instalation manual-2002_1013m_1015m[1]

Installation Guide for Diesel Engines

Ship segment

Types 1013 / 1015

Installation Guide for Diesel EnginesShip segment BFM 1013M / BFM 1015M

12/01

These guidelines are not operating instructions for the final machine user.They apply to all manufacturers of products that use a DEUTZ diesel engineas drive unit in their products.Thus, the guidelines are not user information as defined byDIN norm 8418, but fulfil a similar purpose, because their observance ensuresthe engine function and thus protects the product user from danger whichcould result from engine use.

Operating safety and a long service life can only be expected from perfectlyinstalled engines. This also allows maintenance work to be carried out simplyand quickly.These guidelines provide information for mounting and name limit values to beobserved.

The guidelines only refer to the function of the engines and not to laws andordinances applicable to the product in which the engine will be installed.Thus the equipment manufacturer is responsible for the regulations to beobserved.

The multitude of installation possibilities does not allow for generallyapplicable, rigid rules. Experience and special knowledge are necessary inorder to ensure optimal installation.

Therefore, we recommend an installation consultation with an authorisedsales partner during the planning stage.

Responsible for the contents:DEUTZ AGDeutz-Mllheimer-Str. 14714951057 Cologne

Phone: (02 21) 8 22 31 45Telefax: (02 21) 8 22 56 72Telex: 8812-D khd dOrder No.: 0312 0378 en

Dealer stamp


Ship segment BFM 1013M / BFM 1015M

Table of contents

1 Installation planning1.1 Engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11.1.1 Engine dimensions 1013 . . . . . . . . . . . . . . . . . . . . . . . . . 1-21.1.2 Engine dimensions 1015 . . . . . . . . . . . . . . . . . . . . . . . . . 1-31.2 Tilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51.3 Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

2 Engine installation2.1 Rigid bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.1.1 Engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22.1.2 Angular deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32.1.3 Parallel displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52.2 Elastic bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

3 Power take-off3.1 Torsional vibration calculation . . . . . . . . . . . . . . . . . . . . . 3-13.2 Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-83.3 Power take-off, flywheel side . . . . . . . . . . . . . . . . . . . . . . 3-83.3.1 Attachments to the engine . . . . . . . . . . . . . . . . . . . . . . . . 3-83.3.2 Mounting the gearbox to the engine . . . . . . . . . . . . . . . . . 3-93.3.3 Installing universal shafts . . . . . . . . . . . . . . . . . . . . . . . . . 3-133.3.4 Radial power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-143.3.4.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-143.3.4.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-173.4 Front power take-off (Front PTO) . . . . . . . . . . . . . . . . . . . 3-243.4.1 Axial power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-243.4.2 Permitted rotational dimensions . . . . . . . . . . . . . . . . . . . . 3-273.5 Secondary outputs on the engine. . . . . . . . . . . . . . . . . . . 3-283.5.1 Secondary output possibilities . . . . . . . . . . . . . . . . . . . . . 3-283.5.1.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-283.5.1.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-313.5.2 Air compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-333.5.2.1 Line connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-333.5.2.2 Pressure regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-343.5.2.3 Volumetric capacity and power consumption . . . . . . . . . . 3-353.5.2.4 Dimension diagram, BFM1013M/C. . . . . . . . . . . . . . . . . . 3-363.5.2.5 ZF Steering booster pump . . . . . . . . . . . . . . . . . . . . . . . . 3-373.5.3 Hydraulic pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-383.5.3.1 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-383.5.3.2 Calculated values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-393.5.3.3 Operating data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-393.5.3.4 Characteristic curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4012/01 i

3.5.4 Untreated water pumps . . . . . . . . . . . . . . . . . . . . . . . . . . 3-433.5.4.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-433.5.4.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44



4 Engine room ventilation4.1 Calculation of the air requirement for

engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24.1.1 Overall radiated heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24.1.2 Radiated engine heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24.1.3 Radiated generator heat . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34.1.4 Radiated heat of the auxiliary equipment . . . . . . . . . . . . . 4-34.1.5 Ventilation quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44.2 Installation notes for ventilating the engine room . . . . . . . 4-54.2.1 Additional installation notes for using

engines in fast ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6

5 Combustion air system5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.2 Intake vacuum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25.2.1 Maximum permitted intake vacuum . . . . . . . . . . . . . . . . . . 5-25.2.2 Measuring the intake vacuum . . . . . . . . . . . . . . . . . . . . . . 5-45.2.3 Monitoring the intake vacuum . . . . . . . . . . . . . . . . . . . . . . 5-45.3 Air filter systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55.3.1 Dry air filter (paper air filter) . . . . . . . . . . . . . . . . . . . . . . . . 5-55.3.2 General instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55.4 Calculating the air flow rate . . . . . . . . . . . . . . . . . . . . . . . . 5-65.4.1 Laboratory service life for paper air filters . . . . . . . . . . . . . 5-65.4.2 Required information for air filter dimensioning . . . . . . . . . 5-65.5 Combustion air lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105.5.2 Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105.5.3 Corrugated hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115.5.3.1 DEUTZ factory standard H 3482, part 1 . . . . . . . . . . . . . . 5-115.5.4 Rubber sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115.5.5 Rubber moulded parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-125.5.5.1 DEUTZ delivery regulation 0161 0093 US 8039-35 . . . . . 5-125.5.6 Hose band clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-135.5.7 Clean air line ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-165.5.8 Layout of combustion air lines . . . . . . . . . . . . . . . . . . . . . . 5-16

6 Exhaust gas system6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16.2 Permissible resistances in the exhaust gas system . . . . . 6-36.3 Dimensioning exhaust gas lines . . . . . . . . . . . . . . . . . . . . 6-46.4 Exhaust gas back pressure measurement . . . . . . . . . . . . 6-76.5 Elastic exhaust pipe joints . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.6 "Wet" exhaust gas lines (Mixing vessel) . . . . . . . . . . . . . . 6-106.7 Water infiltration protection . . . . . . . . . . . . . . . . . . . . . . . . 6-126.8 Insulating the exhaust gas line . . . . . . . . . . . . . . . . . . . . . 6-136.9 Particle filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-146.10 Determining the exhaust gas line resistances

for turbo-charged engines . . . . . . . . . . . . . . . . . . . . . . . . . 6-16ii 12/01



7 Fuel system7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17.2 Fuel, feed pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17.2.1 Intermediate tank/Day service tank . . . . . . . . . . . . . . . . . 7-47.2.2 Closed circular pipeline. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57.3 Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87.3.1 Fuel connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127.3.1.1 Metal pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127.3.1.2 Fuel connection, engine 1013 . . . . . . . . . . . . . . . . . . . . . 7-137.3.1.3 Fuel connection, engine 1015 . . . . . . . . . . . . . . . . . . . . . 7-147.4 Fuel heating, fuel cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 7-167.5 Fuel tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-177.6 Fuel filtering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

8 Engine cooling system8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18.2 Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28.2.1 Range of application and purpose . . . . . . . . . . . . . . . . . . 8-28.2.2 Water quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28.2.3 Protectant (concentrate) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28.2.4 Coolant preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-68.3 Cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-78.3.1 Fresh water cooler for keel cooling. . . . . . . . . . . . . . . . . . 8-78.3.1.1 Compensator reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-78.3.2 Types of cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-98.3.2.1 Thermo-syphon cooling . . . . . . . . . . . . . . . . . . . . . . . . . . 8-98.3.2.2 Ship hull cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-108.3.2.3 Pipe cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-118.3.2.4 Plate coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-118.3.3 Cooling with raw water . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-128.3.3.1 Raw water filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-128.3.3.2 Raw water pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-128.3.3.3 Raw water lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-128.3.3.4 Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-148.4 Pipelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-158.4.1 Line dimensioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-158.4.2 Pipeline designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-188.4.3 Line routing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-198.5 Designing cooling systems . . . . . . . . . . . . . . . . . . . . . . . . 8-208.5.1 Technical specifications . . . . . . . . . . . . . . . . . . . . . . . . . . 8-218.5.2 Heat quantity to be dissipated . . . . . . . . . . . . . . . . . . . . . 8-268.5.3 Additional heat quantities to be dissipated for 1013

with charger air cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . 8-278.5.4 Circulating amount of water in cooling circuit . . . . . . . . . . 8-288.5.5 Circulating amount of water in sea water cicuit or

charge air circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-288.6 Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-298.6.1 Direct heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-298.6.2 Indirect heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3212/01 iii

8.6.3 Heating connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-338.6.4 Heat exchanger for heating . . . . . . . . . . . . . . . . . . . . . . . 8-358.6.5 Auxiliary heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-35



8.7 Engine pre-warming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-368.7.1 Engine 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-368.7.2 Engine 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-378.7.2.1 IKL-pre-warming unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-378.8 Gearbox oil cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-408.8.1 Cooling with raw water. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-408.8.2 Keel cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-408.8.2.1 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-408.8.2.2 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40

9 Lubrication system9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19.2 Partial flow fine filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29.3 Changing the oil level markings for tilted engine mounting9-39.4 Pre-lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3

