Project Guide L2330HM

MAN Diesel

IndexProject Guides

L23/30H

Text Index Drawing No.

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.2 Key for engine designation I 00 05 0 1609526-0.5 Designation of cylinders I 00 15 0 1607568-0.2 Code identification for instruments I 00 20 0 1687100-5.2 Basic symbols for piping I 00 25 0 1631472-4.1

General information D 10

List of capacities D 10 05 0 1607532-0.8 List of capacities D 10 05 0 1699151-1.1 Engine performance D 10 10 0 1643447-7.0 Engine performance D 10 10 0 1624432-9.3 Heat balance D 10 20 0 1683389-5.0 Heat balance D 10 20 0 1683390-5.0 Heat balance D 10 20 0 1624434-2.1 Description of sound measurements D 10 25 0 1609510-3.5 Sound measurements D 10 25 0 1613430-7.4 Exhaust gas emission D 10 28 0 1624461-6.2 NOx Emission D 10 28 0 1687135-3.0 Moment of inertia D 10 30 0 1607591-7.4 Green Passport D 10 33 0 1699985-1.0 Overhaul recommendations D 10 35 0 1607531-9.5 Overhaul recommendations D 10 35 0 1699106-9.0

Basic Diesel Engine B 10

General description B 10 01 1 1613472-6.6 Cross section B 10 01 1 1607529-7.2 Main particulars B 10 01 1 1609517-6.8 Dimensions and weights B 10 01 1 1613473-8.5 Centre of gravity B 10 01 1 1631458-2.0 Material specification B 10 01 1 1613423-6.3 Overhaul areas B 10 01 1 1624445-0.4 Low dismantling height B 10 01 1 1631462-8.0 Engine rotation clockwise B 10 11 1 1607566-7.1

Fuel Oil System B 11

Internal fuel oil system B 11 00 0 1613570-8.7 Fuel oil diagram B 11 00 0 1624468-9.8 Quality of heavy fuel oil (HFO) B 11 00 0 1693520-5.4 Quality of marine diesel fuel (MDO) B 11 00 0 1699891-5.1 Quality of gas oil / diesel fuel (MGO) B 11 00 0 1699892-7.1 Specific fuel oil consumption SFOC B 11 01 0 1607542-7.6

Lubrication Oil System B 12

Internal lubricating oil system B 12 00 0 1613429-7.7 Crankcase ventilation B 12 00 0 1699270-8.0 Prelubricating pump B 12 07 0 1624477-3.5 Quality of lube oil (SAE30) for operation on gas oil and diesel oil (MGO/MDO)

B 12 15 0 1699881-9.1

Quality of lube oil (SAE30) for heavy fuel oil operation (HFO) B 12 15 0 1699882-0.1 Treatment of lubricating oil B 12 15 0 1643494-3.7 Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7

MAN Diesel

Index Project Guides

L23/30H


Cooling Water System B 13

Quality of engine cooling water B 13 00 0 1699896-4.0 Checking cooling water B 13 00 0 1699897-6.0 Cleaning cooling water system B 13 00 0 1699898-8.0 Internal cooling water system B 13 00 0 1613439-3.1 Internal cooling water system 1 B 13 00 1 1613575-7.4 Internal cooling water system 2 B 13 00 2 1613576-9.3 Design data for external cooling water system B 13 00 0 1613441-5.3 External cooling water system B 13 00 0 1613442-7.0 One string central cooling water system B 13 00 1 1624464-1.1 Expansion tank B 13 00 0 1613419-0.1 Preheater arrangement in high temperature system B 13 23 1 1613485-8.5 Expansion tank pressuized T 13 01 1 1671771-3.2

Compressed Air System B 14

Compressed air system B 14 00 0 1613580-4.4 Compressed air system B 14 00 0 1624476-1.1

Combustion Air System B 15

Combustion air system B 15 00 0 1613581-6.5 Engine room ventilation and combustion air B 15 00 0 1699110-4.0 Water washing of turbocharger - compressor B 15 05 1 1639499-6.0 Lambda controller B 15 11 1 1693567-3.0

Exhaust Gas System B 16

Exhaust gas system B 16 00 0 1609535-5.2 Dry cleaning of turbocharger - turbine B 16 01 1 1607599-1.4 Water washing of turbocharger - turbine B 16 01 2 1607517-7.5 Position of gas outlet on turbocharger B 16 02 0 1613417-7.3 Silencer without spark arrestor, damping 25 dB (A) E 16 04 2 1609574-9.4 Silencer without spark arrestor, damping 35 dB (A) E 16 04 3 1609577-4.4 Silencer with spark arrestor, damping 25 dB (A) E 16 04 5 1609580-8.4 Silencer with spark arrestor, damping 35 dB (A) E 16 04 6 1609584-5.4

Speed Control System B 17

Starting of engine B 17 00 0 1607583-4.3 Governor B 17 01 4 1679743-4.3

Monitoring Equipment B 18

Standard instrumentation B 18 01 1 1607502-1.5 Standard instrument panel B 18 05 1 1607503-3.2

Safety and Control System B 19

Operation data & set points B 19 00 0 1687164-0.8 Mechanical overspeed B 19 06 1 1624450-8.2 Local starting box - No 1 B 19 10 1 1639469-7.3 Converter for engine rpm signal B 19 13 1 1635436-4.2 Oil Mist Detector B 19 22 1 1699190-5.0 Engine control box no 1, safety system E 19 06 4 1631457-0.0 Engine control box no 2, safety- and alarm system E 19 06 6 1643403-4.0

MAN Diesel

IndexProject Guides

L23/30H


Combined box with prelubricating oil pump, nozzle conditioning pump, preheater and el turning device

E 19 07 2 1699867-7.0

Prelubricating oil pump starting box E 19 11 0 1631477-3.3 High temperature preheater control box E 19 13 0 1631478-5.1

Foundation B 20

Recommendations concerning steel foundations for resilient mounted GenSets

B 20 01 0 1613565-0.3

Resilient mounting of generating sets B 20 01 3 1613527-9.2

Test running B 21

Shop Test Programme for Marine GenSets B 21 01 1 1356501-5.7

Spare Parts E 23

Weight and dimensions of principal parts E 23 00 0 1613435-6.1 Recommended wearing parts E 23 04 0 1607552-3.5 Recommended wearing parts E 23 04 0 1643417-8.2 Standard spare parts P 23 01 1 1655227-6.4

Tools P 24

Standard tools for normal maintenance P 24 01 1 1655222-7.4 Tools for reconditioning P 24 02 1 1679714-7.0 Extra tools for low dismantling height P 24 04 1 1679713-5.0

G 50 Alternator B 50

Information from the alternator supplier G 50 02 8 1613539-9.4 Engine/alternator type G 50 02 3 1613561-3.6 Alternator cable installation G 50 00 0 1699865-3.1.

B 25 Preservation and Packing B 98

Preservation of Alternator B 25 01 1 1699894-0.0 Preservation of diesel engine before dispatch B 25 01 1 1350467-1.3 Preservation of spare parts and tools B 25 01 1 1350473-0.4 Lifting instruction B 25 03 0 1624484-4.2

Introduction

I 00

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I 00 00 0Introduction to Project Guide

General

1643483-5.2Page 1 (1)

Introduction

With this Project Guide we hope that we have provided you with a "tool" covering all necessary information required for project planning of the GenSet installation and making your daily work easier. Further, our Project Department is available with advices on more specifi c questions concerning the projecting.

All fi gures, values, measurements or information about performance stated in the project guide are for guidance only and shall not be used for detailed design purposes or as a substitute for specifi c drawings and instructions prepared for such purposes.

Our product range is constantly reviewed, developed and improved according to needs and conditions dectated. Therefore, we reserve the right to make changes in the technical specifi cation and data without prior notice.

Concerning the alternator, the specifi c data depend on the alternator type.

Project related drawings and installation instructions will be forwarded in a Installation Manual, when the con-tract documentation has been completed.

The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifi cations of our supply.

Code numbers

MAN Diesel, GenSet Identifi cation No. X XX XX X

Code letter

Function/system

Sub-function

Choice number

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 system, monitoring equipment, foundation, test running, etc.

Sub-function: This fi gure varies from 0-99.

Choice number: This fi gure varies from 0-9:

0 : General information 1 : Standard 2-8 : Standard optionals 9 : Optionals

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Key for Engine Designation

General

No of cylinders

5, 6, 7, 8, 9 12, 16, 18

Engine Type

L : In-lineV : V-built

Cyl. diam/stroke

16/24 : 160/24021/31 : 210/31023/30 : 225/30027/38 : 270/38028/32 : 280/32032/40 : 320/400

Design Variant

H CR

Rating

MCR : Maximum continuous ratingECR : Economy continuous rating

6 L 28/32 H MCR

08.16

1609526-0.6Page 1 (1)

Engine Type Identifi cation

The engine types of the MAN Diesel programme are identifi ed by the following fi gures:

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Designation of Cylinders

In-Line

01.31

1607568-0.2Page 1 (1) I 00 15 0

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Code Identifi cation for Instruments

Explanation of Symbols

Measuring deviceLocal reading

Temperature IndicatorNo. 40 *

Measuring deviceSensor mounted on engine/unitReading/identifi cation mounted in a panel on the engine/unit

Pressure IndicatorNo. 22 *

Measuring deviceSensor mounted on engine/unitReading/identifi cation outside the engine/unit

Temperature Alarm HighNo. 12 *

Measureing deviceSensor mounted on engine/unitReading/identifi cation in a panel on the engine/unit and reading/indication outside the engine/unit

Pressure TransmittingNo. 22 *

* Refer to standard location and text for instruments on the following pages.

Specifi cation of letter code for measuring devices

1st letter Following letters

F Flow A Alarm

L Level D Differential

P Pressure E Element

S Speed, System H High

T Temperature I Indicating

U Voltage L Low

V Viscosity S Switching, Stop

X Sound T Transmitting

Z Position X Failure

V Valve, Atuator

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1687100-5.2Page 1 (2)

General

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Code Identifi cation for Instruments

Standard Text for Instruments

Diesel Engine/Alternator

LT Water System01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09

HT Water System10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater12 outlet from engine 15 outlet from HT system 19A inlet to prechamber13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber

Lubricating Oil System20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame21 outlet from cooler / inlet to fi lter 25 prelubricating 29 main bearings22 outlet from fi lter / inlet to engine 26 inlet rocker arms and roller guides 23 inlet to turbocharger 27 intermediate bearing / alternator bearing

Charging Air System30 inlet to cooler 34 charge air conditioning 3831 outlet from cooler 35 surplus air inlet 3932 jet assist system 36 inlet to turbocharger33 outlet from TC fi lter / inlet to TC compr. 37 charge air from mixer

Fuel Oil System40 inlet to engine 44 outlet from sealing oil pump 4841 outlet from engine 45 fuel-rack position 4942 leakage 46 inlet to prechamber43 inlet to fi lter 47

Nozzle Cooling System50 inlet to fuel valves 54 58 oil splash51 outlet from fuel valves 55 valve timing 59 alternator load52 56 injection timing53 57 earth/diff. protection

Exhaust Gas System60 outlet from cylinder 64 6861 outlet from turbocharger 65 6962 inlet to turbocharger 6663 compustion chamber 67

Compressed Air System70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system71 inlet to stop cylinder 75 microswitch for turning gear 7972 inlet to balance arm unit 76 inlet to turning gear73 control air 77 waste gate pressure

Load Speed80 overspeed air 84 engine stop 88 index - fuel injection pump81 overspeed 85 microswitch for overload 89 turbocharger speed82 emergency stop 86 shutdown 90 engine speed83 engine start 87 ready to start

Miscellaneous91 natural gas - inlet to engine 94 cylinder lubricating 97 remote92 oil mist detector 95 voltage 98 alternator winding93 knocking sensor 96 switch for operating location 99 common alarm

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General

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1.1

1.2

1.3

1.4

1.5

1.6

1.7

1.8

No Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS

2. PIPES AND PIPE JOINTS

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

2.9

2.10

2.11

2.12

2.13

2.14

2.15

2.16

2.17

2.18.

2.19

No Symbol Symbol designation

3. VALVES, GATE VALVES, COCKS AND FLAPS

Pipe

Pipe with indication of direction of fl ow

Valves, gate valves, cocks and fl aps

Appliances

Indicating and measuring instruments

High-pressure pipe

Tracing

Crossing pipes, not connected

Crossing pipes, connected

Tee pipe

Flexible pipe

Expansion pipe (corrugated) general

Joint, screwed

Joint, fl anged

Joint, sleeve

Joint, quick-releasing

Expansion joint with gland

Expansion pipe

Cap nut

Blank fl ange

Spectacle fl ange

Orifi ce

Orifi ce

Loop expansion joint

Snap coupling

Pneumatic fl ow or exhaust to atmosphere

Valve, straight through

Valve, angle

Valve, three-way

Non-return valve (fl ap), straight

Non-return valve (fl ap), angle

Non-return valve (fl ap), angle, screw down

Safety valve

Angle safety valve

Self-closing valve

Quick-opening valve

Quick-closing valve

Regulating valve

Ball valve (cock)

Butterfl y valve

Gate valve

Enclosure for several components as-sem-bled in one unit

Non-return valve (fl ap), straight screw down

1631472-4.1Page 1 (3) Basic Symbols for Piping I 00 25 0

General

09.20

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

3.9

3.10

3.11

3.12

3.13

3.14

3.15

3.16

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No Symbol Symbol designation No Symbol Symbol designation

3.17

3.18

3.19

3.20

3.21

3.22

3.23

3.24

3.25

3.26

3.27

3.28

3.29

3.30

3.31

3.32

3.33

3.34

3.35

3.36

3.37

3.38

3.39

Double-seated changeover valve

Suction valve chest

Suction valve chest with non-return valves

Double-seated changeover valve, straight

Double-seated changeover valve, angle

Cock, straight through

Cock, angle

Cock, three-way, L-port in plug

Cock, three-way, T-port in plug

Cock, four-way, straight through in plug

Cock with bottom connection

Cock, straight through, with bottom conn.

Cock, angle, with bottom connection

Cock, three-way, with bottom connection

Thermostatic valve

Valve with test fl ange

3-way valve with remote control (actuator)

Non-return valve (air)

3/2 spring return valve, normally closed

2/2 spring return valve, normally closed

3/2 spring return valve contr. by solenoid

Reducing valve (adjustable)

4. CONTROL AND REGULATION PARTS

Fan-operated

Remote control

Spring

Mass

Float

Piston

Membrane

Electric motor

Electromagnetic

Manual (at pneumatic valves)

Push button

Spring

Solenoid

Solenoid and pilot directional valve

By plunger or tracer

4.1

4.2

4.3

4.4

4.5

4.6

4.7

4.8

4.9

4.10

4.11

4.12

4.13

4.14

4.15

5. APPLIANCES

5.1

5.2

5.3

5.4

5.5

5.6

Mudbox

Filter or strainer

Magnetic fi lter

Separator

Steam trap

Centrifugal pumpOn/off valve controlled by solenoid and pilot directional valve and with spring return

I 00 25 0 1631472-4.1Page 2 (3)Basic Symbols for Piping

General

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No. Symbol Symbol designation No. Symbol Symbol designation

5.7

5.8

5.9

5.10

5.11

5.12

5.13

5.14

5.15

5.16

5.17

5.18

5.19

5.20

5.21

5.22

5.23

Gear or screw pump

Hand pump (bucket)

Ejector

Various accessories (text to be added)

Piston pump

Heat exchanger

Electric preheater

Air fi lter

Air fi lter with manual control

Air fi lter with automatic drain

Water trap with manual control

Air lubricator

Silencer

Single acting cylinder with spring returned

Double acting cylinder with spring returned

Steam trap

7. READING INSTR. WITH ORDINARY DESIGNATIONS

7.1

7.2

7.3

7.4

7.5

Sight fl ow indicator

Observation glass

Level indicator

Distance level indicator

Recorder

6. FITTINGS

6.1

6.2

6.3

6.4

6.5

6.6

6.7

6.8

6.9

Funnel / waste tray

Drain

Waste tray

Waste tray with plug

Turbocharger

Fuel oil pump

Bearing

Water jacket

Overspeed device

Fixed capacity pneumatic motor with direc-tion of fl ow

1631472-4.1Page 3 (3) Basic Symbols for Piping I 00 25 0

General

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General information

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1607532-0.8Page 1 (1) List of Capacities D 10 05 0

L23/30H

06.13

Max. continuous rating at Cyl. 5-ECR 5 6 7 8

720/750 RPM kW 525/550 650/675 780/810 910/945 1040/1080

ENGINE-DRIVEN PUMPS.

Fuel oil feed pump (5.5-7.5 bar) m3/h 1.0 1.0 1.0 1.0 1.0L.T. cooling water pump (1-2.5 bar) m3/h 55 55 55 55 55H.T. cooling water pump (1-2.5 bar) m3/h 36 36 36 36 36Lub. oil main pump (3-5 bar) m3/h 16 16 16 20 20

SEPARATE PUMPS:

Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.36/0.38 0.46/0.48 0.55/0.57 0.64/0.67 0.73/0.76Fuel oil supply pump ***(4 bar discharge pressure) m3/h 0.18/0.19 0.22/0.23 0.27/0.28 0.31/0.33 0.36/0.37Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.37/0.39 0.46/0.48 0.56/0.58 0.65/0.67 0.74/0.77L.T. cooling water pump* (1-2.5 bar) m3/h 35 35 42 48 55L.T. cooling water pump** (1-2.5 bar) m3/h 48 48 54 60 73H.T. cooling water pump (1-2.5 bar) m3/h 20 20 24 28 32Lub. oil stand-by pump (3-5 bar) m3/h 14.0 14.0 15.0 16.0 17.0

COOLING CAPACITIES:

LUBRICATING OIL:Heat dissipation kW 63 69 84 98 112L.T. cooling water quantity* m3/h 4.6 5.3 6.4 7.5 8.5L.T. cooling water quantity** m3/h 18 18 18 18 25Lub. oil temp. inlet cooler °C 67 67 67 67 67L.T. cooling water temp. inlet cooler °C 36 36 36 36 36

CHARGE AIR:Heat dissipation kW 156 251 299 348 395L.T. cooling water quantity m3/h 30 30 36 42 48L.T. cooling water inlet cooler °C 36 36 36 36 36

JACKET COOLING:Heat dissipation kW 154 182 219 257 294H.T. cooling water quantity m3/h 20 20 24 28 32H.T. cooling water temp. inlet cooler °C 77 77 77 77 77

GAS DATA:

Exhaust gas flow kg/h 4310 5510 6620 7720 8820Exhaust gas temp. °C 310 310 310 310 310Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/s 1.17 1.49 1.79 2.09 2.39

STARTING AIR SYSTEM:

Air consumption per start Nm3 2.0 2.0 2.0 2.0 2.0

HEAT RADIATION:

Engine kW 19 21 25 29 34Generator kW (See separate data from generator maker)

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capacitiesat 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.

Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.

* Only valid for engines equipped with internal basic cooling water system no. 1 and 2.** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil

consumption is multiplied by 1.45.

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Max. continuous rating at Cyl. 6 7 8

900 RPM kW 960 1120 1280

ENGINE-DRIVEN PUMPS.

Fuel oil feed pump (5.5-7.5 bar) m3/h 1.3 1.3 1.3L.T. cooling water pump (1-2.5 bar) m3/h 69 69 69H.T. cooling water pump (1-2.5 bar) m3/h 45 45 45Lub. oil main pump (3.5-5 bar) m3/h 20 20 20

SEPARATE PUMPS:

Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.69 0.81 0.92Fuel oil supply pump*** (4 bar discharge pressure) m3/h 0.34 0.40 0.45Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.82 0.94L.T. cooling water pump* (1-2.5 bar) m3/h 52 61 70L.T. cooling water pump** (1-2.5 bar) m3/h 63 71 85H.T. cooling water pump (1-2.5 bar) m3/h 30 35 40Lub. oil stand-by pump (3.5-5 bar) m3/h 17 18 19

COOLING CAPACITIES:

LUBRICATING OIL:Heat dissipation kW 117 137 158L.T. cooling water quantity* m3/h 7.5 8.8 10.1SW L.T. cooling water quantity** m3/h 18 18 25Lub. oil temp. inlet cooler °C 67 67 67L.T. cooling water temp. inlet cooler °C 36 36 36

CHARGE AIR:Heat dissipation kW 369 428 487L.T. cooling water quantity m3/h 46 53 61L.T. cooling water inlet cooler °C 36 36 36

JACKET COOLING:Heat dissipation kW 239 281 323H.T. cooling water quantity m3/h 30 35 40H.T. cooling water temp. inlet cooler °C 77 77 77

GAS DATA:

Exhaust gas flow kg/h 8370 9770 11160Exhaust gas temp. °C 325 325 325Max. allowable back. press. bar 0.025 0.025 0.025Air consumption kg/s 2.25 2.62 3.00

STARTING AIR SYSTEM:

Air consumption per start Nm3 2.0 2.0 2.0

HEAT RADIATION:

Engine kW 32 37 42Generator kW (See separat data from generator maker)

If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36° C.

Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.

* Only valid for engines equipped with internal basic cooling water system no. 1 and 2.** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil

consumption is multiplied by 1.45.

1699151-1.1Page 1 (1) List of Capacities D 10 05 0

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Smoke-Bosch(1 stroke)

RB

Spec. fuel cons.g/kWh*

max. pressurecompr.pressure

bar

Exhaust temp.grC

D 10 10 0Engine Performance1643447-7.0Page 1 (1)

94.33

25 50 75 100 % load32.5 65 97.5 130 kW/cyl.

* tolerance +5%

spec. air cons.

smoke

1.2

0.8

0.4

0.0

3.0

2.5

2.0

1.5

1.0

500

450

400

350

300

250

P = 130 kW/cyl. at 720 RPM. Pme = 18.2 bar

Ambient cond. 25.0 C - 1.00 bar - Cool W 25.0 C MDO calorific value 42700 kJ/kgwithout engine driven pumps (Generator load, const.RPM)

14

12

10

8

6

spec. air cons.kg/kWh

200

180

160

140

120

100

80

60

40

20

Ch. air temp.grC

140

120

100

80

60

40

240

230

220

210

200

190

180

L23/30H MCR

Ch. air press.bar

spec. fuel cons.*

tair after cooler

charge air press.

tair after compr.

compr. press.

max. firing press.texh.

after TC

texh. before TC

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Smoke-Bosch(1 stroke)

RB

Spec. fuel cons.g/kWh*

max. pressurecompr.pressure

bar

Exhaust temp.grC

D 10 10 0Engine Performance1624432-9.3Page 1 (1)

92.41

25 50 75 100 % load40 80 120 160 kW/cyl.

* tolerance +5%

texh. before TC

spec. air cons.

texh. after TC

max. firing press.

compr. press.

charge air press.

tair after compr.

tair after cooler

smokespec. fuel cons.*

1.2

0.8

0.4

0.0

3.0

2.5

2.0

1.5

1.0

500

450

400

350

300

250


Ambient cond. 27.0 C - 1.00 bar - Cool W 27.0 C MDO calorific value 42700 kJ/kgwithout engine driven pumps (Generator load, const.RPM)

14

12

10

8

6

spec. air cons.kg/kWh

200

180

160

140

120

100

80

60

40

20

Ch. air temp.grC

140

120

100

80

60

40

240

230

220

210

200

190

180

L23/30H MCR

Ch. air press.bar

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D 10 20 01683389-5.0Page 1 (1) Heat Balance

L23/30H

01.01

* tolerance ±10%


Ambient cond. 45.0 C - 1.00 bar - Cool W 36.0 Cwith engine driven pumps: Lub. oil, HT Water

(Generator load, const. RPM)

25.0 50.0 75.0 100.0 % Load32.5 65.0 97.5 130.0 kW/cyl.

Charge air

Exhaust gas*

Jacket cooling

Radiation

Lubricating oil

Jacket cooling/Ch. airLub. oil/Radiation

Exhaust gas

kW/cyl.

110

105

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

55.0

52.5

50.0

47.5

45.0

42.5

40.0

37.5

35.0

32.5

30.0

27.5

25.0

22.5

20.0

17.5

15.0

12.5

10.0

7.5

5.0

2.5

0.0

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D 10 20 01683390-5.0Page 1 (1) Heat Balance

L23/30H

01.01

* tolerance ±10%


Ambient cond. 45.0 C - 1.00 bar - Cool W 36.0 Cwith engine driven pumps: Lub. oil, HT Water

(Generator load, const. RPM)

25.0 50.0 75.0 100.0 % Load33.8 67.5 101.3 135.0 kW/cyl.

Charge air

Exhaust gas*

Jacket cooling

Radiation

Lubricating oil


Exhaust gas

kW/cyl.

110

105

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

55.0

52.5

50.0

47.5

45.0

42.5

40.0

37.5

35.0

32.5

30.0

27.5

25.0

22.5

20.0

17.5

15.0

12.5

10.0

7.5

5.0

2.5

0.0

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D 10 20 0

91.23

Heat Balance1624434-2.1Page 1 (1)


Ambient cond. 27.0 C - 1.00 bar - Cool W 27.0 C (Generator load, const. RPM)

* tolerance ±10%


Exhaust gas

kW/cyl.

0 25 50 75 100 % load0 40 80 120 160 kW/cyl.

Radiation

Lubricating oil

Jacket cooling

Exhaust gas *

Charge air cooler

120

110

100

90

80

60

55

50

45

40

70

60

50

40

30

20

10

0

35

30

25

20

15

10

5

0

L23/30H MCR

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Previously used method for measuring exhaust sound are DS/ISO 2923 and DIN 45635, here is measured on unsilenced exhaust sound, one meter from the opening of the exhaust pipe, see Fig. no 1.

Sound Measuring "on-site"

The Sound Power Level can be directly applied to on-site conditions. It does not, however, necessarily result in the same Sound Pressure Level as measured on test bed.

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

Standards

Determination of Sound Power from Sound Pressure measurements will normally be carried outaccording to:

ISO 3744 (Measuring method, instruments, background noise, no of microphone positions etc)and ISO 3746 (Accuracy due to criterion for suitability of test environment, K2>2 dB)

Purpose

This should be seen as an easily comprehensible sound analysis of MAN Diesel GenSets. These measurements can be used in the project phase as a basis for decisions concerning damping and isolation in buildings, engine rooms and around exhaust systems.

Measuring Equipment

All measurements have been made with Precision Sound Level Meters according to standard IEC Publication 651or 804, type 1 - with 1/1 or 1/3 octave fi lters according to standard IEC Publication 225.Used sound calibrators are according to standard IEC Publication 942, class 1.

Defi nitions

Sound Pressure Level: LP = 20 x log P/P0 [dB] where P is the RMS value of sound pressure in pascals, 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 MAN Diesel's test bed facilities. During measurements, the exhaust gas is led outside the test bed through a silencer. The GenSet is placed on a resilient bed with generator and engine on a common base frame.

Sound Power are normally determined from Sound Pressure measurements.

New measurement of exhaust sound is carried out at the test bed, unsilenced, directly after turbocharger, with a probe microphone inside the exhaust pipe.

07.01

General

D 10 25 0Description of Sound Measurements1609510-3.5Page 1 (1)

Fig. no 1.

1 m

1 m30°

Measuring positionISO 2923

Measuring positionISO 45635

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1613430-7.4Page 1 (1) Sound Measurements D 10 25 0

L23/30H

Number of cylinders

RPM

Engine sound:

Mean sound pressure LpfA[dB]approx. anechoic chamberPower kW]

Exhaust sound:

Sound pressure LpA[dB]

5 6 7 8

720

98.1.8

-

120.5*4

750

96.3

-

117.1*4

720

95.7

-

109.3*3

750

97.0

-

124.5*4

720

97.6

-

117.3*4

750

100.1*

-

125.0*

720

100.5*

-

123.5*

750

102.6

1073

124.0*

Engine and Exhaust Sound

For further information see: "Description of sound measurements" D 10 25 0.

* Frequency spectrum are not available. ** Measured in exhaust pipe with probe. *3 Measured in according with Din 45635 *4 Measured in according with ISO2923

The stated values are calculated and actual measurements on specifi ed plant may be different.

07.17

900

98.1

-

126.6*4

900

104.6

1120

-

900

103.5

1280

-

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General

99.34

The composition of the exhaust gases emitted by ourmedium-speed four-stroke diesel engines during fullload operation and depending on the air/fuel ratio isas follows:

% Volume

Nitrogen N2

approx. 76Oxygen O

2approx. 13

Carbon dioxide CO2

approx. 4Water (vapour) H

2O approx. 6

Argon Ar approx. 1Ash, soot, NO

x, CO, HC, etc. rest

However, as regards the environmental impactattributable to diesel exhaust gases only thecomponents listed under "Rest" are of interest, andof these, above the various proportion of carbonmonoxide, CO, of nitrogen oxides, NO

x, sulphur

dioxide SO2 and of the hydrocarbons, HC, that are

known as noxious materials on account of theirtoxicity.

D 10 28 0Exhaust Gas Emission1624461-6.2Page 1 (1)

The ash and SO2 content of the exhaust gas is solely

determined by the composition of the fuel and not bythe combustion in the engine.

SO2 can be determined by the empirical relation-

ship: SO2 * = (21.9 x S) - 2.1 (kg/tonne fuel). Where

S is sulphur content of fuel in % of weight.

The soot emission, though it does play a role, posesno problem in case of super-charged engines onaccount of the large amount of excess air comparedwith naturally aspirated engines.

As the NOx emission is also greatly influenced by the

site and operating conditions of the engine (e.g.charge air temperature), the MAN B&W Diesel A/S,Holeby works should be consulted and advised ofany existing local ordinances before any statementsregarding emissions are made in case of concreteprojects.

* Reference: Lloyds Register Marine ExhaustEmissions Research.

g/Nm (5% O ),g/kWh

200

300

400

500

600

700

800

900

1000

ppm

25 50 75 100 Load %

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

32

g/kWh

ppm (15% O , wet)

g/Nm (5% O , dry)

ppm (13% O , dry)

32

2

2

Fig. 1. Nox emission L23/30H and L/V28/32H engines according to ISO 3046 conditions.

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1687135-3.0Page 1 (1) NOx Emission D 10 28 0

L23/30H

02.12

The NOx measurements are made after Annex VIof MARPOL 73/78, The Technical Code on Controlof Emission of Nitrogen Oxides from Marine DieselEngines. The NOx emission is measured at worstcase conditions during the IMO certification andsurveyed by the major classifications societies. Theemissions are measured at five load points andcalculated as a weighted average after the D2 cycle.The D2 cycle is used for marine auxiliary engineswhere the 75% and 50% load points have the biggestcontribution the average value.

6

8

10

12

14

16

18

0 500 1000 1500 2000Engine speed rpm

NO

x em

issi

on g

/kW

h

IMO LimitL23/30H

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05.48

D 10 30 01607591-7.4Page 1 (1) Moment of Inertia

L23/30H

Moment of inertia (J)

Engine

kgm2

Flywheel

kgm2

Generator***

kgm2

Total

kgm2

780

810

960

910

945

1120

1040

1080

1280

720

750

900

720

750

900

720

750

900

37.4

37.4

65.5

61.4

61.4

47.9

49.6

49.6

78.5

273.5

273.5

273.5

100.0

100.0

111.3

100.0

100

273.5

132.0

94.0

83.0

170.0

110.0

120.0

200.0

152.0

133.3

442.9

404.9

422.0

331.4

271.4

279.2

349.6

301.6

485.3

Speed

r/min.

Max. cont.ratingkW

Generator

type

DIDBN*121k/10

DIDBN*121i/8

LSA**52B L9/8p

DIDBN*131h/10

DIDBN*121k/8

LSA**54 VS4/8p

DIDBN*131i/10

DIDBN*131h/8

LSA**54 VS5/8p

No. of

cyl.

