L35MC Project Guide

L35MC Mk 6 Project Guide Two-stroke EnginesThis Project Guide is intended to provide the information necessary for the layout of a marine propulsion plant. The information is to be considered as preliminary intended for the project stage, providing the general technical data available at the date of printing. The binding and final design and outlines are to be supplied by our licensee, the engine maker, see section 10 of this Project Guide. In order to facilitate the negotiations between the yard, engine maker and the final user, an"Extent of Delivery" is available in which the basic and the optional executions are mentioned. This Project Guide and the "Extent of Delivery" are availabe on a CD-ROM and can also be found at the Internet address www.manbw.dk under "Libraries". Major changes are regularly published in the "List of Updates" which are also available on the Internet at www.manbw.dk under the section "Library" as well as in the printed version. 4th Edition June 2001 Contents: Engine Design 1 Engine Layout and Load Diagrams, SFOC 2 Turbocharger Choice & Exhaust Gas By-pass 3 Electricity Production 4 Installation Aspects 5 Auxiliary Systems 6 Vibration Aspects 7 Monitoring Systems and Instrumentation 8 Dispatch Pattern, Testing, Spares and Tools 9 Project Support & Documentation 10 MAN B&W Diesel A/S L35MC Project Guide Contents Subject 1 Engine Design Description of designation Power, speed and SFOC Engine power range and fuel consumption Performance curves for S35MC without VIT fuel pumps Description of engine Engine cross section 1.01 1.02 1.03 1.04 1.05-1.11 1.12 Page 2 Engine Layout and Load Diagrams, SFOC Engine layout and load diagrams Specific fuel oil consumption Fuel consumption at an arbitrary load Emission control 2.01-2.11 2.12-2.16 2.16 2.17 3 Turbocharger Choice Turbocharger choice MAN B&W turbochargers, type NA ABB turbochargers, type TPL ABB turbochargers, type VTR MHI turbochargers, type MET By-pass of exhaust gas for emergency running 3.01 3.02 3.03 3.04 3.05 3.06 4 Electricity Production Power Take Off (PTO) Power Take Off/Renk Constant Frequency (PTO/RCF) Power Take Off/Gear Constant Ratio BW II/GCR Power Take Off/Gear Constant Ratio BW IV/GCR Holeby GenSets 4.01-4.02 4.03-4.05 4.06 4.06-4.08 4.09-4.14 5 Installation Aspects 5.01 Space requirements and overhaul heights 5.02 Engine outline, galleries and pipe connections 5.03 Engine seating and holding down bolts 5.04 Engine top bracings 5.05 MAN B&W controllable pitch propeller (CPP), remote control and earthing device 5.01.01-5.01.07 5.02.01-5.02.13 5.03.01-5.03.04 5.04.01 5.05.01-5.05.10 400 000 050 198 27 59 1 MAN B&W Diesel A/S L35MC Project Guide Contents Subject 6 Auxiliary Systems 6.01 List of capacities 6.02 Fuel oil system 6.03 Lubricating and cooling oil system 6.04 Cylinder lubricating oil system 6.05 Cleaning system, stuffing box drain oil 6.06 Cooling water systems 6.07 Central cooling water system 6.08 Starting and control air systems 6.09 Scavenge air system 6.10 Exhaust gas system 6.11 Manoeuvring system 6.01.01-6.01.18 6.02.01-6.02.10 6.03.01-6.03.09 6.04.01-6.04.07 6.05.01-6.05.03 6.06.01-6.06.08 6.07.01-6.07.03 6.08.01-6.08.05 6.09.01-6.09.08 6.10.01-6.10.11 6.11.01-6.11.11 Page 7 Vibration Aspects Vibration aspects 7.01-7.09 8 Monitoring Systems and Instrumentation Instrumentation PMI calculation systems and CoCoS Identification of instruments Local instruments on engine List of sensors for CoCoS-EDS on-line Control devices on engine Panels and sensors for alarm and safety systems Alarm sensors for UMS Slow down limitations for UMS Shut down functions for AMS and UMS Drain box with fuel oil leakage alarms and fuel oil leakage cut-out Oil mist detector pipes on engine 8.01-8.02 8.03 8.04 8.05-8.06 8.07-8.09 8.10 8.11 8.12-8.14 8.15 8.16 8.17 8.18 9 Dispatch Pattern, Testing, Spares and Tools Dispatch pattern, etc. Specification for painting of main engine Dispatch patterns Shop trial running/delivery test List of spares, unrestricted service Additional spare parts beyond class requirements or recommendations Wearing parts Large spare parts, dimensions and masses List of standard tools Tool panels 9.01-9.02 9.03 9.04-9.06 9.07 9.08-9.09 9.10-9.12 9.13-9.16 9.17 9.18-9.21 9.22 400 000 050 198 27 59 2 MAN B&W Diesel A/S L35MC Project Guide Contents Subject 10 Project Support & Documentation Engine selection guide Project guides Computerised engine application system Extent of delivery Installation documentation 10.01 10.01 10.02 10.02 10.03-10.07 Page 400 000 050 198 27 59 3 3.06.03.05.10.03.03.03.01.01.01 6.04 6.09 1.03 8.12 6.01.01.01.09.04-6. capacities Centre of gravity Centrifuges.07 7. 6.05 B Basic symbols for piping BBC turbocharger BBC turbocharger. 3.06.10-9.07 8.02.09 3.07 6. stuffing box drain oil Coefficients of resistance in exhaust pipes Components for control room manoeuvring console Components for remote control Constant ship speed lines Control devices Control system for plants with CPP Controllable pitch propeller (CPP).09.01 6.MAN B&W Diesel A/S L35MC Project Guide Index Subject A ABB turbocharger (BBC) Additional spare parts beyond class requirements or recommendations Air cooler Air spring pipes.06 4.10.01.02. 6.03 6.03.08 2.01.14 8.01.03 5. turbine side Bearing monitoring systems Bedplate drain pipes By-pass flange on exhaust gas receiver BW II/GCR BW IV/GCR C Capacities for derated engines Central cooling water system Central cooling water system.04. remote control system AMS Arrangement of holding down bolts Attended machinery spaces Auxiliary blowers Auxiliary system capacities for derated engines Axial vibration damper Axial vibrations Page 3.18 3.01.10.07 6.01.11.11.06 6.01 5.04. slow down and shut down sensors Alphatronic 2000.04 9.02.03 8.01.02. 6.06.02 6. capacities Cooling water systems Crankcase venting Cross section of engine Cylinder lubricating oil system Cylinder lubricators 400 000 050 198 27 59 4 .01 6. 6.12 1.04.09 6.03.03 8. lubricating oil Chain drive Cleaning system.16-6.01. fuel oil Centrifuges.05 5. 3.10 6.01 1.02 6.07.04 1.01 6.08 6.02 8.01. MAN B&W Conventional seawater cooling system Conventional seawater system.02 6.12-8.05.05.07 6.05.03.02 6. 6.01-6.01-5. exhaust valves Alarm sensors for UMS Alarm.02 1.08. 6.03.01.01.11.09 6.04 6.01-5. 5.06 4.02 5. water washing.03 1. 3. 02 5.04.09.01 5.03.02.04.12 1.08.10.03-5. calculation Exhaust gas boiler Exhaust gas compensator Exhaust gas pipes Exhaust gas silencer Exhaust gas system Exhaust gas system after turbocharger Exhaust pipe system 400 000 050 198 27 59 5 .08-5.07 1.01 6.04.10.05 6.01.04 6.03 6. 2.01.05-10.05 6.05 6.01.05 6.02 9.10.05 2. 6.03-6.05.05-5.04 10. 5.16 2.10.11.03 10.06 10.01 6.02.01-5.09-5.05 4. 6.01.05 6.01 6. diagram.10 6.06 10.01.07 6.03-5.07 6.02 6.MAN B&W Diesel A/S L35MC Project Guide Index Subject Cylinder oil feed rate Cylinder oils Page 6.04-6.10. cylinder lubricator Electric motor for auxiliary blower Electric motor for turning gear Electrical panel for auxiliary blowers Electronic Alpha lubricator system Emergency control console (engine side control console) Emergency running.10.06 5.19-9.07 3.06 1. turbocharger by-pass Emission control Engine cross section Engine description Engine layout diagram Engine margin Engine outline Engine pipe connections Engine power Engine production and installation-relevant documentation Engine relevant documentation Engine room-relevant documentation Engine seating Engine selection guide Engine side control console Engine type designation Exhaust gas amount and temperatures Exhaust gas back-pressure.07 1.04-9. capacities Description of engine Designation of PTO Dimensions and masses of tools Dispatch patterns Documentation Double-jib crane E Earthing device El.10.11.03.01 6.10 6.03 5.04 9.05.02.05 6.02.04 D Data sheet for propeller Delivery test.04.01.04 10.10.03.01. shop trial running Derated engines. 5.11.10 1.10.01 5.03.21 9.17 1.03 2.01.02.05.09.05.06 5.09. 02.06 1.02. heat tracing Fuel oil heating chart Fuel oil supply unit Fuel oil system Fuel oil venting box G Gallery arrangement Gallery outline GCR Gear Constant Ratio Governors Guide force moments H Heated drain box with fuel oil leakage alarm Heavy fuel oil Holding down bolts Hydra pack (CPP) I Installation aspects Installation documentation Instrumentation Instruments for manoeuvring console Instruments.02 7.06 4. 5.09 1. list of Insulation of fuel oil pipes J Jacket water cooling system Jacket water preheater 400 000 050 198 27 59 6 .09-8.04 6.07 1.02.02.02.11.02.01 6.02.02.04 6.03.11-5.02.10 6.02 7. insulation Fuel oil pipes.11.05.05 6.08 7.10 5.02.02.01.02.05 6.09.17 6.04 5.11.06.06 5.02 8.07 F Fire extinguishing pipes in scavenge air space Fire extinguishing system for scavenge air space First order moments Fixed pitch propeller.08 6.06 5.17 6.01 6.06-5.03-5. sequence diagram Flanges.02. list Freshwater cooling pipes Freshwater generator Fuel oil Fuel oil centrifuges Fuel oil consumption Fuel oil drain pipes Fuel oil leakage detection Fuel oil pipes Fuel oil pipes.01.03 8. 5.01 6.05 8.08 6.02 6.02-1.09 5.09.08.02.02.03 6. 6.07 4.10 6.06.02.03.06.01 6.01 10.02.02.09 8. 8.05 6.03.09 10.01.01.02 6.MAN B&W Diesel A/S L35MC Project Guide Index Subject Exhaust turbocharger Extent of delivery External forces and moments External unbalanced moments Page 1.08 6.13 6.09 7. 04 5.04.02 6.18 2.01.08 6.03 5.03 6.01. turbine side Manoeuvring console.11.03 1.03 7.02 8.04 2.11-5.02 3.01.03.11.01.06-6.03 2.02 9.01.02.04.04.01.05-5.09.01.02. reversible engine with FPP with bridge control Masses and centre of gravity Measuring of back-pressure Mechanical cylinder lubricators MIP calculating systems Mitsubishi turbocharger N Necessary capacities of auxiliary machinery Norcontrol electronic governor O Oil mist detector pipes on engine Optimising point Overcritical running Overhaul of engine Overhaul of turbocharger 400 000 050 198 27 59 7 .05-8.02-6.3. 6.04 6.01.01.01.03 8.03.04.03.05 6.11. 5.3.17 2.03 3. instruments Manoeuvring system Manoeuvring system.10. 9.08 9. water washing.02 8. dimensions and masses Layout diagram Light running propeller List of capacities List of counterflanges List of instruments List of lubricating oils List of spare parts.01.02.02 6.05 6.08 5.03. unrestricted service List of tools List of weights and dimensions for dispatch pattern Load change dependent lubricator Load diagram Local instruments Lubricating and cooling oil pipes Lubricating and cooling oil system Lubricating oil centrifuges Lubricating oil consumption Lubricating oil outlet Lubricating oil tank Lubricating oils Lyngsø Marine electronic governor Page 6.03 9.08 6.05-8.03.06 6.18 9.01 6.03.10. 6.02. reversible engine with CPP Manoeuvring system.02.06 5.03 6.03 6.01 6.11.06 6.11.08 6.03-6.04 M MAN B&W turbocharger MAN B&W turbocharger. 8.06 6.11.07-6.01.11.06 6.03.MAN B&W Diesel A/S L35MC Project Guide Index Subject K Kongsberg Norcontrol electronic governor L Large spare parts.03.03.13 8.09 1. 1.02 6. 10 6.01.05.16 6.11.11. speed and SFOC Profile of engine seating Project guides Project support Propeller clearance Propeller curve Propulsion control system PTO PTO/RCF Pump capacities for derated engines Pump pressures Page 9.05.08 6.09. 8.03. (RCF) Reversing S Safety system (shut down) Scavenge air cooler Scavenge air pipes Scavenge air space.03 8.03 6.03 8.03 6.03 6.11.15 8.01 5.03.11.02 5.17 R Remote control system (CPP) Renk constant frequency.08 4.01.09.03.01-5. delivery test Shut down functions for AMS and UMS Shut down. dimensions and masses 400 000 050 198 27 59 8 .06.01 5.02.11 5.02 5.01 6.08.03.07 1.06.12 9. safety system Side chocks Slow down functions for UMS Slow down system Slow turning Space requirements for the engine Spare parts.11.01 10. 6.09.04 10.03 7.09.01 6.07 4. drain pipes Scavenge air system Scavenge box drain system Sea margin Seawater cooling pipes Seawater cooling system Second order moments Sensors for remote indication instruments Sequence diagram Servo oil system (CPP) SFOC guarantee Shop trial running.05.03. (PTO) Power. 6.10-6.01 4.10 6.07 2.01 1.01 5.05.MAN B&W Diesel A/S L35MC Project Guide Index Subject P Painting of main engine Panels and sensors for alarm and safety systems Performance curves Piping arrangements Piston rod unit Power take off.01.05 1.03 9.06.05 6.01 6.05 5.09.03 1.01.11 1.02 4.01-6.03-5.05.04 2.04 8.02 6.04 1.07 8.01 1. 2. 03.09.02. 5.07 3.01.19-9. (UMS) Undercritical running V Vibration aspects VTR turbochargers W Water and oil in engine Wearing parts Weights and dimensions.03 2.03.02.04 5.11.18 5.13 6. 6.02.01.08 7.02.01 1.01 6. 1.03 5.MAN B&W Diesel A/S L35MC Project Guide Index Subject Spare parts for unrestricted service Specific fuel oil consumption Specification for painting Specified MCR Standard extent of delivery Starting air pipes Starting air system Starting air system. 2. with slow turning Starting and control air systems Steam tracing of fuel oil pipes Symbolic representation of instruments Page 9.04 8.03 6.01 6.04.04 8.11.06 T Tools.03.08 1.08.03 1.08.01 6.05 9. dispatch pattern 400 000 050 198 27 59 9 .02.01 3.08 7.02.06 3. dimensions and masses Tools. list Top bracing Torsional vibration damper Torsional vibrations Total by-pass for emergency running TPL turbochargers Tuning wheel Turbocharger Turbocharger cleaning Turbocharger counterflanges Turbocharger lubricating oil pipes Turning gear U Unattended machinery spaces.03 1.21 9.10.06 6.08 1.13-9.04 9.05.02 7.03 10.13 9. 9.08.16 5. 3.02-6.02 6. Engine Design 1 . 0 approximately 2. if applicable C Camshaft controlled Concept E Engine programme Diameter of piston in cm S Stroke/bore ratio L Super long stroke approximately 4.01 .C Mk 6 Mark: engine version Design C Compact engine. 1.0 Long stroke approximately 3.01: Engine type designation 430 100 100 198 27 60 1.MAN B&W Diesel A/S The engine types of the MC programme are identified by the following letters and figures: L35MC Project Guide 6 L 35 MC .8 Electronically controlled K Short stroke Number of cylinders Fig. 9 178 21 26-9.1 Fig: 1.4 14.6-0.7 18.MAN B&W Diesel A/S Power L35MC Project Guide Power.02 .2 0. Speed and SFOC L35MC Mk 6 Bore: 350 mm Stroke: 1050 mm L1 L3 L2 L4 Power and speed Speed Power Layout point Engine speed r/min L1 L2 L3 L4 210 210 178 178 Mean effective pressure bar 18.7 4 2600 3540 2080 2200 1760 5 3250 4425 2600 2750 2200 6 3900 5310 3120 3300 2640 kW BHP Number of cylinders 7 4550 6165 3640 3850 3080 8 5200 7080 4160 4400 3520 9 5880 7965 4680 4950 3960 10 6500 8850 5200 5500 4400 11 7150 9735 5720 6050 4840 12 7800 10620 6240 6600 5280 Fuel and lubricating oil consumption Specific fuel oil consumption At load Layout point L1 L2 L3 L4 g/kWh g/BHPh Lubricating oil consumption System oil Approximate kg/cyl.4 14.02: Power.8-1. speed and SFOC 402 000 100 198 27 61 1. 24 hours Cylinder oil g/kWh g/BHPh With conventional turbocharger 100% 177 130 172 127 177 130 172 127 80% 175 129 170 125 175 129 170 125 2-3 0. . 60% Lubricating oil data The cylinder oil consumption figures stated in the tables are valid under normal conditions. . . . .0 Although the engine will develop the power specified up to tropical ambient conditions. . . as stated in IACS M28" Ambient Reference Conditions (1978)". . . . .5 times the stated values should be used. . 25 °C Blower inlet pressure . . . this being the one in which the engine is optimised. The guarantee is given with a margin of 5%. . . . . . .7 L2 . The engine power figures given in the tables remain valid up to tropical conditions at sea level. . .7 15. L3 and L4: L1 designates nominal maximum continuous rating (nominal MCR). .4 18. . . 1000 mbar Seawater temperature . . . . L3 and L4 designate layout points at the other three corners of the layout area. . . . . at 100% engine power and 100% engine speed. . 1000 mbar Charge air coolant temperature . . . and may be permitted for a limited period of one hour every 12 hours. . . During running-in periodes and under special conditions. 45 °C Blower inlet pressure . . . . . . . . . 42. . SFOC guarantee The figures given in this project guide represent the values obtained when the engine and turbocharger are matched with a view to obtaining the lowest possible SFOC values and fulfilling the IMO NOx emission limitations. speed and specific fuel oil consumption of the L35MC.MAN B&W Diesel A/S L35MC Project Guide Engine Power Range and Fuel Consumption Engine Power The table contains data regarding the engine power. . chosen for easy reference. . . .: Tropical conditions: Blower inlet temperature . . Engine brake power is specified in kW and in metric horsepower (1 BHP= 75 kpm/s). . . L2. . . . an engine offered without fulfilling the IMO NOx limitations is subject to a tolerance of only 3% of the SFOC.L3 bar kp/cm2 18.L4 14. . . . .e. . The mean effective pressure is: L1 . and the following reference conditions: ISO 3046/1-1995: Blower inlet temperature . see the following pages. . . . . . specific fuel oil consumption varies with ambient conditions and fuel oil lower calorific value. . .03 . . . As SFOC and NOx are interrelated parameters. . . Overload corresponds to 110% of the power at MCR. . for each cylinder number and layout points L1. . . . . . . . . . .707 kJ/kg (10. . 25 °C Fuel oil lower calorific value . . . . . feed rates of up to 1. . . . . . i. . . . 32 °C Relative humidity . . The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination). L2. . . . . . Specific fuel oil consumption (SFOC) Specific fuel oil consumption values refer to brake power. .200 kcal/kg) 400 000 060 198 27 62 1. For calculation of these changes. in rounded figures. . . . . . . . . . 03: Performance curves 430 100 500 198 27 63 1.04 . Fig.MAN B&W Diesel A/S L35MC Project Guide 178 22 28-8. 1. and hydraulic tools for lifting the crankshaft. however.05 . long. In a few cases. The main bearings consist of thin walled steel shells lined with bearing metal. a bearing support. it is provided with a large hinged door for each cylinder. A control device for turning gear. The crosshead guides are integrated in the frame box. In the following. on the camhaft side. The propeller thrust is transferred through the thrust collar. to be confirmed by the engine maker. Some other components can differ from MAN B&W’s design because of production facilities or the application of local standard components. The thrust shaft is thus an integrated part of the crankshaft. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged. and segments of steel with white metal. consisting of starter and manual remote control box. Turning Gear and Turning Wheel The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The bedplate consists of high. Engagement and disengagement of the turning gear is effected manually by an axial movement of the pinion. IP44. both for the basic delivery extent and for any options mentioned. respectively. all spare parts are interchangeable with MAN B&W designed parts. The shells are kept in position by a bearing cap. The bottom shell can. The thrust bearing is lubricated by the engine’s main lubricating oil system. Bedplate and Main Bearing The bedplate is made in one part with the chain drive placed at the engine fore end on 4 to 10 cylinder engines. the segments. The bedplate is made without taper if mounted on epoxy chocks (4 82 102). primarily. some local standards may be applied. and the bedplate. elastic holding-down bolts. and hydraulic tightening tools. with 15 meters of cable. longitudinal girders and welded cross girders with cast steel bearing supports – alternatively the bedplate can be of cast design. For fitting to the engine seating. On the exhaust side. collects the return oil from the forced lubricating and cooling oil system. The turning gear is driven by an electric motor and is fitted with built-in gear and chain drive with brake. Thrust Bearing The thrust bearing is located in the aft end. can be supplied as an option: 4 82 602 and 4 82 635. which is mounted on the bedplate. to the engine seating and end chocks. of a thrust collar on the crankshaft. by means of special tools. Frame Box The frame box can be of cast or welded design. option 4 82 101. welded. The turning wheel is driven by a pinion on the terminal shaft of the turning gear. and consists. reference is made to the item numbers specified in the “Extent of Delivery” (EoD) forms. The thrust bearing is of the B&W-Michell type.MAN B&W Diesel A/S L35MC Project Guide 1 Description of Engine The engines built by our licensees are in accordance with MAN B&W drawings and standards. be rotated out and in. it is provided with relief valves for each cylinder while. The electric motor is provided with insulation class B and enclosure min. can be ordered as an option: 4 80 601. The oil outlets from the oil pan are normally vertical (4 40 101) and are provided with gratings. or with taper 1:100. The oil pan. Horizontal outlets at both ends can be arranged as an option: 4 40 102. 430 100 042 198 27 64 1. which is integrated into the bedplate in the cast design. if mounted on cast iron chocks. The cylinder liner is made of alloyed cast iron and is suspended in the cylinder frame by means of a low situated flange. a high-pressure pipe. bedplate and cylinder frame are tightened together by stay bolts. The cylinder frame is provided with access covers for cleaning the scavenge air space and for inspection of scavenge ports and piston rings from the camshaft side. It is made of cast iron and is attached to the frame box with screws. and the valve is closed by a spring. and one indicator valve. Together with the cylinder liner it forms the scavenge air space. Air sealing of the exhaust valve spindle guide is provided. The safety valve is spring-loaded. chain drive. and a working cylinder on the exhaust valve. The valve housing is of cast iron and arranged for water cooling. 430 100 042 198 27 64 1. The housing is provided with a spindle guide.06 . The camshaft is embedded in bearing shells lined with white metal in the camshaft frame. It has a central bore for the exhaust valve and bores for two fuel valves. Fuel Valves. The cylinder liner has scavenge ports and drilled holes for cylinder lubrication. At the bottom of the cylinder frame there is a piston rod stuffing box. The bottom piece is water cooled. and has bores for cooling water. The uppermost part of the liner is surrounded by cast iron cooling jacket. The hydraulic system consists of a piston pump mounted on the roller guide housing. and with oil scraper rings which prevent oil from coming up into the scavenge air space. Cylinder Liner and Stuffing Box The cylinder frame is cast in one or more pieces with integrated camshaft frame and the chain drive at the fore end. one safety valve. made in one piece. which is provided with sealing rings for scavenge air. Exhaust Valve and Valve Gear Cylinder Frame. In operation. starting valve and indicator valve. The starting valve is opened by control air from the starting air distributor and is closed by a spring. Drains from the scavenge air space and the piston rod stuffing box are located at the bottom of the cylinder frame. one starting valve. The spindle is made of heat resistant steel with hardfacing metal welded onto the seat. The frame box. Starting Valve. The exhaust valve is tightened to the cylinder cover with studs and nuts. The piston pump is activated by a cam on the camshaft. L35MC Project Guide The cylinder cover is attached to the cylinder frame with 8 studs and nuts tightened by hydraulic jacks. The exhaust valve is opened hydraulically and closed by means of air pressure. safety valve. Oil from the vent slide and other drains is led away in a closed system. and prevents the compression chamber from being filled up with fuel oil in the event that the valve spindle is sticking when the engine is stopped. the supply pipe for the piston cooling oil and lubricating oil is attached to the cylinder frame. The scavenge air receiver. Cylinder Cover The cylinder cover is of forged steel. The cylinder frame has ducts for piston cooling oil inlet. The housing is provided with a bottom piece of steel with hardfacing metal welded onto the seat. Furthermore. An automatic vent slide allows circulation of fuel oil through the valve and high pressure pipes. The exhaust valve consists of a valve housing and a valve spindle. Safety Valve and Indicator Valve Each cylinder cover is equipped with two fuel valves. The opening of the fuel valves is controlled by the fuel oil high pressure created by the fuel pumps. air cooler box and gallery brackets are located at the cylinder frame. driven by the exhaust gas acting on small vanes fixed to the spindle.MAN B&W Diesel A/S The frame box is attached to the bedplate with screws. turbocharger. the valve spindle slowly rotates. Piston. At the front end. Lube oil is supplied through ducts in the crosshead and connecting rod. with an angular cut-out for the piston rod. The semi-built type is made from forged or cast steel throws. The crankpin bearing is provided with thin-walled steel shells. The upper piston ring is a CPR type (Controlled Pressure Releif) whereas the other three piston rings are with an oblique cut. The power take-off can be supplied at extra cost. if needed. The crankshaft incorporates the thrust shaft.MAN B&W Diesel A/S L35MC Project Guide Plants with any number of cylinders equipped with Power Take Off at the fore end are also to be equipped with the axial vibration monitor. Crankshaft The crankshaft is of the semi-built type. option: 4 31 116. and the housing is fixed to the main bearing support. The crosshead bearing cap is in one piece. The piston rod is connected to the crosshead with four screws. lined with bearing metal. corresponding to the movement of the piston within the engine cylinder. At the aft end. Piston Rod and Crosshead The piston consists of a piston crown and piston skirt. Coupling bolts and nuts for joining the crankshaft together with the intermediate shaft are not normally supplied. the two uppermost piston rings are higher than the lower ones. The damper consists of a piston and a split-type housing located forward of the foremost main bearing. A mechanical device for check of the functioning of the vibration damper is fitted. These can be ordered as an option: 4 30 602. which is mounted on the fore end of the crankshaft. Axial Vibration Damper The engine is fitted with an axial vibration damper. The indicator drive consists of a cam fitted on the camshaft and a spring-loaded spindle with roller which moves up and down. forms the inlet and outlet for cooling oil. The piston crown is made of heat-resistant steel and has four ring grooves which are hard-chrome plated on both the upper and lower surfaces of the grooves. The piston is made as an integrated collar on the main journal. The piston skirt is of cast iron. Indicator Drive In its basic execution. The crosshead and crankpin bearing caps are secured to the connecting rod by studs and nuts which are tightened by hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel shells. At the top the spindle has an eye to which the indicator cord is fastened after the indicator has been mounted on the indicator drive. The piston rod has a central bore which. The flange can also be used for a power take-off. The piston rod is of forged steel and is surface-hardened on the running surface for the stuffing box. Connecting Rod The connecting rod is made of forged or cast steel and provided with bearing caps for the crosshead and crankpin bearings. 430 100 042 198 27 64 1. option: 4 85 000.07 . it is an option: 4 30 141. lined with bearing metal. the crankshaft is fitted with a flange for the fitting of a tuning wheel and/or counterweights for balancing purposes. the engine is not fitted with an indicator drive. if so desired. the crankshaft is provided with a flange for the turning wheel and for coupling to the intermediate shaft. in conjunction with a cooling oil pipe. The reversing mechanism is activated and controlled by compressed air supplied to the engine. Tuning Wheel A tuning wheel option: 4 31 101.: 430 100 042 198 27 64 1. indicator cams. i. They can be adjusted and dismantled hydraulically.MAN B&W Diesel A/S The crosshead is of forged steel and is provided with cast steel guide shoes with white metal on the running surface. The fuel pump consists of a pump housing of nodular cast iron.08 . The pump is activated by the fuel cam. The fuel oil high-pressure pipes are equipped with protective hoses and are kept heated by the circulating oil. All shaft and propeller data are to be forwarded by the yard to be engine builder. is to be ordered separately based upon the final torsional vibration calculations. The telescopic pipe for oil inlet and the pipe for oil outlet are mounted on the top of the guide shoes. a centrally placed pump barrel. Reversing Reversing of the engine takes place by means of an angular displaceable roller in the driving mechanism for the fuel pump of each engine cylinder.e. with a hardened roller race. Fuel Pump and Fuel Oil High-Pressure Pipes The engine is provided with one fuel pump for each cylinder. which prevents high pressure from building up during normal stopping and shut down. The chain drive is provided with a chain tightener and guide bars to support the long chain lengths. The exhaust valve gear is not reversible. For conventional installations the engine speed is controlled by a mechanical/hydraulic governor driven from the camshaft. The chain wheel is bolted on to the side of the thrust collar. the pump actuator is provided with a sealing arrangement. In the basic design the adjustment of the pump lead is effected by inserting shims between the top cover and the pump housing. Torsional Vibration Damper The torsional vibration damper option: 4 31 105 is also to be ordered separately based upon the final torsional vibration calculations and mounted on the fore-end crankshaft flange. thrust disc and chain wheel shrunk onto the shaft. The engine can be provided with an electronic/mechanical governor of a make approved by MAN B&W Diesel A/S. exhaust cams. The fuel oil pumps are provided with a puncture valve. and the volume injected is controlled by turning the plunger by means of a toothed rack connected to the regulating mechanism. The exhaust cams and fuel cams are of steel. In order to prevent fuel oil from being mixed with the lubricating oil. and plunger of nitrated steel. Governor Camshaft and Cams The camshaft is made in one piece with fuel cams. L35MC Project Guide Chain Drive The camshaft is driven from the crankshaft by one chain. dependent on the desired number of revolutions. the air is led via the charging air pipe. railings and platforms (exclusive of ladders). . . . option: 4 65 174 Siemens type SIMOS SPC 33 . . 4 42 105. . The speed control handle on the manoeuvring console gives a speed-setting signal to the governor. At a shut down function. .g. at a constant pressure and with electronically controlled timing and dosage at a defined position. the fuel injection is stopped by activating the puncture valves in the fuel pumps. . . . . . The regulating system makes it possible to start. Exhaust Turbocharger The engine can be fitted with MAN B&W (4 59 101) ABB (4 59 102) or Mitsubishi (4 59 103) turbochargers arranged on the aft end of the engine for 4-9 cylinder engines and on the exhaust side for 10-12 cylinder engines. or on the camshaft side (option: 4 83 111). The system transmits orders from the separate manoeuvring console to the engine. and reverse the engine and to control the engine speed. air cooler and scavenge air receiver to the scavenge ports of the cylinder liners. e. . Gallery Arrangement The engine is provided with gallery brackets. . . . stanchions. option: 4 65 172 Kongsberg Norcontrol Automation A/S type DGS 8800e . independent of the speed control handle’s position. From the turbocharger. 430 100 042 198 27 64 1. . The brackets are placed at such a height that the best possible overhauling and inspection conditions are achieved. Some main pipes of the engine are suspended from the gallery brackets. . through an air cylinder. . . The turbocharger is provided with: a) Equipment for water washing of the compressor side b) Equipment for dry cleaning of the turbine side c) Water washing on the turbine side is mounted for the MAN B&W and ABB turbochargers. to the “Astern” position. Control air then moves the starting air distributor and. is designed to supply cylinder oil intermittently.MAN B&W Diesel A/S Lyngsø Marine A/S type EGS 2000 or 2100 . . and the upper gallery platform on the camshaft side is provided with overhauling holes for piston. the displaceable roller in the driving mechanism for the fuel pump. Reversing is effected by moving the speed control handle from “Stop” to “Start astern” position. . option: 4 65 177 The speed setting of the actuator is determined by an electronic signal from the electronic governor based on the position of the main engine regulating handle. . stop. The engine is prepared for top bracings on the exhaust side (4 83 110). The actuator is connected to the fuel regulating shaft by means of a mechanical linkage. Cylinder Lubricators The mechanical cylinder lubricator is standard 4 42 111. every four engine revolutions. . . Manoeuvring System for Bridge Control The engine is provided with a pneumatic/electric manoeuvring and fuel oil regulating system. L35MC Project Guide The engine is provided with an engine side mounted control console and instrument panel for local manouvring. The number of holes depends on the number of cylinders. .09 . . Scavenge Air System The air intake to the turbocharger takes place directly from the engine room through the intake silencer of the turbocharger. . The charging air pipe between the turbocharger and the air cooler is provided with a compensator and is heat insulated on the outside. . The electronic Alpha cylinder lubrication system is an option. and the total volume of gas led further on to the turbocharger at a constant pressure. option: 4 54 151 Cleaning is to be carried out only when the engine is stopped by dismantling the cooler element. converter and indicator for mounting in the engine control room. During operation of the engine. There is a protective grating between the exhaust gas receiver and the turbocharger. The turbocharger is equipped with an electronic tacho system with pick-ups.5 bar working pressure. The suction side of the blowers is connected to the scavenge air space after the air cooler. Piping Arrangements The engine is delivered with piping arrangements for: Fuel oil Heating of fuel oil pipes Lubricating and piston cooling oil pipes Cylinder lubricating oil Lubricating of turbocharger Sea cooling water Jacket cooling water 430 100 042 198 27 64 1. which is yard’s supply. See either of options 4 59 301-309. Both auxiliary blowers will start operating before the engine is started and will ensure sufficient scavenge air pressure to obtain a safe start. both auxiliary blowers will start automatically each time the engine load is reduced to about 30-40%. thus avoiding any engine load reduction.5 bar working pressure (4 54 130) or central cooling with freshwater of maximum 4. The electric motors are of the totally enclosed. and between the receiver and the turbocharger. the gas is led to the exhaust gas receiver where the fluctuating pressure from the individual cylinders is equalised. After the turbocharger. The exhaust gas receiver and exhaust pipes are provided with insulation. In cases where one of the auxiliary blowers is out of service. The end covers are of coated cast iron (4 54 150). option: 4 54 132. A water mist catcher of the through-flow type is located in the air chamber after the air cooler. The electrical control panel and starters for two auxiliary blowers can be delivered as an option: 4 55 650. Scavenge Air Cooler The engine is fitted with an air cooler of the mono-block design for a seawater cooling system of 2. Exhaust Gas System From the exhaust valves.10 . the gas is led via the exhaust gas outlet transition piece. class B and enclosure minimum IP44. L35MC Project Guide Auxiliary Blower The engine is provided with two electrically-driven blowers (4 55 150). Compensators are fitted between the exhaust valves and the receiver. non-return valves are fitted which automatically close when the auxiliary blowers supply the air. Between the air cooler and the scavenge air receiver. the other auxiliary blower will automatically compensate without any manual readjustment of the valves. and they will continue operating until the load again exceeds approximately 40-50%. fan cooled. This is achieved by the automatically working non-return valves in the suction pipe of the blowers. away from the engine. option: 4 60 610 to the external exhaust pipe system.MAN B&W Diesel A/S The gas outlet can be 15°/30°/45°/60°/75°/90° from vertical. with insulation min. or alternatively of bronze. single speed type. covered by galvanized steel plating.0-2. option: 4 60 601 and a compensator. 4 55 140. . . . A slow turning valve with actuator can be delivered as an option: 4 50 140. . . . If the engine is to be transported as one unit. . . . alarm and safety equipment and. . . or Water mist . . . . . . . . . option: 4 55 143 Cleaning of turbocharger Fire extinguishing for scavenge air space Starting air Control air Safety air Oil mist detector. and a starting valve on each cylinder. . . The starting air distributors have one set of starting cams for “Ahead” and one set for “Astern”. without counterflanges in the connecting end. or Aluminium brass option 4 45 132. a non-return valve. . . . . The engine’s external pipe connections are with: • Sealed. In the case of central cooling. except the control air. . . The inlet and return fuel oil pipes (except branch pipes) are heated with: Steam tracing . . . . . . or CO2 (excluding bottles). one or two starting air distributor(s). . . or Thick-walled. . or Thermal oil tracing . . . option: 4 55 142. . . . . as well as one control valve for each cylinder. option: 4 35 112 The drain pipe is heated by jacket water. or • With blank counterflanges and bolts in both ends of the piping. 4 35 110. . . . . . or Electrical tracing . . .11 . option: 4 30 203 A fire extinguishing system for the scavenge air box will be provided. . All piping arrangements are made of steel piping. . . . .MAN B&W Diesel A/S L35MC Project Guide The above heating pipes are normally delivered without insulation. . or • With drilled counterflanges and bolts. insulation can be mounted as an option: 4 35 121. . . . . . with a number of sockets for supplementary signal equipment and supplementary remote instruments. . safety air and steam heating of fuel pipes which are made of copper. based on: Steam . . . . The main starting valve is connected with the manoeuvring system. galvanised steel option 4 45 131. . . 430 100 042 198 27 64 1. . . . (4 35 120). . option: 4 35 111. which controls the start of the engine. . . a bursting disc for the branch pipe to each cylinder. . . . Starting Air Pipes The starting air system comprises a main starting valve. . . . furthermore. . . . . . The starting air distributor(s) regulates the supply of control air to the starting valves so that they supply the engine cylinders with starting air in the correct firing order. The pipes for sea cooling water to the air cooler are of: Galvanised steel 4 45 130. option: 4 30 202. The pipes are provided with sockets for standard instruments. . . the pipes for freshwater to the air cooler are of steel. . . or Copper nickel option 4 45 133. and with blank counterflanges and bolts in the other end (4 30 201). 1.0 Fig.MAN B&W Diesel A/S L35MC Project Guide 178 21 77-2.04: Engine cross section 430 100 018 198 27 65 1.12 . Engine Layout and Load Diagrams. SFOC 2 . e. in the Layout Diagrams and Load Diagrams for diesel engines. using linear scales. logarithmic scales are used. see Fig. the power is proportional to the speed: Pb = c x n1 (for constant mep) When running with a Fixed Pitch Propeller (FPP).0 Fig. i. and often experimental tank tests. propeller curves will be parallel to lines having the inclination i = 3. The power functions Pb = c x ni. i.01a: Straight lines in linear scales 402 000 004 198 27 66 2.01a shows the relationship for the linear functions. when using “c” as a constant: Pb = c x pe x n so. the brake power Pb may be expressed as a power function of the speed “n” to the power of “i”.e. The combination of speed and power obtained may be called 178 05 40-3. 2. 2. Propulsion and Engine Running Points Propeller curve The relation between power and propeller speed for a fixed pitch propeller is as mentioned above described by means of the propeller law. Therefore.e.MAN B&W Diesel A/S L35MC Project Guide 2 Engine Layout and Load Diagrams Introduction The effective brake power “Pb” of a diesel engine is proportional to the mean effective pressure pe and engine speed “n”. the third power curve: Pb = c x n3 . for the above examples. y = ax + b.e.01 . estimations of the necessary propeller power and speed are based on theoretical calculations for loaded ship. log (Pb) = i x log (n) + log (c) 178 05 40-3.: Pb = c x ni Fig. i. 2. for constant mep. 2. making simple diagrams with straight lines.01b. i. the power may be expressed according to the propeller law as: Pb = c x n3 (propeller law) Thus.01b: Power function curves in logarithmic scales Thus. will be linear functions when using logarithmic scales. both assuming optimum operating conditions. a clean hull and good weather. in which: Pb = engine power for propulsion n = propeller speed c = constant Propeller design point Normally.0 Fig. and lines with constant mep will be parallel to lines with the inclination i = 1. placed on the light running propeller curve 6. the degree of light running must be decided upon experience from the actual trade and hull design.0% for design of the propeller. 2. with head winds. the so-called sea margin.to choose a heavier propeller curve 2. some shipyards. no. Light/heavy running of the propeller refers to hull and propeller deterioration and heavy weather and. In such a case. the extra power demand of the shaft generator must also be considered. at the same time the weather is bad.MAN B&W Diesel A/S the ship’s propeller design point (PD). clean hull and calm weather (light running). it is normal practice to add an extra power margin. Fouled hull Engine layout (heavy propeller/light running propeller) When determining the necessary engine speed considering the influence of a heavy running propeller for operating at large extra ship resistance. 2. The corresponding point is called the “specified MCR for propulsion” (MP). When determining the necessary engine power. Point MP is identical to the engine’s specified MCR point (M) unless a main engine driven shaft generator is installed. which is traditionally about 15% of the propeller design (PD) power.compared to the clean hull and calm weather propeller curve 6 .0-7. However.02. fouling and sea margin are overlapping terms. for propeller layout MP SP PD HR LR Specified MCR for propulsion 178 05 41-5.02 . sea margin i.3 Compared to the heavy engine layout curve. extra power to the propeller. the ship’s resistance may increase compared to operating at calm weather conditions. Note: Light/heavy running. Line 2 Propulsion curve. See Fig. Continuous service rating for propulsion Propeller design point Heavy running Light running Engine margin Besides the sea margin. i. As modern vessels with a relatively high service speed are prepared with very smooth propeller and hull surfaces. L35MC Project Guide Sea margin and heavy propeller If. Consequently. 