man l32/40df (technical documentation | engine operating instructions)

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MAN B&W Diesel AG D-86135 Augsburg Postfach 10 00 80 Telefon (0821) 3 22-0 Telex 5 37 96-0 man d

B1--01 E 02.986634 02101/

Technical DocumentationEngineOperating Instructions

Engine L 32/40 DF. . . . . . . . . . . . . . . . . . . . . . . . . . .

Work No. Edition only for Information. . . . . . . . . . . . . . . . . . . . . . . . .

Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .

6634--1



B1--01 E 02.986634 02102/

1997 MAN B&W Diesel AG

All copyrights reserved for reprinting, photomechanical reproduction (photocoying/microcopying) and translation ofthis documents or part of it.



10.03 L 32/40 DF6634 03101/

Table of contents

1 Introduction

1.1 Preface 1.2 Product Liability

1.3 How the Operating Instruction Manual is organized, and how to use it 1.4 Addresses/Telephone numbers

2 Technical details

2.1 Scope of supply/Technical specification

2.1.1 MAN B&W Diesel AG’s Scope of Supply/Technical Specification 2.2 Engine

2.2.1 Characteristics 2.2.2 Photos/Drawings

2.3 Components/Subassemblies 2.3.1 Standard engine design Crankcase to cylinder head 2.3.2 Camshaft drive to injection valve 2.3.3 Supercharger system through engine controls

2.3.4 Special engine designs 2.3.5 Accessories

2.4 Systems 2.4.1 Fresh air/Charge air/ Exhaust gas systems 2.4.2 Compressed air and starting system

2.4.3 Fuel oil system 2.4.4 Gas system 2.4.5 Injection timing adjusting device 2.4.6 Lube oil system 2.4.7 Cooling water system 2.4.8 Engine management system 2.4.9 Control of Speed and Output

2.5 Technical data 2.5.1 Ratings and consumption data

2.5.2 Temperatures and pressures

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management



10.03 L 32/40 DF6634 03102/

2.5.3 Weights 2.5.4 Dimensions/Clearances/Tolerances--Part 1 2.5.5 Dimensions/Clearances/Tolerances--Part 2 2.5.6 Dimensions/Clearances/Tolerances--Part 3

3 Operation/Operating media

3.1 Prerequisites 3.1.1 Prerequisites/Warranty

3.2 Safety regulations 3.2.1 General remarks

3.2.2 Destination/suitability of the engine 3.2.3 Risks/dangers 3.2.4 Safety instructions 3.2.5 Safety regulations

3.3 Operating media 3.3.1 Quality requirements on gas oil/diesel fuel (MGO) 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)

3.3.4 Viscosity/Temperature diagram for fuel oils 3.3.5 Quality requirements for lube oil

3.3.6 Quality requirements for lube oil 3.3.7 Quality requirements for engine cooling water 3.3.8 Analyses of operating media

3.3.9 Quality requirements of natural gas 3.3.11 Quality requirements for intake air (combustion air)

3.4 Engine operation I -- Starting the engine 3.4.1 Preparations for start/ Engine starting and stopping

3.4.3 Admissible outputs and speeds 3.4.4 Engine Running--in

3.5 Engine operation II -- Control the operating media 3.5.1 Monitoring the engine/ performing routine jobs

3.5.2 Engine Log Book 3.5.3 Load curve during acceleration

3.5.4 Part--load operation 3.5.5 Determine the engine output and design point 3.5.9 Condensed water in charge air pipes and pressure vessels

3.5.10 Load application 3.6 Engine operation III -- Operating faults

3.6.1 Faults/Deficiencies and their causes (Trouble Shooting) 3.6.4 Failure of the electrical mains supply (Black out)

3.6.5 Failure of the cylinder lubrication 3.6.6 Failure of the speed control system 3.6.7 Behaviour in case operating values are exceeded/ alarms are released 3.6.8 Procedures on triggering of oil mist alarm


Information

Description

Instruction


Intended for ...

ExpertsMiddle management

Upper management



10.03 L 32/40 DF6634 03103/

3.6.8 Procedures in case a splash--oil alarm is triggered 3.6.9 Procedures on triggering of Slow--Turn--Failure

3.7 Engine operation IV -- Engine shut--down 3.7.1 Shut down/Preserve the engine

4 Maintenance/Repair

4.1 General remarks 4.2 Maintenance schedule (explanations) 4.3 Tools/Special tools

4.4 Spare Parts 4.5 Replacement of components by the New--for--old Principle 4.6 Special services/Repair work

4.7 Maintenance schedule (signs/symbols) 4.7.1 Maintenance Schedule (Systems) 4.7.2 Maintenance Schedule (Engine)

5 Annex

5.1 Designations/Terms 5.2 Formulae

5.3 Units of measure/ Conversion of units of measure 5.4 Symbols and codes 5.5 Brochures


InformationDescription

Instruction


Intended for ...

Experts

Middle management

Upper management



1--02 E 02.026680 01101/

Introduction

1 Introduction

2 Technical details



5 Annex



10.03 L 32/40 DF6634 01101/

Table of contents

1 Introduction

1.1 Preface 1.2 Product Liability

1.3 How the Operating Instruction Manual is organized, and how to use it 1.4 Addresses/Telephone numbers


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management



1.1--01 E 10.02 32/40 upw6680 01101/

Preface 1.1

Engines produced by MAN B&W Diesel AG have evolved from decades ofcontinuous, successful research and development work. They satisfy highstandards and have ample redundancy of withstanding adverse or detri-mental influences. However, to meet such expectations, they have to beused to purpose and serviced properly. Only if these prerequisites are ful-filled, unrestricted efficiency and long service life can be expected.

The operating instructions as well as the working instructions (work cards)are thought to assist you in becoming familiar with the engine. They arealso thought to provide answers to questions that may turn up later on,and to serve as a guidance in your activities of engine operation and whencarrying out maintenance work. Furthermore, we attach equal importanceto familiarising you with the methods of operation, causes and conse-

quences, and to conveying the empirical knowledge we have. Not least, inproviding the operating and working instructions, we comply with our legalduty of warning the user of the hazards which can be caused by the en-gine or its components - in spite of a high level of development and muchconstructive efforts - or which an inappropriate or wrong use of our prod-ucts involve.

The technical management and also the persons carrying out mainten-ance and overhaul work have to be familiar with the operating instructionsand working instructions (work cards). These have to be available for con-sultation at all times.

▲▲ Caution! Lack of information and disregard of information may

cause severe injury to persons, damage to property and the environment! Therefore: Please observe the operating and working instructions!

Maintenance and overhaul of modern four-stroke engines requires a previ-ous and thorough training of the personnel. The level of knowledge that isacquired during such training is a prerequisite to using the operating in-structions and working instructions (work cards). No warranty claims canbe derived from the fact that a corresponding note is missing in these.

▲▲ Caution! Untrained persons can cause severe injury to persons, damage to property and the environment! Never give orders which may exceed the level of knowledge and experience! Access must be denied to unauthorised personnel!

The technical documentation is tailored to the specific plant. There may beconsiderable differences to other plants. Informations valid in one casemay, therefore, lead to problems in others.

▲ Attention! Technical documents are valid for one specific plant! Using information provided for another plant or from outside sources may, therefore, result in disturbances/damages! Only use pertinent information, never use information from outside sources!

Please also observe the notes on product liability given in the following

section and the safety regulations in Section 3.

Engines -- characteristics, justified expectations,prerequisites

Purpose of the operating andworking instructions

Condition 1

Condition 2

Condition 3

To be observed as well ...



1.2--01 E 12.97 32/40 upw6680 01101/

Product Liability 1.2

The reliable and economically efficient operation of a propulsion systemrequires that the operator has a comprehensive knowledge. Similarly,proper performance can only then be restored by maintenance or repairwork if such work is done by qualified specialists with the adequateexpertise and skill. Rules of good workmanship have to be observed,negligence is to be avoided.

This Technical Documentation complements these faculties by specificinformation, and draws the attention to existing dangers and to the safetyregulations in force. MAN B&W Diesel AG asks you to observe thefollowing:

▲▲ Caution! Neglection of the Technical Documentation, and

especially of the Operating/Working Instructions and Safety Regulations, the use of the system for a purpose other than intended by the supplier, or any other misuse or negligent application may involve considerable damage to property, pecuniary damage and/or personal injury, for which the supplier rejects any liability whatsoever.



1.3--01 E 11.02 32/40 upw6680 02101/

How the Operating Instruction Manualis organized, and how to use it 1.3

Instructions for use

The operating manual contains written and illustrated information. Someof it is generally useful, some of it really must be observed. This informa-tion is thought to supplement the knowledge and faculties which the per-sons have who are entrusted with

the operation, the control and supervision, the maintenance and repair

of the engines. The conventional knowledge and practical experiencealone will not be adequate.

The operating instructions have to be be made available to these persons.The people in charge have the task to familiarise themselves with thecomposition of the operating manual so that they are able to find thenecessary information without lengthy searching.

We attempt to render assistance by a clearly organised composition andby a clear diction of the texts.

Structure and special features

The operating instruction manual consists of five sections:

1 Introduction2 Technical details3 Operation/Operating media4 Maintenance/Repair5 Annex

It mainly focuses on:

Understanding the functions/coherences

Starting and stopping the engine Planning engine operation, controlling it according to operating resultsand economic criteria

Maintaining the operability of the engine,carrying out preventive or scheduled maintenance work

The manual does not deal with:

Transport, erection, and dismantling of the engine or major componentsof it

Steps and checks when putting the engine into operation for the firsttime

Repair work requiring special tools, facilities and experience

Behaviour in case of/after fire, inrush of water, severe damage andaverage



1.3--01 E 11.02 32/40 upw6680 02102/

What is also of importance

The operating manual will be continually updated, and matched to the de-sign of the engine as ordered. There may nevertheless be deviations be-tween the sheets of a primarily describing/illustrating content and the defi-nite design.

Usually a thematic differentiation is made between marine propulsion en-gines, marine auxiliary engines and engines for stationary plants. Wherethe factual differences are but slight, the subject is dealt with in a generalmanner. Such passages are to be read selectively, with the appropriatereservations.

For technical details of your engine, please refer to:

Section 2, “Technical Details” Volume A1, to the publication “..... Continuous Development” Volume B2, Work Card 000.30 Volume B5, test run record and commissioning record

Volume D1, list of measuring, control and regulating instruments Volume E1, installation drawing

With the exception of the above-mentioned publication, all documentshave been specifically matched to the respective engine.

The maintenance schedule is closely related to the work cards of VolumeB2. The work cards describe how a job is to be done, and which tools andfacilities are required for doing it. The maintenance schedule, on the otherhand, gives the periodical intervals and the average requirements in per-sonnel and time.

Engine design

Technical details

Maintenance schedule/ work cards



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Addresses/Telephone numbers 1.4

Table 1 contains the addresses of Works of the MBD and of the TechnicalBranch Office in Hamburg. The addresses of MAN B&W service centers,agencies and authorised repair workshops can be looked up in thebrochure “Diesel and Turbocharger Service Worldwide” in Volume A1.

Company Address

Work Augsburg MAN B&W Diesel AGD--86224 AugsburgPhone +49 (0)821 322 0Fax +49 (0)821 322 3382

Work Hamburg MAN B&W Diesel AGService Center, Werk Hamburg

Rossweg 6D--20457 HamburgPhone +49 (0)40 7409 0Fax +49 (0)40 7409 104

Technical Branch Office Hamburg MAN B&W Diesel AGVertriebsbüro HamburgAdmiralitätstraße 56D--20459 HamburgPhone +49 (0)40 378515 0Fax +49 (0)40 378515 10

MAN B&W Service Center,agencies and authorised repairworkshops

Please look up in the brochure“Diesel and Turbocharger ServiceWorldwide”

Table 1. Companies and addresses of the MAN B&W Diesel AG

Table 2 contains the names, telephone and fax numbers of the competentpersons who can give advise and render assistance to you if required.

Your contact

Work Augsburg

Phone:+49 (0)821 322 .....Fax:+49 (0)821 322 .....

Work HamburgService CenterPhone:+49 (0)40 7409 .....Fax:+49 (0)40 7409 .....

MAN B&W ServiceCenter, agencies,authorised repairworkshops

Service Engines Waschezek MSTPhone ..... 3930Fax ..... 3838

Taucke MST4Phone ..... 149Fax ..... 249

Look up in the brochure“Diesel and Turbochar-ger Service Worldwide”

Service Turcharger Nickel TSPhone ..... 3994Fax ..... 3998

in Volume A1

Service Spare parts Stadler MSCPhone ..... 3580Fax ..... 3720

Table 2. Persons to be contacted, telepone and fax numbers

Addresses

Contact



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Technical details

1 Introduction

2 Technical details



5 Annex



10.03 L 32/40 DF6634 01101/

Table of contents

2 Technical details

2.1 Scope of supply/Technical specification 2.1.1 MAN B&W Diesel AG’s Scope of Supply/Technical Specification

2.2 Engine 2.2.1 Characteristics 2.2.2 Photos/Drawings

2.3 Components/Subassemblies 2.3.1 Standard engine design Crankcase to cylinder head 2.3.2 Camshaft drive to injection valve 2.3.3 Supercharger system through engine controls

2.3.4 Special engine designs 2.3.5 Accessories 2.4 Systems

2.4.1 Fresh air/Charge air/ Exhaust gas systems 2.4.2 Compressed air and starting system 2.4.3 Fuel oil system 2.4.4 Gas system 2.4.5 Injection timing adjusting device 2.4.6 Lube oil system 2.4.7 Cooling water system 2.4.8 Engine management system 2.4.9 Control of Speed and Output

2.5 Technical data 2.5.1 Ratings and consumption data

2.5.2 Temperatures and pressures 2.5.3 Weights

2.5.4 Dimensions/Clearances/Tolerances--Part 1 2.5.5 Dimensions/Clearances/Tolerances--Part 2 2.5.6 Dimensions/Clearances/Tolerances--Part 3


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management



2.1--01 E 07.976682 01101/

Scope of supply/Technical specification 2.1


2.2 Engine

2.3 Components/Subassemblies

2.4 Systems

2.5 Technical data



2.1.1--01 E 12.97 32/40 upw6628 01101/

MAN B&W Diesel AG’sScope of Supply/Technical Specification 2.1.1

The next page is a list of the items we have supplied. We are giving youthis list to ensure that you contact the right partner for obtaininginformation/assistance.

For all questions you have on items supplied by us, please contact

MAN B&W Diesel AG in Augsburg,

and for typical service questions,

MAN B&W service centers, agencies and authorised repair workshops all over the world.

For all items not supplied by us, please directly contact the subsuppliers,except the components/systems supplied by MAN B&W Diesel AG areconcerned to a major extent or similar, obvious reasons apply.

The order confirmation, technical specification related to orderconfirmation and technical specification of the engine containsupplementary information.

Items supplied

For all items supplied by us ...

For all items not suppliedby us...

Technical Specification



2.2--01 E 12.976682 01101/

Engine 2.2


2.2 Engine


2.4 Systems

2.5 Technical data



2.2.1--01 E 02.98 L 32/40 DG6634 02101/

Characteristics 2.2.1

Engines identified by L 32/40 DG are supercharged dual-fuel engines witha 320 mm cylinder bore and 400 mm piston stroke, deriving from theL 32/40 diesel version. They can be run on gas or diesel fuel. The use ofthese fuels results in the abbreviation DG.