10 Speed adjustment10.1 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-210.1.1 Large-scale speed adjustment range (Main drive) . . . . . . 10-210.1.2 Small speed adjustment range (Aggregate) . . . . . . . . . . . 10-310.2 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-410.2.1 Large-scale speed adjustment range (Main drive) . . . . . . 10-410.2.2 Small speed adjustment range (Aggregate) . . . . . . . . . . . 10-510.2.2.1 Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-510.2.2.2 RPM sensor, excessive speed protection, and actuator . . 10-710.2.2.3 Cable routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8

11 Sound insulation and sounddamping11.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-111.2 Sound insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-211.3 Sound absorption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-311.4 Material for sound insulation and sound absorption . . . . . 11-411.5 Additional measures for enclosing the engine . . . . . . . . . . 11-6

12 Electrical system12.1 Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-112.2 Dimensioning the cables between

starter and battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-312.2.1 Minimum cross section corresponding to cable heat rise . 12-312.2.2 Required nominal cross section

corresponding to total resistance. . . . . . . . . . . . . . . . . . . . 12-312.3 Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-812.4 Control line to starter

and starter lock relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1012.4.1 Dimensioning of control line to starter

(Battery - Start switch - Terminal 50) . . . . . . . . . . . . . . . . . 12-1012.4.2 Start block relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1112.5 Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12iv 12/01

12.6 Dimensioning variouscable cross-sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14

12.6.1 Lead dimensioning for heat rise. . . . . . . . . . . . . . . . . . . . . 12-1412.6.2 Lead dimensioning for voltage decay . . . . . . . . . . . . . . . . 12-14



12.7 AC generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1512.8 Lifter solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16

13 Engine monitoring13.1 Monitoring via Deutz panels . . . . . . . . . . . . . . . . . . . . . . . 13-213.1.1 Panel 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-513.1.2 Panel 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1213.2 Monitoring with panels not furnished by Deutz . . . . . . . . . 13-21

14 Maintenance requirements14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-114.2 Maintenance requirements . . . . . . . . . . . . . . . . . . . . . . . . 14-1

15 Installations15.1 Installation checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-115.2 Calculation of torsional vibration. . . . . . . . . . . . . . . . . . . . 15-315.3 Connection dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . 15-512/01 v


Ship segment BFM 1013M / BFM 1015Mvi 12/01



List of figures

Fig. 1: Type 1013Fig. 2: Minimum spacing Type 1013Fig. 3: Type 1015Fig. 4: Minimum spacing Type 1015Fig. 5: Positioning and shape tolerances for elastic supportFig. 6: Measuring the angular deviationsFig. 7: Calculating the shim thicknessFig. 8: Measuring the centricityFig. 9: Checking the flange parallelismFig. 10: Measuring with free shaft endsFig. 11: Floor supports for elastic engine bedding 1013Fig. 12: Floor supports for elastic engine bedding 1013Fig. 13: Floor supports for elastic engine bedding 1013Fig. 14: Floor supports 1015Fig. 15: Floor supports 1015Fig. 16: Floor supports 1015Fig. 17: For spring deflection see ill.18Fig. 18: Engine bedding for eleastic motor supports 1013 and 1015Fig. 19: Centre of gravity positionsFig. 20: Elastic systems BF 4 M 1013 M / CFig. 21: Elastic systems BF 6 M 1013 M / C / PFig. 22: BF 6 M 1015 M / MCFig. 23: elastic system S J = 0.873 kgm ( Without JZm )Fig. 24: BF 8 M 1015 MCFig. 25: elastic system S J = 0.984 kgm ( Without JZm )Fig. 26: Flywheels and SAE housingFig. 27: Engine 1013, Flywheel set 9049Fig. 28: Engine 1013, Flywheel set 9050Fig. 29: Engine 1013, Flywheel set 9051Fig. 30: Engine 1013, Flywheel set 9052Fig. 31: Engine 1015, Flywheel set 9041Fig. 32: Engine 1015, Flywheel set 9042Fig. 33: Z-bendingFig. 34: W-bendingFig. 35: Radial power take-off on the coupling side (Free side)Fig. 36: * Calculation of power "F1 or F2, resp.," for V-belt drive:Fig. 37: Permitted supplementary bending moment (Radial power take-

off, opposite coupling side) engine: BF 4/6 M 1013M/MC/MCPFig. 38: Spacing, type 1015Fig. 39: Composition of forcesFig. 40: Bending moment BF6M1015M/C, Drive sideFig. 41: Angle counting drive side/flywheel sideFig. 42: Bending moment BF6M1015M/C, free sideFig. 43: Bending moment BF8M1015M/C, free sideFig. 44: Angle counting free side/front12/01 i

Fig. 45: Front power take-off 1013Fig. 46: Front power take-off 1015Fig. 47: Secondary outputs 1013Fig. 48: Secondary outputs A and BFig. 49: Secondary output D



Fig. 50: Connecting the pressure lineFig. 51: Delivery rate, air compressor 300 ccmFig. 52: Power consumption, air compressor 300 ccmFig. 53: Dimension diagram, BFM1013M/CFig. 54: Performance data, ZF steering booster pumpFig. 55: Calculated valuesFig. 56: Pressure definitionsFig. 57: Permitted operational pressure in [cm/k]Fig. 58: Permanent operational pressureFig. 59: 8 ccm/revolutionFig. 60: 11 ccm/revolutionFig. 61: 16 ccm/revolutionFig. 62: 22.5 ccm/revolutionFig. 63: Untreated water pump 1013Fig. 64: Performance data untreated water pump

F7B nPump = 1.297 x nEngineFig. 65: Untreated water pump 1015Fig. 66: Performance data untreated water pump

F95B nPump = 1.21 x nEngineFig. 67: Types of engine room ventilationFig. 68: Measuring the intake vacuumFig. 69: Elbows, sleeves, hose band clampsFig. 70: BF6M1015M/C Position and spacing of exhaust gas lines on en-

gine. For spacing of 90 elbow ref. to appendixFig. 71: BF8M1015MC Position and spacing of exhaust gas lines on en-

gine. For spacing of 90 elbow ref. to appendixFig. 72: Permissible exhaust gas back pressure for

ship drive enginesFig. 73: Permissible exhaust gas back pressure for electric unit

engines, drives for pumps, compressorsFig. 74: Measuring the exhaust gas back pressureFig. 75: Hole for measuring the exhaust gas back pressureFig. 76: Position for measuring the exhaust gas back pressureFig. 77: Water inlet above the water lineFig. 78: Water infiltration protectionFig. 79: Diagram of exhaust gas line resistancesFig. 80: Fuel diagram BFM1013Fig. 81: Fuel diagram BFM1015Fig. 82: Fuel, intermediate tankFig. 83: Fuel, closed circular pipelineFig. 84: Fuel tank, high-positionedFig. 85: Installation guide Manual feed pump:Fig. 86: Connections for monitoring of jacketed injection lines

BF 6 M 1015 M / CFig. 87: Connections for monitoring of jacketed injection lines

BF 8 M 1015 MCFig. 88: Incorrect connection, metal pipesFig. 89: Correct connection, metal pipesFig. 90: Connections, BFM1013Fig. 91: Connections, BFM1015ii 12/01

Fig. 92: Fuel connectionFig. 93: Fuel connectionFig. 94: Fuel routingFig. 95: Fuel filter with moisture separator



Fig. 96: Reversible fuel filteringFig. 97: Flow diagram (with dual filter per side)Fig. 98: Fuel filteringFig. 99: Compensator reservoirFig. 100: Thermo-syphon coolerFig. 101: Pressure loss in smooth water pipelinesFig. 102: Crimps and pipe jointsFig. 103: Elastic screwed pipesFig. 104: BF6M1015M Keel coolingFig. 105: BF6/8M1015MC Keel coolingFig. 106: BF6M1015M Raw water coolingFig. 107: BF6/8M1015MC Raw water coolingFig. 108: Engine coolant circuit, direct heatingFig. 109: Engine coolant circuit, indirect heatingFig. 110: Heating connections 1013Fig. 111: Heating connections 1015Fig. 112: Heating connections 1015Fig. 113: Engine pre-warming 1013Fig. 114: Electric pre-warming unit for waterFig. 115: Engine and pre-warming unitFig. 116: Reversible lubrication oil filter as example 1013Fig. 117: Speed adjustment 1013Fig. 118: Fine speed adjustment 1013Fig. 119: Bowden cable engine 1015Fig. 120: GAC regulatorFig. 121: GAC regulator, terminal stripFig. 122: Diagram Starter 12V 3.1 kW single-phase,

24 V 4.0 kW single-phaseFig. 123: Diagram Starter 24 V 4 kW 2-phase,

24 V 5.4 / 6.6 kW 2-phaseFig. 124: Dimensioning of starter control cableFig. 125: Diagram Generator 28V 55 / 80 A 2-phaseFig. 126: Terminal allocation of central plug connectorFig. 127: Pin utilization plug half panelFig. 128: Electrical equipment version 1Fig. 129: RPM counterFig. 130: Warning point selectionFig. 131: Customer - EngineFig. 132: Control boxFig. 133: Instrument panelFig. 134: Terminal strip in control boxFig. 135: Electrical equipment version 2Fig. 136: Entry of engine type in control box high lineFig. 137: Customer - EngineFig. 138: Control boxFig. 139: Instrument panel A, B, C, and distribution boxFig. 140: Distribution box (for 2 or 3 panels per engine)Fig. 141: Connection cableFig. 142: Code No. Type and application12/01 iii


