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Project Guides

Index L23/30H

Text Introduction Introduction to project guide Key for engine designation Designation of cylinders Code identification for instruments Basic symbols for piping General information List of capacities List of capacities Engine performance Engine performance Heat balance Heat balance Heat balance Description of sound measurements Sound measurements Exhaust gas emission NOx Emission Moment of inertia Overhaul recommendations Overhaul recommendations Basic Diesel Engine General description Cross section Main particulars Dimensions and weights Centre of gravity Material specification Overhaul areas Low dismantling height Engine rotation clockwise Fuel Oil System Internal fuel oil system Fuel oil diagram Fuel oil specification Fuel oil quality Fuel oil cleaning recommendations Specific fuel oil consumption SFOC Lubrication Oil System Internal lubricating oil system Prelubricating pump Lubricating oil specification Treatment of lubricating oil Cooling Water System B 13 B 12 B 11 B 10 D 10 I 00

Index

Drawing No.

I 00 00 0 I 00 05 0 I 00 15 0 I 00 20 0 I 00 25 0

1643483-5.2 1609526-0.5 1607568-0.2 1687100-5.2 1631472-4.1

D 10 05 0 D 10 05 0 D 10 10 0 D 10 10 0 D 10 20 0 D 10 20 0 D 10 20 0 D 10 25 0 D 10 25 0 D 10 28 0 D 10 28 0 D 10 30 0 D 10 35 0 D 10 35 0

1607532-0.7 1699151-1.0 1643447-7.0 1624432-9.3 1683389-5.0 1683390-5.0 1624434-2.1 1609510-3.4 1613430-7.3 1624461-6.2 1687135-3.0 1607591-7.4 1607531-9.4 1699106-9.0

B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 11 1

1613472-6.6 1607529-7.2 1609517-6.8 1613473-8.5 1631458-2.0 1613423-6.3 1624445-0.4 1631462-8.0 1607566-7.1

B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 01 0

1613570-8.7 1624468-9.8 1609529-6.4 1693520-5.2 1655267-1.3 1607542-7.6

B 12 00 0 B 12 07 0 B 12 15 0 B 12 15 0

1613429-7.6 1624477-3.5 1609531-8.7 1643494-3.5

Index L23/30H
Text

Project Guides

Index B 13 00 0 B 13 00 0 B 13 00 1 B 13 00 2 B 13 00 0 B 13 00 0 B 13 00 1 B 13 23 1 B 14 B 14 00 0 B 14 00 0 B 15 B 15 00 0 B 15 00 0 B 15 05 1 B 15 11 1 B 16 B 16 00 0 B 16 01 1 B 16 01 2 B 16 02 0 E 16 04 2 E 16 04 3 E 16 04 5 E 16 04 6 B 17 B 17 00 0 B 17 01 4 P 17 40 0 B 18 B 18 01 1 B 18 05 1 B 19 B 19 00 0 B 19 06 1 B 19 10 1 B 19 13 1 E 19 06 4 E 19 06 6 E 19 11 0 E 19 13 0

Drawing No. 1609571-3.4 1613439-3.1 1613575-7.3 1613576-9.3 1613441-5.2 1613442-7.0 1624464-1.0 1613485-8.5

Freshwater system treatment Internal cooling water system Internal cooling water system 1 Internal cooling water system 2 Design data for external cooling water system External cooling water system One string central cooling water system Preheater arrangement in high temperature system Compressed Air System Compressed air system Compressed air system Combustion Air System Combustion air system Engine room ventilation and combustion air Water washing of turbocharger - compressor Lambda controller Exhaust Gas System Exhaust gas system Dry cleaning of turbocharger - turbine Water washing of turbocharger - turbine Position of gas outlet on turbocharger Silencer without spark arrestor, damping 25 dB (A) Silencer without spark arrestor, damping 35 dB (A) Silencer with spark arrestor, damping 25 dB (A) Silencer with spark arrestor, damping 35 dB (A) Speed Control System Starting of engine Governor CoCoS Monitoring Equipment Standard instrumentation Standard instrument panel Safety and Control System Operation data & set points Mechanical overspeed Local starting box - No 1 Converter for engine rpm signal Engine control box no 1, safety system Engine control box no 2, safety- and alarm system Prelubricating oil pump starting box High temperature preheater control box

1613580-4.4 1624476-1.1

1613581-6.5 1699110-4.0 1639499-6.0 1693567-3.0

1609535-5.2 1607599-1.4 1607517-7.5 1613417-7.3 1609574-9.4 1609577-4.4 1609580-8.4 1609584-5.4

1607583-4.3 1679743-4.2 1683324-8.2

1607502-1.5 1607503-3.2

1687164-0.5 1624450-8.2 1639469-7.3 1635436-4.2 1631457-0.0 1643403-4.0 1631477-3.3 1631478-5.1

Project Guides

Index L23/30H

Text Foundation B 20

Index

Drawing No.

Recommendations concerning steel foundations for resilient mounted GenSets Resilient mounting of generating sets Test running Test running of GenSet on DO Spare Parts Weight and dimensions of principal parts Recommended wearing parts Recommended wearing parts Standard spare parts Tools Standard tools for normal maintenance Tools for reconditioning Extra tools for low dismantling height G 50 Alternator Information from the alternator supplier Engine/alternator type B 25 Preservation and Packing Preservation of diesel engine before dispatch Preservation of spare parts and tools Lifting instruction B 98 B 50 P 24 E 23 B 21

B 20 01 0 B 20 01 3

1613565-0.3 1613527-9.2

B 21 01 1

1356501-5.6

E 23 00 0 E 23 04 0 E 23 04 0 P 23 01 1

1613435-6.1 1607552-3.5 1643417-8.2 1655227-6.4

P 24 01 1 P 24 02 1 P 24 04 1

1655222-7.3 1679714-7.0 1679713-5.0

G 50 02 8 G 50 04 0

1613539-9.4 1613561-3.5

B 25 01 1 B 25 01 1 B 25 03 0

1350467-1.3 1350473-0.4 1624484-4.2

Introduction

I 00

MAN B&W Diesel


1643483-5.2 Page 1 (1)

Introduction to Project Guide

I 00 00 0 General

Introduction
With this Project Guide we hope that we have provided you with a "tool" covering all necessary information required for project planning of the GenSet installation and making your daily work easier. Further, our Project Department is available with advices on more specific questions concerning the projecting. All figures, values, measurements or information about performance stated in the project guide are for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes. Our product range is constantly reviewed, developed and improved according to needs and conditions dectated. Therefore, we reserve the right to make changes in the technical specification and data without prior notice. Concerning the alternator, the specific data depend on the alternator type. Project related drawings and installation instructions will be forwarded in a Installation Manual, when the contract documentation has been completed. The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifi-cations of our supply.

Code numbers
MAN B&W Holeby Diesel 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:

08028-0D/H5250/94.08.12

B D E G I P

: : : : : :

Basic Diesel engine / built-on engine Designation of plant Extra parts per engine Generator Introduction 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 varies from 0-99. Choice number: This figure varies from 0-9: 0 : 2-8 : General information Standard optionals 1 9 : : Standard Optionals

03.20

MAN B&W Diesel


1609526-0.5 Page 1 (1)

Key for Engine Designation

I 00 05 0 General

Engine Type Identification


The engine types of the MAN B&W programme are identified by the following figures:

28/32

MCR

No of cylinders
5, 6, 7, 8, 9 12, 16, 18

Engine Type
L : V : In-line V-built

Cyl. diam/stroke
16/24 21/31 23/30 27/38 28/32 32/40 : : : : : : 160/240 210/310 225/300 270/380 280/320 320/400

Design Variant Rating


MCR : ECR : Maximum continuous rating Economy continuous rating

08028-0D/H5250/94.08.12

04.08

MAN B&W Diesel


1607568-0.2 Page 1 (1)

Designation of Cylinders

I 00 15 0 In-Line

08028-0D/H5250/94.08.12

01.31

MAN B&W Diesel


1687100-5.2 Page 1 (2)

Code Identification for Instruments

I 00 20 0 General

Explanation of Symbols
TI 40 Measuring device Local reading Temperature Indicator No. 40 * PI 22 Measuring device Sensor mounted on engine/unit Reading/identification mounted in a panel on the engine/unit Pressure Indicator No. 22 * Measuring device Sensor mounted on engine/unit Reading/identification outside the engine/unit Temperature Alarm High No. 12 * Measureing device Sensor mounted on engine/unit Reading/identification in a panel on the engine/unit and reading/indication outside the engine/unit Pressure Transmitting No. 22 * * Refer to standard location and text for instruments on the following pages.

TAH 12

PT 22

Specification of letter code for measuring devices 1st letter F L


08028-0D/H5250/94.08.12

Following letters A D E H I L S T X V Alarm Differential Element High Indicating Low Switching, Stop Transmitting Failure Valve, Atuator

Flow Level Pressure Speed, System Temperature Voltage Viscosity Sound Position

P S T U V X Z

05.33

MAN B&W Diesel


I 00 20 0 General
Standard Text for Instruments Diesel Engine/Alternator LT Water System 01 inlet to air cooler 02 outlet from air cooler 03 outlet from lub. oil cooler HT Water System 10 inlet to engine 10A FW inlet to engine 11 outlet from each cylinder 12 outlet from engine 13 inlet to HT pump Lubricating Oil System 20 inlet to cooler 21 outlet from cooler / inlet to filter 22 outlet from filter / inlet to engine 23 inlet to turbocharger Charging Air System 30 inlet to cooler 31 outlet from cooler 32 jet assist system 33 outlet from TC filter / inlet to TC compr. Fuel 40 41 42 43 Oil System inlet to engine outlet from engine leakage inlet to filter

Code Identification for Instruments

1687100-5.2 Page 2 (2)

04 05 06

inlet to alternator outlet from alternator outlet from fresh water cooler (SW)

07 08 09

inlet to lub. oil cooler inlet to fresh water cooler (SW)

14 14A 14B 15 16

inlet to HT air cooler FW inlet to air cooler FW outlet from air cooler outlet from HT system outlet from turbocharger

17 18 19 19A 19B

outlet from fresh water cooler inlet to fresh water cooler preheater inlet to prechamber outlet from prechamber

24 25 26 27

sealing oil - inlet engine 28 prelubricating 29 inlet rocker arms and roller guides intermediate bearing / alternator bearing

level in base frame main bearings

34 35 36 37

charge air conditioning surplus air inlet inlet to turbocharger charge air from mixer

38 39

44 45 46 47

outlet from sealing oil pump fuel-rack position inlet to prechamber

48 49

Nozzle Cooling System 50 inlet to fuel valves 51 outlet from fuel valves 52 53 Exhaust Gas System 60 outlet from cylinder 61 outlet from turbocharger 62 inlet to turbocharger 63 compustion chamber Compressed Air System 70 inlet to engine 71 inlet to stop cylinder 72 inlet to balance arm unit 73 control air Load Speed 80 overspeed air 81 overspeed 82 emergency stop 83 engine start Miscellaneous 91 natural gas - inlet to engine 92 oil mist detector 93 knocking sensor

54 55 56 57

valve timing injection timing earth/diff. protection

58 59

oil splash alternator load

64 65 66 67

68 69

84 85 86 87

engine stop microswitch for overload shutdown ready to start

88 89 90

index - fuel injection pump turbocharger speed engine speed

94 95 96

cylinder lubricating voltage switch for operating location

97 98 99

remote alternator winding common alarm

05.33

08028-0D/H5250/94.08.12

74 75 76 77

inlet to reduction valve microswitch for turning gear inlet to turning gear waste gate pressure

78 79

inlet to sealing oil system

MAN B&W Diesel


1631472-4.1 Page 1 (3)

Basic Symbols for Piping

I 00 25 0 General

No 1. 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 2. 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8
08028-0D\H5250\94.08.12

Symbol

Symbol designation

No 2.14 2.15 2.16 2.17 2.18. 2.19 3.

Symbol

Symbol designation Spectacle flange Orifice Orifice Loop expansion joint Snap coupling Pneumatic flow or exhaust to atmosphere

GENERAL CONVENTIONAL SYMBOLS Pipe Pipe with indication of direction of flow Valves, gate valves, cocks and flaps Appliances Indicating and measuring instruments High-pressure pipe Tracing Enclosure for several components assembled in one unit PIPES AND PIPE JOINTS Crossing pipes, not connected Crossing pipes, connected Tee pipe Flexible pipe Expansion pipe (corrugated) general Joint, screwed Joint, flanged Joint, sleeve Joint, quick-releasing Expansion joint with gland Expansion pipe Cap nut Blank flange

VALVES, GATE VALVES, COCKS AND FLAPS Valve, straight through Valve, angle Valve, three-way Non-return valve (flap), straight Non-return valve (flap), angle Non-return valve (flap), straight screw down Non-return valve (flap), angle, screw down Safety valve Angle safety valve Self-closing valve Quick-opening valve Quick-closing valve Regulating valve Ball valve (cock) Butterfly valve Gate valve

2.9 2.10 2.11 2.12 2.13

05.02

MAN B&W Diesel


I 00 25 0 General
No 3.17 3.18 3.19 3.20 3.21 3.22 3.23 3.24 3.25 3.26 3.27 3.28 3.29 3.30 3.31 3.32 3.33 3.34 3.35 3.36 3.37 3.38 3.39 Symbol Symbol designation Double-seated changeover valve Suction valve chest Suction valve chest with non-return valves Double-seated changeover valve, straight Double-seated changeover valve, angle Cock, straight through Cock, angle Cock, three-way, L-port in plug Cock, three-way, T-port in plug Cock, four-way, straight through in plug Cock with bottom connection Cock, straight through, with bottom conn. Cock, angle, with bottom connection Cock, three-way, with bottom connection Thermostatic valve Valve with test flange 3-way valve with remote control (actuator) Non-return valve (air) 3/2 spring return valve, normally closed 2/2 spring return valve, normally closed 3/2 spring return valve contr. by solenoid Reducing valve (adjustable) On/off valve controlled by solenoid and pilot directional valve and with spring return No 4. Symbol Symbol designation

Basic Symbols for Piping

1631472-4.1 Page 2 (3)

CONTROL AND REGULATION PARTS Fan-operated Remote control Spring Mass Float Piston Membrane Electric motor Electromagnetic Manual (at pneumatic valves) Push button Spring Solenoid Solenoid and pilot directional valve By plunger or tracer

4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 4.12 4.13 4.14 4.15 5. APPLIANCES

5.1 5.2 5.3 5.4 5.5 5.6

Mudbox Filter or strainer Magnetic filter Separator Steam trap Centrifugal pump
08028-0D\H5250\94.08.12

05.02

MAN B&W Diesel


1631472-4.1 Page 3 (3)

Basic Symbols for Piping

I 00 25 0 General

No. 5.7 5.8 5.9 5.10 5.11 5.12 5.13 5.14 5.15 5.16 5.17 5.18 5.19 5.20 5.21 5.22 5.23

Symbol

Symbol designation Gear or screw pump Hand pump (bucket) Ejector Various accessories (text to be added) Piston pump Heat exchanger Electric preheater Air filter Air filter with manual control Air filter with automatic drain Water trap with manual control Air lubricator Silencer Fixed capacity pneumatic motor with direction of flow Single acting cylinder with spring returned Double acting cylinder with spring returned Steam trap

No. 6. 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 7. 7.1 7.2 7.3 7.4 7.5

Symbol FITTINGS

Symbol designation

Funnel / waste tray Drain Waste tray Waste tray with plug Turbocharger Fuel oil pump Bearing Water jacket Overspeed device

READING INSTR. WITH ORDINARY DESIGNATIONS Sight flow indicator Observation glass Level indicator Distance level indicator Recorder

08028-0D\H5250\94.08.12

05.02

General information

D 10

MAN B&W Diesel


1607532-0.7 Page 1 (1)

List of Capacities

D 10 05 0 L23/30H

Max. continuous rating at 720 RPM 750 RPM ENGINE-DRIVEN PUMPS. Fuel oil feed pump L.T. cooling water pump H.T. cooling water pump Lub. oil main pump SEPARATE PUMPS: Fuel oil feed pump *** L.T. cooling water pump* L.T. cooling water pump** H.T. cooling water pump Lub. oil stand-by pump COOLING CAPACITIES: LUBRICATING OIL: Heat dissipation L.T. cooling water quantity* L.T. cooling water quantity** Lub. oil temp. inlet cooler L.T. cooling water temp. inlet cooler CHARGE AIR: Heat dissipation L.T. cooling water quantity L.T. cooling water inlet cooler JACKET COOLING: Heat dissipation H.T. cooling water quantity H.T. cooling water temp. inlet cooler GAS DATA: Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM: Air consumption per start HEAT RADIATION:
08028-0D/H5250/94.08.12

Cyl. kW kW

5-ECR 525 550

5 650 675

6 780 810

7 910 945

8 1040 1080

(5.5-7.5 (1-2.5 (1-2.5 (3-5

bar) bar) bar) bar)

m3/h m3/h m3/h m3/h

1.0 55 36 16

1.0 55 36 16

1.0 55 36 16

1.0 55 36 20

1.0 55 36 20

(4-10 (1-2.5 (1-2.5 (1-2.5 (3-5

bar) bar) bar) bar) bar)

m3/h m3/h m3/h m3/h m3/h

0.15 35 48 20 14.0

0.19 35 48 20 14.0

0.23 42 54 24 15.0

0.27 48 60 28 16.0

0.30 55 73 32 17.0

kW m3/h m3/h C C kW m3/h C kW m3/h C

63 4.6 18 67 36 156 30 36 154 20 77

69 5.3 18 67 36 251 30 36 182 20 77

84 6.4 18 67 36 299 36 36 219 24 77

98 7.5 18 67 36 348 42 36 257 28 77

112 8.5 25 67 36 395 48 36 294 32 77

kg/h C bar kg/s

4310 310 0.025 1.17

5510 310 0.025 1.49

6620 310 0.025 1.79

7720 310 0.025 2.09

8820 310 0.025 2.39

Nm3

2.0

2.0

2.0

2.0

2.0

Engine Generator

kW kW

19 21 25 29 (See separate data from generator maker)

34

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capacities at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32 C instead of 36C. Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions. * Only valid for engines equipped with internal basic cooling water system no. 1 and 2. ** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3. *** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is multiplied by 1.45.

00.33

MAN B&W Diesel


1699151-1.0 Page 1 (1)

List of Capacities

D 10 05 0 L23/30H

Max. continuous rating at 900 RPM ENGINE-DRIVEN PUMPS. Fuel oil feed pump L.T. cooling water pump H.T. cooling water pump Lub. oil main pump SEPARATE PUMPS: Fuel oil feed pump *** L.T. cooling water pump* L.T. cooling water pump** H.T. cooling water pump Lub. oil stand-by pump COOLING CAPACITIES: LUBRICATING OIL: Heat dissipation L.T. cooling water quantity* SW L.T. cooling water quantity** Lub. oil temp. inlet cooler L.T. cooling water temp. inlet cooler CHARGE AIR: Heat dissipation L.T. cooling water quantity L.T. cooling water inlet cooler JACKET COOLING: Heat dissipation H.T. cooling water quantity H.T. cooling water temp. inlet cooler GAS DATA: Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM: Air consumption per start HEAT RADIATION:
08028-0D/H5250/94.08.12

Cyl. kW

6 960

7 1120

8 1280

(5.5-7.5 (1-2.5 (1-2.5 (3.5-5

bar) bar) bar) bar)

m3/h m3/h m3/h m3/h

1.3 69 45 20

1.3 69 45 20

1.3 69 45 20

(4-10 (1-2.5 (1-2.5 (1-2.5 (3.5-5

bar) bar) bar) bar) bar)

m3/h m3/h m3/h m3/h m3/h

0.29 52 63 30 17

0.34 61 71 35 18

0.39 70 85 40 19

kW m3/h m3/h C C kW m3/h C kW m3/h C

117 7.5 18 67 36 369 46 36 239 30 77

137 8.8 18 67 36 428 53 36 281 35 77

158 10.1 25 67 36 487 61 36 323 40 77

kg/h C bar kg/s

8370 325 0.025 2.25

9770 325 0.025 2.62

11160 325 0.025 3.00

Nm3

2.0

2.0

2.0

Engine Generator

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

If L.T. cooling are sea water, the L.T. inlet is 32 C instead of 36 C. Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions. * Only valid for engines equipped with internal basic cooling water system no. 1 and 2. ** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3. *** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is multiplied by 1.45.

05.48

MAN B&W Diesel


1643447-7.0 Page 1 (1)

Engine Performance

D 10 10 0 L23/30H MCR

P = 130 kW/cyl. at 720 RPM. Pme = 18.2 bar Ambient cond. 25.0 C - 1.00 bar - Cool W 25.0 C without engine driven pumps spec. air cons. kg/kWh 14 12 10 8 6 Exhaust temp. grC 500 450 400 350 300 250 compr. press. Ch. air press. bar 3.0 2.5 2.0 1.5 1.0 tair after compr. charge air press. texh. after TC max. firing press. MDO calorific value 42700 kJ/kg (Generator load, const.RPM)

texh. before TC spec. air cons.

max. pressure compr.pressure bar 140 120 100 80

Ch. air temp. grC 200 180 160 140 120 100 80 60 40
08028-0D/H5250/94.08.12

60 40

Spec. fuel cons. g/kWh* 240 230 220 210 200 190 180

Smoke-Bosch (1 stroke) RB 1.2 tair after cooler 0.8 0.4 0.0 smoke spec. fuel cons.*

20

* tolerance +5%

25 32.5

50 65

75 97.5

100 % load 130 kW/cyl.

94.33

MAN B&W Diesel


1624432-9.3 Page 1 (1)

Engine Performance

D 10 10 0 L23/30H MCR

P = 160 kW/cyl. at 900 RPM. Pme = 17.9 bar Ambient cond. 27.0 C - 1.00 bar - Cool W 27.0 C without engine driven pumps spec. air cons. kg/kWh 14 12 10 8 6 Exhaust temp. grC 500 450 400 350 texh. after TC 300 max. firing press. 120 100 80 Ch. air temp. grC 200 180 160 140 120 100 80 60 40
08028-0D/H5250/94.08.12

MDO calorific value 42700 kJ/kg (Generator load, const.RPM)

texh. before TC

spec. air cons.

max. pressure compr.pressure bar 140

250 compr. press. charge air press.

Ch. air press. bar 3.0 2.5 2.0 1.5 1.0

60 40

tair after compr.

Spec. fuel cons. g/kWh* 240 230 220 210 200 190 180

Smoke-Bosch (1 stroke) RB 1.2 tair after cooler 0.8 0.4 0.0 smoke spec. fuel cons.*

20

* tolerance +5%

25 40

50 80

75 120

100 % load 160 kW/cyl.

92.41

MAN B&W Diesel


1683389-5.0 Page 1 (1)

Heat Balance

D 10 20 0 L23/30H

P = 130 kW/cyl. at 720 RPM. Pme = 18.2 bar Ambient cond. 45.0 C - 1.00 bar - Cool W 36.0 C with engine driven pumps: Lub. oil, HT Water (Generator load, const. RPM)

Exhaust gas kW/cyl. 110 105 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25


08028-0D/H5250/94.08.12

Jacket cooling/Ch. air Lub. oil/Radiation 55.0 52.5 50.0 47.5 45.0 42.5 40.0 37.5 35.0 32.5 30.0 27.5 25.0 22.5 20.0 17.5 15.0 12.5 10.0 7.5 5.0 2.5 0.0 25.0 32.5 50.0 65.0 75.0 97.5 100.0 % Load 130.0 kW/cyl. Radiation Lubricating oil Jacket cooling Exhaust gas* Charge air

20 15 10 5 0

* tolerance 10%

01.01

MAN B&W Diesel


1683390-5.0 Page 1 (1)

Heat Balance

D 10 20 0 L23/30H

P = 135 kW/cyl. at 750 RPM. Pme = 18.1 bar Ambient cond. 45.0 C - 1.00 bar - Cool W 36.0 C with engine driven pumps: Lub. oil, HT Water (Generator load, const. RPM)

Exhaust gas kW/cyl. 110 105 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25


08028-0D/H5250/94.08.12

Jacket cooling/Ch. air Lub. oil/Radiation 55.0 52.5 Charge air 50.0 47.5 45.0 42.5 40.0 Jacket cooling 37.5 35.0 32.5 30.0 27.5 25.0 22.5 20.0 17.5 15.0 12.5 10.0 7.5 5.0 2.5 0.0 25.0 33.8 50.0 67.5 75.0 101.3 100.0 % Load 135.0 kW/cyl. Lubricating oil Exhaust gas*

20 15 10 5 0

Radiation

* tolerance 10%

01.01

MAN B&W Diesel


1624434-2.1 Page 1 (1)

Heat Balance

D 10 20 0 L23/30H MCR

P = 160 kW/cyl. at 900 RPM. Pme = 17.9 bar Ambient cond. 27.0 C - 1.00 bar - Cool W 27.0 C (Generator load, const. RPM)

Exhaust gas

120

Jacket cooling/Ch. air Lub. oil/Radiation kW/cyl. 60 Exhaust gas * Charge air cooler

110

55

100

50

90

45

80

40 Jacket cooling

70

35

60

30

50

25

40

20 Lubricating oil

30

15

08028-0D/H5250/94.08.12

20

10

10

Radiation

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

* tolerance 10%

91.23

MAN B&W Diesel


1609510-3.4 Page 1 (1)

Description of Sound Measurements

D 10 25 0 General

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

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

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. Small rooms with hard non-absorbing walls gives even higher values, while large rooms with high-absorbing walls only result in minor deviations. The actual Sound Pressure Level measured on-site, also depends on the number of sound sources, and how these are placed.

