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Technical Documentation
Engine
Operating Instructions
0001-01-01
Engine............................ V48/60B
Works No. of engine........ 1135386
1135389
1135411
1135412
1135413
1135414
1135415
1135416
Plant No.......................... 5300125
010.005
6706 B1-1 EN
1 (2)
MAN Diesel
0001-01-01
MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-49 4180
primeserv-aug@mandiesel.com
www.mandiesel.com/primeserv
Copyright 2008 MAN Diesel
All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2)
6706 B1-1 EN
MAN Diesel
0001-01-01
Introduction
1.1
1.2
1.3
1.4
Preface
Manufacturer's liability
Structure and use of the operating instructions
Addresses/Telephone numbers
Engineering
2.1
2.1.1
2.2
2.2.1
2.2.2
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
2.4.2
2.4.3
2.5
2.5.1
2.5.2
2.5.3
2.5.4
2.5.5
2.5.6
Operation/Operating media
3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.3
3.3.2
3.3.3
Prerequisites
Prerequisites/Guarantee
Safety
General remarks
Destination/Suitability of the Engine
Risks/Dangers
Safety Instructions
Safety Regulations
Operating media
Quality of marine diesel fuels (MDO)
Quality of heavy fuels (HFO)
6706 B1-1 EN
Table of contents
Table of contents
1 (3)
Table of contents
MAN Diesel
3.6.8
3.6.8
3.6.9
3.7
3.7.1
Maintenance/Repairs
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.7.1
4.7.2
General remarks
Maintenance schedule (explanatory notes)
Tools/Special tools
Spare parts
Replacement of Components by the New-for-Old Principle
Services/repair work
Maintenance schedule (Signs/Symbols)
Maintenance schedule
Maintenance schedule
6706 B1-1 EN
0001-01-01
2 (3)
3.3.4
3.3.6
3.3.7
3.3.8
3.3.11
3.4
3.4.1
3.4.2
3.4.3
3.4.4
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.7
3.5.9
3.5.10
3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
3.6.7
MAN Diesel
5.1
5.2
5.3
5.4
5.5
Designations/Terms
Formulae
Conversion of units
Symbols and abbreviations
Brochures
0001-01-01
Appendix
Table of contents
6706 B1-1 EN
3 (3)
MAN Diesel
Introduction
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
0001-01-01
5 Appendix
6706 1-1 EN
1 (1)
MAN Diesel
1.1
Preface
Engine systems - Their char- Engine units produced by MAN Diesel SE are the result of decades of conacteristics, justified expecta- tinuous successful research and development work. They cope admirably
with high levels of demand and have reserves in hand to cope with intertions, assumptions
Introduction
Preface
The operating and work instructions (work cards) will help you to familiarise
yourself with the engine. They are intended to provide answers to questions
which arise at a later date and to be a handbook for operation of the engine
and during maintenance work. We consider the understanding of the methods of action, the promotion of cause and effect and the passing on of
experience to be an aim of equal value. Last, but by no means least, the
handover of the operating instruction manual and working instructions signifies our fulfilment of the legal obligation to provide advice concerning the
dangers arising from the engine or its components - despite its high level of
development and despite all design endeavours - or which arise from handling which is improper and in contravention of the instructions.
Condition 1
The operating personnel and the persons executing the servicing and overhauling activities must be familiar with the operating instructions and work
instructions (Work Cards), which must be available at all times for reference.
Lack of information
Lack of information and non-observance of information can cause serious injury to persons and serious damage to property and the environment! Please therefore: observe Operating and Work Instructions!
Condition 2
The maintenance and overhaul of modern four stroke engines requires prior
comprehensive training of the personnel. The operating instructions and
working instructions (Work Cards) assume the skills relevant to this training.
Guarantee and liability claims cannot be accepted resulting from the lack of
relevant instructions.
Untrained staff
Condition 3
6680 1.1-01 EN
Introduction
General
2007-04-13
Untrained persons can cause serious personal injury and serious material and environmental damage! Do not assign any tasks that exceed the
level of knowledge and experience! Refuse entry / involvement to unauthorised persons!
1 (2)
MAN Diesel
Introduction
1.1
Technical documents have system-specific validity! The use of information for another system or from an outside source can cause malfunctions or damage! Only use the relevant information, not information
from an external source!
Please also observe the tips concerning product liability provided in the next
section, as well as the safety regulations in section 3.
2007-04-13
Introduction
General
Also observe...
2 (2)
6680 1.1-01 EN
MAN Diesel
1.2
Manufacturer's liability
Safe efficient operation of the engine system presupposes comprehensive
knowledge. In a similar way, functionality can only be maintained or recreated by maintenance or repair work if these tasks are carried out by trained
personnel having technical understanding and skill. The rules of sound
technical practice must be observed to preclude negligence.
Introduction
Manufacturer's liability
The Technical Documentation supplements this skill with special information, draws attention to hazards and points out the safety regulations which
are to be observed. MAN Diesel SE requests that you observe the following
rules:
Non-observance of the technical documentation, especially of the operating and work instructions and the safety stipulations, use of the
system for a purpose not intended by the manufacturer, or any other
improper use or negligent application, can cause serious damage to
property and serious personal injury, for which the manufacturer rejects
all liability.
The parts package supplied by MAN Diesel SE must be erected and fixed
in position in accordance with tried and tested engineering practice. This
must include the observance of the binding stipulations quoted in the following documents in the sequence given:
Introduction
General
2007-04-13
6680 1.2-01 EN
1 (1)
MAN Diesel
1.3
Introduction
Working steps and checks at the time of the initial start-up of the engine,
6680 1.3-01 EN
Introduction
General
2007-04-13
1 (2)
MAN Diesel
1.3
Introduction
Technical data
With the exception of said printed material, all documents are matched to
a specific engine
Maintenance schedule / Work The maintenance plan is closely allied to the Work Card in volume B2. The
Work Cards describe how to carry out a task and which tools and auxiliary
Cards
equipment are required. The maintenance schedule in turn contains the
repeat intervals and the average personnel and time requirement.
Introduction
General
2007-04-13
2 (2)
6680 1.3-01 EN
MAN Diesel
1.4
Addresses/Telephone numbers
Addresses
Table 1 contains the addresses of the MAN Diesel SE factories and the
Technical Office in Hamburg. The addresses of MAN Diesel SE Service
Center, the agencies and authorised repair workshops can be taken from
the booklet "Diesel and Turbocharger Service Worldwide" in volume A1.
Location
Address
Augsburg Works
MAN Diesel SE
86224 Augsburg
Telephone (0821) 322 0
Telefax (0821) 322 3382
Hamburg Works
MAN Diesel SE
Service Center, Werk Hamburg
Rossweg 6
D-20457 Hamburg
Telephone (040) 7409 0
Telefax (040) 7409 104
Introduction
Addresses/Telephone numbers
Contact person
Contact person
Augsburg Works
Telephone (0821) 322 .....
Telefax (0821) 322 .....
Hamburg Works
Service Center
Telephone (040) 7409 .....
Telefax (040) 7409 .....
MAN Diesel SE
Service Center,
Agencies and authorised
repair workshops
Service engines
Holst MST
Telephone ..... 3930
Telefax ..... 3838
Ruthenberg MST4
Telephone ..... 273
Telefax ..... 277
Service Turbocharger
Litzenberg TS
Telephone ..... 4272
Telefax ..... 3998
Stadler MSC
Telephone ..... 3580
Telefax ..... 3720
Introduction
General
2007-06-12
Subject
Table 2 contains the names, telephone and fax numbers of the contact persons who are at your service when required.
6680 1.4-01 EN
1 (1)
MAN Diesel
Engineering
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
0001-01-01
5 Appendix
6706 2-1 EN
1 (1)
MAN Diesel
2.1
2.1
2.2
2.3
2.4
2.5
6706 2.1-1 EN
1 (1)
MAN Diesel
2.1.1
A list of that which we have supplied contains the following page. This list
is intended to ensure that you are looking for information/support from the
correct contact person.
For all the parts we have sup- For any queries regarding parts we have supplied, your contact persons are
plied ...
For all parts we have not sup- For all the parts we have not supplied, please contact the respective suppliers directly, unless the parts/ systems supplied by MAN Diesel SE are
plied ...
seriously affected or it is pertinent to do so for other reasons.
Engineering
General
2007-04-13
Technical specifications
6680 2.1.1-01 EN
1 (1)
MAN Diesel
2.2
Engine
2.1
2.2
2.3
2.4
2.5
6706 2.2-1 EN
1 (1)
MAN Diesel
2.2.1
Engine
Characteristic features
Characteristic features
Engine 48/60 B - an important Engines having the designation 48/60 B are turbocharged 4 stroke engines
member of the medium speed in inline and V formation having a cylinder bore of 480 mm and a piston
stroke of 600 mm They are used as energy generators in ships and in stafamily
tionary power stations.
Features in keywords
V engines 48/60 CR consist basically of static elements such as the crankcase, cylinder bushing and cylinder heads and of moving elements such as
the crankshaft with piston rods and pistons, gear drive system and camshaft
and fuel pump and valve actuators. The turbocharger is used to compress
the fresh air. The charge air lines are located in front of the cylinder heads,
the central exhaust line is located between the cylinder rows.
The camshafts are located in troughs on the exterior of the engines. They
serve to actuate the inlet and exhaust valves and provide the drive for the
injector pumps. An electrical setting unit allows alteration of the injection
timing.
The turbocharger and charging air cooler are normally on coupling side in
the case of propeller operation and, in the case of generator operation they
are on counter coupling side. A drive unit on counter coupling side can be
used to drive the coolant and lubrication oil pumps.
The engine is suitable for fuels up to 700 mm2/s at 50C up to and including
CIMAC H/K 55. The engine can be equipped for operation with MDO on
request.
Engines in the range 48/60 B have a larger stroke/bore ratio and a higher
compression ratio. These values simplify optimum combustion chamber
design and contribute to improved part load performance and to high levels
of effectivity.
Engineering
V48/60B
2007-10-09
The engines are equipped with MAN Diesel turbochargers from the TCA
series.
6706 2.2.1-01 EN
1 (1)
MAN Diesel
2.2.2
Engine
Photos/Drawings
Figure 1: Engine cross section V 48/60 B, viewed from the coupling side
6706 2.2.2-02 EN
Engineering
V48/60B
2007-05-07
Photos/Drawings
1 (2)
MAN Diesel
Engine
2.2.2
2 (2)
2007-05-07
Engineering
V48/60B
Figure 2: 3D graphics, 12-cylinder engine V 48/60 B, view on the counter coupling side
6706 2.2.2-02 EN
MAN Diesel
2.3
Components/Assemblies
2.1
2.2
2.3
2.4
2.5
6706 2.3-1 EN
1 (1)
MAN Diesel
2.3.1
Crankcase
1
2
3
4
5
6
7
Cylinder head
Support ring
Tie rod
Crankcase
Crankshaft
Main bearing cap
Cross tie rod
Components/Assemblies
6706 2.3.1-01 EN
Engineering
V48/60B;V48/60CR
2008-05-29
Crankcase/crankshaft main
bearing/tie rod
1 (8)
MAN Diesel
Components/Assemblies
2.3.1
Oil sump/foundation frame
The oil sump or the foundation frame collects the oil that drips from the
engine parts and feeds it to the lubricating oil tank which is located lower
down. In engines with rigid or semi-elastic suspension, an oil sump in standard design is used. In engines with elastic suspension, a reinforced oil sump
is used. If the engine is located on the foundation frame this is also used as
the lubricating oil tank.
3
4
5
6
7
8
21
Tie rod
Crankcase
Crankshaft
Main bearing cap
Hole for lateral tie rod
Lower bearing shell
Drive gear
Locating bearing
The locating bearing, which determines the axial position of the crankshaft,
is mounted on the coupling side. It consists of the two-part drive wheel (21)
on the crankshaft and of butting rings which are supported on the first thrust
blocks (see Figure 3).
Crankshaft
2 (8)
Engineering
V48/60B;V48/60CR
Crankshaft/balance weights/
drive wheel
6706 2.3.1-01 EN
MAN Diesel
2.3.1
Components/Assemblies
Flywheel
The flywheel is fitted to the coupling flange of the crankshaft. Its toothed
ring can be used during maintenance work to turn the engine using a turnover gearbox.
6706 2.3.1-01 EN
Engineering
V48/60B;V48/60CR
2008-05-29
3 (8)
MAN Diesel
Components/Assemblies
2.3.1
The torsion vibration damper fitted on the free engine end ensures that
unwanted torsional vibrations are transmitted from the inside to axially
arranged leaf spring assemblies and damped there by oil displacement. The
internal arrangement is such that coolant and lubricating oil pumps can be
driven by a toothed ring (not shown in the figure) bolted in position.
Connecting rod
Connecting rod with split line The split line of the connecting rod is located underneath the connecting
rod small end (refer to Figure 6). When retracting the piston the big-end
bearing need not be split. Moreover, this design reduces the height required
for piston removal.
4 (8)
2008-05-29
Engineering
V48/60B;V48/60CR
Bearing cap and connecting rod small end respectively are bolted together
using undercut bolts (studs). The piston pin bush is a pressed fit.
6706 2.3.1-01 EN
MAN Diesel
2.3.1
Components/Assemblies
Piston
9 Piston crown
12 Oil control ring
10 Extension bolt
20 Piston pin bore
11 Compression ring
Figure 7: Piston two-piece, oil-cooled
Design characteristics
The piston comprises fundamentally of two components (see Figure 9), the
upper section of the piston (9) and the lower section of the piston. The piston
crown includes the ring grooves for the compression rings whilst the connecting rod is held on the piston skirt by the piston pin (20). The piston pin
is supported in the piston in a floating manner and axially fixed in position
using retaining rings. The piston crown and skirt are connected to each other
using extension bolts (10).
Piston rings
Three compression rings (11) and an oil control ring (12) are used for sealing
the piston to the cylinder liner.
Cooling
Lubricating oil is used for cooling the piston crown. The lubricating oil is fed
to the piston crown via the connecting rod and with the help of a springmounted funnel.
Stepped piston"
The piston crown (9) has a slightly smaller diameter than the rest of the
running surface. Pistons with this design are referred to as stepped pistons.
Cylinder liner
In the upper area, the cylinder liner (15) is centred by the support ring (see
Figure 9). In the lower area, the cylinder liner is guided by the crankcase.
The top land ring (14) fits on the joint of the cylinder liner.
Engineering
V48/60B;V48/60CR
2008-05-29
6706 2.3.1-01 EN
5 (8)
MAN Diesel
Components/Assemblies
2.3.1
Figure 8: Cylinder liner with support ring and top land ring
Interaction stepped piston/top The top land ring (14) which projects above the cylinder liner bore works
together with the recessed piston crown (9) of the stepped piston to ensure
land ring
that burnt carbon deposits on the piston crown do not come into contact
with the running surface of the cylinder liner (15).
Cooling
The coolant reaches the cylinder liner via the support ring. From here the
top part of the cylinder liner is cooled. The coolant then flows through the
top land ring and via holes in the support ring to the cooling chambers in
the cylinder head. The cylinder head, support ring and top land ring can be
drained together.
Top land ring, cylinder liner and cylinder head can be checked by using
checking apertures in the support ring for gas tightness and coolant leaks.
6 (8)
Cylinder head
Support ring
Top land ring
Cylinder liner
2008-05-29
Engineering
V48/60B;V48/60CR
1
2
14
15
6706 2.3.1-01 EN
MAN Diesel
2.3.1
The cylinder heads are pressed against the top land ring by eight set screws
in each case.
Components/Assemblies
The cylinder head has two inlet and outlet valves. Beside these is another
starting valve as well as an indicator cock and (in the case of marine engines)
a safety valve. The fuel injection valve is located between the inlet and outlet
valves in a central position (see Figure 10).
The cylinder head is sealed off to the top from the rocker arm housing and
a cover, through which the inlet and outlet valves are easily accessible (see
Figure 11).
2008-05-29
Engineering
V48/60B;V48/60CR
6706 2.3.1-01 EN
7 (8)
MAN Diesel
Components/Assemblies
2.3.1
8 (8)
2008-05-29
Engineering
V48/60B;V48/60CR
Figure 11: Cylinder head with rocker arm housing and valve actuation
6706 2.3.1-01 EN
MAN Diesel
2.3.2
Components/Assemblies
1 Crankshaft 2 Camshaft
Figure 1: Camshaft drive
Arrangement of the camshaft The control drive is integrated in the crankcase (see Figure1).
It is located on the coupling side between the first main bearings. The camdrive and the intermediate
shaft drive (2) goes via an intermediate gear onto the toothed ring to the
wheels
crankshaft (1).
The lubricating oil supply to the bearing bush of the intermediate wheels is
effected through the axles, whilst the supply to the meshing is effected by
spray nozzles.
Figure 2: Camshaft
Camshaft
The engine has two multipart camshafts, which actuate the inlet and exhaust
valves and the injection pumps (see Figure 2).
6706 2.3.2-01 EN
Engineering
V48/60B
2008-05-05
Camshaft
1 (8)
MAN Diesel
Components/Assemblies
2.3.2
Thrust bearing
One thrust bearing is provided on the coupling side for positioning the camshafts.
2 (8)
2008-05-05
Engineering
V48/60B
Valve actuation
6706 2.3.2-01 EN
MAN Diesel
2.3.2
The drive for the inlet and exhaust valve actuation is from the camshaft via
the inlet and exhaust cam followers to the push rods. The cam lift is picked
up by the cam follower roller and then transmitted via ball cups from the
cam follower to the push rod.
Valve actuation
The movement of the push rods is transmitted through rocker arms to the
valves. The rocker arms are also carried in ball cups (see Fig. 4).
Valves
Valves/valve guides
Each cylinder head has two inlet (11) and two exhaust (12) valves. They are
guided by pressed in valve guides (15) (see Figure 5).
Components/Assemblies
Valves/seat rings
The exhaust valve cone and the corresponding seat ring are fitted with reinforcement. The exhaust valve seat ring is also designed to be water-cooled.
In the case of the inlet valve, only the valve cone has a reinforcement (see
Figure 5).
Rotators
The inlet valves (11) are turned via valve rotators. The exhaust valves (12)
have propeller blades above the valve plate which rotate the valves by the
gas flowing over them. The rotators counteract high temperature loading at
individual points and guarantee gas-tight valve seats.
Speed governor
An electronic-hydraulic speed and output control system also has an electrical-hydraulic converter, an electronic speed governor and an oil cooler.
6706 2.3.2-01 EN
Engineering
V48/60B
2008-05-05
3 (8)
MAN Diesel
Components/Assemblies
2.3.2
System components with
electronic speed governor
system
The difference between the target speed and the actual value is evaluated
by the mechanical speed controller or by the electronic control unit. If there
is a difference between the two, the connecting rod is adjusted hydraulically,
thus moving the control shaft and the control rods of the injection pumps,
i.e. the amount of fuel injected into the cylinder is changed.
In the electronic control device, the difference between the set and real
speed value is evaluated. A correction signal is created if there is a difference
between the two. The setting unit moves the control rods on the injection
pumps and thus changes the amount of fuel injected into the cylinder.
1
2
3
4
Drive engine
Worm drive
Limit switch
Hydraulic brake
Engineering
V48/60B
2008-05-05
4 (8)
6706 2.3.2-01 EN
MAN Diesel
2.3.2
Components/Assemblies
Operating mode
The fuel is delivered to the pump cylinder of the fuel injection pump via a
ring chamber. The baffle screws are also located here. The pump cylinder
is locked at the top through the valve body. The pressure equalisation valves
(GDE valves) are fitted here. The GDE valves provide virtually complete
elimination of cavitation and pressure fluctuations in the fuel system.
Fill adjustment
Engineering
V48/60B
2008-05-05
Arrangement/Drive
6706 2.3.2-01 EN
5 (8)
MAN Diesel
Components/Assemblies
2.3.2
Filling/Regulation linkage
The filling linkage is actuated by the speed actuator or the relevant control
unit. Its lever action is transmitted to the control shaft (18). It is carried in
bearing blocks which are bolted to the crankcase in front of the injection
pumps. The control rods (23) of the fuel injection pumps (30) are displaced
by the rotary movement.
Buckling lever
Engineering
V48/60B
2008-05-05
6 (8)
6706 2.3.2-01 EN
MAN Diesel
2.3.2
18
19
24
25
30
Control shaft
Fuel pipe
Buckling lever
Fuel injection pipe
Fuel injection pump
Components/Assemblies
Injection pipes
Injection valve
Threaded insert
Cylinder head
Nozzle holder
Combustion chamber
Injection nozzle
Fuel delivery
The fuel injection valve is mounted centrally in the cylinder head. Fuel delivery is via the screw-in piece (26) which is directed through the cylinder head
6706 2.3.2-01 EN
Engineering
V48/60B
2008-05-05
26
27
28
29
32
7 (8)
MAN Diesel
(27) and is bolted to the nozzle holder (28). The fuel is injected directly from
the injection valve into the combustion chamber (29).
Cooling
The injection valves are cooled via a separate nozzle coolant system. The
coolant inlet and outlet are located in the central area of the valve.
2008-05-05
Engineering
V48/60B
Components/Assemblies
2.3.2
8 (8)
6706 2.3.2-01 EN
MAN Diesel
2.3.3
Supercharged system/Turbocharger
Retention process
The supercharging is performed according to the so-called retention process. During this process the exhaust flows out of all cylinders from the
exhaust manifold to the turbocharger. The compressed fresh air from the
turbocharger is fed to the cylinders via the charge air coolers and the charge
air pipes.
Components/Assemblies
Turbocharger
Engineering
V48/60B
2008-06-06
The fresh air intake is via a silencer or inlet spigot. The turbocharger rotor
runs in floating plain bearings on both sides. These are connected to the
engine lubricating oil system.
6706 2.3.3-01 EN
1 (8)
MAN Diesel
Components/Assemblies
2.3.3
Engineering
V48/60B
2008-06-06
2 (8)
6706 2.3.3-01 EN
MAN Diesel
2.3.3
Components/Assemblies
Exhaust pipe
The common exhaust pipe for both rows of cylinders is connected to the
cylinder heads using fixing clips. The exhaust pipe is fitted with expansion
compensators between the rows of cylinders and in front of the turbocharger.
The exhaust pipe covering is comprised of elements which extend over two
cylinder pairs in each case. The metal sheets have insulating mats on the
inside and can be removed after releasing a few screws.
lubricating oil pipe located centrally in the V space in the crankcase. The
6706 2.3.3-01 EN
Engineering
V48/60B
2008-06-06
3 (8)
MAN Diesel
Components/Assemblies
2.3.3
lubricating oil inlet flange is located on the free engine end. Stub lines are
used to transport the lubricating oil to the crankshaft bearings and through
the crankshaft to the torsion vibration damper and to the connecting rod
bearings. The connecting rod finally takes the lubricating oil to the piston
crown and then returns to the oil sump.
Other stub lines supply oil to the camshaft bearings, the cam followers, the
injection pumps and the rocker arms.
The injection nozzles for the camshaft drive gears, the turbocharger and the
speed governor are supplied with lube oil from a distributing pipe on the
coupling side.
The cylinder liner lubrication is by injected oil and oil mist. The piston ring
pack is supplied with oil via holes in the cylinder liner. The engine is fitted
with a cylinder lubricating oil pump per row of cylinders which feeds lubricating oil to the individual cylinder liners via a hydraulically controlled block
distributor. Both the pump distributor units are located on the free engine
end.
Two additional pump distributor units are fitted on the coupling side. They
are provided to lubricate the inlet valve seats.
