MAN B&W Marine Engine L4045 - 5623-1

OPERATING MANUAL FOR DIESEL ENGINES TYPE L 40/45 SERIAL NO. MAN B&W DIESEL AKTIENGESELLSCHAFT STADTBACHSTRASSE 1 D-86153 AUGSBURG D36 5623-1 EINTRODUCTION Our Diesel engines are the result of decades of systematic research and development work. They will meet all service requirements at any time to the full satisfaction of the ‘owner, provided they are properly serviced. Timely execution of the specified maintenance work will ensure efficient operation and long life. The OPERATING MANUAL is intended to help achieve this object. The Operating Manual contains all necessary information for planned maintenance as well as for the general overhaul of the Diesel engine and should therefore be placed in the hands of the operating personnel. A thorough study and repeated reading to commit the instructions to memory will enable the personnel to gain complete understanding of the engine. With this knowledge the personnel will be in the position to run the engine properly, recognize possible irregularities at an early stage and rectify them before serious damage occurs. Proper maintenance and overhaul of the Diesel engine definitely require skilled Personnel. It is understood that the personnel assigned to this work has had the ecessary training and no further mention will be made of it in this operating manual We shall not entertain any guarantee claims based on a lack of particular instructions in this manual in the event of damage caused by faulty handling, Individual parts of the Diesel engine may be altered due to technological development without corresponding changes being made in this operating manual. The text and all data apply at the time of going to print. Letters and enquiries relating to the Diesel engine should include the type and serial number which will be found on the name plate. This publication is copyright. Reprinting and other duplication and for- warding to third parties may only take place with our written approval. weINHALTSVERZEICHNIS Werk-Nr. Betriebsanweisung 036 5623-1 B u 10 Besteller: L 40/45 Dauerleistung .... a kW Datum | Ausgabe Tropenleistung bzw. Aufstelleistung ..... kW (beituft °C, Ladeluftkuhlwasser °C, Aufstellhshe — muber NN), Drehzahi min Mittlerer effektiver Kolbendruck bar Zunddruck bar Mittlere Kolbengeschwindigkeit mis Kraftstoffverbrauch bei Dauerleistung bei Tropen- baw. Aufstelleistung Dieselol ghkWh kwh ‘Schwerdl gkWh ghkWh Erstellungsunterlage: Abgasturbolader typ NA YO — druck-nr. 036 56 47-2 Werk-Nr. Visatron 10025 D/ 10024 E Datum: Woodward-Regler 03074 += D+e | Name: Titelblatt Abschnitt 1 Abschnitt 2 Abschnitt3 Inhaltsverz. 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5625 1017.01-2 | 5625 |050.01-1| 6619 | 113.08-3|5617 1 140.01-1 | 6629 {221.04-1 5600 _{000.11-1]5625 {017.02-1 | 5625 {050.01-2 | $617 | 113.09-1 [5617 | 140.01-2 ; 6682 {000.112 H 7 GEIS 1 113.10-1 | 5817 1 140.024 280.01-1 6682 1000.11-3 [5625 |020.01-1 | 5600 |050.02-1| 6619 | 113.11-1|5625 | 140.03-1 1289.01-1 i 5625 1 020.02-1 i 6619 | 113.1241 i Tpesere 5600 1000.15-1 i 5625 1050,03-1 } Freo.01-1 [6601 1300.01-2 5600 _+000.16-1 | 5625 }020.04-1 | 5625 |050.05-1 | 5625 | 114.01-1[5625 1 160.01-1 | 6601 _|300.01-3 5600 _1000.17-1 : ' 5625 | 11401-2 [5625 _1160.01-2 | 6619 _1302.01-1 3600 {000.181 |5617 {020.05-1 | 5625 1055.01-1 | 5625 | 114.02-1|5625 {161.01-1 | 6619 1302,02-2 5600 1 000.19-1 i 5625 |055.02-1 | $625 | 114.03-1 [5625 $161.01-2 [5625 |322.01-1 5600 1000.20-1 | 5625 {020.061 | 5625 1055.02-2| 5625 | 114.081 t t 5600 1 000.21-1| 5625 | 020.06-2 i t 5625 1 162.01-1 | 5625 {350.01-1 5600 }000.22-1 | 5625 ! 020.06-3 | 5625 | 055.04-1 | 5625 | 120.01-1 |5625 | 162.01-2 | 5625 |350.01-2 5600 | 000.25-1 | 5625 | 020.06-4| 5625 |055.05-1 | 5625 | 120.02-1 t 3625 1350.01-3, 5600 _1000.25-4 ; 5625 | 055.06-1 | 5625 | 120.02-2|5625 | 200.01-1. ; 5600 }000.25-5 | 5625 |021.01-1 | S625 | 055.06-2 H bis $200.01-3 | 5625 1400.01-1 : 5625 |024.02-1 | 5625 | 055.07-1 | 5600 | 125012 i 5625 {400072 5625 1 000.27-1 | 5625 | 021.022 i $600 | 125.02-2 [5625 | 200.02-1 t 5625. |000.28-1 ' 5625 {057.01-1 | 5600 | 125.03-2|bis 1200024 | 5625 1434.0i-1 : ' 5625 }057.01-2 | $600 | 125.08-2 5625 _1434.02-1 + $000.29-1 [5625 }027.01-1 : 5600 | 125.05-2|5625 |200.03-1 [6619 | 434.03-1 bis ¥ 1 000.29-5 | 5625 | 027.02-1 fovt.o1-1 [5600 | 125062 [bis _ | 200.03-3 : ' ' 5625 | 073.01-1 | $600 ! 125.07-2 1 5617 * |490.37-1 reser sas tooor} SO BEOGE [SEIS TIOOOETS SENT aoa bis * |000.30-5 | 5625 | 030.01-2 1100.01-1 [5600 | 125.09-2 [bis + 200.043 [5617 * 1490.39-1 { | 5625 $102.01-1 | 5600 | 125.10-2 i 5625 * 1490.40-1 5600 }000.31-1 1030.02-1 | 5625 + 111.01-1 | 5600 | 125.11-2 ¥203.01-1_ | 5600 * |490.50-2 5600 _1000.32-1 1 030.02-2 | $625 | 111.01-2 | 5600 | 125.12-2 $203.01-2 | Arbeitskarten 5600 1000.33-1 | 5625 1030.03-1| 5625 |111.02-2| 5600 | 125.13-2|5625 | 209.01-1 | Turbolader i : ' ‘ H SchluBblatt 036 5623 4.98 Seite 2 von 2INHALTSVERZEICHNIS L40/45 TABLE OF CONTENTS D36 5623-1 Abschnitt 1 Section 1 Abschnitt 2 Section 2 Abschnitt 3 Section 3 Abschnitt 4 Section 4 Abschnitt 5 Section 5 036 5623-1 D+E TECHNISCHE DATEN Typenbezeichnung, Kurzbeschreibung Leistungsangaben, Verbrauchsangaben Motorabmessungen Zundfolge, Steuerzeiten Betriebstemperaturen und Drucke Gewichte, Spiele Motorbenennungen Qualitatsanforderung fur Kraftstoff, ‘Schmierdl und Kuhlwasser SCHEMABESCHRI Kraftstoffschema ‘Schmierolschema Kahlwasserschema AnlaBschema Regeischema BETRIEB Sicherheitsvorschriften Inbetriebsetzen Abstelien Uberwachung Motoreneinlauf Allgemeine Anweisungen, Schmierol, Wasser, Konservierung Betriebsstorungen WARTUNG Wartungspian Arbeitskarten ERSATZTEILE sighe Ersatzteilkatalog 5.90 TECHNICAL DATA Type designation, brief description Output, consumption Engine specifications Firing order, valve timing Service temperatures and pressures Weights, clearances Definitions Quality requirements for fuel, luboil and water DESCRIPTIONS OF SYSTEMS Fuel system Luboil system Cooling water system Starting system Control system OPERATION Safety regulations Starting Stopping e Monitoring Running in the engine General instructions, luboil, water, conservation Operating difficulties MAINTENANCE Maintenance schedule Work cards SPARE aT see spare parts catalogueTECHNISCHE DATEN TECHNICAL DATA 40/45 Inhaltsverzeichnis Abschnitt 1 Typenbezeichnung, Kurzbeschreibung, Moetorschnitte . Leistungsangaben, Verbrauchsangaben . Motorabmessungen, Zundfolge .. Betriebstempercturen, Betriebs- und Pro- bedrucke .. Gewichte . Spiele. Motorbenennungen .. Quelitétsanforderung an Dieselkraftstoff .. Qualitétsanforderung an Schwersl Viskosittits-Temperatur-Dicgramm Qualitétsanforderung an Schmiersl Qualitiitsanforderung an Kuhlwasser MA Kurzbeschreibung, Betriebsdaten.....++++ bgasturbolader Rohranschlusse, Gewichte .s.eeeereeeeee Spolte und Spiele .....+ eS D36 5625 D+E Lals1 Table of contents Sex Type designation, brief description, engine section ..... Output, consumption ...ssseeeeeee Engine specifications, firing order .. Service temperatures, service and test pressures . Weights . Clearances seeeeeseeeeee Definitions . Quolity requirements for Diesel fuel « Quality requirements for heavy fuel - Viscosity -temperature diagram Quolity requirements for luboil Quolity requirements for cooling water M exhaust turbocharger Brief description, service data...... Pipe connections, weights...+.e+e++ Gops ond clearances «+++ ion 1 Blott/Sheet 2-4 5 5 51 52 5312.78 Mm: N TECHNICAL DATA, L 40/45 1 Mn Type Designation, Brief Description Type Designation The engine carries the type designation L 40/45, wherein: L= In-line engine 40 = Cylinder bore in cm 45 = Stroke in cm The number of cylinders in the engine is placed before the type designation. Thus, the type designation 6L 40/45 stands for a 6-cylinder in-line engine. Description The engine L 40/45 is a single~acting four-stroke engine of trunk piston design with exhaust gas turbocharger and charge air cooling. The 3-digit numbers given in the text indicate the assembly number and serve as cross~ reference to the spare parts catalogue. Cylinder block and crankcase (012) is a very rigid one-piece casting of greycast iron. The bearing covers of the underslung crankshaft are fastened from below and laterally tensioned against the casing. Large openings in the lateral wallls, closed by covers, given ample access to the crank gear. The oil pan of sheet-steel only serves for collecting the lubricating oil which is then drained into a separate tank. Bearing shells of the main bearings (021) are steel backings with a thin lining. The extemal bearing, provided between the camshaft drive gear and the power take-off flange, is designed as locating bearing with axial thrust rings and is bolted to the crankcase. These thrust rings are omitted in the case of marine propulsion engines equipped with a special thrust bearing. Cylinder liners (050) are of special cast iron and are inserted into the crankcase from the top. They have a comparatively deep upper flange with hyperbolic drillings whence cooling water flows from the jacket to an annular gallery, and thence to the cylinder heads, which makes for intensive cooling of the cylinder liner within the range of the combustion space. The individual cylinder heads (055) of cast iron are held down on the crankease by 8 studs with nuts. Fitted in each head are 2 inlet and 2 exhaust valves, a starting valve and the fuel injection valve. The indicator valve and, depending on engine requirements, a relief valve are mounted on the cylinder head with a commen fitting. The forged crankshaft (020) is equipped with counter-weights for good mass equilibrium. The gearwheel for the drive of the timing gear on the drive end of the engine is mounted between the crankshaft proper and a short shaft section which is supported by the thrust bearing and carries the power take-off flange. The torsion vibration damper (027) is mounted on the drive end of the crankshaft and is of the sleeve spring type. The connecting rod (030) is made up of the rod shaft and the crank bearing. The two parts are connected by 4 waisted bolts permitting the piston to be pulled without disturbing the crank bearing. Crank bearings are of the same design as main bearings, made up of steel backings with a thin lining. The bearing cover'is secured to the bearing body by 4 waisted bolts. D36 5623 E 12-1 P.t.o.The composite piston (034) comprises a light-metal skirt and the highly heat and wear resistant piston crown which is made of steel. The two parts are tied together by waisted bolts. Sealing of the combustion space against the crankcase is by 3 compression rings and 1 oil control ring. The piston pin is floatingly seated and located in axial direction by retaining rings. The piston is cooled by lubricating oil supplied through the rifle-drilled connecting rod, The camshaft (101) is arranged on one side of the crankcase. It is seated in steel bac! witha thin lining, same as the crankshaft, which are held against the crankcase by the bearing covers. The camshaft is driven from the crankshaft through a gear train and serves to drive the fuel injection pumps and to actuate the inlet and exhaust valves in the cylinder heads through roller tappets, pushrods and rocker arms, Reversible engines are provided with double cams which permit the engine to be reversed by hydraulic shifting Of the camshaft in axial directi jet valves (113) are equipped with "Rotocop" valve rotators. Valve seat rings the cylinder head and long valve guides provide for long valve life. The exhaust valves (114) are provided with propeller blades on the valve stems to impart @ rotary movement to the valve by the exhaust gases. Exhaust valves are accommodated in valve cages which are cooled down to the valve seat and permit removal of the valve without the need to remove the cylinder head. Injection pumps (200), there is one for each cylinder are of the helical control edge iype and are connected to the fuel injection valve in the cylinder head by a short injection pipe. All points requiring lubrication are connected to the force-feed lubricating system , Piston running surfaces are lubricated by spray nozzles mounted in the crankcase. The lubri oil supplied to the piston pins serves at the same time for cooling the pistons, Cylinder liners, cylinder heads, exhaust valve cages and exhaust gas turbochargers are cooled by water, with separate cooling water circuits for the charge-air cooler and the fuel injection valves. The engine is started by compressed air. The starting valves in the cylinder heads are pneumatically operated by pilot valves. The engine control stand is mounted on the engine and is equipped for the connection of an automatic control system. The load or speed setting is maintained by a Woodward governor (140) . D36 5623 E/1.2-1TECHNICAL DATA Type Designation, Brief Description 140/45 Type Designation The engine carries the type designation | 40/45, wherein: L=__ Indine engine 40. = Cylinder bore incm 4s Stroke in cm The number of cylinders in the engine is placed before the type designation. Thus, the type designation 6L. 40/45 stands for a 6-cylinder in-line engine. Description The engine L 40/45 is a single-acting four-stroke engine of trunk piston design with exhaust gas turbocharger and charge air cooling The 3-digit numbers given in the text indicate the assembly number and serve as cross-reference to the spare parts catalogue Cylinder block and crankcase (012) is a very rigid one-piece casting of greycast iron. The bearing covers of the undersiung crankshaft are fastened from below and laterally tensioned against the casing. Large openings in the lateral walls, closed by covers, given ample access to the crank gear. The oil pan of sheet-steel only serves for collecting the lubricating oil which is then drained into a separate tank. Bearing shells of the main bearings (021) are steel backings with a thin lining, The external bearing, provided between the camshaft drive gear and the power take-off flange, is designed as locating bearing with axial thrust rings and is bolted to the crankcase. These thrust rings are omitted in the case of marine propulsion engines equippped with a special thrust bearing Gylinder liners (050) are of special cast iron and are inserted into the crankcase from the top. The have a comparatively deep upper flange with hyperbolic drillings whence cooling water flows from the jacket to an annular gallery, and thence to the cylinder heads, which makes for intensive cooling of the cylinder liner within the range of the combustion space. The individual cylinder heads (055) of cast iron are held down on the crankcase by 8 studs with nuts, Fitted in each head are 2 inlet and 2 exhaust valves, a starting valve and the fuel injection valve. The indicator valve and, depending on engine requirements, relief valve are mounted on the cylinder head with a common fitting. The forged crankshaft (020) is equipped with counter-weights for good mass equilibrium. The gearwheel for the drive of the timing gear on the drive end of the engine is mounted between the crankshaft proper and a short shaft section which is supported by the thrust bearing and carries the power take-off flange. The torsion vibration damper (027) is mounted on the drive end of the crankshaft and is of the sleeve spring type. The connecting rod (030) is made up of the rod shaft and the crank bearing. The two parts are connected by 4 waisted bolts permitting the piston to be pulled without disturbing the crank bearing, Crank bearings are of the same design as main bearings, made up of steel backings with a thin lining, The bearing cover is secured to the bearing body by 4 waisted bolts ‘The composite piston (034) comprises a light-metal skirt and the highly heat and wear resistant piston crown which is made of steel. The two parts are tied together by waisted bolts. Sealing of the combustion space against the crankcase is by 3 compression rings and 1 oil control ring. The piston pin is floatingly seated and located in axial direction by retaining rings. The piston is cooled by lubricating oil supplied through the rifle- drilled connecting rod. ‘The camshaft (101) is arranged on one side of the crankcase. It is seated in steel backings with a thin lining, same as the crankshaft, which are held against the crankcase by the bearing covers. The camshaft is driven from the crankshaft through a gear train and serves to drive the fuel injection pumps and to actuate the inlet and exhaust valves in the cylinder heads through roller tappets, pushrods and rocker arms. Reversible engines are provided with double cams which permit the engine to be reversed by hydraulic shitting of the camshaft in axial direction D36 5623 E 1.2-2 10.89 Page 1of2The inlet valves (113) are equipped with "Rotocap” valve rotators. Valve seat rings fitted in the cylinder head and long valve guides provide for long valve life. ‘The exhaust valves (114) are provided with propeller blades on the valve stems to impart a rotary movement to the valve by the exhaust gases. Exhaust valves are accommodated in valve cages which are cooled down to the valve seat and permit removal of the vaive without the need to remove the cylinder head Injection pumps (200), there is one for each cylinder, are of the helical control edge type and are connected to the fuel injection valve in the cylinder head by a short injection pipe. All points requiring lubrication are connected to the force-feed lubricating system. For lubrication of the piston running surfaces the cylinder liner is equipped with lubrication bores. The lubricating oil supplied to the piston pins serves at the same time for cooling the pistons. Cylinder liners, cylinder heads, exhaust valve cages and exhaust gas turbochargers are cooled by water, with separate cooling water circuits for the charge-air cooler and the fuel injection valves. The engine is started by compressed air. The starting valves in the cylinder heads are pneumatically operated by pilot valves. The engine control stand is mounted on the engine and is equipped for the connection of an automatic control system. The load or speed setting is maintained by a Woodward governor (140). D36 5623 E 1.22 10.89 Page 2of2M-A’-N MOTORQUERSCHNITT ENGINE CROSS SECTION L 40/5 3 D36 5623 D+E 13-1 SS SET ee) { scrapMOTORQUERSCHNITT L405 ENGINE CROSS SECTION D36 5623 D +E 13-2 2.92MOTORLANG SSCHNITT 1 M-A-N Los ENGINE LONGITUDINAL SECTION 7.82 conor 9 Motor mit Turbolader auf Kupplungsseite - Engine with turbocharger on driving end D36 5623 D+E 14-1 siehe Ruckseite - P.T.O.Pua ea1y uo sBs0YD0qIN) YIIm au6Uy - o}195Ua68a6s6unjddny jno Jopojoqiny 4141 J0J0W 036 5623 DHE /1.4-14.81 | TECHNICAL DATA ] | BG + Bye Bel) | Outpotand Consumption, Engine | Laos Specifications, Valve Timing [5 Output for engine type — Serial No. ‘Maximum continuous output (MCR) or Continuous output A for stationary engines . kw Speed T/min ‘Mean effective pressure bar Firing pressure bar ‘Mean piston speed m/s Consumption Fuel consumption at maximum continuous ‘output (MCR) or continuous output A (3 % guarantee margin) Diesel oil . g/Wh Heavy oil . a/kWh Super charging Turbocharger make MA.N. Turbocharger type « Charging system Critical Speeds + Constant pressure Critical speed ranges are marked in red on the tachometer. Engine Specifications Number of cylinders, see type designation above Cylinder bore . 400 mm Stroke ... 450 mm, Swept volume of | cylinder 56.55 dm Compression ratio... 11.75 Total swept volume 6-cylinder engine 339.3 dm? 7~cylinder engine 395.8 dmg, 8-cylinder engine 452.4 dm 9acylinder engine 509 dm Withdrawal height (vertically upwards from centreline crankshaft) mm Piston with connecting rod 3035 Cylinder liner 3370 Diameter of main bearing .. 350 Locating bearing . 330 Crank bearing 330 Piston pin bearing . 180 Camshaft beari 130 Inlet valve 132 Exhaust valve 132 Starting valve 50.5 Torsion vibration damper 1300 Injection pump plunger « 3 D36 5623 E 1.541 puto.Width of Nain bearing 162 Locating bearing . 132 Crank beering. . 132 Piston pin bearing . 210 Camshaft bearing . 75 Torsion vibration damper . 200 Length of Piston . 630 Connecting rod (c/| bearing) . 1045 Cylinder liner . 1071 Width of Compression ring . 8 Oil control ring 12 Lift of Inlet valve .. 31 Exhaust valve 31 Starting valve . ; 10 Relief valve (crankcase) Approx. 60 Fuel injection valve. : 1.2 Inlet cam . 26 Exhaust cam . 26 Fuel cam . 26 Axial travel of camshaft of reversible engines 85 Distance between centrelines of cylinders .. 680 Number of Inlet valves. . 2 Exhaust valves . ea 2 Compression rings . Per cylinder 3 Oil control rings .... 1 Valve timing Inlet valve opens Crank angle before TDC 60 closes “Crank angle after BDC . 20 Exhaust valve opens . SCrank angle before BDC 50 closes “Crank angle after TDC . 50 Valve overlap . ‘Crank angle 10 Starting valve opens in TOC Starting valve closes see Acceptance Record Fuel injection pump Beginning of delivery see Acceptance Record Firing order Sense of rotation of crankshaft when looking on drive flange. No. of cylinder Clockwise rotation ——= = — Anti -clockwise rotation é 7 1-2—4-6-7-5-3-1 8 1 ~8-6~4-2-1 9 1-3-5-7-9-8-6-4-2-1 036 5623 E/1.5-110.86 | TECHNICAL DATA ] INGE + Aas BRg | cuiptt and Consumption, Engine L 40/45 Specifications, Valve Timing Output for engine type Serial No. ‘Maximum continuous output (MCR) or Continuous output A for stationary engines . kw Speed V/min Mean effective pressure bar Firing pressure bar ‘Mean piston speed m/s Consumption Fuel consumption at maximum continuous output (MCR) or continuous output A (3 % guarantee margin) Diesel oil o/kWh Heavy oil 9/kWh Super charging Turbocharger make MA.N. Turbocharger type « Charging system Constant Critical Speeds Critical speed ranges are marked in red on the tachometer. Engine Specifications Number of cylinders, see type designation above Cylinder bore . + 400 Stroke ... + 450 Swept volume of 1 cylinder 56.55 Compression ratio .. : 12.50 Total swept volume é-cylinder engine + 339.3 7-cylinder engine + 395.8 8-cylinder engine + 452.4 9-cylinder engine Withdrawal height (vertically upwards from centreline crankshaft) Piston with connecting rod Cylinder liner Diameter of main bearing ...... Locating bearing . Crank bearing Piston pin bearing Camshaft bearing . Inlet valve . Exhaust valve Starting valve Torsion vibration dampe: Injection pump plunger D36 5623 E 15-2 pressure 3035 3370 350 330 330 180 130 132 132 50.5 1300 (1210) 35 (36) patio.Width of Main bearing 162 Locating bearing . 132 Crank bearing. . 132 Piston pin bearing . 210 Camshaft bearing 75 Torsion vibration damper 200 Length of Piston .. 630 Connecting red (¢/\ bearing) 1045 Cylinder liner . 1071 Width of Compression ring . 8 Oil control ring 12 Lift of Inlet valve. 31 Exhaust valve . 31 Starting valve . . 10 Relief valve (crankcase). . + Approx, 60 Fuel injection valve. ; 1.2 Inlet cam. 2% Exhaust cam . 26 Fuel cam 26 Axial travel of camshaft of reversible engines 85 Distance between centrelines of cylinders .. 680 Number of Inlet valves. . 2 Exhaust valves . a 2 Compression rings . Per cylinder 3 Oil control rings 1 Valve timing Iniet valve opens . SCrank angle before TDC . closes . Exhaust valve opens . closes . SCrank angle after BDC . eCrank angle before BDC SCrank angle after TDC Valve overlap . °Crank angle Starting valve opens + in TDC Starting valve closes see Acceptance Record Fuel injection pump Beginning of delivery see Acceptance Record Firing order Sense of rotation of crankshaft when looking on drive flange. No. of cylinder | Clockwise rotation ——tee =m — Anti-clockwise rotation 6 1-3-5-6-4-2-1 7 1-2n-6-7-5-3-1 8 7 -B-b-4-2-1 7 9 5-7-9 -B-6-4-2-1 L 36 5623 E/1.5-27.82 TECHNICAL DATA Pressures R4-As Rd | Service Temperatures, Service and Test 40/45 : | Service Temperatures at maximum continous rating (MCR) The stated temperatures are guide values, the exact values applicable to the plant are listed in the Acceptance Record. & Charge-air before cylinders ... 45-30 Exhaust gas, after cylinders ..essseeeeees max. 480.1", before exhaust turbocharger max. 550) Cooling water, inlet on engine .....s0e++ approx. 75 outlet on cylinder... 85 inlet injection valve cooling approx. 70 Lubricating oil, inlet on engine .....66 ore outlet on engine . + approx. 70 + high value with high ofr humidity of intake air (clso see Section 3), ++ average temperature of all cylinders, individual cylinders may deviate ~ 40°C +44 measuring tolerance + 30°C | +H+ below 50% load = 65°C Service and Test Pressures (gauge pressure) ot MCR | service Opening Test | Pressure Pressure Pressure | bor bor bar Cylinder head, combustion space | max. 145 = 5 water space | - - 10 Cylinder liner combustion space | max. 145 - - cooling water space | _ 5 7 Charge-air cooler, water space epprox. 2.5 - 4 air space approx. 2.5 a s Fuel delivery pipe approx. 950 _ 1600 Fuel injector - 300 (330+) - Relief valve in cylinder head - 175 - Relief valve in crankcase - 0.) - Cooling water jacket + turbocharger 2-4 - 7 fuel injector 2-4 - laaa7s raw /seawater 1-3 - - Lubricating oil engine 4-6 - - turbocharger V3-1.5 7 } 7 Fuel 3-5 - - Starting air max. 30 - - + with new springs : Transmission Ratio of Appliances n Appliance Woodward Governor .... 1.93 SEL-Tachogenerator : 0.72 Deuta Pulse Generator .. : 1 Revolution Counter . : | Lubricating oil pump : 2.93 : 4,72 Cooling water pump D36 5625 E 16-18.85 TECHNICAL DATA 1 BR + Bae BA | Service Temperatures, Service and Test eae Pressures 6 Service Temperatures at maximum continous rating (MCR) The stated temperatures are guide values, the exact values applicable to the plant are listed in the Acceptance Record. % Charge-air before cylinders ......2+5 45 = 30° Exhaust gas, after cylinders . tee max. 480," before exhaust turbocharger . max. 550 Cooling water, inlet on engine .... approx. 75 outlet on cylinder «2.2... 85 inlet injection valve cooling . approx. 70 Lubricating oil, inlet on engine ......+ ote outlet on engine .... approx. 70 + high value with high air humidity of intake air (also see Section 3) ++ average temperature of all cylinders, individual cylinders may deviate +++ measuring tolerance + 30°C HHH++ below 50% load = 65°C Service and Test Pressures (gauge pressure) cat MCR Service Opening Test Pressure Pressure Pressure bor bor bar Cylinder head, combustion space max, 145 : = water space - - 10 Cylinder liner, combustion space max. 145 - - cooling water space - - 7 Charge-air cooler, water space approx. 2.5 - 4 cir space approx. 2.5 a - Fuel delivery pipe approx. 1200 2 1600 Fuel injector - 300 (330+) S Relief valve in cylinder head - 75 - Relief valve in crankcase - 0.F - Cooling water jacket + turbocharger 2-4 - 7 fuel injector 2-4 - 7 raw /eawater 1-3 = Lubricating oil engine 4-6 - = turbocharger 13-15 . a Fuel 3-5 = Starting air max. 30 - - + with new springs Transmission Ratio of Appliances : nm Appliance Woodward Governor .. 1 1,93 SEL-Tachogenerator Tog 0,72 Deuta Pulse Generator Too: 1 Revolution Counter . eo 1 Lubricating ofl pump v..esseecssssseeeeee Tog 2.93 Cooling water pump ieaeee 4.72 D36 5625 E 1,6-2RO-AcN TECHNICAL DATA 1 40/45 vy Service Temperatures, Service and Test }. A 4 } Pressures 6 Service Temperatures at maximum continous rating (MCR) The stated temperatures are guide values, the exact values applicable to the plant are listed jin the Acceptance Record. eC Charge-air before cylinders ener) 45 ~ 557 Exhaust gas, after cylinders ...sssseeeeeeeeue max. 450. before exhaust turbocharger . max. 550 Cooling water, inlet on engine . approx. 75 outlet on cylinder . ee oor 85 inlet injection valve cooling .... approx. 70 55 - 60 Lubricating oil, inlet on engine .....0.045 outlet on engine .... seeeees Qpprox. 70 + high value with high air humidity of intake air (also see Section 3) ++ average temperature of all cylinders, individual cylinders may deviate * 40°C +++ measuring tolerance t 20°C Service and Test Pressures (gauge pressure) at MCR Service Opening Test Pressure Pressure Pressure bar bar bar Cylinder head, combustion space max. - - water space - 10 Cylinder liner,combustion space max, 145 - - cooling water space | - 7 Charge-air cooler, water space 43 ) 4 cir space approx. 2.5 : - Fuel delivery pipe approx, 1200 - 1600 Fuel injector - 300 (330+) s Relief valve in cylinder head - 175 - Relief valve in crankcase - o1 - Cosling water jacket + turbocharger 2-4 - 7 fuel injector 2-4, - a raw/seawoter e83 - I Lubricating oil engine 4-5 7 i = turbocharger 1.3-1.5 5 J, o7 Fuel sea ss }o. Starting air max. 30 - - + with new springs Transmission Ratio of Appliances n Engine: n Appliance Woodward Governor ...sssssseeeseeseeseeeeees 1 : 1.93 Tachogenerator .... pee Us ee Revolution Counter . 1 1 Lubricating oil pump... 1 2.93 Too: 4.72 Cooling water pump ...s.++++ D36 5625 € 1.63 8.9011.78 1 TECHNICAL DATA e 40/45 M-A-N — - Weights of Essential Components (epproximations in kg) Cylinder head, complete with valves sees 830 without inlet ond exhaust valves . 488 Inlet Valve. ssssvssevevevevereee 5.3 Exhaust valve, complete with cage .....+++ 52.5 Rocker arm casing, complete with rocker arms. 16 Cylinder liner. seeeeee eee 384 Cronkease (e.g. 12V 40/45) «0... 27 300 Oil pan (e.g. 12 V 40/45) . 1022 Piston with piston rod... 360 Crankpin bearing, complete aD 132 Main bearing, bearing cover .. . sees 232 | Crankshaft with counterweights and coupling flange (e.g. 12 V 40/45) PPereee eee eeeeees 8900 Camshaft, complete with cams (e.g. 12 V 40/45) 1072 Torsion vibration damper, complete = 1 620 flycim vee 1150 Fuel injection pump : a Fuel injection valve ee 10.7 Exhaust gos turbocharger NA 40 . 1900 Aas peeeeeennnen 2.800 Charge-air cooler (e.g. 12 V 40/45 cooler element) .. 785 Complete engine 12V. 92 000 Mv. 105 000 1éV. 117 000 Vv. seneeee 128 000 a 61 000 Ze 68 000 eee 76 000 } OL 83 000 | D36 5625 E 17-19.87 TECHNISCHE DATEN ] 41 TECHNICAL DATA L 40/45 Spiele Clearances 10 Netistelle Fertigungs- | Mox.Spiel| Measuring point | enna | spiel | tex. sind Baugruppe Dinension | clearance | Clearaned Figure Sub-assembly shen new Hurbelvellerpatlager (017) | & |330 -0,06 = . Locating bearing (or) | PY = [Or OH] x © | 450 #7 le a], fos-o,54] x E lao. 108 - - 40,6 x siehe Arbeitskarte 000.11 / see work card 000.11 Kurbelvelle (020) Wangenstnung max. 2ul’ssig 0, s+ siche Arbeitskarte 000.10 Crankshaft (020) crankved deflections max. adnissitle 0... see work card 000.10 Hkurbetvetlenager (C21) | 4] 350 -0,06 : - Wain bearing (021) a} = | oyzse-0,ts4) x c} 9,870 -0,02] x x siche Arbeitskarte 000.11 / 2¢_vork card 000.71 Plevel ager (050) A | 330 -0,06 olbentolzenlsger a] = loyzso0,366 | x Crank bearing (030 | 00 700241 - - Fitri bey soi a] = 0,182-0,266) 0,40 = [reo -0,025] 7 - = rl 0,5- 0,9) = , vu x slehe Arbltskarte 000-11 / see work card 000.11 Kotben (034) a ee : | PASS > Piston (O34) H 8 = 0,075=0 ,050| - ib | 100 ~0,025 2 : pe * ostand: Kolben/Zylinder-] D | 76° 4 F toot s is * Distance: piston/eylinder i é hese y Die tusengurenreseer sind infolge der ballig-ovalen Fors des Kolbers nur schver Bu vontroisierene hu ole Hannuse wate verSientet, oo ie Cebensdouer dee Kelters Rornalerveise durch den Verschlet® cer Ringnuten begrenzt wirce ! [Checking the outer dinension of the piston is rather difficult due to its catesheped ‘form. The dimensions are not listed because normally the life of the piston is, in 36 40 495/1 fany case, determined by the weer of the ring grooves. D36 5623 D+E 110-1 sche Ruckseite = ntiFertigungs- |Mex.Spiel eGstelle fenmas | spiel |Haxs ule Neasuring point Dinension [Clearance [Clearance Figure hen new Kolbenringe (034) A] 82 0,03 | - a Piston rings (O34) a] =" Jo,2t0,265) 0,50 c]are - : 0 | 12,06 «0,02 - : E] 7 looreoam | 0,30 Fler > - Stosspiel: Ring 1 ct eee 0,7-1,0 : Ring gap: Ring 2-3 6} - any | os Ring 4 s| ann | + a | 8,170,053 7 e 3 i 0,185-0,235] 0,40 3 40 435 * siche Arbeitskarte 054.05 / see work card 034.05, Tylinderbuehse (050) 4 | 400 - - 8 {Linder Liner (050) - : ayer 7 * nace Verschlei® a : otee A = wax. Oveditat J sax. ovelity Das MoB (A) vird im Uskenr= \ punkt des 14 Kolbenringes gesesson | 36 40 49544 The dinension (A) is neas- i ured at the top of ring trovel Steuerungsantrieb (400) - 0,16-0,32"| 0,40 Carshaft drive (700) js 0,22-0,35"] 0,50, 10 #7 - - = o,100-0,770 | 0,25 0,100 © os - 7 = | 0,40-0,80 } 140 * Tohnspiet * Gear backlesh Nockenwellenlager (102) Canshaft bearing (102) 730 “Oy 16S E T 405120 - 041240521 | x0 750 6 - - - 0,20-0,30 | 0,40 : 0,40-0,50 | 0,60 qaoe ‘bei Hotor ohne Unsteuervor richtung ‘for engine vithout revers-| ing gear bei Motor Fichtung ls*ior engine with reversing Unstevervor-} gear hoxt slehe Arbeltskarte 000.17 hoor see work card 00041 136 54623DtE/1 10-1TECHNISCHE DATEN * siehe Arbeitskarte 00( TECHNI MAN Spiele Clearances rows Baw eae ee lager (017) B - 10,23 - 0,37 7 eer [elem aaa Dd - 10,32 - 0,54 = an ec |. 10.11 / see work card 000.11 Kurbelwelle (020) Wan‘ Kurbelwellentager (021) Main bearing (021) Crankshaft (020) crankweb deflections max. admissible 0. * siche Arbeitskarte 000.11 /see work card 000.11 \genatmung max. 2ulassig 0,.....siehe Arbei A|350-0,06 - - 0,298 -0,434 | * ¢|9,870-0,02 | ~ | see work card 000.10 36 4049511 Pleuellager (030) Kolbenbolzentager 030) Crank bearing (030) Piston pin bearing (030) * siehe Arbeitskarte 000.11 /see work card 000.11 o> 330-0,06 - - 0,230 - 0,366 +0,241 180+0,182| — ~ [0,182 - 0,266 |0,40 180-0025 | ~ : 0,5-0,9 =moa pe rt © ft 495/1 Kolben (034) Piston (034) +0,025 N80+0,013 | = 7 ,013-0,050 | ~ A ele ¢ |180-0,025 - - case, determined by th 036 5623D+E * Abstand: Kolben/Zylinderkopf * Distance: piston/cylinder head phe Die AuBendurchmesser sind infolge der ballig-ovalen Form des Kolbens nur schwer zu kontrollieren. Auf die Nennung wurde verzichtet, da die Lebensdauer des Kolbens normalerweise durch den Verschlei8 der Ringnuten begrenzt wird Checking the outer dimension of the piston is rather difficult due to its cam-shaped form. The dimensions are not listed because normally the life of the piston is, in any fhe wear of the ring grooves. 1 ______ 1.10-2 5.89 36 40 495/41, Seite /page 1 von /of 2messteile | nennmas | Fertigungs- Max Spie! Max. clearance aid Figure measuring point spe "BPOME | Dimension | cicPIClg savgrunpe wen new Subsasembly Kolbenringe (034) 8,2 + 0,03] - Piston rings (034) > 213 - 0,265, 8 fs = h2,06 +0,02] — =" b076-0,114 1247 - StoBspiel: Ring! : Ring gap: Ring 2-3 Ring 4 8,17 +0,03) ~ ,183-0,235 czaaa TM OneS * siehe Arbeitskarte 034.05 * see work card 034.05 4 Zylinderbuchse (050) | |400 H7 = Cylinder liner(050) |B | ~ clas s * max. VerschleiB * max. wear ** max. Ovalitat * max. ovality gemessen The dimension (A) is measured at the top of ring travel Das MaB (A) wird im Umkehrpunkt des 1. Kolbenringes 1.2" ovat H] 36 40 495/1 Steuerungsantrieb |A| — ,16-0,32* |0,40 (109) a] - 122-0,39 |o,50 Camshaft drive (100) |¢ |180H7 ~ - do} = ,100-0,170 |o,25 0,100 E }180-0,130 | ~ - a Fl = .40-0,80 |1,0 * Zahnspiel eve toe * Gear backlash Nockenwelleniager +0,185 (102) A |130+0,120| - Camshaftbearing |B | (o,12-0,21 oa . (102) ¢ |130h6 - - oy 20-030 |0,40 et ~ .40-0,50 0,60 “<4 y bei Motor ohne Umsteuervorrichtung EE * for engine without reversing gear ° ** bei Motor mit Umsteuervorrichtung 36 40 495/2 ** for engine with reversing gear *** siehe Arbeitskarte 000.11 *** see work card 000.11 036 5623D +E 1.10-2 5.89 Seite / page 2 von / of 2TECHNISCHE DATEN TECHNICAL DATA Spiele Clearances ‘weBstele | nennmas | Ferugunos ax Messuringoint | oimension | ofc, | Spiel saugruppe whenmew | Max Subsasembly Kurbelwellenpa8- A/330 -0,06 = - lager (017) 8} - — |o,23-037 | * Locating bearing (017) | ¢|150 17 - ~ D - }0,32 - 0,54 7 +08 £/149+0,6 - - a 3640495/1 * siche Arbeitskarte 000. 1 /see work card 000.11 Kurbelwelle (020) Wangenatmung max. zulassig 0.....siehe Arbeitskarte 000.10 Crankshaft (020) crankweb deflections max. admissible 0.....see work card 000.10 Kurbelwellenlager | A |350-0,06 - 0,298 - 0,434 (021) 8} - A Main bearing (021) | ¢ |9,870-0,02 | ~ A * siehé Arbeitskarte 000.11 /see work card 000.11 Pleuellager (030) ‘A |330-0,06 - - Kolbenbolzeniager |B} ~ 0,286-0,420 | * (030) +0,241 c|r80+0,182| — - [Crank bearing (030) |D] ~ 10,182 - 0,266 0,40 Piston pin bearing | € [180-0025 | | ~ = (030) ee 05-09 - * siehe Arbeitskarte 000.11 /see work card 000.11 kolben (034) +0,025 Piston (034) Aligo+0.013 | ~ a} - 013 - 0,050 ¢ |180-0,025, S - Dlte* * Abstand: Kolben/Zylinderkopf * Distance: pistonicylinder head § Die AuBendurchmesser sind infolge der ballig-ovalen Form des Kolbens nur schwer zu kontrollieren. Auf die Nennung wurde verzichtet, da die Lebensdauer des Kolbens normalerweise durch den Verschlei® der Ringnuten begrenzt wird. Checking the outer dimension of the piston is rather difficult due to its cam-shaped form. The dimensions are not listed because normally the life of the piston is, in any case, determined by the wear of the ring grooves. D36 5623 D+E 1.10-3 1.95 Seite/ page 1 von /of2WMeBsele | wennmes | Fertaunee [max mesarngpone | emomee | ge | sis Bougruppe whenmew | Max Figure Sobesembly dearance Kolbenringe(034) A] 8.2 +003] — = r Piston rings (034) iB - 1,213 - 0,265 |0,50 SO 7 a ic 8 fs - - 4 1D h2.06 0,02] — a —aezpkt E - ),076-0,114 |0,30 t Al § 7 maz StoBspiel: Ringt |G = 114 * Ringgep: Ring23 |\o| ora | + 9 Rings cg] ona | + : F |H_ | 8,17 +0,03] - - GO J - ), 183-0,235, 1,40 ~*K ssezt08 * siehe Arbeitskarte 034.05 S 1 Seewove card 09808 ——— 3 Zylinderbuchse (050) | A |400 H7 S = Gylindertiner(050) |e] — 5 12" ce} = = oar max. Verschlei8, ct max. wear ** max. Ovalitat ** max. ovality Das Ma® (A) wird im Umkehrpunkt des 1, Kolbenringes gemessen 36 40 495/1 The dimension (A) is measured at the top of ring travel Steuerungsantrieb [A] — .16-0,32* [0,40 (100) eB] = 22-039" —|0,50 Camanatrarive (oo) Je freon? |= - ol - .100-0,170 [0,25 -0,100 € |180-0,130 - - oe FL = .40-0,80 [1,0 * Zahnspiel oe te * Gear backlash Nockenwelleniager +0,185 (102) lA |130+0,120} Z, Camshaftbearing |B] — 112-0,21 x (102) ic 130h6 - \ by .20-0,30 [0,40 a ep = ,40-0,50 10,60, — = * bei Motor ohne Umsteuervorrichtung hout reversing gear ° Umsteuervorrichtung 36 40 495/2 h reversing gear skarte 000.11 *** see work card 000.11 D36 5623D +E 1.10-3 1.95 Seite / page 2 von / of 2. TECHNISCHE DATEN 1 TECHNICAL DATA 1.40/45 Man Spiele Clearances 10 Metstelle | wennmaa | Ferigungy | max measunngscirt | Oimennon | ce, [sou us igure Baug‘uppe whennew | Max Sub-assembly clearance - 0,286-0,420} * 150 H7 e - 0,32- 0,54 5 +08 €|149+0.6 - S KurbelwelienpaB- lager (017) Locating bearing (017) Qne> * siehe Arbeitskarte 000.11 /see work card 000.11 Kurbelwelle (020) Wangenatmung max. zulassig 0.....siehe Arbeitskarte 000.10 Crankshaft (020) crankweb deflections max. admissible O.....see work card 000.10 Kurbeiwelleniager | A| 350 - - (021) e| - 0,298-0,434] * Main bearing (021) | C |9,870-0,02 | -- : * siehe Arbeitskarte 000.11 / see work card 000.11 Pleuellager (030) ‘A | 330-0,06 - Kolbenbolzeniager | 8 0,286-0,420 030) $0,241 ¢|180+0,182) - [Crank bearing (030) |) 0,182 - 0,266 |0,40 Piston pin bearing | € | 180-0,025 | | — - (030) ele 0,5-0,9 * siehe Arbeitskarte 000.11 /see work card 000.11 Kolben (034) +0,025 Piston (034) aligo+0013| — ie 10,013 - 0,050 C}180-0,025 | - = L bite \ * Abstand: Kolben/2ylinderkopf i * Distance: pistorvcylinder head Die AuBendurchmesser sind infolge der ballig-ovalen Form des Kolbens nur schwer zu kontrollieren. Auf die Nennung wurde verzichtet, da die Lebensdauer des LI Kolbens normalerweise durch den Verschiei8 der Ringnuten begrenzt wird ‘Checking the outer dimension of the piston is rather difficult due to its cam-shaped 36 40 4895/1 form. The dimensions are not listed because normally the life of the piston is, in any case, determined by the wear of the ring grooves. ru . — 036 5623D +E 110-4 10.95 Seite / page 1 von/of 2Messtelle — [wennmad | Fertgungs Max measuring 20% | mension | G8... | spre oe _ a fe — = Toteningeta Jal ez cans] ; Piston rings (034) 8 =" [o,213-0,265 |o,s0 S =z? ic] sie = Yi; § © }12.06 +0,021 : 3 WZ €| - oo76-0,114 Jo30 sett e] ae : | & Ye StoBspiel: Ringt |G 5 . Z 2 weoeee uss (S|: : } §] arrs004 ; 5 jens i ‘ nom * siehe Arbeitskarte 034.05 xa "Yee work card 034.05, === : Zylinderbuchse (050) | A |400 H7 - Cylinder liner (050) |B 12" Aca c 0,4** = max. VerschleiB * max. wear + max. Ovalitat max. ovality Das MaB (A) wird im Umkehrpunkt des gemessen The dimension (A) is measured at the top of ring travel 1. Kolbenringes Steuerungsantrieb A }0,16-0,32* | 0,40 (100) 8 i }0,22-0,39* | 0,50 Camera |thasin =O [oe 5] se. a1m [aa on aa — | eae es * Zahnspiel coe coe 2 an tater |_| = aboitis| | Saneming 2)" haan | (102) ¢ /130h6 ~ of" lawam fos o> pam as bch eer nny for engine without reversing gear oe “* for engine with reversing gear 36 40 495/2 ce conkers ener te —— 036 5623D+E 1.10-4 10.95 Seite / page 2 von / of 29.94 TECHNISCHE DATEN 1 M-A-RI TECHNICAL DATA 40/45 Spiele Clearances n Tertigungs- Joxsspiel tetstetle femmes — | spiel piace sd Heasuring paint Binension |ctearance elearance Figure nen new Kigphebellager (111) a} os |= - tocker ara bearing Crt) fog | MO Yan ase) on c | 9006 s : “007 ers 40,026 7 - = |ojoze-0,0%6 | 0,15 ay 50 h6 _ : 36 40 495/2 Ventilentrieb (12) a | 20 17 - : Valve drive (112) a] — foowo,we] os c | 120 7 - : o| sei : 5 ct] = fo,e,om | 0, | 2a : : o| iene : : 4] - — [oycas-o,ce0 | 0,10 1} 42 b6 - E «| 5 00,7 : - L - 0, 300-0, 580 0,80 aloo || : 6 0,48 ae i Noto 0 ~ — [oypsooe0] — - ?| ee : al eo : : 3 - 0,009-0 ,050 0,08 TY 42 6 - - U - 0,200-0,600 0,8 . a] ug Oe . : vy 45 a5 EindaSventil (113) 4| i e Inlet valve (1) a] - ozo c|ence-o3] = - huslabventit. (114) o| ae - Exhaust valve (174) ‘*ventilspiel genessen bei kalten.Notor valve clearance with cold D36 5625048 111-1 Auslaventil Ein siventil Exhaust valve Inlet valve siehe Ruckseite p.t.o.Fertigungs- | Hoxespiel Vesstelle fienena8 | spiel [Hox sid Veasuring point Dinension [Clearance | Clesrance Figure nen new Unsteuereinrichtung (120) | A | 130 n6 e : ot SE Reversing gear (120) c| coe “ ie | : 0 | 450 17 - - 1 at \ £ E 0,60 se aly 10,105 aS 1 FY % oor - : ey VR) 6 - | 0,07 = 0,3 a] te 9005 - - oo | fi J 12-16 | 40 BLA Reglerantrieb (140) A - 0,075-0,190] 0,25 , 3 | 50 209705 LK sovernor drive (vio) | 8] 50 "5009 | - : G cl - 0,050-0,721] 0,20 F 0 | 50 h6 s : 4 ele 0,10-0,25 | 0,35 mle 0,1-0,20 | 0,30 | 5p 200009 * Zainspied 1 soo6e ; 7 = © Gear backlash i} | 0,060,725] 0,20 sei0.6is a | 50 ¥6 - 2 of 0,20-0,40 | 0,50 - 0,080-0,775 | 0,25 Einspritzounpe (200) # | 35 G5) - - Injection pu (200) TY 5. Ge : = D | 57 (60)H7 - . i - o,t2 A beide Tete sind + | sp (ov 2 - a geléppt 8 | 10-002 2 - c * both parts are lopped | i = | 0,01040,050) o,70 7 9 1003 a | 03 - - 0 40,01 e | 120 4 - - F L - | 0,036-0,106) 075 M | 420 17 - - ¢ 580 . n | 32 - - 3 070 x 0,750-0,810] 1,20 i" - - ™ 0,005-0,050 0,200-0,600] 0,80 0,300-0,580] 0,80 1 : 30003.93 M-A’-N TECHNISCHE DATEN TECHNICAL DATA Spiele Clearances Fertigungs- ["2x.Spiel Nesstelle Hennca® | spiel : veasuring point Bisension [clearance |searance hen nee ipghebellager (111) aes oa le : ocker arz bearing (114) : . os u Diu eg - 10 058-0, 152, 0,20 | 9 06 - : 90,048 via 0,011 - ~ YU 36 40 495/2 £ - 0,039,774 0,5 FY} 5066 - 7 Vertilentrieb (112) 4 | 720 7 . Valve drive (112) e| O15 c [707 : = a | 5247 - - t] = — |o,050-0,050 | 0,12 F| se7 : z c| are : : B - 0025-0 080 0,0 J} 42 ne - - t] 5.0, : : tL] = |o,300-0,580 | 0,80 i - - " : - 0 - 0,750-0,,890 - Py) 3208 - : RY 42 G7 - - S] = |o,o0%0,050) 0,08 TT] 42 hb - - u - 0,200-0,600 0,8 5b v] 68 : e dushaBvent il. (114 Extaust valve (11 ‘Ventilspiel gene Rotor D36 5625 D+E 4) en bel vith cold Lu-3 9,150-0,224) 0,30] at - siehe Ruckseite - P.T.O.Fertigungs- | Hex.Spiel MeGstelle spiel | texe id Measuring point lcearance | Clearance Figure linen new Unstevereinrichtung (120) | & | 130 m6 = 5 £ oH Reversing gear (120) thao ce | TP] 2% oan: ae 30 €8 - 7 . \\ 0 | 450 42 7 7 7 Zdb\\ £ - 0,40 = 0,50] 0,60 ae | 20,105 7 S f 6 4 J Reglerantried (140) a - 0,075-0,190 | 0,25 10,705 Sovernor drive (140) tio 7 - c] 0,050-0,721) 0,20 0 | 50 n6 Si > 7 ele 0,10-0,25 | 0435 S| rele 0,11-0,20 | 0,30 1 Nad 0,709 g | 50 100708 . . AS * tamspied +2082 : * Gear backlash es 0,060,725} 0,20 OLY oesis 2 | 50 n6 a a ele 0,20-0,40 | 0,50 . uf - 0,080-0,775 | 9,25 Linspritzpunpe (200) | | 36 : 5 Injection puxp (200) a 5 [ D | 66 #7 - : ‘4 Pec £ = | 0,030-0,080] 0,72 Yeu € * beide Tefle sini 7 | 64 : - 4 geltept a | 10-002 e : SS 3 both parts are lapped | # = 0,010-0,050 0,70 i | ag 20508 . . 