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Two-stroke Engines
This Project Guide is intended to provide the information necessary for the layout of
a marine propulsion plant.
It should be noted that all figures, values, measurements or information about per-
formance stated in this project guide are for guidance only and shall not be used
for detailed design purposes or as a substitute for specific drawings and instruc-
tions prepared for such purposes.
The final and binding design and outlines are to be supplied by our licensee, the
engine maker, see Chapter 10 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the final
user, a set of ‘Extent of Delivery’ forms is available in which the basic and the op-
tional executions are specified.
This Project Guide and the ‘Extent of Delivery’ forms are available on a CD-ROM
and can also be found at the Internet address www.manbw.com under ‘Quicklinks’
→ Two-stroke, from where they can be downloaded’.
4th Edition
December 2005
Contents:
Engine Design 1
Electricity Production 4
Installation Aspects 5
Auxiliary Systems 6
Vibration Aspects 7
Contents
Subject
Page
1 Engine Design
Description of designation 1.01
Power, speed and SFOC 1.02
Engine power range and fuel consumption 1.03
Performance curves 1.04
Description of engine 1.05-1.12
Engine cross section 1.13
4 Electricity Production
Power Take Off (PTO) 4.01-4.03
Power Take Off/Renk Constant Frequency (PTO/RCF) 4.04-4.10
Direct mounted Generators/Constant Frequency electrical (DMG/CFE) 4.11-4.13
Holeby GenSets 4.14-4.25
5 Installation Aspects
5.01 Space requirements and overhaul heights 5.01.01-5.01.06
5.02 Engine outline, galleries and pipe connections 5.02.01-5.02.14
5.03 Engine seating and holding down bolts 5.03.01-5.03.04
5.04 Engine top bracing 5.04.01-5.04.03
5.05 Earthing device 5.05.01-5.05.02
6 Auxiliary Systems
6.01 List of capacities 6.01.01-6.01.19
6.02 Fuel oil system 6.02.01-6.02.10
6.03 Lubricating and cooling oil system 6.03.01-6.03.08
6.04 Cylinder lubricating oil system 6.04.01-6.04.06
6.05 Stuffing box drain oil system 6.05.01-6.05.03
6.06 Cooling water systems 6.06.01-6.06.08
6.07 Central cooling water system 6.07.01-6.07.03
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MAN B&W Diesel A/S K98MC Project Guide
Contents
Subject
Page
6 6.08 Starting and control air systems 6.08.01-6.08.05
6.09 Scavenge air system 6.09.01-6.09.08
6.10 Exhaust gas system 6.10.01-6.10.11
6.11 Manoeuvring system 6.11.01-6.11.09
7 Vibration Aspects
Vibration aspects 7.01-7.10
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MAN B&W Diesel A/S K98MC Project Guide
Index
Subject Page
A ABB turbocharger 3.01, 3.04
Additional spare parts beyond class requirements or recommendations 9.11-9.13
Air cooler 1.10
Air cooler cleaning 6.09.05
Air spring pipes, exhaust valves 6.08.03
Alarm sensors for UMS 8.12-8.14
Alarm, slow down and shut down sensors 8.01
AMS 8.02
Arctic running condition 3.06
Arrangement of epoxy chocks and holding down bolts 5.03.02
Attended machinery spaces 8.02
Auxiliary blowers 1.11, 6.09.02
Auxiliary system capacities for derated engines 6.01.04
Axial vibration damper 1.07
Axial vibrations 7.08
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MAN B&W Diesel A/S K98MC Project Guide
Index
Subject Page
D De-aerating tank 6.06.06
Delivery test, shop trial running 9.08
Derated engines, capacities 6.01.04
Description of engine 1.05
Designation of PTO 4.03
Dimensions and masses of tools 9.21-9.27
Directly mounted generator 4.12
Dispatch patterns 9.04-9.07
DMG/CFE 4.12
Documentation 10.01
Double-jib crane 5.01.06
4
MAN B&W Diesel A/S K98MC Project Guide
Index
Subject Page
5
MAN B&W Diesel A/S K98MC Project Guide
Index
Subject Page
6
MAN B&W Diesel A/S K98MC Project Guide
Index
Subject Page
P PMI 8.03
Power related unbalance, (PRU) 7.05
Power take off, (PTO) 4.01
Power, speed and SFOC 1.02
Profile of engine seating 5.03.03-5.03.04
Project guides 10.02
Propeller curve 2.01
PTO 4.01
PTO/RCF 4.04
Pump capacities for derated engines 6.01.04
Pump pressures 6.01.06
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MAN B&W Diesel A/S K98MC Project Guide
Index
Subject Page
S Starting air system 1.12, 6.08.01
Starting air system, with slow turning 6.08.02
Starting and control air systems 6.08.01
Steam tracing of fuel oil pipes 6.02.04
Symbolic representation of instruments 8.04
8
Engine Design 1
MAN B&W Diesel A/S K98MC Project Guide
6 K 98 MC
C Camshaft controlled
Concept
E Electronically controlled
Engine programme
Diameter of piston in cm
Number of cylinders
178 34 08-0.1
1.01
MAN B&W Diesel A/S K98MC Project Guide
K98MC
Bore: 980 mm Power
L1
Stroke: 2660 mm L3
L2
L4
Power kW
Mean
Engine BHP
effective
Layout speed
pressure
point Number of cylinders
r/min bar 6 7 8 9 10 11 12 13 14
L2 94 14.6 27,540 32,130 36,720 41,310 45,900 50,490 55,080 59,670 64,260
L3 84 18.2 30,660 35,770 40,880 45,990 51,100 56,210 61,320 66,430 71,540
L4 84 14.6 24,600 28,700 32,800 36,900 41,000 45,100 49,200 53,200 57,400
178 86 22-6.1
1.02
MAN B&W Diesel A/S K98MC Project Guide
Engine Power Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific fuel
The tables contain data regarding the engine power, oil consumption varies with ambient conditions and
speed and specific fuel oil consumption as well as fuel oil lower calorific value. For calculation of these
lubricating oil consumption of the engine. changes, see the following pages.
ISO 3046/1-1995:
Blower inlet temperature. . . . . . . . . . . . . . . . . 25°C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . . 25 °C
Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg
(10,200 kcal/kg)
1.03
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178 34 10-2.1
1.04
MAN B&W Diesel A/S K98MC Project Guide
Description of Engine
The engines built by our licensees are in accordance • between cylinder 5 and 6 for 10 cylinder en-
with MAN B&W drawings and standards. In a few gines
cases, some local standards may be applied; how- • between cylinder 7 and 8 for 13 and 14 cylinder
ever, all spare parts are interchangeable with MAN engines.
B&W designed parts. Some other components can
differ from MAN B&W’s design because of produc-
tion facilities or the application of local standard Thrust Bearing
components.
The thrust bearing is of the B&W-Mitchell type, and
In the following, reference is made to the item num- consists, primarily, of a thrust collar on the crank-
bers specified in the ‘Extent of Delivery’ (EoD) shaft, a bearing support, and segments of steel with
forms, both for the basic delivery extent and for any white metal. The thrust shaft is an integrated part of
options mentioned. the crankshaft.
1.05
MAN B&W Diesel A/S K98MC Project Guide
Cylinder Frame, Cylinder Liner and The exhaust valve consists of a valve housing and a
Stuffing Box valve spindle. The valve housing is of cast iron and
arranged for water cooling. The housing is provided
The cylinder frame units are of cast iron with inte- with a bottom piece of steel with a flame hardened
grated camshaft frame and together with the cylin- seat. The bottom piece is water cooled. The spindle
der liners they form the scavenge air space. At the is made of Nimonic. The housing is provided with a
chain drive, the upper part of the chainwheel frame spindle guide.
is fitted. On the camshaft side of the engine, the cyl-
inder frame units are provided with covers for clean- The exhaust valve is tightened to the cylinder cover
ing the scavenge air space and for inspection of the with studs and nuts. The exhaust valve is opened
scavenge ports. hydraulically and closed by means of air pressure. In
operation, the valve spindle slowly rotates, driven
The lubricators (one per cylinder) and the gallery by the exhaust gas acting on small vanes fixed to the
brackets are bolted onto the cylinder frame units. spindle. The hydraulic system consists of a piston
Furthermore, the outer part of the telescopic pipe is pump mounted on the roller guide housing, a
fitted for the supply of piston cooling oil and lubri- high-pressure pipe, and a working cylinder on the
cating oil. exhaust valve. The piston pump is activated by a
cam on the camshaft.
A piston rod stuffing box for each cylinder unit is fit-
ted at the bottom of the cylinder frame. The stuffing Air sealing of the exhaust valve spindle guide is
box is provided with Heco sealing rings for scav- provided.
enge air, and with oil scraper rings to prevent crank-
case oil from entering the scavenge air space.
Fuel Valves, Starting Valve,
The cylinder liner is made of alloyed cast iron and is Safety Valve and Indicator Valve
mounted in the cylinder frame. The top of the cylin-
der liner is bore-cooled and it is provided with a Each cylinder cover is equipped with three fuel
short cooling jacket. The cylinder liner has scavenge valves, one starting valve, one safety valve, and one
ports and drilled holes for cylinder lubrication. indicator valve. The opening of the fuel valves is
controlled by the fuel oil high pressure created by
the fuel pumps, and the valves are closed by a
spring.
1.06
MAN B&W Diesel A/S K98MC Project Guide
with fuel oil in the event that the valve spindle sticks The damper consists of a piston and a split-type
when the engine is stopped. Oil from the vent slide housing located forward of the foremost main bear-
and other drains is led away in a closed system. ing. The piston is made as an integrated collar on the
main crank journal, and the housing is fixed to the
The starting valve is opened by control air from one main bearing support. A mechanical device for
or two starting air distributors depending on the functional check of the vibration damper is fitted. An
number of cylinders. The starting valves are closed electronic vibration montor can be supplied as op-
by a spring. The safety valve is spring-loaded. tion: 4 31 116.
The engine is fitted with a laminar type of axial vibra- The piston rod is of forged steel and is surface-hard-
tion damper (4 31 111), which is mounted on the fore ened on the running surface for the stuffing box. The
end of the crankshaft. piston rod is connected to the crosshead with hy-
draulically tightened studs. The piston rod has a
1.07
MAN B&W Diesel A/S K98MC Project Guide
central bore which, in conjunction with a cooling oil Camshaft and Cams
pipe, forms the inlet and outlet for cooling oil to the
piston. The camshaft consists of a number of sections.
Each section consists of a shaft piece with exhaust
The crosshead is of forged steel and is provided cams, fuel cams, coupling parts and indicator drive.
with cast steel guide shoes with white metal on the
running surface. The exhaust cams and fuel cams are of steel, with a
hardened roller race, and are shrunk on to the shaft.
A bracket for oil inlet from the telescopic pipe and They can be adjusted and dismantled hydraulically.
another for oil outlet to a slotted pipe are mounted
on the guide shoes. The cam for indicator drive, if mounted, can be
adjusted mechanically. The coupling parts are
shrunk on to the shaft and can be adjusted and
Fuel Pump and Fuel Oil dismantled hydraulically.
High-Pressure Pipes
The camshaft bearings consist of one lower half
The engine is provided with one fuel pump for each shell mounted in a bearing support. The camshaft is
cylinder. The fuel pump consists of a pump housing lubricated by the main lubracating oil system.
of nodular cast iron, a centrally placed pump barrel,
and plunger of nitrated steel. In order to prevent fuel
oil from being mixed with the lubricating oil, the Chain Drive
pump actuator is provided with a sealing arrange-
ment. The camshaft is driven from the crankshaft by a
chain drive. The engine is equipped with a hydrau-
The pump is activated by the fuel cam, and the vol- lic chain tightener/damper, and the long free
ume injected is controlled by turning the plunger by lengths of chain are supported by guidebars. The
means of a toothed rack connected to the regulating mechanical cylinder lubricators, if fitted, are driven
mechanism. by a separate chain from the camshaft.
1.08
MAN B&W Diesel A/S K98MC Project Guide
Cylinder Lubricators
Gallery Arrangement
The cylinder lubricating system can be of either the
MAN B&W Alpha (4 42 105) or the Hans Jensen me- The engine is provided with gallery brackets, stan-
chanical (4 42 110) type. chions, railings and platforms (exclusive of ladders).
The brackets are placed at such a height that the
The MAN B&W Alpha cylinder lubricating system is best possible overhauling and inspection condi-
designed to supply cylinder oil intermittently, e.g. tions are achieved. Some main pipes of the engine
every four, five, six, etc. engine revolutions, at a are suspended from the gallery brackets.
contant pressure and with electronically controlled
timing and dosage at a defined position. The scavenge air receiver is provided with lifting at-
tachments for dismantling of the auxiliary blowers,
The Hans Jensen mechanical cylinder lubricating and the upper gallery platform on the camshaft side
system is both speed and load change dependent. is provided with overhauling holes for piston, the num-
The lubricators are controlled by the engine revolu- ber of holes depends on the number of cylinders.
tions, and are mounted at the fore end of the engine.
The engine is prepared for top bracings on the
The lubricators have built-in capability for adjust- exhaust side (4 83 110), or on the camshaft side,
ment of the oil quantity. They are of the ‘Sight Feed option: 4 83 111.
Lubricator’ type and are provided with a sight glass
for each lubricating point. Hydraulic top bracing can be fitted, options: 4 83 122
or 4 83 123.
1.09
MAN B&W Diesel A/S K98MC Project Guide
1.10
MAN B&W Diesel A/S K98MC Project Guide
Exhaust Gas System In cases where one of the auxiliary blowers is out of
service, the other auxiliary blowers will automati-
From the exhaust valves, the gas is led to the ex- cally compensate without any manual readjustment
haust gas receiver where the fluctuating pressure of the valves, thus avoiding any engine load reduc-
from the individual cylinders is equalised, and the tion. This is achieved by balancing pipes between
total volume of gas led further on to the the air cooler casings, so the auxillary blowers draw
turbochargers at a constant pressure. After the the air from a common space.
turbochargers, the gas is led to the external exhaust
pipe system, which is yard’s supply. The electric motors are of the totally enclosed, fan
cooled, single speed type, with insulation min. class
Compensators are fitted between the exhaust B and enclosure minimum IP44.
valves and the receiver, and between the receiver
and the turbocharger(s). The electrical control panel and starters for the aux-
iliary blowers can be delivered as an option:
The exhaust gas receiver and exhaust pipes are 4 55 650.
provided with insulation, covered by galvanised
steel plating.
Piping Arrangements
There is a protective grating between the exhaust
gas receiver and the turbocharger. The engine is delivered with piping arrangements
for:
After the turbocharger, the gas is led via the exhaust • Fuel oil
gas outlet transition piece, option: 4 60 601 and a • Heating of fuel oil pipes
compensator, option: 4 60 610 to the external ex- • Lubricating oil, piston cooling oil and
haust pipe system, which is yard’s supply. See also camshaft lubrication
Chapter 6.10. • Cylinder lubricating oil
• Sea cooling water
• Jacket cooling water
Auxiliary Blower • Cleaning of scavenge air cooler
• Cleaning of turbocharger
The engine is provided with two, three, four or five • Fire extinguishing in scavenge air space
electrically-driven blowers (4 55 150). The suction • Starting air
side of the blowers is connected to the scavenge air • Control air
space after the air cooler. • Safety air
• Exhaust valve sealing air
Between the air cooler and the scavenge air re- • Oil mist detector
ceiver, non-return valves are fitted which automati- • Various drains.
cally close when the auxiliary blowers supply the
air. All arrangements are made of steel piping, except
the control air, safety air and steam heating of fuel
The auxiliary blowers will start operating before the pipes which are made of copper.
engine is started and will ensure sufficient scavenge
air pressure to obtain a safe start. The pipes for sea cooling water to the air cooler are
of:
During operation of the engine, the auxiliary blowers
will start automatically each time the engine load is Galvanised steel. . . . . . . . . . . . . . . . . (4 45 130), or
reduced to about 30-40%, and they will continue Thick-walled, galvanised steel. . . . . . (4 45 131), or
operating until the load again exceeds approxi- Aluminium brass . . . . . . . . . . . . . . . . (4 45 132), or
mately 40-50%. Copper nickel . . . . . . . . . . . . . . . . . . . . . (4 45 133)
1.11
MAN B&W Diesel A/S K98MC Project Guide
In the case of central cooling, the pipes for freshwa- Starting Air Pipes
ter to the air cooler are of steel.
The starting air system comprises a main starting
The pipes are provided with sockets for standard in- valve, a non-return valve, a bursting disc for the
struments, alarm and safety equipment and, fur- branch pipe to each cylinder, one or two starting air
thermore, with a number of sockets for supplemen- distributor(s); and a starting valve on each cylinder.
tary signal equipment and supplementary remote The main starting valve is connected with the ma-
instruments. noeuvring system, which controls the start of the
engine.
The inlet and return fuel oil pipes (except branch
pipes) are heated with: A slow turning valve with actuator can be ordered as
an option: 4 50 140.
Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, or
Electrical tracing . . . . . . . . . . . option: 4 35 111, or The starting air distributor(s) regulates the supply of
Thermal oil tracing . . . . . . . . . . . . option: 4 35 112 control air to the starting valves so that they supply
the engine cylinders with starting air in the correct
The fuel oil drain pipe is heated by jacket water. firing order. The starting air distributors have one set
of starting cams for ‘Ahead’ and one set for ‘Astern’,
The above heating pipes are normally delivered as well as one control valve for each cylinder.
without insulation (4 35 120). The engine’s exter-
nal pipe connections are with:
Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or
Water mist . . . . . . . . . . . . . . . . option: 4 55 142, or
CO2 (excluding bottles). . . . . . . . . option: 4 55 143
1.12
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178 32 80-6.2
1.13
Engine Layout and Load Diagrams, SFOC 2
MAN B&W Diesel A/S K98MC Project Guide
Introduction
The effective power ‘P’ of a diesel engine is propor-
tional to the mean effective pressure pe and engine
speed ‘n’, i.e. when using ‘c’ as a constant:
P = c x pe x n
When running with a Fixed Pitch Propeller (FPP), the Thus, propeller curves will be parallel to lines having
power may be expressed according to the propeller the inclination i = 3, and lines with constant mep will
law as: be parallel to lines with the inclination i = 1.
Fig. 2.01a shows the relationship for the linear func- Propeller curve
tions, y = ax + b, using linear scales.
The relation between power and propeller speed for
The power functions P = c x ni, see Fig. 2.01b, will be a fixed pitch propeller is, as mentioned above de-
linear functions when using logarithmic scales. scribed by means of the propeller law, i.e. the third
power curve:
log (P) = i x log (n) + log (c)
P = c x n3, in which:
2.01
MAN B&W Diesel A/S K98MC Project Guide
light running propeller curve 6. See Fig. 2.02. On the Sea margin and heavy propeller
other hand, some shipyards, and/or propeller manu-
facturers sometimes use a propeller design point If, at the same time, the weather is bad, with head
(PD’) that incorporates all or part of the so-called winds, the ship’s resistance may increase com-
sea margin described below. pared to operating at calm weather conditions.
Engine layout
(heavy propeller/light running propeller)
2.02
MAN B&W Diesel A/S K98MC Project Guide
Constant ship speed lines (SP) unless a main engine driven shaft generator is
installed.
The constant ship speed lines a, are shown at the
very top of Fig. 2.02, indicating the power required
at various propeller speeds in order to keep the Optimising point (O)
same ship speed, provided that, for each ship
speed, the optimum propeller diameter is used, tak- The optimising point O is the rating at which the
ing into consideration the total propulsion effi- turbocharger is matched, and at which the engine
ciency. timing and compression ratio are adjusted.
Specified maximum continuous rating (M) The load diagram, Fig. 2.03, defines the power and
speed limits for continuous as well as overload op-
Based on the propulsion and engine running points, eration of an installed engine having an optimising
as previously found, the layout diagram of a relevant point O and a specified MCR point M that confirms
main engine may be drawn-in. The specified MCR the ship’s specification.
point (M) must be inside the limitation lines of the
layout diagram; if it is not, the propeller speed will Point A is a 100% speed and power reference point
have to be changed or another main engine type of the load diagram, and is defined as the point on
must be chosen. Yet, in special cases point M may the propeller curve (line 1), through the optimising
be located to the right of the line L1-L2, see ‘Opti- point O, having the specified MCR power. Normally,
mising Point’ below. point M is equal to point A, but in special cases, for
example if a shaft generator is installed, point M may
be placed to the right of point A on line 7.
Continuous service rating (S)
The service points of the installed engine incorpo-
The Continuous service rating is the power at which rate the engine power required for ship propulsion
the engine is normally assumed to operate, and and shaft generator, if installed.
point S is identical to the service propulsion point
2.03
MAN B&W Diesel A/S K98MC Project Guide
2.04
MAN B&W Diesel A/S K98MC Project Guide
The area between lines 4 and 1 is available for oper- Example 1 shows how to place the load diagram for
ation in shallow waters, heavy weather and during an engine without shaft generator coupled to a fixed
acceleration, i.e. for non-steady operation without pitch propeller.
any strict time limitation.
In example 2 are diagrams for the same configura-
After some time in operation, the ship’s hull and pro- tion, here with the optimising point to the left of the
peller will be fouled, resulting in heavier running of heavy running propeller curve (2) providing an extra
the propeller, i.e. the propeller curve will move to the engine margin for heavy running.
left from line 6 towards line 2, and extra power is re-
quired for propulsion in order to keep the ship’s Example 3 shows the same layout for an engine with
speed. fixed pitch propeller (example 1), but with a shaft
generator.
In calm weather conditions, the extent of heavy run-
ning of the propeller will indicate the need for clean- Example 4 shows a special case with a shaft genera-
ing the hull and possibly polishing the propeller. tor. In this case the shaft generator is cut off, and the
GenSets used when the engine runs at specified
Once the specified MCR (and the optimising point) MCR. This makes it possible to choose a smaller en-
has been chosen, the capacities of the auxiliary gine with a lower power output.
equipment will be adapted to the specified MCR,
and the turbocharger etc. will be matched to the op- Example 5 shows diagrams for an engine coupled to
timised power. a controllable pitch propeller, with or without a shaft
generator.
If the specified MCR (and/or the optimising point) is
to be increased later on, this may involve a change Example 6 shows where to place the optimising
of the pump and cooler capacities, retiming of the point for an engine coupled to a controllable pitch
engine, change of the fuel valve nozzles, adjusting propeller.
of the cylinder liner cooling, as well as rematching of
the turbocharger or even a change to a larger size of For a project, the layout diagram shown in Fig. 2.10
turbocharger. In some cases it can also require may be used for construction of the actual load dia-
larger dimensions of the piping systems. gram.