Ship segment BFM 1013M / BFM 1015Miv 12/01



Tables

Tab.1: Size when completed 1013Tab.2: Weight 1013Tab.3: Size when completed 1015Tab.4: Weight 1015Tab.5: Max. permitted tilt position in [degrees]Tab.6: Measuring the angular deviationsTab.7: Measuring the angular deviationsTab.8: Bedding allocation for elastic engine bedding (Marine)Tab.9: Firing angle BF6M1015 M / MCTab.10: Firing angle BF8M1015 MCTab.11: Power take-off, flywheel sideTab.12: Maximum permitted bending momentTab.13: SpacingTab.14: Front power take-off BF 4/6 M 1013 M/C/P

for 4-screws fastening (also valid for 6-screws fastening)Tab.15: Mass moment of the individual attachments of radial power take-

off (kgmm)Tab.16: Permitted rotating masses BFM 1015 MTab.17: kW ratings based on nengine= 2300 min-1!Tab.18: Secondary outputs 1015Tab.19: Technical data, ZF steering booster pumpTab.20: Technical data, hydraulic pumpsTab.21: Secondary output PTOTab.22: Pressure definitionsTab.23: Intake vacuum paper air filter Elektro-aggregate enginesTab.24: Combustion air quantityTab.25: Performance table to determine A- and B- performanceTab.26: Performance table to determine A- and B- performanceTab.27: Tightening torques according to factory standard H 735Tab.28: Tightening torques according to factory standard H 3461Tab.29: Minimum diameter of intake lineTab.30: Exhaust gas volumesTab.31: Exhaust gas temperaturesTab.32: Flow volume of the fuel pump [l/h]Tab.33: Pipe diameter is dependent on the pipe lengthTab.34: Antifreeze agents approved by DeutzTab.35: Engine fluid concentrationTab.36: Voltage potential of various materialsTab.37: Intake and delivery sideTab.38: Pipeline lengthsTab.39: CrimpTab.40: Technical data for dimensioning of cooling systemsTab.41: Heat quantity to be dissipatedTab.42: Additional heat quantities to be dissipated

for 1013 with charger air cooling12/01 1

Tab.43: Circulating amount of water in cooling circuitTab.44: Circulating amount of water in sea water circuitTab.45: Engine fluid quantitiesTab.46: Cooling capacity for ship gearbox, fresh waterTab.47: Cooling capacity for ship gearbox, raw water



Tab.48: Permitted forces/moments at the adjustment lever stopTab.49: Absorption materialsTab.50: Allocation of starters and batteries,

and dimensioning of starter/battery cablesTab.51: Copper lead cross sections acc.

to DIN ISO 6722 part 3, PVC insulationTab.52: Explanation of descriptions in diagramsTab.53: Generator temperaturesTab.54: System description monitoring panel 1, 2, or 3Tab.55: Monitoring limit values2 12/01



Formular Table

Formula 1: Vertical alignment, angular deviationFormula 2: Horizontal alignment, angular deviationFormula 3: Vertical alignment, parallel displacementFormula 4: Horizontal alignment, parallel displacementFormula 5: Bearing load at point AFormula 6: Bearing load at point BFormula 7: Overall centre of gravity / Drive centre of gravityFormula 8: Maximum permitted bending momentFormula 9: Force calculationFormula 10: Bending moment, drive sideFormula 11: Bending moment, free sideFormula 12: Engine torqueFormula 13: Overall radiated heatFormula 14: Radiated engine heatFormula 15: Radiated generator heatFormula 16: Radiated heat of the auxiliary equipmentFormula 17: Ventilation massFormula 18: Service life, filter insertFormula 19: Minimum diameter DFormula 20: Exhaust gas volumesFormula 21: Cooling capacity, fresh waterFormula 22: Cooling capacity, raw waterFormula 23: Acustic principleFormula 24: Cable cross-section12/01 1


Ship segment BFM 1013M / BFM 1015M2 12/01


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1Ship segment BFM 1013M / BFM 1015M

1 Installation planning

1.1 Engine roomIn order to ensure that the engine is operational in its environment, overallplanning is necessary. This planning must ensure that sufficient space isavailable for the engine connections. Furthermore, care must be taken toprovide sufficient space, appr.1 m wide, around the engine, or around theentire engine assembly for operation and maintenance purpose. Thisprerequisite is nor required for special installations in high-speed vessels, orin yachts. For these cases, DEUTZ specifies the necessary measures in whichthe responsibility for installation is assumed by the installing company.

Double engines A minimum distance of 2000 mm is desirable for double engines; freepassage between engines should be 600 mm.Each one of the engine compartments has to be provided with an openingsufficiently large to facilitate passage of engine and/or engine assemblywithout dismantling.The size of the engine room is further determined by permitted cooling orventilation air speeds.12/01 1 - 1


Installationplanning


1.1.1 Engine dimensions 1013

Fig. 1: Type 1013

Tab. 1: Size when completed 1013

Tab. 2: Weight 1013

There must be sufficient free space around the engine for maintenance andrepair work. The minimum dimensions in [mm] are to be taken from Fig. 2 .

Size when completed in [mm]Engine type A B C D EBF4M1013M 1219 712 916 300 616BF4M1013MC 1219 712 916 300 616BF6M1013M 1483 712 961 345 616BF6M1013MCP 1483 712 961 345 616

Dry weight in [kg]Engine type Cooling with raw water Hull coolingBF4M1013M 560 540BF4M1013MC 580 560BF6M1013M 730 710BF6M1013MCP 760 7401 - 2 12/01

Fig. 2: Minimum spacing Type 1013


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1.1.2 Engine dimensions 1015

Fig. 3: Type 1015

Tab. 3: Size when completed 1015

Tab. 4: Weight 1015

Size when completed in [mm]Engine type A B C D EBF6M1015M 1205 1305 1021 361 660BF6M1015MC 1480 1305 1021 361 660BF8M1015MC 1673 1305 1021 361 660

Dry weight in [kg]Engine type Cooling with raw water Hull coolingBF6M1015M 1080 1020BF6M1015MC 1180 1110BF8M1015MC 1380 130012/01 1 - 3




There must be sufficient free space around the engine for maintenance andrepair work. The minimum dimensions in [mm] are to be taken from Fig. 4 .

Fig. 4: Minimum spacing Type 10151 - 4 12/01


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1.2 TiltThe permitted tilt of the engine is particularly dependent on the design of theoil pan. However, other components such as the exhaust turbocharger andinjection pump also are limiting factors.A distinction is to be made between a long-term and a short-term tilt.Engines of the 1013/1015 series fulfil the classification agency requirementsregarding tilt. The following table shows the possibilities of use for engines1013/1015.

Tab. 5: Max. permitted tilt position in [degrees]

1) Oil capacity of the oil pan (first filling with filer, 25 litres more)

Remark:The oil dipstick does not have to be altered in kits 9201 and 9202for engines 1015M tilted up 10, flywheel high/low.

For tilted orientation of the engine this must be taken into consideration for thepermitted degree of tilt.

Engine type Oil pan Oilcapacity1)

in [l]

Maximum tilt [degree]Flywheel on the side

Maximum space below crank shaft (mm)

Kit

min max high low left rightDepht frommotor cross

Width ondeepestpoint

Material ofoil pan

BF4M1013M/C 9109 9 11 25 25 25 25 235 Cast iron9111 9 11 30 30 30 30 235 Sheet metal

BF6M1013M/C/P 9110 13 16 30 30 30 30 290 Cast iron9112 14 17 30 30 45 45 345 Sheet metal

BF6M1015M/C 9099 30 34 30 30 30 30 462 Sump on theface

Cast iron

9101 30 34 30 30 30 30 462 Sump onflywheel

Cast iron

9201 40 48 36 36 36 36 442 480 Cast ironBF8M1015M/C 9100 40 45 21 21 21 21 360 480 Cast iron

9102 40 45 22.5 22.5 22.5 22.5 462 Sump onflywheel

Cast iron

9202 50 60 34 34 34 34 442 480 Cast iron12/01 1 - 5




Example: Engine BF6M1013 with oil plan kit 9110, installation tilt position 10, flywheellow.Remaining permitted engine tilt:Flywheel high: 30 + 10 = 40Flywheel low: 30 10 = 20right/left 30/30

NOTE:When installing engines in a tilted position, observe the oil levelmarking!(see chapter 9.3).1 - 6 12/01


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1.3 FoundationThe engines 1013/1015 can be bedded rigidly or elastically.In either case, the foundation must have a sufficient stiffness so that stress canbe absorbed without distortion of the foundation.

Rigid bedding The engine and foundation should form a unit with the rigid bedding whoseresonant frequency must be higher than the field frequency of the alternatingtorques. An engine and a distortion-resistant foundation are in themselvesinsufficient to set this unit on a soft substructure or on a soft ship hull due to itsdesign. The forces originating in the engine including foundation must becarried to the hull dampened by large surfaced transfers.