2. and/or propeller manufacturers sometimes use a propeller design point (PD’) that incorporates all or part of the so-called sea margin described below. the propeller will be further loaded and will be heavy running (HR). recommended for engine layout Line 6 Propulsion curve. and the propeller curve for clean hull and calm weather curve 6 will be said to represent a “light running” (LR) propeller.e. the fouling after sea trial will involve a relatively high resistance and thereby a heavier running propeller.02: Ship propulsion running points and engine layout When the ship has sailed for some time. fouled hull and heavy weather (heavy running). the hull and propeller become fouled and the hull’s resistance will increase. refers to the influence of the wind and the sea. On the other hand. a so-called “engine margin” of some 10% is frequently added. the ship speed will be reduced unless the engine delivers more power to the propeller. 402 000 004 198 27 66 2. Fig. we recommend to use a light running of 3. it is recommended . and refers to the fact that the power for point SP is 10% lower than for point MP.e. point M coincides normally with point O. as previously found. if it is not.MAN B&W Diesel A/S Constant ship speed lines The constant ship speed lines a. Fig. i. the specified MCR point M can. power function curves like propeller curves (3rd power). taking into consideration the total propulsion efficiency. The optimising point O is placed on line 1 and equal to point A of the load diagram with point M’s power. L35MC Project Guide Optimising point (O) = specified MCR (M) This engine type is not fitted with VIT fuel pumps. Yet. but only by exceeding line L1-L2. The specified MCR point (M) must be inside the limitation lines of the layout diagram. 2. The optimising point O is the rating at which the turbocharger is matched. only provided that the optimising point O is located inside the layout diagram. if installed. On the horizontal axis the engine speed and on the vertical axis the engine power are shown in percentage scales. defines the power and speed limits for continuous as well as overload operation of an installed engine having an optimising point O and a specified MCR point M that confirms the ship’s specification.02. in special cases.02.03. 2. and of course. see Fig. so the specified MCR power is the power for which the engine is optimised . provided that. the layout diagram of a relevant main engine may be drawn-in. the power of points O and M must be identical. The service points of the installed engine incorporate the engine power required for ship propulsion and shaft generator. In fact. The L1 point refers to the engine’s nominal maximum continuous rating. and point S is identical to the service propulsion point (SP) unless a main engine driven shaft generator is installed. Continuous service rating (S) The continuous service rating is the power at which the engine is normally assumed to operate. are shown at the very top of Fig.15 to 0. constant mean effective pressure curves (1st power) and constant ship speed curves (0. 402 000 004 198 27 66 2. indicating the power required at various propeller speeds in order to keep the same ship speed. see “Optimising Point” below.30 power) are straight lines. and at which the engine timing and compression ratio are adjusted. and by two constant engine speed lines L1-L2 and L3-L4. Specified maximum continuous rating (M) Based on the propulsion and engine running points. Within the layout area there is full freedom to select the engine’s specified MCR point M which suits the demand of propeller power and speed for the ship.e. the optimum propeller diameter is used. in this diagram. 2. but the engine speeds can be different. in special cases point M may be located to the right of line L1-L2. The scales are logarithmic which means that. for each ship speed. Load Diagram Definitions The load diagram. be placed outside the layout diagram. the propeller speed will have to be changed or another main engine type must be chosen. Engine Layout Diagram An engine’s layout diagram is limited by two constant mean effective pressure (mep) lines L1-L3 and L2-L4. The optimising point O is to be placed inside the layout diagram.03 . 402 000 004 198 27 66 2. for propeller layout Power limit for continuous running (i = 0) Overload limit Speed limit at sea trial 178 39 18-4. 5. The area between lines 4. see line 9. the maximum limit. and during trial conditions to 107%. A M O Line 1 Line 2 Line 3 Line 4 Line 5 Line 6 Line 7 Line 8 Line 9 L35MC Project Guide 100% reference point Specified MCR Optimising point Propeller curve though optimising point (i = 3). however. 7 and the heavy dashed line 8 is available for overload running for limited periods only (1 hour per 12 hours). it may be moved to 109% of the nominal speed in L1. The overspeed set-point is 109% of the speed in A. 105% of A. in special cases. however.1 Fig. fouled hull and heavy weather – heavy running (i = 3) Speed limit Torque/speed limit (i = 2) Mean effective pressure limit (i = 1) Propeller curve. 2.MAN B&W Diesel A/S Limits for continuous operation The continuous service range is limited by four lines: Line 3 and line 9: Line 3 represents the maximum acceptable speed for continuous operation. Line 7: Represents the maximum power for continuous operation.e. Line 4: Represents the limit at which an ample air supply is available for combustion and imposes a limitation on the maximum combination of torque and speed. A is located to the right of line L1-L2. which can be accepted for continuous operation.04 . The above limits may in general be extended to 105%. i. for engine layout curve Propeller curve. however. Only plants with controllable pitch propellers can reach this light running area. Running above 100% of the nominal L1 speed at a load lower than about 65% specified MCR is. provided that torsional vibration conditions permit. provided the torsional vibration conditions permit it. If. to be avoided for extended periods. clean hull and calm weather – light running (i = 3).03: Engine load diagram Limits for overload operation The overload service range is limited as follows: Line 8: Represents the overload operation limitations. Line 5: Represents the maximum mean effective pressure level (mep). During trial conditions the maximum speed may be extended to 107% of A. of the nominal L1 speed of the engine. is 105% of L1. 5. this may involve a change of the pump and cooler capacities. In some cases it can also require larger dimensions of the piping systems. and extra power is required for propulsion in order to keep the ship’s speed. will be matched to this power. and the significant influence of the choice of the optimising point O. The area between lines 4 and 1 is available for operation in shallow waters.09 may be used for construction of the actual load diagram. the ship’s hull and propeller will be fouled. the extent of heavy running of the propeller will indicate the need for cleaning the hull and possibly polishing the propeller.e. change of the fuel valve nozzles. i. This is to be indicated in item 4 02 010 of the Extent of Delivery. Once the specified MCR has been chosen.05 .e. 7 and 3 of the load diagram. In calm weather conditions. the layout diagram shown in Fig. the propeller curve will move to the left from line 6 towards line 2. and the turbocharger etc. for non-steady operation without any strict time limitation. Examples of the use of the Load Diagram In the following. L35MC Project Guide If the specified MCR is to be increased later on. retiming of the engine. if the specification should be prepared for a later power increase. 2. adjusting of the cylinder liner cooling. i. except for CP propeller plants mentioned in the previous section. as well as rematching of the turbocharger or even a change to a larger size of turbocharger. resulting in heavier running of the propeller. It is therefore of the utmost importance to consider. four different examples based on fixed pitch propeller (FPP) and one example based on controllable pitch propeller (CPP) are given in order to illustrate the flexibility of the layout and load diagrams. 402 000 004 198 27 66 2. After some time in operation. the capacities of the auxiliary equipment will be adapted to the specified MCR. already at the project stage. heavy weather and during acceleration.MAN B&W Diesel A/S Recommendation Continuous operation without limitations is allowed only within the area limited by lines 4. For a project. 402 000 004 198 27 66 2. 2. engine with FPP. Point A is then found at the intersection between propeller curve 1 (2) and the constant power curve through M. 2.0 Fig. In this case point A will be equal to point M.06 . Load diagram for normal running conditions. line 7. 2. engine with FPP. Layout diagram for normal running conditions.MAN B&W Diesel A/S L35MC Project Guide Example 1: Normal running conditions: Engine coupled to fixed pitch propeller and without shaft generator M S O A MP SP Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) is equal to line 2 Line 7 Constant power line through specified MCR (M) Point A Intersection between lines 1 and 7 178 39 20-6. without shaft generator The specified MCR (M) and its propeller curve 1 will normally be selected on the engine service curve 2 (for fouled hull and heavy weather). and hence the actual load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %-figures stated. without shaft generator Fig. 2.04a: Example 1. the load diagram can be drawn.04a.04b. as shown in Fig. Once point A has been found in the layout diagram.04b: Example 1. as shown in Fig. without shaft generator Fig. Layout diagram for special running conditions. Load diagram for special running conditions.05b: Example 2.05a: Example 2. 2. engine with FPP.0 Fig. without shaft generator 402 000 004 198 27 66 2. 2.MAN B&W Diesel A/S L35MC Project Guide Example 2: Special running conditions: Engine coupled to fixed pitch propeller and without shaft generator M=O S O A MP SP Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) is equal to line 2 Line 7 Constant power line through specified MCR (M) Point A Intersection between lines 1 and 7 178 39 23-1.07 . engine with FPP. 402 000 004 198 27 66 2. the engine service curve shown for heavy running incorporates this extra power. Point A is then found in the same way as in example 1. Layout diagram for normal running conditions. with shaft generator Fig. 2. In Fig. and the load diagram can be drawn as shown in Fig. with shaft generator In this example a shaft generator (SG) is installed.06a.06b. 2.MAN B&W Diesel A/S L35MC Project Guide Example 3: Normal running conditions: Engine coupled to fixed pitch propeller (FPP) and with shaft generator M=O S O A=O MP SP SG Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Shaft generator power Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) Line 7 Constant power line through specified MCR (M) Point A Intersection between lines 1 and 7 178 39 25-5. 2. engine with FPP. Load diagram for normal running conditions. The optimising point O = A = M will be chosen on this curve as shown. 2. and therefore the service power of the engine also has to incorporate the extra shaft power required for the shaft generator’s electrical power production.0 Fig.06a: Example 3.08 .06b: Example 3. engine with FPP. 2. This involves that the intended specified MCR of the engine M’ will be placed outside the top of the layout diagram. In choosing the latter solution. 2. is then found at the intersection of line L1-L3 with line 1. such a situation will seldom occur. 2. the required specified MCR power can be reduced from point M’ to point M as shown in Fig. see Fig. However. compared to Example 3. having the highest possible power. and the corresponding load diagram is drawn in Fig.07b.0 Fig. 2. Point A.09 . engine with FPP. 2. a diesel generator has to take over all or part of the electrical power production. 2. a shaft generator is installed but. when running in the upper propulsion power range.07a. 402 000 004 198 27 66 2.07a.07b: Example 4. Point M is found on line 7 at MP’s speed. Therefore. as ships are rather infrequently running in the upper propulsion power range.07a: Example 4. Layout diagram for special running conditions. Load diagram for special running conditions. see Fig. engine with FPP. One solution could be to choose a diesel engine with an extra cylinder. with shaft generator Also in this special case.07a.MAN B&W Diesel A/S L35MC Project Guide Example 4: Special running conditions: Engine coupled to fixed pitch propeller (FPP) and with shaft generator M S O A MP SP Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) Point A Intersection between lines 1 and 7 Point M Located on constant power line 7 through point A 178 39 28-0. MP. with shaft generator Fig. placed at the top of the layout diagram. but another and cheaper solution is to reduce the electrical power production of the shaft generator when running in the upper propulsion power range. this case has a specified MCR for propulsion. 2. and it is not possible to distinguish between running points for light and heavy running conditions.08 shows two examples of running curves that are both contained within the same load diagram.08: Example 5: Engine with Controllable Pitch Propeller (CPP). For specific cases with a shaft generator. when the engine’s specified MCR point (M) has been chosen. if installed.e. the relevant combinator curves of the propeller may also be a combination of constant engine speeds and/or propeller curves. please also see the fixed pitch propeller examples 3 and 4. 402 000 004 198 27 66 2. and where the propeller’s running curve in the high power range is a propeller curve. 2. with or wihtout shaft generator When a controllable pitch propeller (CPP) is installed.0 Fig. based on a maintained constant propeller pitch (similar to the FPP propulsion curve 2 for heavy running). Therefore. which may then be drawn. Fig. point M may be used as point A of the load diagram.MAN B&W Diesel A/S L35MC Project Guide Example 5: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator M S O A Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram 178 39 31-4. including the power for a shaft generator.10 . i. 2.11 .0 Fig.09 contains a layout diagram that can be used for construction of the load diagram for an actual project. using the %-figures stated and the inclinations of the lines. 2.MAN B&W Diesel A/S L35MC Project Guide Fig. 178 06 86-5.09: Diagram for actual project 402 000 004 198 27 66 2. The SFOC guarantee is given with a margin of 5%. relative to the SFOC at nominal rated MCR L1. related to the SFOC stated for the nominal MCR (L1) rating at the actually available engine version. As SFOC and NOx are interrelated paramaters. With for instance 1 °C increase of the scavenge air coolant temperature. SFOC guarantee SFOC at reference conditions The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1995: 1. The solid lines are valid at 100.10 and 2.11 for controllable pitch propeller.02% . and is guaranteed for the power-speed combination in which the engine is optimised (O) and fulfilling the IMO NOx emission limitations. constant speed. an engine offered without fulfilling the IMO NOx limitations only has a tolerance of 3% of the SFOC. In Fig.200 kcal/kg (42.00% . 2.0. respectively. Condition Parameter change Scav. 2. valid for two alternative engine ratings: M1 = O1 and M2 = O2. The optimising point O is drawn into the abovementioned Diagram 1. shows the reduction in SFOC.700 kJ/kg).1.12 an example of the calculated SFOC curves are shown on Diagram 2.06% if Pmax is adjusted.41% + 0.71% . A straight line along the constant mep curves (parallel to L1-L3) is drawn through the optimising point O.10 for fixed pitch propeller and Fig. the SFOC will be adjusted according to the conversion factors in the below table provided that the maximum combustion pressure (Pmax) is adjusted to the nominal value (left column). 2.05% -1.0. Examples of graphic calculation of SFOC Diagram 1 in Figs.700 kJ/kg) + 0.20% + 0. 80% and 50% of the optimised power.000 mbar ambient air pressure 25 °C ambient air temperature 25 °C scavenge air coolant temperature and is related to a fuel oil with a lower calorific value of 10.00% 402 000 004 198 27 66 2. With Pmax adjusted SFOC change Without Pmax adjusted SFOC change The SFOC guarantee refers to the above ISO reference conditions and lower calorific value.MAN B&W Diesel A/S L35MC Project Guide Specific Fuel Oil Consumption The calculation of the expected specific fuel oil consumption (SFOC) can be carried out by means of Fig. air coolant temperature per 10 °C rise Blower inlet temperature per 10 °C rise Blower inlet pressure per 10 mbar rise Fuel oil lower rise 1% calorific value (42.11 valid for fixed pitch propeller and constant speed. or if the Pmax is not re-adjusted to the nominal value (right column). a corresponding 1 °C increase of the scavenge air temperature will occur and involves an SFOC increase of 0. 2. The line intersections of the solid lines and the oblique lines indicate the reduction in specific fuel oil consumption at 100%.60% + 0. For lower calorific values and for ambient conditions that are different from the ISO reference conditions. Throughout the whole load area the SFOC of the engine depends on where the optimising point O = specified MCR (M) is chosen.12 . 80 and 50% of the optimised power (O) identical to the specified MCR (M). 10: SFOC for engine with fixed pitch propeller 402 000 004 198 27 66 2. 2.1 kW r/min g/kWh 178 21 78-4.1 199 67 78-4.13 .1 Fig.MAN B&W Diesel A/S L35MC Project Guide Specified MCR (M) = optimised point (O) Data at nominal MCR (L1): L35MC Power: 100% (L1) Speed: 100% (L1) Nominal SFOC (L1) kW 210 r/min 177 g/kWh Data of optimising point (O=M) Power: 100% of (O) Speed: 100% of (O) SFOC found: 199 67 78-4. 14 . 2.1 199 67 79-6.11: SFOC for engine with constant speed 402 000 004 198 27 66 2.MAN B&W Diesel A/S L35MC Project Guide 199 67 79-6.1 Specified MCR (M) = optimised point (O) Data at nominal MCR (L1): L35MC Power: 100% (L1) Speed: 100% (L1) Nominal SFOC (L1) kW 210 r/min 177 g/kWh Data of optimising point (O=M) Power: 100% of (O) Speed: 100% of (O) SFOC found: kW r/min g/kWh 178 21 78-4.1 Fig. 4 kW r/min g/kWh 178 21 79-6. found: 3120 189 174.1 Specified MCR (M) = optimised point (O) Data at nominal MCR (L1): 6L35MC 100% Power: 100% Speed: Nominal SFOC: 3900 kW 210 r/min 177 g/kWh Data at specified MCR (M): 6L35MC 100% Power: 100% Speed: SFOC. 2.15 .1 199 67 80-6.MAN B&W Diesel A/S L35MC Project Guide 199 67 80-6.12: SFOC for a derated engine with fixed pitch propeller 402 000 004 198 27 66 2.1 Fig. at speeds lower than that of point 1.13: SFOC at an arbitrary load 402 000 004 198 27 66 2. 2. the SFOC will also increase. i. 2. to the left of point 1. S2 or S3 can be estimated based on the SFOC in points “1" and ”2". A more precise indication of the expected SFOC at any load can be calculated by using our computer program.e. the specific fuel oil consumption in an arbitrary poin S1.11 for the propeller curve I and Fig. Then the SFOC for point S1 can be calculated as an interpolation between the SFOC in points “1" and ”2".16 . shown on this Fig.. 2. obtaining the SFOC in points 1 and 2. The above-mentioned method provides only an approximate figure. 178 05 32-0.MAN B&W Diesel A/S L35MC Project Guide The SFOC curve through points S2. These SFOC values can be calculated by using the graphs in Fig. is symmetrical about point 1. Fuel Consumption at an Arbitrary Load Once the engine has been optimised in point O. This is a service which is available to our customers on request.1 Fig. and for point S3 as an extrapolation. respectively.12 for the constant speed curve II. The type of homogenizer is either ultrasonic or mechanical. and an engine offered with a guaranteed SFOC and also guaranteed to comply with the IMO NOx limitation will be subject to a 5% fuel consumption tolerance.e.dk under "Libraries". such as the SCR (Selective Catalytic Reduction). It may be necessary to modify some of the engine components such as the fuel pumps. The compact SCR unit can be located separately in the engine room or horizontally on top of the engine. 402 000 004 198 27 66 2. using Haldor Topsøe catalysts and ammonia as the reducing agent. enables reductions of up to 30% to be achieved. i. Up to 95-98% NOx reduction This reduction can be achieved by means of secondary methods. T w o . The primary method of NOx control. 30-50% NOx reduction Water emulsification of the heavy fuel oil is a well proven primary method. 333: “How to deal with Emission Control” The publications are also available at the Internet address: www. using water from the freshwater generator and the water mist catcher. measured according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines. More detailed information can be found in our publications: P. The Specific Fuel Oil Consumption (SFOC) and the NOx are interrelated parameters.s t r o k e Low-speed Engines” P. e.MAN B&W Diesel A/S L35MC Project Guide Emission Control IMO NOx limits. camshaft. urea can also be used. The pressure of the homogenised fuel has to be increased to prevent the formation of the steam and cavition. Plants designed according to this method have been in service since 1990 on four vessels. and the engine control system. 0-30% NOx reduction All MC engines are delivered so as to comply with the IMO speed dependent NOx limit. i. from where they can be downloaded. The compact SCR reactor is mounted before the turbocharger(s) in order to have the optimum working temperature for the catalyst. engine adjustment and component modification to affect the engine combustion process directly.manbw.17 .331: “ E m i s s i o n s C o n t r o l . which involves an after-treatment of the exhaust gas. Turbocharger Choice & Exhaust Gas By-pass 3 . 3. see the table in Fig 3.268 BHP). 199. 2104 r/min Cyl. The turbocharger choice is made with a view to obtaining the lowest possible Specific Fuel Oil Consumption (SFOC) values at the nominal MCR . L35MC Project Guide For a Specified MCR point (M) different from the Nominal MCR (L1). ABB type TPL. Additionall.01. 4 5 6 7 8 9 10 11 12 MAN B&W 1 x NR29/S 1 x NA34/S 1 x NA34/S 1 x NA40/S 1 x NA40/S 1 x NA40/S 2 x NA34/S 2 x NA34/S 2 x NA34/S ABB 1 x TPL65-A10 1 x TPL65-A10 1 x TPL69-A10 1 x TPL69-A10 1 x TPL73-B11 1 x TPL73-B11 2 x TPL65-A10 2 x TPL65-A10 2 x TPL69-A10 ABB 1 x VTR354P 1 x VTR354P 1 x VTR454P 1 x VTR454P 1 x VTR454P 1 x VTR454P 2 x VTR354P 2 x VTR354P 1 x VTR454P MHI 1 x MET30SR 1 x MET30SD 1 x MET42SD 1 x MET42SD 1 x MET53SD 1 x MET53SD 2 x MET30SD 2 x MET42SD 2 x MET42SD 178 22 22-7.5 r/min 3. ABB type VTR and MHI type MET turbochargers.MAN B&W Diesel A/S 3 Turbocharger Choice and Exhaust Gas By-pass Turbocharger Choice The engines are designed for the application of either MAN B&W.10. measured according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines. and the engines and turbochargers are matched to comply with the IMO speed dependent NOx emission limitations. The turbocharger cleaning systems to be applied are described in Section 6.120 kW (4. the diagrams.04 and 3. 3.01 .02. the diagrams in Figs. 3. show an example of how to determine the number and size of the turbochargers for a 6L35MC Mk 6: Specified MCR: M= 80% power = 95% speed = and for Nominal MCR: L1= 100% power = 100% speed = 3.01: Turbocharger types 459 100 250 198 27 67 3.0 Fig. and with two turbochargers on exhaust side for 10 to 12 cylinder engines.03.05 should be used for the application of MAN B&W type NA. respectively. 3. ABB or Mitsubishi (MHI) turbochargers.900 kW (5.310 BHP). The engine is equipped with one turbocharger located on aft end on 4 to 9 cylinder engines. and then move horizontally in diagram 3 to the relevant number of cylinders.MAN B&W Diesel A/S The procedure for determining the turbocharger size for specified MCR is as follows: • Find the specified MCR point M in diagram 1 by entering the 80% power on the vertical scale. with Nominal MCR (L1). and then move down vertically to diagram 4 % speed of L1 100 90 8 7 6 5 4 L35MC Project Guide • In diagram 4 the line intersects the curves for two and one turbochargers • Going horizontally to the right you will find the intersections with the vertical line from diagram 1. 95% speed: 1 x NA34/S or 2 x NR24/S 178 22 18-1.02: Choice of conventional turbochargers. . Number of cylinders 12 11 10 9 % of L1 power 100 100 95 90 % e spe f L1 do 90 80 85 70 M NR24/S NR29/S 2 NA34/S L1 M L1 1 NA40/S NA48/S Number of turbochargers Examples: 6L35MC Mk 6 Nominal MCR (L1) 100% power. it can be seen that in this case either 1 x NA34/S or 2 x NR24/S can be used. and if two are applied they should be type NA24/S. 100% speed: 1 x NA34/S or 2 x NR24/S Specified MCR (M) 80% power. to the intersection with the vertical 95% engine speed scale • Offset the point (go along) the oblique curves within diagram 2.in this case a 6-cylinder engine.0 Fig. showing that if one turbocharger is applied it should be type NA34/S. make MAN B&W 459 100 250 198 27 67 3. Using the same procedure for 6L35MC Mk 6. 3. and the 95% engine speed on the oblique scale • Go horizontally to the left to diagram 2.02 . 100% speed: 1 x TPL69-A10 or 2 x TPL61-A10 Specified MCR (M) 80% power.03 . type TPL 459 100 250 198 27 67 3. make ABB.0 Fig.MAN B&W Diesel A/S L35MC Project Guide Number of cylinders 12 11 10 9 8 7 6 5 4 % speed of L1 100 90 % of L1 power 100 100 95 90 % e spe f L1 do 90 80 85 70 M TPL61-A10 L1 2 TPL65-A10 M L1 TPL69-A10 1 TPL73-B11 Number of turbochargers Examples: 6L35MC Mk 6 Nominal MCR (L1) 100% power.03: Choice of conventional turbochargers. 95% speed: 1 x TPL69-A10 or 2 x TPL61-A10 178 22 19-3. 3. MAN B&W Diesel A/S L35MC Project Guide Number of cylinders 12 11 10 9 8 7 6 5 4 % speed of L1 100 90 % of L1 power 100 100 95 90 % e spe f L1 do 90 80 85 70 M VTR254P VTR304P VTR304 2 VTR354 VTR254 L1 M VTR354P L1 1 VTR454 VTR454P VTR454D Number of turbochargers Examples: 6L35MC Mk 6 Nominal MCR (L1) 100% power, 100% speed: 1 x VTR454P or 2 x VTR304P Specified MCR (M) 80% power, 95% speed: 2 x VTR354 or 2 x VTR254. 178 22 20-3.0 Fig. 3.04: Choice of conventional turbochargers, make ABB, type VTR 459 100 250 198 27 67 3.04 MAN B&W Diesel A/S L35MC Project Guide Number of cylinders 12 11 10 9 8 7 6 5 4 % speed of L1 100 90 % of L1 power 100 100 95 90 % f L1 do pee s 90 80 85 70 M MET30SR MET30SD 2 L1 M L1 MET42SD 1 MET53SD Number of turbochargers Examples: 6L35MC Mk 6 Nominal MCR (L1) 100% power, 100% speed: 1 x MET42SD or 2 x MET30SR Specified MCR (M) 80% power, 95% speed: 1 x MET30SD or 2 x MET30SR 178 22 21-5.0 Fig. 3.05: Choice of conventional turbochargers, make MHI 459 100 250 198 27 67 3.05 MAN B&W Diesel A/S By-pass of Exhaust Gas for emergency running Option: 4 60 119 By-pass of the total amount of exhaust gas round the turbocharger, Fig. 3.06, is only used for emergency running in case of turbocharger failure. This enables the engine to run at a higher load than with a locked rotor under emergency conditions. The engine’s exhaust gas receiver will in this case be fitted with a by-pass flange of the same diameter as the inlet pipe to the turbocharger. The emergency pipe is the yard’s delivery. L35MC Project Guide 178 06 72-1.1 Fig. 3.06: Total by-pass of exhaust for emergency running 459 100 250 198 27 67 3.06 Electricity Production 4 MAN B&W Diesel A/S L35MC Project Guide 4 Electricity Production Introduction Next to power for propulsion, electricity production is the largest fuel consumer on board. The electricity is produced by using one or more of the following types of machinery, either running alone or in parallel: PTO/CFE (Power Take Off/Constant Frequency Electrical): Generator giving constant frequency, based on electrical frequency control. PTO/GCR (Power Take Off/Gear Constant Ratio): Generator coupled to a constant ratio step-up gear, used only for engines running at constant speed. Within each PTO system, several designs are available, depending on the positioning of the gear: BW II: A free-standing gear mounted on the tank top and connected to the fore end of the diesel engine, with a vertical or horizontal generator. BW IV: A free-standing step-up gear connected to the intermediate shaft, with a horizontal generator. • Auxiliary diesel generating sets • Main engine driven generators • Steam driven turbogenerators • Emergency diesel generating sets. The machinery installed should be selected based on an economical evaluation of first cost, operating costs, and the demand of man-hours for maintenance. In the following, technical information is given regarding main engine driven generators (PTO) and the auxiliary diesel generating sets produced by MAN B&W. Power Take Off (PTO) With a generator coupled to a Power Take Off (PTO) from the main engine, the electricity can be produced based on the main engine’s low SFOC and use of heavy fuel oil. Several standardised PTO systems are available, see Fig. 4.01 and the designations on Fig. 4.02: PTO/RCF (Power Take Off/Renk Constant Frequency): Generator giving constant frequency, based on mechanical-hydraulical speed control. 485 600 100 198 27 68 4.01 02: Designation of PTO 485 600 100 198 27 68 4. 4.0 Fig.01 Make: MAN B&W 178 43 52-0. 4.MAN B&W Diesel A/S L35MC Project Guide Alternative generator positioning Design Seating Total effciency PTO/RCF 1a 1b BW II/RCF On tanktop 88-91 2a 2b BW IV/RCF On tanktop 88-91 PTO/CFE 3a 3b BW II/CFE On tanktop 81-85 4a PTO/GCR 4b BW IV/CFE On tanktop 81-85 5 BW II/GCR On tanktop (Horizontal generator) On tanktop 92 6 BW IV/GCR 92 178 43 51-9.02 .1 Fig. 4.01: Types of PTO Power take off: BW II L35/GCR 500-60 PTO 50: 60: 50 Hz 60 Hz kW on generator terminals RCF: Renk Constant Frequency unit CFE: Step-up gear with electrical frequency control GCR: Step-up gear with constant ratio Engine type on which it is applied Positioning of PTO: See Fig. 1 Fig.03 shows the principles of the PTO/RCF arrangement. i.MAN B&W Diesel A/S L35MC Project Guide The epicyclic gear of the BW II/RCF unit has a hydrostatic superposition drive. the hydraulic system can be dispensed with. but it can be placed in a lower range if required. alternative 1) The PTO/RCF generator systems have been developed in close cooperation with the German gear manufacturer Renk. In the standard layout. alternative 5. For marine engines with controllable pitch propellers running at constant engine speed. comprising a flexible coupling. Fig. BW II/RCF (Fig. 178 00 45-5.03: Power Take Off with Renk constant frequency gear: BW II/RCF. 4.03 . an epicyclic.01. 4. 4. hydraulic pump and motor. connected to the generator. The hydrostatic input drives the annulus of the epicyclic gear in either direction of rotation. see Fig. and a standard generator. 4. a PTO/GCR design is normally used. a step-up gear. and controlled by an electronic control unit. PTO/RCF Free standing generator. hence continuously varying the gearing ratio to keep the generator speed constant throughout an engine speed variation of 30%. this is between 100% and 70% of the engine speed at specified MCR.01. A complete package solution is offered. variable-ratio gear with built-in clutch. The gear is equipped with a hydrostatic motor driven by a pump.e. option: 4 85 203 485 600 100 198 27 68 4. The input power to the gear is divided into two paths – one mechanical and the other hydrostatic – and the epicyclic differential combines the power of the two paths and transmits the combined power to the output shaft. while the generator sizes of make A. as well as to ships with manual switchboard operation. Extent of delivery for BW II/RCF units Standard sizes of the RCF units are designed for 700 and 1200 kW. integrated into the gear input shaft. severity and the extent of deviation from the permissible values. permits the engaging and disengaging of the epicyclic gear. 4. please contact MAN B&W Diesel A/S Yard deliveries are: 1. An external permanent lubricating oil filling-up connection can be established in connection with the RCF unit. and thus the generator.MAN B&W Diesel A/S This keeps the generator speed constant during single running as well as when running in parallel with other generators. Wiring between the generator and the operator control panel in the switch-board. Electrical power supply to the lubricating oil stand-by pump built on to the RCF unit 3. This applies to ships with automatic synchronising and load sharing. a warning or an alarm is given depending upon the origin. Cooling water pipes to the built-on lubricating oil cooling system. L35MC Project Guide In the case that a larger generator is required. The necessary preparations to be made on the engine are specified in Fig. If any monitored value exceeds the normal operation limits. 4.04.04 . The multi-disc clutch. 485 600 100 198 27 68 4. An electronic control system with a Renk controller ensures that the control signals to the main electrical switchboard are identical to those for the normal auxiliary generator sets. from the main engine during operation. The cause of a warning or an alarm is shown on a digital display. Internal control circuits and interlocking functions between the epicyclic gear and the electronic control box provide automatic control of the functions necessary for the satisfactory operation and protection of the BW III/RCF unit. including the valves 2. van Kaick are: Type 440 V 1800 DSG 62 62 62 74 74 74 M2-4 L1-4 L2-4 M1-4 M2-4 L1-4 kVA 707 855 1056 1271 1432 1651 60Hz r/min kW 566 684 845 1017 1146 1321 380 V 1500 kVA 627 761 940 1137 1280 1468 50Hz r/min kW 501 609 752 909 1024 1174 The delivery is a complete separate unit. 1: Pos. 6: Flange of crankshaft Studs and nuts for crankshaft flange Intermediate shaft between crankshaft and PTO Oil sealing for intermediate shaft Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box Plug box for electronic measuring instrument for check of condition of axial vibration damper Fig.04: Engine preparations for PTO 485 600 100 198 27 68 4.MAN B&W Diesel A/S L35MC Project Guide 178 43 54-4.1 Pos. 4: Pos.05 . 4. 5: Pos. 3: Pos. 2: Pos. depending on the configuration chosen. alternatively. However. 4. The installation length in front of the engine. installed in the shaft line (Fig. The main engine needs no special preparation for mounting these types of PTO systems as they are connected to the intermediate shaft.01 alternative 6) can generate power on board ships equipped with a controllable pitch propeller running at constant speed. 4. The PTO generator is activated at sea.05: Power Take Off (PTO) BW II/GCR 485 600 100 198 27 68 4. PTO BW II/GCR The PTO system type BWII/GCR illustrated in Fig. and thus the engine room length requirement. The PTO unit is mounted on the tank top at the fore end of the engine see Fig. PTO BW IV/GCR Power Take Off/Gear Constant Ratio The shaft generator system.06 . running at constant speed. The PTO-system can be delivered as a tunnel gear with hollow flexible coupling or. there is some scope for limiting the space requirement. The PTO-system installed in the shaft line can also be installed on ships equipped with a fixed pitch propeller or controllable pitch propeller running in 178 18 25-0. taking over the electrical power production on board when the main engine speed has stabilised at a level corresponding to the generator frequency required on board. as a generator step-up gear with thrust bearing and flexible coupling integrated in the shaft line.0 Fig. type PTO BW IV/GCR.MAN B&W Diesel A/S L35MC Project Guide Power Take Off/Gear Constant Ratio.05. 4. 4. naturally exceeds the length of the engine aft end mounted shaft generator arrangements.01 alternative 5 can generate electrical power on board ships equipped with a controllable pitch propeller. up to approximately 25% of the engine power.01 alternative 4). a generator step-up gear and flexible coupling integrated in the shaft line may be chosen due to first costs of gear and coupling.MAN B&W Diesel A/S combinator mode.06: BW IV/GCR. This will. 4. The flexible coupling cannot transfer the thrust from the propeller and it is. shuttle tankers. which allow replacement of the coupling segments without dismounting the shaft line.g. see Fig. L35MC Project Guide Generator step-up gear and flexible coupling integrated in the shaft line For higher power take off loads.01 alternative 2) or additional electrical equipment for maintaining the constant frequency of the generated electric power (Fig. 4. however.07 .06. e. also require an additional Renk Constant Frequency gear (Fig. necessary to make the gear-box with an integrated thrust bearing. Tunnel gear with hollow flexible coupling This PTO-system is normally installed on ships with a minor electrical power take off load compared to the propulsion power. Fig. This type of PTO-system is typically installed on ships with large electrical power consumption. therefore. 4. The flexible coupling integrated in the shaft line will transfer the total engine load for both propulsion and electricity and must be dimensioned accordingly. The hollow flexible coupling is only to be dimensioned for the maximum electrical load of the power take off system and this gives an economic advantage for minor power take off loads compared to the system with an ordinary flexible coupling integrated in the shaft line.0 485 600 100 198 27 68 4. The hollow flexible coupling consists of flexible segments and connecting pieces. 4. tunnel gear 178 18 22-5. 07: Auxiliary propulsion system 485 600 100 198 27 68 4. which provides lower propeller speed in the auxiliary propulsion mode. The main engine is disengaged by a conical bolt clutch (CB-Clutch) made as an integral part of the shafting.0 Fig.08 . The CB-Clutch is operated by hydraulic oil pressure which is supplied by the power pack used to control the CP-propeller. When the clutch is engaged. a two-speed tunnel gear. and conical bolts are used to connect and disconnect the main engine and the shafting. and thus also to minimise the auxiliary power required. Re-establishment of normal operation requires attendance in the engine room and can be done within a few minutes. MAN B&W Diesel can offer a solution where the CP-propeller is driven by the alternator via a two-speed tunnel gear box. The electric power is produced by a number of GenSets. the thrust is transferred statically to the engine thrust bearing through the thrust bearing built into the clutch. See Figure 4. The alternator/motor is started in the de-clutched condition with a start transformer. 178 47 02-0. The two-speed tunnel gear box is made with a friction clutch which allows the propeller to be clutched in at full alternator/motor speed where the full torque is available. which transfers the auxiliary propulsion propeller thrust to the engine thrust bearing when the clutch is disengaged. To obtain high propeller efficiency in the auxiliary propulsion mode. even with unmanned engine room. The clutch is installed between the tunnel gear box and the main engine. is built into the L35MC Project Guide CB-Clutch.07. The system can quickly establish auxiliary propulsion from the engine control room and/or bridge. A thrust bearing. 4. is used.MAN B&W Diesel A/S Auxiliary Propulsion System/Take Home System From time to time an Auxiliary Propulsion System/Take Home System capable of driving the CP-propeller by using the shaft generator as an electric motor is requested. 4 12.MAN B&W Diesel A/S L16/24 GenSet Data Bore: 160 mm Stroke: 240 mm Power lay-out Speed Mean piston speed Mean effective pressure Max. width 600 mm and height 2000 mm. 4. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight GenSet (t) 9.1 5 (1000 rpm) 5 (1200 rpm) 6 (1000 rpm) 6 (1200 rpm) 7 (1000 rpm) 7 (1200 rpm) 8 (1000 rpm) 8 (1200 rpm) 9 (1000 rpm) 9 (1200 rpm) 2751 2751 3026 3026 3301 3301 3576 3576 3851 3851 1400 1400 1490 1490 1585 1585 1680 1680 1680 1680 4151 4151 4516 4516 4886 4886 5256 5256 5531 5531 2226 2226 2226 2226 2226 2266 2266 2266 2266 2266 P Q * ** Free passage between the engines.8a Power and outline of L16/24 485 600 100 198 27 68 4.9 .1 178 33 87-4. distance between engines: 1800 mm.4 13. combustion pressure r/min m/sec.4 12.0 22. and subject to changes without prior notice. Fig.1 13.5 11. Depending on alternator Weight incl.6 20. bar bar L35MC Project Guide MCR version 1000 8.4 170 1200 9.7 170 Cyl.5 10.5 9. Min.4 11. standard alternator (based on a Leroy Somer alternator) All dimensions and masses are approximate.5 10. 12 kg/h °C bar kg/h 3321/3675 330 0. ** Max.0/3. * The outlet temperature of the HT water is fixed to 80°C.54 (1. permission inlet pressure 2.6 28/33 0.9/13.MAN B&W Diesel A/S L16/24 GenSet Data Max.6/26.7/15. allowable back press. then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow.0/24.96 1.1/21.0 Fig.9/20.18 0.15 0.4 24/29 25. Max.3/19. kW Gen.025 3877/4290 kW kW m3/h kW kW 79/85 43/50 13.0 bar) m3/h m3/h m3/h 15.1 18.7/17.65/0.3/31.4/20.22/0. Eng.16/0.28 1.8b List of capacities for L16/24 485 600 100 198 27 68 4.5/17.1/27.0/23.24/0.7/17.3 171/200 171/182 142/153 77/90 23.45 0.63 0.5 26/31 28.2 23/27 Cyl.0-5. kW 5 450/500 430/475 6 540/600 515/570 7 L35MC Project Guide 8 720/800 680/760 9 810/900 770/855 50/60 Hz 630/700 600/665 22.2 193/225 193/205 4649/5145 330 0. and 44°C for LT water.27 0.4 150/175 150/160 126/136 68/80 21. Example: if the inlet temperature is 25°C.5 129/150 129/137 (4.0 bar.7 16.025 5170/5720 5978/6615 330 0.41/0.0 bar) (8. continuous rating at 1000/1200 r/min 1000/1200 r/min ENGINE DRIVEN PUMPS LT cooling water pump HT cooling water pump Lubricating oil EXTERNAL PUMPS Fuel oil feed pump Fuel booster pump COOLING CAPACITIES Lubricating oil Charge air LT *Flow LT at 36°C inlet and 44°C outlet Jacket cooling Charge air HT GAS DATA Exhaust gas flow Exhaust gas temp. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW Nm3 0.57/0.6 107/125 107/114 95/102 51/60 15.2 bar) ** (3.24 0.81 110/119 60/70 18.0 bar) m3/h m3/h 0.1 21/25 18.14/0.72 0.21 0.49/0. the flows are based on ISO ambient condition.10 . 4.1/14.19/0.025 5816/6435 1.025 4523/5005 5314/5880 330 0.0 bar) ** (2.3 10. then the LT outlet will rise accordingly. At different inlet temperatures the flow will change accordingly.2 14.7 12.80 0.025 3231/3275 3985/4410 330 0. If the temperature rises above 36°C. 178 33 88-6.7/3.73/0.44 11/12 13/15 15/17 17/20 (see separate data from the alternator maker) 19/22 The stated heat balances are based on tropical conditions. no * C (mm) H (mm) **Dry weight GenSet (t) 21.3 30.3 22. combustion pressure r/min m/sec.3 21.MAN B&W Diesel A/S L21/31 GenSet Data Bore: 210 mm Stroke: 310 mm Power lay-out Speed Mean piston speed Mean effective pressure Max.9a Power and outline of L21/31 485 600 100 198 27 68 4.3 30.3 33.0 5 (900 rpm) 5 (1000 rpm) 6 (900 rpm) 6 (1000 rpm) 7 (900 rpm) 7 (1000 rpm) 8 (900 rpm) 8 (1000 rpm) 9 (900 rpm) 9 (1000 rpm) 5860 5860 6300 6300 6760 6760 7210 7210 7660 7660 3050 3050 3100 3100 3100 3100 3100 3100 3250 3250 P Q * ** Free passage between the engines.3 23. Min. and subject to changes without prior notice.3 24. Fig.4 200 Cyl. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley) Depending on alternator Weight incl.3 27. standard alternator (based on a Uljanik alternator) All dimensions and masses are approximate.3 33. bar bar L35MC Project Guide MCR version 900 9.3 27.11 . 