L21-31_GenSet_TierII

L21/31Project Guide - MarineFour-stroke GenSetcompliant with IMO Tier II

Complete manualdate 2013.11.11

MAN Diesel & Turbo

PlatePage 1 (4)

2013.11.11

Project guide Index

L21/31

Text Index Drawing No

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.4Engine programme IMO Tier II - GenSet I 00 02 0 1689461-0.3Key for engine designation I 00 05 0 1609526-0.8Designation of cylinders I 00 15 0 1607568-0.2Code identification for instruments I 00 20 0 1687100-5.5Basic symbols for piping I 00 25 0 1631472-4.1

General information D 10

List of capacities D 10 05 0 1689479-1.5List of capacities D 10 05 0 1689499-4.5Description of sound measurements D 10 25 0 1609510-3.5Description of structure-born noise D 10 25 0 1671754-6.2Exhaust gas components D 10 28 0 1655210-7.3NOx Emission D 10 28 0 1689474-2.1Moment of inertia D 10 30 0 1693502-6.1Green Passport D 10 33 0 1699985-1.1Overhaul recommendations D 10 35 0 3700308-6.0Overhaul recommendations D 10 35 0 1683310-4.2Expected life time D 10 35 0 1687150-7.1

Basic diesel engine B 10

Power, outputs, speed B 10 01 1 1689496-9.0General description B 10 01 1 3700149-2.1Cross section B 10 01 1 1683375-1.1Main Particulars B 10 01 1 1699263-7.2Dimensions and weights B 10 01 1 3700211-4.2Centre of gravity B 10 01 1 1687129-4.1Overhaul areas B 10 01 1 1683381-0.0Firing pressure comparison B 10 01 1 3700085-5.1Firing pressure comparison B 10 01 1 3700086-7.1Engine rotation clockwise B 10 11 1 1607566-7.2

Fuel oil system B 11

Internal fuel oil system B 11 00 0 1683378-7.4Internal fuel oil system B 11 00 0 3700162-2.0Fuel oil diagram B 11 00 0 1655209-7.15Heavy fuel oil (HFO) specification B 11 00 0 3.3.3-01Diesel oil (MDO) specification B 11 00 0 010.000.023-04Gas oil / diesel oil (MGO) specification B 11 00 0 010.000.023-01Bio fuel specification B 11 00 0 3.3.1-02Explanation notes for biofuel B 11 00 0 3700063-9.0Crude oil specification B 11 00 0 3700246-2.0Viscosity-temperature diagram (VT diagram) B 11 00 0 010.000.023-06Guidelines regarding MAN Diesel & Turbo GenSets operating onlow sulphur fuel oil B 11 00 0 1699177-5.1Recalculation of fuel consumption dependent on ambient conditions B 11 01 0 1624473-6.2

MAN Diesel & Turbo

PlatePage 2 (4)

2013.11.11

Project guideIndex

L21/31


Fuel oil consumption for emissions standard B 11 01 0 1689497-0.1Fuel injection valve B 11 00 0 3700222-2.0Fuel injection pump B 11 02 1 1683324-8.1Fuel oil filter duplex E 11 08 1 1679744-6.7MDO / MGO Cooler E 11 06 1 1689458-7.3HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3

Lubrication oil system B 12

Internal lubricating oil system B 12 00 0 1683379-9.6Crankcase ventilation B 12 00 0 1699270-8.5Prelubricating pump B 12 07 0 1655289-8.10Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) B 12 15 0 010.000.023-11Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels B 12 15 0 010.000.023-07Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.10Treatment and maintenance of lubricating oil B 12 15 0 1643494-3.9Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7

Cooling water system B 13

Engine cooling water specifications B 13 00 0 010.000.023-13Cooling water inspecting B 13 00 0 010.000.002-03Cooling water system cleaning B 13 00 0 010.000.002-04Water specification for fuel-water emulsions B 13 00 0 010.000.023-16Internal cooling water system B 13 00 0 1643496-7.6Internal cooling water system (one string) B 13 00 3 3700143-1.1Internal cooling water system ( two string) B 13 00 6 3700144-3.1Design data for external cooling water system B 13 00 0 1683397-8.6External cooling water system B 13 00 0 1655290-8.1One string central cooling water system B 13 00 3 1643498-0.8Expansion tank B 13 00 0 1613419-0.4Preheater arrangement in high temperature system B 13 23 1 3700159-9.0Expansion tank pressurized T 13 01 1 1671771-3.4

Compressed air system B 14

Specification for compressed air B 14 00 0 010.000.023-21Compressed air system B 14 00 0 3700145-5.0Compressed air system B 14 00 0 1655207-3.2

Combustion air system B 15

Combustion air system B 15 00 0 3700047-3.1Specifications for intake air (combustion air) B 15 00 0 010.000.023-17Engine room ventilation and combustion air B 15 00 0 1699110-4.1Water washing of turbocharger - compressor B 15 05 1 1639499-6.0

Exhaust gas system B 16

Exhaust gas system B 16 00 0 1655213-2.5

MAN Diesel & Turbo

PlatePage 3 (4)

2013.11.11

Project guide Index

L21/31


Pressure drop in exhaust gas system B 16 00 0 1624460-4.2Exhaust gas velocity B 16 01 0 3700152-6.2Cleaning the turbocharger in service, dry cleaning B 16 01 1 1665763-5.2Water washing of turbocharger - turbine B 16 01 2 1655201-2.2Position of gas outlet on turbocharger B 16 02 0 3700048-5.0Silencer without spark arrestor, damping 35 dB (A) E 16 04 3 3700051-9.0Silencer with spark arrestor, damping 35 dB (A) E 16 04 6 3700052-0.0

Speed control system B 17

Starting of engine B 17 00 0 1655204-8.7Load curves for diesel electric propulsion B 17 00 0 3700225-8.0Engine operation under arctic conditions B 17 00 0 1689459-9.0Actuator B 17 01 2 1689484-9.0

Safety and control system B 19

Operation data & set points B 19 00 0 3700060-3.7System description B 19 00 0 V1.5Communication from the GenSet B 19 00 0 1.6Modbus list B 19 00 0 3700054-4.0Oil Mist Detector B 19 22 1 1699190-5.0Combined box with prelubricating pump, preheater and el turning device E 19 07 2 3700290-3.0Combined box with prelubricating oil pump, nozzle conditioningpump, preheater and el turning device E 19 07 2 1699867-7.0Prelubricating oil pump starting box E 19 11 0 1631477-3.3

Foundation B 20

Recommendations concerning steel foundations for resilientmounted gensets B 20 01 0 1687109-1.1Resilient mounting of generating sets B 20 01 3 1687110-1.1

Test running B 21

Shop Test Programme for Marine GenSets B 21 01 1 1356501-5.9

Spare parts E 23

Weight and dimensions of principal parts E 23 00 0 1689483-7.2Recommended wearing parts E 23 04 0 1687156-8.1Spare parts for unrestriced service P 23 01 1 3700029-4.2

Tools P 24

Standard tools for normal maintenance P 24 01 1 3700064-0.1Additional tools P 24 03 9 3700066-4.3Hand tools P 24 05 1 3700067-6.0

Alternator G 50

MAN Diesel & Turbo

PlatePage 4 (4)

2013.11.11

Project guideIndex

L21/31


Alternators for GenSets B 50 00 0 1699895-2.1Alternator cable installation B/G 50 00 0 1699865-3.2Combinations of engine- and alternator layout B/G 50 00 0 3700084-3.1

Diesel-electric propulsion B 52

Diesel-electric propulsion plant B 52 00 0 3700088-0.0

Preservation and packing B 98

Lifting instruction P 98 05 1 1679794-8.1

Introduction

I 00

IntroductionOur project guides provide customers and consultants with information and data when planning new plantsincorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of themodifications associated with upgrading of our project guides, the contents of the specific edition hereof willremain 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 quotationspecification or together with the documents for order processing.

All figures, values, measurements and/or other information about performance stated in the project guides arefor guidance only and shall not be used for detailed design purposes or as a substitute for specific drawingsand instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warrantieseither express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of theinformation 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 ofour supply.

All data provided in this document is non-binding. This data serves informational purposes only and is especially notguaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will beassessed and determined individually for each project. This will depend on the particular characteristics of eachindividual project, especially specific site and operational conditions.

If this document is delivered in another language than English and doubts arise concerning the translation, the Eng-lish text shall prevail.

Original instructions

MAN Diesel & Turbo

1643483-5.4Page 1 (2) Introduction to project guide I 00 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.17

Code numbers

Code letter: The code letter indicates the contents of the documents:

B : Basic Diesel engine / built-on engine

D : Designation of plant

E : Extra parts per engine

G : Generator

I : Introduction

P : Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil sys-tem, monitoring equipment, foundation, test running, etc.

Sub-function: This figure occurs in variants from 0-99.

Choice number: This figure occurs in variants from 0-9:

0 : General information 1 : Standard

2-8 : Standard optionals 9 : Optionals

Further, there is a table of contents for each chapter and the pages follow immediately afterwards.

Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the DanishCommerce 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 modification in the interest of technical progress. Reproduction permitted provided source is given.

MAN Diesel & Turbo

I 00 00 0 Introduction to project guide 1643483-5.4Page 2 (2)


2013.04.17

Description

Four-stroke diesel engine programme for marineapplications complies with IMO Tier II, GenSetapplication.

MAN Diesel & Turbo

1689461-0.3Page 1 (1) Engine programme IMO Tier II I 00 02 0

L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.07.19 - Tier II

Key for engine designation

MAN Diesel & Turbo

1609526-0.8Page 1 (1) Key for engine designation I 00 05 0

L32/40, L16/24, L23/30A, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.17

General

MAN Diesel & Turbo

1607568-0.2Page 1 (1) Designation of cylinders I 00 15 0

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.04.18

Explanation of symbols

Specification of letter code for measuring devices

1st letter Following letters

F

L

P

S

T

U

V

X

Z

Flow

Level

Pressure

Speed, System

Temperature

Voltage

Viscosity

Sound

Position

A

D

E

H

I

L

S

T

X

V

Alarm

Differential

Element

High

Indicating

Low

Switching, Stop

Transmitting

Failure

Valve, Actuator

MAN Diesel & Turbo

1687100-5.5Page 1 (3) Code identification for instruments I 00 20 0


2013.04.18

Standard text for instruments

Diesel engine/alternatorLT water system

010203

inlet to air cooleroutlet from air cooleroutlet from lub. oil cooler

040506

inlet to alternatoroutlet from alternatoroutlet from fresh water cooler(SW)

070809

inlet to lub. oil coolerinlet to fresh water cooler

HT water system

1010A111213

inlet to engineFW inlet to engineoutlet from each cylinderoutlet from engineinlet to HT pump

1414A14B1516

inlet to HT air coolerFW inlet to air coolerFW outlet from air cooleroutlet from HT systemoutlet from turbocharger

171819

19A19B

outlet from fresh water coolerinlet to fresh water coolerpreheaterinlet to prechamberoutlet from prechamber

Lubricating oil system

20212223

23B

inlet to cooleroutlet from cooler/inlet to filteroutlet from filter/inlet to engineinlet to turbochargeroutlet from turbocharger

242526

27

sealing oil - inlet engineprelubricatinginlet rocker arms and rollerguidesintermediate bearing/alternatorbearing

2829

level in base framemain bearings

Charging air system

30313233

inlet to cooleroutlet from coolerjet assist systemoutlet from TC filter/inlet to TCcompr.

34353637

charge air conditioningsurplus air inletinlet to turbochargercharge air from mixer

3839

Fuel oil system

40414243

inlet to engineoutlet from engineleakageinlet to filter

44454647

outlet from sealing oil pumpfuel-rack positioninlet to prechamber

4849

Nozzle cooling system

50515253

inlet to fuel valvesoutlet from fuel valves

54555657

valve timinginjection timingearth/diff. protection

5859

oil splashalternator load

Exhaust gas system

60616263

outlet from cylinderoutlet from turbochargerinlet to turbochargercombustion chamber

64656667

6869

MAN Diesel & Turbo

I 00 20 0 Code identification for instruments 1687100-5.5Page 2 (3)


2013.04.18

Compressed air system

70717273

inlet to engineinlet to stop cylinderinlet to balance arm unitcontrol air

74757677

inlet to reduction valvemicroswitch for turning gearinlet to turning gearwaste gate pressure

7879

inlet to sealing oil system

Load speed

80818283

overspeed airoverspeedemergency stopengine start

84858687

engine stopmicroswitch for overloadshutdownready to start

888990

index - fuel injection pumpturbocharger speedengine speed

Miscellaneous

91929394

natural gas - inlet to engineoil mist detectorknocking sensorcylinder lubricating

95969798

voltageswitch for operating locationremotealternator winding

99100101102

common alarminlet to MDO cooleroutlet to MDO cooleralternator cooling air

MAN Diesel & Turbo

1687100-5.5Page 3 (3) Code identification for instruments I 00 20 0


2013.04.18

Basic symbols for piping

MAN Diesel & Turbo

1631472-4.1Page 1 (3) Basic symbols for piping I 00 25 0


2013.04.18

MAN Diesel & Turbo

I 00 25 0 Basic symbols for piping 1631472-4.1Page 2 (3)


2013.04.18

MAN Diesel & Turbo

1631472-4.1Page 3 (3) Basic symbols for piping I 00 25 0


2013.04.18

General information

D 10

Capacities5L: 200 kW/cyl., 6L-9L: 220kW/Cyl. at 900 rpm

Reference condition : TropicAir temperature LT-water temperature inlet engine (from system) Air pressure Relative humidity

°C °C bar %

45 38 1 50

Temperature basis:Setpoint HT cooling water engine outlet 1)

Setpoint LT cooling water engine outlet 2)

Setpoint Lube oil inlet engine

°C

°C

°C

79°C nominal (Range of mech. thermostatic element 77-85°C)

35°C nominal (Range of mech. thermostatic element 29°-41°C)


Number of cylinders

Engine output Speed

kW rpm

5 6 7 8 9

1000 1320 1540 1760 1980

900

Heat to be dissipated 3)

Cooling water (C.W.) Cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil (L.O.) cooler Heat radiation engine

kW kW kW kW kW

17631916818056

23340021223774

27245223927786

31050026731698

349545294356110

Flow rates 4)

Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage) LT circuit (lube oil + charge air cooler LT stage) Lube oil External (from engine to system) HT water flow (at 40°C inlet) LT water flow (at 38°C inlet)

m3/h m3/h m3/h

m3/h m3/h

555531

11.155

555531

14.155

555541

16.055

555541

17.855

555541

19.555

Air dataTemperature of charge air at charge air cooler outlet Air flow rate

Charge air pressure Air required to dissipate heat radiation (eng.)(t2-t1= 10°C)

°C m3/h 5)

kg/kWh bar m3/h

4966507.184.45

17980

5388007.184.45

23800

55104007.184.45

27600

56118007.184.45

31500

58135007.184.45

35300

Exhaust gas data 6)

Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190°C) Permissible exhaust back pressure

m3/h 7)

t/h °C kW mbar

129007.4334319< 30

171009.8334421< 30

1990011.4334491< 30

2270013.0334561< 30

2550014.6334631< 30

PumpsExternal pumps 8) Diesel oil pump Fuel oil supply pump Fuel oil circulating pump

(5 bar at fuel oil inlet A1)(4 bar discharge pressure)(8 bar at fuel oil inlet A1)

m3/h m3/h m3/h

0.890.300.89

1.180.391.18

1.370.461.37

1.570.521.57

1.760.591.76

Starting air dataAir consumption per start, incl. air for jet assist (TDI)Air consumption per start, incl. air for jet assist (Gali)

Nm3

Nm31.01.8

1.22.1

1.42.4

1.62.7

1.83.0

MAN Diesel & Turbo

1689479-1.5Page 1 (2) List of capacities D 10 05 0

L21/31

2012.07.08. - Tier II, 900 rpm

1)2)3)4)5)6)7)8)

HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, watertemperature outlet engine regulated by mechanical thermostat.LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperatureoutlet engine regulated by mechanical thermostat.Tolerance: + 10% for rating coolers, - 15% for heat recovery.Basic values for layout of the coolers.Under above mentioned reference conditions.Tolerance: quantity +/- 5%, temperature +/- 20°C.Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-tions.Tolerance of the pumps' delivery capacities must be considered by the manufactures.

MAN Diesel & Turbo

D 10 05 0 List of capacities 1689479-1.5Page 2 (2)

L21/31

2012.07.08. - Tier II, 900 rpm

Capacities5L:200 kW/cyl., 6L-9L: 220 kW/Cyl. at 1000 rpm

Reference condition : TropicAir temperature LT-water temperature inlet engine (from system) Air pressure Relative humidity

°C °C bar %

45 38 1 50

Temperature basis:Setpoint HT cooling water engine outlet 1)

Setpoint LT cooling water engine outlet 2)

Setpoint Lube oil inlet engine

°C

°C

°C


35°C nominal (Range of mech. thermostatic element 29°-41°C)


Number of cylinders

Engine output Speed

kW rpm

5 6 7 8 9

1000 1320 1540 1760 1980

1000

Heat to be dissipated 3)

Cooling water (C.W.) Cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil (L.O.) cooler Heat radiation engine

kW kW kW kW kW

17629416318056

23337020523774

27241823227786

31046225831698

349504284356110

Flow rates 4)

Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage) LT circuit (lube oil + charge air cooler LT stage) Lube oil External (from engine to system) HT water flow (at 40°C inlet) LT water flow (at 38°C inlet)

m3/h m3/h m3/h

m3/h m3/h

616134

10.761

616134

13.561

616146

15.461

616146

17.161

616146

18.861

Air dataTemperature of charge air at charge air cooler outlet Air flow rate

Charge air pressure Air required to dissipate heat radiation (eng.)(t2-t1= 10°C)

°C m3/h 5)

kg/kWh bar m3/h

4965487.174.13

17980

5286447.174.13

23800

54100847.174.13

27600

55115257.174.13

31500

56129657.174.13

35300

Exhaust gas data 6)

Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190°C) Permissible exhaust back pressure

m3/h 7)

t/h °C kW mbar

131627.4349352< 30

173249.7349463< 30

2036011.4349544< 30

2321713.0349620< 30

2607514.6349696< 30

PumpsExternal pumps 8) Diesel oil pump Fuel oil supply pump Fuel oil circulating pump

(5 bar at fuel oil inlet A1)(4 bar)(8 bar)

m3/h m3/h m3/h

0.890.300.89

1.180.391.18

1.370.461.37

1.570.521.57

1.760.591.76

Starting air dataAir consumption per start, incl. air for jet assist (TDI) Air consumption per start, incl. air for jet assist (Gali)

Nm3

Nm31.01.8

1.22.1

1.42.4

1.62.7

1.83.0

MAN Diesel & Turbo

1689499-4.5Page 1 (2) List of capacities D 10 05 0

L21/31

2012.07.08. - Tier II, 1000 rpm

1)2)3)4)5)6)7)8)

HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, watertemperature outlet engine regulated by mechanical thermostat.LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperatureoutlet engine regulated by mechanical thermostat.Tolerance: + 10% for rating coolers, - 15% for heat recovery.Basic values for layout of the coolers.Under above mentioned reference conditions.Tolerance: quantity +/- 5%, temperature +/- 20°C.Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-tions.Tolerance of the pumps' delivery capacities must be considered by the manufactures.

MAN Diesel & Turbo

D 10 05 0 List of capacities 1689499-4.5Page 2 (2)

L21/31

2012.07.08. - Tier II, 1000 rpm

General

Purpose

This should be seen as an easily comprehensiblesound analysis of MAN GenSets. These measure-ments can be used in the project phase as a basisfor decisions concerning damping and isolation inbuildings, engine rooms and around exhaust sys-tems.

Measuring equipment

All measurements have been made with PrecisionSound Level Meters according to standard IECPublication 651or 804, type 1 – with 1/1 or 1/3octave filters according to standard IEC Publication225. Used sound calibrators are according tostandard IEC Publication 942, class 1.

Definitions

Sound Pressure Level: LP = 20 x log P/P0 [dB ]

where P is the RMS value of sound pressure in pas-cals, and P0 is 20 μPa for measurement in air.

Sound Power Level: LW = 10 x log P/P0 [dB]

where P is the RMS value of sound power in watts,and P0 is 1 pW.

Measuring conditions

All measurements are carried out in one of MANDiesel & Turbo's test bed facilities.

During measurements, the exhaust gas is led out-side the test bed through a silencer. The GenSet isplaced on a resilient bed with generator and engineon a common base frame.

Sound Power is normally determined from SoundPressure measurements.

New measurement of exhaust sound is carried outat the test bed, unsilenced, directly after turbo-charger, with a probe microphone inside theexhaust pipe.

Previously used method for measuring exhaustsound are DS/ISO 2923 and DIN 45635, here ismeasured on unsilenced exhaust sound, one meterfrom the opening of the exhaust pipe, see fig.1.

Sound measuring "on-site"

The Sound Power Level can be directly applied toon-site conditions. It does not, however, necessarilyresult in the same Sound Pressure Level as meas-ured on test bed.

Normally the Sound Pressure Level on-site is 3-5dB higher than the given surface Sound PressureLevel (Lpf) measured at test bed. However, itdepends strongly on the acoustical properties of theactual engine room.

Standards

Determination of Sound Power from Sound Pres-sure measurements will normally be carried outaccording to:

ISO 3744 (Measuring method, instruments, back-ground noise, no of microphone positions etc) andISO 3746 (Accuracy due to criterion for suitability oftest environment, K2>2 dB).

Figure 1: .

MAN Diesel & Turbo

1609510-3.5Page 1 (1) Description of sound measurements D 10 25 0


2013.04.18

Introduction

This paper describes typical structure-borne noiselevels from standard resiliently mounted MAN Gen-Sets. The levels can be used in the project phaseas a reasonable basis for decisions concerningdamping and insulation in buildings, engine roomsand surroundings in order to avoid noise and vibra-tion problems.

References

References and guidelines according to ISO 9611and ISO 11689.

Operating condition

Levels are valid for standard resilient mounted Gen-Sets on flexible rubber support of 55° sh (A) on rela-tively stiff and well-supported foundations.

Frequency range

The levels are valid in the frequency range 31.5 Hzto 4 kHz.

Figure 1: Structure-borne noise on resiliently mounted GenSets

MAN Diesel & Turbo

1671754-6.2Page 1 (1) Description of structure-borne noise D 10 25 0


2013.06.04

Exhaust gas components of mediumspeed four-stroke diesel engines

The exhaust gas is composed of numerous constit-uents which are formed either from the combustionair, the fuel and lube oil used or which are chemicalreaction products formed during the combustionprocess. Only some of these are to be consideredas harmful substances.

For the typical exhaust gas composition of a MANDiesel & Turbo four-stroke engine without anyexhaust gas treatment devices, please see tablesbelow (only for guidance). All engines produced cur-rently fulfil IMO Tier II.

Carbon dioxide CO2

Carbon dioxide (CO2) is a product of combustion ofall fossil fuels.

Among all internal combustion engines the dieselengine has the lowest specific CO2 emission basedon the same fuel quality, due to its superior effi-ciency.

Sulphur oxides SOX

Sulphur oxides (SOX) are formed by the combustionof the sulphur contained in the fuel.

Among all propulsion systems the diesel processresults in the lowest specific SOx emission basedon the same fuel quality, due to its superior effi-ciency.

Nitrogen oxides NOX

The high temperatures prevailing in the combustionchamber of an internal combustion engine causesthe chemical reaction of nitrogen (contained in thecombustion air as well as in some fuel grades) andoxygen (contained in the combustion air) to nitrogenoxides (NOX).

Carbon monoxide CO

Carbon monoxide (CO) is formed during incompletecombustion.

In MAN Diesel & Turbo four-stroke diesel engines,optimisation of mixture formation and turbochargingprocess successfully reduces the CO content of theexhaust gas to a very low level.

Hydrocarbons HC

The hydrocarbons (HC) contained in the exhaustgas are composed of a multitude of various organiccompounds as a result of incomplete combustion.Due to the efficient combustion process, the HCcontent of exhaust gas of MAN Diesel & Turbo four-stroke diesel engines is at a very low level.

Particulate matter PM

Particulate matter (PM) consists of soot (elementalcarbon) and ash.

MAN Diesel & Turbo

1655210-7.3Page 1 (2) Exhaust gas components D 10 28 0

L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.04.18

Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]

Nitrogen N2 74.0 - 76.0 5,020 - 5,160

Oxygen O2 11.6 - 13.2 900 - 1,030

Carbon dioxide CO2 5.2 - 5.8 560 - 620

Steam H2O 5.9 - 8.6 260 - 370

Inert gases Ar, Ne, He ... 0.9 75

Total > 99.75 7,000

Additional gaseous exhaust gas con-stituents considered as pollutants

approx. [% by volume] approx. [g/kWh]

Sulphur oxides SOX1) 0.07 10.0

Nitrogen oxides NOX2) 0.07 - 0.10 8.0 - 10.0

Carbon monoxide CO3) 0.006 - 0.011 0.4 - 0.8

Hydrocarbons HC4) 0.01 - 0.04 0.4 - 1.2

Total < 0.25 26

Additional suspended exhaust gasconstituents, PM5)

approx. [mg/Nm3] approx. [g/kWh]

operating on operating on

MGO6) HFO7) MGO6) HFO7)

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

Note!At rated power and without exhaust gas treatment.

1)

2)

3)

4)

5)

6)

7)

8)

SOX, according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.NOX according to ISO-8178 or US EPA method 7E, total NOX emission calculated as NO2.CO according to ISO-8178 or US EPA method 10.HC according to ISO-8178 or US EPA method 25A.PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.Pure soot, without ash or any other particle-borne constituents.

MAN Diesel & Turbo

D 10 28 0 Exhaust gas components 1655210-7.3Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.04.18

Maximum allowed emission value NOxIMO Tier II

Rated output

Rated speed

kW/cyl.

rpm

5L : 200 kW/cyl.6L-9L : 220 kW/cyl.

900

5L : 200 kW/cyl.6L-9L : 220 kW/cyl.

1000

NOX 2) 4) 5)

IMO TIER II cycle D2/E2/E3 g/kWh 9.20 3) 8.98 3)

1)

2)

3)

4)

5)

Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollutionfrom Ships, “Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regula-tion 13.4 (Tier II)” as adopted by the International Maritime Organization (IMO).

Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO orMDO)

Maximum allowed NOX emissions for marine diesel engines according to IMO Tier II: 130 ≤ n ≤ 2000 ➝ 44 * n -0,23 g/kWh (n = rated engine speed in rpm)

Calculated as NO2: D2:Test cycle for “Constant-speed auxiliary engine” application E2: Test cycle for “Constant-speed main propulsion” application including diesel-electric drive and all con-trollable pitch propeller installations) E3: Test cycle for “Propeller-law-operated main and propeller-law operated auxiliary engine” application

Contingent to a charge air cooling water temperature of max. 32°C at 25°C sea water temperature.

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.

MAN Diesel & Turbo

1689474-2.1Page 1 (1) NOx emission D 10 28 0

L21/31

2010.09.27. - Tier II

GenSet

Eng. type Moments of inertia Flywheel

Number of cylinders

Continuous rating

Momentsrequired total

Jmin

Engine +damper

Moments ofinertia

Mass Requiredmoment of inertia after flywheel *)

kW kgm2 kgm2 kgm2 kg kgm2

n = 900 rpm

5L21/316L21/317L21/318L21/319L21/31

10001320154017601980

352464542619697

7492116126127

205205205

186**)208**)

105110511051

1216**)1411**)

73167221307362

n = 1000 rpm

5L21/316L21/317L21/318L21/319L21/31

10001320154017601980

285376439502564

11592

116126127

205205205

186**)208**)

105110511051

1216**)1411**)

-79

118190229

*) Required moment of inertia after flywheel is basedon the most common flywheel for each number ofcylinders.

The following flywheels are available:

JJJJ

====

133 kgm2 164 kgm2 205 kgm2 247 kgm2

**) Incl. flexible coupling for two bearing alternator.

MAN Diesel & Turbo

1693502-6.1Page 1 (1) Moment of inertia D 10 30 0

L21/31

2009.06.01.

Green Passport

In 2009 IMO adopted the „Hong Kong InternationalConvention for the Safe and Environmentally SoundRecycling of Ships, 2009“.

Until this convention enters into force the recom-mendatory guidelines “Resolution A.962(23)” (adop-ted 2003) apply. This resolution has been imple-mented by some classification societies as “GreenPassport”.

MAN Diesel & Turbo is able to provide a list of haz-ardous materials complying with the requirementsof the IMO Convention. This list is accepted by clas-sification societies as a material declaration for“Green Passport”.

This material declaration can be provided onrequest.

MAN Diesel & Turbo

1699985-1.1Page 1 (1) Green Passport D 10 33 0


2013.04.18

Overhaul recommendations

Component Overhaul Recommendations for 1000/1200 rpm, MDO Time between overhauls (hours) **

Turbocharger Dry cleaning of turbine sideWater washing of compressor side

Air filter cleaning : Based on observations.

Inspection: Check all mounting screws, casing screws and pipelineconnections for tight fit by tapping, retighten if necessary

Compressor cleaning in dismantled condition: compressor innercomponents, final diffusor, compressor wheel

Silencer cleaning in dismantled condition: silencer felt linings

Major overhaul: Dismantling, cleaning, inspection, checking andcleaning cartridge, checking bearing clearances, checking gaps andclearances on reassembly

every week 25-75

with new or overhauledturbocharger once aft

1000

8,000

8,000

16,000

Regulating system Function check of overspeed and shutdown devices. Check that the control rod of each individual fuel pump can easily goto "stop" position monthly

Compr. air system Check of compressed air system 16,000

Main bearings Inspection according to classification survey, normally after 24.000running hours or 4 years of serviceRetightening of main bearing cap *Retightening of screws for counterweights *

32,000 8,000 8,000

Flexible mountings Check anti-vibration mountings 8,000

Autolog reading Only after request from class or dismounting of alternator

Fuel pump Fuel pump barrel/plunger assembly. Overhaul based on operationalobservations

Lub. oil filter cartr. Replacement based on observations of pressure drop

Cylinder head

Fuel injection valve Exhaust valve

Inlet valve Valve guide

Cylinder head nuts

Checking and adjustment of valve clearance

Checking, cleaning and adjustment of opening pressureOverhaul and regrinding of spindle and valve seatFunction check of rotorcap

Overhaul in connection with exhaust valve overhaulMeasuring of inside diameter in connection with valve overhaul

Retightening *

4,000

3,000 32,000 4,000

32,000 32,000

MAN Diesel & Turbo

3700308-6.0Page 1 (2) Overhaul recommendations D 10 35 0

L21/31

2013.09.23 - MDO

Cylinder unit:

Component Overhaul recommendations for 1000/1200 rpm, MDO Time betweenoverhauls (hours) **

Big-end bearing Retightening *Inspection: In connection with unit overhaul

8,000 32,000

Piston Overhaul, replacement of compression rings, scraper rings and measuring of ring grooves: In connection witn unit overhaul 32,000

Cylinder liner Inspection, measuring and reconditioning of running surface condition: In connection with unit overhaul 32,000

* After starting up and before loading engine

** Time between overhauls: It is a precondition forthe validity of the values stated above, that theengine is operated in accordance with our instruc-tions and recommendations.

MAN Diesel & Turbo

D 10 35 0 Overhaul recommendations 3700308-6.0Page 2 (2)

L21/31

2013.09.23 - MDO

Overhaul recommendations

Component Overhaul Recommendations for 1000/1200 rpm, HFO Time between overhauls (hours) **

Turbocharger Dry cleaning of turbine sideWater washing of compressor side

Air filter cleaning : Based on observations.

Inspection: Check all mounting screws, casing screws and pipelineconnections for tight fit by tapping, retighten if necessary

Compressor cleaning in dismantled condition: compressor innercomponents, final diffusor, compressor wheel

Silencer cleaning in dismantled condition: silencer felt linings

Major overhaul: Dismantling, cleaning, inspection, checking andcleaning cartridge, checking bearing clearances, checking gaps andclearances on reassembly

every week 25-75

with new or overhauledturbocharger once aft

1000

8,000

8,000

16,000

Regulating system Function check of overspeed and shutdown devices. Check that the control rod of each individual fuel pump can easily goto "stop" position monthly

Compr. air system Check of compressed air system 16,000

Main bearings Inspection according to classification survey, normally after 24.000running hours or 4 years of serviceRetightening of main bearing cap *Retightening of screws for counterweights *

32,000 8,000 8,000

Flexible mountings Check anti-vibration mountings 8,000

Autolog reading Only after request from class or dismounting of alternator

Fuel pump Fuel pump barrel/plunger assembly. Overhaul based on operationalobservations

Lub. oil filter cartr. Replacement based on observations of pressure drop

Cylinder head

Fuel injection valve Exhaust valve

Inlet valve Valve guide

Cylinder head nuts

Checking and adjustment of valve clearance

Checking, cleaning and adjustment of opening pressureOverhaul and regrinding of spindle and valve seatFunction check of rotorcap

Overhaul in connection with exhaust valve overhaulMeasuring of inside diameter in connection with valve overhaul

Retightening *

4,000

3,000 16,000 4,000

16,000 16,000

MAN Diesel & Turbo

1683310-4.2Page 1 (2) Overhaul recommendations D 10 35 0

L21/31

2013.09.23 - HFO

Cylinder unit:

Component Overhaul recommendations for 1000/1200 rpm, HFO Time betweenoverhauls (hours) **

Big-end bearing Retightening *Inspection: In connection with unit overhaul

8,000 16,000

Piston Overhaul, replacement of compression rings, scraper rings and measuring of ring grooves: In connection witn unit overhaul 16,000

Cylinder liner Inspection, measuring and reconditioning of running surface condition: In connection with unit overhaul 16,000

* After starting up and before loading engine

** Time between overhauls: It is a precondition forthe validity of the values stated above, that theengine is operated in accordance with our instruc-tions and recommendations.

MAN Diesel & Turbo

D 10 35 0 Overhaul recommendations 1683310-4.2Page 2 (2)

L21/31

2013.09.23 - HFO

Expected life timeComponents Operation on HFO

(hours)Operation on MDO

(hours)

Fuel injection valve 6,000 8,000

Exhaust valve 24,000 32,000

Inlet valve 24,000 32,000

Valve guide 24,000 32,000

Main bearing 36,000 64,000

Big-end bearing 24,000 64,000

Piston 60,000 96,000

Cylinder liner 60,000 96,000

Fuel pump 24,000 As required

It is a precondition for the validity of the values sta-ted above, that the engine is operated in accord-ance with our instructions and recommendations.

MAN Diesel & Turbo

1687150-7.1Page 1 (1) Expected life time D 10 35 0

L21/31

2013.09.23

Basic Diesel Engine

B 10

Engine ratings

Engine type No of cylinders

900 rpm 1000 rpm

900 rpm Available turning direction

1000 rpm Available turning direction

kW CW 1) kW CW 1)

5L21/31 1000 Yes 1000 Yes

6L21/31 1320 Yes 1320 Yes

7L21/31 1540 Yes 1540 Yes

8L21/31 1760 Yes 1760 Yes

9L21/31 1980 Yes 1980 Yes

1) CW clockwise

Table 1: Engine ratings for emission standard - IMO Tier II

Definition of engine ratings

General definition of diesel engine rating (acccord-ing to ISO 15550: 2002; ISO 3046-1: 2002)

Reference conditions: ISO 3046-1: 2002; ISO 15550: 2002

Air temperature Tr K/°C 298/25

Air pressure pr kPa 100

Relative humidity Φr % 30

Cooling water temperature upstream charge air cooler Tcr K/°C 298/25

Table 2: Standard reference conditions.

MAN Diesel & Turbo

1689496-9.0Page 1 (3) Power, outputs, speed B 10 01 1

L21/31

2010.09.06 - Tier II

Available outputs

PApplication Available outout

in percentagefrom ISO-

Standard-Output

Fuel stop power(Blocking)

Max. allowedspeed reductionat max. torque 1)

Tropoic conditions

tr/tcr/pr=100 kPA

Remarks

Kind of application (%) (%) (%) (°C)

Electricity generation

Auxiliary engines in ships 100 110 – 45/38 2)

Marine main engines (with mechanical or diesel electric drive

Main drive generator 100 110 – 45/38 2)

1) Maximum torque given by available output and nominal speed. 2) According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compensate frequency deviations.This additional engine output must not be used for the supply of electric consumers.

tr – Air temperature at compressor inlet of turbocharger. tcr – Cooling water temperature before charge air cooler pr – Barometric pressure.

Table 3: Available outputs / related reference conditions.

POperating: Available under local conditions anddependent on application.

Dependent on local conditions or special demands,a further load reduction of PApplication, ISO might beneeded.

De-rating

1) No de-rating due to ambient conditions is nee-ded as long as following conditions are notexceeded:

No de-rating up to statedreference conditions

(Tropic)

Special calculation needed if following values are

exceeded

Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)

Ambient pressure ≥ 100 kPa (1 bar) 90 kPa

Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)

Intake pressure before compressor ≥ -20 mbar 1) -40 mbar 1)

Exhaust gas back pressure after turbocharger ≤ 30 mbar 1) 60 mbar 1)

1) Overpressure

Table 4: De-rating – Limits of ambient conditions.

MAN Diesel & Turbo

B 10 01 1 Power, outputs, speed 1689496-9.0Page 2 (3)

L21/31

2010.09.06 - Tier II

2) De-rating due to ambient conditions and nega-tive intake pressure before compressor orexhaust gas back pressure after turbocharger.

aTx

U

U =

O

O =

Tcx

Tt

Correction factor for ambient conditionsAir temperature before turbocharger [K] beingconsidered (Tx = 273 + tx)Increased negative intake pressure beforecompressor leeds to an de-rating, calculatedas increased air temperature before turbo-charger

(-20mbar – pAir before compressor[mbar]) x 0.25K/mbar

with U ≥ 0

Increased exhaust gas back pressure afterturbocharger leads to a de-rating, calculatedas increased air temperature before turbo-charger:

(PExhaust after Turbine[mbar] – 30mbar) x 0.25K/mbar

with O ≥ 0

Cooling water temperature inlet charge aircooler (LT-stage) [K] being considered (Tcx =273 + tcx)

Temperature in Kelvin [K]Temperature in degree Celsius [°C]

3) De-rating due to special conditions ordemands. Please contact MAN Diesel & Turbo,if:

▪ limits of ambient conditions mentioned in "Table4 De-rating – Limits of ambient conditions" areexceeded

▪ higher requirements for the emission level exist

▪ special requirements of the plant for heat recov-ery exist

▪ special requirements on media temperatures ofthe engine exist

▪ any requirements of MAN Diesel & Turbo men-tioned in the Project Guide can not be kept

MAN Diesel & Turbo

1689496-9.0Page 3 (3) Power, outputs, speed B 10 01 1

L21/31

2010.09.06 - Tier II

General

The engine is a turbocharged, single-acting four-stroke diesel engine of the trunk type with a cylinderbore of 210 mm and a stroke of 310 mm. Thecrankshaft speed is 900 or 1000 rpm.

The engine can be delivered as an in- line enginewith 5 to 9 cylinders.

For easy maintenance the cylinder unit consists of:the cylinder head, water jacket, cylinder liner, pistonand connecting rod which can be removed as com-plete assemblies with possibility for maintenance byrecycling. This allows shoreside reconditioning workwhich normally yields a longer time between majoroverhauls.

The engine is designed for an unrestricted load pro-file on HFO, low emission, high reliability and simpleinstallation.

Figure 1: Engine frame.

Engine frame

The monobloc cast iron engine frame is designed tobe very rigid. All the components of the engineframe are held under compression stress. Theframe is designed for an ideal flow of forces fromthe cylinder head down to the crankshaft and givesthe outer shell low surface vibrations.

Two camshafts are located in the engine frame. Thevalve camshaft is located on the exhaust side in avery high position and the injection camshaft islocated on the service side of the engine.

The main bearings for the underslung crankshaftare carried in heavy supports by tierods from theintermediate frame floor, and are secured with thebearing caps. These are provided with side guidesand held in place by means of studs with hydrauli-cally tightened nuts. The main bearing is equippedwith replaceable shells which are fitted withoutscraping.

On the sides of the frame there are covers foraccess to the camshafts and crankcase. Somecovers are fitted with relief valves which will operateif oil vapours in the crankcase are ignited (forinstance in the case of a hot bearing).

Base frame

The engine and alternator are mounted on a rigidbase frame. The alternator is considered as an inte-gral part during engine design. The base frame,which is flexibly mounted, acts as a lubricating oilreservoir for the engine.

Cylinder liner

Cylinder liner, cooling water jacket, topland ring

The cylinder liners, made of special centrifugal castiron, are encased by a nodular cast iron coolingwater jacket in the upper section. This is centered inthe crankcase. The lower section of the cylinderliner is guided in the crankcase. The so-called topland ring fits on the top of the cylinder liner.

The subdivision into 3 components i.e. the cylinderliner, cooling water jacket and top land ring pro-vides the best possible structure with reference toresistance to deformation, with regard to coolingand with regard to ensuring the minimum tempera-tures on certain component assemblies.

MAN Diesel & Turbo

3700149-2.1Page 1 (7) General description B 10 01 1

L21/31

2012.01.16 - Tier II

Figure 2: Cylinder liner with top land ring.

Interaction stepped piston/top land ring

The top land ring which projects above the cylinderliner bore works together with the recessed pistoncrown of the stepped piston to ensure that burntcarbon deposits on the piston crown do not comeinto contact with the running surface of the cylinderliner. This prevents bore polishing where lube oilwould not adhere properly.

Figure 3: Interaction of top land ring and stepped piston.

Cooling

The coolant reaches the cylinder liner via a line thatis connected to the cooling water jacket. The cool-ant flows through trimmed ducts in the coolingwater jacket to the cooling areas in the cylinderliner, and top land ring, and through holes on to thecooling chambers in the cylinder heads. The cylin-der head, cooling water jacket and top land ringcan be drained together.

The top land ring and cylinder head can be checkedby using check holes in the cooling water jacket forgas and coolant leaks.

Cylinder head

The cylinder head is of cast iron with an integratedcharge air receiver, made in one piece. It has abore-cooled thick walled bottom. It has a centralbore for the fuel injection valve and 4 valve crossflow design, with high flow coefficient. Intensivewater cooling of the nozzle tip area made it possibleto omit direct nozzle cooling. The valve pattern isturned about 20° to the axis and achieves a certainintake swirl.

The cylinder head is tightened by means of 4 nutsand 4 studs which are screwed into the engineframe. The nuts are tightened by means of hydraulicjacks.

The cylinder head has a screwed-on top cover. Ithas two basic functions: oil sealing of the rockerchamber and covering of the complete head topface.

Figure 4: Cylinder head.

MAN Diesel & Turbo

B 10 01 1 General description 3700149-2.1Page 2 (7)

L21/31

2012.01.16 - Tier II

Air inlet and exhaust valves

The valve spindles are made of heat-resistant mate-rial and the spindle seats are armoured with wel-ded-on hard metal.

All valve spindles are fitted with valve rotators whichturn the spindles each time the valves are activated.The turning of the spindles ensures even tempera-ture levels on the valve discs and prevents depositson the seating surfaces.

