Professional Documents
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L27 38 Project Guide Marine Four Stroke
L27 38 Project Guide Marine Four Stroke
L27-2
Introduction I 00
General information D 10
L27-2
Specification for lube oil (SAE40) for operation with gas oil, diesel oil B 12 15 0 1699889-3.2
(MGO/MDO) and biofuel
Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.9
Treatment of lubricating oil B 12 15 0 1643494-3.7
Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7
L27-2
Foundation B 20
Test running B 21
Spare Parts E 23
Tools P 24
G 50 Alternator B 50
I 00
MAN Diesel & Turbo
1643483-5.4
Page 1 (2) Introduction to Project Guide I 00 00 0
General
Introduction
Our project guides provide customers and consultants with information and data when planning new plants
incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the
modifications associated with upgrading of our project guides, the contents of the specific edition hereof will
remain valid for a limited time only.
Every care is taken to ensure that all information in this project guide is present and correct.
For actual projects you will receive the latest project guide editions in each case together with our quotation
specification or together with the documents for order processing.
All figures, values, measurements and/or other information about performance stated in the project guides
are for guidance only and shall not be used for detailed design purposes or as a substitute for specific draw-
ings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warran-
ties either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose
of the information contained in the project guides.
MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-
tions when the contract documentation has been completed.
The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications
of our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is espe-
cially not guaranteed in any way.
Depending on the subsequent speciic individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially speciic site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation,
the English text shall prevail.
Original instructions
11.24
MAN Diesel & Turbo
1643483-5.4
I 00 00 0 Introduction to Project Guide Page 2 (2)
General
Code numbers
Code letter
Function/system
Sub-function
Choice number
Code letter: The code letter indicates the contents of the documents:
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil
system, monitoring equipment, foundation, test running, etc.
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modiication in the interest of technical progress. Reproduction permitted provided source is given.
11.24
MAN Diesel & Turbo
1689461-0.1
Page 1 (1) Engine Programme IMO Tier II - GenSet I 00 02 0
General
V32/44CR
V32/40
V28/33D1
L32/44CR
L32/40
L27/38/
L27/38 (MGO)
L28/32H
L21/31
L23/30H1
L16/24
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5
Electrical Power [MW]
η = 0.95
08028-0D/H5250/94.08.12
1)
The engine complies with EPA Tier 2.
10.19 - Tier II
MAN Diesel & Turbo
1609526-0.6
Page 1 (1) Key for Engine Designation I 00 05 0
General
The engine types of the MAN Diesel & Turbo programme are identiied by the following igures:
6 L 28/32 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400
Design Variant
H
CR
08028-0D/H5250/94.08.12
Rating
08.16
MAN Diesel & Turbo
1607568-0.2
Page 1 (1) Designation of Cylinders I 00 15 0
In-Line
1 2 3 4 5 6
1 2 3 4 5 6
08028-0D/H5250/94.08.12
01.31
MAN Diesel & Turbo
1687100-5.4
Page 1 (2) Code Identification for Instruments I 00 20 0
General
Explanation of Symbols
TI Measuring device
40 Local reading
Temperature Indicator
No. 40 *
Measuring device
PI Sensor mounted on engine/unit
22 Reading/identiication mounted in a panel on the engine/unit
Pressure Indicator
No. 22 *
Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identiication outside the engine/unit
Measureing device
PT Sensor mounted on engine/unit
22 Reading/identiication in a panel on the engine/unit and reading/indication out-
side the engine/unit
Pressure Transmitting
No. 22 *
* Refer to standard location and text for instruments on the following pages.
11.18
MAN Diesel & Turbo
1687100-5.4
I 00 20 0 Code Identification for Instruments Page 2 (2)
General
Standard Text for Instruments
Diesel Engine/Alternator
LT Water System
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09
HT Water System
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Load Speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 94 cylinder lubricating 97 remote
92 oil mist detector 95 voltage 98 alternator winding
93 knocking sensor 96 switch for operating location 99 common alarm
100 inlet to MDO cooler 101 outlet to MDO Cooler 102 alternator cooling air
11.18
MAN Diesel
1631472-4.1
Page 1 (3) Basic Symbols for Piping I 00 25 0
General
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
09.20
MAN Diesel
1631472-4.1
I 00 25 0 Basic Symbols for Piping Page 2 (3)
General
3.19 Suction valve chest with non-return valves 4.2 Remote control
3.27 Cock with bottom connection 4.10 Manual (at pneumatic valves)
3.28 Cock, straight through, with bottom conn. 4.11 Push button
3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer
3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter
09.20
MAN Diesel
1631472-4.1
Page 3 (3) Basic Symbols for Piping I 00 25 0
General
5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
09.20
General information
D 10
MAN Diesel & Turbo
1689471-7.2
Page 1 (1) List of Capacities D 10 05 0
L27/38
5L27/38: 300 kW/cyl., 720 rpm, 6-9L27/38: 330 kW/cyl., 720 rpm
Reference Condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mechanical thermostatic element 77°C to 85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
(Range of mechanical thermostatic element 29°C to 41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
(Range of mechanical thermostatic element 63°C to 72°C)
Number of Cylinders - 5 6 7 8 9
Engine output kW 1500 1980 2310 2640 2970
Speed rpm 720
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 256 330 385 440 495
Charge air cooler; cooling water HT kW 466 594 675 750 820
Charge air cooler; cooling water LT kW 178 216 242 268 297
Lube oil (L.O.) cooler kW 224 279 325 372 418
Heat radiation engine kW 63 83 97 111 125
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 58 58 58 58 58
LT circuit (lube oil + charge air cooler LT stage) m3/h 58 58 58 58 58
Lube oil m3/h 64 64 92 92 92
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 16 20.2 23 25.5 28
LT water flow (at 38°C inlet) m3/h 58 58 58 58 58
Air data
Temperature of charge air at charge air cooler outlet °C 50 53 55 56 57
Air flow rate m3/h 5) 9137 12061 14071 16082 18092
kg/kWh 6.67 6.67 6.67 6.67 6.67
Charge air pressure bar 4.01
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 20414 26895 31431 35968 40504
6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 19203 25348 29572 33797 38021
Mass flow t/h 10.3 13.6 15.9 18.1 20.4
Temperature at turbine outlet °C 376 376 376 376 376
Heat content (190°C) kW 575 759 886 1012 1139
Permissible exhaust back pressure mbar < 30
Pumps
a) Engine driven pumps
HT circuit cooling water (2.5 bar) m3/h 58 58 58 58 58
LT circuit cooling water (2.5 bar) m3/h 58 58 58 58 58
Lube oil (4.5 bar) m3/h 64 64 92 92 92
b) External pumps 8)
08028-0D/H5250/94.08.12
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.06 1.40 1.63 1.87 2.10
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.51 0.67 0.79 0.90 1.01
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.06 1.40 1.63 1.87 2.10
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.5 2.9 3.3 3.8 4.3
1) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-
cal thermostat.
2) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine
regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
8) Tolerance of the pumps delivery capacities must be considered by the manufactures.
11.11 - Tier II
MAN Diesel & Turbo
1689472-9.2
Page 1 (1) List of Capacities D 10 05 0
L27/38
5L27/38: 320 kW/cyl., 750 rpm, 6-9L27/38: 330 kW/cyl., 750 rpm
Reference Condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mechanical thermostatic element 77°C to 85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
(Range of mechanical thermostatic element 29°C to 41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
(Range of mechanical thermostatic element 63°C to 72°C)
Number of Cylinders - 5 6 7 8 9
Engine output kW 1600 1980 2310 2640 2970
Speed rpm 750
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 263 330 385 440 495
Charge air cooler; cooling water HT kW 488 587 666 741 811
Charge air cooler; cooling water LT kW 194 225 252 280 307
Lube oil (L.O.) cooler kW 230 279 325 372 418
Heat radiation engine kW 67 83 97 111 125
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 69 69 69 69 69
LT circuit (lube oil + charge air cooler LT stage) m3/h 69 69 69 69 69
Lube oil m3/h 66 66 96 96 96
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 16.8 20.3 23 25.7 28.2
LT water flow (at 38°C inlet) m3/h 69 69 69 69 69
Air data
Temperature of charge air at charge air cooler outlet °C 51 53 55 56 57
Air flow rate m3/h 5) 9951 12314 14367 16419 18472
kg/kWh 6.81 6.81 6.81 6.81 6.81
Charge air pressure bar 4.04
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 21710 26895 31431 35968 40504
Exhaust gas data 6)
Volume flow (temperature turbocharger outlet) m3/h 7) 20546 25426 29664 33901 38139
Mass flow t/h 11.2 13.9 16.2 18.5 20.8
Temperature at turbine outlet °C 365 365 365 365 365
Heat content (190°C) kW 589 729 850 972 1093
Permissible exhaust back pressure mbar < 30
Pumps
a) Engine driven pumps
HT circuit cooling water (2.5 bar) m3/h 69 69 69 69 69
LT circuit cooling water (2.5 bar) m3/h 69 69 69 69 69
Lube oil (4.5 bar) m3/h 66 66 96 96 96
08028-0D/H5250/94.08.12
b) External pumps 8)
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.13 1.40 1.63 1.87 2.10
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.54 0.67 0.79 0.90 1.01
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.13 1.40 1.63 1.87 2.10
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.5 2.9 3.3 3.8 4.3
1) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-
cal thermostat.
2) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine
regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
8) Tolerance of the pumps delivery capacities must be considered by the manufactures.
11.11 - Tier II
MAN Diesel & Turbo
3700006-6.1
Page 1 (1) List of Capacities D 10 05 0
L27/38
6-9L27/38: 350 kW/cyl., 720 rpm, MGO
Reference Condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mechanical thermostatic element 77°C to 85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
(Range of mechanical thermostatic element 29°C to 41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
(Range of mechanical thermostatic element 63°C to 72°C)
Number of Cylinders - 6 7 8 9
Engine output kW 2100 2450 2800 3150
Speed rpm 720
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 315 368 421 473
Charge air cooler; cooling water HT kW 668 784 903 1022
Charge air cooler; cooling water LT kW 175 200 224 247
Lube oil (L.O.) cooler kW 282 329 376 423
Heat radiation engine kW 70 81 93 104
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 58 58 58 58
LT circuit (lube oil + charge air cooler LT stage) m3/h 58 58 58 58
Lube oil m3/h 64 92 92 92
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 21.5 24.8 28.1 31.4
LT water flow (at 38°C inlet) m3/h 58 58 58 58
Air data
Temperature of charge air at charge air cooler outlet °C 50 53 55 56
Air flow rate m3/h 5) 12792 14924 17056 19188
kg/kWh 6.67 6.67 6.67 6.67
Charge air pressure bar 4.01
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 22682 26247 30135 33699
6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 27381 31944 36508 41071
Mass flow t/h 14.4 16.8 19.2 21.6
Temperature at turbine outlet °C 388 388 388 388
Heat content (190°C) kW 857 1000 1143 1285
Permissible exhaust back pressure mbar < 30
Pumps
a) Engine driven pumps
HT circuit cooling water (2.5 bar) m3/h 58 58 58 58
LT circuit cooling water (2.5 bar) m3/h 58 58 58 58
Lube oil (4.5 bar) m3/h 64 92 92 92
b) External pumps 8)
08028-0D/H5250/94.08.12
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.48 1.73 1.98 2.23
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.71 0.83 0.95 1.07
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.48 1.73 1.98 2.23
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.9 3.3 3.8 4.3
1) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-
cal thermostat.
2) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine
regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
8) Tolerance of the pumps delivery capacities must be considered by the manufactures.
11.11 - Tier II
MAN Diesel & Turbo
3700007-8.1
Page 1 (1) List of Capacities D 10 05 0
L27/38
6-9L27/38: 350 kW/cyl., 750 rpm, MGO
Reference Condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mechanical thermostatic element 77°C to 85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
(Range of mechanical thermostatic element 29°C to 41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
(Range of mechanical thermostatic element 63°C to 72°C)
Number of Cylinders - 6 7 8 9
Engine output kW 2100 2450 2800 3150
Speed rpm 750
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 315 368 421 473
Charge air cooler; cooling water HT kW 679 797 916 1037
Charge air cooler; cooling water LT kW 181 208 234 258
Lube oil (L.O.) cooler kW 282 329 376 423
Heat radiation engine kW 70 81 93 104
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 69 69 69 69
LT circuit (lube oil + charge air cooler LT stage) m3/h 69 69 69 69
Lube oil m3/h 66 96 96 96
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 21.9 25.4 28.9 32.2
LT water flow (at 38°C inlet) m3/h 69 69 69 69
Air data
Temperature of charge air at charge air cooler outlet °C 55 55 55 55
Air flow rate m3/h 5) 13003 15170 17338 19505
kg/kWh 6.78 6.78 6.78 6.78
Charge air pressure bar 4.09
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 22682 26247 30135 33699
6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 27567 32161 36756 41350
Mass flow t/h 14.7 17.1 19.5 22.0
Temperature at turbine outlet °C 382 382 382 382
Heat content (190°C) kW 844 985 1126 1266
Permissible exhaust back pressure mbar < 30
Pumps
a) Engine driven pumps
HT circuit cooling water (2.5 bar) m3/h 69 69 69 69
LT circuit cooling water (2.5 bar) m3/h 69 69 69 69
Lube oil (4.5 bar) m3/h 66 96 96 96
b) External pumps 8)
08028-0D/H5250/94.08.12
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.48 1.73 1.98 2.23
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.71 0.83 0.95 1.07
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.48 1.73 1.98 2.23
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.9 3.3 3.8 4.3
1) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-
cal thermostat.
2) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine
regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
8) Tolerance of the pumps delivery capacities must be considered by the manufactures.
11.11 - Tier II
MAN Diesel & Turbo
1609510-3.5
Page 1 (1) Description of Sound Measurements D 10 25 0
General
Definitions Standards
Sound Pressure Level: LP = 20 x log P/P0 [dB] Determination of Sound Power from Sound Pressure
measurements will normally be carried out
where P is the RMS value of sound pressure in according to:
pascals, and P0 is 20 µPa for measurement in air.
ISO 3744 (Measuring method, instruments,
Sound Power Level: LW = 10 x log P/P0 [dB] background noise, no of microphone positions etc)
and ISO 3746 (Accuracy due to criterion for suitability
where P is the RMS value of sound power in watts, of test environment, K2>2 dB)
and P0 is 1 pW.
Measuring
Sound Power are normally determined from Sound position
Pressure measurements. ISO 45635
07.01
MAN Diesel & Turbo
1655210-7.2
Page 1 (2) Exhaust gas components D 10 28 0
General
The exhaust gas is composed of numerous constit- For the typical exhaust gas composition of a MAN
uents which are formed either from the combustion Diesel & Turbo four-stroke engine without any ex-
air, the fuel and lube oil used or which are chemi- haust gas treatment devices, please see tab. 1.
cal reaction products formed during the combustion
process. Only some of these are to be considered
as harmful substances.
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.
8)
Pure soot, without ash or any other particle-borne constituents.
10.40 - ESO
MAN Diesel & Turbo
1655210-7.2
D 10 28 0 Exhaust Gas Components Page 2 (2)
General
Carbon dioxide (CO2) is a product of combustion of Carbon monoxide (CO) is formed during incom-
all fossil fuels. plete combustion.
Among all internal combustion engines the diesel In MAN Diesel & Turbo four-stroke diesel engines,
engine has the lowest specific CO2 emission based optimisation of mixture formation and turbocharg-
on the same fuel quality, due to its superior effi- ing process successfully reduces the CO content
ciency. of the exhaust gas to a very low level.
Sulphur oxides (SOx) are formed by the combustion The hydrocarbons (HC) contained in the exhaust
of the sulphur contained in the fuel. gas are composed of a multitude of various organic
compounds as a result of incomplete combustion.
Among all propulsion systems the diesel process Due to the efficient combustion process, the HC
results in the lowest specific SOx emission based content of exhaust gas of MAN Diesel & Turbo four-
on the same fuel quality, due to its superior effi- stroke diesel engines is at a very low level.
ciency.
Particulate Matter PM
Nitrogen oxides NOx (NO + NO2)
Particulate matter (PM) consists of soot (elemental
The high temperatures prevailing in the combustion carbon) and ash.
chamber of an internal combustion engine causes
the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and
oxygen (contained in the combustion air) to nitro-
gen oxides (NOx).
10.40 - ESO
MAN Diesel & Turbo
1689475-4.0
Page 1 (1) NOx Emission D 10 28 0
L27/38
Note!
The engine´s certification for compliance with the NOx limits will be carried out during factory acceptance test, FAT as
a single or a group certification.
08028-0D/H5250/94.08.12
10.10 - Tier II
MAN Diesel
1687148-5.1
Page 1 (1) Moment of Inertia D 10 30 0
L27/38
GenSet
Eng. type Moments of inertia Flywheel
n = 750 rpm
n = 720 rpm
*) Required moment of inertia after flywheel are based on use of the most common flywheel for each number
af cylinders.
Following flywheels are available: J = 403 kgm²
J = 570 kgm²
J = 801 kgm²
09.23
MAN Diesel & Turbo
1699985-1.1
Page 1 (1) "Green Passport" D 10 33 0
General
11.08
Basic Diesel Engine
B 10
MAN Diesel & Turbo
1689467-1.0
Page 1 (3) Power, Outputs, Speed B 10 01 1
L27/38
Engine Ratings
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temperature upstream charge air cooler Tcr K/°C 298/25
Table 2 Standard reference conditions.
10.11 - Tier II
MAN Diesel & Turbo
1689467-1.0
B 10 01 1 Power, Outputs, Speed Page 2 (3)
L27/38
Available Outputs
at maximum torque 1)
Remarks
PApplication
POperating: Available output under local conditions and Dependend on local conditions or special applica-
dependent on application. tion demands a further load reduction of PApplication, ISO
might be needed.
08028-0D/H5250/94.08.12
10.11 - Tier II
MAN Diesel & Turbo
1689467-1.0
Page 3 (3) Power, Outputs, Speed B 10 01 1
L27/38
2. De-rating due to ambient conditions and ne- O = (PExhaust after Turbine[mbar] – 30mbar) x 0.25K/mbar
gative intake pressure before compressor or
exhaust gas back pressure after turbocharger with O ≥ 0
10.11 - Tier II
MAN Diesel
1689477-8.0
Page 1 (7) General Description B 10 01 1
L27/38
General Base Frame
The engine is a turbocharged, single-acting four- The engine and alternator are mounted on a rigid
stroke diesel engine of the trunk piston type with a base frame. The alternator is considered as an in-
cylinder bore of 270 mm and a stroke of 380 mm. tegral part during engine design. The base frame,
The crankshaft speed is 720 or 750 rpm. which is flexibly mounted, acts as a lubricating oil
reservoir for the engine.
The engine can be delivered as an in-line engine
with 5 to 9 cylinders.
Cylinder Liner
For easy maintenance the cylinder unit consists of:
the cylinder head, water jacket, cylinder liner, piston The cylinder liner is made of special centrifugal cast
and connecting rod which can be removed as com- iron and fitted in a bore in the engine frame. The
plete assemblies with possibility for maintenance liner is clamped by the cylinder head and rests by
by recycling. This allows shoreside reconditioning its flange on the water jacket.
work which normally yields a longer time between
major overhauls.
Engine Frame
10.12 - Tier II
MAN Diesel
1689477-8.0
B 10 01 1 General Description Page 2 (7)
L27/38
The liner can thus expand freely downwards when
heated during the running of the engine. The liner
is of the flange type and the height of the flange is
identical with the water cooled area which gives a
uniform temperature pattern over the entire liner sur-
face. The lower part of the liner is uncooled to secure
a sufficient margin for cold corrosion in the bottom
end. There is no water in the crankcase area.
Cylinder Head
10.12 - Tier II
MAN Diesel
1689477-8.0
Page 3 (7) General Description B 10 01 1
L27/38
The cylinder head is equipped with replaceable valve The shielding tube also acts as a drain channel in
seat rings. The exhaust valve seat rings are water order to ensure any leakage from the fuel valve and
cooled in order to assure low valve temperatures. the high pressure pipe will be drained off.
The seat rings are made of heat-resistant steel. The The complete injection equipment including injection
seating surfaces are hardened in order to minimize pumps and high pressure pipes is well enclosed
wear and prevent dent marks. behind removable covers.
Drive of the push rod for the inlet and exhaust valves The piston, which is oil-cooled and of the composite
is from the camshaft via inlet and exhaust rocking type, has a body made of nodular cast iron and a
levers supported on a joint pillow, with the cam move- crown made of forged deformation resistant steel. It
ments being transmitted via a follower. is fitted with 2 compression rings and 1 oil scraper
ring in hardened ring grooves.
The push rod movement is in the cylinder head
transmitted to short rockers, and from these to a By the use of compression rings with different barrel-
guided, spring-loaded yoke. This yoke operates two shaped profiles and chrome-plated running surfaces,
equal valves each. the piston ring pack is optimized for maximum sealing
effect and minimum wear rate.
The pillow supporting the rocking levers (the rocking-
lever casing) is bolted to the cylinder head. The piston has a cooling oil space close to the piston
crown and the piston ring zone. The heat transfer,
Bearing bushes, ball pans and yokes are lubricated and thus the cooling effect, is based on the shaker
by means of a fitting in the pillow. effect arising during the piston movement. The cool-
ing medium is oil from the engine's lubricating oil
system.
Fuel Injection System
Fig 4 Piston
10.12 - Tier II
MAN Diesel
1689477-8.0
B 10 01 1 General Description Page 4 (7)
L27/38
Oil is supplied to the cooling oil space through chan- The bearing caps and bearing blocks are bolted
nels from the oil grooves in the piston pin bosses. Oil together by waisted bolts.
is drained from the cooling oil space through ducts
situated diametrically to the inlet channels.
Crankshaft and Main Bearings
The piston pin is fully floating and kept in position in
the axial direction by two circlips. The crankshaft, which is a one-piece forging with
hardened bearing surfaces to achieve better wear
resistance, is suspended in underslung bearings.
Connecting Rod The main bearings are of the trimetal type, which
are coated with a running layer. To attain a suitable
The connecting rod is of the marine head type. bearing pressure and vibration level the crankshaft is
provided with counterweights, which are attached to
The joint is above the connecting rod bearing. This the crankshaft by means of two hydraulic screws.
means that the big-end bearing must not be opened
when pulling the piston. This is of advantage for the At the flywheel end the crankshaft is fitted with a
operational safety (no positional changes/no new gear wheel which, through two intermediate wheels,
adaption), and this solution also reduces the height drives the camshafts.
dimension required for piston assembly / removal.
Also fitted here is a coupling flange for the connec-
Connecting rod and bearing body consist of CrMo tion of an alternator. At the opposite end (front end)
steel. They are die-forged products. there is a gear wheel connection for lube oil and
water pumps.