6

7

8

* Generator, make A. van Kaick

** Generator, make Leroý Somer

*** If other generator is chosen the values will change.

Moment of inertia : GD2 = J x 4 (kgm2)

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"Green Passport"1699985-1.0Page 1 (1)

List of potentially hazardous materials of MAN four-stroke diesel engines that are relevant to be delivered to recycling facilities according to IMO resolution A.962(23) Adopted on 5 december 2003.

General

07.36

D 10 33 0

Asbestos

Type of asbestos Materials Location Approximate quantity/volume

- - None Plastic Materials

Type Location Approximate quantity/volume

Copolymer, based on acrylnitrile and butadiene: NBR

O-rings (Inside engine) *)

Copolymer, based on vinylidene-fl uoride and hexafl uoro-propene: FPM

O-rings (Inside engine) *)

FPI 155, Flame retardant according to IEC 332-3 cat. 3

Cable jacket < 100 m

Materials containing PCBs, PCTs, PBBs at levels of 50 mg/kg or more

None Gases sealed in the machinery

Argon Exhaust thermometers *) Chemicals in engine


Anti-seize Compounds Used on high temperature screws *)

Engine Additives None

Water Treatment: Nitrite-borate inhibitor Fresh water system See instruction manual Other Substances in engine


Fuel oil Engine F.O. pipe system < 0,020 m3

Lubricating oil Engine frame See instruction manual

Filter cartridge Lub. oil fi lter on engine 2 pcs. 1)

Filter cartridge Lub. oil fi lter on engine/fi lter candles 2 pcs./48 pcs. 2)

Mercury None

Lithium battery (if installed) Electronic cabinet 1 pcs.

Lead Pb - for soldering circuit board Electronic cabinet < 10 g/engine 2) *) The component is most likely bound in an alloy or present at a very low concentration 1) only valid for GenSets 2) only valid for Propulsion engines

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Overhaul Recommendations

06.36

D 10 35 01607531-9.5Page 1 (2)

Turbocharger

Regulating system

Cylinder head

Fuel injection valveExhaust valve

Air inlet valveValve guide

Cylinder head nuts

Compressed air system

Main bearings

Supporting chocksand bolt connections

Autolog reading

Big-end bearing

Piston

every secondday

every week25-75

with new or overhauled turbo-charger once aft

1000

6-8.000

6-8.000

16.000

monthly

2.000

2.00016.000monthly

16.00016.000

16.000

16.000

6-8.000

6-8.000

6-8.0006-8.0006-8.000

6-8.000

6-8.00016.000

16.000

32.000

32.00032.000

48.000

32.000

64.000

Dry cleaning of turbine side ................................................................ orWet cleaning of turbine side ................................................................. Water washing of compressor side .....................................................

Air fi lter cleaning : Based on observations.

Inspection: Check all mounting screws, casing screws and pipeline connections for tight fi t by tapping, retighten if neces sary .............

Compressor cleaning in dismantled condition: compressorinner com ponents, fi nal diffusor, compressor wheel ............................

Silencer cleaning in dismantled condition: silencer felt linings .......

Major overhaul: Dismantling, cleaning, inspection, checking and cleaning cartridge, checking bearing clearances, checking gaps and clearances on reassembly ...........................................................

Function check of overspeed and shutdown devices.Check that the control rod of each individual fuel pump can easily go to "stop" position ............................................................................

Checking and adjustment of valve clearance ......................................

Checking, cleaning and adjustment of opening pressure ...................Overhaul and regrinding of spindle and valve seat .............................Function check of rotocap ...................................................................

Overhaul in connection with exhaust valve overhaul ...........................Measuring of inside diameter in connection with valve overhaul ........

Retightening 200 hours after new or overhaul

Check of compressed air system ........................................................Refi ll of air lubricator : Based on observations.

Inspection according to classifi cation survey, normally after 24.000 running hours or 4 years of service .....................................................Retightening of main bearing cap. 200 hours after new or overhaul and every ............................................................................................Retightening of screws for counterweights. 200 hours after new or overhaul and every ..............................................................................

Retightening of holding-down bolts. 200 á 1000 hours after new or overhaul and every ..............................................................................Retightening of bolts between engine frame and base frame .............For fl exible mounted engines. Check anti-vibration mountings ............

Crankshaft defl ection and main bearing clearance reading. Should be carried out in connection with retightening of main bearing and holding-down bolts ..............................................................................

Retightening and checking of bearing clearance. 200 hours after new or overhaul and every .........................................................................Inspection in connection with piston overhaul .....................................

Overhaul, replacement of compression rings and scraper rings, mea-suring of ring grooves, inspection of big-end bearing and inspection of cylinder liner condition ........................................................................

L23/30H

ExpectedService

LifeComponent

HoursBetween

Overhauls720/750 RPM

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D 10 35 0

06.36

1607531-9.5Page 2 (2)Overhaul Recommendations

L23/30H

ExpectedService

LifeComponent

HoursBetween

Overhauls720/750 RPM

Cylinder liner

Fuel pump

Torsional vibrationdampers

Lub. oil fi lter cartr.

Filter Cartridges

tion: In connection with piston overhaul ...............................................

Overhaul and reconditioning of sur face between liner and frame and cleaning of surface in cooling water space .........................................

Fuel pump barrel/plunger assembly. Overhaul based on operational observations ........................................................................................

Overhaul ..............................................................................................A sample of silicone fl uid must be taken and analysed in between.

Replacement based on observations of pressure drop ......................

Replacement based on observations ...................................................

16.000

32.000

32.000

80.000

32.000

1.500

1.500

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Turbocharger

Regulating system

Cylinder head

Fuel injection valveExhaust valve

Air inlet valveValve guide

Cylinder head nuts

Compressed air system

Main bearings

Supporting chocksand bolt connections

Autolog reading

Big-end bearing

Piston

every secondday

every week25-75

with new oroverhauled

turbochargeronce aft 1000

6.000

6.000

12.000

monthly

2.000

2.00012.000monthly

12.00012.000

12.000

24.000

6.000

6.000

6.0006.0006.000

6.000

6.00012.000

12.000

24.000

24.00024.000

36.000

24.000

60.000

Dry cleaning of turbine side ...............................................................orWet cleaning of turbine side ...............................................................Water washing of compressor side ...................................................

Air filter cleaning : Based on observations.

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

Compressor cleaning in dismantled condition: compressorinner components, final diffusor, compressor wheel ........................

Silencer cleaning in dismantled condition: silencer felt linings ..

Major overhaul: Dismantling, cleaning, inspection, checking andcleaning cartridge, checking bearing clearances, checking gapsand clearances on reassembly .........................................................

Function check of overspeed and shutdown devices.Check that the control rod of each individual fuel pump can easilygo to "stop" position ............................................................................

Checking and adjustment of valve clearance ...................................

Checking, cleaning and adjustment of opening pressure .................Overhaul and regrinding of spindle and valve seat ...........................Function check of rotocap .................................................................

Overhaul in connection with exhaust valve overhaul .......................Measuring of inside diameter in connection with valve overhaul ......

Retightening 200 hours after new or overhaul

Check of compressed air system .....................................................Refill of air lubricator : Based on observations.

Inspection according to classification survey, normally after 24.000running hours or 4 years of service ..................................................Retightening of main bearing cap. 200 hours after new or overhauland every ............................................................................................Retightening of screws for counterweights. 200 hours after new oroverhaul and every ............................................................................

Retightening of holding-down bolts. 200 á 1000 hours after new oroverhaul and every ............................................................................Retightening of bolts between engine frame and base frame ...........For flexible mounted engines. Check anti-vibration mountings ........

Crankshaft deflection and main bearing clearance reading. Shouldbe carried out in connection with retightening of main bearing andholding-down bolts ..............................................................................

Retightening and checking of bearing clearance. 200 hours afternew or overhaul and every ................................................................Inspection in connection with piston overhaul ...................................

Overhaul, replacement of compression rings and scraper rings,measuring of ring grooves, inspection of big-end bearing andinspection of cylinder liner condition ..................................................

ExpectedService

LifeComponent

HoursBetween

Overhauls900 RPM

Overhaul Recommendations

04.50

D 10 35 01699106-9.0Page 1 (2)

L23/30H

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D 10 35 0

04.50

1699106-9.0Page 2 (2)Overhaul Recommendations

L23/30H

ExpectedService

LifeComponent

HoursBetween

Overhauls900 RPM

Cylinder liner

Fuel pump

Torsional vibrationdampers

Lub. oil filter cartr.

Filter cartrigdes

Inspection, measuring and reconditioning of running surfacecondition: In connection with piston overhaul ....................................

Overhaul and reconditioning of surface between liner and frame andcleaning of surface in cooling water space .......................................

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

Overhaul .............................................................................................A sample of silicone fluid must be taken and analysed in between.

Replacement based on observations of pressure drop ...................

Replacement based on observations ................................................

12.000

24.000

36.000

60.000

24.000

1.500

1.500

Basic Diesel Engine

B 10

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General

The engine is a turbocharged, single-acting, four-stroke diesel engine of the trunk piston type with acylinder bore of 225 mm and a stroke of 300 mm, thecrankshaft speed are 720, 750 or 900 rpm.

The engine can be delivered as an in-line engine with5 to 8 cylinders.

Engine Frame

The engine frame which is made of cast iron is amonobloc design incorporating the cylinder bloc, thecrankcase and the supporting flanges.

The charge air receiver, the cooling water jacketsand the housing for the camshaft and drive are alsointegral parts of this one-piece casting.

The main bearings for the underslung crankshaft arecarried in heavy supports in the frame plating and aresecured by bearing caps. To ensure strong andsturdy bedding of the caps, these are provided withside guides and held in place by means of studs withhydraulically tightened nuts. The main bearings areequipped with replaceable shells which are fittedwithout scraping.

The crankshaft guide bearing is located at the fly-wheel end of the engine.

On the sides of the frame there are covers for accessto the camshaft, the charge air receiver and crank-case. Some of the covers are fitted with relief valveswhich will act, if oil vapours in the crankcase shouldbe ignited, for instance in the event of a hot bearing.

Base Frame

The engine and alternator are mounted on a com-mon base frame. The rigid base frame constructioncan be embedded directly on the engine seating orflexible mounted.

The engine part of the base frame acts as lubricatingoil reservoir.

General Description B 10 01 1

96.12

L23/30H

1613472-6.6Page 1 (5)

Cylinder Liner

The cylinder liner is made of fine grained, pearlitecast iron and fitted in a bore in the engine frame. Theliner is clamped by the cylinder head and is guided bya bore at the bottom of the cooling water space of theengine frame. The liner can thus expand freelydownwards when heated during the running of theengine. Sealing for the cooling water is obtained bymeans of rubber rings which are fitted in groovesmachined in the liner.

Cooling water is supplied at the bottom of the coolingwater space between the liner and the engine frameand leaves through bores in the top of the frame tothe cooling water jacket.

Cylinder Head

The cylinder head is of cast iron, made in one piece.It has a central bore for the fuel injection valve andbores for two exhaust valves, two inlet valves, indi-cator valve and cooling water.

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 coaming whichencloses the valves. The coaming is closed with atop cover and thus provides an oil tight enclosure forthe valve gear.

Air Inlet and Exhaust Valves

The inlet and exhaust valve spindles are identicaland therefore interchangeable.

The valve spindles are made of heat-resistant ma-terial and the spindle seats are armoured withwelded-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 is ensuring even tem-perature levels on the valve discs and preventsdeposits on the seating surfaces.

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The cylinder head is equipped with replaceablevalve seat rings, which are directly water cooled inorder to assure low valve temperatures.

The seat rings are made of heat-resistant steel. Theseting surfaces are hardened in order to minimizewear and prevent dent marks, on the inlet seat byinduction hardening, on the exhaust seat by hardmetal armouring.

Valve Actuating Gear

The rocker arms are actuated through rollers, rollerguides and push rods. The roller guide for fuel pumpand for inlet and exhaust valves are mounted in onecommon housing for each cylinder. This housing isbolted to the engine frame.

Each rocker arm activates two spindles through aspring-loaded valve bridge with thrust screws andadjusting screws for valve clearance.

The valve actuating gear is pressure-feed lubricatedfrom the centralized lubricating system of the engi-ne. A non-return valve blocks the oil inlet to therocker arms during prelubricating.

Fuel Injection System

The engine is provided with one fuel injection pump,an injection valve, and a high pressure pipe for eachcylinder.

The injection pump is mounted on the valve gearhousing by means of two screws. The pump consistsof a pump housing, a centrally placed pump barreland a plunger. The pump is activated by the fuel cam,and the volume injected is controlled by turning theplunger.

The fuel injection valve is located in a valve sleeve inthe center 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 shielding

B 10 01 1 General Description

96.12

L23/30H

1613472-6.6Page 2 (5)

tube.

The shielding tube has two holes in order to ensurethat any leakage will be drained off to the cylinderhead bore. The bore is equipped with drain channeland pipe.

The complete injection equipment inclusive injectionpumps, high pressure and low pressure pipes is wellenclosed behind removable covers.

Piston

The piston, which is oil-cooled and of the monobloctype made of nodular cast-iron, is equipped with 3compression rings and 1 oil scraper ring.

By the use of compression rings with different barrel-shaped profiles and chrome-plated running sur-faces, the piston ring pack is optimized for maximumsealing effect and minimum wear rate.

The piston has a cooling oil space close to the pistoncrown and the piston ring zone. The heat transferand thus the cooling effect is based on the shakereffect arising during the piston movement. Thecooling medium is oil from the engine's lubricating oilsystem.

Oil is supplied to the cooling oil space throughchannels from the oil grooves in the piston pinbosses. Oil is drained from the cooling oil spacethrough ducts situated diametrically to the inletchannels.

The piston pin is fully floating and kept in position inaxial direction by two circlips (seeger rings). Thepiston pin is equipped with channels and holes forsupply of oil to lubrication of the pin bosses and forsupply of cooling oil to the piston.

Connecting Rod

The connecting rod is die-forged. The big-end has aninclined joint in order to facilitate the piston andconnecting rod assembly to be withdrawn upthrough the cylinder liner. The joint faces on connec-ting rod and bearing cap are serrated to ensure

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precise location and to prevent relative movement ofthe parts.

The connecting rod has bored channels for supply ofoil from the big-end to the small-end.

The big-end bearing is of the trimetal type coatedwith a running layer.

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 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 forsupply of oil to the pin bosses.

Crankshaft and Main Bearings

The crankshaft, which is a one-piece forging, issuspended in underslung bearings. The main bea-rings are of the trimetal type, which are coated witha running 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 screws.

At the flywheel end the crankshaft is fitted with a gearwheel which through an intermediate wheel drivesthe camshaft.

Also fitted here is a coupling flange for connection ofa generator. At the opposite end (front end) there isa claw-type coupling for the lub. oil pump or a flexiblegear wheel connection for lub. oil and water 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 hencethrough 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 a camshaft.


96.12

L23/30H

1613472-6.6Page 3 (5)

The camshaft is placed in the engine frame at thecontrol side (left side, seen from the flywheel end).

The camshaft is driven by a gear wheel on thecrankshaft through an intermediate wheel, and rota-tes of a speed which is half of that of the crankshaft.

The camshaft is located in bearing bushes which arefitted in bores in the engine frame, each bearing isreplaceable and locked in position in the engineframe by means of a locking screw.

A guidering mounted at the flywheel end guides thecamshaft in the longitudinal direction.

Each section is equipped with fixed cams for opera-tion of fuel pump, air inlet valve and exhaust valve.

The foremost section is equipped with a splined shaftcoupling for driving the fuel oil feed pump (ifmounted). The gear wheel for driving the camshaftas well as a gear wheel connection for the governordrive are screwed on to the aftmost section.

The lubricating oil pipes for the gear wheels are e-quipped with nozzles which are adjusted to apply theoil at the points where the gear wheels are in mesh.

Governor

The engine speed is controlled by a hydraulic orelectric governor.

Monitoring and Control System

All media systems are equipped with thermometersand manometers for local reading and for the mostessential pressures the manometers are togetherwith tachometers centralized in an engine-mountedinstruments panel.

The number of and type of parameters to have alarmfunction are chosen in accordance with the require-ments from the classification societies.

The engine has as standard shut-down functions forlubricating oil pressure low, cooling water tempera-

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B 10 01 1

ture high and for overspeed.

Turbocharger System

The turbocharger system of the engine, which is aconstant pressure system, consists of an exhaustgas receiver, a turbocharger, a charging air coolerand a charging air receiver, the latter being inter-grated in the engine frame.

The turbine wheel of the turbocharger is driven bythe engine exhaust gas, and the turbine wheel drivesthe turbocharger compressor, which is mounted onthe common shaft. The compressor draws air fromthe engine room, through the air filters.

The turbocharger presses the air through the char-ging air cooler to the charging air receiver. From thecharging air receiver, the air flows to each cylinder,through the inlet valves.

The charging air cooler is a compact tube-typecooler with a large cooling surface. The coolingwater is passed twice through the cooler, the endcovers being designed with partitions which causethe cooling water to turn.

The cooling water tubes are fixed to the tube platesby expansion.

From the exhaust valves, the exhaust is led througha water cooled intermediate piece to the exhaust gasreceiver where the pulsatory pressure from the indi-vidual exhaust valves is equalized and passed to theturbocharger as a constant pressure, and further tothe exhaust outlet and silencer arrangement.

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

In the cooled intermediate piece a thermometer forreading the exhaust gas temperature is fitted andthere is also possibility of fitting a sensor for remotereading.

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaust gas

General Description

96.12

L23/30H

1613472-6.6Page 4 (5)

receiver is insulated.

Compressed Air System

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

The compressed air system comprises a main star-ting valve, an air strainer, a remote controlled star-ting valve and an emergency starting valve which willmake it possible to start the engine in case of a powerfailure.

Fuel Oil System

The built-on fuel oil system consists of the fuel oilfilter and the fuel injection system. An engine-drivenfuel oil feed pump can be mounted as optional.

The fuel oil feed pump, which is of the gear pumptype, is mounted to the front end of the engine frameand driven by the camshaft through a splined shaftcoupling, the pump housing is equipped with aspring-loaded adjustable by-pass valve.

The fuel oil filter is a duplex filter. The filter isequipped with a three-way cock for single or doubleoperation of the filters.

Waste oil and fuel oil leakage is led to a leakagealarm which is heated by means of fuel return oil.

Lubricating Oil System

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

The lubricating oil pump is of the gear wheel type withbuilt-in pressure control valve. The pump draws theoil from the sump in the base frame, and on thepressure side the oil passes through the lubricatingoil cooler and the filter which both are mounted on theengine.

Cooling is carried out by the low temperature coolingwater system and the temperature regulating ismade by a thermostatic 3-way valve on the oil side.

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

Cooling Water System

The cooling water system consists of a low tempe-rature system and a high temperature system.

The water in the low temperature system is passed


96.12

L23/30H

1613472-6.6Page 5 (5)

through the charge air cooler and the lubricating oilcooler, and the alternator if the latter is water cooled.The low temperature system is normally cooled byfresh water.

The high temperature cooling water system coolsthe engine cylinders and the cylinder head. The hightemperature system is always cooled by fresh water.

Tools

The engine can be delivered with all necessary toolsfor overhaul, for each specific plant, most of the toolscan be arranged on steel plate panels.

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99.40

Cross Section B 10 01 1

L23/30H

1607529-7.2Page 1 (1)

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Main Particulars B 10 01 11609517-6.8Page 1 (1)

L23/30H

05.17

Cycle : 4-stroke

Configuration : In-line

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

Power range : 650-1280 kW (885-1740 BHP)

Speed : 720/750/900 rpm

Bore : 225 mm

Stroke : 300 mm

Stroke/bore ratio : 1.33:1

Piston area per cyl. : 398 cm2

Swept volume per cyl. : 11.9 ltr.

Compression ratio : 13:1

Max. combustion pressure : 130 bar*

Turbocharging principle : Constant pressure system and intercooling

Fuel quality acceptance : HFO up to 700 cSt/50° C (BSMA 100-M9)

Power lay-out

Speed

Mean piston speed

Mean effective pressure

Max. combustion pressure

Power per cylinder

rpm

m/sec.

bar

bar

kW/cyl.BHP/cyl.

900

9.0

17.9

130*

160217

720

7.2

18.2

130

130175

750

7.5

18.1

130

135185

MCR version

Power per cylinder kW/cyl.BHP/cyl.

145190

150205

175239

Overload rating (up to 10%) allowable in 1 hour for every 12 hours

*For L23/30H-900 rpm version a pressure of 135 bar measured at the indicator cock correspond to130 bar in the combustion chamber.

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1613473-8.5Page 1 (1) Dimensions and Weights B 10 01 1

99.37

L23/30H

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 2250 mm.

* Depending on alternator** Weight included a standard alternator, make A. van Kaick

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

Cyl. no

5 (720 rpm)5 (750 rpm)

6 (720 rpm)6 (750 rpm)6 (900 rpm)

7 (720 rpm)7 (750 rpm)7 (900 rpm)

8 (720 rpm)8 (750 rpm)8 (900 rpm)

**Dry weightGenSet (t)

18.017.6

19.719.721.0

21.421.422.8

23.522.924.5

A (mm)

33693369

373837383738

410941094109

447544754475

* B (mm)

21552155

226522652265

239523952395

248024802340

* C (mm)

55245524

600460046004

650465046504

695969596815

H (mm)

23832383

238323832815

281528152815

281528152815

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92.26

Centre of Gravity1631458-2.0Page 1 (1) B 10 01 1

L23/30H

Z

Y

Y

0.0

ZX

X0.0

Z

Engine Type

5L23/30H

6L23/30H

7L23/30H

8L23/30H

X - mm

1740

2105

2245

2445

Y - mm

0

0

0

0

Z - mm

845

845

845

845

The values are based on generator make A. vanKaick, if other generator is chosen the values willchange.

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1613423-6.3Page 1 (1)

L23/30H

Components

Frame

Crankshaft

Connecting rod

Piston

Cylinder head

Cylinder liner

Exhaust and inlet valves

Fuel injection equipment

Turbocharger

Governor

Charge air cooler

Tubes

Tubeplates

Box

Covers

Lubricating oil cooler

Plates

Thrust plates

Material

Grey cast iron

Forged, hardened and tempered chronium-mo-lybdenum steel

Forged, hardened and tempered chronium-mo-lybdenum steel

Spheroid graphite cast iron

Grey cast iron

Centrifugally cast iron copper-vanadium alloyed

Hardened and tempered chronium steel

Coating nickel or cobolt-base alloy

L'Orange

MAN B&W

Woodward

Arsenical aluminium bras

Leaded Muntz Metal

Separate, grey cast iron

Grey cast ironOptionalLeaded Muntz Metal

Stainless steel or Titanium

Mild steel, coated

Material Specification B 10 01 1

94.10

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Overhaul Areas1624445-0.4Page 1 (2) B 10 01 1

L23/30H

99.51

Engine Type

5-6L23/30H (720/750 rpm)

7-8L23/30H (720/750 rpm)

6-7-8L23/30H (900 rpm)

Frame (H1)

1919

1919

1919

Cylinder Head (H2)

2398

2398

2398

Turbocharger (H3)

2453

2453

2553

Dismantling Height for Piston

H1 : For dismantling of piston and connecting rodat the camshaft side.

H2 : For dismantling of piston and connecting rodpassing the alternator. (Remaining cover not re-moved).

Fig 1 Dismantling height for piston.

H3 : For dismantling of piston and connecting rodpassing the turbocharger.

If lower dismantling height is required, special toolscan be delivered. See also B 10 01 1, Low Dismant-ling Height.

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B 10 01 1 Overhaul Areas

L23/30H

Dismantling Space

It must be considered that there is sufficient spacefor pulling the charge air cooler element, air filter onthe turbocharger, lubricating oil cooler, lubricating oilfilter cartridge and bracing bolt.

Fig 1 Overhaul areas for charge air cooler element, turbocharger filter element, lub. oil cooler, lub. oil filter cartridge and bracing bolt.

5

6

6

7

7

8

8

Cyl. A B C

1270

1270

1270

1270

1420

1270

1620

720/750 rpm

720/750 rpm

900 rpm

720/750 rpm

900 rpm

720/750 rpm

900 rpm

1624445-0.4Page 2 (2)

99.51

2288

2288

2388

2388

2388

2388

2388

58.5

58.5

226

226

226

226

226

Table, Definition of point of measurement in fig 1.

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92.38

Space Requirements

L23/30H

1835

800

Fig. 1. Minimum dismantling height of pistons only with special tools.

1835

800

Fig. 2. Minimum lifting height of cylinder liner only with special tools.

1631462-8.0Page 1 (1) B 10 01 1Low Dismantling Height

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1607566-7.1Page 1 (1) Engine Rotation Clockwise B 10 11 1

General

98.18

Fuel Oil System

B 11

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1613570-8.7Page 1 (2) B 11 00 0

L23/30H

Internal Fuel Oil System

05.43

Fig 1 Diagram for fuel oil system.

Pipe description

DN 15

DN 20

DN 20

Waste oil outlet

Fuel oil inlet

Fuel oil outlet

A3

A1

A2

Flange connections are as standard according to DIN 2501

The safety filter is a duplex filter of the split type witha filter fineness of 50 my. The filter is equipped witha common three-way cock for manual change ofboth the inlet and outlet side.

Fuel Injection Equipment

Each cylinder unit has its own set of injection equip-ment, comprising injection pump, high-pressure pipeand 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 tempe-ratures and the risk of fire caused by fuel leakage.

The injection pumps are installed on the roller guidehousings directly above the camshaft, and they areactivated by the cams on the camshaft through rollerguides fitted in the roller guide housings.

General

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

– the high-pressure injection equipment– a waste oil system

Internal Fuel Oil System

The fuel oil is delivered to the injection pumpsthrough a safety filter.

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The amount of fuel injected into each cylinder unit isadjusted by means of the governor, which maintainsthe engine speed at the preset value by a continuouspositioning of the fuel pump racks, via a commonregulating shaft and spring-loaded linkages for eachpump.

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 conduct theleak oil from the injection valve and high-pressurepipe to the waste oil system.

A bore in the cylinder head vents the space below thebottom rubber sealing ring on the injection valve,thus preventing any pressure build-up due to gasleakage, but also unveiling any malfunction of thebottom rubber sealing ring for leak oil.

Waste Oil System

Waste and leak oil from the comparements, fuelvalves is led to a fuel leakage alarm unit.

The alarm unit consists of a box with a float switch forlevel monitoring. In case of a larger than normalleakage, the float switch will initiate alarm. Thesupply fuel oil to the engine is lead through the unitin order to keep this heated up, thereby ensuring freedrainage passage even for high-viscous waste/leakoil.

B 11 00 0

L23/30H

Internal Fuel Oil System 1613570-8.7Page 2 (2)

05.43

Optionals

Besides the standard components, the followingstandard optionals can be built-on:

Pressure differential alarm high– PDAH 43-40 Fuel oil, inlet and outlet filter

Pressure differential transmitting– PDT 43-40 Fuel oil, inlet and outlet filter

Pressure alarm low– PAL 40 Fuel oil, inlet fuel oil pump

Pressure transmitting– PT40 Fuel oil, inlet fuel oil pump

Temperature element– TE40 Fuel oil, inlet fuel oil pump

Data

For pump capacities, see D 10 05 0 "List of Capa-cities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0 "Operating Data andSet Points".

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General

Fuel Oil Diagram B 11 00 01624468-9.8Page 1 (3)

06.08

Fig 1 Fuel oil diagram.

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1624468-9.8Page 2 (3)B 11 00 0

General

Fuel Oil Diagram

Uni-Fuel

The fuel system on page 1 is designed as a uni-fuelsystem, which means that the propulsion engine andthe GenSets are running on the same fuel oil and arefed from the common fuel feed system. The uni-fuelconcept is a unique foundation for substantial savingsin operating costs and it is also the simplest fuelsystem, resulting in lower maintenance and easieroperation.

The diagram on page 1 is a guidance. It has to beadapted in each case to the actual engine and pipelay-out.

Fuel Feed System

The common fuel feed system is a pressurizedsystem, consisting of HFO supply pumps, HFOcirculating pumps, preheater and equipment forcontrolling the viscosity, (e.g. a viscorator as shown).

From the service tank, the oil is led to one of theelectrically driven supply pumps, which deliver theoil with a pressure of approximately 4 bar to the lowpressure side of the fuel oil system, thus avoidingboiling of the fuel in the venting tank in the temperaturerange applied.

From the low pressure part of the fuel system, thefuel oil is led to an electrically driven circulatingpump, which pumps the fuel through a preheater tothe engines. For the propulsion engine please seethe specific plant specifications. The internal fuelsystem for the GenSets is shown in B 11 00 0"Internal Fuel Oil System".

It is recommended to place a safety duplex filter witha fineness of max. 50 µm as close as possible toeach engine as shown at the fuel oil diagram. It ispossible, however not our standard/recommen-dations, to place a common fuel oil safety duplexfilter and a common MDO filter for the entire GenSetinstallation. In this case it must be ensured that thefuel oil system fullfil the classification rules andprotect the engines from impurities.

Note: a filter surface load of 1 l/cm2. hour must not beexceeded.

The venting tank is connected to the service tank viaan automatic de-aerating valve, which will releaseany gases present.

To ensure ample filling of the fuel injection pumps,the capacity of the electrically driven circulatingpumps must be 3 times higher than the amount offuel, consumed by the diesel engine at 100% load.The surplus amount of fuel oil is re-circulated throughthe engine and back through the venting tank.

To ensure a constant fuel pressure to the fuel injectionpumps during all engine loads, a spring-loadedoverflow is inserted in the fuel system.

The circulating pump pressure should be as specifiedin "B 19 00 0, Operating Data & Set Points" whichprovides a pressure margin against gasification andcavitation in the fuel system even at a temperature of150°C.

The circulating pumps will always be running, evenif the propulsion engine and one or several of theGenSets are stopped. This is in order to circulateheated heavy fuel oil through the fuel system on theengine(s), thereby keeping them ready to start withpreheated fuel injection pumps and the fuel valvesde-aerated.

In order to minimize the power consumption whenthe propulsion engine(s) is stopped, the main HFOsupply pump can be stopped and the port pumps canbe started.

MDO Operation

The MDO to the GenSets is delivered from a separatepipeline from the service tank by means of a boosterpump.

The pump capacity of the MDO pump must be 3times higher than the amount of MDO, consumed bythe diesel engines at 100% load.

The system is designed in such a way that the fueltype for the GenSets can be changed independent ofthe fuel supply to the propulsion engine.

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As an optional, the GenSet plant can be deliveredwith the fuel changing system, consisting of a set ofremotely controlled, pneumatically actuated 3-wayfuel changing valves for each GenSet and a fuelchanging valve control box common for all GenSets.A separate fuel changing system for each GenSetgives the advantage of individually choosing MDO orHFO mode.

Such a change-over may become necessary, forinstance, if the engine(s) has to be:

– stopped for a prolonged period.– stopped for major repairs of the fuel system,

etc.

If the fuel type for the propulsion engine has to bechanged from HFO to MDO, then the 3-way valvesimmediately after the service tanks have to bechanged.

06.08

General

Fuel Oil Diagram1624468-9.8Page 3 (3) B 11 00 0

Emergency Start

Further, the MDO must be available as a fuel inemergency situations.

If a black-out occurs, starting up the auxiliary engineson MDO can be seen in three ways:

– The MDO is supplied from the MDO boosterpump which can be driven pneumatically orelectrically. If the pump is driven electrically itmust be connected to the emergencyswitchboard.