2 | oon $ « | x20 ¥7 - - 4 L = — | 0,036-0,106] 0,15 k x | wo - - . a | 32 0 » | 3 0 7 - ° 2 | 0,750-0,890| 1,20 P| 208 - - 8 | 5067 - - s ~ | 0,009-0,050) 0,07 T | 50 n6 - - u | 50 40,1 - - v 2 | a,200-0,600) 0,20 we] 0 38 : - x ~ | 0,500-0,580) 0,80 0,30 "} 0 aie 2 a 2 - | o,200-0,800) - D36 5625 D+E /1.11-37.82 TECHNISCHE DATEN 1 TECHNICAL DATA 40/45 Spiele _Cleorances | 12 vemmas Pertigongs- Fax.Spiel Dimension Han. Clea fea ae 0,30 - 0,58 oe 0,25 - 0,5d 0,60 * Gear backlash 36 41 om7/6 86 5625 D+E 1.121DEFINITIONS Four-stroke Baw Definitions ‘The terms commonly used in the engine building industry are defined in sheet 6265 DIN Standards and the international standards SO 1205-1972 and ISO 2276-1972 as well as in sheet Q10.09211-3050 MAN. Quality Standards. A definition of some of these terms as far as they are used in the printed material of our Diesel engines is given hereunder. Designation of the Cylinders The individual cylinders are designated by numbers (numbering consecutively 1, 2, 3, etc), in the case of V- engines by a combination of a capital letter and a number, the lefthand cylinder bank by the letter A and the righthand bank by the letter 8, when looking on the coupling end (A1-A2-A3 or 81-82-83, etc.) incline engine V-engine Designation of the Direction of Rotation The direction of rotation of the crankshaft is clockwise when it is rotating in the direction of rotation normal for the hands of a clock when looking on the coupling end, and it is counterclockwise when it is rotating in the direction opposite to clockwise. In the case of reversible marine engines, the designation of the direction of rotation is determined by the direction of rotation at ahead way of the ship. Definition of Left-Hand and Right-Hand Engine For the definition of “Left-hand engine” and “Right-hand engine", the locating of the exhaust side of the engine is the deciding factor. The engine will be known as a left-hand engine when the exhaust manifold is ‘mounted on the left side, or as a right-hand engine when it is mounted on the right side when looking on the coupling end. This differentiation is normally applicable to single bank engines only, Free ond 4 Right side Driving on T Bottor lefthand engine righthand engine engine sides D36 5600 E 1.20-1 6.89 Page 1 of 2Designation of Crankpins, Shaft Journals and Bearings Crankpins and crank bearings are designated by numbers (numbering consecutively 1, 2, 3, etc), starting from the coupling end in the same way as the cylinders, the shaft journals and main bearings by 1, 11, Il, etc. If an additional bearing is provided between the coupling flange and the gear wheel, for the timing gear, this bearing and its shaft journal are designated by Ol (cf. drawing). in numbering the latter itis immaterial which of the crankshaft bearings is designated as locating bearing. Special attention is directed to the fact that Roman numerals( I, 11, Il) are used for shaft journals and main bearings, whereas Arabic numerals (1, 2, 3) are used for the designation of crankpins and crank bearings. In V-type engines with connecting rods from two cylinders working on a common crankpin, numbering of the crank bearings shall be the same as of the cylinders, ie. A1, 81, A2, etc crankpin No. Lp snare journal Ho. ++ gear_wheel Designation of Engine Sides The coupling end of the engine is the end where the main power is taken off, connecting the propeller shafting, a generator, etc. The free end of the engine is the front side of the engine opposite the coupling end. The left side of the lefthand engine is the exhaust side and in the V engine cylinder bank A. The right side of the righthand engine is the exhaust side and in the V engine cylinder bank B. The control side is the side where the injection pumps and the camshaft are mounted (opposite to the exhaust side). The exhaust side is the side of the engine where the exhaust pipes are located (opposite to the control side). The designations control side and exhaust side are only usual with in-line engines. Other Terms Reversible engine. The direction of rotation of the crankshaft can be reversed, This is normally achieved by axial displacement of the camshaft by a reversing mechanism so that another set of cams is being engaged. Supercharged engine. One or more turbochargers (consisting of a turbine and a compressor), driven by the engine exhaust gases, supply the aire required for combustion at greater than atmospheric pressure, Non- supercharged engines are no longer included in our building program. ual fuel engine. It can be operated on liquid fuel or on gas (natural gas, city gas, sewer gas, etc.). When run (on gas, burning is initiated by the injection of a small charge of liquid fuel, the so-callled pilot fuel. Gas-Otto-engine. The engine is operated on gas (natural gas, city gas, sewer gas, etc.) ignited by an electric spark. D36 5600 E 1.20-1 6.89 Page 2 of 2QUALITY REQUIREMENTS FOR Four-stroke DIESEL FUEL engines other designations for Diesel Fuel. Gas of, Marine Gas Ol MGO), High Speed Diesel Oi, Huile de Diesel Diesel fuel is a medium class distillate of crude oil which therefore must not contain any residual components, On establishing the key properties, the standards of DIN EN 590 and ISO 8217:1987 (Class DMA), as well as CIMAC-1990 were taken into consideration to a large extent The key property ratings are referring to the testing methods specified. Suitability of the fuel depends on the conformity with the key properties as specified hereunder, pertaining to the condition on delivery. en] Density at 15°C min kgm? 150 3675 180 3675 Properties Cinematic viscosity/40°C min. 180 3104 180 3104 Filterability* insummer max. DINEN 116 0 in winter max. DINEN 116 212 Flash point Pensky-Martens, min. 150 1523 60 in closed crucible Distillation range up to 350°C. min. 150 3405 Content of sediment max. %wt 150 3735 (Extraction process) Water content max. vol.% 150 3733 Sulphur content max % wt 150.8754 Ash max % wt 150 6245 150 CD 10370 150 5165 Coke residue (MCR) Cetane number Copper-strip test max. : 150 2160 Other specifications British Standard BSMA100: 1987 ASTM D975 * Determination of filterability to DIN EN 116 is comparable to Cloud Point as per ISO 3015, ** LIV 20/27 engines require a cetane number of at least 45. Hf, in case of stationary engines a distillate intended for oil firing (for instance Fuel Oil EL according to DIN 51 603 or Fuel Oil No 1 oF 2 according to ASTM 0-396, resp.) is used instead of Diesel fuel, adequate ignition performance and low temperature stability must be ensured, i.e. the requirements as to properties concerning filterability and Cetane number must be met Fuel analyses are carried gut m our chemical laboratory fur our customers at cost price For examination a sample of approx. Liter requued D36 5600 E 1212 994QUALITY REQUIREMENTS FOR |Four-stroke engines MARINE DIESEL FUEL (MDO) Other designations for MOO: Diesel Fuel Oil, Diesel oil, Bunker Diesel Oil, Marine Diesel Fuel Marine Diesel Oil (MO) is offered as heavy distillate (designation ISO-F-DMB) or as a blend of distillate and small amounts of residual oil (designation (ISO-F-DHC) exclusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oi] and must be free from organic acids. At transshipment facilities and in transit MDO is handled like residual oil. Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or Interfuel, for example with remainders of such fuels in the bunkering boat, which may adversely affect the key properties considerably. The usability of a fuel depends upon the engine design and available cleaning facilities as well as on the conformity of the key properties with those listed in the table below which refer to the condition on delivery. The key properties have been established to a great extent on the basis of ISO Specific- ation 8217:1987 (ISO = International Organization for Standardization) and CIMAC-1990. ‘The key properties are based on the test methods specified. unit | Test method [Designation 1S0-F DMB | DMC Density at 15°C kg/m? Iso 3675 | 0.900 | 0.920 Cinematic viscosity at 40°C m3/s2cst Iso 3104 ar aa Pour Point winter quality | °c IS0 3016 <0 «o summer quality | °c <6 <6 Flash point Pensky-Martens | °c Iso 2719 >60 > 60 Sediment content (extraction) wee® 1S0 3735 «0.02; = Total content of sediments wt.% | 180 cD 10307 - 0.10 Water content vol.% Iso 3733, 0.3 | ¢ 0.3 Sulphur content wt 180 8754 «2.0 | «2.0 Ash content wees Tso 6245 «0.01] « 0.05 Coke residue (MCR) wt.% | Iso cp 10370 |< 0.30] « 2.5 Cetane number - ISO $165 > 40 |> 40 Copper-strip test - Iso 2160 ema Vanadium content ng/kg | DIN 51790 T2 0 |«100 Content of aluminium and silicon ng/kg | ISO cD 10478 o «25 Visual inspection - 1) : Other specifications: British Standards BS-MA100:1987 Class M2|class 43 ASTM D 975 2D 4D ASTH D 396 No.2 | No.4 D36 5600E 1.21-3 5.92 Page 1 of 21) With good illumination and at room temperature, appearance of the fuel should be clear and transparent. ‘The recommended fuel viscosity at the inlet of the injection pumps is 12...14 mm/s. The Pour Point indicates the temperature at which the oil will refuse to flow. The lowest temperature the fuel ofl may assume in the system should lie approx. 10°C above the pour point so as to ensure it can still be pumped. If Blended MDOs (ISO-F DMC) of differing bunkerings are being mixed, incompatibility may result in sludge formation in the fuel sytem, a large amount of sludge in the se- Parator, clogging of filters, insufficient atomization and a large amount of combustion deposits. We would therefore recommend that the respective fuel storage tank be run dry as far as possible before bunkering new fuel. Sea water, in particular, tends to increase corrosion in the fuel oil system and hot corrosion of exhaust valves and in the turbocharger. It is also the cause of insufficient atomization and thus poor mixture formation and combustion with a high proportion of combustion deposits. Solid foreign matter increases the mechanical wear and formation of ash in the cylinder space. If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we recommend that a centrifugal separator be provided upstream of the fuel oil filter. Separator throughput 65% with relation to the rated throughput. Separating temperature 40 to 50°C. Solid particles (sand, rust, catalyst fines) and water can thus largely be removed and the intervals between cleaning of the filter elements considerably extended. Against reimbursement of the net cost, our chemical laboratory will analyse fuel oil sent in by our customers. A sample of about 1 litre is required. D36 5600E 1.21-3 5.92 Page 2 of 2QUALITY REQUIREMENTS FOR HEAVY FUEL OIL TO BE BURNT IN FOUR-STROKE ENGINES A. Introduction MAN B&W four-stroke engines can be operated on any crude-oil based heavy fuel oil provided the engine and the fuel treatment plant are designed accordingly. In order to ensure a well-balanced relation between the costs for fuel, spare parts and maintenance and repair work we recommend bearing in mind the following points 1 The quality of the heavy fuel oil is largely determined by the crude oil grade (provenance) and the refining process applied. Thisis the reason why heavy fuel oils of the same viscosity may differ considerably in quality from one bunker place to another. Heavy fuel oil normally is a mixture of residue oils and distillates. The components of the mixture often come from state-of-the-art refining processes such as visbreaker or catalytic cracking plants. These processes may have a negative effect on the stability of the fuel and on its ignition and combustion properties. In the essence, these factors also influence the heavy fuel oil treatment and the operating results of the engine 1 Bunker places where heavy fuel oil grades of standardised quality are offered should be given preference. If fuels are supplied by traders, itis to be made sure that these, too keep to the international specifications. The responsibility for the choice of appropriate fuels rests with the engine operator. 1 Mineral oil companies have internally established specifications for heavy fuel oils, and experience shows ‘that these specifications are observed worldwide and are within the limits of international specifications (e.g. 1SO 8217, CIMAC, British Standards MA-100). Asa rule, the engine suppliers expect that fuels satisfying these specifications are being used. 1 The fuel specifications (Table 1) are categorized by viscosity and grade, and make allowance for the lowest- grade crude oil offered worldwide and for the most unfavourable refining processes. The specifications have been coordinated between (150), the British Standards institute (BSI), CIMA and the international Chamber of Shipping (ICS) 1 Itcan be derived from the characteristic values of fuel samples received by MAN B&W Diesel that the limit values stated in the specifications are only to be expected at higher viscosity levels. This makes it often possible to order fuels of higher viscosity, Le. at lower prices 4 When ordering fuels, the limit values having an effect on engine operation (Table 1) should be specified, for ‘example, in the bunkering or charter clause 1. The admixing of engine oils (used oils), of non-mineral oil constituents (such as coal oil) and of residual products from refining or other processes (such as Solvents) isnot permitted. The reasons are, for example: the abrasive and corrosive effects, the adverse combustion properties, a poor compatibility with mineral oils and, last but not least, the negative environmental effects. The order letter for the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporated in the commonly applied fuel specifications The admixing of engine oil (used oil) tothe fuel involves a substantial danger because the lube oil additives have an emulsifying effect and keep dirt, water and catfines finely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that severe damage induced by wear may occur to the engine and turbocharger components asa result. The admixing of chemical waste materials (such as solvents) to the fuel is for reasons of environmental protection prohibited by resolution of the IMO Marine Environment Protection Committee of 01.01.92 Leaked oil collectors into which leaked oil and residue pipes as well as overflow pipes of the lube oil system, in particular issue must have no connection to fuel tanks. Leaked fuel collectors should empty into sludge tanks. B. Standards and fuel specifications See Table 1 and the notes following. D36 5692 E 1.22-6 9.94 Page 1 of 7L407 abed 66 oe 3269S 9€0 (pasanijap se suon)puo> ay) 01 12491 evep aya) suoNe>isads 10 1anJ pue spvepUerSuauND 4 a1GeL (10 pasn) 10 aqn} ‘510 a1qeraBan ‘s}10 122 (0 [209 $2 ans sennippe paseq Tesauiwi-uou yo 9844) 2 Se uu yWaninsu0> puaig Aisors|A-mo| Jo 1aquinU Buea) Pre 001 > {WnIpos “winipeueA E71 > whIpOS Byour unIpo5| Z ‘SanpIS@1 UOqued UOSPeiUOD JO E/E xe WybrEm AQ % eudy OE By6u wunurunyy SAN TVA DISA VUVHD TWNOILIGAV| a+ t t t #0 $0 £0 BunjOn ka % 212M Pe 009 ove | cos | coz | ose ost oot | xew By/6u winipeuen %E zo S10 | ans U0 |OLO NE FOLIO ERECT oro | ew 15am AG % uv 6 $ s $ s ¥ se se [ew woamha% aAyaIAS z wz a oz st vt or vt [ew wuBiam fa % sanpises vogue) vospesuo3 SATIVA DUSWALDV¥VHD O31V13U-3NIDNI 38 OE OE 0 ve meu 3,81 345 08 cg 9 ve eu 3, zanuns qwyodsnog ? 09 09 08 08 uw 80 qwiod yseia € 010 1660 1660 $06.0] S160 1860 eu rs (0081) As4ag z $s Ey Se st st st or xew 2.001 QSI/eww z oo | oos { oe | om | om | of or xe 305 _OS)s/ewu Aa1s03510 S3O1VA D1sSU3L2VUVHD G3LVT3Y NISAS-13N4 -ew | ew [| un | gw sw w 001 -WW-s8 “rev | or | 6m “ 9 s ? e [| 2 Pio SYD ssw | sewn | senno] sea | sea | sia | ow | oe | 01D 0664 wid orsuoneryizads od ae Y9IRS 'SS/RS ‘09/80 ‘YS/OP 'Sv/OP ‘OPIEE SEE So : sauiGua ene auueW ae Sua Meuonerspue Tew auueW —_ZE/Rz ‘OE/SZ ‘OE/EL ‘17/02 3dAL 3NIDNILegend to Table 1 J Note remarks in sections quoted Without consulting MAN B&W After consulting MAN B&W Consultation necessary if the fuel oil exceeds the limits specified C. Supplementary remarks The following remarks are thought to outline the relations between heavy fuel oil grade, heavy fuel oil treatment, engine operation and operating results. They are based on the current state of knowledge. 1, Selection of heavy fuel oil Economic operation on heavy fuel oil with the limit values specified in Table 1 is possible under normal service conditions, with properly working systems and regular maintenance. Otherwise, if these requirements are not ‘met, shorter TBO’s (times between overhaul), higher wear rates and a higher demand in spare parts must be expected. Alternatively, the necessary maintenance intervals and the operating results expected determine the decision as to which heavy fuel oil grade should be used tis well known that as viscosity increases, the price advantage decreases more and more. itis therefore not always economical to use the highest viscosity heavy fuel oil, which in numerous cases means the lower quality grades CIMAC B10, CIMAC £25 und CIMAC K4S are typical examples of heavy fuel oils of good, medium or poor quality. CIMAC B10 ensures reliable operation with older engines, which have not been designed for being operated on heavy fuel oils as currently available on the market. CIMAC A10 with a low pourpoint is to be given preference in cases where the bunker system cannot be heated, 2. Viscosity - injection viscosity Heavy fuel oils if having a higher viscosity may be of lower quality. The maximim permissible viscosity depends on the existing preheating equipment and the separator rating (throughput). The injection viscosity and /or {uel oil temperature upstream of the engine should be adhered to. Only then will be an appropriate atomization and proper mixing, and hence a low-residue combustion possible ‘Moreover, mechanical overloading of the injection system is prevented. The prescribed injection viscosity and / or the necessary fuel oil temperature upstream of the engine can be seen from the viscosity / temperature diagram (refer to Sheet D36 5600/ 1.25) 3. Heavy fuel oil treatment Trouble-free engine operation depends, to a large extent, on the care which is giverrto heavy fuel oil treatment. Particular care should be taken that inorganic foreign particles with their strong abrasive effect (catalyst residues, rust, sand) are effectively separated It has shown in practice that with the aluminium Content > 10 mg/kg abrasive wear in the engine strongly increases. The higher the viscosity of the heavy fuel oil, the higher will the density and the foreign particles concentration be. The viscosity and density will influence the cleaning effect, which has to be taken into consideration when selecting and setting the cleaning equipment, a) The heavy fuel oil is precleaned in the settling tank. This precleaning is the more effective the longer the fuel remains in the tank and the lower the viscosity of the fuel is (maximum preheating temperature 75°C to prevent formation of asphalt in the heavy fuel oil). One settling tank will generally be sufficient for heavy fuel oil viscosities below 380mm2/s and 50°C. If the concentration of foreign matter in the heavy fuel oil is excessive, or if a grade according to CIMAC H/K35, H/K45 or H/KSS is preferred, two settling tanks will be required, each ‘of which must be adequately rated to ensure trouble-free settling within a period of not less than 24 hours Prior to separating the content into the service tank, the water and sludge have to be drained from the settling tank. b) A centrifugal separator isa suitable device for extracting material of higher specific gravity, such as water, foreign particles and sludge. The separators currently used are of the self-cleaning type (i.e. with automatically induced cleaning intervals) Cleaning equipment other than centrifugal separators cannot be agreed to. D36 5692 E 122-6 9.94 Page 3 of 7Separators of the new generation are to be used exclusively; they are fully efficient over a large density range without requiring any switchover, and are capable of separating water up to a heavy fuel oil density of 1.01 g/ml at 15°C, The cleaning effect is automatically controlled by the separator. The figure 1 shows what is essential in selecting the heavy fuel oil cleaning equipment. tis common practice to use the stand-by separator for heavy fuel oil cleaning as well, which allows fuel oil separating at a 50% lower admission rate. Attention is to be paid to very thorough water separation, since the water in the bunkered heavy fuel cil, if any, is not ina finely distributed emulsion but in the form of adversely large droplets. Water in this form promotes corrosion and sludge formation also in the fuel system, which has an adverse effect on the delivery and atomisation and thus also on the combustion of the heavy fuel oil. If the water involved is sea water, harmful sodium chloride and other dissolved salts contained in it will enter the engine. ‘The water-containing sludge must be removed from the settling tank prior to each separating process, and at. regular intervals from the service tank. The venting system of the tanks must be designed in such a way that condensate cannot flow back into the tanks. 4) Should the vanadium / sodium ratio be unfavourable, the melting temperature of the heavy fuel oil ash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion. By precleaning the heavy fuel oil in the settling tank and in the centrifugal separators, the water, and withit the water-soluble sodium compounds can be largely removed. If the sodium content is lower than 30% of the vanadium content, the risk of high-temperature corrosion will be small. It must also be prevented that sodium in the form of sea water enters the engine together with the intake air. If the sodium content is higher than 100 mg/kg, an increase of salt deposits is to be expected in the combustion chamber and in the exhaust system. This condition will have an adverse effect on engine operation (among others, surging of the turbochargers). The content of sodium of engines with PTG has to be limited to 50 nghkg. Under certain conditions, high-temperature corrosion may be prevented by a fuel additive that raises the. melting temperature of the heavy fuel oil ash (also refer to item 12). e) Heavy fuel oils with a high ash contentin the form of foreign particles such as sand, corrosion and catalyst residues, promote the mechanical wear in the engine. There may be catalyst fines (catfines) in heavy fuel oils coming from catalytic cracking processes. In most cases, these catfines will be aluminium silicate, which causes high wear in the injection system and in the engine. The aluminium content found multiplied by 3-5 (depending on the catalyst composition) will approximately correspond to the content of catalyst materials in the heavy fuel oil. #)_ With a high content of foreign matter itis recommended to preclean the heavy fuel oil in a settling tank. The separators connected downstream are to be operated with the least possible throughput. ALFA LAVAL separators WESTFALIA separators Marine and stationary application:Connected in parallel 1 Alcap for 100% throughput 1 Unitrol for 100% throughput 1 Alcap (standby) for 100% throughput 1 Unitrol (standby) for 100% throughput Layout of the separators to be in accordance with the latest recommendations of the separator manufacturers, Alfa Laval and Westfalia. Especially density, viscosity and content of solid matter in the heavy fuel oil are to be taken into consideration. Consulting MAN B&W Diesel is required if other makes of separators are up for discussion Figure 1. Heavy fuel oil cleaning Separator arrangement D36 5692 E 1.22-6 9.94 Page 4 of 7If the cleaning treatment prescribed by MAN B&W Diesel is applied and the separators are correctly set, it can be expected that the following results for water and inorganic foreign particles in the heavy fuel oll, including catalyst fines, are reached at the entry into the engine Particle size Quantity Inorganic foreign particles 95 [Behaviour in cold, still lowing /ASTM-02500 “15 Flash point (as per Cleveland) ASTM-D92 >200 [Ash content (oxide ash) Weight% | ASTM-0 482 <0.02 Residual coke (as per Conradson) Weight% | AsTM-0189 <0.50 Mineral acids and greases ‘ASTM-D974 ~ none [Aging tendency after being heated up to MAN - aging - 135°C for 100 hrs cabinet - n-heptane insolubles Weight | ASTM-D4055 <02 or DINS1592, - evaporation loss Weight% - <2 - drop test (filter paper) = MAN-test | must not allow to recognize precipitation of resin or asphalt-like aging products Medium-alkaline lube oi The base oil mixed with additives (medium-alkaline lube o1!) must demonstrate the following characteristics The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion, even if temporarily operated on distillate fuel. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion chamber especially at the outlet valves and in the inlet housing of the turbochargers, Hard additive ash promotes pitting on the valve seats, as well as burnt-out valves and increased mechanical wear in the combustion chamber 036 S600E eee 11.97 Page 1of3Additives must not cause clogging of the filter elements, neither in their active nor in their exhausted state. The detergency must be so high that coke and tar-like residues occurring when fuel is combusted must no build-up. The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the harmful contaminations from the used oil, ie. the used oil must possess good separation and filtration properties, The Diesel performance (without taking the neutralization capacity into account) must be at least equivalent to MiL-L-2104D or API-CD). The neutralization capacity (ASTM-D2896) must be so high that the acidic products which emanate during combustion, are neutralized by the lube oil consumption of the engine. The reaction time of the additives must be matched to the process in the combustion chamber. Remarks concerning selection of the TBN are contained in the following table. The tendency to evaporate must be as low as possible, otherwise the oil consumption is adversely affected. ‘The lube oil must not form a stable emulsion with water. During testing according to ASTM-D 1401, only <40mi emulsion are allowed after one hour. Frothing (ASTM-0892): After 10 minutes <20mi The lube oil must not contain agents to improve viscosity index. ‘The fresh oil must be free from water and other contaminants. Lube oil selection Viscosity Engine SAE Class, 20/27 * , 23/30, 28/32 preferably in the upper region of the SAE-Class applicable to the engine 32/36 to 58/64 Applies to engines with year of manufacture as of 1985 (see engine rating plate). For engines delivered before 01 Jan. 1985, lube oil viscosity as per SAE 40 continues to be valid If the lube oil is heated to approx. 40°C before the engine is started, SAE Class 40 can also be used if necessary (e.g, on account of simplification of lube oil storage). Neutralization capacity (TBN) Medium-alkaline lube oils are offered at various levels of neutralization capacity (TBN). According to the latest state of the art, the TBN may be adapted to the anticipated operating conditions as shown below. TBN (mgkOH/g oil) Operating conditions ‘Marine-Diesel oil (MDO) of poor quality (ISO-F-DMC) or for heavy fuel having a low sulphur content (0.5 %) ‘Common today for heavy-oil operation. Here, adequate additive reserve is available even if the quality of the heavy oil varies For engines 32/40, 40/54, 48/60 and S8/64 only if sulphur content <1,5%. For engines 32/40, 40/54, 48/60 and 58/64 in general, if sulphur content, >15%, For remaining engine types also, if proven that TBN 30 is too low with reference to wear, formation of deposits, and service life of the oil filling or sulphur content >4.0 % in weight. Consult engine manufacturer before using it. In the long run though, the operating results are the criteria that prove which TBN is the most economical one for efficient engine operation. 036 5600E 132-2 11.97 Page 2 of 3Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and the cylinder liners are supplied with the lube oil by means of a separate oil pump. The oil supply rate is factory-set to conform to both the quality Of the fuel to be used in service and to the anticipated operating conditions. Work Card 302.02 is to be complied with when the lube oil rate is changed Allube oil as specified above is to be used for the cylinder and the circulating lubrication. ‘Speed governor For mechanic-hydraulic governors with an own oil sump, a multigrade engine oil SW-40 is preferably used Should this oil not be available for topping up, a 15W-40 oil may exceptionally also be used. In this connection, it makes no difference whether multigrade oils on synthetic or mineral oil basis are used According to information from the mineral oil companies, mixability is given in any case. For the remaining devices that are attached to the engine, the lube oil quality specified by the manufacturer isto be provided Lube oil additives We urgently advise against subsequently adding additives to the lube-oil, or to mixing the different makes (brands) of lube-oil. Otherwise, the function of the package of additives, composed to match itself and the base oil can be upset. Also, the lube-oil company isno longer responsible for the oil Most of the mineral oil companies are in close and permanent consultation with the engine manufacturers and are therefore in a the position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. Independent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. In case of doubt, we are more than ing to provide you with further information. We carry out the investigation on lube oil in our laboratories for our customers who need only pay the cost price. A representative sample of about one Litre is required for investigations When taking sample oil, the instructions of sheet 3.24 are to be adhered to. D36 5600E 1.322 11.97 Page 3 of 3QUALITY REQUIREMENTS FOR COOLING WATER AND FOUR-STROKE COOLING WATER TREATMENT ENGINES 1. GENERAL ‘The engine cooling water, like the fuel and lubricating oil, is a medium which must be carefully selected, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system in contact with water and deposits may form. Deposits impair the heat transfer and may result thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the first commissioning of the plant. During subsequent operations the concentration specified by the engine manufacturer must always be ensured. in particular, this applies if a chemical additive isused. 2. REQUIREMENTS FOR UNTREATED WATER The characteristics of the water used must be within the following limits: Tea] Note —1'dH (German hardness) 10mg CaO in 1 litre of water 17.9 mg CaCOsfitre = 0.357 mvalflitre Type ofwater ........ preferably water, freshwater, free from foreign matter i Total hardness max. 10°dH eee pH value + 65-8 Chlorideioncontent . max. 50 mgflitre Nottobeused: Sea water, brackish water, river water, brines, industrial waste water and rain water. The MAN B&W water test kit includes devices permitting, i.2., to determine the above-mentioned water characteristicsin a simple manner. Moreover, the manufacturer of anti-corrosion agents are offering test, devices that are easy to operate. As to checking the cooling water condition, refer to work card 000.07. SUPPLEMENTARY INFORMATION fa distillate (from the freshwater generator for instance) or fully desalinated water (ion exchanger) is available, this should preferably be used as the engine cooling water. These waters are free from lime and major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not forma thin film of lime on the walls which affords a temporary protection against corrosion. Thisis the reason why water distillates must be treated with special care and the concentration of the additive is to be periodically checked. The total hardness of the water is composed of temporary and permanent hardness. Itis largely determined by calcium and magnesium salts. The temporary hardness is determined by the hydrogen-carbon content of the calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sulphates). The decisive factor for the formation of calcareous depositsin the cooling system is the temporary (carbonate) hardness. ‘Water with more than 10°dH (German total hardness) must be mixed with distillate or be softened. A rehardening of excessively soft water is only necessary to suppress foaming if an emulsifiable corrosion inhibiting oil is used. 3, DAMAGE IN THE COOLING WATER SYSTEM. Corrosion is an electro-chemical process which can largely be avoided if the correct water quality is selected land the water in the engine cooling system is treated carefully. Flow cavitation may occur in regions of high flow velocity and turbulance. If the evaporation pressure is fallen below, steam bubbles will form which then collapse in regions of high pressure, thus producing material destruction in closely limited regions. Ecosionis a mechanical process involving material abrasion and destruction of protective films by entrapped solids, especially in regions of excessive flow velocities or pronounced turbulences. Corrosion fatique it a damage caused by simultaneous dynamic and corrosive stresses. It may induce crack formation and fast crack propagation in water-cooled, mechanically stressed components if the cooling water isnot treated corcectly. D36 5600 E 141-1 04.97 Page 1of54, TREATMENT OF THE ENGINE COOLING WATER ‘The purpose of engine cooling water treatmentis to produce a coherent protective film on the walls of the cooling spaces by the use of corrosion inhibitors soas to prevent the above-mentioned damage. A significant prerequisite for the corrosion inhibitor to develop its full effectivity is that the untreated water i satisfying ‘the requirements mentioned under point 2. Protecting films can be produced by treating the cooling water with a chemical anti-corrossive or emulsifiable corrosion inhibiting oi Emulsifiable corrosion inhibiting oils fall more and more out of use since, on the one hand, their use is heavily restricted by environmental protection legislation and, on the other hand the suppliers have, for these and other reasons, commenced to take these products out of the market. Treatment of an anti-corrosive agent should be done before the engine is operated for the first time so asto prevent irreparable initial damage. Itis not allowed to operate the engine without cooling water treatment. S. COOLING WATER ADDITIVES ‘No other additives than those approved by MAN B&W and listed in Tables 8.1 to 8.4 on pages 4 and S are permitted to be used. The suppliers are to warrant the effectivity of the cooling water additive. Additives can only be used in closed circuits where no appreciable consumption occurs except leakage and evaporation losses. A cooling water additive can be approved for use if thas been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraftmaschinen (FVV), “Testing the suitability of coolant additives for cooling liquids of internal combustion engines” (FVV publication R 443/1986). The test report is to be pre- sented if required. The necessary testing is carried out by Staatliche Materialprofanstalt, Department Oberflachentechnik, Grafenstrafe 2, 64283 Darmstadt on request. 5.1 Chemical addi Additives based on sodium nitrite and sodium borate, etc. have given good results. Galvanised iron pipes or zinc anodes providing cathodic protection in the cooling systems must not be used. Please note that this kind ‘of corrosion protection, on the one hand, is not required since cooling water treatment is specified and, on the other hand, considering the cooling water temperatures commonly practiced nowadays, it may lead to potential inversion. If necessary, the pipes must be de-zinced. 5.2 Anti-corrosion oil This additive is an emulsifiable mineral oil mixed with corrosion inhibitors. A thin protective oil film which prevents corrosion without obstructing the transfer of heat and yet preventing calcareous deposits forms on the walls of the cooling system. ‘The manufacturer must guarantee the stability of the emulsion with the water available or has to prove this stability by presenting empirical values from practical operation. {fa completely softened water is used, the possibility of preparing a stable non-foaming emulsion must be checked in ccoperation with the supplier of ‘the anti-corrosion oil or by the engine user himself. Where required, itis recommended adding an anti-foam agent or hardening (see work card 000.07). Anti-corrosion oil is not suitable if the cooling water may reach temperatures below 0°C or above 90°C. Ifo, ‘an anti-freeze or chemical additive is to be used. 5.3 Anti-freeze agent if temperatures below the freezing point of water may be reached in the engine, in the cooling system or in Parts of it, an anti-freeze agent simultaneously acting as a corrosion inhibitor must be added to the cooling water. Otherwise the entire system must be heated. Sufficient corrosion protection will be afforded if the water is mixed with at least 35% of these products. This concentration will prevent freezing down to a temperature of about - 22°C. The quantity of anti-freeze actually required, however, also depends on the lowest temperatures expected at the site, Anti-freeze agents are generally based on ethylene glycol. A suitable chemical additive must be admixes the concentration of the anti-freeze specified by the manufacturer for a certain application does not suffice to afford adequate corrosion protection. The manufacturer must be contacted for information on the D36 5600 E 141-1 04.97 ege 2of5compatibility of the agent with the anti-freeze and the concentration required. The compatibility of the chemical additives stated in Table No. 1 with anti-freeze agents based on ethylene glycol is confirmed. Anti-freeze agents may only be mixed with each other with the supplier's or manufacturer's consent, evenif ‘the composition of these agentsis the same. Prior tothe use of an antifreeze agen, the cooling sytem i tobe cleaned thoroughly. If the cooling water ‘otherwise the emulsion For the disposal of cooling water treated with additives, observe the environmental protection regulations. For information, contact the suppliers of the additives. broken and oil sludge is formed in the cooling system. 6. PREREQUISITES FOR EFFICIENT USE OF A CORROSION INHIBITOR 6.1 Clean cooling system Before starting the engine for the first time and after repairs to the piping system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt will reduce the efficiency of the additive. The entire system has therefore to be cleaned using an appropriate cleaning agent with the engine shut down (refer to Operating Instructions, Section 3, Sheet 28, “Flushing the Engine Supply Circuits” or to work card 000.08). Loose solid particles, in particular have to be removed from the system by intense flushing because otherwi erosion may occur at points of high flow velocities. The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier of the cooling water additive, at least the supplier can make available the suitable products for this purpose. If this work is done by the engine user itis advisable to make use of the services of an expert of the cleaning agent supplier. The cooling system is tobe flushed thoroughly after cleaning. The engine cooling water is to be treated with an anticcorrosive immediately afterwards. After restarting the engine, the cleaned system has to be checked for any leakages. 6.2 Periodical checks of the condition of the cooling water and cooling system Treated cooling water may become contaminated in service and the additive will loose some of its effectivity ‘asa result. Itis therefore necessary to check the cooling system and the condition of the cooling water at regular intervals. ‘The additive concentration is to be checked at least once a week, using the test kit prescribed by the supplier. ‘The results are to be recorded. The concentrations of chemical additives must not be less than the minimum concentrations stated in Table 8.1 on page 4. Concentrations that are too low may promote corrosive effects and have therefore to be avoided. Concen- trations that are too high do not cause damages. However, concentrations more than double as high should be avoided for economicat reasons. A cooling water sample is tobe sent to an independent laboratory or to the engine sup; complete analysis every 3 -6 months. for making a For emulsifiable corrosion inhibiting oils and anti-freeze agents the suppliers generally prescribes renewal of the water after approx. 12 months. On such renewal, the entire cooling system is to be flushed, or if required tobe cleaned (please also refer to work card 000.08). The fresh charge of water isto be submitted to treatment immediately. Mf excessive concentrations of solids (rust) are found, the water charge has to be renewed completely, and the entire system has to be thoroughly cleaned. The causes of deposits in the cooling system may be leakages entering the cooling water, breaking of the n, corrosion in the system and calcareous deposits due to excessive water hardness. An increase in the chloride ion content generally indicates sea water leakage. The specified maximum of 50 mg/kg of chloride ions must not be exceeded since otherwise the danger of corrosion will increase. Exhaust gas leakage into the cooling water may account for a sudden drop in the pH value or an increase of the sulphate content. Water losses are to be made up for by adding untreated water which meets the quality requirements according to item 2. The concentration of the anti-corrosive has subsequently to be checked and corrected if necessary. D36 S600 E 141-1 94.97 Page 30f5‘necks of tne cooling water are especially necessary whenever repair and servicing work has been done in connection with which the cooling water was drained. 7. PROTECTIVE MEASURES Anti-corrosive agents contain chemical compounds which may cause health injuries if wrongly handled. The indications in the safety data sheets of the manufacturer are to be observed. Prolonged, direct contact with the skin should be avoided. Thoroughly wash your hands after use. Also, ifa larger amount has been splashed onto the clothing and / or wetted it, the clothing should be changed and ‘washed before being worn again. ee If chemicals have splashed into the eyes, wash with plenty of water and consult a doctor. Anti-corrosive agents are a contaminating load for the water in general. Cooling water must therefore not be disposed off by pouring it into the sewage system without consulting the competent local authorities priorly. ‘The respective legal regulations have to be observed. 8, PERMITTED COOLING WATER ADDITIVES, | additives (Chemicals) - containing nitrate titial ‘Minimum concentration : dosifica- pm Manufacturer froductdesignation |e per | pogucy | Nitite ens 1000 titre (N02) (Na No.) Drew ‘Ameraid Int. | Liquidewt 151 i 700 1050 tenzelring Maxigard 401 2000 21107 Hamburg DEWT-NC 45 kg 3375 Unitor Chemicals, | Rocor NB Liquid 2151 | 21500 3600 IServiceA.s. | Dieselgu SEMI SericeAS. | |Dieselguard 48 kg | 4800 3600 3140 Borgheim Vecom GmbH ‘CWT DieseiQc-2 161 16000 | 4000 6000 Schlenzigstr. 7 x 21107 Hamburg ee Nalfleet Marine Nalfleet EWT Liq 31 3000 ~| 1000 Chemicals. (9-108) P.O. Box 11 NalfleetewT9-131¢ | 10 1 10000 | 1000 Northwich Nalfleet EWTS-111 101 10000 | 1000 Cheshire CwOX, | Nalcoo! 2000 301 30000 | 1000 Maritech AB Marisol CW 121 | 12000 | 2000 PO.BOx 143 $-29122 Kristianstad Note: The values in the marked areas can be determined with the test kit of the chemical manufacturer. 8.2 Chemical additives - free from nitrate Manufacturer Productdesignation | Initialdosification | Minimum concentration per 1000 litre Texaco, Havoline Extended Technologiepark Life Corrosion inhi- 751 75% 8-9052Zwijnaarde —_| bitor (ETX 6282) Belgium D36 5600 E 141-1 04.97 Page 4of58.3 Emulsifiable anti-corrosion oil Manufacturer Product (Designat {BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M Herts HP2 4UL Fedarom Castrol Int, Pipers Way, Swindon SN3 1RE, UK SolvexWT3, DEA Mineralol AG, Oberseering 40,2297 Hamburg _| TargonD Deutsche Shell AG, Oberseering 35, 22284 Hamburg | DromusB 119156 Texaco Soluble Oil CX Technologiepark -2wijnaarde 2 Soluble Oil D £8 9052 Gent/Zwijnaarde 8.4 Anti-freeze agents with corrosion inhibiting effect Manufacturer Product (Designation) BASF, Carl-Bosch-Str., 67063 Ludwigshafer/Rhein Glysantin G 48 Glysantin 9313 Glysantin G 05 Castrol Int., Pipers Way, Swindon SN3 1RE, UK Antifreeze 8P, Britannic Tower, Moor Lane, London EC2Y 98U, UK ‘BP Kahlerschutz BP Anti-frost DEA Mineral6l AG, Oberseering 40, 22297 Hamburg _| DEA Kahlerfrostschutz Deutsche Shell AG, Uberseering 35,22284Hamburg __| Glycoshell Hchst AG, Werk Gendorf, 84508 Burgkirchen Genatin extra (8021 S) “Mobil Oil AG, SteinstraBe 5, 20095 Hamburg Frostschutz 500 036 5600 E 141-1 04.97 Page SofABGASTURBOLADER EXHAUST-GAS TURBOCHARGER ‘TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT ‘TURBOSOBREALIMENTADOR DE GAS DE ESCAPE ‘SOBREALIMENTADORES ‘TURBOSOFFIANTI A GAS DI SCARICO 50 036 5650 TECHNISCHE DATEN TECHNICAL DATA CARACTERISTIQUES TECHNIQUES DATOS TECHNICOS DADOS TECNICOS DATI TECHNIC! 