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 Pa for measurement in air. Sound Power Level: LW = 10 x log P/P0 [dB]

Standards
Determination of Sound Power from Sound Pressure measurements will normally be carried out according 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) Measurement of unsilenced exhaust sound is as mentioned previously carried out with a probe microphone inside the exhaust pipe, directly after the turbocharger. Even no present standard is accessible for this type of measurement, we consider this method for giving the most reliable result.

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 B&W Diesel's test bed facilities.
08028-0D/H5250/94.08.12

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.

06.02

MAN B&W Diesel


1613430-7.3 Page 1 (1)

Sound Measurements

D 10 25 0 L23/30H

Engine and Exhaust Sound

Number of cylinders

RPM

720

750

720

750

720

750

720

750

Engine sound:* Mean sound pressure


approx. anechoic chamber dB (A)

96.8

96.3

96.6

95.0

100.0

100.1

100.5

100.0

Exhaust sound:** Level


dB (A)

120.5

117.1

124.5

124.5

125.0

125.0

123.5

124.0

The engine sound measurement is according to Cimac's Recommendation of measurement for overall noise of reciprocating engines, the test conditions is according to "Description of sound measurements" D 10 25 0. The exhaust sound measurement is according to DS/ISO 2923, the test conditions is according to "Description of sound measurements" D10 25 0. The stated values are calculated and actual measurements on specified plant may be different.

**

08028-0D/H5250/94.08.12

91.36

MAN B&W Diesel


1624461-6.2 Page 1 (1)

Exhaust Gas Emission

D 10 28 0 General

The composition of the exhaust gases emitted by our medium-speed four-stroke diesel engines during full load operation and depending on the air/fuel ratio is as follows: % Volume Nitrogen N2 Oxygen O2 Carbon dioxide CO2 Water (vapour) H2O Argon Ar Ash, soot, NOx, CO, HC, etc. approx. approx. approx. approx. approx. 76 13 4 6 1 rest

The ash and SO2 content of the exhaust gas is solely determined by the composition of the fuel and not by the combustion in the engine. SO2 can be determined by the empirical relationship: SO2 * = (21.9 x S) - 2.1 (kg/tonne fuel). Where S is sulphur content of fuel in % of weight. The soot emission, though it does play a role, poses no problem in case of super-charged engines on account of the large amount of excess air compared with naturally aspirated engines. As the NOx emission is also greatly influenced by the site and operating conditions of the engine (e.g. charge air temperature), the MAN B&W Diesel A/S, Holeby works should be consulted and advised of any existing local ordinances before any statements regarding emissions are made in case of concrete projects. * Reference: Lloyds Register Marine Exhaust Emissions Research.

However, as regards the environmental impact attributable to diesel exhaust gases only the components listed under "Rest" are of interest, and of these, above the various proportion of carbon monoxide, CO, of nitrogen oxides, NOx, sulphur dioxide SO2 and of the hydrocarbons, HC, that are known as noxious materials on account of their toxicity.

ppm 1000 900 800 700 600 500 400


08028-0D/H5250/94.08.12

g/Nm 3 (5% O 2 ), g/kWh 10.00 9.00 8.00 7.00 g/kWh 6.00 5.00 4.00 3.00 2.00 ppm (13% O 2 , dry) ppm (15% O 2 , wet) g/Nm 3 (5% O 2 , dry)

300 200 25 50 75 100 Load %

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

99.34

MAN B&W Diesel


1687135-3.0 Page 1 (1)

NOx Emission

D 10 28 0 L23/30H

The NOx measurements are made after Annex VI of MARPOL 73/78, The Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel Engines. The NOx emission is measured at worst case conditions during the IMO certification and surveyed by the major classifications societies. The emissions are measured at five load points and calculated as a weighted average after the D2 cycle. The D2 cycle is used for marine auxiliary engines where the 75% and 50% load points have the biggest contribution the average value.

18

16

NOx emission g/kWh

14

IMO Limit L23/30H

12

10

6 0 500 1000 Engine speed rpm 1500 2000

08028-0D/H5250/94.08.12

02.12

MAN B&W Diesel


1607591-7.4 Page 1 (1)

Moment of Inertia

D 10 30 0 L23/30H
Moment of inertia (J)

No. of cyl.

Generator type

Max. cont. rating kW

Speed Engine r/min. kgm2

Flywheel kgm2 273.5

Generator *** kgm2 132.0

Total kgm2 442.9

DIDBN* 121k/10 6 DIDBN* 121i/8 LSA** 52B L9/8p DIDBN* 131h/10 7 DIDBN* 121k/8 LSA** 54 VS4/8p DIDBN* 131i/10 8 DIDBN* 131h/8 LSA** 54 VS5/8p

780

720

37.4

810

750

37.4

273.5

94.0

404.9

960

900

65.5

273.5

83.0

422.0

910

720

61.4

100.0

170.0

331.4

945

750

61.4

100.0

110.0

271.4

1120

900

47.9

111.3

120.0

279.2

1040

720

49.6

100.0

200.0

349.6

1080

750

49.6

100

152.0

301.6

1280

900

78.5

273.5

133.3

485.3

* Generator, make A. van Kaick ** Generator, make Lero Somer


08028-0D/H5250/94.08.12

*** If other generator is chosen the values will change. Moment of inertia : GD2 = J x 4 (kgm2)

05.48

MAN B&W Diesel


1607531-9.4 Page 1 (2)

Overhaul Recommendations

D 10 35 0 L23/30H

Component Turbocharger

720/750 RPM
Dry cleaning of turbine side ............................................................... or Wet cleaning of turbine side ............................................................... Water washing of compressor side ................................................... Air filter cleaning : Based on observations. Inspection: Check all mounting screws, casing screws and pipe line connections for tight fit by tapping, retighten if necessary .........

Hours Between Overhauls every second day every week 25-75

Expected Service Life

with new or overhauled turbocharger once aft 1000 6-8.000 6-8.000

Compressor cleaning in dismantled condition: compressor inner components, final diffusor, compressor wheel ........................ Silencer cleaning in dismantled condition: silencer felt linings .. Major overhaul: Dismantling, cleaning, inspection, checking and cleaning cartridge, checking bearing clearances, checking gaps and clearances on reassembly ......................................................... Regulating system Function check of overspeed and shutdown devices. Check that the control rod of each individual fuel pump can easily go to "stop" position ............................................................................ Checking and adjustment of valve clearance ................................... Checking, cleaning and adjustment of opening pressure ................. Overhaul and regrinding of spindle and valve seat ........................... Function check of rotocap ................................................................. Overhaul in connection with exhaust valve overhaul ....................... Measuring of inside diameter in connection with valve overhaul ...... Retightening 200 hours after new or overhaul Check of compressed air system ..................................................... Refill of air lubricator : Based on observations. Inspection according to classification survey, normally after 24.000 running hours or 4 years of service .................................................. Retightening of main bearing cap. 200 hours after new or overhaul and every ............................................................................................ Retightening of screws for counterweights. 200 hours after new or overhaul and every ............................................................................ Retightening of holding-down bolts. 200 1000 hours after new or overhaul and every ............................................................................ Retightening of bolts between engine frame and base frame ........... For flexible mounted engines. Check anti-vibration mountings ........ Crankshaft deflection and main bearing clearance reading. Should be carried out in connection with retightening of main bearing and holding-down bolts .............................................................................. Retightening and checking of bearing clearance. 200 hours after new or overhaul and every ................................................................ Inspection in connection with piston overhaul ................................... Overhaul, replacement of compression rings and scraper rings, measuring of ring grooves, inspection of big-end bearing and inspection of cylinder liner condition ..................................................

16.000

monthly 2.000 2.000 16.000 monthly 16.000 16.000 32.000 32.000 32.000

Cylinder head Fuel injection valve Exhaust valve Air inlet valve Valve guide Cylinder head nuts Compressed air system Main bearings

16.000

16.000 6-8.000 6-8.000 6-8.000 6-8.000 6-8.000

48.000

Supporting chocks and bolt connections


08028-0D/H5250/94.08.12

Autolog reading

6-8.000 6-8.000 16.000

Big-end bearing

32.000

Piston

16.000

64.000

04.50

MAN B&W Diesel


D 10 35 0 L23/30H
Component

Overhaul Recommendations

1607531-9.4 Page 2 (2)

720/750 RPM
Inspection, measuring and reconditioning of running surface condition: In connection with piston overhaul .................................... Overhaul and reconditioning of surface between liner and frame and cleaning of surface in cooling water space .......................................

Hours Between Overhauls 16.000 32.000

Expected Service Life 80.000

Cylinder liner

Fuel pump Torsional vibration dampers Lub. oil filter cartr. Filter Cartridges

Fuel pump barrel/plunger assembly. Overhaul based on operational observations ....................................................................................... Overhaul ............................................................................................. A sample of silicone fluid must be taken and analysed in between. Replacement based on observations of pressure drop ................... Replacement based on observations ................................................ 32.000

32.000

1.500 1.500

04.50

08028-0D/H5250/94.08.12

MAN B&W Diesel


1699106-9.0 Page 1 (2)

Overhaul Recommendations

D 10 35 0 L23/30H

Component

900 RPM
Dry cleaning of turbine side ............................................................... or Wet cleaning of turbine side ............................................................... Water washing of compressor side ................................................... Air filter cleaning : Based on observations. Inspection: Check all mounting screws, casing screws and pipe line connections for tight fit by tapping, retighten if necessary .........

Hours Between Overhauls every second day every week 25-75

Expected Service Life

Turbocharger

with new or overhauled turbocharger once aft 1000 6.000 6.000

Compressor cleaning in dismantled condition: compressor inner components, final diffusor, compressor wheel ........................ Silencer cleaning in dismantled condition: silencer felt linings .. Major overhaul: Dismantling, cleaning, inspection, checking and cleaning cartridge, checking bearing clearances, checking gaps and clearances on reassembly ......................................................... Function check of overspeed and shutdown devices. Check that the control rod of each individual fuel pump can easily go to "stop" position ............................................................................ Checking and adjustment of valve clearance ................................... Checking, cleaning and adjustment of opening pressure ................. Overhaul and regrinding of spindle and valve seat ........................... Function check of rotocap ................................................................. Overhaul in connection with exhaust valve overhaul ....................... Measuring of inside diameter in connection with valve overhaul ...... Retightening 200 hours after new or overhaul Compressed air system Main bearings Check of compressed air system ..................................................... Refill of air lubricator : Based on observations. Inspection according to classification survey, normally after 24.000 running hours or 4 years of service .................................................. Retightening of main bearing cap. 200 hours after new or overhaul and every ............................................................................................ Retightening of screws for counterweights. 200 hours after new or overhaul and every ............................................................................ Retightening of holding-down bolts. 200 1000 hours after new or overhaul and every ............................................................................ Retightening of bolts between engine frame and base frame ........... For flexible mounted engines. Check anti-vibration mountings ........ Crankshaft deflection and main bearing clearance reading. Should be carried out in connection with retightening of main bearing and holding-down bolts .............................................................................. Retightening and checking of bearing clearance. 200 hours after new or overhaul and every ................................................................ Inspection in connection with piston overhaul ................................... Overhaul, replacement of compression rings and scraper rings, measuring of ring grooves, inspection of big-end bearing and inspection of cylinder liner condition ..................................................

Regulating system

12.000

Cylinder head Fuel injection valve Exhaust valve Air inlet valve Valve guide Cylinder head nuts

monthly 2.000 2.000 12.000 monthly 12.000 12.000 24.000 24.000 24.000

12.000

24.000 6.000 6.000 6.000 6.000 6.000

36.000

Supporting chocks and bolt connections


08028-0D/H5250/94.08.12

Autolog reading

6.000 6.000 12.000

Big-end bearing

24.000

Piston

12.000

60.000

04.50

MAN B&W Diesel


D 10 35 0 L23/30H
Component

Overhaul Recommendations

1699106-9.0 Page 2 (2)

900 RPM
Inspection, measuring and reconditioning of running surface condition: In connection with piston overhaul .................................... Overhaul and reconditioning of surface between liner and frame and cleaning of surface in cooling water space .......................................

Hours Between Overhauls 12.000 24.000

Expected Service Life 60.000

Cylinder liner

Fuel pump Torsional vibration dampers Lub. oil filter cartr. Filter cartrigdes

Fuel pump barrel/plunger assembly. Overhaul based on operational observations ....................................................................................... Overhaul ............................................................................................. A sample of silicone fluid must be taken and analysed in between. Replacement based on observations of pressure drop ................... Replacement based on observations ................................................ 36.000

24.000

1.500 1.500

04.50

08028-0D/H5250/94.08.12

Basic Diesel Engine

B 10

MAN B&W Diesel


1613472-6.6 Page 1 (5)

General Description

B 10 01 1 L23/30H

General
The engine is a turbocharged, single-acting, fourstroke diesel engine of the trunk piston type with a cylinder bore of 225 mm and a stroke of 300 mm, the crankshaft speed are 720, 750 or 900 rpm. The engine can be delivered as an in-line engine with 5 to 8 cylinders.

Cylinder Liner
The cylinder liner is made of fine grained, pearlite cast iron and fitted in a bore in the engine frame. The liner is clamped by the cylinder head and is guided by a bore at the bottom of the cooling water space of the engine frame. The liner can thus expand freely downwards when heated during the running of the engine. Sealing for the cooling water is obtained by means of rubber rings which are fitted in grooves machined in the liner. Cooling water is supplied at the bottom of the cooling water space between the liner and the engine frame and leaves through bores in the top of the frame to the cooling water jacket.

Engine Frame
The engine frame which is made of cast iron is a monobloc design incorporating the cylinder bloc, the crankcase and the supporting flanges. The charge air receiver, the cooling water jackets and the housing for the camshaft and drive are also integral parts of this one-piece casting. The main bearings for the underslung crankshaft are carried in heavy supports in the frame plating and are secured by bearing caps. To ensure strong and sturdy bedding of the caps, these are provided with side guides and held in place by means of studs with hydraulically tightened nuts. The main bearings are equipped with replaceable shells which are fitted without scraping. The crankshaft guide bearing is located at the flywheel end of the engine. On the sides of the frame there are covers for access to the camshaft, the charge air receiver and crankcase. Some of the covers are fitted with relief valves which will act, if oil vapours in the crankcase should be ignited, for instance in the event of a hot bearing.

Cylinder Head
The cylinder head is of cast iron, made in one piece. It has a central bore for the fuel injection valve and bores for two exhaust valves, two inlet valves, indicator valve and cooling water. The cylinder head is tightened by means of 4 nuts and 4 studs, which are screwed into the engine frame. The nuts are tightened by means of hydraulic jacks. The cylinder head has a screwed-on coaming which encloses the valves. The coaming is closed with a top cover and thus provides an oil tight enclosure for the valve gear.

Air Inlet and Exhaust Valves


The inlet and exhaust valve spindles are identical and therefore interchangeable.

08028-0D/H5250/94.08.12

Base Frame
The engine and alternator are mounted on a common base frame. The rigid base frame construction can be embedded directly on the engine seating or flexible mounted. The engine part of the base frame acts as lubricating oil reservoir. The valve spindles are made of heat-resistant material and the spindle seats are armoured with welded-on hard metal. All valve spindles are fitted with valve rotators which turn the spindles each time the valves are activated. The turning of the spindles is ensuring even temperature levels on the valve discs and prevents deposits on the seating surfaces.

96.12

MAN B&W Diesel


B 10 01 1 L23/30H
tube. The cylinder head is equipped with replaceable valve seat rings, which are directly water cooled in order to assure low valve temperatures. The seat rings are made of heat-resistant steel. The seting surfaces are hardened in order to minimize wear and prevent dent marks, on the inlet seat by induction hardening, on the exhaust seat by hard metal armouring. The shielding tube has two holes in order to ensure that any leakage will be drained off to the cylinder head bore. The bore is equipped with drain channel and pipe. The complete injection equipment inclusive injection pumps, high pressure and low pressure pipes is well enclosed behind removable covers.

General Description

1613472-6.6 Page 2 (5)

Valve Actuating Gear


The rocker arms are actuated through rollers, roller guides and push rods. The roller guide for fuel pump and for inlet and exhaust valves are mounted in one common housing for each cylinder. This housing is bolted to the engine frame. Each rocker arm activates two spindles through a spring-loaded valve bridge with thrust screws and adjusting screws for valve clearance. The valve actuating gear is pressure-feed lubricated from the centralized lubricating system of the engine. A non-return valve blocks the oil inlet to the rocker arms during prelubricating.

Piston
The piston, which is oil-cooled and of the monobloc type made of nodular cast-iron, is equipped with 3 compression rings and 1 oil scraper ring. By the use of compression rings with different barrelshaped profiles and chrome-plated running surfaces, 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 channels from the oil grooves in the piston pin bosses. 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 axial direction by two circlips (seeger rings). The piston pin is equipped with channels and holes for supply of oil to lubrication of the pin bosses and for supply of cooling oil to the piston.

Fuel Injection System


The engine is provided with one fuel injection pump, an injection valve, and a high pressure pipe for each cylinder. The injection pump is mounted on the valve gear housing by means of two screws. The pump consists of a pump housing, 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 center 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

Connecting Rod
The connecting rod is die-forged. The big-end has an inclined joint in order to facilitate the piston and connecting rod assembly to be withdrawn up through the cylinder liner. The joint faces on connecting rod and bearing cap are serrated to ensure

96.12

08028-0D/H5250/94.08.12

MAN B&W Diesel


1613472-6.6 Page 3 (5)

General Description

B 10 01 1 L23/30H

precise location and to prevent relative movement of the parts. The connecting rod has bored channels for supply of oil from the big-end to the small-end. The big-end bearing is of the trimetal type coated with a running layer. The bearing shells are of the precision type and are therefore to be fitted without scraping or any other kind of adaption. The small-end bearing is of trimetal type and is pressed into the connecting rod. The bush is equipped with an inner circumferential groove, and a pocket for distribution of oil in the bush itself and for supply of oil to the pin bosses.

The camshaft is placed in the engine frame at the control side (left side, seen from the flywheel end). The camshaft is driven by a gear wheel on the crankshaft through an intermediate wheel, and rotates of a speed which is half of that of the crankshaft. The camshaft is located in bearing bushes which are fitted in bores in the engine frame, each bearing is replaceable and locked in position in the engine frame by means of a locking screw. A guidering mounted at the flywheel end guides the camshaft in the longitudinal direction. Each section is equipped with fixed cams for operation of fuel pump, air inlet valve and exhaust valve. The foremost section is equipped with a splined shaft coupling for driving the fuel oil feed pump (if mounted). The gear wheel for driving the camshaft as well as a gear wheel connection for the governor drive are screwed on to the aftmost section. The lubricating oil pipes for the gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh.

Crankshaft and Main Bearings


The crankshaft, which is a one-piece forging, is suspended in underslung bearings. The main bearings are of the trimetal type, which are coated with a running layer. To attain a suitable bearing pressure and vibration level the crankshaft is provided with counterweights, which are attached to the crankshaft by means of two screws. At the flywheel end the crankshaft is fitted with a gear wheel which through an intermediate wheel drives the camshaft. Also fitted here is a coupling flange for connection of a generator. At the opposite end (front end) there is a claw-type coupling for the lub. oil pump or a flexible gear wheel connection for lub. oil and water pumps. Lubricating 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 crankshaft to the big-end bearings and hence through channels in the connecting rods to lubricate the piston pins and cool the pistons.

Governor
The engine speed is controlled by a hydraulic or electric governor.

Monitoring and Control System


All media systems are equipped with thermometers and manometers for local reading and for the most essential pressures the manometers are together with tachometers centralized in an engine-mounted instruments panel. The number of and type of parameters to have alarm function are chosen in accordance with the requirements from the classification societies. The engine has as standard shut-down functions for lubricating oil pressure low, cooling water tempera-

08028-0D/H5250/94.08.12

Camshaft and Camshaft Drive


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

96.12

MAN B&W Diesel


B 10 01 1 L23/30H
ture high and for overspeed. receiver is insulated.

General Description

1613472-6.6 Page 4 (5)

Turbocharger System
The turbocharger system of the engine, which is a constant pressure system, consists of an exhaust gas receiver, a turbocharger, a charging air cooler and a charging air receiver, the latter being intergrated in the engine frame. 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 turbocharger presses the air through the charging air cooler to the charging air receiver. From the charging air receiver, the air flows to each cylinder, through the inlet valves. The charging air cooler is a compact tube-type cooler with a large cooling surface. The cooling water is passed twice through the cooler, the end covers being designed with partitions which cause the cooling water to turn. The cooling water tubes are fixed to the tube plates by expansion. From the exhaust valves, the exhaust is led through a water cooled intermediate piece to the exhaust gas receiver where the pulsatory pressure from the individual exhaust valves is equalized and passed to the turbocharger as a constant pressure, and further to the exhaust outlet and silencer arrangement. 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. In the cooled intermediate piece a thermometer for reading the exhaust gas temperature is fitted and there is also possibility of fitting a sensor for remote reading. To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust gas

Compressed Air System


The engine is started by means of a built-on air starter. The compressed air system comprises a main starting valve, an air strainer, a remote controlled starting valve and an emergency starting valve which will make it possible to start the engine in case of a power failure.

Fuel Oil System


The built-on fuel oil system consists of the fuel oil filter and the fuel injection system. An engine-driven fuel oil feed pump can be mounted as optional. The fuel oil feed pump, which is of the gear pump type, is mounted to the front end of the engine frame and driven by the camshaft through a splined shaft coupling, the pump housing is equipped with a spring-loaded adjustable by-pass valve. The fuel oil filter is a duplex filter. The filter is equipped with a three-way cock for single or double operation of the filters. Waste oil and fuel oil leakage is led to a leakage alarm which is heated by means of fuel return oil.

Lubricating Oil System


All moving parts of the engine are lubricated with oil circulating under pressure.
08028-0D/H5250/94.08.12

The lubricating oil pump is of the gear wheel type with built-in pressure control valve. 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 filter which both are mounted on the engine. Cooling is carried out by the low temperature cooling water system and the temperature regulating is made by a thermostatic 3-way valve on the oil side.

96.12

MAN B&W Diesel


1613472-6.6 Page 5 (5)

General Description

B 10 01 1 L23/30H

The engine is as standard equipped with an electrically driven prelubricating pump.

through the charge air cooler and the lubricating oil cooler, and the alternator if the latter is water cooled. The low temperature system is normally cooled by fresh water. The high temperature cooling water system cools the engine cylinders and the cylinder head. The high temperature system is always cooled by fresh water.

Cooling Water System


The cooling water system consists of a low temperature system and a high temperature system. The water in the low temperature system is passed

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

08028-0D/H5250/94.08.12

96.12

MAN B&W Diesel


1607529-7.2 Page 1 (1)

Cross Section

B 10 01 1 L23/30H

08028-0D/H5250/94.08.12

99.40

MAN B&W Diesel


1609517-6.8 Page 1 (1)

Main Particulars

B 10 01 1 L23/30H

Cycle Configuration Cyl. Nos. available Power range Speed Bore Stroke Stroke/bore ratio Piston area per cyl. Swept volume per cyl. Compression ratio Max. combustion pressure Turbocharging principle Fuel quality acceptance

: : : : : : : : : : : : : :

4-stroke In-line 5-6-7-8 650-1280 kW (885-1740 BHP) 720/750/900 rpm 225 mm 300 mm 1.33:1 398 cm2 11.9 ltr. 13:1 130 bar* Constant pressure system and intercooling HFO up to 700 cSt/50 C (BSMA 100-M9)

Power lay-out Speed Mean piston speed Mean effective pressure Max. combustion pressure
08028-0D/H5250/94.08.12

MCR version rpm m/sec. bar bar kW/cyl. BHP/cyl. 720 7.2 18.2 130 130 175 750 7.5 18.1 130 135 185 900 9.0 17.9 130* 160 217

Power per cylinder

Overload rating (up to 10%) allowable in 1 hour for every 12 hours Power per cylinder kW/cyl. BHP/cyl. 145 190 150 205 175 239

*For L23/30H-900 rpm version a pressure of 135 bar measured at the indicator cock correspond to 130 bar in the combustion chamber.