Dual-fuel engines are used to drive generators to generate electricity or todrive other machines. An obvious use is for the combined generation ofelectricity and heat.

32/40 DG engines continue the long tradition of MAN gas engines at ahighly technical level:

Their main components are identical to the 32/40 engines and have

high mechanical reserve levels due to performance lower by approx.20%. You profit from our experience in manufacturing and operating the

32/40 engines, of which 136 units were sold by December 1996. They represent the highest level of development in modern gas

engines with low-pressure gas injection, the smallest possible amountof pilot oil and with an extremely lean gas-air mix to achieve the lowestemissions of NOx.

They have a complex electronic engine management system, whichcoordinates the engine operating value dependencies of gas valves orfuel pumps, the gas controlled system, the injection timing regulatingdevice, the charge-air bypass, the knock control and the circulationtemperature controls.

In diesel mode, the engine runs like a conventional diesel engine: througha fuel injection pump, fuel is injected through an injection valve arrangedcentrally in the cylinder head. The fuel ignites due to the prevailingtemperatures and leads to the power output in the working cycle.

In diesel gas mode, a fuel injection pump is additionally operated. Thecontrol linkage is, however, drawn at zero charge, i.e. the injection valve isout of operation. Instead, burnable gas is blown into the cylinder at thecorrect times and in the correct amounts through hydraulically activatedgas valves. The gas valves are arranged in the connector between thecharge-air pipe and the cylinder head. At the same time, using an pilot oilfuel injection pump located near to the fuel injection pump, a small amount

of fuel (diesel oil) is injected through two pilot oil injection valves arrangedon the outside of the cylinder head into outlying pre-combustion chamberswhich protrude into the combustion chamber. Here, self-ignition results intwo pilot injections which ignite the gas-air mix in the cylinder and allow thepower output.

It is possible to switch between the two operating modes withoutinterruption or reduction in performance.

Engines of the L 32/40 DG series have a large stroke-bore ratio and a highpressure ratio. These values allow an optimal combustion chamber designand contribute to lower levels of pollution and a high degree of efficiency.

The engine is suitable for natural gas with a constant methane number of80 in uninterrupted alternating mode with diesel fuel (MDO, MGO,El heating oil EL).

The 32/40 DG engine supple-ments a successful product line

Technical background

Working method

Overview characteristics



2.2.1--01 E 02.98 L 32/40 DG6634 02102/

Turbochargers and charge-air coolers are arranged at the free end of theengine. Using a drive unit at the free end of the engine, cooling water andlubricating oil pumps can be run.

Looking at the coupling, the exhaust gas pipe is on the right (exhaust gasside AS); the charge-air pipe is on the left (opposite side to the exhaustAGS).

The engine has two camshafts. One is used to activate the inlet andexhaust valves on the exhaust side, an additional one to drive the fuelinjection pumps on the side opposite to the exhaust. Using a hydraulicallyoperated regulating device, the injection timing can be changed.

The engines are equipped with MAN B&W turbochargers from the NRseries.

The most important differences in construction to diesel engines are

the additional gas controlled system and the gas feed pipe, the gas valves and the associated hydraulic aggregate, increased measures in explosion protection,

the additional charge-air bypass, the pilot oil injection device (additional fuel injection pumps of lowerpower and two injection valves per cylinder with pre-combustionchambers),

a compressed-air starter (as in 5L 32/40) and the standard two-stage charge-air cooler.

Differences in construction



2.2.2--01 E 02.98 L 32/40 DG6634 05101/

Photographies/Drawings 2.2.2

Figure 1. Engine generator set, consisting of dual-fuel engine 6L 32/40 with 2400 kW at 7 50 rpm, three--pha se alternator 2886 kVA and foundation plate



2.2.2--01 E 02.98 L 32/40 DG6634 05102/

Figure 2. Engine generator set as shown in previous figure, viewed from the generating end



2.2.2--01 E 02.98 L 32/40 DG6634 05103/

Figure 3. Engine cross section, viewed from the coupling end



2.2.2--01 E 02.98 L 32/40 DG6634 05104/

Figure 4. Longitudinal section of engine 6L 32/40 DG (free end of engine/exhaust counter side)



2.2.2--01 E 02.98 L 32/40 DG6634 05105/

Figure 5. Longitudinal section of engine 6L 32/40 DG (coupling end/exhaust side)



2.3--01 E 12.976682 01101/

Components/Subassemblies 2.3


2.2 Engine


2.4 Systems

2.5 Technical data



2.3.1--01 E 02.98 L 32/40 DG6634 10101/

Standard engine designCrankcase to cylinder head 2.3.1

Crankcase

The engine crankcase is made from cast iron. It is solid and designed to bevery rigid. Tie rods extend from the lower edge of the hanging base bearingup to the upper edge of the crankcase and from the upper edgeof the cylinderhead to the diaphragm. The bearing cover of the crankshaft bearing is, inaddition, laterally braced to the casing. The control drive and the vibrationdamper casing are integrated in the crankcase.

Figure 1. Main components/tie rod

The crankcase has no chambers for water. Lubricating oil is fed to theengine through a distributor pipe cast into the casing. Tie rod bore holesand the tie rod fulfill a dual task: they keep components under initialtension and they also help in oil distribution. The tie rod is sealed at theheight of the crankcase diaphragm.

Parts of the running gear are easily accessed through large covers on thelongitudinal sides. The crankcase covers on the exhaust side have safetyvalves.

Crankcase/ crankshaft bearing/ tie rod

Cooling water/lubricating oil

Access



2.3.1--01 E 02.98 L 32/40 DG6634 10102/

Figure 2. Non-machined crankcase, seen from the coupling end

Oil sump

The oil sump is welded from steel plate. It catches any oil dripping fromthe parts of the running gear and feeds it to the lubrication oil tank lyingbelow. There is no oil sump when the engine and generator are arrangedon a common base frame. In this case, the base frame contains therequired amount of oil.

Crankshaft bearing

The covers of the crankshaft bearing (Figure 3, on left) are arranged in ahanging position. They are held by the frame tie rods which pass through.Cross-tensioning by additional tie rods is used to keep the form of thebearing body stable. They prevent lateral yielding of the crankcase underthe effective ignition pressures.

Figure 3. Crankshaft bearing/locating bearing/external bearing

The locating bearing which determines the axial position of the crankshaftis arranged on the first inner bearing pedestral. It consists of a flangeforged onto the crankshaft, the axially arranged butting rings with AISn

Bearing cover/tie rod

Locating bearing



2.3.1--01 E 02.98 L 32/40 DG6634 10103/

running layer and the bearing body set over this. Only the upper half of thelocating bearing flange is supported.

The external bearing absorbs radial forces which run over the couplingflange in the crankshaft. It is formed from the wall of the crankcase, thescrewed-on divided flange bearing and the labyrinth and splash ring withcovering shell.

The bearing shells of all crankshaft bearings consist of a steel supportingshell, a bonding layer and a light metal running layer.

Crankshaft

The crankshaft is forged from a special steel. It is arranged in a hangingposition and has, per cylinder, 2 counterweights held by undercut bolts tobalance the oscillating masses. The drive wheel for the geared driveconsists of 2 segments. They are held together by 4 tangentially arrangedscrews. The locating bearing flange is connected to this by cap screws.

Figure 4. Crankshaft with drive wheel, locating bearing flange and attached counterweights.

The flywheel, which is made from spheroidal graphite iron, is arranged onthe crankshaft flange at the coupling end. Through the flywheel or itsgeared rim, the engine can be turned over during maintenance work by a

turning gears.

Torsional vibration

Torsional oscillation, to which the crankshaft is susceptible, is reducedusing a vibration damper arranged at the free end of the crankshaft. Thevibrations are transferred from the interior to packets of sleeve springs andare damped there by friction and the cushioning action of the springs. Theinner part is arranged so that cooling water and lubricating oil pumps canbe driven using an attached geared rim.

External bearing

Bearing shells

Crankshaft/counter weights/ drive wheel

Flywheel



2.3.1--01 E 02.98 L 32/40 DG6634 10104/

Figure 5. Crankshaft at the free end, equipped with pendulu damper and geared rim.

Connecting rod

The so-called marine-type connecting rod was selected for the con-roddesign. The parting line lies above the connecting rod bearing. On pullingthe piston, the connecting rod bearing does not have to be open. This hasadvantages for operational safety (no change in position, no newadjustments) and this construction reduces the piston removal height.

Figure 6. Con-rod with two parting lines (marine-type)

The bearing shells are identical to those of the crankshaft bearing.Thin-walled shells with a light-metal layer are used. The bearing cover andbearing body are screwed together using undercut bolts (studs).

Connecting rod with two partinglines

Bearing shells



2.3.1--01 E 02.98 L 32/40 DG6634 10105/

Figure 7. Con-rod processing centre

Pistons

Basically, the piston consists of two parts. The lower part consists ofspheroidal graphite iron. The piston crown is forged from high-qualitymaterial. The choice of material and constructive design mean high

resistance to the ignition pressures which occur and they allow slight radialclearance of the piston ring. Slight radial clearance and the differentialpiston construction reduce the mechanical load on the piston rings,prevent the entry of abrasive particles and protect the oil film fromcombustion gases.

The special form of the piston crown allows for effective cooling. Cooling issupported by the shaker-effect internally and externally as well as by anadditional row of cooling bore holes in the exterior. In this way, thetemperatures are controlled so that wet corrosion in the ring grooves canbe avoided. The ring grooves are inductively hardened. It is possible tore-finish them.

The piston is cooled using oil which is fed through the connecting rod. Oilis transferred from the oscillating connecting rod to the upper part of thepiston using a funnel on spring bearings which slides on the outer contourof the connecting rod eye.

Constructive characteristics

Cooling



2.3.1--01 E 02.98 L 32/40 DG6634 10106/

Figure 8. Piston -- two part, oil cooled

The piston crown has a somewhat smaller diameter than the remainingrunning surface. This design of piston is called a differential piston. Anexplanation of the purpose of the step can be found under the “Cylinderliner“ point.

The upper and lower parts are connected with one another using undercutbolts. To seal the piston from the cylinder liner, there are 3 compressionrings and an oil control ring. The first compression ring has achrome-ceramic coating. The second and third rings are chrome plated. Allrings are arranged in the wear-resistant and well cooled steel crown.

The piston pin is floating mounted and fixed axially using retaining rings.

There are no bore holes to affect the formation of oil film and the strength.

Figure 9. Piston with connecting rod

“Differential piston”

Piston rings

Piston pin



2.3.1--01 E 02.98 L 32/40 DG6634 10107/

Cylinder liner/backing ring/top land ring

The cylinder liners are made from special cast iron and have a spheroidalgraphite iron backing ring in the upper part. This is centred in thecrankcase. The lower area of the cylinder liner is guided by the diaphragmof the crankcase. There is a so-called top land ring on the collar of thecylinder liner.

The division into three components, i.e. into cylinder liner, backing ring andtop land ring allows the best possible design with regard to security fromdeformation, cooling, and the guarantee of minimal temperatures of certainparts.

Figure 10. Cylinder liner, top land ring and backing ring

The top land ring which projects over the cylinder liner bore hole has acombined effect with the set-back piston crown of the differential piston, inthat coke deposits on the piston crown no longer touch the running surfaceof the cylinder liner. In this way, bore polishing, which prevents goodadhesion of lubricating oil, can be avoided.

Figure 11. Combined effect of top land ring and differential piston

The cooling water reaches the cylinder liner through a pipe which isconnected to the backing ring. The water flows through the bore holes ofthe top land ring (jet cooling) and flows on through bore holes in the

Cylinder liner/ Backing ring/ Top land ring

Combined effect of differentialpiston/top land ring

Cooling



2.3.1--01 E 02.98 L 32/40 DG6634 10108/

backing ring to the cooling chambers of the cylinder heads. The cylinderhead, backing ring and top land ring can be drained together.

Using bore holes in the backing ring, the top land ring and cylinder headcan be checked for gas tightness and cooling water leakages.

Figure 12. Measuring roughness on processed cylinder liners

Bild 13. Work steps in dismantling the cylinder liner -- top land ring/piston/cylinder liner



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Cylinder head/rocker arm casing

The cylinder heads are made of spheroidal graphite iron. They arepressed to the top land ring using 4 studs. The strong bore-hole cooledfloor of the cylinder head as well as the ribbed reinforced inner guaranteea high level of shape-dependent strength.

Figure 14. Cylinder head with inlet and outlet valves as well as injection valve and ignition oil valves.

The cylinder head has 2 inlet and 2 outlet valves. The fuel injection valvefor diesel mode is located between the valves in the central position. It issurrounded by a sleeve which is sealed in the lower area against thesurrounding cooling water chamber as well as against the combustionchamber.

At the edge of the cylinder head between the inlet and outlet valves are

the pilot oil valves. They are inserted in water cooled sleeves which carryon to the pre-combustion chambers in the combustion chamber.

The connections between the cylinder head and the exhaust pipe, theconnections within the charge air pipe as well as to the cooling watersupply are made using quick-acting closures or clamping and plug-inconnection

Figure 15. Cylinder hea d with valves and charge air pipe section (in the picture -- cylinder head of diesel engine)

Valves in the cylinder head

Connections



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The cylinder head is closed at the top by the rocker arm casing and acover, through which the valves and the injection valve are easilyaccessible.

Figure 16. Rocker arm casing with valve drive

Rocker arm casing/valve drive



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Control drive to injection valve 2.3.2

Control drive/camshaft drive

The control drive is integrated in the crankcase. It is located at thecoupling end between the first crankshaft bearing and the external bearingor the covering. The drive of the camshaft gears is carried out via twospur-toothed intermediate wheels from the gear rim on the crankshaft. Thefirst intermediate wheel has a larger gear rim on the drive side and a smallone on the power take-off side. The second intermediate wheel engages inboth camshafts. It drives the injection camshaft, and the valve camshafton the opposite side of the engine.

Figure 1. Control drive, arrangement of drive and intermediate wheels

The intermediate wheels run on axle journals, which are connected byundercut bolts/studs to the inner side of the frame. The outer side of thecontrol drive is accessible after disassembling the external bearing or thecovering and the screwed-on end wall.

The control drive does not have any external oil feed lines. The oil supplyof the bearing bushes and the meshing occurs through drillholes/ducts/short pipes in the crankcase and spray nozzles connected tothese ducts and short pipes. The spray nozzles need not be removed indisassembling intermediate wheels.

Camshaft

The engine has 2 camshafts, both consisting of cylinder-long sections.One camshaft activates the gas exchange, the other the fuel injectionpumps and the pilot oil injection pumps.

This solution allows the injection camshaft to be adjusted according to theoperating conditions and it relieves the valve camshaft of rotary oscillation

excitement by the fuel injection pumps. The camshafts are supported intunnel bearings. The pressed-in bearing bushes consist of a steel jacketwith a thin running layer of lead bronze.

Arrangement of the controldrive and the intermediatewheels

Lubrication oil supply

2 camshafts

Adjustable camshaft (withadditional equipment)



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Figure 2. Injection camshaft with shifting device (special design, reference 00016)

Both camshafts are picked up in the frame contour. They are covered byeasily removable light metal covers.

