2.5 Fuel supply (7.0barj 5j 2.2 2.6 3.0 3.3 Fuel booster (7.0barj 5j 4.3 5.0 5.7 6.4 bj Attached Lube oil (8.0barj constant speed m³/h 199 199 233 270 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 16 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.2 Temperature basis, nominal air and exhaust gas data - L51/60DF - Diesel mode Table 2-14 Temperature basis, nominal air and exhaust gas data - L 51/60DF - Diesel mode 1j For design see chapter "6.3.1, page 6-39" 2j Tolerance: quantity +/- 5%, temperature +/- 20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT-stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 6L 7L 8L 9L Engine output kW 6,000 7,000 8,000 9,000 Speed rpm 514 Temperature basis HT cooling water engine outlet °C 90 LT cooling water air cooler inlet 38 1j Lube oil engine inlet 55 Cooling water inlet nozzles 60 Air data Temperature of charge air at charge air cooler outlet °C 52 Air flow rate m 3 /h 38,000 44,300 50,600 56,900 t/h 41.6 48.5 55.5 62.4 Charge air pressure (absolutej bar 3.8 Air required to dissipate heat radiation (enginej (t 2 - t 1 = 10°Cj m³/h 61,230 71,155 81,085 91,010 Exhaust gas data 2j volume flow (temperature turbocharger outletj m 3 /h 77,900 90,800 103,800 116,800 Mass flow t/h 42.8 49.9 57.1 64.2 Temperature at turbine outlet °C 361 Heat content (190°Cj kW 2,170 2,530 2,890 3,250 Permissible exhaust gas back pressure after turbocharger mbar < 30 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 17 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.3 Nominal values for cooler specification - v51/60DF - Diesel mode Table 2-15 Nominal values for cooler specification - v51/60DF - Diesel mode 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j lncluding separator heat (30kJ/kWhj 3j Basic values for layout design of the coolers 4j Tolerences of the pumps delivery capacities must be considered by the pump manufacturer 5j Without pilot fuel z = flushing oil of automatic filter Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT-stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 12 14 16 18 Engine output kW 12,000 14,000 16,000 18,000 Speed rpm 514 Heat to be dissipated 1j Cooling water cylinder kW 1,165 1,360 1,555 1,750 Charge air cooler; cooling water HT 3,200 3,735 4,265 4,800 Charge air cooler; cooling water LT 1,485 1,730 1,980 2,225 Lube oil cooler + separator 2j 1,165 1,360 1,555 1,750 Cooling water fuel nozzles 27 31 36 40 Heat radiation engine 370 430 490 550 Flow rates 3j HT circuit (Cooling water cylinder + charge air cooler HTj m 3 /h 140 160 180 200 LT circuit (lube oil cooler + charge air cooler LTj 170 200 220 250 Lube oil (5 bar before enginej 325 370 415 460 Cooling water fuel nozzles 3.5 4.1 4.8 5.3 Pumps aj Free-standing 4j HT circuit cooling water (4.3barj m³/h 140 160 180 200 LT circuit cooling water (3.0barj Depending on plant design Lube oil (8.0barj 325+z 370+z 415+z 460+z Cooling water fuel nozzles (3.0barj 3.5 4.1 4.8 5.4 Fuel supply (7.0 barj 5j 4.4 5.2 5.9 6.7 Fuel booster (7.0 barj 5j 8.6 10.0 11.4 12.9 bj Attached Lube oil (8.0barj constant speed m³/h 398 438 466 540 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 18 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.4 Temperature basis, nominal air and exhaust gas data - v51/60DF - Diesel mode Table 2-16 Air and exhaust gas data - engine v51/60DF - Diesel mode 1j For design see chapter "6.3.1, page 6-39" 2j Tolerance: quantity +/- 5%, temperature +/- 20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 12 14 16 18 Engine output kW 12,000 14,000 16,000 18,000 Speed rpm 514 Temperature basis HT cooling water engine outlet °C 90 LT cooling water air cooler inlet 38 1j Lube oil inlet engine 55 Cooling water inlet nozzles 60 Air data Temperature of charge air at charge air cooler outlet °C 52 Air flow rate m 3 /h 75,950 88,550 101,200 113,800 t/h 83.2 97.0 110.9 124.7 Charge air pressure (absolutej bar 3.8 Air required to dissipate heat radiation (enginej (t 2 - t 1 = 10°Cj m³/h 122,455 142,310 162,670 182,025 Exhaust gas data 2j volume flow (temperature turbocharger outletj m 3 /h 155,800 181,600 207,600 233,500 Mass flow t/h 85.6 99.8 114.1 128.3 Temperature at turbine outlet °C 358 Heat content (190°Cj kW 4,340 5,060 5,780 6,500 Permissible exhaust gas back pressure after turbocharger mbar < 30 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 19 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.5 Nominal values for cooler specification - L51/60DF - Gas mode Table 2-17 Nominal values for cooler specification - L 51/60 DF - Gas mode 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j lncluding separator heat (30kJ/kWhj 3j Basic values for layout design of the coolers 4j Tolerances of the pumps delivery capacities must be considered by the manufacturer 5j Without pilot fuel z = Flushing oil of automatic filter Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 6L 7L 8L 9L Engine output kW 6,000 7,000 8,000 9,000 Speed rpm 514 Heat to be dissipated 1j Cooling water cylinder kW 590 650 745 835 Charge air cooler; cooling water HT 1,300 1,515 1,733 1,950 Charge air cooler; cooling water LT 590 690 790 885 Lube oil cooler + separator 2j 535 620 710 800 Cooling water fuel nozzles 13 16 18 20 Heat radiation engine 170 195 225 250 Flow rates 3j HT circuit (Cooling water cylinder + charge air cooler HTj m 3 /h 70 80 90 100 LT circuit (Lube oil cooler + charge air cooler LTj 85 100 110 125 Lube oil (4 bar before enginej 140 165 190 215 Cooling water fuel nozzles 1.7 2.0 2.2 2.5 Pumps aj Free-standing 4j HT circuit cooling water (4.3barj m³/h 70 80 90 100 LT circuit cooling water (3.0barj Depending on plant design Lube oil (8.0barj 140+z 165+z 190+z 215+z Cooling water fuel nozzles (3.0barj 1.7 2.0 2.2 2.5 Fuel supply (7.0barj 5j 2.2 2.6 3.0 3.3 Fuel booster (7.0barj 5j 4.3 5.0 5.7 6.4 bj Attached Lube oil (8.0barj constant speed m³/h 199 199 233 270 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 20 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.6 Temperature basis, nominal air and exhaust gas data - L51/60DF - Gas mode Table 2-18 Air and exhaust gas data - engine L51/60DF - Gas mode 1j For design see chapter "6.3.1, page 6-39" 2j Tolerance: quantity +/- 5%, temperature +/- 20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT-stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 6L 7L 8L 9L Engine output kW 6,000 7,000 8,000 9,000 Speed rpm 514 Temperature basis HT cooling water engine outlet °C 90 LT cooling water air cooler inlet 38 1j Lube oil engine inlet 55 Cooling water inlet nozzles 60 Air data Temperature of charge air at charge air cooler outlet °C 52 Air flow rate m 3 /h 34,500 40,300 46,100 51,800 t/h 37.8 44.1 50.4 56.7 Charge air pressure (absolutej bar 3.5 Air required to dissipate heat radiation (enginej (t 2 - t 1 = 10°Cj m³/h 56,260 65,535 74,465 82,740 Exhaust gas data 2j volume flow (temperature turbocharger outletj m 3 /h 70,900 82,700 94,500 106,300 Mass flow t/h 39.0 45.5 52.0 58.5 Temperature at turbine outlet °C 360 Heat content (190°Cj kW 2,000 2,340 2,670 3,000 Permissible exhaust gas back pressure after turbocharger mbar < 30 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 21 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.7 Nominal values for cooler specification - v51/60DF - Gas mode Table 2-19 Nominal values for cooler specification - v51/60DF - Gas mode 1j Tolerance: +10 % for rating coolers, -15 % for heat recovery 2j Addition required for separator heat (30 kJ/kWhj 3j Basic values for layout design of the coolers 4j Tolerences of the pumps delivery capacities must be considered by the pump manufacturer 5j Without pilot fuel z = flushing oil of automatic filter Reference conditions: Tropic Air temperature °C 45 Cooling water temperature before charge air cooler 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 12 14 16 18 Engine output kW 12,000 14,000 16,000 18,000 Speed rpm 514 Heat to be dissipated 1j Charge air cooler HT-stage kW 2,600 3,035 3,465 3,900 Charge air cooler LT-stage 1,185 1,380 1,580 1,775 Lube oil cooler 2j 1,065 1,245 1,420 1,600 Water cooler cylinder 1,115 1,305 1,490 1,675 Cooling water fuel nozzles 27 31 36 40 Heat radiation engine 340 390 450 500 Flow rates 3j HT circuit (cylinder + charge air cooler HT stagej m 3 /h 140 160 180 200 Fuel nozzles cooling water 3.5 4.1 4.8 5.3 LT circuit (lube oil + charge air cooler LT stagej 170 200 220 250 Lube oil (5 bar before enginej 325 370 415 460 Pumps aj Free-standing 4j HT circuit cooling water (4.3barj m³/h 140 160 180 200 Fuel nozzles (3.0barj 3.5 4.1 4.8 5.4 LT circuit cooling water (3.0barj Depending on plant design Lube oil (8.0barj 325+z 370+z 415+z 460+z Fuel supply (7.0barj 5j 4.4 5.2 5.9 6.7 Fuel booster (7.0 barj 5j 8.6 10.0 11.4 12.9 bj Attached Lube oil (8.0barj constant speed m³/h 398 438 466 540 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 22 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.8 Temperature basis, nominal air and exhaust gas data - v 51/60 DF - Gas mode Table 2-20 Temperature basis, nominal air and exhaust gas data - v51/60DF - Gas mode 1j For design see chapter "6.3.1, page 6-39" 2j Tolerance: quantity +/- 5%, temperature +/- 20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 12 14 16 18 Engine output kW 12,000 14,000 16,000 18,000 Speed rpm 514 Temperature basis HT cooling water engine outlet °C 90 LT cooling water air cooler inlet 38 1j Lube oil inlet engine 55 Cooling water inlet nozzles 60 Air data Temperature of charge air at charge air cooler outlet °C 52 Air flow rate m 3 /h 69,100 80,500 92,100 103,600 t/h 75.6 88.2 100.8 113.4 Charge air pressure (absolutej bar 3.5 Air required to dissipate heat radiation (enginej (t 2 - t 1 = 10°Cj m³/h 112,525 129,070 148,930 165,475 Exhaust gas data 2j volume flow (temperature turbocharger outletj m 3 /h 141,700 165,300 189,000 212,600 Mass flow t/h 78.0 91.0 104.0 117.0 Temperature at turbine outlet °C 360 Heat content (190°Cj kW 4,000 4,670 5,340 6,000 Permissible exhaust gas back pressure after turbocharger mbar < 30 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 23 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.9 Load specific values at tropical conditions - 51/60 DF - Diesel mode 975/1000 kW/cyl., 500/514 rpm Table 2-21 Load specific values at tropical conditions - L+v51/60DF - Diesel mode Tolerances refer to 100% load 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3j lncluding separator heat (30KJ/kWhj 4j Tolerances: quantity œ5%, temperature œ20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Engine output % 100 85 75 50 kW/cyl. 975/ 1000 829/ 850 731/ 750 488/ 500 Speed rpm 500/514 Heat to be dissipated 1j Cooling water cylinder kJ/kWh 350 380 455 565 Charge air cooler; cooling water HT 2 j 960 840 895 460 Charge air cooler; cooling water LT 2j 445 410 484 410 Lube oil cooler + separator 3j 350 400 410 515 Cooling water fuel nozzles 8 - Heat radiation engine L-engine v-engine 110 110 110 110 130 130 155 155 Air data Temperature of charge air after compressor at charge air cooler outlet °C 237 52 211 50 196 49 140 43 Air flow rate kg/kWh 6.93 7.00 7.88 7.76 Charge air pressure (absolutej bar 3.8 3.3 3.1 2.0 Exhaust gas data 4j Mass flow kg/kWh 7.13 7.20 8.08 7.96 Temperature at turbine outlet °C 361 363 364 410 Heat content (190°Cj kJ/kWh 1,300 1,312 1,500 1,875 Permissible exhaust gas back pressure after turbocharger (maximumj mbar < 30 - Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 24 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.10 Load specific values at lSO-conditions - 51/60DF - Diesel mode 975/1000 kW/cyl., 500/514 rpm Table 2-22 Load specific values at lSO-conditions - L+v51/60DF - Diesel mode Tolerances refer to 100% load 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3j lncluding separator heat (30kJ/kWhj 4j Tolerances: quantity œ5%, temperature œ20°C Reference conditions: lSO Air temperature °C 25 Cooling water temp. before charge air cooler (LT stagej 25 Air pressure bar 1 Relative humidity % 30 Engine output % 100 85 75 50 kW/cyl. 975/ 1000 829/ 850 731/ 750 488/ 500 Speed rpm 500/514 Heat to be dissipated 1j Cooling water cylinder kJ/kWh 315 340 400 530 Charge air cooler; cooling water HT 2 j 845 735 785 350 Charge air cooler; cooling water LT 2j 510 500 462 452 Lube oil cooler + separator 3j 345 400 405 520 Cooling water fuel nozzles 8 - Heat radiation engine L-engine v-engine 140 140 140 140 170 170 200 200 Air data Temperature of charge air after compressor at charge air cooler outlet °C 216 43 192 40 180 38 126 32 Air flow rate kg/kWh 7.24 7.43 8.25 8.07 Charge air pressure (absolutej bar 3.9 3.4 3.2 2.1 Exhaust gas data 4j Mass flow kg/kWh 7.44 7.63 8.45 8.27 Temperature at turbine outlet °C 334 327 333 383 Heat content (190°Cj kJ/kWh 1,130 1,110 1,275 1,690 Permissible exhaust gas back pressure after turbocharger (maximumj mbar < 30 - Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 25 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.11 Load specific values at tropical conditions - 51/60 DF - Gas mode 975/1000 kW/cyl., 500/514 rpm Table 2-23 Load specific values at tropical conditions - L+v51/60DF - Gas mode Tolerances refer to 100% load 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3j lncluding separator heat (30KJ/kWhj 4j Tolerances: quantity œ5%, temperature œ20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Engine output % 100 85 75 50 kW/cyl. 975/ 1000 829/ 850 731/ 750 488/ 500 Speed rpm 500/514 Heat to be dissipated 1j Cooling water cylinder kJ/kWh 335 385 395 465 Charge air cooler; cooling water HT 2 j 780 650 570 305 Charge air cooler; cooling water LT 2j 355 325 325 310 Lube oil cooler + separator 3j 320 365 400 520 Cooling water fuel nozzles 8 - Heat radiation engine L-engine v-engine 100 100 100 100 115 115 150 150 Air data Temperature of charge air after compressor at charge air cooler outlet °C 220 52 195 48 180 46 130 44 Air flow rate kg/kWh 6.3 6.2 6.3 6.4 Charge air pressure (absolutej bar 3.5 2.9 2.6 1.8 Exhaust gas data 4j Mass flow kg/kWh 6.5 6.4 6.5 6.6 Temperature at turbine outlet °C 360 375 390 425 Heat content (190°Cj kJ/kWh 1,200 1,300 1,410 1,810 Permissible exhaust gas back pressure after turbocharger (maximumj mbar < 30 - Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 26 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.12 Load specific values at lSO conditions - 51/60 DF - Gas mode 975/1000 kW/cyl., 500/514 rpm Table 2-24 Load specific values at lSO-conditions - L+v51/60DF - Gas mode Tolerances refer to 100% load 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3j lncluding separator heat (30kJ/kWhj 4j Tolerances: quantity œ5%, temperature œ20°C Reference conditions: lSO Air temperature °C 25 Cooling water temp. before charge air cooler (LT stagej 25 Air pressure bar 1 Relative humidity % 30 Engine output % 100 85 75 50 kW/cyl. 975/ 1000 829/ 850 731/ 750 488/ 500 Speed rpm 500/514 Heat to be dissipated 1j Cooling water cylinder kJ/kWh 345 370 410 520 Charge air cooler; cooling water HT 2 j 580 480 400 330 Charge air cooler; cooling water LT 2j 430 410 380 120 Lube oil cooler + separator 3j 310 360 395 540 Cooling water fuel nozzles 8 - Heat radiation engine L-engine v-engine 130 130 130 130 150 150 180 180 Air data Temperature of charge air after compressor at charge air cooler outlet °C 190 43 170 43 155 43 105 43 Air flow rate kg/kWh 6.20 6.25 6.30 6.25 Charge air pressure (absolutej bar 3.35 2.9 2.6 1.75 Exhaust gas data 4j Mass flow kg/kWh 6.40 6.45 6.50 6.45 Temperature at turbine outlet °C 350 375 390 440 Heat content (190°Cj kJ/kWh 1,120 1,280 1,400 1,760 Permissible exhaust gas back pressure after turbocharger (maximumj mbar < 30 - Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 27 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.13 Filling volumes and flow resistances Table 2-25 Water and oil volume of engine Table 2-26 Service tanks capacity 1j lnstallation height refers to tank bottom and crankshaft centre line 2j Marine engines with attached lube oil pump 3j Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included 4j Required for marine main engine with free-standing lube oil pump only Table 2-27 Flow resistance Water and oil volume of engine No. of cylinders 6 7 8 9 12 14 16 18 Cooling water approx. litres 470 540 615 685 1,250 1,400 1,550 1,700 Lube oil 170 190 220 240 325 380 435 490 Service tanks lnstallation height 1j Minimum effective capacity m m³ No. of cylinders 6 7 8 9 12 14 16 18 Cooling water cylinder 6 ... 9 1.0 1.5 Cooling water fuel nozzles 5 ... 8 0.5 0.75 Lube oil in double bottom 2j in double bottom 3j - - 7.5 11.0 8.5 12.5 10.0 14.5 11.0 16.0 14.5 19.5 17.0 22.5 19.5 25.5 22.0 29.0 Run-down lubrication for engine 4j min. 14 3.5 4.0 4.5 5.0 5.0. 5.5 6.0 7.0 Flow resistance bar Charge air cooler (HT stagej 0.35 per cooler Charge air cooler (LT stagej 0.40 per cooler Cylinder (HT cooling waterj 1.0 Fuel nozzles (HT cooling waterj 1.5 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 28 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.14 Permissible operating pressure Table 2-28 Operating pressure 1j All pressures overpressures Note: Exhaust gas back pressure An increased exhaust gas back pressure (> 30 mbarj raises the temperature level of the engine and will be considered when calculating a required derating by adding 2.5 K to the ambient air temperature for every 10 mbar of the increased exhaust gas back pressure after turbine. Operating pressures bar 1j min. max. LT cooling water before charge air cooler stage 2 2.0 4.0 HT cooling before cylinders 3.0 4.0 Nozzle cooling water before fuel valves open system closed system 2.0 3.0 4.0 5.0 Fuel oil before injection pumps 4.0 8.0 Natural Gas before GvU inlet 5.0 6.0 Lube oil before engine L = 4.0 v = 5.0 L= 5.0 v = 5.5 Exhaust gas back pressure: after turbocharger 30mbar Negative intake pressure before compressor 20mbar Maximum cylinder pressure 170 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 29 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit Figure 2-8 Theoretical supply gas pressure at inlet gas valve unit depending on LHv of fuel gas Note! To avoid reduced dynamic load capacity during dual fuel operation, the required minimum supply gas pressure of 5 barg must not be undercut. A pressure loss of 0.1 bar from GvU outlet to the engine inlet is included in the gas pressure requirement indicated in "Figure 2-8, page 2-29". ln case of pressure loss higher then 0.1 bar the minimum required gas pressure must be increased accordingly, see also "Chapter 2.1.5.14 Permissible operating pressure, page 2-28". 1 1,5 2 2,5 3 3,5 4 4,5 5 20 30 40 50 60 70 80 90 100 110 Engine output [%] S u p p l y g a s p r e s s u r e [ b a r g ] LHV = 36,000 kJ/m3 (STP) LHV = 28,000 kJ/m3 (STP) Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 30 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.16 Admissible supply gas pressure variations Figure 2-9 Maximum allowable supply gas pressure variations (peak to peakj Figure 2-10 Short-time allowable supply gas pressure variations (dynamicj Note! As a standard value the supply gas pressure at GvU inlet must not exceed a pressure variation of œ 0,4 bar/5 sec. Depending on the design of the supply gas system the given guideline value must be reduced. The supply gas pressure and the included pressure deviations must be kept in the operating range of 5 to 6 barg. -800 -600 -400 -200 0 200 400 600 800 0 5 10 15 20 25 30 35 40 45 50 55 60 Time [s] P r e s s u r e d i f f e r e n c e [ m b a r ] -400 -320 -240 -160 -80 0 80 160 240 320 400 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Time [s] P r e s s u r e d i f f e r e n c e [ m b a r ] Dual-fuel engine and operation 2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 31 0 2 0 6 - 0 6 0 1 M D F . f m 2.1.6 Emissions 2.1.6.1 Engine noise / intake noise / exhaust gas noise Engine L51/60DF Output 975/1000 kW/cyl., speed = 500/514 rpm Engine noise engine L 51/60DF Sound pressure level Lp max: . . . . . . . . . . . . . approx. ≤ 109 dB(Aj min: . . . . . . . . . . . . . approx. ≥ 104 dB(Aj √ Measuring points A total of 19 measuring points at 1m distance from the engine surface distributed evenly around the engine according to lSO 6798. The noise at the exhaust outlet is not included. √ Octave level diagram ln the octave level diagram below the minimum and maximum octave levels of all measuring points have been linked by graphs. The data will change, depending on the acoustical properties of the environment. Figure 2-11 Octave level diagram L51/60DF - sound pressure level Lp - air borne noise 80 85 90 95 100 105 110 1/1 octave band frequency [Hz] s o u n d p r e s s u r e l e v e l L p [ d B ] r e f : 2 0 µ P a min max min 90 92 93 94 95 95 95 94 91 89 104 max 101 102 104 105 105 104 103 103 100 98 109 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Page 2 - 32 51/60DF Status 06/2007 0 2 0 6 - 0 6 0 1 M D F . f m lntake noise engine L51/60DF Sound power level Lw: approx. ≤ 138 dB(Aj √ Octave level diagram The sound power level Lw of the unsilenced intake noise in the intake pipe is approx. 138 dB(Aj at rated output. The 1/1 octave level of the sound power is shown in the diagram below. This data is required and valid only for ducted air intake systems. The data is not valid if the standard air filter silencer is attached to the turbocharger. Figure 2-12 Octave level diagram L51/60DF 100 105 110 115 120 125 130 135 140 145 1/1 octave band frequency [Hz] s o u n d p o w e r l e v e l L w [ d B ] r e f : 1 0 e x p - 1 2 W Lw Lw 115 120 117 112 107 108 111 130 135 130 138 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 33 0 2 0 6 - 0 6 0 1 M D F . f m Exhaust gas noise engine L51/60DF Sound power level Lw: approx. ≤ 141 dB(Aj √ Octave level diagram The sound power level Lw of the unsilenced exhaust noise in the exhaust pipe is approx. 141 dB(Aj at rated output. The octave level of the sound power is shown in the diagram below. . Figure 2-13 Octave level diagram L51/60DF - sound power level Lw - unsilenced exhaust noise 125 130 135 140 145 150 155 160 1/1 octave band frequency [Hz] s o u n d p o w e r l e v e l L w [ d B ] r e f : 1 0 e x p - 1 2 W Lw Lw 145 158 150 142 138 136 135 134 132 131 141 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Page 2 - 34 51/60DF Status 06/2007 0 2 0 6 - 0 6 0 1 M D F . f m Engine v51/60DF Output 975/1000 kW/cyl., speed = 500/514 rpm Engine noise engine v51/60DF Sound pressure level Lp max: . . . . . . . . . . . . . approx. ≤ 109 dB(Aj min: . . . . . . . . . . . . . approx. ≥ 104 dB(Aj √ Measuring points A total of 19 measuring points at 1 m distance from the engine surface distributed evenly around the engine according to lSO 6798. The noise at the exhaust outlet is not included. √ Octave level diagram ln the octave level diagram below the minimum and maximum octave levels of all measuring points have been linked by graphs. The data will change, depending on the acoustical properties of the environment. Figure 2-14 Octave level diagram v51/60DF - sound pressure level Lp - air borne noise 80 85 90 95 100 105 110 1/1 octave band frequency [Hz] s o u n d p r e s s u r e l e v e l L p [ d B ] r e f : 2 0 µ P a min max min 90 92 93 94 95 95 95 94 91 89 104 max 101 102 104 105 105 104 103 103 100 98 109 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 35 0 2 0 6 - 0 6 0 1 M D F . f m lntake noise engine v51/60DF Sound power level Lw: approx. ≤ 138 dB(Aj √ Octave level diagram The sound power level Lw of the unsilenced intake noise in the intake pipe is approx. 138 dB(Aj at rated output. The 1/1 octave level of the sound power is shown in the diagram below. This data is required and valid only for ducted air intake systems. The data is not valid if the standard air filter silencer is attached to the turbocharger. Figure 2-15 Octave level diagram v51/60DF - sound power level Lw - unsilenced intake noise 100 105 110 115 120 125 130 135 140 145 1/1 octave band frequency [Hz] s o u n d p o w e r l e v e l L w [ d B ] r e f : 1 0 e x p - 1 2 W Lw Lw 115 120 117 112 107 108 111 130 135 130 138 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Page 2 - 36 51/60DF Status 06/2007 0 2 0 6 - 0 6 0 1 M D F . f m Exhaust gas noise engine v51/60DF Sound power level Lw: approx. ≤ 141 dB(Aj √ Octave level diagram The sound power level Lw of the unsilenced exhaust noise in the exhaust pipe is approx. 141 dB(Aj at rated output. The octave level of the sound power is shown in the diagram below. . Figure 2-16 Octave level diagram v51/60DF - sound power level Lw - unsilenced exhaust noise 125 130 135 140 145 150 155 160 1/1 octave band frequency [Hz] s o u n d p o w e r l e v e l L w [ d B ] r e f : 1 0 e x p - 1 2 W Lw Lw 141 150 150 142 138 136 135 134 132 131 141 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Status 05/2009 51/60DF lMO Tier ll Page 2 - 37 0 2 0 6 - 0 6 0 2 M D F . f m 2.1.6.2 Exhaust gas emission Engine L+v51/60DF lMO Tier ll 1j Maximum allowable emission value NO x lMO Tier ll 1j Marine engines are warranted to meet the emission limits given by “lnternational Convention for the Prevention of Pol- lution from Ships (MARPOL 73/78j, Revised Annex vl, revised 2008. 2j Cycle values as per lSO 8178-4, operating on lSO 8217 DM grade fuel (marine distillate fuel: MGO or MDOj, contingent to a charge air cooling water temperature of max. 32 °C at 25 °C reference sea water temperature. 3j Maximum allowable NO x emissions for marine Diesel engines according to lMO Tier ll: 130 ≤ n < 2000 → 44 * n -0.23 g/kWh (n = rated engine speed in rpmj 4j Calculated as NO 2 D 2 : test cycle for constant speed aux. engine application E 2 : test cycle for constant speed main prop. application 5j Maximum allowable NOx emission for marine diesel engines according to Class Notation Clean Design from Det Nor- ske veritas: n> 130 rpm-->31,5* n (-0,2j g/kWh+1,4 (n= rated engine speed in rpmj Remark: The certification testing of the engine for compliance wtih the NO x emission limits will be done as single certification or group certification at the testbed. Rated output Rated speed kW/cyl. rpm 975 500 1000 514 NO x 2j 4j lMO Tier ll cycle D2/E2/E3 g/kWh 10.54 3j 10.47 3j Table 2-29 Maximum allowable emission value NOx - engine L+v51/60DF Dual-fuel engine and operation 2.1.6 Emissions Page 2 - 38 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 6 0 2 M D F . f m Dual-fuel engine and operation 2.1.7 Requirements for power drive connection (staticj Status 05/2009 51/60DF Page 2 - 39 0 2 0 6 - 0 7 0 1 M D F . f m 2.1.7 Requirements for power drive connection (staticj Limit values of masses to be coupled after the engine Evaluation of permissible theoretical bearing loads Engine 51/60DF F 1 = theoretical bearing force at the external engine bearing F 2 = theoretical bearing force at the generator bearing F 3 = flywheel weight F 4 = coupling weight acting on the engine, including reset forces F 5 = rotor weight of the generator a = distance between end of coupling flange and centre of outer crankshaft bearing l = distance between centre of outer crankshaft bearing and generator bearing 1j lnclusive of couples resulting from restoring forces of the coupling Distance between engine seating surface and crankshaft centre line: √ L51/60DF: 700 mm √ v51/60DF: 830 mm Note: Changes may be necessary as a result of the torsional vibration calculation or special service conditions. Figure 2-17 Case A: overhung arrangement Figure 2-18 Case B: rigid coupling M max = F * a = F 3 * x 3 + F 4 * x 4 F 1 = (F 3 * x 2 + F 5 * x 1 j/l Engine Distance a Case A Case B M max = F * a F 1 max mm kNm kN L51/60DF 530 80 1j 140 v51/60DF 560 105 1j 180 Table 2-30 Example calculation case A and B Dual-fuel engine and operation 2.1.7 Requirements for power drive connection (staticj Page 2 - 40 51/60DF Status 05/2009 0 2 0 6 - 0 7 0 1 M D F . f m General remark: Masses which are connected downstream of the engine in the case of an overhung, resp. rigidly coupled, arrangement result in additional crankshaft bending stress, which is mirrored in a measured web deflection during engine installation. Provided that the limit values for the masses to be coupled downstream of the engine (permissible values for M max and F 1max j are complied with, the permitted web deflections will not be exceeded during assembly. Observing these values ensures a sufficiently long operating time before a realignment of the crankshaft has to be carried out. Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Status 05/2009 51/60DF Page 2 - 41 0 2 0 6 - 0 8 0 1 M D F . f m 2.1.8 Requirements for power drive connection (dynamicj 2.1.8.1 Moments of inertia, flywheels Engine 51/60 DF 975/1000 kW/cyl.; 500/514 rpm Constant speed For flywheels dimensions see "Chapter 2.1.9 Power transmission, page 2-49". Diesel-electric marine plants Engine Moments of inertia Flywheels Continu- ous rating Total moment required J min Cyclic irregular- ity Engine + damper 1j Moments of inertia Mass Required moment of inertia after flywheel kW kgm 2 - kgm 2 kgm 2 kg kgm 2 n = 500 rpm 6 L51/60DF 5,850 8,210 580 2,633 3,102 5,324 2,475 7 L51/60DF 6,825 9,580 320 3,412 3,066 8 L51/60DF 7,800 10,950 540 3,737 4,111 9 L51/60DF 8,775 12,310 760 3,565 5,643 12 v51/60DF 11,700 16,420 1,500 4,624 2,935 4,308 8,861 14 v51/60DF 13,650 19,150 4,100 5,196 11,019 16 v51/60DF 15,600 21,890 3,200 5,768 13,187 18 v51/60DF 17,550 24,620 2,000 6,340 15,345 n = 514 rpm 6 L51/60DF 6,000 7,970 610 2,633 3,102 5,524 2,235 7 L51/60DF 7,000 9,300 320 3,412 2,786 8 L51/60DF 8,000 10,620 550 3,737 3,781 9 L51/60DF 9,000 11,950 760 3,565 5,283 12 v51/60DF 12,000 15,930 1,600 4,624 2,935 4,308 8,371 14 v51/60DF 14,000 18,590 4,000 5,196 10,459 16 v51/60DF 16,000 21,240 3,200 5,768 12,537 18 v51/60DF 18,000 23,900 2,000 6,340 14,625 Table 2-31 Moments of inertia / flywheels for Diesel-electric plants - engine 51/60DF Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Page 2 - 42 51/60DF Status 05/2009 0 2 0 6 - 0 8 0 1 M D F . f m Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Status 05/2009 51/60DF Page 2 - 43 0 2 0 4 - 0 8 0 2 M D F . f m 2.1.8.2 Balancing of masses Engine L51/60DF Rotating crank balancy............................100 % Static reduced rotating mass per crank including counterweights and rotating portion of connecting rod (for a crank radius r = 300 mmj . . . . . . +1.3 k Oscillating mass per cylinder . . . . . . 635.5 kg Connecting rod ratio. . . . . . . . . . . . . . . . 0.219 Distance between cylinder centrelines820 mm For engines of type 51/60 DF the external mass forces are equal to zero. M rot is eliminated by means of balancing weights on resiliently mounted engines. Firing order: counted from coupling side 1j lrregular firing order Engine Firing order Residual external couples M rot [kNm| + M osc 1st order [kNm| M osc 2nd order [kNm| Engine speed [rpm| 500 vertical horizontal 6 L51/60DF A 0 0 7 L51/60DF C 87.5 8 L51/60DF B 0 9 L51/60DF B 27.1 27.1 148 Engine speed (rpmj 514 6 L51/60 DF A 0 0 7 L51/60 DF C 92.4 8 L51/60 DF B 0 9 L51/60 DF B 28.6 28.6 156.4 Table 2-32 Residual external couples - engine L 51/60 DF No. of cylinders Firing order Clockwise rotation Counter clockwise rotation 6 L A 1-3-5-6-4-2 1-2-4-6-5-3 7 L C 1j 1-2-4-6-7-5-3 1-3-5-7-6-4-2 8 L B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4 9 L B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6 Table 2-33 Firing order - engine L51/60DF Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Page 2 - 44 51/60DF Status 05/2009 0 2 0 4 - 0 8 0 2 M D F . f m Balancing of masses Engine v51/60DF Rotating crank balancy..............................99 % Static reduced rotating mass per crank including counterweights and rotating portion of connecting rod (for a crank radius r = 300 mmj. . . . . . +15 kg Oscillating mass per cylinder . . . . . . 635.5 kg Connecting rod ratio . . . . . . . . . . . . . . . .0.219 Distance between cylinder centrelines . . . . . . . . . . . . . . . . . . . . 1,000 mm vee angle . . . . . . . . . . . . . . . . . . . . . . . . . . 50° For engines of type 51/60DF the external mass forces are equal to zero. M rot is eliminated by means of balancing weights on resiliently mounted engines. Firing order: counted from coupling side 1j lrregular firing order Engine Firing order Residual external couples M rot (kNmj M osc 1st order (kNmj M osc 2nd order (kNmj Engine speed (rpmj 500 vertical horizontal vertical horizontal 12 V51/60DF A 0 0 0 14 V51/60DF C 124.3 69.1 16 V51/60DF B 0 18 V51/60DF A 2.4 166.3 36.2 73.0 40.6 Engine speed (rpmj 514 12 v51/60DF A 0 0 0 14 v51/60DF C 131.3 73.0 16 v51/60DF B 0 18 v51/60DF A 2.5 175.7 38.2 77.2 42.9 Table 2-34 Residual external couples - engine v51/60DF No. of cylinders Firing order Clockwise rotation Counter clockwise rotation 12 V A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2- B2 A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3- B1 14 V C 1j A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- B5-A3-B3 A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4- B2-A2-B1 16 V B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- B5-A2-B2-A3-B3 A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6- B7-A7-B4-A4-B1 18 V A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- B8-A6-B6-A4-B4-A2-B2 A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9- B7-A7-B5-A5-B3-A3-B1 Table 2-35 Firing order - engine v51/60DF Diesel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Status 10/2008 Page 2 - 45 0 2 0 4 - 0 9 0 1 M A . f m 2.1.8.3 Static torque fluctuation General The static torque fluctuation is the summation - taking into account the correct phase-angles - of the torques acting at all cranks around the crankshaft axis. These torques are created by the gas and mass forces acting at the crankpins, with the crank radius being used as the lever (see examples on the following pagesj. An absolutely rigid crankshaft is assumed. The values T max and T min listed in the tables on the following pages represent a measure for the reaction forces occurring at the foundation of the engine (see the figure belowj. The static values listed in the table undergo in each individual case a dynamic magnification which is dependent upon the characteristics of the foundation (design and material thicknesses in way of the foundation, type of chockingj. The reaction forces generated by the torque fluctuation are the most important excitations transmitted into the foundation in the case of a rigidly or semi-resiliently mounted engine. Their frequency is dependent upon speed and cylinder number, and is also listed in the table. ln order to avoid local vibration excitations in the vessel, it must be ensured that the natural frequencies of important part structures (e.g. panels, bulkheads, tank walls and decks, equipment and its foundation, pipe systemsj have a sufficient safety margin (if possible œ30 %j in relation to this main excitation frequency. Figure 2-19 Static torque fluctuation z Number of cylinders L Distance between foundation bolts F D L × z × T max T min – 2 ------------------------------ = Diesel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Page 2 - 46 Status 10/2008 0 2 0 4 - 0 9 0 1 M A . f m Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Status 05/2009 51/60DF Page 2 - 47 0 2 0 4 - 0 9 0 1 M D F . f m Static torque fluctuation and exciting frequencies Engine L51/60DF Example to declare Figure 2-20 Static torque fluctuation - engine L51/60DF Engine Output Speed T n T max T min Main exciting components Order Frequency 1j ±T kW rpm kNm kNm kNm - Hz kNm 6 L51/60DF 5,850 500 111.7 284.2 22.2 3.0 6.0 25.0 50.0 67.6 61.7 7 L51/60DF 6,825 130.3 425.3 -46.6 3.5 7.0 29.2 58.3 211.7 45.5 8 L51/60DF 7,800 149.0 406.9 -3.6 4.0 8.0 33.3 66.7 180.0 34.9 9 L51/60DF 8,775 167.6 416.7 15.9 4.5 9.0 37.5 75.0 176.8 26.4 6 L51/60DF 6,000 514 111.5 271.9 23.7 3.0 6.0 25.7 51.4 58.3 61.7 7 L51/60DF 7,000 130.0 421.0 -46.9 3.5 7.0 30.0 60.0 211.3 45.5 8 L51/60DF 8,000 148.6 401.7 -3.3 4.0 8.0 34.3 68.5 178.7 34.9 9 L51/60DF 9,000 167.2 412.3 15.3 4.5 9.0 38.5 77.1 176.5 26.4 1j Exciting frequency of the main harmonic components. Table 2-36 Static torque fluctuation and exciting frequency - engine L51/60DF Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Page 2 - 48 51/60DF Status 05/2009 0 2 0 4 - 0 9 0 1 M D F . f m Static torque fluctuation and exciting frequencies Engine v51/60DF Example to declare Figure 2-21 Static torque fluctuation - engine v51/60DF Engine Output Speed T n T max T min Main exciting components Order Fre- quency 1j ±T kW rpm kNm kNm kNm rpm Hz kNm 12 v51/60DF 11,700 500 223.5 406.3 100.0 3.0 6.0 25.0 50.0 35.0 106.9 14 v51/60DF 13,650 260.7 418.9 148.0 3.5 7.0 29.2 58.3 18.5 90.6 16 v51/60DF 15,600 297.9 452.4 167.1 4.0 8.0 33.3 66.7 62.5 65.5 18 v51/60DF 17,550 335.2 504.5 161.0 4.5 9.0 37.5 75.0 135.3 37.3 12 v51/60DF 12,000 514 222.9 399.4 94.7 3.0 6.0 25.7 51.4 30.2 106.8 14 v51/60DF 14,000 260.1 415.0 146.6 3.5 7.0 30.0 60.0 18.4 90.6 16 v51/60DF 16,000 297.3 449.8 165.8 4.0 8.0 34.3 68.5 62.1 65.6 18 v51/60DF 18,000 334.4 501.7 159.3 4.5 9.0 38.5 77.1 135.1 37.3 1j Exciting frequency of the main harmonic components. Table 2-37 Static torque fluctuation and exciting frequency - engine v51/60DF Dual-fuel engine and operation 2.1.9 Power transmission Status 05/2009 51/60DF Page 2 - 49 0 2 0 6 - 1 0 0 1 M D F . f m 2.1.9 Power transmission 2.1.9.1 Flywheel arrangement Flywheel with flexible coupling Figure 2-22 Flywheel with flexible coupling No. of cylinders A 1j A 2j E 1j E 2j F min F max No. of through bolts No. of fitted bolts mm 12 V Dimensions will result from clarification of technical details of propulsion drive 12 2 14 v 16 V 18 V 14 1 j Without torsional limit device 2j With torsional limit device Table 2-38 Dimensions - power transmission Dual-fuel engine and operation 2.1.9 Power transmission Page 2 - 50 51/60DF Status 05/2009 0 2 0 6 - 1 0 0 1 M D F . f m Use for project purposes only! Final dimensions of flywheel and flexible coupling will result from clarification of technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be changed! Arrangement of flywheel, coupling and generator Figure 2-23 Example: arrangement of flywheel, coupling and generator Engine and operation 2.1.11 Arrangement of attached pumps Status 10/2008 L48/60B, L48/60CR, L51/60G Page 2 - 55 0 2 0 4 - 1 2 0 1 M D . f m 2.1.11 Arrangement of attached pumps Figure 2-24 Attached pumps L48/60B, L48/60CR, L51/60G Figure 2-25 Attached pumps v48/60B, v48/60CR, v51/60G Note! The final arrangement of the L.O. and cooling water pumps will be made due to the inquiry or order. Engine and operation 2.1.11 Arrangement of attached pumps Page 2 - 56 L48/60B, L48/60CR, L51/60G Status 10/2008 0 2 0 4 - 1 2 0 1 M D . f m Diesel engine and operation 2.1.16 Foundation Status 10/2008 Page 2 - 99 0 2 0 4 - 1 3 0 1 M D . f m 2.1.16 Foundation 2.1.16.1 General requirements for engine foundation Plate thicknesses The stated material dimensions are recommendations, thicknesses smaller than these should not be allowed. Top plates Before or after having been welded in place, the bearing surfaces should be machined and freed from rolling scale. Surface finish corresponding to Ra 3.2 peak-to-valley roughness in the area of the chocks. The thickness given is the finished size after ma- chining. Downward inclination outwards, not exceeding 0.7 %. Prior to fitting the chocks, clean the bearing surfaces from dirt and rust that may have formed: After the drilling of the foundation bolt holes, spotface the lower contact face normal to the bolt hole. Foundation girders The distance of the inner girders must be observed. We recommend that the distance of the outer girders (only required for larger typesj also be observed. The girders must be aligned exactly above and underneath the tank top. Floor plates No manholes are permitted in the floor plates in the area of the box-shaped foundation. Welding is to be carried out through the manholes in the outer girders. Top plate supporting Provide support in the area of the frames from the nearest girder below. Diesel engine and operation 2.1.16 Foundation Page 2 - 100 Status 10/2008 0 2 0 4 - 1 3 0 1 M D . f m Dual-fuel engine and operation 2.1.16 Foundation Status 05/2005 51/60DF Page 2 - 55 0 2 0 6 - 1 3 0 4 M D F . f m 2.1.11.2 Resilient seating General The engines cause dynamic effects on the foundation. These effects are to be attributed to the pulsating forces of reaction due to the irregular torque, and in engines with certain cylinder numbers these effects are attributable to the free forces due to gravity and moments of inertia. ln addition, an internal combustion engine generates structure-borne sound, which is also transmitted into the foundation. The direct resilient support makes it possible to keep the foundation practically free from the dynamic forces, which are generated by every re- ciprocating engine and may have harmful effects on the environment of the engines under adverse conditions. Therefore MAN Diesel offers the resilient mounting to increase the comfort. Conical mounting system The conical mounting system is a special design for merchant ships. The mounting system is characterised by natural frequencies of the resiliently supported engine being lower than approx. 18 Hz, so that they are below those of the pulsating disturbing varia- bles. The appropriate design of the resilient support will be selected in accordance with the demands of the customer, i.e. it will be adjusted to the special requirements of each plant. The supporting elements will be connected directly to the engine feet by special brackets. The number, rubber hardness and distribution of the supporting elements depend on √ the weight of the engine √ the centre of gravity of the engine √ the desired natural frequencies Where resilient mounting is applied, the following has to be taken into consideration when designing a Diesel electric plant: 1. Between the resiliently mounted engine and the rigidly mounted gearbox or generator, a flexible coupling with minimum axial and radial elastic forces and large axial and radial displacement capacities must be provided. 2. The pipes to and from the engine must be of highly flexible type. 3. ln order to achieve a good structure-borne- sound isolation, the lower brackets used to connect the supporting elements with the ship's foundation are to be fitted at sufficiently rigid points of the foundation. lnflu- ences of the foundation's stiffness on the natural frequencies of the resilient support will not be considered. 4. The yard must specify with which inclination related to the plane keel the engine will be installed in the ship. When calculating the resilient mounting system, it has to be checked whether the desired inclination can be realised without special measures. Addi- tional measures always result in additional costs. Dual-fuel engine and operation 2.1.16 Foundation Page 2 - 56 51/60DF Status 05/2005 0 2 0 6 - 1 3 0 4 M D F . f m Dual-fuel engine and operation 2.1.16 Foundation Status 05/2009 51/60DF Page 2 - 57 0 2 0 6 - 1 3 0 6 M D F . f m 2.1.11.3 Recommended configuration of foundation Conical mountings Figure 2-26 Recommended configuration of foundation v51/60DF - resilient seating Dual-fuel engine and operation 2.1.16 Foundation Page 2 - 58 51/60DF Status 05/2009 0 2 0 6 - 1 3 0 6 M D F . f m Figure 2-27 Recommended configuration of foundation v51/60DF - resilient seating Diesel engine and operation 2.1.11 Foundation Status 05/2008 Page 2 - 59 0 2 0 4 - 1 3 0 8 M A . f m 2.1.11.4 lnstallation of flexible pipe connections for resiliently mounted engines Arrangement of hoses on resiliently mounted engine Flexible pipe connections become necessary to connect resilient mounted engines with external piping systems. They are used to compensate the dynamic movements of the engine in relation to the external piping system. The origin of the dynamic engine movements, their direction and identity, are in principle indicated in "Table 2-39 Simplified trend synopsis of dynamic engine movements. The number of "x" indicates the incidence, page 2-59". Table 2-39 Simplified trend synopsis of dynamic engine movements. The number of "x" indicates the incidence Figure 2-28 Coordinate system Main direction of dynamic engine movements Horizontal lateral Horizontal axial vertical Rotation around the axial direction Rotation around the lateral direction Rotation around the vertical direction Y X Z Rx Ry Rz O r i g i n o f d y n a m i c m o v e m e n t s Sea conditions xxxxx xx x xxxxx xx - Engine torque - - - xxx - - vibration during normal operation x x x x x x run out resonance xxx - - xxxx x - Sum xxxxxxxxx xxx xx xxxxxxxxxxxxx xxxx x Diesel engine and operation 2.1.11 Foundation Page 2 - 60 Status 05/2008 0 2 0 4 - 1 3 0 8 M A . f m Generally flexible pipes (rubber hoses with steel inlet, metal hoses, PTFE-corrugated hose-lines, rubber bellows with steel inlet, steel bellows, steel compensatorsj are nearly unable to compensate twisting movements. Therefore the installation direction of flexible pipes must be vertically (in Z-directionj if ever possible. An installation in horizontal-axial direction (in X-directionj is not permitted; an installation in horizontal-lateral (Y-directionj is not recommended. Flange and screw connections Flexible pipes delivered loosely by MAN Diesel are fitted with flange connections, for sizes with DN32 upwards. Smaller sizes are fitted with screw connections. Each flexible pipe is delivered complete with counterflanges or, those smaller than DN32, with weld-on sockets. Arrangement of the external piping system Shipyard's pipe system must be exactly arranged so that the flanges or screw connections do fit without lateral or angular offset. Therefore it is recommended to adjust the final position of the pipe connections after engine alignment is completed. Figure 2-29 Arrangement of pipes in system lnstallation of hoses ln the case of straight-line-vertical installation, a suitable distance between the hose connections has to be chosen, so that the hose is installed with a sag. The hose must not be in tension during operation. To satisfy correct sag in a straight- line-vertically installed hose, the distance between the hose connections (hose installed, engine stoppedj has to be approx. 