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Page 1: MAN L21 31 PowerPlant

L21/31Project Guide - Power PlantFour-stroke GenSet

Page 2: MAN L21 31 PowerPlant

Complete manualdate 2012.05.08

Page 3: MAN L21 31 PowerPlant

MAN Diesel

IndexProject Guides

L21-2

Text Index Drawing No.

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.4

General information D 10

List of capacities D 10 05 0 3700215-1.0 List of capacities D 10 05 0 3700216-3.0 Description of sound measurements D 10 25 0 1609510-3.5 Description of structure-born noise D 10 25 0 1671754-6.1 Sound measurements D 10 25 0 1699964-7.0 Moment of inertia D 10 30 0 1693502-6.1

Basic Diesel Engine B 10

General description B 10 01 1 3700149-2.1 Cross section B 10 01 1 1683375-1.1 Main particulars B 10 01 1 3700155-1.0 Dimensions and weights B 10 01 1 3700211-4.2 Centre of gravity B 10 01 1 1687129-4.1 Overhaul areas B 10 01 1 1683381-0.0 Firing pressure comparison B 10 01 1 3700085-5.1 Firing pressure comparison B 10 01 1 3700086-7.1 Engine rotation clockwise B 10 11 1 1607566-7.2

Fuel Oil System B 11

Internal fuel oil system B 11 00 0 1683378-7.4 Internal fuel oil system B 11 00 0 3700162-2.0 Heavy fuel oil (HFO) specification B 11 00 0 3.3.3-01 Diesel oil (MDO) specification B 11 00 0 3.3.2-01 Gas oil / diesel oil (MGO) specification B 11 00 0 3.3.1-01 Bio fuel specification B 11 00 0 3.3.1-02 Explanation notes for biofuel B 11 00 0 3700063-9.0 Viscosity-temperature diagram (VT diagram) B 11 00 0 3.3.4-01 Guidelines regarding MAN Diesel & Turbo GenSets operating on low sulphur fuel oil

B 11 00 0 1699177-5.1

Fuel injection valve B 11 00 0 3700222-2.0 Fuel injection pump B 11 02 1 1683324-8.1 Fuel oil filter duplex E 11 08 1 1679744-6.5 HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3

Lubrication Oil System B 12

Internal lubricating oil system B 12 00 0 1683379-9.6 Crankcase ventilation B 12 00 0 1699270-8.4 Prelubricating pump B 12 07 0 1655289-8.8 Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

B 12 15 0 3.3.6-01

Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels

B 12 15 0 3.3.5-01

Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.9 Treatment of lubricating oil B 12 15 0 1643494-3.7 Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7

Cooling Water System B 13

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MAN Diesel

Index Project Guides

L21-2

Text Index Drawing No.

Engine cooling water specifications B 13 00 0 3.3.7-01 Cooling water inspecting B 13 00 0 000.07-01 Cooling water system cleaning B 13 00 0 000.08-01

Combustion Air System B 15

Combustion air system B 15 00 0 3700047-3.1 Specifications for intake air (combustion air) B 15 00 0 3.3.11-01

Exhaust Gas System B 16

Exhaust gas velocity B 16 01 0 3700152-6.0 Water washing of turbocharger - turbine B 16 01 2 1655201-2.2 Silencer without spark arrestor, damping 25 dB (A) E 16 04 2 3700049-7.0 Silencer without spark arrestor, damping 35 dB (A) E 16 04 3 3700051-9.0 Silencer with spark arrestor, damping 25 dB (A) E 16 04 5 3700050-7.0 Silencer with spark arrestor, damping 35 dB (A) E 16 04 6 3700052-0.0

Speed Control System B 17

Starting of engine B 17 00 0 1655204-8.7 Engine operation under arctic conditions B 17 00 0 1689459-9.0

Safety and Control System B 19

Operation data & set points B 19 00 0 1699885-6.2 Safety, control and monitoring system B 19 00 0 1665767-2.9 Communication from the GenSet B 19 00 0 1693529-1.7 Oil Mist Detector B 19 22 1 1699190-5.0 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

Foundation B 20

Resilient mounting system for landbased generating sets B 20 00 0 1699989-9.3

Test running B 21

Shop Test Programme for Power Plants B 21 01 1 1699986-3.0

Spare Parts E 23

Weight and dimensions of principal parts E 23 00 0 1689483-7.2

Tools P 24

Standard tools for normal maintenance P 24 01 1 3700064-0.1 Additional tools P 24 03 9 3700066-4.1 Hand tools P 24 05 1 3700067-6.0

G 50 Alternator B 50

Alternators for GenSets B 50 00 0 1699895-2.0 Alternator cable installation B 50 00 0 1699865-3.1 Combinations of engine- and alternator layout B 50 00 0 3700084-3.0.

B 25 Preservation and Packing B 98

Page 5: MAN L21 31 PowerPlant

MAN Diesel

IndexProject Guides

L21-2

Text Index Drawing No.

Lifting instruction P 98 05 1 1679794-8.1

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Introduction

I 00

Page 8: MAN L21 31 PowerPlant
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MAN Diesel & Turbo

All data provided in this document is non-binding. This data serves informational purposes only and is espe-cially not guaranteed in any way.

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

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

Original instructions

I 00 00 0Introduction to Project Guide

General

1643483-5.4Page 1 (2)

Introduction

Our project guides provide customers and consultants with information and data when planning new plants incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the modifications associated with upgrading of our project guides, the contents of the specific edition hereof will remain valid for a limited time only.

Every care is taken to ensure that all information in this project guide is present and correct.

For actual projects you will receive the latest project guide editions in each case together with our quotation specification or together with the documents for order processing.

All figures, values, measurements and/or other information about performance stated in the project guides are for guidance only and shall not be used for detailed design purposes or as a substitute for specific draw-ings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warran-ties either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of the information contained in the project guides.

MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-tions when the contract documentation has been completed.

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

11.24

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MAN Diesel & Turbo

Code numbers

MAN Diesel & Turbo GenSet Identification 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 figure occurs in variants from 0-99.

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

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

I 00 00 0 Introduction to Project Guide

General

1643483-5.4Page 2 (2)

11.24

Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).

This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws. Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.

Page 11: MAN L21 31 PowerPlant

General information

D 10

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MAN Diesel & Turbo

List of Capacities D 10 05 03700215-1.0Page 1 (1)

L21/31

12.09, WBII

1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat.

2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat 3) Tolerance: + 10 % for rating coolers, - 15 % for heat recovery 4) Basic values for layout of the coolers 5) under above mentioned reference conditions 6) Tolerance: quantity +/- 5%, temperature +/- 20°C 7) under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions 8) Tolerance of the pumps delivery capacities must be considered by the manufactures

220 kW/Cyl. at 900 rpmReference Condition : TropicAir temperatureLT-water temperature inlet engine (from system)Air pressureRelative humidity

°C°Cbar%

4538150

Temperature basisSetpoint HT cooling water engine outlet 1)

Setpoint LT cooling water engine outlet 2)

Setpoint Lube oil inlet engine

°C

°C

°C

79°C nominal (Range of mechanical thermostatic element 77°C to 85°C)

35°C nominal (Range of mechanical thermostatic element 29°C to 41°C)

66°C nominal (Range of mechanical thermostatic element 63°C to 72°C)

Number of Cylinders - 5 6 7 8 9Engine outputSpeed

kWrpm

1100 1320 1540 1760 1980 900

Heat to be dissipated 3)

Cooling water (C.W.) CylinderCharge air cooler; cooling water HTCharge air cooler; cooling water LTLube oil (L.O.) coolerHeat radiation engine

kWkWkWkWkW

260 233 272 310 349 276 400 452 500 545 186 212 239 267 294 163 237 277 316 356 38 74 86 98 110

Flow rates 4)

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

m3/hm3/hm3/h

m3/hm3/h

55 55 55 55 55 55 55 55 55 55 31 31 41 41 41

12.1 14.1 16.0 17.8 19.5 55 55 55 55 55

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

Charge air pressureAir required to dissipate heat radiation (engine) (t2-t1= 10°C)

°Cm3/h 5)

kg/kWhbarm3/h

53 53 55 56 58 6798 8800 10400 11800 13500 6.77 7.18 7.18 7.18 7.18 4.45 12200 23800 27600 31500 35300

Exhaust gas data 6)

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

m3/h 7)

t/h°CkW

mbar

14234 17100 19900 22700 25500 7.7 9.8 11.4 13.0 14.6 371 334 334 334 334 417 421 491 561 631 < 30

PumpsExternal pumps 8)

Fuel oil feed pump (4 bar) Fuel booster pump (8 bar)

m3/hm3/h

0.30 0.39 0.46 0.52 0.59 0.89 1.18 1.37 1.57 1.76

Starting air dataAir consumption per start, incl. air for jet assist (TDI) Nm3 1.0 1.2 1.4 1.6 1.8

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MAN Diesel & Turbo

List of Capacities D 10 05 03700216-3.0Page 1 (1)

12.09, WBII

1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat. 2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat 3) Tolerance: + 10 % for rating coolers, - 15 % for heat recovery 4) Basic values for layout of the coolers 5) under above mentioned reference conditions 6) Tolerance: quantity +/- 5%, temperature +/- 20°C 7) under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions 8) Tolerance of the pumps delivery capacities must be considered by the manufactures

220 kW/Cyl. at 1000 rpm Reference Condition : TropicAir temperatureLT-water temperature inlet engine (from system)Air pressureRelative humidity

°C°Cbar%

4538150

Temperature basisSetpoint HT cooling water engine outlet 1)

Setpoint LT cooling water engine outlet 2)

Setpoint Lube oil inlet engine

°C

°C

°C

79°C nominal (Range of mechanical thermostatic element 77°C to 85°C)

35°C nominal (Range of mechanical thermostatic element 29°C to 41°C)

66°C nominal (Range of mechanical thermostatic element 63°C to 72°C)

Number of Cylinders - 5 6 7 8 9Engine outputSpeed

kWrpm

1100 1320 1540 1760 1980 1000

Heat to be dissipated 3)

Cooling water (C.W.) CylinderCharge air cooler; cooling water HTCharge air cooler; cooling water LTLube oil (L.O.) coolerHeat radiation engine

kWkWkWkWkW

260 233 272 310 349 281 370 418 462 504 193 205 232 258 284 163 237 277 316 356 38 74 86 98 110

Flow rates 4)

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

m3/hm3/hm3/h

m3/hm3/h

61 61 61 61 61 61 61 61 61 61 34 34 46 46 46

12.3 13.5 15.4 17.1 18.8 61 61 61 61 61

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

Charge air pressureAir required to dissipate heat radiation (engine) (t2-t1= 10°C)

°Cm3/h 5)

kg/kWhbarm3/h

53.5 52 54 55 56 6988 8644 10084 11525 12965 6.96 7.17 7.17 7.17 7.17 4.13 12200 23800 27600 31500 35300

Exhaust gas data 6)

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

m3/h 7)

t/h°CkW

mbar

14603 17324 20360 23217 26075 7.9 9.7 11.4 13.0 14.6 371 349 349 349 349 428 463 544 620 696 < 30

PumpsExternal pumps 8)

Fuel oil feed pump (4 bar) Fuel booster pump (8 bar)

m3/hm3/h

0.30 0.39 0.46 0.52 0.59 0.89 1.18 1.37 1.57 1.76

Starting air dataAir consumption per start, incl. air for jet assist (TDI) Nm3 1.0 1.2 1.4 1.6 1.8

L21/31

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MAN Diesel & Turbo

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 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 filters according to standard IEC Publication 225.Used sound calibrators are according to standard IEC Publication 942, class 1.

Definitions

Sound Pressure Level: LP = 20 x log P/P0 [dB] where P is the RMS value of sound pressure in 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 position ISO 2923

Measuring position ISO 45635

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References

References and guide-lines according to ISO 9611 and ISO 11689.

Operating Condition

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

Frequency Range

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

Introduction

This paper describes typical structure-borne noise levels from standard resiliently mounted MAN GenSets.

The levels can be used in the project phase as a reasonable basis for decisions concerning damping and insulation in buildings, engine rooms and surroundings in order to avoid noise and vibration problems.

05.45

General

D 10 25 0Description of Structure-borne Noise1671754-6.1Page 1 (1)

Fig 1 Structure-borne noise on resiliently mounted GenSets.

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1699964-7.0Page 1 (1) Sound Measurements D 10 25 0

L21/31

Engine and Exhaust Sound

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

** Measured in exhaust pipe with probe.

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

07.17

Number of cylinders 5 6 7 8 9

RPM 900 1000 900 1000 900 1000 900 1000 900 1000

Engine sound:

Mean sound pressure LpfA [dB] 99.0 100.1 100.2 105.2 - - - 105.5 - 105.7

Power [kW] 950 1000 1320 1200 - - - 1720 - 1935

Number of cylinders 5 6 7 8 9

RPM 900 1000 900 1000 900 1000 900 1000 900 1000

Exhaust sound: **

Sound pressure LpA [dB] 126.4 126.4 - - 133.6 - - 133 - -

Power kW 950 1000 - - 1400 - - 1720 - -

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

09.23

L21/31

Eng. type Moments of inertia Flywheel

Number of Conti nu ous Moments Engine Moments Mass Required cylinders rating required total + damper of inertia moment Jmin of inertia af ter fl y wheel*)

kW kgm2 kgm2 kgm2 kg kgm2

n = 900 rpm 5L21/31 1000 352 74 205 1051 736L21/31 1320 464 92 205 1051 1677L21/31 1540 542 116 205 1051 2218L21/31 1760 619 126 186**) 1216**) 3079L21/31 1980 697 127 208**) 1411**) 362 n = 1000 rpm

5L21/31 1000 285 115 205 1051 -6L21/31 1320 376 92 205 1051 797L21/31 1540 439 116 205 1051 1188L21/31 1760 502 126 186**) 1216**) 1909L21/31 1980 564 127 208**) 1411**) 229

*) Required moment of inertia after fl ywheel are based on use of the most common fl ywheel for each number af cylinders.

Following fl ywheels are available: J = 133 kgm² J = 164 kgm²

J = 205 kgm² J = 247 kgm²

**) Incl. fl exible coupling for two bearing alternator.

GenSet

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Basic Diesel Engine

B 10

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MAN Diesel & Turbo

General

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

The engine can be delivered as an in -line engine with 5 to 9 cyl ind ers.

For easy maintenance the cylinder unit consists of: the cylinder head, water jacket, cylinder liner, piston and connecting rod which can be removed as com-plete assemblies with possibility for maintenance by recycling. This allows shoreside reconditioning work which normally yields a longer time between major overhauls.

12.03 - Tier II

3700149-2.1Page 1 (7)

The engine is designed for an unrestricted load profile on HFO, low emission, high reliability and simple installation.

Engine Frame

The monobloc cast iron engine frame is designed to be very rigid. All the components of the engine frame are held under compression stress. The frame is designed for an ideal flow of forces from the cylin-der head down to the crankshaft and gives the outer shell low surface vibrations.

Two camshafts are located in the engine frame. The valve camshaft is located on the exhaust side in a very high position and the injection camshaft is located on the service side of the engine.

The main bearings for the underslung crankshaft are carried in heavy supports by tierods from the intermediate frame floor, and are secured with the bearing caps. These are provided with side guides and held in place by means of studs with hydraulically tightened nuts. The main bearing is equipped with replaceable shells which are fitted without scraping.

On the sides of the frame there are covers for ac-cess to the cam shafts and crankcase. Some covers are fitted with re lief valves which will operate if oil vapours in the crank case are ig nited (for in stance in the case of a hot bearing).

Base Frame

The engine and alternator are mounted on a rigid base frame. The alternator is considered as an in-tegral part during engine design. The base frame, which is flexibly mounted, acts as a lubricating oil reservoir for the engine.

Fig 1 Engine frame.

B 10 01 1

L21/31

General Description

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MAN Diesel & Turbo

12.03 - Tier II

3700149-2.1Page 2 (7)

Fig 2 Cylinder liner with fire land ring.

Interaction stepped piston/Fire land ring

The fire land ring which projects above the cylinder liner bore works together with the recessed piston crown of the stepped piston to ensure that burnt carbon deposits on the piston crown do not come into contact with the running surface of the cylinder liner. This prevents bore polishing where lube oil would not adhere properly.

Cooling

The coolant reaches the cylinder liner via a line that is connected to the cooling water jacket. The coolant flows through trimmed ducts in the cooling water jacket to the cooling areas in the cylinder liner, and fire land ring, and through holes on to the cooling chambers in the cylinder heads. The cylinder head, cooling water jacket and fire land ring can be drained together.

The fire land ring and cylinder head can be checked by using check holes in the cooling water jacket for gas and coolant leaks.

B 10 01 1

L21/31

General Description

Cylinder Liner

Cylinder liner/cooling water jacket/fire land ring

The cylinder liners, made of special centrifugal cast iron, are encased by a nodular cast iron cooling water jacket in the upper section. This is centered in the crankcase. The lower section of the cylinder liner is guided in the crankcase. The so-called fire land ring fits on the top of the cylinder liner.

The subdivision into 3 components i.e. the cylinder liner, cooling water jacket and fire land ring provides the best possible structure with reference to resist-ance to deformation, with regard to cooling and with regard to ensuring the minimum temperatures on certain component assemblies.

Fig 3 Interaction of fire land ring and stepped piston.

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MAN Diesel & Turbo

12.03 - Tier II

3700149-2.1Page 3 (7)

Cylinder Head

The cylinder head is of cast iron with an integrated charge air receiver, made in one piece. It has a bore-cooled thick walled bottom. It has a central bore for the fuel injection valve and 4 valve cross flow design, with high flow coefficient. Intensive water cooling of the nozzle tip area made it possible to omit direct nozzle cooling. The valve pattern is turned about 20° to the axis and achieves a certain intake swirl.

The cylinder head is tightened by means of 4 nuts and 4 studs which are screwed into the engine frame. The nuts are tight ened by means of hydraulic jacks.

The cylinder head has a screwed -on top cover. It has two basic functions: oil sealing of the rocker chamber and covering of the complete head top face.

All valve spindles are fitted with valve rotators which turn the spindles each time the valves are activated. The turning of the spindles ensures even temperature levels on the valve discs and prevents deposits on the seating surfaces.

The cylinder head is equipped with replaceable valve seat rings. The exhaust valve seat rings are water cooled in order to ensure low valve temperatures.

Valve Actuating Gear

The rocker arms are actuated through rollers, roller guides and push rods. The roller guides for inlet and exhaust valves are mounted in the water jacket part.

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

The valve actuating gear is pressure-feed lubricated from the centralized lubricating system, through the water jacket and cylinder head and from there into the rocker arm shaft to the rocker bearing.

Fuel Injection System

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

The injection pump unit is mounted on the engine frame. The pump unit consists of a pump housing embracing a roller guide, a centrally placed pump barrel and a plunger. The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger.

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

The high pressure pipe which is led through a bore in the cylinder head is surrounded by a shielding tube.

B 10 01 1

L21/31

General Description

Fig 4 Cylinder head.

Air Inlet and Exhaust Valves

The valve spindles are made of heat-re sist ant ma terial and the spindle seats are armoured with welded-on hard metal.

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MAN Diesel & Turbo

12.03 - Tier II

3700149-2.1Page 4 (7)

Fig 6 Connecting rod.

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

The complete injection equipment including injection pumps and high pressure pipes is well enclosed behind removable covers.

Piston

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

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

The piston has a cooling oil space close to the piston crown and the piston ring zone. The heat transfer, and thus the cooling effect, is based on the shaker effect arising during the piston movement. The cooling medium is oil from the engine’s lubricating oil system.

Oil is supplied to the cooling oil space through a bore in the connecting rod. Oil is drained from the cooling oil space through ducts situated diametrically to the inlet channels.

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

Connecting Rod

The connecting rod is of the marine head type.

The joint is above the connecting rod bearing. This means that the big-end bearing need not to be opened when pulling the piston. This is of advantage for the operational safety (no positional changes/no new adaption), and this solution also reduces the height dimension required for piston assembly / removal.

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

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

The bearing shells are of the precision type and are therefore to be fitted without scraping or any other kind of adaption.

B 10 01 1

L21/31

General Description

Fig 5 Piston.

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12.03 - Tier II

3700149-2.1Page 5 (7)

The small-end bearing is of the trimetal type and is pressed into the connecting rod. The bush is e quip ped with an inner circumferential groove, and a pocket for distribution of oil in the bush itself and for the supply of oil to the pin bosses.

Crankshaft and Main Bearings

The crank shaft, which is a one -piece forging, is suspended in underslung bearings. The main bea-rings are of the trimetal type, which are coated with a running layer. To attain a suitable bearing pres sure and vibration level the crank shaft is provided with counter weights, which are attached to the crank shaft by means of two hydraulic screws.

At the fly wheel end the crank shaft is fitted with a gear wheel which, through two inter mediate wheels, drives the cam shafts.

Also fitted here is a flexible disc for the connec tion of an alternator. At the oppo site end (front end) there is a gear wheel connec tion for lub. oil and water pumps.

Lubrica ting oil for the main bearings is supplied through holes drilled in the engine frame. From the main bearings the oil passes through bores in the crank shaft to the big-end bearings and then through channels in the con necting rods to lubricate the piston pins and cool the pistons.

Camshaft and Camshaft Drive

The inlet and exhaust valves as well as the fuel pumps of the engine are actuated by two camshafts.

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

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

The injection camshaft is located at the service side of the engine.

Both camshafts are designed as cylinder sections and bearing sections in such a way that disassembly of single cylinder sections is possible through the side openings in the crankcase.

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

The cam shafts are located in bearing bushes which are fitted in bores in the en gine frame; each bearing is re place able.

Front-End Box

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

The components can be exchanged by means of the clip on/clip off concept without removing any pipes. This also means that all connections for the engine, such as cooling water and fuel oil, are to be connected at the front end of the engine to ensure simple installation.

Governor

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

Monitoring and Control System

The engine is equipped with MAN Diesel & Turbo’s own design of safety and control system called SaCoSone. See “B 19 00 0 Safety, control and moni-toring system” and “B 19 00 0 Communication from the GenSet”

B 10 01 1

L21/31

General Description

Page 32: MAN L21 31 PowerPlant

MAN Diesel & Turbo

12.03 - Tier II

3700149-2.1Page 6 (7)

Turbocharger System

The turbocharger system of the engine, which is a constant pressure system, consists of an exhaust gas receiver, a turbocharger, a charge air cooler and a charge air receiver.

The turbine wheel of the turbocharger is driven by the engine exhaust gas, and the turbine wheel drives the turbocharger compressor, which is mounted on the common shaft. The compressor draws air from the engine room through the air filters.

The turbo charger forces the air through the char ge air cooler to the char ge air receiver. From the char-ge air re ceiver the air flows to each cylinder through the in let valves.

The charge air cooler is a compact two-stage tube -type coo ler with a large cooling sur face. The high temperature water is passed through the first stage of the charging air cooler and the low temperature water is passed through the second stage. At each stage of the cooler the water is passed two times through the cooler, the end cov ers be ing designed with partitions which cause the coo ling water to turn.

