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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
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
B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 01 0
B 12 00 0 B 12 07 0 B 12 15 0 B 12 15 0
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
1607502-1.5 1607503-3.2
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
P 24 01 1 P 24 02 1 P 24 04 1
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
Introduction
I 00
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
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
I 00 05 0 General
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
08028-0D/H5250/94.08.12
04.08
Designation of Cylinders
I 00 15 0 In-Line
08028-0D/H5250/94.08.12
01.31
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
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
04 05 06
inlet to alternator outlet from alternator outlet from fresh water cooler (SW)
07 08 09
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
34 35 36 37
charge air conditioning surplus air inlet inlet to turbocharger charge air from mixer
38 39
44 45 46 47
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
58 59
64 65 66 67
68 69
84 85 86 87
88 89 90
94 95 96
97 98 99
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
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
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
05.02
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
Mudbox Filter or strainer Magnetic filter Separator Steam trap Centrifugal pump
08028-0D\H5250\94.08.12
05.02
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
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
5 650 675
6 780 810
7 910 945
8 1040 1080
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
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
Nm3
2.0
2.0
2.0
2.0
2.0
Engine Generator
kW kW
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
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
1.3 69 45 20
1.3 69 45 20
1.3 69 45 20
0.29 52 63 30 17
0.34 61 71 35 18
0.39 70 85 40 19
Nm3
2.0
2.0
2.0
Engine Generator
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
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)
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
94.33
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
texh. before TC
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 40
50 80
75 120
92.41
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)
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
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)
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
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
* tolerance 10%
91.23
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.
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.
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
Sound Measurements
D 10 25 0 L23/30H
Number of cylinders
RPM
720
750
720
750
720
750
720
750
96.8
96.3
96.6
95.0
100.0
100.1
100.5
100.0
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
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.
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)
Fig. 1. Nox emission L23/30H and L/V28/32H engines according to ISO 3046 conditions.
99.34
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
14
12
10
08028-0D/H5250/94.08.12
02.12
Moment of Inertia
D 10 30 0 L23/30H
Moment of inertia (J)
No. of cyl.
Generator type
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
*** If other generator is chosen the values will change. Moment of inertia : GD2 = J x 4 (kgm2)
05.48
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 .........
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
48.000
Autolog reading
Big-end bearing
32.000
Piston
16.000
64.000
04.50
Overhaul Recommendations
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 .......................................
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
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 .........
Turbocharger
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
36.000
Autolog reading
Big-end bearing
24.000
Piston
12.000
60.000
04.50
Overhaul Recommendations
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 .......................................
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
B 10
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.
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
General Description
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.
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
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.
Governor
The engine speed is controlled by a hydraulic or electric governor.
08028-0D/H5250/94.08.12
96.12
General Description
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
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
General Description
B 10 01 1 L23/30H
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.
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.
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96.12
Cross Section
B 10 01 1 L23/30H
08028-0D/H5250/94.08.12
99.40
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
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
B 10 01 1 L23/30H
Cyl. no
A (mm)
* B (mm)
* C (mm)
H (mm)
3369 3369
2155 2155
5524 5524
2383 2383
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
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
0 0 0 0
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
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
Charge air cooler Tubes Tubeplates Box Covers Arsenical aluminium bras Leaded Muntz Metal Separate, grey cast iron Grey cast iron Optional Leaded Muntz Metal
08028-0D/H5250/94.08.12
Lubricating oil cooler Plates Thrust plates Stainless steel or Titanium Mild steel, coated
94.10
Overhaul Areas
B 10 01 1 L23/30H
Engine Type
Frame (H1)
Turbocharger (H3)
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).
99.51
Overhaul Areas
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
C 58.5
08028-0D/H5250/94.08.12
99.51
B 10 01 1 L23/30H
Space Requirements
08028-0D/H5250/94.08.12
Fig. 2. Minimum lifting height of cylinder liner only with special tools.
92.38
800
1835
800
1835
B 10 11 1 General
08028-0D/H5250/94.08.12
98.18
B 11
B 11 00 0 L23/30H
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.