150-1 11.78TECHNICAL DATA riet Description, Operating Date BRIEF DESCRIPTION Turbocharger with one each axial-flow turbine stage and radial-flow compressor stage Rotor supported by two inboard plain bearings Integral turbine wheel and shaft, compressor wheel mounted Compressor with one outlet socket Air-intake casing or silencer Bearing lubrication integrated in engine oil circuit Bearing casing watercooled Gas admission casing uncooled with heat insulation Gas outlet casing uncooled with heat insulation OPERATING DATA Type Works Wo. . Maximum admissible operating speed ...........4+ Max. admissible exhaust gas temperature before turbine pee Please enter type plate data on the compressor casing here Display range of speed indicator es rpm 0 - 25 000 Lube oi] pressure (SAE 30 at 55°C or SAE 40 at 65°C) Measuring point directly before the connection on the bearing casing) 5 + bar 13-15 Lube oil requirements (SAE 30 at 55°C or SAE 40 at 65°C) m?/h 3.1 - 3. -3.5 Quantity of heat dissipated in the oil . -MJ/h 140 = 160 Impurities with a grain size Belov ....1eeeeeee + Bn 0.05 filtered out of lubricating oil Haxinun permissible oil inlet temperature with engine at full load .......05 °c 65 at full load, temporary pore 70 at part load °c 70 at part load, temporary . eee °c 7 Naximun permissible coolant outlet temperature . °c 90 Coclant requirements at /\t = 10°C . no /h 39-35 For further operating data refer to operating manual and engine acceptance report D36 5647E 1.51-2 03.93 Page 1 of 2a 16 &7 9 > Page 2 of 2 03.93 1.51-2 D36 564755.83 TECHNICAL DATA Pipe Connections, Weights NA 40 1 52 pe Connections Exhaust gas Inlet, axial or 90° deflected ee Inlet, 45° deflected Exhaust « ens Charge oir Inlet (air intake casing - radial) .....esseeeeeee Inlet (inlet manifold - axial) .. ‘ Outlet oo... Lube oil In-feed at bearing casing. Outlet at bearing casing . Cool g water Inlet at bearing casing .. Outlet at bearing casing. . Weights (approximate values) Gos-admission casing with nozzle ring «.++ Gas-outlet casing with casing feet . Bearing casing compl. +++ +++. Bearing casing with rotor compl... . Compressor casing + .++e++++ Diffusor compl. ... +++ Turbine nozzle ring - Rotor compl. Turbine rotor . . Compressor wheel... Silencer ..... Air-intake casing. Oil tank ..... Turbocharger complete with silencer . Turbocharger complete with air-intake cas Tool kit compl. .++++++ Spare parts kit compl. « D36 5647 E 152-2 1x400 dia. 1x450 or 1x340 dia, 960x375 960x280 . 1x700 dies 1x246 dia. pipe 30x2 pipe 57x2.9 pipe 25x2 pipe 25x2TECHNICAL DATA Pipe Connections, Weights PIPE CONNECTIONS Exhaust gas Inlet at gas admission casing (501/1 = axial). sess 400 dia. {501/2 = 90° deflecting).... 400 dia. ey Outlet at gas outlet casing (506) a 960 x 375 Charge air Inlet at air intake casing (545/1 = axial), if fitted 700 dia. (545/2 = radial), if fitted. 960 x 280 outlet at compressor casing (546) ..... 246 dia Lube oil Inlet laterally at bearing casing (517) flange connection for pipe ...... Drain at bottom of bearing casing ($17) flange connection for pipe ...s++seeeeeeeeee Venting pipe on oil drainage pipe t at bottom of bearing casing (517) flange connection for pipe .....+-.++ 2 Drain at top of bearing casing (517) ...... 2 Sealine air Connection laterally on bearing casing (517) ..... for pipe 25 x2 (with orifice 10 mm dia. at two-stroke engine) Jet Assist (if provided) Flange connection laterally at compressor casing (546) r pipe Sere eas Text aes) WEIGHTS of (sub)assemblies - approximate values kg 500 Turbocharger, complete ... oo + 2000 - 2 500 Gas admission casing, complete (501/1: 130 kg, 501/2: 210kg) ..... 210 Gas utlet caning, complete . 600 ceveees 520 Diffuser complete 36 eap8008 a 50 Turbine nozzle ring compl. (nozzle ring 6 kg, shroud ring 3 kg) 20 Bearing casing, complete .... 7 ‘ oe 350 Casing feet, complete .........eeee ao0000 90 Rotor, compl. (turbine rotor 40 kg, compressor wheel 25 kg) 8 Insert : : 20 Final diffuser re 30 Silencer complete (if fitted) ; A 400 Air intake casing, complete (if fitted, 545/: 130 Compressor casing, complete .... 330 041 tank, complete 70 Venting line complete 5 1 Lagging on gas admission casing (if fitted) 15 594. Large spare parts kit (incl. chest 500 x 410 28 596 Tooling kit (incl. chest 500 x 410 x 150 am) 55 36 56475 152-3 03.934.92 | TECHNICAL DATA | | Gops and Clearance Radial gap = Clearance =, - d, (mm) 4, a 10 = If wear checked at point (8) is sotisfoctory, it will not be necessary to measure gap (10). Check exact size by means of soft metal slug. . outside diameter inside diometer +) Check every time the turbocharger is assembled rant i ae newt cond Ton ae part Ha Osseription of Parts Part Wo, [Spe ar revork sin | ax [nin | cae nin a + aan 5 [520,035 1 * | Locating ring - Sealing cover [Ei5"o | 0,08 | 0,123) - - fo 0,25 2 | beeating bearing = Turbine roter [517.075 Teo (use gouge bush only) Is20,001_ | - = = =| Work card No. 37 [Plain bearing ~ turbine shaft [517.055 [~~ = 7 ~ 500.06 (use gouge bush only) 520,001 | + | Labyrinth ring (turbine shaft) - [520.018 as a 4 Seoling cover 517 064 Ce as io nae | 5+ | Turbine wheel - end cover lenniaaa 0,90 }t00 | - | = |o,70 1,30 . ‘ 001 6 [Turbine wheel - cover ring [215 "soe | 0,55 |0,70 | - | - [0,45 10,95 + 1 7” | Turbine wheel ~ end cover 270-00, [0.25 Joa | - = 49,15 |0,50 + | Locating Bearing - locating [517.075 | _ |. see Work card . ring (axial) 520,035 ioc | ec Now 500.06 97 | Compressor wheel - end cover. |219"pa9 [050 [0,70 | - | - foo |1,00 10 | Compressor wheel - insert (axial sz0'cer |i,20 [1,40 | - | = fie0 + 044 | 11” | Compressor wheel ~ insert (radial! lea 051 0,80 }0,90 | ~ = = |1,20 | Permissible wobble of compressor wheel Oo mm | (measured with dial gauge on maximum radial distance) d Permissible radial runout of turbine shaft (measured with dial gouge on bearing journals with rotor supported between centres ~ check that centre holes are 0,02 mm leon beforehand) 36 5647 E 1,53-2TECHNICAL DATA NASO/T 4 Gops ond Clearances A (6) Fa eA ; oO 2 i -® nae c + s HIS © g 36 42 978 Pos. | Designation (Part No.] When new Reploce or 7 renochine ports nin (ae) nox (on) |_nin (nal | nox [an] Sealing cover (517.086) goa; Together vith 19) | Pocoting ring (520,035) Radiel soe | 0-05 | 9-09 | restoring bearings Locating bearing(S17.075) Radiol 2 Turbine rotor (520.001) clearance see ten Cord oo Plain beoring (517.055) Radiol ; 2 Turbine rotor (520.004) clearance See cae Sealing cover (517.064) pag: Together vith 4 9) | Tebreinth ring (520.018) Radiol gop | 0-05 | 0-09 | replacing bearings a 1501-103) agi 5 0) | Gover (GOH-N43) Radiol om | 0.90 | 1.00 [0.70 | 1.30 a) | Shroud ring (613.508) pag 0.58 | 0.70 0.95 : Turbine rotor (520.001) Rediol oo | 9 508) 0.458) End cover (547.067) pag; 7 0) | Erdeover | (517.067) pail cop | 0.25 | 0.35 ]0.15 | 0.50 Locating bearing(517.075) Axial | 8) | fecoting bearing 7.070) Aviol | 0.27 | 0.369] see Work Card 600.06 Layrinth disc (547.089) pag 2) | Compressor vheet (820,044) Pediat gop | 0.50 | 0.70 | 0.40 | 1.00 SD] Insert piece (546.051) ,, © 5} | Conpressor vheet (500-044) Axial ov | 1-10 | 1.30 cee a) | insert piece (546.061) pag, 0.80 | 0.90 7.20 u Compressor wheet (20,004) Radial ee | 6’ 754)| 0.70) Cover (504.163) —_ |— 2 [Turbine rotor (520.001) ial gop _]-1-00 | 0.00 @) Rodiol gop is holf the difference of the both meosured dianeters. ©) Weasure vith feeler gouge of & points on the circunference ond calculate wean velue. Af ne point on the circumference the minimua value...) is olloved to be saaller. b) Measure with dial gouge by vigorously moving the rotor in the directions A and B. In case of Lobyrinth seals already being run in if is possible thot the aecsured valve is smaller. ce) Measure by neons of soft aetal {lead vire] of 3 points on the cincuaference ond calculate ean velUe. Withdrov The meosured axial clearance(8) fron the colculoted wean velue if the rotor is pushed up in the direction B. +) Adjustoble by remachining or shim ot the spacer ring (S). 036 5647 E 1,53-3 03.92 Poge 1 of 2© IN) 36 42 979 CHECKING THE TURBINE ROTOR Checking with dial gauge, first check center bores for cleanliness. Admissible aberration of true running at position 13 Adnissible aberration of true running at position 1 Adaissible aberration of true running at position 15 Note If eccentricity at those 3 positions is in the some position on ~~ and runs Linear, the center bores are damaged and the real aberra running is saaller, ‘incunference of true CHECKING THE ROTOR Checking with dial gauge, first check center bores for cleanliness Admissible aberration from the plane of rotation at position 16.... 0.100 am Admissible aberration of true running at position 17. ax. 0.030 om nox. 0.015 an Admissible oberration of true running at position 18.... 036 5647 E / 153-3 Page 2 of 2M-A’-N SCHEMABESCHREIBUNGEN DESCRIPTIONS OF SYSTEMS 40/45 Inhaltsverzeichnis Abschnitt 2 Kraftstoffschema (Motor Schwerslschema (Anlag Schmierslschema ..... Kuhlwosserschema Anlafischema ... Regelschema ..se0eeeeee Zylinderschmierung ......eseseeee Seewasserschema bgasturbolader Sch Kuhlwasserschema rélschema ... Drehzahi-Regler Triebraum-Uberwachungsgerat D365625D+E 21-1 1.92 Table of contents Section 2 Fuel system (engine) .. Es Heavy oil system (plant) w.seseseeeee Luboil system. Cooling water system . Starting system... Control system . Cylinder lubrication.. Sea water system M.A.N., exhaust turbochorger Luboil system Cooling water system . Speed governor Crankcase supervisory device Blatt/Sheet 2,3 4,5 6,7 es 12,13 14, 15 16, 17 20, 21 51 +52 5112.78 M-A-N | DESCRIPTION OF SYSTEM Lao/as Fuel System (Engine) a Fuel System (Engine) A detached mounted pump supplies the fuel via a filter through the header pipe (14) and jumper pipes (9) with stop cocks (8) to each injection pump (11). Excess fuel is led through the pipe (7), also provided with a stop cock, into the manifold (15) whence it is retumed via a pressure retaining valve to the mixing tank or the day tank. The two stop cocks permit removal of individual injection pumps without the need to drain the whole line system. In heavy oil operation, the line system and the injection pumps can be heated up by circulating heated fuel through the manifold (15) through which also excess fuel during operation is retumed either to the mixing tank or the day tank, With this line arrangement, the required heavy oil temperature can be maintained more easily. The injection pump (11) forces the fuel through the delivery pipe (1) and the injection valve (3) into the cylinder head. Leak fuel from the injection valve is drained through the Pipes (10) into the leak collecting pipe (6). in plants designed for unmanned operation, the delivery pipes are housed in a jacket pipe (2) to monitor the amount of leak fuel. From each jacket pipe there is a leak oil pipe (12) to the leak collecting pipe (5). Fuel escaping from leaky screw connections or damaged pipes is passed through this leak collecting pipe to a collecting tank which may be provided with a level indicator with high level alarm. in engines designed for operation on heavy oil, the header pipe (14), the manifold (15) and the leak collecting pipes (5 and 6) are heated by means of the heating pipe (4) running in parallel with the former. The heating pipe and the 2 fuel pipes running in parallel have a common insulation in order to prevent heat losses. The gauge tube (13) connects the header pipe with the pressure gauge in the control stand. D36 5623 E 2.2-13.86 MA’ NE KRAFTSTOFFSCHEMA (MOTOR) FUEL OIL SYSTEM (ENGINE) L405 68 463 2 «1 0 9 8 76 5DESCRIPTIONS OF SYSTEMS 32/86 52/52 2 40/45 52/55 MAN HEAVY OIL SYSTEM (PLANT) Be 40/54 58/64 Heavy Oil System Engines buring heavy oil require some aduitional pieces of equipment (mixing tank, heater, viscosimeter etc.) The block diagram on the following sheet shows the arrangement and the pipe connections, The exact arrange- ‘ment of the various items can be seen in the layout plan. ‘The Diesel oil day tank (1) and the heavy oll day tank (3) are connected to the mixing tank (2) by pipes and the three-way cock (15). The type of fuel admitted to the mixing tank depends on the operating position of the cock. One of the two supply pumps (4) forces the fuel through an end preheater (5), 2 set of combined filters (6), the viscosity metering and controlling device (7) Lo the header pipe (14) and further to the injection pumps (11). The set of combined filters inciudes a filter with automatic flushing-back, and a reserve filter to be cleaned manually. A buffer piston (9), connected to the header pipe (14), serves for dampening pressure pulses. As only 2 parvo! the tuel supplied to the injection pumps (11) is delivered to the fuel injectors (12), the fuel supplied in excess is returned to the mixing tank (2) via the excess fuel pipe (10), the pressure retaining valve (13) and a connecung pipe. Again, a buffer piston (9) 1s provided to dampen pressure pulses. Heaung lacilities for the heavy oil ank, the mixing tank, filters, heavy oil pipes and the cooling water circuit of the fuel injectors are provided depending upon the operating requirements and the viscosity of the heavy cil intended fore use D36 6619 E 24-1SCHWEROLSCHEMA (ANLAGE) HEAVY OIL SYSTEM (PLANT) 32/36 52/52 40/45 52/55 40/54 58/64 5.87 D36 6619 D+E 6 2.51 til 3 Heavy oil day tank 4 fuel transfer pump preheater ter conbinatior 7 Viscosity measur and control device eak fuel pipe 1h Header 13 Pressure sustaining12.78 DESCRIPTION OF SYSTEM: MAIN es | to Lube Oil System Lube Oil ystem L The oi] pan serves as collecting tank for the oi1 dripping down from the bearings. From the oi] pan the oil is discharged into a separate service tank either through one or two drain pipes (11) connected at the drive end and the free end of the engine. Lubricating oi1 is drawn by the oi] pump from the service tank and delivered in a continuous flow via filter and cooler into the supply pipe (19) whence it is conveyed through the header pipe (17) for the main bearings through short jumper pipes and drilled passages to the individual main bearings (15). The external bearing (locating bearing) on the drive end is directly supplied with lubricating 011 through the branch pipe (10). Two connecting pipes (21) convey lubricating oi] to the header pipe (22) arranged at cylinder head level, whence it is conveyed through branch pipes (23) and drilled passages (2 and 3) to the camshaft bearings (13) and the tappets and rollers of the injection pumps and the inlet and exhaust valves. The rocker arm and follower bearings on the cylinder heads receive the lubricating oi1 through the pipes (4 and 24). The Pipes (8 and 9) inside the timing gear connect the intermediate wheel bearings from which the oi] is passed through the pipe (7) to the externally arranged camshaft bearings and through another pipe to the spray nozzles (6) for lubrication of the gearwheels at the point of mesh. From the main bearings (15) the oi1 flows through drilled oblique passages in the crankshaft to the crank bearings (14) and from the latter through the hollow drilled connecting rods to the piston pin bearings (1) and further to the Cooling spaces in the pistons. From the cooling space in the piston, the oi] | is freely discharged into the crankcase. Lubrication of the running surfaces of the cylinder liners is by spray nozzles (16) mounted in the crankcase and connected to the header pipe (17) of the main bearings. Lubricating oi1 delwered in excess is discharged through the pressure regulating valve (20) so that the lubricating oi] pressure can practically be kept at a Constant level. The gauge tube (18), branched off from the header pipe, connectq the pressure gauge in the control stand. . Any leak oi] from the injection pumps and valve drives is collected, together with possible leak fuel, in a groove provided in the crankcase and is discharged through the pipes (5) provided on the drive end and the free end of the engine. L The M.A.N. exhaust gas turbocharger, provided either on the drive end or the free end, is connected through the supply pipe (12) to the lubricating oi7 Circuit of the engine (also see lubricating oi1 diagram of exhaust turbocharger) As to the arrangement of pumps, filters, coolers, temperature regulators and tanks see plant description. 0365623 E 2.6-1 PTO[-2°Z Hojg 92 (poay sepuyjo) edid 10 ¥Z ‘edid younsg ¢Z, edid sapoay ZZ edjd Buyoouu0D |Z enya BuynjnBes ounssoag OZ ‘edid Ayddag 61 eqny end 8 adid sepooyy 21 (sepuyj4o) 9]zz0u Aosds 9} Buysneq wPW SI Buyspeq pos BuyysouU0D y| Bupso9q 4joysuio E] (s86s0ya0qiny) odid Ayddng Z1 (ued yo) edid woig 44 (Buy109q pua) edid younug | (Suyio9q jaeym ayorpounoyus) adid [10 6 (Buzspaq jooyr apojpousoyut) edid 410 8 (Buyso9q 4yysw09) adid J10 7 2)2z0u Aoids 9 ‘adid {10 3409] ¢ (Buy179q 194903) adid [10 ¥ (yedo4 49}J03) jouUDYD 10 (Buyiaq yoysuios) jouuDY> |10 Z Buyibaq urd uoistg | [D36 5623 £/2.6-112.78 SCH MIEROLSCHEMA | 1 40/45 M-A-N LUBOIL SYSTEM a D36 5623 D+E 2.7215.87 DESCRIPTION OF SYSTEMS Lube Oil System 140/45 Lube Oil System F The of] pan serves as collecting tank for the oi1 dripping down from the L bearings. From the oi7 pan the oi] is discharged into a separate service tank either through one or two drain pipes (11) connected at the drive end and the free end of the engine. Lubricating oi] is drawn by the oi] pump from the service tank and delivered in a continuous flow via filter and cooler into the supply pipe (19) whence it is conveyed through the header pipe (17) for the main bearings through short jumper pipes and drilled passages to the individual main bearings (15). The external bearing (locating bearing) on the drive end is directly supplied with lubricating oi] through the branch pipe (10). Two connecting pipes (21) convey lubricating oi] to the header pipe (22) arranged at cylinder head level, whence it is conveyed through branch pipes (23) and drilled passages (2 and 3) to the camshaft bearings (13) and the tappets and rollers of the injection pumps and the inlet and exhaust valves. The rocker arm and follower bearings on the cylinder heads receive the lubricating oi] through the pipes (4 and 24), The Pipes (8 and 9) inside the timing gear connect the intermediate wheel bearings from which the oil is passed through the pipe (7) to the externally arranged camshaft bearings and through another pipe to the spray nozzles (6) for lubrication of the gearwheels at the point of mesh. From the main bearings (15) the oi] flows through drilled oblique passages in the crankshaft to the crank bearings (14) and from the latter through the hollow drilled connecting rods to the piston pin bearings (1) and further to the L cooling spaces in the pistons. From the cooling space in the piston, the oi1 is freely discharged into the crankcase. L Lubricating oi] delivered in excess is discharged through the pressure regulating valve (20) so that the lubricating oi] pressure can practically be kept at a constant level. The gauge tube (18), branched off from the header pipe, connects ‘the pressure gauge in the control stand. Any leak oi] from the injection pumps and valve drives is tollected, together with possible leak fuel, in a groove provided in the crankcase and is discharged through the pipes (5) provided on the drive end and the free end of the engine. L Lubrication of the running surfaces of the pistons is effected by a seporate lubricating system, see sheets 2.16 and 2.17. F The M.A.N. exhaust gas turbocharger, provided either on the drive end or the free end, is connected through the supply pipe (12) to the lubricating oi] circuit of the engine (also see lubricating oi! diagram of exhaust turbocharger), As to the arrangement of pumps, filters, coolers, temperature regulators and tanks see plant description. D36 5623 2.6-2 P.T.O.@-L°% HOG Nz (poay s9puyjdo) odid 10 pz, add ysunsg ¢z adid sopooyy 72 edyd Buyoeuuo |Z @Aj0A BuypjnBos eunssesg OZ adid Ajddns 61 agni eBay gt edid spool 71 Bupso9q wow SI Buyspaq pos Buyjoauuod yp Buysaq 4oyswO> E] (s26sysoqin}) adyd Ayddng Z) (ued 10) adid uoig 41 (Buys00q pus) odjd younsg Qi (Gur100q 204m oopounioiuy) odid [10 6 (Bupvaq jooym ayoypauuayus) adid [10 g (Guyro9q 4yoysuiod) edid 110 / 9}zz0u Avoids 9 edyd jJ0 427 ¢ (Bur1naq 404901) edid [19 y (4ad0} 19})01) jouuoy> (6ujs09q 4yoyswios) jauuoys Buraq usd uoysig | D36 5623 E /2.6-25.87 D36 5623 D+E SCHMIEROLSCHEMA LUBOIL SYSTEM 140/45 2 73.88 Cooling Water System M-A-N | DESCRIPTION OF SYSTEMS L 40/45 Cooling Water System Water under pressure is delivered by the cooling water pump to the cooling water inlet (1) on the exhaust side of the crankcase (see diagram sheet 2.9), Through passages in the crankcase, cooling water is flowing to each individual cylinder. It enters a narrow cooling space which encloses the upper range of the cylinder liner (7) whence it flows through drilled passages in the liner wall upwards into the annular gallery (8) and further into the cylinder head. Horizontal partitions and ribs provided in the cylinder head direct the water in a positive flow to the hot spots, especially around the fuel injector for good heat dissipation. Part of the cooling water flows through drilled passages, the stop cock (4) and the| connecting case (5) to the two exhaust valve cages (6). In the cages the water is led down to the valve seat and is returned through the connecting case and the stop cock to the cooling space in the cylinder head. The arrangement with the stop cocks permits removal of the exhaust valve cages without the need to drain part of the cooling system. A short discharge pipe (10) fitted at the highest point of the cooling water space, connects each cylinder head with the manifold (12). Each discharge pipe is fitted with a branch sleeve for the connection of a temperature measuring instrument. The gauge tube (14) connects the cooling water space in the crankcase with the pressure gauge in the control stand. The condensation water precipitated in the charge air space (16) is carried off by the drain pipe (15) located on either free or driving end of engine. Part of the cooling water is conveyed through the supply pipe (2) to the turbocharger and, after passing through its bearing casing, is returned through a discharge pipe into the cooling water circuit (also see Operating Manual for Turbocharger). Connected at the lowest point of the turbine casing is a pipe with a drain cock (33) on the free end which must be opened for discharging the turbine washing water (see illustration sheet 2.11). The fuel injection valves have their own fresh water cooling circuit (see diagram Sheet 2.10). The cooling water is supplied through the header pipe (22), flows through the supply line (25) and drilled passages in the cylinder head and cooling thfeads in the fuel injection valve (26) to the injection nozzles whence it is passed through further threads and the discharge pipe (24) to the manifold (23). The gauge tube (21) connects the pressure gauge in the control stand. The charge air cooler has its own cooling water circuit (see illustration Sheet 2.11). The charge air cooler casing (35) is equipped with a vent cock (31) and a drain screw (36). The drain cock (37) serves for draining the water of condensation and leak water from the air space. The cooling water supply pipe can be connected either at the upper or the lower connection (32). The gauge tube (34) is connected to the drill hole provided in the inlet. As to the arrangement of pumps, coolers, overhead tanks and temperature regulators for all cooling systems, see plant descripti D36 5623 E 2.8-11,88 KUHLWASSERSCHEMA 2 (ZYLINDER) L 40/45 MAN COOLING WATER SYSTEM 9 Baw (CYLINDER) D36 5623 D+E 2.9-14.88 M-A’N K UHLWASSERSCHEMA. (EINSPRITZVENTILE) COOLING WATER SYSTEM (INJECTION VALVES) | 1 40/45 21 Menoneterleitung 22 Verteilerleitung 23 Sanselleitung 2h Ablaufleitung 25 Tulaufleitung 26 Einspritzventil D36 5623 D+E 2.10-1 21 Gauge tube 22 Header pipe 25 Menifod 24 Discharge pipe 3 Supply pipe 2 InjectorKUHLWASSERSCHEMA. (LADELUFTKUHLER) COOLING WATER SYSTEM (CHARGING-AIR COOLER) | L 40/45 u “34 Ent1oftungshahn 31 Venting cock 32 Wasseranschlud 32 Connection for water 35 Abledhahn 35 Drain cock 3h Menoneterei tung 3k Gauge tube 35 Ladeluftkahlergehduse 35 Charging-air cooler casing 36 EntLeerungsschraube 36 Drain screw 3? Ablathahn 37 Drain cock 38 Lufteintrittsgehtuse 38 Air intake casing 12.78 D36 5623 D+E 211-1DESCRIPTION OF SYSTEMS PESCRITION OF svsTeMs 140/45 o M-A-N Starting System (Reversible Engine) 12 1.79 Starting ystem L The engine is started with compressed air supplied from an air receiver and admitted to the cylinders through a main starting valve and pneumatically controlled valves in the cylinders. The supply pipe connects the air receiver with the main starting valve (8) from which the starting pipe (6) extends the length of the engine at cylinder head level. Short jumper pipes connect the starting pipe with the starting valves (1) in the cylinder heads. The starting valves are controlled by starting pilot valves (4), there is one for each cylinder, which are actuated by a starting cam (5) on the camshaft and connected to the starting valve by the branch pipes (2 and 3). Supply pipes (11 and 14) connect the main starting valve via the air filter (15) with the manoeuvring stand (17). Valves (12 and 13) are supplied with air through branches from the supply pipe (14) and deliver air to the starting pilot valves (4), depending on the sense of rotation. The detent valve (16) is connected via the pipes (25 and 26) to the main starting valve from which the gauge tube (9) runs to the indicating instrument. The detent valve is actuated by the valve (20) and the pipes (18 and 19) from the manoeuvring stand. It serves to open or close the main starting valve. The throttle valve (21), the non-return valve (22) and the valve (23) are connected to the main starting valve through the pipe (24) and are opened from the manoeuvring stand through the pipe (18). These permit the engine to be slowly turned at reduced air pressure. When the valve on the air receiver is opened, air flows to the main starting valve (8) and further through the pipes (11 and 14) via the air filter (15) | to the manoeuvring stand (17). From pipe (14) air flows to the two valves (12 and 13) and through the pipe (10) from the main starting valve to the valves (21 to 23) as well as through the pipe (26) to the detent valve (16). The pressure is indicated by the gauge (9). When the control lever in the manoeuvring stand is set to position STARTING, air is admitted through the pipe (19) to the valve (20) and also through pipe (18) whence it passes through the open valve (20), opening the valve (16) which causes the pipe (15) to become vented,which in turn causes the main starting valve (8) to open. Air is now admitted through the starting pipe (6) to the starting valves (1) in the cylinder heads. Air is also conveyed through the i pipe (18) to the valve (23); to the fuel limiting piston,mounted on the fuel control linkage; and to the booster servomotor of the governor. Air supplied L from the manoeuvring stand is furthermore supplied to the valves (12 or 13), depending on the operating position AHEAD or ASTERN, opens one of them and allows air to flow through the pipe (7) to the starting pilot valves (4). The starting cam (5) is mounted on the camshaft and, when in the corresponding position, closes a small drill hole, thus relaying an air signal to the starting pilot valve (4) which is thus operated and causes the starting valve (1) to open So that starting air, which is present on the valve inlet, is allowed to flow into the cylinder. The compressed air forces the piston downwards and thus turns the crankgear. The starting cam on the camshaft, turning in phase, again opens the control passage, thus causing the starting valve to close whilst that of another cylinder is opened. The starting periods of the individual cylinders are timed to overlap to ensure safe starting of the engine from any crank position. L 0365623 E 2.12-1 PTOWhen engine is being reversed before starting, pipe (19) is pressureless and thus the valve (20) and the main starting valve (8) closed. Compressed air is supplied through the pipe (10) to the throttle valve (21) whence air at reduced pressure is supplied via the non-return valve (22) and the opened valve (23) to the main starting valve (8) and further to the starting valves (1). The engine is thus slowly turned by the reduced air pressure,and the camshaft shifted in axial direction by the reversing gear. When the camshaft has reached its end position, air is supplied through the pipes (19) to the valve (20), causing the latter to open and thus releasing the normal starting process. The engine cannot be started when the turning gear is engaged. Quick stopping of the running engine and restarting in the opposite direction. When fuel injection in a main marine engine is cut off by a crash manoeuvre, the engine speed drops comparatively quickly to about half the speed at which it was running. But thereafter the speed only decreases very slowly. Reversible engines are therefore equipped with a brake valve, provided in the manoeuvring stand, in order to reduce the speed within this speed range more rapidly in a crash manoeuvre, In a crash manoeuvre the sequence of operations is as follows: After setting the engine to stop (zero pump setting), the control lever is set to ASTERN at a comparatively high speed (cf section 3). That is, the camshaft is shifted from position OPERATION AHEAD to OPERATION ASTERN when this speed has been reached. The engine is now being turned by the ship's propeller in AHEAD direction whilst the camshaft is in ASTERN position. Then, the control lever is set to REVERSING AND STARTING ASTERN and the braking valve depressed. Control air is now allowed to flow from valve (12 or 13) through the connected pipe (7) to the pilot valve (4), resetting the latter, with the result that the pilot valve opens the starting valve (1) 130° before TDC and a portion of the compressed air escapes through the venting passage in the main starting valve (8). The main starting valve remains in the closed position as long as the braking valve is depressed. When the piston reaches top dead centre, the starting valve closes and the following expansion stroke begins at a much lower pressure level. The engine is being slowed down so far within a short time that it can be restarted in the opposite direction by closing the braking valve. 0365623 E / 2.12-112.78 ANLASSSCHEMA (Motor mit Umsteverung) STARTING SYSTEM, Reversible engine) L 40/45 D36 5623 DHE1.79 M-A-N DESCRIPTION OF SYSTEMS re 2 Stai 1g System (Non-reversible Engine) Starting System The engine is started with compressed air supplied from an air receiver and admitted to the cylinders through a main starting valve and pneumatically controlled valves in the The supply pipe connects the air receiver with the main starting valve (15) from which the starting pipe (12) extends the length of the engine at cylinder head level, with short jumper Pipes to the starting valves (9) in the cylinder heads. The starting valves are operated by the starting pilot valve (5), located on the drive end of the engine and actuated by the camshaft. The starting pilot valve is connected to the main starting valve via the filter (1) and the detent valve (3) by the pipes (4 and 7). The main starting valve is actuated via the control pipe (6) and the detent valve (17). When the shut-off valve on the air receiver is in the open position, line pressure is present at the main starting valve (15) and the detent valve (3). Compressed air is supplied to the manoeuvring stand through the pipe (14). The main starting valve is held in the closed position by line pressure existing in pipe (16) 0 long as the detent valve (17) is not actuated. As soon as the control lever in the control stand is set to STARTING, or this order is relayed through the automatic system (see separate description), supply air is admitted by corresponding valves in the manoeuvring stand to the control pipe (2). The detent valve (3) is actuated and allows supply air to flow from the pipe (7) through the pipes (4 and 6) to the starting pilot valve (5) and to the detent valve (17), operating the latter. Line pressure existing in pipe (16) is thus vented and causes the main starting valve to open. At the same time, control air is passed from the starting pilot valve via one of the control plungers, which are pneumatically operated by a cam, depending upon the position of the camshaft, and the connected control pipe (8) and branch pipe (10) to the starting valve (9) in the cylinder head. The starting valve is thus opened and compressed air supplied through the starting pipe (12) flows into the cylinder and forces the piston downwards so that the crankshaft starts turning. When the crankshaft has moved through a certain angle, the cam~ operated control plunger is moved into a position where it cuts off the supply of control air and vents the control pipe (8), whilst at the same time control air is passed through another control plunger and the control air pipe to another starting valve. Control air from this control pipe flows through a branch pipe (11) to the starting valve that has been opened before and assists its valve spring in closing it. The starting valves will thus close more quickly and so reduce the consumption of starting air. The starting periods of the individual cylinders are timed to overlap to ensure safe starting from any crank position. An interlocking valve in the control pipe (2) prevents engine start-up when the turning gear is engaged. D36 5623 E 2.126212.78 Control System ma DESCRIPTION OF SYSTEM M-A- NI | L 40/45 Control System The control linkage connects the various control units (governor, manoeuvring stand and shut-down system) with the fuel injection pumps. All levers and indicating instruments required for manual control are provided in the control stand. The engine may also be equipped with an automatic remote control system. The pump racks (2) of the individual injection pumps (3) are connected to the control shaft (6) by link rods (1) and levers (23). The levers on the control shaft are flexibly connected in both directions of operation, by means of the stop rings (21) and the torsion springs (20), so that a sticking pump rack will not block control of the other pumps. Adjusting screws (22) between the levers (23) and the stop rings (21) permit adjustment of all injection pump racks to exactly the same setting. The stop screw (10) limits the angular movement of the control shaft in the direction of full load and the stop screw (11) in the direction of zero load, The Woodward governor (5) is connected to the control shaft (6) by levers, link rods (7 and 14) and the torsion member (12). The fuel limit piston (9) and the shut-down piston (8), if provided, are connected through suitable levers to the torsion member (12). The manoeuvring stand is mechanically connected to the fuel control linkage through the link rod (19). The engine can be run by speed control as well as by load control (see also section 3). With marine engines the engine speed can be set by means of the hand whee! (18), or the pump setting by means of the fuel control lever (16) in the manoeuvring stand (17). With stationary engines, which are normally only run by speed control, the engine speed is set by means of a switch in the switch cubicle of the monitoring plant and an electric speed setting motor on the Woodward governor. But fuel pump settings con also be controlled by means of the fuel control lever (16). During engine start up, the fuel limit piston (9) is actuated by compressed air and controls the fuel pump setting during and a short time after starting to prevent the ill-effects of incomplete fuel combustion, like smoky exhaust, etc. Compressed air is also supplied during engine start-up to the booster servomotor (13), mounted on the governor, to provide the governor with pressure oil, The governor will thus be immediately ready for action and able to move the fuel control linkage quickly into the direction of fuel admission. The engine is stopped manually by means of the fuel control lever (16). When the stopping pulse is triggered by one of the safety devices or through the automatic remote control, the fuel pump racks (2) are pneumatically moved to STOP position by the shut-down pistons (4) and, additionally, the fuel control linkage by the shut-down piston (8). D36 5623 £ 214-112,78 REGELSCHEMA. | CONTROL SYSTEM | L 40/45 15 1 Verbindungsstange 2 Regelstange 5 Einspritzpunpe 4 Abstellkolben 5 Woodverd-Recler 6 Regelvelie 7 Verbindungsstenge 8 Abstelkolben 49 Fallungsbegrenzungskolben 0 Anschlagschraube (Vollest) ‘1 Anschlagschraube (Hulast) 42 Drehelestisches Federglied 43 Booster-Servorator 1h Verbindungsstenge 45 Skala (Fullung) 16 FotLungshetel “7 Bedienungsstand 18 Handrad (Orehzahlsollwert) 19 Verbindungsstenge 20 Drehfeder 71 Anschlagring 22 Einstellschravbe 23 Hebel D36 5623 DHE 2.15-1 2 4 Link rod 2 Punp rack 3 Injection pup 4 Shutdown piston 5 Woodward governor 6 Control shaft 7 Link rod 8 Shutdown piston = 9 Fuel limit piston 10 Stop screw (full load) ‘1 Stop screw (zero load) 12 Torsion renber 43 Booster servonotor 1h Link rod 45 Scale (adnission) 16 Fuel control lever 17 Wenoewveing stand 48 Handvhee! (speed) 19 Link rod 20 Torsion spring 21 Stop ring 2 Adjusting screw 2 Lever Lit 26.85 DESCRIPTION OF SYSTEM M-A-N Control system eens 14 Control Systen ‘The control Linkage connects the various control units (governor, maroewring stand and shitdom system) with the fuel injection pimps. The mmoeuwring stand equipment permits manual control of the engine by means of muted levers and indicators. It is also possible to connect autamatic remote controls. ‘The pump racks (2) of the individual injection pumps (3) are connected to the control shaft (21) by Link rods (1) and flexible comection levers (22) which are able to bend in both directions of movement on exceeding a certain setting force. It is thus ensured that, in the event of one injection pump jaming, control of the other pumps will not be blocked. The Woodward governor (5) 4s conected to the control shaft by levers, link rods (6, 8 and 15), torsion menber (13) end the short shaft (7). The stop screws (11 and 12) restrict’ the pump rack movenent in the MAX, and SIOP directions. If a fuel limit piston (10) and a shutdown piston (9) are fitted, they engage the torsion menber (13) through appropriate levers. Link rod (20) serves as mechanical connection between the pump racks and the control console. ‘The engine can run by speed control as well as fuel admission control (aléo see Section 3). With marine engines the engine speed can be set by means of the hand wheel (19) or the fuel admission by means of the fuel control lever (17) on manceuring stand (18). With stationary engines, which are normally run by speed control, the engine speed is normally set by means of a switch in the switchgear cubicle of the monitoring system and an electric speed setting motor on the Woodward governor, but the fuel pump setting can also be controlled by means of the fuel control lever (17). During engine starting, compressed air is admitted to the fuel limit piston (10), which Limite fuel admission shortly after starting to prevent exhimst discoloration and similar effects due to incomplete fuel combustion. At the same time, compressed air is aimitted to the governor momted booster servo motor (14), to provide the governor with pressure ofl. It is this ensured that the governor is immediately operational and quickly shifts the control Linkage to "fuel admission". ‘The engine can also be manually stopped by means of the fuel control lever (17). If the stopping pulse cimes from the safety or automatic remote controls, the injection pump racks (2) and the control Linkage are pneumatically shifted to SIOP by the shutdom pistons (4 and 9) respectively. 136 5623 E 21-27.85 REGELSCHEMA CONTROL SYSTEM 140/45 15 36 42 169 1 Verbindungsstange 2 Regelstange 3 Einsoritepumpe 4 abstelIkolben 5 Woodvard-Regler 6 Verbindungsstange 7 Welle 8 Vorbindungsstange 9 bstellkolben 10 FlLungsbegrenzungskelben 11 Anschlagsehraube (WAK.) 12 haschlagschreube (STOP) 175 Drehelastisches Federglied 1h Booster=Servosotor 15 Verbindungsstange % Skala (Fallung) 17 Fotlungshebed 18 Bedierungsstand 19 Wandrad (Orehzahlsollvert) 20 Verbindungsstange 71 Regelwelle 22 Knickhebel D36 5623 D+E 2.15-2 1 Link rod 2 Pump rack 3 Injection pump 4 Shutdown piston > 5 Woodward governor 6 Link rod 7 Shaft 8 Link rod 9 Shut-doun piston 40 Fuel Linit piston ‘1 Stop screw (full loeé) 12 Stop sorew (zero loed) 13 Torsion menber 14 Booster servonotor 15 Link rod 16 Seale (adnission) 117 Fuel control lever 1B Mancewring stand 19 Handsheel (speed) 20 Link rod 71 Control shaft 22 Flex connecting leverDESCRIPTION OF SYSTEMS 40/45 Cylinder Lubricating System 7 =a) Cylinder Lubricating System The running surfaces of the pistons are supplied with fresh lubricating of1 through of] channels in each cylinder liner, and by means of connection lines from an electric lubricating pump. The lubricating pump (5) is located in the control side of the engine and is filled automatically through the supply line (1) from an overhead reservoir. The filling height is held constant by an integrated float valve and displayed in the sight glass. Each cylinder liner is allocated 2 pumping elements in the lubricating pump. One of the elements provides the oi! bores on the control side (13) with oil through the pipe (12), and the other supplies cil to the exhaust-side oil bores (14) of the cylinder liner through the pipe (11). Using the handle (3), the delivery quantity of all pump elements can be varied simultaneously and in the same manner. In addition, the delivery quantity of each individual pump element can be adjusted with the adjusting bolt (2). Normally, the delivery of a11 the pumps should be approximately the same. That is, the balls in the flow control glasses (8) should all be at about the same height. Depending upon engine version, an electric device for the monitoring of flow and filling (6) can be fitted as well as an electric heating device (4) for the ofl. 5.87 D36 5623 E 2.16-1SCHMIEROLSCHEMA (ZYLINDER) 2 40/45 LUBOIL SYSTEM (CYLINDER) 7 15 % 13 2642365 5.87 D36 5623 DHE 2.1721 4 Elektr. Heizgerat 5 Schnierpunpe 6 Elektr. Durchflus- und FulIstendstbervachung 7 Schaugles 8 DurchfluBkontrollglas 9 Entluftungsschravbe 10 Elotor 71 Leltung 13 Schnierbohrung (Steuersei te) ‘th Schnierbohrung (Aogasseite) 45 Tylinderbuchse bore (control side) bore (exhaust side) der LinerDESCRIPTIONS OF SYSTEMS 32/36 t MAN Sea Water System sijea 20 Sea Water System The sea water system is normally not included in the M.A.N. scope of supply. We recommend the system be designed as described below and shown in the schematic drawing. But as to actual design features and data, see description of the shipyard. The purpose of the seawater system is to re-cool the lubricating oil, the cooling water, and the charge air by means of various heat exchangers. The two pumps (12) draw the seawater through a common suction pipe to which filters (11) are connected, from the water chest (1). Normally, only one of the two pumps will be operating while the other one serves as a stand-by set. Nonreturn flaps on the delivery side of both pumps prevent the water from flowing back through the pump which is not in operation. A pipe line from the common delivery pipe carries the water to the charge air coolers (intercoolers) (4) mounted on the engine. Another pipe line carries the sea water to the cooler for the injection valve cooling water (8) and the transmission oi] cooler (9). Downstream of these coolers, both the pipe lines are united so that the full flow of water is conducted through the lubricating oil cooler (5) and the fresh water cooler (6) arranged in this order. The sea water is finally discharged outboard through a common discharge pipe. The temperature is regulated by a motor-driven valve (7) provided in the discharge pipe and operated by a temperature sensor and a PI regulator (10) installed in the delivery pipe. If the sea water is too cold, heated sea water from the discharge pipe is returned to the suction side of the sea water pumps. 