2.05
MAN B&W Diesel A/S K98MC Project Guide
Example 1:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Fig. 2.04a: Example 1, Layout diagram for normal running Fig. 2.04b: Example 1, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
The optimising point O and its propeller curve 1 will Once point A has been found in the layout diagram,
normally be selected on the engine service curve 2, the load diagram can be drawn, as shown in Fig.
see the lower diagram of Fig. 2.04a. 2.04b and hence the actual load limitation lines of the
diesel engine may be found by using the inclinations
Point A is then found at the intersection between pro- from the construction lines and the %-figures stated.
peller curve 1 (2) and the constant power curve through
M, line 7. In this case point A is equal to point M.
2.06
MAN B&W Diesel A/S K98MC Project Guide
Example 2:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Fig. 2.05a: Example 2, Layout diagram for special running Fig. 2.05b: Example 2, Load diagram for special running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
2.07
MAN B&W Diesel A/S K98MC Project Guide
Example 3:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Fig. 2.06a: Example 3, Layout diagram for normal running Fig. 2.06b: Example 3, Load diagram for normal running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, with shaft generator
In example 3 a shaft generator (SG) is installed, and The optimising point O will be chosen on the engine
therefore the service power of the engine also has to service curve as shown, but can, by an approxima-
incorporate the extra shaft power required for the tion, be located on curve 1, through point M.
shaft generator’s electrical power production.
Point A is then found in the same way as in example
In Fig. 2.06a, the engine service curve shown for 1, and the load diagram can be drawn as shown in
heavy running incorporates this extra power. Fig. 2.06b.
2.08
MAN B&W Diesel A/S K98MC Project Guide
Example 4:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Fig. 2.07a: Example 4. Layout diagram for special running Fig. 2.07b: Example 4. Load diagram for special running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, with shaft generator
This involves that the intended specified MCR of the However, such a situation will seldom occur, as
engine M’ will be placed outside the top of the layout ships are rather infrequently running in the upper
diagram. propulsion power range.
One solution could be to choose a larger diesel en- Point A, having the highest possible power, is then
gine with an extra cylinder. However, another and found at the intersection of line L1-L3 with line 1, see
cheaper solution is to reduce the electrical power Fig. 2.07a, and the corresponding load diagram is
production of the shaft generator when running in drawn in Fig. 2.07b. Point M is found on line 7 at
the upper propulsion power range. MP’s speed.
2.09
MAN B&W Diesel A/S K98MC Project Guide
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
Layout diagram - without shaft generator The procedure shown in examples 3 and 4 for en-
If a controllable pitch propeller (CPP) is applied, the gines with FPP can also be applied here for engines
combinator curve (of the propeller) will normally be with CPP running with a combinator curve.
selected for loaded ship including sea margin.
The optimising point O may be chosen on the pro-
The combinator curve may for a given propeller speed peller curve through point A = M with an optimised
have a given propeller pitch, and this may be heavy run- power from 85 to 100% of the specified MCR as
ning in heavy weather like for a fixed pitch propeller. mentioned before in the section dealing with opti-
mising point O.
Therefore it is recommended to use a light running
combinator curve as shown in Fig. 2.08 to obtain an Load diagram
increased operation margin of the diesel engine in Therefore, when the engine’s specified MCR point
heavy weather to the limit indicated by curves 4 and 5. (M) has been chosen including engine margin, sea
margin and the power for a shaft generator, if in-
Layout diagram - with shaft generator
stalled, point M may be used as point A of the load
The hatched area in Fig. 2.08 shows the recom-
diagram, which can then be drawn.
mended speed range between 100% and 96.7% of
the specified MCR speed for an engine with shaft The position of the combinator curve ensures the
generator running at constant speed. maximum load range within the permitted speed
range for engine operation, and it still leaves a reason-
The service point S can be located at any point
able margin to the limit indicated by curves 4 and 5.
within the hatched area.
Example 6 will give a more detailed description of
how to run constant speed with a CP propeller.
2.10
MAN B&W Diesel A/S K98MC Project Guide
Fig. 2.09b: Constant speed curve through M, wrong Constant speed service
position of optimising point O curve through M
Fig. 2.09b: Wrong procedure
If the engine has been service-optimised in point O
on a constant speed curve through point M, then the
specified MCR point M would be placed outside the
load diagram, and this is not permissible.
2.11
MAN B&W Diesel A/S K98MC Project Guide
Fig. 2.10 contains a layout diagram that can be used for con-
struction of the load diagram for an actual project, using the
%-figures stated and the inclinations of the lines.
178 14 06-8.1
2.12
MAN B&W Diesel A/S K98MC Project Guide
The calculation of the expected specific fuel oil con- SFOC guarantee
sumption (SFOC) can be carried out by means of Fig.
2.11 for fixed pitch propeller and Fig. 2.12 for control- The SFOC guarantee refers to the above ISO refer-
lable pitch propeller, constant speed. Throughout ence conditions and lower calorific value, and is
the whole load area the SFOC of the engine depends guaranteed for the power-speed combination in
on where the optimising point O is chosen. which the engine is optimised (O) and fulfilling the
IMO NOx emission limitations.
SFOC at reference conditions The SFOC guarantee is given with a margin of 5%.
The SFOC is based on the reference ambient condi- As SFOC and NOx are interrelated parameters, an
tions stated in ISO 3046/1-1986: engine offered without fulfilling the IMO NOx limita-
tions only has a tolerance of 3% of the SFOC.
1,000 mbar ambient air pressure
25 °C ambient air temperature
25 °C scavenge air coolant temperature Examples of graphic calculation of
SFOC
and is related to a fuel oil with a lower calorific value
of 10,200 kcal/kg (42,700 kJ/kg). Diagram b in Figs. 2.11 and 2.12 valid for fixed pitch
propeller and constant speed, respectively, shows
For lower calorific values and for ambient conditions the reduction in SFOC, relative to the SFOC at nomi-
that are different from the ISO reference conditions, nal rated MCR L1.
the SFOC will be adjusted according to the conver-
sion factors in the below table provided that the The lines are valid for engines with high efficiency
maximum combustion pressure (pmax) is adjusted turbochargers at 100, 80 and 50% of the optimised
to the nominal value (left column), or if the pmax is not power (O), using the SFOC reference value at nomi-
re-adjusted to the nominal value (right column). nal MCR.
2.13
MAN B&W Diesel A/S K98MC Project Guide
178 23 37-8.1
178 25 96-5.0
178 23 44-9.1
Fig. 2.11: SFOC for engine with fixed pitch propeller
2.14
MAN B&W Diesel A/S K98MC Project Guide
178 23 39-1.1
178 25 96-5.0
178 23 44-9.1
Fig. 2.12: SFOC for engine with controllable pitch propeller constant speed
2.15
MAN B&W Diesel A/S K98MC Project Guide
178 24 40-7.0
100% Power: 51,480 kWh Power: 100% of O 45,817 kWh 38,944 kWh
100% Speed: 94 r/min Speed: 100% of O 91.6 r/min 86.8 r/min
Nominal SFOC: 171 g/kWh SFOC found: 167 g/kWh 163 g/kWh
178 25 97-7.0
O1: Optimised in M
O2: Optimised at 85% of power M
Point 3: is 80% of O2 = 0.80 x 85% of M = 68% M
Point 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M
178 24 39-7.0
Fig. 2.13: Example of SFOC for 9K98MC with fixed pitch propeller
2.16
MAN B&W Diesel A/S K98MC Project Guide
These SFOC values can be calculated by using the The above-mentioned method provides only an ap-
graphs in Fig. 2.12 for the propeller curve I and Fig. proximate figure. A more precise indication of the
2.13 for the constant speed curve II, obtaining the expected SFOC at any load can be calculated by
SFOC in points 1 and 2, respectively. using our computer program. This is a service which
is available to our customers on request.
Then the SFOC for point S1 can be calculated as an
interpolation between the SFOC in points ‘1’ and ‘2’,
and for point S3 as an extrapolation.
178 05 32-0.1
2.17
MAN B&W Diesel A/S K98MC Project Guide
Emission Control
All MC engines are delivered so as to comply with This reduction can be achieved by means of sec-
the IMO speed dependent NOx limit, measured ac- ondary methods, such as the SCR (Selective Cata-
cording to ISO 8178 Test Cycles E2/E3 for Heavy lytic Reduction), which involves an after-treatment
Duty Diesel Engines. of the exhaust gas.
The primary method of NOx control, i.e. engine ad- Plants designed according to this method have
justment and component modification to affect the been in service since 1990 on four vessels, using
engine combustion process directly, enables re- Haldor Topsøe catalysts and ammonia as the re-
ductions of up to 30% to be achieved. ducing agent. Urea can also be used.
The Specific Fuel Oil Consumption (SFOC) and the The compact SCR unit can be located separately in
NOx are interrelated parameters, and an engine of- the engine room or horizontally on top of the engine.
fered with a guaranteed SFOC and also guaranteed The compact SCR reactor is mounted before the
to comply with the IMO NOx limitation are subject to turbocharger(s) in order to achieve the optimum
a 5% fuel consumption tolerance. working temperature for the catalyst.
Water emulsification of the heavy fuel oil is a well P.331: ‘Emission Control, Two-stroke
proven primary method. The type of homogenizer is Low-speed Engines’
either ultrasonic or mechanical, using water from P.333: ‘How to deal with Emission Control’
the freshwater generator and the water mist
P.373: ‘Selective Catalytic Reduction for
catcher. The pressure of the homogenised fuel has
Maximising NOx Emission Control’
to be increased to prevent the formation of steam
and cavitation. It may be necessary to modify some These publications are available at the Internet ad-
of the engine components such as the fuel pumps, dress: www.manbw.com under ‘Libraries’, from
camshaft, and the engine control system. where they can be downloaded.
2.18
Turbocharger Choice and Exhaust Gas By-pass 3
MAN B&W Diesel A/S K98MC Project Guide
Turbocharger Choice For a Specified MCR point (M) different from the
Nominal MCR (L1), the diagrams in Figs. 3.02 to
The engines are designed for the application of 3.05 should be used for the application of MAN
either MAN B&W, ABB or Mitsubishi (MHI) turbo- B&W type TCA and type NA, ABB type TPL and MHI
chargers, and the engines and turbochargers are type MET turbochargers, respectively.
matched to comply with the IMO NO x emission
limitations, Annex VI of MARPOL 73/78 mea- The engines are, as standard, equipped with as few
sured according to ISO 8178 Test Cycles E2/E3 for turbochargers as possible, and they are located on
Heavy Duty Diesel Engines. the exhaust side of the engine.
The turbocharger choice is made with a view to One more turbocharger can be applied, than the
obtaining the lowest possible Specific Fuel Oil number stated in the tables, if this is desirable due to
Consumption (SFOC) values at the nominal MCR by space requirements, or for other reasons. Additional
applying high efficiency turbochargers, see the ta- costs are to be expected.
ble in Fig 3.01 and turbocharger choice diagrams
Figs. 3.02 to 3.05. The turbocharger cleaning systems to be applied
are described in Chapter 6.10.
178 25 98-9.0
3.01
MAN B&W Diesel A/S K98MC Project Guide
The following diagrams show how to determine the Go left to diagram 2, to the intersection with the
number and size of high efficiency turbochargers: vertical 95% engine speed scale.
• Specified MCR = M In diagram 4 the line intersects the curve for two
80% power = 27,456 kW (37,344 BHP) turbochargers. Going horizontally to the right you will
95% speed = 89.3 r/min find the intersection (point M) with the vertical line
from diagram 1 for high efficiency MAN B&W
The procedure for determining the turbocharger turbochargers, Fig. 3.02 shows that two turbo-
size for specified MCR is as follows: chargers of the TCA88-21 type should be applied.
Find the specified MCR point M in diagram 1 by Using the same procedure for 6K98MC with nomi-
entering the 80% power on the vertical scale, and nal MCR (L1), it is evident that in this case two
the 95% engine speed on the oblique scale. turbochargers of the TCA88-21 type should be used
as well.
% speed of L1 % of L1
Number of cylinders 100 90 power
14 13 12 11 10 9 8 7 6
100
f L1
edo 100
90
% spe
95
90 80
TCA77-21
5 M
TCA88-21
4 2
L1
3 TCA99-21
Number of turbochargers
178 24 64-7.0
Fig. 3.02: Choice of high efficiency turbochargers, make MAN B&W, type TCA
3.02
MAN B&W Diesel A/S K98MC Project Guide
% speed of L1 % of L1
Number of cylinders 100 90 power
14 13 12 11 10 9 8 7 6
100
f L1
edo 100
90
% spe
95
90 80
5 M
4 2 NA70/T9
L1
3
Number of turbochargers
178 24 65-9.0
Examples: 6K98MC
Nominal MCR (L1) 100% power, 100% speed: 2 x NA70/T9
Specified MCR (M) 80% power, 95% speed: 2 x NA70/T9
Fig. 3.03: Choice of high efficiency turbochargers, make MAN B&W, Type NA
3.03
MAN B&W Diesel A/S K98MC Project Guide
% speed of L1 % of L1
Number of cylinders 100 90 power
14 13 12 11 10 9 8 7 6
100
f L1
edo 100
90
% spe
95
90 80
TPL80-B12
5 TPL85-B11 M
4 2 TPL85-B12
L1
3
TPL91-B12
Number of turbochargers
178 24 66-0.0
Examples: 6K98MC
Nominal MCR (L1) 100% power, 100% speed: 2 x TPL85-B12
Specified MCR (M) 80% power, 95% speed: 2 x TPL85-B11
Fig. 3.04: Choice of high efficiency turbochargers, make ABB, type TPL
3.04
MAN B&W Diesel A/S K98MC Project Guide
% speed of L1 % of L1
Number of cylinders 100 90 power
14 13 12 11 10 9 8 7 6
100
of L 1 90
peed 100
%s
95
90 80
MET66SE II
MET71SE II
5 M
MET83SE
4 2
MET83SE II
L1
3
MET90SE
Number of turbochargers
178 24 67-2.0
Examples: 6K98MC
Nominal MCR (L1) 100% power, 100% speed: 2 x MET83SE
Specified MCR (M) 80% power, 95% speed: 2 x MET71SE II
Fig. 3.05: Choice of high efficiency turbochargers, make MHI, type MET
3.05
MAN B&W Diesel A/S K98MC Project Guide
Turbocharger Exhaust Gas By-pass Exhaust gas receiver with variable by-pass
system option: 4 60 118
Some improvements of the engine performance can This arrangement ensures that only part of the ex-
be obtained by using one of the following exhaust haust gas goes via the gas turbine of the turbo-
gas by-pass systems. charger, thus supplying less energy to the compres-
sor which, in turn, reduces the air supply to the
Please note that if one of the below systems is applied engine.
the turbocharger size and specification has to be de-
termined by other means than stated in this section. This system is normally preferred to the scavenge
air by-pass, as the normal air compressor/gas tur-
bine energy balance will be maintained.
Engine Operating under Extreme
Ambient Conditions For further information about emission control, we
refer to our publication:
As mentioned in Chapter 1, the engine power fig-
ures are valid for tropical conditions at sea level: 45 P.331: ‘Emission Control
°C air at 1000 mbar and 32 °C sea water, whereas Two-Stroke Low-Speed Diesel Engines’
the reference fuel consumption is given at ISO con-
ditions: 25 °C air at 1000 mbar and 25 °C sea water. This publication is also available at the Internet ad-
dress www.manbw.com under ‘Libraries’, from
Marine diesel engines are, however, exposed to where it can be downloaded.
greatly varying climatic temperatures, winter and
summer in arctic as well as tropical areas. These
variations cause changes of the scavenge air pres- Exhaust gas receiver with total by-pass flange
sure, the maximum combustion pressure, the ex- and blank counterflange
haust gas amount and temperatures as well as the Option: 4 60 119
specific fuel oil consumption. For emergency running without turbocharger.
Some of the possible countermeasures are briefly By-pass of the total amount of exhaust gas round
described in the following, and in more detail in our the turbocharger is only used for emergency run-
publication: ning in the event of turbocharger failure, see
Fig.3.06.
P.311: ‘Influence of Ambient Temperature Condi-
tions of Main Engine Operation’ This enables the engine to run at a higher load than
with a locked rotor under emergency conditions.
This publication is also available at the Internet ad- The engine’s exhaust gas receiver will in this case
dress: www. manbw.com under ‘Libraries’, from be fitted with a by-pass flange of the same diameter
where it can be downloaded. as the inlet pipe to the turbocharger. The emergency
pipe is yard’s delivery.
3.06
MAN B&W Diesel A/S K98MC Project Guide
The amount of ammonia injected into the exhaust For futher information about emission control, we
gas is controlled by a process computer and is refer to our publication:
based on the NOx production at different loads
measured during the testbed running, see Fig. 3.07. P.373: ‘Selective Catalytic Reduction for
Maximising Nox Emission Control’
As the ammonia is a combustible gas, it is supplied
through a double-walled pipe system, with appro- This publication is also available at the internet ad-
priate venting and fitted with an ammonia leak de- dress www.manbw.com under ‘Libraries’, from
tector which shows a simplified system layout of the where it can be downloaded.
SCR installation.
3.07
MAN B&W Diesel A/S K98MC Project Guide
Air
Process
computer
Evaporator Ammonia
tank
SCR reactor
Air outlet Air intake Exhaust gas outlet
Deck
Support
Static
mixer
Air
Orifice
High efficiency turbocharger
Engine
198 99 27-1.0
3.08
Electricity Production 4
MAN B&W Diesel A/S K98MC Project Guide
4 Electricity Production
Introduction PTO/GCR
(Power Take Off/Gear Constant Ratio):
Next to power for propulsion, electricity production Generator coupled to a constant ratio step-up gear,
is the largest fuel consumer on board. The electricity used only for engines running at constant speed.
is produced by using one or more of the following
types of machinery, either running alone or in parallel: The DMG/CFE (Direct Mounted Generator/Constant
Frequency Electrical) or the SMG/CFE (Shaft Mounted
• Auxiliary diesel generating sets Generator/Constant Frequency Electrical) are special
designs within the PTO/CFE group in which the gener-
• Main engine driven generators ator is coupled directly to the main engine crankshaft
or the intermediate shaft, respectively, without a gear.
• Steam driven turbogenerators The electrical output of the generator is controlled by
electrical frequency control.
• Emergency diesel generating sets.
Within each PTO system, several designs are avail-
The machinery installed should be selected on the able, depending on the positioning of the gear:
basis of an economic evaluation of first cost, oper-
ating costs, and the demand for man-hours for BW I:
maintenance. Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any con-
In the following, technical information is given re- nections to the ship structure.
garding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by BW II:
MAN B&W. A free-standing gear mounted on the tank top
and connected to the fore end of the diesel en-
The possibility of using a turbogenerator driven by gine, with a vertical or horizontal generator.
the steam produced by an exhaust gas boiler can be
evaluated based on the exhaust gas data. BW III:
A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator
Power Take Off (PTO) without any connections to the ship structure.
With a generator coupled to a Power Take Off (PTO) On this type of PTO, special attention has to be
from the main engine, electricial power can be pro- paid to the space requirements for the BWIII sys-
duced based on the main engine’s low SFOC and tem if the turbocharger is located on the exhaust
the use of heavy fuel oil. Several standardised PTO side.
systems are available, see Fig. 4.01 and the desig-
nations in Fig. 4.02: BW IV:
A free-standing step-up gear connected to the
PTO/RCF intermediate shaft, with a horizontal generator.
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on The most popular of the gear based alternatives is
mechanical-hydraulical speed control. the type designated BW III/RCF as it requires no
separate seating in the ship and only little attention
PTO/CFE from the shipyard with respect to alignment.
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
4.01
MAN B&W Diesel A/S K98MC Project Guide
178 89 33-0.0
4.02
MAN B&W Diesel A/S K98MC Project Guide
50: 50 Hz
60: 60 Hz
kW on generator terminals
178 47 48-7.0
Fig. 4.02: Designation of PTO
4.03
MAN B&W Diesel A/S K98MC Project Guide
178 23 22-2.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF, option: 4 85 253
4.04
MAN B&W Diesel A/S K98MC Project Guide
female part of the toothed coupling can be moved ues. The cause of a warning or an alarm is shown on
forward, thus disconnecting the two parts of the a digital display.
toothed coupling.
The power from the crankshaft gear is transferred, Extent of delivery for BWIII/RCF units
via a multi-disc clutch, to an epicyclic variable-ratio
gear and the generator. These are mounted on a The delivery comprises a complete unit ready to be
common bedplate, bolted to brackets integrated built-on to the main engine. Fig. 4.04 shows the re-
with the engine bedplate. quired space and the standard electrical output
range on the generator terminals.
The BWIII/RCF unit is an epicyclic gear with a hydro-
static superposition drive. The hydrostatic input Standard sizes of the crankshaft gears and the RCF
drives the annulus of the epicyclic gear in either di- units are designed for 700, 1200, 1800 and 2600 kW,
rection of rotation, hence continuously varying the while the generator sizes of make A. van Kaick are:
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the Type 440 V 60 Hz 380 V 50 Hz
standard layout, this is between 100% and 70% of 1,800 r/min 1,500 r/min
the engine speed at specified MCR, but it can be DSG kVA kW kVA kW
placed in a lower range if required.
62 M2-4 707 566 627 501
62 L1-4 855 684 761 609
The input power to the gear is divided into two paths
62 L2-4 1,056 845 940 752
– one mechanical and the other hydrostatic – and
74 M1-4 1,271 1,017 1,137 909
the epicyclic differential combines the power of the
74 M2-4 1,432 1,146 1,280 1,024
two paths and transmits the combined power to the
74 L1-4 1,651 1,321 1,468 1,174
output shaft, connected to the generator. The gear is
74 L2-4 1,924 1,539 1,709 1,368
equipped with a hydrostatic motor driven by a pump,
86 K1-4 1,942 1,554 1,844 1,475
and controlled by an electronic control unit. This
86 M1-4 2,345 1,876 2,148 1,718
keeps the generator speed constant during single run-
86 L2-4 2,792 2,234 2,542 2,033
ning as well as when running in parallel with other gen-
99 K1-4 3,222 2,578 2,989 2,391
erators.
178 34 89-3.1
4.05
MAN B&W Diesel A/S K98MC Project Guide
1. Cooling water pipes to the built-on lubricating oil The capacities stated in the ‘List of capacities’ for
cooling system, including the valves. the main engine in question are to be increased by
the additional capacities for the crankshaft gear and
2. Electrical power supply to the lubricating oil the RCF gear stated in Fig. 4.06.
stand-by pump built on to the RCF unit.