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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05.43
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".
05.43
08028-0D/H5250/94.08.12
B 11 00 0 General
08028-0D/H5250/94.08.12
06.08
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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06.08
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.
08028-0D/H5250/94.08.12
06.08
B 11 00 0 General
Property Density at 15C Kinematic Viscosity at 40C Flash Point Water content Sulphur content Ash Carbon residue (10% v/v) min. max.
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
08028-0D/H5250/94.08.12
05.37
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.
08028-0D/H5250/94.08.12
**)
***)
If the FIA value is below 20 increasing ignition and combustion problems may be foreseen at low load operation.
05.37
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.
08028-0D/H5250/94.08.12
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.
05.37
Units % by volume
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.
08028-0D/H5250/94.08.12
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
05.37
B 11 00 0 General
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
08028-0D/H5250/94.08.12
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.
05.37
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.
08028-0D/H5250/94.08.12
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.
04.46
04.46
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
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
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Flash point
04.46
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.
08028-0D/H5250/94.08.12
99.33
B 11 01 0 L23/30H
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
% % % %
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
B 12
B 12 00 0 L23/30H
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
C15 C16
* For external pipe connection, please see section for crankcase ventilation.
05.34
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.
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.
05.34
08028-0D/H5250/94.08.12
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.
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)
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Thermostatic Valve
The thermostatic valve is a fully automatic three-way valve with thermostatic elements set of fixed temperature.
05.34
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.
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.
05.34
08028-0D/H5250/94.08.12
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
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12-16-18 12-16-18 R35/25 FL-Z-DB-50 5.08 3440 5AP90S-2 1.98 22.0 3.5
01.48
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
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.
Gas oil Marine diesel Heavy fuel oil (S<1.5%) Heavy fuel oil (S>1.5%)
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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05.15
B 12 15 0 General
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)
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.
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
04.46
Eng. No 1
Eng. No 2
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).
04.46
B 13
B 13 00 0 General
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.
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00.11
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.
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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.
00.11
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.
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.
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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.
00.11
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.
00.11
08028-0D/H5250/94.08.12
B 13 00 0 General
Company
Name of Inhibitor
Delivery Form
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
Rohm & Haas (ex Duolite) Paris, France Unitor Rochem Marine Chemicals Oslo, Norway
Powder Liquid
3 kg/1000 l 10 l/1000 l
*
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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.
00.11
B 13 00 0 General
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.
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
95.09
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B 13 00 1 L23/30H
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
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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.
01.26
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:
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".
01.26
08028-0D/H5250/94.08.12
B 13 00 2 L23/30H
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.
01.26
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:
01.26
08028-0D/H5250/94.08.12
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]
Thermostatic valve
The pressure drop across the built-on thermostatic valve is approx. 0.5 bar.
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200 55 11
240 60 13
280 65 15
320 70 17
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
Table 1 Showing cooling water data which are depending on cylinder no.
99.48
B 13 00 0 General
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).
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.
91.38
B 13 00 1 General
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01.26
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.
01.26
08028-0D/H5250/94.08.12
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
B 14
B 14 00 0 L23/30H
Starting System
Pipe description K1 Compressed air inlet DN 40
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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99.34
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:
Pressure transmitting PT 70 Compressed air inlet Position switching, stop ZS75 Microswitch on flywheel
Data
For air consumption pr. start, see D 10 05 0 "List of Capacities". Operating levels and set points, see B 19 00 0, "Operating Data and Set Points.
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B 14 00 0 General
Oil and water separator
K1
K1
K1
Air compressors MAN B&W, Holeby supply
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
B 15
B 15 00 0 L23/30H
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
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".
08028-0D/H5250/94.08.12
99.48
B 15 00 0 General
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.
05.10
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
5 6 7
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 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.
08028-0D/H5250/94.08.12
94.11
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".
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:
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
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
~
Engine's compression air system
08028-0D/H5250/94.08.12
Fig 1
04.15 - ES0
B 16
B 16 00 0 General
The insulation should be shielded by a thin plating, and should comply with the requirements of the classification society and/or the local authorities.