4. width 600 mm and height 2000 mm.6 200 1000 10.3 24.3 178 48 08-7. are based on ISO ambient condition.5 bar) ** (1. * The outlet temperature of the HT water is fixed to 80°C.0 bar.5/34.9/24.43 1.5 239/251 165 28.04/1. The HT flow will not change.50 0.0 Fig.4 2.46 2.0 237/249 390 15. delivery pressure of cooling water pumps bar Fuel oil feed pump (4. ** Max. and 44°C for LT water.39/1.0/15.41/0.56/1.025 6365/6700 7861/8275 285 0. allowable back press.025 7638/8040 kW kW m3/h kW kW m3/h 199/209 137 23.7 0.0/2. At different inlet temperatures the flow will change accordingly.10 (1. Eng. 4. kW 5 950/1000 905/950 6 1140/1200 1085/1140 7 L35MC Project Guide 8 1520/1600 1445/1520 9 1710/1800 1625/1710 60/50 Hz 1330/1400 1265/1330 55/61 55/61 41/46 55/61 55/61 41/46 2.52/0.12 .0/2.37 1.3 358/377 247 65.2/11.5 bar) ** (3.5 0.4/9.MAN B&W Diesel A/S L21/31 GenSet Data Max. continuous rating at 900/1000 r/min 900/1000 r/min ENGINE DRIVEN PUMPS LT cooling water pump HT cooling water pump Lubricating oil EXTERNAL PUMPS Max.49 1.3 178/187 293 11. 178 48 09-9.1 (see separate data from the alternator maker) The stated heat balances are based on tropical conditions.025 8911/9380 10184/10720 11457/12060 1.5 0.91 2. kW Gen.5 0.3/39.28 2. Example: if the inlet temperature is 25°C.65 278/293 192 33.8/17.22/1.4 148/156 244 9.4 318/335 220 38.9b List of capacities for L21/31 485 600 100 198 27 68 4.0 bar) m3/h Fuel booster pump m3/h COOLING CAPACITIES Lubricating oil Charge air LT *Flow LT at 36°C inlet and 44°C outlet Jacket cooling Charge air HT *Flow HT at 36°C inlet and 80°C outlet GAS DATA Exhaust gas flow Exhaust gas temp.1/13.7/29.35/0.8 0.9 kg/h °C bar kg/h 6551/6896 285 0.87/0. then the LT flow will change to (44-36)/(44-25)*100 = 53% of the original flow.0 266/280 439 16.0 bar) m3/h m3/h m3/h 55/61 55/61 31/34 55/61 55/61 31/34 55/61 55/61 41/46 Cyl. the flows and exhaust gas temp.2 207/218 341 13.0-5.0/67.46/0.30 0.025 0.29/0.025 0. permission inlet pressure 2.55 1. Max.0 1.2 9172/9654 10482/11034 11792/12413 285 285 285 0. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW Nm3 0.5 0. 4 22.10a Power and outline of L23/30H 485 600 100 198 27 68 4. make A. combustion pressure r/min m/sec.1 130 900 9.6 19.0 17.5 18. 4.4 21. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight GenSet (t) 18.5 22.7 21.9 130 Cyl.8 23.7 19. Fig. width 600 mm and height 2000 mm. van Kaick All dimensions and masses are approximate. Min.0 21.1 5 (720 rpm) 5 (750 rpm) 6 (720 rpm) 6 (750 rpm) 6 (900 rpm) 7 (720 rpm) 7 (750 rpm) 7 (900 rpm) 8 (720 rpm) 8 (750 rpm) 8 (900 rpm) 3369 3369 3738 3738 3738 4109 4109 4109 4475 4475 4475 2155 2155 2265 2265 2265 2395 2395 2395 2480 2480 2340 5524 5524 6004 6004 6004 6504 6504 6504 6959 6959 6815 2383 2383 2383 2383 2815 2815 2815 2815 2815 2815 2815 P Q * ** Free passage between the engines. and subject to changes without prior notice.2 18.0 17. bar bar 720 7.5 178 34 53-3. distance between engines: 2250 mm.9 24.2 130 L35MC Project Guide MCR version 750 7.13 . Depending on alternator Weight included a standard alternator.MAN B&W Diesel A/S L23/30H GenSet Data Bore: 225 mm Stroke: 300 mm Power lay-out Speed Mean piston speed Mean effective pressure Max. 19 35 48 20 14 0. press.025 7524/9432 8820/11160 310/325 0. * Only valid for engines equipped with internal basic cooling water system no. 1 and 2.30/0. oil stand-by pump (3. ambient condition.3 55/69 36/45 20/20 0.5 bar) Lub.0 2. 4. capacities of gas and engine-driven pumps are given at 720 RPM.5/8. oil temp.3 55/69 36/45 16/20 5 650/675 615/645 6 780/810 960 740/770 910 L35MC Project Guide 7 910/945 1120 865/900 1060 8 1040/1080 1280 990/1025 1215 60/50 Hz 60 Hz 1.3 55/69 36/45 20/20 1.10b List of capacities for L23/30H 178 34 54-5.0-5.5 LT cooling water pump (1. inlet cooler LT cooling water temp.39 55/70 73/85 32/40 17/19 98/137 7.0 bar *** LT cooling water pump (1.025 8604/10800 2.0/1. inlet cooler CHARGE AIR Heat dissipation LT cooling water quantity LT cooling water inlet cooler JACKET COOLING Heat dissipation HT cooling water quantity HT cooling water temp. The ISO fuel oil consumption is multiplied by 1.5 HT cooling water pump (1.5-5.0 25/32 29/37 34/42 (See separate data from alternator maker) The stated heat dissipation.3 18 67 36 251 30 36 182 20 77 84/117 6.0 55 36 16 1. Heat dissipation gas and pump capacities at 750 RPM are 4% higher than stated.27/0.0/1.45.5/10.5-5. *** To compensate for built on pumps.1 485 600 100 198 27 68 4. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW 21 Nm3 2. Max.1 25 67 36 395/487 48/61 36 294/323 32/40 77 7720/9770 310/325 0.MAN B&W Diesel A/S L23/30H GenSet Data Max.0 2.025 6444/8100 kW m3/h m3/h °C °C kW m3/h °C kW m3/h °C 69 5.0-2. 3.4/7.0/3. kW 720.5 bar) ** HT cooling water pump (1. continuous rating at 720/750 r/min 900 r/min 720/750 r/min 900 r/min ENGINE-DRIVEN PUMPS Fuel oil feed pump (5. ** Only valid for engines equipped with combined coolers.8 18 67 36 348/428 42/53 36 257/281 28/35 77 112/158 8. Engine kW Engine kW Gen.0-2.0/1. calorific value and adequate circulations flow. kW Gen. inlet cooler GAS DATA Exhaust gas flow Exhaust gas temp.0-2.34 48/61 60/71 28/35 16/18 0.025 5364 6620/8370 310/325 0. If LT cooling are sea water. internal basic cooling water system no.5 bar) * LT cooling water pump (1. 750/900 r/min m3/h m3/h m3/h m3/h 1. except for exhaust flow and air consumption which are based on ISO conditions. allowable back.23/0.0 SEPARATE PUMPS Fuel oil feed pump (4.5 Lub. oil main pump (3.0-5.0/3.29 42/52 54/63 24/30 15/17 bar) bar) bar) bar) Cyl. the LT inlet is 32° C instead of 36°C.0-10. Fig. Based on tropical conditions.0-2.0 kg/h °C bar kg/h 5510 310 0.5 18 67 36 299/369 36/46 36 219/239 24/30 77 m3/h m3/h m3/h m3/h m3/h 0.0-2.5-7.14 .0 bar) COOLING CAPACITIES LUBRICATING OIL Heat dissipation LT cooling water quantity* SW LT cooling water quantity** Lub. Installation Aspects 5 . 5. the outer dimensions of the turbocharger seem to cause problems. A lower overhaul height is. Overhaul of Engine The distances stated from the centre of the crankshaft to the crane hook are for vertical or tilted lift. The area covered by the engine room crane shall be wide enough to reach any heavy spare part required in the engine room.01.01b 430 100 030 198 27 69 5. and binding data is to be given by the engine builder in the “Installation Documentation” mentioned in Chapter 10.01c The overhaul tools for the engine are designed to be used with a crane hook according to DIN 15400. Additional space needed for engines equipped with PTO is stated in Chapter 4. If. Please note that the newest version of most of the drawings of this section can be downloaded from our website on www.63 tons.01b. 5. however. available by using the MAN B&W double-jib crane.01 Space Requirements and Overhaul Heights Installation Aspects The figures shown in this chapter are intended as an aid at the project stage.01.03. built by Danish Crane Building ApS. The lifting capacity of the crane beam for dismantling the turbocharger is stated in fig.01. The data is subject to change without notice. Please note that the distance given by using a double-jib crane is from the centre of the crankshaft to the lower edge of the deck beam. The capacity of a normal engine room crane has to be minimum 0. during the project stage.dk under 'Products'. part 1. 2 x 0. for the same number of cylinders.01.01 are valid for engines rated at nominal MCR (L1). 5.5 ton double jib crane can be used for this engine as this crane has been individually designed for the engine. June 1990. A special crane beam for dismantling the turbocharger shall be fitted. it is possible. Space Requirements for the Engine The space requirements stated in Fig. and the crane hook shall be able to reach the lowermost floor level in the engine room.01.02. 'Marine Power'. 5.02 and 5.01 .MAN B&W Diesel A/S L35MC Project Guide 5. to use turbochargers with smaller dimensions by increasing the indicated number of turbochargers by one.01. shown in Figs. see note F in Fig. 5. material class M and load capacity 1Am and dimensions of the single hook type according to DIN 15401. 'Two-stroke Engines' where you then choose the engine type.manbw. see note E in Fig. MAN B&W Diesel A/S L35MC Project Guide 178 21 89-2. please contact MAN B&W Diesel A/S or our local representative Fig.01. turbocharger located on aft end (4 59 121) 430 100 034 198 27 70 5.02 .01a: Space requirement for the engine.0 Normal/minimum centreline distance for twin engine installation: 3250/2900 mm (2900 mm for common gallery for starboard and port design engines) The dimensions are given in mm and are for guidance only. If the dimensions cannot be fulfilled.01.5. shows engine with built on tuning wheel max.5.01. 45° when MAN B&W Double Jib Crane is used 0°. when using MAN B&W Double Jib Crane E 4825 1) 5200 4850 1900 F G H Vertical lift of piston. height to tank top according to classification rules 5025 1) Electrical crane Manual crane The distance from crankshaft centreline to lower edge of deck beam. 45°. if the propeller shaft is to be drawn into the engine room The dimension includes space for installation on the engine of the crane beam for air cooler element overhaul 2230 2230 2230 2920 2920 2920 Necessary space for overhaul of water mist cather 1183 1538 517 703 Max. 15° when engine room has min. ABB and MHI The required space to the engine room turbochargers casing is without top bracing Dimensions according to “Turbocharger choice” at nominal MCR 2382 2470 2607 2835 3012 3012 MAN B&W turbocharger C 2160 2371 2508 2750 2927 2927 ABB turbocharger 2197 2420 2557 2695 2992 2992 MHI turbocharger D The dimension is exclusive of a cofferdam below the lube oil tank 1808 1823 1858 1883 1883 1918 and must fulfil min. 5100 mm for turbocharger NA40/S The dimensions cover required space and hook travelling width for turbocharger NA40/S 178 21 89-2. one cylinder cover stud removed See “Top bracing arrangement”. A 4 5 6 7 8 9 min.01. No.03 . turbocharger located on aft end (4 59 121) 430 100 034 198 27 70 5. 90° Max.15°. if top bracing fitted on camshaft side Dimensions according to “Turbocharger choice” at nominal MCR Dimensions according to “Turbocharger choice” at nominal MCR 3860 3860 3860 3860 3860 3860 MAN B&W turbocharger 3860 3890 3890 3860 3860 3860 ABB turbocharger 3860 3860 3860 3860 3860 3860 MHI turbocharger 1150 1034 1034 1114 1114 1114 MAN B&W turbocharger I J K L M N O R S V 954 990 990 1205 1205 1205 ABB turbocharger 360 See text 2920 2920 2920 3380 3380 3380 1020 1070 1070 1070 1180 1180 MHI turbocharger Space for tightening control of holding down bolts K must be equal to or larger than the propeller shaft. one cylinder cover stud removed Tilted lift of piston. 30°.MAN B&W Diesel A/S L35MC Project Guide Cyl.0 Fig. 60°. shows basic engine A max. 3574 4174 4774 5374 5974 6574 Fore end: A min. 75°. headroom above turbocharger 1) Height E min.01b: Space requirement for the engine. 3823 4423 5023 5623 6223 6823 For PTO: See corresponding “Space requirement” B 2100 MAN B&W. The crane beam(s) is/are to be located in relation to the turbocharger(s) so that the components around the gas outlet casing can be removed in connection with overhaul of the turbocharger(s). 5. Two trolleys are to be available at the compressor end and one trolley is needed at the gas inlet end. *) Engines with the turbocharger located on the aft Fig. The figures ‘a’ are stated on the ‘Engine Outline’ drawing. The crane beam is used for lifting the following components: . end of engine. The letter ‘a’ indicates the distance between vertical centrelines of the aft cylinder and the turbocharger.01. The crane beam location in horizontal direction: *) Engines with the turbocharger(s) located on the exhaust side.0 Units W kg MET30SR 1000 1000 MET42SD MET42SE 1000 1100 MET53SD MET53SE 1500 1200 For the overhaul of a turbocharger. The crane beam can be omitted if the main engine room crane also covers the turbocharger area.04 . HB mm The table indicates the position of the crane beam(s) in the vertical level related to the centre of the turbocharger(s). The letter ‘a’ indicates the distance between vertical centrelines of the engine and the turbocharger(s).Turbine rotor with bearings The sketch shows a turbocharger and a crane beam that can lift the components mentioned. The crane beam shall be dimensioned for lifting the wieght ‘W’ with a deflection of some 5 mm only. The lifting capacity of the crane beam is indicated in the table for the various turbocharger makes.MAN B&W Diesel A/S L35MC Project Guide MAN B&W turbocharger related figures: Type Units W kg HB mm NR29 1000 1000 NA34 1000 1200 NA40 1000 1300 NA48 1000 1700 ABB turbocharger related figures: Type Units W kg HB mm VTR354 1000 1100 Type Units W kg HB mm TPL61 1000 500 TPL65 1000 600 TPL69 1000 700 TPL73 1000 800 VTR454 1000 1400 MHI turbocharger related figures: Type 178 32 20-8.Exhaust gas inlet casing .01c: Crane beams for overhaul of turbocharger 430 100 034 198 27 70 5. a crane beam with trolleys is required at each end of the turbocharger.01.Turbocharger silencer . The crane beam can be bolted to brackets that are fastened to the ship structure or to columns that are located on the top platform of the engine.Compressor casing . 01d: Engine room crane 430 100 034 198 27 70 5.01b with information about the required lifting capacity for overhaul of turbocharger(s).01. 5.01.01. The crane hook should at least be able to reach down to a level corresponding to the centreline of the crankshaft.63 2 x 0.0 Cylinder Cylinder linier with cover complete cooling jacket with exhaust valve 550 450 Piston with stuffing box A Normal MAN B&W crane Double-Jib Minimum distance Crane in mm 325 0. Fig. It is furthermore recommended that the engine room crane can be used for transport of heavy spare parts from the engine room hatch to the spare part stores and to the engine. For overhaul of the turbocharger(s) a trolley mounted chain hoists must be installed on a separate crane beam or. alternatively.MAN B&W Diesel A/S L35MC Project Guide Weight in kg inclusive lifting tools Crane capacity in tons Height in mm Building-in height in mm when using MAN B&W double-jib crane when using normal crane (vertical lift of piston/tilted lift of piston) D C B1/B2 Additional height Minimum Minimum height from height from which makes overhaul of exhaust valve centre line centre line feasible without crankshaft to crankshaft crane hook to underside removal of any studs deck beam 5200/4850 5025 300 178 41 08-9.05 . See example on this drawing. in combination with the engine room crane structure.5 1350 The crane hook travelling area must cover at least the full lenght of the engine and a width in accordance with dimension A given on the drawing. see Fig. 5. Box 54 Østerlandsvej 2 DK-9240 Nibe.02: Overhaul with double-jib crane 488 701 010 198 27 72 5. 5.3 Fig.dk Centreline crankshaft 178 06 25-5.01. Denmark Telephone: + 45 98 35 31 33 Telefax: + 45 98 35 30 33 E-mail: [email protected] B&W Diesel A/S L35MC Project Guide Deck beam MAN B&W DoubleJib Crane The double-jib crane can be delivered by: Danish Crane Building A/S P.06 .O. 07 . option: 4 88 702 488 701 010 198 27 73 5.01.01.MAN B&W Diesel A/S L35MC Project Guide 178 21 87-9.03a: Elecitrically operated MAN B&W double-jib crane 2 x 0.5 t.0 Fig.5 t.01. option: 4 88 701 178 21 88-0.0 These cranes are adapted to the special tools for low overhaul Fig.03b: Manually operated MAN B&W double-jib crane 2 x 0. 5. 5. 02.02.05a. moment compensators PTO.04a and 5.02.03 are to be added.01b. The centre of gravity is shown in Fig. Fig.02. but without moment compensators or PTO.02. including the water and oil in the engine. respectively. 5. 5.02. Engine Masses and Centre of Gravity The partial and total engine masses appear from Chapter 9.05b and 5.01a and 5. but a transition piece to a circular form can be supplied as an option: 4 60 601.04b show the gallery outline for engines rated at nominal MCR (L1). 5. Gallery Outline Figs. Engine Pipe Connections The position of the external pipe connections on the engine are stated in Figs.05c. and the corresponding lists of counterflanges for pipes and turbocharger in Figs. which are shown as alternatives in Figs. tuning wheel.02.02.07. 5.02.02. to which the masses of water and oil in the engine. Galleries and Pipe Connections Engine Outline The total length of the engine at the crankshaft level may vary depending on the equipment to be fitted on the fore end of the engine.02. 5. such as adjustable counterweights.02. 5.MAN B&W Diesel A/S L35MC Project Guide 5.02. The flange connection on the turbocharger gas outlet is rectangular. “Dispatch Pattern”. 5.06 and 5.02 Engine Outline. 430 100 061 198 28 13 5.01 . 02. 5.0 Fig.01a: Engine outline 483 100 084 198 27 74 5.02.MAN B&W Diesel A/S L35MC Project Guide 178 21 99-9.02 . 0 Fig.03 . 5.MAN B&W Diesel A/S L35MC Project Guide TC type NR29/S MAN B&W NA34/S NA40/S VTR304 ABB VTR354 VTR454 MET33SD MHI MET42SD MET53SD a b c d e 380 859 983 555 712 895 650 820 950 f 650 878 965 709 749 940 720 820 1025 j Cyl No.02. 4 g L1 L2 L3 1150 3860 1225 1565 1034 3860 1114 3860 954 3860 990 3890 1205 3860 1020 3860 1070 3860 1180 3860 358 1644 433 1749 315 1414 301 1538 375 1893 360 370 460 1550 1630 1860 1800 3574 3823 4000 2400 4174 4423 4600 3000 4774 5023 5200 3600 5374 5623 5800 4200 5974 6223 6400 4800 6574 6823 7000 4665 4750 5 6 7 8 9 Please note: The dimensions are in mm and subject to revision without notice For platform dimensions see “Gallery outline” Data for 10-12L35MC are available on request 178 21 99-9.01b: Engine outline 483 100 084 198 27 74 5.02. MAN B&W Diesel A/S L35MC Project Guide No. of cylinders Distance X mm Distance Y mm Distance Z mm 4 1200 1350 110 5 1420 1270 110 6 1720 1280 115 7 2060 1330 115 8 2310 1340 120 9 2605 1330 120 For engine dry weights, see dispatch pattern i section 9 178 22 06-1.0 Fig. 5.02.02: Centre of gravity 430 100 046 198 27 75 5.02.04 MAN B&W Diesel A/S L35MC Project Guide Mass of water and oil in engine in service Mass of water No. of cylinders Freshwater kg 4 5 6 7 8 9 330 420 510 600 690 780 Seawater kg 115 125 135 145 155 165 Total kg 445 545 645 745 845 945 Engine system kg 60 80 100 120 140 160 Mass of oil in Oil pan Total kg 290 360 425 495 560 625 * kg 230 280 325 375 420 465 * The stated values are valid for horizontally aligned engines with vertical oil outlets 178 21 07-8.0 Fig. 5.02.03: Water and oil in engine 430 100 059 198 27 76 5.02.05 MAN B&W Diesel A/S L35MC Project Guide Please note: For engine dimensions see “Engine outline” Fig. 5.02.04a: Gallery outline 178 22 07-3.0 483 100 084 198 27 77 5.02.06 MAN B&W Diesel A/S L35MC Project Guide 178 22 07-3.0 Fig. 5.02.04b: Gallery outline 483 100 084 198 27 77 5.02.07 MAN B&W Diesel A/S L35MC Project Guide T/C type NR29/S MAN B&W NA34/S NA40/S VTR304 ABB VTR354 VTR454 TPL65 MET33SD MHI MET42SD MET53SD c 1225 358 433 315 301 375 360 370 460 m 1292 1161 1267 1042 1094 1336 1100 1120 1220 n 4391 4343 4430 4189 4247 4348 4200 4300 4400 o 2769 2691 - p 1656 1784 - r 140 150 - s 1700 1700 - t 4900 4900 - Cyl. No. 4 5 6 7 8 9 g 1800 2400 3000 3600 4200 4800 h 1800 2400 2400 2400 2400 2400 k 3600 4200 4200 178 22 00-0.0 Fig. 5.02.05a: Engine pipe connections 430 200 084 198 27 78 5.02.08 02.0 Fig.09 .05b: Engine pipe connections 430 200 084 198 27 78 5.02. and the engine builder has to be informed which end to be used For engine dimensions see “Engine outline” and “Gallery outline” 178 22 00-0. 5.MAN B&W Diesel A/S L35MC Project Guide Please note: The letters refer to “List of flanges” Some of the pipes can be connected fore or aft as shown. MAN B&W Diesel A/S L35MC Project Guide Fig.02.05c: Engine pipe connections 178 22 00-0.02.0 430 200 084 198 27 78 5.10 . 5. MHI and ABB (TPL) turbocharger Venting of lube oil discharge pipe turbocharger for MAN B&W and MHI turbocharger only Fuel oil outlet Cooling water inlet Cooling water outlet Cooling water deaeration Cooling water inlet to scavenge air cooler Cooling water outlet from scavenge air cooler Lubricating oil inlet (system oil) System oil outlet to bottom tank (vertical) System oil outlet to bottom tank (horizontal) Exh. E F K L M N P RU S S1 V X 4-9 4-9 4-9 4-9 NR29/S NA34/S 165 125 20 M16 NA40/S MET33 95 95 12 M12 MET42 105 105 14 M12 MET53 125 130 14 M12 4-9 100 75 14 M10 4-9 185 145 20 M16 4-9 185 145 20 M16 4-9 Coupling for 16 mm pipe 4-9 220 180 22 M16 4-9 220 180 22 M16 4-9 250 210 22 M16 4-9 See special drawing 6. 185 145 20 M16 8 Coupling for 16 mm pipe Coupling for 16 mm pipe See figures page 5.11 .NR .MAN B&W Diesel A/S L35MC Project Guide Reference A B C D Cyl. option: 4 30 202 430 200 152 198 27 79 5.02.06: List of counterflanges.Turbocharger) Fuel oil inlet (neck flange for welding supplied) AB AC AE AF AG AH AK AL AM AN AP AR AS AT AV BB 150 110 18 M16 165 125 20 M16 185 145 20 M16 165 125 20 M16 Coupling for 16 mm pipe Coupling for 22 mm pipe Coupling for 30 mm pipe 120 90 16 M12 Coupling for 25 mm pipe Coupling for 25 mm pipe Coupling for 25 mm pipe Coupling for 25 mm pipe Coupling for 20 mm pipe Coupling for 12 mm pipe 130 100 16 M12 Coupling for 16 mm pipe Coupling for 20 mm pipe 185 145 20 M16 Coupling for 10 mm pipe 4 32 4 40 4 65 Lubricating oil inlet to cylinder lubricators Drain from bedplate Fuel oil to drain outlet Lube oil from stuff. Dia. 5.03 4-9 375 335 22 M16 4-9 4-9 NR29/S NA34/S NA40/S MET33 MET42 MET53 TPL65 4-9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 565 165 165 515 125 125 36 20 20 M24 M16 M16 Flange Bolts Dia. PCD Thickn. No. No. gas bybass for emergency running (For MAN B&W .02. box for piston rods to drain tank Cooling water drain Inlet cleaning air cooler Drain from cleaning AC/water mist catcher Outlet air cooler to chemical cleaning tank Water washing inlet turbocharger Air inlet for softblast cleaning of turbocharger Oil vapour discharge Cooling water drain air cooler Fire extinguishing in scavenge air box Drain from scavenge air chambers to closed drain tank Remote speed setting signal Fig.02.13 4 4 4 4 4 4 4 8 8 8 12 16 4 4 4 4 4 4 DN* 65 Description Starting air inlet (neck flange for welding supplied) Control air inlet Safety air inlet Exhaust outlet 50 32 40 50 25 65 65 100 100 125 250 400 50 50 40 50 65 50 Lube oil outlet from MAN B&W. 4-9 4-9 4-9 4-9 4-9 Flange Bolts Dia.02. 5. No.MAN B&W Diesel A/S L35MC Project Guide Reference BB1 BD BX BF BV Cyl. Fig. Dia.02. option: 4 30 202 (continued) 430 200 152 198 27 79 5. For external pipes the diameters should be calculated according to the fluids velocities (see list of capacities) or the recommended pipe sizes in diagrams should be used. PCD Thickn. No.06: List of counterflanges. Coupling for 10 mm pipe Coupling for 10 mm pipe Coupling for 10 mm pipe Coupling for 10 mm pipe Coupling for 20 mm pipe DN* Description Supply to remote speed setting Fresh water outlet for heating fuel oil drain pipe Steam inlet for heating fuel oil pipes Steam outlet for heating fuel oil pipes Steam inlet for cleaning drain scavenge air chambers * DN indicates the nominal diameter of the piping on the engine.12 . 07: List of counterflanges.MAN B&W Diesel A/S L35MC Project Guide NR29/S VTR 454 NA34/S TPL 65 NA40/S MET33SD VTR 304 MET42SD VTR 354 MET53SD Fig.0 430 200 152 198 27 79 5. 5.13 .02. turbocharger exhaust outlet (yard’s supply) 178 21 98-7.02. Germany The engine may alternatively. in which case the underside of the bedplate’s lower flanges is with taper 1:100.03.01 .01 and 5.MAN B&W Diesel A/S L35MC Project Guide 5. and “Epocast 36" from H. 482 100 000 198 28 14 5. 5. The engine is basically mounted on epoxy chocks 4 82 102 in which case the underside of the bed-plate’s lower flanges has no taper.03. USA.A.02 are for guidance only.03 Engine Seating and Holding Down Bolts Engine Seating and Arrangement of Holding Down Bolts The dimensions of the seating stated in Figs. The epoxy types approved by MAN B&W Diesel A/S are: “Chockfast Orange PR 610 TCF” from ITW Philadelphia Resins Corporation. Springer – Kiel. be mounted on cast iron chocks (solid chocks 4 82 101).03. subject to the written consent of the actual engine builder concerned. 5.03.01: Arrangement of epoxy chocks and holding down bolts 482 600 015 198 27 80 5. provided that: 1) The engine builder drills the holes for holding down bolts in the bedplate while observing the toleranced locations indicated on MAN B&W Diesel A/S drawings for machining the bedplate 2) The shipyard drills the holes for holding down bolts in the top plates while observing the toleranced locations given on the present drawing The holding down bolts are made in accordance with MAN B&W Diesel A/S drawings of these bolts 3) Fig.03.MAN B&W Diesel A/S L35MC Project Guide For details of chocks and bolts see special drawings. For securing of supporting chocks see special drawing. This drawing may.02 . be used as a basis for marking-off and drilling the holes for holding down bolts in the top plates. 03.03.5. option: 4 82 602 include: 1 2 3 4 5 6 Protecting cap Spherical nut Spherical washer Distance pipe Round nut Holding down bolt 178 13 74-3.5.03 .1 Fig.03.MAN B&W Diesel A/S L35MC Project Guide Fig.02b: Profile of engine seating with horizontal lubricating oil outlets 482 600 010 198 27 81 5.02a: Profile of engine seating with vertical lubricating oil outlet Holding down bolts. 02c: Profile of engine seating.03.03.5. side chocks End chock bolts.1 Fig. end chocks 482 600 010 198 27 81 5.04 .MAN B&W Diesel A/S L35MC Project Guide Side chock liners. option: 4 82 620 includes: 2 3 4 5 Liner for side chock Lock plate Washer Hexagon socket set screw Side chock brackets.5. option: 4 82 622 includes: 1 Side chock brackets Fig.02d: Profile of engine seating. option: 4 82 612 includes: 7 Liner for end chocks End chock brackets. option: 4 82 610 includes: Stud for end chock bolt 1 Round nut 2 Round nut 3 Spherical washer 4 Spherical washer 5 Protecting cap 6 End chock liners. option: 4 82 614 includes: 178 13 75-5.03. MAN B&W Diesel A/S L35MC Project Guide 5. and no special countermeasures are to be taken. we consider the guide force moments as harmless. 483 110 001 198 28 15 5.04 Engine Top Bracings Because of the size of the engine. It is possible though to install top bracing on the engine similar to the bracing of larger MC-engines. Further information is available on request.04.01 . VBS1940 indicates the propeller hub diameter to be 1940 mm. diameter [mm] 9000 8000 7000 6000 5000 4000 3000 2000 1000 0 0 2 6 10 14 18 22 26 30 178 22 23-9.fig. i.0 VBS1 940 VBS18 00 VBS1 680 VBS15 VBS1 60 4 VBS1 60 380 VBS1 2 VBS1 80 180 VBS 10 V B S 80 980 VB S86 0 VB S74 0 Engine Power [1000 kW] Fig. Controllable pitch propeller. The figures stated after VBS indicate the propeller hub diameter.05. 5. Stainless steel is available as an option. propeller blade pitch setting by a hydraulic servo piston integrated in the propeller hub.01: Controllable pitch propeller diameter (mm) 420 600 000 198 28 16 5.05.05 MAN B&W Controllable Pitch Propeller (CPP). The propellers are based on "no ice class" but are available up to the highest ice classes.05.MAN B&W Diesel A/S L35MC Project Guide 5. Standard blade/hub materials are Ni-Al-bronze. Remote Control and Earthing Device MAN B&W Controllable Pitch Propeller The standard propeller programme.05. 5.e.01 and 5.02 shows the VBS type features.01 . ~3000 W 178 22 24-0.8 12.500 7.800 3.05.700 3.140 2.900 4.000 mm stern tube and 6.080 1.180 1. 5.000 2.080 1.040 2.150 3.040 2.450 3.5 17.900 4.02: MAN B&W controllable pitch propeller 420 600 000 198 28 16 5.200 5.180 Q (mm) 655 655 746 746 746 825 825 900 900 R (mm) 735 735 785 785 805 880 880 940 940 Wmin (mm) 1.2 *The masses are stated for 3.000 mm propeller shaft.3 11.100 Hub VBS (mm) 860 860 980 980 980 1.140 Propeller mass* (ton) 9.970 2.800 Propeller speed (r/min) 210 210 210 210 210 210 210 210 210 D (mm) 3.5 10.02 . 178 22 26-4.000 2.05.1 9.150 7.MAN B&W Diesel A/S L35MC Project Guide D Q R S min.850 6. 4 5 6 7 8 9 10 11 12 kW 2.7 16.9 14.140 2.600 3.0 Fig.000 4.600 3.0 Cyl.250 3.550 5.140 2.300 3.3 13. 8. S:___________mm W:___________mm I:___________mm (as shown above) Stern tube and shafting arrangement layout Propeller aperture drawing Complete set of reports from model tank (resistance test. Drawing of lines plan Classification Society:___________ Ice class notation:___________ 9. In case model test is not available the next page should be filled in. Ship speed:___________kn Engine service load:___________% Service/sea margin:___________% Shaft generator service load:___________kW Draft:___________m Comments:___________ 7.03 . 3.05. 5.03a: Data sheet for propeller design purposes 420 600 000 198 28 16 5. Maximum rated power of shaft generator: kW Optimisation condition for the propeller : To obtain the highest propeller efficiency please identify the most common service condition for the vessel. 5. self-propulsion test and wake measurement). 2. Fig. 6.MAN B&W Diesel A/S L35MC Project Guide Data Sheet for Propeller Identification: Type of vessel: 178 22 36-0. 4.05.0 For propeller design purposes please provide us with the following information: 1. 04 . MAN B&W recommend a minimum tip clearance as shown in fig.05.03b: Data sheet for propeller design purposes.50-100 High skew propeller Y mm Non-skew propeller Y mm Baseline clearance Z mm D X Y Baseline Z 178 22 37-2. 5.0 Fig. in case model test is not available this table should be filled in Propeller Clearance To reduce emitted pressure impulses and vibrations from the propeller to the hull.04: Propeller clearance 420 600 000 198 28 16 5. In twin-screw ships the blade tip may protrude below the base line.0 Fig. For ships with slender aft body and favourable inflow conditions the lower values can be used whereas full after body and large variations in wake field causes the upper values to be used. 5.04.05.05. Hub VBS 860 VBS 980 VBS 1080 VBS 1180 Dismantling of cap X mm 265 300 330 365 15-20% of D 20-25% of D Min.MAN B&W Diesel A/S Main Dimensions Symbol LPP LWL B TF TA o CB CM CWL S LCB H AB L35MC Project Guide Length between perpendiculars Length of load water line Breadth Draft at forward perpendicular Draft at aft perpendicular Displacement Block coefficient (LPP) Midship coefficient Waterplane area coefficient Wetted surface with appendages Centre of buoyancy forward of LPP/2 Propeller centre height above baseline Bulb section area at forward perpendicular Unit m m m m m m3 m2 m m m2 Ballast Loaded 178 22 37-2.05. 5. 05.05 . and a coupling flange with electrical pitch feed–back box and oil distributor ring. 5. The VBS system consists of a servo oil tank unit – Hydra Pack. but local emergency control is possible.05: Servo oil system for VBS propeller equipment Servo Oil System The principle design of the servo oil system for VBS is shown in Fig. until the desired propeller pitch has been reached. 420 600 000 198 28 16 5.0 Fig. via the oil distributor ring.05. If deviation occurs. 5.MAN B&W Diesel A/S Hydra pack Stern tube oil tank Oil tank forward seal L35MC Project Guide Pitch order PD PAL PAL PAH PI TI TAH LAL PSL PSL M M Servo piston Lip ring seals Hydraulic pipe Pitch feed-back M M Propeller shaft Zinc anode Monoblock hub Stern tube Oil distribution ring Drain tank 178 22 38-4. The pitch setting is normally remote controlled. Hereby high pressure oil is fed to one or the other side of the servo piston.05. The electrical pitch feed–back box measures continuously the position of the pitch feed–back ring and compares this signal with the pitch order signal. a proportional valve is actuated.05. 420 600 000 198 28 16 5. consists of an oil tank with all other components top mounted. below the oil distributor ring drain lines. 5. cooler and paper filter.06 . located at a suitable level.06: Hydro Pack . Two electrically driven pumps draw oil from the oil tank through a suction filter and deliver high pressure oil to the proportional valve. 5. Maximum system pressure is set on the safety valve. One of two pumps are in service during normal operation. If the servo oil unit cannot be located with maximum oil level below the oil distribution ring the system must incorporate an extra.0 Fig. to facilitate installation at yard. A servo oil pressure adjusting valve ensures minimum servo oil pressure at any time hereby minimizing the electrical power consumption. The return oil is led back to the tank via a thermostatic valve. small drain tank complete with pump.05.05. while the second will start up at powerful manoeuvring.Servo oil tank unit Hydra Pack The servo oil tank unit – Hydra Pack (Fig.06).MAN B&W Diesel A/S L35MC Project Guide 178 22 39-6. The servo oil unit is equipped with alarms according to the Classification Society as well as necessary pressure and temperature indication.05. Selection of combinator. The load control function contains a scavenge air smoke limiter.05.07. Load red. constant speed or separate thrust mode is possible. Load reduction. a load programme for avoidance of high thermal stresses in the engine.07: Remote control system . Engine overload (max. the propulsion remote control system comprises a computer controlled system with interconnections between control stations via a redundant bus and a hard wired back-up control system for direct pitch control at constant shaft speed. Start blocking. • Thrust control with optimization of propeller pitch and shaft speed. or PTO gear • Controllable pitch propeller As shown on fig. • Functions for transfer of responsibility between the local control stand. 420 600 000 198 28 16 5. Remote/Local Governor limiter cancel Speed Set Fuel Index I I Shaft Generator / PMS Charge Air Press. The computer controlled system contains functions for: • Machinery control of engine start/stop. 5. • A Load control function protects the engine against overload. The rates of changes are controlled to ensure smooth manoeuvres and avoidance of propeller cavitation.05. engine control room and control locations on the bridge are incorporated in the system. load) Local engine control (in Governor) Propulsion Control System Pitch Set Remote/Local Auxiliary Control Equipment STOP START STOP Propeller Pitch Closed Loop Control Box STOP Back-up selected Engine speed Shut down.Alphatronic 2000 Remote Control System The remote control system is designed for control of a propulsion plant consisting of the following types of plant units: • Diesel engine • Tunnel gear with PTO/PTI.07 .0 Fig.05. 5. Cancel alarm RPM Pitch Operator Panel Engine Control Room Engine Room Start/Stop/Slow turning.MAN B&W Diesel A/S Main Control Station (Center) RPM Pitch RPM L35MC Project Guide Bridge Wing RPM Pitch Bridge Wing Pitch Operator Panel (*) ES Operator Panel BU ES ES: Emergency Stop BU: Back-Up Control Operator Panel (*) ES Duplicated Network Handles Interface Bridge Ship’s Alarm System System failure alarm. engine load limits and possible gear clutches. Shut down reset/cancel Coordinated Control System PI Terminals for engine monitoring sensors PI Ahead/ Astern Pitch I PI Engine safety system Terminals for propeller monitoring sensors I Pitch 178 22 40-6. an automatic load reduction and an engineer controlled limitation of maximum load. 08: • A propulsion control panel with push buttons and indicators for machinery control and a display with information of condition of operation and status of system parameter.0 Fig.MAN B&W Diesel A/S L35MC Project Guide 288 144 PROPELLER RPM PROPELLER PITCH 288 BACK UP CONTROL ON/OFF IN CONTROL TAKE CONTROL 178 22 41-8. • A propeller monitoring panel with back-up instruments for propeller pitch and shaft speed.05. as shown on fig. This control station will incorporate three modules.08 . • A thrust control panel with control lever for thrust control.05.08: Main bridge station standard layout Propulsion Control Station on the Main Bridge For remote control a minimum of one control station located on the bridge is required. 5. an emergency stop button and push buttons for transfer of control between control stations on the bridge. 420 600 000 198 28 16 5.05. 5. it has been found that the difference in the electrical potential between the hull and the propeller shaft (due to the propeller being immersed in seawater) has caused spark erosion on the main bearings and journals of the engine. We also recommend the installation of a shaft-hull mV-meter so that the potential. See section 4. i. L35MC Project Guide Earthing Device In some cases. a brush arrangement which is able to keep the potential difference below 50 mV. and thus the correct functioning of the device. and thus prevent spark erosion.e. 420 600 010 198 27 85 5. The sketch Fig.MAN B&W Diesel A/S Alpha Clutcher . we recommend the installation of a highly efficient earthing device.05. can be checked. A potential difference of less than 80 mV is harmless to the main bearings so.09 .09 shows the layout of such an earthing device.for Auxilliary Propulsion Systems The Alpha Clutcher is a new shaftline de-cluching device for auxilliary propulsion systems which meets the class notations for redundant propulsion. 5.05. It facilitates reliable and simple “take home” and “take away” functions in two-stroke engine plants. in order to reduce the potential between the crankshaft and the engine structure (hull). 09: Earthing device.1 420 600 010 198 27 85 5. 5.MAN B&W Diesel A/S Cross section must not be smaller than 45 mm2 and the length of the cable must be as short as possible L35MC Project Guide Hull Slipring solid silver track Voltmeter for shaft-hull potential difference Silver metal graphite brushes Rudder Propeller Voltmeter for shafthull potential difference Main bearing Intermediate shaft Earthing device Current Propeller shaft Fig.05. (yard’s supply) 178 32 07-8.05.10 . Auxiliary Systems 6 . 01.01 .01. respectively: • Seawater cooling system Figs. which is an integrated part of the diesel engine. The diagrams use the symbols shown in Fig.01.01: Diagram for seawater cooling 178 11 27-66. A detailed specification of the various components is given in the description of each system. 6. The air consumption is approximately 98% of the calculated exhaust gas amount.01. The location of the flanges on the engine is shown in: “Engine pipe connections”.01. the water production can be calculated by using the formula stated later in this chapter and the way of calculating the exhaust gas data is also shown later in this chapter. Heat radiation Central cooling water system.01.01.01.02and 6. If a freshwater generator is installed.MAN B&W Diesel A/S L35MC Project Guide 6. whereas the symbols for instrumentation accord to the “Symbolic representation of instruments” and the instrumentation list found in Chapter 8.1 Fig.02: Diagram for central cooling water system 430 200 025 198 27 86 6. 6. both can be found in Chapter 5. The heat dissipation figures include 10% extra margin for overload running except for the scavenge air cooler. 6. and the flanges are identified by reference letters stated in the “List of counterflanges”.03 178 11 26-4.01. Figs. 6.1 Fig.05 The radiation and convection heat losses to the engine room is about 1. List of Capacities The Lists of Capacities contain data regarding the necessary capacities of the auxiliary machinery for the main engine only.01and 6.04 The capacities for the starting air receivers and the compressors are stated in Fig. 6.01.8% of the engine nominal power (kW in L1). 6. Cooling Water Systems The capacities given in the tables are based on tropical ambient reference conditions and refer to engines with conventional turbocharger and running at nominal MCR (L1) for.19 “Basic symbols for piping”. 2 39 39 42 39 135 135 135 135 105 105 100 105 1640 84 410 405 335 370 51 51 51 51 700 700 750 700 8 5200 2. Seawater Lubricating oil cooler Heat dissipation approx.MAN B&W Diesel A/S L35MC Project Guide Cyl. Nominal MCR at 210 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump kW m3/h m3/h m3/h 1) 2) 3) 4) Seawater cooling pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Scavenge air cooler Heat dissipation approx.0 1.2 87 54000 14.3 1.4 1.5 0.7 23 23 24 23 79 78 77 78 65 64 61 64 940 48 255 230 190 225 31 30 29 30 400 400 425 400 5 3250 1. type VTR 2) Engines with ABB turbochargers.8 0.8 28 28 45 28 98 98 105 97 75 74 71 74 1170 60 300 290 240 275 38 38 45 37 500 500 690 500 6 3900 2.4 45 45 47 45 155 155 155 155 115 120 110 115 1880 96 455 460 385 420 59 59 59 59 800 800 850 800 9 5850 3.6 1.1 Fig.3 52 32400 8.9 2. type TPL 4) Engines with Mitsubishi turbochargers 178 87 92-6.7 1.5 51 51 53 51 175 175 175 175 125 130 120 125 2110 108 500 510 430 485 67 67 67 67 900 900 950 900 10 6500 3.8 63 37800 10.9 62 62 95 62 215 215 230 215 155 155 145 155 2580 132 650 630 530 600 83 83 98 83 1100 1100 1480 1100 12 7800 3.0 68 68 100 68 235 235 245 230 160 160 150 160 2820 144 700 710 580 640 91 91 101 86 1200 1200 1580 1200 Coolers Pumps See above "Lubricating oil pump" See above "Jacket cooling water pump" See above "Seawater quantity" for lube oil cooler 39 21600 5.02 . L35MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 27 86 6.1 100 64800 17.0 1.6 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers.7 79 48600 13.7 94 59400 16.* kW m3/h kW 1) 2) 3) 4) Lubricating oil* Seawater m3/h m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx.01. kW 1) 2) 3) 4) Jacket cooling water Seawater Fuel oil heater Exhaust gas flow at 265 °C** Air consumption of engine * ** m3/h m3/h kW kg/h kg/s 4 2600 1. 6.9 47 27000 7.7 56 56 89 56 195 195 210 195 145 145 135 145 2350 120 600 580 480 550 75 75 90 75 1000 1000 1380 1000 11 7150 3.03: List of capacities.0 34 34 50 34 115 120 125 115 90 90 86 89 1410 72 350 355 290 320 43 48 53 43 600 600 790 600 7 4550 2.3 71 43200 11. MAN B&W Diesel A/S L35MC Project Guide Cyl.8 0.3 1.01. Nominal MCR at 210 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump kW m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) kW m3/h kW 1) 2) 3) 4) 4 2600 1.9 62 62 95 62 215 215 230 215 205 205 220 205 155 155 145 155 2560 132 650 630 530 600 83 83 88 83 12 7800 3.04: List of capacities. 6.0 34 34 50 34 115 120 125 115 110 115 120 110 90 90 86 89 1400 72 350 355 290 320 43 48 53 43 600 600 790 600 7 4550 2.03 .7 4310 4290 4570 4260 4700 4710 4960 4640 Central cooling water* Seawater* Fuel oil heater Exhaust gas flow at 265 °C** Air consumption of engine m3/h m3/h kW kg/h kg/s 39 21600 5.7 1.* Coolers Lubricating oil* Central cooling water m3/h m3/h 1) 2) 3) 4) kW 1) 2) 3) 4) 410 455 500 600 405 460 510 580 335 385 430 480 370 420 485 550 See above "Lubricating oil pump" 51 59 67 75 51 59 67 75 51 59 67 90 51 59 67 75 Jacket water cooler Heat dissipation approx.9 2. L35MC with central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 27 86 6. Central cooling water Lubricating oil cooler Heat dissipation approx.6 1.0 1.4 1.4 45 45 47 45 155 155 155 155 150 150 150 145 115 120 110 115 1860 96 9 5850 3.0 68 68 100 68 235 235 245 230 225 225 235 220 160 160 150 160 2800 144 700 710 580 640 91 91 101 86 1200 1200 1580 1200 Pumps Central cooling water pump* Seawater pump* Lubricating oil pump* Scavenge air cooler Heat dissipation approx.5 51 51 53 51 175 175 175 175 165 170 165 165 125 130 120 125 2100 108 10 6500 3.0 1.7 56 56 89 56 195 195 210 195 190 185 200 185 145 145 135 145 2330 120 11 7150 3.7 79 48600 13.6 178 87 93-8.