The injection camshaft has two cams per cylinder.

There are thrust bearings to position the camshafts in longitudinaldirection. On camshafts without a regulating device, they are arranged atthe coupling end. On injection camshafts with a regulating device, thethrust bearing is located at the free end of the engine. It is used to absorbthe thrust load which occurs on moving the camshaft.

Valve drive

The drive of the push-rods for the intake and exhaust valves occurs fromthe valve camshaft via intake and exhaust cam followers, which are

supported by a common bearing block and pick up the cam movement viaa roller.

The movements of the push-rods are transmitted in the cylinder head toshort levers which transfer these movements to guided yokes (see Figureunder ”Cylinder head”). The yokes activate two identical valvesrespectively. The bearing block of the drive levers (the rocker arm casing)is screwed to the cylinder head. Bearing bushes, ball cups and yokes aresupplied with oil by a connection in the bearing block.

Number of cams

Thrust bearing

Camshaft -- cam followers --push-rods

Activating the valves usinglevers and yokes



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Figure 3. Valve drive on the exhaust side using inlet and exhaust cam followers

Valves

There are 2 inlet valves and 2 exhaust valves per cylinder head. They areguided by the valve guides pressed into the cylinder heads.

Figure 4. Inlet and exhaust valve

Valve plate and seat ring of the exhaust valve are armoured. On the inletvalve, only the valve plate is armoured. The seat ring is provided with atwist, which leads to an optimal mixture of the gas/air flowing into thecombustion chamber in gas mode. Cooling water flows around the innerside of the seat rings pressed into the cylinder head.

Valves/valve guides

Valves/seat rings



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Figure 5. Armouring a valve cone

The inlet valves are turned by rotocaps. The exhaust valves have propellerblades on the shaft above the plate which set the valves in rotation usingthe gas current passing by. The rotating motion is enabled by the thurstbearing at the upper end of the valve.

The rotating devices ensure gas-tight valve seats and thus extendedintervals between overhauls.

Rotating devices



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Gas valves

In gas mode, burnable gas is blown into the cylinder space usinghydraulically activated gas valves. They are arranged in a transition pieceand connect the gas pipe with the intake duct in the cylinder head. Thetimes of opening are controlled by pulse generators on the valve camshaft.

Figure 6. Gas valve with hydraulic activation unit

Speed governor

The speed and performance control system consists, in a narrower sense,of an electronic control device, an electromechanical positioner and speedpick-ups. The speed pick-ups record the actual speed of the engine.

In the electronic control device, the difference between the target speedand the actual speed is calculated. If they differ from one another, then acorrection signal is created. In Diesel mode, the signal is transferred to the

positioner and there converted into a rotation. By this rotation, the controlrods of the fuel injection pumps are moved, i.e. the amount of fuel injectedinto the cylinder is changed.

In gas mode, no fuel is delivered via the fuel pumps. With the pilot oil fillingbeing constant, the signal of the speed governor passes to the gas valvecontrol. The actions of the speed control system are co-ordinated with theengine control and the gas valve control by the engine managementsystem.

Function/Arrangement

System components

Efficiency principle



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Figure 7. Speed control system, Heinzmann make, with electromagnetic positioner (left), electronic control device (centre) and programming device (right)

Fuel injection pump

The fuel injection pumps are arranged on the exhaust counter side abovethe camshaft trough. The drive by the fuel cams is effected via the tappetpot in which the track roller is carried. The stroke movement of the tappetpot is transferred directly to the spring-loaded pump plunger.

Figure 8. Fuel injection pump with inclined edge control

The fuel is fed to the middle area of the pump cylinder through an annulus.The baffle screws are also arranged here. They can easily be replaced inthe case of wear through cavitation. The pump cylinder is closed at the topby the valve body. The constant-pressure relief valves (GDE valves) arearranged here. The GDE valves prevent cavitation and pressurefluctuations in the system. This prevents dripping of the injection valve.

The delivery rate in accordance with the required output/speedcombination is reached by turning the pump plunger and thus the controledges. This is effected by a sleeve which is toothed on the outside and

Arrangement/drive

Method of operation

Admission setting



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which grips the flat shoulder of the pump plunger. The sleeve is turned bythe toothed control rod.

Each injection pump has an air-activated emergency stop piston by whichthe admission can be set to zero. The available output is limited by thedepth of the emergency stop cylinder.

A fuel leakage drain underneath the baffle screws and (in MDF mode) anadditional sealing oil connection prevent fuel entering the lubricating oil.

Pilot oil injection pump

The pilot oil injection pumps are arranged on the exhaust counter side nextto the fuel injection pumps. They are driven by their own cams which arearranged next to the main cams.

Figure 9. Pilot oil injection pump

The structure and method of operation basically conform to that of the fuelinjection pump. However, in contrast to these pumps, there is no deliveryrate regulation.

The regulating shaft is fixed. The delivery rate approx. corresponds to 1%of the Diesel fuel used at full load.

Fuel rack/control linkage

The fuel rack of the fuel injection pump is actuated by the speed governorand/or the belonging positioner. Its lever movement is transferred to theregulating shaft which lies in bearing blocks that are screw-connected withthe crankcase upstream of the injection pumps and swings the bucklinglevers that finally move the control rods of the injection pumps.

Due to their spring-loaded tipping mechanism, the buckling levers allowthe engine to be stopped and started when the control rod is blocked.

The position of the linkage can be indicated by means of signals which arecreated by an inductive position pick-up.

Arrangement/drive

Structure/method of operation

Admission setting

The positioner actuates theregulating shaft

Buckling levers

Admission indication



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Figure 10. Regulating shafts with buckling levers

The delivery rate of the pilot oil injection pumps is set and locked using thesecond regulating shaft.

Injection pipes

The injection pipes between the fuel injection pumps and the injectionvalves are surrounded by two-part protecting tubes for safety reasons. Theprotecting tubes drain any possibly leaking fuel to a common fuel leakage

pipe.

Figure 11. Fuel injection pipe. Fuel route: Fuel injection pump-injection pipe-screwed in lance-injection valve

The injection elements are screened from the outside by a commoncasing. The sections which extend over one cylinder repectively can beeasily removed using star grip closures.

Regulating shaft of pilot oilpumps

Injection pipes with protectingtube



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The injection pipe of the pilot oil pump leads to a distributor section andfrom there in branch pipes to the pilot oil valves.

Injection valve

The injection valve for Diesel mode is arranged centrally in the cylinderhead. The fuel is supplied from the exhaust counter side using a lancewhich is guided through the cylinder head and which is screwed to thenozzle body. The fuel is injected directly into the combustion chamber.

Figure 12. Water cooled fuel injection valve with multi-jet nozzle

The injection valve is cooled using water (as a rule) or Diesel oil. Coolantentry and exit lie in the centre area of the valve. The water supply andremoval occur separately from the cylinder cooling through pipes which lieon the exhaust side (water) or on the exhaust counter side (Diesel oil).

Pilot oil injection valve

The pilot oil injection valves are arranged in the cylinder head in such away that the prechambers lie at the edge of the combustion chamber. Themethod of operation of the valves corresponds to that of the main injectionvalves. Whereas there the fuel is injected directly into the combustionchamber, the injection of the pilot oil valves occurs into the prechambers,where the fuel ignites and emerges through a lateral bore hole as pilotinjection.

Injection pipes of the pilot oilpumps

Fuel feed

Cooling

Injection/ignition jet formation



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Figure 13. Water cooled pilot oil injection valves with prechambers

The pilot oil injection valves are cooled by means of water. Coolant entryand exit lie in the centre area of the valve. They are connected to thecooling water circuit of the main injection valves. The prechambers arecooled using water which is led from the annulus around the bottom of thecylinder head to the interior.

Cooling



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Supercharged system to motor control 2.3.3

Supercharged system/turbocharger

Supercharging is effected according to the so-called constant-pressuremethod. With this procedure, the exhaust gases from all cylinders flowinto a common exhaust pipe. The turbocharger is supplied with energyfrom this pipe. The turbocharger compressor draws in fresh air andconveys compressed air to the charge air pipe. From there, transitionpieces lead to the cylinders. In gas mode, fuel gas is added to the aircurrent going to the cylinders. This is effected through gas valves whichare arranged in the transition pieces.

Figure 1. Supercharged system - arrangement of turbocharger, charge air cooler

casing and charge air pipe

The constant-pressure method has the following advantages:

Simple pipe elements, the same components for all cylinders, the same supercharging ratios for all cylinders, very small gas exchange losses, and low stress on the turbine.

The selected supercharging method and the design of the turbochargerswith its high degree of efficiency at partial and full load guarantee:

a highly lean mixture,

clean combustion and low thermal stresses.

Constant-pressureturbocharging

Advantages



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The turbocharger is generally arranged at the free end of the engine. It ismounted transversely to the engine. NR series turbochargers are used,i.e. turbochargers with radial flow compressors and radial turbines (NR26 -NR34). The main characteristic of this series is the uncooled, isolatedturbine intake and exhaust casing. This design guarantees

that the turbine has the full exhaust energy available and that no corrosion is to be expected due to the temperature falling below

the dew point at partial load.

Figure 2. NR series turbocharger with intake silencer (left), compressor, bearing casing and turbine (right)

Fresh air is drawn in through an effective silencer or air intake socket. Therotor of the turbocharger runs on both sides in rotating plain bearing

bushes. These are connected to the lubricating oil system of the engine.

Charge air pipe/charge air cooler

The fresh air drawn in and compressed by the turbocharger is supplied tothe casing in front of the charge air cooler through a double diffuser. It iscooled down in a charge air cooler or in an air-to-air cooler and supplied tothe cylinders via the charge air pipe. The charge air cooler is designed intwo stages for impinging with fresh water.

Turbocharger

Charge air system



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Figure 3. Charge air system. Air route: Turbocharger - diffuser - diffuser casing - charge air cooler - charge air pipe (constructional design dependent on turbocharger arrangement)

The charge air pipe is divided into units of cylinder length. They areconnected to one another by means of pipe couplings. This design allowssimple dismantling of the cylinder heads.

Charge air bypass

There is a connection between the casing after the charge air cooler andthe intake casing of the turbocharger. In this way, charge air can beconveyed back to the suction side of the compressor and the air supply tothe engine can be controlled. The bypass is controlled by an engineactivated flap. The bypaß supports the control function of the gas valves,by adapting the available amount of air to the load. In Diesel mode, theflap is closed.

Bild 4. Charge air bypass



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Exhaust pipe

The cast exhaust pipe sections have a maintenance-friendly pipe clamp onthe connection to the cylinder head. The exhaust pipe is uncooled, heatinsulated and covered and equipped with compensators between thecylinders and in front of the turbocharger. On the side opposite to theturbocharger, there is an explosion protection valve just as on the chargeair pipe.

Figure 5. Exhaust pipe

The exhaust pipe covering consists of elements, each extending over one

cylinder. The metal sheets have insulating mats on the inside and can beremoved after loosening a few screws.

Fuel gas pipe

In the gas mode, fuel gas is supplied to the engine. This is done via a gascontrol line, a gas pipe and gas valves. The gas pipe lies above the chargeair pipe. It consists of pipe sections of cylinder length, which areconnected with each other using compensators. Transition pieces join thecharge air pipe to the gas valves.



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Bild 6. Fuel gas pipe

Lube oil supply/cylinder lubrication/hydraulic oil for the gas valves

All lubrication points of the engine are connected to a common pressure oilcircuit. The lube oil inlet flange is located at the free end of the engine. Theoil passes from the distributor pipe integrated in the frame to the main

bearings. From there, the route passes through the crankshaft to the bigend bearing and through the connecting rod into the piston crown. Fromthe piston crown, the oil runs back to the oil sump.

Figure 7. Lube oil system - oil ducts in the crankcase

The spray nozzles for the camshaft drive gears are supplied with oilthrough ducts in the crankcase and internal pipes. Also the bearings ofboth camshafts and the cam follower shafts (by a short pipe) are

Lube oil inlet/route of the lubeoil



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connected to the distributor pipe by means of cast bore holes. Thecamshaft thrust bearing is externally supplied with oil.

On the outside of the engine, i.e. on the exhaust counter side , additionalsupply pipes lead to the fuel injection pump (tappet pot/sealing oil), to therocker arm axles in the cylinder head and to the gas valve guide.

The control piston and bearings of the camshaft adjusting devices aresupplied from outside through separate pipes. This also applies to thebearings of the turbocharger.

The lube oil system is equipped with a pressure control valve which keepsthe oil pressure upstream of the engine constant independent of thespeed.

The running surfaces of the cylinder liners are lubricated from thecrankcase by means of splash oil and oil vapour. The piston ring packageis supplied with oil from below via bore holes in the cylinder liner. The oil issupplied from the exhaust counter side through the diaphragm of theframe. This is ensured by a block distributor to which the oil is supplied viaan external delivery pump from the intake pipe.

The gas valves are activated hydraulically. A pressure of 120 bar isrequired for this purpose. It is produced by a hydraulic unit which isarranged separately from the engine. The hydraulic oil pipes lie betweenthe gas and the charge air pipes.

Figure 8. Gas valve with drive and control unit

Fuel pipes

The engine is supplied with fuel through a manifold arranged on theexhaust counter side. From this manifold, fuel is suplied to the pilot oilpumps and injection pumps. Excessive fuel is collected in a returnmanifold. The connections of both pipes are located on the free engineend. The associated buffer pistons and the pressure sustaining valve arealso arranged there. The buffer pistons serve for reducing the pressuresurges in the system. The pressure sustaining valve in the fuel return pipe

keeps the system on the engine side under pressure, so that no vapourbubbles form.

Cylinder liner lubrication

Hydraulic oil for activating thegas valves

Fuel inlet/fuel return



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Cooling water pipes

The backing rings of the cylinder liners and the cylinder heads are suppliedwith fresh water. The charge air cooler can be impinged with fresh water,raw water or sea water. The cooling of the injection nozzles is effected bymeans of a separate system.

The cooling water inlet flange for cylinder cooling is located at the free endof the engine. The pipe lies on the exhaust side on the crankcase (rear).Starting from there, connections are effected to the backing rings of thecylinder liners (at the bottom). The following are cooled:

the bore holes of the top land ring and the cylinder head with the valve seat rings.

The cylinder head is cooled starting from the annulus around the cylinderhead bottom. From there, the water flows through bore holes in theannulus between the injection valve recess and the inner part of thecylinder head. Sometimes it only reaches there after flowing around thevalve seat rings and the prechambers of the pilot oil injection valves. From

the central annulus, the remaining large cooling areas of the cylinder headare filled. The drainage of the water is effected through the insertedpassage bush via the upper area of the backing ring to the return manifoldwhich is located next to the supply pipe (front) and which leads the heatedwater to the charge air cooler or back into the system.

Figure 9. Cylinder cooling

The supply and return pipes for the cooling water of the injection andpilot oil injection valves are located below the charge air pipe. From there,stub pipes lead to the cylinder heads.

At the uppermost points of the cylinder head and the charge air cooler, apermanent venting pipe is connected. For draining the cylinder heads and

backing rings, the supply pipe must be emptied.