The bearing shells are identical to those of the crank-
shaft bearing. Thin-walled bearing shells having an
AISn running layer are used.
08028-0D/H5250/94.08.12
10.12 - Tier II
MAN Diesel
1689477-8.0
Page 5 (7) General Description B 10 01 1
L27/38
Lubricating oil for the main bearings is supplied Both camshafts are designed as cylinder sections
through holes drilled in the engine frame. From and bearing sections in such a way that disassembly
the main bearings the oil passes through bores in of single cylinder sections is possible through the
the crankshaft to the big-end bearings and thence side openings in the crankcase.
through channels in the connecting rods to lubricate
the piston pins and cool the pistons. The two camshafts and the governor are driven by
the main gear train which is located at the flywheel
end of the engine. They rotate with a speed which
Camshaft and Camshaft Drive is half that of the crankshaft.
The inlet and exhaust valves as well as the fuel pumps The camshafts are located in bearing bushes which
of the engine are actuated by two camshafts. are fitted in bores in the engine frame; each bearing
is replaceable and locked in position in the engine
Due to the two-camshaft design an optimal adjust- frame by means of a locking screw.
ment of the gas exchange is possible without inter-
rupting the fuel injection timing. It is also possible The gear wheel for driving the camshaft as well as
to adjust the fuel injection without interrupting the a gear wheel connection for the governor drive are
gas exchange. screwed on to the aftmost section.
The two camshafts are located in the engine frame. The lubricating oil pipes for the gear wheels are
On the exhaust side, in a very high position, the valve equipped with nozzles which are adjusted to apply
camshaft is located to allow a short and stiff valve the oil at the points where the gear wheels are in
train and to reduce moving masses. mesh.
10.12 - Tier II
MAN Diesel
1689477-8.0
B 10 01 1 General Description Page 6 (7)
L27/38
the engine room through the air filters. the engine in case of a power failure.
10.12 - Tier II
MAN Diesel
1689477-8.0
Page 7 (7) General Description B 10 01 1
L27/38
The lubricating oil pump is of the helical gear type. Cooling Water System
A pressure control valve is built into the system. The
pressure control valve reduces the pressure before The cooling water system consists of a low tempe-
the filter with a signal taken after the filter to ensure rature system and a high temperature system.
constant oil pressure with dirty filters.
Both the low and the high temperature systems are
The pump draws the oil from the sump in the base cooled by fresh water.
frame, and on the pressure side the oil passes through
the lubricating oil cooler and the full-flow depth filter Only a one string cooling water system to the engine
with a nominel fineness of 15 microns. Both the oil is required.
pump, oil cooler and the oil filter are placed in the
front end box. The system can also be equipped with The water in the low temperature system passes
a centrifugal filter. through the low temperature circulating pump which
drives the water through the second stage of the
Cooling is carried out by the low temperature cooling charge air cooler and then through the lubricating
water system and temperature regulation effected by oil cooler before it leaves the engine together with
a thermostatic 3-way valve on the oil side. the high temperature water.
The engine is as standard equipped with an electri- The high temperature cooling water system passes
cally-driven prelubricating pump. through the high temperature circulating pump and
then through the first stage of the charge air cooler
before it enters the cooling water jacket and the cyl-
inder head. Then the water leaves the engine with
the low temperature water.
Tools
Turning
10.12 - Tier II
MAN Diesel
1665740-7.3
Page 1 (1) Cross Section B 10 01 1
L27/38
08028-0D/H5250/94.08.12
09.26
MAN Diesel & Turbo
1689493-3.0
Page 1 (1) Dimensions and Weights B 10 01 1
L27/38
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2900 mm. (without gallery) and 3100 mm. (with gallery)
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
1679708-8.1
Page 1 (1) Centre of Gravity B 10 01 1
L27/38
Engine Type X - mm Y - mm Z - mm
00.33
MAN Diesel
1665719-4.3
Page 1 (1) Material Specification B 10 01 1
L27/38
Components Material
09.23
MAN Diesel
1665770-6.6
Page 1 (4) Overhaul Areas B 10 01 1
L27/38
Normal dismantling:
Cylinder Unit 4201 4791
Low dismantling:
Cover and liner separate 3891 -
08028-0D/H5250/94.08.12
Dismantling Height
07.05
MAN Diesel
1665770-6.6
B 10 01 1 Overhaul Areas Page 2 (4)
L27/38
1706
4201
3991*
C
L - Crankshaft
530
07.05
MAN Diesel
1665770-6.6
Page 3 (4) Overhaul Areas B 10 01 1
L27/38
3 2 1
3891
3739
3601
3539
C
L - Crankshaft
530
07.05
MAN Diesel
1665770-6.6
B 10 01 1 Overhaul Areas Page 4 (4)
L27/38
Dismantling Space
08028-0D/H5250/94.08.12
Fig 2 Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.
07.05
MAN Diesel & Turbo
1607566-7.2
Page 1 (1) Engine Rotation Clockwise B 10 11 1
General
Engine
Alternator
10.39
Fuel Oil System
B 11
MAN Diesel & Turbo
1665730-0.4
Page 1 (2) Internal Fuel Oil System B 11 00 0
L27/38
Flywheel end
Cyl. 1
High pressure
pipe
Injection
pump
PI PT
40 40
TI TE
40 40
LAH
42 Drain box incl.
fuel leakage alarm
Running-in
filter
A1 A3 A2
The internal built-on fuel oil system as shown in fig. is important to remove the filter again when the
1 consists of the following parts: extern fuel oil system is considered to be clean for
any impurities.
– the running-in filter
– the high-pressure injection equipment
– the waste oil system Fuel Injection Equipment
02.10
MAN Diesel & Turbo
1665730-0.4
B 11 00 0 Internal Fuel Oil System Page 2 (2)
L27/38
The injection equipment and the distribution supply Waste Oil System
pipes are housed in a fully enclosed compartment
thus minimizing heat losses from the preheated fuel. Waste and leak oil from the compartments, fuel valves
This arrangement reduces external surface tempera- and fuel pumps is led to a fuel leakage alarm unit.
tures and the risk of fire caused by fuel leakage.
The alarm unit consists of a box with a float switch
The injection pump unit are with integrated roller for level monitoring. In case of a larger than normal
guide directly above the camshaft. leakage, the float switch will initiate an alarm. The
supply fuel oil to the engine is led through the unit in
The fuel quantity injected into each cylinder unit is order to keep this heated up, thereby ensuring free
adjusted by means of the governor, which maintains drainage passage even for high-viscous waste/leak
the engine speed at the preset value by a continuous oil.
positioning of the fuel pump racks, via a common
regulating shaft and spring-loaded linkages for each
pump. Data
The injection valve is for "deep" building-in to the For pump capacities, see D 10 05 0 "List of Capa-
centre of the cylinder head. cities".
The injection oil is supplied from the injection pump Set points and operating levels for temperature and
to the injection valve via a double-walled pressure pressure are stated in B 19 00 0 "Operating Data
pipe installed in a bore in the cylinder head. and Set Points".
08028-0D/H5250/94.08.12
02.10
MAN Diesel & Turbo
10.40 - NG
1655209-7.11
Page 1 (3)
Fig 1 Fuel oil diagram.
Deck From
centrifuges
Automatic
de-aerating valve
Temperature
feeler
V1
DIESELswitch
V2 Cooling
A1 medium
inlet
A2 * A3
Diesel oil
cooler
Main engine
V1
Pressure control
V2 valve, 5-6 bar
A1
A2 * A3
L16/24, L21/31,
Preheater Supply pumps
Circulating pumps
L27/38
B 11 00 0
Diesel oil
Heavy fuel oil
Heated pipe with insulation Steam Condensat
inlet outlet
MAN Diesel & Turbo
1655209-7.11
B 11 00 0 Fuel Oil Diagram Page 2 (3)
L16/24, L21/31,
L27/38
Uni-Fuel GenSets with a common rail fuel system require an
automatic filter with a fineness of max. 10 microns
The fuel system on page 1 is designed as a uni-fuel (sphere passing mesh), which needs to be installed
system indicating that the propulsion engine and in the feeder circle.
the GenSets are running on the same fuel oil and
are fed from the common fuel system. The uni-fuel It is possible, however not our standard/recommen-
concept is a unique possibility for substantial sav- dation, to install a common fuel oil safety duplex
ings in operating costs. It is also the simplest fuel filter and a common MDO filter for the entire GenSet
system, resulting in lower maintenance and easier plant. In this case it must be ensured that the fuel
operation. The diagram on page 1 is a guidance. It oil system fulfils the classification rules and protects
has to be adapted in each case to the actual engine the engines from impurities.
and pipe layout.
Note: a filter surface load of 1 l/cm² per hour must
not be exceeded!
Fuel Feed System
The venting pipe is connected to the service tank
The common fuel feed system is a pressurised sys- via an automatic deaeration valve that will release
tem, consisting of HFO supply pumps, HFO circulat- any gases present. To ensure ample filling of the
ing pumps, pre-heater, diesel cooler, DIESELswitch fuel injection pumps the capacity of the electri-
and equipment for controlling the viscosity, (e.g. a cally driven circulating pumps must be three times
viscorator). The fuel oil is led from the service tank to higher the amount of fuel consumed by the diesel
one of the electrically driven supply pumps. It delivers engine at 100% load. The surplus amount of fuel
the fuel oil with a pressure of approximately 4 bar oil is re-circulated in the engine and back through
to the low-pressure side of the fuel oil system thus the venting pipe. To have a constant fuel pressure
avoiding boiling of the fuel in the venting pipe. From to the fuel injection pumps during all engine loads a
the low-pressure part of the fuel system the fuel oil is spring-loaded overflow valve is inserted in the fuel
led to one of the electrically driven circulating pumps system. The circulating pump pressure should be as
which pumps the fuel oil through a pre-heater to the specified in "B 19 00 0, Operating Data & Set Points"
engines. For the propulsion engine please see the which provides a pressure margin against gasification
specific plant specifications. The internal fuel system and cavitation in the fuel system even at a tempera-
for the GenSets is shown in B 11 00 0 "Internal Fuel ture of 150°C. The circulating pumps will always be
Oil System". running; even if the propulsion engine and one or
several of the GenSets are stopped. Circulation of
To safeguard the injection system components on heated heavy fuel oil through the fuel system on the
the propulsion engine is it recommended to install a engine(s) keep them ready to start with preheated
safety duplex filter with a fineness of max. 50 microns fuel injection pumps and the fuel valves de-aerated.
(sphere passing mesh) as close as possible to the
propulsion engine.
GenSets with conventional fuel injection system must
have safety duplex filters with a fineness of max. 34
microns (sphere passing mesh) installed as close
as possible to each GenSet as shown in the fuel oil
diagram. GenSets with a common rail fuel system
require a safety duplex filter with a fineness of max.
25 microns (sphere passing mesh).
10.40 - NG
MAN Diesel & Turbo
1655209-7.11
Page 3 (3) Fuel Oil Diagram B 11 00 0
L16/24, L21/31,
L27/38
MDO Operation Emergency Start
The MDO to the GenSets can also be supplied via Further, MDO must be available in emergency
a separate pipeline from the service tank through a situations. If a blackout occurs, the GenSets can be
MDO booster pump.The capacity of the MDO booster started up on MDO in two ways:
pump must be three times higher the amount of MDO
consumed by the diesel engines at 100% load. The • MDO to be supplied from the MDO booster
system is designed in such a way that the fuel type pump which can be driven pneumatically or
for the GenSets can be changed independent of the electrically. If the pump is driven electrically, it
fuel supply to the propulsion engine. As an option the must be connected to the emergency switch-
GenSet plant can be delivered with the fuel changing board.
system consisting of a set of remotely controlled,
pneumatically actuated 3-way fuel changing valves • Agravitytank(100-200litres)canbearranged
“V1-V2” for each GenSet and a fuel changing valve above the GenSet. With no pumps available, it
control box common for all GenSets. A separate is possible to start up the GenSet if a gravity
fuel changing system for each GenSet gives the tank is installed minimum 8 metres above the
advantage of individually choosing MDO or HFO GenSet. However, only if the changeover valve
mode. Such a changeover may be necessary if the “V1-V2” is placed as near as possible to the
GenSets have to be: GenSet.
• stoppedforaprolongedperiod
• incaseofablackout/emergencystart
10.40 - NG
MAN Diesel & Turbo
1693520-5.9
Page 1 (10) Specification for Heavy Fuel Oil (HFO) B 11 00 0
General
Heavy Fuel Oil (HFO) Even if the fuel characteristics listed in the table
entitled "The fuel specification and correspond-
Origin/refinery process ing characteristics for heavy fuel oil" satisfy the
above requirements, this information may still not
The quality of the heavy fuel oil largely depends be enough to determine the ignition and combus-
on the quality of the crude oil and also the refining tion characteristics, and also stability, of the fuel.
process used. This is why the properties of heavy This means that the operating performance of the
fuel oils with the same viscosity can vary consider- engine may depend on characteristics that are not
ably depending on the bunker positions. Heavy fuel defined in the specification. This particularly ap-
oil is normally a mixture of residual oil and distil- plies for the tendency of the oil to form deposits in
lates. The components of the mixture are normally the combustion chamber, fuel injection system, gas
obtained from modern refinery processes, such as channels and exhaust gas system. A number of
Catcracker or Visbreaker. These processes can ad- fuels have a tendency towards incompatibility with
versely affect the stability of the fuel as well as its lubricating oil which leads to deposits being formed
ignition and combustion properties. The processing in the fuel delivery pump that can block the pumps.
of the heavy fuel oil and the operating result of the It may therefore be necessary to avoid using spe-
engine also depend heavily on these factors. cific potentially problematic fuels.
General
If engine oils (old lubricating oil, ULO – used lubri- The addition of chemical waste products (solvents,
cating oil) are added to fuel, this does pose particu- for example) to the fuel is prohibited for environ-
lar danger as the additives in the lubricating oil act mental protection reasons according to the reso-
as emulsifiers that cause dirt, water and catfines to lution of the IMO Marine Environment Protection
be transported as fine suspension. They therefore Committee passed on 1st January 1992.
prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience Leak oil collector
of other manufacturers), this can severely damage
the engine and turbocharger components. Leak oil collectors that act as receptacles for leak
oil, and also return and overflow pipes in the lube
oil system, must not be connected to the fuel tank.
Leak oil pipes should be emptied in sludge tanks.
Category ISO-F-
Test method
Characteristic Unit Limit RMA RMB RMD RME RMG RMK
reference
10 30 80 180 180 380 500 700 380 500 700
Kinematic viscosity
mm2/s max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104
at 50° C
ISO 3675 or
Density at 15° C kg/m3 max. 920.0 960.0 975.0 991.0 991.0 1010.0
ISO 8217-2010 specification for heavy fuel oil
ISO 12185
CCAI
– max. 850 860 860 860 870 870
Hydrogen sulide
mg/kg max. 2.00 2.00 2.00 2.00 2.00 2.00 IP 570
mg
Acid number max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g
Total sediment aged
mass % max. 0.10 0.10 0.10 0.10 0.10 0.10 ISO 10307-2
Carbon residue:
mass % max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method
Pour point winter quality °C max. 0 0 30 30 30 30 ISO 3016
(upper) summer quality °C max. 6 6 30 30 30 30 ISO 3016
volume
Water max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733
%
Ash
mass% max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245
IP 501, IP 470
Vanadium mg/kg max. 50 150 150 150 350 450
or ISO 14597
IP 501
Sodium mg/kg max. 50 100 100 50 100 100
IP 470
Aluminium plus silicon IP 501, IP 470
mg/kg max. 25 40 40 50 60 60
or ISO 10478
Used lubricating oils (ULO): The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the IP 501 or
B 11 00 0
General
calcium and zinc; or mg/kg – following conditions is met: IP 470
calcium and phosphorus calcium > 30 and zinc > 15; or calcium > 30 and phosphorus > 15 IP 500
General
The purpose of the following information is to show Whether or not problems occur when the engine is
the relationship between the quality of heavy fuel in operation depends on how carefully the heavy
oil, heavy fuel oil processing, the engine operation fuel oil has been processed. Particular care should
and operating results more clearly. be taken to ensure that highly-abrasive inorganic
foreign matter (catalyst particles, rust, sand) are
Selection of heavy fuel oil effectively removed. It has been shown in practise
that wear as a result of abrasion in the engine in-
Economic operation with heavy fuel oil within the creases considerably if the aluminium and silicium
limit values specified in the table entitled "The fuel content is higher than 15 mg/kg.
specification and corresponding properties for
heavy fuel oil" is possible under normal operating Viscosity and density influence the cleaning effect.
conditions, provided the system is working properly This must be taken into account when designing
and regular maintenance is carried out. If these re- and making adjustments to the cleaning system.
quirements are not satisfied, shorter maintenance
intervals, higher wear and a greater need for spare Settling tank
parts is to be expected. The required maintenance
intervals and operating results determine which The heavy fuel oil is precleaned in the settling tank.
quality of heavy fuel oil should be used. The longer the fuel remains in the tank and the
lower the viscosity of the heavy fuel oil is, the more
It is an established fact that the price advantage effective the precleaning process will be (maximum
decreases as viscosity increases. It is therefore not preheating temperature of 75 °C to prevent the for-
always economical to use the fuel with the highest mation of asphalt in the heavy fuel oil). A settling
viscosity as in many cases the quality of this fuel tank is sufficient for heavy fuel oils with a viscosity
will not be the best. of less than 380 mm2/s at 50 °C. If the heavy fuel
oil has a high concentration of foreign matter or if
Viscosity/injection viscosity fuels in accordance with ISO-F-RM, G/H/K380 or
H/K700 are to be used, two settling tanks will be
Heavy fuel oils with a high viscosity may be of an required one of which must be sized for 24-hour
inferior quality. The maximum permissible viscos- operation. Before the content is moved to the ser-
ity depends on the preheating system installed and vice tank, water and sludge must be drained from
the capacity (flow rate) of the separator. the settling tank.
1693520-5.9
Page 5 (10) Specification for Heavy Fuel Oil (HFO) B 11 00 0
General
Table "Achievable proportion of foreign matter and The manufacturer's specifications must be com-
water (following separation)" shows the prereq- plied with to maximise the cleaning effect.
uisites that must be met by the separator. These
limit values are used by manufacturers as the basis
for dimensioning the separator and ensure compli-
ance.
1 separator for
100% flow rate
The separators must be arranged according to the If processing is carried out in accordance with the
manufacturers' current recommendations (Alpha- MAN Diesel & Turbo specifications and the correct
Laval and Westfalia). The density and viscosity of separators are chosen, it may be assumed that the
the heavy fuel oil in particular must be taken into results stated in the table entitled "Achievable pro-
account. If separators by other manufacturers are portion of foreign matter and water" for inorganic
used, MAN Diesel & Turbo should be consulted. foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
General
The sludge containing water must be removed from Homogeniser
the settling tank before the separation process
starts, and must also be removed from the service If a homogeniser is used, it must never be installed
tank at regular intervals. The tank's ventilation sys- between the settling tank and separator as other-
tem must be designed in such a way that conden- wise it will not be possible to ensure satisfactory
sate cannot flow back into the tank. separation of harmful contaminants, particularly
seawater.
Vanadium/Sodium
Flash point (ASTM D 93)
If the vanadium/sodium ratio is unfavourable, the
melting point of the heavy fuel oil ash may fall in National and international transportation and stor-
the operating area of the exhaust-gas valve which age regulations governing the use of fuels must be
can lead to high-temperature corrosion. Most of the complied with in relation to the flash point. In gen-
water and water-soluble sodium compounds it con- eral, a flash point of above 60 °C is prescribed for
tains can be removed by precleaning the heavy fuel diesel engine fuels.
oil in the settling tank and in the separators.
Low temperature behaviour (ASTM D 97)
The risk of high-temperature corrosion is low if the
sodium content is one third of the vanadium con- The pour point is the temperature at which the fuel
tent or less. It must also be ensured that sodium is no longer flowable (pumpable). As the pour point
does not enter the engine in the form of seawater of many low-viscosity heavy fuel oils is higher than
in the intake air. 0 °C, the bunker facility must be preheated, unless
fuel in accordance with RMA or RMB is used. The
If the sodium content is higher than 100 mg/kg, this entire bunker facility must be designed in such a
is likely to result in a higher quantity of salt depos- way that the heavy fuel oil can be preheated to
its in the combustion chamber and exhaust-gas around 10 °C above the pour point.
system. This will impair the function of the engine
(including the suction function of the turbocharger). Pumping characteristics
Under certain conditions, high-temperature corro- If the viscosity of the fuel is higher than 1000 mm2/s
sion can be prevented byusing a fuel additive that (cST), or the temperature is not at least 10 °C
increases the melting point of the heavy fuel oil above the pour point, pump problems will occur.
ash(also see "Additives for heavy fuel oils”). For more information, also refer to “Low-tempera-
ture behaviour(ASTM D 97)”.
Ash
1693520-5.9
Page 7 (10) Specification for Heavy Fuel Oil (HFO) B 11 00 0
General
Combustion properties The ignition quality is one of the most important
properties of the fuel. This value does not appear
If the proportion of asphalt is more than two thirds of in the international specifications because a stan-
the coke residue (Conradson), combustion may be dardised testing method has only recently become
delayed which in turn may increase the formation of available and not enough experience has been
combustion residues, leading to such as deposits gathered at this point in order to determine limit
on and in the injection nozzles, large amounts of values. The parameters, such as the calculated
smoke, low output, increased fuel consumption and carbon aromaticity index (CCAI), are therefore aids
a rapid rise in ignition pressure as well as combus- that are derived from quantifiable fuel properties.
tion close to the cylinder wall (thermal overloading We have established that this method is suitable for
of lubricating oil film). If the ratio of asphalt to coke determining the approximate ignition quality of the
residues reaches the limit 0.66, and if the asphalt heavy fuel oil used.
content exceeds 8%, the risk of deposits forming
in the combustion chamber and injection system is A testing instrument has been developed based on
higher. These problems can also occur when using the constant volume combustion method (fuel com-
unstable heavy fuel oils, or if incompatible heavy bustion analyser FCA) and is currently being tested
fuel oils are mixed. This would lead to an increased by a series of testing laboratories.
deposition of asphalt (see "Compatibility”). The instrument measures the ignition delay to de-
termine the ignition quality of a fuel and this mea-
Ignition quality surement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been estab-
Nowadays, to achieve the prescribed reference vis- lished that in some cases heavy fuel oils with a low
cosity, cracking-process products are used as the FIA cetane number or ECN number can cause op-
low viscosity ingredients of heavy fuel oils although erating problems.
the ignition characteristics of these oils may also
be poor. The cetane number of these compounds As the liquid components of the heavy fuel oil deci-
should be < 35. If the proportion of aromatic hy- sively influence the ignition quality, flow properties
dro-carbons is high (more than 35 %), this also ad- and combustion quality, the bunker operator is re-
versely affects the ignition quality. sponsible for ensuring that the quality of heavy fuel
oil delivered is suitable for the diesel engine. (Also
The ignition delay in heavy fuel oils with poor igni- see illustration entitled "Nomogram for determining
tion characteristics is longer and combustion is also the CCAI – assigning the CCAI ranges to engine
delayed which can lead to thermal overloading of types").
the oil film at the cylinder liner and also high cylin-
der pressures. The ignition delay and accompany-
ing increase in pressure in the cylinder are also in-
fluenced by the end temperature and compression
pressure, i.e. by the compression ratio, the charge-
air pressure and charge-air temperature.