* m3/h m3/h kW 1) 2) 3) 4) 1590 1560 1550 1560 700 800 900 1000 1100 700 800 900 1000 1100 750 850 950 1380 1480 700 800 900 1000 1100 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1960 1950 2090 1940 2350 2740 3120 3500 3930 2360 2740 3120 3510 3910 2480 2720 3100 3480 4190 2320 2700 3080 3490 3880 See above "Central cooling water pump" See above "Seawater cooling pump" 52 32400 8.1 Fig.8 28 28 45 28 98 98 105 97 94 93 100 93 75 74 71 74 1160 60 300 290 240 275 38 38 45 37 500 500 690 500 6 3900 2.7 23 23 24 23 79 78 77 78 76 75 74 75 65 64 61 64 930 48 255 230 190 225 31 30 29 30 400 400 425 400 5 3250 1.3 94 59400 16.1 100 64800 17.9 47 27000 7.2 39 39 42 39 135 135 135 135 130 130 130 130 105 105 100 105 1630 84 8 5200 2.2 87 54000 14. Jacket cooling water Central cooling water Central cooler Heat dissipation approx.5 0.3 71 43200 11.8 63 37800 10. 01.0 Fig.5 30 2 x 0.0 60 2 x 1.0 60 178 42 79-0. 6. 178 10 86-7.01.04.08: Lubricating oil cooler.06.MAN B&W Diesel A/S L35MC Project Guide Starting air system: 30 bar (gauge) Cylinder no.5 30 2 x 0.0 60 2 x 0.1 Fig.1 178 07 98-0.01.01. Cooler heat dissipations For specified MCR (M) the diagrams in Figs. 6.01. total m3 m /h 3 4 m3 m /h 3 5 2 x 1.5 90 12 2 x 1. see Figs. relative to the values stated in the “List of Capacities” valid for nominal MCR (L1).0 60 6 2 x 1.0 60 2 x 1.0 Fig.01.5 30 2 x 0. total Non-reversible engine Receiver volume (6 starts) Compressor capacity. 6. 6.05: Capacities of starting air receivers and compressors for main engine L35MC Auxiliary System Capacities for Derated Engines The dimensioning of heat exchangers (coolers) and pumps for derated engines can be calculated on the basis of the heat dissipation values found by using the following description and diagrams. heat dissipation qjw% in % of L1 value 178 06 57-8.01.0 60 8 2 x 1.5 90 2 x 1.06: Scavenge air cooler.01. 6.01.5 90 10 2 x 1.5 90 11 2 x 1.07: Jacket water cooler.0 60 2 x 1.5 90 9 2 x 1. heat dissipation qair% in % of L1 value 430 200 025 Fig.5 30 2 x 1.0 60 7 2 x 1.0 60 2 x 1.07 and 6. heat dissipation qlub% in % of L1 value 198 27 86 6. Reversible engine Receiver volume (12 starts) Compressor capacity.03 and 6.08 show reduction factors for the corresponding heat dissipations for the coolers. 6. may also be used if wanted.04 . 6. Those for the nominal MCR (L 1 ).01. 6.0 m/s 0.8 m/s 3. and it is therefore unchanged.08. To ensure proper lubrication.0 m/s 430 200 025 198 27 86 6. working temp. For lower rated engines. the fuel oil circulating and supply pumps should remain unchanged.6 m/s 1. and the same applies to the fuel oil preheater.01. respectively. °C 100 150 60 50 60 100 In order to ensure a proper starting ability. L35MC Project Guide Central cooling water system If a central cooler is used. the starting air compressors and the starting air receivers must also remain unchanged. the below-mentioned pump heads at the mentioned maximum working temperatures for each system shall be kept: Pump head bar Fuel oil supply pump 4 6 4 2. regarding the scavenge air cooler(s). but the central cooling water capacities are used instead of the above seawater capacities.5 3 Fuel oil circulating pump Lubricating oil pump Seawater pump Central cooling water pump Jacket water pump Max.04. giving the % heat dissipation figures relative to those in the “List of Capacities”. Also. we prescribe the following maximum velocities: Marine diesel oil Heavy fuel oil Lubricating oil Cooling water 1. must remain unchanged.01. only a marginal saving in the pump capacities is obtainable. However. The seawater flow capacity for each of the scavenge air. the lubricating oil pump.01.01.01.01. Pump capacities The pump capacities given in the “List of Capacities” refer to engines rated at nominal MCR (L1). Pump pressures Irrespective of the capacities selected as per the above guidelines.MAN B&W Diesel A/S The percentage power (P%) and speed (n%) of L1 for specified MCR (M) of the derated engine is used as input in the above-mentioned diagrams. As the jacket water cooler is connected in series with the lube oil cooler.03 and 6. and practically no saving is possible. The jacket cooling water pump capacity is relatively low. Figs.5 2.07 and 6. 6. The seawater flow capacity for the central cooler can be reduced in proportion to the reduction of the total cooler heat dissipation.05 . Flow velocities For external pipe connections. the above still applies.06. the seawater flow capacity for the latter is used also for the jacket water cooler. the engine maker has to approve this reduction in order to avoid too low a water velocity in the scavenge air cooler pipes. 6. lube oil and jacket water coolers can be reduced proportionally to the reduced heat dissipations found in Figs. 225 BHP (80. . 6.900 kW = 5. .01.0 r/min 189.0%) Nominal MCR.73 = 1029 kW 210. .84 = 504 kW Heat dissipation of lube oil cooler Fig.4 r/min L35MC Project Guide (100. 6. The values valid for the nominal rated engine are found in the “List of Capacities” Fig. 6.91 = 39.0%) (90. .01.0 430 200 025 198 27 86 6.5 m3/h 43 x 0.6 m3/h 178 21 92-6.01. . M=O: 3.280 BHP (100. . .0%) Service rating.379 BHP (64.0%) i.01.09. and are listed together with the result in Fig. . PS: 2.01.5 kW Seawater pump Scavenge air cooler: Lubricating oil cooler Total: 72 x 0. 80% power of L1 90% power of L1 Optimised power (O) shall coincide with the specified MCR (M) 3.1 m3/h 91.496 kW = 3.0 r/min 175.06 which is approximate indicates a 73% heat dissipation: 1410 x 0.07 indicates a 84% heat dissipation: 600 x 0.120 kW = 4. 6.e.03.91 = 318. service rating. Heat dissipation of scavenge air cooler Fig.0%) (83.73 = 52. 6. PS%= 80% of M = O Ambient reference conditions: 20 °C air and 18 °C cooling water The method of calculating the reduced capacities for point M based on tropical ambient conditions is shown below. L1: Specified MCR.06 .08 indicates a 91% heat dissipation: 350 x 0.5%) Heat dissipation of jacket water cooler Fig.01. . .MAN B&W Diesel A/S Example 1: 6L35MC with a seawater cooling system and derated to: Specified MCR (M) . 0 34 115 90 3.280 BHP at 210 r/min Example 1 Specified MCR (M) 3.01.5 90 39.225 BHP at 189 r/min 2.0 1.1 kW 52 52 kg/sec kg/h °C 30 bar 8.01.09: Example 1 – Capacities of derated 6L35MC with seawater cooling system and MAN B&W turbocharger 430 200 025 198 27 86 6.6 90 kW m3/h kW m3/h m3/h kW m3/h m3/h 1410 72 350 90 43 600 34 43 1029 52.5% 2 x 1. 6.120 kW 4.MAN B&W Diesel A/S L35MC Project Guide Nominal rated engine (L1) Shaft power at MCR Pumps: Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Seawater pump Lubricating oil pump Coolers: Scavenge air cooler Heat dissipation Seawater quantity Lubrication oil cooler Heat dissipation Lubricating oil quantity Seawater quantity Jacket cooler Heat dissipation Jacket cooling water quantity Seawater quantity Fuel oil preheater: Preheater capacity Expected air and exhaust gas data: * Air consumption Exhaust gas amount (total) Exhaust gas temperature Starting air system: m3/h m3/h m3/h m3/h m3/h 2. total m3/h Non-reversible engine Receiver volume (6 starts) m3 Compressor capacity.0 60 2 x 0.400 258 Reversible engine Receiver volume (12 starts) m3 Compressor capacity.0 Fig.9 25.5 30 2 x 1.5 318.900 kW 5.400 265 6.0 60 2 x 0.1 504 34 39.8 32.0 1.0 34 91. total m3/h Exhaust gas tolerances: temperature -/+ 15 °C and amount +/.5 30 178 21 93-8.07 . 01. This is because the latter figures are used for dimensioning the jacket water cooler and hence incorporate a safety margin which can be needed when the engine is operating under conditions such as. the heat actually available for a derated diesel engine may then be found as follows: 1. 6. i.01.01.07 is to be used.90 will be more accurate for ambient conditions corresponding to ISO temperatures or lower. lower than optimised power.g. respectively. of a spe178 06 64-3.e. it should be noted that the actual available heat in the jacket cooling water system is lower than indicated by the heat dissipation figures valid for nominal MCR (L1) given in the List of Capacities. Engine power lower than specified MCR. For powers lower than the specified MCR. controllable pitch propeller (CPP). For a derated diesel engine.08 . yet the overload factor of about 0. the relative jacket water heat dissipation for point M may be found. this margin is 10% at nominal MCR.9 (0. Normally. If necessary. relative to heat dissipation at optimised power 430 200 025 198 27 86 6.07. i.M x kp where Qjw QL1 = = = qjw% = jacket water heat dissipation jacket water heat dissipation at nominal MCR (L1) percentage correction factor from Fig. the value Qjw. 6. giving the percentage correction factor “qjw%” and hence Qjw = QL1 x q jw% 100 x 0.9 The heat dissipation is assumed to be more or less independent of the ambient temperature conditions. Such a temperature control system may consist.e.M found for point M by means of the above equation [1] is to be multiplied by the correction factor kp found in Fig. found by means of equation [1] = correction factor from Fig.87) [1] Freshwater Generator If a freshwater generator is installed and is utilising the heat in the jacket water cooling system.87 instead of 0. 2. by means of Fig.07 = MCR. in Fig.01.10 Correction factor “kp” for jacket cooling water heat dissipation at part load. Engine power equal to specified MCR.01.10 and hence Qjw = Qjw. 6. For specified MCR (M) the diagram Fig. all the actually available jacket cooling water heat may be used provided that a special temperature control system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level. an engine having a specified MCR (M) different from L1.01. overload.g.10 factor for overload margin. as previously described. 6..10. the actual jacket water heat dissipation will be reduced according to the curves for fixed pitch propeller (FPP) or for constant speed.0 Fig.MAN B&W Diesel A/S L35MC Project Guide With reference to the above. 6.01. e. 6. e. tropical ambient conditions [2] kp 0. At part load operation.01. 6. 01.03 t/24h per 1 kW heat. for guidance. Jacket cooling water heat recovery flow diagram cial by-pass pipe installed in the jacket cooling water system. When using a normal freshwater generator of the single-effect vacuum evaporator type. see Fig. an automatic start/stop function. 6. the freshwater generator is equipped with an automatic start/stop function for too low jacket cooling water temperature If necessary. or similar.11.MAN B&W Diesel A/S L35MC Project Guide Freshwater generator system Jacket cooling water system Valve A: ensures that Tjw < 80 °C Valve B: ensures that Tjw >80 – 5 °C = 75 °C Valve B and the corresponding by-pass may be omitted if.09 .g. the freshwater production may.01. we recommend limiting the heat utilised to maximum 50% of the heat actually available at specified MCR. and only using the freshwater generator at engine loads above 50%. e. or a special built-in temperature control in the freshwater generator.01. be estimated as 0. i.: Mfw = 0.11: Freshwater generators..e.0 Fig.03 x Qjw where Mfw is the freshwater production in tons per 24 hours And Qjw is to be stated in kW t/24h [3] 430 200 025 198 27 86 6. If such a special temperature control is not applied. for example. all the actually available jacket cooling water heat may be utilised provided that a special temperature control system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level 178 18 65-6. 6. 10 qjw% = 84.07 By means of equation [1]. in kW (BHP) 430 200 025 198 27 86 6.0 x 0.e.87 = 438.379 BHP (64. this chapter will show how to calculate the expected available jacket cooling water heat removed from the diesel engine. and by means of an example.87 For the service point the corresponding expected obtainable freshwater production from a freshwater generator of the single-effect vacuum evaporator type is then found from equation [3]: Mfw = 0.0% speed for the optimising point O in Fig.5%) QL1 = 600 kW from “List of Capacities" By means of equation [2]. and exhaust gas back-pressure: Tair: pbar: TCW DpO: actual ambient air temperature.0%) 210. primarily.5 kW 100 Calculation of Exhaust Gas Amount and Temperature Influencing factors The exhaust gas data to be expected in practice depends. L1: 3.87 for actual ambient condition the heat dissipation in the optimising point (O) is found: Qjw. PM = PO: b) The ambient conditions.0%) 175.O = QL1 x = 600 x q jw% 100 x 0. in °C actual barometric pressure.0 84.280 BHP (100.01.0% power and 90.85 using Ps% = 80% in Fig.0%) 189.85 = 373 kW = 0. i. on the following three factors: a) The optimising point of the engine (point O) which for this engine coincides with the power PM of the specified MCR (M). together with the corresponding freshwater production from a freshwater generator. 6. in mbar actual scavenge air coolant temperature.0 r/min Service rating. valid for fixed pitch propeller or controllable pitch propeller (constant engine speed PS: continuous service rating of engine. The calculation is made for the service rating (S) of the diesel engine.0% using 80.0%) (90. 6L35MC derated with fixed pitch propeller Nominal MCR.2 t/24h 178 21 95-1. and using factor 0. in °C exhaust gas back-pressure in mm WC at optimising point: O = M c) The continuous service rating of the engine (point S).MAN B&W Diesel A/S Example 2: Freshwater production from a derated 6L35MC with MAN B&W tubocharger. PS: 2.225 BHP (80.01. M=O: 3.4 r/min Ambient reference condition: 20°C air and 18°C cooling water The expected available jacket cooling water heat at service rating is found as follows: (100. the heat dissipation in the service point (S) is found: Qjw kp = Qjw.01.03 x Qjw = 0.O x kp = 438.0 r/min Specified MCR.0%) (83.120 kW = 4.5 x 0.900 kW = 5.496 kW = 3.03 x 373 = 11. L35MC Project Guide Based on the engine ratings below.10 . 6. MAN B&W Diesel A/S Calculation method To enable the project engineer to estimate the actual exhaust gas data at an arbitrary service rating, the following method of calculation may be used. M e x h :exhaust gas amount in kg/h, to be found Texh: exhaust gas temperature in °C, to be found DMamb% Dm s% P PO m O% x x (1 + ) x (1 + ) x S% 100 100 100 PL1 100 °C L35MC Project Guide The partial calculations based on the above influencing factors have been summarised in equations [4] and [5], see Fig. 6.01.12. The partial calculations based on the influencing factors are described in the following: kg/h [4] Mexh = ML1 x Texh = TL1 + DTO + DTamb + DTS [5] where, according to “List of capacities”, i.e. referring to ISO ambient conditions and 300 mm WC back-pressure and optimised in L1: ML1: exhaust gas amount in kg/h at nominal MCR (L1) TL1: exhaust gas temperatures after turbocharger in °C at nominal MCR (L1) 178 30 58-0.0 Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures a) Correction for choice of specified MCR: M = O When choosing an “M” = “O” other than the nominal MCR point “L1”, the resulting changes in specific exhaust gas amount and temperature are found by using as input in diagrams 6.01.13 and 6.01.14 the corresponding percentage values (of L1) for optimised power PO% and speed nO%.c) c) Correction for engine load mO%: specific exhaust gas amount, in % of specific gas amount at nominal MCR (L1), see Fig. 6.01.13. DTO: change in exhaust gas temperature after turbocharger relative to the L1 value, in °C, see Fig. 6.01.14. 178 10 78-4.1 178 10 79-6.1 Fig. 6.01.13: Specific exhaust gas amount, mO% in % of L1 value Fig. 6.01.14: Change of exhaust gas temperature, DTO in °C after turbocharger relative to L1 value 430 200 025 198 27 86 6.01.11 MAN B&W Diesel A/S b) Correction for actual ambient conditions and back-pressure For ambient conditions other than ISO 3046/11986, and back-pressure other than 300 mm WC at “M” = “O”, the correction factors stated in the table in Fig. 6.01.15 may be used as a guide, and the corresponding relative change in the exhaust gas data may be found from equations [6] and [7], shown in Fig. 6.01.16. L35MC Project Guide Parameter Blower inlet temperature Blower inlet pressure (barometric pressure) Charge air coolant temperature (seawater temperature) Exhaust gas back pressure at the optimising point Change + 10 °C + 10 mbar + 10 °C + 100 mm WC Change of exhaust gas temperature + 16.0 °C – 0.1 °C + 1.0 °C + 5.0 °C Change of exhaust gas amount – 4.1% + 0.3% + 1.9% – 1.1% 178 30 59-2.0 Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure DMamb% DTamb = -0.41 x (Tair – 25) + 0.03 x (pbar – 1000) + 0.19 x (TCW – 25 ) - 0.011 x (DpO – 300) = 1.6 x (Tair – 25) + 0.01 x (pbar – 1000) +0.1 x (TCW – 25) + 0.05 x (DpO– 300) % °C [6] [7] where the following nomenclature is used: change in exhaust gas amount, in % of amount at ISO conditions DMamb%: change in exhaust gas temperature, in °C DTamb: The back-pressure at the optimising point can, as an approximation, be calculated by: = DpM x (PO/PM)2 DpO where, power in kW (BHP) at specified MCR PM: exhaust gas back-pressure prescribed at specified MCR, in mm WC DpM: [8] 178 30 60-2.0 Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure 430 200 025 198 27 86 6.01.12 MAN B&W Diesel A/S L35MC Project Guide Fixed pitch propeller (FPP): Dms% = 0.0055 x PS%2 - 1.15 x PS% + 60 Constant engine speed (CPP): Dms% = 0.0055 x PS%2 - 1.22 x PS% + 67 178 06 74-5.0 Fixed pitch propeller (FPP): DTS = 0.0055 x PS%2 - 0.72 x PS% + 22 Constant engine speed (CPP): DTS = 0.0043 x PS%2 - 0.63 x PS% + 20 178 06 73-3.0 Fig. 6.01.17: Change of specific exhaust gas amount, Dms% in % at part load Fig. 6.01.18: Change of exhaust gas temperature, DTs in °C at part load Figs. 6.01.17 and 6.01.18 may be used, as guidance, to determine the relative changes in the specific exhaust gas data when running at part load, compared to the values in the optimising point, i.e. using as input PS% = (PS/PO) x 100%: Dms%: change in specific exhaust gas amount, in % of specific amount at optimising point, see Fig. 6.01.17. change in exhaust gas temperature, in °C, see Fig. 6.01.18. DTs: 430 200 025 198 27 86 6.01.13 MAN B&W Diesel A/S L35MC Project Guide Example 3: Expected exhaust gas data for a derated 6L35MC derated with fixed pitch propeller Nominal MCR, L1: 3,900 kW = 5,280 BHP (100.0%) (80.0%) (64.0%) 210.0 r/min 189.0 r/min 175.4 r/min (100.0%) (90.0%) (83.5%) Specified MCR, M=O: 3,120 kW = 4,225 BHP Service rating, PS: 2,496 kW = 3,379 BHP i.e. service rating, PS%= 80% of M = O Reference conditions: Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °C Scavenge air coolant temperature TCW . . . . . 18 °C Barometric pressure pbar . . . . . . . . . . . . 1013 mbar Exhaust gas back-pressure at specified MCR DpM . . . . . . . . . . . . . . . . . . . . . . . . . . 262 mm WC a) Correction for choice of M = O: PO% nO% = = 3120 x 100 = 80.0% 3900 189 x 100 = 90.0% 210 c) Correction for engine load: By means of Figs. 6.01.17 and 6.01.18: DmS% DTS = + 3.2% = - 3.6 °C By means of equations [4] and [5], the final result is found taking the exhaust gas flow ML1 and temperature TL1 from the “List of Capacities”: ML1 Mexh = 32,400 kg/h = 32,400 x 3120 98.2 0.75 x x (1 + )x 3900 100 100 By means of Figs. 6.01.13 and 6.01.14: mO% DTO = 98.2 % = - 7.1 °C (1 + b) Correction for ambient conditions and back-pressure: By means of equations [6] and [7]: DMamb% = - 0.41 x (20-25) – 0.03 x (1013-1000) + 0.19 x (18-25) – 0.011 x (262-300) % DMamb% = + 0.75% DTamb DTamb = 1.6 x (20- 25) + 0.01 x (1013-1000) + 0.1 x (18-25) + 0.05 x (262-300) °C = - 10.5 °C Mexh 3.2 80 )x = 21,172 kg/h 100 100 = 21,170 kg/h +/- 5% The exhaust gas temperature: TL1 Texh Texh = 265 °C = 265 – 7.1 – 10.5 – 3.6 = 243.8 °C = 244 °C -/+15 °C 178 21 96-3.0 430 200 025 198 27 86 6.01.14 MAN B&W Diesel A/S Exhaust gas data at specified MCR (ISO) At specified MCR (M), the running point may be considered as a service point where: PS% = PM 3120 x 100% = x 100% = 100.0% 3120 PO L35MC Project Guide and for ISO ambient reference conditions, the corresponding calculations will be as follows: Mexh,M = 32,400 x (1+ 3120 98.2 0.00 x x (1+ )x 3900 100 100 0.0 100 )x = 25,453 kg/h 100 100 Mexh,M = 25,400 kg/h Texh,M Texh,M = 265 – 7.1 – 0.0 + 0.0 = 257.9 °C = 258 °C The air consumption will be: 25,400 x 0.98 kg/h = 6.9 kg/sec 430 200 025 198 27 86 6.01.15 10 3.7 2. non-watertight No. 6.2 1.19 3 3. not connected Crossing pipes.01.18 2.13 3. quick-releasing Expansion joint with gland Expansion pipe Cap nut Blank flange Spectacle flange Bulkhead fitting water tight.4 1.16 .5 3.4 2.2 3.9 3.14 3.1 430 200 025 198 27 86 6. straight. screw down Non-return valve (flap).16 3. cocks and flaps Appliances Indicating and measuring instruments Pipes and pipe joints Crossing pipes.9 2.18 Symbol L35MC Project Guide Symbol designation Pipe going upwards Pipe going downwards Orifice Valves.13 2.MAN B&W Diesel A/S No. angle. connected Tee pipe Flexible pipe Expansion pipe (corrugated) general Joint. angle Reduction valve Safety valve Angle safety valve Self-closing valve Quick-opening valve Quick-closing valve Regulating valve Kingston valve Ballvalve (cock) Fig.15 2.17 2.11 2.12 3.7 3. cocks and flaps Valve.1 3.17 3.3 1.3 2.10 2. flange Bulkhead crossing.12 2.19a: Basic symbols for piping 178 30 61-4. screw down Flap.01. flanged Joint.16 Symbol Symbol designation General conventional symbols Pipe Pipe with indication of direction of flow Valves.8 3. three way Non-return valve (flap).2 2. 2. straight through Flap.1 1.1 2. angle Valves. gate valves.3 3. angle Non-return valve (flap). screwed Joint. gate valves. straight through Valves. sleeve Joint.8 2.5 2.5 2 2.4 3.6 2.15 3. straight Non-return valve (flap).11 3. 1 1.14 2.6 3. 9 5 Symbol Symbol designation Piston Membrane Electric motor Electro-magnetic Appliances Mudbox Filter or strainer Magnetic filter Separator Steam trap Centrifugal pump Gear or screw pump Hand pump (bucket) Ejector Various accessories (text to be added) Piston pump Fittings Funnel Bell-mounted pipe end Air pipe Air pipe with net Air pipe with cover Double-seated changeover valve.19 3.22 3. 6.7 4. T-port in plug 5. straight through.31 3. 4.29 3.01. Cock.6 Cock.33 3.4 5.6 4.1 430 200 025 198 27 86 6.4 4. straight 5.2 5. angle Cock. with bottom connection Control and regulation parts Hand-operated Remote control Spring Mass Float 5.8 5.11 6 6.5 Fig.1 6.19b: Basic symbols for piping 178 30 61-4.27 2.9 5.01.MAN B&W Diesel A/S L35MC Project Guide No.5 Symbol Symbol designation Butterfly valve Gate valve Double-seated changeover valve Suction valve chest Suction valve chest with non-return valves No. 3. angle Cock.30 3.2 4.24 3.3 4.21 3. L-port in plug Cock.23 3.28 3. straight through in plug 5.1 4.8 4. three-way.34 4 4.7 Cock with bottom connection Cock. three-way.1 Double-seated changeover valve. straight through Cock.26 3.17 .5 5.3 6.32 3.2 6. three-way.25 3.3 5. with bottom conn. with bottom connection Cock.20 3. four-way.4 6. angle.10 5. 11 Symbol Symbol designation Air pipe with cover and net Air pipe with pressure vacuum valve No. except symbol No.01.6 The symbols used are in accordance with ISO/R 538-1967.8 6. 6.19 178 30 61-4.2 Deck fittings for sounding or filling pipe 7.7 6. 6.19c: Basic symbols for piping 430 200 025 198 27 86 6.18 .MAN B&W Diesel A/S L35MC Project Guide No.3 Short sounding pipe with selfclosing cock 7. 7 7. 2.10 6.1 Symbol Symbol designation Indicating instruments with ordinary symbol designations Sight flow indicator Observation glass Level indicator Distance level indicator Counter (indicate function) Recorder Air pipe with pressure vacuum valve with net 7.6 6.9 6.4 Stop for sounding rod 7.1 Fig.01.5 7. 02.02. which will release any gases present. 178 16 08-2. the capacity of the electrically-driven circulating pump is higher than the amount of fuel consumed by the diesel engine. but will retain liquids. To ensure ample filling of the fuel pumps. thus avoiding gasification of the fuel in the venting box (4 35 690) in the temperature ranges applied. 150 °C Tracing drain lines: by jacket cooling water max. which pumps the fuel oil through a heater (4 35 677) and a full flow filter (4 35 685) situated immediately before the inlet to the engine. Surplus fuel oil is recirculated from the engine through the venting box.6.02. 6.02. Fig. 435 600 025 198 27 87 6.0 Fig. 6.02. From the service tank the fuel is led to an electrically driven supply pump (4 35 660) by means of which a pressure of approximately 4 bar can be maintained in the low pressure part of the fuel circulating system.01 .02 Fuel Oil System –––––– ––––––––– a) b) Diesel oil Heavy fuel oil Heated pipe with insulation Tracing fuel oil lines of max. min. as shown on “Fuel oil pipes”. a spring loaded overflow valve is inserted in the fuel oil system on the engine. From the low pressure part of the fuel system the fuel oil is led to an electrically-driven circulating pump (4 35 670). To ensure a constant fuel pressure to the fuel injection pumps during all engine loads. see Fig.MAN B&W Diesel A/S L35MC Project Guide 6. 50 °C The letters refer to the “List of flanges” D shall have min. The venting box is connected to the service tank via an automatic deaerating valve (4 35 691).01: Fuel oil system Pressurised Fuel Oil System The system is so arranged that both diesel oil and heavy fuel oil can be used. 90 °C. 50% larger area than d.01. the vessel is expected to be inactive for a prolonged period with cold engine e. even when the engine is not running. Such a change-over may become necessary if.02: Fuel oil pipes and drain pipes The fuel oil pressure measured on the engine (at fuel pump level) should be 7-8 bar. etc. there would be a latent risk of diesel oil and heavy fuels of marginal quality forming incompatible blends during fuel change over. if this recommendation was not followed. we strongly advise against the use of diesel oil for operation of the engine – this applies to all loads.g. thereby keeping the fuel pumps heated and the fuel valves deae-rated. for instance. the circulating pump will continue to circulate heated heavy fuel through the fuel oil system on the engine. The pipes between the tanks and the supply pumps shall have minimum 50% larger passage area than the pipe between the supply pump and the circulating pump. Therefore. at the supply pumps are to be adjusted to 5 bar. if any. In special circumstances a change-over to diesel oil may become necessary – and this can be performed at any time.MAN B&W Diesel A/S L35MC Project Guide The piping is delivered with and fitted onto the engine The letters refer to the “List of flanges” The pos. 435 600 025 198 27 87 6. due to: docking stop for more than five days’ major repairs of the fuel system.02 .0 Fig. equivalent to a circulating pump pressure of 10 bar. This automatic circulation of preheated fuel during engine standstill is the background for our recommendation: constant operation on heavy fuel In addition. whereas the external bypass valve is adjusted to 4 bar.02. 6. When the engine is stopped. numbers refer to list of standard instruments 178 22 12-0.02. environmental requirements The built-on overflow valves. The size of the sludge tank is determined on the basis of the draining intervals. The flow rate is approx. and on whether it may be vented directly to the engine room.02. has made it possible to omit the separate camshaft lubricating oil system. The “AF” drain is provided with a box for giving alarm in case of leakage in a high pressure pipes. influence the measured SFOC. especially during quay and sea trials. and the quantity is well within the measuring accuracy of the flowmeters normally used. in the event that the other shut-down systems should fail. but the oil is thus not wasted. with a bend immediately at the end of the engine. 6. it will be neces. 6. 50 °C. 435 600 025 198 27 87 6. no expansion joint is required. If the connection is made as indicated. the so-called “umbrella” type.01.01) is required by MAN B&W in order to be able to stop the engine immediately.03 .2 l/cyl. This valve is yard’s supply and is to be situated as close as possible to the engine.sary to mount an expansion joint. Owing to the relatively high viscosity of the heavy fuel oil. 0. 4 35 105. of course. The drain oil is lead to a tank and can be pumped to the Heavy Fuel Oil service tank or to the settling tank.02. The introduction of the pump sealing arrangement. If the fuel oil pipe “X” at inlet to engine is made as a straight line immediately at the end of the engine. the classification society rules. h. The drain pipe between engine and tank can be heated by the jacket water. L35MC Project Guide The main purpose of the drain “AF” is to collect pure fuel oil from the umbrella sealing system of the fuel pumps as well as the unintentionall leakage from the high pressure pipes. The umbrella type fuel oil pump has an additional external leakage rate of clean fuel oil. as shown in Fig. it is recommended that the drain pipe and the tank are heated to min.MAN B&W Diesel A/S The remote controlled quick-closing valve at inlet “X” to the engine (Fig.02. This drained clean oil will. . . . . . . . .04 . .0 Fig. 0. . . . we prescribe the following maximum flow velocities: Marine diesel oil . .6 m/s L35MC Project Guide For arrangement common for main engine and auxiliary engines from MAN B&W Holeby. 6. For external pipe connections. . . As shown in Fig. . .02. . .240: “Operation on Heavy Residual Fuels MAN B&W Diesel Two-stroke Engines and MAN B&W Diesel Four-stroke Holeby GenSets.02.MAN B&W Diesel A/S The drain arrangement from the fuel oil system is shown in Fig. . . please refer to our puplication: P.02 “Fuel oil drain pipes”. . . whereas the HFO pipes as basic are heated by steam.02. . .03: Fuel oil pipes heat tracing: 4 35 110 435 600 025 198 27 87 6.03 “Fuel oil pipes heat tracing” the drain pipes are heated by the jacket cooling water outlet from the main engine. . . . 1. .02. . .0 m/s Heavy fuel oil. 6. . . . . . . . .” The piping is delivered with and fitted onto the engine The letters refer to “List of flanges” 178 42 39-5. . . . . 6. . if required. . 6. . insulation.02. . . option: 4 35 121 Insulation of fuel oil pipes and fuel oil drain pipes should not be carried out until the piping systems have been subjected to the pressure tests specified and approved by the respective classification society and/or authorities.MAN B&W Diesel A/S L35MC Project Guide Fuel oil pipes and heating pipes together Two or more pipes can be insulated with 30 mm wired mats of mineral wool of minimum 150 kg/m3 covered with glass cloth of minimum 400 g/m2. Mounting Mounting of the insulation is to be carried out in accordance with the supplier’s instructions. Fig. . . .0 Fig. approval for the specific purpose. Fuel oil pipe insulation. . 20 mm Fuel oil pipes and heating pipes together . containing mineral wool stuffed to minimum 150 kg/m3. . . . . . 30 mm The pads are to be fitted so that they overlap the pipe insulating material by the pad thickness. .04: Fuel oil pipes heat. . option: 4 35 121 435 600 025 198 27 87 6. The directions mentioned below include insulation of hot pipes.05. As for the choice of material and.05 . 6. . minimum 400 g/m2. Flanges and valves The flanges and valves are to be insulated by means of removable pads.02. . . 178 42 40-5. insulating material on pipes should not be fitted closer than corresponding to the minimum bolt length. . Flange and valve pads are made of glass cloth. . Thickness of the mats to be: Fuel oil pipes . flanges and valves with view to ensuring a surface temperature of the complete insulation of maximum 55 °C at a room temperature of maximum 38 °C. At flanged joints. Fuel oil pipes The pipes are to be insulated with 20 mm mineral wool of minimum 150 kg/m3 and covered with glass cloth of minimum 400 g/m2. reference is made to the respective classification society.02. . . . It may.02. i. in which the maximum acceptable grades are RMH 55 and K55. 435 600 025 198 27 87 6.e. If heavy fuel oils with analysis data exceeding the above figures are to be used. removal of water and solid contaminants – the fuel oil specific gravity at 15 °C (60 °F) should be below 0.06 . drawn up the guiding HFO specification shown below. therefore.0 < 600 < 80 Pour point Carbon residue Ash Total sediment after ageing Water Sulphur Vanadium Aluminum + Silicon *) May be increased to 1. Current analysis information is not sufficient for estimating the combustion properties of the oil. Class DMB Similar oils may also be used Heavy fuel oil (HFO) Most commercially available HFO with a viscosity below 700 cSt at 50 °C (7000 sec.MAN B&W Diesel A/S L35MC Project Guide Guiding heavy fuel oil specification Based on our general service experience we have. Property Density at 15°C Kinematic viscosity at 100 °C at 50 °C Flash point Units kg/m cSt cSt °C °C % mass % mass % mass % volume % mass mg/kg mg/kg 3 Fuel oils Marine diesel oil: Marine diesel oil ISO 8217. been used with satisfactory results on MAN B&W two-stroke slow speed diesel engines. reference is made to ISO 8217. before on board cleaning. Redwood I at 100 °F) can be used. Value < 991* < 55 < 700 > 60 < 30 < 22 < 0. Heavy fuel oils limited by this specification have. third edition 1990.10 < 1. The data in the above HFO standards and specifications refer to fuel as delivered to the ship.e. be necessary to rule out some oils that cause difficulties. to the extent of the commercial availability. Class DMB British Standard 6843. This especially applies to the tendency of the oil to form deposits in combustion chambers. The above-mentioned ISO and BS standards supersede BSMA 100 in which the limit was M9.010 provided adequate cleaning equipment is installed.991. gas passages and turbines. This means that service results depend on oil properties which cannot be known beforehand.0 < 5. modern type of centrifuges. The data refers to the fuel as supplied i. as a supplement to the above-mentioned standards.15 < 0. the engine builder should be contacted for advice regarding possible fuel oil system changes.e.e. especially with regard to viscosity and specific gravity. Higher densities can be allowed if special treatment systems are installed. i. In order to ensure effective and sufficient cleaning of the HFO i. British Standard 6843 and to CIMAC recommendations regarding requirements for heavy fuel for diesel engines. before any on board cleaning. For guidance on purchase. . . 150 °C The capacity is to be fulfilled with a tolerance of: . . . . .0% + 15% and shall also be able to cover the back-flushing see “Fuel oil filter”. . . . . . . . see “List of capacities” Pump head . . . . . 20 cSt Fuel oil viscosity maximum. . . . . . . the capacity should be based on the above recommendation. . . .5 bar. and CIMAC from A to H-grades Fuel oil supply pump (4 35 660) • Specific gravities > 0. 4 bar Working temperature . E-Hidens II The centrifuge should be able to treat approximately the following quantity of oil: Fuel oil circulating pump (4 35 670) 0. . . . . . . . . . . . 6. . . . . . Fuel oil viscosity. . . ash and other impurities in the fuel oil • Increased fuel oil consumption. standard condition • Purifier service for cleaning and maintenance. . see “Fuel oil filter”. . . . . . This figure includes a margin for: • Water content in fuel oil • Possible sludge. . . . . . . .: Alfa Laval . .991 and (corresponding to CIMAC K-grades). . . Normally. . . . . . . . . . . . Alcap Westfalia. . . . . . . . . specified . . 4 bar Delivery pressure . . . . A centrifuge for Marine Diesel Oil (MDO) is not a must. Distinction must be made between installations for: • Specific gravities < 0. . . . . . Centrifuges must be self-cleaning. . . . .02. . . . . . Any derating can be taken into consideration in border-line cases where the centrifuge that is one step smaller is able to cover Specified MCR. . . .02. 435 600 025 198 27 87 6. . . . . .07 . . . . . . . . . . . . . two centrifuges are installed for Heavy Fuel Oil (HFO). . 1000 cSt Fuel oil flow . . . . neither for attended machinery spaces (AMS) nor for unattended machinery spaces (UMS). . . . . 10 bar Working temperature . . . . . . . . . . . . . up to 700 cSt at 50 °C Fuel oil viscosity normal . .01) Fuel oil centrifuges The manual cleaning type of centrifuges are not to be recommended. . . . . . . up to 700 cSt at 50 °C Fuel oil viscosity maximum . . .991 (corresponding to ISO 8217 and British Standard 6843 from RMA to RMH. . . . The size of the centrifuge has to be chosen according to the supplier’s table valid for the selected visFuel oil viscosity. . This is to be of the screw wheel or gear wheel type. . . . . . . . . . . either with total discharge or with partial discharge. . . specified . . . . . . . . . . e. . . . . . . . . . . . . . . . . . . The Nominal MCR is used to determine the total installed capacity. Unitrol Mitsubishi . .MAN B&W Diesel A/S L35MC Project Guide cosity of the Heavy Fuel Oil. . . . each with adequate capacity to comply with the above recommendation. . . . but if it is decided to install one on board. . the manufacturers have developed special types of centrifuges. 1000 cSt Pump head . . . . . .20 litres/BHPh This is to be of the screw or gear wheel type. . in connection with other conditions than ISO. . . . . Components for fuel oil system (See Fig. . . . .27 litres/kWh = 0. . . . . . . For the latter specific gravities. . . . . 100 °C The capacity is to be fulfilled with a tolerance of: -0% +15% and shall also be able to cover the back flushing. . . . . 6 bar Delivery pressure . . . . . . . . . Pump head is based on a total pressure drop in filter and preheater of maximum 1. . . . . . or it should be a centrifuge of the same size as that for lubricating oil. . . . . .g. . . . . . . . .MAN B&W Diesel A/S L35MC Project Guide 178 06 28-0. . 7 bar abs. . saturated. maximum 1 bar Working pressure . 6.1 Fig. .02. depending on the viscosity and viscosity index of the fuel. . Fuel oil filter (4 35 685) The filter can be of the manually cleaned duplex type or an automatic filter with a manually cleaned by-pass filter. . 150 °C Steam supply. .05: Fuel oil heating chart Fuel oil heater (4 35 677) The heater is to be of the tube or plate heat exchanger type. see capacity of fuel oil circulating pump Heat dissipation . . . . . . . . To maintain a correct and constant viscosity of the fuel oil at the inlet to the main engine. the heating temperature may vary. . . . the steam supply shall be automatically controlled. . . .08 . . .02. approx. . 435 600 025 198 27 87 6. . . . . . . . Since the viscosity after the heater is the controlled parameter. . . . . . Recommended viscosity meter setting is 10-15 cSt. . . . . Fuel oil viscosity specified . . . . usually based on a pneumatic or an electrically controlled system. . . . . up to 700 cST at 50°C Fuel oil flow. . . . . . . The chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80. . . 100 °C Fuel oil outlet temperature . . . . . . . . . . . . . . see “List of capacities” Pressure drop on fuel oil side . 10 bar Fuel oil inlet temperature. . . . The required heating temperature for different oil viscosities will appear from the “Fuel oil heating chart”. . . . . . . . . . . . .05. . . . . 50mm Working temperature .3 1000 100 600 171. . . maximum 0. . . the following should be noted.07: Fuel oil venting box Flow m3/h Q (max. . .3 2. . . . Fuel oil flow . . . . . . . . . . . . too. . . insulation” Flushing of the fuel oil system Before starting the engine for the first time.09 . . . . . . . . L35MC Project Guide 178 38 39-3.3 bar pressure drop across the filter (clean filter). . maximum 0. . . see “List of capacities” Working pressure. . it should have sufficient capacity to allow the specified full amount of oil to flow through each side of the filter at a given working temperature with a max. . . the pump capacity should be adequate for this purpose.0 Fuel oil venting box (4 35 690) The design is shown on “Fuel oil venting box”. . . . 6. . The fuel oil filter should be based on heavy fuel oil of: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec Redwood I/100 °F. 6. . 15 cSt Pressure drop at clean filter . see Fig. .02. . certain makers of filters require a greater oil pressure at the inlet to the filter than the pump pressure specified. steam and jacket water tracing” and “Fuel oil pipes. . .e. . . . . . . . The systems fitted onto the main engine are shown on: “Fuel oil pipes" “Fuel oil drain pipes" “Fuel oil pipes. i.02. . . . The filter housing shall be fitted with a steam jacket for heat tracing.1 5. . . If a filter with back-flushing arrangement is installed. . so that the fuel oil pressure at the inlet to the main engine can be maintained during cleaning. according to class rule Absolute fineness . . 0. . it should be noted that in order to activate the cleaning process.)* 1.3 1000 H5 550 550 550 * The actual maximum flow of the fuel oil circulation pump 178 89 06-7. The required oil flow specified in the “List of capacities”. . . .5 bar Note: Absolute fineness corresponds to a nominal fineness of approximately 30mm at a retaining rate of 90%. . .02. the system on board has to be cleaned in accordance with MAN B&W’s recommendations “Flushing of Fuel Oil System” which is available on request. .2 Fig. . .3 1000 100 600 171. 10 bar Test pressure . the delivery rate of the fuel oil supply pump and the fuel oil circulating pump should be increased by the amount of oil used for the back-flushing. Therefore. .0 D1 150 150 200 D2 32 40 65 D3 15 15 15 Dimensions in mm H1 H2 H3 H4 100 600 171.3 bar Filter to be cleaned at a pressure drop at . . maximum 150 c°C Oil viscosity at working temperature . .MAN B&W Diesel A/S If a double filter (duplex) is installed. . . . . 435 600 025 198 27 87 6. . . . In those cases where an automatically cleaned filter is installed. . . 6.5 F – 2.6 F .02.5 .2.3 .4.2.5 F . piping. Jensen. 6.7 .5 F .3.5 .2.6 F .2 .1 .10 .2 .6 F .6 F .5 .2.1.2 .6 F .2 .5 F .2. MAN B&W Diesel/C.1.2.6 50 Hz 3 x 380V F .7 .2 .02.1.1.2 . especially if moisture is present in the fuel.5 F .4.5 .2 .3.2 .7 .5 .0 .5 F .1.2.2.2 .2 .1.2 .1 . The pressurised system can be delivered as a mo-dular unit including wiring.1.2.6 F .7 .1.3.4. 3 x 440V Capacity of fuel oil supply pump in m3/h Capacity of fuel oil circulating pump in m3/h Fuel oil supply unit The unit is available in the following sizes: 178 30 73-4.1. option: 4 35 610 435 600 025 198 27 87 6.2.07 below.0 Fig.C.0 .4.5 – 6 5 = 50 Hz.5 F .6 F .2.MAN B&W Diesel A/S Modular units The pressurised fuel oil system is preferable when operating the diesel engine on high viscosity fuels.4.2.1.0 . valves and instruments.6 .1 .5 .1.3 . 3 x 380V 6 = 60 Hz.07: Fuel oil supply unit.5 F .2 .02. Engine type 4L35MC 5L35MC 6L35MC 7L35MC 8L35MC 9L35MC 10L35MC 11L35MC 12L35MC L35MC Project Guide Units 60 Hz 3 x 440V F .7 – 1. The fuel oil supply unit is tested and ready for service supply connections.4. see Fig.1. When using high viscosity fuel requiring a heating temperature above 100 °C.2 .2.2 . there is a risk of boiling and foaming if an open return pipe is used.3.5 F .6 .6 F .7 .1.1 . lubricating oil to the camshaft and to the exhaust valve actuators etc. see Fig. 6. see details in Fig. 6. the so called “umbrella” type of fuel pump for which reason a seperate camshaft lube oil system is no longer necessary.MAN B&W Diesel A/S L35MC Project Guide 6.07 “Bedplate drain pipes”.01 .03. This pipe has a drain arrangement so that oil condensed in the pipe can be led to a drain tank. 440 600 025 198 27 88 6.03. The engine crankcase is vented through “AR” by a pipe which extends directly to the deck. Drains from the engine bedplate “AE” are fitted on both sides.03.03 Uni-lubricating Oil System The letters refer to “List of counterflanges” Venting for MAN B&W or Mitsubishi turbochargers only Fig.06. 6.0 Since mid 1995 we have introduced as standard. to the engine bearings cooling oil to the pistons.03.01: Lubricating and cooling oil system 178 22 01-2. As a consequence the uni-lubricating oil system supplies lubricating oil through inlet "RU". 