Fuel pipes
The fuel reaches the injection pumps via a common supply line. Excess fuel
is removed via the return line which runs in parallel. The connections of both
pipes are located on the free engine end. The buffer pistons at the end of
both lines serve to reduce the pressure surges within the fuel system.
2008-06-06
Engineering
V48/60B
4 (8)
6706 2.3.3-01 EN
MAN Diesel
2.3.3
Components/Assemblies
Coolant pipes
The charge air cooler stage 1 (HT) is first supplied with fresh water. The water
flowing out is then used to cool the cylinder liners and heads via the support
rings. The charge air cooler stage 2 (LT) can be primed with fresh water,
untreated water or seawater. The cooling of the fuel injection nozzles is by
a separate fresh water system.
Bleeding/Drainage
6706 2.3.3-01 EN
Engineering
V48/60B
2008-06-06
5 (8)
MAN Diesel
Components/Assemblies
2.3.3
Condensed water pipes
The water which is deposited in the charge air pipe as a result of compression and cooling of the air after the charge air cooler, is removed via a drain
valve.
The crank area bleeding connection is located on the free engine end and
is used for pressure compensation with the atmosphere.
Relief valves
Other relief valves are arranged in the casing covers of the crankcase. They
permit rapid pressure reduction in the case of an explosion in the crankcase.
Starting device
The engine is started by compressed air via cylinder bank A.
6 (8)
The connection from the air cylinders to the starter valves in the cylinder
heads is opened or closed by the intermediate main starter valve. The main
starter valve is mounted on the free engine end. The starter air line is mounted on the support rings on cylinder bank A (see Figure below).
2008-06-06
Engineering
V48/60B
Starting valve
The starting air is taken from the starting air pipe via the support ring to the
starting valve in the cylinder heads. Opening and closing the starting valves
is by control pistons which are actuated by the starting control sliders.
6706 2.3.3-01 EN
MAN Diesel
The starter air pilot valves are arranged next to the injection pumps and
consist of a back-up pipe and a starter cam on the camshaft of cylinder
bank A.
The remote operation system with a device for manual remote start /
remote stop including the start blocking / start release and coupling
control,
The alarm system with threshold value, wire fracture and device fault
monitoring,
Various controllers for auxiliary devices, e.g. for charge air bypass, cylinder lubrication, temperature control etc.
Engineering
V48/60B
2008-06-06
Components/Assemblies
2.3.3
6706 2.3.3-01 EN
7 (8)
MAN Diesel
Components/Assemblies
2.3.3
The data processing for these input and output signals takes place in programmable control elements. The engine can be operated and monitored
and the listed functions can be controlled by means of a panel (operating
station) built into the switch cabinet door. Two keypads and a display are
available for the purpose. The display shows operating values as well as the
operating and control status.
Figure 12: Panel (operating station) with key pads and display
Engineering
V48/60B
8 (8)
6706 2.3.3-01 EN
2008-06-06
MAN Diesel
2.3.4
Components/Assemblies
The charge air bypass device serves to increase the charge pressure in part
load operation mode of ship's main engines. It consists basically of connection pipes between the charge air pipes and the exhaust pipe which can
be controlled by an electro-pneumatic flap.
6706 2.3.4-01 EN
Engineering
V48/60B;V48/60CR
2007-05-07
1 (3)
MAN Diesel
Components/Assemblies
2.3.4
2 (3)
The ignition pressure can be adjusted for different fuel qualities with the
injection timing adjusting device. This involves altering the position of the
eccentric shafts of the injection pump rocker arms using an electric actuator. This adjustment has an influence on the injection timing and thus on the
ignition pressure.
2007-05-07
Engineering
V48/60B;V48/60CR
6706 2.3.4-01 EN
MAN Diesel
2.3.4
Components/Assemblies
CoCoS products
The concept CoCoS comprises software products, order-related data sets
and, in case of CoCoS-EDS, sensors and hardware components as well.
CoCoS-EDS Engine Diagnostics System
CoCoS-SPS Spare Parts Catalogue
CoCoS-MPS Maintenance Planning System
CoCoS-SPO Spare Parts Ordering System
Please refer to the printed material in Section 5.
2007-05-07
Engineering
V48/60B;V48/60CR
6706 2.3.4-01 EN
3 (3)
MAN Diesel
2.3.5
Gallery
Galleries on the engine are necessary for the safe execution of maintenance
work. Galleries attached to engines are therefore available for marine
engines as are free-standing galleries for stationary engines.
Engine support
Components/Assemblies
Rigid support
Semi-resilient support
In case of the semi-resilient support, the engine, in marine drives, is connected to the foundation with steel membranes
Direct resilient support is the most expensive solution. The foundation provides vibration-insulated separation of the engine, and a highly resilient
coupling also separates the elements to be driven.
2008-06-06
Engineering
48/60B;48/60CR
6706 2.3.5-01 EN
1 (5)
MAN Diesel
Components/Assemblies
2.3.5
Crankshaft extension
Auxiliaries drive
2 (5)
The auxiliaries drive, mounted on the free engine end, is required for the
drive of coolant and/or lubrication oil pumps. It consists of a gearwheel
mounted to the free end of the crankshaft before the torsion vibration
damper.
2008-06-06
Engineering
48/60B;48/60CR
6706 2.3.5-01 EN
MAN Diesel
2.3.5
Components/Assemblies
Figure 4: Pumps attached to the engine (coolant top/ lube oil bottom)
Each auxiliaries drive can operate two coolant and two lube oil pumps.
Attachment is on the covering on the free engine end. The lube oil pumps
are attached below and the coolant pumps above.
2008-06-06
Engineering
48/60B;48/60CR
6706 2.3.5-01 EN
3 (5)
MAN Diesel
Components/Assemblies
2.3.5
Oil mist detector
4 (5)
2008-06-06
Engineering
48/60B;48/60CR
6706 2.3.5-01 EN
MAN Diesel
2.3.5
Components/Assemblies
Tools
A range of other useful tools is available to supplement the set of tools
included in the standard supply of the engine. This includes a valve cone
grinder, a valve seat turning unit, a grinding and milling set for the seat surfaces in the cylinder head, a grinding unit for the sealing surfaces in the
cylinder head/ top land ring and a pneumatic honing unit for the cylinder
liners. These tools are needed for, or can facilitate, maintenance work.
2008-06-06
Engineering
48/60B;48/60CR
6706 2.3.5-01 EN
5 (5)
MAN Diesel
2.4
Systems
2.1
2.2
2.3
2.4
2.5
6706 2.4-1 EN
1 (1)
MAN Diesel
2.4.2
6
7
8
9
10
11
12
14
15
16
Systems
Non-return valve
17 Cylinder head
Fuel injection pump
21 Distributing slide valve
Air filter
7171 Starting air inlet
3/2 Way valve / Emergency stop valve 7172 Pilot air supply
3/2 Way valve
Engineering
V48/60B
2008-05-14
6706 2.4.2-01 EN
1 (8)
MAN Diesel
Systems
2.4.2
6
11
14
16
2 (8)
6706 2.4.2-01 EN
2008-05-14
Engineering
V48/60B
MAN Diesel
For starting the engine the following are used primarily, (see Figure 1 and
Figure 2)
the main starter valve (6) with the safety valve (7), arranged on the side
opposite the clutch.
the starter control gate valve (21) arranged next to the high pressure
pumps and
Systems
In brief
2.4.2
In detail
6706 2.4.2-01 EN
Engineering
V48/60B
2008-05-14
3 (8)
MAN Diesel
Systems
2.4.2
1
2
3
4
5
Inlet housing
SV Safety valve
Outlet housing
Bleed Bleeding
Valve cone
S Shoulder
Compression spring
R Annular surface
Air bleed valve
A-E Connections on the valve
(see Figure 2)
2008-05-14
Engineering
V48/60B
4 (8)
6706 2.4.2-01 EN
MAN Diesel
2.4.2
Systems
With the valve M 329/1 opened, the starter control gate valves are also under
pressure. As soon as the starter cam closes the ram pipe in a cylinder, the
distributing slide valve is switched over and pilot air directed to the starting
valve. This opens the starting valve and the full flow of air is directed into
the combustion chamber. The piston is pressed downwards. The crankshaft
and camshaft are turned. The next starter control gate valve is thereby
switched over and the next cylinder supplied with air.
Compressed air flows via the connection 7171 to the main starter valve (6)
(see Figure 1) and via the pneumatically actuated starter valve (8) to the
cylinders. In order to guarantee the perfect operation of the control valves,
even when the pressure is reduced in one part of the compressed air tanks
due to preceding starting procedures, marine main engines have a second
compressed air connection 7172. Non-return valves prevent pressure compensation.
When the isolator valve on the compressed air tank is opened compressed
air flows to the main starter valve (6) and through the air pipe to the control
valve M317. At the same time, compressed air flows through the air filter
M462 to the pilot valve M329/1, the emergency stop valve M329/2 and the
blocking valve M306 (turning over gearbox) (see Figure 2).
6706 2.4.2-01 EN
Engineering
V48/60B
2008-05-14
5 (8)
MAN Diesel
Systems
2.4.2
18 Cylinder head A Control air from the starter control gate valve
19 Starting valve B Compressed air from the main starting valve
20 Support ring
Figure 7: Starting valve
When the blocking valve M306 is open i.e. the turning over gear is disengaged and there is no start block from the safety control system (only on
stationary engines), air flows on to the pilot control valve M329/1. As soon
as it gets a start command from the automatic system or from the control
console it can switch to the through-flow position and it releases the route
to the starting gate valves (21), to the control valve M317. In an emergency
situation the pilot valve M329/1 can also be actuated manually. The control
valve M317 then opens the main starter valve (6) and closes the bleed valve
(5) so that the compressed air flows through the starter line (A) to the starter
valves (8) (see Figure 1 and Figure 5).
Depending upon the position of the camshaft (28), the venting hole of the
starter control gate valve (21) is covered by the starter cam (27) on one
cylinder. This causes a piston in the starter control gate valve to open the
route and air flows via the control line to the relevant starter valve and opens
it. The compressed air thus flows into the cylinder and pushes the piston
downwards, i.e. the crankshaft starts to rotate. When the starter cam runs
away from the area of the impulse pipe. the starter control gate valve (21)
closes, the air supply is interrupted and the pipe is vented. The starting
Engineering
V48/60B
2008-05-14
6 (8)
6706 2.4.2-01 EN
MAN Diesel
2.4.2
Systems
periods of the individual cylinders overlap each other so that a safe start is
guaranteed for each crankshaft position.
Indicator cocks/Safety valves Indicator cocks for connecting the cylinder pressure measuring devices are
Flame breaker
Flame breakers are installed in the connections of the starting air pipe to the
support rings of the cylinder liners. They should prevent flames from flashing
back in the case of damaged starting valves.
Drainage
In the connection line from the pressure tanks to the main starting valve a
discharge cock must be fitted at the deepest point. This cock must be
opened at regular intervals to remove accumulating condensation from the
pipes. The cock is used for bleeding the pipe prior to assembly work. The
relief cock is used for the same purpose on the main starting valve, which
is fitted to the relief pipe of the air bleed valve.
The relief cock must be opened prior to starting maintenance work. This
prevents pressure from building up in front of the main starting valve as a
result of leaks in the pressure tank shut-off fittings which could lead to the
unintentional starting of the engine.
6706 2.4.2-01 EN
Engineering
V48/60B
2008-05-14
directly screwed into the cylinder heads or (with marine main engines) into
the connection points provided with spring-loaded safety valves.
7 (8)
MAN Diesel
2008-05-14
Engineering
V48/60B
Systems
2.4.2
8 (8)
6706 2.4.2-01 EN
MAN Diesel
2.4.3
Systems
Fuel System
Fuel System
1
2
3
4
6
7
8
9
10
11
12
13
6706 2.4.3-01 EN
Engineering
V48/60B
2008-05-14
1 (5)
MAN Diesel
2.4.3
Systems
The position of the control rod is determined by turning the control shaft and
thus this adjusts the fuel quantity (see Figure 4)
15
16
17
19
20
Control rod
21 Compression spring C Leak fuel
Cam followers 22 Cam
D Leak fuel
Pump punch 23 Fuel injection pump E Oil
Control sleeve A Fuel return
F Blocking oil
Pump cylinder B Fuel feed
Engineering
V48/60B
2008-05-14
2 (5)
6706 2.4.3-01 EN
MAN Diesel
2.4.3
Systems
Engineering
V48/60B
2008-05-14
Figure 3: Fuel injection pump with fuel line and fuel injection valve
6706 2.4.3-01 EN
3 (5)
MAN Diesel
Systems
2.4.3
1
2
8
15
23
25
27
28
Buffer piston
Rapid pressure fluctuations arise in the distributor pipe (1) and manifold line
(2) through the priming and shut-off of the injection pump plunger. Such
pressure shocks are reduced by spring-loaded buffer pistons at the inlet
and outlet of the lines.
Injection lines/Leak fuel lines The injection pumps (23) feed the fuel in the injection lines (25) to the injec-
tion valves (5) (see figure 3). The leak fuel (B) draining from the injection
valves and injection pumps is collected in the leak manifold (8) and drained
to the manifold (12 and 13) at the foot of the injection pumps (see schematic
drawing Figure 1).
Engineering
V48/60B
2008-05-14
4 (5)
6706 2.4.3-01 EN
MAN Diesel
2.4.3
Systems
5
18
A
B
Injection valve
Cylinder head
Fuel from the injection valve
Leak fuel
Engineering
V48/60B
2008-05-14
Engines in the heavy oil mode must be equipped with some auxiliary devices
(mixing tank, heating device, viscometer etc.). The exact arrangement of the
individual devices is shown in the fuel diagram of the respective plant.
See technical documentation of the plant.
6706 2.4.3-01 EN
5 (5)
MAN Diesel
2.5
Technical data
2.1
2.2
2.3
2.4
2.5
6706 2.5-1 EN
1 (1)
MAN Diesel
2.5.1
18V 48/60 B
Plant number
Turbocharger
TCA 88 - 40026
Plant number
Charging method
Technical data
Accumulation mode
WA
concerning
X
Stationary engine
Marine main engine
Drive configuration
concerning
Variable-pitch propeller
X
Generator
Other
Fuel
concerning
Diesel oil
Heavy fuel
1 200 mm2 /s
Operation/Monitoring
concerning
Remote control
Central control/Operation without
supervision
according to ISO
According to
3046/I
ISO3046/I
(Standard operating
(at set-up location)
conditions)
Power output
18 960 kW
Air temperature
17 - 37 C
Air pressure
1 bar
Installation height
00125 2.5.1-01 EN
514 1/min
Clockwise -
Engineering
V48/60B
0001-01-01
1 (3)
MAN Diesel
Technical data
2.5.1
Continuous duty/Standard operating
conditions
according to ISO
According to
3046/I
ISO3046/I
(Standard operating
(at set-up location)
conditions)
MCR
Turbocharger speed
Fuel consumption
22.6 bar
Ignition pressure
190 bar
10.3 m/s
Compression ratio
15.3 -
according to ISO
According to
3046/I
ISO3046/I
(Standard operating
(at set-up location)
conditions)
MCR
Heavy fuel
206.1 g/kWh
Diesel oil/MDF
g/kWh
Lube oil consumption
g/kWh
16.5 kg/h
Technical data
Main dimensions
Cylinder diameter
480 mm
Stroke
600 mm
108.57 dm3
Cylinder pitch
Firing sequence
1 000 mm
Cylinder
Clockwise rotation *
Anticlockwise rotation *
12
A1-B1-A3-B3-A5-B5A6-B6-A4-B4-A2-B2
A1-B2-A2-B4-A4-B6A6-B5-A5-B3-A3-B1
14
A1-B1-A2-B2-A4-B4A6-B6-A7-B7-A5-B5A3-B3
A1-B3-A3-B5-A5-B7A7-B6-A6-B4-A4-B2A2-B1
16
A1-B1-A4-B4-A7-B7A6-B6-A8-B8-A5-B5A2-B2-A3-B3
A1-B3-A3-B2-A2-B5A5-B8-A8-B6-A6-B7A7-B4-A4-B1
18
A1-B1-A3-B3-A5-B5A7-B7-A9-B9-A8-B8A6-B6-A4-B4-A2-B2
A1-B2-A2-B4-A4-B6A6-B8-A8-B9-A9-B7A7-B5-A5-B3-A3-B1
concerning
Engineering
V48/60B
2 (3)
0001-01-01
opens
46 CA before TDC
closes
1 CA after BDC
opens
64 CA before BDC
00125 2.5.1-01 EN
MAN Diesel
2.5.1
closes
39 CA after TDC
Overlap
85 CA
Starting valve
opens
closes
in 12 cylinder engine
Closes in
14- to 18-cylinder
engine
opens/closes
Technical data
Control times
dB(A)
Sound (air pressure)
according to
Sound (structure-borne noise)
according to
Noxious substances in the exhaust
NOx
2 000 mg/Nm3
Engineering
V48/60B
0001-01-01
according to
00125 2.5.1-01 EN
3 (3)
MAN Diesel
2.5.2
Operating temperatures*
Air
max. 45 C 1)
Charge air
45 ... 58 C 2)
Exhaust
max. 480 C
Lube oil
Fuel
Technical data
50C
max. 570 C
90 , max. 95 C
4)
60 C
80 ... 85 C
max. 38 C 1)
50 ... 55 C
40 C
max. 50 C
(see table) 3)
Starting air
Control air
Charge air
max. 50 mbar
Cylinder
190 bar
5 bar
230 +7 bar
max. 5 mbar
50 mbar
Lube oil
3 ... 4 bar
Nozzle coolant
3 ... 5 bar
2 ... 4 bar
6706 2.5.2-01 EN
Engineering
V48/60B
2007-12-17
Coolant
1 (2)
MAN Diesel
Technical data
2.5.2
Fuel
4 ... 8 bar
(opening pressure)
370 bar
Required pressure in the fuel system depending on the fuel viscosity and injection viscosity
Fuel viscosity
Injection viscosity
Evaporation pressure
(mm2/s at 50 C)
(mm2/s)
(C)
(bar)
(bar)
180
320
12
12
124
137
1,4
2,4
2,4
3,4
380
420
12
12
140
142
2,7
2,9
3,7
3,9
500
700
14
14
140
146
2,7
3,2
3,7
4,2
12 bar
Cooling chambers/Water
side
Cylinder head
10 bar
Cylinder liner
7 bar
4 bar
Injection valve
20 bar
7 bar
7 bar
Fuel chambers
20 bar
Lube oil
10 bar
Valid for nominal output and nominal speed. For mandatory reference values, see test run and commissioning
protocol in Volume B5 and "List of measuring and control devices" in Volume D.
1)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2)
Aim for a higher value in conditions of high air humidity (condensation).
3)
Dependent upon the fuel viscosity and injection viscosity. See section 3.3.4 - operating materials.
90 Regulated temperature
*
Engineering
V48/60B
2007-12-17
2 (2)
6706 2.5.2-01 EN
MAN Diesel
2.5.3
729 kg
470 kg
1,208 kg
Cylinder head
1,016 kg
Inlet valve
22 kg
Exhaust valve
24 kg
Cylinder liner
663 kg
632 kg
106 kg
592 kg
353 kg
Gudgeon pin
100 kg
Connecting rod
(connecting rod shank, head, bearing cap)
655 kg
139 kg
289 kg
152 kg
10 kg
12V 48/60 B
20,018 kg
14V 48/60 B
22,822 kg
16V 48/60 B
25,637 kg
18V 48/60 B
28,816 kg
525 kg
518 kg
2,945 kg
Engineering
V48/60B
2007-08-31
Technical data
Weights
6706 2.5.3-01 EN
1 (3)
MAN Diesel
Technical data
2.5.3
Crankcase/Tie rod
Crankcase
12V 48/60 B
approx. 53,500
kg.
14V 48/60 B
approx. 60,700
kg.
16V 48/60 B
approx. 67,800
kg.
18V 48/60 B
approx. 83,600
kg.
Tie rod
114 kg
16 kg
14 kg
35 kg
Injection system
Camshaft
12V 48/60 B
2,418 kg
14V 48/60 B
2,697 kg
16V 48/60 B
3,046 kg
18V 48/60 B
3,329 kg
104 kg
22 kg
approx. 9,000
kg.
Turbocharger TCA 88
approx. 15,500
kg.
approx. 2,550
kg.
211 kg
12V 48/60 B
2,580 kg
14V 48/60 B
2,964 kg
16V 48/60 B
3,597 kg
18V 48/60 B
3,797 kg
approx. 434 kg.
Miscellaneous
Oil pump for cylinder lubrication
7 kg
5 kg
2 (3)
20 kg
approx. 220
kg.
Speed governor
approx. 160
kg.
6706 2.5.3-01 EN
2007-08-31
Engineering
V48/60B
MAN Diesel
2.5.3
approx. 181 t.
14V 48/60 B
approx. 206 t.
16V 48/60 B
approx. 230 t.
18V 48/60 B
approx. 256 t.
Engineering
V48/60B
2007-08-31
12V 48/60 B
Technical data
6706 2.5.3-01 EN
3 (3)
MAN Diesel
2.5.4
Explanations
The table below has been organised according to the MAN subassembly group system, i.e. the subassembly group
numbers in bold entered in the intermediate titles.
Dimensions and clearance are quoted in accordance with the following
schematic:
X
Bore diameter
clearance
Shaft diameter
Technical data
Dimensions/Clearances/Tolerances - Part 1
For printing reasons, tolerances are not quoted in the normal manner
+0.080
200
+0.055
but as described below.
200 +0.080/+0.055
Engineering
V48/60B
2008-06-06
A
B
C
6706 2.5.4-02 EN
1 (5)
MAN Diesel
Technical data
2.5.4
Crankshaft 020
Dimension/Measuring point
A
A
*
**
**
-*
-0.95
2008-06-06
2 (5)
Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
Engineering
V48/60B
480 -0.050
-375 -0.100
--
6706 2.5.4-02 EN
MAN Diesel
2.5.4
Dimension/Measuring point
Technical data
1480 Diameter
300 ... 490 Width (total)
Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
Engineering
V48/60B
2008-06-06
415 -0,040
-220 +0,320/+0,250
-220 -0,025
-175
1370
660
1914
6706 2.5.4-02 EN
3 (5)
MAN Diesel
Technical data
2.5.4
Piston 034
Dimension/Measuring point
*
**
220 +0,080/+0,055
-220 -0,025
380
744
480*
**
The outer diameters are to difficult to check due to the convex oval shape. The listing of exact dimensions
has been omitted since the life of the piston is normally determined by the wear of the ring grooves.
Compression distance - see acceptance record
4 (5)
*
**
***
8 +0.030
-8 -0.013/-0.035
8 +0.200/+0.170
-12 +0.070/+0.040
-12 -0.016/-0.040
----
2008-06-06
Engineering
V48/60B
A
B
C
D
E
F
G
H
J*
J**
J***
6706 2.5.4-02 EN
MAN Diesel
2.5.4
2008-06-06
Technical data
Engineering
V48/60B
6706 2.5.4-02 EN
5 (5)
MAN Diesel
2.5.5
*
**
480 +0,063
----652
570
1189
835
563
126
-1,440
0,384
0,144
0,720
-------
Technical data
Dimensions/Clearances/Tolerances - Part 2
Maximum permissible wear on the measuring point of the gauge bar (see Work Card 050.02)
Ovality, C = (A1 - A2)
Engineering
V48/60B
2007-10-30
Dimension A, B, C valid for cylinder liner, not for top land ring.
The dimension A is measured at the top reversing point of the first piston ring laterally and longitudinally to the
longitudinal axis of the engine.