4.06
MAN B&W Diesel A/S K98MC Project Guide
178 36 29-6.0
kW generator - 60 Hz frequency
700 kW 1200 kW 1800 kW 2600 kW
A 3,115 3,115 3,255 3,255
B 623 623 623 623
C 3,775 3,775 4,055 4,055
D 4,175 4,175 4,455 4,455
F 1,643 1,793 1,913 2,013
G 2,320 2,320 2,700 2,700
H 2,170 2,680 3,070 4,380
S 400 460 550 640
System mass (kg) with generator:
27,000 31,500 44,600 61,550
System mass (kg) without generator:
25,000 28,850 40,300 56,350
The stated kW, at the generator terminals is available between 70% and 100% of the engine speed
at specified MCR
Space requirements have to be investigated case by case on plants with 2600 kW generator.
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23,
frequency = 60 Hz,speed = 1800 r/min
178 33 82-5.1
Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll S98/RCF
4.07
MAN B&W Diesel A/S K98MC Project Guide
178 14 12-7.1
Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO. (To be decided when ordering the engine)
4.08
MAN B&W Diesel A/S K98MC Project Guide
Pos. No: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
BWIII/RCF A A A A B A B A A A A A B B A A
BWIII/CFE A A A A B A B A A A A A B B A A
BWII/RCF A A A A A A
BWII/CFE A A A A A A
BWI/RCF A A A A B A B A A
BWI/CFE A A A A B A B A A A A
DMG/CFE A A A B C A B A A
178 89 34-2.0
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO. (To be decided when ordering the engine)
4.09
MAN B&W Diesel A/S K98MC Project Guide
Crankshaft gear lubricated from the main engine lubricating oil system
The figures are to be added to the main engine capacity list:
Nominal output of generator kW 700 1,200 1,800 2,600
Lubricating oil flow m3/h 4.1 4.1 4.9 6.2
Heat dissipation kW 12.1 20.8 31.1 45.0
178 06 47-1.0
4.10
MAN B&W Diesel A/S K98MC Project Guide
DMG/CFE Generators
Option: 4 85 259
Fig. 4.01 alternative 5, shows the DMG/CFE (Direct can be supplied by others, e.g. Fuji, Nishishiba and
Mounted Generator/Constant Frequency Electrical) Shinko in Japan.
which is a low speed generator with its rotor mount-
ed directly on the crankshaft and its stator bolted on For generators in the normal output range, the mass
to the frame box as shown in Figs. 4.08 and 4.09. of the rotor can normally be carried by the foremost
main bearing without exceeding the permissible
The DMG/CFE is separated from the crankcase by a bearing load (see Fig. 4.09), but this must be
plate and a labyrinth stuffing box. checked by the engine manufacturer in each case.
The DMG/CFE system has been developed in coop- If the permissible load on the foremost main bearing
eration with the German generator manufacturers is exceeded, e.g. because a tuning wheel is needed,
Siemens and AEG, but similar types of generators this does not preclude the use of a DMG/CFE.
178 06 73-3.1
4.11
MAN B&W Diesel A/S K98MC Project Guide
178 06 63-7.1
Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel
178 56 55-3.1
4.12
MAN B&W Diesel A/S K98MC Project Guide
Static converter
4.13
MAN B&W Diesel A/S K98MC Project Guide
178 23 03-1.0
**Dry weight
No. of Cyl. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (1,000 r/min) 2,751 1,400 4,151 2,226 9.5
5 (1,200 r/min) 2,751 1,400 4,151 2,226 9.5
6 (1,000 r/min) 3,026 1,490 4,516 2,226 10.5
6 (1,200 r/min) 3,026 1,490 4,516 2,226 10.5
7 (1,000 r/min) 3,301 1,585 4,886 2,226 11.4
7 (1,200 r/min) 3,301 1,585 4,886 2,266 11.4
8 (1,000 r/min) 3,576 1,680 5,256 2,266 12.4
8 (1,200 r/min) 3,576 1,680 5,256 2,266 12.4
9 (1,000 r/min) 3,851 1,680 5,531 2,266 13.1
9 (1,200 r/min) 3,851 1,680 5,531 2,266 13.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 1,800 mm
178 33 87-4.3
* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate, and subject to change without prior notice.
4.14
MAN B&W Diesel A/S K98MC Project Guide
COOLING CAPACITIES
Lubricating oil kW 79/85 95/102 110/119 126/136 142/153
Charge air LT kW 43/50 51/60 60/70 68/80 77/90
*Flow LT at 36°C inlet and m3/h 13.1/14.6 15.7/17.5 18.4/20.4 21.0/23.3 23.6/26.2
44°C outlet engine
Jacket cooling kW 107/125 129/150 150/175 171/200 193/225
Charge air HT kW 107/114 129/137 150/160 171/182 193/205
GAS DATA
Exhaust gas flow kg/h 3,321/3,675 3,985/4,410 4,649/5,145 5,314/5,880 5,978/6,615
Exhaust gas temp. °C 330 330 330 330 330
Max. allowable back bar 0.025 0.025 0.025 0.025 0.025
press.
Air consumption kg/h 3,231/3,575 3,877/4,290 4,523/5,005 5,170/5,720 5,816/6,435
HEAT RADIATION
Engine kW 11/12 13/15 15/17 17/20 19/22
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions. The flows are based on ISO ambient conditions.
* The outlet temperature of the HT water is set to 80°C, and 44°C for LT water. At different inlet temperatures the flow
will change accordingly.
Example: if the inlet temperature is 25°C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36°C, then the
LT outlet will rise accordingly.
178 33 88-6.1
4.15
MAN B&W Diesel A/S K98MC Project Guide
178 23 04-3.0
P Free passage between the engines, width 600 mm and height 2,000 mm 178 48 08-7.1
Q Min. distance between engines: 2,400 mm (without gallery) and 2,600 mm (with gallery)
* Depending on alternator
** Weight incl. standard alternator (based on a Uljanik alternator)
All dimensions and masses are approximate, and subject to change without prior notice.
4.16
MAN B&W Diesel A/S K98MC Project Guide
COOLING CAPACITIES
Lubricating oil kW 199/214 239/257 278/299 318/342 358/385
Charge air LT kW 137 165 192 220 247
*Flow LT at 36°C inlet m3/h 28.9/37.7 34.6/45.3 40.4/52.8 46.2/60.3 52.0/61.8
and 44°C outlet
Jacket cooling kW 148/159 178/191 207/223 237/255 266/287
Charge air HT kW 244 293 341 390 439
*Flow HT at 36°C inlet m3/h 9.4/9.6 11.2/11.5 13.1/13.5 15.0/15.4 16.8/17.7
and 80°C outlet
GAS DATA
Exhaust gas flow kg/h 6,675/6,990 7,861/8,280 9,172/9,661 10,482/11,041 11,792/12,421
Exhaust gas temp. °C 330/285 330/285 330/285 330/285 330/285
Max. allowable back pres- bar 0.025 0.025 0.025 0.025 0.025
sure
Air consumption kg/h 6,489/6,790 7,638/8,040 8,911/9,380 10,184/10,720 11,457/12,060
HEAT RADIATION
Engine kW 178 48 09-9.0
4.17
MAN B&W Diesel A/S K98MC Project Guide
178 23 06-7.0
**Dry weight
No. of Cyl. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 3,369 2,155 5,524 2,383 18.0
5 (750 r/min) 3,369 2,155 5,524 2,383 17.6
6 (720 r/min) 3,738 2,265 6,004 2,383 19.7
6 (750 r/min) 3,738 2,265 6,004 2,383 19.7
6 (900 r/min) 3,738 2,265 6,004 2,815 21.0
7 (720 r/min) 4,109 2,395 6,504 2,815 21.4
7 (750 r/min) 4,109 2,395 6,504 2,815 21.4
7 (900 r/min) 4,109 2,395 6,504 2,815 22.8
8 (720 r/min) 4,475 2,480 6,959 2,815 23.5
8 (750 r/min) 4,475 2,480 6,959 2,815 22.9
8 (900 r/min) 4,475 2,340 6,815 2,815 24.5
P Free passage between the engines, width 600 mm and height 2,000 mm
178 34 53-7.1
Q Min. distance between engines: 2,250 mm
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate, and subject to change without prior notice.
4.18
MAN B&W Diesel A/S K98MC Project Guide
The stated heat dissipation and capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump
capacities at 750 r/min. are 4% higher than stated. If LT cooling is with sea water, the LT inlet is 32° C instead of 36°C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions
* Only valid for engines equipped with internal basic cooling water system Nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system No. 3.
178 34 54-5.2
4.19
MAN B&W Diesel A/S K98MC Project Guide
178 23 07-9.0
P Free passage between the engines, width 600 mm and height 2,000 mm 178 33 89-8.2
Q Min. distance between engines: 3,000 mm (without gallery) and 3,400 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator
All dimensions and masses are approximate, and subject to change without prior notice.
4.20
MAN B&W Diesel A/S K98MC Project Guide
COOLING CAPACITIES
Lubricating oil kW 206/217 247/261 288/304 330/348 371/391
Charge air LT kW 144/155 173/186 202/217 231/248 260/279
*Flow LT at 36°C inlet and m3/h 37.6/40.0 45.1/48.0 52.7/56.0 58.0/64.0 58.0/70.0
44/46°C outlet
Jacket cooling kW 352/402 422/482 493/562 563/643 633/723
Charge air HT kW 422/457 507/549 591/640 676/732 760/823
*Flow HT at 44°C inlet and m3/h 18.5/20.5 22.2/24.6 25.9/28.7 29.6/32.8 33.3/36.9
80°C outlet
Ext. flow from engine m3/h 37.6/40.0 45.1/48.0 52.7/56.0 58.0/64.0 58.0/70.0
Outlet temp. from engine °C 62/62 62/62 62/62 62/62 65/63
GAS DATA
Exhaust gas flow kg/h 10,474/11,981 12,416/14,377 14,485/16,773 16,555/19,169 18,624/21,565
Exhaust gas temp. °C 330 330 330 330 330
Max. allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 10,177/11,662 12,060/13,994 14,070/16,326 16,080/18,659 18,090/20,991
HEAT RADIATION
Engine kW 54/57 64/69 75/80 86/92 97/103
Alternator kW (see separate data from the alternator maker)
178 33 90-8.2
The stated heat balances are based on tropical conditions. The flows and exhaust gas temp. are based on
ISO ambient conditions.
4.21
MAN B&W Diesel A/S K98MC Project Guide
178 23 09-2.0
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 2,655 mm (without gallery) and 2,850 mm (with gallery)
* Depending on alternator
178 33 92-1.3
** Weight includes a standard alternator, make A. van Kaick
4.22
MAN B&W Diesel A/S K98MC Project Guide
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system Nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system No. 3.
*** To compensate for built on pumps, ambient conditions, calorific value and adequate circulation flow, the ISO fuel oil
consumption is multiplied by 1.45.
178 06 47-1.0
4.23
MAN B&W Diesel A/S K98MC Project Guide
178 23 10-2.0
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 2,835 mm (without gallery) and 3,220 mm (with gallery)
* Depending on alternator
** Weight includes an alternator, Type B16, Make Siemens
All dimensions and masses are approximate, and subject to change without prior notice.
4.24
MAN B&W Diesel A/S K98MC Project Guide
ENGINE-DRIVEN PUMPS
LT cooling water pump (3 bar) m3/h 36 42 48 54
HT cooling water pump (3 bar) m3/h 36 42 48 54
Lube oil main pump (8 bar) m3/h 75 88 100 113
SEPARATE PUMPS
Fuel oil feed pump (4 bar) m3/h 0.9 1.0 1.2 1.3
Fuel oil booster pump (8 bar) m3/h 2.6 3.0 3.5 3.9
Prelubricating oil pump (8 bar) m3/h 19 22 26 29
LT cooling water pump (3 bar) m3/h 36 42 48 54
HT cooling water pump (3 bar) m3/h 36 42 48 54
COOLING CAPACITIES
LT charge air kW 303 354 405 455
Lubricating oil kW 394 460 526 591
Flow LT at 36° C m 3/h 36 42 48 54
HT charge air kW 801 934 1067 1201
Jacket cooling kW 367 428 489 550
Flow HT 80° C outlet engine m³/h 36 42 48 54
GAS DATA
Exhaust gas flow kg/h 22,480 26,227 29,974 33,720
Exhaust gas temp. °C 350 350 350 350
Max. allowable back pressure bar 0.025 0.025 0.025 0.025
Air consumption kg/h 21,956 25,615 29,275 32,934
HEAT RADIATION
Engine kW 137 160 183 206
Generator kW (See separate data from generator maker)
178 34 56-9.2
4.25
Installation Aspects 5
MAN B&W Diesel A/S K98MC Project Guide
Installation Aspects Only a 2 x 6.3 tons double-jib crane can be used for
the K98MC engine as this crane has been
The figures shown in this chapter are intended as an individually designed for the engine.
aid at the project stage. The data is subject to
change without notice, and binding data is to be The capacity of a normal engine room crane has to
given by the engine builder in the ‘Installation Docu- be minimum 12.5 tons.
mentation’ mentioned in section 10.
For the recommended area to be covered by the en-
Please note that the newest version of most of the gine room crane and regarding crane for disman-
drawings of this section can be downloaded from tling the turbochargers, see Figs. 5.01.01d and
our website on www.manbw.com under ‘Products’, 5.01.01c.
‘Marine Power’, ‘Two-stroke Engines’ where you
then choose the engine type. The overhaul tools for the engine are designed to be
used with a crane hook according to DIN 15400,
June 1990, material class M and load capacity 1Am
Space Requirements for the Engine and dimensions of the single hook type according to
DIN 15401, part 1.
The space requirements stated in Figs. 5.01.01a
and 5.01.01b are valid for engines rated at nominal
MCR (L1).
Overhaul of Engine
The overhaul heights stated from the centre of the
crankshaft to the crane hook are for normal lifting
proceduce comprising vertical lift of the relevant
components or reduced height lifting proceduce,
see note F in Fig. 5.01.01b.
5.01.01
MAN B&W Diesel A/S K98MC Project Guide
178 46 03-7.1
Normal centreline distance for twin engine installa- The dimensions given in the table are in mm and are
tion: 9,150 mm. for guidance only.
Fig. 5.01.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122)
5.01.02
MAN B&W Diesel A/S K98MC Project Guide
178 46 03-7.1
Fig. 5.01.01b: Space requirement for the engine.
5.01.03
MAN B&W Diesel A/S K98MC Project Guide
178 32 20-8.0
The table indicates the position of the crane beam(s) in
the vertical level related to the centre of the
For the overhaul of a turbocharger, a crane beam with turbocharger(s).
trolleys is required at each end of the turbocharger. The crane beam location in horizontal direction
Two trolleys are to be available at the compressor end *) Engines with the turbocharger(s) located on the ex-
haust side.
and one trolley is needed at the gas inlet end. The letter ‘a’ indicates the distance between verti-
cal centrelines of the engine and the
The crane beam can be omitted if the main engine turbocharger(s)
room crane also covers the turbocharger area.
The crane beam is used for lifting the following compo- *) The figures ‘a’ are stated on the ‘Engine Outline’
drawing.
nents:
The crane beam can be bolted to brackets that are fas-
- Exhaust gas inlet casing tened to the ship structure or to columns that are lo-
- Turbocharger inlet silencer cated on the top platform of the engine.
- Compressor casing
- Turbine rotor with bearings The lifting capacity of the crane beam is indicated in
the table for the various turbocharger makes. The crane
The sketch shows a turbocharger and a crane beam beam shall be dimensioned for lifting the weight ‘W’
that can lift the components mentioned. with a deflection of some 5 mm only.
5.01.04
MAN B&W Diesel A/S K98MC Project Guide
178 23 34-2.0
1) The lifting tools for the engine are designed to fit together with
a standard crane hook with a lifting capacity in accordance with
the figure stated in the table. If a larger crane hook is used, it
may not fit directly to the overhaul tools, and the use of an in-
termediate shackle or similar between the lifting tool and the
crane hook will affect the requirements for the minimum lifting
height in the engine room (dimension B)
Weight in kg Crane capacity Crane Normal crane MAN B&W Double-Jib Crane
including lifting tools in tons operating Height to crane hook
selected in width in mm
accordance with in mm
DIN and JIS Normal Reduced Building-in height in mm
standard lifting height lifting
capacities procedure procedure
involving
tilting of
main
components
(option)
Cylinder Cylinder Piston Normal MAN A B1/B2 C D
cover liner with crane B&W Minimum Minimum height from Minimum Additional height
complete with piston Double- distance centreline crankshaft to height from required for
with cooling rod and Jib centreline centreline removal of
exhaust jacket stuffing Crane crane hook crankshaft to exhaust valve
valve box underside deck without removing
beam any exhaust
valve stud
10,700 9,125 6,050 12.5 2x6.3 3,950 13,400 13,125 13,100 1,100
The crane hook travelling area must cover at least the full The crane hook should at least be able to reach down to a
length of the engine and a width in accordance with di- level corresponding to the centreline of the crankshaft.
mension A given on the drawing, see cross-hatched area.
For overhaul of the turbocharger(s), trolley mounted chain
It is furthermore recommended that the engine room hoists must be installed on a separate crane beam or, al-
crane can be used for transport of heavy spare parts from ternatively, in combination with the engine room crane
the engine room hatch to the spare part stores and to the structure, see Fig. 5.01.01c with information about the re-
engine. See example on this drawing. quired lifting capacity for overhaul of turbocharger(s).
178 23 35-4.0
Fig. 5.01.01d: Engine room crane
5.01.05
MAN B&W Diesel A/S K98MC Project Guide
Deck beam
178 06 25-5.3
5.01.06
MAN B&W Diesel A/S K98MC Project Guide
5.02.01
MAN B&W Diesel A/S K98MC Project Guide
TC type c1 c2 c3
MAN B&W NA70/T9 860 6,110 11,360
ABB TPL85 610 5,860 11,110
MHI MET 83SD/SE 880 6,130 11,380
The dimensions given are in mm
178 46 06-2.0
Fig. 5.02.01a: Engine and gallery outline, 7K98MC with three turbochargers
5.02.02
MAN B&W Diesel A/S K98MC Project Guide
TC type a b d
MAN B&W NA70/T9 3,705 8,910 5,470
ABB TPL85 3,780 8,750 5,560
MHI MET 83SD/SE 3,890 8,870 5,630
The dimensions given are in mm
178 46 06-2.0
Fig. 5.02.01b: Engine and gallery outline, 7K98MC with three turbochargers
5.02.03
MAN B&W Diesel A/S K98MC Project Guide
178 46 06-2.0
Fig. 5.02.01c: Engine and gallery outline, 7K98MC with three turbochargers
5.02.04
MAN B&W Diesel A/S K98MC Project Guide
TC type c1 c2 c3 c4
MAN B&W NA70/T9 860 6,110 12,600 17,850
ABB TPL85 1,060 6,310 12,800 18,050
MHI MET 83SD/SE 880 6,130 12,620 17,870
The dimensions given are in mm
178 46 66-0.0
Fig. 5.02.02a: Engine and gallery outline of 12K98MC with four turbochargers
5.02.05
MAN B&W Diesel A/S K98MC Project Guide
TC type a b d
MAN B&W NA70/T9 3,705 8,910 5,470
ABB TPL85 3,780 8,750 5,560
MHI MET 83SD/SE 3,890 8,870 5,630
The dimensions given are in mm
178 46 66-0.0
Fig. 5.02.02b: Engine and gallery outline of 12K98MC with four turbochargers
5.02.06
MAN B&W Diesel A/S K98MC Project Guide
178 46 66-0.0
Fig. 5.02.02c: Engine and gallery outline of 12K98MC with four turbochargers
5.02.07
MAN B&W Diesel A/S K98MC Project Guide
Y
Centre of Centre
crankshaft of gravity
Centre of
cylinder 1
X
178 32 14-9.0
No. of cylinders 6 7 8 9 10 11 12 13 14
Distance X mm 5,775 6,490 7,200 7,920 8,635 9,350 10,070 10,770 11,510
Distance Y mm 3,350 3,550 3,550 3,550 3,750 3,750 3,750 3,750 3,750
Distance Z mm 165 185 185 185 200 200 200 200 200
All values stated are approximate
178 33 68-3.1
5.02.08
MAN B&W Diesel A/S K98MC Project Guide
5.02.09
MAN B&W Diesel A/S K98MC Project Guide
178 46 56-4.0
Fig. 5.02.05a: Engine pipe connections for 7K98MC, with three turbochargers
5.02.10
MAN B&W Diesel A/S K98MC Project Guide
178 46 56-4.0
Fig. 5.02.05b: Engine pipe connections for 7K98MC, with three turbochargers
5.02.11
MAN B&W Diesel A/S K98MC Project Guide
5.02.12
MAN B&W Diesel A/S K98MC Project Guide
178 46 58-8.0
5.02.13
MAN B&W Diesel A/S K98MC Project Guide
MAN B&W
NA70/TO9
ABB Mitsubishi
178 46 61-1.1
5.02.14
MAN B&W Diesel A/S K98MC Project Guide
5.03.01
MAN B&W Diesel A/S K98MC Project Guide
178 19 72-2.3
For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding down
For securing of supporting chocks see special drawing. bolts in the bedplate while observing the toleranced
locations indicated on MAN B&W Diesel A/S draw-
ings for machining the bedplate
This drawing may, subject to the written consent of the
actual engine builder concerned, be used as a basis for 2) The shipyard drills the holes for holding down
marking-off and drilling the holes for holding down bolts bolts in the top plates while observing the
in the top plates, provided that: toleranced locations given on the present drawing
5.03.02
MAN B&W Diesel A/S K98MC Project Guide
178 19 70-9.2
1 Protecting cap
2 Spherical nut
3 Spherical washer
4 Distance pipe
5 Round nut
6 Holding down bolt
Fig.5.03.02a: Profile of engine seating with vertical lubricating oil outlet
5.03.03
MAN B&W Diesel A/S K98MC Project Guide
178 19 73-4.2
5.03.04
MAN B&W Diesel A/S K98MC Project Guide
The so-called guide force moments are caused by The top bracing is normally placed on the exhaust
the transverse reaction forces acting on the side of the engine (4 83 110), but the hydraulic top
crossheads due to the connecting rod/crankshaft bracing can alternatively be placed on the camshaft
mechanism. When the piston of a cylinder is not ex- side, option: 4 83 111, see Fig. 5.04.01.
actly in its top or bottom position, the gas force from
the combustion, transferred through the connecting The top bracing is to be made by the shipyard in ac-
rod will have a component acting on the crosshead cordance with MAN B&W instructions.
and the crankshaft, perpendicularly to the axis of
the cylinder. Its resultant acts on the guide shoe (or
piston skirt in the case of a trunk engine), and to-
gether they form a guide force moment.
Hydraulic top bracing
The moments may excite engine vibrations moving
the engine top athwartships and causing a rocking The hydraulic top bracing is available in the design
(excited by H-moment) or twisting (excited by with pump station, option 4 83 122.