The cylinder head is equipped with replaceablevalve seat rings. The exhaust valve seat rings arewater cooled in order to assure low valve tempera-tures.

Valve actuating gear

The rocker arms are actuated through rollers, rollerguides and push rods. The roller guides for inlet andexhaust valves are mounted in the water jacketpart.

Each rocker arm activates two spindles through avalve bridge with thrust screws and adjustingscrews for valve clearance.

The valve actuating gear is pressure-feed lubricatedfrom the centralized lubricating system, through thewater chamber part and from there into the rockerarm shaft to the rocker bearing.

Fuel injection system

The engine is provided with one fuel injection pumpunit, an injection valve, and a high pressure pipe foreach cylinder.

The injection pump unit is mounted on the engineframe. The pump unit consists of a pump housingembracing a roller guide, a centrally placed pumpbarrel and a plunger. The pump is activated by thefuel cam, and the volume injected is controlled byturning the plunger.

The fuel injection valve is located in a valve sleeve inthe centre of the cylinder head. The opening of thevalve is controlled by the fuel oil pressure, and thevalve is closed by a spring.

The high pressure pipe which is led through a borein the cylinder head is surrounded by a shieldingtube.

The shielding tube also acts as a drain channel inorder to ensure any leakage from the fuel valve andthe high pressure pipe will be drained off.

The complete injection equipment including injec-tion pumps and high pressure pipes is wellenclosed behind removable covers.

Piston

The piston, which is oil-cooled and of the compo-site type, has a body made of nodular cast iron anda crown made of forged deformation resistant steel.It is fitted with 2 compression rings and 1 oil scraperring in hardened ring grooves.

Figure 5: Piston.

By the use of compression rings with different bar-relshaped profiles and chrome-plated running surfa-ces, the piston ring pack is optimized for maximumsealing effect and minimum wear rate.

The piston has a cooling oil space close to the pis-ton crown and the piston ring zone. The heat trans-fer, and thus the cooling effect, is based on theshaker effect arising during the piston movement.The cooling medium is oil from the engine's lubri-cating oil system.

Oil is supplied to the cooling oil space through abore in the connecting rod. Oil is drained from thecooling oil space through ducts situated diametri-cally to the inlet channels.

The piston pin is fully floating and kept in position inthe axial direction by two circlips.

Connecting rod

The connecting rod is of the marine head type.

MAN Diesel & Turbo


L21/31

2012.01.16 - Tier II

Figure 6: Connecting rod.

The joint is above the connecting rod bearing. Thismeans that the big-end bearing need not to beopened when pulling the piston. This is of advant-age for the operational safety (no positionalchanges/no new adaption), and this solution alsoreduces the height dimension required for pistonassembly / removal.

Connecting rod and bearing body consist of die-forged CrMo steel.

The material of the bearing shells are identical tothose of the crankshaft bearing. Thin-walled bearingshells having an AISn running layer are used.

The bearing shells are of the precision type and aretherefore to be fitted without scraping or any otherkind of adaption.

The small-end bearing is of the trimetal type and ispressed into the connecting rod. The bush is equip-ped with an inner circumferential groove, and apocket for distribution of oil in the bush itself and forthe supply of oil to the pin bosses.

Crankshaft and main bearings

The crankshaft, which is a one-piece forging, is sus-pended in underslung bearings. The main bearingsare of the trimetal type, which are coated with arunning layer. To attain a suitable bearing pressureand vibration level the crankshaft is provided withcounterweights, which are attached to the crank-shaft by means of two hydraulic screws.

At the flywheel end the crankshaft is fitted with agear wheel which, through two intermediate wheels,drives the camshafts.

Also fitted here is a flexible disc for the connectionof an alternator. At the opposite end (front end)there is a gear wheel connection for lub. oil andwater pumps.

Lubricating oil for the main bearings is suppliedthrough holes drilled in the engine frame. From themain bearings the oil passes through bores in thecrankshaft to the big-end bearings and thenthrough channels in the connecting rods to lubricatethe piston pins and cool the pistons.

Camshaft and camshaft drive

The inlet and exhaust valves as well as the fuelpumps of the engine are actuated by two cam-shafts.

Due to the two-camshaft design an optimal adjust-ment of the gas exchange is possible without inter-rupting the fuel injection timing. It is also possible toadjust the fuel injection without interrupting the gasexchange.

The two camshafts are located in the engine frame.On the exhaust side, in a very high position, thevalve camshaft is located to allow a short and stiffvalve train and to reduce moving masses.

The injection camshaft is located at the service sideof the engine.

Both camshafts are designed as cylinder sectionsand bearing sections in such a way that disassem-bly of single cylinder sections is possible throughthe side openings in the crankcase.

MAN Diesel & Turbo


L21/31

2012.01.16 - Tier II

Figure 7: Twin camshafts.

The two camshafts and the governor are driven bythe main gear train which is located at the flywheelend of the engine. They rotate with a speed whichis half that of the crankshaft.

The camshafts are located in bearing bushes whichare fitted in bores in the engine frame; each bearingis replaceable.

Front-end box

The front-end box is fastened to the front end of theengine. It contains all pipes for cooling water andlubricating oil systems and also components suchas pumps, filters, coolers and valves.

The components can be exchanged by means ofthe clip on/clip off concept without removing anypipes. This also means that all connections for theengine, such as cooling water and fuel oil, are to beconnected at the front end of the engine to ensuresimple installation.

Governor

The engine speed is controlled by an electronicgovernor with hydraulic actuators. In some cases ahydraulic governor can be used as an alternative.

Monitoring and control system

The engine is equipped with MAN Diesel & Turbo’sown design of safety and control system calledSaCoSone. See “B 19 00 0 Safety, control and moni-toring system” and “B 19 00 0 Communication fromthe GenSet”.

Turbocharger system

The turbocharger system of the engine, which is aconstant pressure system, consists of an exhaustgas receiver, a turbocharger, a charge air coolerand a charge air receiver.

The turbine wheel of the turbocharger is driven bythe engine exhaust gas, and the turbine wheeldrives the turbocharger compressor, which ismounted on the common shaft. The compressordraws air from the engine room through the air fil-ters.

The turbocharger forces the air through the chargeair cooler to the charge air receiver. From thecharge air receiver the air flows to each cylinderthrough the inlet valves.

The charge air cooler is a compact two-stage tube-type cooler with a large cooling surface. The hightemperature water is passed through the first stageof the charging air cooler and the low temperaturewater is passed through the second stage. At eachstage of the cooler the water is passed two timesthrough the cooler, the end covers being designedwith partitions which cause the cooling water toturn.

From the exhaust valves, the exhaust gas is ledthrough to the exhaust gas receiver where the pul-satory pressure from the individual cylinders isequalized and passed on to the turbocharger as aconstant pressure, and further to the exhaust outletand silencer arrangement.

The exhaust gas receiver is made of pipe sections,one for each cylinder, connected to each other bymeans of compensators to prevent excessive stressin the pipes due to heat expansion.

MAN Diesel & Turbo


L21/31

2012.01.16 - Tier II

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaustgas receiver is insulated.


The engine is started by means of a built-on airdriven starter.

The compressed air system comprises a dirtstrainer, main starting valve and a pilot valve whichalso acts as an emergency valve, making it possibleto start the engine in case of a power failure.

Fuel oil system

The built-on fuel oil system consists of inlet pipes forfuel oil, mechanical fuel pump units, high-pressurepipes as well as return pipes for fuel oil.

Fuel oil leakages are led to a leakage alarm which isheated by means of the inlet fuel oil.

Lubricating oil system

All moving parts of the engine are lubricated with oilcirculating under pressure.

The lubricating oil pump is of the helical gear type.A pressure control valve is built into the system. Thepressure control valve reduces the pressure beforethe filter with a signal taken after the filter to ensureconstant oil pressure with dirty filters.

The pump draws the oil from the sump in the baseframe, and on the pressure side the oil passesthrough the lubricating oil cooler and the full-flowdepth filter with a nominel fineness of 15 microns.Both the oil pump, oil cooler and the oil filter areplaced in the front end box. The system can also beequipped with a centrifugal filter.

Cooling is carried out by the low temperature cool-ing water system and temperature regulation effec-ted by a thermostatic 3-way valve on the oil side.

The engine is as standard equipped with an electri-cally driven prelubricating pump.

Cooling water system

The cooling water system consists of a low temper-ature system and a high temperature system.

Both the low and the high temperature systems arecooled by treated fresh water.

Only a one string cooling water system to theengine is required.

The water in the low temperature system passesthrough the low temperature circulating pumpwhich drives the water through the second stage ofthe charge air cooler and then through the lubricat-ing oil cooler before it leaves the engine togetherwith the high temperature water.

The high temperature cooling water system passesthrough the high temperature circulating pump andthen through the first stage of the charge air coolerbefore it enters the cooling water jacket and the cyl-inder head. Then the water leaves the engine withthe low temperature water.

Both the low and high temperature water leaves theengine through separate three-way thermostaticvalves which control the water temperature.

The low temperature system (LT) is bleeded to hightemperature system (HT) and the HT system isautomatically bleeded to expansion tank.

It should be noted that there is no water in theengine frame.

Figure 8: Internal cooling water system.

MAN Diesel & Turbo


L21/31

2012.01.16 - Tier II

Tools

The engine can be delivered with all necessary toolsfor the overhaul of each specific plant. Most of thetools can be arranged on steel plate panels.

Turning

The engine is equipped with a manual turningdevice.

MAN Diesel & Turbo


L21/31

2012.01.16 - Tier II

MAN Diesel & Turbo

Cross Section B 10 01 11683375-1.1Page 1 (1)

L21/31

09.25

MAN Diesel & Turbo

Main Particulars B 10 01 11699263-7.2Page 1 (1)

L21/31

11.36 - 220kW - Tier II - GenSet

Cycle : 4-stroke

Configuration : In-line

Cyl. Nos. available : 5-6-7-8-9

Power range : 1000-1980 kW

Speed : 900/1000 rpm

Bore : 210 mm

Stroke : 310 mm

Stroke/bore ratio : 1.48:1

Piston area per cyl. : 346 cm2

Swept volume per cyl. : 10.7 ltr

Compression ratio : 16.5:1

Max. combustion pressure : 210 bar (in combustion chamber)

Turbocharging principle : Constant pressure system and inter cool ing

Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700) MDO (DMB) - MGO (DMA, DMZ) according ISO8217-2010

Power lay-out

Speed

Mean piston speed

Mean effective pressure:

5 cylinder engine

6, 7, 8, 9 cylinder engine

Power per cylinder:

5 cylinder engine

6, 7, 8, 9 cylinder engine

rpm

m/sec.

bar

bar

kW/cyl.

kW/cyl.

900

9.3

24.9

27.3

200

220

1000

10.3

22.4

24.6

200

220

MCR version

220 kW - Tier II

General

1 bearing

Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry WEightGenSet (t)

5 (900 rpm)5 (1000 rpm)

6 (900 rpm)6 (1000 rpm)

7 (900/1000 rpm)

39593959

43144314

4669

18201870

18702000

1970

57795829

61846314

6639

31833183

31833183

3289

22.522.5

26.026.0

29.5

2 bearings

Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry weightGenSet (t)

5 (900/1000 rpm)

6 (900/1000 rpm)

7 (900/1000 rpm)

8 (900/1000 rpm)

9 (900/1000 rpm)

4507

4862

5217

5572

5927

2100

2100

2110

2110

2135

6607

6962

7327

7682

8062

3183

3183

3289

3289

3289

22.5

26.0

29.5

33.0

36.5

PQ

***

Free passage between the engines, width 600 mm and height 2000 mm.Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with gallery)

Depending on alternatorWeight included a standard alternator

All dimensions and masses are approximate, and subject to changes without prior notice.

MAN Diesel & Turbo

3700211-4.2Page 1 (1) Dimensions and weights B 10 01 1

L21/31

2012.02.27 - Tier II / WB2

Description

Engine type X - mm Y - mm Z - mm

5L21/31

6L21/31

7L21/31

8L21/31

9L21/31

1205

1470

1730

1925

2315

1235

1235

1235

1235

1235

0

0

0

0

0

The values are expected values based on alterna-tor, make Uljanik. If another alternator is chosen, thevalues will change.

Actual values are stated on General Arrangement.

Centre of gravity is stated for dry GenSet.

MAN Diesel & Turbo

1687129-4.1Page 1 (1) Centre of gravity B 10 01 1

L21/31

2006.04.24

Dismantling height

Figure 1: Dismantling height.

Engine type H1 (mm) H2 (mm)

Cylinder unit, complete

Unit dismantled:Cylinder liner, water jacket,connecting rod and piston:

3705

3245

3965

3505

H1

H2

:

:

For dismantling at the service side.

For dismantling passing the alternator.(Remaining cover not removed.)

MAN Diesel & Turbo

1683381-0.0Page 1 (2) Overhaul areas B 10 01 1

L21/31

2001.01.22

Dismantling space

It must be taken into consideration that there is suf-ficient space for pulling the charge air cooler ele-ment, lubricating oil cooler, lubricating oil filter car-tridge, lubricating pump and water pumps.

Figure 2: Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.

MAN Diesel & Turbo

B 10 01 1 Overhaul areas 1683381-0.0Page 2 (2)

L21/31

2001.01.22

MAN Diesel & Turbo

Firing Pressure Comparison B 10 01 1

L21/31

3700085-5.1Page 1 (1)

12.10 - Tier II

Engine type, 5 - 9L21/31, GenSet, Tier II

Output, 5 cyl kW/cyl 200

Output, 6-9 cyl kW/cyl 220

Engine speed rpm 900

Max Pressure 100%

-5

-4

-3

-2

-1

0

1

2

3

4

5

6

7

980 990 1000 1010 1020 1030

Del

ta m

ax p

ress

. [ba

r]

Barometric press. [mbar]

100

110

120

130

140

150

160

170

180

190

200

210

220

100 110 120 130 140 150 160 170 180 190 200 210 220

Indi

cato

r C

ock

[bar

]

Combustion Chamber [bar]

MAN Diesel & Turbo

Firing Pressure Comparison B 10 01 1

L21/31

3700086-7.1Page 1 (1)

12.10 - Tier II

Engine type, 5 - 9L21/31, GenSet, Tier II

Output, 5 cyl kW/cyl 200

Output, 6-9 cyl kW/cyl 220

Engine speed rpm 1000

Max Pressure 100%

-5

-4

-3

-2

-1

0

1

2

3

4

5

6

7

980 990 1000 1010 1020 1030

Del

ta m

ax p

ress

. [ba

r]

Barometric press. [mbar]

100

110

120

130

140

150

160

170

180

190

200

210

220

100 110 120 130 140 150 160 170 180 190 200 210 220

Indi

cato

r C

ock

[bar

]

Combustion Chamber [bar]

Engine rotation clockwise

MAN Diesel & Turbo

1607566-7.2Page 1 (1) Engine rotation clockwise B 10 11 1

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2010.09.27

Fuel Oil System

B 11

Internal fuel oil system

Figure 1: Diagram for fuel oil system

Pipe description

A1 Fuel oil inlet DN 20

A2 Fuel oil outlet DN 20

A3 Waste oil outlet to sludge tank DN 15

Table 1: Flange connections are standard according to DIN 2501

General

The internal built-on fuel oil system as shown in fig.1 consists of the following parts:

▪ the running-in filter

▪ the high-pressure injection equipment

▪ the waste oil system

Running-in filter

The running-in filter has a fineness of 50 microns(sphere passing mesh) and is placed in the fuel inletpipe. Its function is to remove impurities in the fuelpipe between safety filter and the engine in the run-ning-in period.

Note: The filter must be removed before ship deliv-ery or before handling over to the customer.

It is adviced to install the filter every time the externfuel pipe system has been dismantled, but it isimportant to remove the filter again when the externfuel oil system is considered to be clean for anyimpurities.

Fuel injection equipment

Each cylinder unit has its own set of injection equip-ment comprising injection pump unit, high-pressurepipe and injection valve.

MAN Diesel & Turbo

1683378-7.4Page 1 (2) Internal fuel oil system B 11 00 0

L21/31

2011.11.28 - option

The injection equipment and the distribution supplypipes are housed in a fully enclosed compartmentthus minimizing heat losses from the preheated fuel.This arrangement reduces external surface temper-atures and the risk of fire caused by fuel leakage.

The injection pump unit are with integrated rollerguide directly above the camshaft.

The fuel quantity injected into each cylinder unit isadjusted by means of the governor, which main-tains the engine speed at the preset value by a con-tinuous positioning of the fuel pump racks, via acommon regulating shaft and spring-loaded link-ages for each pump.

The injection valve is for "deep" building-in to thecentre of the cylinder head.

The injection oil is supplied from the injection pumpto the injection valve via a double-walled pressurepipe installed in a bore in the cylinder head.

This bore has an external connection to lead theleak oil from the injection valve and high-pressurepipe to the waste oil system, through the doublewalled pressure pipe.

A bore in the cylinder head vents the space belowthe bottom rubber sealing ring on the injectionvalve, thus preventing any pressure build-up due togas leakage, but also unveiling any malfunction ofthe bottom rubber sealing ring due to leak oil.

Waste oil system

Waste and leak oil from the hot box, fuel injectionvalves, fuel injection pumps and high-pressurepipes, is led to the fuel leakage alarm unit, fromwhich it is drained into the sludge tank.

The leakage alarm unit consists of a box, with afloat switch for level monitoring. In case of a leak-age, larger than normal, the float switch will initiatean alarm. The supply fuel oil to the engine is ledthrough the leakage alarm unit in order to keep thisheated up, thereby ensuring free drainage passageeven for high-viscous waste/leak oil.

Sludge tank

In normal operation no fuel should leak out from thecomponents of the fuel system. In connection withmaintenance, or due to unforeseen leaks, fuel orwater may spill in the hot box of the engine. Thespilled liquids are collected and drained by gravityfrom the engine through the dirty fuel connection.

Waste and leak oil from the hot box is drained intothe sludge tank.

The tank and the pipes must be heated and insula-ted, unless the installation is designed for operationexclusively on MDO/MGO.

Data

For pump capacities, see "D 10 05 0 List of capaci-ties"

Fuel oil consumption for emissions standard is sta-ted in "B 11 01 0 Fuel oil consumption for emis-sions standard"

Set points and operating levels for temperature andpressure are stated in "B 19 00 0 operation data &set points"

MAN Diesel & Turbo

B 11 00 0 Internal fuel oil system 1683378-7.4Page 2 (2)

L21/31

2011.11.28 - option

Internal fuel oil system

Figure 1: Diagram for fuel oil system

Pipe description

A1 Fuel oil inlet DN 20

A2 Fuel oil outlet DN 20

A3A Clean leak oil to service tank DN 15

A3B Waste oil outlet to sludge tank DN 15


General

The internal built-on fuel oil system as shown in fig.1 consists of the following parts:

▪ the running-in filter

▪ the high-pressure injection equipment

▪ the waste oil system

Running-in filter

The running-in filter has a fineness of 50 microns(sphere passing mesh) and is placed in the fuel inletpipe. Its function is to remove impurities in the fuelpipe between safety filter and the engine in the run-ning-in period.

Note: The filter must be removed before ship deliv-ery or before handling over to the customer.

It is adviced to install the filter every time the externfuel pipe system has been dismantled, but it isimportant to remove the filter again when the externfuel oil system is considered to be clean for anyimpurities.

Fuel injection equipment

Each cylinder unit has its own set of injection equip-ment comprising injection pump unit, high-pressurepipe and injection valve.

The injection equipment and the distribution supplypipes are housed in a fully enclosed compartmentthus minimizing heat losses from the preheated fuel.This arrangement reduces external surface temper-atures and the risk of fire caused by fuel leakage.

The injection pump unit are with integrated rollerguide directly above the camshaft.

The fuel quantity injected into each cylinder unit isadjusted by means of the governor, which main-tains the engine speed at the preset value by a con-

MAN Diesel & Turbo

3700162-2.0Page 1 (2) Internal fuel oil system B 11 00 0

L21/31

2011.09.26 - standard

tinuous positioning of the fuel pump racks, via acommon regulating shaft and spring-loaded link-ages for each pump.

The injection valve is for "deep" building-in to thecentre of the cylinder head.

The injection oil is supplied from the injection pumpto the injection valve via a double-walled pressurepipe installed in a bore in the cylinder head.

This bore has an external connection to lead theleak oil from the injection valve and high-pressurepipe to the waste oil system, through the doublewalled pressure pipe.

A bore in the cylinder head vents the space belowthe bottom rubber sealing ring on the injectionvalve, thus preventing any pressure build-up due togas leakage, but also unveiling any malfunction ofthe bottom rubber sealing ring due to leak oil.

Waste oil system

Clean leak oil from the fuel injection valves, fuelinjection pumps and high-pressure pipes, is led tothe fuel leakage alarm unit, from which it is drainedinto the clean leak fuel oil tank.

The leakage alarm unit consists of a box, with afloat switch for level monitoring. In case of a leak-age, larger than normal, the float switch will initiatean alarm. The supply fuel oil to the engine is ledthrough the leakage alarm unit in order to keep thisheated up, thereby ensuring free drainage passageeven for high-viscous waste/leak oil.


Clean leak fuel tank

Clean leak fuel is drained by gravity from the engine.The fuel should be collected in a separate cleanleak fuel tank, from where it can be pumped to theservice tank and reused without separation. Thepipes from the engine to the clean leak fuel tankshould be arranged continuously sloping. The tankand the pipes must be heated and insulated, unlessthe installation is designed for operation exclusivelyon MDO/MGO.

The leak fuel piping should be fully closed to pre-vent dirt from entering the system.

Sludge tank

In normal operation no fuel should leak out from thecomponents of the fuel system. In connection withmaintenance, or due to unforeseen leaks, fuel orwater may spill in the hot box of the engine. Thespilled liquids are collected and drained by gravityfrom the engine through the dirty fuel connection.


The tank and the pipes must be heated and insula-ted, unless the installation is designed for operationexclusively on MDO/MGO.

Data

For pump capacities, see "D 10 05 0 List of capaci-ties"

Fuel oil consumption for emissions standard is sta-ted in "B 11 01 0 Fuel oil consumption for emis-sions standard"

Set points and operating levels for temperature andpressure are stated in "B 19 00 0 operation data &set points"

MAN Diesel & Turbo

B 11 00 0 Internal fuel oil system 3700162-2.0Page 2 (2)

L21/31

2011.09.26 - standard

Fuel oil diagram with drain split

MAN Diesel & Turbo

1655209-7.15Page 1 (4) Fuel oil diagram B 11 00 0

L16/24, L21/31, L27/38

2013.05.29 - NG

Fuel oil diagram without drain split

MAN Diesel & Turbo

B 11 00 0 Fuel oil diagram 1655209-7.15Page 2 (4)

L16/24, L21/31, L27/38

2013.05.29 - NG

Uni-fuel

The fuel system on page 1 is designed as a uni-fuelsystem indicating that the propulsion engine andthe GenSets are running on the same fuel oil andare fed from the common fuel system. The uni-fuelconcept is a unique possibility for substantial sav-ings in operating costs. It is also the simplest fuelsystem, resulting in lower maintenance and easieroperation. The diagram on page 1 is a guidance. Ithas to be adapted in each case to the actual engineand pipe layout.

Fuel feed system

The common fuel feed system is a pressurised sys-tem, consisting of HFO supply pumps, HFO circu-lating pumps, pre-heater, diesel cooler, DIESEL-switch and equipment for controlling the viscosity,(e.g. a viscorator). The fuel oil is led from the servicetank to one of the electrically driven supply pumps.It delivers the fuel oil with a pressure of approxi-mately 4 bar to the low-pressure side of the fuel oilsystem thus avoiding boiling of the fuel in the vent-ing pipe. From the low-pressure part of the fuel sys-tem the fuel oil is led to one of the electrically drivencirculating pumps which pumps the fuel oil througha pre-heater to the engines. For the propulsionengine please see the specific plant specifications.The internal fuel system for the GenSets is shown in"B 11 00 0 Internal fuel oil system".

To safeguard the injection system components onthe propulsion engine is it recommended to install afuel oil filter duplex with a fineness of max. 50microns (sphere passing mesh) as close as possibleto the propulsion engine.

GenSets with conventional fuel injection system orcommon rail fuel system must have fuel oil filterduplex with a fineness of max. 25 microns (spherepassing mesh) installed as close as possible toeach GenSet as shown in the fuel oil diagram.

GenSets with a common rail fuel system require anautomatic filter with a fineness of max. 10 microns(sphere passing mesh), which needs to be installedin the feeder circle.

It is possible, however not our standard/recommen-dation, to install a common fuel oil filter duplex anda common MDO filter for the entire GenSet plant. Inthis case it must be ensured that the fuel oil systemfulfils the classification rules and protects theengines from impurities.

Note: a filter surface load of 1 l/cm² per hour mustnot be exceeded!

The venting pipe is connected to the service tankvia an automatic deaeration valve that will releaseany gases present. To ensure ample filling of thefuel injection pumps the capacity of the electricallydriven circulating pumps must be three times higherthe amount of fuel consumed by the diesel engineat 100% load. The surplus amount of fuel oil is re-circulated in the engine and back through the vent-ing pipe. To have a constant fuel pressure to thefuel injection pumps during all engine loads aspring-loaded overflow valve is inserted in the fuelsystem. The circulating pump pressure should beas specified in "B 19 00 0, Operation data & setpoints" which provides a pressure margin againstgasification and cavitation in the fuel system even ata temperature of 150°C. The circulating pumps willalways be running; even if the propulsion engineand one or several of the GenSets are stopped. Cir-culation of heated heavy fuel oil through the fuelsystem on the engine(s) keep them ready to startwith preheated fuel injection pumps and the fuelvalves de-aerated.

Depending on system lay-out, viscosity, and volumein the external fuel oil system, unforeseen pressurefluctuations can be observed. In such cases it couldbe necessary to add pressure dampers to the fueloil system. For further assistance, please contactMAN Diesel & Turbo.

MDO operation

The MDO to the GenSets can also be supplied via aseparate pipeline from the service tank through aMDO booster pump. The capacity of the MDObooster pump must be three times higher theamount of MDO consumed by the diesel engines at100% load. The system is designed in such a waythat the fuel type for the GenSets can be changedindependent of the fuel supply to the propulsionengine. As an option the GenSet plant can be deliv-ered with the fuel changing system consisting of aset of remotely controlled, pneumatically actuated3-way fuel changing valves “V1-V2” for each Gen-Set and a fuel changing valve control box commonfor all GenSets. A separate fuel changing system foreach GenSet gives the advantage of individuallychoosing MDO or HFO mode. Such a changeovermay be necessary if the GenSets have to be:

▪ stopped for a prolonged period

▪ stopped for major repair of the fuel system, etc.

MAN Diesel & Turbo

1655209-7.15Page 3 (4) Fuel oil diagram B 11 00 0

L16/24, L21/31, L27/38

2013.05.29 - NG

▪ in case of a blackout / emergency start

If the fuel type for both the propulsion engine andGenSets have to be changed from HFO to MDO/MGO and vice versa, the 3-way valve just after theservice tanks has to be activated – the DIESEL-switch. With the introduction of stricter fuel sulphurcontent regulations the propulsion engine as well asthe GenSets increasingly have to be operated ondistillate fuels, i.e. marine gas oil (MGO) and marinediesel oil (MDO). To maintain the required viscosityat the engine inlet, it is necessary to install a coolerin the fuel system. The lowest viscosity suitable forthe main engine and the GenSets is 2 cSt at engineinlet.

Emergency start

Further, MDO must be available in emergency situa-tions. If a blackout occurs, the GenSets can bestarted up on MDO in two ways:

▪ MDO to be supplied from the MDO boosterpump which can be driven pneumatically orelectrically. If the pump is driven electrically, itmust be connected to the emergency switch-board.

▪ A gravity tank (100 - 200 litres) can be arrangedabove the GenSet. With no pumps available, itis possible to start up the GenSet if a gravitytank is installed minimum 8 metres above theGenSet. However, only if the changeover valve“V1-V2” is placed as near as possible to theGenSet.

MAN Diesel & Turbo

B 11 00 0 Fuel oil diagram 1655209-7.15Page 4 (4)

L16/24, L21/31, L27/38

2013.05.29 - NG

Specification for heavy fuel oil (HFO)

PrerequisitesMAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table "The fuelspecification and corresponding characteristics for heavy fuel oil", providingthe engine and fuel processing system have been designed accordingly. Toensure that the relationship between the fuel, spare parts and repair / main-tenance costs remains favorable at all times, the following points should beobserved.

Heavy fuel oil (HFO)The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table„The fuel specification and corresponding characteristics for heavy fuel oil“.The entries in the last column of this table provide important backgroundinformation and must therefore be observed.

Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shown in Figure „ISO 8217-2010specification for heavy fuel oil“. All qualities in these specifications up to K700can be used, providing the fuel preparation system has been designedaccordingly. To use any fuels, which do not comply with these specifications(e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo inAugsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3

may only be used if up-to-date separators are installed.

Even though the fuel properties specified in the table entitled "The fuel speci-fication and corresponding properties for heavy fuel oil" satisfy the aboverequirements, they probably do not adequately define the ignition and com-bustion properties and the stability of the fuel. This means that the operatingbehaviour of the engine can depend on properties that are not defined in thespecification. This particularly applies to the oil property that causes forma-tion of deposits in the combustion chamber, injection system, gas ducts andexhaust gas system. A number of fuels have a tendency towards incompati-bility with lubricating oil which leads to deposits being formed in the fueldelivery pump that can block the pumps. It may therefore be necessary toexclude specific fuels that could cause problems.

Origin/Refinery process

Specifications

Important

2013

-02-

13 -

de

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral

MAN Diesel & Turbo 3.3.3

6680 3.3.3-01 EN 1 (12)

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.

If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,this poses a particular danger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (and this has also been the experience of other manufacturers),this can severely damage the engine and turbocharger components.

The addition of chemical waste products (solvents, for example) to the fuel isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.

Leak oil collectors that act as receptacles for leak oil, and also return andoverflow pipes in the lube oil system, must not be connected to the fuel tank.Leak oil lines should be emptied into sludge tanks.

Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity

Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing

Flash point °C min. 60 Flash point(ASTM D 93)

Pour point (summer) max. 30 Low-temperature behaviour (ASTM D 97)

Pour point (winter) max. 30 Low-temperature behaviour (ASTM D 97)

Coke residue (Conrad-son)

Weight % max. 20 Combustion properties

Sulphur content 5 orlegal requirements

Sulphuric acid corrosion

Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing

Water content Vol. % 0.5 Heavy fuel oil processing

Sediment (potential) Weight % 0.1

Aluminium and siliciumcontent (total)

mg/kg max. 60 Heavy fuel oil processing

Acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Blends

Leak oil collector

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral

2013

-02-

13 -

de

3.3.3 MAN Diesel & Turbo

2 (12) 6680 3.3.3-01 EN

Used lubricating oil(ULO)

mg/kg The fuel must be free of lubri-cating oil (ULO = used lubricat-ing oil, old oil). Fuel is consid-ered as contaminated withlubricating oil when the follow-ing concentrations occur:

Ca > 30 ppm and Zn > 15ppm or Ca > 30 ppm and P >15 ppm.

Asphaltene content Weight % 2/3 of coke residue(according to Conradson)

Combustion properties

Sodium content mg/kg Sodium < 1/3 Vanadium,Sodium < 100

Heavy fuel oil processing

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. Itmust also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.

Table 1: The fuel specification and corresponding characteristics for heavy fuel oil

2013

-02-

13 -

de

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral


6680 3.3.3-01 EN 3 (12)

Figure 1: ISO 8217-2010 specification for heavy fuel oil

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral

2013

-02-

13 -

de


4 (12) 6680 3.3.3-01 EN

Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)

2013

-02-

13 -

de

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral


6680 3.3.3-01 EN 5 (12)

Additional informationThe purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.

Economic operation with heavy fuel oil within the limit values specified in thetable entitled "The fuel specification and corresponding properties for heavyfuel oil" is possible under normal operating conditions, provided the system isworking properly and regular maintenance is carried out. If these require-ments are not satisfied, shorter maintenance intervals, higher wear and agreater need for spare parts is to be expected. The required maintenanceintervals and operating results determine, which quality of heavy fuel oilshould be used.

It is an established fact that the price advantage decreases as viscosityincreases. It is therefore not always economical to use the fuel with the high-est viscosity as in many cases the quality of this fuel will not be the best.

Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-mum permissible viscosity depends on the preheating system installed andthe capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, 23/30Hand 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream ofthe engine must be observed. This is the only way to ensure efficient atomi-sation and mixture formation and therefore low-residue combustion. Thisalso prevents mechanical overloading of the injection system. For the prescri-bed injection viscosity and/or the required fuel oil temperature upstream ofthe engine, refer to the viscosity temperature diagram.

Whether or not problems occur with the engine in operation depends on howcarefully the heavy fuel oil has been processed. Particular care should betaken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-cles, rust, sand) are effectively removed. It has been shown in practice thatwear as a result of abrasion in the engine increases considerably if the alumi-num and silicium content is higher than 15 mg/kg.

Viscosity and density influence the cleaning effect. This must be taken intoaccount when designing and making adjustments to the cleaning system.

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 °C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If theheavy fuel oil has a high concentration of foreign matter, or if fuels in accord-ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tankswill be required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.

A separator is particularly suitable for separating material with a higher spe-cific density – water, foreign matter and sludge, for example. The separatorsmust be self-cleaning (i.e. the cleaning intervals must be triggered automati-cally).

Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

Separators

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral

2013

-02-

13 -

de


6 (12) 6680 3.3.3-01 EN

Table "Achievable proportion of foreign matter and water (following separa-tion)" shows the prerequisites that must be met by the separator. These limitvalues are used by manufacturers as the basis for dimensioning the separa-tor and ensure compliance.

The manufacturer's specifications must be complied with to maximize thecleaning effect.

Application in ships and stationary use: parallel installation1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow

rate

Figure 3: Location of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' currentrecommendations (Alpha Laval and Westfalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel & Turbo should be consulted.

If processing is carried out in accordance with the MAN Diesel & Turbo spec-ifications and the correct separators are chosen, it may be assumed that theresults stated in the table entitled "Achievable proportion of foreign matterand water" for inorganic foreign matter and water in the heavy fuel oil will beachieved at the engine inlet.

Results obtained during operation in practiсe show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlubricating oil treatment process must be ensured.

Definition Particle size Quantity

Inorganic foreign matterincluding catalyst particles

< 5 µm < 20 mg/kg

Al+Si content -- < 15 mg/kg

Water content -- < 0.2 % by vol. %

Table 2: Achievable proportion of foreign matter and water (after separation)

It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.

Water

2013

-02-

13 -

de

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral


6680 3.3.3-01 EN 7 (12)

Water-containing sludge must be removed from the settling tank before theseparation process starts, and must also be removed from the service tankat regular intervals. The tank's ventilation system must be designed in such away that condensate cannot flow back into the tank.

If the vanadium/sodium ratio is unfavorable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes not enter the engine in the form of seawater in the intake air.

If the sodium content is higher than 100 mg/kg, this is likely to result in ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).

Under certain conditions, high-temperature corrosion can be prevented byusing a fuel additive that increases the melting point of the heavy fuel oil ash(also see "Additives for heavy fuel oils").

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above chapter for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these are aluminium silicateparticles that cause a high degree of wear in the injection system and theengine. The aluminium content determined, multiplied by a factor of between5 and 8 (depending on the catalytic bond), is roughly the same as the pro-portion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.

National and international transportation and storage regulations governingthe use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

The pour point is the temperature at which the fuel is no longer flowable(pumpable). As the pour point of many low-viscosity heavy fuel oils is higherthan 0 °C, the bunker facility must be preheated, unless fuel in accordancewith RMA or RMB is used. The entire bunker facility must be designed insuch a way that the heavy fuel oil can be preheated to around 10 °C abovethe pour point.

If the viscosity of the fuel is higher than 1,000 mm2/s (cST), or the tempera-ture is not at least 10 °C above the pour point, pump problems will occur.For more information, also refer to "Low-temperature behaviour (ASTM D97)".

If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injection

Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour(ASTM D 97)

Pump characteristics

Combustion properties

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral

2013

-02-

13 -

de


8 (12) 6680 3.3.3-01 EN

system is higher. These problems can also occur when using unstable heavyfuel oils, or if incompatible heavy fuel oils are mixed. This would lead to anincreased deposition of asphalt (see "Compatibility").

Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be > 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.

The ignition delay in heavy fuel oils with poor ignition characteristics is longer;the combustion is also delayed which can lead to thermal overloading of theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel & Turbopiston engines.

The ignition quality is one of the most important properties of the fuel. Thisvalue does not appear in the international specifications because a standar-dised testing method has only recently become available and not enoughexperience has been gathered at this point in order to determine limit values.The parameters, such as the calculated carbon aromaticity index (CCAI), aretherefore aids that are derived from quantifiable fuel properties. We haveestablished that this method is suitable for determining the approximate igni-tion quality of the heavy fuel oil used.

A testing instrument has been developed based on the constant volumecombustion method (fuel combustion analyser FCA) and is currently beingtested by a series of testing laboratories.The instrument measures the ignition delay to determine the ignition qualityof a fuel and this measurement is converted into a an instrument-specificcetane number (FIA-CN or EC). It has been established that in some cases,heavy fuel oils with a low FIA cetane number or ECN number can causeoperating problems.

As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. (Also see illustration entitled "Nomogram for determin-ing the CCAI – assigning the CCAI ranges to engine types").

Ignition quality

2013

-02-

13 -

de

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral


6680 3.3.3-01 EN 9 (12)

V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditionsD Density [in kg/m3] at 15° C B The ignition characteristics can

be poor and require adapting theengine or the operating condi-tions.

CCAI Calculated Carbon AromaticityIndex

C Problems identified may lead toengine damage, even after ashort period of operation.

1 Engine type 2 The CCAI is obtained from thestraight line through the densityand viscosity of the heavy fueloils.

Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to enginetypes

The CCAI can be calculated using the following formula:

CCAI = D - 141 log log (V+0.85) - 81

The engine should be operated at the cooling water temperatures prescribedin the operating handbook for the relevant load. If the temperature of thecomponents that are exposed to acidic combustion products is below theacid dew point, acid corrosion can no longer be effectively prevented, even ifalkaline lubricating oil is used.

The BN values specified in Section 3.3.6 are sufficient, providing the qualityof lubricating oil and the engine's cooling system satisfy the requirements.

Sulphuric acid corrosion

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral

2013

-02-

13 -

de


10 (12) 6680 3.3.3-01 EN

The supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.

This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.

If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtainthe required quality or viscosity of heavy fuel oil, it is extremely important thatthe components are compatible (see "Compatibility").

MAN Diesel & Turbo engines can be operated economically without addi-tives. It is up to the customer to decide whether or not the use of additives isbeneficial. The supplier of the additive must guarantee that the engine opera-tion will not be impaired by using the product.

The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.

Additives that are currently used for diesel engines, as well as their probableeffects on the engine's operation, are summarised in the table below „Addi-tives for heavy fuel oils – classification/effects“.

Precombustion additives ▪ Dispersing agents/stabil-isers

▪ Emulsion breakers

▪ Biocides

Combustion additives ▪ Combustion catalysts(fuel savings, emissions)

Post-combustion additives ▪ Ash modifiers (hot corro-sion)

▪ Soot removers (exhaust-gas system)

Table 3: Additives for heavy fuel oils – Classification/effects

From the point of view of an engine manufacturer, a lower limit for the sul-phur content of heavy fuel oils does not exist. We have not identified anyproblems with the low-sulphur heavy fuel oils currently available on the mar-ket that can be traced back to their sulphur content. This situation maychange in future if new methods are used for the production of low-sulphurheavy fuel oil (desulphurisation, new blending components). MAN Diesel &Turbo will monitor developments and inform its customers if required.

If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

Compatibility

Blending the heavy fuel oil

Additives to heavy fuel oils

Heavy fuel oils with lowsulphur content

2013

-02-

13 -

de

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral


6680 3.3.3-01 EN 11 (12)

TestsTo check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof every bunker oil (at least for the duration of the engine's warranty period).To ensure that the samples taken are representative of the bunker oil, a sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. "Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.

To ensure sufficient cleaning of the fuel via the separator, perform regularfunctional check by sampling up- and downstream of the separator.

Analysis of HFO samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab).

Sampling

Analysis of samples

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral

2013

-02-

13 -

de


12 (12) 6680 3.3.3-01 EN

Marine diesel oil (MDO) specification

Marine diesel oilMarine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from crudeoil and must be free of organic acids and non-mineral oil products.

SpecificationThe suitability of fuel depends on the design of the engine and the availablecleaning options, as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217-2010 standard asthe basis. The properties have been specified using the stated test proce-dures.

Properties Unit Testing method Designation

ISO-F specification DMB

Density at 15 °C kg/m3 ISO 3675 900

Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 > 2.0< 11 *

Pour point (winter quality) °C ISO 3016 < 0

Pour point (summer quality) °C ISO 3016 < 6

Flash point (Pensky Martens) °C ISO 2719 > 60

Total sediment content weight % ISO CD 10307 0.10

Water content vol. % ISO 3733 < 0.3

Sulphur content weight % ISO 8754 < 2.0

Ash content weight % ISO 6245 < 0.01

Carbon residue (MCR) weight % ISO CD 10370 < 0.30

Cetane number or cetane index - ISO 5165 > 35

Hydrogen sulphide mg/kg IP 570 < 2

Acid value mg KOH/g ASTM D664 < 0.5

Oxidation resistance g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Copper strip test - ISO 2160 < 1

Other specifications:

British Standard BS MA 100-1987 Class M2

ASTM D 975 2D

ASTM D 396 No. 2

Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.

Other designations

Origin

2012

-11-

08 -

de

Mar

ine

dies

el o

il (M

DO) s

peci

ficat

ion

D010

.000

.023

-04-

0001

Gene

ral

MAN Diesel & Turbo 010.000.023-04

D010.000.023-04-0001 EN 1 (2)

Additional informationDuring transshipment and transfer, MDO is handled in the same manner asresidual oil. This means that it is possible for the oil to be mixed with high-viscosity fuel or heavy fuel oil – with the remnants of these types of fuels inthe bunker ship, for example – that could significantly impair the properties ofthe oil.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

The pour point specifies the temperature at which the oil no longer flows. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.

A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 °C.

Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.

Solid foreign matter increase mechanical wear and formation of ash in thecylinder space.

We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.


AnalysesAnalysis of fuel samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab).

Lubricity

Mar

ine

dies

el o

il (M

DO) s

peci

ficat

ion

D010

.000

.023

-04-

0001

Gene

ral

2012

-11-

08 -

de

010.000.023-04 MAN Diesel & Turbo

2 (2) D010.000.023-04-0001 EN

Gas oil / diesel oil (MGO) specification

Diesel oilGas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and therefore must not contain anyresidual materials.

SpecificationThe suitability of fuel depends on whether it has the properties defined in thisspecification (based on its composition in the as-delivered state).

The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standardshave been extensively used as the basis when defining these properties. Theproperties correspond to the test procedures stated.