6706 2.5.5-01 EN
1 (3)
MAN Diesel
Technical data
2.5.5
Cylinder head/Cylinder head bolts 055
Dimension/Measuring point
675
816
1050
670
1866
M56x4
-------
---
2007-10-30
2 (3)
Backlash
Engineering
V48/60B
---
6706 2.5.5-01 EN
MAN Diesel
2.5.5
Rated dimension (mm)
C
D
E
F
**
180 +0.223/+0.164
-180 -0.020/-0.045
--
Technical data
Dimension/Measuring point
Increase in play normally slight. For replacement criteria see Work Card 000.11
Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
Engineering
V48/60B
2007-10-30
200 -0,029
--200 +0,252/+0,183
--
6706 2.5.5-01 EN
3 (3)
MAN Diesel
2.5.6
1)
2)
0.2 +0.100
0.9 +0.100
-0.100 ... 0.165
-----
Engineering
V48/60B
2007-08-31
*
**
***
--32 +0.025
-31.88 +0.020/-0.020
160
38
821.5 +0.300/-0.300
Technical data
Dimensions/Clearances/Tolerances - Part 3
6706 2.5.6-04 EN
1 (6)
MAN Diesel
Technical data
2.5.6
Inlet and exhaust cam follower 112
Dimension/Measuring point
10 -0.011/+0.052
-110 -0.072/-0.107
-110 +0.034/+0.012
60 +0.120/+0.100
-60 +0.039/+0.020
---
0.2 +0.100
Engineering
V48/60B
2007-08-31
2 (6)
--
6706 2.5.6-04 EN
MAN Diesel
2.5.6
Dimension/Measuring point
1)
Engineering
V48/60B
2007-08-31
2)
15 +0,100/+0,080
-14,95 +0,030/-0,030
46 +0,062
-(46)
78 +0,046
-78 -0,030/-0,060
50
925
Technical data
6706 2.5.6-04 EN
3 (6)
MAN Diesel
Technical data
2.5.6
Drive of fuel injection pump 201
Dimension/Measuring point
Dimension/Measuring point
135 +0,230/+0,087
-135 -0,040
75 +0,305/+0,265
-75 +0,039/+0,020
-200 +0,046
-200 -0,050/-0,096
--
75 +0,305/+0,265
-75 +0,039/+0,020
75 +0,100/+0,079
----
Engineering
V48/60B
2007-08-31
4 (6)
6706 2.5.6-04 EN
MAN Diesel
2.5.6
Dimension/Measuring point
*
**
--531
87,7
Technical data
Needle rise
Nozzle specification - see acceptance record
---
Engineering
V48/60B
2007-08-31
A*
B*
Backlash
6706 2.5.6-04 EN
5 (6)
MAN Diesel
Technical data
2.5.6
Dimension/Measuring point
--
75 +0,046
-75 -0,030/-0,060
Engineering
V48/60B
2007-08-31
6 (6)
6706 2.5.6-04 EN
MAN Diesel
Operation/Operating media
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
0001-01-01
5 Appendix
6706 3-1 EN
1 (1)
MAN Diesel
3.1
Prerequisites
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
6706 3.1-1 EN
1 (1)
MAN Diesel
3.1.1
expert mounting and the exact setting of the engine during the trial run.
Prerequisites
Prerequisites/Guarantee
interaction circumstances of the customer with the designers and suppliers and
availability of Technical documentation for the system, especially operating instructions and safety regulations,
2008-06-12
Questions regarding the guarantee are treated in accordance with the "General Supply Conditions" of MAN Diesel SE. We would like to draw your
attention to an important extract to ensure that you can orient your daily
decisions / actions according to these basic principles. The full text or the
agreements made in the individual cases are binding.
Clause 1
6680 3.1.1-01 EN
Operation/Operating media
General
Guarantee
1 (2)
MAN Diesel
Clause 4
"The guarantee does not cover natural wear and tear and parts which have
suffered premature wear because of their material consistency or the
method of their application; also it does not cover damage caused by inappropriate storage, treatment or application, overloading, inappropriate
operating materials, faulty construction work or foundations, unsuitable
subsoil, chemical, electro-chemical or electrical influences".
Clause 5
the erection and start-up of the object of delivery was carried out by
personnel of MAN Diesel SE,
no rework has been carried out without the approval of MAN Diesel SE,
2 (2)
2008-06-12
Operation/Operating media
General
Prerequisites
3.1.1
6680 3.1.1-01 EN
MAN Diesel
3.2
Safety
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
6706 3.2-1 EN
1 (1)
MAN Diesel
3.2.1
German laws and standards and European Union (EU) Directives require
that technical products must have the necessary safety features to protect
the users and must conform to the general recognised technical regulations.
It must be stressed, that hazard-free use and the safety of the machines
must be guaranteed through expert planning and design, and cannot be
achieved through restrictive rules of behaviour.
Intended use
Persistent risks
Safety
General remarks
Signals, symbols, text or illustrations must be used as communication elements which point out such sources of danger/critical situations. They must
be applied to the product and inserted in the technical documentation in an
agreed manner. A multi-stage system is to be used for safety instructions.
Contribution from MAN Diesel MAN Diesel SE complies with these requirements by special endeavours in
the development, design and execution and by corresponding structuring
SE
of the technical documentation, especially with regard to the instructions in
this section. This partially key-word structuring does not, however, absolve
from the observance of the individual sections of the technical documentation. Please note also that inappropriate actions can lead to the loss of
guarantee cover.
2007-10-31
Operation/Operating media
General
6680 3.2.1-02 EN
1 (3)
MAN Diesel
Safety
3.2.1
Warning sign, dangerous locations on the engine
2 (3)
This warning sign must be clearly visible on the engine as well as at all
access points to the engine room or engine house.
Personnel who need to enter the danger area 2.5 m around the machine for
operational reasons must be informed of the existing dangers. Access to
the danger area is only permitted when the operating mode of the engine is
in order and if suitable protection equipment is being worn. Unnecessary
loitering in the danger area is prohibited.
Explanations for the warning sign, meaning of the symbols in the warning notes
Attention!
Warning of a dangerous location!
6680 3.2.1-02 EN
2007-10-31
Operation/Operating media
General
MAN Diesel
3.2.1
Safety
Flammable materials!
Hot surface!
2007-10-31
6680 3.2.1-02 EN
Operation/Operating media
General
Operating instructions/
Observe working instructions!
3 (3)
MAN Diesel
3.2.2
Safety
starting, operating and stopping according to the usual technical operating rules, exclusively by authorised, qualified, trained personnel who
are familiar with the system.
Moreover:
Situation/Characteristic
on condition of
Safe operation in the upper load range with part load optimised turbochargers
Jetassist device
Part load operation with improved combustion and low residue formation 2stage LLK
Operation with optimised part load operating values by adjusting the con- Control times adjusting device
trol times (only engine 32/40)
Injection timing adjusting device
Semi-resilient/resilient support
Crankshaft extension
Cleaning device/s
Cleaning device
2007-04-13
blackout test,
6680 3.2.2-01 EN
Operation/Operating media
General
1 (2)
MAN Diesel
Safety
3.2.2
operation with speed governor failure (only marine main engines 32/40),
unauthorised modifications,
2 (2)
2007-04-13
Operation/Operating media
General
6680 3.2.2-01 EN
MAN Diesel
3.2.3
Safety
Risks/Dangers
Also applicable
During operation:
Plant manager (engineer) available. Operation management/monitoring of
the engine and the relevant supply systems by trained and specially instructed engineer or technical assistant.
Maintenance work/repair work:
Implementation by engineers, technical assistants or fitters and helpers.
Instruction and, in difficult cases: engineer or chief engineer.
Also applicable
For company managers and those who carry out/monitor maintenance work
and repairs it must be proven in accordance with the Energy Law (EnWG)
in Germany that technical management is guaranteed by an adequate number of qualified employees. In other countries comparable laws/guidelines
must be observed. Insufficient personnel/training cannot be compensated
by other endeavours.
2008-06-12
See Table 3 and Figures 1 and 2. These pages are designed to instill the
danger points in the subconscious.
6646 3.2.3-01 EN
Operation/Operating media
V48/60;V48/60B
By the nature of things there are specific dangers associated with technical
products, operating situations and interventions. This is, in spite of all
efforts, also applicable to the development, design and manufacture of
engines and turbochargers. In normal operation, and even under certain
unfavourable conditions, they can be operated safely. Nevertheless, residual hazards remain which cannot be avoided completely. Some of these are
merely potential hazards and some only appear in specific circumstances
or during unplanned actions. Others are particularly current.
1 (7)
MAN Diesel
Safety
3.2.3
2 (7)
2008-06-12
Operation/Operating media
V48/60;V48/60B
6646 3.2.3-01 EN
MAN Diesel
3.2.3
Safety
Figure 2: Danger points on the engine in accordance with EU machine directive (part 2, illustration shows
engine V 48/60)
Dangers can arise not only from components and systems, but even from
certain operating situations or interventions. Hazards of this type are compiled in tables 4 and 5. These provide further indications regarding the
keywords listed in section 3.2.2.
Emission
Danger
Defensive/Protective measure
Air noise
6646 3.2.3-01 EN
Operation/Operating media
V48/60;V48/60B
2008-06-12
3 (7)
MAN Diesel
Safety
3.2.3
Emission
Danger
Defensive/Protective measure
Vibrations
Table 1: Dangers from emissions originating from the engine and turbocharger
Planned workstations
Engines are usually operated by remote control. Regular tours of inspection
according to the rules of "observance-free operation" are required. In this
case priority is given to overseeing measuring, control and regulating devices as well as other areas of the plant particular worthy of attention.
Personnel are not intended to remain continuously in the immediate vicinity
of the engine or turbocharger while it is running.
Servicing and maintenance activities are, as far as possible, not to be carried
out with the engine(s) running in the dangerous zones listed in Table 1 or in
Figures 1 and 2.
4 (7)
Subject
Workstation description
Hearing protection
Head protection
Eye protection
Danger from oil splashes and hot liquids at temperatures of around 200C
Indications:
Facial protection shield against fire jets
Protective clothing
Foot protection
Hand protection
6646 3.2.3-01 EN
2008-06-12
Operation/Operating media
V48/60;V48/60B
MAN Diesel
3.2.3
Safety
Moreover, the special protection equipment which is stipulated in the individual work cards (see Volume B2/working instructions) must be observed!
Source of hazard
Possible consequences
Insufficient/impaired operating
safety
Flywheel (2)
Piping/pressure tank/pressurised
Parts under internal pressure, filled
and liquid or gas filled parts/systems with liquids/gases
(6)
Electrically live
Sensitive to damage/adjustment,
partially pressurised
Functional faults
6646 3.2.3-01 EN
Operation/Operating media
V48/60;V48/60B
2008-06-12
5 (7)
MAN Diesel
Safety
3.2.3
Danger zone
Source of hazard
Possible consequences
Hydraulic tensioning tools, high pres- Parts under high internal pressure
Injuries from projected/parts coming
sure hoses, high pressure pump (18) can rip, break, leak, leaking hydraulic loose or from leaking hydraulic oil
oil in penetrating jets possible,
hydraulic oil is harmful to health
Source of hazard
Possible consequences
Emergency operation with fuel pump Reduction in output required, operswitched off
ating values could be exceeded
Emergency operation with running
gear removed
6 (7)
Danger zone
Source of hazard
Possible consequences
6646 3.2.3-01 EN
2008-06-12
Operation/Operating media
V48/60;V48/60B
MAN Diesel
Source of hazard
Possible consequences
Various
Safety
Danger zone
3.2.3
2008-06-12
Operation/Operating media
V48/60;V48/60B
6646 3.2.3-01 EN
7 (7)
MAN Diesel
3.2.4
Safety
Safety Instructions
Marking/danger scale
Marking
Attention is to be drawn to the dangers by the safety instructions, in conformance with the relevant laws, guidelines and standards. This applies for
marking on the product and in the technical documentation. This should
indicate the following information:
Possible consequences
Scale of danger
Identification of danger
Identification warning
Identification Attention
2007-04-13
Identification Note
6680 3.2.4-01 EN
Operation/Operating media
General
Identification Caution
1 (2)
MAN Diesel
Safety
3.2.4
Examples
Example of danger
Example Attention
2 (2)
2007-04-13
Operation/Operating media
General
6680 3.2.4-01 EN
MAN Diesel
3.2.5
Safety
Safety Regulations
Prerequisites
Personnel
The engine and the systems required for its operation may only be put into
operation, operated and switched off by authorised personnel. The personnel must be trained, instructed and must be familiar with the system and the
potential dangers.
Technical documentation
Operations log
When operating the engine, and during maintenance and overhauls, the
valid accident prevention regulations must be observed. It is advisable to
hang these specifications up in the engine room and to repeatedly indicate
the accident hazards.
Instructions below
Crankshaft
2008-03-14
In the case of marine drive systems, due to the ship's motion or due to
water flow against the propeller in the case of a stationary ship,
6680 3.2.5-01 EN
Operation/Operating media
General
Causes
1 (6)
MAN Diesel
Safety
3.2.5
Protective measures
Close/secure against opening, the isolation valves of the starter air and
control air vessels. Open the drain cocks in the air lines/on filters. Open
the release cocks on the main starter valve.
2 (6)
Fix the instruction sign to operating devices which are used to start the
engine.
Secure the generator switch against switching on (especially on asynchronous generators). Fix warning sign. As far as possible, the fuses/
fuse elements should be opened.
Set climb gradient with engine at rest to zero thrust, not to zero.
When using tools/auxiliary equipment, e.g. during fitting, repair and maintenance work, the following warning must be observed.
6680 3.2.5-01 EN
2008-03-14
Operation/Operating media
General
MAN Diesel
3.2.5
Items (fitting tools, rags, lamps etc.) which are put down in the engine
space or onto the engine, can be snatched up by moving components
and thrown out. This can cause severe material damage and personal
injury.
Safety
Opening the crankcase cover Crankcase covers may only be opened 10 minutes after an alarm or engine
stop because of the elevated bearing temperatures or high oil mist concentrations.
Danger of explosion
When turning the engine over using the turning gearbox, amongst other
things, the following danger warning must be observed.
Danger to life
Reaching into open engine spaces whilst the engine is being turned over
with the turning gearbox can lead to severe personal injury or to death.
Danger of death! Do not reach into the motor space when the engine is
being turned over.
For further information also see the documentation of the installation.
Opening of pipes/pressure
vessels
Before opening pipes, flanges, cable glands or fittings, check that the system is pressure-free or has been drained.
Danger of burning
When removing, all pipes that are to be re-fitted, especially those for fuel,
lube oil and air must be closed off carefully. New ones that are to be fitted
must be checked carefully for cleanliness and must be flushed out if
required. You must ensure that, under no circumstances, foreign bodies
enter the system. If stored for a long time all individual parts must be preserved.
6680 3.2.5-01 EN
Operation/Operating media
General
2008-03-14
Danger of burning from hot fluids, fire hazard from fuel leaks, injuries
from stop plugs being ejected or similar on release under pressure.
3 (6)
MAN Diesel
Safety
3.2.5
Risk of injury
Dismantling/removal of heavy When dismantling or removing heavy components you must always ensure
that the transport equipment is in perfect condition and has the required
components
carrying capacity. The location where the items are to be put down must
also be capable of supporting the weight. This is not always the case on
galleries, stair landings or grid work covers.
De-tensioning compression
springs
In order to release the pressure from compression springs use the devices
provided for the purpose (see the relevant Work Card).
Risk of injury
Coverings
After assembly work, ensure that all coverings on moving parts as well as
insulation on hot parts are back in place. Engine operation with the coverings removed is permitted only in special cases e.g. during the functional
check of the valve rotation device.
Fire hazard.
Loose clothing and long hair could be snatched up. If you lose your balance, instinctively supporting yourself on moving parts can cause serious injuries.
4 (6)
Danger of chemical burns to the skin or eyes and also to the respiratory
tract if gases are produced.
2008-03-14
Operation/Operating media
General
6680 3.2.5-01 EN
MAN Diesel
3.2.5
If you use diesel fuel as a cleaning agent there is a danger of fire or even
explosion. Internal combustion fuel (petrol) or chlorinated hydrocarbons
must not be used for cleaning purposes.
Safety
Danger of explosion
Danger of explosion
Using high pressure cleaning When using high pressure cleaning devices ensure that they are used properly. Shaft exits (even those with lip-type sealing rings), governors, splashdevices
proof monitoring systems, cable sockets as well as noise and heat insulation
under non-waterproof coverings must be covered or not cleaned using highpressure cleaning.
Other precautions
Failure of speed governor/
Overspeed protection
If the speed governor or the overspeed protection fails shut off the engine
immediately. Operation with a malfunctioning governor or overspeed protection should be tolerated only in exceptional situations, and the owner
bears the responsibility.
A sudden release of the engine due to the release of the driving coupling
or de-excitation of the generator causes inadmissibly high speed if the
speed governor or overspeed protection is faulty, resulting in the fracture of running gear parts or the total destruction of the driven machine.
Maintenance and repair work Only trained staff should be allowed to carry out work on the alarm and
on the alarm and safety sys- safety system (electrical/ pneumatic/ hydraulic). It is also absolutely imperative to conduct a thorough and complete functional check of the alarm and
tem
2008-03-14
Fire hazard
The use of fuel and lube oil produces a potential danger of fire in the engineroom. Fuel and oil pipes must not be routed next to uninsulated engine
components (exhaust piping/turbocharger). After overhaul work on exhaust
piping and turbochargers all insulation and coverings must be re-fitted
carefully and completely. All fuel and oil pipes must be regularly checked
for leaks. Leaks should be rectified immediately.
Fire extinguishing units must be to hand. They must be checked regularly.
If fire breaks out the supply of fuel and oil must be stopped immediately
(stop the engine, turn the feed pumps off, close the valves) and you should
try to extinguish the fire using the hand fire extinguishers. If this is unsuc-
6680 3.2.5-01 EN
Operation/Operating media
General
5 (6)
MAN Diesel
3.2.5
Safety
Danger to life
6 (6)
2008-03-14
Operation/Operating media
General
6680 3.2.5-01 EN
MAN Diesel
3.3
Operating media
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
6706 3.3-1 EN
1 (1)
MAN Diesel
3.3.2
Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Origin
Marine Diesel Oil (MDO) is offered as a heavy distillate (Designation ISO-FDMB) or as a mixture of distillate and small amounts of remnant oil (Designation ISO-F-DMC), exclusively for shipping purposes. The most often used
term for the brown or black mixture is "Blended MDO". MDO is manufactured from mineral oil and must be free from organic acids and non-mineral
oil products.
Operating media
Specification
The suitability of a fuel depends upon the design of the engine and the possibilities of cleaning as well as the maintenance of the main properties in the
following table which refer to the delivery condition.
The main properties have been defined on the basis of the standard ISO
8217-2005 and CIMAC-2003. The main properties have been determined
with the quoted test procedures.
Properties
Unit
Test procedure
Specification ISO-F
Designation
DMC
ISO 3675
900
920
mm /s cSt
ISO 3104
>2.5
<11
>4
<14
ISO 3016
<0
<0
<6
<6
ISO 2719
>60
>60
% by weight
ISO CD 10307
0,10
0,10
Vol. %
ISO 3733
<0,3
<0,3
Sulphur content
% by weight
ISO 8754
<2.0
<2.0
Ash content
% by weight
ISO 6245
<0,01
<0,03
% by weight
ISO CD 10370
<0,30
<2.5
Cetane number
ISO 5165
>35
>35
ISO 2160
<1
<1
Vanadium content
mg/kg
DIN 51790T2
<100
mg/kg
ISO CD 10478
<25
Density at 15 C
Kinematic viscosity at 40 C
Visual inspection
kg/m
2
Other specifications:
2008-04-17
Class M2 Class M3
ASTM D 975
2D
4D
ASTM D 396
No. 2
No. 4
With good lighting and at room temperature the fuel should be transparent and clear.
6680 3.3.2-01 EN
Operation/Operating media
General
DMB
3
1 (2)
MAN Diesel
Operating media
3.3.2
Additional information
When transshipping and transferal MDO is treated as residue oil. This means
that there is a possibility that the oil is mixed with high-viscosity fuel or
interfuel, for example with remnants of such fuels in the bunker ship, which
could have a considerable detrimental effect on the main properties.
The oil must be free of used lube oil (ULO). A fuel can be considered free of
used lube oil if the elements Zn, P and Ca are present in levels less than the
following threshold values (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).
The solidifying point indicates the temperature at which the oil no longer
flows. The lowest temperature which is acceptable for the fuel in the system
should be about 10 C above the solidifying point to make sure that the
pump properties are maintained.
The recommended fuel viscosity at the intake pipe of the injection pump is
10 ... 14 mm2/s
When using "Blended MDOs" (ISO-F-DMC) from different bunkers, that are
mixed together, incompatibility can arise because of the formation of sludge
in the fuel system, it may be that there is heavy sludge formation in the
separator, blocking of the filter, inadequate atomisation and to considerable
deposition of combustion products. We therefore recommend that the fuel
storage tank in question be drained as far as possible before loading new
fuel.
Seawater is particularly effective in causing corrosion of the fuel system and
to heat corrosion of the exhaust valves and the turbocharger. Seawater is
also the cause of inadequate vaporisation and thus of poor mixture creation
and combustion with a high proportion of combustion residues.
Solid foreign bodies increase mechanical wear and the formation of ash in
the cylinder.
If the engine is operated primarily with "Blended MDO", i.e. with ISO-FDMC, we recommend mounting a centrifugal separator in front of the fuel
filter. Separator throughput 65 % of the nominal throughput. Deposition
temperature 40 50 C. Solid particles (sand, rust and catalytic converter
particles) and water can thus be removed as far as possible, and the cleaning intervals of the filter elements can be extended considerably.
Investigations
2 (2)
2008-04-17
Operation/Operating media
General
We carry out fuel analysis for our customers in our chemical laboratories at
cost. We require a 0.5 l sample for testing purposes.
6680 3.3.2-01 EN
MAN Diesel
3.3.3
Prerequisites
MAN four stroke diesel engines can be operated with any heavy fuel derived
from crude oil which complies with the requirements in Table 1, provided
that the engine and fuel treatment plant are conceived accordingly. In order
to ensure that we maintain a favourable relationship between fuel costs,
spare parts and repair and maintenance expenditure, we recommend the
consideration of the following points.
Operating media
The quality of the heavy fuel depends to a great extent on the quality of the
crude oil and the refinery process that is employed. For this reason, heavy
fuels having the same viscosity can have markedly different properties
depending upon the place of bunkering. Heavy oil is usually a mixture of
residue oil and distillates. The components in the mixture generally originate
from state-of-the-art refinery processes, catalytic converter cracking plants,
for example. These processes can have a detrimental influence on the stability of the fuel and the ignition and combustion properties. These factors
are also generally have an influence on the treatment of the heavy fuel and
the operational results of the engine.
You should use bunkering locations with standardised heavy oil qualities, if
at all possible. If you purchase oils from independent dealers, you must
make sure that they comply with international specifications. The responsibility for selection of suitable heavy fuels remains that of the engine
operator.
Specifications
Fuels which can be used in an engine must comply with the specification to
ensure adequate quality. The threshold values for heavy fuels are given in
Table 1.
Observe the entries in the last column in Table 1 because these contain
important background information.
Important
The fuel properties from the results of analysis, even if the above conditions
are fulfilled, are possibly inadequate to determine the combustion properties
and stability of the fuel, i.e. the operational results dependent upon the
properties of the oil cannot be determined in advance. This applies particularly to the property of the oil to produce deposits in the combustion
chamber of injection systems in gas ducts and turbines. It may therefore be
necessary to exclude oils that may produce problems.
