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MAN B&W G60ME-C9.

5-TII
Project Guide
Electronically Controlled
Twostroke Engines

This Project Guide is intended to provide the information necessary for the layout of a marine propulsion
plant.

The information is to be considered as preliminary. It is intended for the project stage only and subject to
modication in the interest of technical progress. The Project Guide provides the general technical data
available at the date of issue.

It should be noted that all gures, values, measurements or information about performance stated in this
project guide are for guidance only and should not be used for detailed design purposes or as a substi-
tute for specic drawings and instructions prepared for such purposes.

Data updates
Data not nally calculated at the time of issue is marked Available on request. Such data may be made
available at a later date, however, for a specic project the data can be requested. Pages and table entries
marked Not applicable represent an option, function or selection which is not valid.

The latest, most current version of the individual Project Guide sections are available on the Internet at:
www.marine.man.eu Two-Stroke.

Extent of Delivery
The nal and binding design and outlines are to be supplied by our licensee, the engine maker, see Chap-
ter 20 of this Project Guide.

In order to facilitate negotiations between the yard, the engine maker and the customer, a set of Extent of
Delivery forms is available in which the basic and the optional executions are specied.

Electronic versions
This Project Guide book and the Extent of Delivery forms are available on the Internet at:
www.marine.man.eu Two-Stroke, where they can be downloaded.

Edition 0.5
July 2016

MAN B&W G60ME-C9.5 199 00 69-4.1


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

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DGCUUGUUGFCPFFGVGTOKPGFKPFKXKFWCNN[HQTGCEJRTQLGEV6JKUYKNNFGRGPFQPVJGRCTVKEWNCTEJCTCEVGTKUVKEUQH
GCEJKPFKXKFWCNRTQLGEVGURGEKCNN[URGEKEUKVGCPFQRGTCVKQPCNEQPFKVKQPU

+HVJKUFQEWOGPVKUFGNKXGTGFKPCPQVJGTNCPIWCIGVJCP'PINKUJCPFFQWDVUCTKUGEQPEGTPKPIVJGVTCPUNCVKQPVJG
English text shall prevail.

MAN Diesel & Turbo


Teglholmsgade 41
DK2450 Copenhagen SV
Denmark
Telephone +45 33 85 11 00
Telefax +45 33 85 10 30
Info-cph@mandieselturbo.com
www.marine.man.eu

Copyright 2016 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as MAN Diesel & Turbo).

This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modication in the interest of technical progress. Reproduction permitted provided source is given.
7020-0164-01ppr Jul 2016

MAN B&W G60ME-C9.5 199 00 69-4.1


MAN B&W Contents

Engine Design ....................................................................... 1


Engine Layout and Load Diagrams, SFOC .............................. 2
Turbocharger Selection & Exhaust Gas By-pass .................... 3
Electricity Production ............................................................ 4
Installation Aspects ............................................................... 5
List of Capacities: Pumps, Coolers & Exhaust Gas ................. 6
Fuel ...................................................................................... 7
Lubricating Oil ...................................................................... 8
Cylinder Lubrication .............................................................. 9
Piston Rod Stufng Box Drain Oil .......................................... 10
Low-temperature Cooling Water ........................................... 11
High-temperature Cooling Water ........................................... 12
Starting and Control Air ......................................................... 13
Scavenge Air ......................................................................... 14
Exhaust Gas .......................................................................... 15
Engine Control System .......................................................... 16
Vibration Aspects .................................................................. 17
Monitoring Systems and Instrumentation .............................. 18
Dispatch Pattern, Testing, Spares and Tools ........................... 19
Project Support and Documentation ...................................... 20
Appendix .............................................................................. A
MAN B&W Contents

Chapter Section
1 Engine Design
The fuel optimised ME Tier II engine 1.01 1988537-1.4
Tier II fuel optimisation 1.01 1990112-5.0
Engine type designation 1.02 1983824-3.9
Power, speed, SFOC 1.03 1989196-0.0
Engine power range and fuel oil consumption 1.04 1984634-3.5
Performance curves 1.05 1985331-6.2
ME Engine description 1.06 1988366-8.4
Engine cross section 1.07 1988590-7.1

2 Engine Layout and Load Diagrams, SFOC


Engine layout and load diagrams 2.01 1990613-4.1
Propeller diameter and pitch, inuence on optimum propeller speed 2.02 1990626-6.0
Engine layout and load diagrams 2.03 1990611-0.1
Diagram for actual project 2.04 1990612-2.0
SFOC reference conditions and guarantee 2.05 1990624-2.0
Fuel consumption at an arbitrary operating point 2.06 1990614-6.0

3 Turbocharger Selection & Exhaust Gas Bypass


Turbocharger selection 3.01 1989532-7.1
Exhaust gas bypass 3.02 1984593-4.6
Emission control 3.03 1988447-2.2

4 Electricity production
Electricity production 4.01 1984155-0.5
Designation of PTO 4.01 1985385-5.6
PTO/RCF 4.01 1984300-0.3
Space requirements for side mounted PTO/RCF 4.02 1988897-6.2
Engine preparations for PTO 4.03 1984315-6.3
PTO/BW GCR 4.04 1984316-8.8
Waste Heat Recovery Systems (WHRS) 4.05 1985797-7.5
WHRS generator output 4.05 1988925-3.1
WHR element and safety valve 4.05 1988288-9.1
L16/24 GenSet data 4.06 1988280-4.1
L21/31 GenSet data 4.07 1988281-6.1
L23/30H Mk2 GenSet data 4.08 1990530-6.0
L27/38 GenSet data 4.09 1988284-1.1
L28/32H GenSet data 4.10 1988285-3.1

5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.8
Space requirement 5.02 1988761-0.1
Crane beam for overhaul of turbochargers 5.03 1990019-2.1
Crane beam for turbochargers 5.03 1984848-8.3
Engine room crane 5.04 1988753-8.1
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1990619-5.0
Centre of gravity 5.07 1988896-4.1

MAN B&W G60ME-C9.5


MAN Diesel
MAN B&W Contents

Chapter Section
Water and oil in engine 5.08 1989138-6.0
Counteranges, Connections D and E 5.10 1986670-0.10
Engine seating and holding down bolts 5.11 1984176-5.12
Epoxy chocks arrangement 5.12 1988773-0.0
Engine seating prole 5.12 1988878-5.0
Engine top bracing 5.13 1990483-8.0
Mechanical top bracing 5.14 1988929-0.1
Hydraulic top bracing arrangement 5.15 1988469-9.1
Components for Engine Control System 5.16 1988538-3.4
Shaftline earthing device 5.17 1984929-2.4
MAN Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.6
Hydraulic Power Unit for MAN Alpha CP propeller 5.18 1985320-8.3
MAN Alphatronic 2000 Propulsion Control System 5.18 1985322-1.5

6 List of Capacities: Pumps, Coolers & Exhaust Gas


Calculation of capacities 6.01 1990408-6.0
List of capacities and cooling water systems 6.02 1989512-4.0
List of capacities 6.03 1989364-9.0
Auxiliary machinery capacities 6.04 1990429-0.1
Centrifugal pump selection 6.04 1990421-6.1

7 Fuel
Pressurised fuel oil system 7.01 1984228-2.8
Fuel oil system 7.01 1990426-5.1
Heavy fuel oil tank 7.01 1987660-9.6
Drain of contaminated fuel etc. 7.01 1990355-7.2
Fuel oils 7.02 1983880-4.7
Fuel oil pipes and drain pipes 7.03 1989113-4.1
Fuel oil pipe insulation 7.04 1984051-8.3
Fuel oil pipe heat tracing 7.04 1986768-4.4
Components for fuel oil system 7.05 1983951-2.9

8 Lubricating Oil
Lubricating and cooling oil system 8.01 1984230-4.7
Turbocharger venting and drain pipes 8.01 1990367-7.1
Hydraulic Power Supply unit 8.02 1984231-6.3
Hydraulic Power Supply unit and lubricating oil pipes 8.02 1988349-0.3
Lubricating oil pipes for turbochargers 8.03 1984232-8.6
Lubricating oil consumption, centrifuges and list of lubricating oils 8.04 1983886-5.12
Components for lube oil system 8.05 1984238-9.4
Flushing of lubricating oil components and piping system 8.05 1988026-6.0
Lubricating oil outlet 8.05 1987034-4.1
Lubricating oil tank 8.06 1988484-2.2
Crankcase venting 8.07 1984261-5.8
Bedplate Drain Pipes 8.07 1990488-7.0
Engine and tank venting to the outside air 8.07 1989182-7.0
Hydraulic oil back-ushing 8.08 1984829-7.3
Separate system for hydraulic control unit 8.09 1984852-3.6
Hydraulic control oil system 8.09 1990643-3.0

MAN B&W G60ME-C9.5


MAN Diesel
MAN B&W Contents

Chapter Section
9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1988559-8.3
List of cylinder oils 9.01 1988566-9.2
MAN B&W Alpha cylinder lubrication system 9.02 1983889-0.13
Alpha Adaptive Cylinder Oil Control (Alpha ACC) 9.02 1987614-4.3
Cylinder oil pipe heating 9.02 1987612-0.2
Electric heating of cylinder oil pipes 9.02 1990476-7.1
Cylinder lubricating oil pipes 9.02 1985520-9.8
Small heating box with lter, suggestion for 9.02 1987937-9.2

10 Piston Rod Stufng Box Drain Oil


Stufng box drain oil system 10.01 1988345-3.0

11 Low-temperature Cooling Water


Low-temperature cooling water system 11.01 1990392-7.3
Central cooling water system 11.02 1990550-9.1
Components for central cooling water system 11.03 1990397-6.1
Seawater cooling system 11.04 1990398-8.1
Components for seawater cooling system 11.05 1990400-1.1
Combined cooling water system 11.06 1990471-8.1
Components for combined cooling water system 11.07 1990473-1.1
Cooling water pipes for scavenge air cooler 11.08 1990401-3.3

12 High-temperature Cooling Water


High-temperature cooling water system 12.01 1989252-3.2
Components for high-temperature cooling water system 12.02 1990402-5.1
Deaerating tank 12.02 1990573-7.0
Preheater components 12.02 1990566-6.1
Freshwater generator installation 12.02 1990610-9.0
Jacket cooling water pipes 12.03 1990580-8.0

13 Starting and Control Air


Starting and control air systems 13.01 1983997-9.6
Components for starting air system 13.02 1986057-8.3
Starting and control air pipes 13.03 1984000-4.8
Electric motor for turning gear 13.04 1988478-3.2

14 Scavenge Air
Scavenge air system 14.01 1984004-1.5
Auxiliary blowers 14.02 1988547-8.1
Control of the auxiliary blowers 14.02 1988556-2.0
Scavenge air pipes 14.03 1984013-6.5
Electric motor for auxiliary blower 14.04 1988558-6.2
Scavenge air cooler cleaning system 14.05 1987684-9.2
Air cooler cleaning unit 14.05 1984019-7.4
Scavenge air box drain system 14.06 1984032-7.5
Fire extinguishing system for scavenge air space 14.07 1984042-3.6
Fire extinguishing pipes in scavenge air space 14.07 1988314-2.2

MAN B&W G60ME-C9.5


MAN Diesel
MAN B&W Contents

Chapter Section
15 Exhaust Gas
Exhaust gas system 15.01 1984047-2.7
Exhaust gas pipes 15.02 1984070-9.7
Cleaning systems, water 15.02 1984071-0.8
Soft blast cleaning systems 15.02 1984073-4.8
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1988908-6.0
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1988976-7.2
Diameter of exhaust gas pipe 15.07 1988912-1.1

16 Engine Control System


Engine Control System ME 16.01 1984847-6.9
Engine Control System layout 16.01 1987923-5.3
Mechanical-hydraulic system with HPS 16.01 1987924-7.3
Engine Control System interface to surrounding systems 16.01 1988531-0.3
Pneumatic manoeuvring diagram 16.01 1987926-0.2

17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 4, 5 and 6-cylinder engines 17.02 1984220-8.8
1st order moments on 4-cylinder engines 17.02 1983925-0.5
Electrically driven moment compensator 17.03 1984222-1.6
Power Related Unbalance (PRU) 17.04 1990321-0.0
Guide force moments 17.05 1984223-3.5
Guide force moments, data 17.05 1990534-3.0
Vibration limits valid for single order harmonics 17.05 1988264-9.0
Axial vibrations 17.06 1984224-5.5
Critical running 17.06 1984226-9.5
External forces and moments in layout point 17.07 1990324-6.0

18 Monitoring Systems and Instrumentation


Monitoring systems and instrumentation 18.01 1988529-9.3
Engine Management Services 18.02 1990599-0.0
CoCoS-EDS systems 18.03 1984582-6.9
Alarm - slow down and shut down system 18.04 1987040-3.4
Class and MAN Diesel & Turbo requirements 18.04 1984583-8.15
Local instruments 18.05 1984586-3.12
Other alarm functions 18.06 1984587-5.19
Bearing monitoring systems 18.06 1986726-5.10
LDCL cooling water monitoring system 18.06 1990197-5.3
Turbocharger overspeed protection 18.06 1990457-6.2
Control devices 18.06 1986728-9.8
Identication of instruments 18.07 1984585-1.6

MAN B&W G60ME-C9.5


MAN Diesel
MAN B&W Contents

Chapter Section

19 Dispatch Pattern, Testing, Spares and Tools


Dispatch pattern, testing, spares and tools 19.01 1987620-3.2
Specication for painting of main engine 19.02 1984516-9.7
Dispatch pattern 19.03 1984567-2.7
Dispatch pattern, list of masses and dimensions 19.04 1990617-1.0
Shop test 19.05 1984612-7.9
List of spare parts, unrestricted service 19.06 1986416-2.15
Additional spares 19.07 1984636-7.14
Wearing parts 19.08 1988369-3.4
Large spare parts, dimensions and masses 19.09 1988599-3.1
Rotor for turbocharger 19.09 1990189-2.1
List of standard tools for maintenance 19.10 1988939-7.0
Tool panels 19.11 1988944-4.0

20 Project Support and Documentation


Project support and documentation 20.01 1984588-7.5
Installation data application 20.02 1984590-9.3
Extent of Delivery 20.03 1984591-0.6
Installation documentation 20.04 1984592-2.5

A Appendix
Symbols for piping A 1983866-2.4

MAN B&W G60ME-C9.5


MAN Diesel
MAN B&W

Engine Design

1
MAN B&W 1.01
Page 1 of 2

The Fuel Optimised ME Tier II Engine

The ever valid requirement of ship operators is In the hydraulic system, the normal lube oil is used
to obtain the lowest total operational costs, and as the medium. It is ltered and pressurised by a
especially the lowest possible specic fuel oil Hydraulic Power Supply unit mounted on the en-
consumption at any load, and under the prevailing gine or placed in the engine room.
operating conditions.
The starting valves are opened pneumatically by
However, lowspeed twostroke main engines electronically controlled On/Off valves, which
of the MC-C type, with a chain driven camshaft, make it possible to dispense with the mechani-
have limited exibility with regard to fuel injection cally activated starting air distributor.
and exhaust valve activation, which are the two
most important factors in adjusting the engine to By electronic control of the above valves accord-
match the prevailing operating conditions. ing to the measured instantaneous crankshaft po-
sition, the Engine Control System fully controls the
A system with electronically controlled hydraulic combustion process.
activation provides the required exibility, and
such systems form the core of the ME Engine System exibility is obtained by means of different
Control System, described later in detail in Chap- Engine running modes, which are selected either
ter 16. automatically, depending on the operating condi-
tions, or manually by the operator to meet specic
goals. The basic running mode is Fuel economy
Concept of the ME engine mode to comply with IMO NOx emission limita-
tion.
The ME engine concept consists of a hydraulic-
mechanical system for activation of the fuel injec-
tion and the exhaust valves. The actuators are Engine design and IMO regulation compliance
electronically controlled by a number of control
units forming the complete Engine Control Sys- The ME-C engine is the shorter, more compact
tem. version of the ME engine. It is well suited wherever
a small engine room is requested, for instance in
MAN Diesel & Turbo has specically developed container vessels.
both the hardware and the software inhouse, in
order to obtain an integrated solution for the En- For MAN B&W ME/ME-C-TII designated engines,
gine Control System. the design and performance parameters comply
with the International Maritime Organisation (IMO)
The fuel pressure booster consists of a simple Tier II emission regulations.
plunger powered by a hydraulic piston activated
by oil pressure. The oil pressure is controlled by For engines built to comply with IMO Tier I emis-
an electronically controlled proportional valve. sion regulations, please refer to the Marine Engine
IMO Tier I Project Guide.
The exhaust valve is opened hydraulically by
means of a twostage exhaust valve actuator
activated by the control oil from an electronically
controlled proportional valve. The exhaust valves
are closed by the air spring.

MAN B&W 98ME/ME-C7-TII .1, 198 85 37-1.4


95-40ME-C/-GI-TII .5/.4/.2 engines
MAN B&W 1.01
Page 2 of 2

Tier II fuel optimisation

NOx regulations place a limit on the SFOC on


two-stroke engines. In general, NOx emissions will
increase if SFOC is decreased and vice versa. In
the standard conguration, MAN B&W engines are
optimised close to the IMO NOx limit and, there-
fore, NOx emissions may not be further increased.

The IMO NOx limit is given as a weighted average


of the NOx emission at 25, 50, 75 and 100% load.
This relationship can be utilised to tilt the SFOC
prole over the load range. This means that SFOC
can be reduced at part load or low load at the
expense of a higher SFOC in the high-load range
without exceeding the IMO NOx limit.

Optimisation of SFOC in the part-load (50-85%)


or low-load (25-70%) range requires selection of a
tuning method:

ECT: Engine Control Tuning


VT: Variable Turbine Area
EGB: Exhaust Gas Bypass
HPT: High Pressure Tuning (only for ME-C)

Each tuning method makes it possible to optimise


the fuel consumption when normally operating at
low loads, while maintaining the possibility of op-
erating at high load when needed.

The tuning methods are available for all SMCR in


the specic engine layout diagram but they can-
not be combined. The specic SFOC reduction
potential of each tuning method together with
full rated (L1/L3) and maximum derated (L 2/L4) is
shown in Section 1.03.

For engine types 40 and smaller, as well as for


larger types with conventional turbochargers, only
high-load optimisation is applicable.

In general, data in this project guide is based on


high-load optimisation unless explicitly noted. For
part- and low-load optimisation, calculations can
be made in the CEAS application described in
Section 20.02.

MAN B&W ME-C/ME-B-TII .5/.3 engines 199 01 12-5.0


MAN B&W 1.02
Page 1 of 1

Engine Type Designation

6 S 90 M E C 9 .2 -GI -TII

Emission regulation TII IMO Tier level

(blank) Fuel oil only


Fuel injection concept GI Gas injection

Version number

Mark number

B Exhaust valve controlled


Design by camshaft
C Compact engine

Concept E Electronically controlled


C Camshaft controlled

Engine programme

Diameter of piston in cm

G Green Ultra long stroke


S Super long stroke
Stroke/bore ratio
L Long stroke
K Short stroke

Number of cylinders

MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.9


MAN B&W 1.03
Page 1 of 1

Power, Speed and Fuel Oil

MAN B&W G60ME-C9.5-TII

Cyl. L1 kW Stroke: OO


5 13,400
6 16,080 kW/cyl. L1
2,680
 
8 21,440 L3
2,010
1,990
L2

1,500
L4

r/min
72 97

SFOC for engines with layout on L1 - L3 line [g/kWh] L1/L3 MEP: 21.0 bar
SFOC optimised load range Tuning 50% 75% 100%
*KIJNQCF
 - 165.5 163.0 
ECT 164.5 162.0 
2CTVNQCF
 86 162.5 161.5 
')$*26 162.5 161.5 168.5
ECT 163.0 162.5 168.5
.QYNQCF
 86 160.5 162.5 
')$*26 160.5 162.5 168.5

SFOC for engines with layout on L2 - L4 line [g/kWh] L2/L4 MEP: 15.8 bar
SFOC optimised load range Tuning 50% 75% 100%
*KIJNQCF
 - 161.5  160.0
ECT 160.5 156.0 163.0
2CTVNQCF
 86 158.5 155.5 160.5
')$*26 158.5 155.5 161.5
ECT 159.0 156.5 161.5
.QYNQCF
 86 156.5 156.5 160.5
')$*26 156.5 156.5 161.5

Fig 1.03.01: Power, speed and fuel

MAN B&W G60ME-C9.5-TII 198 91 96-0.0


MAN B&W 1.04
Page 1 of 1

Engine Power Range and Fuel Oil Consumption

Engine Power Specic Fuel Oil Consumption (SFOC)

The following tables contain data regarding the The gures given in this folder represent the val-
power, speed and specic fuel oil consumption of ues obtained when the engine and turbocharger
the engine. are matched with a view to obtaining the lowest
possible SFOC values while also fullling the IMO
Engine power is specied in kW for each cylinder NOX Tier II emission limitations.
number and layout points L1, L2, L3 and L4.
Stricter emission limits can be met on request, us-
Discrepancies between kW and metric horsepow- ing proven technologies.
er (1 BHP = 75 kpm/s = 0.7355 kW) are a conse-
quence of the rounding off of the BHP values. The SFOC gures are given in g/kWh with a tol-
erance of 5% (at 100% SMCR) and are based
L1 designates nominal maximum continuous rating on the use of fuel with a lower caloric value of
(nominal MCR), at 100% engine power and 100% 42,700 kJ/kg (~10,200 kcal/kg) at ISO conditions:
engine speed.
Ambient air pressure .............................1,000 mbar
L2, L3 and L4 designate layout points at the other Ambient air temperature ................................ 25 C
three corners of the layout area, chosen for easy Cooling water temperature ............................ 25 C
reference.
Although the engine will develop the power speci-
0OWER , ed up to tropical ambient conditions, specic
fuel oil consumption varies with ambient condi-
tions and fuel oil lower caloric value. For calcula-
, tion of these changes, see Chapter 2.
,
Lubricating oil data
,
3PEED The cylinder oil consumption gures stated in the
tables are valid under normal conditions.
178 51 489.0

During runningin periods and under special con-


Fig. 1.04.01: Layout diagram for engine power and speed ditions, feed rates of up to 1.5 times the stated
values should be used.
Overload corresponds to 110% of the power at
MCR, and may be permitted for a limited period of
one hour every 12 hours.

The engine power gures given in the tables re-


main valid up to tropical conditions at sea level as
stated in IACS M28 (1978), i.e.:

Blower inlet temperature ................................ 45 C


Blower inlet pressure ............................1,000 mbar
Seawater temperature .................................... 32 C
Relative humidity ..............................................60%

MAN B&W MC/MC-C, ME/ME-C/MEB engines 198 46 343.5


MAN B&W 1.05
Page 1 of 1

Performance Curves

Updated engine and capacities data is available


from the CEAS program on www.marine.man.eu
Two-Stroke CEAS Engine Calculations.

MAN B&W MC/MC-C, ME/ME-C/MEB/GI engines 198 53 31-6.2


MAN B&W 1.06
Page 1 of 6

ME Engine Description

Please note that engines built by our licensees are Frame Box
in accordance with MAN Diesel & Turbo drawings
and standards but, in certain cases, some local The frame box is of welded design. On the exhaust
standards may be applied; however, all spare parts side, it is provided with relief valves for each cylin-
are interchangeable with MAN Diesel & Turbo de- der while, on the manoeuvring side, it is provided
signed parts. with a large hinged door for each cylinder. The
crosshead guides are welded on to the frame box.
Some components may differ from MAN Diesel &
Turbos design because of local production facili- The frame box is bolted to the bedplate. The bed-
ties or the application of local standard compo- plate, frame box and cylinder frame are tightened
nents. together by stay bolts.

In the following, reference is made to the item


numbers specied in the Extent of Delivery (EoD) Cylinder Frame and Stufng Box
forms, both for the Basic delivery extent and for
some Options. The cylinder frame is cast and provided with ac-
cess covers for cleaning the scavenge air space,
if required, and for inspection of scavenge ports
Bedplate and Main Bearing and piston rings from the manoeuvring side. To-
gether with the cylinder liner it forms the scavenge
The bedplate is made with the thrust bearing in air space.
the aft end of the engine. The bedplate consists
of high, welded, longitudinal girders and welded The cylinder frame is tted with pipes for the pis-
cross girders with cast steel bearing supports. ton cooling oil inlet. The scavenge air receiver, tur-
bocharger, air cooler box and gallery brackets are
For tting to the engine seating in the ship, long, located on the cylinder frame. At the bottom of the
elastic holdingdown bolts, and hydraulic tighten- cylinder frame there is a piston rod stufng box,
ing tools are used. provided with sealing rings for scavenge air, and
with oil scraper rings which prevent crankcase oil
The bedplate is made without taper for engines from coming up into the scavenge air space.
mounted on epoxy chocks.
Drains from the scavenge air space and the piston
The oil pan, which is made of steel plate and is rod stufng box are located at the bottom of the
welded to the bedplate, collects the return oil from cylinder frame.
the forced lubricating and cooling oil system. The
oil outlets from the oil pan are vertical as standard
and provided with gratings. Cylinder Liner

The main bearings consist of thin walled steel The cylinder liner is made of alloyed cast iron
shells lined with white metal. The main bearing and is suspended in the cylinder frame with a
bottom shell can be rotated out and in by means lowsituated ange. The top of the cylinder liner
of special tools in combination with hydraulic tools is tted with a cooling jacket. The cylinder liner
for lifting the crankshaft. The shells are kept in po- has scavenge ports and drilled holes for cylinder
sition by a bearing cap. lubrication.

Cylinder liners prepared for installation of temper-


ature sensors is basic execution on engines type
90 and K80ME-C9 while an option on all other
engines.

MAN B&W 95-60ME-C10/9 TII .2 and higher 198 83 66-8.4


MAN B&W 1.06
Page 2 of 6

Cylinder Cover Engines with 9 cylinders or more will be specied


with the 360 degree type thrust bearing, while
The cylinder cover is of forged steel, made in one the 240 degree type is used in all other engines.
piece, and has bores for cooling water. It has a MAN Diesel & Turbos exible thrust cam design
central bore for the exhaust valve, and bores for is used for the thrust collar on a range of engine
the fuel valves, a starting valve and an indicator types.
valve.
The thrust shaft is an integrated part of the crank-
The cylinder cover is attached to the cylinder shaft and it is lubricated by the engines lubricat-
frame with studs and nuts tightened with hydraulic ing oil system.
jacks.

Stepup Gear
Crankshaft
In case of mechanically, engine driven Hydraulic
The crankshaft is of the semibuilt type, made Power Supply, the main hydraulic oil pumps are
from forged or cast steel throws. For engines with driven from the crankshaft via a stepup gear. The
9 cylinders or more, the crankshaft is supplied in stepup gear is lubricated from the main engine
two parts. system.

At the aft end, the crankshaft is provided with the


collar for the thrust bearing, a ange for tting the Turning Gear and Turning Wheel
gear wheel for the stepup gear to the hydraulic
power supply unit if tted on the engine, and the The turning wheel is tted to the thrust shaft, and
ange for the turning wheel and for the coupling it is driven by a pinion on the terminal shaft of the
bolts to an intermediate shaft. turning gear, which is mounted on the bedplate.
The turning gear is driven by an electric motor
At the front end, the crankshaft is tted with the with builtin brake.
collar for the axial vibration damper and a ange
for the tting of a tuning wheel. The ange can A blocking device prevents the main engine from
also be used for a Power Take Off, if so desired. starting when the turning gear is engaged. En-
gagement and disengagement of the turning gear
Coupling bolts and nuts for joining the crankshaft is effected manually by an axial movement of the
together with the intermediate shaft are not nor- pinion.
mally supplied.
The control device for the turning gear, consisting
of starter and manual control box, is included in
Thrust Bearing the basic design.

The propeller thrust is transferred through the


thrust collar, the segments, and the bedplate, to Axial Vibration Damper
the end chocks and engine seating, and thus to
the ships hull. The engine is tted with an axial vibration damper,
mounted on the fore end of the crankshaft. The
The thrust bearing is located in the aft end of the damper consists of a piston and a splittype hous-
engine. The thrust bearing is of the B&WMichell ing located forward of the foremost main bearing.
type, and consists primarily of a thrust collar on
the crankshaft, a bearing support, and segments The piston is made as an integrated collar on the
of steel lined with white metal. main crank journal, and the housing is xed to the
main bearing support.

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MAN B&W 1.06
Page 3 of 6

For functional check of the vibration damper a The uppermost piston ring is of the CPR type
mechanical guide is tted, while an electronic vi- (Controlled Pressure Relief), whereas the other two
bration monitor can be supplied as an option. or three piston rings are of the CPR type or have
an oblique cut. Depending on the engine type, the
An axial vibration monitor with indication for con- uppermost piston ring is higher than the others.
dition check of the axial vibration damper and All rings are alu-coated on the outer surface for
terminals for alarm and slow down is required for running-in.
engines Mk 9 and higher.
The piston skirt is made of cast iron with a bronze
band or Mo coating.
Tuning Wheel / Torsional Vibration Damper

A tuning wheel or torsional vibration damper may Piston Rod


have to be ordered separately, depending on the
nal torsional vibration calculations. The piston rod is of forged steel and is surface-
hardened on the running surface for the stufng
box. The piston rod is connected to the crosshead
Connecting Rod with four bolts. The piston rod has a central bore
which, in conjunction with a cooling oil pipe, forms
The connecting rod is made of forged or cast the inlet and outlet for cooling oil.
steel and provided with bearing caps for the
crosshead and crankpin bearings.
Crosshead
The crosshead and crankpin bearing caps are
secured to the connecting rod with studs and nuts The crosshead is of forged steel and is provided
tightened by means of hydraulic jacks. with cast steel guide shoes with white metal on
the running surface.
The crosshead bearing consists of a set of
thinwalled steel shells, lined with bearing metal. The guide shoe is of the low friction type and
The crosshead bearing cap is in one piece, with crosshead bearings of the wide pad design.
an angular cutout for the piston rod.
The telescopic pipe for oil inlet and the pipe for oil
The crankpin bearing is provided with thinwalled outlet are mounted on the guide shoes.
steel shells, lined with bearing metal. Lube oil is
supplied through ducts in the crosshead and con-
necting rod. Scavenge Air System

The air intake to the turbocharger takes place


Piston directly from the engine room through the turbo-
charger intake silencer. From the turbocharger,
The piston consists of a piston crown and piston the air is led via the charging air pipe, air cooler
skirt. The piston crown is made of heatresistant and scavenge air receiver to the scavenge ports
steel. A piston cleaning ring located in the very of the cylinder liners, see Chapter 14. The scav-
top of the cylinder liner scrapes off excessive ash enge air receiver is of the D-shape design.
and carbon formations on the piston topland.

The piston has three or four ring grooves which


are hardchrome plated on both the upper and
lower surfaces of the grooves. Three or four piston
rings are tted depending on the engine type.

MAN B&W 95-60ME-C10/9 TII .2 and higher 198 83 66-8.4


MAN B&W 1.06
Page 4 of 6

Scavenge Air Cooler The exhaust gas receiver and exhaust pipes are
provided with insulation, covered by galvanised
For each turbocharger a scavenge air cooler of steel plating.
the mono-block type is tted.
A protective grating is installed between the ex-
The scavenge air cooler is most commonly cooled haust gas receiver and the turbocharger.
by freshwater from a central cooling system. Alter-
natively, it can be cooled by seawater from either
a seawater cooling system or a combined cooling Exhaust Turbocharger
system with separate seawater and freshwater
pumps. The working pressure is up to 4.5 bar. The engines can be tted with either MAN, ABB
or MHI turbochargers. As an option on dot 4 and
The scavenge air cooler is so designed that the 2 engines only, MAN TCA turbochargers can be
difference between the scavenge air temperature delivered with variable nozzle technology that
and the water inlet temperature at specied MCR reduces the fuel consumption at part load by con-
can be kept at about 12 C. trolling the scavenge air pressure.

The turbocharger selection is described in Chap-


Auxiliary Blower ter 3, and the exhaust gas system in Chapter 15.

The engine is provided with electricallydriven


scavenge air blowers integrated in the scavenge Reversing
air cooler. The suction side of the blowers is con-
nected to the scavenge air space after the air Reversing of the engine is performed electronical-
cooler. ly and controlled by the Engine Control System,
by changing the timing of the fuel injection, the
Between the air cooler and the scavenge air re- exhaust valve activation and the starting valves.
ceiver, nonreturn valves are tted which auto-
matically close when the auxiliary blowers supply
the air. 2nd Order Moment Compensators

The auxiliary blowers will start operating con- The 2nd order moment compensators are in gen-
secutively before the engine is started in order to eral relevant only for 4, 5 or 6-cylinder engines,
ensure sufcient scavenge air pressure to obtain a and can be mounted either on the aft end or on
safe start. both fore and aft end of the engine.

Further information is given in Chapter 14. The aft-end compensator consists of balance
weights driven by chain. The fore-end compensa-
tor consists of balance weights driven from the
Exhaust Gas System fore end of the crankshaft.

From the exhaust valves, exhaust gas is led to The 2nd order moment compensators as well as
the exhaust gas receiver where the uctuating the basic design and options are described in
pressure from the individual cylinders is equal- Section 17.02.
ised, and the total volume of gas is led to the
turbocharger(s). After the turbocharger(s), the gas
is led to the external exhaust pipe system.

Compensators are tted between the exhaust


valves and the receiver, and between the receiver
and the turbocharger(s).

MAN B&W 95-60ME-C10/9 TII .2 and higher 198 83 66-8.4


MAN B&W 1.06
Page 5 of 6

The Hydraulic Power Supply The fuel oil highpressure pipes are of the double-
wall type with built-in conical support. The pipes
The Hydraulic Power Supply (HPS) lters and are insulated but not heated. On engines type 95-
pressurises the lube oil for use in the hydraulic 90 and G80ME-C9, a fuel oil leakage system for
system. The HPS consists of either mechanically each cylinder detects fuel oil leakages and imme-
driven (by the engine) main pumps with electrically diately stops the injection on the actual cylinder.
driven start-up pumps or electrically driven com-
bined main and start-up pumps. The hydraulic Further information is given in Section 7.01.
pressure is 300 bar.

The mechanically driven HPS is engine driven and Fuel Valves and Starting Air Valve
mounted aft for engines with chain drive aft (8 cyl-
inders or less), and at the middle for engines with The cylinder cover is equipped with two or three
chain drive located in the middle (9 cylinders or fuel valves, starting air valve, and indicator cock.
more). An electrically driven HPS is usually mount-
ed aft on the engine. The opening of the fuel valves is controlled by
the high pressure fuel oil created by the fuel oil
A combined HPS, mechanically driven with elec- pressure booster, and the valves are closed by a
trically driven start-up/back-up pumps with back- spring.
up capacity, is available as an option.
An automatic vent slide allows circulation of fuel
oil through the valve and high pressure pipes
Hydraulic Cylinder Unit when the engine is stopped. The vent slide also
prevents the compression chamber from being
The hydraulic cylinder unit (HCU), one per cylin- lled up with fuel oil in the event that the valve
der, consists of a base plate on which a distributor spindle sticks. Oil from the vent slide and other
block is mounted. The distributor block is tted drains is led away in a closed system.
with one or more accumulators to ensure that the
necessary hydraulic oil peak ow is available dur- Supply of starting air is provided by one solenoid
ing the fuel injection sequence. valve per cylinder, controlled by the CCUs of the
Engine Control System.
The distributor block serves as a mechanical sup-
port for the hydraulically activated fuel pressure The starting valve is opened by control air, timed
booster and the hydraulically activated exhaust by the Engine Control System, and is closed by a
valve actuator. Single-wall piping has been intro- spring.
duced with the 300 bar hydraulic systems.
Slow turning before starting is a program incorpo-
rated in the basic Engine Control System.
Fuel Oil Pressure Booster and
Fuel Oil High Pressure Pipes The starting air system is described in detail in
Section 13.01.
The engine is provided with one hydraulically acti-
vated fuel oil pressure booster for each cylinder.
Exhaust Valve
Fuel injection is activated by a multi-way valve
(FIVA), which is electronically controlled by the The exhaust valve consists of the valve housing
Cylinder Control Unit (CCU) of the Engine Control and the valve spindle. The valve housing is of the
System. un-cooled Millenium type and made of cast iron.
The housing is provided with a water cooled bot-
tom piece of steel with a ame hardened seat of
the Wide-seat design.

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MAN B&W 1.06
Page 6 of 6

The exhaust valve spindle is a DuraSpindle, the Gallery Arrangement


housing provided with a spindle guide.
The engine is provided with gallery brackets,
The exhaust valve is tightened to the cylinder stanchions, railings and platforms (exclusive of
cover with studs and nuts. The exhaust valve is ladders). The brackets are placed at such a height
opened hydraulically by the electronic valve acti- as to provide the best possible overhauling and
vation system and is closed by an air spring. inspection conditions.