Elastic bedding With elastic bedding, the forces of gravity or moments are largely absorbed bythe elastic bedding, so that only forces insignificantly larger than the force ofgravity have an effect on the foundation.The foundations are to be dimensioned so that distortions due to forces fromdynamics and propeller thrust are avoided. The forces are dependent on thetype of ship and operating conditions (motion of the sea, high speeds,accelerations) and reach many times the weight of the engine and drive withimpermissible stresses.

Longitudinal beam Thus, the longitudinal beam should be directed as far as possible from thestern to the front, and be supported by floor plates and cross beams in orderto avoid transverse distortion to the longitudinal beam.

Foundation plate For rigidly and elastically bedded engines and for foundations or hulls made offibre-reinforced plastic, it is recommended to provide a foundation plate or anequaliser made of steel or aluminium to stiffen the foundation. The connectionto the ship foundation or ship hull is to be designed so that the transmission ofpropeller thrust is ensured.12/01 1 - 7




Fig. 5: Positioning and shape tolerances for elastic support

NOTE:The installing company/shipyard is responsible for the stiffness of the

Demands on the installation level A

The evenness of the installation level may fluctuate by

. (Range of support points)

The installation level must be within a parallelismof 2.0 mm.

up to 0.5 mm1 - 8 12/01

plate/foundation.


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2 Engine installation

2.1 Rigid beddingRigid bedding can only be used if there is a stiff foundation. Rigidly beddedship engines must be aligned with the output.As a matter of principle, parallelism and concentricity of the flanges to bejoined must be assured.

Alignment bearing play The bearing play alignment must be checked before every start up.Permitted alignment bearing play: 0.10.3 mm for construvtion series BF4/6M1013M/C, and 0.2050.392 mm for construction series BF6/8M /1015M/C.The alignment must be such that the same play is to be found on both sidesof the alignment bearing. Remark: Requirements established by the drivemanufacturer must be complied with.First, the entire play due to axial displacement of the crankshaft is determinedusing a dial gauge. Then the crankshaft is moved into the centre position sothat the same play is present on both sides of the alignment bearing. Furtheralignment can be then carried out. It must be observed that the elasticcoupling between the engine and transmission is installed stress-free in theaxial direction.The transmission of propeller thrust via the engine alignment bearing is notpermitted. A separate thrust block must be provided for this on the shaft or inthe transmission.

Torsion of the hull An important factor influencing the alignment is the torsion of the hull. For thisreason, a final alignment can be performed only after all equipment is installedin the ship and all tanks are at least 50 % full.

NOTE:The installing company is responsible for the alignment!12/01 2 - 1


Engineinstallation


2.1.1 Engine alignmentThe alignment of the engine relative to the driving units is extremely importantfor trouble-free and reliable operation. If the alignment is inaccurate or faulty,there is the danger that vibrations and excessive stress from crankshafts,engine bearings, drive shafts, and couplings can result which, in the worstcase, could lead to costly repairs.

Propeller system A first alignment should be performed for the propeller system beforelaunching. The alignment must be checked after launching and while the shipis under stress. The ship must be loaded and the tanks must be full.Because the hull can sit even further after the first hours of operation, thealignment should be checked again.An ongoing alignment check is recommended for extremely complex orvibration sensitive installations.

Elastic bedding If elastic beddings (rubber) are part of installation, these must be pre-stressedbefore alignment, as otherwise they can quickly set by several millimetres.An inaccurate alignment of the engine to the propeller shaft can causedamaging vibrations to the hull, damage to the steering mechanism, as well asquick wear of the shaft and propeller system.

Elastic coupling The accuracy requirements for alignment are reduced when an elasticcoupling is installed between the engine and drive unit/component. Thedegree of permitted deviations is to be taken from the information furnished bythe manufacturer (or supplier) of the coupling at hand.Although relatively large deviations are permitted when installing an elasticcoupling, the alignment of the motor should be as accurate as possible, as thisreduces coupling vibrations and extends the service life of the coupling.The elastic coupling allows only a certain angling between the driving anddriven shaft. It also achieves a certain compensation for torque irregularitiesand counteracts any possible torsional vibrations. Stress and strain exertedupon driven and driven parts can be considerable reduced through selectionof the corresponding hardness of the coupling.Dimensioning of the coupling is normally implemented through calculation oftorsional scillation. Ref. to chapter 3.1.

Alignment ofengine and shafts

The alignment must be performed from the shaft driven, after this has beenchecked for straightness.The alignment is made easier if the engine suspension is provided withadjustment screws for vertical and horizontal adjustment. Only shims can beused to establish the final installation position.

Vertical alignment Insert shims between foundation and motor suspension.Horizontal alignment Move the engine on the foundation.

Flanged shaft Make a rough alignment first, and then tighten the engine to the foundation.Bring the flanges together. The collar of one flange must fit in the recess ofthe other flange.2 - 2 12/01


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2.1.2 Angular deviationAttach the dial gauge holder (1) to the output flange and put the dial gauge tipagainst the axial surface of the other flange, as near to the periphery aspossible. The dial gauge (2) has to be 'Zero'-calibrated ("12 o'clock").

Fig. 6: Measuring the angular deviations

Insert a fixing screw in both flanges, but do not tighten. Twist both shaftssimultaneously, read the dial gauge every 90 during a full rotation, and enterthe measured values with correct sign in table 6.

Tab. 6: Measuring the angular deviations

Using these values, the angular deviation of the shafts can be calculated.

Measuring pointposition

Measured value(make sure to use the correct sign!)+ = toward the inside, = toward the outside

12 oclock mm 0

3 oclock mm

6 oclock mm

9 oclock mm

1212/01 2 - 3


Engineinstallation


Shim thickness

Fig. 7: Calculating the shim thicknessL Distance between the engine suspensionD Diameter of the flange where the dial gauge

is mountedt Required shim thickness

Vertical alignment

Formular1: Vertical alignment, angular deviation

Horizontal alignment

Formular2: Horizontal alignment, angular deviation

Measured value ( 6 oclock) x LD

t =

Measured value ( 3 oclock) - measuredD

t =2 - 4 12/01


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2.1.3 Parallel displacement

Put the dial gauge tip against the radial surface (= periphery) of the flange.Move the flanges apart from each other so that the collar is releasedfrom therecess (Fig. 8).The dial gauge has to be 'Zero'-calibrated ("12 o'clock").

Driven shaft Raise / press down the driven shaft as far as the radial play will allow. Readthe dial gauge and enter the measured value using the correct sign in thecolumn for radial play (Tabelle 7).If the driven shaft is very long, there must be compensation for the deflexiondue to its own weight.To do this, raise the end of the shaft within the bearing play with a spring scale.This displays the weight of the flange and the half-free shaft section. Using thisweight, the deflexion can be calculated.

Outgoing shaft The same applies to the outgoing shaft if it is very long or shows signs of play.Again, the dial gauge has to be 'Zero'-calibrated ("12 o'clock").Insert a fixing screw in both flanges, but do not tighten.

Fig. 8: Measuring the centricity12/01 2 - 5


Engineinstallation


Twist both shafts simultaneously, read the dial gauge every 90 during a fullrotation, and enter the measured values with correct sign in table 7.

Tab. 7: Measuring the angular deviations

Using these values, the parallel displacement of the shafts can be calculated.Vertical alignment

Formular3: Vertical alignment, parallel displacement

Horizontal alignment

Formular4: Horizontal alignment, parallel displacement

Measuring pointposition

Measured value(make sure to use the correct sign!)+ = toward the inside, = toward the outside+ = raise, = press (*)

12 oclock mm 0

3 oclock mm

6 oclock mm

9 oclock mm

radial play (*) mm

Measured value ( 6 oclock) + measured value ( radial play)2

t =

Measured value ( 3 oclock) + measured2

t =2 - 6 12/01


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Angularity between the shafts' lateral axes can also be examined when usinga feeler gauge (1) for repeated measurement of the distance between flangefaces on the outer edges of their entire circumferences.For measurement the engine must be rigidly fastened on its foundation.Subsequent to the measurement, tighten the engine fastening screws - exceptflange screws at the described torque, then implement final examination.

Fig. 9: Checking the flange parallelism

Flange-less shafts To check the alignment of flange-less shaft ends, measurements must bemade with the dial gauge tip at two positions which are spaced at least200 mm from each other in the axial direction.Turn the shafts simultaneously and read the dial gauge display (Fig. 10).

Fig. 10: Measuring with free shaft ends

Permissible deviations The deviation may be a maximum of 0.1 mm according to figures 8 (page 2 -5) and 9 (page 2 - 7).The requirements regarding alignment accuracy can vary from installation toinstallation. A high degree of accuracy is always to be sought, thus thepermissible deviation as shown above does not always apply to all installationcases.

112/01 2 - 7


Engineinstallation


2.2 Elastic beddingAs a rule, a correctly designed elastic bedding is preferred over other types ofbeddings. An elastic bedding is optimized if the oscillation system, derivingfrom the resonant frequency of the engine mass (engine includingattachments such as coupling, drive, etc.) and the elasticity of the bedding, isat least 40 % less than the lowest excitation frequency of the engine.