From the exhaust valves, the exhaust gas is led through to the exhaust gas receiver where the pulsatory pressure from the indi vidual cylinders is equalized and passed on to the turbocharger as a constant pressure, and further to the exhaust outlet and silencer ar range ment.

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

To avoid exces sive thermal loss and to ensure a reasonably low surface tem pera ture the exhaust gas receiver is in sulated.

Compressed Air System

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

The compressed air system comprises a dirt strainer, main starting valve and a pilot valve which also acts as an emergency valve, making it possible to start the engine in case of a power failure.

Fuel Oil System

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

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

Lubricating Oil System

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

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

The pump draws the oil from the sump in the base frame, and on the pressure side the oil passes through the lubricating oil cooler and the full-flow depth filter with a nominel fineness of 15 microns. Both the oil pump, oil cooler and the oil filter are placed in the front-end box. The system can also be equipped with a centrifugal filter.

Cooling is carried out by the low temperature coo ling water system and temperature regulation effected by a thermostatic three-way valve on the oil side.

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

B 10 01 1

L21/31

General Description

Page 33: MAN L21 31 PowerPlant

MAN Diesel & Turbo

12.03 - Tier II

3700149-2.1Page 7 (7)

Cooling Water System

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

Both the low and the high temperature systems are cooled by treated freshwater.

Only a one string cooling water system to the engine is required.

B 10 01 1

L21/31

General Description

Fig 7 Internal cooling water system.

The water in the low temperature system passes through the low temperature circulating pump which drives the water through the second stage of the charge air cooler and then through the lubricating oil cooler before it leaves the engine together with the high temperature water.

The high temperature cooling water system passes through the high temperature circulating pump and then through the first stage of the charge air cooler before it enters the cooling water jacket and the cylinder head. Then the water leaves the engine with the low temperature water.

Both the low and high temperature water leaves the engine through separate three-way thermostatic valves which control the water temperature.

The low temperature system (LT) is separately bleeded. The HT system is automatically bleeded to expansion tank.

It should be noted that there is no water in the en-gine frame.

Tools

The engine can optionally be delivered with all neces-sary tools for the overhaul of each specific plant. Most of the tools can be arranged on steel plate panels.

Turning

The engine is equipped with a manual turning device.

HT Circuit

Lub. oil cooler

Charge air cooler

LT Circuit

LT ther-mostate

HT ther-mostate

Page 34: MAN L21 31 PowerPlant
Page 35: MAN L21 31 PowerPlant

MAN Diesel & Turbo

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

L21/31

09.25

Page 36: MAN L21 31 PowerPlant
Page 37: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Main Particulars B 10 01 13700155-1.0Page 1 (1)

L21/31

11.36 - 220kW - WB2 - GenSet

Cycle : 4-stroke

Configuration : In-line

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

Power range : 1100-1980 kW

Speed : 900/1000 rpm

Bore : 210 mm

Stroke : 310 mm

Stroke/bore ratio : 1.48:1

Piston area per cyl. : 346 cm2

Swept volume per cyl. : 10.7 ltr.

Compression ratio : 16.5:1

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

Turbocharging principle : Constant pressure system and inter cool ing

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

Power lay-out

Speed

Mean piston speed

Mean effective pressure

Power per cylinder

rpm

m/sec.

bar

kW/cyl.

900

9.3

27.3

220

1000

10.3

24.6

220

MCR version

220 kW WB2

Page 38: MAN L21 31 PowerPlant
Page 39: MAN L21 31 PowerPlant

MAN Diesel & Turbo

P Freepassagebetweentheengines,width600mmandheight2000mm. Q Min.distancebetweenengines:2400mm(withoutgallery)and2600mm(withgalley)

* Dependingonalternator ** Weightincludedastandardalternator

Alldimensionsandmassesareapproximate,andsubjecttochangeswithoutpriornotice.

3700211-4.2Page1(1) Dimensions and Weights B 10 01 1

12.09-TierII/WB2

L21/31

Cyl.no

5(900rpm)5(1000rpm)

6(900rpm)6(1000rpm)

7(900/1000rpm)

**DryweightGenSet(t)

22.522.5

26.026.0

29.5

A(mm)

39593959

43144314

4669

*B(mm)

18201870

18702000

1970

*C(mm)

57795829

61846314

6639

H(mm)

31833183

31833183

3289

Cyl.no

5(900/1000rpm)

6(900/1000rpm)

7(900/1000rpm)

8(900/1000rpm)

9(900/1000rpm)

**DryweightGenSet(t)

22.5

26.0

29.5

33.0

36.5

A(mm)

4507

4862

5217

5572

5927

*B(mm)

2100

2100

2110

2110

2135

*C(mm)

6607

6962

7327

7682

8062

H(mm)

3183

3183

3289

3289

3289

1-Bearing

2-Bearing

Page 40: MAN L21 31 PowerPlant
Page 41: MAN L21 31 PowerPlant

MAN Diesel & Turbo

06.17

Centre of Gravity1687129-4.1Page 1 (1) B 10 01 1

L21/31

Engine Type

5L21/31

6L21/31

7L21/31

8L21/31

9L21/31

X - mm

1205

1470

1730

1925

2315

Y - mm

1235

1235

1235

1235

1235

Z - mm

0

0

0

0

0

The values are expected values based on alternator, make Uljanik. If an other alternator is chosen, the values will change.

Actual values is stated on General Arrangement.

Centre of gravity is stated for dry GenSet.

Page 42: MAN L21 31 PowerPlant
Page 43: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Overhaul Areas1683381-0.0Page 1 (2) B 10 01 1

L21/31

01.04

Fig 1 Dismantling height.

Engine Type

Cylinder Unit, complete:

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

H1 (mm)

3705

3245

H2 (mm)

3965

3505

Dismantling Height

H1 : For dismantling at the service side.

H2 : For dismantling passing the alternator. (Remaining cover not re moved).

Page 44: MAN L21 31 PowerPlant

MAN Diesel & Turbo

B 10 01 1 Overhaul Areas

L21/31

Dismantling Space

It must be considered that there is sufficient space for pulling the charge air cooler element, lubricating oil cooler, lubricating oil filter cartridge, lubricating pump and water pumps.

1683381-0.0Page 2 (2)

01.04

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

Page 45: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Firing Pressure Comparison B 10 01 1

L21/31

3700085-5.1Page 1 (1)

12.10 - Tier II

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

Output, 5 cyl kW/cyl 200

Output, 6-9 cyl kW/cyl 220

Engine speed rpm 900

Max Pressure 100%

-5

-4

-3

-2

-1

0

1

2

3

4

5

6

7

980 990 1000 1010 1020 1030

Del

ta m

ax p

ress

. [ba

r]

Barometric press. [mbar]

100

110

120

130

140

150

160

170

180

190

200

210

220

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

Indi

cato

r C

ock

[bar

]

Combustion Chamber [bar]

Page 46: MAN L21 31 PowerPlant
Page 47: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Firing Pressure Comparison B 10 01 1

L21/31

3700086-7.1Page 1 (1)

12.10 - Tier II

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

Output, 5 cyl kW/cyl 200

Output, 6-9 cyl kW/cyl 220

Engine speed rpm 1000

Max Pressure 100%

-5

-4

-3

-2

-1

0

1

2

3

4

5

6

7

980 990 1000 1010 1020 1030

Del

ta m

ax p

ress

. [ba

r]

Barometric press. [mbar]

100

110

120

130

140

150

160

170

180

190

200

210

220

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

Indi

cato

r C

ock

[bar

]

Combustion Chamber [bar]

Page 48: MAN L21 31 PowerPlant
Page 49: MAN L21 31 PowerPlant

MAN Diesel & Turbo

1607566-7.2Page 1 (1) Engine Rotation Clockwise B 10 11 1

General

10.39

Engine

Direction of rotation seen from flywheel end “Clockwise”

Alternator

Page 50: MAN L21 31 PowerPlant
Page 51: MAN L21 31 PowerPlant

Fuel Oil System

B 11

Page 52: MAN L21 31 PowerPlant
Page 53: MAN L21 31 PowerPlant

MAN Diesel & Turbo

1683378-7.4Page 1 (2) B 11 00 0

L21/31

Internal Fuel Oil System

11.48 - option

Fig 1 Diagram for fuel oil system.

Running-in Filter

The running-in filter has a fineness of 50 microns and is placed in the fuel inlet pipe. Its function is to remove impurities in the fuel pipe between safety filter and the engine in the running-in period.

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

It is adviced to install the filter every time the extern fuel pipe system has been dismantled, but it is important to remove the filter again when the extern fuel oil system is considered to be clean for any impurities.

Fuel Injection Equipment

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

General

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

– the running-in filter – the high-pressure injection equipment – the waste oil system

Pipe description

A1 Fuel oil inlet DN 20

A2 Fuel oil outlet DN 20

A3 Waste oil outlet to sludge tank DN 15

Flange connections are standard according to DIN 2501

A1 A3 A2

Drain box withfuel leakage alarm

Flywheel end

Cyl. 1

High pres-sure pipe

Injectionpump

Running-infilter

Page 54: MAN L21 31 PowerPlant

MAN Diesel & Turbo

The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangement reduces external surface tem pe-ra tures and the risk of fire caused by fuel leakage.

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

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

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

The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore in the cylinder head.

This bore has an external connection to lead the leak oil from the injection valve and high-pres sure pipe to the waste oil system, through the double walled pressure pipe.

A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any mal func tion of the bottom rubber sealing ring due to leak oil.

Waste Oil System

Waste and leak oil from the hot box, fuel injection valves, fuel injection pumps and high-pressure pipes, is led to the fuel leakage alarm unit, from which it is drained into the sludge tank.

B 11 00 0

L21/31

Internal Fuel Oil System 1683378-7.4Page 2 (2)

11.48 - option

The leakage alarm unit consists of a box, with a float switch for level monitoring. In case of a leakage, larger than normal, the float switch will initiate an alarm. Thesupply fuel oil to the engine is led through the leakage alarm unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil.

Sludge tank

In normal operation no fuel should leak out from the components of the fuel system. In connection with maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection.

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

The tank and the pipes must be heated and insu-lated, unless the installation is designed for operation exclusively on MDO/MGO.

Data

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

Fuel oil consumption for emissions standard is stated in B 11 01 0.

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

Page 55: MAN L21 31 PowerPlant

MAN Diesel & Turbo

3700162-2.0Page 1 (2) B 11 00 0

L21/31

Internal Fuel Oil System

11.39 - Standard

Fig 1 Diagram for fuel oil system.

Running-in Filter

The running-in filter has a fineness of 50 microns and is placed in the fuel inlet pipe. Its function is to remove impurities in the fuel pipe between safety filter and the engine in the running-in period.

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

It is adviced to install the filter every time the ex-ternal fuel pipe system has been dismantled, but it is important to remove the filter again when the extern fuel oil system is considered to be clean for any impurities.

Fuel Injection Equipment

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

General

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

– the running-in filter – the high-pressure injection equipment – the waste oil system

Pipe description

A1 Fuel oil inlet DN 20

A2 Fuel oil outlet DN 20

A3A Clean leak oil to service tank DN 15

A3B Waste oil outlet to sludge tank DN 15

Flange connections are standard according to DIN 2501

A3A A2A1

CYL. 1Flywheel end

0.05 bar

LAH42

40PAL

40TE

Drain box withfuel leakage alarm.

Running in filter(to be removedbefore ship/plant delivery)

40TI

40PI

40PT

A3B

Pulsationdamper

Injectionpump

High pressurepipe with drain

Max.50µ

Page 56: MAN L21 31 PowerPlant

MAN Diesel & Turbo

The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangement reduces external surface tem pe-ra tures and the risk of fire caused by fuel leakage.

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

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

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

The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore in the cylinder head.

This bore has an external connection to lead the leak oil from the injection valve and high-pres sure pipe to the waste oil system, through the double walled pressure pipe.

A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any mal func tion of the bottom rubber sealing ring due to leak oil.

Waste Oil System

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

The leakage alarm unit consists of a box, with a float switch for level monitoring. In case of a leakage, larger than normal, the float switch will initiate an alarm. Thesupply fuel oil to the engine is led through the leakage alarm unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil.

B 11 00 0

L21/31

Internal Fuel Oil System 3700162-2.0Page 2 (2)

11.39 - Standard

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

Clean leak fuel tank

Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate clean leakfuel tank, from where it can be pumped to the service tank and reused without separation. The pipes from the engine to the clean leak fuel tank should be ar-ranged continuously sloping. The tank and the pipes must be heated and insulated, unless the installation is designed for operation exclusively on MDO/MGO.

The leak fuel piping should be fully closed to prevent dirt from entering the system.

Sludge tank

In normal operation no fuel should leak out from the components of the fuel system. In connection withmaintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection.

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

The tank and the pipes must be heated and insu-lated, unless the installation is designed for operation exclusively on MDO/MGO.

Data

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

Fuel oil consumption for emissions standard is stated in B 11 01 1.

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

Page 57: MAN L21 31 PowerPlant

Heavy fuel oil (HFO) specification

PrerequisitesMAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table 1, pro-viding the engine and fuel processing system have been designed accord-ingly. To ensure that the relationship between the fuel, spare parts andrepair / maintenance costs remains favorable at all times, the following pointsshould be observed.

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

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

Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table 1.The entries in the last column of Table 1 provide important background infor-mation and must therefore be observed.

Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shown in Fig. 1. All qualities inthese specifications up to K700 can be used, providing the fuel preparationsystem has been designed accordingly. To use any fuels, which do not com-ply with these specifications (e.g. crude oil), consultation with Technical Serv-ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with amaximum density of 1,010 kg/m3 may only be used if up-to-date separatorsare installed.

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

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents

Origin/Refinery process

Specifications

Important

Blends

2011

-06-

21 -

de

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

MAN Diesel & Turbo 3.3.3

6680 3.3.3-01 EN 1 (12)

Page 58: MAN L21 31 PowerPlant

(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.

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

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

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

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

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

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

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

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

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

Coke residue (Conrad-son)

Weight % max. 20 Combustion properties

Sulphur content 5 orlegal requirements

Sulphuric acid corrosion

Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing

Water content Vol. % 0.5 Heavy fuel oil processing

Sediment (potential) Weight % 0.1

Aluminium and siliciumcontent (total)

mg/kg max. 60 Heavy fuel oil processing

Acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Used lubricating oil(ULO)

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

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

Leak oil collector

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

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2011

-06-

21 -

de

3.3.3 MAN Diesel & Turbo

2 (12) 6680 3.3.3-01 EN

Page 59: MAN L21 31 PowerPlant

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

Combustion properties

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

Heavy fuel oil processing

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

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

2011

-06-

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Heav

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il (H

FO) s

peci

ficat

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6680

3.3

.3-0

1Ge

nera

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MAN Diesel & Turbo 3.3.3

6680 3.3.3-01 EN 3 (12)

Page 60: MAN L21 31 PowerPlant

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

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

2011

-06-

21 -

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3.3.3 MAN Diesel & Turbo

4 (12) 6680 3.3.3-01 EN

Page 61: MAN L21 31 PowerPlant

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

2011

-06-

21 -

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Heav

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el o

il (H

FO) s

peci

ficat

ion

6680

3.3

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

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

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

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

The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of theengine must be observed. This is the only way to ensure efficient atomisationand mixture formation and therefore low-residue combustion. This also pre-vents mechanical overloading of the injection system. For the prescribedinjection viscosity and/or the required fuel oil temperature upstream of theengine, refer to the viscosity temperature diagram.

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

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

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 °C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavyfuel oil has a high concentration of foreign matter, or if fuels in accordancewith ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks willbe required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.

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

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

Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

Separators

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

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

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

rate

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

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

If processing is carried out in accordance with the MAN Diesel specificationsand the correct separators are chosen, it may be assumed that the resultsstated in the table entitled "Achievable proportion of foreign matter andwater" for inorganic foreign matter and water in the heavy fuel oil will be ach-ieved at the engine inlet.

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

Definition Particle size Quantity

Inorganic foreign matterincluding catalyst particles

< 5 µm < 20 mg/kg

Al+Si content -- < 15 mg/kg

Water content -- < 0.2 % by vol. %

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

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

Water

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

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

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

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

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

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

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

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

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

If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the tempera-ture is not at least 10 °C above the pour point, pump problems will occur.For more information, also refer to “Low-temperature behaviour(ASTM D 97)”.

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

Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour(ASTM D 97)

Pump characteristics

Combustion properties

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

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

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

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

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

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

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

Ignition quality

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

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

CCAI Calculated Carbon AromaticityIndex

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

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

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

The CCAI can be calculated using the following formula:

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

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

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

Sulphuric acid corrosion

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

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

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

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

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

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

Precombustion additives ▪ Dispersing agents/stabil-isers

▪ Emulsion breakers

▪ Biocides

Combustion additives ▪ Combustion catalysts(fuel savings, emissions)

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

▪ Soot removers (exhaust-gas system)

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

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

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

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

Compatibility

Blending the heavy fuel oil

Additives for heavy fuel oils

Heavy fuel oils with lowsulphur content

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

Our department for fuels and lubricating oils (Augsburg factory, departmentEQC) will be pleased to provide further information on request.

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

Sampling

Analysis of samples

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Diesel oil (MDO) specification

Marine diesel oilMarine diesel oil, marine diesel fuel.

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

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

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

Properties Unit Testing method Designation

ISO-F specification DMB

Density at 15 °C kg/m3 ISO 3675 900

Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2,0< 11 *

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

Pour point (summer quality) °C < 6

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

Total sediment content % by weight ISO CD 10307 0.10

Water content % by vol. ISO 3733 < 0.3

Sulphur content % by weight ISO 8754 < 2.0

Ash content % by weight ISO 6245 < 0.01

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

Cetane number or cetane index - ISO 5165 > 35

Hydrogen sulphide mg/kg IP 570 < 2

Acid value mg KOH/g ASTM D664 < 0.5

Oxidation resistance g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Copper strip test - ISO 2160 < 1

Other specifications:

British Standard BS MA 100-1987 Class M2

ASTM D 975 2D

ASTM D 396 Nr. 2

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

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

Other designations

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

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

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

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

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

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

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

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

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

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

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

Lubricity

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Gas oil / diesel oil (MGO) specification

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

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

Military specificationDiesel oils that satisfy specification F-75 or F-76 may be used.

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

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

Properties Unit Test procedure Typical value

Density at 15 °Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

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

≥ 2≤ 6.0

Filterability*

in summer andin winter

°C°C

DIN EN 116DIN EN 116

≤ 0≤ -12

Flash point in closed cup °C ISO 2719 ≥ 60

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

Water content Vol. % ISO 3733 ≤ 0.05

Sulphur content

weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Cetane number or cetane index - ISO 5165 ≥ 40

Copper strip test - ISO 2160 ≤ 1

Other specifications:

British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D

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

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

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

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

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

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

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

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

Use of diesel oil

Viscosity

Lubricity

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Bio fuel specification

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

Biofuel is derived from oil plants or old cooking oil.

ProvisionTransesterified and non-transesterified vegetable oils can be used.

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

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

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

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

Properties/Characteristics Unit Test method

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

Flash point > 60 °C DIN EN 22719

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

DIN 51900-3

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

DIN EN ISO 3104

Cetane number > 40 FIA

Coke residue < 0.4% DIN EN ISO 10370

Sediment content < 200 ppm DIN EN 12662

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

Phosphorous content < 15 ppm ASTM D3231

Na and K content < 15 ppm DIN 51797-3

Ash content < 0.01% DIN EN ISO 6245

Water content < 0.5% EN ISO 12537

Iodine number < 125g/100g DIN EN 14111

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

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

EN 116

Table 1: Non-transesterified bio-fuel - Specifications

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

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

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MAN Diesel & Turbo

Explanatory notes for biofuel

General

11.01

3700063-9.0Page 1 (2)

Operation with biofuel

Please contact MAN Diesel & Turbo at an early stage of project.

Requirements on plant side

Biofuel has to be divided into 3 categories.

Categori 1 - transesterified biofuel

For example:

• Biodiesel (FAME)

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

Categori 2 - not transesterified biofuel and pour point below 20° C

For example:

• Vegetable oil• Rape-seed oil

Not transesterified biofuel with pour point below 20° C is comparable to HFO (ISO-F-RM), therefore standard layout of fuel oil system for HFO-operation to be used.

Categori 3 - not transesterified biofuel and pour point above 20° C

For example:

• Palm oil• Stearin• Animal fat• Frying fat

B 11 00 0

Caution:Not transesterified biofuel with a pour point above 20° C carries a risk of flocculation and may clog up pipes and filters unless special precautions are taken.

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

• In general no part of the fuel oil system must be cooled down below pour pont of the used biofuel.

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

• Sensor pipes to be isolated or heated and located near to main pipes.

• To prevent injection nozzles from clogging indi-cator filter size 0.010 mm has to be used instead of 0.034 mm.

Additionally:

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

• A second fuel type has to be provided of cate-gory 1 or 2.Due to the risk of clogging it is needed before each stop of the engine, to change over to a second fuel type of category 1 or 2 and to operate the engine until the danger of clogging of the fuel oil system no longer exists.

Page 76: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Explanatory notes for biofuel

General

11.01

3700063-9.0Page 2 (2)B 11 00 0

Requirements on engine

• Injection pumps with special coating and with sealing oil system.

• Fuel pipes and leak fuel pipes must be equipped with heattracing (not to be applied for biofuel category 1). Heattracing to be applied for biofuel category 2 outside covers of injection pump area and for biofuel category 3 also inside injection pump area.

• Inlet valve lubrication (L32/40)

• Nozzle cooling to be appied for biofuel category 2 and 3. (L32/40)

• Charge air temperature before cylinder 55° C to minimize ignition delay.

Please be aware

• Depending on the quality of the biofuel, it may be necessary to carry out one oil change per year (this is not taken into account in the details concerning lubricating oil consumption).

• An addition to the fuel oil consumption is ne-cessary:

2 g/kWh addition to fuel oil consumption (see chapter fuel oil consumption)

• Engine operation with fuels of low calorific value like biofuel, requires an output reduction:

• LCV ≥ 38 MJ/kg Power reduction 0%

• LCV ≥ 36 MJ/kg Power reduction 5%

• LCV ≥ 35 MJ/kg Power reduction 10%

Page 77: MAN L21 31 PowerPlant

Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)

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

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

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

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

≥ 12 126 (line c)

≤ 14 119 (line d)

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

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

2011

-03-

25 -

de

Visc

osity

-tem

pera

ture

dia

gram

(VT

diag

ram

)Vi

scos

ity-t

empe

ratu

re d

iagr

am (V

T di

agra

m)

Gene

ral

MAN Diesel & Turbo 3.3.4

6680 3.3.4-01 EN 1 (2)

Page 78: MAN L21 31 PowerPlant

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

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

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

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

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

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

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

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

▪ 60 °C at the most with MDO (DMC).

A fuel cooler must therefore be installed.

