48 60b project guide

7/26/2019 48 60B project guide

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48/60B

Project Guide MarineFour-stroke diesel engines

compliant with IMO Tier II


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Marine48-60MD2.fm

48/60B

Project Guide Marine

Four-stroke diesel engines

compliant with IMO Tier II

Status Version Checked Date Checked Date

09.2011 2.16 Utjesinovic 2011-09-27 Schmid 2011-09-27


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All data provided in this document is non-binding. This data serves informational purposes only and is

especially not guaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data may be subject to changes

and will be assessed and determined individually for each project. This will depend on the particular

characteristics of each individual project, especially specific site and operational conditions.

If this document is delivered in another language than English and doubts arise concerning the transla-

tion, the English text shall prevail.

For latest updates on Project Guides, visit our website www.mandieselturbo.com:

"Products Marine Engines & Systems Medium speed Project Guides".

In addition, please always contact MAN Diesel & Turbo at early project stage to ensure that the latest

information is transferred and the latest status of project tools is used.

MAN Diesel & Turbo

86224 Augsburg, Germany

Phone +49 821 322-0

Fax +49 821 322-3382

[email protected]

www.mandieselturbo.com

MAN Diesel & Turbo

Reproduction permitted provided source is given.
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48/60B Table of contents - 1

Marine_4

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Table of contents

1 Introduction ....................................................................................... 1 - 1

1.1 Four stroke diesel engine programme for marine................................................................... 1 - 3

1.2 Engine description 48/60B IMO Tier II ..................................................................................... 1 - 5

1.3 Overview 48/60B....................................................................................................................... 1 - 7

1.4 Typical marine plants and engine arrangements.................................................................. 1 - 11

2 Engine and operation ........................................................................ 2 - 1

2.1 Engine design............................................................................................................................ 2 - 3

2.1.1 Engine cross section............................................................................................. 2 - 3

2.1.2 Engine designations Design parameters............................................................. 2 - 5

2.1.3 Engine main dimensions, weights and views......................................................... 2 - 7

2.1.4 Engine inclination.................................................................................................. 2 - 9

2.1.5 Engine equipment for various applications .......................................................... 2 - 11

2.2 Ratings (output) and speeds .................................................................................................. 2 - 17

2.2.1 Standard engine ratings...................................................................................... 2 - 17

2.2.2 Engine ratings (output) for different applications.................................................. 2 - 19

2.2.3 Engine speeds and related main data ................................................................. 2 - 23

2.2.4 Speed adjusting range........................................................................................ 2 - 25

2.3 Engine operation under arctic conditions.............................................................................. 2 - 27

2.4 Low load operation ................................................................................................................. 2 - 31

2.5 Propeller operation, suction dredge (pump drive) ................................................................ 2 - 33

2.5.1 Operating range for controllable-pitch propeller................................................... 2 - 33

2.5.2 General requirements for propeller pitch control.................................................. 2 - 35

2.5.3 Operating range for mechanical pump dr ive ...................................................... 2 - 39

2.5.4 Acceleration times .............................................................................................. 2 - 41

2.6 GenSet operation .................................................................................................................... 2 - 45

2.6.1 Operating range for GenSets....................... ....................................................... 2 - 45

2.6.2 Starting conditions and load application for diesel-electric plants ........................ 2 - 47

2.6.3 Load application Preheated engine .................................................................. 2 - 51

2.6.4 Load application Cold engine (only emergency case) ....................................... 2 - 54

2.6.5 Load application for ship electrical systems ........................................................ 2 - 55

2.6.6 Available outputs and permissible frequency deviations ...................................... 2 - 592.6.7 Load reduction ................................................................................................... 2 - 61


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2.6.8 Diesel-electric operation of vessels Failure of one engine.................................. 2 - 63

2.6.9 Alternator Reverse power protection ................................................................ 2 - 652.6.10 Earthing of diesel engines and bearing insulation on alternators .......................... 2 - 67

2.7 Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 69

2.7.1 Fuel oil consumption for emission standard: IMO Tier II....................................... 2 - 69

2.7.2 Lube oil consumption.......................................................................................... 2 - 71

2.7.3 Starting air/control air consumption .................................................................... 2 - 72

2.7.4 Recalculation of fuel consumption dependent on ambient conditions................... 2 - 73

2.7.5 Aging.................................................................................................................. 2 - 75

2.8 Planning data for emission standard: IMO Tier II .................................................................. 2 - 77

2.8.1 Nominal values for cooler specification L48/60B .............................................. 2 - 782.8.2 Temperature basis, nominal air and exhaust gas data L48/60B ....................... 2 - 80

2.8.3 Nominal values for cooler specification V48/60B .............................................. 2 - 82

2.8.4 Temperature basis, nominal air and exhaust gas data V48/60B ....................... 2 - 84

2.8.5 Load specific values at tropical conditions 48/60B ........................................... 2 - 86

2.8.6 Load specific values at ISO conditions 48/60B................................................. 2 - 88

2.8.7 Filling volumes and flow resistances.................................................................... 2 - 90

2.8.8 Operating/service temperatures and pressures................................................... 2 - 91

2.8.9 Venting amount of crankcase and turbocharger.................................................. 2 - 95

2.9 Exhaust gas emission............................................................................................................. 2 - 97

2.9.1 Maximum allowed emission value NOxIMO Tier II ............................................... 2 - 97

2.9.2 Exhaust gas components of medium speed four-stroke diesel engines............... 2 - 99

2.10 Noise ...................................................................................................................................... 2 - 101

2.10.1 Engine noise ..................................................................................................... 2 - 101

2.10.2 Intake noise ...................................................................................................... 2 - 103

2.10.3 Exhaust gas noise............................................................................................. 2 - 105

2.11 Vibration ................................................................................................................................ 2 - 107

2.11.1 Torsional vibrations........................................................................................... 2 - 107

2.12 Requirements for power drive connection (static).............................................................. 2 - 111

2.13 Requirements for power drive connection (dynamic)......................................................... 2 - 113

2.13.1 Moments of inertia Engine, damper, flywheel.................................................. 2 - 113

2.13.2 Balancing of masses Firing order ................................................................... 2 - 115

2.13.3 Static torque fluctuation.................................................................................... 2 - 119

2.14 Power transmission.............................................................................................................. 2 - 123

2.14.1 Flywheel arrangement....................................................................................... 2 - 123

2.15 Arrangement of attached pumps ......................................................................................... 2 - 127
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2.16 Foundation ............................................................................................................................ 2 - 129

2.16.1 General requirements for engine foundation...................................................... 2 - 1292.16.2 Rigid seating ..................................................................................................... 2 - 131

2.16.3 Chocking with synthetic resin............................................................................ 2 - 139

2.16.4 Resilient seating................................................................................................ 2 - 145

2.16.5 Recommended configuration of foundation....................................................... 2 - 147

2.16.6 Engine alignment .............................................................................................. 2 - 157

3 Engine automation ............................................................................ 3 - 1

3.1 Engine automation.................................................................................................................... 3 - 3

3.1.1 SaCoSonesystem overview................................................................................... 3 - 3

3.2 Power supply and distribution ................................................................................................. 3 - 9

3.3 Operation................................................................................................................................. 3 - 11

3.4 Functionality ........................................................................................................................... 3 - 13

3.5 Interfaces ................................................................................................................................ 3 - 17