The following are cooled: thecylinders, the charge air cooler,the injection nozzles

Cooling water inlet/Coolingwater return

Route of the cylinder coolingwater

Venting/drainage



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Condensed water pipe

The water, which is produced by compressing and cooling the airdownstream of the charge air cooler and in the charge air pipe, isdischarged by means of external pipes. This is effected by means of adrain valve (float valve) and an overflow pipe which is to be monitored.

Crankcase venting

In order to rule out the danger of escaped gas collecting in the crankcase,a connection is made between an individual cover of the crankcasecovering to the compressor side of the turbocharger. The venting pipeleads from the casing cover via an oil trap to the charge air bypass pipeleading to the turbocharger. This way, any gas which may possibly haveentered is drawn off and burnt in the engine.

1 From crankcase to oil trap

2 From oil trap to charge air bypass pipe

Figure 10. Crankcase venting

In addition to the explosion doors on the charge air pipe and on theexhaust pipe, relief valves are also arranged in the covers of thecrankcase covering. These allow fast reduction of pressure in the case ofan explosion in the crankcase.

Starting device

The engine is started using a compressed-air starter.

The compressed-air starter is arranged at the coupling end. On activatingthe starting valve, the pinion of the starter is moved axially onto the

gearwheel and, on reaching the end position, is set rotating. In this way,the crankshaft is turned and the engine is started on reaching ignitionspeed.

Connection from crankcase tocompressor

Relief valves



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The connection from the air bottles to the compressed-air starter isopened/closed by the interposed starting valve. To activate this valve, apulse from the operating device is required.

Engine barring gear

For turning the crankshaft and the running gear components, there is amanually operated turning gear for in-line engines and an electricallydriven turning gear for V-type engines. It is not possible to start the enginein engaged condition.

Operating and monitoring devices

All control and monitoring functions, which are essential for operating theengine, are controlled by the superior control technology or the enginemanagement system (MMS). The units work in co-ordination with eachother and exchange important information. The following functions are

observed by the control technology: Control of the start preparations and the start of the engine, Control of running up, synchronisation and loading of the unit, Control of the stopping procedure, Alarm and safety functions, Control and monitoring of the necessary units in the supply systems

and the regulation of operating media circuits.

The engine management system contains all the hardware and softwarecomponents which are required for the operation of a dual-fuel engine.The control cabinet, in which all devices and displays are installed, is

connected to the engine by ready-made cables. All connections andsettings are carried out and checked during the test run of the engine.

The engine management system basically consists of

the engine control with important subfunctions, the fuel control and regulation (dual fuel box), the control of gas valves and knock monitoring.

Complete system

Engine management system -overview



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Figure 11. General view of the engine management system



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Special engine designs 2.3.4

Reference 00016 - Injection timing regulating device

Device for changing the injection timing to ”early” or ”late ignition”. In gasmode, the device allows adaptation to various methane numbers. Theadjustment parameters are laid down in the SPS engine managementsystem. In diesel mode the device allows the ignition pressure to beincreased to the design value and thus to a clear reduction in fuelconsumed. On the other hand, adjusting to ”late” along with a fall in theignition pressure means a reduction in nitrogen oxide emissions.

The injection camshaft can be turned relative to the starting position

through spiral gearing on the shaft. This is done using a bush which canbe moved axially and is also spirally geared and which is moved by ahydraulic piston. The hydraulic piston is itself brought smoothly into thecorrect position using inner piston valves. See also Section 2.4.

Figure 1. Regulating device on the injection camshaft

Reducing the fuel requirementor reducing the nitrogen oxideemissions



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Reference 00018 - Electrical turning gear

As an alternative to the manual engine barring gears, straight-type enginescan be equipped with electrical turning gear. The engine has push-buttoncontrol and in cases of emergency can be turned using a crank. It is notpossible to start when the turning gear is meshed.

Figure 2. Electrical turning gear



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Accessories 2.3.5

Hanging footboards

To supplement or replace gallery supports with footboards and railings,hanging footboards can be supplied to facilitate maintenance work on thelongitudinal sides of the engine. A solution with fixed supports and boardsis also available.

Monitoring the temperature of the main bearing

The temperatures of the main bearings (and the external bearing) aremeasured just below the bearing shells in the bearing caps. To do this,oil-tight resistance temperature sensors (Pt 100) are used. The measuringcables run in the crankcase up to the height of the cable duct on theexhaust side and from there to the outside to terminal boxes.

Oil mist detector

Damage to bearings, piston seizures and blow-by from the combustionchamber cause increased oil mist formation. Using the oil mist detector,the oil mist concentration or the transparency of the air (opacity) in the

crankcase is monitored. To do this, air is drawn continually from allcrankcase areas using a jet pump, cleaned of larger oil droplets andsupplied to a measuring section with infrared filters. The diode arranged atthe exit sends an electrical signal to the monitoring unit according to theamount of light received.

Figure 1. Arrangement of the oil mist detector



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Monitoring of exhaust-gas-temperature average

The average monitor consists of thermocouples in the exhaust pipe and amonitoring and display unit. Dependent on the instrumentation and controlconfiguration, monitoring and display can be effected using a PLC(programmable logical control), a special unit or elements of ahigher-ranking monitoring system. Dependent on the engine output, larger(at low load) or smaller deviations (at high load) from the calculatedaverage of all cylinders are permitted for individual cylinders.

Splash-oil monitoring system

Figure 2. Arrangement of the splash-oil monitoring system

The splash-oil monitoring system is part of the safety system. Using sen-

sors, the temperatures of each individual running gear (or running gearpair in the case of V-type engines) are indirectly monitored by means ofthe splash oil. In this connection, the safety system initiates an enginestop if a defined maximum value or the admissible deviation from the aver-age is exceeded.

Damage on bearings of the crankshaft and connecting rod are recognisedat an early stage, and more extensive damage is prevented by initiating anengine stop.

In the operator’s station, the temperatures of the individual running gearsof the engine are indicated by means of a graphical display and in absolutevalues.

The splash-oil monitoring system is part of the standard scope of the en-gine.

Gas control system and supplementary monitoring devices

The engine is safely supplied with gas using the gas control system. Itconsists basically of a ball cock, a gas filter, electropneumaticallycontrolled shut-off valves and a pressure control device. At input pressuresabove 4 bar overpressure, a pressure reduction device is to be connectedin series to the gas control system.



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Pressure controllers, sensors for warning of gas collecting in the enginecrankcase and in the engine room, a methane number measuring deviceand a gas volumeter complete the necessary equipment.

Figure 3. Gas control system



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Systems 2.4


2.2 Engine


2.4 Systems

2.5 Technical data



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Fresh air/Charge air/Exhaust gas systems 2.4.1

1 Intake casing

2 Intake sound damper

3 Turbocharger

4 Compressor

5 Turbine

6 Double diffuser

7 Diffuser casing

8 charge air cooler

9 charge air pipe

10 Compressor bypass

15 Condensed water discharge

16 Float valve

17 Overspill pipe

18 Exhaust pipe

19 Cleaning nozzles

A Compressor cleaning

B Lubrication oil to the turbocharger

C Turbine cleaning

D Draining/condensation draining

E Charge air to compressor cleaning (Variant 1)

F Charge/block air to turbocharger (NA series)

G Fresh air

H Charge air

J Exhaust

L Cooling water

igure 1. Fresh air/charge air/exhaust system. Variants in Figure 1a - sound dampers, 1b - intake casing



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The air required for burning the fuel in the cylinder is drawn in axially bythe compressor wheel (4) of the turbocharger (3) (Figure 1). This is doneeither using the intake sound damper (2) with dry air filters or using theintake casing (1). Using the energy transmitted by the exhaust flow on theturbine wheel (5) of the turbocharger, the air is compressed and thusheated. The energy-rich air (charge air) is fed over a sliding sleeve and thedouble diffuser (6) into the diffuser casing (7). The diffuser reduces theflow speed to the benefit of pressure. In the charge air cooler (8) which ismounted in the casing, the air is cooled. In this way, the cylinder is filledwith the greatest possible mass of air. This is done using the charge airpipe (9), which consists of cylinder-length elements elastically connectedwith one another. The compressor bypass (10) supports the regulatingfunction of the gas valves in gas mode. In diesel mode, the connection isclosed.

The exhaust leaves the cylinder head on the opposite side to the chargeair pipe. It is collected in the exhaust manifold (18) and fed to the turbineside of the turbocharger. Thermoelements in the exhaust pipe both beforeand after the turbocharger are used for monitoring the temperature. Theexhaust manifold, like the charge air pipe, consists of cylinder-lengthelements. The connection to the cylinder head is made using a clamping

connection. To connect with one another and to the turbocharger,corrugated tube compensators are used. The exhaust flows axially fromthe turbine wheel. The slide bearings of the turbocharger are suppliedwith oil from the engine circulation.

Figure 2. Exhaust pipe connection to the cylinder heads

On the casing of the charge air cooler and at the start of the charge airpipe there are connected condensation water pipes (15). Any wateroccurring is led through the float valve (16). The blockable overspill pipe(17) is must be monitored on site.

charge air coolers can be cleaned with cleaning fluids without dismantling.To do this, blind disks must be inserted after the turbocharger and beforethe charge air pipe.

There are nozzles (19) for regular cleaning of the compressor wheel andthe compressor casing of the turbocharger. These are mounted in theintake casing or in the sound dampers. Water is sprayed in through thenozzles. The cleaning effect results from the high impact speed of thedrops of water compared to the rotating wheel.

The air route

The exhaust route

Condensed water

Cleaning the charge air coolers

Cleaning the turbocharger:the compressor side using water



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21 Tank 22 Pressure spray 23 Air pump

A Compressor cleaning E Charge air for

compressor cleaning F Fresh water/drinking

water

Figure 3. Compressor cleaning using charge air (left) or pressure spray (right)

The water is either filled into the tank (21) and blown out using the chargeair pressure to connection A (Variant 1 in Figure 3) or filled in a pressurespray (22), pressurised there using an air pump (23) and displaced by an

air cushion (Variant 2).

Cleaning the turbine side is preferably done using water which is suppliedthrough a combination of fittings (25) (Variant 1 in Figure 4). The water issprayed in the exhaust manifold in front of the turbocharger.

Alternatively or in addition to this, cleaning can be carried out usinggranulated, burnable solid matter. The cleaner is filled into the tank (26)and is blown into the exhaust manifold using compressed air and theshaped ejector piece (27) (Variant 2).

3 Turbocharger

25 Fixtures 26 Tank 27 Ejector

C Turbine cleaning F Fresh water/

drinking water J Engine exhaust

M Compressed air N Cleaner

(granules)

igure 4. Turbine cleaning devices using water (left) or granulated solid matter (right)

For information on intake pre-heating and charge air temperature control,see Section 2.4.7.

Tip! For explanations on the symbols and letters used, see Section 5

Cleaning the turbocharger:the turbine side using water

or using solid matter

Intake pre-heating and chargeair temperature control



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Compressed air and starting system 2.4.2

Compressed air is used for starting the engine and for pneumatic controls.For starting, 30 bar is required. For the controls, 30 bar, 8 bar or lowerpressures are required. The supply to these devices comes from 30 barcompressed air tanks via connections 7171 and 7172.The engine is started at connection 7171 using a compressed-air starter.The emergency stop device and other controls are supplied withcompressed air through connection 7172.

Starter system

1 Limit switch on switch mechanism

2 Compressed-air starter

3 Fly wheel of the crankshaft

4 Start valve (M 618)

20 Electrovalve of the slow-turn device

Figure 1. Compressed air and start system (part 1)



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The following are used to start the engine:

the start valve (4) with the control valve M 618 and the compressed-air starter (2), arranged at the coupling end.

The starting procedure is triggered by a pulse from the operation orremote control device to the control valve M 618. This is only possiblewhen certain conditions are met. In particular, the switch mechanism forturning the crankshaft must be disengaged.

As soon as the shut-off valve on the compressed air tank is opened, airflows over the connection 7171 to the start valve (4). In the start valve, thepressure is reduced from 30 bar to 6 bar and it is then present at theelectrovalve. During the start procedure, this valve is excited by a pulsefrom the operating device. When the switch mechanism is disengaged, thepinion of the compressed-air starter (2) is meshed in the gearwheel of thecrankshaft (3). As soon as the pinion is completely meshed, thecompressed-air starter on its part releases the route to the start valve byopening the large area cross-section of the pressure reducing valve in thestart valve (4) and starting to rotate the compressed-air starter. After theignition speed is reached, the complete starter system is vented using thestart valve.

Before starting, diesel engines are blown through with compressed air sothat any water present in the cylinder can be seen. This is done by startingup the start procedure with open indicator valves. If these are not present,for example in diesel gas engines, or if manual opening of the valves is notguaranteed, such as in starting in automatic mode, then the engine mustbe slowly turned over approximately twice using the slow-turn device. TheM 307/7 electrovalve (20) is used for this by being quickly repeatedlyactivated and causing a series of starting pulses. In this way, slow turningover is guaranteed.

In short

In detail

Slow-turn device



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Compressed air system

6 Charge teletransmitter

7 Dual fuel box

8 Speed actuator

9 Oil mist detector

10 Emergency stop valve

11 Control linkage

12 Fuel injection pump

13 Ignition oil injection pump

14 Camshaft

15 Gas valve control unit

16 Terminal box

B for gas controlled system

C Control signal to gas valves

Figure 2. Compressed air and starter system (part 2)

When the compressed air tank is open, air flows over the connection 7172to the M 462 filter and on to the reducing valve combinations M 409/1 orM 409/2, which supply the control air at 8 bar to the gas controlled systemand to the oil mist detector (9). A second connection after filter M 462

supplies compressed air at 30 bar to the emergency stop device.

The emerergency stop device exists to quickly stop the engine in the caseof emergency. It consists of the valve combination M 329 (10), an air pipearranged behind the fuel pumps and emergency stop pistons which workon the control rods of the large fuel pumps (12). On activating the device,the pre-switch valve is opened manually or electrically. Using compressedair, the second valve is also opened and then air flows over the distributorpipe to the stop piston of the fuel injection pump. In this way the controlrods are pressed at minimal charge. Because of the buckling lever,stopping is independent of the position of the control linkage and thespeed governor.

Tip! For explanations of the symbols and letters used, see Section 5.

Emergency stop



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Fuel oil system 2.4.3

Normally, dual fuel engines are operated using natural gas and a minimalamount of ignition oil. Both to start and run up, as well as in the case oflack of gas, diesel oil is used. This section covers the supply of diesel oiland ignition oil. The gas system is dealt with in Section 2.4.4.

1 Distributor pipe

2 Branch pipe


4 Camshaft/cam 5 Overflow pipe

6 Distribution pipe

7 Ignition oil injection pump

9 Leakage fuel pipe

10 Leakage fuel distribution pipe

11 Injection pipe

12 Injection valve

13 Buffer piston

14 Pressure maintenance valve

15 Ignition oil injection pipe

16 Ignition oil injection valve

5671 Fuel inlet

5699 Fuel return

5681 Leakage fuel outlet

A Block oil (MDF mode)

B Lubrication oil

C Cooling water/diesel oil

Figure 1. Fuel system

The fuel for the fuel injection pumps and the ignition oil pumps is fed to theengine at the front/at connection 5671 (see Figure 1). The fuel injectionpumps (3) and ignition oil pumps (7) are connected using short sections of

pipe (2) to the distributor pipe (1) which is arranged at the opposite end tothe exhaust. They convey the fuel under high pressure through theinjection pipe (11) to the injection valves (12) and through the pipes (15) to

2 fuel systems

From the inlet flange to theinjection valve



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the ignition oil injection valves (16). The fuel injection pumps are activatedusing cams on the camshaft (4).