The exhaust valve is of the low-force design and Some main pipes of the engine are suspended
the operation of the exhaust valve controlled by from the gallery brackets, and the topmost gallery
the FIVA valve, which also activates the fuel injec- platform on the manoeuvring side is provided with
tion. overhauling holes for the pistons.

In operation, the valve spindle slowly rotates, The engine is prepared for top bracings on the ex-
driven by the exhaust gas acting on a vane wheel haust side, or on the manoeuvring side.
xed to the spindle.

Sealing of the exhaust valve spindle guide is pro- Piping Arrangements


vided by means of Controlled Oil Level (COL), an
oil bath in the bottom of the air cylinder, above the The engine is delivered with piping arrangements
sealing ring. This oil bath lubricates the exhaust for:
valve spindle guide and sealing ring as well.
Fuel oil
Heating of fuel oil
Indicator Cock Lubricating oil, piston cooling oil, hydraulic oil
Cylinder lubricating oil
The engine is tted with an indicator cock to Cooling water to scavenge air cooler
which the PMI pressure transducer is connected. Jacket and turbocharger cooling water
Cleaning of turbocharger
Fire extinguishing in scavenge air space
MAN B&W Alpha Cylinder Lubrication Starting air
Control air
The electronically controlled MAN B&W Alpha Oil mist detector (required only for Visatron VN
cylinder lubrication system is applied to the ME 215/93, make Schaller Automation)
engines, and controlled by the ME Engine Control Various drain pipes.
System.
All piping arrangements are made of steel piping,
The main advantages of the MAN B&W Alpha cyl- except the control air and steam heating of fuel
inder lubrication system, compared with the con- pipes, which are made of copper.
ventional mechanical lubricator, are:
The pipes are provided with sockets for local
Improved injection timing instruments, alarm and safety equipment and,
Increased dosage exibility furthermore, with a number of sockets for supple-
Constant injection pressure mentary signal equipment. Chapter 18 deals with
Improved oil distribution in the cylinder liner the instrumentation.
Possibility for prelubrication before starting.

The ME/Alpha Lubricator is replaced by the Alpha


Lubricator Mk 2 on some engines.

More details about the cylinder lubrication system


can be found in Chapter 9.

MAN B&W 95-60ME-C10/9 TII .2 and higher 198 83 66-8.4


MAN B&W 1.07
Page 1 of 1

Engine Cross Section of G60ME-C9.2

557 08 888.0.0
Fig.: 1.07.01

MAN B&W G60ME-C9.2 198 85 90-7.1


MAN B&W

Engine Layout and Load


Diagrams, SFOC

2
MAN B&W 2.01
Page 1 of 3

Engine Layout and Load Diagrams

Introduction The power functions P = c ni will be linear func-


tions when using logarithmic scales as shown in
The effective power P of a diesel engine is pro- Fig. 2.01.02:
portional to the mean effective pressure (mep) pe
and engine speed n, i.e. when using c as a con- log (P) = i log (n) + log (c)
stant:
y=log(P)
P = c pe n i
P=n xc
i=0
so, for constant mep, the power is proportional to log (P) = i x log (n) + log (c)
the speed:
i=1
P = c n1 (for constant mep)

When running with a Fixed Pitch Propeller (FPP),


i=2
the power may be expressed according to the
propeller law as:

i=3
P = c n3 (propeller law) x = log (n)

Thus, for the above examples, the power P may 178 05 403.1

be expressed as a power function of the speed n


to the power of i, i.e.: Fig. 2.01.02: Power function curves in logarithmic scales

P = c ni
Thus, propeller curves will be parallel to lines hav-
Fig. 2.01.01 shows the relationship for the linear ing the inclination i = 3, and lines with constant
functions, y = ax + b, using linear scales. mep will be parallel to lines with the inclination i = 1.

y Therefore, in the layout diagrams and load dia-


grams for diesel engines, logarithmic scales are
often used, giving simple diagrams with straight
lines.
y=ax+b
2

a
1

0 x
0 1 2
178 05 403.0

Fig. 2.01.01: Straight lines in linear scales

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MAN B&W 2.01
Page 2 of 3

Propulsion and Engine Running Points Normally, estimates of the necessary propeller
power and speed are based on theoretical cal-
Propeller curve culations for loaded ship, and often experimental
tank tests, both assuming optimum operating
The relation between power and propeller speed conditions, i.e. a clean hull and good weather.
for a xed pitch propeller is as mentioned above
described by means of the propeller law, i.e. the The combination of speed and power obtained
third power curve: may be called the ships propeller design point
(PD), placed on the light running propeller curve 6,
P = c n3, in which: see Fig. 2.01.03.

P = engine power for propulsion On the other hand, some shipyards, and/or pro-
n = propeller speed peller manufacturers sometimes use a propeller
c = constant design point (PD) that incorporates all or part of
the socalled sea margin described below.
The exponent i=3 is valid for frictional resistance.
For vessels having sufcient engine power to sail
fast enough to experience signicant wave-mak- Fouled hull
ing resistance, the exponent may be higher in the
high load range. When the ship has sailed for some time, the hull
and propeller become fouled and the hulls resist-
ance will increase. Consequently, the ships speed
Propeller design point will be reduced unless the engine delivers more
power to the propeller, i.e. the propeller will be fur-
ther loaded and will be heavy running (HR).
Power, % af L1
100%
= 0,20
= 0,15 L1
= 0,25 = 0,30
Sea margin and heavy weather
L3 MP
Engine margin If the weather is bad with headwind, the ships
(SP=90% of MP)
SP
PD
resistance may increase compared to operating
Sea margin
L2 (15% of PD) in calm weather conditions. When determining
PD the necessary engine power, it is normal prac-
tice to add an extra power margin, the socalled
L4 2 6
HR
sea margin, so that the design speed can be
LR
maintained in average conditions at sea. The sea
Engine speed, % of L 1
margin is traditionally about 15% of the power re-
100% quired to achieve design speed with a clean hull in
calm weather (PD).
Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), engine layout curve
Line 6 Propulsion curve, clean hull and calm weather (light
running), for propeller layout
Engine layout (heavy propeller)
MP Specied MCR for propulsion
SP Continuous service rating for propulsion When determining the necessary engine layout
PD Propeller design point speed that considers the inuence of a heavy run-
PD Propeller design point incorporating sea margin ning propeller for operating at high extra ship re-
HR Heavy running
LR Light running
sistance, it is (compared to line 6) recommended
178 05 415.3
to choose a heavier propeller line 2. The propeller
curve for clean hull and calm weather, line 6, may
then be said to represent a light running (LR)
Fig. 2.01.03: Propulsion running points and engine lay- propeller.
out

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MAN B&W 2.01
Page 3 of 3

We recommend using a light running margin Constant ship speed lines


(LRM) of normally 4.07.0%, however for special
cases up to 10%, that is, for a given engine power, The constant ship speed lines , are shown at the
the light running propeller RPM is 4.0 to 10.0% very top of Fig. 2.01.03. They indicate the power
higher than the RPM on the engine layout curve. required at various propeller speeds in order to
keep the same ship speed. It is assumed that, for
The recommendation is applicable to all draughts each ship speed, the optimum propeller diameter
at which the ship is intended to operate, whether is used, taking into consideration the total propul-
ballast, design or scantling draught. The recom- sion efciency. See denition of in Section 2.02.
mendation is applicable to engine loads from
50 to 100%. If an average of the measured (and Note:
possibly corrected) values between 50 and 100% Light/heavy running, fouling and sea margin are
load is used for verication this will smoothen out overlapping terms. Light/heavy running of the
the effect of measurement uncertainty and other propeller refers to hull and propeller deterioration
variations. and heavy weather, whereas sea margin i.e. extra
power to the propeller, refers to the inuence of
The high end of the range, 7 to 10%, is primarily the wind and the sea. However, the degree of light
intended for vessels where it is important to be running must be decided upon experience from
able to develop as much of the full engine power the actual trade and hull design of the vessel.
as possible in adverse conditions with a heavy
running propeller. For example for vessels that are
operating in ice.

Vessels with shaft generators may in some cases


also benet from a light running margin in the high
range. It is then possible to keep the shaft genera-
tor in operation for a larger proportion of the time
spent at sea.

Engine margin

Besides the sea margin, a socalled engine mar-


gin of some 10% or 15% is frequently added. The
corresponding point is called the specied MCR
for propulsion (MP), and refers to the fact that the
power for point SP is 10% or 15% lower than for
point MP.

With engine margin, the engine will operate at less


than 100% power when sailing at design speed
with a vessel resistance corresponding to the se-
lected sea margin, for example 90% engine load if
the engine margin is 10%.

Point MP is identical to the engines specied


MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra
power demand of the shaft generator must also
be considered.

MAN B&W engines dot 5 199 06 13-4.1*


MAN B&W 2.02
Page 1 of 2

Propeller diameter and pitch, inuence on the optimum propeller speed

In general, the larger the propeller diameter D, Once a propeller diameter of maximum 7.2 m has
the lower is the optimum propeller speed and the been chosen, the corresponding optimum pitch
kW required for a certain design draught and ship in this point is given for the design speed of 14.5
speed, see curve D in the gure below. knots, i.e. P/D = 0.70.

The maximum possible propeller diameter de- However, if the optimum propeller speed of 100
pends on the given design draught of the ship, r/min does not suit the preferred / selected main
and the clearance needed between the propeller engine speed, a change of pitch away from opti-
and the aft body hull and the keel. mum will only cause a relatively small extra power
demand, keeping the same maximum propeller
The example shown in the Fig. 2.02.01 is an diameter:
80,000 dwt crude oil tanker with a design draught
of 12.2 m and a design speed of 14.5 knots. going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW, i.e. an extra power demand of 80 kW.
When the propeller diameter D is increased from
6.6 m to 7.2 m, the power demand is reduced going from 100 to 91 r/min (P/D = 0.81) requires
from about 9,290 kW to 8,820 kW, and the opti- 8,900 kW, i.e. an extra power demand of 80 kW.
mum propeller speed is reduced from 120 r/min
to 100 r/min, corresponding to the constant ship In both cases the extra power demand is only
speed coefcient = 0.28 (see denition of in 0.9%, and the corresponding equal speed
Section 2.02, page 2). curves are = +0.1 and = 0.1, respectively,
so there is a certain interval of propeller speeds in
which the power penalty is very limited.

Shaft power

kW
9,500
D = Propeller diameters
P/D = Pitch/diameter ratio
9,400 P/D
D
0.50
9,300 6.6m
P/D
1.00
9,200

6.8m
0.95
9,100
0.55
0.90
9,000
7.0m
0.85
8,900 0.60
0.80 7.2m
0.75 0.65
8,800 0.70

8,700 7.4m

8,600 D

Propeller
8,500 speed

70 80 90 100 110 120 130 r/min

178 47 032.1

Fig. 2.02.01: Inuence of diameter and pitch on propeller design

MAN B&W engines dot 5 199 06 26-6.0*


MAN B&W 2.02
Page 2 of 2

Constant ship speed lines pulsion MCR point MP1, selected in the layout
area and parallel to one of the lines, another
The constant ship speed lines , are shown at specied propulsion MCR point MP2 upon this
the very top of Fig. 2.02.02. These lines indicate line can be chosen to give the ship the same
the power required at various propeller speeds to speed for the new combination of engine power
keep the same ship speed provided an optimum and speed.
pitch diameter ratio is used at any given speed,
taking into consideration the total propulsion ef- Fig. 2.02.02 shows an example of the required
ciency. power speed point MP1, through which a constant
ship speed curve = 0.25 is drawn, obtaining
Normally, if propellers with optimum pitch are point MP2 with a lower engine power and a lower
used, the following relation between necessary engine speed but achieving the same ship speed.
power and propeller speed can be assumed:
Provided the optimum pitch is used for a given
P2 = P1 (n2/n1) propeller diameter the following data applies when
changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and = 0.20  0.30
= Constant ship speed coefcient.
and for reefers and container vessels
For any combination of power and speed, each = 0.15  0.25
point on lines parallel to the ship speed lines gives
the same ship speed. When changing the propeller speed by changing
the pitch, the constant will be different, see Fig.
When such a constant ship speed line is drawn 2.02.01.
into the layout diagram through a specied pro-

Power

110%
=0,15
speed lines
=0,20
=0,25 Constant ship 100%
=0,30 1

90%

MP1
=0,25 80%
MP2
3
mep
% 70%
100
95%
90%
2
85% 60%

80%
75%

70% 50%

4 Nominal propeller curve

40%

75% 80% 85% 90% 95% 100% 105%


Engine speed

178 05 667.1

Fig. 2.02.02: Layout diagram and constant ship speed lines

MAN B&W engines dot 5 199 06 26-6.0*


MAN B&W 2.03
Page 1 of 9

Engine Layout and Load Diagram

Engine Layout Diagram layout diagram; if it is not, the propeller speed will
have to be changed or another main engine type
An engines layout diagram is limited by two con- must be chosen. The selected SMCR has an inu-
stant mean effective pressure (mep) lines L1 L3 ence on the mechanical design of the engine, for
and L 2 L4, and by two constant engine speed example the turbocharger(s), the piston shims, the
lines L1 L 2 and L3 L4. The L1 point refers to the liners and the fuel valve nozzles.
engines nominal maximum continuous rating, see
Fig. 2.04.01. Once the specied MCR has been chosen, the
engine design and the capacities of the auxiliary
Within the layout area there is full freedom to se- equipment will be adapted to the specied MCR.
lect the engines specied SMCR point M which
suits the demand for power and speed for the If the specied MCR is to be changed later on, this
ship. may involve a change of the shafting system, vibra-
tional characteristics, pump and cooler capacities,
On the horizontal axis the engine speed and on fuel valve nozzles, piston shims, cylinder liner cool-
the vertical axis the engine power are shown on ing and lubrication, as well as rematching of the
percentage scales. The scales are logarithmic turbocharger or even a change to a different tur-
which means that, in this diagram, power function bocharger size. In some cases it can also require
curves like propeller curves (3rd power), constant larger dimensions of the piping systems.
mean effective pressure curves (1st power) and
constant ship speed curves (0.15 to 0.30 power) It is therefore important to consider, already at the
are straight lines. project stage, if the specication should be pre-
pared for a later change of SMCR. This should be
indicated in the Extent of Delivery.
Power
L1 For ME and ME-C/-GI/-LGI engines, the timing of
the fuel injection and the exhaust valve activation
M are electronically optimised over a wide operating
L3 range of the engine.
S

1 L2 For ME-B/-GI/-LGI engines, only the fuel injection


(and not the exhaust valve activation) is electroni-
cally controlled over a wide operating range of the
L4 engine.

Speed For a standard high-load optimised engine, the


178 60 85-8.1
lowest specic fuel oil consumption for the ME
and ME-C engines is optained at 70% and for
MC/MC-C/ME-B engines at 80% of the SMCR
Fig. 2.04.01: Engine layout diagram point (M).

Specied maximum continuous rating (M) Continuous service rating (S)

Based on the propulsion and engine running The continuous service rating is the power need-
points, as previously found, the layout diagram of ed in service including the specied sea margin
a relevant main engine may be drawn in a power- and heavy/light running factor of the propeller at
speed diagram like in Fig. 2.04.01. The SMCR which the engine is to operate, and point S is iden-
point (M) must be inside the limitation lines of the tical to the service propulsion point (SP) unless a
main engine-driven shaft generator is installed.

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MAN B&W 2.03
Page 2 of 9

Engine Load Diagram

Denitions Engine shaft power, % of M

110
105 7
The engines load diagram, see Fig. 2.04.02, de- 100
M
7
5 5
nes the power and speed limits for continuous as 95
4
90
well as overload operation of an installed engine 85 1 2 6

having a specied MCR point M that corresponds 80


8
to the ships specication. 75
4
70
65
The service points of the installed engine incorpo- 6
60
rate the engine power required for ship propulsion
55
and shaft generator, if installed. 1 3
50
2 9
45
Operating curves and limits
40

The service range is limited by four lines: 4, 5, 7 35


and 3 (9), see Fig. 2.04.02. The propeller curves, 55 60 65 70 75 80 85 90 95 100 105 110
Engine speed, % of M
line 1, 2 and 6, and overload limits in the load dia-
gram are also described below.
Regarding i in the power function P = c x ni, see Section 2.01.
Line 1:
M Specied MCR point
Propeller curve through specied MCR (M), en-
gine layout curve. Line 1 Propeller curve through point M (i = 3)
(engine layout curve)
Line 2 Propeller curve, fouled hull and heavy weather heavy
Line 2: running (i = 3)
Propeller curve, fouled hull and heavy weather Line 3 Speed limit
heavy running. Line 4 Torque/speed limit (i = 2)
Line 5 Mean effective pressure limit (i = 1)
Line 6 Propeller curve, clean hull and calm weather
Line 3 and line 9: light running (i = 3), for propeller layout.
Maximum engine speed limits. In Fig. 2.04.02 The hatched area indicates the full recommended
range for LRM (4.0-10.0%)
they are shown for an engine with a layout point Line 7 Power limit for continuous running (i = 0)
M selected on the L1/L 2 line, that is, for an engine Line 8 Overload limit
which is not speed derated. Line 9 Speed limit at sea trial
178 05 427.9

The speed limit for normal operation (line 3) is:

Maximum 110% of M, but no more than 105% Fig. 2.04.02: Engine load diagram for an engine speci-
of L1/L 2 speed, provided that torsional vibrations ed with MCR on the L1/L2 line of the layout diagram
permit. If M is sufciently speed derated, more (maximum MCR speed).
than 110% speed is possible by choosing Ex-
tended load diagram which is described later in than 110% speed is possible by choosing Ex-
this chapter. tended load diagram which is described later in
this chapter.
The speed limit for sea trial (line 9) is:
Line 4:
Maximum 110% of M, but no more than 107% Represents the limit at which an ample air supply is
of L1/L 2 speed, provided that torsional vibrations available for combustion and imposes a limitation
permit. If M is sufciently speed derated, more on the maximum combination of torque and speed.

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Page 3 of 9

To the left of line 4 in torquerich operation, the extra power is required for propulsion in order to
engine will lack air from the turbocharger to the keep the ships speed.
combustion process, i.e. the heat load limits may
be exceeded. Bearing loads may also become too In calm weather conditions, the extent of heavy
high. running of the propeller will indicate the need for
cleaning the hull and polishing the propeller.
Line 5:
Represents the maximum mean effective pressure If the engine and shaft line has a barred speed
level (mep), which can be accepted for continuous range (BSR) it is usually a class requirement to be
operation. able to pass the BSR quickly. The quickest way to
pass the BSR is the following:
Line 6:
Propeller curve, clean hull and calm weather light 1. Set the rpm setting to a value just below the
running, often used for propeller layout/design. BSR.

Line 7: 2. Wait while the vessel accelerates to a vessel


Represents the maximum power for continuous speed corresponding to the rpm setting.
operation.
3. Increase the rpm setting to a value above the
Line 8: BSR.
Represents the overload operation limitations.
When passing the BSR as described above it will
The area between lines 4, 5, 7 and the heavy usually happen quickly.
dashed line 8 is available for overload running for
limited periods only (1 hour per 12 hours).
Layout considerations

Limits for low load running In some cases, for example in certain manoeu-
vring situations inside a harbour or at sea in
As the fuel injection for ME engines is automati- adverse conditions, it may not be possible to fol-
cally controlled over the entire power range, the low the procedure for passing the BSR outlined
engine is able to operate down to around 15-20% above. Either because there is no time to wait
of the nominal L1 speed, whereas for MC/MC-C for the vessel speed to build up or because high
engines it is around 20-25% (electronic governor). vessel resistance makes it impossible to achieve
a vessel speed corresponding to the engine rpm
setting. In such cases it can be necessary to pass
Recommendation for operation the BSR at a low ship speed.

The area between lines 1, 3 and 7 is available for For 5- and 6-cylinder engines with short shaft
continuous operation without limitation. lines, such as on many bulkers and tankers, the
BSR may extend quite high up in the rpm range.
The area between lines 1, 4 and 5 is available for If all of the BSR is placed below 60% of specied
operation in shallow waters, in heavy weather and MCR rpm and the propeller light running margin is
during acceleration, i.e. for non-steady operation within the recommendation, it is normally possible
without any strict time limitation. to achieve sufciently quick passage of the BSR
in relevant conditions. If the BSR extends further
The area between lines 4, 5, 7 and 8 is available up than 60% of specied MCR rpm it may require
for overload operation for 1 out of every 12 hours. additional studies to ensure that passage of the
BSR will be sufciently quick.
After some time in operation, the ships hull and
propeller will be fouled, resulting in heavier run- For support regarding layout of BSR and PTO/PTI,
ning of the propeller, i.e. the propeller curve will please contact MAN Diesel & Turbo, Copenhagen
move to the left from line 6 towards line 2, and at LEE5@mandieselturbo.com.

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MAN B&W 2.03
Page 4 of 9

Extended load diagram

When a ship with xed pitch propeller is operat- The increase of the operating speed range be-
ing in normal sea service, it will in general be tween line 6 and line 4, see Fig. 2.04.02, may be
operating in the hatched area around the design carried out as shown for the following engine ex-
propeller curve 6, as shown on the standard load ample with an extended load diagram for a speed
diagram in Fig. 2.04.02. derated engine with increased light running mar-
gin.
Sometimes, when operating in heavy weather, the
xed pitch propeller performance will be more
heavy running, i.e. for equal power absorption of Example of extended load diagram for speed
the propeller, the propeller speed will be lower derated engines with increased light running
and the propeller curve will move to the left. margin

As the low speed main engines are directly cou- For speed derated engines it is possible to extend
pled to the propeller, the engine has to follow the the maximum speed limit to maximum 105% of
propeller performance, i.e. also in heavy running the engines L1/L 2 speed, line 3, but only provided
propeller situations. For this type of operation, that the torsional vibration conditions permit this.
there is normally enough margin in the load area Thus, the shafting, with regard to torsional vibra-
between line 6 and the normal torque/speed limi- tions, has to be approved by the classication so-
tation line 4, see Fig. 2.04.02. ciety in question, based on the selected extended
maximum speed limit.
For some ships and operating conditions, it would
be an advantage when occasionally needed to When choosing an increased light running margin,
be able to operate the propeller/main engine as the load diagram area may be extended from line
much as possible to the left of line 6, but inside 3 to line 3, as shown in Fig. 2.04.03, and the pro-
the torque/speed limit, line 4. peller/main engine operating curve 6 may have a
correspondingly increased heavy running margin
This could be relevant in the following cases, es- before exceeding the torque/speed limit, line 4.
pecially when more than one of the listed cases
are applicable to the vessel:

ships sailing in areas with very heavy weather

ships sailing for long periods in shallow or


otherwise restricted waters

ships with a high ice class

ships with two xed pitch propellers/two main


engines, where one propeller/one engine is
stopped/declutched for one or the other reason

ships with large shaft generators (>10% of


SMCR power)

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Page 5 of 9

Engine shaft power, % M L1 Examples of the use of the Load Diagram


110 M Specified engine MCR
5%
M
100 5 7
L2
In the following some examples illustrating the
90 L3
exibility of the layout and load diagrams are pre-
80 Heavy sented, see Figs. 2.04.04-06.
running Normal
operation L4 operation
70 Example 1 shows how to place the load dia-
gram for an engine without shaft generator cou-
60
4 pled to a xed pitch propeller.
1 6 3 3
50
2
Example 2 shows the same layout for an engine
with xed pitch propeller (example 1), but with a
40 shaft generator.
55 60 65 70 75 80 85 90 95 100 105 110 115 120
Engine speed, % M
Layout Normal load Extended light
Example 3 is a special case of example 2,
diagram area diagram area running area where the specied MCR is placed near the top
of the layout diagram.
Line 1 Propeller curve through SMCR point (M)
layout curve for engine In this case the shaft generator is cut off,
Line 2 Heavy propeller curve
fouled hull and heavy seas and the GenSets used when the engine runs
Line 3 Speed limit at specied MCR. This makes it possible to
Line 3 Extended speed limit, provided torsional vibration choose a smaller engine with a lower power
conditions permit
Line 4 Torque/speed limit output, and with changed specied MCR.
Line 5 Mean effective pressure limit
Line 6 Increased light running propeller curve Example 4 shows diagrams for an engine cou-
clean hull and calm weather
layout curve for propeller pled to a controllable pitch propeller, with or
Line 7 Power limit for continuous running without a shaft generator, constant speed or
combinator curve operation.
178 60 79-9.3

For a specic project, the layout diagram for actu-


al project shown later in this chapter may be used
Fig. 2.04.03: Extended load diagram for a speed de- for construction of the actual load diagram.
rated engine with increased light running margin.

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Page 6 of 9

Example 1: Normal running conditions.


Engine coupled to xed pitch propeller (FPP) and without shaft generator

Layout diagram Load diagram

3.1%M 10%M
Power, % of L1 Power, % of L1
100% 7 100%
L1
5
L1
4
1 2 6

L3 M=MP
7 L3 5
M
7

S=SP 5%L1
S

1 6 L2 4 1 6
2 2 L2
3 3

L4 Propulsion and engine L4 Propulsion and engine


service curve for fouled service curve for fouled
hull and heavy weather hull and heavy weather

Engine speed, % of L1 100% Engine speed, % of L1 100%

M Specied MCR of engine


S Continuous service rating of engine
MP Specied MCR for propulsion
SP Continuous service rating of propulsion

The specied MCR (M) will normally be selected on the engine service curve 2.

Once point M has been selected in the layout diagram, the load diagram can be drawn, as shown in the gure, and hence the actual
load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %gures stated.

178 05 440.11a

Fig. 2.04.04: Normal running conditions. Engine coupled to a xed pitch propeller (FPP) and without a shaft generator

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MAN B&W 2.03
Page 7 of 9

Example 2: Normal running conditions.


Engine coupled to xed pitch propeller (FPP) and with shaft generator

Layout diagram Load diagram

3.1%M 10%M
Power, % of L 1 Power, % of L 1
100% 7 100% L1
L1
5 Engine service curve for
fouled hull and heavy
4 M M
7 weather incl. shaft 7
generator 5
1 2 6
S SG 5%L 1
L3 L3 S
SG MP MP
Engine
service 4
curve SP SP

1 2 6
L2 1 2 6
L2
3 3

L4 L4
Propulsion curve for fouled Propulsion curve for fouled
hull and heavy weather hull and heavy weather

Engine speed, % of L 1 100% Engine speed, % of L 1 100%

M Specied MCR of engine


S Continuous service rating of engine
MP Specied MCR for propulsion
SP Continuous service rating of propulsion
SG Shaft generator power

In Example 2 a shaft generator (SG) is installed, and therefore the service power of the engine also has to incorporate the extra shaft
power required for the shaft generators electrical power production.

In the gure, the engine service curve shown for heavy running incorporates this extra power.

The specied MCR M will then be chosen and the load diagram can be drawn as shown in the gure.

178 05 488.11

Fig. 2.04.05: Normal running conditions. Engine coupled to a xed pitch propeller (FPP) and with a shaft generator

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MAN B&W 2.03
Page 8 of 9

Example 3: Special running conditions.


Engine coupled to xed pitch propeller (FPP) and with shaft generator

Layout diagram Load diagram 3.1%M 9%M *)

*) 105% of

Power, % of L 1 L1 Power, % of L 1
L1/L2 speed

M
100% 7
M
100%
M
M
L1
Engine service curve for fouled
5 7 7
S hull and heavy weather S
4 incl. shaft generator
MP MP
SG SG
1 2 6
5%L 1
L3 SP
L3 4
SP

1 2 6 1 2 6 L2
L2
3
3

L4 Propulsion curve
L4 Propulsion curve
for fouled hull for fouled hull
and heavy weather and heavy weather

Engine speed, % of L 1 100% Engine speed, % of L 1 100%

M Specied MCR of engine Point M of the load diagram is found:


S Continuous service rating of engine
MP Specied MCR for propulsion Line 1 Propeller curve through point S
SP Continuous service rating of propulsion Point M Intersection between line 1 and line L1 L3
SG Shaft generator

Also for this special case in Example 3, a shaft generator is installed but, compared to Example 2, this case has a specied MCR for
propulsion, MP, placed at the top of the layout diagram.

This involves that the intended specied MCR of the engine M will be placed outside the top of the layout diagram.

One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the
electrical power production of the shaft generator when running in the upper propulsion power range.

In choosing the latter solution, the required specied MCR power can be reduced from point M to point M as shown. Therefore,
when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production.

Point M, having the highest possible power, is then found at the intersection of line L1 L 3 with line 1 and the corresponding load
diagram is drawn.

178 06 351.11

Fig. 2.04.06: Special running conditions. Engine coupled to a xed pitch propeller (FPP) and with a shaft generator

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MAN B&W 2.03
Page 9 of 9

Example 4: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

Power With shaft generator


7 3.1%M 10%M
5
L1 The hatched area in Fig. 2.04.07 shows the rec-
4
ommended speed range between 100% and
1 2 6
96.9% of the specied MCR speed for an engine
with shaft generator running at constant speed.
L3 5
M
7
The service point S can be located at any point
5%L1
S within the hatched area.
4 1
L2 The procedure shown in examples 2 and 3 for
3 engines with FPP can also be applied here for en-
gines with CPP running with a combinator curve.

L4
Min. speed Max. speed Load diagram
Combinator curve for Recommended range for
loaded ship and incl. shaft generator operation Therefore, when the engines specied MCR point
sea margin with constant speed
(M) has been chosen including engine margin,
sea margin and the power for a shaft generator,
Engine speed
if installed, point M may be used as the basis for
M Specied MCR of engine drawing the engine load diagram.
S Continous service rating of engine
178 39 314.7 The position of the combinator curve ensures the
maximum load range within the permitted speed
range for engine operation, and it still leaves a
Fig. 2.04.07: Engine with Controllable Pitch Propeller reasonable margin to the limit indicated by curves
(CPP), with or without a shaft generator 4 and 5 in Fig. 2.04.07.

For support regarding CPP propeller curves,


Without shaft generator please contact MAN Diesel & Turbo, Copenhagen
at LEE5@mandieselturbo.com.
If a controllable pitch propeller (CPP) is applied,
the combinator curve (of the propeller) will normally
be selected for loaded ship including sea margin.

The combinator curve may for a given propeller


speed have a given propeller pitch, and this may
be heavy running in heavy weather like for a xed
pitch propeller.

Therefore it is recommended to use a light run-


ning combinator curve (the dotted curve which
includes the sea margin) as shown in the gure to
obtain an increased operation margin of the diesel
engine in heavy weather to the limit indicated by
curves 4 and 5 in Fig. 2.04.07.

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MAN B&W 2.04
Page 1 of 1

Diagram for actual project

This gure contains a layout diagram that can


be used for constructing the load diagram for an
actual project, using the %gures stated and the
inclinations of the lines.

3.1%M 10%M *)

7 M
5 7
5

4 5

1 2 6

Power, % of L1 *) But no more than 105% of L1/L2 speed

110%

100% L1
90%
5%L1

80%
L3 L2
70%

60% L4

50%

40%
70% 75% 80% 85% 90% 95% 100% 105% 110%

Engine speed, % of L1

178 66 06-1.2

Fig. 2.04.01: Construction of a load diagram

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MAN B&W 2.05
Page 1 of 4

Specic Fuel Oil Consumption (SFOC) reference conditions and guarantee

SFOC at reference conditions With for instance 1 C increase of the scavenge


air coolant temperature, a corresponding 1 C in-
The SFOC is given in g/kWh based on crease of the scavenge air temperature will occur
the reference ambient conditions stated in and involves an SFOC increase of 0.06% if pmax is
ISO 3046-1:2002(E) and ISO 15550:2002(E): adjusted to the same value.

1,000 mbar ambient air pressure


25 C ambient air temperature SFOC guarantee
25 C scavenge air coolant temperature
The SFOC guarantee refers to the above ISO ref-
and is related to fuels with lower caloric values erence conditions and lower caloric values and is
(LCV) as specied in Table 2.05.01. valid for one running point only.

The Energy Efciency Design Index (EEDI) has


Fuel type (Engine type) LCV, kJ/kg increased the focus on partload SFOC. We there-
Diesel 42,700 fore offer the option of selecting the SFOC guar-
Methane (GI) 50,000 antee at a load point in the range between 50%
Ethane (GIE) 47,500 and 100%, EoD: 4 02 002.
Methanol (LGIM) 19,900
LPG (LGIP) 46,000 All engine design criteria, e.g. heat load, bearing
178 69 17-6.0
load and mechanical stresses on the construc-
tion are dened at 100% load independent of the
guarantee point selected. This means that turbo-
Table 2.05.01: Lower caloric values of fuels charger matching, engine adjustment and engine
load calibration must also be performed at 100%
independent of guarantee point. At 100% load,
For ambient conditions that are different from the SFOC tolerance is 5%.
the ISO reference conditions, the SFOC will be
adjusted according to the conversion factors in When choosing an SFOC guarantee below 100%,
Table 2.05.02. the tolerances, which were previously compen-
sated for by the matching, adjustment and cali-
bration at 100%, will affect engine running at the
With Without lower SFOC guarantee load point. This includes
p max p max
adjusted adjusted tolerances on measurement equipment, engine
Parameter Condition SFOC SFOC process control and turbocharger performance.
change change change
Scav. air coolant Consequently, the SFOC guarantee is de-
temperature per 10 C rise +0.60% +0.41% pendent on the selected guarantee point and
Blower inlet given with a tolerance of:
temperature per 10 C rise +0.20% +0.71%
Blower inlet
pressure per 10 mbar rise 0.02% 0.05% Engine load SFOC tolerance
Fuel, lower (% of SMCR)
caloric value per 1 % 1.00% 1.00% 100 - 85% 5%
178 69 18-8.0
<85 - 65% 6%
<65 - 50% 7%

Table 2.05.02: Specic fuel oil consumption conversion Please note that the SFOC guarantee can only be
factors given in one (1) load point.

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MAN B&W 2.05
Page 2 of 4

Cooling water temperature during normal


operation

In general, it is recommended to operate the main


engine with the lowest possible cooling water
temperature to the air coolers, as this will reduce
the fuel consumption of the engine, i.e. the engine
performance will be improved.

When operating with 36 C cooling water instead


of for example 10 C (to the air coolers), the spe-
cic fuel oil consumption will increase by approx.
2 g/kWh.

With a lower cooling water temperature, the air


cooler and water mist catcher will remove more
water from the compressed scavenge air. This has
a positive effect on the cylinder condition as the
humidity level in the combustion gasses is low-
ered, and the tendency to condensation of acids
on the cylinder liner is thereby reduced.

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MAN B&W 2.05
Page 3 of 4

Derating for lower Specic Fuel Oil Consumption

Power, % of L1 Power, % of L1
es es
=0.15 sh ip spee d lin =0.15 sh ip spee d lin
=0.20 Constant L1
100%
=0.20 Constant L1
100%
=0.25 =0.30 =0.25 =0.30

90% 90%

L3 80% L3 80%
L2 L2
.m ep .m ep
Ma x Ma x
70% 70%

p 60% p 60%
. me L4 . me L4
Min Min

50% 50%

40% 40%
70% 75% 80% 85% 90% 95% 100% 70% 75% 80% 85% 90% 95% 100%
Speed, % of L1 Speed, % of L1

178 69 21-1.1a 178 69 21-1.1b

Fig. 2.05.03a: Layout diagram. MEP derating, SFOC is Fig. 2.05.03b: Layout diagram. Power and speed derat-
reduced ing but no MEP derating, SFOC is unchanged

The ratio between the maximum ring pressure Engine choices when derating
(Pmax) and the mean effective pressure (MEP) is
inuencing the efciency of a combustion engine. Due to requirements of ship speed and possibly
If the Pmax/MEP ratio is increased the SFOC will shaft generator power output, derating is often
be reduced. not achieved by reducing MCR power. Instead
a larger engine is applied in order to be able to
The engine is designed to withstand a certain choose a lower MEP rating, for example an engine
Pmax and this Pmax is utilised by the engine control of the same type but with an extra cylinder.
system when other constraints do not apply.
Derating reduces the overall SFOC level. The ac-
The maximum MEP can be chosen between a tual SFOC for a project will also depend on other
range of values dened by the layout diagram of parameters such as:
the engine and it is therefore possible to specify
a reduced MEP to achieve a reduced SFOC. This Engine tuning method
concept is known as MEP derating or simply der- Engine running mode (Tier II, Tier III)
ating, see Fig. 2.05.03a. Operating curve (xed pitch propeller, control-
lable pitch propeller)
If the layout point is moved parallel to the con- Actual engine load
stant MEP lines, SFOC is not reduced, see Fig. Ambient conditions.
2.05.03b.
The actual SFOC for an engine can be found us-
ing the CEAS application available at www.marine.
man.eu Two-Stroke CEAS Engine Calcula-
tions.