– If the engine has a built-on booster pump, itcan be used if the minimum level in the MDOservice tank corresponds to or is max. 1.0 mbelow the level of the built-on pump. However,in the design of the entire system, level of theservice tank under the engine can causeproblems with vacuum in the system.

– If not a gravity tank (100 - 200 l) may bearranged above the engine.

If no pumps are available, it is possible to start up theengine if a tank - as mentioned above - is placedminimum 8 meters above the engine. However, onlyif the change-over valve is placed as near as possibleto the engine.

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B 11 00 0

General

1693520-5.4Page 1 (10)

08.50

Quality of Heavy Fuel Oil (HFO)

Prerequisites

MAN Diesel four-stroke engines can be operated on any crude-oil based heavy fuel oil meeting the requirements listed in Table 1, provided the engine and the fuel treatment plant are designed accord-ingly. In order to ensure a well-balanced relation between the costs for fuel, spare parts and mainte-nance and repair work, we recommend bearing in mind the following points.

Heavy fuel oil (HFO)

Provenance/refi ning process

The quality of the heavy fuel oil is largely deter-mined by the crude oil grade (provenance) and the refi ning process applied. This is the reason why heavy fuel oils of the same viscosity may differ con-siderably, depending on the bunker places. Heavy fuel oil normally is a mixture of residue oil and distil-lates. The components of the mixture usually come from state-of-the-art refi ning processes such as visbreaker or catalytic cracking plants. These proc-esses may have a negative effect on the stability of the fuel and on its ignition and combustion proper-ties. In the essence, these factors also infl uence the heavy fuel oil treatment and the operating results of the engine.

Bunker places where heavy fuel oil grades of stand-ardised quality are offered should be given prefer-ence. If fuels are supplied by independent traders, it is to be made sure that these, too, keep to the international specifi cations. The responsibility for the choice of appropriate fuels rests with the en-gine operator.

Specifi cations

Fuels that can be used in an engine have to meet specifi cations to ensure a suitable quality. The limit-ing values for a heavy fuel oil are listed in Table 1 Fuel oil specifi cations and associated characteris-tic values.

Please note the entries in the last column of Table 1 Fuel oil specifi cations and associated character-istic values, because they provide important back-ground information.

Several international specifi cations for heavy fuel oils are existing. The most important specifi cations are ISO 8217-2005 and CIMAC-2003. These two specifi cations are more or less equivalent. Table 2 CIMAC Recommendations for residual fuels for diesel engines (as bunkered) shows the specifi -cations CIMAC-2003. All qualities of these specifi -cations up to K700 can be used provided the fuel treatment system is designed for these fuel grades e.g. fuels with a maximum density of 1010 kg/m3 can only be used with modern separation.

Important

Fuel oil characteristics as stated in analysis results - even if they meet the above mentioned require-ments - may be not suffi cient for estimating the combustion properties and the stability of the fuel oil. This means that service results depend on oil properties which cannot be known beforehand. This especially applies to the tendency of the oil to form deposits in the combustion chamber injection system, gas passages and turbines. It may, there-fore, be necessary to rule out some oils that cause diffi culties.

Blends

The admixing of engine oils (ULO:used lube oil), of non-mineral oil constituents (such as coal oil) and of residual products from chemical or other proc-esses (such as solvents, polymers or chemical waste) is not permitted. The reasons are, for ex-ample: the abrasive and corrosive effects, the ad-verse combustion properties, a poor compatibility with mineral oils and, last but not least, the nega-tive environmental effects. The order letter for the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporated in the commonly applied fuel specifi cations.

The admixing of engine oils (ULO: used lube oil) to the fuel involves a substantial danger because the lube oil additives have an emulsifying effect and keep dirt, water and catfi nes fi nely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that severe damage induced by wear may occur to the engine and turbocharger components as a result.

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B 11 00 0

General

1693520-5.4Page 2 (10)

08.50


A fuel shall be considered to be free of used lube oil (ULO) if one or more of the elements Zn, P and Zn are below the specifi c limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm).

The admixing of chemical waste materials (such as solvents) to the fuel is for reasons of environmen-tal protection prohibited by resolution of the IMO Marine Environment Protection Committee of 1st January 1992.

Fuel�system related characteristic values

Viscosity (at 50° C)

mm2/s (cSt)

max.700 »Viscosity/injection viscosity«

Viscosity (at 100° C)

max.55 »Viscosity/injection viscosity«

Density (at 15° C)

g/ml max.1.010 »Heavy fuel oil treatment«

Flash point °C min.60 »Flash point (ASTMD�93)«

Pour point (summer)

max.

30 »Low temperature behaviour (ASTM D�97)«, and »Pump ability«

Pour point (winter)

max.

30 »Low temperature behaviour (ASTM D�97)«, and »Pump ability«

Engine–related characteristic values

Carbon residues (Conradon)

% wt.

max.22 »Combustion properties«

Sulphur 54.5 in marine operation

»Sulphuric acid corrosion«

Ash0.20 »Heavy fuel oil treatment«

Vanadium mg/kg600 »Heavy fuel oil treatment«

Water % vol.1 »Heavy fuel oil treatment«

Sediment (potential)

% wt.0.1

Supplementary characteristic values

Aluminium and silicon

mg/kg max.80 »Heavy fuel oil treatment«

Asphalts % wt. 2/3 of carbon residues (Conradson)

»Combustion properties«

Sodium mg/kg Sodium < 1/3 vanadium, sodium < 100

»Heavy fuel oil treatment«

Cetane number of low–viscosity constituent minimum 35

»Ignition quality«

Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating oil (used oil), free of any chemical waste and of solvents or

polymers Table 1 Fuel oil specifi cations and associated characteristic values

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B 11 00 0

General

1693520-5.4Page 3 (10)

08.50


Test

met

hod

re

fere

nce

ISO

367

5 or

ISO

121

85

ISO

310

4

ISO

310

4

ISO

271

9

ISO

301

6IS

O 3

016

ISO

103

70

ISO

624

5

ISO

373

3

ISO

145

96 o

r IS

O 8

754

ISO

145

96or

IP 5

01

ISO

1030

7�2

ISO

104

78

IP50

1 or

IP47

0IP

501

or IP

500

IP50

1 or

IP47

0

CIM

AC

K 7

00

1010

.0

700.

0

� 60 30 30 22 0.15 0.5

4.5

600

0.10 80

The

fue

l sha

ll b

e fr

ee o

f U

LO. A

fuel

sha

ll b

e co

nsid

ered

to

be

free

of U

LO if

one

ore

mor

e of

the

ele

men

tsl Z

inc,

Pho

spho

rus

and

Cal

cium

are

bel

ow o

r at

the

sp

ecifi

ed li

mits

. All

thre

e el

emen

ts m

ust

exce

ed t

he s

ame

limits

bef

ore

a fu

el s

hall

be

dee

med

to

cont

ain

ULO

.

15 15 30

CIM

AC

H 7

00

991.

0

CIM

AC

K 3

80

1010

.0

380.

0

� 60 30 30

22

0.15 0.5

4.50

600

0.10 80

CIM

AC

H 3

80

991.

0

CIM

AC

G 3

80

18 300

CIM

AC

F 18

0

991.

0

180.

0

� 60 30 30

20 0.15

0.5

4.50

500

0.10 80

CIM

AC

E 1

80 15 0.10

200

CIM

AC

D80 98

0.0

80.0 � 60 30 30 14 0.10 0.5

4.00

350

0.10 80

CIM

AC

B30 97

5.0

30.0

60

24 24

10 0.10 0.5

3.5

150

0.10 80

CIM

AC

A30 96

0.0

22.0 0 6

Lim

it

max

.

max

.

min

.2)

max

.

max

.m

ax.

max

.

max

.

max

.

max

.

max

.

max

.

max

.

� � �

Uni

t

kg/m

3

mm

2 /s1)

°C °C % (m/m

)

% (m/m

)

% (V/V

)

% (m/m

)

mg/

kg

% (m/m

)

mg/

kg

mg/

kgm

g/kg

mg/

kg

Cha

ract

eris

tics

Den

sity

at

15 û

C

Kin

emat

ic

visc

osity

at

50 û

C

Flas

h p

oint

Pou

r p

oint

(up

per

)�w

inte

r q

ualit

y�s

umm

er q

ualit

y� C

arb

on r

esid

ue

Ash

Wat

er

Sul

fur

3)

Vana

diu

m

Tota

l sed

imen

t p

oten

tial

Alu

min

ium

plu

s s

ilico

n

Use

d lu

bric

atin

g o

il (U

LO)

Zin

cP

hosp

horu

sC

alci

um

1) 1

mm

2/s

= 1

cSt

2) F

uels

with

den

sity

clo

se to

the

max

imum

, but

with

ver

y lo

w v

isco

sity

, may

exh

ibit

poor

igni

tion

qual

ity.

3) A

sul

phur

lim

it of

1,5

% m

m w

ill a

pply

in S

Ox

Em

issi

on C

ontr

ol A

reas

des

igna

ted

by th

e IM

O, w

hen

its r

elev

ant P

roto

col c

omes

into

forc

e. T

here

may

be

loca

l var

iatio

ns.

Table 2 CIMAC Recommendations for residual fuels for diesel engines (as bunkered)

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Leaked oil collectors

Leaked oil collectors into which leaked oil and resi-due pipes as well as overfl ow pipes of the lube oil system, in particular, must not have any connection to fuel tanks. Leaked oil collectors should empty into sludge tanks.

Supplementary remarks

The following remarks are thought to outline the re-lations between heavy fuel oil grade, heavy fuel oil treatment, engine operation and operating results.

Selection of heavy fuel oil

Economic operation on heavy fuel oil with the limit values specifi ed in Table 1, is possible under nor-mal service conditions, with properly working sys-tems and regular maintenance. Otherwise, if these requirements are not met, shorter TBO’s (times between overhaul), higher wear rates and a higher demand in spare parts must be expected. Alterna-tively, the necessary maintenance intervals and the operating results expected determine the decision as to which heavy fuel oil grade should be used.

It is known that as viscosity increases, the price ad-vantage decreases more and more. It is therefore not always economical to use the highest viscosity heavy fuel oil, which in numerous cases means the lower quality grades.

Heavy fuel oils ISO-RM A/B 30 or CIMAC A/B 30 ensure reliable operation of older engines, which were not designed for the heavy fuel oils that are currently available on the market. ISO-RMA 30 or CIMAC A30 with a low pour point should be pre-ferred in cases where the bunker system cannot be heated.

Viscosity/injection viscosity

Heavy fuel oils if having a higher viscosity may be of lower quality. The maximum permissible viscosity depends on the existing preheating equipment and the separator rating (throughput).

The specifi ed injection viscosity of 12-14mm2/s (for GenSets 16/24, 21/31, 23/30H, 27/38 and 28/32H: 12 - 18 cSt) and/or fuel oil temperature upstream of the engine should be adhered to. Only then will an appropriate atomisation and proper mixing, and hence a low-residue combustion be possible. Besides, mechanical overloading of the injection system will be prevented. The specifi ed injection viscosity and/or the necessary fuel oil temperature upstream of the engine can be seen from the vis-cosity/temperature diagram.

Heavy fuel oil treatment

Trouble-free engine operation depends, to a large extent, on the care which is given to heavy fuel oil treatment. Particular care should be taken that in-organic, foreign particles with their strong abrasive effect (catalyst residues, rust, sand) are effectively separated. It has shown in practice that with the aluminium and silicon content > 15 mg/kg abrasive wear in the engine strongly increases.

The viscosity and density will infl uence the clean-ing effect, which has to be taken into consideration when designing and setting the cleaning equip-ment.

• Settling tank

The heavy fuel oil is precleaned in the settling tank. This precleaning is all the more effective the lon-ger the fuel remains in the tank and the lower the viscosity of the heavy fuel oil is (maximum preheat-ing temperature 75° C to prevent formation of as-phalt in the heavy fuel oil). One settling tank will generally be suffi cient for heavy fuel oil viscosity below 380mm2/s at 50° C. If the concentration of foreign matter in the heavy fuel oil is excessive, or if a grade according to ISO-F-RM, G/H/K380 or H/K700 is preferred, two settling tanks will be re-quired, each of which must be adequately rated to ensure trouble-free settling within a period of not less than 24 hours. Prior to separating the content into the service tank, the water and sludge have to be drained from the settling tank.

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• Separators

A centrifugal separator is a suitable device for ex-tracting material of higher specifi c gravity, such as water, foreign particles and sludge. The separators must be of the self-cleaning type (i.e. with automati-cally induced cleaning intervals).

Separators of the new generation are to be used ex-clusively; they are fully effi cient over a large density range without requiring any switchover, and are ca-

pable of separating water up to a heavy fuel oil density of 1.01 g/ml at 15° C.

Table 3, shows the demands made on the separa-tor. These limit values which the manufacturers of these separators take as a basis and which they also guarantee.

The manufacturer’ specifi cations have to be ad-hered to in order to achieve an optimum cleaning effect.

100% 100%

Marine and stationary appli-cation; connected in parallel

1 separator for 100% throughput

1 separator (standby) for 100% throughput

Layout of the separators is to be in accordance with the latest recommendations of the separator manu-facturers, Alfa Laval and Westfalia. In particular, the density and viscosity of the heavy fuel oil are to be taken into consideration. Consulting MAN Diesel is required if other makes of separators come up for discussion.

If the cleaning treatment prescribed by MAN Die-sel is applied, and if the correct separators are se-

lected, it can be expected that the results given in Table 3, for water and inorganic foreign particles in the heavy fuel oil are reached at the entry into the engine.

The results obtained in practical operation reveal that adherence to these values helps to particularly keep abrasive wear in the injection system and in the engine within acceptable limits. Besides, opti-mal lube oil treatment must be ensured.

Figure 1 Heavy fuel oil cleaning/separator arrangement

Defi nition Particle size Quantity

Inorganic foreign particlesincl. catalyst residues < 5 μm

< 20 mg/kg Al+Si content <1 5 mg/kg

Water � < 0.2 % by volume

Table 3 Obtainable contents of foreign matter and water (after separation)

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• Water

Attention is to be paid to very thorough water sep-aration, since the water is not a fi nely distributed emulsion but in the form of adversely large droplets. Water in this form promotes corrosion and sludge formation also in the fuel system, which has an ad-verse effect on the delivery and atomisation and thus also on the combustion of the heavy fuel oil. If the water involved is sea water, harmful sodium chloride and other salts dissolved in the water will enter the engine.

The water-containing sludge must be removed from the settling tank prior to each separating process, and at regular intervals from the service tank. The venting system of the tanks must be designed in such a way that condensate cannot fl ow back into the tanks.

• Vanadium/sodium

Should the vanadium/sodium ratio be unfavour-able, the melting temperature of the heavy fuel oil ash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion. By precleaning the heavy fuel oil in the settling tank and in the centrifugal separators, the water, and with it the water-soluble sodium com-pounds can be largely removed.

If the sodium content is lower than 1/3 of the vadi-um content, the risk of high-temperature corrosion will be small. It must also be prevented that sodium in the form of sea water enters the engine together with the intake air.

If the sodium content is higher than 100 mg/kg, an increase of salt deposits is to be expected in the combustion space and in the exhaust system. This condition will have an adverse effect on engine op-eration (among others, due to surging of the turbo-charger).

Under certain conditions, high-temperature corro-sion may be prevented by a fuel additive that raises the melting temperature of the heavy fuel oil ash (also refer to “Additives to heavy fuel oils”.

• Ash

Heavy fuel oils with a high ash content in the form of foreign particles such as sand, corrosion and catalyst residues, promote the mechanical wear in the engine. There may be catalyst fi nes (catfi nes) in heavy fuel oils coming from catalytic cracking processes. In most cases, these catfi nes will be aluminium silicate, which causes high wear in the injection system and in the engine. The aluminium content found multiplied by 5 - 8 (depending on the catalyst composition) will approximately cor-respond to the content of catalyst materials in the heavy fuel oil.

• Homogeniser

If a homogeniser is used, it must not be installed between the settling tank and the separator on any account, since in that case, harmful contaminants, and in particular seawater, cannot be separated out suffi ciently.

Flash point (ASTMD-93)

National and international regulations for transport, storage and application of fuels must be adhered to in respect of the fl ash point. Generally, a fl ash point of above 60° C is specifi ed for fuels used in Diesel engines.

Low temperature behaviour (ASTM D-97)

• Pourpoint

The pour point is the temperature at which the fuel is no longer fl uid (pumplike). Since many of the low-viscosity heavy fuel oils have a pour point greater than 0° C, too, the bunkering system has to be pre-heated unless fuel in accordance with CIMAC A30 is used. The entire bunkering system should be de-signed so as to permit preheating of the heavy fuel oil to approx. 10° C above the pour point.

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Pump ability

Diffi culties will be experienced with pumping if the fuel oil has a viscosity higher than 1,000mm2/s (cSt) or a temperature less than approx. 10° C above the pour point. Please also refer to “Low temperature behaviour (ASTM D-97)”.

Combustion properties

An asphalt content higher than 2/3 of the carbon residue (Conradson) may lead to delayed combus-tion, which involves increased residue formation, such as deposits on and in the injection nozzles, increased smoke formation, reduced power and in-creased fuel consumption, as well as a rapid rise of the ignition pressure and combustion close to the cylinder wall (thermal overloading of the lube oil fi lm). If the ratio of asphaltenes to carbon residues reaches the limit value 0.66, and the asphaltene content also exceeds 8 %, additional analyses of the heavy fuel oil by means of thermogravimetric analysis (TGA) must be performed by MAN Diesel to evaluate the usability. This tendency will also be promoted by the blend constituents of the heavy fuel oil being incompatible, or by different and in-compatible bunkering being mixed together. As a result, there is an increased separation of asphalt (also see “Compatibility”).

Ignition quality

Cracked products which nowadays are preferred as low-viscosity blend constituents of the heavy fuel oil in order to achieve the specifi ed reference vis-cosity may have poor ignition qualities. The cetane number of these constituents should be > 35. An in-creased aromatics content (above 35 %) also leads to a decrease in ignition quality.

Fuel oils of insuffi cient ignition qualities will show extended ignition lag and delayed combustion, which may lead to thermal overloading of the oil fi lm on the cylinder liner and excessive pressures in the cylinder. Ignition lag and the resultant pressure rise in the cylinder are also infl uenced by the fi nal temperature and pressure of compression, i.e. by the compression ratio, the charge-air pressure and charge-air temperature.

Preheating of the charge-air in the part-load range and output reduction for a limited period of time are possible measures to reduce detrimental infl u-ences of fuel of poor ignition qualities. More effec-tive, however, are a high compression ratio and the in-service matching of the injection system to the ignition qualities of the fuel oil used, as is the case in MAN Diesel trunk piston engines.

The ignition quality is a key property of the fuel. The reason why it does not appear in the international specifi cations is the absence of a standardised testing method. Therefore, parameters such as the Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid, which are derived from de-terminable fuel properties. We have found this to be an appropriate method of roughly assessing the ignition quality of the heavy fuel oil used.

A test instrument utilising a constant-volume combustion technology (FIA fuel ignition analy-ser) has been developed and is currently be-ing evaluated at a number of testing laboratories.The ignition quality of a fuel is determined as an ig-nition delay in the instrument that is converted to an instrument-related cetan number (FIA-CN or ECN). It has been observed that fuels with a low FIA ce-tan number or ECN could, in some cases, lead to operational problems.

As the fl uid constituent in the heavy fuel oil is the determining factor for its ignition quality and the vis-cous constituent is decisive for the combustion qual-ity, it is the responsibility of the bunkering company to supply a heavy fuel oil grade of quality matched to the Diesel engine. Please refer to Figure 2.

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Figure 2 Nomogram for the determination of CCAI � assignment of CCAI ranges to engine types

A

B

C

16/2420/2721/3123/3025/3027/3828/32

32/3632/4040/45

52/55A

32/44CR40/5448/60

52/55B58/64

1

2

CCAIDV800

810

820

830

840

850

860

870

880

890

900

910

920

8001

2

3

45

10

2030

50

100

200

400

1000

5000

2000050000

820

840

860

880

900

920

940

960

980

1000

1020

1040

930

V Viscosity mm²/s (cSt) at 50° CD Density [kg/m³] at 15° CCCAI Calculated Carbon Aromaticity IndexA Normal operating conditionsB Diffi culties may be encounteredC Problems encountered may increase up to engine damage after a short time of operation1 Engine type2 The combining straight line across density and viscosity of a heavy fuel oil results in CCAI.

CCAI can also be calculated with the aid of the following formula: CCAI = D - 141 log log (V+0.85) - 81

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Pre�combustion • Dispersants/stabilisers

• Emulsion breakers

• Biocides

Combustion • Combustion catalysts (fuel economy, emissions)

Post�combustion • Ash modifi er (hot corrosion)

• Carbon remover (exhaust system)

Table 4 Additives to heavy fuels � Classifi cation/effects

Sulphuric acid corrosion

The engine should be operated at the cooling water temperatures specifi ed in the operating manual for the respective load. If the temperature of the com-ponent surface exposed to the acidic combustion gases is below the acid dew point, acid corrosion can no longer be suffi ciently prevented even by an alcaline lubricating oil.

If the lube oil quality and engine cooling meet the respective requirements, the BN values (see “Qual-ity of lube oil (SAE40) for heavy fuel oil operation (HFO)”) will be adequate, depending on the sulphur concentration in the heavy fuel oil.

Compatibility

The supplier has to guarantee that the heavy fuel oil remains homogenous and stable even after the usual period of storage. If different bunker oils are mixed, separation may occur which results in sludge formation in the fuel system, large quantities of sludge in the separator, clogging of fi lters, insuf-fi cient atomisation and high–residue combustion.

In such cases, one refers to incompatibility or insta-bility. The heavy fuel oil storage tanks should there-fore be emptied as far as possible prior to rebunker-ing in order to preclude incompatibility.

Blending heavy fuel oil

If, for instance, heavy fuel for the main engine and gas oil (MGO) are blended to achieve the heavy fuel oil quality or viscosity specifi ed for the auxil-iary engines, it is essential that the constituents are compatible (refer to “Compatibility above).

Additives to heavy fuel oils

MAN Diesel engines can be economically operated without additives. It is up to the customer to decide whether or not the use of an additive would be ad-vantageous. The additive supplier must warrant that the product use will have no harmful effects on engine operation.

The use of fuel additives during the guarantee pe-riod is rejected as a matter of principle.

Additives currently in use for Diesel engines are listed in Table 4, together with their supposed ef-fect on engine operation.

Low sulphur HFO

From an engine manufacturer‘s point of view there is no lower limit for the sulphur content of HFO. We have not experienced any trouble with the currently available low sulphur HFO, that are related to the sulphur content or specifi c to low sulphur HFO. This may change in the future if new methods are applied for the production of low sulphur HFO (de-sulphurization, uncommon blending components). MAN Diesel will monitor developments and inform our customers if necessary.

If the engine is not operated permanently on low sulphur HFO, then the lubricating oil should be se-lected according to the highest sulphur content of the fuels in operation.

Safety/environmental protection

Wrong handling of operating media may cause harm to health, safety and environment. Respec-tive instructions of the manufacturer have to be fol-lowed.

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Examinations

Sampling

To be able to check as to whether the specifi cation indicated and/or the stipulated delivery conditions have been complied with, we recommend a mini-mum of one sample of each bunker fuel to be re-tained, at least during the guarantee period for the engine. In order to ensure that the sample is rep-resentative for the oil bunkered, a sample should be drawn from the transfer pipe at the start, at half the time and at the end of the bunkering period. “Sample Tec”, supplied by Messrs Mar-Tec, Ham-burg is an appropriate testing kit for taking samples continuously during the bunkering.

Analyse samples

The samples received from the bunkering company are frequently not identical with the heavy fuel oil bunkered. It is also appropriate to verify the heavy fuel oil properties stated in the bunker documents, such as density, viscosity. If these values should de-viate from those of the heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator and the preheating temperature are not set correctly for the given injection viscosity. The criteria for an eco-nomic engine operation with regard to heavy fuel oil and lubricating oil may be determined with the help of the MAN Diesel Fuel and Lube Analysis Set.

Our department for fuels and lube oils (Augsburg Works, Department GQC) will be glad to furnish further information if required.

Analysis of fuel oils are carried out by our chemical laboratory for customers. For examination a sample of approx. 0.5 litre is required.

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Quality of Marine Diesel Fuel (MDO)

Other designations

Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Ma-rine Diesel Fuel.

Marine Diesel Oil (MDO) is offered as heavy distil-late (designation ISO-F-DMB) or as a blend of distil-late and small amounts of residual oil (designation ISO-F-DMC) exclusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oil and must be free from organic acids and any non-mineral oil products.

Specifi cation

The usability of a fuel depends upon the engine design and available cleaning facilities as well as on the conformity of the key properties with those listed in the table below which refer to the condition on delivery.

The key properties have been established to a great extent on the basis of ISO 8217-2005 and CIMAC-2003. The key properties are based on the test methods specifi ed.

Property/feature Unit Test method Designation

Specifi cation ISO�F DMB DMC

Density at 15° C kg/m3 ISO 3675 900 920

Cinematic viscosity at 40° C mm2/s cSt ISO 3104 >2.5 < 11 >4 < 14

Pour Point winter quality

°C

ISO 3016 < 0 < 0

summer quality < 6 < 6

Flash point Pensky Martens ISO 2719 > 60 > 60

Total content of sediments % by weight ISO CD 10307 0.10 0.10

Water content % by weight ISO 3733 < 0.3 < 0.3

Sulphur content % by weight ISO 8754 < 2.0 < 2.0

Ash content % by weight ISO 6245 < 0.01 < 0.03

Coke residue (MCR) % by weight ISO CD 10370 < 0.30 < 2.5

Cetane number�

ISO 5165 > 35 > 35

Copper�strip test ISO 2160 < 1 < 1

Vanadium contentmg/kg

DIN 51790T2 0 < 100

Content of aluminium and silicon ISO CD 10478 0 < 25

Visual inspection � 1) �

Other specifi cations:

British Standard BS MA 100 –1987 Class M2 Class M3

ASTM D 975 2D 4D

ASTM D 396 No. 2 No. 4

Table 1 Marine Diesel Oil (MDO) – key properties to be adhered to

1) With good illumination and at room temperature, appearance of the fuel should be clear and transparent.

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Supplementary information

At transshipment facilities and in transit MDO is handled like residual oil. Thus, there is the possibil-ity of oil being mixed with high-viscosity fuel oil or Interfuel, for example with remainders of such fuels in the bunkering boat, which may adversely affect the key properties considerably.

The fuel shall be free of used lubricating oil (ULO). A fuel shall be considered to be free of ULO if one or more of the elements Zn, P and Ca are below the specifi ed limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm).

The Pour Point indicates the temperature at which the oil will refuse to fl ow. The lowest temperature the fuel oil may assume in the system, should lie approx. 10° C above the pour point so as to ensure it can still be pumped.

A minimum viscosity at the fuel injection pump is re-quired to ensure a suffi cient lubricity. Therefore the temperature of the fuel must never exceed 60° C.

If Blended MDOs (ISO-F-DMC) of differing bunker-ing are being mixed, incompatibility may result in sludge formation in the fuel system, a large amount of sludge in the separator, clogging of fi lters, insuf-fi cient atomization and a large amount of combus-tion deposits. We would therefore recommend to run dry the respective fuel storage tank as far as possible before bunkering new fuel.

Sea water, in particular, tends to increase corrosion in the fuel oil system and hot corrosion of exhaust valves and in the turbocharger. It is also the cause of insuffi cient atomization and thus poor mixture formation and combustion with a high proportion of combustion residues.

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

If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we recommend to provide a centrifu-gal separator upstream of the fuel oil fi lter. Sepa-rator throughput 65 % with relation to the rated throughput. Separating temperature 40 to 50 °C. Solid particles (sand, rust, catalyst fi nes) and water can thus largely be removed and the intervals be-tween cleaning of the fi lter elements considerably extended.



Investigations

Fuel analyses are carried out in our chemical labo-ratory for our customers. For examination a sample of approx. 0.5 litre is required.

Quality of Marine Diesel Fuel (MDO)

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Quality of Gas Oil / Diesel Fuel (MGO)

Property/feature Unit Test method Characteristic value

Density at 15° Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Cinematic viscosity / 40° C mm2/s (cSt) ISO 3104≥ 1.5≤ 6.0

Filter ability1) in summerin winter °C

DIN EN 116≤ 0

≤ �12

Flash point Abel�Pensky in closed crucible

ISO 1523 ≥ 60

Distillation range up to 350° C % by volume ISO 3405 ≥ 85

Content of sediment (Extraction method) % by weight ISO 3735 ≤ 0.01

Water content % by volume ISO 3733 ≤ 0.05

Sulphur content

% by weight

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Cetane number � ISO 5165 ≥ 40 2)

Copper�strip test � ISO 2160 ≤ 1

Other specifi cations:

British Standard BS MA 100�1987 M1

ASTM D 975 1D/2D

Table 1 Diesel fuel oil (MGO) � key properties to be adhered to

1) Determination of fi lter ability to DIN EN 116 is comparable to Cloud Point as per ISO 3015.

2) L/V 20/27 engines require a cetane number of at least 45

Other designations

Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil.

Diesel fuel is a medium class distillate of crude oil which therefore must not contain any residual com-ponents.

Specifi cation

Suitability of the fuel depends on the conformity with the key properties as specifi ed hereunder, per-taining to the condition on delivery.

On establishing the key properties, the standards of DIN EN 590 and ISO 8217-2005 (Class DMA), as well as CIMAC-2003 were taken into considera-tion to a large extent. The key property ratings refer to the testing methods specifi ed.

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B 11 00 0 1699892-7.1Page 2 (2)

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Quality of Gas Oil / Diesel Fuel (MGO)


Using fuel oil

If, in case of stationary engines a distillate intended for oil fi ring (for instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to ASTM D-396, resp.), is used instead of Diesel fuel, adequate ignition performance and low-temperature stability must be ensured, i.e. the requirements as to prop-erties concerning fi lter ability and cetane number must be met.

A minimum viscosity at the fuel pump is required to ensure a suffi cient lubricity. The required maximum temperature to keep the viscosity before the fuel pump above 2 mm2/s is dependent on the fuel vis-cosity. But in all cases the temperature of the fuel before the injection pump must not exceed 50° C.



Investigations

Fuel analysis are carried out in our chemical labo-ratory for our customers at cost price. For examina-tion a sample of approx. 0.5 litre is required.

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1607542-7.6Page 1 (1) B 11 01 0Specific Fuel Oil Consumption SFOC

L23/30H

94.26

Constant Speed Engines

All values based on ISO 3046/1 conditions.

Ambient air temperature 25° CAmbient air pressure 1000 mbarCooling water for air cooler 25° C

Marine diesel oil (MDO). Lower calorific value: 42,700 kJ/kg

Tolerance: +5%

With built-on pumps, the SFOC will be increased by:

Fuel oil feed pump 0.03x %

Lub. oil main pump 0.5 x %

L.T. Cooling water pump 0.7 x %

H.T. Cooling water pump 0.7 x %

For other reference conditions, the SFOC is to be corrected by:

Ambient air temperature rise 10° C 0.6 %Ambient air pressure rise 10 mbar - 0.07%Cooling water to air cooler rise 10° C 0.7 %Lower calorific value rise 427kJ/kg - 1.0 %

Engine type

Speed r/min

kW/cyl.

Load

25 %

50 %

75 %

85 %

100 %

110 %

232.2

199.6

192.6

191.7

191.8

192.5

239.5

202.4

190.8

189.2

189.0

190.0

241.3

203.1

190.3

189.2

188.3

189.4

233.5

200.1

192.3

191.3

191.3

192.1

229.8

200.2

194.2

194.3

196.4

198.5

SFOC (g/kWh)

720

105

750

110

720

130

750

135

900

160

L23/30H

ECR MCR

110load % + 10

110load % + 10

110load % + 10

110load % + 10

Lubrication Oil System

B 12

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Fig 1 Diagram for internal lubricating oil system.