Mixtures
The addition of engine oils (used lube oil), additives not manufactured from
mineral oils, for example coal tar oil, and residual products from chemical
or other processes, such as solvents (polymers or chemical waste) is not
permitted. The reasons for this include the following: the abrasive and corrosive effects, the adverse combustion properties, the lack of compatibility
6680 3.3.3-01 EN
Operation/Operating media
General
2008-05-14
There are various different international specifications for heavy fuels. The
most important specifications are ISO 8217-2005 and CIMAC-2003. These
two specifications are more or less equivalent. Figure 1 shows the specification CIMAC-2003. All qualities from this specification up to K700 can be
used, provided that the fuel treatment system has been conceived for these
fuels, i.e. for heavy fuels having a maximum density of 1,010 kg/m3 which
can only be used with a modern separation system.
1 (12)
MAN Diesel
3.3.3
Operating media
with mineral oils and, last but not least the damaging effects on the environment. The order placed for fuel must state clearly what is permissible
since this limitation is not included in the generally used fuel specifications.
The addition of engine oils (used lube oil) to the fuel presents a particular
danger because the addition of the lube oil acts as an emulsifier and lead
to the transportation of waste water and catalytic converter particles in fine
suspension. This hinders the required cleaning of the fuel. We, and other
manufacturers, have found that this has caused severe damage to engine
and turbocharger components arising from excessive wear.
A fuel can be considered free of used lube oil (ULO) if the elements Zn, P
and Ca are present in levels less than the following threshold values (Zn: 15
ppm, P: 15 ppm, Ca: 30 ppm).
The addition of chemical by-products, such as solutions, to the fuel is prohibited for environmental reasons by the Resolution of the IMO Marine
Environment Protection Committee dated 1st January 1992.
Leak oil collectors, which collect the leak oil, and the return and overflow
lines in the lube oil system must not have any connection to the fuel tank.
Leak oil lines must be drained into sludge containers.
mm2/s (cSt)
max.
700
Viscosity/Injection
viscosity
max.
55
Viscosity/Injection
viscosity"
g/ml
max.
1,010
Flash point
max.
60
Flashpoint
(ASTM D-93)
max.
30
Low-temperature
behaviour
(ASTM D-97)
max.
30
Low-temperature
behaviour
(ASTM D-97)
max.
22
Combustion properties
Sulphur
5
In marine application 4.5
Ash
0,20
2 (12)
Vanadium
mg/kg
600
Water
Vol. %
Sediment (potential)
Weight %
0,1
6680 3.3.3-01 EN
2008-05-14
Operation/Operating media
General
MAN Diesel
3.3.3
mg/kg
max.
80
Asphalts
Weight %
Sodium
mg/kg
The fuel must be free from additives which have not been derived from mineral oils, such as plant or coal tar oils,
free of tar oil and lube oil (used oil), free from chemical waste and solutions or polymers.
Operating media
2008-05-14
Operation/Operating media
General
6680 3.3.3-01 EN
3 (12)
MAN Diesel
4 (12)
Figure 1: CIMAC recommendations for residue oils for diesel engines (for bunkering)
6680 3.3.3-01 EN
2008-05-14
Operation/Operating media
General
Operating media
3.3.3
MAN Diesel
3.3.3
Operating media
Supplementary Information
It is well-known that the price advantage falls off as the viscosity increases.
It is therefore always more economical to use a fuel with the highest possible
viscosity, which, in many cases, has a poorer quality.
Heavy fuels in accordance with ISO-RM A/B 30 or CIMAC A/B 30 guarantee
reliable operation of even older engines that were not conceived for the
heavy fuels that are available on the market a the present time. ISO-RMA
30 or CIMAC A30 with low pour point are to be preferred if the bunker system
cannot be heated.
Viscosity/Injection viscosity
Heavy fuels having a higher viscosity may have a lower quality. The maximum permissible viscosity depends upon the pre-heater system available
and the capacity (throughput) of the separator.
The prescribed injection viscosity of 12 14 mm2/s (for GenSets 16/24,
21/31, 23/30H, 27/38 and 28/32H: 12 - 18 cSt) and the fuel oil temperature
of the engine must be maintained. Only under these conditions is proper
atomisation and mixing guaranteed, thus providing residue-free combustion. In addition, this prevents mechanical overload of the injection system.
The prescribed injection viscosity and/or the required fuel temperature in
front of the engine can be taken from the viscosity temperature diagram.
Heavy fuel preparation
Problem-free engine operation depends in the main upon the level of care
taken in preparation of the heavy fuel. Particular care should be taken to
ensure that inorganic foreign bodies having strongly abrasive effects (catalytic converter particles, rust, sand) are effectively isolated. Practice has
shown that wear caused by abrasion in the engine increases considerably
with an aluminium or silicon content in excess of 15 mg/kg.
2008-05-14
Settling tank
The settling tank is used for pre-cleaning the heavy fuel. This pre-cleaning
will be more effective the longer the fuel remains in the tank, and the lower
the viscosity of the heavy fuel (maximum pre-heating temperature 75 C to
prevent the formation of asphalt in the heavy fuel). For heavy fuels having a
viscosity less than 380 mm2/s at 50 C one settling tank is adequate. If the
heavy fuel contains a high concentration of foreign bodies or if fuels in
accordance with ISO-F-RM, G/ H/K380 or H/K700 are to be used, two settling tanks will be required, whereby one must be large enough to provide
fuel for problem-free running over a 24 hour period. Before separating the
6680 3.3.3-01 EN
Operation/Operating media
General
Viscosity and density influence the cleaning effects. This must be taken into
account when conceiving and setting the cleaning plant.
5 (12)
MAN Diesel
Operating media
3.3.3
contents of the operating tank, water and sludge must be drawn out of the
settling tank.
Separators
For sucking out materials with higher specific density, e.g. water, foreign
bodies and sludge, a centrifugal separator is particularly suitable. The centrifugal separators must be self-cleaning (i.e. with automatically initiated
cleaning intervals).
Only separators of the latest generation may be used. They are very effective
over a wide range of density without having to switch over, and can separate
water from heavy fuels having a density of up to 1.01 g/ml at 15 C.
Table 2 shows the requirements of the separator. These threshold values
are used by the manufacturer as a dimensioning basis for the separator and
guarantee their fulfilment.
The specifications of the manufacturer must be maintained in order to achieve an optimum cleaning effect.
6 (12)
6680 3.3.3-01 EN
2008-05-14
Operation/Operating media
General
MAN Diesel
3.3.3
Particle size
Quantity
< 5 m
Water
--
Water
Operating media
Definition
The water-containing sludge must be drawn off from the settling tank before
separation starts and at regular intervals from the operating tank. The tank
venting system must be designed in such a way that condensed water cannot flow back into the tanks.
Vanadium/Sodium
Ash
Heavy fuels with a high proportion of ash in the form of foreign bodies such
as sand, corrosion compounds and catalytic converter particles accelerate
mechanical wear in the engine. Catalytic converter particles can be present
from the catalytic cracking process. In most cases these catalytic converter
particles consist of aluminium silicate which cause high wear levels in the
injection system and the engine. The aluminium content determined, multiplied 5 to 8 times (depending upon the catalytic converter connection)
more or less equates to the proportion of catalytic converter residues in the
heavy fuel.
Homogeniser
If you use a homogeniser it must never be installed between the settling tank
and the separator since otherwise damaging contaminants, particularly seawater, cannot be adequately separated.
Flashpoint (ASTM D-93)
National and international regulations concerning transporting, storing with
application for fuels must be maintained with regard to the flashpoint. In
general, for fuels for diesel engines a flashpoint in excess of 60 C is stipulated.
6680 3.3.3-01 EN
Operation/Operating media
General
2008-05-14
7 (12)
MAN Diesel
Operating media
3.3.3
Low-temperature behaviour (ASTM D-97)
Pour point
The pour point is the temperature at which the fuel is no longer fluid (pumpable). Since many heavy fuels having a low viscosity have a pour point above
0 C the bunkering plant must also be pre-heated unless fuel in accordance
with CIMACA30 is used. The entire bunkering system must be conceived in
such a way that pre-heating of the heavy fuel to about 10 C above the pour
point is possible.
Pump properties
Pump problems arise if the fuel has a viscosity in excess of 1,000 mm2/s
(CST) or if the temperature is not at least 10 C above the pour point. See
also "Cold behaviour (ASTM D-97)".
Combustion properties
At an asphalt content of more than two thirds of the coking residue (Conradson) delayed combustion can occur, which leads to increased formation
of combustion residues, for example as deposits on and in the injection
nozzles, increased smoke creation, reduced performance and increased
fuel consumption, together with a rapid increase in ignition pressure and
combustion close to the cylinder wall (thermal overload of the lube oil film).
If the ratio between asphalts and coking residues reaches the threshold
value 0.66 and if the asphalt content exceeds 8 %, additional analysis of the
heavy fuel (thermo-gravimetric analysis TGA) must be carried out by MAN
Diesel in order to confirm the suitability. A similar trend is effected by the
mixture constituents of incompatible heavy fuels or by different or incompatible bunker fluids which are mixed together. As a result we see increased
separation of asphalt (see "Compatibility").
Ignition quality
These days, thin mixing components of heavy fuels are preferably cracking
products, in order to achieve the stipulated reference viscosity, but these
possibly have bad ignition properties. The cetane number of these combinations should be greater than 35. An increased aromatics content (more
than 35 %) also leads to a deterioration in ignition quality.
8 (12)
Pre-heating the charge air in part load running and reduction of initial performance output for a limited time are possible measures for the reduction
in the disadvantages of fuels with bad ignition properties. More effective,
however, is a high compression ratio and operational matching of the injection system to the ignition properties of the fuel being used, as in the piston
engines by MAN Diesel.
The ignition quality is one of the most decisive properties of the fuel. This
value does not appear in the international specifications because there is
no standardised test method. The parameters, such as the calculated aromatic index (CCAI) are therefore aids from which the determinable fuel
properties can be derived. We have found that these methods are suited to
provide a rough determination of the ignition quality of the heavy fuel being
used.
6680 3.3.3-01 EN
2008-05-14
Operation/Operating media
General
Heavy fuels with bad ignition properties have a longer ignition delay and a
delayed combustion, which can lead to thermal overload of the oil film on
the cylinder liner and to high cylinder pressures. The ignition delay and the
resulting pressure increase in the cylinder are influenced by the end temperature and the compression pressure, i.e. by the compression ratio, the
charge air pressure and the charge air temperature.
MAN Diesel
3.3.3
Since the liquid components of the heavy fuel have a decisive influence on
the ignition quality and the flow properties and the combustion quality, the
bunkering company is obliged to supply a heavy fuel quality which is suitable for the diesel engine. (see Figure 3).
Operating media
2008-05-14
Operation/Operating media
General
6680 3.3.3-01 EN
9 (12)
MAN Diesel
Operating media
3.3.3
10 (12)
6680 3.3.3-01 EN
2008-05-14
Operation/Operating media
General
MAN Diesel
3.3.3
Compatibility
The supplier must guarantee that the heavy fuel is homogeneous and
remains stable even after the end of the usual storage period. If various
different bunker fuels are mixed together separation can occur which is
associated with the formation of sludge in the fuel system and which produce large sludge blockages in the separator, block the filter, hinder atomisation and lead to combustion with high levels of residue.
Operating media
If the lube oil quality and engine cooling fulfil the requirements, the BN values
are appropriate (see Section 3.3.6), depending upon the sulphur concentration in the heavy fuel.
Emulsion breakers
Biocides
Combustion additives
Combustion catalysts
(fuel saving, emissions)
Post-combustion additives
2008-05-14
6680 3.3.3-01 EN
Operation/Operating media
General
Pre-combustion additives
11 (12)
MAN Diesel
Operating media
3.3.3
If the engine is not operated with low-sulphur heavy fuel all the time the lube
oil should be chosen for the highest sulphur content of the fuels to be used.
Tests
Sampling
Sample analysis
The samples provided by the bunkering company are often not identical
with the actual bunkered heavy fuel. It is also beneficial to carry out a check
of the heavy fuel properties quoted in the bunker documents, such as density and viscosity. If these values do not agree with the values of the
bunkered heavy fuel there is a danger that the heavy fuel separators and the
pre-heating temperatures are not matched exactly to the injection viscosity.
The criteria for economical operation of the engine with heavy fuel and the
use of the correct lube oil can be determined using the fuel and lube oil
analysis set provided by MAN Diesel.
Our department for fuel and lube oils (Augsburg factory, Department GQC)
would be pleased to provide further information upon request.
12 (12)
2008-05-14
Operation/Operating media
General
The analyses of heavy fuels are carried out for our customers by our chemical laboratories. We require a 0.5 l sample for testing purposes.
6680 3.3.3-01 EN
MAN Diesel
3.3.4
Operating media
2008-05-29
12
126 (Line c)
14
119 (Line d)
6680 3.3.4-01 EN
Operation/Operating media
General
1 (2)
MAN Diesel
Operating media
3.3.4
2 (2)
2008-05-29
Operation/Operating media
General
At fuel viscosities < 2.5 cst you should consult with the technical department
at MAN Diesel SE in Augsburg.
6680 3.3.4-01 EN
MAN Diesel
3.3.6
Quality of lube oils (SAE 40) for heavy fuel operation (using HFO)
The specific initial performance produced by modern diesel engines and the
use of fuels that reach the quality limits ever more often increase the requirements on the lube oil and require careful selection of the lube oil.
Lube oils having medium alkalinity have proven to be well-suited for the
lubrication of moving components and for lubrication of the cylinder of the
turbocharger and for cooling the pistons. Lube oils of medium alkalinity
contain additives which ensure, amongst other things, a higher neutralisation reserve than purely alloyed engine oils (HD oils).
Operating media
Quality of lube oils (SAE 40) for heavy fuel operation (using HFO)
There are no international specifications for lube oils having medium alkalinity. It is therefore necessary to carry out a corresponding test run of
adequate duration in accordance with the instructions provided by the manufacturer.
You may only use lube oils approved by MAN Diesel. They are listed in Table
5.
Specifications
Base oil
The base oil (alloyed lube oil = base oil + additives) must be a narrow distillation section and be refined by modern methods. Paraffins, if they are
present, must affect neither the thermal stability nor the oxidation stability
negatively.
The base oil must conform to the threshold values given in the table below,
especially with regard to resistance to ageing.
Characteristics/Features
Unit
Structure
Threshold value
ASTM-D2500
-15
ASTM-D92
> 200
% by weight
ASTM-D482
< 0,02
% by weight
ASTM-D189
< 0,50
Insoluble n-heptane
% by
weight
ASTM-D4055
or DIN 51592
< 0,2
Evaporation loss
% by
weight
<2
Table 1: Lube oils when using heavy fuel as a fuel - target values
* Works-internal process
The finished oil (base oil with additives) must have the following properties:
6680 3.3.6-01 EN
Operation/Operating media
General
2008-05-14
Testing method
1 (5)
MAN Diesel
Operating media
3.3.6
Additive
The additives must be dissolved in the oil and have a composition which
leaves as little ash as possible, even if the engine is operated temporarily
using distillate oil.
The ash must be soft: If this condition is not met you must expect increased
amounts of deposits in the combustion chamber, particularly on the exhaust
valves and on the inlet housing of the turbocharger. Hard additive ash promotes pitting on the valve seats and burning away of the valves and
increases mechanical wear in the cylinder liners.
Additives must not accelerate filter element blocking, either in the active or
consumed condition.
Washability
The washability must be at such a level that neither tar nor coke residues
from combustion can deposit. The lube oil must not take up any deposits
produced by the fuel.
Dispersion capability
The dispersion capability must be selected in such a way that common lube
oil cleaning systems can remove harmful contaminants from the used oil,
that is to say that the oil must have good separation and filter properties.
Diesel properties
The properties must comply with the minimum requirements of MIL-L 2104
D or API-CD (without taking into account the neutralisation).
Neutralisation capability
Evaporation tendency
Other conditions
The lube oil must not form stable emulsions with water. After one hour a
maximum of 40 ml of emissions must have been formed, according to the
ASDM-D1410 test.
The foaming behaviour (ASTM-D892) must satisfy the following condition:
Less than 20 ml after 10 minutes.
The lube oil must not contain viscosity index improvers. Fresh oil must not
contain any water or any other contaminants.
2 (5)
Engine
SAE-class
40
Neutralisation properties (BN) The market offers lube oils of medium alkalinity with various different neu-
tralisation capabilities (BN). At the present level of knowledge you can create
an interrelation between the expected operating conditions and the BN
number, as shown in Table 3. The final deciding criterion for which BN number permits economical operation of the engine are, however, the operating
results.
Approx. BN
(mg KOH/g oil)
20
Engines/Operating conditions
Marine diesel oil (MDO) of lower quality (ISO-F-DMC) or heavy fuel having a sulphur content less
than 0.5 %
6680 3.3.6-01 EN
2008-05-14
Operation/Operating media
General
MAN Diesel
Engines/Operating conditions
30
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF with
entirely HFO operation only at a sulphur content < 1.5 %.
For the engine 51/60 DF with alternating operation (gas/HFO).
40
Under unfavourable operating conditions 230A, 28/32A and 28/32S and with corresponding
requirements for oil service life and engine purity.
Generally 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF with purely
heavy fuel operation as long as the sulphur content is above 1.5 %.
50
The oils 32/40, 32/44CR, 40/54, 48/60 and 58/64 are inadequate at a BN number of 40 with
regard to oil service life or engine purity (high fuel sulphur content, very low lube oil consumption).
Operating media
Approx. BN
(mg KOH/g oil)
3.3.6
In order to maintain emission regulations, these days we use fuels with various different sulphur contents. In environmentally-sensitive areas (SECA) a
fuel with low sulphur content must be used. Outside the SECA zones you
may use a fuel with a higher sulphur content. In this case the BN number of
the lube oil must be selected to comply with the requirements for operation
with sulphur-rich fuels. Only in the case of exclusive operation with lowsulphur fuel can you use lube oil having a lower BN number.
The final criterion for the decision concerning which additive component is
permitted is, however, the practical result of the most economical engine
operation.
On engines with a separate cylinder lubrication the pistons and cylinder liners are supplied with lube oil by a separate lube oil pump. The volume of
lube oil is set in the factory in accordance with the fuel to be used and the
operating conditions that are to be expected.
A lube oil as specified above is to be used for the cylinder and circulation
lubrication.
Speed governor
On mechanical-hydraulic governors with separate oil sump you should preferably use 5W-40 multigrade oil. If this oil is not available when filling you
can, under exceptional circumstances, use a 15W-40 oil. In doing so it does
not matter if multi-coloured oils based on synthetic or mineral oil are used.
(Designation for armed forces in Germany: O-236)
The oil quality specified by the manufacturer must be used for the remaining
plant components on the engine.
2008-05-14
The inclusion of additives in the lube oil or the mixing of different brands
(oils from different manufacturers) of lube oils is not permitted since the
performance of the carefully matched additives, that are made to measure
for the base oil, can be affected. In this case the lube oil manufacturer (lube
oil supplier) also no longer can guarantee the lube oil properties.
The majority of mineral oil companies have close and continuous contact
with engine manufacturers and can therefore state which oil from its own
product line is approved by the engine manufacturer for the application.
Independently of this information, the lube oil manufacturer always provides
6680 3.3.6-01 EN
Operation/Operating media
General
Experience shows that, for engine L27/38, the operating temperature of the
Woodward governor OG10MAS and the corresponding setting unit for
UG723+ can reach more than 93 C. In cases such as these we would recommend a synthetic oil such as Castrol Alphasyn HG150. Engines delivered
after March 2005 are already filled with this oil.
3 (5)
MAN Diesel
Operating media
3.3.6
a guarantee for the quality and properties of their products. In the event of
any questions we would be pleased to provide further information.
Oil in use
There are no prescribed oil change intervals for MAN Diesel medium range
engines. The oil properties must be checked at regular intervals. As long as
the oil properties are within the defined threshold values (see threshold values table) the oil can continue be used. An oil sample must be analysed
every one to three months (see maintenance schedule). The quality of the
oil can only be maintained if the oil is cleaned using suitable equipment (e.g.
a separator).
Threshold value
Process
Viscosity at 40 C
ISO 3771
Minimum 185 C
ISO 2719
Water content
n-Heptane insoluble
max. 1.5 %
Metal content
Only a benchmark
Fe
CR
Cu
Pb
Sn
AL
Si
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
max. 10 ppm
Tests
We carry out examination of lube oils for our customers in our laboratories.
We require a representative sample of about 0.5 l.
4 (5)
30
40
50
AGIP
Cladium 300
Cladium 400
BP
CASTROL
CEPSA
CHEVRON
(Texaco, Caltex)
Taro 20DP40
Taro 20DP40
Taro 40XL40
Taro 50XL40
EXXON MOBIL
Mobilgard M430
Exxmar 30 TP 40
Mobilgard M430
Exxmar 40 TP 40
Mobilgard M50
PETROBRAS
Marbrax CCD-420
Marbrax CCD-430
Marbrax CCD-440
REPSOL
Neptuno NT 2040
Neptuno NT 3040
Neptuno NT 4040
SHELL
Argina S 40
Argina T 40
Argina X 40
Argina XL 40
TOTAL LUBMARINE
Aurelia XL 4025
Aurelia XL 4030
Aurelia TI 4030
Aurelia XL 4040
Aurelia TI 4040
Aurelia XL 4055
Aurelia TI 4055
Table 5: Lube oils that are approved by MAN Diesel for four stroke engines with heavy fuel.
6680 3.3.6-01 EN
2008-05-14
Operation/Operating media
General
Manufacturer
MAN Diesel
3.3.6
Operating media
2008-05-14
Operation/Operating media
General
6680 3.3.6-01 EN
5 (5)
MAN Diesel
3.3.7
Preliminary Remarks
The engine coolant is a medium which, like the fuel and the lube oil, must
be carefully selected, treated and monitored. Otherwise the walls of the
cooling system which come into contact with the coolant can suffer corrosion, erosion and cavitation, and deposits can also build up. Deposits hinder
heat transfer and can lead to thermal overload of the parts to be cooled.
Treatment with corrosion-protection agents must be carried out before the
installation is commissioned for the first time. When operating later the concentrations stipulated by the engine manufacturer must be maintained. This
is particularly the case with chemical additives.
Operating media
Requirements
Threshold values
The properties of the untreated coolant must have the following threshold
values:
Characteristic/Feature
Properties
Type of water
Total hardness
max 10
dH*
pH value
6,5 - 8
Max. 50
mg/l**
Unit
Test equipment
17.9 mg CaCO3/l
0.179 mmol/l
The MAN Diesel water testing unit contains equipment for simple determination of the above water properties. The manufacturers of corrosion preventatives also supply user-friendly testing equipment. You will find notes
concerning coolant monitoring on Work Card 000.07.
Distillate
If distilled water (for example from a fresh water producer) or fully desalinated water (ion exchange) is available, this should be used preferably as
engine coolant. This water is free from lime and metallic salts, i.e. no deposits can be created which would reduce the transfer of heat to the coolant,
thus reducing the cooling effect. This type of water is, however, more corrosive than normal hard water, since no thin film of lime deposit forms on
the walls which represents temporary protection against corrosion. For this
reason, distilled water must be treated carefully and the concentration of
the additive must be checked at regular intervals.
Hardness
The overall water hardness is composed of temporary and permanent hardness. Of primary importance are the proportions of calcium and magnesium
salts. The temporary hardness is determined by the carbonate content of
the calcium and magnesium salts. The permanent hardness depends upon
the proportion of the remaining calcium and magnesium salts (sulphates).