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MAN B&W 2.05
Page 4 of 4

It is possible to use CEAS to see the effect of


derating for a particular engine by running CEAS
for different engine ratings, for example the L1 rat-
ing (not MEP derated) and the L 2 rating (fully MEP
derated). This information can be used in the initial
design work where the basic layout of the propul-
sion plant is decided.

Example of SFOC curves

Fig. 2.05.04 shows example SFOC curves for


high-load tuning as well as part-load (EGB-PL)
and low-load (EGB-LL) exhaust gas bypass tuning
for an engine operating with a xed pitch propel-
ler.

SFOC

High-load tuning

EGB-PL tuning

EGB-LL tuning

35 100
Load %

178 69 22-3.0

Fig. 2.05.04: Inuence on SFOC from engine tuning


method and actual engine load

The gure illustrates the relative changes in SFOC


due to engine tuning method and engine load. The
gure is an example only. CEAS should be used to
get actual project values.

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MAN B&W 2.06
Page 1 of 1

Fuel Consumption at an Arbitrary Operating Point

Once the specied MCR (M) of the engine has The SFOC curve through points S2, on the left of
been chosen, the specic fuel oil consumption at point 1, is symmetrical about point 1, i.e. at speeds
an arbitrary point S1, S2 or S3 can be estimated lower than that of point 1, the SFOC will also in-
based on the SFOC at point 1 and 2, Fig. 2.06.01. crease.

These SFOC values at point 1 and 2 can be The abovementioned method provides only an
found by using our CEAS application, see Section approximate value. A more precise indication of
20.02, for the propeller curve I and for the con- the expected SFOC at any load can be calculated.
stant speed curve II, giving the SFOC at points 1 This is a service which is available to our custom-
and 2, respectively. ers on request. Please contact MAN Diesel and
Turbo, Copenhagen at LEE5@mandieselturbo.
Next the SFOC for point S1 can be calculated as com.
an interpolation between the SFOC in points 1
and 2, and for point S3 as an extrapolation.

Power, % of M

110%

7 100%

1 2

90%
S2 S1 S3

4 3

80%

I II

70%

80% 90% 100% 110%


Speed, % of M

198 95 962.5

Fig. 2.06.01: SFOC at an arbitrary load

MAN B&W engines dot 5 199 06 14-6.0


MAN B&W

Turbocharger Selection &


Exhaust Gas By-pass

3
MAN B&W 3.01
Page 1 of 1

Turbocharger Selection

Updated turbocharger data based on the latest The engines are, as standard, equipped with as
information from the turbocharger makers are few turbochargers as possible, see Table 3.01.01.
available from the Turbocharger Selection pro-
gram on www.marine.man.eu Two-Stroke One more turbocharger can be applied, than the
Turbocharger Selection. number stated in the tables, if this is desirable due
to space requirements, or for other reasons. Ad-
The data specied in the printed edition are valid ditional costs are to be expected.
at the time of publishing.
However, we recommend the Turbocharger Se-
The MAN B&W engines are designed for the ap- lection program on the Internet, which can be
plication of either MAN, ABB or Mitsubishi (MHI) used to identify a list of applicable turbochargers
turbochargers. for a specic engine layout.

The turbocharger choice is made with a view to For information about turbocharger arrangement
obtaining the lowest possible Specic Fuel Oil and cleaning systems, see Section 15.01.
Consumption (SFOC) values at the nominal MCR
by applying high efciency turbochargers.

High efciency turbochargers for the MAN B&W G60ME-C9.5 engines  L1 output
Cyl. MAN ABB MHI
5 1 x TCA66 1 x A175-L 1 x MET66MB
6 1 x TCA77 1 x A275-L 1 x MET71MB
7 1 x TCA77 1 x A180-L 1 x MET83MB
8 1 x TCA88 1 x A280-L 1 x MET83MB

Table 3.01.01: High efciency turbochargers

MAN B&W G60ME-C9.5 198 95 32-7.1


MAN B&W 3.02
Page 1 of 1

Climate Conditions and Exhaust Gas Bypass

Extreme ambient conditions plied, the turbocharger size and specication has
to be determined by other means than stated in
As mentioned in Chapter 1, the engine power this Chapter.
gures are valid for tropical conditions at sea
level: 45 C air at 1,000 mbar and 32 C seawater,
whereas the reference fuel consumption is given Emergency Running Condition
at ISO conditions: 25 C air at 1,000 mbar and
25 C charge air coolant temperature. Exhaust gas receiver with total bypass ange
and blank counterange
Marine diesel engines are, however, exposed to Option: 4 60 119
greatly varying climatic temperatures winter and
summer in arctic as well as tropical areas. These Bypass of the total amount of exhaust gas round
variations cause changes of the scavenge air the turbocharger is only used for emergency run-
pressure, the maximum combustion pressure, the ning in the event of turbocharger failure on en-
exhaust gas amount and temperatures as well as gines, see Fig. 3.02.01.
the specic fuel oil consumption.
This enables the engine to run at a higher load
For further information about the possible coun- with only one turbocharger under emergency
termeasures, please refer to our publication titled: conditions. The engines exhaust gas receiver will
in this case be tted with a bypass ange of ap-
Inuence of Ambient Temperature Conditions proximately the same diameter as the inlet pipe
to the turbocharger. The emergency pipe is yards
The publication is available at supply.
www.marine.man.eu Two-Stroke Technical
Papers

Arctic running condition

For air inlet temperatures below 10 C the pre- Bypass flange

cautions to be taken depend very much on the Exhaust receiver

operating prole of the vessel. The following al-


ternative is one of the possible countermeasures.
The selection of countermeasures, however, must
be evaluated in each individual case.

Exhaust gas receiver with variable bypass


Centre of cylinder

Option: 4 60 118

Compensation for low ambient temperature can


be obtained by using exhaust gas bypass system.

This arrangement ensures that only part of the


exhaust gas goes via the turbine of the turbo-
charger, thus supplying less energy to the com- Turbocharger

pressor which, in turn, reduces the air supply to 178 06 721.2

the engine.
Fig. 3.02.01: Total bypass of exhaust for emergency running
Please note that if an exhaust gas bypass is ap-

MAN B&W 80-26MC/MC-C/ME/ME-C/ME-B/-GI engines 198 45 934.6


MAN B&W 3.03
Page 1 of 1

Emission Control

IMO Tier II NOx emission limits

All ME, ME-B and ME-C/-GI engines are, as


standard, fullling the IMO Tier II NOx emission
requirements, a speed dependent NOx limit meas-
ured according to ISO 8178 Test Cycles E2/E3 for
Heavy Duty Diesel Engines.

The E2/E3 test cycles are referred to in the Extent


of Delivery as EoD: 4 06 200 Economy mode with
the options: 4 06 201 Engine test cycle E3 or 4 06
202 Engine test cycle E2.

NOx reduction methods for IMO Tier III

As adopted by IMO for future enforcement, the


engine must full the more restrictive IMO Tier III
NOx requirements when sailing in a NOx Emission
Control Area (NOx ECA).

The Tier III NOx requirements can be met by Ex-


haust Gas Recirculation (EGR), a method which
directly affects the combustion process by lower-
ing the generation of NOx.

Alternatively, the required NOx level could be met


by installing Selective Catalytic Reaction (SCR),
an after treatment system that reduces the emis-
sion of NOx already generated in the combustion
process.

Details of MAN Diesel & Turbos NOx reduction


methods for IMO Tier III can be found in our pub-
lication:

Emission Project Guide

The publication is available at www.marine.man.


eu Two-Stroke Project Guides Other
Guides.

MAN B&W ME/MEC/ME-B/-GI TII engines 198 84 47-2.2


MAN B&W

Electricity Production

4
MAN B&W 4.01
Page 1 of 6

Electricity Production

Introduction

Next to power for propulsion, electricity produc- PTO/GCR


tion is the largest fuel consumer on board. The (Power Take Off/Gear Constant Ratio):
electricity is produced by using one or more of the Generator coupled to a constant ratio stepup
following types of machinery, either running alone gear, used only for engines running at constant
or in parrallel: speed.

Auxiliary diesel generating sets The DMG/CFE (Direct Mounted Generator/Con-


stant Frequency Electrical) and the SMG/CFE
Main engine driven generators (Shaft Mounted Generator/Constant Frequency
Electrical) are special designs within the PTO/CFE
Exhaust gas- or steam driven turbo generator group in which the generator is coupled directly
utilising exhaust gas waste heat (Thermo Ef- to the main engine crankshaft or the intermediate
ciency System) propeller shaft, respectively, without a gear. The
electrical output of the generator is controlled by
Emergency diesel generating sets. electrical frequency control.

The machinery installed should be selected on the Within each PTO system, several designs are
basis of an economic evaluation of rst cost, ope- available, depending on the positioning of the
rating costs, and the demand for man-hours for gear:
maintenance.
BW I:
In the following, technical information is given re- Gear with a vertical generator mounted onto the
garding main engine driven generators (PTO), dif- fore end of the diesel engine, without any con-
ferent congurations with exhaust gas and steam nections to the ship structure.
driven turbo generators, and the auxiliary diesel
generating sets produced by MAN Diesel & Turbo. BW II:
A freestanding gear mounted on the tank top
and connected to the fore end of the diesel en-
Power Take Off gine, with a vertical or horizontal generator.

With a generator coupled to a Power Take Off BW III:


(PTO) from the main engine, electrical power can A crankshaft gear mounted onto the fore end of
be produced based on the main engines low the diesel engine, with a sidemounted genera-
SFOC/SGC. Several standardised PTO systems tor without any connections to the ship struc-
are available, see Fig. 4.01.01 and the designa- ture.
tions in Fig. 4.01.02:
BW IV:
PTO/RCF A freestanding stepup gear connected to the
(Power Take Off/Renk Constant Frequency): intermediate propeller shaft, with a horizontal
Generator giving constant frequency, based on generator.
mechanicalhydraulical speed control.
The most popular of the gear based alternatives
PTO/CFE are the BW III/RCF type for plants with a xed
(Power Take Off/Constant Frequency Electrical): pitch propeller (FPP). The BW III/RCF requires no
Generator giving constant frequency, based on separate seating in the ship and only little atten-
electrical frequency control. tion from the shipyard with respect to alignment.

MAN B&W 98-50 MC/MC-C/ME/ME-C/ME-B/-GI engines 198 41 55-0.5


MAN B&W 4.01
Page 2 of 6

Total
Alternative types and layouts of shaft generators Design Seating efficiency (%)

1a 1b BW I/RCF On engine 8891


(vertical generator)
PTO/RCF

2a 2b BW II/RCF On tank top 8891

3a 3b BW III/RCF On engine 8891

4a 4b BW IV/RCF On tank top 8891


PTO/CFE

5a 5b DMG/CFE On engine 8488

6a 6b SMG/CFE On tank top 8991

7 BW I/GCR On engine 92
(vertical generator)
PTO/GCR

8 BW II/GCR On tank top 92

9 BW III/GCR On engine 92

10 BW IV/GCR On tank top 92

178 63 68-7.0

Fig. 4.01.01: Types of PTO

MAN B&W 98-50 MC/MC-C/ME/ME-C/ME-B/-GI engines 198 41 55-0.5


MAN B&W 4.01
Page 3 of 6

Designation of PTO

For further information, please refer to our publi-


cation titled:

Shaft Generators for MC and ME engines

The publication is available at


www.marine.man.eu Two-Stroke Technical
Papers.

Power take off

BW III S70MEC8-GI/RCF 70060

50: 50 Hz
60: 60 Hz

kW on generator terminals

RCF: Renk constant frequency unit


CFE: Electrically frequency controlled unit
GCR: Stepup gear with constant ratio

Mark version

Engine type on which it is applied

Layout of PTO: See Fig. 4.01.01

Make: MAN Diesel & Turbo

178 39 556.0

Fig. 4.01.02: Example of designation of PTO

MAN B&W 70-50ME-C/ME-B/-GI/-LGI 198 53 85-5.6


MAN B&W 4.01
Page 4 of 6

PTO/RCF

Side mounted generator, BW III/RCF


(Fig. 4.01.01, Alternative 3)

The PTO/RCF generator systems have been de-


veloped in close cooperation with the German
gear manufacturer RENK. A complete package
solution is offered, comprising a exible coupling,
a stepup gear, an epicyclic, variableratio gear
with builtin clutch, hydraulic pump and motor,
and a standard generator, see Fig. 4.01.04.

For marine engines with controllable pitch propel-


lers running at constant engine speed, the hydrau-
lic system can normally be omitted. For constant
speed engines a PTO/GCR design is normally
used.

Fig. 4.01.04 shows the principles of the PTO/


RCF arrangement. As can be seen, a stepup
gear box (called crankshaft gear) with three gear
wheels is bolted directly to front- and part side 178 06 49-0.0

engine crankcase structure. The bearings of the


three gear wheels are mounted in the gear box so Fig. 4.01.03: Side mounted BW III/RCF
that the weight of the wheels is not carried by the
crankshaft. Between the crankcase and the gear
drive, space is available for tuning wheel, counter- The BW III/RCF unit is an epicyclic gear with a
weights, axial vibration damper, etc. hydrostatic superposition drive. The hydrostatic
input drives the annulus of the epicyclic gear in ei-
The rst gear wheel is connected to the crank- ther direction of rotation, hence continuously vary-
shaft via a special exible coupling, made in one ing the gearing ratio to keep the generator speed
piece with a tooth coupling driving the crankshaft constant throughout an engine speed variation of
gear, thus isolating the gear drive against torsional 30%. In the standard layout, this is between 100%
and axial vibrations. and 70% of the engine speed at specied MCR,
but it can be placed in a lower range if required.
By means of a simple arrangement, the shaft in
the crankshaft gear carrying the rst gear wheel The input power to the gear is divided into two
and the female part of the toothed coupling can paths one mechanical and the other hydro-
be moved forward, thus disconnecting the two static and the epicyclic differential combines the
parts of the toothed coupling. power of the two paths and transmits the com-
bined power to the output shaft, connected to the
The power from the crankshaft gear is trans- generator. The gear is equipped with a hydrostatic
ferred, via a multidisc clutch, to an epicyclic motor driven by a pump, and controlled by an
variableratio gear and the generator. These are electronic control unit. This keeps the generator
mounted on a common PTO bedplate, bolted to speed constant during single running as well as
brackets integrated with the engine crankcase when running in parallel with other generators.
structure.

MAN B&W 98-50 TII engines 198 43 000.3


MAN B&W 4.01
Page 5 of 6

The multidisc clutch, integrated into the gear in- Internal control circuits and interlocking functions
put shaft, permits the engaging and disengaging between the epicyclic gear and the electronic
of the epicyclic gear, and thus the generator, from control box provide automatic control of the func-
the main engine during operation. tions necessary for the reliable operation and
protection of the BW III/RCF unit. If any monitored
An electronic control system with a RENK control- value exceeds the normal operation limits, a warn-
ler ensures that the control signals to the main ing or an alarm is given depending upon the ori-
electrical switchboard are identical to those for gin, severity and the extent of deviation from the
the normal auxiliary generator sets. This applies to permissible values. The cause of a warning or an
ships with automatic synchronising and load shar- alarm is shown on a digital display.
ing, as well as to ships with manual switchboard
operation.

Operating panel
in switchboard

Servo valve
Hydrostatic motor

Toothed coupling
Generator
RCFController

Hydrostatic pump
Annulus ring
Multidisc clutch
Sun wheel

Planetary gear wheel


Toothed coupling

Crankshaft

Elastic damping coupling


Bearings

Engine crankcase structure

1st crankshaft gear wheel


Toothed coupling

178 23 222.2

Fig. 4.01.04: Power take off with RENK constant frequency gear: BW III/RCF, option: 4 85 253

MAN B&W 98-50 TII engines 198 43 000.3


MAN B&W 4.01
Page 6 of 6

Extent of delivery for BW III/RCF units Yard deliveries are:

The delivery comprises a complete unit ready to 1. Cooling water pipes to the builton lubricating
be builton to the main engine. Fig. 4.02.01 shows oil cooling system, including the valves.
the required space and the standard electrical
output range on the generator terminals. 2. Electrical power supply to the lubricating oil
standby pump built on to the RCF unit.
Standard sizes of the crankshaft gears and the
RCF units are designed for: 700, 1200, 1800 and 3. Wiring between the generator and the operator
2600 kW, while the generator sizes of make A. van control panel in the switchboard.
Kaick are:
4. An external permanent lubricating oil llingup
440 V 60 Hz 380 V 50 Hz connection can be established in connection
Type with the RCF unit. The system is shown in Fig.
1800 r/min 1500 r/min
DSG
kVA kW kVA kW 4.03.03 Lubricating oil system for RCF gear.
62 M24 707 566 627 501 The dosage tank and the pertaining piping
62 L14 855 684 761 609
are to be delivered by the yard. The size of the
dosage tank is stated in the table for RCF gear
62 L24 1,056 845 940 752
in Necessary capacities for PTO/RCF (Fig.
74 M14 1,271 1,017 1,137 909
4.03.02).
74 M24 1,432 1,146 1,280 1,024
74 L14 1,651 1,321 1,468 1,174 The necessary preparations to be made on
74 L24 1,924 1,539 1,709 1,368 the engine are specied in Figs. 4.03.01a and
86 K14 1,942 1,554 1,844 1,475 4.03.01b.
86 M14 2,345 1,876 2,148 1,718
86 L24 2,792 2,234 2,542 2,033
99 K14 3,222 2,578 2,989 2,391 Additional capacities required for BW III/RCF

178 34 893.1 The capacities stated in the List of capacities for


the main engine in question are to be increased
In the event that a larger generator is required, by the additional capacities for the crankshaft
please contact MAN Diesel & Turbo. gear and the RCF gear stated in Fig. 4.03.02.

If a main engine speed other than the nominal is


required as a basis for the PTO operation, it must
be taken into consideration when determining the
ratio of the crankshaft gear. However, it has no
inuence on the space required for the gears and
the generator.

The PTO can be operated as a motor (PTI) as well


as a generator by making some minor modica-
tions.

MAN B&W 98-50 TII engines 198 43 000.3


MAN B&W 4.02
Page 1 of 1

Cyl. 1

D H G S
A J
F

Z
B

178 65 39-0.1

kW Generator
700 kW 1,200 kW 1,800 kW 2,600 kW
A 3,300 3,300 3,500 3,500
B 650 650 650 650
C 4,000 4,000 4,200 4,200
D 4,450 4,450 4,650 4,650
F 1,700 1,800 1,900 2,000
G 3,000 3,000 3,300 3,300
H 2,200 2,700 3,050 4,350
J 2,110 2,110 2,110 2,110
S 1,000 1,000 1,000 1,000
Z 500 500 500 500
System mass (kg) with generator
24,500 28,500 39,500 53,500
System mass (kg) without generator
22,500 25,800 35,200 48,350

The stated kW at the generator terminals is available between 70% and 100% of the engine speed at specied MCR

Space requirements have to be investigated case by case on plants with 2,600 kW generator.

Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23, frequency = 60 Hz, speed = 1,800 r/min

Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BW lll G60C/RCF

MAN B&W G60ME-C9/-GI 198 88 97-6.2


MAN B&W 4.03
Page 1 of 6

Engine preparations for PTO

3 4 5

2
9
2
15

19

8
13
2

14 18

11
12 10 21 6 20
17

Toothed coupling

Alternator
22

Bedframe

RCF gear
(if ordered)
16

Crankshaft gear

Fig. 4.03.01a: Engine preparations for PTO, BWIII/RCF system 178 57 15-7.1

MAN B&W 98 50MC/MC-C/ME/ME-C/ME-B/-GI 198 43 156.3


MAN B&W 4.03
Page 2 of 6

Pos.
1 Special face on bedplate and frame box
2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing
3 Machined washers placed on frame box part of face to ensure that it is ush with the face on the bedplate
4 Rubber gasket placed on frame box part of face
5 Shim placed on frame box part of face to ensure that it is ush with the face of the bedplate
6 Distance tubes and long bolts
7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker
8 Flange of crankshaft, normally the standard execution can be used
9 Studs and nuts for crankshaft ange
10 Free ange end at lubricating oil inlet pipe (incl. blank ange)
11 Oil outlet ange welded to bedplate (incl. blank ange)
12 Face for brackets
13 Brackets
14 Studs for mounting the brackets
15 Studs, nuts and shims for mounting of RCF/generator unit on the brackets
16 Shims, studs and nuts for connection between crankshaft gear and RCF/generator unit
17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
18 Intermediate shaft between crankshaft and PTO
19 Oil sealing for intermediate shaft
20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
21 Plug box for electronic measuring instrument for checking condition of axial vibration damper
22 Tacho encoder for ME control system or MAN B&W Alpha lubrication system on MC engine
23 Tacho trigger ring for ME control system or MAN B&W Alpha lubrication system on MC engine

Pos. no: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
BWIII/RCF A A A A B A B A A A A A B B A A A
BWIII/CFE A A A A B A B A A A A A B B A A A
BWII/RCF A A A A A A A
BWII/CFE A A A A A A A
BWI/RCF A A A A B A B A A A
BWI/CFE A A A A B A B A A A A A
DMG/CFE A A A B C A B A A A
A: Preparations to be carried out by engine builder
B: Parts supplied by PTO maker
C: See text of pos. no.
178 89 342.0

Table 4.03.01b: Engine preparations for PTO

MAN B&W 98 50MC/MC-C/ME/ME-C/ME-B/-GI 198 43 156.3


MAN B&W 4.03
Page 3 of 6

Crankshaft gear lubricated from the main engine lubricating oil system
The gures are to be added to the main engine capacity list:
Nominal output of generator kW 700 1,200 1,800 2,600
3
Lubricating oil ow m /h 4.1 4.1 4.9 6.2
Heat dissipation kW 12.1 20.8 31.1 45.0

RCF gear with separate lubricating oil system:


Nominal output of generator kW 700 1,200 1,800 2,600
Cooling water quantity m3/h 14.1 22.1 30.0 39.0
Heat dissipation kW 55 92 134 180
El. power for oil pump kW 11.0 15.0 18.0 21.0
3
Dosage tank capacity m 0.40 0.51 0.69 0.95
El. power for Renk controller 24V DC 10%, 8 amp

From main engine: Cooling water inlet temperature: 36 C


Design lube oil pressure: 2.25 bar Pressure drop across cooler: approximately 0.5 bar
Lube oil pressure at crankshaft gear: min. 1 bar Fill pipe for lube oil system store tank (~32)
Lube oil working temperature: 50 C Drain pipe to lube oil system drain tank (~40)
Lube oil type: SAE 30 Electric cable between Renk terminal at gearbox
and operator control panel in switchboard: Cable
type FMGCG 19 x 2 x 0.5
178 33 850.0

Table 4.03.02: Necessary capacities for PTO/RCF, BW III/RCF system

Deck

Filling pipe
The dimensions
of dosage tank
depend on actual
type of gear Engine
oil

To main engine

Main
engine DR

DS
S S The letters refer to the list of Counteranges,
C/D C/D which will be extended by the engine builder,
when PTO systems are installed on the main engine
From purifier
To purifier
Lube oil
bottom tank
178 25 235.0

Fig. 4.03.03: Lubricating oil system for RCF gear

MAN B&W 98 50MC/MC-C/ME/ME-C/ME-B/-GI 198 43 156.3


MAN B&W 4.03
Page 4 of 6

DMG/CFE Generators
Option: 4 85 259

Fig. 4.01.01 alternative 5, shows the DMG/CFE For generators in the normal output range, the
(Direct Mounted Generator/Constant Frequency mass of the rotor can normally be carried by the
Electrical) which is a low speed generator with foremost main bearing without exceeding the per-
its rotor mounted directly on the crankshaft and missible bearing load (see Fig. 4.03.05), but this
its stator bolted on to the frame box as shown in must be checked by the engine manufacturer in
Figs. 4.03.04 and 4.03.05. each case.

The DMG/CFE is separated from the crankcase If the permissible load on the foremost main bear-
by a plate and a labyrinth stufng box. ing is exceeded, e.g. because a tuning wheel
is needed, this does not preclude the use of a
The DMG/CFE system has been developed in co- DMG/CFE.
operation with the German generator manufactur-
ers Siemens and AEG, but similar types of gene-
rator can be supplied by others, e.g. Fuji, Taiyo
and Nishishiba in Japan.

Static frequency converter system

Cubicles:

Distributor
Synchronous To switchboard
condenser Converter

Excitation

Control

Cooler

Oil seal cover


Support
bearing
Rotor

Stator housing

178 06 733.1

Fig. 4.03.04: Standard engine, with direct mounted generator (DMG/CFE)

MAN B&W 98 50MC/MC-C/ME/ME-C/ME-B/-GI 198 43 156.3


MAN B&W 4.03
Page 5 of 6
Stator shell Stator shell

Stuffing box Stuffing box

Crankshaft Crankshaft

Air cooler Air cooler

Support
bearing

Pole wheel

Main bearing No. 1 Main bearing No. 1

Pole wheel
Tuning wheel

Standard engine, with direct Standard engine, with direct mounted


mounted generator (DMG/CFE) generator and tuning wheel

178 06 637.1

Fig. 4.03.05: Standard engine, with direct mounted generator and tuning wheel

Mains, constant frequency

Synchronous
condenser
Excitation converter

DMG
Smoothing reactor
Diesel engine Static converter

178 56 553.1

Fig. 4.03.06: Diagram of DMG/CFE with static converter

MAN B&W 98 50MC/MC-C/ME/ME-C/ME-B/-GI 198 43 156.3


MAN B&W 4.03
Page 6 of 6

In such a case, the problem is solved by installing Yard deliveries are:


a small, elastically supported bearing in front of
the stator housing, as shown in Fig. 4.03.05. 1. Installation, i.e. seating in the ship for the syn-
chronous condenser unit and for the static
As the DMG type is directly connected to the converter cubicles
crankshaft, it has a very low rotational speed and,
consequently, the electric output current has a 2. Cooling water pipes to the generator if water
low frequency normally of the order of 15 Hz. cooling is applied

Therefore, it is necessary to use a static frequency 3. Cabling.


converter between the DMG and the main switch-
board. The DMG/CFE is, as standard, laid out for The necessary preparations to be made on the
operation with full output between 100% and 75% engine are specied in Fig. 4.03.01a and Table
and with reduced output between 75% and 40% 4.03.01b.
of the engine speed at specied MCR.

SMG/CFE Generators
Static converter
The PTO SMG/CFE (see Fig. 4.01.01 alternative 6)
The static frequency converter system (see Fig. has the same working principle as the PTO DMG/
4.03.06) consists of a static part, i.e. thyristors and CFE, but instead of being located on the front end
control equipment, and a rotary electric machine. of the engine, the alternator is installed aft of the
engine, with the rotor integrated on the intermedi-
The DMG produces a threephase alternating ate shaft.
current with a low frequency, which varies in ac-
cordance with the main engine speed. This alter- In addition to the yard deliveries mentioned for the
nating current is rectied and led to a thyristor in- PTO DMG/CFE, the shipyard must also provide
verter producing a threephase alternating current the foundation for the stator housing in the case
with constant frequency. of the PTO SMG/CFE.

Since the frequency converter system uses a DC The engine needs no preparation for the installa-
intermediate link, no reactive power can be sup- tion of this PTO system.
plied to the electric mains. To supply this reactive
power, a synchronous condenser is used. The
synchronous condenser consists of an ordinary
synchronous generator coupled to the electric
mains.

Extent of delivery for DMG/CFE units

The delivery extent is a generator fully builton


to the main engine including the synchronous
condenser unit and the static converter cubicles
which are to be installed in the engine room.

The DMG/CFE can, with a small modication,


be operated both as a generator and as a motor
(PTI).

MAN B&W 98 50MC/MC-C/ME/ME-C/ME-B/-GI 198 43 156.3


MAN B&W 4.04
Page 1 of 3

PTO type: BW II/GCR PTO type: BW IV/GCR

Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio

The PTO system type BW II/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/
4.01.01 alternative 5 can generate electrical power GCR, installed in the shaft line (Fig. 4.01.01 al-
on board ships equipped with a controllable pitch ternative 6) can generate power on board ships
propeller, running at constant speed. equipped with a controllable pitch propeller run-
ning at constant speed.
The PTO unit is mounted on the tank top at the
fore end of the engine see Fig. 4.04.01. The PTO The PTO system can be delivered as a tunnel gear
generator is activated at sea, taking over the elec- with hollow exible coupling or, alternatively, as
trical power production on board when the main a generator stepup gear with thrust bearing and
engine speed has stabilised at a level correspond- exible coupling integrated in the shaft line.
ing to the generator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, natu- connected to the intermediate shaft.
rally exceeds the length of the engine aft end
mounted shaft generator arrangements. However, The PTO system installed in the shaft line can also
there is some scope for limiting the space require- be installed on ships equipped with a xed pitch
ment, depending on the conguration chosen. propeller or controllable pitch propeller running in

Step-up gear

Generator

Elastic coupling

Support bearing, if required

178 18 225.0

Fig. 4.04.01: Generic outline of Power Take Off (PTO) BW II/GCR

MAN B&W 70 26 engines 198 43 168.8


MAN B&W 4.04
Page 2 of 3

combinator mode. This will, however, require an Generator stepup gear and exible coupling
additional RENK Constant Frequency gear (Fig. integrated in the shaft line
4.01.01 alternative 2) or additional electrical equip-
ment for maintaining the constant frequency of For higher power take off loads, a generator
the generated electric power. stepup gear and exible coupling integrated in
the shaft line may be chosen due to rst costs of
gear and coupling.
Tunnel gear with hollow exible coupling
The exible coupling integrated in the shaft line
This PTO system is normally installed on ships will transfer the total engine load for both propul-
with a minor electrical power take off load com- sion and electrical power and must be dimen-
pared to the propulsion power, up to approxi- sioned accordingly.
mately 25% of the engine power.
The exible coupling cannot transfer the thrust
The hollow exible coupling is only to be dimensioned from the propeller and it is, therefore, necessary
for the maximum electrical load of the power take off to make the gearbox with an integrated thrust
system and this gives an economic advantage for minor bearing.
power take off loads compared to the system with an
ordinary exible coupling integrated in the shaft line. This type of PTO system is typically installed on
ships with large electrical power consumption,
The hollow exible coupling consists of exible e.g. shuttle tankers.
segments and connecting pieces, which allow
replacement of the coupling segments without
dismounting the shaft line, see Fig. 4.04.02.

178 18 250.1

Fig. 4.04.02: Generic outline of BW IV/GCR, tunnel gear

MAN B&W 70 26 engines 198 43 168.8


MAN B&W 4.04
Page 3 of 3

Auxiliary Propulsion System/Take Home System To obtain high propeller efciency in the auxiliary
propulsion mode, and thus also to minimise the
From time to time an Auxiliary Propulsion System/ auxiliary power required, a twospeed tunnel gear,
Take Home System capable of driving the CP pro- which provides lower propeller speed in the auxil-
peller by using the shaft generator as an electric iary propulsion mode, is used.
motor is requested.
The twospeed tunnel gear box is made with a
MAN Diesel & Turbo can offer a solution where friction clutch which allows the propeller to be
the CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed tunnel gear box. The electric power is the full torque is available. The alternator/motor is
produced by a number of GenSets. The main en- started in the declutched condition with a start
gine is disengaged by a clutch (RENK PSC) made transformer.
as an integral part of the shafting. The clutch is in-
stalled between the tunnel gear box and the main The system can quickly establish auxiliary propul-
engine, and conical bolts are used to connect and sion from the engine control room and/or bridge,
disconnect the main engine and the shafting. even with unmanned engine room.
See Figure 4.04.03.
Reestablishment of normal operation requires
A thrust bearing, which transfers the auxiliary pro- attendance in the engine room and can be done
pulsion propeller thrust to the engine thrust bear- within a few minutes.
ing when the clutch is disengaged, is built into the
RENK PSC clutch. When the clutch is engaged,
the thrust is transferred statically to the engine
thrust bearing through the thrust bearing built into
the clutch.

Main engine

Two-speed tunnel gearbox

Generator/motor

Renk PSC cluth

Oil distribution ring

Hydraulic coupling

Intermediate bearing
Flexible coupling

178 57 16-9.0

Fig. 4.04.03: Auxiliary propulsion system

MAN B&W 70 26 engines 198 43 168.8


MAN B&W 4.05
Page 1 of 9

Waste Heat Recovery Systems (WHRS)

Due to the increasing fuel prices seen from 2004 The PTG system will produce power equivalent
and onwards many shipowners have shown inter- to approx. 3.5% of the main engine SMCR, when
est in efciency improvements of the power sys- the engine is running at SMCR. For the STG sys-
tems on board their ships. A modern two-stroke tem this value is between 5 and 7% depending
diesel engine has one of the highest thermal ef- on the system installed. When combining the two
ciencies of todays power systems, but even this systems, a power output equivalent to 10% of the
high efciency can be improved by combining the main engines SMCR is possible, when the engine
diesel engine with other power systems. is running at SMCR.

One of the possibilities for improving the efcien- The WHRS output depends on the main engine
cy is to install one or more systems utilising some rating and whether service steam consumption
of the energy in the exhaust gas after the two- must be deducted or not.
stroke engine, which in MAN Diesel & Turbo terms
is designated as WHRS (Waste Heat Recovery As the electrical power produced by the system
Systems). needs to be used on board the ship, specifying
the correct size system for a specic project must
WHRS can be divided into different types of sub- be considered carefully. In cases where the elec-
systems, depending on how the system utilises trical power consumption on board the ship is low,
the exhaust gas energy. Choosing the right sys- a smaller system than possible for the engine type
tem for a specic project depends on the electric- may be considered. Another possibility is to install
ity demand on board the ship and the acceptable a shaft generator/motor to absorb excess power
rst cost for the complete installation. MAN Diesel produced by the WHRS. The main engine will then
& Turbo uses the following designations for the be unloaded, or it will be possible to increase the
current systems on the market: speed of the ship, without penalising the fuel bill.

PTG (Power Turbine Generator): Because the energy from WHRS is taken from the
An exhaust gas driven turbine connected to a exhaust gas of the main engine, this power pro-
generator via a gearbox. duced can be considered as free. In reality, the
main engine SFOC will increase slightly, but the
STG (Steam Turbine Generator): gain in electricity production on board the ship will
A steam driven turbine connected to a generator far surpass this increase in SFOC. As an example,
via a gearbox. The steam is produced in a large the SFOC of the combined output of both the en-
exhaust gas driven boiler installed on the main gine and the system with power and steam turbine
engine exhaust gas piping system. can be calculated to be as low as 152 g/kWh (ref.
LCV 42,700 kJ/kg).
Combined Turbines:
A combination of the two rst systems. The ar-
rangement is often that the power turbine is
connected to the steam turbine via a gearbox
and the steam turbine is further connected to a
large generator, which absorbs the power from
both turbines.

MAN B&W 98-60 engines 198 57 97-7.5


MAN B&W 4.05
Page 2 of 9

Power Turbine Generator (PTG)

The power turbines of today are based on the dif- The performance of the PTG and the main engine
ferent turbocharger suppliers newest designs of will depend on a careful matching of the engine
high efciency turbochargers, i.e. MAN TCA, ABB turbochargers and the power turbine, for which
A-L and Mitsubishi MET turbochargers. reason the turbocharger/s and the power turbine
need to be from the same manufacturer. In Fig.
MAN Diesel & Turbo offers PTG solutions called 4.05.01, a diagram of the PTG arrangement is
TCS-PTG in the range from approx. 1,000 kW to shown.
5,000 kW, see Fig. 4.05.02.
The newest generation of high efciency turbo-
The power turbine basically is the turbine side of chargers allows bypassing of some of the main
a normal high-efcient turbocharger with some engine exhaust gas, thereby creating a new bal-
modications to the bearings and the turbine ance of the air ow through the engine. In this
shaft. This is in order to be able to connect it to way, it is possible to extract power from the power
a gearbox instead of the normal connection to turbine equivalent to 3.5% of the main engines
the compressor side. The power turbine will be SMCR, when the engine is running at SMCR.
installed on a separate exhaust gas pipe from the
exhaust gas receiver, which bypasses the turbo-
chargers.