Pipe description for connection at the engine

DN25

DN25

DN65

DN65

DN20

DN50

DN50

DN25

Lubricating oil from separator

Lubricating oil to separator

Lubricating oil from separate fi lter

Lubricating oil to separate fi lter

Back-fl ush from full-fl ow fi lter

Oil vapour discharge*

Lubricating oil overfl ow

Lubricating oil supply

C3

C4

C7

C8

C9

C13

C15

C16

* For external pipe connection, please see section for crankcase ventilation.

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 built-on system.

The lubricating oil is furthermore used for the purpose of cooling the pistons.

The standard engine is equipped with built-on:

– Engine driven lubricating oil pump – Lubricating oil cooler – Lubricating oil thermostatic valve – Duplex full-fl ow depth fi lter – Pre-lubricating oil pump

Governordrive

Drain fromoil vapourdischarge

C13

LAL28

LAH28

TE29

TE29

TE29

TE29

TE29

PI21-22

PDAH21-22

PDT21-22

PT22

TE22

PAL22

TAH22

PSL22

LAL25

TI22

TE20

TI20

PI23

TAH20

Standard

Optionals

Cyl. 1

C3C16 C15

Lub. oil cooler

Filter

Hand wing pump

El. Driven pre-lub. oil pump

Prelub.oil inlet

TC

Centri-fugalfilter

Topiston

To pumpdrive

To main bearing

Engine drivenlub. oil pump

C4 C9

Boring incamshaft

Forced oil

To rocker arms

Tocamshaftdrive

Separate full flow filter

A

B

A When full flow filter

B 1 piece for 5-6 cyl. engines, 2 pcs. for 7-8 cyl. engines

C8C7

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Oil Quantities

The approximate quantities of oil necessary for a new engine, before starting up are given in the table, see "B 12 01 1 / 504.06 Lubricating Oil in Base Frame" (max. litre H3)

If there are connected external, full-fl ow fi lters etc., the quantity of oil in the external piping must also be taken into account.

Max. velocity recommendations for external lub ri ca-ting oil pipes:

– Pump suction side 1.0 - 1.5 m/s – Pump discharge side 1.5 - 2.0 m/s

Lubricating Oil Consumption

The lubricating oil consumption is 0.6 - 1.0 g/kWh, see "Specifi c Lubricating Oil Consumption - SLOC, B 12 15 0 / 504.07"

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

Quality of Oil

Only HD lubricating oil (Detergent Lubricating Oil) should be used, characteristic stated in "Lubricating Oil Specifi cation B 12 15 0 / 504.01".

System Flow

The lubricating oil pump draws oil from the oil sump and presses the oil through the cooler and fi lter to the main lubricating oil pipe, from where the oil is distri buted to the individual lubricating points. From the lubricating points the oil returns by gravity to the oil sump.

The main groups of components to be lubricated are:

1 – Turbocharger

2 – Main bearings, big-end bearing etc.

3 – Camshaft drive

4 – Governor drive

5 – Rocker arms

6 – Camshaft

1) 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 orifi ce in order to adjust the oil fl ow and a non-return valve to prevent draining during stand-still.

The non-return valve has back-pressure func-tion requiring a pressure slightly above the prim-ing pres sure to open in normal fl ow direction. In this way overfl ooding of the turbocharger is prevented during stand-still periods, where the pre-lubricating pump is running.

2) Lubricating oil for the main bearings is sup-plied through holes drilled 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 supply of oil from the big-end bearings to the small-end bearings, which has an inner circum-ferential groove, and a pocket for distribution of oil in the bush itself and for supply of oil to the pin bosses and the piston cooling through holes and channels in the piston pin.

From the front main bearings channels are bored in the crankshaft for lubricating of the pump drive.

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1613429-7.7Page 3 (4)

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.

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

5) The lubricating oil to the rocker arms is led through pipes to each cylinder head. It con-tinuous through bores in the cylinder head and rocker arm to the movable parts to be lubricated at rocker arms and valve bridge. Further, lubricating oil is led to the movable parts in need of lubrication.

6) Through a bore in the frame lubricating oil is led to the fi rst camshaft bearing and through bores in the camshaft from where it is distributed to the other camshaft bearings.

Lubricating Oil Pump

The lubricating oil pump, which is of the gear wheel type, is mounted on the front end of the engine and is driven by means of the crankshaft through a cou-pling. The oil pressure is controlled by an ad just able spring- loaded relief valve built-on the oil pump.

Lubricating Oil Cooler

As standard the lubricating oil cooler is of the plate type. The cooler is mounted to the front end of the base frame.

Thermostatic Valve

The thermostatic valve is a fully automatic three-way valve with thermostatic elements set of fi xed tem pera ture.

Built-on Full-fl ow Depth Filter

The built-on lubricating oil fi lter is of the duplex pa-per cart ridge type. It is a depth fi lter with a nominel fi neness of 10-15 microns, and a safety fi lter with a fi neness of 60 microns.

Pre-lubricating

As standard the engine is equipped with an electric-driven pre-lubricating pump mounted parallel to the main pump. The pump must be arranged for automatic operation, ensuring stand-still of the pre-lubricating pump when the engine is running, and running dur-ing engine stand-still in stand-by position.

Running period of the pre-lubricating pump is prefer-ably to be continuous. If intermittent running is requi-red for energy saving purpose, the timing equipment should be set for shortest possible intervals, say 2 minutes of running, 10 minures of stand-still, etc. Further, it is recommended that the pre-lubricating pump is connected to the emergency switch board thus securing that the engine is not started without pre-lubrication.

Draining of the Oil Sump

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

Crankcase Ventilation

The crankcase ventilation is not to be directly con-nected with any other piping system. It is preferable that the crankcase ventilation pipe from each engine is led independently to the open air. The outlet is to be fi tted with corrosion resistant fl ame screen separately for each engine.

However, if a manifold arrangements is used, its arrangements are to be as follows:

1) The vent pipe from each engine is to run indepently to the manifold, and be fi tted with corrosion resistant fl ame screen within the manifold.

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2) The manifold is to be located as high as practi-cable so as to allow substantial length of piping separating the crankcase.

3) The manifold is to be vented to the open air, such that the vent outlet is fi tted with corrosion resistant fl ame screen, and the clear open area of the vent outlet is not less than the aggregate area of the individual crankcase vent pipes entering the manifold.

4) The manifold is to be provided with drainage arrangement.

The ventilation pipe should be designed to eliminate the risk of water condensation in the pipe fl owing back into the engine and should end in the open air:

– The connection between engine (C13) and the ventilation pipe must be fl exible.

– The ventilation pipe should be continuously inclined (min. 5 degrees).

– A continuous drain has to be installed near the engine. The drain must not be lead back to the engine.

– Dimension of the fl exible connection DN50. – Dimension of the ventilation pipe after the fl ex-

ible connection min. DN65.

Optionals

Besides the standard components, the following optionals can be built-on:

– Level switch for low/high level in oil sump (LAL/LAH 28) – Centrifugal by-pass fi lter (standard for stationary engines) – Hand wing pump

Pressure differential transmitting – PDT 21-22 Lubricating oil inlet across fi lter

Temperature alarm high – TAH 20 Lubricating oil inlet before cooler

Pressure transmitting – PT 22 Lubricating oil inlet after cooler

Temperature element – TE 20 Lubricating oil inlet before cooler

Temperature element – TE 22 Lubricating oil inlet after cooler

Temperature element – TE 29 Lubricating oil inlet main bearings

Branches for:

– External fi ne fi lter – External full/fl ow fi lter

Branches for separator 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.

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General

1699270-8.0Page 1 (1)


The crankcase ventilation is not to be directly con-nected with any other piping system. It is preferable that the crankcase ventilation pipe from each engine is led independently to the open air. The outlet is to be fitted with corrosion resistant flame screen separately for each engine.

2) The manifold is to be located as high as practi-cable so as to allow substantial length of piping separating the crankcase.

3) The manifold is to be vented to the open air, such that the vent outlet is fitted with corrosion resistant flame screen, and the clear open area of the vent outlet is not less than the aggregate area of the individual crankcase vent pipes entering the manifold.

4) The manifold is to be provided with drainage arrangement.

The ventilation pipe should be designed to eliminate the risk of water condensation in the pipe flowing back into the engine and should end in the open air:

– The connection between engine (C13) and the ventilation pipe must be flexible.

– The ventilation pipe should be continuously inclined (min. 5 degrees).

– A continuous drain has to be installed near the engine. The drain must not be lead back to the engine.

– Dimension of the flexible connection, see pipe diameters fig 2.

– Dimension of the ventilation pipe after the flex-ible connection, see pipe diameters fig 2.

EngineNominal Diameter ND (mm)

A B C

L16/24 50 - 50

L21/31 65 40 80

L23/30H 50 - 50

L27/38 100 - 100

L28/32H 50 - 50

V28/32H 100 - 100

L32/40 100 15 125

V28/32S 100 - 100

However, if a manifold arrangements is used, its arrangements are to be as follows:

1) The vent pipe from each engine is to run indepently to the manifold, and be fitted with corrosion resistant flame screen within the manifold.

Fig 1 Crankcase ventilation.

Fig 2 Pipe diameters for crankcase ventilation.

C30

C13

B

B

A

A

C

C

*

*

Connectioncrankcase vent

Connectionturbocharger vent

* Condensate trap,continuously open

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01.48

General

The engine is as standard equipped with an electricdriven pump for prelubricating before starting.

The pump which is of the tooth wheel type is self-priming.

The engine shall always be prelubricated 2 minutesprior to start if there is not intermitted or continuousprelubricating installed. Intermittent prelub. is 2 min.every 10 minutes.

Full-loadcurrentAmp.

1.8

3.5

m3/h

2.0

4.2

RPM

2850

2860

kW

0.75

1.7

StartcurrentAmp.

7.0

21.0

Type

5AP80-2S

5AP90S-2

Pump

type

R25/12.5FL-Z-DB-SO

R35/25FL-Z-DB-50

No. of

cyl.

5-6-7-8

5-6-7-8-9

12-16-18

12-16-18

Engine

type

L23/30H

L28/32H

V28/32H

V28/32S

Electric motor 3x380 V, 50 Hz (IP 55)

Full-loadcurrentAmp.

2.1

3.5

m3/h

2.4

5.08

RPM

3440

3440

kW

1.00

1.98

StartcurrentAmp.

10.0

22.0

Type

5AP80-2S

5AP90S-2

Pump

type

R25/12.5FL-Z-DB-SO

R35/25FL-Z-DB-50

No. of

cyl.

5-6-7-8

5-6-7-8-9

12-16-18

12-16-18

Engine

type

L23/30H

L28/32H

V28/32H

V28/32S

Electric motor 3x440 V, 60 Hz (IP 55)

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Quality of Lube Oil (SAE30) for Operation onGas Oil and Diesel Oil (MGO/MDO)

The specifi c power output offered by today’s Die-sel engines and the use of fuels which more and more often approach the limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Blended lube oils (HD oils) have proven to be suit-able for lubricating the running gear, the cylinder, the turbocharger and for the cooling of the pistons. Blended lube oils contain additives which, amongst other things, provide them with sludge carrying, cleaning and neutralisation capabilities.

Only lube oils, which have been released by MAN Diesel, are to be used. These are listed in Table 3.

Specifi cations

Base oil

The base oil (blended lube oil = basic oil + addi-tives) must be a narrow distillation cut and must be refi ned in accordance with modern procedures. Bright stocks, if contained, must neither adversely affect the thermal nor the oxidation stability. The base oil must meet the limit values as specifi ed in Table 1, particularly concerning the ageing stabil-ity.

Blended lube oils (HD-oils)

The base oil for which additives have been mixed (blended lube oil) must demonstrate the following characteristics:

Additives

The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion chamber, especially at the outlet valves and in the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valves seats, as well as burnt-out valves and increased mechani-cal wear.

Additives must not facilitate clogging of the fi lter el-ements, neither in their active nor in their exhaust-ed state.

Detergency

The detergency must be so high that coke and tar-like residues from fuel combustion must not build-up.

Table 1 Lube oil (MGO/MDO) - specifi ed values* in-house method

Characteristic features Unit Test method Limit valueStructure � � preferably paraffi n�basic

Behaviour in cold, still fl ows°C

ASTM–D2500 �15

Flash point (as per Cleveland) ASTM–D92 > 200

Ash content (oxide ash)Weight %

ASTM–D482 < 0.02

Coke residue (as per Conradson) ASTM–D189 < 0.50

Ageing tendency after being heated up to 135 °C for 100 hrs. �

MAN Diesel ageing cabinet *

�

n–heptane insolublesWeight %

ASTM–D4055or DIN 51592

< 0.2

Evaporation loss Weight % � < 2

Drop test (fi lter paper)� MAN Diesel test

Must not allow to recognise precipitation of resin or asphalt�like ageing products

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Engine SAE–Class

23/30H, 28/32H, 23/30A, 28/32AAt cooling water temperatures > 32° C a SAE40 oil can be used.In this case please contact MAN Diesel

30

Table 2 Viscosity (SAE class) of lube oils

Dispersancy

The dispersancy must be selected such that com-mercially available lube-oil cleaning equipment can remove the detrimental contamination from the used oil, i.e. the oil must have good separating and fi ltering properties.

Neutralisation capacity

The neutralisation capacity (ASTM-D2896) must be so high that the acidic products which result dur-ing combustion are neutralised. The reaction time of the additives must be matched to the process in the combustion chamber.

Evaporation tendency

The tendency to evaporate must be as low as pos-sible, otherwise the oil consumption is adversely affected.

Further conditions

The lube oil must not contain agents to improve vis-cosity index. Fresh oil must not contain any water or other contamination.

Lube oil selection

The content of additives included in the lube oil de-pends upon the conditions under which the engine is operated, and the quality of fuel used. If marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight % as per ISO-F DMC, and coke residues of up to 2.5 weight % as per Conradson, a BN of approx. 20 is preferred. Ultimately, the op-erating results are the decisive criterion as to which content of additives ensures the most economic mode of engine operation.

Speed governor

In case of mechanic-hydraulic governors with sep-arate oil sump, multi grade oil 5W-40 is preferably used. If this oil is not available for topping-up, an oil 15W-40 may exceptionally be used. In this context it makes no difference whether multicoloured oils based on synthetic or mineral oil are used. (Desig-nation for armed forces of Germany: O-236)

The oil quality specifi ed by the manufacturer is to be used for the remaining equipment fi tted to the engine.

Lube-oil additives

It is not allowed to add additives to the lube oil, or mixing the different makes (brands) of the lube oil, as the performance of the carefully matched pack-age of additives which is suiting itself and adapted to the base oil, may be upset.

Selection of lube oils / warranty

Most of the mineral oil companies are in close and permanent consultation with the engine manufac-turers and are therefore in a position to quote the oil from their own product line that has been approved by the engine manufacturer for the given applica-tion. Independent of this release, the lube oil manu-facturers are in any case responsible for quality and performance of their products. If any questions, we are more than willing to provide you with further in-formation.


Blended grade

Blended lube oils (HD oils) corresponding to inter-national specifi cations MIL-L 2104 or API-CD, and having a Base Number (BN) of 10 – 16 mg KOH/g are recommended by us (Designation for armed forces of Germany: O-278).

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Approved SAE30 lube oils

Manufacturer Base Number 10�161) [mgKOH/g]

AGIP Cladium 120 � SAE 30Sigma S SAE 30 2)

BP Energol DS 3�153

CASTROL Castrol MLC 30Castrol MHP 153Seamax Extra 30

CHEVRON(Texaco, Caltex)

Taro 12 XD 30Delo 1000 Marine SAE 30Delo SHP30

EXXON MOBIL Exxmar 12TP30Mobilgard 312Mobilgard ADL 30 2)

Delvac 1630

PETROBRAS Marbrax CCD�310

Q8 Mozart DP30

REPSOL Neptuno NT 1530

SHELL Gadinia 30Sirius FB 30 2)

Sirius/Rimula X30 2)

Gadinia AL30

STATOIL MarWay 1530MarWay 1030

TOTAL Lubmarine Disola M3015

Oil in service

There are no defi ned oil change intervals for MAN Diesel medium-speed engines. The oil has to be analysed on a regular basis. As long as the oil char-acteristics are within the specifi ed limits of Table 4, the oil is suitable for further use. An oil sample has to be analysed every 1-3 months (see maintenance plan). The quality of the oil can only be maintained if the oil is cleaned by an appropriate device (e.g. separator).



Examinations

We carry out the investigations on lube oil in our laboratories for our customers. A representative sample of about 0.5 litre is required for the exami-nation.

1) If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a Base Number (BN) of ap-prox. 20 is of advantage.

2) If the sulphur content of the fuel is < 1 %.

MAN Diesel do not take any reponsibility for dif-fi culties that might be caused by these oils.

Table 3 Lubricating oils (SAE30) which have been approved for the use in MAN Diesel four-stroke engines running on gas oil and Diesel oil


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Limit value Method

Viscosity at 40 °C 75 � 160 mm2/s ISO 3104 or ASTM D445

Base Number (BN) min. 50% of fresh oil BN ISO 3771

Flash Point (PM) min. 185 °C ISO 2719

Water Content max. 0.2% (for a short period max. 0.5%) ISO 3733 or ASTM D1744

n�Heptan Insoluble max. 1.5% DIN 51592 or IP 316

Metal Contentdependent upon the engine type and

operating condition

only for guidanceFeCrCuPbSnAl

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

Table 4 Limit value


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Quality of Lube Oil (SAE30) forHeavy Fuel Oil Operation (HFO)

The specifi c power output offered by today’s Die-sel engines and the use of fuels which more and more often approach the acceptable limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Medium-alkaline lube oils have proven to be suitable for lubricating the running gear, the cylinders, the turbocharger and for the cooling of the pistons. Medium-alkaline oils contain additives which, amongst other things, provided them with a higher neutralising capacity than blended (HD) en-gine oils have.

No international specifi cations exist for medium-al-kaline lube oils. An adequately long trial operation in compliance with the manufacturer’s instructions is therefore necessary.

Only lube oils, which have been approved by MAN Diesel, are to be used. These are listed in Table 5.

Requirements

Base oil

The base oil (medium-alkaline lube oil = base oil + additives) must be a narrow distillation cut and must be refi ned in accordance with modern procedures.

Bright stocks, if contained, must neither adversely affect the thermal nor the oxidation stability.

The base oil must meet the limit values given in Table 1, particularly as concerns its ageing tenden-cies.

Medium-alkaline lube oil

The fi nished oil (base oil with additives) must dem-onstrate the following characteristics.

Additives

The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion, even though the engine were run on distillate fuel tem-porarily. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion spaces, especially the exhaust valves and the inlet housing of the turbo-chargers. Hard additive ash promotes pitting on the valve seats, as well as burnt-out valves and in-creased mechanical wear in the cylinder liners.

Additives must not facilitate clogging of the fi lter el-ements, neither in their active nor in their exhaust-ed state.

Table 1 Lube oil (HFO operation) - specifi ed values* in-house method

Properties/characteristics Unit Test method Limit valuesStructure � � preferably paraffi n–basicBehaviour in cold, still fl ows

°CASTM�D2500 � 15

Flash point (as per Cleveland) ASTM�D92 > 200Ash content (oxide ash)

Weight %

ASTM�D482 < 0.02Coke residue (as per Conradson) ASTM�D189 < 0.50Aging tendency after being heated up to 135 °C for 100 hrs.

MAN Dieselageing cabinet *

�

n�heptane insolubles ASTM�D4055 orDIN 51592

< 0.2

Evaporation loss � < 2

Drop test (fi lter paper)MAN Diesel test

Must not allow to recognize precipitation of resinous or asphalt�like ageing products

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08.50

Engine SAE–Class

23/30H, 28/32H, 23/30A, 28/32AAt cooling water temperatures > 32° C a SAE40 oil can be used.In this case please contact MAN Diesel

30

Table 2 Viscosity (SAE class) of lube oils

Detergency

The detergency must be so high that coke and tar-like residues from fuel combustion must not build-up. The lube oil must be able to avoid fuel derived deposits.

Dispersancy

The dispersancy must be selected such that com-mercially available lube-oil cleaning equipment can remove the detremental contaminations from the used oil, i.e. the used oil must have good separat-ing and fi ltering properties.

Diesel-Performance

The Diesel performance (without taking the neu-tralisation ability into consideration) must, at least, comply with MIL-L-21014 D resp. API-CD.

Neutralisation capacity

The neutralisation capacity (ASTM-D2896) must be so high that the acidic products of combustion are neutralised at the lube oil consumption rate that is specifi c for the engine. The reaction time of the additives must be matched to the process in the combustion chamber. Hints concerning the selec-tion of the BN are given in Table 3.

Evaporation tendency

The tendency to evaporate must be as low as pos-sible, otherwise the oil consumption is adversely affected.

Further conditions

The lube oil must not contain agents to improve vis-cosity index. Fresh oil must not contain any water or other contamination.

Lube oil selection


Neutralisation property (BN)

Medium-alkaline lube oils having differently high levels of neutralisation capacity (BN) are available on the market. According to the present-day state of knowledge, operating conditions to be expected and BN can be correlated as shown in Table 3. The operating resulting will in the essence be the deci-sive criterion as to which BN will ensure the most economic mode of engine operation.

Operation on low sulphur fuel

In order to meet the emission regulations, fuels with different sulphur content are used today. In en-vironmental sensitive areas (SECA) a low sulphur fuel must be used. Outside the SECA a fuel with a high sulphur content can be used. In this case the lube oil BN should be selected to meet the re-quirements of the operation on high sulphur fuel. Only for permanent operation on low sulphur fuel, the lube oil with the lower BN should be selected.Ultimately, the operating results are the decisive criterium as to which content of additives ensures the most economic mode of engine operation.

Speed governor

In case of mechanic-hydraulic governors with sep-arate oil sump, multi grade oil 5W-40 is preferably used. If this oil is not available as refi ll, an oil 15W-40 may exceptionally be used. In this context it is not important, if multi grade oils based on synthetic or mineral oil are used.

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L23/30H, L28/32HV28/32H

B 12 15 01699882-0.1Page 3 (4)

08.50

The oil quality specifi ed by the manufacturer is to be used for the remaining equipment fi tted to the engine.

Lube-oil additives

It is not allowed to add additives to the lube oil, or mixing the different makes (brands) of the lube oil, as the performance of the carefully matched pack-age of additives which is suiting itself and adapted to the base oil, may be upset.

Selection of lube oils / warranty

Most of the mineral oil companies are in close and permanent consultation with the engine manufac-turers and are therefore in a the position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. Independent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. If you have further questions, we are more than willing to provide you with further information.


approx. BN (mg KOH/g oil)

Engines / Operating conditions

20Marine Diesel Oil (MDO) of poor quality (ISO�F�DMC) or heavy fuel oil with a sulphur content of <0.5 %.

30

23/30H and 28/32H in general. 23/30A, 28/32A and 28/32S under normal operating conditions.16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF in pure HFO mode only if fuel sulphur content is < 1.5 %.51/60DF in alternating mode (HFO/Gas).

40

23/30A, 28/32A and 28/32S in case of severe operating conditions and in case of necessity regarding oil life and engine cleanliness.16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF in pure HFO mode generally, provided the sulphur content is >1.5%.

5032/40, 32/44CR, 40/54, 48/60, and 58/64 if BN 40 is inadequate in terms of oil life or engine cleanliness (high sulphur content of the fuel, very low lube oil consumption.

Table 3 Determining the Base Number for operating conditions

Oil in service

There are no defi ned oil change intervals for MAN Diesel medium-speed engines. The oil has to be analysed on a regular basis. As long as the oil char-acteristics are within the specifi ed limits of Table 4 the oil is suitable for further use. An oil sample has to be analysed every 1-3 months (see maintenance plan). The quality of the oil can only be maintained if the oil is cleaned by an appropriate device (e.g. separator).



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Table 4 Limit value


Limit value Method

Viscosity at 40 °C 75 � 160 mm2/s ISO 3104 or ASTM D445

Base Number (BN) min. 50% of fresh oil BN ISO 3771

Flash Point (PM) min. 185 °C ISO 2719

Water Content max. 0.2% (for a short period max. 0.5%) ISO 3733 or ASTM D1744

n�Heptan Insoluble max. 1.5% DIN 51592 or IP 316

Metal Contentdependent upon the engine type and

operating condition

only for guidanceFeCrCuPbSnAl

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

Manufacturer Base Number [mg KOH/g]

20 30 40

AGIP � Cladium 300 - SAE30 Cladium 400 - SAE30

BP Energol IC�HFX 203 Energol IC�HFX 303 Energol IC�HFX 403

CASTROL TLX Plus 203 TLX Plus 303 TLX Plus 403

CEPSA Troncoil 3030 Plus Troncoil 4030 Plus

CHEVRON(TEXACO, CALTEX)

Taro 20DP30 Taro 30DP30 Taro 40XL 30

EXXON MOBIL Mobilgard M 330EXXMAR 30 TP 30

Mobilgard M 340EXXMAR 40 TP 30

PETROBRAS Marbrax CCD�320 Marbrax CCD�330 Marbrax CCD�340

REPSOL Neptuno NT 2030 Neptuno NT 3030 Neptuno NT 4030

SHELL Argina S 30 Argina T 30 Argina X30

TOTAL Lubmarine Aurelia XL 3025 Aurelia XL 3030Aurelia TI 3030

Aurelia XL 3040Aurelia TI 3040

Table 5 Lubricating oils (SAE30), which have been approved for the use in MAN Diesel four�stroke engines running on heavy fuel oil

ExaminationsWe carry out the investigations on lube oil in our laboratories for our customers. A representative sample of about 0.5 litre is required for the exami-nation.

Note!MAN Diesel do not take any responsibility for diffi culties that might be caused by these oils!

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Operation on Marine Diesel Oil (MDO)

At engine operation on MDO we recommend to install a build on centrifugal by-pass fi lter as an addition-ally fi lter to the build on full fl ow depth fi lter and the lubricating oil separator.

Operation on Heavy Fuel Oil (HFO)

HFO operating engines requires effective lubricating oil cleaning. In order to secure a safe operation it is necessary to use a supplement cleaning equipment together with the built on full fl ow depth fi lter. For this purpose a centifugal unit, a decanter unit or an automatic by-pass fi lter can be used.

Continuous lubricating oil cleaning during engine operation is necessary.

The centrifugal unit, decanter unit and the automatic by-pass fi lter capacity to be adjusted according to makers resommendations.

The capacity is evaluated below.

Cleaning Capacity

Normally, it is recommended to use a self-cleaning fi ltration unit in order to optimize the cleaning period and thus also optimize the size of the fi ltration unit.

Separators for manual cleaning can be used when the reduced effective cleaning time is taken into con-sideration by dimensioning the separator ca pa ci ty.

The required Flow

In order to evaluate the required lubricating oil fl ow through the separator, the separator suppliers rec-ommendation should be followed.

As a guidance, the following formula should form the basis for choosing the required fl ow for the separa-tor capacity:

Q = P x 1.36 x n t

1643494-3.7Page 1 (2) Treatment of Lubricating Oil B 12 15 0

General

07.32

Q = required fl ow (l/h) P = engine output (kW). t = actual effective separator operating time per day (hour) n = number of turnovers per day of the theoretical oil volume corresponding to 1.36 l/kW or 1 l/HP.

The following values for "n" are recommended:

n = 5 for HFO operating (residual) n = 4 for MDO operating n = 3 for distillate fuel

Example: for 1000 kW engine operating on HFO, self-cleaning separator with a daily effective separat-ing period of 23 hours:

Q = 1000 x 1.36 x 5 = 295 l/h 23

Separator Installation

It is recommended to carry out continuous lubricating oil cleaning during engine operation at a lubricating oil temperature between 95°C till 98°C at entering the separator.

With multi-engine plants, one separator per engine in operation is recommended, but if only one separator is in operation, the following lay-outs can be used.

A common separator can be installed, possibly with one in reserve for operation of all engines through a pipe system, which can be carried out in various ways. Fig. 1 and 2 show a principle lay-out for a single plant and a multi-plant.

To/from separatorEngine

Fig 1 Principle lay-out for direct separating on a single plant.

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General

Eng. No 2

Eng. No 1

To/from lubricating oil separator

Eng. No 3

Fig 2 Principle lay-out for direct separating on a multi plant. Fig 3 Principle lay-out for overfl ow system.

07.32

B 12 15 0 Treatment of Lubricating Oil 1643494-3.7Page 2 (2)

The aim is to ensure that the separator is only con-nected with one engine at a time. This to ensure that there is no suction and discharging from one engine to another.

To provide the above-mentioned it is recommended that inlet and outlet valves are connected, so that they can only be changed-over simultaneously.

With only one engine in operation there are no prob-lems with separating, but if several engines are in operation for some time it is recommended to split up the time so that there is separation on all engines, which are operating in turns.

The capacity of the separator has to correspond with the separating of oil on the single engine n times during the available time, every 24 hours. (see page 1)

Overfl ow System

As an alternative to the direct separating an over fl ow system can be used (see fi g. 3).NB! Min. 5° slope at the drain pipe.

By-pass Centrifugal Filter

The Holeby GenSets can be de liv er ed with built-on by-pass centrifugal fi lters.

By-pass Depth Filter

When dimensioning the by-pass depth fi lter the sup-plier’s recommendations are to be followed.

Overflowtank

Separatorunit

Ventinghole

Oil level inbase frame

5° slope

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1609533-1.7Page 1 (2) B 12 15 0Criteria for Cleaning/Exchange of Lubricating Oil

General

07.11

Replacement of Lubricating Oil

The expected lubricating oil lifetime in operation is diffi cult to determine. The lubricating oil lifetime is depending on the fuel oil quality, the lubricating oil quality, the lubricating oil consumption, the lubricating oil cleaning equipment effi ciency and the engine operational conditions.

In order to evaluate the lubricating oil condition a sample should be drawn on regular basis at least once every three month or depending on the latest analysis result. The lubricating oil sample must be drawn before the fi lter at engine in operation. The sample bottle must be clean and dry, supplied with suffi cient indentifi cation and should be closed im-mediately after fi lling. The lubricating oil sample must be examined in an approved laboratory or in the lubricating oil suppliers own laboratory.

A lubricating oil replacement or an extensive lubri-cating oil cleaning is required when the MAN Diesel exchange criteria's have been reached.

Evaluation of the Lubricating Oil Condition

Based on the analysis results, the following guidance are normally suffi cient for evaluating the lubricating oil condition. The parameters themselves can not be jugded alonestanding, but must be evaluated together in order to conclude the lubricating oil condition.

1. Viscosity

Limit value :

Unit : cSt (mm2/s) Possible test

methods : ASTM D-445, DIN 51562/53018, ISO 3104

Increasing viscosity indicates problems with inso-lubles, HFO contamination, water contamination, oxidation, nitration and low load operation. Decrea-sing viscosity is generally due to dilution with lighter viscosity oil.

2. Flash Point

Min. value : 185° C Possible test method : ASTM D-92, ISO 2719 Normally used to indicate fuel dilution.

3. Water Content Max. value : 0.2 %

Unit : Weight %

Possible test method : ASTM D4928, ISO 3733

Water can originate from contaminated fuel oil, an engine cooling water leak or formed as part of the combustion process. If water is detected also Sodium, Glycol or Boron content should be checked in order to confi rm engine coolant leaks.

4. Base Number (BN)

Min. value : The BN value should not be lower than 50% of fresh lubricating oil value, but minimum BN level never to be lower than 10-12 at operat-ing on HFO!