6680 3.3.7-01 EN
Operation/Operating media
General
2008-05-29
Supplementary information
1 (7)
MAN Diesel
Operating media
3.3.7
The determining factor for the formation of lime deposits in the cooling system is the temporary (carbonate) hardness.
Water with a total hardness of 10dGH must be mixed with distilled water
or softened. Hardening of especially soft water is only required to reduce
the tendency to foaming when using emulsifying corrosion protection oils.
Flow cavitation
Flow cavitation can occur in areas with high flow rates and high levels of
turbulence. If the vaporisation pressure is reached vapour bubbles are created which then collapse in areas of high pressure and thus cause material
damage to constricted areas.
Erosion
Fretting corrosion
protective film on the walls of the cooling surfaces by the use of corrosion
protection agents, in order to prevent the damage described above. A significant pre-condition to making the corrosion protection agent fully effective is untreated water which fulfils the requirements listed under
Requirements.
Protective films can be formed by treating the coolant with a chemical corrosion prevention agent or an emulsifying corrosion protection oil.
Emulsifying corrosion protection oils are used less and less often since their
use, on the one hand, has been restricted from an environmental point of
view, and, on the other hand, because the suppliers hardly ever offer these
products for this and other reasons.
2 (7)
initial damage.
2008-05-29
Operation/Operating media
General
Treatment before initial com- The treatment with a corrosion prevention agent should take place before
the engine is commissioned for the first time, in order to prevent irreparable
missioning of the engine
6680 3.3.7-01 EN
MAN Diesel
A coolant additive can be permitted if it has been tested and approved in
accordance with current regulations of the research association for combustion powered machines (FVV) "Testing of suitability of coolant additives
for cooling liquids in engines with internal combustion". If requested, the
test report must be capable of being presented for inspection. The relative
tests are carried out if required by the state materials testing agency, surface
technology department, Grafenstrasse 2, D-64283 Darmstadt.
If the coolant additive has been tested by the FVV, an engine test must be
carried out for the final issue of an approval.
Operating media
Approval required
3.3.7
Additives must only be used in closed circuits where no considerable consumption is evident with the exception of leaks and evaporation losses.
Chemical additives
Additives based on sodium nitrite and sodium borate etc. have proven to
be effective. Galvanised iron pipes or sacrificial zinc anodes must not be
used in cooling systems. On the one hand, this corrosion protection is not
necessary since the coolant treatment is stipulated and, on the other hand,
the coolant temperatures experienced these days can possibly lead to an
inversion. If necessary the piping must be de-galvanised.
Anti-corrosion oil
This additive is an emulsifiable mineral oil with additives for corrosion protection. A thin film of protective oil forms on the walls of the cooling system
which prevents corrosion without affecting the transfer of heat and which
also therefore prevents the formation of deposits on the walls of the cooling
system.
Emulsifiable anti-corrosion oils have become less important. For reasons of
environmental protection and because of stability problems with emulsions,
oil emulsions are rarely used today.
Antifreeze agent
If temperatures below the freezing point of water cannot be excluded in the
engine, the coolant system or its components must be protected by an
antifreeze agent which also acts as a corrosion inhibitor in the coolant. Otherwise, the entire system must be heated. (Designation for armed forces in
Germany: Sy-7025).
2008-05-29
Antifreeze agents are generally based on ethylene glycol. A suitable chemical additive must be added if the concentration of the antifreeze agent that
the user stipulates for a specific application is inadequate to provide adequate corrosion protection or if, on the basis of reduced requirements of the
frost preventative, a lower concentration of antifreeze agent can be
employed than would be required to provide suitable corrosion protection.
Information concerning the compatibility of the antifreeze agent and the
corrosion protection agent and the required concentrations can be obtained
from the manufacturers. Compatibility of the chemical additives in Table 2
with the antifreeze agents based on ethylene glycol is confirmed. Antifreeze
agents may only be mixed together with the approval of the manufacturer,
even if the agents have the same composition.
6680 3.3.7-01 EN
Operation/Operating media
General
Adequate corrosion protection can be achieved by the addition of the products listed in Table 5, whilst maintaining the prescribed concentration. This
concentration prevents freezing up at temperatures down to -22 C. The
volume of actually required antifreeze agent always depends, however,
upon the lowest temperatures that are to be expected in the application
concerned.
3 (7)
MAN Diesel
Operating media
3.3.7
The cooling system must be cleaned thoroughly before the antifreeze agent
is used.
If the coolant contains an emulsifing corrosion protection oil you must not
add an antifreeze agent since otherwise the emulsion will be broken up and
oil sludge will be formed in the cooling system.
Observe the relevant environmental protection regulations when disposing
of coolant with additives. Information can be obtained from the supplier of
the additives.
Biocides
If the use of biocides is unavoidable because the coolant is contaminated
with bacteria, please observe the following steps:
You must make sure that the suitable biocide is used for the specific
application.
The biocide is compatible with the sealing materials used in the cooling
water system and will not attack them.
Neither the biocide nor its products of decomposition contain corrosionpromoting constituents. Biocides whose decomposition products contain chlorine or sulphate ions are not permitted.
Biocides whose use causes the coolant to foam are not permitted.
4 (7)
The agents used for cleaning must not attack the seals and materials of the
cooling system. These tasks are normally carried out by the supplier of the
coolant additive, or they can, at least, offer suitable products for this purpose. If these tasks are carried out by the engine operator, the services of
a cleaning agent specialist should be employed. The cooling system must
be flushed thoroughly after cleaning. The engine coolant must then be treated immediately with a corrosion protection agent. After the engine is taken
back into service the cleaned system must be checked for leaks.
Regular testing of the coolant condition and the coolant system
Treated coolant can become contaminated during operation and the additive then loses part of its effect. It is therefore advisable to check the
condition of the coolant at regular intervals.
The concentration of the additive must be checked at least once a week
using the test kit provided by the manufacturer. The results must be documented.
6680 3.3.7-01 EN
2008-05-29
Operation/Operating media
General
MAN Diesel
3.3.7
Concentration levels which are too low can promote corrosion and must be
avoided. Concentrations which are slightly higher will not cause any damage. Concentrations which are more than double those recommended
should be avoided.
Operating media
The concentrations of the chemical additives must not fall below the
minimum concentrations listed in Table 2.
Protective measures
2008-05-29
Avoid extended contact with the skin. Wash your hands thoroughly after
use. If larger amounts splash onto clothing and/or cause soaking, change
your clothes and wash them before wearing them again.
If chemicals enter your eyes rinse immediately with plenty of water and
consult a doctor.
Corrosion protection agents are generally damaging to the water circuit.
Coolant can only be drained into the sewage system if the relevant authorities have first been consulted. The corresponding legal regulations must be
observed.
6680 3.3.7-01 EN
Operation/Operating media
General
5 (7)
MAN Diesel
Operating media
3.3.7
Ship's generator blocks
If the ship's auxiliary engine of the type 16/24, 21/31, 23/30H, 27/38 or
28/32H uses the same coolant system as the MAN B+W Diesel two-stroke
main engine, the coolant recommendations for the main engine must be
maintained.
Investigation
We carry out coolant analyses for our customers in our chemical laboratory.
We require a 0.5 l sample for testing purposes.
6 (7)
Initial
metering in
1,000 litres
Manufacturer
Product designation
Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Liquidewt
Maxigard
DEWT-NC
15 l
40 l
4.5 kg
15000*
40000
4500*
700
1330
2250
1,050
2,000
3,375
Unitor Chemicals
KJEMI-Service A.S.
P.O. Box 49/Norway
3140 Borgheim
Rocor NB Liquid
Dieselguard
21.5 l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Nalfleet Marine
Chemicals
P.O. Box 11
Northwich
Cheshire CW8DX, U.K.
3l
10 l
30 l
3,000
10,000
30,000
1,000
1,000
1,000
1,500
1,500
1,500
Maritech AB
P.O.Box 143
S-29122 Kristianstad
Marisol CW
12 L
12,000
2000
3,000
Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem Marigases
64 Sfaktirias Street
18545 Piraeus, Greece
D.C.W.T. Non-Chromate
48 L
48000
2400
Product
Nitrite
(NO2)
Sodium nitrite
(NaNO2)
The values in the marked areas can be determined with the test equipment provided by the chemical manufacturer.
1)
Manufacturer
Product designation
Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Havoline XLI
75 L
7.5 %
Total Lubricants
Paris, France
WT Supra
75 L
7,5 %
6680 3.3.7-01 EN
Minimum concentration
2008-05-29
Operation/Operating media
General
MAN Diesel
3.3.7
Product designation
Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Drewgard CWT
Initial dosing
in 1,000 litres
Minimum concentration
8L
1%
Operating media
Manufacturer
Product
(designation)
Diatsol M
Fedaro M
Solvex WT 3
Oil 9156
Product designation
BASF
Carl-Bosch-Str.
67063 Ludwigshafen,
Rhein
Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Int.
Pipers Way
Swindon SN3 1RE, UK
Antifreeze NF, SF
Antifreeze X2270A
Deutsche Shell AG
berseering 35
22284 Hamburg
Glycoshell
Hchst AG
Werk Gendorf
84508 Burgkirchen
Mobil Oil AG
Steinstrae 5
20095 Hamburg
Frostschutz 500
Arteco, Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Havoline XLC
Total Lubricants
Paris, France
Minimum concentration
6680 3.3.7-01 EN
35%
50%
Operation/Operating media
General
2008-05-29
7 (7)
MAN Diesel
3.3.8
Monitoring is important
The engine oil and coolant must be monitored during use since contamination and acidification limits the use of the lube oil, and if the quality of the
water is inadequate or the proportion of coolant additive in the coolant is
too low this can cause damage to the engine.
With engines using heavy fuel it is also important to monitor the specific
heavy fuel characteristics for optimum heavy fuel treatment. You cannot
always be sure that the values stated in the bunkering papers are applicable
to the delivery.
Operating media
Test case
For comprehensive chemical and physical investigation of the operating
media, we recommend the following MAN B&W Test case:
Medium
Type
Designation
Coolant concentrate
2007-11-13
6680 3.3.8-01 EN
Operation/Operating media
General
1 (4)
MAN Diesel
Operating media
3.3.8
Fuel
Water
Test case
Separator setting
Viscosity
A*
Water content
pH value
Pour point
X
X
A
B
Water hardness
Coolant treatment
**
Drop sample
Spot Test (ASTM-D2781)
X
X
Top-up sets are available for the chemicals used. Each test case includes
an extensive instruction manual which provides all details for use.
6680 3.3.8-01 EN
2007-11-13
Operation/Operating media
General
Density
2 (4)
Lube oil
MAN Diesel
3.3.8
For determining the water content, the Total Base Number (TBN) and the
viscosity of lubricating oils (limited alternative to test case A)
Operating media
Port-A-lab
For testing lube oil. Test scope comparable with Lube Oil Tec.
Refractometer
Sources of supply
Product
A
Source of supply
09.11999-9005
1, 2
09.11999-9002
1, 2
09.11999-9003
1, 2
09.11999-9004
1, 2, 3
Port-A-lab
Measuring equipment for determination of the concentration of nitrite containing corrosion preventatives
Addresses
Source of supply
Address
6680 3.3.8-01 EN
Operation/Operating media
General
2007-11-13
Item number
3 (4)
MAN Diesel
Source of supply
Address
4 (4)
2007-11-13
Operation/Operating media
General
Operating media
3.3.8
6680 3.3.8-01 EN
MAN Diesel
3.3.11
General
The quality and condition of the aspired air (combustion air) have a considerable influence on the engine performance output. Not only are the atmospheric conditions of great importance, but also the contamination by solid
and gaseous foreign bodies.
Mineral dust in the aspired air increases wear. Chemicals and gases promote corrosion.
Operating media
For this reason, effective cleaning of the inlet air (combustion air) and regular
maintenance/cleaning of the air filter is required.
When designing the air aspiration system you must take into account the
fact that the total air pressure drop (filter, silencer, piping) must be maximum
20 bar.
Requirements
The concentrations behind the air filter and/or before the turbocharger inlet
must not exceed the following threshold values:
Properties
Typical values
Unit *
Particle size
max. 5
max. 5
mg/m3 (SPC)
Chlorine
max. 1.5
max. 1.25
max. 15
2008-05-14
Operation/Operating media
General
6680 3.3.11-01 EN
1 (1)
MAN Diesel
3.4
6706 3.4-1 EN
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
1 (1)
MAN Diesel
3.4.1
Turn on the pumps for fuel, lube oil and coolant. Prime the engine lubrication. After a downtime exceeding 12 hours, also open the indicator cocks
and turn the running gear with turning-over gearbox by approx. 3 rotations.
Check whether coolant and lubricating oil are preheated. Set the shut-off
elements in all systems to the operating position. The engine is then ready
to be started.
Recommendation: Starting
with diesel oil
With engines running on heavy fuel we recommend starting the engine with
diesel oil and then switching over to heavy fuel after reaching the operating
temperature. Starting the engine with heavy fuel is possible if the necessary
heaters are fitted or if the heavy fuel ist still hot enough.
Engine start is initiated by a pulse transmitted through the valve M 388/1 to
valve M 329/1 in the operating device on the engine. In an emergency, valve
M 329/1 can be actuated manually.
Moreover, the specifications for the control and monitoring system for stationary engines are to be observed.
Working steps
Switch on pump for cylinder coolant and then switch on the preheating
device. Required temperature approx. 60 C.
Switch on pump for injection valve coolant and then switch on the preheating device. Required temperature approx. 55 C.
Switch on the preheating device for lubricating oil (Heating coil in the
service tank) or preheat lubricating oil in the bypass (Separator circuit).
Required temperature approx. 40 C.
Switch on the fuel pump and then the heaters for the mixer tank, heavy
fuel pipes and final preheater. The temperature of the heavy fuel in the
service tank must always be maintained at approx. 75 C.
If the required temperatures are reached, and the viscosity of the heavy
fuel before the injection pumps corresponds to the specification (see
section 3.3), the engine can be started.
6640 3.4.1-02 EN
Operation/Operating media
48/60;L40/54;L58/64
2007-09-27
1 (8)
MAN Diesel
3.4.1
Fuel System
coolant System
2 (8)
Check zero charge on the control rod of each injection pump and the
ease of movement of the rod.
For heavy fuel operation: Start the heating equipment (unless permanently on) and check it.
Switch off the feed pump and the heating for the final preheater again
(danger of overheating).
Deslurry the coolant tank, coolers, pumps and pipes (engine, injection
valves, charge air cooler).
Check or open the leak water flow in the cylinder liner seal in the support
ring and in the charge air cooler housing to check for leaks.
Check the expansion tank for deposited corrosion inhibitor oil (cylinder
cooling) and separated out fuel (injection valve cooling).
Pump out lubricating oil (from the sump and) from the reservoir tank and
clean oil chambers (do not forget exhaust turbocharger).
Put all cocks into the operating position and switch on the electrically
driven lubricating oil pump or standby pump.
Check the running gear, the injection pumps and valve drive to ensure
that all bearing points are supplied with oil.
Control lubricating oil pressure in front of the engine and in front of the
exhaust turbocharger.
Disengage the turning-over gearbox again and shut off the lube oil
pump.
When the indicator cocks are open, turn running gear with turning-over
gearbox by 2 rotations or activate "slow turn" instead. Ensure that there
is no escape of liquid at the indicator cocks.
6640 3.4.1-02 EN
2007-09-27
Operation/Operating media
48/60;L40/54;L58/64
MAN Diesel
Check tightness of the starting valves in the cylinder heads (see Work
Card in volume B2).
Clearances
Test run
Start heating equipment for lubricating oil and coolant, if available. If the
preheating temperatures have been reached, put the shut-off elements
to the operating position, switch on the fuel, lubricating oil and cooling
water pumps, provided these are not fitted to the engine, and start the
engine. Operate the engine at low speed for approx. 10 minutes.
2007-09-27
Working steps
Check that the display (1) "DO NOT START" does not light up
(if the display lights up, the engine cannot be started).
6640 3.4.1-02 EN
Operation/Operating media
48/60;L40/54;L58/64
1 Display
3 Button
2 Filling lever 4 Actuating lever
Starting system
3.4.1
3 (8)
MAN Diesel
3.4.1
Set filling limiter to desired value using the filling lever (2) (e.g. 100% as
shown in Fig. 1).
4 (8)
Regulate target speed value to about 30% before starting by using the
setting knob.
Check that the display (1) "DO NOT START" does not light up
(if the display lights up, the engine cannot be started).
6640 3.4.1-02 EN
2007-09-27
Operation/Operating media
48/60;L40/54;L58/64
Working steps
MAN Diesel
3.4.1
1 Display
4 Actuating lever
2 Filling lever 5 Fine regulating valve
3 Button
Figure 3: Operating device (PGA speed governor)
Working steps
Regulate set speed value to about 30% before starting by using the fine
regulating valve.
Check that the display (1) "DO NOT START" does not light up
(if the display lights up, the engine cannot be started).
Set filling limiter to the desired value using the filling lever (2).
Adjust the target speed value on the fine regulating valve (5).
2007-09-27
Operation/Operating media
48/60;L40/54;L58/64
6640 3.4.1-02 EN
5 (8)
MAN Diesel
3.4.1
Start engine (with PGA-EG speed governor)
Working steps
Regulate target speed value to about 30% before starting by using the
fine regulating valve.
Check that the display (1) "DO NOT START" does not light up
(if the display lights up, the engine cannot be started).
Adjust the target speed value on the fine regulating valve (5).
6 (8)
6640 3.4.1-02 EN
2007-09-27
Operation/Operating media
48/60;L40/54;L58/64
MAN Diesel
3.4.1
Otherwise switch off the fuel feed pump.
Allow the pumps for coolant and lubricating oil to continue running and
the engine to cool down at a standstill for 10 min.
Close all stop valves, especially the ones on the compressed air tanks.
Check the pressure gauges!
Clean engine on the outside and carry out the required checks. Resolve
potential defects immediately, even if they do not seem to be important.
The injection pipes from the injection pump to the injection valves and
the injection nozzles themselves cannot be flushed. Sooner or later the
heavy fuel remnants inside congeals, depending on the viscosity used.
Before the engine is put into operation again, these parts may have to
be removed, heated and emptied if there are no special heating systems
available for starting the engine with heavy fuel.
Emergency stop
2007-09-27
Simultaneously, the speed governor is affected in such a way that the control linkage of the governor is also set to a zero charge.
This emergency stop device is triggered in two ways, as follows:
1. Automatically by a monitoring device (oil pressure detector, coolant
temperature detector, speed transmitter etc. varies depending on the
engine).
2. Manually, by pressing an emergency button on the control station or
engine control station in the remote control.
6640 3.4.1-02 EN
Operation/Operating media
48/60;L40/54;L58/64
7 (8)
MAN Diesel
In both cases, the emergency stop is displayed by a light in the control
station and possibly an acoustic signal.
8 (8)
2007-09-27
Operation/Operating media
48/60;L40/54;L58/64
3.4.1
6640 3.4.1-02 EN
MAN Diesel
3.4.2
During long-term diesel fuel operation the user should closely monitor the
diesel fuel temperature. Under these circumstances, the maximum temperature limit may be exceeded in engines equipped with a fuel pressure
system for heavy fuel operation, due to the return flow of hot diesel oil into
the mixing tank. A temperature which is too high indicates low viscosity and
lubrication capacity with corresponding danger to the injector pumps. For
this reason, in this case, the stop-cocks in the return line must be set so that
the diesel oil returns to the diesel oil service tank, and not to the mixer tank
(see section 2.4 or plant-specific fuel schematic drawing).
When the system is switched over to heavy fuel oil, the fuel return must
also be switched back to the mixing vessel. Otherwise, the heavy fuel
oil will end up in the diesel fuel operating tank.
Prerequisites
Working steps
Turn on the available heater systems for the mixing tank and heavy fuel
pipes.
2007-09-26
On engines predominantly designed for operation with heavy oil, the fuel
injectors are cooled while running on heavy oil. For lengthier operation with
diesel oil (MGO or MDO, exceeding 72 hours, the nozzle cooling is to be
switched off and the supply line shut off. The return line must be kept open.
6628 3.4.2-01 EN
Operation/Operating media
32/40;32/40CR;32/44CR;48/60CR
1 (2)
MAN Diesel
Working steps
Turn off the final pre-heater for installations in which this is manually
controlled.
The engine may be turned off as soon as the heavy fuel oil in the supply
lines has been consumed and replaced by diesel fuel.
Switching to diesel fuel has the advantage that the engine is always
ready for starting without the necessity of pre-heating the installation
for hours. Service and overhaul work is substantially easier when the
lines and the injection system are filled with diesel fuel.
2 (2)
2007-09-26
Operation/Operating media
32/40;32/40CR;32/44CR;48/60CR
3.4.2
6628 3.4.2-01 EN
MAN Diesel
3.4.3
Principles
Power, speed ...
The following correlation exists between engine power, speed, torque and
the mean effective pressure:
and
pe
VH
N
Z
Md
speed [1/min]
Number of cylinders
torque [Nm]
Mean pressure
The mean effective pressure corresponds to the mean value of the cylinder
pressures of the full four-stroke cycle. It is proportional to power and torque
and inversely proportional to the speed. It is possible to calculate it, based
on the known mechanical efficiency mech from the mean value of the indicated pressures:
Synchronous speeds
2008-07-02
N
F
P
Operating points/characteris- Stable working points of the engine are only the result of a balance of power,
speed and the quantity setting of the fuel feed pumps (charge). The supplied
tic curves
energy must match the energy demand.
6680 3.4.3-02 EN
Operation/Operating media
General
1 (3)
MAN Diesel
3.4.3
Permissible outputs and speeds
During operation, in the first instance, the maximum speed and torque
should be limited to 100%. Continuous power during diesel operation
should be limited to a range between 0 to 100%. During heavy fuel operation
continuous power should be limited between 151) and 100%. During natural
gas operation continuous power should be limited from > 30 to 100%. This
occurs partly through design measures. These must be supplemented by
controlling measures taken during operation.
We recommend operation within the 60 to 90% range of the rated power.
Md Torque
1 Diesel-natural gas operation
2 Diesel operation
2 (3)
Other limitations
Engines, serving to generate electrical power may be run at 110% output for 1 hour within a 12-hour period.
6680 3.4.3-02 EN
2008-07-02
Operation/Operating media
General
1)
MAN Diesel
3.4.3
These data are approximate values. The determining factors for the engine's
operation are the values agreed upon between the purchaser, shipyard/
planning agency and engine manufacturer.
2008-07-02
Operation/Operating media
General
6680 3.4.3-02 EN
3 (3)
MAN Diesel
3.4.4
Prerequisites
Engines require a run-in period:
when put into operation on-site, if after test run the pistons or bearings
were dismantled for inspection or if the engine was partially or fully dismantled for transport.
after fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bearings.
Supplementary Information
Adjustment required
During the run-in procedure the unevenness of the piston-ring surfaces and
cylinder contact surfaces is removed. The run-in period is completed once
the first piston ring perfectly seals the combustion chamber. I.e. the first
piston ring should show an evenly worn contact surface. If the engine is
subjected to higher loads, prior to having been run in, then the hot exhaust
gases will pass between the piston rings and the contact surfaces of the
cylinder. The oil film will be will be destroyed in such locations. The result is
material damage (e.g. burn marks) on the contact surface of the piston rings
and the cylinder liner. Later, this may result in increased engine wear and
high oil consumption.