5 % shorter than the same distance of the unconnected hose (without sagj. ln case it is unavoidable (this is not recommendedj to connect the hose in lateral-horizontal direction (Y-directionj the hose must be installed preferably with a 90° arc. The minimum bending radii, specified in our drawings, are to be observed. Never twist the hoses during installation. Turna- ble lapped flanges on the hoses avoid this. Where screw connections are used, steady the hexagon on the hose with a wrench while fitting the nut. Comply with all installation instructions of the hose manufacturer. Depending on the required application rubber hoses with steel inlet, metal hoses or PTFE-corrugated hose lines are used. lnstallation of steel compensators Steel compensators are used for hot media, e.g. exhaust gas. They can compensate movements in line and transversal to their centre line, but they are absolutely unable to compensate twisting movements. Compensators are very stiff against torsion. For this reason all kind of steel compensators installed on resilient mounted engines are to be installed in vertical direction. Diesel engine and operation 2.1.11 Foundation Status 05/2008 Page 2 - 61 0 2 0 4 - 1 3 0 8 M A . f m Note! Exhaust gas compensators are also used to compensate thermal expansion. Therefore exhaust gas compensators are required for all type of engine mountings, also for semi-resilient or rigid mounted engines. But in these cases the compensators are quite shorter, they are designed only to compensate the thermal expan- sions and vibrations, but not other dynamic engine movements. Angular compensator for fuel oil The fuel oil compensator, to be used for resilient mounted engines, can be an angular system composed of three compensators with different characteristics. Please observe the installation instruction indicated on the specific drawing. Supports of pipes The flexible pipe must be installed as near as possible to the engine connection. On the shipside, directly after the flexible pipe, the pipe is to be fixed with a sturdy pipe anchor of higher than normal quality. This anchor must be capable to absorb the reaction forces of the flexible pipe, the hydraulic force of the fluid and the dynamic force Example for the axial force of a compensator to be absorbed by the pipe anchor: √ Hydraulic force = (Cross section area of the compensatorj x (Pressure of the fluid insidej √ Reaction force = (Spring rate of the compensatorj x (Dis- placement of the comp.j √ Axial force = (Hydraulic forcej + (Reaction forcej Additionally a sufficient margin has to be included to account for pressure peaks and vibrations. Diesel engine and operation 2.1.11 Foundation Page 2 - 62 Status 05/2008 0 2 0 4 - 1 3 0 8 M A . f m Figure 2-30 lnstallation of hoses Dual-fuel engine and operation 2.1.12 Programme for works test Status 10/2007 51/60DF Page 2 - 63 0 2 0 6 - 0 1 0 5 M D F . f m 2.1.12 Programme for works test The following table shows the operating points to be considered during acceptance test run. 1j Two service recordings at an interval of 30 minutes ABS = American Bureau of Shipping DNv = Det Norske veritas GL = Germanischer Lloyd lACS = lnternational Association of Classification Societies Bv = Bureau veritas JG = Japanese government LR = Lloyd's Register of Shipping M = Measurement at a steady state NK = Nippon Kaiji Kyokai RlNa = Registro ltaliano Navale The selection of the measuring points and the measuring method are fixed in accordance with lSO Standard 3046-1 and the specifications of the classification societies. The execution of the test run according to this guideline will be confirmed in writing by the customer or his representative, by the authorised representative of the classification society and by the person in charge of the tests. After the test run, the components will be inspected, as far as this is possible without disas- sembly. Only in exceptional cases (e.g. if required by the customer/the classification soci- etyj, will components be dismantled. The work test will be accomplished with natural gase, MGO or MDO. Heavy fuel oil or any kind of gas mixture (e.g. natural gas/propan, natural gas/nitrogenj is not available at the serial test beds. Operating points ABS Bv DNv GL LR RlNa JG (NKj lACS MAN Diesel programme with acceptance by classification society A l l e n g i n e s Starting attempts Governor test (Diesel and Gas operationj Operational test of the attached safety devices (Diesel and Gas operationj X X X X X X -- X X X X X X X X X X X X X X X X X X X X D i e s e l o p e r a t i o n Continuous rating (MCRj Speed: constant 100 % 1j 110 % 85 % 75 % 50 % 25 % Low speed and/or idling 60' 30' M M M M M 60' 30' M M M M M 30' 30' M M M -- -- 60' 30' M M M M M 60' 30' M M M M M 60' 30' M M M M M 20' (60'j 20' (30'j M 20' (30'j 20' (30'j 20' (30'j -- 60' 30-45' -- M M M M 60' 30' 30' 30' 30' 30' 30' G a s o p e r a t i o n 100 % 1j 110 % 85 % 75 % 50 % 25 % 60' 30' -- M M M 60' 30' -- M M M 30' 30' M M 3j M -- 60' 30' -- M M M 60' 30' -- M M M 60' 30' -- M M M 20' (60'j 20' (30'j -- 20' (30'j 20' (30'j 20' (30'j 60' 30-45' -- M M M 60' 30' 30' 30' 30' 30' Dual-fuel engine and operation 2.1.12 Programme for works test Page 2 - 64 51/60DF Status 10/2007 0 2 0 6 - 0 1 0 5 M D F . f m Dual-fuel engine and operation 2.2.1 Diesel electric operation Status 05/2009 51/60DF lMO Tier ll Page 2 - 65 0 2 0 1 - 0 3 0 6 P _ S d f . f m 2.2 Dual-fuel engines -general rules 2.2.1 Diesel electric operation 2.2.1.1 Starting conditions and load application for Diesel-electric plants ln multiple-engine plants with genset-operation and load regulation by a power management system, the availability of engines not in operation is an important aspect. The following data and conditions are of rele- vance: √ Engine start-up time until synchronization √ "Black-start" capability (with restriction of the plantj √ Load application times Requirements on engine and plant installation for "Stand-by Operation" capability Engine √ Attached lube oil pump Plant √ Prelubrication pump with low pressure before engine (0.3 bar < p oil before engine < 0.6 barj Remark: Oil pressure > 0.3 bar to be ensured also for lube oil temperature up to 80 °C. √ Preheating HT cooling water system (60 - 90 °Cj √ Preheating lube oil system (> 40 °Cj √ Power management system with supervision of stand-by times engines Requirements on engine and plant installation for "Black-Start" capability Engine √ Attached lube oil pump √ Attached HT cooling water pump recommended √ Attached LT cooling water pump recommended √ Attached fuel oil supply pump recommended (if applicablej Plant √ Prelubrication pump with low pressure before engine (0.3 bar < p oil before engine < 0.6 barj Remark: Oil pressure > 0.3 bar to be ensured also for lube oil temperature up to 80 °C √ Equipment to ensure fuel oil pressure of > 0.6 bar for engines with conventional injection system and > 3.0 bar for CR-System Remark: E.g. air driven fuel oil supply tank or fuel oil service tank at sufficient height or pressurized fuel oil tank , if no fuel oil supply pump to engine is attached. Dual-fuel engine and operation 2.2.1 Diesel electric operation Page 2 - 66 51/60DF lMO Tier ll Status 05/2009 0 2 0 1 - 0 3 0 6 P _ S d f . f m Engine Starting Conditions After Black-Out or Dead Ship ("Black Start"j From Stand-By Mode After Stand-Still ("Normal Start"j Start up time until load application < 1 minute < 1 minute > 2 minutes General remarks Engine start-up only within √ 1 h after stop of engine that has been in operation √ 1h after end of stand-by mode. Note: ln case of "Dead Ship" condition a main engine has to be put back to service within max. 30 min. according to lACS UR M61. Maximum stand-by time 7 days Supervised by power management system plant. (For longer stand-by periods in special cases contact MAN Die- sel SE.j Stand-by mode only possible after engine has been started with normal starting procedure and has been in operation. Required engine conditions Start-blocking active No No Start-blocking of engine leads to withdraw of stand-by operation. No Slow turn No No Yes Preheated and primed No, if engine was previously in operation or stand-by as per general remarks above. For other engines see requirements in other columns. Yes Yes Required system conditions Lube oil system Prelubrication period No, if engine was previously in operation or stand-by as per general remarks above. For other engines see requirements in other columns. Permanent Permanent Prelubrication pressure before engine p oil before engine <0.3 bar permissible 0.3 bar < p oil before engine <0.6 bar 0.3 bar < p oil before engine <0.6 bar Preheating temperature before engine Less than 40 °C permissible > 40 °C > 40 °C HT cooling water Preheating temperature before engine Less than 60 °C permissible 60-90 °C 60-90 °C continued Dual-fuel engine and operation 2.2.1 Diesel electric operation Status 05/2009 51/60DF lMO Tier ll Page 2 - 67 0 2 0 1 - 0 3 0 6 P _ S d f . f m Table 2-40 Required starting conditions for Diesel-electric plants Required system conditions Fuel system For MDO operation lf fuel oil supply pump is not attached to the engine: Air driven fuel oil supply pump or fuel oils service tank at sufficient height or pressurized fuel oil tank required. Supply pumps in operation or with starting command to engine For HFO operation Supply and booster pumps in operation, fuel preheated to operating viscosity. (ln case of permament stand-by or during operation of an DF-engine in gas mode a periodical exchange of the circulating HFO has to be ensured to avoid cracking of the fuel. This can be done by releasing a certain amount of circulating HFO into the day tank and substituting it with "fresh" fuel from the tank.j Engine Starting Conditions After Black-Out or Dead Ship ("Black Start"j From Stand-By Mode After Stand-Still ("Normal Start"j Dual-fuel engine and operation 2.2.1 Diesel electric operation Page 2 - 68 51/60DF lMO Tier ll Status 05/2009 0 2 0 1 - 0 3 0 6 P _ S d f . f m Figure 2-31 Start up times until load application for Diesel-electric marine plants from stand-by mode (Diesel operationj Engines not in stand-by mode can be started with normal starting procedure at any time. Figure 2-32 Start up times until load application for Diesel-electric marine plants in normal starting mode (not in stand- by modej Dual-fuel engine and operation 2.2.1 Diesel electric operation Status 05/2009 51/60DF lMO Tier ll Page 2 - 69 0 2 0 1 - 0 3 0 6 P _ S d f . f m Figure 2-33 Load application for Diesel-electric marine plants operation Figure 2-34 Load application to 100 % engine load in gas operation Dual-fuel engine and operation 2.2.1 Diesel electric operation Page 2 - 70 51/60DF lMO Tier ll Status 05/2009 0 2 0 1 - 0 3 0 6 P _ S d f . f m Engine and operation 2.1.4 Diesel electric operation Status 06/2008 51/60 DF, 51/60G Page 2 - 19 0 2 0 1 - 0 3 0 1 P D F . f m 2.1.4.2 Emergency operation ln the case of highly supercharged engines, load application is limited. This is due to the fact that the charge-air pressure build-up is delayed by the turbocharger run-up. Besides, a slow load application promotes uniform heating of the engine. The curves "lNSTANT LOADlNG" in "Figure 2- 33, page 2-69" and "Figure 2-34, page 2-69" should only be applied in emergency operation. For this purpose, the power management system should have an own emergency operation program for quickest possible load application. ln normal operation, load application should be effected according to the curves "NORMAL LOADlNG" in "Figure 2-33, page 2-69" and "Fig- ure 2-34, page 2-69". All questions regarding the dynamic behaviour should be clarified in close cooperation between the customer and MAN Diesel SE at an early project stage. Engine and operation 2.1.4 Diesel electric operation Page 2 - 20 51/60 DF, 51/60G Status 06/2008 0 2 0 1 - 0 3 0 1 P D F . f m Engine and operation 2.1.4 Diesel electric operation Status 05/2009 51/60DF Page 2 - 21 0 2 0 1 - 0 1 0 3 P D F . f m 2.1.4.3 Load reduction Sudden load throw-off For the sudden load throw-off from 100 % P Nominal to 0 % P Nominal there are certain requirements (see lSO 8525-5j with regard to the dynamic and permanent speed change which are to be met by the engines / the GenSets. The sudden load throw-off represents a rather exceptional situation and corresponds to opening the generator switch of a Diesel-electric plant. Care is to be taken that, after a sudden load throw-off, the system circuits remain in operation at least 10 min in order to dissipate the residual engine heat. Recommended load reduction / stopping the engine Diesel mode √ Unloading the engine ln principle, there are no restrictions with regard to unloading the engine. However, a minimum of 1 min. is recommended for unloading the engine from 100 % P Nominal to approx. 25 % P Nominal . √ Engine stop From 25 % P Nominal further engine unloading is possible, without interruption, and afterwards the engine can be stopped. Gas mode √ Load reduction according "Figure 2-11, page 2-21". Run-down cooling ln order to dissipate the residual engine heat, the system circuits should be kept in operation for a minimum of 15 min. . Figure 2-11 Load reduction and time to change over to Diesel mode Engine and operation 2.1.4 Diesel electric operation Page 2 - 22 51/60DF 05/2009 0 2 0 1 - 0 1 0 3 P D F . f m Dual-fuel engine and operation Status 05/2009 51/60DF Page 2 - 75 0 2 0 1 - 0 1 0 4 P D F . f m 2.2.1.4 Low-load operation Definition Generally the following load conditions can be specified: √ Over-load (for regulationj: > 100 % of full load output √ Full-load: 100 % of full load output √ Part-load: < 100 % of full load output √ Low-load: < 25 % of full load output Correlations The ideal operating conditions for the engine prevail under even loading at 60% to 90% of the full-load output. Engine control and rating of all systems are based on the full-load output. ln the idling mode or during low-load engine operation, combustion in the cylinders is not ideal. Operation on liquid fuel may cause deposits in the combustion chamber, which result in a higher soot emission and an increase of cylinder contamination. Moreover, in low-load operation and during ma- noeuvring of ships, the HT-cooling water temperatures cannot be regulated at an optimum for all load conditions. Operation on heavy fuel oil According to "Figure 2-36, page 2-76", the engine must, after a phase of low-load operation, be operated at high load (>70% of full load outputj for a certain time. Because of the aforementioned reasons, low-load operation < 20 % of full load output on heavy fuel oil is subject to certain limitations. According to "Figure 2-36, page 2-76", the engine must, after a phase of low- load operation, either be switched over to Diesel operation or be operated at high load (> 70 % of full load outputj for a certain period of time in order to reduce the deposits in the cylinder and exhaust gas turbocharger again. ln case the engine is to be operated at low-load for a period exceeding that shown in "Figure 2- 36, page 2-76", the engine is to be switched over to Diesel oil operation beforehand. Please, note that after 500 h continuous heavy fuel oil operation at low-loads in the range of 20 % to 25 % MCR a new running in of the engine is required. Diesel mode operation For low-load operation on Diesel fuel oil, the following rules apply: √ The minimum constant load in Diesel mode is 15 % MCR. A continuous operation below 15 % of full load is to be avoided. Note: Should it be absolutely necessary, MAN Diesel SE has to be consulted for special arrangements (e.g. the use of low-load injection nozzlesj. √ A no-load operation (= absolute idlingj, especially at nominal speed (generator operationj is only permitted for a maximum period of 1...2 hours. √ No limitations are required for loads above 15 % of full load, as long as the specified operating data of the engine will not be exceeded. Operation in Gas mode For low-load operation in Gas mode, the following rules apply: √ The minimum constant load in Gas mode is 15% MCR. A continous operation below 15% of full load is to be avoided. Operation in the gas mode below 15 % of full load is subject to following restrictions: - operation below 15 % MCR down to 7 % MCR is allowed for up to 24 h - operation below 7 % MCR is allowed for up to 30 min - idling at 0 % MCR is allowed for up to 30 min Time periods are not to be added. Upon reaching the time limit engine has to be operated at > 25 % MCR for minimum 1 h. Dual-fuel engine and operation Page 2 - 76 51/60DF Status 05/2009 0 2 0 1 - 0 1 0 4 P D F . f m No limitations are required for loads above 15 % of full load, as long as the specified operating data of the engine will not be exceeded. Figure 2-36 Time limits for low-load operation on heavy fuel oil (on the leftj, duration of “relieving operation“(on the rightj P Full load output [%| t Operating period [h| Explanations √ New running in needed after > 500 h hours low-load operation (see"Chapter 2.2.1.8 En- gine running-in, page 2-83"j Note! Acceleration time from low-load to 70 % of full- load output in no less than 15 minutes. Example Line a: At 10 % of full-load output, HFO operation is permissible for maximum 19 hours or 40 hours in MGO/MDO-operation, then switch over to Diesel fuel oil. Line b: Operate the engine for approx. 1.2 hours at not less than 70 % of full-load output to burn away the deposits that have formed. Subsequently, part-load operation on heavy fuel oil can be continued. Status 10/2008 Page 2 - 47 0 2 0 1 - 0 3 0 2 M A . f m Engine and operation 2.1.4 Diesel electric operation 2.1.8.4 Available outputs dependent on frequency deviations General Generating sets, which are integrated in an elec- tricity supply system, are subjected to the frequency fluctuations of the mains. Depending on the severity of the frequency fluctuations, output and operation respectively have to be restricted. Frequency adjustment range According to DlN lSO 8528-5: 1997-11, operating limits of > 2.5 % are specified for the lower and upper frequency adjustment range. Operating range Depending on the prevailing local ambient conditions, a certain maximum continuous rating will be available. ln the output/speed and frequency diagrams, a range has specifically been marked with “No continuous operation allowed in this area". Op- eration in this range is only permissible for a short period of time, i.e. for less than 2 minutes. ln special cases, a continuous rating is permissible if the standard frequency is exceeded by more than 3 %. Limiting parameters Max. torque - ln case the frequency decreases, the available output is limited by the maximum permissible torque of the generating set. Max. speed for continuous rating - An increase in frequency, resulting in a speed that is higher than the maximum speed admissible for continuous operation, is only permissible for a short period of time, i.e. for less than 2 minutes. For engine-specific information see "Chapter 2.1.3 Outputs, speeds, page 2-9" of the specific engine. Overload Overload > 100 % may only be run for a short time for recovery and preventing a frequency drop in case of load application. Figure 2-12 Available output at 100% load Page 2 - 48 Status 10/2008 0 2 0 1 - 0 3 0 2 M A . f m Engine and operation 2.1.4 Diesel electric operation Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 05/2005 51/60DF Page 2 - 79 0 2 0 1 - 0 3 0 8 M D F . f m 2.2.1.6 Diesel-electric operation of vessels - failure of one engine Diesel-electric operation of vessels means parallel operation of engine units with the generators forming a closed system. When planning a marine installation, the possible failure of one engine must be allowed. ln order to avoid possible overloading of the remaining engines, the electric load must be reduced. We therefore generally advise equipping Diesel- electric marine installations with a power management system. This ensures that the engines can be operated in the maximum output range and, in case one unit fails, the propulsive output is reduced or unimportant users are switched off by the power management in order to avoid an electric system black-out due to underfrequen- cy alarm. lt is up to the ship…s operator to decide, which consumers are disconnected from the supply under what operating conditions or which of them are given priority. Diesel mode With regard to contamination and soot behaviour during low-load operation, the chosen load reserve achieved by the number of engines running in the system should not be too high (i.e. several engines running on low loadj. Load application in case one engine fails ln case one engine fails while running at sea, its output has to be made up by the engines remaining in the system and/or the loading has to be decreased by reducing the propulsive output and/or by switching off other electric consumers. The immediate load transfer to one engine does not always correspond with the load reserves this particular engine still has available. This depends on the base load that the engine is being run at in the respective moment. The permissible load applications for such a case can be derived from the "Figure 2-38, page 2-79". Figure 2-38 Load application depending on base load Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 80 51/60DF Status 05/2005 0 2 0 1 - 0 3 0 8 M D F . f m The maximum engine output as a function of the number of engines running in a system, which will not result into a total output reduction of the multi-engine plant in case one unit fails, can be derived from the following "Table 2-41 Load application in case one engine fails, page 2-80". Table 2-41 Load application in case one engine fails Gas mode ln gas mode operation it has to be ensured that, in case one engine fails, the power management reduce the propulsive power and the electrical consumers respectively so as to ensure that the maximum load application stated in "Chapter 2.1.4.3 Load reduction, page 2-21" is not exceeded. No. of engines running in the system 3 4 5 6 7 8 9 10 Utilisation of engines’ capacity during system operation in (%) of P max 60 75 80 83 86 87.5 89 90 Status 10/2008 Page 2 - 45 0 2 0 1 - 0 3 1 0 M A . f m Diesel engine and operation 2.1.8 Diesel electric operation 2.1.8.3 Generator - reverse power protection Demand for reverse power protection Generators of an electrical power output > 50 kvA running in parallel operation have to be equipped with a reverse power protection (requirement of classification societiesj. Definition of reverse power lf a generator, which is connected to a combustion engine, is no longer driven by this engine but is supplied with propulsive power by the connected net and is, therefore, working as an electrical engine, this is called reverse power. Examples for possible reverse power √ The combustion engine does no longer drive the generator, which is connected to the mains, e.g., because of lack of fuel. √ Stopping of the combustion engine with the generator, which is connected to the mains. √ On ships with electrical traction motor, the propeller drives the electrical traction motor, the electrical traction motor drives the generator, the generator drives the combustion engine. √ Sudden frequency increase, e.g. because of a load decrease in an isolated net --> if the combustion engine is operated at low load (e.g. just after synchronisingj Adjusting the reverse power protection relay Adjusting value for reverse power protection relay: maximum 3 % P nominal On vessels with electric traction motor and "Crash stop" requirements (shifting the manoeu- vring lever from Forward to Full Reversej, special arrangements for the adjustment value of the reverse power relay are to be made, which are only valid in the event of a "crash stop" manoeuvre. Time lags For activation of the reverse power protection relay, time lags of approximately 5 to 10 seconds have to be fixed. Maximum time for reverse power √ lf a reverse power higher than the adjusted value for the reverse power protection relay occurs, the generator switch has to open immediately after the time lag elapsed. √ Reverse power below the adjusted value for the reverse power protection relay for periods exceeding 30 seconds is not permitted. Page 2 - 46 Status 10/2008 0 2 0 1 - 0 3 1 0 M A . f m Diesel engine and operation 2.1.8 Diesel electric operation Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 05/2009 51/60DF Page 2 - 83 0 2 0 1 - 0 3 0 3 M D F . f m 2.2.1.8 Engine running-in Preconditions Engines must be run in √ during commissioning at site if, after the test run, pistons or bearings were removed for inspection and/or if the engine was partly or completely disassembled for transport, √ on installation of new running gear components, e.g. cylinder liners, piston rings, main bearings, big-end bearings and piston pin bearings, √ on installation of used bearing shells, √ after an extended low-load operation (> 500 operating hoursj. Supplementary information Adjustment required Surface irregularities on the piston rings and the cylinder liner running surface are smoothed out during the running-in process. The process is ended when the first piston ring forms a perfect seal towards the combustion chamber, i.e. the first piston ring exhibits an even running surface around its entire circumference. lf the engine is subjected to a higher load before this occurs, the hot exhaust gases will pass between the piston rings and the cylinder liner running surface. The film of oil will be destroyed at these loca- tions. The consequence will be material destruction (e.g. burn marksj on the running surfaces of the rings and the cylinder liner and increased wear and high oil consumption during subsequent operation. The duration of the running-in period is influ- enced by a number of factors, including the condition of the surface of piston rings and the cylinder liner, the quality of the fuel and lube oil and the loading and speed of the engine. The running-in periods shown in "Figure 2-39, page 2-85", respectively are therefore for guidance only. Operating media Fuel Diesel oil or gas oil can be used for the running- in process. The fuel used must satisfy the quality requirements (see "Chapter 3.5 Quality of Diesel Fuel (MGO, MDOj, page 3-23"j and be appropriate for the installed fuel system layout. Lubricating oil The lubricating oil to be used while running in the engine must satisfy the quality requirements (see "Chapter 3.1 Quality of lube oil (SAE40j for the engine 51/60DF, page 3-3"j in accordance with the applied fuel. Attention! The lube oil system is to be purged before filling it for the first time (see MAN Diesel Work Card 000.03j. Running-in the engine Cylinder lubrication During the entire running-in process, the cylinder lubrication is to be switched to the “Run- ning-in" mode. This is done at the control cabinet and/or the operator's panel and causes the cylinder lubrication to be activated over the entire load range already when the engine is started. The increased oil supply has a favoura- ble effect on the running-in of the piston rings and pistons. After completion of the running-in process, the cylinder lubrication is to be switched back to “Normal Mode". Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 84 51/60DF Status 05/2009 0 2 0 1 - 0 3 0 3 M D F . f m Checks During running-in, the bearing temperature and crankcase are to be checked √ for the first time after 10 minutes of operation at minimum speed, √ again after operational output levels have been reached. The bearing temperatures (camshaft bearings, big-end and main bearingsj are to be measured and compared with those of the neighbouring bearings. For this purpose, an electric tracer- type thermometer can be used as measuring device. At 85 % load and on reaching operational output levels, the operating data (firing pressures, exhaust gas temperatures, charge air pressure, etc.j are to be checked and compared with the acceptance record. Running-in during commissioning at site Four-stroke engines are, with a few exceptions, always subject to a test run in the manufacturer's works, so that the engine has been run in, as a rule. Nevertheless, repeated running is required after assembly at the final place of installation if pistons or bearings were removed for inspection after the test run or if the engine was partly or completely disassembled for transportation. Running-in after installation of new running gear components ln case cylinder liners, pistons and/or piston rings are replaced on the occasion of overhaul work, the engine has to be run in again. Run- ning-in is also required if the rings have been replaced on one piston only. Running-in is to be carried out according to "Figure 2-39, page 2-85" and/or the pertinent explanations. The cylinder liner requires rehoning according to MAN Diesel Work Card 050.05 unless it is replaced. A portable honing device can be obtained from one of our service bases. Running-in after refitting used or installing new bearing shells (main bearing, big-end and piston pin bearingsj lf used bearing shells were refitted or new bearing shells installed, the respective bearings will have to be run in. The running-in period should be 3 to 5 hours, applying load in stages. The remarks in the previous paragraphs, especially under "Checks", as well as "Figure 2-39, page 2-85" , resp., are to be observed. ldling at high speed over an extended period is to be avoided, wherever possible. Running-in after low-load operation Continuous operation in the low-load range may result in heavy internal contamination of the engine. Combustion residues from the fuel and lubricating oil may deposit on the top-land ring of the piston, in the ring grooves and possibly also in the inlet ducts. Besides, the charge air and exhaust piping, the charge air cooler, the turbocharger and the exhaust gas boiler may become oily. Since the piston rings will also have adapted themselves to the cylinder liner according to the loads they have been subjected to, accelerating the engine too quickly will result in increased wear and possibly cause other types of engine damage (piston ring blow-by, piston seizurej. After prolonged low-load operation (≥ 500 operation hoursj, the engine should therefore be run in again, starting from the output level, at which it has been operated, in accordance with "Figure 2-39, page 2-85" Please also refer to the notes in "Chapter 2.2.1.4 Low-load operation, page 2-75". Note! For additional information, the after-sales service department of MAN Diesel or of the licensee will be at your disposal. Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 05/2009 51/60DF Page 2 - 85 0 2 0 1 - 0 3 0 3 M D F . f m A Engine speed n M B Engine output (specified rangej D Running-in period in [h| E Engine speed and output in [%| Figure 2-39 Standard running-in programme for constant speed of the 51/60DF engine type Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 86 51/60DF Status 05/2009 0 2 0 1 - 0 3 0 3 M D F . f m Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 06/2005 51/60DF Page 2 - 87 0 2 0 1 - 0 1 1 2 M D F . f m 2.2.1.9 Torsional vibrations Data required for torsional vibration calculation MAN Diesel calculates the torsional vibrations behaviour for each individual engine plant of their supply to determine the location and severity of resonance points. lf necessary, appropriate measures will be taken to avoid excessive stresses due to torsional vibration. These investigations cover the ideal normal operation of the engine (all cylinders are firing equallyj as well as the simulated emergency operation (misfiring of the cylinder exerting the greatest influence on vibrations, acting against compressionj. Be- sides the natural frequencies and the modes also the dynamic response will be calculated, normally under consideration of the 1 st to 24 th harmonic of the gas and mass forces of the engine. lf necessary, a torsional vibration calculation will be worked out which can be submitted for approval to a classification society or a legal au- thority. To carry out the torsional vibration calculation following particulars and/or documents are required. General √ Type of propulsion (genset, Diesel-electricj √ Definition of the operating modes √ Maximum power consumption of the individual working machines Engine √ Rated output, rated speed √ Kind of engine load √ Kind of mounting of the engine (can influence the determination of the flexible couplingj Flexible coupling √ Make, size and type √ Rated torque (Nmj √ Possible application factor √ Maximum speed (rpmj √ Permissible maximum torque for passing through resonance (Nmj √ Permissible shock torque for short-term loads (Nmj √ Permanently permissible alternating torque (Nmj including influencing factors (frequency, temperature, mean torquej √ Permanently permissible power loss (Wj including influencing factors (frequency, temperaturej √ Dynamic torsional stiffness (Nm/radj including influencing factors (load, frequency, temperaturej, if applicable √ Relative damping (ψj including influencing factors (load, frequency, temperaturej, if applicable √ Moment of inertia (kgm²j for all parts of the coupling √ Dynamic stiffness in radial, axial and angular direction √ Permissible relative motions in radial, axial and angular direction, permanent and maximum Alternator for Diesel-electric plants √ Drawing of the alternator shaft with all lengths and diameters √ Aternatively, torsional stiffness (Nm/radj √ Moment of inertia of the parts mounted to the shaft (kgm²j √ Electrical output (kvAj including power factor cosj and efficiency √ Or mechanical output (kWj Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 88 51/60DF Status 06/2005 0 2 0 1 - 0 1 1 2 M D F . f m √ Complex synchronizing coefficients for idling and full load in dependence on frequency, reference torque √ lsland or parallel mode √ Load profile (e.g. load stepsj √ Frequency fluctuation of the net Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 10/2005 51/60DF Page 2 - 89 0 2 0 1 - 0 1 1 1 M D F . f m 2.2.1.10 Earthing measures on Diesel engines and bearing insulation on generators General The use of electrical equipment on Diesel engines requires precautions to be taken for protection against shock current and for equipotential bonding. These not only serve as shock protection but also for functional protection of electric and electronic devices (EMC protection, device protection in case of welding, etc.j. Figure 2-40 Earthing connection on engine Earthing connections on the engine Threaded bores M12, 20 mm deep, marked with the earthing symbol have been provided in the engine foot on both ends of the engines. lt has to be ensured that earthing is carried out immediately after engine set-up! (lf this cannot be accomplished any other way, at least provi- sional earthing is to be effected right at the beginning.j Measures to be taken on the generator Because of slight magnetic unbalances and ring excitations, shaft voltages, i.e. voltages between the two shaft ends, are generated in electrical machines. ln the case of considerable values (e.g. > 0.3 vj, there is the risk that bearing damage occurs due to current transfers. For this reason, at least the bearing that is not located on the drive end is insulated on generators approx. >1MW. For verification, the voltage available at the shaft (shaft voltagej is measured while the generator is running and excited. With proper insulation, a voltage can be measured. ln order to protect the prime mover and to divert electro- static charging, an earthing brush is often fitted on the coupling side. Observation of the required measures is the generator manufacturer's responsibility. Consequences of inadequate bearing insulation on the generator, and insulation check ln case the bearing insulation is inadequate, e.g., if the bearing insulation was short-circuit by a measuring lead (PT100, vibration sensorj, leakage currents may occur, which result in the destruction of the bearings. One possibility to check the insulation with the machine at stand- still (prior to coupling the generator to the engine; this, however, is only possible in the case of single-bearing generatorsj would be to raise the generator rotor (insulated, in the cranej on the coupling side, and to measure the insulation by means of the Megger test against earth (in this connection, the max. voltage permitted by the generator manufacturer is to be observed!j. lf the shaft voltage of the generator at rated speed and rated voltage is known (e.g. from the test record of the generator acceptance testj, it is also possible to carry out a comparative measurement. Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 90 51/60DF Status 10/2005 0 2 0 1 - 0 1 1 1 M D F . f m lf the measured shaft voltage is lower than the result of the “earlier measurement" (test recordj, the generator manufacturer should be consulted. Earthing conductor The nominal cross section of the earthing conductor (equipotential bonding conductorj has to be selected in accordance with DlN vDE 0100, part 540 (up to 1000 vj or DlN vDE 0141 (in excess of 1 Kvj. Generally, the following applies: The protective conductor to be assigned to the largest main conductor is to be taken as a basis for sizing the cross sections of the equipotential bonding conductors. Flexible conductors have to be used for the connection of resiliently mounted engines. Execution of earthing On vessels, earthing must be done by the shipyard during assembly on board. Earthing strips are not included in the MAN Die- sel scope of supply. Additional information regarding the use of welding equipment ln order to prevent damage on electrical components, it is imperative to earth welding equipment close to the welding area, i.e., the distance between the welding electrode and the earthing connection should not exceed 10 m. Note: For further information please refer to our brochure Safety concept of MAN Diesel dual-fuel engine. Dual-fuel engine and operation 2.3.1 SaCoSone system overview Status 09/2007 51/60DF Page 2 - 91 0 2 0 3 - 1 0 0 1 M D F . f m 2.3 Engine automation 2.3.1 SaCoS one system overview Figure 2-41 SaCoS one system overview The monitoring and safety system SaCoS one is responsible for complete engine operation, control, alarming and safety. All sensors and operating devices are wired to the engine-attached units. The interface to the plant is done by means of an lnterface Cabinet. During engine installation, only the bus connections, the power supply and safety-related signal cables between the control unit, injection unit and the lnterface/Auxiliary Cabinet are to be laid, as well as connections to external modules, electrical motors on the engine and parts on site. 1 Control Unit 2 lnjection Unit 3 System Bus 4 Local Operating Panel 5 lnterface Cabinet 6 Auxiliary Cabinet 7 Remote Operating Panel (optionalj Dual-fuel engine and operation 2.3.1 SaCoSone system overview Page 2 - 92 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 1 M D F . f m The SaCoS one design is based on highly reliable and approved components as well as modules specially designed for installation on medium speed engines. The used components are har- monized to an homogenous system. The system is tested and para-meterised in the factory. SaCoS one Control Unit The Control Unit is attached to the engine cushioned against vibration. lt includes two identical, highly integrated control modules: one for safety functions and the other one for engine control and alarming. The modules work independently of each other and collect engine measuring data by means of separate sensors. Figure 2-42 SaCoS one Control unit SaCoS one lnjection Unit The lnjection Unit is attached to the engine cushioned against vibration. lt includes two identical, highly integrated injection modules. The lnjection Modules are responsible for speed control, pilot fuel control and the actuation of the gas injection valves. lnjection Module l is used for L-engines. At v-engines it is used for bank A. lnjection Module ll is used for bank B (only used for v-enginesj. Figure 2-43 SaCoS one lnjection unit Dual-fuel engine and operation 2.3.1 SaCoSone system overview Status 09/2007 51/60DF Page 2 - 93 0 2 0 3 - 1 0 0 1 M D F . f m SaCoS one System Bus The SaCoS one system bus connects all system modules. This redundant field bus system provides the basis of data exchange between the modules and allows the takeover of redundant measuring values from other modules in case of a sensor failure. SaCoS one is connected to the plant by the gateway module. This module is equipped with de- central input and output channels, as well as different interfaces for connection to the plant/ ship automation, the remote operating panel and the online service. Figure 2-44 SaCoS one System Bus Dual-fuel engine and operation 2.3.1 SaCoSone system overview Page 2 - 94 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 1 M D F . f m Local Operating Panel The engine is equipped with a Local Operating Panel cushioned against vibration. This panel is equipped with a TFT display for visualisation of all engine operating and measuring data. At the Local Operating Panel the engine can be fully operated. Additional hardwired switches are available for relevant functions. Propulsion engines are equipped with a backup display (as shown on top of the Local Operating Panelj. Generator engines are not equipped with this backup display. Figure 2-45 Local Operating Panel lnterface Cabinet The lnterface Cabinet is the interface between the engine electronics and the plant control. lt is the central connecting point for 24 v DC power supply to the engine from the plant/vessel's power distribution. Besides, it connects the engine safety and control system with the power management, the propulsion control system and other periphery parts. The supply of the SaCoS one subsystems is done by the lnterface Cabinet. Figure 2-46 lnterface Cabinet Auxiliary Cabinet The auxiliary cabinet is the central connection for the 400 v AC power supply to the engine from the plant/vessel's power distribution. lt includes the starters for the engine-attached cylinder lube oil pump(sj, the temperature control valves and the electric high-pressure fuel pump for pilot injection, as well as the driver unit for the fuel rack actuator. Dual-fuel engine and operation 2.3.1 SaCoSone system overview Status 09/2007 51/60DF Page 2 - 95 0 2 0 3 - 1 0 0 1 M D F . f m Figure 2-47 Auxiliary Cabinet Gas valve Control Unit The Gas valve Control Unit is a special exten- sion for operation of the gas valve unit by Sa- CoS one . lt is connected to the lnterface Cabinet by one supply and one field bus cable and prevents the yard from complicated cable works on separated cable trays. The unit is to be installed in a non-hazardous area outside the gas valve unit room. Remote Operating Panel (optionalj The Remote Operating Panel serves for engine operation from a control room. The Remote Op- erating Panel has the same functions as the Lo- cal Operating Panel. From this operating device it is possible to transfer the engine operation functions to a su- perior automatic system (propulsion control system, power managementj. ln plants with integrated automation systems, this panel can be replaced by lAS. The panel can be delivered as loose supply for installation in the control room desk or integrated in the front door of the lnterface Cabinet. Figure 2-48 Remote Operating Panel (optionalj Dual-fuel engine and operation 2.3.1 SaCoSone system overview Page 2 - 96 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 1 M D F . f m Dual-fuel engine and operation 2.3.2 Power Supply and Distribution Status 09/2007 51/60DF Page 2 - 97 0 2 0 3 - 1 0 0 2 M D F . f m 2.3.2 Power Supply and Distribution The plant has to provide electric power for the automation and monitoring system. ln general, an uninterrupted 24 v DC power supply is required for SaCoS one . For the supply of the electronic backup fuel actuator an uninterrupted 230 v AC distribution must be provided. Figure 2-49 Supply diagramm Dual-fuel engine and operation 2.3.2 Power Supply and Distribution Page 2 - 98 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 2 M D F . f m Dual-fuel engine and operation 2.3.3 Operation Status 09/2007 51/60DF Page 2 - 99 0 2 0 3 - 1 0 0 3 M D F . f m 2.3.3 Operation Control Station Changeover The engine operation and control can be done from both operating panels. A selection and activation of the control stations is possible at the local operating panel. The operating rights can be handed over from the Remote Operating Panel to the External Operating Panel or to an external automation system. Therefore a hand- shake is necessary. For applications with integrated automation systems (lASj the functionality of the remote operating panel can be taken over by the lAS. Figure 2-50 Control station changeover On the screen displays all the measuring points acquired by means of SaCoS one can be shown in clearly arranged drawings and figures. lt is not necessary to install additional speed indicators. Speed setting ln case of operating from one of the SaCoS one panels, the engine speed setting is carried out manually by a decrease/increase switch button. lf the operation is controlled by an external system, the speed setting can be done either by means of binary contacts (e.g. for synchronisa- tionj or by an active 4-20 mA analogue signal. The signal type for this is to be defined in the project planning period. Dual-fuel engine and operation 2.3.3 Operation Page 2 - 100 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 3 M D F . f m Operating modes For generator applications: √ Droop (5-percent speed increase between nominal load and no loadj √ lsochronous load sharing For propulsion applications: √ Fixed speed (generator modej √ variable speed (combinator modej √ Master-Slave operation (two engines attached to one gearboxj The operating mode is pre-selected via the SaCoS one interface and has to be defined during the application period. Details regarding special operating modes on request. Fuel modes The desired operating mode can be selected via the operating panels or the interfaces to the external control. Switching-over to gas operating mode can be effected when the required operating conditions are met. Switching-over from gas mode to Diesel mode can be selected by the operator or is automatically induced by SaCoS one if a relevant parameter exceeds the admissible range. Back-up operation cannot be selected manually, but is activated automatically if a disturbance occurs in the pilot fuel oil system. Table 2-42 Fuel modes Gas mode ln gas mode, the fuel-mixture is generated for each cylinder separately. This happens directly in the cylinder head. The required amount of pilot fuel oil is provided by a Common Rail system and is directly injected by electromagnetic valves. Diesel mode ln Diesel mode, the main fuel supply is realised by a conventional injection system. The amount of fuel is controlled by the speed governor via an electric actuator. The Common Rail system, which normally supplies the engine with the required amount of pilot fuel oil in gas mode, is also active in Diesel mode. Backup Mode Diesel Mode Gas Mode Gas fuel system Not active Not active Active Pilot fuel oil system Not active Active Active Main Diesel system Active Active Not active Dual-fuel engine and operation 2.3.3 Operation Status 09/2007 51/60DF Page 2 - 101 0 2 0 3 - 1 0 0 3 M D F . f m Backup Operation Backup operation is active in case of a Common Rail pilot fuel oil system failure. During backup operation, only the conventional main Diesel oil system is active. Availability of Fuel modes Table 2-43 Available fuel modes Backup Mode Diesel Mode Gas Mode Normal operation Not Available Available Available Gas pre-alarm Available Available Not Available GvU failure Available Available Not Available Gas supply failure Available Available Not Available Pilot oil system failure Available Not Available Not Available Dual-fuel engine and operation 2.3.3 Operation Page 2 - 102 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 3 M D F . f m Dual-fuel engine and operation 2.3.4 Functionality Status 09/2007 51/60DF Page 2 - 103 0 2 0 3 - 1 0 0 4 M D F . f m 2.3.4 Functionality Safety functions The safety system monitors all operating data of the engine and initiates the required actions, i.e. load reduction or engine shut-down, in case any limit values are exceeded. The safety system is separated into Control Module and Gateway Module. The Control Module supervises the engine, while the Gateway Module examines all functions relevant for the security of the connected plant components. The system is designed to ensure that all functions are achieved in accordance with the classification societies' requirements for marine main engines. The safety system directly influences the emergency shut-down, the speed control, the gas valve control unit and the auxiliary cabinet. lt is possible to import additional shutdowns and blockings of external systems in SaCoS one . Load reduction After the exceeding of certain parameters the classification societies demand a load reduction to 60%. 