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

Visc

osity

-tem

pera

ture

dia

gram

(VT

diag

ram

)Vi

scos

ity-t

empe

ratu

re d

iagr

am (V

T di

agra

m)

Gene

ral

2011

-03-

25 -

de

3.3.4 MAN Diesel & Turbo

2 (2) 6680 3.3.4-01 EN

Page 79: MAN L21 31 PowerPlant

MAN Diesel & Turbo

1699177-5.1Page 1 (1)

Guidelines Regarding MAN Diesel & Turbo GenSets Operating on Low Sulphur Fuel Oil

General

10.16

Exhaust emissions from marine diesel engines have been the focus of recent legislation. Apart from nitrous oxides (NOx), sulphur oxides (SOx) are considered to be the most important pollution factor. A range of new regulations have been implemented and others will follow (IMO, EU Directive, and CARB). These regulations demand reduction of SOx emissions by restricting the sulphur content of the fuel. That is to say sulphur limits for HFO as well as mandatory use of low sulphur distillate fuels for particular ap-plications. This guideline covers the engine related aspects of the use of such fuels.

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 specific to low sulphur HFO. This may change in the future if new methods are applied for the production of low sulphur HFO (desulphuriza-tion, uncommon blending components). MAN Diesel & Turbo 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.

Low sulphur distillates

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

Running on low sulphur fuel (< 0.1% S) will not cause problems, but please notice the following restrictions:

In order to avoid seizure of the fuel oil injection pump components the viscosity at engine fuel oil inlet must be > 2.0 cSt. In order achieve this it may be necessary to install a fuel oil cooler, when the engine is running on MGO. This is both to ensure correct viscosity and avoid heating up the service tank, which is important as the fuel oil injection pumps are cooled by the fuel.

When operating on MDO/MGO a larger leak oil amount from fuel oil injection pumps and fuel oil injection valves can be expected compared to op-eration on HFO.

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

For the selection of the lubricating oil the same ap-plies as for HFO. For temporary operation on distillate fuels including low sulphur distillates nothing has to be considered. A lubricating oil suitable for operation on diesel fuel should only be selected if a distillate fuel is used continuously.

B 11 00 0

Page 80: MAN L21 31 PowerPlant
Page 81: MAN L21 31 PowerPlant

MAN Diesel & Turbo

B 11 00 03700222-2.0Page 1 (1)

General

Fuel Injection Valve

12.04

Fig 1 Fuel injection valve

Fuel Injection Valve

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

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

Leak oil from the fuel valve or from a possible defec-tive high pressure pipe is led to the bore for the lance in the cylinder head. From here a pipe will drain the fuel to the leakage alarm and further to the leak oil connection. From here the HFO can be led to leak oil tank and MDO/MGO to the day tank.

Nozzle complete

Sleeve

Lance

Fuel inlet

Needle

Page 82: MAN L21 31 PowerPlant
Page 83: MAN L21 31 PowerPlant

MAN Diesel & Turbo

1683324-8.1Page 1 (1)

General

Fuel Injection Pump

12.04

B 11 02 1

Fig 1 Fuel injection pump

Roller

To injection valve

Delivery valveDelivery valve housing

Barrel

Fuel

Fuel rack

Lub oil

Fuel Injection Pump

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

The barrel is installed with seals on the outer circum-ference at various levels to avoid leakages and to give the possibility to drain fuel from the lower part of the barrel bore.

At the same time it also gives the possibility to add sealing oil to minimize fuel contamination of the lubricating oil.

The injection amount of the pump is regulated by transversal displacement of a toothed rack in the side of the pump housing. By means of a gear ring, the pump plunger with the two helical millings, the cutting-off edges, is turned whereby the length of the pump stroke is reckoned from when the plunger closes the inlet holes until the cutting-off edges again uncover the holes.

A delivery valve is installed on top of the barrel. In the delivery valve housing a second valve is installed. This valve will open for oscillating high pressure waves between the needle in the fuel injection valve and the delivery valve on the pump, causing the needle in the fuel valve to stay closed after the injection is finished. This will reduce formation of carbon around the nozzle tip and save fuel.

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

The rack for fuel control is shaped as a piston at one end. The piston works inside a cylinder. When the cylinder is pressurized, the fuel rack will go to zero and the engine will stop.

L16/24 L21/31 GenSet /Prop L27/38 GenSet /Prop

Page 84: MAN L21 31 PowerPlant
Page 85: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Fuel Oil Filter Duplex

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

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

GenSets with conventional fuel injection system must have fuel oil filter duplex with a fineness of max. 34 microns (sphere passing mesh) installed as close as possible to each GenSet.

GenSets with a common rail fuel injection system require a fuel oil filter duplex with a fineness of max. 25 microns (sphere passing mesh) installed as closeas possible to each GenSet.

Note! A filter surface load of 1 litre/cm² per hour must not be exceeded !

1679744-6.5Page 1 (1) Fuel Oil Filter Duplex

General

11.37 - ny

E 11 08 1

Fig 1 Fuel oil filter duplex.

Fuel oil filter duplex - Star-pleated element25 microns 34 microns

(sphere passing mesh) (sphere passing mesh)

HFO12-18 cSt

MDO2,5-14 cSt

MGO1,5-6 cSt

HFO12-18 cSt

MDO2,5-14 cSt

MGO1,5-6 cSt

litres/h litres/h litres/h litres/h litres/h litres/h

DN25 652 652 652 652 652 652

DN32 1.000 1.000 1.000 1.000 1.000 1.000

DN40 1.844 1.844 1.844 1.844 1.844 1.844

DN50 2.337 2.337 2.337 2.337 2.337 2.337

DN65 3.885 3.885 3.885 3.885 3.885 3.885

Filter area (cm2) Filter area (cm2)

DN25 652 652 652 652 652 652

DN32 1.000 1.000 1.000 1.000 1.000 1.000

DN40 1.844 1.844 1.844 1.844 1.844 1.844

DN50 2.337 2.337 2.337 2.337 2.337 2.337

DN65 3.885 3.885 3.885 3.885 3.885 3.885

Pressure drop (bar) Pressure drop (bar)

DN25 0,011 0,011 0,009 0,009 0,009 0,008

DN32 0,01 0,009 0,008 0,008 0,008 0,007

DN40 0,011 0,01 0,009 0,009 0,009 0,008

DN50 0,01 0,009 0,008 0,009 0,008 0,008

DN65 0,01 0,009 0,008 0,008 0,007 0,007

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10.04

Description

The fuel change-over system consists of two remote controlled and interconnected 3-way valves, which are installed immediately before each GenSet. The 3-way valves “V1-V2” are operated by a electric/pneumatically actuator of the simplex type, with spring return and a common valve control box for all GenSets.

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

General

HFO/MDO Changing Valves (V1 and V2) E 11 10 11624467-7.3Page 1 (2)

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

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

Valve Control Box

Electrical power supply to the valve control box is 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz, depending onthe plant specification, and is established in form ofa single cable connection from the switchboard.

Due to a built-in transformer, the power supply vol-tage will be converted to a 24 V DC pilot voltage for serving the relays, contactors, and indication lamps.

Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.

Furthermore the 24 V DC pilot voltage is used for operating the fuel changing valves with a electric/pneumatically operated actuator of the simplex type with spring return.

PIFilter

MDO/MGO

Valve V2

Outlet engineInlet engine

MDO/MGO position: De-energized

HFOHFO

Valve V1

MDO/MGO

Reductionvalve

Water trap

Air pressure: 6 bar

Air consumptionper stroke : 1.1 litre

A1 A2

Valvecontrol box

PIFilter

MDO/MGO

Valve V2

Outlet engineInlet engine

HFO position: Energized

HFOHFO

Valve V1

MDO/MGO

Reductionvalve

Water trap

Air pressure: 6 bar

Air consumptionper stroke : 1.1 litre

A1 A2

Valvecontrol box

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10.04

E 11 10 1

General

HFO/MDO Changing Valves (V1 and V2) 1624467-7.3Page 2 (2)

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

In the event of a black-out, or other situations resulting in dead voltage potential, will the remote controlled and interconnected 3-way valves at each GenSet be de-energized and automatically change over to the MDO/MGO-position, due to the built-in return spring The internal piping on the GenSets will then, within a few seconds, be flushed with MDO/MGO and be ready for start up.

Page 89: MAN L21 31 PowerPlant

Lubrication Oil System

B 12

Page 90: MAN L21 31 PowerPlant
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1683379-9.6Page 1 (3) Internal Lubricating Oil System B 12 00 0

L21/31

09.40

Fig 1 Diagram for internal lubricating oil system.

Pipe description for connection at the engine

DN25

DN25

DN65

DN50

DN40

Lubricating oil from separator

Lubricating oil to separator

Oil vapour discharge*

Lubricating oil overflow

Venting pipe turbocharger bearings

C3

C4

C13

C15

C30

Flange connections are standard according to DIN 2501

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

General

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

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

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

The standard engine is equipped with:

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

Oil Quantities

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

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

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

This oil return may cause level alarm HIGH.

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

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09.40

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

L21/31

Lubricating Oil Consumption

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

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

Quality of Oil

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

System Flow

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

The main groups of components to be lubricated are:

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

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

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

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

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

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

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

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

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

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

Lubricating Oil Pump

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

Lubricating Oil Cooler

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

Thermostatic Valve

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

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B 12 00 0

09.40

Internal Lubricating Oil System

L21/31

1683379-9.6Page 3 (3)

Built-on Full-flow Depth Filter

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

Pre-lubrication

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

Draining of the Oil Sump

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

Oil Level Switches

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

Optionals

Centrifugal bypass filter can be built-on.

Branch for centrifugal by-pass filter is standard.

Data

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

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

Page 94: MAN L21 31 PowerPlant
Page 95: MAN L21 31 PowerPlant

MAN Diesel & Turbo

B 12 00 0

12.03

Crankcase Ventilation

General

1699270-8.4Page 1 (2)

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 fitted with corrosion resistant flame screen separately for each engine.

However, if a manifold arrangement is used, its ar-rangements are to be as follows:

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

2) The manifold is to be located as high as prac-ticable so as to allow a substantial length of piping, which separates the crankcase on the individual engines.

3) The manifold is to be vented to the open air, so 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 ag-gregate area of the individual crankcase vent pipes entering the manifold.

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

The ventilation pipe must 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 / C30) and the ventilation pipe must be flexible.

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

– A continuous drain must be installed near the engine. The drain must be led back to the sludge tank.

EngineNominal Diameter ND (mm)

A B C

L16/24 50 65

L21/31 65 40 80

L23/30H 50 - 65

L27/38 100 - 100

L28/32H 50 - 65

V28/32H 100 - 125

L32/40 125 50 125

V28/32S 100 - 125

Fig 1 Crankcase ventilation. Fig 2 Pipe diameters for crankcase ventilation.

C30C13

B

B

A

A

C

C

*

*

Connectioncrankcase vent

Connectionturbocharger vent

* Condensate trap,continuously open

Sludge tankSludge tank

Fromcrankcase

Fromcrankcase

Ventilationpipe

Ventilationpipe

Page 96: MAN L21 31 PowerPlant

MAN Diesel & Turbo

– 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.

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

The crankcase ventilation flow rate is in the range of3.5 – 5.0 ‰ of the combustion air flow rate [m³/h] at100 % engine load.

If the combustion air flow rate at 100 % engine load isstated in [kg/h] this can be converted to [m³/h] with the following formula (Tropic Reference Condition) :

287.04 [Nm/(kg•K)] • Mass flow [kg/h] • 318.16 [°K]1 [bar] • 100000 [N/m²]

Example :

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

287.04 [Nm/(kg•K)] • 6000 [kg/h] • 318.16 [°K]1 [bar] • 100000 [N/m²]

= 5479 [m³/h]

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

The maximum crankcase backpressure measured right after the engine at 100 % engine load must not exceed 3.0 [mbar] = 30 [mmWC].

B 12 00 0

12.03

Crankcase Ventilation

General

1699270-8.4Page 2 (2)

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B 12 07 0Prelubricating Pump1655289-8.8 Page 1 (1)

04.46 - NG

General

The engine is as stand ard equip ped with an electric driv en pump for pre lub ri cat ing be fo re start ing.

The pump is self-prim ing.

The engine must always be pre lub ri cat ed 2 mi nut es prior to start if the automatic con ti nuous pre lub ri cat-ing has been switched off.

Full-loadcurrentAmp.

m3/h rpmkW

StartcurrentAmp.

Pump

type

No of

cyl.

L16/24

L21/31

L27/38

Electric motor 3x380 V, 50 Hz

The automatic control of prelubricating must be made by the customer or can be ordered from MAN B&W, Holeby.

The voltage for the automatic control must be sup-plied from the emergency switchboard in order to secure post- and prelubrication in case of a critical situation. The engines can be restarted within 20 min. after prelubrication have failed.

Engine

type

5-6-7-8-9

5-6-7-8-9

5-6-7-8-9

Make: IMO

Type:

ACD025N6 IRBP

Make:

Type:

R35/40 FL-Z-DB-SO

Make: WP

Type:

R35/40 FL-Z-DB-SO

2.2

6.82

6.82

2820

2900

2900

0.55

3.0

3.0

6.8

47.0

47.0

1.5

6.3

6.3

Full-loadcurrentAmp.

m3/h rpmkW

StartcurrentAmp.

Pump

type

No of

cyl.

L16/24

L21/31

L27/38

Electric motor 3x440 V, 60 Hz

Engine

type

5-6-7-8-9

5-6-7-8-9

5-6-7-8-9

Make: IMO

Type:

ACD025N6 IRBP

Make:

Type:

R35/40 FL-Z-DB-SO

Make: WP

Type:

R35/40 FL-Z-DB-SO

2.6

8.19

8.19

3360

3480

3480

0.75

3.45

3.45

7.2

46.0

46.0

1.6

5.9

5.9

Page 98: MAN L21 31 PowerPlant
Page 99: MAN L21 31 PowerPlant

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

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

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

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

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

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

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

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

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

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

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

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

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

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

< 0.2

Evaporation loss Weight % - < 2

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

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

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

Base oil

Medium alkalinity lubricatingoil

2012

-02-

23 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

MAN Diesel & Turbo 3.3.6

6680 3.3.6-01 EN 1 (5)

Page 100: MAN L21 31 PowerPlant

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

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

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

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

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

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

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

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

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

Lubricating oil selection

Engine SAE class

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

40

Table 2: Viscosity (SAE class) of lubricating oils

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

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

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

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

Additives

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Neutralisation properties(BN)

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

2012

-02-

23 -

de

3.3.6 MAN Diesel & Turbo

2 (5) 6680 3.3.6-01 EN

Page 101: MAN L21 31 PowerPlant

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

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

50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficientwith a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).

Table 3: Base number to be used for various operating conditions

To comply with the emissions regulations, the sulphur content of fuels usednowadays varies. Fuels with a low-sulphur content must be used in environ-mentally-sensitive areas (SECA). Fuels with a higher sulphur content may beused outside SECA zones. In this case, the BN number of the lubricating oilselected must satisfy the requirements for operation using fuel with a high-sulphur content. A lubricating oil with low BN number may only be selected iffuel with a low-sulphur content is used exclusively during operation.However, the results obtained in practiсe that demonstrate the most efficientengine operation are the factor that ultimately determines, which additivefraction is permitted.

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

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

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump. If this oil is not available when filling, 15W40 oilcan be used instead in exceptional cases. In this case, it makes no differencewhether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

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

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

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

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

Operation with low-sulphurfuel

Cylinder lubricating oil

Speed governor

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

2012

-02-

23 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

MAN Diesel & Turbo 3.3.6

6680 3.3.6-01 EN 3 (5)

Page 102: MAN L21 31 PowerPlant

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

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

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

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

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

Limit value Procedure

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

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

Flash point (PM) At least 185 ℃ ISO 2719

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

ISO 3733 or ASTM D 1744

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

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

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

Table 4: Limit values for used lubricating oil

TestsWe can analyse lubricating oil for customers at our laboratory. A 0.5 l sampleis required for the test.

ManufacturerBase Number (mgKOH/g)

20 30 40 50

AEGEAN — — Alfamar 430 Alfamar 440 Alfamar 450

AGIP — — Cladium 300 Cladium 400 — —

Temporary operation withgas oil

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

2012

-02-

23 -

de

3.3.6 MAN Diesel & Turbo

4 (5) 6680 3.3.6-01 EN

Page 103: MAN L21 31 PowerPlant

ManufacturerBase Number (mgKOH/g)

20 30 40 50

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

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

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

CHEVRON (Texaco, Caltex)

Taro 20DP40Taro 20DP40X

Taro 30DP40Taro 30DP40X

Taro 40XL40Taro 40XL40X

Taro 50XL40Taro 50XL40X

EXXON MOBIL — —— —

Mobilgard M430Exxmar 30 TP 40

Mobilgard M440Exxmar 40 TP 40

Mobilgard M50

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

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

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

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

TOTAL LUBMAR-INE

— — Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055

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

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

2012

-02-

23 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

MAN Diesel & Turbo 3.3.6

6680 3.3.6-01 EN 5 (5)

Page 104: MAN L21 31 PowerPlant
Page 105: MAN L21 31 PowerPlant

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil(MGO/MDO) and biofuels

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

Doped lubricating oils (HD oils) have a proven track record as lubricants forthe drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-cating oils contain additives that, amongst other things, ensure dirt absorp-tion capability, cleaning of the engine and the neutralisation of acidic com-bustion products.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the tables below.

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

The base oil must comply with the following limit values, particularly in termsof its resistance to ageing.

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

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

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

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

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

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

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

< 0.2

Evaporation loss Weight % - < 2

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

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

The base oil to which the additives have been added (doped lubricating oil)must have the following properties:

The additives must be dissolved in the oil, and their composition must ensurethat as little ash as possible remains after combustion.

Base oil

Compounded lubricating oils(HD oils)Additives

2012

-02-

23 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

MAN Diesel & Turbo 3.3.5

6680 3.3.5-01 EN 1 (5)

Page 106: MAN L21 31 PowerPlant

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

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

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion.

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

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

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

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

Lubricating oil selection

Engine SAE class

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

40

Table 2: Viscosity (SAE class) of lubricating oils

We recommend doped lubricating oils (HD oils) according to internationalspecifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mgKOH/g. Military specification O-278 lubricating oils may be used.

The operating conditions of the engine and the quality of the fuel determinethe additive fractions the lubricating oil should contain. If marine diesel oil isused, which has a high sulphur content of 1.5 up to 2.0 weight %, a basenumber of appr. 20 should be selected. However, the operating results thatensure the most efficient engine operation ultimately determine the additivecontent.

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

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

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump. If this oil is not available when filling, 15W40 oilcan be used instead in exceptional cases. In this case, it makes no differencewhether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

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

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Doped oil quality

Cylinder lubricating oil

Speed governor

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

2012

-02-

23 -

de

3.3.5 MAN Diesel & Turbo

2 (5) 6680 3.3.5-01 EN

Page 107: MAN L21 31 PowerPlant

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

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

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused for as long as the oil properties remain within the defined limit values(see table entitled "Limit values for used lubricating oil“). An oil sample mustbe analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).

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

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

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

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

TestsWe can analyse lubricating oil for customers at our laboratory. A 0.5 l sampleis required for the test.

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

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

Temporary operation withgas oil

2012

-02-

23 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

MAN Diesel & Turbo 3.3.5

6680 3.3.5-01 EN 3 (5)

Page 108: MAN L21 31 PowerPlant

Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)

AGIP Cladium 120 - SAE 40

Sigma S SAE 40 2)

BP Energol DS 3-154

CASTROL Castrol MLC 40

Castrol MHP 154

Seamax Extra 40

CHEVRON Texaco(Texaco, Caltex)

Taro 12 XD 40

Delo 1000 Marine SAE 40

Delo SHP40

EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHC

Mobilgard ADL 40

Delvac 1640

PETROBRAS Marbrax CCD-410

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL Gadinia 40

Gadinia AL40

Sirius X40 2)

Rimula R3+40 2)

STATOIL MarWay 1540

MarWay 1040 2)

TOTAL LUBMARINE Disola M4015

Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil anddiesel fuel

1)If marine diesel oil is used, which has a very high sulphur content of 1.5 upto 2.0 weight %, a base number of appr. 20 should be selected.2) With a sulphur content of less than 1 %

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

Limit value Procedure

Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445

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

Flash point (PM) At least 185 ℃ ISO 2719

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

ISO 3733 or ASTM D 1744

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

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

2012

-02-

23 -

de

3.3.5 MAN Diesel & Turbo

4 (5) 6680 3.3.5-01 EN

Page 109: MAN L21 31 PowerPlant

Limit value Procedure

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

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

When operating with biofuels:biofuel fraction

max. 12 % FT-IR

Table 4: Limit values for used lubricating oil

2012

-02-

23 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

MAN Diesel & Turbo 3.3.5

6680 3.3.5-01 EN 5 (5)

Page 110: MAN L21 31 PowerPlant
Page 111: MAN L21 31 PowerPlant

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

Engine type RPM SLOC [g/kWh]

L16/24 1000/1200 0.4 - 0.8

L21/31 900/1000 0.4 - 0.8

L23/30H 720/750/900 0.6 - 1.0

L27/38 720/750 0.4 - 0.8

L28/32H 720/750 0.6 - 1.0

V28/32H 720/750 0.6 - 1.0

V28/32S 720/750 0.4 - 0.8

L32/40 720/750 0.8 - 1.0

1607584-6.9Page 1 (1) Specific Lubricating Oil Consumption - SLOC B 12 15 0

General

05.49

Please note that only maximum continuous rating(P

MCR (kW)) should be used in order to evaluate the

SLOC, see the description 504.07.

Please note, during engine running-in the SLOCmay exceed the values stated.

The following formula is used to calculate the SLOC:

SLOC [g/kWh] =

(lubricating oil added [dm3]) * ρlubricating oil

[kg/m3]run.hrs period * P

MCR [kW]

The lubricating oil density, ρ @ 15°C must be knownin order to convert ρ to the present lubricating oiltemperature in the base frame. The following formulais used to calculate ρ:

ρlubricating oil

[kg/m3] =

ρlubricating oil @15°C

[kg/m3] – 0,64 * (tlubricating oil

[°C] – 15)

The engine maximum continuous design rating (PMCR

)must always be used in order to be able to comparethe individual measurements, and the running hourssince the last lubricating oil adding must be used inthe calculation. Due to inaccuracy *) at addinglubricating oil, the SLOC can only be evaluated after1,000 running hours or more, where only the averagevalues of a number of lubricating oil addings arerepresentative.

Note *)A deviation of ± 1 mm with the dipstick measurementmust be expected, witch corresponds uptill ± 0.1g/kWh, depending on the engine type.

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MAN Diesel & Turbo

Operation on Marine Diesel Oil (MDO)

At engine operation on MDO we recommend to install a build on centrifugal by-pass filter as an addition-ally filter to the build on full flow depth filter 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 flow depth filter. For this purpose a centifugal unit, a decanter unit or an automatic by-pass filter can be used.

Continuous lubricating oil cleaning during engine operation is necessary.

The centrifugal unit, decanter unit and the automatic by-pass filter capacity to be adjusted according to makers recommendations.

The capacity is evaluated below.

Cleaning Capacity

Normally, it is recommended to use a self-cleaning filtration unit in order to optimize the cleaning period and thus also optimize the size of the filtration 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 flow 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 flow 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 flow (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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MAN Diesel & Turbo

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 overflow 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)

Overflow System

As an alternative to the direct separating an over flow system can be used (see fig. 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 filters.