3.6 Technical data......................................................................................................................... 3 - 19

3.7 Installation requirements ....................................................................................................... 3 - 21

3.8 Engine-located measuring and control devices .................................................................... 3 - 23

4 Specification for engine supplies ..................................................... 4 - 1

4.1 Explanatory notes for operating supplies................................................................................ 4 - 3

4.1.1 Lubricating oil ....................................................................................................... 4 - 3

4.1.2 Operation with liquid fuel....................................................................................... 4 - 3

4.1.3 Engine cooling water............................................................................................. 4 - 4

4.1.4 Intake air............................................................................................................... 4 - 4

4.2 Specification for lubricating oil (SAE 40) for operation with gas oil,

diesel oil (MGO/MDO) and biofuels .......................................................................................... 4 - 5

4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO) .................. 4 - 11

4.4 Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 17

4.5 Specification for biofuel ......................................................................................................... 4 - 19

4.6 Specification for diesel oil (MDO)........................................................................................... 4 - 21

4.7 Specification for heavy fuel oil (HFO)..................................................................................... 4 - 23

4.8 Viscosity-temperature diagram (VT diagram) ....................................................................... 4 - 35


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4.9 Specification for engine cooling water .................................................................................. 4 - 37

4.10 Cooling water inspecting........................................................................................................ 4 - 45

4.11 Cooling water system cleaning.............................................................................................. 4 - 47

4.12 Specification for intake air (combustion air)......................................................................... 4 - 49

5 Engine supply systems ..................................................................... 5 - 1

5.1 Basic principles for pipe selection........................................................................................... 5 - 3

5.1.1 Engine pipe connections and dimensions ............................................................. 5 - 3

5.1.2 Installation of flexible pipe connections for resiliently mounted engines.................. 5 - 55.1.3 Condensate amount in charge air pipes and air vessels ...................................... 5 - 11

5.2 Lube oil system....................................................................................................................... 5 - 15

5.2.1 Lube oil system diagram..................................................................................... 5 - 15

5.2.2 Lube oil system description................................................................................. 5 - 19

5.2.3 Prelubrication/postlubrication.............................................................................. 5 - 29

5.2.4 Lube oil outlets ................................................................................................... 5 - 31

5.2.5 Lube oil service tank ........................................................................................... 5 - 35

5.2.6 Pressure control valve......................................................................................... 5 - 39

5.2.7 Lube oil automatic filter ....................................................................................... 5 - 41

5.2.8 Lube oil double filter............................................................................................ 5 - 425.2.9 Crankcase vent and tank vent............................................................................. 5 - 43

5.3 Water systems ........................................................................................................................ 5 - 45

5.3.1 Cooling water system diagram............................................................................ 5 - 45

5.3.2 Cooling water system description ....................................................................... 5 - 50

5.3.3 Advanced HT cooling water system for increased freshwater generation ............ 5 - 57

5.3.4 Cooling water collecting and supply system........................................................ 5 - 61

5.3.5 Miscellaneous items............................................................................................ 5 - 63

5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device................ 5 - 65

5.3.7 Turbine washing device, HFO-operation ............................................................. 5 - 675.3.8 Nozzle cooling system and diagram.................................................................... 5 - 69

5.3.9 Nozzle cooling water module .............................................................................. 5 - 73

5.3.10 Preheating module.............................................................................................. 5 - 77

5.4 Fuel oil system........................................................................................................................ 5 - 79

5.4.1 Marine diesel oil (MDO) treatment system ........................................................... 5 - 79

5.4.2 Marine diesel oil (MDO) supply system for diesel engines .................................... 5 - 81

5.4.3 Heavy fuel oil (HFO) treatment system................................................................. 5 - 85

5.4.4 Heavy fuel oil (HFO) supply system ..................................................................... 5 - 89

5.4.5 Fuel supply at blackout conditions .................................................................... 5 - 102
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5.5 Compressed air system ........................................................................................................ 5 - 103

5.5.1 Starting air system ............................................................................................ 5 - 1035.5.2 Starting air vessels, compressors...................................................................... 5 - 109

5.5.3 Jet Assist .......................................................................................................... 5 - 113

5.6 Engine room ventilation and combustion air....................................................................... 5 - 115

5.7 Exhaust gas system.............................................................................................................. 5 - 117

5.7.1 General information........................................................................................... 5 - 117

5.7.2 Components and assemblies............................................................................ 5 - 119

5.8 Exhaust gas aftertreatment Selective catalytic reduction............................................... 5 - 121

5.8.1 SCR Selective catalytic reduction................................................................... 5 - 121

5.8.2 System overview............................................................................................... 5 - 121

5.8.3 System design data.......................................................................................... 5 - 126

6 Engine room planning ....................................................................... 6 - 1

6.1 Installation and arrangement................................................................................................... 6 - 3

6.1.1 General details...................................................................................................... 6 - 3

6.1.2 Installation drawings.............................................................................................. 6 - 5

6.1.3 Removal dimensions of piston and cylinder liner ................................................. 6 - 13

6.1.4 3D Engine ViewerA support programme to configure the engine room ........................................... 6 - 17

6.1.5 Comparison of engine arrangements .................................................................. 6 - 21

6.1.6 Lifting appliance.................................................................................................. 6 - 23

6.1.7 Major spare parts ............................................................................................... 6 - 27

6.1.8 Arrangement of diesel-electric propulsion plants ................................................. 6 - 31

6.2 Exhaust gas ducting ............................................................................................................... 6 - 35

6.2.1 Example: Ducting arrangement........................................................................... 6 - 35

6.2.2 Position of the outlet casing of the turbocharger ................................................. 6 - 37

7 Propulsion packages......................................................................... 7 - 1

7.1 General ...................................................................................................................................... 7 - 3

7.2 Dimensions................................................................................................................................ 7 - 5

7.3 Propeller layout data................................................................................................................. 7 - 9

7.4 Propeller clearance................................................................................................................. 7 - 11

8 Diesel-electric propulsion plants...................................................... 8 - 1

8.1 Advantages of diesel-electric propulsion................................................................................ 8 - 3


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8.2 Efficiencies in diesel-electric plants........................................................................................ 8 - 5

8.3 Components of a diesel-electric propulsion plant .................................................................. 8 - 7

8.4 Diesel-electric plant design ..................................................................................................... 8 - 9

8.5 Engine selection...................................................................................................................... 8 - 11

8.6 E-plant, switchboard and alternator design.......................................................................... 8 - 13

8.7 Over-torque capability ............................................................................................................ 8 - 17

8.8 Protection of the electric plant............................................................................................... 8 - 19

8.9 Drive control............................................................................................................................ 8 - 21

8.10 Power management................................................................................................................ 8 - 23

8.11 Example configurations of diesel-electric propulsion plants ............................................... 8 - 27

9 Annex................................................................................................. 9 - 1

9.1 Safety instructions and necessary safety measures .............................................................. 9 - 3

9.1.1 General................................................................................................................. 9 - 3

9.1.2 Safety equipment/measures provided by plant-side.............................................. 9 - 4

9.2 Programme for Factory Acceptance Test (FAT)....................................................................... 9 - 7

9.3 Engine running-in ..................................................................................................................... 9 - 9

9.4 Definitions ............................................................................................................................... 9 - 13

9.5 Symbols................................................................................................................................... 9 - 17