Piping To funnel

Electrical wiring

Steam for
Steam
heating
boiler
services

Exhaust gas

Power
turbine
TC TC

TCS-PTG

Exhaust gas receiver


GenSet

Scavenge
air cooler

PTO/
PTI

Main engine
GenSet

~/~ OO

Frequency converter Main


switchboard

178 63 80-5.0

Fig. 4.05.01: PTG diagram

MAN B&W 98-60 engines 198 57 97-7.5


MAN B&W 4.05
Page 3 of 9

1,389
320

1,363

3,345
Frame for powertrain and piping system

3,531

178 63 81-7.0

Fig. 4.05.02: MAN Diesel & Turbo 1,500 kW TCS-PTG solution

MAN B&W 98-60 engines 198 57 97-7.5


MAN B&W 4.05
Page 4 of 9

Steam Turbine Generator (STG)

In most cases the exhaust gas pipe system of The extra steam produced in the boiler can be
the main engine is equipped with a boiler system. utilised in a steam turbine, which can be used to
With this boiler, some of the energy in the exhaust drive a generator for power production on board
gas is utilised to produce steam for use on board the ship. A STG system could be arranged as
the ship. shown in Fig. 4.05.04, where a typical system size
is shown with the outline dimensions.
If the engine is WHR matched, the exhaust gas
temperature will be between 50C and 65C higher The steam turbine can either be a single or dual
than on a conventional engine, which makes it pressure turbine, depending on the size of the
possible to install a larger boiler system and, system. Steam pressure for a single pressure sys-
thereby, produce more steam. In short, MAN tem is 7 to 10 bara, and for the dual pressure sys-
Diesel & Turbo designates this system STG. Fig. tem the high-pressure cycle will be 9 to 10 bara
4.05.03 shows an example of the STG diagram. and the low-pressure cycle will be 4 to 5 bara.

For WHR matching the engine, a bypass is in-


stalled to increase the temperature of the exhaust
gas and improve the boiler output. The bypass
valve is controlled by the engine control system.

Exh. gas boiler LP steam drum


sections:
LP
Piping
LP evaporator
Electrical wiring
LP circ. pump
LP superheater HP steam
drum

HP
HP evaporator
HP circ. p.
HP uperheater
HP LP

Exhaust gas
HPsteam
for heating
services
TC TC Steam
turbine
Exhaust gas receiver
STG unit GenSet
Hot well
Scavenge tank
air cooler
PTO/
PTI
Condenser
Main engine GenSet
Buffer
Condensater tank
pump
Main
Jacket Feedwater switchboard
water pump

Vacuum deaerator tank

~/~ OO
Frequency converter

178 63 82-9.0

Fig. 4.05.03: STG system diagram

MAN B&W 98-60 engines 198 57 97-7.5


MAN B&W 4.05
Page 5 of 9

Steam turbine Reduction gear Generator


Appr. 7,500
Approx. 4,000
Maintenance space

Approx. 4,500
C C

Approx. 12,500
Exhaust
Expansions joint steam

Condenser

Approx. 8,000

Evacuation unit Conpensate pump

Approx. 9,500 Approx. 8,000


Maintenance space

178 63 83-0.1

Fig. 4.05.04: STG steam turbine generator arrangement with condenser - typical arrangement

MAN B&W 98-60 engines 198 57 97-7.5


MAN B&W 4.05
Page 6 of 9

Full WHRS Steam and Power Turbines Combined

Because the installation of the power turbine also gearbox, and the steam turbine is then connected
will result in an increase of the exhaust gas tem- to the generator. It is also possible to have a gen-
perature after the turbochargers, it is possible to erator with connections in both ends, and then
install both the power turbine, the larger boiler and connect the power turbine in one end and the
steam turbine on the same engine. This way, the steam turbine in the other. In both cases control of
energy from the exhaust gas is utilised in the best one generator only is needed.
way possible by todays components.
For dimensions of a typical full WHRS see
When looking at the system with both power and Fig. 4.05.06.
steam turbine, quite often the power turbine and
the steam turbine are connected to the same As mentioned, the systems with steam turbines
generator. In some cases, it is also possible to require a larger boiler to be installed. The size of
have each turbine on a separate generator. This the boiler system will be considerably bigger than
is, however, mostly seen on stationary engines, the size of an ordinary boiler system, and the ac-
where the frequency control is simpler because of tual boiler size has to be calculated from case to
the large grid to which the generator is coupled. case. Casing space for the exhaust boiler must be
reserved in the initial planning of the ships ma-
For marine installations the power turbine is, in chinery spaces.
most cases, connected to the steam turbine via a

Exh. gas boiler LP steam drum


sections:
LP Piping
LP evaporator Electrical wiring
LP circ. pump
LP superheater HP steam
drum

HP
HP evaporator
HP circ. p.
HP superheater
LP
HP

Exhaust gas
HPsteam
for heating
Power Steam
turbine turbine services
TC TC
ST & PT unit GenSet
Exhaust gas receiver
Hot well
Scavenge tank
air cooler
PTO/
PTI Condenser
GenSet
Main engine Buffer
Condensater tank
pump
Main
Jacket Feedwater switchboard
water pump

Vacuum deaerator tank

~/~ OO
Frequency converter

178 63 84-2.0

Fig. 4.05.05: Full WHRS with both steam and power turbines

MAN B&W 98-60 engines 198 57 97-7.5


MAN B&W 4.05
Page 7 of 9

Steam turbine Reduction gear Generator Reduction gear Power turbine


Approx. 16,000
Approx. 2,500 Approx. 10,000 Approx. 3,500

Approx. 5,000
C C

Approx. 13,000
Expansions joint Exhaust
steam

Evacuation unit Conpensate pump Approx. 8,000


Approx. 9,500 Approx. 8,000
Maintenance space

178 63 85-4.1

Fig. 4.05.06: Full ST & PT full waste heat recovery unit arrangement with condenser - typical arrangement

MAN B&W 98-60 engines 198 57 97-7.5


MAN B&W 4.05
Page 8 of 9

WHRS generator output

Because all the components come from different In order to receive as correctly as possible an
manufacturers, the nal output and the system ef- engine tuned for WHRS data, please specify re-
ciency have to be calculated from case to case. quested engine rating (power rpm) and ship ser-
vice steam consumption (kg/hour).
However, Table 4.05.07 shows a guidance of pos-
sible outputs based on theoretically calculated Detailed information about the different WHRS
outputs from the system. systems is found in our publication:

WHRS output at a rating lower than L1 Waste Heat Recovery System (WHRS)

As engines are seldom rated in L1, it is recom- The publication is available at


mended to contact MAN Diesel & Turbo Copen- www.marine.man.eu Two-Stroke Technical
hagen, department Marine Project Engineering, Papers/Brochures.
e-mail: lee5@mandieselturbo.com for specic
WHRS generator output.

Guidance output of WHR for G60ME-C8.2/-GI-TII engine rated in L1 at ISO conditions


Full WHRS with
Engine power PTG STG
Cyl. combined turbines
% SMCR kW kWe kWe kWe
100 13,400 485 670 1,101
5
75 10,050 308 504 733
100 16,080 585 859 1,328
6
75 12,060 376 611 886
100 18,760 687 1,009 1,557
7
75 14,070 446 720 1,041
100 21,440 789 1,162 1,788
8
75 16,080 519 832 1,198

Note 1: The above given preliminary WHRS generator outputs is based on HP service steam consumption of 0.3 ton/h and LP ser-
vice steam consumption of 0.7 ton/h for the ship at ISO condition.
Note 2: 75% SMCR is selected due to the EEDI focus on the engine load.

Table 4.05.07: Theoretically calculated outputs

MAN B&W G60ME-C9/-GI-TII 198 89 25-3.1


MAN B&W 4.05
Page 9 of 9

Waste Heat Recovery Element and Safety Valve

The boiler water or steam for power generator is Safety valve and blow-off
preheated in the Waste Heat Recovery (WHR) ele-
ment, also called the rst-stage air cooler. In normal operation, the temperature and pressure
of the WHR element is in the range of 140-150 C
The WHR element is typically built as a high-pres- and 8-21 bar respectively.
sure water/steam heat exchanger which is placed
on top of the scavenge air cooler, see Fig. 4.05.08. In order to prevent leaking components from
causing personal injuries or damage to vital parts
Full water ow must be passed through the WHR of the main engine, a safety relief valve will blow
element continuously when the engine is running. off excess pressure. The safety relief valve is con-
This must be considered in the layout of the nected to an external connection, W, see Fig.
steam feed water system (the WHR element sup- 4.05.09.
ply heating). Refer to our WHR element specica-
tion which is available from MAN Diesel & Turbo, Connection W must be passed to the funnel or
Copenhagen. another free space according to the class rules for
steam discharge from safety valve.

As the system is pressurised according to class


Air cooler
Cooling water pipes rules, the safety valve must be type approved.
WHR air cooler

WHR air cooler

Top of funnel
Scavenge air cooler

Scavenge air cooler


Cooling water pipes

TI 8442 W
TE 8442
PT 8444 I AH AL
BP

PDT 8443 I
BN

TI 8441

TE 8441 AH

PT 8440 I AH AL Main
Engine

The letters refer to list


of Counterflanges

521 39 06-2.1.1 078 63 84-0.0.1

Fig. 4.05.08: WHR element on Scavenge air cooler Fig. 4.05.09: WHR safety valve blow-off through con-
nection W to the funnel

MAN B&W 98-60 MC/MC-C/ME/ME-C/ME-B/-GI engines 198 82 88-9.1


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TRO     

TRO     


TRO     

DGCTKPIU

%[NPQ #
OO $
OO %
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)GP5GV
V

TRO     


TRO     


TRO     


TRO     


TRO     

2 (TGGRCUUCIGDGVYGGPVJGGPIKPGUYKFVJOOCPFJGKIJVOO
3 /KPFKUVCPEGDGVYGGPGPIKPGUOO
YKVJQWVICNNGT[ CPFOO
YKVJICNNGT[

&GRGPFKPIQPCNVGTPCVQT
9GKIJVKPENWFGFCUVCPFCTFCNVGTPCVQT
#NNFKOGPUKQPUCPFOCUUGUCTGCRRTQZKOCVGCPFUWDLGEVVQEJCPIGUYKVJQWVRTKQTPQVKEG




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  3DJHRI

%CRCEKVKGU
.M9E[N..M9%[NCVTRO5VTKPI
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG % 
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO  % 
#KTRTGUUWTG DCT 
4GNCVKXGJWOKFKV[  
6GORGTCVWTGDCUKU
5GVRQKPV*6EQQNKPIYCVGTGPIKPGQWVNGV  % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV% 
5GVRQKPV.6EQQNKPIYCVGTGPIKPGQWVNGV  % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV% 
5GVRQKPV.WDGQKNKPNGVGPIKPG % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
'ZVGTPCN
HTQOGPIKPGVQU[UVGO      

UVTKPIEQQNKPIYCVGT
OKZ %     
0WODGTQHE[NKPFGTU     

'PIKPGQWVRWV M9     


5RGGF TRO 

*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9 %[NKPFGT M9     
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6 M9     
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9     
.WDGQKN
.1 EQQNGT M9     
*GCVTCFKCVKQPGPIKPG M9     
(NQYTCVGU
+PVGTPCN
KPUKFGGPIKPG 
*6EKTEWKV
E[NKPFGT EJCTIGCKTEQQNGT*6UVCIG  OJ     
.6EKTEWKV
NWDGQKN EJCTIGCKTEQQNGT.6UVCIG  OJ     
.WDGQKN OJ     
'ZVGTPCN
HTQOGPIKPGVQU[UVGO 
*6YCVGTHNQY
CV%KPNGV  OJ     
.6YCVGTHNQY
CV%KPNGV OJ     
#KTFCVC
6GORGTCVWTGQHEJCTIGCKTCVEJCTIGCKTEQQNGTQWVNGV %     
#KTHNQYTCVG OJ      
MIM9J     
%JCTIGCKTRTGUUWTG DCT     
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPI
VV% OJ     

'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV  OJ     
/CUUHNQY VJ     
6GORGTCVWTGCVVWTDKPGQWVNGV %     
*GCVEQPVGPV
%  M9     
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT     
2WORU
'ZVGTPCNRWORU 
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ     
(WGNQKNUWRRN[RWOR
DCTFKUEJCTIGRTGUUWTG OJ     
(WGNQKNEKTEWNCVKPIRWOR
DCTCVHWGNQKNKPNGV# OJ     


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.M9E[N..M9%[NCVTRO5VTKPI
5VCTVKPICKTFCVC
#KTEQPUWORVKQPRGTUVCTVKPENCKTHQTLGVCUUKUV
6&+ 0O     
#KTEQPUWORVKQPRGTUVCTVKPENCKTHQTLGVCUUKUV
)CNK 0O     
 *6EQQNKPIYCVGTHNQYUHKTUVVJTQWIJ*6UVCIGEJCTIGCKTEQQNGTVJGPVJTQWIJYCVGTLCEMGVCPFE[NKPFGT
 JGCFYCVGTVGORGTCVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCPKECNVJGTOQUVCV
 .6EQQNKPIYCVGTHNQYUHKTUVVJTQWIJ.6UVCIGEJCTIGCKTEQQNGTVJGPVJTQWIJNWDGQKNEQQNGTYCVGTVGORGT
 CVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCPKECNVJGTOQUVCV
 6QNGTCPEG HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
 $CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
 7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
 6QNGTCPEGSWCPVKV[ VGORGTCVWTG %
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGTGPEG
EQPFKVKQPU
6QNGTCPEGQHVJGRWORU FGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU

&A

%CRCEKVKGU
.M9E[N..M9%[NCVTRO5VTKPI
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG % 
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO  % 
#KTRTGUUWTG DCT 
4GNCVKXGJWOKFKV[  
6GORGTCVWTGDCUKU
5GVRQKPV*6EQQNKPIYCVGTGPIKPGQWVNGV  % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV% 
5GVRQKPV.6EQQNKPIYCVGTGPIKPGQWVNGV  % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV% 
5GVRQKPV.WDGQKNKPNGVGPIKPG % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
'ZVGTPCN
HTQOGPIKPGVQU[UVGO      

5VTKPIEQFKPIYCVGT
OKZ %     
0WODGTQHE[NKPFGTU     

'PIKPGQWVRWV M9     


5RGGF TRO 

*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9 %[NKPFGT M9     
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6 M9     
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9     
.WDGQKN
.1 EQQNGT M9     
*GCVTCFKCVKQPGPIKPG M9     

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.M9E[N..M9%[NCVTRO5VTKPI
(NQYTCVGU
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KPUKFGGPIKPG 
*6EKTEWKV
E[NKPFGT EJCTIGCKTEQQNGT*6UVCIG  OJ     
.6EKTEWKV
NWDGQKN EJCTIGCKTEQQNGT.6UVCIG  OJ     
.WDGQKN OJ     
'ZVGTPCN
HTQOGPIKPGVQU[UVGO 
*6YCVGTHNQY
CV%KPNGV  OJ     
.6YCVGTHNQY
CV%KPNGV OJ     
#KTFCVC
6GORGTCVWTGQHEJCTIGCKTCVEJCTIGCKTEQQNGTQWVNGV %     
#KTHNQYTCVG OJ      
MIM9J     
%JCTIGCKTRTGUUWTG DCT     
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPI
VV% OJ     

'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV  OJ     
/CUUHNQY VJ     
6GORGTCVWTGCVVWTDKPGQWVNGV %     
*GCVEQPVGPV
%  M9     
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT     
2WORU
'ZVGTPCNRWORU 
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ     
(WGNQKNUWRRN[RWOR
DCT OJ     
(WGNQKNEKTEWNCVKPIRWOR
DCT OJ     
5VCTVKPICKTFCVC
#KTEQPUWORVKQPRGTUVCTVKPENCKTHQTLGVCUUKUV
6&+  0O     
#KTEQPUWORVKQPRGTUVCTVKPENCKTHQTLGVCUUKUV
)CNK 0O     
 *6EQQNKPIYCVGTHNQYUHKTUVVJTQWIJ*6UVCIGEJCTIGCKTEQQNGTVJGPVJTQWIJYCVGTLCEMGVCPFE[NKPFGT
 JGCFYCVGTVGORGTCVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCPKECNVJGTOQUVCV
 .6EQQNKPIYCVGTHNQYUHKTUVVJTQWIJ.6UVCIGEJCTIGCKTEQQNGTVJGPVJTQWIJNWDGQKNEQQNGTYCVGTVGORGT
 CVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCPKECNVJGTOQUVCV
 6QNGTCPEG HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
 $CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
 7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
 6QNGTCPEGSWCPVKV[ VGORGTCVWTG %
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGTGPEG
EQPFKVKQPU
6QNGTCPEGQHVJGRWORU FGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU

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.*/M)GP5GV&CVC

'PIKPGTCVKPIU
TRO TRO TRO
'PIKPGV[RG
0QQHE[NKPFGTU TRO #XCKNCDNGVWTPKPI TRO #XCKNCDNGVWTPKPI TRO #XCKNCDNGVWTPKPI
FKTGEVKQP FKTGEVKQP FKTGEVKQP
M9 %9 M9 %9 M9 %9
.*/M  ;GU  ;GU s s
.*/M  ;GU  ;GU  ;GU
.*/M  ;GU  ;GU  ;GU
.*/M  ;GU  ;GU  ;GU

%9ENQEMYKUG

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2 (TGGRCUUCIGDGVYGGPVJGGPIKPGUYKFVJOOCPFJGKIJVOO
3 /KPFKUVCPEGDGVYGGPGPIKPGUOO

&GRGPFKPIQPCNVGTPCVQT
9GKIJVKPENWFGFCUVCPFCTFCNVGTPCVQT

#NNFKOGPUKQPUCPFOCUUGUCTGCRRTQZKOCVGCPFUWDLGEVVQEJCPIGUYKVJQWVRTKQTPQVKEG

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%CRCEKVKGU
.*/MM9%[NTROQTM9%[NTRO
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG % 
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO % 
#KTRTGUUWTG DCT 
4GNCVKXGJWOKFKV[  
6GORGTCVWTGDCUKU
5GVRQKPV*6EQQNKPIYCVGTGPIKDGQWVNGV % %

GPIKPGGSWKRRGFYKVJ*6VJGTOQUVCVKEXCNXG
5GVRQKPVNWDGQKNKPNGVGPIKPG % %
5#' %
5#'
0WODGTQHE[NKPFGTU    
'PIKPGQWVRWV M9    
5RGGF TRO    
*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9 E[NKPFGT M9    
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6

UVCIGEQQNGTPQ*6UVCIG M9    
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9    
.WDGQKN
.1 EQQNGT M9    
*GCVTCFKCVKQPGPIKPG M9    
#KTFCVC
%JCTIGCKTVGORCVEJCTIGCKTEQQNGTQWVNGVOCZ %    
#KTHNQYTCVG OJ    
MIM9J    
%JCTIGCKTRTGUUWTG DCT    
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPI 

VV% OJ    

'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV OJ    
/CUUHNQY VJ    
6GORGTCVWTGCVVWTDKPGQWVNGV %    
*GCVEQPVGPV
% M9    
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT    
2WORU
'PIKPGFTKXGPRWORU
*6EQQNKPIYCVGTRWOR
DCT OJ    
.6EQQNKPIYCVGTRWOR
DCT OJ    
.WDGQKN
DCT OJ    
'ZVGTPCNRWORU
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ    
(WGNQKNUWRRN[RWOR 
DCTFKUEJCTIGRTGUUWTG  OJ    
(WGNQKNEKTEWNCVKPIRWOR
DCTCVHWGNQKNKPNGV# OJ    
%QQNKPIYCVGTRWORUHQT
+PVGTPCNEQQNKPIYCVGTU[UVGO
.6EQQNKPIYCVGTRWOR
DCT OJ    
%QQNKPIYCVGTRWORUHQT
+PVGTPCNEQQNKPIYCVGTU[UVGO
*6EQQNKPIYCVGTRWOR
DCT OJ    
.6EQQNKPIYCVGTRWOR
DCT OJ    
.WDGQKNRWOR
DCT OJ    
5VCTVKPICKTU[UVGO
#KTEQPUWORVKQPRGTUVCTV 0O    

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 6QNGTCPEG HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
 .6EQQNKPIYCVGTHNQYUKPRCTCNNGNVJTQWIJQPGUVCIGEJCTIGCKTEQQNGTCPFNWDGQKNEQQNGT*6EQQNKPIYCVGT
HNQYUQPN[VJTQWIJYCVGTLCEMGVCPFE[NKPFGTJGCFYCVGTVGORGTCVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCP
 KECNVJGTOQUVCV
 $CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
 7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
 6QNGTCPEGSWCPVKV[ VGORGTCVWTG %
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGT
 GPEGEQPFKVKQPU
 6QNGTCPEGQHVJGRWORUFGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU
6QEQORGPUCVGHQTDWKNVQPRWORUCODKGPVEQPFKVKQPECNQTKHKEXCNWGCPFCFGSWCVGEKTEWNCVKQPUHNQY6JG
+51HWGNQKNEQPUWORVKQPKUOWNVKRNKGFD[

&A

%CRCEKVKGU
.*/MM9%[NTRO
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG % 
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO % 
#KTRTGUUWTG DCT 
4GNCVKXGJWOKFKV[  
6GORGTCVWTGDCUKU
5GVRQKPV*6EQQNKPIYCVGTGPIKPGQWVNGV % %

GPIKPGGSWKRRGFYKVJ*6VJGTOQUVCVKEXCNXG
5GVRQKPVNWDGQKNKPNGVGPIKPG % 
5#' %
5#'
0WODGTQHE[NKPFGTU   
'PIKPGQWVRWV M9   
5RGGF TRO   
*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9 %[NKPFGT M9   
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6
UVCIGEQQNGTPQ*6UVCIG M9   
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9   
.WDGQKN
.1 EQQNGT M9   
*GCVTCFKCVKQPGPIKPG M9   
#KTFCVC
6GORQHEJCTIGCKTCVEJCTIGCKTEQQNGTQWVNGVOCZ %   
#KTHNQYTCVG OJ   
MIM9J   
%JCTIGCKTRTGUUWTG DCT   
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPI 
VV% OJ   

'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV OJ   
/CUUHNQY VJ   
6GORGTCVWTGCVVWTDKPGQWVNGV %   
*GCVEQPVGPV
% M9   
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT   

/#0$9GPIKPGU
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2WORU
'PIKPGFTKXGPRWORU
*6EQQNKPIYCVGTRWOR
DCT OJ   
.6EQQNKPIYCVGTRWOR
DCT OJ   
.WDGQKN
DCT OJ   
'ZVGTPCNRWORU
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DCTCVHWGNQKNKPNGV# OJ   
(WGNQKNUWRRN[RWOR 
DCTFKUEJCTIGRTGUUWTG OJ   
(WGNQKNEKTEWNCVKPIRWOR
DCTCVHWGNQKNKPNGV# OJ   
%QQNKPIYCVGTRWORUHQT
+PVGTPCNEQQNKPIYCVGTU[UVGO
.6EQQNKPIYCVGTRWOR
DCT OJ   
%QQNKPIYCVGTRWORUHQT
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*6EQQNKPIYCVGTRWOR
DCT OJ   
.6EQQNKPIYCVGTRWOR
DCT OJ   
.WDGQKNRWOR
DCT OJ   
5VCTVKPICKTU[UVGO
#KTEQPUWORVKQPRGTUVCTV 0O   
 6QNGTCPEG HQTTCVKPIEQQNGTUHQTJGCVTGEQXGT[
 .6EQQNKPIYCVGTHNQYUKPRCTCNNGNVJTQWIJQPGUVCIGEJCTIGCKTEQQNGTCPFNWDGQKNEQQNGT*6EQQNKPIYCVGT
HNQYUQPN[VJTQWIJYCVGTLCEMGVCPFE[NKPFGTJGCFYCVGTVGORGTCVWTGQWVNGVGPIKPGTGIWNCVGFD[OGEJCP
 KECNVJGTOQUVCV
 $CUKEXCNWGUHQTNC[QWVQHVJGEQQNGTU
 7PFGTCDQXGOGPVKQPGFTGHGTGPEGEQPFKVKQPU
 6QNGTCPEGSWCPVKV[ VGORGTCVWTG %
7PFGTDGNQYOGPVKQPGFVGORGTCVWTGCVVWTDKPGQWVNGVCPFRTGUUWTGCEEQTFKPICDQXGOGPVKQPGFTGHGT
 GPEGEQPFKVKQPU
 6QNGTCPEGQHVJGRWORUFGNKXGT[ECRCEKVKGUOWUVDGEQPUKFGTGFD[VJGOCPWHCEVWTGU
6QEQORGPUCVGHQTDWKNVQPRWORUCODKGPVEQPFKVKQPECNQTKHKEXCNWGCPFCFGSWCVGEKTEWNCVKQPUHNQYVJG
+51HWGNQKNEQPUWORVKQPKUOWNVKRNKGFD[

&A

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'PIKPGTCVKPIU
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FKTGEVKQP FKTGEVKQP TRO FKTGEVKQP
M9 %9 M9 %9 M9 %9
.  ;GU  ;GU s s
.  ;GU  ;GU  ;GU
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.  ;GU  ;GU  ;GU
.  ;GU  ;GU  ;GU

%9ENQEMYKUG

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2 (TGGRCUUCIGDGVYGGPVJGGPIKPIGUYKFVJOOCPFJGKIJVOO
3 /KPFKUVCPEGDGVYGGPGPIKPGUOO
YKVJQWVICNNGT[ CPFOO
YKVJICNNGT[

&GRGPFKPIQPCNVGTPCVQT
9GKIJVKPENWFGFCUVCPFCTFCNVGTPCVQT

#NNFKOGPUKQPUCPFOCUUGUCTGCRRTQZKOCVGCPFUWDLGEVVQEJCPIGUYKVJQWVRTKQTPQVKEG




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%CRCEKVKGU
.M9E[NTRO.M9E[NTRO
4GHGTGPEGEQPFKVKQP6TQRKE
#KTVGORGTCVWTG % 
.6YCVGTVGORGTCVWTGKPNGVGPIKPG
HTQOU[UVGO  % 
#KTRTGUUWTG DCT 
4GNCVKXGJWOKFKV[  
6GORGTCVWTGDCUKU
5GVRQKPV*6EQQNKPIYCVGTGPIKPGQWVNGV  % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV% 
5GVRQKPV.6EQQNKPIYCVGTGPIKPGQWVNGV  % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV% 
5GVRQKPV.WDGQKNKPNGVGPIKPG % %PQOKPCN

4CPIGQHOGEJVJGTOQUVCVKEGNGOGPV%
0WODGTQHE[NKPFGTU     

'PIKPGQWVRWV M9     


5RGGF TRO 
*GCVVQDGFKUUKRCVGF
%QQNKPIYCVGT
%9 %[NKPFGT M9     
%JCTIGCKTEQQNGTEQQNKPIYCVGT*6 M9     
%JCTIGCKTEQQNGTEQQNKPIYCVGT.6 M9     
.WDGQKN
.1 EQQNGT M9     
*GCVTCFKCVKQPGPIKPG M9     
(NQYTCVGU
+PVGTPCN
KPUKFGGPIKPG 
*6EKTEWKV
E[NKPFGT EJCTIGCKTEQQNGT*6UVCIG  OJ     
.6EKTEWKV
NWDGQKN EJCTIGCKTEQQNGT.6UVCIG  OJ     
.WDGQKN OJ     
'ZVGTPCN
HTQOGPIKPGVQU[UVGO 
*6YCVGTHNQY
CV%KPNGV  OJ     
.6YCVGTHNQY
CV%KPNGV OJ     
#KTFCVC
6GORGTCVWTGQHEJCTIGCKTCVEJCTIGCKTEQQNGTQWVNGV %     
#KTHNQYTCVG OJ      
MIM9J     
%JCTIGCKTRTGUUWTG DCT     
#KTTGSWKTGFVQFKUUKRCVGJGCVTCFKCVKQP
GPI
VV% OJ     

'ZJCWUVICUFCVC
8QNWOGHNQY
VGORGTCVWTGVWTDQEJCTIGTQWVNGV  OJ     
/CUUHNQY VJ     
6GORGTCVWTGCVVWTDKPGQWVNGV %     
*GCVEQPVGPV
%  M9     
2GTOKUUKDNGGZJCWUVDCEMRTGUUWTG ODCT     
2WORU
'ZVGTPCNRWORU 
&KGUGNQKNRWOR
DCTCVHWGNQKNKPNGV# OJ     
(WGNQKNUWRRN[RWOR
DCTFKUEJCTIGRTGUUWTG OJ     
(WGNQKNEKTEWNCVKPIRWOR
DCTCVHWGNQKNKPNGV# OJ     
5VCTVKPICKTFCVC
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MAN B&W

Installation Aspects

5
MAN B&W 5.01
Page 1 of 1

Space Requirements and Overhaul Heights

The latest version of the Installation Drawings of A special crane beam for dismantling the turbo-
this section is available for download at charger must be tted. The lifting capacity of the
www.marine.man.eu Two-Stroke Instal- crane beam for dismantling the turbocharger is
lation Drawings. Specify engine and accept the stated in Section 5.03.
Conditions for use before clicking on Download
Drawings. 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 ca-
Space Requirements for the Engine pacity 1Am and dimensions of the single hook
type according to DIN 15401, part 1.
The space requirements stated in Section 5.02 are
valid for engines rated at nominal MCR (L1). The total length of the engine at the crankshaft
level may vary depending on the equipment to
The additional space needed for engines be tted on the fore end of the engine, such as
equipped with PTO is stated in Chapter 4. adjustable counterweights, tuning wheel, moment
compensators or PTO.
If, during the project stage, the outer dimensions
of the turbocharger seem to cause problems, it
is possible, for the same number of cylinders, to
use turbochargers with smaller dimensions by
increasing the indicated number of turbochargers
by one, see Chapter 3.

Overhaul of Engine

The distances stated from the centre of the crank-


shaft to the crane hook are for the normal lifting
procedure and the reduced height lifting proce-
dure (involving tilting of main components). The
lifting capacity of a normal engine room crane can
be found in Fig. 5.04.01.

The area covered by the engine room crane shall


be wide enough to reach any heavy spare part re-
quired in the engine room.

A lower overhaul height is, however, available by


using the MAN B&W DoubleJib crane, built by
Danish Crane Building A/S, shown in Figs. 5.04.02
and 5.04.03.

Please note that the distance E in Fig. 5.02.01,


given for a doublejib crane is from the centre
of the crankshaft to the lower edge of the deck
beam.

MAN B&W engines 198 43 754.8


MAN B&W 5.02
Page 1 of 2

Space Requirement

F G

Deck beam
Engine room crane
0

Cyl. 1

E
V
P

H1
H4

D
A

B
I J
Tank top

Cofferdam

Cofferdam

C
Lub. oil tank
Cofferdam

K L M N

Free space
for maintenance

Minimum access conditions around the engine to be used for an escape route is 600 mm.

The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fullled, please contact MAN Diesel & Turbo
or our local representative.

515 90 52-7.2.0

Fig. 5.02.01a: Space requirement for the engine, turbocharger on exhaust side, 4 59 122

MAN B&W G60ME-C9.2/-GI 198 87 61-0.1


MAN B&W 5.02
Page 2 of 2

Cyl.
5 6 7 8
No.
A 1,080 Cylinder distance
B 1,550 Distance from crankshaft centre line to foundation
The dimension includes a cofferdam of 600 mm and must full minimum
C 3,710 3,775 3,815 3,880
height to tank top according to classication rules
7,395 7,745 7,745 - MAN TCA
Dimensions according to turbocharger choice at
D* - - - - ABB A100-L
nominal MCR
- - - - Mitsubishi MET
3,742 4,292 4,392 4,766 MAN TCA
Dimensions according to turbocharger choice at
E* 3,817 4,333 4,433 4,745 ABB A100-L
nominal MCR
3,646 4,176 4,334 4,534 Mitsubishi MET
F See text See drawing: Engine Top Bracing, if top bracing tted on camshaft side
5,075 5,275 5,275 - MAN TCA
The required space to the engine room casing includes
G - - - - ABB A100-L
mechanical top bracing
- - - - Mitsubishi MET
H1 * 12,175 Minimum overhaul height, normal lifting procedure
H2 * 11,400 Minimum overhaul height, reduced height lifting procedure
The minimum distance from crankshaft centre line to lower edge of deck
H3 * 11,075
beam, when using MAN B&W Double Jib Crane
I 2,045 Length from crankshaft centre line to outer side bedplate
J 490 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft, if the propeller shaft is
K See text
to be drawn into the engine room
L* 7,940 9,020 10,240 11,320 Minimum length of a basic engine, without 2nd order moment compensators.
M | 800 Free space in front of engine
N 5,022 Distance between outer foundation girders
O 2,450 Minimum crane operation area
P See text See drawing: Crane beam for Turbocharger for overhaul of turbocharger
Maximum 30 when engine room has minimum headroom above the turbo-
V 0, 15, 30, 45, 60, 75, 90
charger

* The min. engine room crane height is ie. dependent on the choice of crane, see the actual
heights H1, H2 or H3.

The min. engine room height is dependent on H1, H2, H3 or E+D.

Max. length of engine see the engine outline drawing

Length of engine with PTO see corresponding space requirement

537 15 89-2.1.0

Fig. 5.02.01b: Space requirement for the engine

MAN B&W G60ME-C9.2/-GI 198 87 61-0.1


MAN B&W 5.03
Page 1 of 3

Crane beam for overhaul of turbocharger

For the overhaul of a turbocharger, a crane beam The crane beam can be bolted to brackets that
with trolleys is required at each end of the turbo- are fastened to the ship structure or to columns
charger. that are located on the top platform of the engine.

Two trolleys are to be available at the compressor The lifting capacity of the crane beam for the
end and one trolley is needed at the gas inlet end. heaviest component W, is indicated in Fig.
5.03.01b for the various turbocharger makes. The
Crane beam no. 1 is for dismantling of turbo- crane beam shall be dimensioned for lifting the
charger components. weight W with a deection of some 5 mm only.
Crane beam no. 2 is for transporting turbocharger
components. HB indicates the position of the crane hook in the
See Figs. 5.03.01a and 5.03.02. vertical plane related to the centre of the turbo-
charger. HB and b also species the minimum
The crane beams can be omitted if the main en- space for dismantling.
gine room crane also covers the turbocharger area.
For engines with the turbocharger(s) located on
The crane beams are used and dimensioned for the exhaust side, EoD: 4 59 122, the letter a indi-
lifting the following components: cates the distance between vertical centrelines of
the engine and the turbocharger.
Exhaust gas inlet casing
Turbocharger inlet silencer
Compressor casing MAN
Turbine rotor with bearings Units TCA55 TCA66 TCA77 TCA88
W kg 1,000 1,200 2,000 3,080
The crane beams are to be placed in relation HB mm 1,384 1,608 1,700 2,040
to the turbocharger(s) so that the components b m 600 700 800 1,000
around the gas outlet casing can be removed in
connection with overhaul of the turbocharger(s).
ABB
A #RANEBEAMFOR Units A170 A175 A180 A270 A275 A280
TRANSPORTATIONOF
#RANEBEAMFOR #RANEBEAM COMPONENTS W kg 1,000 1,250 1,750 1,000 1,250 1,750
DISMANTLINGOF
COMPONENTS HB mm 1,450 1,730 1,990 1,790 1,990 2,180
#RANEHOOK b m 500 500 600 500 500 600
-AINENGINEAFTCYLINDER

%NGINEROOMSIDE

Mitsubishi (MHI)
'ASOUTLETFLANGE
4URBOCHARGER Units MET53 MET60 MET66 MET71 MET83
W kg 1,000 1,000 1,500 1,800 2,700
("

HB mm 1,500 1,600 1,800 1,800 2,000


b m 700 700 800 800 1,000
B

The gures a are stated on the Engine and Gallery Outline


drawing, Section 5.06.

079 43 38-0.5.0b

Fig. 5.03.01b: Required height, distance and weight


079 43 38-0.5.0a

Fig. 5.03.01a: Required height and distance

MAN B&W G60ME-C9/-GI/-LGI 199 00 19-2.1


MAN B&W 5.03
Page 2 of 3

Crane beam for turbochargers

#RANEBEAMFORTRANSPORTATIONOFCOMPONENTS

#RANEBEAMFORDISMANTLINGOFCOMPONENTS

3PARES

#RANEBEAMFORDISMANTLINGOFCOMPONENTS

#RANEBEAMFORTRANSPORTATIONOFCOMPONENTS

178 52 746.0

Fig. 5.03.02: Crane beam for turbocharger

MAN B&W 98-60 engines 198 48 488.3


MAN B&W 5.03
Page 3 of 3

Crane beam for overhaul of air cooler


Overhaul/exchange of scavenge air cooler.

6. Lower down the cooler insert between the gal-


Valid for air cooler design for the following engines lery brackets and down to the engine room
with more than one turbochargers mounted on the oor.
exhaust side. Make sure that the cooler insert is supported,
e.g. on a wooden support.
1. Dismantle all the pipes in the area around the
air cooler. 7. Move the air cooler insert to an area covered
by the engine room crane using the lifting
2. Dismantle all the pipes around the inlet cover beam mounted below the lower gallery of the
for the cooler. engine.

3. Take out the cooler insert by using the above 8. By using the engine room crane the air cooler
placed crane beam mounted on the engine. insert can be lifted out of the engine room.