Properties Unit Test procedure Typical value

Density at 15 °Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Kinematic viscosity at 40 °Cmm2/s (cSt) ISO 3104

≥ 2≤ 6.0

Filterability*

in summer andin winter

°C°C

DIN EN 116DIN EN 116

≤ 0≤ -12

Flash point in closed cup °C ISO 2719 ≥ 60

Sediment content (extraction method) weight % ISO 3735 ≤ 0.01

Water content Vol. % ISO 3733 ≤ 0.05

Sulphur content

weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Cetane number or cetane index - ISO 5165 ≥ 40

Copper strip test - ISO 2160 ≤ 1

Other specifications:

British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D

Table 1: Diesel fuel (MGO) – properties that must be complied with.

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determiningthe cloud point in accordance with ISO 3015

Other designations

2012

-11-

08 -

de

Gas

oil /

die

sel o

il (M

GO) s

peci

ficat

ion

D010

.000

.023

-01-

0001

Gene

ral


D010.000.023-01-0001 EN 1 (2)

Additional informationIf distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.

To ensure sufficient lubrication, a minimum viscosity must be ensured at thefuel pump. The maximum temperature required to ensure that a viscosity ofmore than 1.9 mm2/s is maintained upstream of the fuel pump, depends onthe fuel viscosity. In any case, the fuel temperature upstream of the injectionpump must not exceed 45 °C.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.


AnalysesAnalysis of fuel samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab).

Use of diesel oil

Viscosity

Lubricity

Gas

oil /

die

sel o

il (M

GO) s

peci

ficat

ion

D010

.000

.023

-01-

0001

Gene

ral

2012

-11-

08 -

de


2 (2) D010.000.023-01-0001 EN

Bio fuel specification

BiofuelBiodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat

Biofuel is derived from oil plants or old cooking oil.

ProvisionTransesterified and non-transesterified vegetable oils can be used.

Transesterified biofuels (biodiesel, FAME) must comply with the standard EN14214.

Non-transesterified biofuels must comply with the specifications listed inTable 1.

These specifications are based on experience to d/ate. As this experience islimited, these must be regarded as recommended specifications that can beadapted if necessary. If future experience shows that these specifications aretoo strict, or not strict enough, they can be modified accordingly to ensuresafe and reliable operation.

When operating with bio-fuels, lubricating oil that would also be suitable foroperation with diesel oil (see Sheet 3.3.5) must be used.

Properties/Characteristics Unit Test method

Density at 15 °C 900 - 930 kg/m3 DIN EN ISO 3675,EN ISO 12185

Flash point > 60 °C DIN EN 22719

lower calorific value > 35 MJ/kg(typical: 37 MJ/kg)

DIN 51900-3

Viscosity/50 °C < 40 cSt (corresponds to a viscos-ity/40 °C of < 60 cSt)

DIN EN ISO 3104

Cetane number > 40 FIA

Coke residue < 0.4% DIN EN ISO 10370

Sediment content < 200 ppm DIN EN 12662

Oxidation stability (110 °C) > 5 h ISO 6886

Phosphorous content < 15 ppm ASTM D3231

Na and K content < 15 ppm DIN 51797-3

Ash content < 0.01% DIN EN ISO 6245

Water content < 0.5% EN ISO 12537

Iodine number < 125g/100g DIN EN 14111

TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper-ature in the fuel system

EN 116

Table 1: Non-transesterified bio-fuel - Specifications

Other designations

Origin

2011

-03-

25 -

de

Bio

fuel

spe

cific

atio

n66

80 3

.3.1

-02

Gene

ral


6680 3.3.1-02 EN 1 (2)


AnalysesWe can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.

Bio

fuel

spe

cific

atio

n66

80 3

.3.1

-02

Gene

ral

2011

-03-

25 -

de


2 (2) 6680 3.3.1-02 EN

Operation with biofuel

Please contact MAN Diesel & Turbo at an earlystage of project.

Requirements on plant side

Biofuel has to be divided into 3 categories.

Category 1 – transesterified biofuel

For example:

▪ Biodiesel (FAME)

Esterified biofuel is comparable to MDO (ISO-F-DMB/ ISO-F-DMC), therefore standard layout of fueloil system for MDO-operation to be used.

Category 2 – not transesterified biofuel and pourpoint below 20°C

For example:

▪ Vegetable oil

▪ Rape-seed oil

Not transesterified biofuel with pour point below20°C is comparable to HFO (ISO-F-RM), thereforestandard layout of fuel oil system for HFO-operationto be used.

Category 3 – not transesterified biofuel and pourpoint above 20° C

For example:

▪ Palm oil

▪ Stearin

▪ Animal fat

▪ Frying fat

Caution:

Not transesterified biofuel with a pour point above20° C carries a risk of flocculation and may clog uppipes and filters unless special precautions aretaken.

Therefore the standard layout of fuel oil system forHFO-operation has to be modified concerning fol-lowing aspects:

▪ In general no part of the fuel oil system must becooled down below pour point of the used bio-fuel.

▪ Fuel cooler for circulation fuel oil feeding part =>to be modified. In this circuit a temperature above pour point ofthe biofuel is needed without overheating of thesupply pumps.

▪ Sensor pipes to be isolated or heated and loca-ted near to main pipes.

▪ To prevent injection nozzles from clogging indi-cator filter size 0.010 mm has to be usedinstead of 0.034 mm.

Additionally:

▪ Fuel oil module to be located inside plant (to beprotected against rain and cold wind).

▪ A second fuel type has to be provided of cate-gory 1 or 2. Due to the risk of clogging it is needed beforeeach stop of the engine, to change over to asecond fuel type of category 1 or 2 and to oper-ate the engine until the danger of clogging ofthe fuel oil system no longer exists.

MAN Diesel & Turbo

3700063-9.0Page 1 (2) Explanatory notes for biofuel B 11 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2011.01.03

Requirements on engine

▪ Injection pumps with special coating and withsealing oil system.

▪ Fuel pipes and leak fuel pipes must be equip-ped with heattracing (not to be applied for bio-fuel category 1). Heattracing to be applied forbiofuel category 2 outside covers of injectionpump area and for biofuel category 3 alsoinside injection pump area.

▪ Inlet valve lubrication (L32/40)

▪ Nozzle cooling to be applied for biofuel category2 and 3. (L32/40)

▪ Charge air temperature before cylinder 55° C tominimize ignition delay.

Please be aware

▪ Depending on the quality of the biofuel, it maybe necessary to carry out one oil change peryear (this is not taken into account in the detailsconcerning lubricating oil consumption).

▪ An addition to the fuel oil consumption is neces-sary:2 g/kWh addition to fuel oil consumption (seechapter fuel oil consumption)

▪ Engine operation with fuels of low calorific valuelike biofuel, requires an output reduction:

– LCV ≥ 38 MJ/kg Power reduction 0%



MAN Diesel & Turbo

B 11 00 0 Explanatory notes for biofuel 3700063-9.0Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2011.01.03

Crude oilCrude oil is a naturally occurring flammable liquid consisting of a complex mixture of hydrocarbons of variousmolecular weights and other liquid organic compounds, that are found in geologic formations beneath theEarth's surface.

The flash point of crude oil is low, typically below ambient temperature.

Our four-stroke medium-speed engines are well proven in operation on crude oil taken directly from oil wellsand conditioned on site.

Exploiting crude oil to feed the large consumers involved in oil and gas exploration and production is both aneconomical solution and saves the considerable CO2 emissions involved in the refining of distillate fuels andtheir transport via pumping stations from and to the oil field.

Properties/Characteristics Unit Limit Test method

Viscosity, before injection pumps, min. cSt 3

Viscosity, before injection pumps, max. cSt 14 1)

Viscosity @ 50°C, max. cSt 700 ISO 3104

Density @ 15°C, max. kg/m3 1010.0 ISO 3675 or ISO 12185

CCAI, max. – 870 ISO 8217

Water before engine, max. % volume 0.2 ISO 3733

Sulphur, max. % mass 4.5 ISO 8754 or ISO 14596

Ash, max. % mass 0.15 ISO 6245

Vanadium, max. mg/kg 600 ISO 14597 or IP 501 or IP 470

Sodium + Potassium before engine,max.

mg/kg 1/3 Vanadium content ISO 10478

Aluminium + Silicon before engine, max. mg/kg 15 ISO 10478 or IP 501 or IP 470

Carbon residue, max. % mass 20 ISO 10370

Asphaltenes, max. % mass 2/3 of carbon residue(according to Conradson)

ASTM D3279

Reid vapour pressure (RVP), max. kPa @ 37.8°C 65 ASTM D323

Lubricity (wear scar diameter) μm < 520 ISO 12156-1

Pour point, max. °C 30 ISO 3016

Cold filter plugging point °C 2) IP 309

Total sediment potential, max. % mass 0.10 ISO 10307-2

Hydrogen sulphide, max. mg/kg 2 IP 570

AN (acid number), max. mg KOH/g 2.5 ASTM D664

Table 1: Crude oil - specifications.1) Viscosity, before injection pumps, max. 18 cSt for GenSets L23/30H, L28/32H and V28/32S2) Minimum 10°C below the lowest temperature in the entire fuel system

MAN Diesel & Turbo

3700246-2.0Page 1 (1) Crude oil specification B 11 00 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2012.09.03

Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis andthe viscosity is shown on the vertical axis.

The diagonal lines correspond to viscosity-temperature curves of fuels withdifferent reference viscosities. The vertical viscosity axis in mm2/s (cSt)applies for 40, 50 or 100 °C.

Determining the viscosity-temperature curve and the required preheating temperaturePrescribed injection viscosityin mm²/s

Required temperature of heavy fuel oilat engine inlet* in °C

≥ 12 126 (line c)

≤ 14 119 (line d)

Table 1: Determining the viscosity-temperature curve and the required preheatingtemperature

* With these figures, the temperature drop between the last preheatingdevice and the fuel injection pump is not taken into account.

Example: Heavy fuel oil with180 mm²/s at 50 °C

2012

-08-

03 -

de

Visc

osity

-tem

pera

ture

dia

gram

(VT

diag

ram

)Vi

scos

ity-t

empe

ratu

re d

iagr

am (V

T di

agra

m)

Gene

ral


D010.000.023-06-0001 EN 1 (2)

A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosityof 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity offuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using arecent state-of-the-art preheating device with 8 bar saturated steam. Athigher temperatures there is a risk of residues forming in the preheating sys-tem – this leads to a reduction in heating output and thermal overloading ofthe heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.

The heavy fuel oil lines between the outlet of the last preheating system andthe injection valve must be suitably insulated to limit the maximum drop intemperature to 4 °C. This is the only way to achieve the necessary injectionviscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-cations such as ISO CIMAC or British Standard). If heavy fuel oil with a lowreference viscosity is used, the injection viscosity should ideally be 12 mm2/sin order to achieve more effective atomisation to reduce the combustion resi-due.

The delivery pump must be designed for heavy fuel oil with a viscosity of upto 1 000 mm2/s. The pour point also determines whether the pump is capa-ble of transporting the heavy fuel oil. The bunker facility must be designed soas to allow the heavy fuel oil to be heated to roughly 10 C above the pourpoint.

ViscosityThe viscosity of gas oil or diesel oil (marine diesel oil) upstream of theengine must be at least 1.9 mm2/s. If the viscosity is too low, this maycause seizing of the pump plunger or nozzle needle valves as a resultof insufficient lubrication.

This can be avoided by monitoring the temperature of the fuel. Although themaximum permissible temperature depends on the viscosity of the fuel, itmust never exceed the following values:

▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and

▪ 60 °C at the most with MDO (DMC).

A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service ofMAN Diesel & Turbo SE in Augsburg.

Visc

osity

-tem

pera

ture

dia

gram

(VT

diag

ram

)Vi

scos

ity-t

empe

ratu

re d

iagr

am (V

T di

agra

m)

Gene

ral

2012

-08-

03 -

de


2 (2) D010.000.023-06-0001 EN

General

Exhaust emissions from marine diesel engines havebeen the focus of recent legislation. Apart fromnitrous oxides (NOx), sulphur oxides (SOx) are con-sidered to be the most important pollution factor. Arange of new regulations have been implementedand others will follow (IMO, EU Directive, andCARB). These regulations demand reduction ofSOx emissions by restricting the sulphur content ofthe fuel. That is to say sulphur limits for HFO as wellas mandatory use of low sulphur distillate fuels forparticular applications. This guideline covers theengine related aspects of the use of such fuels.

Low sulphur HFO

From an engine manufacturer’s point of view thereis no lower limit for the sulphur content of HFO. Wehave not experienced any trouble with the currentlyavailable low sulphur HFO, that are related to thesulphur content or specific to low sulphur HFO. Thismay change in the future if new methods areapplied for the production of low sulphur HFO(desulphurization, uncommon blending compo-nents). MAN Diesel & Turbo will monitor develop-ments and inform our customers if necessary.

If the engine is not operated permanently on lowsulphur HFO, then the lubricating oil should beselected according to the highest sulphur contentof the fuels in operation.

Low sulphur distillates

In general our GenSet is developed for continuousoperation on HFO as well as on MDO/MGO. Occa-sionally changes in operation mode between HFOand MDO/MGO are considered to be within normaloperation procedures for our engine types and dothus not require special precautions.

Running on low sulphur fuel (< 0.1% S) will notcause problems, but please notice the followingrestrictions:

In order to avoid seizure of the fuel oil injectionpump components the viscosity at engine fuel oilinlet must be > 2 cSt. In order achieve this it may benecessary to install a fuel oil cooler, when theengine is running on MGO. This is both to ensurecorrect viscosity and avoid heating up the servicetank, which is important as the fuel oil injectionpumps are cooled by the fuel.

When operating on MDO/MGO a larger leak oilamount from fuel oil injection pumps and fuel oilinjection valves can be expected compared to oper-ation on HFO.

In order to carry out a quick change between HFOand MDO/MGO the change over should be carriedout by means of the valve V1-V2 installed in front ofthe engine.

For the selection of the lubricating oil the sameapplies as for HFO. For temporary operation on dis-tillate fuels including low sulphur distillates nothinghas to be considered. A lubricating oil suitable foroperation on diesel fuel should only be selected if adistillate fuel is used continuously.

MAN Diesel & Turbo

1699177-5.1Page 1 (1)

Guidelines regarding MAN Diesel & Turbo GenSetsoperating on low sulphur fuel oil

B 11 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2010.04.19

GeneralIn accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Performance,Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional require-ments for engines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consump-tion dependent on ambient conditions for 1-stage turbocharged engines as follows:

The formula is valid within the following limits:

+ Ambient air temperature 5°C – 55°C

+ Charge air temperature before cylinder 25°C – 75°C

+ Ambient air pressure 0.885 bar – 1.030 bar

β Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder, see »Reference conditions« in »Fuel oil consumption for emissions standard«.

Legend Reference At test run or at site

Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax

Ambient air pressure [bar] pr px

Example

Reference values:

br = 200 g/kWh, tr = 25°C, tbar = 40°C, pr = 1.0 bar

At site:

tx = 45°C, tbax = 50°C, px = 0.9 bar

ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023

bx = ß x br = 1.023 x 200 = 204.6 g/kWh

MAN Diesel & Turbo

1624473-6.2Page 1 (1)

Recalculation of fuel consumption dependent onambient conditions

B 11 01 0


V28/32DF

1012.03.19

5L21/31: 200 kW/cyl., 6-9L21/31: 220 kW/cyl. at 900 rpm

% Load 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with HFO/MDOwithout attached pumps 2) 3)

192 1891) 189 193 207

1) Warranted fuel consumption at 85% MCR 2)

Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerancefor warranty is taken into account. 3) Based on reference conditions, see "Reference conditions"

Table 1: Fuel oil consumption.

5L21/31: 200 kW/cyl., 6-9L21/31: 220 kW/cyl. at 1000 rpm

% Load 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with HFO/MDOwithout attached pumps 2) 3)

193 1911) 192 196 216

1) Warranted fuel consumption at 85% MCR 2) Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the toler-ance for warranty is taken into account. 3) Based on reference conditions, see "Reference conditions"

Table 2: Fuel oil consumption.

No of cylindersFuel oil consumption at idle running (kg/h)

5L 6L 7L 8L 9L

Speed 900/1000 rpm 24 28 32 36 40

Table 3: Fuel oil consumption at idle running.

IMO Tier II requirementsIMO: International Maritime Organization MARPOL 73/78; Revised Annex VI-2008, Regulation 13.

Tier II: NOx technical code on control of emission of nitrogen oxides from diesel engines.

Note! Operating pressure data without further specification are given below/above atmospheric pressure.

For calculation of fuel consumption, see "B 11 00 0 Recalculation of fuel oil consumption dependent onambient conditions".

MAN Diesel & Turbo

1689497-0.1Page 1 (2) Fuel oil consumption for emissions standard B 11 01 0

L21/31

2012.03.19 - Tier II

Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated asincreased air temperature before turbocharger:

U = ( -20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0

Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated asincreased air temperature before turbocharger:

O = ( pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0

Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil con-sumption: For every increase of the exhaust gas temperature by 1°C, due to activation of charge air blow-off device, anaddition of 0.05 g/kWh to be considered.

Reference conditions

Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)

Air temperature before turbocharger tr °C 25

Ambient pressure pr bar 1

Relative humidity Φr % 30

Engine type specific reference charge air temperature before cylinder tbar 1) °C 40

Net calorific value NCV kJ/kg 42,700

1) Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achievedwith 25°C LT cooling water temperature before charge air cooler (according to ISO)

Table 4: Reference conditions.

MAN Diesel & Turbo

B 11 01 0 Fuel oil consumption for emissions standard 1689497-0.1Page 2 (2)

L21/31

2012.03.19 - Tier II

Fuel injection valve

The fuel valve is uncooled and placed in a sleeve inthe centre of the cylinder head.

O-rings around the fuel valve body prevent fuel andlubricating oil from mixing. From the side of the cyl-inder head, a lance for fuel supply is screwed intothe fuel valve (L16/24 is mounted by means of 3leaf springs). The lance is sealed with a bushing andtwo o-rings where the lance goes into the cylinderhead. A double-walled high pressure pipe connectsthe fuel pump with the lance.

Leak oil from the fuel valve or from a possibledefective high pressure pipe is led to the bore forthe lance in the cylinder head. From here a pipe willdrain the fuel to the leakage alarm and further to theleak oil connection. From here the HFO can be ledto leak oil tank and MDO/MGO to the day tank.

Figure 1: Fuel injection valve.

MAN Diesel & Turbo

3700222-2.0Page 1 (1) Fuel injection valve B 11 00 0

L16/24, L21/31, L27/38

2012.01.23

Fuel injection pump

The fuel pump and the roller guide are one unit,placed over the fuel cam. A pipe supplies lubricat-ing oil from the camshaft bearing to the roller guide.

The barrel is installed with seals on the outer cir-cumference at various levels to avoid leakages andto give the possibility to drain fuel from the lowerpart of the barrel bore.

At the same time it also gives the possibility to addsealing oil to minimize fuel contamination of thelubricating oil.

The injection amount of the pump is regulated bytransversal displacement of a toothed rack in theside of the pump housing. By means of a gear ring,the pump plunger with the two helical millings, thecutting-off edges, is turned whereby the length ofthe pump stroke is reckoned from when the plungercloses the inlet holes until the cutting-off edgesagain uncover the holes.

A delivery valve is installed on top of the barrel. Inthe delivery valve housing a second valve is instal-led. This valve will open for oscillating high pressurewaves between the needle in the fuel injection valveand the delivery valve on the pump, causing theneedle in the fuel valve to stay closed after the injec-tion is finished. This will reduce formation of carbonaround the nozzle tip and save fuel.

The amount of fuel injected into each cylinder unit isadjusted by means of the governor, which main-tains the engine speed at the preset value by a con-tinuous positioning of the fuel pump racks, via acommon regulating shaft and spring-loaded link-ages for each pump.

The rack for fuel control is shaped as a piston atone end. The piston works inside a cylinder. Whenthe cylinder is pressurized, the fuel rack will go tozero and the engine will stop.

Figure 1: Fuel injection pump.

MAN Diesel & Turbo

1683324-8.1Page 1 (1) Fuel injection pump B 11 02 1

L16/24, L21/31, L27/38

2012.01.23

Fuel oil filter duplex Fuel oil filter duplex - Star-pleated element

25 microns (400/40) (sphere passing mesh)

HFO 12-18 cSt

MDO 2.5-14 cSt

MGO 1.5-6 cSt

litres/h litres/h litres/h

DN25 1000 1000 1000

DN32 1500 1500 1500

DN40 2800 2800 2800

DN50 3500 3500 3500

DN65 5800 5800 5800

Filter area (cm2)

DN25 652 652 652

DN32 1000 1000 1000

DN40 1844 1844 1844

DN50 2337 2337 2337

DN65 3885 3885 3885

Pressure drop (bar)

DN25 0.018 0.016 0.013

DN32 0.016 0.015 0.012

DN40 0.019 0.018 0.015

DN50 0.016 0.014 0.012

DN65 0.015 0.013 0.011

Table 1: Fuel oil filter duplex

To safeguard the injection system components onthe GenSets, is it recommended to install a fuel oilfilter duplex, as close as possible to each GenSet.

The fuel oil filter duplex is with star-pleated filter ele-ments. The fuel oil filter duplex is supplied loose andit is recommended to install it, as close as possibleto each GenSet, in the external fuel oil supply line.

GenSets with conventional fuel injection system orcommon rail fuel system must have fuel oil filterduplex with a fineness of max. 25 microns (spherepassing mesh) installed as close as possible toeach GenSet.

The filter surface load of the 25 microns filters mustnot exceed 1.5 l/cm² per hour ! Figure 1: Fuel oil filter duplex.

MAN Diesel & Turbo

1679744-6.7Page 1 (1) Fuel oil filter duplex E 11 08 1

L16/24, V28/32S, L21/31, L27/38

2013.05.28 - ny

General

Figure 1: Fuel temperature versus viscosity.In order to ensure a satisfactory hydrodynamic oilfilm between fuel injection pump plunger/barrel,thereby avoiding fuel injection pump seizures/stick-ing, MAN Diesel & Turbo recommends to keep afuel oil viscosity at minimum 2.0 cSt measured atthe engine inlet. This limit has been used over theyears with good results and gives the requiredsafety margin against fuel injection pump seizures.

For some MGO´s viscosities below 2.0 cSt may bereached at temperatures above 35°C. As the fueltemperature increases during operation, it is impos-sible to maintain this low temperature at the engineinlet without a MDO/MGO cooler.

In the worst case, a temperature of 60-65°C at theengine inlet can be expected corresponding to aviscosity far below 2.0 cSt. The consequence maybe sticking fuel injection pumps or nozzle needles.

Also most pumps in the external system (supplypumps, circulating pumps, transfer pumps and feedpumps for the separator) already installed in existingvessels, need viscosities above 2.0 cSt to functionproperly.

We recommend that the actual pump maker is con-tacted for advice.

Installation of MDO/MGO Cooler or MDO/MGO Cooler & Chiller

To be able to maintain the required viscosity at theengine inlet, it is necessary to install a MDO/MGOcooler in the fuel system (MDO/MGO cooler instal-led just before the engine).

The advantage of installing the MDO/MGO coolerjust before the engine is that it is possible to opti-mise the viscosity regulation at the engine inlet.However, the viscosity may drop below 2.0 cSt atthe circulating and other pumps in the fuel system.

The MDO/MGO cooler can also be installed beforethe circulating pumps. The advantage in this case isthat the viscosity regulation may be optimised forboth the engine and the circulating pumps.

It is not advisable to install the MDO/MGO coolerjust after the engine or after the Diesel oil servicetank as this will complicate viscosity control at theengine inlet. In case the MDO/MGO cooler is instal-

MAN Diesel & Turbo

1689458-7.3Page 1 (3) MDO / MGO cooler E 11 06 1


2013.04.16

led after the service tank, the supply pumps willhave to handle the pressure drop across the MDO/MGO cooler which cannot be recommended.

The cooling medium used for the MDO/MGO cooleris preferably fresh water from the central coolingwater system.

Seawater can be used as an alternative to freshwater, but the possible risk of MDO/MGO leakinginto the sea water and the related pollution of theocean, must be supervised.

The horizontal axis shows the bunkered fuel viscos-ity in cSt at 40°C, which should be informed in thebunker analysis report.

If the temperature of the MGO is below the upperblue curve at engine inlet, the viscosity is above 2.0cSt. The black thick line shows the viscosity at ref-erence condition (40°C) according to ISO8217,marine distillates.

Example: MGO with viscosity of 4.0 cSt at 40°Cmust have a temperature below 55°C at engine inletto ensure a viscosity above 3.0 cSt.

Example: MGO with a viscosity of 5.0 cSt at 40°C isentering the engine at 50°C. The green curvesshow that the fuel enters the engine at approxi-mately 4.0 cSt.

Example: MGO with a viscosity of 2.0 cSt at 40°Cneeds cooling to 18°C to reach 3.0 cSt.

The following items should be considered beforespecifying the MDO/MGO cooler :

▪ The flow on the fuel oil side should be the sameas the capacity of the fuel oil circulating pump( see D 10 05 0, List of Capacities )

▪ The fuel temperature to the MDO/MGO coolerdepends on the temperature of the fuel in theservice tank and the temperature of return oilfrom the engine(s)

▪ The temperature of the cooling medium inlet tothe MDO/MGO cooler depends on the desiredfuel temperature to keep a minimum viscosity of2.0 cSt

▪ The flow of the cooling medium inlet to theMDO/MGO cooler depends on the flow on thefuel oil side and how much the fuel has to becooled

The frictional heat from the fuel injection pumps,which has to be removed, appears from the tablebelow.

Engine type kW/cyl.

L16/24 0.5

L21/31 1.0

L27/38 1.5

L32/40 2.0

L23/30H 0.75

L28/32H 1.0

L28/32DF 1.0

V28/32S 1.0

Based on the fuel oils available in the market as ofJune 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuelinlet temperature ≤ 40°C is expected to be sufficientto achieve 2.0 cSt at engine inlet (see fig 1).

In such case, the central cooling water / LT coolingwater (36°C) can be used as coolant.

For the lowest viscosity MGO´s and MDO´s, a watercooled MGO/MGO cooler may not be enough tosufficiently cool the fuel as the cooling water availa-ble onboard is typically LT cooling water (36°C).

In such cases, it is recommended to install a so-called “Chiller” that removes heat through vapour-compression or an absorption refrigeration cycle(see fig 2).

MAN Diesel & Turbo

E 11 06 1 MDO / MGO cooler 1689458-7.3Page 2 (3)


2013.04.16

Figure 2: Chiller.

MAN Diesel & Turbo

1689458-7.3Page 3 (3) MDO / MGO cooler E 11 06 1


2013.04.16

Description

Figure 1: Pneumatic diagram for 3-way changing valves V1 & V2.The fuel change-over system consists of tworemote controlled and interconnected 3-way valves,which are installed immediately before each Gen-Set. The 3-way valves “V1-V2” are operated by anelectrica/pneumatic actuator of the simplex type,with spring return and a common valve control boxfor all GenSets.

The flexibility of the system makes it possible, ifnecessary, to operate the GenSets on either dieseloil or heavy fuel oil, individually by means of the L-bored 3-way valves “V1-V2”.

The control box can be placed in the engine roomor in the engine control room.

To maintain re-circulation in the HFO flow line, whenthe GenSet is operated on MDO, is a by-pass valveinstalled between the fuel inlet valve “V1” and thefuel outlet valve “V2” at each GenSet as shown infig 1.

Valve control box

The electrical power supply to the valve control boxis 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz,depending on the plant specification, and is estab-lished in form of a single cable connection from theswitchboard.

Due to a built-in transformer, the power supply volt-age will be converted to a 24 V DC pilot voltage forserving the relays, contactors, and indication lamps.

Furthermore the 24 V DC pilot voltage is used foroperating the fuel changing valves with an electri-cally/pneumatically operated actuator of the simplextype with spring return.

The mode of valve operation is: HFO-position: Energized MDO-position: De-energized

MAN Diesel & Turbo

1624467-7.3Page 1 (2) HFO/MDO changing valves (V1 and V2) E 11 10 1

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2010.01.25

In the event of a black-out, or other situationsresulting in dead voltage potential, will the remotecontrolled and interconnected 3-way valves at eachGenSet be de-energized and automatically changeover to the MDO/MGO-position, due to the built-inreturn spring. The internal piping on the GenSetswill then, within a few seconds, be flushed withMDO/MGO and be ready for start up.

MAN Diesel & Turbo

E 11 10 1 HFO/MDO changing valves (V1 and V2) 1624467-7.3Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2010.01.25

Lubrication Oil System

B 12

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

1683379-9.6Page 1 (3) Internal Lubricating Oil System B 12 00 0

L21/31

09.40

Fig 1 Diagram for internal lubricating oil system.

Pipe description for connection at the engine

DN25

DN25

DN65

DN50

DN40

Lubricating oil from separator

Lubricating oil to separator

Oil vapour discharge*

Lubricating oil overflow

Venting pipe turbocharger bearings

C3

C4

C13

C15

C30

Flange connections are standard according to DIN 2501

* For external pipe connection, please see Crank-case Ventilation, B 12 00 0.

General

As standard the lubricating oil system is based on wet sump lubrication.

All moving parts of the engine are lubricated with oil circulating under pressure in a closed system.

The lubricating oil is also used for the pur pose of cooling the pistons and turbocharger.

The standard engine is equipped with:

– Engine driven lubricating oil pump. – Lubricating oil cooler. – Lubricating oil thermostatic valve. – Duplex full-flow depth filter. – Pre-lubricating oil pump.

Oil Quantities

The approximate quantities of oil necessary for a new engine, before starting up are given in the ta-ble, see "B 12 01 1 Lubricating Oil in Base Frame" (max. litre H3)

When engine or pre-lubricating oil pump is running approx. 200 litres of lubricating oil is accumulated in the front-end box and the lubricating oil system of the engine.

This oil will return to the oil sump when the engine and the pre-lubricating oil pump are stopped.

This oil return may cause level alarm HIGH.

The level alarm will disappear when the pre-lubrica-ting oil pump is started again.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

09.40

1683379-9.6Page 2 (3)Internal Lubricating Oil SystemB 12 00 0

L21/31

Lubricating Oil Consumption

The lubricating oil consumption, see "Specific Lubri-cating Oil Consumption - SLOC, B 12 15 0 / 504.07"

It should, however, be observed that during the running-in period the lubricating oil consumption may exceed the values stated.

Quality of Oil

Only HD lubricating oil (Detergent Lubricating Oil) should be used, characteristics are stated in "Lub-ricating Oil Specification B 12 15 0".

System Flow

The lubricating oil pump draws oil from the oil sump and pumps the oil through the cooler and filter to the main lubricating oil bore, from where the oil is distri buted throughout the engine. Subsequently the oil returns by gravity to the oil sump.The oil pressure is controlled by an adjustable spring-loaded relief valve built in the system.

The main groups of components to be lubricated are:

1 – Turbocharger 2 – Main bearings, big-end bearing pistons etc. 3 – Camshaft drive 4 – Governor drive 5 – Rocker arms 6 – Camshaft

ad 1) The turbocharger is an integrated part of the lubricating oil system, thus allowing continuous priming and lubrication when engine is running. For priming and during operation the tur bo char ger is connected to the lubricating oil circuit of the engine. The oil serves for bearing lubrication and also for dissipation of heat.

The inlet line to the turbocharger is equipped with an orifice in order to adjust the oil flow.

ad 2) Lubricating oil for the main bearings is sup-plied through holes in the engine frame. From the main bearings it passes through bores in the crankshaft to the connecting rod big-end bea rings.

The connecting rods have bored channels for sup-ply of oil from the big-end bearings to the small-end bearings, which has an inner circumferential groove, and a bore for distribution of oil to the piston.

From the front main bearing channels are bored in the crankshaft for lubricating of the damper.

ad 3) The lubricating oil pipes for the camshaft drive gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear-wheels are in mesh.

ad 4) The lubricating oil pipe for the gear wheels are adjusted to apply the oil at the points where the gear wheels are in mesh.

ad 5) The lubricating oil to the rocker arms is led through bores in the engine frame to each cylinder head. The oil continuous through bores in the cylin-der head and rocker arm to the movable parts to be lubricated at the rocker arm and valve bridge.

ad 6) Through a bores in the frame lubricating oil is led to camshafts bearings.

Lubricating Oil Pump

The lubricating oil pump, which is of the gear wheel type, is mounted in the front-end box of the engine and is driven by the crankshaft.

Lubricating Oil Cooler

As standard the lubricating oil cooler is of the plate type. The cooler is mounted on the front-end box.

Thermostatic Valve

The thermostatic valve is a fully automatic 3-way valve with thermostatic elements set at fixed tem pera ture.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

B 12 00 0

09.40

Internal Lubricating Oil System

L21/31

1683379-9.6Page 3 (3)

Built-on Full-flow Depth Filter

The lubricating oil filter is of the duplex paper car -tridge type. It is a depth filter with a nominel fineness of 10-15 microns, and a safety filter with a fineness of 60 microns.

Pre-lubrication

As standard the engine is equipped with an electric-driven pre-lubricating oil pump mounted parallel to the main pump. The pump is arranged for automatic operation, ensuring standstill of the pre-lubricating oil pump when the engine is running, and running during engine standstill in stand-by position by the engine control system.

Draining of the Oil Sump

It is recommended to use the separator suction pipe for draining of the lubricating oil sump.

Oil Level Switches

The oil level is automatically monitored by level switches giving alarm if the level is out of range.

Optionals

Centrifugal bypass filter can be built-on.

Branch for centrifugal by-pass filter is standard.

Data

For heat dissipation and pump capacities, see D 10 05 0 "List of Capacities".

Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".

Crankcase ventilation

The crankcase ventilation is not to be directly con-nected with any other piping system. It is preferablethat the crankcase ventilation pipe from eachengine is led independently to the open air. The out-let is to be fitted with corrosion resistant flamescreen separately for each engine.

Figure 1: Crankcase ventilation

However, if a manifold arrangement is used, itsarrangements are to be as follows:

1) The vent pipe from each engine is to run inde-pendently to the manifold and be fitted with cor-rosion resistant flame screen within the mani-fold.

2) The manifold is to be located as high as practi-cable so as to allow a substantial length of pip-ing, which separates the crankcase on the indi-vidual engines.

3) The manifold is to be vented to the open air, sothat the vent outlet is fitted with corrosion resist-ant flame screen, and the clear open area of thevent outlet is not less than the aggregate areaof the individual crankcase vent pipes enteringthe manifold.

4) The manifold is to be provided with drainagearrangement.

The ventilation pipe must be designed to eliminatethe risk of water condensation in the pipe flowingback into the engine and should end in the open air:

▪ The connection between engine (C13 / C30)and the ventilation pipe must be flexible.

▪ The ventilation pipe must be made with continu-ous upward slope of minimum 5°, even whenthe ship heel or trim (static inclination).

▪ A continuous drain must be installed near theengine. The drain must be led back to thesludge tank.

Engine Nominal diameter ND (mm)

A B C

L16/24 50 65

L21/31 65 40 80

L23/30H 50 - 65

L27/38 100 - 100

L28/32DF 50 - 65

L28/32H 50 - 65

V28/32H 100 - 125

L32/40 125 50 125

V28/32DF 100 - 125

V28/32S 100 - 125

Table 1: Pipe diameters for crankcase ventilation

▪ Dimension of the flexible connection, see pipediameters Fig 2.

MAN Diesel & Turbo

1699270-8.5Page 1 (2) Crankcase ventilation B 12 00 0


V28/32DF

2013.06.14

▪ Dimension of the ventilation pipe after the flexi-ble connection, see pipe diameters Fig 2.

The crankcase ventilation flow rate varies over time,from the engine is new/major overhauled, until it istime to overhaul the engine again.

The crankcase ventilation flow rate is in the range of3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]at 100 % engine load.

If the combustion air flow rate at 100 % engine loadis stated in [kg/h] this can be converted to [m³/h]with the following formula (Tropic Reference Condi-tion) :

Example :

Engine with a mechanical output of 880 kW andcombustion air consumption of 6000 [kg/h] corre-sponds to :

The crankcase ventilation flow rate will then be inthe range of 19.2 – 27.4 [m³/h]

The maximum crankcase backpressure measuredright after the engine at 100 % engine load must notexceed 3.0 [mbar] = 30 [mmWC].

MAN Diesel & Turbo

B 12 00 0 Crankcase ventilation 1699270-8.5Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2013.06.14

General

The engine is as standard equipped with an electri-cally driven pump for prelubricating before starting.

The pump is self-priming.

The engine must always be prelubricated 2 minutesprior to start if the automatic continuous prelubricat-ing has been switched off.

The automatic control of prelubricating must bemade by the customer or can be ordered fra MANDiesel & Turbo.

The voltage for the automatic control must be sup-plied from the emergency switchboard in order tosecure post- and prelubrication in case of a criticalsituation. The engines can be restarted within 20minutes after prelubrication has failed.

Enginetype

No. of cyl. Pump type m3/h rpmElectric motor 3x380 V, 50 Hz

kW Start cur-rent Amp.

Full-loadcurrentAmp.

L16/24 5-6-7-8-9Make: IMOType:ACD025N6 NVBP

2.15 2755 0.55 6.0 1.3

Enginetype

No. of cyl. Pump type m3/h rpmElectric motor 230/400 V, 50 Hz



L21/31 5-6-7-8-9Make:Type:R35/40 FL-Z-DB-SO

6.9 2905 3.0 74.2 10.6


6.9 2905 3.0 74.2 10.6

Enginetype

No. of cyl. Pump type m3/h rpmElectric motor 3x440 V, 60 Hz



L16/24 5-6-7-8-9Make: IMOType:ACD025N6 NVBP

2.57 3321 0.75 7.0 1.4

MAN Diesel & Turbo

1655289-8.10Page 1 (2) Prelubricating pump B 12 07 0

L16/24, L21/31, L27/38

2013.09.11 - NG

Enginetype

No. of cyl. Pump type m3/h rpmElectric motor 230/460 V, 60 Hz




8.3 3505 3.45 42.7 6.1


8.3 3505 3.45 42.7 6.1

MAN Diesel & Turbo

B 12 07 0 Prelubricating pump 1655289-8.10Page 2 (2)

L16/24, L21/31, L27/38

2013.09.11 - NG

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Medium alkalinity lubricating oils have a proven track record as lubricants forthe moving parts and turbocharger cylinder and for cooling the pistons.Lubricating oils of medium alkalinity contain additives that, in addition toother properties, ensure a higher neutralisation reserve than with fully com-pounded engine oils (HD oils).

International specifications do not exist for medium alkalinity lubricating oils.A test operation is therefore necessary for a corresponding long period inaccordance with the manufacturer's instructions.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the table entitled "Lubricating oils approved for usein heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the limit values in the table below, particularlyin terms of its resistance to ageing:

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

Low-temperature behaviour, still flowable °C ASTM D 2500 -15

Flash point (Cleveland) °C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

The prepared oil (base oil with additives) must have the following properties:

The additives must be dissolved in the oil and their composition must ensurethat after combustion as little ash as possible is left over, even if the engine isprovisionally operated with distillate oil.

Base oil

Medium alkalinity lubricatingoilAdditives

2012

-11-

08 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral


D010.000.023-11-0001 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion. The lubricating oil must notabsorb the deposits produced by the fuel.

The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

For tips on selecting the base number, refer to the table entitled “Base num-ber to be used for various operating conditions".

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

The lubricating oil must not contain viscosity index improver. Fresh oil mustnot contain water or other contaminants.

Lubricating oil selection

Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,51/60DF

40

Table 2: Viscosity (SAE class) of lubricating oils

Lubricating oils with medium alkalinity and a range of neutralisation capabili-ties (BN) are available on the market. According to current knowledge, a rela-tionship can be established between the anticipated operating conditionsand the BN number as shown in the table entitled "Base number to be usedfor various operating conditions". However, the operating results are still theoverriding factor in determining which BN number produces the most effi-cient engine operation.

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphurcontent of less than 0.5 %

30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DFfor exclusively HFO operation only with a sulphur content < 1.5 %.

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Neutralisation properties(BN)

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

2012

-11-

08 -

de


2 (5) D010.000.023-11-0001 EN

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-sponding requirements for the oil service life and washing ability exist. In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF forexclusively HFO operation providing the sulphur content is over 1.5 %.

50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficientwith 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 sulphur content of fuels usednowadays varies. Fuels with a low-sulphur content must be used in environ-mentally-sensitive areas (SECA). Fuels with a higher sulphur content may beused outside SECA zones. In this case, the BN number of the lubricating oilselected must satisfy the requirements for operation using fuel with a high-sulphur content. A lubricating oil with low BN number may only be selected iffuel with a low-sulphur content is used exclusively during operation.However, the results obtained in practiсe that demonstrate the most efficientengine operation are the factor that ultimately determines, which additivefraction is permitted.

In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump, unless the technical documentation for thespeed governor specifies otherwise. If this oil is not available when filling,15W40 oil may be used instead in exceptional cases. In this case, it makesno difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Theengines supplied after March 2005 are already filled with this oil.

The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.

Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused for as long as the oil properties remain within the defined limit values(see table entitled "Limit values for used lubricating oil“). An oil sample must

Operation with low-sulphurfuel

Cylinder lubricating oil

Speed governor

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

2012

-11-

08 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral


D010.000.023-11-0001 EN 3 (5)

be analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).

Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.

If the engine is operated with low-sulphur diesel fuel for less than 1000 h, alubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.

If the engine is operated provisionally with low-sulphur diesel fuel for morethan 1000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

Limit value Procedure

Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445

Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) At least 185 ℃ ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm

Table 4: Limit values for used lubricating oil

TestsRegular analysis of lube oil samples is very important for safe engine opera-tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

ManufacturerBase Number (mgKOH/g)

20 30 40 50

AEGEAN — — Alfamar 430 Alfamar 440 Alfamar 450

AGIP — — Cladium 300 Cladium 400 — —

Temporary operation withgas oil

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

2012

-11-

08 -

de


4 (5) D010.000.023-11-0001 EN

ManufacturerBase Number (mgKOH/g)

20 30 40 50

BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504

CEPSA — — Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus

CHEVRON (Texaco, Caltex)

Taro 20DP40Taro 20DP40X

Taro 30DP40Taro 30DP40X

Taro 40XL40Taro 40XL40X

Taro 50XL40Taro 50XL40X

EXXON MOBIL — —— —

Mobilgard M430Exxmar 30 TP 40

Mobilgard M440Exxmar 40 TP 40

Mobilgard M50

LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40Navigo TPEO 55/40

PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 — —

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 — —

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40Argina XX 40

TOTAL LUBMAR-INE

— — Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055

Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.

No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.

2012

-11-

08 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral


D010.000.023-11-0001 EN 5 (5)

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil(MGO/MDO) and biofuels

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Doped lubricating oils (HD oils) have a proven track record as lubricants forthe drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-cating oils contain additives that, amongst other things, ensure dirt absorp-tion capability, cleaning of the engine and the neutralisation of acidic com-bustion products.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the tables below.

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the following limit values, particularly in termsof its resistance to ageing.

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

Low-temperature behaviour, still flowable °C ASTM D 2500 -15

Flash point (Cleveland) °C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

The base oil to which the additives have been added (doped lubricating oil)must have the following properties:

The additives must be dissolved in the oil, and their composition must ensurethat as little ash as possible remains after combustion.