The needle of the injection valve opens the cross-section to the sprayholes when the pressure build-up exceeds the spring resistance. Theinjection procedure is complete when the inclined control edge of the pumppiston reaches the snifting hole. The amount of fuel to be injected isinfluenced by turning the pump piston using control sleeves and thecontrol linkage. The injection timing is determined by the relative positionof the cams on the camshaft.

1 Casing 2 Valve body 3 Pump cylinder 4 Pump piston 5 Compression spring 6 Spring plate 7 Tappet pot 8 Crankcase 9 Control rod

10 Control sleeve 11 Emergency stop piston

A Fuel inlet B Fuel return C Leakage fuel D Block oil (MFD mode)E Lubrication oil

Figure 2. Fuel injection pump - cross-section left/position of the connections right

The ignition oil pump and ignition oil injection valve work on the sameefficiency principles, in which unlike the fuel pumps the pump drive worksusing a separate roller tappet and the pump feed is fixed.

1 Fuel injection pump 2 Injection valve 3 Ignition oil injection

pump 4 Ignition oil injection

valve 5 Camshaft

Figure 3. Injection and ignition oil injection system

Ignition oil injection



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Excess fuel, which is not required by the fuel injection pumps, is conveyedto the distribution pipe (6) by the overflow pipe (5) and fed back to thesystem at connection 5699. This arrangement means that there is alwaysa sufficient amount of fuel available under pressure.

The drawing in and gradual shutting down of the injection pump plungercauses fast deviations in pressure in the distributor pipe and in the returnpipe. Such shock pressures are reduced using spring loaded buffer pistons(13) on the pipe inlets/outlets.

In order to avoid vapour bubbles forming in the fuel, the system is placedunder slight overpressure. This is built up by the feed pump and thepressure maintenance valve (14).

The leakage fuel pipe (10) lies over the distributor pipe (1) and the returndistribution pipe (6). The injection and ignition oil valves, the fuel injectionpumps and the buffer pistons have connections to the leakage fuel pipes(9). The distribution pipe (10) leads the leakage fuel to connection 5681.

1 Casing 2 Tensioning nut 3 Injection nozzle 4 Needle 5 Spring plate 6 Compression spring 7 Thrust pad 8 Setting screw 9 Fuel injection pump

10 Cylinder head 11 Delivery pipe 12 Injection pipe 13 Injection valve 14 Sleeve

A Fuel from the fuel injection pump

B Cooling water inlet/ Cooling water supply

C Cooling water return (opposite to supply)

D Cooling water outlet

Figure 4. Fuel injection valve - connection of injection pipe and delivery pipe

The fuel distribution pipe and fuel manifold as well as the fuel injection

pumps and injection pipes are covered by a casing. The monitoring of thisspace and in particular the injection pipes and leakage fuel distributionpipe located in it for leakage is carried out by monitoring devices in thesystems downstream.

Excess fuel

Buffer piston

Leakage fuel pipe

Casing



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Gas system 2.4.4

The supply of fuel gas for gas operation of the engine is effected via a gas control system, a flexible high-grade-steel hose pipe, the gas pipe above the charge air pipe, and the gas valves in the cylinder heads.

In order to ensure an inlet pressure of 4 bar, a pressure reducing devicecan be connected in series upstream of the gas control system. A gasvolumeter and a methane number measuring device may complete theequipment in the plant system itself. The methane number is required asa controlled variable for adjusting the injection timing (special design).

The shut-off valves of the gas control system are activated by means ofcompressed air with the admission of compressed air being controlled bysolenoid valves. These are opened/closed by the engine control of theengine management system (EMS). Simultaneously with the opening ofthe shut-off valves, the interpositioned venting valve is closed.Conversely, when the main valves are closed, the venting valve is openedin order to remove any possible gas leakages into the open air.

Using the gas pressure regulator, a gas pressure, which is by 0.2 barhigher than the pressure in the charge air pipe, is adjusted by permanentbalancing. For this purpose, the charge air pressure is transmitted to theregulator as a reference value.

The gas pressure regulator consists of three units: the actuator, the pressure regulator, and the safety shut-off valve.

The actuator controls the flow according to the prevailing setting pressure.The setting pressure is calculated in the pressure regulating unit bycomparison of charge air pressure/gas pressure. The pressure upstreamof the regulator is used as a coefficient.

The safety shut-off device, which is attached to the regulator, blocks thethe gas flow independently in case the pressure is too high at the inlet ofthe gas control system or too low at the outlet. This is to ensure thatdanger for the engine and for other users in the gas system is ruled out.Monitoring for overpressures is effected by a pressure transmitterdownstream of the gas filter.

Main components

Gas control system



2.4.4--03 E 12.01 32/40 DF6634 03102/

1 Ball cock

2 Filter

3 Pressure transmitter (overpressure)

4 Electropneumatic shut-off valve

5 Solenoid valve (venting)

6 Control valve

7 Actuator

8 Safety shut-off device

9 Pressure regulating unit to item 7

10 Control valve

11 Pressure transmitter (differential pressure)

15 Ball cock

16 Gas pipe

17 Gas valve

18 Charge air pipe

19 Exhaust pipe

22 Engine management system

A Gas upstream/ downstream of the gas control system

B Compressed air 7 bar

C Charge air

Figure 1. Fuel gas system



2.4.4--03 E 12.01 32/40 DF6634 03103/

From the gas control system, the gas flows via a flexible connection and aball cock to the gas pipe on the engine, which is arranged above thecharge air pipe and leads, via adapters and gas valves, into the inlet ductsof the cylinder heads.

Figure 2. Gas pipe

Opening and closing of the electromagnetic gas valve is effected bymeans of a quick-acting control valve which is activated by the gas valvecontrol in the engine management system.

Figure 3. Gas valve

From the gas control systemto the gas valves

Gas valve

16 Gas pipe 17 Gas valve 18 Charge air pipe



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Injection time adjusting device 2.4.5

Adjusting the injection timing

The injection camshaft can be turned by means of helical toothingprovided on the shaft and in the hub of the camshaft gearwheel (Figure 1).This is done during operation. Turning is effected relative to the rotation.This way, the injection timing (or more correctly: the start of injection) isadjusted towards ”Early” or ”Late”, depending on the operating situation.

1 Camshaft 2 Hydraulic piston 8 Locating bearing

15 Cam 16 Drive wheel 17 Fuel injection pump

Figure 1. Injection timing adjusting device (shown without pilot oil pump)

1 Camshaft 2 Hydraulic piston 5 Control piston 6 Rocker (lever)9 Servomotor

15 Cam 17 Fuel injection pump

A Oil admission B Oil discharge

Figure 2. Injection timing adjusting device (schematic)

Adjustment is necessary because natural gases have methane numbersbetween 70 and 100, dependent on their origin, and they also may havefluctuating values. Using the adjusting device, the distance to the sparkfailure limit is kept almost constant at constant power. With low methanenumbers, adjustment towards “Late” can avoid engine knocking and keepthe NOx emission low. With high methane numbers, a high efficiency canbe reached by adjustment towards ”Early”.

Reason and purpose

Avoiding knock, keepingNOx-values low



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Figure 3. Operating range limits with regard to different methane numbers

In switching from gas to Diesel mode, the injection timing is set accordingto the available fuel.

The characteristic lines required for setting are stored in the associatedcontrols of the engine management system.

1 Shaft end 2 Hydraulic piston 3 Piston hub 4 Guide sleeve 5 Control piston 6 Rocker 7 Drive unit 8 Guide bearing 9 Servomotor

10 Casing 11 Annulus


Figure 4. Drive/control unit of the injection timing adjusting device

Turning the injection camshaft is effected by shifting the hub of thecamshaft gearwheel relative to the helical toothing at the shaft end. Theshaft end (1) is for this purpose connected to a hydraulic piston (2) whichis not capable of making rotating movements but can only be movedlengthwise (refer to Figure 4).

This piston is moved by lube oil which is supplied via the casing (10) andled to the control piston (5) and to the locating thrust bearing (8) via an

Switching from gas to Dieselmode

Method of operation



2.4.5--01 E 08.98 32/40 DG6634 03103/

annulus (11) and an oil supply bore in the guide sleeve (4). The controlpiston is moved by means of a drive unit (7) via a rocking lever (6).

The starting position of the hydraulic piston is the central position. Whenthe control piston is also in the central position (refer to Figure 5, part a),the oil supply bore as well as the oil discharge bores are closed. Bothsides of the hydraulic piston are subject to the same pressure. It is kept inits starting position.


Figure 5. Interaction of hydraulic piston and control piston

Shifting the control piston/control of the equipment is effected as a functionof the methane number of the gas. According to the stored parameters, acorrection signal is generated, the electric servomotor (9) is started andthe control piston moved, e.g. to the right (in direction of the couplingside). Refer to Figure 5, part b. The process is controlled by electricalfeedback to the drive unit.

By the movement of the control piston, on the one hand, the connection tothe oil discharge bore is cleared and the lube oil pressure in the right oilspace is reduced. On the other hand, the admission of oil from the oiladmission bore into the left oil space is rendered possible. Theseconditions cause the hydraulic piston to be shifted to the right (towardslater start of injection in the case of clockwise rotating engines). The

hydraulic piston follows the movement of the control piston. As soon asthe hydraulic piston reaches the control piston again, it stops moving.

Engine Control piston Injection timing

clockwiserotation

laterearlier

counter-clock-wise rotation

laterearlier

Table 1. Effects of the injection timing adjusting device (movement seen from the exhaust counter side)



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Lube oil system 2.4.6

Lubricating the engine and the turbocharger

All lubrication points of the engine and the turbocharger are connected to acommon hydraulic oil circuit. The lubricating oil inlet flange (2171) is lo-cated at the free end of the engine above the front-end covering. The oilpasses from the distributing pipe cast into/integrated in the frame over thetie-rod pipes to the main bearings. From here the route continues throughthe crankshaft, on the one hand to the big-end bearings and through theconnecting rods to the piston crowns (Figure 1 ), on the other hand itpasses to the torsional vibration damper on the coupling side. The locat-ing bearing on the coupling side is supplied with oil from the last bearing

pedestal (refer to Figures 2 / 3 ).

5 Crankshaft 30 Main bearing 31 Connecting rod 32 Piston pin 33 Piston

G to the main bearings N from the main bearings

to the piston crown

Figure 1. Lubricating oil system from the main bearing to the piston (Section S2-S2,for overview and further sections see following pages)

From all these lubricating points, the oil runs freely back to the oil sump.

In addition, the following are fed from the integrated distributing pipe:

the camshaft bearings of the injection and the valve camshaft and the spray nozzles and bearings of the camshaft drive.

The oil ducts for supplying oil to the camshafts continue over the cam-shafts. Here short lubricating oil pipes are connected, which lead

to the cam followers on the exhaust side and to the fuel pumps and the rocker arms on the exhaust counter side.

Supply from the innerdistributing pipe



2.4.6--01 E 04.02 L 32/40 DF6634 07102/

1 Pressure regulating valve 3 Engine 4 Oil sump 5 Crankshaft 6 Camshafts

7 Fuel injection pump 8 Cylinder head/rocker arm 9 Pressure reducing valve

10 Turbocharger

KS Coupling side KGS Free end of engine

AS Exhaust side AGS Exhaust counter side

A Lubrication oil to engine and turbocharger (2171)

C to thrust bearing of the injection camshaft D Distributing pipe E over injection camshaft to the fuel pumps

and to the rocker arms and the gas valve in the cylinder head

F over the valve camshaft to the cam followers

G to the main bearings H over the main bearings to the locating bear-

ing J to bearings and spray nozzles of the

camshaft drive K to the hydraulic piston and guide bearing of

the injection and valve camshaft L to the turbocharger

M Oil drain from the turbocharger N from the crankshaft bearing over the crank-

shaft/connecting rod to the piston crown/ drain in oil sump

P Venting (2598)

Figure 2. Lubricating oil system (overview) - pilot oil pump not shown

The thrust bearing of the injection camshaft (on the free end of the engine,in the case of engines without injection timing adjustment on the couplingside) is supplied with oil from the outside. Also the control pistons andguide bearings of the camshaft adjusting device on the coupling side are,by separate pipes, supplied with oil from the outside. This also applies to

the turbocharger bearings. The supply pipes of these components are con-nected to the integrated distributing pipe.

External supply



2.4.6--01 E 04.02 L 32/40 DF6634 07103/

The lubricating oil system must be equipped with a pressure regulatingvalve on the inlet side, which keeps the oil pressure before entry into theengine constant, independent of speed and oil temperature. The oil admis-sion to the turbocharger is adjusted using a pressure reducing valve or anorifice plate.

5 Crankshaft 11 Cylinder crankcase 12 Tie rod 13 Injection camshaft 14 Valve camshaft 15 Cam follower

D Distributing pipe E over the injection cam-

shaft to the fuel pumps as well as to the rocker arms and the gas valve in the cylinder head

F over the valve camshaft to the cam followers

G to the main bearings

Figure 3. Lubricating oil system from the distributing pipe to the crankshaft and the camshafts (Section S1-S1)

13 Injection camshaft 14 Valve camshaft 20 Crankshaft wheel 21 Intermediate wheel 22 Bearing bush 23 Spray nozzle

J to the bearings and spray nozzles of the

camshaft drive

Figure 4. Lubricating oil system from the distributing pipe to the drive wheels - shown for a clockwise rotating engine (Section S3-S3)

To lubricate the turbocharger before starting the engine, either the mainlube oil pump or a smaller auxiliary pump can be used. Refer to Figure 6 .In this connection, it is to be ensured by pump timing and system adjust-ment that the turbocharger is not overlubricated, neither during prelubrica-

tion nor during operation.



2.4.6--01 E 04.02 L 32/40 DF6634 07104/

R Oil to the engine

Figure 5. Prelubrication of the turbocharger using the auxiliary pump

Cylinder lubrication

The lubrication of the running surfaces of the cylinder liners is primarilyeffected by splash oil and oil vapour from the crankcase. The lubrication ofthe piston rings occurs from below through bore holes in the lower area ofthe cylinder liner. The geometric ratios were, in the interest of the lowestpossible oil consumption, fixed so as to ensure that the oil bores are cov-ered by the first piston ring land when the piston is in BDC position, while

they are covered by the piston skirt when the piston is in TDC position.The oil is fed to the cylinder liners from the exhaust counter side throughthe intermediate bottom of the frame. Oil supply is effected from the freeengine end. The pipes are supported in openings under the injection cam-shaft.

9 Intermediate bottom of the frame

10 Cylinder liner

11 Piston (upper edge on the right/ lower edge on the left)

C Oil from block distributor to cylinder liner

Figure 6. Lubrication of cylinder liner and piston rings

The route of the lubricating oil



2.4.6--01 E 04.02 L 32/40 DF6634 07105/

The required oil pressure is produced by a pump unit (1) - refer to Fig-ure 8 - whose delivery rate can be adjusted to the respective size/ number of cylinders of the engine by changing the speed of the frequency-controlled motor.