05.17

MAN B&W Diesel


1613473-8.5 Page 1 (1)

Dimensions and Weights

B 10 01 1 L23/30H

Cyl. no

A (mm)

* B (mm)

* C (mm)

H (mm)

**Dry weight GenSet (t) 18.0 17.6

5 (720 rpm) 5 (750 rpm)

3369 3369

2155 2155

5524 5524

2383 2383

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

3738 3738 3738

2265 2265 2265

6004 6004 6004

2383 2383 2815

19.7 19.7 21.0

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

4109 4109 4109

2395 2395 2395

6504 6504 6504

2815 2815 2815

21.4 21.4 22.8

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


08028-0D/H5250/94.08.12

4475 4475 4475

2480 2480 2340

6959 6959 6815

2815 2815 2815

23.5 22.9 24.5

P Q * **

Free passage between the engines, width 600 mm and height 2000 mm. Min. distance between engines: 2250 mm. Depending on alternator Weight included a standard alternator, make A. van Kaick

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

99.37

MAN B&W Diesel


1631458-2.0 Page 1 (1)

Centre of Gravity

B 10 01 1 L23/30H

Z X Z

Y Z

0.0

0.0

Engine Type

X - mm

Y - mm

Z - mm

5L23/30H 6L23/30H 7L23/30H 8L23/30H

1740 2105 2245 2445

0 0 0 0

845 845 845 845

The values are based on generator make A. van Kaick, if other generator is chosen the values will change.

08028-0D/H5250/94.08.12

92.26

MAN B&W Diesel


1613423-6.3 Page 1 (1)

Material Specification

B 10 01 1 L23/30H

Components

Material

Frame Crankshaft

Grey cast iron Forged, hardened and tempered chronium-molybdenum steel Forged, hardened and tempered chronium-molybdenum steel Spheroid graphite cast iron Grey cast iron Centrifugally cast iron copper-vanadium alloyed Hardened and tempered chronium steel Coating nickel or cobolt-base alloy

Connecting rod

Piston Cylinder head Cylinder liner Exhaust and inlet valves

Fuel injection equipment Turbocharger Governor

L'Orange MAN B&W Woodward

Charge air cooler Tubes Tubeplates Box Covers Arsenical aluminium bras Leaded Muntz Metal Separate, grey cast iron Grey cast iron Optional Leaded Muntz Metal

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Lubricating oil cooler Plates Thrust plates Stainless steel or Titanium Mild steel, coated

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Overhaul Areas

B 10 01 1 L23/30H

Fig 1 Dismantling height for piston.

Engine Type

Frame (H1)

Cylinder Head (H2)

Turbocharger (H3)

5-6L23/30H 7-8L23/30H 6-7-8L23/30H

(720/750 rpm) (720/750 rpm) (900 rpm)

1919 1919 1919

2398 2398 2398

2453 2453 2553

Dismantling Height for Piston


H1 : For dismantling of piston and connecting rod at the camshaft side.
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H3 : For dismantling of piston and connecting rod passing the turbocharger. If lower dismantling height is required, special tools can be delivered. See also B 10 01 1, Low Dismantling Height.

H2 : For dismantling of piston and connecting rod passing the alternator. (Remaining cover not removed).

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B 10 01 1 L23/30H
Dismantling Space
It must be considered that there is sufficient space for pulling the charge air cooler element, air filter on the turbocharger, lubricating oil cooler, lubricating oil filter cartridge and bracing bolt.

Overhaul Areas

1624445-0.4 Page 2 (2)

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

Cyl. 5 6 6 7 7 8 8 720/750 rpm 720/750 rpm 900 rpm 720/750 rpm 900 rpm 720/750 rpm 900 rpm

A 1270 1270 1270 1270 1420 1270 1620

B 2288 2288 2388 2388 2388 2388 2388

C 58.5
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58.5 226 226 226 226 226

Table, Definition of point of measurement in fig 1.

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Low Dismantling Height

B 10 01 1 L23/30H

Space Requirements

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

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

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800

1835

800

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1607566-7.1 Page 1 (1)

Engine Rotation Clockwise

B 10 11 1 General

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98.18

Fuel Oil System

B 11

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1613570-8.7 Page 1 (2)

Internal Fuel Oil System

B 11 00 0 L23/30H

Fig 1 Diagram for fuel oil system.

Pipe description A3 A1 A2 Waste oil outlet Fuel oil inlet Fuel oil outlet DN 15 DN 20 DN 20

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

Fuel Injection Equipment


Flange connections are as standard according to DIN 2501

General
The internal built-on fuel oil system as shown in fig 1 consists of the following parts: the high-pressure injection equipment a waste oil system

Each cylinder unit has its own set of injection equipment, comprising injection pump, high-pressure pipe and injection valve. 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 temperatures and the risk of fire caused by fuel leakage. The injection pumps are installed on the roller guide housings directly above the camshaft, and they are activated by the cams on the camshaft through roller guides fitted in the roller guide housings.

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Internal Fuel Oil System


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

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B 11 00 0 L23/30H
The amount of fuel injected into each cylinder unit is adjusted by means of the governor, which maintains the engine speed at the preset value by a continuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded linkages 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 conduct the leak oil from the injection valve and high-pressure pipe to the waste oil system. 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 malfunction of the bottom rubber sealing ring for leak oil.

Internal Fuel Oil System

1613570-8.7 Page 2 (2)

Optionals
Besides the standard components, the following standard optionals can be built-on: Pressure differential alarm high PDAH 43-40 Fuel oil, inlet and outlet filter Pressure differential transmitting PDT 43-40 Fuel oil, inlet and outlet filter Pressure alarm low PAL 40 Fuel oil, inlet fuel oil pump Pressure transmitting PT40 Fuel oil, inlet fuel oil pump Temperature element TE40 Fuel oil, inlet fuel oil pump

Data
For pump capacities, see D 10 05 0 "List of Capacities".

Waste Oil System


Waste and leak oil from the comparements, fuel valves is led to a fuel leakage alarm unit. The alarm unit consists of a box with a float switch for level monitoring. In case of a larger than normal leakage, the float switch will initiate alarm. The supply fuel oil to the engine is lead through the unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil. Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".

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1624468-9.8 Page 1 (3)

Fuel Oil Diagram

B 11 00 0 General

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Fig 1 Fuel oil diagram.

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B 11 00 0 General
Uni-Fuel
The fuel system on page 1 is designed as a uni-fuel system, which means that the propulsion engine and the GenSets are running on the same fuel oil and are fed from the common fuel feed system. The uni-fuel concept is a unique foundation for substantial savings in operating costs and it is also the simplest fuel system, resulting in lower maintenance and easier operation. The diagram on page 1 is a guidance. It has to be adapted in each case to the actual engine and pipe lay-out. The venting tank is connected to the service tank via an automatic de-aerating valve, which will release any gases present. To ensure ample filling of the fuel injection pumps, the capacity of the electrically driven circulating pumps must be 3 times higher than the amount of fuel, consumed by the diesel engine at 100% load. The surplus amount of fuel oil is re-circulated through the engine and back through the venting tank. To ensure a constant fuel pressure to the fuel injection pumps during all engine loads, a spring-loaded overflow is inserted in the fuel system. The circulating pump pressure should be as specified in "B 19 00 0, Operating Data & Set Points" which provides a pressure margin against gasification and cavitation in the fuel system even at a temperature of 150C. The circulating pumps will always be running, even if the propulsion engine and one or several of the GenSets are stopped. This is in order to circulate heated heavy fuel oil through the fuel system on the engine(s), thereby keeping them ready to start with preheated fuel injection pumps and the fuel valves de-aerated. In order to minimize the power consumption when the propulsion engine(s) is stopped, the main HFO supply pump can be stopped and the port pumps can be started.

Fuel Oil Diagram

1624468-9.8 Page 2 (3)

Fuel Feed System


The common fuel feed system is a pressurized system, consisting of HFO supply pumps, HFO circulating pumps, preheater and equipment for controlling the viscosity, (e.g. a viscorator as shown). From the service tank, the oil is led to one of the electrically driven supply pumps, which deliver the oil with a pressure of approximately 4 bar to the low pressure side of the fuel oil system, thus avoiding boiling of the fuel in the venting tank in the temperature range applied. From the low pressure part of the fuel system, the fuel oil is led to an electrically driven circulating pump, which pumps the fuel through a preheater to the engines. For the propulsion engine please see the specific plant specifications. The internal fuel system for the GenSets is shown in B 11 00 0 "Internal Fuel Oil System". It is recommended to place a safety duplex filter with a fineness of max. 50 m as close as possible to each engine as shown at the fuel oil diagram. It is possible, however not our standard/recommendations, to place a common fuel oil safety duplex filter and a common MDO filter for the entire GenSet installation. In this case it must be ensured that the fuel oil system fullfil the classification rules and protect the engines from impurities. Note: a filter surface load of 1 l/cm2. hour must not be exceeded.

MDO Operation
The MDO to the GenSets is delivered from a separate pipeline from the service tank by means of a booster pump. The pump capacity of the MDO pump must be 3 times higher than the amount of MDO, consumed by the diesel engines at 100% load. The system is designed in such a way that the fuel type for the GenSets can be changed independent of the fuel supply to the propulsion engine.
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1624468-9.8 Page 3 (3)

Fuel Oil Diagram

B 11 00 0 General

As an optional, the GenSet plant can be delivered with the fuel changing system, consisting of a set of remotely controlled, pneumatically actuated 3-way fuel changing valves for each GenSet and a fuel changing valve control box common for all GenSets. A separate fuel changing system for each GenSet gives the advantage of individually choosing MDO or HFO mode. Such a change-over may become necessary, for instance, if the engine(s) has to be: stopped for a prolonged period. stopped for major repairs of the fuel system, etc.

Emergency Start
Further, the MDO must be available as a fuel in emergency situations. If a black-out occurs, starting up the auxiliary engines on MDO can be seen in three ways: The MDO is supplied from the MDO booster pump which can be driven pneumatically or electrically. If the pump is driven electrically it must be connected to the emergency switchboard. If the engine has a built-on booster pump, it can be used if the minimum level in the MDO service tank corresponds to or is max. 1.0 m below the level of the built-on pump. However, in the design of the entire system, level of the service tank under the engine can cause problems with vacuum in the system. If not a gravity tank (100 - 200 l) may be arranged above the engine.

If the fuel type for the propulsion engine has to be changed from HFO to MDO, then the 3-way valves immediately after the service tanks have to be changed.

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

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1609529-6.4 Page 1 (5)

Fuel Oil Specification

B 11 00 0 General

Marine Gas Oil (MGO)


MGO is a medium class distillate oil which therefore must not contain any residual components. The key property ratings refer to CIMAC #21 /2003.

Marine Diesel Oil (MDO)


MDO is offered as heavy distillate (CIMAC) or as a blend of distillate and small amounts of residual oil (CIMAC) exclusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oil and must be free from organic acids. The key properties are based on the test methods specified.

Property Density at 15C Kinematic Viscosity at 40C Flash Point Water content Sulphur content Ash Carbon residue (10% v/v) min. max.

Units kg/m3 kg/m3 mm 2/s mm 2/s C % by volume % by weight % by weight % by weight

Value 820.0 890.0 >1.5 <6.0

Property >60 CIMAC #21 /2003 <0.05 Density at 15C <1.5 <0.01 <0.30 Kinematic Viscosity at 40C Flash Point Water content Sulphur content Ash content Carbon residue Vanadium Aluminium + Silicium

Units DB kg/m3 cSt (mm2/s) C % by volume % by weight % by weight % by weight mg/kg mg/kg

Value DC 920 <14 >60 <0.3 <2.0 <0.05 <2.5 <100 <25

900 <11 >60 <0.3 <2.0 <0.01 <0.30 -

Minimum injection viscosity at entering the engine >1.5 cSt.

Minimum injection viscosity at entering the engine >1.5 cSt.

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B 11 00 0 General
Heavy Fuel Oil (HFO)
Commercially available fuel oils with a viscosity up to 700 cSt at 50 C corresponding to 55 cSt at 100 C can be used for MAN B&W four-stroke medium speed diesel engines. For guidance on purchase, reference is made to ISO 8216/17, BS 6843 and to CIMAC recommendations regarding requirements for heavy fuel for diesel engines, #21 /2003. From these maximum accepted grades are RMH 55 and K55. It means that engines can be operated on the same fuel oils as MAN B&W two-stroke low-speed diesel engines. The data in the HFO standards and specifications refer to the same fuel type as delivered to the ship, i.e. before on-board cleaning. In order to ensure effective and sufficient cleaning of the HFO, i.e. removal of water and solid contaminants, the fuel oil specific gravity at 15 C (60 F) should be below 991 kg/m3. Higher densities can be allowed if special treatment systems are installed. Current analysis information is not sufficient for estimating the ignition and combustion properties of the oil. This means that service results depend on oil properties which cannot be known beforehand. This especially applies to the tendency of the oil to form deposits in combustion chambers, gas passages and turbines.
Property Density at 15C Kinematic Viscosity at 100C at 50 C Flash Point Pour Point Conradsen Carbon Residue Micro Carbon Residue Ash Total Sediment after Ageing Water Sulphur Vanadium Aluminium + Silicium CCAI Asphaltenes FIA Cetane Number % (m/m) % (m/m) % (v/v) % (m/m) mg/kg mg/kg Units kg/m3 cSt cSt C C % (m/m) Value 991* 55 700 > 60 30 22 22 0.15 0.10 1.0 4.5 600 80 2/3 of carbon residue

Fuel Oil Specification

1609529-6.4 Page 2 (5)

m/m = mass *)

V/V = volume

May be increased to 1.010 (kg/m3) provided adequate cleaning equipment is installed, and modern type of centrifuges. If the CCAI value exceeds 840 it is recommended to have the FIA index measured revealing if ignition and combustion problems may arise. If the CCAI value exceeds 840 ignition and combustion problems can occur.
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Guiding Heavy Fuel Oil Specification


Based on our general service experience we have, as a supplement to the above-mentioned standards, drawn up the guiding HFO-specification shown below. Heavy fuel oils limited by this specification have, to the extent of the commercial availability, been used with satisfactory results on MAN B&W four-stroke medium speed diesel engines. The data refer to the fuel as supplied, i.e. before any on-board cleaning.

**)

***)

If the FIA value is below 20 increasing ignition and combustion problems may be foreseen at low load operation.

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1609529-6.4 Page 3 (5)

Fuel Oil Specification

B 11 00 0 General

If heavy fuel oils, with analysis data exceeding the besides figures, are to be used, especially with regard to viscosity and specific gravity, the engine builder should be contacted for advice regarding possible changes in the fuel oil system.

If the sodium content is lower than 30% of the vanadium content, the risk of high-temperature corrosion will be small. It must also be prevented that sodium in the form of sea water enters the engine together with the intake air. If sodium content is higher than 100 mg/kg, an increase of salt deposits is to be expected in the combustion space and in the exhaust system. This condition will have an adverse effect on engine operation (among others, due to surging of the turbocharger). Under certain conditions, high-temperature corrosion may be prevented by a fuel additive that raises the melting temperature of the heavy fuel oil ash.

Blends
Fuel oil containing used lubricating oil (ULO) has to comply with the CIMAC #21/2003 fuel oil specification. The admixing of used engine oil to the fuel involves a substantial danger because the lubricating oil additives have an emulsifying effect and keep dirt, water and catfines finely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that severe damage included by wear may occur to the engine and turbocharger components as a result. The admixing of non-mineral oil constituents (such as coal oil) and of residual products from refining or other processes (such as solvents) is harmfull to the engine! The reasons are, for example: the abrasive and corrosive effects, the adverse combustion properties, a poor compatibility with mineral oils and, last but not least, the negative environmental effects. The order letter for the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporated in the commonly applied fuel specifications. The admixing of chemical waste materials (such as solvents) to the fuel is for reasons of environmental protection prohibited by resolution of the IMO Marine Environmental Protection Committee of 1 Jan. 92.
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Ash
Heavy fuel oils with a high ash content in the form of foreign particles such as sand, corrosion elements and catalyst fines (catfines) in heavy fuel oils coming from catalytic cracking processes. In most cases, these catfines will be aluminium oxides, silicium oxides, which causes high wear in the injection system and in the engine.

Sulphuric Acid Corrosion


The engine should be operated at the cooling water temperatures specified in the operating manual for the respective load. If the temperature of the component surface exposed to the acidic combustion gases is below the acid dew point, acid corrosion can occour.

Fuel Oil Condition, when entering the Engine Vanadium / Sodium


Should the vanadium/sodium ratio be unfavourable, the melting temperature of the heavy fuel oil ash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion and deposits build up. By precleaning the heavy fuel oil in the settling tank and in the centrifugal separators, the water, and with it the water-soluble sodium compounds can be largely removed. As practically all fuel oil specifications including the above standards refer to the same fuel type as supplied, the fuel supplied to a ship has to be treated on board before use. For running on the oil quality mentioned above it is necessary that equipment exists on board, which can treat, respectively clean and preheat, the fuel oil with optimum efficiency.

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B 11 00 0 General
In B 11 00 0 "Cleaning Recommendations" our recommendations are outlined. For economical HFO operation the fuel oil condition at engine inlet should be as recommended below. Temperature controller If this method is chosen it demands a laboratory apparatus enabling the staff to test the fuel oil samples on a regular basis and set the temperature controller accordingly. The frequency is dependent on the homogenity of the fuel ie. how often charges are received and how well these are blended in the tanking system. The reason being that the charges of the fuel oils may vary considerably in properties eg. fractions, viscosity indexes, etc.

Fuel Oil Specification

1609529-6.4 Page 4 (5)

Property Water Solid particles Particle size Viscosity

Units % by volume

Value max. 0.2

ppm (mg/kg) Micron cSt

max. 20 max. 5 Range 12-18

Viscosity regulator (Viscorator) If this method is chosen the viscosity of the fuel oil is monitored continuously and the temperature is adjusted at the set value depending of the quality of heating elements and the controls of these. There are in the principle two different methods of monitoring the viscosity of the fuel: *) True measurement (pressure drop in a calibrated tube)* Ultrasonic vibration The difficulty of this method is that the equipment has to be maintained and calibrated regularly. However this method is by far to be preferred.

For fuels above 180 cSt/50 C a pressurerized fuel oil system is necessary to avoid boiling and foaming of the fuel. The preheating chart on page 5 illustrates the expected preheating temperature as function of the specific fuel oil viscosity. The viscosity leaving the heaters should be 10-15 cSt and approx. 12-18 cSt entering the engine.

Viscosity Adjustment
To enable a proper injection viscosity and a to prevent overloading of the fuel equipment it is essential to maintain a constant viscosity within the limits stipulated, see preheating chart on page 5.
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A vessel heated either by steam or electricity adjusts the viscosity of the fuel. There are two means of adjusting the power supply to the vessel: Either by measuring the temperature of the media, or by measuring the viscosity of the media

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1609529-6.4 Page 5 (5)

Fuel Oil Specification

B 11 00 0 General

Fuel oil - preheating chart

Approx. viscosity after preheater Temperature after preheater C cSt 7 170 160 Normal preheating limit 150 140 130 120 110 100 90 80 70 60 Approx. pumping limit 50 40 30 Log scales 30 200 10 60 400 15 100 800 25 180 1500 35 380 3500 45 55 cSt/100 C cSt/50 C sec. Rw/100 F 20 87 10 12 15 52 59 69 sec. Rw. 43

30

125

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700 7000

Viscosity of fuel

This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80. Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary, dependent on the viscosity and viscosity index of the fuel.

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1693520-5.2 Page 1 (3)

Fuel Oil Quality

B 11 00 0 General

General Considerations
The quality of a fuel oil is stated, in analysis data, in terms of physical and chemical properties, which are decisive to the suitability of the fuel oil for different applications. For diesel engine fuels the combustion quality, the content of impurities and the handling properties are the main quality criteria. Since residual fuels are traded and designated according to viscosity, it has become common practice to associate viscosity with quality. This practice can be very misleading, especially with modern residual fuels, as a fuel oil of low viscosity can often be just as bad, or even worse, than other fuel oils of very high viscosity. The quality of refinery residues is dependent on the origin of the crude oil, the grade of utilization when refining the crude oil, and the refinery technique used. Some of the residues used in fuel oil production are of a viscosity requiring visbreaking, a process which will reduce the viscosity without improving the quality at all. When producing residual fuels from visbreaked, cracked residues and from "straight run" residues, the final adjustment of viscosity to fulfil the requirements of the different grades of intermediate fuels is achieved by adding gas oil. However, it must be noted that considerable reduction of the viscosity is achieved by adding a relatively small amount of gas oil, which will give only a minor improvement of the quality of the blend. This means that the quality to a major extent depends on residues present in the blend. Therefore the quality also depends on the density.
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Combustion Quality
Combustion quality is the ability of the fuel oil to ignite and burn in a proper way. The ignition quality, combustion intensity, and length and completeness of combustion are properties influenced by the chemical composition and structure of the fuel oil. Ignition quality relates to ignition delay, i.e. the time elapsed between the start of injection and the start of combustion. Ignition quality is expressed by the cetane number, diesel index or cetane index. In all cases the higher the value, the better the ignition quality. For diesel oil the ignition quality is expressed by the cetane number determined by a specified method in a standard engine running under standard conditions. For distillate fuels the ignition quality can be expressed by the diesel index or cetane index, both to be calculated from physical properties such as the aniline point, specific gravity and mid-distillation temperature. The cetane number, diesel index or cetane index of a certain fuel oil will show reasonable correlation between the numerical values. For residual fuels ignition quality is an even more important parameter. The reason why it does not appear in the international specifications is that a standardized testing method is non-existent. Therefore, parameters such as the Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid which is derived from determinable fuel parameters. According to our experience, only a rough assessment of the ignition quality of the heavy fuel oil is possible with the help of this method. However, the CCAI has become so well-known in widespread publications that, in spite of the reservations mentioned above, we were compelled to classify the respective MAN B&W Diesel A/S, fourstroke engines according to CCAI-rating, too, see also B 11 01 0 "Nomogram for Determination of CCAI". A FIA cetane number test is also good for evaluation of the combustion quality.

As a consequence of the possible variations in the quality of residues and the influence of adding gas oil, the quality of blended fuels can vary, even for fuel oils of equal nominal viscosity.

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B 11 00 0 General
Fuel ignition analyser FIA 100/4 measurements
In the FIA 100 instrument, the ignition delay is defined as a time delay (in millisenconds, msec.) from the start of injection, until the pressure has increased to 0.2 bar above the initial chamber pressure. The start of the main combustion phase is defined as being the time (in msec.) from when the pressure has increased to 3 bar above the intial chamber pressure. The start of the combustion is used to establish the ignition quality of a tested fuel expressed as a FIA CN (Cetane Number). The basis for FIA CN is a reference curve for the instrument in question showing the ignition properties of mixtures of the reference fuels U15 and T22 from Phillips Petr. Int. This reference curve establishes the relationship between ignition quality, recorded in milliseconds, and Cetane Number of the different mixtures of the reference fuels. For heavy fuels, the ignition properties range from CN =18.7 to above CN = 40. The rate of heat release (ROHR) is used to evaluate the combustion properties of the oil. However, the information about the differences in the fuel behaviour makes it possible to see the effects of the fuel in composition on the ignition and the heat release pattern which may or may not have any impact on the particular engine. The engine load also influences the performance of the fuel. At low load operation, ignition must take place at lower temperature. This will increase the demand for ignition quality and if the lighter fuel fractions are highly aromatic, low load combustion problems may be found. As mentioned above, the longer time the engine has for ignition, the less sensitive the engine is to the ignition delay quality of the fuel. This consideration has been proved lately in a small number of ships with auxiliary engines and main engine operating on the same fuel. Ignition problems have been observed on the auxiliary engines during low load operation only, having no effect on the twostroke low-speed engine. The combustion condition of the fuel oils is normally evaluated from Conradson Carbon residue and the asphaltene contents.