03b: Lube oil pipes for MAN B&W turbocharger type NA/T 440 600 025 198 27 88 6.03. 6.MAN B&W Diesel A/S L35MC Project Guide 178 22 02-4.03.0 Fig.0 The letters refer to “List of counterflanges” The pos.0 178 38 44-0.02: Lubricating and cooling oil pipes 178 38 43-9. 6.03.02 . 6. numbers refer to “List of instruments” The piping is delivered with and fitted onto the engine Fig.03a: Lube oil pipes for MAN B&W turbocharger type NA/S Fig.03. Turbochargers with slide bearings are lubricated from the main engine system.03c: Lube oil pipes fra Mitsubishi turbocharger type MET List of lubricating oils The circulating oil (Lubricating and cooling oil) must be a rust and oxidation inhibited engine oil. based on the figures: 0.03. of SAE 30 viscosity grade.03. the oil collects in the oil pan. In order to keep the crankcase and piston cooling space clean of deposits. 6. automatic centrifuges with total discharge or partial discharge are to be used.8 m/s. BP Castrol Chevron Exxon Fina Mobil Shell Texaco The oils listed have all given satisfactory service in MAN B&W engine installations: Also other brands have been used with satisfactory results. see Fig. without cofferdam”.136 litres/kWh = 0.03. 440 600 025 198 27 88 6. a thermostatic valve (4 40 610) and. For unattended machinery spaces (UMS). Company Elf-Lub. from where it is drained off to the bottom tank. “AB” is the lubricating oil outlet from the turbocharger to the lubricating oil bottom tank and it is vented through “E” directly to the deck. Alkaline circulating oils are generally superior in this respect. For external pipe connections. Fig.1 litres/BHPh 178 38 67-9. From the engine. 6. The nominal capacity of the centrifuge is to be according to the supplier’s recommendation for lubricating oil.03a. see Fig. The major part of the oil is divided between piston cooling and crosshead lubrication. through a full-flow filter (4 40 615).03 .06 “Lubricating oil tank.0 The Nominal MCR is used as the total installed effect. by means of the main lubricating oil pump (4 40 601). the oils should have adequate dispersion and detergent properties.MAN B&W Diesel A/S L35MC Project Guide Lubricating oil centrifuges Manual cleaning centrifuges can only be used for attended machinery spaces (AMS). where it is distributed to pistons and bearings. Circulating oil SAE 30/TBN 5-10 Atlanta Marine D3005 Energol OE-HT-30 Marine CDX-30 Veritas 800 Marine Exxmar XA Alcano 308 Mobilgard 300 Melina 30/30S Doro AR 30 Lubricating oil is pumped from a bottom tank.b and c “Turbocharger lubricating oil pipes” which are shown with sensors for UMS. 6. to the engine. to the lubricating oil cooler (4 40 605).03. we prescribe a maximum oil velocity of 1. . Lubricating oil viscosity. . . . 75 cSt at 50 °C Lubricating oil flow . . . . if the centrifugal pump is supplying too much oil to the engine. . . depending on the actual cooler design. for checking the cleanliness of the lubricating oil system during the flushing procedure. . the valve should be adjusted by means of a device which permits the valve to be closed only to the extent that the minimum flow area through the valve gives the specified lubricating oil pressure at the inlet to the engine at full normal load conditions. . . . . . . see “List of capacities” Cooling water temperature at inlet. . . . * 400 cSt is specified. its function being to prevent an excessive oil level in the oil pan. . 40-50 °C 440 600 025 198 27 88 6. . . maximum 400 cSt * Lubricating oil flow . . . . . . Lubricating oil viscosity. it is recommended to install a throttle valve at position “005”. by-pass the cooler totally or partly. . . specified . . . . . . . . The flow capacity is to be within a tolerance of: 0 +12%. . . “see List of capacities” Temperature range. . . . . . . . Lubricating oil temperature control valve (4 40 610) The temperature control system can. . . . . . . . . . 45 °C Working pressure on oil side . . . . specified . seawater . . . . . . . 50 °C L35MC Project Guide Lubricating oil cooler (4 40 605) The lubricating oil cooler is to be of the shell and tube type made of seawater resistant material. . . . see “List of capacities” Design pump head . . . . . . . . . outlet cooler . . . . . . .04 . . . e. . . . . . . . . . . . . . . working temperature . . . . The cooling water flow capacity is to be within a tolerance of: 0% +10%. . . . The by-pass valve. . It should be possible to fully open the valve. unless freshwater is used in a central cooling system. . The valve is to be located on the underside of a horizontal pipe just after the discharge from the lubricating oil pumps. . . . so as to reduce the electric power requirements for the pumps. . . . . . . . 006) with a hose connection after the main lubricating oil pumps. . . 36 °C Pressure drop on water side. . . The pressure drop may be larger. It is recommended to install a 25 mm valve (pos. 75 cSt at 50 °C Lubricating oil flow . . .0 bar Max. shown between the main lubricating oil pumps. . . . . . . . . . specified 75 cSt at 50 °C Lubricating oil viscosity. . . . 4. . 4. or a plate type heat exchanger with plate material of titanium. . . . . . . .g. . . . . . 32 °C freshwater . . . . During trials. . . . . . .03. . when starting the engine with cold oil. . . . . . . . If centrifugal pumps are used. . . . . . .0 bar Delivery pressure.MAN B&W Diesel A/S Lubricating oil pump (4 40 601) The lubricating oil pump can be of the screw wheel. . . . maximum 0. . .0 bar Pressure drop on oil side . as it is normal practice when starting on cold oil. . . . The pump head is based on a total pressure drop across cooler and filter of maximum 1 bar. maximum 0. . . . . . . . . . . . . . . inlet to engine . . . . . . we recommend that the seawater temperature is regulated so that it will not be lower than 10 °C. . may be omitted in cases where the pumps have a built-in by-pass or if centrifugal pumps are used. to partly open the bypass valves of the lubricating oil pumps. . . To ensure the correct functioning of the lubricating oil cooler. . . . . . . . 4. . or the centrifugal type: Lubricating oil viscosity. . . .2 bar The lubricating oil flow capacity is to be within a tolerance of: 0 to + 12%. . . . . . . . by means of a three-way valve unit. . . . . . . . see “List of capacities” Heat dissipation . . . . see “List of capacities” Lubricating oil temperature.5 bar Cooling water flow . . . . 40 mm * Working temperature . . . . the pump capacity should be adequate for this purpose. according to class rules Absolute fineness . . . . 90-100 cSt Pressure drop with clean filter .5 bar L35MC Project Guide If a filter with back-flushing arrangement is installed.2 bar (clean filter). . the following should be noted: • The required oil flow.05 . . Flushing of lube oil system Before starting the engine for the first time. . . approximately 45 °C Oil viscosity at working temperature. . so that the lubricating oil pressure at the inlet to the main engine can be maintained during cleaning. . . . . . Therefore. specified in the “List of capacities” should be increased by the amount of oil used for the back-flushing. . . . . . If a double filter (duplex) is installed. .0 bar Test pressure . . . . . . The full-flow filter is to be located as close as possible to the main engine. . 4. it should be noted that in order to activate the cleaning process. . with a pressure drop across the filter of maximum 0. . . . too. maximum 0. . . . . maximum 0. . . . . * The absolute fineness corresponds to a nominal fineness of approximately 25 mm at a retaining rate of 90% The flow capacity is to be within a tolerance of: 0 to 12%. see “List of capacities” Working pressure. . . . . . . . . . . which is available on request. .03. . . . . . . . . 440 600 025 198 27 88 6.MAN B&W Diesel A/S Lubricating oil full flow filter (4 40 615) Lubricating oil flow . the lubricating oil system on board has to be cleaned in accordance with MAN B&W’s recommendations: “Flushing of Main Lubricating Oil System”.2 bar Filter to be cleaned at a pressure drop. . . . . • In those cases where an automatically-cleaned filter is installed. . . it should have sufficient capacity to allow the specified full amount of oil to flow through each side of the filter at a given working temperature. . certain makes of filter require a greater oil pressure at the inlet to the filter than the pump pressure specified. . . . . . 06 .03.MAN B&W Diesel A/S L35MC Project Guide 178 13 27-7.03. 6.1 Fig.05: Lubricating oil outlet 440 600 025 198 27 88 6. 5 cyl. 11. Provided that the system outside the engine is so executed. 9 cyl.4 7.3 m3 For 10. * Based on 40 mm thickness of supporting chocks.3 4.4 178 22 04-8.5 Minimum lubricating oil bottom tank volume is: 4 cyl. 2-4 2-5 2-5 2-5-7 2-5-8 2-5-8 D0 125 125 150 150 150 175 D1 325 325 325 325 325 425 D3 125 125 150 150 150 175 H0 700 715 745 775 805 835 H1 325 325 325 325 325 375 H2 65 65 65 65 65 75 L 3600 4200 4800 5400 6000 6600 OL 640 655 685 715 745 775 Qm3 3. 4 5 6 7 8 9 Drain at cylinder No.03.6 m3 6.0 4. the height of the bottom tank indicated on the drawing is to be increased to this quantity. allowance has not been made for the possibility that part of the oil quantity from the system outside the engine may.6 6. Engine with vertical outlets 440 600 025 198 27 88 6.07 . 6.MAN B&W Diesel A/S L35MC Project Guide 178 13 87-5.06a: Lubricating oil tank.4 m3 7. be returned to the bottom tank. If space is limited other proposals are possible.0 Fig.3 m3 4. 6 cyl. that a part of the oil quantity is drained back to the tank when the pumps are stopped. 3.0 Note: When calculating the tank heights.7 5.7 m3 5. when the pumps are stopped. without cofferdam.5 5 7.r 8 cyl. 12 cylinder engine data contact MAN B&W Diesel Cylinder No.03.0 m3 4. 7 cyl. The lubricating oil bottom tank complies with the rules of the classification socities by operation under the following conditions and the angles of inclination in degrees are: Athwartships Fore and aft Static Dynamic Static Dynamic 15 22. 2 m3 5.0 7.0 10. 6.4 m3 7.06b: Lubricating oil tank.08 . The lubricating oil bottom tank complies with the rules of the classification socities by operation under the following conditions and the angles of inclination in degrees are: Athwartships Static Dynamic 15 22. * Based on 40 mm thickness of supporting chocks. Engine with horizontal outlets 440 600 025 198 27 88 6. allowance has not been made for the possibility that part of the oil quantity from the system outside the engine may.03. the height of the bottom tank indicated on the drawing is to be increased to this quantity.2 m3 5. 4 5 6 7 8 9 D0 125 125 150 150 150 175 D1 325 325 325 325 325 375 H0 655 755 780 800 820 870 H1 325 325 325 325 325 375 H2 65 65 65 65 65 75 L 5250 6000 6750 7500 8250 9000 OL 595 695 720 740 760 810 Qm3 4. when the pumps are stopped.03.0 9.5 6. 11. that a part of the oil quantity is drained back to the tank when the pumps are stopped. without cofferdam.3 m3 For 10.8 m3 6.6 m3 4. be returned to the bottom tank.0 Fig. 12 cylinder engine data contact MAN B&W Diesel Cylinder No. If space is limited other proposals are possible. Provided that the system outside the engine is so executed.5 Fore and aft Static Dynamic 5 7.0 8.5 178 22 14-4.0 Note: When calculating the tank heights.5 Minimum lubricating oil bottom tank volume is: 4 5 6 7 8 9 cylinder cylinder cylinder cylinder cylinder cylinder 3.MAN B&W Diesel A/S L35MC Project Guide 178 42 29-9. 0 Fig.MAN B&W Diesel A/S L35MC Project Guide The letters refer to “List of flanges” 178 07 50-0.03. 6.08: Bedplate drain pipes 440 600 025 198 27 88 6.09 .07: Crankcase venting 178 41 98-8.6.03.0 Fig.03. 04 Cylinder Lubricating Oil System Consequently. preferably. it is recommended to use the highest feed rate in the range.01: Cylinder lubricating oil system Elf-Lub. especially in combination with high-sulphur fuels. The size of the cylinder oil service tank depends on the owner’s and yard’s requirements. 6.2 g/kWh 0. regardless of the sulphur content. Delo Cyloil Special Exxmar X 70 Vegano 570 Mobilgard 570 Alexia 50 Taro Special The letters refer to “List of flanges” 178 06 14-7. Fig.6–0. The cylinder lube oil is supplied from a gravity-feed cylinder oil service tank. However. as well as today’s fuel qualities and operating conditions. The feed rate at part load is proportional to the ìnp ü 2 second power of the speed: Q p = Q x í ý înþ 198 27 89 Cylinder Oils Cylinder oils should.04. be of the SAE 50 viscosity grade.04. The nominal cylinder oil feed rate at nominal MCR is: 0.8–1. 442 600 025 6.01.MAN B&W Diesel A/S L35MC Project Guide 6. we recommend the use of a TBN 70 cylinder oil in combination with all fuel types within our guiding specification. TBN 70 cylinder oil should also be used on testbed and at seatrial. 6. may be beneficial. and it is normally dimensioned for minimum two days’ consumption. option: 4 42 105. The cylinder oils listed below have all given satisfactory service during heavy fuel operation in MAN B&W engine installations: Company Cylinder oil SAE 50/TBN 70 Talusia HR 70 CLO 50-M S/DZ 70 cyl. Due to the traditional link between high detergency and high TBN in cylinder oils. Modern high-rated two-stroke engines have a relatively great demand for detergency in the cylinder oil. BP Castrol Chevron Exxon Fina Mobil Shell Texaco The cylinder lubricators can be either of the mechanical type driven by the engine (4 42 111) or of the electronic type.9 g/BHPh During the first operational period of about 1500 hours. cylinder oils with higher alkalinity.4 Fig. Also other brands have been used with satisfactory results. The recommendations are valid for all plants.04.01 . whether controllable pitch or fixed pitch propellers are used. Cylinder Oil Feed Rate (Dosage) The following guideline for cylinder oil feed rate is based on service experience from other MC engine types. such as TBN 80. 04. Mainly for plants with controllable pitch propeller.MAN B&W Diesel A/S L35MC Project Guide The letters refer to “List of flanges” The piping is delivered with and fitted onto the engine Fig. alternatively. The lubricator will. 442 600 025 198 27 89 6. The signal for the “load change dependent” system comes from: • Alternative 1 a special control box. 8 and 9L35MC Mechanical Cylinder Lubricators 4 42 111 The cylinder lubricator(s) are mounted on the fore end of the engine. 7.04. They are of the “Sight Feed Lubricator” type and are provided with a sight glass for each lubricating point. item: 4 42 620 normally used on plants with mechanical-hydraulic governor Alternative 2 the electronic governor. be fitted with a system which controls the dosage in proportion to the mean effective pressure (mep). 6. manoeuvring and.04. pump a fixed amount of oil to the cylinders for each engine revolution. preferably. 6. during sudden load changes. 6. see Fig. if applied. The lubricator(s) have a built-in capability for adjustment of the oil quantity. option: 4 42 113. The lubricators are fitted with: • Electrical heating coils • Low flow and low level alarms. The “speed can be dependent” as well as the “mep dependent” lubricator can be equipped with a “Load Change Dependent” system option: 4 42 120. in the basic “Speed Dependent” design (4 42 111).02 . the lubricators can. such that the cylinder feed oil rate is automatically increased during starting.04.02: Cylinder lubricating oil pipes One lubricator for 4L35MC Two lubricators for 5. 2 lubricators.1 All cables and cable connections to be yard’s supply Electrical heating of cylinder lubricators: 4L35MC: 5L35MC: 6L35MC: 7L35MC: 8L35MC: 9L35MC: 10L35MC: 11L35MC: 12L35MC: 1 lubricator.04. 2 lubricators. 6.04. RINa. for cylinder lubricators Fig.03b: Electrical diagram. 6. GL.03 .04. 1 lubricator. 2 lubricators.03a: Electrical diagram. 1 lubricator.1 Type: 18F001 For alarm for low level and alarm and slow down for no flow Required by: ABS. 2 lubricators. 2 lubricators. mechanical cylinder lubricator 178 10 83-1. mechanical cylinder lubricator 442 600 025 198 27 89 6. Heater ensures oil temperature of approximately 40-50 °C No flow and low level alarms. 2 lubricators. RS and recommended by IACS 178 36 47-5.MAN B&W Diesel A/S Type: 18F010 For alarm for low level and no flow Low level switch “A” opens at low level Low flow switch “B” opens at zero flow in one ball control glass L35MC Project Guide Fig. 16 glasses of 20 glasses of 24 glasses of 14 glasses of 16 glasses of 18 glasses of 20 glasses of 20/24 glasses of 24 glasses of 125 watt 125 watt 125 watt 2x100 watt 2x125 watt 2x125 watt 2x125 watt 2x125 watt 2x125 watt Power supply according to ship’s monophase 110 V or 220 V. 04 .1 Fig.04: Load change dependent lubrication 442 600 025 198 27 89 6.MAN B&W Diesel A/S L35MC Project Guide 178 06 31-4.04.04. 6. e. is designed to supply cylinder oil intermittently. Fig. if the MCU malfunctions.04. 6.05.1 Fig.05: Electronic Alpha cylinder lubricating oil system Electronic Alpha Lubricator System The electronic Alpha cylinder lubrication system.06. The whole system is controlled by the Master Control Unit (MCU) which calculates the injection frequency on the basis of the engine-speed signal given by the tacho signal (ZE) and the fuel index. 6. The amount of oil fed to the injectors can be finely tuned with an adjusting screw. 50% or 100%.g. Fig. such as “speed dependent.05 . 442 600 025 198 27 89 6. 6. at a constant pressure and with electronically controlled timing and dosage at a defined position. which limits the length of the piston stroke.04. equipped with small multi-piston pumps.MAN B&W Diesel A/S L35MC Project Guide 178 22 13-2. 6.07 shows the wiring diagram of the electronic Alpha cylinder lubricator.04. mep dependent. during the running-in period. The MCU is equipped with a Backup Control Unit (BCU) which. activates an alarm and takes control automatically or manually. via a switchboard unit (SBU). Prior to start up. and load change dependent”. The oil fed to the injectors is pressurised by means of two lubricators on each cylinder.04. Cylinder lubricating oil is fed to the engine by means of a pump station which is mounted on the engine (4 42 150).04. the cylinders can be pre-lubricated and. the operator can choose to increase the lube oil feed rate by 25%. option (4 42 105) Fig. The electronic lubricating system incorporates all the lubricating oil functions of the mechanical system. every four engine revolutions. can be monitored. etc. 6.MAN B&W Diesel A/S L35MC Project Guide 178 47 13-9. 442 600 025 198 27 89 6.06 .04. The electronic Alpha cylinder lubricator system is equipped with the following (Normally Closed) alarms: • • • • • • • MCU MCU MCU BCU BCU BCU SBU – – – – – – – Unit failure Power failure Common alarm Unit in control Unit failure Power failure Failure and slow down (Normally Open) for: • Electronic cylinder lubricator system The system has a connection for coupling it to a computer system or a Display Unit (DU) so that engine speed.1 Fig.06: Electronic Alpha cylinder lubricators on engine The external electrical system must be capable of providing the MCU and BCU with an un-interruptable 24 Volt DC power supply. fuel index. alarms.04. injection frequency. 6.MAN B&W Diesel A/S L35MC Project Guide 178 47 16-4.07 .04.04.07: Wiring diagram for electronic Alpha lubricator 442 600 025 198 27 89 6.1 Fig. 05. it can be higher.1 Fig. We therefore consider the piston rod stuffing box drain oil cleaning system as an option.05.0 Fig.05.01 .10 litres/24 hours per cylinder during normal service. as the oil drained from the stuffing box is mixed with sludge from the scavenge air space. In the running-in period. 6. The amount of drain oil from the stuffing boxes is about 5 . and recommend that this relatively small amount of drain oil is either mixed with the fuel oil in the fuel oil settling tank before centrifuging and subsequently burnt in the engine Fig.01a or that it is burnt in the incinerator. and the circulating tank (002) can be installed at a suitable place in the engine room. 6. The performance of the piston rod stuffing box on the MC engines has proved to be very efficient. it will be necessary to install the stuffing box drain oil cleaning system described below. If the drain oil is to be re-used as lubricating oil Fig. be designed as a bottom tank.01b. 6. stuffing box drain oil 443 600 025 198 27 90 6.05 Stuffing Box Drain Oil System For engines running on heavy fuel.05. primarily because the hardened piston rod allows a higher scraper ring pressure.05. the drain tank (001) can.01b: Optional cleaning system of piston rod. if required.01a: Stuffing box drain oil system The letters refer to “List of flanges” 178 15 00-2. 6.MAN B&W Diesel A/S L35MC Project Guide 6. it is important that the oil drained from the piston rod stuffing boxes is not led directly into the system oil. 178 47 26-0. As an alternative to the tank arrangement shown. of cylinders 4–9 10 – 12 3 x 440 volts 60 Hz PR – 0.05. . . . .2 0. . . of clinders C. .6 bar Filter cartridge . .8 bar No. . maximum pressure drop 1. see table in Fig. 6.02 .02: Capacities of cleaning system. . . . . .9 Tank 002 m3 0.3 – 6 3 x 380 volts 50 Hz PR – 0. . . . . . . . . .7 1. . . .05. . . .J. . .0 The filter unit consisting of a pump and a finefilter (option: 4 43 640) could be of make C.6 0. . .6-1. . Filter 004 1 x HDU 427/54P 1 x HDU 427/81P Tank 001 m3 0.0 L35MC Project Guide Capacity of pump 003 at 2 bar m3/h 0. . .05. . . . 50 °C Oil viscosity at working temperature .3 4–9 10 – 12 Fig. 0. . . 6. . . . . drain pipes 443 600 025 198 27 90 6. . .2 – 6 PR – 0. . . 6.0 Fig.0 Fig. . . . . . 75 cSt Pressure drop at clean filter . . . .05. stuffing box drain 178 21 81-8.3 – 5 178 22 11-9. . Denmark.02 Working pressure . 1 mm Working temperature .04: Stuffing box. 6.MAN B&W Diesel A/S Piston rod lube oil pump and filter unit Minimum capacity of tanks No. . . . Jensen A/S.C. maximum 0. . . . .2 – 5 PR – 0. . . . .C. which are not removed by centrifuging. . Lube oil flow . The fine filter cartridge is made of cellulose fibres and will retain small carbon particles etc.05. .8 bar Filtration fineness . . . . . with relatively low density.03: Types of piston rod units The letters refer to “List of counter flanges” The piping is delivered with and fitted onto the engine 178 30 86-6. 6.2 – 6 5 = 50 Hz.05. option: 4 43 610 443 600 025 198 27 90 6. Jensen.C.: Piston rod drain oil unit. C. See Fig.03 .MAN B&W Diesel A/S L35MC Project Guide A modular unit is available for this system. 3 x 440 Volts Pump capacity in m3/h Piston rod unit 178 30 87-8. The piston rod unit is tested and ready to be connected to the supply connections on board. Designation of piston rod units PR – 0.05 “Piston rod unit. Jensen”. option: 4 43 610. MAN B&WDiesel/C.05. a circulating tank with a heating coil. valves and instruments.05. piping. a pump and a fine filter.0 Fig. 6. 3 x 380 Volts 6 = 60 Hz. The modular unit consists of a drain tank. MAN B&W/C.05. and also includes wiring. and a high temperature freshwater system for jacket water. with three circuits: a seawater system.01. 445 600 025 198 27 91 6.03 • A central cooling water system. For further information about common cooling water system for main engines and auxiliary engines please refer to our publication: P. 6. a low temperature freshwater system for central cooling Fig. • Three sets of cooling water pumps (seawater.06. therefore.01 . only one exchanger to be overhauled • All other heat exchangers are freshwater cooled and can.06 Cooling Water Systems The water cooling can be arranged in several configurations.MAN B&W Diesel A/S L35MC Project Guide 6. 6. Whereas the disadvantages are: An arrangement common for the main engine and MAN B&W Holeby auxiliary engines is available on request. the most common system choice being: The advantages of the central cooling system are: • A low temperature seawater cooling system Fig. and jacket water high temperature) • Higher first cost. 281: “ Uni-concept Auxiliary Systems for two-stroke Main Engine and Four-stroke Auxiliary Engines” The publication is also available at the Internet adresss: www.06. • Only one heat exchanger cooled by seawater. The advantages of the seawater cooling system are mainly related to first cost. be made of a less expensive material • Few non-corrosive pipes to be installed • Reduced maintenance of coolers and components • Increased heat utilisation. viz: whereas the disadvantages are: • Only two sets of cooling water pumps (seawater and jacket water) • Simple installation with few piping systems.dk under "Libraries". and thus.01.manbw. • Seawater to all coolers and thereby higher maintenance cost • Expensive seawater piping of non-corrosive materials such as galvanised steel pipes or Cu-Ni pipes. and a freshwater cooling system only for jacket cooling Fig. from where it can be downloaded.06. freshwater low temperature. 6.07. the main engine lubricating oil cooler (4 40 605).3 Fig. i.MAN B&W Diesel A/S L35MC Project Guide The letters refer to “List of flanges” 178 15 01-4. The lubricating oil cooler for a PTO step-up gear should be connected in parallel with the other coolers. the jacket water cooler (4 46 620) and the scavenge air cooler (4 54 150). for your guidance shown on Fig.02. The piping delivered with and fitted onto the engine is. 6.06. in order to keep the fuel oil consumption as low as possible.06. On the other hand. the inlet cooling water temperature should not be lower than 10 °C • The lowest possible cooling water inlet temperature to the scavenge air cooler.01: Seawater cooling system Seawater Cooling System The seawater cooling system is used for cooling.e. The valves located in the system fitted to adjust the distribution of cooling water flow are to be provided with graduated scales. 6. in order to prevent the lubricating oil from stiffening in cold services. The inter-related positioning of the coolers in the system serves to achieve: The lowest possible cooling water inlet temperature to the lubricating oil cooler in order to obtain the cheapest cooler.06. a maximum temperature increase of 18 °C.The capacity of the SW pump (4 45 601) is based on the outlet temperature of the SW being maximum 50 °C after passing through the coolers – with an inlet temperature of maximum 32 °C (tropical conditions). 445 600 025 198 27 91 6.02 . . . . . .MAN B&W Diesel A/S L35MC Project Guide The letters refer to “List of flanges” The pos. . . . . . according to class rule Working temperature . Seawater flow .5 bar The heat dissipation and the SW flow are based on an MCR output at tropical conditions. . . . . i. . . . . . . . . . 2.06. Heat dissipation . The sensor is to be located at the seawater inlet to the lubricating oil cooler. . . . and the temperature level must be a minimum of +10 °C. . . . . . made of seawater resistant material.2 bar Seawater thermostatic valve (4 45 610) The temperature control valve is a three-way valve which can recirculate all or part of the SW to the pump’s suction side. . maximum 0. . . . . . . see “List of capacities” Seawater flow . . . . . .03 “ Uni-Lubricating oil system”. . . .5 bar Test pressure . . see “List of capacities” Jacket water temperature. 38 °C Pressure drop on SW side . . . . . . . . . . .06. . . . see “List of capacities” Seawater temperature. . . . . . . . . . . . . adjustable within . . . see “List of capacities” Seawater temperature. . . SW temperature of 32 °C and an ambient air temperature of 45 °C. . . Jacket water cooler (4 46 620) The cooler is to be of the shell and tube or plate heat exchanger type. . . .03 . . . . . . i. . . . . . +5 to +32 °C 445 600 025 198 27 91 6. .0 Fig. 6. 80 °C Pressure drop on jacket water side . maximum 0.e. . . . . Seawater flow . . . . . . . between 0. . . . . . . The heat dissipation and the SW flow are based on an MCR output at tropical conditions. . . .e. . . . . . SW temperature of 32 °C and an ambient air temperature of 45 °C. . maximum 50 °C The capacity must be fulfilled with a tolerance of between 0% to +10% and covers the cooling of the main engine only. .2 bar Seawater flow .1 and 0. . . Heat dissipation . . . . . . one turbocharger Components for seawater system Seawater cooling pump (4 45 601) The pumps are to be of the centrifugal type. . . see “List of capacities” Jacket water flow . . . for SW cooling inlet. . . . . . . . numbers refer to “List of instruments” The piping is delivered with and fitted onto the engine 178 36 04-4. . . air cooler. . Lubrication oil cooler (4 40 605) See chapter 6. . . . . . . . . . . . . . . . . inlet . . . .02: Cooling water pipes. . 32 °C Pressure drop on cooling water side . . Scavenge air cooler (4 54 150) The scavenge air cooler is an integrated part of the main engine. . see “List of capacities” Temperature range. inlet. . . max. . . . see “List of capacities” Pump head . . 3. The venting pipe in the expansion tank should end just below the lowest water level. . . . we prescribe the following maximum water velocities: Jacket water . . .03: Jacket cooling water system 178 17 66-2. .06. . . . The engine jacket water must be carefully treated.1 Jacket Cooling Water System The jacket cooling water system. For external pipe connections. . if installed. with a sensor at the engine cooling water outlet. . . .06. . is used for cooling the cylinder liners. 6. . . . and the expansion tank must be located at least 5 m above the engine cooling water outlet pipe. cavitation and scale formation. cylinder covers and exhaust valves of the main engine and heating of the fuel oil drain pipes. corrosion fatigue. MAN B&W’s recommendations about the fresh.0 m/s Seawater. . . . . . .MAN B&W Diesel A/S L35MC Project Guide Fig.04 . 6. . . . . descaling and treatment by inhibitors are available on request. 3. . . . . . . .0 m/s 445 600 025 198 27 91 6. . .03. . . . maintained and monitored so as to avoid corrosion. It is recommended to install a preheater if preheating is not available from the auxiliary engines jacket cooling water system. which keeps the main engine cooling water outlet at a temperature of 80 °C. . . shown in Fig. The jacket water pump (4 46 601) draws water from the jacket water cooler outlet and delivers it to the engine. . The freshwater generator. . . . . .water system de-greasing. . The generator must be coupled in and out slowly over a period of at least 3 minutes.06. At the inlet to the jacket water cooler there is a thermostatically controlled regulating valve (4 46 610). . may be connected to the seawater system if the generator does not have a separate cooling water pump. 05 . numbers refer to “List of instruments” The piping is delivered with and fitted onto the engine 178 38 22-4.0 Fig. 6.06.06. 6.0 Fig.04b: Jacket water cooling pipes for water cooled turbocharger 445 600 025 198 27 91 6.04a: Jacket water cooling pipes for uncooled turbocharger The letters refer to “List of flanges” The pos.06.MAN B&W Diesel A/S L35MC Project Guide 178 38 21-1. . 445 600 025 198 27 91 6. . The pump head of the pumps is to be determined based on the total actual pressure drop across the cooling water system.000 kW . . according to class rule Working temperature. it is recommended that the pressure drop across the preheater should be approx. the volume of the expansion tanks for main engine output are: Between 2. depends on position of expansion tank Test pressure .2 bar.05. As a guideline. .00 m3 Jacket water thermostatic valve (4 46 610) The temperature control system can be equipped with a three-way valve mounted as a diverting valve. . The preheater pump and main pump should be electrically interlocked to avoid the risk of simultaneous operation.06. 3. . should be about 10% of the jacket water main pump capacity. . . . . . . .06 “Deaerating tank” and the corresponding alarm device (4 46 645) is shown on Fig. overload. In general. Jacket water flow . . . . . . max. . . which by-pass all or part of the jacket water around the jacket water cooler. . . and a preheating time of 12 hours requires a preheater capacity of about 1% of the enigne’s nominal MCR power. . . .0 bar Delivery pressure.07 “Deaerating tank. The calculation of the heat actually available at specified MCR for a derated diesel engine is stated in chapter 6. Jacket water preheater (4 46 630) When a preheater see Fig. . .MAN B&W Diesel A/S L35MC Project Guide The sensor is to be located at the outlet from the main engine. 1. 6.06 . and thus the preheater pump capacity (4 46 625). and the temperature level must be adjustable in the range of 70-90 °C.g. . normal 80 °C. . . . .” This is because the latter figures are used for dimensioning the jacket water cooler and hence incorporate a safety margin which can be needed when the engine is operating under conditions such as. . .700 kW and 15. .06. . . see “List of capacities” Pump head . 100 °C The capacity must be met at a tolerance of 0% to +10%. Expansion tank (4 46 648) The total expansion tank volume has to be approximate 10% of the total jacket cooling water amount in the system. The stated capacities cover the main engine only. Normally. . . . The temperature and time relationships are shown in Fig. .03 is installed in the jacket cooling water system. . 6. . its water flow.01 “List of capacities”. . a temperature increase of about 35 °C (from 15 °C to 50 °C) is required. Freshwater generator (4 46 660) If a generator is installed in the ship for production of freshwater by utilising the heat in the jacket water cooling system it should be noted that the actual available heat in the jacket water system is lower than indicated by the heat dissipation figures given in the “List of capacities. Components for jacket water system Jacket water cooling pump (4 46 601) The pumps are to be of the centrifugal type. e. . . Deaerating tank (4 46 640) Design and dimensions are shown on Fig. . . . 0. 6. this margin is 10% at nominal MCR. Based on experience.06. . . The preheater capacity depends on the required preheating time and the required temperature increase of the engine jacket water. . alarm device”. .06. 6. . .06. e.07 . before exceeding 90% specified MCR speed. 6.e. The jacket cooling water outlet temperature should be kept as high as possible and should – before starting-up – be increased to at least 50 °C. or a combination. Fig. a minimum engine jacket water temperature of 50 °C is recommended before the engine is started and run up gradually to 90% of specified MCR speed. a minimum of 20 °C can be accepted before the engine is started and run up slowly to 90% of specified MCR speed. 178 16 63-1. increased slowly – i. over a period of 30 minutes. less than 4-5 days).05: Jacket water preheater Preheating of diesel engine Preheating during standstill periods During short stays in port (i. or by means of a built-in preheater in the jacket cooling water system. Temperature at start of engine In order to protect the engine. in order to avoid corrosive attacks on the cylinder liners during starting.MAN B&W Diesel A/S L35MC Project Guide Fresh water treatment The MAN B&W Diesel recommendations for treatment of the jacket water/freshwater are available on request. For running between 90% and 100% of specified MCR speed. either by means of cooling water from the auxiliary engines. Note: The above considerations are based on the assumption that the engine has already been well run-in. a minimum engine temperature of 50 °C should be obtained and.0 Start of cold engine In exceptional circumstances where it is not possible to comply with the abovementioned recommendation. over a period of least 30 minutes. and the engine load. it is recommended that the load be increased slowly – i.06. some minimum temperture restrictions have to be considered before starting the engine and. it is recommended that the engine is kept preheated. The time period required for increasing the jacket water temperature from 20 °C to 50 °C will depend on the amount of water in the jacket cooling water system. However. 445 600 025 198 27 91 6.06.e. the purpose being to prevent temperature variation in the engine structure and corresponding variation in thermal expansions and possible leakages. Normal start of engine Normally. 06. 178 06 27-9.06.08 .06: Deaerating tank.0 0. option: 4 46 645 445 600 025 198 27 91 6. capacity Maximum nominal bore D E F78 øH øI øJ øK ND: Nominal diameter Working pressure is according to actual piping arrangement.MAN B&W Diesel A/S L35MC Project Guide Dimensions in mm Tank size Maximum J. In order not to impede the rotation of water.06.1 Fig. option: 4 46 640 178 07 37-0.07: Deaerating tank. so that no internal edges are protruding. 6.W. 6.05 m3 120 m3/h 125 150 300 910 300 320 ND 50 ND 32 Fig. alarm device. the pipe connection must end flush with the tank. Our recommendation of keeping the cooling water inlet temperature to the main engine scavenge air cooler as low as possible also applies to the central cooling system.07 Central Cooling Water System Letters refer to “List of flanges” 178 15 02-6.3 Fig. 445 650 002 198 27 92 6.” The publiation. being cooled by the freshwater low temperature (FW-LT) system.01 . In order to prevent too high a scavenge air temperature. and by the other coolers.MAN B&W Diesel A/S L35MC Project Guide 6.01: Central cooling system The central cooling water system is characterised by having only one heat exchanger cooled by seawater. 6.07.07. is also available at the Internet address: www. This means that the temperature control valve in the FW-LT circuit is to be set to minimum 10 °C. whereby the temperature follows the outboard seawater temperature when this exceeds 10 °C.dk under “Libraries”. including the jacket water cooler. corresponding to a maximum seawater temperature of 32 °C. manbw. For further information about common cooling water system for main engines and MAN B&W Holeby auxiliary engines please refer to our publication: P.281: “Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines. the cooling water design temperature in the FW-LT system is normally 36 °C. from where it can be downloaded. . . Heat dissipation . . . . and will also slightly influence the engine performance. . . . .02 . . . . . . normal . . . which by-passes all or part of the fresh water around the central cooler. . . . .2 bar The pressure drop may be larger. . . . . . . . . . approximately 80 °C maximum 90 °C Central cooler (4 45 670) The cooler is to be of the shell and tube or plate heat exchanger type. . . . . . . outlet . . . . . . . . . see “List of capacities” Central cooling water flow see “List of capacities” Central cooling water temperature. . . . . .e. low temperature (4 45 651) Seawater cooling pumps (4 45 601) The pumps are to be of the centrifugal type. . . . . . . . . . . . see “List of capacities” Pump head . . . . . . . . . . . . The heat dissipation and the SW flow figures are based on MCR output at tropical conditions. . . 445 650 002 198 27 92 6. maximum 50 °C The capacity is to be within a tolerance of 0% +10%. Seawater flow . . .07. . . . . . 2. . . . . . The differential pressure of the pumps is to be determined on the basis of the total actual pressure drop across the cooling water system. . . . . Freshwater flow . maximum 0. . . . . The list of capacities covers the main engine only. made of seawater resistant material. . . . . . . . maximum 0. . . . . . . . . . . . . according to class rules Working temperature. . . . . we prescribe the following maximum water velocities: Jacket water . . . . . . . . . . . . 2. . . . .0 m/s L35MC Project Guide SW temperature of 32 °C and an ambient air temperature of 45 °C. . . . . . . . . . . . . . . . . . . . . .MAN B&W Diesel A/S For external pipe connections. . . 3. . depends on location of expansion tank Test pressure . . . . . . 0-32 °C Working temperature . . . . . see “List of capacities” Seawater temperature. . . . . . . . . 36 °C Pressure drop on central cooling side . . . . . . . . .5 bar Delivery pressure. . . . . . . . . . . . . . . . The pumps are to be of the centrifugal type. . . mounted as a mixing valve. . . . . . . . . . . . . . . according to class rules Working temperature. . . . . . . . . . . . . . inlet . . . . depending on the actual cooler design. . The sensor is to be located at the outlet pipe from the thermostatic valve and is set so as to keep a temperature level of minimum 10 °C. . . . . . . . Components for seawater system Central cooling water pumps. . The flow capacity is to be within a tolerance of 0% +10%. . . . . . 32 °C Pressure drop on SW side . . . 3. Lubricating oil cooler (4 40 605) See “Lubricating oil system”. .0 m/s Central cooling water (FW-LT) . 3. . . . . . .2 bar Seawater flow . . . . . . . . . . . Overload running at tropical conditions will slightly increase the temperature level in the cooling system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see “List of capacities” Pump head . . . .The differential pressure provided by the pumps is to be determined on the basis of the total actual pressure drop across the cooling water system.0 m/s Seawater.5 bar Test pressure . normal . . . . i. . . . . . . a Central cooling water thermostatic valve (4 45 660) The low temperature cooling system is to be equipped with a three-way valve. . . . . 36 °C Pressure drop on FW-LT water side . . inlet . . . see “List of capacities” Jacket water flow . . . 0. . .2 bar FW-LT flow . . see “List of capacities” FW-LT temperature. . see “List of capacities” FW-LT water temperature. . . . .2 bar The heat dissipation and the FW-LT flow figures are based on an MCR output at tropical conditions. . 0. . L35MC Project Guide Scavenge air cooler (4 54 150) The scavenge air cooler is an integrated part of the main engine. . . . . . . i. .e. . inlet . . . . . . . Heat dissipation . . . . . a maximum SW temperature of 32 °C and an ambient air temperature of 45 °C. . . . . . . . .03 . . . . . see “List of capacities” Jacket water temperature. . . . . .5 bar 445 650 002 198 27 92 6. . . . . . . . . . . . approx. . . approx. . . . max. . . . . . . . . . . . see “List of capacities” FW-LT water flow . .MAN B&W Diesel A/S Jacket water cooler (4 46 620) The cooler is to be of the shell and tube or plate heat exchanger type. . . 42 °C Pressure drop on FW-LT side . . . . . . . Heat dissipation . . . . . . . . inlet . max. . . . . . . . . . .07. . . . . 80 °C Pressure drop on jacket water side . 0. turbocharger cleaning. and a minor volume used for the fuel valve testing unit.0 A: Valve “A” is supplied with the engine AP: Air inlet for dry cleaning of turbocharger The letters refer to “List of flanges” Fig. 6.01: Starting and control air systems The starting air of 30 bar is supplied by the starting air compressors (4 50 602) in Fig. through “B” • Safety air for emergency stop through “C” • Through a reducing valve (4 50 675) is supplied compressed air at 10 bar to “AP” for turbocharger cleaning (soft blast) . safety air. and for exhaust valve air springs.08.01 . The air consumption for control air. sealing air for exhaust valve and for fuel valve testing unit and starting of auxiliary engines is covered by the capacities stated for the air receivers and compressors in the “List of Capacities”.08. 6.08. 450 600 025 198 27 93 6. Through a reducing station (4 50 665). compressed air at 7 bar is supplied to the engine as: • Control air for manoeuvring system.01 to the starting air receivers (4 50 615) and from these to the main engine inlet “A”.MAN B&W Diesel A/S 6.08 Starting and Control Air Systems L35MC Project Guide 178 39 65-0. 08.0 An arrangement common for main engine and MAN B&W Holeby auxiliary engines is available on request.08. 