The time until the run-in procedure is completed is determined by the properties and quality of the surfaces of the cylinder liner, the quality of the fuel
and lube oil, as well as by the engine's load and speed. The run-in periods
indicated in illustrations 1 or 2 may therefore only be regarded as approximate values.
Engine run-in
Operating media
Fuel
The run-in period may be carried out using diesel fuel or heavy fuel. The fuel
used must meet the quality standards (section 3.3) and the design of the
fuel system.
2007-06-26
Lube oil
The run-in lube oil must match the quality standards (see section 3.3), with
regard to the fuel quality.
Thorough flushing of the total lube oil system must be carried out prior
to the engine's initial operation. (See Work Card 000.03).
6680 3.4.4-04 EN
Operation/Operating media
General
For the run-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation. Diesel-gas engines are run in using diesel
operation with the fuel intended as the ignition oil.
1 (4)
MAN Diesel
3.4.4
Engine run-in
Cylinder lubrication
Checks
For generator engines, the speed is initially increased to the nominal speed
in the prescribed time period, prior to the load being turned on. The engine's
output power should remain within the power range as indicated in the figures. Critical speed ranges should be avoided.
If during revision work the cylinder liners, pistons, or piston rings are
replaced, then a new run-in period is required. A run-in period is also
required if the piston rings are replaced in only one piston. The run-in period
must be conducted according to Figure 1 and 2 or according to the associated explanations.
2 (4)
When used bearing shells are reused, or when new bearing shells are installed, these bearings have to be run in. The run-in period should be 3 to 5
hours under progressive loads, applied in stages. The instructions in the
preceding text segments, particularly the ones regarding the "Inspections",
and Figure 1 or 2 must be observed.
Idling at higher speeds for long periods of operation should be avoided if at
all possible.
Continuous operation in the low load range may result in substantial internal
pollution of the engine. Residue from fuel and lube oil combustion may
cause deposits on the top land ring of the piston exposed to combustion,
in the piston ring channels as well as in the inlet channels. Moreover, it is
6680 3.4.4-04 EN
2007-06-26
Operation/Operating media
General
MAN Diesel
3.4.4
Since the piston rings have adapted themselves to the cylinder liner according to the running load, increased wear resulting from quick acceleration
and possibly with other engine trouble (leaking piston rings, piston wear)
should be expected.
After a longer period of low load operation ( 500 hours of operation) a runin period should be performed again, depending on the power, according
to Figure 1 or 2.
Also see instructions in Section 3.5.4 "Low Load Operation".
Further information
For further information, you may contact the MAN Diesel SE customer
service or the customer service of the licensee.
possible that the charge air and exhaust pipe, the charge air cooler, the
turbocharger and the exhaust gas tank may be polluted with oil.
A Engine speed nM
D Run-in period in [h]
B Engine power (prescribed range) E Engine speed and engine power
in [%]
Figure 1: Standard run-in programme for stationary engines and marine
auxiliary engines (constant speed) of engine type 32/40 + 32/44 CR
2007-06-26
Operation/Operating media
General
6680 3.4.4-04 EN
3 (4)
MAN Diesel
A Engine speed nM
D Run-in period in [h]
B Engine power (prescribed range) E Engine speed and engine power
in [%]
Figure 2: Standard run-in programme for stationary engines and marine
auxiliary engines (constant speed) of engine type 40/54 48/60 58/64
4 (4)
2007-06-26
Operation/Operating media
General
3.4.4
6680 3.4.4-04 EN
MAN Diesel
3.5
6706 3.5-1 EN
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
1 (1)
MAN Diesel
3.5.1
Continuous checks(hourly/
daily)
Assess the operating status of the propulsion system, check for alarms
and shutdowns
Check of the most essential engine operating data and ambient conditions,
Periodic checks(daily/weekly) In somewhat longer intervals the scope of the continuous checks should be
Routine jobs
The following routine jobs must be performed at intervals in accordance with
requirements:
6680 3.5.1-02 EN
Operation/Operating media
General
2007-09-28
1 (5)
MAN Diesel
3.5.1
Fuel System
Check and fill the service tank (Diesel oil and heavy fuel) as required.
Drain this tank before switching to another tank.
Never completely drain the service tank, since air would fill the fuel pipes
and the injection system would have to be bled.
Regularly drain or suck water and slurry from the reservoir tanks since
otherwise sediment could accumulate up to the level of the drain pipe.
Check for cleanliness when taking on fuel. Perform a spot test of the
fuel at each bunkering (see Work Card 000.05) and keep these together
with the engine operating data logs. The fuel must comply with the
quality requirements.
Heat the heavy fuel until the required viscosity is obtained for the injection pumps. See figure 1. Supplementary information is included in the
viscosity temperature diagram in Section 3.3.4.
2 (5)
Do not mix heavy fuels with varying viscosity or heavy fuel with distillate.
This could cause instability and lead to failures in the operation of the
engine.
Check the lubricating oil level in the service tank and top up with oil if
required.
Monitor the lubricating oil pressure at the control station and set to the
stipulated operating pressure if required. It is not significant if the oil
6680 3.5.1-02 EN
2007-09-28
Operation/Operating media
General
MAN Diesel
3.5.1
Oil pressure
Coolant System
Check lubricating oil at the stipulated intervals (see maintenance schedule, section 4) for water content.
Use lubricating oil which corresponds to the stipulated quality requirements (see section 3.3).
Check the coolant level in the expansion tanks (cylinder and injection
valve cooling) and top up if required. Check corrosion inhibitor concentration (see quality requirements sheet 3.3.7 and Work Card 000.07).
pressure exceeds the normal value after starting a cold engine, since,
as the oil warms up, it will decrease to the set operating pressure.
Engine coolant
Immediately turn the engine off in the case of faults in the engine coolant
circuit!
2007-09-28
After starting the engine, the compressed air tanks must be refilled
immediately in order to have the required compressed air available at
all times.
The pipes from the distributing pipe to the starting valves must be
checked for heat build-up after starting the engine. If a pipe becomes
too hot the valve in question is not tight. The valve should be overhauled
as soon as possible or replaced. The valve seat and valve cone could
otherwise be destroyed.
The charge air pressure in the test run record is to be compared with
the one on the engine. It permits conclusions to be drawn concerning
the condition of the exhaust turbocharger and the charge air cooler. The
charge air pressure in front of and after the charge air cooler, displayed
6680 3.5.1-02 EN
Operation/Operating media
General
3 (5)
MAN Diesel
4 (5)
Additional work/instructions
Operating values
The exhaust temperatures can vary slightly, despite the fact that the
cylinders all produce the same power. Do not set the cylinders to the
same exhaust temperatures.
The cylinders must be loaded as evenly as possible. This may be determined by matching the ignition pressures and the control linkage positions of the injection pumps.
Check the exhaust clouding. Oil in the combustion chamber makes the
exhaust bluish, poor combustion or overload makes the exhaust dark
or black.
The engine output must be reduced if the intake air temperatures deviate
from the values stipulated for the pipe definition.
Determination of output
For generator units, the effective engine power output may be determined
fairly accurately based on the generator performance PW, which is measured continuously, and on the generator's efficiency gen, which does not
alter much over the standard operating range. In addition, the performance
values may be calculated and compared at certain working points. Working
points are combinations resulting from performance and the related speeds,
or from speeds and the related fuel pump charges. The condition of the
working points enables conclusions to be drawn regarding the efficiency of
the injection system, the supercharger system and the charge exchange
system.
6680 3.5.1-02 EN
2007-09-28
Operation/Operating media
General
3.5.1
MAN Diesel
3.5.1
The oil mist detector checks the oil mist density in the crankcase of each
cylinder (for V-engines of one cylinder pair) and triggers an audible and visible alarm in case of smoke development due to evaporating lube oil due to
high bearing temperature or prospective piston damage.
2007-09-28
Operation/Operating media
General
6680 3.5.1-02 EN
5 (5)
MAN Diesel
3.5.2
6680 3.5.2-02 EN
Operation/Operating media
General
2007-10-17
1 (5)
MAN Diesel
2 (5)
Company
Baewert GmbH
Postfach 177
D-08393 Meerane
6680 3.5.2-02 EN
2007-10-17
Operation/Operating media
General
3.5.2
MAN Diesel
3.5.2
the temperatures and pressures of air, gas, oil and water systems,
the condition of the air filter, compressor, charge air cooler, turbine and
exhaust gas tank.
EDS offers three user levels which are available at any time:
Monitoring
Monitoring,
Trend and
Diagnosis
The EDS uses the values of the normal alarm system and the supplementary
measured values from the EDS-Sensor box. These supplementary measured values are necessary to be able to perform more accurate calculations
and diagnoses. They are acquired every 20 seconds and saved every half
hour. In case of an engine stop, all the data of the last half hour remains
available. This is important for analysis of emergency stops.
2007-10-17
EDS transforms the measured values in such a way that the detected values
describe the engine's actual condition, under observance of physical and
thermodynamical procedures. The measurement protocols can be called
up in various presentation formats.
6680 3.5.2-02 EN
Operation/Operating media
General
3 (5)
MAN Diesel
3.5.2
Trend
Figure 4: CoCoS-EDS trend - operating data are displayed over a specific time
period.
Diagnosis
4 (5)
Date and time of the first distinctive and most recent occurrence of the
malfunction,
2007-10-17
Operation/Operating media
General
6680 3.5.2-02 EN
MAN Diesel
3.5.2
The three modules provide the user with the necessary information concerning the engine's actual condition as well as the comprehensive experience of the MAN Diesel SE engine developers and service engineers.
2007-10-17
Operation/Operating media
General
6680 3.5.2-02 EN
5 (5)
MAN Diesel
3.5.3
Acceleration and load times of diesel engines in stationary power plant systems
Diesel engines must not be subjected to quick acceleration and deceleration. The following aspects must be taken into account.
2007-04-13
Operation/Operating media
General
6680 3.5.3-02 EN
1 (3)
MAN Diesel
3.5.3
Acceleration and load times without preheating
5 C
20 C
20 C
2 (3)
1 ... 3 min
5 min
5 ... 10 min
5 ... 10 min
5 ... 10 min
5 ... 10 min
26 ... 48 min
25 ... 45 min
Operation/Operating media
General
6680 3.5.3-02 EN
MAN Diesel
3.5.3
5 C
40 C
60 C
16 ... 33 min
15 ... 30 min
2007-04-13
6680 3.5.3-02 EN
Operation/Operating media
General
3 (3)
MAN Diesel
3.5.4
Part-load operation
Definition
Correlations
The best operating conditions for the engine are dictated by an even load
ranging from 60 % to 90 % of full load power. The engine's controls and
system design are based on full load performance.
During idling or engine operation at a low load, combustion in the combustion chamber is incomplete. This may result in the creation of deposits in
the combustion chamber, which will lead to increased soot emission and to
increasing cylinder contamination.
In part-load operation, and during the manoeuvring of ships, the coolant
temperatures cannot be controlled in such a way that they remain high during all load conditions. This is, however, especially important during operation with heavy fuel.
From the outset, those engine designs best equipped for low load operation
are those that are equipped with
a two-stage charge air cooler, where the second stage may be turned
off to improve the operating data.
a two-stage charge air cooler and an HT-LT switch that allows LT stage
to be supplied with HT water.
Based on the above, the low load operation with heavy fuel in the range of
< 20 % of the full load may not be extended without limitation. According
to Figure 1, the engine must be transferred to heavy fuel operation after a
phase of low load operation or, it must be operated, immediately after the
low load phase, at a higher load on heavy fuel (> 70 % of full load) in order
to reduce the deposits in the cylinders and the exhaust gas turbocharger.
A long-term operation with heavy fuel in the load range < 25 % of the full
load should definitely be discussed with MAN Diesel SE.
The following regulations apply to low-load operation on diesel fuel:
Continued operation under 15 % of the full load should be avoided if
possible.
If this cannot be avoided, extraordinary measures (e.g. the use of partialload injection nozzles) should be discussed with MAN Diesel SE.
An idling operation, particularly with a nominal speed (generator operation) is only permissible for a period of 1 to 2 hours at the most.
2007-04-13
6680 3.5.4-01 EN
Operation/Operating media
General
If a low load operation is scheduled to take place for a longer duration than
depicted in Figure 2, then the engine should be transferred to diesel oil
operation.
Part-load operation
1 (2)
MAN Diesel
3.5.4
Explanations
Left-hand Figure: Time limitation for the part-load operation with heavy fuel.
Right-hand Figure: Required operating time with > 70% full load power after
low load operation with heavy fuel. Acceleration time from running power to
70 % of full load power at least 15 minutes.
Example
Line a
2 (2)
2007-04-13
Operation/Operating media
General
line b
At 10 % full load: max. 19 hours of heavy fuel operation permitted followed by transfer to diesel oil or
operate engine approx. 1.2 hours at a minimum of 70 % of the full load
in order to burn off deposits. Subsequently, part-load operation with
heavy fuel may be continued.
6680 3.5.4-01 EN
MAN Diesel
3.5.5
Preliminary Remarks
The engine power is one of the most important operating values. It serves
as a standard for the assessment of the engine's operating efficiency and
reliability. However, it also serves as a reference value in the assessment of
other operating data. Working points are combinations resulting from performance and related speeds, or from speeds and the related fuel pump
charges. The position of the working points allows conclusions to be drawn
concerning the following points:
Effectiveness of the injection system, the charging system and the load
changing system.
For older systems (> 30,000 hours of operation) a reliable evaluation is only
possible for working points for which all of the three above-mentioned
parameters are known. Under certain circumstances other relevant operating data must be considered in order to reach a reliable conclusion.
Fundamental Options
For marine driving engines
With marine driving engines the effective engine power Pe is not easily
measurable. This would require a torque measurement. Even from indicator
diagrams, the indicated power of medium-speed, 4-stroke diesel engines,
Pi, cannot be determined.
Alternatively, the working point may be calculated based on the speed and
the mean value of the pump charges. Based on these figures, the related
effective power output may be found. A prerequisite is the use of the same
fuel at the same fuel temperature.
For generator units, the effective engine power output may be determined
fairly accurately based on generator performance PW, which is measured
continuously, and on the generator's efficiency gen, which does not alter
much over the standard operating range. This approach, however, does not
permit any assessment of possible modifications in the engine or generator.
Alternatively, or additionally, working points may be obtained as indicated
above, and the performance values compiled may be compared.
During the engine's run-in period at the factory, the mean value of the pump
charges over the power output are recorded and presented in the form of a
graph in the acceptance report. This applies in the same way to marine
engines and stationary engines. For marine engines, the values are entered
on an additional sheet in relation to 3 propeller charts. The diagram corresponds to Figure 1. For the calculation of the working point and the engine
power output one should, therefore, refer to the respective diagram in the
acceptance report.
With these tools it is possible to determine engine output power and to
assess the working points. For this reason, on marine driving engines, during the maiden voyage, and immediately afterwards with a loaded ship, it is
6680 3.5.5-01 EN
Operation/Operating media
General
Preparations
2007-04-13
Calculation of the engine power and the status of the working point
1 (3)
MAN Diesel
3.5.5
The engine test run is normally performed with diesel fuel (MDO) or gas
oil (MGO). In case of operation with heavy fuel (HFO) the pump charges
are almost the same.
85 - 90 %,
85 - 100 %,
100 %
2 (3)
Since the number of possible influential factors is great, and their influence
not easily evaluated, we recommend that, if in doubt, you contact the nearest customer service facility or service referral site of MAN Diesel SE,
Augsburg.
6680 3.5.5-01 EN
2007-04-13
Operation/Operating media
General
MAN Diesel
3.5.5
Engine speed/charge,
Fuel consumption
At what rpm/speed (economical speed) does the ship have the greatest
range with a specific amount of fuel?
2007-04-13
Operation/Operating media
General
6680 3.5.5-01 EN
3 (3)
MAN Diesel
3.5.7
Overview
MAN Diesel four-stroke engines and turbochargers are designed in such a
way that the best results are obtained, e.g. with regard to fuel consumption
and emissions, under normal service conditions. Special operating situations can, however, be better accommodated using supplementary or alternative equipment.
Table 1 shows such equipment for adapting the engine the special operating
conditions/for optimising the operation behaviour. It contains the preferred
fields of application. The table is intended to provide you with an overview
of the existing possibilities and their definition.
Equipment/Measure
Definition/
Load condition
Full load
Part load
Part load/
Full load
Full load
Accelerate turbocharger
(jet assist)
Manoeuvring
application of load
Part load
Ship
Stationary
X
Availability
Brief descriptions
Device for blowing off charge When operating engines with a full load at a low intake temperature there is
a danger, due to the high air density, that the charge pressure, and therefore
air
the ignition pressure, increases excessively. In order to avoid such conditions, excess charge air in front of or after the charge air cooler is removed
and released to the machine room. This is achieved by means of an electropneumatic throttle flap. Please refer to Section 3.5.12.
2007-10-08
The charge air pipe is connected via a pipe with a smaller diameter and a
bypass flap to the exhaust pipe. The flap is closed in normal operation.
During propeller operation with 25 and 60 % load, the offer of air for the
engine is relatively small or the charge air pressure relatively low. In order
to provide the engine with more air in these conditions, charge air is blown
into the exhaust pipe. For this purpose the bypass flap opens. The higher
pressure forming in the exhaust pipe leads to an increase in the turbine
output and, as such, to an increase in the charge pressure.
The throttle flap is controlled by a pneumatic actuator cylinder depending
on the engine speed and the filling setting of the fuel pumps. See section
3.5.8.
6703 3.5.7-01 EN
Operation/Operating media
48/60B
1 (2)
MAN Diesel
Device for heating the charge High air temperatures in part-load operation improve the combustion as well
as the exhaust gas pollution. This condition can be achieved by fitting a twoair temperature
stage charge air cooler and preheating the charge air in part load operation
(2 stage charge air cooler)
(20 ... 60 % load) by the low temperature (NT) stage.
Control of the charge air tem- The charge air temperature control CHATCO reduces the amount of condensed water that accumulates during engine operation under tropical
perature (CHATCO)
This equipment is used where special demands exist for rapid acceleration
and/or load application. In such cases, the compressed air from the starting
air cylinders is reduced to 4 bar (relative) , directed to the compressor casing
of the turbocharger and blown to the compressor wheel through inclined
apertures. In this way, additional air is supplied to the compressor which, in
turn, is accelerated, thus increasing the charge air pressure. Operation of
the accelerating system is initiated by a control system, and limited to a fixed
load range.
By blowing-off exhaust gas before the turbine, and its return to the exhaust
pipe behind the turbine, exhaust gas pressure reduction at the turbocharger
takes place, or there is a turbine speed reduction at full load. This measure
is necessary when the turbocharger is designed for an optimised part-load
operation. Please refer to Section 03/05/2011.
2 (2)
2007-10-08
Operation/Operating media
48/60B
3.5.7
6703 3.5.7-01 EN
MAN Diesel
3.5.9
Principles
Air contains water in extremely fine distribution - as water vapour. During
compression and cooling of air some of this water will separate from the air.
This applies to the compression and cooling of the charge air by the turbocharger and charge air cooler and it applies to the behaviour of compressed
air in air cylinders. The volume increases:
After the charge air cooler, i.e. in the charge air pipe, 1,000 kg of water per
hour may be produced under certain circumstances. This is due to the great
volumes of air and the relatively high charge air pressures. At tropical temperatures the effect is even greater.
The amount of water produced in compressed air cylinders is much less. It
hardly ever exceeds 5 kg per charge.
The condensation water volume must be reduced as far as possible. Water
must not enter the engine.
Drainage
The drainage of the charge air pipe must function perfectly. Compressed
air cylinders must be drained after they are filled and before use.
2007-11-15
Operation/Operating media
General
6680 3.5.9-01 EN
1 (4)
MAN Diesel
3.5.9
Figure 1: Nomogram for establishing the water condensate volume in the charge air pipes and compressed
air tanks
Example 1 - Establishing the water volume produced in the charge air pipe
1. Step
External temperature
35 C,
relative humidity
90%.
2 (4)
Step 2
50 C,
2.6 bar.
3. Step
6680 3.5.9-01 EN
2007-11-15
Operation/Operating media
General
MAN Diesel
Multiplied by the engine power and the specific air consumption produces the water volume
per hour QA:
Engine power P
12,400 kW,
7.1 kg/kWh.
External temperature
35 C,
relative humidity
90%.
2. Step
40 C = 313 K,
30 bar, corresponding to
3. Step
4. Step
3.5.9
2007-11-15
Operation/Operating media
General
6680 3.5.9-01 EN
3 (4)
MAN Diesel
4. Step
Multiplied with the air mass m in the tank produces the water volume QB, which arises when
filling the pressure vessel:
QB = Bm
m is calculated as follows:
In this equation:
the absolute pressure in the tank pabs
31105 N/m2
287 Nm/kg K,
40 C = 313 K.
4.35 kg water
* The specific air throughput depends upon the type of engine and the engine load. Approximate determination of
the volume of water condensate can use the following approximate values:
Four-stroke engines
Two-stroke engines
4 (4)
2007-11-15
Operation/Operating media
General
3.5.9
6680 3.5.9-01 EN
MAN Diesel
3.5.10
Stand-alone operation
Load application depending
on mean pressure
Greater load applications which may occur in marine auxiliary engines in the
on-board mains, or in stationary engines in stand-alone operation cannot
be handled in a single step. Corresponding to the International Association
of Classification Societies (IACS) and the internationally valid standard ISO
8528-5, the load applications must be carried out in steps. See Figure 1.
Number of steps and the height of the steps are dependent on the effective
mean pressure of the engine.
Load Application
2007-06-27
Greater load application steps may be posible using special equipment. This
requires written permission from MAN Diesel SE.
For load applications depending on the current value, please consult the
diagram in Figure 2.
6680 3.5.10-01 EN
Operation/Operating media
General
1. Step
2. Step
3. Step
4. Step
1 (2)
MAN Diesel
3.5.10
Load reduction
10%,
5%,
5 sec.
Even with load reductions of up to 100% of the rated power, the following
can be guaranteed:
Dynamic speed change in % of the rated speed
Enduring speed change in % of the rated speed
10%,
5%.
Details of the load application and load reduction should be discussed with
MAN Diesel at the planning stage. Approval is required.
2 (2)
2007-06-27
Operation/Operating media
General
Operation of engines in parallel with other power generators of greater output there will be no substantial load jumps. The load behaviour of the
engines is not determined by external circumstances, but by the user's own
judgement. The possibilities for load application and relief of the engine are
controlled by the stipulations in section 3.5.3.
6680 3.5.10-01 EN
MAN Diesel
3.6
6706 3.6-1 EN
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
1 (1)
MAN Diesel
3.6.1
Preliminary Remarks
Fault finding by means of
tables 1-3
Tables 1-3 contain a selection of possible operating faults and their causes.
They are intended to contribute to reliable fault diagnosis and rapid resolution of their cause.
Groupings
other problems.
Firstly, the possible causes of the faults are not usually limited to a single
issue. Quite often several possibilities should be considered. The most likely
cause can be determined from the points listed, with consideration of
The "Info" column contains references to sections in the manual and Work
Cards. With the assistance of the key numbers in the "Code" column the
table may also be employed for questions, such as "What happens if...?".
Example
For example, key number 15 is found in three areas in the table (characterised by ). This means: If the injection timing is too far in the direction "late",
the following consequences are possible:
Please note that the instruction manual for the turbocharger has its own
fault-finding table.