Unit : mg KOH/g

Possible test method : ASTM D-2896, ISO 3771

SAE 30 [cSt@40° C]

SAE 30 [cSt@100° C]

SAE 40 [cSt@40° C]

SAE 40 [cSt@100° C]

Normalvalue

95 - 125

11 - 13

135 - 165

13.5 - 15.0

min.value

75

9

100

11

max.value

160

15

220

19

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The neutralization capacity must secure that the acidic combustion products, mainly sulphur originate from the fuel oil, are neutralized at the lube oil consumption level for the specifi c engine type. Gradually the BN will be reduced, but should reach an equilibrium.

5. Total Acid Number (TAN)

Max. value : 3.0 acc. to fresh oil value

Unit : mg KOH/g

Possible test method : ASTM D-664

TAN is used to monitor oil degradation and is a measure of the total acids present in the lubricating oil derived from oil oxidation (weak acids) and acidic products of fuel combustion (strong acids).

6. Insolubles Content

Max. value : 1.5 % generally, depending upon actual dispersant value and the increase in vis co si ty.

Unit : Weight %

Possible test method : ASTM D-893 procedure B in n- Heptane, DIN 51592

Additionallytest : If the level in n-Heptane insolub les

is considered high for the type of oil and appli ca tion, the test could be followed by a sup ple men tary determination in To lu ene.

Total insolubles is maily derived from products of combustion blown by the piston rings into the crank-case. It also includes burnt lubricating oil, additive ash, rust, salt, wear debris and abrasive matter.

7. Metal Content

Metal content

IronChromiumCopperLeadTinAluminiumSilicon

Remarks

Depend upon engine type and operating condi-tions

Attention limits

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


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Quality of Engine Cooling Water

Preliminary remarks

The engine cooling water, like the fuel and lubrica-ting oil, is a medium which must be carefully selec-ted, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system in contact with water and deposits may form. Deposits impair the heat transfer and may result in thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the fi rst commis-sioning of the plant. During subsequent operations the concentration specifi ed by the engine manufac-turer must always be ensured. In particular, this ap-plies if a chemical additive is used.

Requirements

Limiting values

The characteristics of the untreated cooling water must be within the following limits:

Test device

The MAN Diesel water test kit includes devices permitting, i.a., to determine the above-mentioned water characteristics in a simple manner. Moreover, the manufacturer of anti-corrosion agents are of-fering test devices that are easy to operate. As to checking the cooling water condition, see Descrip-tion "Checking cooling water".


Distilate

If a distillate (from the freshwater generator for in-stance) or fully desalinated water (ion exchanger) is available, this should preferably be used as engine cooling water. These waters are free from lime and metal salts, i.e. major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not form a thin fi lm of lime on the walls which provides a temporary protection against cor-rosion. This is the reason why water distillates must be treated with special care and the concentration of the additive is to be periodically checked.

Hardness

The total hardness of the water is composed of temporary and permanent hardness. It is largely determined by calcium and magnesium salts. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sul-phates). The decisive factor for the formation of calcareous deposits in the cooling system is the temporary (carbonate) hardness.

Water with more than 10ûdGH (German total hard-ness) must be mixed with distillate or be softened. A rehardening of excessively soft water is only ne-cessary to suppress foaming if an emulsifi able anti-corrosion oil is used.

Property/feature

Characteristics Unit

Type of water

Distillate or freshwater, free from foreign matter.Not to be used: Sea water, brackish water, river water, brines, industrial waste water and rain water

-

Total hardness max. 10 ûdH 1)

pH-value 6,5 - 8 -

Chloride ion content

max. 50 mg/l 2)

Table 1 Cooling water - characteristics to be adhered to

1) 1°dGH = German hardness:

= 10mg CaO/litre

= 17.9mg CaCO3/litre

= 0.357mval/litre

= 0.179mmol/litre

2) 1 mg/l = 1 ppm

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Damage in the cooling water system

Corrosion

Corrosion is an electro-chemical process which can largely be avoided if the correct water quality is selected and the water in the engine cooling sy-stem is treated carefully.

Flow cavitation

Flow cavitation may occur in regions of high fl ow velocity and turbulence. If the evaporation pressure is fallen below, steam bubbles will form which then collapse in regions of high pressure, thus produc-ing material destruction in closely limited regions.

Erosion

Erosion is a mechanical process involving material abrasion and destruction of protective fi lms by en-trapped solids, especially in regions of excessive fl ow velocities or pronounced turbulences.

Corrosion fatigue

Corrosion fatigue is a damage caused by simulta-neous dynamic and corrosive stresses. It may in-duce crack formation and fast crack propagation in water-cooled, mechanically stressed components if the cooling water is not treated correctly.

Treatment of the engine cooling water

The purpose of engine cooling water treatment is to produce a coherent protective fi lm on the walls of the cooling spaces by the use of anti-corrosion agents so as to prevent the above-mentioned dam-age. A signifi cant prerequisite for the anti-corrosion agent to develop its full effectively is that the un-treated water which is used satisfi es the demands mentioned under Requirements .

Protecting fi lms can be produced by treating the cooling water with a chemical anti-corrosion agent or emulsifi able anti-corrosion oil.

Emulsifi able anti-corrosion oils fall more and more out of use since, on the one hand, their use is heav-ily restricted by environmental protection legisla-tion and, on the other hand, the suppliers have, for these and other reasons, commenced to take these products out of the market.

Treatment before operating the engine for the fi rst time

Treatment with an anti-corrosion agent should be done before the engine is operated for the fi rst time so as to prevent irreparable initial damage.

Warning! It is not allowed to operate the engine without cooling water treatment.

Cooling water additives

No other additives than those approved by MAN Diesel and listed in "Chemical additives - contai-ning nitrite" up to "Anti-freeze agents with corrosion inhibiting effect" are to be used.

Permission required

A cooling water additive can be approved for use if it has been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraft-maschinen (FVV), ”Testing the suitability of cool-ant additives for cooling liquids of internal combus-tion engines”. The test report is to be presented if required. The necessary testing is carried out by Staatliche Materialprüfanstalt, Department Ober-fl ächentechnik, Grafenstraße 2, 64283 Darmstadt on request.

In case the cooling water additive has been suc-cessfully tested at FVV, an engine test for the fi nal approval has to be conducted.

Quality of Engine Cooling Water

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To be used only in closed circuits

Additives can only be used in closed circuits where no appreciable consumption occurs except leak-age and evaporation losses.

• Chemical additives Additives based on sodium nitrite and sodium

borate, etc. have given good results. Galvanised iron pipes or zinc anodes providing cathodic pro-tection in the cooling systems must not be used. Please note that this kind of corrosion protection, on the one hand, is not required since cooling water treatment is specifi ed and, on the other hand, considering the cooling water temperatures commonly practised nowadays, it may lead to po-tential inversion. If necessary, the pipes must be dezinced.

• Anti-corrosion oilThis additive is an emulsifi able mineral oil mixed with corrosion inhibitors. A thin protective oil fi lm which prevents corrosion without obstructing the transfer of heat and yet preventing calcareous de-posits forms on the walls of the cooling system.

Emulsifi able anti-corrosion oils have nowadays lost importance. For reasons of environmental protection legislation and because of occasion-ally occurring emulsion stability problems, they are hardly used any more.

• Anti-freeze agentIf temperatures below the freezing point of water may be reached in the engine, in the cooling sy-stem or in parts of it, an anti-freeze agent simul-taneously acting as a corrosion inhibitor must be added to the cooling water. Otherwise the entire system must be heated. (Designation for armed forces of Germany: Sy-7025).

Suffi cient corrosion protection will be achieved by admixing the products listed in Anti-freeze agents with corrosion inhibiting effect taking care that the specifi ed concentration is observed. This concen-tration will prevent freezing down to a tempera-ture of about - 22 °C. The quantity of anti-freeze actually required, however, also depends on the lowest temperatures expected at the site.

Anti-freeze agents are generally based on ethy-lene glycol. A suitable chemical additive must be admixed if the concentration of the anti-freeze specifi ed by the manufacturer for a certain appli-cation does not suffi ce to afford adequate corro-sion protection or if, due to less stringent require-ments with redard to protection from freezing, a lower concentration of anti-freeze agent is used than would be required to achieve suffi cient cor-rosion protection. The manufacturer must be con-tacted for information on the compatibility of the agent with the anti-freeze and the concentration required. The compatibility of the chemical ad-ditives stated in Chemical additives - containing nitrite with anti-freeze agents based on ethylene glycol is confi rmed. Anti-freeze agents may only be mixed with each other with the supplier’s or manufacturer’s consent, even if the composition of these agents is the same.

Prior to the use of an anti-freeze agent, the cool-ing system is to be cleaned thoroughly.

If the cooling water is treated with an emulsifi -able anti-corrosion oil, no anti-freeze may be ad-mixed, as otherwise the emulsion is broken and oil sludge is formed in the cooling system.

For the disposal of cooling water treated with ad-ditives, observe the environmental protection leg-islation. For information, contact the suppliers of the additives.

• BiocidesIf the use of a biocide is inevitable because the cooling water has been contaminated by bacte-ria, the following has to be observed:

- It has to be ensured that the biocide suitable for the particular application is used.

- The biocide must be compatible with the sea-ling materials used in the cooling water system; it must not attack them.

- Neither the biocide nor its decomposition pro-ducts contain corrosion-stimulated constituents. Biocides whose decomposition results in chloride or sulphate ions are not permissible.

- Biocides due to the use of which the cooling water tends to foam are not permissible.

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Prerequisites for effi cient use of an anti-corro-sion agent

Clean cooling system

Before starting the engine for the fi rst time and af-ter repairs to the piping system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt will considerably reduce the effi ciency of the additive. The entire system has therefore to be cleaned using an appropriate clean-ing agent with the engine shut down (see Descrip-tion "Cleaning cooling water").

Loose solid particles, in particular, have to be re-moved from the system by intense fl ushing because otherwise erosion may occur at points of high fl ow velocities.

The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier of the cooling water additive, at least the supplier can make available the suitable products for this pur-pose. If this work is done by the engine user it is ad-visable to make use of the services of an expert of the cleaning agent supplier. The cooling system is to be fl ushed thoroughly after cleaning. The engine cooling water is to be treated with an anti-corrosion agent immediately afterwards. After restarting the engine, the cleaned system has to be checked for any leakages.

Periodical checks of the condition of the cooling water and cooling system

Treated cooling water may become contaminated in service and the additive will loose some of its effectively as a result. It is therefore necessary to check the cooling system and the condition of the cooling water at regular intervals.

The additive concentration is to be checked at least once a week, using the test kit prescribed by the supplier. The results are to be recorded.

Note!The concentrations of chemical additives must not be less than the minimum concentrations stated in "Chemical additives - containing ni-trite" .

Concentrations that are too low may promote corro-sive effects and have therefore to be avoided. Con-centrations that are slightly too high do not cause damages. However, concentrations more than dou-ble as high should be avoided.

A cooling water sample is to be sent to an inde-pendent laboratory or to the engine supplier for making a complete analysis every 2 – 6 months.

For emulsifi able anti-freeze agents, the supplier generally prescribes renewal of the water after approx. 12 months. On such renewal, the entire cooling system is to be fl ushed, or if required to be cleaned (also see Description "Cleaning cooling water"). The fresh charge of water is to be submit-ted to treatment immediately.

If chemical additives or anti-freeze agents are used, the water should be changed after three years at the latest.

If excessive concentrations of solids (rust) are found, the water charge has to be renewed com-pletely, and the entire system has to be thoroughly cleaned.

The causes of deposits in the cooling system may be leakages entering the cooling water, breaking of the emulsion, corrosion in the system and calcare-ous deposits due to excessive water hardness. An increase in the chloride ion content generally indi-cates sea water leakage. The specifi ed maximum of 50 mg/kg of chloride ions must not be exceeded, since otherwise the danger of corrosion will in-crease. Exhaust gas leakage into the cooling water may account for a sudden drop in the pH value or an increase of the sulphate content.

Water losses are to be made up for by adding un-treated water which meets the quality demands according to Requirements . The concentration of the anti-corrosion agent has subsequently to be checked and corrected if necessary.

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Checks of the cooling water are especially neces-sary whenever repair and servicing work has been done in connection with which the cooling water was drained.

Protective measures

Anti-corrosion agents contain chemical compounds which may cause health injuries if wrongly handled. The indications in the safety data sheets of the manufacturers are to be observed.

Prolonged, direct contact with the skin should be avoided. Thoroughly wash your hands after use. Also, if a larger amount has been splashed onto the clothing and / or wetted it, the clothing should be changed and washed before being worn again.

If chemicals have splashed into the eyes, immedi-ately wash with plenty of water and consult a doc-tor.

Anti-corrosion agents are a contaminating load for the water in general. Cooling water must therefore not be disposed off by pouring it into the sewage system without prior consultation with the compe-tent local authorities. The respective legal regula-tions have to be observed.

Marine GenSets

If a marine auxiliar engine of the type 16/24, 21/31, 23/30H, 27/38 or 28/32H shares the cooling water system with a two-stroke main engine MAN B&W Diesel type, the cooling water recommendation from the main engine has to be followed.

Investigation

Cooling water analysis are carried out in our chemi-cal laboratory for our customers. For examination a sample of approxiamately 0.5 litre is required.


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B 13 00 0

Manufacturer Product designation Initial dose

per 1,000

litre

Minimum concentration ppm

ProductNitrite

(NO2)

Na-Nitrite

(NaNO)2

Ashland WaterTechnologiesDrew MarineOne Drew PlazaBoonton, New Jersey 07005USA

LiquidewtMaxigardDEWT-NC

15 l40 l

4.5kg

15,000 1)

40,0004,500

7001,3302,250

1,0502,0003,375

Unitor ChemicalsKJEMI-Service A.S.P.O. Box 493140 BorgheimNorway

Rocor NB LiquidDieselguard

21.5 l4.8kg

21,5004,800

2,4002,400

3,6003,600

Nalfl eet MarineChemicalsP.O. Box 11NorthwichCheshire CW8DX, UK

Nalfl eet EWT Liq (9-108)Nalfl eet EWT 9-111Nalcool 2000

3 l10 l30 l

3,00010,00030,000

1,0001,0001,000

1,5001,5001,500

Maritech ABP.O. Box 14329122 KristianstadSweden

Marisol CW 12 l 12,000 2,000 3,000

UniserviceVia al Santurio di N.S.della Guardia 58/A16162 Genova, Italy

N.C.L.T.

Colorcooling

12 l

24 l

12,000

24,000

2,000

2,000

3,000

3,000

Marichem - Marigases64 Sfaktirias Street18545 Piraeus, Greece

D.C.W.T - Non-Chromate

48 l 48,000 2,400

VecomSchlenzigstrasse 721107 HamburgGermany

Cool treat N.C.L.T. 16 l 16,000 4,000 4,000

Table 2 Chemical additives - containing nitrite

1) The values in the marked areas can be determined with the test kit of the chemical manufacturer.

Permissible cooling water additives

Chemical additives (Chemicals) - containing nitrite


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General

Manufacturer Product designation Initial dose per 1,000 l Minimum concentration

ArtecoTechnologieparkZwinaarde 2B-9052 GentBelgium

HavolineXLI

75 l 7.5 %

Total LubricantsParis, France

WT Supra 75 l 7.5 %

Ashland Water TechnologiesDrew MarineOne Drew PlazaBoonton, New Jersey 07005USA

Drewgard CWT 8 l 1 %

Table 3 Chemical additives - free from nitrite

Manufacturer Product (designation)

BP MarineBreakspear WayHemel HempsteadHerts HP2 UL, UK

Diatsol MFedaro M

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Solvex WT 3

Deutsche Shell AGÜberseering 3522284 Hamburg, Germany

Oil 9156

Table 4 Emulsifi able anti-corrosion oils

Chemical additives (Chemicals) - free from nitrite

Emulsifi able anti-corrosion oils


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B 13 00 0

Manufacturer Product (designation)Minimum

concentration

BASFCarl-Bosch-Str.67063 Ludwigshafen, Rhein, Germany

Glysantin G48Glysantin 9313Glysantin G 05

35 %

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF,SF

BP, Brittanic Tower, Moor Lane,London EC2Y 9B, UK

Antifrost X 2270A

Deutsche Shell AGÜberseering 3522284 Hamburg, Germany

Glycoshell

Höchst AG, Werk Gendorf84508 Burgkirchen, Germany

Genatin extra(8021 S)

Mobil Oil AGSteinstraße 520095 Hamburg, Germany

Frostschutz 500

Arteco/Technologiepark, Zwijnaarde 2,B-9052 Gent, Belgium

Havoline XLC

50 %

Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 5 Anti-freeze agents with corrosion inhibiting effect

Anti-freeze agents with corrosion inhibiting effect


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General

1699897-6.0Page 1 (2)

08.44

Checking Cooling Water

Purpose of jobs to be done

Record and assess characteristic values of opera-ting media, avoid/reduce harmful effects.

Brief description

Fresh water that is used for fi lling cooling water cir-cuits must comply with the specifi cations. Cooling water in the system must be checked at regular in-tervals according to the maintenance schedule.

The work/steps include: • Recording characteristic values of operating media• Assessment of operating media and • Checking the concentration of anti-corrosion

agents.

Tools/appliances required

Means for checking the fresh water quality

Either use

• MAN Diesel water test kit or a coorresponding testkit containing all the necessary instruments and chemicals for determining the water hard-ness, the pH value and the chloride content (can be obtained from MAN Diesel or from Messrs Mar-Tec Marine, Hamburg), or

• Durognost tablets used to determine the water hardness (Messrs Gebr. Hegl KG, Hildesheim), and

• pH value indicator paper with colour checking pattern to determine the pH value (Messrs Merk AG, Darmstadt), or alternatively liquid pH value indicator or electronic measuring unit, and n/10 silver nitrate solution and 5-percent potassium chromate solution to determine the chloride ion content.

Means for checking the concentration of additives

• When using chemical additives:

Testing means according to the recommenda-tions of the supplier.

Usually, the testkits delivered by the suppliers also contain testing means for determining the fresh water quality.

• When using anti-corrosion oils:

Emulsion tester (Messrs Hamburger Labor-be-darf Dargatz, Hamburg), and concentrated hy-drochloric acid.

Check the characteristic values of the water

Brief specifi cation

Characteristicvalue/feature

Water for charging and

topping up

Water in circulation

Type of waterFresh water, free of foreign

matter

Treated cooling water

Total hardness ≤10ûdGH 1) ≤10ûdGH 1)

pH value 6.5 – 8 at 20ûC ≥7.5 at 20ûC

Chloride ion content

≤50mg/l ≤50mg/l 2)

Table 1 Quality specifi cations for cooling water (brief)

1) dGH = German hardness:

1ûdGH = 10mg/l CaO

= 17.9mg/l CaCO3

= 0.179mmol/l2) 1 mg/l = 1 ppm

Check the water hardness

The water hardness should be tested in compliance with the instructions accompanying the Durognost tablets.

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B 13 00 0 1699897-6.0Page 2 (2)

08.44

Water of a hardness exceeding the specifi ed limit is to be mixed with distillate or softened water.

Check the pH value

Indicator paper, a liquid indicator, or an electronic measuring unit is to be used for measuring. Make sure to observe the instructions given by the re-spective supplier.

The pH value indicates the concentration of hydro-gen ions and provides a comparative value for the aggressiveness of the water. Check the chloride ion content.

The chloride contact should be measured accord-ing the instruction in the test kit.

Check the chloride ion content

The chloride content should be measured accord-ing the instruction in the test kit.

Test kit of the producer of the additive

As far as the testkit of the supplier of the additive contains testing means to determine the character-istic values of the fresh water, these can be used.

Check the concentration of anti-corrosion agents

Brief specifi cation

Check the concentration of chemical additives

The concentration should be checked weekly and/or in accordance with the maintenance schedule, using the testing instruments and reagents speci-fi ed by the respective supplier, and in accordance with the instructions issued.

A protection by chemical anti-corrosion agents is only ensured if the concentration is exactly adhered to. In this connection, the concentrations recom-mended by MAN Diesel (see "Quality of engine cooling water") are to be adhered to by all means. These recommended concentrations may differ from the producer’s specifi cations.

For reasons of environment protection, chemical additives are almost exclusively used nowadays. Emulsifying anti-corrosion oils have lost impor-tance.

Check the concentration of anti-corrosion oils

The concentration of the anti-corrosion oil is de-termined by means of the emulsion tester by acid cleavage with concentrated hydrochloric acid.

Check the concentration of anti-freeze agents

The concentration is to be checked in accordance with the instructions of the producer, or a suitable laboratory is to be entrusted with the determination of the concentration. In case of doubt, MAN Diesel should be consulted.

Examination

We carry out examination of cooling water in our laboratories for our customer. A representative sample of about 0.5 litre is required.

Checking Cooling Water

Anti-corrosion agent

Concentration

Chemical additives

In compliance with quality specifi cation, see "Quality of

engine cooling water"

Anti-corrosion oil

Initially, after fi lling in, 1.5 - 2% by volume; when operating conditions have stabilised

0.5-1% by volume

Anti-freezeIn compliance with quality

specifi cation, see "Quality of engine cooling

Table 2 Concentration of cooling additives

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General

1699898-8.0Page 1 (3)

08.49

Cleaning Cooling Water System

Purpose of jobs to be done

Free operating media systems from contamination/residues, ensure/restore operational reliability.

Brief description

Cooling water systems that show contamination or deposits impede effective component cooling and may endanger a stable emulsion of water and anti-corrosion oil. Contamination and deposits are to be removed at regular intervals.

This includes: • Cleaning of systems and, if necessary,• Removing calcareous deposits, • Flushing of systems.

Cleaning

The cooling water system has to be checked for contamination at the specifi ed intervals. If heavily fouled, immediate cleaning is necessary. This work should preferably be done by a specialist fi rm which will provide the cleansers suitable for the particular type of deposits and materials used in the cooling system.

Only in the event that procurement of the servic-es of a specialist fi rm is not possible, the cleaning should be performed by the engine operator.

Oil sludge

Oil sludge produced by lube oil entering the cool-ing system or by an excessive concentration of anti-corrosion agents can be removed by fl ushing with fresh water, with some cleaning agent being added. Table 1, lists appropriate agents in alpha-betical order. Products of other manufacturers may be used provided their properties are comparable. The manufacturer’s instructions for use are to be strictly observed.

Calcareous and rust deposits

Calcareous and rust deposits may form if exces-sively hard water or a too low concentration of anti-corrosion agent has been used in operation. A thin layer of scale need not be removed as, according to experience, this provides protection against cor-rosion. Calcareous layers of > 0.5 mm in thickness, however, will impede the heat transfer to an extent which results in thermal overloading of the compo-nents to be cooled.

Manufacturer Product ConcentrationDuration of cleaning procedure /

temperature

Drew HDE - 777 4 - 5 % 4 hrs at 50 - 60 °C

Nalfl eet MaxiClean 2 2 - 5 % 4 hrs at 60 °C

UnitorAquabreak 1)

Seaclean Plus0.05 - 0.5 %

0.5 %4 hrs at ambient temperature

4 hrs at 50 - 60 °C

VecomUltrasonic

Multi Cleaner4 % 12 hrs at 50 - 60 °C

Table 1 Cleaning agents for removing oil sludge

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General

B 13 00 0 1699898-8.0Page 2 (3)

08.49


Manufacturer Product ConcentrationDuration of cleaning procedure /

temperature

DrewSAF-AcidDescale-ITFerroclean

5 - 10 %5 - 10 %

10%

4 hrs at 60-70 °C4 hrs at 60 - 70 °C

4 - 24 hrs at 60 - 70 °C

Nalfl eet Nalfl eet 9 - 068 5 % 4 hrs at 60 - 75 °C

Unitor Descalex 5 - 10 % 4 - 6 hrs at approx. 60 °C

Vecom Descalant F 3 - 10 % approx. 4 hrs at 50 - 60 °C

Table 2 Cleaning agents for dissolving calcareous scale and rust

Rust in the cooling system adversely affects the stability of the emulsion in case anti-corrosion oil is being used for cooling water treatment. Washed-off rust particles can act like an abrasive (e. g. on the sealing elements of the water pumps). Together with the water hardness constituents, they form so-called iron sludge which settles predominantly in areas of low fl ow rates.

In general, products used for dissolving calcareous scale deposits are also suitable for removing rust. Table 2, lists appropriate agents in alphabetical or-der. Products of other manufacturers may also be used as long as their properties are comparable. The manufacturer’s instructions for use are likewise to be strictly observed. Prior to cleaning, check whether the agent concerned is suitable for the ma-terials to be cleaned. The agents listed in Table 2, are also suitable for stainless steel.

In case of emergency

Only in exceptional cases, if none of the special agents the application of which does not present problems is available, calcareous deposits may be removed by using aqueous hydrochloric acid or amido sulphur acid as a means of emergency. The following is to be observed for application:

• Heat exchangers made of stainless steel must never be treated with aqueous hydrochloric acid.

• Cooling systems containing non–ferrous metals (aluminium, red brass, brass, etc.) have to be treated with inhibited amido sulphur acid. This acid should be added to the water at a concen-tration of 3 - 5 %. The temperature should be 40 - 50 °C.

• Aqueous hydrochloric acid may only be used for cleaning steel pipes. The use of hydrochloric acid for system cleaning always involves the risk of acid residues remaining in the system even after thorough neutralisation and fl ushing. Such residues promote corrosion pitting. We therefore recommend having the cleaning operation per-formed by a fi rm specialising in this fi eld.

Carbon dioxide bubbles which form in the dissolu-tion process of the calcareous deposits may ob-struct the access of the cleaning agent to the wa-ter scaling. It is, therefore, absolutely necessary to circulate the water containing the cleaning agent so that the gas bubbles are carried away and can escape. The duration of the cleaning process de-pends on the thickness and composition of the de-posits. For guide values, please see Table 2.

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General

After cleaning

Following the cleaning of cooling spaces using cleaning agents, the system has to be fl ushed sev-eral times. In doing so, make sure to replace the water. Where acids have been used for cleaning, subsequently neutralise the cooling system with appropriate chemicals, and then fl ush it. When this has been done, the system can be refi lled with ap-propriately treated water.

Safety / environmental protection


Warning! Do not start the cleaning process before the en-gine has cooled down. Hot engine components are not allowed to be charged with cold water. Prior to proceeding to refi lling the cooling wa-ter system, make sure that the venting pipes are open. Clogged venting pipes obstruct the escape of air and involve the danger of thermal overloading of the engine.

The relevant regulations have to be observed for the disposal of cleaning agents or acids.

1699898-8.0Page 3 (3)

08.49


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Internal Cooling Water System B 13 00 0

Internal Cooling Water System

The engine's cooling water system comprises a lowtemperature (LT) circuit and a high temperature (HT)circuit.

Low Temperature Cooling Water System

The LT cooling water system includes charge aircooling, lubricating oil cooling and alternator coolingif the latter is water-cooled. The LT system is de-signed for freshwater (FW) as cooling medium.Seawater (SW) can be used as optional.

In order to prevent a too high charge air temperature,the design freshwater temperature in the LT systemshould not be too high Max. 36°C is a convenientchoice compared to the design for seawater tem-perature of maximum 32°C.

Regarding the lubricating oil cooler, the inlet tempe-rature of the LT cooling water should not be below10°C.

High Temperature Cooling Water System

The high temperature cooling water is used for thecooling of cylinder liners and cylinder heads.

An engine outlet temperature of 80°C ensures aperfect combustion in the entire load area whenrunning on Heavy Fuel Oil (HFO), i.e. this tempe-rature limits the thermal loads in the high-load area,and hot corrosion in the combustion area is avoided.

In the low-load area, the temperature is sufficientlyhigh to secure a perfect combustion and at the sametime cold corrosion is avoided; the latter is also thereason why the engine, in stand-by position andwhen starting on HFO, should be preheated with amedium cooling water temperature of at least 60°C- either by means of cooling water from runningengines or by means of a separate preheatingsystem.

System Lay-Out

MAN B&W Holeby's standard for the internal coolingwater system is shown on Basis Diagram 2. Thesystem has been constructed with a view to fullintegration into the external system.

Temperature regulation in the HT and LT systemstakes place in the external system where also pumpsand freshwater heat exchangers are situated. Thismeans that these components can be common forpropulsion engine(s) and GenSets. The separationof HT and LT circuits means that the cooling mediumfor the LT system can be either SW or FW, so thatBasis System 2 can match a conventional as well asa central cooling water system.

To be able to match every kind of external systems,the internal system can as optional be arranged withtwo separate circuits or as a single circuit with orwithout a built-on pump and a thermostatic valve inthe HT-circuit, so that engine cooling can be inte-grated fully or partly into the external system, or canbe constructed as a stand-alone unit.

Different internal basis system layouts for theseapplications are shown on the following pages.

HT-Circulating Pumps

The circulating pump which is of the centrifugal typeis mounted on the front cover of the engine and isdriven by the crankshaft through a resilient geartransmission.

Technical data : See "list of capacities" D 10 05 0and B 13 18 1-2.

Thermostatic Valve

The termostatic valve is a fully automatic three-wayvalve with thermostatic elements set at fixed tem-perature.

Technical data: See B 13 15 1.

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B 13 00 0

Preheating Arrangement

As an optional the engine can be equipped with abuilt-on preheating arrangement in the HT-circuitincluding a thermostatic controlled el-heating ele-ment and safety valve.

The system is based on thermo-syphon circulation.

For further information see B 13 23 1.

Internal Cooling Water System

95.09

1613439-3.1Page 2 (2)

General

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TS19

PAL01

TAL10TE10

PAL10

TE12

TAH12

TSH12

TI11

TI02

TI01

TI03

TAH03

TE03

TI10PI

10PT10

PI01

TI11

TI11

TI11

PT01

F3

G2F4

G1

El-preheater

HT thermo-static valve

HT pumpengine driven

Lub. Oil cooler

Standard

Optionals

Charge aircooler

Internal Cooling Water System 1 B 13 00 1

L23/30H

1613575-7.4Page 1 (2)

09.11

Fig 1 Diagram for internal cooling water system 1.

Description

The system is designed as a single-circuit with only two fl ange connections to the external centralized low temperature (LT) coo ling water system.


Venting to expansion tank

Fresh water for preheating

LT fresh water inlet

LT fresh water outlet

Pipe description

DN 15

DN 40

DN 80/100

DN 80/100

F3

F4

G1

G2

The engine is equipped with a self-controlling high temperature (HT) water circuit for cooling of cylinder liners and cylinder heads. Thus the engine on the cooling water side only requires one fresh water cooler and so the engine can be intergrated in the ships cooling water system as as a stand alone unit, in a simple way, with low installation costs, which can be interesting in case of repowering, where the engine power is increased, and the distance to the other engines is larger.

Low Temperature Circuit

The components for circulation and temperature regulation are placed in the external system.

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B 13 00 1

The charge air cooler and the lubricating oil cooler are siuated parallelly in order to have the lowest possible cooling water inlet temperature for both coolers.

The HT-circuit is cooled by adjustment of water from the LT-circuit, taken from the lubricating oil cooler outlet. Thus the amount of cooling water through the cooling system is always adjusted to the engine load.

High Temperature Circuit

The built-on engine driven HT-circulating pump of the centrifugal type, pumps water through a distri-buting pipe to bottom of the cooling water space between the liner and the frame of each cylinder unit. The water is led out through bores in the top of the frame via the cooling water guide jacket to the bore cooled cylinder head for cooling of this and the valve seats.

From the cylinder heads the water is led through a common outlet pipe to the thermostatic valve, and depending on the engine load, a smaller or larger amount of the water will be led to the external system or be re-circulated.