9.6 Preservation, packaging, storage .......................................................................................... 9 - 21

9.6.1 General information............................................................................................. 9 - 21

9.6.2 Storage location and duration ............................................................................. 9 - 22

9.6.3 Follow-up preservation when preservation period is exceeded............................ 9 - 239.6.4 Removal of corrosion protection ......................................................................... 9 - 23

9.7 Engine colour .......................................................................................................................... 9 - 25

9.8 Form ........................................................................................................................................ 9 - 29

9.8.1 Diesel-electric plant layout data........................................................................... 9 - 29

9.8.2 Propeller layout data ........................................................................................... 9 - 35

Index ......................................................................................................... I


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1 Introduction


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Introduction

1.1 Four stroke diesel engine programme for marine

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Figure 1-1 MAN Diesel & Turbo engine programme

MAN Medium Speed Propulsion Engines

400-428 L58/64

500-514 L51/60DF V51/60DF

500-514 L48/60CR V48/60CR

500-514 L48/60B V48/60B

720-750 L32/44CR V32/44CR

720-750 L32/40 V32/40

1000-

1032 V28/33D*

1000-

1032 V28/33D STC*

800 L27/38

L27/38 (MGO)

1000 L21/31

0 5,000 10,000 15,000 20,000 25,000

r/min

kW

Engine type

* The engine complies with EPA Tier 2.


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Introduction

1.2 Engine description 48/60B IMO Tier II

E-BB 48/60B Page 1 - 5

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NOx

As in all MAN Diesel & Turbo engines, NOxemis-sion levels for L+V48/60B engines fall below theupper limits specified by the IMO. L+V48/60B en-gines contain a system for automatically adjustinginjection timing to minimise NOxemissions. NOxemissions that are compliant with the IMO Tier IINOx limit curve can be achieved with MANDiesel & Turbo technologies.

Soot

Soot emission could be reduced by optimizingcombustion and turbocharging. Soot is invisibledown to approx. 20 % load. For invisible smokefrom start up to 100 % MCR MAN Diesel & Turbooffers the common rail fuel injection system astype 48/60CR.

MAN Diesel turbocharging system

MAN Diesel & Turbo turbochargers are based on

an optimally designed constant pressure turbo-charging system.

The state of the art turbochargers are beneficial inmany ways:

The TCA series turbochargers have longerbearing overhaul intervals.

High efficiency at full and part loads results insubstantial air surplus that safeguard and thor-ough combustion without residues and withlow thermal stress inside the combustion

chamber. The higher efficiency is ensured evenat low pressure ratios.

Service friendly design

Hydraulic tooling for tightening and loosening cyl-inder head nuts; clamps with quick release fasten-ers and/or clamp and plug connectors; generouslysized access covers; hydraulic tools for crankshaftbearing and big end bearing.

Connecting rod and bearing

Optimised marine head design with a joint in theupper shaft area, allowing piston overhaul withoutrequiring disassembly of the connecting rod bear-ing; low piston height. Optimised bearing shells ofthe connecting rod bearing increase reliability.

Cylinder head

The cylinder head has optimised combustionchamber geometry for improved injection sprayatomisation. This ensures balanced air-fuel mix-ture, reducing combustion residue, soot formationand improving fuel economy. High resistance to fa-tigue, effective heat removal and elimination ofvery high ignition pressures results in superb com-ponent reliability and long service life.

Valves

Exhaust valves are designed with armoured, wa-tercooled seats that keep valve temperatures

down. Propellers on the exhaust valve shaft pro-vide rotation by exhaust gas, resulting in the clean-ing effect of the valve seat area during valveclosing. This results in low wear rates and longmaintenance intervals. Inlet valves are equippedwith rotocaps.

Marine main engines

Engine output is limited to 100 % of rated outputfor engines driving a propeller. Engine output islimited to 110 % of rated output for engines driving

a alternator. Overload above 100 % permitted onlybriefly to prevent a frequency drop during suddenload application.

Fuel injection

High pressure injection with improved atomizationfor good combustion of even lowest approved fuelquality. The injection system has been optimisedfor improved fuel consumption and lower emissionlevels.


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Introduction


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Fuels

The L+V48/60B engine can be run on heavy fueloil with a viscosity up to 700 mm2/s (cSt) at 50 C.Continuous operation on heavy fuel oil is permittedin an output range of 100 % to 20 %, and evenbelow 20 % for brief periods.

Engine frame

Rigid housing in cast monoblock waterless designconstruction with tie bolts running from the sus-pended main bearing through the top edge of theengine frame and from the cylinder head through

the intermediate plate.

Rocker arm housing

Modified, light-weight rocker covers allow fasterreplacement of fuel injectors, simplifying mainte-nance.

Cylinder liner

The precision machined cylinder liner and sepa-rate cooling water collar rest on top of the engineframe and is isolated from any external deforma-tion, ensuring optimum piston performance andlong service life.

SaCoSone

The 48/60B is equipped with the latest generationof the proven MAN Diesel & Turbo engine man-agement system, SaCoSone. For the first time,SaCoSone breaks down all functions of modernengine management into one complete system.Through integration on the engine, it forms oneunit with the drive assembly.

SaCoSone offers:

Integrated self-diagnosis functions

Maximum reliability and availability

Simple use and diagnosis

Quick exchange of modules (plug in)

Trouble-free and time-saving commissioning

Stepped piston

Forged dimensionally stable steel crown (withshaker cooling) and skirt made from high-grade

materials.The stepped piston and the fire ring to-

gether prevent bore polishing of the cylinder liner,thereby reducing operating costs by keeping lubri-cating oil consumption consistently low. Chromi-um ceramic coating of the first piston ring withwear-resistant ceramic particles in the ring surfaceresults in minimal wear and tear, ensuring longertimes between overhaul (TBO).


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Introduction

1.3 Overview 48/60B

I-BB 48/60B Page 1 - 7

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1.3 Overview 48/60B

Figure 1-2 Overview L48/60B

Legend

Connection point generally 3 HT pump

1 Fuel inlet 4 HT water outlet

2 LT pump 5 Exhaust heat shield


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1.3 Overview 48/60B

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Figure 1-3 Overview L48/60B

Legend

Connection point generally 2 Air filter

1 Turbocharger exhaust outlet 3 Air cooler


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Introduction

1.3 Overview 48/60B

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Figure 1-4 Overview V48/60B

Legend

Connection point generally 2 HT pump

1 Exhaust heat shield


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Introduction

1.3 Overview 48/60B

Page 1 - 10 48/60B I-BB

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Figure 1-5 Overview V48/60B

Legend

Connection point generally 4 Air cooler

1 HT water outlet 5 Air filter

2 LT water outlet 6 Tappet cover

3 Turbocharger exhaust outlet


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Introduction

1.4 Typical marine plants and engine arrangements

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Figure 1-6 Engine room arrangement: multi purpose and container ships

Figure 1-7 Special carrier: propelled by 2 x 9L48/60, total output 18,900 kW


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Figure 1-8 Ferries: propellered by 4 x 8L48/60, total output 38,400 kW

Figure 1-9 Cruising vessel: Diesel-electric propulsion plant with 4 x 14V48/60, total output 58.8 MW


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Introduction


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Figure 1-10 Dredge: propelled by 2 x 7L48/60, total output 11.6 MW