036 5613 E 2.20-1 9.90SEEWASSERSCHEMA SEA WATER SYSTEM 32/36 bis/to 58/64 2 1 Seewasserkasten 2 Entluftungslei tung 3 Motor 4 Ladeluttkihler 5 Schnierslkuhler 6 Frischwasserkuhler 7 Motorventil 8 Einspritaventil-Kuhlwasserkuhler 9 Getriebetikuhler 10 PI-Regler 411 Saugfilter 12 Seewasserpunpe D36 5613 D+E 2.21-1 36 42 036 1 Sea water chest 2 Venting pipe 5 Engine 4 Charging air cooler 5 Lubricating of] cooler 6 Fresh water cooler 7 Valve, notor driven 8 Injector cooling water cooler 9 Gear oil cooler 10 PI regulator 11 Suction filter 12 Sea water purp 9.90ABGASTURBOLADER EXHAUST-GAS TURBOCHARGER ‘TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT ‘TURBOSOBREALIMENTADOR DE GAS DE ESCAPE ‘SOBREALIMENTADORES TURBOSOFFIANTI A GAS DI SCARICO 50 36 5650 SCHEMABESCHREIBUNGEN DESCRIPTIONS OF SYSTEMS DESCRIPTIONS DES CIRCUITS DESCRIPCIONES ESQUEMATICAS DESCRICOES DE ESQUEMAS DESCRIZIONE SCHEMI 250-1 04.82DESCRIPTION OF SYSTEM Lube Oil System, Shaft Sealing System, Sealing Air, Cooling Water System 13 14 1s 16 For the relevant figure, see Section 2, page 52 Lube Oil System ‘The turbocharger rotor is supported in 2 plain bearings located between compressor wheel and turbine rotor. The bearing at the compressor end is used for axial location and also to absorb axial thrust. The ‘guide bearing at the compressor side and the plain bearing at the turbine side are supplied with lube oil by a common supply pipe (3) which is to be connected to one side of the bearing Lube Oi! Quality Both plain bearings are rated so that they can run with standard SAE30 or SAEAO engine oils, i.e. the engine lube oil supply system can be connected directly to the lube oil circuit of the engine Lube Oil Pressure ‘The measuring point connection on the lube oil supply between the non-return valve (4 and 6) is to be used for checking or monitoring the lube oil pressure. Adjust lube oil pressure so that itis between 1.3, and 1.5 bar at this measuring point with the engine running at full load and lube oil under hot running conditions. The alarm tripping point is 1.1 bar. It may be lowered to min. 0.9 bar between idle speed and half load. It is important to take into account that any difference in height between the indicating insteument and the centreline of the turbocharger is kept at + 0.1 bar per | m height difference. This means the following: If the pressure gauge (14) or the pressure monitor (15) is 3 metres lower, for ‘example, the reading must be 0.3 bar higher, and / or the pressure monitor be set by 0.3 bar higher, than. specified above The necessary lube oil pressure 1s set by a pressure reducing valve (2) in the supply pipe (3). The arrangement of a pressure reducing valve with outlet control is recommended, in order to permit lube oil being supplied to the bearing points of the turbocharger in an emergency case at an abnormally low engine lube oil pressure The amount of lube oll required depends on the viscosity of the oil and varies according to temperature - compared to specification in technical date sheet, Section 1, page 51 Priming ‘The turbocharger bearings must be primed with lube oil before starting the engine Run-down Lubrication Allube oil reservoir (7) is located above the compressor casing, which , for a short time, takes over run: down lubrication after engine shut-down and ensures lubrication if the lubeoil supply fails. The lube oil reservoir is filled via a small bypass bore in the valve plate of the non-return valve (6) and constantly scavenged. Ithas.a free overflow (8) and is not pressurised Lube Oil Filtration The turbocharger does not require its own lube oil filter. The normal filtration on modern engines is sufficient, providing particle retention is 0.050 mm or better. Itis assumed in this respect that the engine lube oil is constantly conditioned by separation and any increase in water content and residue larger than 0.020 mm is avoided. The pipework between the filter and turbocharger should be thoroughly pickled, cleaned and flushed out prior to initial start-up. Lube Oil Drain The drain pipe (9) should be laid with the steepest down gradient possibie, be adequately dimensioned and free from resistances and backpressure. In shipboard installations, the down gradient should be at least S* more than the ship's maximum possible gradient. The oil drain must be vented from a large cavity which permits the oil to settle, e.g from a sight glass (10). The cross section of the vent pipe (12) should be approximately that of the oil drain pipe (9) 036 5640 E 251-5 5.94 Page 1 of 22. Shaft Sealing Labyrinths on the rotor shaft at the turbine and compressor ends seal the oil chamber. The radial learance of the labyrinth is rated so that the rotating tips of the labyrinth slightly dig into the softer sealing cover during the initial period of operation. At higher speeds the film of lube oil lifts the rotor slightly and the tips of the labyrinths run freely. The rotor drops when itis stationary and the tips of the labyrinths settle in the grooves in the sealing covers. This provides a better seal for priming and run- down lubrication. Wear grooves in the bore of the sealing covers are intentional and not a reason for replacing the parts. 3 Sealing Air In addition to labyrinth seal at the turbine side, sealing air is also required = to provide sealing against lube oil and exhaust gas, to reduce the axle thrust on the guide bearing. The sealing air is supplied to the space at the turbine side between the radial and axial labyrinth seal of the turbine rotor via the sealing air pipe (21) and a sealing air bore in the bearing casing, The sealing air is necessary to provide a seal between the oil chamber in the bearing casing and the exhaust gas. This air should be taken off downstream of the charge air cooler (20) or auxiliary blower (two-stroke engines) if necessary. The take-off point must be protected against the ingress of condensate and dirt. Therefore, it should be located in the upper area of the charge air duct. The pipe should project about 100 mm into the charge air duct in order to avoid dirt and water which is blown along the wall of the duct. The sealing air is supplied to the turbocharger via the sealing air pipe (21) and, dependent on the size of the turbocharger, reduced to the required value, via an orifice (22) included in the delivery scope, shortly before the entry into the bearing casing, In case the turbocharger is operated at the four-stroke engine, this orifice is integrated in a sealing air valve (23) which closes the sealing air pipe in case of underpressure in the charge air pipe, thus providing a connection of the oil chamber to the atmosphere. Suction of lube oil via the labyrinth sealing is thus avoided 4 Cooling water system The bearing casing of the turbocharger is connected to the engine cooling water circuit. The cooling water is supplied at the underside of the bearing casing, passes through the cooling spaces at the turbine and compressor side and is then discharged into a pipe at the upper side of the bearing casing. 036 5640 E 251-5 5.94 Page 2 of 2SCHMIEROLSCHEMA 2 LUBE OIL SYSTEM NA 52 10 "1 12 13 14 15 20 21 22 Zulaufleitung (Motor) Druckreduzierventil Zulaufleitung (Turbolader) Rickschlagventil ‘Turbolader (Lagergehause) Rickschlagventil (mit Bypa8) Olbehaiter Uberiaufleitung Ablaufleitung Schauglas Betriebsbehalter oder Kurbelgehause Entliftungsleitung Oldunstabscheider Manometer Druckwachter (Alarm) Ladeluftkahler Sperrluftleitung Blende (nur fir Zweitaktmotor) 23° Sperrluftventil (nur fur Viertaktmotor! D36 5640 D+E Lieferumfang Turbolader 2.525 05.94 36 43 466 1 Supply pipe (engine) 2 Pressure reducing valve 3 Supply pipe (turbocharger) 47 Non-return valve 5* Turbocharger (bearing casing) 6* Non-return valve (with bypass) 7* Oil tank 8 Overflow pipe 9 Discharge pipe 10 Sight glass 11 Lube oil tank or crankcase 12 Venting pipe 13 Oilmist seperator 14° Pressure gauge 15. Pressure switch (alarm) 20 Intercooler 21 Seab-air pipe 22* Orifice (only for two-stroke engine) 23* Seab-air valve (only for four-stroke engine) Scope of supply of turbochargerBETRIEB 3 MAN OPERATION le) Baw z Inhaltsverzeichnis_ Abschnitt 3 Table of contents Section 3 BlatySheet Sicherheitsvorschriften, Wichtige Hinweise ..... Safety regulations, Importantinstructions .... 2 Inbetriebsetzen, Bedienungsstand sires Starting, Control stand. 3-6 Teillastbetrieb Part-load operation Ba Abstellen. Stopping -8 AuBerbetriebsetzen ceeteeree Layingup . .8 Uberwachung Betriebswerte Monitoring Service data 9 Betriebsstoffe 7 Fuel, luboil, water 10 AnlaBiuft Starting air 10 Ladeluft Charging air 10 Verbrennung Combustion " Triebwerkslager Crankgear bearing " MAN B&W Prifkoffer MAN B&W testkit .. t1e12 Leistungsermittiung 7 Determining output 11+ 18) ‘Anpassung an spezielle Setriebs- Adaptation to special operating bedingungen os conditions| 15 Ladeluft umbiasen . «+ Bypassing of charge air 16 Motoreneiniauf .. Running in the engine - 20 zuldssige Leistungen und Drehzahlen Admissible outputs and speeds ce 2 Betrieb mit gedruckter Drehzahl Engine operation with reduced speed under (Schiffsmotoren) ...... full torque (marine engines) 2B Beurteilung und Behandlung von Evaluation and care of lubricating oil Schmierdlen wahrend des Betriebs in Diesel engines 24 Kondenswasser in Ladeluftleitungen Condensating water in charges pipes und Druckluftbehaltern and airtanks . 26 Spulen der Motorversorgungskreislaufe Flushing engine supply systems . 28 Konservierung von Dieselmotoren Conservation of Diesel engine: 29 Betriebsstorungen .... Operating difficulties Fehlersuchtafel . Fault finding chart ... 35 Ausfall eines Zylinders Failure of on cylinder 38 + 43 Ausfall eines Abgasturboladers Exhaust-gas turbocharger out of service 40 Verhalten bei BLACK OUT Directions for BLACK OUT a2 Ausfall eines Zylinders ... Failure of one cylinder ..... 43 MAN B&W- Abgasturbolader MAN B&W- exhaust turbocharger Betrieb Operation 51 AuBerbetriebsetzen Betriebsstorungen Laying up Operating difficulties Fehlersuchtafel .. Fault tracing chart D36 56250 +E 31-1 02.97OPERATION four-stroke engines Safety regulations Personnel The engine may only be started, operated and stopped by authorised personnel. The personnel has to be trained for this purpose, possess complete understanding of the plant and should be aware of the existing potential risks. ‘Technical Documentation The personnel must be familiar with the technical documentation of the plant, in particular the operating manual of the engine and the accessories required for engine operation, particularly the safety regulations contained therein. Accident prevention requlations ‘The accident prevention regulations applicable for the plant should be observed during engine operation as well as during maintenance operations and overhauls. It is advisable to post those regulations conspicuously in the engine room and to stress the danger of accidents over and over again. Ensure that the crankshaft and connected components cannot be moved Prior to commencement of work in the crankcase or on components which move when the crankshaft is. turned, ensure that the crankshaft can not be turned/the engine can not be started. \gnoring this means danger to life. Unintentional turning of the crankshaft and thus movement of the connected components may be caused + in vessel propulsion plants by the vessel in operation or when the vessel is at standstill due to the flow of water against the propeller, + in gensets by maloperation when the mains voltage is applied, + by unintentional or negligent starting of the engine, + by unintentional or negligent actuation of the engine turning device (turning gearbox). ‘The following protective measures are to be taken: + Close the shut-down valves of the starting- and contro! air tanks resp. secure them against opening Open the discharge cocks in the air pipes /at the filters. Open the relief cock at the main starting valve. * Engage the engine turning device, secure against actuation. Attention! In double- and multi engine plants the engine turning device must not be considered/used -as locking brake when the second engine is running. In this case the resistance of the engine turning device is not sufficient enough to reliably prevent the crankshaft from turning. When the turning device is engaged only the start- upis electrically blocked and the control air supply to the main starting valve is interrupted. + Mount reference plates to the operating devices permitting a start-up of the engine. For gensets and shaft generators: Secure the generator switch (especially of non synchronous generators) against switching-on, Mount reference plates. As far as possible the fuses/fuse elements are to be opened in addition. + For main marine engines with variable-pitch propeller: Pitch of the engine at standstill to be set to zero-thrust, not to zero. * For single-engine plants with fixed- or variable-pitch propeller: Additional measures are not required. Usually the above-mentioned measures are sufficient. ' For multi-engine plants with reduction gearboxes, when work the other engine is running: carried out on one engine whereas D 365600 E 3.2-1 6.93 Page 10f3= when using flexible couplings their rubber elements have to be removed = when using flexible couplings with intermediate rings the latter have to be removed; the resulting free space must by no means be bridged. Coupling parts which loosened have to be supported if required. = when using switch couplings between the engine and the gearbox they have to be removed completely. Switching off/opening of the coupling, as well as shut-down of the switch medium compressed airfoil is not sufficient. = when using switch couplings in the gearbox the flexible couplings have to be disassembled, according to the first two points, 1 For onginies with mechanica! ciredger pump drive © which work at the dredger pump gearbox or at the dredger pump is carried out during engine operation measures have to be taken which are in accordance with the above-mentioned points. Lagging Following erection work, check if all the lagging over moving parts as well as insulations on hot components have been reinstalled. An engine operation with removed lagging is only permissible in special cases, €.g. for ‘an operation check-up of the valve turning device. Disregarding this means: Risk of fire. Loose clothing and long hair might get entangled. Spontaneous supporting against moving parts when losing one’s balance may result in serious injury. Opening of pipes/pressure tanks Before opening pipes, flanges, screw connections or fittings, check if system is de-pressurised resp. emptied. Disregarding this means: Risk of burns when hot liquids are involved, fire hazard in case of fuel, ‘caused by flung out sealing plugs or similar objects when loosening same under pressure. Releasing thrust springs: For releasing thrust springs use the devices provided (see work card). juries Disregarding this means: Danger of injuries caused by suddenly freed spring forces/components. Use of hydraulic tensioning devices: When using hydraulic tensioning devices, observe safety regulations on work card 000.33. Disregarding this means: Danger of injuries by needle-like or razor-edged jets of hydraulic oil resp. perforating the hand) or in case of fracture of screw, tool fragments flung about. Removina/detaching heavy engine components: When removing or detaching heavy engine components itis imperative to ensure that the means of conveyance are in perfect condition and their capacity is adequate to carry the load. in addition, the site selected for depositing must be approved for the respective weight. In case of galleries, staircase landings Pr gratings, this cannot always be taken for granted, Use of cleaning agents: When using cleaning agents, observe the instructions of the manufacturer with respect to use, potential risks and disposal. Disregarding this means: Danger of cautic skin and eye injury, and also of the respiratory tract, if vapours are produced. Using Diesel fuel for cleaning purposes involves the risk of fire or even explosion. Otto fuel (petrol) or chloride hydrocarbons must not be used for cleaning purposes. Orening of the crankcase covers: Crankease covers must not be opened prior 10 10 minutes after an alarm resp. engine stop due to overheated ¢ $ isregarding this means: Danger of explosion due to atmospheric oxygen streaming in as long as the components and the surrounding operating means are at an inflammable point level D 365600 E 3.21 6.93 Page 2 of 3Failure of the speed governor of the overspeed protection: In case of a failure of the speed governor of the overspeed protection the engine must immediately be stopped . The responsibility for an operation with the governor or the overspeed protection not functioning rests with the operator. ‘The operating personne! must be informed about the dangers prevailing in such an event: a sudden drop of the engine load due to a loosening of the drive coupling or de-excitation of the generator will entail inadmissible overspeed and thus fracture of the drive gear components or the break-down of the machine propelled by the engine due to excessive centrifugal forces. Fire hazari The use of fuel and lube oil in the engine room involves an inherent fire hazard. Fuel- and oil pipes must ot pass uninsulated hot engine parts (exhaust gas pipe, turbocharger). When carrying out overhaul work at the exhaust gas pipes and turbochargersaall insulations and lagging are to re-attached completely and with great care. The leak-proof condition of all fuel- and cil pipes must be checked regularly . Leakages are to eliminated immediately. Fire extinguishing equipment must be available and is to be inspected periodically. In case of fire the supply of fuel ang oil must be stopped at once (engine to be stopped, delivery pumps to be shut down, valves to be closed) and attempts are to be made to extinguish the fire by means of hand fire extinguishers. If this should not succeed or if the engine room is no longer accessible, all openings are to be sealed tightly, thus cutting off the admission of air to quench the fire. 1tis a prerequisite that all apertures are sealed (doors, skylights, ventilators; chimney to be closed as far as possible). Fuel requires much oxygen for combustion, thus the isolation from air is one of the most effective measures of fighting the fire. Fire ‘extinguishing equipment based on carbon dioxide must not be used until it has been absolutely ensured that no one is left in the engine room. Ignoring this means danger of life! Operation monitoring log: Itis reasonable resp. 1. quired to keep an operation monitoring log into which all important work and times of settlement, operating results and any special events are to be entered. After exchange of personnel, on ‘the basis of that record the personnel taking over must be in a position to operate the engine properly Apart from that this operation monitoring log will permit an improved trend analysis as well asa better all-over picture in case of irregularities or operational failures when they occur. Engine room temperature: ‘The engine room temperature should not drop below + 5°C. If the temperature should fall below this value the cooling water spaces must be emptied if no anti-freeze had been added to the cooling water. Otherwise material cracks /damage to components could occur due to freezing. D 365600 3.2-1 6.93 Page 3 of 33,88 OPERATION 40/45 3 Starting 52/82 52/55 ng the engine Preparations for star After overhauls of after a prolonged period of idleness (several weeks), the following operations should be carried out before the engine is started (work already carried out in the course of overhaul can be omitted): 1. Fuel Drain water from settling tanks and day tanks and top them up. Drain filters and clean filter elements. Set all shut-off valves to operating posi Starting on Diesel oil for engines with heavy oil operation: set three-way cock to allow fuel from the Diesel cil day tank to flow to the mixing tank (see fuel diagram in section 2). Switch on fuel supply pump and vent injection pumps, pipes and filter. Check zero setting of all pump racks and fuel contro! linkage for free movement. For heavy oil operation: switch on heating facilities (unless continuously in operation) ‘and check. Switch off fuel supply pump and heating facilities for end preheater (danger of over~ heating). 2. Cooling water sludge from cooling water tanks, coolers, pumps and pipes (engine, fuel injectors, charge-air cooler). Fill with cooling water, add anti-corrosion agent (see Sections | and 4). Switch on cooling water pumps or standby pumps (engine and fuel injectors) Vent cooling water spaces and check all connections for water tightness. Open shut-off cocks in leak water pipes of both cylinder banks and open charge-air cooler casing to check cylinder liner and charge-air cooler for water tightness. Check cooling water pressure and water level in expansion tanks. Check expansion tanks for separated anti-corrosion oil (cylinder cooling) and separated fuel (fuel injector cooling). Switch off cooling water pumps. Dre 3. Lubricating oil : Empty lubricating oil from oil sump and storage tank and clean oil spaces (turbochargers must not be forgotten). Clean oil filter, separators and oil cooler. Fill with fresh lubricating oil (For quality requirements see Section 1) or clean existing lube oil by separation. Set all valves to operating position and switch on electrical lubricating oil pump or standby pump. Switch on heating system for cylinder lubricating oil and cylinder lubricating oil pump| (i fitted), Switching off Is carried out automatically after a short period of time with the ‘control Miekage in zero. position Check the bearing: in the erenkease and the valve drive gear on the cylinder heads to see whether all bearings are supplied with oil. Check pipe connections and pipes for leakages. Cheek lubricating ofl pressure in running gear and M.A.N. exhaust gas turbochargers. With indicator valves opened, turn engine crankshaft through two revolutions by means of the turning gear. Disengage turning gear and switch off lubricating pump. 036 5625 E 3.3-1 P.T.0.4. Clearances Check valve clearance. 5. Starting a Drain water from compressed air receivers and check air pressure, refill if necessary (max. 30 bor). Check if shut-off valves move freely. Check whether starting valves in cylinder heads seal tightly. Blow out cylinders, as described below, to expel any liquids (fuel, lubricating oil, cooling water) that may have leaked into the cylinders from the combustion chambers 1. Check if turning gear is disengaged and fuel control lever on the control stand is in zero position. 2. Open indicator valves, 3. Start lubricating oi! pump or standby pump. 4, Move manoeuvring lever to START respectively depress pushbutton MANUAL STARTUP and turn engine through at least two full turns by means of starting air while checking the starting system. 5. Close indicator valves again. Reversible engines: Check performance of reversing gear by making a few test manoeuvres, ch on heating facilities for lubricating oil and cooling 6. Short testrun, if possible s water, if provided. When preheating temperatures have been reached, (temperatures depend on the design of the respective plant), set shut-off valves to operating position, switch on fuel, lubricating oil and cooling water pumps and start engine. Run engine for about 10 minutes at low speed. Read indicator instruments while the engine is running. When the engine is running properly, either apply load or shut it down, idling for on extended period should be avoided. The engine should reach operating temperature ‘Gs quickly as possible (note cooling water temperature) because operation while the engine is cold will increase the rate of wear. Engine is ready for start-up. Preparation after short break from operation Switch on pumps for fuel, lubricating oil and cooling water, unless they are engine-mounted Prime the engine. In addition, open indicator valves and blow out cylinders as described in items 5.1 through 5.5, if the engine has been at stand-still for more than 8 hours. Check whether cooling water and lubricating oil are preheated (if this is possible). Set applicable shut-off valves including those for compressed air in operating position. Engine is ready for start-up. Engines with heavy oil operation: It is recommended that the engine be started on Diesel oil and not be switched over to heavy cil until the operating temperature has been reached. Stort=up on heavy oil is possible if corresponding heating facilities are provided or if the heavy oil is still sufficiently warm (see sheet 1,22 and 1.25). The following points relate to the engine being started at the engine control stand. For remote controlled marine engines or the control and monitoring systems of stationary engines, see separate description. 036 5625 £/3.3-18.79 MOTORBEDIENUNGSSTAND 32/36 3 (MOTOR MIT UMSTEUERUNG) | 40/45 ENGINE MANOEUVRING STAND. 52/52 (REVERS IBLE ENG INE) 14 Mandvrierhebel 2 Drekzahlsollvert (Do manoreter) 5 Drehzehlanzes, sollwert) 5 Scimierdidruck (Hot 7 Ladeluftéruck| 8 Fullungshebel 10 Kuhlwasserdruck 43 Steverluftdruck 45 Endlagenanceige OR 2 algerie Cu 71 Lapa, CFERNBEBIENONG FORDERT) 48 Anlablottruck 49 hattaste (Unstevertr 20 Rotstoptaste 21 Entvassorungeventi} Stellung des Vanburierh RC = FERNBEDIENUNG TRIES LASSEN Die Stellungen “ und 2 2x vorhanden, efaral fu AUS ES> und einnal fi RICK 136 5625 D+E 4 Feinregelventil (Orenzshl~ 4 Precision regulating valve 6 Brensventii (Schiffsnotor) 6 Brake valve (narine engine) 1h Lanpe (NICHT ANLASSEN) “th Lanp (00 NOT START) 17 16 5 16 130 12 4 anoewvring lever apel- «2 Speed setting indicator oube gauge) 3 Speed indicator (speed setting) or) 5 Labo] pressure (engine) 7 Charging air pressure 8 Fuel control lever 9 leiger 9 Pointer 10 Skala 10 Scale 17 Uaschal veg (Drucknin= 11 Change-over valve 1 derstation (pressure reducing station) 42 Cooling water pressure 45 Control air pressure Us) 15 End position indication (AHEAD) 3 16 End position indication (ASTERN) ANSE- 19 Lamp (REWOTE CONTROL ORDERED) 1B Starting air pressure 19 Energency button (reversal release) sigabe) 20 Eergency top button 21 Drain valve jebels (1) Positions of the manoeuvring lever (1) sind je Positions 7 and 2 are provided 7 VOR for both MIERDE=SED and or ZU ASTERN => 3.4-110.84 MOTORBEDIENUNG SSTAND. | 32/36 (MOTOR OHNE UMSTEUERUNG) 40/48 3 ENG INE MANOEUVRING STAND 52/52 -—| (NON-REVERSIBLE ENGINE) 38/64 i 1 endveierhebel 2 Drehzahlsollwert (Doppel~ rmanoneter ) 3 Drehzahlanzeige 4 Feinregelventil (Orenzeh!- sollvert) 5 Schnieréléruck (Motor) 7 Ladeluftdruck 10 Skala 11 Unschaltventil (Brucke rinderstation) “2 KOhivasseréruck 1B Stoverluftdruck ‘1h Lanpe (NICHT AMLASSEN) “7 Lampe (FERNBEDIENING ANGEFORDERT) 18 AnlaBluftéruck 19 Notstopteste 20 Entvtsserungsventil Stellung des Yerdveierhebels (1) Rc = FERNBEDTERUNG 4 = BETRIEB INLASSEN 34-2 LD36 5625 D+E 4 Wenoewwring lever 2 Speed setting indicator Gouble gauge) 5 Speed indicator 4 Precision regulating valve (epeed setting) 5 Luboil pressure (engine) 7 Gharging air pressure 8 Fuel conteol lever 9 Pointer 10 Scale ‘11 Change-over valve Gressure reducing station) 2 Cooling water pressure 3 Control air pressure 5 1h Lamp (D0 WOT START) 7 Lanp (RENOTE CONTROL ORDERED) 18 Starting air pressure 9 Emergency stop button 20 Drain valve Positions of the manoeuvring lever (1) Re = REMOTE CONTROL9.79 MOTORBEDIENUNG SSTAND (ORTSFESTER MOTOR) ENGINE MANOEUVRING STAND (STATIONARY ENGINE ) 32/36 40/45 52/52 52/55 4 Mandvrierebel 2 Kraftstoffdruck 3 Hotorschniertldruck 4 Orehaahlanzeige 5 Lodeluftkthivasserdruck 6 Lampe (NOTSTOP) 7 Tylinderkthlvasserdruck 8 FULlungshebel 9 Leiger 10 Skala “1 Einspritzventil-Kuhlvesserdruck 12 Ladeluftéruck “B Turboladerschnterbldruck 14 Lonpe (FERNBEDTENUNG) 1 Anlafluftdruck 16 Notstoptaste Stellung des Mantvrierhebels (1) ARC = FERNBEDIENUNG 4 = BETRIEB 2 = ANLASSEN D36 5625 DHE 34-3 1 enoewring Lever 2 Fuel oil pressure 3 Engine lubofl pressure 4 Speed indicator § Charging air cooling water pressure 6 Lemp (EVERGENCY SHUT-D0\N) 7 Cylinder cooling water pressure 8 Fuel control lever 9 Pointer 10 Scale 11 Injection valve cooling vater pressure 72 Charging sir pressure 1% Turbocharger lubotl pressure th Lamp (REMOTE CONTROL) 15 Starting sir pressure 16 fnergeney stop button Positions of the manoeuvring lever (1) REMOTE CONTROL OPERATION SI c 4 2 = STARTING 36 40 66410,84 OPERATION 32/36 3 M-A-N Storting we 6G Reversible Engine) 52/52 5 Reversible Marine Engines Note: See separate description for engines equipped with remote or automatic remote control . L Caution! Engine reversing, i.e. shifting of the camshaft, should only take place with the engine running. The engine is therefore equipped with an interlocking system designed to prevent reversing at low speed (opprox. <20 rpm) and when the engine is at standstill. The engine must then be started in the ordered direction of rotation whereupon shifting of the camshaft is initicted when the admissible minimum speed is exceeded. When the camshaft has reached the new end position, «@ larger amount of starting air is admitted to the engine through a larger cross sectional area in the main starting valve. When the engine has reached ignition speed (approx. 60 rpm) the starting operation must be ended. Actuation of manoeuvres reversing and restarting are dependent upon the engine speed. 1, Reversing and starting from stop or at an engine speed of less than 20 rpm. 1.1 Set fuel control lever (8) to stop. 1.2 Move fuel control lever (1) from (e.g.) position 1 ASTERN to position 2 AHEAD. The engine at dead stop is then started in ahead direction, whereas the engine still slowing down in astem direction is further decelerated, stoppéd and slowly started in ahead direction and the camshaft shifted in the opposite direction when the required minimum speed is exceeded. When the camshaft has reached its end position, starting air is admitted through the full cross-sectional pipe area of the main starting valve. «3 Set fuel control lever (8) to approximately 50 % of full load. 1.4 When engine has reached ignition speed, set manoeuvring lever (1) to position 1 AHEAD to end the starting process. 1.5 Slowly move fuel control lever (8) to the desired setting to run engine up to the desired speed. 2, Reversing and starting from high-speed (e.g. from AHEAD to ASTERN). 2.1 Set fuel control lever (8) to stop. 2.2 Allow engine to slow down to approx. 120 rpm but not belovapprox. 20 rpm., then set manoeuvring lever (1) to position 1 ASTERN. The camshaft will thus be shifted to astem direction. 2.3 When the camshaft has reached the new end position (end position indicator 16), set manoewring lever (1) to position 2 ASTERN. The speed is thus reduced, the engine brought to stop and then re-started in astern direction. 2.4 As soon as the engine starts to move in the opposite direction (check at tachometer), set fuel control lever (8) to approx. 50 % of full load. 2.5 When engine has reached ignition speed, set manoeuvring lever (1) to posi ASTERN to end the starting process. Reversing speeds 1 Engine type 32/36 | 40/45 | 52/52 2. Normal manoeuvre Vin 70-100 70-90 60-80 3. Crash manoeuvre V/min 170-200 | 150-170 | 130-150 r D36 5625 E 3.51 p.t-o. Note: Should the speed-dependent interlocking system fail to release the reversing mechanism because of a defect, depress pushbutton for reversal release (19) when engine is turing at speed of more than approx. 20 rpm during start-up ot when it has not yet dropped below this speed as it is slowing down.In no circumstances must the camshaft be shifted when the engine is at standstill. After a long voyage, it is recommended that test manoeuvres be made before the ship reaches the port so as to detect any defects in good time. 3. Reversing and re-starting in the course of a crash manoeuvre 3.1 Set fuel control lever (8) to stop. Engine is slowing down. 3.2 When engine has slowed down fo the speed named in above table, set manoeuvring lever to position | ASTERN. The camshaft will thus be moved to the new end position. 3.3 When camshaft has reached the new end position (check end position indicator (16), move manoeuvring lever (1) to position 2 ASTERN. At the same time depress brake valve (6) in control stand. The starting pilot valves will thus be operating in the astern direction, ‘opening the starting valve whilst the main starting valve is in the closed position. The engine is thus braked (also see section 2, starting system). 3.4 When speed has dropped to approx. 30 rpm, end braking process by releasing the brake valve (6). The main starting valve is thus opened and the engine started in the opposite direction of rotation. 3.5 As soon as the engine starts turning in the opposite direction (check at tachometer), set fuel control lever to approx. 50% of full load. 3.6 When ignition speed has been reached, set manoeuvring lever to position 1 ASTERN and set fuel control lever to desired position. Note: This manoeuvre should only be made in a real emergency due to the high load the Harting valves and the starting air pipes are subjected to during the braking process. After stort-up, immediately check pressures in all systems by reading the gauges. The pointers of the pressure gauges for lubricating oil and cooling water should immediately indicate the specified values after start-up. Then check whether all cylinders fire evenly (compare exhaust temperatures). If the engine has been preheated before starting (cooling water temperature approx. 60°C and lubricating oil temperature approx. 40°C), it con now be operat~ ed at approx. 40% load up to approx, 75% rated speed. After the operating temperature has been reached, the engine can be fully loaded. If the preheating equipment is defective the engine must be warmed up by carefully increasing the speed and load stepwise. In this case too full load may only be applied once the operating temperatures have been.reached. Idling for an extended period of during idling promote misfiring in the exhaust manifold and the exhau: there is the risk of the unburnt fuel mi and also its flash point. 1e should be avoided. The small amounts of fuel injected the result that unburnt fuel condenses in the cylinders, gas turbine, causing a smokey exhaust. Moreover, ing with the lubricating oil, lowering its lubricity If the engine is new, or has been overhauled, or if components of the running gear (piston rings, pistons, main , crank and piston pin bearings) have been replaced, the engine must be run in. For instructions see engine break-in, sheet 3.20. When running the engine by load control, set speed setting indicator (2) by means of the precision regulating valve (4) to rated engine speed. The desired pump setting is then set by means of the fuel control lever (8). The Woodward governor will then be acting as safety governor limiting the engine speed to this setting. Control of maximum engine speed is possible by setting the speed setting indicator at a lower than rated speed. The control air pressure, indicated as speed setting, is approximately proportional to the speed setting. When running the engine by speed control, the fuel control lever is to be set to full load. The speed setting indicator is set to the desired speed by the precision regulating valve (4) (check at tachometer). The set speed will then be maintained by the Woodward governor. Control of maximum pump setting is possible by latching the fuel control lever in any desired lower position. D36 5625 £ /3.5-110.84 M-A’-N OPERATING 32/36 Starting 40/45 22) y (Uni-Directional Engine, Ship) | ies Uni-Directional Engine, Ship See separate description for remote control or automatic remote control system! 1, Set manoeuvring lever (1) to position 2 STARTING. 2. Move the fuel control lever (8) to approx. 50% of full load. 3. When all cylinders fire regularly, set manoeuvring lever to position 1 OPERATING. 4. Slowly move fuel contro! lever to desired setting. After start-up, immediately check readings of all pressure gauges. The pointers of the pressure gauges for lubricating o11 and cooling water should indicated the specified values inmediately after start-up. Check whether all cylinders fire reguiarly (compare exhaust temperatures). When the engine has been warmed up before starting (cooling water temperature approx. 60°C and lubricating oi] temperature approx. 40°C), it should be run up to 75% of rated speed at a load up to approx. 40% only. As soon as operating temperature is reached, full load may be applied. In case of preheating equipment being defective, engine is to be warmed up by gradually and carefully increasing both speed and load. Full load must not be applied before operating temperature is reached. Extended idling should be avoided. The small amounts of fuel injected during TdTing are Tikely to cause misfiring with the result that unburnt fuel is deposited in the cylinders, the exhaust manifold and the exhaust gas turbine, causing a smoky exhaust. Moreover, there is the risk of unburnt fuel mixing with the lubricating oi1, lowering its lubricity and also its flash point. If the engine is new, or has been overhauled, of if components of the running gear (piston rings, pistons, main, crank and piston pin bearings) have been replaced, the engine mist be run in. For instructions, see engine breai fn, sheet 3.20. When running the engine by load control, set speed setting indicator (2) by means of the preciston regulating valve (4) to the pressure corresponding to the rated engine speed. The desired pump setting is then set by means of the fuel control lever (8). The Woodward governor will then be acting as a safety governor, limiting the engine speed to this setting. Control of maximum speed’ is possible by setting the speed setting indicator to a lower than rated speed. The control pressure, indicated as nominal speed, is approximately proportional to the speed as set. When running the engine by speed control, the fuel control lever is to be set to full load. The speed setting indicator is set to the desired speed by the precision reglating valve (4) (check at tachometer). The speed as set will then be maintained by the Woodward governor. Control of maximum pump setting is possible by latching the fuel control lever in any desired lower position. 036 5625 E 3.5210.84 OPERATION 32/36 3 MAR Ser we (Non-Reversible, Stationary Engines) 52/55 5 Non-Reversible, Stationary Engines Note: Controls and monitoring instruments for normal operation of stationary engines and their auxiliaries are provided in a switch cubicle. A second set of some of these instruments is also provided in the control room. See separate description for operation of engine with the aforementioned control equipment. 1, Engine start-up may be blocked, depending on the plant design, when the speed setting on the Woodward govemor is above 50%. In this case, the speed setting knob on the governor must be reset to below 50 % before the engine can be started. 2. Set fuel control lever (8) to approx. 50% of full load. 3. Set manoewring lever (1) to position 2 STARTING. 4, When all cylinders fire regularly, set manoeuvring lever to position 1 OPERATION. 5. Slowly increase fuel setting to the desired value. (If speed had been set to a value below 50 % for start-up, first increase setting to nominal speed.) After start-up, check readings of all pressure gauges immediately. The pointers of the pressure gauges for lubricating oi] and cooling water should indicate the specified values immediately after starting. Check whether all cylinders fire evenly (compare ex- houst temperatures). The engine can then be accelerated to rated speed within opprox. 5 minutes, and subsequently lood is to be applied stepwise. Full-load should not be applied until the operating temperatures (cf section 1) have been reached. Extended idling should be avoided. The small amounts of fuel injected into the cylinders during idling are likely to cause misfiring with the result that unbumt fuel is deposited in the cylinders, the exhaust manifold and the exhaust gas turbine, causing @ smoky exhaust. Moreover, there is the risk of the unbumt fuel mixing with the lubricating oil, lowering | its lubricity and also its flash point. If the enginé is new, or has been overhauled, or if components of the running gear (piston rings, pistons, main, crank and piston pin bearings) have been replaced, the engine must be run in. For instructions see engine break-in, Sheet 3.20. Stationary engines driving electric generators are normally run by speed control. The fuel control lever (8) must then be latched in the position for maximum pump setting. The nominal speed is set either at the speed setting knob on the Woodward governor or, in the case of remote control, by means of the speed setting motor on the governor (check at the tachometer). The set speed is then maintained by the governor. In special cases, e.g. for start-up, the injection pump setting can be reduced by latching the fuel control lever (1) at @ lower position. Note: The knobs for adjusting the load limit and the speed droop range on the governor are set on commissioning of the plant and this setting should not be changed unless it is absolutely necessary. D36 5625 £ 3.5-34,83 OPERATION Ra+Aas Ry | Switching Over to and Starting on Heavy | Oil | ed for heavy oil | Switching Over from Diesel Oil to Heavy Oi! Operation (engine desi aperation) » The engine is running on Diesel oil, components are ot operating temperature. 2! Heating facilities are switched on, heavy oil temperature in day tank is constantly kept at approximately 60°C, 3. Heat Diesel oil and thus the fuel injection pumps to approx. 60°C, 4, When the pre-heating temperature has been reache: Switch three-way cock over to heavy oi! operation (see diagram in Section 2). 4,1 With plants provided with viscosity measuring equipment and menue! control of the pre-heating temperature. Adjusting heating temper: the viscosity meter to attain the fuel viscosity (which is @ function of ot the injection pumps recommended in the Viscosity -Temperature-Diagram (see Section 1). ture of end pre-heater in accordance with the readings of Also see separate description of viscosity measuring equipment. 4.2 With plants equipped with automatic control of heavy oil viscosity. The viscosity measuring equipment has been adjusted on initial operation and should normally not be changed. (cf. descr. Viscosity measuring equipment). 5. Thg cooling water discharge temperature at the cylinders should be kept ot cpproximetely 80°C (do not allow water temperature to drop below this value if fuels with high sulphur content are used). Heavy oil hes @ greater density than Diesel oil so that the heat released, i.e. the load imposed on the engine, is slightly greater than with Diesel oil at the some pump setting, in spite of its lower heat value. in the case of marine engines, the fuel setting must therefore be correspondingly reduced when the engine speed rises after switching over to heavy oil operation. Starting on heavy oil (Pier-to-pier operation) The engine can also be started on heavy oil on the cond facilities are provided. ion that corresponding heating 1. Switch on fuel supply pump to heat up with hot fuel the injection pumps ond the pipes on the engine thet cannot be directly heated. 2. Switch on heeting facilities for heavy oil day tank, end pre-heater, injector cooling system, and, if provided, for heavy oil pipes, lubricating oil and cooling water. | 3. Start the engine when the viscosity of the heavy oil at the inlet of the injection pumps is below 14 mm2/s cSt, or below 65 sec Redwood I or below 2.2 E (see Viscosity-Tempera~ ture-Diagram in Section 1) and the fuel injection valves are hected up to 70°C (158°F). 4. After start-up, run engine for approximately 5 minutes at low speed before increasing it gradually. Load con be applied when the operating temperatures for cooling water and | lubricating oil have been reached. Note to land 2 Heaters and supply pumps must be switched on ot the same time, otherwise the end pre-heater may become damaged due to overheating. The heating system for the pipes (if provided) can be switched on no matter whether the pump is running or not. D36 5625 3.601 he temperature) - ——>M-A’N OPERATION 32/36 3 to 221) y Switching Over to and Starting on Heavy sie [| 5 Over from Diesel Oil to Heay; Operation (engine designed for heavy oil operation) = The engine is running on Diesel oil, components are at operating temperature. z Heating facilities arg switched on, heavy oil temperature in day tank is constantly kept ‘at approximately 75°C. 3. Switch on heating facilities for mixing tanks and heavy fuel oil pipes, if available. 