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 (lAS, PMS, PCSj. For safety reasons, SaCoS one will not reduce the load by itself. Auto shutdown Auto shutdown is an engine shutdown initiated by the automatic supervision of either engine internal parameters or above mentioned external control systems. Emergency stop Emergency stop is an engine shutdown initiated by an operator's manual action, like pressing an emergency stop button. Engine shutdown lf an engine shutdown is triggered by the safety system, the shutdown signal is carried out by activating the emergency stop valve and by a pneumatic shut-off of the common rail pilot fuel, the block-and-bleed gas valves and the conventional fuel pumps. At the same time the emergency stop is triggered, SaCoS one requests to open the generator switch. Overspeed protection The engine speed is monitored in both control modules independently. ln case of overspeed each control module actuates the shutdown device via a separate hardware channel. Override Only during operation in Diesel mode safety actions can be suppressed by the override function. ln gas mode, if override is selected, an automatic changeover to Diesel mode will be performed. The override has to be selected before a safety action is actuated. The scope of parameters prepared for override is different and depends on the chosen classification society. The availability of the override function depends on the application. Alarming The alarm function of SaCoS one supervises all necessary parameters and generates alarms to indicate discrepancies when required. The alarm functions are likewise separated into Control Module and Gateway Module. ln the Gateway module the supervision of the connected external systems takes place. The alarm functions are processed in an area completely independent of the safety system area in the Gateway Module. Dual-fuel engine and operation 2.3.4 Functionality Page 2 - 104 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 4 M D F . f m Self-monitoring SaCoS one carries out independent self-monitoring functions. Thus, for example, the connected sensors are checked constantly for function and wire break. ln case of a fault, SaCoS one reports the occurred malfunctions in single system components via system alarms. Speed control The engine speed control is realised by software functions of the control module/alarm and the injection modules. Engine speed and crankshaft turn angle indication is carried out by means of redundant pick ups at the gear drive. Load distribution - multi engine and master slave plants With electronic governors, the load distribution is carried out by speed droop, isochronously by loadsharing lines or by master/slave operation. Load limit curves √ Start fuel limiter √ Charge-air pressure dependent fuel limiter √ Torque limiter √ Jump-rate limiter Remarks ln case of controllable pitch propeller (CPPj units with combinator mode the combinator curves must be sent to MAN Diesel for assessment in the design stage. lf load control systems of the CPP-supplier are used, the load control curve is to be sent to MAN Diesel, in order to check whether it is below the load limit curve of the engine. Control SaCoS one controls all engine-internal functions, as well as external components, for example: Start/stop sequences - Request of lube oil and cooling water pumps. - Monitoring of the prelubrication and postcooling period. - Monitoring of the acceleration period. Fuel changeover - Release of the gas operating mode - Control of the switch-over from one fuel type to another. - Fuel injection flow is controlled by the speed governor. Control station switch-over Switch-over from local operation in the engine room to remote control from the engine control room. Knock control For the purpose of knock recognition, a special evaluation unit is fitted to the engine and connected to the engine control via the CAN bus. Air-fuel ratio control For air-fuel ratio control, part of the charge air is rerouted via a bypass flap. The exhaust gas temperature upstream of the turbine, as well as characteristic fields stored in the engine control, are used for control purposes. The air-fuel ratio control is only active in gas operating mode. ln Diesel operating mode, the flap remains closed. Control of the gas valve unit The gas pressure at the engine inlet is specified by the engine control and regulated by the gas valve unit. The main gas valves are activated by the engine control system. Prior to every engine start and switch-over to the gas operating mode respectively, the block-and-bleed valves are checked for tightness (see also chapter "fuel oil system"j. Dual-fuel engine and operation 2.3.4 Functionality Status 09/2007 51/60DF Page 2 - 105 0 2 0 3 - 1 0 0 4 M D F . f m Figure 2-51 Schematic drawing of engine control External control functions: - Electrical lubricating oil pump - Electrical driven HT cooling water pump - Electrical driven LT cooling water pump - Nozzle cooling water module - HT preheating unit - Clutches The scope of control functions depends on plant configuration and must be coordinated during the project engineering phase. Dual-fuel engine and operation 2.3.4 Functionality Page 2 - 106 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 4 M D F . f m Starters For engine-attached pumps and motors the starters are installed in the auxiliary cabinet. Starters for external pumps and consumers are not included in the SaCoS one scope of supply generally. Media Temperature Control various media flows must be controlled to ensure trouble-free engine operation. The temperature controllers are available as software functions inside the gateway module of SaCoS one . The temperature controllers are operated by the displays at the operating panels as far as it is necessary. From the lnterface Cabinet the relays actuate the control valves. - The cylinder cooling water (HTj temperature control is equipped with performance-related feed forward control, in order to guarantee the best control accuracy possible (please refer also "Chapter 6.3.1 Cooling water system, page 6-35"j. - The low temperature (LTj cooling water temperature control works similarly to the HT cooling water temperature control and can be used if the LT cooling water system is designed as one individual cooling water system per engine. ln case several engines are operated with a combined LT cooling water system, it is necessary to use an external temperature controller. This external controller must be mounted on the engine control room desk and is to be wired to the temperature control valve (please refer also "Chapter 6.3.1 Cooling water system, page 6-35"j. - The charge-air temperature control is designed identically with the HT cooling water temperature control. The cooling water quantity in the LT part of the charge-air cooler is regulated by the charge air temperature control valve (please refer also "Chapter 6.3.1 Cooling water system, page 6-35"j. - The design of the lube oil temperature control depends on the engine type. lt is designed either as a thermostatic valve (wax-cartridge typej or as an electric driven control valve with electronic control similar to the HT temperature controller. Please refer also "Chapter 6.2 Lube oil system, page 6-5"j. Dual-fuel engine and operation 2.3.5 lnterfaces Status 09/2007 51/60DF Page 2 - 107 0 2 0 3 - 1 0 0 5 M D F . f m 2.3.5 lnterfaces Data Bus lnterface (Machinery Alarm Systemj Figure 2-52 Data Bus lnterfaces This interface serves for data exchange to ship alarm systems or integrated automation systems (lASj. The interface is actuated with MODBUS protocol and is available as: - Ethernet interface (MODBUS over TCPj (cable length <= 100 mj, or as - serial interface (MODBUS RTUj RS422/ RS485, Standard 5 wire. Only if the Ethernet interface is used, the transfer of data can be handled with timestamps from SaCoS one . The status messages, alarms and safety actions generated in the system can be transferred. All measuring values acquired by SaCoS one are available for transfer. Generator Control Hardwired interface, used for example for syn- chronisation, load indication, etc. Power Management Hardwired interface, for remote start/stop, load setting, fuel mode selection, etc. Propulsion Control System Standardized hardwired interface including all signals for control and safety actions between SaCoS one and the propulsion control system. Others ln addition, interfaces to auxiliary systems are available, such as: - nozzle cooling water module - HT preheating unit - electric driven pumps for lube oil, HT- and LT cooling water - clutches - gearbox - propulsion control system On request, additional hardwired interfaces can be provided for special applications. Cables - Scope of supply The bus cables between engine and interface are scope of the MAN Diesel SE supply. The control cables and power cables are not included in the scope of the MAN Diesel SE supply. This cabling has to be carried out by the customer. Dual-fuel engine and operation 2.3.5 lnterfaces Page 2 - 108 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 5 M D F . f m System block diagram Figure 2-53 Automation overview - system block diagram off engine on engine Dual-fuel engine and operation 2.3.6 Technical Data Status 09/2007 51/60DF Page 2 - 109 0 2 0 3 - 1 0 0 6 M D F . f m 2.3.6 Technical Data lnterface Cabinet Design: √ Floor-standing cabinet √ Cable entries from below through cabinet socket √ Accessible by front doors √ Doors with locks √ Opening angle: 90° √ MAN Standard color light grey (RAL7035j √ Weight: approx. 300 kg √ Dimensions: 1200 x 2100 x 400 mm* * width x height x depth (including basej √ Degree of protection: lP54. Environmental Conditions: √ Ambient air temperature: +5 °C to +55 °C √ Relative humidity: < 96 % √ vibrations < 0.7 g. Auxiliary Cabinet Design: √ Floor-standing cabinet √ Cable entries from below √ Accessible by front doors √ Doors with locks √ Opening angle: 90° √ Standard colour light grey (RAL7035j √ Weight: app. 300 kg √ Dimensions: 1200 x 2100 x 400 mm* * width x height x depth (including basej √ Degree of protection: lP54. Environmental Conditions: √ Ambient air temperature: +5 °C to +55 °C √ Relative humidity: < 96 % √ vibrations: < 0.7 g. Gas valve control unit Design: √ Wall mounted cabinet √ Cable entries from below √ Accessible by front door √ Door with locks √ Opening angle: 90° √ Standard colour light grey (RAL7035j √ Weight: app. 40 kg √ Dimensions: 500 x 500 x 300 mm* * width x height x depth (including basej √ Degree of protection: lP54. Environmental Conditions: √ Ambient air temperature: +5 °C to +55 °C √ Relative humidity: < 96 % √ vibrations: < 0.7g. Dual-fuel engine and operation 2.3.6 Technical Data Page 2 - 110 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 6 M D F . f m Remote Operating Panel (optionalj Design: √ Panel for control desk installation with 3 m cable to terminal bar for installation inside control desk √ Front color: white aluminium (RAL9006j √ Weight: 15 kg √ Dimensions: 370 x 480 x 150 mm* * width x height x depth (including basej √ Degree of protection: lP23. Environmental Conditions: √ Ambient air temperature: +5 °C to +55 °C √ Relative humidity: < 96 % √ vibrations: < 0.7 g. Electrical own consumption Table 2-44 Electrical own consumption 1j 9 L51/60DF 2j 18 v51/60DF Consumer Supply system Remarks Pn (kvAj Ub (vj F (Hzj Phase Fuse/ Starter by yard SaCoS one lnterface Cabinet 0.9 1j 1.2 2j 24 DC +/- 50A 1j 63A 2j Power supply from ship battery distribution (two line redundant power supplyj SaCoS one lnterface Cabinet 2.3 230 50/60 AC 1 10A Cabinet illumination, socket, anticondensation heater SaCoS one auxiliary cabinet 3.0 230 50/60 AC 1 16A Temperature regulating valve drive for HT cooling water, lube oil, charge air. Cabinet illumination, socket, anticondensation heater SaCoS one auxiliary cabinet 1.5 230 50/60 AC 1 16A Battery buffered supply according to class req. for electronic speed governors. SaCoS one auxiliary cabinet 20 1j 28 2j 400-480 50/60 AC 3 50A 1j 63A 2j High pressure fuel pump, cylinder lubrication, fuel rack actuator, turning gear. Dual-fuel engine and operation 2.3.7 lnstallation requirements Status 09/2007 51/60DF Page 2 - 111 0 2 0 3 - 1 0 0 7 M D F . f m 2.3.7 lnstallation requirements Location The lnterface Cabinet and the auxiliary cabinet are designed for installation in non-hazardous areas. The cabinets must be installed at a location suitable for service inspection. Do not install the cabinets close to heat-generating devices. ln case of installation at walls, the distance between the cabinets and the wall has to be at least 100 mm in order to allow air convection. Regarding the installation in engine rooms, the cabinets should be supplied with fresh air by the engine room ventilation through a dedicated ventilation air pipe near the engine. Note! lf the restrictions for ambient temperature can not be kept, the cabinets must be ordered with an optional air condition system. Ambient air conditions For restrictions of ambient conditions, please refer to the chapter "Chapter 2.3.6 Technical Data, page 2-109". Cabling The interconnection cables between the engine and the interface/auxiliary cabinet have to be installed according to the rules of electromagnetic compatibility. Control cables and power cables have to be routed in separate cable ducts. The cables for the connection of sensors and actuators which are not mounted on the engine are not included in the scope of MAN Diesel SE supply. Shielded cables have to be used for the cabling of sensors. For electrical noise protection, an electric ground connection must be made from the cabinets to the hull of the ship. All cabling between the lnterface Cabinet, auxiliary cabinet and the controlled device is scope of yard supply. The cabinets are equipped with spring loaded terminal clamps. All wiring to external systems should be carried out without conductor sleeves. The redundant CAN cables are MAN Diesel scope of supply. lf the customer provides these cables, the cable must have a characteristic im- pedance of 120 Ω. Maximum cable lengths Figure 2-54 Maximum cable length lnstallation Works During the installation period the yard has to protect the cabinets against water, dust and fire. lt is not allowed to do any welding near the cabinets. The cabinets have to be fixed to the floor by screws. lf it is inevitable to do welding near the cabinets, the cabinets and panels have to be protected against heat, electric current and electromagnetic influences. To guarantee protection against current, all of the cabling must be disconnected from the affected components. The installation of additional components inside the cabinets is only allowed after approval by the responsible project manager of MAN Diesel SE. Connection max. cable length Cables between engine and lnterface Cabinet ≤ 60 m Cables between engine and auxiliary cabinet ≤ 100 m MODBUS cable between lnterface Cabinet and ship alarm system (only for Ethernetj ≤ 100 m Cable between lnterface Cabi- net and Remote Operating Panel ≤100 m Dual-fuel engine and operation 2.3.7 lnstallation requirements Page 2 - 112 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 7 M D F . f m Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Status 09/2007 51/60DF Page 2 - 113 0 2 0 3 - 1 0 0 8 M D F . f m 2.3.8 Engine-located measuring and control devices Exemplary list for project planning Engine type: 9 L51/60DF No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option engine speed, turbocharger speed 1 1SE1004 speed pickup turbocharger speed indication, supervision 0-2667 Hz/ 0-20000 rpm turbocharger Control module/ safety 2 1SE1005 speed pickup engine speed camshaft speed and position input gas valve- and pilot CR control 0-600 rpm 0-1200 Hz camshaft drive wheel injection module/ gas 3 2SE1005 speed pickup engine speed camshaft speed and position input gas valve- and pilot CR control 0-600 rpm 0-1200 Hz camshaft drive wheel injection module/ gas 4 3SE1005 speed pickup engine speed speed and camshaft position input for knocking detection 0-600 rpm 0-1200 Hz camshaft drive wheel knock control unit 1XC1200 5 1Sv1010 actuator engine conventional fuel admission speed and load governing engine speed control start and stop of engine 6 1PSH1011 pressure switch start air pressure feedback start valve open, reset and start speed governor 0-10 bar start air pipe on engine control module / alarm 7 1SSv1011 solenoid valve engine start actuated during engine start engine control module / alarm 8 1HOZ1012 push button local emergency stop emergency stop from local control station local operating panel control module / safety 9 1SZv1012 solenoid valve engine shutdown manual and auto emergency shutdown engine control module / safety Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Page 2 - 114 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 8 M D F . f m 10 1PSH1012 pressure switch emergency stop air feedback emergency stop, startblocking active 0-10 bar emergency stop air pipe on engine control module / safety variable injection timing (diesel mode onlyj 11 1Uv1028 solenoid valve vlT adjustment energise valve means remove hydraulic brake for vlT-adjustment engine control module / alarm variable injection timing 12 2Uv1028 solenoid valve vlT adjustment energise valve means remove hydraulic brake for vlT-adjustment engine control module / alarm variable injection timing 13 1EM1028 electric motor vlT-setting injection time setting engine auxiliary cabinet variable injection timing 14 1PSH1028 pressure switch oilpressure vlT- brake release vlT-motor at sufficient pressure 0-6 bar engine control module / alarm variable injection timing 15 2PSH1028 pressure switch oilpressure vlT- brake release vlT-motor at sufficient pressure 0-6 bar engine control module / alarm variable injection timing 16 1GOS1028 limit switch early ignition indication vlT early position engine control module / alarm variable injection timing 17 2GOS1028 limit switch late ignition indication vlT late position engine control module / alarm variable injection timing main bearings 18 xTE1064 temp sensors main bearings main bearing temp monitoring xTE1064-1 element 1 of xTE1064 remote indication, alarm 0-120 °C engine control module / alarm xTE1064-2 element 2 of xTE1064 load reduction 0-120 °C engine control module / alarm turning gear 19 1GOS1070 limit switch turning gear engaged indication and start blocking engine control module / alarm No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Status 09/2007 51/60DF Page 2 - 115 0 2 0 3 - 1 0 0 8 M D F . f m jet assist 20 1SSv1080 solenoid valve for jet assist turbocharger acceleration by jet assist engine control module / alarm jet assist knock control 21 1XC1200 control unit knock monitoring knock monitoring and regulation engine control module / alarm 22 xXE1200 knock sensors cylinder x knock event detection 0...100 engine knock control unit lube oil system 23 1PT2170 pressure trans- mitter lube oil pressure engine inlet alarm at low lube oil pressure 0-10 bar engine control module / alarm 24 2PT2170 pressure trans- mitter lube oil pressure engine inlet auto shutdown at low pressure 0-10 bar engine control module / safety 25 1TE2170 temp sensor lube oil temp engine inlet 2TE2170 element 1 of 1TE2170 remote indication alarm 0-120 °C engine control module / alarm 3TE2170 element 2 of 1TE2170 load reduction 0-120 °C engine control module / safety 26 1EM2470 electric motor cylinder lubrication cylinder lubrication engine auxiliary cabinet 27 1FE2470 limit switch cylinder lubri- cator function control of cylinder lubri- cator 0.1-1 Hz engine control module / alarm 28 1EM2475 electric motor valve seat lubrication valve seat lubrication engine auxiliary cabinet valve seat lubrication 29 1PT2570 pressure trans- mitter lube oil pressure turbocharger inlet alarm at low lube oil pressure 0-6 bar engine control module / alarm No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Page 2 - 116 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 8 M D F . f m 30 2PT2570 pressure trans- mitter lube oil pressure turbocharger inlet auto shutdown at low lube oil pressure 0-6 bar engine control module / safety 31 1TE2580 temp sensor lube oil temp turbocharger drain 1TE2580-1 element 1 of 1TE2580 alarm at high temp 0-120 °C engine control module / alarm 1TE2580-2 element 2 of 1TE2580 auto shutdown at high temp 0-120 °C engine control module / safety splash oil 32 xTE2880 temp sensors splash oil temp rod bearings xTE2880-1 element 1 of xTE2880 remote indication alarm 0-120 °C engine control module / alarm xTE2880-2 element 2 of xTE2880 load reduction 0-120 °C engine control module / safety cooling water systems 33 1TE3168 temp sensor HT-water temp charge air cooler inlet for EDS visualisation and control of preheater valve 0-120 °C engine control module / alarm 34 1PT3170 pressure trans- mitter HT-cooling water pressure engine inlet alarm at low pressure 0-6 bar engine control module / alarm 35 2PT3170 pressure trans- mitter HT-cooling water pressure engine inlet detection of low cooling water pressure 0-6 bar engine control module / safety 36 1TE3170 temp sensor HT-water temp engine alarm at low temp 0-120 °C engine control module / alarm No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Status 09/2007 51/60DF Page 2 - 117 0 2 0 3 - 1 0 0 8 M D F . f m 37 1TE3180 temp sensor HT-water temp engine outlet 1TE3180-1 element 1 of 1TE3180 alarm at high temp 0-120 °C engine control module / alarm 1TE3180-2 element 2 of 1TE3180 load reduction/ shutdown at high temp 0-120 °C engine control module / safety 38 1PT3470 pressure trans- mitter nozzle cooling water pressure engine inlet alarm at low cooling water pressure 0-10 bar engine control module / alarm 39 2PT3470 pressure trans- mitter nozzle cooling water pressure engine inlet alarm at low cooling water pressure 0-10 bar engine control module / safety 40 1TE3470 temp sensor nozzle cooling water temp engine inlet alarm at high cooling water temp 0-120 °C engine control module / alarm 41 1PT4170 pressure trans- mitter LT-water pressure charge air cooler inlet alarm at low cooling water pressure 0-6 bar engine control module / alarm 42 2PT4170 pressure trans- mitter LT-water pressure charge air cooler inlet alarm at low cooling water pressure 0-6 bar engine control module / safety 43 1TE4170 temp sensor LT-water temp charge air cooler inlet for EDS visualisation 0-120 °C LT-pipe charge air cooler inlet of engine control module / alarm main fuel system 44 1PT5070 pressure trans- mitter fuel pressure engine inlet remote indication and alarm 0-16 bar engine control module / alarm No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Page 2 - 118 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 8 M D F . f m 45 2PT5070 pressure trans- mitter fuel pressure engine inlet remote indication and alarm 0-16 bar engine control module / safety 46 1TE5070 temp sensor fuel temp engine inlet alarm at high temp in MDO- mode and for EDS use 0-200 °C engine control module / alarm 47 1LSAH5080 level switch fuel level in leakage fuel oil monitoring tank alarm at high level fuel leakage monitoring tank FSH-001 control module / alarm pilot fuel system 48 1PT5275 pressure trans- mitter pilot fuel oil pressure indication and alarm pilot fuel oil pressure low pressure system before high pressure pump control module / alarm 49 1TE5275 temp sensor pilot fuel temp engine inlet alarm at high pilot fuel temp engine control module / alarm 50 1PDSH5275 differential pressure switch pilot fuel fine filter alarm at high filter contamination fuel fine filter before high pressure pump on engine control module / alarm 51 1FCv5275 suction throttle valve low pressure pilot fuel volume control of low pressure pilot fuel engine injection module/ pilot fuel 52 1PT5276 pressure trans- mitter rail pressure 1 pressure of high pressure pilot fuel system common rail 0-2000 bar engine control module / alarm 53 2PT5276 pressure trans- mitter rail pressure 2 pressure of high pressure pilot fuel system common rail 0-2000 bar engine control module / alarm 54 1LSH5276 level switch fuel level in pilot fuel oil leakage monitoring tank alarm at high level pilot fuel leakage monitoring tank control module / alarm No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Status 09/2007 51/60DF Page 2 - 119 0 2 0 3 - 1 0 0 8 M D F . f m 55 xFSv5278 solenoid valves pilot fuel injec- tors pilot fuel injection engine injection module/ pilot oil 56 1FSv5280 solenoid valve rail flushing unloading of pilot fuel high pressure fuel system engine - 57 1TE5282 temp sensor pilot fuel temp after flushing- and safety valve alarm "flushing valve or safety valve actuated" 0-200 °C engine control module / alarm gas system 58 xFSv5885 solenoid valves main gas injec- tors main gas injection engine injection module/gas charge air system 59 1PT6100 pressure trans- mitter intake air pressure for EDS visualisation -20...+20 mbar tc- silencer between filter and silencer control module / alarm 60 1TE6100 temp sensor intake air temp temp input for charge air blow- off and EDS visualisation 0-120 °C intake air duct of engine control module / alarm 61 1TE6170 temp sensor charge air temp charge air cooler inlet for EDS visualisation 0-300 °C engine control module / alarm 62 1PT6180 pressure trans- mitter charge air pressure before cylinders engine control 0-6 bar engine control module / alarm 63 2PT6180 pressure trans- mitter charge air pressure before cylinders for EDS visualisation 0-4 bar engine control module / alarm 64 1TE6180 temp sensor charge air temp after charge air cooler alarm at high temp 0-120 °C engine control module / alarm No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Page 2 - 120 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 8 M D F . f m 65 1PT6182 pressure trans- mitter cooling air pressure tc inlet monitoring of cooling air flow for turbine disc cooling 0-4 bar engine control module / alarm turbine disc cooling 66 1PCv6185 control valve- compressor bypass (lambda controlj lambda control, charge air pressure relief engine control module / alarm 67 1GT6185 position feedback signal of control valve 1PCv6185 position feedback control valve 1PCv6185 control module / alarm exhaust gas system 68 xTE6570 double thermo- couples exhaust gas temp cylinders xTE6570-1 element 1 of xTE6570 remote indication, alarm 0-800 °C engine control module / alarm xTE6570-2 element 2 of xTE6570 load reduction 0-800 °C engine control module / safety 69 1TE6575 double thermocouple exhaust gas temp before turbocharger 1TE6575-1 element 1 of xTE6575 remote indication, alarm, load reduction 0-800 °C engine control module / alarm 1TE6575-2 element 2 of xTE6575 remote indication, alarm, load reduction 0-800 °C engine control module / safety 70 1TE6580 double thermocouple exhaust gas temp before turbocharger 1TE6580-1 element 1 of xTE6575 indication 0-800 °C engine control module / alarm 1TE6580-2 element 2 of xTE6575 indication 0-800 °C engine control module / safety No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Status 09/2007 51/60DF Page 2 - 121 0 2 0 3 - 1 0 0 8 M D F . f m Table 2-45 List for engine-located measuring and control devices 71 1PT7170 pressure trans- mitter starting air pressure engine control, remote indication 0-40 bar engine control module / alarm 72 2PT7170 pressure trans- mitter starting air pressure engine control, remote indication 0-40 bar engine control module / safety 73 1PT7180 pressure trans- mitter emergency stop air pressure alarm and low air pressure 0-40 bar engine control module / alarm 74 1PT7400 pressure trans- mitter control air pressure remote indication 0-10 bar engine control module / alarm 75 2PT7400 pressure trans- mitter control air pressure remote indication 0-10 bar engine control module / safety 76 1PT7460 pressure trans- mitter control air pressure for gas valve unit 0-10 bar GvU control module / safety No. Measuring point 1j Description Function Measuring range Location Connected to Depending on option Dual-fuel engine and operation 2.3.8 Engine-located measuring and control devices Page 2 - 122 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 8 M D F . f m Page 3 - 1 K a p i t e l t i t e l 3 M . f m 3 Quality requirements of operating supplies Page 3 - 2 K a p i t e l t i t e l 3 M . f m Quality requirements of operating supplies 3.1 Quality of lube oil (SAE40j for the engine 51/60DF Status 10/2008 Page 3 - 3 0 3 0 2 - 0 1 0 1 A S d f . f m 3.1 Quality of lube oil (SAE40j for the engine 51/60DF The specific power output offered by today's Diesel engines and the use of fuels which more and more often approach the limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Blended lube oils (HD oilsj have proven to be suitable for lubricating the running gear, the cylinder, the turbocharger and for the cooling of the pistons. Blended lube oils contain additives which, amongst other things, provide them with sludge carrying, cleaning and neutralisation capabilities. Only lube oils, which have been released by MAN Diesel, are to be used. Specifications Base oil The base oil (blended lube oil = basic oil + addi- tivesj must be a narrow distillation cut and must be refined in accordance with modern procedures. Bright stocks, if contained, must neither adversely affect the thermal nor the oxidation stability. The base oil must meet the limit values as specified in "Table 3-1 Lube oil (MGO/MDOj - specified values, page 3-4", particularly concerning the ageing stability. Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil consumption is adversely affected. Additives The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion. The ash must be soft. lf this prerequisite is not complied with, increased deposits are to be expected in the combustion chamber, especially at the outlet valves and in the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valves seats, as well as burnt-out valves and increased mechanical wear. Additives must not facilitate clogging of the filter elements, neither in their active nor in their ex- hausted state. Lube-oil additives lt is not allowed to add additives to the lube oil, or mixing the different makes (brandsj of the lube oil, as the performance of the carefully matched package of additives which is suiting itself and adapted to the base oil, may be upset. Quality requirements of operating supplies 3.1 Quality of lube oil (SAE40j for the engine 51/60DF Page 3 - 4 Status 10/2008 0 3 0 2 - 0 1 0 1 A S d f . f m Table 3-1 Lube oil (MGO/MDOj - specified values * in-house method Speed governor ln case of mechanic-hydraulic governors with separate oil sump, multi grade oil 5W-40 is preferably used. lf this oil is not available for topping-up, an oil 15W-40 may exceptionally be used. ln this context it makes no difference whether multicoloured oils based on synthetic or mineral oil are used. (Designation for armed forces of Germany: O-236j The oil quality specified by the manufacturer is to be used for the remaining equipment fitted to the engine. For the engine L27/38 (propulsionj service experience have shown that the operation temperature of the Woodward governor UG10MAS and the corresponding actuator for UG723+ can exceed 93 °C. ln such case we recommend to use a synthetic oil like Castrol Alphasyn HG150. En- gines delivered later than March 2005 are already filled with this oil. Selection of lube oils / warranty Most of the mineral oil companies are in close and permanent consultation with the engine manufacturers and are therefore in a position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. lndependent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. lf any questions, we are more than willing to provide you with further information. Oil in service There are no defined oil change intervals for MAN Diesel medium-speed engines. The oil has to be analysed on a regular basis. As long as the oil characteristics are within the specified limits see following chapters, the oil is suitable for further use. An oil sample has to be analysed every 1-3 months (see maintenance planj. Safety / environmental protection Wrong handling of operating media may cause harm to heath, safety and environment. Respec- tive instruction of the manufacturer have to be followed. Examinations We carry out the investigations on lube oil in our laboratories for our customers. A representative sample of about 0.5 litre is required for the examination. Characteristic features Unit Test method Limit value Structure - - preferably paraffin-basic Behaviour in cold, still flows °C ASTM D 2500 -15 Flash point (as per Clevelandj ASTM D 92 > 200 Ash content (oxide ashj Weight% ASTM D 482 < 0.02 Coke residue (as per Conradsonj ASTM D 189 < 0.50 Ageing tendency after being heated up to 135 °C for 100 hrs. - MAN Diesel ageing cabinet * - n-heptane insolubles Weight% ASTM D 4055 or DlN 51592 < 0.2 Evaporation loss Weight% - < 2 Drop test (filter paperj - MAN Diesel test Must not allow to recognise precipitation of resin or asphalt-like ageing products Quality requirements of operating supplies 3.1 Quality of lube oil (SAE40j for the engine 51/60DF Status 10/2008 Page 3 - 5 0 3 0 2 - 0 1 0 1 A S d f . f m Operating modes The engine 51/60G has a very high fuel flexibility and can be operated with gas, diesel fuel and heavy fuel oil (HFOj. Each fuel requires different properties of the lube oil. To ensure the optimum lube oil choice for each application we have to differenciate between four different operation modes: 1. Pure gas operation (> 2,000 hj 2. Pure diesel operation or alternating between gas and diesel 3. Pure HFO operation (> 2,000 hj 4. alternating between gas and HFO 3.1.1 Lube oil for continuous gas operation For engines running for a period of more than 2.000 h on gas, a special gas engine oil with an additive package having a low percentage of ashes is to be used due. The sulphate ash content must not exceed 1 %. Only lube oils, which have been released by MAN Diesel, are to be used. These are listed in the following table. Table 3-2 Lube oils, which have been released for the use in MAN Diesel four-stroke engines running in gas operation Table 3-3 Limit values for oil in use (pure gas operationj Manufacturer Base Number approx. 6 [mgKOH/g| BP Energol lC-DG 40 S FlNA Gasmotoren∏l 405 MOBlL Pegasus 710 Pegasus 805 SHELL Mysella T40 Mysella LA 40 CHEvRON (TEXACOj Geotex LA 40 Limit value Method viscosity at 40 °C 100-190 mm 2 /s lSO 3104 or ASTM D 445 Base number (BNj min. 3 mg KOH/g lSO 3771 Water content max. 0.2 % lSO 3733 or ASTM D 144 Acid number (TANj max. 2.5 mg KOH/g above fresh oil TAN ASTM D 664 Oxidation max. 20 Abs/cm DlN 51453 Quality requirements of operating supplies 3.1 Quality of lube oil (SAE40j for the engine 51/60DF Page 3 - 6 Status 10/2008 0 3 0 2 - 0 1 0 1 A S d f . f m 3.1.2 Lube oil for diesel operation or alternating between diesel and gas lf the dual-fuel engine is exclusively operated on Diesel fuel or if the portion of Diesel fuel operation is >40%, or if there are more than 500m/a operation on high sulphur diesel fuel (5 > 0.5 %j, we recommend using a lubricating oil with a higher BN (10 - 16 mgKOH/gj because of the fuel's sulphur content. Neutralisation capacity The neutralisation capacity (ASTM D 2896j must be so high that the acidic products which result during combustion are neutralised. The reaction time of the additives must be matched to the process in the combustion chamber. Table 3-4 Engines running on gas oil and Diesel oil Approved SAE40 lube oils Manufacturer Base Number 10-16 1j [mgKOH/g| AGlP Cladium 120 - SAE 40 Sigma S SAE 40 2j BP Energol DS 3-154 CASTROL Castrol MLC 40 Castrol MHP 154 Seamax Extra 40 CHEvRON (Texaco, Caltexj Taro 12 XD 40 Delo 1000 Marine SAE 40 Delo SHP 40 EXXON MOBlL Exxmar 12TP40 Mobilgard 412 / MG 1SHC Mobilgard ADL 40 2j Delvac 1640 PETROBRAS Marbrax CCD-410 Q8 Mozart DP40 REPSOL Neptuno NT 1540 SHELL Gadinia 40 Sirius FB 40 2j Sirius/Rimula X40 2j Gadinia AL40 STATOlL MarWay 1540 MarWay 1040 TOTAL Lubmarine Disola M4015 Limit value Method viscosity at 40 °C 110 - 220 mm 2 /s lSO 3104 or ASTM D 445 Base Number (BNj min. 50 % of fresh oil BN lSO 3771 Flash Point (PMj min. 185 °C lSO 2719 Water Content max. 0.2% (for a short period max. 0.5 %j lSO 3733 or ASTM D 1744 n-Heptan lnsoluble max. 1.5 % DlN 51592 or lP 316 Metal Content dependent upon the engine type and operating condition Quality requirements of operating supplies 3.1 Quality of lube oil (SAE40j for the engine 51/60DF Status 10/2008 Page 3 - 7 0 3 0 2 - 0 1 0 1 A S d f . f m Table 3-5 Limit values for the oil in use (diesel fuel operationj 3.1.3 Lube oil for continuous HFO operation The specific power output offered by today's Diesel engines and the use of fuels which more and more often approach the acceptable limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. For engines running on HFO, medium-alkaline lube oils must be used. lt is not possible to operate on HFO while using a gas engine oil. Medi- um-alkaline oils contain additives which, amongst other things, provided them with a higher neutralising capacity and good detergency for fuel components. Detergency The detergency must be so high that coke and tar like residues from fuel combustion must not build-up. The lube oil must be able to avoid fuel derived deposits. Dispersancy The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the detremental contaminations from the used oil, i.e. the used oil must have good separating and filtering properties. only for guidance Fe Cr Cu Pb Sn Al max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm Limit value Method approx. BN (mg KOH/g oilj Engines / Operating conditions 20 Marine Diesel Oil (MDOj of poor quality (lSO-F-DMCj or heavy fuel oil with a sulphur content of < 0.5 %. 30 ln pure HFO mode only if fuel sulphur content is < 1.5 %. 40 ln pure HFO mode generally, provided the sulphur content is > 1.5 %. 50 lf BN 40 is inadequate in terms of oil life or engine cleanliness (high sulphur content of the fuel, very low lube oil consumption. Table 3-6 Determining the Base Number for operating conditions Quality requirements of operating supplies 3.1 Quality of lube oil (SAE40j for the engine 51/60DF Page 3 - 8 Status 10/2008 0 3 0 2 - 0 1 0 1 A S d f . f m . Table 3-8 Limit values for the oil in use (pure HFO operationj Manufacturer Base Number [mgKOH/g| 20 30 40 50 AGlP - Cladium 300 Cladium 400 BP Energol lC-HFX 204 Energol lC-HFX 304 Energol lC-HFX 404 Energol lC-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, CALTEXj Taro 20DP40 Taro 30DP40 Taro 40XL 40 Taro 50XL 40 EXXON MOBlL Mobilgard M 430 EXXMAR 30 TP 40 Mobilgard M 440 EXXMAR 40 TP 40 Mobilgard M50 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 X40 Argina XL40 TOTAL Lubmarine Aurelia XL 4025 Aurelia XL 4030 Aurelia Tl 4030 Aurelia XL 4040 Aurelia Tl 4040 Aurelia XL 4055 Aurelia Tl 4055 Table 3-7 Lubricating oils, which have been released for the use in MAN Diesel four-stroke engines running on heavy fuel oil (pure HFO operationj Limit value Method viscosity at 40 °C 110 - 220 mm 2 /s lSO 3104 or ASTM D 445 Base Number (BNj min. 50% of fresh oil BN lSO 3771 Flash Point (PMj min. 185 °C lSO 2719 Water Content max. 0.2 % (for a short period max. 0.5 %j lSO 3733 or ASTM D 1744 n-Heptan lnsoluble max. 1.5 % DlN 51592 or lP 316 Metal Content dependent upon the engine type and operating condition only for guidance Fe Cr Cu Pb Sn Al max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm Quality requirements of operating supplies 3.1 Quality of lube oil (SAE40j for the engine 51/60DF Status 10/2008 Page 3 - 9 0 3 0 2 - 0 1 0 1 A S d f . f m 3.1.4 Lube oil rules for alternating operation between gas and HFO As explained in the chapters before, opera- tionon HFO requires a lube oil with a high BN, neutralising the acid combustion products and providing a good detergency for fuel components (desposit controlj. This high neutralisation capacity (BNj componds with a high ash content of the lube oil. Ash from the lube oil can deposit in the combu- sion chamber and exhaust system. ln particular ash from unconsumed BN additives can cause deposits in the combustion chamber. ln gas engines such deposits can act as hot spot, ingnit- ing the gas and air mixture at the wrong time, causing knocking. The engine 51/60DF has proven to be very ro- bust against lube oil with a high ash content. Operation on BN30 lube oil over a long time in gas mode has turned out to be uncritical. The objective of the fuel flexible lubrication concept is to keep the BN of the lube oil between 20 and 30 mgKOH/g. BN20 should not be underrun in HFO operation, BN30 should not be exceeded ingas operation. This can be realised by using two lube oils for replenishment. While being in HFO operation a BN40 lube oil ist used for rep- lunishing the consumed oil, while being in gas operation a BN20 lube oil is used for replenishment. The first fill of the engine is BN30, which can be prepared by mixing the BN20 and BN40 lube oil in the engine. lt must be emphasised, that both lube oils -BN20 and BN40- are of the same brand (same supplierj. This ensures full compatibility of these two oils. ln case of exclusive use of HFO with a sulphur content of less than 1,5% during alternating operation, it is recommended to substitute BN40 by BN30 lube oil. Manufacturer Base Number [mgKOH/g| 20 30 40 AGlP - Cladium 300 Cladium 400 BP Energol lC-HFX 204 Energol lC-HFX 304 Energol lC-HFX 404 CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 CEPSA Troncoil 3040 Plus Troncoil 4040 Plus CHEvRON (TEXACO, CALTEXj Taro 20DP40 Taro 30DP40 Taro 40XL 40 EXXON MOBlL Mobilgard M 430 EXXMAR 30 TP 40 Mobilgard M 440 EXXMAR 40 TP 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 X40 TOTAL Lubmarine Aurelia XL 4025 Aurelia XL 4030 Aurelia Tl 4030 Aurelia XL 4040 Aurelia Tl 4040 Table 3-9 Lubricating oils, which have been released for the use in MAN Diesel four-stroke engines running on heavy fuel oil (HFO alternating with gasj Quality requirements of operating supplies 3.1 Quality of lube oil (SAE40j for the engine 51/60DF Page 3 - 10 Status 10/2008 0 3 0 2 - 0 1 0 1 A S d f . f m Table 3-10 Limit values for the oil in use (alternating operation on HFO and gasj Limit value Method viscosity at 40 °C 110 - 220 mm 2 /s lSO 3104 or ASTM D 445 Base Number (BNj 20 - 30 mgKOH/g lSO 3771 Flash Point (PMj min. 185 °C lSO 2719 Water Content max. 0.2 % (for a short period max. 0.5 %j lSO 3733 or ASTM D 1744 n-Heptan lnsoluble max. 1.5 % DlN 51592 or lP 316 Metal Content dependent upon the engine type and operating condition only for guidance Fe Cr Cu Pb Sn Al max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm Quality requirements of operating supplies 3.3 Quality of engine cooling water Status10/2008 Page 3 - 15 0 3 0 2 - 0 2 0 1 A A . f m 3.3 Quality of engine cooling water Preliminary remarks The engine cooling water, like the fuel and lubricating oil, is a medium which must be carefully selected, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system in contact with water and deposits may form. Deposits impair the heat transfer and may result in thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the first commissioning of the plant. Dur- ing subsequent operations the concentration specified by the engine manufacturer must always be ensured. ln particular, this applies if a chemical additive is used. Requirements Limiting values The characteristics of the untreated cooling water must be within the following limits: 1j 1°dGH (German hardnessj: 10 mg CaO/litre 17.9 mg CaCO 3 /litre 0.357 mval/litre 0.179 mmol/litre 2j 1 mg/l 1 ppm Test device The MAN Diesel water test kit includes devices permitting, i.a., to determine the above-mentioned water characteristics in a simple manner. Moreover, the manufacturer of anti-corrosion agents are offering test devices that are easy to operate. As to checking the cooling water condition, see "Chapter 3.4 Checking the cooling water, page 3-23". Supplementary information Distillate lf a distillate (from the freshwater generator for instancej or fully desalinated water (ion ex- changerj is available, this should preferably be used as engine cooling water. These waters are free from lime and metal salts, i.e. major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not form a thin film of lime on the walls which provides a temporary protection against corrosion. This is the reason why water distillates must be treated with special care and the concentration of the additive is to be periodically checked. Hardness The total hardness of the water is composed of temporary and permanent hardness. lt is largely determined by calcium and magnesium salts. The temporary hardness is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sulphatesj. The decisive factor for the formation of calcareous deposits in the cooling system is the temporary (carbonatej hardness. Water with more than 10 °dGH (German total hardnessj must be mixed with distillate or be softened. A rehardening of excessively soft wa- Property/ feature Characteristics Unit Type of water Distillate or freshwater, free from foreign matter. Not to be used: Sea water, brackish water, river water, brines, industrial waste water and rain water - Total hardness max. 10 °dH 1j pH-value 6.5 - 8 - Chloride ion content max. 50 mg/l 2j Table 3-10 Cooling water - characteristic to be adhered to Quality requirements of operating supplies 3.3 Quality of engine cooling water Page 3 - 16 Status 10/2008 0 3 0 2 - 0 2 0 1 A A . f m ter is only necessary to suppress foaming if an emulsifiable anti-corrosion oil is used. Damage in the cooling water system Corrosion Corrosion is an electro-chemical process which can largely be avoided if the correct water quality is selected and the water in the engine cooling system is treated carefully. Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbulence. lf the evaporation pressure is fallen below, steam bubbles will form which then collapse in regions of high pressure, thus producing material destruction in closely limited regions. Erosion Erosion is a mechanical process involving material abrasion and destruction of protective films by entrapped solids, especially in regions of excessive flow velocities or pronounced turbulenc- es. Corrosion fatigue Corrosion fatigue is a damage caused by simul- taneous dynamic and corrosive stresses. lt may induce crack formation and fast crack propaga- tion in water-cooled, mechanically stressed components if the cooling water is not treated correctly. Treatment of the engine cooling water The purpose of engine cooling water treatment is to produce a coherent protective film on the walls of the cooling spaces by the use of anti- corrosion agents so as to prevent the above- mentioned damage. A significant prerequisite for the anti-corrosion agent to develop its full effectively is that the untreated water which is used satisfies the demands mentioned under "Requirements, page 3-15". Protecting films can be produced by treating the cooling water with a chemical anti-corrosion agent or emulsifiable anti-corrosion oil. Emulsifiable anti-corrosion oils fall more and more out of use since, on the one hand, their use is heavily restricted by environmental protection legislation and, on the other hand, the suppliers have, for these and other reasons, commenced to take these products out of the market. Treatment before operating the engine for the first time Treatment with an anti-corrosion agent should be done before the engine is operated for the first time so as to prevent irreparable initial damage. Warning! lt is not allowed to operate the engine without cooling water treatment. Cooling water additives No other additives than those approved by MAN Diesel and listed in "Table 3-11 Chemical additives - containing nitrite, page 3-20" up to "Table 3-14 Anti-freeze agents with corrosion inhibiting, page 3-22" are to be used. Permission required A cooling water additive can be approved for use if it has been tested according to the latest rules of the Forschungsvereinigung verbren- nungskraftmaschinen (Fvvj, "Testing the suita- bility of coolant additives for cooling liquids of internal combustion engines". The test report is to be presented if required. The necessary testing is carried out by Staatliche MaterialprΩfan- stalt, Department Oberflächentechnik, Grafenstra≈e 2, 64283 Darmstadt on request. ln case the cooling water additive has been suc- cessfully tested at Fvv, an engine test for the final approval has to be conducted. Quality requirements of operating supplies 3.3 Quality of engine cooling water Status10/2008 Page 3 - 17 0 3 0 2 - 0 2 0 1 A A . f m To be used only in closed circuits Additives can only be used in closed circuits where no appreciable consumption occurs except leakage and evaporation losses. √ Chemical additives Additives based on sodium nitrite and sodium borate, etc. have given good results. Gal- vanised iron pipes or zinc anodes providing cathodic protection in the cooling systems must not be used. Please note that this kind of corrosion protection, on the one hand, is not required since cooling water treatment is specified and, on the other hand, considering the cooling water temperatures commonly practised nowadays, it may lead to potential inversion. lf necessary, the pipes must be dezinced. √ Anti-corrosion oil This additive is an emulsifiable mineral oil mixed with corrosion inhibitors. A thin protective oil film which prevents corrosion without obstructing the transfer of heat and yet preventing calcareous deposits forms on the walls of the cooling system. Emulsifiable anti-corrosion oils have nowadays lost importance. For reasons of environmental protection legislation and because of occasionally occurring emulsion stability problems, they are hardly used any more. √ Anti-freeze agent lf temperatures below the freezing point of water may be reached in the engine, in the cooling system or in parts of it, an anti-freeze agent simultaneously acting as a corrosion inhibitor must be added to the cooling water. Otherwise the entire system must be heated. (Designation for armed forces of Germany: Sy-7025j. Sufficient corrosion protection will be achieved by admixing the products listed in "Table 3-14 Anti-freeze agents with corrosion inhibiting, page 3-22" taking care that the specified concentration is observed. This concentration will prevent freezing down to a temperature of about -22°C. The quantity of anti-freeze actually required, however, also depends on the lowest temperatures expected at the site. Anti-freeze agents are generally based on ethylene glycol. A suitable chemical additive must be admixed if the concentration of the anti-freeze specified by the manufacturer for a certain application does not suffice to af- ford adequate corrosion protection or if, due to less stringent requirements with redard to protection from freezing, a lower concentration of anti-freeze agent is used than would be required to achieve sufficient corrosion protection. The manufacturer must be con- tacted for information on the compatibility of the agent with the anti-freeze and the concentration required. The compatibility of the chemical additives stated in "Table 3-11 Chemical additives - containing nitrite, page 3-20" with anti-freeze agents based on ethylene glycol is confirmed. Anti-freeze agents may only be mixed with each other with the supplier's or manufacturer's consent, even if the composition of these agents is the same. Prior to the use of an anti-freeze agent, the cooling system is to be cleaned thoroughly. lf the cooling water is treated with an emulsifiable anti-corrosion oil, no anti-freeze may be admixed, as otherwise the emulsion is broken and oil sludge is formed in the cooling system. For the disposal of cooling water treated with additives, observe the environmental protection legislation. For information, contact the suppliers of the additives. √ Biocides lf the use of a biocide is inevitable because the cooling water has been contaminated by bacteria, the following has to be observed: Quality requirements of operating supplies 3.3 Quality of engine cooling water Page 3 - 18 Status 10/2008 0 3 0 2 - 0 2 0 1 A A . f m - lt has to be ensured that the biocide suitable for the particular application is used. - The biocide must be compatible with the sealing materials used in the cooling water system; it must not attack them. - Neither the biocide nor its decomposition products contain corrosion-stimulated constituents. Biocides whose decomposition results in chloride or sulphate ions are not permissible. - Biocides due to the use of which the cooling water tends to foam are not permissible. Prerequisites for efficient use of an anti-corrosion agent Clean cooling system Before starting the engine for the first time and after repairs to the piping system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt will considerably reduce the efficiency of the additive. The entire system has therefore to be cleaned using an appropriate cleaning agent with the engine shut down (see "Chapter 3.5 Cleaning of cooling water system, page 3-25"j. Loose solid particles, in particular, have to be removed from the system by intense flushing because otherwise erosion may occur at points of high flow velocities. The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier of the cooling water additive, at least the supplier can make available the suitable products for this purpose. lf this work is done by the engine user it is advisable to make use of the services of an expert of the cleaning agent supplier. The cooling system is to be flushed thoroughly after cleaning. The engine cooling water is to be treated with an anti-corrosion agent immediately afterwards. After restarting the engine, the cleaned system has to be checked for any leakages. Periodical checks of the condition of the cooling water and cooling system Treated cooling water may become contaminated in service and the additive will loose some of its effectively as a result. lt is therefore necessary to check the cooling system and the condition of the cooling water at regular intervals. The additive concentration is to be checked at least once a week, using the test kit prescribed by the supplier. The results are to be recorded. Note! The concentrations of chemical additives must not be less than the minimum concentrations stated in "Table 3-11 Chemical additives - containing nitrite, page 3-20". Concentrations that are too low may promote corrosive effects and have therefore to be avoided. Concentrations that are slightly too high do not cause damages. However, concentrations more than double as high should be avoided. A cooling water sample is to be sent to an independent laboratory or to the engine supplier for making a complete analysis every 2 - 6 months. For emulsifiable anti-freeze agents , the supplier generally prescribes renewal of the water after approx. 12 months. On such renewal, the entire cooling system is to be flushed, or if required to be cleaned (also see "Chapter 3.5 Cleaning of cooling water system, page 3-25"j. The fresh charge of water is to be submitted to treatment immediately. lf chemical additives or anti-freeze agents are used, the water should be changed after three years at the latest. lf excessive concentrations of solids (rustj are found, the water charge has to be renewed completely, and the entire system has to be thoroughly cleaned. The causes of deposits in the cooling system may be leakages entering the cooling water, breaking of the emulsion, corrosion in the system and calcareous deposits due to excessive water hardness. An increase in the chloride ion content generally indicates sea water leakage. Quality requirements of operating supplies 3.3 Quality of engine cooling water Status10/2008 Page 3 - 19 0 3 0 2 - 0 2 0 1 A A . f m The specified maximum of 50 mg/kg of chloride ions must not be exceeded, since otherwise the danger of corrosion will increase. Exhaust gas leakage into the cooling water may account for a sudden drop in the pH value or an increase of the sulphate content. Water losses are to be made up for by adding untreated water which meets the quality demands according to "Requirements, page 3-15". The concentration of the anti-corrosion agent has subsequently to be checked and cor- rected if necessary. Checks of the cooling water are especially necessary whenever repair and servicing work has been done in connection with which the cooling water was drained. Protective measures Anti-corrosion agents contain chemical compounds which may cause health injuries if wrongly handled. The indications in the safety data sheets of the manufacturers are to be observed. Prolonged, direct contact with the skin should be avoided. Thoroughly wash your hands after use. Also, if a larger amount has been splashed onto the clothing and / or wetted it, the clothing should be changed and washed before being worn again. lf chemicals have splashed into the eyes, immediately wash with plenty of water and consult a doctor. Anti-corrosion agents are a contaminating load for the water in general. Cooling water must therefore not be disposed off by pouring it into the sewage system without prior consultation with the competent local authorities. The respective legal regulations have to be observed. Marine GenSets lf a marine auxiliar engine of the type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H shares the cooling water system with a two-stroke main engine MAN Diesel type, the cooling water recommen- dation from the main engine has to be followed. lnvestigation Cooling water analysis are carried out in our chemical laboratory for our customers. For examination a sample of approxiamately 0.5 litre is required. Quality requirements of operating supplies 3.3 Quality of engine cooling water Page 3 - 20 Status 10/2008 0 3 0 2 - 0 2 0 1 A A . f m Permissible cooling water additives Chemical additives (Chemicalsj - containing nitrite Manufacturer Product designation lnitial dose per 1,000 litre Minimum concentration ppm Product Nitrite (NO 2 j Na-Nitrite (NaNOj 2 Ashland Water Technologies Drew Marine One Drew Plaza Boonton, New Jersey 07005 USA Liquidewt Maxigard DEWT-NC 15 l 40 l 4.5 kg 15,000 1j 40,000 4,500 700 1,330 2,250 1,050 2,000 3,375 Unitor Chemicals KJEMl-Service A.S. P.O. Box 49 3140 Borgheim Norway Rocor NB Liquid Dieselguard 21.5l 4.8 kg 21,500 4,800 2,400 2,400 3,600 3,600 Nalfleet Marine Chemicals P.O. Box 11 Northwich Cheshire CW8DX, UK Nalfleet EWT Liq (9-108j Nalfleet EWT 9-111 Nalcool 2000 3l 10l 30 l 3,000 10,000 30,000 1,000 1,000 1,000 1,500 1,500 1,500 Maritech AB P.O. Box 143 29122 Kristianstad Sweden Marisol CW 12 l 12,000 2,000 3,000 Uniservice via al Santuario di N.S. della Guardia 58/A 16162 Genova, ltaly N.C.L.T. Colorcooling 12 l 24 l 12,000 24,000 2,000 2,000 3,000 3,000 Marichem - Marigases 64 Sfaktirias Street 18545 Piraeus, Greece D.C.W.T - Non-Chromate 48 l 48,000 2,400 vecom Schlenzigstr. 7 21107 Hamburg Germany Cool Treat NCLT 16 l 16,000 4,000 4,000 1j The values in the marked areas can be determined with the test kit of the chemical manufacturer. Table 3-11 Chemical additives - containing nitrite Quality requirements of operating supplies 3.3 Quality of engine cooling water Status10/2008 Page 3 - 21 0 3 0 2 - 0 2 0 1 A A . f m Chemical additives (Chemicalsj - free from nitrite Emulsifiable anti-corrosion oils Manufacturer Product designation lnitial dose per 1,000 l Minimum concentration Arteco Technologiepark Zwinaarde 2 B-9052 GentBelgium Havoline XLl 75 l 7.5 % Total Lubricants Paris, France WT Supra 75 l 7.5 % Ashland Water Technologies Drew Marine One Drew Plaza Boonton, New Jersey 07005 USA Drewgard CWT 8 l 1 % Table 3-12 Chemical additves - free from nitrite Manufacturer Product (Designationj BP Marine Breakspear Way Hemel Hempstead Herts HP2 4UL, UK Diatsol M Fedaro M Castrol lnt. Pipers Way Swindon SN3 1RE, UK Solvex WT 3 Deutsche Shell AG Überseering 35 22284 Hamburg, Germany Oil 9156 Table 3-13 Emulsifiable anti-corrosion oils Quality requirements of operating supplies 3.3 Quality of engine cooling water Page 3 - 22 Status 10/2008 0 3 0 2 - 0 2 0 1 A A . f m Anti-freeze agents with corrosion inhibiting effect Manufacturer Product (Designationj Minimum concentration BASF Carl-Bosch-Str. 67063 Ludwigshafen, Rhein, Germany Glysantin G 48 Glysantin 9313 Glysantin G 05 35 % Castrol lnt. Pipers Way Swindon SN3 1RE, UK Antifreeze NF,SF BP, Britannic Tower, Moor Lane, London EC2Y 9B, UK Antifrost X 2270A Deutsche Shell AG Überseering 35 22284 Hamburg, Germany Glycoshell H∏chst AG, Werk Gendorf 84508 Burgkirchen, Germany Genatin extra (8021 Sj Mobil Oil AG Steinstra≈e 5 20095 Hamburg, Germany Frostschutz 500 Arteco/Technologiepark, Zwijnaarde 2, B-9052 Gent, Belgium Havoline XLC 50 % Total Lubricants Paris, France Glacelf Auto Supra Total Organifreeze Table 3-14 Anti-freeze agents with corrosion inhibiting Quality requirements of operating supplies 3.4 Checking the cooling water Status 01/2009 Page 3 - 23 0 3 0 2 - 0 2 0 2 A A . f m 3.4 Checking the cooling water Purpose of jobs to be done Record and assess characteristic values of operating media, avoid/reduce harmful effects. Brief description Fresh water that is used for filling cooling water circuits must comply with the specifications. Cooling water in the system must be checked at regular intervals according to the maintenance schedule. The work/steps include: √ Recording characteristic values of operating media √ Assessment of operating media and √ Checking the concentration of anti-corrosion agents. Tools/appliances required Means for checking the fresh water quality Either use √ MAN Diesel water test kit or a corresponding testkit containing all the necessary instruments and chemicals for determining the water hardness, the pH value and the chloride content √ tablets used to determine the water hardness √ pH value indicator paper with colour checking pattern to determine the pH value, or alternatively liquid pH value indicator or electronic measuring unit. √ test kit provided by cooling water chemical supplier. Means for checking the concentration of additives √ When using chemical additives: Testing means according to the recommendations of the supplier. Usually, the testkits delivered by the suppliers also contain testing means for determining the fresh water quality. √ When using anti-corrosion oils: Emulsion tester (Messrs Hamburger Labor- bedarf Dargatz, Hamburgj, and concentrated hydrochloric acid. Check the characteristic values of fresh water Brief specification Table 3-15 Quality specifications for cooling water (briefj 1j dGH = German hardness 1°dGH = 10 mg/l CaO = 17.9 mg/l CaCO 3 =0.179 mmol/l 2j 1 mg/l = 1 ppm Check the water hardness The water hardness should be tested in compliance with the instructions accompanying the test kit. Water of a hardness exceeding the specified limit is to be mixed with distillate or softened water. Characteristic value/Feature Water for charging and topping up Water in circulation Type of water Fresh water, free of foreign matter Treated cooling water Total hardness ≤ 10 °dGH 1j ≤ 10 °dGH 1j pH value 6.5 - 8 at 20°C ≥ 7.5 at 20°C Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2j Quality requirements of operating supplies 3.4 Checking the cooling water Page 3 - 24 Status 01/2009 0 3 0 2 - 0 2 0 2 A A . f m Check the pH value lndicator paper, a liquid indicator, or an electronic measuring unit is to be used for measuring. Make sure to observe the instructions given by the respective supplier. The pH value indicates the concentration of hydrogen ions and provides a comparative value for the aggressiveness of the water. Check the chloride ion content The chloride content should be measured according the instruction in the test kit. A chloride content > 50 mg/l generates corrosion. ln case of a too high chloride content, the water has to be mixed with chloride free water. Testkit of the producer of the additive As far as the testkit of the supplier of the additive contains testing means to determine the characteristic values of the fresh water, these can be used. Check the concentration of anti-corrosion agents Brief specification Check the concentration of chemical additives The concentration should be checked weekly and/or in accordance with the maintenance schedule, using the testing instruments and rea- gents specified by the respective supplier, and in accordance with the instructions issued. A protection by chemical anti-corrosion agents is only ensured if the concentration is exactly adhered to. ln this connection, the concentrations recommended by MAN Diesel (see "Chap- ter 3.3 Quality of engine cooling water, page 3-15"j are to be adhered to by all means. These recommended concentrations may differ from the producer's specifications. For reasons of environment protection, chemical additives are almost exclusively used nowadays. Emulsifying anti-corrosion oils have lost importance. Check the concentration of anti-corrosion oils The concentration of the anti-corrosion oil is determined by means of the emulsion tester by acid cleavage with concentrated hydrochloric acid. Check the concentration of anti-freeze agents The concentration is to be checked in accordance with the instructions of the producer, or a suitable laboratory is to be entrusted with the determination of the concentration. ln case of doubt, MAN Diesel should be consulted. Safety / environmental protection Wrong handling of chemicals may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed. Examination We carry out examination of cooling water in our laboratories for our customer. A representative sample of about 0.5 litre is required. Anti-corrosion agent Concentration Chemical additives ln compliance with quality specification, see "Chapter 3.3 Quality of engine cooling water, page 3-15" Anti-corrosion oil lnitially, after filling in, 1.5 - 2 % by volume; when operating conditions have stabilised 0.5-1 % by volume Anti-freeze ln compliance with quality specification, see "Chapter 3.3 Quality of engine cooling water, page 3-15" Table 3-16 Concentration of cooling additives 0 3 0 2 - 0 2 0 3 A A . f m Quality requirements of operating supplies 3.5 Cleaning of cooling water system Status 01/2009 Page 3 - 25 3.5 Cleaning of cooling water system PDS: 10, 30, 40, 50 Purpose of jobs to be done Free operating media systems from contamination/residues, ensure/restore operational relia- bility. Brief description Cooling water systems that show contamination or deposits impede effective component cooling. Contamination and deposits are to be removed at regular intervals. This includes: √ cleaning of systems and, if necessary, √ removing calcareous deposits √ flushing of systems. Cleaning The cooling water system has to be checked for contamination at the specified intervals. lf heavily fouled, immediate cleaning is necessary. This work should preferably be done by a specialist firm which will provide the cleansers suitable for the particular type of deposits and materials used in the cooling system. Only in the event that procurement of the services of a specialist firm is not possible, the cleaning should be performed by the engine operator. Oil sludge Oil sludge produced by lube oil entering the cooling system or by an excessive concentration of anti-corrosion agents can be removed by flushing with fresh water, with some cleaning agent being added. "Table 3-17 Cleaning agents for removing oil sludge, page 3-25", lists appropriate agents in alphabetical order. Products of other manufacturers may be used provided their properties are comparable. The manufacturer's instructions for use are to be strictly observed. Calcareous and rust deposits Calcareous and rust deposits may form if excessively hard water or too low a concentration of anti-corrosion agent has been used in operation. A thin layer of scale need not be removed as, according to experience, this provides protection against corrosion. Calcareous layers of >0.5mm in thickness, however, will impede the heat transfer to an extent which results in thermal overloading of the components to be cooled. Washed-off rust particles can act like an abrasive (e. g. on the sealing elements of the water pumpsj. Together with the water hardness constituents, they form so-called iron sludge which settles predominantly in areas of low flow rates. Table 3-17 Cleaning agents for removing oil sludge Manufacturer Product Concentration Duration of cleaning procedure / temperature Drew HDE - 777 4 - 5% 4 hrs at 50 - 60 °C Nalfleet Nalfleet 9 - 010 2 - 5% 4 hrs at 60 - 80 °C Unitor Aquabreak 1j Seaclean Plus 0.05 - 0.5 % 0.5 % 4 hrs at ambient temperature 4 hrs at 50-60 °C vecom Ultrasonic Multi Cleaner 4 % 12 hrs at 50-60 °C 0 3 0 2 - 0 2 0 3 A A . f m Quality requirements of operating supplies 3.5 Cleaning of cooling water system Page 3 - 26 Status 01/2009 . Table 3-18 Cleaning agents for dissolving calcareous scale ln general, products used for dissolving calcareous scale deposits are also suitable for removing rust. "Table 3-18 Cleaning agents for dissolving calcareous scale, page 3-26", lists appropriate agents in alphabetical order. Prod- ucts of other manufacturers may also be used as long as their properties are comparable. The manufacturer's instructions for use are likewise to be strictly observed. Prior to cleaning, check whether the agent concerned is suitable for the materials to be cleaned. The agents listed in "Ta- ble 3-18 Cleaning agents for dissolving calcareous scale, page 3-26", are also suitable for stainless steel Carbon dioxide bubbles which form in the disso- lution process of the calcareous deposits may obstruct the access of the cleaning agent to the water scaling. lt is, therefore, absolutely necessary to circulate the water containing the cleaning agent so that the gas bubbles are carried away and can escape. The duration of the cleaning process depends on the thickness and composition of the deposits. For guide values, please see "Table 3-18 Cleaning agents for dissolving calcareous scale, page 3-26". After cleaning Following the cleaning of cooling spaces using cleaning agents, the system has to be flushed several times. ln doing so, make sure to replace the water. Where acids have been used for cleaning, subsequently neutralise the cooling system with appropriate chemicals, and then flush it. When this has been done, the system can be refilled with appropriately treated water. Safety / environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Re- spective instruction of the manufacturer have to be followed. The relevant regulations have to be observed for the disposal of cleaning agents or acids. Attention! Do not start the cleaning process before the engine has cooled down. Hot engine components are not allowed to be charged with cold water. Prior to proceeding to refilling the cooling water system, make sure that the venting pipes are open. Clogged venting pipes obstruct the escape of air and involve the danger of thermal overloading of the engine. Manufacturer Product Concentration Duration of the cleaning procedure / temperature Drew SAF-Acid Descale-lT 5 - 10 % 4 hrs. at 60 - 70 °C Nalfleet Nalfleet 9 - 068 5 % 4 hrs. at 60 - 75 °C Unitor Descalex 5 - 10 % 4 - 6 hrs. at approx. 60 °C vecom Descalant F 3 - 10 % approx. 4 hrs. at 50 - 60 °C 1j Can also be used in case of short engine operating periods Quality requirements of operating supplies 3.5 Quality of Diesel Fuel (MGO, MDOj Status 10/2008 32/40DF, 51/60DF Page 3 - 23 0 3 0 2 - 0 3 0 2 A D F . f m 3.5 Quality of Diesel Fuel (MGO, MDOj Other designations MDO: Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Ma- rine Diesel Fuel. Marine Diesel Oil (MDOj is offered as heavy distillate (designation lSO-F-DMBj. MDO is produced from crude oil and must be free from organic acids. MGO: Gas oil, high speed Diesel oil. Heating oil of the quality EL (DlN 51603j or fuel oil No.1 or No.2 according ASTM D 396 can be used as well, provided the characteristics in "Ta- ble 3-20 Diesel Oil - key properties to be adhered to, page 3-24" are met, especially regarding ignition properties. Specification The usability of a fuel depends upon the engine design and available cleaning facilities as well as on the conformity of the key properties with those listed in the table below which refer to the condition on delivery. The key properties have been established to a great extent on the basis of lSO 8217-2005, EN590 and ClMAC-2003. The key properties are based on the test methods specified in "Ta- ble 3-20 Diesel Oil - key properties to be adhered to, page 3-24". Supplementary information MGO and MDO (DMBj are pure distillates of crude oil and must not contain any residual components and must be free from organic and inorganic acids. At transshipment facilities and in transit MDO is handled like residual oil. Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or lnterfuel, for example with remainders of such fuels in the bunkering boat, which may adversely affect the key properties considerably. The fuel shall be free of used lubricating oil (ULOj. A fuel shall be considered to be free of ULO if one or more of the elements Zn, P and Ca are below the specified limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppmj. The Pour Point indicates the temperature at which the oil will refuse to flow. The lowest temperature the fuel oil may assume in the system, should lie approx. 10 °C above the pour point so as to ensure it can still be pumped. The recommended fuel viscosity at the inlet of the injection pump is 10 ... 14mm²/s. Sea water, in particular, tends to increase corrosion in the fuel oil system and hot corrosion of exhaust valves and in the turbocharger. lt is also the cause of insufficient atomization and thus poor mixture formation and combustion with a high proportion of combustion residues. Solid foreign matter increase the mechanical wear and formation of ash in the cylinder space. Safety / environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Re- spective instruction of the manufacturer have to be followed. lnvestigations Fuel analyses are carried out in our chemical laboratory for our customers at cost price. For examination a sample of approx. 0.5 litre is required. Quality requirements of operating supplies 3.5 Quality of Diesel Fuel (MGO, MDOj Page 3 - 24 32/40DF, 51/60DF Status 10/2008 0 3 0 2 - 0 3 0 2 A D F . f m 1j Determination of filter ability to DlN EN116 is comparable to Cloud Point as per lSO 3016 2j With good illumination and at room temperature, appearance of the fuel should be clear and transparent Key properties for main - and pilot fuel Property/feature Unit Test method Designation Characteristic value Specification lSO-F DMA DMB Density at 15°C kg/m 3 lSO 3675 820 - 890 900 Cinematic viscosity at 40°C mm 2 /s cSt lSO 3104 1.5 - 6.0 2.5 - 11 Pour Point winter quality °C lSO 3016 - < 0 Pour Point summer quality - < 6 Filter ability in summer 1j DlN EN 116 ≤ 0 - Filter ability in winter 1j ≤ -12 - Flash point Pensky Martens lSO 2719 - > 60 Flash point Abel-Pensky in closed crucible lSO 1523 ≥ 60 - Distillation range up to 350 °C Vol. % lSO 3405 ≥ 85 - Water content lSO 3733 ≤ 0.05 < 0.3 Total content of sediments weight % lSO 10307-1 0.01 0.10 Sulphur content lSO 8754 lSO 14596 ≤ 1.5 < 2.0 Ash content lSO 6245 ≤ 0.01 ≤ 0.01 Carbon residue (MCRj lSO 10370 ≤ 0.10 < 0.30 Cetane index - lSO 4264 ≥ 40 > 35 Copper-strip test lSO 2160 ≥ 1 < 1 vanadium content mg/kg DlN 51790T2 lSO 14597 - 0 Content of aluminium and silicon lSO 10478 0 visual inspection - 2j Other specifications: British Standard BS MA 100 -1987 Class M1 Class M2 ASTM D 975 1D/2D 2D ASTM D 396 No. 2 Table 3-20 Diesel Oil - key properties to be adhered to Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 31 0 3 0 2 - 0 3 0 1 A A . f m 3.8 Quality of Heavy Fuel Oil (HFOj Prerequisites MAN Diesel four-stroke engines can be operated on any crude-oil based heavy fuel oil meeting the requirements listed in "Table 3-21 Fuel oil specifications and associated characteristic values, page 3-33", provided the engine and the fuel treatment plant are designed accordingly. ln order to ensure a well-balanced relation between the costs for fuel, spare parts and maintenance and repair work, we recommend bearing in mind the following points. Heavy fuel oil (HFOj Provenance/refining process The quality of the heavy fuel oil is largely determined by the crude oil grade (provenancej and the refining process applied. This is the reason why heavy fuel oils of the same viscosity may differ considerably, depending on the bunker places. Heavy fuel oil normally is a mixture of residue oil and distillates. The components of the mixture usually come from state-of-the-art refining processes such as visbreaker or catalytic cracking plants. These processes may have a negative effect on the stability of the fuel and on its ignition and combustion properties. ln the es- sence, these factors also influence the heavy fuel oil treatment and the operating results of the engine. Bunker places where heavy fuel oil grades of standardised quality are offered should be given preference. lf fuels are supplied by independent traders, it is to be made sure that these, too, keep to the international specifications. The responsibility for the choice of appropriate fuels rests with the engine operator. Specifications Fuels that can be used in an engine have to meet specifications to ensure a suitable quality. The limiting values for a heavy fuel oil are listed in "Table 3-21 Fuel oil specifications and associated characteristic values, page 3-33". Please note the entries in the last column of "Ta- ble 3-21 Fuel oil specifications and associated characteristic values, page 3-33", because they provide important background information. Several international specifications for heavy fuel oils are existing. The most important specifications are lSO 8217-2005 and ClMAC-2003. These two specifications are more or less equiv- alent. " 3j A sulphur limit of 1,5 % mm will apply in SOx Emission Control Areas designated by the lMO Tier l, when its relevant Protocol comes into force. There may be local variations., page 3-34" shows the specifications ClMAC-2003. All qualities of these specifications up to K700 can be used provided the fuel treatment system is designed for these fuel grades e.g. fuels with a maximum density of 1,010 kg/m 3 can only be used with modern separation. lmportant Fuel oil characteristics as stated in analysis results - even if they meet the above mentioned requirements - may be not sufficient for estimat- ing the combustion properties and the stability of the fuel oil. This means that service results depend on oil properties which cannot be known beforehand. This especially applies to the tendency of the oil to form deposits in the combustion chamber injection system, gas passages and turbines. lt may, therefore, be necessary to rule out some oils that cause difficulties. Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 32 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m Blends The admixing of engine oils (ULO : used lube oilj, of non-mineral oil constituents (such as coal oilj and of residual products from chemical or other processes (such as solvents, polymers or chemical wastej is not permitted. The reasons are, for example: the abrasive and corrosive effects, the adverse combustion properties, a poor compatibility with mineral oils and, last but not least, the negative environmental effects. The order letter for the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporated in the commonly applied fuel specifications. The admixing of engine oils (ULO: used lube oilj to the fuel involves a substantial danger because the lube oil additives have an emulsifying effect and keep dirt, water and catfines finely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that se- vere damage induced by wear may occur to the engine and turbocharger components as a result. A fuel shall be considered to be free of used lube oil (ULOj if one or more of the elements Zn, P and Zn are below the specific limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppmj. The admixing of chemical waste materials (such as solventsj to the fuel is for reasons of environmental protection prohibited by resolution of the lMO Tier l Marine Environment Protection Com- mittee of 1st January 1992. Leaked oil collectors Leaked oil collectors into which leaked oil and residue pipes as well as overflow pipes of the lube oil system, in particular, must not have any connection to fuel tanks. Leaked oil collectors should empty into sludge tanks. Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 33 0 3 0 2 - 0 3 0 1 A A . f m Fuel-system related characteristic values viscosity (at 50°Cj mm 2 /s (cStj max. 700 "viscosity/injection viscosity, page 3-35" viscosity (at 100°Cj max. 55 "viscosity/injection viscosity, page 3-35" Density (at 15°Cj g/ml max. 1.010 "Heavy fuel oil treatment, page 3-35" Flash point °C min. 60 "Flash point (ASTM D 93j, page 3-37" Pour point (summerj max. 30 "Low temperature behaviour (ASTM D 97j, page 3-37", and "Pump ability, page 3-38" Pour point (winterj max. 30 "Low temperature behaviour (ASTM D 97j, page 3-37", and "Pump ability, page 3-38" Engine-related characteristic values Carbon residues (Conradonj % wt. max. 22 "Combustion properties, page 3-38" Sulphur 5 4.5 in marine operation "Sulphuric acid corrosion, page 3-40" Ash 0.20 "Heavy fuel oil treatment, page 3-35" vanadium mg/kg 600 "Heavy fuel oil treatment, page 3-35" Water % vol. 1 "Heavy fuel oil treatment, page 3-35" Sediment (potentialj % wt. 0.1 Supplementary characteristic values Aluminium and silicon mg/kg max. 80 "Heavy fuel oil treatment, page 3-35" Asphalts % wt. 2/3 of carbon residues (Conradsonj "Combustion properties, page 3-38" Sodium mg/kg Sodium< 1/3 vanadium, sodium< 100 "Heavy fuel oil treatment, page 3-35" Cetane number of low-viscosity constituent minimum 35 "lgnition quality, page 3-38" Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating oil (used oilj, free of any chemical waste and of solvents or polymers Table 3-21 Fuel oil specifications and associated characteristic values Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 34 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m 1j 1 mm 2 /s = 1 cSt 2j Fuels with density close to the maximum, but with very low viscosity, may exhibit poor ignition quality. 3 j A sulphur limit of 1,5 % mm will apply in SOx Emission Control Areas designated by the lMO Tier l, when its relevant Protocol comes into force. There may be local variations. Table 3-22 ClMAC Recommendations for residual fuels for diesel engines (as bunkeredj T e s t m e t h o d r e f e r e n c e l S O 3 6 7 5 o r l S O 1 2 1 8 5 l S O 3 1 0 4 l S O 3 1 0 4 l S O 2 7 1 9 l S O 3 0 1 6 l S O 3 0 1 6 l S O 1 0 3 7 0 l S O 6 2 4 5 l S O 3 7 3 3 l S O 1 4 5 9 6 o r l S O 8 7 5 4 l S O 1 4 5 9 6 o r l P 5 0 1 l S O 1 0 3 0 7 - 2 l S O 1 0 4 7 8 l P 5 0 1 o r l P 4 7 0 l P 5 0 1 o r l P 5 0 0 l P 5 0 1 o r l P 4 7 0 C l M A C K 7 0 0 1 , 0 1 0 . 0 7 0 0 . 0 - 6 0 3 0 3 0 2 2 0 . 1 5 0 . 5 4 . 5 6 0 0 0 . 1 0 8 0 T h e f u e l s h a l l b e f r e e o f U L O . A f u e l s h a l l b e c o n s i d e r e d t o b e f r e e o f U L O i f o n e o r e m o r e o f t h e e l e m e n t s l Z i n c , P h o s p h o r u s a n d C a l c i u m a r e b e l o w o r a t t h e s p e c i f i e d l i m i t s . A l l t h r e e e l e m e n t s m u s t e x c e e d t h e s a m e l i m i t s b e f o r e a f u e l s h a l l b e d e e m e d t o c o n t a i n U L O . 1 5 1 5 3 0 C l M A C H 7 0 0 9 9 1 . 0 C l M A C K 3 8 0 1 , 0 1 0 . 0 3 8 0 . 0 - 6 0 3 0 3 0 2 2 0 . 1 5 0 . 5 4 . 5 0 6 0 0 0 . 1 0 8 0 C l M A C H 3 8 0 9 9 1 . 0 C l M A C G 3 8 0 1 8 3 0 0 C l M A C F 1 8 0 9 9 1 . 0 1 8 0 . 0 - 6 0 3 0 3 0 2 0 0 . 1 5 0 . 5 4 . 5 0 5 0 0 0 . 1 0 8 0 C l M A C E 1 8 0 1 5 0 . 1 0 2 0 0 C l M A C D 8 0 9 8 0 . 0 8 0 . 0 - 6 0 3 0 3 0 1 4 0 . 1 0 0 . 5 4 . 0 0 3 5 0 0 . 1 0 8 0 C l M A C B 3 0 9 7 5 . 0 3 0 . 0 6 0 2 4 2 4 1 0 0 . 1 0 0 . 5 3 . 5 1 5 0 0 . 1 0 8 0 C l M A C A 3 0 9 6 0 . 0 2 2 . 0 0 6 L i m i t m a x . m a x . m i n . 2 j m a x . m a x . m a x . m a x . m a x . m a x . m a x . m a x . m a x . m a x . - - - U n i t k g / m 3 m m 2 / s 1 j ° C ° C % ( m / m j % ( m / m j % ( v / v j % ( m / m j m g / k g % ( m / m j m g / k g m g / k g m g / k g m g / k g C h a r a c t e r i s t i c s D e n s i t y a t 1 5 ° C K i n e m a t i c v i s c o s i t y a t 5 0 ° C F l a s h p o i n t P o u r p o i n t ( u p p e r j - w i n t e r q u a l i t y - s u m m e r q u a l i t y - C a r b o n r e s i d u e A s h W a t e r S u l f u r 3 j v a n a d i u m T o t a l s e d i m e n t p o t e n t i a l A l u m i n i u m p l u s s i l i c o n U s e d l u b r i c a t i n g o i l ( U L O j Z i n c P h o s p h o r u s C a l c i u m Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 35 0 3 0 2 - 0 3 0 1 A A . f m Supplementary remarks The following remarks are thought to outline the relations between heavy fuel oil grade, heavy fuel oil treatment, engine operation and operating results. Selection of heavy fuel oil Economic operation on heavy fuel oil with the limit values specified in "Table 3-21 Fuel oil specifications and associated characteristic values, page 3-33", is possible under normal service conditions, with properly working systems and regular maintenance. Otherwise, if these requirements are not met, shorter TBO's (times between overhaulj, higher wear rates and a higher demand in spare parts must be expected. Alternatively, the necessary maintenance intervals and the operating results expected determine the decision as to which heavy fuel oil grade should be used. lt is known that as viscosity increases, the price advantage decreases more and more. lt is therefore not always economical to use the highest viscosity heavy fuel oil, which in numerous cases means the lower quality grades. Heavy fuel oils lSO-RM A/B 30 or ClMAC A/B 30 ensure reliable operation of older engines, which were not designed for the heavy fuel oils that are currently available on the market. lSO-RMA 30 or ClMAC A30 with a low pour point should be preferred in cases where the bunker system cannot be heated. viscosity/injection viscosity Heavy fuel oils if having a higher viscosity may be of lower quality. The maximum permissible viscosity depends on the existing preheating equipment and the separator rating (through- putj. The specified injection viscosity of 12-14 mm 2 /s (for GenSets 16/24, 21/31, 23/30H, 27/38 and 28/32H: 12 - 18 cStj and/or fuel oil temperature upstream of the engine should be adhered to. Only then will an appropriate atomisation and proper mixing, and hence a low-residue combustion be possible. Besides, mechanical overloading of the injection system will be prevented. The specified injection viscosity and/or the necessary fuel oil temperature upstream of the engine can be seen from the viscosity/temperature diagram. Heavy fuel oil treatment Trouble-free engine operation depends, to a large extent, on the care which is given to heavy fuel oil treatment. Particular care should be taken that inorganic, foreign particles with their strong abrasive effect (catalyst residues, rust, sandj are effectively separated. lt has shown in practice that with the aluminium and silicon content > 15 mg/kg abrasive wear in the engine strongly increases. The viscosity and density will influence the cleaning effect, which has to be taken into consideration when designing and setting the cleaning equipment. √ Settling tank The heavy fuel oil is precleaned in the settling tank. This precleaning is all the more effective the longer the fuel remains in the tank and the lower the viscosity of the heavy fuel oil is (maximum preheating temperature 75 °C to prevent formation of asphalt in the heavy fuel oilj. One settling tank will generally be sufficient for heavy fuel oil viscosity below 380 mm 2 /s at 50 °C. lf the concentration of foreign matter in the heavy fuel oil is excessive, or if a grade according to lSO-F-RM, G/ H/K380 or H/K700 is preferred, two settling tanks will be required, each of which must be adequately rated to ensure trouble-free settling within a period of not less than 24 hours. Prior to separating the content into the service tank, the water and sludge have to be drained from the settling tank. √ Separators A centrifugal separator is a suitable device for extracting material of higher specific gravity, such as water, foreign particles and sludge. The separators must be of the self-cleaning Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 36 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m type (i.e. with automatically induced cleaning intervalsj. Separators of the new generation are to be used exclusively; they are fully efficient over a large density range without requiring any switchover, and are capable of separating water up to a heavy fuel oil density of 1.01g/ml at 15°C. "Table 3-23 Obtainable contents of foreign matter and water (after seperationj, page 3-36", shows the demands made on the separator. These limit values which the manufacturers of these separators take as a basis and which they also guarantee. The manufacturer' specifications have to be adhered to in order to achieve an optimum cleaning effect. Layout of the separators is to be in accordance with the latest recommendations of the separator manufacturers, Alfa Laval and Westfalia. ln particular, the density and viscosity of the heavy fuel oil are to be taken into consideration. Consulting MAN Diesel is required if other makes of separators come up for discussion. lf the cleaning treatment prescribed by MAN Diesel is applied, and if the correct separators are selected, it can be expected that the results given in "Table 3-23 Obtainable contents of foreign matter and water (after seperationj, page 3-36", for water and inorganic foreign particles in the heavy fuel oil are reached at the entry into the engine. The results obtained in practical operation re- veal that adherence to these values helps to particularly keep abrasive wear in the injection system and in the engine within acceptable limits. Besides, optimal lube oil treatment must be ensured. Marine and stationary application: connected in parallel 1 separator for 100 % throughput 1 separator (standbyj for 100 % throughput Figure 3-1 Heavy fuel oil cleaning/separator arrangement Definition Particle size Quantity lnorganic foreign particles incl. catalyst residues <5”m < 20mg/kg Al+Si content < 15mg/kg Water - <0.2% by volume Table 3-23 Obtainable contents of foreign matter and water (after seperationj Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 37 0 3 0 2 - 0 3 0 1 A A . f m √ Water Attention is to be paid to very thorough water separation, since the water is not a finely distributed emulsion but in the form of adversely large droplets. Water in this form promotes corrosion and sludge formation also in the fuel system, which has an adverse effect on the delivery and atomisation and thus also on the combustion of the heavy fuel oil. lf the water involved is sea water, harmful sodium chloride and other salts dissolved in the water will enter the engine. The water-containing sludge must be removed from the settling tank prior to each separating process, and at regular intervals from the service tank. The venting system of the tanks must be designed in such a way that condensate cannot flow back into the tanks. √ vanadium/sodium Should the vanadium/sodium ratio be unfavourable, the melting temperature of the heavy fuel oil ash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion. By precleaning the heavy fuel oil in the settling tank and in the centrifugal separators, the water, and with it the water-soluble sodium compounds can be largely removed. lf the sodium content is lower than 1/3 of the vadium content, the risk of high-temperature corrosion will be small. lt must also be prevented that sodium in the form of sea water enters the engine together with the intake air. lf the sodium content is higher than 100 mg/ kg, an increase of salt deposits is to be expected in the combustion space and in the exhaust system. This condition will have an adverse effect on engine operation (among others, due to surging of the turbochargerj. Under certain conditions, high-temperature corrosion may be prevented by a fuel additive that raises the melting temperature of the heavy fuel oil ash (also refer to "Additives to heavy fuel oils, page 3-40"j. √ Ash Heavy fuel oils with a high ash content in the form of foreign particles such as sand, corrosion and catalyst residues, promote the mechanical wear in the engine. There may be catalyst fines (catfinesj in heavy fuel oils com- ing from catalytic cracking processes. ln most cases, these catfines will be aluminium silicate, which causes high wear in the injection system and in the engine. The aluminium content found multiplied by 5-8 (depending on the catalyst compositionj will approximately correspond to the content of catalyst materials in the heavy fuel oil. √ Homogeniser lf a homogeniser is used, it must not be installed between the settling tank and the separator on any account, since in that case, harmful contaminants, and in particular seawater, cannot be separated out sufficiently. Flash point (ASTM D 93j National and international regulations for transport, storage and application of fuels must be adhered to in respect of the flash point. Gener- ally, a flash point of above 60°C is specified for fuels used in Diesel engines. Low temperature behaviour (ASTM D 97j √ Pour point The pour point is the temperature at which the fuel is no longer fluid (pumplikej. Since many of the low-viscosity heavy fuel oils have a pour point greater than 0 °C, too. The bunkering system has to be preheated unless fuel in accordance with ClMAC A30 is used. The entire bunkering system should be designed so as to permit preheating of the heavy fuel oil to approx. 