Fuel Oil Quality

1693520-5.2 Page 2 (3)

Content of Impurities FIA compared with CCAI


Comparing the FIA test and CCAI, the FIA gives a relative picture of ignition qualities of fuels, which may be of use for the ship operator before buying the fuel. The CCAI does not provide sufficient information and has in some tests shown very inconsistent indications, i.e. the FIA test should be carried out when the CCAI value is higher than 840. The content of impurities of diesel engine fuels should be kept as low as possible. Harmful and unwanted impurities should, be removed in the pretreatment system in order to minimize wear and corrosion of engine components. Impurities derive from the crude oil itself, from refinery processes and from handling and storage of oils. The amount of water and solid impurities can be reduced by centrifuging and filtration. Sand, rust, metal oxides and catalyst particles can be found as solid particles in fuel oil. Fuel-related wear and corrosion in diesel engines take the form of mechanical wear and chemically induced corrosion, the latter in the form of high and low temperature corrosion.
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Conversion of FIA 100/4 test result to actual engine performance


When using the FIA 100/4 test conditions for temperature and pressure, the differences between the different fuels are more pronounced than what would actually be seen in the engine, and the results must be seen in this context and in relation to the engine types in question.

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1693520-5.2 Page 3 (3)

Fuel Oil Quality

B 11 00 0 General

The solid impurities and particles produced during combustion, collectively known as ash, cause mechanical wear of engine components. Especially catalyst particles, silicone and aluminium oxides and silicates in the form of sand are very abrasive. From sulphur, vanadium and sodium corrosive ash in the form of oxides, carbonates and sulphates, is created during combustion. Further the sulphur content of a fuel oil may lead to low temperature corrosion of combustion chamber components and the formation of deposits on these. The corrosive effect is due to the formation of sulphuric acid. Sea water in the fuel oil may lead to several detrimental effects to the fuel system and to the diesel engine in general by giving rise to mechanical and corrosive wear, as well as fouling.

The flash point is related to the volatility of the amount and nature of lighter fractions in the fuel oil, and might thus be used to estimate the propensity of gasification in non-pressurized parts of the fuel system. The pour point defines the temperature at which wax crystallization will take place and prevent the fuel oil from flowing and from being pumped. Therefore, the pour point must be taken into account when deciding the presence and capacity of heating coils in bunker tanks.

Quality Criteria

Fuel Oil Characteristics

Main Effects

Combustion Conradson carbon Ignition ability. quality asphaltenes + Combustion condition. FIA test Fouling of gasways. Sulphur Corrosive wear. Cold corrosion. Formation of deposits on exhaust valves and turbochargers. High temperature corrosion. Disturbance of combustion process. Increased heat-load of combustion chamber components, fouling of gas ways, mechanical wear and cavitation of fuel injection system. Mechanical and corrosive wear of combustion chamber components. Formation of deposits. Mechanical wear of fuel injection system, cylinder liners and piston rings. Temperatures, pressures, and capacities of fuel oil systems for storage, pumping and pre-treatment. Safety requirements.

Handling Properties
Handling of the fuel, i.e. storage, pumping and treatment, is affected mainly by physical properties such as viscosity, density, flash point and pour point, but other fuel oil properties such as stability, emulsification tendency, viscosity index and the nature and amount of water and solid impurities will also influence the handling system. The nominal viscosity is decisive for the preheating temperature necessary to achieve adequate viscosity for pumping, settling, centrifuging and injection. The density influences the gravitational settling of water and solid contaminants in settling tanks. Specific gravity is also an important parameter in the centrifuging process. The flash point is, for safety reasons, limited to a minimum of 60C (140F) by classification societies and other authorities.
Handling properties Vanadium Sodium

Sea water

Content of impurities

Ash

Catalyst fines

08028-0D/H5250/94.08.12

Viscosity Density Pour point

Flash point

Table 1. Fuel properties affecting diesel engine and fuel systems.

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1655267-1.3 Page 1 (1)

Fuel Oil Cleaning Recommendations

B 11 00 0 General

Centrifuging
Fuel oils should always be considered as contaminated upon delivery and should therefore be thoroughly cleaned to remove solids as well as liquid contaminants before use. The solid contaminants in the fuel oil are mainly rust, sand, dust and refinery catalysts. Liquid contaminants are mainly water, i.e. either fresh water or salt water. Impurities in the fuel can cause damage to fuel pumps and fuel valves, and can lead to increased cylinder liner wear and deterioration of the exhaust valve seats. Also increased fouling of gas ways and turbocharger blades may result from the use of inadequately cleaned fuel oil. Effective cleaning can only be ensured by using a centrifuge. We recommend that the capacity of the installed centrifuge should, at least, be according to the centrifuge maker's instructions. Cleaning of distillate fuel such as ISO 8217 classes DMX to DMB is generally not necessary. But handling of a liquid fuel on board ships gives a risk of contamination with sea water. Therefore it is a good idea to centrifuge all fuel on board ships. Fuel classes DMC to RMH55 require a treatment with centrifuge in all cases. Automatic centrifuges must be used. Fuel types RMK35 to RMK55 require centrifuges capable to handle up to 1010 kg/m3 density. To obtain optimum cleaning it is of the utmost importance that the centrifuge is operated with a fuel oil viscosity as low as possible, i.e. that the highest possible temperature is maintained in the centrifuge oil preheater.

Supplementary Equipment
Experience proves that if the centrifugal installation is dimensioned and installed correctly and operated correctly according to the supplier's instructions this is a sufficient way of cleaning the fuel. All supplementary equipment, such as the 10 m nominal filter, will have a positive effect and may contribute to longer intervals between overhauls. Also, supplementary equipment will reduce the operation costs. This equipment can give difficulties if incorrectly installed, However if correctly installed and operated can with some fuels give benefits in lower wear and sludge formation.

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1607542-7.6 Page 1 (1)

Specific Fuel Oil Consumption SFOC

B 11 01 0 L23/30H

Constant Speed Engines


L23/30H Engine type Speed r/min kW/cyl. 720 105 ECR 750 110 720 130 MCR 750 135 900 160

Load 25 % 50 % 75 % 85 % 100 % 110 % 241.3 203.1 190.3 189.2 188.3 189.4 239.5 202.4 190.8 189.2 189.0 190.0

SFOC (g/kWh) 233.5 200.1 192.3 191.3 191.3 192.1 232.2 199.6 192.6 191.7 191.8 192.5 229.8 200.2 194.2 194.3 196.4 198.5

All values based on ISO 3046/1 conditions. Ambient air temperature 25 C Ambient air pressure 1000 mbar Cooling water for air cooler 25 C Marine diesel oil (MDO). Lower calorific value: 42,700 kJ/kg

Tolerance:

+5%

With built-on pumps, the SFOC will be increased by: Fuel oil feed pump Lub. oil main pump
08028-0D/H5250/94.08.12

0.03 x 0.5 x 0.7 x 0.7 x

L.T. Cooling water pump H.T. Cooling water pump

110 load % + 10 110 load % + 10 110 load % + 10 110 load % + 10

% % % %

For other reference conditions, the SFOC is to be corrected by: Ambient air temperature Ambient air pressure Cooling water to air cooler Lower calorific value rise rise rise rise 10 C 10 mbar 10 C 427kJ/kg 0.6 % - 0.07% 0.7 % - 1.0 %

94.26

Lubrication Oil System

B 12

MAN B&W Diesel


1613429-7.6 Page 1 (4)

Internal Lubricating Oil System

B 12 00 0 L23/30H

Fig 1 Diagram for internal lubricating oil system.

Pipe description for connection at the engine C3 C4 C7 C8 C9 C13


08028-0D/H5250/94.08.12

General
As standard the lubricating oil system is based on wet sump lubrication. All moving parts of the engine are lubricated with oil circulating under pressure in a closed built-on system. The lubricating oil is furthermore used for the purpose of cooling the pistons. The standard engine is equipped with built-on: Engine driven lubricating oil pump Lubricating oil cooler Lubricating oil thermostatic valve Duplex full-flow depth filter Pre-lubricating oil pump

Lubricating oil from separator Lubricating oil to separator Lubricating oil from separate filter Lubricating oil to separate filter Back-flush from full-flow filter Oil vapour discharge* Lubricating oil overflow Lubricating oil supply

DN25 DN25 DN65 DN65 DN20 DN50 DN50 DN25

C15 C16

Flange connections are as standard according to DIN 2501

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

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MAN B&W Diesel


B 12 00 0 L23/30H
Oil Quantities
The approximate quantities of oil necessary for a new engine, before starting up are given in the table, see "B 12 01 1 Lubricating Oil in Base Frame" (max. litre H3) If there are connected external, full-flow filters etc., the quantity of oil in the external piping must also be taken into account. Max. velocity recommendations for external lubricating oil pipes: Pump suction side Pump discharge side 1.0 - 1.5 m/s 1.5 - 2.0 m/s The main groups of components to be lubricated are: 1 2 3 4 5 6 1) Turbocharger Main bearings, big-end bearing etc. Camshaft drive Governor drive Rocker arms Camshaft

Internal Lubricating Oil System

1613429-7.6 Page 2 (4)

For priming and during operation, the turbocharger 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 and a non-return valve to prevent draining during stand-still. The non-return valve has back-pressure function requiring a pressure slightly above the priming pressure to open in normal flow direction. In this way overflooding of the turbocharger is prevented during stand-still periods, where the pre-lubricating pump is running.

Lubricating Oil Consumption


The lubricating oil consumption is 0.6 - 1.0 g/kWh, see "Specific Lubricating 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, characteristic stated in "Lubricating Oil Specification B 12 15 0".

2)

Lubricating oil for the main bearings is supplied through holes drilled in the engine frame. From the main bearings it passes through bores in the crankshaft to the connecting rod big-end bearings. The connecting rods have bored channels for supply of oil from the big-end bearings to the small-end bearings, which has an inner circumferential groove, and a pocket for distribution of oil in the bush itself and for supply of oil to the pin bosses and the piston cooling through holes and channels in the piston pin. From the front main bearings channels are bored in the crankshaft for lubricating of the pump drive.

System Flow
The lubricating oil pump draws oil from the oil sump and presses the oil through the cooler and filter to the main lubricating oil pipe, from where the oil is distributed to the individual lubricating points. From the lubricating points the oil returns by gravity to the oil sump.

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1613429-7.6 Page 3 (4)

Internal Lubricating Oil System

B 12 00 0 L23/30H

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. The lubricating oil pipe, and the gear wheels for the governor drive are adjusted to apply the oil at the points where the gear wheels are in mesh. The lubricating oil to the rocker arms is led through pipes to each cylinder head. It continuous through bores in the cylinder head and rocker arm to the movable parts to be lubricated at rocker arms and valve bridge. Further, lubricating oil is led to the movable parts in need of lubrication. Through a bore in the frame lubricating oil is led to the first camshaft bearing and through bores in the camshaft from where it is distributed to the other camshaft bearings.

Built-on Full-flow Depth Filter


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

4)

Pre-lubricating
As standard the engine is equipped with an electricdriven pre-lubricating pump mounted parallel to the main pump. The pump must be arranged for automatic operation, ensuring stand-still of the pre-lubricating pump when the engine is running, and running dur-ing engine stand-still in stand-by position. Running period of the pre-lubricating pump is preferably to be continuous. If intermittent running is required for energy saving purpose, the timing equipment should be set for shortest possible intervals, say 2 minutes of running, 10 minures of stand-still, etc. Further, it is recommended that the pre-lubricating pump is connected to the emergency switch board thus securing that the engine is not started without pre-lubrication.

5)

6)

Lubricating Oil Pump


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

Draining of the Oil Sump


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

Lubricating Oil Cooler Crankcase Ventilation


As standard the lubricating oil cooler is of the plate type. The cooler is mounted to the front end of the base frame. The crankcase ventilation is not to be directly connected 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 arrangements is used, its arrangements are to be as follows: 1) The vent pipe from each engine is to run indepently to the manifold, and be fitted with corrosion resistant flame screen within the manifold.

08028-0D/H5250/94.08.12

Thermostatic Valve
The thermostatic valve is a fully automatic three-way valve with thermostatic elements set of fixed temperature.

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MAN B&W Diesel


B 12 00 0 L23/30H
2) The manifold is to be located as high as practicable so as to allow substantial length of piping separating the crankcase. The manifold is to be vented to the open air, such that the vent outlet is fitted with corrosion resistant flame screen, and the clear open area of the vent outlet is not less than the aggregate area of the individual crankcase vent pipes entering the manifold. The manifold is to be provided with drainage arrangement. Pressure differential transmitting PDT 21-22 Lubricating oil inlet across filter Temperature alarm high TAH 20 Lubricating oil inlet before cooler Pressure transmitting PT 22 Lubricating oil inlet after cooler Temperature element TE 20 Lubricating oil inlet before cooler Temperature element TE 22 Lubricating oil inlet after cooler Temperature element TE 29 Lubricating oil inlet main bearings Branches for: External fine filter External full/flow filter

Internal Lubricating Oil System

1613429-7.6 Page 4 (4)

3)

4)

The ventilation pipe should be designed to eliminate the risk of water condensation in the pipe flowing back into the engine and should end in the open air: The connection between engine (C13) and the ventilation pipe must be flexible. The ventilation pipe should be continuously inclined (min. 5 degrees). A continuous drain has to be installed near the engine. The drain must not be lead back to the engine. Dimension of the flexible connection DN50. Dimension of the ventilation pipe after the flexible connection min. DN65.

Branches for separator is standard.

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

Optionals
Besides the standard components, the following optionals can be built-on: Level switch for low/high level in oil sump (LAL/LAH 28) Centrifugal by-pass filter (standard for stationary engines) Hand wing pump Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points.

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1624477-3.5 Page 1 (1)

Prelubricating Pump

B 12 07 0 General

The engine is as standard equipped with an electric driven pump for prelubricating before starting. The pump which is of the tooth wheel type is selfpriming.

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

Electric motor 3x380 V, 50 Hz (IP 55) Engine type No. of cyl. Pump m3/h type RPM Type kW Start current Amp. Full-load current Amp.

L23/30H L28/32H

5-6-7-8 5-6-7-8-9 R25/12.5 FL-Z-DB-SO 2.0 2850 5AP80-2S 0.75 7.0 1.8

V28/32H V28/32S

12-16-18 12-16-18 R35/25 FL-Z-DB-50 4.2 2860 5AP90S-2 1.7 21.0 3.5

Electric motor 3x440 V, 60 Hz (IP 55) Engine type No. of cyl. Pump m3/h type RPM Type kW Start current Amp. Full-load current Amp.

L23/30H L28/32H

5-6-7-8 5-6-7-8-9 R25/12.5 FL-Z-DB-SO 2.4 3440 5AP80-2S 1.00 10.0 2.1

V28/32H V28/32S
08028-0D/H5250/94.08.12

12-16-18 12-16-18 R35/25 FL-Z-DB-50 5.08 3440 5AP90S-2 1.98 22.0 3.5

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Lubricating Oil Specification

B 12 15 0 General

Requirement
This document is valid for the following engine types: L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/ 32H, V28/32S and L32/40. Heavy Duty lubricating oil (HD-Lubricating oil) has to be used coresponding to at least type CF after API service system (http://api-ep.api.org/filelibrary/ ACF1E1.pdf). Further the lubricating oil should be rust and oxidation inhibited.

The BN selection is based on typical load profiles for marine GenSet (50-60% of rated power) and for stationary GenSet (50-100% of rated power) For all engines except L32/40
Oil type BN (mg KOH/g) 8-12 10-15 15-20 20-40

Gas oil Marine diesel Heavy fuel oil (S<1.5%)

Viscosity
Marine Engine SAE class L23/30H, L+V28/32H 30* 105 cSt @ 40 C L16/24, L21/31, L27/38, L32/40 40 145 cSt @ 40 C Stationary L16/24, L21/31, L27/38, L23/30H, L+V28/32H, V28/32S 40 145 cSt @ 40 C * At cooling water temperatures above 32 C SAE 40 oil can be used. In this case, please contact MAN B&W, Holeby.

Heavy fuel oil (S>1.5%)

For engines L32/40


Oil type BN (mg KOH/g) 12-15 15-25 25-35 30-40

Gas oil Marine diesel Heavy fuel oil (S<1.5%) Heavy fuel oil (S>1.5%)

Guiding Values for BN


When selecting lubricating oil, attention must be paid to the fuel oil sulphur content. Marine GenSet engines are normally running at low load compared to propulsion engines, therefore the absolute fuel consumption is lower and consequently the lubricating oil is exposed to a smaller amount of sulphur. Therefore the BN-value (Base Number) of the lubricating oil has to be lower in order to neutralise the sulphur input from the fuel. The lubricating oil consumption has an influence on the recommended initial BN value. When the lubricating oil consumption is high, low BN values is recommended, and opposite. How to evaluate the lubricating oil consumption, please see section B 12 15 0 "Specific Lubricating Oil Consumption".

For low loaded marine GenSet engines the lowest BN values are recommended and for high loaded stationary engines the highest BN values are recommended. If the load profile is different, this should be taken in consideration. However, the operation results are the criteria that prove which BN is the most economical one for efficient engine operation. In order to meet the emission regulations, more often fuel oils with different sulphur content are in operation. At habour/coastal operation a low sulphur fuel oil will be used and at sea operation a high sulphur fuel oil will be used. The lubricating oil BN value will have to be evaluated from engine running hours operating on the two different fuel oils. Normally the BN value should be evaluated from the fuel oil with the highest sulphur content as the majority running hours are at sea operation. Otherwise please contact MAN B&W Diesel for guidance.

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1643494-3.5 Page 1 (2)

Treatment of Lubricating Oil

B 12 15 0 General

Operation on Marine Diesel Oil (MDO)


At engine operation on MDO we recommend to install a build on centrifugal by-pass filter as an additionally filter to the build on full flow depth filter and the lubricating oil separator.

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 separating period of 23 hours: Q = 1000 x 1.36 x 5 23 = 295 l/h (0.30 l/h kW)

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 resommendations. The capacity is evaluated below.

Separator Installation
It is recommended to carry out continuous lubricating oil cleaning during engine operation at a lubricating oil temperature between 95C till 98C 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.

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 consideration by dimensioning the separator capacity.

The required Flow


08028-0D/H5250/94.08.12

In order to evaluate the required lubricating oil flow through the separator, the separator suppliers recommendation should be followed. As a guidance, the following formula should form the basis for choosing the required flow for the separator capacity: Q = P x 1.36 x n t
Fig 1 Principle lay-out for direct separating on a single plant.

Engine

To/from separator

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B 12 15 0 General Treatment of Lubricating Oil
1643494-3.5 Page 2 (2)

Eng. No 1

Eng. No 2

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.

The aim is to ensure that the separator is only connected 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 problems 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 overflow system can be used (see fig. 3).

By-pass Centrifugal Filter


The Holeby GenSets can be delivered with built-on by-pass centrifugal filters.

By-pass Depth Filter


When dimensioning the by-pass depth filter the suppliers recommendations are to be followed.
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Cooling Water System

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1609571-3.4 Page 1 (5)

Freshwater System Treatment

B 13 00 0 General

Protection against Corrosion in Freshwater Cooling System


The engine fresh water must be carefully treated, maintained and monitored so as to avoid corrosion or the formation of deposits which can result in insufficient heat transfer, it is necessary to treat the cooling water. MAN B&W recommend that this treatment is carried out according to the following procedure:

Cleaning agents emulsified in water as well as slightly alkaline cleaning agents can be used for the degreasing process, whereas ready-mixed cleaning agents which involve the risk of fire must obviously not be used. For descaling with acid, especially products based on amino-sulphonic acid, citric acid, and tartaric acid are recommendable, as these acids are usually obtainable as solid substances, easily soluble in water, and do not emit poisonous vapours. The cleaning agents should not be directly admixed, but should be dissolved in water and then added to the cooling water system. Normally, cleaning can be executed without any dismantling of the engine. We point out that the water should be circulated in the engine to achieve the best possible result. As cleaning can cause leaks to become apparent in poorly assembled joints or partly defective gaskets, inspection should be carried out during the cleaning process. The acid content of the system oil should also be checked immediately after cleaning, and 24 hours afterwards.

Clean the cooling water system. Fill up with deionized or distilled cooling water (for example from the freshwater generator) with corrosion inhibitor added. Carry out regular checks of the cooling water system and the condition of the cooling water.

Observance of these precautions, and correct venting of the system, will reduce service difficulties caused by the cooling water to a minimum.

Cleaning of the Cooling Water System


Before starting the inhibition process, any existing deposits of lime or rust, or any oil sludge, should be removed in order to improve the heat transfer and to ensure uniform protection of the surface by means of the inhibitor. The cleaning should comprise degreasing to remove oil sludge, and descaling with acid afterwards to remove rust and lime deposits. Ready-mixed cleaning agents, specially made for cleaning the cooling water system, can be obtained from companies specializing in cooling water treatment. These companies offer assistance and control of the treatment in all major ports. A number of these companies are mentioned on the enclosed list. We point out that the directions given by them should be closely followed. It is of particular importance to flush the system completely after cleaning.

Cooling Water - Inhibitors


The filling-up with cooling water and the admixture of the inhibitor is to be carried out directly after the cleaning in order to prevent formation of rust on the cleaned surfaces. Raw Water The formation of lime stone on cylinder liners and in cylinder heads may reduce the heat transfer, which will result in unacceptably high temperatures in the material. Therefore, it is recommended that deionized or distilled water (for example from the freshwater generator) is used as cooling water. However, on account of its lack of hardness, this water will be relatively corrosive, and a corrosion inhibitor should therefore always be added.

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B 13 00 0 General
If deionized or distilled water cannot be obtained, normal drinking water can be used in exceptional cases. If so, the total hardness of the water must not exceed 9 dH (German hardness degrees). The chloride, chlorine, sulphate, and silicate contents are also to be checked. These contents should not exceed the following values: Chloride Chlorine Sulphate Silicate 50 ppm 10 ppm 100 ppm 150 ppm (50 mg/litre) (10 mg/litre) (100 mg/litre) (150 mg/litre)

Freshwater System Treatment

1609571-3.4 Page 2 (5)

Checking of the Cooling Water System and the Cooling Water during Service
If the cooling water is contaminated during service, sludge or deposits may form. The condition of the cooling water system should therefore be regularly checked, especially if deionized or distilled water is not used. If deposits are found in the cooling spaces, these spaces or, if necessary, the entire system should be cleaned. According to experience, a zinc galvanized coating in the freshwater cooling system is often very susceptible to corrosion, which results in heavy formation of sludge, even if the cooling water is correctly inhibited. The initial descaling with acid will, to a great extent, remove the galvanized coating. Generally, therefore, we advise against the use of galvanized piping in the freshwater cooling system. The quality of the cooling water is to be checked regularly, if possible once a week. Basically the inhibitor concentration, the pH value and the chloride concentration should be in accordance with limits stated by inhibitor manufacturer. For this purpose the inhibitor manifactures normally supply simple test kits. As a general guidance values the pH value should be 7-10 measured at 20 C and the chloride concentration should not exceed 50 ppm (50 mg/litre). The water sample for these tests is to be taken from the circulating system, and not from the expansion tank or the pipe leading to it. The concentration of inhibitor must under no circumstances be allowed to fall below that recommended by the producer, as this would increase the risk of corrosion. A clear record of all measuring results should be kept, so that the actual condition and trend of the system may be currently ascertained and evaluated. A sudden or gradual increase in the chloride content of the cooling water may be indicative of salt water leakages. Such leakages are to be traced and repaired at the first opportunity.
08028-0D/H5250/94.08.12

There should be no sulphide and ammonia content. Rain water must not be used, as it may be heavily contaminated. It should be noted that softening of water does not reduce its sulphate and chloride contents. Corrosion Inhibitors To protect freshwater cooling systems in marine diesel engines against corrosion, various types of inhibitors are available. Generally, only nitrite-borate based inhibitors are recommended. A number of the products marketed by major companies are specified on the enclosed list, together with the necessary dosages and admixing procedures. We recommend that these directions are strictly observed. Treatment of the cooling water with inhibting oils is not recommended, as such treatment involves the risk of oil adhering to the heat transmitting surfaces. Chromate inhibitors must not be used in plants connected to a freshwater generator. Evaporated cooling water is to be replaced with noninhibited water, whereas a loss of water through leakage must be replaced with inhibited water. When overhauling individual cylinders, a new dosage of inhibitor must, if necessary, be added immediately after completing the job.