By-pass Depth Filter

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

Overflowtank

Separatorunit

Ventinghole

Oil level inbase frame

5° slope

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MAN Diesel & Turbo

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 difficult 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 efficiency 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 filter at engine in operation. The sample bottle must be clean and dry, supplied with sufficient indentification and should be closed im-mediately after filling. 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 sufficient 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 confirm 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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B 12 15 0 Criteria for Cleaning/Exchange of Lubricating Oil 1609533-1.7Page 2 (2)

General

07.11

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 specific 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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Cooling Water System

B 13

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Engine cooling water specifications

Preliminary remarksAs is also the case with the fuel and lubricating oil, the engine cooling watermust be carefully selected, handled and checked. If this is not the case, cor-rosion, erosion and cavitation may occur at the walls of the cooling system incontact with water and deposits may form. Deposits obstruct the transfer ofheat and can cause thermal overloading of the cooled parts. The systemmust be treated with an anticorrosive agent before bringing it into operationfor the first time. The concentrations prescribed by the engine manufacturermust always be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.

RequirementsThe properties of untreated cooling water must correspond to the followinglimit values:

Properties/Characteristic Properties Unit

Water type Distillate or fresh water, free of foreign matter. The following are prohibited: Seawater, brack-ish water, river water, brines, industrial wastewater and rainwater.

-

Total hardness max. 10 °dH*

pH value 6.5 - 8 -

Chloride ion content Max. 50 mg/l**

Table 1: Cooling water - properties to be observed

*) 1°dH (German hard-ness)

≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

**) 1 mg/l ≙ 1 ppm

The MAN Diesel water testing equipment incorporates devices that deter-mine the water properties referred to above in a straightforward manner. Themanufacturers of anticorrosive agents also supply user-friendly testing equip-ment. For information on monitoring cooling water, refer to Work Card000.07.

Additional informationIf distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine cooling water. These waters are free of limeand salts which means that deposits that could interfere with the transfer ofheat to the cooling water, and therefore also reduce the cooling effect, can-not form. However, these waters are more corrosive than normal hard wateras the thin film of lime scale that would otherwise provide temporary corro-sion protection does not form on the walls. This is why distilled water mustbe handled particularly carefully and the concentration of the additive mustbe regularly checked.

Limit values

Testing equipment

Distillate

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The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardnessis determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled wateror softened. Subsequent hardening of extremely soft water is only necessaryto prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water systemCorrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe cooling water has not been treated correctly.

Processing of engine cooling waterThe purpose of treating the engine cooling water using anticorrosive agentsis to produce a continuous protective film on the walls of cooling surfacesand therefore prevent the damage referred to above. In order for an anticor-rosive agent to be 100 % effective, it is extremely important that untreatedwater satisfies the requirements in the Section Requirements.

Protective films can be formed by treating the cooling water with an anticor-rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.

Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.

Treatment of the cooling waterThe engine must not be brought into operation without treating thecooling water first.

Hardness

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protectivefilm

Treatment prior to initialcommissioning of engine

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Additives for cooling waterOnly the additives approved by MAN Diesel and listed in the tables under thesection entitled "Approved cooling water additives“ may be used.

A cooling water additive may only be permitted for use if tested andapproved as per the latest directives of the ICE Research Association (FVV)"Suitability test of internal combustion engine cooling fluid additives.” The testreport must be obtainable on request. The relevant tests can be carried outon request in Germany at the staatliche Materialprüfanstalt (Federal Institutefor Materials Research and Testing), Abteilung Oberflächentechnik (SurfaceTechnology Division), Grafenstraße 2 in D-64283 Darmstadt.

Once the cooling water additive has been tested by the FVV, the enginemust be tested in the second step before the final approval is granted.

Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses.

Chemical additivesSodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed cooling water treatment and electrochemical potential reversal can occurdue to the cooling water temperatures which are normally present in enginesnowadays. If necessary, the pipes must be deplated.

Slushing oilThis additive is an emulsifiable mineral oil with added slushing ingredients. Athin film of oil forms on the walls of the cooling system. This prevents corro-sion without interfering with the transfer of heat and also prevents limescaledeposits on the walls of the cooling system.

The significance of emulsifiable corrosion-slushing oils is fading. Oil-basedemulsions are rarely used nowadays for environmental protection reasonsand also because stability problems are known to occur in emulsions.

Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot beexcluded, an anti-freeze solution that also prevents corrosion must be addedto the cooling system or corresponding parts. Otherwise, the entire systemmust be heated. (Military specification: Sy-7025).

Sufficient corrosion protection can be provided by adding the products listedin the table entitled "Anti-freeze solutions with slushing properties" whileobserving the prescribed concentration. This concentration prevents freezingat temperatures down to -22 °C. However, the quantity of anti-freeze solu-tion actually required always depends on the lowest temperatures that are tobe expected at the place of use.

Anti- freezes are generally based on ethylene glycol. A suitable chemical anti-corrosive agent must be added if the concentration of the anti-freeze solutionprescribed by the user for a specific application does not provide an appro-priate level of corrosion protection, or if the concentration of anti-freeze solu-tion used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. For informationon the compatibility of the anti-freeze solution with the anticorrosive agent

Required approval

Only in closed circuits

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and the required concentrations, contact the manufacturer. As regards thechemical additives indicated in the table „Nitrite-Containing Chemical Addi-tives“, their compatibility with ethylene glycol-based antifreezes has beenproved. Anti-freeze solutions may only be mixed with one another with theconsent of the manufacturer, even if these solutions have the same composi-tion.

Before an anti-freeze solution is used, the cooling system must be thoroughlycleaned.

If the cooling water contains an emulsifiable slushing oil, anti-freeze solutionmust not be added as otherwise the emulsion would break up and oil sludgewould form in the cooling system.

Observe the applicable environmental protection regulations when disposingof cooling water containing additives. For more information, consult the addi-tive supplier.

BiocidesIf you cannot avoid using a biocide because the cooling water has been con-taminated by bacteria, observe the following steps:

▪ You must ensure that the biocide to be used is suitable for the specificapplication.

▪ The biocide must be compatible with the sealing materials used in thecooling water system and must not react with these.

▪ The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.

▪ Biocides that cause foaming of cooling water are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling systemAs contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs are carried out on the pipe system. The entire system must thereforebe cleaned with the engine switched off using a suitable cleaning agent (seeWork Cards 000.03 and 000.08 by MAN Diesel).

Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.

The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the cooling water additive will be ableto carry out this work and, if this is not possible, will at least be able to pro-vide suitable products to do this. If this work is carried out by the engineoperator, he should use the services of a specialist supplier of cleaningagents. The cooling system must be flushed thoroughly following cleaning.Once this has been done, the engine cooling water must be treated immedi-ately with anticorrosive agent. Once the engine has been brought back intooperation, the cleaned system must be checked for leaks.

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Regular checks of the cooling water condition and cooling watersystemTreated cooling water may become contaminated when the engine is inoperation, which causes the additive to loose some of its effectiveness. It istherefore advisable to regularly check the cooling system and the coolingwater condition. To determine leakages in the lube oil system, it is advisableto carry out regular checks of water in the compensating tank. Indications ofoil content in water are, e.g. discoloration or a visible oil film on the surface ofthe water sample.

The additive concentration must be checked at least once a week using thetest kits specified by the manufacturer. The results must be documented.

Concentrations of chemical additivesThe chemical additive concentrations shall not be less than theminimum concentrations indicated in the table „Nitrite-containingchemical additives“.

Excessively low concentrations can promote corrosion and must be avoided.If the concentration is slightly above the recommended concentration this willnot result in damage. Concentrations that are more than twice the recom-mended concentration should be avoided.

Every 2 to 6 months send a cooling water sample to an independent labora-tory or to the engine manufacturer for integrated analysis.

Emulsifiable anticorrosive agents must generally be replaced after abt. 12months according to the supplier's instructions. When carrying this out, theentire cooling system must be flushed and, if necessary, cleaned. Once filledinto the system, fresh water must be treated immediately.

If chemical additives or anti-freeze solutions are used, cooling water shouldbe replaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water mustbe completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cool-ing water, or the break up of emulsion, corrosion in the system and limescaledeposits if the water is very hard. If the concentration of chloride ions hasincreased, this generally indicates that seawater has entered the system. Themaximum specified concentration of 50 mg chloride ions per kg must not beexceeded as otherwise the risk of corrosion is too high. If exhaust gas entersthe cooling water, this may lead to a sudden drop in the pH value or to anincrease in the sulphate content.

Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the section Requirements. Theconcentration of the anticorrosive agent must subsequently be checked andadjusted if necessary.

Subsequent checks of cooling water are especially required if the coolingwater had to be drained off in order to carry out repairs or maintenance.

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Protective measuresAnticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.

Auxiliary enginesIf the same cooling water system used in a MAN Diesel & Turbo two-strokemain engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38or 28/32H, the cooling water recommendations for the main engine must beobserved.

AnalysisWe analyse cooling water for our customers in our chemical laboratory. A 0.5l sample is required for the test.

Permissible cooling water additives

Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Drew MarineOne Drew PlazaBoontonNew Jersey 07005USA

LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor)KJEMI-Service A.S.P.O.Box 49/Norway3140 Borgheim

Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet MarineChemicalsP.O.Box 11NorthwichCheshire CW8DX, U.K.

Nalfleet EWT Liq(9-108)Nalfleet EWT 9-111Nalcool 2000

3 l

10 l30 l

3,000

10,00030,000

1,000

1,0001,000

1,500

1,5001,500

Nalco Nalcool 2000

TRAC 102

30 l

30 l

30,000

30,000

1,000

1,000

1,500

1,500

Maritech ABP.O.Box 143S-29122 Kristianstad

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

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Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

UniserviceVia al Santuario 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, Griechen-land

D.C.W.T. - Non-Chromate

48 l 48,000 2,400 -

Marine Care3144 NA MaasluisThe Netherlands

Caretreat 2 16 l 16,000 4,000 6,000

VecomSchlenzigstraße 721107 HamburgDeutschland

Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 2: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosingfor 1 000 litres

Minimum concentration

ArtecoTechnologieparkZwijnaarde 2B-9052 Gent, Belgium

Havoline XLI 75 l 7.5 %

Total LubricantsParis, France

WT Supra 75 l 7.5 %

Q8 Oils Q8 Corrosion InhibitorLong-Life

75 l 7.5 %

Table 3: Chemical additives - nitrite free

Emulsifiable slushing oils

Manufacturer Product(designation)

BP Marine, Breakspear Way, Hemel Hempstead,Herts HP2 4UL

Diatsol MFedaro M

Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3

Deutsche Shell AG, Überseering 35,22284 Hamburg, Germany

Oil 9156

Table 4: Emulsifiable slushing oils

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Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration

BASFCarl-Bosch-Str.67063 Ludwigshafen,RheinDeutschland

Glysantin G 48Glysantin 9313Glysantin G 05

35%

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF, SF

BP, Britannic TowerMoor Lane,London EC2Y 9B, UK

Anti-frost X2270A

Deutsche Shell AGÜberseering 3522284 HamburgDeutschland

Glycoshell

Mobil Oil AGSteinstraße 520095 HamburgDeutschalnd

Frostschutz 500

Arteco, TechnologieparkZwijnaarde 2B-9052 Gent, Belgium

Havoline XLC

Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 5: Anti-freeze solutions with slushing properties

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Cooling waterinspecting

SummaryAcquire and check typical values of the operating media to prevent or limitdamage.

The fresh water used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance with the maintenance schedule.The following work/steps is/are necessary:Acquisition of typical values for the operating fluid,evaluation of the operating fluid and checking the concentration of the anti-corrosive agent.

Tools/equipment requiredThe following equipment can be used:

▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg)

When using chemical additives:

▪ Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Testing the typical values of water

Typical value/property Water for filling and refilling (without additive)

Circulating water(with additive)

Water type Fresh water, free of foreign matter Treated cooling water

Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)

pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C

Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)

1) dGH German hardness

1°dGh = 10 mg/l CaO= 17.9 mg/l CaCO3

= 0.179 mmol/L

2) 1mg/l = 1 ppm

Equipment for checking thefresh water quality

Equipment for testing theconcentration of additives

Short specification

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Page 128: MAN L21 31 PowerPlant

Testing the concentration of anticorrosive agents

Anticorrosive agent Concentration

Chemical additives according to the quality specification in Volume 010.005 Engine - Operating Instructions,Chapter 3, Sheet 3.3.7

Anti-freeze agents according to the quality specification in Volume 010.005 Engine - Operating Instructions,Chapter 3, Sheet 3.3.7

Table 2: Concentration of the cooling water additive

The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine– Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in allcases. These recommended concentrations may be other than those speci-fied by the manufacturer.

The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.

Small quantities of lubricating oil in cooling water can be found by visualcheck during regular water sampling from the expansion tank.

We test cooling water for customers in our laboratory. To carry out the test,we will need a representative sample of abt. 0.5 l.

Short specification

Testing the concentration ofchemical additives

Testing the concentration ofanti-freeze agents

Regular water samplings

Testing

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Page 129: MAN L21 31 PowerPlant

Cooling water systemCleaning

SummaryRemove contamination/residue from operating fluid systems, ensure/re-establish operating reliability.

Cooling water systems containing deposits or contamination prevent effec-tive cooling of parts. Contamination and deposits must be regularly elimina-ted.This comprises the following:Cleaning the system and, if required,removal of limescale deposits,flushing the system.

CleaningThe cooling water system must be checked for contamination at regularintervals. Cleaning is required if the degree of contamination is high. Thiswork should ideally be carried out by a specialist who can provide the rightcleaning agents for the type of deposits and materials in the cooling circuit.The cleaning should only be carried out by the engine operator if this cannotbe done by a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitablecleaning agents are listed alphabetically in the table entitled "Cleaning agentsfor removing oil sludge". Products by other manufacturers can be used pro-viding they have similar properties. The manufacturer's instructions for usemust be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

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

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature

Vecom Ultrasonic Multi Cleaner

4% 12 h at 50 – 60 °C

Table 1: Cleaning agents for removing oil sludge

Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.

Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitled"Cleaning agents for removing lime scale and rust deposits". Products by

Oil sludge

Lime and rust deposits

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Page 130: MAN L21 31 PowerPlant

other manufacturers can be used providing they have similar properties. Themanufacturer's instructions for use must be strictly observed. Prior to clean-ing, check whether the cleaning agent is suitable for the materials to becleaned. The products listed in the table entitled "Cleaning agents for remov-ing lime scale and rust deposits" are also suitable for stainless steel.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-AcidDescale-ITFerroclean

5 - 10%5 - 10%10%

4 h at 60 - 70 °C4 h at 60 - 70 °C4 - 24 h at 60 - 70 °C

Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃

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

Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C

Table 2: Cleaning agents for removing limescale and rust deposits

Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:

▪ Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.

▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 - 5 %. The tem-perature of the solution should be 40 - 50 °C.

▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled "Detergents for removing limescale and rust deposits“.

The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Only carry out the cleaning operation once the engine hascooled downStart the cleaning operation only when the engine has cooled down.Hot engine components must not come into contact with cold water.Open the venting pipes before refilling the cooling water system.Blocked venting pipes prevent air from escaping which can lead tothermal overloading of the engine.

In emergencies only

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Cleaning products can cause damageThe products to be used can endanger health and may be harmful tothe environment.Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

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Page 132: MAN L21 31 PowerPlant
Page 133: MAN L21 31 PowerPlant

Combustion Air System

B 15

Page 134: MAN L21 31 PowerPlant
Page 135: MAN L21 31 PowerPlant

MAN Diesel & Turbo

3700047-3.1Page 1 (2) Combustion Air System B 15 00 0

11.39 - Tier II

Fig 1 Diagram for combustion air system.

Pipe Description

L21/31

P2 flange connections are standard according to DIN 86 044.Other flange connections are standard according to DIN 2501.

M1 Charge air inlet

P2 Exhaust gas outlet: 5 cyl. engine DN 400 6 cyl. engines DN 450 7 + 8 cyl. engines DN 500 9 cyl. engines DN 550

P6 Drain from turbocharger - outlet

P8 Water washing compressor side with quick coupling - inlet

P9 Working air, dry cleaning turbine side with quick coupling - inlet

General

The air intake to the turbochargers takes place directly from the engine room through the intake silencer on the turbocharger.

From the turbocharger the air is led via the charge air cooler and charge air receiver to the inlet valves of each cylinder.

The charge air cooler is a compact two-stage tube-type cooler with a large cooling surface.

The charge air cooler is mounted in the engine's front end box.

It is recommended to blow ventilation air in the level of the top of the engine(s) close to the air inlet of the turbocharger, but not so close that sea water or vapour may be drawn-in. It is further recommended that there always should be a positive air pressure in the engine room.

optional

P7

Com

pres

sed

air

- in

let

(see

com

pres

sed

air

diag

ram

)

M7

Page 136: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Turbocharger

The engine is as standard equipped with a high-efficient MAN TCR turbocharger of the radial type, which is located on the top of the front end box.

Cleaning of Turbocharger

The turbocharger is fitted with an arrangement for dry cleaning of the turbine side, and water washing of the compressor side.

Lambda Controller (optional)

The purpose of the lambda controller is to prevent injection of more fuel in the combustion chamber than can be burned during a momentary load in-crease. This is carried out by controlling the relation between the fuel index and the charge air pressure.

The lambda controller has the following advantages:

B 15 00 0 Combustion Air System

L21/31

11.39 - Tier II

3700047-3.1Page 2 (2)

– Reduction of visible smoke in case of sudden momentary load increases.

– Improved load ability.

– Less fouling of the engine's exhaust gas ways.

– Limitation of fuel oil index during starting procedure.

The above states that the working conditions are improved under difficult circumstances and that the maintenance costs for an engine, working with many and major load changes, will be reduced.

Data

For charge air heat dissipation and exhaust gas data, 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".

Page 137: MAN L21 31 PowerPlant

Specifications for intake air (combustion air)

GeneralThe quality and condition of intake air (combustion air) have a significanteffect on the power output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.

This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.

RequirementsGas engines or dual-fuel engines may only be equipped with a dry filter. Anoil filter should not be installed, because they enrich air with oil mist, which isnot permissible for gas operated engines. Filters of efficiency class G4according to EN 779 must be used. The concentrations downstream of theair filter and/or upstream of the turbocharger inlet must not exceed the fol-lowing limit values:

Properties Typical value Unit *

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 5

Salt (NaCl) max. 1

* One Nm3 corresponds to one cubic meter ofgas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed

Intake air shall not contain any flammable gasesIntake air shall not contain any flammable gases. Make sure that thecombustion air is not explosive.

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6680 3.3.11-01 EN 1 (1)

Page 138: MAN L21 31 PowerPlant
Page 139: MAN L21 31 PowerPlant

Exhaust Gas System

B 16

Page 140: MAN L21 31 PowerPlant
Page 141: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Exhaust Gas Velocity3700152-6.0Page 1 (3) B 16 01 0

General

11.45 - Tier II

5L23/30H - 720/750 rpm 5100 342 350 27.7

6L23/30H - 720/750 rpm 6100 342 350 33.3

6L23/30H - 900 rpm 7600 371 400 32.7

7L23/30H - 720/750 rpm 7200 342 400 29.6

7L23/30H - 900 rpm 8800 371 450 30.2

8L23/30H - 720/750 rpm 8200 342 400 33.9

8L23/30H - 900 rpm 10100 371 450 34.5

5L28/32H - 720/750 rpm 8800 342 450 28.8

6L28/32H - 720/750 rpm 10500 342 450 34.5

7L28/32H - 720/750 rpm 12300 342 500 32.6

8L28/32H - 720/750 rpm 14100 342 550 30.9

9L28/32H - 720/750 rpm 15800 342 550 34.6

5L16/24, 1000 rpm (90 kW) 3100 375 300 21.1

6L16/24, 1000 rpm (95 kW) 3900 375 300 26.9

7L16/24, 1000 rpm (95 kW) 4500 375 300 31.1

8L16/24, 1000 rpm (95 kW) 5200 375 400 22.6

9L16/24, 1000 rpm (95 kW) 5800 375 400 25.4

5L16/24, 1200 rpm (100 kW) 3600 356 300 23.8

6L16/24, 1200 rpm (110 kW) 4700 356 300 31.4

7L16/24, 1200 rpm (110 kW) 5500 356 400 23.2

8L16/24, 1200 rpm (110 kW) 6300 356 400 26.6

9L16/24, 1200 rpm (110 kW) 7100 356 400 29.9

DNNominal diameter

mm

Exhaust gas velocity

m/sec.

Exhaust gas temp.

°C

Exhaust gas flow

kg/h

Engine type

Density of exhaust gases ρA~ 0.6 kg/m³

Page 142: MAN L21 31 PowerPlant

MAN Diesel & Turbo

5L27/38, 720 rpm (300 kW) 10300 376 500 28.8 6L27/38, 720 rpm (330 kW) 13600 376 550 31.4

7L27/38, 720 rpm (330 kW) 15900 376 600 30.6

8L27/38, 720 rpm (330 kW) 18100 376 600 35.0

9L27/38, 720 rpm (330 kW) 20400 376 650 31.8

5L27/38, 750 rpm (320 kW) 11200 365 500 30.8

6L27/38, 750 rpm (330 kW) 13900 365 550 31.6

7L27/38, 750 rpm (330 kW) 16200 365 600 30.7

8L27/38, 750 rpm (330 kW) 18500 365 600 35.1

9L27/38, 750 rpm (330 kW) 20800 365 650 31.9

6L27/38, 720 rpm (350 kW) 14400 388 550 33.9

7L27/38, 720 rpm (350 kW) 16800 388 600 33.0

8L27/38, 720 rpm (350 kW) 19200 388 650 30.5

9L27/38, 720 rpm (350 kW) 21600 388 650 34.3

6L27/38, 750 rpm (350 kW) 14700 382 550 34.3

7L27/38, 750 rpm (350 kW) 17100 382 600 33.2

8L27/38, 750 rpm (350 kW) 19500 382 650 30.7

9L27/38, 750 rpm (350 kW) 22000 382 650 34.6

5L21/31, 900 rpm (200 kW) 7400 334 400 30.2

6L21/31, 900 rpm (220 kW) 9800 334 450 31.7

7L21/31, 900 rpm (220 kW) 11400 334 500 29.8

8L21/31, 900 rpm (220 kW) 13000 334 500 34.0

9L21/31, 900 rpm (220 kW) 14600 334 550 31.6

5L21/31, 1000 rpm (200 kW) 7400 349 400 30.8

6L21/31, 1000 rpm (220 kW) 9700 349 450 32.1

7L21/31, 1000 rpm (220 kW) 11400 349 500 30.5

8L21/31, 1000 rpm (220 kW) 13000 349 500 34.8

9L21/31, 1000 rpm (220 kW) 14600 349 550 32.4

DNNominal diameter

mm

Exhaust gas velocity

m/sec.

Exhaust gas temp.