281 “Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines” 450 600 025 198 27 93 6.02.02: Starting air pipes 178 39 67-4. 6. Fig.02 . which controls the start of the engine.MAN B&W Diesel A/S L35MC Project Guide I = Pneumatic component box The letters refer to “List of flanges” The position numbers refer to “List of instruments” The piping is delivered with and fitted onto the engine Fig.11. contains a main starting valve (a ball valve with actuator). a starting air distributor and starting valves. The starting air pipes. 6. see chapter 6. For further information about common starting air system for main engines and auxiliary engines please refer to our publication: P. a non-return valve.08. The main starting valve is combined with the manoeuvring system. Slow turning before start of engine is an option: 4 50 140 and is recommended by MAN B&W Diesel. The starting air distributor regulates the supply of control air to the starting valves in accordance with the correct firing sequence. from where it can be downloaded.08.03 . The exhaust valve is opened hydraulically. manbw.MAN B&W Diesel A/S L35MC Project Guide The pos. see Fig. The compressed air is taken from the manoeuvring air system. and is activated by the control air pressure.03.08. 450 600 025 198 27 93 6. 6. The sealing air for the exhaust valve spindle comes from the manoeuvring system. is also available at the Internet address: www. and the closing force is provided by a “pneumatic spring” which leaves the valve spindle free to rotate.08.03: Air spring and sealing air pipes for exhaust valves The publiation. numbers refer to “List of instruments” The piping is delivered with and fitted onto the engine 178 38 48-8.0 Fig.dk under “Libraries”. 6. exhaust valves Turning gear The turning wheel has cylindrical teeth and is fitted to the thrust shaft. . .08. . . . . . . . . . . . . which is mounted on the bedplate. . . 30 bar L35MC Project Guide Reducing valve (4 50 675) Reduction from . . see “List of capacities” * Non-reversible engine. . . .MAN B&W Diesel A/S Components for starting air system Starting air compressors (4 50 602) The starting air compressors are to be of the water-cooled. . . . . for 12 starts: . . . shown on: Starting air pipes Air spring pipes. . . from 30 bar to 7 bar (Tolerance -10% +10%) Capacity: 1400 Normal litres/min of free air . Starting air receivers (4 50 615) The starting air receivers shall be provided with man holes and flanges for pipe connections. . . . . . . according to class rule The volume stated is at 25 °C and 1. . . . Engagement and disengagement of the turning gear is effected by axial movement of the pinion.043 m3/s The piping delivered with and fitted onto the main engine is. . . . .023 m3/s Filter. . . . .08. . The volume of the two receivers is: Reversible engine. . see “List of capacities” Working pressure . . Air intake quantity: Reversible engine. . . . . . . . 0. . . . . . . . . . . . . . . More than two compressors may be installed to supply the capacity stated. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged. . . . . . . . . . . . . . . . . . . . 0. . . . see “List of capacities” Delivery pressure. . . . . 30 bar Test pressure . . . . .04 . . . . . . for your guidance. . . . for 6 starts: . two-stage type with intercooling. . . 6. . . 100 mm 450 600 025 198 27 93 6. . .000 m bar Reducing station (4 50 665) Reduction . . . . . . . . The turning gear is driven by an electric motor with a built-in brake. The size of the electric motor is stated in Fig. . see “List of capacities” Non-reversible engine. . . . .04. . . . . . 30 bar to 7 bar (Tolerance -10% +10%) Capacity: 2600 Normal litres/min of free air . The turning wheel is driven by a pinion on the terminal shaft of the turning gear. for 6 starts: . . . . . fineness . . . . . for 12 starts: . . . . . . . 5 * Data for 9-12 cylinder engines are available on request 178 31 30-9.55 Start Amp. 4. 5.05 .08.3 Electric motor 3 x 380 V – 50 Hz Brake power supply 220 V – 50 Hz Current No.04: Electric motor for turning gear 450 600 025 198 27 93 6.6 Normal Amp. of cylinders 4-8 9-12 Power kW 0. 6. of cylinders 4-8 9-12 178 39 73-3. 1.8 Normal Amp.0 Power kW 0.MAN B&W Diesel A/S L35MC Project Guide Electric motor 3 x 440 V – 60 Hz Brake power supply 220 V – 60 Hz Current No.55 Start Amp.08.0 Fig. 1. 09. The scavenge air system. 455 600 025 198 27 94 6. a SW temperature of 32 °C. for 4-9 cylinder engines or from two turbochargers for 10-12 cylinder engines located on the exhaust side.01 . running on turbocharger The engine is supplied with scavenge air from one turbocharger located on the aft end.09.09. (see Figs. and an ambient air inlet temperature of 45 °C. The compressor of the turbocharger sucks air from the engine room. The scavenge air cooler is provided with a water mist catcher. The heat dissipation and cooling water quantities are based on MCR at tropical conditions. 6.MAN B&W Diesel A/S 6. or a FW temperature of 36 °C. through an air filter.e.01 and 6.01a: Scavenge air system. 6.0 Fig. one per turbocharger. which prevents condensated water from being carried with the air into the scavenge air receiver and to the combustion chamber. and the compressed air is cooled by the scavenge air cooler.02) is an integrated part of the main engine.09. i.09 Scavenge Air System L35MC Project Guide 178 43 42-4. MAN B&W Diesel A/S Auxiliary Blowers The engine is provided with two electrically driven auxiliary blowers. The publiation. The data for the scavenge air cooler is specified in the description of the cooling water system chosen. The layout of the control system for the auxiliary blowers is shown in Figs.01b: Scavenge air system. 6.09. For further information please refer to our publication: P. is also available at the Internet address: www. non-return valves are fitted which close automatically when the auxiliary blowers start supplying the scavenge air. manbw. This is achieved by automatically working non-return valves. fitted onto the main engine. and the control system for the auxiliary blowers can be delivered separately as an option: 4 55 650. thus providing the best conditions for a safe start.09. L35MC Project Guide Electrical panel for two auxiliary blowers The auxiliary blowers are.0 Fig.04 “Electric motor for auxiliary blower”. 6. 6. and the data for the electric motors fitted onto the main engine is found in Fig.311: “Influence of Ambient Temperature Conditions on Main Engine Operation” Emergency running If one of the auxiliary blowers is out of action. the other auxiliary blower will function in the system. without any manual readjustment of the valves being necessary.03b “Electrical panel for two auxiliary blowers”.03a and 6.dk under “Libraries”.02 .09. During operation of the engine.09. running on auxiliary blower 455 600 025 198 27 94 6. Both auxiliary blowers start operating consecutively before the engine is started and will ensure complete scavenging of the cylinders in the starting phase. from where it can be downloaded 178 43 41-2. the auxiliary blowers will start automatically whenever the engine load is reduced to about 30-40% and will continue operating until the load again exceeds approximately 40-50%.09. Between the scavenge air cooler and the scavenge air receiver. as standard. 80 A 18 .MAN B&W Diesel A/S L35MC Project Guide 178 39 76-9.09. 6.80 A 11 .02: Scavenge air pipes.250 A 40 .250 A 67 . for engine with one turbocharger on aft end Dimensions of control panel for Electric motor size two auxiliary blowers 3 x 440 V 60 Hz 3 x 380 V 50 Hz W mm 300 H mm 460 D mm 150 Dimensions of electric panel Maximum stand-by heating element W mm 400 H mm 600 D mm 300 100 W 18 .0 Fig.132 kW 300 460 150 600 600 350 250 W 178 31 47-8.09. 6.03a: Electrical panel for two auxiliary blowers including starters.155 kW 80 . option 4 55 650 455 600 025 198 27 94 6.09.45 kW 9 .03 .0 Fig.40 kW 63 . The OFF and ON modes are independent of K1.04 . Start at 0.56 bar. Alarm at 0. Closed at “finished with engine” K2: Switch in safety system.09.09.45 bar G: Mode selector switch.0 Fig. Closed at “shut down” K3: Lamp test 178 31 44-2. Stop at 0.55 bar. option 4 55 650 455 600 025 198 27 94 6.MAN B&W Diesel A/S L35MC Project Guide PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Upper switch point 0.7 bar PSA 419: Low scavenge air pressure switch for alarm.03b: Control panel for two auxiliary blowers inclusive starters. K2 and PSC 418 K1: Switch in telegraph system. 6. 0 Fig.09.MAN B&W Diesel A/S L35MC Project Guide Number of cylinders 4 5 6 7 8 9 10 11 12 Engine uotput kW 2600 3250 3900 4550 5200 5850 6500 7150 7800 Norminal Ampere Two auxiliary blowers 45 56 67 78 89 101 112 123 134 Norminal Ampere Three auxiliary blowers Start Ampere Two auxiliary blowers 147 183 220 257 293 330 367 403 440 Start Ampere Three auxiliary blowers The specified data are for guidance only. 6.05 . 178 21 80-6.09.04: Electric motor for auxiliary blower 455 600 025 198 27 94 6. where a level switch LSA 434 is mounted.3 m3 10-12 0.09. Sludge is drained through “AL” to the bilge tank. option: 4 55 655 455 600 025 198 27 94 6.09.09. during running.05. 6.09. used as a permanent drain from the air cooler water mist catcher.0 Fig.2 178 89 84-1.09.0 The letters refer to “List of flanges” Fig.06 . The system is equipped with a drain box. and the polluted grease dissolvent returns from “AM”. The letters refer to “List of flanges” The piping is delivered with and fitted onto the engine 178 38 57-2. to the chemical cleaning tank.06) to a spray pipe arrangement fitted to the air chamber above the air cooler element.09. indicating any excessive water level. The cleaning must be carried out while the engine is at standstill.06: Air cooler cleaning system. L35MC Project Guide Drain from water mist catcher The drain line for the air cooler system is.6 m3 2 m3/h 32 mm Circulating pump capacity at 3 bar 1 m3/h Nominal diameter 25 mm 178 10 65-1.05: Air cooler cleaning pipes * To suit the chemical requirement Number of cylinders Chemical tank capacity 4-9 0. 6.05 and 6. The water is led though an orifice to prevent major losses of scavenge air. through a filter.MAN B&W Diesel A/S Air cooler cleaning The air side of the scavenge air cooler can be cleaned by injecting a grease dissolvent through “AK” (see Figs. 6. see Fig. 6. 09. 6.0 Fig. of cylinders 4-6 7-9 10-12 The letters refer to “List of flanges” Fig.09.0 m3 178 06 61-0.07 .4 m3 0.08: Scavenge air space.7 m3 1.07: Scavenge box drain system Capacity of drain tank 0.09.MAN B&W Diesel A/S L35MC Project Guide No. 6. drain pipes 455 600 025 198 27 94 6.0 The letters refer to “List of flanges” The piping is delivered with and fitted onto the engine 178 06 16-0. : 0. option: 4 55 142 Fig. water mist.09 Fire extinguishing system for scavenge air CO2 test pressure: 150 bar CO2 approx.11b: L35MC Project Guide 178 06 17-2. 6. The letters refer to “List of flanges” Fig. Freshwater pressure: min.0 178 35 21-6.5 bar Freshwater approx. 6. The alternative external systems are shown in Fig. option: 4 55 143 455 600 025 198 27 94 6. 6.10b: Fire extinguishing pipes in scavenge air space CO2.08 . 3. The letters refer to “List of flanges” The piping is delivered with and fitted onto the engine 178 38 65-5.MAN B&W Diesel A/S Fire Extinguishing System for Scavenge Air Space Fire in the scavenge air space can be extinguished by steam. by water mist or CO2.09.0 Fig.: 1.8 kg/cyl. 6.10a: Fire extinguishing pipes in scavenge air space steam: 4 55 140.09.10: “Fire extinguishing system for scavenge air space” standard: 4 55 140 Steam or option: 4 55 142 Water mist or option: 4 55 143 CO2 The corresponding internal systems fitted on the engine are shown in Figs. 6.09. or.: 0.09.6 kg/cyl.5 kg/cyl.09.09. being the standard version.0 “Fire extinguishing in scavenge air space (steam)” “Fire extinguishing in scavenge air space (water mist)” “Fire extinguishing in scavenge air space (CO2)” Steam pressure: 3-10 bar Steam approx.11a and 6.09. optionally. 460 600 025 198 27 96 6. Turbocharger arrangement and cleaning systems The turbocharger is.10.02b. covered by steel plating.10.01.10.02a and 6. and for the 10-12 cylinder engines (4 59 126) on the exhaust side of the engine.10 Exhaust Gas System 178 07 27-4.1 Fig. The turbocharger is fitted with a pick-up for remote indication of the turbocharger speed.6.01 . arranged on the aft end of the engine (4 59 121). see Fig.10. A protective grating is placed between the exhaust gas receiver and the turbocharger. The exhaust gas receiver and the exhaust pipes are provided with insulation. See Figs: 6. 6. Compensators are fitted between the exhaust valves and the exhaust gas receiver and between the receiver and the turbocharger.01: Exhaust gas system on engine Exhaust Gas System on Engine The exhaust gas is led from the cylinders to the exhaust gas receiver where the fluctuating pressures from the cylinders are equalised and from where the gas is led further on to the turbocharger at a constant pressure.MAN B&W Diesel A/S L35MC Project Guide 6. for 4-9 cylinder engines.10. 02 . with turbocharger located on aft end of engine (4 59 121) 178 41 53-1.MAN B&W Diesel A/S L35MC Project Guide The letters refer to “List of flanges” The position numbers refer to “List of instruments” The piping is delivered with and fitted onto the engine Fig.10. 6.0 178 38 70-2. with turbocharger located on exhaust side of engine (4 59 126) 460 600 025 198 27 96 6. 6.02b: Exhaust gas pipes.02a: Exhaust gas pipes.10.10.0 Fig. 10. or MHI turbolager type MET (4 59 103). L35MC Project Guide All makes of turbochargers are fitted with an arrangement for water washing of the compressor side. ABB turbocharger type VTR or TPL (4 59 102 or 4 59 102a).0 Fig.03: Turbocharger water washing 460 600 025 198 27 96 6. 6.MAN B&W Diesel A/S The engine is designed for the installation of either MAN B&W turbocharger type NA/TO (4 59 101).10.10. Container for water The letters refer to “List of flanges” The piping is delivered with and fitted onto the engine 178 41 75-8. see Figs.03. Washing of the turbine side is only applicable on MAN B&W and ABB turbochargers . 1.10.10. see Fig.04b.03 . 6.04a and 6. and soft blast cleaning of the turbine side. 6. MAN B&W Diesel A/S L35MC Project Guide the 4th power. 6. 6.07. In connection with dimensioning the exhaust gas piping system. 6. described below. and hence inversely proportional to the pipe diameter to The exhaust piping system for the main engine comprises: • Exhaust gas pipes • Exhaust gas boiler • Silencer • Spark arrester • Expansion joints • Pipe bracings. The actual back-pressure in the exhaust gas system at MCR depends on the gas velocity. Container for granules The letters refer to “List of flanges” The position numbers refer to “List of instruments” Fig. to have an exhaust gas velocity of about 35 m/sec at specified MCR.10.e.05.08. see proposed measuring points in Fig. As long as the total back-pressure of the exhaust gas system – incorporating all resistance losses from pipes and components – complies with the above-mentioned requirements. the recommended maximum exhaust gas velocity is 50 m/s at specified MCR (M). i. see Fig. It has by now become normal practice in order to avoid too much pressure loss in the pipings. can be used for guidance purposes at the initial project stage.030 bar).0 1. Tray for solid granules 2. 6. For dimensioning of the external exhaust gas pipings. In order to have a back-pressure margin for the final system. The general design guidelines for each component.10.10.04 . This means that the pipe diameters often used may be bigger than the diameter stated in Fig.10.07. Exhaust gas piping system for main engine The exhaust gas piping system conveys the gas from the outlet of the turbocharger(s) to the atmosphere.10. For dimensioning of the external exhaust pipe connections. the pressure losses across each component may be chosen independently. it is proportional to the square of the exhaust gas velocity. 6. the total back-pressure in the exhaust gas system after the turbocharger – indicated by the static pressure measured in the piping after the turbocharger – must not exceed 350 mm WC (0. it is recommended at the design stage to initially use about 300 mm WC (0.035 bar).10. the following parameters must be observed: • Exhaust gas flow rate • Exhaust gas temperature at turbocharger outlet • Maximum pressure drop through exhaust gas system • Maximum noise level at gas outlet to atmosphere • Maximum force from exhaust piping on turbocharger(s) 460 600 025 198 27 96 6. The exhaust piping is shown schematically on Fig. 178 41 77-1.04: Soft blast cleaning of turbine side Exhaust Gas System for main engine At specified MCR (M). 460 600 025 198 27 96 6. the exhaust gas pipe and components.10. Exhaust gas compensator after turbocharger When dimensioning the compensator. are to be so arranged that the thermal expansions are absorbed by expansion joints. Items that are to be calculated or read from tables are: • Exhaust gas mass flow rate.08 for the specified MCR should be considered an initial choice only. 178 42 78-3.10.MAN B&W Diesel A/S L35MC Project Guide Diameter of exhaust gas pipes The exhaust gas pipe diameters shown on Fig. 6. The expansion joints are to be chosen with an elasticity that limit the forces and the moments of the exhaust gas outlet flange of the turbocharger as stated for each of the turbocharger makers on Fig. 6.10.05 . Exhaust gas boiler Engine plants are usually designed for utilisation of the heat energy of the exhaust gas for steam production or for heating the oil system.10. The vertical and horizontal heat expansion of the engine measured at the top of the exhaust gas transition piece of the turbocharger outlet are indicated in Fig. option: 4 60 601. The figures indicate the axial and the lateral movements related to the orientation of the expansion joints. option: 4 60 610 for the expansion joint on the turbocharger gas outlet transition pipe. The exhaust gas passes an exhaust gas boiler which is usually placed near the engine top or in the funnel.10. The movements stated are related to the engine seating.08 as DA and DR.08 where are shown the orientation of the maximum allowable forces and moments on the gas outlet flange of the turbocharger. 6.0 Fig. bends and components in the entire exhaust piping system.05: Exhaust gas system • Utilisation of the heat energy of the exhaust gas. temperature and maximum back pressure at turbocharger gas outlet • Diameter of exhaust gas pipes • Utilising the exhaust gas energy • Attenuation of noise from the exhaust pipe outlet • Pressure drop across the exhaust gas system • Expansion joints. As previously mentioned a lower gas velocity than 50 m/s can be relevant with a view to reduce the pressure drop across pipes. The heat expansion of the pipes and the components is to be calculated based on a temperature increase from 20 °C to 250 °C. 6. if an exhaust gas silencer/spark arrester is installed.06 . Therefore.06: ISO’s NR curves and typical sound pressure levels from diesel engine’s exhaust gas system The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening at an angle of 30 degrees to the gas flow and valid for an exhaust gas system – without boiler and silencer.10. the noise level will be reduced by about 6 dB (far-field law). The exhaust gas noise data is valid for an exhaust gas system without boiler and silencer. the maximum recommended pressure loss across the exhaust gas boiler is normally 150 mm WC. the acceptable pressure loss across the boiler may be somewhat higher than the max. For each doubling of the distance.10. of 150 mm WC. 460 600 025 198 27 96 6.06. The above-mentioned pressure loss across the silencer and/or spark arrester shall include the pressure losses from the inlet and outlet transition pieces. whereas. 178 14 11-5. for which reason this should be considered when the exhaust gas boiler is planned. it may be necessary to reduce the maximum pressure loss. if an exhaust gas silencer/spark arrester is not installed. At specified MCR.0 Fig. Exhaust gas silencer L35MC Project Guide The typical octave band sound pressure levels from the diesel engine’s exhaust gas system – related to the distance of one meter from the top of the exhaust gas uptake – are shown in Fig. The noise level refers to nominal MCR at a distance of one metre from the exhaust gas pipe outlet edge at an angle of 30° to the gas flow direction. The need for an exhaust gas silencer can be decided based on the requirement of a maximum noise level at a certain place. 6.10.MAN B&W Diesel A/S It should be noted that the exhaust gas temperature and flow rate are influenced by the ambient conditions. 6. etc. This pressure loss depends on the pressure losses in the rest of the system as mentioned above. etc. 10. Fig. T exhaust gas temperature at specified MCR in °C Please note that the actual exhaust gas temperature is different before and after the boiler. The exhaust gas silencer is usually of the absorption type and is dimensioned for a gas velocity of approximately 35 m/s through the central tube of the silencer. which is normally maximum 60-70 dB(A) – a simple flow silencer of the absorption type is recommended.015 bar) in the exhaust gas system. which is often a disadvantage. 6.07 .10. In the event that an exhaust gas silencer is required – this depends on the actual noise level requirements on the bridge wing. L35MC Project Guide Calculation of Exhaust Gas Back-Pressure The exhaust gas back pressure after the turbocharger(s) depends on the total pressure drop in the exhaust gas piping system.015 refers to the average back-pressure of 150 mm WC (0. Spark arrester To prevent sparks from the exhaust gas from being spread over deck houses. Exhaust gas data M exhaust gas amount at specified MCR in kg/sec. a spark arrester can be fitted as the last component in the exhaust gas system. silencer. if fitted. It should be noted that a spark arrester contributes with a considerable pressure drop. The components mentioned are to be specified so that the sum of the dynamic pressure drop through the different components should if possible approach 200 mm WC at an exhaust gas flow volume corresponding to the specified MCR at tropical ambient conditions. Then there will be a pressure drop of 100 mm WC for distribution among the remaining piping system. a silencer can be placed in the exhaust gas piping system after the exhaust gas boiler.MAN B&W Diesel A/S When the noise level at the exhaust gas outlet to the atmosphere needs to be silenced. The pressure loss calculations have to be based on the actual exhaust gas amount and temperature valid for specified MCR. Some general formulas and definitions are given in the following.07 shows some guidelines regarding resistance coefficients and back-pressure loss calculations which can be used. The exhaust 460 600 025 198 27 96 6. actor 1. The components exhaust gas boiler. usually contribute with a major part of the dynamic pressure drop through the entire exhaust gas piping system. An exhaust gas silencer can be designed based on the required damping of noise from the exhaust gas given on the graph. if the maker’s data for back-pressure is not available at the early project stage. Depending on the manufacturer. and spark arrester. this type of silencer normally has a pressure loss of around 20 mm WC at specified MCR. etc. therefore.e. Pressure losses in pipes ( p) For a pipe element. 6. be estimated as : 1 mm WC 1 x diameter length whereas the positive influence of the up-draught in the vertical pipe is normally negligible...e. The same considerations apply to the measuring points before and after the exhaust gas boiler.08 . and at some distance from an “obstruction”. L35MC Project Guide measured/ stated as shown in Fig. where the gas velocity is zero). In consideration of the above. like a bend etc.11. Pressure losses across components ( p) The pressure loss p across silencer. very important that the back pressure measuring points are located on a straight part of the exhaust gas pipe. rain water trap.015 in kg/m3 r Total back-pressure ( pm) The total back-pressure.MAN B&W Diesel A/S gas data valid after the turbocharger may be found in Section 6. may lead to an unreliable measurement of the static pressure. depending on the actual gas velocity. and thereby also the static pressure. etc. for example. in principle. measured/stated as the static pressure in the pipe after the turbocharger. i. give an indication of the wall pressure. The friction losses in the straight pipes may.015 bar) in the exhaust gas system. is then: pM = p D The factor 1. as described: D DpM has to be lower than 350 mm WC. exhaust gas boiler. It is.293 x 273 + T x 1. spark arrester. the total pressure of the flow can be divided into dynamic pressure (referring to the gas velocity) and static pressure (referring to the wall pressure. the combination of dynamic and static pressure may change.10. 300 mm WC in order to have some margin for fouling). (At design stage it is recommended to use max. the static pressure of the gas flow. The measurements.01. the corresponding pressure loss is: Dp = z x ½ r v 2 x 1 in mm WC 9. at a point where the gas flow. therefore. to be D D 460 600 025 198 27 96 6. with the resistance coefficient z. i. is stable. as a guidance. D SD Exhaust gas velocity (v) In a pipe with diameter D the exhaust gas velocity is: v= M 4 x r π x D2 in m/sec where p incorporates all pipe elements and components etc.81 D Measuring of Back Pressure At any given position in the exhaust gas system. Mass density of exhaust gas ( ) 273 r @ 1. in a transition piece. The taking of measurements. where the expression after z is the dynamic pressure of the flow in the pipe.07 (at specified MCR) is normally given by the relevant manufacturer.015 refers to the average back-pressure of 150 mm WC (0. the total back pressure of the system has to be measured after the turbocharger in the circular pipe and not in the transition piece. At a given total pressure of the gas flow.. 30 z = 0.0 to 1.0 R=D R = 1.0 Fig.14 z = 1.5 zc = 1.17 Change-over valve of type with volume za = zb = about 2.07: Pressure losses and coefficients of resistance in exhaust pipes 460 600 025 198 27 96 6.28 z = 0.20 z = 0.5D R = 2D z = 0.10.10.09 .12 z = 0.MAN B&W Diesel A/S L35MC Project Guide Pipe bends etc.6 to 1.35 z = 0.45 z = 0.0 178 06 85-3.0 R=D R = 1.16 z = 0.5 to 2.5D R = 2D z = 0.5D R = 2D z = 0. Change-over valve of type with constant cross section za = 0.00 Outlet from top of exhaust gas uptake Inlet (from turbocharger) z = – 1.05 R=D R = 1.2 zb = 1.00 178 32 09-1.11 z = 0. 6. 9 3.0 3.1 1.6 2.3 2.6 2.1 3.1 2.10.2 5.9 178 21 84-3.9 3.1 2.4 2.3 1.9 2.5 3.3 2.7 4.0 178 31 59-6.4 3.9 3.9 2.6 2.1 1.7 3.3 3.0 2.9 2.6 2.8 2.1 2.5 1.6 3.7 3.7 4.4 2.1 5.2 2.7 1.0 2.7 2.3 3.8 3.0 2.9 2.1 2.7 2.8 3.8 1.4 2. 6.9 2.5 2.8 2.09: Movement at expansion joint based on the thermal expansion of the engine from ambient temperature to service 460 600 025 6.0 3.9 4.8 2.4 6 DR 2.8 3.2 5 DR 2.2 2.2 7.3 3.3 3.4 2.1 8.4 2.5 1.2 3.9 3.6 6.0 3.1 3.9 2.3 2.0 3.1 3.7 3.4 2.2 2.4 3.4 3.1 2.6 2.5 3.0 3.3 10 DR 3.6 2.3 1.2 3.6 6.3 2.4 7.4 1.7 12 DR 3.5 2.7 1.8 2.2 2.6 2.0 Fig 6.0 2.1 2.7 1.8 3.2 2.7 1.5 2.10.9 6.4 2.5 1.6 3.9 8 DR 2.7 1.2 2.1 3.7 3.1 3.2 3.3 3.8 2.9 3.0 2.1 9 DR 2.2 2.6 2.6 6.4 3.10 H1 198 27 96 .4 2.8 2.5 3.0 2.2 3.5 3.2 4 DR 1.3 7.0 Fig.3 3.10.7 3.7 7 DR 2.MAN B&W Diesel A/S L35MC Project Guide F1 M1 M3 D0 D0 F2 F3 Fixed point Expansion joint option: 4 60 610 Transition piece option: 4 60 601 DR DA Centreline turbocharger 178 34 24-6.4 1.2 3.0 5.0 2.8 3.4 3.9 3.08b: Exhaust pipe system Cylinder no : T/C make MAN B&W T/C type NR29 NA34 NA40 NA48 ABB TPL61 TPL65 TPL69 TPL73 VTR304 VTR354 VTR454 MHI MET26 MET30 MET33 MET42 MET53 4-12 DA 5.5 3.6 2.9 2.5 11 DR 3.2 2.6 2.2 2.4 5.6 2.8 2.4 2.5 3.9 3.3 3.0 5.6 2.4 2. 11: Minimum diameter of exhaust pipe for a standard installation based on an exhaust gas velocity of 35 m/s and 50 m/s 460 600 025 198 27 96 6.6 8.4 11.9 13.10.9 kg/s 3.4 m3/s 8.1 Exhaust pipe diameter D0 and H1 mm 1 TC 450 500 550 600 650 700 750 800 850 2 TC 500 550 550 600 D4 mm 450 500 550 600 650 700 750 800 850 178 22 10-7.0 14.6 19.0 9.9 11.2 22.3 9.5 17.8 4.8 11.6 6.9 17.6 5.9 14.0 19.11 .4 50m/s kg/s 5.0 9.8 9. 6. 6.6 6.10.1 25.10.MAN B&W Diesel A/S L35MC Project Guide MAN B&W M1 Nm M3 Nm F1 N F2 N F3 N W kg ABB M1 Nm M3 Nm F1 N F2 N F3 N W kg MHI M1 Nm M3 Nm F1 N F2 N F3 N W kg NR26 800 800 1600 1600 1600 1000 VTR304 2400 1600 3600 1800 1400 1000 MET33SD 2700 1400 4900 1700 1600 850 NR29 800 800 1600 1600 1600 1000 VTR354 2600 1700 4000 2000 1500 1000 NA34 2600 1700 4300 4300 1700 1000 NA40 3000 2000 5000 5000 2000 1000 VTR454 3500 2300 5500 2700 1900 1000 MET42SD 3400 1700 5800 2000 1800 1400 NA48 3600 2400 6000 6000 2400 1000 TPL73 2200 1100 1000 2200 1500 MET53SD 4900 2500 7300 2600 2300 2600 Fig.5 15.1 28.6 13.1 10.7 7.6 19.5 11.1 16.2 13.0 Gas velocity 35 m/s m3/s 5.9 8.10: Maximum forces and moments permissible at the turbocharger gas outlet flanges 178 21 85-6.4 6.0 Fig. Please contact the engine builder for specific data. the angular displaceable rollers of the fuel pump roller guides.11. The solenoid valve EV662 shown in the centre permits the engine to start only when the propeller pitch is zero. in order to prevent the engine from being loaded beyond the limits of the load diagram • The control system must ensure that the engine load does not increase at a quicker rate than permitted by the scavenge air pressure • Load changes have to take place in such a way that the governor can keep the engine speed within the required range. combinator curve with/without constant frequency shaft generator or constant engine speed with a power take off.01 .11. Manual reversing from the engine side control console is effected with a separate handle. and to control the engine speed. Control air then reverses the starting air distributor and. Special attention should be paid to the actual operation mode.11 Manoeuvring System The basic design of the engine is provided with a pneumatic/electronic manoeuvring system for transmitting the orders from the Engine Control Room (ECR) or the Bridge Control (BC) console to the mechanical-hydraulic Woodward governor on the engine. as the manoeuvring handle has no reversing solenoid valves. e. The fuel pump roller guides are provided with nondisplaceable rollers.g. From the manoeuvring consoles it is possible to start and stop the engine by activating the solenoid valves EV684. EV682. during the start procedure. Fixed Pitch Propeller (FPP) See the manoeuvring diagram in Fig. The following requirements have to be fulfilled: • The control system is to be equipped with a load control function limiting the maximum torque (fuel pump index) in relation to the engine speed.01 for a reversible engine with fixed pitch propeller (FPP). whereby EV683 or EV685 is activated. 6. Reversing of the engine from the ECR console is initiated by setting the manoeuvring handle (optional) to the appropriate position (Ahead or Astern). a manoeuvring system according to Fig. 6. L35MC Project Guide • Engine with local manual reversing Option 4 30 109: In this case the fuel pump roller guides are of the reversible type and are supplied with permanent air pressure for Ahead position. prepared for remote control.11. Controllable Pitch Propeller (CPP) For plants with CPP.MAN B&W Diesel A/S 6. two alternatives are available: • Non-reversible engine Option: 4 30 104 If a controllable pitch propeller is coupled to the engine.02 is to be used. Control System for Plants with CPP Where a controllable pitch propeller is installed the control system is to be designed in such a way that the operational requirements for the whole plant are fulfilled. The engine is provided with an engine side control console for local manual control and an instrument panel. via air cylinders. 465 100 010 198 27 97 6. e. type DGS 8800e Siemens digital governor system. L35MC Project Guide The electronic governor consists of the following elements: • Actuator • Revolution transmitter (pick-ups) • Electronic governor panel “Conventional” plants • Power supply unit. • Pressure transmitter for scavenge air.02 .g.: 4 65 172 4 65 174 4 65 177 Lyngsø Marine electronic governor system. the complexity of the installation has to be considered. and the specific layout of the system has to be mutually agreed upon by the customer. Examples of “conventional” marine installations are: • An engine directly coupled to a fixed pitch propeller • An engine directly coupled to a controllable pitch propeller. and the specific layout of the system has to be agreed upon in co-operation with the customer. We normally distinguish between “conventional” and “advanced” marine installations. revolution transmitter and the pressure transmitter are mounted on the engine.MAN B&W Diesel A/S Governors When selecting the governor. The actuator. the governor supplier and the engine builder. The electronic governors have to be tailor-made. the governor and the remote control system must be compatible if an integrated solution is to be obtained. the engine is equipped with a conventional mechanical-hydraulic Woodward governor item 4 65 170. As standard.11. The “advanced” marine installation viz: • Plants with flexible coupling in the shafting system • Geared installations • Plants with disengageable clutch for disconnecting the propeller • Engine directly coupled to a controllable pitch propeller with a demand for fast pitch change • Plants with shaft generator with high demands on frequency accuracy. the governor supplier and the engine builder. It should be noted that the shut down system. type EGS 2000 or EGS 2100 Kongsberg Norcontrol Automation digital governor system. without clutch and without extreme demands on the propeller pitch change • Plants with controllable pitch propeller with a shaft generator of less than 15% of the engine’s MCR output. type SIMOS SPC 33 “Advanced” plants For more “advanced” plants. the engine can be equipped with an electronic governor approved by MAN B&W. 465 100 010 198 27 97 6. With a view to such installations. an electronic governor has to be applied. 6. Engine Side Control Console The layout of the engine side control console includes the components indicated in the manoeuvring diagram. a situation is shown where the order Astern is over-ridden by an Ahead order – the engine immediately starts Ahead if the engine speed is above the specified starting level. The console is located on the camshaft side of the engine.11.04. Sequence Diagram for Plants with Bridge Control MAN B&W Diesel’s requirements to the remote control system makers are indicated graphically in Fig. The engine control room console supplied by the yard normally includes. 6.11.11. as a minimum.11. For normal stopping or shut-down.03. L35MC Project Guide Components for Engine Control Room Console The basic scope of supply includes the manoeuvring handle. reversing and speed setting.01 and 6.11. Please note that we specify a load control program with an approximate delay of 30 minutes when passing from 90% to 100% r/min (70% to 100% power). stop.06. 6.03 .11.11. Components for Bridge Control Shut Down System The engine is stopped by activating the puncture valve located in the fuel pump. The slow turning valve allows the starting air to partially by-pass the main starting valve. 6. On the right of the diagram. see Fig.11. the manoeuvring system is prepared for it by the solenoid valves in Figs. The diagram shows the functions as well as the delays which must be considered in respect to starting Ahead and starting Astern. During slow turning the engine will rotate so slowly that.11. the engine will stop before any harm occurs. shown in Fig.08 where no load control program is specified.05. 465 100 010 198 27 97 6.MAN B&W Diesel A/S Slow Turning The standard manoeuvring system does not feature slow turning before starting. 6. 6. in the event that liquids have accumulated on the piston top. as well as for the activation of the slow down and shut down functions.07 “Sequence diagram” for fixed pitch propeller. but for unattended machinery spaces (UMS) we strongly recommend the slow turning device. (4 65 642 to 4 65 645) for start.02. the instrumentation shown in Fig. option 4 50 140 in Fig. 6. The corresponding sequence diagram for a nonreversible plant with power take-off (Gear Constant Ratio) is shown in Fig. If a remote control system is to be applied. this system will relieve the high pressure by activating solenoid valve EV658. MAN B&W Diesel A/S L35MC Project Guide A.04 The drawing shows the system in the following conditions: Stop and ahead position Pneumatic pressure on Electric power on Main starting valve locking device in service position.01: Diagram of manoeuvring system. B.11. C refer to ‘List of flanges’. 6. reversible engine with FPP and mechanical-hydraulic governor prepared for remote control 465 100 010 198 27 97 6.0 Fig.11. 178 39 97-3. . 02: Manoeuvring system. 6.0 Fig. with mechanical-hydraulic governor prepared for remote start and stop 465 100 010 198 27 97 6.11. B.11. non-reversible engine. 178 39 99-7. . C refer to ‘List of flanges’.MAN B&W Diesel A/S L35MC Project Guide A.05 The drawing shows the system in the following conditions: Stop position Pneumatic pressure on Electric power on Main starting valve locking device in service position. yard’s supply 178 39 49-5.11.06 .11. with slow turning.03: Starting air system. 28 78 Qty.MAN B&W Diesel A/S L35MC Project Guide Pos.1 Fig. option: 4 50 140 465 100 010 198 27 97 6. 1 1 Description 3/4-way solenoid valve Switch. 6. 11.04: Engine side control console and instrument panel: 4 65 120 465 100 010 198 27 97 6.MAN B&W Diesel A/S L35MC Project Guide 178 40 00-9.11. 6.07 .0 Fig. MAN B&W Diesel A/S L35MC Project Guide 178 40 01-0.11. 6.08 .11.0 Fig. 6.05b: Manoeuvring handle for Engine Control Room console for non-reversible engine (CPP) 465 100 010 198 27 97 6.11.0 Fig.05a: Manoeuvring handle for Engine Control Room console for reversible engine (FPP) 178 40 02-2. 02b. 8.0 465 100 010 198 27 97 6.02a and 8.11. Fig.09 .11. yard’s supply 178 30 45-9. see Figs.MAN B&W Diesel A/S L35MC Project Guide 1 Free space for mounting of safety panel Engine builder’s supply 2 Tachometer(s) for turbocharger(s) 3 Indication lamps for: Ahead Astern Manual control Control room control Wrong way alarm Turning gear engaged Main starting valve in service Main starting valve in blocked Remote control Shut down Lamp test 4 Tachometer for main engine 5 Revolution counter 6 Switch and lamps for auxiliary blowers 8 Switch and lamp for cancelling of limiters for governor 9 Engine control handle: 4 65 625 from engine maker *10 Pressure gauges for: Scavenge air Lubricating oil main engine Cooling oil main engine Jacket cooling water Sea cooling water Lubricating oil camshaft Fuel oil before filter Fuel oil after filter Starting air Control air supply *10 Thermometer: Jacket cooling water Lubricating oil water Note: If an axial vibration monitor is ordered (option * These instruments have to be ordered as option: 4 31 116 ) the manoeuvring console has to be extended by a 4 75 645 and the corresponding analogue sensors on the remote alarm/slow down indication lamp.06: Instruments and pneumatic components for engine control room console. engine as option: 4 75 128. 6. 10 L35MC Project Guide Max. Astern speed: 90% specified MCR r/min (to be evaluated in case of ice class) When the shaft generator is disconnected.07: Sequence diagram for fixed pitch propeller 6. Demand for quick passage of barred speed range will have an influence on the slow down procedure 178 13 34-8.465 100 010 MAN B&W Diesel A/S Fig.11. 6.0 198 27 97 .11. the slow down will be effectuated after a prewarning of 6-8 sec. 11 Revised diagram including restart from bridge is available on request.11. the slow down will be effectuated after a prewarning of 6-8 sec.08: Sequence diagram for controllable pitch propeller.11. 6.465 100 010 MAN B&W Diesel A/S Fig. Demand for quick passage of barred speed range will have an influence on the slow down procedure 178 13 36-1. L35MC Project Guide When the shaft generator is disconnected. with shaft generator type GCR 6.0 198 27 97 . Vibration Aspects 7 . more or less. External unbalanced moments The inertia forces originating from the unbalanced rotating and reciprocating masses of the engine create unbalanced external moments although the external forces are zero. The inertia forces on engines with more than 6 cylinders tend. the marine diesel engine may influence the hull with the following: • External unbalanced moments • These can be classified as unbalanced 1st and 2nd order external moments.0 Fig. Of these moments.01. whereas the vibration level at resonance depends mainly on the magnitude of the external moment and the engine’s position in relation to the vibration nodes of the ship. 7. the influence of the excitation sources can be minimised or fully compensated. A– B– C– D– 1st 2nd D The natural frequency of the hull depends on the hull’s rigidity and distribution of masses. order moment vertical 2 cycle/rev. the 1st order (one cycle per revolution) and the 2nd order (two cycles per revolution) need to be considered for engines with a low number of cylinders. On 7-cylinder engines. Z = 1. X transverse Z cycles/rev. 1st Guide force moment. a brief description is given of their origin and of the proper countermeasures needed to render them harmless.12 178 06 82-8. also the 4th order external moment may have to be examined. H transverse Z cycles/rev. and if the vibration level leads to higher accelerations and/or velocities than the guidance values given by international standards or recommendations (for instance related to special agreement between shipowner and shipyard). C C A B Combustion pressure Guide force Staybolt force Main bearing force order moment vertical 1 cycle/rev. split up into four categories. to neutralise themselves.01 .. In the following. In general. the latter needs to be considered only for certain cylinder numbers • Guide force moments • Axial vibrations in the shaft system • Torsional vibrations in the shaft system..01: External unbalanced moments and guide force moments 407 000 100 198 27 98 7. order moment. Z is 1 or 2 times number of cylinder Guide force moment. The external unbalanced moments and guide force moments are illustrated in Fig. 7. horizontal 1 cycle/rev. and if the adequate countermeasures are considered from the early project stage.2 . Countermeasures have to be taken if hull resonance occurs in the operating speed range.MAN B&W Diesel A/S L35MC Project Guide 7 Vibration Aspects The vibration characteristics of the two-stroke low speed diesel engines can for practical purposes be. increasing correspondingly the horizontal moment). whereas the resonance with the horizontal moment occurs at a higher speed than the nominal because of the higher natural frequency of horizontal hull vibrations. A solution with zero horizontal moment is also available.03. however. 