General
1
16/24 32/44CR
20/27 40/54
21/31 48/60
V D CCAI 23/30 48/60B
1 800 800 27/38 48/60CR
28/32 51/60DF
32/40 58/64
820
810
840
820
2
860
830
3 880 A
840
4 900
5 850
920
940 860
10
960 870
20 2 B
980 880
30
50 1000 890
100 1020
900
200
1040
910 C
700
1000
920
5000
930
20000
50000
Figure 4 Nomogram for the determination the CCAI assigning the CCAI ranges to engine types
1693520-5.9
Page 9 (10) Specification for Heavy Fuel Oil (HFO) B 11 00 0
General
Sulphuric acid corrosion The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating hand- Additives that are currently used for diesel engines,
book for the relevant load. If the temperature of the as well as their probable effects on the engine's op-
components that are exposed to acidic combustion eration, are summarised in the table below "Addi-
products is below the acid dew point, acid corro- tives for heavy fuel oils – classification/effects" .
sion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
• Dispersing agent/stabilisers
Precombustion
The BN values specified are sufficient, providing • Emulsion breakers
additives
the quality of lubricating oil and engine's cooling • Biocides
system satisfy the requirements.
Combustion • Combustion catalysts (fuel
additives savings, emissions)
Compatibility
• Ash modiiers (hot corrosion)
Postcombustion
The supplier must guarantee that the heavy fuel oil additives • Soot removers (exhaust gas
is homogeneous and remains stable, even after the system)
standard storage period. If different bunker oils are Table 3 Additives to heavy fuel oils Classiication/
mixed, this can lead to separation and the asso- effects
ciated sludge formation in the fuel system during
which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and
a large amount of residue as a result of combus- Heavy fuel oils with low sulphur content
tion.
From the point of view of an engine manufacturer, a
This is due to incompatibility or instability of the oils. lower limit for the sulphur content of heavy fuel oils
As much of the heavy fuel oil in the storage tank as does not exist. We have not identified any problems
possible should therefore be removed before bun- with the low-sulphur heavy fuel oils currently avail-
kering again to prevent incompatibility. able on the market that can be traced back to their
sulphur content. This situation may change in future
Blending the heavy fuel oil if new methods are used for the production of low-
sulphur heavy fuel oil (desulphurisation, new blend-
If heavy fuel oil for the main engine is blended with ing components). MAN Diesel & Turbo will monitor
gas oil (MGO) to obtain the required quality or vis- developments and inform its customers if required.
cosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibil- If the engine is not always operated with low-sul-
ity"). phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
Additives for heavy fuel oils be selected.
General
1699891-5.3
Page 1 (2)
Specification for Marine Diesel Oil (MDO) B 11 00 0
General
Marine diesel oil (MDO) is supplied as heavy distil- The properties are essentially defined using the
late (designation ISO-F-DMB) exclusively for ma- ISO 8217-2010 standard as the basis. The proper-
rine applications. MDO is manufactured from crude ties have been specified using the stated test pro-
oil and must be free of organic acids and non-min- cedures.
eral oil products.
1699891-5.3
B 11 00 0 Specification for Marine Diesel Oil (MDO) Page 2 (2)
General
The lubricity of diesel fuel is normally sufficient. The We recommend the installation of a separator up-
desulphurisation of diesel fuels can reduce their lu- stream of the fuel filter. Separation temperature 40
bricity. If the sulphur content is extremely low (<500 – 50°C. Most solid particles (sand, rust and cata-
ppm or 0.05%), the lubricity may no longer be suf- lyst particles) and water can be removed, and the
ficient. Before using diesel fuels with low sulphur cleaning intervals of the filter elements can be ex-
content, you should therefore ensure that their lu- tended considerably.
bricity is sufficient. This is the case if the lubricity as
specified in ISO 12156-1 does not exceed 520 µm. Danger!
Improper handling of fuels
The fuel must be free of lubricating oil (ULO – used
lubricating oil, old oil). Fuel is considered as con- If fuels are improperly handled, this can pose a
taminated with lubricating oil when the following danger to health, safety and the environment. The
concentrations occur: relevant safety information by the fuel supplier must
be observed.
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and
P > 15 ppm.
Analyses
The pour point specifies the temperature at which
the oil no longer flows. The lowest temperature We can analyse fuel for customers at our labora-
of the fuel in the system should be roughly 10 °C tory. A 0.5 l sample is required for the test.
above the pour point to ensure that the required
pumping characteristics are maintained.
1699892-7.3
Page 1 (2)
Specification for Gas Oil / Diesel Oil (MGO) B 11 00 0
General
Gas oil is a crude oil medium distillate and must The DIN EN 590 and ISO 8217-2010 (Class DMA
therefore not contain any residual materials. or Class DMZ) standards have been extensively
used as the basis when defining these properties.
The properties correspond to the test procedures
stated.
* The process for determining the ilterability in accordance with DIN EN 116 is similar to the process for determining the cloud point
in accordance with ISO 3015
1699892-7.3
B 11 00 0 Specification for Gas Oil / Diesel Oil (MGO) Page 2 (2)
General
Use of diesel oil The lubricity of diesel fuel is normally sufficient. The
desulphurisation of diesel fuels can reduce their lu-
If distillate intended for use as heating oil is used bricity. If the sulphur content is extremely low (<500
with stationary engines instead of diesel oil (EL ppm or 0.05%), the lubricity may no longer be suf-
heating oil according to DIN 51603 or Fuel No. 1 ficient. Before using diesel fuels with low sulphur
or no. 2 according to ASTM D 396), the ignition content, you should therefore ensure that their lu-
behaviour, stability and behaviour at low tempera- bricity is sufficient. This is the case if the lubricity as
tures must be ensured; in other words the require- specified in ISO 12156-1 does not exceed 520 µm.
ments for the filterability and cetane number must
be satisfied. You can ensure that these conditions will be met by
using motor vehicle diesel fuel in accordance with
Viscosity EN 590 as this characteristic value is an integral
part of the specification.
To ensure sufficient lubrication, a minimum viscosi-
ty must be ensured at the fuel pump. The maximum
temperature required to ensure that a viscosity of Danger!
more than 1.9 mm2/s is maintained upstream of the Improper handling of fuels
fuel pump depends on the viscosity of the fuel. In
any case the temperature of the fuel upstream of If fuels are improperly handled, this can pose a
the injection pump must not exceed 45 °C. danger to health, safety and the environment. The
relevant safety information by the fuel supplier must
be observed.
Analyses
1689482-5.0
Page 1 (2)
Specification for Biofuel B 11 00 0
General
Biofuel Provision
1689482-5.0
B 11 00 0 Specification for Biofuel Page 2 (2)
General
3700063-9.0
Page 1 (2) Explanatory notes for biofuel B 11 00 0
General
For example: • Fuel cooler for circulation fuel oil feeding part
=> to be modified.
• Biodiesel (FAME) In this circuit a temperature above pour point of
the biofuel is needed without overheating of the
Esterified biofuel is comparable to MDO (ISO-F-DMB/ supply pumps.
ISO-F-DMC), therefore standard layout of fuel oil
system for MDO-operation to be used. • Sensor pipes to be isolated or heated and located
near to main pipes.
Categori 2 - not transesterified biofuel and pour
point below 20° C • To prevent injection nozzles from clogging indi-
cator filter size 0.010 mm has to be used instead
For example: of 0.034 mm.
• Palm oil
• Stearin
• Animal fat
• Frying fat
11.01
MAN Diesel & Turbo
3700063-9.0
B 11 00 0 Explanatory notes for biofuel Page 2 (2)
General
• Injection pumps with special coating and with • Depending on the quality of the biofuel, it may
sealing oil system. be necessary to carry out one oil change per
year (this is not taken into account in the details
• Fuel pipes and leak fuel pipes must be equipped concerning lubricating oil consumption).
with heattracing (not to be applied for biofuel
category 1). Heattracing to be applied for biofuel • An addition to the fuel oil consumption is ne-
category 2 outside covers of injection pump area cessary:
and for biofuel category 3 also inside injection
pump area. 2 g/kWh addition to fuel oil consumption (see
chapter fuel oil consumption)
• Inlet valve lubrication (L32/40)
• Engine operation with fuels of low calorific value
• Nozzle cooling to be appied for biofuel category like biofuel, requires an output reduction:
2 and 3. (L32/40)
• LCV ≥ 38 MJ/kg Power reduction 0%
• Charge air temperature before cylinder 55° C to
minimize ignition delay. • LCV ≥ 36 MJ/kg Power reduction 5%
11.01
MAN Diesel
1699893-9.3
Page 1 (2)
Viscosity- Temperature (VT) Diagram of Fuel Oil B 11 00 0
General
08028-0D/H5250/94.08.12
1699893-9.2
B 11 00 0 Viscosity- Temperature (VT) Diagram of Fuel Oil Page 2 (2)
General
Explanations of viscosity-temperature diagram The heavy fuel oil lines between the outlet of the
last preheating system and the injection valve
In the diagram, the fuel temperatures are shown on must be suitably insulated to limit the maximum
the horizontal axis and the viscosity is shown on drop in temperature to 4 °C. This is the only way
the vertical axis. to achieve the necessary injection viscosity of 14
mm2/s for heavy fuel oils with a reference viscos-
The diagonal lines correspond to viscosity-temper- ity of 700 mm2/s at 50 °C (the maximum viscosity
ature curves of fuels with different reference vis- as defined in the international specifications such
cosities. The vertical viscosity axis in mm2/s (cSt) as ISO CIMAC or British Standard). If a heavy fuel
applies for 40, 50 or 100 °C. oil with a low reference viscosity is used, the injec-
tion viscosity should ideally be 12 mm2/s in order
Determining the viscosity-temperature curve to achieve more effective atomisation and therefore
and the required preheating temperature reduce the combustion residue.
Example: Heavy fuel oil with 180 mm2/s at 50° C. The delivery pump must be designed for heavy fuel
oil with a viscosity of up to 1 000 mm2/s. The pour
point also determines whether the pump is capable
Required temperature of of transporting the heavy fuel oil. The bunker facility
Prescribed injection
heavy fuel oil at engine must be designed so as to allow the heavy fuel oil
viscosity in mm2/s
inlet* in °C
to be heated up to roughly 10 °C above the pour
≥ 12 126 (line c) point.
≤ 14 119 (line d)
Table 1 Determining the viscosity-temperature curve and the Notice!
required preheating temperature Viscosity
* With these igures, the temperature drop between the last
The viscosity of gas oil or diesel oil (marine die-
preheating device and the fuel injection pump is not taken
into account. sel oil) upstream of the engine must be at least 1.9
mm2/s. If the viscosity is too low, this may cause
seizing of the pump plunger or nozzle needle
valves as a result of insufficient lubrication.
A heavy fuel oil with a viscosity of 180 mm2/s at 50
°C can reach a viscosity of 1000 mm2/s at 24 °C This can be avoided by monitoring the tempera-
(line e) – this is the maximum permissible viscosity ture of the fuel. Although the maximum permissible
of fuel that the pump can still deliver. temperature depends on the viscosity of the fuel, it
must never exceed the following values:
A heavy fuel oil discharge temperature of 152 °C
is reached when using a state-of-the-art final pre- • 45 °C at the most with MGO (DMA) and MDO
heating device with 8 bar saturated steam. At high (DMB) and
temperatures there is a risk of residues forming in • 60 °C at the most with MDO (DMC).
the preheating system – this leads to a reduction
08028-0D/H5250/94.08.12
in heating output and thermal overloading of the A fuel cooler must therefore be installed.
heavy fuel oil. Asphalt is also formed in this case,
i.e. quality deterioration. With fuel viscosities of < 2 cSt at 40 °C consult the
MAN Diesel SE technical service in Holeby.
General
Exhaust emissions from marine diesel engines have Low sulphur distillates
been the focus of recent legislation. Apart from nitrous
oxides (NOx), sulphur oxides (SOx) are considered In general our GenSet is developed for continuous
to be the most important pollution factor. A range of operation on HFO as well as on MDO/MGO. Occa-
new regulations have been implemented and others sionally changes in operation mode between HFO
will follow (IMO, EU Directive, and CARB). These and MDO/MGO are considered to be within normal
regulations demand reduction of SOx emissions operation procedures for our engine types and do
by restricting the sulphur content of the fuel. That is thus not require special precautions.
to say sulphur limits for HFO as well as mandatory
use of low sulphur distillate fuels for particular ap- Running on low sulphur fuel (< 0.1% S) will not cause
plications. This guideline covers the engine related problems, but please notice the following restrictions:
aspects of the use of such fuels.
In order to avoid seizure of the fuel oil injection pump
Low sulphur HFO components the viscosity at engine fuel oil inlet must
be > 2.0 cSt. In order achieve this it may be necessary
From an engine manufacturer’s point of view there to install a fuel oil cooler, when the engine is running
is no lower limit for the sulphur content of HFO. We on MGO. This is both to ensure correct viscosity and
have not experienced any trouble with the currently avoid heating up the service tank, which is important
available low sulphur HFO, that are related to the as the fuel oil injection pumps are cooled by the fuel.
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are applied When operating on MDO/MGO a larger leak oil
for the production of low sulphur HFO (desulphuriza- amount from fuel oil injection pumps and fuel oil
tion, uncommon blending components). MAN Diesel injection valves can be expected compared to op-
& Turbo will monitor developments and inform our eration on HFO.
customers if necessary.
In order to carry out a quick change between HFO
If the engine is not operated permanently on low and MDO/MGO the change over should be carried
sulphur HFO, then the lubricating oil should be se- out by means of the valve V1-V2 installed in front
lected according to the highest sulphur content of of the engine.
the fuels in operation.
For the selection of the lubricating oil the same ap-
plies as for HFO. For temporary operation on distillate
fuels including low sulphur distillates nothing has to
be considered. A lubricating oil suitable for operation
on diesel fuel should only be selected if a distillate
fuel is used continuously.
10.16
MAN Diesel
1624473-6.1
Page 1 (2) Calculation of Fuel Consumption at Site B 11 01 0
General
50 40 30 20 10 0 Air temperature ˚C
Water temp. inlet charge air cooler
60
50
˚C
40
30
20
1.00
1.01
Fuel consumption factor
1.02
1.03
1.04
0m
(Extrapolation allowed)
1m
11
m
m
m
00
00
00
00
00
20
50
08028-0D/H5250/94.08.12
Fig 1 Nomogram for adaption of fuel consumption to the conditions at site of diesel engines.
Should the conditions at site differ from the reference β = Fuel consumption factor according to the above
conditions for the fuel consumption rates, the fuel diagram (β = 1 ; β > 1)
consumption is calculated according to the formula.
br = Specific fuel consumption of the engine at site
bx = br x β rating according to ISO conditions, see page
B 11 01 0 "Specific Fuel Oil Consump-tion
SFOC".
10.19
MAN Diesel
1624473-6.1
B 11 01 0 Calculation of Fuel Consumption at Site Page 2 (2)
General
Example for L28/32H px = Air pressure to be considered (bar), (site
altitude or - in case of matched turbocharger
Conditions: design - substitute altitude)
Air temperature 39 (°C) In accordance with ISO 3046-1:2002, clause 10, item
Water temperature inlet 10.4 the adaption of fuel oil consumption is based
charge air cooler 30 (°C) on the following formula:
Site altitude 1000 m
Heavy fuel operation β =
1 x attached lub. oil pump 1 + 0.0006 (tx - 25) + 0.0007 (tcx - 25) + 0.07 (1.0 - px)
1 x attached water pump
Note: β ≥ 1.
β = 1.019
Note: the nomogram on fig 1 - in accordance with Engines with Attached Pumps:
ISO 3046/1 paragraph 11 item 2 - is based on the
following formula: The fuel consumption rates have to be increased by a
factor p depending on the type and number of pumps.
β =
1 + 0.0006 (tx - tr) + 0.0007 (tcx - tcr) + 0.07 (pr - px) This correction factor is given in the following table.
tr = Standard reference air temperature (°C). bx = Fuel consumption for engines with attached
pumps.
tx = Air temperature being considered (°C).
b = Fuel consumption being considered (without
tcr = Standard reference charge air cooling water attached pumps).
temperature (°C).
p = Correction factors for attached pumps. See
tcx = Water temperature inlet charge air cooler being page B 11 01 0 "Specific Fuel Oil Consump-
considered (°C). tion SFOC"
1000 0.899 0.888 0.877 0.866 0.856 0.846 0.835 0.825 0.815 0.805
2000 0.795 0.785 0.775 0.766 0.756 0.747 0.737 0.728 0.719 0.710
3000 0.701 0.692 0.683 0.675 0.666 0.658 0.649 0.641 0.633 0.624
4000 0.616 0.608 0.600 0.593 0.585 0.577 0.570 0.562 0.555 0.547
Fig 2.
10.19
MAN Diesel & Turbo
L27/38
10.38 - Tier II
MAN Diesel & Turbo
L27/38
ISO reference conditions (according to ISO 3046-1: 2002; ISO 15550 :2002)
Intake air temperature Tr °C 25
Barometric pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temp. bef. charge air cooler Tcr °C 25
Net calorific value LCV KJ/kg 42,700
Table 5 ISO reference conditions.
10.38 - Tier II
MAN Diesel & Turbo
1679744-6.4
Page 1 (1) Fuel Oil Safety Filter E 11 08 1
General
10.41 - ny
MAN Diesel & Turbo
1689458-7.2
Page 1 (3) MDO / MGO Cooler E 11 06 1
General
In order to ensure a satisfactory hydrodynamic oil film We recommend that the actual pump maker is con-
between fuel injection pump plunger/barrel, thereby tacted for advice.
avoiding fuel injection pump seizures/sticking, MAN
Diesel recommends to keep a fuel oil viscosity at Installation of MDO/MGO Cooler or MDO/
minimum 2.0 cSt measured at the engine inlet. This MGO Cooler & Chiller
limit has been used over the years with good results
and gives the required safety margin against fuel To be able to maintain the required viscosity at the
injection pump seizures. engine inlet, it is necessary to install a MDO/MGO
cooler in the fuel system (MDO/MGO cooler installed
For some MGO´s viscosities below 2.0 cSt may be just before the engine).
reached at temperatures above 35°C. As the fuel
temperature increases during operation, it is impos- The advantage of installing the MDO/MGO cooler just
sible to maintain this low temperature at the engine before the engine is that it is possible to optimise the
inlet without a MDO/MGO cooler. viscosity regulation at the engine inlet. However, the
viscosity may drop below 2.0 cSt at the circulating
In the worst case, a temperature of 60-65°C at the and other pumps in the fuel system.
engine inlet can be expected corresponding to a
viscosity far below 2.0 cSt. The consequence may The MDO/MGO cooler can also be installed before
be sticking fuel injection pumps or nozzle needles. the circulating pumps. The advantage in this case
is that the viscosity regulation may be optimised for
Also most pumps in the external system (supply both the engine and the circulating pumps.
pumps, circulating pumps, transfer pumps and feed
pumps for the separator) already installed in existing
vessels, need viscosities above 2.0 cSt to function
properly.
140
1.5 cSt
NOT GOOD
120 Fuel below 2cSt
MAN Diesel does not recommend to operate the 2.0 cSt
engine on fuel with viscosities lower than 2 cSt
100
DEPENDING ON INSTALLATION 3.0 cSt
Fuel viscosity 2-3 cSt
80 MAN Diesel strongly recommends to make start checks
prior to port operation
4.0 cSt
5.0 cSt
60
0
1 2 3 4 5 6 7 8
Viscosity (cSt)
11.01
MAN Diesel & Turbo
1689458-7.2
E 11 06 1 MDO / MGO Cooler Page 2 (3)
General
It is not advisable to install the MDO/MGO cooler - The temperature of the cooling medium inlet to
just after the engine or after the Diesel oil service the MDO/MGO cooler depends on the desired
tank as this will complicate viscosity control at the fuel temperature to keep a minimum viscosity
engine inlet. In case the MDO/MGO cooler is installed of 2.0 cSt
after the service tank, the supply pumps will have
to handle the pressure drop across the MDO/MGO - The flow of the cooling medium inlet to the
cooler which cannot be recommended. MDO/MGO cooler depends on the flow on the
fuel oil side and how much the fuel has to be
The cooling medium used for the MDO/MGO cooler cooled
is preferably fresh water from the central cooling
water system. The frictional heat from the fuel injection pumps, which
has to be removed, appears from the table below.
Seawater can be used as an alternative to fresh
water, but the possible risk of MDO/MGO leaking
into the sea water and the related pollution of the Engine type kW/cyl.
ocean, must be supervised.
L16/24 0.5
The horizontal axis shows the bunkered fuel visco- L21/31 1.0
sity in cSt at 40°C, which should be informed in the L27/38 1.5
bunker analysis report.
L32/40 2.0
If the temperature of the MGO is below the upper blue L32/40CR 3.0
curve at engine inlet, the viscosity is above 2.0 cSt. L23/30H 0.75
The black thick line shows the viscosity at reference L28/32H 1.0
condition (40°C) according to ISO8217, marine
distillates. V28/32S 1.0
11.01
MAN Diesel & Turbo
1689458-7.2
Page 3 (3) MDO / MGO Cooler E 11 06 1
General
Chilling unit
Compressor
Water pump unit
Pressurised Diesel oil cooler unit
expansion
tank
Water Diesel oil
Condenser cooler cooler
Water
tank
Pump
Fig 2 Chiller.
11.01
MAN Diesel
1624467-7.3
Page 1 (2) HFO/MDO Changing Valves (V1 and V2) E 11 10 1
General
The flexibility of the system makes it possible, if Electrical power supply to the valve control box is 3 x
necessary, to operate the GenSets on either diesel 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz, depending on
oil or heavy fuel oil, individually by means of the L- the plant specification, and is established in form of
bored 3-way valves “V1-V2”. a single cable connection from the switchboard.
Filter PI Filter PI
Valve Valve
control box control box
Due to a built-in transformer, the power supply vol- Furthermore the 24 V DC pilot voltage is used for
tage will be converted to a 24 V DC pilot voltage for operating the fuel changing valves with a electric/
serving the relays, contactors, and indication lamps. pneumatically operated actuator of the simplex type
with spring return.