°C

Exhaust gas flow

kg/h

Engine type

Exhaust Gas Velocity3700152-6.0Page 2 (3)B 16 01 0

General

11.45 - Tier II

Density of exhaust gases ρA~ 0.6 kg/m³

Page 143: MAN L21 31 PowerPlant

MAN Diesel & Turbo

DNNorminel diameter

D1mm

D2mm

Tmm

Flow areaA

10-3 m2

300 323.9 309.7 7.1 75.331

350 355.6 339.6 8.0 90.579

400 406.4 388.8 8.8 118.725

450 457.0 437.0 10.0 149.987

500 508.0 486.0 11.0 185.508

550 559.0 534.0 12.5 223.961

600 610.0 585.0 12.5 268.783

650 660.0 650.0 5.0 331.830

The exhaust gas velocities are based on the pipe dimensions in the table below.

T D2

D1

Exhaust Gas Velocity3700152-6.0Page 3 (3) B 16 01 0

General

11.45 - Tier II

Page 144: MAN L21 31 PowerPlant
Page 145: MAN L21 31 PowerPlant

MAN Diesel & Turbo

General

04.28 - NG

B 16 01 2Water Washing of Turbocharger - Turbine1655201-2.2Page 1 (1)

The tendency of fouling on the gas side of turbo char-gers depends on the combustion conditions, which are a result of the load on, and the maintenance con dition of the engine as well as the quality of the fuel oil used.

Fouling of the gas ways will cause high exhaust gas temperatures, and high surface temperatures of the combustion chamber components, and will lead to a lower performance.

Tests and practical experience have shown that ra dial-flow turbines can be successfully cleaned by in jecting water into the inlet pipe of the turbine. The efficiency of the cleaning is based on the water solubility of the deposits, and on the chemical action of the imping ing water droplets as well as the water flow rate.

The necessary water flow depends on the gas flow and the gas temperature. Sufficient water must be injected in such way that the entire flow will not evaporate. About 0.25 l/min. will flow through the drainage opening in the gas outlet ensuring that sufficient water has been injected.Washing time : Max. 10 min.

Service experience has shown that the above-men-tioned water flow gives the optimal efficiency of the cleaning. If the water flow is reduced, the cleaning will be reduced or disappear. If the recommended water flow is exceeded, there is a risk of an accumula-tion of water in the turbine casing which may cause speed reduction of the turbocharger.

The best cleaning effect is obtained by cleaning at low engine load approx. 20% MCR. Cleaning at low load will reduce temperature shocks.

Experience has shown that regular washing is es-sential to successful cleaning, as exces sive fouling is thus avoided. Weekly washing during operation is therefore recommended.

The cleaning intervals can be shorter or longer based on operational experience.

The water should be supplied from the fresh water sanitary system and not from the fresh cooling wa-ter system nor from the sea water system. No cleaning agents or solvents need to be added to the water. Water consumption 1.5-5 l/min.

Water Washing System

The water washing system consists of a pipe system equipped with a regulating valve, a manoeuvring valve, a 3-way cock, and a drain pipe with a drain val ve from the gas outlet.

The water for washing the turbine is supplied from the external fresh water system through a flexible hose with couplings. The flexible hose has to be dis connected after water washing.

By activating the manoeuvring valve and the regula-ting valve, water is led through the 3-way cock to the exhaust pipe intermediate flange. It is equipped with a channel to lead the water to the gas inlet of the turbo charger.

The water which has not evaporated is led out through the drain pipe in the gas outlet.

Page 146: MAN L21 31 PowerPlant
Page 147: MAN L21 31 PowerPlant

MAN Diesel & Turbo

L21/31

E 16 04 2Silencer without Spark Arrestor, Damping 25 dB (A)3700049-7.0Page 1 (1)

10.46 - Tier II

540

595

645

703

990

1040

1140

1240

495

550

600

650

410

461

512

563

3000

3300

3500

3700

950

1000

1100

1200

2750

3000

3250

3400

125

150

125

150

16

16

16

20

16xø22

16xø22

20xø22

20xø22

500

700

900

1050

25

25

25

25

5L21/31, 900/1000 rpm

6L21/31, 900/1000 rpm

7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm

9L21/31, 900/1000 rpm

Installation

The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.

Design

The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range.

The silencer is delivered without insulation and fastening fittings.

Pressure Loss

The pressure loss will not be more then in a straight tube having the same lenght and bore as the silencer. Graphic shows pressure loss in relation to velocity.

10 15 20 30 40 60 80 100 Gas velocity (m/s)

60

80

30

20

15

10

8

654

3

2

1

40

100

400

450

500

550

540

595

645

703

780

830

930

1030

495

550

600

650

410

461

512

563

3400

3400

3600

3800

750

800

900

1000

3050

3050

3300

3500

175

175

150

150

16

16

16

20

16xø22

16xø22

20xø22

20xø22

432

473

597

798

25

25

25

25

5L21/31, 900/1000 rpm

6L21/31, 900/1000 rpm

7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm

9L21/31, 900/1000 rpm

400

450

500

550

Pre

ssur

e lo

ss (

mm

w ~

10

Pa)

at T

300°

C.

Silencer type (A)

Silencer type (B)

Dimension for flanges for exhaust pipes is according to DIN 86 044

Engine typeDamping

dB(A)Weight

kgN x dIHGFEDCBADN

Engine typeDamping

dB(A)Weight

kgN x dIHGFEDCBADN

AB H

E

HG

F

Flanges according to DIN 86 044D N x d IC

Page 148: MAN L21 31 PowerPlant
Page 149: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Silencer type (A)

Silencer type (B)

Dimension for flanges for exhaust pipes is according to DIN 86 044

Engine typeDamping

dB(A)Weight

kgN x dIHGFEDCBADN

Engine typeDamping

dB(A)Weight

kgN x dIHGFEDCBADN

L21/31

E 16 04 3Silencer without Spark Arrestor, Damping 35 dB (A)3700051-9.0Page 1 (1)

10.46 - Tier II

540

595

645

703

990

1040

1140

1240

495

550

600

650

410

461

512

563

4000

4300

4500

4700

950

1000

1100

1200

3800

4000

4200

4500

100

150

150

100

16

16

16

20

16xø22

16xø22

20xø22

20xø22

700

900

1100

1350

35

35

35

35

5L21/31, 900/1000 rpm

6L21/31, 900/1000 rpm

7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm

9L21/31, 900/1000 rpm

5L21/31, 900/1000 rpm

6L21/31, 900/1000 rpm

7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm

9L21/31, 900/1000 rpm

Installation

The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.

Design

The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range.

The silencer is delivered without insulation and fastening fittings.

Pressure Loss

The pressure loss will not be more then in a straight tube having the same lenght and bore as the silencer. Graphic shows pressure loss in relation to velocity.

10 15 20 30 40 60 80 100 Gas velocity (m/s)

60

80

30

20

15

10

8

654

3

2

1

40

100

Pre

ssur

e lo

ss (

mm

w ~

10

Pa)

at T

300°

C.

400

450

500

550

540

595

645

703

980

1080

1130

1230

495

550

600

650

410

461

512

563

4000

4200

4200

4400

950

1050

1100

1200

3800

4000

4000

4100

100

100

100

150

16

16

16

20

16xø22

16xø22

20xø22

20xø22

730

1015

1093

1276

35

35

35

35

400

450

500

550

AB H

E

HG

F

Flanges according to DIN 86 044D N x d IC

Page 150: MAN L21 31 PowerPlant
Page 151: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Engine typeDamping

dB(A)Weight

kgN x dIHGFEDCBADN J K L

25

25

25

25

400

450

500

550

540

595

645

703

495

550

600

650

410

461

512

563

16

16

16

20

16xø22

16xø22

20xø22

20xø22

Engine typeDamping

dB(A)Weight

kgN x dIHGFEDCBADN J K L

L21/31

E 16 04 5Silencer with Spark Arrestor, Damping 25 dB (A)3700050-7.0Page 1 (1)

10.46 - Tier II

Dimension for flanges for exhaust pipes is according to DIN 86 044

Design

The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range.

The operation of the spark arrestor is based on the centrifugal system. The gases are forced into a ro tary movement by means of a number of fixed blades. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. (Pressure loss, see graphic)

The silencer is delivered without insulation and fastening fittings.

Silencer type (B)

Silencer type (A)

25

25

25

25

400

450

500

550

990

1040

1140

1240

540

595

645

703

495

550

600

650

410

461

512

563

3400

3700

4000

4200

950

1000

1100

1200

3050

3500

3800

4000

175

100

100

100

16

16

16

20

750

1000

1000

1100

100

100

150

150

290

300

310

350

16xø22

16xø22

20xø22

20xø22

650

800

1000

1200

600

800

300

200

150

100

80

605040

30

20

10

400

1000

10 15 20 30 40 60 80 100 Gas velocity (m/s)

5L21/31, 900/1000 rpm

6L21/31, 900/1000 rpm

7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm

9L21/31, 900/1000 rpm

5L21/31, 900/1000 rpm

6L21/31, 900/1000 rpm

7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm

9L21/31, 900/1000 rpm

780

830

930

1030

3400

3400

3600

3800

750

800

900

1000

3050

3050

3300

3500

175

175

150

150

700

800

900

1000

100

100

100

100

300

350

350

350

470

526

643

883

Installation

The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.

Pre

ssur

e lo

ss (

mm

w ~

10

Pa)

at T

300°

C.

H H

JJ KFlangesaccordingto DIN86 044

K

I

Spark-arrestor type B Spark-arrestor type A

E AG

F

B

Nxd

LDC

Page 152: MAN L21 31 PowerPlant
Page 153: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Engine typeDamping

dB(A)Weight

kgNxdIHGFEDCBADN J K L

Engine typeDamping

dB(A)Weight

kgNxdIHGFEDCBADN J K L

Dimension for flanges for exhaust pipes is according to DIN 86 044

Silencer type (B)

Silencer type (A)

35

35

35

35

400

450

500

550

16

16

16

20

16xø22

16xø22

20xø22

20xø22

35

35

35

35

400

450

500

550

990

1040

1140

1240

540

595

645

703

495

550

600

650

410

461

512

563

4400

4700

5000

5200

950

1000

1100

1200

4100

4500

4750

5000

150

100

125

100

16

16

16

20

750

1000

1000

1100

100

100

150

150

290

300

310

350

16xø22

16xø22

20xø22

20xø22

800

1000

1250

1500

5L21/31, 900/1000 rpm

6L21/31, 900/1000 rpm

7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm

9L21/31, 900/1000 rpm

5L21/31, 900/1000 rpm

6L21/31, 900/1000 rpm

7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm

9L21/31, 900/1000 rpm

980

1080

1130

1230

540

595

645

703

495

550

600

650

410

461

512

563

4400

4650

4700

4950

950

1050

1100

1200

4100

4350

4500

4750

150

150

100

100

700

800

900

1000

100

100

100

100

300

350

350

350

885

1140

1204

1411

L21/31

E 16 04 6Silencer with Spark Arrestor, Damping 35 dB (A)3700052-0.0Page 1 (1)

10.46 - Tier II

Design

The operating of the silencer is based on the absorp-tion system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range.

The operation of the spark arrestor is based on the centrifugal system. The gases are forced into a ro tary movement by means of a number of fixed blades. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. (Pressure loss, see graphic)

The silencer is delivered without insulation and fastening fittings.

600

800

300

200

150

100

80

605040

30

20

10

400

1000

10 15 20 30 40 60 80 100 Gas velocity (m/s)

Installation

The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.

Pre

ssur

e lo

ss (

mm

w ~

10

Pa)

at T

300°

C.

H H

JJ KFlangesaccordingto DIN86 044

K

I

Spark-arrestor type B Spark-arrestor type A

E AG

F

B

Nxd

LDC

Page 154: MAN L21 31 PowerPlant
Page 155: MAN L21 31 PowerPlant

Speed Control System

B 17

Page 156: MAN L21 31 PowerPlant
Page 157: MAN L21 31 PowerPlant

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The engine can be started and loaded according to the fol lowing procedure:

A) Normal start without preheated cooling wa-ter. Only on MDO. Continuous lubri-cating.

B) Normal start with preheated cooling water. On MDO or HFO. Continuous lubricating.

C) Stand-by engine. Emergency start, with pre- heated cooling water, continuous pre lubri-cating. On MDO or HFO.

Above curves indicates the absolute shortes time and we advise that loading to 100% takes some more minutes.

Starting on HFO

During shorter stops or if the engine is in a stand-by position on HFO, the engine must be preheated and HFO viscosity must be in the range 12-18 cSt.

1655204-8.7Page 1 (1) Starting of Engine B 17 00 0

General

11.02 - NG

0 1 2 3 12 minutes

Load % 100

50A

BC

If the engine normally runs on HFO, preheated fuel must be circulated through the engine while prehea-ting, although the engine has run or has been flushed on MDO for a short period.

Starting on MDO

For starting on MDO there are no restrictions except for the lub. oil viscosity which may not be higher than 1500 cSt (10° C SAE 40).

Initial ignition may be difficult if the engine and the am bient temperature are lower than 5° C and the cooling water temperature is lower than 15° C.

Prelubricating

Continuous prelubricating is standard. Intermittent prelubricating is not allowed for stand-by engines.

If the prelubrication has been switch-off for more than 20 minutes the start valve will be blocked.

Page 158: MAN L21 31 PowerPlant
Page 159: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Engine operation under arctic conditions

Arctic condition is defined as:

Ambient air temperature below +5° C

If engines operate under arctic conditions (intermit-tently or permanently), the engine equipment and plant installation have to meet special design features and requirements. They depend on the possible minimum air intake temperature of the engine and the specification of the fuel used.

Special engine design requirements

• If arctic fuel oil (with very low lubricatingproperties) is used, the following actions are required:

- Fuel injection pump:

> The maximum allowable fuel temperatures have to be kept.

> Only in case of conventional injection sy-stem, dependent on engine type installation and activation of sealing oil system may be necessary, because low viscosity of the fuel can cause an increased leakage and the lube oil will possibly being contaminated.

Engine equipment

SaCoS/SaCoSone

• SaCoS/SaCoSone equipment is suitable to be stored at minimum ambient temperatures of –15° C.

• Incasetheseconditionscannotbemet.Pro-tective measures against climatic influences have to be taken for the following electronic components:

- EDSDataboxAPC620

- TFT-touchscreen display

- Emergency switch module BD5937

1689459-9.0Page1(2) Engine operation under arctic conditions B 17 00 0

L16/24, L21/31, L27/38

11.12-NG

These components have to be stored at places, where the temperature is above –15° C.

• Aminimumoperatingtemperatureof≥ +5° C has to be ensured. That’s why an optional electric heating has to be used.

Alternators

Alternator operation is possible according to sup-pliers specification.

Plant installation

Intake air conditioning

• Air intake of the engine and power house/engine room ventilation have to be two diffe-rentsystemstoensurethatthepowerhouse/engine room temperature is not too low caused by the ambient air temperature.

• Itisnecessarytoensurethatthechargeaircooler cannot freeze when the engine is out of operation (and the cold air is at the air inlet side).

• An air intake temperature of the engine ≥ 5° C has to be ensured by preheating.

Minimum power house/engine room tem-perature

• Ventilationofpowerhouse/engineroomThe air of the power house/engine roomventilation must not be too cold (preheating is necessary) to avoid the freezing of the liquids inthepowerhouse/engineroom)systems.

• Minimumpowerhouse/engineroomtempera-ture for design ≥ +5° C

• Coolantandlubeoilsystems

- HT and lube oil system has to be preheated as specified in the relevant chapters of the project guide for each individual engine.

Page 160: MAN L21 31 PowerPlant

MAN Diesel & Turbo

- If a concentration of anti-freezing agents of > 50%isneeded,pleasecontactMANDiesel& Turbo for approval.

- For information regarding engine cooling water please see chapter "Cooling water system".

• Insulation

The design of the insulation of the piping systems and other plant parts (tanks, heat exchanger etc.) has to be modified and de-signed for the special requirements of arctic conditions.

• Heattracing

To support the restart procedures in cold condition (e.g. after unmanned survival mode during winter), it is recommended to install a heat tracing system in the piping to the engine.

1689459-9.0Page2(2)Engine operation under arctic conditionsB 17 00 0

11.12-NG

Note!A preheating of the lube oil has to be ensured. If the plant is not equipped with a lube oil separator (e.g. plantsonlyoperationonMGO)alternativeequipmentfor preheating of the lube oil to be provided.

For plants taken out of operation and cooled down below temperatures of +5° C additional special measures are needed - in this case please contact MANDiesel&Turbo.

L16/24, L21/31, L27/38

Page 161: MAN L21 31 PowerPlant

Safety and Control System

B 19

Page 162: MAN L21 31 PowerPlant
Page 163: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Normal Value at Full load at ISO conditions

Alarm Set point

Autostop of engine

Acceptable value at shop test or after

repairDelaysec.

Operation Data & Set Points

L21/31

B 19 00 0

11.46

1699885-6.2Page 1 (4)

80° C

3.5 bar

1.5 bar

0.12 bar (H)

0.9 bar

Low levelHigh level

3 bar3-6 bar (E)

High level

0.4 + (B) bar

0.4 + (B) bar

90° C93° C

570° C620° C570° C620° C

465° C

average (K)± 50° C

450° C450° C

6.5 bar

Lubricating Oil System

Temp. after cooler (inlet filter) SAE 40

Pressure after filter(inlet engine)

Pressure drop across filter

Prelubricating pressure

Pressure inlet turbocharger

Lub. oil level in base frame

Pressure before filter

Fuel Oil System

Pressure after filter MDO HFO

Leaking oil

Temperature inlet engine MDO HFO

Cooling Water System

Press. LT system, inlet engine

Press. HT system, inlet engine

Temp. HT system, outlet engine

Temp. LT system, inlet engine

Exhaust Gas and Charge Air

Exh. gas temp. before TC200/215 kW/cyl

220 kW/cyl

Exh. gas temp. outlet cyl.

Diff. between individual cyl.

Exh. gas temp. after TC200/215 kW/cyl220 kW/cyl

Ch. air press. after cooler

Ch. air temp. after cooler

Compressed Air System

Press. inlet engine

TI 21

PI 22

PDAH 21-22

(PI 22)

PI 23

PI 21

PI 40PI 40

TI 40TI 40

PI 01

PI 10

TI 12

TI 01

TI 62

TI 62

TI 60

TI 61TI 61

PI 31

TI 31

PI 70

68-73° C

4.2-5.0 bar

0.1-1 bar

0.13-1.5 bar

1.3-2.2 bar(C)

4.5-5.5 bar

3.5-6 bar4-16 bar (A)

30-40°C110-140°C

2.5-4.5 bar

2.0-4.0 bar

75-85°C

30-40°C

480-530° C

510-560° C

350-450° C

250-350° C300-380° C

2.8-3.1 bar

40-55° C

7-8 bar

TAH 21

PAL 22

PDAH 21-22

PAL 25

PAL 23

LAL 28LAH 28

PAL 40PAL 40

LAH 42

PAL 01

PAL 10

TAH 12TAH 12-2

TAH 62TAH 62-2TAH 62

TAH 62-2

TAH 60

TAD 60

TAH 61TAH 61

PAL 70

<73° C

>4.5 bar

<0.5 bar

<1.0 bar

>1.3 bar

>1.8 bar

>1.8-<6 bar

<85° C

average±25° C

<55° C

>7.0-<8 bar

PSL 22(PSL 22)

TSH 12(TSH 12)

3.0 bar(2.5 bar) (D)

95° C(100° C) (D)

3

3

3

60

3

3030

55

5

3

3

33

103103

3

60

33

15

10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change

Page 164: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Normal Value at Full load at ISO conditions

Alarm Set point

Autostop of engine

Acceptable value at shop test or after

repairDelaysec.

For these alarms (with underscore) there are alarm cut-out at engine standstill.

Operation Data & Set PointsB 19 00 0

L21/31

11.46

1699885-6.2Page 2 (4)

Speed Control System

Engine speed elec.

Turbocharger speed

Alternator

Winding temperature

Miscellaneous

Jet system failure Monitoring system failure

Safety system failure

Turning engaged

Local indication

Remote indication

Common shutdown

Monitoring sensor cable failure

Safety sensor cable failure

Start failure

Stop signal

Stop failure

Engine run

Ready to start

SI 90

SI 90

SI 89

TI 98

SI 90

1000 rpm

900 rpm

(L)

100° C

24 VDC± 15%

24 VDC± 15%

900/1000 rpm

SAH 81

SAH 81

SAH 89

TAH 98

SX32

UX 95-1

UX 95-2

ZS75

ZS 96

ZS 97

SS 86

SX 86-1

SX 86-2

SX 83

SS 84

SX 84

SS 90

SS 87

1130 rpm1150 rpm (D)

1017 rpm1035 rpm (D)

(J)

130° C

switch

switch

switch

Engaged (F)

switch

switch

switch (F)

switch

switch

switch (G)

switch (F)

switch

880 rpm (I)

switch

0

0

3

3

10

120

120

0

0

0

0

120

120

10

0

30

0

0

SSH 81(SSH 81)

SSH 81(SSH 81)

1130 rpm(1150 rpm) (D)

1017 rpm(1035 rpm) (D)

Page 165: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Fig 1 Set point curve.

Operation Data & Set Points

L21/31

B 19 00 0

11.46

1699885-6.2Page 3 (4)

Remarks to Individual Parameters

A. Fuel Oil Pressure, HFO-operation

When operating on HFO, the system pressure must be sufficient to depress any tendency to gasification of the hot fuel.

The system pressure has to be adjusted according to the fuel oil preheating temperature.

B. Cooling Water Pressure, Alarm Set Points

As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure. The static pressure set point can be adjusted on the base module SW3.

C. Lub. Oil Pressure, Offset Adjustment

The read outs of lub. oil pressure has an offset adjustment because of the transmitter placement. This has to be taken into account in case of test and calibration of the transmitter.

D. Software Created Signal

Software created signal from PI 22, TI 12, SI 90.

SAH 81 is always activated together with SSH 81.

E. Set Points depending on Fuel Temperature

F. Start Interlock

The following signals are used for start interlock/blocking:

1) Turning must not be engaged 2) Engine must not be running 3) "Remote" must be activated 4) No shutdowns must be activated. 5) The prelub. oil pressure must be OK, 20 min. after stop. 6) "Stop" signal must not be activated

G. Start Failure

If remote start is activated and the engine is in block-ing or local mode or turning is engaged the alarm time delay is 2 sec. Start failure will be activated if revulutions are below 50 rpm within 5 sec. from start or revulutions are below 210 rpm 10 sec. from start. Start failure alarm will automatically be released after 30 sec. of activation.

H. Alarm Hysterese

On all alarm points (except prelub. oil pressure) a hysterese of 0.5% of full scale are present. On prelub. oil pressure alarm the hysterese is 0.2%.

I. Engine Run Signal

The engine run signal is activated when engine rpm >880 or lube oil pressure >3.0 bar or TC rpm >5000 rpm. If engine rpm is above 210 rpm but below 880 rpm within 30 sec. the engine run signal will be activated.