08028-0D/H5250/94.08.12
01.43
Expansion bellow
The expansion bellow, which is supplied separately, must be mounted directly on the exhaust gas outlet, see also E 16 01 1-2.
Exhaust silencer
The position of the silencer in the exhaust gas 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
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.
4.
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
1.
"Solf Blast Grit, Grade 14/25" TURCO Products B.V. Verl. Blokkenweg 12, Tel.:08380 - 31380,
2.
Designation unknown Neptunes Vinke B.V. Schuttevaerweg 24, Potbus 11032, Tel.: 010 - 4373166
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.
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
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
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
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.
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
04.28
08028-0D/H5250/94.08.12
B 16 02 0 L23/30H
- Crankshaft
- 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
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
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
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
I 16 16 16
08028-0D/H5250/94.08.12
All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13
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
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
I 16 16 16
08028-0D/H5250/94.08.12
All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13
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
E G
DN
E 2900 3400
F 850 950
G 2600 3100
I 16 16 16
Nxd
80 100 100
50 100 100
All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13
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
E G
Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900 rpm) 7+8 (900 rpm)
DN
E 3700 4400
F 850 950
G 3400 4100
I 16 16 16
Nxd
80 100 100
50 100 100
All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13
B 17
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
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.
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.
08028-0D/H5250/94.08.12
02.16
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.
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:
03.12
CoCoS
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.
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)
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
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
(*)
92.25
B 18 05 1 In-Line
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
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.
92.32
B 19
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
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
PI 50 TI 51
PAL 50
PI 01 PI 10 TI 10 TI 11
PAL 01 PAL 10
90 C 93 C
TSH 12
95 C
TI 62 TI 60
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
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
Autostop of engine
SI 90 SI 90 SI 90 SI 89
825 rpm 815 rpm 860 rpm 850 rpm 1030 rpm 1015 rpm
06.06
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).
08028-0D/H5250/94.08.12
01.01
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.
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.
05.41
B 19 13 1 General
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
94.04
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
E 19 06 4 General
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.
From main switch board Start signal Stop signal Emergency stop signal Reset signal
Common shutdown Start failure Power failure Cable failure Alarm blocking Engine run
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
00.01
10.2
Engine Control box
340
Start Stop
630
220
00.01
E 19 06 6 General
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.
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.
00.01
08028-0D/H5250/94.08.12
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
Pump ON
Pump ON
Pump ON
560
630
220
08028-0D/H5250/94.08.12
Fig 1 Dimensions.
01.10
01.10
08028-0D/H5250/94.08.12
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
01.10
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
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
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
B 20 01 0
08028-0D/H5250/94.08.12
02.23
B 20 01 3 L23/30H L28/32H
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
02.23
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
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
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
E 23 04 0 L23/30H
720/750 RPM
08028-0D/H5250/94.08.12
99.35
E 23 04 0 L23/30H
900 RPM
08028-0D/H5250/94.08.12
99.35
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
2 2 1 1
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
No of spare parts =
C 2
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
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
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
Control and Safety Systems Automatics and Instruments Spanner for adjusting of overspeed stop
52009
016
01.25
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
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
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
Plate no and item no refer to the spare parts plates in the instruction book.
01.25
08028-0D/H5250/94.08.12
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
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
P 24 04 1 L23/30H
Description
Qty
Plate
Item
Collar for connecting rod, complete Shackle for pull lift Pull lift, complete
1 2 2
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
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
H 230 230
I 120 160
J 39 39
K 1280 1500
L 1380 1600
99.45
Overhaul of rotor
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)
99.45
08028-0D/H5250/94.08.12
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.
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
08028-0D/H5250/94.08.12
99.45
12
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
08028-0D/H5250/94.08.12
00.32
B 98
B 25 01 1 General
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.
2)
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
B 25 01 1 General
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.
08028-0D/H5250/94.08.12
01.13
Lifting Instruction
B 25 03 0 L23/30H
Cap nut
Wire supports to be mounted downwards Distance pipe Cylinder head stud Cylinder head nut
Fig. 2. Crossbars.