4. Switch three-way cock to heavy fuel oi! operation (see diagram in Section 2). 4.1 With plants provided with viscosity measuring equipment and manual control of the pre-heating temperature, Adjusting heating temperature of end pre-heater in accordance with the readings of the viscosity meter to attain the fuel viscosity (which is a function of the temperature) at the injection pumps recommended in the Viscosity-Temperature Diagram (see Section 1). Also see separate description of viscosity measuring equipment. 4.2 With plants equipped with automatic control of heavy oil viscosity. The viscosity measuring equipment has been adjusted on initial operation and should normally not be changed. (cf. descr. Viscosity measuring equipment). 5. The cooling water discharge temperature at the cylinders should be kept at approximately 80°C (with 40/45 approx. 85°C). Do not allow water temperature to drop below this value if fuels with o high sulphur content are used. Heavy oil has @ greater density than Diesel oil so that the heat released, i.e. the load imposed on the engine, is slightly greater than with Diesel oil at the some pump setting, in spite of its lower heat value. In the case of marine engines, the fuel setting must therefore be correspondingly reduced when the engine speed rises after switching over to heavy oil operation. Starting on heavy oil (Pier-to-pier operation) The engine can also be started on heavy oil on the condition that corresponding heating ‘es are provided. 1. Switch on cylinder cooling water pump, followed by preheater. Required temperature approx. 60°C 2. Switch on fuel injection valve cooling water pump, followed by preheater. Required temperature approx. 55°C. 3. Switch on preheater for lubricating oil (heating coil in the service tonk) or preheat the ing oil in the bypass (separator circuit), Required temperature approx. 40°C. Note The lubricating oil service pump or the standby pump must not be switched on until approx. 10 mins. before the engine is started up in order to prevent the turbocharger(s) being excessively lubricated due to the lack of sealing air when the engine is at standstill 4. Switch on fuel delivery pump, followed by the heating facilities, if available, for the mixing tanks, heavy fuel oi! pipes and final preheaters. The heavy fuel oil temperoture in the service tank is kept constant at approx. 75°C. 5. Once the required temperatures have been reached and the viscosity of the heavy fuel oil before the injection pumps is 12 or 16 mm2/s © cSt (see Sheets 1.22 and 1.25 in Section 1) the engine can be started up. 6. Once started, the engine can be operated at approx. 40% load up to opprox. 75% rated speed. Once the service temperatures have been reached, the engine may be run at full load. D36 5625 E 3.6-2 6.93OPERATION PART LOAD OPERATION Part Load Operation Engines operated on heavy fuel oil The ideal operating conditions for the engine prevail under even loading at 60% to 90% of the full load output. The following instructions should be observed in case of engines required to run at no-load for an extended period of time, or main marine engines when running slow in narrow waters and manoeuvred frequently, In the idling mode, or during low-load engine operation, combustion in the cylinders is not ideal. Deposits are building up in the combustion space, with contamination of the cylinders and negative effects on the exhaust, Moreover, in part load operation and during manoeuvring of ships, the cooling water temperatures cannot be regulated optimally high for all load conditions. However, this isa particularly important point in heavy fuel oil operation. ‘Therefore, the part load operation (below 15% of full load) on heavy fuel oil is subjected to certain limitations. The engine must subsequently be operated at full load or relatively high load (= 70%) for a certain period of time so as to burn away the solids that have deposited in the cylinders. For part load ‘operation which necessarily lasts longer than for the time of operation as specified (see the diagram), the engine has to be switched over to Diesel fuel operation, and load has to be applied again as soon as possible. For the part load operation on Diesel fuel oil the following rules apply to: A continuous operation below 15 % of load is to be avoided, if possible. If the same is absolutely necessary, MAN B&W Diesel AG has to be consulted to adopt special arrangements (e.g. using part load inyection nozzles). ‘Ano-load operation, especially with nominal speed (generating service) is only permitted for a maximum period of 1 ... 2hours. ‘An example and the diagram showing permissible operating times at part load and subsequent necessary ‘operating times are shown on the overleaf. D36 5625 374 7.95 Page 1 of 2Guide values for permissible low load operation on heay fuel oil below 15% output. Permissible low load operation Necessary operating time at > 70% on heavy fuel oil ‘output following heavy fuel operation atlow load, accelerating time approx. 15 mins 20. 8 g ea a x fal a = eration on Heavy fue a || Sresuate g8 B10 ge : ° 33 a re 3t Bs. I 3 Operation on Diesel 3 s oil necessary g é eT Ti] 1} + + a a1 10 15 20 30 40 50 60708090 4 2.3 Service litein hrs service fein hrs Note _Norestrictions above 15% output Example a At7.5% output, max 15 hrs HFO operation permissible, then switch over to Diesel fuel oil, or b_ Operate the engine for approx. 1.2 hrs at not less than 70% output to burn away the deposits that have formed. Subsequently, part load operation on heavy fuel oil can be continued 036 5625E 3741 7.95 Page 2 of 2OPERATION 32/36 3 MAN Stopping - Baw 58/64 Stopping 1. Check whether there is enough compressed air in the air receivers. 2. Remove part of the load and run engine on light load. 3. Stop the engine. (Move fuel control lever to zero setting.) 4, If the engine is to be held at stand-by for restarting within a short time, keep pumps in operating temperatures of cooling water, lubricating oil and fuel oil when the engine is running on heavy oil. Cooling through heat exchangers must be discontinued. 5. If the engine is not to be re-started, switch off fuel supply pump. 6. Keep cooling water and lubricating ofl pumps in operation for about 10 cool the stopped engine (if pumps are driven electrically). 7. Close all shut-off valves, especially those on the compressed air receivers. Check at pressure gauges! 8. Open all indicator valves in cylinder heads. 9. Engage turning gear and hang warning board on control stand. 10. Clean engine and carry out routine checks. Any deficiencies should immediately be removed even though they may appear to be insignificant. nutes more to Note: At temperatures below freezing point, or if there is any danager of freezing, drain cooling water completely because the freezing cooling water may crack the cooling water spaces if no anti-freeze has been added. Emergency Stop Each of the injection pumps is equipped with a pnuematically operated shut-down piston to enable the engine to be stopped quickly with compressed air by setting the pumps to zero admission in the event of a failure of the lubricating or cooling system, or similar. A solenoid, fitted in the governor, is triggered at the same time causing the govemor also to move the fuel control linkage to zero pos This emergency stop system is triggered by either of the two following methods: 1. Automatically by one of the safety devices (oil pressure contactor, cooling water tem. sensor, speed transm., etc), depending on the devices on the engine. 2. Manually by pressing a pushbutton for emergency stop in the engine control stand or the ‘engine cantrol room in the case of remote control (if provided). In either case, the emergency stop is signalled by the lighting up of a signal lamp in the control stand and, if provided, by an audible signal. The signals are extinguished and the emergency stop is triggered at the control stand in case 1 and by again pressing the corresponding push-button in case 2 (after the deficiency has been repaired). In special circumstances, when the manoeuvreability of the ship is of greater importance than the avoidance of engine damage, the emergency stop triggered by one of the monitoring instruments can be suppressed by pressing a pushbutton provided in the switch cubicle or in the engine control stand. Caution However, no use should be made of this possibility exceppt in @ real emergency, and remedial measures must be taken as soon as possible. D36 5625 & 3.81 7.95 p.t.o.esel oil operation before stopping (engines Switching over from heavy oil operation to designed for burning heavy oil) 1, Switch three-way valve over to Diesel oil operation approximately 30 minutes before engine is stopped (cf Section 2, Heavy Oi! Diagram). 2. On installations with manual control, the heater of the end heating system must be switched off. 3. The engine can be shut off when the heavy oil in the pipe system has been used up and replaced by Diesel oil. 4. Shut off heating facilities (as required). Note: Changing over to Diesel oil operation has the advantage of the engine being ready for start up at any time, as the fuel system need not be heated for hours before the engine can be started. Maintenance and overhaul work will be much easier when pipe lines and the injection system are filled with Diesel oil. Stopping when engine is running on heavy oil (Engines running on heavy cil) If, for any reason whatsoever, the engine must be stopped while running on heavy oil, the following should be observed (see Section 2, Heavy Oil Diagram): 1. IF the engine is restarted within a few minutes, merely keep heating equipment and one supply pump in operation. 2, If the engine is stopped for an extended period of time set three-way valve (15) to Diesel oil operation and three-way valve (16) to flushing. The supply pump should be kept in operation until the heavy oil in the system is retumed to the heavy oil day tank and the pipe system filled with Diesel oil. Then reset three-way valve (16) to normal operation and switch off fuel supply pump. Caution! If the valve (16) is left in the position flushing, Diesel oil will be pumped into the heavy oil day tank when the pump is re-started. 3. The fuel delivery pipes connecting the injection pumps with the fuel injection valves and also the valves themselves cannot be flushed. The heaby oil that remains in these parts will congeal sooner or later, depending on the viscosity of the oil used. Before engine start up, these parts will have to be removed, heated and drained, unless special heating equipment for engine start up on heavy oil is provided. Laying up the engine When it is intended to put the engine out of operation for more than | week it has fo be turned once a week for approx. 10 minutes. For this purpose, the lube oll pumps for the Ubrication of the running gear and the cylinder have to be commissioned (oil temperature 40°C), In case of longer periods of shut down (e.g. storage) the engine must be preserved. See instructions given in 3.29 which also contain a description of the various preservants. Remember, the cooling water must be completely drained or an antifreeze agent added to the cooling water if there is any danger of freezing, 36 5625 E /3.8-1 7.95OPERATION 32/36 3 to MAN Monitoring Baier Baw Monitoring during Operation General If, in the course of overhauls, main bearings, components of the running gear of cylinder liners have been replaced, the engine must again be run in. For instructions see Engine Break-in, sheet 3.20. After start-up the operating temperature should be reached as quickly os possible (watch cooling water temperatures). Barred speed ranges, if any, must be observed when setting the desired speed and should be passed quickly (they are marked in red on the tachometer During operation and especially after load changes, take temperature and pressure readings of charge-air, exhaust-gas, cooling water and fuel, and check rotor speed of turbocharger (see table). If the engine is not equipped with an automatic monitoring and date logging plant, it is recommended that operating data be token and recorded. Such data will be helpful in tracing inci iencies which can then be removed. A sample of such "Service Records" will be supplied on request. The filled in sheets should be filed by date so as to have a complete set of records for tracing troubles to the source. It is, however, essential that the measuring instruments be in good condition and give accurate readings. The work that is to be carried out at regular intervals is listed in the Maintenance Schedule (section 4), intervals ore in operating hours. The engine and its auxiliaries are to be kept in a clean condition as it helps to detect pipe leakages and other possible disturbances quickly. Pressure ond temperatures listed in Section 1 are guide values. The exact values applicable to the engine are ascertained during the yard trials, or when the plant is commissioned at the site of erection, and are entered in this table. Table see overleaf! 9.90 Page 1 of 2 036 5617 EEngine .... Serial No. .... Operating Dota at Full Load at Site Temperature °C Pressure bar Intake air before compressor Charge-air before cylinder Exhaust gas ofter cylinder °C H bank A [hi 2 24s ez es Cylinder bank 8 Driving end = before exhaust turbocharger ...... bank A bank B after exhaust turbocharger ....... bank A a6 | bank B do Cooling water inlet on engine ... outlet cylinder . inlet fuel injector .. outlet fuel injector...... Lubricating oil inlet on engine .... outlet engine . inlet M.A.N. exhaust turbocharger. bonk A bank B Fuel inlet on engine ........00++ : heavy oil... mm2/S * cSt Fuel pump rack position in mm | of cylinder 12 3 4 5 678 9 bonk A a6 oo ae bank 8 6 6 Admission indication on control stand . Engine output ..... Engine speed Speed of exhaust turbocharger bank A, bank B D36 5617 £ /3.9-1 9.90OPERATION Monitoring Monitoring ‘The following instructions are applicable to engines that are not equipped with automatic monitoring systems. In automated engine plants, all essential variables (pressures, temperatures, etc.) are normally automatically monitored and recorded. Nevertheless, at larger intervals, the checks listed hereunder should also be carried out in the case of automated piants and instrument readings should be taken for comparison. 1. Fuel Check and refill day tanks (Diesel oil and heavy oil) in good time, Drain water before changing over toanew tank, Day tanks must never be run completely dry to avoid air from being drawn into the pipe in which case the fuel system must be deaerated Water and sludge accumulating in the storage tanks should be regularly drained or sucked out, otherwise sediments may rise up to the level of the inlet of the discharge pipe. Filters and separators should be cleaned at regular intervals Clean conditions must be maintained when bunkering fuel. A blotter test (see work sheet in Section 4) should be made of each supply and attached to the Engine Records. The fuel should meet the minimum quality requirements specified in Section 1 Engines burning heavy oil Heavy oil must be heated to a temperature conistent with the viscosity specified for the injection pumps - Mlustration 1. For supplementary information please see sheet 1.25 The heavy oil used should meet the minimum quality requirements (see Sheet 1.22). Do not mix heavy oils of differing viscosity nor heavy oil with distillate because the instability of such mixtures may cause trouble during operation. ‘Water and sludge accumulating in the storage tanks should be regularly drained or sucked out as otherwise the sediments may rise up to the inlet of the discharge pipe Heavy oil is to be cleaned by one or two stage separation, depending on the equipment provided (see Sheet 4.22) 36 43 226/4 Kraftetofftenperctur vor Motor / Fuel temperature before engine Illustration 1. Viscosity temperature diagram (reduced version) 2. Lubricating Oil Lubricating oil level in service tank must be checked and oil refilled as necessary Lubricating oil temperature before and after coolers must be regularly checked. Lubricating oil pressure must be continually observed at the operating stand and is to be readjusted, if necessary, to the recommended value. A pressure rise above the normal value after start-up of a cold 36 5625 3.10-1 6.93 Page 1 of 2engine is of no consequence as the pressure will be dropping to the normal operating temperature as the oil is warming up. Caution! The engine must be stopped immediately when oil pressure is failing (no gauge readings) due to disturbances in the lubricating oil system, Check lubricating oil for water content at specified intervals (cf Maintenance Schedule, Section 4). The following simple test permits detection of even the smallest amount of water: A drop of oil, taken with a dry finger from a lubricating point, is rubbed onto the lense of a burning torch. If there is water in the oil, it will immediately show by the unmistakably milky emulsion. The lubricating oil used should meet the minimum quality requirements (see Sheet 1.31 or 1.32). Clean filters and separators at regular intervals, clean lubricating oil by separation (cf. Sheet 3.25). 3. Cooling Water Check cooling water level in expansion tank (cylinder and injector cooling), replenish if necessary, and check concentration of corrosion inhibitor (cf. quality requirement Sheet 1.41 and Section 4). Check cooling water discharge temperature. Should the temperature be rising above the specified admissible maximum temperature and readjusting is to no avail, the engine load must be reduced {and the trouble removed. The engine should only be cooled down slowly to prevent thermal stressed within the engine. Engines burning heavy oil: Adjust cooling water discharge temperature to the recommended value (cf Section 1). If the engine is run at too low a temperature, liner wear will increase and also corrosion due to the sulphur content of heavy oil and, at the same time, fuel consumption will increase. Ifa marine engine is running on heavy fuel during manoeuvring (pier-to-pier operation), care should be taken to see that the cooling water temperature is kept ata high level by reducing cooling, Observe cooling water pressure at pressure gauge in engine control stand, Caution! In the event of disturbances in the engine cooling water circuit or a failure of coolling water supply, the engine must be shut down and the cauise removed. For resuming operation see Sheet 3.42, ~ 4, Starting Air Refill air receivers immediately after engine start-up so that the required amount of starting air is available atall time. Check jumper pipes connecting the header pipe with the starting valves for evidence of over-heating after starting the engine. If a pipe is growing too hot, the respective valve does not seal tightly. The vaive should then be repaired or replaced as soon as possible, otherwises the valve seat and the valve head will be destroyed 5. Charge-air . ‘The charge-air cooler has its own cooling water circuit which is automatically controlled. With high air humidity, the amount of water precipitated in the charge-air pipe can be considerable (cf Sheet 3.26). Water discharge should be checked at the leak water pipe provided on each cylinder bank. If the water is discharged via a float valve, check it for proper functioning The charge air temperature should be checked at larger intervals with the use of a control thermometer. ‘The charge air pressure in the engine should be compared with the charge air pressure listed in the Acceptance Records. Itis indicative of the operating condition of the exhaus gas turbocharger and the charge air cooler The charge air pressures before and after the charge-air cooler, measured with a differential pressure gauge, will serve as a measure for the degree of contamination of the air side of the cooler. For cleaning he charge-air cooler, see work sheet in Section 4. 036 5625E 3.10-1 6.93 Page 2 of 232/36 OPERATION through Monitoring Saree 6. Combustion ‘There may be slight differences in the exhaust temperatures between the individual cylinders though the ‘output is the same for all cylinders, Therefore, no attempt should be made to achieve the same exhaust temperature for all cylinders ‘The exhaust temperatures should be checked and compared with the temperatures recorded earlier (Acceptance Records). Should there be any larger differences, determine the cause and remove the fault. Check exhaust for discoloration. !t will be bluish if there is oil in the combustion chamber, or dark to black in case of bad combustion or overload. If the engine is not overloaded, discoloration may be caused be one ‘or more cylinders. ‘The load should be evenly distributed over all cylinders, and this can be checked by ascertaining the ignition pressures, which should be the same for all cylinders with also the positions of all fuel pump racks being identical Indicator diagrams should be taken from all cylinders at the specified intervals (see Maintenance Schedule, Section 4) with the use of a Maihak indicator (cf work card 000.25). Pressure-volume-diagrams cannot be taken with this indicator as they would be too inaccurate at full load speed and, therefore, no indicator linkage has been provided. But hand-drawn diagrams can be made. The compression and the expansion curves show the beginning of ignition and the peak firing pressure so that the diagrams permit direct, comparison of the load of the individual cylinders. The firing pressures should be about the same for all cylinders, minor deviations (1-236) are permissible but the listed values should not be exceeded. High pressures are a sign of early injection, or an excessive quantity of fuel injected. Low firing pressures indicate retarded injection, or too small a quantity of fuel injected. A comparison of the new diagrams with those taken during the test run can help recognize incipient irregularities. The following data should be entered on each diagram for later reference and comparison: Turbine speed, charge air pressure, exhaust temperatures after cylinders, engine speed, spring calibration, possibly fuel consumption during taking of diagrams, and the injection pump setting (volumetric efficiency) Athigh intake air temperature the engine output should be reduced to avoid overloading. The stipulated ‘exhaust temperatures must never be exceeded during operation 7. Determining Engine Output The output of marine engines can be determined in the basis of the injection pump setting (volumetric efficiency) and the operating values (cf sheet 3 18). In case of electric power generating plants the engine output can be determined from the generator output multiplied by the generator efficiency. Another possibility is to measure the torque at the propeller shaft and to calculated the output on the basis of the actual speed. But special measuring devices are required for measuring the torque. 8. Crankgear Bearings Plants designed for unmanned operation are equipped with a crankgear monitoring system in order to detect incipient bearing damage in good time and thus prevent consequential damage. Either one of two systems are provided: An oil mist detector or a bearing temperature monitoring device. The oil mist detector monitors the concentration of the oil mist in the crankspaces of each cylinder (a cylinder pair in V-engines) and releases an audible and visible alarm or shuts the engine automatically down when a predetermined oil mist concentration, generated by evaporation of lubricating oil as the result of high bearing temperatures or hot spots due to incipient piston failures, has been reached. Function, operation and maintenance are described in the manufacturer's manual. The bearing temperature monitoring device uses resistance thermometers fitted in the bearing bodies of the main bearings. When safe operating temperatures are exceeded, these transmit pulses to the safety D36 5625E 3101 391 Page 1 of 2system which in turn releases an audible or visible alarm or shuts the engine automatically down. For operation and maintenance, refer to the manufacturer's instructions 9. MAN B&W Test Kits The engine lubricating oil and the engine coolant must be checked from time to time to determine their suitability for further use, as contamination and the building up of acidity are limiting the usability of the lubricating oil, and isufficient water quality or isufficient concentration of corrosion inhibitors in the coolant is liable to cause engine damage. Furthermore, on engines operated on heavy oil, checking of certain heavy fuel oil characteristics is, important for optimum preparation of the heavy fuel oil. Among others, it can not always be assumed for sure that the values stated in the bunkering documents are the correct ones for the fuel supplied. For comprehensive chemical and physical testing of the operating media we recommend the following MAN B&W Test Kits: A Test kit for heavy fuel and lube oils (Fuel and lube oil analysis set) B Coolant Test Kit (Water test kit) These test kits may be ordered from MAN B&W Augsburg, Department Sk, or directly from Messrs. Mar- Tec, Warnckesweg 6, 0-2000 Hamburg 61 The following characteristics of operating media can be determined: (See table on sheet 3.12-1). D36 5625 3111 891 Page 2 of 23 | OPERATION ee MAN Monitoring trout a Baw Of interest for: Criterion informs or has influence on: Density Separator setting Viscosity x [Separating temperature, injection | A* viscosity, lube oil dilution ignition behavior CCAUCII x Ignition and combustion, ignition [A pressure, rate of pressure increase, starting behaviour [Water contend x x _| Fuel delivery and atomization, AB [Cecking for sea water x x x [corrosion tendency AB Total Base Number (TEN) x [Neutralisation capacity still available [A pH value x 8 Pour-point| x x _ | Storage life and pumpability A Water hardness x Cooling water treatment, 8 Chloride-iones contend x Salt deposits in cooling system 8 Contend of corrosion x Protection against corrosion on B inhibitor oil in cooling water cooling system. Drop test x [Total contamination contentin lube | A. oil Spot Test (ASTM-D2781) x Compatibility of heavy fuel mixing [A components —t__L * Test Kit A contains the Viscomar device by means of which the exact viscosity at different reference temperatures can be measured In conjunction with the calculation unit Calcumar, the correlation of viscosity/temperature can be shown accurately (e.g. injection and pumping temperatures). For replacement of consumable chemicals, replenishing sets can be supplied. Each kit contains elaborate instructions from which al details can be learned If the cooling water is treated with a chemical, its concentration must be checked by means of the instrument or indicator recommended by the manufacturer The manufacturers of corrosion inhibitors for cooling water are also offering suitable testing devices for checking quality of water, especially the water hardness and the chlorid-iones content. D36 5625 E 3.121 8.91Means of Optimi: 1g the Engine to Special Operating Conditions Abstract MAN B&W four-stroke engines and turbochargers have been designed specifically to yield optimum results, e.g. in terms of fuel oil consumption in the upper output range. They are characterised by operational safety ‘over the entire output and speed range and satisfy maximum demands of operational performance. Never- theless, individual operational situations / load conditions can be better coped with by relying on supplementary//alternative equipment Table 1 lists the equipment for matching the engine to special operating conditions / for optimising the oper. ating performance. It also lists the preferred fields of application. This table is thought as a guidance to show you which possibilities exist and to help you in finding possibilities for improvement. Most of the equipment can also be retrofitted Equipment/ Object / . purpose load condition roe |e Blow off charge-air Full load x Overload x Accelerate turbocharger Manoeuvring x (et assist) Bypass charge-air Part load x Raise charge-air temperature __| Part load (two-stage charge air cooler) x w Control charge-air temperature | Part load / (Allumatik) Full load x w Adjust injection timing Partload/ Full load x x Table 1. Equipment for optimising the operating performance (as of 04/93) Brief descriptions Means for charge-air blow-off - ‘When marine engines are operated at full load in arctic waters, the high air density involves the danger of excessive charge-air pressure leading to an inadmissibly high ignition pressure. Similarly, stationary engines ‘operated at overload are running the risk of the ignition pressure exceeding the admissible maximum. To avoid such conditions, excess charge air is withdrawn upstream or downstream of the charge-air cooler and emitted into the engine room. Thisis achieved by means of an electro-pneumatically controlled or spring- loaded throttle valve Means of accelerating the turbocharger (jet assist) ‘This possibility is used where fast and virtually soot-free acceleration is desired in particular_in such cases, ‘compressed air is drawn from the starting air vessels and reduced to a pressure of approx. 3 bar, and then passed into the compressor casing of the turbocharger to be admitted to the compressor wheel via inclined bored passages. in that way, additional air is supplied to the compressor which in turn is accelerated, thereby increasing the charge-air pressure. Operation of the accelerating system is initiated by a control, and limited toa fixed load range Means of the bypassing of charge air The charge-air pipe is connected to the exhaust manifold via a reduced-diameter pipe and a throttle valve. The throttle valve is closed in normal operation. During part-load operation between 25 and 60% load, the volume of air which is available for the engine is relatively low, the charge-air pressure is relatively low, too, Asa result, the acceleration behaviour of the engine is also affected, and exhaust plume discolouration may result. To increase the air volume that is available for the engine, charge air is blown into the exhaust mani- D36 5600 E 3.15-1 994 Page 1 of 2fold. For this purpose, the throttle valve is opened. The resultant pressure increase in the exhaust manifold leads to a higher turbine output, resulting in a higher charge-air pressure. The throttle valve is controlled through a pneumatic actuator cylinder, as a function of the engine speed and fuel pump rack setting ‘Means of raising the charge-air temperature (two-stage charge-air cooler) High air temperatures in part-load operation contribute to improved combustion and reduced residue formation. This can be achieved if a two-stage charge-air cooler is used and the low-temperature (LT) stage is switched off on the water side Switching takes place as a function of engine loading between 90...100% speed and 0...40% torque. Control of the charge-air temperature (Allumatik} The control of charge-air temperatures using the air-humidity controlled Allumatik system serves to reduce the condensation of water when engines are operated in tropical regions. This system keeps the charge-air temperature constant up to a certain air humidity, and increases it beyond the threshold proportionally to the air humidity. The system can be used both with single-stage and two-stage charge-air coolers. Means of adjusting the injection timing (engines 40/54 to 58/64) On engine types 40/54 and above, adjustment is effected by shifting the levers provided between the cam track and the fuel pump barrel, or by turning the eccentric shaft carrying these shifting levers. The above-described facilities permit to influence the ignition pressure and the fuel consumption rate by effecting a shifting in the direction of “Early ignition”. Shifting in the direction of “Late ignition” helps in reducing NO, emission D36 5600 E 3.151 9.94 Page 2 of 2Bypassing of Charge Air 3.16 Baw Technical fayout This device for the bypassing of charge air essentially consists of a connecting element between the charge air pipe (1) and the exhaust ‘manifold (8), the throttle valve (4) and the associated electro- pneumatic control Charge air pipe Orifice Interconnecting line Throttle valve, pneumatically operated Lift limiting screw Electro-pneumatic 4/2-way valve (M 392) Expansion joint Exhaust manifold Lever for manual switch-over Shaft end, slotted (emergency operation) Seavauawns Figure 1. Charge-air bypassing (schematic) The rate of air flow through the interconnecting pipe can be limited by an orifice plate (2). The throttle valve is pneumatically operated. The end positions of power cylinders can be influenced by setting screws (5). The expansion joint (7) serves to absorb deformations / displacements in the interconnecting pipeline. The supply of air to the pneumatic drive is controlled by the 4/2-way valve (6) and its solenoid valve. The passage 1 - 2 to open the flap is cleared when the solenoid valve is energised. The valve is switched over to passage 1 -3 for closing the valve when the solenoid is de-energised The switching condition of the solenoid (energised) is defined by the following conditions: enginespeed > 60... < 85% *, + pumpracksetting > 25... < 65% *, + engine is not started / engine is not connected (stable load condition). ‘The upper limit depends on the engine size and number of cylinders (up to 95 or 75% respectively) 036 6680 £ 3.161 03.95 40/45 to 58/64 Page 1 of 3For the limiting function and for the electric control of the solenoid valve, there is a tachogenerator / speed relay and a split cam in the control console for pump rack operation (engines 40/45 to 58/64). On the 32/40 engine, pump rack settings are generated by a unit evaluating the analog signals of the remotely operating admission transmitter. Bypassing is by this equipment limited to an output / speed range as shown in Figure 2. bmep toraue % | neting % Thearetio prepetlar sure 100 Ao 36 43 605 ae, 1 80 | 5 60 50 i 25 20 od 0 0p 60 701260. ano0leeet C0) speed % Figure 2. Output / speed range for the bypassing of charge air (example) The bypassing of charge air into the exhaust manifold causes the charge air pressure and the specific air / exhaust gas volume to be increased, and the exhaust gas temperature upstream and downstream of the turbine to be reduced. 36 6680 3.161 03.95 40/45 to 58/64 Page2 of 3Setting Emergency operation 36 6680 3.16-1 The settings of all elements are fixed during the engine test run and / or during sea trials commissioning. They must not be changed during the warranty period without the approval of MAN B&W Diesel AG The 4/2-way valve can be switched over by hand using the lever (9) on the underside of the valve, if necessary. The throttle valve can be turned through the slot provided in the shaft end (10). See Figure 3. Figure 3. Actuation of the 4/2-way valve and the throttle valve in case of emergency 03.95 40/85 to 58/64 Page 3 of 34.86 T DETERMINING ENGINE OUTPUT AND | four-stroke | 3 OPERATING LEVEL WITH REFERENCE Tq Engines THEORETICAL PROPELLER CURVE M-AN Uy 1. General Effective power developed in everyday operation and thus condition of engine can be determined from curve sheet established during test run and supplied with engine. Example of a curve sheet can be found overleaf. Besides determination of output, it enables assessment of engine performance after extended times of operation. Prerequisite is that whilst the ship or installation is new, or during sea trials, engine speed and pump rack settiny are measured at the same time and as exactly as possible for being entered a operating level (operating point) into the curve sheet. These measurements should be taken at several operating levels (operating points) during norma operating and weather conditions. Later deviations from these figures will indicate eventual wear of injectors, injection pumps etc. as well as marine growth and propeller damage. Minor deviations may, for instance, be due to differing fuel qualities and/or fue temperatures. | Note: Experience shows that, when operating on Diesel fuel, pump rack set-inc: | are higher by 3-4% than those on heavy oils. In the following exampie difference would result in approx. 2 mm. 2. Example how to determine engine output Engine output is to be determined for engine speed of 432 rpm and pump rack setting 59.0 mm. Given: Curve sheet on reverse (diagram) Engine rated output Engine rated speed Engine actual speed (as measured) Reading of pump rack setting Find: Actual (effective) engine output. Solutio Figure out actual engine speed in percent of rated engine speed = 96%. ~ Locate the 96% speed point along the speed axis and go up along the vertical line. ~ Locate pump rack setting point = 59.0 in diagram and extend point in parallel with pump rack setting curve (arrow) as far as speed point 96 ~ From point of intersection (point "A") go left along the horizontal lin up to performance (output) axis and read the engine output (86%). ~ Thus the actual engine output is 0.86 x 6200 KW = 5330 KW (7250 tip) theoretic 6200 KW (2430 HP) - 100 450 rpm = 100 432 rpm 59.0 mm 3. Position of operating levels (points) relative t Propeller curve When the ship or installation is new, position of the applied operating levr (operating points) should be located at the right of the theoretical prope! lur Curve in order to have some reserve left for manoeuvring and acceierating and for compensation of later operation-related influences. At 100% speed (ratec speed), reading of pump rack setting should be in the 85-90% performance rangr In the example shown overleaf this would correspond to a punp rack cetting n° 58 - 59.5. If, in case of fixed-pitch propeller, the operating points are situated at “=| of the theoretical propeller curve, this would mean that the prope’ler 1s dimensioned. Under these circumstances, operating and accelerating benav: will remain unsatisfactory, When operating with variable-pitch propeller, the combination curve is t: » set in accordance with the guidelines mentioned above, too, or as recomne by the engine manufacturer. 036 5600 E 3.18-2 PT. 10110 3 (%] Engine output. 2 8 Example for Determining Engine Output ENGINE TYPES veseeeeeeeeeereees Output: 14 +02,09,....,.KH SERIAL NOL secevsecereeeeenes SPEED? vee AOQ...... RPM Fuet Tye: MF, 3642209 T 65,5, 3,2 ]% s we a2 Js rs << 7) 9,5 |S SE 7 i 7 : < : 58,0_) ; 365] 3 55,0} 6 Z | Lao) = a D7] [50,8 _] + Theoretical ‘ 44,9 propeller cur\ “ 41,5 d. I i 38,0 34,5 40 ' 31,0 Generator 1i 27,5 30: + + 24,0 25 T= Example 96% 50 55 60 65 70 75 80 85 90 95 100 103 Engine speed [%] I= Operating range ne Operating range, permissible for temporary application, e.g. when accelerating or manoeuvring A= Point of intersection of speed line and pump rack setting line = Operating level (operating point) 036 5600 E / 3.18-2RUNNING-IN THE ENGINE Four Stroke Engines (Tis sheet is superseding Edition 7.88) 1 General When machining piston rings and cylinder liner bores, even though absolute precision is practised, slight deviations from the cylindrical shape cannot be avoided. Furthermore, when the engine is assembled, slight deformations are bound to occur. These facts make it imperative that the engine is run-in. ‘The running-in of modern three-component bearings requires considerably less time than is needed for the piston rings and the cylinder liners (also refer to item 3.4). During the running-in process, the coarsest unevenness in the outer-surface profile of the piston rings and the cylinder liner running surface is removed. The run-in is completed when the first piston ring seals-off perfectly from the combustion chamber. If the engine is fully loaded before this state has been reached, the hot exhaust gases blow through between the piston rings and the running surface of the cylinder. This destroys the lube-oil film at these points. The result is that material is destroyed (e.g. burns) on the running surfaces of the rings and cylinder liners. Later on, this causes increased ring wear, high oi] consumption, increased coking of the ring grooves and, in extreme cases, piston seizure. The following points influence the time required to complete the running-in process: the surface finish of the piston rings and the cylinder liners, the quality of the fuel and the lube-cil, as well as the loading of the engine and its speed. The running-in periods as indicated in Figs. 1 and 2 can therefore only be regarded as guidelines. By use of a special running-in oil, in which for instance the zinc component prevents welding of the roughness peaks on the surface of the rings and liners, the running-in periods quoted in Figs. 1 and 2 can be shortened by 50 8. Practical experience is available with running-in oils of BP, EXXON and Shell (also refer to 2.2). In_the case of engines with separate cylinder lubrication, the use of an oil of this type_as cylinder oil is recommended during the running-in period. It suffices for the cylinder-oi1 tank and the cylinder oil lubricating pump casing to be practically enpty when the running-in oil is poured in. After running-in hag been completed, the cylinder oil used before can be poured into the tank without the remainder of the running-in oil having to be drained. 2 Fuels and lubricants 2.1 Fuel dependent upon engine type 20/27, 25/30, 23/30, 28/32 | 32/36 through 58/64 Reconmended | Gas oil (NGO), Diesel oil or Heavy oil marine Diesel oil (MDO) or Heavy oil NGO or MDO The fuel used during running-in must correspond to the quality specified for the engine and to the fuel system design of the engine (for heavy oil, for instance, the size of the separators and the end pre-heater). For running-in of gas-powered spark-ignition engines, it is advisable that the gas fuel is used which is to be used subsequently for normal operation. Diesel gas engines are run-in in the Diesel mode with the fuel which will later be used as the ignition oil (pilot oil). 36 5600E 3.20-2 5.90 Page 1 of 52.2 Lube oil dependent upon fuel quality and running-in tine Fuel T Lube oil Lube oil without running-in acceler-| with running-in acceleration agent (as intended | ation agent (special fer the engine lubrication) | running-in oil) eas (e.g. natural or | Gas engine oil SAE 40 sewage gas) BP-Olex Gas oil (NGO), HD Diesel engine oil | EXXON running-in oi1 40 | Diesel oil or Marine | SAE 30 or 40 Shell Oil $7294 jDiesel oil (4D0) TBN 12-15 Heavy oil Hediun-alkaline Diesel Shell Oil 4082 | engine oil SAE 30 or 40 TBN 25 resp., TBN 20 - 30 The lube oil used during running-in must, with regard to the quality of fuel on which operating, comply with M.A.N.-B&¥ Specifications of Quality D36 5600E, 1.31, 1.32 and 1.35 in addition. Prior to initial filling, the lube-oil system is to be flushed (see Sheet 3.28)! 3 Running-in the engine 3.1 General During the running-in, after 30 minutes at idle and then again when the 50% and the 100% loading points are reached, temperature checks are to be carried out at the bearings and the crankcase. During the running-in process and after full load has been reached, the operating data (ignition pressure, exhaust gas temperature, charge-air pressure etc.) are to be checked and compared with the engine record sheet. In the case of engines with separate cylinder lubrication, the delivery rate of the oiler is to be readjusted to about double the quantity during the entire run- in period by changing the position of the handle. also refer to work card 302.02. 3.1.1 Operation with variab: speed The run-in can take place with fixed thrust, variable-thrust, or zero-thrust propeller. ‘The engine power is to remain within the power area given in Fig. 1 (sheet 4), that is, below the theoretical propeller curve (shaded area), during the whole of the run-in time. Critical rotational-speed ranges are to be avoided. In the case of marine engines, the division of the time into dock trial and sea trial is to be matched to the power absorption capability of the propeller. If the power and the engine speed are not reached, the dock trial is to be stopped and the run-in continued when the ship is at sea. The specified running-in time is not to be fallen short of. 36 56005 3,20-2 5.90 Page 2 of 5036 6680E B21 The following relations exist between engine rating, speed, torque and mean effective pressure: 1200-pe Vi Pes Pe Mean effective pressure [bar] Pe Effective engine rating [kW] Via Swept volume [dm3] Speed [rpm] Mg = 9550:Pe Mg Torque [Nm] ‘The mean effective pressure corresponds to the mean value of cylinder pressures throughout the entire four-stroke cycle. It is proportional to. the output and torque, and inversely proportional to the speed. With the mechanical efficiency being known, it can be calculated from the ‘mean value of indicated pressures: Pe= Pi mech Three-phase generators are bound to the synchronous speeds: eof e ne Sof Pp Rated engine speed [rpm] f Mains frequency [Hz] Pp Number of generator pole pairs Stable engine service points are only obtained where there is a balance between output, speed and admission setting of the fuel oil pumps. The energy offered must coincide with the energy required. in applications of turbomachinery propulsion such as propellers or pumps, the power required increases by approx. the third power of speed (P ~ n3). This means that speed increases are relatively difficult, ‘to achieve in the upper output range. This also applies to speed gains because the ship's speed is a direct function of the engine speed (n ~ v). The inclination of the rating / speed curve (in case of fixed-pitch propellers) or the location of the service point area (for controtlable- pitch propellers) depends on the propeller pitch and the resistance of ‘the vessel, or in the case of pumps, on the blade position. 