10 °C above the pour point. Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 38 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m Pump ability Difficulties will be experienced with pumping if the fuel oil has a viscosity higher than 1,000 mm 2 /s (cStj or a temperature less than approx. 10 °C above the pour point. Please also refer to "Low temperature behaviour (ASTM D 97j, page 3-37". Combustion properties An asphalt content higher than 2/3 of the carbon residue (Conradsonj may lead to delayed combustion, which involves increased residue formation, such as deposits on and in the injection nozzles, increased smoke formation, reduced power and increased fuel consumption, as well as a rapid rise of the ignition pressure and combustion close to the cylinder wall (thermal overloading of the lube oil filmj. lf the ratio of asphaltenes to carbon residues reaches the limit value 0.66, and the asphaltene content also exceeds 8%, additional analyses of the heavy fuel oil by means of thermogravimetric analysis (TGAj must be performed by MAN Diesel to evaluate the usability. This tendency will also be promoted by the blend constituents of the heavy fuel oil being incompatible, or by different and incompatible bunkering being mixed together. As a result, there is an increased separation of asphalt (also see "Compatibility, page 3-40"j. lgnition quality Cracked products which nowadays are preferred as low-viscosity blend constituents of the heavy fuel oil in order to achieve the specified reference viscosity may have poor ignition qualities. The cetane number of these constituents should be > 35. An increased aromatics content (above 35 %j also leads to a decrease in ignition quality. Fuel oils of insufficient ignition qualities will show extended ignition lag and delayed combustion, which may lead to thermal overloading of the oil film on the cylinder liner and excessive pressures in the cylinder. lgnition lag and the re- sultant pressure rise in the cylinder are also influ- enced by the final temperature and pressure of compression, i.e. by the compression ratio, the charge-air pressure and charge-air temperature. Preheating of the charge-air in the part-load range and output reduction for a limited period of time are possible measures to reduce detri- mental influences of fuel of poor ignition qualities. More effective, however, are a high compression ratio and the in-service matching of the injection system to the ignition qualities of the fuel oil used, as is the case in MAN Diesel trunk piston engines. The ignition quality is a key property of the fuel. The reason why it does not appear in the international specifications is the absence of a standardised testing method. Therefore, parameters such as the Calculated Carbon Aromaticity lndex (CCAlj are resorted to as an aid, which are derived from determinable fuel properties. We have found this to be an appropriate method of roughly assessing the ignition quality of the heavy fuel oil used. A test instrument utilising a constant-volume combustion technology (FlA fuel ignition analys- erj has been developed and is currently being evaluated at a number of testing laboratories. The ignition quality of a fuel is determined as an ignition delay in the instrument that is converted to an instrument-related cetan number (FlA-CN or ECNj. lt has been observed that fuels with a low FlA cetan number or ECN could, in some cases, lead to operational problems. As the fluid constituent in the heavy fuel oil is the determining factor for its ignition quality and the viscous constituent is decisive for the combustion quality, it is the responsibility of the bunkering company to supply a heavy fuel oil grade of quality matched to the Diesel engine. Please refer to "Figure 3-2, page 3-39". Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 39 0 3 0 2 - 0 3 0 1 A A . f m v viscosity mm²/s (cStj at 50 °C D Density [kg/m³| at 15 °C CCAl Calculated Carbon Aromaticity lndex A Normal operating conditions B Difficulties may be encountered C Problems encountered may increase up to engine damage after a short time of operation 1 Engine type 2 The combining straight line across density and viscosity of a heavy fuel oil results in CCAl. CCAl can also be calculated with the aid of the following formula: CCAl = D - 141 log log (v+0.85j - 81 Figure 3-2 Nomogram for the determination of CCAl - assignment of CCAl ranges to engine types Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 40 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m Sulphuric acid corrosion The engine should be operated at the cooling water temperatures specified in the operating manual for the respective load. lf the temperature of the component surface exposed to the acidic combustion gases is below the acid dew point, acid corrosion can no longer be sufficiently prevented even by an alcaline lubricating oil. lf the lube oil quality and engine cooling meet the respective requirements, the BN values (see "Chapter 3.2 Quality of lube oil (SAE40j for heavy fuel oil operation (HFOj, page 3-9"j will be adequate, depending on the sulphur concentration in the heavy fuel oil. Compatibility The supplier has to guarantee that the heavy fuel oil remains homogenous and stable even after the usual period of storage. lf different bunker oils are mixed, separation may occur which results in sludge formation in the fuel system, large quantities of sludge in the separator, clogging of filters, insufficient atomisation and high-residue combustion. ln such cases, one refers to incompatibility or in- stability. The heavy fuel oil storage tanks should therefore be emptied as far as possible prior to rebunkering in order to preclude incompatibility. Blending heavy fuel oil lf, for instance, heavy fuel for the main engine and gas oil (MGOj are blended to achieve the heavy fuel oil quality or viscosity specified for the auxiliary engines, it is essential that the constituents are compatible (refer to "Compatibility abovej. Additives to heavy fuel oils MAN Diesel engines can be economically operated without additives. lt is up to the customer to decide whether or not the use of an additive would be advantageous. The additive supplier must warrant that the product use will have no harmful effects on engine operation. The use of fuel additives during the guarantee period is rejected as a matter of principle. Additives currently in use for Diesel engines are listed in "Table 3-24 Additives to heavy fuels - Classification effects, page 3-40", together with their supposed effect on engine operation. Low sulphur HFO From an engine manufacturer's point of view there is no lower limit for the sulphur content of HFO. We have not experienced any trouble with the currently available low sulphur HFO, that are related to the sulphur content or specific to low sulphur HFO. This may change in the future if new methods are applied for the production of low sulphur HFO (desulphurization, uncommon blending componentsj. MAN Diesel will monitor developments and inform our customers if necessary. lf the engine is not operated permanently on low sulphur HFO, then the lubricating oil should be selected according to the highest sulphur content of the fuels in operation. Safety / environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Re- spective instruction of the manufacturer have to be followed. Pre-combustion additives √ Dispersants/stabilisers √ Emulsion breakers √ Biocides Combustion additives √ Combustion catalysts (fuel econ- omy, emissionsj Post-combustion additives √ Ash modifier (hot corrosionj √ Carbon remover (exhaust systemj Table 3-24 Additives to heavy fuels - Classification effects Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 41 0 3 0 2 - 0 3 0 1 A A . f m Examinations Sampling To be able to check as to whether the specification indicated and/or the stipulated delivery conditions have been complied with, we recommend a minimum of one sample of each bunker fuel to be retained, at least during the guarantee period for the engine. ln order to ensure that the sample is representative for the oil bunkered, a sample should be drawn from the transfer pipe at the start, at half the time and at the end of the bunkering period. “Sample Tec", supplied by Messrs Mar-Tec, Hamburg is an appropriate testing kit for taking samples continuously during the bunkering. Analyse samples The samples received from the bunkering company are frequently not identical with the heavy fuel oil bunkered. lt is also appropriate to verify the heavy fuel oil properties stated in the bunker documents, such as density, viscosity. lf these values should deviate from those of the heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator and the preheating temperature are not set correctly for the given injection viscosity. The criteria for an economic engine operation with regard to heavy fuel oil and lubricating oil may be determined with the help of the MAN Diesel Fuel and Lube Analysis Set. Our department for fuels and lube oils (Augsburg Works, Department GQCj will be glad to furnish further information if required. Analysis of fuel oils are carried out by our chemical laboratory for customers. For examination a sample of approx. 0.5 litre is required. Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 42 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m Status 5/2003 Page 3 - 43 0 3 0 2 - 0 4 0 1 A A . f m Quality requirements of operating supplies 3.9 Quality of intake air (combustion airj 3.9 Quality of intake air (combustion airj PDS: 10, 30, 40 General The quality and the condition of the intake air (combustion airj exert great influence on the engine output. ln this connection, not only the at- mospherical condition is of great importance but also the pollution by solid and gaseous matter. Mineral dust particles in the intake air will result in increased wear. Chemical/gaseous constituents, however, will stimulate corrosion. For this reason, effective cleaning of the intake air (combustion airj and regular maintenance/ cleaning of the air filter are required. When designing the intake air system, it has to be kept in mind that the total pressure drop (filter, silencer, pipingj must not exceed 20mbar. Requirements The concentrations after the air filter and/or before the turbocharger inlet must not exceed the limiting values given in "Table 3-25 lntake air (combustion airj - characteristic values to be observed, page 3-43". 1j m 3 (STPj Cubic metre at standard temperature and pressure Table 3-25 lntake air (combustion airj - characteristic values to be observed Properties/feature Characteristic value Unit 1j Particle size max. 5 ”m Dust (sand, cement, CaO, Al 2 O 3 etc.j max. 5 mg/m 3 (STPj Chlorine max. 1.5 Sulphur dioxide (SO 2 j max. 1.25 Hydrogen sulphide (H 2 Sj max. 15 Page 3 - 44 Status 5/2003 0 3 0 2 - 0 4 0 1 A A . f m Quality requirements of operating supplies 3.9 Quality of intake air (combustion airj Quality requirements of operating supplies 3.10 viscosity-Temperature (vTj diagram of fuel oil Status 11/2008 Page 3 - 45 0 3 0 5 - 0 3 0 2 A A . f m 3.10 viscosity-Temperature (vTj diagram of fuel oil Figure 3-3 viscosity-Temperature (vTj diagram Quality requirements of operating supplies 3.10 viscosity-Temperature (vTj diagram of fuel oil Page 3 - 46 Status 11/2008 0 3 0 5 - 0 3 0 2 A A . f m Explanations of the viscosity-temperature (vTj diagram The diagram shows the fuel temperatures on the horizontal and the viscosity on the vertical scales. The diagonal lines correspond to the viscosity- temperature curve of fuels with different reference viscosity. The vertical viscosity scales in mm 2 /s = cSt apply to 40 °C, 50 °C or 100 °C. Determination of the viscosity-temperature curve and the preheating temperature required Example: Heavy fuel oil of 180 mm 2 /s at 50 °C. Table 3-26 Determination of the viscosity-temperature curve and the preheating temperature 1j The temperature drop from the final preheater to the fuel injection pump is not covered by these figures. A heavy fuel oil of 180 mm 2 /s at 50 °C reaches a viscosity of 1,000 mm 2 /s at 24 °C (line ej, which is the max. permissible viscosity with respect to the pump ability of the fuel. Using a state-of-the-art final preheater a heavy fuel oil outlet temperature of 152 °C will be obtained for 8 bar saturated steam. Higher temperatures involve the risk of increased formation of residues in the preheater, resulting in a reduction of the heating power and a thermal overload of the heavy fuel oil. This causes formation of asphaltenes, i.e. a deterioration of quality. The fuel pipes from the final preheater outlet up to the injection valve must be insulated adequately to ensure that a temperature drop will be limited to max. 4 °C. Only then can the required injection viscosity of max. 14 mm 2 /s be achieved with a heavy fuel oil of a reference viscosity of 700 mm 2 /s = cSt/50 °C (representing the maximum viscosity as referred to in international specifications such as lSO, ClMAC or Brit- ish Standardj. lf a heavy fuel oil of a lower reference viscosity is used, an injection viscosity of 12 mm 2 /s should be aimed at, ensuring im- proved heavy fuel oil atomisation and thus fewer residues from combustion. The transfer pump is to be designed for a heavy- fuel-oil viscosity of up to 1000 mm 2 /s. The pump ability of the heavy fuel oil also depends on the pour point. The design of the bunkering system must permit heating up of the fuel oil to approx. 10 °C above its pour point. Caution! Gas oil or Diesel oil (Marine Diesel Oilj must have a viscosity of at least 2,5 mm 2 /s before engine. With a too low viscosity, insufficient lubricity may cause the seizure of the pump plungers or the nozzle needles. This can be avoided if the fuel temperature is controlled. The maximum allowed temperature is dependent on the fuel viscosity but must never exceed: -max. 50 °C for gas oil operation and -max. 60 °C for MDO operation. Therefore a fuel oil cooler has to be installed. ln case of fuel viscosities < 2,5 cSt, consultation with the technical department of MAN Diesel SE in Augsburg is required. Specified injection viscosity Required heavy fuel oil temperature before engine inlet 1j mm 2 /s = cSt °C ≥ 12 126 (line cj ≤ 14 119 (line dj Status 02/2009 32/40 DF, 32/40 PGl, 51/60 DF Page 3 - 19 0 3 0 2 - 0 3 0 5 A A . f m Quality requirements of operating supplies 3.5 Quality requirements for natural gas 3.5 Quality requirements for natural gas 3.5.1 Types of gases, gas quality There are natural gases of extremely differing or- igins. They do not only vary with regard to their composition and treatment but also concerning their energy content and calorific value. The combustion in engines makes very specific demands on the quality of the gas composition. The following section deals with the most important gas characteristics. Requirements of gases The gas should: √ correspond to the current regulations for natural gas. √ be admitted to the engine free of dirt , in dry (free of water, oil and hydrocarbon conden- satej and cool condition. For a dirt concentration higher than 0.05 g/m³ (STPj, a gas filter is to be fitted upstream of the supply system. (The tar content must not exceed 0.5 g/m³(STPj. √ have a low sulphur content. Sulphur is present in the gas in the form of hydrogen sulphide (H 2 Sj. H 2 S has a density of 1.539 kg/ m³ (STPj. The H 2 S content in the gas is most- ly expressed in mg/m³ (STPj and must not exceed 650 mg/m³ (STPj. See "Table 3-15 Requirements for natural gas, page 3-23" Measures e.g. controlling the gas quality using a gas analysis unit. Methane number The most important requirement to be met by gases burnt in dual-fuel engines is a high antiknock rating. The antiknock properties of a gas are rated in comparison with the highly knock- resistant pure methane, after which the antiknock index is named: Methane Number (MNj. Pure methane has the methane number 100; hydrogen, which is highly prone to knocking, represents the zero point of the methane index. See "Table 3-13 Antiknock rating and methane number, page 3-20". lt is, however, very seldom that pure gases are used as engine fuels. Usually natural gases are gas mixtures, which contain not only knock-resistant methane, but also components of higher- valence hydrocarbons. Higher-valence hydrocarbons often have a significant effect on the methane number. lt is evident that any propane or butane present in the natural gas reduces the resistance to knocking. On the other hand inert components such as N 2 and CO 2 raise the antiknock rating, sometimes resulting in methane numbers higher than 100. When operated on a gas with a very low methane number, a dual-fuel engine may start knocking. This means that the gas/air mixture is not ignited the regular way by the pilot fuel injected to burn uniformly but undergoes spontaneous or autoignition in regions not yet reached by the flame front. This uncontrolled combustion (knockingj causes rising temperatures and pressures with the consequence of engine damage. Page 3 - 20 32/40 DF, 32/40 PGl, 51/60 DF Status 02/2009 0 3 0 2 - 0 3 0 5 A A . f m Quality requirements of operating supplies 3.5 Quality requirements for natural gas Antiknock rating of various gases expressed by their methane number (MNj Table 3-13 Antiknock rating and methane number Determination of the methane number Based on a gas analysis made available MAN Diesel can determine the methane number (MNj of gases with good exactness. The gas analysis should include the following data in per cent by mole: Carbon dioxide . . . . . . . . . . . . . . . . . . . . . CO 2 Nitrogen . . . . . . . . . . . . . . . . . . . . . . . . . . . N 2 Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O 2 Hydrogen . . . . . . . . . . . . . . . . . . . . . . . . . . H 2 Carbon monoxide . . . . . . . . . . . . . . . . . . . . . . . . . . . . CO Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H 2 O Hydrogen sulfide . . . . . . . . . . . . . . . . . . . . H 2 S Methane. . . . . . . . . . . . . . . . . . . . . . . . . . . CH 4 Ethane . . . . . . . . . . . . . . . . . . . . . . . . . . C 2 H 6 Propane . . . . . . . . . . . . . . . . . . . . . . . . . . C 3 H 8 l-butane . . . . . . . . . . . . . . . . . . . . . . . . i-C 4 H 10 N-butane . . . . . . . . . . . . . . . . . . . . . . . n-C 4 H 10 Higher Hydrocarbons Ethylene. . . . . . . . . . . . . . . . . . . . . . . . . . C 2 H 4 Propylene. . . . . . . . . . . . . . . . . . . . . . . . . C 3 H 6 The total sum of the individual constituents must amount to 100%. Gas Methane No. Hydrogen 0.0 N-butane 99% 2.0 Butane 10.5 Butadiene 11.5 Ethylene 15.5 ≈-butylene 20.0 Propylene 20.0 lsobutylene 26.0 Propane 35.0 Ethane 43.5 Carbon oxide 73.0 Natural gas 70.0 - 96.0 Natural gas +8% N 2 92.0 Natural gas +15%N 2 94.0 Natural gas + 8% CO 2 95.0 Natural gas + 30% N 2 99.0 Pure methane 100.0 Natural gas +15% CO 2 104.4 Natural gas +40% N 2 105.5 Natural gas +20% CO 2 111.5 Natural gas +50% N 2 117.0 Natural gas +30% CO 2 130.0 Status 02/2009 32/40 DF, 32/40 PGl, 51/60 DF Page 3 - 21 0 3 0 2 - 0 3 0 5 A A . f m Quality requirements of operating supplies 3.5 Quality requirements for natural gas Types of gas available Table 3-14 Available gases and their characteristic values 1j Standard cubic metre (m3(STPjj equals 1 cubic metre of gas at 0 ⁄C and 101.32 kPa. STP= Standard Temp. Pressure 2j Only the beginning of loaded voyages the nitrogen content is high (∼ 30 mol %j. Sulphur and corrosive attack The following installations are more or less affected by sulphur or sulphur compounds: √ the gas supply system of the engine √ the engine and √ the exhaust gas system if the exhaust gas temperature is permitted to drop below the acid dewpoint. The corrosive attack to which the system materials are exposed depends, inter alia, on the humidity of the gas. lf the gas is humid, such as sewage gas, H 2 S dissolves even when there are only minor amounts of oxidising substances to form sulphites and sulphates, i.e. sulphurous or sulphuric acids. These acids are extremely ag- gressive. Effective condensate and water separation is therefore of prime importance for the gas supply system, the more so since the pres- ence of water also promotes corrosion by other gases such as CO 2 , O 2 and NH 3 . Because of the negative effects on materials and environmental pollution as well as due to subsequent devices for exhaust gas treatment natural gas is substantially desulphurised. The sulphur concentration in the form of H 2 S in the Federal Republic of Germany is max. 5 mg/m³(STPj. The gas is dry or has a low humidity. lf the exhaust gases are to be cooled in an economiser (boilerj, the material quality for the exhaust gas system cannot be fixed until the boiler specification and plant operating conditions have been examined. Type of gas Main constituents Lower Heat value Theoretical air requirement lgnition limits Specific weight kJ/m³ (STPj 1j m³ (STPj air/m³ (STPj gas 1j % by volume (gas constituentsj kg/m³ (STPj 1j Hydrogen H 2 10,760 2.38 4 - 80 0.0899 Carbonic oxide CO 12,650 2.38 12 - 80 1.25 Methane CH 4 35,800 9.5 5 - 15 0.717 Ethane C 2 H 6 64,350 16.9 4 - 14 1.36 Propane C 3 H 8 93,370 23.8 2.1 - 9.5 1.96 Butane C 4 H 10 123,500 32.0 1.5 - 8.5 2.6 Natural gas CH 4 ; C 2 H 6 ; N 2 ; C 3 H 8 ; C 4 H 10 29,300 - 39,800 8 - 10.7 5 - 15 0.58 LNG Bunker terminals CH 4 ; C 2 H 6 ; C 3 H 8 ; C 4 H 10 ; C n H m , N 2 36,000 - 50,000 -- - - LNG 2j Loaded voyages 25,000 - 36,000 Petroleum gas (Associated gasj CH 4 ; C 2 H 6 ; C 3 H 8 ; C 4 H 10; C n H m 33,500 - 65,000 - - - Refinery gas H 2; CH 4; CO 2; C n H m 22,800 - 120,000 - - Page 3 - 22 32/40 DF, 32/40 PGl, 51/60 DF Status 02/2009 0 3 0 2 - 0 3 0 5 A A . f m Quality requirements of operating supplies 3.5 Quality requirements for natural gas Figure 3-1 Acid dew point as a function of sulphur content in exhaust gas A disadvantage of sulphur and sulphur compounds is the resulting higher acid dewpoint in the exhaust gas. The higher the sulphur content, the higher the acid dewpoint. The acid dew point as a function of sulphur content is shown in the diagram, "Figure 3-1, page 3-22". The SO 2 -content in the exhaust gas depends on the gas composition concerned and can be ascertained by MBD-Augsburg. Quality requirements for gas are compiled in tabular form in "Table 3-15 Requirements for natural gas, page 3-23" Conversion factors 1 g H 2 S/m³(STPj corresponds to 0.065 % by vol. of H 2 S 1 g H 2 S/m³(STPj corresponds to 0.078 % by wt (depend. on compositionj 1 mg H 2 S/m³(STPj corresponds to 0.65 ppm of H 2 S 1 ppm H 2 S corresponds to 1.54 mg H 2 S m³(STPj 1 m³(STPj H 2 S contains 1.45 kg sulphur 1 kg H 2 S contains 0.941 kg sulphur Status 02/2009 32/40 DF, 32/40 PGl, 51/60 DF Page 3 - 23 0 3 0 2 - 0 3 0 5 A A . f m Quality requirements of operating supplies 3.5 Quality requirements for natural gas 3.5.2 Fuel specification of natural gas The following fuel specification must be met at the intake of the gas valve unit of the DF- engine. Table 3-15 Requirements for natural gas Standard cubic metre (m³(STPjj equals 1 cubic metre of gas at 0 °C and 101.32 kPa. STP = Standard Temperature Pressure barg = bar gauge = gauge pressure lf the methane number is below 80, the engine output has to be reduced and the ignition-/injection has to be adjusted. A gas with a methan number (MNj < 60 is not useable. Fuel Natural gas 32/40 DF 32/40 PGl 51/60 DF 51/60 G Net calorific value (NCvj min. kJ/m³ (STPj 32,400 32,400 28,000 28,000 Methane number min. - 80 80 80 80 Dust content max. g/m³(STPj 0.05 0.05 0.05 0.05 Hydrogen sulphide content (H 2 Sj max. mg/m³(STPj 650 650 650 650 Tar content max. g/m³(STPj 0.5 0.5 0.5 0.5 Fluorine content max. mg/m³/(STPj 25 25 25 25 Chlorine content max. mg/m³(STPj 50 50 50 50 Relative humidity max. % 80 80 80 80 Temperature min. °C 5 5 5 5 Temperature max. °C 50 50 50 50 Gas pressure min. barg 4.0 4.0 5.0 5.0 Gas pressure max. barg 5.0 5.0 6.0 6.0 Fluctuation in gas pressure max. bar 1.5 % from max. gas pressure Page 3 - 24 32/40 DF, 32/40 PGl, 51/60 DF Status 02/2009 0 3 0 2 - 0 3 0 5 A A . f m Quality requirements of operating supplies 3.5 Quality requirements for natural gas version 5/2005 Page 4 - 1 K a p i t e l t i t e l 4 M D F . f m 4 Dual-fuel electric set Page 4 - 2 version 5/2005 K a p i t e l t i t e l 4 M D F . f m Dual-fuel electric set 4.1 Arrangement of Diesel-electric propulsion plants Status 01/2006 51/60DF Page 4 - 3 0 4 0 2 - 0 1 0 2 M A . f m 4.1 Arrangement of Diesel-electric propulsion plants Figure 4-1 Example: arrangement with engine 12 V51/60DF Dual-fuel electric set 4.1 Arrangement of Diesel-electric propulsion plants Page 4 - 4 51/60DF Status 01/2006 0 4 0 2 - 0 1 0 2 M A . f m Status 3/2009 Page 5 - 1 K a p i t e l t i t e l 5 M D F . f m 5 Propeller Operation This chapter is not taken into consideration, because this project guide does only refer to the electric drive. ln case of diesel-mechanic drive (controllable pitch propellerj application, please, contact MAN Die- sel marine sales department. Page 5 - 2 version 5/2005 K a p i t e l t i t e l 5 M D F . f m Page 6 - 1 K a p i t e l t i t e l 6 M . f m 6 Engine related service systems Page 6 - 2 K a p i t e l t i t e l 6 M . f m Engine related service systems 6.1.1 Pipe dimensioning Status 11/2005 Page 6 - 3 0 6 0 1 - 0 1 0 1 M A . f m 6.1 Basic principles for pipe selection 6.1.1 Pipe dimensioning The external piping systems are to be installed and connected to the engine by the shipyard. Piping systems are to be designed in order to maintain the pressure losses at a reasonable level. To achieve this with justifiable costs, it is recommended to maintain the flow rates as indicated below. Nevertheless, depending on specific conditions of piping systems, it may be necessary in some cases to adopt even lower flow rates. Generally it is not recommended to adopt higher flow rates. Table 6-1 Recommended flow rates Recommended flow rates (m/sj Suction side Delivery side Kind of system Fresh water (cooling waterj 1.5 - 2.5 1.5 - 2.5 closed Lube oil 0.5 - 1.0 1.5 - 2.5 open Diesel fuel oil 0.5 - 1.0 1.5 - 2.0 open Heavy fuel oil 0.3 - 0.8 0.8 - 1.2 open / closed (pressurised systemj Exhaust gas 40 open Engine related service systems 6.1.1 Pipe dimensioning Page 6 - 4 Status 11/2005 0 6 0 1 - 0 1 0 1 M A . f m Engine related service systems 6.2.1 Lube oil system description Status 08/2006 Page 6 - 9 0 6 0 2 - 0 2 0 2 M A - T e x t . f m 6.2 Lube oil system 6.2.1 Lube oil system description The diagrams represent the standard design of external lube oil service systems, with engine mounted and detached, freestanding, lube oil pump(sj. The internal lubrication of the engine and the turbocharger is provided with a forcedfeed lubrication system. The lubrication of the cylinder liners is designed as a separate system attached to the engine but served by the inner lubrication system. For each engine a separate lube-oil system is required. For dual-fuel engines (gas-Diesel enginesj a supplement will explain additional specific requirements. Lube oil viscosity/quality The lube oil specified for the Diesel engine operation has to be carefully selected. The selection is mainly affected by the used fuel grade. Table 6-4 Main fuel/Lube oil type For details see "Chapter 3.1 Quality of lube oil (SAE40j for operation on gas oil and Diesel oil (MGO/MDOj and Biofuel, page 3-3", "Chapter 3.2 Quality of lube oil (SAE40j for heavy fuel oil operation (HFOj, page 3-9" and when exist "Chapter 3.1 Quality requirements for lube oil (Otto-gas and dual-fuel operationj, page 3-3" T-001/ Service tank For the design of the service tank the class requirements have to be taken in consideration. For design requirements of MAN Diesel see chapter "Lube oil system - Lube oil service tank". Lube oil heating The lube oil in the service tank and the system shall be heated up to 40 °C prior to the engine start. A constant circulation of the lube oil with the stand-by pump is not recommended. For priming the engine, it is sufficient to start the stand-by pump 15 min prior to engine start. Suction pipes Suction pipes must be installed with a steady slope and dimensioned for the total resistance (incl. pressure drop for suction filterj not exceeding the pump suction head. A non-return flap must be installed close to the lube oil tank in order to prevent the lube oil backflow when the engine has been shut off. For engine mounted pumps this non-return flap must be by-passed Main fuel Lube oil type viscosity class Base No. (BNj Gas (+MDO/MGO for ignition onlyj doped (HDj + additives SAE 40 6-12 mg KOH/g depends on sulphur content MGO 12-20 mg KOH/g MDO 12-20 mg KOH/g HFO medium-alkaline + additives 30-40 mg KOH/g Engine related service systems 6.2.1 Lube oil system description Page 6 - 10 Status 08/2006 0 6 0 2 - 0 2 0 2 M A - T e x t . f m by a relief valve (PSv-004, DN50j to protect the pump seals against high pressure because of counter rotation (during shut downj. FlL- 004 / Suction filter The suction filters protect the lube oil pumps against larger dirt particals that may have accumulated in the tank. lt is recommended to use filters with a mesh size of 540 μm with magnetic inserts. A differential pressure gauge connected to the filter indicates when manual cleaning of filter becomes necessary, which should preferably be done in port. P-001/P-074 / Lube oil pumps For ships with a single main engine drive it is preferable to design the lube oil system with a combination of an engine driven lube oil pump (P-001j and an electrically driven stand-by pump (P-074j (100 % capacityj. For ships with more than one main engine the electrically driven pump can be dimensioned smaller, to be used as a priming pump only. As long as the installed stand-by pump is providing 100 % capacity of the operating pump, the class requirement to have an operating pump in spare on board, is fulfilled. The main advantages for an engine-driven lube oil pump are √ reduced power demand for genset / PTO for normal operation √ continous lube oil supply during black-out and emergency stop for engine run-out. ln general additional installations acc. to "Table 6-5 Lube oil pumps, possible combinations., page 6-10" are to be considered for different pump arrangements √ to comply with the rules of classification societies √ to ensure continous lube oil supply during black out and emergency stop for engine run- out. Table 6-5 Lube oil pumps, possible combinations. Please select one "main lube oil pump" and one "second lube oil pump" and evaluate the consequences. Main lube oil pump (operating pumpj Attached on engine (engine drivenj P-001 Electrically driven pump 100% capacity P-074 S e c o n d l u b e o i l p u m p ( s t a n d - b y p u m p j Electrically driven pump 100 % capacity P-074 Lube oil system diagram (figure 6-1j √ no additional installation required Lube oil system diagram (figure 6-2j √ Lube oil run down tank for engine is required (T-050j √ Lube oil run -down tank for T.C. is required (T-073j Electrically driven pump priming capacity P-074 Lube oil system diagram (figure 6-1j √ Main lube-oil pump as spare is requested to be on bord acc. to class society. √ Only for ships with more than one main engine Lube oil system diagram (figure 6-2j √ Lube oil run down tank for engine is required (T-050j √ Lube oil run -down tank for T.C. is required (T-073j √ Main lube oil pump as spare is requested to be on bord acc. to class society √ Only for ships with more than one main engine No second pump Not permitted Engine related service systems 6.2.1 Lube oil system description Status 08/2006 Page 6 - 11 0 6 0 2 - 0 2 0 2 M A - T e x t . f m For required pump capacities see "Chapter 2.1.5 Planning data for emission standard: lMO Tier l, page 2-13" and chapter "Engine characteristic data - Planning data". ln case of black out with engine stop the post lubrication must be started within 50 min after the engine has stopped and must persist for minimum 10 min. This is required to cool down the bearings of T.C. and hot inner engine components. HE-002 / Lube oil cooler Dimensioning Heat data, flow rates and tolerances are indicated in chapter "Engine characteristic data - Plan- ning data". Additional contamination margin in terms of a 10 % heat transfer coefficient redundancy is to be considered. On the lube oil side the pressure drop shall not exceed 1.1 bar. Design / Outfitting The cooler installation must be designed for easy venting and draining. TCv-001 / Temperature control valve The valve is to regulate the inlet oil temperature of the engine. The control valve can be executed with wax-type thermostats. Table 6-6 Temperature control valve Lube oil cleaning The cleaning of the circulating lube oil can be divided in two major function √ Remove of contaminations to keep the lube oil performance √ Retention of dirt to safe the engine The removal of combustion residues, water and other mechanical contaminations is the major task of separators / centrifuges (CF-001j installed in bypass to the main lube oil service system of the engine. The installation of a separator per engine is recommended to ensure a continuous separation during engine operation. The system integrated filters protect the Diesel engine in the main circuit retaining all residues that will harm the engine. Depending on the filter design, the collected residues are to be removed from the filter mesh by automatic backflushing, manual cleaning or changing the filter cartridge. The retention capacity of the installed filter should be as high as possible. For selection of an applicable filter arrangement, the customer request for operation and maintenance, as well as the class requirements, have to be taken in consideration. Arrangement principles for L.O. filters FlL-001 / FlL-002 Depending on the number of installed main engines in one plant and of engine type, different arrangement principles for the filters FlL-001 / FlL-002 are possible: Type of Engine Set point L.O. inlet temperature Type of temperature control valve Control range L.O. inlet temperature 32/40 65 °C Wax thermostat (recommendedj Set point minus 10K 32/44CR 40/54 55 °C 48/60B, 48/60CR 51/60 DF 58/64 Engine related service systems 6.2.1 Lube oil system description Page 6 - 12 Status 08/2006 0 6 0 2 - 0 2 0 2 M A - T e x t . f m Table 6-7 Arrangement principles for L.O. filters FlL-001 / Automatic filter The automatic backwashing filter is to be installed as a main filter. The backwashing / flushing of the filter elements has to be arranged in a way that lube oil flow and pressure will not be affected. The flushing discharge (oil/sludge mix- turej is led to the separator suction pipe in a divided compartment of the service tank, which provides an efficient final removal of deposits by the separator (see "Chapter 6.2.4 Lube oil service tank, page 6-31"j. Table 6-8 Automatic filter As far as the automatic filter is installed without any additional filters downstream, before the engine inlet, the filter has to be installed as close as possible to the engine (see "Table 6-7 Arrange- ment principles for L.O. filters, page 6-12"j. ln that case the pipe section between filter and engine inlet must be closely inspected before installation. This pipe section must be devided and flanges have to be fitted that all bends and welding seams can be inspected and cleaned prior to final installation. Number of main engines installed in one plant Engine types lndicator filter (duplex filterj FlL-002 Automatic filter FlL-001 Plants with one ore more main engines 32/40, 40/54, 48/60B,48/60CR 51/60DF, 58/64 √ Required √ lnstalled close to the engine √ Automatic filter with bypass Plants with more than one main engine 32/40 only √ Not required √ Automatic filter without by- pass √ Filter design has to be approved by MAN Diesel √ lnstalled close to the engine Plants with more than one main engine 32/44CR only √ Not required √ Automatic filter without by- pass mounted on the engine Lube oil automatic filter FlL-001 Type of Engine 32/44CR 32/40 32/40, 40/54, 48/60B, 48/60CR 51/60DF, 58/64 Application √ Single-main-engine- plant √ Multi-main-engine-plant √ Multi-main-engine-plant √ Single-main-engine- plant √ Multi-main-engine-plant Location of the filter √ Mounted on the engine √ To be installed in the external piping system close to the engine √ To be installed in the external piping system Max. mesh width (absolute, sphere-passing meshj 0.034 mm Filter surface load According filter manufacturer Supply lncluded Optional Optional Engine related service systems 6.2.1 Lube oil system description Status 08/2006 Page 6 - 13 0 6 0 2 - 0 2 0 2 M A - T e x t . f m Differential pressure gauges have to be installed, to protect the filter cartridges and to indicate clocking condition of the filter. A high differential pressure has to be indicated as an alarm. Filter mesh sizes and surface loads see "Table 6- 8 Automatic filter, page 6-12". v-001 / Lead-sealed shut-off cock This shut-off cock is only to be provided for single-engine propulsion plants. The cock is closed during normal operation. ln case the lube oil automatic filter FlL-001 has to be taken out of operation, the cock can be opened and the automatic filter shut off. Consequently, the automatic filter is by-passed. The lube oil indicator filter FlL-002 adopts temporarily the task of the automatic filter. This measure ensures that dis- turbances in backwashing do not result in a complete failure of filtering and that the main stream filter can be cleaned without interrupting filtering. FlL-002 / lndicator filter The indicator filter is a duplex filter, which must be cleaned manually. lt must be installed downstream of the automatic filter, as close as possible to the engine. The pipe section between filter and engine inlet must be closely inspected before installation. This pipe section must be divided and flanges have to be fitted that all bends and welding seams can be inspected and cleaned prior to final installation. Table 6-9 lndicator filter Lube oil indicator filter FlL-002 Type of Engine 32/44CR 32/40 32/40, 40/54, 48/60B, 48/60CR 51/60DF, 58/64 Application √ Single-main-engine- plant √ Multi-main-engine-plant √ Multi-main-engine-plant √ Single-main-engine- plant √ Multi-main-engine-plant Location of the filter lndicator filter not required lndicator filter not required To be installed in the external piping system close to the engine Max. mesh width (absolute, sphere-passing meshj 0.06 mm Filter surface load According filter manufacturer Supply - - Optional Engine related service systems 6.2.1 Lube oil system description Page 6 - 14 Status 08/2006 0 6 0 2 - 0 2 0 2 M A - T e x t . f m The indicator filter protects the engine also in case of malfunctions of the automatic filter. The monitoring system of the automatic filter generates an alarm signal to alert the operating personnel. A maintenance of the automatic filter becomes necessary. For this propose the lube oil flow thought the automatic filter has to be stopped. Single-main-engine-plants can contin- ue to stay in operation by bypassing the automatic filter. Lube oil can still be filtrated sufficiently in this situation by only using the indicator filter. ln multi-engine-plants, were it is not possible to bypass the automatic filter without loss of lube oil filtration, the affected engine has to be stopped in this situation. The design of the indicator filter must ensure that no parts of the filter can be loosed and enter the engine. The drain connections provided with shut-off fit- tings in the two chambers of the indicator filter return in the leak oil tank (T-006j. Draining will remove the dirt accumulated in the casing and prevents contamination of the clean oil side of filter. Filter mesh sizes and surface loads see "Table 6- 9 lndicator filter, page 6-13". lndication and alarm of filters The automatic filter FlL-001 and the indicator / duplex filter FlL-002 are equipped with local, visual, differential pressure indicators and differ- antial pressure switches. The switches are used for the control of the filter (only intermittent flushing automatic filterj and to generate alarms. The alarms of the automatic filter and indicator / duplex filter are processed in the engine control and safety system and are available for the ship alarm system. Table 6-10 lndication and alarm of filters Suction filters FlL-004 are equipped with a local, visual, differential pressure indicator. Differential pressure between filter inlet and outlet (dpj dp switch with lower set point is active dp switch with higher set point is active Automatic filter FlL-001 lntermittent flushing type (e.g. B&K 6.61j This dp switch has to be installed twice if an intermittent flushing filter is used. The first switch is used for the filter control; it will start the automatic flushing procedure. The second switch is adjusted at the identical set point as the first. Once the second switch is activated, and after a time delay of approx. 