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1609571-3.4 Page 3 (5)

Freshwater System Treatment

B 13 00 0 General

A chloride content in the cooling water higher than the 50 ppm specified might, in exceptional cases be tolerated. However, in that case the upper limit specified by the individual inhibitor supplier must not be exceed. A clear record of all measuring results should be kept, so that the actual condition and trend of the system may be currently ascertained and evaluated. A sudden or gradual degrease in pH value, or an increase of the sulphate content, may indicate exhaust gas leakage. The pH value can be increased by adding inhibtor; however, if major quantities are necessary, the water should be replaced. Every third month a cooling water sample should be sent ashore for laboratory analysis, in particular to ascertain the contents of inhibtor, sulphate, and iron, as well as the total salinity of the water.

The cooling water system must not be kept under pressure. Check, and repair any leaks. Drain the system and fill up completely with clean tap water, in order to flush out any oil or grease from the tank. Circulate the water for 2 hours, and drain again.

Descaling with Acid Solution


Fill up with clean tap water and heat to 70-75 C. Dissolve the necessary dosage of acid compound in a clean iron drum with hot water. Fill the drum half up with water and slowly add the acid compound, while stirring vigorously. Then fill the drum up completely with hot water while continuing to stir (e.g. using a steam hose). Be careful - use protective spectacles and gloves. For engines which have been treated before the trial trip, the lowest concentration recommended by the supplier will normally be sufficient. For untreated engines, a higher concentration depending on the condition of the cooling system will normally be necessary. Drain some water from the system and add the acid solution via the expansion tank. The cooling water system must not be put under pressure. Keep the temperature of the water between 70 C and 75 C, and circulate it constantly. The duration of the treatment will depend on the degree of fouling. Normally, the shortest time recommended by the supplier will be sufficient for engines which are treated before the trial trip. For untreated engines, a longer time must be reckoned with. Check every hour, for example with pH-paper, that the acid in the solution has not been used up.

Cleaning and Inhibiting Procedure


The engine must not be running during the cleaning procedure, as this may involve the risk of overheating when draining.

Degreasing
Use clean tap water for filling-up. The cooling water in the system can be used, if it does not contain inhibitors. Heat the water to 60 C and circulate the water continuously. Drain to lowest water level in expansion tank.
08028-0D/H5250/94.08.12

Add the amount of degreasing chemical specified by the supplier, preferably from the suction side of the freshwater pump. Drain to lowest water level in the expansion tank directly afterwards. Circulate the cleaning chemical for the period specified by the supplier.

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B 13 00 0 General
A number of descaling preparations contain colour indicators which show the state of the acid solution. If the acid content is exhausted, a new acid solution can be added, in which case, the weakest recommended concentration should be used. The solubility of acids in water is often limited. Therefore if, in exceptional cases, a large amount is required, descaling can be carried out in two stages with a new solution of compound and clean water. Normally the supplier will specify the maximum solubility. After completing the descaling, drain the system and flush with water. Acid residues can be neutralized with clean tap water containing 10 kg soda per ton of water. Circulate the mixture for 30 minutes, then drain and flush the system. The cooling water system must not be put under pressure. Continue to flush until water used is neutral (pH approx. 7).

Freshwater System Treatment

1609571-3.4 Page 4 (5)

Adding of Inhibitors
Fill up the cooling water system with water from the evaporator to the lowest water level in the expansion tank. Weight out the quantity of inhibitors specified by the supplier and dissolve in a clean iron drum with hot water from the evaporator. Add the solution via the expansion tank to the system. Then fill up to normal water level with water from the evaporator. Allow the engine to run for not less than 24 hours to ensure that a stable protection of the cooling surfaces is formed. Subsequently, test the cooling water with a test kit (available from the inhibitor supplier) to ensure that an adequate inhibitor concentration has been obtained. This should be checked every week. The acid content of the system oil is to be checked directly after the descaling with acid, and again 24 hours afterwards.

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1609571-3.4 Page 5 (5)

Freshwater System Treatment

B 13 00 0 General

Nitrite-borate corrosion inhibitors for cooling water treatment

Company

Name of Inhibitor

Delivery Form

Maker's minimum Recommended Dosage* 3 kg/1000 l 20 l/1000 l

Castrol Limited Swindon Wiltshire, England

Castrol Solvex WT4 Castrol Solvex WT2 DEWT-NC Liquidewt Maxiguard Cooltreat 651 Cooltreat 652 Nalfleet EWT Liq (9-108) Nalfleet EWT 9-131C Nalfleet EWT 9-111 Nalcool 2000 RD11 DIA PROSIM RD25 DIA PROSIM

Powder Liquid

Drew Ameriod Marine Boonton, N.J./U.S.A Houseman Scandinavia 3660 Stenlse Denmark Nalfleet Marine Chemicals Northwich, Cheshire CW8DX, England

Powder Liquid Liquid Liquid Liquid

3.2 kg/1000 l 8 l/1000 l 16 l/1000 l 5 l/1000 l 5 l/1000 l

Liquid Liquid Liquid Liquid Powder Liquid

3 l/1000 l 10 l/1000 l 10 l/1000 l 10 l/1000 l 3 kg/1000 l 50 l/1000 l

Rohm & Haas (ex Duolite) Paris, France Unitor Rochem Marine Chemicals Oslo, Norway

Dieselguard NB Rocor NB Liquid

Powder Liquid

3 kg/1000 l 10 l/1000 l

*
08028-0D/H5250/94.08.12

Initial dosage may be larger The suppliers are listed in alpabetical order. Suitable cleaners can normally be supplied by these firms.

The list is for guidance only and must not be considered complete. We undertake no responsibility for difficulties that might be caused by these or other water inhibitos/chemicals.

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1613439-3.1 Page 1 (2)

Internal Cooling Water System

B 13 00 0 General

Internal Cooling Water System


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

System Lay-Out
MAN B&W Holeby's standard for the internal cooling water system is shown on Basis Diagram 2. The system has been constructed with a view to full integration into the external system. Temperature regulation in the HT and LT systems takes place in the external system where also pumps and freshwater heat exchangers are situated. This means that these components can be common for propulsion engine(s) and GenSets. The separation of HT and LT circuits means that the cooling medium for the LT system can be either SW or FW, so that Basis System 2 can match a conventional as well as a central cooling water system. To be able to match every kind of external systems, the internal system can as optional be arranged with two separate circuits or as a single circuit with or without a built-on pump and a thermostatic valve in the HT-circuit, so that engine cooling can be integrated fully or partly into the external system, or can be constructed as a stand-alone unit. Different internal basis system layouts for these applications are shown on the following pages.

Low Temperature Cooling Water System


The LT cooling water system includes charge air cooling, lubricating oil cooling and alternator cooling if the latter is water-cooled. The LT system is designed for freshwater (FW) as cooling medium. Seawater (SW) can be used as optional. In order to prevent a too high charge air temperature, the design freshwater temperature in the LT system should not be too high Max. 36C is a convenient choice compared to the design for seawater temperature of maximum 32C. Regarding the lubricating oil cooler, the inlet temperature of the LT cooling water should not be below 10C.

High Temperature Cooling Water System


The high temperature cooling water is used for the cooling of cylinder liners and cylinder heads. An engine outlet temperature of 80C ensures a perfect combustion in the entire load area when running on Heavy Fuel Oil (HFO), i.e. this temperature limits the thermal loads in the high-load area, and hot corrosion in the combustion area is avoided. In the low-load area, the temperature is sufficiently high to secure a perfect combustion and at the same time cold corrosion is avoided; the latter is also the reason why the engine, in stand-by position and when starting on HFO, should be preheated with a medium cooling water temperature of at least 60C - either by means of cooling water from running engines or by means of a separate preheating system.

HT-Circulating Pumps
The circulating pump which is of the centrifugal type is mounted on the front cover of the engine and is driven by the crankshaft through a resilient gear transmission. Technical data : See "list of capacities" D 10 05 0 and B 13 18 1-2.

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Thermostatic Valve
The termostatic valve is a fully automatic three-way valve with thermostatic elements set at fixed temperature. Technical data: See B 13 15 1.

95.09

MAN B&W Diesel


B 13 00 0 General
Preheating Arrangement
As an optional the engine can be equipped with a built-on preheating arrangement in the HT-circuit including a thermostatic controlled el-heating element and safety valve. The system is based on thermo-syphon circulation. For further information see B 13 23 1.

Internal Cooling Water System

1613439-3.1 Page 2 (2)

95.09

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1613575-7.3 Page 1 (2)

Internal Cooling Water System 1

B 13 00 1 L23/30H

Fig 1 Diagram for internal cooling water system 1.

Pipe description F3 G1 G2 Venting to expansion tank LT fresh water inlet LT fresh water outlet DN 15 DN 80/100 DN 80/100

Flange connections are as standard according to DIN 2501

08028-0D/H5250/94.08.12

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

Description Low Temperature Circuit


The system is designed as a single-circuit with only two flange connections to the external centralized low temperature (LT) cooling water system. The components for circulation and temperature regulation are placed in the external system.

01.26

MAN B&W Diesel


B 13 00 1 L23/30H
The charge air cooler and the lubricating oil cooler are siuated parallelly in order to have the lowest possible cooling water inlet temperature for both coolers. The HT-circuit is cooled by adjustment of water from the LT-circuit, taken from the lubricating oil cooler outlet. Thus the amount of cooling water through the cooling system is always adjusted to the engine load.

Internal Cooling Water System 1

1613575-7.3 Page 2 (2)

Optionals
Alternatively the engine can be equipped with the following: Thermostatic valve on outlet LT-system Engine driven pump for LT-system Preheater arrangement in HT-system

Branches for:

High Temperature Circuit


The built-on engine driven HT-circulating pump of the centrifugal type, pumps water through a distributing pipe to bottom of the cooling water space between the liner and the frame of each cylinder unit. The water is led out through bores in the top of the frame via the cooling water guide jacket to the bore cooled cylinder head for cooling of this and the valve seats. From the cylinder heads the water is led through a common outlet pipe to the thermostatic valve, and depending on the engine load, a smaller or larger amount of the water will be led to the external system or be re-circulated. External preheating Alternator cooling

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

Data
For heat dissipation and pump capacities, See D 10 05 0, "List of Capacities". Set points and operating levels for temperature and pressure are stated in B 19 00 0, "Operating Data and Set Points". Other design data are stated in B 13 00 0, "Design Data for the External Cooling Water System".

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1613576-9.3 Page 1 (2)

Internal Cooling Water System 2

B 13 00 2 L23/30H

Fig 1 Diagram for internal cooling water system 2.

Pipe description F1 F2 F3 G1 (G3) G2


08028-0D/H5250/94.08.12

Description
DN 80 DN 80 DN 15 DN 80/100 DN 80/100 DN 80/100 DN 80/100

HT fresh water inlet HT fresh water outlet Venting to expansion tank LT fresh water inlet LT sea water inlet LT fresh water outlet LT sea water outlet

(G4)

The system is designed with separate LT- and HTcircuits and is fully integrated in the external system, which can be a conventional or a centralized cooling water system. With this system pumps and heat exchangers can be common for propulsion and alternator engines. It is however, recommended that the alternator engines have separate temperature regulation on the HT-circuit.

Flange connections are as standard according to DIN 2501

Low Temperature (LT) Circuit


As standard the system is prepared for fresh water in the LT system, with pipes made of steel and the plates in the lub. oil cooler is made of stainless steel, but as optional, sea water can be used provided that the materials used in the system are adjusted accordingly.

01.26

MAN B&W Diesel


B 13 00 2 L23/30H
High Temperature (HT) Circuit
From the external HT-system, water is led through a distributing pipe to bottom of the cooling water space between the liner and the frame of each cylinder unit. The water is led out through bores in the top of the frame via the cooling water guide jacket to the bore cooled cylinder head for cooling of this and the valve seats. From the cylinder heads the water is led through a common outlet pipe to the external system. Thermostatic valve on outlet, LT-system Thermostatic valve on outlet, HT-system Engine driven pump for LT-system Engine driven pump for HT-system Preheater arrangement in HT-system

Internal Cooling Water System 2

1613576-9.3 Page 2 (2)

Branches for: External preheating Alternator cooling

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

Optionals Data
Alternatively the engine can be equipped with the following: LT-system cooled by sea water Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points". Other design data are stated in B 13 00 0 "Design Data for the External Cooling Water System". For heat dissipation and pump capacities, see D 10 05 0 "List of Capacities".

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

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1613441-5.2 Page 1 (1)

Design Data for the External Cooling Water System

B 13 00 0 L23/30H

General
This data sheet contains data regarding the necessary information for dimensioning of auxiliary machinery in the external cooling water system for the L23/30 type engine(s).The stated data are for one engine only and are specified at MCR. For heat dissipation and pump capacities see D 10 05 0 "List of Capacities". Setpoints and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Setpoints".

Pumps
The cooling water pumps should be of the centrifugal type. FW Differential pressure 1-2.5 bar Working temperature max.90C SW 1-2.5 bar max.50C

Expansion tank
To provide against changes in volume in the closed jacket water cooling system caused by changes in tempera-ture or leakage, an expansion tank must be installed. As the expansion tank also provides a certain suction head for the fresh water pump to prevent cavation, the lowest water level in the tank should be minimum 5 m above the centerlinie of the crankshaft. Minimum recommended tank volume: 0.1 m. For multiplants the tank volume should be min.: V = 0.1 + ( exp. vol. per ekstra eng.) [m]

External pipe velocities


For external pipe connections we prescribe the following maximum water velocties: Fresh water : Sea water : 3.0 m/s 3.0 m/s

Pressure drop across engine


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

Data for external preheating system Lubricating oil cooler


The pressure drop of cooling water across the builton lub. oil cooler is approx. 0.3 bar, the pressure drop may be different depending on the actual cooler design. The capacity of the external preheater should be 0.81.0 Kw/cyl. The flow through the engine should for each cylinder be approx. 1.4 l/min with flow from top and downwards and 10 l/min with flow from bottom and upwards. See also table 1 below.

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

Cyl. No. Quantity of water in eng: HT-system (litre) LT-system (litre)

08028-0D/H5250/94.08.12

200 55 11

240 60 13

280 65 15

320 70 17

Charge air cooler


Expansion vol. (litre)

The pressure drop of cooling water across the charge air cooler is: P V K = = = V x K [Bar]

Preheating data: Radiation area (m) Thermal coeff. (KJ/C) 14.0 2860 16.1 3432 18.2 4004 20.3 4576

Cooling water flow in m/h Constant

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

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1613442-7.0 Page 1 (1)

External Cooling Water System

B 13 00 0 General

Design of External Cooling Water System


It is not difficult to make a system fulfil the requirements, but to make the system both simple and cheap and still fulfil the requirements of both the engine builder and other parties involved can be very difficult. A simple version cannot be made without involving the engine builder. The diagrams on the following pages are principal diagrams, and are MAN B&W's recommendation for the design of external cooling water systems. The systems are designed on the basis of the following criteria: 1. Simplicity. 2. Separate HT temperature regulation for propulsion and alternator engines. 3. HT temperature regulation on engine outlet. 4. Preheating with surplus heat. 5. Preheating in engine top, downwards. 6. As few change-over valves as possible. 7. Possibility for Holeby ICS-system. Ad 1) Cooling water systems have a tendency to be unnecessarily complicated and thus uneconomic in installation and operation. Therfore, we have attached great importance to simple diagram design with optimal cooling of the engines and at the same time installation- and operation- friendly systems resulting in economic advantages.
08028-0D/H5250/94.08.12

If the thermostat valve is placed on the engine's inlet side , which is not to be recommended, the temperature on the engine depends on the load with the risk of overheating at full load. Ad 4) It has been stressed on the diagrams that the alternator engines in stand-by position as well as the propulsion engine in stop position are preheated, optimally and simply, with surplus heat from the running engines. Ad 5) If the engines are preheated with reverse cooling water direction, i.e. from the top and downwards, an optimal heat distribution is reached in the engine. This method is at the same time more economic since the need for heating is less and the water flow is reduced. Ad 6) The systems have been designed in such a way that the change-over from sea operation to harbour operation/stand-by with preheating can be made with a minimum of manual or automatic interference. Ad 7) If the actual running situations demands that one of the auxiliary engines should run on low-load, the systems have been designed so that one of the engines can be equipped with a cooling system for ICS-operation(Integrated Charge air System).

Fresh Water Treatment


The engine cooling water is, like fuel oil and lubricating oil, a medium which must be carefully selected, treated, maintained and monitored. Otherwise, corrosion, corrosion fatigue and cavitation may occur on the surfaces of the cooling system which are in contact with the water, and deposits may form. Corrosion and cavitation may reduce the life time and safety factors of parts concerned, and deposits will impair the heat transfer and may result in thermal overload of the components to be cooled. The treatment process of the cooling water has to be effected before the first commission of the plant, i.e. immediately after installation at the shipyard or at the power plant.

Ad 2) Cooling of alternator engines should be independent of the propulsion engine load and vice versa. Therefore, there should be separate cooling water temperature regulation thus ensuring optimal running temperatures irrespective of load. Ad 3) The HT FW thermostatic valve should be mounted on the engine's outlet side ensuring a constant cooling water temperature above the engine at all loads.

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1624464-1.0 Page 1 (2)

One String Central Cooling Water System

B 13 00 1 General

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MAN B&W Diesel


B 13 00 1 General
System Design
The system is a central cooling water system of simple design with only one central cooler. Low temperature (LT) and fresh water (FW) pumps are common for all engines. In order to minimize the power consumption the LT FW pump installation consists of 3 pumps, two for sea operation and smaller one for harbour operation. The GenSet engines are connected as a one string plant, with only one inlet- and outlet cooling water connection and with internal HT-circuit, see also B 13 00 0 Internal cooling water system 1, describing this system. The propulsion engines HT-circuit is built up acc. to the same principle, i.e. HT-water temperature is adjusted with LT-water mixing by means of the thermostatic valve. The system is also remarkable for its preheating of stand-by GenSet engines and propulsion engine by running GenSets, without extra pumps and heaters. Preheating of Stand-by GenSets during Seaoperation: GenSets in stand-by position are preheated automatically via the venting pipe with water from the running engines. This is possible due to the pressure difference, which the running GenSet engines HTpumps produce.

One String Central Cooling Water System

1624464-1.0 Page 2 (2)

Preheating of Stand-by GenSets and Propulsion Engine during Harbour Operation: During harbour stay the propulsion and GenSet engines are also preheated in stand-by position by the running GenSets. Valve (1) is open and valve (2) is closed. Thus the propulsion engine is heated from top and downwards, which is the most economic solution.

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1613485-8.5 Page 1 (1)

Preheater Arrangement in High Temperature System

B 13 23 1 L23/30H

General
The built-on cooling water preheating arrangement consist of a thermostat-controlled el-preheating element built into the outlet pipe for the HT cooling water on the engine's front end. The pipe dimension has been increased in the piping section where the heating element is mounted.

The system is based on thermosiphon cooling and reverse water direction, i.e. from top and downward, and an optimal heat distribution in the engine is thus reached. When the engine is in standstill, an extern valve must shut-off the cooling water inlet.

Operation
Cyl. No. Preheater 3x400V/3x440V kW 1x 1x 1x 7.5 9.0 9.0

5 6 7 8

1 x 12.0

Engines starting on HFO and engines in stand-by position must be preheated. It is therefore recommended that the preheater is arranged for automatic operation, so that the preheater is disconnected when the engine is running and connected when the engine is in stand-by position. The thermostat setpoint is adjusted to 70 C, that gives a temperature of app. 50 C at the top cover. See also E 19 13 0, High Temperature Preheater Control Box.

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03.04

Compressed Air System

B 14

MAN B&W Diesel


1613580-4.4 Page 1 (2)

Compressed Air System

B 14 00 0 L23/30H

Fig 1 Diagram for compressed air system.

Starting System
Pipe description K1 Compressed air inlet DN 40

Flange connections are as standard according to DIN 2501

The engine is started by means of a built-on air starter, which is a turbine motor with gear box, safety clutch and drive shaft with pinion. Further, there is a main starting valve.

General
The compressed air system on the engine contains a starting system, starting control system and safety system. Further, the system supplies air to the jet system. The compressed air is supplied from the starting air receivers (30 bar) through a reduction station, where from compressed air at 7-9 bar is supplied to the engine. To avoid dirt particles in the internal system, a strainer is mounted in the inlet line to the engine.

Control System
The air starter is activated electrically with a pneumatic 3/2 way solenoid valve. The valve can be activated manually from the starting box on the engine, and it can be arranged for remote control, manual or automatic. For remote activation, the starting spool is connected so that every starting signal to the starting spool goes through the safe start function, which is connected to the converter for engine RPM.

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MAN B&W Diesel


B 14 00 0 L23/30H
Further, the system is equipped with an emergency starting valve which makes it possible to activate the air starter manually in case of a power failure. When the RPM exceeds approx. 140, at which firing has taken place, the starting valve is closed whereby the air starter is disengaged.

Compressed Air System

1613580-4.4 Page 2 (2)

Safety System
As standard the engine is equipped with a pneumatically/mechanically overspeed device, which starts to operate if the maximum permissible RPM is exceeded. This device is fitted to the end cover of the engine driven lubricating pump and is driven from the pump through a resilient coupling. When the maximum permissible RPM is exceeded, the overspeed device will activate a pneumatically controlled stop cylinder, which will bring the fuel index to zero and stop the engine.

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

Main stop valve, inlet engine

Pressure transmitting PT 70 Compressed air inlet Position switching, stop ZS75 Microswitch on flywheel

Pneumatic Start Sequence


When the starting valve is opened, air will be supplied to the drive shaft housing of the air starter. The air supply will - by activating a piston - bring the drive pinion into engagement with the gear rim on the engine fly wheel. When the pinion is fully engaged, the pilot air will flow to, and open the main starting valve, whereby air will be led to the air starter, which will start to turn the engine.

Data
For air consumption pr. start, see D 10 05 0 "List of Capacities". Operating levels and set points, see B 19 00 0, "Operating Data and Set Points.

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1624476-1.1 Page 1 (1)

Compressed Air System

B 14 00 0 General
Oil and water separator

Starting air bottle


Drain to bilge Engine No. N Engine No. 2 Engine No. 1

K1

K1

K1
Air compressors MAN B&W, Holeby supply

Fig. 1. Diagram for Compressed Air System.

Design of External System


The external compressed air system should be common for both propulsion engines and GenSet engine. Separate tanks shall only be installed in case of turbine vessels, or if the GenSets in engined vessels are installed far away from the propulsion plant. The design of the air system for the actual plant must be according to the rules of the relevant classification society. For the engines' internal compressed air system, please see B 14 00 0 "Internal Compressed Air System". An oil and water separator should be mounted in the line between the compressor and the air receivers, and the separator should be equipped with automatic drain facilities.
08028-0D/H5250/94.08.12

Installation
In order to protect the engine's starting and control equipment against condensation water the following should be observed: The air receiver(s) should always be installed with good drainage facilities. Receiver(s) arranged in horizontal position must be installed with a slope downwards of min. 3 - 5 deg. Pipes and components should always be treated with rust inhibitors. The starting air pipes should be mounted with a slope towards the receivers, preventing possible condensed water from running into the compressors. Drain valves should be mounted at lowest position of the starting air pipes.

Each engine needs only one connection for compressed air, see the internal diagram.

95.09

Combustion Air System

B 15

MAN B&W Diesel


1613581-6.5 Page 1 (2)

Combustion Air System

B 15 00 0 L23/30H

Fig 1 Diagram for combustion air system.

General
Pipe description M1 M6 P2 P6 P7
08028-0D/H5250/94.08.12

Charge air inlet Drain from charge air cooler outlet Exhaust gas outlet Drain from turbocharger outlet Water washing turbine side inlet (Optional quick coupling) Water washing, compressor side with quick coupling inlet DN 15* ** DN 15* 1/2" 1/4"

The air intake to the turbochargers takes place direct 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 tube-type cooler with a large cooling surface. The charge air receiver is integrated in the engine frame on the exhaust side. 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.

P8

*Flange connections are as standard according to DIN 2501 **See B 16 01 0 "Exhaust Gas System" and B 16 02 0 "Position of Gas outlet on Turbocharger".

99.48

MAN B&W Diesel


B 15 00 0 L23/30H
Water Mist Catcher
At outlet charge air cooler the charge air is led through the water mist catcher. The water mist catcher prevents condensed water (one of the major causes of cylinder wear) from entering the combustion chamber. The above states that the working conditions are improved under difficult circumstances and that the maintenance expenses for an engine, working with many and major load changes, will be reduced.