X-moment) movement of the engine.
See Figs. 5.04.01 and 5.04.02.
For engines with fewer than seven cylinders, this
guide force moment tends to rock the engine in the The hydraulically adjustable top bracing is intended
transverse direction, and for engines with seven cyl- for appliction in vessels where hull deflection is fore-
inders or more, it tends to twist the engine. Both seen to exceed the usual level and for one side
forms are shown in the chapter dealing with vibra- mounting, either the exhaust side (alternative 1), or
tions. The guide force moments are harmless to the the camshaft side (alternative 2).
engine, however, they may cause annoying vibra-
tions in the superstructure and/or engine room, if Force per bracing . . . . . . . . . . . . . . . . . . ± 127 kN
proper countermeasures are not taken. Maximum horizontal deflection at the
link’s points of attachment to the hull
As this system is difficult to calculate with adequate for four cylinders . . . . . . . . . . . . . . . . . . . 0.51 mm
accuracy, MAN B&W Diesel recommend that top
bracing is installed between the engine’s upper
platform brackets and the casing side.
5.04.01
MAN B&W Diesel A/S K98MC Project Guide
178 14 41-4.1
Turbocharger Q R
a = 875 g = 11,375
NA70/T9 5,470 5,945 b = 2,655 l = 12,615
TPL85 5,560 6,035 c = 4,375 m = 14,365
d = 6,125 n = 16,115
MET183SE/SD 5,630 6,105
e = 7,875 o = 17,865
MET90SE 6,000 6,475 f = 9,625 p = 19,615
q = 21,365
Fig. 5.04.01: Hydraulic top bracing arrangement 178 14 41-4.1
5.04.02
MAN B&W Diesel A/S K98MC Project Guide
With pneumatic/hydraulic
cylinders only Hydraulic cylinders
Accumulator unit
Pump station
including:
two pumps
oil tank
filter
relief valve and
control box
Fig. 5.04.02a: Hydraulic top bracing layout of system with pump station, option: 4 83 122
Hull Engine
side side
5.04.03
MAN B&W Diesel A/S K98MC Project Guide
5.05.01
MAN B&W Diesel A/S K98MC Project Guide
Hull
Slipring
solid silver track
Voltmeter for shaft-hull
potential difference
Silver metal
graphite brushes
Rudder
Propeller Voltmeter for shaft-
hull potential difference
Main bearing
Intermediate shaft
Earthing device
Propeller shaft
Current
178 32 07-8.1
Fig. 5.05.01: Earthing device, (yard supply)
5.05.02
Auxiliary Systems 6
MAN B&W Diesel A/S K98MC Project Guide
The Lists of Capacities contain data regarding the water generator is installed, the water production
necessary capacities of the auxiliary machinery for can be calculated by using the formula stated later
the main engine only. in this section and the way of calculating the ex-
The heat dissipation figures include 10% extra mar- haust gas data is also shown.
gin for overload running except for the scavenge air
cooler, which is an integrated part of the diesel en- The air consumption is approximately 98% of the
gine. calculated exhaust gas amount.
178 11 26-4.1
Fig. 6.01.01a: Diagram for seawater cooling system
178 11 27-6.1
6.01.01
MAN B&W Diesel A/S K98MC Project Guide
Cyl. 6 7 8 9 10 11 12 13 14 TC
Nominal MCR at 94 r/min type
kW 34,320 40,040 45,760 51,480 57,200 62,920 68,640 74,360 80,080
Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0
275 320 370 415 460 510 550 600 640 TCA
3 295 350 395 440 495 540 590 0 690 NA
Jacket cooling water pump m /h
275 320 370 415 460 510 550 600 640 TPL
275 320 370 415 460 510 550 600 640 MET
Pumps
1,060 1,240 1,410 1,590 1,770 1,940 2,120 2,300 2,450 TCA
1,080 1,260 1,440 1,610 1,800 1,980 2,150 0 2,520 NA
Seawater pump* m3/h
1,070 1,250 1,430 1,610 1,790 1,970 2,140 2,320 2,500 TPL
1,070 1,240 1,420 1,600 1,780 1,960 2,130 2,310 2,490 MET
740 870 990 1,110 1,230 1,360 1,480 1,600 1,730 TCA
740 870 990 1,110 1,240 1,360 1,480 1,610 1,730 NA
Lubricating oil pump* m3/h
750 860 990 1,120 1,240 1,360 1,480 0 1,730 TPL
740 860 980 1,110 1,230 1,360 1,480 1,590 1,720 MET
Scavenge air cooler
kW 13,710 16,000 18,280 20,570 22,850 25,140 27,420 29,710 31,990
Heat dissipation approx.
3
Central cooling water m /h 690 805 920 1,035 1,150 1,265 1,380 1,495 1,610
kW 2,730 3,170 3,600 4,090 4,520 4,980 5,400 5,880 6,350 TCA
Lubricating oil cooler 2,880 3,460 3,890 4,320 4,900 5,330 5,760 0 6,770 NA
Heat dissipation approx.* 2,980 3,410 3,890 4,470 4,900 5,410 5,840 6,390 6,820 TPL
2,870 3,300 3,800 4,310 4,740 5,270 5,700 6,130 6,610 MET
Lubricating oil* m3/h See above ‘Main lubricating oil pump’
Coolers
370 435 490 555 620 675 740 805 860 TCA
3 390 455 520 575 650 715 770 0 910 NA
Seawater m /h
380 445 510 575 640 705 760 825 890 TPL
380 435 500 565 630 695 750 815 880 MET
4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 TCA
Jacket water cooler 4,960 5,840 6,640 7,440 8,320 9,120 9,920 0 11,600 NA
kW
Heat dissipation approx. 4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 TPL
4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 MET
Jacket cooling water m3/h See above ‘Jacket cooling water’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 345 400 455 510 580 630 680 730 790
Exhaust gas flow at 245 °C ** kg/h 323,400 377,300 431,200 485,100 539,000 592,900 646,800 700,700 754,600
Air consumption of engine kg/s 88.2 102.9 117.6 132.3 147.0 161.7 176.4 191.1 205.8
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or 178 86 64-5.1
torsional vibration damper, the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
Fig. 6.01.02: List of capacities, K98MC with high efficiency turbocharger and seawater cooling system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.02
MAN B&W Diesel A/S K98MC Project Guide
Cyl. 6 7 8 9 10 11 12 13 14 TC
Nominal MCR at 94 r/min type
kW 34,320 40,040 45,760 51,480 57,200 62,920 68,640 74,360 80,080
Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0
275 320 370 415 460 510 550 600 640 TCA
295 350 395 440 495 540 590 0 690 NA
Jacket cooling water pump m3/h
275 320 370 415 460 510 550 600 640 TPL
275 320 370 415 460 510 550 600 640 MET
Pumps
820 960 1,090 1,230 1,370 1,510 1,640 1,780 1,920 TCA
840 980 1,120 1,260 1,400 1,540 1,670 0 1,960 NA
Central cooling water pump* m3/h
830 970 1,110 1,250 1,390 1,530 1,660 1,800 1,940 TPL
830 960 1,100 1,240 1,380 1,520 1,660 1,790 1,930 MET
1,040 1,210 1,390 1,560 1,730 1,910 2,080 2,250 2,430 TCA
1,060 1,240 1,410 1,580 1,770 1,940 2,110 0 2,470 NA
Seawater pump* m3/h
1,050 1,220 1,400 1,580 1,750 1,930 2,100 2,280 2,450 TPL
1,050 1,220 1,400 1,570 1,740 1,920 2,090 2,260 2,440 MET
740 870 990 1,110 1,230 1,360 1,480 1,600 1,730 TCA
740 870 990 1,110 1,240 1,360 1,480 0 1,730 NA
Lubricating oil pump* m3/h
750 860 990 1,120 1,240 1,360 1,480 1,610 1,730 TPL
740 860 980 1,110 1,230 1,360 1,480 1,590 1,720 MET
Scavenge air cooler
kW 13,610 15,880 18,150 20,420 22,690 24,950 27,220 29,490 31,760
Heat dissipation approx.
3
Central cooling water m /h 462 539 616 693 770 847 924 1,001 1,078
kW 2,730 3,170 3,600 4,090 4,520 4,980 5,400 5,880 6,350 TCA
Lubricating oil cooler 2,880 3,460 3,890 4,320 4,900 5,330 5,760 0 6,770 NA
Heat dissipation approx.* 2,980 3,410 3,890 4,470 4,900 5,410 5,840 6,390 6,820 TPL
2,870 3,300 3,800 4,310 4,740 5,270 5,700 6,130 6,610 MET
Lubricating oil* m3/h See above ‘Lubricating oil pump’
Coolers
358 421 474 537 600 663 716 779 842 TCA
3 378 441 504 567 630 693 746 0 882 NA
Central cooling water m /h
368 431 494 557 620 683 736 799 862 TPL
368 421 484 547 610 673 736 789 852 MET
4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 TCA
Jacket water cooler 4,960 5,840 6,640 7,440 8,320 9,120 9,920 0 11,600 NA
kW
Heat dissipation approx. 4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 TPL
4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 MET
Jacket cooling water m3/h See above ‘Jacket cooling water’
Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil cooler
21,140 24,650 28,150 31,710 35,210 38,730 42,220 45,770 49,310 TCA
Central cooler 21,450 25,180 28,680 32,180 35,910 39,400 42,900 0 50,130 NA
kW
Heat dissipation approx.* 21,390 24,890 28,440 32,090 35,590 39,160 42,660 46,280 49,780 TPL
21,280 24,780 28,350 31,930 35,430 39,020 42,520 46,020 49,570 MET
Central cooling water* m3/h See above ‘Central cooling water pump’
Seawater* m3/h See above ‘Seawater cooling pump’
Fuel oil heater kW 345 400 455 510 580 630 680 730 790
Exhaust gas flow at 245 °C ** kg/h 323,400 377,300 431,200 485,100 539,000 592,900 646,800 700,700 754,600
Air consumption of engine kg/s 88.2 102.9 117.6 132.3 147.0 161.7 176.4 191.1 205.8
178 86 65-7.1
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or
torsional vibration damper, the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
Fig. 6.01.03: List of capacities, K98MC with high efficiency turbocharger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.03
MAN B&W Diesel A/S K98MC Project Guide
6.01.04
MAN B&W Diesel A/S K98MC Project Guide
6.01.05
MAN B&W Diesel A/S K98MC Project Guide
Pump pressures
Pump Max.
head working
bar temp. °C
Fuel oil supply pump 4 100
Fuel oil circulating pump 6 150
Lubricating oil pump 4.8 70
Seawater pump 2.5 50
Central cooling water pump 2.5 80
Jacket water pump 3 100
178 25 54-6.0
Flow velocities
6.01.06
MAN B&W Diesel A/S K98MC Project Guide
Example 1:
Derated 6K98MC with high efficiency MAN B&W turbocharger with fixed pitch propeller and seawater
cooling system.
Nominal MCR, (L1) PL1: 34,320 kW = 46,680 BHP (100.0%) 94.0 r/min (100.0%)
Specified MCR, (M) PM: 29,172 kW = 39,678 BHP (85.0%) 91.2 r/min (97.0%)
Optimised power, (O) PO: 27,284 kW = 37,111 BHP (79.5%) 89.1 r/min (94.8%), PO=93.5% of PM
6.01.07
MAN B&W Diesel A/S K98MC Project Guide
Reversible engine
Receiver volume (12 starts) m3 2 x 14.5 2 x 14.5
Compressor capacity, total m3/h 870 870
Non-reversible engine
Receiver volume (6 starts) m3 2 x 8.0 2 x 8.0
Compressor capacity, total m3/h 480 480
Exhaust gas tolerances: temperature –/+ 15 °C and amount +/–5%
The air consumption and exhaust gas figures are expected values and refer to 100% specified MCR, ISO ambient
reference conditions and exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this chapter
178 36 35-5.1
Fig. 6.01.08: Example 1 –Capacities of derated 6K98MC with high efficiency MAN B&W turbocharger, type TCA and
seawater cooling system.
6.01.08
MAN B&W Diesel A/S K98MC Project Guide
where
6.01.09
MAN B&W Diesel A/S K98MC Project Guide
6.01.10
MAN B&W Diesel A/S K98MC Project Guide
Example 2:
Freshwater production from a derated 6K98MC with high efficiency MAN B&W turbocharger and with
fixed pitch propeller.
Based on the engine ratings below, this example will show how to calculate the expected available jacket
cooling water heat removed from the diesel engine, together with the corresponding freshwater
production from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
Nominal MCR, (L1) PL1: 34,320 kW = 46,680 BHP (100.0%) 94.0 r/min (100.0%)
Specified MCR, (M) PM: 29,172 kW = 39,678 BHP (85.0%) 91.2 r/min (97.0%)
Optimising point, (O) PO: 27,248 kW = 37,111 BHP (79.5%) 89.1 r/min (94.8%) PO = 93.5% of PM
Service rating, (S) PS: 23,338 kW = 31,742 BHP 82.7 r/min PS = 80.0% of PM
and PS = 85.6% of PO
The expected available jacket cooling water heat at Calculation of Exhaust Gas Amount and
service rating is found as follows: Temperature
By means of equation [2], the heat dissipation in the PO% = (PO/PM) x 100%
service point (S) i.e. for 85.6% of optimising power, is
b) The ambient conditions, and exhaust gas
found:
back-pressure:
kp = 0.89 using 85.6% in Fig. 6.01.09
Tair: actual ambient air temperature, in °C
Qjw = Qjw,O x kp = 3,379 x 0.89 = 3,007 kW pbar: actual barometric pressure, in mbar
TCW: actual scavenge air coolant temperature, in °C
For the service point the corresponding expected DpM: exhaust gas back-pressure in mm WC at
obtainable freshwater production from a freshwater specified MCR
generator of the single-effect vacuum evaporator
type is then found from equation [3]: c) The continuous service rating of the engine
(point S), valid for fixed pitch propeller or control-
Mfw = 0.03 x Qjw = 0.03 x 3,007 = 90.2 t/24h lable pitch propeller (constant engine speed)
PS: continuous service rating of engine,
in kW (BHP)
6.01.11
MAN B&W Diesel A/S K98MC Project Guide
Calculation Method
To enable the project engineer to estimate the ac- The partial calculations based on the above influ-
tual exhaust gas data at an arbitrary service rating, encing factors have been summarised in equations
the following method of calculation may be used. [4] and [5], see Fig. 6.01.11.
Mexh: exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in °C, to be found
where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WC
back-pressure and optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
178 30 58-0.0
Fig. 6.01.11: Summarising equations for exhaust gas amounts and temperatures
The partial calculations based on the influencing changes in specific exhaust gas amount and tem-
factors are described in the following: perature are found by using as input in diagrams
6.01.12 and 6.01.13 the corresponding percentage
a) Correction for choice of specified MCR point values (of L1) for specified MCR power PM% and
When choosing a specified MCR point ‘M’ other speed nM%.
than the nominal MCR point ‘L1’, the resulting
Fig. 6.01.12: Change of specific exhaust gas amount, Fig. 6.01.13: Change of exhaust gas temperature, DTM in
DmM%, in % of L1 value and independent of PO point M, in °C after turbocharger relative to L 1 value and
valid for PO = PM
6.01.12
MAN B&W Diesel A/S K98MC Project Guide
DmM%: change of specific exhaust gas amount, in b) Correction for actual ambient conditions and
% of specific gas amount at nominal MCR back-pressure
(L1), see Fig. 6.01.12. For ambient conditions other than ISO 3046/1-1995
(E), and back-pressure other than 300 mm WC at
DTM: change in exhaust gas temperature after
specified MCR point (M), the correction factors
turbocharger relative to the L1 value, in °C,
stated in the table in Fig. 6.01.14 may be used as a
see Fig. 6.01.13. (PO = PM)
guide, and the corresponding relative change in the
exhaust gas data may be found from equations [7]
DTO: extra change in exhaust gas temperature and [8], shown in Fig. 6.01.15.
when optimising point 0 lower than
100% M:
Po% = (PO/PM) x 100%.
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0 °C –1.1%
178 30 59-2.1
Fig. 6.01.14: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
DMamb% = –0.41 x (T air –25) + 0.03 x (p bar –1,000) + 0.19 x (T CW –25 ) –0.011 x ( DpM –300) % [7]
DTamb = 1.6 x (Tair –25) –0.01 x (p bar –1,000) +0.1 x (T CW –25) + 0.05 x ( DpM–300) °C [8]
178 30 60-2.1
Fig. 6.01.15: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
6.01.13
MAN B&W Diesel A/S K98MC Project Guide
Fig. 6.01.16: Change of specific exhaust gas amount, Fig. 6.01.17: Change of exhaust gas temperature, DTs in
Dms% in % at part load, and valid for FPP and CPP °C at part load, and valid for FPP and CPP
6.01.14
MAN B&W Diesel A/S K98MC Project Guide
Example 3:
Expected exhaust data for a derated 6K98MC with high efficiency MAN B&W turbocharger and with fixed pitch
propeller.
Based on the engine ratings below, this example will show how to calculate the expected exhaust gas amount
and temperature at service rating, and for a given ambient reference condition different from ISO.
The calculation is made for the service rating (S) being 80% of the specified MCR power of the diesel engine.
Nominal MCR, (L1) PL1: 34,320 kW = 46,680 BHP (100.0%) 94.0 r/min (100.0%)
Specified MCR, (M) PM: 29,172 kW = 39,678 BHP (85.0%) 91.2 r/min (97.0%)
Optimising point, (O) PO: 27,248 kW = 37,111 BHP (79.5%) 89.1 r/min (94.8%) PO = 93.5% of PM
Service rating, (S) PS: 23,338 kW = 31,742 BHP 82.7 r/min PS = 80.0% of PM
and PS = 85.6% of PO
Reference conditions:
DmM% = –0.6 % By means of equations [4] and [5], the final result is
DTM = –8.1 °C found taking the exhaust gas flow ML1 and tempera-
ture TL1 from the ‘List of Capacities’:
ML1 = 323,400 kg/h
As the engine is service-optimised in 0
PO% = 93.5% of PM
29,172 –0.6
we get by means of equation [6] Mexh = 323,400 x x (1 + ) x
34,320 100
DTO = –0.3 x (100 –93.5 ) = –1.9 °C 1.11 5.6 80
(1 + ) x (1 + )x = 233,396 kg/h
100 100 100
b) Correction for ambient conditions and
back-pressure: Mexh = 233,400 kg/h +/–5%
6.01.15
MAN B&W Diesel A/S K98MC Project Guide
–0.0 100.0
(1 + )x = 274,890 kg/h
100 100
T e x h , M= 235 °C –/+15 °C
6.01.16
MAN B&W Diesel A/S K98MC Project Guide
1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
178 30 61-4.0
Fig. 6.01.19a: Basic symbols for piping
6.01.17
MAN B&W Diesel A/S K98MC Project Guide
3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump
3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)
178 30 61-4.0
6.01.18
MAN B&W Diesel A/S K98MC Project Guide
6.6 Air pipe with cover and net 7 Indicating instruments with ordinary symbol designations
6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator
6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass
6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator
6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator
7.6 Recorder
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 30 61-4.0
6.01.19
MAN B&W Diesel A/S K98MC Project Guide
Venting tank
Arr. of main engine fuel oil system.
(See special drawing)
Diesel
Heavy fuel oil oil
service tank service
F tank
If the fuel oil pipe to engine is made as a straight line
AD AF
D*)
immediately befo re the engine it will be necessary to
mount an expansion unit. If the connection is made
BD X
as indicated with a bend immediately befo re the
TSA
engine no expansion unit is requi red .
No valve in drain pipe 304 D*)
between engine and tank PSA
a) b) 307
32 mm Nom.bore
PI PI TI TI Overflow valve
Main engine Adjusted to 4 bar
F.O.
drain tank a)
overflow tank VSA Pre d*)
To F.W. cooling 303 heater Circulating pumps Supply pumps
pump station
Pressurised Fuel Oil System From the low pressure part of the fuel system the
fuel oil is led to an electrically-driven circulating
The system is so arranged that both diesel oil and pump (4 35 670), which pumps the fuel oil through a
heavy fuel oil can be used, see Fig. 6.02.01. heater (4 35 677) and a full flow filter (4 35 685) situ-
ated immediately before the inlet to the engine.
From the service tank the fuel is led to an electrically
driven supply pump (4 35 660) by means of which a To ensure ample filling of the fuel injection pumps,
pressure of approximately 4 bar can be maintained the capacity of the electrically-driven circulating
in the low pressure part of the fuel circulating sys- pump is higher than the amount of fuel consumed
tem, thus avoiding gasification of the fuel in the by the diesel engine. Surplus fuel oil is recirculated
venting box (4 35 690) in the temperature ranges from the engine through the venting box.
applied.
To ensure a constant fuel pressure to the fuel injection
The venting box is connected to the service tank via pumps during all engine loads, a spring-loaded over-
an automatic deaerating valve (4 35 691), which will flow valve is inserted in the fuel oil system on the en-
release any gases present, but will retain liquids. gine, as shown in ‘Fuel oil pipes’, Fig.6.02.02.
6.02.01
MAN B&W Diesel A/S K98MC Project Guide
178 34 84-4.2
Fig. 6.02.02: Fuel oil pipes
The fuel oil pressure measured on the engine (at fuel Such a change-over may become necessary if, for
pump level) should be 7-8 bar, equivalent to a circu- instance, the vessel is expected to be inactive for a
lating pump pressure of 10 bar. prolonged period with cold engine e.g. due to:
6.02.02
MAN B&W Diesel A/S K98MC Project Guide
to mount an expansion joint. If the connection is Owing to the relatively high viscosity of the heavy
made as indicated, with a bend immediately at the fuel oil, it is recommended that the drain pipe and
end of the engine, no expansion joint is required. the tank are heated to min. 50 °C.
The introduction of the pump sealing arrangement, The drain pipe between engine and tank can be
the so-called ‘umbrella’ type, has made it possible heated by the jacket water, as shown in Fig. 6.02.01.
to omit the separate camshaft lubricating oil sys-
tem. The size of the sludge tank is determined on the ba-
sis of the draining intervals, the classification soci-
The umbrella type fuel oil pump has an additional ety rules, and on whether it may be vented directly to
external leakage rate of clean fuel oil which, through the engine room.
‘AD’ is led to a tank and can be pumped to the heavy
fuel oil service tank or to the settling tank The flow This drained clean oil will, of course, influence the
rate is approx. 1.25 litres/cyl. h. measured SFOC, but the oil is thus not wasted, and
the quantity is well within the measuring accuracy of
The purpose of the drain ‘AF’ is to collect leakage the flowmeters normally used.
from the high pressure pipes and shock absorber.