10.04
MAN Diesel
1624467-7.3
E 11 10 1 HFO/MDO Changing Valves (V1 and V2) Page 2 (2)
General
The mode of valve operation is: In the event of a black-out, or other situations resulting
HFO-position: Energized in dead voltage potential, will the remote controlled
MDO-position: De-energized and interconnected 3-way valves at each GenSet be
de-energized and automatically change over to the
MDO/MGO-position, due to the built-in return spring
The internal piping on the GenSets will then, within
a few seconds, be flushed with MDO/MGO and be
ready for start up.
08028-0D/H5250/94.08.12
10.04
Lubrication Oil System
B 12
MAN Diesel
1665732-4.9
Page 1 (3) Internal Lubricating Oil System B 12 00 0
L27/38
* For external pipe connection, please see Crank- The approximate quantities of oil necessary for a
case Ventilation, B 12 00 0. new engine, before starting up are given in the ta-
ble, see "B 12 01 1 Lubricating Oil in Base Frame"
(max. litre H3)
General
08028-0D/H5250/94.08.12
09.40
MAN Diesel
1665732-4.9
B 12 00 0 Internal Lubricating Oil System Page 2 (3)
L27/38
Lubricating Oil Consumption ad 2) Lubricating oil for the main bearings is sup-plied
through holes in the engine frame. From the main
The lubricating oil consumption, see "Specific Lubri- bearings it passes through bores in the crankshaft
cating Oil Consumption - SLOC, B 12 15 0 / 504.07" to the connecting rod big-end bearings.
It should, however, be observed that during the The connecting rods have bored channels for sup-
running-in period the lubricating oil consumption ply of oil from the big-end bearings to the small-end
may exceed the values stated. bearings, which has an inner circumferential groove,
and a bore for distribution of oil to the piston.
Quality of Oil From the front main bearings channels are bored in
the crankshaft for lubricating of the damper.
Only HD lubricating oil (Detergent Lubricating Oil)
should be used, characteristics are stated in "Lubri- ad 3) The lubricating oil pipes for the camshaft drive
cating Oil Specification B 12 15 0". gear wheels are equipped with nozzles which are
adjusted to apply the oil at the points where the
gear-wheels are in mesh.
System Flow
ad 4) The lubricating oil pipe for the gear wheels for
The lubricating oil pump draws oil from the oil sump the governor drive are adjusted to apply the oil at
and presses the oil through the cooler and filter to the points where the gear wheels are in mesh.
the main lubricating oil bore, from where the oil is
distributed to the various lubricating points. From the ad 5) The lubricating oil to the rocker arms is led
lubricating points the oil returns by gravity to the oil through bores in the engine frame to each cylinder
sump.The oil pressure is controlled by an adjustable head. The oil continuous through bores in the cylin-
spring-loaded relief valve built in the system. der head and rocker arm to the movable parts to be
lubricated at the rocker arm and valve bridge.
The main groups of components to be lubricated are:
ad 6) Through a bores in the frame lubricating oil is
1 – Turbocharger led to camshafts bearings.
2 – Main bearings, big-end bearing etc.
3 – Camshaft drive
4 – Governor drive Lubricating Oil Pump
5 – Rocker arms
6 – Camshaft The lubricating oil pump, which is of the gear wheel
type, is mounted on the front-end box of the engine
ad 1) The turbocharger is an integrated part of the and is driven by the crankshaft.
lubricating oil system, thus allowing continuous
priming and lubrication when engine is running. For
priming and during operation the turbocharger is Lubricating Oil Cooler
08028-0D/H5250/94.08.12
09.40
MAN Diesel
1665732-4.9
Page 3 (3) Internal Lubricating Oil System B 12 00 0
L27/38
The lubricating oil filter is of the duplex paper car- The oil level is automatically monitored by level
tridge type. It is a depth filter with a nominel fineness switches giving alarm if the level is out of range.
of 10-15 microns, and a safety filter with a fineness
of 60 microns.
Optionals
As standard the engine is equipped with an electric- Branches for centrifugal by-pass filter is standard.
driven pre-lubricating pump mounted parallel to the
main pump. The pump is arranged for automatic
operation, ensuring stand-still of the pre-lubricating Data
pump when the engine is running, and running during
engine stand-still in stand-by position by the engine For heat dissipation and pump capacities, see D 10
control system. 05 0 "List of Capacities".
09.40
MAN Diesel & Turbo
1699270-8.1
Page 1 (1) Crankcase Ventilation B 12 00 0
General
10.51
MAN Diesel
1655289-8.8
Page 1 (1) Prelubricating Pump B 12 07 0
General
The engine is as standard equipped with an electric The automatic control of prelubricating must be
driven pump for prelubricating before starting. made by the customer or can be ordered from MAN
B&W, Holeby.
The pump is self-priming.
The voltage for the automatic control must be sup-
The engine must always be prelubricated 2 minutes plied from the emergency switchboard in order to
prior to start if the automatic continuous prelubricat- secure post- and prelubrication in case of a critical
ing has been switched off. situation. The engines can be restarted within 20
min. after prelubrication have failed.
Make: IMO
L16/24 5-6-7-8-9 Type: 2.2 2820 0.55 6.8 1.5
ACD025N6 IRBP
Make:
L21/31 5-6-7-8-9 Type: 6.82 2900 3.0 47.0 6.3
R35/40 FL-Z-DB-SO
Make: WP
L27/38 5-6-7-8-9 Type: 6.82 2900 3.0 47.0 6.3
R35/40 FL-Z-DB-SO
Make: IMO
L16/24 5-6-7-8-9 Type: 2.6 3360 0.75 7.2 1.6
ACD025N6 IRBP
Make:
08028-0D/H5250/94.08.12
Make: WP
L27/38 5-6-7-8-9 Type: 8.19 3480 3.45 46.0 5.9
R35/40 FL-Z-DB-SO
04.46 - NG
MAN Diesel & Turbo
The ash must be soft. If this prerequisite is not met, The lubricating oil must not contain viscosity index
it is likely the rate of deposition in the combustion improver. Fresh oil must not contain water or other
chamber will be higher, particularly at the exhaust contaminants.
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and Lubricating Oil Selection
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners.
Engine SAE Class
Additives must not increase the rate at which the 16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF 40
filter elements in the active or used condition are
blocked. Table 2 Viscosity (SAE class) of lubricating oils
Washing ability
The washing ability must be high enough to prevent Neutralisation properties (BN)
the accumulation of tar and coke residue as a result
of fuel combustion. The lubricating oil must not ab- Lubricating oils with medium alkalinity and a range
sorb the deposits produced by the fuel. of neutralisation capabilities (BN) are available on
the market. According to current knowledge, a re-
Dispersibility lationship can be established between the antici-
pated operating conditions and the BN number as
The selected dispersibility must be such that com- shown in the table entitled "Base number to be
mercially-available lubricating oil cleaning systems used for various operating conditions". However,
can remove harmful contaminants from the oil the operating results are still the overriding factor in
used, i.e. the oil must possess good filtering prop- determining which BN number produces the most
erties and separability. efficient engine operation.
Neutralisation capability
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating
30 conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64
and 51/60DF with exclusive HFO operation only with sulphur content < 1.5 %.
With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-
sponding requirements in relation to the oil service life and washing ability exist. In general
40
16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
50 insuficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3 Base number to be used for various operating conditions
To comply with the emissions regulations, the sul- Multigrade oil 5W40 should ideally be used in me-
phur content of fuels used nowadays varies. Fuels chanical-hydraulic controllers with a separate oil
with a low-sulphur content must be used in environ- sump. If this oil is not available when filling, 15W40
mentally-sensitive areas (SECA). Fuels with a high oil can be used instead in exceptional cases. In this
sulphur content may be used outside SECA zones. case, it makes no difference whether synthetic or
In this case, the BN number of the lubricating oil se- mineral-based oils are used.
lected must satisfy the requirements for operation
using fuel with a high-sulphur content. A lubricating The military specification for these oils is O-236.
oil with low BN number may only be selected if fuel
with a low-sulphur content is used exclusively dur- Lubricating oil additives
ing operation.
However, the results obtained in practise that dem- The use of other additives with the lubricating oil, or
onstrate the most efficient engine operation are the the mixing of different brands (oils by different man-
factor that ultimately decides which additive fraction ufacturers), is not permitted as this may impair the
is permitted. performance of the existing additives which have
been carefully harmonised with each another and
Cylinder lubricating oil also specifically tailored to the base oil.
In engines with separate cylinder lubrication, the Selection of lubricating oils / warranty
pistons and cylinder liners are supplied with lubri-
cating oil via a separate lubricating oil pump. The The majority of mineral oil companies are in close
quantity of lubricating oil is set at the factory ac- regular contact with engine manufacturers and can
cording to the quality of the fuel to be used and the therefore provide information on which oil in their
anticipated operating conditions. specific product range has been approved by the
engine manufacturer for the particular application.
Use a lubricating oil for the cylinder and lubricating Irrespective of the above, lubricating oil manufac-
circuit as specified above. turers are liable in any case for the quality and char-
acteristics of their products. If you have any ques-
tions, we will be happy to provide you with further
information.
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
20 30 40 50
BP Energol ICHFX 204 Energol ICHFX 304 Energol ICHFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
Table 5 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo fourstroke engines.
The base oil to which the additives have been add- The lubricating oil must not contain viscosity index
ed (doped lubricating oil) must have the following improver. Fresh oil must not contain water or other
properties: contaminants.
Evaporation tendency
Multigrade oil 5W40 should ideally be used in me- There are no prescribed oil change intervals for
chanical-hydraulic controllers with a separate oil MAN medium speed engines. The oil properties
sump. If this oil is not available when filling, 15W40 must be regularly analysed. The oil can be used
oil can be used instead in exceptional cases. In this for as long as the oil properties remain within the
case, it makes no difference whether synthetic or defined limit values (see table entitled "Limit val-
mineral-based oils are used. ues for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance
The military specification for these oils is O-236. schedule). The quality of the oil can only be main-
tained if it is cleaned using suitable equipment (e.g.
Experience with the L27/38 engine has shown that a separator or filter).
the operating temperature of the Woodward con-
troller OG10MAS and corresponding actuator for Temporary operation with gas oil
UG 723+ can be higher than 93 °C. In these cases
we recommend using a synthetic oil such as Cas- Due to current and future emission regulations,
trol Alphasyn HG150. Engines supplied after March heavy fuel oil cannot be used in designated regions.
2005 are already filled with this oil. Low-sulphur diesel fuel must be used in these re-
gions instead.
Lubricating oil additives
If the engine is operated with low-sulphur diesel
The use of other additives with the lubricating oil, or fuel for less than 1000 h, a lubricating oil which is
the mixing of different brands (oils by different man- suitable for HFO operation (BN 30 – 55 mg KOH/g)
ufacturers), is not permitted as this may impair the can be used during this period.
performance of the existing additives which have
been carefully harmonised with each another and If the engine is operated provisionally with low-sul-
also specifically tailored to the base oil. phur diesel fuel for more than 1000 h and is sub-
sequently operated once again with HFO, a lubri-
Selection of lubricating oils / warranty cating oil with a BN of 20 must be used. If the BN
20 lubricating oil by the same manufacturer as the
The majority of mineral oil companies are in close lubricating oil used for HFO operation with higher
regular contact with engine manufacturers and can BN (40 or 50), an oil change will not be required
therefore provide information on which oil in their when effecting the changeover. It will be sufficient
specific product range has been approved by the to use BN 20 oil when replenishing the used lubri-
engine manufacturer for the particular application. cating oil.
Irrespective of the above, lubricating oil manufac-
turers are liable in any case for the quality and char- If you wish to operate the engine with HFO once
acteristics of their products. If you have any ques- again, it will be necessary to change over in good
tions, we will be happy to provide you with further time to a lubricating oil with a higher BN (30 – 55).
information. If the lubricating oil with higher BN is by the same
manufacturer as the BN20 lubricating oil, the
changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
BN (30 – 55) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
HFO operation.
1)
If marine diesel oil with a low quality (ISO-F-DMC) is used,
a base number (BN) of roughly 20 should be used.
2)
with a sulphur content of less than 1%
1607584-6.9
Page 1 (1) Specific Lubricating Oil Consumption - SLOC B 12 15 0
General
Please note that only maximum continuous rating The engine maximum continuous design rating (PMCR)
(PMCR (kW)) should be used in order to evaluate the must always be used in order to be able to compare
SLOC, see the description 504.07. the individual measurements, and the running hours
since the last lubricating oil adding must be used in
Please note, during engine running-in the SLOC the calculation. Due to inaccuracy *) at adding
may exceed the values stated. lubricating oil, the SLOC can only be evaluated after
1,000 running hours or more, where only the average
The following formula is used to calculate the SLOC: values of a number of lubricating oil addings are
representative.
SLOC [g/kWh] =
Note *)
(lubricating oil added [dm3]) * ρlubricating oil [kg/m3] A deviation of ± 1 mm with the dipstick measurement
run.hrs period * PMCR [kW] must be expected, witch corresponds uptill ± 0.1
g/kWh, depending on the engine type.
The lubricating oil density, ρ @ 15°C must be known
08028-0D/H5250/94.08.12
05.49
MAN Diesel
1643494-3.7
Page 1 (2) Treatment of Lubricating Oil B 12 15 0
General
Operation on Heavy Fuel Oil (HFO) The following values for "n" are recommended:
HFO operating engines requires effective lubricating n = 5 for HFO operating (residual)
oil cleaning. In order to secure a safe operation it is n = 4 for MDO operating
necessary to use a supplement cleaning equipment n = 3 for distillate fuel
together with the built on full flow depth filter. For
this purpose a centifugal unit, a decanter unit or an Example: for 1000 kW engine operating on HFO,
automatic by-pass filter can be used. self-cleaning separator with a daily effective separat-
ing period of 23 hours:
Continuous lubricating oil cleaning during engine
operation is necessary. Q = 1000 x 1.36 x 5 = 295 l/h
23
The centrifugal unit, decanter unit and the automatic
by-pass filter capacity to be adjusted according to
makers resommendations. Separator Installation
Normally, it is recommended to use a self-cleaning With multi-engine plants, one separator per engine in
filtration unit in order to optimize the cleaning period operation is recommended, but if only one separator
and thus also optimize the size of the filtration unit. is in operation, the following lay-outs can be used.
Separators for manual cleaning can be used when A common separator can be installed, possibly with
the reduced effective cleaning time is taken into con- one in reserve for operation of all engines through
sideration by dimensioning the separator capacity. a pipe system, which can be carried out in various
ways. Fig. 1 and 2 show a principle lay-out for a single
plant and a multi-plant.
The required Flow
08028-0D/H5250/94.08.12
Q = P x 1.36 x n
t
Fig 1 Principle lay-out for direct separating on a single plant.
07.32
MAN Diesel
1643494-3.7
B 12 15 0 Treatment of Lubricating Oil Page 2 (2)
General
Eng. No 1 5° slope
Oil level in
base frame
Venting
hole
Eng. No 2
To/from lubricating
oil separator Separator
unit
Eng. No 3 Overflow
tank
Fig 2 Principle lay-out for direct separating on a multi plant. Fig 3 Principle lay-out for overflow system.
The aim is to ensure that the separator is only con- Overflow System
nected with one engine at a time. This to ensure
that there is no suction and discharging from one As an alternative to the direct separating an overflow
engine to another. system can be used (see fig. 3).
NB! Min. 5° slope at the drain pipe.
To provide the above-mentioned it is recommended
that inlet and outlet valves are connected, so that
they can only be changed-over simultaneously. By-pass Centrifugal Filter
With only one engine in operation there are no prob- The Holeby GenSets can be delivered with built-on
lems with separating, but if several engines are in by-pass centrifugal filters.
operation for some time it is recommended to split
up the time so that there is separation on all engines,
which are operating in turns. By-pass Depth Filter
The capacity of the separator has to correspond When dimensioning the by-pass depth filter the sup-
with the separating of oil on the single engine n plier’s recommendations are to be followed.
08028-0D/H5250/94.08.12
07.32
MAN Diesel & Turbo
1609533-1.7
Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil B 12 15 0
General
A lubricating oil replacement or an extensive lubri- Normally used to indicate fuel dilution.
cating oil cleaning is required when the MAN Diesel
exchange criteria's have been reached.
3. Water Content
Possible test
method : ASTM D-2896, ISO 3771
07.11
MAN Diesel & Turbo
1609533-1.7
B 12 15 0 Criteria for Cleaning/Exchange of Lubricating Oil Page 2 (2)
General
The neutralization capacity must secure that the acidic Unit : Weight %
combustion products, mainly sulphur originate from
the fuel oil, are neutralized at the lube oil consumption Possible test
level for the specific engine type. Gradually the BN method : ASTM D-893 procedure B in n-
will be reduced, but should reach an equilibrium. Heptane, DIN 51592
Additionally
5. Total Acid Number (TAN) test : If the level in n-Heptane insolubles
is considered high for the type of
Max. value : 3.0 acc. to fresh oil value oil and application, the test could
be followed by a supplementary
Unit : mg KOH/g determination in Toluene.
07.11
Cooling Water System
B 13
MAN Diesel & Turbo
1699896-4.1
Page 1 (8)
Specification for Engine Cooling Water B 13 00 0
General
As is also the case with the fuel and lubricating oil, The MAN Diesel water testing equipment incorpo-
the engine cooling water must be carefully select- rates devices that determine the water properties
ed, handled and checked. If this is not the case, referred to above in a straightforward manner. The
corrosion, erosion and cavitation may occur at manufacturers of rust inhibitors also supply user-
the walls of the cooling system and deposits may friendly testing equipment. For information on mo-
form. Deposits obstruct the transfer of heat and can nitoring cooling water, refer to "Cooling Water In-
cause thermal overloading of the cooled parts. The specting".
system must be treated with rust inhibitor before
bringing it into operation for the first time. The con-
centrations prescribed by the engine manufacturer Additional information
must always be observed during subsequent ope-
ration. The above especially applies if a chemical Distilate
additive is added.
If distilled water (from a fresh water generator, for
example) or fully desalinated water (from ion ex-
Requirements change or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These
Limit values waters are free of lime and salts which means that
deposits that could interfere with the transfer of heat
The properties of the untreated cooling water must to the cooling water, and therefore also reduce the
correspond to the following limit values: cooling effect, cannot form. However, these waters
are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide
Properties/ temporary corrosion protection does not form on
Properties Unit
Characteristic the walls. This is why distilled water must be hand-
Distillate or freshwater, free led particularly carefully and the concentration of
of foreign matter. the additive must be regularly checked.
The following are
Water type prohibited: Seawater, – Hardness
brackwater, river water,
brines, industrial waste
The total hardness of the water is the combined
water and rainwater
effect of the temporary and permanent hardness.
Total hardness max. 10 °dH* The proportion of calcium and magnesium salts
pH-value 6,5 - 8 – is of overriding importance. The temporary hard-
ness is determined by the carbonate content of
Chloride ion
Max. 50 mg/l** the calcium and magnesium salts. The permanent
content
hardness is determined by the amount of remain-
Table 1 Cooling water - properties to be observed
ing calcium and magnesium salts (sulphates). The
temporary (carbonate) hardness is the critical fac-
*) 1°dH (German hardness) tor that determines the extent of limescale deposits
in the cooling system.
≙ 10 mg CaO in 1 litre of water
Water with a total hardness of > 10°dGH must be
≙ 17.9 mg CaCO3/l
mixed with distilled water or softened. Subsequent
≙ 0.357 mval/l hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are
≙ 0.179 mmol/l used.
**) 1 mg/l ≙ 1 ppm
1699896-4.1
B 13 00 0 Specification for Engine Cooling Water Page 2 (8)
General
Damage in the cooling water system Protective films can be formed by treating the cool-
ing water with a chemical or an emulsifiable slush-
Corrosion ing oil.
Corrosion is an electrochemical process that can Emulsifiable slushing oils are used less and less
generally be avoided by selecting the correct water frequently as their use has been considerably re-
quality and by carefully handling the water in the stricted by environmental protection regulations
engine cooling system. and also because are rarely available from suppli-
ers for this and other reasons.
Flow cavitation
Treatment prior to initial commissioning of engine
Flow cavitation can occur in areas in which high
flow velocities and high turbulence is present. If the Treatment with a rust inhibitor should be carried out
steam pressure is reached, steam bubbles form before the engine is brought into operation for the
and subsequently collapse in high pressure zones first time to prevent irreparable initial damage.
which causes the destruction of materials in con-
stricted areas. Caution!
Treatment of the cooling water
Erosion The engine must not be brought into operation
without treating the cooling water first.
Erosion is a mechanical process accompanied by
material abrasion and the destruction of protective
films by solids that have been drawn in, particularly Additives for cooling water
in areas with high flow velocities or strong turbu-
lence. Only the additives approved by MAN Diesel and
listed in the tables under the section entitled "Ap-
Stress corrosion cracking proved cooling water additives“ may be used.
1699896-4.1
Page 3 (8)
Specification for Engine Cooling Water B 13 00 0
General
•Anti-freezeagents •Biocides
If temperatures below the freezing point of water If you cannot avoid using a biocide because the
in the engine cannot be excluded, an anti-freeze cooling water has been contaminated by bacte-
solution that also prevents corrosion must be ria, observe the following steps:
added to the cooling system or corresponding
parts. Otherwise the entire system must be heat- • Youmustensurethatthebiocidetobeusedis
ed. (Military specification: Sy-7025). suitable for the specific application.
Anti-freeze solutions are generally ethylene gly- • Biocides that cause foaming of the cooling
col-based. A suitable chemical rust inhibitor must water are not permitted.
1699896-4.1
B 13 00 0 Specification for Engine Cooling Water Page 4 (8)
General
Prerequisite for effective use of a rust inhibitor Excessively low concentrations can promote cor-
rosion and must be avoided. If the concentration is
Clean cooling system slightly above the recommended concentration this
will not result in damage. Concentrations which are
As contamination significantly reduces the effec- more than twice the recommended concentration
tiveness of the additive, the tanks, pipes, coolers should be avoided.
and other parts outside the engine must be free of
rust and other deposits before the engine is started A cooling water sample must be sent to an inde-
up for the first time and after repairs are carried out pendent laboratory or the engine manufacturer
on the pipe system. The entire system must there- every 2 – 6 months for comprehensive analysis.
fore be cleaned with the engine switched off using
a suitable cleaning agent. Emulsifiable rust inhibitors must generally be re-
placed after roughly 12 months according to the
Loose solid matter in particular must be removed supplier's instructions. When carrying this out, the
by flushing the system thoroughly as otherwise ero- entire cooling system must be flushed and, if nec-
sion may occur in locations where the flow velocity essary, cleaned. Once filled in the system the fresh
is high. water must be treated immediately.