4. Turn the cooler insert to an upright position.

5. Dismantle the platforms below the air cooler.

Engine room crane


5

1 2 3

Fig.: 5.03.03: Crane beam for overhaul of air cooler, turbochargers located on exhaust side of the engine 178 52 734.0

MAN B&W 98-60 engines 198 48 488.3


MAN B&W 5.04
Page 1 of 3

Engine room crane

The crane hook travelling area must cover at least The crane hook should at least be able to reach
the full length of the engine and a width in accord- down to a level corresponding to the centre line of
ance with dimension A given on the drawing (see the crankshaft.
cross-hatched area).
For overhaul of the turbocharger(s), trolley mount-
It is furthermore recommended that the engine ed chain hoists must be installed on a separate
room crane be used for transport of heavy spare crane beam or, alternatively, in combination with
parts from the engine room hatch to the spare the engine room crane structure, see separate
part stores and to the engine. drawing with information about the required lifting
See example on this drawing. capacity for overhaul of turbochargers.

MAN B&W Double-jib Crane Spares Recommended area to be covered


D

2) by the engine room crane


Normal crane
1)

Deck Deck
H1/H2

A
Deck beam Deck beam
H3

A A

Crankshaft Crankshaft

Minimum area
Engine room hatch to be covered
by the engine
room crane

1) The lifting tools for the engine are designed to t together with a standard crane hook with a lifting capacity in accordance with
the gure stated in the table. If a larger crane hook is used, it may not t directly to the overhaul tools, and the use of an interme-
diate 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).

2) The hatched area shows the height where an MAN B&W Double-Jib Crane has to be used.
519 46 28-0.0.1

Normal Crane
Height to crane hook in MAN B&W Double-Jib Crane
mm for:
Crane capacity in
Crane
tons selected Reduced
Mass in kg including operating
in accordance with height lifting
lifting tools width
DIN and JIS Normal procedure
in mm Building-in height
standard capacities lifting involving
in mm
procedure tilting of main
components
(option)

Cylinder Cylinder Piston Normal MAN B&W A H1 H2 H3 D


cover liner with with crane DoubleJib Minimum Minimum Minimum height Minimum Additional height
complete cooling rod and Crane distance height from from centre line height from required for
with jacket stufng centre line crankshaft to centre line removal of exhaust
exhaust box crankshaft centre line crankshaft valve complete
valve to centre line crane hook to underside without removing
crane hook deck beam any exhaust stud

2,260 3,900 1,850 4.0 2x2.0 2,450 12,175 11,400 11,075 175
527 09 39-5.4.0
Fig. 5.04.01: Engine room crane

MAN B&W G60ME-C9.2/-GI 198 87 53-8.1


MAN B&W 5.04
Page 2 of 3

Overhaul with MAN B&W DoubleJib Crane


Deck beam

MAN B&W DoubleJib crane

The MAN B&W DoubleJib


crane is available from:
Centre line crankshaft

Danish Crane Building A/S


P.O. Box 54
sterlandsvej 2
DK9240 Nibe, Denmark
Telephone: + 45 98 35 31 33
Telefax: + 45 98 35 30 33
Email: dcb@dcb.dk

178 24 863.2

Fig. 5.04.02: Overhaul with DoubleJib crane

MAN B&W MC/MCC, ME/MEC/MEC-GI/ME-B engines 198 45 348.4


MAN B&W 5.04
Page 3 of 3

MAN B&W DoubleJib Crane

$ECKBEAM



-
#HAINCOLLECTINGBOX

178 37 30-1.1

This crane is adapted to the special tool for low overhaul.

Dimensions are available on request.

Fig. 5.04.03: MAN B&W DoubleJib crane, option: 4 88 701

MAN B&W MC/MCC, ME/MEC/ME-C-GI/ME-B engines 198 45 419.2


MAN B&W 5.05
Page 1 of 1

Engine Outline, Galleries and Pipe Connections

Engine outline

The total length of the engine at the crankshaft


level may vary depending on the equipment to
be tted on the fore end of the engine, such as
adjustable counterweights, tuning wheel, moment
compensators or PTO, which are shown as alter-
natives in Section 5.06

Engine masses and centre of gravity

The partial and total engine masses appear from


Section 19.04, Dispatch Pattern, to which the
masses of water and oil in the engine, Section
5.08, are to be added. The centre of gravity is
shown in Section 5.07, in both cases including the
water and oil in the engine, but without moment
compensators or PTO.

Gallery outline

Section 5.06 show the gallery outline for engines


rated at nominal MCR (L1).

Engine pipe connections

The positions of the external pipe connections on


the engine are stated in Section 5.09, and the cor-
responding lists of counteranges for pipes and
turbocharger in Section 5.10.

The ange connection on the turbocharger gas


outlet is rectangular, but a transition piece to a cir-
cular form can be supplied as an option: 4 60 601.

MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines 198 47 158.3


MAN B&W 5.06
Page 1 of 3

Engine and Gallery Outline


Aft cyl.

Cyl . 1
Aft Fore

2,200 5,400 1,855 Fore Aft


c2
1,080
540 * c1

3,295

2,210

For standard
application ECS control panel
2,004
2,464
0

1,666
1,540
2,070

Depending on
Regarding pitch circle diameter, number and size of configuration
bolts for the intermediate shaft contact the engine builder

558 35 11-1.4.0a

Fig. 5.06.01a: Gallery outline example: 6G60ME-C9 with two MET42MB turbochargers on exhaust side

MAN B&W G60ME-C9.5/-GI 199 06 19-5.0


MAN B&W 5.06
Page 2 of 3

Viewed from aft

3,500

1,730

d
0

a
10,088
9,934

15
9,149

6,505

4,200
3,790

745 830

0 0

1,500
3,200

2,045

2,110

4175
3,030

TC type a b c1 c2 d
MET42MB 2,930 7,125 1,905 5,145 4,400
MHI
MET48MB 2,950 7,205 1,931 5,171 4,600

558 35 11-1.4.0b

Fig. 5.06.01b: Gallery outline example: 6G60ME-C9 with two MET42MB turbochargers on exhaust side

MAN B&W G60ME-C9.5/-GI 199 06 19-5.0


MAN B&W 5.06
Page 3 of 3

Upper platform
Aft Floor plate 6 mm Fore

2 holes for piston


2,200 overhauling 1,855
1,100x45 1,100x4
3,500

2,150
d

1,100x45 1,100x45

Centre platform
Aft Floor plate 6 mm Fore
600x45

600x45

3,295 2,210
ECS control panel
2,845

6 5 4 3 2 1
2,150

3,175

Air Air
cooler cooler

1,000x45

558 35 11-1.4.0c

The dimensions are in mm and subject to revision without notice.

Please note that the latest version of the dimensioned dr awing is available for download at www.marine.man.eu Two-Stroke
Installation Drawings. First choose engine series, then engine type and select Outline drawing for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download.

Fig. 5.06.01c: Gallery outline example: 6G60ME-C9 with two MET42MB turbochargers on exhaust side

MAN B&W G60ME-C9.5/-GI 199 06 19-5.0


MAN B&W 5.07
Page 1 of 1

Centre of Gravity

Cyl. 1

Z
X
Y

534 73 76-6.2.0

No. of cylinders 5 6 7 8
Number of TC 1 2 2
Distance X mm 220 225 250
Distance Y mm 2,245 3,540 3,725 Available on request
Distance Z mm 2,822 2,850 2,822
DMT* 350 420 440
All values stated are approximate
* Dry Mass Tonnes

Fig. 5.07: Centre of gravity, turbocharger located on exhaust side of engine

MAN B&W G60ME-C9/-GI 198 88 96-4.1


MAN B&W 5.08
Page 1 of 1

Mass of Water and Oil

Mass of water and oil in engine in service


No. of
cylin- Mass of water Mass of oil
ders Jacket cooling Scavenge air Total Engine Oil pan Hydraulic Total
water cooling water system system
kg kg kg kg kg kg kg
5 860 458 1,318 968 732 845 2,546
6 1,032 470 1,502 1,157 878 1,015 3,050
7 1,204 482 1,686 1,346 1,024 1,184 3,555
8 1,377 494 1,871 1,535 1,171 1,353 4,059

534 48 70-9.1.0
Fig. 5.08.01: Water and oil in engine

MAN B&W G60ME-C9.2/-GI 198 91 38-6.0


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MAN B&W 5.10
3DJHRI

MHI Type MET

503 26 38-6.3.1a

Type MET Rectangular type


TC L W IL IW A B C D F G N O
Series MB
MET33 Available on request
MET42 1,094 381 1,004 291 1,061 261 950 351 87 95 30 15
MET53 1,389 485 1,273 369 1,340 330 1,200 440 110 120 30 20
MET60 1,528 522 1,418 410 1,488 330 1,320 482 110 110 34 20
MET66 1,713 585 1,587 459 1,663 372 1,536 535 124 128 34 20
MET71 1,837 617 1,717 497 1,792 480 1,584 572 120 132 36 20
MET83 2,163 731 2,009 581 2,103 480 1,920 671 160 160 34 24
MET90 2,378 801 2,218 641 2,318 525 2,100 741 175 175 34 24
Series MA
MET33 700 310 605 222 670 180 550 280 90 110 18 15
MET42 883 365 793 275 850 240 630 335 80 90 24 15
MET53 1,122 465 1,006 349 1,073 300 945 420 100 105 28 20
MET60 1,230 500 1,120 388 1,190 315 1,050 460 105 105 30 20
MET66 1,380 560 1,254 434 1,330 345 1,200 510 115 120 30 20
MET71 1,520 600 1,400 480 1,475 345 1,265 555 115 115 34 20
MET83 1,740 700 1,586 550 1,680 450 1,500 640 150 150 30 24
MET90 1,910 755 1,750 595 1,850 480 1,650 695 160 165 30 24

Fig. 5.10.02d: Turbocharger MHI MET MB and MA, exhaust outlet, connection D

MAN B&W engines


MAN Diesel & Turbo 198 66 70-0.10
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MAN B&W 5.10
Page 9 of 9

Counterflanges, connection EB

MHI Type MET MB

TC Dia1 Dia 2 PCD N O Thickness of


flanges (A)
MET42MB 95 43 75 4 12 10
MET60MB 120 49 95 4 14 12
MET66MB 120 49 95 4 14 12
MET71MB 120 49 95 4 14 12
MET83MB 120 49 95 4 14 12

TC L+W Dia 2 PCD N O Thickness of


flanges (A)
MET53MB 95 49 95 4 14 12
MET90MB 125 77 130 4 14 14

501 29 91-0.13.0c

198 70 27-3.5

Fig. 5.10.02m and n: Turbocharger MHI MB, cooling air, connection EB

MAN B&W engines


MAN Diesel & Turbo 198 66 70-0.10
MAN B&W 5.11
Page 1 of 1

Engine Seating and Holding Down Bolts

The latest version of the Installation Drawings of


this section is available for download at
www.marine.man.eu Two-Stroke Instal-
lation Drawings. Specify engine and accept the
Conditions for use before clicking on Download
Drawings.

Engine seating and arrangement of holding


down bolts

The dimensions of the seating stated in Figs.


5.12.01 and 5.12.02 are for guidance only.

The engine is designed for mounting on epoxy


chocks, EoD: 4 82 102, in which case the under-
side of the bedplates lower anges has no taper.

The epoxy types approved by


MAN Diesel & Turbo are:

Chockfast Orange PR 610 TCF and Epocast 36


from ITW Philadelphia Resins Corporation, USA

Durasin from
Daemmstoff Industrie Korea Ltd

EPY from
Marine Service Jaroszewicz S.C., Poland

Loctite Fixmaster Marine Chocking, Henkel.

MAN B&W engines 198 41 765.12


MAN B&W 5.12
Page 1 of 3

Epoxy Chocks Arrangement

For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding
down bolts in the bedplate while observing the
For securing of supporting chocks see special toleranced locations indicated on MAN B&W
drawing. Diesel & Turbos drawings for machining the
bedplate
This drawing may, subject to the written consent of
the actual engine builder concerned, be used as a 2) The shipyard drills the holes for holding down
basis for markingoff and drilling the holes for hold- bolts in the top plates while observing the toler-
ing down bolts in the top plates, provided that: anced locations given on the present drawing

3) The holding down bolts are made in accord-


ance with MAN B&W Diesel & Turbos drawings
of these bolts.

OOHTGGURCEGUHQTUWRRQTVKPIYGFIGU 25 mm thick dammings

B A

560



2,035

2,045
550 380 473 472 473 473 472 473 472 473 472 506

1,485
65 1,540 B A
aft cyl.
DGCTKPI
VJTWUV

cyl.1
cyl.2
cyl.3

Engine


1,485



2,035

2,045

2,070 1,080 1,666


560

JQNGUKPVJGDGFRNCVGCPF 6JGYKFVJQH
57 holes in the topplate machining on
VJGWPFGTUKFG
/ZJQNGURTGFTKNNGFKPVJG of bedplate
1,1201
1,3001

1,7801

2,2001
2451

7001
8801
530

bedplate and 57 holes in the topplate

2x1 off 70 holes


'PFCPIGQHVJTWUVUJCHV
A-A B-B
50 10 'HHGEVKXG 25 1,515 to engine M85x6
'RQZ[YGFIGUVQ
DGEJKUGNNGFCHVGT
EWTKPIVQGPCDNG 
OQWPVKPIQHUKFG
EJQEMNKPGTU

57
57

079 13 66-2.1.0
Fig. 5.12.01: Arrangement of epoxy chocks and holding down bolts

MAN B&W G60ME-C9/-GI 198 87 73-0.0


MAN B&W 5.12
Page 2 of 3

Engine Seating Prole

Section A-A
%GPVTGNKPG
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490 
 


1

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5

D1
 


B


691
400

713
740

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0


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B 
4
20

220
22


36 
 
36 


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YGNFKPIQHIKTFGTUGI
CUUJQYP 6JKEMPGUUQHQQTRNCVGU
DGVYGGPOCKPGPIKPGIKTFGTUOO

Holding down bolts, option: 4 82 602 include:


1. Protecting cap 4. Distance pipe
2. Spherical nut 5. Round nut
3. Spherical washer 6. Holding down bolt 078 13 64-5.1.0a

Fig. 5.12.02a: Prole of engine seating with vertical lubricating oil outlet

MAN B&W G60ME-C9/-GI 198 88 78-5.0


MAN B&W 5.12
Page 3 of 3

Side chock brackets, option: 4 82 622 includes:


1. Side chock brackets
Section B-B
Side chock liners, option: 4 82 620 includes:
Middle of 2. Liner for side chock
main bearing
3. Lock plate
4. Washer
5. Hexagon socket set screw

Centre line
cylinder Detail D1

1 3 4 5 2

078 13 64-5.1.0b
Fig. 5.12.02b: Prole of engine seating, end chocks, option: 4 82 620

614

Taper 1:100 65 End chock bolts, option: 4 82 610 includes:


about 350
7 2 1 1. Stud for end chock bolt
8 6 3 5 4
2. Round nut
3. Round nut
4. Spherical washer
about 190

5. Spherical washer
6. Protecting cap
153

75 +5
70
72

0
17
Space for hydraulic End chock liner, option: 4 82 612 includes:
tightening jack 7. Liner for end chock

17 End chock brackets, option: 4 82 614 includes:


8. End chock bracket

079 13 99-7.0.0
Fig. 5.12.02c: Prole of engine seating, end chocks, option: 4 82 610

MAN B&W G60ME-C9/-GI 198 88 78-5.0


MAN B&W 5.13
Page 1 of 2

Engine Top Bracing

The so-called guide force moments are caused by Without top bracing, the natural frequency of
the transverse reaction forces acting on the cross- the vibrating system comprising engine, ships
heads due to the connecting rod and crankshaft bottom, and ships side is often so low that reso-
mechanism. When the piston of a cylinder is not nance with the excitation source (the guide force
exactly in its top or bottom position the gas force moment) can occur close to the normal speed
from the combustion, transferred through the con- range, resulting in the risk of vibration.
necting rod, will have a component acting on the
crosshead and the crankshaft perpendicularly to With top bracing, such a resonance will occur
the axis of the cylinder. Its resultant is acting on above the normal speed range, as the natural fre-
the guide shoe and together they form a guide quencies of the double bottom/main engine sys-
force moment. tem will increase. The impact of vibration is thus
lowered.
The moments may excite engine vibrations mov-
ing the engine top athwart ships and causing a The top bracing system is installed either as a me-
rocking (excited by H-moment) or twisting (excited chanical top bracing (typically on engine types 80
by X-moment) movement of the engine. For en- and smaller) or a hydraulic top bracing (typically
gines with less than seven cylinders, this guide on engine types 90 and larger). Both systems are
force moment tends to rock the engine in the described below.
transverse direction, and for engines with seven
cylinders or more, it tends to twist the engine. The top bracing is normally installed on the ex-
haust side of the engine, but hydraulic top bracing
The guide force moments are harmless to the can alternatively be installed on the manoeuvring
engine except when resonance vibrations occur side. A combination of exhaust side and manoeu-
in the engine/double bottom system. They may, vring side installation of hydraulic top bracing is
however, cause annoying vibrations in the super- also possible.
structure and/or engine room, if proper counter-
measures are not taken.
Mechanical top bracing
As a detailed calculation of this system is normally
not available, MAN Diesel & Turbo recommends The mechanical top bracing comprises stiff con-
that top bracing is installed between the engines nections between the engine and the hull.
upper platform brackets and the casing side.
The top bracing stiffener consists of a double
However, the top bracing is not needed in all bar tightened with friction shims at each end of
cases. In some cases the vibration level is lower if the mounting positions. The friction shims al-
the top bracing is not installed. This has normally low the top bracing stiffener to move in case of
to be checked by measurements, i.e. with and displacements caused by thermal expansion of
without top bracing. the engine or different loading conditions of the
vessel. Furthermore, the tightening is made with a
If a vibration measurement in the rst vessel of a well-dened force on the friction shims, using disc
series shows that the vibration level is acceptable springs, to prevent overloading of the system in
without the top bracing, we have no objection to case of an excessive vibration level.
the top bracing being removed and the rest of
the series produced without top bracing. It is our
experience that especially the 7-cylinder engine
will often have a lower vibration level without top
bracing.

MAN B&W ME/MEC/ME-B/-GI/-LGI engines 199 04 83-8.0


MAN B&W 5.13
Page 2 of 2

The mechanical top bracing is to be made by the By a different pre-setting of the relief valve, the
shipyard in accordance with MAN Diesel & Turbo top bracing is delivered in a low-pressure version
instructions. (26 bar) or a high-pressure version (40 bar).

!
The top bracing unit is designed to allow dis-
! placements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.

!!

/IL!CCUMULATOR

(YDRAULIC#ONTROL5NIT
178 23 61-6.1

Fig. 5.13.01: Mechanical top bracing stiffener.


Option: 4 83 112


#YLINDER5NIT
Hydraulic top bracing

The hydraulic top bracing is an alternative to the


mechanical top bracing used mainly on engines




with a cylinder bore of 50 or more. The installation


normally features two, four or six independently
working top bracing units.

The top bracing unit consists of a single-acting hy-


draulic cylinder with a hydraulic control unit and an 

accumulator mounted directly on the cylinder unit. (ULLSIDE %NGINESIDE

The top bracing is controlled by an automatic


switch in a control panel, which activates the top
bracing when the engine is running. It is possible
to programme the switch to choose a certain rpm
range, at which the top bracing is active. For ser-


vice purposes, manual control from the control






panel is also possible.

When active, the hydraulic cylinder provides a


pressure on the engine in proportion to the vibra-
tion level. When the distance between the hull and
engine increases, oil ows into the cylinder under
178 57 48-8.0
pressure from the accumulator. When the dis-
tance decreases, a non-return valve prevents the Fig. 5.13.02: Outline of a hydraulic top bracing unit.
oil from owing back to the accumulator, and the The unit is installed with the oil accumulator pointing
pressure rises. If the pressure reaches a preset either up or down. Option: 4 83 123
maximum value, a relief valve allows the oil to ow
back to the accumulator, hereby maintaining the
force on the engine below the specied value.

MAN B&W ME/MEC/ME-B/-GI/-LGI engines 199 04 83-8.0


MAN B&W 5.14
Page 1 of 2

Mechanical Top Bracing

This symbol indicates This symbol indicates


that the top bracing is that the top bracing is
1 attached at point P attached at point Q

Turbocharger
T/C
1 2 3 4 C
6,205
Cylinder number Chain box

a0a d e

T/C
1 2 3 4 5 C

a0a d e f

T/C
1 2 3 4 5 6 C

a0 b c f g

0 T/C T/C
1 2 3 4 5 6 7 C
0

(P)

(Q)

Min. (R)

a0a e g h

T/C T/C
1 2 3 4 5 6 7 8 C

Cyl. 1

Centre line 1
cylinder 1

079 13 62-5.6.0

MAN B&W G60MEC9/GI 198 89 29-0.1


MAN B&W 5.14
Page 2 of 2

Horizontal distance between top bracing x point


and cyl. 1
a = 540 e = 4,860
b = 1,620 f = 5,940
c = 2,700 g = 7,020
d = 3,780 f = 8,100

Horizontal vibrations on top of engine are caused


by the guide force moments. For 47 cylinder en-
gines the Hmoment is the major excitation source
and for larger cylinder numbers an Xmoment is
the major excitation source.

For engines with vibrations excited by an


Xmoment, bracing at the centre of the engine are
of only minor importance.

Top bracing should only be installed on one side,


either the exhaust side or the manoeuvring side.
If top bracing has to be installed on manoeuvring
side, please contact MAN Diesel & Turbo.

If the minimum builtin length can not be fullled,


please contact MAN Diesel & Turbo or our local
representative.

The complete arrangement to be delivered by the


shipyard.

Turbocharger Q R U

TCA55 2,343 3,739 4,650


TCA66 2,343 3,739 4,850
A165 2,343 3,579 4,650
A170 2,343 3,739 4,850
A270 2,343 3,769 4,850
MET60 2,343 3,769 4,850

Fig. 5.14: Mechanical top bracing arrangement

MAN B&W G60MEC9/GI 198 89 29-0.1


MAN B&W 5.15
Page 1 of 2

Hydraulic Top Bracing Arrangement

Hydraulic top bracing should be installed on one


side, either the exhaust side (Alternative 1),
or the camshaft side (Alternative 2).

Alternative 2 Alternative 1

6,430 6,405

0 0
3,775

3,300

Turbocharger Q R
MAN

TCA66 4,600 5,075


TCA77 4,800 5,275
ABB

A175-L/A275-L 4,800 5,275

MET66ME/MB 4,600 5,075


MHI

MET66MB 5,000 5,475


MET71MB 5,000 5,475
079 43 73-7.2.0

Fig. 5.15.01: Hydraulic top bracing data

MAN B&W G60MEC9.2/-GI 198 84 69-9.1


MAN B&W 5.15
Page 2 of 2

X-X

Valve block on upper base

Point A

Viewed from top

540 540
1
0 0

540 540
2

4 ISO 5817-D
3
EN601M,Q2

4
X-X

Valve block on lower base 5

4 ISO 5817-D
4,860 4,860
EN601M,Q2 Point A 6

5,940 5,940

X X X X

079 43 73-7.2.0

As the rigidity of the casing structure to which Max. corresponding deection


the top bracing is attached is most important, it of casing side: 0.51 mm
is recommended that the top bracing is attached
directly into a deck. In the horizontal and vertical direction of the
hydraulic top bracing:
Required rigidity of the casing side point A: Force per bracing: 22 kN

In the axial direction of the hydraulic top bracing: Max. correcponding deection
Force per bracing: 127 kN of casing side : 2.00 mm

Fig. 5.15.01: Hydraulic top bracing data

MAN B&W G60MEC9.2/-GI 198 84 69-9.1


MAN B&W 5.16
Page 1 of 3

Components for Engine Control System

Installation of ECS in the Engine Control Room Safety System. On ME-B engines the EICU also
controls the HPS.
The following items are to be installed in the ECR
(Engine Control Room): MOP-A and -B are redundant and are the opera-
tors interface to the ECS. Via both MOPs, the op-
2 pcs EICU (Engine Interface Control Unit) erator can control and view the status of the ECS.
(1 pcs only for ME-B engines) Via the EMS MOP PC, the operator can view the
1 pcs ECS MOP-A (Main Operating Panel) status and operating history of both the ECS and
EC-MOP with touch display, 15 the engine, EMS is decribed in Section 18.01.
1 pcs ECS MOP-B
EC-MOP with touch display, 15 The PMI Auto-tuning application is run on the
1 pcs EMS MOP with system software EMS MOP PC. PMI Auto-tuning is used to opti-
Display, 24 marine monitor mize the combustion process with minimal opera-
PC unit tor attendance and improve the efciency of the
1 pcs Managed switch and VPN router engine. See Section 18.01.
with rewall
CoCoS-EDS ME Basic is included as an applica-
The EICU functions as an interface unit to ECR tion in the Engine Management Services as part
related systems such as AMS (Alarm and Monitor- of the standard software package installed on the
ing System), RCS (Remote Control System) and EMS MOP PC. See Section 18.01.

ECS Network A

ECS Network B
MOP-A MOP-B

VPN router
To Internet with firewall
option #
EMS MOP PC
LAN WAN

+24V
#
Managed switch


PMI Auto-tuning
Net cable from
AMS option

Abbreviations: # Yard Supply


AMS: Alarm Monitoring Systems
EICU: Engine Interface Control Unit Ethernet, 10 m patch cable supplied with switch. Type:
EMS: Engine Management Services RJ45, STP (Shielded Twisted Pair), CAT 5.
MOP: Main Operating Panel In case 10 m cable is not enough, this becomes Yard supply.

078 74 78-1.5.3b

Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control System

MAN B&W ME/ME-C/ME-B/-GI TII engines 198 85 38-3.4


MAN B&W 5.16
Page 2 of 3

EC-MOP
Integrated PC unit and touch display, 15
Direct dimming control (0-100%)
USB connections at front
IP20 resistant front
Dual Arcnet

188 34 68-1.1.0

Pointing device
Keyboard model
UK version, 104 keys
USB connection
Trackball mouse
USB connection 188 21 61-8.4.0 188 21 59-6.3.0

EMS MOP PC
Standard industry PC with MS Windows
operating system, UK version 188 34 25-0.2.0

Marine monitor for EMS MOP PC


LCD (MVA) monitor 24
Projected capacitive touch
Resolution 1,920x1,080, WSXGA+
Direct dimming control (0-100%)
IP54 resistant front
For mounting in panel
Bracket for optional mounting on desktop, with 188 35 95-0.0.0

hinges (5 tilt, adjustable 95) or without hinges



5

10

(10 tilt, not adjustable)



95

188 35 90-1.0.0 188 35 91-3.0.0

Network components
Managed switch and VPN router with rewall

563 66 46-3.3.0

Fig. 5.16.02 MOP PC equipment for the ME/ME-B Engine Control System

MAN B&W ME/ME-C/ME-B/-GI TII engines 198 87 06-1.1


MAN B&W 5.16
Page 3 of 3

EICU Cabinet
Engine interface control cabinet for ME-ECS for
installation in ECR (recommended) or ER

1,500 mm

505 mm 600 mm

517 57 64-4.5.1

Fig. 5.16.03: The network printer and EICU cabinet unit for the ME Engine Control System

Engine control room console


Recommended outline of Engine Control Room console with ME equipment

* Instruments for main Engine

Oil mist Safety


detector system Option: Only in case of ERCS MOP

* Alarm MOP-A ERCS MOP-B EMS


system MOP MOP

BWM indicating panel, if any

Engine operation/navigating Service operation

* Yard supply

Oil mist detector equipment depending on supplier/maker


BWM: Bearing Wear Monitoring
564 91 36-7.1.1

Fig. 5.16.04: Example of Engine Control Room console

MAN B&W ME/ME-C/-GI/-LGI engines 198 82 73-3.3


MAN B&W 5.17
Page 1 of 3

Shaftline Earthing Device

Scope and eld of application Cabling of the shaftline earthing device to the hull
must be with a cable with a cross section not less
A difference in the electrical potential between the than 45 mm. The length of the cable to the hull
hull and the propeller shaft will be generated due should be as short as possible.
to the difference in materials and to the propeller
being immersed in sea water. Monitoring equipment should have a 4-20 mA
signal for alarm and a mV-meter with a switch for
In some cases, the difference in the electrical changing range. Primary range from 0 to 50 mV
potential has caused spark erosion on the thrust, DC and secondary range from 0 to 300 mV DC.
main bearings and journals of the crankshaft of
the engine. When the shaftline earthing device is working
correctly, the electrical potential will normally be
In order to reduce the electrical potential between within the range of 10-50 mV DC depending of
the crankshaft and the hull and thus prevent spark propeller size and revolutions.
erosion, a highly efcient shaftline earthing device
must be installed. The alarm set-point should be 80 mV for a high
alarm. The alarm signals with an alarm delay of 30
The shaftline earthing device should be able to seconds and an alarm cut-off, when the engine is
keep the electrical potential difference below 50 stopped, must be connected to the alarm system.
mV DC. A shaft-to-hull monitoring equipment with
a mV-meter and with an output signal to the alarm Connection of cables is shown in the sketch, see
system must be installed so that the potential and Fig. 5.17.01.
thus the correct function of the shaftline earthing
device can be monitored.

Note that only one shaftline earthing device is


needed in the propeller shaft system.

Design description

The shaftline earthing device consists of two silver


slip rings, two arrangements for holding brushes
including connecting cables and monitoring
equipment with a mV-meter and an output signal
for alarm.

The slip rings should be made of solid silver or


back-up rings of cobber with a silver layer all over.
The expected life span of the silver layer on the
slip rings should be minimum 5 years.

The brushes should be made of minimum 80%


silver and 20% graphite to ensure a sufcient
electrical conducting capability.

Resistivity of the silver should be less than 0.1


Ohm x m. The total resistance from the shaft to
the hull must not exceed 0.001 Ohm.

MAN B&W MC/MCC, ME/MEC/ME-GI/ME-B engines 198 49 292.4


MAN B&W 5.17
Page 2 of 3

#ABLE
CONNECTED
TOTHEHULL
"RUSHHOLDER
ARRANGEMENT

-ONITORING
EQUIPMENT
WITHM6METER #ABLE
CONNECTED
TOTHEHULL

3LIPRING #ABLE
TOALARM
SYSTEM

3LIPRING
FORMONITORING
EQUIPMENT "RUSHHOLDER
ARRANGEMENT

079 21 82-1.3.1.0

Fig. 5.17.01: Connection of cables for the shaftline earthing device

Shaftline earthing device installations

The shaftline earthing device slip rings must be


mounted on the foremost intermediate shaft as
close to the engine as possible, see Fig. 5.17.02

2UDDER
6OLTAGEMONITORING
FORSHAFTHULLPOTENTIAL
0ROPELLER DIFFERENCE

3HAFTLINE
EARTHINGDEVICE

#URRENT -AINBEARINGS

0ROPELLERSHAFT 4HRUSTBEARING

)NTERMEDIATESHAFT )NTERMEDIATESHAFTBEARING

079 21 82-1.3.2.0

Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without shaft-mounted generator

MAN B&W MC/MCC, ME/MEC/ME-GI/ME-B engines 198 49 292.4


MAN B&W 5.17
Page 3 of 3

When a generator is tted in the propeller shaft


system, where the rotor of the generator is part of
the intermediate shaft, the shaftline earthing de-
vice must be mounted between the generator and
the engine, see Fig. 5.17.03

2UDDER
6OLTAGEMONITORING
FORSHAFTHULLPOTENTIAL
0ROPELLER DIFFERENCE

3HAFTLINE
EARTHINGDEVICE

#URRENT -AINBEARINGS

0ROPELLERSHAFT 4HRUSTBEARING

)NTERMEDIATESHAFT 3HAFTMOUNTEDALTERNATOR
WHERETHEROTORISPARTOF
THEINTERMEDIATESHAFT
)NTERMEDIATESHAFTBEARING

079 21 82-1.3.3.0

Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with shaft-mounted generator

MAN B&W MC/MCC, ME/MEC/ME-GI/ME-B engines 198 49 292.4


MAN B&W 5.18
Page 1 of 8

MAN Alpha Controllable Pitch Propeller and Alphatronic Propulsion Control

MAN Diesel & Turbos MAN Alpha Controllable VBS type CP propeller designation and range
Pitch propeller
The VBS type CP propellers are designated ac-
On MAN Diesel & Turbos MAN Alpha VBS type cording to the diameter of their hubs, i.e. VBS2150
Controllable Pitch (CP) propeller, the hydraulic indicates a propeller hub diameter of 2,150 mm.
servo motor setting the pitch is built into the pro-
peller hub. A range of different hub sizes is avail- The standard VBS type CP propeller programme,
able to select an optimum hub for any given com- its diameters and the engine power range covered
bination of power, revolutions and ice class. is shown in Fig. 5.18.01.

Standard blade/hub materials are NiAlbronze. The servo oil system controlling the setting of the
Stainless steel is available as an option. The pro- propeller blade pitch is shown in Fig.5.18.05.
pellers are based on no ice class but are avail-
able up to the highest ice classes.

Propeller Diameter
(mm)
11,000

10,000 VB S215 0
VB S206 0
9,000 V B S197
0
V B S189
0
V B S1810
8,000 V B S173
0
V B S16 4
0
7,000 V B S155
0
V B S14
50
6,000 V B S13
50
V B S12
60
V B S1
180
5,000 V B S1
10 0
V B S1
020
VBS
4,000 940
VBS
86
VBS 0
7
VBS 90
3,000 V B 720 Hub sizes:
S
VB 660 Small: VBS600 - 940
S6
00 Medium: VBS1020 - 1640
2,000
Large: VBS1730 - 2150

1,000

0
0 5 10 15 20 25 30 35 40 45 50
Engine Power (1,000 kW)

178 22 239.2

Fig. 5.18.01: MAN Alpha type VBS Mk 5 Controllable Pitch (CP) propeller range. As standard the VBS Mk 5 versions
are 4-bladed; 5-bladed versions are available on request

MAN B&W 70-26 engines 198 46 953.6


MAN B&W 5.18
Page 2 of 8

Data Sheet for Propeller

Identication: _______________________________

S W I

178 22 360.0

Fig. 5.18.02a: Dimension sketch for propeller design purposes

Type of vessel: ______________________________


For propeller design purposes please provide us
with the following information:

1. S: ______________ mm 7. Maximum rated power of shaft generator: kW


W: _____________ mm
I: _______________ mm (as shown above) 8. Optimisation condition for the propeller:
To obtain the highest propeller efciency
2. Stern tube and shafting arrangement layout please identify the most common service con-
dition for the vessel.
3. Propeller aperture drawing
Ship speed: ___________________________ kn
4. Complete set of reports from model tank (re- Engine service load:____________________ %
sistance test, selfpropulsion test and wake Service/sea margin: ____________________ %
measurement). In case model test is not avail- Shaft generator service load: ____________ kW
able the next page should be lled in. Draft: _________________________________ m

5. Drawing of lines plan 9. Comments:

6. Classication Society: __________


Ice class notation: _____________

Table 5.18.02b: Data sheet for propeller design purposes

MAN B&W 70-26 engines 198 46 953.6


MAN B&W 5.18
Page 3 of 8

Main Dimensions

Symbol Unit Ballast Loaded


Length between perpendiculars LPP m
Length of load water line LWL m
Breadth B m
Draft at forward perpendicular TF m
Draft at aft perpendicular TA m
Displacement o m3
Block coefcient (LPP) CB 
Midship coefcient CM 
Waterplane area coefcient CWL 
Wetted surface with appendages S m2
Centre of buoyancy forward of LPP/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular AB m2
178 22 970.0

Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be lled in

Propeller clearance

To reduce pressure impulses and vibrations emit- Dismant-


High-skew Nonskew Baseline
ted from the propeller to the hull, MAN Diesel & ling
Hub propeller propeller clearance
Turbo recommends a minimum tip clearance as of cap
Y mm Y mm Z mm
shown in Fig. 5.18.04. X mm
VBS 600 120
For ships with slender aft body and favourable VBS 660 130
inow conditions the lower values can be used, VBS 720 140
whereas full afterbody and large variations in VBS 790 155
wake eld cause the upper values to be used. VBS 860 170
VBS 940 185
In twinscrew ships the blade tip may protrude VBS 1020 200
below the base line. VBS 1100 215
VBS 1180 230
VBS 1260 245 1520% 2025% Min.
VBS 1350 265 of D of D 50100
VBS 1460 280
Y

VBS 1550 300


VBS 1640 320
VBS 1730 340
VBS 1810 355
D

VBS 1890 370


X
VBS 1970 385
VBS 2060 405
Baseline
Z

VBS 2150 425


178 22 372.0 216 56 93-7.3.1

Fig. 5.18.04: Propeller clearance

MAN B&W 70-26 engines 198 46 953.6


MAN B&W 5.18
Page 4 of 8

Servo oil system for VBS type CP propeller

The design principle of the servo oil system for If deviation occurs, a proportional valve is actu-
MAN Diesel & Turbos MAN Alpha VBS type CP ated. Hereby high pressure oil is fed to one or the
propeller is shown in Fig. 5.18.05. other side of the servo piston, via the oil distribu-
tor ring, until the desired propeller pitch has been
The VBS system consists of a servo oil tank unit, reached.
the Hydraulic Power Unit, and a coupling ange
with electrical pitch feedback box and oil distribu- The pitch setting is normally remote controlled,
tor ring. but local emergency control is possible.