Suction pipe B of the pump is connected to lubricating-oil inlet pipe A,through which the engine and turbocharger are supplied with oil. On thedelivery side of the pump there is an adjustable pressure control valve.The control of the oil flow to the lubricating points is effected by means ofa hydraulic block distributor (3).

A Lubricating oil to the engine and turbocharger

B to the cylinder lube oil pump

C Overflow pipe D to the block distributor E to the cylinder liners/

piston rings

1 Pump unit 2 Pressure control valve

(adjustable)3 Block distributor 4 Proximity switch 5 Pulse monitor

Figure 7. Cylinder lube oil system

The movements of the main piston of the block distributor are monitored

by an inductive proximity switch (7) and a pulse evaluation device (8). Inthis connection, a specified number of pulses must occur within a certainperiod of time.

1 Cylinder lube oil pump 2 Lube oil pipe to the

cylinder lube oil pump and to the injection

camshaft 3 Suction pipe to the

pump 4 Pressure pipe to the

block distributor 5 Overflow pipe

Figure 8. Cylinder lube oil pump with pipes

Generation of pressure/ oil distribution



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Monitoring of the main bearing temperature

The temperatures of the main bearings (and the external bearing) aremeasured just underneath the bearing shells in the bearing caps.Resistance temperature sensors (Pt 100), which are fitted in an oil-tightmanner, are used for this purpose. The measuring cables run in thecrankcase up to the cable-duct level on the exhaust side, from where theyare routed to the outside, to terminal boxes.

1 Crankshaft 2 Main bearing cap 3 Temperature sensor

Figure 9. Monitoring of the main bearing temperature

Oil mist detector

1 Collection chamber 2 Separator 3 Detector 4 Transmitting LED 5 Flow control 6 Temperature sensor 7 Air filter 8 Infrared filter 9 Receiver diode

10 Measuring section 11 Air jet pump 12 Control and monitoring

unit A from the crankcase to

the collection chamber B from the separator to

the detector C to the air jet pump D Air flow

Figure 10. Crankcase monitoring with oil mist detector

Incipient bearing damage, piston seizure or blow-bys from the combustionchamber cause increased oil vapour formation in the crankcase. They can



2.4.6--01 E 04.02 L 32/40 DF6634 07107/

be reliably diagnosed by means of an oil mist detector, before severe dam-age occurs. The oil mist concentration and/or the opacity of the air in thecrankcase is monitored by the oil mist detector. For this purpose, air iscontinuously drawn from all sections of the crankcase using a jet pump,cleaned from larger oil droplets and passed through a measuring sectionwith infrared filters. The diode provided at the exit supplies an electric sig-nal that corresponds to the quantity of light received, and transmits thissignal to the monitoring unit.

See pamphlet in Volume D1.

Splash-oil monitoring system

The splash-oil monitoring system is part of the safety system. Using sen-sors, the temperatures of each individual running gear (or running gearpair in the case of V-type engines) are indirectly monitored by means ofthe splash oil. In this connection, the safety system initiates an enginestop if a defined maximum value or the admissible deviation from the aver-age is exceeded.

Damage on the bearings of the crankshaft and connecting rod becomeapparent at an early stage by a change in the lubricating oil temperature.By means of the splash-oil monitoring system these temperature changesare reliably recognised and by triggering an alarm followed by an enginestop, more severe damage is avoided.

In the operator’s station, the temperatures of the individual running gearsof the engines are indicated by means of a graphical display and in abso-lute values.

1 Temperature sensor 2 Crankcase cover 3 Operator’s station 4 Safety system

Figure 11. Monitoring of running gear temperatures by means of the splash-oil monitoring system



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Cooling water system 2.4.7

Overview

In the interest of the smallest possible thermal stresses, the following mustbe cooled:

the components which form the combustion chambers and(through a separate system)

the fuel injection valves.

The charge air heated by compression in the turbocharger is cooled downby the charge cooler. This is done in the interest of increasing the air massavailable for combustion.

For cooling, prepared fresh water is normally used. Charge air coolers arealso cooled using fresh water, and on rare occassions, untreated water.The first stage of the charge cooler has engine cooling water flowingthrough (primary/high temperature circulation), the second stage has freshwater from the secondary/low temperature circulation(Figure 1 ).

Cylinder cooling

The cooling water inlet flange 3171 for cylinder cooling is located at thefree end of the engine. The cooling water first passes the charge--aircooler, then it enters the distributor pipe. From the distributor pipe, thereare connections to the backing rings of the cylinder liners. The followingare cooled: (see Figure 2 - spaces a to k):

the bore holes of the top land ring and the cylinder head.

The cooling of the cylinder head starts from the annulus around thecylinder head floor. From here, the water flows through bore holes in theannulus between the injection valve gun and the inner part of the cylinderhead. Sometimes it does not reach here until it has flowed around thevalve seat rings and the pre-combustion chambers. From this annulus, the

remaining large cooling chambers of the cylinder head are filled.

The draining water flows through the inserted overspill sleeve over theupper area of the backing ring to the return distribution pipe. This lies nearthe infeed pipe (front). It takes the warmed water to the charge cooler.Drainage takes place at connection 3199.

Circulation/coolant

Cooling water inlet (3171)

Cooling water outlet (3199)



2.4.7--01 E 04.03 L 32/40 DF6634 04102/

1 Engine 2 Cylinder head/backing ring 3 Charge cooler

HT High temperature circulation (stage I)

NT Low temperature circulation (stage II)

A Cooling water for cylinder (inlet)Cooling water after charge cooler

B Cooling water for cylinder (outlet)/

C Cooling water before charge cooler D Cooling water for charge cooler stage II E Charge air F Cooling water for injection nozzles and

pilot oil nozzles (inlet)

G Cooling water for injection nozzles and pilot oil nozzles (outlet)

H Drainage (distribution pipes)K Venting for cylinder cooling and charge

cooler (distribution pipe)L Drainage cylinder head/backing ring

(V-engines)

Figure 1. Cylinder and nozzle cooling water system



2.4.7--01 E 04.03 L 32/40 DF6634 04103/

1 Cylinder liner

2 Backing ring

3 Top land ring

4 Cylinder head

5 Valve seat ring

6 Sleeve of injection valve

7 Pilot oil valve

8 Pre-combustion chamber

a...k Cooling water route/ cooling chambers

Figure 2. Combustion chamber components - cooling water route

The venting connection (p) for the backing ring, top land ring and cylinderhead sits in the cylinder head on the exhaust side (Figure 3 ). Theconnections to the individual cylinders are combined in a pipe with theventing of the charge cooler and fed to connection 3198.

Both the distributor pipe and thus also the cooling chambers for thebacking ring, top land ring and the cylinder head can be drained throughdrainage connection 3195, as well as the return distribution pipe.

The tightness of the cylinder head, top land ring, cylinder liner and backingring systems as well as the sealing rings of these components can betested at the bore holes (l - gas tighness) and (m - leakages). The bore

holes lie on the left on the inside of the opposite end to the exhaust.

Venting

Draining

Sealant checks



2.4.7--01 E 04.03 L 32/40 DF6634 04104/

Figure 3. Cylinder head with venting connection p (left) and combustion chamber components with check boresland m as well as drainage connection n for V-engines (right)

Nozzle cooling

The supply and return pipes for the nozzle cooling water lie behind the fuelinjection pump. The supply connection is numbered 3471. The water is fedthrough short sections of pipe into the cylinder head and over an annulusto the injection valves. The return is made in the same way. Thedistribution pipe ends at connection 3499. It is possible to drain the supplyand drainage pipes using the connection to the cylinder cooling waterdrainage pipe.

Intake pre-heating

Dual-fuel engines must be controlled in the gas mode with regard to theintake temperature. At temperature differences of up to 20C this is doneby the charge-air bypass, and at greater temperature differences by an airpreheating device. Until the necessary intake temperature is reached, theengine has to be run in diesel mode.

Intake temperature control



2.4.8--02 E 12.01 32/40 DF6634 04101/

Engine management system 2.4.8

Engine management system - Principal tasks and components

The engine management system controls

the combustion process and optimises the combustion parameters

of the engine in gas and diesel mode.

Figure 1. Engine management system in interaction with the engine (schematic)

It basically consists of

the engine control, which also includes the control of the injection timing adjustment, the (Lambda) control and the load control,

and of

the fuel control and regulation (dual fuel box), the gas valve control and knock monitoring.

It is indispensable for engines with

a high degree of efficiency, low emission values, high specific power and good tolerance of varying methane numbers.

Tasks

Components



2.4.8--02 E 12.01 32/40 DF6634 04102/

1 Gas valve control 2 Knock detection 3 Gas valve dialog unit 4 Operator station 5 Central SPS unit 6 SPS expansion

components 7 Control of the speed

governor’s final positioning device

8 Automatic cutouts 9 Control relay

10 Terminal strip 11 Ignition timing

adjustment 12 Voltage regulation for

speed governor 13 Speed governor

Figure 2. Engine management system: an overview

Engine management system - Components

The SPS technology programmable engine control includes

the control for switching from gas to diesel mode and vice versa, takinginto consideration any switching criteria,

the control of cylinder lubrication and the control of the gas control system.

Working in harmony with this are the controls for injection timingadjustment, the -control and the load control.

Engine control



2.4.8--02 E 12.01 32/40 DF6634 04103/

Figure 3. Operator indicating board for the engine control

Using the injection timing adjustment, the engine can be adjusted tonatural gas with methane numbers between 70 ... 100 at the same powerlevel (the methane number is a measurement of the knock resistance ofthe fuel). This is done by rotating the injection camshaft relative to thecrankshaft. The adjustment parameters are stored in the SPS. In gasmode, the engine is controlled in such a way that knock-free operation atlow NOx values can be achieved. At high methane numbers, the NO xvalues restrict the range of permitted power; at low methane numbers, onthe other hand, it is at the knock limit. In diesel mode, an injection timing isselected which best corresponds to the fuel used.

In gas mode, the amounts of air and fuel are to be controlled in a way

which guarantees safe operation with low NOx values. For this purpose,the lean mixture in the cylinder () must be set precisely. The control iscarried out on the air side using the bypass from the charge cooler. Theexhaust temperature before the turbine is used as a controlled conditionfor setting the throttle valve. It is a precise indicator of the charge air leanmixture in the cylinder and is kept constant for the respective power level.A condition of this control is that the charge air after the charge air cooleris at a constant temperature. This is guaranteed by controlling the waterthroughput in the NT stage. In diesel mode, the bypass flap is closed. Onlythe amount of fuel is controlled.

In parallel network mode, the load is controlled by comparing thegenerator output achieved with the target output. Dependent on the

deviation from the target value, a correction signal is sent to the dual fuelbox. In gas mode, the permitted power is calculated in the SPS,dependent on the charge air temperature. In case an output is requiredwhich is higher than that currently permitted, the permissible output isadjusted. In isolated operation of gas engines, switch-over to diesel modeis effected in this case.

The dual fuel box controls

the amount of fuel in diesel and diesel-gas mode, i.e. it controls the actuator for the regulating linkage of the fuel injection

pumps, supplies the target value for gas valve control in gas mode and

controls the switching process from diesel - diesel-gas and vice versa.

Control of the injection timingadjustment

-control

Load control

Fuel control (dual fuel box)



2.4.8--02 E 12.01 32/40 DF6634 04104/

On switching from diesel to gas mode, the charge in the main injectionpumps is reduced to “zero”. The pilot oil pumps will always request thefixed amount of fuel.

Gas mode is only permitted at rated speed and at a load > 30% of therated output.

The gas valve control calculates and controls the opening and closingtimes of the gas valves individually for each cylinder and each working

cycle. The target value of the dual fuel box serves as a standard. Afast-acting solenoid valve is controlled. The compressor bypass supportsthe gas valve control in such a way that the required amount of air isavailable at any time.

Figure 4. Operator indicating board for gas valve control

The engine management system achieves that, by adjusting output andbegin of delivery in gas mode, as a function of the marginal conditionssuch as methane number and charge air cooling water temperature,knocking during operation of the engine is avoided. Should knockingoccur in spite of this, due to other reasons, the knock monitoring preventsan engine damage. (During knocking, extremely high pressure peaksoccur in the cylinder. These must be prevented in any case.) For thispurpose, there is a knock sensor on each cylinder head (refer toFigure 5 ). If one or more cylinders are knocking, then the engine outputis reduced three times by 10%, and finally switch-over to diesel mode iseffected.

1 Knock sensor

2 Pilot oil injection valve

Figure 5. Arrangement of the knock sensor on the cylinder head

Gas valve control

Knock monitoring



2.4.9--03 E 11.01 32/40 DF6634 06101/

Control of Speed and Output 2.4.9

Tasks/interrelations

The following tasks have to be carried out in connection with engine outputand engine speed:

parameters have to be changed or kept constant, there must be certain reactions to disturbances, values must be limited and if there are several engines in an installation, then these have to be

balanced to one another.

These tasks cannot be managed by one element/one system alone.Depending on the design of the installation, the following are required indifferent levels of completeness:

a speed and output limitation system, a speed and output control system, possibly a synchronisation system, a load distribution system and a frequency control system.

An active influence on the engine speed and engine power is only possibleby the gas amount or the capacity setting of the fuel pumps. This iseffected in gas operation by controlling the opening times of the gas valves

(see Section 2.4.8), or in Diesel operation by means of the control linkageand the speed governor. On engines which drive generators, certaincapacity settings (admission settings) result in a certain performance pointon the (constant) nominal speed line -

f Pvar / nconst.

The speed and output control system adapts the actual speed to the targetspeed. To do so, an actual value must be recorded and a target value or,under certain circumstances, a selected target value, must bepredetermined. The governor determines the required correction signal.Moreover, by its setting, it establishes the reaction behaviour of the controland it limits speeds and thus output.

A synchronisation device is required for engines which drive three-phasealternators. Three-phase systems may only be interconnected if thefrequences (speeds), voltages and phase sequence coincide and if theenergy-producing engines have the same degree of proportionality(P-Grad). The first conditions have to be created by acting upon thegenerator (voltage) and the engine (frequence/speed and phasesequence). The second condition is to be met by the exact adjustment ofthe speed governor.

Generally, with multi-engine installations, it has to be avoided that unitswith different percentual loads work in parallel. The active load distributionsystem is used for this purpose. It compares the power signals of

interconnected units and supplies adjustment pulses via the remote speedadjustment device to the speed governor until a balance is achieved.

The most important tasks

Systems involved

Speed and output controlsystem

Synchronisation device

Active load distribution system



2.4.9--03 E 11.01 32/40 DF6634 06102/

The load distribution system is usually combined with a frequency controlsystem in the case of generating sets. In this connection, the frequenciesof the running units are compared with the busbar frequency and, in thecase of deviations, are balanced together by pulses transmitted to thespeed controls. There is no influence on the load distribution.