Combustion Air System

1613581-6.5 Page 2 (2)

Optionals
Besides the standard components, the following standard optionals can be built-on: Pressure alarm low PAL 35 Charge air, surplus air inlet Pressure differential alarm low PDAL 31-62, charge air and exhaust gas Pressure transmitting PT 31 Charge air, outlet from cooler Temperature alarm high TAH 31 Charge air, outlet from cooler Temperature element TE 31 Charge air, outlet from cooler TE 60 Exhaust gas, outlet cylinder TE 61 Exhaust gas, outlet turbocharger TE 62 Exhaust gas, inlet turbocharger Temperature indicating TI 60 Exhaust gas, outlet cylinder TI 61 Exhaust gas, outlet turbocharger TI 62 Exhaust gas, inlet turbocharger

Turbocharger
The engine is as standard equipped with a higheffeciency MAN B&W, NR/R turbocharger of the radial type, which is located on the front end of the engine, mounted on the top plate of the charging air cooler housing.

Cleaning of Turbocharger
The turbocharger is fitted with an arrangement for water washing of the turbine side, see B 16 01 1, and water washing of the compressor side, see B 15 05 1. Soft blast cleaning on the turbine side can be fitted as optional, see B 16 01 2.

Lambda Controller
The purpose with the lambda controller is to prevent injection of more fuel in the combustion chamber than can be burned during a momentary load increase. This is carried out by controlling the relation between the fuel index and the charge air pressure. The lambda controller has the following advantages: Reduction of visible smoke in case of sudden momentary load increases. Improved load ability. Less fouling of the engines exhaust gas ways. Limitating of fuel oil index during starting procedure.

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".
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1699110-4.0 Page 1 (1)

Engine Room Ventilation and Combustion Air

B 15 00 0 General

Combustion Air Requirements

Ventilator Capacity
The capacity of the air ventilators must be large enough to cover:

The combustion air must be free from water spray, dust, oil mist and exhaust gases. The air ventilation fans shoud be designed to maintain a positive air pressure of 50 Pa (5 mmWC) in the auxiliary engine room in all running conditions.

The combustion air requirements of all consumers. The air required for carrying off the heat emission.

The combustion air is normally taken from the engine room through a filter fitted on the turbocharger. In tropical service a sufficient volume of air must be supplied to the turbocharger(s) at outside air temperature. For this purpose there must be an air duct installed for each turbocharger, with the outlet of the duct facing the respective intake air silencer. No water of condensation from the air duct must be allowed to be drawn in by the turbocharger. In arctic service the air must be heated to at least 0oC. If necessary air preheaters must be provided.

See "List of Capacities" section D 10 05 0 for information about required combustion air quantity and heat emission. For minimum requirements concerning engine room ventilation see applicable standards such as ISO 8861.

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1639499-6.0 Page 1 (1)

Water Washing of Turbocharger - Compressor

B 15 05 1 General

During operation the compressor will gradually be fouled due to the presence of oil mist and dust in the inlet air. The fouling reduces the efficiency of the turbocharger which will result in reduced engine performance. Therefore manual cleaning of the compressor components is necessary in connection with overhauls. This situation requires dismantling of the turbocharger. However, regular cleaning by injecting water into the compressor during normal operation of the engine has proved to reduce the fouling rate to such an extent that good performance can be maintained in the period between major overhauls of the turbochar-ger. The cleaning effect of injecting pure fresh water is mainly based upon the mechanical effect arising, when the water droplets impinge the deposit layer on the compressor components. The water is injected in a measured amount and within a measured period of time by means of the water washing equipment. The water washing equipment, see fig 1, comprises two major parts. The transportable container (6) including a hand valve with handle (5) and a plug-in coupling (4) at the end of a lance. Installed on the engine there is the injection tube (1), connected to a pipe (2) and a snap coupling (3).

1 2 3 4

Injection tube Pipe Snap coupling Plug-in coupling

5 6 7

Hand valve with handle Container Charge air line

Fig 1 Water washing equipment

2. Connect the plug-in coupling of the lance to the snap coupling on the pipe, and depress the handle on the hand valve. 3. The water is then injected into the compressor.

The cleaning procedure is:


1. Fill the container (6) with a measured amount of fresh water. Blow air into the container by means of a blow gun, until the prescribed operation pressure is reached.

The washing procedure is executed with the engine running at normal operating temperature and with the engine load as high as possible, i.e. at a high compressor speed. The frequency of water washing should be matched to the degree of fouling in each individual plant.

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1693567-3.0 Page 1 (2)

Lambda Controller

B 15 11 1 L23/30H L28/32H

Purpose
The purpose with the lambda controller is to prevent injection of more fuel in the combustion chamber than can be burned during a momentary load increase. This is carried out by controlling the relation between the fuel index and the charge air pressure. The Lambda controller is also used as stop cylinder.

At a 50% load change the system will be activated for about 3-8 seconds. If the system is activated more than 10 seconds, the solenoid valve will be shut off and there will be a remote signal for "jet system failure".

Fuel oil limiting during start procedure


During the start procedure the lambda controller is used as an index limiter. Hereby heavy smoke formation is prevented during start procedure and further the regulating device cannot over-react.

Advantages
The lambda controller has the following advantages: Reduction of visible smoke in case of sudden momentary load increases. Improved load ability. Less fouling of the engine's exhaust gas ways.

Air Consumption At 50% step load for L23/30H and L28/32H the air consumption will be as follows:

- Limitation of fuel oil index during starting procedure. Cyl. no. 5 6 7 8 9

Principles for functioning


Figure 1 illustrates the controller's operation mode. In case of a momentary load increase, the regulating device will increase the index on the injection pumps and hereby the regulator arm (1) is turned, the switch (2) will touch the piston arm (3) and be pushed downwards, whereby the electrical circuit will be closed. Thus the solenoid valve (4) opens. The jet system is activated, the turbocharger accelerates and increases the charge air pressure, thereby pressing the piston (3) backwards in the lambda cylinder (5). When the lambda ratio is satisfactory, the jet system will be deactivated.

L23/30H Nm3 L28/32H Nm3

0.70

0.84

0.98

1.12

1.12

1.35

1.57

1.80

2.02

08028-0D/H5250/94.08.12

04.15 - ES0

MAN B&W Diesel


B 15 11 1 L23/30H L28/32H Lambda Controller
1693567-3.0 Page 2 (2)

1. Regulating arm 2. Switch (Pick-up) 3. Piston 4. Solenoid valve 5. Lambda controller 6. Overspeed device (mecanical activated 3/2 valve)

5 3 2 1

Charge air receiver

~
Engine's compression air system
08028-0D/H5250/94.08.12

Fig 1

Lambda controller incl. start limitation

04.15 - ES0

Exhaust Gas System

B 16

MAN B&W Diesel


1609535-5.2 Page 1 (2)

Exhaust Gas System

B 16 00 0 General

Internal exhaust gas system


From the exhaust valves, the gas is led to the exhaust gas receiver where the fluctuating pressure from the individual cylinders is equalized and the total volume of gas led further on to the turbocharger, at a constant pressure. After the turbocharger, the gas is led to the exhaust pipe system. 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. In the cooled intermediate piece a thermometer for reading the exhaust gas temperature is fitted and there is also possibility of fitting a sensor for remote reading. To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust gas receiver is insulated.

The insulation should be shielded by a thin plating, and should comply with the requirements of the classification society and/or the local authorities.

Exhaust pipe dimensions


It should be noted that concerning the maximum exhaust gas velocity the pipe dimension after the expansion bellow should be increased for some of the engines. The wall thickness of the external exhaust pipe should be min. 3 mm.

Exhaust pipe mounting


When the exhaust piping is mounted, the radiation of noise and heat must be taken into consideration. Because of thermal fluctuations in the exhaust pipe, it is necessary to use flexible as well as rigid suspension points. In order to compensate for thermal expansion in the longitudinal direction, expansion bellows must be inserted. The expansion bellows should preferably be placed at the rigid suspension points. Note: The exhaust pipe must not exert any force against the gas outlet on the engine. One sturdy fixed-point support must be provided for the expansion bellows on the turbocharger. It should be positioned, if possible, immediately above the expansion bellow in order to prevent the transmission of forces, resulting from the weight, thermal expansion or lateral displacement of the exhaust piping, to the turbocharger. The exhaust piping should be mounted with a slope towards the gas outlet on the engine. It is recommended to have drain facilities in order to be able to remove condensate or rainwater.

External exhaust gas system


The exhaust back-pressure should be kept as low as possible. It is therefore of the utmost importance that the exhaust piping is made as short as possible and with few and soft bends. Long, curved, and narrow exhaust pipes result in higher back-pressure which may affect the engine combustion. The exhaust back-pressure should not exceed 25 mbar at MCR. An exhaust gas velocity through the pipe of maximum 35 m/sec is often suitable, but depends on the actual piping. Holeby will be pleased to assist in making a calculation of the exhaust back-pressure. The gas outlet of turbocharger, the expansion bellows, the exhaust pipe, and silencer, (in case of silencer with spark arrestor care must be taken that the cleaning parts are accessible), must be insulated with a suitable material.

08028-0D/H5250/94.08.12

01.43

MAN B&W Diesel


B 16 00 0 General
Position of gas outlet on turbocharger B 16 02 0 shows turning alternatives positions of the exhaust gas outlet. Before dispatch of the engine from Holeby exhaust gas outlet will be turned to the wanted position. The turbocharger is, as standard, mounted in the front end. The exhaust gas boilers should be installed with bypass entering in function at low load operation. The back-pressure over the boiler must be considered.

Exhaust Gas System

1609535-5.2 Page 2 (2)

Expansion bellow
The expansion bellow, which is supplied separately, must be mounted directly on the exhaust gas outlet, see also E 16 01 1-2.

Exhaust gas boiler


To utilize the thermal energy from the exhaust, an exhaust gas boiler producing steam or hot water can be installed. Each engine should have a separate exhaust gas boiler or, alternatively, a common boiler with separate gas ducts. Concerning exhaust gas quantities and temperature, see list of capacities D 10 05 0, and engine performance D 10 10 0. The discharge temperature from the exhaust gas boiler should not be lower than 180 C (in order to avoid sulphuric acid formation in the funnel).

Exhaust silencer
The position of the silencer in the exhaust gas piping is not decisive for the silencing effect. It would be useful, however, to fit the silencer as high as possible to reduce fouling. The necessary silencing depends on the loudness of the exhaust sound and the discharge from the gas outlet to the bridge wing. The exhaust silencer, see E 16 04 2-3-5-6 is supplied loose with counterflange, gaskets and bolts.

01.43

08028-0D/H5250/94.08.12

MAN B&W Diesel


1607599-1.4 Page 1 (3)

Dry Cleaning of Turbocharger - Turbine

B 16 01 1 General

Description
The tendency to fouling on the gas side of turbochargers depends on the combustion conditions, which are a result of the load and the maintenance condition of the engine as well as the quality of the fuel oil used. Fouling of the gas ways will cause higher exhaust gas temperatures and higher wall temperatures of the combustion chamber components and will also lead to a higher fuel consumption rate. Tests and practical experience have shown that radial-flow turbines can be successfully cleaned by the dry cleaning method. This cleaning method employs cleaning agents consisting of dry solid bodies in the form of granules. A certain amount of these granules, depending on the turbocharger size, is, by means of compressed air, blown into the exhaust gas line before the gas inlet casing of the turbocharger. The injection of granulate is done by means of working air with a pressure of 5-7 bar. On account of their hardness, particularly suited blasting agents such as nut-shells, broken or artificially shaped activated charcoal with a grain size of 1.0 mm to max. 1.5 mm should be used as cleaning agents. The solid bodies have a mechanical cleaning effect which removes any deposits on nozzle vanes and turbine blades. Dry cleaning can be executed at full engine load and does not require any subsequent operating period of the engine in order to dry out the exhaust system.
08028-0D/H5250/94.08.12

Cleaning System
The cleaning system consists of a cleaning agent container 1 with a capacity of approx. 0.5 liters and a removable cover. Furthermore the system consistsof a dosage valve 3, a closing valve 2 and two snapon connectors. The position numbers 1 and 3 indicate the system's "blow-gun". Only one "blow-gun" is used for each engine plant. The blow-gun is working according to the ejector principle with pressure air (working air) at 5-7 bar as driven medium. Injection time approx. 2 min. Air consumption approx. 5 Nm3/2 min.

5-7 bar

4 3

1. 2. 3.

Container Closing valve Dosage valve

4.

Working air inlet To be connected with rubber hose.

Fig 1 Arrangement of dry cleaning of turbocharger - Turbine.

Granulate consumption
NR 15 R / NR 20 R : 0.2 - 0.3 liters NR 24 R / NR 26 R : 0.3 - 0.4 liters

Experience has shown, that cleaning of regular intervals is essential to successful cleaning, as excessive fouling is thus avoided. Cleaning every second day during operation is recommended. The cleaning intervals can be shorter or longer based on operational experience.

04.28

MAN B&W Diesel


B 16 01 1 General
Dry cleaning of turbochargers
Suppliers of cleaning agents:

Dry Cleaning of Turbocharger - Turbine

1607599-1.4 Page 2 (3)

1.

"Solf Blast Grit, Grade 14/25" TURCO Products B.V. Verl. Blokkenweg 12, Tel.:08380 - 31380,

617 AD EDE - Holland Fax.: 08380 - 37069

2.

Designation unknown Neptunes Vinke B.V. Schuttevaerweg 24, Potbus 11032, Tel.: 010 - 4373166

3044 BB Rotterdam 3004 E.A. Rotterdam, Holland Fax.: 4623466

3.

"Grade 16/10" FA. Poul Auer GmbH Strahltechnik D-6800 Mainheim 31, Germany

4.

"Granulated Nut Shells" Eisenwerke Wrth GmbH + Co. 4107 Bad Friederichshall, Germany Tel.: 0 71 36-60 01

5.

"Soft Blasting Grade 12/3a" H.S. Hansen Eftf. 2100 Copenhagen , Tel.:(01) 29 97 00 Kattegatvej 2 Denmark Telex: 19038
08028-0D/H5250/94.08.12

6.

"Crushed Nutshells" Brigantine, Hong Kong

7.

"Turbine Wash" Ishikawajima-Harima Heavy Industries Co. Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku Tokyo 104, Japan Tel.: 03-2 77-42 91

04.28

MAN B&W Diesel


1607599-1.4 Page 3 (3)

Dry Cleaning of Turbocharger - Turbine

B 16 01 1 General

8.

"A-C Cleaner" (Activated Coal) Mitsui Kozan Co. Ltd. (Fuel Dept.) Yamaguchi Bldg., 2-1-1 Nihonbashi Muromachi, Chuo-Ku Tokyo 103, Japan

9.

"OMT-701" Marix KK Kimura Bldg., 6-2-1 Shinbashi Minato-Ku, Tokyo 105, Japan Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J

10.

"OMT-701" OMT Incorporated 4F, Kiji Bldg., 2-8 Hatchobori, 4-chome, Chuo-Ku, Tokyo 104, Japan Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J

11.

"Marine Grid No. 14" (Walnut) Hikawa Marine Kaigan-Dori 1-1-1, Tel.: 0 78-3 21-66 56

Kobe 650, Japan

12.

"Marine Grid No. 14" Mashin Shokai Irie-Dori, 3-1-13, Hyogo-Ku Kobe 652, Japan Tel.: 0 78-6 51-15 81

13.
08028-0D/H5250/94.08.12

Granulate MAN B&W Diesel A/S Stamholmen 161 DK-2650 Hvidovre Tel.: +45 31 492501 Fax.: +45 31 494397 Telex: 31197 manbw dk

The list is for guidance only and must not be considered complete. We undertake no responsibility that might be caused by these or other products.

04.28

MAN B&W Diesel


1607517-7.5 Page 1 (2)

Water Washing of Turbocharger - Turbine

B 16 01 2 General

Description
The tendency to fouling on the gas side of turbochargers depends on the combustion conditions, which are a result of the load on and the maintenance condition of the engine as well as the quality of the fuel oil used. Fouling of the gas ways will cause higher exhaust gas temperatures and higher surface temperatures of the combustion chamber components and will also lead to a lower performance. Tests and practical experience have shown that radial-flow turbines can be successfully cleaned by injection water into the inlet pipe of the turbine. The cleaning effect is based on the water solubility of the deposits and on the mechanical action of the impinging water droplets and the water flow rate. The necessary water flow is dependent on the gas flow and the gas temperature. Enough water must be injected per time unit so that, not the entire flow will evaporate, but about 0.25 l/min. will flow off through the drainage opening in the gas outlet. Thus ensuring that sufficient water has been injected. For washing procedure, please see name plate for water washing. Service experience has shown that the above mentioned water flow gives the optimal cleaning effect. If the water flow is reduced, the cleaning effect will be reduced or dissappear. If the recommended water flow is exceeded, there is a certain risk of an accumulation of water in the turbine casing which may result in speed reduction of turbocharger. The best cleaning effect is obtained by cleaning at low engine load approx. 20% MCR. Cleaning at low load will also reduce temperature shocks.
08028-0D/H5250/94.08.12

Heavily contaminated turbines, which where not cleaned periodically from the very beginning or after an overhaul, cannot be cleaned by this method. If vibration in the turbocharger occur after waterwashing has been carried out, the washing should be repeated. If unbalance still exists, this is presumably due to heavy fouling, and the engine must be stopped and the turbocharger dismantled and manually cleaned. The washing water should be taken from the fresh water system and not from the fresh cooling water system or salt water system. No cleaning agents or solvents need to be added to the water. To avoid corrosion during standstill, the engine must, upon completing of water washing run far at least 1 hour before stop so that all parts are dry.

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 valve 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 must be disconnected after water washing. By activating the manoeuvring valve and the regulating valve, water is led through the 3-way cock to the exhaust pipe intermediate flange, equipped with a channel to lead the water to the gas inlet of the turbocharger. The water which is not evaporated, is led out through the drain pipe in the gas outlet.

Experience has shown, that washing at regular intervals is essential to successful cleaning, as excessive fouling is thus avoided. Washing at intervals of 100 hours is therefore recommended. Depending on the fuel quality these intervals can be shorter or longer. However, the turbine must be washed at the latest when the exhaust gas temperature upstream of the turbine has risen about 20 C above the normal temperature.

04.28

MAN B&W Diesel


B 16 01 2 General Water Washing of Turbocharger - Turbine
1607517-7.5 Page 2 (2)

04.28

08028-0D/H5250/94.08.12

MAN B&W Diesel


1613417-7.3 Page 1 (1)

Position of Gas outlet on Turbocharger

B 16 02 0 L23/30H

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

- Crankshaft

7-8L23/30H (720-750 rpm) - 6-7-8L23/30H (900 rpm)

- Crankshaft
08028-0D/H5250/94.08.12

Flange
Exhaust flange D. mating dimensions T Engine type DN 350 mm OD 490 mm T 16 mm PCD 445 mm Hole size No. of holes 22 mm 12

OD PCD

99.40

321 321 321 321 321 321 321 321 321


DN

5-6L23/30H 7-8L23/30H 6L23/30H-900 rpm

400 mm

540 mm

16 mm

495 mm

22 mm

16

7-8L23/30H-900 rpm

450 mm

595 mm

16 mm

550 mm

22 mm

16

MAN B&W Diesel


1609574-9.4 Page 1 (1)

Silencer without Spark Arrestor, Damping 25 dB (A)

E 16 04 2 L23/30H

Design
The operating of the silencer is based on the absorption 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.

Installation
The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.
100 80 60
Pressure loss (mm w ~ 10 Pa) at T300 C.
Nxd

The silencer is delivered without insulation and fastening fittings.

40 30 20 15 10 8 6 5 4 3 2

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.
E H G H I

1 Drain

1 10 15 20 30 40 60 80100 Gas velocity (m/s) Weight kg 400 500 700

Flanges according to DIN 86 044

Silencer type (A)


Damping dB (A) 25 25 25 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A B 490 540 595 C 445 495 550 E 2500 3000 3300 F 850 950 1000 G 2200 2700 3000 H 150 150 150

I 16 16 16

Nxd 12x22 16x22 16x22

350 400 450

890 990 1040

08028-0D/H5250/94.08.12

Silencer type (B)


Damping dB (A) 25 25 25 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 730 780 830 B 490 540 595 C 445 495 550 E 3000 3400 3400 F 700 750 800 G 2800 3100 3100 H 100 150 150 I 16 16 16 Nxd 12x22 16x22 16x22 Weight kg 347 432 473

350 400 450

All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13

MAN B&W Diesel


1609577-4.4 Page 1 (1)

Silencer without Spark Arrestor, Damping 35 dB (A)

E 16 04 3 L23/30H

Design
The operating of the silencer is based on the absorption 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.

Installation
The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.
100 80 60
Pressure loss (mm w ~ 10 Pa) at T300 C.
Nxd

The silencer is delivered without insulation and fastening fittings.

40 30 20 15 10 8 6 5 4 3 2

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.
E H G H I

1 Drain

1 10 15 20 30 40 60 80100 Gas velocity (m/s)

Flanges according to DIN 86 044

Silencer type (A)


Damping dB (A) 35 35 35 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A B 490 540 595 C 445 495 550 E 3500 4000 4300 F 850 950 1000 G 3200 3700 4000 H

I 16 16 16

Nxd 12x22 16x22 16x22

Weight kg 550 700 900

350 400 450

890 990 1040

150 150 150

08028-0D/H5250/94.08.12

Silencer type (B)


Damping dB (A) 35 35 35 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 880 980 1080 B 490 540 595 C 445 495 550 E 3400 4000 4200 F 850 950 1050 G 3200 3700 3900 H 100 150 150 I 16 16 16 Nxd 12x22 16x22 16x22 Weight kg 528 730 1015

350 400 450

All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13

MAN B&W Diesel


1609580-8.4 Page 1 (1)

Silencer with Spark Arrestor, Damping 25 dB (A)

E 16 04 5 L23/30H

Design
The operating of the silencer is based on the absorption 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 rotary 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)

Installation
The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.
1000 800 600
Pressure loss (mm w ~ 10 Pa) at T300 C.
Nxd

400 300 200 150 100 80 60 50 40 30 20

The silencer is delivered without insulation and fastening fittings.

E G

B Spark arrestor type A

1 Drain Spark arrestor type B I K J

10 10 15 20 30 40 60 80100 Gas velocity (m/s)

Flanges according to DIN 86 044

Silencer type (A)


Damping dB (A) 25 25 25
08028-0D/H5250/94.08.12

Cyl. type 5+6 (720/750)

DN

A 890 990 1040

B 490 540 595

C 445 495 550

E 2900 3400

F 850 950

G 2600 3100

H 150 150 150

I 16 16 16

Nxd

L 270 290 300

Weight kg 450 650 800

350 400 450

12x22 500 16x22 750 16x22 1000

80 100 100

7+8 (720/750) 6 (900) 7+8 (900)

3700 1000 3400

Silencer type (B)


Damping dB (A) 25 25 25 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 730 780 830 B 490 540 595 C 445 495 550 E 3000 3400 3400 F 700 750 800 G 2800 3100 3100 H 100 150 150 I 16 16 16 Nxd J K L 300 300 350 Weight kg 377 470 526

350 400 450

12x22 650 16x22 700 16x22 800

50 100 100

All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13

MAN B&W Diesel


1609584-5.4 Page 1 (1)

Silencer with Spark Arrestor, Damping 35 dB (A)

E 16 04 6 L23/30H

Design
The operating of the silencer is based on the absorption 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 rotary 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).

Installation
The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.
1000 800 600
Pressure loss (mm w ~ 10 Pa) at T300 C.
Nxd

400 300 200 150 100 80 60 50 40 30 20

The silencer is delivered without insulation and fastening fittings.

E G

B Spark arrestor type A

1 Drain Spark arrestor type B I K J

10 10 15 20 30 40 60 80100 Gas velocity (m/s)

Flanges according to DIN 86 044

Silencer type (A)


Damping dB (A) 35 35 35
08028-0D/H5250/94.08.12

Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900 rpm) 7+8 (900 rpm)

DN

A 890 990 1040

B 490 540 595

C 445 495 550

E 3700 4400

F 850 950

G 3400 4100

H 150 150 150

I 16 16 16

Nxd

L 270 290 300

Weight kg 550 800 1000

350 400 450

12x22 450 16x22 750 16x22 1000

80 100 100

4700 1000 4400

Silencer type (B)


Damping dB (A) 35 35 35 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900 rpm) 7+8 (900 rpm) DN A 880 980 1080 B 490 540 595 C 445 495 550 E 3750 4400 F 850 950 G 3550 4100 H 100 150 150 I 16 16 16 Nxd J K L 300 300 350 Weight kg 627 885 1140

350 400 450

12x22 650 16x22 700 16x22 800

50 100 100

4650 1050 4350

All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13

Speed Control System

B 17

MAN B&W Diesel


1607583-4.3 Page 1 (1)

Starting of Engine

B 17 00 0 General

Load % 100

50

12 minutes

The engine may be started and loaded according to the following procedure: A: Normal start without preheated cooling water. Only on MDO. B: Normal start with preheated cooling water. MDO or HFO. C: Stand-by engine. Emergency start, with preheated cooling water, intermediate prelubricating or continuos prelubricating. MDO or HFO.