7.03: Adjustable counterweights: 4 31 151 178 06 84-1. As standard. be of a disturbing magnitude in four-cylinder engines.02.MAN B&W Diesel A/S 1st order moments on 4-cylinder engines 1st order moments act in both vertical and horizontal direction. A resonance with the vertical moment for the 2 node hull vibration can often be critical. For our two-stroke engines with standard balancing these are of the same magnitudes.02 .0 Fig. 7. Resonance with a 1st order moment may occur for hull vibrations with 2 and/or 3 nodes. four-cylinder engines are fitted with adjustable counterweights. For engines with five cylinders or more. the 1st order moment is rarely of any significance to the ship. and the calculation will show whether a compensator is necessary or not on four-cylinder engines. so this resonance is easily dealt with.02: Statistics of tankers and bulk carriers with 4 cylinder MC engines 407 000 100 198 27 98 7. Aft Adjustable counterweights L35MC Project Guide Fore Fixed counterweights Adjustable counterweights Fixed counterweights 178 16 78-7. This resonance can be calculated with reasonable accuracy. as illustrated in Fig. see Fig.0 Fig. These can reduce the vertical moment to an insignificant value (although. It can. 7. 7. five and six cylinder engines.MAN B&W Diesel A/S 2nd order moments The 2nd order moment acts only in the vertical direction. This type of compensator needs an extra seating fitted.5%).03 . either because hull vibration calculations indicate the necessity or be- L35MC Project Guide cause it is wanted as a precautionary measure. In the table. preferably. Contrary to the calculation of natural frequency with 2 and 3 nodes. the corresponding external moments (MA) are calculated by means of the formula: ìn ü 2 MA = M1 x í A ý kNm î n1 þ (The tolerance on the calculated values is 2. in the steering gear room where deflections are largest and the effect of the compensator will therefore be greatest. 407 000 100 198 27 98 7. this engine does not have engine driven 2nd order moment compensators.06 the external moments (M1) are stated at the speed (n1) and MCR rating in point L1 of the layout diagram. The electrically driven compensator will not give rise to distorting stresses in the hull. S/L35MC and S26MC) are less sensitive regarding hull vibration excited by 2nd order moments than the larger bore engines. Therefore. is often not very accurate. Fig. For those very few plants where a 2nd order moment compensator is requested. Precautions need only to be considered for four. For other speeds (nA). the calculation of the 4 and 5 node natural frequencies for the hull is a rather comprehensive procedure and. synchronised to the correct phase relative to the external force or moment can neutralise the excitation. More than 70 electrically driven compensators are in service and have given good results. an electrically driven compensator option: 4 31 601. 7. Experience with our 2-stroke slow speed engines has shown that propulsion plants with the small bore engines (S/L42MC. Resonance with the 2nd order moment may occur at hull vibrations with more than three nodes. despite advanced calculation methods. 04 . option: 4 31 213. option: 4 31 601 1st or 2nd order electrically driven moment compensator.1 407 000 100 198 27 98 7. separately mounted. option: 4 31 601 M2V Node AFT F2 electrical F2C Lnode Moment from compensator M2C outbalances M2V M2V M2V Fig. 7.MAN B&W Diesel A/S L35MC Project Guide 4 node 4 node Compensating moment F2C x Lnode outbalances M2V fore end.04: Optional 2nd order moment compensators 178 98 46-7. 7.05a: H-type guide force moments Fig. 7. 407 000 100 198 27 98 7. These moments may excite engine vibrations. The guide force moments corresponding to the MCR rating (L1) are stated in the last table.2 Fig. moving the engine top athwartships and causing a rocking (excited by H-moment) or twisting (excited by X-moment) movement of the engine as illustrated in Fig.MAN B&W Diesel A/S L35MC Project Guide 178 06 81-6.05b: X-type guide for moments Guide Force Moments The so-called guide force moments are caused by the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. 7.06.05 . A reasonable way of dividing the couple is by the number of top For calculating the forces the length of the connectiing rod is to be used: L= 1260mm 407 000 100 198 27 98 7. ForceZ. 7. A so-called ”Bi-moment” can be calculated (Fig. as the guide shoe reciprocates on the guide.one point = ForceZ.e.06): ”Bi-moment” = H-type Guide Force Moment (MH) Each cylinder unit produces a force couple consisting of: 1: 2: A force at crankshaft level. Then the force can be calculated as: ForceZ = MH / LZ kN Any other vertical distance may be applied.MAN B&W Diesel A/S Definition of Guide Force Moments During the years it has been discussed how to define the guide force moments. 7.X) • distX] in kNm2 As the deflection shape for the H-type is equal for each cylinder the Nth order H-type guide force moment for an N-cylinder engine with regular firing order is: N • MH(one cylinder).total / Ntop bracing. the length of the connecting rod). Thus the forces may be referred to another vertical level LZ above crankshaft centreline. total kN X-type Guide Force Moment (MX) The X-type guide force moment is calculated based on the same force couple as described above.06 .These forces can be calculated as follows: ForceZ. As the interaction between engine and hull is at the engine seating and the top bracing positions.06) Similar to the situation for the H-type guide force moment. Another force at crosshead guide level.06) can be calculated: Force = MX / LX where: LX : is horizontal length between ”force points” (Fig. The position of the force changes over one revolution. L35MC Project Guide bracing and then applying the forces in those points. The force couple may be distributed at any number of points in the longitudinal direction. However as the deflection shape is twisting the engine each cylinder unit does not contribute with an equal amount. 7. this force couple may alternatively be applied in those positions with a vertical distance of (LZ). The centre units do not contribute very much whereas the units at each end contributes much. so as to accommodate the actual hull (FEM) model. S [force-couple(cyl. the proper definition of these moments has become increasingly important. Especially now that complete FEM-models are made to predict hull/engine interaction. For modelling purpose the size of the forces in the force couple is: Force = MH / L kN The X-type guide force moment is then defined as: MX = ”Bi-Moment”/ L kNm For modelling purpose the size of the four (4) forces (see Fig.one point = Mx • L Lz • Lx kN kN where L is the distance between crankshaft level and the middle position of the crosshead guide (i. the forces may be applied in positions suitable for the FEM model of the hull. the propeller shaft and the propeller are for calculation purposes considered as a system of rotating masses (inertias) interconnected by torsional springs. to avoid its effect.. The main critical order. causing the largest extra stresses in the shaft line. 407 000 100 198 27 98 7. The five and six-cylinder engines are equipped with an axial vibration monitor. the thrust shaft. option: 4 31 105. The gas pressure of the engine acts through the connecting rod mechanism with a varying torque on each crank throw. five cycles per revolution on a five cylinder engine. Torsional Vibrations The reciprocating and rotating masses of the engine including the crankshaft. or much lower. the arms of the crank throw deflect in the axial direction of the crankshaft. for certain installations require a torsional vibration damper. Thus the effect of the additional bending stresses in the crankshaft and possible vibrations of the ship`s structure due to the reaction force in the thrust bearing are to be considered. the intermediate shaft(s). Owing to the very large variety of possible shafting arrangements that may be used in combination with a specific engine. In general. This can be achieved by changing the masses and/or the stiffness of the system so as to give a much higher. natural frequency. option: 4 31 116. This resonance is positioned at the engine speed corresponding to the natural torsional frequency divided by the number of cylinders. the natural frequency of the system with one-node vibration should be situated away from the normal operating speed range.e.MAN B&W Diesel A/S L35MC Project Guide Based on our statistics. this need may arise for the following types of installation: Axial Vibrations When the crank throw is loaded by the gas pressure through the connecting rod mechanism. exciting axial vibrations. 11 or 12-cylinder engines. only zero-node axial vibrations are of interest. the system is connected to the ship`s hull. Generally. called undercritical or overcritical running. The torsional vibration conditions may. is normally the vibration with order equal to the number of cylinders. require special attention. Through the thrust bearing. On account of the heavy excitation. i. only torsional vibrations with one and two nodes need to be considered. five and six-cylinder engines. respectively. An axial damper is fitted as standard: 4 31 111 to all MC engines minimising the effects of the axial vibrations.07 . • Plants with controllable pitch propeller • Plants with unusual shafting layout and for special owner/yard requirements • Plants with 8. Four. exciting torsional vibration in the system with different frequencies. only detailed torsional vibration calculations of the specific plant can determine whether or not a torsional vibration damper is necessary. option: 4 07 016. Such under critical conditions can be realised by choosing a rigid shaft system.08 . Overcritical running L35MC Project Guide The natural frequency of the one-node vibration is so adjusted that resonance with the main critical order occurs about 30-70% below the engine speed at specified MCR.222: “An introduction to Vibration Aspects of Two-stroke Diesel Engines in Ships” P.268: “Vibration Characteristics of Two-stroke Low Speed Diesel Engines” These publications. leading to a relatively low natural frequency. enabling the use of shafting material with a moderate ultimate tensile strength. is designed to be able to cope with the described phenomena.manbw. option: 4 31 105. including the double bottom in the engine room. The characteristics of overcritical conditions are: • Tuning wheel may be necessary on crankshaft fore end • Turning wheel with relatively high inertia • Shafts with relatively small diameters. leading to a relatively high natural frequency. significant varying torque at MCR conditions of about 100-150% of the mean torque is to be expected. Overcritical layout is normally applied for engines with more than four cylinders. When running under critical. are also available at the Internet address: www. from where they can be downloaded. This torque (propeller torsional amplitude) induces a significant varying propeller thrust which. and after the decision has been taken if and where a barred speed range might be acceptable. have to be eliminated by the use of a torsional vibration damper. option: 4 31 105 in the standard scope of supply. Such overcritical conditions can be realised by choosing an elastic shaft system. (due to relatively high bending stiffness) • Without barred speed range.dk under "Libraries". under adverse conditions.MAN B&W Diesel A/S Under critical running The natural frequency of the one-node vibration is so adjusted that resonance with the main critical order occurs about 35-45% above the engine speed at specified MCR. Torsional vibrations in overcritical conditions may. For further information about vibration aspects please refer to our publications: P. requiring shafting material with a relatively high ultimate tensile strength • With barred speed range (4 07 015) of about ±10% with respect to the critical engine speed. 407 000 100 198 27 98 7. The characteristics of an under critical system are normally: • Relatively short shafting system • Probably no tuning wheel • Turning wheel with relatively low inertia • Large diameters of shafting. as the proper countermeasure has to be found after torsional vibration calculations for the specific plant. might excite annoying longitudinal vibrations on engine/double bottom and/or deck house. in special cases. option: 4 31 101 or torsional vibration damper. The yard should be aware of this and ensure that the complete aft body structure of the ship. but requiring careful shaft alignment. Please note: We do not include any tuning wheel. 09 . balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. as standard. 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa. of cyl. if required.MAN B&W Diesel A/S L35MC Project Guide No. By means of the adjustable counterweights on 4-cylinder engines. Fig. Firing order 4 1-3-2-4 5 1-4-3-2-5 6 1-5-34-2-6 7 1-7-2-54-3-6 8 1-8-3-47-2-5-6 9 1-9-2-5-73-6-4-8 10 Uneven 11 Uneven 12 1-8-12-42-9-10-53-7-11-6 0 External forces in kN 0 0 0 0 0 0 0 0 External moments in kNm Order: 1st a 94 b 30 2nd 232 289 4th 0 1 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 160 0 5th 0 153 6th 0 0 7th 0 0 8th 30 0 9th 0 0 10th 0 12 11th 0 0 12th 5 0 Guide force X-moments in kNm Order: 1st 64 20 2nd 53 66 3rd 19 68 4th 0 9 5th 21 0 6th 35 4 7th 8 29 8th 0 18 9th 3 1 10th 4 0 11th 1 0 12th 0 3 0 201 10 18 58 27 60 0 11 56 86 40 16 3 20 11 13 25 0 0 19 0 0 0 0 0 111 0 0 0 0 0 7 0 0 0 0 0 0 84 0 0 0 0 0 0 0 0 0 0 0 0 61 0 0 0 0 0 0 0 0 0 0 0 0 36 0 0 0 0 0 77 67 21 6 44 12 7 8 4 1 0 0 36 55 26 27 39 31 3 5 11 3 0 0 0 0 0 0 0 0 0 0 0 14 0 46 123 66 0 0 0 12 17 4 0 0 12 13 135 188 15 2 0 1 2 11 8 1 40 0 172 76 183 0 5 0 2 0 10 2 38 20 103 276 211 67 9 3 0 1 1 4 11 1 272 137 30 105 123 13 6 13 10 4 7 3 354 175 137 12 13 76 10 8 13 5 0 0 442 132 0 0 0 25 61 0 0 0 178 87 67-7.06: External forces and moments in layout point L1 for L35MC 407 000 100 198 27 98 7.0 a b 1st order moments are. 7. Monitoring Systems and Instrumentation 8 . Local Instruments The basic local instrumentation on the engine comprises thermometers and pressure gauges located on the piping or mounted on panels on the engine. the yard. i. 8.05. References are stated in the lists if a common sensor can be used. These are listed in Fig. i. slow down and shut down as well as IACS`s recommendations. the owner and MAN B&W’s minimum requirements. i. Additional local instruments. pressure gauges and tachometers • Control devices. 8.e. see Fig. 8. if required. Alarm. Only MAN B&W’s minimum requirements for alarm and shut down are included in the basic scope of supply (4 75 124). incorporated in the manoeuvring system. can be ordered as option: 4 70 129. 8. 470 100 025 198 27 99 8. respectively. and an engine tachometer located at the engine side control panel. or sensors with galvanically separated electrical circuits.e. the piping on the engine has additional sockets. 8. thermometers. The extent of sensors for a specific plant is the sum of requirements of the classification society.08 show the classification societies’ requirements for UMS and MAN B&W’s minimum requirements for alarm. thermo switches and pressure switches for shut down etc. Slow Down and Shut Down Sensors It is required that the system for shut down is electrically separated from the other systems. The International Association of Classification Societies (IACS) have agreed that a common sensor can be used for alarm. and the solenoid valves (EV).07 and 8.02.04.01 and a position number which appears from the instrumentation lists in this section.MAN B&W Diesel A/S L35MC Project Guide 8 Monitoring Systems and Instrumentation The instrumentation on the diesel engine can be roughly divided into: • Local instruments. These sensors can also be used for Alarm or Slow Down simultaneously. i. position switches and solenoid valves • Analog sensors for alarm. This can be accomplished by using independent sensors. All instruments are identified by a combination of symbols as shown in Fig. Sensors for Remote Indication Instruments Analog sensors for remote indication can be ordered as options 4 75 127.03. Figs.e. called ZS.e. For the event that further signal equipment is required. slow down and remote indication. one sensor with two sets of electrically independent terminals. slow down and remote indication of temperatures and pressures • Binary sensors. Control Devices The control devices mainly include the position switches. 4 75 128 or for CoCoS-EDS as 4 75 129. 8. A general outline of the electrical system is shown in Fig.06. which are listed in Fig. 8.01 . the basic scope of supply for all plants for attended as well as for unattended machinery spaces (AMS and UMS) includes an oil mist detector. . see “Dispatch Pattern” in section 9. see Fig. . Fuel oil leakage detection Oil leaking oil from the high pressure fuel oil pipes is collected in a drain box (Fig.08. Attended Machinery Spaces (AMS) The basic alarm and safety system for an MAN B&W engine is designed for Attended Machinery Spaces and comprises the temperature switches (thermostats) and pressure switches (pressure stats) that are specified in the “MAN B&W” column for alarm and for shut down in Figs. which is equipped with a level alarm. whereas the alarm panel is a yard’s supply. respectively. 8. For further information please contact the engine supplier. 4 75 611. . pressure switches and analog sensors stated in the “MAN B&W” column for alarm. Additional digital sensors can be ordered as option: 4 75 128. L35MC Project Guide forwarding of the engine. . Oil Mist Detector and Bearing Monitoring Systems Based on our experience. . The slow down sequence has to be adapted to the plant (with/without shaft generator.07 and 8. 8. . 4 75 163 The combination of an oil mist detector and a bearing temperature monitoring system with deviation from average alarm (option 4 75 133. 8. so that they can be wired to terminal boxes on the engine. .06 and 8. .10. the sensors to be applied are normally delivered from the engine supplier. The number and position of the terminal boxes depends on the degree of dismantling specified for the 470 100 025 198 27 99 8. LSA 301 (4 35 105). Graviner. . The sensors for shut down are included in the basic scope of supply (4 75 124). The shut down and slow down panel can be ordered as option: 4 75 610. . . .08. Unattended Machinery Spaces (UMS) The “Standard Extent of Delivery for MAN B&W Diesel A/S” engines includes the temperature switches. at the same time. For practical reasons. .MAN B&W Diesel A/S Slow down system The slow down functions are designed to safeguard the engine components against overloading during normal service conditions and. . etc. 4 75 614 or 4 75 615. .06.) and the required operating mode. slow down and shut down in Figs. as it has to include several other alarms than those of the main engine. 8. 4 75 161 or Make: Schaller Type: Visatron VN 215 . 8. to keep the ship manoeuvrable.08.02 . in the event that fault conditions occur. . Fig. 4 75 134 or 4 75 135) will in any case provide the optimum safety. Make: Kidde Fire Protection. 8.09). • CoCoS-SPC: Spare Part Catalogue CoCoS-SPC assists in the identification of spare part. Fig. 8. prices and statistics. PMI Calculating Systems The PMI systems permit the measuring and monitoring of the engine’s main parameters. spare part information. option: 4 09 660. SPC. engine speed.03 . and graphics. Power supply: 24 V DC CoCoS The Computer Controlled Surveillance system is the family name of the software application products from the MAN B&W Diesel group. forecasting and budgeting of spare part requirements. estimating of the amount of work hours needed. includes: CoCoS-MPS. These three applications can also handle non-MAN B&W Diesel technical equipment.03 shows the maximum extent of additional sensors recommended to enable on-line diagnostics if CoCoS-EDS is ordered. Key features are: scheduling of inspections and overhaul. for instance pumps and separators. Key features are: on-line data logging. • CoCoS-SPO: Stock Handling and Spare Part Ordering CoCoS-SPO assists in managing the procurement and control of the spare part stock. The designation is: Main engine: PT: Portable transducer for cylinder pressure S: Stationary junction and converter boxes on engine PT/S The following alternative types can be applied: • MAN B&W Diesel. PMI system type PT/S off-line option: 4 75 208 The cylinder pressure monitoring system is based on a Portable Transducer.. administration. planned receipts and issues. and logging of maintenance history. CoCoS Suite: Package: option: 4 09 665 Includes the above-mentioned system: 4 09 660 and 4 09 664 CoCoS-MPS. CoCoS-SPC and CoCoS-SPO. • CoCoS-MPS: Maintenance Planning System CoCoS-MPS assists in the planning and initiating of preventive maintenance. store location. option: 4 09 664. 470 100 025 198 27 99 8. minimum stock. such as cylinder pressure. fuel oil injection pressure. diagnostics and trends. CoCoS-EDS assists in the engine performance evaluation through diagnostics. monitoring. work procedures.MAN B&W Diesel A/S L35MC Project Guide CoCoS-ADM. scavenge air pressure. Key features are: multilevel part lists. CoCoS comprises four individual software application products: CoCoS-EDS on-line: Engine Diagnostics System. safety stock. Key features are: available stock. Stationary junction and converter boxes. suppliers. etc. and SPO can communicate with one another. which enable the engineer to run the diesel engine at its optimum performance. SLD Density switch for slow down E Electric devices EV Solenoid valve ESA Electrical switch for alarm FSA Flow switch for alarm FS .SLD Flow switch for slow down LSA Level switch for alarm PDEI Pressure difference sensor for remote indication (analog) PDI Pressure difference indicator PDSA Pressure difference switch for alarm PDE Pressure difference sensor (analog) PI Pressure indicator Fig..MAN B&W Diesel A/S L35MC Project Guide Identification of instruments The measuring instruments are identified by a combination of letters and a position number: LSA 372 high Level: high/low Where: in which medium (lube oil.1 198 27 99 8.SHD TS .SLD VE VEI VI ZE ZS WEA WI WS .) SHD: shut down (stop) SLD: slow down How: by means of E: analog sensor (element) S: switch (pressure stat.SLD TE TEA TEI TE .. cooling water.SLD Pressure switch Pressure switch for shut down Pressure switch for slow down Pressure switch for alarm Pressure switch for control Pressure sensor (analog) Pressure sensor for alarm (analog) Pressure sensor for remote indication (analog) Pressure sensor for slow down (analog) Speed sensor (analog) Speed sensor for alarm (analog) Speed switch for alarm Speed switch for shut down Temperature indicator Temperature switch for alarm Temperature switch for control Temperature switch for shut down Temperature switch for slow down Temperature sensor (analog) Temperature sensor for alarm (analog) Temperature sensor for remote indication (analog) Temperature sensor for slow down (analog) Viscosity sensor (analog) Viscosity sensor for remote indication (analog) Viscosity indicator Position sensor Position switch Vibration signal for alarm (analog) Vibration indicator Vibration switch for slow down The symbols are shown in a circle indicating: Instrument locally mounted Instrument mounted in panel on engine Control panel mounted instrument 178 30 04-4.SLD SE SEA SSA SS . manometer.SHD TI TSA TSC TS .01: Identification of instruments 470 100 025 PS PS . thermostat) What is measured: D:density F: flow L: level P: pressure PD: pressure difference S: speed T: temperature V: viscosity W: vibration Z: position Functions DSA Density switch for alarm (oil mist) DS . 8..04 ..) location (inlet/outlet engine) Output signal: A: alarm I : indicator (thermometer.SLD PSA PSC PE PEA PEI PE .SHD PS . thrust bearing. piston cooling oil and turbochargers Piston cooling oil outlet/cylinder Thrust bearing segment Lubricating oil outlet from turbocharger/turbocharger (depends on turbocharger design) Low temperature cooling water: seawater or freshwater for central cooling Cooling water inlet.0 Fig.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors 470 100 025 198 27 99 8.05 . air cooler/air cooler TI 311 TI 317 TI 349 TI 369 TE 311 TE 317 TE 349 TE 369 TI 375 TI 379 TE 375 TE 379 TI 385 TI 387A TI 393 High temperature jacket cooling water TE 385 Jacket cooling water inlet TE 387A Jacket cooling water outlet. cylinder cover/cylinder Jacket cooling water outlet/turbocharger Scavenge air Scavenge air before air cooler/air cooler Scavenge air after air cooler/air cooler Scavenge air receiver TI 411 TI 412 TI 413 Thermometers dial type TE 411 TE 412 TE 413 TI 425 TI 426 TE 425 TE 426 Exhaust gas Exhaust gas inlet turbocharger/turbocharger Exhaust gas after exhaust valves/cylinder 178 21 29-3. axial vibration damper. air cooler Cooling water outlet.MAN B&W Diesel A/S Description Use sensor for remote indication L35MC Project Guide Thermometer stem type Point of location TI 302 TE 302 Fuel oil Fuel oil. inlet engine Lubricating oil Lubricating oil inlet to main bearings. 8. inlet engine Lubricating oil Lubricating oil inlet to main bearings. thrust bearing.06 .02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication 470 100 025 198 27 99 8. piston colling oil inlet and lubricating oil inlet to turbocharger Low temperature cooling water: Cooling water inlet. air cooler High temperature jacket cooling water Jacket cooling water inlet Starting and control air Starting air inlet main starting valve Control air inlet Safety air inlet Scavenge air Scavenge air receiver Exhaust gas Exhaust gas receiver Air inlet for dry cleaning of turbocharger Water inlet for cleaning of turbocharger Differential pressure gauges Pressure drop across air cooler/air cooler Pressure drop across blower filter of turbocharger (For ABB turbochargers only) PI 330 PE 330 PI 382 PE 382 PI 386 PE 386 PI 401 PI 403 PI 405 PE 401 PE 403 PI 417 PE 417 PI 424 PI 435A PI 435B PDI 420 PDI 422 SI 438 SI 439 WI 471 Tachometers SE 438 SE 439 Engine speed Turbocharger speed/turbocharger Mechanical measuring of axial vibration 178 22 31-1. 8.0 Fig. axial vibration damper.MAN B&W Diesel A/S L35MC Project Guide Use sensor for remote indication Pressure gauges (manometers) Point of location PI 305 PE 305 Fuel oil Fuel oil . inlet engine Pressure drop across fuel oil filter (yard’s supply) Lubricating oil system TE 311 TE 317 PE 330 TE 349 TE 369 PE 371 Lubricating oil inlet. thrust bearing. to main bearings. inlet fuel pumps Fuel oil viscosity.03a: List of sensors for CoCoS-EDS on-line.07 . piston cooling oil and turbochargers Piston cooling oil outlet/cylinder Lubricating oil inlet to main bearings. axial vibration damper.0 Fig 8. thrust bearing.MAN B&W Diesel A/S L35MC Project Guide Use sensor Point of location Fuel oil system TE 302 VE 303 PE 305 PDE 308 Fuel oil. axial vibration damper and piston cooling oil inlet Thrust bearing segment Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design) Lubricating oil inlet to turbocharger with slide bearing/turbocharger 178 22 32-3. option: 4 75 129 470 100 025 198 27 99 8. inlet engine (yard’s supply) Fuel oil. MAN B&W Diesel A/S L35MC Project Guide Use sensor Point of location TE 375 PE 382 TE 379 TE 385 PE 386 TE 387A PDSA 391 TE 393 PDE 398 Cooling water system Cooling water inlet air cooler/air cooler Cooling water inlet air cooler Cooling water outlet air cooler/air cooler Jacket cooling water inlet Jacket cooling water inlet Jacket cooling water outlet/cylinder Jacket cooling water across engine Jacket cooling water outlet turbocharger/turbocharger (Depending on turbocharger design) Pressure drop of cooling water across air cooler/air cooler Scavenge air system Engine room air inlet turbocharger/turbocharger Compressor spiral housing pressure at outer diameter/turbocharger (Depending on turbocharger design) Differential pressure across compressor spiral housing/turbocharger (Depending on turbocharger design) Scavenge air before air cooler/air cooler Scavenge air after air cooler/air cooler Scavenge air inlet cylinder/cylinder Scavenge air reciever Scavenge air reciever Pressure drop of air across air cooler/air cooler Pressure drop air across blower filter of compressor/turbocharger Auxiliary blower on/off signal from control panel (yard’s supply) TE 336 PE 337 PDE 338 TE 411 TE 412 TE 412A TE 413 PE 417 PDE 420 PDE 422 ZS 669 178 22 32-3. 8.0 Fig.08 . option: 4 75 129 470 100 025 198 27 99 8.03b: List of sensors for CoCoS-EDS on-line. on/off or valve angle position/turbocharger Exhaust gas receiver Exhaust gas inlet turbocharger/turbocharger Exhaust gas after exhaust valve/cylinder Exhaust gas outlet turbocharger/turbocharger Exhaust gas outlet turbocharger/turbocharger (Back pressure at transition piece related to ambient) Turbocharger speed/turbocharger Pressure drop across exhaust gas boiler (yard’s supply) General data Time and data Counter of running hours Ambient pressure (Engine room) Engine speed Pmax set point Fuel pump index/cylinder Governor index Engine torque Mean indicated pressure (mep) Maximum pressure (Pmax) Compression pressure (Pcomp) 2) N N PE 325 SE 438 N ZE 477 ZE 479 E 480 N N N N 1) 2) 3) 4) 1) 1) 3) 2) 2) 1) 4) 4) 4) Numerical input Originated by alarm/monitoring system Manual input can alternatively be used Yard’s supply Originated by the PMI system 178 22 32-3.MAN B&W Diesel A/S L35MC Project Guide Use sensor Point of location TE 363 ZE 364 PE 424 TE 425A TE 426 TE 432 PE 433A SE 439 PDE 441 Exhaust gas system Exhaust gas receiver Exhaust gas blow-off.0 Fig.03c: List of sensors for CoCoS-EDS on-line.09 . option: 4 75 129 470 100 025 198 27 99 8. 8. 10 . Open – Closed Electric motor.1 Fig. when “Stop” is ordered Gives signal Bridge Control active Solenoid valve for Stop Solenoid valve for Ahead Solenoid valve for Start Solenoid valve for Astern Slow turning. if required. 8. turning gear Actuator for electronic governor Gives signal to manoeuvring system when remote control is ON Cancel of tacho alarm from safety system.MAN B&W Diesel A/S L35MC Project Guide Description Symbol/Position Scavenge air system Scavenge air receiver auxiliary blower control Manoeuvering system Engine speed detector Reversing Astern/cylinder Reversing Ahead/cylinder Resets shut down function during engine side control Gives signal when change-over mechanism is in Remote Control mode Gives signal to manoeuvring system when on engine side control Solenoid valve for stop and shut down Turning gear engaged indication Fuel rack transmitter. option: 4 50 140 E ZS ZS ZS ZS PSC EV ZS E ZS ZS ZS E E E PSC PSC PSC EV EV EV EV EV 438 650 651 652 653 654 658 659 660 663 664 666/667 670 671 672 674 675 680 682 683 684 685 686 PSC 418 178 30 08-9.04: Control devices on engine 470 100 025 198 27 99 8. Auxiliary blower Electric motor. option: 4 70 150 Main starting valve – Blocked Main starting valve – In Service Air supply starting air distributor. 4 General outline of the electrical system: The figure shows the concept approved by all classification societies The shut down panel and slow down panel can be combined for some makers The classification societies permit to have common sensors for slow down. alarm and remote indication One common power supply might be used.05: Panels and sensors for alarm and safety systems 470 100 025 198 27 99 8.11 . 8. instead of the three indicated.MAN B&W Diesel A/S L35MC Project Guide 178 30 10-0. if the systems are equipped with separate fuses Fig. at least two per lubricator. whichever is the greater number 178 22 33-5. thrust bearing TE 311 and axial vibration damper TE 317 Piston cooling oil outlet/cylinder Piston cooling oil outlet/cylinder Lubricating oil inlet to main bearings. thrust bearing. axial vibration damper.12 . piston cooling oil inlet and lubricating oil inlet to turbocharger Cylinder lubricators (built-in switches) Cylinder lubricators (built-in switches) Turbocharger lubricating oil outlet from turbocharger/turbocharger PE 371 Lubricating oil inlet to turbocharger/turbocharger Oil mist in crankcase/cylinder and chain drive WE 471 Axial vibration monitor Required for all engines with PTO on fore end.06a: List of sensors for alarm 470 100 025 198 27 99 8. a) a) } 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 A* TEA 350 high 1* LSA 365 low 1* FSA 366 low TSA 370 high A* PEA 372 low 1* DSA 436 high WEA 472 high TE 349 Thrust bearing segment 1 1 1 1 1 1 1 1 a) For turbochargers with slide bearings For Bureau Veritas. 8.0 Fig.MAN B&W Diesel A/S L35MC Project Guide Class requirements for UMS Use sensor PE 330 MAN B&W DnVC IACS RINa NKK ABS RS GL BV LR Functzion Point of location Fuel oil system 1* PSA 300 high 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1* LSA 301 high A* PEA 306 low Fuel pump roller guide gear activated Leakage from high pressure pipes PE 305 Fuel oil. inlet engine Lubricating oil system 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 A* TEA 312 high TEA 313 low A* TEA 318 high 1* FSA 320 low A* PEA 331 low TE 311 Lubricating oil inlet to main bearings. or minimum one per cylinder. 0 Fig. finished with engine Safety air inlet. finished with engine Scavenge air system 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1* 1* TEA 414 high A* TEA 415 high 419 low 434 high TE 413 Scavenge air reciever Scavenge air – fire /cylinder Scavenge air. 8.06b: List of sensors for alarm 470 100 025 198 27 99 8.MAN B&W Diesel A/S L35MC Project Guide Class requirements for UMS Use sensor MAN B&W DnVC IACS RINa NKK ABS RS GL BV LR Functzion Point of location Cooling water system 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 TEA 376 high A* PEA 378 low A* PEA 383 low A* TEA 385A low A* TEA 388 high 1* 391 low TE 375 Cooling water inlet air cooler/air cooler (for central cooling only) PE 382 Cooling water inlet air cooler PE 386 Jacket cooling water inlet TE 385 Jacket cooling water inlet TE 387 Jacket cooling water outlet/cylinder Jacket cooling water across engine Air system 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 A* PEA 402 low A* PEA 404 low 1* 1* 1* 1* 406 low 408 low 409 high 410 high PE 401 Starting air inlet PE 403 Control air inlet Safety air inlet Air inlet to air cylinder for exhaust valve Control air inlet.13 . failure Scavenge air – water level 178 22 33-5. auxiliary blower. power failure.14 . 8. option: 4 75 127 For disengageable engine or with CPP Select one of the alternatives Or alarm for overheating of main. A* These alarm sensors are MAN B&W Diesel’s minimum requirements for Unattended Machinery Space (UMS). cable failure Safety system. apart from each class’ requirements The members of IACS are: ABS America Bureau of Shipping BV Bureau Veritas CCS Chinese Register of Shipping DnVC Det norske Veritas Classification GL Germanischer Lloyd KRS Korean Register of Shipping LR Lloyd’s Register of Shipping NKK Nippon Kaiji Kyokai RINa Registro Italiano Navale RS Russian Maritime Register of Shipping and the assosiated members are: KRS Kroatian Register of Shipping IRS Indian Register of Shipping Indicates that a binary (on-off) sensor/signal is required Indicates that an analogue sensor is required for alarm.MAN B&W Diesel A/S L35MC Project Guide Class requirements for UMS Use sensor 1 A 1 MAN B&W DnVC IACS RINa NKK ABS RS GL BV LR Functzion Point of location Exhaust gas system 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 TEA 425A high A* TEA 427 high TE 425 Exhaust gas inlet turbocharger/turbocharger TE 426 Exhaust gas after cylinder/cylinder TEA 429/30 high TE 426 Exhaust gas after cylinder. crank. power failure. group alarm. low voltage Tacho system. option: 4 75 134 Or alarm for low flow 178 22 33-5.06c: List of sensors for alarm 470 100 025 198 27 99 8. low voltage Safety system. crosshead and chain drive bearings. deviation from average TEA 433 high TE 432 Exhaust gas outlet turbocharger/turbocharger Manoeuvring system 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1* 1* 1* 1* low low Safety system.0 Fig. slow down and remote indication 1*. shut down Wrong way (for reversible engine only) SE 438 Engine speed 1 1 1 1 1* A* SEA 439 SE 439 Turbocharger speed International Association of Classification Societies The members of IACS have agreed that the stated sensors are their common recommendation. 07: Slow down functions for UMS. 8. axial vibration damper . option: 4 75 134 1*. system oil Piston cooling oil outlet/cylinder Piston cooling oil outlet/cylinder Lubricating oil inlet to main bearings.MAN B&W Diesel A/S Class requirements for slow down Use sensor MAN B&W L35MC Project Guide DnVC IACS RINa NKK ABS RS GL BV LR Function Point of Location Lubricating oil inlet. A* These analogue sensors are MAN B&W Diesel’s minimum requirements for Unattended Machinery Spaces (UMS). option: 4 75 127 The tables are liable to change without notice.0 Fig.15 . crank. deviation from average Oil mist in crankcase/cylinder Axial vibration monitor Required for all engines with PTO on fore end 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 A* TE SLD 314 high TE 311 TE SLD 319 high TE 317 1* FS SLD 321 low PE SLD 334 low PE 330 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 A* TE SLD 351 high TE 349 FS SLD 366A low PE SLD 384 low PE 386 TE SLD 389 high TE 387A Jacket cooling water outlet/cylinder TE SLD 414A high TE 413 1* TS SLD 416 high TS 415 TE SLD 428 high TE 426 TE SLD 431 TE 426 TE SLD 425B high TE 425A Exhaust gas inlet turbocharger/turbocharger 1 1 1 1 1 1 1 1 1 1 1 1 1* DS SLD 437 high 1* WS SLD 473 high WE 471 1 A Indicates that a binary sensor (on-off) is required Indicates that a common analogue sensor can be used for alarm/slow down/remote indication Select one of the alternatives Or alarm for low flow Or alarm for overheating of main. crosshead and chain drive bearings. piston cooling oil inlet and lubricating oil inlet to turbocharger Thrust bearing segment Cylinder lubricators (built-in switches) Jacket cooling water inlet Scavenge air receiver Scavenge air fire/cylinder Exhaust gas outlet after cylinder/cylinder Exhaust gas after cylinder. thrust bearing. 178 22 34-7. and are subject to latest class requirements. option: 4 75 127 470 100 025 198 27 99 8. and are subject to latest class requirements.MAN B&W Diesel A/S Class requirements for shut down L35MC Project Guide MAN B&W DnVC IACS RINa NKK ABS RS GL BV LR Function PS SHD 335 low Point of location Lubricating oil inlet to main bearings. thrust bearing.0 Fig. 1* These binary sensors for shut down are included in the basic scope of supply (4 75 124) 178 22 35-9. axial vibration damper . 8.08: Shut down functions for AMS and UMS 470 100 025 198 27 99 8.16 . piston colling oil inlet and lubricating oil inlet to turbocharger Thrust bearing segment Jacket cooling water inlet Engine overspeed 1 1 1 1 1 1 1 1 1 1* 1 1 1 1 1 1 1* TS SHD PS SHD 352 high 384B low 438 high 1 1 1 1 1 1 1 1 1 1* SE SHD 1 Indicates that a binary sensor (on-off) is required The tables are liable to change without notice. 470 100 025 198 27 99 8. 8.17 .09: Drain box with fuel oil leakage alarm. (4 35 105).MAN B&W Diesel A/S L35MC Project Guide 178 30 14-8.1 Fig. 10a: Oil mist detector pipes on engine. 8.10b: Oil mist detector pipes on engine. from Kidde Fire Protection. Graviner.18 .1 Fig. from Schaller. (4 75 161) 178 30 19-7.MAN B&W Diesel A/S L35MC Project Guide 178 30 18-5. 8. type Visatron VN215 (4 75 163) 470 100 025 198 27 99 8.1 Fig. Spares and Tools 9 .Dispatch Pattern. Testing. Furthermore. Shop Trials/Delivery Test Before leaving the engine maker’s works. option 4 12 601. The duration from engine delivery until installation is assumed to be between 8 weeks and maximum 6 months. the engine is to be carefully tested on diesel oil in the presence of representatives of the yard. MAN B&W Diesel’s recommendations for shop trial. however a minimum as stated in Fig. Spares and Tools Painting of Main Engine The painting specification (Fig. Paints according to builder’s standard may be used provided they at least fulfil the requirements stated in Fig. The approximate masses of the sections appear from Fig.01) indicates the minimum requirements regarding the quality and the dry film thickness of the coats of. Furthermore. quay trial and sea trial are available on request. 9. 9.03: A: Short distance transportation and short term storage B: Overseas or long distance transportation or long term storage. The shop trial test is to be carried out in accordance with the requirements of the relevant classification society. Short distance transportation (A) is limited by a duration of a few days from delivery ex works until installation. An additional test may be required for measuring the NOx emissions. the shipowner and the classification society.01 . MAN B&W Diesel's recommendations for preservation of disassembled/ assembled engines are available on request. option: 4 14 003. Dismantling of the engine is limited as much as possible. it must be considered whether a drying machine. When determining the degree of dismantling.000 km and short term storage. are to be specified when ordering and it should be agreed whether the tools are to be returned to the engine maker (4 12 120) or not (4 12 121). 9.04. or a distance of approximately 1. if required. The masses can vary up to 10% depending on the design and options chosen.01. see Figs. Other degrees of dismantling can be agreed upon in each case. Lifting tools and lifting instructions are required for all levels of dispatch pattern. 9. The duration from engine delivery until installation must not exceed 8 weeks. Overseas or long distance transportation or long term storage require a class B dispatch pattern. Dismantling is effected to a certain degree with the aim of reducing the transportation volume of the individual units to a suitable extent. in particular. the dispatch patterns are divided into several degrees of dismantling in which ‘1’ comprises the complete or almost complete engine.03. as well as the standard colours applied on MAN B&W engines built in accordance with the “Copenhagen” standard. Dispatch Pattern The dispatch patterns are divided into two classes. is to be installed during the transportation and/or storage period. at the yard (purchaser). 9. 480 100 100 198 28 00 9. Testing. The lifting tools (4 12 110 or 4 12 111).MAN B&W Diesel A/S L35MC Project Guide 9 Dispatch Pattern. Note: Long term preservation and seaworthy packing are always to be used for class B.02 and 9. consideration should be given to the lifting capacities and number of crane hooks available at the engine maker and. Most of the tools can be arranged on steel plate panels. it is recommended to place them close to the location where the overhaul is to be carried out. in that case.08. see Fig.09.02 . The dimensions and masses of the main tools appear from Figs. up to 10 years’ service of a new engine (option: 4 87 629). 9. based on our service experience. If such panels are delivered. unrestricted service The tendency today is for the classification societies to change their rules such that required spare parts are changed into recommended spare parts. which can be delivered as an option: 4 88 660.11 ‘Tool Panels’. Large spare parts. but can be ordered for the first 1.07. which facilitates maintenance because. required for an overhaul will be readily available. A complete list will be delivered by the engine maker. Additional spare parts beyond class requirements or recommendations The above-mentioned set of spare parts can be extended with the ‘Additional Spare parts beyond class requirements or recommendations’ (option: 4 87 603). Tools List of standard tools The engine is delivered with the necessary special tools for overhauling purposes. 9. 9.06.10. Wearing parts The consumable spare parts for a certain period are not included in the above mentioned sets. dimensions and masses The approximate dimensions and masses of the larger spare parts are indicated in Fig. each group including the components stated in Tables B.000 running hours. The extent of the main tools is stated in Fig. A complete list will be delivered by the engine maker.05. 