3 min, the dp pre- alarm "filter is polluted" is generated. The time delay becomes necessary to effect the automatic flushing procedure before and to evaluate its effect. The dp main alarm "filter failure" is generated immediately. lf the main alarm is still active after 30 min, the engine output power will be reduced automatically. Continuous flushing type (e.g. B&K 6.46j The dp pre-alarm: "filter is polluted" is generated immediately Duplex / lndicator filter FlL-002 (e.g. B&K 2.05j Engine related service systems 6.2.1 Lube oil system description Status 08/2006 Page 6 - 15 0 6 0 2 - 0 2 0 2 M A - T e x t . f m CF-001 / Separator The lube oil is intensively cleaned by separation in the by-pass thus relieving the filters and al- lowing an economical design. The separator (clarifierj should be of the self- cleaning type. The design is to be based on a lube oil quantity of 1.0 l/kW. This lube oil quantity should be cleaned within 24 hours at: √ HFO-operation 6 - 7 times, √ MDO-operation 4 - 5 times, √ DF-engines operating on gas (+MDO/MGO for ignition onlyj 4 - 5 times, The formula for determining the separator flow rate Q is: Q Separator flow rate.....................................l/h P Total engine output................................... kW n HFO=7, MDO=5, MGO=5, Gas(+MDO/MGO for ignition onlyj =5 ........................................... - With the evaluated flow rate the size of separator has to be selected acc. to the evaluation table of the manufacturer. MAN Diesel strictly recommend to use evaluation tables according to a "Certified flow rate" (CFRj. The separator rating stated by the manufacturer should be higher than the flow rate Q calculated according to the above formula. Separator equipment The preheater H-002 must be able to heat the oil to 95 °C and the size is to be selected accordingly. ln addition to a Pl-temperature control, which avoids a thermal overloading of the oil, silting of the preheater must be prevented by high turbulence of the oil in the preheater. Control accuracy ± 1 °C. Cruise ships in arctic waters require larger pre- heaters. ln this case the size of the preheater must be calculated with a Δt of 60 K. The freshwater supplied must be treated as specified by the separator supplier. The supply pumps shall be of the free-standing type, i.e. not mounted on the separator and are to be installed in the immediate vicinity of the lube oil service tank. This arrangement has three advantages: √ suction of lube oil without causing cavitation √ the lube oil separator need not be installed in the vicinity of the service tank but can be mounted in the separator room together with the fuel oil separators √ better matching of the capacity to the required separator throughput. As a reserve for the lube oil separator, the use of the MDO separator is admissible. For reserve operation the MDO separator must be converted accordingly. This includes the pipe connection to the lube oil system which must not be implemented with valves or spectacle flanges. The connection is to be executed by removable change-over joints that will definitely prevent MDO from getting into the lube oil circuit. See also rules and regulations of classification societies. PCv-007 / Pressure control valve By use of the pressure control valve, a constant lube oil pressure before the engine is adjusted. The pressure control valve is installed upstream of the lube oil cooler. The installation position is to be observed. By spilling off exceeding lube oil quantities upstream of the major components these components can be sized smaller. The return pipe (spilling pipej from the pressure control valve returns into the lube oil service tank. The measurement point of the pressure control pipe is connected directly to the engine in order to measure the lube oil pressure at the engine. ln this way the pressure losses of filters, pipes and cooler are compensated automatically (see also chapter "Lube oil system - Pressure control valve"j. Q 1 0 P n × × , 24 ---------------------------- = Engine related service systems 6.2.1 Lube oil system description Page 6 - 16 Status 08/2006 0 6 0 2 - 0 2 0 2 M A - T e x t . f m T-050 / Lube oil run-down tank for engine lf the lube oil system is designed for two electrically driven lube oil pumps (see "Table 6-5 Lube oil pumps, possible combinations., page 6-10"j, a lube oil run-down tank for the engine must be installed (delivery and installation by the ship- yardj in the engine room. The tank is filled when the lube oil system is put into operation and the tank content will then be available for emergency lubrication. Only with filled tank the engine can be started. To accelerate the filling time, the valve LOv-001 remains open till the lube oil level in the run- down tank is sufficient to start the engine. Then valve LOv-001 is closed and the engine can be started. During normal engine operation a small heating lube oil flow, through an orifice installed parallel to valve LOv-001, ensures that the lube oil content of the run-down tank will preserve a sufficient temperature. lt is recommended to adjust the heating lube oil flow in order to exchange the complete oil content of the run- down tank in 2-3 hours. An overflow will discharge the heating lube oil flow into the service lube oil tank T-001. ln case the lube oil pump is stopped, e.g. by black-out, the non return valve NRv-002 will open automatically and the tank content is used to lubricate the engine during run-out for a few minutes with low oil pressure. Also by a normal stop of the lube oil pump the run-down tank is discharged automatically. For tank capacity and installation height of the lube oil run-down tank, see chapter "Engine characteristic data - Planning data - Filling volumes and flow resistances". The capacity of the service tank (T-001j must be increased by the capacity of the run-down tank (T-050j as its content returns into the service tank when the lube oil pump is stopped. The diameter of the connecting pipe from the main lube oil pipe to the run-down tank and the installed valves are to be designed with min. 0,75 x diameter of the main lube oil pipe. ln case of cold ambient conditions it could be necessary to insulate the run-down tank and the connecting pipe. T-073 / Lube oil run-down tank for turbocharger lf the lube oil system is designed for two electrically driven lube oil pumps (see "Table 6-5 Lube oil pumps, possible combinations., page 6-10"j, a lube oil run-down tank for the turbocharger must be installed (attached on the turbocharger, delivery by MAN Dieselj. ln case of an unexpect- ed stop of the oil pump (black-outj, the oil content of the tank is used to lubricate the bearings of the turbocharger during run-out. Engine related service systems 6.2.1 Lube oil system description Status 08/2006 Page 6 - 17 0 6 0 2 - 0 2 0 2 M A - T e x t . f m TR-001 / Condensate trap The condensate traps required for the vent pipes of the turbocharger, the engine crankcase and the service tank must be installed as close as possible to the vent connections. This will prevent condensate water, which has formed on the cold venting pipes, to enter the engine or service tank. See also "Chapter 6.2.6 Crankcase vent and tank vent, page 6-29". T-006 / Leakage oil tank Leaked fuel and the dirty oil drained from the lube oil filter casings is collected in this tank. lt is to be emptied into the sludge tank. The content must not be added to the fuel. lt is not permitted to add lube oil to the fuel. Alternatively, separate leakage oil tanks for fuel and lube oil can be installed. P-012 Transfer pump The transfer pump supplies fresh oil from the lube oil storage tank to the operating tank. Start- ing and stopping of the pump should preferably be done automatically by float switches fitted in the tank. P-075 / Cylinder lube oil pump The pump fitted to the engine is driven by an electric motor (asynchronous motor 380-420 v / 50 Hz or 380-460 v / 60 Hz three-phase AC with pole changingj. For the cylinder lubrication MAN Diesel will supply a control unit inclusive a pump contactor, with a power consumption of about 0.5 kW for pump, control and heating. This value must be doubled for v-engines, as two control units (one for each rowj are supplied in one cabinet. Withdrawal points for samples Points for drawing lube oil samples are to be provided upstream and downstream of the filters and the separator, to verify the effectiveness of these system components. Piping system lt is recommended to use pipes according to the pressure class PN 10. Engine related service systems 6.2.1 Lube oil system description Page 6 - 18 Status 08/2006 0 6 0 2 - 0 2 0 2 M A - T e x t . f m Engine related service systems 6.2.2 Prelubrication / postlubrication Status 07/2006 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 15 0 6 0 2 - 0 3 0 1 M A a . f m 6.2.2 Prelubrication / postlubrication Prelubrication is on principle required before engine start. For main engines the stand-by pump is to be put into operation 5 minutes before engine start. A prelubrication pump is required for: √ Emergency power generating sets √ Generator plants in cases where the lube oil pump is mounted on the engine Prelubrication in cases where the lube oil pump is mounted on the engine The prelubrication pump is switched on before the engine is started, and serves to assist the mounted lube oil pump until the engine attains its rated speed. Pressure before engine . . . . . . . . 0.6 - 0.8 bar Oil temperature . . . . . . . . . . . . . . . .min. 40 °C Postlubrication The prelubrication oil pumps are also to be used for postlubrication when the engine is stopped. Postlubrication is effected for a period of 15 min. Table 6-9 Delivery rates of prelubrication / postlubrication pumps Engine type Prelubrication / postlubrication pumps Minimum delivery rates (m 3 /hj No. of cylinders 6 L 7 L 8 L 9 L 10 L 12 v 14 v 16 v 18 v 20 v 32/40 18 20 23 25 - 30 35 40 45 32/44CR 18 20 23 25 28 30 35 40 45 50 40/54 25 30 33 38 - - - - - - 48/60B, 48/60CR 35 41 47 53 - 70 82 93 105 - 51/60 DF 35 41 47 53 - 70 82 93 105 - 58/64 41 48 55 61 - - - - - - Engine related service systems 6.2.2 Prelubrication / postlubrication Page 6 - 16 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Status 07/2006 0 6 0 2 - 0 3 0 1 M A a . f m Engine related service systems 6.2.1 Lube oil system description Status 08/2008 51/60DF Page 6 - 17 0 6 0 2 - 0 2 0 2 M S _ L O - D i a g r a m . f m Lube oil diagrams - engine 51/60DF Lube oil diagrams please see overleaf! Engine related service systems 6.2.1 Lube oil system description Page 6 - 18 51/60DF Status 08/2008 0 6 0 2 - 0 2 0 2 M S _ L O - D i a g r a m . f m Figure 6-1 Lube oil system - service pump attached Engine related service systems 6.2.1 Lube oil system description Status 08/2008 51/60DF Page 6 - 19 0 6 0 2 - 0 2 0 2 M S _ L O - D i a g r a m . f m E n g i n e i n l e t O i l p u m p i n l e t O i l p u m p o u t l e t D r a i n f r o m o i l p a n D r a i n f r o m o i l p a n v e n t O i l r e t u r n f r o m t u r b o c h a r g e r O i l m i s t p i p e f r o m e n g i n e D r a i n f r o m t h e c r a n k c a s e f o o t D r a i n f r o m t h e c r a n k c a s e f o o t D i r t o i l d r a i n D e p e n d i n g o n a u t o m a t i c f i l t e r : - C o n t i n u o u s f l u s h i n g : o i l d i s c h a r g e b e l o w t h e o i l s u r f a c e - D i s c o n t i n u o u s f l u s h i n g : o i l d i s c h a r g e a b o v e t h e o i l s u r f a c e - L u b e o i l p i p i n g : e x Z o n e 2 - A l l v e n t i n g s w i t h f l a m e b r e a k e r s T a b l e 6 - 1 0 L e g e n d t o l u b e o i l s y s t e m - s e r v i c e p u m p e n g i n e d r i v e n 2 1 7 1 2 1 7 3 2 1 7 5 2 1 9 7 2 1 9 9 2 5 9 8 2 5 9 9 2 8 9 8 9 1 8 7 9 1 9 7 9 1 9 9 S e p a r a t o r M D O s e p a r a t o r A u t o m a t i c f i l t e r l n d i c a t o r f i l t e r S u c t i o n f i l t e r P r e h e a t e r C o o l e r N o n r e t u r n f l a p S e r v i c e p u m p e n g i n e d r i v e n T r a n s f e r p u m p S t a n d b y p u m p e l e c t r i c a l l y d r i v e n C y l i n d e r l u b e o i l p u m p P r e s s u r e c o n t r o l v a l v e S a f e t y v a l v e S e r v i c e t a n k L e a k a g e o i l c o l l e c t i n g t a n k S l u d g e t a n k T e m p e r a t u r e c o n t r o l v a l v e C o n d e n s a t e t r a p B y p a s s v a l v e C F - 0 0 1 C F - 0 0 3 F I L - 0 0 1 F I L - 0 0 2 1 , 2 F l L - 0 0 4 H - 0 0 2 H E - 0 0 2 N R F - 0 0 1 P - 0 0 1 P - 0 1 2 P - 0 7 4 P - 0 7 5 P C V - 0 0 7 P S V - 0 0 4 T - 0 0 1 T - 0 0 6 T - 0 2 1 T C V - 0 0 1 1 , 2 , 3 T R - 0 0 1 V - 0 0 1 Engine related service systems 6.2.1 Lube oil system description Page 6 - 20 51/60DF Status 08/2008 0 6 0 2 - 0 2 0 2 M S _ L O - D i a g r a m . f m Figure 6-2 Lube oil system - service pump electrically driven Engine related service systems 6.2.1 Lube oil system description Status 08/2008 51/60DF Page 6 - 21 0 6 0 2 - 0 2 0 2 M S _ L O - D i a g r a m . f m E n g i n e i n l e t D r a i n f r o m p a n D r a i n f r o m p a n v e n t O i l d r a i n f r o m t u r b o c h a r g e r O i l m i s t p i p e f r o m e n g i n e D r a i n f r o m t h e c r a n k c a s e f o o t D r a i n f r o m t h e c r a n k c a s e f o o t D i r t o i l d r a i n - - - - T a b l e 6 - 1 1 L e g e n d t o l u b e o i l s y s t e m - s e r v i c e p u m p e l e c t r i c a l l y d r i v e n 2 1 7 1 2 1 9 7 2 1 9 9 2 5 9 8 2 5 9 9 2 8 9 8 9 1 8 7 9 1 9 7 9 1 9 9 S e p a r a t o r M D O s e p a r a t o r A u t o m a t i c f i l t e r l n d i c a t o r f i l t e r S u c t i o n f i l t e r P r e h e a t e r C o o l e r Q u i c k f i l l i n g v a l v e N o n r e t u r n f l a p T r a n s f e r p u m p S e r v i c e p u m p e l e c t r i c a l l y d r i v e n C y l i n d e r l u b e o i l p u m p P r e s s u r e r e l i e f v a l v e R u n d o w n t a n k f o r e n g i n e l u b r i c a t i o n S e r v i c e t a n k L e a k a g e o i l c o l l e c t i n g t a n k S l u d g e t a n k R u n d o w n t a n k f o r T C l u b r i c a t i o n T e m p e r a t u r e c o n t r o l v a l v e C o n d e n s a t e t r a p B y p a s s v a l v e C F - 0 0 1 C F - 0 0 3 F I L - 0 0 1 F I L - 0 0 2 1 , 2 F l L - 0 0 4 H - 0 0 2 H E - 0 0 2 L O V - 0 0 1 N R V - 0 0 2 P - 0 1 2 1 , 2 P - 0 7 4 P - 0 7 5 P C V - 0 0 7 T - 0 5 0 T - 0 0 1 T - 0 0 6 T - 0 2 1 T - 0 7 3 T C V - 0 0 1 1 , 2 , 3 T R - 0 0 1 V - 0 0 1 Engine related service systems 6.2.1 Lube oil system description Page 6 - 22 51/60DF Status 08/2008 0 6 0 2 - 0 2 0 2 M S _ L O - D i a g r a m . f m Engine related service systems 6.2.3 Lube oil outlets - general Status 04/2005 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 6 - 27 0 6 0 2 - 0 4 0 1 M A . f m 6.2.3 Lube oil outlets - general Lube oil drain Two connections for oil drain pipes are located on both ends of the engine oil sump, except for L48/60 and L40/54 - with flexible engine mounting - with one drain arranged in the middle of each side. lf the engine is installed in the horizontal position, two oil drain pipes are required, one at the coupling end and one at the free end. lf the engine is installed in an inclined position, three oil drain pipes are required, two at the lower end and one at the higher end of the engine oil sump. The drain pipes must be kept short. The slanted pipe ends must be immersed in the oil, so as to create a liquid seal between crank case and tank. Expansion joints At the connection of the oil drain pipes to the service tank, expansion joints are required. Shut-off butterfly valves lf for lack of space, no cofferdam can be provided underneath the service tank, it is necessary to install shut-off butterfly valves in the drain pipes. lf the ship should touch ground, these butterfly valves can be shut via linkages to prevent the ingress of seawater through the engine. Drain pipes, shut-off butterfly valves with linkages, expansion joints, etc. are not supplied by the engine builder. Engine related service systems 6.2.3 Lube oil outlets - general Page 6 - 28 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 04/2005 0 6 0 2 - 0 4 0 1 M A . f m Engine related service systems 6.2.3 Lube oil outlets - general Status 05/2009 48/60B, 48/60CR, 51/60 DF Page 6 - 25 0 6 0 2 - 0 4 0 2 M D . f m Lube oil outlets Figure 6-3 Lube oil outlets in-line engine Engine related service systems 6.2.3 Lube oil outlets - general Page 6 - 26 48/60B, 48/60CR, 51/60 DF Status 05/2009 0 6 0 2 - 0 4 0 2 M D . f m Lube oil outlets Figure 6-4 Lube oil outlets v-type engine Engine related service systems 6.2.4 Lube oil service tank Status 12/2007 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 31 0 6 0 2 - 0 5 0 1 M A . f m 6.2.4 Lube oil service tank The lube oil service tank is to be arranged over the entire area below the engine, in order to ensure uniform vertical thermal expansion of the whole engine foundation. To provide for adequate degasing, a minimum distance is required between tank top and the highest operating level. The low oil level should still permit the lube oil to be drawn in free of air if the ship is pitching severly 5° longitudinal inclination for ship's lengths ≥ 100m 7.5° longitudinal inclination for ship's lengths < 100 m A well for the suction pipes of the lube oil pumps is the preferred solution. The minimum quantity of lube oil for the engine is 1.0 litre/kW. This is a theoretical factor for permanent lube-oil-quality control and the decisive factor for the design of the by-pass cleaning. The lube oil quantity, which is actually required during operation, depends on the tank geometry and the volume of the system (piping, system componentsj, and may exceed the theoretical minimum quantity to be topped up. The low-level alarm in the service tank is to be adjusted to a height, which ensures that the pumps can draw in oil, free of air, at the longitudinal inclinations given above. The position of the oil drain pipes extending from the engine oil sump and the oil flow in the tank are to be selected so as to ensure that the oil will remain in the service tank for the longest possible time for degasing. Draining oil must not be sucked in at once. The man holes in the floor plates inside the service tank are to be arranged so as to ensure sufficient flow to the suction pipe of the pump also at low lube oil service level. The tank has to be vented at the ends. Lube oil preheating Preheating the lube oil to 40 °C is effected by the preheater of the separator via the free-standing pump. 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. Engine related service systems 6.2.4 Lube oil service tank Page 6 - 32 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Status 12/2007 0 6 0 2 - 0 5 0 1 M A . f m Figure 6-5 Lube oil service tank_1 Engine related service systems 6.2.4 Lube oil service tank Status 12/2007 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 33 0 6 0 2 - 0 5 0 1 M A . f m Figure 6-6 Lube oil service tank_2 Engine related service systems 6.2.4 Lube oil service tank Page 6 - 34 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Status 12/2007 0 6 0 2 - 0 5 0 1 M A . f m Engine related service systems 6.2.5 Pressure control valve Status 05/2009 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 21 0 6 0 2 - 0 6 0 1 M K . f m 6.2.5 Pressure control valve Figure 6-5 Pressure control valve Engine related service systems 6.2.5 Pressure control valve Page 6 - 22 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Status 05/2009 0 6 0 2 - 0 6 0 1 M K . f m Engine related service systems 6.2.6 Crankcase vent and tank vent Status 05/2009 51/60 DF Page 6 - 33 0 6 0 2 - 0 7 0 1 M D F . f m 6.2.6 Crankcase vent and tank vent vent pipes The vent pipes from the √ Lube oil service tank √ Engine crankcase √ Turbocharger are to be arranged according to the following diagram. The required nominal pipe diameters ND of the vent pipes are to be found in the table "Ta- ble 6-12, page 6-33". Note: √ ln the case of multi-engine plants, the venting pipes are to be kept separate √ Specific requirements of the classification societies are to be observed Figure 6-8 Crankcase vent and tank vent Table 6-12 Pipe diameters for tank - and crankcase vent 1 Connection crank case vent 2 Connection turbocharger vent 3 Lubricating oil service tank 4 Condensate trap, continuously open Engine Nominal Diameter ND (mmj A B C D 6 L, 7 L51/60DF 100 100 65 125 8 L, 9 L51/60DF 100 100 80 125 12 v, 14 v51/60DF 100 125 100 150 16 v, 18 v51/60DF 100 125 125 200 Engine related service systems Lube oil system description Page 6 - 34 51/60 DF Status 05/2009 0 6 0 2 - 0 7 0 1 M D F . f m Engine related service systems 6.3.1 Cooling water system Status10/2008 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 6 - 39 0 6 0 3 - 0 1 0 2 M A - T e x t . f m 6.3 Water systems 6.3.1 Cooling water system The diagrams showing cooling water systems for main engines comprising the possibility of heat utilisation in a freshwater generator and equipment for preheating of the charge air in a two-stage charge air cooler during part-load operation. Note! The arrangement of the cooling water system shown here is only one of many possible solu- tions. lt is recommended to inform MAN Diesel in advance in case other arrangements should be desired. For special applications, e.g. 32/40 gensets or dual-fuel engines, supplements will explain specific necessities and deviations. The design data of the system components shown in the diagram are indicated in chapter "Engine characteristic data - Planning data". The cooling water is to be conditioned using a corrosion inhibitor according to "Chapter 3.3 Quality of engine cooling water, page 3-15". LT = Low Temperature HT = High Temperature Cooler dimensioning, general For coolers operated by seawater (not treated waterj, lube oil or MDO/MGO on the primary side and treated freshwater on the secondary side, an additional safety margin of 10% related to the heat transfer coefficient is to be considered. lf treated water is applied on both sides, MAN Diesel does not insist on this margin. ln case antifreeze is added to the cooling water, the corresponding lower heat transfer is to be taken into consideration. The cooler arrangement has to ensure venting and draining facilities for the cooler. 6.3.1.1 LT- cooling water system ln general the LT cooling water passes through the following components: √ Stage 2 of the two-stage charge-air cooler (HE-008j √ Lube oil cooler (HE-002j √ Nozzle cooling water cooler (HE-005j √ Fuel oil cooler (HE-007j √ Governor oil cooler (HE-022j √ Gear lube oil cooler (HE-023j (or e.g. generator cooling in case of a Diesel-electric plantj √ LT cooling water cooler (HE-024j √ Other components such as, e.g., auxiliary engines (gensetsj The system components of the LT cooling water circuit are designed for a max. LT cooling water temperature of 38 °C with a corresponding seawater temperature of 32 °C (tropical conditionsj. However, the capacity of the LT cooler (HE-024j is determined by the temperature difference between seawater and LT cooling water. Due to this correlation an LT freshwater temperature of 32 °C can be ensured at a seawater temperature of 25 °C. To meet the lMO Tier ll regulations the set point of the temperature regulator valve (MOv-016j is to be adjusted to 32 °C. However this temperature will fluctuate and reach at least 38 °C under tropical conditions. The charge air cooler stage 2 (HE-008j and the lube oil cooler (HE-002j are installed in series to obtain a low delivery rate of the LT cooling water pump (P-076j. Engine related service systems 6.3.1 Cooling water system Page 6 - 40 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 10/2008 0 6 0 3 - 0 1 0 2 M A - T e x t . f m P-076 / LT cooling water pump The delivery rates of the service and standby pump are mainly determined by the cooling water required for the charge-air cooler stage 2 and the other coolers. For operating auxiliary engines (gensetsj in port, the installation of an additional smaller pump is recommendable. MOv-003 / Temperature control valve for charge air cooler This three-way valve is to be installed as a mixing valve. lt serves two purposes: 1. ln engine part-load operation the charge air cooler stage 2 (HE-008j is partially or completely bypassed, so that a higher charge air temperature is maintained. 2. The valve reduces the accumulation of condensed water during engine operation under tropical conditions by regulation of the charge air temperature. Below a certain intake air temperature the charge air temperature is kept constant. When the intake temperature rises, the charge air temperature will be increased accordingly. The three-way valve is to be designed for a pressure loss of 0.3 - 0.6 bar and is to be equipped with an actuator with high positioning speed. The actuator must permit manual emergency adjustment. HE-002 / Lube oil cooler See description in "Chapter 6.2.1 Lube oil system description, page 6-9". Heat data, flow rates and tolerances are indicated in chapter "Engine characteristic data - Planning data". The principal design criteria for coolers has been described before in this chapter "Water systems - Cooling water system - Cooler dimensioning, general". HE-024 / LT-cooling water cooler Heat data, flow rates and tolerances of the heat sources are indicated in chapter "Engine characteristic data - Planning data". The principal design criteria for coolers has been described before in this chapter "Water systems - Cooling water system - Cooler dimensioning, general". MOv-016 / LT cooling water temperature regulator This is a motor-actuated three-way regulating valve with a linear characteristic. lt is to be installed as a mixing valve. lt maintains the LT cooling water at set-point temperature, which is 32 °C. The three-way valve is to be designed for a pressure loss of 0.3 - 0.6 bar. lt is to be equipped with an actuator with normal positioning speed (high speed not requiredj. The actuator must permit manual emergency adjustment. Caution! For engine operation with reduced NOx emission, according to lMO Tier ll requirement, at 100 % engine load and a seawater temperature of 25 °C (lMO Tier ll reference temperaturej, an LT cooling water temperature of 32 °C before charge air cooler stage 2 (HE-008j is to be maintained. Fil-021 / Strainer ln order to protect the engine and system components, several strainers are to be provided at the places marked in the diagram before taking the engine into operation for the first time. The mesh size is 1 mm. HE-005 / Nozzle cooling water cooler The nozzle cooling water system is a separate and closed cooling circuit. lt is cooled down by LT-cooling water via the nozzle cooling water cooler (HE-005j. Heat data, flow rates and tolerances are indicated in chapter "Engine characteristic data - Planning data". The principal design criteria for coolers has been described in paragraph "cooler dimensioning, general". For plants with two main engines only one nozzle cooling water cooler (HE-005j is needed. See also "Chapter 6.3.3 Nozzle cooling system, page 6-53". As an option a compact nozzle- Engine related service systems 6.3.1 Cooling water system Status10/2008 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 6 - 41 0 6 0 3 - 0 1 0 2 M A - T e x t . f m cooling module (MOD-005j can be delivered, see "Chapter 7.1.1 Nozzle cooling water module, page 7-3" . For plants with two main engines only one nozzle-cooling module is required. HE-007 / MDO/MGO cooler This cooler is required to dissipate the heat of the fuel injection pumps during MDO/MGO operation. For dimensioning the cooler capacity see "Chapter 6.4.4 Heavy Fuel Oil (HFOj supply system, page 6-81" and the a.m. paragraph "cooler dimensioning, general ". For plants with more than one engine, connected to the same fuel oil system, only one MDO/MGO cooler is required. HE-022 / Oil cooler for speed governor This cooler is required to dissipate the heat in the hydraulic oil system of the engine speed governor. The cooler is attached to the governor (attached on the enginej and is supplied by MAN Diesel. Data for required LT-cooling water: √ Cooling capacity 5.0 kW √ LT cooling water flow rate 1.0 m³/h Note! Not all types of speed governors need to be water-cooled. T-075 / LT cooling water expansion tank The effective tank capacity should be high enough to keep approx. 2/3 of the tank content of T-002. ln case of twin-engine plants with a common cooling water system, the tank capacity should be by approx. 50 % higher. The tanks T-075 and T-002 should be arranged side by side to facilitate installation. ln any case the tank must be installed above the highest point of the LT system. 6.3.1.2 HT Cooling water circuit General The HT cooling water system consists of the following coolers and heat exchangers: √ Charge air cooler stage 1 (HE-010j √ Cylinder cooling √ HT cooler (HE-003j √ Heat utilisation, e.g. freshwater generator (HE-026j √ HT cooling water preheater (H-020j The HT cooling water pumps can be either of engine-driven or electrically-driven type. The outlet temperature of the cylinder cooling water at the engine is to be adjusted to 90 °C. For HT cooling water systems, where more than one main engine is integrated, each engine should be provided with an individual engine driven HT cooling water pump. Alternatively common electrically-driven HT cooling water pumps may be used for all engines. However, an individual HT temperature control valve is required for each engine. The total cooler and pump capacities are to be adapted accordingly. The shipyard is responsible for the correct cooling water distribution, ensuring that each engine will be supplied with cooling water at the flow rates required by the individual engines, under all operating conditions. To meet this requirement, e.g., orifices, flow regulation valves, by- pass systems etc. are to be installed were necessary. Engine related service systems 6.3.1 Cooling water system Page 6 - 42 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 10/2008 0 6 0 3 - 0 1 0 2 M A - T e x t . f m H-001 / Preheater ln order to bring the cooling water temperature up to 60 °C, it is necessary to preheat the water jacket of the cylinders before engine start-up. The following table specifies the total heating power required for preheating the HT cooling water from 10 °C to 60 °C within 4 hours. Table 6-15 Heating power These values include the radiation heat losses from the outer surface of the engine. Also a margin of 20 % for heat losses of the cooling system has been considered. A secondary function of the preheater is to provide heat capacity in the HT cooling water system during engine part-load operation. This is required for marine propulsion plants with a high freshwater requirement, e.g. on passenger vessels, where frequent load changes are common. lt is also required for arrangements with an additional charge air preheating by deviation of HT- cooling water to the charge air cooler stage 2 (HE-008j. ln this case the heat output of the preheater is to be increased by approx. 50 %. An electrically driven pump becomes necessary to circulate the HT-cooling water during preheating. The required minimum flow rate is indicated in "Table 6-16 Minimum flow rate during preheating and postcooling, page 6-42". Table 6-16 Minimum flow rate during preheating and postcooling The preheating of the main engine with cooling water from the auxiliary engines is also possible, provided that the cooling water is treated in the same way. ln that case, the expansion tanks of the two cooling systems have to be installed at the same level. Furthermore, it must be checked whether the available heat is sufficient for preheating the main engine. This depends on the number of auxiliary engines in operation and their load. lt is recommended to install a separate preheater for the main engine, as the available heat from the auxiliary engines may be insufficient during operation in the port. As an option MAN Diesel can supply a compact preheating module (MOD-004j. One module for each main engine is required. HE-026 / Fresh water generator The freshwater generator must be switched off automatically when the cooling water temperature at the engine outlet drops below 88 °C. This will prevent operation of the engine at too low temperatures. Engine type 32/40 32/44CR 40/54 48/60B 48/60CR 51/60DF 58/64 L/v L L/v L Min. heating power (kW/cylin- derj 6 12 14 18 Minimum flow rate required during preheating and postcooling m 3 /h No. of cyl. 32/40 32/44CR 40/54 48/60B 48/60CR 51/60 DF 58/64 6 L 7.2 12 14 17 7 L 8.4 14 16 20 8 L 9.6 16 18 23 9 L 10.8 18 20 26 10 L 12.0 - - - 12 v 14.4 - 28 - 14 v 16.8 - 30 - 16 v 19.2 - 30 - 18 v 21.6 - 30 - 20 v 24.0 - - - Minimum flow rate required during preheating and postcooling m 3 /h No. of cyl. 32/40 32/44CR 40/54 48/60B 48/60CR 51/60 DF 58/64 Engine related service systems 6.3.1 Cooling water system Status10/2008 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 6 - 43 0 6 0 3 - 0 1 0 2 M A - T e x t . f m HE-003 / HT cooling water cooler Heat data, flow rates and tolerances of the heat sources are indicated in chapter "Engine characteristic data - Planning data". The principal design criteria of coolers has been described before in paragraph "cooler dimensioning, general ". HT temperature control The HT temperature control system consists of: √ 1 electronic temperature controller (TCj with proportional-integral control characteristics and additional inputs for external signals (supplied by the engine control systemj. √ 1 electrically activated three-way mixing valve with linear characteristic curve (MOv- 002j. √ 1 temperature sensor (PT100j TE, directly downstream of the three-way mixing valve in the supply pipe to charge-air cooler stage 1 (refer to the explanations given beneathj. √ 1 temperature sensor (PT100j TE, directly downstream of the engine outlet. lt serves to maintain the cylinder cooling water temperature constantly at 90 °C at the engine outlet - even in the case of frequent load changes - and to protect the engine from excessive thermal load. For adjusting the outlet water temperature (constantly to 90 °Cj to engine load and speed, the cooling water inlet temperature is controlled. The electronic water temperature controller rec- ognizes deviations by means of the sensor at the engine outlet and afterwards corrects the reference value accordingly. The electronic temperature controller is installed in the switch cabinet of the engine room. For a stable control mode, the following bound- ary conditions must be observed when designing the HT freshwater system: √ The PT100 temperature sensor is to be installed in the supply pipe to stage 1 of the charge-air cooler. To ensure instantaneous measurement of the mixing temperature of the three-way mixing valve, the distance to the valve should be 5 to 10 times the pipe diameter. √ The three-way valve (MOv-002j is to be installed as a mixing valve. lt is to be designed for a pressure loss of 0.3 - 0.6 bar. lt is to be equipped with an actuator of high positioning speed. The actuator must permit manual emergency adjustment. √ The pipes within the system are to be kept as short as possible in order to reduce the dead times of the system, especially the pipes between the three-way mixing valve and the inlet of the charge-air cooler stage 1 which, are critical for the control. The same system is required for each engine, also for multi-engine installations with a common HT freshwater system. ln case of a deviating system layout, MAN Diesel is to be consulted. P-002 / HT cooling water pumps As an option the engine is available with an attached (engine drivenj HT cooling water pump. Alternatively also electrically driven HT cooling water pumps can be used. The standby pump has to be of the electrically driven type. lt is required to cool down the engine for a period of 15 minutes after shut down. For this purpose the standby pump can be used. ln the case that neither an electrically driven HT cooling water pump nor an electrically driven standby pump is installed (e.g. multi-engine plants with engine driven HT-cooling water pump without electrically driven HT standby pump, if applicable by the classification rulesj, it is possible to cool down the engine by the separate small preheating pump see "Table 6-16 Minimum flow rate during preheating and postcooling, page 6-42", or if the optional preheating unit (MOD- 004j with integrated circulation pump is installed, it is also possible to cool down the engine with this small pump. However, the pump used to cool down the engine, has to be electri- Engine related service systems 6.3.1 Cooling water system Page 6 - 44 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 10/2008 0 6 0 3 - 0 1 0 2 M A - T e x t . f m cally driven and started automatically after engine shut down. None of the cooling water pumps is a self-priming centrifugal pump. Design flow rates should not be exceeded by more than 15 % to avoid cavitation in the engine and its systems. A throttling orifice is to be fitted for adjusting the specified operating point. FSH-002 / Condensate monitoring tank (not indicated in the diagramj Only for acceptance by Bureau veritas: The condensate deposition in the charge air cooler is drained via the condensate monitoring tank. A level switch releases an alarm when condensate is flooding the tank. T-002 / HT cooling water expansion tank The expansion tank compensates changes in system volume and losses due to leakages. lt is to be arranged in such a way, that the tank bottom is situated above the highest point of the system at any ship inclination. The expansion pipe should empty into the suction pipe as close to the pump as possible. The required volume of the tank and the recommended installation height is indicated in the chapter "Engine characteristic data - Planning data" (see chapter "Cooling water cylinder"j. Tank equipment: √ Sight glass for level monitoring √ Low-level alarm switch √ Overflow and filling connection √ lnlet for corrosion inhibitor 6.3.1.3 Cooling water collecting and supply system T-074 / Cooling water collecting tank (not indicated in the diagramj The tank is to be dimensioned and arranged in such a way that the cooling water content of the circuits of the cylinder, turbocharger and nozzle cooling systems can be drained into it for maintenance purposes. This is necessary to meet the requirements with regard to environmental protection (water has been treated with chemicalsj and corrosion inhi- bition (re-use of conditioned cooling waterj. P-031 / Transfer pump (not indicated in the diagramj The content of the collecting tank can be discharged into the expansion tanks by a freshwater transfer pump. 6.3.1.4 Miscellaneous items Piping For piping, black steel pipe should be used. Treatment of the cooling water as specified by MAN Diesel will safely protect the inner pipe walls against corrosion. Galvanised steel pipe must not be used for the piping of the system as all additives contained in the engine cooling water attack zinc. Moreover, there is the risk of the formation of local electrolytic element couples where the zinc layer has been worn off, and the risk of aeration corrosion where the zinc layer is not properly bonded to the substrate. Please see the instructions in our Work card 6682 000.16 - 01E for cleaning of steel pipes before fitting. Pipe branches must be fitted to discharge in the direction of flow in a flow-conducive manner. venting is to be provided at the highest points of the pipe system and drain openings at the lowest points. Cooling water pipes are to be designed according to pressure class PN 6, flanges and engine connections are often designed according to PN 10. Turbocharger washing equipment The turbochargers of engines operating on heavy fuel oil must be washed at regular intervals. This requires the installation of a freshwater supply line from the sanitary system to the tur- Engine related service systems 6.3.1 Cooling water system Status10/2008 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 6 - 45 0 6 0 3 - 0 1 0 2 M A - T e x t . f m bine washing equipment and two dirty-water drain pipes via a funnel (for visual inspectionj to the sludge tank. The lance must be removed after every washing process. This is a precautionary measure, which serves to prevent an inadvertent admission of water to the turbocharger. The compressor washing equipment is completely mounted on the turbocharger and is supplied with freshwater from a small tank. Sea water pump A self-priming service and standby pump, and a harbour pump for the Diesel gensets must be installed. For calculating the delivery rate, the heat to be dissipated in the LT and HT circuit is to be taken in consideration. Delivery volume v: v Delivery volume . . . . . . . . . . . . . . . . . . m³/h Q Total heat to be dissipated . . . . . . . . . . kJ/h t2-t1 Temperature difference . . . . . . . . . . . °C (between seawater temperature at inlet/outlet of LT cooling water cooler.j cp specific heat = . . . . . . . . . . .4.2 kJ/kg. °K The maximum permissible seawater temperature also depends on the type (plates or tubesj and the corrosion resistance of the coolers and has to be specified by the cooler manufacturer. We recommend that a seawater outlet temperature of 48 °C is not exceeded. Sea water filter lt protects the system against rough dirt. For vessels with only one seawater box a reversible duplex filter is recommended. The mesh size should be in a range of 2-4 mm. For dredgers operating predominantly in sandy waters, a mesh size of 0.3-0.5 mm is recommended. v Q t2 t1 – ( ) cp 1000 × × ----------------------------------------------------- = Engine related service systems 6.3.1 Cooling water system Page 6 - 46 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 10/2008 0 6 0 3 - 0 1 0 2 M A - T e x t . f m Engine related service systems 6.3.1 Cooling water system Status 05/2009 51/60 DF Page 6 - 43 0 6 0 3 - 0 1 0 2 M D F . f m 6.3.1.5 Cooling water diagrams Cooling water diagrams please see overleaf! Engine related service systems 6.3.1 Cooling water system Page 6 - 44 51/60 DF Status 05/2009 0 6 0 3 - 0 1 0 2 M D F . f m Figure 6-9 Cooling water system - single engine plant Engine related service systems 6.3.1 Cooling water system Status 05/2009 51/60 DF Page 6 - 45 0 6 0 3 - 0 1 0 2 M D F . f m Figure 6-10 Legend to cooling water system - single engine plant Engine related service systems 6.3.1 Cooling water system Page 6 - 46 51/60 DF Status 05/2009 0 6 0 3 - 0 1 0 2 M D F . f m Figure 6-11 Cooling water system - twin engine plant (part 1) Engine related service systems 6.3.1 Cooling water system Status 05/2009 51/60 DF Page 6 - 47 0 6 0 3 - 0 1 0 2 M D F . f m Figure 6-12 Cooling water system - twin engine plant (part 2) Engine related service systems 6.3.1 Cooling water system Page 6 - 48 51/60 DF Status 05/2009 0 6 0 3 - 0 1 0 2 M D F . f m Figure 6-13 Legend to cooling water system - twin engine plant Engine related service systems 6.3.2 Nozzle cooling system Status 05/2009 51/60 DF Page 6 - 33 0 6 0 3 - 0 2 0 1 M D F . f m 6.3.2 Nozzle cooling system General The nozzles of the fuel injection valves are cooled by fresh water circulation, therefore a nozzle cooling water system is required. lt is a separate and closed system recooled by the LT- cooling water system, but not directly in contact with the LT-cooling water. The nozzle cooling water is to be treated with corrosion inhibitor according to MAN Diesel specification see "Chap- ter 3.3 Quality of engine cooling water, page 3-15". Note: √ ln Diesel engines designed to operate preva- lently on HFO the injection valves are to be cooled during operation on HFO. ln the case of MGO or MDO operation exceeding 72 hrs, the nozzle cooling is to be switched off and the supply line is to be closed. The return pipe, however, has to remain open. √ ln Diesel engines designed to operate exclusively on MGO or MDO (no HFO operation possiblej, nozzle cooling is not required. The nozzle cooling system is omitted. √ ln dual fuel engines (liquid fuel and gasj the nozzles are to be cooled. P-005 / Cooling water pump The centrifugal (non self-primingj pump dis- charges the cooling water via cooler HE-005 and the strainer FlL-021 to the header pipe on the engine and then to the individual injection valves. From here, it is pumped through a manifold into the expansion tank from where it returns to the pump. One system can be installed for two engines T-076 / Expansion tank The installation height above the crankshaft centerline is shown in chapter "Engine characteristic data - Planning data". lf there is not enough room to install the tank at the prescribed height, an alternative pressure system of modular design is available, permitting installation at the engine room floor level next to the engine (see system drawing over- leafj. The system is to be closed with an over-/under- pressure valve on tank top to prevent flashing to steam. HE-005 / Cooler The cooler is to be connected in the LT cooling water circuit according to schematic diagram. Cooling of the nozzle cooling water is effected by the LT cooling water. lf an antifreeze is added to the cooling water, the resulting lower heat transfer rate must be taken into consideration. The cooler is to be provided with venting and draining facilities. TCv-005 / Temperature control valve The temperature control valve with thermal-expansion elements regulates the flow through the cooler to reach the required inlet temperature of the nozzle cooling water. lt has a regulating range from approx. 50 °C (valve begins to open the pipe from the coolerj to 60 °C (pipe from the cooler completely openj. FlL-021 / Strainer To protect the nozzles for the first commissioning of the engine a strainer has to be provided. The mesh size is 0.4 mm. TE / Temperature sensor The sensor is mounted upstream of the engine and is delivered loose by MAN Diesel. Wiring to the common engine terminal box is present Engine related service systems 6.3.2 Nozzle cooling system Page 6 - 34 51/60 DF Status 05/2009 0 6 0 3 - 0 2 0 1 M D F . f m Nozzle cooling system Figure 6-9 Nozzle cooling water system Engine related service systems 6.3.2 Nozzle cooling system Status 05/2009 51/60 DF Page 6 - 35 0 6 0 3 - 0 2 0 1 M D F . f m Nozzle cooling module Figure 6-10 Nozzle cooling water module Engine related service systems 6.3.2 Nozzle cooling system Page 6 - 36 51/60 DF Status 05/2009 0 6 0 3 - 0 2 0 1 M D F . f m Engine related service systems 6.4.1 Fuel oil treatment (MDOj Status 05/2009 51/60DF Page 6 - 39 0 6 0 4 - 0 1 0 5 M D F . f m 6.4 Fuel system 6.4.1 Fuel oil treatment (MDOj A prerequisite for safe and reliable engine operation with a minimum of servicing is a properly designed and well-functioning fuel oil treatment system. The schematic diagram shows the system components required for fuel treatment for Marine Diesel Oil (MDOj. T-015 / MDO storage tank The minimum effective capacity of the tank should be sufficient for the operation of the propulsion plant, as well as for the operation of the auxiliary Diesels for the maximum duration of voyage including the resulting sediments and water. Regarding the tank design, the requirements of the respective classification society are to be observed. Tank heating The tank heater must be designed so that the MDO in it is at a temperature of at least 10 °C minimum above the pour point. The supply of the heating medium must be automatically controlled as a function of the MDO temperature. T-021 / Sludge tank lf disposal by an incinerator plant is not planned, the tank has to be dimensioned so that it is capable to absorb all residues which accumulate during the operation in the course of a maximum duration of voyage. ln order to render emptying of the tank possible, it has to be heated. The heating is to be dimensioned so that the content of the tank can be heated to approx. 