03.95 Four-stroke engines Page 1 of 3For generator drive applications, the output in isolated operation is directly influenced by the consumers, while when operating in parallel! with the system the output depends on the purpose envisaged. Changes in pump admission only cause a change in output incase of Diesel generator systems, whereas in marine propulsion systems they lead to other output / speed combinations. Admissi ieerurenieteteti aie nein In service, the maximum speed and the torque have in first approximation to be limited to 100%, while the continuous ratings in HFO operation are to be limited to between 15 t) and 100%. This is to some extent achieved by design measures, and for the rest by operating parameters. Operation in an output range below 15 or 20% is only permitted ‘temporarily. Operation in the range between 60 and 90% of the rated output is recommended Admissible operating ranges for marine propulsion engines can be seen from Figure 1. Patng 10 forsee 0 0 %0 © 7 © 0 o . x 2 = 8 3 0 3 Ss) Cares 8 © 706% wl Ww speeds seeds ea Figure 1. Admissible output | speed ranges for single-engine systems driving fixed-pitch propellers (left), and single-engine systems driving controllable-pitch propellers, without shaft generator (right) 15% not applicable for L/ V 20/27 and 25/30, for which 20% is the lower limit of continuous part load operation 36 6680 E B21 03.95 Four-stroke engines Page 2 of 3Comments on Figure 1 (abridged texts - inappropriate for propeller rating or for checking same) Rating Effective engine | Service range for output (Pe) continuous operation Speed Speed (n) tI Service range admissible for bmep Mean effective ‘temporary operation, e.g, pressure (Pe) acceleration / manoeuvring Torque Torque (Md) FP Characteristics field for MCR Maximum fixed-pitch propeller drive continuous rating VP-_—Characteristics field for (blocked rating) controllable-pitch propeller drive with combinator ete CR TITAN sRESAI] e eanl MeL The following also applies as a rule: * Diesel engines serving for power generation may be operated at 110% output for one hour once every 12 hours. + Engines serving as the mechanical or Diesel-electric main propulsion source for fixed-pitch or controliable-pitch propellers are blocked at 100% output. They are allowed to be operated at full torque and max. 10% speed reduction. * Engines serving for dredger operation are blocked between 100 and 90% output, depending on engine size, and are allowed to be operated at full torque and max. 30% speed reduction. + Engines used in fishing boats or tug boats are blocked at 100% load and are allowed to be operated at full torque and 20% speed reduction 2). The above data is non-commital and serves as a guidance. Conclusive Prerequisites for engine operation are those agreed between the buyer, the shipyard / planning office and the engine supplier Blockings/ limitations must not be suspended without prior consultation with MAN B&W Diesel AG. For further information / data, please refer to the sections: 3.22 Load curve during acceleration / manoeuvring 3.7 Partload operation and/or 3.10 for engines 20/27 and 25/30 3.18 Determine the engine output and design point. 3.23 Engine operation at reduced speed under full torque. 2) Applies to engines 20/27 to 32/40 only. D36 6680 B21 03.95 Four-stroke engines Page 3 of 3Load Curve During Acceleration / Manoeuvring 3.22 Baw ttisnot permitted to apply load to and withdraw load from Diesel engines as quickly as desired. Instead, allowance is to be made for ‘thermal and mechanical loads, exhaust gas colouration, and the turbocharger capacity On stationary engines with the systems cooled down, 45 ... 60 minutes 7 should be allowed to expire until they are loaded at the rated output. If the engine is at operating temperature, or has at least been preheated (oil temperature = 40°C, engine cooling water temperature 60°C), the load can be applied faster. The shortest possible load application for marine propulsion engines is shownin Figure 1 VORAUS/AHEAD | sto bie vou voraus xs Vous wie STP Sor" t0 FULL AHEAD Pict Whew te Sia [ [za | ea] { frersenosewre| |_LY | Roma 3643602 | LJ Osa eo onepaese7 8 —_— —> Zeit (Min.) bei vorgewarmtem Motor (Oltemperatur 2 40 °C, Frischwassertemperatur > 60 °C) Time (min) with engine at preheating temperature (L.0. temperature = 40°C, FW. temperature = 60%) Figure 1. Load application curve during manoeuvring In the AHEAD and ASTERN directions, 60% of the engine output are permitted to be applied within 30 seconds under emergency manoeuvring conditions, and 40% under normal manoeuvring conditions The full engine output in the AHEAD direction is not allowed to be reached earlier than after 2 minutes or 5 minutes resp. 036 6680E 3224 03.95 40/45 to 58/64 Page 1 of 2036 6680 E 3221 ‘The maximum output in the ASTERN direction is by the propeller characteristics limited to 70%. This output is permitted to be reached, at the earliest, on expiry of 50 seconds under emergency manoeuvring conditions, or 2 minutes, 45 seconds under normal manoeuvring conditions resp, In reducing the output from the maximum output in the AHEAD and ASTERM directions to idling, 60 seconds and 45 seconds, resp. are the minimum. Excessively fast load shedding may cause surging of the turbochargers. Marine main engines in preheated condition should be operated at a speed not exceeding approx. 75% or a load not exceeding approx. 40%, if possible. Operation at full load is admissible after the service temperatures have been reached. In fixing the load application and load shedding times it should be noted that the time constants for the dynamic behaviour of the engine relative to the prime mover and / or the vessel may be wide apart. Ratios of 1: 100 are encountered in the case of marine propulsion engines. This means that the engine responds much faster than the ship does. Faster load application and load shedding rates will therefore have but a minor effect on the ship's behaviour during manoeuvring (except, e.g. tug boats and ferries). Under normal manoeuvring conditions, we therefore strongly recommend that the normal rates should be adhered to, and emergency manoeuvring should be restricted to exceptional situations. This will decisively contribute to trouble-free long-term operation. In case of manned engine operation, the engine roam staff is responsible for the observation of load application requirements. For remotely controlled engines, the loading programs for normal and emergency manoeuvring have to be integrated in the remote control scope. Such integration has to be agreed between the buyer, the shipyard and the engine supplier 03.95 40/85 to 58/64 Page 2 of 2Marine Main Engines Engine operation at reduced speed anes under full torque 3.23 Baw ‘Changing operating conditions. DE ae Marine propulsion systems are subject to external influences that may lead to a shifting of design points. Causes for a shifting of design points and / or of the propeller curve / propeller map towards the left, in the direction of lower speeds, include increased drive resistances, or increased ship's resistances, due to marine growth and increasing roughness, inappropriate propeller layout, propeller modifications (larger diameter / increased pitch) or propeller defects, at reduced speed under full torque _ Under these conditions, the engine will still reach the full torque but no longer the full speed - at least not with the admissible rated output. Operation of the engine under these conditions of reduced speed / fuel-limited speed is limited as follows: corresponding Application Admisitie | | ed output speed recucto (biockea) | Marine main enaine = 1%, r00% Sting fed pth or contralabe itch propel Suction dredge? canines wih ‘engines 20/27, 25/30 < 30% 90% trgines 3260 58/64 Sox 100% Fahingboats/ tugeweh engines 2027-32180 < 20% 100% Table 1. Maximum admissible speed reduction at full torque 1) Operation with an even higher reduction of speed at full torque is not admissible because of the decreasing excess combustion air ratio {tendency of contamination / coking of components contacted by 925), because of the rising component temperatures endangering vital 36 6680 E 323-1 03.95 Four-stroke engines Page 1 of 2components (exhaust valves, cylinder heads, pistons etc.), and because of the danger that the surging limit of the compressor is reached as a result of turbocharger fouling With due regard to the fact that continuous operation at reduced speed under full torque is not only unfavourable for the engine but also results in reduced ship's speeds, it must by all means be attempted to eliminate or reduce avoidable resistances. Most promising are counter measures against the above-mentioned resistances. 1) These values only serve for guidance. Conclusive for engine operation are the values fixed by agreement between the buyer, the shipyard / projecting office and the engine supplier D36 6680 3.23-1 03.95 Four-stroke engines Page 2 0f2RUNNING-IN THE ENGINE Four Stroke Engines (This sheet is superseding Edition 7.88) 1 General When machining piston rings and cylinder liner bores, even though absolute precision is practised, slight deviations from the cylindrical shape cannot be avoided. Furthermore, when the engine is assembled, ‘slight deformations are bound to occur. These facts make it imperative that the engine is run-in. ‘The running-in of modern three-component bearings requires considerably less tii than is needed for the piston rings and the cylinder liners (also refer to item 3.4). During the running-in process, the coarsest unevenness in the outer-surface profile of the piston rings and the cylinder liner running surface is removed. The run-in is completed when the first piston ring seals-off perfectly from the combustion chamber. If the engine is fully loaded before this state has been reached, the hot exhaust gases blow through between the piston rings and the running surface of the cylinder. This destroys the lube-oil film at these points. The result is that aaterial is destroyed (e.g. burns) on the running surfaces of the rings and cylinder iners. Later_on, this causes increased ring wear, high oi] consumption, inc coking of the ring grooves and, in extreme cases, piston seizure. The following points influence the time required to complete the running-in process: the surface finish of the piston rings and the cylinder liners, the quality of the fuel and the lube-oil, as well as the loading of the engine and its speed. The running-in periods as indicated in Figs. 1 and 2 can therefore only be regarded as guidelines. By_use of a special running-in oil, in which for instance the zinc component prevents welding of the roughness peaks on the surface of the rings and liners, the running-in periods quoted in Figs. 1 and 2 can be shortened by 50 %. Practical experience is available with running-in oils of BP, EXXON and Shell (also refer to 2.2). In_the case of engines with separate cylinder lubrication, the use of an oil of this type as cylinder oil is recommended during the running-in period. It suffices for the cylinder-oil tank and the cylinder oil lubricating pump casing to be practically empty when the running-in oil is poured in. After running-in has been completed, the cylinder oil used before can be poured into the tank without the remainder of the running-in oil having to be drained. 2 Fuels and lubricants 2.1 Fuel dependent upon engine type 20/27, 25/30, 23/30, 28/32 | 32/36 through 58/64 i] Reconnended | Gas oil (NGO), Diesel oil or Heavy oil marine Diesel oil (MDO) or Heavy oil GO or MDO ‘The fuel used during running-in must correspond to the quality specified for the engine and to the fuel system design of the engine (for heavy oil, for instance, the size of the separators and the end pre-heater). For running-in of gas-powered spark-ignition engines, it is advisable that the gas fuel is used which is to be used subsequently for normal operation. Diesel gas engines are run-in in the Diesel mode with the fuel which will later be used as the ignition oil (pilot oil). D36 5600E 3.20-2 5.90 Page 1 of 52.2 Lube ofl dependent upon fuel quality and running-in tine Fuel Lube oi} Lube oil without running-in acceler-| with running-in acceleration agent (as intended | ation agent (special fer the engine lubrication) | running-in oi) cas (e.g. natural or | Gas engine oil SAE 40 sewage gas) + BP-olex I Gas oil (460), HD Diesel engine oil | EXXON running-in oi] 40 | Diesel oi] or Marine | SAE 30 or 40 Shell O11 7294 Diesel oil (MDO) TBH 12-15 Heavy oi] Hediun-alkaline Diesel Shell Oit 4082 engine oil SAE 30 or 40 TBN25, | resp., TBN 20 - 30 ‘The lube oil used during running-in must, with regard to the quality of fuel on which operating, comply with M.A.N.-B&W Specifications of Quality D36 5600E, 1.31, 1.32 and 1,35 in addition. Prior to initial filling, the lube-oil system is to be flushed (see Sheet 3.28)! 3 Running-in the engine 3.1 General During the running-in, after 30 minutes at idle and then again when the 50% and the 100% loading points are reached, temperature checks are to be carried out at the bearings and the crankcase. During the running-in process and after full load has been reached, the operating data (ignition pressure, exhaust gas temperature, charge-air pressure etc.) are to be checked and compared with the engine record sheet. In the case of engines with separate cylinder lubrication, the delivery rate of the oiler is to be readjusted to about double the quantity during the entire run- in period by changing the position of the handle. also refer to work card 302.02. 3.1.1 Operation with variable speed ‘The run-in can take place with fixed thrust, variable-thrust, or zero-thrust propeller. The engine power is to remain within the power area given in Fig. 1 (sheet 4), that is, below the theoretical propeller curve (shaded area), during the whole of the run-in time. Critical rotational-speed ranges are to be avoided. In the case of marine engines, the division of the time into dock trial and sea trial is to be matched to the power absorption capability of the propeller. If the power and the engine speed are not reached, the dock trial is to be stopped and the run-in continued when the ship is at sea. The specified running-in time is not to be fallen short of, D36 5600E 3.20-2 5.90 we 2 of 53.1.2 Operation at constant speed First, the engine is to be run at idle and then in the low engine-speed range specified by the manufacturer for about 30 minutes. After having checked the crankcase, the engine speed is to be slowly raised within a period of 1 - 2 hours to the rated speed. The engine is to be loaded in accordance with the running-in program in Fig. 2 (see page 5), whereby the power range is to remain within the shaded area. Critical engine speeds are to be avoided. 3.2 Running-in the new engine after test run Apart from a few exceptions, four-stroke engines have always been through a test run at the manufacturers. This means that the engine is usually run-in already. Nevertheless, it is necessary that the engine is given a post run-in at the final erection location because after the test run at the manufacturers, the pistons and bearings are usually removed for scrutiny, or the engine is being partially or completely disassembled to be shipped. The post run-in time, in which the engine is again run at rated speed and run-up to full load can be taken from the table below: Cylinder dianeter «450 mm > 450 mn Shipment of engine assenbied][disassenbled assembled |disassenbled Load range Running-in period (hours) o- 2% 1S 3 2 4 25- 50% 1.5 3 2 4 50- 75% 1.5 3 2 4 75 ~ 100 % 1s [3 2 4 frotal time 6s | # 8 16 Remarks of section 3.1 must be observed. 3.3 Running-in after overhaul work acc. to Figs. 1 and 2, as well as observation of 3.1.1 and 3.1.2 If the cylinder liners, pistons and/or piston rings were changed during overhaul, a complete run-in is again necessary. Running-in is also required, if the rings of only one cylinder have been replaced. The cylinder liner is to be re-honed in accordance with Work card 050.05, if it has not been replaced. A portable honing device may be obtained from our Service Bases. After the honing process, the running surface of the liner is to be thoroughly washed with a cleaning fluid (e.g. Diesel oil). Care must be taken that the honing fluid does not get into the lube oil together with the abraded material or the cleaning fluid. (Also refer to Work card 050.05). ‘The oil in the system ist suitable for running-in, provided it is in good condition and suitable for further use. 36 56008 3.20-2 5.90 Page 3 of 5In the case of engines with separate cylinder lubrication we recommend a special type of running-in oil. (Refer Sections 1 and 2.2). As a matter of principle, the feeder rate of the cylinder lubrication pumps must be increased (refer to Work card 302.02), Sequence of Operations 4). When, after a very long period of operation, the pistons are removed or the rings changed, the cylinder liners are to be measured precisely in the engine (liner temperature to be recorded). If wear and ovality have reached the limits specified in the operating instructions, the liners are to be replaced. Hore seriously worn ring grooves are the cause of increased oil consumption and must, when the specified limits have been reached, be reground and oversize rings must be fitted. 3.4 Running-in of three-component bearings (crankshaft, connecting rod and piston pin bearings) If used bearing shells have been refitted, or new ones fitted, without any other work, necessitating a run-in having been carried out, only those bearings must be inspected. It suffices here to carry out a manual check of the bearings concerned with regard to their temperature compared to the neighbouring bearings which were not renewed or removed. This check is to be made after about 30 minutes running at idle, and is to be repeated after a further run of approx. 5 hours. The bearings are then run-in, A more reliable method is to use an electrical probe thermometer for a comparative measurement. The difference in temperature between the individual bearings is not to exceed approx. 5°C. In the above case, particular regulations with regard to lube oil and fuel need not to be taken into account. 3.5 Running-in after extreme low-load operation Continuous running under extremely low loading conditions can lead to heavy internal contamination of the engine. Deposits from the combustion of the fuel and lube oil can build-up on the top land of the piston, in the ring grooves, and possibly in the inlet ports as well. In addition, it is possible that the charge-air and exhaust- gas pipes oil up, as well as the charge-air cooler, the turbocharger and the exhaust-fired (waste heat) boiler. Due to the fact that the piston rings have matched to the cylinder liners in accordance with the engine load, sudden running-up of the engine will lead to increased wear and possibly other engine trouble (blow-by at the rings, piston seizure). Following an extended period of operation at extreme low-load - (2 500 operating hours), it is, therefore, necessary that the engine is run-in again in accordance with Figs. 1 or 2 resp., and referring to the load conditions under which it is operated. Refer also to the directions in the Operating Instructions, Section 3 Sheet 7, “Part-load operation". In the above case, particular regulations with regard to lube oil and fuel need not to be taken into account. Note Further information is available from the Service Department (Abteilung Rundendienst) of H.A.N.-B&W Diesel GmbH or of the licensee. D36 56008 3.20-2 5.90 Page 4 of 5By use of a special running-in oil, the running-in time can be shortened by 50% in the case of engines with separate cylinder lubrication. % 100 = ze a2 5s ge Engine types Engine types 20/27 - 23/30 25/30 - 58/64 905: 80: 70 6 & . £ 401 3 3 30 < 20 z 10 8 & h& g 8 g 15 18 21 24 27 30ht 3 Fig. 1 Running-in program for marine engines (variable speed) Engine speed Th Engine output. Py Engine types Engine typ. 25, % 100 20/27 - 23/30 Engine speed ny 90 80 x 3 Recommended output range 9 12 15 18 21 24 27 30h 36 42322/1 Fig. 2 Running-in program for generator engines (constant speed) 036 5600 E 3.20-2 5.90 Page 5 of 5This sheet replaces 036 4600 € / 21.13, 4,8. EVALUATION AND CARE OF 3 LUBRICATING OIL DURING M.A. N, -DIESE OPERATION 24 General Problems of oil selection vary with the engine design, the grade of fuel used and the ing operating conditions (see section 1). Diesel engines use, almost without exception, heavy duty oils for lubrication (HD oil is base oil improved with additives). Bose oil is a complex compound of hydro-carbon molecules. The concentration and combination of additives added to the base oil depends upon the requirements the lubricating oil has to meet. Additives are used to improve the resistance to aging and the corrosion inhibiting properties, others are employed to confer detergent and dispersant properties on the oil, i.e. they enable the lubricating oil to keep residues, produced by the combustion of the fuel and the lubricating oil, in a finely divided form in solution or in suspension, and they dissolve residues which have already precipitated. Additive type lubricants futth er- more possess on alcaline reserve, expressed by the total base number (TBN) which neutralizes the acidic products formed during combustion. Evaluation of Used Oil The condition of the lubricating oil in the engine should be continually observed. The intervals at which blotter tests on filter paper ore to be made, or at which used-oil samples ‘ore to be taken for laboratory tests are named in the maintenance schedule (it is recommended that oil samples are sent to the oil suppliers’ service stations). The oil sample should be taken after the filter and, if possible, while the engine is running as this will ensure that the test result will be representative for the whole oil charge Ta the engine. The progression of changes in the characteristics of the oil can be inferred from blotter or spot tests. Striking changes in the appearance of blotter tests, token between intervals of about the same length, are an indication of irregularities, as for example insufficient combustion, pure filtration, or the presence of fuel oil or water. Reliable information as to whether the used oil is still suitable for further use can only be obtained from a laboratory analysis in which the oil properties are established in accordance with standard test procedures. For evaluating the condition of a used oil, the following criteria ore usually sufficient: Lubricating off odditive-type straight Viscosity. .- < one viscosity grade Flash point. aac >155 > 155 Water content......+.... wP-percent <0.5 <0.2 preferably<0.2(higher percentage admissible for a short period) TBN. sees ++emgkOH/g | HD-oil:>30%of TBN of fresh oil, Medium-alkaline oil > 18 pH-valve. peer es >5 SANeenneeeee = mgKOH/g * 0.015 < 0,015 Total contamination... . percent Depends upon actual dispersant < 0.8 (see also spot test D: 00 /000.05) | properties and viscosity rise D3é6 5600 E 3.24-1 PTO + Sheet 2The above named values ore non-committal empirical values and no single one by should be taken as the criterion for fixing the intervals between oil changes. When used oil is evaluated to determine its suitobility for further use, the test results of the various items must be weighed with respect to each other and the gradual oil change over an ‘extended period of time should be known. If in doubt, consult oil suppliers. There may also be instances where additional analyses, as for example a spectographic analysis, be~ come necessary. No conclusions as to the degree of contamination can be drawn from the colour of used additive-type lubricating oil because the dispersant~detergent properties of the oil hold soot porticles in suspension in a finely divided form (approx. 0.5 microns) and they cause the oil to edopt a deep black colour even if the soot concentration is very low. The total contamination of lubricating oils can be determined by the DIN-51588 or the ASTM-D 893 method, amongst others. Also the spot test is a suitable means to supply respective information (see section 4). Fuel in the lubricating oil can be determined by measuring the flash point and the viscosity of the used lubricating oil - after it has been cleaned - and by comparing the measured values with the values of fresh lubricating oil. The oil charge must be changed when the oil viscosity falls into the next lower viscosity grade ,or the flash point below 155°C because of dillution by fuel oil. Ifa laboratory test is not feasible, the viscosity can be roughly determined as follows: Two samples of fresh oil, one of the viscosity grade above and the other below that of the oil used in the engine, and a sample of the used oil from the engine ~ all having the some temperature - are dripped on a glass or metal plate. When the plate is then tilted, the Flow velocity of thethreesamples will show whether the used oil has @ higher or o lower viscosity than it had before when it was new. Water inthe Lubricating Oil Ifo laboratory test is not feasible, a drop of the used-oil is placed on a hot plate. If there is ony water in the oil, it will evaporate quickly and, in overcoming the capillary force of the oil, it will escape with o noise (spatter test). The water content should not exceed 0.2 percent. If the water content is>0.5 percent, the oil charge must be changed, unless the water content can be reduced to <0.2 percent by careful centrifuging and/or by heating the oil charge for a short period of time. Water in lubricating oil promotes corrosion of the bare metal parts of the running gear, and the formation of oil sludge with a corresponding increase in viscosity. . Oil Care The engine lubricating oil is continuously cleaned in the main flow by engine-mounted or detached filters (sieve, dise, or edge-type filters of single or duplex design}. The filter elements are cleaned either by hand, or semi~ or fully automatically. The selected filter gauge ensures proper filtration. Depending upon the engine type, a free-jet centrifuge or a separator is provided in the by-pass for continuous operation. These devices ore capable of removing much smaller dirt porticles than the filters provided in the main flow and, if a separator is provided, operating as purificator, also the water is being removed. The load on the main flow filter is thus partly removed, resulting in longer filter cleaning intervals and a better condition of the oil. Close observation of the operating instructions of these devices is important, because optimum operation of the separator will only be achieved with correctly adjusted throughput and temperatures, and of the centrifuge only with sufficient oi I pressure and timely cleaning of the bowl. Abhigh water content in the lubricating oil is often caused by insufficient venting of the cil tank and the crankcase. If there is no drain cock.at the lowest point of the tank for draining the oil sludge and water settled on the tank bottom, the tank bottom must be sucked off at regular intervals the effect will be about the same as with sludge removing. 036 5609 E /3.24-1Air emulsion (oil bas awhitish appeorance) or heavy foaming on the oil surface are mostly due to leakages on the suction side of the pump through which air is entrained by the oil. This will affect the hydrodynamic pressure condition in the bearing, promote aging of the oil, etc. Oil Change Fixed periods as to the life of an oil charge cannot be named, as the engine manufacturer does usually not know the fuel and lubricating oil grades being used, nor the condition under which the engine is running, nor whether the oil receives the proper care. The oil should be changed when the chemical-physical characteristics of the oil charge have changed to a degree that the lubricating, cleaning and neutralizing properties are no longer sufficient. This can only be determined by a comprehensive analysis. Guide values are given in the table on sheet number 1 and the degree of contamination of the used-oil can be escertained by means of the spot test on filter paper (see D36 5600 £/000.05). When changing the oil, i charge while it is still at normal service temperature. If ofl system (pipes, filter, oil cooler, service tank, etc.) is contaminated by oily residues, flush system with a low-viscosity lubricating oil before filling in the new oil charge. D36 5600E _3.24-1 Sheet 2EVALUATION AND CARE OF 20/27 LUBRICATING OIL DURING through OPERATION 58/64 General Problems of oil selection vary with the engine design, the grade of fuel used and the anticipated operating conditions (see Section 1). For lubrication of the Diesel engine types as referred to above, exclusively heavy duty oils are used (HD oil is composed of base oil and additives). Base oil is a complex compound of hydro-carbon molecules. The concentration and combination of additives added to the base oil depends upon the requirements the lubricating oil has to meet. Additives are used to improve the resistance to aging and the corrosion inhibiting properties, others are employed to confer detergent and dispersant properties on the oil (detergent-dispersant-effect), i.e. they enable the lubricating oil to keep residues, produced by the combustion of the fuel and the lubricating oil, in a finely divided form in solution or in suspension, and they dissolve residues which have already been precipitated. Additive type lubricants furthermore possess an alkaline reserve, expressed by the toal base number (TBN) or base figure (BZ) which neutralizes the acidic products formed during combustion. Evaluation of Used Oil The condition of the lubricating oil in the engine should be continually observed. The intervals at which blotter tests on filter paper are to be made, or at which used-oil samples are to be taken for laboratory tests are specified in the maintenance schedule (it is recommended that oil samples are sent to the oil suppliers’ service stations). As to the taking of oil samples, refer to page 3. The progression of changes in the characteristics of the oil can be inferred from blotter or spot tests taken in regular intervals. Striking changes in the appearance of blotter tests as against those taken from earlier oil charges are an indication of irregularities, as for example insufficient combustion, poor filtration, or increased presence of fuel oil or water (also refer to work card D36 5600/000.05-1). Reliable information as to whether the used oil is still suitable for further use can only be obtained from a laboratory analysis in which the oil properties are established in accordance with standard test procedures. For evaluating the condition of a used oil, the following criteria are usually sufficient: ~ Limit rate Viscosity «+ one viscosity grade Flash point °c > 185 Water content weight % «0.5 preferably (0.2 (higher percentage admissible for a short period) TBN ref.to fresh oi1-TBNS Without cylinder lubrication > 70% With cylinder lubrication > 50% SAN mgKOH/g 0.015 Total contamination (1.5 in general, depends upon actual Heptan insolubles weight % dispersant properties and viscosity (also see spot test D36 5600/E/000.05 | rise. D36 5600E 3.24-2 4.92 Page 1 of 4‘The above named values are non-conmittal empirical values and no single one by itself should be taken as the criterion for fixing the intervals between oil changes. When used oil is evaluated to determine its suitability for further use, the test results of the various items must be weighed with respect to each other and the gradual oil change over an extended period of tine should be known. If in doubt, consult oil suppliers. There may also be instances where additional analyses (for example a spectographic analysis, a particle analysis, or examination on remaining resistance against oxidation) become necessary. No conclusion as to the degree of contamination can be drawn from the colour of used additive-type lubricating oil because the dispersant-detergent properties of the oil hold soot particles in suspension in a finely divided form (<1.Oum) and they cause the oil to adopt a deep black colour even if the soot concentration is very low. The total contamination of lubricating oils can be determined by the DIN 51592 method, amongst others. Also the appearance of the spot test permits conclus~ ions. We recommend to procure a specifically developed test kit to be used for the routine tests of fuel and lubricating oil. MAN-B&W have developed jointly with Messrs. Mar-Tec a test kit which contains easy-to-handle equipment. With the aid of this kit the condition of the heavy oil bunkered can be determined with adequate precision as to the ratings essential for its processing, also the condition of used lubricating oil and the cooling water quality can be checked with adequate precision. Relevant literature may be requested from Messrs. Mar-Tec, Warnckesweg 6, 2000 Hamburg 61. Fuel in the lubricating oil can be determined by measuring the flash point and the viscositiy of the used lubricating oil - after it has been cleaned - and by comparing the measured values with the values of fresh lubricating oil. The oil charge must be changed when the oil viscositiy falls into the next lower viscosity grade, or the flash point below 185°C because of dilution by fuel oil. If a laboratory test is not feasible, the viscosity can be roughly determined as follows: ‘Two samples of fresh oil, one of the viscosity grade above and the other below that of the oil used in the engine, and a sample of the used oil from the engine - all having the same temperature - are dripped on a glass or metal plate. When the plate is then tilted, the flow velocity of the three samples will show whether the used oil has a higher or a lower viscosity than it had before when it was new. Water in the Lubricating Oil If a laboratory test is not feasible, a drop of the used-oil is placed on a hot plate. If there is any water in the oil, it will evaporate quickly and, in overcoming the capillary force of the oil, it will escape with a noise (spatter test). The water content should not exceed 0.2%. If the water content is >0.5%, the oil charge must be changed, unless the water content can be reduced to <0.2 percent by careful centrifuging and/or by heating the oil charge for a short period of time. Water in lubricating oil promotes corrosion of the bare metal parts of the running gear, and the formation of oil sludge with a corresponding increase in viscosity. Inadequate ventilation of the tank and the crankcase are frequently the cause of excessive water content in the lubrication oil. It is, therefore, necessary to drain sludge and water at the lowest point of the tanks for operation and storage in regular intervals. 36 5600E 3.24-2 4.92 ge 2 of 4Air_in the Lubricating Oi] Air emulsion (oil has a whitish appearance) or strong surface foaming is nostly caused by leaks at the suction side of the pump, through which air is entrained by the oil. This among other things impairs the formation of a hydro-dynanic state of lubrication in the bearing and favours the aging of the oil. Oil Care The degree of fineness of the filter is exactly adapted to the requirements of the engine type. Optimal treatment of the lubrication oil is a basic prerequisite for trouble-free operation of the engine. The engine lubricating oil is continuously cleaned in the main flow by the installed filters. In the case of heavy oil operation this is invariably an automatic filter and an indicator filter to be operated manually which is arranged behind the automatic filter. Commencement and course of the cleaning process are effected automatically. The filter cartridges must be cleaned in regular intervals and it is reconmended to use the device developed by the manufacturer of the filter for this purpose and cleaning fluid. This also applies to the indicator filter. with smaller engines in Diesel oil operation the filter inserts are intended as one-way filters which are to be replaced if the maximum admissible pressure differential has been reached. In the case of engines operated with heavy oil a separator is provided in the by-pass. With engines of smaller types which are mostly operated with Diesel oil, normally free-jet centrifuges are installed. These devices are capable of removing much smaller dirt particles than the filters provided in the main flow. The separator operating as a "purificator”, also removes water in addition. The more effectively the separator is working, the less problems will arise in connection with the filtration of the main flow. It is important to operate the cleaning devices in accordance with the instructions of the manufacturer. Pertinent criteria are, for instance: Separator: > gravity disc to be adapted to the density of the lube oil - correctly adjusted flow rate - correct separation temperature - cleaning of drum in time etc. E Free-jet Centrifuge - sufficient oil pressure - cleaning in time (thickness of dirt layer in the drum max. 10 mn). 1 chang Fixed periods as to the life of an oil charge cannot be named, as the engine manufacturer does usually not know the fuel and lubricating oil grades being used, nor the condition under which the engine is running, nor whether the oil receives the proper care. ‘The oil should be changed when the chemical-physical characteristics of the oil charge have changed to a degree that the lubricating, cleaning and neutralizing properties are no longer sufficient. This can only be determined by a comprehensive analysis. The ratings shown in the table on sheet number 1 and the spot test can only serve as a guide. When changing the oil, drain oil charge while it is still at normal service temperature. If oil systems cannot be fully drained, the entire system is to be flushed with flushing oil before filling in the new oil charge. 36 5600E 3. 24-2 4.92 Page 3 of 4Taking Oi] Samples In order to obtain an oil sample representing the entire oil charge, the points Listed below should be observed: - Oil samples to be taken only with engine running. - Always take samples from the same point. ~ Region behind the main filter before the engine oil inlet is a preferred point for taking the sample. ~ Provide a drainage cock specifically for that purpose. If not using a specific automatic device for taking samples (for instance Lubanar of Messrs. Mar-Tec), the time spent for the taking of the sample should equal approx. 10 minutes for large engines (P>2W) and approx. 5 minutes in case of smaller engines (P<2¥W). ~ Fill bottle with oil samples only up to 90% of its capacity. D36 5600E 3.24-2 4.92 Page 4 of 4CONDENSATE IN CHARGE AIR PIPES AND COMPRESSED AIR TANKS Engines in general Air contains water, in the finest division as water vapour. When compressing and cooling down air a part of the water drops out. This applies both to compression and cooling down of charge air by turbochargers and charge air coolers and to the behaviour of compressed air in air bottles. The condensate must not get into the engine Under certain conditions water amounts of 1000 kg per hour may occur downstream of the charge air cooler, i.e. in the charge air pipe. This is due to the large amount of air and the comparatively high charge air pressures. This effectis even stronger under tropical conditions, The amount of water in air bottles is by far smaller. It hardly exceeds 5 kg per admission. Caution! It is absolutely necessary that the discharge of the charge air pipe is properly functioning, Air bottles have tobe discharged after filling and prior to using the air. The amount of water caused by compression and cooling down of air in the charge air pipe or ina compressed air tank can be ascertained with the diagram below. The general proceeding is explained by two examples. Ambient air temperature(] bar) —ee °C 10° 20° 30° 40° 50° 60° 70% Soo mis pressure (above $ > 2 5 \ 0,075 = : g g é 2 0,05 % 3 8 £ 5 0,025 ex 2 is es _ 0 : é 30° 402 50° 60? 70° °C A Charge-air temperature after cooler ——sm “ Air temperature in tank — Diagram 1. Nomogram to ascertain the amount of condensate in the charge air pipes and the compressed air tanks. D36 5600 E 3.26-1 10.93 Page 1 of 3Example 1 To be ascertained: the amount of water incurred in the charge air pipe 1 Step: Ambient air temperature 35°C, Relative air humidity .. 90% Hence the diagram shows interface |, i.e. the original water content 0.033 kg water/kg air 2. Step: Charge air temperature after cooler 50°C, Charge air pressure (over pressure) 2.6 bar. Hence the diagram shows interface Il, i.e. the reduced water content 0.021 kg water/kg air 3. Step: The difference between | and Il is the condensate amount A that drops A= 1-11 = 0.033 - 0.02 0,012 kg water/kg air. 4. Step: Multiplied with the engine output and the specific air flow rate results in the hourly incurring water amount Qa Engine output P 12.400 kW, Specific air flow rate *) le 7.1 kg/kWh, Qa = A-P-le = 0.012 12.400. 7.1 = 1.055kg Water/h ~ 1 twater/h, Example 2 Tobe ascertained: the amount of water incurred in the pressure tank 1.Step: Ambient air temperature 35°C, relative air humidity 90% Hence the diagram shows interface I, .e. the original water content 0,033 kg water/kg air. 2.Step: Temperature T of the airin the tank 40°C = 313K. Pressure in tank (over pressure) py 30bar absolute pressure Pabs 31 bar or 31 - 105 Nim2. Hence the diagram shows interface il, i.e. the reduced water content 0.0015 kg water/kg air. The difference between | and lll is the amount of condensate 8 that drops. B= | - Ill = 0.033-0.0015 = 0.0315 kg water/kg air 4.Step: Multiplied with the air mass m in the tank resultsin the water amount Qa, incurring when filling the pressure tank Qe = 8-m mis to be calculated as follows: m= BV aT 36 5600 E 3.26-1 10.93 Page 2 of 3Thereby is absolute pressure in tank Pas 31-108 Nim2, volume of the pressure tank V .. 4000. dm3 = 4m3, gas constant for air R 287 Nm/kg K, ‘temperature T of the air in the tank 40°C = 313K. m= 311054 = 138kgair 287-313 Hence the following value is obtained Qg = B-m = 0.0315. 138kg = 4.35kg water. *) The specific air flow rate depends on the engine type and the engine load. For the value concerned please see the test bed minutes. If necessary the following guide values may be used: Four-stroke engines approx. 7.0...7.5.kg/kWh Tworstroke engines approx. 9.5 kg/kWh. D36 5600 E 3.26-1 10.93 Page 3 of 3Four-stroke AN FLUSHING ENGINE SUPPLY SYSTEMS ines M Baw Prior to starting engine operation, all engine supply systems are to be cleaned and checked so that damages to engine and control elements are absolutely excluded. This applies to pipelines of new engines and also to those of engines which have been replaced in the course of repair work. They are to be treated in accordance with work card 036 5600E/000. 16-1. 1. Lube oil system The pipe line element between indicator filter and engine inlet flange requires careful cleaning, In order to subject the inside of this line to a complete visual inspection, the same can be separated at each pipe elbow by means of a flange couple. As a matter of principle, any welding seams on the inside are to be smooth- ened by grinding Those pipe elements are, analogically to work card D36 5600E/000.16-1, to be acidulated, neutralized and ‘treated with an anti-corrosion oil which will be dissolved by the lube oil to be filled in later on (e.g. Esso Rustban No. 335, Shell Ensis Oil, Valvoline Textyl, Tecto 6 SAE 30). Ifnot immediately installed, the apertures of those pipes are to be sealed by covers. Our personnel commissioning the engine are instructed to check that line for cleanliness prior to filling the system. If thisis ignored, dirt fragments penetrating into the engine may cause serious bearing damage! 