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2 Engine and operation


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Engine and operation

2.1.1 Engine cross section

D-BB 48/60B Page 2 - 3

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2.1 Engine design


Figure 2-1 Cross section Engine L48/60B; view on counter coupling side


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Figure 2-2 Cross section Engine V48/60, view on coupling side


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2.1.2 Engine designations Design parameters

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Example to declare engine designations

Parameter Abbreviations Unit

Number of cylinders 6, 7, 8, 9,12, 14, 16, 18

-

In-line engine L

Vee engine V

Cylinder bore 48 cm

Piston stroke 60

Table 2-1 Designations engine 48/60B

Parameter Value Unit

Cylinder bore 480 mm

Piston stroke 600

Swept volume of each cylinder 108.6 dm3

Compression ratio 1,150 kW/cyl. marine plants 15.3 -

Distance between cylinder centres L = 820 mm

Distance between cylinder centres V = 1,000

Vee engine, vee angle 50

Crankshaft diameter at journal, in-line engine L = 415 mm

Crankshaft diameter at journal, vee engine V = 480

Crankshaft diameter at crank pin 415

Table 2-2 Design parameters engine 48/60B

18V48/60B

Piston stroke [cm]

Cylinder bore [cm]

V=Vee engine, L= in-line engine

Cylinder number

Design index


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2.1.3 Engine main dimensions, weights and views

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Engine L48/60B

Figure 2-3 Main dimensions Engine L48/60B

Minimum centreline distance for twin engine installation: 3,200 mm L-engine

Flywheel data, see "Section 2.13.1: Moments of inertia Engine, damper, flywheel, page 2-113".

Legend

Engine L L1 B B1 E F H Weight without

flywheel

mm tons

6L48/60B 8,615 7,290 3,195 2,100 1,280 700 5,360 104

7L48/60B 9,435 8,110 118

8L48/60B 10,460 8,930 3,325 134

9L48/60B 11,425 9,895 146

The dimensions and weights are given for guidance only.
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Engine V48/60B

Figure 2-4 Main dimensions Engine V48/60B

Minimum centreline distance for twin engine installation: 4,800 mm V-engine

Flywheel data, see "Section 2.13.1: Moments of inertia Engine, damper, flywheel, page 2-113".

Legend

Engine L L1 B B1 E F H Weight without

flywheel

mm tons

12V48/60B 11,100 9,260

4,720 2,280 1,410 830 5,420

186

14V48/60B 12,100 10,260 209

16V48/60B 13,100 11,260 236

18V48/60B 14,450 12,260 259

The dimensions and weights are given for guidance only.
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2.1.4 Engine inclination

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Figure 2-5 Angle of incl ination

Note!

For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of theship!

Legend

Athwartships

Fore and aft

Max. permissible angle of inclination []1)

1)Athwartships and fore and aft inclinations may occur simultaneously.

Application Athwartships Fore and aft

Heel to each

side (static)

Rolling to

each side

(dynamic)

Trim (static)2)

2) Depending on length L of the ship.

Pitching

(dynamic)L < 100 m L > 100 m

Main engines 15 22.5 5 500/L 7.5

Table 2-4 Inclinations


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2.1.5 Engine equipment for various applications

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Device/measure Ship Stationary

engines

Propeller Auxiliary

engines

Diesel-

mechanic

Diesel-

electric

Charge air blow-off for firing pressure limitation Order-related, if intake air temp. 5C

Charge air blow-off for firing pressure limitationand exhaust gas temperature control

Order-related, for plants with catalyst converter

Charge air by-pass X X X X Two-stage charge air cooler X X X X

Charge air preheating by HT-LT switching O (X 1))

1) Required if after first start the still cold engine should run at partial load without increased smoke emission.

O (X1)) O (X 1)) O (X 1))

Charge air preheating by LT shut off X X X X

CHATCO (charge air temperature control) X X X X

Waste gate (blowing-off the exhaust gas) X 2)

2) Not required for engines with an output PApplication, ISO 90 % of ISO-standard-output

(Exception: special applications like dredger, fixed-pitch propeller, high-torque for which a clarification with MAN Diesel &Turbo is necessary. See also "Section 2.6.6: Available outputs and permissible frequency deviations, page 2-59").

X2) X2) X2)

Jet Assist (accelerating the turbocharger) O (X 3))

3) Required if special demands exist regarding fast acceleration and fast load application without increased soot emission.

X X X

V.I.T. (Variable Injection Timing) X4)

4)Automatical V.I.T. (Variable Injection Timing) required.

X4) X4) X4)

Slow turn O X X 5)

5) Required for plants with Power Managment System demanding automatic engine start.

X

Oil mist detector O O O O

Splash oil monitoring X X X X

Main bearing temperature monitoring X X X X

Attached HT cooling water pump O O O O

Attached LT cooling water pump O O O O

Attached lubrication oil pump O O O O

X = required, O = optional

Table 2-4 Engine equipment


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Engine equipment for various applications General description

Charge air blow-off for firing pressure limitation

If engines are operated at full load at low intaketemperature, the high air density leads to the dan-ger of excessive charge air pressure and, conse-quently, much too high ignition pressure. In orderto avoid such conditions, part of the charge air iswithdrawn upstream or downstream of the chargeair cooler and blown off into the engine room. Thisis achieved by means of an electro-pneumaticallycontrolled flap or a spring-loaded valve.

Charge air blow-off device for firing pressure limitationand exhaust gas temperature control after turbine

For plants with an SCR catalyst, downstream ofthe turbine, a minimum exhaust gas temperatureupstream of the SCR catalyst is necessary in orderto ensure its proper performance.

This minimum exhaust gas temperature dependson the type and design of the SCR catalyst and isfixed by its manufacturer. In case the temperaturedownstream of the turbine falls below the set min-imum exhaust gas temperature, a flap provided on

the engine is opened gradually in order to blow-offthe charge air until the exhaust gas temperaturedownstream of the engine (and thus upstream ofthe SCR catalyst) has reached the required level.

Charge air by-pass

The charge air pipe is connected to the exhaustpipe via a reduced diameter pipe and a by-passflap. The flap is closed in normal operation. Mainlyin propeller operation between 25 and 60 % en-gine load (above cross-over point) the charge air

by-pass is opened, so that the turbocharger is op-erated at a higher air flow with higher efficiency.The resultant increased charge air pressure withimproved scavenging pressure gradient leads tolower component temperatures.

Two-stage charge air cooler

The two stage charge air cooler consists of twostages which differ in the temperature level of theconnected water circuits. The charge air is firstcooled by the HT circuit (high temperature stage ofthe charge air cooler, engine) and then furthercooled down by the LT circuit (low temperaturestage of the charge air cooler, lube oil cooler).

Charge air preheating by HT-LT switching

Charge air preheating by HT-LT switching is used

in the load range from 0 % up to 20 % to achievehigh charge air temperatures during part load op-eration. It contributes to improved combustionand, consequently, reduced exhaust gas discol-ouration. Unlike the charge air preheating bymeans of the CHATCO control valve, there is notime delay in this case. The charge air is preheatedimmediately after the switching process by HTcooling water, which is routed through both stagesof the two-stage charge air cooler.