The electrical pitch feedback box continuously


measures the position of the pitch feedback ring
and compares this signal with the pitch order sig-
nal.

(YDRAULIC0OWER5NIT

/ILTANK
FORWARD
SEAL
3TERN
TUBEOIL 0ITCH
TANK ORDER
0)
0!,
4)
0) 0!( 0!,
4!(

,!, 03, 03,


- -

3ERVO
PISTON
0ITCH
FEEDBACK
(YDRAULIC
,IPRINGSEALS PIPE

- -
0ROPELLERSHAFT

:INC -ONOBLOCK 3TERN /ILDISTRIBUTION $RAIN


ANODE HUB TUBE RING TANK

178 22 384.1

Fig. 5.18.05: Servo oil system for MAN Alpha VBS type CP propeller

MAN B&W 70-26 engines 198 46 953.6


MAN B&W 5.18
Page 5 of 8

Hydraulic Power Unit for MAN Alpha CP pro-


peller

The servo oil tank unit, the Hydraulic Power Unit Maximum system pressure is set on the safety
for MAN Diesel & Turbos MAN Alpha CP propeller valve.
shown in Fig. 5.18.06, consists of an oil tank with all
other components top mounted to facilitate instal- The return oil is led back to the tank via a thermo-
lation at yard. static valve, cooler and paper lter.

Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms accord-
tank through a suction lter and deliver high pres- ing to the Classication Societys requirements
sure oil to the proportional valve. as well as necessary pressure and temperature
indicators.
One of two pumps are in service during normal
operation, while the second will start up at power- If the servo oil unit cannot be located with maxi-
ful manoeuvring. mum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
A servo oil pressure adjusting valve ensures mini- tank complete with pump, located at a suitable
mum servo oil pressure at any time hereby mini- level, below the oil distributor ring drain lines.
mizing the electrical power consumption.

178 22 396.0

Fig. 5.18.06: Hydraulic Power Unit for MAN Alpha CP propeller, the servo oil tank unit

MAN B&W 70-26 engines 198 53 208.3


MAN B&W 5.18
Page 6 of 8

MAN Alphatronic 2000 Propulsion Control


System

MAN Diesel & Turbos MAN Alphatronic 2000 Pro- Thrust control with optimization of propeller
pulsion Control System (PCS) is designed for con- pitch and shaft speed. Selection of combina-
trol of propulsion plants based on diesel engines tor, constant speed or separate thrust mode is
with CP propellers. The plant could for instance possible. The rates of changes are controlled to
include tunnel gear with PTO/PTI, PTO gear, mul- ensure smooth manoeuvres and avoidance of
tiple engines on one gearbox as well as multiple propeller cavitation.
propeller plants.
A Load control function protects the engine
As shown in Fig. 5.18.07, the propulsion control against overload. The load control function con-
system comprises a computer controlled system tains a scavenge air smoke limiter, a load pro-
with interconnections between control stations via gramme for avoidance of high thermal stresses
a redundant bus and a hard wired backup control in the engine, an automatic load reduction and
system for direct pitch control at constant shaft an engineer controlled limitation of maximum
speed. load.

The computer controlled system contains func- Functions for transfer of responsibility be-
tions for: tween the local control stand, engine control
room and control locations on the bridge are
Machinery control of engine start/stop, engine incorporated in the system.
load limits and possible gear clutches.

-AIN#ONTROL3TATION
"RIDGE7ING #ENTER "RIDGE7ING
20- 0ITCH 20- 0ITCH 20- 0ITCH

/PERATOR /PERATOR %3%MERGENCY3TOP /PERATOR


0ANEL
%3 0ANEL "5 %3 0ANEL
%3
"5"ACK5P#ONTROL

$UPLICATED.ETWORK

(ANDLES
"RIDGE INTERFACE

3HIPS 20- 0ITCH


!LARM
3YSTEM
3YSTEMFAILUREALARM ,OADREDUCTION ,OADRED#ANCELALARM
/PERATOR
0ANEL
%NGINE#ONTROL2OOM

%NGINE2OOM 3TART3TOP3LOWTURNING 3TARTBLOCKING 2EMOTE,OCAL


'OVERNORLIMITERCANCEL 3HAFT'ENERATOR
3PEED3ET 0-3
&UEL)NDEX
#HARGE!IR0RESS 0ROPULSION !UXILIARY#ONTROL
#ONTROL %QUIPMENT
'OVERNOR

,OCALENGINE %NGINEOVERLOADMAXLOAD
CONTROL 3YSTEM
0ITCH3ET #OORDINATED
)NGOVERNOR
34/0

34/0
#ONTROL
34!24

0ROPELLER0ITCH 2EMOTE,OCAL
34/0

/6%2 /PERATOR "ACKUPSELECTED 3YSTEM


,/!$ #LOSED,OOP
0ANEL #ONTROL"OX
/00
0) 0) %NGINESPEED
0ITCH
!HEAD 3HUTDOWN 3HUTDOWNRESETCANCEL
!STERN )
4ERMINALSFOR %NGINE
0)
ENGINEMONITORING SAFETY
SENSORS SYSTEM
4ERMINALSFOR
PROPELLER
MONITORING
SENSORS 0ITCH

178 22 406.1

Fig. 5.18.07: MAN Alphatronic 2000 Propulsion Control System

MAN B&W 70-26 engines 198 53 221.5


MAN B&W 5.18
Page 7 of 8

Propulsion control station on the main bridge

For remote control, a minimum of one control sta- Propeller monitoring panel with backup in-
tion located on the bridge is required. struments for propeller pitch and shaft speed.

This control station will incorporate three mod- Thrust control panel with control lever for
ules, as shown in Fig. 5.18.08: thrust control, an emergency stop button and
push buttons for transfer of control between
Propulsion control panel with push buttons control stations on the bridge.
and indicators for machinery control and a dis-
play with information of condition of operation
and status of system parameters.

 

02/0%,,%2 02/0%,,%2
20- 0)4#(


"!#+50
). 4!+%
#/.42/,
#/.42/, #/.42/,
/./&&

178 22 418.1

Fig. 5.18.08: Main bridge station standard layout

MAN B&W 70-26 engines 198 53 221.5


MAN B&W 5.18
Page 8 of 8

Renk PSC Clutch for auxilliary propulsion sys- Further information about MAN Alpha CP pro-
tems peller

The Renk PSC Clutch is a shaftline declutching For further information about MAN Diesel & Turbos
device for auxilliary propulsion systems which MAN Alpha Controllable Pitch (CP) propeller and
meets the class notations for redundant propul- the Alphatronic 2000 Remote Control System,
sion. please refer to our publications:

The Renk PSC clutch facilitates reliable and CP Propeller Product Information
simple take home and take away functions in
twostroke engine plants. It is described in Sec- Alphatronic 2000 PCS Propulsion Control System
tion 4.04.
The publications are available at
www.marine.man.eu Propeller & Aft Ship.

MAN B&W 70-26 engines 198 53 221.5


MAN B&W

List of Capacities:
Pumps, Coolers &
Exhaust Gas

6
MAN B&W 6.01
Page 1 of 1

Calculation of List of Capacities

Updated engine and capacities data is available Furthermore, among others, the exhaust gas data
from the CEAS application at www.marine.man.eu depends on the ambient temperature conditions.
Two-Stroke CEAS Engine Calculations.
For a derated engine, calculations of:
This chapter describes the necessary auxiliary
machinery capacities to be used for a nominally Derated capacities
rated engine. The capacities given are valid for
seawater cooling system and central cooling wa- Available heat rate, for example for freshwater
ter system, respectively. production

For a derated engine, i.e. with a specied MCR Exhaust gas amounts and temperatures
different from the nominally rated MCR point, the
list of capacities will be different from the nominal can be made in the CEAS application available at
capacities. the above link.

Nomenclature

In the following description and examples of the auxiliary machinery capacities in Section 6.02, the below
nomenclatures are used:

Engine ratings Point / Index Power Speed


Nominal maximum continuous rating (NMCR) L1 PL1 nL1
Specied maximum continuous rating (SMCR) M PM nM
Normal continuous rating (NCR) S PS nS

Fig. 6.01.01: Nomenclature of basic engine ratings

Parameters Cooler index Flow index


M = Mass ow air scavenge air cooler exh exhaust gas

Fig. 6.01.02: Nomenclature of coolers and volume ows, etc.

Engine congurations related to SFOC

The engine type is available in the following


versions with respect to the efciency of the
turbocharger(s) alone:

High efciency turbocharger, the basic engine


design (EoD: 4 59 104)

Conventional turbocharger, (option: 4 59 107)

for both of which the lists of capacities Section


6.03 are calculated.

MAN B&W 95-45 engines dot 5 and higher 199 04 08-6.0


MAN B&W 6.02
Page 1 of 1

List of Capacities and Cooling Water Systems

The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to NMCR.
Complying with IMO Tier II NOx limitations.
Heat radiation
The heat dissipation gures include 10% extra
margin for overload running except for the scav- The radiation and convection heat losses to the
enge air cooler, which is an integrated part of the engine room is around 1% of the engine power at
diesel engine. NMCR.

Cooling Water Systems Flanges on engine, etc.

The capacities given in the tables are based on The location of the anges on the engine are shown
tropical ambient reference conditions and refer to in: Engine pipe connections, and the anges are
engines with high efciency/conventional turbo- identied by reference letters stated in the list of
charger running at NMCR for: Counteranges; both can be found in Chapter 5.

Seawater cooling system, The diagrams use the Basic symbols for piping,
See diagram, Fig. 6.02.01 and nominal capaci- the symbols for instrumentation are according to
ties in Fig. 6.03.01 ISO 12191 / ISO 12192 and the instrumenta-
tion list both found in Appendix A.
Central cooling water system,
See diagram, Fig. 6.02.02 and nominal capaci-
ties in Fig. 6.03.01

Scavenge air cooler

45 C

Seawater Seawater outlet


32 C 38 C
Lubricating oil cooler Jacket water cooler

85 C

178 11 264.2b
Fig. 6.02.01: Diagram for seawater cooling system

Seawater outlet

85 C
Jacket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)

Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C

178 11 276.2b
Fig. 6.02.02: Diagram for central cooling water system

MAN B&W G/S95-50ME-C9/-GI, S90ME-C10/-GI, 198 95 12-4.0


G50ME-B9/-GI, S50ME-B9.5/-GI
MAN B&W 6.03
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MAN B&W G60ME-C9.5 198 93 64-9.0


MAN B&W 6.03
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MAN B&W G60ME-C9.5 198 93 64-9.0


MAN B&W 6.03
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MAN B&W G60ME-C9.5 198 93 64-9.0


MAN B&W 6.03
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MAN B&W G60ME-C9.5 198 93 64-9.0


MAN B&W 6.04
Page 1 of 3

Auxiliary Machinery Capacities

Further to the auxiliary machinery capacities for


a nominally rated engine shown in Section 6.03,
the dimensioning of heat exchangers (coolers) and
pumps for derated engines as well as calculating
the:

List of capacities for derated engine

Available heat to be removed, for example for


freshwater production

Exhaust gas amounts and temperatures

can be made in the CEAS application descibed in


Section 20.02.

The CEAS application is available at www.marine.


man.eu Two-Stroke CEAS Engine Calcula-
tions.

Pump pressures and temperatures

The pump heads stated in the table below are for


guidance only and depend on the actual pressure
drop across coolers, lters, etc. in the systems.

Pump Max. working


head, bar temp. C
Fuel oil supply pump 4 100
Fuel oil circulating pump 6 150
Lubricating oil pump 4.5 70
Seawater pump, for seawater
2.5 50
cooling system
Seawater pump, for central
2.0 50
cooling water system
Central cooling water pump 2.5 80
Jacket water pump 3.0 100

Flow velocities

For external pipe connections, we prescribe the


following maximum velocities:

Marine diesel oil ......................................... 1.0 m/s


Heavy fuel oil .............................................. 0.6 m/s
Lubricating oil ............................................. 1.8 m/s
Cooling water ............................................. 3.0 m/s

MAN B&W S80, G70-60 dot 5 and higher 199 04 29-0.1


MAN B&W 6.04
Page 2 of 3

Centrifugal pump selection

Pump pressure head (H)

Pump QH curve Specified nominal


duty point

Max. capacity
45% of max. capacity

85% of max. capacity


Duty point
Pipe system pressure
in between
characteristic

Pump flow capacity (Q)

079 08 81-9.0.0a

Fig. 6.04.01: Location of the specied nominal duty point (SNDP) on the pump QH curve

When selecting a centrifugal pump, it is recom- The SNDP must be located in the range of 45 to
mended to carefully evaluate the pump QH (ca- 85% of the pumps maximum capacity, see Fig.
pacity/head) curve in order for the pump to work 6.04.01.
properly both in normal operation and under
changed conditions. But also for ensuring that the Thus, the pump will be able to operate with slight-
maximum pipe design pressure is not exceeded. ly lower or higher pipe system pressure charac-
teristic than specied at the design stage, without
The following has to be evaluated: the risk of cavitation or too big variations in ow.

Location of the specied nominal duty point


(SNDP) on the pump QH curve Pump QH curve slope

Pump QH curve slope At the location of the SNDP, the pump capacity
should not decrease by more than 10% when the
Maximum available delivery pressure from the pressure is increased by 5%, see Fig. 6.04.02.
pump.
This way, the ow stays acceptable even if the
pipe system pressure is higher than expected and
Location of the duty point on the pump QH the ow does not change too much, for example
curve when a thermostatic valve changes position.

Particularly important is the location of the speci-


ed nominal duty point (SNDP) on the pump QH
curve: the SNDP is equal to the intersection of
the pump QH curve and the pipe system pressure
characteristic, which is dened at the design stage.

MAN B&W engines dot 5 and higher 199 04 21-6.1


MAN B&W 6.04
Page 3 of 3

Pump pressure head (H)

Max. 10%
decreased capacity

By 5% increased pressure

85% of max. capacity


45% of max. capacity

Specified nominal
duty point

Pump flow capacity (Q)


079 08 81-9.0.0b

Fig. 6.04.02: Pump QH curve slope

Maximum available pump delivery pressure The maximum available delivery pressure from the
pump will occur e.g. when a valve in the system is
It is important to evaluate, if the maximum avail- closed, see Fig. 6.04.03.
able delivery pressure from the pump contributes
to exceeding the maximum allowable design pres- The maximum allowable pipe system design pres-
sure in the pipe system. sure must be known in order to make the pressure
rate sizing for equipment and other pipe compo-
nents correctly.

Pump pressure head (H)

Duty point at closed valve

Pump QH curve

Maximum available
delivery pressure

0
0 Pump flow capacity (Q)

079 08 81-9.0.0c

Fig. 6.04.03: Maximum available pump delivery pressure

MAN B&W engines dot 5 and higher 199 04 21-6.1


MAN B&W

Fuel

7
MAN B&W 7.01
Page 1 of 4

Pressurised Fuel Oil System

The system is so arranged that both diesel oil and Fuel considerations
heavy fuel oil can be used, see Fig. 7.01.01.
When the engine is stopped, the circulating
From the service tank the fuel is led to an electri- pump will continue to circulate heated heavy fuel
cally driven supply pump by means of which a through the fuel oil system on the engine, thereby
pressure of approximately 4 bar can be main- keeping the fuel pumps heated and the fuel valves
tained in the low pressure part of the fuel circulat- deaerated. This automatic circulation of preheated
ing system, thus avoiding gasication of the fuel in fuel during engine standstill is the background
the venting box in the temperature ranges applied. for our recommendation: constant operation on
heavy fuel.
The venting box is connected to the service tank
via an automatic deaerating valve, which will re- In addition, if this recommendation was not fol-
lease any gases present, but will retain liquids. lowed, there would be a latent risk of diesel oil and
heavy fuels of marginal quality forming incompat-
From the low pressure part of the fuel system the ible blends during fuel change over or when oper-
fuel oil is led to an electricallydriven circulating ating in areas with restrictions on sulpher content
pump, which pumps the fuel oil through a heater in fuel oil due to exhaust gas emission control.
and a full ow lter situated immediately before
the inlet to the engine. In special circumstances a changeover to diesel
oil may become necessary and this can be per-
The fuel injection is performed by the electroni- formed at any time, even when the engine is not
cally controlled pressure booster located on the running. Such a changeover may become neces-
Hydraulic Cylinder Unit (HCU), one per cylinder, sary if, for instance, the vessel is expected to be
which also contains the actuator for the electronic inactive for a prolonged period with cold engine
exhaust valve activation. e.g. due to:

The Cylinder Control Units (CCU) of the Engine docking


Control System (described in Section 16.01) cal- stop for more than ve days
culate the timing of the fuel injection and the ex- major repairs of the fuel system, etc.
haust valve activation.
The builton overow valves, if any, at the supply
To ensure ample lling of the HCU, the capacity of pumps are to be adjusted to 5 bar, whereas the
the electricallydriven circulating pump is higher external bypass valve is adjusted to 4 bar. The
than the amount of fuel consumed by the diesel pipes between the tanks and the supply pumps
engine. Surplus fuel oil is recirculated from the en- shall have minimum 50% larger passage area than
gine through the venting box. the pipe between the supply pump and the circu-
lating pump.
To ensure a constant fuel pressure to the fuel
injection pumps during all engine loads, a spring If the fuel oil pipe X at inlet to engine is made as
loaded overow valve is inserted in the fuel oil a straight line immediately at the end of the en-
system on the engine. gine, it will be necessary to mount an expansion
joint. If the connection is made as indicated, with
The fuel oil pressure measured on the engine (at a bend immediately at the end of the engine, no
fuel pump level) should be 78 bar, equivalent to a expansion joint is required.
circulating pump pressure of 10 bar.

MAN B&W ME/MEC/ME-B/GI/LGI engines 198 42 282.8


MAN B&W 7.01
Page 2 of 4

Fuel Oil System


Deck

From
centrifuges #)
Drain to
Aut. deaerating valve settling tank
Overflow to
Venting tank
settling tank

High- Ultra-low Distillate


sulphur sulphur fuel oil
F HFO fuel oil
AD AF
Cooling D *)
BD X medium
inlet
No valve in Air cooler D *)
drain pipe Temperature sensor
between
engine Overflow
and tank Distillate fuel valve
Main engine b) TI TI D *)
cooler **) adjusted
Viscosity to 4 bar
a) sensor
a)
To freshwater d *) Cooler for protection
32 mm cooling pump Pre- Circulating Distillate fuel of supply pumps against
heater HFO supply cooler
nom. bore station pumps pumps too warm oil and thus
Full- too low viscosity
To
flow
sludge
filter Steam
tank Cooling
inlet
medium
Condensate inlet
Distillate outlet
overflow
tank
HFO HFO returned to the service or settling tank, distillate fuel
drain tank oil to the ultra-low sulphur fuel or distillate fuel oil tank
overflow
tank

#) Approximately the following quantity of fuel oil should be treated in the centrifuges: 0.23 l/kWh.
The capacity of the centrifuges to be according to manufacturers recommendation.

*) D to have min. 50% bigger passage area than d

**) Cooler can alternatively be placed after lter, before ME inlet

Distillate fuel
Heavy fuel oil
Heated pipe with insulation

a) Tracing fuel oil lines: Max. 150 C


b) Tracing drain lines: By jacket cooling water

The letters refer to the list of Counteranges


078 70 587.3.2

Fig. 7.01.01: Fuel oil system

MAN B&W 98-60 engines, 50MC 199 04 26-5.1


MAN B&W 7.01
Page 3 of 4

Heavy fuel oil tank Leakage oil amount dependencies

This type of tank should be used for any residual Due to tolerances in the fuel pumps, the table
fuel usage. (It can also be used for distillate fuel). gures may vary and are therefore for guidance
The tank must be designed as high as possible only. In fact, the leakage amount relates to the
and equipped with a sloping bottom in order to clearance between plunger and barrel in the third
collect the solid particles settling from the fuel oil. power. Thus, within the drawing tolerances alone,
the table gures can vary quite a lot.
The tank outlet to the supply pumps must be
placed above the slope to prevent solid particles The engine load, however, has little inuence on
to be drawn into the heavy fuel oil supply pumps. the drain amount because the leakage does not
An overow pipe must be installed inside the tank originate from the high-pressure side of the fuel
below the pump outlet pipe to ensure that only pump. For the same reason, the varying leakage
contaminated fuel is pumped back to settling amount does not inuence the injection itself.
tank.
The gures in Table 7.01.02 are based on fuel oil
A possibility of returning the day tank content to with 12 cSt viscosity. In case of distillate fuel oil,
the settling tank must be installed for cases where the gures can be up to 6 times higher due to the
the day tank content have not been used for some lower viscosity.
time.

Fuel oil drains in service and for overhaul


Drain of clean fuel oil from HCU, pumps, pipes
The main purpose of the drain AD is to collect
The HCU Fuel Oil Pressure Booster has a leakage fuel oil from the fuel pumps.
drain of clean fuel oil from the umbrella sealing
through AD to the fuel oil drain tank. The drain oil is led to an overow tank and can be
pumped to the heavy fuel oil (HFO) tank or to the
The drain amount in litres per cylinder per hour is settling tank. In case of ultra low sulphur (ULSFO)
approximately as listed in Table 7.01.02. or distillate fuel oil, the piping should allow the fuel
oil to be pumped to the ultra low sulphur or distil-
This drained clean oil will, of course, inuence the late fuel oil tank.
measured SFOC, but the oil is not wasted, and the
quantity is well within the measuring accuracy of As a safety measure for the crew during mainte-
the owmeters normally used. nance, an overhaul drain from the umbrella leads
clean fuel oil from the umbrella directly to drain
Engine bore, ME/ME-C, ME-B Flow rate, AF and further to the sludge tank. Also washing
(incl. -GI & -LGI versions) litres/cyl./hr. water from the cylinder cover and the baseplate is
98 On request led to drain AF.
95, 90 1.7
80 2.1 The AF drain is provided with a box for giving
alarm in case of leakage in a high pressure pipe.
70, 65 1.5
60 1.2
The size of the sludge tank is determined on the
basis of the draining intervals, the classication
Table 7.01.02: Drain amount from fuel oil pump umbrel- society rules, and on whether it may be vented
la seal, gures for guidance directly to the engine room.

Drains AD, AF and the drain for overhaul are


shown in Fig. 7.03.01.

MAN B&W 98-60 ME/ME-C/ME-B/-GI/-LGI engines 198 76 609.6


MAN B&W 7.01
Page 4 of 4

Drain of contaminated fuel etc. Further information about fuel oil specications
and other fuel considerations is available in our
Leakage oil, in shape of fuel and lubricating oil publications:
contaminated with water, dirt etc. and collected
by the HCU Base Plate top plate (ME only), as well Guidelines for Fuels and Lubes Purchasing
as turbocharger cleaning water etc. is drained off
through the bedplate drains AE. Guidelines for Operation on Fuels with less than
0.1% Sulphur
Drain AE is shown in Fig. 8.07.02.
The publications are available at
www.marine.man.eu Two-Stroke Technical
Heating of fuel drain pipes Papers.

Owing to the relatively high viscosity of the heavy


fuel oil, it is recommended that the drain pipes
and the fuel oil drain tank are heated to min. 50 C,
but max. 100 C.

The drain pipes between engine and tanks can


be heated by the jacket water, as shown in Fig.
7.01.01 Fuel oil system as ange BD. (Flange
BD and the tracing line are not applicable on MC/
MC-C engines type 42 and smaller).

Fuel oil ow velocity and viscosity

For external pipe connections, we prescribe the


following maximum ow velcities:

Marine diesel oil .......................................... 1.0 m/s


Heavy fuel oil ............................................... 0.6 m/s

The fuel viscosity is inuenced by factors such as


emulsication of water into the fuel for reducing
the NOx emission.

Cat nes

Cat nes is a by-product from the catalytic crack-


ing used in fuel distillation. Cat nes is an ex-
tremely hard material, very abrasive and damag-
ing to the engine and fuel equipment. It is recom-
mended always to purchase fuel with as low cat
nes content as possible.

Cat nes can to some extent be removed from the


fuel by means of a good and exible tank design
and by having optimum conditions for the separa-
tor in terms of ow and high temperature.

MAN B&W engines 199 03 55-7.2


MAN B&W 7.02
Page 1 of 1

Fuel Oils

Marine diesel oil: Guiding heavy fuel oil specication

Marine diesel oil ISO 8217, Class DMB Based on our general service experience we have,
British Standard 6843, Class DMB as a supplement to the above mentioned stand-
Similar oils may also be used ards, drawn up the guiding HFO specication
shown below.

Heavy fuel oil (HFO) Heavy fuel oils limited by this specication have,
to the extent of the commercial availability, been
Most commercially available HFO with a viscosity used with satisfactory results on MAN B&W
below 700 cSt at 50 C (7,000 sec. Redwood I at twostroke low speed diesel engines.
100 F) can be used.
The data refers to the fuel as supplied i.e. before
For guidance on purchase, reference is made any on-board cleaning.
to ISO 8217:2012, British Standard 6843 and to
CIMAC recommendations regarding require- Guiding specication (maximum values)
ments for heavy fuel for diesel engines, fourth
Density at 15 C kg/m3 < 1.010*
edition 2003, in which the maximum accept-
able grades are RMH 700 and RMK 700. The Kinematic viscosity
abovementioned ISO and BS standards super- at 100 C cSt < 55
sede BSMA 100 in which the limit was M9.
at 50 C cSt < 700

The data in the above HFO standards and speci- Flash point C > 60
cations refer to fuel as delivered to the ship, i.e. Pour point C < 30
before on-board cleaning. Carbon residue % (m/m) < 20
Ash % (m/m) < 0.15
In order to ensure effective and sufcient clean-
ing of the HFO, i.e. removal of water and solid Total sediment potential % (m/m) < 0.10
contaminants, the fuel oil specic gravity at 15 C Water % (v/v) < 0.5
(60 F) should be below 0.991, unless modern Sulphur % (m/m) < 4.5
types of centrifuges with adequate cleaning abili-
Vanadium mg/kg < 450
ties are used.
Aluminum + Silicon mg/kg <60
Higher densities can be allowed if special treat- Equal to ISO 8217:2010 - RMK 700
ment systems are installed. / CIMAC recommendation No. 21 - K700
* Provided automatic clariers are installed
Current analysis information is not sufcient for
m/m = mass v/v = volume
estimating the combustion properties of the oil.
This means that service results depend on oil
properties which cannot be known beforehand. If heavy fuel oils with analysis data exceeding the
This especially applies to the tendency of the oil above gures are to be used, especially with re-
to form deposits in combustion chambers, gas gard to viscosity and specic gravity, the engine
passages and turbines. It may, therefore, be nec- builder should be contacted for advice regarding
essary to rule out some oils that cause difculties. possible fuel oil system changes.

MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 38 80-4.7


MAN B&W 7.03
Page 1 of 1

Fuel Oil Pipes and Drain Pipes

Cyl.1 Cyl.1
Fuel
Fuel valve valve

High pressure
pipes By-pass valve

PT 8001 I AL
Hydraulic Cyl unit
F PI 8001

Local operating panel


TE 8005 I TI 8005
PI 8001

X LS 8006 AH
AD

ZV 8020 Z

Drain box with


Fuel cut out system leakage alarm AF
Option: Only for Germanischer Lloyd

To sludge tank
Drain for overhaul

Fuel oil leakage

Fuel pump

PT 4112
X

AD
AF

AF

The letters refer to list of Counteranges

The item nos. refer to Guidance values automation 546 95 16-8.1.0b

Fig. 7.03.01: Fuel oil and drain pipes

MAN B&W G95ME-C/-GI, S90ME-C/-GI, 198 91 13-4.1


G80ME-C/-GI, S80ME-C9.4/9.2/8.2/-GI
G70-60ME-C/-GI, S/L70ME-C8.2-GI,
S65-60ME-C8.5-GI
MAN B&W 7.04
Page 1 of 3

Fuel Oil Pipe Insulation

Insulation of fuel oil pipes and fuel oil drain pipes Flanges and valves
should not be carried out until the piping systems
have been subjected to the pressure tests speci- The anges and valves are to be insulated by
ed and approved by the respective classication means of removable pads. Flange and valve pads
society and/or authorities, Fig. 7.04.01. are made of glass cloth, minimum 400 g/m2,
containing mineral wool stuffed to minimum 150
The directions mentioned below include insulation kg/m3.
of hot pipes, anges and valves with a surface
temperature of the complete insulation of maxi- Thickness of the pads to be:
mum 55 C at a room temperature of maximum 38 Fuel oil pipes ................................................ 20 mm
C. As for the choice of material and, if required, Fuel oil pipes and heating pipes together .... 30 mm
approval for the specic purpose, reference is
made to the respective classication society. The pads are to be tted so that they lap over the
pipe insulating material by the pad thickness. At
anged joints, insulating material on pipes should
Fuel oil pipes not be tted closer than corresponding to the
minimum bolt length.
The pipes are to be insulated with 20 mm mineral
wool of minimum 150 kg/m3 and covered with
glass cloth of minimum 400 g/m2. Mounting

Mounting of the insulation is to be carried out in


Fuel oil pipes and heating pipes together accordance with the suppliers instructions.

Two or more pipes can be insulated with 30 mm


wired mats of mineral wool of minimum 150 kg/m3
covered with glass cloth of minimum 400 g/m2.
!!
""
&ORE &UELOILINLET
! #YL "
%
&UNNELAND
8 & PIPEMM
NOTTOBEINSULATED &UELOILDRAIN
"& "8 ! " UMBRELLA
$RAINPIPEFUELOIL
&UELOILOUTLET

!!

&UELOILINLET

(EATINGPIPE

% &UELOILOUTLET

3EENFROMCYLSIDE
(EATINGPIPE
#YL &ORE

!$
!&
"$

178 50 65 0.2
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example from 98-50 MC engine

MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines, 198 40 518.3


Engine Selection Guide
MAN B&W 7.04
Page 2 of 3

Heat Loss in Piping

Temperature difference between pipe and room


C

20

30
s
es

40
kn
ic
th

50
n

60
tio
la

su 70 0
In 8 0
9 0
10 0
12
0
16
0
20

Heat loss watt/meter pipe


Pipe diameter mm
178 50 602.0

Fig. 7.04.02: Heat loss/Pipe cover

MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines, 198 40 518.3


Engine Selection Guide
MAN B&W 7.04
Page 3 of 3

Fuel Oil Pipe Heat Tracing

The steam tracing of the fuel oil pipes is intended 2. When the circulation pump is stopped with
to operate in two situations: heavy fuel oil in the piping and the pipes have
cooled down to engine room temperature, as
1. When the circulation pump is running, there it is not possible to pump the heavy fuel oil.
will be a temperature loss in the piping, see In this situation the fuel oil must be heated to
Fig. 7.04.02. This loss is very small, therefore pumping temperature of about 50 C.
tracing in this situation is only necessary with
very long fuel supply lines. To heat the pipe to pumping level we recom-
mend to use 100 watt leaking/meter pipe.

&RESHCOOLING
,
#YL WATEROUTLET

&UELVALVE

3HOCKABSORBER $RAINCYLFRAME

3EEDRAWING
&UELPUMP
&UELOILPIPESINSULATION

&
"8

!&
!$
"$
8
"&

The letters refer to list of Counteranges


178 50 625.0

Fig. 7.04.03: Fuel oil pipe heat tracing

Plate thickness 0.5 mm


Fuel Oil and Lubricating Oil Pipe Spray Shields

Metal flange cover

To fulll IMO regulations, fuel and oil pipe assem-


blies are to be secured by spray shields.

The shields can be made either by a metal ange Fig. 7.04.04a: Metal ange cover and clamping band
cover according to IMO MSC/Circ.647 or anti-
splashing tape wrapped according to makers in-
struction for Class approval, see examples shown
in Fig. 7.04.04a and b.

To ensure tightness, the spray shields are to be Anti-splashing tape

applied after pressure test of the pipe system.


Fig. 7.04.04b: Anti-splashing tape (FN tape)
176 94 23-4.4.2

MAN B&W 98-60 engines, S50MC 198 67 68-4.4


Engine Selection Guides
MAN B&W 7.05
Page 1 of 4

Components for Fuel Oil System

Fuel oil centrifuges If it is decided after all to install an individual puri-


er for MDO on board, the capacity should be
The manual cleaning type of centrifuges are based on the above recommendation, or it should
not to be recommended. Centrifuges must be be a centrifuge of the same size as that for HFO.
selfcleaning, either with total discharge or with
partial discharge. The Specied MCR can be used to determine the
capacity. The centrifuge capacity must always be
Distinction must be made between installations for: higher than the calculated capacity. It is recom-
Specic gravities < 0.991 (corresponding to ISO mended to follow the CIMAC Recommendation:
8217: RMA-RMD grades and British Standard
6843 from RMA to RMH, and CIMAC from A to Recommendations concerning the design of
Hgrades) heavy fuel treatment plants for diesel engines.
Specic gravities > 0.991 (corresponding to ISO
8217: RME-RMK grades and CIMAC Kgrades).
Fuel oil supply pump
For the latter specic gravities, the manufacturers
have developed special types of centrifuges, e.g.: This is to be of the screw or gear wheel type.

Alfa Laval ........................................................Alcap Fuel oil viscosity, specied.... up to 700 cSt at 50 C


Westfalia ....................................................... Unitrol Fuel oil viscosity maximum ......................1,000 cSt
Mitsubishi .............................................. EHidens II Pump head ......................................................4 bar
Fuel oil ow ........................ see List of Capacities
The centrifuge should be able to treat approxi- Delivery pressure ............................................4 bar
mately the following quantity of oil: Working temperature ................................... 100 C
Minimum temperature .................................... 50 C
0.23 litres/kWh in relation to CFR
(certied ow rate) The capacity stated in List of Capacities is to be ful-
lled with a tolerance of: 0% to +15% and shall also
This gure includes a margin for: be able to cover the backushing, see Fuel oil lter.
Water content in fuel oil
Possible sludge, ash and other impurities in the
fuel oil Fuel oil circulating pump
Increased fuel oil consumption, in connection
with other conditions than ISO standard condition This is to be of the screw or gear wheel type.
Purier service for cleaning and maintenance.
Fuel oil viscosity, specied.... up to 700 cSt at 50 C
Fuel oil viscosity normal ................................20 cSt
CFR according to CEN, CWA 15375 Fuel oil viscosity maximum ......................1,000 cSt
Fuel oil ow ........................ see List of Capacities
The size of the centrifuge has to be chosen ac- Pump head ......................................................6 bar
cording to the suppliers table valid for the selected Delivery pressure .......................................... 10 bar
viscosity of the Heavy Fuel Oil and in compliance Working temperature ................................... 150 C
with CFR or similar. Normally, two centrifuges are in-
stalled for Heavy Fuel Oil (HFO), each with adequate The capacity stated in List of Capacities is to be ful-
capacity to comply with the above recommendation. lled with a tolerance of: 0% to +15% and shall also
be able to cover the backushing, see Fuel oil lter.
A centrifuge for Marine Diesel Oil (MDO) is not a
must. However, MAN Diesel & Turbo recommends Pump head is based on a total pressure drop in
that at least one of the HFO puriers can also lter and preheater of maximum 1.5 bar.
treat MDO.

MAN B&W MC/MC-C, ME/MEC/ME-B/GI/-LGI engines 198 39 512.9


MAN B&W 7.05
Page 2 of 4

Fuel oil heater Fuel oil viscosity specied .. up to 700 cSt at 50 C


Fuel oil ow .................................... see capacity of
The heater is to be of the tube or plate heat ex- fuel oil circulating pump
changer type. Heat dissipation ................. see List of Capacities
Pressure drop on fuel oil side ........maximum 1 bar
The required heating temperature for different oil Working pressure .......................................... 10 bar
viscosities will appear from the Fuel oil heating Fuel oil outlet temperature ........................... 150 C
chart, Fig. 7.05.01. The chart is based on informa- Steam supply, saturated ..........................7 bar abs
tion from oil suppliers regarding typical marine
fuels with viscosity index 7080. To maintain a correct and constant viscosity of
the fuel oil at the inlet to the main engine, the
Since the viscosity after the heater is the con- steam supply shall be automatically controlled,
trolled parameter, the heating temperature may usually based on a pneumatic or an electrically
vary, depending on the viscosity and viscosity controlled system.
index of the fuel.