The cleaning agents must not corrode the seals and If chemical additives or anti-freeze agents are used,
materials of the cooling system. In most cases, the the cooling water should be replaced after 3 years
supplier of the cooling water additive will be able to at the latest.
carry out this work and, if this is not possible, will
at least be able to provide suitable products to do If there is a high concentration of solids (rust) in the
this. If this work is carried out by the engine opera- system, the water must be completely replaced and
tor, he should use the services of a specialist sup- entire system carefully cleaned.
plier of cleaning agents. The cooling system must
be flushed thoroughly following cleaning. Once this Deposits in the cooling system may be caused by
has been done, the engine cooling water must be fluids that enter the cooling water, or the break up
treated immediately with a rust inhibitor. Once the of emulsion, corrosion in the system and limescale
engine has been brought back into operation, the deposits if the water is very hard. If the concentra-
cleaned system must be checked for leakages. tion of chloride ions has increased, this generally
indicates that seawater has entered the system.
•Regular checks of the cooling water condition The maximum specified concentration of 50 mg
and cooling water system chloride ions per kg must not be exceeded as oth-
Treated cooling water may become contaminated erwise the risk of corrosion is too high. If exhaust
when the engine is in operation which causes the gas enters the cooling water this can lead to a sud-
additive to loose some of its effectiveness. It is den drop in the pH value or to an increase in the
therefore advisable to regularly check the cooling sulphate content.
system and the condition of the cooling water.
Water losses must be compensated for by filling
The additive concentration must be checked at with untreated water that meets the quality require-
least once a week using the test kits specified ments specified. The concentration of the rust in-
by the manufacturer. The results must be docu- hibitor must subsequently be checked and adjusted
mented. if necessary.
1699896-4.1
Page 5 (8)
Specification for Engine Cooling Water B 13 00 0
General
Rust inhibitors contain chemical compounds that If a marine engine of type 16/24, 21/31, 23/30H,
can pose a risk to health or the environment if in- 27/38 or 28/32H uses the same cooling water sys-
correctly used. Comply with the directions in the tem as a MAN Diesel two-stroke main engine, the
manufacturer's material safety data sheets. recommendations for the cooling water of the main
engine must be observed.
Avoid prolonged direct contact with the skin. Wash
hands thoroughly after use. If larger quantities
spray and/or soak into clothing, remove and wash Analysis
clothing before wearing it again.
We analyse cooling water for our customers in our
If chemicals come into contact with your eyes, rinse chemical laboratory. A 0.5 l sample is required for
immediately with plenty of water and seek medical the test.
advice.
1699896-4.1
B 13 00 0 Specification for Engine Cooling Water Page 6 (8)
General
Drew Marine
One Drew Plaza
Liquidewt 15 l 15,000 700 1,050
Boonton
Maxigard 40 l 40,000 1,330 2,000
New Jersey 07005
USA
Wilhelmsen (Unitor)
KJEMI-Service A.S.
Rocor NB Liquid 21.5 l 21,500 2,400 3,600
P.O. Box 49
Dieselguard 4.8kg 4,800 2,400 3,600
3140 Borgheim
Norway
Nalfleet Marine
Chemicals Nalfleet EWT Liq (9-108) 3l 3,000 1,000 1,500
P.O. Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, UK
Maritech AB
P.O. Box 143
Marisol CW 12 l 12,000 2,000 3,000
29122 Kristianstad
Sweden
Uniservice
Via al Santurio di N.S. N.C.L.T. 12 l 12,000 2,000 3,000
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy
Marichem - Marigases
D.C.W.T -
64 Sfaktirias Street 48 l 48,000 2,400 –
Non-Chromate
18545 Piraeus, Greece
Vecom
Schlenzigstrasse 7
Cool treat N.C.L.T. 16 l 16,000 4,000 6,000
21107 Hamburg
Germany
1699896-4.1
Page 7 (8)
Specification for Engine Cooling Water B 13 00 0
General
Initial dosing
Manufacturer Product designation Minimum concentration
for 1000 litres
Arteco
Technologiepark
Havoline
Zwinaarde 2 75 l 7.5 %
XLI
B-9052 Gent
Belgium
Total Lubricants
WT Supra 75 l 7.5 %
Paris, France
BP Marine
Breakspear Way Diatsol M
Hemel Hempstead Fedaro M
Herts HP2 UL, UK
Castrol Int.
Pipers Way Solvex WT 3
Swindon SN3 1RE, UK
Deutsche Shell AG
Überseering 35 Oil 9156
22284 Hamburg, Germany
1699896-4.1
B 13 00 0 Specification for Engine Cooling Water Page 8 (8)
General
Minimum
Manufacturer Product designation
concentration
BASF
Glysantin G48
Carl-Bosch-Str.
Glysantin 9313
67063 Ludwigshafen,
Glysantin G 05
Rhein, Germany
Castrol Int.
Pipers Way Antifreeze NF,SF
Swindon SN3 1RE, UK
Mobil Oil AG
Steinstraße 5 Antifreeze agent 500
20095 Hamburg, Germany
Arteco, Technologiepark,
Zwijnaarde 2, Havoline XLC
B-9052 Gent, Belgium
50 %
1699897-6.1
Page 1 (2)
Cooling Water Inspecting B 13 00 0
General
Acquire and check typical values of the service me- Equipment for checking the fresh water quality
dia to prevent or limit damage.
The following equipment can be used:
The fresh water used to fill the cooling water cir-
cuits must satisfy the specifications. The cooling •MANDieselwatertestingkitorasimilartesting
water in the system must be checked regularly in kit containing all the instruments and chemicals re-
accordance with the maintenance schedule. quired to determine the water hardness, pH value
andchlorinecontent(obtainablefromMANDiesel
The following work/steps is/are necessary: orMar-TecMarine,Hamburg)
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the Equipment for testing the concentration of additives
concentration of the rust inhibitor.
When using chemical additives:
Abbreviated specification
Water type Fresh water, free of foreign matter Treated cooling water
1)
dGH = German hardness:
1°dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1 mg/l = 1 ppm
1699897-6.1
B 13 00 0 Cooling Water Inspecting Page 2 (2)
General
Abbreviated specification
The concentration should be tested every week, The concentration must be checked in accordance
and/or according to the maintenance schedule, us- with the manufacturer's instructions or the test can
ing the testing instruments, reagents and instruc- be outsourced to a suitable laboratory. If in doubt
tions of the relevant supplier . youshouldconsultMANDiesel.
1699898-8.1
Page 1 (3)
Cooling Water System, Cleaning B 13 00 0
General
Ultrasonic
Vecom 4% 12 hrs at 50 - 60 °C
Multi Cleaner
1699898-8.1
B 13 00 0 Cooling Water System, Cleaning Page 2 (3)
General
Lime and rust deposits which tends to gather in areas where the flow ve-
locity is low.
Lime and rust deposits can form if the water is es-
pecially hard or if the slushing oil concentration is Products that remove limescale deposits are ge-
too low. A thin lime scale layer can be left on the nerally suitable for removing rust. Suitable cleaning
surface as experience has shown that this pro- agents are listed alphabetically in the table entitled
tects against corrosion. If however, the thickness of "Cleaning agents for removing lime scale and rust
limescale deposits exceeds 0.5 mm, this can ob- deposits". Products by other manufacturers can be
struct the transfer of heat and cause thermal over- used providing they have similar properties. The
loading of the components being cooled. manufacturer's instructions for use must be strict-
ly observed. Prior to cleaning, check whether the
Rust that has been flushed out may have an abra- cleaning agent is suitable for the materials to be
sive effect on other parts of the system, such as the cleaned. The products listed in the table entitled
sealing elements of the water pumps. Together with "Cleaning agents for removing lime scale and rust
the elements that are responsible for water hard- deposits" are also suitable for stainless steel.
ness, this forms what is known as ferrous sludge
1699898-8.1
Page 3 (3)
Cooling Water System, Cleaning B 13 00 0
General
General
High Temperature Cooling Water System The circulating pumps which are of the centrifugal
type are mounted in the front-end box of the en-
The high temperature cooling water is used for the gine and are driven by the crankshaft through gear
cooling of cylinder liners and cylinder heads. transmissions.
The engine outlet temperature ensures an optimal Technical data: See "list of capacities" D 10 05 0
combustion in the entire load area when running on
Heavy Fuel Oil (HFO), i.e. this temperature limits the
thermal loads in the high-load area, and hot corrosion Thermostatic Valves
in the combustion area is avoided.
The thermostatic valves are fully automatic three-
In the low-load area the temperature is sufficiently way valves with thermostatic elements set at fixed
high to secure a perfect combustion and at the same temperatures.
time cold corrosion is avoided; the latter is also the
reason why the engine, in stand-by position and
when starting on HFO, should be preheated with a Preheating Arrangement
cooling water temperature of at least 60°C - either
by means of cooling water from running engines or In connection with plants where all engines are
by means of a separate preheating system. stopped for a certain period of time it is possible
to install an electric heat exchanger in the external
system.
System Layout
In connection with plants with more than one engine
MAN Diesel's standard for the internal cooling water the stand-by engines can be automatically preheated
system is shown on our Basic Diagram. by the operating engines by means of the pipe con-
nections leading to the expansion system and the
08028-0D/H5250/94.08.12
HT-circulation pumps.
99.39 - NG
MAN Diesel
1665733-6.8
Page 1 (2) Internal Cooling Water System B 13 00 0
L27/38
Description
The components for circulation and temperature
The system is designed as a single circuit with only regulation are placed in the internal system.
two flange connections to the external centralized
cooling water system. The charge air cooler and the lubricating oil cooler are
situated in serial order. After the LT water has passed
the lubricating oil cooler, it is let to the thermostatic
valve and depending on the water temperature,
the water will either be re-circulated or led to the
external system.
03.49
MAN Diesel
1665733-6.8
B 13 00 0 Internal Cooling Water System Page 2 (2)
L27/38
The built-on engine-driven HT-circulating pump of For heat dissipation and pump capacities,
the centrifugal type pumps water through the first See D 10 05 0, "List of Capacities".
stage of the charge air cooler and then through the
distributing bore to the bottom of the cooling water Set points and operating levels for temperature and
guide jacket. The water is led out through bores at pressure are stated in B 19 00 0, "Operating Data
the top of the cooling water guide jacket to the bore and Set Points".
cooled cylinder head for cooling of this, the exhaust
valve seats and the injector valve. Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
From the cylinder heads the water is led through an
integrated collector to the thermostatic valve, and
depending on the engine load, a smaller or larger
amount of the water will be led to the external system
or will be re-circulated.
08028-0D/H5250/94.08.12
03.49
MAN Diesel
1699121-2.0
Page 1 (2) Internal Cooling Water System (two string) B 13 00 0
L27/38
05.14
MAN Diesel
1699121-2.0
B 13 00 0 Internal Cooling Water System Page 2 (2)
L27/38
The built-on engine-driven HT-circulating pump of For heat dissipation and pump capacities,
the centrifugal type pumps water through the first See D 10 05 0, "List of Capacities".
stage of the charge air cooler and then through the
distributing bore to the bottom of the cooling water Set points and operating levels for temperature and
guide jacket. The water is led out through bores at pressure are stated in B 19 00 0, "Operating Data
the top of the cooling water guide jacket to the bore and Set Points".
cooled cylinder head for cooling of this, the exhaust
valve seats and the injector valve. Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
From the cylinder heads the water is led through an
integrated collector to the thermostatic valve, and
depending on the engine load, a smaller or larger
amount of the water will be led to the external system
or will be re-circulated.
08028-0D/H5250/94.08.12
05.14
MAN Diesel & Turbo
1665774-3.5
Page 1 (1) Design Data for the External Cooling Water System B 13 00 0
L27/38
For external pipe connections we prescribe the fol- High pressure from external cooling water pumps
lowing maximum water velocities: may disturb the preheating of the engine. In order
to avoid this, it is in most cases necessary to install
Fresh water : 3.0 m/s automatic shut off valve at cooling water inlet, which
close when the engine is stopped.
Pressure Drop across Engine The capacity of the external preheater should be
3.0-3.5 kW/cyl. The flow through the engine should
The engines have an attached centrifugal pump for for each cylinder be approx. 4 l/min with flow from top
both LT and HT cooling water. The pressure drop and downwards and 25 l/min with flow from bottom
across the engine's system, is approximately 0.5 bar. and upwards. See also table 1 below.
Therefore the internal pressure drops are negligible
for the cooling water pumps in the external system.
For engines installed in closed cooling water
systems, without any external cooling water
pumps, should the pressure drop in the external
system not exceed 1.0 bar.
Cyl. No. 5 6 7 8 9
10.35
MAN Diesel
1655290-8.1
Page 1 (1) External Cooling Water System B 13 00 0
General
01.02 - NG
MAN Diesel
1643498-0.6
Page 1 (2) One String Central Cooling Water System B 13 00 3
General
01.26 - NG
MAN Diesel
1643498-0.6
B 13 00 3 One String Central Cooling Water System Page 2 (2)
General
System Design When working out the external cooling water system
it must be ensured, that no cold cooling water is
The system is a central cooling water system of pressed through the engine and thus spoiling the
simple design with only one central cooler. In order preheating during stand-by. The diesel engine has
to minimize the power consumption the FW pump no built-in shut-off valve in the cooling water system.
installation consists of 3 pumps, two for sea operation Therefore the designer of the external cooling water
and a smaller one for harbour operation. system must make sure that the preheating of the
GenSets is not disturbed.
The GenSets are connected as a one-string plant,
with only one inlet- and one outlet cooling water Preheating of Stand-by GenSets during Sea
connection and with internal HT and LT-circuit, see Operation
also B 13 00 0 “Internal Cooling Water System 1”,
describing this system. GenSets in stand-by position are preheated auto-
matically via the venting pipe with water from the
The propulsion engines HT-circuit temperature is running engines. This is possible due to the inter-
adjusted with LT-water mixing by means of the ther- connection of the GenSet's HT-pumps which force
mostatic valve. the water downwards in the stand-by engines.
Fig 2 Preheating.
01.26 - NG
MAN Diesel & Turbo
1613419-0.3
Page 1 (1) Expansion Tank B 13 00 0
General
To provide for changes in volume in the closed jacket The venting pipe must be connected to the expansion
water cooling system caused by changes in tempera- tank below the minimum water level, this prevents
ture or leakage, an expansion tank must be installed. oxydation of the cooling water caused by "splashing"
from the venting pipe. The expansion tank should be
As the expansion tank also should provide a certain equipped with venting pipe and flange for filling of
suction head for the freshwater pump to prevent water and inhibitors.
cavitation, the lowest water level in the tank should be
minimum 8-10 m above the centerline of the crankshaft.
* Per engine
** Common expansion tank
Table 1 Expansion volume for cooling water system and recommended volume of expansion tank.
11.20
MAN Diesel & Turbo
1671771-3.3
Page 1 (2) Expansion Tank Pressurized T 13 01 1
General
* Per engine
** Common expansion tank
Table 1 Expansion volume for cooling water system and recommended volume of pressure expansion tank.
11.11
MAN Diesel & Turbo
1671771-3.3
T 13 01 1 Expansion Tank Pressurized Page 2 (2)
General
Water Water
Nitrogen Nitrogen
Functionatlowtemperature Functionathightemperature
Thepressuregaugeisittedonthemanifoldinsucha
positionthatitcanbeeasilyreadfromtheillingpoint.
Theillingpointshouldbenearthepressureexpan-
sionvessel.Particularlythepressuregaugeinsuch
apositionthatthepressuregaugecanbeeasilyread 1. Pressure vessel 5. Pressure gauge
2. Exchangeablerubberbag 6. Manifold
fromtheillingpoint,whenillingfromthemainswater. 3. Safetyvalves 7. Threadedpipe
4. Automatic air venting valve 8. Elbow
Automatic air venting valve should be itted at the 9. Shutoffvalve
highestpointinthecoolingwatersystem.
Fig. 2 Expansion tank.
11.11
Compressed Air System
B 14
MAN Diesel & Turbo
1665734-8.7
Page 1 (2) Compressed Air System B 14 00 0
L27/38
01.37
MAN Diesel & Turbo
1665734-8.7
B 14 00 0 Compressed Air System Page 2 (2)
L27/38
For remote activation the starting coil is connected Pneumatic Start Sequence
so that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the safety system mounted on the engine. to the drive shaft housing of the air starter.
Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on
air starter manually in case of power failure. the engine flywheel.
01.37
MAN Diesel & Turbo
1693526-6.1
Page 1 (2) Compressed Air System B 14 00 0
L27/38
03.39
MAN Diesel & Turbo
1693526-6.1
B 14 00 0 Compressed Air System Page 2 (2)
L27/38
For remote activation the starting coil is connected Pneumatic Start Sequence
so that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the safety system mounted on the engine. to the drive shaft housing of the air starter.
Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on
air starter manually in case of power failure. the engine flywheel.
03.39
MAN Diesel & Turbo
1655207-3.2
Page 1 (1) Compressed Air System B 14 00 0
General
K1 K1 K1
Air compressors
MAN Diesel & Turbo supply
The external compressed air system should be com- In order to protect the engine's starting and control
mon for both propulsion engines and GenSet engines. equipment against condensation water, the following
should be observed:
Separate tanks shall only be installed in turbine ves-
sels, or if GenSets in engined vessels are installed - The air receiver(s) should always be installed
far away from the propulsion plant. with good drainage facilities. Receiver(s) ar-
ranged in horizontal position must be installed
The design of the air system for the plant in ques- with a slope downwards of min. 3° - 5° deg.
tion should be according to the rules of the relevant
classification society. - Pipes and components should always be
treated with rust inhibitors.
As regards the engine's internal compressed air
system, please see B 14 00 0 "Internal Compressed - The starting air pipes should be mounted with
Air System". a slope towards the receivers, preventing pos-
sible condensed water from running into the
An oil and water separator should be mounted compressors.
between the compressor and the air receivers, and
the separator should be equipped with automatic - Drain valves should be mounted at the lowest
drain facilities. position on the starting air pipes.
98.35 - NG
Combustion Air System
B 15
MAN Diesel & Turbo
3700090-2.0
Page 1 (2) Combustion Air System B 15 00 0
L27/38
P8 M1 P2 P9
TE TE TE TE TE TE ZT
61 62 60 60 60 60 88
SE TE TE TE
(see compressed air diagram)
Exhaust gas to TC SI
89-90
Compressed air - inlet
SE
90-1
SE
Charging air from TC 90-2
PT TE
31 31
Alternator
Water mist
catcher
Condensed Lambda controller
water separator
P2 Exhaust gas outlet: The charge air cooler is a compact two-stage tube-
5 cyl. engine DN 450 type cooler with a large cooling surface.
6 + 7 cyl. engines DN 500
8 + 9 cyl. engines DN 600
The charge air receiver is mounted in the engine's
P6 Drain from turbocharger - outlet 3/4" front end box.
P8 Water washing compressor side with
quick coupling - inlet It is recommended to blow ventilation air in the level
of the top of the engine(s) close to the air inlet of
P9 Working air, dry cleaning turbine
side with quick coupling - inlet the turbocharger, but not so close that sea water or
vapour may be drawn-in. It is further recommended
P2 flange connections are standard according to DIN 86 044.
that there always should be a positive air pressure
Other flange connections are standard according to DIN 2501. in the engine room.
General Turbocharger
The air intake to the turbochargers takes place directly The engine is as standard equipped with a high-
from the engine room through the intake silencer on efficient MAN TCR turbocharger of the radial type,
the turbocharger. which is located on the top of the front end box.
11.14 - Tier II
MAN Diesel & Turbo
3700090-2.0
B 15 00 0 Combustion Air System Page 2 (2)
L27/38
The turbocharger is fitted with an arrangement for – Less fouling of the engine's exhaust gas ways.
dry cleaning of the turbine side, and water washing
of the compressor side. – Limitation of fuel oil index during starting
procedure.
Lambda Controller The above states that the working conditions are
improved under difficult circumstances and that the
The purpose of the lambda controller is to prevent maintenance costs for an engine, working with many
injection of more fuel in the combustion chamber than and major load changes, will be reduced.
can be burned during a momentary load increase.
This is carried out by controlling the relation between
the fuel index and the charge air pressure. Data
The lambda controller has the following advantages: For charge air heat dissipation and exhaust gas data,
see D 10 05 0 "List of Capacities".
– Reduction of visible smoke in case of sudden
momentary load increases. Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data
and Set Points".
11.14 - Tier II
MAN Diesel & Turbo
1689464-6.2
Page 1 (1) Specification for Intake Air (Combustion Air) B 15 00 0
General
General
The quality and condition of the intake air (com- When designing the intake air system, the maximum
bustion air) have a significant effect on the power permissible overall pressure drop (filter, silencer, pipe
output of the engine. In this regard, not only are the line) of 20 mbar must be taken into consideration.
atmosperic conditions extremely important, but also
contamination by solid and gaseous foreign matter. Requirements
Mineral dust in the intake air increases wear. Chemi- The concentrations downstream of the air filter and/or
cals and gases promote corrosion. upstream of the turbocharger inlet must not exceed
the following limit values:
This is why effective cleaning of the intake air (com-
bustion air) and regular maintenance/cleaning of the
air filter is required.
1699110-4.1
Page 1 (1) Engine Room Ventilation and Combustion Air B 15 00 0
General
Combustion Air Requirements Ventilator Capacity
The combustion air must be free from water The capacity of the air ventilators must be large
spray, dust, oil mist and exhaust gases. enough to cover:
The air ventilation fans shoud be designed to The combustion air requirements of all con-
maintain a positive air pressure of 50 Pa sumers.
(5 mmWC) in the auxiliary engine room in all
running conditions. The air required for carrying off the heat
emission.
The combustion air is normally taken from the engine
room through a filter fitted on the turbocharger. See "List of Capacities" section D 10 05 0 for infor-
mation about required combustion air quantity and
In tropical service a sufficient volume of air must heat emission.
be supplied to the turbocharger(s) at outside air
temperature. For this purpose there must be an air For minimum requirements concerning engine room
duct installed for each turbocharger, with the outlet ventilation see applicable standards such as ISO
of the duct facing the respective intake air silencer. 8861.
No water of condensation from the air duct must be
allowed to be drawn in by the turbocharger.
11.23
MAN Diesel & Turbo
1639499-6.0
Page 1 (1) Water Washing of Turbocharger - Compressor B 15 05 1
General
During operation the compressor will gradually be
fouled due to the presence of oil mist and dust in
1
the inlet air.
2
The fouling reduces the efficiency of the turbochar-
ger which will result in reduced engine performance.
4
6
Therefore manual cleaning of the compressor com-
3
ponents is necessary in connection with overhauls.
This situation requires dismantling of the turbochar-
ger.