Charge air preheating by LT shut off (integrated in

CHATCO)

Charge air preheating by LT shut off (by means ofthe CHATCO control valve) is as well used in theload range from 0 % up to 20 % to reduce exhaustgas discolouration. Higher charge air tempera-tures are achieved by shut off the LT stage of thetwo stage charge air cooler. Depending on enginetype there is a delay in time of about 15 to 25 min-utes, till the positive effect can be noticed, be-cause previously remaining LT water in the LTstage needs to be heated up by the charge air.


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CHATCO (Charge Air Temperature Control)

The charge air temperature control CHATCOserves to prevent accumulation of condensed wa-ter in the charge air pipe. In this connection, thecharge air temperature is, depending on the intakeair temperature, controlled in such a way that, as-suming a constant relative air humidity of 80 %,the temperature in the charge air pipe does not fallbelow the condensation temperature.

Integrated in the functionality of CHATCO isCharge air preheating by LT shut off.

Waste gate (blowing-off the exhaust gas)By blowing off the exhaust gas upstream of theturbine and returning it to the exhaust pipe down-stream of the turbine, a charge air pressure reduc-tion and/or a drop in turbine speed at full load isachieved. This measure is necessary if the turbo-charger has been designed for optimised part loadoperation.

Jet Assist (acceleration of the turbocharger)

This equipment is used where special demands

exist regarding fast acceleration and/or load appli-cation. In such cases, compressed air from thestarting air vessels is reduced to a pressure of ap-prox. 4 bar before being passed into the compres-sor casing of the turbocharger to be admitted tothe compressor wheel via inclined bored passag-es. In this way, additional air is supplied to thecompressor which in turn is accelerated, therebyincreasing the charge air pressure. Operation ofthe accelerating system is initiated by a control,and limited to a fixed load range.

VIT (Variable Injection Timing)For some engine types with conventional injectiona VIT is available allowing a shifting of injectionstart. A shifting in the direction of advanced injec-tion is supposed to increase the ignition pressureand thus reduces fuel consumption. Shifting in thedirection of retarded injection helps to reduceNOxemissions.

Slow turn

Engines, which are equipped with slow turn, areautomatically turned prior to engine start, with theturning process being monitored by the enginecontrol. If the engine does not reach the expectednumber of crankshaft revolutions (2.5 revolutions)within a specified period of time, or in case theslow-turn time is shorter than the programmedminimum slow-turn time, an error message is is-sued. This error message serves as an indicationthat there is liquid (oil, water, fuel) in the combus-tion chamber. If the slow-turn manoeuvre is com-

pleted successfully, the engine is startedautomatically.

Oil mist detector

Bearing damage, piston seizure and blow-by incombustion chamber leads to increased oil mistformation. As a part of the safety system the oilmist detector monitors the oil mist concentrationin crankcase to indicate these failures at an earlystage.

Splash oil monitoring system

The splash-oil monitoring system is a constituentpart of the safety system. Sensors are used tomonitor the temperature of each individual driveunit (or pair of drive at V engines) indirectly viasplash oil.

Main bearing temperature monitoring

As an important part of the safety system the tem-peratures of the crankshaft main bearings aremeasured just underneath the bearing shells in thebearing caps. This is carried out using oil-tight re-

sistance temperature sensors.


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Charge air blow-off

Figure 2-6 Cold charge air blow-off for selective catalyst operation


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2.2.1 Standard engine ratings

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2.2 Ratings (output) and speeds


Engine 48/60B, GenSet and controllable-pitch propeller (CPP)

1,150 kW/cyl., 500/514 rpm

Engine type

No. of cylinders

Engine rating PISO, Standard1)2)

1) PISO, Standardas specified in DIN ISO 3046-1, "Paragraph: Definition of engine rating, page 2-18".2) Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fullfilling the stated quality

requirements.

500rpm Available turn-

ing direction

514rpm Available turn-

ing direction

kW CW3)CCW4)

3) CW clockwise.4) CCW counter clockwise.

kW CW3)CCW4)

6L48/60B 6 6,900 Yes/Yes 6,900 Yes/Yes

7L48/60B 7 8,050 Yes/Yes 8,050 Yes/Yes

8L48/60B 8 9,200 Yes/Yes 9,200 Yes/Yes

9L48/60B 9 10,350 Yes/Yes 10,350 Yes/Yes

12V48/60B 12 13,800 Yes/Yes 13,800 Yes/Yes

14V48/60B 14 16,100 Yes/Yes 16,100 Yes/Yes

16V48/60B 16 18,400 Yes/Yes 18,400 Yes/Yes18V48/60B 18 20,700 Yes/Yes 20,700 Yes/Yes

Table 2-5 Engine ratings 48/60B, GenSet and CPP


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Engine 48/60B, Suction dredger/pumps (mechanical drive)

Please contact MAN Diesel & Turbo for project specific details.

Definition of engine rating

General definition of diesel engine rating(according to ISO 15550: 2002; ISO 3046-1:2002)

Reference Conditions:

ISO 3046-1: 2002; ISO 15550: 2002

Air temperature Tr K/C 298/25

Air pressure pr kPa 100Relative humidity r % 30

Cooling water temperature upstreamcharge air cooler tcr

K/C 298/25

Table 2-6 Standard reference conditions


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2.2.2 Engine ratings (output) for different applications

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PApplication, ISO: Available rating (output) under ISO-conditions dependent on application

PApplication

Availableoutputinpercentage

ofISO-stan

dard-output

Fuelstoppower(blocking)

Max.allowe

dspeedreduction

atmaximum

torque

1)

1) Maximum torque given by available output and nominal speed.

Tropiccond

itions

(tr/

tcr/pr=10

0kPa)2)

2) tr = Air temperature at compressor inlet of turbocharger.

tcr= Cooling water temperature before charge air cooler.

pr = Barometric pressure.

Notes

Optionalpo

wertake-offinpercentage

ofISO-stan

dard-output

Kind of application % % % C - -

Marine main engines (with mechanical or Diesel-electric drive)

Main drive alternator 100 110 - 45/38 3)

3)According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to provide addi-tional engine power for governing purpose only (e. g. transient load conditions and suddenly applied load).

This additional power shall not be used for the supply of electrical consumers.

Yes/up to 100 %

Main drive with controllable pitch propeller 100 100 - 45/38 - Yes/up to 100 %

Suction dredger/pumps (mechanical drive)

Main drive with speed reduction at maximumtorque

Please contactMAN Diesel &

Turbo

20 45/38 4)5)

4)According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engineslisted in the column P Application.

5) Special turbocharger matching required.

Yes/up to 100 %

Table 2-7 Available outputs/related reference conditions 48/60B


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P Operating: Available rating (output) under local conditions and dependent on application

Dependent on local conditions or special application demands a further load reduction of PApplication, ISOmight be needed.

1. No de-ratingnecessary, provided the conditions listed in the respective column(see "Table 2-9: De-rating Limits of ambient conditions") are met:

2. De-ratingdue to ambient conditions and negative intake pressure before compressor or exhaust gasback pressure after turbocharger.

No de-rating up to

stated reference

conditions (Tropic),

see 1.

De-rating needed according to formula,

see 2.

De-rating

needed

accord. to spe-

cial calcula-

tion, see 3.