Base oil

Compounded lubricating oils(HD oils)Additives

2012

-11-

08 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral


D010.000.023-07-0001 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion.

The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

The lubricating oil must not contain viscosity index improver. Fresh oil mustnot contain water or other contaminants.

Lubricating oil selection

Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,51/60DF

40

Table 2: Viscosity (SAE class) of lubricating oils

We recommend doped lubricating oils (HD oils) according to internationalspecifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mgKOH/g. Military specification O-278 lubricating oils may be used.

The operating conditions of the engine and the quality of the fuel determinethe additive fractions the lubricating oil should contain. If marine diesel oil isused, which has a high sulphur content of 1.5 up to 2.0 weight %, a basenumber of appr. 20 should be selected. However, the operating results thatensure the most efficient engine operation ultimately determine the additivecontent.

In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump, unless the technical documentation for thespeed governor specifies otherwise. If this oil is not available when filling,15W40 oil may be used instead in exceptional cases. In this case, it makesno difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Doped oil quality

Cylinder lubricating oil

Speed governor

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

2012

-11-

08 -

de


2 (5) D010.000.023-07-0001 EN

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Theengines supplied after March 2005 are already filled with this oil.

The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.

Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused for as long as the oil properties remain within the defined limit values(see table entitled "Limit values for used lubricating oil“). An oil sample mustbe analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).

Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.

If the engine is operated with low-sulphur diesel fuel for less than 1000 h, alubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.

If the engine is operated provisionally with low-sulphur diesel fuel for morethan 1000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

TestsRegular analysis of lube oil samples is very important for safe engine opera-tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

Temporary operation withgas oil

2012

-11-

08 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral


D010.000.023-07-0001 EN 3 (5)


Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)

AGIP Cladium 120 - SAE 40

Sigma S SAE 40 2)

BP Energol DS 3-154

CASTROL Castrol MLC 40

Castrol MHP 154

Seamax Extra 40

CHEVRON Texaco(Texaco, Caltex)

Taro 12 XD 40

Delo 1000 Marine SAE 40

Delo SHP40

EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHC

Mobilgard ADL 40

Delvac 1640

PETROBRAS Marbrax CCD-410Marbrax CCD-415

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL Gadinia 40

Gadinia AL40

Sirius X40 2)

Rimula R3+40 2)

STATOIL MarWay 1540

MarWay 1040 2)

TOTAL LUBMARINE Caprano M40

Disola M4015

Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil anddiesel fuel

1)If marine diesel oil is used, which has a very high sulphur content of 1.5 upto 2.0 weight %, a base number of appr. 20 should be selected.2) With a sulphur content of less than 1 %

No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

2012

-11-

08 -

de


4 (5) D010.000.023-07-0001 EN

Limit value Procedure

Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445

Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) At least 185 ℃ ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm

When operating with biofuels:biofuel fraction

max. 12 % FT-IR

Table 4: Limit values for used lubricating oil

2012

-11-

08 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral


D010.000.023-07-0001 EN 5 (5)

DescriptionEngine type RPM SLOC [g/kWh]

L16/24 1000/1200 0.4 - 0.8

L21/31 900/1000 0.4 - 0.8

L23/30H 720/750/900 0.6 - 1.0

L27/38 720/750 0.4 - 0.8

L28/32H 720/750 0.6 - 1.0

L28/32DF 720/750 0.6 - 1.0

V28/32H 720/750 0.6 - 1.0

V28/32S 720/750 0.4 - 0.8

L32/40 720/750 0.8 - 1.0

Please note that only maximum continuous rating(PMCR (kW)) should be used in order to evaluate theSLOC.

Please note, during engine running-in the SLOCmay exceed the values stated.

The following formula is used to calculate theSLOC:

SLOC [g/kWh] =

In order to evaluate the correct engine SLOC, thefollowing circumstances must be noticed and sub-tracted from the engine SLOC:

A1:

▪ Desludging interval and sludge amount from thelubricating oil separator (or automatic lubricatingoil filters). The expected lubricating oil content ofthe sludge amount is 30%.

The following does also have an influence on theSLOC and must be considered in the SLOC evalua-tion:

A2:

▪ Lubricating oil evaporation

Lubricating oil leakages

Lubricating oil losses at lubricating oil filterexchange

The lubricating oil density, ρ @ 15°C must beknown in order to convert ρ to the present lubricat-ing oil temperature in the base frame. The followingformula is used to calculate ρ:

ρlubricating oil [kg/m3] =

The engine maximum continuous design rating(PMCR) must always be used in order to be able tocompare the individual measurements, and the run-ning hours since the last lubricating oil adding mustbe used in the calculation. Due to inaccuracy *) atadding lubricating oil, the SLOC can only be evalu-ated after 1,000 running hours or more, where onlythe average values of a number of lubricating oiladdings are representative.

Note!

*) A deviation of ± 1 mm with the dipstick measure-ment must be expected, which corresponds uptill± 0.1 g/kWh, depending on the engine type.

MAN Diesel & Turbo

1607584-6.10Page 1 (2) Specific lubricating oil consumption - SLOC B 12 15 0


2013.04.17

MAN Diesel & Turbo

B 12 15 0 Specific lubricating oil consumption - SLOC 1607584-6.10Page 2 (2)


2013.04.17

General

During operation of trunk engines the lubricating oilwill gradually be contaminated by small particlesoriginating from the combustion.

Engines operated on heavy fuels will normallyincrease the contamination due to the increasedcontent of carbon residues and other contaminants.

Contamination of lubricating oil with either freshwa-ter or seawater can also occur.

A certain amount of contaminants can be kept sus-pended in the lubricating oil without affecting thelubricating properties.

The condition of the lubricating oil must be keptunder observation (on a regular basis) by analyzingoil samples. See Section 504.04 "Criteria for Clean-ing/Exchange of Lubricating Oil".

The moving parts in the engine are protected by thebuilt-on duplex full-flow lubricating oil filter. Thereplaceable paper filter cartridges in each filterchamber has a fineness of 10-15 microns. Thesafety filter, at the centre of each filter chamber, is abasket filter element, with a fineness of 60 microns(sphere passing mesh).

The pressure drop across the replaceable paper fil-ter cartridges is one parameter indicating the con-tamination level. The higher the dirt content in theoil, the shorter the periods between filter cartridgereplacement and cleaning.

The condition of the lubricating oil can be main-tained / re-established by exchanging the lubricat-ing oil at fixed intervals or based on analyzing oilsamples.

Operation on Marine Diesel Oil (MDO) &Marine Gas Oil (MGO)

For engines exclusively operated on MDO/MGO werecommend to install a built-on centrifugal bypassfilter as an additional filter to the built-on full flowdepth filter.

It is advisable to run bypass separator units contin-uously for engines operated on MDO/MGO as sep-arator units present the best cleaning solution.Mesh filters have the disadvantage that they cannotremove water and their elements clog quickly.

Operation on Heavy Fuel Oil (HFO)

HFO-operated engines require effective lubricatingoil cleaning. In order to ensure a safe operation it isnecessary to use supplementary cleaning equip-ment together with the built-on full flow depth filter.

It is mandatory to run bypass separator units con-tinuously for engines operated on HFO, as an opti-mal lubricating oil treatment is fundamental for areliable working condition. Therefore it is mandatoryto clean the lubricating oil with a bypass separatorunit, so that the wear rates are reduced and the life-time of the engine is extended.

Bypass cleaning equipment

As a result of normal operation, the lubricating oilcontains abraded particles and combustion resi-dues which have to be removed by the bypasscleaning system and to a certain extent by theduplex full-flow lubricating oil filter as well.

With automatic mesh filters this can result in anundesirable and hazardous continuous flushing. Inview of the high cost of cleaning equipment forremoving micro impurities, this equipment is onlyrated for a certain proportion of the oil flowingthrough the engine since it is installed in a bypass.

The bypass cleaning equipment is operated

▪ continuously when the engine is in operation orat standstill

For cleaning of lubricating oil the following bypasscleaning equipment can be used:

▪ Separator unit

▪ Decanter unit

▪ Self cleaning automatic bypass mesh filter

▪ Built-on centrifugal bypass filter (standard onMAN Diesel & Turbo, Holeby GenSets)

▪ Bypass depth filter

The decanter unit, the self-cleaning automaticbypass mesh filter and the bypass depth filtercapacity must be adjusted according to maker’srecommendations.

In case full flow filtration equipment is chosen, thismust only be installed as in-line cleaning upstreamto the duplex full-flow lubricating oil filter, built ontothe engine.

MAN Diesel & Turbo

1643494-3.9Page 1 (7) Treatment and maintenance of lubricating oil B 12 15 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2013.10.04

The most appropriate type of equipment for a par-ticular application depends on the engine output,the type and amount of combustion residues, theannual operating time and the operating mode ofthe plant. Even with a relatively low number of oper-ating hours there can be a great deal of combustionresidues if, for instance, the engine is inadequatelypreheated and quickly accelerated and loaded.

Separator unit

Continuous lubricating oil cleaning during engineoperation is mandatory. An optimal lubricating oiltreatment is fundamental for a reliable working con-dition of the engine.

If the lubricating oil is circulating without a separatorunit in operation, the lubricating oil will gradually becontaminated by products of combustion, waterand/or acid. In some instances cat-fines may alsobe present. In order to prolong the lubricating oil lifetime andremove wear elements, water and contaminantsfrom the lubricating oil, it is mandatory to use a by-pass separator unit. The separator unit will reduce the carbon residuecontent and other contaminants from combustionon engines operated on HFO, and keep the amountwithin MDT’s recommendation, on condition thatthe separator unit is operated according to MDT'srecommendations.

When operating a cleaning device, the followingrecommendations must be observed:

▪ The optimum cleaning effect is achieved bykeeping the lubricating oil in a state of low vis-cosity for a long period in the separator bowl.

▪ Sufficiently low viscosity is obtained by preheat-ing the lubricating oil to a temperature of 95°C -98°C, when entering the separator bowl.

▪ The capacity of the separator unit must beadjusted according to MDT's recommenda-tions.

Slow passage of the lubricating oil through the sep-arator unit is obtained by using a reduced flow rateand by operating the separator unit 24 hours a day,stopping only for maintenance, according to mak-er's recommendation.

Lubricating oil preheating

The installed heater on the separator unit ensurescorrect lubricating oil temperature during separa-tion. When the engine is at standstill, the heater canbe used for two functions:

▪ The oil in the sump is preheated to 95 – 98 °Cby the heater and cleaned continuously by theseparator unit.

▪ The heater can also be used to maintain an oiltemperature of at least 40 °C, depending oninstallation of the lubricating oil system.

Cleaning capacity

Normally, it is recommended to use a self-cleaningfiltration unit in order to optimize the cleaning periodand thus also optimize the size of the filtration unit.Separator units for manual cleaning can be usedwhen the reduced effective cleaning time is takeninto consideration by dimensioning the separatorunit capacity.

The required operation and design flow

In order to calculate the required operation flowthrough the separator unit, MDT's recommendationmust be followed.

As a guidance, the following formula should formthe basis for calculating the required operation flowthrough the separator unit:

Q = required operation flow [l/h]

P = MCR (Maximum Continuous Rat-ing) [kW]

t = actual effective separator unit sep-arating time per day [hour] (23.5 h separating time and 0.5 hfor sludge discharge = 24 h/day)

n = number of turnovers per day of thetheoretical oil volume correspond-ing to 1.36 [l/kW] or 1 [l/HP]

The following values for "n" are recommended:

n = 6 for HFO operation (residual)

n = 4 for MDO operation

n = 3 for distillate fuel

MAN Diesel & Turbo

B 12 15 0 Treatment and maintenance of lubricating oil 1643494-3.9Page 2 (7)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2013.10.04

Example 1 For multi-engine plants, one separator unit perengine in operation is recommended.

Figure 1: Example 1

One 1000 kW engine operating on HFO connectedto a self-cleaning separator unit with a daily effectiveseparating period of 23.5 hours:

In order to obtain sufficient cleaning of the lubricat-ing oil, the operation flow through the separator unitmust be around 15-25% of the design flow.

The design flow for selection of separator unit sizewill then be in the range 1389-2315 l/h.

Example 2 As alternative one common separator unit can beinstalled, with one in reserve if possible, for multi-engine plants (maximum 3 engines per separatorunit).

The experienced load profile for the majority of mer-chant vessels is that the average power demand isaround 43-50% of the installed GenSet power. Withthree identical engines this corresponds to 1.3-1.5times the power of one engine.

▪ Bulk Carrier and tankers : ~1.3 times the powerof one engine

▪ Container vessel : ~1.5 times the power of oneengine

Three 1000 kW engines operating on HFO connec-ted to a common self-cleaning separator unit with adaily effective separating period of 23.5 hours:

In order to obtain sufficient cleaning of the lubricat-ing oil, the operation flow through the separator unitmust be around 15-25% of the design flow.

The design flow for selection of separator unit sizewill then be in the range 1806-3009 l/h.

With an average power demand above 50% of theinstalled GenSet power, the operation flow must bebased on 100% of the installed GenSet power.

1 Interconnected valves

Figure 2: Example 2

MAN Diesel & Turbo


L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2013.10.04

Separator unit installation

With multi-engine plants, one separator unit perengine in operation is recommended (see figure 1),but if only one separator unit is in operation, the fol-lowing layout can be used:

▪ A common separator unit (see figure 2) can beinstalled, with one in reserve, if possible, foroperation of all engines through a pipe system,which can be carried out in various ways. Theaim is to ensure that the separator unit is onlyconnected to one engine at a time. Thus therewill be no suction and discharging from oneengine to another.

It is recommended that inlet and outlet valves areconnected so that they can only be changed oversimultaneously.

With only one engine in operation there are noproblems with separating, but if several engines arein operation for some time it is recommended tosplit up the separation time in turns on all operatingengines.

With 2 out of 3 engines in operation the 23.5 hoursseparating time must be split up in around 4-6hours intervals between changeover.

Stokes' law

The operating principles of centrifugal separationare based on Stokes’ Law.

V = settling velocity [m/sec]

rω2 = acceleration in centrifgal field [m/sec2]

d = diameter of particle [m]

ρp = density of particle [kg/m3]

ρl = density of medium [kg/m3]

µ = viscosity of medium [kg/m, sec.]

The rate of settling (V) for a given capacity is deter-mined by Stokes’ Law. This expression takes intoaccount the particle size, the difference betweendensity of the particles and the lubricating oil, andthe viscosity of the lubricating oil.

Density and viscosity are important parameters forefficient separation. The greater the difference indensity between the particle and the lubricating oil,the higher the separation efficiency. The settlingvelocity increases in inverse proportion to viscosity.However, since both density and viscosity vary withtemperature, separation temperature is the criticaloperating parameter.

Particle size is another important factor. The settlingvelocity increases rapidly with particle size. Thismeans that the smaller the particle, the more chal-lenging the separation task. In a centrifuge, the term(rω2) represents the centrifugal force which is sev-eral thousand times greater than the accelerationdue to gravitational force. Centrifugal force enablesthe efficient separation of particles which are only afew microns in size.

The separation efficiency is a function of:

MAN Diesel & Turbo



2013.10.04

Operating parameters

Various operating parameters affect separation effi-ciency. These include temperature, which controlsboth lubricating oil viscosity and density, flow rateand maintenance.

Temperature of lubricating oil beforeseparator unit

It is often seen that the lubricating oil pre-heatersare undersized, have very poor temperature control,the steam supply to the pre-heater is limited or thetemperature set point is too low.

Often the heater surface is partly clogged by depos-its. These factors all lead to reduced separationtemperature and hence the efficiency of the separa-

tor unit. In order to ensure that the centrifugal forcesseparate the heavy contaminants in the relativelylimited time that they are present in the separatorbowl, the separator unit must always be operatedwith an inlet temperature of 95-98°C for lubricatingoil.

A control circuit including a temperature transmitterand a PI-type controller with accuracy of ±2°C mustbe installed. If steam-heated, a correctly sizedsteam valve should be fitted with the right KvSvalue. The steam trap must be a mechanical floattype. The most common heaters on board aresteam heaters. This is due to the fact that steam inmost cases is available at low cost.

Most ships are equipped with an exhaust boiler uti-lizing the exhaust gases to generate steam.

A large proportion of smaller tonnage does, how-ever, use electric heaters.

It is essential to keep the incoming oil temperatureto the separator unit steady with only a small varia-tion in temperature allowed (maximum ±2°C).

The position of the interface between oil and waterin the separator bowl is a result of the density andthe viscosity of the oil, which in turn depends on thetemperature.

Flow rate

It is known that separation efficiency is a function ofthe separator unit’s flow rate. The higher the flowrate, the more particles are left in the oil and there-fore the lower the separation efficiency. As the flowrate is reduced, the efficiency with which particlesare removed increases and cleaning efficiency thusimproves. It is, however, essential to know at whatcapacity adequate separation efficiency is reachedin the specific case.

In principle, there are three ways to control the flow:

▪ Adjustment of the built-in safety valve on thepump.

This method is NOT recommended since thebuilt-on valve is nothing but a safety valve.

The opening pressure is often too high and itscharacteristic far from linear.

In addition, circulation in the pump may result inoil emulsions and cavitation in the pump.

▪ A flow regulating valve arrangement on thepressure side of the pump, which bypasses theseparator unit and re-circulates part of the

MAN Diesel & Turbo


L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2013.10.04

untreated lubricating oil back to the treated oilreturn line, from the separator unit and NOTdirectly back to the suction side of the pump.

The desired flow rate is set manually by meansof the flow regulating valve. Further, the require-ment for backpressure in the clean oil outletMUST also be fulfilled, helping to maintain thecorrect interface position.

▪ Speed control of the pump motor with a fre-quency converter or a 2-speed motor.

This is a relatively cheap solution today and is agood alternative for flow control.

Maintenance

Proper maintenance is an important, but often over-looked operating parameter that is difficult to quan-tify. If the bowl is not cleaned in time, deposits willform on the bowl discs, the free channel height willbe reduced, and flow velocity increases. This furthertends to drag particles with the liquid flow towardsthe bowl’s centre resulting in decreased separationefficiency.

Check of lubricating oil system

For cleaning of the lubricating oil system after over-hauls and inspection of the lubricating oil pipingsystem the following checks must be carried out:

1. Examine the piping system for leaks.

2. Retighten all bolts and nuts in the piping sys-tem.

3. Move all valves and cocks in the piping system.Lubricate valve spindles with graphite or similar.

4. Blow through drain pipes.

5. Check flexible connections for leaks and dam-ages.

6. Check manometers and thermometers for pos-sible damages.

Deterioration of oil

Oil seldomly loses its ability to lubricate, i.e. to forma friction-decreasing oil film, but it may become cor-rosive to the steel journals of the bearings in such away that the surface of these journals becomes toorough and wipes the bearing surface.

In that case the bearings must be renewed, and thejournals must also be polished. The corrosivenessof the lubricating oil is either due to far advanced

oxidation of the oil itself (TAN) or to the presence ofinorganic acids (SAN). In both cases the presenceof water will multiply the effect, especially sea wateras the chloride ions act as an inorganic acid.

Signs of deterioration

If circulating oil of inferior quality is used and the oxi-dative influence becomes grave, prompt action isnecessary as the last stages in the deterioration willdevelop surprisingly quickly, within one or twoweeks. Even if this seldomly happens, it is wise tobe acquainted with the signs of deterioration.

These may be some or all of the following:

▪ Sludge precipitation in the separator unit multi-plies

▪ Smell of oil becomes acrid or pungent

▪ Machined surfaces in the crankcase becomecoffee-brown with a thin layer of lacquer

▪ Paint in the crankcase peels off or blisters

▪ Excessive carbon is formed in the piston cool-ing chamber

In a grave case of oil deterioration the system mustbe cleaned thoroughly and refilled with new oil.

Oxidation of oils

At normal service temperature the rate of oxidationis insignificant, but the following factors will acceler-ate the process:

High temperature If the coolers are ineffective, the temperature levelwill generally rise. A high temperature will also arisein electrical pre-heaters if the circulation is not con-tinued for 5 minutes after the heating has beenstopped, or if the heater is only partly filled with oil.

Catalytic action Oxidation of the oil will be accelerated considerablyif catalytic particles are present in the oil. Wear par-ticles of copper are especially harmful, but also fer-rous particles and rust are active. Furthermore, thelacquer and varnish oxidation products of the oilitself have an accelerating effect. Continuous clean-ing of the oil is therefore important to keep thesludge content low.

Water washing

Water washing of HD oils (heavy duty) must not becarried out.

MAN Diesel & Turbo



2013.10.04

Water in the oil

If the TAN is low, a minor increase in the fresh watercontent of the oil is not immediately detrimentalwhile the engine is in operation. Naturally, it shouldbe brought down again as quickly as possible(below 0.2% water content, which is permissible,see description "B 12 15 0/504.04 criteria forexchange of lube oil”). If the engine is stopped whilecorrosion conditions are unsatisfactory, the crank-shaft must be turned ½ - ¾ revolution once everyhour by means of the turning gear. Please makesure that the crankshaft stops in different positions,to prevent major damage to bearings and journals.The lubricating oil must be circulated and separatedcontinuously to remove water.

Water in the oil may be noted by steam formationon the sight glasses, by appearance, or ascertainedby immersing a piece of glass or a soldering ironheated to 200-300°C in an oil sample. If there is ahissing sound, water is present. If a large quantity ofwater has entered the lubricating oil system, it hasto be removed. Either by sucking up sedimentwater from the bottom, or by replacing the oil in thesump. An oil sample must be analysed immediatelyfor chloride ions.

MAN Diesel & Turbo


L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2013.10.04

Replacement of lubricating oil

The expected lubricating oil lifetime in operation isdifficult to determine. The lubricating oil lifetime isdepending on the fuel oil quality, the lubricating oilquality, the lubricating oil consumption, the lubricat-ing oil cleaning equipment efficiency and the engineoperational conditions.

In order to evaluate the lubricating oil condition asample should be drawn on regular basis at leastonce every three month or depending on the latestanalysis result. The lubricating oil sample must bedrawn before the filter at engine in operation. Thesample bottle must be clean and dry, supplied withsufficient indentification and should be closedimmediately after filling. The lubricating oil samplemust be examined in an approved laboratory or inthe lubricating oil suppliers own laboratory.

A lubricating oil replacement or an extensive lubri-cating oil cleaning is required when the MAN Diesel& Turbo exchange criteria's have been reached.

Evaluation of the lubricating oil condition

Based on the analysis results, the following guid-ance are normally sufficient for evaluating the lubri-cating oil condition. The parameters themselves cannot be jugded alonestanding, but must be evalu-ated together in order to conclude the lubricating oilcondition.

1. Viscosity

Limit value:

Normalvalue

min.value

max.value

SAE 30 [cSt@40° C]

SAE 30 [cSt@100° C]

SAE 40 [cSt@40° C]

SAE 40 [cSt@100° C]

95 - 125

11 - 13

135 - 165

13.5 - 15.0

75

9

100

11

160

15

220

19

Unit : cSt (mm2/s)

Possible testmethod

: ASTM D-445, DIN51562/53018, ISO3104

Increasing viscosity indicates problems with insolu-bles, HFO contamination, water contamination, oxi-dation, nitration and low load operation. Decreasingviscosity is generally due to dilution with lighter vis-cosity oil.

2. Flash point

Min. value : 185° C

Possible testmethod

: ASTM D-92, ISO 2719

Normally used to indicate fuel dilution.

3. Water content

Max. value : 0.2 %

Unit : Weight %

Possible testmethod

: ASTM D4928, ISO 3733

Water can originate from contaminated fuel oil, anengine cooling water leak or formed as part of thecombustion process. If water is detected alsoSodium, Glycol or Boron content should bechecked in order to confirm engine coolant leaks.

4. Base number

Min. value : The BN value should not be lowerthan 50% of fresh lubricating oil value,but minimum BN level never to belower than 10-12 at operating on HFO!

Unit : mg KOH/g

Possible testmethod

: ASTM D-2896, ISO 3771

The neutralization capacity must secure that theacidic combustion products, mainly sulphur origi-nate from the fuel oil, are neutralized at the lube oilconsumption level for the specific engine type.Gradually the BN will be reduced, but should reachan equilibrium.

5. Total acid number (TAN)

Max. value : 3.0 acc. to fresh oil value

Unit : mg KOH/g

Possible testmethod

: ASTM D-664

TAN is used to monitor oil degradation and is ameasure of the total acids present in the lubricatingoil derived from oil oxidation (weak acids) and acidicproducts of fuel combustion (strong acids).

MAN Diesel & Turbo

1609533-1.7Page 1 (2) Criteria for cleaning/exchange of lubricating oil B 12 15 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2007.03.12

6. Insolubles content

Max. value : 1.5 % generally, depending uponactual dispersant value and theincrease in viscosity

Unit : Weight %

Possible testmethod

: ASTM D-893 procedure B in Heptane,DIN 51592

Additionallytest

: If the level in n-Heptane insolubles isconsidered high for the type of oil andapplication, the test could be followedby a supplementary determination inToluene.

Total insolubles is maily derived from products ofcombustion blown by the piston rings into thecrankcase. It also includes burnt lubricating oil,additive ash, rust, salt, wear debris and abrasivematter.

7. Metal content

Metal content Remarks Attention limits

IronChromiumCopperLeadTinAluminiumSilicon

Depend uponengine type andoperating condi-

tions

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppmmax. 20 ppm

MAN Diesel & Turbo

B 12 15 0 Criteria for cleaning/exchange of lubricating oil 1609533-1.7Page 2 (2)

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2007.03.12

Cooling Water System

B 13

Engine cooling water specifications

Preliminary remarksAs is also the case with the fuel and lubricating oil, the engine cooling watermust be carefully selected, handled and checked. If this is not the case, cor-rosion, erosion and cavitation may occur at the walls of the cooling system incontact with water and deposits may form. Deposits obstruct the transfer ofheat and can cause thermal overloading of the cooled parts. The systemmust be treated with an anticorrosive agent before bringing it into operationfor the first time. The concentrations prescribed by the engine manufacturermust always be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.

RequirementsThe properties of untreated cooling water must correspond to the followinglimit values:

Properties/Characteristic Properties Unit

Water type Distillate or fresh water, free of foreign matter. -

Total hardness max. 10 °dH*

pH value 6.5 - 8 -

Chloride ion content max. 50 mg/l**

Table 1: Cooling water - properties to be observed

*) 1°dH (German hard-ness)

≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

**) 1 mg/l ≙ 1 ppm

The MAN Diesel water testing equipment incorporates devices that deter-mine the water properties directly related to the above. The manufacturers ofanticorrosive agents also supply user-friendly testing equipment. Notes forcooling water check see in 010.005 Engine – Work Instructions010.000.002-03.

Additional informationIf distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine cooling water. These waters are free of limeand salts which means that deposits that could interfere with the transfer ofheat to the cooling water, and therefore also reduce the cooling effect, can-not form. However, these waters are more corrosive than normal hard wateras the thin film of lime scale that would otherwise provide temporary corro-sion protection does not form on the walls. This is why distilled water mustbe handled particularly carefully and the concentration of the additive mustbe regularly checked.

The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardness

Limit values

Testing equipment

Distillate

Hardness

2013

-06-

20 -

de

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral


D010.000.023-13-0001 EN 1 (7)

is determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled wateror softened. Subsequent hardening of extremely soft water is only necessaryto prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water systemCorrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe cooling water has not been treated correctly.

Processing of engine cooling waterThe purpose of treating the engine cooling water using anticorrosive agentsis to produce a continuous protective film on the walls of cooling surfacesand therefore prevent the damage referred to above. In order for an anticor-rosive agent to be 100 % effective, it is extremely important that untreatedwater satisfies the requirements in the section "Requirements".

Protective films can be formed by treating the cooling water with an anticor-rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.

Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.

Treatment of the cooling waterThe engine must not be brought into operation without treating thecooling water first.

Additives for cooling waterOnly the additives approved by MAN Diesel & Turbo and listed in the tablesunder the section entitled „Approved cooling water additives“ may be used.

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protectivefilm

Treatment prior to initialcommissioning of engine

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral

2013

-06-

20 -

de


2 (7) D010.000.023-13-0001 EN

A cooling water additive may only be permitted for use if tested andapproved as per the latest directives of the ICE Research Association (FVV)"Suitability test of internal combustion engine cooling fluid additives.” The testreport must be obtainable on request. The relevant tests can be carried outon request in Germany at the staatliche Materialprüfanstalt (Federal Institutefor Materials Research and Testing), Abteilung Oberflächentechnik (SurfaceTechnology Division), Grafenstraße 2 in D-64283 Darmstadt.

Once the cooling water additive has been tested by the FVV, the enginemust be tested in the second step before the final approval is granted.

Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses. Observe the applicableenvironmental protection regulations when disposing of cooling water con-taining additives. For more information, consult the additive supplier.

Chemical additivesSodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed cooling water treatment and electrochemical potential reversal that mayoccur due to the cooling water temperatures which are usual in enginesnowadays. If necessary, the pipes must be deplated.

Slushing oilThis additive is an emulsifiable mineral oil with added slushing ingredients. Athin film of oil forms on the walls of the cooling system. This prevents corro-sion without interfering with heat transfer, and also prevents limescale depos-its on the walls of the cooling system.

The significance of emulsifiable corrosion-slushing oils is fading. Oil-basedemulsions are rarely used nowadays for environmental protection reasonsand also because stability problems are known to occur in emulsions.

Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot beexcluded, an anti-freeze solution that also prevents corrosion must be addedto the cooling system or corresponding parts. Otherwise, the entire systemmust be heated.

Sufficient corrosion protection can be provided by adding the products listedin the table entitled „Anti-freeze solutions with slushing properties“ (Militaryspecification: Sy-7025) while observing the prescribed minimum concentra-tion. This concentration prevents freezing at temperatures down to -22 °Cand provides sufficient corrosion protection. However, the quantity of anti-freeze solution actually required always depends on the lowest temperaturesthat are to be expected at the place of use.

Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-corrosive agent must be added if the concentration of the anti-freeze solutionprescribed by the user for a specific application does not provide an appro-priate level of corrosion protection, or if the concentration of anti-freeze solu-tion used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. Consideringthat anti-freeze agents listed in the table „Anti-freeze solutions with slushing

Required approval

In closed circuits only

2013

-06-

20 -

de

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral


D010.000.023-13-0001 EN 3 (7)

properties“ also contain corrosion inhibitors and their compatibility with otheranticorrosive agents is generally not given, only pure glycol may be used asanti-freeze agent in such cases.

Simultaneous use of anticorrosive agent from the table „Chemical additives –nitrite free” together with glycol is not permitted, because monitoring the anti-corrosive agent concentration in this mixture is not more possible.

Anti-freeze solutions may only be mixed with one another with the consent ofthe manufacturer, even if these solutions have the same composition.

Before an anti-freeze solution is used, the cooling system must be thoroughlycleaned.

If the cooling water contains an emulsifiable slushing oil, anti-freeze solutionmust not be added as otherwise the emulsion would break up and oil sludgewould form in the cooling system.

BiocidesIf you cannot avoid using a biocide because the cooling water has been con-taminated by bacteria, observe the following steps:

▪ You must ensure that the biocide to be used is suitable for the specificapplication.

▪ The biocide must be compatible with the sealing materials used in thecooling water system and must not react with these.

▪ The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.

▪ Biocides that cause foaming of cooling water are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling systemAs contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs of the pipe system. The entire system must therefore be cleaned withthe engine switched off using a suitable cleaning agent (see 010.005 Engine– Work Instructions 010.000.001-01.010.000.002-04).

Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.

The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the cooling water additive will be ableto carry out this work and, if this is not possible, will at least be able to pro-vide suitable products to do this. If this work is carried out by the engineoperator, he should use the services of a specialist supplier of cleaningagents. The cooling system must be flushed thoroughly after cleaning. Oncethis has been done, the engine cooling water must be immediately treatedwith anticorrosive agent. Once the engine has been brought back into opera-tion, the cleaned system must be checked for leaks.

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral

2013

-06-

20 -

de


4 (7) D010.000.023-13-0001 EN

Regular checks of the cooling water condition and cooling watersystemTreated cooling water may become contaminated when the engine is inoperation, which causes the additive to loose some of its effectiveness. It istherefore advisable to regularly check the cooling system and the coolingwater condition. To determine leakages in the lube oil system, it is advisableto carry out regular checks of water in the compensating tank. Indications ofoil content in water are, e.g. discoloration or a visible oil film on the surface ofthe water sample.

The additive concentration must be checked at least once a week using thetest kits specified by the manufacturer. The results must be documented.

Concentrations of chemical additivesThe chemical additive concentrations shall not be less than theminimum concentrations indicated in the table „Nitrite-containingchemical additives“.

Excessively low concentrations can promote corrosion and must be avoided.If the concentration is slightly above the recommended concentration this willnot result in damage. Concentrations that are more than twice the recom-mended concentration should be avoided.

Every 2 to 6 months send a cooling water sample to an independent labora-tory or to the engine manufacturer for integrated analysis.

Emulsifiable anticorrosive agents must generally be replaced after abt. 12months according to the supplier's instructions. When carrying this out, theentire cooling system must be flushed and, if necessary, cleaned. Once filledinto the system, fresh water must be treated immediately.

If chemical additives or anti-freeze solutions are used, cooling water shouldbe replaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water mustbe completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cool-ing water, or the break up of emulsion, corrosion in the system and limescaledeposits if the water is very hard. If the concentration of chloride ions hasincreased, this generally indicates that seawater has entered the system. Themaximum specified concentration of 50 mg chloride ions per kg must not beexceeded as otherwise the risk of corrosion is too high. If exhaust gas entersthe cooling water, this may lead to a sudden drop in the pH value or to anincrease in the sulphate content.

Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the section Requirements. Theconcentration of the anticorrosive agent must subsequently be checked andadjusted if necessary.

Subsequent checks of cooling water are especially required if the coolingwater had to be drained off in order to carry out repairs or maintenance.

2013

-06-

20 -

de

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral


D010.000.023-13-0001 EN 5 (7)

Protective measuresAnticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.

Auxiliary enginesIf the same cooling water system used in a MAN Diesel & Turbo two-strokemain engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38or 28/32H, the cooling water recommendations for the main engine must beobserved.

AnalysisWe analyse cooling water for our customers in our chemical laboratory. A 0.5l sample is required for the test.

Permissible cooling water additives

Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Drew Marine LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor) Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet Marine Nalfleet EWT Liq(9-108)Nalfleet EWT 9-111Nalcool 2000

3 l

10 l30 l

3,000

10,00030,000

1,000

1,0001,000

1,500

1,5001,500

Nalco Nalcool 2000

TRAC 102

TRAC 118

30 l

30 l

3 l

30,000

30,000

3,000

1,000

1,000

1,000

1,500

1,500

1,500

Maritech AB Marisol CW 12 l 12,000 2,000 3,000

Uniservice, Italy N.C.L.T.Colorcooling

12 l24 l

12,00024,000

2,0002,000

3,0003,000

Marichem – Marigases D.C.W.T. - Non-Chromate

48 l 48,000 2,400 -

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral

2013

-06-

20 -

de


6 (7) D010.000.023-13-0001 EN

Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Marine Care Caretreat 2 16 l 16,000 4,000 6,000

Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 2: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing for 1,000 litres

Minimum concentration

Arteco Havoline XLI 75 l 7.5 %

Total WT Supra 75 l 7.5 %

Q8 Oils Q8 Corrosion InhibitorLong-Life

75 l 7.5 %

Table 3: Chemical additives - nitrite free

Emulsifiable slushing oils

Manufacturer Product(designation)

BP Diatsol MFedaro M

Castrol Solvex WT 3

Shell Oil 9156

Table 4: Emulsifiable slushing oils

Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration

BASF Glysantin G 48Glysantin 9313Glysantin G 05

35%

Castrol Radicool NF, SF

Shell Glycoshell

Mobil Frostschutz 500

Arteco Havoline XLC

Total Glacelf Auto SupraTotal Organifreeze

Table 5: Anti-freeze solutions with slushing properties

2013

-06-

20 -

de

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral


D010.000.023-13-0001 EN 7 (7)

Cooling waterinspecting

SummaryAcquire and check typical values of the operating media to prevent or limitdamage.

The fresh water used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance with the maintenance schedule.The following work/steps is/are necessary:Acquisition of typical values for the operating fluid,evaluation of the operating fluid and checking the concentration of the anti-corrosive agent.

Tools/equipment requiredThe following equipment can be used:

▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg)

When using chemical additives:

▪ Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Testing the typical values of water

Typical value/property Water for filling and refilling (without additive)

Circulating water(with additive)

Water type Fresh water, free of foreign matter Treated cooling water

Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)

pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C

Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)

1) dGH German hardness

1°dGh = 10 mg/l CaO= 17.9 mg/l CaCO3

= 0.179 mmol/L

2) 1mg/l = 1 ppm

Equipment for checking thefresh water quality

Equipment for testing theconcentration of additives

Short specification

2013

-04-

11 -

de

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral


M010.000.002-03-0001 EN 1 (2)

Testing the concentration of rust inhibitors

Anticorrosive agent Concentration

Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual010.000.023-14

Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual010.000.023-14

Table 2: Concentration of the cooling water additive

The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine– operating manual 010.000.023-14) must be complied with in all cases.These recommended concentrations may be other than those specified bythe manufacturer.

The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.

We can analyse fuel for customers at our laboratory (PrimeServ Lab).

Brief specification

Testing the concentration ofchemical additives

Testing the concentration ofanti-freeze agents

Testing

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

Gene

ral

2013

-04-

11 -

de


2 (2) M010.000.002-03-0001 EN

Cooling water system

SummaryRemove contamination/residue from operating fluid systems, ensure/re-establish operating reliability.

Cooling water systems containing deposits or contamination prevent effec-tive cooling of parts. Contamination and deposits must be regularly elimina-ted.This comprises the following:Cleaning the system and, if required,removal of limescale deposits,flushing the system.

CleaningThe cooling water system must be checked for contamination at regularintervals. Cleaning is required if the degree of contamination is high. Thiswork should ideally be carried out by a specialist who can provide the rightcleaning agents for the type of deposits and materials in the cooling circuit.The cleaning should only be carried out by the engine operator if this cannotbe done by a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitablecleaning agents are listed alphabetically in the table entitled "Cleaning agentsfor removing oil sludge". Products by other manufacturers can be used pro-viding they have similar properties. The manufacturer's instructions for usemust be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature

Vecom Ultrasonic Multi Cleaner

4% 12 h at 50 – 60 °C

Table 1: Cleaning agents for removing oil sludge

Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.

Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitled"Cleaning agents for removing lime scale and rust deposits". Products by

Oil sludge

Lime and rust deposits

2012

-08-

20 -

de

Cool

ing

wat

er s

yste

mM

010.

000.

002-

04-0

001

Gene

ral


M010.000.002-04-0001 EN 1 (3)

other manufacturers can be used providing they have similar properties. Themanufacturer's instructions for use must be strictly observed. Prior to clean-ing, check whether the cleaning agent is suitable for the materials to becleaned. The products listed in the table entitled "Cleaning agents for remov-ing lime scale and rust deposits" are also suitable for stainless steel.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-AcidDescale-ITFerroclean

5 - 10%5 - 10%10%

4 h at 60 - 70 °C4 h at 60 - 70 °C4 - 24 h at 60 - 70 °C

Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃

Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C

Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C

Table 2: Cleaning agents for removing limescale and rust deposits

Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:

▪ Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.

▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 - 5 %. The tem-perature of the solution should be 40 - 50 °C.

▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled "Detergents for removing limescale and rust deposits“.

The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Only carry out the cleaning operation once the engine hascooled downStart the cleaning operation only when the engine has cooled down.Hot engine components must not come into contact with cold water.Open the venting pipes before refilling the cooling water system.Blocked venting pipes prevent air from escaping which can lead tothermal overloading of the engine.

In emergencies only

Following cleaning

Cool

ing

wat

er s

yste

mM

010.

000.

002-

04-0

001

Gene

ral

2012

-08-

20 -

de


2 (3) M010.000.002-04-0001 EN

Cleaning products can cause damageThe products to be used can endanger health and may be harmful tothe environment.Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

2012

-08-

20 -

de

Cool

ing

wat

er s

yste

mM

010.

000.

002-

04-0

001

Gene

ral


M010.000.002-04-0001 EN 3 (3)

Water specification for fuel-water emulsions

PrerequisitesThe water used for the fuel-water emulsion is an operating fluid that must becarefully selected, processed (if necessary) and monitored. If this is not done,deposits, corrosion, erosion and cavitation may occur on the fuel systemcomponents that come into contact with the fuel-water emulsion.

SpecificationsThe characteristic values of the water used must be within the following limitvalues:

Properties/Characteristic

Characteristic value Unit

Water type Distillate or fresh water, free of foreign matter. -

Total hardness max. 10 ºdH*

pH value 6.5 - 8 -

Chloride ion content max. 50 mg/l

Table 1: Fuel-water emulsion - characteristic values to be observed

*) 1º dH (German hard-ness)

≙ 10 mg CaOin 1 litre of water

≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

The MAN Diesel water testing kit contains instruments that allow the watercharacteristics referred to above (and others) to be easily determined.

Additional informationIf distillate (e.g. from the fresh water generator) or fully desalinated water (ionexchanger) is available, this should ideally be used for the fuel-water emul-sion. These types of water are free of lime and salts.

The total hardness of the water is the combined effect of the temporary andpermanent hardness. It is largely determined by the calcium and magnesiumsalts. The temporary hardness depends on the hydrocarbonate content inthe calcium and magnesium salts. The lasting (permanent) hardness is deter-mined by the remaining calcium and magnesium salts (sulphates).

Water with hardness greater than 10°dH (German total hardness) must beblended or softened with distillate. It is not necessary to increase the hard-ness of extremely soft water.

Treatment with anticorrosive agents not requiredTreatment with anticorrosive agents is not required and must beomitted.

Limit values

Testing instruments

Distillate

Hardness

2012

-08-

20 -

de

Wat

er s

peci

ficat

ion

for f

uel-

wat

er e

mul

sion

sW

ater

spe

cific

atio

n fo

r fue

l-w

ater

em

ulsi

ons

Gene

ral


D010.000.023-16-0001 EN 1 (1)

Internal cooling water system

The engine's cooling water system comprises a lowtemperature (LT) circuit and a high temperature (HT)circuit. The systems are designed only for treatedfresh water.

Low temperature cooling water system

The LT cooling water system includes charge aircooling and lubricating oil cooling.

High temperature cooling water system

The high temperature cooling water is used for thecooling of cylinder liners and cylinder heads.

The engine outlet temperature ensures an optimalcombustion in the entire load area when running onHeavy Fuel Oil (HFO), i.e. this temperature limits thethermal loads in the high-load area, and hot corro-sion in the combustion area is avoided.

In the low-load area the temperature is sufficientlyhigh to secure a perfect combustion and at thesame time cold corrosion is avoided; the latter isalso the reason why the engine, in stand-by positionand when starting on HFO, should be preheatedwith a cooling water temperature of ≥ 60°C – eitherby means of cooling water from running engines orby means of a separate preheating system.

System lay-out

MAN Diesel's standard for the internal cooling watersystem is shown on our Basic Diagram.