Elastic elements A low resonant frequency requires soft, elastic elements. These have thedisadvantage of strong movements under the influence of external forces, thatcan occur e. g. in tilted positions or during impacts.

Foundations The requirement for perfect designs of elastic beddings are foundationswhose stiffness must be significantly larger than that of the elastic elements.Otherwise, the foundation functions as an additional spring. The elementsmust be arranged so that they can be deflected under the influence of forcesappearing during operation (e. g., engine weight, torque support).

NOTE:Sufficient free-floating between engine, foundation, base frame, etc., hasto be taken into consideration (20 mm minimum).

Elastic beddings co-ordinated with our engines are included in the scope ofdelivery for individual engines. They are designed to save space and bestressed by thrusts up to a certain degree.We recommend the use of the elastic beddings offered in the scope ofdelivery.To compensate for the vibrations occurring in elastically bedded engines, allpipelines leading to the engine must be elastically formed. Stiff connectionsworsen the elastic bedding by increasing the resonant frequency and createstructure-born noise bridges to the connected structures.2 - 8 12/01


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Fig. 11: Floor supports for elastic engine bedding 101312/01 2 - 9

Fig. 12: Floor supports for elastic engine bedding 1013


Engineinstallation


Fig. 13: Floor supports for elastic engine bedding 1013

Fig. 14: Floor supports 10152 - 10 12/01


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Fig. 15: Floor supports 1015

View Yon adjoining housing

View Xon engine front12/01 2 - 11

Fig. 16: Floor supports 1015


Engineinstallation


Fig. 17: For spring deflection see ill.18

Forc

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)

Spring deflection (mm) SIM 300 B

Engine Mass Bedding type Hardn.[Sh]Maximum loadon an element

[kg]Remark

BF4 M1013(without drive) 580...620

SIM 300 HardnessA 40 220

BF4 M1013(with drive) 700...800

SIM 300 HardnessA 40 220


SIM 300 HardnessR 50 300

BF6 M1013(with drive) 950...1050

SIM 300 HardnessR 50 300


SIM 300 HardnessB 60 460

BF6 M1015(with drive) 1300...1550




BF8 M1015 Individual2 - 12 12/01

Tab. 8: Bedding allocation for elastic engine bedding (Marine)

(with drive) 1700...1800 SIM 300 HardnessB 60 460examination

required


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Fig. 18: Engine bedding for eleastic motor supports 1013 and 1015

NOTE:When adding couplings, drives, converters, or hydraulic pumps to theengine the dimensioning of the elestic bedding must be taken intoconsideration.12/01 2 - 13


Engineinstallation


Evenness ofbearing loads

When arranging the bearing elements, a uniform load must be observed,achievable by: appropriate force distribution on the bearing elements, changes to the spacing in the bearing arrangement, or appropriate change in the number of bearings.

If the centre of gravity of the engine and the drive, as well as their resonantfrequency is known, the bearing forces can be determined as follows:

Fig. 19: Centre of gravity positionsSM Engine centre of gravitySG Drive centre of gravityGM Engine weight [N]GG Drive weight [N]A Bearing load at A [N]B Bearing load at B [N]I1 Distance[m]2 - 14 12/01

I2 Distance [m]I3 Distance [m]


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Bearing load

Formular5: Bearing load at point A

Formular6: Bearing load at point B

The positions of the overall centre of gravity (engine and drive weight) inrelation to the drive centre of gravity, can be expressed in the equation:

Formular7: Overall centre of gravity / Drive centre of gravity

For optimized eleastic engine bedding it is necessary to position the individualelements so that their load is as similar as possible.For drives joined to an SAE housing the flywheel side should therefore besupported on the drive. For this purpose the drive should be provided withsuitable floor supports.

Remark: The elastice bedding elements as furnished by Deutz are dimensioned fortransmission of the propeller thrust.

Engine type Support type Shore hardness Maximumpermitted bearingload

BF4M1013M/C SIM 300 A 40 Sh 220 kgBF6M1013M/C/P SIM 300 R 50 Sh 300 kgBF6/8M1015M/C SIM 300 B 60 Sh 460 kg

[GM x (l3 l1)] [GG x (l2 l3)]l3

A [N] =

[GM x l1] + [GG x l2]l3

B [N] =

l2 l1

GGx [m] =

GM1 +12/01 2 - 15


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2Ship segment BFM 1013M / BFM 1015M2 - 16 12/01


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3 Power take-off

NOTE:All revolving parts of the motor, as well as driven revolving parts on theflywheel side, on the front side and/or on attched drives have to beshielded by suitable touch-protective covers!

3.1 Torsional vibration calculationDue to the gas and inertia forces of the motor, and the often irregular torqueabsorption of the drive, the entire drive system can induce torsional vibrations.A torsional vibration calculation for the complete drive train (flywheel side and if available front side output) is absolutely necessary: For drives with elastic coupling, this calculation is normally done by the

coupling manufacturer/ supplier.DEUTZ AG should be notified of the results of these calculations, togetherwith the filled-out installation checklist (Chap. 15.1).

The torsional vibration calculation for torsionally stiff drives can be carriedout by DEUTZ AG.For this purpose the installation checklist (Chap. 15.1) shown in theappendix has to be filled-out, and the order placed, and mailed to DEUTZAG.12/01 3 - 1


Powertake-off


1013

Fig. 20: Elastic systems BF 4 M 1013 M / C

Firing angle BF 4 M 1013 /E/C/ECCyl. Angle1 0.2 540.3 180.4 360.Cylinder 1: Flywheel side

front attachments:Jx: Combination of belt pulleys:

= 0.031 kgm2+ 0.008 kgm2

Flywheel:Js : Flywheel:

BS Js [kgm2]0029 9049 0.9060029 9050 1.20029 9051 2.6120029 9052 1.619

Motor data and crank shaft data:KW: 0420 4044 UA 0131- 05 (4 cyl.)KW: 0420 4000 UA 0131- 05 (6 cyl.)Dia = 108 mm, s = 130 mm, Vh = 1191 10-6 m3 = 0.3095,mosz = 2.769 kgle (m) = elast. length at GIp = 109 Nm2; c (Nm/wheel) = 109 /le = torsionstiffness; J (kgm2) = Mass moment of inertia3 - 2 12/01


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Fig. 21: Elastic systems BF 6 M 1013 M / C / Pfront attachments:

Jx : Combination of belt pulleys = 0.031 + 0.008 kgm

Firing angle BF 6 M 1013 M/C/PCyl. Angle1 0.2 480.3 240.4 600.5 120.6 360.

front attachments:Jx: Combination of belt pulleys:

= 0.031 kgm2+ 0.008 kgm2

Flywheel:Js : Flywheel:

BS Js [kgm2]0029 9049 0.9060029 9050 1.20029 9051 2.6120029 9052 1.619

Motor data and crank shaft data:KW: 0420 4044 UA 0131- 05 (4 cyl.)KW: 0420 4000 UA 0131- 05 (6 cyl.)Dia = 108 mm, s = 130 mm, Vh = 1191 10-6 m3 = 0.3095,mosz = 2.769 kg

9 2 912/01 3 - 3

le (m) = elast. length at GIp = 10 Nm ; c (Nm/wheel) = 10 /le = torsionstiffness; J (kgm2) = Mass moment of inertia


Powertake-off


1015

Fig. 22: BF 6 M 1015 M / MCRotation masses of the motor (without flywheel) with V-TSDView of flywheel side

Fig. 23: elastic system J = 0.873 kgm ( Without JZm )

Cylinder Angle ( ) Cylinder Angle ( )A3 240 B3 120A2 480 B2 3603 - 4 12/01

Tab. 9: Firing angle BF6M1015 M / MCA1 0 B1 600


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Vhl = Stroke volume of one cyl. = 0.001984ms = Stroke = 0.145m

mosc = osc. Mass per cyl. = 5.160000 kg = Piston rod ratio = 0.2767c = Torsion stiffness (Nm/wheel)J = Mass moment of inertia (kgm)

b, a = Damping (Nms)Vr = Resonance amplification factor

V-TSD = Viscosity damperJZm = Supplementary mass, e.g. Belt pulley

Flywheel BS: 2201 9041:Js = 2.264 kgmBS: 2201 9042:Js = 2.255 kgm

Belt pulley BS: 2201 9144, 9145: JZm = 0.0599 kgmBS: 2201 9135, 9141: JZm = 0.0112 kgm

Fig. 24: BF 8 M 1015 MCRotation masses of the motor (without flywheel) with V-TSDView of flywheel side12/01 3 - 5


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Fig. 25: elastic system J = 0.984 kgm ( Without JZm )

Tab. 10: Firing angle BF8M1015 MC

Vhl = Stroke volume of one cyl. = 0.001984ms = Stroke = 0.145m

mosc = osc. Mass per cyl. = 5.230000 kg = Piston rod ratio = 0.2767c = Torsion stiffness (Nm/wheel)J = Mass moment of inertia (kgm)

b,a = Damping (Nms)Vr = Resonance amplification factor

V-TSD = Viscosity damperJZm = Supplementary mass, e.g. Belt pulley

Flywheel BS: 2201 9041:Js = 2.264 kgmBS: 2201 9042:Js = 2.255 kgm

Cylinder Angle ( ) Cylinder Angle ( )A4 180 B4 90A3 450 B3 360A2 630 B2 540A1 0 B1 2703 - 6 12/01

Belt pulley BS: 2201 9144, 9145: JZm = 0.0599 kgmBS: 2201 9135, 9141: JZm = 0.0112 kgm


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NOTE:The torsional vibration calculation performed by DEUTZ AGis executed in accordance with the rules of vibration techniquecorresponding to the latest state of the art.