J. Limits for Turbocharger Overspeed Alarm(SAH 89)

Engine type 900 rpm 1000 rpm

5L21/31 / TCR 16 47,630 47,630

6L21/31 / TCR 16 47,630 47,630

7L21/31 / TCR 16 47,630 47,630

8L21/31 / TCR 18 39,280 39,280

9L21/31 / TCR 18 39,280 39,280

Page 166: MAN L21 31 PowerPlant

MAN Diesel & Turbo

K. 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.

Operation Data & Set PointsB 19 00 0

L21/31

11.46

1699885-6.2Page 4 (4)

L. Turbocharger Speed

Normal value at full load of the turbocharger is de-pendent on engine type (cyl. no) and engine rpm. The value given is just a guide line. Actual values can be found in the acceptance test protocol.

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B 19 00 0

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General

1665767-2.9Page 1 (7)

General Description

Monitoring and instrumentation on the engine repre-sents a tailor-made system. The system is designedto fulfil the following requirements:

● Continuous analogue monitoring● Independent safety system● Easy installation● Simple operation● Instrumentation complete● No maintenance● Prepared for CoCoS● Redundant safety system

In order to fulfil all classification society requirementsthe engine is equipped with monitoring sensors forall medias as standard. If just one classificationsociety require one specific measuring point it isstandard on the engine. Also a built-on safety systemis standard.

The engine is equipped with the following mainsafety, control and monitoring components:

● Safety system● Governor● Monitoring modules

– base module (BM)– operation box (OB)– monitoring of temperatures/pressures

panel (MTP)– monitoring of exhaust gas temperature

panel (MEG)– monitoring of bearing temperature panel

(MBT), option– bearing temperature display (BTD), option– oil mist detector, option

● Instrumentation (sensors, wiring, junctionboxes)

● Manometers and thermometers● Output module (OM), option● Alarm panel (AP), option

Fig 1 Monitoring and safety system.

Safety, Control and Monitoring System

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General

1665767-2.9Page 2 (7)Safety, Control and Monitoring System

Safety System

The safety system is an independent system formonitoring and controlling the GenSet’s shutdownfunctions.

The safety system is based on a programme logiccontroller (PLC) which automatically controls theautomatically stop (shutdown) in case of:

Shutdown

1) Overspeed2) Low lube oil pressure3) High HT water temp.4) Emergency stop5) High bearing temp. (option)6) Oil mist stop (option)7) Differential protection / earth connection (op-

tion)

Set points and special conditions can be found in the"Operation Data & Set Points, B 19 00 0"

Connection to and from the power managementsystem is hard wire connection.

Indication of each shutdown can be found on theoperation box and directly on the safety systemmodule inside the terminal box.

Governor

The engine speed is controlled by a hydraulic gover-nor or electronic controller with hydraulic actuator.

Information about the design, function and operationof the governor is found in the special governorinstruction book.

The governor is mounted on the flywheel end of theengine and is driven from the camshaft via a cylindri-cal gear wheel and a set of bevel gears.

Regulating Shaft

The governor's movements are transmitted througha spring-loaded pull rod to the fuel injection pumpregulating shaft which is fitted along the engine.

The spring-loaded pull rod permits the governor togive full deflection even if the stop cylinder of themanoeuvering system keeps the fuel injection pumpat "no fuel" position.

Each fuel injection pump is connected to the com-mon, longitudinal regulating shaft by means of aspring-loaded arm.

Should a fuel plunger seize in its barrel, thus blockingthe regulating guide, governing of the remaining fuelinjection pumps may continue unaffected owing tothe spring-loaded linkage between the blocked pumpand the regulating shaft.

Monitoring System

All media systems are equipped with temperaturesensors and pressure sensors for local and remotereading.

The sensors for monitoring and alarming are con-nected to the base module.

Base Module

The base module is the centre of the monitoringsystem.

The base module, the OB-module, the MTP-moduleand the MEG-module are designed by MAN B&WDiesel A/S, Holeby specifically for this engine type.

Apart from the electrical main connection to thealternator the ship yard only has to perform thefollowing electrical connection:

– 24 VDC supply to the safety system.– Cable connection to/from power management

system.– 24 VDC supply to the base module.– Modbus communication or interlink to output

module.

The vessel’s alarm and monitoring system in themain switch board can be connected to the basemodule by means of a 3-wire MODBUS communica-tion link. For further information, please see thedescription "Communication from the GenSet".

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General

1665767-2.9Page 3 (7) Safety, Control and Monitoring System

In situations where the vessel’s system cannot oper-ate a MODBUS communication unit, MBD-H offersan output module (OM) to be installed in the vessel’scontrol room.

By means of the OM it is possible to connect all digitaland analogue signals to the vessel’s monitoringsystem in a conventional manner.

Communication between the base module (BM) andthe output module (OM) takes place via a 3-wireinterlink bus (RS485).

In the base module all the alarms are generated anddelay and cut-off at standstill is done. Set points andspecial conditions can be found in "Operation Data& Set Points, B 19 00 0".

The Base Module do also include redundant safetystop function for:

1) Overspeed2) Low lube oil pressure3) High cooling water temperature

The set points for above redundant safety stop areadjusted to a higher/lower point as the safety sys-tem. This will secure that the safety system willnormally stop the engine in a critical situation. Onlyin case that the safety system is out of order theredundant safety stop will be needed.

Operating Box Module (OB)

This module includes the following possibilities:

● Operation of:– engine start– engine stop– remote mode– local mode– blocking/reset mode– lamp test– arrow up - shift upwards through measure-

ments for display– arrow down - shift downwards through

measurements for display

● Indication of:– Engine rpm– TC rpm– Starting air pressure– Display for digital read out– Indication of software version

● Shutdowns indication:– overspeed– low lub. oil pressure– high fresh water temp.– emergency stop / oil mist

Please note that the local stop push button must beactivated at least 3 sec. before the engine will stop.

Fig 2 Operation box module (OB).

The manual start button must be activated untilignition, takes place. If the engine have been withoutprelubrication in more than 20 minutes the enginecan not be electrical started.

The push buttons REMOTE - LOCAL - BLOCKINGis only related to the start function. In case ofBLOCKING the engine can not be started from localor from remote (switchboard).

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General

1665767-2.9Page 4 (7)Safety, Control and Monitoring System

The stop function is not depended of the REMOTE- LOCAL - BLOCKING position.

On the local operating box module the pressure,temperature and rpm are illustrated by means of adisplay: an LED indicates whether it is the workinghours, alternator, pressure, temperature or rpm whichis measured.

The display of the operation box module is used toread each individual measurement chosen by using"arrow up" or "arrow down" incl. MTP and MEGmeasurements. All rpm, pressures and tempera-tures are indicated in full values. The value displayedis indicated by flashing of the last segment of thebargraph on the OB, MTP or MEG module.

If the lamp test button is activated for more than 3sec. the software version will be displayed.

If there is a deviation, the bargraph in question willstart to illuminate the segments upwards or down-wards, depending on rising or falling measurements,see fig 4.

It must be mentioned that the latter does not apply tothe charge air temperature and charge air pressure,because they will vary with the engine load.

Monitoring of Exhaust Gas TemperaturePanel (MEG)

The temperature shown on the MEG module isindicated with segments illuminated from the left tothe right. The number of segments illuminated de-pends on the actual temperature of the exhaust gas.

Fig 3 Monitoring of temperature/pressure module (MTP).

Monitoring of Temp./Pressure Panel (MTP)

All temperatures and pressures shown on the MTPmodule's bargraph are indicated with illuminatedsegments. When the temperatures and pressuresare within the stated limits, two segments are illumi-nated in the middle forming a straight line. Thismeans that it is easy to check the engines' systems,even at distance.

Fig 4 Monitor temp./press. (MTP)

Fig 5 Monitoring of exhaust gas temperature module (MEG).

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For emergency operation in case of totally black-outon the 24 V DC supply the engine is equipped withmanometers for:

– Lub. oil pressure– Cooling water pressure– Fuel oil pressure

and thermometers for:

– Cooling water temp.– Fuel oil temp.

By performing an offset adjustment equalisation ofthe temperature when the engine is adjusted cor-rectly the operator will get the impression that thetemperatures then are identical when the pumps etcare adjusted correctly. If a deviation of the tempera-tures occurs, it is because of problems with thecombustion or the fuel pumps just as the operator isused to.

The equaliser function is activated by pressing thearrow push buttons on the OB panel for minimumthree seconds. A menu occurs and by pressingarrow push buttons up/down the following optionsare available:

● "NO" (Nothing happens and you return tonormal mode)

● "YES" (Equalisation is completed if possi-ble. New offsets are calculated)

● "RESET" (All offset values are re-zeroed)

The chosen option is accepted by pressing "BLOCK-ING" or "lamp test". If equalisation cannot be com-pleted, "Err-2" will show up for two seconds andafterwards it returns to normal mode again. In casethat a temperature deviation is above 40o C it will notbe possible to complete an equalisation and "Err-2"will be indicated. The 40o C deviation is from the"real" readings, and not from the "manipulated"readings.

If the equaliser is activated on the OB panel withoutchoosing an option, it will automatically return tonormal OB display again after 15 seconds.

Monitoring of Bearing Temperature, MBT(option)

The temperature shown on the MBT module isindicated with segments illuminated from the left tothe right. The number of segments illuminated de-pends on the actual temperature of the bearingtemperature.

B 19 00 0

05.18 - NG

General

1665767-2.9Page 5 (7) Safety, Control and Monitoring System

Fig 6 Monitor exh. gas temperature (MEG).

Equaliser Function for Exhaust Gas Tem-perature

An equaliser function has been introduced to takeinto consideration the old learning that the exhausttemperature values must be identical on a four-stroke diesel engine.

On the engine type L16/24, L27/38 and especiallyL21/31 it is observed that the temperature are notidentical althrough the engine combustion is ad-justed correctly. This fact may involve that the ship'screw will adjust the fuel pumps improperly to obtainidentical exhaust temperature values for each cylin-der and this is of course not desirable.

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Display for Bearing Temperature Display,BTD (option)

On the bearing temperature display the excact meas-uring value for each individual bearing temperautrecan be read. Furthermore an indication of highbearing temperature alarm and very high bearingtemperature shutdown are indicated.

Output Module (option)

For alarm systems which cannot be communicatedthrough the MODBUS protocol, an output modulehas been designed. This module includes conven-tional output signals (4-20 mA) for all analoguemeasuring values, signals for limit values, and infor-mation signals from the safety system.

The output module will be delivered in a separatebox (IP56) with the dimensions (H/L/W): 380 x 380 x155 mm.

Alarm Panel (option)

An alarm panel with 24 alarm points can be con-nected to the system. The alarm panel can beinstalled on the engine or in the engine control room,see fig 7. The dimensions for the panel are (H/L/W):144 x 96 x 35 mm.

It is important that all alarms leads to prompt inves-tigation and remedy of the error. No alarm is insignifi-cant. It is therefore important that all engine crewmembers are familiar with and well trained in the useand importance of the alarm system.The most seri-ous alarms are equipped with slowdown and/orshutdown functions.

B 19 00 0

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General

1665767-2.9Page 6 (7)Safety, Control and Monitoring System

Fig 9 Alarm panel.Fig 8 Display for bearing temperature (BTD), option.

Fig 7 Monitoring of bearing temperature (MBT), option.

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Instrumentation

Pressure measurements are generated from thepressure transmitters.

The exhaust gas temperatures are generated byNiCr/Ni thermo sensors.

Temperatures are generated by PT100 sensors.

The above transmitters and sensors are speciallydesigned for installation on diesel engines.

The pressure sensors are placed centrally at thefront of the engine, facilitating easy access for main-tenance and overhauls, and minimizing wire con-nections.

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General

1665767-2.9Page 7 (7) Safety, Control and Monitoring System

The temperature sensors are placed at the measur-ing point.

Data

Power supply : 24 VDC -20 to +30%,max ripple 10%

Power consumption : < 2 ampAmbient temp. : -20oC to 70oCExternalcommunication links : MODBUS ASCII / RTU or

interlink (RS422 / RS485)

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1693529-1.7Page 1 (10)

System Layout

Fig 1 shows the system layout. The modules BM, OB, MTP, MEG and safety system are all placed on the engine. More detailed infor mation on each module and sensors can be read in the descrip tion "Safety, Control and Monitoring System".

Communication

Communication from the BM-module to the ship’s alarm & monitoring system can be done in three ways:

1) In the BM-module there is a MODBUS ASCII or RTU interface communica tion.

2) An output module (OM) can be placed in the control room switchboard or alarm disk. Communication from the BM-module to the OM-module is made via the 3 wire module interlink bus.

In the OM-module all the signals are converted into 4-20 mA signals and digital outputs.

All signals can be wired up from the OM-mod-ule to the ship’s alarm & monitoring system.

3) A simple alarm panel (AP) with 24 LED chan-nels can be installed in the control room. This solution only serves digital alarms.

If the alarm system can communicate with MODBUS ASCII or RTU, there is no need for the OM-module or AP. All signals can be communicated by the MODBUS.

In the following please fi nd a description of the MOD-BUS protocol and addressing of the signals.

MODBUS Protocol (BM)

The BM has a standard MODBUS ASCII and RTU interface which may be selected, by means of a DIP switch on the BM, to be either:

– RS422 5 wire (Rx+, Rx-, Tx+, Tx-, GND) or – RS485 3 wire (Rx+/Tx+, Rx-/Tx-, GND)

Fig 1 System overview: "monitoring system & safety system"

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1693529-1.7Page 2 (10)

SW 1: MODBUS address

Switch no 1 2 3 4 5 6

Address: 0 OFF OFF OFF OFF OFF OFF Not allowed 1 ON OFF OFF OFF OFF OFF 2 OFF ON OFF OFF OFF OFF

63 ON ON ON ON ON ON Not allowed

Fig 2 Modbus address

The communication setup is: 9600 baud, 8 databits, 1 stopbit, no parity.

The BM MODBUS protocol accept one command (Function Code 03) for reading analog and digital input values one at a time, or as a block of up to 32 inputs.

MODBUS is defi ned by the company AEG Modicon and the implemen ta ted protocol in the BM is de-signed to observe the relevant demands in the latest protocol description from AEG Modicon:

MODBUS was originally defi ned by EAG Modicon, but is now adminstered by the MODBUS-IDA group. The MODBUS protocol implemented for the BM is defi ned in the document "MODBUS over serial line specifi cation and implementation V1.0", available at http://www.modbus.org/

The following chapter describes the commands in the MODBUS protocol, which are implementated, and how they work.

Protocol Description

The ASCII and RTU version of the MODBUS proto-col is used, where the BM works as MODBUS slave. All data bytes will be converted to 2-ASCII charac-ters (hex-values). Thus, when below is referred to „bytes“ or „words“, these will fi ll out 2 or 4 characters, respectively in the protocol.

The general „message frame format“ has the fol-lowing outlook:

[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]

– [:] 1 char. Begin of frame – [SLAVE] 2 char. Modbus slave address

Selected on DIP-switch at BM print

– [FCT] 2 char. Function code – [DATA] n X 2 chars data. – [CHECKSUM] 2 char checksum (LRC) – [CR] 1 char CR – [LF] 1 char LF (end of frame)

Notice: The MODBUS address [SLAVE] should be adjusted on the DIP-switch (SW 1) on the BM. Allowed addresses are 1..63 (address 0 is not al-lowed). Broadcast packages will not be accepted (to be ig nored), see fi g 2.

The following function codes (FCT) is accepted:

– 03H: Read n words at specifi c address. – 10H: Write n words at specifi c address.

In response to the message frame, the slave (BM) must answer with appropriate data. If this is not pos-sible, a package with the most important bit in FCT set to 1 will be returned, followed by an exception code, where the following is supported:

– 01: Illegal function – 02: Illegal data address – 03: Illegal data value – 06: BUSY. Message rejected

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1693529-1.7Page 3 (10)

MODBUS addressing

In order to be able to read from the different I/O and data areas, they have to be supplied with an „address“.

In the MODBUS protocol each address refers to a word or „register“. For the GenSet there are follow-ing I/O registers:

– Block (multiple) I/O registers occupying up to 32 word of registers (see table 3, 4, 5 and 6).

Block I/O registers hold up to 32 discrete I/O's placed at adjacent addresses, so it is possible to request any number of I/O's up to 32 in a single MODBUS command. Please refer to table 3, 4, 5 and 6 which specifi es the block I/Os registers addresses and how the individual I/O's are situated within the „block".

Data Format

The following types of data format have been cho-sen:

Digital: Consists of 1 word (register): 1 word: [0000H]=OFF [FFFFH]=ON

Integer: Consists of 1 word (register): 1 word: 12 bit signed data (second complement): [0000H]=0 [0FFFH]=100% of range [F000H]=-100% of range

Notice: 12 bit data format must be used no matter what dissolution a signal is sampled with. All mea-suring values will be scaled to 12 bit signed.

Example 1:

PI10, range 0-6 barThe value 2.3 bar will be represented as 38.33% of 6 bar = 0621H

FCT = 03H: Read n words

The master transmits an inquiry to the slave (BM) to read a number (n) of datawords from a given address. The slave (BM) replies with the required number (n) of datawords. To read a single register (n) must be set to 1. To read block type register (n) must be in the range 1...32.

Request (master):[DATA] = [ADR][n] [ADR]=Word stating the address in

HEX. [n]=Word stating the number of words to

be read.

Answer (slave-BM):[DATA] = [bb][1. word][2. word]....[n. word] [bb]=Byte, stating number of sub sequent

bytes. [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword

FCT = 10H: Write n words

The master sends data to the slave (BM) starting from a particular address. The slave (BM) returns the written number of bytes, plus echoes the address.

Write data (master):[DATA] = [ADR][n] [bb][1. word][2. word]....[n

word] [ADR] = Word that gives the address in

HEX. [n] = Word indicating number of words to

be written. [bb] = Byte that gives the number of bytes

to follow (2*n) Please note that 8bb9 is byte size! [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword

Answer (slave-BM):[DATA] = [ADR][bb*2] [ADR]= Word HEX that gives the address

in HEX [bb*2]=Number of words written. [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword

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MODBUS Timeout

To prevent lock up of the protocol, ie. a breakdown on the connection, a number of timeouts are to be built in, as specifi ed in the MODBUS protocol specifi cation:

MODBUS specifi cation max. time between charac-ters in a frame: 10 ms

MODBUS specifi cation max. time between receipt of frame and answer: 1 second

However the implementation of the protocol in the GenSet Base Module is able to handle much smaller timeouts (response times), which may be required in order to obtain an acceptable worst-case I/O scan time:

Base Module, max. time between characters in a frame: 5 ms

Base Module, max. time between receipt of frame and answer: 100 ms

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In the tables below each signal has a importance statement with following meaning:

Required by the classifi cation society or MAN B&W.Recommended by MAN B&W."Nice to have".

In the tables below some signals have a remark with following meaning: a) Required by American Bureau of Shipping,

ABS. b) Required by Bureau Veritas, BV. c) Required by Jugoslavenski Register & DnV. d) Required by Registro Italiano Navale, RINA. e) Required by Nippon Kaiji Kyokai, NKK & DnV. f) Bureau Veritas, Lloyds Register of Shipping

and ABS demand alarm point for low/high heavy fuel oil temp. Normally this is placed at yard side as an common alarm for all aux. engines. The signal can also be generated from iTI40.

g) "Common shutdown" consists of following signals: PSL22, TSH12, SSH81 and ZS82 (as option TSH29/27 for L27/38 or LSH92 for L27/38 and L32/40). Furthermore it consist also of the redundant shutdowns performed in the Base Module.

h) "Safety system failure" consists of following signals: Power supply failure and internal watch dog alarm.

i) "Safety sensor cable failure" means cable fail-ure on one or more of following sensors: lub. oil pressostate PSL22, cool. water ther-mostate TSH12, speed pick-up SE90-2 or emergency stop switch ZS82 (as option TSH29/27 for L27/38 or LSH92 for L27/38 and L32/40)

j) "Local shutdown" only consists of the shut-downs (PSL22, TSH, SSH81, and ZS82) in the safety system.

k) For L27/38, L21/31 and L32/40 the signal ZS82, also includes high oil mist shutdown, LSH92 if it is installed (option).

l) Oil mist (LSH/LAH92) is standard for 7, 8, 9 cyl. L27/38 (for marine application) and L32/40. For 5, 6 cyl. L27/38 and L21/31 it is an option.

m) Required by Det Norske Veritas, DnV. n) For L16/24 engine type TC rpm range is 0-

80000. o) Not accepted by all classifi cation societies. p) For GenSets with high voltage alternators.

General) All alarm signals are already performed with necessary time delay. F.ex. lub. oil level alarms (LAL/LAH28) includes 30 sec. alarm delay. Start air alarm (PAL70) includes 15 sec. alarm delay. No further delay are needed.

Signal Name/description Address Data format Importance Remark Meas. range

oLAH42 Drain box high level 4002 Digital RequiredoPAL25 Prelub. oil low press. 4003 Digital RequiredoSX32 Jet system failure 4004 Digital RequiredoUX95-2 Safety system failure 4005 Digital Required h)oSS86 Common shutdown 4006 Digital Required g)oTAH98 Alternator winding temp. high 4007 Digital RequiredoPAL10 HT water press. inlet low 4008 Digital RequiredoPAL70 Starting air press. low 4009 Digital RequiredoPDAH21-22 Diff. press. high, lub. oil fi lter 400A Digital RequiredoPAL 22 Lub. oil press. inlet low 400B Digital RequiredoPAL40 Fuel press. low 400C Digital RequiredoTAH12 HT water temp. high 400D Digital RequiredoTAH21 Lub. oil temp. inlet high 400E Digital RequiredoLAL28 Low oil level base frame 400F Digital Recommended b)oLAH28 High oil level base frame 4010 Digital RecommendediZS75 Microswitch, turning gear engaged 4011 Digital Recommended b)oSAH81 Overspeed alarm 4012 Digital RecommendedoTAD60 Exh. gas temp. high or low 4013 Digital Recommended m)oTAH61 TC temp. outlet, high 4014 Digital RecommendedoTAH62 TC temp. inlet, high 4015 Digital Recommended m)

Table 3 (Block scanning)

Cont.