Temperature regulation in the HT and LT systemstakes place in the internal system where also thepumps are situated. This means that it is only nes-sesary with two main pipes for cooling of theengine. The only demand is that the FW inlet tem-perature is between 10 and 40°C.

To be able to match every kind of external systems,the internal system can as optional be arrangedwith a FW cooler for an external SW system.

HT- and LT-circulating pumps

The circulating pumps which are of the centrifugaltype are mounted in the front-end box of the engineand are driven by the crankshaft through geartransmissions.

Technical data: See "list of capacities" D 10 05 0

Thermostatic valves

The thermostatic valves are fully automatic three-way valves with thermostatic elements set at fixedtemperatures.

Preheating arrangement

In connection with plants where all engines arestopped for a certain period of time it is possible toinstall an electric heat exchanger in the external sys-tem.

In connection with plants with more than oneengine the stand-by engines can be automaticallypreheated by the operating engines by means ofthe pipe connections leading to the expansion sys-tem and the HT-circulation pumps.

MAN Diesel & Turbo

1643496-7.6Page 1 (1) Internal cooling water system B 13 00 0

L16/24, L21/31, L27/38

2012.05.07 - NG


Figure 1: Diagram for internal cooling water system with internal preheater unit.

Pipe description

F3 Venting to expansion tank DN 25

F4 HT fresh water from preheater DN 25

G1 LT fresh water inlet DN 80

G2 LT fresh water outlet DN 80


Description

The system is designed as a single circuit with onlytwo flange connections to the external centralizedcooling water system.

The engine is equipped with a self-controlling tem-perature water circuit.Thus, the engine on the cool-ing water side only requires fresh water between 10and 40°C and so the engine can be integrated inthe ship's cooling water system as a stand-aloneunit. This is a simple solution with low installation

costs, which also can be interesting in case ofrepowering, where the engine power is increased,and the distance to the other engines is larger.

Low temperature circuit

The components for circulation and temperatureregulation are placed in the internal system.

The charge air cooler and the lubricating oil coolerare situated in serial order. After the LT water haspassed the lubricating oil cooler, it is let to the ther-mostatic valve and depending on the water temper-ature, the water will either be re-circulated or led tothe external system.

High temperature circuit

The built-on engine-driven HT circulating pump ofthe centrifugal type pumps water through the firststage of the charge air cooler and then through thedistributing bore to the bottom of the cooling waterjacket. The water is led out through bores at the top

MAN Diesel & Turbo


L21/31

2011.09.26 - Tier II - one string

of the cooling water jacket to the bore in the cylin-der head for cooling of this, the exhaust valve seatsand the injector valve.

From the cylinder heads the water is led through tothe thermostatic valve, and depending on theengine load, a smaller or larger amount of the waterwill be led to the external system or will be re-circu-lated.

Data

For heat dissipation and pump capacities, see D 1005 0, "List of Capacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0, "Operating Dataand Set Points".

Other design data are stated in B 13 00 0, "DesignData for the External Cooling Water System".

MAN Diesel & Turbo

B 13 00 3 Internal cooling water system 3700143-1.1Page 2 (2)

L21/31

2011.09.26 - Tier II - one string


Figure 1: Diagram for internal cooling system with internal preheater unit.

Pipe description

F1 HT fresh water inlet DN 80

F2 HT fresh water outlet DN 80

F3 Venting to expansion tank DN 25

F4 HT fresh water for preheating DN 25

G1 LT fresh water inlet DN 80

G2 LT fresh water outlet DN 80


Description

The system is designed as a two string circuit withfour flange connections to the external centralizedcooling water system.

The engine is equipped with a self-controlling tem-perature water circuit. This is a simple solution withlow installation costs, which also can be interestingin case of repowering.

Low temperature circuit

The components for circulation and temperatureregulation are placed in the internal system.

The charge air cooler and the lubricating oil coolerare situated in serial order. After the LT water haspassed the lubricating oil cooler, it is let to the ther-mostatic valve and depending on the water temper-ature, the water will either be re-circulated or led tothe external system.

The engine on the cooling water side only requiresfresh water between 10 and 40°C.

MAN Diesel & Turbo


L21/31

2011.09.26 - Tier II - two string

High temperature circuit

The built-on engine-driven HT-circulating pump ofthe centrifugal type pumps water through the firststage of the charge air cooler and then through thedistributing bore to the bottom of the cooling waterguide jacket. The water is led out through bores atthe top of the cooling water guide jacket to the borecooled cylinder head for cooling of this, the exhaustvalve seats and the injector valve.

From the cylinder heads the water is led through anintegrated collector to the thermostatic valve, anddepending on the engine load, a smaller or largeramount of the water will be led to the external sys-tem or will be re-circulated.

Data

For heat dissipation and pump capacities, see D 1005 0, "List of Capacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0, "Operating Dataand Set Points".

Other design data are stated in B 13 00 0, "DesignData for the External Cooling Water System".

MAN Diesel & Turbo

B 13 00 6 Internal cooling water system 3700144-3.1Page 2 (2)

L21/31

2011.09.26 - Tier II - two string

General

This data sheet contains data regarding the neces-sary information for dimensioning of auxiliary machi-nery in the external cooling water system for theL21/31 type engine(s).The stated data are for oneengine only and are specified at MCR.

The cooling water inlet pipe line has the function aspreheating line during standstill.

Note: make sure that this pipe line always is openfor this function.

For heat dissipation and pump capacities see D 1005 0 "List of Capacities". Set points and operatinglevels for temperature and pressure are stated in B19 00 0 "Operating Data and Set Points".

Cooling water pressure

Max. cooling water inlet pressure before engine is2.5 bar.

External pipe velocitiy

For external pipe connections we prescribe the fol-lowing maximum water velocity:

Fresh water : 3.0 m/s

Pressure drop across engine

The engines have an attached centrifugal pump forboth LT and HT cooling water. The pressure dropacross the engine's system is approximately 0.5bar. Therefore the internal pressure drops are negli-gible for the cooling water pumps in the externalsystem. For engines installed in closed coolingwater systems, without any external coolingwater pumps, the pressure drop in the externalsystem should not exceed 1.0 bar.

Expansion tank

To provide against volume changes in the closedjacket water cooling system caused by changes intemperature or leakage, an expansion tank must beinstalled.

As the expansion tank also provides a certain suc-tion head for the fresh water pump to prevent cavi-tation, the lowest water level in the tank should beminimum 8-10 m above the center line of the crank-shaft.

The venting pipe must be made with continuousupward slope of minimum 5°, even when the shipheel or trim (static inclination).

The venting pipe must be connected to the expan-sion tank below the minimum water level; this pre-vents oxydation of the cooling water caused by"splashing" from the venting pipe. The expansiontank should be equipped with venting pipe andflange for filling of water and inhibitors.

Minimum recommended tank volume: 0.1 m³. For multi plants the tank volume should be min.:

V = 0.1 + (exp. vol. per extra eng.) [m³]

As the LT system is vented to the HT system, bothsystems must be connected to the same expansiontank.

Data for external preheating system

The capacity of the external preheater should be2.5-3.0 kW/cyl. The flow through the engine shouldfor each cylinder be approx. 4.0 l/min with flow fromtop and downwards and 25 l/min with flow frombottom and upwards. See also table 1 below.

Cyl. No 5 6 7 8 9

Quantity of water in eng:HT and LT system (litre) 110 130 150 170 190

Expansion vol. (litre) 6 7 8 9 10

Table 1: Showing cooling water data which are depending onthe number of cylinders.

MAN Diesel & Turbo

1683397-8.6Page 1 (1) Design data for the external cooling water system B 13 00 0

L21/31

2012.09.17.

Design of external cooling water system

It is not difficult to make a system fulfil the require-ments, but to make the system both simple andcheap and still fulfil the requirements of both theengine builder and other parties involved can bevery difficult. A simple version cannot be made with-out involving the engine builder.

The diagrams are principal diagrams, and are MANDiesel's recommendation for the design of externalcooling water systems.

The systems are designed on the basis of the fol-lowing criteria:

1. Simplicity.

2. Preheating with surplus heat.

3. Preheating in engine top, downwards.

4. As few change-over valves as possible.

Ad 1) Cooling water systems have a tendency to beunnecessarily complicated and thus uneconomic ininstallation and operation. Therfore, we haveattached great importance to simple diagramdesign with optimal cooling of the engines and atthe same time installation- and operation-friendlysystems resulting in economic advantages.

Ad 2) It has been stressed on the diagrams that thealternator engines in stand-by position as well asthe propulsion engine in stop position are prehea-ted, optimally and simply, with surplus heat from therunning engines.

Ad 3) If the engines are preheated with reversecooling water direction, i.e. from the top and down-wards, an optimal heat distribution is reached in theengine. This method is at the same time more eco-nomic since the need for heating is less and thewater flow is reduced.

Ad 4) The systems have been designed in such away that the change-over from sea operation toharbour operation/stand-by with preheating can bemade with a minimum of manual or automatic inter-ference.

Fresh water treatment

The engine cooling water is, like fuel oil and lubricat-ing oil, a medium which must be carefully selected,treated, maintained and monitored.

Otherwise, corrosion, corrosion fatigue and cavita-tion may occur on the surfaces of the cooling sys-tem which are in contact with the water, anddeposits may form.

Corrosion and cavitation may reduce the life timeand safety factors of parts concerned, and depositswill impair the heat transfer and may result in ther-mal overload of the components to be cooled.

The treatment process of the cooling water has tobe effected before the first commission of the plant,i.e. immediately after installation at the shipyard orat the power plant.

MAN Diesel & Turbo

1655290-8.1Page 1 (1) External cooling water system B 13 00 0

L16/24, L21/31, L27/38

2001.01.08

MAN Diesel & Turbo

1643498-0.8Page 1 (3)

12.23 - NG

L16/24, L21/21 L27/38

One String Central Cooling Water System B 13 00 3

Fig 1 Central cooling system.

A

A B

B

B

A

B

Central cooling waterJacket cooling waterSea water

Sea wateroutlet

Thermostatic valve

Thermostatic valve

Scavengeair cooler(s)

Main engine

Expansion tankfor fresh water

Lub. oilcooler

Jacketwater cool.

Fresh watergenerator

Jacket water pumps

P K

ML

NCentral cooler

Central coolingwater pumps

Sea water pumps

Sea water inlet

Sea water inlet

Sea water pump aux.eng. (portservice)

Central coolingwater pump aux.eng. (port service)

Camshaftlub.oil cool.

Deaerating tankalarm device

Deaerating tank

Open at seaClosed in port

Closed at seaOpen in port

Deaerating

G2 G1 G2

F3 F3F3

G1 G2 G1

Standby

L.T.

Operating Operating

Optionalcommonelectricalpreheatingunit

ø3 orifice: L16/24 ø5 orifice: Other engine types

ø3 orifice ø3 orificeø3 orifice

MAN Diesel & Turbo

12.23 - NG

System Design

The system is a central cooling water system of simple design with only one central cooler. In order to minimize the power consumption the FW pump installation consists of 3 pumps, two for sea operation and a smaller one for harbour operation.

The GenSets are connected as a one-string plant, with only one inlet- and one outlet cooling water connection and with internal HT and LT-circuit, see also B 13 00 0 “Internal Cooling Water System 1”, describing this system.

The propulsion engines HT-circuit temperature is adjusted with LT-water mixing by means of the ther-mostatic valve.

Preheating

Engines starting on HFO and engines in stand-by position must be preheated. It is also recommended to preheat engines operating on MDO due to the prolonged life time of the engines' wearing parts. Therefore it is recommended that the preheating is arranged for automatic operation, so that the preheat-ing is disconnected when the engine is running and connected when the engine is in stand-by position. The preheating is adjusted so that the temperature is ≥ 60°C at the top cover (see thermometer TI12), and approximately 25 to 45°C at outlet of the cylinders (see thermometer TI10).

When working out the external cooling water system it must be ensured, that no cold cooling water is pressed through the engine and thus spoiling the preheating during stand-by. The diesel engine has no built-in shut-off valve in the cooling water system. Therefore the designer of the external cooling water system must make sure that the preheating of the GenSets is not disturbed.

B 13 00 3 One String Central Cooling Water System 1643498-0.8Page 2 (3)

Fig 2 Preheating.

G2 G1 G2

F3 F3F3

G1 G2 G1

Standby

L.T.

Operating Operating

Optionalcommonelectricalpreheatingunit

To expansion tank

ø3 orifice: L16/24 ø5 orifice: Other engine types

ø3 orifice ø3 orificeø3 orifice

L16/24, L21/21 L27/38

MAN Diesel & Turbo

1643498-0.8Page 3 (3)

12.23 - NG

One String Central Cooling Water System B 13 00 3

Preheating of Stand-by GenSets during Sea Operation

GenSets in stand-by position are preheated auto-matically via the venting pipe with water from the running engines. This is possible due to the inter-connection of the GenSet's HT-pumps which force the water downwards in the stand-by engines.

It is to be stated that the interconnection between the GenSet L.T. inlets is not to be disturbed. If an on/off valve is built in, a bypass has to be installed. It is then possible to preheat the GenSet automatically in standby position with the running GenSets.

Preheating of Stand-by GenSets and Propulsion Engines during Harbour Operation

During harbour stay the propulsion engine and GenSets are also preheated in stand-by position by the running GenSets. Valve (B) is open and valve (A) is closed. Thus, the propulsion engine is heated from top and downwards, which is the most economical solution.

L16/24, L21/21 L27/38

GeneralTo provide for changes in volume in the closed jacket water cooling system caused by changes in temperatureor leakage, an expansion tank must be installed.

As the expansion tank also should provide a certain suction head for the fresh water pump to prevent cavita-tion, the lowest water level in the tank should be minimum 8-10 m above the centerline of the crankshaft.

The venting pipe must be connected to the expansion tank below the minimum water level; this prevents oxy-dation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equip-ped with venting pipe and flange for filling of water and inhibitors.

VolumeEngine type Expansion volume litre* Recommended tank volume m3**

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

2833394450

0.150.150.150.150.15

5L28/32DF6L28/32DF7L28/32DF8L28/32DF9L28/32DF

2833394450

0.150.150.150.150.15

12V28/32S16V28/32S18V28/32S

668899

0.30.30.3

5L16/246L16/247L16/248L16/249L16/24

45556

0.10.10.10.10.1

5L21/316L21/317L21/318L21/319L21/31

6789

10

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

6L32/407L32/408L32/409L32/40

13151820

0.50.50.50.5

Table 1: Expansion volume for cooling water system and recommended volume of expansion tank.* Per engine** Common expansion tank

MAN Diesel & Turbo

1613419-0.4Page 1 (1) Expansion tank B 13 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

General

The built-on cooling water preheating unit consistsof a thermostat-controlled el-preheating elementbuilt onto the outlet connection on the thermostathousing on the engine's front end box. The pipe isconnected below the non-return valve on the pipeto expansion tank.

Cyl. No. Preheater3x400V/3x440V

kW

5-6 1 x 12

7-9 1 x 15

The system is based on thermo-syphon cooling andreverse water direction, i.e. from top and down-ward, and an optimal heat distribution in the engineis thus reached.

When the engine is in standstill, an extern valvemust shut off the cooling water inlet.

Operation

Engines starting on HFO and engines in stand-byposition must be preheated. It is therefore recom-mended that the preheater is arranged for auto-matic operation, so that the preheater is disconnec-ted when the engine is running and connectedwhen the engine is in stand-by position. The ther-mostat setpoint is adjusted to 70°C, that gives atemperature of app. 50°C at the top cover.

MAN Diesel & Turbo

3700159-9.0Page 1 (1) Preheater arrangement in high temperature system B 13 23 1

L21/31

2011.09.12

DescriptionEngine type Expansion volume

litre*Recommended tank volume

m3**

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

2833394450

0.150.150.150.150.15

5L28/32DF6L28/32DF7L28/32DF8L28/32DF9L28/32DF

2833394450

0.150.150.150.150.15

12V28/32S16V28/32S18V28/32S

668899

0.30.30.3

5L16/246L16/247L16/248L16/249L16/24

45556

0.10.10.10.10.1

5L21/316L21/317L21/318L21/319L21/31

6789

10

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

6L32/407L32/408L32/409L32/40

13151820

0.50.50.50.5

* Per engine** Common expansion tank

Table 1: Expansion volume for cooling water system and recommended volume of expansion tank.

MAN Diesel & Turbo

1671771-3.4Page 1 (2) Expansion tank pressurized T 13 01 1

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

Figure 1: Function of expansion tank.

▪ Water connection in the top ensures easy andsimple installation and control under operation.

▪ Cooling water is absorbed in a rubber bagwhich is hanging in the all-welded vessel.

▪ Corrosion of the all-welded vessel is excluded.

▪ The rubber bag is replaceable.

The expansion vessel should be connected to thesystem at a point close to the cooling water inletconnections (G1 / F1) in order to maintain positivepressures throughout the system and allow expan-sion of the water.

The safety valves are fitted on the manifold.

The pressure gauge is fitted on the manifold in sucha position that it can be easily read from the fillingpoint.

The filling point should be near the pressure expan-sion vessel. Particularly the pressure gauge in sucha position that the pressure gauge can be easilyread from the filling point, when filling from themains water.

Automatic air venting valve should be fitted at thehighest point in the cooling water system.

1 Pressure vessel 2 Exchangeable rubber bag

3 Safety valves 4 Automatic air venting valve

5 Pressure gauge 6 Manifold

7 Threaded pipe 8 Elbow

9 Shutt-off valve

Figure 2: Expansion tank

MAN Diesel & Turbo

T 13 01 1 Expansion tank pressurized 1671771-3.4Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

Compressed Air System

B 14

Specification for compressed air

GeneralFor compressed air quality observe the ISO 8573-1:2010. Compressed airmust be free of solid particles and oil (acc. to the specification).

RequirementsStarting air must conform to the following quality acc. to the ISO8573-1:2010 as minimum.

Purity with respect to solid particles

Particle size > 40µm

Quality class 6

max. concentration < 5 mg/m3

Purity with respect to humidity

Residual water content

Quality class 7

< 5 mg/m3

Purity with respect to oil Quality class 5

Additional requirements are:

▪ The layout of the starting air system must prevent the initiation of corro-sion.

▪ The starting air system starting air receivers must be equipped with devi-ces for removing condensed water.

▪ The formation of a dangerous explosive mixture of compressed air andlube oil must be prevented securely through the devices in the starting airsystem and through system components maintenance.

Please remember that control air is used for activation of the engine safetyfunctions, therefore the compressed air quality in this system is of greatimportance.

Control air must conform to the following quality acc. to the ISO8573-1:2010 as minimum.

▪ Purity with respect to solid parti-cles

Quality class 5

▪ Purity with respect to humidity Quality class 4

▪ Purity with respect to oil Quality class 3

For catalysts, unless otherwise stated by relevant sources, the followingspecifications are applicable:

Starting air for soot blowing must conform to the following quality acc. to theISO 8573-1:2010 as minimum.


Quality class 2



Starting air for atomisation of reducing agents must conform to the followingquality acc. to the ISO 8573-1:2010 as minimum.

Compressed air quality ofstarting air system

Compressed air quality forcontrol air system

For catalysts

Compressed air quality forsoot blowing

Compressed air quality foratomisation of reducingagents20

13-0

7-04

- d

e

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)


D010.000.023-21-0001 EN 1 (2)


Quality class 2



Clogging of catalystTo prevent clogging of catalyst and catalyst lifetime shortening, thecompressed air specification must always be observed.

Qual

ity g

uide

lines

(con

vent

iona

l and

Com

mon

Rai

len

gine

s)Qu

ality

gui

delin

es (c

onve

ntio

nal a

nd C

omm

on R

ail e

ngin

es)

2013

-07-

04 -

de


2 (2) D010.000.023-21-0001 EN


Figure 1: Diagram for compressed air system

Pipe description

Pipe description

K1 Compressed air inlet DN 40


General

The compressed air system on the engine consistsof a starting system, starting control system andsafety system. Further, the system supplies air tothe jet system and the stop cylinders on each fuelinjection pump.

The compressed air is supplied from the starting airreceivers. Max. inlet pressure at starter unit is 8 barto the engine.

To avoid dirt particles in the internal system, astrainer is mounted in the inlet line to the engine.

Starting system

The engine is started by means of a built-on airstarter, safety clutch and drive shaft with pinion.Further, there is a main starting valve.

Control system

The air starter is activated electrically with a pneu-matic 3/2-way solenoid valve. The valve can beactivated manually from the starting box on theengine, and it can be arranged for remote control,manual or automatic.

For remote activation the starting coil is connectedso that every starting signal to the starting coil goesthrough the safe start function which is connectedto the basemodule mounted on the engine.

Further, the starting valve also acts as an emer-gency starting valve which makes it possible to acti-vate the air starter manually in case of power failure.

MAN Diesel & Turbo

3700145-5.0Page 1 (2) Compressed air system B 14 00 0

L21/31

2011.07.25 - Tier II

Safety system

Air supply must not be interrupted when theengine is running.

As standard the engine is equipped with a pneu-matic/mechanical stop cylinder, which starts tooperate if the safety system is activated. The sys-tem is activated electrically. One stop cylinder foreach cylinder is intergrated in each fuel injectionpump.

Pneumatic start sequence

When the starting valve is opened, air will be sup-plied to the drive shaft housing of the air starter.

The air supply will – by activating a piston – bringthe drive pinion into engagement with the gear rimon the engine flywheel.

When the pinion is fully engaged, the pilot air willflow to, and open the main starting valve, wherebyair will be led to the air starter, which will start toturn the engine.

When engine rpm exceeds approx. 158 and firinghas taken place, the starting valve is closedwhereby the air starter is disengaged.

Optionals

Besides the standard components, the followingstandard optional can be built-on:

▪ Main valve, inlet engine.

MAN Diesel & Turbo

B 14 00 0 Compressed air system 3700145-5.0Page 2 (2)

L21/31

2011.07.25 - Tier II

Diagram

Figure 1: Diagram for compressed air system

Design of external system

The external compressed air system should becommon for both propulsion engines and GenSetengines.

Separate tanks shall only be installed in turbine ves-sels, or if GenSets in engined vessels are installedfar away from the propulsion plant.

The design of the air system for the plant in ques-tion should be according to the rules of the relevantclassification society.

As regards the engine's internal compressed airsystem, please see B 14 00 0 "Internal Com-pressed Air System".

An oil and water separator should be mountedbetween the compressor and the air receivers, andthe separator should be equipped with automaticdrain facilities.

Each engine needs only one connection for com-pressed air, please see diagram for the compressedair system.

Installation

In order to protect the engine's starting and controlequipment against condensation water, the follow-ing should be observed:

▪ The air receiver(s) should always be installedwith good drainage facilities. Receiver(s)arranged in horizontal position must be installedwith a slope downwards of min. 3°-5°.

▪ Pipes and components should always be trea-ted with rust inhibitors.

▪ The starting air pipes should be mounted with aslope towards the receivers, preventing possi-ble condensed water from running into thecompressors.

▪ Drain valves should be mounted at the lowestposition on the starting air pipes.

MAN Diesel & Turbo

1655207-3.2Page 1 (1) Compressed air system B 14 00 0

L16/24, L21/31, L27/38

1998.08.24 - NG

Combustion Air System

B 15

General

Figure 1: Diagram for combustion air system.

Pipe description

M1

P2

P6

P8

P9

Charge air inlet

Exhaust gas outlet:5 cyl. engine6 cyl. engine7+8 cyl. engines9 cyl. engine

Drain from turbocharger - outlet

Water washing compressor sidewith quick coupling - inlet

Working air, dry cleaning turbine side with quick coupling - inlet

DN 400DN 450DN 500DN 550

Table 1: P2 flange connections are standard according to DIN86 044. Other flange connections are standard according to DIN2501.

The air intake to the turbochargers takes placedirectly from the engine room through the intakesilencer on the turbocharger.

From the turbocharger the air is led via the chargeair cooler and charge air receiver to the inlet valvesof each cylinder.

The charge air cooler is a compact two-stage tube-type cooler with a large cooling surface.

The charge air cooler is mounted in the engine'sfront end box.

It is recommended to blow ventilation air in the levelof the top of the engine(s) close to the air inlet of theturbocharger, but not so close that sea water orvapour may be drawn-in. It is further recommendedthat there always should be a positive air pressurein the engine room.

Turbocharger

The engine is as standard equipped with a high-effi-cient MAN Diesel & Turbo TCR turbocharger of theradial type, which is located on the top of the frontend box.

Cleaning of Turbocharger

The turbocharger is fitted with an arrangement fordry cleaning of the turbine side, and water washingof the compressor side.

Lambda controller

The purpose of the lambda controller is to preventinjection of more fuel in the combustion chamberthan can be burned during a momentary load in-

MAN Diesel & Turbo

3700047-3.1Page 1 (2) Combustion air system B 15 00 0

L21/31

2011.09.26 - Tier II

crease. This is carried out by controlling the relationbetween the fuel index and the charge air pressure.The lambda controller has the following advantages:

▪ Reduction of visible smoke in case of suddenmomentary load increases.

▪ Improved load ability.

▪ Less fouling of the engine's exhaust gas ways.

▪ Limitation of fuel oil index during starting proce-dure.

The above states that the working conditions areimproved under difficult circumstances and that themaintenance costs for an engine, working withmany and major load changes, will be reduced.

Data

For charge air heat dissipation and exhaust gasdata, see D 10 05 0 "List of Capacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0 "Operating Dataand Set Points".

MAN Diesel & Turbo

B 15 00 0 Combustion air system 3700047-3.1Page 2 (2)

L21/31

2011.09.26 - Tier II

Specifications for intake air (combustion air)

GeneralThe quality and condition of intake air (combustion air) have a significanteffect on the power output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.

This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.

Exhaust turbochargers for marine engines are equipped with silencersenclosed by a filter mat as a standard. The quality class (filter class) of thefilter mat corresponds to the G3 quality in accordance with EN 779.

RequirementsFuel oil engines: As minimum, inlet air (combustion air) must be cleaned in afilter of the G3 class as per EN779. For engine operation in the environmentwith a risk of higher inlet air contamination (e.g. due to sand storms, due toloading the grain crops cargo vessels or in the surroundings of cementplants) additional measures must be taken.

Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)must be cleaned in a filter of the G3 class as per EN779. Gas engines ordual-fuel engines must only be equipped with a dry filter. Oil bath filters arenot permitted because they enrich the inlet air with oil mist. This is not per-missible for gas operated engines. For engine operation in the environmentwith a risk of higher inlet air contamination (e.g. due to sand storms, due toloading the grain crops cargo vessels or in the surroundings of cementplants) additional measures must be taken.

In general, the following applies: The concentration downstream of the air fil-ter and/or upstream of the turbocharger inlet must not exceed the followinglimit values.

Properties Typical value Unit *

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 5

Salt (NaCl) max. 1

* One Nm3 corresponds to one cubic meter ofgas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed

2013

-02-

04 -

de

Spec

ifica

tions

for i

ntak

e ai

r (co

mbu

stio

n ai

r)Sp

ecifi

catio

ns fo

r int

ake

air (

com

bust

ion

air)

Gene

ral


D010.000.023-17-0001 EN 1 (2)

Intake air shall not contain any flammable gasesIntake air shall not contain any flammable gases. Make sure that thecombustion air is not explosive.

Spec

ifica

tions

for i

ntak

e ai

r (co

mbu

stio

n ai

r)Sp

ecifi

catio

ns fo

r int

ake

air (

com

bust

ion

air)

Gene

ral

2013

-02-

04 -

de


2 (2) D010.000.023-17-0001 EN

Combustion air requirements

▪ The combustion air must be free from waterspray, dust, oil mist and exhaust gases.

▪ The air ventilation fans shoud be designed tomaintain a positive air pressure of 50 Pa (5mmWC) in the auxiliary engine room in all run-ning conditions.

The combustion air is normally taken from theengine room through a filter fitted on the turbo-charger.

In tropical service a sufficient volume of air mustbe supplied to the turbocharger(s) at outside airtemperature. For this purpose there must be an airduct installed for each turbocharger, with the outletof the duct facing the respective intake air silencer.No water of condensation from the air duct must beallowed to be drawn in by the turbocharger.

In arctic service the air must be heated to at least5°C. If necessary air preheaters must be provided.

Ventilator capacity

The capacity of the air ventilators must be largeenough to cover:

▪ The combustion air requirements of all consum-ers.

▪ The air required for carrying off the heat emis-sion.

See "List of Capacities" section D 10 05 0 for infor-mation about required combustion air quantity andheat emission.

For minimum requirements concerning engine roomventilation see applicable standards such as ISO8861.

MAN Diesel & Turbo

1699110-4.1Page 1 (1) Engine room ventilation and combustion air B 15 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2011.06.06

Description

During operation the compressor will gradually befouled due to the presence of oil mist and dust inthe inlet air.

The fouling reduces the efficiency of the turbo-charger which will result in reduced engine perform-ance.

Therefore manual cleaning of the compressor com-ponents is necessary in connection with overhauls.This situation requires dismantling of the turbo-charger.

However, regular cleaning by injecting water intothe compressor during normal operation of theengine has proved to reduce the fouling rate tosuch an extent that good performance can bemaintained in the period between major overhaulsof the turbocharger.

The cleaning effect of injecting pure fresh water ismainly based upon the mechanical effect arising,when the water droplets impinge the deposit layeron the compressor components.

The water is injected in a measured amount andwithin a measured period of time by means of thewater washing equipment.

The water washing equipment, see fig 1, comprisestwo major parts. The transportable container (6)including a hand valve with handle (5) and a plug-incoupling (4) at the end of a lance.

Installed on the engine there is the injection tube (1),connected to a pipe (2) and a snap coupling (3).

The cleaning procedure is:

1) Fill the container (6) with a measured amount offresh water. Blow air into the container bymeans of a blow gun, until the prescribed oper-ation pressure is reached.

2) Connect the plug-in coupling of the lance to thesnap coupling on the pipe, and depress thehandle on the hand valve.

3) The water is then injected into the compressor.

The washing procedure is executed with the enginerunning at normal operating temperature and withthe engine load as high as possible, i.e. at a highcompressor speed.

The frequency of water washing should be matchedto the degree of fouling in each individual plant.

1 Injection tube 2 Pipe

3 Snap coupling 4 Plug-in coupling

5 Hand valve with handle 6 Container

7 Charge air line

Figure 1: Water washing equipment.

MAN Diesel & Turbo

1639499-6.0Page 1 (1) Water washing of turbocharger - compressor B 15 05 1

L32/40, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

1994.03.14

Exhaust Gas System

B 16

Internal exhaust gas system

From the exhaust valves, the gas is led to theexhaust gas receiver where the fluctuating pressurefrom the individual cylinders is equalized and thetotal volume of gas led further on to the turbo-charger, at a constant pressure. After the turbo-charger, the gas is led to the exhaust pipe system.

The exhaust gas receiver is cast sections, one foreach cylinder, connected to each other, by meansof compensators, to prevent excessive stress dueto heat expansion.

After each cylinder a thermosensor for reading theexhaust gas temperature is fitted. The value is indi-cated by means of the MEG-module (MonitorExhaust Gas temperature).

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaustgas receiver is insulated.

External exhaust gas system

The exhaust back-pressure should be kept as lowas possible.

It is therefore of the utmost importance that theexhaust piping is made as short as possible andwith few and soft bends.

Long, curved, and narrow exhaust pipes result inhigher back-pressure which will affect the enginecombustion. Exhaust back-pressure is a loss ofenergy and will cause higher fuel comsumption.

The exhaust back-pressure should not exceed 30mbar at MCR. An exhaust gas velocity through thepipe of maximum 35 m/sec is often suitable, butdepends on the actual piping.

During commissioning and maintenance work,checking of the exhaust gas back pressure bymeans of a temporarily connected measuringdevice may become necessary. For this purpose, ameasuring socket must be provided approx. 1-2 mafter the exhaust gas outlet of the turbocharger atan easily accessible place. Usual pressure measur-ing devices require a measuring socket size of ½".This measuring socket must be provided to ensureutilisation without any damage to the exhaust gaspipe insulation.

MAN Diesel & Turbo will be pleased to assist inmaking a calculation of the exhaust back-pressure.

The gas outlet of turbocharger, the expansion bel-lows, the exhaust pipe, and silencer, (in case ofsilencer with spark arrestor care must be taken thatthe cleaning parts are accessible), must be insula-ted with a suitable material.

The insulation should be shielded by a thin plating,and should comply with the requirements of theclassification society and/or the local authorities.

Exhaust pipe dimensions

It should be noted that concerning the maximumexhaust gas velocity the pipe dimension after theexpansion bellows should be increased for some ofthe engines.

The wall thickness of the external exhaust pipeshould be min. 3 mm.

Exhaust pipe mounting

When the exhaust piping is mounted, the radiationof noise and heat must be taken into consideration.

Because of thermal fluctuations in the exhaust pipe,it is necessary to use flexible as well as rigid sus-pension points.

In order to compensate for thermal expansion in thelongitudinal direction, expansion bellows must beinserted. The expansion bellows should preferablybe placed at the rigid suspension points.

Note: The exhaust pipe must not exert any forceagainst the gas outlet on the engine.

One sturdy fixed-point support must be providedfor the expansion bellows on the turbocharger. Itshould be positioned, if possible, immediately abovethe expansion bellows in order to prevent the trans-mission of forces, resulting from the weight, thermalexpansion or lateral displacement of the exhaustpiping, to the turbocharger.

The exhaust piping should be mounted with a slopetowards the gas outlet on the engine. It is recom-mended to have drain facilities in order to be able toremove condensate or rainwater.

Position of gas outlet on turbocharger

B 16 02 0 shows turning alternatives positions ofthe exhaust gas outlet. Before dispatch of theengine exhaust gas outlet will be turned to the wan-ted position.

The turbocharger is, as standard, mounted in thefront end.

MAN Diesel & Turbo

1655213-2.5Page 1 (3) Exhaust gas system B 16 00 0

L16/24, L21/31, L27/38

2012.05.28 - NG

Exhaust gas boiler

To utilize the thermal energy from the exhaust, anexhaust gas boiler producing steam or hot watercan be installed.

Each engine should have a separate exhaust gasboiler or, alternatively, a common boiler with sepa-rate gas ducts. Concerning exhaust gas quantitiesand temperature, see "List of capacities" D 10 05 0,and "Engine performance" D 10 10 0.

The discharge temperature from the exhaust gasboiler should not be lower than 180°C (in order toavoid sulphuric acid formation in the funnel).

The exhaust gas boilers should be installed with by-pass entering in function at low-load operation.

The back-pressure over the boiler must be includedin the back-pressure calculation.

Expansion bellows

The expansion bellows, which is supplied sepa-rately, must be mounted directly on the exhaust gasoutlet, see also E 16 01 1-2.

Exhaust silencer

The position of the silencer in the exhaust gas pip-ing is not decisive for the silencing effect. It wouldbe useful, however, to fit the silencer as high aspossible to reduce fouling. The necessary silencingdepends on the loudness of the exhaust sound andthe discharge from the gas outlet to the bridgewing.

The exhaust silencer, see E 16 04 2-3-5-6, is sup-plied loose with counterflange, gaskets and bolts.

MAN Diesel & Turbo

B 16 00 0 Exhaust gas system 1655213-2.5Page 2 (3)

L16/24, L21/31, L27/38

2012.05.28 - NG

MAN Diesel & Turbo

1655213-2.5Page 3 (3) Exhaust gas system B 16 00 0

L16/24, L21/31, L27/38

2012.05.28 - NG

General

Figure 1: Nomogram for pressure drop in exhaust gas piping system.

MAN Diesel & Turbo

1624460-4.2Page 1 (2) Pressure droop in exhaust gas system B 16 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2011.09.19.

The exhaust system is correctly designed since the permissible total resistance of 30 mbar is not exceeded.

Density of air

Density of air can be determined by followingempiric, formula*:

* This formula is only valid between -20° to 60°C.

Example

At ambient air conditions 20°C and pressure 0.98bar, the density is:

MAN Diesel & Turbo

B 16 00 0 Pressure droop in exhaust gas system 1624460-4.2Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2011.09.19.

Velocities

Engine type Exhaust gas flow Exhaust gas temp.DN

Nominal diameterExhaust gas

velocity

kg/h °C mm m/sec.

5L23/30H, 720/750 rpm

6L23/30H, 720/750 rpm

6L23/30H, 900 rpm

7L23/30H, 720/750 rpm

7L23/30H, 900 rpm

8L23/30H, 720/750 rpm

8L23/30H, 900 rpm

5100

6100

7600

7200

8800

8200

10100

342

342

371

342

371

342

371

350

350

400

400

450

400

450

27.7

33.3

32.7

29.6

30.2

33.9

34.5

5L23/30H Mk2, 720 rpm

6L23/30H Mk2, 720 rpm

7L23/30H Mk2, 720 rpm

8L23/30H Mk2, 720 rpm

5400

6500

7500

8600

342

342

342

342

350

400

400

450

29.2

26.7

31.2

28.2

5L23/30H Mk2, 750 rpm

6L23/30H Mk2, 750 rpm

7L23/30H Mk2, 750 rpm

8L23/30H Mk2, 750 rpm

5600

6700

7900

9000

342

342

342

342

350

400

400

450

30.4

27.9

32.5

29.4

6L23/30H Mk2, 900 rpm

7L23/30H Mk2, 900 rpm

8L23/30H Mk2, 900 rpm

8300

9600

11000

371

371

371

450

450

500

28.3

33.0

30.5

5L28/32H, 720/750 rpm

6L28/32H, 720/750 rpm

7L28/32H, 720/750 rpm

8L28/32H, 720/750 rpm

9L 28/32H, 720/750 rpm

8800

10500

12300

14100

15800

342

342

342

342

342

450

450

500

550

550

28.8

34.5

32.6

30.9

34.6

Density of exhaust gasses ρA ~ 0.6 kg/m3

MAN Diesel & Turbo

3700152-6.2Page 1 (4) Exhaust gas velocity B 16 01 0

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.06.03 - Tier II



velocity

kg/h °C mm m/sec.

5L28/32DF, 720/750 rpm

6L28/32DF, 720/750 rpm

7L28/32DF, 720/750 rpm

8L28/32DF, 720/750 rpm

9L 28/32DF, 720/750 rpm

8800

10500

12300

14100

15800

342

342

342

342

342

450

450

500

550

550

28.8

34.5

32.6

30.9

34.6

5L16/24, 1000 rpm (90 kW)

6L 16/24, 1000 rpm (95 kW)

7L16/24, 1000 rpm (95 kW)

8L16/24, 1000 rpm (95 kW)

9L16/24, 1000 rpm (95 kW)

3100

3900

4500

5200

5800

375

375

375

375

375

300

300

300

400

400

21.1

26.9

31.1

22.6

25.4

5L16/24, 1200 rpm (100 kW)

6L16/24, 1200 rpm (110 kW)

7L16/24, 1200 rpm (110 kW)

8L16/24, 1200 rpm (110 kW)

9L16/24, 1200 rpm (110 kW)

3600

4700

5500

6300

7100

356

356

356

356

356

300

300

400

400

400

23.8

31.4

23.2

26.6

29.9

5L27/38, 720 rpm (300 kW)

6L27/38, 720 rpm (330 kW)

7L27/38, 720 rpm (330 kW)

8L27/38, 720 rpm (330 kW)

9L27/38, 720 rpm (330 kW)

10300

13600

15900

18100

20400

376

376

376

376

376

500

550

600

600

650

28.8

31.4

30.6

35.0

31.8

5L27/38, 750 rpm (320 kW)

6L27/38, 750 rpm (330 kW)

7L27/38, 750 rpm (330 kW)

8L27/38, 750 rpm (330 kW)

9L27/38, 750 rpm (330 kW)

11200

13900

16200

18500

20800

365

365

365

365

365

500

550

600

600

650

30.8

31.6

30.7

35.1

31.9


MAN Diesel & Turbo

B 16 01 0 Exhaust gas velocity 3700152-6.2Page 2 (4)

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.06.03 - Tier II



velocity

kg/h °C mm m/sec.

6L27/38, 720 rpm (350kW)

7L27/38, 720 rpm (350 kW)

8L27/38, 720 rpm (350 kW)

9L27/38, 720 rpm (350 kW)

14400

16800

19200

21600

388

388

388

388

550

600

650

650

33.9

33.0

30.5

34.3

6L27/38, 750 rpm (350kW)

7L27/38, 750 rpm (350 kW)

8L27/38, 750 rpm (350 kW)

9L27/38, 750 rpm (350 kW)

14700

17100

19500

22000

382

382

382

382

550

600

650

650

34.3

33.2

30.7

34.6

5L21/31, 900 rpm (200 kW)

6L21/31, 900 rpm (220 kW)

7L21/31, 900 rpm (220 kW)

8L21/31, 900 rpm (220 kW)

9L21/31, 900 rpm (220 kW)

7400

9800

11400

13000

14600

334

334

334

334

334

400

450

500

500

550

30.2

31.7

29.8

34.0

31.6

5L21/31, 1000 rpm (200 kW)

6L21/31, 1000 rpm (220 kW)

7L21/31, 1000 rpm (220 kW)

8L21/31, 1000 rpm (220 kW)

9L21/31, 1000 rpm (220 kW)

7400

9700

11400

13000

14600

349

349

349

349

349

400

450

500

500

550

30.8

32.1

30.5

34.8

32.4


MAN Diesel & Turbo

3700152-6.2Page 3 (4) Exhaust gas velocity B 16 01 0

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.06.03 - Tier II

The exhaust gas velocities are based on the pipe dimensions in the table below

DNNominal diameter

D1mm

D2mm

Tmm

Flow areaA

10-3 m2

300 323.9 309.7 7.1 75.331

350 355.6 339.6 8.0 90.579

400 406.4 388.8 8.8 118.725

450 457.0 437.0 10.0 149.987

500 508.0 486.0 11.0 185.508

550 559.0 534.0 12.5 223.961

600 610.0 585.0 12.5 268.783

650 660.0 650.0 5.0 331.830

MAN Diesel & Turbo

B 16 01 0 Exhaust gas velocity 3700152-6.2Page 4 (4)

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.06.03 - Tier II

Description

The tendency to fouling on the gas side of turbo-chargers depends on the combustion conditions,which are a result of the load and the maintenancecondition of the engine as well as the quality of thefuel oil used.

Fouling of the gas ways will cause higher exhaustgas temperatures and higher wall temperatures ofthe combustion chamber components and will alsolead to a higher fuel consumption rate.

Tests and practical experience have shown thatradial-flow turbines can be successfully cleaned bythe dry cleaning method.

This cleaning method employs cleaning agents con-sisting of dry solid bodies in the form of granules. Acertain amount of these granules, depending on theturbocharger size, is, by means of compressed air,blown into the exhaust gas line before the gas inletcasing of the turbocharger.

The injection of granules is done by means of work-ing air with a pressure of 5-7 bar.

On account of their hardness, particularly suitedblasting agents such as nut-shells, broken or artifi-cially shaped activated charcoal with a grain size of1.0 mm to max. 1.5 mm should be used as clean-ing agents.

The solid bodies have a mechanical cleaning effectwhich removes any deposits on nozzle vanes andturbine blades.

Dry cleaning can be executed at full engine loadand does not require any subsequent operatingperiod of the engine in order to dry out the exhaustsystem.