The drain arrangement from the fuel oil system and the
The ‘AF’ drain is to be provided with a box for giving cylinder lubricator is shown in Fig. 6.02.03 ‘Fuel oil
alarm in the event of leakage in high pressure pipes, drain pipes’. As shown in Fig. 6.02.04 ‘Fuel oil pipes
option 4 35 105. heat tracing’ the drain pipes are heated by the jacket
cooling water outlet from the main engine, whereas
the HFO pipes as basic are heated by steam.
6.02.03
MAN B&W Diesel A/S K98MC Project Guide
The piping is delivered with and fitted onto the engine 178 30 77-1.0
The letters refer to ‘List of flanges’
6.02.04
MAN B&W Diesel A/S K98MC Project Guide
Fuel oil pipe insulation, option: 4 35 121 Fuel oil pipes and heating pipes together:
Insulation of fuel oil pipes and fuel oil drain pipes Two or more pipes can be insulated with 30 mm
should not be carried out until the piping systems wired mats of mineral wool of minimum 150 kg/m3
have been subjected to the pressure tests specified covered with glass cloth of minimum 400 g/m2.
and approved by the respective classification soci-
ety and/or authorities, Fig. 6.02.05. Flanges and valves
The directions mentioned below include insulation The flanges and valves are to be insulated by means
of hot pipes, flanges and valves with a view to ensur- of removable pads. Flange and valve pads are made
ing a surface temperature of the complete insulation of glass cloth, minimum 400 g/m2, containing min-
of maximum 55 °C at a room temperature of maxi - eral wool stuffed to minimum 150 kg/m3.
mum 38 °C. As for the choice of material and, if re -
quired, approval for the specific purpose, reference Thickness of the mats to be:
is made to the respective classification society. Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm
Fuel oil pipes and heating pipes together . . 30 mm
Fuel oil pipes
The pads are to be fitted so that they overlap the
The pipes are to be insulated with 20 mm mineral pipe insulating material by the pad thickness. At
wool of minimum 150 kg/m3 and covered with glass flanged joints, insulating material on pipes should
cloth of minimum 400 g/m2. not be fitted closer than corresponding to the mini-
mum bolt length.
Mounting
6.02.05
MAN B&W Diesel A/S K98MC Project Guide
Higher densities can be allowed if special treatment Vanadium mg/kg < 600
systems are installed. Aluminium + Silicon mg/kg < 80
6.02.06
MAN B&W Diesel A/S K98MC Project Guide
Components for fuel oil system A centrifuge for Marine Diesel Oil (MDO) is not a
(See Fig. 6.02.01) must, but if it is decided to install one on board, the
capacity should be based on the above recommen-
dation, or it should be a centrifuge of the same size
Fuel oil centrifuges as that for lubricating oil.
The manual cleaning type of centrifuges are not to The Nominal MCR is used to determine the total in-
be recommended, neither for attended machinery stalled capacity. Any derating can be taken into
spaces (AMS) nor for unattended machinery spaces consideration in border-line cases where the centri-
(UMS). Centrifuges must be self-cleaning, either fuge that is one step smaller is able to cover Spec-
with total discharge or with partial discharge. ified MCR.
6.02.07
MAN B&W Diesel A/S K98MC Project Guide
The filter can be of the manually cleaned duplex type In those cases where an automatically cleaned fil-
or an automatic filter with a manually cleaned ter is installed, it should be noted that in order to ac-
by-pass filter. tivate the cleaning process, certain makers of filters
require a greater oil pressure at the inlet to the filter
If a double filter (duplex) is installed, it should have than the pump pressure specified. Therefore, the
sufficient capacity to allow the specified full amount pump capacity should be adequate for this pur-
of oil to flow through each side of the filter at a given pose, too.
working temperature with a max. 0.3 bar pressure
drop across the filter (clean filter). The fuel oil filter should be based on heavy fuel oil of:
130 cSt at 80 °C = 700 cSt at 50 °C = 7,000 sec Red -
If a filter with back-flushing arrangement is in- wood I/100 °F.
stalled, the following should be noted. The required
oil flow specified in the ‘List of capacities’, i.e. the
delivery rate of the fuel oil supply pump and the fuel
oil circulating pump should be increased by the
6.02.08
MAN B&W Diesel A/S K98MC Project Guide
Note:
Absolute fineness corresponds to a nominal fineness
of approximately 30 m at a retaining rate of 90%.
Before starting the engine for the first time, the sys-
tem on board has to be cleaned in accordance with
MAN B&W’s recommendations ‘Flushing of Fuel Oil
System’, which is available on request.
178 38 39-3.2
6.02.09
MAN B&W Diesel A/S K98MC Project Guide
178 30 73-4.0
Fig. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610
6.02.10
MAN B&W Diesel A/S K98MC Project Guide
*)
Since mid-1995 we have introduced, as standard, can be led to a drain tank, see details in Fig. 6.03.06.
the socalled ‘umbrella’ type of fuel pump for which Drains from the engine bedplate ‘AE’ are fitted on
reason a separate camshaft lube oil system is no both sides, see Fig. 6.03.07 ‘Bedplate drain pipes’.
longer necessary.
6.03.01
MAN B&W Diesel A/S K98MC Project Guide
178 24 41-9.0
178 38 44-0.0
Fig. 6.03.03a: Lube oil pipes for MAN B&W turbocharger type NA/T
6.03.02
MAN B&W Diesel A/S K98MC Project Guide
6.03.03
MAN B&W Diesel A/S K98MC Project Guide
Lubricating oil pump (4 40 601) The lubricating oil cooler is to be of the shell and
tube type made of seawater resistant material, or a
The lubricating oil pump can be of the screw wheel, plate type heat exchanger with plate material of tita-
or the centrifugal type: nium, unless freshwater is used in a central cooling
system.
Lubricating oil viscosity, specified 75 cSt at 50 °C
Lubricating oil viscosity,. . . . . maximum 400 cSt * Lubricating oil viscosity,
Lubricating oil flow . . . . . . . see ‘List of capacities’ specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °C
Design pump head . . . . . . . . . . . . . . . . . . . 4.6 bar Lubricating oil flow . . . . . . . see ‘List of capacities’
Delivery pressure. . . . . . . . . . . . . . . . . . . . . 4.6 bar Heat dissipation . . . . . . . . . see ‘List of capacities’
Max. working temperature . . . . . . . . . . . . . . 50 °C Lubricating oil temperature,
outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side . . . . . . . . . . . . 4.6 bar
starting on cold oil, to partly open the by-pass Pressure drop on oil side . . . . . . maximum 0.5 bar
valves of the lubricating oil pumps, so as to Cooling water flow . . . . . . . see ‘List of capacities’
reducethe electric power requirements for the Cooling water temperature at inlet,
pumps. seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °C
freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °C
The flow capacity is to be within a tolerance of: Pressure drop on water side. . . . maximum 0.2 bar
0% to 12%.
The lubricating oil flow capacity is to be within a tol-
The pump head is based on a total pressure drop erance of: 0% to 12%.
across cooler and filter of maximum 1 bar.
The cooling water flow capacity is to be within a tol-
The by-pass valve, shown between the main lubri- erance of: 0% to 10%.
cating oil pumps, may be omitted in cases where the
pumps have a built-in by-pass or if centrifugal To ensure the correct functioning of the lubricating
pumps are used. oil cooler, we recommend that the seawater tem-
perature is regulated so that it will not be lower than
If centrifugal pumps are used, it is recommended to 10 °C.
install a throttle valve at position ‘005’, its function
being to prevent an excessive oil level in the oil pan, The pressure drop may be larger, depending on the
if the centrifugal pump supplies too much oil to the actual cooler design.
engine.
6.03.04
MAN B&W Diesel A/S K98MC Project Guide
6.03.05
MAN B&W Diesel A/S K98MC Project Guide
A protecting ring position 1.-4 is to be installed if re- In the vertical direction it is secured by means of
quired, by class rules, and is placed loose on the screws position 4 so as to prevent wear of the rubber
tanktop and guided by the hole in the flange. plate.
178 07 41-6.0
6.03.06
MAN B&W Diesel A/S K98MC Project Guide
178 46 68-4.0
Cylinder Drain at
D0 D1 D3 H0 H1 H2 H3 W L OL Qm3
No. cylinder No.
6 2-4 400 550 2x275 1,265 550 110 600 700 12,800 1,165 45.5
7 2-5-7 425 600 2x300 1,305 600 110 600 700 13,600 1,205 50.0
8 2-5-8 450 650 2x325 1,445 650 120 600 800 16,800 1,345 68.9
9 2-5-7-9 470 700 2x350 1,525 700 130 700 800 18,400 1,425 80.0
10 2-5-7-10 500 700 2x350 1,580 700 130 700 900 20,000 1,480 90.3
11 2-5-8-11 525 700 2x375 1,650 700 130 800 1,000 21,600 1,550 102.1
12 2-5-8-11 550 700 2x400 1,720 700 130 800 1,000 24,000 1,620 118.6
Available on
13 575 700 2x400 1,810 700 130 800 1,000 25,600 1,706 120.1
request
Available on
14 600 700 2x425 1,860 700 130 800 1,000 27,200 1,758 131.5
request
178 86 70-4.1
Fig. 6.03.05: Lubricating oil tank, with cofferdam
6.03.07
MAN B&W Diesel A/S K98MC Project Guide
6.03.08
MAN B&W Diesel A/S K98MC Project Guide
Elf-Lub. Talusia HR 70
BP CLO 50-M
Castrol S/DZ 70 cyl.
Chevron Delo Cyloil Special
Exxon Exxmar X 70
Fina Vegano 570
Mobil Mobilgard 570
Shell Alexia 50
Texaco Taro Special
6.04.01
MAN B&W Diesel A/S K98MC Project Guide
178 24 30-0.0
MAN B&W Alpha Cylinder The whole system is controlled by the Master Con-
Lubrication System trol Unit (MCU) which calculates the injection fre-
quency on the basis of the engine-speed signal
The MAN B&W Alpha cylinder lubrication system, given by the tacho signal (ZE) and the fuel index.
(4 42 104) Fig. 6.04.02, is designed to supply cylin-
der oil intermittently, e.g. every four engine revolu- The MCU is equipped with a Backup Control Unit
tions, at a constant pressure and with electronically (BCU) which, if the MCU malfunctions, activates an
controlled timing and dosage at a defined position. alarm and takes control automatically or manually,
via a switchboard unit (SBU).
Cylinder lubricating oil is fed to the engine by means
of a pump station which is mounted on the engine The electronic lubricating system incorporates all
(4 42 150). the lubricating oil functions of the mechanical sys-
tem, such as ‘speed dependent, mep dependent,
The oil fed to the injectors is pressurised by means and load change dependent’.
of two lubricators on each cylinder, equipped with
small multi-piston pumps, Fig. 6.04.03. The amount Prior to start up, the cylinders can be pre-lubricated
of oil fed to the injectors can be finely tuned with an and, during the running-in period, the operator can
adjusting screw, which limits the length of the piston choose to increase the lube oil feed rate by 25%,
stroke. 50% or 100%.
6.04.02
MAN B&W Diesel A/S K98MC Project Guide
178 24 31-2.0
The external electrical system must be capable of and slow down (Normally Open) for:
providing the MCU and BCU with an un-inter-
ruptable 24 Volt DC power supply. • Electronic cylinder lubricator system
6.04.03
MAN B&W Diesel A/S K98MC Project Guide
178 46 54-0.1
Fig. 6.04.04: Wiring diagram for MAN B&W Alpha cylinder lubricator
6.04.04
MAN B&W Diesel A/S K98MC Project Guide
Fig. 6.04.05: Pipes for Fig. 6.04.06: Load change dependent lubricator Hans
Jensen mechanical cylinder oil lubricator
The lubricators are fitted with: The signal for the ‘load change dependent’ system
• Electrical heating coils comes from the electronic governor.
• Low flow and low level alarms.
6.04.05
MAN B&W Diesel A/S K98MC Project Guide
Type: 18F010
For alarm for low level and no flow
Low level switch ‘A’ opens at low level
Low flow switch ‘B’ opens at zero flow
in one ball control glass
178 46 14-5.0
Type: 18F001
For alarm for low level and alarm and
slow down for no flow
Required by: ABS, GL, RINa,
RS and recommended by IACS
178 46 15-7.0
Low level switch ‘A’ opens at low level All cables and cable connections to be yard’s supply.
Low flow switch ‘B’ closes at zero flow
in one ball control glass. Electrical heating of cylinder lubricator, 55 W per
cylinder. Power supply according to ship’s
This engine type has one lubricator per cylinder. monophase 110 V or 220 V.
Heater ensures oil temperature of approximately
Both diagrams show the system in condition: 40-50 °C.
•Electrical power ON
•Stopped engine: no flow
•Oil level high
6.04.06
MAN B&W Diesel A/S K98MC Project Guide
For engines running on heavy fuel, it is important The performance of the piston rod stuffing box on
that the oil drained from the piston rod stuffing the MC engines has proved to be very efficient, pri-
boxes is not led directly into the system oil, as the oil marily because the hardened piston rod allows a
drained from the stuffing box is mixed with sludge higher scraper ring pressure.
from the scavenge air space.
The amount of drain oil from the stuffing boxes is
about 5 - 10 litres/24 hours per cylinder during nor-
mal service. In the running-in period, it can be
higher.
Fig. 6.05.01b: Optional cleaning system for piston rod stuffing box drain oil
6.05.01
MAN B&W Diesel A/S K98MC Project Guide
6.05.02
MAN B&W Diesel A/S K98MC Project Guide
Designation of piston rod units A modular unit is available for this system, option:
4 43 610. See Fig. 6.05.05 ‘Piston rod unit, MAN
B&W/C.C. Jensen’.
PR –0.2 –6
The modular unit consists of a drain tank, a circulat-
5 = 50 Hz, 3 x 380 Volts ing tank with a heating coil, a pump and a fine filter,
6 = 60 Hz, 3 x 440 Volts and also includes wiring, piping, valves and instru-
ments.
Pump capacity in m3/h
The piston rod unit is tested and ready to be con-
nected to the supply connections on board.
Piston rod unit
178 30 87-8.0
Fig. 6.05.05.: Piston rod drain oil unit, MAN B&W Diesel/C. C. Jensen, option: 4 43 610
6.05.03
MAN B&W Diesel A/S K98MC Project Guide
The water cooling can be arranged in several config- Central cooling system
urations, the most common being:
The advantages of the central cooling system are:
• A seawater cooling system
and a jacket cooling water system • Only one heat exchanger cooled by seawater,
and thus, only one exchanger to be overhauled
• A central cooling water system,
with three circuits: • All other heat exchangers are freshwater cooled
a seawater system and can, therefore, be made of a less expensive
a low temperature freshwater system material
a jacket cooling water system
• Few non-corrosive pipes to be installed
• Expensive seawater piping of non-corrosive An arrangement common for the main engine and
materials such as galvanised steel pipes or MAN B&W Holeby auxiliary engines is available on
Cu-Ni pipes. request.
6.06.01
MAN B&W Diesel A/S K98MC Project Guide
6.06.02
MAN B&W Diesel A/S K98MC Project Guide
The pos. numbers refer to ‘List of instruments’ The piping is delivered with and fitted onto the engine
Components for seawater system The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
ture of 32 °C and an ambient air temperature of 45 °C.
Seawater cooling pump
Seawater flow. . . . . . . . . . . see ‘List of capacities’ The scavenge air cooler is an integrated part of the
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar main engine.
Test pressure . . . . . . . . . . . according to class rule
Working temperature . . . . . . . . . . maximum 50 °C Heat dissipation . . . . . . . . . see ‘List of capacities’
Seawater flow . . . . . . . . . . see ‘List of capacities’
The capacity must be fulfilled with a tolerance of be- Seawater temperature,
tween 0% to +10% and covers the cooling of the for SW cooling inlet, max. . . . . . . . . . . . . . . 32 °C
main engine only. Pressure drop on
cooling water side . . . . . between 0.1 and 0.5 bar
Lube oil cooler The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
See Chapter 6.03 ‘Uni-Lubricating Oil System’. ture of 32 °C and an ambient air temperature of 45 °C.
The cooler is to be of the shell and tube or plate heat The temperature control valve is a three-way valve
exchanger type, made of seawater resistant material. which can recirculate all or part of the SW to the
pump’s suction side. The sensor is to be located at
Heat dissipation. . . . . . . . . see ‘List of capacities’ the seawater inlet to the lubricating oil cooler, and
Jacket water flow . . . . . . . see ‘List of capacities’ the temperature level must be a minimum of +10 °C.
Jacket water temperature, inlet. . . . . . . . . . . 80 °C
Pressure drop Seawater flow. . . . . . . . . . . see ‘List of capacities’
on jacket water side . . . . . . . . . . maximum 0.2 bar Temperature range,
Seawater flow. . . . . . . . . . . see ‘List of capacities’ adjustable within . . . . . . . . . . . . . . . . +5 to +32 °C
Seawater temperature, inlet . . . . . . . . . . . . . 38 °C
Pressure drop on SW side . . . . . maximum 0.2 bar
6.06.03
MAN B&W Diesel A/S K98MC Project Guide
6.06.04
MAN B&W Diesel A/S K98MC Project Guide
178 46 18-2.1
178 46 19-4.2
Fig. 6.06.04b: Jacket water cooling pipes for ABB turbochargers, type TPL
6.06.05
MAN B&W Diesel A/S K98MC Project Guide
Components for jacket water system The sensor is to be located at the outlet from the
main engine, and the temperature level must be ad-
justable in the range of 70-90 °C.
Jacket water cooling pump
Jacket water flow . . . . . . . . see ‘List of capacities’ When a preheater see Fig. 6.06.03 is installed in the
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 bar jacket cooling water system, its water flow, and thus
Delivery pressure. . . . . . . . . . depends on position the preheater pump capacity (4 46 625), should be
of expansion tank about 10% of the jacket water main pump capacity.
Test pressure . . . . . . . . . . . according to class rule Based on experience, it is recommended that the
Working temperature: pressure drop across the preheater should be
normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 °C approx. 0.2 bar. The preheater pump and main
maximum . . . . . . . . . . . . . . . . . . . . . . . . . . 100 °C pump should be electrically interlocked to avoid the
risk of simultaneous operation.
The capacity must be met at a tolerance of 0% to The preheater capacity depends on the required
+10%. preheating time and the required temperature in-
crease of the engine jacket water. The temperature
The stated capacities cover the main engine only. and time relationships are shown in Fig. 6.06.05.
The pump head of the pumps is to be determined
based on the total actual pressure drop across the In general, a temperature increase of about 35 °C
cooling water system. (from 15 °C to 50 °C) is required, and a preheating
time of 12 hours requires a preheater capacity of
about 1% of the engine`s nominal MCR power.
Freshwater generator
6.06.06
MAN B&W Diesel A/S K98MC Project Guide
178 16 63-1.0
Start of cold engine Fig. 6.06.05: Jacket water preheater
6.06.07
MAN B&W Diesel A/S K98MC Project Guide
Dimensions in mm
Tank size 0.16 m3 0.70 m3
3
Max. J.W. capacity 300 m /h 700 m3/h
Max. nominal bore 200 300
A 800 1,200
B 210 340
C 5 8
D 150 200
E 500 800
F 1,195 1,728
G 350 550
øH 500 800
øI 520 820
øJ ND 80 ND 100
øK ND 50 ND 80
178 06 27-9.1 In order not to impede the rotation of water, the pipe con-
nection must end flush with the tank, so that no internal
edges are protruding.
178 31 20-2.1
Fig. 6.06.06: Deaerating tank
178 07 37-0.1
Fig. 6.06.07: Deaerating tank, alarm device
6.06.08
MAN B&W Diesel A/S K98MC Project Guide
178 46 21-6.0
Letters refer to ‘List of flanges’
Fig. 6.07.01: Central cooling system
6.07.01
MAN B&W Diesel A/S K98MC Project Guide
The differential pressure of the pumps is to be deter- The list of capacities covers the main engine only.
mined on the basis of the total actual pressure drop The differential pressure provided by the pumps is
across the cooling water system. to be determined on the basis of the total actual
pressure drop across the cooling water system.
Central cooler
Central cooling water thermostatic valve
The cooler is to be of the shell and tube or plate heat
exchanger type, made of seawater resistant mate- The low temperature cooling system is to be equip-
rial. ped with a three-way valve, mounted as a mixing
valve, which by-passes all or part of the fresh water
Heat dissipation . . . . . . . . . see ‘List of capacities’ around the central cooler.
Central cooling water flow . see ‘List of capacities’
Central cooling water temperature, The sensor is to be located at the outlet pipe from
outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °C the thermostatic valve and is set so as to keep a
Pressure drop on central cooling temperature level of minimum 10 °C.
side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar
Seawater flow. . . . . . . . . . . see ‘List of capacities’
Seawater temperature, Jacket water cooler
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °C
Pressure drop on SW side . . . . . maximum 0.2 bar Due to the central cooler the cooling water inlet tem-
perature is about 4°C higher for this system com -
The pressure drop may be larger, depending on the pared while the seawater cooling system. The input
actual cooler design. data are therefore different for the scavenge air
cooler, the lube oil cooler and the jacket water
The heat dissipation and the SW flow figures are cooler.
based on MCR output at tropical conditions, i.e. a
SW temperature of 32 °C and an ambient air tem - The heat dissipation and the FW-LT flow figures are
perature of 45 °C. based on an MCR output at tropical conditions, i.e.
a maximum SW temperature of 32 °C and an ambi -
Overload running at tropical conditions will slightly ent air temperature of 45 °C.
increase the temperature level in the cooling sys- The other data for the jacket cooling water system
tem, and will also slightly influence the engine per- can be found in Chapter 6.06.
formance.
6.07.02
MAN B&W Diesel A/S K98MC Project Guide
6.07.03
MAN B&W Diesel A/S K98MC Project Guide
The starting air of 30 bar is supplied by the starting • Through a reducing valve (4 50 675) compressed
air compressors (4 50 602) in Fig. 6.08.01 to the air is supplied at 10 bar to ‘AP’ for turbocharger
starting air receivers (4 50 615) and from these to the cleaning (soft blast) , and a minor volume used for
main engine inlet ‘A’. the fuel valve testing unit.
Through a reducing station (4 50 665), compressed Please note that the air consumption for control air,
air at 7 bar is supplied to the engine as: safety air, turbocharger cleaning, sealing air for ex-
haust valve and for fuel valve testing unit are mo-
• Control air for manoeuvring system, and for mentary requirements of the consumers. The ca-
exhaust valve air springs, through ‘B’ pacities stated for the air receivers and compressors
in the ‘List of Capacities’ cover the main engine re-
• Safety air for emergency stop through ‘C’ quirements and starting of the auxiliary engines.