94.11
MAN Diesel & Turbo
1665737-3.2
Page 1 (2) Lambda Controller B 15 11 2
L27/38
Purpose Thus the solenoid valve (4) opens. The jet system
is activated, the turbocharger accelerates and in-
The purpose of the lambda controller is to prevent creases the charge air pressure, thereby pressing
injection of more fuel in the combustion chamber than the piston (3) backwards in the lambda cylinder (5).
can be burned during a momentary load in-crease. When the lambda ratio is satisfactory the jet system
This is carried out by controlling the relation between will be de-activated.
the fuel index and the charge air pressure.
At 50% load change the system will be activated for
about 3-8 seconds.
Advantages
If the system is activated for more than 10 seconds
The lambda controller has the following advantages: the air supply will be shutoff and a "Jet system failure"
signal will be generated.
- Reduction of visible smoke in case of sudden
momentary load increases.
Fuel Oil Limitation during Start Procedure
- Improved load ability.
During the start procedure the controller is activated
- Less fouling of the engine's exhaust gas ways. as an index limiter.
- Limitation of fuel oil index during starting Hereby, heavy smoke formation is avoided during
procedure. start, and the regulating device cannot overreact.The
fuel limiter function stops when the engine reaches
The above states that the working conditions are the nominal RPM.
improved under difficult circumstances and that the
maintenance costs for an engine, working with many The jet system is released at 50 RPM during the
and major load changes, will be reduced. starting procedure.
Fig 1 illustrates the controller's operation mode. In Jet air consumption at sudden step loads:
case of a momentary load increase, the regulating
device will increase the index on the injection pumps (step load % - 25) x N
and hereby the regulator arm (1) is turned, the switch Air cons. = 111 (Nm³)
(2) will touch the piston arm (3), whereby the electri-
cal circuit will be closed. N = Number of cylinders.
02.09
MAN Diesel & Turbo
1665737-3.2
B 15 11 2 Lambda Controller Page 2 (2)
L27/38
02.09
Exhaust Gas System
B 16
MAN Diesel & Turbo
1655213-2.3
Page 1 (2) Exhaust Gas System B 16 00 0
General
Internal Exhaust Gas System The insulation should be shielded by a thin plating,
and should comply with the requirements of the clas-
From the exhaust valves, the gas is led to the exhaust sification society and/or the local authorities.
gas receiver where the fluctuating pressure from
the individual cylinders is equalized and the total
volume of gas led further on to the turbocharger, at Exhaust Pipe Dimensions
a constant pressure. After the turbocharger, the gas
is led to the exhaust pipe system. It should be noted that concerning the maximum
exhaust gas velocity the pipe dimension after the
The exhaust gas receiver is cast sections, one for expansion bellow should be increased for some of
each cylinder, connected to each other, by means the engines.
of compensators, to prevent excessive stress due
to heat expansion. The wall thickness of the external exhaust pipe
should be min. 3 mm.
After each cylinder thermosensor for reading the
exhaust gas temperature is fitted. The value is indi-
cated by means of the MEG-module (Monitor exhaust Exhaust Pipe Mounting
Gas Temperature).
When the exhaust piping is mounted, the radiation of
To avoid excessive thermal loss and to ensure a noise and heat must be taken into consideration.
reasonably low surface temperature the exhaust gas
receiver is insulated. Because of thermal fluctuations in the exhaust pipe,
it is necessary to use flexible as well as rigid suspen-
sion points.
External Exhaust Gas System
In order to compensate for thermal expansion in the
The exhaust back-pressure should be kept as low longitudinal direction, expansion bellows must be
as possible. inserted. The expansion bellows should preferably
be placed at the rigid suspension points.
It is therefore of the utmost importance that the ex-
haust piping is made as short as possible and with Note: The exhaust pipe must not exert any force
few and soft bends. against the gas outlet on the engine.
Long, curved, and narrow exhaust pipes result in One sturdy fixed-point support must be provided for
higher back-pressure which will affect the engine com- the expansion bellows on the turbocharger. It should
bustion. Exhaust back-pressure is a loss of energy be positioned, immediately above the expansion
and will cause higher fuel consumption. bellow in order to prevent the transmission of for-
ces, resulting from the weight, thermal expansion
The exhaust back-pressure should not exceed 25 or lateral displacement of the exhaust piping, to the
mbar at MCR. An exhaust gas velocity through the turbocharger.
pipe of maximum 35 m/sec is often suitable, but de-
pends on the actual piping. The exhaust piping should be mounted with a slope
towards the gas outlet on the engine. It is recom-
MAN Diesel will be pleased to assist in making a mended to have drain facilities in order to be able
calculation of the exhaust back-pressure. to remove condensate or rainwater.
09.23 - NG
MAN Diesel & Turbo
1655213-2.3
B 16 00 0 Exhaust Gas System Page 2 (2)
General
Position of Gas Outlet on Turbocharger Expansion Bellow
B 16 02 0 shows turning alternatives positions of the The expansion bellow, which is supplied separately,
exhaust gas outlet. Before dispatch of the engine must be mounted directly on the exhaust gas outlet,
from MAN Diesel exhaust gas outlet will be turned see also E 16 01 1-2.
to the wanted position.
09.23 - NG
MAN B&W Diesel
General
The tendency to fouling on the gas side of turbochar- The cleaning system consists of a cleaning agent
gers depends on the combustion conditions, which container (2) with a capacity of approx. 0.5 liters and
are a result of the load and the maintenance condition a removable cover. Furthermore the system consists
of the engine as well as the quality of the fuel oil used. of an air valve (3), a closing valve (1) and two snap on
connectors.
Fouling of the gas ways will cause higher exhaust gas
temperatures and higher wall temperatures of the The position numbers (2) and (3) indicate the sy-
combustion chamber components and will also lead stem's "blow-gun". Only one "blow-gun" is used for
to a higher fuel consumption rate. each engine plant. The blow-gun is working according
to the ejector principle with pressure air (working air)
Tests and practical experience have shown that at 5-7 bar as driven medium. Injection time approx. 2
radial-flow turbines can be successfully cleaned by min. Air consumption approx. 5 Nm3/2 min.
the dry cleaning method.
The solid bodies have a mechanical cleaning effect 1 Closing valve 2 Container
which removes any deposits on nozzle vanes and 3 Air valve 4 working air inlet
turbine blades. 5 Exhaust pipe 6 Snap coupling
Dry cleaning can be executed at full engine load and Fig 1 Arrangement of dry cleaning of turbocharger - Turbine.
does not require any subsequent operating period of
the engine in order to dry out the exhaust system.
00.11 - NG
MAN B&W Diesel
Cleaning the Turbocharger in Service 1665763-5.2
B 16 01 1 Dry Cleaning - Turbine Page 2 (3)
General
2. Designation unknown
3. "Grade 16/10"
6. "Crushed Nutshells"
7. "Turbine Wash"
00.11 - NG
MAN B&W Diesel
General
9. "OMT-701"
Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku, Tokyo 105, Japan
Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J
10. "OMT-701"
OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku, Tokyo 104, Japan
Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J
Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56
Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81
13. Granulate
08028-0D/H5250/94.08.12
The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other
products.
00.11 - NG
MAN Diesel & Turbo
1689481-3.1
Page 1 (1) Position of Gas outlet on Turbocharger B 16 02 0
L27/38
x x x x
x x B
x
x x = 15°
x
C
CL -Crankshaft
1180
CL -Engine
Dimensions
Engine type A B C
( ) Type of turbocharger
Engine type DN (mm) OD (mm) T (mm) PCD (mm) Hole size (mm) No of holes
11.10 - Tier II
MAN B&W Diesel
1665775-5.5
Page 1 (1) Silencer without Spark Arrestor, Damping 25 dB (A) E 16 04 2
L27/38
Design Installation
The operating of the silencer is based on the absorp- The silencer may be installed, vertically, horizon-
tion system. The Gasflow passes straight-through a tally or in any position close to the end of the piping.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenu- 100
ation over a wide frequency range. 80
60
The silencer is delivered without insulation and
fastening fittings. 40
Pressure Loss 20
15
The pressure loss will not be more then in a straight
tube having the same lenght and bore as the silencer. 10
Graphic shows pressure loss in relation to velocity. 8
6
5
4
A E
B H G H 3
2
F
D Nxd 1
I
C Flanges according to DIN 86 044
10 15 20 30 40 60 80 100
Gas velocity (m/s)
Silencer type (A)
Damping Weight
Cyl. type DN A B C D E F G H I Nxd
dB (A) kg
25 5L27/38
6L27/38 (720 rpm) 450 1040 595 550 461 3300 1000 3000 150 16 16xø22 700
25 9L27/38 600 1340 754 700 614 3800 1300 3500 150 20 20xø22 1250
Damping Weight
Cyl. type DN A B C D E F G H I Nxd
dB (A) kg
25 5L27/38
6L27/38 (720 rpm) 450 830 595 550 461 3400 800 3100 150 16 16xø22 473
25 9L27/38 600 1130 754 700 614 4000 1100 3700 150 20 20xø22 1020
02.13
MAN B&W Diesel
1665776-7.5
Page 1 (1) Silencer without Spark Arrestor, Damping 35 dB (A) E 16 04 3
L27/38
Design Installation
The operating of the silencer is based on the absorp- The silencer may be installed, vertically, horizon-
tion system. The Gasflow passes straight-through a tally or in any position close to the end of the piping.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenu- 100
ation over a wide frequency range. 80
60
The silencer is delivered without insulation and
40
Pressure Loss 20
15
The pressure loss will not be more then in a straight
10
tube having the same lenght and bore as the silencer.
Graphic shows pressure loss in relation to velocity. 8
6
5
A E 4
B H G H
3
2
F
D Nxd 1
I
C Flanges according to DIN 86 044
10 15 20 30 40 60 80 100
Gas velocity (m/s)
Silencer type (A)
Damping Weight
Cyl. type DN A B C D E F G H I Nxd
dB (A) kg
35 5L27/38
6L27/38 (720 rpm) 450 1040 595 550 461 4300 1000 4000 150 16 16xø22 900
35 9L27/38 600 1340 754 700 614 4800 1300 4500 150 20 20xø22 1550
Damping Weight
Cyl. type DN A B C D E F G H I Nxd
dB (A) kg
35 5L27/38 450 1080 595 550 461 4200 1050 3900 150 16 16xø22 1015
6L27/38 (720 rpm)
35 9L27/38 600 1280 754 700 614 4600 1250 4300 150 20 20xø22 1392
02.13
MAN B&W Diesel
1665777-9.6
Page 1 (1) Silencer with Spark Arrestor, Damping 25 dB (A) E 16 04 5
L27/38
Design Installation
The operating of the silencer is based on the absorp- The silencer/spark arrestor has to be installed as
tion system. The Gasflow passes straight-through a close to the end of the exhaust pipe as possible.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenu- 1000
ation over a wide frequency range. 800
600
The operation of the spark arrestor is based on the
centrifugal system. The gases are forced into a 400
20
F
Damping Weight
Cyl. type DN A B C D E F G H I J K L Nxd
dB (A) kg
25 5L27/38*
6L27/38 (720 rpm) 450 1040 595 550 461 3700 1000 3400 150 16 1000 100 300 16xø22 800
25 9L27/38* 600 1340 754 700 614 4400 1300 4100 150 20 1100 150 350 20xø22 1400
Damping Weight
dB (A) Cyl. type DN A B C D E F G H I J K L Nxd
kg
25 5L27/38*
6L27/38 (720 rpm) 450 830 595 550 461 3400 800 3100 150 16 800 100 350 16xø22 526
25 9L27/38* 600 1130 754 700 614 4000 1100 3700 150 20 1100 100 400 20xø22 1037
02.13
MAN B&W Diesel
1665778-0.5
Page 1 (1) Silencer with Spark Arrestor, Damping 35 dB (A) E 16 04 6
L27/38
Design Installation
The operating of the silencer is based on the absorp- The silencer/spark arrestor has to be installed as
tion system. The Gasflow passes straight-through a close to the end of the exhaust pipe as possible.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenu- 1000
ation over a wide frequency range. 800
600
The operation of the spark arrestor is based on the
centrifugal system. The gases are forced into a 400
20
Spark-arrestor type B Spark-arrestor type A
Nxd
I
Flanges L 10
K J J K according D
to DIN C
10 15 20 30 40 60 80 100
86 044
Gas velocity (m/s)
Silencer type (A)
Damping Weight
Cyl. type DN A B C D E F G H I J K L Nxd
dB (A) kg
35 5L27/38
6L27/38 (720 rpm) 450 1040 595 550 461 4700 1000 4400 150 16 1000 100 300 16xø22 1000
35 9L27/38 600 1340 754 700 614 5400 1300 5100 150 20 1100 150 350 20xø22 1750
Damping Weight
dB (A) Cyl. type DN A B C D E F G H I J K L Nxd
kg
35 5L27/39
6L27/38 (720 rpm) 450 1080 595 550 461 4650 1050 4350 150 16 800 100 350 16xø22 1140
35 9L27/38 600 1280 754 700 614 5200 1250 4900 150 20 1100 100 400 20xø22 1609
02.13
Speed Control System
B 17
MAN Diesel
1655204-8.7
Page 1 (1) Starting of Engine B 17 00 0
General
Load %
100
C B
50
A
0 1 2 3 12 minutes
The engine can be started and loaded according to If the engine normally runs on HFO, preheated fuel
the following procedure: must be circulated through the engine while prehea-
ting, although the engine has run or has been flushed
A) Normal start without preheated cooling wa- on MDO for a short period.
ter. Only on MDO. Continuous lubri-
cating. Starting on MDO
B) Normal start with preheated cooling water. For starting on MDO there are no restrictions except
On MDO or HFO. Continuous lubricating. for the lub. oil viscosity which may not be higher than
1500 cSt (10° C SAE 40).
C) Stand-by engine. Emergency start, with pre-
08028-0D/H5250/94.08.12
heated cooling water, continuous prelubri- Initial ignition may be difficult if the engine and the
cating. On MDO or HFO. ambient temperature are lower than 5° C and the
cooling water temperature is lower than 15° C.
Above curves indicates the absolute shortes time
and we advise that loading to 100% takes some Prelubricating
more minutes.
Continuous prelubricating is standard. Intermittent
Starting on HFO prelubricating is not allowed for stand-by engines.
During shorter stops or if the engine is in a stand- If the prelubrication has been switch-off for more than
by position on HFO, the engine must be preheated 20 minutes the start valve will be blocked.
and HFO viscosity must be in the range 12-18 cSt.
11.02 - NG
MAN Diesel & Turbo
1689459-9.0
Page1(2) Engine operation under arctic conditions B 17 00 0
Engine operation under arctic conditions These components have to be stored at places,
where the temperature is above –15° C.
Arctic condition is defined as:
• Aminimumoperatingtemperatureof≥ +5°
Ambient air temperature below +5° C C has to be ensured. That’s why an optional
electric heating has to be used.
If engines operate under arctic conditions (intermit-
tently or permanently), the engine equipment and
plant installation have to meet special design features Alternators
and requirements. They depend on the possible
minimum air intake temperature of the engine and Alternator operation is possible according to sup-
the specification of the fuel used. pliers specification.
• If arctic fuel oil (with very low lubricating Intake air conditioning
properties) is used, the following actions are
required: • Air intake of the engine and power house/
engine room ventilation have to be two diffe-
- Fuel injection pump: rentsystemstoensurethatthepowerhouse/
engine room temperature is not too low caused
> The maximum allowable fuel temperatures by the ambient air temperature.
have to be kept.
• Itisnecessarytoensurethatthechargeair
> Only in case of conventional injection sy- cooler cannot freeze when the engine is out
stem, dependent on engine type installation of operation (and the cold air is at the air inlet
and activation of sealing oil system may be side).
necessary, because low viscosity of the fuel
can cause an increased leakage and the lube • An air intake temperature of the engine ≥
oil will possibly being contaminated. 5° C has to be ensured by preheating.
11.12-NG
MAN Diesel & Turbo
1689459-9.0
B 17 00 0 Engine operation under arctic conditions Page2(2)
• Heattracing
11.12-NG
MAN Diesel
1689484-9.0
Page 1 (1) Actuators B 17 01 2
General
Actuator types
Actuator signal
Droop
10.14
Safety and Control
System
B 19
MAN Diesel & Turbo
3700061-5.0
Page 1 (4) Operation Data & Set Points - SaCoSone B 19 00 0
L27/38
Press. LT system, inlet engine PI 01 2.5-4.5 bar >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT system, inlet engine PI 10 2.0-4.0 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 75-85°C <85° C TAH 12 90° C 3 TSH 12 95° C (D)
Temp. LT system, inlet engine TI 01 30-40°C
Exhaust Gas and Charge Air
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
11.13 - Tier II
MAN Diesel & Turbo
3700061-5.0
B 19 00 0 Operating Data and Set Points - SaCoSone Page 2 (4)
L27/38
Engine speed elec. SI 90 750 rpm SAH 81 850 rpm 3 SSH 81 862 rpm (D)
For these alarms (with underscore) there are alarm cut-out at engine standstill.
11.13 - Tier II
MAN Diesel & Turbo
3700061-5.0
Page 3 (4) Operation Data & Set Points - SaCoSone B 19 00 0
L27/38
Remarks to Individual Parameters F. Start Interlock
When operating on HFO, the system pressure must 1) Turning must not be engaged
be sufficient to depress any tendency to gasification 2) Engine must not be running
of the hot fuel. 3) "Remote" must be activated
4) No shutdowns must be activated.
The system pressure has to be adjusted according 5) The prelub. oil pressure must be OK, 20 min.
to the fuel oil preheating temperature. after stop.
6) "Stop" signal must not be activated
B. Cooling Water Pressure, Alarm Set Points
G. Start Failure
As the system pressure in case of pump failure will
depend on the height of the expansion tank above Start failure is generated if engine speed has not
the engine, the alarm set point has to be adjusted to exceeded the ignition speed limit within a defined
0.4 bar plus the static pressure. The static pressure span of time or engine speed has not exceeded the
set point can be adjusted in the display module. minimum speed limit within a defined span time.
C. Lub. Oil Pressure, Offset Adjustment Start failure alarm is automatically reset after engine
is standstill.
The read outs of lub. oil pressure has an offset
adjustment because of the transmitter placement. H. Alarm Hysterese and Set Point
This has to be taken into account in case of test and
calibration of the transmitter. On all alarm points (except prelub. oil pressure) a
hysterese of 0.1 bar are present. On prelub. oil pres-
D. Software Created Signal sure alarm the hysterese is 0.02 bar.
Software created signal from PI 22, TI 12, SI 90. The alarm set point for prelub. oil pressure is only
valid if lubricating oil temperature is below 62° C.
E. Set Points depending on Fuel Temperature
I. Engine Run Signal
11.13 - Tier II
MAN Diesel & Turbo
3700061-5.0
B 19 00 0 Operating Data and Set Points - SaCoSone Page 4 (4)
L27/38
The exhaust gas temperature deviation alarm is For engines above 2250 kW or bore > 300 mm,
normally: crankcase protection is standard for marine appli-
cation. The system is optional for smaller engines.
Engine load < 59% TAD = ± 100° C
This will be done by an oil mist detector (LAH/LSH
Engine load > 59% TAD = ± 50° C 92) as standard or with a splash oil/crankcase pro-
tection system (TAH/TSH/TDAH/TDSH 58 + TAH/
L. Turbocharger Speed TSH 29) as option.
11.13 - Tier II
MAN Diesel & Turbo
1689469-5.0
Page 1 (7) Safety, Control and Monitoring System B 19 00 0
L16/24, L21/31
L27/38
General information Furthermore, the Control Unit is equipped with a
Display Module. This module consists of a touch-
The document is valid for the following engine screen and a integrated PLC for the safety system.
types: L16/24, L21/31, and L27/38. The Display Module also acts as safety system for
over speed, low lubrication oil pressure and high
The monitoring and safety system SaCoSone serves cooling water temperature.
for complete engine operation, control, monitoring
and safety of GenSets. All sensors and operating The Display Module provides the following func-
devices are wired to the engine-attached units. tions:
Control Unit
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
B 19 00 0 Safety, Control and Monitoring System Page 2 (7)
L16/24, L21/31
L27/38
Furthermore it connects the Control Unit with the
GenSet, the ship alarm system and the optional
crankcase monitoring.
System bus
The SaCoSone system is equipped with a redundant The control module operates directly with electro-
bus based on CAN. The bus connects all system hydraulic actuator.
modules. This redundant bus system provides the
basis data exchange between the modules.
el.-hydraulic
governor
display system
• display
• operation module Ethernet configuration
• safety system (via SaCoSone
EXPERT)
safety system
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
Page 3 (7) Safety, Control and Monitoring System B 19 00 0
L16/24, L21/31
L27/38
Technical data
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
B 19 00 0 Safety, Control and Monitoring System Page 4 (7)
L16/24, L21/31
L27/38
System Description Alarm/Monitoring System
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
Page 5 (7) Safety, Control and Monitoring System B 19 00 0
L16/24, L21/31
L27/38
Speed Control System Remote speed setting is either possible via 4-20mA
signal or by using hardwired lower/raise commands.
Governor
The engine electronic speed control is realized Speed adjustment range
by the Control Module. As standard, the engine is Between -5% and +10% of the nominal speed at
equipped with an electro-hydraulic actuator. idle running.
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
B 19 00 0 Safety, Control and Monitoring System Page 6 (7)
L16/24, L21/31
L27/38
Interfaces to External Systems
Overview
A detailed signal description is available on the GS Product page in the document “B 19 00 0, Interface
Description"
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
Page 7 (7) Safety, Control and Monitoring System B 19 00 0
L16/24, L21/31
L27/38
Data Machinery Interface Generator Control
This interface serves for data exchange to ship SaCoSone provides inputs for all temperature signals
alarm systems or integrated automation systems for the temperatures of the generator bearings and
(IAS). generator windings.
• MODBUS RTU (Standard) For remote control several digital inputs are avail-
• MODBUS ASCII (for retrofits) able.
DC DC Power Supply
24VDC uninterruptible
power supply
The plant has to provide electric power for the
automation and monitoring system. In general a
redundant, uninterrupted 24V DC (+20% -30%
and max ripple 10%) power supply is required for
10 A
16 A
SaCoSone.
Control Module
SaCoSone GenSet provides an interface to an opti-
onal Crankcase Monitoring Unit. This unit is not part
Display Module of SaCoSone GenSets and is not standard scope
of supply. If applied, it is delivered as stand-alone
Connection Box Control Unit
system in an extra control cabinet.