Internal Cooling Water System 1

L23/30H

09.11

1613575-7.4Page 2 (2)

Optionals

Alternatively the engine can be equipped with the following:

– Thermostatic valve on outlet LT-system – Engine driven pump for LT-system – Preheater arrangement in HT-system

Branches for:

– External preheating – Alternator cooling

If the alternator is cooled by water, the pipes for this can be integrated on the GenSet.

Data

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

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

Other design data are stated in B 13 00 0, "Design Data for the External Cooling Water System".

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Internal Cooling Water System 2 B 13 00 2

L23/30H

1613576-9.3Page 1 (2)

01.26

Fig 1 Diagram for internal cooling water system 2.

DN 80

DN 80

DN 15

DN 80/100

DN 80/100

DN 80/100

DN 80/100

HT fresh water inlet

HT fresh water outlet

Venting to expansion tank

LT fresh water inlet

LT sea water inlet

LT fresh water outlet

LT sea water outlet

Pipe description

F1

F2

F3

G1

(G3)

G2

(G4)


Description

The system is designed with separate LT- and HT-circuits and is fully integrated in the external system,which can be a conventional or a centralized coolingwater system. With this system pumps and heatexchangers can be common for propulsion and alt-ernator engines. It is however, recommended that thealternator engines have separate temperatureregulation on the HT-circuit.

Low Temperature (LT) Circuit

As standard the system is prepared for fresh water inthe LT system, with pipes made of steel and theplates in the lub. oil cooler is made of stainless steel,but as optional, sea water can be used provided thatthe materials used in the system are adjusted ac-cordingly.

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B 13 00 2 Internal Cooling Water System 2

L23/30H

01.26

1613576-9.3Page 2 (2)

High Temperature (HT) Circuit

From the external HT-system, water is led through adistributing pipe to bottom of the cooling water spacebetween the liner and the frame of each cylinder unit.The water is led out through bores in the top of theframe via the cooling water guide jacket to the borecooled cylinder head for cooling of this and the valveseats.

From the cylinder heads the water is led through acommon outlet pipe to the external system.

Optionals

Alternatively the engine can be equipped with thefollowing:

– LT-system cooled by sea water

which includes Titanium plates in the lub. oil cooler,LT-water pipes are made of aluminium brass orgalvanized steel, covers for charge air cooler aremade of bronze:

– Thermostatic valve on outlet, LT-system– Thermostatic valve on outlet, HT-system– Engine driven pump for LT-system– Engine driven pump for HT-system– Preheater arrangement in HT-system

Branches for:

– External preheating– Alternator cooling

If the alternator is cooled by water, the pipes for thiscan be integrated on the GenSet.

Data

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


Other design data are stated in B 13 00 0 "Design Datafor the External Cooling Water System".

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Charge air cooler

The pressure drop of cooling water across the charge air cooler is:

ΔP = V² x K [Bar]

V = Cooling water fl ow in m³/h

K = Constant see B 15 00 0, Charge Air Cooler

Pumps

The cooling water pumps should be of the centri-fugal type.

FW SW Differential pressure 1-2.5 bar 1-2.5 bar Working temperature max.90°C max.50°C

Expansion tank

To provide against changes in volume in the closed jacket water cooling system caused by changes in tempera-ture or leakage, an expansion tank must be installed.

As the expansion tank also provides a certain suction head for the fresh water pump to prevent cavation, the lowest water level in the tank should be minimum 5 m above the centerlinie of the crankshaft.

The venting pipe must be connected to the expansion tank below the minimum water level, this prevents oxydation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equipped with venting pipe and fl ange for fi lling of water and inhibitors.

Minimum recommended tank volume: 0.1 m³.For multiplants the tank volume should be min.:

V = 0.1 + ( exp. vol. per ekstra eng.) [m³]

General

This data sheet contains data regarding the neces-sary information for dimensioning of auxiliary ma-chinery in the external cooling water system for the L23/30 type engine(s).The stated data are for one engine only and are specifi ed at MCR.

For heat dissipation and pump capacities see D 10 05 0 "List of Capacities". Setpoints and operating levels for tem perature and pressure are stated in B 19 00 0 "Operating Data and Setpoints".

External pipe velocities

For external pipe connections we prescribe the fol-lowing maximum water velocties:

Fresh water : 3.0 m/s Sea water : 3.0 m/s

Pressure drop across engine

The pressure drop across the engines HT system, exclusive pump and thermostatic valve is approx. 0.5 bar.

Lubricating oil cooler

The pressure drop of cooling water across the built-on lub. oil cooler is approx. 0.3 bar, the pres-sure drop may be different depending on the actual cooler design.

Thermostatic valve

The pressure drop across the built-on thermostatic valve is approx. 0.5 bar.

Design Data for the External Cooling Water System B 13 00 0

08.03

L23/30H

1613441-5.3Page 1 (2)

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Design Data for the External Cooling Water System B 13 00 0

08.03

L23/30H

1613441-5.3Page 2 (2)

Cyl. No.

Quantity of water in eng:

HT-system (litre)

LT-system (litre)

Expansion vol. (litre)

Preheating data:

Radiation area (m²)

Thermal coeff. (KJ/°C)

6

240

60

13

16.1

3432

7

280

65

15

18.2

4004

8

320

70

17

20.3

4576

5

200

55

11

14.0

2860

Table 1 Showing cooling water data which are depending on cylinder no.

Data for external preheating system

The capacity of the external preheater should be 0.8-1.0 Kw/cyl. The fl ow through the engine should for each cylinder be approx. 1.4 l/min with fl ow from top and downwards and 10 l/min with fl ow from bot-tom and upwards. See also table 1 below.

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B 13 00 0External Cooling Water System

91.38

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 be verydifficult. A simple version cannot be made withoutinvolving the engine builder.

The diagrams on the following pages are principaldiagrams, and are MAN B&W's recommendation forthe design of external cooling water systems.

The systems are designed on the basis of thefollowing criteria:

1. Simplicity.

2. Separate HT temperature regulation for pro-pulsion and alternator engines.

3. HT temperature regulation on engine outlet.

4. Preheating with surplus heat.

5. Preheating in engine top, downwards.

6. As few change-over valves as possible.

7. Possibility for Holeby ICS-system.

Ad 1) Cooling water systems have a tendency to beunnecessarily complicated and thus uneconomic ininstallation and operation. Therfore, we have attach-ed great importance to simple diagram design withoptimal cooling of the engines and at the same timeinstallation- and operation- friendly systems result-ing in economic advantages.

Ad 2) Cooling of alternator engines should be inde-pendent of the propulsion engine load and viceversa. Therefore, there should be separate coolingwater temperature regulation thus ensuring optimalrunning temperatures irrespective of load.

Ad 3) The HT FW thermostatic valve should bemounted on the engine's outlet side ensuring aconstant cooling water temperature above the en-gine at all loads.

General

1613442-7.0Page 1 (1)

If the thermostat valve is placed on the engine's inletside , which is not to be recommended, the tempera-ture on the engine depends on the load with the riskof overheating at full load.

Ad 4) It has been stressed on the diagrams that thealternator engines in stand-by position as well as thepropulsion engine in stop position are preheated,optimally and simply, with surplus heat from therunning engines.

Ad 5) 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 moreeconomic since the need for heating is less and thewater flow is reduced.

Ad 6) 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.

Ad 7) If the actual running situations demands thatone of the auxiliary engines should run on low-load,the systems have been designed so that one of theengines can be equipped with a cooling system forICS-operation(Integrated Charge air System).

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 systemwhich are in contact with the water, and depositsmay form.

Corrosion and cavitation may reduce the life timeand safety factors of parts concerned, and depositswill impair the heat transfer and may result in thermaloverload of the components to be cooled.

The treatment process of the cooling water has to beeffected before the first commission of the plant, i.e.immediately after installation at the shipyard or at thepower plant.

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1624464-1.1Page 1 (2)

09.10

General

One String Central Cooling Water System B 13 00 1

F3

F4

F3

F3

G2

G2

G2

G1

G1

G1

Se

aw

ate

rp

um

p

L.T

.fr

esh

wa

ter

pu

mp

min

. 1

0°C

Pu

mp

fo

rru

nn

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09.10

1624464-1.1Page 2 (2)

System Design

The system is a central cooling water system of simple design with only one central cooler. Low temperature (LT) and fresh water (FW) pumps are common for all engines. In order to minimize the power consumption the LT FW pump installation consists of 3 pumps, two for sea operation and smaller one for harbour operation.

The GenSet engines are connected as a one string plant, with only one inlet- and outlet cooling water connection and with internal HT-circuit, see also B 13 00 0 “Internal cooling water system 1”, describ-ing this system.

The propulsion engines HT-circuit is built up acc. to the same principle, i.e. HT-water temperature is adjusted with LT-water mixing by means of the thermostatic valve.

The system is also remarkable for its preheating of stand-by GenSet engines and propulsion engine by running GenSets, without extra pumps and heat-ers.

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 pres-sure difference, which the running GenSet engines HT-pumps produce.

Preheating of Stand-by GenSets and Propulsion Engine during Harbour Operation:

During harbour stay the propulsion and GenSet engines are also preheated in stand-by position by the running GenSets. Valve (1) is open and valve (2) is closed. Thus the propulsion engine is heated from top and downwards, which is the most economic solution.

B 13 00 1

General

One String Central Cooling Water System

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1613419-0.1Page 1 (1) Expansion Tank B 13 00 0

General

To provide for changes in volume in the closed jacket water cooling system caused by changes in tempera ture or leakage, an expansion tank must be installed.

As the expansion tank also should provide a certain suction head for the freshwater pump to prevent cavita-tion, the lowest water level in the tank should be mini-mum 5 m above the centerline of the crankshaft.

The venting pipe must be connected to the expansion tank below the minimum water level, this prevents oxydation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equipped with venting pipe and fl ange for fi lling of water and inhibitors.

09.12

Engine type Expansion volume litre*

Recommended tank volumem3 **

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

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

678910

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

5L32/406L32/407L32/408L32/409L32/40

1213151820

0.50.50.50.50.5

* Per engine** Common expansion tank

Table 1 Expansion volume for cooling water system and recommended volume of expansion tank.

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1613485-8.5Page 1 (1) Preheater Arrangement in High Temperature System B 13 23 1

L23/30H

03.04

General

The built-on cooling water preheating arrangementconsist of a thermostat-controlled el-preheating ele-ment built into the outlet pipe for the HT cooling wateron the engine's front end. The pipe dimension hasbeen increased in the piping section where theheating element is mounted.

Preheater3x400V/3x440V

kW

1 x 7.5

1 x 9.0

1 x 9.0

1 x 12.0

Cyl. No.

5

6

7

8

The system is based on thermosiphon cooling andreverse water direction, i.e. from top and downward,and an optimal heat distribution in the engine is thusreached.

When the engine is in standstill, an extern valve mustshut-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 automaticoperation, so that the preheater is disconnectedwhen the engine is running and connected when theengine is in stand-by position. The thermostat set-point is adjusted to 70° C, that gives a temperatureof app. 50° C at the top cover. See also E 19 13 0,High Temperature Preheater Control Box.

MAN Diesel

1671771-3.2Page 1 (2)

09.13

Expansion Tank Pressurized

General

T 13 01 1

Engine type Expansion volume litre*

Recommended tank volumem3 **

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

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

678910

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

5L32/406L32/407L32/408L32/409L32/40

1213151820

0.50.50.50.50.5

* Per engine** Common expansion tank

Table 1 Expansion volume for cooling water system and recommended volume of pressure expansion tank.

MAN Diesel

1671771-3.2Page 2 (2)

09.13

Expansion Tank Pressurized

General

T 13 01 1

• Water connection in the top ensures easy and simple installation and control under operation.

• Cooling water is absorbed in a rubber bag which 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 the system at a point close to the cooling water inlet connections (G1 / F1) in order to maintain positive pressures throughout the system and allow expan-sion of the water.

The safety valves are fi tted on the manifold.

The pressure gauge is fi tted on the manifold in such a position that it can be easily read from the fi lling point.

The fi lling point should be near the pressure expansion vessel. Particularly the pressure gauge in such a posi-tion that the pressure gauge can be easily read from the fi lling point, when fi lling from the mains water.

Automatic air venting valve should be fi tted at the highest point in the cooling water system.

Fig. 1 Function of expansion tank.

Water Water

Nitrogen Nitrogen

Function at low temperature Function at high temperature

8

1

2

56

4

37

9

Fig. 2 Expansion tank.

1. Pressure vessel2. Exchangeable rubber bag3. Safety valves4. Automatic air venting valve

5. Pressure gauge6. Manifold7. Threaded pipe8. Elbow9. Shut off valve


B 14

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1613580-4.4Page 1 (2) Compressed Air System B 14 00 0

L23/30H

99.34

Fig 1 Diagram for compressed air system.

Starting System

The engine is started by means of a built-on airstarter, which is a turbine motor with gear box, safetyclutch and drive shaft with pinion. Further, there is amain 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 spool is con-nected so that every starting signal to the startingspool goes through the safe start function, which isconnected to the converter for engine RPM.

Pipe description

DN 40Compressed air inletK1


General

The compressed air system on the engine containsa starting system, starting control system and safetysystem. Further, the system supplies air to the jetsystem.

The compressed air is supplied from the starting airreceivers (30 bar) through a reduction station, wherefrom compressed air at 7-9 bar is supplied to theengine.

To avoid dirt particles in the internal system, astrainer is mounted in the inlet line to the engine.

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Further, the system is equipped with an emergencystarting valve which makes it possible to activate theair starter manually in case of a power failure.

Safety System

As standard the engine is equipped with a pneuma-tically/mechanically overspeed device, which startsto operate if the maximum permissible RPM is ex-ceeded. This device is fitted to the end cover of theengine driven lubricating pump and is driven from thepump through a resilient coupling.

When the maximum permissible RPM is exceeded,the overspeed device will activate a pneumaticallycontrolled stop cylinder, which will bring the fuelindex to zero and stop the engine.

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 - bring thedrive pinion into engagement with the gear rim on theengine fly wheel.

When the pinion is fully engaged, the pilot air will flowto, and open the main starting valve, whereby air willbe led to the air starter, which will start to turn theengine.

B 14 00 0 Compressed Air System

L23/30H

99.34

1613580-4.4Page 2 (2)

When the RPM exceeds approx. 140, at which firinghas taken place, the starting valve is closed wherebythe air starter is disengaged.

Optionals


– Main stop valve, inlet engine

Pressure transmitting– PT 70 Compressed air inlet

Position switching, stop– ZS75 Microswitch on flywheel

Data

For air consumption pr. start, see D 10 05 0 "List ofCapacities".

Operating levels and set points, see B 19 00 0, "Ope-rating Data and Set Points.

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EngineNo. N

EngineNo. 2

EngineNo. 1

Starting airbottle

Oil and waterseparator

Drain to bilge

Air compressors

K1 K1K1

MAN B&W,Holeby supply

Fig. 1. Diagram for Compressed Air System.

Design of External System

The external compressed air system should becommon for both propulsion engines and GenSetengine.

Separate tanks shall only be installed in case ofturbine vessels, or if the GenSets in engined vesselsare installed far away from the propulsion plant.

The design of the air system for the actual plant mustbe according to the rules of the relevant classificationsociety.

For the engines' internal compressed air system,please see B 14 00 0 "Internal Compressed AirSystem".

An oil and water separator should be mounted in theline between the compressor and the air receivers,and the separator should be equipped with auto-matic drain facilities.

Each engine needs only one connection for com-pressed air, see the internal diagram.

Installation

In order to protect the engine's starting and controlequipment against condensation water the followingshould be observed:

- The air receiver(s) should always be installedwith good drainage facilities. Receiver(s) ar-ranged in horizontal position must be installedwith a slope downwards of min. 3 - 5 deg.

- Pipes and components should always betreated with rust inhibitors.

- The starting air pipes should be mounted witha slope towards the receivers, preventing pos-sible condensed water from running into thecompressors.

- Drain valves should be mounted at lowestposition of the starting air pipes.

95.09


General

B 14 00 01624476-1.1Page 1 (1)

Combustion Air System

B 15

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1613581-6.5Page 1 (2) Combustion Air System B 15 00 0

L23/30H

99.48

Fig 1 Diagram for combustion air system.

General

The air intake to the turbochargers takes place directfrom the engine room through the intake silencer onthe turbocharger.

From the turbocharger the air is led via the charge aircooler and charge air receiver to the inlet valves ofeach cylinder.

The charge air cooler is a compact tube-type coolerwith a large cooling surface.

The charge air receiver is integrated in the engineframe on the exhaust side.

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 pressure inthe engine room.

Pipe description

DN 15*

**

DN 15*

1/2"

1/4"

Charge air inlet

Drain from charge air cooler outlet

Exhaust gas outlet

Drain from turbocharger outlet

Water washing turbine side inlet(Optional quick coupling)

Water washing, compressor sidewith quick coupling inlet

M1

M6

P2

P6

P7

P8

*Flange connections are as standard according to DIN 2501**See B 16 01 0 "Exhaust Gas System" and B 16 02 0"Position of Gas outlet on Turbocharger".

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Water Mist Catcher

At outlet charge air cooler the charge air is ledthrough the water mist catcher. The water mistcatcher prevents condensed water (one of the majorcauses of cylinder wear) from entering the combustionchamber.

Turbocharger

The engine is as standard equipped with a high-effeciency MAN B&W, NR/R turbocharger of theradial type, which is located on the front end of theengine, mounted on the top plate of the charging aircooler housing.

Cleaning of Turbocharger

The turbocharger is fitted with an arrangement forwater washing of the turbine side, see B 16 01 1, andwater washing of the compressor side, see B 15 051. Soft blast cleaning on the turbine side can be fittedas optional, see B 16 01 2.

Lambda Controller

The purpose with the lambda controller is to preventinjection of more fuel in the combustion chamberthan can be burned during a momentary load in-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 engines exhaust gas ways.

– Limitating of fuel oil index during startingprocedure.

B 15 00 0 Combustion Air System

L23/30H

99.48

1613581-6.5Page 2 (2)

The above states that the working conditions areimproved under difficult circumstances and that themaintenance expenses for an engine, working withmany and major load changes, will be reduced.

Optionals


Pressure alarm low– PAL 35 Charge air, surplus air inlet

Pressure differential alarm low– PDAL 31-62, charge air and exhaust gas

Pressure transmitting– PT 31 Charge air, outlet from cooler

Temperature alarm high– TAH 31 Charge air, outlet from cooler

Temperature element– TE 31 Charge air, outlet from cooler– TE 60 Exhaust gas, outlet cylinder– TE 61 Exhaust gas, outlet turbocharger– TE 62 Exhaust gas, inlet turbocharger

Temperature indicating– TI 60 Exhaust gas, outlet cylinder– TI 61 Exhaust gas, outlet turbocharger– TI 62 Exhaust gas, inlet turbocharger

Data

For charge air heat dissipation and exhaust gasdata, see D 10 05 0 "List of Capacities".


MAN B&W Diesel

1699110-4.0Page 1 (1) Engine Room Ventilation and Combustion Air B 15 00 0

General

05.10

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 allrunning 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 must besupplied to the turbocharger(s) at outside air tem-perature. For this purpose there must be an air ductinstalled for each turbocharger, with the outlet of theduct facing the respective intake air silencer. Nowater 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 least0oC. 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 con-sumers.

● The air required for carrying off the heat emis-sion.

See "List of Capacities" section D 10 05 0 forinformation about required combustion air quantityand heat emission.

For minimum requirements concerning engine roomventilation see applicable standards such as ISO8861.

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1639499-6.0Page 1 (1) Water Washing of Turbocharger - Compressor B 15 05 1

94.11

General

During operation the compressor will gradually befouled due to the presence of oil mist and dust in theinlet air.

The fouling reduces the efficiency of the turbochar-ger which will result in reduced engine performance.

Therefore manual cleaning of the compressor com-ponents is necessary in connection with overhauls.This situation requires dismantling of the turbochar-ger.

However, regular cleaning by injecting water into thecompressor during normal operation of the engine hasproved to reduce the fouling rate to such an extent thatgood performance can be maintained in the periodbetween major overhauls of the turbochar-ger.

The cleaning effect of injecting pure fresh water ismainly based upon the mechanical effect arising,when the water droplets impinge the deposit layer onthe compressor components.

The water is injected in a measured amount and withina measured period of time by means of the waterwashing 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 by means of ablow gun, until the prescribed operation pressure isreached.

2. Connect the plug-in coupling of the lance to thesnap coupling on the pipe, and depress the handle onthe hand valve.

3. The water is then injected into the compressor.

The washing procedure is executed with the enginerunning at normal operating temperature and with theengine load as high as possible, i.e. at a highcompressor speed.

The frequency of water washing should be matched tothe degree of fouling in each individual plant.

1 Injection tube 5 Hand valve with handle2 Pipe 6 Container3 Snap coupling 7 Charge air line4 Plug-in coupling

Fig 1 Water washing equipment

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1693567-3.0Page 1 (2) B 15 11 1

At a 50% load change the system will be activated forabout 3-8 seconds.

If the system is activated more than 10 seconds, thesolenoid valve will be shut off and there will be aremote signal for "jet system failure".

Fuel oil limiting during start procedure

During the start procedure the lambda controller isused as an index limiter.

Hereby heavy smoke formation is prevented duringstart procedure and further the regulating devicecannot over-react.

Air Consumption

At 50% step load for L23/30H and L28/32H the airconsumption will be as follows:

Cyl. no. 5 6 7 8 9

L23/30HNm3 0.70 0.84 0.98 1.12

L28/32HNm3 1.12 1.35 1.57 1.80 2.02

Lambda Controller

04.15 - ES0

L23/30HL28/32H

Purpose

The purpose with the lambda controller is to preventinjection of more fuel in the combustion chamberthan can be burned during a momentary load in-crease. This is carried out by controlling the relationbetween the fuel index and the charge air pressure.

The Lambda controller is also used as stop cylinder.

Advantages

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 startingprocedure.

Principles for functioning

Figure 1 illustrates the controller's operation mode.In case of a momentary load increase, the regulatingdevice will increase the index on the injection pumpsand hereby the regulator arm (1) is turned, the switch(2) will touch the piston arm (3) and be pusheddownwards, whereby the electrical circuit will beclosed.

Thus the solenoid valve (4) opens. The jet system isactivated, the turbocharger accelerates and increasesthe charge air pressure, thereby pressing the piston(3) backwards in the lambda cylinder (5). When thelambda ratio is satisfactory, the jet system will be de-activated.

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B 15 11 1

Fig 1 Lambda controller incl. start limitation

~

Charge airreceiver

Engine'scompressionair system

4

1

2

3

5

6

1. Regulating arm2. Switch (Pick-up)3. Piston4. Solenoid valve5. Lambda controller6. Overspeed device

(mecanical activated 3/2 valve)

1693567-3.0Page 2 (2)Lambda Controller

L23/30HL28/32H

04.15 - ES0

Exhaust Gas System

B 16

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01.43

General

1609535-5.2Page 1 (2) Exhaust Gas System B 16 00 0

Internal exhaust gas system

From the exhaust valves, the gas is led to the exhaustgas receiver where the fluctuating pressure from theindividual cylinders is equalized and the total volumeof gas led further on to the turbocharger, at a constantpressure. After the turbocharger, the gas is led to theexhaust pipe system.

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.

In the cooled intermediate piece a thermometer forreading the exhaust gas temperature is fitted andthere is also possibility of fitting a sensor for remotereading.

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

External exhaust gas system

The exhaust back-pressure should be kept as low aspossible.

It is therefore of the utmost importance that theexhaust piping is made as short as possible and withfew and soft bends.

Long, curved, and narrow exhaust pipes result inhigher back-pressure which may affect the enginecombustion.

The exhaust back-pressure should not exceed 25mbar at MCR. An exhaust gas velocity through thepipe of maximum 35 m/sec is often suitable, butdepends on the actual piping.

Holeby will be pleased to assist in making a calcula-tion 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 insulatedwith 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 bellow should be increased for some of theengines.

The wall thickness of the external exhaust pipeshould be min. 3 mm.

Exhaust pipe mounting

When the exhaust piping is mounted, the radiation ofnoise 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 suspen-sion points.

In order to compensate for thermal expansion in thelongitudinal direction, expansion bellows must beinserted. The expansion bellows should preferably beplaced 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 provided forthe expansion bellows on the turbocharger. It shouldbe positioned, if possible, immediately above theexpansion bellow in order to prevent the transmissionof forces, resulting from the weight, thermal expansionor lateral displacement of the exhaust piping, to theturbocharger.

The exhaust piping should be mounted with a slopetowards the gas outlet on the engine. It is recommend-ed to have drain facilities in order to be able to removecondensate or rainwater.

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B 16 00 0 Exhaust Gas System

01.43

General

1609535-5.2Page 2 (2)

Position of gas outlet on turbocharger

B 16 02 0 shows turning alternatives positions of theexhaust gas outlet. Before dispatch of the enginefrom Holeby exhaust gas outlet will be turned to thewanted position.

The turbocharger is, as standard, mounted in the frontend.

Exhaust gas boiler

To utilize the thermal energy from the exhaust, anexhaust gas boiler producing steam or hot water canbe installed.

Each engine should have a separate exhaust gasboiler or, alternatively, a common boiler with separategas ducts. Concerning exhaust gas quantities andtemperature, see list of capacities D 10 05 0, andengine performance D 10 10 0.

The discharge temperature from the exhaust gasboiler should not be lower than 180° C (in order to avoidsulphuric 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 consid-ered.

Expansion bellow

The expansion bellow, which is supplied separately,must be mounted directly on the exhaust gas outlet,see also E 16 01 1-2.

Exhaust silencer

The position of the silencer in the exhaust gas pipingis not decisive for the silencing effect. It would beuseful, however, to fit the silencer as high as possibleto reduce fouling. The necessary silencing dependson the loudness of the exhaust sound and the dis-charge from the gas outlet to the bridge wing.

The exhaust silencer, see E 16 04 2-3-5-6 is suppliedloose with counterflange, gaskets and bolts.

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General

Description

The tendency to fouling on the gas side of turbochar-gers depends on the combustion conditions, whichare a result of the load and the maintenance condi-tion of the engine as well as the quality of the fuel oilused.

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 granulate is done by means ofworking air with a pressure of 5-7 bar.

On account of their hardness, particularly suitedblasting agents such as nut-shells, broken or artifici-ally shaped activated charcoal with a grain size of 1.0mm to max. 1.5 mm should be used as cleaningagents.

The solid bodies have a mechanical cleaning effectwhich removes any deposits on nozzle vanes andturbine blades.

Dry cleaning can be executed at full engine load anddoes not require any subsequent operating period ofthe engine in order to dry out the exhaust system.

Experience has shown, that cleaning of regularintervals is essential to successful cleaning, as exce-ssive fouling is thus avoided. Cleaning every secondday during operation is recommended.

The cleaning intervals can be shorter or longerbased on operational experience.

04.28

1607599-1.4Page 1 (3) Dry Cleaning of Turbocharger - Turbine B 16 01 1

2 1

3

4

5-7 bar

1. Container 4. Working air inlet2. Closing valve To be connected with ½3. Dosage valve rubber hose.

Fig 1 Arrangement of dry cleaning of turbocharger - Turbine.

Granulate consumption

NR 15 R / NR 20 R : 0.2 - 0.3 liters

NR 24 R / NR 26 R : 0.3 - 0.4 liters

Cleaning System

The cleaning system consists of a cleaning agentcontainer 1 with a capacity of approx. 0.5 liters anda removable cover. Furthermore the system con-sistsof a dosage valve 3, a closing valve 2 and twosnapon connectors.

The position numbers 1 and 3 indicate the system's"blow-gun". Only one "blow-gun" is used for eachengine plant. The blow-gun is working according tothe ejector principle with pressure air (working air) at5-7 bar as driven medium. Injection time approx. 2min. Air consumption approx. 5 Nm3/2 min.

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General

04.28

Dry cleaning of turbochargers

Suppliers of cleaning agents:

1. "Solf Blast Grit, Grade 14/25"

TURCO Products B.V.Verl. Blokkenweg 12, 617 AD EDE - HollandTel.:08380 - 31380, Fax.: 08380 - 37069

2. Designation unknown

Neptunes Vinke B.V.Schuttevaerweg 24, 3044 BB RotterdamPotbus 11032, 3004 E.A. Rotterdam, HollandTel.: 010 - 4373166 Fax.: 4623466

3. "Grade 16/10"

FA. Poul Auer GmbHStrahltechnikD-6800 Mainheim 31, Germany

4. "Granulated Nut Shells"

Eisenwerke Würth GmbH + Co.4107 Bad Friederichshall, GermanyTel.: 0 71 36-60 01

5. "Soft Blasting Grade 12/3a"

H.S. Hansen Eftf. Kattegatvej 22100 Copenhagen Ø, DenmarkTel.:(01) 29 97 00 Telex: 19038

6. "Crushed Nutshells"

Brigantine, Hong Kong

7. "Turbine Wash"

Ishikawajima-Harima Heavy Industries Co.Ishiko Bldg., 2-9-7 Yassu, Chuo-KuTokyo 104, JapanTel.: 03-2 77-42 91

1607599-1.4Page 2 (3)B 16 01 1 Dry Cleaning of Turbocharger - Turbine

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8. "A-C Cleaner" (Activated Coal)

Mitsui Kozan Co. Ltd. (Fuel Dept.)Yamaguchi Bldg., 2-1-1 NihonbashiMuromachi, Chuo-KuTokyo 103, Japan

9. "OMT-701"

Marix KKKimura Bldg., 6-2-1 ShinbashiMinato-Ku, Tokyo 105, JapanTel.: 03-4 36-63 71, Telex: 242-7232 MAIX J

10. "OMT-701"

OMT Incorporated4F, Kiji Bldg., 2-8 Hatchobori,4-chome, Chuo-Ku, Tokyo 104, JapanTel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J

11. "Marine Grid No. 14" (Walnut)

Hikawa MarineKaigan-Dori 1-1-1, Kobe 650, JapanTel.: 0 78-3 21-66 56

12. "Marine Grid No. 14"

Mashin ShokaiIrie-Dori, 3-1-13, Hyogo-KuKobe 652, JapanTel.: 0 78-6 51-15 81

13. Granulate

MAN B&W Diesel A/SStamholmen 161 DK-2650 HvidovreTel.: +45 31 492501 Fax.: +45 31 494397Telex: 31197 manbw dk

The list is for guidance only and must not be considered complete. Weundertake no responsibility that might be caused by these or otherproducts.

Dry Cleaning of Turbocharger - Turbine

04.28

B 16 01 11607599-1.4Page 3 (3)

General

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General

04.28

B 16 01 2Water Washing of Turbocharger - Turbine1607517-7.5Page 1 (2)

Description

The tendency to fouling on the gas side of turbo-chargers depends on the combustion conditions,which are a result of the load on 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 surface temperaturesof the combustion chamber components and willalso lead to a lower performance.

Tests and practical experience have shown thatradial-flow turbines can be successfully cleaned byinjection water into the inlet pipe of the turbine. Thecleaning effect is based on the water solubility of thedeposits and on the mechanical action of the im-pinging water droplets and the water flow rate.

The necessary water flow is dependent on the gasflow and the gas temperature. Enough water mustbe injected per time unit so that, not the entire flowwill evaporate, but about 0.25 l/min. will flow offthrough the drainage opening in the gas outlet. Thusensuring that sufficient water has been injected. Forwashing procedure, please see name plate for waterwashing.

Service experience has shown that the abovementioned water flow gives the optimal cleaningeffect. If the water flow is reduced, the cleaning effectwill be reduced or dissappear. If the recommendedwater flow is exceeded, there is a certain risk of anaccumulation of water in the turbine casing whichmay result in speed reduction of turbocharger.