6.08.01
MAN B&W Diesel A/S K98M-C Project Guide
The starting air pipes, Fig. 6.08.02, contain a main For further information about a common starting air
starting valve (a ball valve with actuator), a system for main engines and auxiliary engines,
non-return valve, a starting air distributor and start- please refer to our publication:
ing valves. The main starting valve is combined with
the manoeuvring system, which controls the start of P.281: ‘Uni-concept Auxiliary Systems for Two-
the engine. Slow turning before start of engine is an stroke Main Engine and Four-stroke Auxili-
option: 4 50 140 and is recommended by MAN B&W ary Engines’
Diesel, see Chapter 6.11.
The publication is also available at the Internet ad-
The starting air distributor regulates the supply of dress: www.manbw.com under ‘Libraries’, from
control air to the starting valves in accordance with where it can be downloaded.
the correct firing sequence.
6.08.02
MAN B&W Diesel A/S K98MC Project Guide
178 43 91-4.1
Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves
6.08.03
MAN B&W Diesel A/S K98M-C Project Guide
The volume of the two receivers is: The turning gear is driven by an electric motor
Reversible engine, with a built-in gear and brake. The size of the
for 12 starts: . . . . . . . . . . see ‘List of capacities’ * electric motor is stated in Fig. 6.08.04. The turning
Non-reversible engine, gear is equipped with a blocking device that pre-
for 6 starts: . . . . . . . . . . . . see ‘List of capacities’ vents the main engine from starting when the turn-
Working pressure . . . . . . . . . . . . . . . . . . . . 30 bar ing gear is engaged.
Test pressure . . . . . . . . . . according to class rule
Reducing station
6.08.04
MAN B&W Diesel A/S K98MC Project Guide
Current Current
No. of Power Start Normal No. of Power Start Normal
cylinders kW Amp. Amp. cylinders kW Amp. Amp.
6-9 9 77.5 13.4 6-9 7.5 89.5 15.5
10-14 13.2 112.7 19.4 10-14 11 130.5 22.5
178 46 25-3.1
178 31 30-9.0
Fig. 6.08.04: Electric motor for turning gear
6.08.05
MAN B&W Diesel A/S K98MC Project Guide
178 07 27-4.1
The engine is supplied with scavenge air from two The scavenge air system, (see Figs. 6.09.01 and
or more turbochargers located on the exhaust side 6.09.02) is an integrated part of the main engine.
of the engine.
The heat dissipation and cooling water quantities
The compressor of the turbocharger sucks air from are based on MCR at tropical conditions, i.e. SW
the engine room, through an air filter, and the com- temperature of 32 °C, or FW temperature of 36 °C,
pressed air is cooled by the scavenge air cooler, one and an ambient air inlet temperature of 45 °C.
per turbocharger. The scavenge air cooler is pro-
vided with a water mist catcher, which prevents
condensate water from being carried with the air
into the scavenge air receiver and to the combustion
chamber.
6.09.01
MAN B&W Diesel A/S K98MC Project Guide
The engine is provided with two or more electrically The auxiliary blowers are, as standard, fitted onto
driven auxiliary blowers. Between the scavenge air the main engine, and the control system for the aux-
cooler and the scavenge air receiver, non-return iliary blowers can be delivered separately as an op-
valves are fitted which close automatically when the tion: 4 55 650.
auxiliary blowers start supplying the scavenge air,
see Fig. 6.09.01b. The layout of the control system for the auxiliary
blowers is shown in Figs. 6.09.03a and 6.09.03b
Both auxiliary blowers start operating consecutively ‘Electrical panel for two auxiliary blowers’, and the
before the engine is started and ensure complete data for the electric motors fitted onto the main
scavenging of the cylinders in the starting phase, engine is found in Fig. 6.09.04 ‘Electric motor for
thus providing the best conditions for a safe start. auxiliary blower’.
During operation of the engine, the auxiliary blowers The data for the scavenge air cooler is specified in
will start automatically whenever the engine load is the description of the cooling water system chosen.
reduced to about 30-40%, and will continue operat-
ing until the load again exceeds approximately For further information please refer to our publica-
40-50%. tion:
If one of the auxiliary blowers is out of action, the This publication is available at the Internet address:
other auxiliary blower will function in the system, www.manbw.com under ‘Libraries’, from where it
without any manual readjustment of the valves can be downloaded.
being necessary.
6.09.02
MAN B&W Diesel A/S K98MC Project Guide
178 21 81-9.1
Dimensions of Dimensions of
Dimensions of Maximum stand-by
Electric motor size control panel for control panel for
electric panel heating element
2 auxiliary blowers 3 or 4 auxiliary blowers
3 x 440 V 3 x 380 V W H D W H D W H D
60 Hz 50 Hz mm mm mm mm mm mm mm mm mm
18 - 80 A 18 - 80 A
300 460 150 400 460 150 400 600 300 100 W
11 - 45 kW 9 - 40 kW
63 - 250 A 80 - 250 A
300 460 150 400 460 150 600 600 350 250 W
67 - 155 kW 40 - 132 kW
178 31 47-8.0
Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650
6.09.03
MAN B&W Diesel A/S K98MC Project Guide
PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar
PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar
178 22 95-7.0
Fig. 6.09.03b: Control panel for two auxiliary blowers including starters, option 4 55 650
6.09.04
MAN B&W Diesel A/S K98MC Project Guide
The air side of the scavenge air cooler can be The drain line for the air cooler system is, during run-
cleaned by injecting a grease dissolvent through ning, used as a permanent drain from the air cooler
‘AK’ (see Figs. 6.09.05 and 6.09.06) to a spray pipe water mist catcher. The water is led though an ori-
arrangement fitted to the air chamber above the air fice to prevent major losses of scavenge air. The
cooler element. system is equipped with a drain box, where a level
switch LSA 434 is mounted, indicating any exces-
Sludge is drained through ‘AL’ to the bilge tank, and sive water level, see Fig. 6.09.05.
the polluted grease dissolvent returns from ‘AM’,
through a filter, to the chemical cleaning tank. The
cleaning must be carried out while the engine is at
standstill.
Enclosure IP44
Insulation class: minimum B
Speed of fan: about 2940 and 3540 r/min for 60Hz respectively
The electric motors are delivered with and fitted onto the engine
Missing data are available on request
178 86 17-9.1
6.09.05
MAN B&W Diesel A/S K98MC Project Guide
6.09.06
MAN B&W Diesel A/S K98MC Project Guide
178 06 16-0.0
178 46 27-7.0
The letters refer to ‘List of flanges’
The piping is delivered with and fitted to the engine
6.09.07
MAN B&W Diesel A/S K98MC Project Guide
Steam pressure: . . . . . . . . . . . . . . . . . . . . 3-10 bar Fig. 6.09.09 Fire extinguishing system for scavenge air
Steam approx.: . . . . . . . . . . . . . . . . . . . . 14 kg/cyl. space
CO2 test pressure: . . . . . . . . . . . . . . . . . . . 150 bar
Freshwater pressure: minimum . . . . . . . . . 3.5 bar CO2 approx.:. . . . . . . . . . . . . . . . . . . . . . 28 kg/cyl.
Freshwater approx.: . . . . . . . . . . . . . . . . 11 kg/cyl.
Fig. 6.09.10a: Fire extinguishing pipes in scavenge air Fig. 6.09.10b: Fire extinguishing pipes in scavenge air
space CO2, option: 4 55 143 space steam: 4 55 140, water mist, option: 4 55 142
6.09.08
MAN B&W Diesel A/S K98MC Project Guide
178 07 27-4.1
6.10.01
MAN B&W Diesel A/S K98MC Project Guide
178 31 50-1.1
Fig. 6.10.02: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 122)
178 31 53-7.2
6.10.02
MAN B&W Diesel A/S K98MC Project Guide
The engine is designed for the installation of either All makes of turbochargers are fitted with an ar-
MAN B&W turbocharger type TCA or NA/TO rangement for water washing of the compressor
(4 59 101 or 4 59 101a), ABB turbocharger type TPL side, and soft blast cleaning of the turbine side, see
(4 59 102), or MHI turbocharger type MET (4 59 103). Fig. 6.10.03. Washing of the turbine side is only ap-
plicable on MAN B&W and ABB turbochargers.
178 31 52-7.0
Fig. 6.10.04a: Soft blast cleaning of turbine side and water washing of compressor side
178 44 31-1.1
Fig. 6.10.04b: Water washing of compressor side for ABB, TPL turbochargers
6.10.03
MAN B&W Diesel A/S K98MC Project Guide
Exhaust Gas System for main engine The exhaust piping system for the main engine com-
prises:
At specified MCR (M), the total back-pressure in the
exhaust gas system after the turbocharger – indi - • Exhaust gas pipes
cated by the static pressure measured in the piping • Exhaust gas boiler
after the turbocharger – must not exceed 350 mm • Silencer
WC (0.035 bar). • Spark arrester
• Expansion joints (compensators)
In order to have a back-pressure margin for the final • Pipe bracings.
system, it is recommended at the design stage to
initially use about 300 mm WC (0.030 bar). In connection with dimensioning the exhaust gas
piping system, the following parameters must be
The actual back-pressure in the exhaust gas system observed:
at MCR depends on the gas velocity, i.e. it is propor-
tional to the square of the exhaust gas velocity, and • Exhaust gas flow rate
hence inversely proportional to the pipe diameter to • Exhaust gas temperature at turbocharger outlet
the 4th power. It has by now become normal prac- • Maximum pressure drop through exhaust gas
tice in order to avoid too much pressure loss in the system
pipings, to have an exhaust gas velocity of about 35 • Maximum noise level at gas outlet to atmosphere
m/sec at specified MCR. For dimensioning of the
• Maximum force from exhaust piping on
external exhaust pipe connections, see the exhaust
turbocharger(s)
pipe diameters for 35 m/s and 50 m/s, respectively,
shown in Fig. 6.10.11. • Sufficient axial and lateral flexibility of expan-
sion joints
As long as the total back-pressure of the exhaust • Utilisation of the heat energy of the exhaust gas.
gas system – incorporating all resistance losses
from pipes and components – complies with the Items that are to be calculated or read from tables are:
above-mentioned requirements, the pressure • Exhaust gas mass flow rate, temperature and maxi-
losses across each component may be chosen in- mum back pressure at turbocharger gas outlet
dependently, see proposed measuring points (M) in
• Diameter of exhaust gas pipes
Fig. 6.10.07. The general design guidelines for each
component, described below, can be used for guid- • Utilising the exhaust gas energy
ance purposes at the initial project stage. • Attenuation of noise from the exhaust pipe outlet
• Pressure drop across the exhaust gas system
• Expansion joints.
Exhaust gas piping system for main engine
6.10.04
MAN B&W Diesel A/S K98MC Project Guide
6.10.05
MAN B&W Diesel A/S K98MC Project Guide
Exhaust gas silencer When the noise level at the exhaust gas outlet to the
atmosphere needs to be silenced, a silencer can be
The typical octave band sound pressure levels from placed in the exhaust gas piping system after the
the diesel engine’s exhaust gas system –related to exhaust gas boiler.
the distance of one metre from the top of the ex-
haust gas uptake –are shown in Fig. 6.10.06. The exhaust gas silencer is usually of the absorption
type and is dimensioned for a gas velocity of ap-
The need for an exhaust gas silencer can be de- proximately 35 m/s through the central tube of the
cided based on the requirement of a maximum silencer.
noise level at a certain place.
An exhaust gas silencer can be designed based on
The exhaust gas noise data is valid for an exhaust the required damping of noise from the exhaust gas
gas system without boiler and silencer, etc. given on the graph.
The noise level refers to nominal MCR at a distance In the event that an exhaust gas silencer is required
of one metre from the exhaust gas pipe outlet edge – this depends on the actual noise level require -
at an angle of 30° to the gas flow direction. ments on the bridge wing, which is normally maxi-
mum 60-70 dB(A) –a simple flow silencer of the ab -
For each doubling of the distance, the noise level sorption type is recommended. Depending on the
will be reduced by about 6 dB (far-field law). manufacturer, this type of silencer normally has a
pressure loss of around 20 mm WC at specified
MCR.
178 33 44-3.2
Fig. 6.10.06: ISO’s NR curves and typical sound pressure levels from diesel engine’s exhaust gas system
The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening
at an angle of 30 degrees to the gas flow and valid for an exhaust gas system –without boiler and silencer, etc.
6.10.06
MAN B&W Diesel A/S K98MC Project Guide
To prevent sparks from the exhaust gas from being M exhaust gas amount at specified MCR in kg/sec.
spread over deck houses, a spark arrester can be
T exhaust gas temperature at specified MCR in °C
fitted as the last component in the exhaust gas sys-
tem.
Please note that the actual exhaust gas temperature
is different before and after the boiler. The exhaust
It should be noted that a spark arrester contributes
gas data valid after the turbocharger may be found
with a considerable pressure drop, which is often a
in Chapter 6.01.
disadvantage.
6.10.07
MAN B&W Diesel A/S K98MC Project Guide
Pressure losses across components (Dp) In consideration of the above, the total back pres-
sure of the system therefore, has to be measured af-
The pressure loss Dp across silencer, exhaust gas ter the turbocharger in the circular pipe and not in
boiler, spark arrester, rain water trap, etc., to be the transition piece. The same considerations apply
measured/ stated as shown in Fig. 6.11.07 (at speci- to the measuring points before and after the exhaust
fied MCR) is normally given by the relevant manu- gas boiler, etc.
facturer.
6.10.08
MAN B&W Diesel A/S K98MC Project Guide
Change-over valve of
type with constant
cross section R=D z = 0.28
R = 1.5D z = 0.20
za = 0.6 to 1.2 R = 2D z = 0.17
zb = 1.0 to 1.5
zc = 1.5 to 2.0
Change-over valve of
type with volume R=D z = 0.16
R = 1.5D z = 0.12
za = zb = about 2.0 R = 2D z = 0.11
178 06 85-3.0
z = 0.05
R=D z = 0.45
R = 1.5D z = 0.35
R = 2D z = 0.30
z = 0.14
Inlet
(from z = –1.00
turbocharger)
M : Measuring points
6.10.09
MAN B&W Diesel A/S K98MC Project Guide
178 09 39-5.0
Fig 6.10.08: Exhaust pipe system
DA DR
T/C type Cyl. No. 6-14 6 7 8 9 10 11 12 13 14
MAN B&W NA 57 11.3 6.2 6.6 7.1 7.6 8.1 8.7 9.2 9.8 10.4
NA 70 13.1 6.5 7.0 7.4 7.9 8.4 8.9 9.5 10.0 10.6
ABB TPL 80 11.6 6.2 6.7 7.2 7.7 8.2 8.7 9.3 9.8 10.4
TPL 85 13.3 6.6 7.0 7.5 7.9 8.4 9.0 9.5 10.0 10.6
MHI MET71 11.8 6.3 6.7 7.2 7.7 8.2 8.7 9.3 9.8 10.4
MET83 12.8 6.5 6.9 7.4 7.9 8.4 8.9 9.4 10.0 10.5
MET90 13.5 6.6 7.1 7.5 8.0 8.5 9.0 9.5 10.1 10.6
198 98 98-2.0
Fig. 6.10.09: Movement at expansion joint based on the thermal expansion of the engine from ambient temperature to
service
T/C type M1 Nm M3 Nm F1 N F2 N F3 N
MAN B&W NA 57 4,300 3,000 7,000 7,000 3,000
NA 70 5,300 3,500 8,800 8,800 3,500
ABB TPL 80 4,400 2,000 2,700 3,000 2,000
TPL 85 7,100 3,100 4,100 3,700 2,500
TPL 91 8,700 3,800 5,000 4,100 2,800
MHI MET83 9,800 4,900 11,700 4,100 3,700
MET90 11,100 5,500 12,700 4,400 4,000
198 95 99-8.0
Fig. 6.10.10: Maximum forces and moments permissible at the turbocharger's gas outlet flanges
6.10.10
MAN B&W Diesel A/S K98MC Project Guide
178 44 33-5.1
Fig. 6.10.11: Minimum diameter of exhaust pipe for a standard installation based on an exhaust gas velocity
of 35 m/s, 40 m/s, 45 m/s and 50 m/s
6.10.11
MAN B&W Diesel A/S K98MC Project Guide
The basic diagram is applicable for reversible The standard manoeuvring system does not feature
engines, i.e. those with fixed pitch propeller (FPP). slow turning before starting, but for Unattended Ma-
chinery Spaces (UMS) we strongly recommend the
The engine is, as standard, provided with a pneu- addition of the slow turning device shown in Figs.
matic/electronic manoeuvring system, see diagram 6.11.01 and 6.11.02, option 4 50 140.
Fig. 6.11.01.
The slow turning valve allows the starting air to par-
The lever on the ‘Engine side manoeuvring console’ tially by pass the main starting valve. During slow
can be set to either Manual or Remote position. turning the engine will rotate so slowly that, in the
event that liquids have accumulated on the piston
In the ‘Manual’ position the engine is controlled from top, the engine will stop before any harm occurs.
the Engine Side Manoeuvring console by the push
buttons START, STOP, and the AHEAD/ASTERN.
The speed set is by the ‘Manual speed setting’ by Governor
the handwheel Fig. 6.11.03.
When selecting the governor, the complexity of the
In the ‘Remote’ position all signals to the engine are installation has to be considered. We normally dis-
electronic, the START, STOP, AHEAD and ASTERN tinguish between ‘conventional’ and ‘advanced’
signals activate the solenoid valves EV684, EV682, marine installations.
EV683 and EV685 respectively Figs. 6.11.01 and
6.11.05, and the speed setting signal via the elec- The governor consists of the following elements:
tronic governor and the actuator E672.
• Actuator
The electrical signal comes from the remote control
• Revolution transmitter (pick-ups)
system, i.e. the Bridge Control (BC) console, or from
the Engine Control Room (ECR) console. • Electronic governor panel
• Power supply unit
The engine side manoeuvring console is shown on
Fig. 6.11.04. • Pressure transmitter for scavenge air.
Shut down system The actuator, revolution transmitter and the pres-
sure transmitter are mounted on the engine.
The engine is stopped by activating the puncture
valve located in the fuel pump either at normal stop- The electronic governors must be tailor-made, and
ping or at shut down by activating solenoid valve the specific layout of the system must be mutually
EV658. agreed upon by the customer, the governor supplier
and the engine builder.
6.11.01
MAN B&W Diesel A/S K98MC Project Guide
With a view to such an installations, the engine is, as The diagram shows the functions as well as the de-
standard, equipped with a ‘conventional’ electronic lays which must be considered in respect to starting
governor approved by MAN B&W, e.g.: Ahead and starting Astern, as well as for the activa-
tion of the slow down and shut down functions.
4 65 172 Lyngsø Marine A/S electronic governor
system, type EGS 2100 On the right of the diagram, a situation is shown
4 65 174 Kongsberg Norcontrol A/S digital where the order Astern is over-ridden by an Ahead
governor system, type DGS 8800e order – the engine immediately starts Ahead if the
4 65 177 Siemens digital governor system, type engine speed is above the specified starting level.
SIMOS SPC 33.
‘Advanced’ plants
6.11.02
MAN B&W Diesel A/S K98MC Project Guide
178 46 65-9.0
Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with bridge control
6.11.03
MAN B&W Diesel A/S K98MC Project Guide
178 12 61-6.2
Additional components for slow turning are the slow turning valve in by-pass and items 28 and 78
The pos. numbers refer to ‘List of instruments’
The piping is delivered with and fitted onto the engine
The letter refer to ‘List of flanges’
Fig. 6.11.02: Starting air system, with slow turning, option: 4 50 140
6.11.04
MAN B&W Diesel A/S K98MC Project Guide
178 30 42-3.0
6.11.05
MAN B&W Diesel A/S K98MC Project Guide
178 15 67-3.0
6.11.06
MAN B&W Diesel A/S K98MC Project Guide
178 19 45-9.0
Fig. 6.11.05: Components for remote control for reversible engine with FPP with bridge control
6.11.07
MAN B&W Diesel A/S K98MC Project Guide
178 30 45-9.0
1 Free space for mounting of safety panel 8 Switch and lamp for cancelling of limiters for
Engine builder’s supply governor
2 Tachometer(s) for turbocharger(s) 9 Engine control handle: 4 65 625 from engine maker
3 Indication lamps for: * 10 Pressure gauges for:
Ahead Scavenge air
Astern Lubricating oil main engine
Engine side control Cooling oil main engine
Control room control Jacket cooling water
Wrong way alarm Sea cooling water
Turning gear engaged Lubricating oil camshaft
Main starting valve in service Fuel oil before filter
Main starting valve in blocked Fuel oil after filter
Remote control Starting air
Shut down Control air supply
(Spare)
Lamp test
4 Tachometer for main engine * 10 Thermometer:
5 Revolution counter Jacket cooling water
6 Switch and lamps for auxiliary blowers Lubricating oil water
7 Free spares for mounting of bridge control
equipment for main engine
Note: If an axial vibration monitor is ordered (option * These instruments have to be ordered as option:
4 31 116 ) the manoeuvring console has to be 4 75 645 and the corresponding analogue sensors on
extended by a remote alarm/slow down indication the engine as option: 4 75 128,see Figs. 8.02a and
lamp. 8.02b.
Fig. 6.11.06: Instruments and pneumatic components for engine control room console, yard’s supply
6.11.08
MAN B&W Diesel A/S K98MC Project Guide
178 34 16-3.1
6.11.09
Vibration Aspects 7
MAN B&W Diesel A/S K98MC Project Guide
7 Vibration Aspects
The vibration characteristics of the two-stroke low national standards or recommendations (for
speed diesel engines can for practical purposes be instance related to special agreement between
split up into four categories, and if adequate coun- shipowner and shipyard). The natural frequency of
termeasures are considered from the early project the hull depends on the hull’s rigidity and distribu-
stage, the influence of the excitation sources can be tion of masses, whereas the vibration level at reso-
minimised or fully compensated. nance depends mainly on the magnitude of the ex-
ternal moment and the engine’s position in relation
In general, the marine diesel engine may influence to the vibration nodes of the ship.
the hull with the following:
C C
• External unbalanced moments
These can be classified as unbalanced 1st and A
2nd order external moments, which need to be
considered only for certain cylinder numbers
• Guide force moments
• Axial vibrations in the shaft system B
• Torsional vibrations in the shaft system.
7.01
MAN B&W Diesel A/S K98MC Project Guide
178 06 92-4.0
Fig. 7.02: Statistics of vertical hull vibrations in tankers and bulk carriers
2nd order moments on 6-cylinder engines Several solutions, as shown in Fig. 7.03, are avail-
able to cope with the 2nd order moment, out of
The 2nd order moment acts only in the vertical di- which the most cost efficient one can be chosen in
rection. Precautions need only to be considered for the individual case, e.g.:
six cylinder engines in general.