Air temperature before

turbocharger Tx

318 K (45 C) 318 K (45 C) < Tx 333 K (60 C) > 333 K (60 C)

Ambient pressure 100 kPa (1 bar) 100 kPa (1 bar) > pambient 90 kPa < 90 kPa

Cooling water tempera-ture inlet charge aircooler (LT stage)

311 K (38 C) 311 K (38 C) < Tcx 316 K (43 C) > 316 K (43 C)

Intake pressure beforecompressor

20 mbar1)

1) Below/above atmospheric pressure.

20 mbar > pair before compressor 40 mbar1) < 40 mbar1)

Exhaust gas back pres-sure after turbocharger

30 mbar1) 30 mbar < pexhaust after turbine 60 mbar1) > 60 mbar1)

Table 2-9 De-rating Limits of ambient conditions

1.2

x cx

318 311a 1.09 0.09 with a 1

T U O T

Operating Application, ISOP P a

a Correction factor for ambient conditions

Tx Air temperature before turbocharger[K]beingconsidered

U Increased negative intake pressure before compressor leads to an de-rating, calculated as increased air temperaturebefore turbocharger

x x

T 273 t

Airbefore compressorU 20mbar p mbar 0.25K mbar withU 0
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3. De-rating due to special conditions or demands.

Please contact MAN Diesel & Turbo:

If limits of ambient conditions mentioned in "Ta-ble 2-9: De-rating Limits of ambient conditions"areexceeded. A special calculation is necessary.

If higher requirements for the emission level ex-ist. For the allowed requirements see "Section:Exhaust gas emission".

If special requirements of the plant for heat re-covery exist.

If special requirements on media temperaturesof the engine exist.

If any requirements of MAN Diesel & Turbomentioned in the Project Guide can not bekept.

Note!

Operating pressure data without further speci-

fication are given below/above atmospheric

pressure.

O Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature

before turbocharger:

Tcx Cooling water temperature inlet charge air cooler (LT stage) [K] being considered

T Temperature in Kelvin [K]

t Temperature in degree Celsius [C]

Exhaust after turbineO P mbar 30mbar 0.25K mbar with0 0

CX cxT 273 t
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2.2.3 Engine speeds and related main data

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Unit 50 Hz 60 Hz

Cylinder rating kW/cyl. 1,150 1,150

Rated speed rpm 500 514

Mean piston speed m/s 10.0 10.3

Mean effective pressure bar 25.4 24.7

Number of pole pairs - 6 7

Lowest engine operating speed:

in case of rigid foundationin case of resilient foundation speeddepends on layout of mounting

rpm

approx. 130

-

approx. 130

-

Highest engine operating speed1)

1)This concession may possibly be restricted, see "Figure 2-19: Permissible frequency deviations and corresponding max. output".

rpm 525 525

Speed adjusting range rpm see "Section 2.2.4: Speed adjusting range, page 2-25"

Note!

Power take-off on engine free end up to 100 % of rated output.

Table 2-9 Engine speeds and related main data


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2.2.4 Speed adjusting range

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The following specification represents the stand-ard settings. For special applications, deviatingsettings may be necessary.

Drive Speed droop Maximum

speed at full

load

Maximum

speed at idle

running

Minimum

speed

Mechanicalgovern

ors

1 main engine with controlla-ble-pitch propeller and withoutPTO

3 % 100 % (+0.5%) 103 % (+0.5%) 60 %

1 main engine with controlla-ble-pitch propeller and withPTO

3 % 100 % (+0.5%) 103 % (+0.5%) 60 %

Parallel operation of 2 enginesdriving 1 shaft with/withoutPTO

5 % 100 % (+0.5%) 105 % (+0.5%) 60 %

GenSets/"diesel-electricplants"

5 % 103 % 108 % 60 %

Electronicgovernors

1 main engine with controlla-ble-pitch propeller and withoutPTO

0 % 100 % (+0.5%) 100 % (+0.5%) 60 %

1 main engine with controlla-ble-pitch propeller and withPTO

0 % 100 % (+0.5%) 100 % (+0.5%) 60 %

Parallel operation of 2 enginesdriving 1 shaft with/withoutPTO:

Load sharing via speed droopor

5 % 100 % (+0.5%) 105 % (+0.5%) 60 %

Master/Slave Operation 0 % 100 % (+0.5%) 100 % (+0.5%) 60 %

GenSets/"diesel-electric

plants"

- - - -

Load sharing via speed droopby PMS or

5 % 100 % (+0.5%) 105 % (+0.5%) 60 %

Isochronous load sharing 0 % 100 % (+0.5%) 100 % (+0.5%) 60 %

Table 2-10 Mechanical/electronic governors


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2.3 Engine operation under arctic conditions

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Arctic condition is defined as:

Air intake temperatures of the engine below +5 C

If engines operate under arctic conditions (inter-mittently or permanently), the engine equipmentand plant installation have to meet special designfeatures and requirements. They depend on thepossible minimum air intake temperature of theengine and the specification of the fuel used.

Minimum air intake temperature of the engine, tx: Category A

+5 C > tx 15 C

Category B

15 C > tx 35 C

Category C

tx 35 C

Special engine design requirements

Charge air blow-off according to categories A,B or C.

If arctic fuel (with very low lubricating properties)is used, the following actions are required:

- The maximum allowable fuel temperatureshave to be kept.

- Fuel injection pump

Only in case of conventional fuel injectionsystem, dependent on engine type installa-

tion and activation of sealing oil system maybe necessary, because low viscosity of thefuel can cause an increased leakage and thelube oil will possibly being contaminated.

- Fuel injection valve

Nozzle cooling has to be switched off toavoid corrosion caused by temperatures be-low the dew point.

- Inlet valve lubrication

Has to be activated to avoid an increasedwear of the inlet valves.

Engine equipment

SaCoS/SaCoSone

SaCoS/SaCoSone equipment is suitable to bestored at minimum temperatures of 15 C.

In case these conditions cannot be met, pro-tective measures against climatic influenceshave to be taken for the following electroniccomponents:

- EDS Databox APC620

- TFT-touchscreen display

- Emergency switch module BD5937

These components have to be stored at plac-es, where the temperature is above 15 C.

A minimum operating temperature of 0 Chas to be ensured. The use of an optional elec-tric heating is recommended.

AlternatorsAlternator operation is possible according to sup-pliers specification.

Plant installation

Intake air conditioning

Air intake of the engine and power house/en-gine room ventilation have to be two differentsystems to ensure that the power house/en-gine room temperature is not too low causedby the ambient air temperature.

It is necessary to ensure that the charge aircooler cannot freeze when the engine is out ofoperation (and the cold air is at the air inletside).

Gas engines

- An air intake temperature +5 C has to beensured by preheating.

- In addition, the maximum ambient tempera-ture has to be considered since the engine

control can only compensate a limited tem-perature range (approx. 20 K).


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Example:

Maximum ambient temperature .... +35 CTemperature compensationby engine..........................................20 K

> An air intake temperature of +15 C(35 C 20 K = 15 C) has to be en-sured by preheating.

Dual-fuel engines

- Category A, B

No additional actions are necessary. The

charge air before the cylinder is preheatedby the HT circuit of the charge air cooler (LTcircuit closed).

- Category C

> An air intake temperature 35 C has tobe ensured by preheating.

> Additionally the charge air before the cyl-inder is preheated by the HT circuit of thecharge air cooler (LT circuit closed).

> In special cases the change-over pointfor the change from diesel operation todual-fuel mode (gas mode) has to beshifted to a higher load.