40 °C P-073 / MDO supply pump The supply pumps should always be electrically driven, i.e. not mounted on the separator, as the delivery volume can be matched better to the required throughput. H-019 / MDO preheater ln order to achieve the separating temperature, a separator adapted to suit the fuel viscosity should be fitted. CF-003 / MDO separator A self-cleaning separator must be provided. The separator is dimensioned in accordance with the separator manufacturers' guidelines. The required flow rate Q can be roughly determined by the following equation: Q Separator flow rate . . . . . . . . . . . . . . . . . l/h P Total engine output. . . . . . . . . . . . . . . . . kW of Diesel gensets (without stand-by setsj b e Fuel consumption (see belowj . . . . . g/kWh ρ Density at separating temp. approx. 0.87 kg/l With the evaluated flow rate the size of separator has to be selected acc. to the evaluation table of the manufacturer. MAN Diesel strictly recommend to use evaluation tables according to a "Certified flow rate" (CFRj. The separator rating stated by the manufacturer should be higher than the flow rate Q calculated according to the above formula. For determining the maximum fuel consumption (bej, increase the specific table value by 15 %. This increase takes into consideration: Q P b × e ρ ---------------- = Engine related service systems 6.4.1 Fuel oil treatment (MDOj Page 6 - 40 51/60DF Status 05/2009 0 6 0 4 - 0 1 0 5 M D F . f m √ tropical conditions √ the engine-mounted pumps √ fluctuations of the calorific value √ the consumption tolerance The freshwater supplied has to be treated as specified by the separator supplier. Withdrawal points for samples Points for drawing fuel oil samples are to be provided upstream and downstream of each separator, to verify the effectiveness of these system components. T-003 / MDO service tank See description in chapter "Engine-related modules and components - Fuel system". Engine related service systems 6.4.1 Fuel oil treatment (MDOj Status 05/2009 51/60DF Page 6 - 41 0 6 0 4 - 0 1 0 5 M D F . f m Figure 6-11 Fuel treatment system (MDOj Engine related service systems 6.4.1 Fuel oil treatment (MDOj Page 6 - 42 51/60DF Status 05/2009 0 6 0 4 - 0 1 0 5 M D F . f m Engine related service systems 6.4.2 MDO supply system for dual-fuel engines Status 05/2009 51/60 DF Page 6 - 57 0 6 0 4 - 0 1 0 2 M D F . f m 6.4.2 MDO supply system for dual-fuel engines General The MDO supply system is an open system with open deaeration service tank. Normally one or two main engines are connected to one fuel system. lf required auxiliary engines can be connected to the same fuel system as well (not indicated in the diagramj. MDO fuel viscosity MDO-DMB with a max. nominal viscosity of 11 cSt (at 40 °Cj, or ligther MDO-qualities, can be used. At engine inlet the fuel viscosity should be 11 cSt or less. The fuel temperature has to be adapted accordingly. lt is also to make sure, that the MDO-fuel temperature of max. 45 °C in engine inlet (for all MDO qualitiesj is not exceeded. Therefore a tank heating and a cooler in the fuel return pipe are required. T-003/ MDO service tank The classification societies specify that at least two service tanks are to be installed on board. The minimum tank capacity of each tank should, in addition to the MDO consumption of other consumers, enable a full-load operation of min. 8 operating hours for all engines under all conditions. The tank should be provided with a sludge space with a tank bottom inclination of preferably 10° and sludge drain valves at the lowest point, with heating coils and insulation. lf DMB fuel with 11 cSt (at 40 °Cj is used, the tank heating is to be designed to keep the tank temperature at min. 40 °C. For ligther types of MDO it is recommended to heat the tank in order to reach a fuel viscosity of 11 cSt or less. Rules and regulations for tanks, issued by the classification societies, must be observed. The required minimum MDO capacity of each service tank is: ln case more than one engine, or different engines are connected to the same fuel system, the service tank capacity has to be increased accordingly. STR-010/ Suction strainer To protect the fuel supply pumps, a suction strainer with a mesh size of approx. 0.5 mm is to be installed on the suction side of each supply pumps. P-008/ Supply pump The supply pump shall keep sufficient fuel pressure before the engine. The volumetric capacity must be at least 300 % of the maximum fuel consumption of the engines, including margins for: √ tropical conditions √ realistic heating value and √ tolerance. v MDOST = ( Q p x t o x M s j / (3000 m 3 /lj Required min. voume of one MDO service tank v MDOST m³ Required supply pump capacity, MDO 45 °C See supply pump P-008 Q p l/h Operating time t o = 8 h t o h Margin for sludge MS = 1.05 M S - Engine related service systems 6.4.2 MDO supply system for dual-fuel engines Page 6 - 58 51/60 DF Status 05/2009 0 6 0 4 - 0 1 0 2 M D F . f m To reach this, the supply pump has to be designed according to the following formula: ln case more than one engine or different engines are connected to the same fuel system, the pump capacity has to be increased accordingly. The delivery height shall be selected with reference to the system losses and the pressure required before the engine (see "Chapter 2.1.5 Planning data for emission standard lMO Tier ll, page 2-15"j. Normally the required delivery height is 7 bar. FlL-003/ Automatic filter (and FlL-011/ Stand-by filterj The automatic filter should be a type that causes no pressure drop in the system during flushing sequence.The filter mesh size shall be 0.010 mm (absolutej. The automatic filter must be equipped with differential pressure indication and switches. The design criterion relies on the filter surface load, specified by the filter manufacturer. MDO supply systems for only one main engine: The duplex filter FlL-013 can be omitted. ln this case the automaticfilter FlL-003 is to be installed directly upstream and as close as possible to the engine inlet. See also "Chapter Gen- eral notes, page 6-60" A single stand-by filter FlL-011 is to be installed with a mesh size of 0.025 mm (absolutej in parallel to the automatic filter. The stand-by filter is to be used in case of maintenance on the automatic filter. MDO supply systems for more than one main engine: A by-pass pipe in parallel to the automatic filter is required. A stand-by filter in the by-pass is not required. ln case of maintenance on the automatic filter, the by-pass is to be opened; the fuel is then filtered by the duplex filter FlL-013. FlL-013/ Dupex filter MDO supply systems for only one main engine: The duplex filter FlL-013 can be omitted (see also description of automatic filter FlL-003j. MDO supply systems for more than one main engine: This duplex filter is to be installed upstream and as close as possible to the engine. The filter mesh size shall be 0.025 mm (absolutej. The filter is to be equipped with a visual differential pressure indication and with two differential pressure contacts. See also "Chapter General notes, page 6-60". The drain connection of each filter chamber is to be fitted with a ball valve and a pipe to the sludge tank. When removing the filter inserts for cleaning, the filter chamber is to be emptied before. This prevents a contamination with dirt fuel on the clean filter side. The design criterion relies on the filter surface load, specified by the filter manufacturer FBv-010/ Flow balancing valve MDO supply systems for only one main engine and without auxiliary engines: The flow balancing valve FBv-010 is not required. Q p = P 1 x br lSO1 x f 3 Required supply pump capacity with MDO 45 °C Q p l/h Engine output power at 100 % MCR P 1 kW Specific engine fuel consumption (lSOj at 100 % MCR: br lSO1 g/kWh Factor for pump dimensioning: for dual-fuel engines f 3 = 3.75 x 10 -3 f 3 l/g Engine related service systems 6.4.2 MDO supply system for dual-fuel engines Status 05/2009 51/60 DF Page 6 - 59 0 6 0 4 - 0 1 0 2 M D F . f m MDO supply systems for more than one main engine or/and additional auxiliary engines: A flow balancing valve (1,2FBv-010j is required at the fuel outlet of each engine. lt is used to adjust the individual fuel flow for each engine. lt will compensate the influence (flow distribution due to pressure lossesj of the piping system as well. Once these valves are adjusted, they have to be blocked and must not be manipulated later. PCv-011/ Spill valve MDO supply systems for only one main engine and without auxiliary engines: Spill valve PCv-011 is not required. MDO supply systems for more than one main engine or/and additional auxiliary engines: ln case of several engines are operated in a common fuel system, a possibility for separating one engine from the fuel system circuit for maintenance or overhaul purposes has to be provided for. This can be managed by a by-pass line with a spill valve, simulating the pressure drop of the shut-off engine. This will avoid a fuel pressure increase on the engines in operation. The spill valve PCv-011 is to be adjusted so that the by-pass is only effected when the pressure is exceeded in comparison to normal (all enginesj operation. Once this valve is adjusted, it has to be blocked and it must not be manipulated later. HE-007/ MDO cooler The MDO-cooler is required to cool down the fuel, which was heated up while circulating through the injection pumps. The MDO cooler is normally connected to the LT cooling water system and should be dimensioned so that the MDO does not exceed a temperature of max. 45 °C. The thermal design of the cooler is based on the following data: ln case more than one engine, or different engines are connected to the same fuel system, the dimensioning of the MDO-cooler has to be increased accordingly. The recommended pressure class of the MDO cooler is PN16. Please note that the max. possible MDO flow through the cooler is identical to the delivery quantity of the supply pump P-008. PCv-008/ Pressure retaining valve ln open fuel supply systems (fuel loop with circulation through the service tank; service tank under atmospheric pressurej this pressure- retaining valve is required to keep the system pressure to a certain value against the service tank. lt is to be adjusted so that the pressure before engine inlet can be maintained in the required range (see "Chapter 2.1.5.14 Permissible operating pressure, page 2-28"j. Calculation of cooler design T out = 45 °C P c = P 1 x br lSO1 x f 1 Qc = P 1 x br lSO1 x f 2 Cooler outlet temperature MDO T out = 45 °C Tout °C Dissipated heat of the cooler P c kW MDO flow for thermal dimensioning of the cooler Q c l/h Engine output power at 100% MCR P 1 kW Specific engine fuel consumption (lSOj at 100 % MCR br lSO1 g/kWh Factor for heat dissipation: for dual-fuel engines f 1 = 2.68 x 10 -5 f 1 - Factor for MDO flow: for dual-fuel engines f 2 = 3.77 x 10 -3 f 2 l/g Engine related service systems 6.4.2 MDO supply system for dual-fuel engines Page 6 - 60 51/60 DF Status 05/2009 0 6 0 4 - 0 1 0 2 M D F . f m FSH-001/ Leakage fuel oil monitoring tank The leakage fuel oil monitoring tank is mounted on the engine. lts purpose is to detect a fuel flow from the injection pipes to the tank, which may occur by a leakage. The fuel level in the leakage fuel oil monitoring tank depends on the amount of the leakage flow. ln case of a considerable leakage flow an alarm is generated by a level switch and transferred to the alarm system. The classification societies require the installation of a monitoring tank for unmanned engine room. Lloyd's Register specifies a monitoring tank for manned engine rooms as well. 1T-006/ Leakage oil collecting tank Leakage fuel from the injection pipes, leakage lubrication oil and dirt fuel oil from the filters (to be discharged by gravityj are collected in the leakage oil collecting tank (1T-006j. The content of this tank has to be discharged into the sludge tank (T-021j. lt is not allowed to add the content of the tank to the fuel treatment system again, because of contamination with lubrication oil. 2T-006/ Leakage oil collecting tank for fuel oil A second leakage oil tank (2T-006j for fuel oil is to be installed and connected to the engine connection 5294. ln this tank the fuel oil leakage from the nozzles is collected. The content of this tank can be discharged into the MDO-storage tank (T-015j. Withdrawal points for samples Points for withdrawing fuel oil samples are to be provided upstream and downstream of each filter, to verify the effectiveness of the system components. T-015/ MDO storage tank See description "Chapter 6.4.1 Fuel oil treatment (MDOj, page 6-39". FQ-003/ Fuel consumption meter ln case a fuel oil consumption measurement is required (not mentioned in the diagramj, a fuel oil consumption meter is to be installed upstream and downstream of each engine (differ- entiation measurementj. General notes The arrangement of the final fuel filter directly upstream of the engine inlet (depending on the plant design the final filter could be either the duplex filter FlL-013 or the automatic filter FlL- 003 with parallel stand-by filter FlL-011j has to ensure that no parts of the filter itself can be loosen. The pipe between the final filter and the engine inlet has to be done as short as possible and is to be cleaned and treated with particular care to prevent damages (loosen objects/partsj to the engine. valves or components shall not be installed in this pipe. lt is required to dismantle this pipe completely in presents of our commissioning personnel for a complete visual inspection of all internal parts before the first engine start. Therefore flange pairs have to be provided on eventually installed bands. For the fuel piping system we recommend to maintain a MDO flow velocity between 0.5 and 1.0 m/s in suction pipes and between 1.5 and 2 m/s in pressure pipes. The recommended pressure class for the fuel pipes is PN16. Engine related service systems 6.4.2 MDO supply system for dual-fuel engines Status 05/2009 51/60 DF Page 6 - 61 0 6 0 4 - 0 1 0 2 M D F . f m Figure 6-17 Fuel supply (MDOj - single engine plant Engine related service systems 6.4.2 MDO supply system for dual-fuel engines Page 6 - 62 51/60 DF Status 05/2009 0 6 0 4 - 0 1 0 2 M D F . f m Figure 6-18 Fuel supply (MDOj - twin engine plant Engine-related modules and components 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Status 05/2009 51/60DF Page 6 - 49 0 6 0 4 - 0 2 0 4 D F . f m 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Each cylinder of the engine is equipped with two injection nozzles, the pilot fuel nozzle and the main fuel nozzle. Pilot fuel The pilot fuel nozzles are part of the pilot fuel common rail system. ln gas mode this system is used to ignite the gaseous fuel. For this propose MDO (DMA or DMBj is used. Pilot fuel nozzles are designed to operate with very small fuel quantities in order to minimize the pilot fuel consumption. Also in liquid mode pilot fuel is injected to keep the injection nozzles clean and ready for gas mode operation. As a safety function, in case of a failure on the pilot fuel system, the engine can be operated in liquid mode without pilot fuel (back up modej. The engine has two pilot fuel connections, one for pressurized pilot fuel inlet and one for pressureless pilot fuel outlet. Non-burned fuel and leakage fuel from the pilot fuel nozzles is circulated via the pilot fuel outlet connection. Main fuel oil The main nozzles are designed to ensure full load operation of the engine in liquid mode. Main fuel nozzles are part of a conventional fuel injection system, which is identical to the system used in the parent engine (48/60Bj for HFO and MDO operation. Only if the engine is operated in liquid mode, fuel is injected through the main nozzles and burned. Nevertheless, to ensure the lubrication and cooling of the injection pumps and to be prepared to switch the engine automatically and immediately from gas mode to liquid mode for safety reasons, main fuel oil has to be supplied to the engine, also when operated in gas mode. ln gas mode there is no main fuel oil consumption, the complete main fuel oil quantity will circulate. The engine is equipped with two main fuel oil connections, one for inlet and one for outlet, both under pressure. The required main fuel oil flow at engine inlet is equal to 3 times the max. fuel oil consumption of the engine. Non-burned fuel will circulate via the main fuel oil outlet connection back to the external fuel oil system. As main fuel oil HFO or MDO (DMA or DMBj can be used. ln case HFO is used, it must be heated up to meet a viscosity of 11 cSt (max. 14 cSt for very high fuel oil viscosityj at engine inlet. When MDO is used, it is normally not necessary to heat up the fuel. lt must be ensured that the MDO temperature at engine inlet does not become to warm. Therefore a MDO cooler must be installed in the fuel return line from the engine. External fuel system The external fuel system has to feed the engine with pilot fuel and with main fuel oil and it has to ensure safety aspects in order to enable the engine to be switched from gas mode to liquid mode automatically and immediately within approx. 1 sec. Also transient conditions, like conditions during fuel changing from HFO to MDO, must be considered. Normally two or three engines (one engine groupj are served by one fuel oil system in common. Depending on the required main fuel oil flexibility of the plant different layouts of the external fuel oil system are possible. High main fuel oil flexibility High main fuel oil flexibility for the engine group means the possibility to operate each single engine of this group individually with HFO or MDO as main fuel oil. For example, engine No. 1 can operate on MDO as main fuel oil while at the same time engine No. 2 can operate on HFO as main fuel oil. Engine-related modules and components 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Page 6 - 50 51/60DF Status 05/2009 0 6 0 4 - 0 2 0 4 D F . f m Standard main fuel oil flexibility Standard main fuel oil flexibility for the engine group means that all engines connected to the same external fuel oil system can operate con- temporarily on the same main fuel oil only. For example, engine No. 1 and No. 2 are operating together and at the same time on HFO as main fuel oil. lt is possible to switch the main fuel oil from HFO to MDO, but this can be done for the whole engine group only. lt is not possible to select for each single engine of the group a different main fuel oil. Systems designed for high main fuel oil flexibility are more complicated compared to those for standard main fuel oil flexibility. Regardless of the chosen level of main fuel oil flexibility, each engine can be operated in gas mode or liquid mode individually and at any time. Dual fuel engines are operated frequently and for long time periods in gas mode or in stand by mode. ln these cases no main fuel oil is burned, but it is circulated. HFO is subject to alteration if circulated in the fuel oil system without being consumed. lt becomes necessary to avoid circulation of the same HFO content for a period longer than 12 hours. Therefore the external main fuel oil system must be designed to ensure that the HFO content of the fuel system is completely exchanged with "fresh" HFO every 12 hours. This can be done by a return pipe from the booster system in the HFO setting tank. Al- ternatively HFO can be substituted by MDO, which is not so sensitive to alterations if circulated for long time. Other limitations for long term operation on gas, MDO or HFO can be given by the selected lube oil (base numberj and by the minimum admissible load. External main fuel oil system lf high main fuel oil flexibility is required, the external fuel oil system consists of the following major components (see diagram DRW 11840280019j: √ Supply pumps and supply circuit for MDO including pilot fuel. Equipped with water cooled MDO cooler and pressure control valves. lnstalled components are used by all connected engines in common. √ Pilot fuel system branched off from the MDO supply system including first stage of pilot fuel filtration for 5 ”m at 99 % separation efficiency. lnstalled components are used by all connected engines in common. √ Supply pumps and supply circuit for HFO with 34 ”m automatic filter. Equipped with air cooled finned tube HFO cooler. lnstalled components are used by all connected engines in common. √ Main fuel oil booster system including main fuel oil selecting valve, mixing tank, booster pumps, fuel heating, viscosity control, indicator filter 34 ”m , water cooled MDO cooler mounted in the main fuel oil return line and HFO return pipe to the HFO setting tank. These components are repeated for each engine. lf standard main fuel oil flexibility is required, the external fuel oil system consists of the following major components (see diagram DRW 11840280022j: √ Supply pumps and supply circuit for main fuel oil. Equipped with main fuel oil selecting valve, water cooled MDO cooler and pressure control valve. lnstalled components are used by all connected engines in common. √ Main fuel oil automatic filter 34 ”m. Used by all connected engines in common. Engine-related modules and components 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Status 05/2009 51/60DF Page 6 - 51 0 6 0 4 - 0 2 0 4 D F . f m √ Main fuel oil booster system and circuit. Equipped on the feeding line with mixing tank, booster pumps, fuel heating, viscosity control, water cooled MDO cooler on the fuel oil return line, and return pipe to the HFO service tank. lnstalled components are used by all connected engines in common. √ Main fuel oil indicator filter 34 ”m installed before engine inlet and flow balancing valve installed after engine outlet. These components are to be installed individually for each single engine. √ One spilling valve and shut off valve installed in parallel to the engines. √ Pilot fuel system including pilot fuel pumps, pressure control valve, return pipe to the MDO service tank, first stage of pilot fuel filtration for 5 ”m at 99 % separation efficiency. Pilot fuel return from the engines is collected in a pilot fuel collecting tank and returned from there to the MDO service tank by use of transfer pumps. lnstalled components are used by all connected engines in common. Dimensioning of main components √ All components installed in the supply circuit are to be dimensioned for 1.6 times the max. possible fuel oil consumption (under tropical conditions, including all tolerances and cor- rected to the real lower heating valuej of all connected engines. √ All components installed in the booster circuit are to be dimensioned for 3 times the max. possible fuel oil consumption (under tropical conditions, including all tolerances and cor- rected to the real lower heating valuej of all connected engines. √ The content of the mixing tank corresponds to 2.5 min of the max. possible fuel oil consumption of all connected engines. Design pressure 10 bar g, design temperature min. 150 °C. √ Coolers in the supply circuit are to be designed in order to not exceed a fuel oil temperature of 98 °C if HFO is used and 45 °C if MDO is used. The dissipated heat to be considered is equal to (or can not exceedj the installed power of the electric motor of the supply pump. √ MDO coolers installed in the main fuel oil return pipe are to be dimensioned for an MDO outlet temperature of 45 °C. The considered MDO inlet temperature is 60 °C. The MDO flow for cooler designing is 3 times the max. possible fuel oil consumption of all connected engines. Design pressure 16 barg. √ A fuel oil return pipe from the booster circuit to the HFO setting tank is required to substitute every 12 hours the circulating content of the main fuel oil system if HFO is used as main fuel. √ The pilot fuel system has to be designed for a flow of 70 l/h for each connected L-type engine and 110 l/h for each connected v-type engine. ln case that pilot fuel is branched off from the supply system the flow quantity of the supply system has to be increased accordingly. √ The pilot fuel collecting tank, installed on the pilot fuel return pipe, has to be designed for a content of min. 100 l for each connected L-type engine and min. 160 l for each connected v-type engine. At the engine outlet the pilot fuel is pressureless. Therefore the pilot fuel return pipe between the engine and the pilot fuel collecting tank has to be installed with a downward slope. √ Main fuel oil pressure at engine inlet has to be approx. 7 barg. √ Pilot fuel oil pressure at engine inlet has to be approx. 6.5 barg. Engine-related modules and components 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Page 6 - 52 51/60DF Status 05/2009 0 6 0 4 - 0 2 0 4 D F . f m Standard main fuel oil flexibility Figure 6-14 Standard main fuel oil flexibility Engine-related modules and components 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Status 05/2009 51/60DF Page 6 - 53 0 6 0 4 - 0 2 0 4 D F . f m Figure 6-15 Description standard main fuel oil flexibility Engine-related modules and components 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Page 6 - 54 51/60DF Status 05/2009 0 6 0 4 - 0 2 0 4 D F . f m High fuel oil flexibility Figure 6-16 High fuel oil flexibility Engine-related modules and components 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Status 05/2009 51/60DF Page 6 - 55 0 6 0 4 - 0 2 0 4 D F . f m Figure 6-17 Description high fuel oil flexibility Engine-related modules and components 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO Page 6 - 56 51/60DF Status 05/2009 0 6 0 4 - 0 2 0 4 D F . f m Engine related service systems 6.4.4 Gas supply Status 12/2007 51/60 DF Page 6 - 71 0 6 0 4 - 0 2 0 2 M D F . f m 6.4.4 Gas supply The external gas supply system is necessary to feed the dual-fuel engine with fuel gas according to the requirements of the engine. lt consists of: √ The engine related gas treatment system √ The gas valve unit with connection pipes The engine related gas treatment system serves to provide gas with the correct conditions at the inlet of the gas valve unit. Usually the main components of the gas treatment system are: √ Piping between the cargo system and the components of gas treatment system √ Gas compressor √ Device for forced evaporation of LNG √ Heat exchangers √ Piping from the components of the gas treatment system to the gas valve unit The gas treatment system is in part a cryogen system and has to be designed by a specialised company. MOD-052 / Gas valve unit Figure 6-23 Gas valve unit (GvUj The gas valve unit (MOD-052j is a regulating and safety device permitting the engine to be safely operated in the gas mode. The unit is equipped with block and bleed valves (quick-acting stop valves and venting valvesj and a gas pressure regulating device. Engine related service systems 6.4.4 Gas supply Page 6 - 72 51/60 DF Status 12/2007 0 6 0 4 - 0 2 0 2 M D F . f m The gas valve unit fulfills the following functions: √ Gas leakage test by engine control system before engine start √ Control of the pressure of the gas fed into the dual-fuel engine √ Quick stop of the gas supply at the end of the DF-operation mode √ Quick stop of the gas supply in case of an emergency stop √ Purging of the gas distribution system and the feed pipe with air after DF-operation √ Purging with N 2 for maintenance reasons. ln order to keep impurities away from the downstream control and safety equipment, a gas filter (FlL-026j is installed after the hand-stop valve (v-003j. The pressure loss at the filter is monitored by a differential pressure gauge. The gas pressure control device (PCv-014j ad- justs the pressure of the gas fed into the engine. The control devices include a regulating valve with pressure regulator and an lP transducer. ln accordance with the engine load, the pressure control device maintains a differential gas overpressure to the charge air pressure. This ensures that the gas feed pressure is correct at all operating points. At the outlet of the gas control line, quick-acting stop valves (1,2 QSv-001j and automatic venting valves (1,2,3 Fv-002j are mounted. The quick-acting stop valves will interrupt the gas supply to engine on request. The automatic venting valve (2 Fv-002j relieves the pressurised gas trapped between the two closed quick-acting stop valves (1,2 QSv-001j. The automatic venting valve (3 Fv-002j relieves the pressurised gas trapped between the quick-acting stop valves (2 QSv-001j and the engine and is used to purge the gas distribution system and pipe with air in inverse direction. For safety reasons, the working principle of the quick-acting stop valves (1,2 QSv-001j ensures that the valves are normally closed (closed in case there is no signalj while the venting valves (2,3 Fv-002j are normally open. ln addition, a safety stop device (SAvj (incorporated in PCv- 014j shuts off the gas flow automatically in case the pressure downstream of the gas valve unit is excessive. The gas valve unit includes pressure transmit- ters / gauges and a thermocouple. The output of these sensors is transmitted to the engine management system.The control logic meets MAN Diesel requirements and controls the opening and closing of the block and bleed valves as well as the gas-control-line leak test. The gas valve unit is built according to the DvGW regulation. DvGW = Deutsche vereinigung des Gas- und Wasserfaches (German association for the sec- tors gas and waterj. At the gas input connection (Aj of the gas valve unit, all gas parameters as specified for the engine are to be observed (see "Chapter 3.5.2 Fuel specification of natural gas, page 3-23" j. Gas valve unit room The gas valve unit is to be installed in a separate room meeting the following requirements: √ Gas tight compartment √ lnstalled room ventilation system with exhaust air fan to outside area. This ensures that there is allways a lower pressure in this room in comparison to the engine room √ lnstallation of a gas detection system √ lnstallation of a fire detection and fire fighting system Safety concept: For further information for the installation of the gas supply system and the gas valve unit please refer to our brochure "Safety concept of MAN Diesel dual-fuel engine" Gas piping To provide a good response on load dynamics of the engine in gas operation the gas piping between GvU and engine inlet should not exceed 20 m. Engine related service systems 6.4.4 Gas supply Status 12/2007 51/60 DF Page 6 - 73 0 6 0 4 - 0 2 0 2 M D F . f m A loss of 0.1 bar from GvU outlet to the engine inlet is included in the gas pressure requirements indicated in "Chapter 2.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit, page 2-29". The gas supply pipe of the engine (between the gas valve unit and the engine gas inlet connec- tionj is to be of double-wall design or a pipe in a separate duct. The interspace between the two pipes (or between pipe and ductj is to be connected to the gas valve unit room. A gas detection for the interspace is to be installed, and a ventilation system ensuring that the air is exchanged at least 30 times per hour is required. The length of the gas supply section from outlet of the gas valve unit (GvUj to the inlet of the DF- engine has to be designed as short as possible. The pressure loss has to be minimised. Also the gas pipe leading to the gas valve unit is to be designed similarly to the feed pipe (double wall, gas detection, air exchange at least 30 times per hourj. ln addition, an external emergency stop-valve has to be fitted in this pipe in an appropriated place (outsidej. The external gas pipe upstream of the gas input connection of the gas valve unit (Aj has to be equipped with a fuel gas pressure safety valve in order to ensure that the gas pressure at the gas valve unit does not exceed the 6 barg. lt is also to be ensured that the fuel gas temperature remains within the admissible range of 5 °C to 50 °C. For more details, see "Chapter 3.5.2 Fuel specification of natural gas, page 3-23". Engine related service systems 6.4.4 Gas supply Page 6 - 74 51/60 DF Status 12/2007 0 6 0 4 - 0 2 0 2 M D F . f m Figure 6-24 Fuel gas supply system, engine room arrangement Engine related service systems 6.4.4 Gas supply Status 12/2007 51/60 DF Page 6 - 75 0 6 0 4 - 0 2 0 2 M D F . f m Figure 6-25 Gas feeding system - one common engine room Engine related service systems 6.4.4 Gas supply Page 6 - 76 51/60 DF Status 12/2007 0 6 0 4 - 0 2 0 2 M D F . f m Figure 6-26 Gas feeding system - two separate engine rooms Engine related service systems 6.5.1 Starting air system Status 10/2005 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 97 0 6 0 5 - 0 1 0 1 M A . f m 6.5 Compressed air system 6.5.1 Starting air system Marine main engines The compressed air supply to the engine plant requires air vessels and air compressors of a capacity and air delivery rating which will meet the requirements of the relevant classification society (see the following chapter "Starting air vessels, compressors"j. 1 C-001, 2 C-001, 3 C-001 / Air compressor 1 service compressor . . . . . . . . . . . . 1 C-001 1 auxiliary compressor . . . . . . . . . . . 1 C-001 1 Jet Assist compressor . . . . . . . . . . 1 C-001 These are multi-stage compressor sets with safety valves, cooler for compressed air and condensate traps. The operational compressor is switched on by the pressure control at low pressure, respectively switched off at max. service pressure. A max. service pressure of 30 bar is required. The standard design pressure of the starting air vessels is 30 bar and the design temperature is 50 °C. The service compressor is electrically driven, the auxiliary compressor may also be driven by a Diesel engine. The capacity of both compressors (1 C-001 and 2 C-001j is identical. The total capacity of the compressors has to be increased if the engine is equipped with Jet As- sist. This can be met either by providing a larger service compressor, or by an additional compressor (3 C-001j. For special operating conditions such as, e.g., dredging service, the capacity of the compressors has to be adjusted to the respective requirements of operation. 1 T-007, 2 T-007 / Starting air vessels The installation situation of the air vessels must ensure a good drainage of condensed water. Air vessels, if supplied by MAN Diesel, must be installed with a downward slope of 10° towards the bottom end. The installation situation also has to ensure that during emergency discharging of the safety valve no persons can be compromised. lt is not allowed to weld supports (or otherj on the air vessels. The original design must not be altered. Air vessels are to be bedded and fixed by use of external supporting structures. T-018 / Air vessel for Jet Assist Technical notes identical to 1 T-007, 2 T-007 / starting air vessels. As an alternative it is possible to omit the separate air vessel for Jet Assist (T-018j. ln this case, the volume of the starting air vessels (1 T-007, 2 T-007j must be increased accordingly. Piping The main starting pipe (engine connection 7171j, connected to both air vessels, leads to the main starting valve (MSv- 001j of the engine. A second 30 bar pressure line (engine connection 7172j with separate connections to both air vessels supplies the engine with control air. This does not require larger air vessels. A line branches off the aforementioned control air pipe to supply other air-consuming engine accessories (e.g. lube oil automatic filter, fuel oil filterj with compressed air through a separate 30/8 bar pressure reducing station. A third 30 bar pipe is required for engines with Jet Assist (engine connection 7177j. Depending on the air vessel arrangement, this pipe can be branched off from the starting air pipe near engine or must be connected separately to the air vessel for Jet Assist. Engine related service systems 6.5.1 Starting air system Page 6 - 98 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Status 10/2005 0 6 0 5 - 0 1 0 1 M A . f m Additional connections on the air vessels are provided for air requirements of the ship and for the horn. The pipes to be connected by the shipyard have to be supported immediately behind their connection to the engine. Further supports are required at sufficiently short distance. Galvanised steel pipe must not be used for the piping of the system. General requirements of classification societies The equipment provided for starting the engines must enable the engines to be started from the operating condition 'zero' with shipboard facilities, i.e. without outside assistance. Compressors Two or more starting air compressors must be provided. At least one of the air compressors must be driven independently of the main engine and must supply at least 50 % of the required total capacity. The total capacity of the starting air compressors is to be calculated so that the air volume necessary for the required number of starts is topped up from atmospheric pressure within one hour. The compressor capacities stated in the table are calculated as follows: P Total volumetric capacity . . . . . . . . . . . . . . . . . . m³/h of the compressors v Total volume of the starting air vessels. . . . . . . . . litre at 30 bar service pressure As a rule, compressors of identical ratings should be provided. An emergency compressor, if provided, is to be disregarded in this respect. Starting air vessels The starting air supply is to be split up into not less than two starting air vessels of about the same size, which can be used independently of each another. The sizes of the starting air vessels for the respective engines are listed in the chapter "Start- ing air vessels, compressors". Diesel-mechanical main engine: For each non-reversible main engine driving a C.P.-propeller, or where starting without counter torque is possible, the stored starting air must be sufficient for a certain number of starting manoeuvres, normally 6 per engine. The exact number of required starting manoeuvres depends on the arrangement of the propulsion system and on the special requirements of the classification society. Diesel-electric auxiliary engine: For auxiliary marine engines, separate air tanks shall only be installed in case of turbine-driven vessels, or if the auxiliary sets in engine-driven vessels are installed far away from the main propulsion plant. Diesel-electric main engine: For each Diesel-electric main engine the stored starting air must be sufficient for a certain number of starting manoeuvres, normally 6 per engine. The exact number of required starting manoeuvres depends on the number of engines and on the special requirements of the classification society. P v 30 × 1000 --------------- = Engine related service systems 6.5.1 Starting air system Status 10/2005 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 99 0 6 0 5 - 0 1 0 1 M A . f m Calculation formula for starting air vessels see below: v Required vessel capacity . . . . . . .litre v st Air consumption per nominal start 1j . . . . litre f drive factor for drive type . . . . . . . . . . . . . . . . . . . . - (1.0 = Diesel-mechanic, 1.5 = generator drivej z st No. of starts required by the classification society . . . . . . . . . . . . . . . . . . . - z safe Number of starts as safety margin . . . . . . . . - v Jet Assist Air consumption per Jet Assist 1j . . litre z Jet Number of Jet Assist procedures 2j . . . . . . . - t Jet Duration of Jet Assist procedures . . . . . . sec. v sl Air consumption per slow turn . . . . . . . . . litre z sl Number of slow turn manoeuvres . . . . . . . . . - p max Maximum starting air pressure . . . . . . . . . bar p min Minimum starting air pressure. . . . . . . . . . bar 1j 2j Tabulated values see "Chapter 6.5.2 Starting air vessels, compressors, page 6-81". lf other consumers (i.e. auxiliary engines, ship air etc.j which are not listed in the formula are connected to the starting air vessel, the capacity of starting air vessel must be increased accordingly, or an additional separate air vessel has to be installed. V V st f drive z st z safe + ( ) × × V Jet 5 sec --------- z Jet t Jet V sl z sl f drive × × + × × + ⎝ ⎠ ⎛ ⎞ p max p min – ( ) ⁄ = Engine related service systems 6.5.1 Starting air system Page 6 - 100 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Status 10/2005 0 6 0 5 - 0 1 0 1 M A . f m Starting air system Figure 6-27 Starting air system Engine related service systems 6.5.2 Starting air vessels, compressors Status 03/2007 51/60DF Page 6 - 81 0 6 0 5 - 0 2 0 1 M D F . f m 6.5.2 Starting air vessels, compressors Purpose The engine requires compressed air for starting, start-turning, for the Jet Assist function as well as several pneumatic controls. The design of the pressure air vessel directly depends on the air consumption and the requirements of the classification societies. Table 6-15 Starting air consumption 51/60DF 1j The air consumption per starting manoeuvre depends on the inertia moment of the unit. For generator plants, 1.5 times the air consumption per starting manoeuvre has to be expected. 2j The above-mentioned air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet duration may vary between 3 sec and 10 sec, depending on the loading (average jet duration 5 secj. The air consumption is substantially determined by the respective turbocharger design. 3j The air consumption per slow-turn activation depends on the inertia moment of the unit. Starting air vessels: Service pressure . . . . . . . . . . . . . . max. 30 bar Minimum starting air pressure . . . min. 10 bar Starting air compressors: The total capacity of the starting air compressors has to be capable to charge the air receiv- ers from the atmospheric pressure to full pressure of 30 bar within one hour. Number of cylinders 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v Swept volume of engine litre 651 760 868 977 1,303 1,520 1,737 1,955 Air consumption per start 1j Nm³ (20 °Cj 2.8 3.2 3.5 3.8 4.8 5.5 6.0 6.7 Air consumption per Jet Assist activation 2j 4.0 4.0 5.5 5.5 7.9 7.9 7.9 11.3 Air consumption per slow turn manoevre 1j 3j 5.6 6.4 7.0 7.6 9.6 11.0 12.0 13.4 Engine related service systems 6.5.2 Starting air vessels, compressors Page 6 - 82 51/60DF Status 03/2007 0 6 0 5 - 0 2 0 1 M D F . f m 6.5.2.1 Propulsion plant with 1 main engine Diesel-electrical drive with Jet Assist Table 6-16 Starting air vessels , compressors with Jet Assist-single shaft vessel Diesel electrical drive without Jet Assist Table 6-17 Starting air vessels, compressors without Jet Assist-single shaft vessel 6.5.2.2 Multiple engine plants ln case of multi-engine plants, the required volume of the starting air supply is to be fixed in ag- grement with the respective classification society. ln this connection, the number of starts required for each engine is generally reduced. 6.5.2.3 Jet Assist Purpose Jet Assist is a system for acceleration of the turbocharger. By means of nozzles in the turbocharger, compressed air is directed to the compressor wheel resulting in its acceleration. This causes the turbocharger to adapt more rap- idly to a new load condition and improves the response of the engine. Air consumption The air consumption for Jet Assist is, to a great extent, dependent on the load profile of the engine. ln case of frequently and quickly changing load steps, Jet Assist will be actuated more often than this will be the case during long routes at largely constant load. Starting air vessels and compressor capacities (6 starts + 1 safety start, 10 x 5 sec. Jet Assist, 1 slow turnj Engine 51/60DF 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v Min. required vessel capacity litre 3,890 4,160 5,110 5,320 7,190 7,660 8,000 10,170 Required vessels litre 2x2,000 2x2,250 2x2,750 2x 2,750 2x3,750 2x4,000 2x4,000 2x5,250 Min. required compressor capacity Nm³/h 120 135 165 165 225 240 240 315 Starting air vessels and compressor capacities (6 starts + 1 safety start, no Jet Assist, 1 slow turnj Engine 51/60DF 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v Min. required vessel capacity litre 1,890 2,160 2,360 2,570 3,240 3,710 4,050 4,520 Required vessels litre 2x1,000 2x1,250 2x1,250 2x1,500 2x1,750 2x2,000 2x2,000 2x2,250 Min. required compressor capacity Nm³/h 60 75 75 90 105 120 120 135 Engine related service systems 6.5.2 Starting air vessels, compressors Status 03/2007 51/60DF Page 6 - 83 0 6 0 5 - 0 2 0 1 M D F . f m General data Jet Assist air pressure (overpress.j max. 4 bar At the engine connection the pressure is max. 30 bar. The air pressure will reduced on the engine by an orifice to max. 4 bar (overpressj. Activation below 50% load: √ at constant speed mode when speed drops quickly and fuel admission rises √ at combinator mode the power command lever in the control room is changed quickly Jet Assist activating time: 3 sec to 10 sec (5 sec in averagej Deactivation of Jet Assist: √ after 10 sec activating time or √ charge air pressure >1 bar (= engine load > approx. 50%j Guiding values for the number of Jet Assist manoeuvres dependent on application Table 6-18 Jet Assist manoeuvres and dependent on application Application No. of manoeuvres per hour / Average duration No. of manoeuvres, which take place in rapid succession, if necessary Diesel-electric marine drive approx. 10 times, 5 sec approx. 5 times Auxiliary engines approx. 3 times, 5 sec approx. 3 times Ships with frequent load changes (e.g. ferriesj 1j approx. 10 times, 5 sec approx. 