Experience has shown that regular cleaning inter-vals are essential to successful cleaning, as ex-ces-sive fouling is thus avoided. For cleaning intervalssee the instruction book.

The cleaning intervals can be shorter or longerbased on operational experience.

Cleaning system

The cleaning system consists of a cleaning agentcontainer (2) with a capacity of approx. 0.5 litersand a removable cover. Furthermore the systemconsists of an air valve (3), a closing valve (1) andtwo snap on connectors.

The position numbers (2) and (3) indicate the sys-tem's "blow-gun". Only one "blow-gun" is used foreach engine plant. The blow-gun is working accord-ing to the ejector principle with pressure air (workingair) at 5-7 bar as driven medium. Injection timeapprox. 2 min. Air consumption approx. 5 Nm3/2min.

1 Closing valve 2 Container

3 Air valve 4 Working air inlet

5 Exhaust pipe 6 Snap coupling

Figure 1: Arrangement of dry cleaning of turbocharger - turbine

MAN Diesel & Turbo

1665763-5.2Page 1 (3)

Cleaning the turbocharger in service, dry cleaning -turbine

B 16 01 1

L16/24, L21/31, L27/38

2000.03.13. - NG

MAN Diesel & Turbo

B 16 01 1Cleaning the turbocharger in service, dry cleaning -

turbine1665763-5.2

Page 2 (3)

L16/24, L21/31, L27/38

2000.03.13. - NG

MAN Diesel & Turbo

1665763-5.2Page 3 (3)

Cleaning the turbocharger in service, dry cleaning -turbine

B 16 01 1

L16/24, L21/31, L27/38

2000.03.13. - NG

Description

The tendency of fouling on the gas side of turbo-chargers depends on the combustion conditions,which are a result of the load on, and the mainte-nance condition of the engine as well as the qualityof the fuel oil used.

Fouling of the gas ways will cause high exhaust gastemperatures, and high surface temperatures of thecombustion chamber components, and will lead toa lower performance.

Tests and practical experience have shown thatradial- flow turbines can be successfully cleaned byinjecting water into the inlet pipe of the turbine. Theefficiency of the cleaning is based on the water sol-ubility of the deposits, and on the chemical action ofthe impinging water droplets as well as the waterflow rate.

The necessary water flow depends on the gas flowand the gas temperature. Sufficient water must beinjected in such way that the entire flow will notevaporate. About 0.25 l/min. will flow through thedrainage opening in the gas outlet ensuring that suf-ficient water has been injected. Washing time : Max. 10 min.

Service experience has shown that the above-men-tioned water flow gives the optimal efficiency of thecleaning. If the water flow is reduced, the cleaningwill be reduced or disappear. If the recommendedwater flow is exceeded, there is a risk of an accu-mulation of water in the turbine casing which maycause speed reduction of the turbocharger.

The best cleaning effect is obtained by cleaning atlow engine load approx. 20% MCR. Cleaning at lowload will reduce temperature shocks.

Experience has shown that regular washing isessential to successful cleaning, as excessive foul-ing is thus avoided. Weekly washing during opera-tion is therefore recommended.

The cleaning intervals can be shorter or longerbased on operational experience.

The water should be supplied from the fresh watersanitary system and not from the fresh coolingwater system nor from the sea water system. Nocleaning agents or solvents need to be added tothe water. Water consumption 1.5-5 l/min.

Water washing system

The water washing system consists of a pipe sys-tem equipped with a regulating valve, a manoeu-vring valve, a 3-way cock, and a drain pipe with adrain valve from the gas outlet.

The water for washing the turbine is supplied fromthe external fresh water system through a flexiblehose with couplings. The flexible hose has to bedisconnected after water washing.

By activating the manoeuvring valve and the regu-lating valve, water is led through the 3-way cock tothe exhaust pipe intermediate flange. It is equippedwith a channel to lead the water to the gas inlet ofthe turbocharger.

The water which has not evaporated is led outthrough the drain pipe in the gas outlet.

MAN Diesel & Turbo

1655201-2.2Page 1 (1) Water washing of turbocharger - turbine B 16 01 2

L16/24, L21/31

2004.07.05 - NG

Dimensions

Dimensions

Engine type A B C

5-7L21/31

8-9L21/31

792

792

740

790

2182.5

2289

Exhaust flange D. mating dimensions

Engine type DN (mm)

OD (mm)

T (mm)

PCD (mm)

Hole size(mm)

No of holes

5L21/31, 900/1000 rpm (TCR16)

6L21/31, 900/1000 rpm (TCR16)

7L21/31, 900/1000 rpm (TCR18)8L21/31, 900/1000 rpm (TCR18)

9L21/31, 900/1000 rpm (TCR18)

400

450

500

550

540

595

645

703

20

20

20

20

495

550

600

650

22

22

22

22

16

16

20

20

MAN Diesel & Turbo

3700048-5.0Page 1 (1) Position of gas outlet on turbocharger B 16 02 0

L21/31

2010.11.15 - Tier II

Design

The operating of the silencer is based on theabsorption system. The gasflow passes straightthrough a perforated tube, surrounded by highlyeffecient sound absorbing material, thus giving anexcellent attenuation over a wide frequency range.

The silencer is delivered without insulation and fas-tening fittings.

MAN Diesel & Turbo

3700051-9.0Page 1 (2) Silencer without spark arrestor, damping 35 dB (A) E 16 04 3

L21/31

2010.11.15. - Tier II

Installation

The silencer may be installed, vertically, horizontallyor in any position close to the end of the piping.

Pressure loss

The pressure loss will not be more than in a straighttube having the same length and bore as thesilencer. Graphic shows pressure loss in relation tovelocity.

MAN Diesel & Turbo

E 16 04 3 Silencer without spark arrestor, damping 35 dB (A) 3700051-9.0Page 2 (2)

L21/31

2010.11.15. - Tier II

Design

The operating of the silencer is based on theabsorption system. The gasflow passes straightthrough a perforated tube, surrounded by highlyeffecient sound absorbing material, thus giving anexcellent attenuation over a wide frequency range.

The operation of the spark arrestor is based on thecentrifugal system. The gases are forced into arotary movement by means of a number of fixed

blades. The solid particles in the gases are thrownagainst the wall of the spark arrestor and collectedin the soot box. (Pressure loss, see graphic.)

The silencer is delivered without insulation and fas-tening fittings.

MAN Diesel & Turbo

3700052-0.0Page 1 (2) Silencer with spark arrestor, damping 35 dB (A) E 16 04 6

L21/31

2011.11.14. - Tier II

Installation

The silencer/spark arrestor has to be installed asclose to the end of the exhaust pipe as possible.

MAN Diesel & Turbo

E 16 04 6 Silencer with spark arrestor, damping 35 dB (A) 3700052-0.0Page 2 (2)

L21/31

2011.11.14. - Tier II

Speed Control System

B 17

General

The engine can be started and loaded according tothe following procedure:

A) Normal start without preheated cooling water.Only on MDO. Continuous lubricating.

B) Normal start with preheated cooling water. OnMDO or HFO. Continuous lubricating.

C) Stand-by engine. Emergency start, with pre-heated cooling water, continuous prelubricating. OnMDO or HFO.

Above curves indicates the absolute shortes timeand we advise that loading to 100% takes somemore minutes.

Starting on HFO

During shorter stops or if the engine is in a standbyposition on HFO, the engine must be preheatedand HFO viscosity must be in the range 12-18 cSt.

If the engine normally runs on HFO, preheated fuelmust be circulated through the engine while pre-heating, although the engine has run or has beenflushed on MDO for a short period.

Starting on MDO

For starting on MDO there are no restrictionsexcept for the lub. oil viscosity which may not behigher than 1500 cSt (10°C SAE 40).

Initial ignition may be difficult if the engine and theambient temperature are lower than 5°C and thecooling water temperature is lower than 15°C.

Prelubricating

Continuous prelubricating is standard. Intermittentprelubricating is not allowed for stand-by engines.

If the prelubrication has been switch-off for morethan 20 minutes the start valve will be blocked.

MAN Diesel & Turbo

1655204-8.7Page 1 (1) Starting of engine B 17 00 0

L16/24, L21/31, L27/38

2011.01.10 - NG

Running the GenSet as diesel electricpropulsion

Figure 1: .When using the GenSet as diesel electric propulsionthe curves in fig. 1 is to be followed.

During Diesel Electrical Propulsion normally theGenerators are running in isochronous load sharingto improve load sharing during high load transients.

A proper load curve is to be set in the propulsionsystem to get as smooth load sharing and engineperformance as possible.

Isochronous load sharing is done on two possibleways.

1. Using the standard system where the enginecontrol system is working as speed governor.For load sharing a load sharing devise is usedfor fast and proper load sharing.

2. An external speed governor is used for speedcontrol and proper load control.

Both systems requires additional interface to thepower management system and the main switch-board.

Windmilling protection

If no loaded engines (fuel admission at zero) arebeing driven by the propeller, this is called "windmil-ling". The permissible period for windmilling is short,as windmilling may result in opening circuit breakerdue to reverse power. The vessels total hotel con-sumption might very well be lower that the reversepower set point for the connected GenSets.

Please be aware that fuel admission below “0” can-not be controlled by the governors or load sharingdevice.

MAN Diesel & Turbo

3700225-8.0Page 1 (1) Load curves for diesel electric propulsion B 17 00 0

L32/40, L16/24, L21/31, L27/38

2013.03.26

Engine operation under arctic conditions

Arctic condition is defined as:

Ambient air temperature below +5°C

If engines operate under arctic conditions (intermit-tently or permanently), the engine equipment andplant installation have to meet special design fea-tures and requirements. They depend on the possi-ble minimum air intake temperature of the engineand the specification of the fuel used.

Special engine design requirements

If arctic fuel oil (with very low lubricating properties)is used, the following actions are required:

Fuel injection pump:

▪ The maximum allowable fuel temperatures haveto be kept.

▪ Only in case of conventional injection system,dependent on engine type installation and acti-vation of sealing oil system may be necessary,because low viscosity of the fuel can cause anincreased leakage and the lube oil will possiblybeing contaminated.

Engine equipment

SaCoS/SaCoSone

SaCoS/SaCoSone equipment is suitable to be storedat minimum ambient temperatures of -15°C.

In case these conditions cannot be met. Protectivemeasures against climatic influences have to betaken for the following electronic components:

▪ EDS Databox APC620

▪ TFT-touchscreen display

▪ Emergency switch module BD5937

These components have to be stored at places,where the temperature is above –15°C.

▪ A minimum operating temperature of ≥ +5°Chas to be ensured. That’s why an optional elec-tric heating has to be used.

Alternators

Alternator operation is possible according to suppli-ers specification.

Plant installation

Intake air conditioning

▪ Air intake of the engine and power house/engine room ventilation have to be two differentsystems to ensure that the power house/engine room temperature is not too low causedby the ambient air temperature.

▪ It is necessary to ensure that the charge aircooler cannot freeze when the engine is out ofoperation (and the cold air is at the air inletside).

An air intake temperature of the engine ≥ 5°Chas to be ensured by preheating.

Ventilation of power house/engine room:

▪ The air of the power house/engine room ventila-tion must not be too cold (preheating is neces-sary) to avoid the freezing of the liquids in thepower house/engine room) systems.

▪ Minimum powerhouse/engine room tempera-ture for design ≥ +5°C

Coolant and lube oil systems:

▪ HT and lube oil system has to be preheated asspecified in the relevant chapters of the projectguide for each individual engine.

▪ If a concentration of anti-freezing agents of > 50% is needed, please contact MAN Diesel &Turbo for approval.

▪ For information regarding engine cooling waterplease see chapter "Cooling water system".

Insulation:

▪ The design of the insulation of the piping sys-tems and other plant parts (tanks, heatexchanger etc.) has to be modified anddesigned for the special requirements of arcticconditions.

Heat tracing:

▪ To support the restart procedures in cold condi-tion (e.g. after unmanned survival mode duringwinter), it is recommended to install a heat trac-ing system in the piping to the engine.

Note! A preheating of the lube oil has to be ensured. If theplant is not equipped with a lube oil separator (e.g.plants only operation on MGO) alternative equip-ment for preheating of the lube oil to be provided.For plants taken out of operation and cooled down

MAN Diesel & Turbo

1689459-9.0Page 1 (2) Engine operation under arctic conditions B 17 00 0

L16/24, L21/31, L27/38

2011.03.212012-10-01 - en

below temperatures of +5°C additional specialmeasures are needed – in this case please contactMAN Diesel & Turbo.

MAN Diesel & Turbo

B 17 00 0 Engine operation under arctic conditions 1689459-9.0Page 2 (2)

L16/24, L21/31, L27/38

2011.03.212012-10-01 - en

Actuator types

As standard, the engines are equipped with anelectro-hydraulic actuator, make RegulateursEuropa, type 2800; or make Woodward, typeUG25+. Speed Control is carried out via SaCoSone

GENSET.

Actuator signal

Actuator input signal

Regulateurs Europa,type 2800

0-1 A nominal operatingrange

Woodward,type UG25+

4-20mA nominal operatingrange

Speed adjustment range

Speed adjustment range is adjustable in SaCoSone.

Droop

Droop is adjustable in SaCoSone.

MAN Diesel & Turbo

1689484-9.0Page 1 (1) Actuators B 17 01 2

L32/40, L16/24, L21/31, L27/38

2010.04.05 - SaCoSone

Safety and Control System

B 19

MAN Diesel & Turbo

Normal Value at Full load at ISO conditions

Alarm Set point

Autostop of engine

Acceptable value at shop test or after

repairDelaysec.

Operation Data & Set Points

L21/31

B 19 00 0

13.33 - Tier II

3700060-3.7Page 1 (4)

80° C

3.5 bar

1.5 bar

0.12 bar (H)

1.05 bar

Low levelHigh level

High level100° C

4 K

100° C

3 bar3-6 bar (E)

High level

0.4 + (B) bar

0.4 + (B) bar

90° C

600° C (N)

480° C (N)

average (K)± 50° C± 100° C

450° C450° C

Lubricating Oil System

Temp. after cooler (inlet filter) SAE 40

Pressure after filter(inlet engine)

Pressure drop across filter

Prelubricating pressure

Pressure inlet turbocharger

Lub. oil level in base frame

Pressure before filter

Crankcase protection (M)

Temp. main bearing

Fuel Oil System

Pressure after filter MDO HFO

Leaking oil

Temperature inlet engine MDO HFO

Cooling Water System

Press. LT system, inlet engine

Press. HT system, inlet engine

Temp. HT system, outlet engine

Temp. LT system, inlet engine

Exhaust Gas and Charge Air

Exh. gas temp. before TC

Exh. gas temp. outlet cyl.

Diff. between individual cyl.

Exh. gas temp. after TC200 kW/cyl220 kW/cyl

Ch. air press. after cooler

Ch. air temp. after cooler

TI 21

PI 22

PDAH 21-22

(PI 22)

PI 23

PI 21

TI 29

PI 40PI 40

TI 40TI 40

PI 01

PI 10

TI 12

TI 01

TI 62

TI 60

TI 61TI 61

PI 31

TI 31

68-73° C

4.2-5.0 bar

0.1-1 bar

0.13-1.5 bar

1.3-2.2 bar(C)

4.5-5.5 bar

80-95° C

3.5-6 bar4-16 bar (A)

30-40°C110-150°C

2.5-4.5 bar

2.0-5.0 bar

75-85°C

30-40°C

510-560° C

350-450° C

250-350° C300-380° C

3.2-3.5 bar

40-55° C

TAH 21

PAL 22

PDAH 21-22

PAL 25

PAL 23

LAL 28LAH 28

LAH 92TAH 58

TDAH 58

TAH 29

PAL 40PAL 40

LAH 42

PAL 01

PAL 10

TAH 12

TAH 62

TAH 60

TAD 60

TAH 61TAH 61

<73° C

>4.5 bar

<0.5 bar

<1.0 bar

>1.3 bar

>1.8 bar

>1.8-<6 bar

<85° C

average±25° C

<55° C

PSL 22PSL 22

LSH 92TSH 58

TDSH 58

TSH 29

TSH 12TSH 12

3.0 bar3.0 bar (D)

High level105° C

5 K

105° C

95° C95° C (D)

3

3

3

60

3

3030

333

3

55

5

3

3

3

30

30

120

3030

10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change

MAN Diesel & Turbo

Normal Value at Full load at ISO conditions

Alarm Set point

Autostop of engine

Acceptable value at shop test or after

repairDelaysec.

For these alarms (with underscore) there are alarm cut-out at engine standstill.

Operation Data & Set PointsB 19 00 0

L21/31

13.33 - Tier II

3700060-3.7Page 2 (4)

Compressed Air System

Press. inlet engine Speed Control System

Engine speed elec.

Turbocharger speed

Alternator

Cooling water leakage

Winding temperature

Miscellaneous

Start failure

Stop signal

Stop failure

Engine run

Ready to start

PI 70

SI 90

SI 90

SI 89

LAH98

TI 98

SI 90

7-8 bar

1000 rpm

900 rpm

(L)

100° C

900/1000 rpm

PAL 70

SAH 81

SAH 81

SAH 89

LAH98

TAH 98

SX 83

SS 84

SX 84

SS 90A

SS 87

6.5 bar

1130 rpm

1017 rpm

(J)

switch

130° C

switch (G)

switch (F)

switch

(I)

switch

15

0

0

3

3

3

10

0

30

0

>7.0-<8 bar

SSH 81

SSH 81

1150 rpm (D)

1035 rpm (D)

MAN Diesel & Turbo

Fig 1 Set point curve.

Operation Data & Set Points

L21/31

B 19 00 0

13.33 - Tier II

3700060-3.7Page 3 (4)

Remarks to Individual Parameters

A. Fuel Oil Pressure, HFO-operation

When operating on HFO, the system pressure must be sufficient to depress any tendency to gasification of the hot fuel.

The system pressure has to be adjusted according to the fuel oil preheating temperature.

B. Cooling Water Pressure, Alarm Set Points

As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure. The static pressure set point can be adjusted in the display module.

C. Lub. Oil Pressure, Offset Adjustment

The read outs of lub. oil pressure has an offset adjustment because of the transmitter placement. This has to be taken into account in case of test and calibration of the transmitter.

D. Software Created Signal

Software created signal from PI 22, TI 12, SI 90.

E. Set Points depending on Fuel Temperature

F. Start Interlock

The following signals are used for start interlock/blocking:

1) Turning must not be engaged 2) Engine must not be running 3) "Remote" must be activated 4) No shutdowns must be activated. 5) The prelub. oil pressure must be OK, 20 min. after stop. 6) "Stop" signal must not be activated

G. Start Failure

Start failure is generated if engine speed has not exceeded the ignition speed limit within a defined span of time or engine speed has not exceeded the minimum speed limit within a defined span time.

Start failure alarm is automatically reset after engine is standstill.

H. Alarm Hysterese and Set Point

On all alarm points (except prelub. oil pressure) a hysterese of 0.1 bar are present. On prelub. oil pres-sure alarm the hysterese is 0.02 bar.

The alarm set point for prelub. oil pressure is only valid if lubricating oil temperature is below 62° C.

I. Engine Run Signal

The signal SS90A indicates engine running for exter-nal systems like Power Management System.

The engine run signal SS90A is set if engine exceeds "95% of engine nominal speed".The engine run signal SS90A is used to release the generator synchronizing.

J. Limits for Turbocharger Overspeed Alarm(SAH 89)

Engine type 900 rpm 1000 rpm

5L21/31 / TCR16 47,627 47,627

6L21/31 / TCR16 47,627 47,627

7L21/31 / TCR18 39,285 39,285

8L21/31 / TCR18 39,285 39,285

9L21/31 / TCR18 39,285 39,285

MAN Diesel & Turbo

K. Exhaust Gas Temperatures

The exhaust gas temperature deviation alarm is normally:

Engine load < 25% TAD = ± 100° C

Engine load > 25% TAD = ± 50° C

L. Turbocharger Speed

Normal value at full load of the turbocharger is de-pendent on engine type (cyl. no) and engine rpm. The value given is just a guide line. Actual values can be found in the acceptance test protocol.

Operation Data & Set PointsB 19 00 0

L21/31

13.33 - Tier II

3700060-3.7Page 4 (4)

M. Crankcase Protection

For engines above 2250 kW or bore > 300 mm, crankcase protection is standard for marine appli-cation. The system is optional for smaller engines. This will be done by an oil mist detector (LAH/LSH 92) as standard or with a splash oil/crankcase pro-tection system (TAH/TSH/TDAH/TDSH 58 + TAH/TSH 29) as option.

N. Alarm at 110% load

Please note that alarm can be activated at load above 100% under some ambient conditions.

EN

GIN

E A

UT

OM

AT

ION

MAN Diesel &Turbo SE SaCoSone GENSET System description

Revision 1.5

GS

System description

SaCoSone GENSET

Created: 03.08.2009 Karger This document is property of MAN Diesel & Turbo SE and is entrusted to whom it has been handed over. Copying and communicating to third parties is only permitted with written consent of MAN Diesel & Turbo!

Page 2 of 13 Last change: 16.08.2010 Karger Released:

SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

Revision History

Revision Date Name Comments

0.1 03.08.2009 Karger First issue

0.2 04.08.2009 Karger Interface overview added

0.3 07.08.2009 Brendle Formal modifications

0.4 11.08.2009 Karger Interface overview and description corrected

0.5 14.08.2009 Karger Modbus list added, measurements of the units added,

interface overview modified and corrected, power

supply scheme added

0.6 23.09.2009 Brendle Speed governing signals modified

0.7 04.11.2009 Karger Interface overview modified, detailed interface

description added, Modbus ASCII description added

0.8 12.11.2009 Karger Interface overview modified, GenSet picture corrected

0.9 13.01.2010 Karger Updated due to comments from Mr. Bojtas

0.10 11.02.2010 Karger Interface description outsourced to independent

document

1.0 18.02.2010 Karger Measurements, weight and serial interface added

1.1 20.02.2010 Karger Updated due to comments from H. Cevik

1.2 09.03.2010 Karger Interface description for Crankcase Monitoring Unit

added

1.3 28.05.2010 Karger Chapter “2.3 Speed control system” modified

1.4 14.06.2010 Karger Chapter “2.3 Speed control system” and power supply

modified

1.5 16.08.2010 Karger Chapter 3.8.: corrected power supply for safety system

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

Table of Contents

1 General information .................................................................................................... 4

1.1 Control Unit ................................................................................................................... 4

1.2 Connection Box ............................................................................................................. 5

1.3 System bus .................................................................................................................... 6

1.4 Technical data ............................................................................................................... 7

2 System description ..................................................................................................... 7

2.1 Safety system ................................................................................................................ 8

2.2 Alarm/monitoring system ............................................................................................. 9

2.3 Speed Control System .................................................................................................. 9

3 Interfaces to external systems ................................................................................. 11

3.1 Overview ...................................................................................................................... 11

3.2 Data Machinery Interface ............................................................................................ 12

3.3 Generator Control ....................................................................................................... 12

3.4 Power Management ..................................................................................................... 12

3.5 Remote control ............................................................................................................ 12

3.6 Ethernet interface ........................................................................................................ 12

3.7 Serial interface............................................................................................................. 12

3.8 Power supply ............................................................................................................... 12

3.9 Crankcase Monitoring Unit (optional) ........................................................................ 13

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

1 General information This document is valid for the following engine types:

L16/24

L21/31

L27/38

The monitoring and safety system SaCoSone GENSET serves for complete engine operation,

control, monitoring and safety of GenSets. All sensors and operating devices are wired to the

engine-attached units.

The SaCoSone design is based on high reliable and approved components as well as modules

specially designed for installation on medium speed engines. The used components are

harmonised to a homogenously system. The whole system is attached to the engine cushioned

against vibration.

SaCoSone GENSET mounted on a L16/24 GenSet (Probable Layout)

1.1 Control Unit

The Control Unit includes a highly integrated Control Module for engine control, monitoring and

alarm system (alarm limits and delay). The module collects engines measuring data and

transfers most measurements and data to the ship alarm system via Modbus.

Furthermore, the Control Unit is equipped with a Display Module. This module consists of a

touchscreen and an integrated PLC for the safety system. The Display Module also acts as

safety system for over speed, low lubrication oil pressure and high cooling water temperature.

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

The Display Module provides the following functions:

safety system

visualisation of measured values and operating values on a touchscreen

engine operation via touchscreen

The safety system is electrically separated from the control system due to requirements of the

classification societies.

For engine operation, additional hardwired switches are available for relevant functions.

The system configuration can be edited via an Ethernet interface at the Display Module.

Prototype of the SaCoSone GENSET

1.2 Connection Box

The Connection Box is the central connecting and distribution point for the 24 VDC power

supply of the whole system.

Furthermore it connects the Control Unit with the GenSet, the ship alarm system and the

optional crankcase monitoring.

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

Display Module

Control Module

Sensors

at engine

Sensors

at engine

Connection Box

terminal block

to generator

to ship

alarm systemCo

ntr

ol U

nit

to ship

alarm system

Lub. oil

press.

HTCW

temp.

1.3 System bus

The SaCoSone system is equipped with a redundant bus based on CAN. The bus connects all

system modules. This redundant bus system provides the basis data exchange between the

modules. The control module operates directly with electro-hydraulic actuator.

control

module

display

module

co

ntr

ol b

us

Ethernet system

configuration

el.-hydraulic

actuator

control

moduleRS422/RS485

safety system

ship alarm

system

engine control

speed control

alarm system

display

operation

safety system

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

1.4 Technical data

Example shows the dimensions of L16/24

L16/24 L21/31 L27/38

Width 400 mm 400 mm 400 mm

Height 480 mm 565 mm 480 mm

Length 869 mm 1168 mm 1323 mm

Length overall 902 mm 1201 mm 1356 mm

Weight 60 kg 60 kg 65 kg

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

2 System description

2.1 Safety system

Safety functions

The safety system monitors all operating data of the engine and initiates the required actions,

i.e. engine shut-down, in case the limit values are exceeded. The safety system is integrated

the Display Module.

The safety system directly actuates the emergency shut-down device and the stop facility of

the speed governor.

Auto shutdown

Auto shutdown is an engine shutdown initiated by any automatic supervision of engine internal

parameters.

Emergency stop

Emergency stop is an engine shutdown initiated by an operator manual action like pressing an

emergency stop button. An emergency stop button is placed at the Control Unit on engine. For

connection of an external emergency stop button there is one input channel at the Connection

Box.

Engine shutdown

If an engine shutdown is triggered by the safety system, the emergency stop signal has an

immediate effect on the emergency shut-down device and the speed control. At the same time

the emergency stop is triggered, SaCoSone issues a signal resulting in the generator switch to

be opened.

Shutdown criteria

Engine overspeed

Failure of both engine speed sensors

Lube oil pressure at engine inlet low

HT cooling water temperature outlet too high

High bearing temperature/deviation from Crankcase Monitoring System. (optional)

High oilmist concentration in crankcase. (optional)

Remote Shutdown. (optional)

o Differential protection (optional)

o Earth connector closed (optional)

o Gas leakage (optional)

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

2.2 Alarm/monitoring system

Alarming

The alarm function of SaCoSone supervises all necessary parameters and generates alarms to

indicate discrepancies when required. The alarms will be transferred to ship alarm system via

Modbus data communication.

Self-monitoring

SaCoSone carries out independent self-monitoring functions. Thus, for example the connected

sensors are checked constantly for function and wire break. In case of a fault SaCoSone reports

the occurred malfunctions in single system components via system alarms.

Control

SaCoSone controls all engine-internal functions as well as external components, for example:

Start/stop sequences: Local and remote start/stop sequence for the GenSet. Activation of start device. Control (auto start/stop signal) regarding prelubrication oil

pump. Monitoring and control of the acceleration period.

Jet system: For air fuel ratio control purposes, compressed air is lead to the turbocharger at start

and at load steps.

Control signals for external functions: Nozzle cooling water pump (only engine type 32/40) HT cooling water preheating unit Prelubrication oil pump control

Redundant shutdown functions: Engine overspeed Low lub. oil pressure inlet engine High cooling water temperature outlet engine

2.3 Speed Control System

Governor

The engine electronic speed control is realized by the Control Module. As standard, the engine

is equipped with an electro-hydraulic actuator.

Speed adjustment

Local, manual speed setting is possible at the Control Unit with a turn switch.

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

Remote speed setting is either possible via 4-20mA signal or by using hardwired lower/raise

commands.

Speed adjustment range

Between -5% and +10% of the nominal speed at idle running.

Droop

Adjustable by parameterisation tool from 0-5% droop.

Load distribution

By droop setting.

Engine stop

Engine stop can be initiated local at the display module and remote via a hardware channel or

the bus interface.

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

3 Interfaces to external systems

3.1 Overview

A detailed signal description is available on the GS Product page in the document

“SaCoSone.GenSet.Interface_description_Vx.x.docx”. (Available as PDF)

Connection

BoxControl Unit

Control Module

Ship alarm system/

Ext. Control

Alternator

Temp. winding

L1-L3

Temp. alternator

front bearing*Temp. alternator

rear bearing*

CA

N1

CA

N 2

Alternator load*

Alternator CW

leakage alarm*

Emergency

generator mode*

Temp. winding

L1-L3

Temp. alternator

front bearing*Temp. alternator

rear bearing*

Alternator load*

Alternator CW

leakage alarm*

Emergency

generator mode*

Stop from engine

Remote stop

Remote start

Remote reset of alarms*

Actuator (Governor)

Common alarm

Ready to start

Engine is running

Start prelub. oil pump

Start preheater control

Start failure

Remote shutdown*

term

ina

l b

lock

Common shutdown

Engine is running

term

ina

l

blo

ck

CCM prealarm

CC

M A

uto

sh

utd

ow

n

CC

M s

yste

m fa

ilure

Display Module

Crankcase

Monitoring *

Legend:

––– DI/DO = Digital Input/Digital Output

––– AI/AO = Analogue Input/Analogue Output

––– RS422/RS485 = Modbus RTU

––– CAN = CAN connection

* = option

** = only 32/40

external systems GenSet

Remote stop

Remote start

Remote reset

of alarms*

Actuator (Governor)

Common alarm

Ready to start

Engine is running

Start prelub.

oil pump

Start preheater

control

Start failure

Stop from engine

Remote shutdown*

Common shutdown

Engine is running

CCM Prealarm

CCM Autoshutdown

CCM system failure

R422/RS485R422/RS485

USB 2.0A

EF12LW

Ethernet

Selector switch

local/remote

Selector switch

local/remote

Remote – lower speed

Remote – raise speed

Remote – lower speed

Remote – raise speed

Governor

Engine speed

TC Speed

Speed setpoint

Engine speed

TC Speed

Speed setpoint

Start cylinder lubrication**Start cylinder

lubrication**

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

3.2 Data Machinery Interface

This interface serves for data exchange to ship alarm systems or integrated automation

systems (IAS).

The status messages, alarms and safety actions, which are generated in the system, can be

transferred. All measuring values and alarms acquired by SaCoSone GENSET are available for

transfer.

The following MODBUS protocols are available:

MODBUS RTU (Standard)

MODBUS ASCII (for retrofits)

For a detailed description of these protocols see the document “SaCoSone GENSET,

Communication from the GenSet”.

3.3 Generator Control

SaCoSone provides inputs for all temperature signals for the temperatures of the generator

bearings and generator windings.

3.4 Power Management

Hardwired interface for remote start/stop, speed setting, alternator circuit breaker trip etc.

3.5 Remote control

For remote control several digital inputs are available.

3.6 Ethernet interface

The Ethernet interface at the Display Module can be used for the connection of SaCoSone

EXPERT.

3.7 Serial interface

CoCoS-EDS can be connected to a serial RS485 interface.

3.8 Power supply

The plant has to provide electric power for the automation and monitoring system. In general a

redundant, uninterrupted 24V DC (+20% -30% and max ripple 10%) power supply is required

for SaCoSone.

The alarm system requires a 24V DC, 12,5 A uninterrupted power supply with a 16 A pre-fuse.

The safety system requires a 24V DC, 8,5 A uninterrupted power supply with a 10 A pre-fuse.

GS

System description

SaCoSone GENSET



SaC

oS

one.G

EN

SE

T_

Syste

m d

escrip

tio

n_m

_en_V

1.5

.docx

Control Unit

Control Module

Connection Box

main

switchboard

emergency

switchboard

AC

DC

AC

DC

MA

N s

up

ply

uninterruptible

power supply

Ya

rd s

up

ply

24VDC

24VDC

Display Module

10

A

16

A

3.9 Crankcase Monitoring Unit (optional)

SaCoSone GENSET provides an interface to an optional Crankcase Monitoring Unit. This unit is

not part of SaCoSone GENSET and is not scope of supply. If applied, it is delivered as stand-

alone system in an extra control cabinet.

MAN Diesel & Turbo

SaC

oSon

e G

ENS

ET

SaCoSone GENSET

Communication from GenSet

Revision ............................................. 1.6

MAN Diesel & Turbo

R

evis

ion

his

tory

Revision history

Rev. Description Date Department

ESPP

ESPP

ESPP

ESPP

ESPP

ESPP

ESPP

ESPP

ESPP

MAN Diesel & Turbo 86224 Augsburg, Germany Phone +49 821 322-0 Fax +49 821 322-3382 [email protected] www.mandieselturbo.com Copyright © 2011 MAN Diesel & Turbo All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

MAN Diesel & Turbo

Tab

le o

f C

onte

nts

Table of Contents

1 Data Bus Interface (Machinery Alarm System) ................................................................ 1

2 Modbus RTU protocol ......................................................................................................... 2

2.1 Settings ..................................................................................................................................... 2

2.2 Function Codes ......................................................................................................................... 2

2.3 Message Frame Separation ....................................................................................................... 3

2.4 Provided Data ........................................................................................................................... 3

2.4.1 Contents of List of Signals ......................................................................................................... 3

2.4.2 Live Bit ...................................................................................................................................... 3

3 Modbus ASCII protocol ...................................................................................................... 4

3.1 General ..................................................................................................................................... 4

3.2 Protocol Description .................................................................................................................. 4

3.3 Data Format .............................................................................................................................. 6

4 Modbus list ......................................................................................................................... 8

MAN Diesel & Turbo

Ta

ble

of

Con

ten

ts

MAN Diesel & Turbo

1

Dat

a B

us

Inte

rfac

e (M

ach

iner

y A

larm

Sys

tem

)

SaC

oS

one.G

EN

SE

T_C

om

munic

atio

n_m

_en_1

.6.d

ocx

1 Data Bus Interface (Machinery Alarm System)

This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).

The status messages, alarms and safety actions, which are generated in the system, can be transferred. All measuring values and alarms acquired by SaCoSone GENSET are available for transfer.

The following Modbus protocols are available:

Modbus RTU (Standard)

Modbus ASCII

Modbus TCP (only for CoCoS-EDS)

The Modbus RTU protocol is the standard protocol used for the communica-tion from the GenSet. For the integration in older automation system, Mod-bus ASCII is also available. Modbus TCP is only available for the connection of CoCoS-EDS via Gateway Module.

2

MAN Diesel & Turbo

Mod

bu

s R

TU p

roto

col

SaC

oS

one.G

EN

SE

T_C

om

munic

atio

n_m

_en_1

.6.d

ocx

2 Modbus RTU protocol

The Modbus RTU protocol is the standard protocol used for the communica-tion from the GenSet.

The bus interface provides a serial connection. The protocol is implemented according to the following definitions:

Modbus application protocol specification, Modbus over serial line speci-fication and implementation guide,

Important For serial Modbus communication the following hardware require-ments must be observed:

Control Module S: Modbus RTU and Modbus ASCII possible

Gateway Module: only Modbus RTU available

There are two serial interface standards available:

RS422 – Standard, 4 + 2 wire (cable length <= 100m), cable type as specified by the circuit diagram, line termination: 120 Ohms

RS485 – Standard, 2 + 2 wire (cable length <= 100m), cable type as specified by the circuit diagram, line termination: 120 Ohms

2.1 Settings

The communication parameters are set as follows:

Modbus Slave SaCoS Modbus Master Machinery alarm system Slave ID (default) 1 Data rate (default) 57600 baud Data rate (optionally available)

4800 baud 9600 baud 19200 baud 38400 baud 115200 baud

Data bits 8 Stop bits 1 Parity None Transmission mode Modbus RTU

2.2 Function Codes

The following function codes are available to gather data from the SaCoSone controllers:

Function Code

Function Code (hexadecimal)

Description

1 0x01 read coils 3 0x03 read holding registers 5 0x05 write coil 6 0x06 write single register 15 0x0F write multiple coils 16 0x10 write multiple registers

MAN Diesel & Turbo

3

Mod

bu

s R

TU p

roto

col

SaC

oS

one.G

EN

SE

T_C

om

munic

atio

n_m

_en_1

.6.d

ocx

Function Code

Function Code (hexadecimal)

Description

22 0x16 mask write register 23 0x17 read write multiple registers

2.3 Message Frame Separation

Message frames shall be separated by a silent interval of at least 4 character times.

2.4 Provided Data

Provided data includes measured values and alarm or state information of the engine.

Measured values are digitized analogue values of sensors, which are stored in a fixed register of the Control Module Small. Measured values include me-dia values (pressures, temperatures) where, according to the rules of classifi-cation, monitoring has to be done by the machinery alarm system. The data type used is signed integer of size 16 bit. Measured values are scaled by a constant factor in order to provide decimals of the measured.

Pre-alarms, shutdowns and state information from the SaCoSone system are available as single bits in fixed registers. The data type used is unsigned of size 16 bit. The corresponding bits of alarm or state information are set to the binary value „1“, if the event is active.

2.4.1 Contents of List of Signals

For detailed information about the transferred data, please refer to the ”list of signals“ of the engine’s documentation set. This list contains the following in-formation:

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.

2.4.2 Live Bit

In order to enable the alarm system to check whether the communication with SaCoS is working, a live bit is provided in the list of signals. This Bit is al-ternated every 4 seconds by SaCoS. Thus, if it remains unchanged for more than 4 seconds, the communication is down.

4

MAN Diesel & Turbo

Mod

bu

s A

SC

II p

roto

col

SaC

oS

one.G

EN

SE

T_C

om

munic

atio

n_m

_en_1

.6.d

ocx

3 Modbus ASCII protocol

3.1 General

The communication setup is: 9600 baud, 8 databits, 1 stopbit, no parity.

The Modbus protocol accepts one command (Function Code 03) for reading analogue and digital input values one at a time, or as a block of up to 32 in-puts.

The following chapter describes the commands in the Modbus protocol, which are implemented, and how they work.

3.2 Protocol Description

The ASCII and RTU version of the Modbus protocol is used, where the CMS/DM works as Modbus slave.

All data bytes will be converted to 2-ASCII characters (hex-values). Thus, when below is referred to “bytes“ or “words“, these will fill out 2 or 4 charac-ters, respectively in the protocol. The general “message frame format“ has the following outlook:

[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]

– [:] 1 char. Begin of frame

– [SLAVE] 2 char. Modbus slave address (Selected on DIP-switch at Display Module)

– [FCT] 2 char. Function code

– [DATA] n X 2 chars data.

– [CHECKSUM] 2 char checksum (LRC)

– [CR] 1 char CR

– [LF] 1 char LF (end of frame)

The following function codes (FCT) is accepted:

– 03H: Read n words at specific address.

– 10H: Write n words at specific address.

In response to the message frame, the slave (CMS) must answer with ap-propriate data. If this is not possible, a package with the most important bit in FCT set to 1 will be returned, followed by an exception code, where the following is supported:

– 01: Illegal function

– 02: Illegal data address

– 03: Illegal data value

– 06: BUSY. Message rejected

MAN Diesel & Turbo

5

Mod

bu

s A

SC

II p

roto

col

SaC

oS

one.G

EN

SE

T_C

om

munic

atio

n_m

_en_1

.6.d

ocx

The master transmits an inquiry to the slave (CMS) to read a number (n) of datawords from a given address. The slave (CMS) replies with the required number (n) of datawords. To read a single register (n) must be set to 1. To read block type register (n)

must be in the range 1...32.

Request (master):

[DATA] = [ADR][n]

[ADR]=Word stating the address in HEX.

[n]=Word stating the number of words to be read.

Answer (slave-CMS):

[DATA] = [bb][1. word][2. word]....[n. word]

[bb]=Byte, stating number of subsequent bytes.

[1. word]=1. dataword


[n. word]=No n. dataword

The master sends data to the slave (CMS/DM) starting from a particular ad-dress. The slave (CMS/DM) returns the written number of bytes, plus echoes the address.

Write data (master):

[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]

[ADR] = Word that gives the address in HEX.

[n] = Word indicating number of words to be written.

[bb] = Byte that gives the number of bytes to follow (2*n)

Please note that 8bb9 is byte size!




Answer (slave-CMS/DM):

[DATA] = [ADR][bb*2]

[ADR]= Word HEX that gives the address in HEX

[bb*2]=Number of words written.




FCT = 03H: Read n words

FCT = 10H: Write n words

6

MAN Diesel & Turbo

Mod

bu

s A

SC

II p

roto

col

SaC

oS

one.G

EN

SE

T_C

om

munic

atio

n_m

_en_1

.6.d

ocx

3.3 Data Format

Example for Modbus ASCII Data Format:

Extract from Modbus ASCII list

MW 113 71 0 F Signal fault ZS82 : Emergency stop (pushbutton)

SF=1 CMS binary

1 F Signal fault ZS75 : Turning gear disengaged

SF=1 CMS binary

2 F Signal fault SS84 : Remote stop SF=1 CMS binary

3 F Signal fault SS83 : Remote start SF=1 CMS binary

4 F Signal fault LAH28 : Lube oil level high

SF=1 CMS binary

5 F Signal fault LAL28 : Lube oil level low

SF=1 CMS binary

6 F Signal fault LAH42 : Fuel oil leakage high

SF=1 CMS binary

7 F Signal fault ZS97 : Remote switch SF=1 CMS binary

8 F Signal fault LAH92 : OMD alarm SF=1 CMS binary

9 F Signal fault TAH 29-27 : CCMON alarm

SF=1 CMS binary

10 F Signal fault : Remote reset SF=1 CMS binary

11 F Signal fault LAH98 : Alternator cooling water leakage alarm

SF=1 CMS binary

12 F Signal fault : Emergency generator mode

SF=1 CMS binary

13 F Signal fault : Speed raise SF=1 CMS binary

14 F Signal fault : Speed lower SF=1 CMS binary

15 F Signal fault : Switch isochronous / droop mode

SF=1 CMS binary

For this example we assume that the following alarms have been triggered:

Signal fault SS83 : Remote start, Signal fault LAL28 : Lube oil level low, Signal fault ZS97 : Remote switch, Signal fault LAH92 : OMD alarm, Signal fault TAH 29-27 : CCMON alarm, Signal fault : Emergency generator mode, Signal fault : Switch isochronous / droop mode

The Bit-sample of MW 113:

Bit 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Value 0 0 0 1 0 1 0 1 1 1 0 0 1 0 0 1

In Modbus ASCII these 16 Bits are grouped in 4 groups each containing 4 Bits and then translated from binary format to hexadecimal format (0-9, A-F)

Binary Hex Bit 0-3 0001 1 Bit 4-7 0101 5 Bit 8-11 1100 C Bit 12-15 1001 9

MAN Diesel & Turbo

7

Mod

bu

s A

SC

II p

roto

col

SaC

oS

one.G

EN

SE

T_C

om

munic

atio

n_m

_en_1

.6.d

ocx

In the next step these Hexadecimal values are interpreted as ASCII-signs (ex-tract from ASCII table):

Hexadecimal ASCII 30 0 31 1 32 2 33 3 34 4 35 5 36 6 37 7 38 8 39 9 41 A 42 B 43 C 44 D 45 E 45 F

In this example the letter (ASCII letter) 1 will be translated hexadecimal value 31 and so on:

1 --> 31

5 --> 35

C --> 43

9 --> 39

When the ship alarm system recalls MW113, it receives the following data embedded in the Modbus message: 31 35 43 39

8

MAN Diesel & Turbo

Mod

bu

s lis

t

SaC

oS

one.G

EN

SE

T_C

om

munic

atio

n_m

_en_1

.6.d

ocx

4 Modbus list

The Modbus list is valid for Modbus ASCII and Modbus RTU. The list can be found in the document “SaCoS-one.GENSET_SignListMan_MP_EN_xx.xx.pdf” where “xx.xx” means the ac-tual revision.