The best cleaning effect is obtained by cleaning atlow engine load approx. 20% MCR. Cleaning at lowload will also reduce temperature shocks.

Experience has shown, that washing at regularintervals is essential to successful cleaning, as exce-ssive fouling is thus avoided. Washing atintervals of 100 hours is therefore recommended.Depending on the fuel quality these intervals can beshorter or longer. However, the turbine must bewashed at the latest when the exhaust gas tempe-rature upstream of the turbine has risen about 20° Cabove the normal temperature.

Heavily contaminated turbines, which where notcleaned periodically from the very beginning or afteran overhaul, cannot be cleaned by this method.

If vibration in the turbocharger occur after water-washing has been carried out, the washing shouldbe repeated. If unbalance still exists, this is pre-sumably due to heavy fouling, and the engine mustbe stopped and the turbocharger dismantled andmanually cleaned.

The washing water should be taken from the freshwater system and not from the fresh cooling watersystem or salt water system. No cleaning agents orsolvents need to be added to the water.

To avoid corrosion during standstill, the engine must,upon completing of water washing run far at least 1hour before stop so that all parts are dry.

Water Washing System

The water washing system consists of a pipe systemequipped with a regulating valve, a manoeuvringvalve, a 3-way cock and a drain pipe with a drainvalve 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 must 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, equipped witha channel to lead the water to the gas inlet of theturbocharger.

The water which is not evaporated, is led out throughthe drain pipe in the gas outlet.

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General

1607517-7.5Page 2 (2)Water Washing of Turbocharger - TurbineB 16 01 2

04.28

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1613417-7.3Page 1 (1) Position of Gas outlet on Turbocharger B 16 02 0

L23/30H5-6L23/30H (720-750 rpm)

- Crankshaft

7-8L23/30H (720-750 rpm) - 6-7-8L23/30H (900 rpm)

- Crankshaft

DN

350 mm

400 mm

450 mm

OD

490 mm

540 mm

595 mm

T

16 mm

16 mm

16 mm

Engine type

5-6L23/30H

7-8L23/30H6L23/30H-900 rpm

7-8L23/30H-900 rpm

Exhaust flange D. mating dimensions

PCD

445 mm

495 mm

550 mm

Hole size

22 mm

22 mm

22 mm

No. of holes

12

16

16

Flange

99.40

T

123123123123123123123

123123

OD

PCD

DN

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L23/30H

E 16 04 2Silencer without Spark Arrestor, Damping 25 dB (A)1609574-9.4Page 1 (1)

Design

The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through aperforated tube, surrounded by highly effecient soundabsorbing material, thus giving an excellent attenuationover a wide frequency range.

The silencer is delivered without insulation andfastening fittings.

Pressure Loss

The pressure loss will not be more then in a straighttube having the same lenght and bore as the silencer.Graphic shows pressure loss in relation to velocity.

02.13

Silencer type (A)

Silencer type (B)

All dimensions are in mm.Dimension for flanges for exhaust pipes is according to DIN 86 044

Installation

The silencer may be installed, vertically, horizontallyor in any position close to the end of the piping.

60

80

30

20

15

10

8

654

3

2

1

40

100

Pre

ssur

e lo

ss (

mm

w ~

10

Pa)

at

T30

0° C

.

10 15 20 30 40 60 80100Gas velocity (m/s)

Weightkg

NxdIHGFECBDN ACyl.type

DampingdB (A)

25

25

25

350

400

450

890

990

1040

490

540

595

445

495

550

2500

3000

3300

850

950

1000

2200

2700

3000

150

150

150

16

16

16

12xø22

16xø22

16xø22

400

500

700

5+6 (720/750)

7+8 (720/750)6 (900)

7+8 (900)

Weightkg


DampingdB (A)

25

25

25

350

400

450

730

780

830

490

540

595

445

495

550

3000

3400

3400

700

750

800

2800

3100

3100

100

150

150

16

16

16

12xø22

16xø22

16xø22

347

432

473

5+6 (720/750)

7+8 (720/750)6 (900)

7+8 (900)

Nxd

CBDFA

I

HH G

E

Flanges according to DIN 86 044

1 Drain

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L23/30H

E 16 04 3Silencer without Spark Arrestor, Damping 35 dB (A)1609577-4.4Page 1 (1)

Design

The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through aperforated tube, surrounded by highly effecient soundabsorbing material, thus giving an excellent attenuationover a wide frequency range.

The silencer is delivered without insulation andfastening fittings.

Pressure Loss

The pressure loss will not be more then in a straighttube having the same lenght and bore as the silencer.Graphic shows pressure loss in relation to velocity.

02.13

Silencer type (A)

Silencer type (B)


60

80

30

20

15

10

8

654

3

2

1

40

100

10 15 20 30 40 60 80100Gas velocity (m/s)

Pre

ssur

e lo

ss (

mm

w ~

10

Pa)

at

T30

0° C

.

Installation

The silencer may be installed, vertically, horizontallyor in any position close to the end of the piping.

Weightkg


DampingdB (A)

35

35

35

350

400

450

890

990

1040

490

540

595

445

495

550

3500

4000

4300

850

950

1000

3200

3700

4000

150

150

150

16

16

16

12xø22

16xø22

16xø22

550

700

9007+8 (900)

5+6 (720/750)

7+8 (720/750)6 (900)

Weightkg


DampingdB (A)

35

35

35

350

400

450

880

980

1080

490

540

595

445

495

550

3400

4000

4200

850

950

1050

3200

3700

3900

100

150

150

16

16

16

12xø22

16xø22

16xø22

528

730

10157+8 (900)

5+6 (720/750)

7+8 (720/750)6 (900)

Nxd

CBDFA

I

HH G

E


1 Drain

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L23/30H

E 16 04 5Silencer with Spark Arrestor, Damping 25 dB (A)1609580-8.4Page 1 (1)

02.13


Design

The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through aperforated tube, surrounded by highly effecient soundabsorbing material, thus giving an excellent attenua-tion over a wide frequency range.

The operation of the spark arrestor is based on thecentrifugal system. The gases are forced into a rotarymovement by means of a number of fixed blades. Thesolid particles in the gases are thrown against the wallof the spark arrestor and collected in the soot box.(Pressure loss, see graphic)

The silencer is delivered without insulation and fas-tening fittings.

Silencer type (B)

Silencer type (A)

600

800

300

200

150

100

80

605040

30

20

10

400

1000

10 15 20 30 40 60 80100Gas velocity (m/s)

Pre

ssur

e lo

ss (

mm

w ~

10

Pa)

at

T30

0° C

.

Installation

The silencer/spark arrestor has to be installed asclose to the end of the exhaust pipe as possible.

Weightkg


DampingdB (A)

K LJ

25

25

25

350

400

450

890

990

1040

490

540

595

445

495

550

2900

3400

3700

850

950

1000

2600

3100

3400

150

150

150

16

16

16

12xø22

16xø22

16xø22

500

750

1000

80

100

100

270

290

300

450

650

8007+8 (900)

5+6 (720/750)

7+8 (720/750)6 (900)

Weightkg


DampingdB (A)

K LJ

25

25

25

350

400

450

730

780

830

490

540

595

445

495

550

3000

3400

3400

700

750

800

2800

3100

3100

100

150

150

16

16

16

12xø22

16xø22

16xø22

650

700

800

50

100

100

300

300

350

377

470

5267+8 (900)

5+6 (720/750)

7+8 (720/750)6 (900)


EGH

I

K J J K L

A

B CF

Spark arrestortype A

Spark arrestortype B

1 Drain

Nxd

H

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L23/30H

E 16 04 6Silencer with Spark Arrestor, Damping 35 dB (A)1609584-5.4Page 1 (1)

02.13


Design

The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through aperforated tube, surrounded by highly effecient soundabsorbing material, thus giving an excellent attenua-tion over a wide frequency range.

The operation of the spark arrestor is based on thecentrifugal system. The gases are forced into a rotarymovement by means of a number of fixed blades. Thesolid particles in the gases are thrown against the wallof the spark arrestor and collected in the soot box.(Pressure loss, see graphic).

The silencer is delivered without insulation and fas-tening fittings.

Silencer type (B)

Weightkg


DampingdB (A)

K LJ

35

35

35

350

400

450

890

990

1040

490

540

595

445

495

550

3700

4400

4700

850

950

1000

3400

4100

4400

150

150

150

16

16

16

12xø22

16xø22

16xø22

450

750

1000

80

100

100

270

290

300

550

800

1000

Silencer type (A)

7+8 (900 rpm)

600

800

300

200

150

100

80

605040

30

20

10

400

1000

10 15 20 30 40 60 80100Gas velocity (m/s)

Pre

ssur

e lo

ss (

mm

w ~

10

Pa)

at

T30

0° C

.

Installation

The silencer/spark arrestor has to be installed asclose to the end of the exhaust pipe as possible.

5+6 (720/750)

7+8 (720/750)6 (900 rpm)

Weightkg


DampingdB (A)

K LJ

35

35

35

350

400

450

880

980

1080

490

540

595

445

495

550

3750

4400

4650

850

950

1050

3550

4100

4350

100

150

150

16

16

16

12xø22

16xø22

16xø22

650

700

800

50

100

100

300

300

350

627

885

11407+8 (900 rpm)

5+6 (720/750)

7+8 (720/750)6 (900 rpm)


EGH

I

K J J K L

A

B CF

Spark arrestortype A

Spark arrestortype B

1 Drain

Nxd

H

Speed Control System

B 17

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The engine may be started and loaded according tothe following procedure:

A: Normal start without preheated cooling water.Only on MDO.

B: Normal start with preheated cooling water.MDO or HFO.

C: Stand-by engine. Emergency start, with pre-heated cooling water, intermediate prelubri-cating or continuos prelubricating.MDO or HFO.

Starting on HFO

During shorter stops or if the engine is in stand-by onHFO the engine must be preheated.

During preheating the cooling water outlet temperatu-re should be kept as high as possible at least 60° C(± 5°C) -either by means of cooling water fromengines which are running or by means of a built-inpreheater.

If the engine normally runs on HFO preheated fuelmust be circulated through the engine while prehea-ting although the engine has run or has been flushedon MDO for a short period.

Starting on MDO

For starting on MDO there are no restrictions exeptlub. oil viscosity may not by higher than 1500 cSt.(0° C for lub. oil SAE 30, or 10° C for SAE 40).

Initial ignition may be difficult if the engine andambient temp. are lower than 0° C, and the coolingwater temperature is lower than 15° C.

Prelubricating

The engine shall always be prelubricated 2 minutesprior to start if there is not intermittent or continuosprelubricating installed. Intermittent prelub. is 2 min.every 10 minutes.

1607583-4.3Page 1 (1) Starting of Engine B 17 00 0

General

99.03

0 1 2 3 12 minutes

Load%

100

50 A

BC

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09.35

General

Governor Type

As standard, the engines are equipped with a hy-draulic - mechanical governor, make Regulateurs Europa, type 1102.

Speed Adjustment

Manual and electric.

Manual operated : Speed setting controlled by handwheel.

Electric motor : Permanent magnet synchronizing motor: 24V DC for raise and lower the speed.

Speed Adjustment Range

Between -5% and +10% of the nominal speed at idle running.

1679743-4.3Page 1 (1) Governor B 17 01 4

Fig 1 Regulateurs Europa governor.

Droop

Adjustable by dial type lockable control from 0-10% droop.

Load Distribution

By the droop setting.

Shutdown/Stop

Solenoid energised to "stop".

Manually operated shut-down knob fitted on governor energised to "stop" only.

Stop Solenoid voltages: 24V DC.

Synchronizingmotor

Oil filler plug

Oil level

Oil drain

Speed/load adjustment

Droop adjustment

Manual stop bottom

Electrical plug for stop valve

Needle valve for performance adjustment

Monitoring Equipment

B 18

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Standard Instrumentation1607502-1.5Page 1 (1) B 18 01 1

L23/30H

92.25

One instrument panel consisting of:

Type Code Function

Pressure gauge PI 01 LT Fresh water - inlet to air-cooler

Pressure gauge PI 10 HT Fresh water - inlet engine

Pressure gauge PI 21 Lubricating oil - inlet to filter

Pressure gauge PI 22 Lubricating oil - outlet from filter

Pressure gauge PI 23 Lubricating oil - inlet to turbocharger

Pressure gauge PI 31 Charging air - outlet from cooler

Pressure gauge PI 40 Fuel oil - inlet to engine

Pressure gauge (*) PI 50 Nozzle cooling oil - inlet to fuel valves

Instruments placed in start box:

Tachometer SI 89/90 Turbocharger/Engine - RPM

Switch for turbocharger/engine RPM

Instrumentation mounted local on engine:

Thermometer TI 01 LT water - inlet air cooler

Thermometer TI 02 LT water - outlet from air cooler

Thermometer TI 03 LT water - outlet from lub. oil cooler

Thermometer TI 10 HT fresh water - inlet to engine

Thermometer TI 11 HT fresh water - outlet each cylinder

Thermometer TI 20 Lubricating oil - inlet to cooler

Thermometer TI 22 Lubricating oil - outlet from filter

Thermometer TI 30 Charge air - inlet to cooler

Thermometer TI 31 Charge air - outlet from cooler

Thermometer TI 40 Fuel oil - inlet to engine

Thermometer (*) TI 51 Nozz. cool. oil - outlet from fuel valves

Thermometer TI 60 Exhaust gas - outlet each cylinder

Thermometer TI 61 Exhaust gas - outlet turbocharger

(*) If nozzle cooling oil applied only.

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On the engine is as standard mounted an instrumentpanel.

The following incorporating pressure gauges for the mostessential pressures.

Pressure gauge for:

PI 01 LT fresh water, inlet to air coolerPI 10 HT fresh water, inlet enginePI 21/22 Lubricating oil, inlet/outlet to filterPI 23 Lub. oil, inlet to turbochargerPI 31 Charge air, outlet from coolerPI 40 Fuel oil, inlet to engine

Switch for PI 21/22

1607503-3.2Page 1 (1) Standard Instrument Panel B 18 05 1

In-Line

Main Instrument Panel

As standard the engine is equipped with an instrumentpanel, comprising instruments for visual indication ofthe most essential pressures.Illustrated on fig. 1.

92.32

The instrument panel is mounted flexibly on rubberelements and all manometer connections are connec-ted to the panel by means of flexible hoses, as shownon fig. 2.

Push button

Valves

Flexible hose

Rubber element

Fig. 2. Cross section of instrument panel

The connecting pipes to the manometers are equip-ped with valves which make it possible to replace themanometers during operation.

In the charging air and fuel oil piping damping filtersare inserted for levelling out pressure fluctuations.

Fig. 1. Lay-out of instrument panel

Safety and Control System

B 19

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Normal Value at Full load Alarm Set point Autostop of engine

90° C100° C

75° C85° C

3 bar

4 bar

1.5 bar

level switch

low levelhigh level

95° C

1.5 bar4 bar

leakage

1.5 bar (B)(B)

0.4 bar + (C)0.4 bar + (C)

90° C93° C

550° C600° C

450° C

average (F)±50° C

500° C

65° C

7 bar

Operation Data & Set Points

L23/30H

B 19 00 0

08.23

1687164-0.8Page 1 (2)

Lubricating Oil System

Temp. before cooler SAE 30(outlet engine) SAE 40

Temp. after cooler SAE 30(inlet engine) SAE 40

Pressure after fi lter (inlet eng)

Elevated pressure i.g. whencentrifugal fi lter installed

Pressure drop across fi lter

Prelubricating pressurePressure inlet turbocharger

Lub. oil, level in base frame

Temp. main bearings

Fuel Oil System

Pressure after fi lter MDO HFO

Leaking oil

Press. nozz. cool. oil, inlet eng.Temp. nozz. cool. oil, outlet eng.


Press. LT-system, inlet enginePress. HT-system, inlet engine

Temp. HT-system, inlet engineTemp. HT-system, outl. cyl.units

Temp. HT-system, outlet engine

Temp. raise across cyl. units

Exhaust Gas and Charge Air

Exh. gas temp. before TC

Exh. gas temp. outlet cyl.

Diff. between individual cyl.

Exh. gas temp. after TC

Ch. air press. after coolerCh. air temp. after cooler


Press. inlet engine

TI 20TI 20

TI 22TI 22

PI 22

PI 22

PDAH 21-22

PI 25PI 23

TE 29

PI 40PI 40

PI 50TI 51

PI 01PI 10

TI 10TI 11

TI 62TI 62

TI 60TI 60

TI 61TI 61

PI 31TI 31

PI 70

60-75° C65-82° C

45-65° C50-72° C

3.1-4.5 bar

4.1-5 bar

0.5-1 bar

0.1-0.5 bar1.5 ±0.2 bar

75-85° C

2.5-5 bar5-16 bar (A)

2-3 bar80-90° C

1-2.5 bar (D)1.5-4.6 bar

60-75° C70-85° C

max. 10° C

425-475° C*460-520° C**

280-390° C*320-420° C**

275-350° C*320-390° C**

2-2.5 bar35-55° C

7-9 bar

TAH 20TAH 20

TAH 22TAH 22

PAL 22

PAL 22

PDAH 21-22

LAL 25

LAL 28LAH 28

TAH 29

PAL 40PAL 40

LAH 42

PAL 50

PAL 01PAL 10

TAH 12TAH 12-2

TAH 62TAH 62-2

TAH 60

TAD 60

TAH 61

TAH 31

PAL 70

TSH 22TSH 22

PSL 22

PSL 22

TSH 12

85° C95° C

2.5 bar

2.5 bar

95° C

Specifi c plants will not comprise alarm equipment and autostop for all parameters listed above. For specifi c plants additional parameters can be included. For remarks to some parameters, see overleaf.* for 720/750 rpm ** for 900 rpm.

Acceptable value at shop test or after

repair

<75° C<82° C

<65° C<72° C

>4.0 bar

>4.5 bar

<0.5 bar

>0.2 bar>1.5 bar

<85° C

>1.3 bar>1.8-<6 bar

<85° C

average±25° C

<55° C

>7.5-<9 bar

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Operation Data & Set Points

E. Limits for Turbocharger Overspeed Alarm (SAH 89)

B 19 00 0

Remarks to individual Parameters

A. Fuel Oil Pressure, HFO-operation

When operating on HFO, the system pressure must be suffi cient to depress any tendency to gasifi cation of the hot fuel.

The system pressure has to be adjusted according to the fuel oil preheating temperature.

B. Nozzle Cooling Oil System

The nozzle cooling oil system is only applied for stationary engines.

C. 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.

D. Press. LT -system, inlet engine (PI 01)

With two-string cooling water system the normal value can be higher, max. 4.0 bar.

L23/30H

08.23

1687164-0.8Page 2 (2)

Engine type 720 rpm 750 rpm 900 rpm

5L23/30H 55,290 55,290 –

6L23/30H 55,290 55,290 42,680

7L23/30H 42,680 42,680 42,680

8L23/30H 42,680 42,680 42,680

Normal Value at Full load Alarm Set point Autostop of engine

Acceptable value at shop test or after

repair

Speed Control SystemEngine speedMechanicalElec.MechanicalElec.MechanicalElec.

Turbocharger speed

SI 90

SI 90

SI 90

SI 89

720 rpm

750 rpm

900 rpm

(G)

SAH 81

SAH 81

SAH 81

SAH 89

815 rpm

850 rpm

1015 rpm

(E)

SSH 81SSH 81SSH 81SSH 81SSH 81SSH 81

825 rpm815 rpm860 rpm850 rpm1030 rpm1015 rpm

820 rpm

855 rpm

1020 rpm

F. Exhaust Gas Temperatures

The exhaust gas temperature deviation alarm is normally ±50° C with a delay of 1 min., but at start-up the delay is 5 min. Furthermore the deviation limit is ±100° C if the average temperature is below 200° C.

G. 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.

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Mechanical Overspeed

01.01

L23/30H

1624450-8.2Page 1 (1)

Mechanical Overspeed

The engine is protected against overspeeding in theevent of, for instance, governor failure by means ofan overspeed trip.

The engine is equipped with a stopping device whichstarts to operate if the maximum permissible revo-lution number is exceeded.

The overspeed tripping device is fitted to the endcover of the lubricating oil pump and is driven throughthis pump.

If the pre-set tripping speed is exceeded, the spring-loaded fly weight (1), see fig 1, will move outwardsand press down the arm (2).

The arm is locked in its bottom position by the lockpin (3) which is pressed in by the spring (4).

B 19 06 1

Fig 1 Mechanical overspeed.

At the same time the arm (2) presses down thespindle (5), and the pneumatic valve (6) opens,whereby compressed air will be led to the stopcylinder, (see also B 17 30 1) in which the piston ispressed forward and, through the arm, turns the fuelpump regulating shaft to STOP position. Thereby theengine stops, the spring-loaded pull rod connectionto the governor being compressed.

The engine can be stopped manually by pressingdown the button (7), which will activate the spring-loaded fly weight (1) through the lever (8).

If the overspeed has been activated, the overspeedmust be reset before the engine can be started.Reset is done by means of the button (10).

Overspeed Alarm (SAH 81)

The overspeed alarm (SAH 81) is activated bymeans of the micro switch (9).

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Description

The starting box is mounted on the engine's controlside. On front of the box there are the followingindications/pushbuttons:

– Indication of engine or turbocharger RPM– Indication of electronic overspeed– Pushbutton for "Manual Start"– Pushbutton for "Manual Stop"– Pushbutton for "Remote" *– Pushbutton for "Local" *– Pushbutton for "Blocking" *– Pushbutton for change-over between engine

and turbocharger RPM

* The function chosen is indicated in the pushbutton.See fig. 1.

Manual Start

The engine can be started by means of the startbutton, but only if the button "Local" is activated.

The manual, local start is an electrical, pneumaticstart, i.e. when activating the start button a solenoidvalve opens for air to the air starter, thereby enga-ging the starter and starting the diesel engine.Throughout the starting cycle the start button mustbe activated.

The air starter is automatically disengaged when thediesel engine exceeds 110 RPM. If the start buttonis disengaged before the diesel engine has exceeded110 RPM, further starting cycles are blocked, until 5sec. after the engine is at standstill.

Remote Start

Remote start can only take place if the pushbuttonfor "Remote" is activated.

Manual Stop

The "Manual Stop" button is connected to the stopcoil on the governor.

Blocking

If "Blocking" is activated, it is not possible to start thediesel engine.

1639469-7.3Page 1 (1) Local Starting Box - No 1 B 19 10 1

05.41

Engine / Turbocharger RPM

By activating the "Engine RPM/TC RPM" button, theindication is changed.

Engine RPM indication is green light-emitting diodesand turbocharger RPM indication is red light-emittingdiodes.

External Indications

There are output signals for engine RPM andturbocharger RPM.Engine: 0 - 1200 RPM ~ 4-20 mATC: 0 - 60000 RPM ~ 4-20 mA

The pushbuttons for "Remote", "Local" and "Blocking"have potential free switches for external indication.

All components in the starting box are wired to thebuilt-on terminal box.

General

Fig 1 Starting box.

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1635436-4.2Page 1 (2) Converter for Engine RPM Signal B 19 13 1

General

Engine RPM signals

For measuring the engine's RPM, a pick-up mountedon the engine is used giving a frequency dependingon the RPM. To be able to show the engine's RPMon an analogue tachometer, the frequency signal issent through an f/I converter (frequency/currentconverter), where the signal is transformed into aproportional 4-20 mA ~ 0-1200 RPM.Both tachometer on the engine and possibly externaltachometers should be connected in the currentloop.

Further, the converter has following signals:

– overspeed– engine run– safe start– tacho fail

Overspeed

When the engine speed reach the setpoint forelectronic overspeed the converter gives a shutdownsignal and a alarm signal through a relay.

94.04

Engine run

When the engine speed reach 710 RPM the conver-ter gives a "engine run" signal. The signal will alsobe given when the engine speed reach 200 RPM +8 sec., (this is used for pump engines).

The engine run signal will be deactivated when thespeed is 640 RPM. If the engine speed haven't beenover 710 RPM the signal will be deactivated at 200RPM.

The "engine run" signals will be given through a relay.One for synchronizing and one for start/stop of pre.lub. oil pump or alarm blocking at start/stop.

Safe start

When the safe start signal is activated the enginecan start. When the engine reach app. 140 RPM theair starter will be shut-off.

Further, the safe start signal is a blocking functionfor the air starter during rotation.

Fig. 1. Converter for engine RPM.

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B 19 13 1

Tacho fail

The tacho fail signal will be on when everything isnormal. If the pick-up or the converter failed thesignal will be deactivated. E.g. if there is powersupply failure.

The converter for engine RPM signal is mounted inthe terminal box on the engine.

Pick-up

The pick-up is a NPN-type with LED-indication. Thesensing distance is 0.5 to 1.2 mm.

All wiring to relay, pick-up and tachometer are madeby MAN B&W, Holeby.

Data

Operating data : 24 V DC ± 15%Power consumption : 3 WattAmbient temperature : -20° C to 70° COutput current : 4-20 mA ~ 0-1200 RPM

Converter for Engine RPM Signal

General

94.04

1635436-4.2Page 2 (2)

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1699190-5.0Page 1 (1)

General

Oil Mist Detector

06.47

B 19 22 1

Fig 1 Oil mist detector.

Description

The oil mist detector type Tufmon from company Dr. Horn is standard on the 7, 8 and 9L27/38 engine types and option for all other engine types.

The oil mist detector is based on direct measurement of the oil mist concentration in the natural fl ow from the crankcase to the atmosphere.

The detector is developed in close cooperation between the manufacturer Dr. Horn and us and it has have been tested under realistic conditions at our testbed.

The oil mist sensor is mounted on the venting pipe together with the electronic board. At fi rst the sensor will activate an alarm, and secondly the engine will be stopped, in case of critical oil mist concentration. Furthermore there is an alarm in case of sensor failure. To avoid false alarms direct heating of the optical sensor is implemented. The installation is integrated on the engine. No extra piping/cabling is required.

Tecnical Data

Power supply : 24 V DC +30% / -25%Power consumption : 1 AOperating temperature : 0° C....+70° C

Enclosure according to DIN 40050: Analyzer : IP54 Speed fuel rack and optical sensors : IP67 Supply box and connectors : IP65

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⎫⎫⎫⎫⎫⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎬⎬⎬⎬⎬⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎭⎭⎭⎭⎭

1631457-0.0Page 1 (2) Engine Control Box No 1 E 19 06 4

General

The Safety System

The engine control box is watching the most importantsafety operating functions of the diesel engine, i.e.low lub. oil pressure, high cooling water tempera-ture, and overspeed.

If an unintended condition occurs to one of the abovefunctions, the engine control box will releaseautomatic stop of the engine (shut-down).

In order to avoid an unintended re-starting afterrelease of a shut-down, there is a built-in resetfunction which has to be activated before the enginecan be re-started. Remote reset is also possible.

Besides, there are built-in start/stop procedures forthe engine. On fig. 1 the possible external connectionsand input/output signals are shown.

On the front cover of the engine control box there arean indication panel.

There are indications for:

- Power- Lub. oil shutdown- High temp. fresh water shutdown

00.01

⎧⎧⎧⎧⎧⎪⎪⎪⎪⎪⎨⎨⎨⎨⎨⎩⎩⎩⎩⎩

Power supply24 V DC, 6 A ±20%

Input from engine

- Engine run signal- Pressurestate PSL 22 lub.oil

pressure low - shut-down- Thermostate TSH 12 cooling

water - shut-down- Microswitch SSH 81 speed

high - Shut-down- Stop- Start interlock

⎧⎧⎧⎧⎧⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎨⎨⎨⎨⎨⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎪⎩⎩⎩⎩⎩

Output to engine

- Power supply- Stop signal - shut-down solenoid- Start signal

Fig 1 External connections to/from the engine control box .

- Overspeed shutdown- Start failure- Wire break- Start interlocks

There are push buttons for:

- Start- Stop- Reset- Lamp test

Alarm Blocking

The engine control box is provided with a relayoutput for alarm blocking. It is advisable to use incase of too low lub. oil pressure, so that alarm isavoided during starting and stopping of the engines.

Start/Stop of the Diesel Engine

As the engine control box can give the diesel enginea signal of normal start/stop, it is possible to mountremote switches for these functions.

From main switch board

- Start signal- Stop signal- Emergency stop signal- Reset signal

To main switch board

- Common shutdown- Start failure- Power failure- Cable failure- Alarm blocking- Engine run

To pre.lub. oil pump starter

- Start/stop signal

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E 19 06 4

If the diesel engine does not start during a startingtrial, a potential free switch will give the informationthat there is a starting failure.

When the diesel engine is running. Two relay outputsare activated. One of these switches can be used forstart/stop of the prelubricating pump.

Engine Control Box Cabinet

The engine control box cabinet can be installed in theengine room, near the engine, fig. 1 shows thedimensions of the cabinet.Enclosure: IP 55.

1631457-0.0Page 2 (2)Engine Control Box No 1

00.01

General

The engine control box can also be installed in theengine control room. It is possible to integrate theengine control box in the switch board.

The following is available as an option:

- One box for 3 engines- Electronic overspeed- Custom made solutions

EngineControl box

Start Stop

340

630

Ø10.2

220

Flange-plate in bottomof engine control box

Cable glands fitted andsupplied by costumer

Fig 2 Engine Control Box.

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Engine Control Box No 2 E 19 06 6

General

Alarm and Safety System

The engine control box is watching all alarm andsafety operating functions of the diesel engine.

In case of unintended conditions for the abovefunctions, the engine control box will initiate:

- automatic stop of the engine (shutdown)or- a warning indication (alarm)

In order to avoid an unintended re-starting afterrelease of a shutdown, there is a built-in resetfunction which has to be activated before the enginecan be re-started. Remote reset is also possible.

Besides, there are built-in start/stop procedures forthe engine.

On the front cover of the engine control box there are3 indication panels. One for the safety system andtwo for the alarm system.

The engine control box will reflect the actual engineautomation/instrumentation. The items below aregeneral.

For the safety system there are indications for:

- Power on- Engine run- Lub. oil shutdown- High temp. fresh water shutdown- Overspeed shutdown- Emergency shutdown- Start failure- Wire break- Start interlock (blocking)- Start interlock (local)- Starting air

For the alarm system there are indications for:

- Lubricating oil inlet pressure- Prelubricating oil pressure- Fuel leakage- Oil level base frame *- lub. oil filter- Cooling water outlet temp.

00.01

- Lub. oil inlet temp.- Cooling water press.- Tacho failure- Low supply voltage- High supply voltage- Alternator overheating- Lambda control failure- Fuse failure- Pre. lub pump failure- Overspeed- Spare x 4

Furthermore there are push buttons for:

- Start of engine- Stop of engine- Reset- Lamp test- Diesel oil (MDO) mode with indication *- Heavy fuel oil (HFO) mode with indication *

* Options

Alarm Blocking

The engine control box is provided with a relay foralarm blocking, so that alarm is avoided duringstarting and stopping of the engine.

Start/Stop of the Diesel Engine

The diesel engine can be started and stopped bymeans of push buttons on the panel. Furthermore, itis possible to mount remote switches for thesefunctions.

If the diesel engine does not start during a startingtrial, a potential free switch will give the informationthat there is a starting failure.

When the diesel engine is running, three relay out-puts are activated. One is used for start/stop of theprelubricating pump, and one is used for start/stop ofthe nozzle cooling pump.

Diesel Oil / Heavy Fuel Oil Mode

The valve control for MDO or HFO running mode isincorporated in the engine control box.

It is possible to change the valve position on theengine control box or remote.

1643403-4.0Page 1 (2)

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E 19 06 6 Engine Control Box No 2

00.01

General

1643403-4.0Page 2 (2)

Fig 1 Engine control box.

The push buttons for MDO and HFO are lighten pushbuttons to indicate the mode.