If the engine normally runs on HFO preheated fuel must be circulated through the engine while preheating 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 exept lub. oil viscosity may not by higher than 1500 cSt. (0 C for lub. oil SAE 30, or 10 C for SAE 40). Initial ignition may be difficult if the engine and ambient temp. are lower than 0 C, and the cooling water temperature is lower than 15 C.

08028-0D/H5250/94.08.12

Starting on HFO
During shorter stops or if the engine is in stand-by on HFO the engine must be preheated. During preheating the cooling water outlet temperature should be kept as high as possible at least 60 C ( 5C) -either by means of cooling water from engines which are running or by means of a built-in preheater.

Prelubricating
The engine shall always be prelubricated 2 minutes prior to start if there is not intermittent or continuos prelubricating installed. Intermittent prelub. is 2 min. every 10 minutes.

99.03

MAN B&W Diesel


1679743-4.2 Page 1 (1)

Governor

B 17 01 4 General

Governor Type
As standard, the engines are equipped with a hydraulic - mechanical governor, make Regulateurs Europa, type 1102.

Droop
Adjustable by dial type lockable control from 0-10% droop.

Load Distribution Speed Adjustment


By the droop setting. Manual and electric. Manual operated : speed setting controlled by handwheel. : series wound: 24V AC/DC for raise and lower the speed.

Shutdown/Stop
Solenoid energised to "stop".

Electric motor

Manually operated shut-down knob fitted on governor energised to "stop" only. Stop Solenoid voltages: 24V DC.

Speed Adjustment Range


Between -5% and +10% of the nominal speed at idle running.

08028-0D/H5250/94.08.12

Fig 1 Regulateurs Europa governor.

02.16

MAN B&W Diesel


1683324-8.2 Page 1 (2)

CoCoS

P 17 40 0 General

Description
The Computer Controlled Surveillance system is the family name of the software application products from the MAN B&W Diesel group. CoCoS comprises four individual software application products: CoCoS-EDS, Engine Diagnostics System CoCoS-MPS, Maintenance Planning System CoCoS-SPC, Spare Part Catalogue CoCoS-SPO, Stock Handling and Spare Part Ordering

To improve availability and reliability of engines. To reduce operating costs and losses due to engine failure.

These objectives are achieved through:

Logging, monitoring and storage of operating data. Unambiguous diagnostics of operating states. Timely detection of irregularities.

CoCoS MPS, SPC, and SPO can communicate with one another, or they can be used as separate standalone system. These three applications can also handle non-MAN B&W Diesel technical equipment; for instance pumps and separators. The objectives of the CoCos software products are to provide:

To obtain the full benefits of the principal features of CoCoS-EDS, it should have on-line connections to the alarm system and other data acquisition systems. However, manual input facilities make it possible to utilise CoCoS-EDS for off-line equipment, too.

CoCoS-MPS (P 17 60 1, P 17 60 2)
Maintenance Planning System, CoCoS-MPS assists in the planning and initiating of preventive maintenance. Key features are: scheduling of inspections and overhaul, forecasting and budgeting of spare part requirements, estimating of the amount of work hours needed, work procedures, and logging of maintenance history. The main objectives of CoCoS-MPS are:

Increased availability and reliability of engines. Efficient reduction of operating costs and losses. Efficient planning of engine maintenance. Easy and unambiguous identification of spare parts. Integrated stock handling and spare part ordering.

To assist in decision making onboard or at the power plant. To improve availability and reliability of engines. To reduce maintenance costs and losses.

CoCoS-EDS (P 17 50 1, P 17 50 2)

08028-0D/H5250/94.08.12

Engine Diagnostics System, CoCoS-EDS assists in the performance evaluation through diagnostics. Key features are: on-line data logging, monitoring, diagnostics and trends. The main objectives of CoCoS-EDS are:

To assist in decision making onboard, at the office, or at the power plant.

03.12

MAN B&W Diesel


P 17 40 0 General
These objectives are achieved through:

CoCoS

1683324-8.2 Page 2 (2)

CoCoS-SPO (P 17 80 1, P 17 80 2)
Stock Handling and Spare Part Ordering, CoCoSSPO assists in managing the procurement and control of the spare part stock. Key features are: available stock, store location, planned receipts and issues, minimum stock, safety stock, suppliers, prices and statistics. The main objectives of CoCoS-SPO are:

Comprehensive maintenance programmes. Dedicated tools for extensive planning of engine performance. Forecasting of the consumption of spare parts and work hours. Logging of maintenance history and experience.

To assist in the handling of the spare part stock. To give up-to-date information on current stock. To forecast spare part availability. To assist in the procurement of spare parts.

CoCoS-MPS can be used as a stand-alone system. However, to obtain the full benefits of the principal features of CoCoS-MPS, it should have direct access to CoCoS-SPC and CoCoS-SPO.

CoCoS-SPC (P 17 70 1, P 17 70 2)
These objectives are achieved through: Spare Part Catalogue, CoCoS-SPC assists in the identification of spare part. Key features are: multilevel part lists, spare part information, and graphics. The main objectives of CoCoS-MPS are:

Stock administration. Automatic generation of ordering proposals. Easy preparation of - and follow-up on - orders. Extensive reporting.

To assist in the identification of spare parts for engines and other technical equipment, onboard or at the power plant. To give easy access to spare part information.

These objectives are achieved through:

Multilevel part lists. Graphics.

CoCoS-SPO can be used as a stand-alone system. However, to obtain the full benefits of the integrated stock handling and spare part ordering, and of the other principal features of CoCoS-SPO, it should have direct access to CoCoS-MPS and CoCoSSPC.

CoCoS Suite (P 17 90 1)

Spare part information. Extended search.


08028-0D/H5250/94.08.12

CoCoS-SPC can be used as a stand-alone system. However, to obtain the full benefits of the features of CoCoS-SPC, it should have direct access to CoCoS-MPS and CoCoS-SPO.

CoCoS Suite includes the four above-mentioned system; P 17 50 1 (2), P 17 60 1 (2), P 17 70 1 (2) and P 17 80 1 (2).

03.12

Monitoring Equipment

B 18

MAN B&W Diesel


1607502-1.5 Page 1 (1)

Standard Instrumentation

B 18 01 1 L23/30H

One instrument panel consisting of: Type Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge (*) Code PI 01 PI 10 PI 21 PI 22 PI 23 PI 31 PI 40 PI 50 Function LT Fresh water - inlet to air-cooler HT Fresh water - inlet engine Lubricating oil - inlet to filter Lubricating oil - outlet from filter Lubricating oil - inlet to turbocharger Charging air - outlet from cooler Fuel oil - inlet to engine Nozzle cooling oil - inlet to fuel valves

Instruments placed in start box: Tachometer Switch for turbocharger/engine RPM SI 89/90 Turbocharger/Engine - RPM

Instrumentation mounted local on engine: Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer (*) Thermometer Thermometer
08028-0D/H5250/94.08.12

TI 01 TI 02 TI 03 TI 10 TI 11 TI 20 TI 22 TI 30 TI 31 TI 40 TI 51 TI 60 TI 61

LT water - inlet air cooler LT water - outlet from air cooler LT water - outlet from lub. oil cooler HT fresh water - inlet to engine HT fresh water - outlet each cylinder Lubricating oil - inlet to cooler Lubricating oil - outlet from filter Charge air - inlet to cooler Charge air - outlet from cooler Fuel oil - inlet to engine Nozz. cool. oil - outlet from fuel valves Exhaust gas - outlet each cylinder Exhaust gas - outlet turbocharger

(*)

If nozzle cooling oil applied only.

92.25

MAN B&W Diesel


1607503-3.2 Page 1 (1)

Standard Instrument Panel

B 18 05 1 In-Line

Main Instrument Panel


As standard the engine is equipped with an instrument panel, comprising instruments for visual indication of the most essential pressures. Illustrated on fig. 1. The instrument panel is mounted flexibly on rubber elements and all manometer connections are connected to the panel by means of flexible hoses, as shown on fig. 2.

Flexible hose

Rubber element

Valves

Push button

On the engine is as standard mounted an instrument panel. The following incorporating pressure gauges for the most essential pressures.
08028-0D/H5250/94.08.12

Fig. 2. Cross section of instrument panel

Pressure gauge for: PI 01 PI 10 PI 21/22 PI 23 PI 31 PI 40 LT fresh water, inlet to air cooler HT fresh water, inlet engine Lubricating oil, inlet/outlet to filter Lub. oil, inlet to turbocharger Charge air, outlet from cooler Fuel oil, inlet to engine Switch for PI 21/22

The connecting pipes to the manometers are equipped with valves which make it possible to replace the manometers during operation. In the charging air and fuel oil piping damping filters are inserted for levelling out pressure fluctuations.

Fig. 1. Lay-out of instrument panel

92.32

Safety and Control System

B 19

MAN B&W Diesel


1687164-0.5 Page 1 (2)

Operation Data & Set Points

B 19 00 0 L23/30H

Acceptable value at shop Normal Value at Full load test or after repair Lubricating Oil System Temp. before cooler (outlet engine) Temp. after cooler (inlet engine) SAE 30 SAE 40 SAE 30 SAE 40 TI 20 TI 20 TI 22 TI 22 PI 22 PI 22 PDAH 21-22 PI 25 PI 23 60-75 C 65-82 C 45-65 C 50-72 C 3.1-4.5 bar 4.1-5 bar 0.5-1 bar 0.1-0.5 bar 1.5 0.2 bar <75 C <82 C <65 C <72 C >4.0 bar >4.5 bar <0.5 bar >0.2 bar >1.5 bar

Alarm Set point

Autostop of engine

TAH 20 TAH 20 TAH 22 TAH 22 PAL 22 PAL 22 PDAH 21-22 LAL 25 LAL 28/ LAH 28

90 C 100 C 75 C 85 C 3 bar 4 bar 1.5 bar level switch low/high level 95 C TSH 22 TSH 22 PSL 22 PSL 22 85 C 95 C 2.5 bar 2.5 bar

Pressure after filter (inlet eng) Elevated pressure i.g. when centrifugal filter installed Pressure drop across filter Prelubricating pressure Pressure inlet turbocharger Lub. oil, level in base frame Temp. main bearings Fuel Oil System Pressure after filter Leaking oil Press. nozz. cool. oil, inlet eng. Temp. nozz. cool. oil, outlet eng. Cooling Water System Press. LT-system, inlet engine Press. HT-system, inlet engine Temp. HT-system, inlet engine Temp. HT-system, outl. cyl.units Temp. HT-system, outlet engine Temp. raise across cyl. units Exhaust Gas and Charge Air Exh. gas temp. before TC Exh. gas temp. outlet cyl. Diff. between individual cyl.
08028-0D/H5250/94.08.12

TE 29

75-85 C

<85 C

TAH 29

MDO HFO

PI 40 PI 40

2.5-5 bar 5-16 bar (A)

PAL 40 PAL 40 LAH 42

1.5 bar 4 bar leakage 1.5 bar (B) (B)

PI 50 TI 51

2-3 bar 80-90 C

PAL 50

PI 01 PI 10 TI 10 TI 11

1-2.5 bar (D) 1.5-4.6 bar 60-75 C 70-85 C

>1.3 bar >1.8-<6 bar <85 C

PAL 01 PAL 10

0.4 bar + (C) 0.4 bar + (C)

TAH 12 TAH 12-2 max. 10 C

90 C 93 C

TSH 12

95 C

TI 62 TI 60

425-475 C 280-390 C average 25 C

TAH 62 TAH 62-2 TAH 60 TAD 60 TAH 61

550 C 600 C 420 C average 50 C 500 C

Exh. gas temp. after TC Ch. air press. after cooler Ch. air temp. after cooler Compressed Air System Press. inlet engine

TI 61 TI 61 PI 31 TI 31

275-350 C* 320-390 C** 2-2.5 bar 35-55 C <55 C

TAH 31

65 C

PI 70

7-9 bar

>7.5-<9 bar

PAL 70

7 bar

Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters can be included. For remarks to some parameters, see overleaf. * for 720/750 rpm ** for 900 rpm.

06.06

MAN B&W Diesel


B 19 00 0 L23/30H
Acceptable value at shop Normal Value at Full load test or after repair Speed Control System Engine speed Mechanical Elec. Mechanical Elec. Mechanical Elec. Turbocharger speed

Operation Data & Set Points

1687164-0.5 Page 2 (2)

Alarm Set point

Autostop of engine

SI 90 SI 90 SI 90 SI 89

720 rpm 750 rpm 900 rpm

820 rpm 855 rpm 1020 rpm

SAH 81 SAH 81 SAH 81 SAH 89

815 rpm 850 rpm 1015 rpm (E)

SSH 81 SSH 81 SSH 81 SSH 81 SSH 81 SSH 81

825 rpm 815 rpm 860 rpm 850 rpm 1030 rpm 1015 rpm

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.

C. Cooling Water Pressure, Alarm Set Points


As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure.

D. Press. LT -system, inlet engine (PI 01)


With two-string cooling water system the normal value can be higher, max. 4.0 bar.

B. Nozzle Cooling Oil System


The nozzle cooling oil system is only applied for stationary engines.

E. Limits for Turbocharger Overspeed Alarm (SAH 89)


Engine type 5L23/30H 6L23/30H 7L23/30H 8L23/30H 720 rpm 55,290 55,290 42,680 42,680 750 rpm 55,290 55,290 42,680 42,680 900 rpm 42,680 42,680 42,680
08028-0D/H5250/94.08.12

06.06

MAN B&W Diesel


1624450-8.2 Page 1 (1)

Mechanical Overspeed

B 19 06 1 L23/30H

Mechanical Overspeed
The engine is protected against overspeeding in the event of, for instance, governor failure by means of an overspeed trip. The engine is equipped with a stopping device which starts to operate if the maximum permissible revolution number is exceeded. The overspeed tripping device is fitted to the end cover of the lubricating oil pump and is driven through this pump. If the pre-set tripping speed is exceeded, the springloaded fly weight (1), see fig 1, will move outwards and press down the arm (2). The arm is locked in its bottom position by the lock pin (3) which is pressed in by the spring (4).

At the same time the arm (2) presses down the spindle (5), and the pneumatic valve (6) opens, whereby compressed air will be led to the stop cylinder, (see also B 17 30 1) in which the piston is pressed forward and, through the arm, turns the fuel pump regulating shaft to STOP position. Thereby the engine stops, the spring-loaded pull rod connection to the governor being compressed. The engine can be stopped manually by pressing down the button (7), which will activate the springloaded fly weight (1) through the lever (8). If the overspeed has been activated, the overspeed must be reset before the engine can be started. Reset is done by means of the button (10).

Overspeed Alarm (SAH 81)


The overspeed alarm (SAH 81) is activated by means of the micro switch (9).

08028-0D/H5250/94.08.12

Fig 1 Mechanical overspeed.

01.01

MAN B&W Diesel


1639469-7.3 Page 1 (1)

Local Starting Box - No 1

B 19 10 1 General

Description
The starting box is mounted on the engine's control side. On front of the box there are the following indications/pushbuttons: Indication of engine or turbocharger RPM Indication of electronic overspeed Pushbutton for "Manual Start" Pushbutton for "Manual Stop" Pushbutton for "Remote" * Pushbutton for "Local" * Pushbutton for "Blocking" * Pushbutton for change-over between engine and turbocharger RPM

Engine / Turbocharger RPM By activating the "Engine RPM/TC RPM" button, the indication is changed. Engine RPM indication is green light-emitting diodes and turbocharger RPM indication is red light-emitting diodes. External Indications There are output signals for engine RPM and turbocharger RPM. Engine: 0 - 1200 RPM ~ 4-20 mA TC: 0 - 60000 RPM ~ 4-20 mA The pushbuttons for "Remote", "Local" and "Blocking" have potential free switches for external indication. All components in the starting box are wired to the built-on terminal box.

* The function chosen is indicated in the pushbutton. See fig. 1.

Manual Start
The engine can be started by means of the start button, but only if the button "Local" is activated. The manual, local start is an electrical, pneumatic start, i.e. when activating the start button a solenoid valve opens for air to the air starter, thereby engaging the starter and starting the diesel engine. Throughout the starting cycle the start button must be activated. The air starter is automatically disengaged when the diesel engine exceeds 110 RPM. If the start button is disengaged before the diesel engine has exceeded 110 RPM, further starting cycles are blocked, until 5 sec. after the engine is at standstill.

Remote Start
08028-0D/H5250/94.08.12

Remote start can only take place if the pushbutton for "Remote" is activated.

Manual Stop
The "Manual Stop" button is connected to the stop coil on the governor. Blocking If "Blocking" is activated, it is not possible to start the diesel engine.

Fig 1 Starting box.

05.41

MAN B&W Diesel


1635436-4.2 Page 1 (2)

Converter for Engine RPM Signal

B 19 13 1 General

Engine RPM signals


For measuring the engine's RPM, a pick-up mounted on the engine is used giving a frequency depending on the RPM. To be able to show the engine's RPM on an analogue tachometer, the frequency signal is sent through an f/I converter (frequency/current converter), where the signal is transformed into a proportional 4-20 mA ~ 0-1200 RPM. Both tachometer on the engine and possibly external tachometers should be connected in the current loop. Further, the converter has following signals: overspeed engine run safe start tacho fail

Engine run
When the engine speed reach 710 RPM the converter gives a "engine run" signal. The signal will also be given when the engine speed reach 200 RPM + 8 sec., (this is used for pump engines). The engine run signal will be deactivated when the speed is 640 RPM. If the engine speed haven't been over 710 RPM the signal will be deactivated at 200 RPM. The "engine run" signals will be given through a relay. One for synchronizing and one for start/stop of pre. lub. oil pump or alarm blocking at start/stop.

Safe start
When the safe start signal is activated the engine can start. When the engine reach app. 140 RPM the air starter will be shut-off. Further, the safe start signal is a blocking function for the air starter during rotation.

Overspeed
When the engine speed reach the setpoint for electronic overspeed the converter gives a shutdown signal and a alarm signal through a relay.

08028-0D/H5250/94.08.12

Fig. 1. Converter for engine RPM.

94.04

MAN B&W Diesel


B 19 13 1 General
Tacho fail The tacho fail signal will be on when everything is normal. If the pick-up or the converter failed the signal will be deactivated. E.g. if there is power supply failure. The converter for engine RPM signal is mounted in the terminal box on the engine. All wiring to relay, pick-up and tachometer are made by MAN B&W, Holeby.

Converter for Engine RPM Signal

1635436-4.2 Page 2 (2)

Data
Operating data Power consumption Ambient temperature Output current : : : : 24 V DC 15% 3 Watt -20 C to 70 C 4-20 mA ~ 0-1200 RPM

Pick-up
The pick-up is a NPN-type with LED-indication. The sensing distance is 0.5 to 1.2 mm.

94.04

08028-0D/H5250/94.08.12

MAN B&W Diesel


1631457-0.0 Page 1 (2)

Engine Control Box No 1

E 19 06 4 General

The Safety System


The engine control box is watching the most important safety operating functions of the diesel engine, i.e. low lub. oil pressure, high cooling water temperature, and overspeed. If an unintended condition occurs to one of the above functions, the engine control box will release automatic stop of the engine (shut-down). In order to avoid an unintended re-starting after release of a shut-down, there is a built-in reset function which has to be activated before the engine can be re-started. Remote reset is also possible. Besides, there are built-in start/stop procedures for the engine. On fig. 1 the possible external connections and input/output signals are shown. On the front cover of the engine control box there are an indication panel. There are indications for: Power Lub. oil shutdown High temp. fresh water shutdown Overspeed shutdown Start failure Wire break Start interlocks

There are push buttons for: Start Stop Reset Lamp test

Alarm Blocking
The engine control box is provided with a relay output for alarm blocking. It is advisable to use in case of too low lub. oil pressure, so that alarm is avoided during starting and stopping of the engines.

Start/Stop of the Diesel Engine


As the engine control box can give the diesel engine a signal of normal start/stop, it is possible to mount remote switches for these functions.

From main switch board Start signal Stop signal Emergency stop signal Reset signal

To main switch board


08028-0D/H5250/94.08.12

Common shutdown Start failure Power failure Cable failure Alarm blocking Engine run

To pre.lub. oil pump starter Start/stop signal


Power supply 24 V DC, 6 A 20%

Input from engine Engine run signal Pressurestate PSL 22 lub.oil pressure low - shut-down Thermostate TSH 12 cooling water - shut-down Microswitch SSH 81 speed high - Shut-down Stop Start interlock

Output to engine Power supply Stop signal - shut-down solenoid Start signal

Fig 1 External connections to/from the engine control box .

00.01

MAN B&W Diesel


E 19 06 4 General
If the diesel engine does not start during a starting trial, a potential free switch will give the information that there is a starting failure. When the diesel engine is running. Two relay outputs are activated. One of these switches can be used for start/stop of the prelubricating pump. The engine control box can also be installed in the engine control room. It is possible to integrate the engine control box in the switch board. The following is available as an option: One box for 3 engines Electronic overspeed Custom made solutions

Engine Control Box No 1

1631457-0.0 Page 2 (2)

Engine Control Box Cabinet


The engine control box cabinet can be installed in the engine room, near the engine, fig. 1 shows the dimensions of the cabinet. Enclosure: IP 55.

10.2
Engine Control box

340

Start Stop

630

220

Flange-plate in bottom of engine control box


08028-0D/H5250/94.08.12

Cable glands fitted and supplied by costumer

Fig 2 Engine Control Box.

00.01

MAN B&W Diesel


1643403-4.0 Page 1 (2)

Engine Control Box No 2

E 19 06 6 General

Alarm and Safety System


The engine control box is watching all alarm and safety operating functions of the diesel engine. In case of unintended conditions for the above functions, the engine control box will initiate: - automatic stop of the engine (shutdown) or - a warning indication (alarm) In order to avoid an unintended re-starting after release of a shutdown, there is a built-in reset function which has to be activated before the engine can be re-started. Remote reset is also possible. Besides, there are built-in start/stop procedures for the engine. On the front cover of the engine control box there are 3 indication panels. One for the safety system and two for the alarm system. The engine control box will reflect the actual engine automation/instrumentation. The items below are general. For the safety system there are indications for:

Lub. oil inlet temp. Cooling water press. Tacho failure Low supply voltage High supply voltage Alternator overheating Lambda control failure Fuse failure Pre. lub pump failure Overspeed Spare x 4

Furthermore there are push buttons for: Start of engine Stop of engine Reset Lamp test Diesel oil (MDO) mode with indication * Heavy fuel oil (HFO) mode with indication * * Options

Alarm Blocking
The engine control box is provided with a relay for alarm blocking, so that alarm is avoided during starting and stopping of the engine.

Start/Stop of the Diesel Engine


Power on Engine run Lub. oil shutdown High temp. fresh water shutdown Overspeed shutdown Emergency shutdown Start failure Wire break Start interlock (blocking) Start interlock (local) Starting air The diesel engine can be started and stopped by means of push buttons on the panel. Furthermore, it is possible to mount remote switches for these functions. If the diesel engine does not start during a starting trial, a potential free switch will give the information that there is a starting failure. When the diesel engine is running, three relay outputs are activated. One is used for start/stop of the prelubricating pump, and one is used for start/stop of the nozzle cooling pump.

08028-0D/H5250/94.08.12

For the alarm system there are indications for: Lubricating oil inlet pressure Prelubricating oil pressure Fuel leakage Oil level base frame * lub. oil filter Cooling water outlet temp.

Diesel Oil / Heavy Fuel Oil Mode


The valve control for MDO or HFO running mode is incorporated in the engine control box. It is possible to change the valve position on the engine control box or remote.

00.01

MAN B&W Diesel


E 19 06 6 General
The push buttons for MDO and HFO are lighten push buttons to indicate the mode. Enclosure: IP 54. The engine control box can also be installed in the engine control room. It is possible to integrate the engine control box in the switchboard.

Engine Control Box No 2

1643403-4.0 Page 2 (2)

Engine Control Box Cabinet


The engine control box cabinet can be installed in the engine room, near the engine. Fig 1 shows the dimensions of the cabinet.

Fig 1 Engine control box.


00.01

08028-0D/H5250/94.08.12

MAN B&W Diesel


1631477-3.3 Page 1 (2)

Prelubricating Oil Pump Starting Box

E 19 11 0 General

Description
The prelubricating oil pump box is for controlling the prelubricating oil pump built onto the engine. The control box consists of a cabinet with starter, overload protection and 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 main switch.