2.MAN B&W Diesel A/S L35MC Project Guide The wearing parts supposed to be required. MAN B&W Diesel. see Fig. 9. Spare Parts List of spares. 480 100 100 198 28 00 9. a service year being assumed to be 6. all the components such as gaskets. etc. 9. has decided to keep a set of spare parts included in the basic extent of delivery (4 87 601) covering the requirements and recommendations of the major classification societies. see Fig. are divided into 14 groups. see Table A in Fig. This amount is to be considered as minimum safety stock for emergency situations. however. 9. sealings. 9. 9. Temperature resistant to minimum 80 °C. crosshead bearing cap. 2/60 Light grey: RAL 7038 DIN:24:1:2 MUNSELL N-7. 2/60 5.3 Fig. Oil and acid resistant alkyd paint. 2/75 Free 2/80 Free Electro-galvanized.5 * For required thickness of the electro-galvanization. pipes. of coats/ Total dry film thickness m Colour: RAL 840HR DIN 6164 MUNSELL Component/surfaces. Supports for exhaust receiver Scavenge air-pipe outside. unless otherwise stated in the contract/drawing. Components affected by water and cleaning agents 4. Unmachined surfaces all over. film thickness per coat. Final alkyd paint resistant to salt water and oil. Complete coating for long term protection of the components exposed to moderately to severely corrosive environment and abrasion. etc. weather resistant. exposed to oil and air 1. inside engine. 2/80 1/30 Free White: RAL 9010 DIN N:0:0. Tool panels Oil resistant paint. main bearing cap. Engine alkyd primer. Engine alkyd primer. Gallery plates topside.03 . 178 30 20-7. The data stated are only to be considered as guidelines. heat resistant to minimum 200 °C. Note: All paints are to be of good quality.5 MUNSELL N-9. outside engine 2. Purchased equipment and instruments painted in makers colour are acceptable unless otherwise stated in the contract. have to be in accordance with the paint manufacturer's specifications. crankpin bearing cap. Preparation. Tools Tools are to be surface treated according to specifications stated on the drawings. 6. Paint. Paints according to builder‘s standard may be used provided they at least fulfil the above requirements.5 Free Light green: RAL 6019 DIN 23:2:2 MUNSELL10GY 8/4 Alu: RAL 9006 DIN N:0:2 MUNSELL N-7. pipes inside crankcase and chainwheel need not to be painted but the cast surface must be cleaned of sand and scales and kept free of rust. number of coats. weather resistant. Components. Engine body. unless otherwise stated in the contract. * Purchased equipment painted in makers colour is acceptable. Engine alkyd primer.5 2/80 1/30 Heat affected components: 3. Air cooler housing inside and outside. brackets etc. Delivery standard is in a primed and finally painted condition. gallery.MAN B&W Diesel A/S L35MC Project Guide Components to be painted before shipment from workshop Type of paint No. see specification on drawings. Scavenge air cooler box inside.01: Specification for painting of main engine: 4 81 101 481 100 010 198 28 01 9. However cast type crankthrows. option: 4 81 103. weather resistant. scavenge air receiver inclusive cooler box and cooler. 9. piston rods complete and galleries with pipes • Bottom section inclusive bedplate complete frame box complete. turning gear. crankshaft with wheels and galleries • Spares. connecting rods. etc. • Remaining parts A2 + B2 Top section Bottom section 178 16 70-2. or B1.0 Fig. The classes comprise the following basic variants: A1 + B1 A1 Option: 4 12 021. tools. or B2 option: 4 12 032 • Top section inclusive cylinder frame complete cylinder covers complete. stay bolts • Chains. option: 4 12 031 • Engine • Spare parts and tools Engine complete A2 + B2 A2 Option: 4 12 022. turbocharger(s) camshaft.04 .MAN B&W Diesel A/S L35MC Project Guide Class A + B: Comprises the following basic variants: Dismounting must be limited as much as possible.02a: Dispatch pattern 412 000 002 198 28 02 9. tools.05 . chains.02b: Dispatch pattern 412 000 002 198 28 02 9. or B3 option: 4 12 033 • Top section inclusive cylinder frame complete cylinder covers complete. scavenge air receiver inclusive cooler box and cooler insert. piston rods complete and galleries with pipes • Frame box section inclusive chain drive. turbocharger(s). turning gear and cranckshaft with wheels • Remaining parts: spare parts. 9. A3 + B3 Top section 178 40 89-6.0 Fig. connecting rods and galleries • Bedplate/cranckshaft section. ect.MAN B&W Diesel A/S L35MC Project Guide Remaining parts A3 Option: 4 12 023. stay bolts. camshaft. 7 54.4 6.1 4.9 3. Note: Some engines are equipped wih moment compensator and/or tuning wheel.5 29. crosshead guides integrated uides in frame box and MAN B&W turbochargers.0 Length in m 10.2 3.5 3.0 2.7 50.7 10.0 A1+B1 Engine complete A2+B2 Top section Bottom section Remaining parts A3+B3 Top section Frame box section Bedplate/Crankshaft Remaining parts 94.3 8.7 3.5 25.9 tons.6 2.4 12.3 8.7 7.3 12 cylinders Mass.1 23.2 1.4 37.4 2.4 32.3 11.2 18.4 1.6 3.5 8 cylinders Mass.6 26.7 10 cylinders Mass. in t A1+B1 Engine complete A2+B2 Top section Bottom section Remaining parts A3+B3 Top section Frame box section Bedplate/Crankshaft Remaining parts 51. in t 128.0 Fig.4 34.2 5.3 Width in m 3.7 Length in m 5.4 3.9 Heigh in m 5.8 21.0 10.9 18.7 16.9 Length in m 6.0 7.1 14. in t 120.8 7.8 10.4 4.0 3.0 The weights are for standard engines with semi-built crankshaft of forged throws.2 Length in m 11.5 1.6 1. in t 111. in t 85.3 6.1 Length in m 7. the weights for these components are not included on dispatch pattern.4 8.8 4.2 2.6 29. However.4 36.9 32.4 6.03: Dispatch pattern 412 000 002 198 28 02 9.9 3.3 Length in m 5.3 57.1 63.1 41.2 2.9 10.6 6.2 41. 178 21 86-7. All masses and dimensions in the dispatch pattern are therefor approximate and do not include packing and lifting tools.8 3. in t 77.3 39. 9.4 1.2 22.1 10.2 7.4 2.8 6.0 8.2 5.2 22.4 5.7 5 cylinders Mass. in t Length in m 8.0 37.9 6.9 1.MAN B&W Diesel A/S L35MC Project Guide 4 cylinders Pattern Section Mass.9 37.6 1.1 7.8 1.4 8. in t 59.4 25.7 2.0 21.7 2.0 3.2 42.8 7.7 8.8 1.7 24.1 54.5 Length in m 7. Type of turbocharger and the choice of cast/welded or forged compontent design may increase the total weight up to 10%.7 3.3 57.1 6.) size of turning wheel.8 5.2 50.7 11 cylinders Mass.8 2.9 7 cylinders Mass. The final weights are to be confirmed by the engine supplier.7 5.5 67.4 2.7 25.8 29.7 46.06 . in t 67.2 11.8 34.5 4.2 8.2 4.8 5.4 4.8 7.2 8. as variations in major engine components fur to the use of local standards (plate thickness etc.1 41. Turning wheel is isupposed to be of 1.2 50.8 Length in m 10.2 5.9 1. Moment compensators and tuning wheel are not included in dispatch pattern outline.1 Pattern Section 9 cylinders Mass.4 5.3 6 cylinders Mass.2 27.7 3.0 58. Only for Germanischer Lloyd: • 0.50 hour running at 110% of specified MCR. Shipowner. the engine is to be carefully tested on diesel oil in the presence of representatives of Yard. All tests are to be carried out on diesel or gas oil.50 hour at 90% of specified MCR if SFOC is guaranteed at specified MCR* • 1. 178 30 24-4.3 Fig. Classification Society. all temperature and pressure levels etc. Fuel oil analysis is to be presented. and MAN B&W Diesel.50 hour running at 50% of specified MCR • 0. 9. stop and reversing from engine side manoeuvring console.00 hour running at optimised power (guaranteed SFOC) or 0. Followed by: • 0. At each load change.MAN B&W Diesel A/S Minimum delivery test: • Starting and manoeuvring test at no load • Load test Engine to be started and run up to 50% of Specified MCR (M) in 1 hour.00 hour running at 100% of specified MCR • 0. etc: • Governor test • Minimum speed test • Overspeed test • Shut down test L35MC Project Guide • Starting and reversing test • Turning gear blocking device test • Start.04: Shop trial running/delivery test: 4 14 001 486 001 010 198 28 03 9. should stabilise before taking new engine load readings.50 hour running at 75% of specified MCR • 1. Before leaving the factory.07 . Governor tests.75 hour running at 110% of specified MCR. MAN B&W Diesel A/S Delivery extent of spares Class requirements CCS: GL: KR: NKK: RINa: RS China Classification Society Germanischer Lloyd Korean Register of Shipping Nippon Kaiji Kyokai Registro Italiano Navale Russian Maritime Register of Shipping Class recommendations ABS: BV: DNVC: LR: L35MC Project Guide American Bureau of Shipping Bureau Veritas Det Norske Veritas Classification Lloyd’s Register of Shipping Cylinder cover. section 902 1 Piston complete (with cooling pipe). and a sufficient number of valve parts. section 903 Mechanical cylinder lubricator. BCU and SBU Light emitting diodes for visual feed back 2 indication Shaft encoder coupling (for engines with 1 trigger ring at the turning wheel one tacho pick up is supplied) Pressure gauge for accumulator 2 Connecting rod. NKK. section 907 1 Starting valve. if different for "ahead" and "astern" Chain drive. section 903 1 Cylinder liner with sealing rings and gaskets 1/2 set Studs for 1 cylinder cover Cylinder lubricator. piston rings and stuffing box.05a: List of spares. excluding the body. Rexroth 006D200W 2 O-rings 4 3A. CCS. GL. section 908 Exhaust valves complete (1 for GL) 2 1 Pressure pipe for exhaust valve pipe Fuel pump. chain tightener and intermediate shaft 6 Camshaft chain links (only for ABS. indicator valve and sealing rings (disassembled) Piston. RINa. section 909 1 Fuel pump barrel.3 x 32 mm. complete 2 Copper washer 2 Filter element. and a sufficient number of valve parts. KR. starting and safety valves. LR. DNVC. 1 or Spares for electronic Alpha lubricator 1 set Lubricator 2 Feed back sensor.08 . studs and nuts 1 set Piston rings for 1 cylinder Cylinder liner.3 Fig. exhaust. excluding the body. section 906 1 Of each type of bearings for: Camshaft at chain drive. RS and IACS: Two fuel valves per cylinder for all cylinders on one engine. complete Exhaust valve. complete with plunger 1 High-pressure pipe. section 904 1 Telescopic pipe with bushing for 1 cylinder 1 Crankpin bearing shells in 2/2 with studs and nuts 1 Crosshead bearing shell lower part with studs and nuts 2 Thrust piece Main bearing and thrust block. NKK and RS) 1 Mechanically driven cylinder lubricator drive: 6 chain links or gear wheels 1 Guide ring 2/2 for camshaft bearing Starting valve. 3 pcs. to form with those fitted on each cylinder for a complete engine set DNVC: Fuel valves for all cylinders on one engine BV. 6 for MCU. each type 1 Suction and puncture valve. piston rod. section 905 1 set Thrust pads for one face of each size. 12A ceramic fuses 6. to form with those fitted on each cylinder for a complete engine set 178 33 96-9. section 901 and others 1 Cylinder cover complete with fuel. and crosshead bearing. section 909 ABS: Two fuel valves per cylinder for half the number of cylinders on one engine. unrestricted service: 4 87 601 467 601 005 198 28 04 9. complete Fuel valve. 9. LR. if any Scavenge air blower. unrestricted service: 4 87 601 467 601 005 198 28 04 9.05b: List of spares. section 911 1 Safety valve. if applied 1 set Packing for blower wheel Safety valve.09 . rotor shaft. section 912 1 Main bearing shell in 2/2 of each size 1 set Studs and nuts for 1 main bearing a) Only required for RS and recommended for DNVC. section 910 1 Set of maker’s standard spare parts 1 a) Spare rotor for one turbocharger. 9. 178 33 96-9. including: compressor wheel. complete Bedplate. section 910 1 set a) Rotor. rotor shaft with turbine blades and partition wall.MAN B&W Diesel A/S L35MC Project Guide Turbocharger. The section figures refer to the instruction books. To be ordered separately as option: 4 87 660 for other classification societies.3 Fig. Subject to change without notice. gear wheel or equivalent working parts 1 set Bearings for electric motor 1 set Bearings for blower wheel 1 Belt. option: 4 87 603 487 603 020 198 28 05 9. 9. section 90301 50 % Studs for cylinder cover (1cyl. 12A ceramic fuses 6.3 Fig. BCU and SBU Light emitting diodes for visual feed back 2 indication Shaft encoder coupling (for engines with 1 trigger ring at the turning wheel one tacho pick up is supplied) Pressure gauge for accumulator 2 Connecting rod and crosshead.3 x 32 6 mm. section 90601 Guide bar 4 1 set Locking plates and lock washers Chain tightener. section 90611 1 Exhaust cam 1 Fuel cam Indicator drive.cover and liner 50 % Spring housings for fuel valve 4 Hydraulic tool for cylinder cover. section 90305 1 Coupling 3 Discs Electronic Alpha Cylinder Lubricating System. section 90603 2 Locking plates for tightener Camshaft.) 1 Bushing Mechanical lubricator drive. section 90201 1 box Locking wire. for MCU.MAN B&W Diesel A/S L35MC Project Guide For easier maintenance and increased security in operation Beyond class requirements Cylinder cover. section 90101 Studs for exhaust valve 4 Nuts for exhaust valve 4 O-rings for cooling jacket 50 % Cooling jacket 1 Sealing between cyl. section 90161 1 set Hydraulic hoses complete with couplings 8 pcs O-rings with backup rings. lower Piston and piston rod. upper 8 pcs O-rings with backup rings. Rexroth 006D200W 2 O-rings 4 3A. section 90612 100 % Gaskets for indicator valves 3 Indicator valve/cock complete Regulating shaft. for easier maintenance and increased availability. L=63 m Piston rings of each kind 5 D-rings for piston skirt 2 D-rings for piston rod 2 Piston rod stuffing box. section 90205 Self locking nuts 15 O-rings 5 Top scraper rings 5 Pack sealing rings 15 Cover sealing rings 10 Lamellas for scraper rings 120 Springs for top scraper and sealing rings 30 Springs for scraper rings 20 Cylinder frame. section 90618 3 Resilient arm.10 .06a: Additional spare parts beyond class requirements or recommendation. complete 2 Copper washer 2 Filter element. section 90302 Cooling jacket of each kind 1 Non return valves 4 O-rings for one cylinder liner 100 % Gaskets for cooling water connection 50 % O-rings for cooling water pipes 50 % Cooling water pipes between liner and 100 % cover for one cylinder * % Refer to one cylinder 178 33 97-0. section 90401 1 Telescopic pipe 2 Thrust piece Chain drive and guide bars. complete Cylinder liner and cooling jacket. 3 pcs. section 90306 Lubricator 2 Feed back sensor. complete 100 % O-rings for high pressure pipes 4 Sealing discs Cooling water outlet. complete 5 O-rings of each kind Valve gear. complete 3 Springs 50 % Discs. section 90801 Exhaust valve spindle 1 Exhaust valve seat 1 O-ring exhaust valve/cylinder cover 50 % Piston rings 4 Guide rings 50 % Sealing rings 50 % Safety valves 50 % Gaskets and O-rings for safety valve 100 % Piston complete 1 Damper piston 1 O-rings and sealings between air piston 100 % and exhaust valve housing/spindle Liner for spindle guide 1 Gaskets and O-rings for cool. for easier maintenance and increased availability.w. complete 2 Spare parts set for air cylinder Fuel valve. +30 bar 200 % Thrust spindles 3 Non return valve (if mounted) 3 * % Refer to one engine 178 33 97-0. section 90805 Roller guide complete 1 Shaft pin for roller 2 Bushing for roller 2 Discs 4 Non return valve 2 Piston rings 4 Discs for spring 4 Springs 2 Roller 2 Valve gear. gaskets and lock washers 50 % Fuel pump gear. details. section 90810 Ball valve 2 Butterfly valve 1 Compensator 1 1 set Gaskets for butterfly valve and compensator Fuel pump.11 .conn. details. section 90904 Shock absorber.MAN B&W Diesel A/S L35MC Project Guide Arrangement of engine side console. section 90910 Fuel nozzles 100 % O-rings for fuel valve 100 % Spindle guides. section 90902 Fuel pump roller guide. slow turning 1 *) Repair kit for ball valve.3 Fig. 9. section 90806 1 High pressure pipe. section 90621 2 Pull rods Main starting valve. complete 1 Internal spring 1 External spring 1 Sealing and wearing rings 100 % Felt rings 4 Fuel pump gear. O-rings. section 90905 1 Reversing mechanism. reversing mechanism. section 90903 50 % O-rings for lifting tool Fuel pump gear. complete 1 Suctions valves 3 Puncture valves 3 Sealings. section 90702 Repair kit for main actuator 1 Repair kit for main ball valve 1 *) Repair kit for actuator. option: 4 87 603 487 603 020 198 28 05 9. 100 % Conical ring in 2/2 1 O-rings for spindle/air piston 100 % Non-return valve 100 % Valve gear. slow turning 1 *) if fitted Starting valve. details. complete 1 Shaft pin for roller 2 Bushings for roller 2 Internal springs 2 External springs 2 Sealings 100 % Roller 2 Fuel pump gear.06b: Additional spare parts beyond class requirements or recommendation. section 90802 3 Filter. section 90901 Top cover 1 Plunger/barrel. section 90704 Locking plates 2 Piston 2 Spring 2 Bushing 2 O-ring 100 % Valve spindle 1 Exhaust valve. 9. complete with bearings. section 91005 16 Iron blocks (Corrosion blocks) Safety valve. complete Arrangement of safety cap. option: 4 87 660 Spare part set for turbocharger 1 Scavenge air receiver. section 91101 100 % Gasket for safety valve 2 Safety valve. section 91000 1 Spare rotor. section 90915 1 Overflow valve.3 Fig. the percentage refers to one engine Liable to change without notice 178 33 97-0. complete of each kind 100 % O-rings for high pressure pipes Overflow valve. complete 1 O-rings of each kind Turbocharger.12 . section 90913 1 High pressure pipe. section 91003 1 Compensator between TC and receiver 2 Compensator between exhaust valve and receiver 1 set Gaskets for each compensator Air cooler.MAN B&W Diesel A/S L35MC Project Guide Fuel oil high pressure pipes. for easier maintenance and increased availability. option: 4 87 603 487 603 020 198 28 05 9.06c: Additional spare parts beyond class requirements or recommendation. section 91104 100 % Bursting disc The section figures refer to the instruction book Where nothing else is stated. section 91001 2 Non-return valves complete 1 Compensator Exhaust pipes and receiver. 13 .07a: Wearing parts.2. 10 years’ service of a new engine. each including the components stated in table A.3. In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours’ service.. The average expected consumption of wearing parts is stated in tables B for 1. the extent stated for each group in table A is to be multiplied by the figures stated in the table B (see the arrow). 1 set 1 set 1 set 1 set 1 set 1 set 1 1 set 1 set 1 set 1 set 5 6 90801 90801 1 1 set 1 set 1 set 1 set 7 90801 1 2 1 set 8 9 10 90801 90805 90901 1 1 set 1 set 1 set 1 1 1 set 11 90910 1 1 1 set 12 13 14 1 1 1 set 2 Descriptions Piston rings for 1 cylinder O-rings for 1 cylinder Lamella rings 3/3 for 1 cylinder O-rings for 1 cylinder Top scraper rings 4/4 for 1 cylinder Sealing rings 4/4 for 1 cylinder Cylinder liner Outer O-rings for 1 cylinder O-rings for cooling water connections for 1 cylinder Gaskets for cooling water connection’s for 1 cylinder Sealing rings for 1 cylinder Exhaust valve spindle Piston rings for exhaust valve air piston and oil piston for 1 cylinder O-rings for water connections for 1 cylinder Gasket for cooling for water connections for 1 cylinder O-rings for oil connections for 1 cylinder Spindle guide Air sealing ring Guide sealing rings for 1 cylinder Exhaust valve bottom piece O-rings for bottom piece for 1 cylinder Bushing for roller guides for 1 cylinder Washer for 1 cylinder Plunger and barrel for fuel pump Suction valve complete O-rings for 1 cylinder Fuel valve nozzle Spindle guide complete O-rings for 1 cylinder Slide bearing for turbocharger for 1 engine Guide bearing for turbocharger for 1 engine Guide bars for 1 engine Set bearings for auxiliary blowers for 1 engine The wearing parts are divided into 14 groups. 9.2 Fig. a service year being assumed to be of 6000 hours. option: 4 87 629 487 611 010 198 28 07 9. 178 33 98-2. 1 2 3 4 Plate 90201 90205 90205 90302 Qty. for the cylinder No.MAN B&W Diesel A/S L35MC Project Guide Table A Group No.. and service hours in question. 2 487 611 010 198 28 07 9. lamella rings Set of piston rod stuffing box. sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 0 0 0 0 0 4 0 0 0 0 0 0 0 0 5 0 0 0 0 0 5 0 0 0 0 0 0 0 0 6 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0-6000 L35MC Project Guide 0-12000 Number of cylinders 9 0 0 0 0 0 9 0 0 0 0 0 0 0 0 10 11 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 4 0 0 0 8 0 0 0 0 0 0 0 0 5 5 5 0 0 0 0 0 0 0 0 0 0 0 6 6 6 0 0 0 0 0 0 0 0 0 0 0 7 7 7 0 0 0 0 0 0 0 0 0 0 0 8 8 8 0 0 0 0 0 0 0 0 0 0 0 9 9 9 0 0 0 0 0 0 0 0 0 0 0 10 11 12 10 11 12 10 11 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 0 0 0 0 7 0 0 0 0 0 0 0 0 8 0 0 0 0 0 8 0 0 0 0 0 0 0 0 10 11 12 10 12 14 16 18 20 22 24 Table B Service hours Group No. lamella rings Set of piston rod stuffing box.MAN B&W Diesel A/S Table B Service hours Group No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box.14 . 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box. sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 4 4 0 0 0 4 0 0 0 8 0 0 0 5 5 5 0 0 0 5 0 0 0 0 0 0 ¯ 6 6 6 0 0 0 6 0 0 0 0 0 0 0-18000 Number of cylinders 7 7 7 0 0 0 7 0 0 0 0 0 0 8 8 8 0 0 0 8 0 0 0 0 0 0 9 9 9 0 0 0 9 0 0 0 0 0 0 10 11 12 10 11 12 10 11 12 0 0 0 0 0 0 0 0 0 4 8 8 4 0 0 4 0 0 0 8 1 0 1 5 6 0-24000 7 8 9 10 11 12 10 12 14 16 18 20 22 24 10 12 14 16 18 20 22 24 5 0 0 5 0 0 0 1 0 1 6 0 0 6 0 0 0 1 0 1 7 0 0 7 0 0 0 1 0 1 8 0 0 8 0 0 0 1 0 1 9 0 0 9 0 0 0 1 0 1 10 11 12 0 0 0 0 0 0 12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48 10 11 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 11 12 0 0 0 1 0 1 0 0 0 1 0 1 0 0 0 1 0 1 10 12 14 16 18 20 22 24 10 12 14 16 18 20 22 24 Fig.07b: Wearing parts. option: 4 87 629 178 30 98-2.9. 07c: Wearing parts. option: 4 87 629 487 611 010 198 28 07 9. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box. sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 5 6 0-42000 Number of cylinders 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12 12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48 12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48 8 0 4 10 12 14 16 18 20 22 24 0 5 0 6 0 7 0 8 0 9 0 0 0 8 0 4 10 12 14 16 18 20 22 24 0 5 0 6 0 7 0 8 0 9 0 0 0 0-48000 10 11 12 10 11 12 28 35 42 49 56 63 70 77 84 32 40 48 56 64 72 80 88 96 12 15 18 21 24 27 30 33 36 12 15 18 21 24 27 30 33 36 4 4 4 1 1 1 5 5 5 1 1 1 6 6 6 1 1 1 7 7 7 1 1 1 8 8 8 1 1 1 9 9 9 1 1 1 10 11 12 10 11 12 10 11 12 1 1 1 1 1 1 1 1 1 4 4 4 2 1 2 5 5 5 2 1 2 6 6 6 2 1 2 7 7 7 2 1 2 8 8 8 2 1 2 9 9 9 2 1 2 10 11 12 10 11 12 10 11 12 2 1 2 2 1 2 2 1 2 16 20 24 28 32 36 40 44 48 24 30 36 42 48 54 60 66 72 178 30 98-2. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box.MAN B&W Diesel A/S L35MC Project Guide Table B Service hours Group No. lamella rings Set of piston rod stuffing box.2 Fig. lamella rings Set of piston rod stuffing box. sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 8 8 4 0 0 8 0 0 0 8 1 0 1 5 6 0-30000 Number of cylinders 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36 5 0 0 6 0 0 7 0 0 8 0 0 9 0 0 10 11 12 0 0 0 0 0 0 4 0 4 8 4 4 4 1 1 1 5 0 5 6 0 6 7 0 7 8 0 8 9 0 9 10 11 12 0 0 0 0-36000 10 11 12 20 25 30 35 40 45 50 55 60 24 30 36 42 48 54 60 66 72 10 12 14 16 18 20 22 24 0 0 0 1 0 1 0 0 0 1 0 1 0 0 0 1 0 1 0 0 0 1 0 1 0 0 0 1 0 1 0 0 0 1 0 1 0 0 0 1 0 1 0 0 0 1 0 1 10 12 14 16 18 20 22 24 5 5 5 1 1 1 6 6 6 1 1 1 7 7 7 1 1 1 8 8 8 1 1 1 9 9 9 1 1 1 10 11 12 10 11 12 10 11 12 1 1 1 1 1 1 1 1 1 10 12 14 16 18 20 22 24 16 20 24 28 32 36 40 44 48 Table B Service hours Group No. 9.15 . option: 4 87 629 487 611 010 198 28 07 9. lamella rings Set of piston rod stuffing box. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Description Set of piston rings Set of piston rod stuffing box.2 Fig. sealing rings Cylinder liners Exhaust valve spindles O-rings for exhaust valve Exhaust valve guide bushings Exhaust seat bottom pieces Bushings for roller guides for fuel pump and exhaust valve Fuel pump plungers Fuel valve guides and atomizers Set slide bearings per TC Set guide bars for chain drive Set bearings for auxiliary blower 4 5 6 0-54000 Number of cylinders 7 8 9 10 11 12 4 5 6 7 8 9 10 11 55 55 33 0 11 11 0 44 11 11 11 66 2 1 2 12 60 60 36 0 12 12 0 48 12 12 12 72 2 1 2 16 20 24 28 32 36 40 44 48 20 25 30 35 40 45 50 16 20 24 28 32 36 40 44 48 20 25 30 35 40 45 50 8 0 4 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 0 5 0 6 0 7 0 8 0 9 0 0 0 0 4 0 5 0 6 0 7 0 8 0 9 0 10 0-60000 10 11 12 36 45 54 63 72 81 90 99 10 40 50 60 70 80 90 10 8 0 16 20 24 28 32 36 40 44 48 16 20 24 28 32 36 40 4 4 4 5 5 5 6 6 6 7 7 7 8 8 8 9 9 9 10 11 12 10 11 12 10 11 12 4 4 4 5 5 5 6 6 6 7 7 7 8 8 8 9 9 9 10 10 10 24 30 36 42 48 54 60 66 72 24 30 36 42 48 54 60 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 2 1 2 178 33 98-2.07d: Wearing parts.MAN B&W Diesel A/S L35MC Project Guide Table B Service hours Grou pNo. 9.16 . 9.0 487 601 007 198 28 08 9.17 . dimensions and masses 178 22 03-6.08: Large spare parts.MAN B&W Diesel A/S L35MC Project Guide Cylinder liner 344 kg Cylinder liner inclusive cooling jacket 390 kg Exhaust valve 192 kg Piston complete with piston od 245 kg Cylinder cover 278 kg Cylinder cover inclusive starting and fuel valves valves 292 kg Rotor for turbocharger Type NA40 55 kg Rotor for turbocharger Type VTR454 252 kg All dimensions are given in mm Fig. 2 Ordinary hand tools Torque spanner Socket spanner Internal hexagon spanner Combination ring and fork spanner Ring ram spanner Fork ram spanner Pliers for circlip Special spanner 909 1 904 Crosshead and connecting rod 1 Lifting tool for crosshead 1 set Crosshead and crankpin bearing bolt for hydraulic jack 1 set Support of crosshead 905 1 set 1 1 1 set 906 1 1 1 1 Crankshaft and main bearing Dismantling tools for main bearing shell Thrust bearing. turning dog Crankcase relief valve testing tool Main bearing stud for hydraulic jack Camshaft.3 Miscellaneous set Shackle set Eye-bolt Indicator set Feeler blade Crankshaft alignment indicator set Chain tackles Mass of the complete set of tools: Approximately 475 kg Fig. chain drive and reversing mechanism set Pin gauge for gear set Chain assembling tool set Chain disassembling tool Pin gauge for top dead centre 1 1 1 1 1 1 1 1 set set set set set set set 908 Exhaust valve and valve gear 1 set Exhaust valve spindle and seat.18 .MAN B&W Diesel A/S L35MC Project Guide 901 Cylinder cover 1 set Milling and grinding tool for exhaust valve seats + fuel valve seat 1 set Fuel valve extractor 1 set Cylinder cover stud. checking template 1 set Exhaust valve disassembling tool 1 set Lifting device for roller guide 1 set Hydraulic jack for exhaust valve stud 1 1 1 1 1 1 913. hydraulic jack 1 set Milling and grinding tool for starting valve 902 1 set 1 1 1 set 1 set 1 set 1 set Piston with rod and stuffing box Lifting gear for piston Guide ring for piston Support iron for piston Piston overhaul tool Stuffing box overhaul tool Lifting gear for cylinder liner Cylinder liner measuring tool Fuel valve and fuel pump Fuel valve pressure and spray control device 1 set Fuel oil high pressure pipe and connection overhaul tool 1 set Tools for mounting seals 1 set Cleaning tool nozzle 910 Turbocharger and air cooler system 1 set Turbocharger overhaul tool 1 set Air cooler cleaning tool 912 Main part assembling 1 set Staybolt hydraulic jack 913 General tools 913. pneumatically operated 1 set High pressure hose and connection 1 Hydraulic jack assembling device 1 Hydraulic pump.1 Accessories 1 Hydraulic pump. 9. manually opened 913.09: Standard tools: 4 88 601 488 601 004 198 28 09 9. 19 .0 Pos.10b: Dimensions and masses of tools 488 601 004 198 28 09 9. 1 2 3 4 Sec.MAN B&W Diesel A/S L35MC Project Guide 178 22 08-5. 902 902 902 902 Description Pressure test tool piston Lifting tool for piston Support iron for piston Collar ring for piston Mass in kg 6 10 25 12 Fig. 9. 902 902 902 905 906 906 Description Crossbar for cylinder liner Guide ring for piston Lifting tool for cylinder liner Lifting tool for crankshaft Pin gauge for crankshaft gauge for camshaft Mass in kg 16 6 6 16 0. 5 6 7 8 9 10 Sec.MAN B&W Diesel A/S L35MC Project Guide 178 22 09-7.9.4 0.4 Fig.10c: Dimensions and masses of tools 488 601 004 198 28 09 9.0 Pos.20 . MAN B&W Diesel A/S L35MC Project Guide 178 34 79-7.11: Dimensions and masses of tools 488 601 004 198 28 09 9. 909 Description Fuel valve pressure control device Mass in kg 100 Fig.21 .1 Sec.9. 12: Tool panels. piston rod and stuffing box Cylinder liner Crosshead and connecting rod Crankshaft and main bearing Mass in kg 46 2 31 Fig. option: 4 88 660 488 601 004 198 28 09 9. 901 907 909 911 902 903 904 905 Description Cylinder cover Starting air system Fuel valve and fuel pump Safety equipment Piston.0 Pos 1 No.MAN B&W Diesel A/S L35MC Project Guide 178 22 15-6.22 .9. Project Support & Documentation 10 . The knowledge accumulated over many decades by MAN B&W Diesel covering such fields as the selection of the best propulsion machinery. shipbuilders and ship designers alike. optimisation of the engine installation. then a more detailed project can be carried out based on the “Project Guide” for the specific engine type selected. The selection of the ideal propulsion plant for a specific newbuilding is a comprehensive task. is available from our agents. Part of this information can be found in the following documentation • Publications • Engine Selection Guide • Project Guides • Computerised Engine Application System • Extent of Delivery • Installation documentation. it is of the utmost importance for the end-user that the right choice is made.01 . Copenhagen. The Guide gives a general view of the MAN B&W two-stroke MC Programme and includes information on the following subjects: • Engine data • Engine layout and load diagrams specific fuel oil consumption • Turbocharger choice • Electricity production. However. describing the general technical features of that specific engine type..MAN B&W Diesel A/S 10 Project Support and Documentation MAN B&W Diesel is capable of providing a wide variety of support for the shipping and shipbuilding industries all over the world. depending on the contents specified in the contract and on the individual licensee supplying the engine. The information is general.dk under "Libraries". After selecting the engine type on the basis of this general information. and after making sure that the engine fits into the ship’s design.manbw. including power take off • Installation aspects • Auxiliary systems • Vibration aspects. is available to shipowners. vibration aspects. An "Order Form" for such printed matter listing the publications currently in print. overseas offices or direct from MAN B&W Diesel A/S. the publication is also available at the Internet address www. 402 000 500 198 28 10 10. b a+b Project Guides For each engine type a “Project Guide” has been prepared. choice and suitability of a Power Take Off for a specific project. and also including some optional features and equipment. from where it can be downloaded b This information is available on CD-ROM All publications are available in print. a+b a+b a+b L35MC Project Guide Engine Selection Guide The “Engine Selection Guide” is intended as a tool to provide assistance at the very initial stage of the project work. a For your information. environmental control etc. and some deviations may appear in a final engine documentation. as this selection is a key factor for the profitability of the ship. manbw. tanks. etc. consultants. structure borne Preheating of diesel engine Utilisation of jacket cooling water heat. and for this purpose we have developed a “Computerised Engine Application System”. coolers. There are two versions of the EoD: • Extent of Delivery for 98 . please refer to our publication: 402 000 500 198 28 10 10. Content of Extent of Delivery The “Extent of Delivery” includes a list of the basic items and the options of the main engine and auxiliary equipment and. such as: • • • • • • • • • • • • • • • • • • • Estimation of ship’s dimensions Propeller calculation and power prediction Selection of main engine Main engines comparison Layout/load diagrams of engine Maintenance and spare parts costs of the engine Total economy – comparison of engine rooms Steam and electrical power – ships’ requirement Auxiliary machinery capacities for derated engine Fuel and lube oil consumption – exhaust gas data Heat dissipation of engine Utilisation of exhaust gas heat Water condensation separation in air coolers Noise – engine room. engine pipe connections. yard and engine maker during the project stage. PMI. as well as specific information on such subjects as: • • • • • • • • Engine outline. it is divided into the systems and volumes stated below: General information 4 00 xxx General information 4 02 xxx Rating 4 03 xxx Direction of rotation 4 06 xxx Rules and regulations 4 07 xxx Calculation of torsional and axial vibrations 4 09 xxx Documentation 4 11 xxx Voltage on board for electrical consumers 4 12 xxx Dismantling and packing and shipping of engine 4 14 xxx Testing of diesel engine 4 17 xxx Supervisors and advisory work Propeller equipment 4 20 xxx Propeller 4 21 xxx Propeller hub 4 22 xxx Stern tube 4 23 xxx Propeller shaft 4 24 xxx Intermediate shaft For further information.dk under "Libraries".02 .305: “MAN B&W Diesel Computerised Engine Application System” This publication is available at the Internet address www. Computerised Engine Application System Further customised information can be obtained from MAN B&W Diesel A/S. exhaust gas.50 type engines. CoCoS. from where it can be downloaded.26 type engines. L35MC Project Guide P. etc. and • Extent of Delivery for 46 .MAN B&W Diesel A/S The Project Guides comprise an extension of the general information in the Engine Selection Guide. Description of piping system on engine Details of the manoeuvring system Instrumentation. by means of which specific calculations can be made during the project stage. Dispatch pattern Testing Spare parts Tools. regarding the scope of supply and the alternatives (options) available for MAN B&W two-stroke MC engines. FW production Starting air system Exhaust gas back pressure Engine room data: pumps. etc. Extent of Delivery The “Extent of Delivery” (EoD) sheets have been compiled in order to facilitate communication between owner. without taking into consideration any specific requirements from the classification society. miscellaneous L35MC Project Guide We base our first quotations on a scope of supply mostly required. The engine layout drawings in volume “B” will. These will be forwarded within 4 weeks from order. designed for attended machinery space (AMS).03 . The “options” are extra items that can be alternatives to the “basic” or additional items available to fulfil the requirements/functions for a specific project. a complete set of documentation. alarm and remote indication 4 78 xxx Electrical wiring on engine Miscellaneous 4 80 xxx Miscellaneous 4 81 xxx Painting 4 82 xxx Engine seating 4 83 xxx Galleries 4 85 xxx Power Take Off 4 87 xxx Spare parts 4 88 xxx Tools Remote control system 4 95 xxx Bridge control system Description of the “Extent of Delivery” The “Extent of Delivery” (EoD) is the basis for specifying the scope of supply for a specific order. but the Installation Documentation will only cover the order-relevant designs. which is the so called “Copenhagen Standard EoD”. The “basic” items defines the simplest engine. in each case. Installation Documentation When a final contract is signed. will be supplied to the buyer by the engine maker. The filled-in EoD is often used as an integral part of the final contract. in the following called “Installation Documentation”. which are marked with an asterisk *. The list consists of “basic” and “optional” items. safety.MAN B&W Diesel A/S 4 25 xxx 4 26 xxx Propeller shaftline Propeller. Diesel engine 4 30 xxx Diesel engine 4 31 xxx Torsional and axial vibrations 4 35 xxx Fuel oil piping 4 40 xxx Lubricating oil piping 4 42 xxx Cylinder lubricating oil piping 4 43 xxx Piston rod stuffing box drain piping 4 45 xxx Low temperature cooling water piping 4 46 xxx Jacket cooling wate pipingr 4 50 xxx Starting and control air piping 4 54 xxx Scavenge air cooler 4 55 xxx Scavenge air piping 4 59 xxx Turbocharger 4 60 xxx Exhaust gas piping 4 65 xxx Manoeuvring system 4 70 xxx Local instrumentation 4 75 xxx Monitoring. This includes: • Items for Unattended Machinery Space • Minimum of alarm sensors recommended by the classification societies and MAN B&W • Moment compensator for certain numbers of cylinders • MAN B&W turbochargers • Slow turning before starting • Spare parts either required or recommended by the classification societies and MAN B&W • Tools required or recommended by the classification societies and MAN B&W. be customised according to the buyer’s requirements and the engine manufacturer’s pro- 402 000 500 198 28 10 10. The “Installation Documentation” is normally divided into the “A” and “B” volumes mentioned in the “Extent of Delivery” under items: 4 09 602 Volume “A”’: Mainly comprises general guiding system drawings for the engine room 4 09 603 Volume “B”: Mainly comprises specific drawings for the main engine itself Most of the documentation in volume “A” are similar to those contained in the respective Project Guides. the yard or the owner. tracing Fuel oil pipes. emergency control Sequence diagram Manoeuvring system Diagram of manoeuvring console 924 Oil mist detector Oil mist detector 402 000 500 198 28 10 10. normally within 3-6 months from order. O-rings Instructions Packings Gaskets. The drawings of volume “A” are available on disc. in scavenge box Engine-relevant documentation 901 Engine data External forces and moments Guide force moments Water and oil in engine Centre of gravity Basic symbols for piping Instrument symbols for piping Balancing 915 Engine connections Scaled engine outline Engine outline List of flanges/counterflanges Engine pipe connections Gallery outline 921 Engine instrumentation List of instruments Connections for electric components Guidance values for automation 923 Manoeuvring system Speed correlation to telegraph Slow down requirements List of components Engine control system. L35MC Project Guide 925 Control equipment for auxiliary blower Electric panel for auxiliary blower Control panel Electric diagram Auxiliary blower Starter for el. The maximum size available is A1.MAN B&W Diesel A/S duction facilities. The documentation will be forwarded. as soon as it is ready. but the extent may vary from order to order. motors 932 Shaft line Crankshaft driving end Fitted bolts 934 Turning gear Turning gear arrangement Turning gear. drain pipes Scavenge air pipes Air cooler cleaning pipes Exhaust gas pipes Steam extinguishing. air cooler Jacket water cooling pipes Fuel oil drain pipes Fuel oil pipes Fuel oil pipes. control system Turning gear. The following list is intended to show an example of such a set of Installation Documentation. sealings. with motor 936 Spare parts List of spare parts 939 Engine paint Specification of paint 940 Gaskets. sealings. The documentation forwarded will normally be in size A4 or A3. description Electric box. O-rings 950 Engine pipe diagrams Engine pipe diagrams Bedplate drain pipes Instrument symbols for piping Basic symbols for piping Lube and cooling oil pipes Cylinder lube oil pipes Stuffing box drain pipes Cooling water pipes. As MAN B&W Diesel A/S and most of our licensees are using computerised drawings (Cadam). insulation Air spring pipe. exhaust valve Control and safety air pipes Starting air pipes Turbocharger cleaning pipe Scavenge air space.04 . 05 . dimensions 917 Engine room crane Engine room crane capacity 918 Torsiograph arrangement Torsiograph arrangement 919 Shaft earthing device Earthing device 920 Fire extinguishing in scavenge air space Fire extinguishing in scavenge air space 921 Instrumentation Axial vibration monitor 926 Engine seating Profile of engine seating Epoxy chocks Alignment screws 927 Holding-down bolts Holding-down bolt Round nut Distance pipe Spherical washer Spherical nut Assembly of holding-down bolt Protecting cap Arrangement of holding-down bolts 928 Supporting chocks Supporting chocks Securing of supporting chocks 929 Side chocks Side chocks Liner for side chocks. concave Spherical washer. bracing Exhaust pipe system. starboard Liner for side chocks. port side 930 End chocks Stud for end chock bolt End chock Round nut Spherical washer. alarm device 909 Central cooling system Central cooling water system Deaerating tank Deaerating tank. convex Engine room-relevant documentation 901 Engine data List of capacities Basic symbols for piping Instrument symbols for piping 902 Lube and cooling oil Lube oil bottom tank Lubricating oil filter Crankcase venting Lubricating oil system Lube oil outlet 904 Cylinder lubrication Cylinder lube oil system 905 Piston rod stuffing box Stuffing box drain oil cleaning system 906 Seawater cooling Seawater cooling system 907 Jacket water cooling Jacket water cooling system Deaerating tank Deaerating tank.MAN B&W Diesel A/S Oil mist detector pipes Pressure gauge pipes L35MC Project Guide 914 Exhaust gas Exhaust pipes. alarm device 910 Fuel oil system Fuel oil heating chart Fuel oil system Fuel oil venting box Fuel oil filter 911 Compressed air Starting air system 912 Scavenge air Scavenge air drain system 913 Air cooler cleaning Air cooler cleaning system 402 000 500 198 28 10 10. outline Preservation instructions 941 Shop trials Shop trials.06 . sealings. if fitted 936 Spare parts dimensions Connecting rod studs Cooling jacket Crankpin bearing shell Crosshead bearing Cylinder cover stud Cylinder cover Cylinder liner Exhaust valve Exhaust valve bottom piece Exhaust valve spindle Exhaust valve studs Fuel pump barrel with plunger Fuel valve Main bearing shell Main bearing studs Piston complete Starting valve Telescope pipe Thrust block segment Turbocharger rotor 940 Gaskets. O-rings Gaskets. engine installation drawings Installation of engine on board Dispatch pattern 1. delivery test Shop trial report 942 Quay trial and sea trial Stuffing box drain cleaning Fuel oil preheating chart Flushing of lube oil system Freshwater system treatment Freshwater system preheating Quay trial and sea trial Adjustment of control air system Adjustment of fuel pump Heavy fuel operation Guidance values – automation 945 Flushing procedures Lubricating oil system cleaning instruction 949 Material sheets MAN B&W Standard Sheets Nos: • S19R • S45R • S25Cr1 • S34Cr1R • C4 Tools 926 Engine seating Hydraulic jack for holding down bolts Hydraulic jack for end chock bolts 402 000 500 198 28 10 10. O-rings L35MC Project Guide Engine production and installation-relevant documentation 935 Main engine production records. or Dispatch pattern 2 Check of alignment and bearing clearances Optical instrument or laser Alignment of bedplate Crankshaft alignment reading Bearing clearances Check of reciprocating parts Reference sag line for piano wire Check of reciprocating parts Piano wire measurement of bedplate Check of twist of bedplate Production schedule Inspection after shop trials Dispatch pattern. sealings.MAN B&W Diesel A/S Assembly of end chock bolt Liner for end chock Protecting cap 932 Shaft line Static thrust shaft load Fitted bolt 933 Power Take Off List of capacities PTO/RCF arrangement. main tools 938 Tool panel Tool panels Auxiliary equipment 980 Fuel oil unit.MAN B&W Diesel A/S 937 Engine tools List of tools Outline dimensions. if delivered 990 Exhaust silencer. if delivered 995 Other auxiliary equipment L35MC Project Guide 402 000 500 198 28 10 10.07 .