Info
Code
Crankshaft does not turn when starting. Crankshaft turns too slowly, swings back
2007-04-17
01
162.xx
02
161.xx
03
160.xx
05
63
Turning-over gear
79
Error/System
Causes
Info
6680 3.6.1-02 EN
Code
Operation/Operating media
General
Error/System
1 (8)
MAN Diesel
3.6.1
Error/System
Causes
Info
Code
Fuel
3.3
09
Fuel System
06
07
2.4, 200.xx
08
Fuel pressure in front of injection pump too low, feed 2.4, 2.5
pump faulty
12
13
Injection pump/injection pump Excessive play between injection pump piston and
drive
pump cylinder
2.5, 200.xx
16
140.xx
56
140.xx, 400.xx
78
65
63
Causes
Info
Code
3.3
09
Water in fuel
3.3, 000.05
10
07
Fuel pressure in front of injection pump too low, feed 2.4, 2.5
pump faulty
12
13
Injection valve
221.xx
20
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx
ken, valves leaky
26
Error/System
Causes
Info
Code
3.3
09
Water in fuel
3.3, 000.05
10
3.3
66
2 (8)
07
Fuel pressure in front of injection pump too low, feed 2.4, 2.5
pump faulty
12
13
Injection time too late (only for engines with automatic 2.4, 200.xx,
injection timing adjusting device)
120.xx (32/40),
202.xx
(40/45 ... 58/64)
15
2.5, 200.xx
16
200.xx
17
200.xx
18
200.xx
19
6680 3.6.1-02 EN
2007-04-17
Operation/Operating media
General
Fuel System
MAN Diesel
3.6.1
Causes
Info
Code
Injection valves
221.xx
20
221.xx
21
140.xx
56
2.4, 140.xx
22
203.xx
23
Speed governor/
Control linkage
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx
ken, valves leaky
65
Ship
Error/System
Causes
26
89
500.xx
49
45
Info
Code
07
Fuel pressure in front of injection pump too low, feed 2.4, 2.5
pump faulty
12
13
Engine
2.5, 3.5
25
Injection time too early (only for engines with automatic injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
200.xx
17
Injection valves
221.xx
20
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx
ken, valves leaky
26
111.xx
90
Causes
Info
Code
Error/System
Error/System
Fuel
Air in fuel
75
Fuel System
Fuel pressure in front of injection pump too low, feed 2.4, 2.5
pump faulty
12
Speed governor/
Control linkage
2.4, 140.xx
22
140.xx
56
203.xx
23
140.xx, 400.xx
78
Injection pump/injection pump Control rod, regulating sleeve or pump element stick- 200.xx
drive
ing
18
Control and monitoring system Speed reference value unstable (air leak/electrical signal)
58
6680 3.6.1-02 EN
Operation/Operating media
General
2007-04-17
3 (8)
MAN Diesel
3.6.1
Error/System
Causes
Info
Code
Fuel
Water in fuel
3.3, 000.05
10
Fuel System
06
Fuel pressure in front of injection pump too low, feed 2.4, 2.5
pump faulty
12
13
Engine
Speed governor/
Control linkage
2.5, 3.5
25
59
203.xx
23
2.4
24
Error/System
Causes
Info
Code
140.xx
56
57
23
203.xx
85
Causes
Info
Code
Fuel
3.3
09
Engine
2.5, 3.5
25
2.5
73
Injection time too late (only for engines with automatic 2.4, 200.xx,
injection timing adjusting device)
120.xx (32/40),
202.xx
(40/45 ... 58/64)
4 (8)
15
200.xx
69
Injection valves
221.xx
20
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx
ken, valves leaky
Control and monitoring system Charge limit too high (marine main engines - only in
manoeuvring operation)
Turbocharger
64
500.xx
26
49
91
Causes
Info
Code
Fuel
Water in fuel
3.3, 000.05
10
Piston/Piston rings
2.5, 034.xx
28
034.xx
32
Turbocharger over-lubricated
500.xx
92
Turbocharger
6680 3.6.1-02 EN
34
2007-04-17
Operation/Operating media
General
MAN Diesel
Causes
Info
Code
200.xx
17
200.xx (32/40,
40/45), 201.xx
(40/54 ... 58/64)
46
Error/System
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx
ken, valves leaky
26
111.xx
90
Causes
Info
Code
3.3, 000.05
81
Engine
Piston/Piston rings
034.xx
32
Running gear/crankshaft
2.4, 3.5
31
Error/System
Causes
Info
Code
93
76
77
Lube oil
3.3, 000.05
81
Piston/Piston rings
2.5, 034.xx
28
Running gear/crankshaft
2.4, 3.5
31
Error/System
Causes
Info
Code
Error/System
3.6.1
Running gear/crankshaft
104
105
2.4, 3.5
31
Table 1: Errors and their causes/Fault finding Part 1 " Engine Start /Running Engine"
Error/System
Causes
Info
Code
2007-04-17
42
000.08
43
44
47
87
6680 3.6.1-02 EN
Operation/Operating media
General
5 (8)
MAN Diesel
3.6.1
Error/System
Causes
Info
Code
Engine
2.5, 3.5
25
Causes
39
Info
Code
70
Leakage in system
71
74
44
82
39
Causes
61
Info
Code
42
000.08
44
47
87
43
Causes
39
Info
Code
6 (8)
35
36
60
37
80
38
41
82
Causes
39
Info
Code
Fuel pressure in front of injection pump too low, feed 2.4, 2.5
pump faulty
12
Engine
25
48
62
6680 3.6.1-02 EN
2.5, 3.5
2007-04-17
Operation/Operating media
General
MAN Diesel
3.6.1
Causes
Info
Injection time
maladjustment
Injection time too late (only for engines with automatic 2.4, 200.xx,
injection timing adjusting device)
120.xx (32/40),
202.xx
(40/45 ... 58/64)
15
Injection valves
221.xx
20
Injection pump
200.xx
67
200.xx
68
Cylinder head
055.xx
88
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx
ken, valves leaky
Code
26
39
84
Cabling/connections defective/faulty
86
Turbocharger
Ship
500.xx
49
Error/System
Causes
Info
Code
2.5
50
2.5, 322.xx
53
45
Error/System
52
2.5
Injection time
maladjustment
Injection timing too early (only for engines with auto- 2.4, 200.xx,
matic injection timing adjusting device)
120.xx (32/40),
202.xx
(40/45 ... 58/64)
54
14
39
Turbocharger
51
Error/System
Causes
Info
Code
2.5
50
2.5, 322.xx
53
2007-04-17
52
2.5
54
Injection time
maladjustment
Injection time too early (only for engines with automatic injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
6680 3.6.1-02 EN
39
Operation/Operating media
General
7 (8)
MAN Diesel
3.6.1
Error/System
Causes
Info
Code
Turbocharger
51
Error/System
Causes
Info
Code
021.xx
72
Engine
Alignment/foundation faulty
000.09, 012.xx
95
84
Cabling/connections defective/faulty
86
Causes
Info
Code
2.4, 140.xx
22
203.xx
23
2.4
24
Error/System
Causes
Info
Code
Fuel
3.3
66
Fuel System
Injection pump/
injection pump drive
8 (8)
3.3
11
Fuel pressure in front of injection pump too low, feed 2.4, 2.5
pump faulty
12
13
200.xx
17
200.xx
19
18
Causes
Info
Code
161.xx
04
Error/System
Causes
Info
Code
2.5, 3.5
25
Cylinder head
057.xx
27
Injection time
maladjustment
Injection time too early (only for engines with automatic injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
6680 3.6.1-02 EN
2007-04-17
Operation/Operating media
General
Error/System
07
MAN Diesel
3.6.2
If a malfunction of this kind occurs, the engine must be stopped and the
damage rectified. If that is not possible, then the possibilities for emergency
operation must be checked and, if required, the necessary measures taken.
Under certain conditions, mostly at reduced power, the engine may be put
back into operation again. If the engine is not allowed to stop for an important reason, then at least all possibilities for reducing consequential damage
must be utilised.
Diesel-gas engines must be operated in diesel mode.
Table 1 shows such emergencies with their conditions and countermeasures. The texts in the following table describe the example emergencies in
more detail and contain supplementary information.
Malfunction
Key:
A: Single engine system
B: Double engine or
multiple engine system
: Operation possible
: Operation not possible
: Consultation with
MAN Diesel SE required
Conditions/
Measures/
Hazards
Operation possible/impossible
when supporting the engine
Rigid
Resilient
At an angle
A
Case 1
Injection pump
switched off
Conical
A
Code
B
1, 5-7, 9
1, 5-7, 9
1)
1, 5-7, 9,13
Case 3
Piston and connecting rod
removed
Case 4
2 pistons and
connecting rods
removed
12
1, 2, 5-7, 9
1, 2, 5-7, 9
1)
1, 5-7, 9,13
12
1-3, 5-10
1)
1-10, 13
1)
12
11
1)
11
Operation under these conditions is not possible if the generator units are resiliently mounted.
6680 3.6.2-03 EN
12
Operation/Operating media
General
2007-10-29
Case 2
Rocker arm and
push rods dismantled, injection pump
switched off
1 (4)
MAN Diesel
3.6.2
Explanations - type of malfunction
Case 1
Operating faults which require the injection pump to be switched off (charge
to zero) but allow an operation of the affected cylinder/piston against the
normal compression resistance, e.g.
Case 2
Malfunction in the cylinder head due to a faulty valve, gas leakage at the
cylinder head, broken cylinder head bolt.
Operating faults making it necessary to dismantle the rocker arms and the
push rods and to turn the injection pump off (charge to zero), but which allow
the operation of the affected cylinder/piston against the normal compression (closed valves), e.g.
Case 1 and case 2 are less problematic with respect to vibration when
compared with case 3, since the running gear parts remain in place.
With operating faults which do not allow operation of the piston against the
compression, proceed as per case 3 if possible, or switch the engine off.
Case 3
Operating faults which make it necessary to remove the entire running gear
(piston, connecting rod, push rods).
Cases 1...3 are taken into consideration in the torsional vibration calculation. Operating limitations which may be required are indicated by
restricted area signs on the operating devices.
Case 4
2)
2 (4)
code
Conditions/Measures/Hazards
1
Turn injection pump off in accordance with Work Card 200... (see working instructions/Volume
B2).
Dismantle the rocker arms in accordance with Work Card 111. (see working instructions/
Volume B2).
Remove both push rods in accordance with Work Card 112... (see working instructions/volume B2), swivel cam follower upwards and secure in position using the wire rope and
clamping screw from the inventory list3). Seal lube oil bores.
6680 3.6.2-03 EN
2007-10-29
Operation/Operating media
General
MAN Diesel
Conditions/Measures/Hazards
3
3)
Seal the lube oil bores in the crank pin in accordance with Work Card 020.04. (see working
instructions/Volume B2).
Close starting control air pipe on the cylinder that has been shut down.
For substantial compensation of the rotating mass torque in accordance with Work Card 020...
(see working instructions/Volume B2) remove one counterbalance weight in the step of the
defective cylinder.
Reduce engine power (and speed) in accordance with the warning sign on the control station.
Theoretically available power or speed according to the correlations explained below.
Observe the operating data. Exhaust temperatures and turbocharger speeds may not exceed the
permitted values.
If the piston has been removed, difficulties may be encountered when starting up at specific main
bearing positions.
The engine must be supervised at all times. For safety reasons, move or manoeuvre from the
engine room. Restrict operation to emergency cases/limit operating time.
10
Mass compensation faulty. Critical vibrations can arise in the engine or in the ship even outside
the speed ranges that are blocked because of rotational vibration calculations. These ranges
should be avoided/passed through rapidly. Engine power must be reduced to 50 %.
11
Mass compensation highly disturbed. Engine operation is only permitted after consulting MAN
Diesel SE.
12
Mass compensation faulty. Vibration/movements occurring due to the elements of the resilient
bearing not being brought under control.
13
Resilient mounting in accordance with Work Card 012... (see working instructions/Volume B2).
The seizing device is included in the tool kit with single engine systems. It can also be obtained
subsequently. For the work to be done prior to deployment, please contact MAN Diesel SE.
code
3.6.2
Cams and rollers must not come into contact when the camshaft is turning.
2007-10-29
Where:
6680 3.6.2-03 EN
Operation/Operating media
General
Variable-pitch propeller or
generator drive (n = const.)
3 (4)
MAN Diesel
3.6.2
PN
Rated power
nN
Rated speed
Number of cylinders
10
12
14
16
18
0,89
0,91
0,93
0,94
0,94
0,95
0,96
0,96
0,97
0,97
Table 2: Factors for the calculation of the speed reduction in the event of the failure of one cylinder
The primary condition is that the maximum permitted exhaust temperature
is observed, and that the turbocharger does not "pump".
Notes on vibration
Blocked areas/Vibrations
Due to shutting off the injection pump on one cylinder, critical speeds may
occur which require limitations of the operating range. The limitations for
this abnormal operating condition can be taken from the warning signs.
If it is necessary to dismantle the running gear of the cylinder concerned
(case 3) then the engine power must be reduced to 50 %. Moreover, the
mass compensation is considerably disrupted. Free mass forces and free
mass torques can be created. This, in turn, can create anormal vibrations in
the engine and in the ship. In this case it is necessary to impose further
blocked ranges based on a subjective impression.
The disruption of the mass equalisation is only partly compensated for by
dismantling counterweights in order to counterbalance the rotating mass of
the dismantled connecting rod.
4 (4)
2007-10-29
Operation/Operating media
General
6680 3.6.2-03 EN
MAN Diesel
3.6.3
Preliminary Remarks
General
Failure of a turbocharger
High exhaust temperatures which do not match the engine load conditions.
End cover for closing the rear panel of the compressor and turbine with
the rotor assembly removed.
Retaining device for blocking the rotor assembly from the compressor
side (suction section stays open).
All auxiliary equipment is designed so that it is possible for the air and
exhaust gas to flow through the turbocharger.
Engine (see working instructions, volume B2):
Screen (catch grating) for the side of the charge air pipe(s) facing away from
the turbocharger (screen should make the suction of the engine easier).
2007-06-28
6680 3.6.3-02 EN
Operation/Operating media
General
Blind flange(s) for sealing the partially removed charge air bypass pipe (if
provided).
1 (3)
MAN Diesel
3.6.3
Emergency engine operation with turbocharger failure
For critical reasons the engine
must not be stopped
At the next opportunity, check for damage and carry out troubleshooting.
2 (3)
Stop engine.
6680 3.6.3-02 EN
2007-06-28
Operation/Operating media
General
Measures to be taken:
MAN Diesel
3.6.3
At the next opportunity, check for damage and carry out troubleshooting.
Exhaust clouding.
V 32/40
Turbocharger failure
2007-06-28
Operation/Operating media
General
6680 3.6.3-02 EN
3 (3)
MAN Diesel
3.6.4
Relubrication unit
2008-05-06
Regardless of how the lube oil system is otherwise designed, during runout the turbocharger(s) is/are supplied for a period of time with oil from a
top-mounted oil tank (rigid engine support) or by a separately positioned oil
tank (resilient engine mounting).
Systems with automatic oper- After restoring the electrical power supply, the pumps and fans must restart
automatically in the order indicated:
ation
1. Lube oil pump and fuel pump,
2. Coolant pump,
6680 3.6.4-01 EN
Operation/Operating media
General
Stationary engines which are equipped with 2 electrically driven pumps are
set to "zero" charge in case of a blackout. Relubrication of the engine does
not normally take place during the relatively short (1 ... 3 minutes) load-free
run-down period.
1 (2)
MAN Diesel
3.6.4
3. Engine room ventilation,
4. Sea water pump.
The blocking of the fuel pump is disengaged as soon as the coolant and the
lube oil pumps have started up. The drive lever of the automatic control must
be set to STOP and only after doing so may the engine be restarted and
slowly have load applied to it in accordance with the power-up drive program.
Systems with manual opera- In manual mode the engine must be stopped immediately after a Blackout
in order to prevent severe damage caused by lubrication failure or by thertion
mal overload. After restoring the electrical energy supply proceed as per
automatic operating mode. Here, too, it is important that the engine is
restarted and only gradually has load applied to it.
Blackout test
When commissioning engine systems, a blackout is often provoked intentionally to test the engine behaviour and the activation of the shutdown
equipment. To reduce wear on the engine, this test may only be carried out
at an engine speed below approx. 50 % or with a power at approx. 15 %.
2 (2)
2008-05-06
Operation/Operating media
General
6680 3.6.4-01 EN
MAN Diesel
3.6.5
fails, the engine can continue to be operated for a limited time (approx. 250
h). If the engine power is reduced to below 50%, the operating time of the
engine is unlimited.
The lubrication unit must be serviced or replaced as quickly as possible.
The following measures must be carried out before re-commissioning the
cylinder lubrication after operating the engine without cylinder lubrication in
order to clean the bores in the cylinder lubrication system:
1. Switch the pump for pre-lubrication on when the engine is stopped.
2. Switch the pump for cylinder lubrication to manual mode.
3. Turn the engine over slowly for approx.10 minutes (the pump for cylinder
lubrication must be switched on again after 5 minutes).
2007-07-11
Operation/Operating media
General
6680 3.6.5-01 EN
1 (1)
MAN Diesel
3.6.7
Basic information
Operating data/Threshold val- Operating data, e.g. temperatures, pressures, resistance to flow and all
other safety-relevant values/characteristics must be kept within the target
ues
range. Threshold values must not be exceeded. The "Test run and commissioning protocol" (in volume B5) and the "List of measuring and control
devices" (in volume D) contain mandatory reference values.
Alarms, reduction or stop signals are triggered by the most important operating data, depending on the level of excess and risk potential. This is
achieved with the help of the alarm system and safety control system.
Reduction signals reduce the engine output in marine systems. This is achieved by reducing the pitch in variable-pitch propeller systems. Stop signals
cause the engine to stop.
Acoustic or visual warnings can be reset. The displays remain active until
the fault has been eliminated. Reduction or stop signals can be suppressed
in marine systems (with the exception of "overspeed" signal) using the override function with the value "ship before machine". This option is not
available in stationary systems.
The guidelines of the classification societies and the operator's own assessment apply when defining the alarm values and safety-relevant limit values.
Examples
Stop criteria are (for example): overspeed, excessively low lube oil pressure
and excessively high temperatures at crankshaft main bearings. If the oil
mist detector responds it is normal also for a stop to be effected. If the
coolant temperature in ship's systems is too high a power reduction is initiated.
Response in the event that operating values are exceeded when alarms occur
Legal situation
The purpose of alarm, reduction and safety signals is to warn against or
eliminate dangers. Due care must be observed when investigating their
causes. The malfunction sources must be consistently eliminated. They
must not be ignored or suppressed, unless instructions to do so are given
by the management, or in cases where the cause represents a high degree
of danger.
2007-04-20
Liability claims for damage caused by exceeding target values and/or suppressing/ignoring alarm and safety signals will not be recognised under any
circumstances.
6680 3.6.7-01 EN
Operation/Operating media
General
1 (1)
MAN Diesel
3.6.8
If the oil mist concentration is too high this poses an acute danger to
persons and property. It may cause an explosion in the crankcase which
could severely damage the engine, crankshaft and running gear parts.
If the oil mist concentration is too high the engine is switched off by the
safety control system. If this does not occur, or if this feature is not provided, the engine must be switched off manually. This must be carried
out within seconds.
The engine is not monitored when the oil mist detector is inoperative. In this
case, initial signs of damage cannot be detected or will not be detected in
time.
2007-04-20
6680 3.6.8-01 EN
Operation/Operating media
General
1 (2)
MAN Diesel
3.6.8
visual inspection of the running gear parts and the sump for swarf, discolouration and warping of materials and
visual inspection of all piston skirts and cylinder liners. Aluminium alloy
piston skirts suffer pick-up damage at an earlier stage, grey cast iron
skirts are less sensitive.
Running gear check, external Once the control shaft cover has been opened, the checks to be carried out
include:
visual inspection of camshaft(s), fuel injection pump drives, cam followers and rollers for wear/seizure.
To carry out this check, the cylinder head covers must be opened and the
combustion chambers, particularly the cylinder liner contact surfaces, must
be inspected either using an endoscope once the injection valves have been
removed or with a mirror following removal of one inlet valve cage and one
exhaust valve cage (if installed).
If no damage is found during this inspection the previously unchecked
points in the troubleshooting list should then be checked. If necessary contact the nearest service support location.
Starting engine
2 (2)
2007-04-20
Operation/Operating media
General
The engine may only be restarted after you ensure that no damage exists
or that the original damage has been rectified.
6680 3.6.8-01 EN
MAN Diesel
3.6.8
General
Running gear temperature
monitoring
The running gear temperatures in the crankcase are transferred to the surrounding lube oil. Damage to big end bearings, piston seizure and blow-bys
from the combustion chamber cause a change in the lube oil temperature.
For the splash oil monitoring system some of the splash oil in each big-end
bearing pin is collected; the temperatures of the splash oil are monitored
and compared. If the maximum temperature is exceeded, or if the temperature differential between the individual running gears is too great, initially
an alarm is triggered followed by an automatic engine stop if necessary.
The engine is not monitored when the splash-oil monitoring system is inoperable. In this case, initial signs of damage cannot be detected or will not
be detected in time.
Once an alarm has occurred, the splash oil temperatures must continue to
be monitored. If the temperature value causing the alarm does not fall back
to the normal value after a short period the engine must be stopped and the
relevant running gear must be checked. A check of the running gear must
be carried out after an automatic engine stop.
visual inspection of the running gear parts and the sump for swarf, discolouration and warping of materials and
visual inspection of all piston skirts and cylinder liners. Aluminium alloy
piston skirts suffer pick-up damage at an earlier stage, grey cast iron
skirts are less sensitive.
6680 3.6.8-02 EN
Operation/Operating media
General
2008-06-03
1 (2)
MAN Diesel
Starting engine
The engine may only be restarted after you ensure that no damage exists
or that the original damage has been rectified.
2 (2)
2008-06-03
Operation/Operating media
General
3.6.8
6680 3.6.8-02 EN
MAN Diesel
3.6.9
Basic information
In engines equipped with "Slow-Turn", the engine is turned over automatically prior to starting this process is monitored in the engine control
system. If the engine does not reach the number of anticipated crankshaft
revolutions within the specified period, or if the minimum slow-turn time is
not achieved, an error message is produced.
A corresponding error message normally indicates that fluid has accumulated in the combustion chamber. If the slow-turn procedure is completed
successfully, the engine starts automatically.
With the slow-turn procedure the engine is automatically turned with the air
pressure reduced prior to the actual engine start. During this process, 2.5
crankshaft revolutions must be achieved within a specific time period. If this
occurs in less than 15 seconds, or if takes longer than 40 seconds, a slowturn error is produced by the engine control system.
Slow-turn parameters
Value
Revolution counter
2.5 revolutions
40 sec
15 sec
4h
The engine is normally prevented from turning freely by fluid that has penetrated the combustion chamber. This may be fuel, coolant or lube oil. In this
case the engine must be turned through one full crankshaft revolution with
the indicator cocks open using the turning-over gearbox.
In this case the following procedure must be observed:
2007-07-24
6680 3.6.9-01 EN
Operation/Operating media
General
1 (2)
MAN Diesel
Slow-turn error
Blowing out of the affected cylinder in this case is not permitted! If the
above steps are not carried out a slow-turn error will occur during subsequent starting attempts!
2 (2)
2007-07-24
Operation/Operating media
General
3.6.9
6680 3.6.9-01 EN
MAN Diesel
3.7
6706 3.7-1 EN
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
1 (1)
MAN Diesel
3.7.1
2007-04-20
Operation/Operating media
General
6680 3.7.1-01 EN
1 (1)
MAN Diesel
Maintenance/Repairs
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
0001-01-01
5 Appendix
6706 4-1 EN
1 (1)
MAN Diesel
4.1
General remarks
Purpose of maintenance
work/prerequisites
Alongside regular checks, maintenance work is one of the operator's obligations and serves to maintain the operational readiness and reliability of
the system. This work must be carried out in accordance with the maintenance schedule in a timely manner by competent personnel.