The technical data for those system parts that are not produced byDEUTZ AG are taken from the supporting documents of themanufacturer.Whereas the invoice is binding for DEUTZ products and for the scope ofdelivery of DEUTZ AG, DEUTZ AG can make no guarantee for thedurability of external parts.

It is therefore necessary that every component supplier for this systemresponsibly checks the torsional vibration calculation. He must confirmthe acceptability of the occurring loads for the component he suppliesto the systems general contractor!12/01 3 - 7


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3.2 CouplingThe coupling designs for the power transmission of the motor to the driveelement, e.g., generator or gearbox, are principally determined by the driveelement. It is dependent on The arrangement (flange arrangement or free-standing), The design of the drive element, for example, single or double bearing

generators, The bedding of the motor and the drive element on the foundation, The design of the foundation, And the torsional vibration technical requirements.If a larger centre displacement must be bridged, a universal shaft is necessaryin addition to an elastic coupling.As couplings must be provided for most uses, this will not be gone into herebecause of their diversity.

3.3 Power take-off, flywheel side

3.3.1 Attachments to the engine

Tab. 11: Power take-off, flywheel side

Flywheel centring Adapter boxEngine type Kit I [kgm] SAE Construction

length [mm]BF4/6M1013M/C 9049 10 + 11 0.906 3 122

9051 10 + 11 2.612 2 1439050 11 1.2 2 1229052 14 1.619 1 143

BF6/8M1015M/C 9042 11 2.255 1 1439041 14 2.264 1 1433 - 8 12/01


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3.3.2 Mounting the gearbox to the engineAttachments can be suspended freely on the engine, if the following limitvalues for the bending moment in the flywheel housing are not exceeded:

Fig. 26: Flywheels and SAE housing

F Weight of drive [N]X Distance [m]M Bending moment [Nm]

Formula 8: Maximum permitted bending moment

Tab. 12: Maximum permitted bending moment

When exceeding the previously mentioned bending moment, the bedding isnot to be performed on the flywheel housing, but on the gearbox housing.It is better to attach a subframe (support) between the flywheel housing andthe gearbox housing to which the bedding will be built onto.

Engine series The maximum permitted bending moment M in [Nm] on theSAE housing

BF4/6M1013M/C 800BF6/8M1015M/C 1300

engine gearbox

M [Nm] = F X12/01 3 - 9

When installing the engine or engine gearbox connection to the attachedbedding elements, it must be ensured that the sub-floor is plane-parallel andeven. (ref. to chapter 2.2!)


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Fig. 27: Engine 1013, Flywheel set 9049

. A-ASectionSchnitt

8

12288

H7

J672

21,8

295,3

333,4

75,5

4515

30

M10;13 tief/deep

409,5

8

352,4

314,4 38

2276

82,3

67,8

44,5

6C

240240

M10;17,5 tief/deep

H7H7

428,6

428,6

333,4

C6

M10;19 tief/deep

X

308135

270

352,4

H7

354 38840

9,58

H7M10;13 tief/deep

22,5

30

15

45

49,5

SchnittSection

12282,3

8

A-A. 3 - 10 12/01


240 240

71,5

37,5

90,2


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215

M20

240

120

120

M16

165

M10;19 tief/deep

240

120C6

X295,3

333,4

30

15

M10;13 tief/deep

45

22,5

103,3 161

32031

4,4135

276H7

447,7352

,4H7

360 412

440

H7

SchnittSection

14337,5

67,5

88,8

111,2

12 C-C.

D-D

M12;17 tief/deep

530,2

438,2

C6

X

80J6

410

466,7 48

0511

,175H

7 H730

M10;13 tief/deep 1545

127 143

8 SectionSchnitt

. 12/01 3 - 11


272 272 54 117,681


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288

280

511,18

466,7

H741

039516

512552

88 142

530,2 438,2

280 280

deepM10;20tief

6,5 52 59 81 95,1

117,6 12727,5

143

123735142

deepM12;23tief

M8;11.5tief deep

222.0000

12351

A-A555

73

511,2

352,4315165125

deepM10;20tief

deepM10;15tief 333,4

530,23 - 12 12/01


143

109,5

103,38152426,5

142 deepM8;11tief


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3.3.3 Installing universal shaftsWhen installing universal shafts, the installation instructions from the universalshaft must be observed. Either both joints of the universal shaft must be onone level, or the bending angle of the joints must be the same.

Fig. 33: Z-bending

Fig. 34: W-bending12/01 3 - 13


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3.3.4 Radial power take-off

3.3.4.1 Engine 1013

Fig. 35: Radial power take-off on the coupling side (Free side)

When exceeding permitted bending moments radial power take-off ispermitted only with external bracing bearings.

Bending moment (Nm) BF 4M 1013 M/C BF 6M 1013 M/C/PFree side: Bending moment MB act.

(Nm)MB2 = F2 x L2* MB2 = F2 x L2*

Bending moment MB perm.(Nm)

see ill. 37 see ill. 37

Axial thrust FA :continuous 3600 Nshort-term 6000N

Drive side Free side

Vibrationdamper3 - 14 12/01


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Fig. 36: * Calculation of power "F1 or F2, resp.," for V-belt drive:

Mass moment of inertia I (kgm) : For max. perm. values ref. to table 14

Mass moment of inertia (kgmm) : Mm = Mm Table + Mm additionalMmTable : see table 15Max. permitted value: Mm = 3500 kgmm

Lateral force (N) : FMax. permitted value: F = 6000 N

S = Belt section power (N) from V-belt calculationF 1 or F 2, resp. = 2 S sin / 2 ()12/01 3 - 15


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Maximum permitted transverse force = 6000 N

Fig. 37: Permitted supplementary bending moment (Radial power take-off, oppositecoupling side) engine: BF 4/6 M 1013M/MC/MCP

Angle counting takes place viewing the side of the "Radial power take-off" fromthe Z axis in clockwise rotational direction. The Z axis points in cylinderalignment, and is firmly connected with the engine. Reference level of thebending moment: Center of crankshaft bearingIf the engine is installed in tilted position, e.g.. with integrated cooling, then thisis without influencing direction angle , as angle counting begins at the tiltedZ axis.

----- Mb_5 (BFM 1013MC/MCP___ Mb_6(BFM 1013M)Crank shaft drawings: 0420 9225 UA/0420 9230 UA

Direction angle3 - 16 12/01


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3.3.4.2 Engine 1015

Fig. 38: Spacing, type 1015

FA Axial thrustcontinuous: 5000 Nshort-term: 7500 N

F1 Radial force, drive sideF2 Radial force, free sideSD Vibration damper

Tab. 13: Spacing

Spacing [mm] BF6M1015 BF8M1015X2 93.5 93.5L3 595.4 759.5L1 X1 + X2X3 L2 + L3

Drive side Free side

SD12/01 3 - 17


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Calculation of F1 and F2 for V-belt drive

Fig. 39: Composition of forces

Formula 9: Force calculation

S Strand force [N] from the V-belt calculation

Formula 10: Bending moment, drive side

Formula 11: Bending moment, free side

NOTE:Permitted bending moments are to be taken from fig. 40.When exceeding the permitted bending moments, the radial power take-off is only permitted with a flange-mounted outboard bearing

L1 or L2

F1 (F2) [N] = S sin

M [Nm] = F1 L1

M [Nm] = F2 L23 - 18 12/01


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Drive side

Fig. 40: Bending moment BF6M1015M/C, Drive side

Permitted mass (e.g., flywheeland V-belt pulley): < 125 kgPermitted moment of inertia: < 25 kgm

bending moment [Nm]

angle of rotation [grad]12/01 3 - 19


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Angular counting is achieved from the view of the radial power take-off, fromthe Z axis in a clockwise direction (direction of rotation).Permitted bending moment on connection housing: M = 1300 Nm.Reference level of the bending moment: centre of the crankshaft bearing.

Fig. 41: Angle counting drive side/flywheel side3 - 20 12/01


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Free side

Fig. 42: Bending moment BF6M1015M/C, free side

bending moment [Nm]

angle of rotation [grad]12/01 3 - 21


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Fig. 43: Bending moment BF8M1015M/C, free side

bending moment [Nm]

angle of rotation [grad]3 - 22 12/01


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Angular counting is achieved from the view of the radial power take-off, fromthe Z axis in a clockwise direction (direction of rotation).Permitted bending moment on the adapter box: M = 1300 Nm.Reference level of the bending moment: centre of the crankshaft bearing.