The pump can be arranged for continuous or intermittent running. (For L16/24, L21/31 & L27/38 only continuous running is accepted). Depending on the number of engines in the plant, the control box can be for one or several engines. The prelubricating oil pump starting box can be combined with the high temperature preheater control box. See also B 12 07 0, Prelubricating Pump.

10.2

Pre.lub. oil pump Engine 1

Pre.lub. oil pump Engine 2

Pre.lub. oil pump Engine 3

Pump ON

Man Auto OFF

Pump ON

Man Auto OFF

Pump ON

Man Auto OFF

560

630

220

08028-0D/H5250/94.08.12

Fig 1 Dimensions.

01.10

MAN B&W Diesel


E 19 11 0 General Prelubricating Oil Pump Starting Box
1631477-3.3 Page 2 (2)

Fig 2 Wiring diagram.

01.10

08028-0D/H5250/94.08.12

MAN B&W Diesel


1631478-5.1 Page 1 (2)

High Temperature Preheater Control Box

E 19 13 0 General

Description
The preheater control box is for controlling the electric heater built onto the engine for preheating of the engines jacket cooling water during stand-still. The control box consists of a cabinet with contactor and control system. On the front of the cabinet there is a lamp for "heater on" and a main switch for activating the system. Furthermore there is overload 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 system secures that the heater is activated only when the engine is in stand-still. Depending on the numbers of engines in the plant, the control box can be for one or several engines, however the dimensions of the cabinet will be the same. fig 1 illustrates a front for 3 engines. The high temperature preheater control box can be combined with the prelubricating oil pump control box. See also B 13 23 1 Preheating Arrangement in High Temperature System.

10.2
H.T. water preheater Engine 1 H.T. water preheater Engine 2 H.T. water preheater Engine 3

Heater ON

Heater ON

Heater ON

340

630

220

08028-0D/H5250/94.08.12

Fig 1 Dimensions of the control cabinet.

01.10

MAN B&W Diesel


E 19 13 0 General High Temperature Preheater Control Box
1631478-5.1 Page 2 (2)

10

11

12

1 F4 10A 2

5 F7 10A

5 F10 10A

L1 L2 L3

L1 L2 L3

L1 L2 L3

S4

T1 T2 T3

S7

T1 T2 T3

S10

T1 T2 T3

1 Q5 2

5 Q7

5 Q9

L1 L2 L3
Power supply 3 x 380/440 V

5
H.T. water preheater 6 kW Engine 2

8
H.T. water preheater 6 kW Engine 3

H.T. water preheater 6 kW Engine 1

13
F2 2A 1

14

15
F3 2A

16

17

18

19

20

21

22

23

24

2 13 13 13 13 13 13

380 V 440 V

24 V 100 VA

Q5 S4
14 14

Q7 S7
14 14

Q9 S10
14 14

F4

F7

F10

13

17

20

T1

T2

T3

14
A1

15
X1

18
A1

19
X1

21
A1

22

Q5
A2

H6
X2 A2

Q7

H8
X2 A2

Q9

H10
X2

16

NO NC .18 .4

NO NC .20 .7

NO NC .22 .10

Fig 2 Wiring diagram.

01.10

08028-0D/H5250/94.08.12

X1

Preheater Engine 3 ON

Preheater Engine 1

Preheater Engine 2

Preheater Engine 2 ON

Preheater Engine 3

Preheater Engine 1 ON

Foundation

B 20

MAN B&W Diesel


1613565-0.3 Page 1 (1)

Recommendations Concerning Steel Foundations for Resilient Mounted GenSets

B 20 01 0

L23/30H, L27/38, L28/32H


Foundation Recommendations
When the generating sets are installed on a transverse stiffened deck structure, it is generally recommended to strengthen the deck by a longitudinal stiffener inline with the resilient supports, see fig 2. For longitudinal stiffened decks it is recommended to add transverse stiffening below the resilient supports. It is a general recommendation that the steel foundations is in line with both the supporting transverse and longitudinal deck structure , fig 1, in order to obtain sufficient stiffness in the support of the resilient mounted generating sets. The strength and the stiffness of the deck structure has to be based on the actual deck load, i.e. weight of machinery, tanks etc. and furthermore, resonance with the free forces and moments from especially the propulsion system have to be avoided.

Fig 1 Transverse stiff deck structure.

08028-0D/H5250/94.08.12

Fig 2 Resilient supports.

02.23

MAN B&W Diesel


1613527-9.2 Page 1 (2)

Resilient Mounting of Generating Sets

B 20 01 3 L23/30H L28/32H

Resilient Mounting of Generating Sets


On resilient mounted generating sets, the diesel engine and the generator are placed on a common rigid base frame mounted on the ship's/erection hall's foundation by means of resilient supports, type Conical. All connections from the generating set to the external systems should be equipped with flexible connections, and pipes, gangway etc. must not be welded to the external part of the installation.

The support of the individual conical mounting can be made in one of the following three ways: 1) The support between the bottom flange and the foundation of the conical mounting is made with a loose steel shim. This steel shim is adjusted to an exact measurement (min. 40 mm) for each conical mounting.

Resilient Support
A resilient mounting of the generating set is made with a number of conical mountings. The number and the distance between them depend on the size of the plant. These conical mountings are bolted to brackets on the base frame (see fig 1). The setting from unloaded to loaded condition is normally between 5-11 mm for the conical mounting. The exact setting can be found in the calculation of the conical mountings for the plant in question.

08028-0D/H5250/94.08.12

Fig 1 Resilient mounting of generating sets.

Fig 2 Support of conicals.

02.23

MAN B&W Diesel


B 20 01 3 L23/30H L28/32H
2) The support can also be made by means of two steel shims, at the top a loose shim of at least 40 mm and below a shim of approx. 10 mm which are adjusted for each conical mounting and then welded to the foundation. Finally, the support can be made by means of chockfast. It is recommended to use two steel shims, the top shim should be loose and have a minimum thickness of 40 mm, the bottom shim should be cast in chockfast with a thickness of at least 10 mm.

Resilient Mounting of Generating Sets

1613527-9.2 Page 2 (2)

Adjustment of Engine and Generator on Base Frame


The resilient mounted generating set is normally delivered from the factory with engine and generator mounted on the common base frame. Eventhough engine and generator have been adjusted in the factory with the generator rotor correctly placed in the stator, and the crankshaft bend of the engine (autolog) within the prescribed tolerances, it is recommended to make an autolog before starting up the plant.

3)

Irrespective of the method of support, it is recommended to use a loose steel shim to facilitate a possible future replacement of the conical mountings.

02.23

08028-0D/H5250/94.08.12

Test running

B 21

MAN B&W Diesel


1356501-5.6 Page 1 (1)

Test Running of GenSets on DO

B 21 01 1 General

1) 2)

Warming up of GenSets. Load test in hours: (at 750 / 1000 rpm for 50 Hz or 720 / 900 / 1200 rpm for 60 Hz)

Load (%)

25

50

75

100

110

American Bureau of Shipping Bureau Veritas Chinese Corp. Register of Shipping Det Norske Veritas Germanischer Lloyd Lloyd's Register of Shipping Registro Italiano Navale USSR Register of Shipping Register of Shipping of Peoples Republic of China Nippon Kaiji Kyokai

1 1 1 1 1 1 1 3/4

1 1 1 1 1 1 1 3/4

1 1 1 1 1 1 1 3/4

1 1 1 1 1 1 1 4

1 1 1 1 1 1 1 3/4

1 3/4

3/4 3/4

3/4 3/4

2 2

3/4 3/4

3)

Governor test:

Measurement of momentaneous speed variation Measurement of permanent speed variation, from 100 % 0% 50 % load to 0% 50% 100% load

4)
08028-0D/H5250/94.08.12

Overspeed test. Parallel running of GenSets. Test of remote start/stop and emergency functions. Test of alarm functions according to the actual list for the specific plant. Crankshaft deflection with warm engine (not 16/24). General inspection. Inspection of lub. oil filter cartridges of each engine.

5) 6) 7) 8) 9) 10)

03.35

Spare Parts

E 23

MAN B&W Diesel


1613435-6.1 Page 1 (1)

Weight and Dimensions of Principal Parts

E 23 00 0 L23/30H

Piston approx. 21 kg

Cylinder head approx.130 kg Cylinder head incl. rocker arms approx. 180 kg

08028-0D/H5250/94.08.12

Cylinder liner approx. 75 kg

Connecting rod approx. 41 kg


91.37

MAN B&W Diesel


1607552-3.5 Page 1 (1)

Recommended Wearing Parts

E 23 04 0 L23/30H
720/750 RPM

08028-0D/H5250/94.08.12

99.35

MAN B&W Diesel


1643417-8.2 Page 1 (1)

Recommended Wearing Parts

E 23 04 0 L23/30H
900 RPM

08028-0D/H5250/94.08.12

99.35

MAN B&W Diesel


1655227-6.4 Page 1 (2)

Standard Spare Parts

P 23 01 1 L23/30H

Extent according to the requirements of: For guidance American Bureau of Shipping. Bureau Veritas. Lloyd's Register of Shipping. Det Norske Veritas. Demands Germanischer Lloyd. USSR Register of Shipping. Chinese Register. Nippon Kaiji Kyokai Korean Register of Shipping Registro Italiano Navale Qty. Plate Item

Description

Cylinder Head Valve spindle, inlet and exhaust Conical ring in 2/2 Inner spring Outer spring Valve seat ring, inlet Valve seat ring, exhaust Gasket, coaming Gasket, top cover O-ring, cylinder head Valve rotators

4 4 4 4 2 4 1 1 2 4

50502 50502 50502 50502 50501 50501 50510 50510 50501 50502

512 465 489 490 064 076 026 075 338 477

08028-0D/H5250/94.08.12

Piston and Connecting Rod, Cylinder Liner Sealing ring Connecting rod stud Connecting rod nut Connecting rod bearing Bush for connecting rod Piston pin Retaining ring Piston ring Piston ring Piston ring Oil scraper ring O-ring, cylinder liner O-ring, inlet bend O-ring, cooling water connections

1 2 2 1 1 1 2 1 1 1 1 2 1 8

50610 50601 50601 50601 50601 50601 50601 50601 50601 50601 50601 50610 51203 50501

031 152 164 139 056 019 032 093 103 115 127 043 234 184

Operating Gear for Valve and Fuel Injection Pumps Sealing ring

50801

185

Engine Frame and Base Frame Main bearing shells Thrust washer

1 2

51101 51101

157 253

06.09

MAN B&W Diesel


P 23 01 1 L23/30H
Description Qty. Plate Item

Standard Spare Parts

1655227-6.4 Page 2 (2)

Stud Nut O-ring O-ring

2 2 1 1

51101 51101 51106 51106

169 170 034 058

Turbocharger System Gasket O-ring, cooling water connections

1 2

51202 51202

024 264

Fuel Oil System and Injection Equipment Fuel injection valve Fuel oil injection pump, 720/750 rpm Fuel oil injection pump, 900 rpm Fuel oil high-pressure pipe

* 1 1 1

51402 51401 51401 51404

177 057 381 010

No of spare parts =

C 2

(add up to equal number)

C = Number of cylinders for engine with max. cyl. no in plant. ex. A plant consists of 2x5L28/32H and 2x7L28/32H. Then the number of spare parts must be ~ add up to equal number = 4. 7 2 = 3.5
08028-0D/H5250/94.08.12

Plate No. and Item No. refer to the spare parts plates in the instruction book.

06.09

Tools

P 24

MAN B&W Diesel


1655222-7.3 Page 1 (2)

Standard Tools for Normal Maintenance

P 24 01 1 L23/30H

Description

Qty.

Plate

Item

Cylinder Head Max. pressure for indicator Lifting tool for cylinder head Mounting tool for valves Grinding tool for cyl. head and cyl. liner Tool for grinding of valves Handwheel for indicator valve

1 1 1 1 1 1

52005 52005 52005 52005 52005 52005

109 014 051 205 553 673

Piston, Connecting Rod and Cylinder Liner Eye screw for lifting of piston Shackle for lifting of piston Back stop for cylinder liner Plier for piston pin lock ring Piston ring opener Testing mandrel for piston scraper ring grooves (7.43 mm) Guide ring for mounting of piston (900 rpm) Guide ring for mounting of piston (720/750 rpm) Lifting tool for cyl. liner Grinding tool for cyl. liner Honing brush for cylinder liner incl. wooden box Funnel for honing of cyl. liner Testing mandrel for piston ring grooves (4.43 mm) Eye bolt for piston lift af check of connecting rod big-end bearing Torque spanner 20 120 Nm Torque spanner 80 360 Nm Socket (24 mm) Magnifier (30x)

1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006

021 033 094 200 141 165 116 117 452 655 488 511 153 070 261 273 381 559

08028-0D/H5250/94.08.12

Operating Gear for Inlet Valves, Exhaust Valves and Fuel Injection Pumps Feeler gauge for inlet valves Feeler gauge for exhaust valves Extractor for thrust piece on roller guide for fuel pump Distance piece

2 2 1 1

52008 52008 52008 52008

010 022 058 071

Control and Safety Systems Automatics and Instruments Spanner for adjusting of overspeed stop

52009

016

01.25

MAN B&W Diesel


P 24 01 1 L23/30H
Description Qty Plate Item

Standard Tools for Normal Maintenance

1655222-7.3 Page 2 (2)

Crankshaft and Main Bearings Turning rod Crankshaft alignment gauge, autolog Lifting straps for main and guide bearing caps Dismantling tool for main bearing Tool for upper main bearing Dismantling tool for guide bearing shells

1 1 2 2 1 1

52010 52010 52010 52010 52010 52010

011 059 155 106 214 202

Fuel Oil System and Injection Equipment Pressure testing pump, complete Spanner for injection pump Cleaning tool for fuel injector Grinding tool for fuel injector seat Extractor for fuel injector valve

1 1 1 set 1 1

52014 52014 52014 52014 52014

013 204 108 361 407

Lubricating Oil System Guide bar for dismantling of lubricating oil cooler

52015

019

Hydraulic Tools Pressure pump, complete with wooden box Distributing piece for cylinder head Distributing piece for main bearings Hose for hydraulic tools Hose for hydraulic tools Hydraulic tools for connecting rod with wooden box, complete Hydraulic tools for cylinder head with wooden box, complete Hydraulic tools for main bearings with wooden box, complete

1 1 1 6 1 1 1 1

52021 52021 52021 52021 52021 52021 52021 52021

011 155 202 501 513 633 251 405

Plate no and item no refer to the spare parts plates in the instruction book.

01.25

08028-0D/H5250/94.08.12

MAN B&W Diesel


1679714-7.0 Page 1 (1)

Tools for Reconditioning

P 24 02 1 L23/30H

Description

Qty.

Plate

Item

Cylinder Head Grinding table for cyl. head * Grinding table as above - on stand * Extractor for valve seat ring Mounting tool for valve seat ring Grinding machine for valve seat rings Grinding machine for valve spindles

1 1 1 1 1 1

52005 52005 52005 52005 52005 52005

254 301 504 457 350 408

Fuel Oil System and Injection Equipment Grinding ring for fuel injector

52014

300

* As standard the grinding table is delivered for wall mounting, plate no 52005, item no 254. As optional it can be delivered on stand, plate no 52005, item no 301.

08028-0D/H5250/94.08.12

Plate no and item no refer to the spare parts plates in the instruction book.

99.50

MAN B&W Diesel


1679713-5.0 Page 1(1)

Extra Tools for Low Dismantling Height

P 24 04 1 L23/30H

Description

Qty

Plate

Item

For Lift of Piston and Connecting Rod

Collar for connecting rod, complete Shackle for pull lift Pull lift, complete

1 2 2

52050 52050 52050

045 057 021

For Lift of Cylinder Liner Lifting tool complete 1 52050 033

08028-0D/H5250/94.08.12

Plate no and item no refer to the spare parts plates in the instruction book.

99.50

G 50 Alternator

B 50

MAN B&W Diesel


1613539-9.4 Page 1 (3)

Information from the Alternator supplier

G 50 02 8 L23/30H

Installation aspects
For mounting of diesel engine and alternator on a common base frame, the alternator supplier should fullfill the dimensions given in fig. 1. Further, inspection shutters, components and other parts to be operated/ maintained should not be placed below the level of the alternator feet on front edge of, and in the longitudinal direction of the alternator in the area covered by the base frame. Regarding air cooled alternators, the ventilating outlet should be placed above the level of the alternator feet.

For water cooled alternators the flanges for cooling water should be placed on the left side of the alternator seen from the shaft end. The flanges should be with counter flanges.

Project Information
3 sets of Project Information should be forwarded to MAN - B&W Diesel A/S, Holeby, according to the delivery times stated in "Extent of Delivery". Drawings included in the alternator Project Information must have a max. size of A3.

AA AC P Q

AB B

A C

H
T J
N

I O K L

U M Y

V Z

08028-0D/H5250/94.08.12

Engine Type 5-6L23/30H 7-8L23/30H

H 230 230

I 120 160

J 39 39

K 1280 1500

L 1380 1600

M (min) 230 230

Fig 1 Outline drawing of alternator.

99.45

Overhaul of rotor

MAN B&W Diesel


G 50 02 8 L23/30H
Project Information should as a minimum contain the following documentation: 1. 2. General description of alternator. "outline" drawing 3. c. For air cooled alternators following information is required: Max. permissible ambient inlet air temp.

Information from the Alternator supplier

1613539-9.4 Page 2 (3)

Rotor shaft drawing

Following information is required in order to be able to work out drawings for base frame and general arrangement of GenSet. Side view and view of driving end with all main dimensions, i.e. length, width, height, foot position, foot width, shaft height, etc. as well as all the dimensions of the alternator's coupling flange, alt. groove shaft pin. As minimum all the dimensions in fig. 1 should be stated. Further the "outline" drawing is to include alternator type, total weight with placement of center of gravity in 2 directions (horizontal and vertical), direction of revolution, terminal box position, lifting eyes venthole position for air cooled alternators and min. overhaul space for rotor, cooler, filter, etc. a. For water cooled alternators following information is required: position of connections dimension of connections dimensions of flange connections cooling water capacity cooling water temperature heat dissipation cooling water pressure loss across heat exchanger Amount of water in alt. cooling system

Following information is required in order to be able to work out torsional vibration calculations for the complete GenSet. The rotor shaft drawing must show all the dimensions of the rotor shaft's lengths and diameters as well as information about rotor parts with regard to mass inertia moment - GD2 or J (kgm2) and weight (kg).

b. For alternators with extern lubricating of bearing(s) following information is required: position of connections dimensions of connections dimensions of flange connections required lub. oil flow required lub. oil pressure pressure regulator (if required/delivered) oil sight glas (if required/delivered)

Fig 2 Shaft dimension for alternator, type B16

99.45

08028-0D/H5250/94.08.12

MAN B&W Diesel


1613539-9.4 Page 3 (3)

Information from the Alternator supplier

G 50 02 8 L23/30H

The following components, which are part of the complete rotor, must be mentioned: Shaft Pole wheel Exciter Ventilator

4. 5. 6. 7.

Other drawings necessary for installation. Spare parts list. List of loose supplied components. Data: Construction form. Rated voltage. Rated power kVA. Rated current, amp. Rated power factor. Frequency, Hz. Insulation class. Load efficiency in % of nominal load at 1/4 - 1/2 - 3/4 - 1/1 load (with cos.phi. = 0.8 and 1.0). If the alternator bearings are lubricated by the engines' intermal lub. oil system: Max. lub. oil pressure. Lub. oil capacity (m3/h). Heat radiation.

The shaft dimensions for alternator should be according to figure 2 or 3.

N7

140m6

Max. R4

A - A 10 200 B - B

36

148

Besides the above-mentioned documentation, 3 sets of alternator test reports should be forwarded. In connection with the delivery of alternator, documentation and spare parts, these should be specified with our order no. and the specific yard or project identification. For further information, please contact MAN B&W Diesel A/S, Holeby.

220 Key & keyway acc. to DIN 6885.1 Shaft end acc. to DIN 748

Fig. 3. Shaft dimension for alternator, type B20

08028-0D/H5250/94.08.12

99.45

12

MAN B&W Diesel


1613561-3.5 Page 1 (1)

Engine/Alternator Type

G 50 04 0 L23/30H

Standard Engine type Alternator type 5L23/30H, 720/750 rpm 6L23/30H, 720/750/900 rpm 7L23/30H, 720/750/900 rpm 8L23/30H, 720/750/900 rpm B 16 B 16 B 16 B 16 Requirements None None None None

Alternative option Alternator type B 20 B 20 B 20 B 20 Requirements Elastic coupling Elastic coupling Elastic coupling Elastic coupling

Alternator type B 16:


One bearing type, shaft end with flange.

Note for Re-engineering


In case of using an existing alternator, calculation for torsional vibrations has to be carried out before determination concerning intermediate bearing and elastic coupling can be established.

Alternator type B 20:


Two bearing types, shaft end with keyway. One bearing shall be of the guide bearing type.

08028-0D/H5250/94.08.12

00.32

B 25 Preservation and Packing

B 98

MAN B&W Diesel


1350467-1.3 Page 1 (1)

Preservation of diesel engine before dispatch

B 25 01 1 General

Preservation of Diesel Engine:


1) Lubricating oil system. 3) Bright components internal or external on the diesel engine such as crankshaft, camshaft and gear wheels are covered with Mobilux EP004.

Lub. oil is drained from base frame, lub. oil filter and cooler. After cleaning of the engine and the base frame, a rust-preventing lubricating oil is added, and the entire lub. oil system is primed. The oil is just covering the bottom of the base frame. The following types of oils are suitable: Mobilarma 524. Esso Rustban 335. Chevron EP Industrial Oil 68. Shells Ensis Oil SAE 30 / SAE 10 W. BP Protective Oil 30/40.

4) Bags with a hygroscopic product are suspended inside the diesel engine in the crankcase. The bags are equipped with a humidity indicator. SilicaGel or a similar product can be used in a quantity of 3000 grams/m3. The bags must not touch any surfaces, and if necessary the surface is covered with a plastic sheet.

5) All external surfaces are sprayed with a protective layer of Valvoline tectyl 511M.

6) All openings and flange connections are carefully closed.

2)

Fuel oil system.

7) Electric boxes are protected inside by volatile corrosion inhibitor tape.

The fuel oil is drained. The fuel valves are cleaned and pressure tested with Mobil White-Terex 309 or similar, and the entire fuel oil system is filled with this type of oil.

08028-0D/H5250/94.08.12

01.10

MAN B&W Diesel


1350473-0.4 Page 1 (1)

Preservation of Spare Parts and Tools

B 25 01 1 General

Spare parts and tools.


Preservation of supplied spare parts and tools are made as follows: Dinitrol 25B or Dinitrol 3850 indicator special tools in boxes are protected by a volatile corrosion inhibitor tape test equipment for fuel valves measuring equipment Smaller boxes containing special tools such as: grinding machine for valve seats

Storage conditions
etc. The boxes must always be stored under roof, protected from direct rain, sea-fog and dust. The boxes must be covered with tarpaulin. must be removed from the shipment, inspected for corrosion and stored in a dry place. After inspection the boxes with the spare parts must be closed and covered with tarpaulin.

Maintenance of preservation
Immediately upon arrival the boxes are to be opened and the parts examined for damage to the preservation, and if necessary repaired. This procedure must be repeated every 2-4 months depending on the storage conditions.

Cleaning of parts can be made with petroleum, turpentine or similar solvents.

Notice:Special preservation can be made on request.

08028-0D/H5250/94.08.12

01.13

MAN B&W Diesel


1624484-4.2 Page 1 (1)

Lifting Instruction

B 25 03 0 L23/30H

Lifting of Complete Generating Sets.


The generating sets should only be lifted in the two wire straps. Normally, the lifting crossbars and the wire straps are mounted by the factory. If not, it must be observed that the fixing points for the crossbars are placed differently depending on the number of cylinders. The crossbars are to be removed after the installation, and the protective caps should be fitted.

Type 2. Single crossbars.

Type 1. Double crossbars.

Cap nut

Wire supports to be mounted downwards Distance pipe Cylinder head stud Cylinder head nut

Fig. 1. Crossbars' placing on engine.

Fig. 2. Crossbars.

Engine Type 5L23/30H 6L23/30H 7L23/30H 8L23/30H


08028-0D/H5250/94.08.12

a (mm) 2620 2990 3175 3360 * Based on MBD-H standard generator

Fig. 3. Crossbars' and wires placing on engine.


03.08

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