Maintenance work helps operating personnel detect emerging malfunctions
on time. It provides the persons responsible with information on necessary
reconditioning work or repairs and influences the planning of downtimes.
Maintenance/Repairs
General remarks
Maintenance and repair work can only be carried out properly and correctly
if the required spare parts are available. In addition to spare parts, it is also
expedient to keep a stock of parts in reserve to cater for unexpected failures.
Please ask MAN B&W Diesel AG to submit a quotation if required.
Maintenance schedule/main- The necessary work is listed in the maintenance schedule. This contains
tenance intervals/personnel
and time requirements
Work Cards in Volume B2 and The Work Cards, summarised in parts B2 and C2 of the Technical Documentation, give a brief description of the meaning and purpose of the work.
C2
They also contain information on
Maintenance schedule for the A dedicated maintenance schedule is provided for the turbocharger(s). This
can be found in Volume C1.
turbocharger
2007-04-20
Maintenance/Repairs
General
6680 4.1-03 EN
1 (1)
MAN Diesel
4.2
Preliminary Remarks
Maintenance schedules
Systems
4.7.1
Engine
4.7.2
Turbocharger
4.7.3
Maintenance/Repairs
Maintenance schedules 4.7.1 and 4.7.2 are jointly applicable. They summarise work that is to be carried out at regular intervals or within a range of
intervals.
After 30,000 or 36,000 operating hours, a thorough examination of the main
components must be carried out. In particular, the cylinder heads and
valves, the cylinder liners and pistons and the running gear parts and bearings should be checked for wear and renewed if necessary. It is recommended that extensive work such as this and the general overhaul is carried
out by one of our customer service locations.
2007-10-23
6628 4.2-02 EN
Maintenance/Repairs
General
1 (2)
MAN Diesel
2 (2)
2007-10-23
Maintenance/Repairs
General
Maintenance/Repairs
4.2
6628 4.2-02 EN
MAN Diesel
4.3
Preliminary Remarks
Standard Tools
Special tools.
Maintenance/Repairs
Tools/Special tools
Such tools are supplied upon request. Please ask MAN Diesel SE to submit
a quotation if required. The table below shows which tools are available to
supplement the standard set of tools for the engine.
Special tools
Comment
Basic tools
General hand-tools are required for all work on the engine (open-ended
spanners, screwdrivers etc.). Scope of hand-tools see Sheet 1.3 in Volume
B2/working instructions.
Endoscope
The endoscope can be used for the inspection of internal chambers of all
types. It consists of an ocular unit with a sleeved flexible light cable and
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
6706 4.3-02 EN
1 (8)
MAN Diesel
4.3
Maintenance/Repairs
exchangeable objective lens. These provide a direct view onto the lit object
or a side view.
Figure 1: Endoscope
2 (8)
The digital pressure gauge can be used to safely and comfortably measure
differential pressures in the charge air cooler and in the crankcase. Special
connections are provided. The instrument can also be used at other measuring points.
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
When the running gear is dismantled, the protective strap protects the crank
pin from damage.
6706 4.3-02 EN
MAN Diesel
4.3
The crank web deflection indicates the alignment of the main bearings and
the bearing of the driven shaft. A crankshaft test instrument is needed to
measure the crank web deflection. The crankshaft test instrument consists
of a measuring clock and diverse extension rods.
The crank web deflection indicates the alignment of the main bearings and
the bearing of the driven shaft. A crankshaft test instrument is needed to
measure the crank web deflection. Special connections are available.
Maintenance/Repairs
Device for removal and fitting A removal and fitting device is available for replacing the complete rotational
vibration damper. This work can be handed over to a service support locaof the rotational vibration
tion or you can carry it out yourself using the removal and fitting device.
damper (on the crankshaft)
A removal and fitting device is available for removal and fitting of the piston
pin.
Maintenance/Repairs
48/60B;48/60CR
2007-09-10
6706 4.3-02 EN
3 (8)
MAN Diesel
Maintenance/Repairs
4.3
4 (8)
Pneumatic honing tool for the Cylinder liners require rehoning when piston rings are replaced or if the
roughness of the running surface has become insufficient. This job can be
cylinder liner
contracted to service support points or be performed by the user himself
using the honing device.
Tool for regrinding the sealing Regrinding of the sealing groove in the top land ring or the cylinder head is
groove in the top land ring or required when the sealing ring is no longer able to provide adequate compensation for deformation/material losses.
in the cylinder head
6706 4.3-02 EN
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
MAN Diesel
4.3
easier.
Maintenance/Repairs
Assembly and turning tool for The turning tool can be used to rotate the cylinder heads into favourable
working positions. This makes work on the top and on the valves/valve seats
the cylinder head
6706 4.3-02 EN
Maintenance/Repairs
48/60B;48/60CR
2007-09-10
5 (8)
MAN Diesel
Maintenance/Repairs
4.3
Pressure pipe grinding tool
The device is used for grinding the seats on the fuel injection pipe in the
event of sealing problems.
Device for removal and fitting Lube oil pumps driven directly from the diesel engine require regular maintenance. The lube oil pump must be removed to allow this work to be carried
of the lube oil pump
out. A removal and fitting device is available for this purpose.
Cleaning the charge air cooler Installed charge air coolers can be flushed for cleaning on the air side. Blind
flanges are required for isolation of the charge air cooler.
6 (8)
Figure 9: Renoval and fitting device for the pipe bundle of the charge air cooler
Cleaning the charge air cooler Installed charge air coolers can be flooded for cleaning on the air side and
be cleaned by using an ultrasound generator. This cleaning process means
using ultrasound
that most of the air side deposits on the charge air cooler bundle can be
removed.
6706 4.3-02 EN
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
Renoval and fitting device for Installed charge air coolers can be flushed for cleaning on the air side. If this
the pipe bundle of the charge cleaning process does not provide the desired results, the cooler insert must
be dismantled using this tool and cleaned using a more suitable process.
air cooler
MAN Diesel
4.3
Maintenance/Repairs
Figure 10: Parts for cleaning the charge air cooler using ultrasound
Coolant pumps driven directly by the diesel engine do not require regular
Device for pulling the drive
gear off driven coolant pumps maintenance. If a coolant pump needs to be dismantled, the drive gear must
be removed.
Measuring instrument for col- Precise collation and evaluation of the ignition pressures (and injection
lation and evaluation of igni- pressures) using the ignition pressure measuring instrument, consisting of
tion and injection pressures. a quartz-crystalline sensor and evaluation unit, provides valuable informa-
tion concerning the condition of the engine and the possibilities for improvement. Computer-aided evaluation by means of a serial interface and a PC
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
6706 4.3-02 EN
7 (8)
MAN Diesel
Maintenance/Repairs
4.3
8 (8)
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
Information regarding tools for the engine accessories, e.g. for the oil mist
detector and for the system accessories e.g. for filters, separators, fuel and
lube oil preparation modules, water-softening plants etc. can be consulted
in the documents in Volume E1 of the Technical Documentation.
6706 4.3-02 EN
MAN Diesel
4.4
Tip
Because of its importance we have repeated a sentence here that we have
already used:
Maintenance and repair work can only be carried out properly and correctly if the required spare parts are available.
Maintenance/Repairs
Spare parts
The following notes should help you to confidently use the right information
source for identifying and ordering spare parts when required.
2007-04-20
Maintenance/Repairs
General
6680 4.4-01 EN
1 (3)
MAN Diesel
Maintenance/Repairs
4.4
2 (3)
2007-04-20
Maintenance/Repairs
General
Explanatory notes
1
Number required
2
Designation
3, 4
Sub-assembly
5
Tool number = Order number
6680 4.4-01 EN
MAN Diesel
4.4
Maintenance/Repairs
Figure 3: Information for ordering tools and parts. Figure - Work Card for sub-assembly 030.
Spare parts for measuring, control and regulation systems and for engine and system
accessories
Information about spare parts for the following systems (accessories) can
be found in the documents in Volumes D1 to D .... and Volumes E1 to E...
2007-04-20
Maintenance/Repairs
General
6680 4.4-01 EN
3 (3)
MAN Diesel
4.5
New-for-old
Components of high value which have become faulty or worn and the
reconditioning or repair of which requires special know-how or equipment
can be replaced in the New-for-Old" process. This is applicable to
piston crowns,
speed governors,
Maintenance/Repairs
These parts can generally be delivered ex-stock. If not, they will be reconditioned/repaired and returned to you. Please ask MAN Diesel SE or the
nearest Service Center to submit a quotation tailor-made to your needs
whenever required.
2007-04-20
Maintenance/Repairs
General
6680 4.5-01 EN
1 (1)
MAN Diesel
4.6
Services/repair work
The following organisations provide a wide range of services and specialist
advice to assist you with both routine matters and with more difficult cases:
Maintenance/Repairs
Services/repair work
2007-04-20
Maintenance/Repairs
General
6680 4.6-01 EN
1 (1)
MAN Diesel
4.7
Maintenance/Repairs
Personnel required
24 ... 36000
X, 1 ... 4
Maintenance/Repairs
32/40
2007-07-25
6628 4.7-03 EN
1 (1)
MAN Diesel
4.7.1
Maintenance schedule
per
24
150
250
500
1-2*
3-4*
5-6*
10-15*
20-24*
25-30*
30-40*
1,
2,
3
Fuel System
002 Analyse fuel sample (all characteristics of
the specification)
000.05
0,15
Engine
000.04
0,3
Engine
0,2
Engine
0,2
Engine
0,1
Unit
Filter
1 1 1 1 1 1 1 1 1 1 1
Pump
3 3 3 3 3 3 3 3 3 3 3
434.04
Unit
0,2
Engine
0,1
Engine
000.05
0,2
Engine
000.04
0,3
Engine
000.04
0,2
Maintenance/Repairs
Maintenance schedule
(systems)
2008-02-18
X
1 1 1 1 1 1 1 1 1 1 1
Unit;Cyl. 2
Engine
x 1000 h
As required/depending on condition
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
6706 4.7.1-02 EN
Maintenance/Repairs
48/60B
24 ...
Engine
1 (4)
MAN Diesel
1,
2,
3
per
24
150
250
500
1-2*
3-4*
5-6*
10-15*
20-24*
25-30*
30-40*
Maintenance/Repairs
4.7.1
300.02
B
10
Pump
1 1 1 1 1 1 1 1 1 1 1
Unit
1 1 1 1 1 1 1 1 1 1 1
Filter
1 1 1 1 1 1 1 1 1 1 1
Filter
1 1 1 1 1 1 1 1 1 1 1
Unit
1 1 1 1 1 1 1 1 1 1 1
Unit
1 1 1 1 1 1 1 1 1 1 1
Unit
1 1 1 1 1 1 1 1 1 1 1
0,2
Engine
0,1
Engine
0,5
Engine
2 X
Engine
1 1 1 1 1 1 1 1 1 1 1
Unit
1 1 1 1 1 1 1 1 1 1 1
000.07
2 (4)
0,1
Unit
10
Unit
1 1 1 1 1 1 1 1 1 1 1
044 Control air system: Drain the water separator and the air filter
0,1
Engine
24 ...
125.10
x 1000 h
As required/depending on condition
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
6706 4.7.1-02 EN
2008-02-18
Maintenance/Repairs
48/60B
MAN Diesel
4.7.1
24
150
250
500
1-2*
3-4*
5-6*
10-15*
20-24*
25-30*
30-40*
per
0,5
Engine
0,1
Circuit
15
0,5
Engine
1 1 1 1 1 1 1 1 1 1 1
0,5
Engine
1 1 1 1 1 1 1 1 1 1 1
0,2
Circuit
Engine
24
Engine
0,5
Engine
Engine
Engine
Engine
Engine
Engine
Radiator 1 1 1 1 1 1 1 1 1 1 1
Maintenance/Repairs
1,
2,
3
X
4
3 3 3 3 3 3 3 3 3 3 3
3
2008-02-18
x 1000 h
As required/depending on condition
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
6706 4.7.1-02 EN
4
4
Maintenance/Repairs
48/60B
24 ...
3 (4)
MAN Diesel
1,
2,
3
per
24
150
250
500
1-2*
3-4*
5-6*
10-15*
20-24*
25-30*
30-40*
Maintenance/Repairs
4.7.1
14
Engine
10
Engine
1 1 1 1 1 1 1 1 1 1 1
000.09
Engine
020.02
Engine
Unit
3 3 3 3 3 3 3 3 3 3 3
Unit
Unit
Additionally required
24 ...
x 1000 h
As required/depending on condition
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
Maintenance/Repairs
48/60B
2008-02-18
4 (4)
6706 4.7.1-02 EN
MAN Diesel
4.7.2
1,
2,
3
per
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
Maintenance schedule
Operating values
000
0,1
Engine
000.25
0,1
Cyl.
000.40
0,1
Engine
X
X
X
Running gear/crankshaft
020
0,2
Cyl.
0,2
Cyl.
X
2
Main bearings
021
021.03
0,5
Bearing
000.11
012.02
012.03
021.01
021.02
Bearing
021.01
021.02
Bearing
X
X
027
2
30
Engine
30
Engine
Unit
Unit
027.02
X
X
4
030
x 1000 h
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
6706 4.7.2-04 EN
Maintenance/Repairs
48/60B
80-100* ...
Maintenance/Repairs
Maintenance schedule
(engine)
1 (6)
MAN Diesel
1,
2,
3
per
000.11
030.02
030.03
030.04
Bearing
030.03
030.04
Bearing
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
Maintenance/Repairs
4.7.2
Piston/piston pin
034
030.01
034.01
034.02
034.05
034.07
Cyl.
034.01
034.02
050.05
Cyl.
0,3
Cyl.
Cyl.
Cyl.
157 Dismantle all pistons. Clean the components. Fit new piston crowns and piston
skirts.
034.02
034.03
034.04
Cyl.
Cyl.
2 (6)
050
0,3
Cyl.
050.02
050.05
Cyl.
164 Remove, clean and check all cylinder liners. Replace the sealing rings
050.03
050.04
Cyl.
80-100* ...
x 1000 h
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
6706 4.7.2-04 EN
X
X
2008-02-20
Maintenance/Repairs
48/60B
Cylinder liner
MAN Diesel
per
050.03
050.04
Cyl.
Cylinder head
055
Cyl.
Cyl.
055.02
Safety valves
057/073
073.01
0,1
Valve
Valve
Camshaft drive
100
Engine
101/102/112
201.01
209.01
0,5
Cyl.
201.01
209.01
Cyl.
Cyl.
201.01
Cyl.
000.11
102.01
102.02
1,5
Bearing
1,5
Bearing
Rocker arm
111
111.02
0,1
Cyl.
113/114
2008-02-20
0,1
Cyl.
2 X
x 1000 h
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
6706 4.7.2-04 EN
Maintenance/Repairs
48/60B
80-100* ...
Maintenance/Repairs
1,
2,
3
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
4.7.2
3 (6)
MAN Diesel
1,
2,
3
per
111.01
0,2
Cyl.
1,5
Valve
Valve
055.04
113.01
113.06
Valve
Valve
113.03
113.04
113.05
114.01
114.03
Valve
Valve
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
Maintenance/Repairs
4.7.2
2 X
X
Speed governor
140
140.01
0,1
Engine
263 Mechanical governor and booster servomotor: Replace oil and oil filter
140.01
140.02
Engine
Unit
Engine
0,2
Engine
3 3 3 3 3 3 3 3 3 3 3
4
4 (6)
160/161/162
160.01
160.02
Valve
161.01
0,2
Valve
161.01
161.02
Valve
80-100* ...
x 1000 h
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
6706 4.7.2-04 EN
X
X
X
2008-02-20
Maintenance/Repairs
48/60B
MAN Diesel
per
162.01
Valve
200
0,25
Pump
200.01
0,25
Pump
303 Remove, dismantle and check one injection pump together with drive and cam
follower
200.03
200.04
201.01
201.02
Pump
Pump
Pump
X
X
X
Maintenance/Repairs
1,
2,
3
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
4.7.2
203
203.01
Engine
221
Valve
Valve
221.01
221.03
221.04
Insulation
280/289/292
Engine
Engine
372 Check of bolted connections and fastenings - checklist see working instructions/
Volume B2
Engine
Additionally required
2008-02-20
80-100* ...
Unit
x 1000 h
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
6706 4.7.2-04 EN
Maintenance/Repairs
48/60B
404 Check parts installed in new or reconditioned condition, and new operating
media, once, after the period specified applies to 112
5 (6)
MAN Diesel
per
Unit
406 Check parts installed in new or reconditioned condition, and new operating
media, once, after the period specified applies to 202
Unit
80-100* ...
x 1000 h
Checking of new or overhauled parts required (once after the mentioned time)
If component/system is given
2008-02-20
6 (6)
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
1,
2,
3
Maintenance/Repairs
48/60B
Maintenance/Repairs
4.7.2
6706 4.7.2-04 EN
MAN Diesel
Appendix
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
0001-01-01
5 Appendix
6706 5-1 EN
1 (1)
MAN Diesel
5.1
Standards
The conventional designations/terms used in engine manufacture are laid
down in the ISO 1204 standard and the MAN regulation Q10.09121-4611.
A selection of terms, as they appear in the Technical Documentation, are
explained in the following section.
Appendix
Designations/Terms
Engines
Engines with supercharging
Diesel-gas engines can be operated either with liquid fuel or with gas (natural gas, town gas, digester gas, etc); for ignition, a small amount of fuel,
the ignition oil as it is known, is injected.
Spark-ignition gas engines are operated with gas (natural gas, town gas,
sewer gas, etc) and external electric ignition.
In engines with a Common Rail injection system the pressurised fuel is held
in a reservoir and injected under electronic control.
PGI engines are operated with natural gas and glow ignition.
Right-hand engine
Direction of rotation
When looking towards the coupling side, a right-turning engine turns clockwise, whilst a left-turning engine turns counterclockwise.
6680 5.1-01 EN
Appendix
General
2008-05-06
Left-hand engine
1 (3)
MAN Diesel
Appendix
5.1
Designations for cylinders and bearings
Designation for cylinders
The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking from the coupling side, the left hand row of cylinders
is designated A, and the right hand row is designated B. Accordingly, the
cylinders are referred to as A1-A2-A3 or B1-B2-B3, etc. (see Figure 2).
In-line engine
V engine
The crank pins and connecting rods are designated 1, 2, 3 etc. from the
coupling side, the crank journals and main bearings are designated 1, 2, 3
etc. If there is an additional bearing located between the coupling flange
and the gearwheel for the drive of the control system this bearing and the
corresponding crank journals are designated 01 (see Fig. 3). it is of no significance which bearing is arranged to be the flanged bearing.
On V engines, if 2 connecting rods are acting on one crank pin, the big-end
bearings are designated in the same way as the cylinders, e.g. A1, B1, A2,
etc.
Appendix
General
2 (3)
The coupling sind is the main engine output side and is the side to which the propeller, the generator or other working machine is coupled.
6680 5.1-01 EN
2008-05-06
MAN Diesel
Left side
Right side
Timing side
Exhaust side
Appendix
General
2008-05-06
The engine counter coupling side is the front face of the engine opposite the coupling side.
On a left-hand engine, the left side is the exhaust side and on a V engine it is cylinder
bank A.
On a right-hand engine, the right side is the exhaust side and on a V engine it is
cylinder bank B.
The timing side is the longitudinal side of the engine to which the injection pumps
and the camshaft are attached (opposite the exhaust side).
The exhaust side is the longitudinal side of the engine to which the exhaust pipe
is connected (opposite the timing side). The terms timing side and exhaust side
are only used for in-line engines.
On engines with two camshafts, one on the exhaust side and one on the opposite
side, the term "timing side" is ambiguous. The term exhaust counter side is used
in addition to exhaust side.
Appendix
5.1
6680 5.1-01 EN
3 (3)
MAN Diesel
5.2
Formulae
The selection below contains some of the main formulae used in engine and
installation design. The formulae clarify fundamental correlations.
Appendix
Formulae
Engine
Effective engine power Pe
Stroke volume VH
Torque Md
Efficiency e
Propeller
Appendix
General
2007-05-16
Propeller law
6680 5.2-01 EN
1 (2)
MAN Diesel
Appendix
5.2
Generator
Synchronous speed
Key
be
kg/kWh
cm
m/s
D
F
Hu
Cylinder diameter
Frequency
Lower calorific value of the fuel
dm
Hz
kJ/kg
Md
Torque
Nm
N
P
pe
Speed
Power output
Effective engine power
1/min
kW
kW
P
pe
/
bar
s
VH
Stroke
Stroke volume
dm
dm3/Cyl.
Number of cylinders
Efficiency
/
/
Engine type
Stroke volume
20/27
8,48
25/30
14,73
28/33
20,32
32/40
32,15
32/44
35,39
40/45
56,52
40/54
67,82
48/60
108,50
51/60
122,57
52/55
116,74
58/64
169,01
Appendix
General
2007-05-16
2 (2)
6680 5.2-01 EN
MAN Diesel
5.3
Appendix
General
2007-04-20
Some useful facts about units of measurement can be found in the insert
entitled "SI units" in Section 5.5. It includes explanations of the ISO system
of units, conversion factors for units of measurement and some physical
parameters commonly used in engine design.
Appendix
Conversion of units
6680 5.3-01 EN
1 (1)
MAN Diesel
5.4
Use
Standard symbols and abbreviations are used for clear representation of
process technology interactions. The following list is a selection tailored to
the needs of engine and energy plant construction. In the operating instructions, the symbols and abbreviations are mainly used in Sections 2 and 3 of
this volume.
Appendix
Appendix
General
2008-02-28
6680 5.4-01 EN
1 (5)
MAN Diesel
Appendix
5.4
Appendix
General
2 (5)
6680 5.4-01 EN
2008-02-28
MAN Diesel
5.4
Appendix
General
2008-02-28
Appendix
6680 5.4-01 EN
3 (5)
MAN Diesel
Appendix
5.4
Letter... denotes
in position 2 ... n
the processing in the form of...
Density
Difference
Electrical variable
Pick-up/sensor
Flow/flow rate
Ratio
Clearance/length/position
Display
Appendix
General
4 (5)
6680 5.4-01 EN
2008-02-28
Letter
MAN Diesel
5.4
Letter... in position 2 denotes
the measured variable/input variable...
Letter... denotes
in position 2 ... n
the processing in the form of...
Scanning
Time
Level
Moisture
Freely available
Freely available
Freely available
Pressure
Nuclear radiation
Registration/storage
Speed/rotational speed/frequency
Switching/non-continuous
open-loop control
Temperature
Measuring transducers
Combined variables
Viscosity
Actuator/valve/actuating element
Weight/mass
Other variables
Freely available
Arithmetical operation
Emergency action/securing by
triggering/shutting down
Column 1
Column 2
Column 3
Appendix
Letter
Column 4
Table 1: Abbreviations for measuring, control and regulating devices in functional and pipeline diagrams
Comment
Temperature
Temperature
Temperature
Pressure
Pressure
Appendix
General
2008-02-28
Examples
6680 5.4-01 EN
5 (5)
MAN Diesel
5.5
Supplementary brochures
We can provide the following in addition to the brochures in Volumes A1
and D:
SI units
CoCoS EDS
CoCoS SPC
Appendix
General
2007-04-20
Appendix
Brochures
6680 5.5-01 EN
1 (1)
MAN Diesel
0001-01-01
Index
Index
6706 B1-1 EN
1 (1)