The Modbus list is valid for Modbus ASCIIand Modbus RTU

Adress Hex Bit Meas.Point

Description Unit Origin Signal range

MW 0MW 1MW 2MW 3MW 4MW 5MW 6MW 7MW8MW9MW10MW11MW15

0123456789ABF

TE60-1TE60-2TE60-3TE60-4TE60-5TE60-6TE60-7TE60-8TE60-9TE60-10

TE62TE61

Exhaust gas temperature cylinder A1Exhaust gas temperature cylinder A2Exhaust gas temperature cylinder A3Exhaust gas temperature cylinder A4Exhaust gas temperature cylinder A5Exhaust gas temperature cylinder A6Exhaust gas temperature cylinder A7Exhaust gas temperature cylinder A8Exhaust gas temperature cylinder A9Exhaust gas temperature cylinder A10Exhaust gas temp. before turbocharger AExhaust gas temp. after turbocharger AExhaust gas temperature mean value

°C°C°C°C°C°C°C°C°C°C°C°C°C

CMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMS

0 - 7000 - 7000 - 7000 - 7000 - 7000 - 7000 - 7000 - 7000 - 7000 - 7000 - 7000 - 7000 - 700

MW 16 10 01234567891011

Sensor fault TE60-1: Exh. gas temp. cylinder A1Sensor fault TE60-2: Exh. gas temp. cylinder A2Sensor fault TE60-3: Exh. gas temp. cylinder A3Sensor fault TE60-4: Exh. gas temp. cylinder A4Sensor fault TE60-5: Exh. gas temp. cylinder A5Sensor fault TE60-6: Exh. gas temp. cylinder A6Sensor fault TE60-7: Exh. gas temp. cylinder A7Sensor fault TE60-8: Exh. gas temp. cylinder A8Sensor fault TE60-9: Exh. gas temp. cylinder A9Sensor fault TE60-10: Exh. gas temp. cylinder A10Sensor fault TE62: Exhaust gas temp. before TC ASensor fault TE61: Exhaust gas temp. after TC A

SF=1SF=1SF=1SF=1SF=1SF=1SF=1SF=1SF=1SF=1SF=1SF=1

CMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMS

binarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinary

MW 17 11 01234567891011

TAH60-1TAH60-2TAH60-3TAH60-4TAH60-5TAH60-6TAH60-7TAH60-8TAH60-9TAH60-10

TAH62TAH61

Alarm: High exhaust gas temperature cylinder A1Alarm: High exhaust gas temperature cylinder A2Alarm: High exhaust gas temperature cylinder A3Alarm: High exhaust gas temperature cylinder A4Alarm: High exhaust gas temperature cylinder A5Alarm: High exhaust gas temperature cylinder A6Alarm: High exhaust gas temperature cylinder A7Alarm: High exhaust gas temperature cylinder A8Alarm: High exhaust gas temperature cylinder A9Alarm: High exhaust gas temperature cylinder A10Alarm: High exh. gas temp. before turbocharger AAlarm: High exhaust gas temp. after turbocharger A

active=1active=1active=1active=1active=1active=1active=1active=1active=1active=1active=1active=1


binarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinary

MW 18 12 0123456789

TAD60-1TAD60-2TAD60-3TAD60-4TAD60-5TAD60-6TAD60-7TAD60-8TAD60-9TAD60-10

Alarm: Mean value deviation exh. gas temp. cyl. A1Alarm: Mean value deviation exh. gas temp. cyl. A2Alarm: Mean value deviation exh. gas temp. cyl. A3Alarm: Mean value deviation exh. gas temp. cyl. A4Alarm: Mean value deviation exh. gas temp. cyl. A5Alarm: Mean value deviation exh. gas temp. cyl. A6Alarm: Mean value deviation exh. gas temp. cyl. A7Alarm: Mean value deviation exh. gas temp. cyl. A8Alarm: Mean value deviation exh. gas temp. cyl. A9Alarm: Mean value deviation exh. gas temp. cyl. A10

CMSCMSCMSCMSCMSCMSCMSCMSCMSCMS

binarybinarybinarybinarybinarybinarybinarybinarybinarybinary

MAN Diesel & Turbo

3700054-4.0Page 1 (5) Modbus list B 19 00 0

L32/40, L16/24, L21/31, L27/38

2010.11.29



MW 32MW 33MW 34MW 35MW 36MW 37MW 38MW 39MW 40MW 41MW 42MW 43

202122232425262728292A2B

TE12TE01TE21TE40TE31

TE98-1TE98-2TE98-3TE38TE10

TE27-1TE27-2

HT cooling water temperature engine outletLT cooling water temperature air cooler inletLube oil temperature filter inletFuel oil temperature engine inletCharge air temperature cooler outletAlternator windwing temperature L1Alternator windwing temperature L2Alternator windwing temperature L3Ambient air temperatureHT cooling water temperature engine inletAlternator front bearing temperatureAlternator rear bearing temperature


0 - 2000 - 2000 - 2000 - 2000 - 2000 - 2000 - 2000 - 2000 - 2000 - 2000 - 2000 - 200

MW 48 30 0

1

23456789

1011

Sensor fault TE12 : HT cool water temp. engine outletSensor fault TE01 : LT cool water temp. air cooler inletSensor fault TE21 : Lube oil temperature filter inletSensor fault TE40 : Fuel oil temperature engine inletSensor fault TE31 : Charge air temp. cooler outletSensor fault TE98-1 : Alternator windwing temp. L1Sensor fault TE98-2 : Alternator windwing temp. L2Sensor fault TE98-3 : Alternator windwing temp. L3Sensor fault TE38 : Ambient air temperatureSensor fault TE10 : HT cool. water temp. engine inletSensor fault TE27-1 : Alternator front bearing temp.Sensor fault TE27-2 : Alternator rear bearing temp.

CMS

CMS

CMSCMSCMSCMSCMSCMSCMSCMS

CMSCMS

binary

binary

binarybinarybinarybinarybinarybinarybinarybinary

binarybinary

MW 64MW 65MW 66MW 67MW 68MW 69MW 70MW 71MW 72MW 73MW 74MW 75MW 76

404142434445464748494A4B4C

PT10PT01PT21PT22PT23PT40PT31PT70PT43ZT59ZT45PT38

HT cooling water pressure LT cooling water pressure Lube oil pressure filter inlet Lube oil pressure filter outlet Lube oil pressure TC Fuel oil pressure engine inlet Charge air pressure cooler outlet Start air pressure Fuel oil pressure filter inlet Alternator load Fuel rack position Ambient air pressure Analog speed setpoint


MW 80 50 0123456789101112

Sensor fault PT10 : HT cooling water pressure Sensor fault PT01 : LT cooling water pressure Sensor fault PT21 : Lube oil pressure filter inlet Sensor fault PT22 : Lube oil pressure filter outlet Sensor fault PT23 : Lube oil pressure TC Sensor fault PT40 : Fuel oil pressure engine inlet Sensor fault PT31 : Charge air press. cooler outlet Sensor fault PT70 : Start air pressure Sensor fault PT43 : Fuel oil pressure filter inlet Sensor fault ZT59 : Alternator load Sensor fault ZT45 : Fuel rack position Sensor fault PT38 : Ambient air pressure Sensor fault : Analog speed setpoint


binarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinary

MAN Diesel & Turbo

B 19 00 0 Modbus list 3700054-4.0Page 2 (5)

L32/40, L16/24, L21/31, L27/38

2010.11.29



MW 96MW 97

6061

SE90SE89

Engine speedTC speed

CMSCMS

0..20000..70000

MW 112 70 01234

SE90-1SE90-2SE90-1SE90-2SE89

Sensor fault engine speed pick up 1 Sensor fault engine speed pick up 2 Sensor fault engine speed pick up 1 Sensor fault engine speed pick up 2 Sensor fault TC speed pick up

CMSCMSDMDM

CMS

binarybinarybinarybinarybinary

MW 113 71 0123456789101112131415

Signal fault ZS82 : Emergency stop (pushbutton) Signal fault ZS75 : Turning gear disengaged Signal fault SS84 : Remote stop Signal fault SS83 : Remote start Signal fault LAH28 : Lube oil level high Signal fault LAL28 : Lube oil level low Signal fault LAH42 : Fuel oil leakage high Signal fault ZS97 : Remote switch Signal fault LAH92 : OMD alarm Signal fault TAH 29-27 : CCMON alarm Signal fault : Remote reset Signal fault LAH98 : Altern. cool w. leakage alarm Signal fault : Emergency generator mode Signal fault : Speed raise Signal fault : Speed lower Signal fault : Switch droop / isochronous mode

CMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMS

binarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinary

MW 114 72 041315

Spare Signal fault : Actuator signal Signal fault SS83 : Start solenoid valve Signal fault SS32 : Jet system valve

CMSCMSCMSCMS

binarybinarybinarybinary

MW 115 73 0234

Spare Signal fault ZS34-1 : Charge air blow off valve 1 Signal fault ZS34-2 : Charge air blow off valve 2 Signal fault: VIT feedback position

CMSCMSCMSCMS

binarybinarybinarybinary

MW 116 74 0

12345679101112

Sensor fault TSH12 : HT cool water engine outlet termostate Sensor fault PSL22 : Lube oil eng. inlet pressostate Sensor fault ZS82 : Emergency stop (pushbutton) Sensor fault LSH92 : OMD shutdown Sensor fault TSH27-29 : CCMON shutdown Sensor fault ZX92 : OMD system failure Sensor fault ZX27-29 : CCMON system failure Sensor fault : Remote shutdown Sensor fault ZS30-2 : Charge air press. relief valve Sensor fault ZS30-1 : Charge air shut off flap Sensor fault SS86-1 : Emergency stop valve Signal fault ZS82 : Emergency stop (pushbutton)

DM

DMDMDMDMDMDMDMDMDMDMDM

binary

binarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinary

MW 117 75 012345

CAN-1 error CAN-2 error Communication error to CMS Backlight error Ethernet communication error Wirebrake supervision of remote signals disabled

DMDMDMDMDMDM

binarybinarybinarybinarybinarybinary

MAN Diesel & Turbo


L32/40, L16/24, L21/31, L27/38

2010.11.29



MW 118 76 012310111215

CAN-1 error CAN-2 error CAN-3 error Communication error to DM Emergency generator mode MDO used HFO used Live-Bit (status changes at least every 5 seconds)

CMSCMSCMSCMSCMSCMSCMSCMS


MW 119 77 01

234567

Shutdown : HT cool. water temp. engine outlet high Shutdown overridden : HT cool. water temp. engine outlet high Shutdown : Lube oil pressure filter outlet low Shutdown overridden : Lube oil press. filter outl. low Shutdown : Engine overspeed Shutdown : Actuator Error Shutdown : Double Pick-Up Error Shutdown : Stop failure

CMSCMS

CMSCMSCMSCMSCMSCMS

binarybinary

binarybinarybinarybinarybinarybinary

MW 120 78 01

23456789

10

Shutdown : HT cool. water temp. engine outlet high Shutdown overridden : HT cool. water temp. eng. outlet high Shutdown : Lube oil pressure filter outlet low Shutdown overridden : Lube oil press. filter outl. low Shutdown : Engine overspeed Shutdown : OMD Shutdown overridden : OMD Shutdown : CCMON Shutdown overridden : CCMON Shutdown : Emergency stop active

Shutdown : Remote Shutdown

DMDM

DMDMDMDMDMDMDMDM/CMSDM

binarybinary


binary

MW 121 79 01234567891112131415

Alarm : HT cooling water temp. engine outlet high Alarm : Lube oil pressure filter outlet low Alarm : Engine overspeed Alarm LAH28 : Lube oil level high Alarm LAL28 : Lube oil level low Alarm LAH42 : Fuel oil leakage Alarm FE94 : Cylinder lubrication no flow Alarm LAL98 : Alternator cooling water leakage Alarm : Start failure Alarm PAL25: Prelub. Oil pressure low Alarm : Startpreparation failure Alarm : Engine running error Alarm PAL01 : L.T. cooling water pressure low Alarm PAL10 : H.T. cooling water pressure low Alarm PDAH21-22 : Diff. pressure lube oil filter high

CMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMS

binarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinary

MAN Diesel & Turbo

B 19 00 0 Modbus list 3700054-4.0Page 4 (5)

L32/40, L16/24, L21/31, L27/38

2010.11.29



MW 122 7A 01234567891011121415

Alarm TAH21 : Lube oil temperature filter inlet high Alarm PAL23 : Lube oil pressure TC low Alarm PDAH40-43 : Diff. pressure fuel oil filter high Alarm PAL40 : Fuel oil pressure engine inlet low Alarm PAL70 : Start air pressure low Alarm TAH98-1 : Alternator winding temp. L1 high Alarm TAH98-2 : Alternator winding temp. L2 high Alarm TAH98-3 : Alternator winding temp. L3 high Alarm TAH29-1 : Alternator front bearing temp. high Alarm TAH29-2 : Alternator rear bearing temp. high Alarm : OMD Alarm : CCMON Alarm : TC Overspeed Alarm: Cylinder Lubrication Error Alarm: Prelube pressure low

CMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMSCMS

binarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinarybinary

MW 123

MW 124

7B

7C

01235

Alarm ZX92 : OMD system failure Alarm ZX27-29 : CCMON system failure Alarm: VIT positioning Error Alarm: CAN 3 Error - VIT communication Error Alarm: Jet System Error Operating hour counter

DMDMDMDMDM

CMS

binarybinarybinarybinarybinary

0..65535

MW 125 7D Overload hour counter h CMS 0..65535

MW 126 7E 01

Load reduction request: VIT emergency mode error Load reduction request overridden : VIT emerg.mode error

active=1active=1

DMDM

binarybinary

MW 127 7F Start of spare

MW 1799 707 End of spare

MAN Diesel & Turbo


L32/40, L16/24, L21/31, L27/38

2010.11.29

Description

The oil mist detector type Tufmon from companyDr. Horn is standard on the 7, 8 and 9L27/38engine types and option for all other engine types.

The oil mist detector is based on direct measure-ment of the oil mist concentration in the natural flowfrom the crankcase to the atmosphere.

The detector is developed in close cooperationbetween the manufacturer Dr. Horn and us and ithas been tested under realistic conditions at ourtestbed.

The oil mist sensor is mounted on the venting pipetogether with the electronic board. At first the sen-sor will activate an alarm, and secondly the enginewill be stopped, in case of critical oil mist concen-tration. Furthermore there is an alarm in case ofsensor failure. To avoid false alarms direct heatingof the optical sensor is implemented.

The installation is integrated on the engine. No extrapiping/cabling is required.

Technical data

Power supplyPower consumptionOperating temperature

: 24 V DC +30% / -25%: 1 A: 0°C....+70°C

Enclosure according to DIN 40050:

AnalyzerSpeed fuel rackand optical sensorsSupply box and connectors

: IP54

: IP67: IP65

Figure 1: Oil mist detector.

MAN Diesel & Turbo

1699190-5.0Page 1 (1) Oil mist detector B 19 22 1

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2006.11.20

Description

Figure 1: Dimensions

The box is a combined box with starters for prelu-bricating oil pump, preheater and el turning device.

The starter for prelubricating oil pump is for auto-matic controlling start/stop of the prelubricating oilpump built onto the engine.

Common for both pump starters in the cabinet isoverload protection and automatic control system.On the front of the cabinet there is a lamp for"pump on", a change-over switch for manual startand automatic start of the pump; furthermore thereis a common main cut-off switch.

The pump starter can be arranged for continuous orintermittent running. (For engine types L16/24,L21/31 & L27/38 only continuous running is accep-ted). See also B 12 07 0, Prelubricating Pump.

The preheater control is for controlling the electricheater built onto the engine for preheating of theengines jacket cooling water during stand-still.

On the front of the cabinet there is a lamp for"heater on" and a off/auto switch. Furthermorethere is overload protection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the control system secures that theheater is activated only when the engine is in stand-still.

The box also include the control of el turning device.There is a "running" indication lamp and a on/offpower switch on the front. The control for the turn-ing gear is prepared with to contactors for forwardand reverse control. The turning gear control hasalso overload protection.

MAN Diesel & Turbo

3700290-3.0Page 1 (2)

Combined box with prelubricating oil pump, preheaterand el turning device

E 19 07 2


V28/32DF

2013.04.19

Figure 2: Wiring diagram

MAN Diesel & Turbo

E 19 07 2Combined box with prelubricating oil pump, preheater

and el turning device3700290-3.0

Page 2 (2)


2013.04.19

Description

Figure 1: DimensionsThe box is a combined box with starters for prelu-bricating oil pump, nozzle conditioning pump, pre-heater and el turning device.

The starter for prelubricating oil pump is for auto-matic controlling start/stop of the prelubricating oilpump built onto the engine.

The starter for nozzle conditioning pump is for auto-matic controlling start/stop of the nozzle pump. Thepump can be built on the engine or be a separateunit.

Common for both pump starters in the cabinet isoverload protection and automatic control system.On the front of the cabinet there is a lamp for"pump on", a change-over switch for manual startand automatic start of the pump; furthermore thereis a common main cut-off switch.

The pump starter can be arranged for continuous orintermittent running. (For engine types L16/24,L21/31 & L27/38 only continuous running is accep-ted). See also B 12 07 0, Prelubricating Pump.

The preheater control is for controlling the electricheater built onto the engine for preheating of theengines jacket cooling water during stand-still.

On the front of the cabinet there is a lamp for"heater on" and a off/auto switch. Furthermorethere is overload protection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the control system secures that theheater is activated only when the engine is in stand-still.

The box also include the control of el turning device.There is a "running" indication lamp and a on/offpower switch on the front. The control for the turn-ing gear is prepared with to contactors for forwardand reverse control. The turning gear control hasalso overload protection.

MAN Diesel & Turbo

1699867-7.0Page 1 (2)

Combined box with prelubricating oil pump, nozzleconditioning pump, preheater and el turning device

E 19 07 2


V28/32DF

2008.02.25

Figure 2: Wiring diagram.

MAN Diesel & Turbo

E 19 07 2Combined box with prelubricating oil pump, nozzleconditioning pump, preheater and el turning device

1699867-7.0Page 2 (2)


2008.02.25

Description

Figure 1: Dimensions.The prelubricating oil pump box is for controlling theprelubricating oil pump built onto the engine.

The control box consists of a cabinet with starter,overload protection and control system. On thefront of the cabinet there is a lamp for "pump on", achange-over switch for manual start and automaticstart of the pump, furthermore there is a mainswitch.

The pump can be arranged for continuous or inter-mittent running. (For L16/24, L21/31 and L27/38only continuous running is accepted).

Depending on the number of engines in the plant,the control box can be for one or several engines.

The prelubricating oil pump starting box can becombined with the high temperature preheater con-trol box. See also B 12 07 0, Prelubricating Pump.

MAN Diesel & Turbo

1631477-3.3Page 1 (2) Prelubricating oil pump starting box E 19 11 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2001.03.05

Figure 2: Wiring diagram.

MAN Diesel & Turbo

E 19 11 0 Prelubricating oil pump starting box 1631477-3.3Page 2 (2)

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2001.03.05

Foundation

B 20

Foundation recommendations

Figure 1: Resilient supports.When the generating sets are installed on a trans-verse stiffened deck structure, it is generally recom-mended to strengthen the deck by a longitudinalstiffener in line with the resilient supports, see fig 1.

For longitudinal stiffened decks it is recommendedto add transverse stiffening below the resilient sup-ports.

It is a general recommendation that the steel foun-dations are in line with both the supporting trans-verse and longitudinal deck structure, fig 2, in orderto obtain sufficient stiffness in the support of theresilient mounted generating sets.

The strength and the stiffness of the deck structurehas to be based on the actual deck load, i.e. weightof machinery, tanks etc. and furthermore, reso-nance with the free forces and moments from espe-cially the propulsion system have to be avoided.

Stiffness for foundation has to be minimum the fol-lowing:

▪ Z-direction, stiffness for foundation has to beminimum 20 times the conical stiffness.

▪ Y-direction, stiffness for foundation has to beminimum 10 times the conical stiffness. (see fig 3)

Example for conical stiffness:

▪ RD314-45 Shore A to 65 Shore A - stiffness4.865 kN/m to12.660 kN/m (Preload 30 kN -20 deg. C)

Figure 2: Transverse stiff deck structure.

MAN Diesel & Turbo

1687109-1.1Page 1 (2)

Recommendations concerning steel foundations forresilient mounted GenSets

B 20 01 0

L21/31

2013.01.29

Figure 3: Stiffness for foundation

MAN Diesel & Turbo

B 20 01 0Recommendations concerning steel foundations for

resilient mounted GenSets1687109-1.1

Page 2 (2)

L21/31

2013.01.29

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

Resilient Mounting of Generating Sets

10.33


On resiliently mounted generating sets, the diesel engine and the alternator are placed on a common rigid base frame mounted on the ship's/machine house's foundation by means of resilient supports, Conical type.

All connections from the generating set to the ex ter nal systems should be equipped with flexible connections and pipes. Gangway etc. must not be welded to the external part of the installation.

Resilient Support

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 the top flange of the base frame (see fig 1).

The setting from unloaded to loaded condition is normally between 5-11 mm for the conical mounting.

The support of the individual conical mounting can be made in one of the following three ways:

Fig 2 Support of conicals.

L21/31

1687110-1.1Page 1 (2)

Fig 1 Resilient mounting of generating sets.

1) The support between the bottom flange of the conical mounting and the foundation is made with a loose steel shim. This steel shim is adjusted to an exact measurement (min. 75 mm) for each conical mounting.

2) The support can also be made by means of two steel shims, at the top a loose steel shim of at least 75 mm and below a steel shim of at least 10 mm which are adjusted for each conical mounting and then welded to the foundation.

B 20 01 3

75

NutTop flange

Adjusting screw

Screw / Nut

Bracket

Steel shim

Conical mounting

Unl

oade

d 13

2.5

Eng

ine

* M

in. 6

0

* Min. 30 493

* Min. necessary distance

** Min. thickness of steel shim 75 mm for replacement of the conical mounting

C L

**

min

. 397

.5

Foundation

Supportingsteel shim

Supportingsteel shim

Steel shim

Steel shim

Chockfast

Method 2

min

. 75

mm

min

. 10

mm

min

. 75

mm

min

. 10

mm

Method 3

Foundation

Steel shim

Method 1

min

. 75

mm

Foundation

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo


10.33

3) Finally, the support can be made by means of chockfast. It is necessary to use two steel shims, the top steel shim should be loose and have a minimum thickness of 75 mm and the bottom steel shim should be cast in chockfast with a thickness of at least 10 mm.

Irrespective of the method of support, the 75 mm steel shim is necessary to facilitate a possible future replacement of the conical moun tings, which are always replaced in pairs.

Check of Crankshaft Deflection

The resiliently mounted generating set is normally delivered from the factory with engine and alternator mounted on the common base frame.Eventhough engine and alternator have been ad-justed by the engine builder, with the alternator rotor placed correctly in the stator and the crankshaft de-flection of the engine (autolog) within the prescribed tolerances, it is recommended to check the crankshaft deflection ( autolog) before starting up the GenSet.

1687110-1.1Page 2 (2)

L21/31

B 20 01 3

Test running

B 21

MAN Diesel & Turbo

Shop Test Programme for Marine GenSets1356501-5.9Page 1 (4) B 21 01 1

General

12.22

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.

1* Two service recordings at an interval of 30 minutes.2* According to agreement with NK the running time can be reduced to 60 minutes.3* According to agreement with NK the running time can be reduced to 30 minutes.M = Measurement at steady state condition of all engine parameters.

IACS = International Association of Classification Societies

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.

Operating points ABS BV DNV GL LR RINA NK IACSMAN Diesel

& Turbo programme

1) Starting attempts X X - X X X X X X

2) Governor test (see page 2) 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)

Engines driving alternators

Continuous rating (MCR)

Constant speed

100% 1* 60 60 M 60 60 60 120 2* 60 60

110% 30 45 M 45 45 45 45 3* 30 45

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

Engines driving alternators for electric propulsion

Continuous rating (MCR)

Constant speed

100% 1* 60 60 M 60 60 60 120 2* 50 60

110% 30 45 M 45 45 45 45 3* 30 45

90% - - M - - - - - 30

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

MAN Diesel & Turbo

Shop Test Programme for Marine GenSets 1356501-5.9Page 2 (4)B 21 01 1

General

12.22

GenSet load responce

Load application for ship electrical systems

In the age of highly turbocharged diesel engines, building rules of classification societies regarding load application (e.g. 0 % => 50 % => 100 %) can-not be complied with, in all cases. However the requirements of the International Association of Classification Societies (IACS) and ISO 8528-5 are realistic. In the case of ship´s engines the applica-tion of IACS requirements has to be clarified with the respective classification society as well as with the shipyard and the owner. Therefore the IACS re-quirements has been established as generel rule.

For applications from 0 % to 100 % continuous rat-ing, according to IACS and ISO 8528-5, the follow-ing diagram is applied:

70

60

80

90

100

Pe [%]

0

10

20

30

40

50

5 10 15 20 25 30pe [bar]

1

2

4

3

1 1st Step2 2nd Step3 3rd Step4 4th Step

Pe [%] Load applicationof continuous rating

pe [bar] Mean effectivepressure (mep) of thecontinuous rating

Fig. 1 Load application in steps as per IACS and ISO 8528-5

MAN Diesel & Turbo

According to the previous diagram the maximum allowable load application steps are defined in the table below. (24.4 bar mean effective pressure has been determined as a mean value for the listed en-gine types.)

Engine bmep [bar] * 1st step 2nd step 3rd step 4th step

L16/24 22.4/23.6 - 20.7/22.8

IACS 33 %MDT 34 %

IACS 23 %MDT 33 %

IACS 18 %MDT 33 %

IACS 26 %L23/30H 18.2 - 18.1 - 17.9

L21/31 24.9/27.3 - 22.4/24.6

L27/38 23/25.3 - 23.5/24.3

L28/32H 17.8 - 17.9

* see project guide, B 10 01 1 'Main Particulars', for actual bmep at nominel rpm.

Fig. 2 Maximum allowable load application steps (Higher load steps than listed are not possible as a standard).

Requirements of the classification societies

Minimum requirements concerning dynamic speed drop, remaining speed variation and recovery time during load application are listed below.

Note:Our small bore GenSets has normally a better load responce than required by IACS and therfore a stardard load responce test where three load steps (3 x 33%) is applied will be demostrated at factory acceptance test.

Classification SocietyDynamic speed drop in % of

the nominal speedRemaining speed variation in % of the nominal speed

Recovery time until reaching the tolerance band ±1 % of

nominal speed

Germanischer Lloyd

≤ 10 % ≤ 5 %

≤ 5 sec.RINA

Lloyd´s Register ≤ 5 sec., max 8 sec.

American Bureau of Shipping

≤ 5 sec.Bureau Veritas

Det Norske Veritas

ISO 8528-5

Fig. 3 Minimum requirements of the classification societies plus ISO rule

In case of a load drop of 100 % nominal engine power, the dynamical speed variation must not ex-ceed 10 % of the nominal speed and the remaining speed variation must not surpass 5 % of the nomi-nal speed.

Shop Test Programme for Marine GenSets1356501-5.9Page 3 (4) B 21 01 1

General

12.22

MAN Diesel & Turbo

Regulating test and load responce performance for L16/24, L23/30H, L21/31, L27/38 and L28/32H

Load step on MAN Diesel & Turbo GenSets is to be tested according to following procedure.

Load[%]

(nr)Rated speed

[Hz]

(nmax/min)Momentum

speed[Hz]

(ni)Permanent

speed[Hz]

(m) Momentum

speed variation[%]

(p) Permanent

speed variation [%]

(t)Time to steady

speed[sec]

0 – 34

34 – 67

67 – 100

bmep: Must be found in product guide. For most classification sociaties 3 x 33% load application will be accepted. *

Speed droop: _____, Needle valve open: ______°

Fig. 4 Minimum requirements of the classification societies plus ISO rule

nmax/min – nr

nr

ni – nr

nr

Momentum speed variation (m) must not vary more than 10% max. deviation from steady speed 1 %. Permanent speed variation (p) must not be higher than 5%.

Shop Test Programme for Marine GenSets 1356501-5.9Page 4 (4)B 21 01 1

General

12.22

max 5-8 seconds (t)

nrni

t

nmax/min

5-10 min

33 %

33 %

800bmep

≈ 34 %

100

50

Load (%)

110

90

Speed (%)

100

Time

Time

m = x 100

p = x 100

According to IACS requirements and ISO 8528-5.

* Actual classification society rules must be observed.

Spare Parts

E 23

MAN Diesel & Turbo

E 23 00 01689483-7.2Page 1 (6) Weight and Dimensions of Principal Parts

L21/31

11.27 - Tier II, WB II

Cylinder liner approx. 80 kg

Piston approx. 30 kg

Cylinder head incl. rocker arms approx. 225 kg

Charge air cooler approx. 294 kg

360

450773

545779

540

Ø299

Ø254

620

Please note: 5 cyl. only for GenSet

MAN Diesel & Turbo

E 23 00 0 1689483-7.2Page 2 (6)Weight and Dimensions of Principal Parts

L21/31


Cylinder unit approx. 485 kg Connecting rod approx. 64 kg

1666

.5

933

Front end box for GenSet approx. 1464 kg


Front end box for Propulsion

MAN Diesel & Turbo

E 23 00 0

* Depending on Alternator type

L

1400

Base Frame for GenSet

Length (L)* Weight

5 cyl. 4529 2978 kg

6 cyl. 5015.5 3063 kg

7 cyl. 5423 3147 kg

8 cyl. 5893.5 3232 kg

9 cyl. 6312 3315 kg

1689483-7.2Page 3 (6) Weight and Dimensions of Principal Parts

L21/31


L

790

Oil Pan for Propulsion

Length (L) Weight

6 cyl. 2920.5 660 kg

7 cyl. 3275.5 720 kg

8 cyl. 3630.5 780 kg

9 cyl. 3985.5 850 kg


MAN Diesel & Turbo

E 23 00 0

L

Valve Camshaft

Length (L) Weight

5 cyl. 1994.5 130 kg

6 cyl. 2349.5 150 kg

7 cyl. 2704.5 170 kg

8 cyl. 3059.5 190 kg

9 cyl. 3414.5 209 kg

Injection Camshaft

Length (L) Weight

5 cyl. 1980.5 275 kg

6 cyl. 2335.5 321 kg

7 cyl. 2690.5 367 kg

8 cyl. 3045.5 413 kg

9 cyl. 3400.5 459 kg

L

1689483-7.2Page 4 (6)Weight and Dimensions of Principal Parts

L21/31



MAN Diesel & Turbo

E 23 00 01689483-7.2Page 5 (6) Weight and Dimensions of Principal Parts

L21/31


Frame

Length (L) Weight

5 cyl. 2105.5 3435 kg

6 cyl. 2460.5 3981 kg

7 cyl. 2815.5 4527 kg

8 cyl. 3170.5 5073 kg

9 cyl. 3525.5 5619 kg

1331

1065 LØ

1107

Flywheel with gear rimOnly for GenSet

Small 890 kg Medium 1051 kg Large 1213 kg

L H Weight

TCR16 1110 615 290 kg

TCR18 1328 772 460 kg

L

H


ø1107

Flywheel with gear rimOnly for Propulsion

MAN Diesel & Turbo

E 23 00 0

Crankshaft with Counter Weights

Length (L) Weight

5 cyl. * 2470 1350 kg

6 cyl. 2825 1580 kg

7 cyl. 3180 1813 kg

8 cyl. 3535 2053 kg

9 cyl. 3890 2260 kg

* Only for GenSet

1689483-7.2Page 6 (6)Weight and Dimensions of Principal Parts

L21/31



MAN Diesel & Turbo

1687156-8.1Page 1 (1) Recommended Wearing Parts E 23 04 0

L21/31

12.22

Des

crip

tion

Plat

eIte

m5

67

89

56

78

95

67

89

56

78

95

67

89

56

78

95

67

89

56

78

9

Inle

t an

d E

xhau

st V

alve

s an

d V

alve

Sea

ts

Val

ve s

eat,

inle

t 50

501

123

Non

e

Non

e

Non

e

Non

e

Non

e

Non

e

Non

e

56

78

9 V

alve

sea

t, ex

haus

t 50

501

184

Non

e

Non

e

Non

e

Non

e

Non

e

Non

e

Non

e

56

78

9 E

xhau

st v

alve

s

5050

227

4

N

one

N

one

N

one

N

one

N

one

N

one

N

one

5

67

89

Inle

t val

ves

50

502

274

Non

e

Non

e

Non

e

Non

e

Non

e

Non

e

Non

e

56

78

9

Big

-en

d B

eari

ng

s

Big

-end

bea

rings

5060

113

9

N

one

N

one

N

one

N

one

N

one

N

one

N

one

5

67

89

O-r

ing

fo

r re

lief

valv

e, c

ran

kcas

e d

oo

rs

O-r

ing

for

side

cov

er c

rank

case

exh

aust

upp

er

5110

616

610

1214

1618

2024

2832

3630

3642

4854

4048

5664

7250

6070

8090

6072

8496

108

7084

9811

212

680

9611

212

814

4 O

-rin

g fo

r si

de c

over

cra

nkca

se e

xhau

st lo

wer

51

106

237

1012

1416

1820

2428

3236

3036

4248

5440

4856

6472

5060

7080

9060

7284

9610

870

8498

112

126

8096

112

128

144

Air

Co

ole

r

O-r

ing

for

wat

er c

onne

ctio

n

5110

340

8

N

one

N

one

N

one

2

22

22

22

22

22

22

22

22

22

24

44

44

Gas

ket e

nd c

over

51

201

113

Non

e

Non

e

Non

e

11

11

11

11

11

11

11

11

11

11

22

22

2 G

aske

t rev

ersi

ng c

over

51

201

150

Non

e

Non

e

Non

e

11

11

11

11

11

11

11

11

11

11

22

22

2

O-r

ing

fo

r m

ou

nti

ng

of

Cyl

ind

er U

nit

O

-rin

gs fo

r ch

arge

air

man

ifold

51

229

027

Non

e

Non

e

Non

e

11

11

11

11

11

11

11

11

11

11

22

22

2 O

-rin

gs fo

r co

olin

g w

ater

con

nect

ions

51

630

033

Non

e

Non

e

Non

e

22

22

22

22

22

22

22

22

22

22

44

44

4

Fu

el In

ject

ion

Pu

mp

P

lung

er/b

arre

l for

inje

ctio

n pu

mp

51

401

087

Non

e

Non

e

Non

e

56

78

95

67

89

56

78

95

67

89

1012

1416

18

Fu

el V

alve

In

ject

ion

nozz

le

5140

202

15

67

89

1012

1416

1815

1821

2427

2024

2832

3625

3035

4045

3036

4248

5435

4249

5663

4048

5664

72

Lu

bri

cati

ng

Pu

mp

O-r

ing

51

501

018

Non

e

Non

e

N

one

2

22

22

22

22

22

22

22

22

22

24

44

44

Bus

h

5150

110

2 N

one

N

one

Non

e

44

44

44

44

44

44

44

44

44

44

88

88

8

Lu

b. o

il F

ilter

Car

trid

ge

L

ub. o

il fil

ter

cart

ridge

51

502

013

44

44

48

88

88

1212

1212

1216

1616

1616

2020

2020

2024

2424

2424

2828

2828

2832

3232

3232

Pre

. lu

bri

cati

ng

oil

pu

mp

O-r

ing

51

504

350

Non

e

Non

e

Non

e

22

22

22

22

22

22

22

22

22

22

44

44

4 R

otar

y sh

aft s

eal

5150

436

2 N

one

N

one

N

one

1

11

11

11

11

11

11

11

11

11

12

22

22

Kit

fo

r tu

rbin

e st

arte

r

5130

915

1 N

one

N

one

N

one

1

11

11

11

11

11

11

11

11

11

12

22

22

Kit

fo

r In

spec

tio

n o

f F

uel

Vav

e (L

'ora

ng

e)51

701

015

1012

1416

1820

2428

3236

3036

4248

5440

4856

6472

5060

7080

9060

7284

9610

870

8498

112

126

8096

112

128

144

Kit

fo

r C

ylin

der

Un

it51

704

021

Non

e

Non

e

Non

e

56

78

95

67

89

56

78

95

67

89

1012

1416

18

Kit

fo

r re

new

al o

f P

isto

n R

ing

s51

706

073

Non

e

Non

e

Non

e

56

78

95

67

89

56

78

95

67

89

1012

1416

18

Kit

fo

r H

igh

an

d L

ow

Tem

p. F

resh

wat

er P

um

ps

5171

030

1 N

one

N

one

Non

e

22

22

22

22

22

22

22

22

22

22

44

44

4

Kit

fo

r F

uel

Inje

ctio

n P

um

p (

L'o

ran

ge)

5173

078

0

N

one

N

one

N

one

5

67

89

56

78

95

67

89

56

78

910

1214

1618

Kit

fo

r F

uel

Inje

ctio

n P

um

p (

NIC

O)

5173

077

9

N

one

N

one

N

one

5

67

89

56

78

95

67

89

56

78

910

1214

1618

Tu

rbin

e N

ozz

le R

ing

fo

r T

.C.

51

3001

Non

e

Non

e

Non

e

11

11

11

11

11

11

11

11

11

11

22

22

2

Qty

. Pr.

cyl.

No.

Qty

. Pr.

cyl.

No.

Qty

. Pr.

cyl.

No.

0-40

00 H

ours

0-80

00 H

ours

0-12

000

Hou

rsQ

ty. P

r. cy

l. N

o.Q

ty. P

r. cy

l. N

o.Q

ty. P

r. cy

l. N

o.Q

ty. P

r. cy

l. N

o.Q

ty. P

r. cy

l. N

o.0-

1600

0 H

ours

0-20

000

Hou

rs0-

2400

0 H

ours

0-28

000

Hou

rs0-

3200

0 H

ours

MAN Diesel & Turbo

L21/31

3700029-4.2Page 1 (1)

12.17, Tier II

Spare Parts for Unrestricted Service P 23 01 1

Spare parts for unrestricted service, according to the classification societies requirements/recommendations and/or MAN Diesel & Turbo standard.

Description Qty. 2)Plate 1) Item 1)

Cylinder Head Valve seat ring, inlet 50501 123 2O-ring 50501 172 4Valve seat ring, outlet 50501 184 4 Valve spindles and valve gear Conical ring 50502 178 6Rotocap complete 50502 191 6Spring 50502 201 6Valve spindle, exhaust 50502 262 4Valve spindle, inlet 50502 274 2 Piston and connecting rod Piston ring 50601 093 1Piston ring 50601 103 1Oil scraper ring 50601 127 1Piston pin 50601 235 1Retaining ring 50601 247 2Bush for connecting rod 50601 056 1Connecting rod bearing 2/2 50601 139 1Screw for connecting rod 50601 152 2Nut 50601 164 2 Frame with main bearings Main bearing shell, 2/2 51101 241 1Thrust bearing ring 51101 253 1 Fuel injecting pump Fuel injecting pump, complete 51401 565 1Seal ring 51401 002 1Support ring 51401 457 1 Fuel injection valve Fuel valve 51402 116 5 Fuel injection pipe Pressure pipe 51404 117 1Delivery socket 51404 129 1 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.