1 Flywheel

2 Speed pick-up

3 Speed governor (dual fuel box)

4 Actuator

5 Linkage

6 Control shaft


8 Control rod

9 Emergency stop piston

10 Buckling lever

11 Emergency stop valve

12 Admission transmitter

13 Gas valve control

14 Gas valve

A Actual speed

B Target speed a Pulse “higher”/”lower” b Pulse “Stop”

C Charge-air-pressure-

dependent admission limitation

D Return

E Actual admission value

F Compressed air to emergency stop

G Control air

H Fuel a Supply b Injection c Return

M Control signal

KS Coupling end

KGS Free engine end

Figure 1. Speed and output control system for Diesel oil operation (shown without pilot oil pumps)

Frequency control system



2.4.9--03 E 11.01 32/40 DF6634 06103/

Speed and output control system for Diesel oil operation

The speed and output control system for Diesel oil operation comprises, ina narrower sense, speed pick-ups, speed setting device (target valuetransmitter), the shut-off device, the electronic control device and theelectric actuator.

The speed pick-ups are arranged axially to the flywheel. The speed settingand shut-off device is a component of the higher-level control technology.On in-line engines, the actuator is arranged on the free engine end. It ismechanically connected with the control linkage of the injection pumps.The electronic control device (dual fuel box) is installed in the enginemanagement cabinet, separately from the engine. On V-type engines,which are used for the generation of electricity, one actuator is employedper cylinder bank. These are controlled by a common control devicewhich also carries out the load distribution. The control linkages of theinjection pumps are, in this case, mechanically independent of each other.

The speed pick-ups record the actual speed of the engine by sampling the

contour of the gearwheel. Whenever a tooth moves past the pick-up, avoltage is created which then collapses in the space between the teeth.The frequency of the voltage signals is proportional to the engine speed.Two transmitters are used to display the engine speed and as a controlledvariable for triggering switching procedures; two additional transmitterssupply actual speed values to the electronic control device. The fifthtransmitter is required to control the slow-turn device. The sixth transmitteris required for the GET - anti-knock-control.

1 Flywheel 2 Speed pick-up 3 Crank shaft

Figure 2. Arrangement of the speed pick-ups

The speed target value transmitter converts the actuating signals comingfrom outside (e.g. from a synchronisation device or other control) into ananalog 4-20 mA current signal. In the simplest case, the target value isgiven through the ”higher/lower” push-buttons, e.g. arranged on theoperator’s stand at the engine.

In the electronic control device, the difference between the actual andtarget speeds is evaluated, taking the amount and the direction of thedeviation, the duration and the speed of change into consideration. As aresult, a correction signal in the form of an electrical variable is transmittedto the actuator, where it is converted to a rotation using an electromotor, aspur-gear unit and a ring segment lever. The adjusting movement iscontrolled by an electrical-mechanical feedback and reported back to thegovernor by the actuator.

Components

Arrangement

Method of operation



2.4.9--03 E 11.01 32/40 DF6634 06104/

By the rotation, the control rods of the fuel pumps are moved and theamount of fuel injected into the combustion spaces is altered.

By a corresponding adjustment of the governor, the operating behaviour ofthe engine can be adapted to the prevailing conditions or the operatingaims. See brochure in Section D of the Technical Documentation.

Figure 3. Speed control system made by Heinzmann, consisting of electromechanical actuator (right), electronic control de-

vice and programming device (left)

The control rods of the fuel pumps are connected to the control shaft usingbuckling levers. The buckling lever is designed so that it can buckle in bothdirections of movement if a certain controlling force is exceeded. This way,it its achieved that a jammed control rod or a pump plunger which is

unable to rotate cannot block the control linkage and the other fuelinjection pumps. This applies to all operating situations, including startingand stopping. Normally, the split lever is held in its bearings by a tensionspring.

1 Control shaft 2 Buckling lever 3 Tension spring 4 Adjustable articulated

rod

5 Control rod (shown in rotated position)

Figure 4. Method of operation of the buckling levers (a starting position, b control rod blocked in ZERO position, c control rod

blocked in FULL position)

Normally, the engine is stopped by setting the admission back to ”Zero”.This can be done using the remote control system or at the operator’sstand. In this connection, electrical pulses are transmitted to the control

electronics. In case of emergency, the engine can be stopped by routingcontrol air to the emergency stop pistons of the fuel injection pumps (seeSection 2.4.2).

Buckling lever

Stopping the engine



2.4.9--03 E 11.01 32/40 DF6634 06105/

At the end of the control shaft, its deflection is transmitted to an inductiveposition pick-up. In this way, 4-20 mA signals are produced, which allow aremote display or an other processing. At the control rods of the fuelinjection pumps, the admission can be read off the impressed scale.

Speed and output control system for gas operation

As in Diesel oil operation.

For opening and closing of the gas valves, the speed pick-up, which isarranged at the valve camshaft, supplies actual speed values to the gasvalve control (refer to Figure 1). In gas operation, the control rods of thefuel injection pumps are set to zero admission. The speed and outputcontrol is, in gas operation, effected and monitored by the enginemanagement. For more details, please refer to Section 2.4.8.

Network parallel operation using a synchronous generator

In an electric network, there cannot simultaneously be differentfrequencies. The influence which can be exerted on the system frequencydepends on the output of the feeding units. An electric network which isnot only fed by units, which applies to all public networks, therefore has arigid frequency. The network forces its frequency on the generator byelectromechanical effects, and a certain speed, which cannot beinfluenced, on the engine. This speed remains constant during powerchanges. In the speed/power diagram, there is a vertical characteristic linefor the network behaviour.

1 Characteristic line of the network

2 Characteristic line of the engine

3 Degree of proportionality 5% (P-Grad)

4 Synchronisation/ switching in

Figure 5. Network parallel operation using synchronous generators (single-engine and multi-engine installations), n Engine f Network = const.

This line represents a natural speed limit. Changes in the position of thecontrol linkage or changes in the opening times of the gas valves onlyresult in output changes. If the speed control system impressed the samebehaviour on the engine, then a sufficiently stable operation would not bepossible, because the uneven rotation of the linear piston engine wouldhave to be continuously corrected after synchronisation and switching in.The power would swing uncontrollably between zero and full load. Paralleloperation of two or more units could not be controlled.

In order to avoid these difficulties, advantage is taken of the characteristic

of the engine which, in operation separate from the network and in case ofunloading, increases its speed as long as there is no correction and aslong as a sufficient amount of fuel is supplied. The speed increase which

Admission indicator/ admission transmitter

Components/arrangement

Method of operation



2.4.9--03 E 11.01 32/40 DF6634 06106/

is possible in case of unloading by 100%, i.e. the degree of proportionality,is internally limited to approx. 5% by the governor.

For the degree of proportionality (P-Grad), the following applies:

P--Grad nL nV

nV 100 [%]

nL = Idle speednV = Speed at full load.

Thus the engine’s characteristic line is described by a sloping straight line.By its parallel movement between approx. 100 ... 105%, an output controlbetween 0 ... 100% is made possible.

Operating points under load are determined by the position of the controllinkage/opening time of the gas valves and the rigid network frequencyand/or generator and engine speed.

Isolated operation with synchronous generators (without frequency follow-up)

Isolated operation differs from network parallel operation owing to the factthat there is no characteristic network line, because only one parameter -power - is determined externally. The network frequency results from therespective engine speed. As stable changes in power can only result fromdifferences in speed, a degree of proportionality of approx. 5% must alsobe set here in the speed governor. The characteristic lines of engine andgenerator then lie on this speed limit and determine the network frequencyby the position of the respective operating point.

1 Characteristic line of network/generator/ engine

Figure 6. Isolated operation with synchronous generator without frequency follow-

up (multi-engine installations), n Engine f Network = var.



2.5--01 E 07.976682 01101/

Technical data 2.5


2.2 Engine


2.4 Systems

2.5 Technical data



2.5.1--01 E 11.97 L 32/40 DG6634 03101/

Ratings and consumption data 2.5.1

Designations and work numbers

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .W o r k n u m b e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Work number see the name plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Turbocharging method constant pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Acceptance Acceptance at work. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Operating and driving mode

Application correct

Stationary engine for

Power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Power/heat generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

others . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Main marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Auxilliary marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel

Diesel fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Operation/monitoring correct

Automatic remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

central control/operation without monitoring . . . . . . . . . . . . . . . . . . . . . . .

Standard monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



2.5.1--01 E 11.97 L 32/40 DG6634 03102/

Ratings and consumption data at operation on gas

Continuous rating to ISO 3046/I(reference cond.)

to ISO 3046/I(on site)

Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kW

Ambient air temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CAir temperature before cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

Charge-air cooling water temp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

Barometric pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . bar

Site altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m abovesea level

Fuel oil consumption to ISO 3046/I(reference cond.)


Gas (Methane number 80) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kJ/kWh

Pilot fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kg/h

Total consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kJ/kWh

Ratings and consumption data at operation on Diesel fuel

Continuous rating to ISO 3046/I(reference cond.)


Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kW

Ambient air temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

Charge-air cooling water temp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CBarometric pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . bar

Site altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m abovesea level

Fuel oil consumption to ISO 3046/I(reference cond.)


Diesel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . g/kWh

Technical data

Speed of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rpm

Sense of rotation clockwise. . . . . . . . . . . . . . . . . . . . . . . --

Speed of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . see test runcertificate

Mean effective piston pressure . . . . . . . . . . . . . . . . . . . . bar

Ignition pressure 180. . . . . . . . . . . . . . . . . . . . . . . . . . . . bar

Compression pressure 140. . . . . . . . . . . . . . . . . . . . . . . bar

Mean piston speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m/s

Compression ratio 14,5 --Mechanical efficiency 0,89. . . . . . . . . . . . . . . . . . . . . . --



2.5.1--01 E 11.97 L 32/40 DG6634 03103/

Lube oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . kg/h

Cylinder lube oil used . . . . . . . . . . . . . . . . . . . . . . . . . . . . see test runcertificate

Main dimensions Cylinder diameter 320. . . . . . . . . . . . . . . . . . . . . . . . . . . mm

Stroke 400. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm

Swept volume of one cylinder 32,17. . . . . . . . . . . . . . . . dm3

Cylinder distance 530. . . . . . . . . . . . . . . . . . . . . . . . . . . . mm

Ignition sequence Cyl. Rotating clockwise* Rotating antclockwise. correct

6 A 1-3-5-6-4-2-1 1-2-4-6-5-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 A 1-2-4-6-7-5-3-1 1-3-5-7-6-4-2-1. . . . . . . . . . . . . . . . . . . . . . . . . .

8 A 1-3-5-7-8-6-4-2-1 1-2-4-6-8-7-5-3-1. . . . . . . . . . . . . . . . . . . . . .

8 B 1-4-7-6-8-5-2-3-1 1-3-2-5-8-6-7-4-1. . . . . . . . . . . . . . . . . . . . . .

9 A 1-3-5-7-9-8-6-4-2-1 1-2-4-6-8-9-7-5-3-1. . . . . . . . . . . . . . . . . . .

9 B 1-6-3-2-8-7-4-9-5-1 1-5-9-4-7-8-2-3-6-1. . . . . . . . . . . . . . . . . . .

Timing Inlet valve opens 45. . . . . . . . . . . . . . . . . Crank angle deg.before TDC

closes 23. . . . . . . . . . . . . . . . Crank angle deg.after BDC

Exhaust valve opens 51. . . . . . . . . . . . . . . . . Crank angle deg.before BDC

closes 45. . . . . . . . . . . . . . . . Crank angle deg.after TDC

Overlap 90. . . . . . . . . . . . . . . . . . . . . . . Crank angle deg.

Start of delivery/

end of delivery of injection pump

see test run re-

cord

Barred ranges and rating limitations

Barred ranges/ Rating limitations

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See supplementary sections 3.4.3 and 3.6.2

Emissions Sound (air-borne) . . . . . . . . . . . . . . . . . . . . . . . . . dB(A)

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Sound (structure-borne) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Pollutants in the exhaust gas

NOx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

* Sense of rotation if viewing from the coupling end



2.5.2--01 E 11.98 32/40 DG6634 02101/

Temperatures and pressures 2.5.2

Service temperatures*

Air upstream of compressor min. 5 C (Diesel), (max. 30 C) 1). . . . . . . . . .

Charge air upstream of cylinder 45 ... 50 C1). . . . . . . . . . . . . . . . . . . . . . . . .

Exhaust gas downstream of cylinder max. 450 C. . . . . . . . . . . . . . . . . . . . . .Admissible deviation on individual cylinders from the average 50 K. . . . . .Exhaust gas upstream of turbocharger max. 565 C. . . . . . . . . . . . . . . . . . . .

Cooling water downstream of cylinder 90, max. 95 C. . . . . . . . . . . . . . . . . . .

Preheating of engine cooling water 60 C. . . . . . . . . . . . . . . . . . . . . . . . . . .Cooling water upstream of injection valve 85 C. . . . . . . . . . . . . . . . . . . . . . . .Cooling water upstream of turbocharger Stage NT (max. 33 C) 1). . . . . .

Lube oil upstream of engine/upstream of turbochargermin. 40 C, 65, max. 70 C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lube oil downstream of engine (at full load) 78 C. . . . . . . . . . . . . . . . . . . . . .Lube oil downstream of turbocharger (at full load) 85-90, max. 95 C. . . . .Lube oil preheating 40 C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Gas upstream of gas control system min. 5 C, max. 30 C. . . . . . . . . . . .

Fuel oil (MDF) upstream of engine (max. 50 C) 4). . . . . . . . . . . . . . . . . . . . . .

Main bearing max. 95 C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Hydraulik oil for gas valve control max. 70 C. . . . . . . . . . . . . . . . . . . . . . . . . .

Service pressures (overpressures)*

Air upstream of turbocharger 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starting air min. approx. 15, max. 30 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Control air 8, min. 5.5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air upstream/downstream of charge-air cooler(pressure differential) max. 80 mbar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Nominal ignition pressure 150 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Service pressure max. 150 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Switching-over pressure (dual-fuel operation) 110 bar. . . . . . . . . . . . . . . . . .Pilot oil injection valve (opening pressure) 300 + 8 bar. . . . . . . . . . . . . . . . .

Crankcase pressure max. 5 mbar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Safety valve (opening pressure) 50 ... 70 mbar. . . . . . . . . . . . . . . . . . . . . . . .

Exhaust gas downstream of turbocharger max. 40 mbar. . . . . . . . . . . . . . .

Air

Charge air

Exhaust gas

Cooling water

Lube oil

Gas

Fuel oil

Bearings

Hydraulic oil

Air

Starting air/control air

Charge air

Cylinder

Hydraulic oil

Crankcase

Exhaust gas



2.5.2--01 E 11.98 32/40 DG6634 02102/

Engine cooling water and charge-air cooler HT 3 ... 4, min. 1.8 bar. . . . . . .Injection valve 3 ... 4, min. 2.8 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Charge-air cooler NT 1.5 ... 3, min. 1.2 bar. . . . . . . . . . . . . . . . . . . . . . . . . . .

Lube oil upstream of engine 3.5 ... 4.5 bar, min. 2.8 bar. . . . . . . . . . . . . . . .Lube oil upstream of turbocharger 1.3 ... 1.7 bar, min. 1.1 bar. . . . . . . . . . .

Fuel oil upstream of engine (pressurised system) 6 ... 8, min. 4.5 bar. . . . .Fuel viscosity (operation on Diesel oil) max. 15 mm2 /s. . . . . . . . . . . . . . . . .Fuel injection valve (opening pressure) 340 + 10 bar. . . . . . . . . . . . . . . .