Fig. 44: Angle counting free side/front12/01 3 - 23


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3.4 Front power take-off (Front PTO)

3.4.1 Axial power take-off

The series 1013/1015 can have axial power take-off on the side opposite theflywheel side.An elastic coupling must be provided. The coupling section with the lowermoment of inertia must be on the engine side. This drive must be examined bya torsional vibration calculation, same as the examination of the main drive onthe flywheel side. With elastic engine beddings it must be noted that theexcursion of the engine is smaller than the permitted radial displacement of theelastic coupling.

10139 hexagon head boltsDIN 933 M1070 10.9Tightening torque 60 Nm3 - 24 12/01

Fig. 45: Front power take-off 1013


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Tab. 14: Front power take-off BF 4/6 M 1013 M/C/P for 4-screws fastening (alsovalid for 6-screws fastening)

Explanation:Base for the mass moments of inertia listed above is an engine with single-groove V-belt (0425 1235 EB 0130-05, dw = 161 mm, J = 0.01 kgm) for drivingwater pump and fuel pump, and vibration damper, if applicable.If the engine carries a larger V-belt pulley (e.g. 0419 8323 EA 0130-05, 2-grooved, dw = 220/161 mm, J= 0.019 kgm), the difference 0.019 -0.01 = 0.009 kgm is counted in the "Supplementary parts". In this sense thisis valid also if additional belt pulleys are factory-installed, e.g. for a ventilatordrive or for integrated engine cooling. In combination with possibly furtherconnection parts the total of all mass moments of inertia must not exceed thevalue listed above. The standard values listed above have been establishedbased on large flywheel-side revolving masses. Possible deviations dependon examinations of marginal conditions of the concrete application case.

Power take-off at crankshaft front side

Maximum permittedMass moment of inertia (kgm)of the rigidly coupled supplementary partson the front side of the crankshaft(except vibration dampers and single-groove V-belt pulley dw = 168 mm fordriving water pump andfuel pump, J = 0.01kgm)at nominal RPM

Engine Vibration damper V-belt pulley Set No. 0029...Take-offtorqueT (Nm)

1500 1800 1900 2100 2300

BF4M1013 M 0419 8492 EB 0420 9701KZ 9168, 9169 464 0.789 0.489 0.389 0.269 0.219BF4M1013 MC 0419 8492 EB 0420 9701KZ 9168, 9169 573 0.739 0.399 0.284 0.162 0.149BF6M1013 M(short engine

J=0.038 kgm)0420 9098 EB 0420 9701KZ 9164, 9167, 9185 697 0.409 0.309 0.274 0.226 0.189

BF6M1013 MC(short engine) 0420 9098 EB 0420 9701KZ 9164, 9167, 9185

847 423

0.2590.409

0.1990.329

0.1790.304

0.1320.252

0.0890.209

BF6M1013 MCP(short engine) 0420 9098 EB 0420 9701KZ 9164, 9167, 9185

946 473

0.1390.309

0.0990.239

0.0840.214

unzul.0.155

unzul.0.079

Engine Vibrationdamper V-belt pulley Set No. 0029....MmTable

kgmmBF4M1013 M 0419 8492 EB 0420 9701 KZ 9168, 9169 1360

BF4M1013 MC 0419 8492 EB 0420 9701 KZ 9168, 9169 1360BF6M1013 M(short engineJ=0.038 kgm

0420 9098 EB 0420 9701 KZ9164, 9167,

9185 2520

BF6M1013 MC(short engine) 0420 9098 EB 0420 9701 KZ

9164, 9167,9185 2520

BF6M1013 MCP(short engine 0420 9098 EB 0420 9701 KZ

9164, 9167,9185 252012/01 3 - 25

Tab. 15: Mass moment of the individual attachments of radial power take-off (kgmm)


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1015

Fig. 46: Front power take-off 10153 - 26 12/01


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3.4.2 Permitted rotational dimensions

Tab. 16: Permitted rotating masses BFM 1015 M

*) system-side output parts are, e.g., primary parts of elastic couplings V-belt pulleys universal shafts shaft pivots

**) only with flange 0422 3218 EB ....

Engine side connected partsBF6M1015

BF8M1015 M / MC

at a maximum permitted moment of inertiaof the flywheel and primary coupling component on the flywheel side

3.5 kgm 3.0 kgmPower take-off on thecrankshafton the freeengine sideM max =2250 Nm

Torsional vibration damperRubberdamper

without turbulence plate with turbulence platesEngine speed [rpm]

2100 1900 2000 2100 1900 2000 2100440 kW at 2100

permitted mass moment of inertia I perm. [kgm]0.500 0.260 0.160 0.060 0.300 0.200 0.120 0.250

Generator OutputflangeAvailable moment of inertia I [kgm]

for system-side output parts on the free engine side *)

withoutwithout 0.490 0.250 0.150 0.050 0.290 0.190 0.110with 0.440 0.200 0.100 0.000 0.240 0.140 0.060

55/80 A24 V

without 0.450 0.210 0.110 0.010 0.250 0.150 0.070 0.200with 0.390 0.150 0.050

Contactthe

headoffice

0.190 0.090 0.010

Contact thehead office

120/140 A

24 V

without(with 4-groovedspecial pulley)

Selectablewith

55/80 A

0.330 0.090 withturbu-lenceplates

0.130 0.030

0.080with **12/01 3 - 27


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3.5 Secondary outputs on the engineOn DEUTZ Diesel engines, there are additional power take-off possibilities forair compressors, hydraulic pumps, and water pumps to the secondary drivesof the engine.

3.5.1 Secondary output possibilities

3.5.1.1 Engine 1013

Fig. 47: Secondary outputs 10133 - 28 12/01


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Tab. 17: kW ratings based on nengine= 2300 min-1!

Secondary outputParameters [] A B CGear ratio 1:1.116 1:1.297 1:1.297

nSec. output = 1.116 x nEngineDirection of rotation left left rightMax. power loss kW 50 20 20Mdmax Nm 187 64.5 64.5Max. power loss B + C kW 20Mdmax Nm 64.5Bosch flange and spline shaftDIN 5482-B1714

kW 30(without B +C)

SAE B - 13 T 16/32 DPSAE A - 9 T 16/32 DP

kW 50(ohne B + C)

Bosch flange and cone kW 20(ohne B + C)

Maximum transmitted powerA + B + C

kW 50Nm 18712/01 3 - 29


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Remark 1. Maximum power take-off only applies to the individual output.If the other outputs are affected, then the following applies:A + B + C = 50 kW max, Mdmax = 187 Nm.

2. Direction of rotation is defined as viewed facing the shaft end of the pump.3. The specified power is applicable at an engine speed of n = 2300 rpm.4. Transmission represents "Crankshaft : Secondary output".The connecting flange for the secondary drive corresponds to the followingdesigns:

Secondary output A a) 2 hole flange, SAE-A/shaft 9T-16/32 DP (for 30 kW)b) 2 hole flange SAE-B/shaft 13T-16/32DP as per SAE J 733c (for 50 kW)c) Bosch screwed-through design KHD, fit 50, external spline as per DIN

5482 B 17x4 (for 30 kW)All positions a, b, c with front bearings

d) Bosch screwed-through design DEUTZ, fit 50, taper 1:5 withadapter (max. 20 kW)

Mounting the compressors as usual on the secondary output A, 300 ccmcompressor, also with through drive for the steering booster pump.

Secondary output B Bosch screwed-through design DEUTZ, fit 50, taper 1:5.

Secondary output C Bosch screwed-through design DEUTZ, fit 50, taper 1:5.

NOTE:An untreated water pump, or a pump for the second cooling circulation,is attached on secondary output "B".3 - 30 12/01


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3.5.1.2 Engine 1015

Fig. 48: Secondary outputs A and B

Fig. 49: Secondary output D

Secondary outputParameters [] A B DDirection of rotation right right rightMax. power take-off Nm 240 240 120

A + B max 400 Nm

max . 2250 Nm12/01 3 - 31

Tab. 18: Secondary outputs 1015

n Secondary output 1.24 x n Engine 1.24 x n Engine 1.21 x n Engine


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Secondary output Aand B:

SAE B-B, either 13 teeth (flange SAE-B), or15 teeth (flange SAE-C).

Secondary output D: Ultra-Pumps (taper 1:8) IPX/ISX, or for Bosch hydraulic pumpsHY/ZFS AA/422.5L212/1 and HY/ZFFS 11/5.522.5 + 16L218/1.

NOTE:The untreated water pump is attached on secondary output "D".

Formula 12: Engine torque

M Engine torque [Nm]P Engine performance [kW]n RPM [1/min]

M [Nm] =9550 P

n3 - 32 12/01


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3.5.2 Air compressor

On engines without untreated water pump, or without second cooling waterpump, the drive of engine-attached air compressors for the supply ofcompressed air-operated devices, takes place via gear train on the flywheeldrive of the engine.

Technical data 300 ccm coolant cooled Max. speed: 3000 rpm Operating pressure: 10 bar

3.5.2.1 Line connections

All lines connected to the compressor have to be mounted free of stress andstrain, and must be internally clean (free of foreign matter, rust, oxydation,etc.).

Intake conduit (1) The intake air for the air compressor is always to be taken from the combustionair line between the combustion air filter and exhaust turbocharger, before thereturn line of the crank housing venting.The intake air line is routed as a corrugated hose on the engine side.