1. Flushing the cylinder lubricating system The quantity of oil required for this flushing process should approximately correspond to the full content of the cylinder lube oil tank. The inlet at the cylinder lube oil pump is to be sealed. The system in the Circuits to be flushed via a provisional drainage line or a return line with filter. For flushing, an oil of low viscosity (flush oil, also refer to item 2.3) should be used as a matter of principle. That oil may be reused for other flushing operations after having been cleaned. In case a lube oil consumption measuring device is installed, the same is to be removed during the period of the flushing process. Following termination of the flushing operation, the dirt catch installed in the pipe line is to be cleaned and the pipe line is to be reconnected to the cylinder lubrication pump. 1.2 Flushing the engine lubricating system Even in spite of careful installation and cleaning, some dirt particles will invariably remain in the pipe lines. Thus, prior to initial engine operation, thorough flushing of the entire lubricating oil system is. required. In the case of engines with attached lube oil pump, the electric spare pump or the prelubri- cation pump is to be used to serve that purpose. 1.3. Flushing oil For the flushing process, we recommend a low viscosity special flushing oil of 45-70 S40 °C (e.g. SAE 20), that requires no pre-heating due to its fluidity. . Hfno flushing oil is provided, the SAE40 oil intended for the subsequent engine operation may be used under exceptional circumstances. In that case, the oil is to be pre-heated to 40-60°C (pre-heating devices, separator pre-heater). In the process, the engine cooling water is also to be pre-heated to the same temperature in order to avoid formation of condensation water (corrosion). The oil isto be continuously cleaned during and after the flushing run by means of filter and separator. 1.3.1 First flushing stage In this operation only the piping system outside of the engine is being flushed The lube oil inlet at the engine is to be by-passed. A provisional line serves as the return line which must be installed from the indicator filter to the crankcase. The automatic filters, if possible, to be by-passed by means of a by-pass line. Else, the filter inserts are tobe removed The lube oil cooler is to be included in the flushing process. By manual actuation of the temperature control valve, the cooler or its by-pass line resp., are being flushed alternately. The lube oil separator must be operated. During the entire flushing process, all oil lines, particularly in the region of welding seams, are to be sounded by tapping. If the maximum pressure differential isreached in the indicator filter, switch over to the other filter chamber and appropriately clean the sieve inserts. f the contamination of the filters has been reduced to a minimum, the first flushing operation may be terminated. A minimum flushing period of 6 hours is, however, to be ensured. Following the D36 5600 E 3.28-1 03.93 Page 1 of 3132 14 completion of the flushing operation, the sieve inserts of both of the filter chambers are to be cleaned and to be checked for possible damage Second flushing stage By installing the pipe line from the indicator filter to the lube oil inlet of the engine, the engine with its bearing points and spray nozzles is now being included in the flushing operation. Likewise, the oi! container for the run-down lubrication (if fitted) is to be included in the flushing circuit. For that purpose, the oil inlet of the turbocharger is to be blinded and the pressure control valve is either to be relieved or to be removed completely. The by-pass ine of the automatic filter is to be closed or the filter inserts are to be re-installed, resp. This flushing process is to be carried out under the supervision of MAN B&W personnel. During the flushing, the engines to be rotated by two turns in half-hourly intervals. The cylinder lubrication oit pump must not be switched on except during the process of turning, If the pressure differentials prevailing in the automatic and the indicator filter are merely nominal, the flushing operation may be terminated. According to experience, this situation is reached after 2-4 hours. The pipe lines removed are to be re-connected Draining and cleaning of system components In case a special flushing oil was used, the entire lube oil system must be drained. The remaindersin the cooler, the filter and the separator pre-heater are to be drained via the drainage lines. The filter inserts are to be cleaned appropriately and are to be checked for possible damage. If the flushing process was performed with the lube oil also used in engine operation, the drainage of the system may be dispensed with, provided the oil analysis shows positive results. 2 Fuel pressure system Th ¢ pipe line between the double filter to be installed closely before the engine and the engine inlet is subject to the same instructions as those already described by item 1 for the lubricating line 24 24d 242 22 D36 Flushing the fuel system In order to remove all of the dirt accumulated in the pipe lines during erection, that system is likewise to bbe flushed in two stages For this operation, gas oil or Diese! fuel is to be used. First flushing stage In this operation, the entire piping system is being flushed via the existing single or double filter. ‘The automatic filter and the viscosity control device are to be by-passed through by-pass lines. ‘The shut-off valves of all injection pumps are to be closed, The fuel supply and return lines are to be connected by a provisional tube element at the last cylinder. The return via the flushing line to the heavy fuel operating tank is effected by switching the three- way cock before the mixing tank. For that reason the tank should not yet contain any heavy fuel oil at ‘this stage. If this applies, the three-way cock for fuel selection may be switched to admission from that tank, after the system has been filled up with Diese! fuel or gas oil resp., and the return of an adequate quantity to the service tank for heavy fuel oil is ensured. In this process, Diesel fuel or the gas oil, resp., is circulated through the entire system. The flushing process is to be carried out as described in item 2.3.1 Second flushing stage That flushing process is to be performed under the supervision of MAN B&W personnel This operation affects the entire system including the automatic filter and the viscosity control system, The flushing operation is to be performed until merely nominal differential pressures are prevailing in the filters, Following termination of that flushing process, all filter elements are to be cleaned and to be checked for possible damage. The shut-off filters of the injection pumps are to be opened and the by-pass line of the viscosity control system is to be closed. Likewise, all detached pipe lines are to be re-connected Draining and cleaning of system components 5600 E 3.28-1 03.93 Page 2 of 3The end pre-heater, the filter chambers and the mixing tank are to be freed from sludge via their drainage lines. Following a period of 24 hours for settling, the service tank is likewise to be freed from sludge. 3. Cooling water system Prior to operating the cooling system of the engine and the injection valves, itis to be ensured that the surfaces contacted by the cooling water are free from rust or other deposits H evidence of rustis found, the system is to be cleaned in accordance with work cards D36 5600/000.08-1 and 036 5600/000. 16-1 The cooling water system is to be flushed with fresh water prior to starting operation of the engine. A cleanser should be added to the water to ensure that all residues of preservative means are removed. In the table below, some suitable cleansers are listed in alphabetical order. Cleansers of other makers may be used if the cleaning properties are equal to those of the manufacturers listed Table: Cleansers for removal of oil-containing residues Manufacturer | Product Name Concentration | Cleaning timertemperature Drew HOE -777 2-5% 4hrs at 50-60°C Unitor Seaclean 0.5% hrs at 50-60°C 1) Vecom Ultrasonic 4% 12hrs at 50-60°C Multi Cleaner 1) Short-time engine operation permitted with cleanser added. For filtering out the coarse dirt particles, the provisional installation of dirt catches is indispensable. The mesh widths for the high- and the low- temperature systems must be <1 mm. The smallest gap in the injection nozzle is 0.5 mm. In order to avoid dirt deposits and a consequential lower heat transfer at that point, the provisional installation of a dirt catch with a mesh width of < 0.4mm is required for the flushing the injection nozzle cooling water system. By installing two each shut-off slide valves, any leakage of water during the cleaning or the removal of the dirt catches s prevented Following the flushing, the fresh water is to be treated in accordance with the Quality Specifications for Cooling Water D36 5600/1.41-1. 4. Compressed air system Prior to starting engine operation, the entire system is to be cleaned carefully. The inside of all pressure and control lines must be free from slag, scale and rust. To ensure that, the pipe line must be detached from the main starting valve and the opening at the engine inlet is to be sealed. The control airline before the engine is likewise to be detached. The air lines are cleaned by blowing through 3 or 4 times, with the air of the starting air receivers ‘compressed to 30 bar. Following the completion of the cleaning process, all detached pipe lines are to be re-connected. D36 5600 E 3.28-1 03.93 Page 3 of 3PRESERVATION OF DIESEL ENGINES Four-stroke engines General The most common form of corrosion of exposed bright metal surfaces is atmospheric corrosion. The form and severity of the destructive attack depends on the prevailing climate (Continental-, marine-, tropical-, industrial atmosphere). Corrosion e.g. in pipes, fittings and heatexchangers, due to contact with water that remained in the system after draining, or due to a damp atmosphere, isnot readily visible and often remains undetected until it becomes evident when damage occurs. The most common form of preservation is by applying a protective coating to the metal surface. The applied preservative must form a dense, continuous film of good surface adhesion, and must be able to repell water and resist aggressive media Even the best of preservation affords protection for a limited period of time only. Periodic checks are therefore indispensable to ensure that re-preservation is carried out in good time. The addition of vapour-phase corrosion inhibiting oil has proved to be useful for preservation of closed spaces. A characteristic of these oils is that they emit continuously a small amount of gaseous inhibitors so that, in a closed space, vapour-phase develops which serves as a preservative where necessary. Of importance is, however, that the crankcase is completely sealed and that the preserved Diesel engine or engine components are stored in a dry, ventilated and well temperated room Corrosion Inhibitors There are various types of corrosion inhibitors available to meet specific purposes and prevailing conditions They can be classified as follows: 1. Corrosion Inhibitor with Additive The corrosion inhibitor consists of mineral oil to which an additive, for example turpentine substitute, has been added. It can be applied to the metal surface to be protected by dipping or spraying, or with usual brushes, and need not be heated for this purpose. The protective film forming after evaporation of the additive can later be wiped off or washed off. If used for preservation of the inside of the engine, the corrosion inhibitor need not be removed before the engine is taken into operation, provided that the preservative is soluble in lubricating oil so that it will dissolve during engine operation. These preservatives are also suitable for the preservation of single engine components as well as for external preservation of the whole engine 2. Corrosion Inhibiting GreaseProtective greases are applied with a brush or are scrubbed into the metal surface. If the grease is soluble in oil and has only been applied asa thin layer, it need not be removed from the internal engine parts before the engine is taken in operation, provided that the engine had been properly sealed so that the accumulation of dust and dirt was avoided . External engine parts or single components preserved with grease must, in any case, be cleaned before use. This can easily be accomplished by washing with an oil-dissolving fluid (e.g, Diesel Fuel or cold cleaner). Care must, however, be taken to prevent the cleaning fluid from getting into the engine and mixing with the lubricating oil 3. Slushing Oils Slushing oils are mineral oils with corrosion inhibiting agents. They are suitable for both the preservation of individual engine parts, and are then applied by spraying or with usual brushes, as well as for preservation of the internal parts of the assembled engine. Its also possible to run the engine, after it has been thoroughly cleaned, for a short period of time on slushing oil, in which case the engine oil system will also be well preserved. 4 Corrosion Inhibiting Dipping-Compound, Vapour-Phase Corrosion Inhibiting Oil- or Paper areother products for the preservation of single parts. Re-Preservation of New Diesel Engines and Spares Each engine, before being shipped, is preserved in our works either for normal or special protection. Special preservation is provided when it is known that adverse climatic conditions will be encountered during transport or at the place of destination, and when it is to be expected that the engine will be stored for an extended period of time before it is taken in operation. When the engine is stored in a dry place, the suppliers of the slushing oil guarantee effectiveness of the protection usually for a period of three months. When the 036 5600 E 3.29-1 10.93 Page 1 of 2engine must be stored for a longer period, re-preservation becomes necessary. The necessary operations are described below. Re-preservation of the complete engine normally applies to four-stroke engines only 1. Remove covers on crankcase, on gearbox of camshaft drive gear and on camshaft casing 2. Remove valve protection cap and all pipe sealing plugs (Turbocharger, fuel-, lubeoil-, cooling water- and starting air pipes). 3. Fill fuel and lubeoil pipes, as well as nozzle cooling system with slushing oil. If a handpump is provided, fill the lubricating oil system with slushing oil 4. Spray liberally with slushing oil, crankcase, all parts of the running gear, gearwheels in camshaft drive gear, camshaft, valve drive, all pipe openings and the openings on the turbocharger. If possible, turn engine by means of the turning gear or a barring rod and refill fuel pipe with slushing oil; repeat several times. If running gear cannot be turned, fill injection pumps, pipes and injection valves with fresh slushing oil by actuating the shut-down levers, For this purpose, the fuel control lever must be in the full load position. Note Donotturn the running gear of the engine after it has been sealed airtight, esel Engines for taying-up If the preservation is to be effective, itis essential that all interior and exterior engine parts are thoroughly cleaned before protectives are applied. Maintenance and repair work stipulated in the Maintenance Schedule is to be carried out and entered in the engine records. Preservation of 1. Drain completely lubricating oil and fuel oil from the engine, coolers and filters and blow out the pipes. Clean oil pan, lubricating oil tank and fuel oil day tank thoroughly. Then fill oll pan or oil tank with Preserving oil of the same viscosity as used for the engine up to a level which will allow the oil pump to draw up oil without taking in air. Engine-mounted components having their own oil system or oil admission (Woodward governor possibly exhaust turbocharger) may be filled with the same slushing oil. This oil can be left in the engine when the engine is again taken in operation, provided the slushing oil meets the engine oil specifications, which is normally the case. The slushing oils that are known to us are compatible with alleged (HD-) oils so that the latter can be added, without apprehensions, Instead of fuel oil, a highly fluid slushing oil of SAE grade 10 to 20 is filled into the fuel day tank so that sufficient internal protection of the fuel carrying pipes and fuel delivering engine components is ensured 2. Run engine for about 5 minutes on slushing oil so that all pipes, bearings and the injection system are {illed with the preserving oil. Before starting the engine, fill in about 0.5 Itr lightweight slushing oil into the main starting air and control air pipes $0 as to preserve the starting system too. Before stopping the engine, spray a small amount of highly fluid slushing oil into the main starting- and control air pipe to ensure preservation of the starting system. Prior to engine shut down a small amount of the highly fluid slushing oil is to be sprayed into the intake pipe. 3. All pressure gauges must indicate zero after the piant has been shut down. The engine must be secured against unintentional turning of the running gear. The turning gear (if provided), should be engaged 4. There is no need for preserving the cooling water spaces if a corrosion inhibitor had been added to the engine cooling water during operation. if a chemical agent had been used, the cooling water must be changed and corrosion inhibiting oil added to obtain a concentration of about 3-5 percent. The engine is then to be run for some time When itis intended to lay the engine up for an extended period of time, or there is the danger of the ‘temperature dropping below the freezing point, the cooling water must be completely drained from the ‘engine, the turbocharger and the coolers of the individual circuits. Note that the drain cocks of the layed: up engine should be left open. Be sure to drain also the water space of the cooling water pump. Exhaust valves with cage and injection valves are to be removed and to be discharged separately. 5. All bright external engine parts are to be coated with a preservative either by spraying or with the use of a brush Note — Ifaused engine is to be preserved but cannot be run on slushing oil for a short period of time because the circumstances do not permit it, the engine can be preserved in accordance with the instructions given under "Re-Preservation of New Diesel Engines and Spares”, But first the fuel-, lubricating oil- and cooling water systems must be completely drained and the engine with all its components thoroughly cleaned 036 5600 E 3.29-1 10.93 Page 2 of 2Faults/Deficiencies and Their Causes (Trouble Shooting) 3.35 Explanatory remarks Trouble shooting with the ai Tables 1-3 Break-down "Info" and “Code* columns Example Trouble shooting on the turbocharger Order of entries mar’ 5600 3.35-01E Tables 1-3 contain a number of potential operating faults and their possible causes. They are intended to contribute to reliable fault diagnosis and efficient elimination of their causes. ‘The faults were subdivided into three categories: ‘© Engine startiengine operation, © operating values, and © other problems. in most cases, the sources/causes of faults cannot be definitely traced in the first step. There will be several possible causes asa rule. The most probable one is to be found, making due allowance for © the appearance, © ‘the temporal and physical facts, and © the personal, empirical know-how. ‘The “info" column contains references to text passages of the operating instruction manual and to work cards. The code numbers given in the “code" column permit the table to be also used under the motto “What happens if." ‘The code number 15, for example, appears at three different points in the tables (marked by ®). The meaning behind it: Supposed the injection ti- ‘ming is too far in the “late* direction, the following possible effects must be expected: ‘© The engine does not reach the full output/speed, © the exhaust gas temperatures are excessive, and ‘© the exhaust plume is visible, of dark colour. ‘To be noted: The operating instruction manual for the turbocharger contains its own table for trouble shooting. ‘The order of entries does not permit to draw conclusions on the probability of causes. The order rather follows the principle: Causes related to en- sine operating media and operating media systems in the first place, followed by engine, turbocharger, and possibly ship. 05.97 40/45, 40/54, 48/60, 58/64 01/09Trouble shooting “Engine start/engine operation” Faullaystem Crankshaft does not turn on star, turns too slowly, or swings back (Compressed air system Pressure in the compressed air vessel 00 low (07 Main starting valve defective 629K oz [Starting valve defective T6txx 03 Starting air pilot valve defective 160% 05 ont and mentoring Fault in the pneumatic or electronic control system es system [ [Remote starting interiocked a3 ‘Turning gear Turning gear not completely disengaged 73 nae ans : [Engine reaches ignition speed but there is no ignition Fuel Fuel quality inadequate 121, 122 09 | Fuel oll system Fuel tank empty [os Fuel system not vented (07 Injection pumps do not deliver fuel 2.2, 2.3, 200.x« [08 I Fuel pressure al entry into injection pump toolow, [22,2316 |12 supply pump detective Fuel oll ltr closged 73 Injection pump/iP dive Excessive clearance between injection pump plunger |1.10-1.12, _|16 land barrel 200.xx [Speed governing system | Speed govemnorfbooster defectiveffaultyimisadjusted _| 140.x« 56 Pick-up defective (82/40 engine) T40.xx, 400% _|78 (Control and monitoring Fuel admission release missing?oo low es system Faultin the pneumatic or electronic control system es Bead ER ae Re Ea ey TS eR ase Gylinders firing irregularly [Fur Fuel quality inadequate 121, 122 08 f (Water in the fuel 121, 122, [10 | (000,05 [Fuet system Fuel system not vented o7 Fuel pressure at entry into injection pumptoolow, [22.2316 |12 supply pump defective { Fuel oll fiter clogged 3 Injection valve Injection valves defective (BT xx 20 Inleexhaust valves inlet or exhaust valves sticking, valve spring broken, | 113%, 14x [26 valves not tight, aS SEBS! os Engine does not reach full output or speed Fuel Fuel quality inadequate 121, 122 08 Water in the fuel 121,122, |10 000.05 Fue oll viscosity 100 low, fuel overheated 121, 122 6 Fuel system Fuel system nat vented (07 Fuel pressure al entry into injection pump toolow, |2.2,25,16 [12 supply pump defective Fuel oil iter clogged 3 (Gan) 5600 3.95-01E 05.97 40/45, 40/54, 48/60, 58/64 02/09(Fauttsystem Causes Info Code Injection time variation Injection timing too late (only engines having auloria- |2.16, 2.17, __|16« tc injection time variation) 420.xx, 200.6 Injection pump/P dive Excessive clearance between injection pump plunger |1.10-1.12, 16 [and barrel 200.xx - Injection pump plunger sticking, spring broken 200.xx 7 Fuel rack, sleeve or pump element getting stuck 200xx 8 Pressure valve in the injection pump not tight [200.2% 9 Injection valves injection vaives defective 22i.xx 20, Nozzle offices or injection pipes clogged B21 xx at [Governorladmission linkage _ | Governor/booster defective/fauity/misadjusted T4020 56 Governor or inkage setting spoled 2.16, 2.17, [22 140.3% Linkage sluggish or stuck (203.xx 23 Inlet and exhaust valves Tnlet or exhaust valves sticking, valve spring broken, | 113xx, 114xx 26 valves not tight Control and monitoring Fuel admission release missinghoo low | system | ‘Speed release t00 Tow | Turbocharge Turbocharger fouled or defective BO0.xx a9 Ship Marine propulsion engines: Propeller damaged, or 45 marine growth on hull Trregular engine operation, knocking Fuel system Fuel system not vented o7 Fuel pressure at entry into injection pumps toolow, [22,2316 [12 ‘supply pump defective Fuel oi fiter clogged 13 Engine [Engine or some of the cylinders severely overloaded [1.5,5.9-6.11 [25 Injection time variation Tajection timing too early (only engines with automatic |2.16, 2.17, 14 injection time variation) 4120.xx, 200.x« Injection pumpiiP drive injection pump plunger sticking, spring broken [200.xx 7 injection valves Tnjection valves defective BAK 20, Injection and exhaust valves Injection or exhaust valves sticking, valve spring broken, valves not tight THS.xx, 4x [26 Excessive valve clearance = [8.x 14x [90 z zi eae aa z Engine speed fluctuates Fuel [Airin the fuel 75 Fuel system Fuel pressure at entry into injection pump toolow, _|2.2,23,1.6 [12 supply pump defective Governovadmission Inkage | Governor seting spoled, admission Inkage wom out |26,2.17, [2 x Governoribooster defectiveffaultyimisagjusted 140. 56 Linkage sluggish or stuck 203.xx 23 up detective (32/40 engine) 140 xx, 4003% [78 injection pump/iP dive Fuel rack, sleeve or pump element getting stuck 200.2% 18 Control and monitoring sy- | Speed set value instable (air leakage/electrical signal) Ea stem (ee3\ 5600 3.95-01E 05.97 40/45, 40/54, 48/60, 58/64 03/09Fault/system Engine speed drops, engine stops Fuel [Water in the fuel 1.21, 1.22, 10 000.05 Fuel system Fuel tank empty 06 Fuel pressure at entry into injection pump too low, |2.2,2.3, 1.6 |i ‘supply pump defective Fuel oil filter clogged 13 Engine Engine or some of the oylinders severely overloaded _|1.5,3.9-8.11 [25 Governarladmission linkage | Speed set value missing 59 Linkage sluggish or stuck | 203.xx 23 Contror and monitoring sy- | Shut-down initiated 216,217, [26 stem 203;0« ‘Overspeed protection tripped ‘Governor/admission linkage | Governoribooster defective/faulty/misadjusted T40.xx 56 |Governor — wrong “dynamic” setting 140.0% ST [Linkage sluggish or stuck 203.0% 23, ‘Control and monitoring sy- | Overspeed relay defective a5 stem cee ets: ine ig ire ee | Exhaust plume contains soot, dark smoke Fuel Fuel quality inadequate Tah 122 [09 Engine Engine or some of the aviinders Severely overloaded |.5, 39-3.11 |25 | Charge-air system Charge air too cold 1.6 73 ‘Charge-air cooler fouled (excessive differential pressure) 16, Sax —*(5S Injection tine variation Injection timing fo Tate (only engines having 216,217, [ise [automatic injection time variation) 120.3%, 200.xx Injection pump/iP drive Fuel injection pump, baffle screws worn 200.xx 69 Injection valves Injection valve detective 221.90 20, Tnlet and exhaust valves [Inlet or exhaust valves sticking, valve spring Broken, | 113.xx, T14xx _|26 valves not tight [Control and monitoring sy- | Fuel admission setting Too high (marine main engines ea stem in manoeuvring made only) Turbocharger Turbocharger fouled or defective 5000 a9 Air intake filter clogged (air starvation) Ei Fae Sas PUNE RR RS ‘Exhaust plume is blue smoke Fuel [Water in the fuel 721, 1.22, 10 000.05 [Lube oil system [Oil level in the sump too high (wet oil sump) [34 Piston/piston rings Piston ring clearance or gap excessive 1.10-1.12, Ey 034.0%, Piston rings stuck or broken 034.xx 32. ‘Turbocharger Turbocharger overlubricated (500.xx_ 92 aS: ion eae [aS | ‘Noise coming from the valve or injection pump gear (noise depending on speed) Injection pump/iP drive Injection pump plunger sticking, spring broken [200% 7 Follower defective, or spring broken THt.xx, 20030 [46 Iniet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, valve not tight T13xx, 1430 [26 Excessive valve clearance TiS, 14x [90 Baw) — 5600 335-01 E 05.97 40/45, 40/54, 48/60, 58/64 04/09Faulsystem Causes info Code | Ayana re eR eR pi ‘Smoke issuing from erankcase/erankcase vent, hollow-sounding nolse coming trom the erankease Lube olf Oil contains too much water 121, 1.22, [Bt (000.05 Engine Crankcase vent blocked 93 Piston/piston Angs Piston rings stuck or broken (034K 32 Running gearlcrankshafi [Piston or bearing runs hot or staris seizing 26,27, t 39-3.11 Ee oe eS Gas Fates z Oil mist detector tripped [Oil mist detector Sensitivity wrongly set 76 ‘Condensed water in the measuring unit (¥ engine 7 room ventilators blow cold air against the detector) Lube of Lube oil contains too much water 121, 122, [Bt 000.05) Pistonvpiston rings ston ring clearance or gap excessive 1.10-1.12, [28 034.xx Running gearicrankshaft | Piston or bearing runs hot or starts seizing 26,27, at Tabelie 1, Faulls and their causes/rouble shoaiing ~ Part 1~ “Engine slanlongine operation” Man 5600 3.95-01E 08.97 40/45, 40/54, 48/60, 58/64 05/09‘Cooling water temperature too high Cooling water system (HT _ |Lack of cooling water, orairin the cooling water ae system) system Cooling water spaces and/or coolers fouled 000.08 as ‘Cooling water pump defective aa Temperature controller defective a7 reheating system operating (a7 Engine [Engine or some of the cylinders severely overloaded |1.5,3.9-3.11 [25 (Control and monitoring Tndieating instrument or connecting ne defective 39 system eee Tepepaeerin ame oe 7 Cooling water pressure too low ‘Cooling water system (HT | Cooling water level in the storage tank too low 70 system) Leakage in the system 7 Pipes clogged, fitings blocked 7 Gooling water pump detective cy I ‘Stand-by pump not started a2 Control and monitoring Tadicating instrument or connecting ine defective 39 {system Pressure switch/transducer defective 61 [Lube oil temperature too high Goaling water system Lack of cooling water or airin the CW system aa (tecooling system) Cooling water spaces and/or coolers fouled 000.08 43 Cooling water pump defecive a4 Temperature controller defective a7 Preheating system operating 7 ControVand monitoring Tndicating instrument or conneciing Ine defective 7 39 system ‘Lube oil pressure too low Lube ofl system Tack of olin the service tank 5 (Overpressure valve of lube oll pump, spring broken 36 Pressure control valve defective 60 [Lube oil pipes not tight 37, [Lube oil pipe clogged 80 Lube ol fit clogged 38 [Lube oil pump defective at [Stand-by pump not started a2 ‘Control and monitoring Indicating instrument or connecting line defective 39 system Pressure switchitransducer defective 61 aN suo sasae erase ensFault Causes Code ER 2 SRE ROS Sone Exhaust gas temperature (deviation from level or change of mean value) Fuel system Fuel oll pressure at entry into injection pump toolow, ]2.2, 2.3, 1.6 [12 [supply pump defective Engine Engine or some of the cylinders severely overloaded _|15,39-3.11 [25 Charge-air system Charge-air Temperature too high, charge-air pressure |1.6 48 t00 low Fault in the bypassing system ez injection time variation Injection timing too late (only engines having automa-|2.16,2.17, [15 tic injection time variation) 420.xx, 200.x« Injection valves injection vaives defective EES 20 Injection pump Fuel injection pump — wrong setting er Fuel injection pump defective ee (Cylinder head [Cylinder head — inlet duct fouled (05520 88 Tnlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, | 113.xx, 1143 (26 valves not tight (Conirol and monitoring sy- | Indicating instrument or connecting line defective Ea ster Temperature sensor defective ~ a (Cabling/connections defectivefinadequate a6 Turbocharger Turbocharger fouled or defective 500.2% 49 Ship ‘Marine propulsion engines: propeller damaged, or ma- a5 fine growth on hull ‘Charge-air temperature too high Air intake system/charge-air_| Temperature of air taken in too high 16 50 system [Cooling water system (LT | Lack of cooling water, orairin the OW system az system) (Cooling water spaces and/or coolers fouled (000.08 a3 [Cooling water pump defective ~ a4 Temperature controller defective = a7 (Control and monitoring |Charge-air temperature control (Allumatic) faulty loa system indicating instrument or connecting line defective 38 Temperature sensor defective a4 [Cabling/connections defectivefinadequate 6 ‘Charge-air pressure too low Air intake system/charge-air_] Temperature of alr taken in too high 16 50 system [Charge-air cooler fouled (excessive differential 16, Sam —*(58 pressure) Leakage on the air and exhaust gas sides 82 Exhaust gas system Exhaust gas back pressure too high (exhaust gas‘ |1.6 54 boiler fouled) Tnjection time variation Injection timing 100 early (only engines having 216,217, (14 automatic injection time variation) 120.xx, 200.x« Center mentoring sy- | ndieating instrument or connecting ine detectve 39 stem Turbocharger ‘airfiter, compressornurbine sides of turbocharger | 5000 a {ouled/damaged ‘Man 5600 9.95-01€ 05.97 40/45, 40/54, 48/60, 58/64 o7/09Fault ‘Causes info Code ae aaa 2 eS! B Pec ‘Main bearings — Temperature too high [Main bearing Bearing damaged, lubrication faulty [oat xx 72 Engine ‘Alignmentfoundation fauity (000.08, 012.xx [95 [Control and monitoring Temperature sensor defective a4 system Cabling/connections defective 86 Tabelle 2. Faulis and their causes/rouble shooting — Part 2- “Operating values* BAW) — s600 3as-01£ 05.97 40/45, 40/54, 48/60, 58/64 08/08Trouble shooting “Other problems” Fault Info Code | Linkage of injection pumps s | [Governorfinkage ‘Governor or linkage setting spoiled 2162.17, [22 140.xx Linkage sluggish or stuck 203.0 23 Control and monitoring ‘Shut-down device triggered 2.16, 2.17, [24 system 203.1% os aa Lee 5 Injection pump delivery erratic ([Fuer Fuel viscosity too low, fuel overheated 124,122 66 Fuel system Fuel system not vented [or Fuel too cold, solidified inthe pipes (HFO) 121, 122 1 Fuel oll pressure at entry into injection pump toolow, |2.2,2.3,16 |12 | supply pump defective i Fue! oil fiter clogged 3 [injection pumpiiP drive Injection pump plunger sticking, spring broken [200.2% 7 Pressure valve in the injection pump not tight 200% 19 Fuel rack, sleeve or pump element sticking [200% 18 i See ere Starting-air pipe at entry into cylinder head becoming hot | (Cylinder head Starting air valve not tight Tet 08 Hee valve in the cylinder head blowing off Engine Engine or some of the cylinders severely overloaded [15,38-3.11 [25 [Cylinder head | Satety valve, spring broken [057.9% rama Injection time variation Injection ting 100 early (only engines having 216,217, |14 automatic injection time variation) 120.4%, 200.2% Taboo 3. Faults and their causes/rouble shooting — Part 3 "Other problems" ‘Man 5600 9.35-01E 05.97 40/45, 40/54, 48/60, 58/64 09/09w OPERATION | peel 32 R4-A-Ri Operating Difficulties was Operation with Inoperative Cylind L In the event of @ disturbance in the injection system, or if the inlet and exhaust valves or the valve drive under conditions which do not permit immediate removal of the fault, the he respective cylinder should not be removed, if possible, so as not to disturb the bolance of masses. The assembly is then being trailed by the erankshaft without performing work. The total output of the engine will thus be reduced by about the output of one cylinder. In the case of marine engines driving a propeller with fixed-propeller blades, the obtainable maximum engine speed is reduced according to the propeller law. Attention must then be paid to critical speed ranges, existing os well as new ones produced by the shutting down of one cylinder, which must be avoided in continuous operation. Attention must also be paid to the turbocharger which may drop into the surging range due to the failure of one E cylinder. Furthermore, it is to be noted that it may no longer be possible to the engine from all crank position, depending on the number of cylinders in the engine and on the location of the cylinder that has been shut down. Therefore, the engine should not be operated from a remote control stand (if provided) to ensure that corrective action can be taken immediately in the engine room in the case of a start failure. a Should a piston or connecting rod be defective, requiring removal of the piston and connectin rod assembly, engine operation may only be continued in an emergency within a limited speed range because the removal of the assembly disturbs the balance of masses. Speed ranges in which such disturbances occur must be passed quickly (cf Sheet 3.43). The admissible maximum exhaust gas temperature at the outlet of any cylinder E “must not be exceeded in any circumstances, which includes emergency operation. Emergency operation should be confined 0 exceptional cases and limited toe short period of time. Troubles resulting in cylinder failure 1, Defective injection system . 1. Disengage injection pump of defective system unit (ef work sheet in Section 4), 1.2. Piston and connecting rod assembly is being trailed clong. Caution. 2, Defective valve drive 2.1, Disengange injection pump. L 2.2, Remove complete rocker arm assembly. 2.3, Remove both pushrods and, if necessary, also roller tappets (with engine 32/36) and seal lube oil passages in tappet gouge. 2.4. Open one exhaust vaive 10 mm wide with the use of the special tool provided with the tools, and keep it open (see work sheet in Section 4). 2.5. Seal oi] pipe for rocker arm lubrication. 2.8, Seal control air pipes to starting valve of inoperative cylinder. D36 5625 E 3.38-1 puto.3. Defective cylinder head | 3.1. If one cylinder head bolt is as described under point 1. if the cylinder head proper is damaged or if several cylinder head bolts are broken, the respective cylinder must be token out of operation as described under 2 above. ‘oken, it suffices to take the cylinder out of eperation . Defective piston or connecting rod . Disengage injection pump. . Remove piston and connecting rod. Remove crank bearing (only 40/4 Seal lube oil passages in crankpin. Remove both pushrods, roller tappets may be left in place with engine 40/45. Reinstall cylinder head, valves are left in ploce. Seal oil pipe for rocker arm lubrication. . Seal control air pipe to starting valve of inoperative cylinder. If piston and connecting rod assembly of two cylinders need be removed, engine operation should be continued only in an extreme emergency since the mass equilibrium is seriously disturbed. The engine can then only be run at s very low speed on account of the occurring vibrations. Multi-engine plants With plants where several engines are connected fo « common gear, the engine with the failing cylinder must be separated from the remaining system and shut down. 36 5625 £/3.38-1| OPERATION 32/36 40/45 M-A’Ni Operating Difficulties Failure of One Turbocharger Should a turbocharger become damaged, the damage should, if possible, be removed before the engine is restarted (cf Operating Manual for Turbocharger). But in an emergency, the + engine can be run at reduced output without turbocharging or with one turbocharger shut | down. Running the engine under such conditions should however be confined to real emergencies. The maximum output that can be obtained depends on the speed that can be aticined and which in turn is dependent upon the plant. Coution! The admissible maximum temperature of the exhaust gases at the outlet of the individual eylinders and the admissible maximum speed of the operative turbo- | charger must not be exceeded. There are various possibilities of emergency operation, depending upon the engine plent: L In-line engine (with one turbocharger) 1, Either arrest or remove turbine rotor of damaged turbocharger (cf Operating Menual for Turbocharger). 2, Remove covers in cherge-cir duct the length of the crankcase to enable the cy ompirate freely. ders to In emergency operation the cylinders draw in the air charge by normal aspiration only. With @ fixed blade propeller plant the output attained in these circumstances will only be about 15% of the rated output at correspondingly low speed, and with vp propeller plants or stationary plants approximately 20% of rated output at nominal speed. VeEngines (with two turbochargers) E 1. Blank off exhaust duct downstream of the gas outlet casing of the damaged turbocharger. 2. Blank off charge-air duct between damaged turbocharger and charge air cooler. 3. Cut off lubricating oil supply to damaged turbocharger to avoid the risk of oil contaminat= jon and fire. In emergency operation in these circumstances, the attainable output will be approximately 50% of the rated output for solid blade propeller plants at correspondingly reduced speed, and for vp propeller plants or stationary plants ot rated speed. Note: Also see work sheet 280.01 (Emergency operation with one inoperative turbocharger). 79 | D36 5625 E 3.40-1 JOPERATION M.A.N,4-stroke Operating Difficulties DIESEL ENGINES| 42 Directions in the Case of o BLACKOUT A blackout is defined as a sudden failure of the elect cooling water, lubricating power supply with the result that and fuel supply pumps of the main engine become inoperative. In the event of the blackout occurring whilst the engine is running in the higher output range, the cooling water, no longer being circulated, will be heated up by engine components sub~ jected to high thermal loads and may develop steam bubbles at such hot spots. Therefore, be aware of venting and discharge outlets! In the case of marine plants, the main engine will keep turning for some time due to the drag effect of the ship’s propeller whilst the turbochargers are gradually slowing down until they come to a stop. The engine is then being lubricated from an overhead tank to prevent the risk of boundry lubrication or short-time dry friction and thus the risk of possible bearing damage. Also the turbochargers are supplied with lubricating oil either from an overhead tank (M.A.N. turbochargers) or from lubricating oil pumps integrated in the turbochargers (BBC turbochargers) |_ ‘Marine plants where the main engine connects a disengageable coupling, stationary plants ‘and engines provided with engine~driven lubricating of! pumps are not equipped with an overhead tankas in the case of the two first mentioned plants there is no drag effect so that the engine will come quickly to a stop. In the case of ships using a VP propeller, the latter should, if possible, be immediately set to zero pitch to prevent the engine from being dragged by the propeller. Automated Plants In the case of « blackout, the engine is automatically and immediately stopped. If the engine connects a disengageable coupling, the engine should immediately be disengaged. If the plant is equipped with a VP propeller, the latter is being set to zero pitch, if possible. These operations are automatically tripped at failing lubricating oil pressure. In a critical situation where the rule "ship before engine" applies, this emergency stop can be temporarily cancelled under certain conditions. After the electric power supply has been restored, pumps and fans are automatically started in the following sequence: . 1. Lubricating ofl pump and fuel oi! pump 2. Cooling water pump 3. Engine room fan (4. )Seawater pump Note: In no circumstances must the engine be allowed to start up automatically after ¢ blackout. The locked fuel supply pumps are reset as soon as the cooling water and the lubricating oil pumps are started up. The control lever of the automatic control gear must be set to STOP and only then should the engine be restarted and load gradually applied in accordance with the automatic run-up programme. Manually Controlled Plants With manvally controlled plants, the engine must be stopped immediately in the case of a iackout in order to obviate serious damage due to failing lubrication and thermal overloading of engine components. | | After the electric power supply has been restored, the procedure for starting up the engine is | the same as in automated plants. Here again, it is important that the engine be restarted and that load should only be applied gradually. D36 5600 342-1 Piteo.BLACKOUT Test On commissioning of the plant, the behaviour of the engine and the response of the shut-down device is tested during a deliberately caused blackout. This test should only be carried out at an engine speed below approximately 50% or a load below approximately 15 % for safe keeping of the engine. D36 5600 € /3.42-111,88 ORRSTON Four- stroke 3 wan Operating Difficulties engines Operation with one inoperative cylinder (the problem of vibrations) In the event of disturbances it may be necessary to put a cylinder out of operation by interrupting the supply of fuel. And, depending on the nature of the defect, the crankgear may be left in place or it may have to be removed. It will be of advantage, with regard to vibrations, when the crankgear need not be removed since the moss equilibrium will then not be disturbed. Moreover, it is advisable to run the inoperative cylinder against the compression pressure as it will reduce the effect of occurring disturbances. For directly resiliently mounted engines, operation with dismantled running gear is not permitted, The following measur es are recommended: 1. Reduction of output and speed Reduce engine output in order to avoid overloading the operative cylinders. The exhaust gas temperatures must not be allowed to exceed the maximum admissible values. 