5 times 1j Adaptation required in special cases Engine related service systems 6.5.2 Starting air vessels, compressors Page 6 - 84 51/60DF Status 03/2007 0 6 0 5 - 0 2 0 1 M D F . f m Engine related service systems 6.6 Exhaust gas system Status 06/2005 51/60DF Page 6 - 85 0 6 0 7 - 0 1 0 1 M D F . f m 6.6 Exhaust gas system 6.6.1 General informations Layout As the flow resistance in the exhaust system has a very large influence on the fuel consumption and the thermal load of the engine, the total flow resistance of the exhaust gas system must not exceed 30 mbar. The pipe diameter to be selected depends on the engine output, the exhaust gas flow, the length and arrangement of the piping as well as the number of bends. Sharp bends result in very high flow resistance and should therefore be avoided. lf necessary, pipe bends must be provided with cascades. We recommend a gas velocity not higher than 40 m/s in the exhaust pipes as guideline. For the installation of exhaust gas systems in dual-fuel engines plants, in ships and offshore applications, several rules and requirements from lMO Tier l, classification societies, port and other authorities have to be applied. For each individual plant the design of the exhaust gas system has to be approved by one ore more of the above mentioned parties. The design of the exhaust gas system of dual- fuel engines has to ensure that unburned gas fuel cannot gather anywhere in the system. This case may occur, if the exhaust gas contains unburned gas fuel due to incomplete combustion or other malfunctions. The exhaust gas system shall be designed and build sloping upwards in order to avoid formations of gas fuel pockets in the system. Only very short horizontal lengths of exhaust gas pipe can be allowed. ln addition the design of other main components, like exhaust gas boiler and silencer, has to ensure that no accumulation of gas fuel can occur inside. For the exhaust gas system in particular this re- flects to following design details: √ Design requirements for the exhaust system installation √ lnstallation of adequate purging device √ lnstallation of explosion venting devices (rupture discs, or similarj Note: For further information please refer to our brochure "Safety concept of MAN Diesel dual-fuel engine" lnstallation When installing the exhaust system, the following points must be observed: √ The exhaust pipes of two or more engines must not be joined. √ The exhaust pipes must be able to expand. According to the requirements of the exhaust gas system a sufficient number of expansion joints are to be installed. The first expansion joint to be provided for this purpose is to be mounted downstream of the turbine outlet as near as possible to the turbine outlet. Directly downstream of this first expansion joint the exhaust gas pipe has to be fixed with suitable sturdy supports. Movements and forces from the exhaust gas pipe must not be transferred to this first expansion joint and finally in the casing of the turbine. Expansion joints for exhaust gas (metal expansion jointsj are not able to compensate twisting (torsionalj movements. For resilient mounted engines the installation of the compensator should be vertical or lateral or in between, but not in parallel to the crankshaft center line. √ The exhaust piping should be elastically hung or supported by means of dampers in order Engine related service systems 6.6 Exhaust gas system Page 6 - 86 51/60DF Status 06/2005 0 6 0 7 - 0 1 0 1 M D F . f m to keep the transmission of sound to other parts of the ship to a minimum. √ The exhaust piping is to be provided with water drains, which are to be kept constantly open for draining the condensation water or possible leak water from boilers. √ During commissioning and maintenance work, checking of the exhaust gas counter pressure by means of a temporarily connected measuring device may become necessary. For this purpose, a measuring socket is to be provided approx. 1-2 m after the exhaust gas outlet of the turbocharger at an easily acceptance place. Usual pressure measuring devices require a measuring socket size of 1/2". This measuring socket is to be provided as to ensure utilization without any damage to the exhaust gas pipe insulation. Engine related service systems 6.6 Exhaust gas system Status 06/2005 51/60DF Page 6 - 87 0 6 0 7 - 0 1 0 1 M D F . f m 6.6.2 Components and assemblies Exhaust gas silencer Mode of operation The silencer operates on the absorption principle so it is effective in a wide frequency band. The flow path, which runs through the silencer in a straight line, ensures optimum noise reduction with minimum flow resistance. The silencer must be equipped with a spark arrester. lnstallation lf possible, the silencer should be installed towards the end of the exhaust line. A vertical installation situation is to be preferred in order to avoid formations of gas fuel pockets in the silencer. The cleaning ports of the spark arrestor are to be easily accessible. Exhaust gas boiler lnstallation of a waste heat economiser to use the waste heat for heating purpose to generate steam. lnsulation The exhaust gas system (from outlet of turbocharger, boiler, silencer to the outlet stackj is to be insulated to reduce the external surface temperature to the required level. The relevant pro- visions concerning accident prevention and those of the classification societies must be observed. Normally a surface temperature of not more than 60 °C is requested. The insulation is also required to avoid temperatures below the dew point on the interior side. ln case of insufficient insulation intensified corrosion and soot deposits on the interior surface are the consequence. During fast load changes, such deposits might flake off and be entrained by exhaust in the form of soot flakes. The rectangular flange connection on the turbocharger outlet and the adjacent round flanges of the adaptor shall be covered with insulating col- lars as well. lnsulation and covering of the compensator may not restrict its free movement. Explosion venting devices / rupture disc The external exhaust gas system of a dual-fuel engine installation is to be equipped with explosion venting devices (rupture discs, or similarj to relief the excess pressure in case of explosion. The number and location of explosion venting devices is to be approved by the classification societies. Purging device / fan The external exhaust gas system of DF-engine installations is to be equipped with a purging device to ventilate the exhaust system after an engine stop or emergency shut down. The design and the capacity of the ventilation system is to be approved by the classification societies. Safety concept For further information please refer to our brochure "Safety concept of MAN Diesel dual-fuel engine" Engine related service systems 6.6 Exhaust gas system Page 6 - 88 51/60DF Status 06/2005 0 6 0 7 - 0 1 0 1 M D F . f m 6.6.3 Example for ducting arrangement Figure 6-28 Example: Exhaust gas ducting arrangement Page 7 - 1 K a p i t e l t i t e l 7 M . f m 7 Auxiliary modules and system components Page 7 - 2 K a p i t e l t i t e l 7 M . f m Auxiliary modules and system components 7.1.1 Nozzle cooling water module Status 11/2008 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 7 - 3 0 7 0 6 - 0 1 0 1 M A . f m 7.1 Auxiliary modules 7.1.1 Nozzle cooling water module Figure 7-1 Example : Compact nozzle cooling water module Auxiliary modules and system components 7.1.2 Preheating module Page 7 - 4 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 11/2008 0 7 0 6 - 0 1 0 1 M A . f m 7.1.2 Preheating module Figure 7-2 Example : Compact preheating cooling water module Auxiliary modules and system components 7.2.1 Lube oil automatic filter Status 11/2008 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 7 - 5 0 7 0 6 - 0 1 0 1 M A . f m 7.2 System components 7.2.1 Lube oil automatic filter Figure 7-3 Example : Lube oil automatic filter Auxiliary modules and system components 7.2.2 Lube oil double filter Page 7 - 6 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 11/2008 0 7 0 6 - 0 1 0 1 M A . f m 7.2.2 Lube oil double filter Figure 7-4 Example : Lube oil double filter Page 8 - 1 K a p i t e l t i t e l 8 M . f m 8 Plant service systems Page 8 - 2 K a p i t e l t i t e l 8 M . f m Plant service systems 8.1 Engine room ventilation Status 09/2005 51/60DF Page 8 - 3 0 8 0 5 - 0 1 0 2 M D F . f m 8.1 Engine room ventilation Purpose The engine room ventilation system serves to √ supplying the engines and auxiliary boilers with combustion air (if sucking from engine roomj √ carrying off the radiant heat from all installed engines and auxiliaries √ ensuring the required air exchange rate in the engine room according to the requirements of the classification societies for gas engine applications (explosion preventionj. For further information please refer to our brochure "Safety concept of MAN Diesel dual-fuel engine". Combustion air The combustion air must be free from spray water, dust and oil mist. This is achieved by: √ Louvres, protected against the head wind, with baffles in the back and optimally dimensioned suction space so as to reduce the air flow velocity to 1-1.5 m/s. √ Self-cleaning air filter in the suction space (required for dust-laden air. √ Sufficient space between the intake point and the openings of exhaust air ducts from the engine and separator room as well as vent pipes from lube oil and fuel oil tanks and the air intake louvres. (The influence of winds must be taken into considerationj. √ Positioning of engine room doors on the ship's deck so that no oil-laden air and warm engine room air will be drawn in when the doors are open. √ Arranging the separator station at a sufficiently large distance from the turbochargers. The combustion air is normally sucked in from the engine room. The MAN Diesel turbochargers are fitted with an air intake silencer and can additionally be equipped with an air filter to meet with special circumstances, in which case the cleaning intervals for the compressor impeller of the turbocharger and for the charge air cooler can be extended. The air intake filter will retain 95 % of the particles larger than 10 μm. ln tropical service a sufficient volume of air must be supplied to the turbocharger(sj at outside air temperature. For this purpose there must be an air duct installed for each turbocharger, with the outlet of the duct facing the respective intake air silencer, separated from the latter by a space of 1.5 m. No water of condensation from the air duct must be allowed to be drawn in by the turbocharger.The air stream must not be directed onto the exhaust manifold. ln arctic service the air must be heated to at least 0 °C. lf necessary, steam heated air pre- heaters must be provided For the required combustion air quantity,see "Chapter 2.1.5 Planning data for emission standard lMO Tier ll, page 2-15". Cross-sections of air supply ducts are to be designed to obtain the following air flow velocities: √ main ducts 8-12 m/s √ secondary ducts max. 8 m/s. Radiant heat The heat radiated from the main and auxiliary engines, from the exhaust manifolds, waste heat boilers, silencers, generators, compressors, electrical equipment, steam and condensate pipes, heated tanks and other auxiliaries is absorbed by the engine room air. The amount of air v required to carry off this radiant heat can be calculated as follows: v Air required . . . . . . . . . . . . . . . . . . . . . . . . . . . . .m³/h Q Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . kJ/h v Q Δt cp ρt × × ------------------------------- = Plant service systems 8.1 Engine room ventilation Page 8 - 4 51/60DF Status 09/2005 0 8 0 5 - 0 1 0 2 M D F . f m Δt Air temperature rise in engine room (10-12.5j . . . . °C cp Specific heat capacity of air (1.01j . . . . . . . . kJ/kg∗k ρt Air density at 35 °C (1.15j . . . . . . . . . . . . . . . . . kg/m³ ventilator capacity The capacity of the air ventilators (without separator roomj must be large enough to cover: √ the combustion air requirements of all consumers √ the air required for carrying off the radiant heat √ the required number of air changes for other purposes Safety Concept For further information please refer to our brochure "Safety concept of MAN Diesel dual-fuel engine" Plant service systems 8.1 Engine room ventilation Status 09/2005 51/60DF Page 8 - 5 0 8 0 5 - 0 1 0 2 M D F . f m Figure 8-1 Engine room arrangement and ventilation systems Plant service systems 8.1 Engine room ventilation Page 8 - 6 51/60DF Status 09/2005 0 8 0 5 - 0 1 0 2 M D F . f m Page 9 - 1 K a p i t e l t i t e l 9 M . f m 9 Engine room planning Page 9 - 2 K a p i t e l t i t e l 9 M . f m Engine room planning 9.1.1 General details Status 07/2005 Page 9 - 3 0 9 0 1 - 0 1 0 1 M A . f m 9.1 lnstallation and arrangement 9.1.1 General details Apart from a functional arrangement of the components, the shipyard is to provide for an engine room layout ensuring good accessibility of the components for servicing. The cleaning of the cooler tube bundle, the emptying of filter chambers and subsequent cleaning of the strainer elements, and the emptying and cleaning of tanks must be possible without any problem whenever required. All of the openings for cleaning on the entire unit, including those of the exhaust silencers, must be accessible. There should be sufficient free space for temporary storage of pistons, camshafts, exhaust gas turbochargers etc. dismounted from the engine. Additional space is required for the maintenance personnel. The panels in the engine sides for inspection of the bearings and removal of components must be accessible without taking up floor plates or disconnecting supply lines and piping. Free space for installation of a torsional vibration meter should be provided at the crankshaft end. A very important point is that there should be enough room for storing and handling vital spare parts so that replacements can be made without loss of time. ln planning marine installations with two or more engines driving one propeller shaft through a multi-engine transmission gear, provision must be made for a minimum clearance between the engines because the crankcase panels of each must be accessible. Moreover, there must be free space on both sides of each engine for removing pistons or cylinder liners. Special note: MAN Diesel supplied scope is to be arranged and fixed by proven technical experiences as per state of the art. Therefore the technical requirements have to be taken in consideration as described in the following documents subse- quential: √ Order related engineering documents. √ lnstallation documents of our subsuppliers for vendor specified equipment. √ Operating manuals for Diesel engines and auxiliaries. √ Project Guides of MAN Diesel. Any deviations from the principles specified in the a.m. documents provides a previous approval by us. Arrangements for fixitation and/or supporting of plant related equipment attached to the scope supplied by us, not described in the a.m. documents and not agreed with us are not allowed. For damages due to such arrangements we will not take over any responsibility. Engine room planning 9.1.1 General details Page 9 - 4 Status 07/2005 0 9 0 1 - 0 1 0 1 M A . f m Engine room planning 9.1.2 lnstallation drawings Status 05/2009 51/60DF Page 9 - 5 0 9 0 1 - 0 1 0 3 M D F . f m 9.1.2 lnstallation drawings Engine 6+7+8 L51/60DF Figure 9-1 lnstallation drawing 6+7+8 L51/60DF - turbocharger on counter coupling side Engine room planning 9.1.2 lnstallation drawings Page 9 - 6 51/60DF Status 05/2009 0 9 0 1 - 0 1 0 3 M D F . f m Engine 9 L51/60DF Figure 9-2 lnstallation drawing 9 L51/60DF - turbocharger on counter coupling side Engine room planning 9.1.2 lnstallation drawings Status 05/2009 51/60DF Page 9 - 7 0 9 0 1 - 0 1 0 3 M D F . f m Engine 12, 14, 16, 18 v51/60DF Figure 9-3 lnstallation drawing 12-18 v51/60DF - turbocharger on counter coupling side Engine room planning 9.1.2 lnstallation drawings Page 9 - 8 51/60DF Status 05/2009 0 9 0 1 - 0 1 0 3 M D F . f m Engine room planning 9.1.1 Removal dimensions of piston and cylinder liner Status 05/2009 48/60B, 51/60 DF Page 9 - 7 0 2 0 4 - 1 6 0 1 M D . f m 9.1.1 Removal dimensions of piston and cylinder liner Figure 9-2 Piston removal L51/60 Engine room planning 9.1.1 Removal dimensions of piston and cylinder liner Page 9 - 8 48/60B, 51/60 DF Status 05/2009 0 2 0 4 - 1 6 0 1 M D . f m Figure 9-3 Cylinder liner removal L51/60 Engine room planning 9.1.1 Removal dimensions of piston and cylinder liner Status 05/2009 48/60B, 51/60 DF Page 9 - 9 0 2 0 4 - 1 6 0 1 M D . f m Figure 9-4 Piston removal v51/60 Engine room planning 9.1.1 Removal dimensions of piston and cylinder liner Page 9 - 10 48/60B, 51/60 DF Status 05/2009 0 2 0 4 - 1 6 0 1 M D . f m Figure 9-5 Cylinder liner removal v51/60 Engine room planning 9.1.5 Lifting appliance Status 07/2006 Page 9 - 19 0 9 0 1 - 0 2 0 1 M A . f m 9.1.5 Lifting appliance Lifting gear with varying lifting capacities are to be provided for servicing and repair work on the engine, turbocharger and charge-air cooler. Engine Lifting capacity An overhead travelling crane is required which has a lifting power equal to the heaviest component that has to be lifted during servicing of the engine. The overhead travelling crane can be chosen with the aid of the following table. Table 9-1 Lifting capacity Crane arrangement The rails for the crane are to be arranged in such a way that the crane can cover the whole of the engine beginning at the exhaust pipe. The hook position must reach along the engine axis, past the centreline of the first and the last cylinder, so that valves can be dismantled and installed without pulling at an angle. Similarly, the crane must be able to reach the tie rod at the ends of the engine. ln cramped conditions, eyelets must be welded under the deck above, to accommo- date a lifting pulley. The required crane capacity is to be determined by the crane supplier. Crane design lt is necessary that: √ There is an arresting device for securing the crane while hoisting if there is a seaway. √ There is a two-stage lifting speed. Precision hoisting = 0.5 m/min Normal hoisting = 2 - 4 m/min Places of storage ln planning the arrangement of the crane, a storage space must be provided in the engine room for the dismantled engine components which can be reached by the crane. lt should be capable of holding two rocker arm casings, two cylinder covers and two pistons. lf the cleaning and service work is to be carried out here, additional space for cleaning troughs and work surfaces should be planned for. Transport to the workshop Grinding of valve cones and valve seats is carried out in the workshop or in a neighbouring room. Transport rails and appropriate lifting tackle are to be provided for the further transport of the complete cylinder cover from the storage space to the workshop. For the necessary deck openings, see turbocharger casing. Engine type 32/44CR 32/40 40/54 48/60B 48/60CR 51/60DF 58/64 Cylinder head with valves kg 568 566 785 1,124 2,200 Piston with connecting shaft/head 238 230 393 707 954 Cylinder liner 205 205 466 663 1,178 Recommended lifting capacity of travelling crane 1,000 1,000 1,500 L=2,000 v=2,500 3,000 Engine room planning 9.1.5 Lifting appliance Page 9 - 20 Status 07/2006 0 9 0 1 - 0 2 0 1 M A . f m Turbocharger Hoisting rail A hoisting rail with a mobile trolley is to be provided over the centre of the turbocharger running parallel to its axis, into which a lifting tackle is suspended with the relevant lifting power for lifting the above-mentioned parts (see tablej, to carry out the operations according to the maintenance schedule. Table 9-2 Hoisting rail for NR/NA turbocharger Table 9-3 Hoisting rail for TCA turbocharger Table 9-4 Hoisting rail for TCR turbocharger Withdrawal space dimensions The withdrawal space dimensions shown in our dimensioned sketch of the engine at the beginning of this chapter and in the above table are needed in order to be able to separate the silencer from the turbocharger. The silencer must be shifted axially by this distance before it can be moved laterally. ln addition to this measure, another 100 mm are required for assembly clearance. This is the minimum distance that the silencer must be from a bulkhead or a tween-deck. We recommend that a further 300-400 mm be planned for as working space. Make sure that the silencer can be removed either downwards or upwards or laterally and set aside, to make the turbocharger accessible for further servicing. Pipes must not be laid in these free spaces. Turbocharger NR 29/S NR 34/S NA 34/S NA 40/S NA 48/S NA 57/T9 Silencer kg 85 300 300 480 750 1,015 Compressor casing 105 340 340 460 685 720 Rotor plus bearing casing 190 245 270 485 780 1,040 Space for removal of silencer mm 110 + 100 230 + 100 200 + 100 50 + 100 50 + 100 250 + 100 Turbocharger TCA 55 TCA 66 TCA 77 TCA 88 Silencer kg 430 800 1,770 2,010 Compressor casing 550 830 1,450 2,500 Space for removal of silencer mm 110 + 100 120 + 100 150 + 100 200 + 100 Turbocharger TCR 20 TCR 22 Silencer kg 76 156 Compressor casing 132 277 Rotor plus bearing casing 152 337 Space for removal of silencer mm 130 + 100 150 + 100 Engine room planning 9.1.5 Lifting appliance Status 07/2006 Page 9 - 21 0 9 0 1 - 0 2 0 1 M A . f m Fan shafts The engine combustion air is to be supplied towards the intake silencer in a duct ending at a point 1.5 m away from the silencer inlet. lf this duct impedes the maintenance operations, for instance the removal of the silencer, the end section of the duct must be removable. Suitable suspension lugs are to be provided on the deck and duct. Gallery lf possible the ship deck should reach up to both sides of the turbocharger (clearance 50 mmj to obtain easy access for the maintenance personnel. Where deck levels are unfavourable, suspended galleries are to be provided. Charge-air cooler For cleaning of the charge air cooler bundle, it must be possible to lift it vertically out of the cooler casing and lay it in a cleaning bath. Exception 32/40: the cooler bundle of this engine is drawn out at the end. Similarly, transport onto land must be possible. Table 9-5 Weights and dimensions of charge air cooler bundle For lifting and transportation of the bundle, a lifting rail is to be provided which runs in transverse or longitudinal direction to the engine (according to the available storage placej, over the centreline of the charge air cooler, from which a trolley with hoisting tackle can be suspended. Figure 9-15 Air direction Engine type Weight Length Width Height kg mm mm mm L32/40 650 430 1,705 830 L32/44CR 450 520 712 1,014 L40/54 550 484 786 1,680 L48/60 950 730 1,052 1,874 L48/60B, L48/60CR L51/60DF 1,000 730 1,052 1,904 L58/64 1,250 785 1,116 1,862 Engine room planning 9.1.5 Lifting appliance Page 9 - 22 Status 07/2006 0 9 0 1 - 0 2 0 1 M A . f m Engine room planning 9.1.2 Major spare parts Status 07/2006 51/60 DF Page 9 - 11 0 9 0 1 - 0 2 0 4 M D F . f m 9.1.2 Major spare parts Fire band 108 kg; cylinder liner 515 kg Piston 297 kg; piston pin 102 kg Connecting rod 637 kg Cylinder head 1,055 kg Engine room planning 9.1.2 Major spare parts Page 9 - 12 51/60 DF Status 07/2006 0 9 0 1 - 0 2 0 4 M D F . f m Major spare parts Engine room planning 9.1.2 Major spare parts Status 07/2006 51/60 DF Page 9 - 13 0 9 0 1 - 0 2 0 4 M D F . f m Major spare parts Engine room planning 9.1.2 Major spare parts Page 9 - 14 51/60 DF Status 07/2006 0 9 0 1 - 0 2 0 4 M D F . f m Major spare parts Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 21 0 9 0 2 - 0 1 0 3 M D F . f m 9.1.6 Position of the outlet casing of the turbocharger Rigidly mounted engine - Desing at low engine room height and standard design Figure 9-9 Design at low engine room height and standard design Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 22 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Table 9-6 Position of exhaust outlet casing L51/60DF Number of cylinders 6 L 7 L 8 L 9 L Turbocharger TCA 55 TCA 55 TCA 55 TCA 66 A mm 704 704 704 832 B 302 302 302 302 C 372 372 387 432 D 914 914 1,016 1,120 E 1,332 1,332 1,433 1,535 F 800 800 850 900 Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 23 0 9 0 2 - 0 1 0 3 M D F . f m Resiliently mounted engine - Design at low engine room height Figure 9-10 Design at low engine room height Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 24 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Table 9-7 Position of exhaust outlet casing L51/60DF Number of cylinders 6 L 7 L 8 L 9 L Turbocharger TCA 55 TCA 55 TCA 55 TCA 66 A mm 704 704 704 832 B 302 302 302 302 C 760 760 847 795 D 914 914 1,016 1,120 E 2,020 2,020 2,200 2,260 F 762 762 802 842 Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 25 0 9 0 2 - 0 1 0 3 M D F . f m Rigidly & resiliently mounted engine Figure 9-11 Standard Design v51/60DF Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 26 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Table 9-8 Position of exhaust gas outlet casing v51/60DF Number of cylinders 12 v 14 v 16 v 18 v Turbocharger TCA 77 TCA 77 TCA 77 TCA 77 A mm 960 960 960 960 B 802 802 902 1,002 C* 432 432 432 432 C** 1,423 1,627 1,702 1,702 D 1,220 1,320 1,420 1,420 * = for rigidly mounted engines ** = for resiliently mounted engines Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 27 0 9 0 2 - 0 1 0 3 M D F . f m Rigidly mounted engine Figure 9-12 Design at low engine room height - rigidly mounted engine Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 28 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Figure 9-13 Design at low engine room height - rigidly mounted engine - exhaust gas pipes Table 9-9 Position of exhaust outlet casing v51/60DF Number of cylinders 12 v 14 v 16 v 18 v Turbocharger TCA 77 TCA 77 TCA 77 TCA 77 A mm 960 960 960 960 B 1,332 1,332 1,433 1,585 C 372 372 387 432 D 2x 914 2x 914 2x 1,016 2x 1,120 E 1,300 1,300 1,400 1,500 F 720 720 720 750 Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 29 0 9 0 2 - 0 1 0 3 M D F . f m Resiliently mounted engine Figure 9-14 Design at low engine room height - resiliently mounted engine Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 30 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Figure 9-15 Design at low engine room height - resiliently mounted engine - exhaus gas pipes Table 9-10 Position of exhaust outlet casing v51/60DF Number of cylinders 12 v 14 v 16 v 18 v Turbocharger TCA 77 TCA 77 TCA 77 TCA 77 A mm 960 960 960 960 B 2,060 2,060 2,240 2,320 C 760 760 847 795 D 2 x 914 2 x 914 2 x 1,016 2 x 1,120 E 1,300 1,300 1,400 1,500 F 802 802 852 902 51/60DF Page l - l P G - 5 1 - 6 0 - D F S l X . f m lndex A Air Flow rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2 Starting air vessels, compressors . . . . . . . . . . . . . . . 6 B Bearing, permissible loads . . . . . . . . . . . . . . . . . . . . . . . . 2 C Combustion air Quality requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cooler Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2, 2, 2 Heat to be dissipated . . . . . . . . . . . . . . . . . . 2, 2, 2, 2 Temperature basis. . . . . . . . . . . . . . . . . . . . . 2, 2, 2, 2 Cooling water Checking of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Quality requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cooling water cleaning Quality requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cylinder liner, removal of . . . . . . . . . . . . . . . . . . . . . . . . . 9 D Dual-fuel operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 E Engine Definition of engine rating . . . . . . . . . . . . . . . . . . . . . 2 Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Running-in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Table of ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine automation System overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Exhaust gas Flow rate, temperature. . . . . . . . . . . . . . . . . . . . . . 2, 2 Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 F Flywheels Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Mass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Foundation Conical mounting. . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2 General requirements. . . . . . . . . . . . . . . . . . . . . . . . . 2 Resilient seating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Fuel oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MDO supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MDO supply diagram. . . . . . . . . . . . . . . . . . . . . . . . . 6 MDO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MDO treatment diagram . . . . . . . . . . . . . . . . . . . . . . 6 Quality requirement HFO . . . . . . . . . . . . . . . . . . . . . . 3 viscosity-diagram (vTj . . . . . . . . . . . . . . . . . . . . . . . . 3 G Gas Pressure before gas valve unit . . . . . . . . . . . . . . . . . . 2 Supply diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Supply of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Types of gases. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Generator, reverse power protection . . . . . . . . . . . . . . . . 2 H HFO-operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 l lnstallation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Page l - ll 51/60DF P G - 5 1 - 6 0 - D F S l X . f m L Layout of pipes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Load Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Part-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Lube oil Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Quality requirement (MGO/MDOj . . . . . . . . . . . . . . . 3 System description . . . . . . . . . . . . . . . . . . . . . . . . . . 6 System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 M Methane number . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 2, 3 Modes of operation Backup mode operation . . . . . . . . . . . . . . . . . . . . . . 1 Diesel mode operation . . . . . . . . . . . . . . . . . . . . . . . 1 Gas mode operation . . . . . . . . . . . . . . . . . . . . . . . . . 1 Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 N Noise Exhaust gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 O Operation Failure of one engine. . . . . . . . . . . . . . . . . . . . . . . . . 2 Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Part-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Running-in of engine . . . . . . . . . . . . . . . . . . . . . . . . . 2 Output As a function of methane no. . . . . . . . . . . . . . . . . . . 2 Table of ratings, speeds . . . . . . . . . . . . . . . . . . . . . . 2 Outputs Dependent on frequency deviations . . . . . . . . . . . . . 2 P Pilot oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 1 Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Piston, removal of. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Pumps Arrangement of attached pumps . . . . . . . . . . . . . . . . 2 capacities of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2 Delivery capacities . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2 Q Quality requirement Cleaning cooling water. . . . . . . . . . . . . . . . . . . . . . . . 3 Combustion air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Diesel fuel (MGO,MDOj . . . . . . . . . . . . . . . . . . . . . . . 3 Engine cooling water . . . . . . . . . . . . . . . . . . . . . . . . . 3 Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Lube oil (MGO/MDOj . . . . . . . . . . . . . . . . . . . . . . . . . 3 viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 S Sacos one Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Sacos one lnjection unit . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Sacos one system Overview. . . . . . . . . . . . . . . . . . . . . . . 2 Safety concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 1 Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Sulphur and corrosive attack . . . . . . . . . . . . . . . . . . . . . . 3 v viscosity diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 W Water Quality requirements for engine cooling water . . . . . 3 Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MAN Diesel L+V51/60DF Project Guide Four-stroke Dual Fuel Engines in compliance with IMO Tier II C o p y r i g h t © M A N D i e s e l · S u b j e c t t o m o d i f i c a t i o n i n t h e i n t e r e s t o f t e c h n i c a l p r o g r e s s . · D 2 3 6 6 4 1 6 E N P r i n t e d i n G e r m a n y G M C 2 - 0 8 0 9 0 . 5 MAN Diesel 86224 Augsburg, Germany Phone +49 821 322-0 Fax +49 821 322-3382 [email protected] www.mandiesel.com L + V 5 1 / 6 0 D F P r o j e c t G u i d e – F o u r - s t r o k e D u a l F u e l E n g i n e s i n c o m p l i a n c e w i t h I M O T i e r I I M A N D i e s e l falzen falzen falzen falzen 09-120PPG_5160DF_Marine_IMO_TII.indd U4 25.08.2009 14:28:30 ====== mêçàÉÅí=dìáÇÉ Ñçê=j~êáåÉ=mä~åíë aì~äJÑìÉä=båÖáåÉ=RNLSMac áå=`çãéäá~åÅÉ=ïáíÜ=fjl=qáÉê=ff pí~íìëW=M5LOMMV 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båÖáåÉ=ÇÉëáÖå~íáçåë=J=ÇÉëáÖå=é~ê~ãÉíÉêë= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J R aáãÉåëáçåëI=ïÉáÖÜíë=~åÇ=îáÉïë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J T lìíéìíëI=ëéÉÉÇë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J V OKNKPKN båÖáåÉ==ê~íáåÖë= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J V OKNKPKO péÉÉÇëLj~áå=Ç~í~====KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J V cìÉä=ÅçåëìãéíáçåX=äìÄÉ=çáä=ÅçåëìãéíáçåKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J NP OKNKQKN cìÉä==Åçåëìãéíáçå=Ñçê=Éãáëëáçå=ëí~åÇ~êÇ=fjl qáÉê ff=KKKKKKKKKKKKKKKKKKKKKK =O J NP OKNKQKO iìÄÉ=çáä=Åçåëìãéíáçå= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J NQ =mä~ååáåÖ=Ç~í~=Ñçê=Éãáëëáçå=ëí~åÇ~êÇ=fjl qáÉê ff KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J NR OKNKRKN 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KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J ON OKNKRKU qÉãéÉê~íìêÉ=Ä~ëáëI=åçãáå~ä=~áê=~åÇ=ÉñÜ~ìëí=Ö~ë=Ç~í~=J= s=RNLSM=ac=J=d~ë=ãçÇÉ= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J OO OKNKRKV iç~Ç=ëéÉÅáÑáÅ=î~äìÉë=~í=íêçéáÅ~ä=ÅçåÇáíáçåë=J= RNLSM=ac=J=aáÉëÉä=ãçÇÉ=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J OP OKNKRKNM iç~Ç=ëéÉÅáÑáÅ=î~äìÉë=~í=fplJÅçåÇáíáçåë=J= RNLSMac=J=aáÉëÉä=ãçÇÉ=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J OQ OKNKRKNN iç~Ç=ëéÉÅáÑáÅ=î~äìÉë=~í=íêçéáÅ~ä=ÅçåÇáíáçåë=J= RNLSM=ac=J=d~ë=ãçÇÉ= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J OR OKNKRKNO iç~Ç=ëéÉÅáÑáÅ=î~äìÉë=~í=fpl=ÅçåÇáíáçåë=J= RNLSM=ac=J=d~ë=ãçÇÉ= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J OS ====== OKNKO OKNKP OKNKQ OKNKR mdJRNJSMJacfswKÑã OKNKS OKNKT OKNKU OKNKV OKNKNM OKNKNN OKNKNO OKNKRKNP cáääáåÖ=îçäìãÉë=~åÇ=Ñäçï=êÉëáëí~åÅÉë== KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J OT OKNKRKNQ mÉêãáëëáÄäÉ=çéÉê~íáåÖ=éêÉëëìêÉ= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J OU OKNKRKNR qÜÉçêÉíáÅ~ä=ëìééäó=Ö~ë=éêÉëëìêÉ=êÉèìáêÉÇ=~í=áåäÉí=Ö~ë=î~äîÉ=ìåáí=KKKKK =O J OV OKNKRKNS ^ÇãáëëáÄäÉ=ëìééäó=Ö~ë=éêÉëëìêÉ=î~êá~íáçåë= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J PM bãáëëáçåëKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J PN OKNKSKN båÖáåÉ=åçáëÉ=L=áåí~âÉ=åçáëÉ=L=ÉñÜ~ìëí=Ö~ë=åçáëÉ=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J PN OKNKSKO bñÜ~ìëí=Ö~ë=Éãáëëáçå= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J PT oÉèìáêÉãÉåíë=Ñçê=éçïÉê=ÇêáîÉ=ÅçååÉÅíáçå==Eëí~íáÅFKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J PV oÉèìáêÉãÉåíë=Ñçê=éçïÉê=ÇêáîÉ=ÅçååÉÅíáçå=EÇóå~ãáÅFKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J QN OKNKUKN jçãÉåíë=çÑ=áåÉêíá~I=ÑäóïÜÉÉäë= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J QN OKNKUKO _~ä~åÅáåÖ=çÑ=ã~ëëÉë=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J QP OKNKUKP pí~íáÅ=íçêèìÉ=ÑäìÅíì~íáçå= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J QR mçïÉê=íê~åëãáëëáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J QV OKNKVKN cäóïÜÉÉä=~êê~åÖÉãÉåí=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J QV ^êê~åÖÉãÉåí=çÑ=~íí~ÅÜÉÇ=éìãéëKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J RN cçìåÇ~íáçåKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J RP OKNKNNKN dÉåÉê~ä=êÉèìáêÉãÉåíë=Ñçê=ÉåÖáåÉ=ÑçìåÇ~íáçå= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J RP OKNKNNKO oÉëáäáÉåí=ëÉ~íáåÖ=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J RR OKNKNNKP oÉÅçããÉåÇÉÇ=ÅçåÑáÖìê~íáçå=çÑ=ÑçìåÇ~íáçå= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J RT OKNKNNKQ fåëí~ää~íáçå=çÑ=ÑäÉñáÄäÉ=éáéÉ=ÅçååÉÅíáçåë= Ñçê=êÉëáäáÉåíäó=ãçìåíÉÇ=ÉåÖáåÉë=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J RV mêçÖê~ããÉ=Ñçê=ïçêâë=íÉëí== KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J SP aáÉëÉä=ÉäÉÅíêáÅ=çéÉê~íáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J SR OKOKNKN pí~êíáåÖ=ÅçåÇáíáçåë=~åÇ=äç~Ç=~ééäáÅ~íáçå= Ñçê=aáÉëÉäJÉäÉÅíêáÅ=éä~åíë= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J SR OKOKNKO bãÉêÖÉåÅó=çéÉê~íáçå=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J TN OKOKNKP iç~Ç==êÉÇìÅíáçå=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J TP OKOKNKQ içïJäç~Ç==çéÉê~íáçå=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J TR OKOKNKR ^î~áä~ÄäÉ=çìíéìíë=ÇÉéÉåÇÉåí=çå=ÑêÉèìÉåÅó=ÇÉîá~íáçåë= KKKKKKKKKKKKKKKKKKK =O J TT OKOKNKS aáÉëÉäJÉäÉÅíêáÅ=çéÉê~íáçå=çÑ=îÉëëÉäë=J=Ñ~áäìêÉ=çÑ=çåÉ=ÉåÖáåÉ= KKKKKKKKKKKKK =O J TV OKOKNKT dÉåÉê~íçê=J=êÉîÉêëÉ=éçïÉê=éêçíÉÅíáçå= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J UN OKOKNKU båÖáåÉ==êìååáåÖJáå=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J UP OKOKNKV qçêëáçå~ä=îáÄê~íáçåë=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J UT OKOKNKNM b~êíÜáåÖ=ãÉ~ëìêÉë=çå=aáÉëÉä=ÉåÖáåÉë=~åÇ=ÄÉ~êáåÖ=áåëìä~íáçå= çå=ÖÉåÉê~íçêë=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =O J UV OKO= =aì~äJÑìÉä=ÉåÖáåÉë=JÖÉåÉê~ä=êìäÉë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===O J SR OKOKN OKP= mdJRNJSMJacfswKÑã OKPKN OKPKO OKPKP OKPKQ OKPKR OKPKS OKPKT OKPKU ==båÖáåÉ=~ìíçã~íáçå=== KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===O J VN p~`çpçåÉ=ëóëíÉã=çîÉêîáÉïKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J VN mçïÉê=pìééäó=~åÇ=aáëíêáÄìíáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J VT léÉê~íáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J VV cìåÅíáçå~äáíó KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J NMP fåíÉêÑ~ÅÉë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J NMT qÉÅÜåáÅ~ä=a~í~ KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J NMV fåëí~ää~íáçå=êÉèìáêÉãÉåíë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J NNN båÖáåÉJäçÅ~íÉÇ=ãÉ~ëìêáåÖ=~åÇ=Åçåíêçä=ÇÉîáÅÉë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==O J NNP P nì~äáíó=êÉèìáêÉãÉåíë=çÑ=çéÉê~íáåÖ=ëìééäáÉë KKKKKKKKKKKKKKKKKKKKKKK==P J N PKN= =nì~äáíó=çÑ=äìÄÉ=çáä=Ep^bQMF=Ñçê=íÜÉ=ÉåÖáåÉ=RNLSMacKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J P PKNKN PKNKO PKNKP PKNKQ iìÄÉ=çáä=Ñçê=Åçåíáåìçìë=Ö~ë=çéÉê~íáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==P J R iìÄÉ=çáä=Ñçê=ÇáÉëÉä=çéÉê~íáçå=çê=~äíÉêå~íáåÖ=ÄÉíïÉÉå=ÇáÉëÉä=~åÇ=Ö~ë KKKKKKKKKKKKKKKKKKK ==P J S iìÄÉ=çáä=Ñçê=Åçåíáåìçìë=ecl=çéÉê~íáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==P J T iìÄÉ=çáä=êìäÉë=Ñçê=~äíÉêå~íáåÖ=çéÉê~íáçå=ÄÉíïÉÉå=Ö~ë=~åÇ=eclKKKKKKKKKKKKKKKKKKKKKKKKKKK ==P J V PKO= PKP= PKQ= PKR= PKS= PKT= PKU= PKV= =nì~äáíó=çÑ=ÉåÖáåÉ=ÅççäáåÖ=ï~íÉêKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J NN =`ÜÉÅâáåÖ=íÜÉ=ÅççäáåÖ=ï~íÉê KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J NV =`äÉ~åáåÖ=çÑ=ÅççäáåÖ=ï~íÉê=ëóëíÉãKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J ON =nì~äáíó=çÑ==aáÉëÉä=cìÉä=EjdlI=jalFKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J OP =nì~äáíó=çÑ=eÉ~îó=cìÉä=láä=EeclF KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J OR =nì~äáíó=çÑ=áåí~âÉ=~áê=EÅçãÄìëíáçå=~áêFKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J PT =sáëÅçëáíóJqÉãéÉê~íìêÉ=EsqF=Çá~Öê~ã=çÑ=ÑìÉä=çáä KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J PV =nì~äáíó=êÉèìáêÉãÉåíë=Ñçê=å~íìê~ä=Ö~ë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===P J QN PKVKN PKVKO qóéÉë=çÑ=Ö~ëÉëI=Ö~ë=èì~äáíó KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==P J QN cìÉä=ëéÉÅáÑáÅ~íáçå=çÑ=å~íìê~ä=Ö~ëKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==P J QR ====== Q aì~äJÑìÉä=ÉäÉÅíêáÅ=ëÉíKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK==Q J N QKN= =^êê~åÖÉãÉåí=çÑ=aáÉëÉäJÉäÉÅíêáÅ=éêçéìäëáçå=éä~åíëKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===Q J P R S mêçéÉääÉê=léÉê~íáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK==R J N båÖáåÉ=êÉä~íÉÇ=ëÉêîáÅÉ=ëóëíÉãëKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK==S J N SKN= SKO= =_~ëáÅ=éêáåÅáéäÉë=Ñçê=éáéÉ=ëÉäÉÅíáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===S J P SKNKN SKOKN SKOKO SKOKP SKOKQ SKOKR SKOKS máéÉ=ÇáãÉåëáçåáåÖ KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J P iìÄÉ=çáä=ëóëíÉã=ÇÉëÅêáéíáçåKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J R mêÉäìÄêáÅ~íáçå=L=éçëíäìÄêáÅ~íáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J NR iìÄÉ=çáä=çìíäÉíë=J=ÖÉåÉê~ä KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J OP iìÄÉ=çáä=ëÉêîáÅÉ=í~åâKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J OT mêÉëëìêÉ=Åçåíêçä=î~äîÉ KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J PN `ê~åâÅ~ëÉ=îÉåí=~åÇ=í~åâ=îÉåí KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J PP =iìÄÉ=çáä=ëóëíÉã KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===S J R mdJRNJSMJacfswKÑã . SKP= =t~íÉê=ëóëíÉãë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===S J PR SKPKN `ççäáåÖ=ï~íÉê=ëóëíÉã KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J PR SKPKNKN iqJ=ÅççäáåÖ=ï~íÉê=ëóëíÉã= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =S J =PR SKPKNKO eq=`ççäáåÖ=ï~íÉê=ÅáêÅìáí= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =S J =PT SKPKNKP `ççäáåÖ=ï~íÉê=ÅçääÉÅíáåÖ=~åÇ=ëìééäó=ëóëíÉã= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =S J =QM SKPKNKQ jáëÅÉää~åÉçìë=áíÉãë= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =S J =QM SKPKNKR `ççäáåÖ=ï~íÉê=Çá~Öê~ãë=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =S J QP kçòòäÉ=ÅççäáåÖ=ëóëíÉãKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J QV cìÉä=çáä=íêÉ~íãÉåí=EjalF==KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J RP jal=ëìééäó=ëóëíÉã=Ñçê=Çì~äJÑìÉä=ÉåÖáåÉë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J RT iáèìáÇ=ÑìÉä=ëóëíÉã=Ñçê=RNLSMac=ÉåÖáåÉë=ÇÉëáÖåÉÇ=íç=Äìêå=ecl=~åÇ=jalKKKKKKK ==S J SP d~ë=ëìééäóKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J TN pí~êíáåÖ=~áê=ëóëíÉãKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J TT pí~êíáåÖ=~áê=îÉëëÉäëI=ÅçãéêÉëëçêë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J UN SKRKOKN mêçéìäëáçå=éä~åí=ïáíÜ=N=ã~áå=ÉåÖáåÉ=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =S J UO SKRKOKO jìäíáéäÉ=ÉåÖáåÉ=éä~åíë=KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =S J =UO SKRKOKP gÉí=^ëëáëí= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK =S J =UO dÉåÉê~ä=áåÑçêã~íáçåë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J UR `çãéçåÉåíë=~åÇ=~ëëÉãÄäáÉë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J UT bñ~ãéäÉ=Ñçê=ÇìÅíáåÖ=~êê~åÖÉãÉåí KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==S J UU SKPKO SKQ= =cìÉä=ëóëíÉã KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===S J RP SKQKN SKQKO SKQKP SKQKQ SKR= ====`çãéêÉëëÉÇ=~áê=ëóëíÉã KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===S J TT SKRKN SKRKO SKS= =bñÜ~ìëí=Ö~ë=ëóëíÉã KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===S J UR SKSKN SKSKO SKSKP T ^ìñáäá~êó=ãçÇìäÉë=~åÇ=ëóëíÉã=ÅçãéçåÉåíëKKKKKKKKKKKKKKKKKKKKKKK==T J N TKN= =^ìñáäá~êó=ãçÇìäÉë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===T J P TKNKN TKNKO kçòòäÉ=ÅççäáåÖ=ï~íÉê=ãçÇìäÉ KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==T J P mêÉÜÉ~íáåÖ=ãçÇìäÉKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==T J Q iìÄÉ=çáä=~ìíçã~íáÅ=ÑáäíÉê= KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==T J R iìÄÉ=çáä=ÇçìÄäÉ=ÑáäíÉê KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK ==T J S TKO= =póëíÉã=ÅçãéçåÉåíë KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===T J R TKOKN TKOKO U mä~åí=ëÉêîáÅÉ=ëóëíÉãëKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK==U J N UKN= =båÖáåÉ=êççã=îÉåíáä~íáçå KKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK===U J P mdJRNJSMJacfswKÑã . 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101 31. aì~äJÑìÉä=ÉåÖáåÉ=~åÇ=çéÉê~íáçå OKNKS=bãáëëáçåë fåí~âÉ=åçáëÉ=ÉåÖáåÉ=iRNLSMac pçìåÇ=éçïÉê=äÉîÉä=iïW===========~ééêçñK=≤ NPU Ç_E^F √ lÅí~îÉ=äÉîÉä=Çá~Öê~ã qÜÉ=ëçìåÇ=éçïÉê=äÉîÉä=iï=çÑ=íÜÉ=ìåëáäÉåÅÉÇ áåí~âÉ= åçáëÉ= áå= íÜÉ= áåí~âÉ= éáéÉ= áë= ~ééêçñK NPU Ç_E^F=~í=ê~íÉÇ=çìíéìíK=qÜÉ=NLN=çÅí~îÉ=äÉîJ Éä=çÑ=íÜÉ=ëçìåÇ=éçïÉê=áë=ëÜçïå=áå=íÜÉ=Çá~Öê~ã ÄÉäçïK qÜáë=Ç~í~=áë=êÉèìáêÉÇ=~åÇ=î~äáÇ=çåäó=Ñçê=ÇìÅíÉÇ=~áê áåí~âÉ=ëóëíÉãëK=qÜÉ=Ç~í~=áë=åçí=î~äáÇ=áÑ=íÜÉ=ëí~åÇJ ~êÇ= ~áê= ÑáäíÉê= ëáäÉåÅÉê= áë= ~íí~ÅÜÉÇ= íç= íÜÉ= íìêÄçJ ÅÜ~êÖÉêK 145 140 135 sound power level Lw [dB] ref: 10exp -12 W 130 125 Lw 120 115 110 105 100 Lw 16 115 31.5 120 63 117 125 112 250 107 500 108 1000 111 2000 130 4000 135 8000 130 sum A 138 1/1 octave band frequency [Hz] cáÖìêÉ=OJNO lÅí~îÉ=äÉîÉä=Çá~Öê~ã=iRNLSMac =m~ÖÉ=O=J=PO RNLSMac pí~íìë=MSLOMMT MOMSJMSMNjacKÑã . 5 158 63 150 125 142 250 138 500 136 1000 135 2000 134 4000 132 8000 131 sum A 141 1/1 octave band frequency [Hz] cáÖìêÉ=OJNP 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`ççäáåÖ=ï~íÉê=Çá~Öê~ãë `ççäáåÖ=ï~íÉê=Çá~Öê~ãë=éäÉ~ëÉ=ëÉÉ=çîÉêäÉ~Ñ> MSMPJMNMOjacKÑã pí~íìë=MRLOMMV =RNLSM=ac ==m~ÖÉ=S=J=QP . single engine plant =m~ÖÉ=S=J=QQ =RNLSM=ac pí~íìë=MRLOMMV MSMPJMNMOjacKÑã .båÖáåÉ=êÉä~íÉÇ=ëÉêîáÅÉ=ëóëíÉãë SKPKN=`ççäáåÖ=ï~íÉê=ëóëíÉã ==== Figure 6-9 Cooling water system . båÖáåÉ=êÉä~íÉÇ=ëÉêîáÅÉ=ëóëíÉãë SKPKN=`ççäáåÖ=ï~íÉê=ëóëíÉã = Figure 6-10 MSMPJMNMOjacKÑã Legend to cooling water system .single engine plant pí~íìë=MRLOMMV =RNLSM=ac ==m~ÖÉ=S=J=QR . twin engine plant (part 1) =m~ÖÉ=S=J=QS =RNLSM=ac pí~íìë=MRLOMMV MSMPJMNMOjacKÑã .båÖáåÉ=êÉä~íÉÇ=ëÉêîáÅÉ=ëóëíÉãë SKPKN=`ççäáåÖ=ï~íÉê=ëóëíÉã Figure 6-11 Cooling water system . båÖáåÉ=êÉä~íÉÇ=ëÉêîáÅÉ=ëóëíÉãë SKPKN=`ççäáåÖ=ï~íÉê=ëóëíÉã Figure 6-12 Cooling water system .twin engine plant (part 2) MSMPJMNMOjacKÑã pí~íìë=MRLOMMV =RNLSM=ac ==m~ÖÉ=S=J=QT . båÖáåÉ=êÉä~íÉÇ=ëÉêîáÅÉ=ëóëíÉãë SKPKN=`ççäáåÖ=ï~íÉê=ëóëíÉã = cáÖìêÉ=SJNP iÉÖÉåÇ=íç=ÅççäáåÖ=ï~íÉê=ëóëíÉã=J==íïáå=ÉåÖáåÉ=éä~åí =m~ÖÉ=S=J=QU =RNLSM=ac pí~íìë=MRLOMMV 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51-60DF IMO TierII – Marine_2

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