Engine Control Box Cabinet

The engine control box cabinet can be installed in theengine room, near the engine. Fig 1 shows thedimensions of the cabinet.

Enclosure: IP 54.

The engine control box can also be installed in theengine control room. It is possible to integrate the en-gine control box in the switchboard.

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1699867-7.0Page 1 (2)

Combined Box with Prelubricating Oil Pump, NozzleConditioning Pump, Preheater and El Turning Device E 19 07 2

General

08.09

Description

The box is a combined box with starters for prelubri-cating oil pump, nozzle conditioning pump, preheater and el turning device.

The starter for prelubricating oil pump is for automatic controlling start/stop of the prelubricating oil pump built onto the engine.

The starter for nozzle conditioning pump is for auto-matic controlling start/stop of the nozzle pump. The pump can be built on the engine or be a separate unit.

Common for both pump starters in the cabinet is, overload protection and automatic control system. On the front of the cabinet there is a lamp for "pump on", a change-over switch for manual start and automatic start of the pump; furthermore there is a common main cut-off switch.

The pump starter can be arranged for continuous or intermittent running. (For engine types L16/24, L21/31 & L27/38 only continuous running is accepted).See also B 12 07 0, Prelubricating Pump.

The preheater control is for controlling the electric heater built onto the engine for preheating of the engines jacket cooling water during stand-still.

On the front of the cabinet there is a lamp for "heater on" and a off/auto switch. Furthermore there is over-load protection for the heater element.

The temperature is controlled by means of an on/off thermostat mounted in the common HT-outlet pipe. Furthermore the control system secures that the heater 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/off power switch on the front. The control for the turning gear is prepared with to contactors for forward and reverse control. The turning gear control has also overload protection.

Fig 1 Dimensions.

1AE1 1AE2

4H8 4H124S5 4S9

1AE3PRELUB. OIL PUMP ENGINE

MAN. AUTO. OFF

NOZZLE COOL.PUMP H.T. WATER PREHEATER ENGINE

PUMP ON PUMP ONMAN. AUTO. OFF

1AE4

ENGINE

2S1

5H2 5S1

HEATER ON OFF. AUTO.

1AE5 TURNING MOTOR ENGINE

5H13 5S4

TURNING ON POWEROFF - ON

630

560

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E 19 07 2 1699867-7.0Page 2 (2)

Combined Box with Prelubricating Oil Pump, NozzleConditioning Pump, Preheater and El Turning Device

General

08.09

Fig 2 Wiring diagram.

7 8 9

TU

RN

ING

MO

TOR

EN

GIN

E 0.55 kW

1 2 3 4 5 6 7 8 9 10 11 12 13

2

1,0-1,2-1,4

1,5mm

1

2

3

4

5

6

5

6

3

4

1

2

1

2

3

4

5

6

1

2

3

4

5

6

5F4

5Q4

3F410A

5Q7 5Q9

FORWARD REVERSE

1 2 3 4 5 6 7 8 9 10 11 12 13

2

2 2

BA

SE

PLAT

EF

RO

NT

PLAT

EPA

NE

L

PO

WE

R S

UP

PLY

3*415VM

AX

. 50A

NO

ZZ

LE C

OO

L.PU

MP

EN

GIN

E 0.75 K

W

PR

ELU

B. O

IL PU

MP

EN

GIN

E 3.0 kW

H.T. W

ATE

R P

RE

HE

ATE

RE

NG

INE

24 kW

1 2 3 654

PE

121110

4F94F5

4Q94Q5

2F410A

2F710A

2S1

5Q1

2F1040A

210m

m

6,0-6,7-8,5 1,3-1,6-1,8

10 mm

1,5mm

1,5mm

L1

T1

L2

T2

L3

T3

1

2

3

4

5

6

1

2

3

4

5

6

5

6

3

4

1

2

5

6

3

4

1

2

1

2

3

4

5

6

5

6

3

4

1

2

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1631477-3.3Page 1 (2) Prelubricating Oil Pump Starting Box E 19 11 0

General

01.10

Description

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 the frontof the cabinet there is a lamp for "pump on", achange-over switch for manual start and automaticstart of the pump, furthermore there is a main switch.

The pump can be arranged for continuous or inter-mittent running. (For L16/24, L21/31 & L27/38 onlycontinuous running is accepted).

Depending on the number of engines in the plant, thecontrol 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.

Pre.lub. oil pumpEngine 2



560

630

Ø10.2

220

PumpON

Man AutoOFF

PumpON

Man AutoOFF

PumpON

Man AutoOFF

Fig 1 Dimensions.

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E 19 11 0 1631477-3.3Page 2 (2)Prelubricating Oil Pump Starting Box

General

01.10


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1631478-5.1Page 1 (2) High Temperature Preheater Control Box E 19 13 0

General

01.10

Description

The preheater control box is for controlling theelectric heater built onto the engine for preheating ofthe engines jacket cooling water during stand-still.

The control box consists of a cabinet with contactorand control system. On the front of the cabinet thereis a lamp for "heater on" and a main switch for acti-vating the system. Furthermore there is overloadprotection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the system secures that the heater isactivated only when the engine is in stand-still.

Depending on the numbers of engines in the plant, thecontrol box can be for one or several engines, howeverthe dimensions of the cabinet will be the same. fig 1illustrates a front for 3 engines.

The high temperature preheater control box can becombined with the prelubricating oil pump control box.

See also B 13 23 1 Preheating Arrangement in HighTemperature System.

H.T. water preheaterEngine 2



340

630

Ø10.2

220

HeaterON

HeaterON

HeaterON

Fig 1 Dimensions of the control cabinet.

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E 19 13 0 1631478-5.1Page 2 (2)High Temperature Preheater Control Box

General

01.10


1 2 3 4 5 6 7 8 9 10 11 12

1 1 1

1 1 1

L1 L1 L1

2 2 2

2 2 2

T1 T1 T1

3 3 3

3 3 3

L2 L2 L2

4 4 4

4 4 4

T2 T2 T2

5 5 5

5 5 5

L3 L3 L3

6 6 6

6 6 6

T3 T3 T3

F410A

F710A

F1010A

Q5 Q7 Q9

S4 S7 S10

L1 1 4 7L2 2 5 8L3 3 6 9

H.T.

water

preheater6

kWE

ngine2

H.T.

water

preheater6

kWE

ngine1

Pow

ersupply

3x

380/440V

H.T.

water

preheater6

kWE

ngine3

13 14 15 16 17 18 19 20 21 22 23 24

13 13 13 1313 13

14

2

4

2

4

1

24 V100 VA

380 V440 V

3

1

3

14 14 1414 14

A1 X1 X1 X1A1 A1

A2 X2 X2 X2A2 A2

S4

F32A

F22A

Q5 Q7 Q9

S7 S10

13 17 20

14 15 19 22

16

NO.18

.4

NC NO.20

.7

NC NO.22.10

NC

18 21

Q5 H6 H8 H10Q7 Q9

T1 T2 T3

F4 F7 F10

Preheater

Engine

3O

N

Preheater

Engine

3

Preheater

Engine

2

Preheater

Engine

1

Preheater

Engine

2O

N

Preheater

Engine

1O

N

Foundation

B 20

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02.23

L23/30H, L27/38,L28/32H

B 20 01 01613565-0.3Page 1 (1)

Recommendations Concerning Steel Foundationsfor Resilient Mounted GenSets

Fig 2 Resilient supports.

Fig 1 Transverse stiff deck structure.

Foundation Recommendations

When the generating sets are installed on a trans-verse stiffened deck structure, it is generally re-commended to strengthen the deck by a longitudinalstiffener inline with the resilient supports, see fig 2.

For longitudinal stiffened decks it is recommended toadd transverse stiffening below the resilient sup-ports.

It is a general recommendation that the steel foun-dations is in line with both the supporting transverseand longitudinal deck structure , fig 1, in order toobtain sufficient stiffness in the support of the resi-lient 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, resonancewith the free forces and moments from especially thepropulsion system have to be avoided.

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The support of the individual conical mounting canbe made in one of the following three ways:

1) The support between the bottom flange andthe foundation of the conical mounting is madewith a loose steel shim. This steel shim isadjusted to an exact measurement (min. 40mm) for each conical mounting.

Resilient Mounting of Generating Sets

On resilient mounted generating sets, the dieselengine and the generator are placed on a commonrigid base frame mounted on the ship's/erectionhall's foundation by means of resilient supports, typeConical.

All connections from the generating set to the exter-nal systems should be equipped with flexible con-nections, and pipes, gangway etc. must not bewelded to the external part of the installation.

Resilient Support

A resilient mounting of the generating set is madewith a number of conical mountings. The numberand the distance between them depend on the sizeof the plant. These conical mountings are bolted tobrackets on the base frame (see fig 1).

The setting from unloaded to loaded condition isnormally between 5-11 mm for the conical mounting.

The exact setting can be found in the calculation ofthe conical mountings for the plant in question.

Resilient Mounting of Generating Sets

02.23

Fig 2 Support of conicals.

L23/30HL28/32H

Fig 1 Resilient mounting of generating sets.

B 20 01 31613527-9.2Page 1 (2)

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Resilient Mounting of Generating Sets 1613527-9.2Page 2 (2)

02.23

Adjustment of Engine and Generator on BaseFrame

The resilient mounted generating set is normallydelivered from the factory with engine and generatormounted on the common base frame. Eventhoughengine and generator have been adjusted in thefactory with the generator rotor correctly placed inthe stator, and the crankshaft bend of the engine(autolog) within the prescribed tolerances, it is re-commended to make an autolog before starting upthe plant.

L23/30HL28/32H

2) The support can also be made by means of twosteel shims, at the top a loose shim of at least40 mm and below a shim of approx. 10 mmwhich are adjusted for each conical mountingand then welded to the foundation.

3) Finally, the support can be made by means ofchockfast. It is recommended to use two steelshims, the top shim should be loose and havea minimum thickness of 40 mm, the bottomshim should be cast in chockfast with a thick-ness of at least 10 mm.

Irrespective of the method of support, it is recom-mended to use a loose steel shim to facilitate apossible future replacement of the conical moun-tings.

B 20 01 3

Test running

B 21

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Shop Test Programme for Marine GenSets1356501-5.7Page 1 (1) B 21 01 1

General

07.47

5) Verifi cation of GenSet parallel running, if possible (cos ϕ = 1, unless otherwise stated).6a) Crankshaft defl ection measurement of engines with rigid coupling in both cold and warm condition.6b) Crankshaft defl ection measurement of engines with fl exible coupling only in cold condition.7) Inspection of lubricating oil fi lter 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.

ABS = American Bureau of ShippingBV = Bureau VeritasDNV = Det Norske VeritasGL = Germanischer LloydLR = Lloyds RegisterRINA = Registro Italiano NavaleNK = Nippon Kaiji KyokaiIACS = International Association of Classifi cation Societies

The operating values to be measured and recorded during the acceptance test have been specifi ed in ac-cordance with ISO 3046-1:2002 and with the rules of the classifi cation societies.

The operation values are to be confi rmed by the customer or his representative, the classifi cation'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 classifi cation representative's request.

ABS BV DNV GL LR RINA NK IACS MAN Diesel programme

X X - X X X X X X

X X X X X X X X X

X X X X X X X X X4) Load acceptance test (value in minutes)

Continuous rating (MCR)

100% 1* 60 60 M 60 60 60 120 2* 60 60110% 30 45 M 45 45 45 45 3* 30 4575% M M M M M M 30 M 3050% M M M M M M 30 M 3025% M M - M M M - M 30

Idling = 0% M M - M M M - M 30

Continuous rating (MCR)

100% 1* 60 60 M 60 60 60 120 2* 50 60110% 30 45 M 45 45 45 45 3* 30 4590% - - M - - - - - 3075% M M M M M M 30 M 3050% M M M M M M 30 M 3025% M M - M M M - M 30

Idling = 0% M M - M M M - M 30

Operating points

1) Starting attempts2) Governor test (see B17 00 0 - Load Requirements)

3) Test of safety and monitoring system

Engines driving alternators

Engines driving alternators for electric propulsion

Constant speed

Constant speed

Spare Parts

E 23

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1613435-6.1Page 1 (1) Weight and Dimensions of Principal Parts E 23 00 0

L23/30H

91.37

Cylinder liner approx. 75 kg

Connecting rod approx. 41 kg

Piston approx. 21 kg

Cylinder head approx.130 kgCylinder head incl. rocker arms approx. 180 kg

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1607552-3.5Page 1 (1) Recommended Wearing Parts E 23 04 0

99.35

L23/30H720/750 RPM

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1643417-8.2Page 1 (1) Recommended Wearing Parts E 23 04 0

99.35

L23/30H900 RPM

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For guidanceAmerican Bureau of Shipping.

Bureau Veritas.Lloyd's Register of Shipping.

Det Norske Veritas.

DemandsGermanischer Lloyd.

USSR Register of Shipping.Chinese Register.

Nippon Kaiji KyokaiKorean Register of Shipping

Registro Italiano Navale

Extent according to the requirements of:

L23/30H

1655227-6.4Page 1 (2)

09.18

Standard Spare Parts P 23 01 1

Plate

50502505025050250502505015050150510505105050150502

5061050601506015060150601506015060150601506015060150601506105120350501

50801

5110151101

Description

Cylinder HeadValve spindle, inlet and exhaustConical ring in 2/2Inner springOuter springValve seat ring, inletValve seat ring, exhaustGasket, coamingGasket, top coverO-ring, cylinder headValve rotators

Piston and Connecting Rod, Cylinder LinerSealing ringConnecting rod studConnecting rod nutConnecting rod bearingBush for connecting rodPiston pinRetaining ringPiston ringPiston ringPiston ringOil scraper ringO-ring, cylinder linerO-ring, inlet bendO-ring, cooling water connections

Operating Gear for Valve and Fuel Injection PumpsSealing ring

Engine Frame and Base FrameMain bearing shellsThrust washer

Qty.

4444241124

12211121111218

4

12

Item

512465489490064076026075338477

031152164139056019032093103115127043234184

185

157253

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51101511015110651106

5120251202

51402514015140151404

L23/30H

Description Qty. Plate Item

P 23 01 1 Standard Spare Parts 1655227-6.4Page 2 (2)

09.18

StudNutO-ringO-ring

Turbocharger SystemGasketO-ring, cooling water connections

Fuel Oil System and Injection EquipmentFuel injection valveFuel oil injection pump, 720/750 rpmFuel oil injection pump, 900 rpmFuel oil high-pressure pipe

2211

12

*111

169170740058

024264

177057381010

Plate No. and Item No. refer to the spare parts plates in the instruction book.

* No of spare parts = (add up to equal number)

C = Number of cylinders for engine with max. cyl. no in plant.

ex. A plant consists of 2x5L28/32H and 2x7L28/32H.

Then the number of spare parts must be = 3.5 ~ add up to equal number = 4.

C2

72

Tools

P 24

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Plate

520055200552005520055200552005

5200652006520065200652006

5200652006520065200652006520065200652006

5200652006520065200652006

52008520085200852008

52009

Standard Tools for Normal Maintenance

L23/30H

Qty.

111111

11211

11111111

11111

2211

1

Item

109014051205553673

021033094200141

165116117452655488511153

070261273381559

010022058071

016

P 24 01 11655222-7.4Page 1 (2)

06.25

Description

Cylinder HeadMax. pressure for indicatorLifting tool for cylinder headMounting tool for valvesGrinding tool for cyl. head and cyl. linerTool for grinding of valvesHandwheel for indicator valve Piston, Connecting Rod and Cylinder LinerEye screw for lifting of pistonShackle for lifting of pistonBack stop for cylinder linerPlier for piston pin lock ringPiston ring openerTesting mandrel forpiston scraper ring grooves (7.43 mm)Guide ring for mounting of piston (900 rpm)Guide ring for mounting of piston (720/750 rpm)Lifting tool for cyl. linerGrinding tool for cyl. linerHoning brush for cylinder liner incl. wooden boxFunnel for honing of cyl. linerTesting mandrel for piston ring grooves (4.43 mm)Eye bolt for piston lift af check of connecting rodbig-end bearingTorque spanner 20 - 120 NmTorque spanner 80 - 360 NmSocket (24 mm)Magnifi er (30x)

Operating Gear for Inlet Valves, Exhaust Valves and Fuel Injection PumpsFeeler gauge for inlet valvesFeeler gauge for exhaust valvesExtractor for thrust piece on roller guide for fuel pumpDistance piece

Control and Safety SystemsAutomatics and InstrumentsSpanner for adjusting of overspeed stop

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L23/30H

06.25

P 24 01 1 Standard Tools for Normal Maintenance 1655222-7.4Page 2 (2)

Plate no and item no refer to the spare parts plates in the instruction book.

Description Qty Plate Item

Crankshaft and Main BearingsTurning rodCrankshaft alignment gauge, autologLifting straps for main and guide bearing capsDismantling tool for main bearingTool for upper main bearingDismantling tool for guide bearing shells

Fuel Oil System and Injection EquipmentPressure testing pump, completeSpanner for injection pumpCleaning tool for fuel injectorGrinding tool for fuel injector seatExtractor for fuel injector valve

Lubricating Oil SystemGuide bar for dismantling of lubricating oil cooler

Hydraulic ToolsPressure pump, complete with wooden boxDistributing piece for cylinder headDistributing piece for main bearingsHose for hydraulic toolsHose for hydraulic toolsHydraulic tools for connecting rod with wooden box, completeHydraulic tools for cylinder head with wooden box, completeHydraulic tools for main bearings with wooden box, complete

112211

11

1 set11

2

11141

1

1

1

520105201052010520105201052010

5201452014520145201452014

52015

5202152021520215202152021

52021

52021

52021

011059155106214202

013204108361407

019

011155202501513

633

251

405

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Description

Cylinder HeadGrinding table for cyl. head *Grinding table as above - on stand *Extractor for valve seat ringMounting tool for valve seat ringGrinding machine for valve seat ringsGrinding machine for valve spindles

Fuel Oil System and Injection EquipmentGrinding ring for fuel injector

1679714-7.0Page 1 (1) Tools for Reconditioning

99.50

Qty.

111111

1

Plate

520055200552005520055200552005

52014

Item

254301504457350408

300

L23/30H

P 24 02 1


* As standard the grinding table is delivered for wall mounting, plate no 52005, item no 254. As optional it can be delivered on stand, plate no 52005, item no 301.

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Description

For Lift of Piston and Connecting Rod

Collar for connecting rod, completeShackle for pull liftPull lift, complete

For Lift of Cylinder Liner

Lifting tool complete

Extra Tools for Low Dismantling Height1679713-5.0Page 1(1) P 24 04 1

L23/30H

Qty

122

1

Plate

520505205052050

52050

Item

045057021

033

99.50


G 50 Alternator

B 50

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For water cooled alternators the flanges for coolingwater should be placed on the left side of the alternatorseen from the shaft end. The flanges should be withcounter flanges.

Project Information

3 sets of Project Information should be forwarded toMAN - B&W Diesel A/S, Holeby, according to thedelivery times stated in "Extent of Delivery".

Drawings included in the alternator Project Informa-tion must have a max. size of A3.

Installation aspects

For mounting of diesel engine and alternator on acommon base frame, the alternator supplier shouldfullfill the dimensions given in fig. 1. Further, inspectionshutters, components and other parts to be operated/maintained should not be placed below the level of thealternator feet on front edge of, and in the longitudinaldirection of the alternator in the area covered by thebase frame.

Regarding air cooled alternators, the ventilating outletshould be placed above the level of the alternator feet.

G 50 02 8Information from the Alternator supplier

L23/30H

1613539-9.4Page 1 (3)

99.45

A

B

C

D

E

F

N

GIJ

O

K

L

H

AA

P

R

T

X

Z

VU

M Y

AC

AB

Q

Overhaulof rotor

S

Engine Type H I øJ K L M (min)

5-6L23/30H 230 120 39 1280 1380 230

7-8L23/30H 230 160 39 1500 1600 230

Fig 1 Outline drawing of alternator.

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Project Information should as a minimum contain thefollowing documentation:

1. General description of alternator.

2. "outline" drawing

Following information is required in order to be able towork out drawings for base frame and general arran-gement of GenSet.

Side view and view of driving end with all maindimensions, i.e. length, width, height, foot position,foot width, shaft height, etc. as well as all thedimensions of the alternator's coupling flange, alt.groove shaft pin.

As minimum all the dimensions in fig. 1 should bestated.

Further the "outline" drawing is to include alternatortype, total weight with placement of center of gravityin 2 directions (horizontal and vertical), direction ofrevolution, terminal box position, lifting eyes ventholeposition for air cooled alternators and min. overhaulspace for rotor, cooler, filter, etc.

a. For water cooled alternators following informa-tion is required:

- position of connections- dimension of connections- dimensions of flange connections- cooling water capacity- cooling water temperature- heat dissipation- cooling water pressure loss across heat

exchanger- Amount of water in alt. cooling system

b. For alternators with extern lubricating ofbearing(s) following information is required:

- position of connections- dimensions of connections- dimensions of flange connections- required lub. oil flow- required lub. oil pressurepressure regulator (if required/delivered)- oil sight glas (if required/delivered)

c. For air cooled alternators following informationis required:

- Max. permissible ambient inlet air temp.

3. Rotor shaft drawing

Following information is required in order to be able towork out torsional vibration calculations for the completeGenSet.

The rotor shaft drawing must show all the dimensionsof the rotor shaft's lengths and diameters as well asinformation about rotor parts with regard to massinertia moment - GD2 or J (kgm2) and weight (kg).

Information from the Alternator supplierG 50 02 8

L23/30H

99.45

1613539-9.4Page 2 (3)

Fig 2 Shaft dimension for alternator, type B16

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G 50 02 8Information from the Alternator supplier

L23/30H

1613539-9.4Page 3 (3)

99.45

The following components, which are part of thecomplete rotor, must be mentioned:

- Shaft- Pole wheel- Exciter- Ventilator

The shaft dimensions for alternator should be ac-cording to figure 2 or 3.

4. Other drawings necessary for installation.

5. Spare parts list.

6. List of loose supplied components.

7. Data:

- Construction form.- Rated voltage.- Rated power kVA.- Rated current, amp.- Rated power factor.- Frequency, Hz.- Insulation class.- Load efficiency in % of nominal load at

1/4 - 1/2 - 3/4 - 1/1 load (with cos.phi. =0.8 and 1.0).

- If the alternator bearings are lubricated bythe engines' intermal lub. oil system:

- Max. lub. oil pressure.- Lub. oil capacity (m3/h).- Heat radiation.

Besides the above-mentioned documentation, 3 setsof alternator test reports should be forwarded.

In connection with the delivery of alternator,documentation and spare parts, these should bespecified with our order no. and the specific yard orproject identification.

For further information, please contact MAN B&WDiesel A/S, Holeby.Fig. 3. Shaft dimension for alternator, type B20

220

20010

36

A - A

12

148

B - B

140m

6

Max. R4

B

AA

B

N7

Key & keyway acc. to DIN 6885.1Shaft end acc. to DIN 748

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1613561-3.6Page 1 (1) Engine/Alternator Type

07.05

L23/30H

G 50 02 3

5L23/30H, 720/750 rpm

6L23/30H, 720/750/900 rpm

7L23/30H, 720/750/900 rpm

8L23/30H, 720/750/900 rpm

Engine typeStandard Alternative option

Requirements

Elastic coupling

Elastic coupling

Elastic coupling

Elastic coupling

Alternator type

B 20

B 20

B 20

B 20

Requirements

None

None

None

None

Alternator type

B 16

B 16

B 16

B 16

Alternator type B 16:

One bearing type, shaft end with fl ange.

Alternator type B 20:

Two bearing types, shaft end with keyway.

One bearing shall be of the guide bearing type.

Note for Re-engineering

In case of using an existing alternator, calculation for torsional vibrations has to be carried out before determination concerning intermediate bearing and elastic coupling can be established.

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max 300 m

m

Free cable length

Fix point

Center line

Alternator cable installation B 50 00 0G 50 00 0

09.06

General

1699865-3.1Page 1 (3)

Fig 1 Connection of cables

Main Cables

The fl exible mounting of the GenSet must be taken into consideration when installing alternator cables.

The cables must be installed so that no forces have an effect on the alternator's terminal box.

A discharge bracket can be welded on the engine's base frame. If this solution is chosen, the fl exibility in the cables must be between the cable tray and the discharge bracket.

The free cable length from the cable tray to the at-tachment on the alternator, must be appropriate to compensate for the relative movements, between the GenSet and foundation.

Following can be used as a guideline: The fi x point of the alternator cables must be as close as possible to the center line of the rotor.

Bending of the cables must follow the recommen-dations of the cable supplier as regards minimum bending radius for movable cables.

If questions arise concerning the above, please do not hesitate to contact MAN Diesel.

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Alternator cable installationB 50 00 0G 50 00 0

09.06

General

1699865-3.1Page 2 (3)

Fig 2 Marine operation

Earth cable connection

It is important to establish an electrical bypass over the electrical insulating rubber dampers.The earth cable must be installed as a connection between alternator and ship hull for marine operation, and as connection between alternator and foundation for stationary operation.For stationary operation, the contractor must ensure that the foundation is grounded according to the rules from local authorities.

Engine, base frame and alternator have internal metallic contact to ensure earth connection.

The size of the earth cable is to be calculated on the basis of output and safety conditions in each specifi c case; or must have minimum the same size as the main cables.

Engine Alternator

Base frame Rubber damper Part of ship hull Earth cable

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Alternator cable installation B 50 00 0G 50 00 0

09.06

General

1699865-3.1Page 3 (3)

Fig 3 Stationary operation

Engine

Alternator

Rubber damper Foundation Earth connectionBase frame

Earth cable

B 25 Preservation and Packing

B 98

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The documentation from the supplier of the specifi c alternator must be observed.

Transport:

During the transport from the alternator maker to the engine builder the alternator is in transport packaging, i.e. plastic wrapping covering the al-ternator totally. Transport from the engine builder to the end customer must be done with a similar packaging – often tarpaulins. Selected surfaces are coated with corrosion protection and bearings are oil-fl ushed. Transport brackets are fi xed for the rotor (only from alternator maker to engine builder) and water cooler, if any, is emptied.

During sea voyage the GenSet/alternator must be stored under deck.

Minimum transport temperature is ÷20oC.

Shocks must be kept below 30 m/s2.

If the transport is interrupted besides normal trans-port stopovers, the alternator must be treated as during storage.

Short-term storage (less than two months):

Indoors:

The alternator must be connected to standstill heating, or a similar heating of the inner parts of the alternator must be established to avoid damp condensing.

The alternator must be placed on a stable base with a very low vibration level, if necessary on vi-bration dampers.

Permanent room temperature ± 5oC in the area +20oC to +40oC with an air humidity below 75%.

Permanent room temperature ± 5oC in the area 0oC to +20oC or +40oC to +60oC with an air humidity below 50%.

Air ventilation must be without dust and aggressive vapours.

Protection against insects and pests must be pro-vided.

Outdoors:

Storage outdoors is not allowed, however, short stays less than fi ve days is accepted with the fol-lowing precautions:

1) The plastic wrapping from the transport must be removed totally to give ventilation or as minimum be removed in the driving shaft end and the opposite end.

2) The alternator must be covered to protect against rain. Ventilation must, however, still be possible.

3) The alternator must be placed on a stable base, but lifted minimum 100 mm to prevent damp from beneath.

4) Protection against insects and pests must be provided.

Long-term storage (from two to six months):

Indoors:

In addition to the conditions for short-term storage the plastic wrapping from the transport must be re-moved totally to give ventilation or as minimum be removed in the driving shaft end and the opposite end.

It is recommendable that the storage is in a room with an air humidity below 40%.

Corrosion protection must be carried out on ma-chined and rough surfaces, on bearing parts, on the shaft and on bearing gaskets.

LPS3, Hot Lloyd or similar agent must be used.

B 25 01 1B 98 01 1

1699894-0.0Page 1 (2)

General

Preservation of Alternator

08.34

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The bearings must be fi lled with protective oil, Mo-bilama 524, or similar.

The rotor must be turned 3.5 revolutions with an interval of one month.

Outdoors:

Is not allowed.

Storage for more than six months:

The instruction for storage from two to six months must be followed and repeated.

After storage several alternator suppliers require resistance measurements of the windings before use.

1699894-0.0Page 2 (2)

General

Preservation of Alternator

08.34

B 25 01 1B 98 01 1

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1350467-1.3Page 1 (1) Preservation of diesel engine before dispatch B 25 01 1

01.10

General

Preservation of Diesel Engine:

1) Lubricating oil system.

Lub. oil is drained from base frame, lub. oil fi lter and cooler.

After cleaning of the engine and the ba se frame, a rust-preventing lubri ca ting oil is added, and the en tire lub. oil sys tem is primed.

The oil is just covering the bottom of the base frame.

The following types of oils are sui ta ble:

Mobilarma 524.

Esso Rustban 335. Chevron EP Industrial Oil 68.

Shells Ensis Oil SAE 30 / SAE 10 W.

BP Protective Oil 30/40.

2) Fuel oil system.

The fuel oil is drained. The fuel valves are clea n ed and pressure tested with Mobil White-Terex 309 or similar, and the entire fuel oil sys tem is fi lled with this type of oil.

3) Bright components internal or external on the diesel engine such as crankshaft, camshaft and gear wheels are covered with Mobilux EP004.

4) Bags with a hygroscopic product are sus pended inside the diesel engine in the crank ca se. The bags are equipped with a humidity in dicator.

SilicaGel or a similar product can be used in a quan-tity of 3000 grams/m3.

The bags must not touch any surfaces, and if ne-cessary the surface is covered with a plastic sheet.

5) All external surfaces are sprayed with a protec-tive layer of Valvoline tectyl 511M.

6) All openings and fl ange connections are care-fully closed.

7) Electric boxes are protected inside by volatile corrosion inhibitor tape.

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B 25 01 1Preservation of Spare Parts and Tools

01.13

1350473-0.4Page 1 (1)

General

Spare parts and tools.

Preservation of supplied spare parts and tools are made as follows:

Dinitrol 25B or Dinitrol 3850

special tools in boxes are protected by a volatile corrosion inhibitor tape

Storage conditions

The boxes must always be stored under roof, pro-tected from direct rain, sea-fog and dust. The boxes must be covered with tar paulin.

Maintenance of preservation

Immediately upon arrival the boxes are to be opened and the parts examined for damage to the preser-vation, and if necessary repaired.

This procedure must be repeated every 2-4 months depending on the storage conditions.

Smaller boxes containing special tools such as:

grinding machine for valve seats

indicator

test equipment for fuel valves

measuring equipment

etc.

must be removed from the shipment, inspected for corrosion and stored in a dry place.

After inspection the boxes with the spare parts must be closed and covered with tarpaulin.

Cleaning of parts can be made with petroleum, turpentine or similar solvents.

Notice:Special preservation can be made on re-quest.

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1624484-4.2Page 1 (1)

03.08

Lifting of Complete Generating Sets.

The generating sets should only be lifted in the two wire straps. Normally, the lifting crossbars and the wire straps are mounted by the factory. If not, it must be observed that the fi xing points for the crossbars are placed differently depending on the number of cylinders.

The crossbars are to be removed after the installation, and the protective caps should be fi tted.

Lifting Instruction B 25 03 0

L23/30H

Fig. 3. Crossbars' and wires placing on engine.

Fig. 1. Crossbars' placing on engine. Fig. 2. Crossbars.

Engine Type a (mm)

5L23/30H 2620

6L23/30H 2990

7L23/30H 3175

8L23/30H 3360

* Based on MBD-H standard generator

Project Guide L2330HM

Documents

weights b

lubrication oil system

internal fuel oil system

combustion air system

compressed air system

combustion air b

fuel oil diagram b

checking cooling water