1. No compensators, if considered unnecessary
Resonance with the 2nd order moment may occur in on the basis of natural frequency, nodal point
the event of hull vibrations with more than three and size of the 2nd order moment
nodes, see Fig. 7.02. Contrary to the calculation of
natural frequency with 2 and 3 nodes, the calcula-
2. A compensator mounted on the aft end of the
tion of the 4 and 5 node natural frequencies for the
engine, driven by the main chain drive:
hull is a rather comprehensive procedure and, de-
4 31 204
spite advanced calculation methods, is often not
very accurate. Consequently, only a rather uncer-
tain basis for decisions is available relating to the 3. A compensator mounted on the front end,
natural frequency as well as the position of the driven from the crankshaft through a separate
nodes in relation to the main engine. chain drive, option: 4 31 213
A 2nd order moment compensator comprises two This engine type is as standard fitted with the com-
counter-rotating masses running at twice the en- pensator mounted on the aft end, 4 31 204.
gine speed. 2nd order moment compensators are
not included in the basic extent of delivery.
7.02
MAN B&W Diesel A/S K98MC Project Guide
Briefly, it can be stated that compensators posi- An electrically driven compensator option: 4 31
tioned in a node or close to it, will be inefficient. In 601, synchronised to the correct phase relative to
such a case, solution (4) should be considered. the external force or moment can neutralise the ex-
citation. This type of compensator needs an extra
A decision regarding the vibrational aspects and the seating fitted, preferably, in the steering gear room
possible use of compensators must be taken at the where deflections are largest and the effect of the
contract stage. If no experience is available from compensator will therefore be greatest.
sister ships, which would be the best basis for de-
ciding whether compensators are necessary or not, The electrically driven compensator will not give rise
it is advisable to make calculations to determine to distorting stresses in the hull, but it is more ex-
which of the solutions should be applied. pensive than the engine-mounted compensators).
More than 70 electrically driven compensators are
If compensator(s) are omitted, the engine can be de- in service and have given good results.
livered prepared for the fitting of compensators later
on, see option: 4 31 212. The decision for prepara-
tion must also be taken at the contract stage. Mea-
surements taken during the sea trial, or later in ser-
vice and with fully loaded ship, will be able to show
whether compensator(s) have to be fitted or not.
7.03
MAN B&W Diesel A/S K98MC Project Guide
178 06 80-4.0
7.04
MAN B&W Diesel A/S K98MC Project Guide
178 32 28-5.1
7.05
MAN B&W Diesel A/S K98MC Project Guide
178 06 81-6.2
The so-called guide force moments are caused by The guide force moments are harmless except
the transverse reaction forces acting on the when resonance vibrations occur in the engine/dou-
crossheads due to the connecting rod/crankshaft ble bottom system.
mechanism. These moments may excite engine vi-
brations, moving the engine top athwartships and As this system is very difficult to calculate with the
causing a rocking (excited by H-moment) or twisting necessary accuracy MAN B&W Diesel strongly rec-
(excited by X-moment) movement of the engine as ommend, as standard, that top bracing is installed
illustrated in the above figure. between the engine`s upper platform brackets and
the casing side.
The guide force moments corresponding to the
MCR rating (L1) are stated in the last table of this We recommend using the hydraulic top bracing, op-
Chapter. tion: 4 83 122 which allow adjustment to the loading
conditions of the ship. Mechanical top bracings
are available on request.
7.06
MAN B&W Diesel A/S K98MC Project Guide
Definition of Guide Force Moments way of dividing the couple is by the number of top
bracing and then applying the forces at those
Over the years it has been discussed how to define the points.
guide force moments. Especially now that complete
FEM-models are made to predict hull/engine interac- ForceZ,one point = ForceZ,total / Ntop bracing,total kN
tion, the proper definition of these moments has be-
come increasingly important.
X-type Guide Force Moment (MX)
H-type Guide Force Moment (MH) The X-type guide force moment is calculated based
on the same force couple as described above. How-
Each cylinder unit produces a force couple consist- ever as the deflection shape is twisting the engine
ing of: each cylinder unit does not contribute with an equal
amount. The centre units do not contribute very
1. A force at crankshaft level. much whereas the units at each end contributes
much.
2. Another force at crosshead guide level. The po-
sition of the force changes over one revolution, A so-called ‘Bi-moment’ can be calculated (Fig. 7.05):
as the guide shoe reciprocates on the guide.
7.07
MAN B&W Diesel A/S K98MC Project Guide
Axial Vibrations Based on our statistics, this need may arise for the
following types of installation:
When the crank throw is loaded by the gas pressure
through the connecting rod mechanism, the arms of • Plants with controllable pitch propeller
the crank throw deflect in the axial direction of the
• Plants with unusual shafting layout and for special
crankshaft, exciting axial vibrations. Through the
owner/yard requirements
thrust bearing, the system is connected to the ship`s
hull. • Plants with 8 cylinder engines.
Generally, only zero-node axial vibrations are of in- The so-called QPT (Quick Passage of a barred
terest. Thus the effect of the additional bending speed range Technique), option: 4 31 108, is an al-
stresses in the crankshaft and possible vibrations of ternative to a torsional vibration damper, on a plant
the ship`s structure due to the reaction force in the equipped with a controllable pitch propeller. The
thrust bearing are to be considered. QPT could be implemented in the governor in order
to limit the vibratory stresses during the passage of
An axial damper is fitted as standard: 4 31 111 to all the barred speed range.
MC engines, minimising the effects of the axial vi-
brations. The application of the QPT has to be decided by the
engine maker and MAN B&W Diesel A/S based on fi-
nal torsional vibration calculations.
7.08
MAN B&W Diesel A/S K98MC Project Guide
The natural frequency of the one-node vibration is The natural frequency of the one-node vibration is
so adjusted that resonance with the main critical or- so adjusted that resonance with the main critical or-
der occurs about 35-45% above the engine speed der occurs about 30-70% below the engine speed
at specified MCR. at specified MCR. Such overcritical conditions can
be realised by choosing an elastic shaft system,
Such undercritical conditions can be realised by leading to a relatively low natural frequency.
choosing a rigid shaft system, leading to a relatively
high natural frequency. The characteristics of overcritical conditions are:
The characteristics of an undercritical system are • Tuning wheel may be necessary on crankshaft
normally: fore end
• Turning wheel with relatively high inertia
• Relatively short shafting system
• Shafts with relatively small diameters, requiring
• Probably no tuning wheel
shafting material with a relatively high ultimate
• Turning wheel with relatively low inertia tensile strength
• Large diameters of shafting, enabling the use of • With barred speed range (4 07 015) of about
shafting material with a moderate ultimate tensile ±10% with respect to the critical engine speed.
strength, but requiring careful shaft alignment,
(due to relatively high bending stiffness) Torsional vibrations in overcritical conditions may,
in special cases, have to be eliminated by the use of
• Without barred speed range, option: 4 07 016.
a torsional vibration damper, option: 4 31 105.
When running undercritical, significant varying
Overcritical layout is normally applied for engines
torque at MCR conditions of about 100-150% of the
with more than four cylinders.
mean torque is to be expected.
Please note:
This torque (propeller torsional amplitude) induces a
We do not include any tuning wheel, option: 4 31
significant varying propeller thrust which, under ad-
101 or torsional vibration damper, option: 4 31 105
verse conditions, might excite annoying longitudinal
in the standard scope of supply, as the proper coun-
vibrations on engine/double bottom and/or deck
termeasure has to be found after torsional vibration
house.
calculations for the specific plant, and after the deci-
sion has been taken if and where a barred speed
The yard should be aware of this and ensure that the
range might be acceptable.
complete aft body structure of the ship, including
the double bottom in the engine room, is designed
For further information about vibration aspects,
to be able to cope with the described phenomena.
please refer to our publications:
7.09
MAN B&W Diesel A/S K98MC Project Guide
No of cylinder : 6 7 8 9 10 11 12 14
Available on request
6. Order : Vertical 0 1 0 76 51 6 0
Guide force H-moments in [kNm] :
1 x No. of cyl. 2394 1764 1258 645 165 188 209
2 x No. of cyl. 105 - - - - - -
3 x No. of cyl. - - - - - - -
Guide force X-moments in [kNm] :
1. Order : 0 326 158 593 138 70 0
2. Order : 275 80 0 37 6 7 0
3. Order : 1514 1656 2434 2876 3218 4191 5245
4. Order : 1470 4178 1698 2084 2904 3746 2940
5. Order : 0 369 5308 1964 706 3383 0
6. Order : 0 58 0 3701 2467 267 0
7. Order : 0 0 18 644 2821 284 0
8. Order : 296 23 0 451 328 1738 592
9. Order : 400 45 6 69 133 242 1385
10. Order : 88 251 0 115 278 180 0
11. Order : 0 147 217 85 185 245 0
12. Order : 0 10 38 132 66 75 0
a) 1st order moments are as standard, balanced so as to obtain equal values for horizontal and vertical moments for all
cylinder numbers.
c) 4, 5 and 6 cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, reducing the
2nd order external moment.
7.10
Monitoring Systems and Instrumentation 8
MAN B&W Diesel A/S K98MC Project Guide
• Local instruments, i.e. thermometers, pressure Analog sensors for remote indication can be ordered
gauges and tachometers as options 4 75 127, 4 75 128 or for CoCoS-EDS as
4 75 129, see Fig. 8.03. These sensors can also be
• Control devices, i.e. position switches and sole- used for Alarm or Slow Down simultaneously.
noid valves
• Analog sensors for alarm, slow down and remote Alarm, Slow Down and
indication of temperatures and pressures Shut Down Sensors
• Binary sensors, i.e. thermo switches and pres- It is required that the system for shut down is electri-
sure switches for shut down etc. cally separated from the other systems.
All instruments are identified by a combination of This can be accomplished by using independent
symbols as shown in Fig. 8.01 and a position num- sensors, or sensors with galvanically separated
ber which appears from the instrumentation lists in electrical circuits, i.e. one sensor with two sets of
this section. electrically independent terminals.
These are listed in Fig. 8.02. The extent of sensors for a specific plant is the sum
of requirements of the classification society, the
Additional local instruments, if required, can be or- yard, the owner and MAN B&W’s minimum require-
dered as option: 4 70 129. ments.
8.01
MAN B&W Diesel A/S K98MC Project Guide
Slow down system The number and position of the terminal boxes de-
pends on the degree of dismantling specified for the
The slow down functions are designed to safeguard forwarding of the engine, see ‘Dispatch Pattern’ in
the engine components against overloading during Chapter 9.
normal service conditions and, at the same time, to
keep the ship manoeuvrable, in the event that fault
conditions occur. Fuel oil leakage detection
The slow down sequence has to be adapted to the Oil leaking oil from the high pressure fuel oil pipes is
plant (with/without shaft generator, etc.) and the re- collected in a drain box (Fig. 8.09), which is
quired operating mode. equipped with a level alarm, LSA 301 (4 35 105).
For further information please contact the engine As an alternative, the leaks from the high pressure
supplier. fuel oil pipes of the cylinder could activate a dia-
phragm valve putting out of action only the fuel
pump of the cylinder in question, option: 4 35 107,
Attended Machinery Spaces (AMS) Fig. 8.10a.
The basic alarm and safety system for an MAN B&W Another possibility is to arrange a semi-automatic
engine is designed for Attended Machinery Spaces manually activated lifting arrangement of the fuel
and comprises the temperature switches (thermo- pump roller guide, option: 4 35 131, Fig. 8.10b.
stats) and pressure switches (pressure stats) that
are specified in the ‘MAN B&W’ column for alarm
and for shut down in Figs. 8.06 and 8.08, respec- Cylinder liner temperature measurement
tively. The sensors for shut down are included in the
basic scope of supply (4 75 124), see Fig. 8.08. Two temperature sensors per cylinder permit moni-
toring of the cylinder liner temperature level,
Additional digital sensors can be ordered as option: option: 4 75 136.
4 75 128.
8.02
MAN B&W Diesel A/S K98MC Project Guide
8.03
MAN B&W Diesel A/S K98MC Project Guide
8.04
MAN B&W Diesel A/S K98MC Project Guide
Description
remote indication
Use sensor for
Thermometer
stem type
Point of location
Fuel oil
TI 302 TE 302 Fuel oil, inlet engine
Lubricating oil
TI 311 TE 311 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
piston cooling oil and turbochargers
TI 317 TE 317 Piston cooling oil outlet/cylinder
TI 349 TE 349 Thrust bearing segment
TI 369 TE 369 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
Scavenge air
TI 411 TE 411 Scavenge air before air cooler/air cooler
TI 412 TE 412 Scavenge air after air cooler/air cooler
TI 413 TE 413 Scavenge air receiver
Thermometers
dial type
Exhaust gas
TI 425 TE 425 Exhaust gas inlet turbocharger/turbocharger
TI 426 TE 426 Exhaust gas after exhaust valves/cylinder
178 86 42-9.1
Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors
8.05
MAN B&W Diesel A/S K98MC Project Guide
remote indication
Pressure gauges
Point of location
Fuel oil
PI 305 PE 305 Fuel oil , inlet engine
Lubricating oil
PI 330 PE 330 Lubricating oil inlet to main bearings thrust bearing, axial vibration damper
and piston cooling oil inlet
PI 371 PE 371 Lubricating oil inlet to turbocharger with slide bearings/turbocharger
Scavenge air
PI 417 PE 417 Scavenge air receiver
Exhaust gas
PI 424 Exhaust gas receiver
PI 435A Air inlet for dry cleaning of turbocharger
PI 435B Water inlet for cleaning of turbocharger
Manoeuvring system
PI 668 Pilot pressure to actuator for VIT system
178 86 42-9.1
Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication
8.06
MAN B&W Diesel A/S K98MC Project Guide
Use sensor
Point of location
178 86 42-9.1
8.07
MAN B&W Diesel A/S K98MC Project Guide
Use sensor
Point of location
178 89 00-6.0
8.08
MAN B&W Diesel A/S K98MC Project Guide
Use sensor
Point of location
General data
N Time and data 1)
N Counter of running hours 1)
PE 325 Ambient pressure (Engine room) 3)
SE 438 Engine speed
N Pmax set point 2)
ZE 477 Fuel pump index/cylinder 2)
ZE 478 VIT index/cylinder 2)
ZE 479 Governor index
E 480 Engine torque 1)
N Mean indicated pressure (mep) 4)
N Maximum pressure (Pmax) 4)
N Compression pressure (Pcomp) 4)
N Numerical input
1) Originated by alarm/monitoring system
2) Manual input can alternatively be used
3) Yard’s supply
4) Originated by the PMI system
178 89 00-6.0
8.09
MAN B&W Diesel A/S K98MC Project Guide
Description Symbol/Position
178 46 49-3.1
8.10
MAN B&W Diesel A/S K98MC Project Guide
178 30 10-0.4
The classification societies permit having common sensors for slow down, alarm and remote indication
One common power supply might be used, instead of the three indicated, if the systems are equipped with separate
fuses
Fig. 8.05: Panels and sensors for alarm and safety systems
8.11
MAN B&W Diesel A/S K98MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
A* TEA 312 high
TEA 313 low
A* TEA 318 high
}
TE 311 Lubricating oil inlet to main bearings, thrust bearing
TE 311 and axial vibration damper
TE 317 Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1* FSA 320 low Piston cooling oil outlet/cylinder
Lubricating oil inlet to main bearings, thrust
1 1 1 1 1 1 1 1 1 A* PEA 331 low PE 330
bearing, axial vibration damper and piston
colling inlet
1 1 1 1 1 1 1 1 A* TEA 350 high TE 349 Thrust bearing segment
1* LSA 365 low Cylinder lubricators (built-in switches)
1 1 1 1 1 1 1 1 1* FSA 366 low Cylinder lubricators (built-in switches)
1 1 1 1 1 1 1 1 TSA 370 high Turbocharger lubricating oil outlet from a)
turbocharger/turbocharger
1 1 1 1 1 1 1 1 A* PEA 372 low PE 371 Lubricating oil inlet to a)
turbocharger/turbocharger
1 TEA 373 high TE 311 Lubricating oil inlet a)
to turbocharger/turbocharger
1 1 1 1 1 1 1 1 1 1* DSA 436 high Oil mist in crankcase/cylinder and chain drive
WEA 472 high WE 471
Axial vibration monitor
Required for all engines with PTO on fore end.
178 86 43-0.1
8.12
MAN B&W Diesel A/S K98MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Air system
1 1 1 1 1 1 1 1 1 A* PEA 402 low PE 401 Starting air inlet
1 1 1 1 1 1 1 1 1 A* PEA 404 low PE 403 Control air inlet
1 1 1 1 1 1 1 1 1 1* 406 low Safety air inlet
1* 408 low Air inlet to air cylinder for exhaust valve
1* 409 high Control air inlet, finished with engine
1* 410 high Safety air inlet, finished with engine
178 86 43-0.1
8.13
MAN B&W Diesel A/S K98MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Manoeuvring system
1 1 1 1 1 1 1 1 1 1* low Safety system, power failure, low voltage
1 1 1 1 1 1 1 1 1 1* low Tacho system, power failure, low voltage
1* Safety system, cable failure
1 1 1 1 1 1 1 1 1* Safety system, group alarm, shut down
1 1* Wrong way (for reversible engine only)
1 1 1 1 1 1 1 1 1 A* SE 438 Engine speed
1 SEA 439 SE 439 Turbocharger speed
and the associated members are: Or alarm for overheating of main, crank, crosshead
KRS Kroatian Register of Shipping and chain drive bearings, option: 4 75 134
IRS Indian Register of Shipping
Or alarm for low flow
178 86 43-0.1
8.14
MAN B&W Diesel A/S K98MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
1 Indicates that a binary sensor (on-off) is required Select one of the alternatives
A Indicates that a common analogue sensor can be used
for alarm/slow down/remote indication Or alarm for low flow
1*, A* These analogue sensors are MAN B&W Diesel’s mini-
mum requirements for Unattended Machinery Spaces Or alarm for overheating of main, crank, cross-
(UMS), option: 4 75 127 head and chain drive bearings, option: 4 75 134
178 21 52-0.1
8.15
MAN B&W Diesel A/S K98MC Project Guide
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
1* These binary sensors for shut down are included in The tables are liable to change without notice,
the basic scope of supply (4 75 124) and are subject to latest class requirements.
178 30 13-6.3
8.16
MAN B&W Diesel A/S K98MC Project Guide
178 30 14-8.1
Fig. 8.09a: Drain box with fuel oil leakage alarm, (4 35 105)
178 30 16-1.0
Fig. 8.09b: Fuel oil leakage, cut-out per cylinder, option: 4 35 106
8.17
MAN B&W Diesel A/S K98MC Project Guide
178 09 81-2.1
Fig. 8.10a: Fuel oil leakage with automatic or manually activated lift of fuel pump roller guide per cylinder, option 4 35 107
178 09 80-0.1
Fig. 8.10b: Semi-automatic, manually activated lifting arrangement of fuel pump roller guide, 4 35 131
8.18
MAN B&W Diesel A/S K98MC Project Guide
178 30 18-5.1
Fig. 8.11a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, (4 75 161)
178 30 19-7.1
Fig. 8.11b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)
8.19
Dispatch Pattern, Testing, Spares and Tools 9
MAN B&W Diesel A/S K98MC Project Guide
Painting of Main Engine Furthermore, the dispatch patterns are divided into
several degrees of dismantling in which ‘1’ com-
The painting specification (Fig. 9.01) indicates the prises the complete or almost complete engine.
minimum requirements regarding the quality and Other degrees of dismantling can be agreed upon in
the dry film thickness of the coats of, as well as the each case.
standard colours applied on MAN B&W engines built
in accordance with the ‘Copenhagen’ standard. When determining the degree of dismantling, con-
sideration should be given to the lifting capacities
Paints according to builder’s standard may be used and number of crane hooks available at the engine
provided they at least fulfil the requirements stated maker and, in particular, at the yard (purchaser).
in Fig. 9.01.
The approximate masses of the sections appear
from Fig. 9.03. The masses can vary up to 10% de-
Dispatch Pattern pending on the design and options chosen.
The dispatch patterns are divided into two classes, Lifting tools and lifting instructions are required for all
see Figs. 9.02 and 9.03: levels of dispatch pattern. The lifting tools (4 12 110 or
4 12 111), are to be specified when ordering and it
A: Short distance transportation and short term should be agreed whether the tools are to be returned
storage to the engine maker (4 12 120) or not (4 12 121).
B: Overseas or long distance transportation or
MAN B&W Diesel’s recommendations for preserva-
long term storage.
tion of disassembled/ assembled engines are avail-
able on request.
Short distance transportation (A) is limited by a
duration of a few days from delivery ex works until Furthermore, it must be considered whether a dry-
installation, or a distance of approximately 1,000 km ing machine, option 4 12 601, is to be installed dur-
and short term storage. ing the transportation and/or storage period.
The duration from engine delivery until installation
must not exceed 8 weeks.
Shop trials/Delivery Test
Dismantling of the engine is limited as much as possible. Before leaving the engine maker’s works, the engine
is to be carefully tested on diesel oil in the presence
Overseas or long distance transportation or long of representatives of the yard, the shipowner and
term storage require a class B dispatch pattern. the classification society.
The duration from engine delivery until installation is The shop trial test is to be carried out in accordance
assumed to be between 8 weeks and maximum 6 with the requirements of the relevant classification
months. society, however a minimum as stated in Fig. 9.04.
Dismantling is effected to a certain degree with the MAN B&W Diesel’s recommendations for shop trial,
aim of reducing the transportation volume of the in- quay trial and sea trial are available on request.
dividual units to a suitable extent.
An additional test may be required for measuring the
Note: NOx emissions, if required, option: 4 06 060.
Long term preservation and seaworthy packing are
always to be used for class B.
9.01
MAN B&W Diesel A/S K98MC Project Guide
MAN B&W Diesel, however, has decided to keep a set The approximate dimensions and masses of the
of spare parts included in the basic extent of delivery larger spare parts are indicated in Fig. 9.08. A com-
(4 87 601) covering the requirements and recommen- plete list will be delivered by the engine maker.
dations of the major classification societies, see Fig.
9.05.
Tools
This amount is to be considered as minimum safety
stock for emergency situations. List of standard tools
9.02
MAN B&W Diesel A/S K98MC Project Guide
No. of
Components to be painted Type of paint coats/ Colour:
before shipment from workshop Total dry RAL 840HR
film DIN 6164
thickness MUNSELL
mm
Component/surfaces, inside engine, ex-
posed to oil and air
1. Unmachined surfaces all over. However cast Engine alkyd primer, weather 2/80 Free
type crankthrows, main bearing cap, resistant.
crosshead bearing cap, crankpin bearing cap,
pipes inside crankcase and chainwheel need Oil and acid resistant alkyd 1/30 White:
not to be painted but the cast surface must be paint. RAL 9010
cleaned of sand and scales and kept free of Temperature resistant to mini- DIN N:0:0.5
rust. mum 80 °C. MUNSELL N-9.5
Components, outside engine
2. Engine body, pipes, gallery, brackets etc. Engine alkyd primer, weather re- 2/80 Free
sistant.