Tools

P 24

Standard Tools for Normal Maintenance

Supply per Ship

Working Spare Name Sketch Plate Item no Remarks

MAN Diesel & Turbo

13.15 - Tier II - Stationary - GenSet

L21/31

P 24 01 13700064-0.1Page 1 (11)

1 52000 014

1 52000 038

1 52000 021

1 52000 045

Valve springtightening device

Lifting tool for cylinder unit and cylinder head

Removing devicefor flame ring

Guide bush for piston

11.49028-0492

11.49023-0398

11.49021-1167

11.49021-1044

170

850

ø299

278

312

178

ø209

Supply per Ship



MAN Diesel & Turbo


L21/31

P 24 01 1 3700064-0.1Page 2 (11)

Fit and removal device for conn. rod bearing, incl. eye screws (2 pcs)

Lifting device forcylinder liner

Lifting device for piston and connecting rod

1 52000 069

1 52000 082

1 52000 104

11.49021-0724

11.49023-0424

11.49023-0342

200

1380

948

352


Supply per Ship


MAN Diesel & Turbo


L21/31

P 24 01 13700064-0.1Page 3 (11)

Piston ring opener

Supporting device for connecting rod and piston in the cylinder liner, incl. fork

Feeler gauge, 0.6-0.7 mm

Socket wrench

Socket wrench and Torque Spanner

1 52000 190

1 52000 212

1 52000 010

1 52000 652

1 52000 664 1 52000 676

11.49002-0045

11.49032-027911.49043-1037

1691690-6

11.49001-0530

11.49001-053208.06411-0021

0.6 mm CORRECT

0.7 mm INCORRECT

456

311

218

ø250

130

Supply per Ship



MAN Diesel & Turbo


L21/31

P 24 01 1 3700064-0.1Page 4 (11)

Dismantling tool formain bearing uppershell

Fit and removing devicefor main bearing cap

Eye screw for liftingof charge air cooler/lubri-cating oil cooler

Container completefor water washingof compressor side

1 52000 035

1 52000 047

2 52000 036

1 51205 318

11.49058-060006.56936-0558

11.49023-0338

06.05110-0103

1651568-1

M12

ø200

480


Supply per Ship


MAN Diesel & Turbo


L21/31

P 24 01 13700064-0.1Page 5 (11)

Blowgun for dry cleaning of turbocharger

Water washing of turbine side, complete

Broad chissel

Cleaning tool forfuel injector

Bow (for presuretesting tool)

1 51210 136

1 52000 481

1 52000 473

1 52000 013

1 52000 711

1612860-3

11.49017-0034

1690252-8

11.49043-1059

ø22

.5

84

172

Supply per Ship



MAN Diesel & Turbo


L21/31

P 24 01 1 3700064-0.1Page 6 (11)

Delivery pipe (forpressure testing tool)

Pressure testing tool

Grinding device fornozzle seat

Grinding paper

Plier

Loctite

Extractor devicefor injector valve

1 52000 723

1 52000 050

1 52000 074

1 52000 747

1 52000 759

1 52000 760

1 52000 407

11.49046-0397

11.49024-0076

11.49008-0333

11.49021-1245

ø65

258

380

530

Loct

ite

747

759

760


Supply per Ship


MAN Diesel & Turbo


L21/31

P 24 01 13700064-0.1Page 7 (11)

Combination spanner,36 mm

Crow foot, 36 mm

Dismantling tool forbearing shell

1 52000 772

1 52000 784

1 52000 818

R554K36

08.06411-0601

11.49021-0856

Supply per Ship



MAN Diesel & Turbo


L21/31

P 24 01 1 3700064-0.1Page 8 (11)

Hydraulic tools complete consisting of the following 3 boxes:

Hydraulic tools box 1consisting of:

52000 806

52000 633

11.49000-2217

11.49028-0505


Supply per Ship


MAN Diesel & Turbo


L21/31

P 24 01 13700064-0.1Page 9 (11)

Pressure pump,complete

manometer

Quick coupling

Rubber buffers

Hose with unions

Hose, 4000 mm

Quick coupling

Adapter

Nipple

Force-off device

Storage tank

Set of spare parts

1 52000 011

52000 023

52000 405

52000 507

4 52000 202

52000 537

52000 549

52000 836

52000 519

1 52000 424

1 52000 520

1 52000 532

Supply per Ship



MAN Diesel & Turbo


L21/31

P 24 01 1 3700064-0.1Page 10 (11)


Hydraulic tighteningcylinder M33 x 2

Pressure partM33 x 2

Set of spare parts


Pressure part, shortM22 x 2

Pressure part, longM22 x 2

Tension screwM22 x 2

Set of spare parts

Turn pin

Turn pin

Turn pin

Angle piece

Measuring device

1 52000 544

2 52000 275

2 52000 371

1 52000 238

2 52000 287

2 52000 383

2 52000 096

2 52000 131

1 52000 251

1 52000 556

1 52000 568

1 52000 334

2 52000 358

1 52000 448

11.49028-0507


Supply per Ship


MAN Diesel & Turbo


L21/31

P 24 01 13700064-0.1Page 11 (11)



Pressure part, shortM30 x 2

Pressure part, longM30 x 2

Tension screw

Set of spare part

Turn pin

Turn pin

Turn pin

1 52000 581

4 52000 263

2 52000 072

4 52000 059

4 52000 118

1 52000 226

1 52000 593

1 52000 603

1 52000 334

11.49028-0509

L21/31

Additional Tools

Supply per Ship Drawing Remarks

Working Spare Plate no Item no Name Sketch

MAN Diesel & Turbo

3700066-4.3Page 1 (8) P 24 03 9

13.29 - TierII + Stationary

Fit and removal device for conn. rod bearing, incl. eye screws (2 pcs)

Lifting device forcylinder liner

Lifting device for piston and connecting rod

1 52000 069

1 52000 082

1 52000 104

11.49021-0724

11.49023-0424

11.49023-0342

200

1380

948

352

L21/31

Additional Tools

MAN Diesel & Turbo



3700066-4.3Page 2 (8)P 24 03 9


Plier for piston pinretaining ring

Piston ring opener

Supporting device for connecting rod and piston in the cylinder liner, incl. fork

Dismantling tool formain bearing uppershell

Fit and removing devicefor main bearing cap

1 52000 759

1 52000 190

1 52000 212

1 52000 035

1 52000 047

EN515D10

11.49002-0045

11.49032-027911.49043-1037

11.49058-060006.56936-0558

11.49023-0338

ø250

130

L21/31

Additional Tools



MAN Diesel & Turbo

3700066-4.3Page 3 (8) P 24 03 9


2 52000 036

1 52002 067

1 52002 092

1 52002 114

Eye screw for liftingof charge air cooler/lubricating oil cooler

Crankshaft alignmentgauge (autolog)

Resetting device forhydraulic cylinder

Turning devicefor cylinder unit

06.05110-0103

2029373-9

11.49025-0223

11.49026-0016

M12

L21/31

Additional Tools

MAN Diesel & Turbo



3700066-4.3Page 4 (8)P 24 03 9


Grinding tool for cylinder head/liner

Max. pressure indicator 0-250 bar

Handle for indicator valve

Testing mandrel for piston ring grooves, 6.43 mm

Testing mandrel for piston ring grooves, 5.43 mm

Tool for fixing of marine head for counterweight

1 52002 126

1 52002 138

1 52002 498

1 52002 151

1 52002 163

1 52002 187

11.49008-0329

2056299-4

11.49001-0503

1635609-1

1635606-6

11.49043-1020

appr. 87

appr

. 230

0 250

L21/31

Additional Tools



MAN Diesel & Turbo

3700066-4.3Page 5 (8) P 24 03 9


1685101-8

2142596-6

1350294-4

11.49021-0717

1 52002 199

1 52002 209

1 52002 210

1 52002 211

1 52002 222

1 52002 234

1 52002 246

1 52002 258

Grinding machinefor valve seat rings

Mandrel

Cutting tool

Carbide cutting insert

Grinding machinefor valve seat rings

Stone

Guide

Fit and removingdevice for valve

guides

234

246

Wooden boxL x B x H = 450 x 380 x 190 mm

209

210 211

L21/31

Additional Tools

MAN Diesel & Turbo



3700066-4.3Page 6 (8)P 24 03 9


Grinding tool forvalves

Fitting device forvalve seat rings

Plate(used with item 181)

Extractor for valveseat rings

1 52002 283

1 52002 295

1 52002 317

1 52002 329

11.49000-2304

11.49021-0721

11.49062-2234

11.49025-0214

L21/31

Additional Tools



MAN Diesel & Turbo

3700066-4.3Page 7 (8) P 24 03 9


1 52002 342

1 52002 366

1 52002 378

1 52002 401

Fit and removing devicefor fuel injection pump

Setting device forfuel injection pump

Cleaning needlesfor fuel injector

(5 pcs)

Fit and removingdevice for cooler

insert

11.49021-0789

11.49022-0235

1630419-4

11.59021-0729

L21/31

Additional Tools

MAN Diesel & Turbo



3700066-4.3Page 8 (8)P 24 03 9


Measuring device forcylinder liner

Closing cover (TCR16)(standard with only one

propulsion engine)

Closing cover (TCR18)(standard with only one

propulsion engine)

Lifting tool forcylinder unit

(low dismantling height)

Air driven high pressure pump for hydraulic valve

1 52002 425

1 52002 449

1 52002 450

1 52002 474

1 52002 653

11.49022-0242

11.59661-1064

11.59661-0901

11.49023-0315

1675040-2

MAN Diesel & Turbo

3700067-6.0Page 1 (2)

11.01

Hand Tools P 24 05 1

L16/24L21/31, L27/38

12 mm10 mm8 mm

164 176 188 247 259 260

30 mm 36 mm24 mm

Size [mm]331343355367379380392

272284296

152

139

Size [mm]Item

Item

019

Socket spanner setDesignation Size [mm]

Combination spannerHexagon key

140

RachetExtension 125Extension 250UniversalSocket - double hexagon 10Socket - double hexagon 13Socket - double hexagon 17Socket - double hexagon 19Socket - double hexagon 22Socket for internal hexagon 5Socket for internal hexagon 6Socket for internal hexagon 7Socket for internal hexagon 8Socket for internal hexagon 10Socket for internal hexagon 12Socket - screwdriver 1.6 x 10Socket - cross head screw 2Socket - cross head screw 3Socket - cross head screw 4

781012141719

1012131416171819222430

032044056068223081235093103115127

MAN Diesel & Turbo

Hand Tools 3700067-6.0Page 2 (2)P 24 05 1

11.01

L16/24L21/31, L27/38

019

032

044

056

068

081

093

103

115

127

139

140

152

164

176

188

223

235

247

259

Item no Benævnelse

Topnøglesæt

Ring-gaffelnøgle,10 mm









T-greb 1/2"

Skralde, 20 mm

Forlænger

Top, str 24

Top, str 30

Top str 36



Unbrakotop, str 8

Unbrakotop, str 10

Designation

Set of tools

Combination spanner, 10 mm









Tee handle 1/2" square drive

Ratchet, 20 mm

Extension bar

Socket spanner, squa-re drive, size 24





Bit, hexagon socket screw, square drive


Qty

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Ved bestilling af reservedele, se også side 500.50.

* = Kun tilgængelig som en del af et reservedelssæt / ikke tilgængelig aleneQty/C = Qty/Cylinder

When ordering spare parts, see also page 500.50.

* = Only available as part of a spare parts kit / not avail separately Qty/C = Qty/Cylinder

Item no BenævnelseDesignationQty

EN563H1

08.06073-0014

08.06073-0016

08.06073-0017

08.06073-0018

08.06073-0021

08.06073-0023

08.06073-0326

08.06073-0328

08.06073-0334

08.06631-0400

08.06631-3600

08.06139-1358

08.06140-6100

08.06140-6300

08.06140-6500

08.06073-0020

08.06073-0022

08.06556-3040

08.06556-3060

08.06556-3080

08.06411-0010

08.06411-0011

08.06411-0013

08.06125-1100

08.06125-1200

08.06125-1400

08.06125-1600

08.06125-1800

08.06125-2100

08.06125-2300

260

272

284

296

331

343

355

367

379

380

392

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E


Torque spanner,20-120 Nm - 1/2"



Hexagon key 7 mm

Hexagon key 8 mm

Hexagon key 10 mm

Hexagon key 12 mm

Hexagon key 14 mm

Hexagon key 17 mm

Hexagon key 19 mm

Unbrakotop, str 12

Momentnøgle,20-120 Nm - 1/2"



Unbrakonøgle 7 mm

Unbrakonøgle 8 mm

Unbrakonøgle 10 mm

Unbrakonøgle 12 mm

Unbrakonøgle 14 mm

Unbrakonøgle 17 mm

Unbrakonøgle 19 mm

G 50 Alternator

B 50

GenSet

Figure 1: GenSetA GenSet is a joined unit with a diesel engine, analternator and a common base frame. The alterna-tor has a stator housing with a front flange which isconnected to the diesel engine with bolts. Similar tothis the alternator has foot flanges with bolt connec-tion to the base frame. The base frame is anchoredto the foundation with a variable number of rubberdampers.

Mechanical alternator design

The rotor in the alternator is installed with either oneor two bearings. On one-bearing alternators therotor is connected to the flywheel of the dieselengine with a flex disc. The one-bearing alternatordoes not have a front bearing and in this case therotor is carried by the crankshaft of the engine. Ontwo-bearing alternators the connection is a flexiblerubber coupling, and the rotor front is seated in thestator housing of the alternator.

In both cases the alternator stator housing is con-nected to the diesel engine with bolts, however,with two-bearing alternators an intermediate piecewith bolt flanges is used which at the same time isshielding the flexible rubber coupling.

The bearing type can be ball bearing, roller bearingor sleeve bearing.

Note!

The engine types 8L21/31, 9L21/31, 8L27/38 and9L27/38 only use two-bearing alternators to keepthe load on the engine’s rear crankshaft bearing ona low level.

The alternator can be delivered air-cooled with insu-lation class IP23 or water-cooled with insulationclass IP44.

The air-cooled alternator takes air in through filters;leads the air through the alternator by means of abuilt-in ventilator and out of the alternator again.

MAN Diesel & Turbo

1699895-2.1Page 1 (2) Alternators for GenSets B 50 00 0

L16/24, L21/31, L27/38

2013.09.13

The water-cooled alternator circulates air internallyin the alternator by means of the ventilator. The air-flow passes through a built-in water cooler, remov-ing the heat from the alternator through the connec-ted cooling water system.

The entrance to the electrical main cables can beplaced on the right or left side of the alternator witha horizontal or vertical inlet.

Electrical alternator design

The alternator is a three-phase AC synchronousalternator – brushless with built-in exciter and auto-matic, electronic voltage regulator (AVR) with poten-tiometer for remote control. (The potentiometer forfinal adjustment of the voltage is included in thestandard delivery and normally part of the controlpanel).

The alternator is intended for parallel running.

The insulation class for the windings can be H/H orlower. H/H corresponds to 180° C on the windingsand 180° C operating temperature.

According to the GL classification rules the alterna-tor must as maximum be used up to 155° C oper-ating temperature – corresponding to insulationclass F. It may also be a customer requirement tokeep the efficiency below class H.

The windings have tropical resistance against highhumidity.

The alternator is equipped with anti-condensatestandstill heater.

For temperature surveillance in the windings, thealternator is equipped with 2x3 PT100 sensors(PT1000 sensors for engines with SaCoSone).PT100/PT1000 sensors are also installed for sur-veillance of the bearing temperature and for watercooled alternators for surveillance of cooling airtemperature. Alternators may also be equipped withvisual thermometers on bearings.

The alternator can be delivered for the voltages 380VAC to 13.8 KVAC. The frequencies are 50 Hz or60 Hz.

The alternator fulfils the requirements for electro-magnetic compatibility protection EMC, is designedand tested according to IEC34 and fulfils the DINEN 60034 / VDE0530 requirements.

MAN Diesel & Turbo

B 50 00 0 Alternators for GenSets 1699895-2.1Page 2 (2)

L16/24, L21/31, L27/38

2013.09.13

Description

Figure 1: Connection of cables (example)

Main cables

The flexible mounting of the GenSet must be con-sidered when installing alternator cables.

The cables must be installed so that no forces havean effect on the alternator's terminal box.

A discharge bracket can be welded on the engine'sbase frame. If this solution is chosen, the flexibility inthe cables must be between the cable tray and thedischarge bracket.

The free cable length from the cable tray to theattachment on the alternator, must be appropriateto compensate for the relative movements, betweenthe GenSet and foundation.

Following can be used as a guideline:The fix point of the alternator cables must be asclose as possible to the center line of the rotor.

Bending of the cables must follow the recommen-dations of the cable supplier regarding minimumbending radius for movable cables.

If questions arise concerning the above, please donot hesitate to contact MAN Diesel & Turbo.

Note: The responsibility for alternator cable installa-tion is at the Installation Contractor. The InstallationContractor has to define the dimension of thecables with due respect to heat conditions at site,cable routing (nearby cables), number of singlewires per phase, cable material and cable type.

MAN Diesel & Turbo

1699865-3.2Page 1 (3) Alternator cable installation B/G 50 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.09.09

Binding radius has to be observed and furthermorebinding radius for cables used for elastically instal-led engines.

Earth cable connection

It is important to establish an electrical bypass overthe electrical insulating rubber dampers.The earth cable must be installed as a connectionbetween alternator and ship hull for marine opera-tion, and as connection between alternator andfoundation for stationary operation.For stationary operation, the contractor mustensure that the foundation is grounded according tothe rules from local authorities.

Engine, base frame and alternator have internalmetallic contact to ensure earth connection.

The size of the earth cable is to be calculated onthe basis of output and safety conditions in eachspecific case; or must have minimum the same sizeas the main cables.

Figure 2: Marine operation

MAN Diesel & Turbo

B/G 50 00 0 Alternator cable installation 1699865-3.2Page 2 (3)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.09.09

Figure 3: Stationary operation

MAN Diesel & Turbo

1699865-3.2Page 3 (3) Alternator cable installation B/G 50 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.09.09

Engine and alternator combinations

For a GenSet the engine and alternator are fixed ona common base frame, which is flexibly installed.This is to isolate the GenSet vibration-wise from theenvironment. As part of the GenSet design a fullFEM calculation has been done and due to this andour experience some combinations of engine typeand alternator type concerning one - or two bear-ings must be avoided. In the below list all combina-tions can be found.

Comments to possible combinations:

• : Standard# : OptionX : Not recommended1) : Only in combination with "top bracing" betweenengine crankcase and alternator frame2) : Need for 'topbracing' to be evaluated case bycase

MAN Diesel & Turbo

3700084-3.1Page 1 (2) Combinations of engine- and alternator layout B/G 50 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.17

MAN Diesel & Turbo

B/G 50 00 0 Combinations of engine- and alternator layout 3700084-3.1Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.17

Diesel-electric propulsion

B 52

MAN Diesel & Turbo

Diesel-electric Propulsion Plants B 52 00 0

L21/31 L27/38

3700088-0.0Page 1 (25)

11.10 - Tier II

1.1 Advantages of diesel-electric propulsion

Due to different and individual types, purposes and operational profiles of diesel-electric driven vessels the design of a diesel-electric propulsion plant differs a lot and has to be evaluated case by case. All the following is for information purpose only and without obligation.

In general the advantages of diesel-electric propulsion can be summarized as follows:

- Lower fuel consumption and emissions due to the possibility to optimize the loading of die-sel engines / gensets. The gensets in operation can run on high loads with high efficiency. This applies especially to vessels which have a large variation in load demand, for example for an offshore supply vessel, which divides its time between transit and station-keeping (DP) operation.

- High reliability, due to multiple engine redundancy. Even if an engine / genset malfunctions, there will be sufficient power to operate the vessel safely. Reduced vulnerability to single point of failure providing the basis to fulfill high redundancy re-quirements.

- Reduced life cycle cost, resulting form lower operational and maintenance costs. - Improved manoeuvrabilty and station-keeping ability, by deploying special propulsors such

as azimuth thrusters or pods. Precise control of the electrical propulsion motors controlled by frequency converters.

- Increased payload, as diesel-electric propulsion plants take less space. - More flexibility in location of diesel engine / gensets and propulsors. The propulsors are

supplied with electric power through cables. They do not need to be adjacent to the diesel engines / gensets.

- Low propulsion noise and reduced vibrations. For example a slow speed E-motors allows to avoid gearboxes and propulsors like pods keep most of the structure bore noise outside of the hull.

- Efficient performance and high motor torques, as the system can provide maximum torque also at slow speeds, which gives advantages for example in icy conditions.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 2 (25)

11.10 - Tier II

1.2 Efficiencies in diesel-electric plants

A diesel-electric propulsion plant consists of standard electrical components. The following efficien-cies are typical:

100% Engine Power (PB)

90,3 - 92,3% Shaft Power (PS)

Generator

3%

Main Switchboard

0,2%

Supply Transformer *)

1%

*) not applicable if converters with Active Front End are used

Frequency Converter

1,5%

E- Propulsion Motor *)

3% - 4%

*) Synchronous: 3% Induction: 4%

Air 0.

1%

Wat

er 2

.9%

Air 0.

2%

Air 1.

0%

Wat

er 1

.5%

Air 1.

0%

Wat

er 2

- 3%

Heat losses

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 3 (25)

11.10 - Tier II

1.3 Components of a diesel-electric propulsion plant

1 GenSets: Diesel engines + alternators

2 Main switchboards

3Supply transformers (optional): Dependent on the type of the converter. Not needed in case of the use of frequency converters with an Active Front End / Sinusoidal Drive

4 Frequency converters / drives

5 Electric propulsion motors

6 Gearboxes (optional): Dependent on the speed of the E-propulsion motor

7 Propellers / propulsors

1

2

3

4

5

6

7

Example: Diesel-electric propulsion plant

Legend

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 4 (25)

11.10 - Tier II

1.4 Diesel-electric plant design

Generic workflow how to design a diesel-electric propulsion plant:

Ship basic data

Speed – power estimation

Electrical load analysis

Switchboard layout

Drive & propulsion motor layout

Engine selection

Countercheck DE plant

Start

End

• Type of vessel• Propulsion type: Shaft line, thruster, pod, …• Propeller type: FPP, CPP• Operational profile• Class notation: Propulsion redundancy, ice class, …

• Ship design points• Propulsion power: At sea, maneuvering, at port, …• Sea margin

• Electrical power: At sea, maneuvering, at port, …• Efficiency of DE plant: Typically = 91%• Efficiency of alternators: Typically = 96% - 97%

• Number and type of engines / gensets: Installed power• Max. allowed loading of engines: % of MCR• Maintenance of engines: At sea operation, at port, …

• Frequency choice: 50 / 60 Hz• Voltage choice: Low voltage, medium voltage• Number of switchboard sections• Alternator parameters: cos ϕ, xd”

• Selection of converter type: PWM, LCI, Sinusoidal, …• Selection of pulse number: 6p, 12p, 24p• Selection of supply transformer: Investigate transformer less con-

figuration (Active Front End)• Selection of E-propulsion motor type and no. of windings• THD mitigation method

• Check Isc” : Increase voltage, optimize xd”, …

• Check availability of reactive power: Change number/type of alterna-tors, cos ϕ, …

• Check THD limits: Increase pulse number, add filters, …

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 5 (25)

11.10 - Tier II

The requirements of a project will be considered in an application specific design, taking into ac-count the technical and economical feasibility and later operation of the vessel. In order to provide you with appropriate data, please fill the form Questionnaire in the appendix.

1.5 Engine selection

The engines for a diesel-electric propulsion plant have do be selected accordingly to the maximum power demand at the design point. For a concept evaluation the rating, the capability and the load-ing of engines can be calculated like this:

Example: Offshore Construction Vessel (at design point)

- Propulsion power demand (at E-motor shaft) 7200 kW (incl. sea margin) - Max. electrical consumer load 1800 kW

No Item Unit

1.1

1.2

2.1

2.2

2.3

3.13.23.33.4

Shaft power on propulsion motorsElectrical transmission efficiency

Engine power for propulsion

Electric power for ship (E-Load)

Alternator efficiencyEngine power for electric consumers

Total engine power demand (= 1.2 + 2.2)

Diesel engine selection

Rated power (MCR)Number of engines

Total engine power installed

PS [kW]

PB1 [kW]

[kW]

PB2 [kW]

[kW]

type [kW]

PB [kW]

72000,91

7912

18000,96

1875

9787

9L27/382970

411880

4.1

5.1

Loading of engines (= 2.3 / 3.4)

Check: Max. allowed loading of engines% of MCR

82,4%

90,0%

For the detailed selection of the type and number of engines furthermore the operational profile of the vessel, the maintenance strategy of the engines and the boundary conditions given by the gen-eral arrangement have to be considered. For the optimal cylinder configuration of the engines often the power conditions in port is decisive.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 6 (25)

11.10 - Tier II

1.6 E-plant, switchboard and alternator design

The configuration and layout of an electrical propulsion plant, the main switchboard and the alterna-tors follows some basic design principles. For a concept evaluation the following items should be considered:

- A main switchboard which is divided in symmetrical sections is reliable and redundancy requirements are easy to be met

- An even number of gensets / alternators ensures the symmetrical loading of the bus bar sections

- Electrical consumers should be arranged symmetrically on the bus bar sections - The switchboard design is mainly determined by the level of the short circuit currents which

have to be withstand and by the breaking capacity of the circuit breakers (CB) - The voltage choice for the main switchboard depends on several factors. On board of a

vessel it is usually handier to use low voltage. As a rule of thumb the following table can be used:

Total installed alternator power [MWe] Voltage [V] Breaking capacity of CB [kA]

< 10 - 12(and: Single propulsion motor < 3,5 MW)

440 100

< 13 - 15( and: Single propulsion motor < 4,5 MW)

690 100

< 48 6600 30

< 130 11000 50

- The design of the alternators and the electric plant always has to be balanced between voltage choice, availability of reactive power, short circuit level and allowed total harmonic distortion (THD)

- On the one hand side a small xd” of the alternators increases the short circuit current Isc”, which also increase the forces the switchboard has to withstand (F ~ Isc” ^ 2). This may lead to the need of a higher voltage. On the other side a small xd” gives a lower THD. As a rule of thumb a xd”=16% is a good figure for low voltage applications and a xd”=14% is good for medium voltage applications.

- For a rough estimation of the short circuit currents the following formulas can be used:

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 7 (25)

11.10 - Tier II

- The dimensioning of the panels in the main switchboard is usually done accordingly to the rated current for each incoming and outgoing panel. For a concept evaluation the following formulas can be used:

Short circuit level [kA] (rough) Legend

Alternators n * Pr / (√3 * Ur * xd” * cos ϕGrid)

n: No. of alternators connectedPr: Power of alternator [kWe] Ur: Rated voltage [V]xd”: Subtransient reactance [%]cos ϕ: Power factor of the network (typically = 0.9)

Motors n * 6 * Pr / (√3 * Ur * xd” * cos ϕMotor)

N : No. of motors (directly) connectedPr: Power of motor [kWe] Ur: Rated voltage [V]xd”: Subtransient reactance [%]cos ϕ: Power factor of the motor (typically = 0.85 … 0.90 for an induction motor)

ConvertersFrequency converters do not contribute to the Isc”

Type of switchboard panel

Rated current [kA] Legend

Alternator incoming Pr / (√3 * Ur * cos ϕGrid)Pr: Power of alternator [kWe] Ur: Rated voltage [V]cos ϕ: Power factor of the network (typically = 0.9)

Transformer outgoing Sr / (√3 * Ur)Sr: Apparent power of transformer [kVA] Ur: Rated voltage [V]

Motor outgoing (Induc-tion motor controlled by a PWM-converter)

Pr / (√3 * Ur * cos ϕConverter * ηMotor * ηConverter)

Pr: Power of motor [kWe] Ur: Rated voltage [V]cos ϕ: Power factor converter (typically = 0.95)ηMotor: typically = 0.96ηConverter: typically = 0.97

Motor outgoing (Induc-tion motor started: DoL, Y/∆, Soft-Starter)

Pr / (√3 * Ur * cos ϕMotor * ηMotor)

Pr: Power of motor [kWe] Ur: Rated voltage [V]cos ϕ: Power factor motor (typically = 0.85…0.90)ηMotor: typically = 0.96

- The choice of the type of the E-motor depends on the application. Usually induction motors are used up to a power of 7 MW (ηMotor: typically = 0.96). If it comes to power applications above 7 MW per E-motor often synchronous machines are used. Also in applications with slow speed E-motors (without a reduction gearbox), for ice going or pod-driven vessels often synchronous E- motors (ηMotor: typically = 0.97) are used.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 8 (25)

11.10 - Tier II

- In plants with frequency converters based on VSI-technology (PWM type) the converter themselves can deliver reactive power to the E-motor. So often a power factor cos ϕ = 0.9 is a good figure to design the alternator rating. Nevertheless there has to be sufficient reactive power for the ship consumers, so that a lack in reactive power does not lead to unnecessary starts of (standby) alternators.

- The harmonics can be improved (if necessary) by using supply transformers for the fre-quency converters with a 30° phase shift between the two secondary windings, which cancel the dominant 5th and 7th harmonic currents. Also an increase in the pulse number leads to lower THD. Using a 12-pulse configuration with a PWM type of converter the re-sulting harmonic distortion will normally be below the limits defined by the classification societies. When using a transformer less solution with a converter with an Active Front End (Sinusoidal input rectifier) or in a 6-pulse configuration usually THD-filters are necessary to mitigate the THD on the sub-distributions.

The final layout of the electrical plant and the components has always to be based on a detailed analysis and a calculations of the short circuit levels, the load flows and the THD levels as well as on an economical evaluation.

1.7 Over-torque capability

In diesel-electric propulsion plants, which are running with a fix pitch propeller, the dimensioning of the electric propulsion motor has to be done accurately, in order to have sufficient propulsion power available. As an electric motor produces torque, which directly defines the cost (amount of copper), weight and space of the motor, it has to be investigated what amount of over-torque is required to operate the vessel with sufficient power also in situations, where additional power is needed (for example because of heavy weather or icy conditions).

Usually a constant power range of 5-10% is applied on the propulsion (Field weakening range), where constant E-motor power is available.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 9 (25)

11.10 - Tier II

1.8 Protection of the electric plant

In an electric propulsion plant protection devices and relays are used to protect human life from injury from faults in the electric system and to avoid / reduce damage of the electric equipment. The protection system and its parameters always depend on the plant configuration and the operational requirements. During the detailed engineering phase calculations like a short circuit and an earth fault calculation and a selectivity and protection device coordination study have to be made, in order to get the correct parameter settings and to decide, which event / fault should alarm only or trip the circuit breaker.

A typical protection scheme may include the following functions (Example):

Main switchboard:

- Over– and under-voltage - Earth fault

Example: Over-torque capability of a E-propulsiontrain for a FPP-driven vessel.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 10 (25)

11.10 - Tier II

Alternator:

- Short circuit - Over-current - Stator earth fault - Reverse power - Phase unbalance, Negative phase sequence - Differential protection - Over- and under-frequency - Over- and under-voltage - Alternator windings and bearings over-temperature - Alternator cooling air/water temperature - Synchronizing check - Over- and under-excitation (Loss of excitation)

Bus tie feeder:

- Short circuit - Earth fault - Synchronizing check - Differential protection (in ring networks)

Transformer feeder: - Short circuit - Over-current - Earth fault - Thermal overload/image - Under-voltage - Differential protection (for large transformers)

Motor feeder: - Short circuit - Over-current - Earth fault - Under-voltage - Thermal overload/image - Motor start: Stalling I2t, number of starts - Motor windings and bearings over-temperature - Motor cooling air/water temperature

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 11 (25)

11.10 - Tier II

1.9 Drive control

The drive control system is a computer controlled system for the speed converters / drives, provid-ing network stability in case of sudden / dynamical load changes. It ensures safe operation of the converters with constant and stable power supply to the E-propulsion motors and avoids the loss of power under all operational conditions. Usually the propulsion is speed controlled. So the system keeps the reference speed constant as far as possible within the speed and torque limitations and dynamic capability.

The drive control system normally interfaces with the propulsion control system, the power manage-ment system, the dynamic position system and several other ship control and automation systems. The functionality of the drive control system depends on the plant configuration and the operational requirements.

The main tasks of the drive control system can be summarized as follows:

- Control of the converters / drives, including the speed reference calculation - Control of drive / propeller speed according to the alternator capability, including anti-over-

load prevention - Control of power and torque. It takes care of the limits - Control of the converter cooling

For some applications (e.g. for ice going vessels, for rough sea conditions, etc, where load torque varies much and fast) often a power control mode is applied, which reduces the disturbances on the network and smoothens the load application on the diesel engines.

1.10 Power management

Power reservation

The main function of a power management system is to start and stop gensets / alternators accord-ing to the current network load and the online alternator capacity. The power management system takes care that the next alternator will be started, if the available power (= Installed power of all connected alternators – current load) becomes lower than a preset limit. This triggers a timer and if the available power stays bellow the limit for a certain time period the next genset / alternator in sequence is started. It also blocks heavy consumers to be started or sheds (unnecessary) consum-ers, if there is not enough power is available, in order to avoid unstable situations.

Class rules require from gensets / alternators 45 seconds for starting, synchronizing and beginning of sharing load. So it is always a challenge for the power management system to anticipate the situ-ation in advance and to start gensets / alternators before consumers draw the network and overload the engines. Overloading an engine will soon decrease the speed / frequency with the danger of motoring the engine, as the flow of power will be altered from network to alternator (Reverse power). The electric protection system must disconnect such alternator from the network. An overload situ-ation is always a critical situation for the vessel and a blackout has to be avoided.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 12 (25)

11.10 - Tier II

The detailed power management functionality always depends on the plant configuration, the op-erational requirements but also on general philosophy and preferred solution of the owner. The pa-rameters when to stat or to stop a genset / alternator have always to be evaluated individually. The following figure shows that in principle:

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 13 (25)

11.10 - Tier II

For example the load depending start / stop of gensets / alternators is shown in the next table. It can be seen that the available power depends on the status of the gensets / alternators when they get their starting command. As an example a plant with 4 gensets / alternators is shown:

No of alternators connected Alternator loadAvailable power (Power reserve) via load

pick-up by the running GenSetsTime to accept load

2 85% 2 x 15% = 30% 0....10 sec

3 87% 3 x 13% = 39% 0....10 sec

4 90% 4 x 10% = 40% 0....10 sec

No of alternators connected Alternator loadAvailable power (Power reserve) by starting

a standby*) GenSetsTime to accept load

2 70% 2 x 30% = 60% < 1 min

3 75% 3 x 25% = 75% < 1 min

4 80% 4 x 20% = 80% < 1 min

*) preheated, prelubricated, etc. starting conditions see belonging MAN Diesel & Turbo Engine Project Guide.

The available power for this example could look like this:

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 14 (25)

11.10 - Tier II

Power management system

Derived from the above mentioned main tasks of a power management system the following func-tions are typical:

- Automatic load dependent start / stop of gensets / alternators - Manual starting / stopping of gensets / alternators - Fault dependent start /stop of standby gensets / alternators in cases of under-frequency

and/or under-voltage. - Start of gensets / alternators in case of a blackout (Black-start capability) - Determining and selection of the starting / stopping sequence of gensets / alternators - Start and supervise the automatic synchronization of alternators and bus tie breakers - Balanced and unbalanced load application and sharing between gensets / alternators.

Often an emergency program for quickest possible load acceptance is necessary. - Regulation of the network frequency (with static droop or constant frequency) - Distribution of active load between alternators - Distribution of reactive load between alternators - Handling and blocking of heavy consumers - Automatic load shedding - Tripping of non-essential consumers - Bus tie and breaker monitoring and control

All questions regarding the functionality of the power management system have to be clarified with MAN Diesel & Turbo at an early project stage.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 15 (25)

11.10 - Tier II

1.11 Example configurations of diesel-electric propulsion plants

Offshore Support Vessels

The term “Offshore Service & Supply Vessel” includes a large class of vessel types, such as Plat-form Supply Vessels (PSV), Anchor Handling/Tug/Supply (AHTS), Offshore Construction Vessel (OCV), Diving Support Vessel (DSV), Multipurpose Vessel, etc.

Electric propulsion is the norm in ships which frequently require dynamic positioning and sta-tion keeping capability. Initially these vessels mainly used variable speed motor drives and fixed pitch propellers. Now they mostly deploy variable speed thrusters and they are increasingly being equipped with hybrid diesel-mechanical and diesel-electric propulsion.

Example: DE-configuration of a PSV.

In modern applications often frequency converters with an Active Front End are used, which give specific benefits in the space consumption of the electric plant, as it is possible to get rid of the heavy and bulky supply transformers.

Type of conveter / driveSupply trans-

formerType of E-motor Pros & cons

Active Front End - Induction+ Transformer less solution+ Less space and weight- THD filter required

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 16 (25)

11.10 - Tier II

LNG Carriers

A propulsion configuration with two high speed E-motors (e.g. 600 RPM or 720 RPM) and a reduc-tion gearbox (Twin-in-single-out) is a typical configuration, which is used at LNG carriers where the installed alternator power is in the range of about 40 MW. The electrical plant fulfils high redundancy requirements. Due to the high propulsion power which is required and higher efficiencies synchro-nous E-motors are used.

Example: DE-configuration (redundant) of a LNG carrier with geared transmission, single screw and FP propeller



VSI with PWM 24pulse Synchronous

+ High propulsion power+ High drive & motor efficiency+ Low harmonics- Heavy E-plant configuration

For ice going carriers and tankers also podded propulsion is a robust solution, which has been ap-plied in several vessels.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 17 (25)

11.10 - Tier II

Cruise and ferries

Passenger vessels – cruise ships and ferries – are an important application field for diesel-electric propulsion. Safety and comfort are paramount. New regulations, as “Safe Return to Port”, require a high reliable and redundant electric propulsion plant and also onboard comfort is a high priority, allowing only low levels of noise and vibration from the ship´s machinery.

A typical electric propulsion plant is shown in the example below.

Example: DE-configuration (redundant) of a cruise liner, twin screw, gear less.



VSI with PWM 24pulseSynchronous

(slow speed 150 rpm)

+ Highly redundant & reliable+ High drive & motor efficiency+ Low noise & vibration- Complex E-plant configuration

For cruise liners often also geared transmission is applied as well as pods.

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 18 (25)

11.10 - Tier II

For a RoPax ferry almost the same requirements are valid as for a cruise liner.

The figure below shows an electric propulsion plant with a “classical” configuration, consisting of high speed E-motors (900 RPM or 1200 RPM), geared transmission, frequency converters and supply transformers.

Example: DE-configuration (redundant) of a RoPax ferry, twin screw, geared transmission.



VSI-type(with PWM technology)

12 pulse, two secondary

windings, 30° phase shift

Induction

+ Robust & reliable technology+ No THD filters- More space & weight (compared to transfprmer less solution)

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 19 (25)

11.10 - Tier II

Advanced applications

As MAN Diesel & Turbo works together with different suppliers for diesel-electric propulsion plants an optimal matched solution can be designed for each application, using the most applicable com-ponents from the market (Freedom of choice). The following example shows a smart solution, pat-ented by STADT AS (Norway).

In many cases a combination of an E-propulsion motor, running on two constants speeds (Medium, high) and a pitch controllable propeller (CPP) gives a high reliable and compact solution with low electrical plant losses.

Example: DE-configuration (redundant) of a RoRo, twin screw, geared transmission.



Sinusoidal drive (Patended by STADT AS)

- Induction

+ Highly reliable & compact+ Low losses+ Transformer less solution+ Low THD (No THD filters needed)- Only applicable with a CP propeller

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 20 (25)

11.10 - Tier II

Questionnaire: Diesel-electric propulsion plants

In order to provide you with appropriate project material and to carry out proposals promptly and accurately, we would kindly request you to fill in as many of the following details as possible and return it with a complete set of arrangement drawings to your sales representative.

General data

Name ____________________________________________________________________________

Address ____________________________________________________________________________

Phone ____________________________________________________________________________

E-mail ____________________________________________________________________________

Project ____________________________________________________________________________

Type of vessel ____________________________________________________________________________

Propulsion principle:

Diesel-electric CODLAD CODLAG

Main particulars:

Length, overall [m] ____________________________________________________________________

Length, pp [m] ____________________________________________________________________

Breadth, moulded [m] ____________________________________________________________________

Depth, moulded [m] ____________________________________________________________________

Draught, design [m] ____________________________________________________________________

Draught, scantling [m] ____________________________________________________________________

DWT, at sct draught [t] ____________________________________________________________________

Gross tonnage [GRT] ____________________________________________________________________

Crew + Passengers ________________ + __________________________________________________

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 21 (25)

11.10 - Tier II

Shaft propulsion Single screw Single in - single out

Tandem

Twin in - single out

Twin screw Two shaft lines

2xTwin in - single out

Steerable rudder propellers (=Azimuth thrusters)

Pods

___________________________________________________________________________

Ambient conditions:

Classification society ___________________ Class notation _____________________________________

Additional class notification Redundancy _____________________________________

Ice class _____________________________________

Max. machinery room temperature [°C] _____________________________________________________

Max. sea water temperature [°C] _____________________________________________________

Max. fresh water temperature [°C] _____________________________________________________

Speed and margins

Speed:

Ship design speed [kn] _________________________________ (at maximum propusionshaft power)

Sea margin [%] _________________________________________________________________

Max. allowed load of engines [%] _________________________________ % MCR

Propulsion system and power demand

Main Propulsion:

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 22 (25)

11.10 - Tier II

Data for main propulsion:

FPP Number ____________

Max. shaft power on propulsion E-motor (per propeller; including sea margin)[kW] _______________________________________________________________________

Propeller revolution [RPM] ______________________________________________________

Input speed (= E-motor RPM) ___________________________________________________

Reduction gearbox yes no

CPP Number ____________

Max. shaft power on propulsion E-motor (per propeller; including sea margin)[kW] _______________________________________________________________________




Azi. thruster Number ____________

Max. shaft power on propulsion E-motor (per thruster; including sea margin)[kW] _______________________________________________________________________


Propeller type FPP CPP

Pod Number ____________

Max. shaft power on propulsion E-motor (per pod; including sea margin)[kW] _______________________________________________________________________

E-motor speed [RPM] _________________________________________________________

___________ Number ____________

Max. shaft power on propulsion E-motor (each; including sea margin)[kW] _______________________________________________________________________


Input speed (= E-motor RPM) ____________________________________________________


MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 23 (25)

11.10 - Tier II

Data for manoeuvering propulsors:

Bow thruster Number ____________




Stern thruster Number ____________




___________ Number ____________





Electrical load balance

Max. total electrical power demand at sea

For main propulsion [kWel] ________________________________________________________

for vessel's consumers [kWel] ________________________________________________________

Max. total electrical power demand at manoeuvering

for main propulsion [kWel] ________________________________________________________

for manoeuvering propulsors [kWel] ________________________________________________________


MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 24 (25)

11.10 - Tier II

Main propulsion E-motors

Number of winding systems 1 2

Speed control variable speed via frequency converter

____________________________________________________

Max. total electrical power demand at port


Please provide us with a complete E-Load-Balance of the vessel.

Electrical system and motors

The five biggest electrical consumers of the vessel(apart from main propulsion and manoeuvering propulsors)

Name ________________________________________ ; kWel: ____________________________________

Name ________________________________________ ; kWel: ____________________________________

Name ________________________________________ ; kWel: ____________________________________

Name ________________________________________ ; kWel: ____________________________________

Name ________________________________________ ; kWel: ____________________________________

Numbers of generators __________________________________________________________________________

Power per generator [kWel] _______________________________________________________________________

Power factor __________________________________________________________________________________

Revolution of generators [RPM] ___________________________________________________________________

Frequenzy [Hz] ________________________________________________________________________________

Voltage level of generator and MSB [V] _____________________________________________________________

Voltage levels of sub-switchboards [V] ______________________________________________________________

System grounding of MSB

3-phase, 3-wire, isolated from hull

3-phase, 3-wire, isolated via high-resistive resistor

____________________________________________________

MAN Diesel & Turbo


L21/31 L27/38

3700088-0.0Page 25 (25)

11.10 - Tier II

Dimensioning of frequency converter and propulsion E-motor

The design of the frequency converters and the torque capability of the propulsion E-motors is usually rated in between a constant power range of 90% …100% of the propeller revolution (for a FPP-driven vessel).

Manoeuvering E-motors (i.e. bow thrusters)

variable speed via frequency converter

constant speed (Start via Y/∆-unit

constant speed (Start via Softstarter)

_________________________________________________

Propeller RPM [%]

Propeller power [%]

Power delivered by the E-motor [%]

Torque capability Constant power form _______ % to 100% of propeller RPM

Max. over-torque capability of the E-motor ____________ %

Single line diagram

Please provide us with a complete single line diagram of the vessel, if available.

B 25 Preservation and Packing

B 98

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

1679794-8.1Page 1 (1)

09.23

Lifting of Complete Generating Sets.

The generating sets should only be lifted in the two wire straps. Normally, the lifting tools and the wire straps are mounted by the factory. If not, it must be observed that the fixing points for the lifting tools are placed differently depending on the number of cylinders.

The lifting tools are to be removed after the installa-tion, and the protective caps should be fitted.

Lifting Instruction P 98 05 1

L16/24L21/31

Fig. 2. Lifting tools' and wires placing on engine.

Fig. 1. Lifting tools

Engine Type 2x4 bolt to be mounted over cover of Cyl. no.

5L16/24, 5L21/31 3 cyl. 5 cyl.

6L16/24, 6L21/31 4 cyl. 6 cyl.

7L16/24, 7L21/31 5 cyl. 7 cyl.

8L16/24, 8L21/31 5 cyl. 7 cyl.

9L16/24, 9L21/31 6 cyl. 8 cyl.

Note: Based on MAN Diesel standard alternator

Beam

Nut

Tools

Wire

Shackle

If necessary, placement of wire and shackles on beam to be adjusted after test lift.

L21-31_GenSet_TierII

Documents

biofuels b

speed b

biofuel b

weights b

fuel oil diagram b

crude oil specification

lubrication oil system

internal fuel oil system