Diesel engines

- Category A, BNo additional actions are necessary. Thecharge air before the cylinder is preheatedby the HT circuit of the charge air cooler (LTcircuit closed).

- Category C

> An air intake temperature 35 C has tobe ensured by preheating.

> Additionally the charge air before the cyl-inder is preheated by the HT circuit of thecharge air cooler (LT circuit closed).

Minimum power house/engine room temperature

Ventilation of power house/engine roomThe air of the power house/engine room venti-lation must not be too cold (preheating is nec-essary) to avoid the freezing of the liquids in thepower house/engine room systems.

Minimum powerhouse/engine room tempera-ture for design +5 C

Coolant and lube oil systems

- HT and lube oil system has to be preheatedfor each individual engine, see "Section 2.5.2:Starting conditions and load application for diesel-

electric plants, page 2-35".

- Design requirements for the preheater of HTsystems:

> Category A

Standard preheater

> Category B

50 % increased capacity of the preheater

> Category C

100 % increased capacity of the pre-heater

- If a concentration of anti-freezing agents of> 50 % in the cooling water systems isneeded, please contact MAN Diesel &Turbo for approval.

- For information regarding engine coolingwater see "Section 4: Specification for enginesupplies, page 4-1".

InsulationThe design of the insulation of the piping sys-tems and other plant parts (tanks, heat ex-changer etc.) has to be modified and designedfor the special requirements of arctic condi-tions.


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Heat tracing

To support the restart procedures in cold con-dition (e. g. after unmanned survival mode dur-ing winter), it is recommended to install a heattracing system in the piping to the engine.

Note!

A preheating of the lube oil has to be ensured.

If the plant is not equipped with a lube oil sep-

arator (e. g. plants only operating on MGO) al-

ternative equipment for preheating of the lube

oil to be provided.

For plants taken out of operation and cooleddown below temperatures of +5 C additional

special measures are needed in this case

please contact MAN Diesel & Turbo.


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2.4 Low load operation

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Definition

Generally the following load conditions are differ-entiated:

Overload (for regulation):> 100 % of full load output

Full load: 100 % of full load output

Part load: < 100 % of full load output

Low load: < 25 % of full load output

Correlations

The ideal operating conditions for the engine pre-vail under even loading at 60 % to 90 % of the fullload output. Engine control and rating of all sys-tems are based on the full load output.

In the idling mode or during low load engine oper-ation, combustion in the cylinders is not ideal. De-posits may form in the combustion chamber,which result in a higher soot emission and an in-

crease of cylinder contamination.Moreover, in low load operation and during ma-noeuvring of ships, the cooling water tempera-tures cannot be regulated optimally high for allload conditions which, however, is of particular im-portance during operation on heavy fuel oil.

Better conditions

Optimization of low load operation is obtained bycutoff of the LT stage of the charge air cooler or

perfusion of the LT stage with HT water if HT or LTswitching is available to that engine type.

For common rail engines mostly this is not neces-sary because optimized combustion is realized byan electronically controlled fuel injection system.

HT: High temperature

LT: Low temperature

Operation on heavy fuel oil

Because of the afore mentioned reasons, low loadoperation < 25 % of full load output on heavy fueloil is subjected to certain limitations. For further in-formation see "Figure 2-10: Time limits for low load op-eration (on the left), duration of relieving operation (on

the right)", the engine must, after a phase of partload operation, either be switched over to dieseloperation or be operated at high load (> 70 % of

full load output) for a certain period of time in orderto reduce the deposits in the cylinder and exhaustgas turbocharger again.

In case the engine is to be operated at low load fora period exceeding (see "Figure 2-10: Time limits forlow load operation (on the left), duration of relieving op-

eration (on the right)"), the engine is to be switchedover to diesel oil operation beforehand.

Be aware, that after 500 hours continuous heavyfuel oil operation at low load in the range 20 % to25 % of the full engine output a new running in ofthe engine is needed (see "Section 9.3: Engine run-ning-in, page 9-9"). For continuous heavy fuel oil op-eration at low load in the range < 25 % of the fullengine output, coordination with MAN Diesel &Turbo is absolutely necessary.

Operation on diesel fuel

For low load operation on diesel fuel oil, the follow-ing rules apply:

A continuous operation below 20 % of full load

has to be avoided, if possible.Note!

Should this be absolutely necessary, MAN Diesel &

Turbo has to be consulted for special arrange-

ments.

A no-load operation, especially at nominalspeed (alternator operation) is only permittedfor a maximum period of one hour.

No limitations are required for loads above 20 % offull load, as long as the specified operating data of

the engine will not be exceeded.


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Figure 2-10 Time limits for low load operation (on the left), duration of relieving operation (on the right)

Explanations

New running in needed after > 500 hours low loadoperation (see "Section 9.3: Engine running-in, page9-9").

Note!

Acceleration time from present output to 70 %

of full load output not less than 15 minutes.

Example

Line a (time limits for low load operation):At 10 % of full load output, HFO operation is per-missible for maximum 19 hours, MGO/MDO oper-ation for maximum 40 hours, than output has tobe increased.

Line b (duration of relieving operation):

Operate the engine for approx. 1.2 hours at notless than 70 % of full load output to burn away thedeposits that have formed.

Time limits for low-load operation Duration of "relieving operation"MGO.MDO,HFO-operation

> 70% of full-load output

P [%]

t [h]

Legend

P Full load output [%]

t Operating period [h]


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2.5.1 Operating range for controllable-pitch propeller

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2.5 Propeller operation, suction dredge (pump drive)


Figure 2-7 Operating range for controllable-pitch propeller

Note!

In rare occasions it might be necessary that

certain engine speed intervals have to be

barred for continuous operation.

For FPP applications as well as for applica-

tions using resilient mounted engines, the ad-

missible engine speed range has to beconfirmed (preferably at an early project

phase) by a torsional vibration calculation, by

a dimensioning of the resilient mounting, and,

if necessary, by an engine operational vibration

calculation.

0

10

20

30

40

50

60

70

80

90

100

110

40 50 60 70 80 90 100 110

Engine output [%] Torque, BMEP [%]

Engine speed [%]

Range II

1 Load limit

2 Recommended combinator curve

3 Zero thrust

100

90

80

70

60

50

40

30

20

10

MCR

Range I

1

2

3

Max. permitted engine output

after load reduction demand of

engine control


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Rated output/operating range

Maximum continuous rating (MCR)Range I: Operating range for continuous opera-tion.

Range II: Operating range which is temporarily ad-missible e. g. during acceleration and manoeu-vring.

The combinator curve must keep a sufficient dis-tance to the load limit curve. For overload protec-tion, a load control has to be provided.

Transmission losses (e. g. by gearboxes and shaftpower) and additional power requirements (e. g.by PTO) must be taken into account.

IMO certificationforengines with operatingrangefor

controllable-pitch propeller (CPP)

Test cycle type E2 will be applied for the engines

certificationfor compliance with the NOxlimits ac-

cording to NOxtechnical code.


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2.5.2 General requirements for propeller pitch control

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Pitch control of the propeller plant

4 20 mA load indication from engine control

As a load indication a 4 20 mA signal from the

engine control is supplied to the propeller control.

General

A distinction between constant-speed operation

and combinator-curve operation has to be en-

sured.