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Signal Name/description Address Data format Importance Remark Meas. range

iPSL22 Lub. oil inlet low pressure, stop 4042 Digital Nice to haveiTSH12 HT water outlet high temp., stop 4043 Digital Nice to haveiZS82 (LSH92) Emergency shutdown (oil mist) 4044 Digital Nice to have k)+l)iSSH81 Overspeed stop 4045 Digital Nice to haveoZS96 Local indication 4046 Digital Nice to haveoZS97 Remote indication 4047 Digital Nice to haveoSA99 (Spare) 4048 DigitaloSS90A Engine running 4049 Digital Nice to haveiTE60-1 Exh. gas temp., cylinder 1 404A Integer 12 Bit Nice to have c) 0-800° CiTE60-2 Exh. gas temp., cylinder 2 404B Integer 12 Bit Nice to have c) 0-800° CiTE60-3 Exh. gas temp., cylinder 3 404C Integer 12 Bit Nice to have c) 0-800° CiTE60-4 Exh. gas temp., cylinder 4 404D Integer 12 Bit Nice to have c) 0-800° CiTE60-5 Exh. gas temp., cylinder 5 404E Integer 12 Bit Nice to have c) 0-800° CiTE60-6 Exh. gas temp., cylinder 6 404F Integer 12 Bit Nice to have c) 0-800° CiTE60-7 Exh. gas temp., cylinder 7 4050 Integer 12 Bit Nice to have c) 0-800° CiTE60-8 Exh. gas temp., cylinder 8 4051 Integer 12 Bit Nice to have c) 0-800° CiTE60-9 Exh. gas temp., cylinder 9 4052 Integer 12 Bit Nice to have c) 0-800° CiTE61 Exh. gas temp. outlet TC 4053 Integer 12 Bit Nice to have d) 0-800° CiTE62 Exhaust gas temp. inlet TC 4054 Integer 12 Bit Nice to have e) 0-800° CiTI01 LT water temp. inlet 4055 Integer 12 Bit Nice to have 0-200° CiTI31 Charge air temp. 4056 Integer 12 Bit Nice to have 0-200° CiPI01 LT water press. inlet 4057 Integer 12 Bit Nice to have 0-6 bariPI21 Lub. oil press. inlet fi lter 4058 Integer 12 Bit Nice to have 0-10 bariPI23 Lub. oil TC press. 4059 Integer 12 Bit Nice to have 0-4 bariPI31 Charge air press. 405A Integer 12 Bit Nice to have 0-4 baroSE90 Engine RPM pickup 405B Integer 12 Bit Nice to have 0-1600 rpmoSE89 TC RPM pickup 405C Integer 12 Bit Nice to have n) 0-60000 rpmoUX95-2_Dly (Spare) 405D Digital oSX84 Stop failure 405E Digital Nice to haveiSS86-3 Shutdown from safety system 405F Digital Nice to have j)oPAL01 LT water press. inlet 4060 Digital Nice to haveoPAL23 Lub. oil press. TC, low 4061 Digital Nice to have

Table 4 (Block scanning)

Table 4 MODBUS block 2 (multiple i/o) register addressing.

Signal Name/description Address Data format Importance Remark Meas. range

iTI12 HT water temp. outlet 4016 Integeter 12 Bit Recommended m) 0-200° CiTI21/22 Lub. oil temp. inlet 4017 Integeter 12 Bit Recommended a) + m) 0-200° CiTI40 Fuel oil temp. inlet 4018 Integeter 12 Bit Recommended f) 0-200° CiTI98-1 Alternator winding temp. 1 4019 Integeter 12 Bit Recommended a) 0-200° CiTI98-2 Alternator winding temp. 2 401A Integeter 12 Bit Recommended a) 0-200° CiTI98-3 Alternator winding temp. 3 401B Integeter 12 Bit Recommended a) 0-200° CiPI10 HT water press. inlet 401C Integeter 12 Bit Recommended a) + m) 0-6 bariPI22 Lub. oil press inlet engine 401D Integeter 12 Bit Recommended a) + m) 0-10 bariPI40 Fuel oil press. inlet 401E Integeter 12 Bit Recommended 0-16 bariPI70 Starting air pressure 401F Integeter 12 Bit Recommended a) 0-40 baroSX86-2 Safety sensor cable failure 4020 Digital Recommended i)oSX83 Start failure 4021 Digital Recommended

Cont. of table 3

Table 3 MODBUS block 1 (multiple i/o) register addressing.

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Signal Name/description Address Data format Importance Remark Meas. range

oSAH89 High TC rpm 40C2 Digital Nice to have m)oTAH62-2 High exh. gas temp. before TC 40C3 Digital Nice to have m)oTAH12-2 High cooling water temp. 40C4 Digital Nice to have m)oTAH60-1 High exh. gas temp cyl. 1 40C5 Digital Nice to have m)oTAH60-2 High exh. gas temp cyl. 2 40C6 Digital Nice to have m)oTAH60-3 High exh. gas temp cyl. 3 40C7 Digital Nice to have m)oTAH60-4 High exh. gas temp cyl. 4 40C8 Digital Nice to have m)oTAH60-5 High exh. gas temp cyl. 5 40C9 Digital Nice to have m)oTAH60-6 High exh. gas temp cyl. 6 40CA Digital Nice to have m)oTAH60-7 High exh. gas temp cyl. 7 40CB Digital Nice to have m)oTAH60-8 High exh. gas temp cyl. 8 40CC Digital Nice to have m)oTAH60-9 High exh. gas temp cyl. 9 40CD Digital Nice to have m)oUX95-1 Monitoring system failure 40CE Digital RecommendedoSX86-1 Monitoring sensor failure 40CF Digital RecommendediLAH92 High oil mist alarm (oil splash) 40D0 Digital Nice to have l)

Table 5 (Block scanning)

Table 5 MODBUS block 3 (mutiple i/o) register addressing.

Signal Name/description Address Data format Importance Remark Meas. range

oZS57 Earth connector & diff. protection 4090 Digital Nice to have p)

Individual scanning

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Signal Name/description Address Data format Importance Remark Meas. range

Running hours 4102 32 bit word 2 registers Start via MODBUS C1C1 Digital o) Stop via MODBUS C201 Digital o) Start counter 4842 32 bit word 2 registers

Signal Name/description Address Data format Importance Remark Meas. range

iTI29-1 Main bearing temp. 4005H Integer 12 Bit Nice to have 0-800° CiTI29-2 Main bearing temp. 4004H Integer 12 Bit Nice to have 0-800° CiTI29-3 Main bearing temp. 4003H Integer 12 Bit Nice to have 0-800° CiTI29-4 Main bearing temp. 4002H Integer 12 Bit Nice to have 0-800° CiTI29-5 Main bearing temp. 4006H Integer 12 Bit Nice to have 0-800° CiTI29-6 Main bearing temp. 4007H Integer 12 Bit Nice to have 0-800° CiTI29-7 Main bearing temp. 4008H Integer 12 Bit Nice to have 0-800° CiTI29-8 Main bearing temp. 4009H Integer 12 Bit Nice to have 0-800° CiTI29-9 Main bearing temp. 400AH Integer 12 Bit Nice to have 0-800° CiTI29-10 Main bearing temp. 400BC Integer 12 Bit Nice to have 0-800° CiTI29-11 Guide bearing temp. 400CH Integer 12 Bit Nice to have 0-800° CoTI29-1 Cable break 400DH Digital Nice to haveoTI29-2 Cable break 400EH Digital Nice to haveoTI29-3 Cable break 400FH Digital Nice to haveoTI29-4 Cable break 4010H Digital Nice to haveoTI29-5 Cable break 4011H Digital Nice to haveoTI29-6 Cable break 4012H Digital Nice to haveoTI29-7 Cable break 4013H Digital Nice to haveoTI29-8 Cable break 4014H Digital Nice to haveoTI29-9 Cable break 4015H Digital Nice to haveoTI29-10 Cable break 4016H Digital Nice to haveoTI29-11 Cable break 4017H Digital Nice to haveiTI27-1 Alternator bearing temp. 4018H Integer 12 Bit Nice to have 0-200° CiTI27-2 Alternator bearing temp. 4019H Integer 12 Bit Nice to have 0-200° CiTI INTERNT. Compensation resistor 401AH Integer 12 Bit Nice to have 0-200° CoTSH29/27 High bearing temp. shutdown 401BH Digital Nice to haveoTSH29/27 High bearing temp. shutdown 401CH Digital Nice to haveoTSH29/27A Common alarm main bearing temp. 401DH Digital Nice to haveoTSH29/27B Common alarm main bearing temp. 401EH Digital Nice to haveoUX29/27 Common cable failure 401FH Digital Nice to have

Table 6 (Block scanning)

Table 6 MODBUS block 4 (mutiple i/o) register addressing.

Table 7 (Individual scanning of control signals)

Table 7 MODBUS block 5 (multiple i/o) register addressing.

In fi g 8 and 9 some examples of wiring are illustrated. See also description "Guidelines for cable and wi-ring" for further information.

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1693529-1.7Page 8 (10)

These signals in table 6 are only available if a Bea-ring Surveillance Module is applied.

The application can be checked in the plant-speci-fi c "Engine Automatics" diagram or the "Extent of Delivery"

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Fig 8 MODBUS communication (RS 485 and RS 422).

Engine type L16/24, L21/31, L27/38 or L32/40

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Fig 9 MODBUS communication (RS 485).

Engine type L27/38 incl. bearing surveillance module

Comment: Always connect each engine with separate serial cable to the alarm system. Do not connect all auxiliary engines on one serial cable connection.

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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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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

Page 189: MAN L21 31 PowerPlant

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

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

Pre.lub. oil pumpEngine 1

Pre.lub. oil pumpEngine 3

560

630

Ø10.2

220

PumpON

Man AutoOFF

PumpON

Man AutoOFF

PumpON

Man AutoOFF

Fig 1 Dimensions.

Page 190: MAN L21 31 PowerPlant

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

E 19 11 0 1631477-3.3Page 2 (2)Prelubricating Oil Pump Starting Box

General

01.10

Fig 2 Wiring diagram.

Page 191: MAN L21 31 PowerPlant

Foundation

B 20

Page 192: MAN L21 31 PowerPlant
Page 193: MAN L21 31 PowerPlant

MAN Diesel & Turbo

1699989-9.3Page 1 (5)

11.05

Resilient Mounting System for LandbasedGenerating Sets B 20 00 0

L16/24, L21/31L27/38

On resilient mounted generating sets, the diesel engine and the alternator are placed on a common rigid base frame mounted on e.g. concrete foundation by means of resilient supports, Sandwich Mounting.

All connections from the generating set to the external sys tems should be equipped with flexible connections, and pipes, gangway etc. must not be welded to the external part of the installation.

Resilient Support

A resilient mounting of the generating set is made with a number of sandwich moun tings. The number and the distance between them depend on the size of the GenSet. The mountings are bolted onto the base frame (See method of fixing on page 4).

The standard height of the sandwich mountings is 125 mm in unloaded condition - when loaded the setting is normally 6-8 mm.

The exact setting can be found in the calculation of the sandwich mountings for the plant in question.

Check of Crankshaft Deflection

The resilient mounted generating set is normally delivered from the factory with engine and alternator mounted on the common base frame.Eventhough engine and alternator have been ad-justed by the engine builder, with the alternator rotor placed correctly in the stator and the crankshaft de-flection of the engine (autolog) within the prescribed tolerances, it is recommended to check the crankshaft deflection ( autolog) before starting up the GenSet.

Concrete Foundation

The engine concrete foundation shall be in accord-ance with the foundation drawing from MAN Diesel & Turbo.

The dimension and the reinforcement of the concrete foundation are based on soil condition ≥ 60 kN/m2. If this requirement can not be fulfilled it is up to the customer to improve the soil condition.

The casting of the engine foundation shall be ex-ecuted continuously, and no construction joints shall be permitted.

Mounting of Base Plates on Concrete Foun-dation

Before the foundation base plates are placed on the concrete foundation, they have to be machined ac-cording to the drawing from MAN Diesel & Turbo and meet the tolerances as shown in the table on page 5.

Place and align the base plates in the openings of the concrete foundation according to the drawing from MAN Diesel & Turbo. Mark the positions of the foundation bolts through the holes in the base plates. Remove the base plates and drill the holes for the foundation bolts with conventional tools. The holes have to be drilled according to recommendations from the supplier of the foundation bolts.

Install the foundation bolts according to recommen-dation from the supplier.

Place and align the base plates in the openings of the concrete foundation again.

Pre-tighten the foundation bolts with a torque of 20 Nm.

Fill-up the openings in the concrete foundation with nonshrinking grouting material such as Masterflow MB928 Grout or similar.

Tighten up the foundation bolts with a torque of 110 Nm, after hardening of the grouting material.

This method of fixing the base plates is suitable for earthquake conditions up to 7 on the Richter scale.

Mounting and Adjustment Instructions for New Generating Sets

1) In case the sandwich mountings have not been mounted in the factory, they have to be mounted at the location on the base frame by means of four M16 bolts each, see page 4.

Page 194: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Surface protection, coded RedNeoprene Rubber Solution

125

Unl

oade

1

1515

35

210

35

350

18 314 18

2 x 4 x ø18

140

L16/24, L21/31L27/38

B 20 00 0 Resilient Mounting System for LandbasedGenerating Sets

1699989-9.3Page 2 (5)

11.05

2) Fit the filling pieces to the sandwich mountings by means of four M16 bolt each, see page 4. The filling pieces have to be machined accord-ing to the drawing from MAN Diesel & Turbo.

3) Align the generating set above the base plates according to the drawing from MAN Diesel & Turbo.

4) Lower the generating set until it rests completely on the base plates.

5) After 48 hours, level and load distribution is checked by measuring the height of the ele-ments. The difference between the mountings should be as small as possible and should not exceed ± 2 mm from average.

Example : H1 + H2 + H3 +...+ HN

Average = mm. N

N = Number of sandwich mounting.

6) The mounting(s) with the largest deviation (from the average) should be adjusted first with steel shims.

Hereby it should be noted that with the steel shims the mounting deflection can only be increased. Therefore it can be necessary to fit, not only one, but all mountings with steel shims to release one mounting.

Method of Fixing the Generating Set to the Base Plates

7) After the final adjustment, fix the Generating Set to the base plates by welding the filling pieces to the base plates according to the drawing from MAN Diesel & Turbo, see also page 4.

This method of fixing the Generating Sets to the base plates is suitable for earthquake conditions up to 7 on the Richter scale.

Instructions for maintenance

Generally speaking the mountings will not require maintenance or reconditioning in service unless mis-used or accidently damaged.

Oil contamination is the most likely cause of damage and therefore the rubber elements are treated with an oil resistant coating.Certainly elements showing signs of severe swelling or evidence of rubber to metal seperation should be replaced.

Page 195: MAN L21 31 PowerPlant

MAN Diesel & Turbo

1699989-9.3Page 3 (5)

11.05

Resilient Mounting System for LandbasedGenerating Sets B 20 00 0

L16/24, L21/31L27/38

Earthquake scales and intensity valuesMeasured at 5 Hz

Richter scale Ground acceleration Ground velocity Ground shift [mm/s²] [mm/s] [mm]

4.2 250 – 500 8 – 16 0.3 – 0.5

4.8 500 – 1000 16 – 32 0.5 – 1.0

5.3 1000 – 2000 32 – 64 1.0 – 2.0

5.9 2000 – 4000 64 – 127 2.0 – 4.0

6.4 4000 – 8000 127 – 254 4.0 – 8.0

7.0 8000 – 16000 254 – 508 8.0 – 16.0

Common values for sandwich mounting systems VRD 35 S1 – 55°With landbased generating sets

Richter scale Input ground Natural frequen- Output transmit- Horizontal shock acceleration cies horizontal ted shock on Displacement on generating set mounts [g] [Hz] [g] [mm]

5.9 0.2 – 0.4 1.8 – 2.3 0.07 – 0.19 4.4 – 11.2

6.4 0.4 – 0.8 1.8 – 2.3 0.15 – 0.37 8.8 – 22.5

7.0 0.8 – 1.6 1.8 – 2.3 0.29 – 0.75 17.6 – 44.9

The output transmitted chock [g] and horizontal shock displacements [mm] are calculated by half sine shock puls.

Page 196: MAN L21 31 PowerPlant

MAN Diesel & Turbo

L16/24, L21/31L27/38

B 20 00 0 Resilient Mounting System for LandbasedGenerating Sets

1699989-9.3Page 4 (5)

11.05

Method of FixingEarthquake condition - Suitable from Richter scale up to 7

M16 - Bolttorque 165 Nm

M16 - bolt, to beused for alignment

Master flowMB 928 Grout

Base frame

End of founda-tion block

To be welded 5 Filling piecesLo

aded

146

-148

350

157

*

*L16/24 = 313L21/31 = 350L27/38 = 307

275

20

157

Reinforced concreteFoundation / block

M16 - Foundation bolttorque 110 Nm

A

A

View A-A

29

Base plate

Page 197: MAN L21 31 PowerPlant

MAN Diesel & Turbo

1699989-9.3Page 5 (5)

11.05

Resilient Mounting System for LandbasedGenerating Sets B 20 00 0

L16/24, L21/31L27/38

Tolerances of base plate

Description Tolerances

Planeness per mounting ± 0.5 mm

Parallelism per mounting length ± 1.0 mm

Parallelism total length ± 2.0 mm

1.0

4.0 Ref.

2.0 Ref.

1.0 Ref.

Ref.4.0

1

Detail A Detail B

Ref.

2

Tolerances of Base plate

Base frame

Base plate

Base frame

Base plate

ReferenceHorizontal plane

4

See detail BSee detail A

Concrete foundation block

Total length

2.0 Ref.

Page 198: MAN L21 31 PowerPlant
Page 199: MAN L21 31 PowerPlant

Test running

B 21

Page 200: MAN L21 31 PowerPlant
Page 201: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Operating points MAN Diesel & Turbo programme

1) Starting attempts X

2) Governor test X

3) Test of safety and monitoring system X

4) Load acceptance test (value in minutes)

Engines driving alternators Continuous rating(MCR)

Constant speed

25% 30

50% 30

75% 30

100% 60

110% 45

Shop Test Programme for Power Plants1699986-3.0Page 1 (1) B 21 01 1

General

07.47

5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated).6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition.6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition.7) Inspection of lubricating oil filter cartridges of each engine.

8) General inspection.

The operating values to be measured and recorded during the acceptance test have been specified in ac-cordance with ISO 3046-1:2002 and with the rules of the classification societies.

The operation values are to be confirmed by the customer or his representative 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 his representative's request.

Page 202: MAN L21 31 PowerPlant
Page 203: MAN L21 31 PowerPlant

Spare Parts

E 23

Page 204: MAN L21 31 PowerPlant
Page 205: MAN L21 31 PowerPlant

MAN Diesel & Turbo

E 23 00 01689483-7.2Page 1 (6) Weight and Dimensions of Principal Parts

L21/31

11.27 - Tier II, WB II

Cylinder liner approx. 80 kg

Piston approx. 30 kg

Cylinder head incl. rocker arms approx. 225 kg

Charge air cooler approx. 294 kg

360

450773

545779

540

Ø299

Ø254

620

Please note: 5 cyl. only for GenSet

Page 206: MAN L21 31 PowerPlant

MAN Diesel & Turbo

E 23 00 0 1689483-7.2Page 2 (6)Weight and Dimensions of Principal Parts

L21/31

11.27 - Tier II, WB II

Cylinder unit approx. 485 kg Connecting rod approx. 64 kg

1666

.5

933

Front end box for GenSet approx. 1464 kg

Please note: 5 cyl. only for GenSet

Front end box for Propulsion

Page 207: MAN L21 31 PowerPlant

MAN Diesel & Turbo

E 23 00 0

* Depending on Alternator type

L

1400

Base Frame for GenSet

Length (L)* Weight

5 cyl. 4529 2978 kg

6 cyl. 5015.5 3063 kg

7 cyl. 5423 3147 kg

8 cyl. 5893.5 3232 kg

9 cyl. 6312 3315 kg

1689483-7.2Page 3 (6) Weight and Dimensions of Principal Parts

L21/31

11.27 - Tier II, WB II

L

790

Oil Pan for Propulsion

Length (L) Weight

6 cyl. 2920.5 660 kg

7 cyl. 3275.5 720 kg

8 cyl. 3630.5 780 kg

9 cyl. 3985.5 850 kg

Please note: 5 cyl. only for GenSet

Page 208: MAN L21 31 PowerPlant

MAN Diesel & Turbo

E 23 00 0

L

Valve Camshaft

Length (L) Weight

5 cyl. 1994.5 130 kg

6 cyl. 2349.5 150 kg

7 cyl. 2704.5 170 kg

8 cyl. 3059.5 190 kg

9 cyl. 3414.5 209 kg

Injection Camshaft

Length (L) Weight

5 cyl. 1980.5 275 kg

6 cyl. 2335.5 321 kg

7 cyl. 2690.5 367 kg

8 cyl. 3045.5 413 kg

9 cyl. 3400.5 459 kg

L

1689483-7.2Page 4 (6)Weight and Dimensions of Principal Parts

L21/31

11.27 - Tier II, WB II

Please note: 5 cyl. only for GenSet

Page 209: MAN L21 31 PowerPlant

MAN Diesel & Turbo

E 23 00 01689483-7.2Page 5 (6) Weight and Dimensions of Principal Parts

L21/31

11.27 - Tier II, WB II

Frame

Length (L) Weight

5 cyl. 2105.5 3435 kg

6 cyl. 2460.5 3981 kg

7 cyl. 2815.5 4527 kg

8 cyl. 3170.5 5073 kg

9 cyl. 3525.5 5619 kg

1331

1065 LØ

1107

Flywheel with gear rimOnly for GenSet

Small 890 kg Medium 1051 kg Large 1213 kg

L H Weight

TCR16 1110 615 290 kg

TCR18 1328 772 460 kg

L

H

Please note: 5 cyl. only for GenSet

ø1107

Flywheel with gear rimOnly for Propulsion

Page 210: MAN L21 31 PowerPlant

MAN Diesel & Turbo

E 23 00 0

Crankshaft with Counter Weights

Length (L) Weight

5 cyl. * 2470 1350 kg

6 cyl. 2825 1580 kg

7 cyl. 3180 1813 kg

8 cyl. 3535 2053 kg

9 cyl. 3890 2260 kg

* Only for GenSet

1689483-7.2Page 6 (6)Weight and Dimensions of Principal Parts

L21/31

11.27 - Tier II, WB II

Please note: 5 cyl. only for GenSet

Page 211: MAN L21 31 PowerPlant

Tools

P 24

Page 212: MAN L21 31 PowerPlant
Page 213: MAN L21 31 PowerPlant

Standard Tools for Normal Maintenance

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 13700064-0.1Page1(11)

1 52000 014

1 52000 038

1 52000 021

1 52000 045

Valvespringtighteningdevice

Liftingtoolforcylinderunitandcylinderhead

Removingdeviceforflamering

Guidebushforpiston

11.49028-0492

11.49023-0398

11.49021-1167

11.49021-1044

170

850

ø299

278

312

178

ø209

Page 214: MAN L21 31 PowerPlant

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools for Normal Maintenance

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 1 3700064-0.1Page2(11)

Fitandremovaldeviceforconn.rodbearing,incl.eyescrews(2pcs)

Liftingdeviceforcylinderliner

Liftingdeviceforpistonandconnectingrod

1 52000 069

1 52000 082

1 52000 104

11.49021-0724

11.49023-0424

11.49023-0342

200

1380

948

352

Page 215: MAN L21 31 PowerPlant

Standard Tools for Normal Maintenance

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 13700064-0.1Page3(11)

Pistonringopener

Supportingdeviceforconnectingrodandpistoninthecylinderliner,incl.fork

Feelergauge,0.6-0.7mm

Socketwrench

SocketwrenchandTorqueSpanner

1 52000 190

1 52000 212

1 52000 010

1 52000 652

1 52000 664 1 52000 676

11.49002-0045

11.49032-027911.49043-1037

1691690-6

11.49001-0530

11.49001-053208.06411-0021

0.6 mm CORRECT

0.7 mm INCORRECT

456

311

218

ø250

130

Page 216: MAN L21 31 PowerPlant

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools for Normal Maintenance

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 1 3700064-0.1Page4(11)