1.1. For variable pitch propeller and generator drive at constant speed, 2 max. output Pmax, = P= 23! [ew] result. 1.2. With fixed propeller operation, the engine speed calculated according to the following formula must not be exceeded because of the propeller characteristic: of" [rom] 5 max. permitted speed ny Where Pry = rated output nN = rated speed 0,89 | 0,97 | 0,93] 0,94 | 0,94 0,95 |0,96 | 0,96 | 0,97 ]o,97 Z = number of cylinders 2. Vibrational conditions 2.1. Torsional vibrations Additional critical speed ranges may arise due to the fact that a cylinder has been put out of operation by shutting off the injection pump, and these critical speeds will require additional borred speed ranges. The barred speed ranges thet may become applicable un der this abnormal operating condition re shown on a plate on the engine control console. 2.2. Moss equilibrium If the running gear of the respective cylinder had to be removed, the mass equilibrium will be seriously disturbed. Free mass forces and additionally free mass momentum may occur. Thus, unusual vibrations in the engine and the hull may be induced. In this case it will be necessary to establish further barred ranges arbitrarily. Should it become necessary to put several cylinders out of operation at the same time, ‘advice should positively be requested from M.A.N. Augsburg. In the meantime, in an emergency situation, the engine should not be run at a load higher than 50 % of full load speed until advice has been received from MAN. Augsburg. The barred speed ranges applicable to normal operation must nevertheless be observed. The whole propulsion system should be continuously checked for evidence of overheating, gear noise, abnormal vibrations, etc. 036 5600 E 343-1ABGASTURBOLADER EXHAUST-GAS TURBOCHARGER ‘TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT ‘TURBOSOBREALIMENTADOR DE GAS DE ESCAPE SOBREALIMENTADORES TURBOSOFFIANTI A GAS DI SCARICO 50 BETRIEB UND BETRIEBSSTORUNGEN OPERATION AND OPERATING DIFFICULTIES FONCTIONNEMENT ET INDIDENTS DE FONCTIONNEMENT SERVICIO E IRREGULARIDADES EN EL FUNCIONAMIENTO OPERACAO E ANOMALIAS DURANTE A OPERACAO ESERCIZIO ED AVARIE DI FUNZIONAMENTO D36 5650 3.50-1 04.82OPERATION Start-up, Operation, Stopping Preparations before start-up ‘The turbocharger bearings must be primed immediately before start-up of the engine Starting The turbocharger, being driven by the exhaust gases of the engine, will start up automatically as the engine is started. Operation The following readings should be regularly taken if the respective instruments are provided: Turbine speed Lube oil pressure before turbocharger Lube oil temperature before turbocharger Exhaust gas pressure before turbine Exhaust gas temperature before turbine Charge air pressure after compressor Charge air temperature after compressor In addition, the following checks are to be made’ 8 Tightness of exhaust gas, charge air and oil pipes 9. Sealing air bores for free passage and, only for the four-stroke engine easy movement of the valve plate in the sealing air valve (mounted to the bearing casing): Remove valve protection and touch valve plate. In case of engine operation under load, the valve plate has always to be pressed to the outside by the sealing air pressure. 10. Air filter mat at the silencer for contamination / saturation (Checking of the inner side, see work card 500.09). 11, Turbocharger for smooth running 12. Turbine rotor for free movement. Incipient rotor or bearing damage is usually indicated by erratic operation caused by imbalance or rubbing of rotating parts against stationary components. Erratic operation can often be determined at an early stage by listening for unusual operating noises. S Rotor speed and charge air pressure are interdependent, i.e. the rotor turns at a certain speed at a given charge air pressure, provided the air ducts of the compressor are in clean condition. The charge air pressure can thus be used to approximate the rotor speed ‘Stopping After the engine has been stopped, the rotor of the turbocharger keeps turning for some time due to its moment of inertia. The run-down time of the rotor is indicative of the mechanical condition of the turbocharger. When the rotor comes to a sudden stop, itis usually due to mechanical damage of bearings, or rubbing of compressor wheel or turbine wheel against stationary parts, or foreign matter having become wedged between moving parts, etc. Measures for extended stopping For preservation and extended storage of the turbocharger the same instructions as for the diesel engine are applicable (see operating manual for the Diesel engine) 036 5640 3.51-1 12.93OPERATION Operating Difficulties Operating Difficulties Operating difficulties are normally attended by indication of abnormal values (exhaust temperatures, charge-air pressure and speed), by noisy operation or leakages in the lubricating oil pipes. Should disturbances on the turbocharger occur during engine start-up, the cause should immediately be determined and removed, otherwise, there is the danger that small disturbances develop into serious damage in the turbocharger or the engine. In the case of any irregularities, the engine load should be reduced or the engine stopped, if possible, and not restarted until the damage has been removed. Random search is to be avoided as it scarcely meets with success, The following instructions and the Fault Finding Chart (see Section 3, sheet 53) will assist in tracing the cause of possible trouble and help remove it. quickly, Putting turbocharger out of action In an emergency it may be necessary to continue engine operation without supercharging. In that case, the turbocharger can be put out of operation either by arresting the rotor or by removing it (see work card 500.05). itis, however, recommended that the rotor be removed. CAUTION! With the turbocharger put out of operation, the engine output must be reduced by throttling the fuel admission so that the admissible exhaust temperatures after the exhaust valves are not exceeded Damage to turbine rotor Insufficient oil supply or non-uniform wear of the locating ring and the thrust ring result in severe ‘overheating so that they are liable to seize on the shaft in which case they will be difficult to remove. Since these are high-quality moving parts, utmost care and caution should be used in withdrawing them. After removal of the parts mentioned, the rotor should be checked for damage and true running. Light longitudinal scoring in the seating surfaces of the turbine shaft that may have been caused by withdrawal, do not have any negative effect. If rough running should develop due to operational influences, rotor balance should be checked in order to prevent relatively rapid wear of the bearings. Itis recommended that this work be entrusted to the ‘manufacturing works or to a service centre recommended by us on inquiry. For this purpose, the complete turbine rotor (with compressor wheel and mounting parts) should be returned because imbalance as such is the combined result of several factors and only the facility available in the manufacturing works or the authorised service centre will warrant the necessary degree of careful balancing Emergency operation with defective turbine blades If failure of a blade results in an appreciable loss of mass on the turbine rotor and it is necessary to keep the turbocharger in operation without it being possible to install a spare rotor, the procedure is to shorten the diametrically opposite blade in the same manner. This prevents imbalance from becoming excessive and resultant major bearing damage and wear of seals. In the resulting gaps, the damping wire (if existing) can be cut out and squeezed flat close to the adjacent blades This remedy should be resorted to only in a real emergency and is no substitute for an early overhaul and balancing of the rotor sesmesox D36 5640 E 352-2 12.93Charge air pressure too high Speed too low Speed too high Lubricating oil pressure too low Lubricating oil losses Abnormally high noise level Sluggish starting or short rundown time Turbocharger developing vibrations EXPERIENCED FAULT-FINDING CHART NA 3 53 Exhaust gas temperature before turbine too high Charge air pressure too low TROUBLES Compressor surging POSSIBLE CAUSES e ee Silencer or air filter fouled - i: Le Compressor fouled _ Pope fe ee [Turbine wheel heavily fouled = la Turbine nozzle ring Slightly fouled J narrowed Peet eS [= | Turbine nozzle ring heavily fouled / narrowed - Fp] [trust ring, locating ring or labyrinth ring damaged La Labyrinth seals defective Te Seals damaged, leaking connections —— nel TEEPE] [Detective bearings, imbalance of the rotor oa | [J Rotor rubbing ~ Ee | [| F [Foreign bodies before or in turbine ee | | | | [Foreign bodies before or in compressor ee [| F| [Turbine or compressor wheel damaged pg Sealing air ineffective, ail coke behind turbine wheel =H fa a Gap turbine wheel - shroud ring too large (erosion) Poa! High air inlet temperature a Fill tow air inter temperature ag F [Intercooler fouled a Leaking charge air pipe [| Charge air temperature too high a Lubricating oll inlet temperature too high aE Lubricating oil pressure too high a Dirty lubricating oil filter 7 ae Lubricating oil pressure gauge disturbed = Excessive pressure in oll discharge or crankcase es _ a Ti] Deposits on inlet or exhaust valves / slots of engine Eta Fa Leaking exhaust gas pipe lore Tl] Exhaust gas backpressure after turbine too high rae fl | Fuel injection system on engine disturbed a 036 5647 E 3.531 12.93M-A-N WARTUNG. - MAINTENANCE 40/45 10.78 Inholtsverzeichnis Abschnitt 4 Table of contents Section 4 Allgemein Wartungsplan (Beschreibung) .... Arbeitskarten (Beschreibung) . Ersatzteilbestellung fur Werkzeuge . Wartungsplan (Zusammenstellung) Wartungsplan ..sesssssseseeeeeeeeeee Arbeitskarten siehe eigenes Verzeichnis M.A.N .-Abgasturbolader Wartungsplan .sseseeseeeeeeneee Wortungsarbeiten .. Kontrolle der Einzelteile Reinigung . Arbeitskarten (Einleitung) ...-22+++ Prufbefund . Arbeitskorten siehe eigenes Verzeichnis . D36 5625 D+E 4.te1 General ‘Maintenance schedule (description). Work cards (description) . Ordering replacement tools ... Maintenance schedule (assem! Maintenance schedule .. Work cards see separate list. M.A.N. exhaust turbocharger Maintenance schedule Maintenance works Inspection of parts Cleaning . Work cards (introduction) Check list Work cards see separate | Blatt/Sheet |- 56 7 58+ 3 142 500.01MAINTENANCE Four-stroke General engines General Planned maintenance is conducive to safe and reliable engine operation, it reduces down times and lowers the ‘operating cost of the engine plant. The maintenance operations listed in the Maintenance Schedule should, therefore, be carried out at the specified intervals and with great care. Regular maintenance will help the ‘operating personnel in recognising incipient malfunction at an early stage, and is providing the Technical Inspection with information on the need for overhauls in good time so that overhauls can be programmed to be carried ou during scheduled service interruptions. ‘The work to be performed is indicated in terms of operating hours on the Maintenance Schedule and is described in the individual work cards. Plastic-faced copies of these cards can also be furnished so that they can bbe used for on-the-spot reference on the engine whenever needed. The extent and the time at which maintenance work has been carried out should be entered in the engine log to serve as evidence for subsequent investigations. The replacement or repair of engine components should also be made part of the record. Spares taken from stock should be replaced as soon as possible so that they are available when needed, since transport (and customs clearance) may delay the arrival of spare parts ordered. Prior to starting with any maintenance and overhaul work the pressure in all pipes should be relieved; this condition should be verified by reading the pressure gauges and by cautiously loosening the screw connection. Following the work in the crankcase the perfect condition and the securing of the nuts in the neighbouring area is to be checked. On dismantling, all pipes that are to be reinstalled must be carefully sealed, especially those for fuel oil, lubricating oil and air; new pipes to be installed are to be checked for cleanness and, if necessary, flushed. On all accounts it must be avoided that foreign matter can get into the pipes. If the engine is to be stored for a prolonged period of time or if itis to be laid up, all individual parts must be carefully preserved. When repainting the engine, make sure that no paint can get into the link joints, of the fuel control linkage. Necessary repairs, no matter how small the defect, should be carried out immediately as they often lead to consequential damage. Furthermore, experience has shown that when several different kinds of work are carried out, the various sequences of operations are not observed so carefully; even minor defects should therefore be rectified immediately. For the cleaning of the engine and its individual parts, use Diesel fuel or special solvents, the use of gasoline and Tris not permitted due to their inherent risks of poisoning or explosion. For drying engine components, use pressure air, instead of waste cotton cleaning cloth is to be preferred When employing high-pressure cleaning equipment, its appropriate use is of special importance. Shaft exitss - also those with anular lip seals - governors, splash-proof monitoring units inclusive of line conduits, cable inlets, noise and heat insulations below non-water resistant laggings are to be covered or exempted from high pressure cleaning. Penetrating water may adversely affect those sub-assemblies and cause failures and damage Upon completion of repair and overhaul work, check to see that all tools, cleaning material and other foreign matter are removed from the engine. Furthermore, care is to be taken that parts on which work had been carried out are again appropriately secured. The exact setting as well as clearances of new or reinstalled parts must be checked and the data entered in the engine log, The lubricating oil filters are to be c leaned and the lubrication oil is to be circulated through the system for several hours so that any foreign matter and dirt which may have entered the separated lines are positively removed. Subsequently, the filters (including the automatic ones) must be cleaned again. If the lubricating oil charge had not been renewed, the oil should be separated as long as possible, ‘The fire risk prevailing in the engine room should be borne in mind, especially when carrying out welding work ‘on pipe lines, etc. Fuel and lubricating oil pipes in the immediate vicinity should be covered up. The fire fighting equipment should be readily available ‘The restricted space existing in some engine rooms tends to increase the risk of accidents. Therefore, when, installing or removing larger engine components, suitable lifting gear and the special tools supplied should be used. Attention should furthermore be paid to the good condition of ropes, shackles and the tools being used D36 5617 E 424 5.93| Four-stroke 4 | M-A-N MAINTENANCE diesel engines 5 Mointenance Schedule | Maintenance 1. The Maintenonce Schedule is @ summary of the required maintenance work and covers o period of 30 000 operating hours. Thereafter, a thorough inspection of the main engine |. ‘components will be necessary, especially the running gear and the bearings should then be checked for wear and replaced, if necessary, The Maintenance Schedule is then to be restarted at the beginning. It is recommended thet such extensive repairs be carried out in one of our service points. Write to M.A.N. Augsburg for the register "Diesel Service Worldwide". 2. The Maintenance Schedule has been established on the basis of experience and assumes average operating conditions. The named operating hours are guide values , as fixed periods connot be given because they ore dependent on prevailing operating conditions which may permit the period between certain operations to be extended or require the performance of certain operations at shorter intervels. For exomple, the period of engine standstill (e.g. marine engines) may not have been properly taken into account in the total number of hours of operation at which certain maintenance operations are to be performed. This Maintenance Schedule has been established on the basis of a period of operation of 5000 hours per year. But the period between overhauls of certain operations (e.g. piston) also depends on operating conditions (fuel quality, lubricating oi!, etc). Frequent starting (especially cold starts) and warming up periods are well known factors contributing materially to piston ring end liner wear which means thot the periods between piston overhaul will become so much shorter. Under such conditions, that apply for example to peak-shaving generators operating only for @ few hours a day, it will be necessary to shorten also the periods between interim inspections named in the Maintenances Schedule. The maintenance intervals for the inspection of all pistons are then fixed on the basis of the findings of the sample inspection. Fovourable Operating Conditions ore considered: Constant load (small load fluctuations) within the range of 60 ~ 90% of full lood, the use| of recommended lubricating oil ond fuel oil qualities, timely oil change, close observ- ance of specified temperatures for lubricating oi, cooling water and charge cir, and good separation of fuel and lubriceting oil, 5 Unfavourable Operating Conditions are considered: Extended operation at peck or light loads, long idling, frequent extreme lood changes, low temperatures of lubricating oil, cooling water and charge air, and unsuitable or insufficiently separated fuel oil, as well as frequent engine start-ups and repeated worm- ing up phases without sufficient preheating, inadmissible increase of engine load before the specified cooling water and lubricating oil temperatures are reached and insufficient filtration of the intake air (e.g. in the case of stationary engines). 3. When planning maintenance work, note that the space of time listed in the first column of the block of columns "Total Service Hours" is to be understood as intervals, i.e. the respective work is to be carried out at the end of each such period (e.g. after every 500 hours and again after 1000, 1500 ete.). The other columns indicate obsolute service hours| 4, The operations to be carried out on a new e included in the Compilation of maintenance work where they ore listed under the same item numbers. + few sheets of the Maintenance Schedule (Sheets 4.11 etc) comprise one-time jine or ofter overhauls. These operations are also| 5. Ife special Preventive Maintenance Schedule has been established for o specific engine, the stated time Intervals may not be the some as those given in this general Maintenance D36 6605E —4.3-1 P.T.O.hedule. In this case, the Preventive Maintenance Schedule shall apply as it has deen established in conformity with the Operating conditions for the particular plant, Then there is the further possibility in the form of 2 Maintenance Contract in which case the maintenance work is carried out by MAN personnel. Please write to MAN B&W Augsburg for further particulars.32/36 MAINTENANCE aca 4 Work Card! 52/52 _ 52/55 4 MAN Work Cards The work cards of this section describe the operations to be carried out to execute the work specified in the Maintenance Schedule. These sheets ore arranged by engine components/ assemblies in the same way as the spare parts catalogue to facilitate looking up of spare parts. The first three digits of the number on the work card connote the assembly, the last two in= dicate the card number. Example: lo. 2 “CT Sheet number (Sheet 2) Assembly (Main bearing) The tools listed on each sheet are numbered in the same way. Generally applicable tools (e.g. clamping devices) and standard tools use a number below 010 instead of the assembly number. The tool number indicates the assembly for which it is used and serves at the same time as order number that is to be quoted when ordering replacement parts. At the foot of each work card there is an enclosed space showing, apart from the maintenance intervals, the work time (man-hours) required to carry out the operations described in the card. The purpose of this guiding information is to help plan recurring maintenance work. It should be noted that the time indicated applies only to the set of operations for the job described (e.g. pulling and installing a piston without the time required for removing the cylinder head). The total number of man-hours required will be obtained by adding the man-hours given on the individual work cards. The stated man-hours are only guide values since the actual time required depends on circumstances (e.g. availability of required tools, accessibility of the work site, availability of hoists and the training the personnel employed has received), Moreover, the named man= hours do not include the tooling time (set-up time for tools) and the amount of time for cleaning the components and removing possible damage. The time actually required will therefore differ to a certain extent with each plantand must therefore be taken into account. An additional set of plastic-faced copies of the work cards under this section is fumished in a separate folder. These cards are water and ail-proof and intended for reference during the work on the engine. On completion of any maintenance job, the work cards should be filed back in the folder so as to be on hand when needed. Note: A complete table of Values for tight and 000.31 learances of the essential components is included in Section 1. and tightening torques will be seen in work cards 000.30 D36 5625 € 44-1MAINTENANCE Ordering Tools 32/36 40/45 52/52 40/54 A 52/55 Ordering Tools The tools required are listed in the individual work sheets and are catalogued under a separate tools list. When ordering standard or special tools for replacement, state name of tool and the 6-digit tool number as it also serves as order number. The first 3 digits of this figure denote the componenvassembly the too! is used for and thus helps to classify it. To avoid queries and erros, the following information should accompany the order: 1. Engine type 2. Serial number 3. Order number = tool number 4. Name 5. Number of pieces 6. Shipping adress 7. Kind of shipment Please adress your order to: Mail box adress MAN B&W Diesel AG P.0.8, 100080 D- 86135 Augsburg Postal adress StadtbachstraBe 1 D- 86153 Augsburg Example 81 40/544 X XXX XXX 055.019 Suspension device 1 XXAXXXKXAKXK Air fright Telefon: Telex: Telegrammanschrift: Telefax: REMOVING ANO MOUNTING. ErUNDER HEAD -_— 1 ge io Note For ordering engine spares use separate spare parts catalogue exclusively. 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[ON glslalslalslalslals|a oad fpumys | way spony |u9ay 8/518 /8/8/S/818/8/ 81818 none >yom aouDuasULoyy 4equosBuny0, fee iheangl SiNoYy 99! AJeS [D4O | -UEpUNyssqa!yaquWOsEDd) dozsHoqy Leet ob d ve 7 Sv/ov AINGSHIS SINVNALNIVA — NV TdSONOLYVM NOW vedABGASTURBOLADER EXHAUST-GAS TURBOCHARGER ‘TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT ‘TURBOSOBREALIMENTADOR DE GAS DE ESCAPE ‘SOBREALIMENTADORES, ‘TURBOSOFFIANTI A GAS DI SCARICO 50 036 5650 WARTUNG MAINTENANCE ENTRETIEN ENTRETENIMIENTO MANUTENCAQ MANUTENTIONE 4.50-1 11.87MAINTENANCE Maintenance Schedule Maintenance Schedule The maintenance schedule contains a summary of the maintenance and inspection operations up toa major overhaul of the exhaust turbocharger after an operating period of, 12,000 to 15,000 hours on four-stroke engines and 24,000 to 27,000 hours on two-stroke engines. The maintenance schedule starts from the beginning again after a major overhaul. ‘A major overhaul comprises the disassembly of the complete turbocharger for the inspection of the actual condition, careful cleaning and checking of all parts An evaluation with regard to the reinstallation of parts can be made on the basis of the criteria specified in Section 1 (gap and clearances) and Section 4 (checking of the individual parts, work cards) This maintenance schedule has been drawn up on the basis of empirical values which are equivalent to a normal engine operation. Itis, however, hardly possible to allow for all conceivable operating conditions of individual engines and turbochargers. For this reason the specified operating hours are for quidance only. ‘The specified maintenance operations can be carried out at the same time as other work on the engine. in the interest of trouble-free operation of the engine and the turbocharger, however, they should be performed as punctually as possible. When being operated on four-stroke engines, the turbocharger is subject to stricter conditions (e.g. higher ignition pressures and exhaust gas temperatures); for this reason shorter inspection overhauls are provided for new or renewed guide bearings as well as for the major overhaul (checking of the plain bearing at the turbine side) The inspection of the guide bearing, which can be removed within a comparatively short time, without extensive disassembly work (e.g. no disassembly of exhaust gas carrying components), provides information ‘on the condition of the plain bearing at the turbine side to be expected. On condition no essential wear pattern are found, it can be assumed that the plain bearing at the turbine side is also in order. Maintenance operations that are carried out carefully and punctually help the operating personne! to identify any faults in good time, provide the technical inspection with an indication of how soon overhauls may be necessary and thus simplify advance planning of lay-up times and out-of-service periods. Itis important that even minor faults, which may appear insignificant at first, are rectified immediately. ‘The causes of such faults must be located and eliminated to ensure that they do not result in severe consequential damage to the turbocharger and the engine. If the engine is not equipped with an automatic monitoring system with data protection, the operating data of the turbocharger are to be recorded in certain intervals (see Section 3), so that any irregularities can be established in good time. 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SRP HOM STUCTATTEN Uapiamaypemsagn ysneworne suanAUUaMIRHUE Z qTDUNTEA,MAINTENANCE Maintenance Work 55 Maintenance Work In order to keep the turbocharger in a safe and good operating condition, specific inspections and checks must be carried out on specific components at specific intervals stated in the Maintenance Schedule. For admissible tolerances on gaps and clearances between the various components and the production sizes, see the applicable table in Section 1 The individual work cards established describe in detail the sequence of operations required to perform the different maintenance tasks. ‘The decision as to how the turbocharger can be dismantled in the simplest manner 1s dependent upon the available space in the engine room. When carrying out maintenance tasks and inspections, in most cases it will suffice to remove a part of components of the turbochargers only. Removal of the complete turbocharger will normally only be necessary on major overhaul Bolts and nuts which can first not be loosened due to being carboned in place, must not be forced out, since the parts may become destroyed and would have to be replaced. Regarding the casings, it may be necessary to drill out broken-off screws and to re-machine threads. Lubricating the threads with Diesel fuel or highly fluid special agent (e.g. Caramba or Omnigliss), or applying light hammer tops onto bolt head will be helpful in making threads running. A liberal amount of these solvents should be applied to the screw connection and should be allowed to act for a reasonable period (1/2 hour or more), so that it will be able to penetrate into the threads. The recommendations of the manufacturers of these solvents are to be observed Regarding screw connections at the turbine side, which are exposed to higher temperatures, screws, nuts and lockwashers made of scale-resistant materials are used. They are marked at the front side (SM, VM or 4923, Z1 or 4828), in order to exclude any mixing up with normal parts. For disassembly work the connecting elements, marked in such a way, are therefore to be stored separately. All lockwasher pairs at the turbocharger are made of scale-resistant material and not marked In order to avoid carboning of these bolts and nuts and to facilitate the later disassembly, these screw connections and seating surfaces have to be treated with a high-temperature lubricant (e.g. Molykote HSC) Prior to each new assembly. Before being treated with this lubricant, the threads have to be cleaned carefully. Screw-in threads of stud screws remain untreated. For the assembly, all screw connections on the turbocharger have to be in good condition, otherwise they must be replaced by new ones. Improperly tightened bolts and nuts may work loose due to vibrations, be swept into the turbocharger by the air or gas stream, thus causing severe damage We recommend to use original spare parts only. . Note _ In the case of major overhaul or repair of essential components, itis recommended that a report be made on the state of the individual assembly groups and added to the engine log. A sample form "Check List” (sheets 1 and 2) is included as sample. 036 5640 E 4.55-2 12.93MAINTENANCE ne Checking Component Parts 56 Checking Component Parts The check list below is intended as guide for a thorough inspection of the turbocharger and its component, parts. Minor deficiencies can normally be repaired on the spot. But any major damage, especially defects that affect the structural strength, balance and, consequently smooth running of rotating parts, necessitate the installation of original spare parts or repair in an authorised repair shop or in the factory. in the case of rotor parts having to be returned to the factory, itis absolutely necessary for the parts to be packed and protected against corrosion in a manner preventing further damage in transit. After turbocharger has been disassembled and the component parts cleaned, the following checks should be made and the condition of the parts entered in the form “Check List". For determining degree of wear, see table “Gaps and Clearances” in Section 1 1. Turbine Rotor Are blades damaged or blade edges heavily worn or eroded? Do the blades show cracks? Are the roots of the mounted wheel blades firmly secured? Note When new, the blades are not seated firmly but show some clearance when inserted into the dise. Atthe blade end, they may be moved axially as well as circumferentially by some millimeters. After some operating time, this type of movability becomes restricted by deposits, Is the lacing wire in good condition? Are there any signs of the blades, the disc, or the shaft having made contact? Is the shaft running true? ‘Are bearings in a satisfactory condition? Are the labyrinth rings badly worn? Note Local grooving caused during operation by the tips of the labyrinth rings and the locating ring in the bores of the seal covers is intentional in order to enhance the sealing effect. If such grooving is found to exist on inspecting parts for wear, this does not mean that replacement is necessary. Since labyrinth seals depend for their effect on close radial clearances, it is important whenever replacing the bearings that the seal covers are renewed at the same time 2. Compressor Wheel (Impeller ‘Are there any fissures in the blades or are they badly worn? ‘Are there any notches at the leading edges of the blades, caused by foreign matter? ‘Are there any signs of the compressor wheel (impeller) having made contact? Is the fit of the compressor wheel and the taper sleeve satisfactory? ‘Are the seating surfaces bright or do they show fretting corrosion? 3. Bearings ‘Are the bores of the bearings unevenly worn? Note Diagonally opposite wear on both bearings is indicative of rotor imbalance. Are bearings firmly seated in the casing bore? ‘Are the bearing surfaces of the thrust ring and the locating ring badly worn? Is the axial clearance of the rotor and play of the bearings within the admissible tolerances? Note If the axial bearing play is determined by axial shifting of the rotor assembly, the rotor should be lightly elevated for freeing the labyrinth tips from the grooves in the sealing cover, D36 5645 4.56-1 12.93 Page 1 of 24, Turbine nozzle ring assembly ‘Are the nozzle ring vanes firmly seated in the support rings? Are the vanes bent? Are the vanes worn due to erosion? ‘Are there any foreign matter in the passages? ‘Are there any marks suggesting the presence of foreign matter? Is the nozzle ring deformed? Are there any cracks in the vanes? 5. Shroud ring Are there any traces that the turbine blades had contact? The dimension of the radial gap between shroud ring and blade must at no point fall below the minimum value in order to prevent rubbing of the blades against the shroud ring during operation. Erosion may dause enlargement of the gap. This influences the efficiency considerably. When checking, the gap is to be measured at 8 points on the circumference (every 45°) for calculating the mean value. For maximum permissible mean value, refer to Section 1, Sheet 53. 6. Casings Are the casings heavily fouled by oil, dust or soot? Were the casings tight, especially at the joints and the connecting flanges? Do the casings show any cracks? Were all screws and nuts firmly tightened? Does the valve plate in the sealing air valve move freely? Note The sealing air valve is only provided for operation on four-stroke engines and mounted to the bearing casing. Free movement of the valve plate can also be checked during operation by tapping after removal of the valve protection, ‘When repainting the exhaust turbocharger, paint must not penetrate into the sealing air valve to Prevent the valve plate from getting sticky and to ensure its function, 7. Erosion when operating on heavy fuel oil When operating on heavy fuel oil, the exhaust gases contain tiny, hard particles (e.g, cat fines) which might cause erosion in places where high exhaust gas velocities and high concentrations of these particles occur. Where does erosion occur? ‘Maximum flow velocity occurs downstream the nozzle ring. The stream there is strongly deflected in direction of the circumference. Thus, the particles contained in the exhaust gases are centrifuged ‘outwards. That means that erosion may be found at the outlet of the nozzle ring, the inner diameter of the shroud ring and on the outer sections of the rotor blades. Where do these erosive particles come from? Due to the refining process, heavy fuel oil contains, dependent upon its quality, “Cat Fines”, a sandy powder of high hardness (recognisable by its Al and Si content), as well as other impurities, having an abrasive effect. Their portion may be reduced by use of liberally dimensioned and heated settling tanks and by sufficient separation Of high disadvantage is the addition of used engine lubrication oil, identifiable by the higher Ca and Fe content. Used engine lubrication oils contain not only residues resultant from wear, but above all also “Detergent Dispersant Additives” which bind micro-particles and thus prevent “Cat Fines” and other contaminants from being separated When operating with “Used Oil" added, a rapid increase of erosion damage could be observed. Also combustion residues caused by partial combustion may act erosively. Therefore, always pay attention to gain perfect combustion, D36 5645 E 456-1 12.93 Page 2 of 231 32 MAINTENANCE Cleaning NA 57 Air Filter Mat on Silencer, see work card 500.09. A fleece mat with high separation degree covers the silencer intake opening. The silencer, compressor and charge air cooler are thus well-protected from dirt. This assumes that the fleece mats are cleaned or replaced in good time. Cleaning or replacement is necessary as soon as the inner side of the fleece ‘mat begins to darken - this indicates that the fleece mat is heavily loaded and the dirtis passing through the filter. An assessment with the aid of differential pressure is inaccurate because it is dependent on the air throughput at any given time, i.e. the operating point and the position in the range map. Silencer, see work card 500.11 Compressor Cleaning during Operation by Water Injection, see work cards 500.08. If requested, a compressor washing device can be supplied, e.g. in the case of unusually dirty intake air. For the recommended cleaning intervals please see the maintenance plan and work cards 500.08. Cleaning is to be carried out during hot operating conditions and at full load Versions available: 1. Aportable water tank with accumulator which is connected to the cleaning opening on the compressor casing, silencer or intake housing. 2. Asan alternative, a tank can be permanently installed at a suitable, easily accessible point. ‘The air used to blow out the water is taken off downstream of the charge air cooler. Owing to the smaller size of NA 34 and NA 40 units, the build-up of dirt in the blades of the compressor wheel and the diffusor can result in a noticeable drop in efficiency. We recommend a compressor washing device in such cases. Only fresh water may be used Never use raw water or chemical cleaners. Cleaning chemicals for the charge air cooler should be sprayed in downstream of the compressor. Compressor cleaning is not necessary from size NA 48 and higher, provided the air filter mats cleaned or replaced as specified, Mechanical Cleaning Dirt deposits can be removed from the compressor wheel, diffuser and compressor spiral during maintenance work with a steam jet, or softened with Diesel fuel or other liquid detergents and then removed with a brush Cleaning chemicals containing chlorine may attack the aluminium alloy (compressor wheel) and must not be used Itisimportant to ensure that detergents or loosened dirt do not get into the lube oil circuit. The use of high-pressure cleaner is not permitted. Turbine Depending on the quality of the fuel used and operating method of the engine,combustion residue can accumulate on the turbine and nozzle ring blades. An increasing thickness of the deposits and the resulting deterioration of the operating values may cause surging of the compressor or dangerous excitation of the blade vibrations due to irregular contamination of the nozzle ring Contrary to engines operated on heavy fuel oil, gas or gas oil operated engines require no washing device ‘The first sign of a dirt build-up is often an increase in charge air pressure due to restriction of the nozzle ring cross section. Cleaning is advisable at this stage, since the deposits are more easily removed The charge air pressure drops as the build up of dirt progresses. This results in an increase of the exhaust gas temperature D36 5645 E 457-1 12.93 Page 1 of 2at ant 4ai2 42 Cleaning during Operation, see work cards 500.07 For recommended cleaning intervals, see maintenance plan and work cards $00.07. Other intervals may be advisable - depending on the fuel used and the engine duty cycle. Wet Cleaning For this purpose, itis necessary to reduce engine output to 10% in case of propeller operation or 0% in ase of generator operation in order to avoid overloading the turbine blades (thermal shock). Fresh water without chemical additives is sprayed in before the turbine Versions available: 1, Washing nozzle Permanently installed washing nozzles are sealed with a needle which is only pulled back for the washing cycle. Each turbine supply duct of the turbocharger requires its own nozzle, or two nozzles in the case of larger units. 2. Washing lance ‘The washing lance is inserted in an opening of the supply duct before the turbine. Once the washing cycle is completed, the lance is withdrawn and the opening closed. The washing lance is fed with water via a hose connected to the shipboard supply. Dry Cleaning With the engine running at normal load, nut, coal or rice granulate with a grain size of 1- 1.5 mmis blown in before the turbine using compressed air from the shipboard supply. There is no need to reduce engine load. The cleaning device must be designed in such a way that the prescribed quantity of granulate is not blown in all at once, but over a period of 20 - 30 seconds. This avoids a sudden drop in rpm and surging of the compressor, especially when several turbochargers are running in parallel. During dry cleaning, itis possible that sooty granulate may be ejected through the funnel and land on deck. Special attention should be paid to this point on passenger ships, ‘Mechanical Cleaning During maintenance work, heavy deposits of dirt (e.g. from heavy fue! cil or oil coke) on the nozzle ring, turbine disc or blades can be soaked in water with anormal domestic washing agent and then removed with a brush. This procedure should be repeated several times if necessary. The parts can be soaked for several hoursin a suitable container. Water and loosened dirt must not get into the lube oil circuit Cleaning Coolant Cavities (not NAVS turbochargers) E Since the cooling of the bearing casing is effected via the engine cooling circuit, the deposits of dirt and scale will be approximately the same as in the engine. For this reason, the turbocharger should also be examined whenever the engine coolant cavities are inspected and cleaned. Refer to engine manual for instructions on removal of scale. D36 5645 E 457-1 12.93 Page 2 of 27.82 MAINTENANCE ne 4 Work Cards Work Cards The work cards supplied with the Operating Manval are consecutively numbered and arranged in the order of operations required for complete disassembly of the turbocharger. The instructions given on the individual cards relate only to the job stated in the heading. Depending on the scope of overhaul or repair work, one or several work cards may be required (see Reference Table). Each work card has the group reference of the part concerned shown in the top right corner which provides cross reference to the Spare Parts Catalogue which is also compiled according to equipment groups. This facilitates finding individual parts in the catalogue. The numbering of the work cards is in such a way that all cards relating to the turbocharger are designated by the group code 500, taking the first three digits, whilst the last two digits are consecutive numbers. Example: 500.12 Consecutive number (12th card) Code number for turbocharger group The tools listed on the work cards are all identified by the group number 596, The tool number also serves as ordering reference when replacements are required. The work cards include guiding information on the amount of time and manpower required (manhours). The time indicated applies only to the set of operations for the job described (1, for disassembly or removal and 2. for assembly or installation) on the card concerned. The information given is on the understanding that the personnel employed is fomiliar with the work involved and that all necessary tools are at hand. It is also assumed that the turbocharger is readily accessible and that o hoist is available for lifting off the heavy parts. Furthermore, the times shown are based on @ normal operating condition of all parts and may be considerably exceeded where parts have been affected by some accidents. A table of clearances is included in section 1. 36 5652 E 4. 58-1MAINTENANCE Hints Brief Hints The tabl. NA | | 4 | F below lists those Work-Cards which ore required for typical maintenance jobs. Maintenance Work Cards required Cleaning compressor during operation . se with turbocharger installed Cleoning turbine during operation . Cleaning silencer ....... Checking locating bearing with turbocharger installed (bearing removal) .. Disassembly ond assembly of complete turbocharger .. Putting turbocharger out of ection without removing rotor Gops end clearances 500,08 500.11 or 500.13 1500.14 } 500.07 | 500.11 i 500.12 500.11 or 500.12 500.13 to 50.19 500.4 500.10 500.11 or 500.12 500.13 to 500.27 500.05 500.05 500.11 or 500.12 500.14 partly 500.05 500.11 of 500.12 500.13 to 500.24 see Section 1

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