Delivery standard is in a primed and finally
painted condition, unless otherwise stated in Final alkyd paint resistant to salt 1/30 Light green:
the contract. water and oil, option: 4 81 103. RAL 6019
DIN 23:2:2
MUNSELL10GY 8/4
Heat affected components: Paint, heat resistant to minimum 2/60 Alu:
3. Supports for exhaust receiver 200 °C. RAL 9006
Scavenge air-pipe outside. DIN N:0:2
Air cooler housing inside and outside. MUNSELL N-7.5
Components affected by water and cleaning
agents
4. Scavenge air cooler box inside. Complete coating for long term 2/75 Free
protection of the components
exposed to moderately to se-
verely corrosive environment
and abrasion.
5. Gallery plates topside. Engine alkyd primer, weather 2/80 Free
resistant.
6. Purchased equipment and instruments
painted in makers colour are acceptable
unless otherwise stated in the contract.
Tools
Tools are to be surface treated according to Electro-galvanized. *
specifications stated on the drawings.
9.03
MAN B&W Diesel A/S K98MC Project Guide
Bedplate/crankshaft
section
Frame box section
178 34 47-4.0
Fig. 9.02a: Dispatch pattern
9.04
MAN B&W Diesel A/S K98MC Project Guide
Note:
The engine supplier is responsible for the necessary lifting
tools and lifting instruction for transportation purpose to
the yard. The delivery extent of the lifting tools, ownership
and lend/lease conditions is to be stated in the contract.
(Options: 4 12 120 or 4 12 121).
178 34 47-4.0
9.05
MAN B&W Diesel A/S K98MC Project Guide
6 cylinder 7 cylinder
Pattern Section Mass. Length Mass. Length Heigh Width
in t in m in t in m in m in m
A1+B1 Engine complete 1,156.0 15.4 1,315.0 17.1 15.3 9.9
A2+B2 Top section 502.0 15.4 598.1 17.1 9.4 9.9
Bottom section 636.8 14.2 697.8 16.0 8.3 9.4
Remaining parts 17.2 19.0
A3+B3 Top section 502.0 15.4 598.1 17.1 9.4 9.9
Frame box section 225.8 14.2 251.1 16.0 4.7 9.4
Bedplate/crankshaft 411.1 13.5 446.7 15.3 3.7 4.7
Remaining parts 17.2 19.0
A4+B4 Top section 393.5 14.7 454.5 16.5 6.5 5.7
Exhaust receiver 24.7 15.4 28.8 17.1 4.2 2.7
Scavenge air receiver 54.9 14.7 71.7 16.5 6.3 4.4
Frame box section 225.8 14.2 251.1 16.0 4.7 6.2
Crankshaft 214.1 12.9 227.1 14.6 4.3 4.3
Bedplate 194.4 12.7 217.0 14.4 3.7 4.7
Turbocharger, each 9.8 9.8
Air cooler, each 3.6 3.6
Remaining parts 22.0 24.6
The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides
in frame box and MAN B&W turbocharger.
Moment compensators and tuning wheel are not included in dispatch pattern outline.
The final weights are to be confirmed by the engine supplier, as variations in major engine components due to
the use of local standards (plate thickness, etc.), size of turning wheel, type of turbocharger and the choice of
cast/welded or forged component designs may increase the total weight by up to 10%.
All masses and dimensions are approximate and without packing and lifting tools.
178 86 49-1.0
Fig. 9.03a: Dispatch pattern, list of masses and dimensions
9.06
MAN B&W Diesel A/S K98MC Project Guide
178 86 49-1.0
9.07
MAN B&W Diesel A/S K98MC Project Guide
Minimum delivery test: • Start, stop and reversing from engine side
manoeuvring console
• Starting and manoeuvring test at no load
Before leaving the factory, the engine is to be care-
• Load test
fully tested on diesel oil in the presence of represen-
Engine to be started and run up to 50%
tatives of Yard, Shipowner, Classification Society,
of Specified MCR (M) in 1 hour.
and MAN B&W Diesel.
Followed by:
At each load change, all temperature and pressure
levels etc. should stabilise before taking new engine
• 0.50 hour running at 50% of specified MCR
load readings.
• 0.50 hour running at 75% of specified MCR
Fuel oil analysis is to be presented.
• 1.00 hour running at optimised power
All tests are to be carried out on diesel or gas oil.
(guaranteed SFOC)
or
0.50 hour at 90% of specified MCR
if SFOC is guaranteed at specified MCR
• 1.00 hour running at 100% of specified MCR
• 0.50 hour running at 110% of specified MCR.
• Governor test
• Minimum speed test
• Overspeed test
• Shut down test
• Starting and reversing test
• Turning gear blocking device test
178 30 24-4.1
9.08
MAN B&W Diesel A/S K98MC Project Guide
Cylinder cover, section 901 and others Main bearing and thrust block, section 905
1 Cylinder cover with fuel, exhaust, 1 set Thrust pads for one face of each size, if different
starting and safety valves, indicator valve and for ‘ahead’ and ‘astern’
sealing rings (disassembled)
CCS, GL Cylinder cover includes cooling jacket Chain drive, section 906
1 Of each type of bearings for:
Piston, section 902 Camshaft at chain drive, chain tightener and in-
1 Piston complete (with cooling pipe), piston termediate shaft
rod, piston rings and stuffing box, 6 Camshaft chain links (only for ABS, DNVC, LR,
studs and nuts NKK and RS)
1 set Piston rings for 1 cylinder 1 Mechanically driven cylinder lubricator drive: 6
chain links or gear wheels
Cylinder liner, section 903 1 Guide ring 2/2 for camshaft bearing
1 Cylinder liner with sealing rings and gaskets
1/2 set Studs for 1 cylinder cover Starting valve, section 907
1 Starting valve, complete
Cylinder lubricator, section 903
Standard Spare parts Exhaust valve, section 908
1 set Spares for MAN B&W Alpha lubricator for 1cyl. 2 Exhaust valves complete (1 for GL)
1 Lubricator 1 Pressure pipe for exhaust valve pipe
2 Feed back sensor, complete
1 Suction filter element for pump station Fuel pump, section 909
1 Pressure filter element for pump station 1 Fuel pump barrel, complete with plunger
1 Complete sets of O-rings for lubricator
1 High-pressure pipe, each type
(depending on No. of lubricating per. cylinder)
6 3A, 3 pcs. 12A ceramic or sand filled fuses 1 Suction and puncture valve, complete
6.3 x 32 mm, for MCU, BCU & SBU
2 LED’s (Light Emitting Diodes) for visual feed Fuel valve, section 909
back indication ABS: Two fuel valves per cylinder for half the
or number of cylinders on one engine, and a
1 set Hans Jensen mechanical cylinder lubricator sufficient number of valve parts, excluding
the body, to form with those fitted on each
cylinder for a complete engine set
Connecting rod, and crosshead bearing, section 904
1 Telescopic pipe with bushing for 1 cylinder DNVC: Fuel valves for all cylinders on one engine
1 Crankpin bearing shells in 2/2 with studs
and nuts BV, CCS, GL, KR, LR, NKK, RINa, RS and IACS:
1 Crosshead bearing shell lower part with Two fuel valves per cylinder for all cylin-
studs and nuts ders on one engine, and a sufficient num-
2 Thrust piece ber of valve parts, excluding the body, to
form with those fitted on each cylinder for
a complete engine set
178 30 25-6.2
9.09
MAN B&W Diesel A/S K98MC Project Guide
178 30 25-6.2
9.10
MAN B&W Diesel A/S K98MC Project Guide
178 86 52-5.0
Fig. 9.06a: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
availability, option: 4 87 603
9.11
MAN B&W Diesel A/S K98MC Project Guide
Main starting valve, plate 90702 Cooling water outlet, plate 90810
1 Repair kit for main actuator 2 Ball valve
1 Repair kit for main ball valve 1 Butterfly valve
1 *) Repair kit for actuator, slow turning 1 Compensator
1 *) Repair kit for ball valve, slow turning 1 set Gaskets for butterfly valve and compensator
Fig. 9.06b: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
availability, option: 4 87 603
9.12
MAN B&W Diesel A/S K98MC Project Guide
178 86 52-5.0
Fig. 9.06c: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
availability, option: 4 87 603
9.13
MAN B&W Diesel A/S K98MC Project Guide
Table A
Group No. Section Qty. Descriptions
1 90201 1 set Piston rings for 1 cylinder
1 set O-rings for 1 cylinder
2 90205 1 set Lamella rings 3/3 for 1 cylinder
1 set O-rings for 1 cylinder
3 90205 1 set Top scraper rings 4/4 for 1 cylinder
1 set Sealing rings 4/4 for 1 cylinder
4 90302 1 Cylinder liner
1 set Outer O-rings for 1 cylinder
1 set O-rings for cooling water connections for 1 cylinder
1 set Gaskets for cooling water connection’s for 1 cylinder
1 set Sealing rings for 1 cylinder
5 90801 1 Exhaust valve spindle
1 set Piston rings for exhaust valve air piston and oil piston for 1 cylinder
6 90801 1 set O-rings for water connections for 1 cylinder
1 set Gasket for cooling for water connections for 1 cylinder
1 set O-rings for oil connections for 1 cylinder
7 90801 1 Spindle guide
2 Air sealing ring
1 set Guide sealing rings for 1 cylinder
8 90801 1 Exhaust valve bottom piece
1 set O-rings for bottom piece for 1 cylinder
9 90805 1 set Bushing for roller guides for 1 cylinder
1 set Washer for 1 cylinder
10 90901 1 Plunger and barrel for fuel pump
1 Suction valve complete
1 set O-rings for 1 cylinder
11 90910 3 Fuel valve nozzle
3 Spindle guide complete
3 sets O-rings for 1 cylinder
12 1 Slide bearing for turbocharger for 1 engine
1 Guide bearing for turbocharger for 1 engine
13 1 set Guide bars for 1 engine
14 2 Set bearings for auxiliary blowers for 1 engine
The wearing parts are divided into 14 groups, each including the components stated in table A.
The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years’ service of a new engine,
a service year being assumed to be of 6,000 hours.
In order to find the expected consumption for a 6 cylinder engine during the first 18,000 hours’ service, the extent stated
for each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and
service hours in question.
178 86 46-6.0
9.14
MAN B&W Diesel A/S K98MC Project Guide
Table B
Service hours 0-6,000 0-12,000
Group Number of cylinders
No Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
1 Set of piston rings 0 0 0 0 0 0 0 6 7 8 9 10 11 12
Set of piston rod stuffing box,
2 0 0 0 0 0 0 0 6 7 8 9 10 11 12
lamella rings
Set of piston rod stuffing box,
3 0 0 0 0 0 0 0 0 0 0 0 0 0 0
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6 O-rings for exhaust valve 6 7 8 9 10 11 12 12 14 16 18 20 22 24
7 Exhaust valve guide bushings 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bushings for roller guides for fuel
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0
pump and exhaust valve
10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11 Fuel valve guides and atomizers 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12 Set slide bearings per TC 0 0 0 0 0 0 0 0 0 0 0 0 0 0
13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 0 0 0 0 0
14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Table B
Service hours 0-18,000 0-24,000
Group ¯ Number of cylinders
No. Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
1 Set of piston rings 6 7 8 9 10 11 12 12 14 16 18 20 22 24
Set of piston rod stuffing box,
2 6 7 8 9 10 11 12 12 14 16 18 20 22 24
lamella rings
Set of piston rod stuffing box,
3 0 0 0 0 0 0 0 6 7 8 9 10 11 12
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6 O-rings for exhaust valve 18 21 24 27 30 33 36 24 28 32 36 40 44 48
7 Exhaust valve guide bushings 6 7 8 9 10 11 12 6 7 8 9 10 11 12
8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bushings for roller guides for fuel
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0
pump and exhaust valve
10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11 Fuel valve guides and atomizers 6 7 8 9 10 11 12 6 7 8 9 10 11 12
12 Set slide bearings per TC 0 0 0 0 0 0 0 1 1 1 1 1 1 1
13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 0 0 0 0 0
14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 1 1 1 1 1 1 1
9.15
MAN B&W Diesel A/S K98MC Project Guide
Table B
Service hours 0-30,000 0-36,000
Group Number of cylinders
No. Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
1 Set of piston rings 12 14 16 18 20 22 24 18 21 24 27 30 33 36
Set of piston rod stuffing box,
2 12 14 16 18 20 22 24 18 21 24 27 30 33 36
lamella rings
Set of piston rod stuffing box,
3 6 7 8 9 10 11 12 6 7 8 9 10 11 12
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 0 0 0 0 0 0 0 6 7 8 9 10 11 12
6 O-rings for exhaust valve 30 35 40 45 50 55 60 36 42 48 54 60 66 72
7 Exhaust valve guide bushings 12 14 16 18 20 22 24 12 14 16 18 20 22 24
8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 6 7 8 9 10 11 12
Bushings for roller guides for fuel
9 0 0 0 0 0 0 0 6 7 8 9 10 11 12
pump and exhaust valve
10 Fuel pump plungers 0 0 0 0 0 0 0 6 7 8 9 10 11 12
11 Fuel valve guides and atomizers 6 7 8 9 10 11 12 12 14 16 18 20 22 24
12 Set slide bearings per TC 1 1 1 1 1 1 1 1 1 1 1 1 1 1
13 Set guide bars for chain drive 0 0 0 0 0 0 0 1 1 1 1 1 1 1
14 Set bearings for auxiliary blower 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Table B
Service hours 0-42,000 0-48,000
Group Number of cylinders
No. Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
1 Set of piston rings 18 21 24 27 30 33 36 24 28 32 36 40 44 48
Set of piston rod stuffing box,
2 18 21 24 27 30 33 36 24 28 32 36 40 44 48
lamella rings
Set of piston rod stuffing box,
3 12 14 16 18 20 22 24 12 14 16 18 20 22 24
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 6 7 8 9 10 11 12 6 7 8 9 10 11 12
6 O-rings for exhaust valve 42 49 56 63 70 77 84 48 56 64 72 80 88 96
7 Exhaust valve guide bushings 18 21 24 27 30 33 36 18 21 24 27 30 33 36
8 Exhaust seat bottom pieces 6 7 8 9 10 11 12 6 7 8 9 10 11 12
Bushings for roller guides for fuel
9 6 7 8 9 10 11 12 6 7 8 9 10 11 12
pump and exhaust valve
10 Fuel pump plungers 6 7 8 9 10 11 12 6 7 8 9 10 11 12
11 Fuel valve guides and atomizers 12 14 16 18 20 22 24 18 21 24 27 30 33 36
12 Set slide bearings per TC 1 1 1 1 1 1 1 2 2 2 2 2 2 2
13 Set guide bars for chain drive 1 1 1 1 1 1 1 1 1 1 1 1 1 1
14 Set bearings for auxiliary blower 1 1 1 1 1 1 1 2 2 2 2 2 2 2
9.16
MAN B&W Diesel A/S K98MC Project Guide
Table B
Service hours 0-54,000 0-60,000
Group Number of cylinders
No. Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
1 Set of piston rings 24 28 32 36 40 44 48 30 35 40 45 50 55 60
Set of piston rod stuffing box,
2 24 28 32 36 40 44 48 30 35 40 45 50 55 60
lamella rings
Set of piston rod stuffing box,
3 12 14 16 18 20 22 24 18 21 24 27 30 33 36
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 6 7 8 9 10 11 12 6 7 8 9 10 11 12
6 O-rings for exhaust valve 54 63 72 81 90 99 108 60 70 80 90 100 110 120
7 Exhaust valve guide bushings 24 28 32 36 40 44 48 24 28 32 36 40 44 48
8 Exhaust seat bottom pieces 6 7 8 9 10 11 12 6 7 8 9 10 11 12
Bushings for roller guides for fuel
9 6 7 8 9 10 11 12 6 7 8 9 10 11 12
pump and exhaust valve
10 Fuel pump plungers 6 7 8 9 10 11 12 6 7 8 9 10 11 12
11 Fuel valve guides and atomizers 18 21 24 27 30 33 36 18 21 24 27 30 33 36
12 Set slide bearings per TC 2 2 2 2 2 2 2 2 2 2 2 2 2 2
13 Set guide bars for chain drive 1 1 1 1 1 1 1 1 1 1 1 1 1 1
14 Set bearings for auxiliary blower 2 2 2 2 2 2 2 2 2 2 2 2 2 2
178 86 46-6.0
9.17
MAN B&W Diesel A/S K98MC Project Guide
9.18
MAN B&W Diesel A/S K98MC Project Guide
The engine is delivered with all necessary special Crankshaft and main bearing, section 905
tools for overhaul. The extent of the tools is stated
1 set Hydraulic jack for main bearing stud
below. Most of the tools can be arranged on steel
plate panels which can be delivered as option: 4 88 1 set Dismantling tool for main bearing
660 at extra cost. Where such panels are delivered, 1 Lifting tool for crankshaft
it is recommended to place them close to the loca-
1 Thrust bearing segment turning tool
tion where the overhaul is to be carried out.
1 Crankcase relief valve testing tool
Cylinder cover, section 901
1 Cylinder cover and liner surface grinder Camshaft and chain drive, section 906
(option: 488 610) 1 Dismantling tool for camshaft coupling
1 set Milling and grinding tool for valve seats 1 Camshaft adjusting tool
1 set Fuel valve extractor 1 Pin gauge for camshaft
1 set Chains (for cylinder cover) 1 Pin gauge for crankshaft top dead centre
1 Cylinder cover tightening tool 1 Chain assembling tool
1 Cylinder cover rack 1 Chain disassembling tool
Piston with rod and stuffing box, section 902 Starting air system, section 907
1 set Lifting and tilting gear for piston 1 Starting valve overhaul tool
1 Guide ring for piston
1 Lifting tool for piston Exhaust valve and valve gear, section 908
1 Support for piston 1 set Hydraulic jack for exhaust valve stud
1 set Piston overhaul tool 1 Claw for exhaust valve spindle
1 set Stuffing box overhaul tool 1 Exhaust valve spindle and seat pneumatic
grinding machine
1 set Cylinder liner lifting and tilting gear
1 set Exhaust valve spindle and seat checking
1 set Cylinder liner measuring device template
1 Guide ring for pneumatic piston
Crosshead and connecting rod, section 904
1 set Overhaul tool for high pressure connections
1 set Covers for crosshead
1 set Lifting device for roller guide and hydraulic
1 set Hydraulic jack for crosshead and crankpin actuator
bearing bolt
1 set Roller guide dismantling tool
1 set Support of crosshead
1 Tightening gauge for actuator housing
1 Lifting tool for crosshead
1 Bridge gauge, exhaust valve
1 Crankpin bearing lifting tool
1 Tool for hydraulic piston
1 set Connecting rod lifting tool
Fig. 9.09a: List of standard tools for maintenance. 4 88 601 178 34 76-1.1
9.19
MAN B&W Diesel A/S K98MC Project Guide
Fuel valve and fuel pump, section 909 General tools, section 913
1 Tightening gauge for fuel pump housing 913.1 Accessories
1 Fuel valve pressure and spray control 1 Hydraulic pump, pneumatically operated
device 1 Hydraulic pump, manually operated
1 set Fuel valve overhaul tool 1 set High pressure hose and connection
1 Fuel pump lead measuring tool 1 set Hydraulic jack assembling device
1 set Lifting tool for fuel pump
1 set Fuel pump overhaul tool 913.2 Ordinary hand tools
1 set Fuel oil high pressure pipe and connection 1 set Torque wrench
overhaul tool 1 set Socket wrench
Turbocharger and air cooler system, 1 set Hexagon key
section 910
1 set Combination wrench
1 set Turbocharger overhaul tool
1 set Double open-ended wrench
1 set Exhaust gas system blanking-off tool
1 set Ring impact wrench
1 set Air cooler tool
1 set Open-ended impact wrench
Safety equipment, section 911 1 set Pliers for circlip
1 set Safety valve pressure testing tool 1 set Special spanner
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Project Support and Documentation 10
MAN B&W Diesel A/S K98MC Project Guide
MAN B&W Diesel is capable of providing a wide va- Engine Selection Guide
riety of support for the shipping and shipbuilding in-
dustries all over the world. The ‘Engine Selection Guide’ is intended as a tool to
provide assistance at the very initial stage of the
The knowledge accumulated over many decades project work. The Guide gives a general view of the
by MAN B&W Diesel covering such fields as the se- MAN B&W two-stroke MC Programme and includes
lection of the best propulsion machinery, optimisa- information on the following subjects:
tion of the engine installation, choice and suitability
of a Power Take Off for a specific project, vibration • Engine data
aspects, environmental control etc., is available to
shipowners, shipbuilders and ship designers alike. • Engine layout and load diagrams
specific fuel oil consumption
An ‘Order Form’ for such printed matter listing the
publications currently in print, is available from our • Turbocharger choice
agents, overseas offices or direct from MAN B&W
Diesel A/S, Copenhagen. • Electricity production, including
power take off
Part of this information can be found in the following
documentation • Installation aspects
• Project Guides a+b After selecting the engine type on the basis of this
general information, and after making sure that the
• Computerised Engine engine fits into the ship’s design, then a more de-
Application System b tailed project can be carried out based on the ‘Pro-
ject Guide’ for the specific engine type selected.
• Extent of Delivery a+b
• Installation documentation
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MAN B&W Diesel A/S K98MC Project Guide
Extent of Delivery
Computerised Engine Application
System The ‘Extent of Delivery’ (EoD) sheets have been
compiled in order to facilitate communication be-
Further customised information can be obtained tween owner, consultants, yard and engine maker
from MAN B&W Diesel A/S, and for this purpose we during the project stage, regarding the scope of
have developed a ‘Computerised Engine Applica- supply and the alternatives (options) available for
tion System’, by means of which specific calcula- MAN B&W two-stroke MC engines.
tions can be made during the project stage, such as:
There are two versions of the EoD:
• Estimation of ship’s dimensions
• Propeller calculation and power prediction • Extent of Delivery for 98 - 50 type engines
• Selection of main engine • Extent of Delivery for 46 - 26 type engines.
• Main engines comparison
• Layout/load diagrams of engine
• Maintenance and spare parts costs of the en-
gine
• Total economy – comparison of engine rooms
• Steam and electrical power – ships’ requirement
• Auxiliary machinery capacities for derated en-
gine
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