Failure of propeller pitch control:In order to avoid overloading of the engine upon

failure of the propeller pitch control the propeller

pitch must be adjusted to a value < 60 % of the

maximum possible pitch.

Combinator-curve operation:

The 4 20 mA signal has to be used for the as-

signment of the propeller pitch to the respective

engine speed. The operation curve of engine

speed and propeller pitch (for power range, see

"Section 2.5.1: Operating range for controllable-pitch pro-

peller (CPP), page 2-32") has to be observed alsoduring acceleration/load increase and unloading.

Acceleration/load increase

The engine speed has to be increased prior in-

creasing the propeller pitch (see "Figure 2-8: Exam-

ple to illustrate the change from one load step to

another").

Or if increasing both synchronic the speed has to

be increased faster than the propeller pitch. The

area above the combinator curve should not be

reached.

Automatic limiting of the rate of load increase must

also be implemented in the propulsion control.

Deceleration/unloading the engine

The engine speed has to be reduced later than the

propeller pitch (see "Figure 2-8: Example to illustrate

the change from one load step to another").

Or if decreasing both synchronic the propeller

pitch has to be decreased faster than the speed.

The area above the combinator curve should notbe reached.


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Figure 2-9 Example to illustrate the change from one load step to another

Engine output [%]

Engine speed [%]

1 Load limit

2 Recommended combinatorcurve

3 Zero thrust

MCR

1

3

2

Load steps

1st Pitch

(load)

2nd Speed

Detail:

decreasing load

2nd Pitch

(load)

1st Speed

Detail:

increasing load


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Windmilling protection

If a stopped engine (fuel admission at zero) is be-ing turned by the propeller, this is called windmill-ing. The permissible period for windmilling isshort, because windmilling can cause, due to poorlubrication at low propeller speed, excessive wearof the engines bearings.

Single-screw ship

The propeller control has to ensure that the wind-milling time is less than 40 sec.

Multiple-screw ship

The propeller control has to ensure that the wind-milling time is less than 40 sec. In case of plantswithout shifting clutch, it has to be ensured that astopped engine won't be turned by the propeller.

(Regarding maintenance work a shaft interlockhas to be provided for each propeller shaft.)

Binary signals from engine control

Overload contact

The overload contact will be activated when theengines fuel admission reaches the maximum po-sition. At this position, the control system has tostop the increase of the propeller pitch. If this sig-nal remains longer than the predetermined timelimit, the propeller pitch has to be decreased.

Operation close to the limit curves (only for electronic

speed governors)

This contact is activated when the engine is oper-ated close to a limit curve (torque limiter, charge airpressure limiter...). When the contact is activated,

the propeller control system has to keep from in-creasing the propeller pitch. In case the signal re-mains longer than the predetermined time limit,the propeller pitch has to be decreased.

Propeller pitch reduction contact

This contact is activated when disturbances in en-gine operation occur, for example too high ex-haust-gas mean-value deviation. When thecontact is activated, the propeller control systemhas to reduce the propeller pitch to 60 % of therated engine output, without change in enginespeed.

Distinction between normal manoeuvre and emergen-

cy manoeuvre

The propeller control system has to be able to dis-

tinguish between normal manoeuvre and emer-gency manoeuvre (i.e., two different accelerationcurves are necessary).

MAN Diesel & Turbo's guidelines concerning acceler-

ation times and power range have to be observed

The power range (see"Section 2.5.1: Operating rangefor controllable-pitch propeller, page 2-33") and the ac-celeration times (see "Section 2.5.4: Accelerationtimes, page 2-41") are to be observed.


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2.5.3 Operating range for mechanical pump drive

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Figure 2-10 Operating range for mechanical pump drive

0

10

20

30

40

50

60

70

80

90

100

110

30 40 50 60 70 80 90 100 110

Engine output [%] Torque, BMEP [%]

Engine speed [%]

MCR(reduced output according to

chapter available outputs)

3

100

90

80

70

60

50

40

30

20

10

Range I operating range for

continuous operation

3 Theoretical propeller curve

Range I

Max. permitted engine

output after load

reduction demand of

engine control


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MCR

Maximum continuous rating, fuel stop power Range I

Operating range for continuous operation

For dredge applications with dredge pumps di-rectly mechanically driven by the engines thereis a requirement for full constant torque opera-tion between 80 % and 100 % of nominal en-gine speed. This specific operating rangeresults in a reduced output of the engine ac-cording to "Table:Available outputs/related refer-

ence conditions" in "Section: Engine ratings (output)for different applications Ratings (output) and

speeds".


mechanical pump drive

Test cycle type C1 for auxiliary engine application

will be applied for the engines certification for

compliance with the NOx limits according to NOxtechnical code.


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2.5.4 Acceleration times

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Acceleration times for controllable pitch-propeller plants

General remark

Stated acceleration times in "Figure 2-11: Control le-

ver setting and corresponding engine specific acceleration

times (for guidance)" are valid for the engine itself.

Dependend on the propulsion train (moments of

inertia, vibration calculation etc.) project specific

this may differ. Of course, the acceleration times

are not valid for the ship itself, due to the fact, that

the time constants for the dynamic behavior of the

engine and the vessel may have a ratio of up to

1:100, or even higher (dependent on the type of

vessel). The effect on the vessel must be calculat-

ed separately.

Propeller control

For remote controlled propeller drives for ships

with unmanned or centrally monitored engine

room operation in accordance to IACS Require-

ments concerning MACHINERY INSTALLA-

TIONS, M43, a single control device for each

independent propeller has to be provided, with au-tomatic performance preventing overload and

prolonged running in critical speed ranges of the

propelling machinery. Operation of the engine ac-

cording to the relevant and specific operating

range (CPP, FPP, water jet, etc.) has to be en-

sured. In case of a manned engine room and man-

ual operation of the propulsion drive, the engine

room personnel are responsible for the soft load-

ing sequence, before control is handed over to the

bridge.

Load control program

The lower time limits for normal and emergency

manoeuvres are given in our diagrams for applica-

tion and shedding of load. We strongly recom-

mend that the limits for normal manoeuvring is

observed during normal operation, to achieve

trouble-free engine operation on a long-term ba-

sis. An automatic change-over to a shortened load

programme is required for emergency manoeu-

vres. The final design of the programme should be

jointly determined by all the parties involved, con-

sidering the demands for manoeuvring and the ac-tual service capacity.


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2.6.1 Operating range for GenSets

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2.6 GenSet operation


Figure 2-12 Operating range for GenSets


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MCR

Maximum continuous rating

Range I

Operating range for continuous service

Range II

No continuous operation allowed.

Maximum operating time less than 2 minutes.

Range III

According to DIN ISO 8528-1 load > 100 % of

the rated output is permissible only for a short

time to provide additional engine power for

governing purposes only (e.g. transient load

conditions and suddenly applied load). This ad-

ditional power shall not be used for the supply

of electrical consumers.


electric propulsion

Test cycle type E2 will be applied for the engines

certificationfor compliance with the NOxlimits ac-

cording to NOxtechnical code.


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2.6.2 Starting conditions and load application for diesel-electric plants

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2.6.2 Starting conditions and load application for diesel-electric plants

In multiple-engine plants with GenSet operationand load regulation by a power management sys-tem, the availability of engines not in operation isan important aspect.

The following data and conditions are of rele-vance:

Engine start-

48 60b project guide

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