10.12 - Tier II
MAN Diesel & turbo
1689468-3.1
Page 1 (4) Communication from the GenSet B 19 00 0
L16/24, L21/31
L27/38, L32/40
Data Bus Interface (Machinery Alarm Sys- Settings
tem)
The communication parameters are set as follows:
This interface serves for data exchange to ship alarm
systems or integrated automation systems (IAS). Modbus Slave SaCoS
Modbus Master Machinery alarm system
The status messages, alarms and safety actions, Slave ID (default) 1
which are generated in the system, can be trans-
Data rate (default) 57600 baud
ferred. All measuring values and alarms acquired by
SaCoSone GenSet are available for transfer. Data rate (optionally available) 4800 baud
9600 baud
19200 baud
The following Modbus protocols are available: 38400 baud
115200 baud
· Modbus RTU (Standard) Data bits 8
Stop bits 1
· Modbus ASCII
Parity None
Transmission mode Modbus RTU
The Modbus RTU protocol is the standard protocol
used for the communication from the GenSet. For
the integration in older automation system, Modbus
ASCII is also available. Function Codes
1689468-3.1
B 19 00 0 Communication from the GenSet Page 2 (4)
L16/24, L21/31
L27/38, L32/40
Measured values are digitized analogue values of Pre-alarms, shutdowns and state information from
sensors, which are stored in a fixed register of the the SaCoSone system are available as single bits in
Control Module Small. Measured values include fixed registers. The data type used is unsigned of
media values (pressures, temperatures) where, ac- size 16 bit. The corresponding bits of alarm or state
cording to the rules of classification, monitoring has information are set to the binary value „1“, if the
to be done by the machinery alarm system. The data event is active.
type used is signed integer of size 16 bit. Measured
values are scaled by a constant factor in order to Contents of List of Signals
provide decimals of the measured.
For detailed information about the transferred data,
please refer to the ”list of signals“ of the engine’s
documentation set. This list contains the following
information:
Field Description
Address The address (e.g.: MW15488) is the software address used in the Control Module Small.
HEX The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the MODBUS master
when collecting the specific data.
Bit Information of alarms, reduce load, shutdown, etc. are available as single bits. Bits in each register are counted
0 to 15.
Meas. Point The dedicated denomination of the measuring point or limit value as listed in the „list of measuring and control
devices“.
Description A short description of the measuring point or limit value.
Unit Information about how the value of the data has to be evaluated by the Modbus master (e.g. „°C/100“ means:
reading a data value of „4156“ corresponds to 41,56 °C).
Origin Name of the system where the specific sensor is connected to, or the alarm is generated.
Signal range The range of measured value.
Life Bit
1689468-3.1
Page 3 (4) Communication from the GenSet B 19 00 0
L16/24, L21/31
L27/38, L32/40
Modbus ASCII Protocol FCT = 03H: Read n words
The master transmits an inquiry to the slave (CMS)
General to read a number (n) of datawords from a given
address. The slave (CMS) replies with the required
The communication setup is: 9600 baud, 8 databits, number (n) of datawords. To read a single register
1 stopbit, no parity. (n) must be set to 1. To read block type register (n)
must be in the range 1...32.
The Modbus protocol accepts one command (Func-
tion Code 03) for reading analogue and digital input Request (master):
values one at a time, or as a block of up to 32 inputs. [DATA] = [ADR][n]
[ADR]=Word stating the address in HEX.
The following chapter describes the commands in [n]=Word stating the number of words to
the Modbus protocol, which are implemented, and be read.
how they work.
Answer (slave-CMS):
Protocol Description [DATA] = [bb][1. word][2. word]....[n. word]
[bb]=Byte, stating number of subsequent
bytes.
The ASCII and RTU version of the Modbus protocol
[1. word]=1. dataword
is used, where the CMS/DM works as Modbus slave.
[2. word]=2. dataword
[n. word]=No n. dataword
All data bytes will be converted to 2-ASCII charac-
ters (hex-values). Thus, when below is referred to
FCT = 10H: Write n words
“bytes“ or “words“, these will fill out 2 or 4 characters,
The master sends data to the slave (CMS/DM) start-
respectively in the protocol. The general “message
ing from a particular address. The slave (CMS/DM)
frame format“ has the following outlook:
returns the written number of bytes, plus echoes
the address.
[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
– [:] 1 char. Begin of frame
Write data (master):
– [SLAVE] 2 char. Modbus slave ad-
[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]
dress (Selected on DIP-
[ADR] = Word that gives the address in
switch at Display Module)
HEX.
– [FCT] 2 char. Function code
[n] = Word indicating number of words to
– [DATA] n X 2 chars data.
be written.
– [CHECKSUM] 2 char checksum (LRC)
[bb] = Byte that gives the number of bytes
– [CR] 1 char CR
to follow (2*n)
– [LF] 1 char LF (end of frame)
Please note that 8bb9 is byte size!
[1. word]=1. dataword
The following function codes (FCT) is accepted:
[2. word]=2. dataword
– 03H: Read n words at specific address.
[n. word]=No n. dataword
– 10H: Write n words at specific address.
1689468-3.1
B 19 00 0 Communication from the GenSet Page 4 (4)
L16/24, L21/31
L27/38, L32/40
Data Format MODBUS block addresses
The following types of data format have been cho- In order to be able to read from the different I/O
sen: and data areas, they have to be supplied with an
„address“. In the MODBUS protocol each address
Digital: Consists of 1 word (register): refers to a word or „register“. For the GenSet there
1 word: [0000H]=OFF are following I/O registers:
[FFFFH]=ON
· Block (multiple) I/O registers occupying up to
Integer: Consists of 1 word (register): 32 word of registers
1 word: 12 bit signed data
(second complement): This list specifies the addresses assigned for MOD-
[0000H]=0 BUS Block data, which enables the user to read up
[0FFFH]=100% of range to 32 signals/alarms/inputs in a single MODBUS
[F000H]=-100% of range request.
Notice: 12 bit data format must be used no matter General) All alarm signals are already performed
what dissolution a signal is sampled with. All meas- with necessary time delay. F.ex. lub. oil level
uring values will be scaled to 12 bit signed. alarms (LAL/LAH28) includes 30 sec. alarm
delay. Start air alarm (PAL70) includes 15 sec.
alarm delay. No further delay are needed.
3700054-4.0
Page 1 (5) Modbus List B 19 00 0
L16/24, L21/31
L27/38, L32/40
The Modbus list is valid for Modbus ASCII and Modbus RTU.
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
MW 0 0 TE60-1 Exhaust gas temperature cylinder A1 °C CMS 0 - 700
MW 1 1 TE60-2 Exhaust gas temperature cylinder A2 °C CMS 0 - 700
MW 2 2 TE60-3 Exhaust gas temperature cylinder A3 °C CMS 0 - 700
MW 3 3 TE60-4 Exhaust gas temperature cylinder A4 °C CMS 0 - 700
MW 4 4 TE60-5 Exhaust gas temperature cylinder A5 °C CMS 0 - 700
MW 5 5 TE60-6 Exhaust gas temperature cylinder A6 °C CMS 0 - 700
MW 6 6 TE60-7 Exhaust gas temperature cylinder A7 °C CMS 0 - 700
MW 7 7 TE60-8 Exhaust gas temperature cylinder A8 °C CMS 0 - 700
MW 8 8 TE60-9 Exhaust gas temperature cylinder A9 °C CMS 0 - 700
MW 9 9 TE60-10 Exhaust gas temperature cylinder A10 °C CMS 0 - 700
MW 10 A TE62 Exhaust gas temperature before turbocharger A °C CMS 0 - 700
MW 11 B TE61 Exhaust gas temperature after turbocharger A °C CMS 0 - 700
MW 15 F Exhaust gas temperature mean value °C CMS 0 - 700
MW 16 10 0 Sensor fault TE60-1 : Exhaust gas temp. cylinder A1 SF=1 CMS binary
1 Sensor fault TE60-2 : Exhaust gas temp. cylinder A2 SF=1 CMS binary
2 Sensor fault TE60-3 : Exhaust gas temp. cylinder A3 SF=1 CMS binary
3 Sensor fault TE60-4 : Exhaust gas temp. cylinder A4 SF=1 CMS binary
4 Sensor fault TE60-5 : Exhaust gas temp. cylinder A5 SF=1 CMS binary
5 Sensor fault TE60-6 : Exhaust gas temp. cylinder A6 SF=1 CMS binary
6 Sensor fault TE60-7 : Exhaust gas temp. cylinder A7 SF=1 CMS binary
7 Sensor fault TE60-8 : Exhaust gas temp. cylinder A8 SF=1 CMS binary
8 Sensor fault TE60-9 : Exhaust gas temp. cylinder A9 SF=1 CMS binary
9 Sensor fault TE60-10 : Exhaust gas temp. cylinder A10 SF=1 CMS binary
10 Sensor fault TE62 : Exhaust gas temp. before TC A SF=1 CMS binary
11 Sensor fault TE61 : Exhaust gas temp. after TC A SF=1 CMS binary
MW 17 11 0 TAH60-1 Alarm: High exhaust gas temperature cylinder A1 active=1 CMS binary
1 TAH60-2 Alarm: High exhaust gas temperature cylinder A2 active=1 CMS binary
2 TAH60-3 Alarm: High exhaust gas temperature cylinder A3 active=1 CMS binary
3 TAH60-4 Alarm: High exhaust gas temperature cylinder A4 active=1 CMS binary
4 TAH60-5 Alarm: High exhaust gas temperature cylinder A5 active=1 CMS binary
5 TAH60-6 Alarm: High exhaust gas temperature cylinder A6 active=1 CMS binary
6 TAH60-7 Alarm: High exhaust gas temperature cylinder A7 active=1 CMS binary
7 TAH60-8 Alarm: High exhaust gas temperature cylinder A8 active=1 CMS binary
8 TAH60-9 Alarm: High exhaust gas temperature cylinder A9 active=1 CMS binary
9 TAH60-10 Alarm: High exhaust gas temperature cylinder A10 active=1 CMS binary
10 TAH62 Alarm: High exhaust gas temp. before turbocharger A active=1 CMS binary
11 TAH61 Alarm: High exhaust gas temp. after turbocharger A active=1 CMS binary
MW 18 12 0 TAD60-1 Alarm: Mean value deviation exhaust gas temp. cyl. A1 active=1 CMS binary
1 TAD60-2 Alarm: Mean value deviation exhaust gas temp. cyl. A2 active=1 CMS binary
2 TAD60-3 Alarm: Mean value deviation exhaust gas temp. cyl. A3 active=1 CMS binary
3 TAD60-4 Alarm: Mean value deviation exhaust gas temp. cyl. A4 active=1 CMS binary
4 TAD60-5 Alarm: Mean value deviation exhaust gas temp. cyl. A5 active=1 CMS binary
5 TAD60-6 Alarm: Mean value deviation exhaust gas temp. cyl. A6 active=1 CMS binary
6 TAD60-7 Alarm: Mean value deviation exhaust gas temp. cyl. A7 active=1 CMS binary
3700054-4.0
B 19 00 0 Modbus List Page 2 (5)
L16/24, L21/31
L27/38, L32/40
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
7 TAD60-8 Alarm: Mean value deviation exhaust gas temp. cyl. A8 active=1 CMS binary
8 TAD60-9 Alarm: Mean value deviation exhaust gas temp. cyl. A9 active=1 CMS binary
9 TAD60-10 Alarm: Mean value deviation exh. gas temp. cyl. A10 active=1 CMS binary
MW 32 20 TE12 H.T. cooling water temperature engine outlet °C / 100 CMS 0 - 200
MW 33 21 TE01 L.T. cooling water temperature air cooler inlet °C / 100 CMS 0 - 200
MW 34 22 TE21 Lube oil temperature filter inlet °C / 100 CMS 0 - 200
MW 35 23 TE40 Fuel oil temperature engine inlet °C / 100 CMS 0 - 200
MW 36 24 TE31 Charge air temperature cooler outlet °C / 100 CMS 0 - 200
MW 37 25 TE98-1 Alternator windwing temperature L1 °C / 100 CMS 0 - 200
MW 38 26 TE98-2 Alternator windwing temperature L2 °C / 100 CMS 0 - 200
MW 39 27 TE98-3 Alternator windwing temperature L3 °C / 100 CMS 0 - 200
MW 40 28 TE38 Ambient air temperature °C / 100 CMS 0 - 200
MW 41 29 TE10 H.T. cooling water temperature engine inlet °C / 100 CMS 0 - 200
MW 42 2A TE27-1 Alternator front bearing temperature °C / 100 CMS 0 - 200
MW 43 2B TE27-2 Alternator rear bearing temperature °C / 100 CMS 0 - 200
MW 48 30 0 Sensor fault TE12 : H.T. cool water temp. engine outlet SF=1 CMS binary
1 Sensor fault TE01 : L.T. cool water temp. air cooler inlet SF=1 CMS binary
2 Sensor fault TE21 : Lube oil temperature filter inlet SF=1 CMS binary
3 Sensor fault TE40 : Fuel oil temperature engine inlet SF=1 CMS binary
4 Sensor fault TE31 : Charge air temp. cooler outlet SF=1 CMS binary
5 Sensor fault TE98-1 : Alternator windwing temp. L1 SF=1 CMS binary
6 Sensor fault TE98-2 : Alternator windwing temp. L2 SF=1 CMS binary
7 Sensor fault TE98-3 : Alternator windwing temp. L3 SF=1 CMS binary
8 Sensor fault TE38 : Ambient air temperature SF=1 CMS binary
9 Sensor fault TE10 : H.T. cool. water temp. engine inlet SF=1 CMS binary
10 Sensor fault TE27-1 : Alternator front bearing temp. SF=1 CMS binary
11 Sensor fault TE27-2 : Alternator rear bearing temp. SF=1 CMS binary
MW 64 40 PT10 H.T. cooling water pressure bar / 100 CMS
MW 65 41 PT01 L.T. cooling water pressure bar / 100 CMS
MW 66 42 PT21 Lube oil pressure filter inlet bar / 100 CMS
MW 67 43 PT22 Lube oil pressure filter outlet bar / 100 CMS
MW 68 44 PT23 Lube oil pressure TC bar / 100 CMS
MW 69 45 PT40 Fuel oil pressure engine inlet bar / 100 CMS
MW 70 46 PT31 Charge air pressure cooler outlet bar / 100 CMS
MW 71 47 PT70 Start air pressure bar / 100 CMS
MW 72 48 PT43 Fuel oil pressure filter inlet bar / 100 CMS
MW 73 49 ZT59 Alternator load % CMS
MW 74 4A ZT45 Fuel rack position % CMS
MW 75 4B PT38 Ambient air pressure mbar CMS
MW 76 4C Analog speed setpoint % CMS
MW 80 50 0 Sensor fault PT10 : H.T. cooling water pressure SF=1 CMS binary
1 Sensor fault PT01 : L.T. cooling water pressure SF=1 CMS binary
2 Sensor fault PT21 : Lube oil pressure filter inlet SF=1 CMS binary
3 Sensor fault PT22 : Lube oil pressure filter outlet SF=1 CMS binary
4 Sensor fault PT23 : Lube oil pressure TC SF=1 CMS binary
5 Sensor fault PT40 : Fuel oil pressure engine inlet SF=1 CMS binary
3700054-4.0
Page 3 (5) Modbus List B 19 00 0
L16/24, L21/31
L27/38, L32/40
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
6 Sensor fault PT31 : Charge air pressure cooler outlet SF=1 CMS binary
7 Sensor fault PT70 : Start air pressure SF=1 CMS binary
8 Sensor fault PT43 : Fuel oil pressure filter inlet SF=1 CMS binary
9 Sensor fault ZT59 : Alternator load SF=1 CMS binary
10 Sensor fault ZT45 : Fuel rack position SF=1 CMS binary
11 Sensor fault PT38 : Ambient air pressure SF=1 CMS binary
12 Sensor fault : Analog speed setpoint SF=1 CMS binary
MW 96 60 SE90 Engine speed rpm CMS 0..2000
MW 97 61 SE89 TC speed rpm/10 CMS 0..70000
MW 112 70 0 SE90-1 Sensor fault engine speed pick up 1 SF=1 CMS binary
1 SE90-2 Sensor fault engine speed pick up 2 SF=1 CMS binary
2 SE90-1 Sensor fault engine speed pick up 1 SF=1 DM binary
3 SE90-2 Sensor fault engine speed pick up 2 SF=1 DM binary
4 SE89 Sensor fault TC speed pick up SF=1 CMS binary
MW 113 71 0 Signal fault ZS82 : Emergency stop (pushbutton) SF=1 CMS binary
1 Signal fault ZS75 : Turning gear disengaged SF=1 CMS binary
2 Signal fault SS84 : Remote stop SF=1 CMS binary
3 Signal fault SS83 : Remote start SF=1 CMS binary
4 Signal fault LAH28 : Lube oil level high SF=1 CMS binary
5 Signal fault LAL28 : Lube oil level low SF=1 CMS binary
6 Signal fault LAH42 : Fuel oil leakage high SF=1 CMS binary
7 Signal fault ZS97 : Remote switch SF=1 CMS binary
8 Signal fault LAH92 : OMD alarm SF=1 CMS binary
9 Signal fault TAH 29-27 : CCMON alarm SF=1 CMS binary
10 Signal fault : Remote reset SF=1 CMS binary
11 Signal fault LAH98 : Alternator cool. water leakage alarm SF=1 CMS binary
12 Signal fault : Emergency generator mode SF=1 CMS binary
13 Signal fault : Speed raise SF=1 CMS binary
14 Signal fault : Speed lower SF=1 CMS binary
15 Signal fault : Switch droop / isochronous mode SF=1 CMS binary
MW 114 72 0 Spare SF=1 CMS binary
4 Signal fault : Actuator signal SF=1 CMS binary
13 Signal fault SS83 : Start solenoid valve SF=1 CMS binary
15 Signal fault SS32 : Jet system valve SF=1 CMS binary
MW 115 73 0 Spare SF=1 CMS binary
2 Signal fault ZS34-1 : Charge air blow off valve 1 SF=1 CMS binary
3 Signal fault ZS34-2 : Charge air blow off valve 2 SF=1 CMS binary
4 Signal fault: VIT feedback position SF=1 CMS binary
MW 116 74 0 Sensor fault TSH12 : H.T. cool. water engine outlet termostate SF=1 DM binary
1 Sensor fault PSL22 : Lube oil eng. inlet pressostate SF=1 DM binary
2 Sensor fault ZS82 : Emergency stop (pushbutton) SF=1 DM binary
3 Sensor fault LSH92 : OMD shutdown SF=1 DM binary
4 Sensor fault TSH27-29 : CCMON shutdown SF=1 DM binary
5 Sensor fault ZX92 : OMD system failure SF=1 DM binary
6 Sensor fault ZX27-29 : CCMON system failure SF=1 DM binary
7 Sensor fault : Remote shutdown SF=1 DM binary
3700054-4.0
B 19 00 0 Modbus List Page 4 (5)
L16/24, L21/31
L27/38, L32/40
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
9 Sensor fault ZS30-2 : Charge air press. relief valve SF=1 DM binary
10 Sensor fault ZS30-1 : Charge air shut off flap SF=1 DM binary
11 Sensor fault SS86-1 : Emergency stop valve SF=1 DM binary
12 Signal fault ZS82 : Emergency stop (pushbutton) SF=1 DM binary
MW 117 75 0 CAN-1 error active=1 DM binary
1 CAN-2 error active=1 DM binary
2 Communication error to CMS active=1 DM binary
3 Backlight error active=1 DM binary
4 Ethernet communication error active=1 DM binary
5 Wirebrake supervision of remote signals disabled active=1 DM binary
MW 118 76 0 CAN-1 error active=1 CMS binary
1 CAN-2 error active=1 CMS binary
2 CAN-3 error active=1 CMS binary
3 Communication error to DM active=1 CMS binary
10 Emergency generator mode active=1 CMS binary
11 MDO used active=1 CMS binary
12 HFO used active=1 CMS binary
15 Live-Bit (status changes at least every 5 seconds) CMS binary
MW 119 77 0 Shutdown : H.T. cool. water temp. engine outlet high active=1 CMS binary
1 Shutdown overridden : H.T. cool. water temp. eng. outlet high active=1 CMS binary
2 Shutdown : Lube oil pressure filter outlet low active=1 CMS binary
3 Shutdown overridden : Lube oil press. filter outl. low active=1 CMS binary
4 Shutdown : Engine overspeed active=1 CMS binary
5 Shutdown : Actuator Error active=1 CMS binary
6 Shutdown : Double Pick-Up Error active=1 CMS binary
7 Shutdown : Stop failure active=1 CMS binary
MW 120 78 0 Shutdown : H.T. cool. water temp. engine outlet high active=1 DM binary
1 Shutdown overridden : H.T. cool. water temp. eng. outlet high active=1 DM binary
2 Shutdown : Lube oil pressure filter outlet low active=1 DM binary
3 Shutdown overridden : Lube oil press. filter outl. low active=1 DM binary
4 Shutdown : Engine overspeed active=1 DM binary
5 Shutdown : OMD active=1 DM binary
6 Shutdown overridden : OMD active=1 DM binary
7 Shutdown : CCMON active=1 DM binary
8 Shutdown overridden : CCMON active=1 DM binary
DM/
9 Shutdown : Emergency stop active active=1 binary
CMS
10 Shutdown : Remote Shutdown active=1 DM binary
MW 121 79 0 Alarm : H.T. cooling water temp. engine outlet high active=1 CMS binary
1 Alarm : Lube oil pressure filter outlet low active=1 CMS binary
2 Alarm : Engine overspeed active=1 CMS binary
3 Alarm LAH28 : Lube oil level high active=1 CMS binary
4 Alarm LAL28 : Lube oil level low active=1 CMS binary
5 Alarm LAH42 : Fuel oil leakage active=1 CMS binary
6 Alarm FE94 : Cylinder lubrication no flow active=1 CMS binary
7 Alarm LAL98 : Alternator cooling water leakage active=1 CMS binary
8 Alarm : Start failure active=1 CMS binary
3700054-4.0
Page 5 (5) Modbus List B 19 00 0
L16/24, L21/31
L27/38, L32/40
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
9 Alarm PAL25: Prelub. Oil pressure low active=1 CMS binary
11 Alarm : Startpreparation failure active=1 CMS binary
12 Alarm : Engine running error active=1 CMS binary
13 Alarm PAL01 : L.T. cooling water pressure low active=1 CMS binary
14 Alarm PAL10 : H.T. cooling water pressure low active=1 CMS binary
15 Alarm PDAH21-22 : Diff. pressure lube oil filter high active=1 CMS binary
MW 122 7A 0 Alarm TAH21 : Lube oil temperature filter inlet high active=1 CMS binary
1 Alarm PAL23 : Lube oil pressure TC low active=1 CMS binary
2 Alarm PDAH40-43 : Diff. pressure fuel oil filter high active=1 CMS binary
3 Alarm PAL40 : Fuel oil pressure engine inlet low active=1 CMS binary
4 Alarm PAL70 : Start air pressure low active=1 CMS binary
5 Alarm TAH98-1 : Alternator winding temp. L1 high active=1 CMS binary
6 Alarm TAH98-2 : Alternator winding temp. L2 high active=1 CMS binary
7 Alarm TAH98-3 : Alternator winding temp. L3 high active=1 CMS binary
8 Alarm TAH29-1 : Alternator front bearing temp. high active=1 CMS binary
9 Alarm TAH29-2 : Alternator rear bearing temp. high active=1 CMS binary
10 Alarm : OMD active=1 CMS binary
11 Alarm : CCMON active=1 CMS binary
12 Alarm : TC Overspeed active=1 CMS binary
14 Alarm: Cylinder Lubrication Error active=1 CMS binary
15 Alarm: Prelube pressure low active=1 CMS binary
MW 123 7B 0 Alarm ZX92 : OMD system failure active=1 DM binary
1 Alarm ZX27-29 : CCMON system failure active=1 DM binary
2 Alarm: VIT positioning Error active=1 DM binary
3 Alarm: CAN 3 Error - VIT communication Error active=1 DM binary
5 Alarm: Jet System Error active=1 DM binary
MW 124 7C Operating hour counter h CMS 0..65535
MW 125 7D Overload hour counter h CMS 0..65535
MW 126 7E 0 Load reduction request: VIT emergency mode error active=1 DM binary
1 Load reduction request overridden : VIT emerg. mode error active=1 DM binary
MW 127 7F Start of spare
MW 1799 707 End of spare
1699190-5.0
Page 1 (1) Oil Mist Detector B 19 22 1
General
Description
Tecnical Data
06.47
MAN Diesel
General
2S1
1AE4
Fig 1 Dimensions.