Pressure conduit (2) The pressure line on the cylinder head of the air compressor should beconnected by the customer using a straight screwed pipe as per DIN with ametallic sealing ring. The first part of the pressure line should be routed asstraight as possible or at least without sharp bends. Otherwise coke depositscan form in the bends.

Fig. 50: Connecting the pressure line

Incorrect90 bend straight connection

Correct12/01 3 - 33


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Vibrations To isolate vibrations of the air compressor from the downstream compressedair systems, and to avoid damage to the connections as well as a pipe break,a section of the pressure lines is to be designed elastically using a pressurehose.This elastic joint should not be installed directly to the air compressor forreasons of temperature. Instead, it should be installed before the pressureregulator or dryer due to better temperature characteristics (cooler). Thepipeline itself must be routed stress-free and supported on the engine. It mustbe ensured by appropriate line routing that condensed water does not flow tothe compressor or remain in the line.

Back pressure In order to comply with the maximum permissible back pressure, a design isrequired according to regulations for the pressure line between the aircompressor and pressure regulator or dryer. Valid are standard values for aircompressors at a line length of 1.5 to 2 m (max perm 4 m): interior width, min. 15 mm (pipe 18 x 1.5 mm).If necessary, the pressure line can be formed into a pipe coil.

Continuoustemperature

The maximum permitted continuous temperature of the air flow in thepressure joints of the compressor are 220 C, which may only be exceeded fora short period of time during the filling phase (measuring position arrangementaccording to the regulations of the manufacturer or contacting the head office,installation service) The pressure joint temperature is strongly influenced byback pressure, environmental temperature, and running time.

Running time Maximum permitted ON duration of the air compressor (ED) is 30 % tomax. 50 %, i. e., it should operate against pressure only 50 % of the totaloperation time.

Coolant line These lines are routed to the engine.Compressed oil line These lines are routed to the engine.

Control line The line controling the air compressor with energy savings system (ESS) hasto be installed by the customer between compressor cylinder head andpressure regulator, or air dryer (connector 4), in continuous descendingmanner (steel pipe (length max 6 m, NW 4 mm).If the customer renounces application of ESS, the fitting on the air compressorhas to be plugged with a plug screw M22 x 1.5 mm with bore ( 4 mm). Thisventing bore facilitates retention of the control piston in its position, and retainsfull compressor performance.

3.5.2.2 Pressure regulation

It must be observed when designing a compressed air supply system that thepressure regulator and its regulation system is matched to the compressor.The installation regulations of the manufacturer are to be observed.The maximum permitted back pressure of the compressor differs accordingto type, and as a rule is 8 bar. For higher back pressures, it is necessary tocontact the head office.3 - 34 12/01


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3.5.2.3 Volumetric capacity and power consumption

Fig. 51: Delivery rate, air compressor 300 ccm

Fig. 52: Power consumption, air compressor 300 ccm

deliv

ery

V[l/m

in]

compressor speed n [1/min]

pow

er

[kW]

compressor speed n [1/min]12/01 3 - 35


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3.5.2.4 Dimension diagram, BFM1013M/C

Fig. 53: Dimension diagram, BFM1013M/C

1 Air intake2 Compressed air3 Control line4 Steering booster pump (optional)

1

2

3

4

43 - 36 12/01


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3.5.2.5 ZF Steering booster pump

Technical data

Tab. 19: Technical data, ZF steering booster pump

Performance data

Fig. 54: Performance data, ZF steering booster pump

Volumetric capacity per revolution ccm 16Speedmin. 1 rpm 500max. l 1 rpm 3500Max. pressure(pressure limiting valve is not installed in the pump) bar 150Pipeline dimensionsIntake line mm 19 22Pressure line mm 12 15Hydraulic fluid (ATF fluid of ZF lubricants listing TE-ML 09, parts A and B)Viscosity at 50 C mm (cSt) 26Setting point C under -35Max. operating temperature C 110

limitation 16dm/min

flow

[dm/m

in]

pump speed [1/min]12/01 3 - 37


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3.5.3 Hydraulic pumps

When selecting and operating hydraulic pumps, it must be ensured that thepermissible temperature of the hydraulic oil is not exceeded.When pressurising a hydraulic steering system, the hydraulic pump (steeringbooster pump) must be matched to the oil pressure and oil quantity.When fully pressurising powerful hydraulic pumps during idling, a permissibletorque loss must be ensured at engine speeds between800 1500 rpm.

3.5.3.1 Technical data

Tab. 20: Technical data, hydraulic pumps

NOTE:In general, the performance specifications of the hydraulic pumpmanufacturer and the currently valid safety requirements of the overallsystem must be followed!

Environmental temperature range [C] -15 to +60Pump input pressure [bar] 0.7 to 2.0Hydraulic oilViscosity range

permitted (approach)permitted (start)recommended

[mm/s] 12 to 800up to 200020 to 100

Max. temperature [C] +803 - 38 12/01


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3.5.3.2 Calculated values

Fig. 55: Calculated values

Tab. 21: Secondary output PTO

3.5.3.3 Operating data

Fig. 56: Pressure definitions

Secondary output PTO a dwA 123

53 101B 267D 359

p1 max. continuous pressure [bar] 180p2 max. intermittent pressure [bar] 210p3 max. pressure peaks [bar] 230

min. RPM at 100 bar [rpm] 500min. speed at 100200 bar [rpm] 800min. speed at 180 bar to p2 [rpm] 1000

duration of load [s]12/01 3 - 39

Tab. 22: Pressure definitions

max. speed at p1 [rpm] 2000max. speed at p2 [rpm] 2500


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3.5.3.4 Characteristic curves

Fig. 57: Permitted operational pressure in [cm/k]

Volumetric displacement [cm/U]

Perm

an

ento

pera

tionalp

ress

ure

[bar]

Secondary outputs B and D

Secondary output A3 - 40 12/01

Fig. 58: Permanent operational pressure


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Fig. 59: 8 ccm/revolution

Fig. 60: 11 ccm/revolution

pump speed [1/min]

pump speed [1/min]12/01 3 - 41


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Fig. 61: 16 ccm/revolution3 - 42 12/01

Fig. 62: 22.5 ccm/revolution


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3.5.4 Untreated water pumps

3.5.4.1 Engine 1013

Fig. 63: Untreated water pump 1013

Fig. 64: Performance data untreated water pump F7B nPump = 1.297 x nEngine

30 kPa50 kPa100 kPa

Drehzahl [1/min]4000

3500

3000

2500

2000

1500

1000

500

00 20 40 60 80 100 120 140 160 180

Durchflussmenge [l/min]rate of flow [l/min]

speed [1/min]12/01 3 - 43


Powertake-off


3.5.4.2 Engine 1015

Fig. 65: Untreated water pump 1015

Fig. 66: Performance data untreated water pump F95B nPump = 1.21 x nEngine

50 kPa100 kPa150 kPa

Drehzahl [1/min]4000

3500

3000

2500

2000

1500

1000

500

00 100 200 300 400 500 600 700

Durchflussmenge [l/min]

200 kPa250 kPaspeed [1/min]

rate of flow [l/min]3 - 44 12/01


Engi

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4 Engine room ventilationThe engine room is heated up by convection and radiation of the dieselengine, the installed working machines, and the pipeline systems.To avoid impermissible temperatures for the installed machines, this heatmust be dissipated. This can be achieved by ventilation, evacuation of air, orboth together. Air should be supplied as near as possible to the engine. Supplyand exhaust surfaces are to be arranged so that the entire engine room isflowed through. Even if the engines and working machines are supplied withcooling air at the required temperature, the engine room must be ventilated.The temperature of the air surrounding the engine may not be exceed 60 Cat any position to protect electrical equipment and other materials, such asrubber parts and elastic couplings. The AC generators mounted on theengines allow a maximum surrounding air temperature of 50 C. The airvolumes to be supplied to the engine room are based on the following:1. Combustion air requirement

of the engine, if this is taken from the engine room.This air is to be supplied to the engine at the temperature the engine isdesigned for. At higher temperatures, the engine power must be reduced.The combustion air quantity is approx. 5 m/kWh.

2. Air requirementto dissipate the heat resulting from the convection and radiation of theengine, the work machines, and the supply equipment (pipelines).

3. Air requirementfor other users, such as compressors, which can, in general, be neglecteddue to their intermittent operation.12/01 4 - 1


Enginero

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ventilation


4.1 Calculation of the air requirement forengine room ventilation

4.1.1 Overall radiated heatThe overall radiated heat QGes derives from the radiation parts explained asfollows:

Formula 13: Overall radiated heat

This radiated heat is reduced by that portion that is dissipated by the ship hulland engine room walls. It is difficult to specify values because different wallthickness and materials have different heat conductance values.

4.1.2 Radiated engine heatThe engines of series 1013/1015 are equipped with a water cooled exhaustpipe. The radiation heat portion amounts to appr. 1.5 % of the input powerof the fuel, or appr. 4% of nominal engine power.The radiated

instalation manual-2002_1013m_1015m[1]

Documents

engine dimensions

engine use

engine installation2

engine alignment

radiated engine heat

diesel enginesship segment

optimal installation

installation consultation