Dismantlingtoolformainbearinguppershell

Fitandremovingdeviceformainbearingcap

Eyescrewforliftingofchargeaircooler/lubri-catingoilcooler

Containercompleteforwaterwashingofcompressorside

1 52000 035

1 52000 047

2 52000 036

1 51205 318

11.49058-060006.56936-0558

11.49023-0338

06.05110-0103

1651568-1

M12

ø200

480

Page 217: MAN L21 31 PowerPlant

Standard Tools for Normal Maintenance

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 13700064-0.1Page5(11)

Blowgunfordrycleaningofturbocharger

Broadchissel

Cleaningtoolforfuelinjector

Bow(forpresuretestingtool)

Deliverypipe(forpressuretestingtool)

Pressuretestingtool

1 51210 136

1 52000 473

1 52000 013

1 52000 711

1 52000 723

1 52000 050

1612860-3

11.49017-0034

1690252-8

11.49043-1059

11.49046-0397

11.49024-0076

ø22

.5

84

172

Page 218: MAN L21 31 PowerPlant

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools for Normal Maintenance

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 1 3700064-0.1Page6(11)

Grindingdevicefornozzleseat

Grindingpaper

Plier

Loctite

Extractordeviceforinjectorvalve

Combinationspanner,36mm

1 52000 074

1 52000 747

1 52000 759

1 52000 760

1 52000 407

1 52000 772

11.49008-0333

11.49021-1245

R554K36

ø65

258

380

530

Loct

ite

747

759

760

Page 219: MAN L21 31 PowerPlant

Standard Tools for Normal Maintenance

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 13700064-0.1Page7(11)

Crowfoot,36mm

Dismantlingtoolforbearingshell

1 52000 784

1 52000 818

08.06411-0601

11.49021-0856

Page 220: MAN L21 31 PowerPlant

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools for Normal Maintenance

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 1 3700064-0.1Page8(11)

Hydraulictoolscompleteconsistingofthefollowing3boxes:

Hydraulictoolsbox1consistingof:

52000 806

52000 633

11.49000-2217

11.49028-0505

Page 221: MAN L21 31 PowerPlant

Standard Tools for Normal Maintenance

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 13700064-0.1Page9(11)

Pressurepump,complete

manometer

Quickcoupling

Rubberbuffers

Hosewithunions

Hose,4000mm

Quickcoupling

Adapter

Nipple

Force-offdevice

Storagetank

Setofspareparts

1 52000 011

52000 023

52000 405

52000 507

4 52000 202

52000 537

52000 549

52000 836

52000 519

1 52000 424

1 52000 520

1 52000 532

Page 222: MAN L21 31 PowerPlant

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools for Normal Maintenance

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 1 3700064-0.1Page10(11)

Hydraulictoolsbox2consistingof:

HydraulictighteningcylinderM33x2

PressurepartM33x2

Setofspareparts

HydraulictighteningcylinderM30x2

Pressurepart,shortM22x2

Pressurepart,longM22x2

TensionscrewM22x2

Setofspareparts

Turnpin

Turnpin

Turnpin

Anglepiece

Measuringdevice

1 52000 544

2 52000 275

2 52000 371

1 52000 238

2 52000 287

2 52000 383

2 52000 096

2 52000 131

1 52000 251

1 52000 556

1 52000 568

1 52000 334

2 52000 358

1 52000 448

11.49028-0507

Page 223: MAN L21 31 PowerPlant

Standard Tools for Normal Maintenance

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII-GenSet

L21/31

P 24 01 13700064-0.1Page11(11)

Hydraulictoolsbox3consistingof:

HydraulictighteningcylinderM30x2

Pressurepart,shortM30x2

Pressurepart,longM30x2

Tensionscrew

Setofsparepart

Turnpin

Turnpin

Turnpin

1 52000 581

4 52000 263

2 52000 072

4 52000 059

4 52000 118

1 52000 226

1 52000 593

1 52000 603

1 52000 334

11.49028-0509

Page 224: MAN L21 31 PowerPlant
Page 225: MAN L21 31 PowerPlant

L21/31

Additional Tools

SupplyperShip Drawing Remarks

Working Spare Plateno Itemno Name Sketch

MAN Diesel & Turbo

3700066-4.1Page1(8) P 24 03 9

11.34-TierII

Fitandremovaldeviceforconn.rodbearing,incl.eyescrews(2pcs)

Liftingdeviceforcylinderliner

Liftingdeviceforpistonandconnectingrod

1 52000 069

1 52000 082

1 52000 104

11.49021-0724

11.49023-0424

11.49023-0342

200

1380

948

352

Page 226: MAN L21 31 PowerPlant

L21/31

Additional Tools

SupplyperShip Drawing Remarks

Working Spare Plateno Itemno Name Sketch

MAN Diesel & Turbo

3700066-4.1Page2(8)P 24 03 9

11.34-TierII

Plierforpistonpinretainingring

Pistonringopener

Supportingdeviceforconnectingrodandpistoninthecylinderliner,incl.fork

Dismantlingtoolformainbearinguppershell

Fitandremovingdeviceformainbearingcap

1 52000 759

1 52000 190

1 52000 212

1 52000 035

1 52000 047

EN515D10

11.49002-0045

11.49032-027911.49043-1037

11.49058-060006.56936-0558

11.49023-0338

ø250

130

Page 227: MAN L21 31 PowerPlant

L21/31

Additional Tools

SupplyperShip Drawing Remarks

Working Spare Plateno Itemno Name Sketch

MAN Diesel & Turbo

3700066-4.1Page3(8) P 24 03 9

11.34-TierII

2 52000 036

1 52002 067

1 52002 092

1 52002 114

Eyescrewforliftingofchargeaircooler/lubricatingoilcooler

Crankshaftalignmentgauge(autolog)

Resettingdeviceforhydrauliccylinder

Turningdeviceforcylinderunit

06.05110-0103

2029373-9

11.49025-0223

11.49026-0016

M12

Page 228: MAN L21 31 PowerPlant

L21/31

Additional Tools

SupplyperShip Drawing Remarks

Working Spare Plateno Itemno Name Sketch

MAN Diesel & Turbo

3700066-4.1Page4(8)P 24 03 9

11.34-TierII

Grindingtoolfor cylinderhead/liner

Max.pressure indicator0-220bar

Handleforindicator valve

Testingmandrelfor pistonringgrooves, 6.43mm

Testingmandrelfor pistonringgrooves, 5.43mm

Toolforfixingof marineheadfor counterweight

1 52002 126

1 52002 138

1 52002 498

1 52002 151

1 52002 163

1 52002 187

11.49008-0329

11.49011-0154

11.49001-0503

1635609-1

1635606-6

11.49043-1020

appr. 87

appr

. 230

Page 229: MAN L21 31 PowerPlant

L21/31

Additional Tools

SupplyperShip Drawing Remarks

Working Spare Plateno Itemno Name Sketch

MAN Diesel & Turbo

3700066-4.1Page5(8) P 24 03 9

11.34-TierII

1685101-8

1350294-4

11.49021-0717

1 52002 199

1 52002 209

1 52002 210

1 52002 222

1 52002 234

1 52002 246

1 52002 258

Grindingmachineforvalveseatrings

Mandrel

Cuttingtool

Grindingmachineforvalveseatrings

Stone

Guide

Fitandremovingdeviceforvalve

guides

234

246

Wooden boxL x B x H = 450 x 380 x 190 mm

209

210

Page 230: MAN L21 31 PowerPlant

L21/31

Additional Tools

SupplyperShip Drawing Remarks

Working Spare Plateno Itemno Name Sketch

MAN Diesel & Turbo

3700066-4.1Page6(8)P 24 03 9

11.34-TierII

Grindingtoolforvalves

Fittingdeviceforvalveseatrings

Plate(usedwithitem181)

Extractorforvalveseatrings

1 52002 283

1 52002 295

1 52002 317

1 52002 329

11.49000-2304

11.49021-0721

11.49062-2234

11.49025-0214

Page 231: MAN L21 31 PowerPlant

L21/31

Additional Tools

SupplyperShip Drawing Remarks

Working Spare Plateno Itemno Name Sketch

MAN Diesel & Turbo

3700066-4.1Page7(8) P 24 03 9

11.34-TierII

1 52002 342

1 52002 366

1 52002 378

1 52002 401

Fitandremovingdeviceforfuelinjectionpump

Settingdeviceforfuelinjectionpump

Cleaningneedlesforfuelinjector

(5pcs)

Fitandremovingdeviceforcooler

insert

11.49021-0789

11.49022-0235

1630419-4

11.59021-0729

Page 232: MAN L21 31 PowerPlant

L21/31

Additional Tools

SupplyperShip Drawing Remarks

Working Spare Plateno Itemno Name Sketch

MAN Diesel & Turbo

3700066-4.1Page8(8)P 24 03 9

11.34-TierII

Measuringdeviceforcylinderliner

Closingcover(TCR16)(standardwithonlyone

propulsionengine)

Closingcover(TCR18)(standardwithonlyone

propulsionengine)

Liftingtoolforcylinderunit

(lowdismantlingheight)

1 52002 425

1 52002 449

1 52002 450

1 52002 474

11.49022-0242

11.59661-1064

11.59661-0901

11.49023-0315

Page 233: MAN L21 31 PowerPlant

MAN Diesel & Turbo

3700067-6.0Page 1 (2)

11.01

Hand Tools P 24 05 1

L16/24L21/31, L27/38

12 mm10 mm8 mm

164 176 188 247 259 260

30 mm 36 mm24 mm

Size [mm]331343355367379380392

272284296

152

139

Size [mm]Item

Item

019

Socket spanner setDesignation Size [mm]

Combination spannerHexagon key

140

RachetExtension 125Extension 250UniversalSocket - double hexagon 10Socket - double hexagon 13Socket - double hexagon 17Socket - double hexagon 19Socket - double hexagon 22Socket for internal hexagon 5Socket for internal hexagon 6Socket for internal hexagon 7Socket for internal hexagon 8Socket for internal hexagon 10Socket for internal hexagon 12Socket - screwdriver 1.6 x 10Socket - cross head screw 2Socket - cross head screw 3Socket - cross head screw 4

781012141719

1012131416171819222430

032044056068223081235093103115127

Page 234: MAN L21 31 PowerPlant

MAN Diesel & Turbo

Hand Tools 3700067-6.0Page 2 (2)P 24 05 1

11.01

L16/24L21/31, L27/38

019

032

044

056

068

081

093

103

115

127

139

140

152

164

176

188

223

235

247

259

Item no Benævnelse

Topnøglesæt

Ring-gaffelnøgle,10 mm

Ring-gaffelnøgle,12 mm

Ring-gaffelnøgle,13 mm

Ring-gaffelnøgle,14 mm

Ring-gaffelnøgle,17 mm

Ring-gaffelnøgle,19 mm

Ring-gaffelnøgle,22 mm

Ring-gaffelnøgle,24 mm

Ring-gaffelnøgle,30 mm

T-greb 1/2"

Skralde, 20 mm

Forlænger

Top, str 24

Top, str 30

Top str 36

Ring-gaffelnøgle,16 mm

Ring-gaffelnøgle,18 mm

Unbrakotop, str 8

Unbrakotop, str 10

Designation

Set of tools

Combination spanner, 10 mm

Combination spanner, 12 mm

Combination spanner, 13 mm

Combination spanner, 14 mm

Combination spanner, 17 mm

Combination spanner, 19 mm

Combination spanner, 22 mm

Combination spanner, 24 mm

Combination spanner, 30 mm

Tee handle 1/2" square drive

Ratchet, 20 mm

Extension bar

Socket spanner, squa-re drive, size 24

Socket spanner, squa-re drive, size 30

Socket spanner, squa-re drive, size 36

Combination spanner,16 mm

Combination spanner,18 mm

Bit, hexagon socket screw, square drive

Bit, hexagon socket screw, square drive

Qty

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Ved bestilling af reservedele, se også side 500.50.

* = Kun tilgængelig som en del af et reservedelssæt / ikke tilgængelig aleneQty/C = Qty/Cylinder

When ordering spare parts, see also page 500.50.

* = Only available as part of a spare parts kit / not avail separately Qty/C = Qty/Cylinder

Item no BenævnelseDesignationQty

EN563H1

08.06073-0014

08.06073-0016

08.06073-0017

08.06073-0018

08.06073-0021

08.06073-0023

08.06073-0326

08.06073-0328

08.06073-0334

08.06631-0400

08.06631-3600

08.06139-1358

08.06140-6100

08.06140-6300

08.06140-6500

08.06073-0020

08.06073-0022

08.06556-3040

08.06556-3060

08.06556-3080

08.06411-0010

08.06411-0011

08.06411-0013

08.06125-1100

08.06125-1200

08.06125-1400

08.06125-1600

08.06125-1800

08.06125-2100

08.06125-2300

260

272

284

296

331

343

355

367

379

380

392

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Bit, hexagon socket screw, square drive

Torque spanner,20-120 Nm - 1/2"

Torque spanner,40-200 Nm - 1/2"

Torque spanner,30-320 Nm - 1/2"

Hexagon key 7 mm

Hexagon key 8 mm

Hexagon key 10 mm

Hexagon key 12 mm

Hexagon key 14 mm

Hexagon key 17 mm

Hexagon key 19 mm

Unbrakotop, str 12

Momentnøgle,20-120 Nm - 1/2"

Momentnøgle,40-200 Nm - 1/2"

Momentnøgle,30-320 Nm - 1/2"

Unbrakonøgle 7 mm

Unbrakonøgle 8 mm

Unbrakonøgle 10 mm

Unbrakonøgle 12 mm

Unbrakonøgle 14 mm

Unbrakonøgle 17 mm

Unbrakonøgle 19 mm

Page 235: MAN L21 31 PowerPlant

G 50 Alternator

B 50

Page 236: MAN L21 31 PowerPlant
Page 237: MAN L21 31 PowerPlant

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1699895-2.0Page 1 (2) B 50 00 0

L16/24L21/31L27/38

08.39

GenSet

A GenSet is a joined unit with a diesel engine, an alternator and a common base frame. The alternator has a stator housing with a front flange which is con-nected to the diesel engine with bolts. Similar to this the alternator has foot flanges with bolt connection to the base frame. The base frame is anchored to the foundation with a variable number of rubber dampers.

Mechanical alternator design

The rotor in the alternator is installed with either one or two bearings. On one-bearing alternators the rotor is connected to the flywheel of the diesel engine with a flex disc. The one-bearing alternator does not have a front bearing and in this case the rotor is carried by the crankshaft of the engine. On two-bearing alternators the connection is a flexible rubber coupling, and the rotor front is seated in the stator housing of the alternator.

Alternators for GenSets

In both cases the alternator stator housing is con-nected to the diesel engine with bolts, however, with two-bearing alternators an intermediate piece with bolt flanges is used which at the same time is shielding the flexible rubber coupling.

The bearing type can be ball bearing, roller bearing or sleeve bearing.

Note: The engine types 8L21/31, 9L21/31, 8L27/38 and 9L27/38 only use two-bearing alternators to keep the load on the engine’s rear crankshaft bearing on a low level.

The alternator can be delivered air-cooled with in-sulation class IP23 or water-cooled with insulation class IP44.

The air-cooled alternator takes air in through filters; leads the air through the alternator by means of a built-in ventilator and out of the alternator again.

Fig 1 GenSet

Baseframe

Alternator Intermediate piece Diesel engine

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08.39

1699895-2.0Page 2 (2)B 50 00 0

L16/24L21/31L27/38

Alternators for GenSets

The water-cooled alternator circulates air internally in the alternator by means of the ventilator. The airflow passes through a built-in water cooler, removing the heat from the alternator through the connected cooling water system.

The entrance to the electrical main cables can be placed on the right or left side of the alternator with a horizontal or vertical inlet.

Electrical alternator design

The alternator is a three-phase AC synchronous alter-nator – brushless with built-in exciter and automatic, electronic voltage regulator (AVR) with potentiometer for remote control. (The potentiometer for final ad-justment of the voltage is included in the standard delivery and normally part of the control panel).

The alternator is intended for parallel running.

The insulation class for the windings can be H/H or lower. H/H corresponds to 180° C on the windings and 180° C operating temperature.

According to the GL classification rules the alternator must as maximum be used up to 155° C operating temperature – corresponding to insulation class F. It may also be a customer requirement to keep the efficiency below class H.

The windings have tropical resistance against high humidity.

The alternator is equipped with anti-condensate standstill heater.

For temperature surveillance in the windings, the alternator is equipped with 2x3 PT100 sensors. PT100 sensors are also installed for surveillance of the bearing temperature, and possibly also equipped with visual thermometers on bearings.

The alternator can be delivered for the voltages 380 VAC to 13.8 KVAC. The frequencies are 50 Hz or 60 Hz.

The alternator fulfils the requirements for electro-magnetic compatibility protection EMC, is designed and tested according to IEC34 and fulfils the DIN EN 60034 / VDE0530 requirements.

Page 239: MAN L21 31 PowerPlant

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MAN Diesel & Turbo

max 300 m

m

Free cable length

Fix point

Center line

Alternator cable installation B 50 00 0G 50 00 0

10.39

General

1699865-3.1Page 1 (3)

Fig 1 Connection of cables

Main Cables

The flexible 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 flexibility 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 fix 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 & Turbo.

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MAN Diesel & Turbo

Alternator cable installationB 50 00 0G 50 00 0

10.39

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 specific case; or must have minimum the same size as the main cables.

Engine Alternator

Base frame Rubber damper Part of ship hull Earth cable

Page 241: MAN L21 31 PowerPlant

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MAN Diesel & Turbo

Alternator cable installation B 50 00 0G 50 00 0

10.39

General

1699865-3.1Page 3 (3)

Fig 3 Stationary operation

Engine

Alternator

Rubber damper Foundation Earth connectionBase frame

Earth cable

Page 242: MAN L21 31 PowerPlant
Page 243: MAN L21 31 PowerPlant

MAN Diesel & Turbo

3700084-3.0Page 1 (2)

B 50 00 0G 50 00 0

General

11.11

For a GenSet the engine and alternator are fixed on a common base frame, which is flexibly installed. This is to isolate the GenSet vibration-wise from the environment. As part of the GenSet design a full FEM calculation has been done and due to this and our experience some combinations of engine type and alternator type concerning one - or two bearings must be avoided. In the below list all combinations can be found.

Combinations of engine- and alternator layout

Comments to possible combinations:

• : Standard# : OptionX : Not recommended1) : Only in combination with "top bracing" between engine crankcase and alternator frame2) : Need for 'topbracing' to be evaluated case by case

L16/24 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 1000 RPM · # # #

5 Cyl. 1200 RPM · # # #

6 Cyl. 1000 RPM · # # #

6 Cyl. 1200 RPM · # # #

7 Cyl. 1000 RPM · # # #

7 Cyl. 1200 RPM · # # #

8 Cyl. 1000 RPM · # # #

8 Cyl. 1200 RPM · # # #

9 Cyl. 1000 RPM · # # #

9 Cyl. 1200 RPM · # # #

L23/30H 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 720 RPM · 1) 2) 1)

5 Cyl. 750 RPM · 1) 2) 1)

5 Cyl. 900 RPM · 1) 2) 1)

6 Cyl. 720 RPM · # # #

6 Cyl. 750 RPM · # # #

6 Cyl. 900 RPM · # # #

7 Cyl. 720 RPM · # # #

7 Cyl. 750 RPM · # # #

7 Cyl. 900 RPM · # # #

8 Cyl. 720 RPM · # # #

8 Cyl. 750 RPM · # # #

8 Cyl. 900 RPM · # # #

L28/32H 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 720 RPM · # # #

5 Cyl. 750 RPM · # # #

6 Cyl. 720 RPM · # # #

6 Cyl. 750 RPM · # # #

7 Cyl. 720 RPM X X · #

7 Cyl. 750 RPM X X · #

8 Cyl. 720 RPM X X · #

8 Cyl. 750 RPM X X · #

9 Cyl. 720 RPM · # # #

9 Cyl. 750 RPM · # # #

L21/31 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 900 RPM · # # #

5 Cyl. 1000 RPM · # # #

6 Cyl. 900 RPM · # # #

6 Cyl. 1000 RPM · # # #

7 Cyl. 900 RPM · # # #

7 Cyl. 1000 RPM · # # #

8 Cyl. 900 RPM X X · #

8 Cyl. 1000 RPM X X · #

9 Cyl. 900 RPM X X · #

9 Cyl. 1000 RPM X X · #

Page 244: MAN L21 31 PowerPlant

MAN Diesel & Turbo

3700084-3.0Page 2 (2)

B 50 00 0G 50 00 0

General

Combinations of engine- and alternator layout

11.11

L27/38 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 720 RPM · # # #

5 Cyl. 750 RPM · # # #

6 Cyl. 720 RPM · # # #

6 Cyl. 750 RPM · # # #

7 Cyl. 720 RPM · # # #

7 Cyl. 750 RPM · # # #

8 Cyl. 720 RPM X X · #

8 Cyl. 750 RPM X X · #

9 Cyl. 720 RPM X X · #

9 Cyl. 750 RPM X X · #

V28/32S 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

12 Cyl. 720 RPM X X · 1)

12 Cyl. 750 RPM X X · 1)

16 Cyl. 720 RPM X X · 1)

16 Cyl. 750 RPM X X · 1)

18 Cyl. 720 RPM X X · 1)

18 Cyl. 750 RPM X X · 1)

L32/40L32/40CR 1-

bear

ing,

air

cool

ed

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

6 Cyl. 720 RPM · # # #

6 Cyl. 750 RPM · # # #

7 Cyl. 720 RPM · # # #

7 Cyl. 750 RPM · # # #

8 Cyl. 720 RPM X X · #

8 Cyl. 750 RPM X X · #

9 Cyl. 720 RPM X X · #

9 Cyl. 750 RPM X X · #

Page 245: MAN L21 31 PowerPlant

B 25 Preservation and Packing

B 98

Page 246: MAN L21 31 PowerPlant
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1679794-8.1Page 1 (1)

09.23

Lifting of Complete Generating Sets.

The generating sets should only be lifted in the two wire straps. Normally, the lifting tools and the wire straps are mounted by the factory. If not, it must be observed that the fixing points for the lifting tools are placed differently depending on the number of cylinders.

The lifting tools are to be removed after the installa-tion, and the protective caps should be fitted.

Lifting Instruction P 98 05 1

L16/24L21/31

Fig. 2. Lifting tools' and wires placing on engine.

Fig. 1. Lifting tools

Engine Type 2x4 bolt to be mounted over cover of Cyl. no.

5L16/24, 5L21/31 3 cyl. 5 cyl.

6L16/24, 6L21/31 4 cyl. 6 cyl.

7L16/24, 7L21/31 5 cyl. 7 cyl.

8L16/24, 8L21/31 5 cyl. 7 cyl.

9L16/24, 9L21/31 6 cyl. 8 cyl.

Note: Based on MAN Diesel standard alternator

Beam

Nut

Tools

Wire

Shackle

If necessary, placement of wire and shackles on beam to be adjusted after test lift.

Page 248: MAN L21 31 PowerPlant