Recommended viscosity meter setting is 1015 cSt.

Approximate viscosity
after heater
Temperature cSt. sec.
after heater Rw.
C
7 43

170
Normal heating limit 10 52
160
12 59
150
15 69
140
20 87
130

120
30 125
110

100

90

80

70

60
Approximate pumping limit
50

40

30
10 15 25 35 45 55 cST/100 C
30 60 100 180 380 600 cST/50 C
200 400 800 1500 3500 6000 sec.Rw/100 F

178 06 280.1

Fig. 7.05.01: Fuel oil heating chart

MAN B&W MC/MC-C, ME/MEC/ME-B/GI/-LGI engines 198 39 512.9


MAN B&W 7.05
Page 3 of 4

Fuel oil lter Fuel oil venting box

The lter can be of the manually cleaned duplex The design of the Fuel oil venting box is shown in
type or an automatic lter with a manually cleaned Fig. 7.05.02. The size is chosen according to the
bypass lter. maximum ow of the fuel oil circulation pump,
which is listed in section 6.03.
If a double lter (duplex) is installed, it should
6ENTPIPE
have sufcient capacity to allow the specied full NOMINAL$
amount of oil to ow through each side of the lter
at a given working temperature with a max. 0.3
#ONE
bar pressure drop across the lter (clean lter).

(


If a lter with backushing arrangement is


installed, the following should be noted. The re-


quired oil ow specied 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 4OPOFFUELOIL
SERVICETANK
by the amount of oil used for the backushing, so (
)NLETPIPE
that the fuel oil pressure at the inlet to the main en- ( NOMINAL$

gine can be maintained during cleaning.

(
In those cases where an automatically cleaned
lter is installed, it should be noted that in order
to activate the cleaning process, certain makers of 0IPE
NOMINAL$
lters require a greater oil pressure at the inlet to
the lter than the pump pressure specied. There-
(

fore, the pump capacity should be adequate for


/UTLETPIPE
this purpose, too. NOMINAL$

178 38 393.3
The fuel oil lter should be based on heavy fuel oil
of: 130 cSt at 80 C = 700 cSt at 50 C = 7000 sec Flow m3/h Dimensions in mm
Redwood I/100 F. Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
1.3 150 32 15 100 600 171.3 1,000 550
Fuel oil ow ......................... see List of capacities 2.1 150 40 15 100 600 171.3 1,000 550
Working pressure .......................................... 10 bar 5.0 200 65 15 100 600 171.3 1,000 550
Test pressure ...................... according to class rule 8.4 400 80 15 150 1,200 333.5 1,800 1,100
11.5 400 90 15 150 1,200 333.5 1,800 1,100
Absolute neness .......................................... 50 m
19.5 400 125 15 150 1,200 333.5 1,800 1,100
Working temperature .................. maximum 150 C
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Oil viscosity at working temperature ............15 cSt 43.0 500 200 15 150 1,500 402.4 2,150 1,350
Pressure drop at clean lter ........maximum 0.3 bar * The maximum ow of the fuel oil circulation pump
Filter to be cleaned at a pressure
drop of ........................................maximum 0.5 bar Fig. 07.05.02: Fuel oil venting box

Note: Flushing of the fuel oil system


Absolute neness corresponds to a nominal ne-
ness of approximately 35 m at a retaining rate of Before starting the engine for the rst time, the
90%. system on board has to be ushed in accordance
with MAN Diesel & Turbos recommendations:
The lter housing shall be tted with a steam jack-
et for heat tracing. Flushing of Fuel Oil System

which is available on request.

MAN B&W MC/MC-C, ME/MEC/ME-B/GI/-LGI engines 198 39 512.9


MAN B&W 7.05
Page 4 of 4

Cooling of Distillate Fuels

The external fuel systems (supply and circulat- Impact of fuel viscosity on engine operation
ing systems) have a varying effect on the heating
of the fuel and, thereby, the viscosity of the fuel Many factors inuence the actually required mini-
when it reaches the engine inlet. mum viscosity tolerance during start-up and low-
load operation:
Today, external fuel systems on-board are often
designed to have an optimum operation on HFO, engine condition and maintenance
which means that the temperature is kept high. fuel pump wear
engine adjustment (mainly starting index)
For low-viscosity distillate fuels like marine diesel actual fuel temperature in the fuel system.
oil (MDO) and marine gas oil (MGO), however, the
temperature must be kept as low as possible in Although achievable, it is difcult to optimise all
order to ensure a suitable viscosity at engine inlet. of these factors at the same time. This situation
complicates operation on fuels in the lowest end
of the viscosity range.
Fuel oil viscosity at engine inlet

The recommended fuel viscosity range for MAN Fuel oil cooler
B&W two-stroke engines at engine inlet is listed in
Table 7.05.03. To build in some margin for safe and reliable op-
eration and to maintain the required viscosity at
The lower fuel viscosity limit is 2 cSt engine inlet, installation of a cooler will be neces-
sary as shown in Fig. 7.01.01.
However, 3 cSt or higher is preferable as this will
minimise the risk of having problems caused by
wear for instance. Fuel oil chiller for extreme conditions

For low-viscosity fuel grades, care must be taken For the very low viscosity distillates, and/or for
not to heat the fuel too much and thereby reduce situations when a higher minimum viscosity is
the viscosity. required, a normal freshwater or seawater cooled
cooler may not be enough to cool the fuel suf-
ciently.
Range Fuel viscosity at engine inlet, cSt
Minimum 2 In such cases, installation of a chiller is a possi-
Normal, distillate 3 or higher bility. This solution is rarely used, however.
Normal, HFO 10-15
Maximum 20
Viscosity requirements of fuel pumps etc.
Table 7.05.03: Recommended fuel viscosity at engine inlet
The fuel viscosity does not only affect the engine.
In fact, most pumps in the external system (supply
Information about temperature viscosity relation- pumps, circulating pumps, transfer pumps and
ship of marine fuels is available in our publication: feed pumps for the centrifuge) also need viscosi-
ties above 2 cSt to function properly.
Guidelines for Operation on Fuels with less than
0.1% Sulphur, SL2014-593 MAN Diesel & Turbo recommends contacting the
actual pump maker for advice.
The publication is available at www.marine.man.eu
Two-Stroke Service Letters.

MAN B&W MC/MC-C, ME/MEC/ME-B/GI/-LGI engines 198 39 512.9


MAN B&W

Lubricating Oil

8
MAN B&W 8.01
Page 1 of 2

Lubricating and Cooling Oil System

The lubricating oil is pumped from a bottom tank has a drain arrangement so that oil condensed in
by means of the main lubricating oil pump to the the pipe can be led to a drain tank, see details in
lubricating oil cooler, a thermostatic valve and, Fig. 8.07.01.
through a fullow lter, to the engine inlet RU,
Fig. 8.01.01. Drains from the engine bedplate AE are tted on
both sides, see Fig. 8.07.02 Bedplate drain pipes.
RU lubricates main bearings, thrust bearing, axial
vibration damper, piston cooling, crosshead For external pipe connections, we prescribe a
bearings, crankpin bearings. It also supplies oil maximum oil velocity of 1.8 m/s.
to the Hydraulic Power Supply unit and to moment
compensator and torsional vibration damper.
Lubrication of turbochargers
From the engine, the oil collects in the oil pan,
from where it is drained off to the bottom tank, Turbochargers with slide bearings are normally
see Fig. 8.06.01a and b Lubricating oil tank, with lubricated from the main engine system. AB is
cofferdam. By class demand, a cofferdam must outlet from the turbocharger, see Figs. 8.03.01
be placed underneath the lubricating oil tank. to 8.03.04.

The engine crankcase is vented through AR by a Figs. 8.03.01 to 8.03.04 show the lube oil pipe
pipe which extends directly to the deck. This pipe arrangements for various turbocharger makes.

Deck
For detail of drain cowl,
Filling pipe see Fig. 8.07.01
For flow rates and capacities
for main engine, see List of Engine To drain tank
Pipe size,
capacities for actual engine type oil
see table
8.01.02

Min. 15
Full-flow filter,
see Section 8.05 E
Venting for
Lubricating oil inlet turbocharger/s

AR AB Drain pipe from


TI TI TI PI PI
turbocharger/s
RU
005
Pipe size,
Feeler 45 C see table 8.01.02
Lub. oil
RW
cooler
S S
C/D C/D

For initial filling of pumps


Servo oil back-flushing, Lubricating oil bottom
25 mm valve to be located on underside see Section 8.08 tank,for arrangement of
of horizontal pipe piece oil drain, see Fig.8.06.01
25 mm. hose connection for cleaning of To and from purifiers
lubriceting oil system
Bypass valve may be omitted in cases
where the pumps have a built in bypass

Lubricating oil pumps, see Section 8.05

The letters refer to list of Counteranges


* Venting for MAN or Mitsubishi turbochargers only
079 27 214.8.1

Fig. 8.01.01 Lubricating and cooling oil system

MAN B&W ME/MEC/GI/LGI engines 198 42 304.7


MAN B&W 8.01
Page 2 of 2

Turbocharger venting and drain pipes

MAN Mitsubishi (MHI)


Venting pipe Drain Venting pipe Drain
No. of No. of
Type Each TC Collect TC Pipe from TC Type Each TC Collect TC Pipe from TC
TC TC
DN DN DN DN DN DN
TCR22 1 50 50 65 1 40 40 65
MET33
1 65 65 65 2 40 80 90
TCA44
2 65 100 100 1 50 50 80
MET42
1 65 65 65 2 50 65 125
TCA55
2 65 100 100 1 65 65 90
1 80 80 80 MET53 2 65 80 125
TCA66
2 80 125 125 3 65 100 150
1 100 100 100 1 80 80 100
TCA77
2 100 125 125 2 80 100 150
1 125 125 125 MET66
3 80 125 175
2 125 150 150 4 80 150 225
TCA88
3 125 200 200 1 80 80 125
4 125 250 250 2 80 100 175
MET71
3 80 125 225
ABB 4 80 150 300
1 100 100 125
Venting pipe Drain
No. of 2 100 125 175
Type Each TC Collect TC Pipe from TC MET83
TC 3 100 150 225
DN DN DN
4 100 175 300
A165-L 1 60 65 65
A265-L 1 100 100 125
2 60 80 80
2 100 125 175
A170-L 1 65 65 65 MET90
A270-L 3 100 150 225
2 65 90 90
1 65 65 65 4 100 175 300
A175-L
2 65 100 100
A275-L
3 65 125 125
1 80 80 80 For size of turbocharger inlet pipe see List of capacities
A180-L
2 80 100 100
A280-L * ) PreIiminary
3 80 125 125
1 80 80 80
A185-L 2 80 125 125 079 27 21-4.8.1
A285-L 3 80 150 150
4 80 150 150
1 80 80 80
A190-L 2 80 125 125
A290-L 3 80 150 150
4 80 175 175
1 80 90 90
A195-L
2 80 125 125
A295-L
3 80 150 150
*)
4 80 175 175

Table. 8.01.02: Turbocharger venting and drain pipes

MAN B&W ME/ME-C/ME-B/-GI/-LGI engines 199 03 67-7.1


MAN B&W 8.02
Page 1 of 2

Hydraulic Power Supply Unit

Hydraulic power for the ME hydraulic-mechanical With electrically driven pumps, the HPS unit dif-
system for activation of the fuel injection and the fers in having a total of three pumps which serve
exhaust valve is supplied by the Hydraulic Power as combined main and start-up pumps.
Supply (HPS) unit.
The HPS unit is mounted on the engine no matter
As hydraulic medium, normal lubricating oil is how its pumps are driven.
used, as standard taken from the engines main
lubricating oil system and ltered in the HPS unit.
HPS unit types

HPS connection to lubrication oil system Altogether, three HPS congurations are available:

Internally on the engine, the system oil inlet RU is STANDARD mechanically driven HPS, EoD: 4 40
connected to the HPS unit which supplies the hy- 160, with mechanically driven main pumps and
draulic oil to the Hydraulic Cylinder Units (HCUs). start-up pumps with capacity sufcient to de-
See Figs. 16.01.02a and 16.01.02b. liver the start-up pressure only. The engine can-
not run with all engine driven main pumps out of
RW is the oil outlet from the automatic backush- operation, whereas 66% engine load is available
ing lter. in case one main pump is out

The hydraulic oil is supplied to the Hydraulic Cyl- COMBINED mechanically driven HPS unit, EoD:
inder Units (HCU) located at each cylinder, where 4 40 167 with electrically driven start-up pumps
it is diverted to the electronic Fuel Injection sys- with back-up capacity. In this case, at least 15%
tem, and to the electronic exhaust Valve Activation engine power is available as back-up power if all
(FIVA) system, which perform the fuel injection engine driven pumps are out
and opens the exhaust valve. The exhaust valve is
closed by the conventional air spring. electrically driven HPS, EoD: 4 40 161, with 66%
engine load available in case one pump is out.
The electronic signals to the FIVA valves are given
by the Engine Control System, see Chapter 16, The electric power consumption of the electrically
Engine Control System (ECS). driven pumps should be taken into consideration
in the specication of the auxilliary machinery ca-
pacity.
HPS congurations

The HPS pumps are driven either mechanically


by the engine (via a step-up gear from the crank-
shaft) or electrically.

With mechanically driven pumps, the HPS unit


consists of:

an automatic and a redundant lter


three to ve engine driven main pumps
two electrically driven start-up pumps
a safety and accumulator block

as shown in Fig. 8.02.01.

MAN B&W 98-60ME/ME-C/-GI engines 198 42 31-6.3


MAN B&W

Connected to cylinder frame


or framebox

To hydraulic LS 1234 AH TI 8113


TI 8106 cylinder unit

MAN B&W 70-60ME-C/-GI engines


FS 8114 AL Y TE 8113 I AH Y
TE 8106 I AH Y
Crosshead bearings & piston Main bearings
TS 8107 Z
Hydraulic oil

Aft Fore
Hydraulic Power Supply unit

Safety and accumulator block


System oil outlet, S

Engine driven Electrically driven To 2nd order moment compensator


pumps pumps (fore end if applied)

To chain drive Axial vibration damper


(if applied)
WT 8812
PI 8108
M M
WT 8812 I AH Y
PI 8108 LOP

PT 8108 I AL Y

TE 8112 I AH PS 8109 Z
Filter unit
XS 8150 AH *

TI 8112 XS 8151 AH *

Fig. 8.02.01: Engine driven hydraulic power supply unit and lubricating oil pipes
XS 8152 A *
Back-flushing oil

Main filter RW * According to DUN 23.2007


Redundance filter

LS 1235 AH
Hydraulic Power Supply Unit, Engine Driven, and Lubricating Oil Pipes

The letters refer to list of Counteranges

RU Lube oil to turbocharger


The item no. refer to Guidance Values Automation
The piping is delivered with and tted onto the engine

198 83 49-0.3
178 48 134.6b
8.02
Page 2 of 2
MAN B&W 8.03
Page 1 of 1

Lubricating Oil Pipes for Turbochargers

From system oil From system oil

PI 8103
E
E

MAN TCA PI 8103


turbocharger

PT 8103 I AL MET turbocharger


TI 8117 TI 8117

TE 8117 I AH Y TE 8117 I AH Y

AB AB

121 14 96-6.2.0 126 40 87-1.3.0

Fig. 8.03.01: MAN turbocharger type TCA Fig. 8.03.02: Mitsubishi turbocharger type MET

From system oil

PT 8103 I AL

PI 8103

ABB A-L
turbocharger

TI 8117

TE 8117 I AH Y

AB

524 26 81-4.2.0

Fig. 8.03.03: ABB turbocharger type A-L

MAN B&W MC/MCC, ME/MEC/ME-B/GI/-LGI engines, 198 42 328.6


Engine Selection Guide
MAN B&W 8.04
Page 1 of 1

Lubricating Oil Consumption, Centrifuges and List of Lubricating Oils

Lubricating oil consumption List of lubricating oils

The system oil consumption varies for different The circulating oil (lubricating and cooling oil)
engine sizes and operational patterns. Typical must be of the rust and oxidation inhibited type of
consumptions are in the range from oil of SAE 30 viscosity grade.

negligible to 0.1 g/kWh In short, MAN Diesel and Turbo recommends the
use of system oils with the following main proper-
subject to load, maintenance condition and in- ties:
stalled equipment like PTO.
SAE 30 viscosity grade
BN level 5 - 10
Lubricating oil centrifuges adequately corrosion and oxidation inhibited
adequate detergengy and dispersancy.
Automatic centrifuges are to be used, either with
total discharge or partial discharge. The adequate dispersion and detergent proper-
ties are in order to keep the crankcase and piston
The nominal capacity of the centrifuge is to be cooling spaces clean of deposits.
according to the suppliers recommendation for
lubricating oil, based on the gure: Alkaline circulating oils are generally superior in
this respect.
0.136 litre/kWh
The major international system oil brands listed
The Nominal MCR is used as the total installed below have been tested in service with acceptable
power. results.

Further information about lubricating oil qualities Circulating oil


is available in our publication: Company SAE 30, BN 5  10
Aegean Alfasys 305
Guidelines for Fuels and Lubes Purchasing Castrol CDX 30
Chevron Veritas 800 Marine 30
The publication is available at www.marine.man.eu ExxonMobil Mobilgard 300
Two-Stroke Technical Papers. Gulf Oil Marine GulfSea Superbear 3006
Indian Oil Corp. Servo Marine 0530
Recommendations regarding engine lubrication JX Nippon Oil & Energy Marine S30
is available in MAN Diesel & Turbos most current Lukoil Navigo 6 SO
Service Letters on this subject.
Shell Melina S 30
Sinopec System Oil 3005
The Service Letters are available at www.marine.
Total Atlanta Marine D3005
man.eu Two-Stroke Service Letters.

Do not consider the list complete, as oils from


other companies can be equally suitable. Fur-
ther information can be obtained from the engine
builder or MAN Diesel & Turbo, Copenhagen.

MAN B&W engines, 198 38 865.12


Engine Selection Guide
MAN B&W 8.05
Page 1 of 5

Components for Lubricating Oil System

Lubricating oil pump Lubricating oil cooler

The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specied...75 cSt at 50 C of titanium, unless freshwater is used in a central
Lubricating oil viscosity........... maximum 400 cSt * cooling water system.
Lubricating oil ow .............. see List of capacities
Design pump head .......................................4.5 bar Lubricating oil viscosity, specied...75 cSt at 50 C
Delivery pressure .........................................4.5 bar Lubricating oil ow .............. see List of capacities
Max. working temperature ............................. 70 C Heat dissipation .................. see List of capacities
Lubricating oil temperature, outlet cooler ...... 45 C
* 400 cSt is specied, as it is normal practice when Working pressure on oil side........................4.5 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side ............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water ow............... see List of capacities
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater ......................................................... 32 C
The ow capacity must be within a range from freshwater....................................................... 36 C
100 to 112% of the capacity stated. Pressure drop on water side .......maximum 0.2 bar

The pump head is based on a total pressure drop The lubricating oil ow capacity must be within a
across cooler and lter of maximum 1 bar. range from 100 to 112% of the capacity stated.

Referring to Fig. 8.01.01, the bypass valve shown The cooling water ow capacity must be within a
between the main lubricating oil pumps may be range from 100 to 110% of the capacity stated.
omitted in cases where the pumps have a builtin
bypass or if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position 005 to prevent lower than 10 C.
an excessive oil level in the oil pan if the centrifugal
pump is supplying too much oil to the engine. The pressure drop may be larger, depending on
the actual cooler design.
During trials, the valve should be adjusted by
means of a device which permits the valve to be
closed only to the extent that the minimum ow Lubricating oil temperature control valve
area through the valve gives the specied lubri-
cating oil pressure at the inlet to the engine at full The temperature control system can, by means of
normal load conditions. It should be possible to a threeway valve unit, bypass the cooler totally
fully open the valve, e.g. when starting the engine or partly.
with cold oil.
Lubricating oil viscosity, specied ....75 cSt at 50 C
It is recommended to install a 25 mm valve (pos. Lubricating oil ow .............. see List of capacities
006), with a hose connection after the main lubri- Temperature range, inlet to engine .........40  47 C
cating oil pumps, for checking the cleanliness of
the lubricating oil system during the ushing pro-
cedure. The valve is to be located on the under-
side of a horizontal pipe just after the discharge
from the lubricating oil pumps.

MAN B&W S80MC-C, S80ME-C, S80ME-C8/9-GI, 198 42 389.4


K80MC-C6, K80ME-C6/9, G70ME-C9/-GI, G60ME-C9/-GI
MAN B&W 8.05
Page 2 of 5

Lubricating oil full ow lter

Lubricating oil ow .............. see List of capacities If a lter with a backushing arrangement is in-
Working pressure .........................................4.5 bar stalled, the following should be noted:
Test pressure .....................according to class rules
Absolute neness .........................................50 m* The required oil ow, specied in the List of
Working temperature ............. approximately 45 C capacities, should be increased by the amount
Oil viscosity at working temp. ............. 90  100 cSt of oil used for the backushing, so that the
Pressure drop with clean lter ....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop .......................maximum 0.5 bar
If an automatically cleaned lter is installed, it
* The absolute neness corresponds to a nominal should be noted that in order to activate the
neness of approximately 35 m at a retaining cleaning process, certain makes of lter require
rate of 90%. a higher oil pressure at the inlet to the lter than
the pump pressure specied. Therefore, the
The ow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.

The fullow lter should be located as close as


possible to the main engine.

If a double lter (duplex) is installed, it should


have sufcient capacity to allow the specied full
amount of oil to ow through each side of the lter
at a given working temperature with a pressure
drop across the lter of maximum 0.2 bar (clean
lter).

MAN B&W S80MC-C, S80ME-C, S80ME-C8/9-GI, 198 42 389.4


K80MC-C6, K80ME-C6/9, G70ME-C9/-GI, G60ME-C9/-GI
MAN B&W 8.05
Page 3 of 5

Flushing of lubricating oil components and Both ends of all pipes must be closed/sealed
piping system at the shipyard during transport.

During installation of the lubricating oil system Before nal installation, carefully check the in-
for the main engine, it is important to minimise or side of the pipes for rust and other kinds of for-
eliminate foreign particles in the system. This is eign particles.
done as a nal step onboard the vessel by ush-
ing the lubricating oil components and piping Never leave a pipe end uncovered during as-
system of the MAN B&W main engine types ME/ sembly.
ME-C/ME-B/-GI before starting the engine.
Bunkering and lling the system
At the shipyard, the following main points should Tanks must be cleaned manually and inspected
be observed during handling and ushing of the before lling with oil.
lubricating oil components and piping system:
When lling the oil system, MAN Diesel & Turbo
Before and during installation recommends that new oil is bunkered through 6
Components delivered from subsuppliers, such m ne lters, or that a purier system is used.
as pumps, coolers and lters, are expected to New oil is normally delivered with a cleanliness
be clean and rust protected. However, these level of XX/23/19 according to ISO 4406 and,
must be spot-checked before being connected therefore, requires further cleaning to meet our
to the piping system. specication.

All piping must be nished in the workshop Flushing the piping with engine bypass
before mounting onboard, i.e. all internal welds When ushing the system, the rst step is to by-
must be ground and piping must be acid-treat- pass the main engine oil system. Through tem-
ed followed by neutralisation, cleaned and cor- porary piping and/or hosing, the oil is circulated
rosion protected. through the vessels system and directly back to
the main engine oil sump tank.

610 m
Autofilter

Filter unit

Cooler
Back flush Pumps

Tank sump

Purifier

6 m Filter unit

Temporary hosing/piping

178 61 99-7.0

Fig. 8.05.01: Lubricating oil system with temporary hosing/piping for ushing at the shipyard

MAN B&W ME/ME-C/ME-B/-GI engines 198 80 26-6.0


MAN B&W 8.05
Page 4 of 5

If the system has been out of operation, un- Flushing the engine oil system
used for a long time, it may be necessary to The second step of ushing the system is to
spot-check for signs of corrosion in the system. ush the complete engine oil system. The pro-
Remove end covers, bends, etc., and inspect cedure depends on the engine type and the
accordingly. condition in which the engine is delivered from
the engine builder. For detailed information we
It is important during ushing to keep the oil recommend contacting the engine builder or
warm, approx 60 C, and the ow of oil as high MAN Diesel & Turbo.
as possible. For that reason it may be necessary
to run two pumps at the same time. Inspection and recording in operation
Inspect the lters before and after the sea trial.
Filtering and removing impurities
In order to remove dirt and impurities from the During operation of the oil system, check the
oil, it is essential to run the purier system dur- performance and behaviour of all lters, and
ing the complete ushing period and/or use a note down any abnormal condition. Take im-
bypass unit with a 6 m ne lter and sump-to- mediate action if any abnormal condition is ob-
sump ltration, see Fig. 8.05.01. served. For instance, if high differential pressure
occurs at short intervals, or in case of abnormal
Furthermore, it is recommended to reduce the back ushing, check the lters and take appro-
lter mesh size of the main lter unit to 10-25 m priate action.
(to be changed again after sea trial) and use the
6 m ne lter already installed in the auto-lter Further information and recommendations regard-
for this temporary installation, see Fig. 8.05.01. ing ushing, the specied cleanliness level and
This can lead to a reduction of the ushing time. how to measure it, and how to use the NAS 1638
oil cleanliness code as an alternative to ISO 4406,
The ushing time depends on the system type, are available from MAN Diesel & Turbo.
the condition of the piping and the experience of
the yard. (15 to 26 hours should be expected).

Cleanliness level, measuring kit and ushing log


MAN Diesel & Turbo species ISO 4406
XX/16/13 as accepted cleanliness level for the
ME/ME-C/ME-B/-GI hydraulic oil system, and
ISO 4406 XX/19/15 for the remaining part of the
lubricating oil system.

The amount of contamination contained in sys-


tem samples can be estimated by means of the
Pall Fluid Contamination Comparator combined
with the Portable Analysis Kit, HPCA-Kit-0,
which is used by MAN Diesel & Turbo. This kit
and the Comparator included is supplied by Pall
Corporation, USA, www.pall.com

It is important to record the ushing condition


in statements to all inspectors involved. The
MAN Diesel & Turbo Flushing Log form, which is
available on request, or a similar form is recom-
mended for this purpose.

MAN B&W ME/ME-C/ME-B/-GI engines 198 80 26-6.0


MAN B&W 8.05
Page 5 of 5

Lubricating oil outlet

A protecting ring position 14 is to be installed if


required, by class rules, and is placed loose on
the tanktop and guided by the hole in the ange.

In the vertical direction it is secured by means of


screw position 4, in order to prevent wear of the
rubber plate.

%NGINEBUILDERSSUPPLY

  

/ILANDTEMPERATURERESISTANT
RUBBERLAYERS YARDSSUPPLY

178 07 416.1

Fig. 8.05.02: Lubricating oil outlet

MAN B&W 98-50MC/MCC/ME/ME-C/ME-B/-GI, 198 70 344.1


G45ME-B, S40MC-C/ME-B
MAN B&W 8.06
Page 1 of 2

Lubricating Oil Tank

Cyl. 6

A-A

Cyl. 1
A B

Oil level with Qm 3 oil Lub. oil


in bottom tank and pump suction
with pumps stopped

D0
OL

L
D3 D3
A B

H2 H1
H3
Outlet from engine, 400 mm,
having it's bottom edge
below the oil level (to obtain
gas seal between crankcase W D1
and bottom tank)

B-B
125 mm air pipe

Lub. oil pump suction 5 cyl.


125 mm air pipe
5 2 Cylinder No.
Oil outlet from turbocharger.

1,550*
See list of Counterflanges * Based on 50 mm
thickness of epoxy
740 supporting chocks

6 cyl.
H0

5 2 Cylinder No. Min. height according


to class requirement

3,060

7 cyl.

7 5 2 Cylinder No.

8 cyl.

8 5 2 Cylinder No.

079 13 60-1.1.0

Fig. 8.06.01a: Lubricating oil tank, with cofferdam

MAN B&W G60ME-C9.2/-GI 198 84 84-2.2


MAN B&W 8.06
Page 2 of 2

Note: If the system outside the engine is so designed


When calculating the tank heights, allowance has that an amount of the lubricating oil is drained
not been made for the possibility that a quantity of back to the tank, when the pumps are stopped,
oil in the lubricating oil system outside the engine the height of the bottom tank indicated in Table
may be returned to the bottom tank, when the 8.06.01b has to be increased to include this quan-
pumps are stopped. tity.

Cylinder Drain at
D0 D1 D3 H0 H1 H2 H3 W L OL Qm3
No. cyl. No.
5 25 250 2375 2175 950 375 75 400 500 7,200 850 18.7
6 25 275 2425 2200 1,015 425 85 400 500 8,000 915 22.4
7 257 275 2425 2200 1,050 425 85 400 500 8,800 950 25.6
8 258 300 2450 2225 1,120 450 90 400 600 10,400 1,020 32.5

Table 8.06.01b: Lubricating oil tank, with cofferdam

If space is limited, however, other solutions are Lubricating oil tank operating conditions
possible. Minimum lubricating oil bottom tank vol-
ume (m3) is: The lubricating oil bottom tank complies with the
rules of the classication societies by operation
5 cyl. 6 cyl. 7 cyl. 8 cyl. under the following conditions:
14.7 17.7 20.5 23.8
Angle of inclination, degrees
Athwartships Fore and aft
Static Dynamic Static Dynamic
15 22.5 5 7.5

MAN B&W G60ME-C9.2/-GI 198 84 84-2.2


MAN B&W 8.07
Page 1 of 3

Crankcase Venting

D2 D1

Roof
Drain cowl

Inside diam. of
drain pipe: 10mm.

Hole diameter: 55 mm
Venting of crankcase inside To be equipped with flame
D3 diam. of pipe: 50 mm screen if required by local
legislation, class rules or
if the pipe length is less
min. 15 than 20 metres

Drain
cowl
AR

Inside diam. of Drain cowl


drain pipe: 10mm. to be placed as
close as possible
to the engine.

To drain tank.

Main engine with


turbocharger located
on exhaust side

079 61 005.4.0c

The venting pipe has to be equipped with a drain cowl as shown in detail D2 and D3.
Note that only one of the above solutions should be chosen.

Fig. 8.07.01: Crankcase venting

MAN B&W 70-60MEC/ME-B/-GI/-LGI 198 42 61-5.8


MAN B&W 8.07
Page 2 of 3

Bedplate Drain Pipes

Cyl. 1 Drain, turbocharger cleaning


AE

Start-up /
Back-up
pumps

Hydraulic power
supply unit
Drain, cylinder frame
Fore

Hydraulic Cylinder Unit


LS 4112 AH
Hydraulic
oil filter LS 1235 AH

AE

121 15 35-1.3.1

Fig. 8.07.02: Bedplate drain pipes, aft-mounted HPS

MAN B&W 70-60MEC/ME-B/-GI/-LGI 198 42 61-5.8


MAN B&W 8.07
Page 2 of 3

Bedplate Drain Pipes

Cyl. 1 Drain, turbocharger cleaning


AE

Start-up /
Back-up
pumps

Hydraulic power
supply unit
Drain, cylinder frame
Fore

Hydraulic Cylinder Unit


LS 4112 AH
Hydraulic
oil filter LS 1235 AH

AE

121 15 35-1.3.1

Fig. 8.07.02: Bedplate drain pipes, aft-mounted HPS

MAN B&W 70-40MEC/-GI/-LGI 199 04 88-7.0


MAN B&W 8.07
Page 3 of 3

Engine and Tank Venting to the Outside Air

Venting of engine plant equipment separately It is not recommended to join the individual vent-
ing pipes in a common venting chamber as shown
The various tanks, engine crankcases and turbo- in Fig. 8.07.03b.
chargers should be provided with sufcient vent-
ing to the outside air. In order to avoid condensed oil (water) from block-
ing the venting, all vent pipes must be vertical or
MAN Diesel & Turbo recommends to vent the in- laid with an inclination.
dividual components directly to outside air above
deck by separate venting pipes as shown in Fig. Additional information on venting of tanks is avail-
8.07.03a. able from MAN Diesel & Turbo, Copenhagen.

Deck

Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank

To drain
tank

AR
AV
10mm orifice

Main engine

Auxiliary engine Auxiliary engine


C/D Scavenge air
Main engine sump tank C/D drain tank

Fig. 8.07.03a: Separate venting of all systems directly to outside air above deck

Deck

Venting chamber

Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank

To drain
tank

079 61 00-5.1.1

Fig. 8.07.03b: Venting through a common venting chamber is not recommended

MAN B&W MC/MCC, ME/MEC/ME-B/GI engines 198 91 82-7.0


MAN B&W 8.08
Page 1 of 1

Hydraulic Oil Backushing

The special suction arrangement for purier suc- This special arrangement for purier suction will
tion in connection with the ME engine (Integrated ensure that a good cleaning effect on the lubrica-
system). tion oil is obtained.

The back-ushing oil from the self cleaning 6 m If found protable the back-ushed lubricating oil
hydraulic control oil lter unit built onto the engine from the main lubricating oil lter (normally a 50 or
is contaminated and it is therefore not expedient to 40 m lter) can also be returned into the special
lead it directly into the lubricating oil sump tank. back-ushing oil drain tank.

The amount of back-ushed oil is large, and it Purifier


suction pipe
Lubricating
oil tank top
Backflushed hydraulic
control oil from self
is considered to be too expensive to discard Venting
cleaning 6 m filter

8X50
holes
it. Therefore, we suggest that the lubricating
oil sump tank is modied for the ME engines in
order not to have this contaminated lubricating

50
hydraulic control oil mixed up in the total amount Oil level
of lubricating oil. The lubricating oil sump tank is
designed with a small back-ushing hydraulic Branch pipe to
backflushing
control oil drain tank to which the back-ushed hydraulic control
Sump

D
oil drain tank
hydraulic control oil is led and from which the lu- tank
bricating oil purier can also suck. D

Backflushing
D/3

D/3
hydraulic control
This is explained in detail below and the principle oil drain tank
is shown in Fig. 8.08.01. Three suggestions for the
arrangement of the drain tank in the sump tank Lubricating Pipe 400
oil tank bottom or 400
are shown in Fig. 8.08.02 illustrates another sug- 178 52 496.2
gestion for a back-ushing oil drain tank. Fig. 8.08.01: Backushing servo oil drain tank

The special suction arrangement for the purier is


Purifier Backflushed hydraulic
consisting of two connected tanks (lubricating oil suction pipe controloil from self
cleaning 6 m filter
sump tank and back-ushing oil drain tank) and Lubricating
of this reason the oil level will be the same in both oil tank top

tanks, as explained in detail below.


Oil level Support
The oil level in the two tanks will be equalizing
through the branch pipe to back-ushing oil drain
tank, see Fig. 8.08.01. As the pipes have the
same diameters but a different length, the resis-
tance is larger in the branch pipe to back-ushing Venting holes
Sump
oil drain tank, and therefore the purier will suck tank
Backflushing
primarily from the sump tank. hydraulic control
oil drain tank

The oil level in the sump tank and the back-ush-


ing oil drain tank will remain to be about equal be-
cause the tanks are interconnected at the top. D D
D/3

When hydraulic control oil is back-ushed from


D/3

the lter, it will give a higher oil level in the back-


ushing hydraulic control oil drain tank and the
Lubricating oil tank bottom
purier will suck from this tank until the oil level is 178 52 518.2
the same in both tanks. After that, the purier will Fig. 8.08.02: Alternative design for the
suck from the sump tank, as mentioned above. backushing servo oil drain tank

MAN B&W ME/MEC/MEGI/ME-B engines 198 48 297.3


ME Engine Selection Guide
MAN B&W 8.09
Page 1 of 4

Separate System for Hydraulic Control Unit

As an option, the engine can be prepared for the Hydraulic control oil tank
use of a separate hydraulic control oil system
Fig. 8.09.01. The tank can be made of mild steel plate or be a
part of the ship structure.
The separate hydraulic control oil system can be
built as a unit, or be built streamlined in the engine The tank is to be equipped with ange connec-
room with the various components placed and tions and the items listed below:
fastened to the steel structure of the engine room. 1 Oil lling pipe
1 Outlet pipe for pump suctions
The design and the dimensioning of the various 1 Return pipe from engine
components are based on the aim of having a reli- 1 Drain pipe
able system that is able to supply lowpressure oil 1 Vent pipe.
to the inlet of the enginemounted highpressure
hydraulic control oil pumps at a constant pres- The hydraulic control oil tank is to be placed at
sure, both at engine standby and at various en- least 1 m below the hydraulic oil outlet ange, RZ.
gine loads.