08.09
MAN Diesel
Combined Box with Prelubricating Oil Pump, Nozzle 1699867-7.0
E 19 07 2 Conditioning Pump, Preheater and El Turning Device Page 2 (2)
General
1 2 3 4 5 6 7 8 9 10 11 12 13
BASEPLATE
2 4 6 2 4 6 2 4 6
FRONTPLATE
1,5mm 2
1,5mm 2
10mm 2
10 mm 2
PANEL
1 3 5 1 3 5 1 3 5
4Q5 4Q9 5Q1
2 4 6 2 4 6 2 4 6
4F5 4F9
L1 L2 L3 6,0-6,7-8,5 1,3-1,6-1,8
2S1
T1 T2 T3
PE
1 2 3 4 5 6 10 11 12
MAX. 50A
3*415V
POWER SUPPLY
ENGINE 3.0 kW
PRELUB. OIL PUMP
ENGINE 0.75 KW
NOZZLE COOL.PUMP
ENGINE 24 kW
H.T. WATER PREHEATER
1 2 3 4 5 6 7 8 9 10 11 12 13
3F4 1 3 5
10A
2 4 6
1,5mm 2
1 3 5
5Q4
2 4 6
5F4
1,0-1,2-1,4
FORWARD 1 3 5 REVERSE 1 3 5
5Q7 5Q9
2 4 6 2 4 6
08028-0D/H5250/94.08.12
7 8 9
ENGINE 0.55 kW
TURNING MOTOR
08.09
MAN B&W Diesel
1631477-3.3
Page 1 (2) Prelubricating Oil Pump Starting Box E 19 11 0
General
Ø10.2
630 220
08028-0D/H5250/94.08.12
Fig 1 Dimensions.
01.10
MAN B&W Diesel
1631477-3.3
E 19 11 0 Prelubricating Oil Pump Starting Box Page 2 (2)
General
08028-0D/H5250/94.08.12
01.10
Foundation
B 20
MAN Diesel & Turbo
02.23
MAN Diesel & Turbo
1665780-2.3
Page 1 (2) Resilient Mounting of Generating Sets B 20 01 3
L27/38
Resilient Mounting of Generating Sets 1) The support between the bottom flange of the
conical mounting and the foundation is made
On resiliently mounted generating sets, the diesel with a loose steel shim. This steel shim is ad-
engine and the alternator are placed on a common justed to an exact measurement (min 40 mm)
rigid base frame mounted on the ship's/machine for each conical mounting.
house's foundation by means of resilient supports,
type conical. 2) The support can also be made by means of
two steel shims, at the top a loose steel shim
All connections from the generating set to the external of at least 40 mm and below a steel shim of at
systems should be equipped with flexible connections least 10 mm which is adjusted for each conical
and pipes, gangway etc must not be welded to the mounting and then welded to the foundation.
external part of the installation.
Method 1
Resilient Support
min 40 mm
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to Steel
brackets on the base frame (see fig 1). Shim
min 40 mm
min 10 mm
Supporting
Steel Shim
Steel Shim
CL - Engine
Foundation
175 mm*
min 60 mm**
400 mm
Method 3
Steel shim
Foundation
min 40 mm
Deck
08028-0D/H5250/94.08.12
min 10 mm
min 35 mm * Unloaded
** Minimum distance Supporting
Steel Shim
Steel Shim
Chockfast
Fig 1 Resilient mounting of generating sets
Foundation
10.33
MAN Diesel & Turbo
1665780-2.3
B 20 01 3 Resilient Mounting of Generating Sets Page 2 (2)
L27/38
3) Finally, the support can be made by means Check of Crankshaft Deflection
of chockfast. It is necessary to use two steel
shims, the top steel shim should be loose The resiliently mounted generating set is normally
and have a minimum thickness of 40 mm, the delivered from the factory with engine and Alternator
bottom steel shim should be cast in chockfast mounted on the common base frame.
with a thickness of at least 10 mm. Eventhough engine and alternator have been ad-
justed by the engine builder, with the alternator rotor
Irrespective of the method of support, the 40 mm placed correctly in the stator and the crankshaft de-
steel shim is necessary to facilitate a possible future flection of the engine (autolog) within the prescribed
replacement of the conical mountings, which are tolerances, it is recommended to check the crankshaft
always replaced in pairs. deflection ( autolog) before starting up the GenSet.
08028-0D/H5250/94.08.12
10.33
Test running
B 21
MAN Diesel & Turbo
1356501-5.7
Page 1 (1) Shop Test Programme for Marine GenSets B 21 01 1
General
MAN Diesel
Operating points ABS BV DNV GL LR RINA NK IACS & Turbo
programme
1) Starting attempts X X - X X X X X X
2) Governor test (see B 17 00 0 - Load Requirements) X X X X X X X X X
3) Test of safety and monitoring system X X X X X X X X X
4) Load acceptance test (value in minutes)
Continuous rating
Constant speed
(MCR)
100% 1* 60 60 M 60 60 60 120 2* 60 60
110% 30 45 M 45 45 45 45 3* 30 45
Engines driving alternators
75% M M M M M M 30 M 30
50% M M M M M M 30 M 30
25% M M - M M M - M 30
Idling = 0% M M - M M M - M 30
Continuous rating
Constant speed
(MCR)
100% 1* 60 60 M 60 60 60 120 2* 50 60
110% 30 45 M 45 45 45 45 3* 30 45
Engines driving alternators for 90% - - M - - - - - 30
electric propulsion
75% M M M M M M 30 M 30
50% M M M M M M 30 M 30
25% M M - M M M - M 30
Idling = 0% M M - M M M - M 30
5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated).
6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition.
6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition.
7) Inspection of lubricating oil filter cartridges of each engine.
8) General inspection.
The operating values to be measured and recorded during the acceptance test have been specified in ac-
cordance with ISO 3046-1:2002 and with the rules of the classification societies.
The operation values are to be confirmed by the customer or his representative, the classification's repre-
sentative and the person responsible for the acceptance test by their signature on the test report.
After the acceptance test components will be checked so far it is possible without dismantling.
Dismantling of components is carried out on the customer's or the classification representative's request.
07.47
Spare Parts
E 23
MAN Diesel
1689476-6.1
Page 1 (3) Weight and Dimensions of Principal Parts E 23 00 0
L27/38
Ø270
4 55
428
515
Ø362
775
08028-0D/H5250/94.08.12
10.13
MAN Diesel
1689476-6.1
E 23 00 0 Weight and Dimensions of Principal Parts Page 2 (3)
L27/38
70
755
Ø1 Ø1
41 41
Ø2
62
88
2
751
1435
8
45
08028-0D/H5250/94.08.12
10.13
MAN Diesel
1689476-6.1
Page 3 (3) Weight and Dimensions of Principal Parts E 23 00 0
L27/38
TCR18
A B
C
TCR20
A B
C
Turbocharger A B C* Weight**
size mm mm mm kg
10.13
MAN Diesel & Turbo
3700022-1.1
Page 1 (1) Spare Parts for Unrestricted Service P 23 01 1
L27/38
Spare parts for unrestricted service, according to the classification societies requirements/recommendations
and/or MAN Diesel & Turbo standard.
Gaskets
Kit for cylinder unit 51704 021 1
1) Plate No. and Item No. refer to the spare parts plates in the instruction book.
2) Quantity is in force per engine type per plant.
11.21, Tier II
Tools
P 24
MAN Diesel & turbo
3700125-2.0
Page 1 (9) Standard Tools for Normal Maintenance P 24 01 1
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700125-2.0
P 24 01 1 Standard Tools for Normal Maintenance Page 2 (9)
L27/38
11.21 - Tier II
MAN Diesel & turbo
3700125-2.0
Page 3 (9) Standard Tools for Normal Maintenance P 24 01 1
L27/38
153
221
11.21 - Tier II
MAN Diesel & Turbo
3700125-2.0
P 24 01 1 Standard Tools for Normal Maintenance Page 4 (9)
L27/38
444.5
Tool for fixing of marine 1 52000 060
head for counterweight
83.5
11.21 - Tier II
MAN Diesel & turbo
3700125-2.0
Page 5 (9) Standard Tools for Normal Maintenance P 24 01 1
L27/38
200
Plier
637
759
1 52000 759
11.21 - Tier II
MAN Diesel & Turbo
3700125-2.0
P 24 01 1 Standard Tools for Normal Maintenance Page 6 (9)
L27/38
11.21 - Tier II
MAN Diesel & turbo
3700125-2.0
Page 7 (9) Standard Tools for Normal Maintenance P 24 01 1
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700125-2.0
P 24 01 1 Standard Tools for Normal Maintenance Page 8 (9)
L27/38
w) Hydraulic tools box 3 143 383 167 358 180/202 52000 581
consisting of:
Spare parts for hydrau- 275 287 556 334 226 1 52000 226
lic tool M39 x 2 238
251
322
Spare parts for hydrau- 1 52000 238
lic tool M36 x 2
11.21 - Tier II
MAN Diesel & turbo
3700125-2.0
Page 9 (9) Standard Tools for Normal Maintenance P 24 01 1
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
Page 1 (10) Additional tools P 24 03 9
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
P 24 03 9 Additional tools Page 2 (10)
L27/38
ø316
153
221
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
Page 3 (10) Additional tools P 24 03 9
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
P 24 03 9 Additional tools Page 4 (10)
L27/38
1 52002 508
Mandrel for lubricating
oil cooler
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
Page 5 (10) Additional tools P 24 03 9
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
P 24 03 9 Additional tools Page 6 (10)
L27/38
210
Wooden box
L x B x H = 450 x 380 x 190 mm
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
Page 7 (10) Additional tools P 24 03 9
L27/38
246
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
P 24 03 9 Additional tools Page 8 (10)
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
Page 9 (10) Additional tools P 24 03 9
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
P 24 03 9 Additional tools Page 10 (10)
L27/38
11.21 - Tier II
MAN Diesel & Turbo
3700067-6.0
Page 1 (2) Hand Tools P 24 05 1
L16/24
L21/31, L27/38
152
24 mm 30 mm 36 mm 8 mm 10 mm 12 mm
11.01
MAN Diesel & Turbo
3700067-6.0
P 24 05 1 Hand Tools Page 2 (2)
L16/24
L21/31, L27/38
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
019 1/E Set of tools Topnøglesæt 260 1/E Bit, hexagon socket Unbrakotop, str 12 0
screw, square drive
032 1/E Combination spanner, Ring-gaffelnøgle,
10 mm 10 mm 272 1/E Torque spanner, Momentnøgle, 0
20-120 Nm - 1/2" 20-120 Nm - 1/2"
044 1/E Combination spanner, Ring-gaffelnøgle,
12 mm 12 mm 284 1/E Torque spanner, Momentnøgle, 0
40-200 Nm - 1/2" 40-200 Nm - 1/2"
056 1/E Combination spanner, Ring-gaffelnøgle,
13 mm 13 mm 296 1/E Torque spanner, Momentnøgle, 0
30-320 Nm - 1/2" 30-320 Nm - 1/2"
068 1/E Combination spanner, Ring-gaffelnøgle,
14 mm 14 mm 331 1/E Hexagon key 7 mm Unbrakonøgle 7 mm 0
081 1/E Combination spanner, Ring-gaffelnøgle, 343 1/E Hexagon key 8 mm Unbrakonøgle 8 mm 08
17 mm 17 mm
355 1/E Hexagon key 10 mm Unbrakonøgle 10 mm 08
093 1/E Combination spanner, Ring-gaffelnøgle,
19 mm 19 mm 367 1/E Hexagon key 12 mm Unbrakonøgle 12 mm 08
103 1/E Combination spanner, Ring-gaffelnøgle, 379 1/E Hexagon key 14 mm Unbrakonøgle 14 mm 08
22 mm 22 mm
380 1/E Hexagon key 17 mm Unbrakonøgle 17 mm 08
115 1/E Combination spanner, Ring-gaffelnøgle,
24 mm 24 mm 392 1/E Hexagon key 19 mm Unbrakonøgle 19 mm 08
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
11.01
G 50 Alternator
B 50
MAN Diesel & Turbo
1699895-2.0
Page 1 (2) Alternators for GenSets B 50 00 0
L16/24
L21/31
GenSet L27/38
A GenSet is a joined unit with a diesel engine, an In both cases the alternator stator housing is con-
alternator and a common base frame. The alternator nected to the diesel engine with bolts, however,
has a stator housing with a front flange which is con- with two-bearing alternators an intermediate piece
nected to the diesel engine with bolts. Similar to this with bolt flanges is used which at the same time is
the alternator has foot flanges with bolt connection shielding the flexible rubber coupling.
to the base frame. The base frame is anchored to
the foundation with a variable number of rubber The bearing type can be ball bearing, roller bearing
dampers. or sleeve bearing.
Baseframe
08028-0D/H5250/94.08.12
Fig 1 GenSet
08.39
MAN Diesel & Turbo
1699895-2.0
B 50 00 0 Alternators for GenSets Page 2 (2)
L16/24
L21/31
L27/38
The water-cooled alternator circulates air internally in According to the GL classification rules the alternator
the alternator by means of the ventilator. The airflow must as maximum be used up to 155° C operating
passes through a built-in water cooler, removing temperature – corresponding to insulation class F.
the heat from the alternator through the connected It may also be a customer requirement to keep the
cooling water system. efficiency below class H.
The entrance to the electrical main cables can be The windings have tropical resistance against high
placed on the right or left side of the alternator with humidity.
a horizontal or vertical inlet.
The alternator is equipped with anti-condensate
standstill heater.
Electrical alternator design
For temperature surveillance in the windings, the
The alternator is a three-phase AC synchronous alter- alternator is equipped with 2x3 PT100 sensors.
nator – brushless with built-in exciter and automatic, PT100 sensors are also installed for surveillance of
electronic voltage regulator (AVR) with potentiometer the bearing temperature, and possibly also equipped
for remote control. (The potentiometer for final ad- with visual thermometers on bearings.
justment of the voltage is included in the standard
delivery and normally part of the control panel). The alternator can be delivered for the voltages
380 VAC to 13.8 KVAC. The frequencies are 50 Hz
The alternator is intended for parallel running. or 60 Hz.
The insulation class for the windings can be H/H or The alternator fulfils the requirements for electro-
lower. H/H corresponds to 180° C on the windings magnetic compatibility protection EMC, is designed
and 180° C operating temperature. and tested according to IEC34 and fulfils the DIN
EN 60034 / VDE0530 requirements.
08028-0D/H5250/94.08.12
08.39
MAN Diesel & Turbo
1699865-3.1 B 50 00 0
Page 1 (3) Alternator cable installation G 50 00 0
General
Main Cables The free cable length from the cable tray to the at-
tachment on the alternator, must be appropriate to
The flexible mounting of the GenSet must be taken compensate for the relative movements, between
into consideration when installing alternator cables. the GenSet and foundation.
The cables must be installed so that no forces have Following can be used as a guideline:
an effect on the alternator's terminal box. The fix point of the alternator cables must be as close
as possible to the center line of the rotor.
A discharge bracket can be welded on the engine's
base frame. If this solution is chosen, the flexibility Bending of the cables must follow the recommen-
in the cables must be between the cable tray and dations of the cable supplier as regards minimum
the discharge bracket. bending radius for movable cables.
m
ax
30
0
Center line
m
m
Fix point
10.39
MAN Diesel & Turbo
B 50 00 0 1699865-3.1
G 50 00 0 Alternator cable installation Page 2 (3)
General
Earth cable connection Engine, base frame and alternator have internal
metallic contact to ensure earth connection.
It is important to establish an electrical bypass over The size of the earth cable is to be calculated on
the electrical insulating rubber dampers. the basis of output and safety conditions in each
The earth cable must be installed as a connection specific case; or must have minimum the same size
between alternator and ship hull for marine operation, as the main cables.
and as connection between alternator and foundation
for stationary operation.
For stationary operation, the contractor must ensure
that the foundation is grounded according to the rules
from local authorities.
Engine Alternator
10.39
MAN Diesel & Turbo
1699865-3.1 B 50 00 0
Page 3 (3) Alternator cable installation G 50 00 0
General
Engine
Alternator
Earth cable
10.39
MAN Diesel & Turbo
3700084-3.0
Combinations of engine- and alternator layout B 50 00 0
Page 1 (2) G 50 00 0
General
For a GenSet the engine and alternator are fixed on Comments to possible combinations:
a common base frame, which is flexibly installed.
This is to isolate the GenSet vibration-wise from • :
Standard
the environment. As part of the GenSet design a full # :
Option
FEM calculation has been done and due to this and X :
Not recommended
our experience some combinations of engine type 1) :
Only in combination with "top bracing"
and alternator type concerning one - or two bearings between engine crankcase and alternator frame
must be avoided. In the below list all combinations 2) : Need for 'topbracing' to be evaluated case by
can be found. case
water cooled
water cooled
water cooled
water cooled
1-bearing,
1-bearing,
2-bearing,
2-bearing,
1-bearing,
1-bearing,
2-bearing,
2-bearing,
air cooled
air cooled
air cooled
air cooled
L16/24 L28/32H
5 Cyl. 1000 RPM · # # # 5 Cyl. 720 RPM · # # #
5 Cyl. 1200 RPM · # # # 5 Cyl. 750 RPM · # # #
6 Cyl. 1000 RPM · # # # 6 Cyl. 720 RPM · # # #
6 Cyl. 1200 RPM · # # # 6 Cyl. 750 RPM · # # #
7 Cyl. 1000 RPM · # # # 7 Cyl. 720 RPM X X · #
7 Cyl. 1200 RPM · # # # 7 Cyl. 750 RPM X X · #
8 Cyl. 1000 RPM · # # # 8 Cyl. 720 RPM X X · #
8 Cyl. 1200 RPM · # # # 8 Cyl. 750 RPM X X · #
9 Cyl. 1000 RPM · # # # 9 Cyl. 720 RPM · # # #
9 Cyl. 1200 RPM · # # # 9 Cyl. 750 RPM · # # #
water cooled
water cooled
water cooled
water cooled
1-bearing,
1-bearing,
2-bearing,
2-bearing,
1-bearing,
1-bearing,
2-bearing,
2-bearing,
air cooled
air cooled
air cooled
air cooled
L23/30H L21/31
5 Cyl. 720 RPM · 1) 2) 1) 5 Cyl. 900 RPM · # # #
5 Cyl. 750 RPM · 1) 2) 1) 5 Cyl. 1000 RPM · # # #
5 Cyl. 900 RPM · 1) 2) 1) 6 Cyl. 900 RPM · # # #
6 Cyl. 720 RPM · # # # 6 Cyl. 1000 RPM · # # #
6 Cyl. 750 RPM · # # # 7 Cyl. 900 RPM · # # #
6 Cyl. 900 RPM · # # # 7 Cyl. 1000 RPM · # # #
7 Cyl. 720 RPM · # # # 8 Cyl. 900 RPM X X · #
7 Cyl. 750 RPM · # # # 8 Cyl. 1000 RPM X X · #
7 Cyl. 900 RPM · # # # 9 Cyl. 900 RPM X X · #
8 Cyl. 720 RPM · # # # 9 Cyl. 1000 RPM X X · #
8 Cyl. 750 RPM · # # #
8 Cyl. 900 RPM · # # #
11.11
MAN Diesel & Turbo
B 50 00 0 3700084-3.0
G 50 00 0 Combinations of engine- and alternator layout Page 2 (2)
General
water cooled
water cooled
water cooled
water cooled
1-bearing,
1-bearing,
2-bearing,
2-bearing,
1-bearing,
1-bearing,
2-bearing,
2-bearing,
air cooled
air cooled
air cooled
air cooled
L32/40
L27/38 L32/40CR
5 Cyl. 720 RPM · # # # 6 Cyl. 720 RPM · # # #
5 Cyl. 750 RPM · # # # 6 Cyl. 750 RPM · # # #
6 Cyl. 720 RPM · # # # 7 Cyl. 720 RPM · # # #
6 Cyl. 750 RPM · # # # 7 Cyl. 750 RPM · # # #
7 Cyl. 720 RPM · # # # 8 Cyl. 720 RPM X X · #
7 Cyl. 750 RPM · # # # 8 Cyl. 750 RPM X X · #
8 Cyl. 720 RPM X X · # 9 Cyl. 720 RPM X X · #
8 Cyl. 750 RPM X X · # 9 Cyl. 750 RPM X X · #
9 Cyl. 720 RPM X X · #
9 Cyl. 750 RPM X X · #
water cooled
water cooled
1-bearing,
1-bearing,
2-bearing,
2-bearing,
air cooled
air cooled
V28/32S
12 Cyl. 720 RPM X X · 1)
12 Cyl. 750 RPM X X · 1)
16 Cyl. 720 RPM X X · 1)
16 Cyl. 750 RPM X X · 1)
18 Cyl. 720 RPM X X · 1)
18 Cyl. 750 RPM X X · 1)
11.11
B 25 Preservation and
Packing
B 98
MAN Diesel & Turbo
1679796-1.1
Page 1 (1) Lifting Instruction P 98 05 1
L27/38
Lifting of Complete Generating Sets.
Wire
Shackle
Beam
Nut
Tools
09.23