Hydraulic control oil pump


Cleanliness of the hydraulic control oil
The pump must be of the displacement type (e.g.
The hydraulic control oil must full the same gear wheel or screw wheel pump).
cleanliness level as for our standard integrated
lube/cooling/hydrauliccontrol oil system, i.e. ISO The following data is specied in Table 8.09.02:
4406 XX/16/13 equivalent to NAS 1638 Class 7. Pump capacity
Pump head
Information and recommendations regarding Delivery pressure
ushing, the specied cleanliness level and how Working temperature
to measure it, and how to use the NAS 1638 oil Oil viscosity range.
cleanliness code as an alternative to ISO 4406,
are available from MAN Diesel & Turbo.
Pressure control valve

Control oil system components The valve is to be of the selfoperating ow control-


ling type, which bases the ow on the predened
The hydraulic control oil system comprises: pressure set point. The valve must be able to react
1 Hydraulic control oil tank quickly from the fullyclosed to the fullyopen posi-
2 Hydraulic control oil pumps (one for standby) tion (tmax= 4 sec), and the capacity must be the
1 Pressure control valve same as for the hydraulic control oil lowpressure
1 Hydraulic control oil cooler, watercooled by the pumps. The set point of the valve has to be within
low temperature cooling water the adjustable range specied in a separate draw-
1 Threeway valve, temperature controlled ing.
1 Hydraulic control oil lter, duplex type or auto-
matic selfcleaning type The following data is specied in Table 8.09.02:
1 Hydraulic control oil ne lter with pump Flow rate
1 Temperature indicator Adjustable differential pressure range across
1 Pressure indicator the valve
2 Level alarms Oil viscosity range.
Valves and cocks
Piping.

MAN B&W ME/ME-C/-GI engines 198 48 523.6


MAN B&W 8.09
Page 2 of 4

Hydraulic control oil cooler Off-line hydraulic control oil ne lter / purier

The cooler must be of the plate heat exchanger or Shown in Fig. 8.09.01, the off-line ne lter unit or
shell and tube type. purier must be able to treat 15-20% of the total
oil volume per hour.
The following data is specied in Table 8.09.02:
Heat dissipation The ne lter is an off-line lter and removes me-
Oil ow rate tallic and non-metallic particles larger than 0,8 m
Oil outlet temperature as well as water and oxidation residues. The lter
Maximum oil pressure drop across the cooler has a pertaining pump and is to be tted on the
Cooling water ow rate top of the hydraulic control oil tank.
Water inlet temperature
Maximum water pressure drop across the cooler. A suitable ne lter unit is:
Make: CJC, C.C. Jensen A/S, Svendborg,
Denmark - www.cjc.dk.
Temperature controlled threeway valve
For oil volume <10,000 litres:
The valve must act as a control valve, with an ex- HDU 27/-MZ-Z with a pump ow of 15-20% of the
ternal sensor. total oil volume per hour.

The following data is specied in Table 8.09.02: For oil volume >10,000 litres:
Capacity HDU 27/-GP-DZ with a pump ow of 15-20% of
Adjustable temperature range the total oil volume per hour.
Maximum pressure drop across the valve.

Temperature indicator
Hydraulic control oil lter
The temperature indicator is to be of the liquid
The lter is to be of the duplex full ow type with straight type.
manual change over and manual cleaning or of
the automatic self cleaning type.
Pressure indicator
A differential pressure gauge is tted onto the
lter. The pressure indicator is to be of the dial type.

The following data is specied in Table 8.09.02:


Filter capacity Level alarm
Maximum pressure drop across the lter
Filter mesh size (absolute) The hydraulic control oil tank has to have level
Oil viscosity alarms for high and low oil level.
Design temperature.

Piping

The pipes can be made of mild steel.

The design oil pressure is to be 10 bar.

The return pipes are to be placed vertical or laid


with a downwards inclination of minimum 15.

MAN B&W ME/ME-C/-GI engines 198 48 523.6


MAN B&W 8.09
Page 3 of 4

Engine

PDS 1231 AH PI 1303 I


Manual
NVGT TI 1310 I

Oil cooler Temperature control valve RY


Auto
NVGT
TE 1310 AH Y

Cooling water Vent pipe XS 1350 AH


inlet
XS 1351 AH
Deck

Cooling water 1KNNNKPIRKRG


outlet

2WTKGTQT RW
PGNVGTWPKV

PI 1301 I RZ

Oil tank LS 1320 AH AL

Manhole
Drain to waste oil tank

Water drain

The letters refer to list of Counteranges 078 83 91-0.1.0

Fig. 8.09.01: Hydraulic control oil system, manual lter

MAN B&W ME/ME-C/-GI engines 198 48 523.6


MAN B&W 8.09
Page 4 of 4

Hydraulic Control Oil System Capacities, G60ME-C9

Cylinder No.: 5 6 7 8
r/min 97 97 97 97
kW 13,400 16,080 18,760 21,440

Hydraulic Control Oil tank:


Volumen, approx. m 2 2 2.5 2.5

Hydraulic Control Oil Pump:


Pump capacity m/h 25 30 35 40
Pump head bar 4 4 4 4
Delivery pressure bar 4 4 4 4
Design temperature C 70 70 70 70
Oil viscosity range cSt 15 - 90 15 - 90 15 - 90 15 - 90

Pressure Control Valve:


Lubricating oil ow m/h 25 30 35 40
Adjustable pressure bar 2-4 2-4 2-4 2-4
Design temperature C 55 55 55 55
Oil viscosity range cSt 15 - 90 15 - 90 15 - 90 15 - 90

Hydraulic Control Oil Cooler:


Heat dissipation kW 85 100 120 135
Lubricating oil ow m/h 25 30 35 40
Oil outlet temperature C 45 45 45 45
Oil pressure drop, max bar 0.5 0.5 0.5 0.5
Cooling water ow m/h 12 14 17 19
S.W. inlet temperature C 32 32 32 32
F.W. inlet temperature C 36 36 36 36
Water press. drop, max. bar 0.2 0.2 0.2 0.2

Temperature Controlled Three-way Valve:


Lubricating oil ow m/h 25 30 35 40
Adjustable temp. Range C 2-4 2-4 2-4 2-4
Design temperature C 70 70 70 70
Oil press. drop, max. bar 0.3 0.3 0.3 0.3

Hydraulic Control Oil Filter:


Lubricating oil ow m/h 25 30 35 40
Absolute neness m 6 6 6 6
Design temperature C 55 55 55 55
Design pressure bar 4 4 4 4
Oil press. drop, max. bar 0.3 0.3 0.3 0.3

558 32 46-3.0.0

Fig. 8.09.02: Hydraulic control oil system capacities

MAN B&W G60ME-C9/-GI/-LGI 199 06 43-3.0


MAN B&W

Cylinder Lubrication

9
MAN B&W 9.01
Page 1 of 2

Cylinder Lubricating Oil System

The cylinder oil lubricates the cylinder and pis- BN 15 - 40 are low-BN cylinder lubricating oils,
ton. The oil is used in order to reduce friction, currently available to the market in the BN levels
introduce wear protection and inhibit corrosion. 17, 25 and 40. However, development continues
It cleans the engine parts and keep combustion and in the future there could be oils with other BN
products in suspension. levels. Good performance of the low-BN oil is the
most important factor for deciding.

Cylinder lubricators
Two-tank cylinder oil supply system
Each cylinder liner has a number of lubricating
quills, through which oil is introduced from the Supporting the cylinder lubrication strategy for
MAN B&W Alpha Cylinder Lubricators, see Sec- MAN B&W engines to use two different BN cyl-
tion 9.02. inder oils according to the applied fuel sulphur
content, storage and settling tanks should be ar-
The oil is pumped into the cylinder (via non-return ranged for the two cylinder oils separately.
valves) when the piston rings pass the lubricating
orices during the upward stroke. A cylinder lubricating oil supply system with sepa-
rate tanks for high- and low-BN cylinder oils is
The control of the lubricators is integrated in the shown in Fig. 9.02.02a.
ECS system. An overview of the cylinder lubricat-
ing oil control system is shown in Fig. 9.02.02b.
Cylinder oil feed rate (dosage)

Cylinder lubrication strategy The minimum feed rate is 0.6 g/kWh and this is
the amount of oil that is needed to lubricate all the
MAN Diesel & Turbo recommends using cylinder parts sufciently. Continuously monitoring of the
lubricating oils characterised primarily by their cylinder condition and analysing drain oil samples
Base Number (BN) and SAE viscosity and to use are good ways to optimise the cylinder oil feed
a feed rate according to the cylinder oils BN and rate and consumption and to safeguard the en-
the fuels sulphur content. gine against wear.

The BN is a measure of the neutralization capac- Adjustment of the cylinder oil dosage to the sul-
ity of the oil. What BN level to use depends on the phur content in the fuel being burnt is explained in
sulphur content of the fuel. Section 9.02.

In short, MAN Diesel and Turbo recommends the Further information about cylinder lubrication is
use of cylinder oils with the following main proper- available in MAN Diesel & Turbos most current
ties: Service Letters on this subject.

SAE 50 viscosity grade The Service Letters are available at www.marine.


high detergency man.eu Two-Stroke Service Letters.
BN 100 for high-sulphur fuel (t 1.5% S)
BN 15 - 40 for low-sulphur fuel (< 0.1% S)
BN 15 - 40 when operating on LNG, LPG,
ethane and methanol.

MAN B&W MEC/ME-B/-GI/-LGI engines Mark 8 and higher 198 85 59-8.3


MAN B&W 9.01
Page 2 of 2

List of cylinder oils

The major international cylinder oil brands listed


below have been tested in service with acceptable
results.

Company Cylinder oil name, SAE 50 BN level


Aegean Alfacylo 525 DF 25
Alfacylo 540 LS 40
Alfacylo 100 HS 100
Castrol Cyltech 40SX 40
Cyltech 100 100
Chevron Taro Special HT LF 25
Taro Special HT LS 40 40
Taro Special HT 100 100
ExxonMobil Mobilgard 525 25
Mobilgard 5100 100
Gulf Oil Marine GulfSea Cylcare ECA 50 17
GulfSea Cylcare DCA 5040H 40
GulfSea Cylcare 50100 100
Indian Oil Corp. Servo Marine LB 1750 17
JX Nippon Oil Marine C255 25
& Energy Marine C405 40
Marine C1005 100
Lukoil Navigo 40 MCL 40
Navigo 100 MCL 100
Shell Alexia S3 25
Alexia S6 100
Sinopec Marine Cylinder Oil 5025 25
Marine Cylinder Oil 5040 40
Marine Cylinder Oil 50100 100
Total Talusia LS 25 25
Talusia LS 40 40
Talusia Universal 100 100

Do not consider the list complete, as oils from


other companies can be equally suitable. Fur-
ther information can be obtained from the engine
builder or MAN Diesel & Turbo, Copenhagen.

MAN B&W MC/MC-C, ME/ME-C, ME-B engines Mark 8 and higher 198 85 66-9.2
MAN B&W 9.02
Page 1 of 6

MAN B&W Alpha Cylinder Lubrication System

The MAN B&W Alpha cylinder lubrication system, Regarding the lter and the small tank for heater,
see Figs. 9.02.02a and 9.02.02b, is designed to please see Fig. 9.02.05.
supply cylinder oil intermittently, for instance every
2, 4 or 8 engine revolutions with electronically con-
trolled timing and dosage at a dened position. Alpha Lubricator variants

Separate storage and service tanks are installed Since the Alpha Lubricator on ME and ME-B en-
for each of the different Base Number (BN) cyl- gines are controlled by the engine control system,
inder oils used onboard ships operating on both it is also referred to as the ME lubricator on those
high- and low-sulphur fuels. engines.

The cylinder lubricating oil is pumped from the A more advanced version with improved injec-
cylinder oil storage tank to the service tank, the tion exibility, the Alpha Lubricator Mk 2, is be-
size of which depends on the owners and the ing introduced on the G95/50/45/40ME-C9, the
yards requirements, it is normally dimensioned G/S90ME-C10 and S50ME-C9 including their GI
for about one weeks cylinder lubricating oil and LGI dual fuel variants.
consumption.
Further information about the Alpha Lubricator Mk
Cylinder lubricating oil is fed to the Alpha cylinder 2 is available in our publication:
lubrication system by gravity from the service
tank. Service Experience MAN B&W Two-stroke Engines

The oil fed to the injectors is pressurised by the The publication is available at www.marine.man.eu
Alpha Lubricator which is placed on the hydrau- Two-Stroke Technical Papers.
lic cylinder unit (HCU) and equipped with small
multipiston pumps.

The oil pipes tted on the engine are shown in Fig.


9.02.04.

The whole system is controlled by the Cylinder


Control Unit (CCU) which controls the injection
frequency based on the enginespeed signal giv-
en by the tacho signal and the fuel index.

Prior to start-up, the cylinders can be prelubric-


ated and, during the runningin period, the opera-
tor can choose to increase the lubricating oil feed
rate to a max. setting of 200%.

The MAN B&W Alpha Cylinder Lubricator is pref-


erably to be controlled in accordance with the
Alpha ACC (Adaptable Cylinder Oil Control) feed
rate system.

The yard supply should be according to the items


shown in Fig. 9.02.02a within the broken line.

MAN B&W ME/ME-C/ME-B/-GI/-LGI engines 198 38 890.13


MAN B&W 9.02
Page 2 of 6

Alpha Adaptive Cylinder Oil Control (Alpha ACC)

It is a wellknown fact that the actual need for After a running-in period of 500 hours, the feed
cylinder oil quantity varies with the operational rate sulphur proportional factor is 0.20 - 0.40 g/
conditions such as load and fuel oil quality. Con- kWh S%. The actual ACC factor will be based
sequently, in order to perform the optimal lubrica- on cylinder condition, and preferably a cylinder oil
tion costeffectively as well as technically the feed rate sweep test should be applied. The ACC
cylinder lubricating oil dosage should follow such factor is also referred to as the Feed Rate Factor.
operational variations accordingly.
Examples of average cylinder oil consumption
The Alpha lubricating system offers the possibility based on calculations of the average worldwide
of saving a considerable amount of cylinder lubri- sulphur content used on MAN B&W two-stroke
cating oil per year and, at the same time, to obtain engines are shown in Fig. 9.02.01a and b.
a safer and more predictable cylinder condition.
Typical dosage (g/kWh)
1.20
Alpha ACC (Adaptive Cylinder-oil Control) is the 1.10
lubrication mode for MAN B&W two-stroke en- 1.00
0.90
gines, i.e. lube oil dosing proportional to the en- 0.80
gine load and proportional to the sulphur content 0.70
0.60
in the fuel oil being burnt. 0.50
0.40
0.30
0.20
Working principle 0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
The feed rate control should be adjusted in rela-
tion to the actual fuel quality and amount being 178 61 196.1

burnt at any given time.


Fig. 9.02.01a: ACC = 0.20 g/kWh S% and BN100 cyl-
inder oil average consumption less than 0.65 g/kWh
The following criteria determine the control:

The cylinder oil dosage shall be proportional to Typical dosage (g/kWh)


1.20
the sulphur percentage in the fuel 1.10
1.00
The cylinder oil dosage shall be proportional to 0.90
0.80
the engine load (i.e. the amount of fuel entering 0.70
the cylinders) 0.60
0.50
0.40
The actual feed rate is dependent of the operat- 0.30
ing pattern and determined based on engine 0.20
wear and cylinder condition. 0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
The implementation of the above criteria will lead
to an optimal cylinder oil dosage. 178 61 184.0

Fig. 9.02.01b: ACC = 0.26 g/kWh S% and BN100 cyl-


inder oil average consumption less than 0.7 g/kWh
Specic minimum dosage with Alpha ACC

The recommendations are valid for all plants, Further information about cylinder oil dosage is
whether controllable pitch or xed pitch propellers available in MAN Diesel & Turbos most current
are used. The specic minimum dosage at lower- Service Letters on this subject available at www.
sulphur fuels is set at 0.6 g/kWh. marine.man.eu Two-Stroke Service Letters.

MAN B&W engines 198 76 14-4.3


MAN B&W 9.02
Page 3 of 6

Cylinder Oil Pipe Heating

In case of low engine room temperature, it can be The engine builder is to make the insulation and
difcult to keep the cylinder oil temperature at heating of the main cylinder oil pipe on the
45 C at the MAN B&W Alpha Lubricator, mounted engine. Moreover, the engine builder is to mount
on the hydraulic cylinder. the terminal box and the thermostat on the
engine, see Fig. 9.02.03.
Therefore the cylinder oil pipe from the small tank
for heater element in the vessel and the main cyl- The ship yard is to make the insulation of the cyl-
inder oil pipe on the engine is insulated and elec- inder oil pipe in the engine room. The heating ca-
tricallly heated, see Figs. 9.02.02a and 9.03. ble (yard supply) is to be mounted from the small
tank for heater element to the terminal box on the
engine, see Figs. 9.02.02a and 9.03.

Deck

Filling pipe
Filling pipe Filling pipe Filling pipe
Cylinder oil
High Low service tank
BN BN

Cylinder oil
service tank

Storage tank Storage tank


for high-BN for low-BN
cylinder oil cylinder oil

Internal connection Insulation


Level changes both at the
Lubricating Sensor
alarm same time
oil pipe

LS 8212 AL
Heater with set
point of 45 C
TI

Small box for


Ship builder

heater element
Min. 3,000 mm

Min. 2,000 mm

Heating cable,
yard supply Alu-tape

Heating cable

AC

Pipe with insulation and


el. heat tracing
Terminal box
El. connection

079 62 94-5.0.1

Fig. 9.02.02a: Cylinder lubricating oil system with dual service tanks for two different base number (BN) cylinder oils

MAN B&W ME/MEC/ME-B engines 198 76 120.2


MAN B&W 9.02
Page 4 of 6

Cylinder Cylinder
liner *) liner *)
*) The number of cylinder lubricating points
depends on the actual engine type

Lubricator

Lubricator
Feedback sensor Feedback sensor
Level switch Level switch

Solenoid valve **) Solenoid valve


300 bar To other
system oil cylinders
Hydraulic Hydraulic
Cylinder Unit Cylinder Unit

**) For Alpha Mk 2 lubricator: Proportional


valve and Feedback sensor

Cylinder Cylinder
Control Unit Control Unit

178 49 834.10b

Fig. 9.02.02b: Cylinder lubricating oil system. Example from 80/70/65ME-C/-GI/-LGI engines

4EMPERATURESWITCH

!##YLINDERLUBRICATION
&ORWARDCYL

Terminal box
!FTCYL


0OWER)NPUT
(EATINGCABLE
SHIPBUILDER
SUPPLY

0OWER
)NPUT
(EATINGCABLE
SHIPBUILDER
SUPPLY

4ERMINALBOX
4EMPERATURE
SWITCH

178 53 716.0

Fig. 9.02.03: Electric heating of cylinder oil pipes

MAN B&W ME/ME-C/GI/-LGI engines 199 04 76-7.1


MAN B&W 9.02
Page 5 of 6

60ME-C 80-65ME-C 98-90ME/ME-C

Level switch
LS 8285 C

Feedback sensor
ZT 8282 C
Solenoid valve
ZV 8281 C Closed

HCU
TE 8202 C AH
ME lubricator To be positioned at the centre
Open
of the main pipe, lengthwise
AC

561 67 56-8.1.0

The item no. refer to Guidance Values Automation. The letters refer to list of Counteranges

Fig. 9.02.04a: Cylinder lubricating oil pipes, Alpha/ME lubricator

60ME-C 80-65ME-C 98-90ME/ME-C

Level switch
LS 8285 C

Proportional valve
XC 8288 C
Closed
ZT 8289 C
Feedback sensor
HCU
TE 8202 C AH
Alpha Mk 2 lubricator To be positioned at the centre
Open
of the main pipe, lengthwise
AC

561 70 02-5.2.0

The item no. refer to Guidance Values Automation. The letters refer to list of Counteranges

Fig. 9.02.04b: Cylinder lubricating oil pipes, Alpha Mk 2 lubricator

MAN B&W 96-60 ME/MEC engines 198 55 20-9.8


MAN B&W 9.02
Page 6 of 6

From cylinder oil service To venting of cylinder


tank/storage tank oil service tank
Flange: 140 Flange: 140
4x18 PCD 100 460 4x18 PCD 100
(EN36F00420) (EN36F00420)
113

4x19
for mounting
154

Coupling box for


heating element
250
and level switch
mesh filter

Level switch Temperature


indicator
LS 8212 AL
925

To engine
connection AC
Flange 140
4x18 PCD 100
(EN362F0042)

Heating element 750 W


Set point 40 C Tank, 37 l
112
74

425 91
260

850 268

920 410

Drain from tray G 3/8


193

239

178 52 758.2

Fig. 9.02.05: Suggestion for small heating tank with lter

MAN B&W engines 198 79 37-9.2


MAN B&W

Piston Rod Stufng


Box Drain Oil

10
MAN B&W 10.01
Page 1 of 1

Stufng Box Drain Oil System

For engines running on heavy fuel, it is important The amount of drain oil from the stufng boxes is
that the oil drained from the piston rod stufng about 5  10 litres/24 hours per cylinder during
boxes is not led directly into the system oil, as normal service. In the runningin period, it can be
the oil drained from the stufng box is mixed with higher.
sludge from the scavenge air space.
The relatively small amount of drain oil is led to
The performance of the piston rod stufng box on the general oily waste drain tank or is burnt in the
the engines has proved to be very efcient, pri- incinerator, Fig. 10.01.01. (Yards supply).
marily because the hardened piston rod allows a
higher scraper ring pressure.

Drain from stuffing box

Yards supply

AE
DN=32 mm

Drain from bedplate

High level alarm

To incinerator or oily waste drain tank


Drain tank

079 32 26-0.1.1

Fig. 10.01.01: Stufng box drain oil system

MAN B&W 98-60MC/MCC, 98-60ME/MEC/ME-B/GI engines 198 83 45-3.0


MAN B&W

Low-temperature
Cooling Water

11
MAN B&W 11.01
Page 1 of 2

Low-temperature Cooling Water System

The low-temperature (LT) cooling water system MAN Diesel & Turbo recommends keeping a re-
supplies cooling water for the lubricating oil, jack- cord of all tests to follow the condition and chemi-
et water and scavenge air coolers. cal properties of the cooling water and notice how
it develops. It is recommended to record the qual-
The LT cooling water system can be arranged in ity of water as follows:
several congurations like a:
Once a week:
Central cooling water system being the most
common system choice and the basic execution Take a sample from the circulating water dur-
for MAN B&W engines, EoD: 4 45 111 ing running, however not from the expansion
tank nor the pipes leading to the tank. Check
Seawater cooling system being the most sim- the condition of the cooling water. Test kits
ple system and available as an option: 4 45 110 with instructions are normally available from
the inhibitor supplier.
Combined cooling water system with seawa-
ter-cooled scavenge air cooler but freshwater- Every third month:
cooled jacket water and lubricating oil cooler,
available as an option: 4 45 117. Take a water sample from the system during
running, as described above in Once a week.
Principle diagrams of the above LT cooling water Send the sample for laboratory analysis.
systems are shown in Fig. 11.01.01a, b and c and
descriptions are found later in this chapter. Once a year:

Further information and the latest recommenda- Empty, ush and rell the cooling water sys-
tions concerning cooling water systems are found tem. Add the inhibitor.
in MAN Diesel & Turbos Service Letters available
at www.marine.man.eu Two-Stroke Service For further information please refer to our recom-
Letters. mendations for treatment of the jacket water/
freshwater. The recommendations are available
from MAN Diesel & Turbo, Copenhagen.
Chemical corrosion inhibition

Various types of inhibitors are available but, gen- Cooling system for main engines with EGR
erally, only nitrite-borate based inhibitors are rec-
ommended. For main engines with exhaust gas recirculation
(EGR), a central cooling system using freshwater
Where the inhibitor maker species a certain as cooling media will be specied.
range as normal concentration, we recommend to
maintain the actual concentration in the upper end Further information about cooling water systems
of that range. for main engines with EGR is available from MAN
Diesel & Turbo, Copenhagen.

MAN B&W engines dot 5 and higher 199 03 92-7.3


MAN B&W 11.01
Page 2 of 2

Central cooling
pumps
Jacket Sea water
water Freshwater
cooler

Aux. Central
equipment cooler

Scav. air Lubr. oil


cooler cooler
Set point: Sea water
10 C pumps

Tin 10 C

568 25 971.0.0a

Fig. 11.01.01a: Principle diagram of central cooling water system

Set point:
10 C

Jacket Sea water


water
cooler

Aux.
equipment

Scav. air Lubr. oil


cooler cooler
Sea water
pumps

Tin 10 C

568 25 971.0.0b

Fig. 11.01.01b: Principle diagram of seawater cooling system

Sea water
Central cooling Freshwater
pumps
Jacket
water
cooler

Aux. Central
equipment cooler

Scav. air Lubr. oil


cooler cooler
Set point:
10 C

Tin 0 C
Sea water pumps

568 25 971.0.0c

Fig. 11.01.01c: Principle diagram of combined cooling water system

MAN B&W engines dot 5 and higher 199 03 92-7.3


MAN B&W 11.02
Page 1 of 2

Central Cooling Water System

The central cooling water system is characterised To achieve an optimal engine performance
by having only one heat exchanger cooled by regarding fuel oil consumption and cylinder
seawater. The other coolers, including the jacket condition, it is important to ensure the lowest
water cooler, are then cooled by central cooling possible cooling water inlet temperature at
water. the scavenge air cooler.

MAN Diesel & Turbo therefore requires that the


Cooling water temperature temperature control valve in the central cooling
water circuit is to be set to minimum 10 C. In
The capacity of the seawater pumps, central cool- this way, the temperature follows the outboard
er and freshwater pumps are based on the outlet seawater temperature when the central cooling
temperature of the freshwater being maximum water temperature exceeds 10 C.
54 C after passing through the main engine lub-
ricating oil cooler. With an inlet temperature of Alternatively, in case ow control of the seawater
maximum 36 C (tropical conditions), the maxi- pumps is applied, the set point is to be approxi-
mum temperature increase is 18 C. mately 4 C above the seawater temperature but
not lower than 10 C.

Freshwater: Freshwater filling


Seawater:
4)
*)
LAH

Expansion
tank central
cooling water LAL
Set point 10 C, see text
2)

TI 2) 2)
PT 8421 I AH AL
TI TI
TE 8422 I AH
Lub. oil
*) Filling cooler
Central N
3)
cooler AS
*) TI P
10
Sugge-
sted 1) Various
PI TI PI TI inhibitor auxiliary TE 8423 I
equipment Main
dosing engine
Central tank Jacket Cooling water
Seawater cooling water drain, air cooler
pumps water cooler
pumps
Drain TI
High sea PI
chest
Seawater inlet

Seawater
inlet
Low sea chest
078 70 227.6.0
*) Optional installation

The letters refer to list of Counteranges


The item no. refer to Guidance Values Automation

Fig. 11.02.01: Central cooling water system

MAN B&W engines dot 5 and higher 199 05 50-9.1*


11.02
Page 2 of 2

Cooling water pump capacities The expansion tank volume has to be 10% of the
total central cooling water amount in the system.
The pump capacities listed by MAN Diesel and The 10% expansion tank volume is dened as the
Turbo cover the requirement for the main engine volume between the lowest level (at the low level
only. alarm sensor) and the overow pipe or high level
alarm sensor, see note 4) in Fig. 11.02.01.
For any given plant, the specic capacities have
to be determined according to the actual plant If the pipe system is designed with possible air
specication and the number of auxiliary equip- pockets, these have to be vented to the expansion
ment. Such equipment include GenSets, starting tank.
air compressors, provision compressors, aircon-
ditioning compressors, etc., see note 1) in Fig.
11.02.01.

A guideline for selecting centrifugal pumps is


given in Section 6.04.

Cooling water piping

Orices (or lockable adjustable valves for in-


stance) must be installed in order to create:

the proper distribution of ow between each of


the central cooling water consumers, see note 2)

a differential pressure identical to that of the


central cooler at nominal central cooling water
pump capacity, see note 3).

References are made to Fig. 11.02.01.

For external pipe connections, we prescribe the


following maximum water velocities:

Jacket water ................................................ 3.0 m/s


Central cooling water .................................. 3.0 m/s
Seawater ..................................................... 3.0 m/s

Expansion tank volume

The expansion tank shall be designed as open to


atmosphere. Venting pipes entering the tank shall
terminate below the lowest possible water level
i.e. below the low level alarm.

MAN B&W engines dot 5 and higher 199 05 50-9.1*


MAN B&W 11.03
Page 1 of 2

Components for Central Cooling Water System

Seawater cooling pumps Overload running at tropical conditions will slightly


increase the temperature level in the cooling sys-
The pumps are to be of the centrifugal type. tem, and will also slightly inuence the engine
performance.
Seawater ow ..................... see List of Capacities
Pump head ...................................................2.0 bar
Test pressure ....................according to Class rules Central cooling water pumps
Working temperature, normal .....................032 C
Working temperature .................... maximum 50 C The pumps are to be of the centrifugal type.

The ow capacity must be within a range from Central cooling water


100 to 110% of the capacity stated. ow ................................ see List of Capacities
Pump head ...................................................2.5 bar
The pump head of the pumps is to be determined Delivery pressure ...............depends on location of
based on the total actual pressure drop across expansion tank
the seawater cooling water system. Test pressure ....................according to Class rules
Working temperature ..................................... 80 C
A guideline for selecting centrifugal pumps is Design temperature...................................... 100 C
given in Section 6.04.
The ow capacity must be within a range from
100 to 110% of the capacity stated.
Central cooler
The List of Capacities covers the main engine
The cooler is to be of the shell and tube or plate only. The pump head of the pumps is to be de-
heat exchanger type, made of seawater resistant termined based on the total actual pressure drop
material. across the central cooling water system.

Heat dissipation ................. see List of Capacities A guideline for selecting centrifugal pumps is
Central cooling water given in Section 6.04.
ow ................................ see List of Capacities
Central cooling water temperature, outlet ..... 36 C
Pressure drop on Central cooling water thermostatic valve
central cooling side ........................ max. 0.7 bar
Seawater ow ..................... see List of Capacities The low temperature cooling system is to be
Seawater temperature, inlet ........................... 32 C equipped with a threeway valve, mounted as a
Pressure drop on mixing valve, which bypasses all or part of the
seawater side .......................... maximum 1.0 bar freshwater around the central cooler.

The pressure drop may be larger, depending on The sensor is to be located at the outlet pipe from
the actual cooler design. the thermostatic valve and is set to keep a tem-
perature of 10 C.
The heat dissipation and the seawater ow gures
are based on MCR output at tropical conditions,
i.e. a seawater temperature of 32 C and an ambi-
ent air temperature of 45 C.

MAN B&W engines dot 5 and higher 199 03 97-6.1


MAN B&W 11.03
Page 2 of 2

Chemical corrosion inhibitor and dosing tank

In order to properly mix the inhibitor into the cen-


tral cooling water system circuit, the tank shall be
designed to receive a small ow of jacket cool-
ing water through the tank from the jacket water
pumps. The tank shall be suitable for mixing in-
hibitors in form of both powder and liquid.

Recommended tank size ..............................0.3 m3


Design pressure ........... max. central cooling water
system pressure
Suggested inlet orice size ........................ 10 mm

Lubricating oil cooler

See Chapter 8 Lubricating Oil.

Jacket water cooler

See Chapter 12 High-temperature Cooling Water.

Scavenge air cooler

The scavenge air cooler is an integrated part of


the main engine.

Heat dissipation ................. see List of Capacities


Central cooling water
ow ................................ see List of Capacities
Central cooling temperature, inlet.................. 36 C
Pressure drop on FWLT water side ..... 0.3-0.8 bar

Cooling water pipes for air cooler

Diagrams of cooling water pipes for scavenge air


cooler are shown in Figs. 11.08.01.

MAN B&W engines dot 5 and higher 199 03 97-6.1


MAN B&W 11.04
Page 1 of 2

Seawater Cooling System

The seawater cooling system is an option for With an inlet temperature of maximum 32 C
cooling the main engine lubricating oil cooler, the (tropical conditions), the maximum temperature
jacket water cooler and the scavenge air cooler by increase is 18 C.
seawater, see Fig. 11.04.01. The seawater system
consists of pumps and a thermostatic valve. In order to prevent the lubricating oil from stiffen-
ing during cold services, a thermostatic valve is to
be installed. The thermostatic valve recirculates all
Cooling water temperature or part of the seawater to the suction side of the
pumps. A set point of 10 C ensures that the cool-
The capacity of the seawater pump is based on ing water to the cooling consumers will never fall
the outlet temperature of the seawater being max- below this temperature.
imum 50 C after passing through the main engine
lubricating oil cooler, the jacket water cooler and
the scavenge air cooler.

2)
Freshwater:
Seawater: 2) 2)
PT 8421 I AH AL

TI TE 8422 I AH
Lub.oil
cooler N
AS
TI P
1) Various
auxiliary TE 8423 I
PI TI Main
equipment
engine
Jacket Cooling water
Seawater water drain, air cooler
pumps cooler
Set point 10 C
TI

High sea
chest
Seawater inlet

Seawater
inlet

Low sea chest

The letters refer to list of Counteranges


The item no. refer to Guidance Values Automation

078 54 40-9.5.1

Fig. 11.04.01: Seawater cooling system

MAN B&W engines dot 5 and higher 199 03 98-8.1


MAN B&W 11.04
Page 2 of 2

Cooling water pump capacities

The pump capacities listed by MAN Diesel and


Turbo cover the requirement for the main engine
only.

For any given plant, the specic capacities have


to be determined according to the actual plant
specication and the number of auxiliary equip-
ment. Such equipment include GenSets, starting
air compressors, provision compressors, aircon-
ditioning compressors, etc., see note 1) in Fig.
11.04.01.

A guideline for selecting centrifugal pumps is


given in Section 6.04.

Cooling water piping

In order to create the proper distribution of ow


between each of the central cooling water con-
sumers, orices (or lockable adjustable valves
for instance) must be installed, see note 2) in Fig.
11.04.01.

For external pipe connections, we prescribe the


following maximum water velocities:

Jacket water ................................................ 3.0 m/s


Central cooling water .................................. 3.0 m/s
Seawater ..................................................... 3.0 m/s

If the pipe system is designed with possible air


pockets, these have to be vented to the expansion
tank.

MAN B&W engines dot 5 and higher 199 03 98-8.1


MAN B&W 11.05
Page 1 of 1

Components for Seawater Cooling System

Seawater cooling pumps Scavenge air cooler

The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Seawater ow ..................... see List of Capacities
Pump head ...................................................2.5 bar Heat dissipation ................. see List of Capacities
Test pressure ...................... according to class rule Seawater ow .................... see List of Capacities
Working temperature .................... maximum 50 C Seawater temperature,
for seawater cooling inlet, max.................. 32 C
The ow capacity must be within a range from Pressure drop on cooling water side .... 0.3-0.8 bar
100 to 110% of the capacity stated.
The heat dissipation and the seawater ow are
The pump head of the pumps is to be determined based on an MCR output at tropical conditions,
based on the total actual pressure drop across i.e. seawater temperature of 32 C and an ambient
the seawater cooling water system. air temperature of 45 C.

A guideline for selecting centrifugal pumps is


given in Section 6.04. Cooling water pipes for air cooler

Diagrams of cooling water pipes for scavenge air


Seawater thermostatic valve cooler are shown in Figs. 11.06.01.

The temperature control valve is a threeway


mixing valve. The sensor is to be located at the
seawater inlet to the lubricating oil cooler, and the
temperature set point must be +10 C.

Seawater ow ..................... see List of Capacities


Temperature set point .................................. +10 C

Lubricating oil cooler

See Chapter 8 Lubricating Oil.

Jacket water cooler

See Chapter 12 High-temperature Cooling Water.

MAN B&W engines dot 5 and higher 199 04 00-1.1


MAN B&W 11.06
Page 1 of 2

Combined Cooling Water System

The combined cooling water system is charac- With an inlet temperature of maximum 36 C
terised by having one heat exchanger and the (tropical conditions), the maximum temperature
scavenge air cooler cooled by seawater. The other increase is 18 C.
coolers, including the jacket water cooler, are then
cooled by central cooling water. To achieve an optimal engine performance re-
garding fuel oil consumption and cylinder condi-
In this system, the cooling water to the scavenge tion, it is important to ensure the lowest possible
air cooler will always be approx. 4 C lower than in cooling water inlet temperature at the scavenge
a central cooling water system. air cooler.

MAN Diesel & Turbo therefore requires that the


Cooling water temperature temperature control valve in the central cooling
water circuit is to be set to minimum 10 C. In this
The capacity of the seawater pumps, central cool- way, the temperature follows the outboard sea-
er and freshwater pumps are based on the outlet water temperature when the central cooling water
temperature of the freshwater being maximum 54