(ditto., with new spring) 360 + 10 bar. . . . . . . . . . . .

Gas upstream of gas control system min. 4 bar. . . . . . . . . . . . . . . . . . . . . . .Gas upstream of engine 3.5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pressure differential (Gas upstream of engine to pL) bar6). . . . . . . . . . . . . .

Test pressures (overpressures)

Control air pipes 12 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder head 10 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder liner 7 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Charge air cooler 6 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Injection valve 12 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cooling system cylinder cooling 7 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cooling system injection valve cooling 7 bar. . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel supply pipes 30 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lube oil pipes 10 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

* Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in Volume B5 and “List ofmeasuring and control units” in Volume D.

1) In compliance with rating definition. At higher temperatues/lower pressures, a derating is necessary.2) Higher value should be aimed at in case of high humidity of air (water condensing).

4) Depending on the fuel viscosity and injection viscosity/see Section 3 -- operating media.6) Depending on gas quality.

80 Controlled temperature

Cooling water

Lube oil

Fuel oil

Gas

Control air

Cooling spaces/water side

Fuel oil spaces

Lube oil



2.5.3--01 E 02.98 L 32/40 DG6634 02101/

Weights2.5.3

Weights of principal components

Rocker arm casing with rocker arms 117 kg. . . . . . . . . . . . . . . . . . . . . . . . . .Rocer arm casing 69 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder head with valves 532 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder head 504 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Inlet/exhaust valve 7 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder liner 172 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Backing ring of cylinder liner 233 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Top land ring 33 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Piston with connecting rod shank and piston pin 228 kg. . . . . . . . . . . . . . . . .

Piston without piston pin 106 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Piston pin 31 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Connecting rod (connecting rod shank, big-end bearing, cap) 205 kg. . . . .Big end bearing 70 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Connecting rod shank 91 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Big-end bearing cap 44 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crankshaft bearing cap 118 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crankshaft bearing shell (shell half) 2 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crankshaft with counterweights 6L 32/40 4400 kg. . . . . . . . . . . . . . . . . . . .

7L 32/40 4960 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L 32/40 5490 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9L 32/40 6130 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Counterweight of crankshaft 87 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Camshaft drive gear (2 pieces) 66 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Torsional vibration damper (2 rows) 5L 32/40 approx. 1000 kg. . . . . . . . . .Torsional vibration damper (4 rows) 8L 32/40 approx. 1400 kg. . . . . . . . . .

Crankcase 5L 32/40 approx. 10 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6L 32/40 approx. 12 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7L 32/40 approx. 13 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L 32/40 approx. 15 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9L 32/40 approx. 16 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tierod 23 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cross tierod 3 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cyinder head bolt 19 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Injection camshaft (section) 44 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Valve camshaft (section) 43 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Fuel injection pump 39 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pilot oil injection pump 7 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Fuel injection valve 10 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pilot oil injection valve 7 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Gas controlled system ? kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Gas valve 18 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hydraulic unit ? kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Components from topdownwards

Crankcase/tierod

Injection system

Gas controlled system/ Gas valves



2.5.3--01 E 02.98 L 32/40 DG6634 02102/

Turbocharger NR 34 1350 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Turbocharger NR 26 800 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Charge air cooler two-stage approx. 620 kg. . . . . . . . . . . . . . . . . . . . . . . . . .Charge air pipe (inner section) 49 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Exhaust pipe (inner section) 61 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Control box with fitting parts ? kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder lube oil pump 9 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Speed governor (actuator) 32 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Compressed air starter 69 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Turning gear (electric) 90 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Weights of complete engines

5L 32/40 31 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6L 32/40 35 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7L 32/40 40 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L 32/40 44 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9L 32/40 48 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air and exhaust system

Engine management system

Others



2.5.4--01 E 07.02 L 32/40 DF6634 04101/

Dimensions/Clearances/Tolerances--Part 1 2.5.4

Erläuterungen Explanations

Die nachstehende Tabelle ist geordnet nach demMAN-Baugruppensystem, d.h. nach den fett gedruck-ten, in den Zwischentiteln rechts angeordneten Bau-gruppennummern.

The table below has been organised by the MAN subassembly group system, i.e. by the subassembly group numbers in bold face entred at the right of the intermediate titles.

Maße und Spiele werden nach folgendem Schema angegeben:X Durchmesser der BohrungY SpielZ Durchmesser der Welle

Dimensions clearances have been given by the following systematic principle: X Diameter of the bore Y Clearance Z Diameter of the shaft

Toleranzangaben werden aus drucktechnischen Grün-den nicht wie üblich

For convenience of printing, tolerances are not given like

200+0,080

+0,055

200+0,080

+0,055

sondern 200 +0,080/+0,055 geschrieben. but rather as 200 +0,080/+0,055.



2.5.4--01 E 07.02 L 32/40 DF6634 04102/

Maß/Meßstelle Dimension/Measuring point

Nennmaß (mm)Nominal dimension (mm)

Spiel neu (mm)Clearance when new (mm)

Spiel max. (mm)Max. clearance (mm)

Zuganker Tie rod 012

ABC

AB/C

507 43

M 36x3

1805M 48x3

HorizontalHorizontal

VertikalVertical

Kurbelwelle Crankshaft 020

A * **

A Wangenatmung* Siehe Abnahmeprotokoll** Siehe Arbeitskarte 000.10

A Crank web deflection * See acceptance record ** See work card 000.10

Kurbelwellenlager/Paßlager Main bearing/Location bearing 021

ABCDEF

290--0,032----

5,89--0,02125

----60--0,019

----0,25 ... 0,35

--------

0,50 ... 0,72----

----0,42

5,84--0,02*------------

* Grenzwert für Lagerschalendicke im Hauptbela-stungsbereich. Austauschkriterien siehe Arbeits-karte 000.11.

* Limiting value for thickness of bearing shells in the zone of maximum loading. For criterias of replacement see work card 000.11.



2.5.4--01 E 07.02 L 32/40 DF6634 04103/





Drehschwingungsdämpfer Torsional vibration damper 027

1010 ... 1100*

180 ... 290*

DurchmesserDiameter BreiteWidth

* Je nach Auslegung * Depend on design

Pleuellager/Kolbenbolzenlager Crank bearing/Piston pin bearing 030

ABCDEFGHJKX

290--0,032----

5,89--0,02----

145 --0,005/--0,020980125160490

1416145 +0,22/+0,16

----0,25 ... 0,35

----0,17 ... 0,24

----------------------------

----0,42

5,84--0,02*0,31

----------------------------

* Grenzwert für Lagerschalendicke im Hauptbela-stungsbereich. Austauschkriterien siehe Arbeits-karte 000.11.




2.5.4--01 E 07.02 L 32/40 DF6634 04104/





Kolben Piston 034

ABCDEFG

145 +0,068/+0,043----

145 --0,005/--0,020260488

320***

----0,048 ... 0,088

--------------------

----------------------------

* Die Außendurchmesser sind infolge der ballig-ovalen Form nur schwer zu kontrollieren. Auf dieAngabe genauer Maße wurde verzichtet, da dieLebensdauer des Kolbens normalerweise durch denVerschleiß der Ringnuten bestimmt wird.** Kompressionsabstand -- siehe Abnahmeprotokoll

* Checking the outer dimensions of the piston is rather difficult due to its crowned, oval form. Exact dimensions are not listed because normaly the life of the piston is, in any case, determined by the wear of the ring grooves.** Compression clearance -- see acceptance record

Kolbenringe Piston rings 034

ABCDEF

GHJ*J**

6 +0,20/+0,17----

6 --0,010/--0,0286 +0,14/+0,12

----8 +0,06/+0,04

----8 --0,013/--0,035--------

----0,18 ... 0,228

--------

0,13 ... 0,168----

0,053 ... 0,095----0,6 ... 0,90,6 ... 0,9

----0,6--------

0,4----

0,2------------

* Stoßspiel Ring 1,2,3** Stoßspiel Ring 4

* Ring gap: Ring 1/2/3 ** Ring gap: Ring 4



2.5.5--02 E 08.00 L 32/40 DG6634 04101/


Note: Decimal commas are used instead of decimal points, and an ellipsis (” ...”) means “from – to”, following German usage.


Nennmaß (mm)Nominal Dimension (mm)



Zylinderbuchse Cylinder liner 050

AB2*B4*B5*C**DEFGHK

320 +0,057----------------

439369809529332

74

--------------------------------------------

----0,9600,2560,0960,320

------------------------

* maximal zulässiger Verschleiß an Meßstelleder Lehrschiene (siehe Arbeitskarte 050.02)

** Ovalität, C (A1 -- A2)

Maße A, B, C gültig für Zylinderbuchse, nicht fürFeuerstegring.Das Maß A wird im oberen Umkehrpunkt des erstenKolbenringes quer und längs zur Motorlängsachse ge-messen.

* Maximum permitted wear at measuring point of gauge bar (see work card 050.02)

** Ovality, C (A1 -- A2 )

Dimensions A, B, C apply to cylinder liner, not to top land ring.The dimension A is measured at the point of reversal of the top ring parallel with and at right angles to the longitudinal engine axis.



2.5.5--02 E 08.00 L 32/40 DG6634 04102/





Zylinderkopf/Zylinderkopfschraube Cylinder head/Cylinder head bolt 055

ABCDEF

588526763442

1400M 48x3

------------------------

------------------------

Drehzahlaufnehmer Speed pick-up 071

A 1... 3 ---- ----

Steuerungsantrieb Camshaft drive 100

A*B*C*JK

------------

480***432***

0,226 ... 0,3950,196 ... 0,3600,226 ... 0,395

--------

0,470,420,47

--------



2.5.5--02 E 08.00 L 32/40 DG6634 04103/





DEFGH

160 +0,206/+0,151----

160 --0,025----

72/155

----0,151 ... 0,231

----0,65 ... 1,1

----

----**

----1,3----

* Zahnspiel** Spielvergrößerung in der Regel gering. Aus-

tauschkriterien siehe Arbeitskarte 000.11*** Teilkreisdurchmesser

* Gear backlash ** As a rule, only minimal increase of clearance.

Exchange criteria see work card 000.11.*** Reference diameter

Nockenwellenlager der Einspritznockenwelle und Camshaft bearing of injection camshaft and Endlager der Ventilnockenwelle end bearing of valve camshaft 102/120

A/DB/EC/FG/L

201 +0,228/+0,169----

201 --0,02960

----0,169 ... 0,257

--------

----*

--------

* Grenzwert für Lagerschalendicke im Hauptbela-stungsbereich. Austauschkriterien siehe Arbeitskarte000.11.




2.5.5--02 E 08.00 L 32/40 DG6634 04104/





Nockenwellenlager der Ventilnockenwelle Camshaft bearing of valve camshaft 102/120

ABCG

179 +0,185/+0,106----

178,95--0,0360

----0,156 ... 0,265

--------

----*

--------

* Grenzwert für Lagerschalendicke im Hauptbela-stungsbereich. Austauschkriterien siehe Arbeitskarte

000.11.

* Limiting value for thickness of bearing shells in the zone of maximum loading. For criterias of replacement

see work card 000.11.

Axiallager der Ventilnockenwelle auf Axial bearing for valve camshaft on coupling Kupplungsseite side 102/120

H ---- 0,3 ... 0,5 0,6

Axiallager der Einspritznockenwelle auf Axial bearing for injection camshaft on counter Kupplungsgegenseite coupling side 102/120

K ---- 0,2 ... 0,45 0,48



2.5.6--02 E 07.00 L 32/40 DG6634 04101/


Maß/Meßstelle Dimension/Measuring point Nennmaß (mm)Nominal dimension (mm)



Kipphebellager/Einlaßventil/Auslaßventil Rocker arm bearing/Inlet valve/Exhaust valve 111/113/114

A1)

B2)

C**D**E**FGHJ

K**L***MNOP

--------

24 +0,021----

23,85 +0,02/--0,0270 +0,061/+0,005

----69,9 --0,04/--0,06

----106

28516

25 +0,026/--0,020----

24,86 --0,02

0,5 +0,10,7 +0,1

----0,130 ... 0,191

--------

0,145 ... 0,221----

0,3 ... 1,0----------------

0,12 ... 0,186----

------------

0,26--------

0,27----

1,2----------------

0,23----

1) Ventilspiel für Einlaßventile*2) Ventilspiel für Auslaßventile** gemessen bei kaltem oder warmem Motor --

dabei kein Spiel zwischen Joch und Ventilschaft** Ein-- und Auslaßventil, gemessen auf halber

Höhe der Ventilführung*** Ventilhub

1) Valve clearance for inlet valves* 2) Valve clearance for outlet valves* * measurement taken with cold or warm engine -

noclearance permitted between yoke/valve-stem ** Inlet and exhaust valve, measurement taken in

the middle of the valve guide *** Valve lift



2.5.6--02 E 07.00 L 32/40 DG6634 04102/





Ein-- und Auslaßschwinghebel Inlet and exhaust cam follower 112

ABCDEFG

55 +0,100/+0,041----

55 --0,010/--0,02940 +0,025/+0,009

----40 --0,025/--0,041

----

----0,051 ... 0,129

--------

0,034 ... 0,066----

0,5 ... 1,4

----0,15

--------

0,08----

1,5

Kraftstoffeinspritzpumpe Fuel injection pump 200

ABCD

E1)

FGHJKLM

N2)

O3)

P4)

QR

FN2)

O3)

P4)

QR

DieselölDiesel fuel

10 +0,04/+0,02----

9,95 --0,0232 +0,062

----(32)

54 +0,046----

54 --0,060/--0,10625 +0,021

----25 --0,020/0,041

32--------

500160

Zündöl

Pilot fuel

(12)15----

----/max. 38260

95/120

----0,07 ... 0,11

--------

0,011 ... 0,013--------

0,06 ... 0,15--------

0,020 ... 0,062------------------------

------------------------

----0,14

--------------------

0,17--------

0,075------------------------

------------------------

1) Spiel am Kopf des Pumpenkolbens 0,018...0,020mm2) Stempelhub3) Stempelhub bei Hauptkolben in OT -- siehe

Abnahmeprotokoll4) Pumpenfüllung -- siehe Abnahmeprotokoll

1) Clearance at piston head 0,018 ... 0,020 mm2) Plunger stroke 3) Plunger stroke with main piston in TDC -- see

acceptance record 4) Fuel admission -- See acceptance record



2.5.6--02 E 07.00 L 32/40 DG6634 04103/





Antrieb der Kraftstoffeinspritzpumpen Drive of fuel injection pump 200

ABCDEFGHJK

ABCDEFG


100 +0,054----

100 --0,120/--0,15540 +0,119/+0,080

----40 --0,025/--0,041

----50 +0,016

----50 --0,080/--0,119

ZündölPilot fuel

62 +0,030----

62 --0,08/--01120 +0,073/+0,040

----20 +0,028/+0,015

----

----0,120 ... 0,209

--------

0,105 ... 0,16----

0,4 ... 0,6----

0,08 ... 0,135----

----0,08 ... 0,14

--------

0,12 ... 0,058----

0,2 ... 0,35

----0,25

--------

0,2----

0,75----

0,16----

----0,17

--------

0,07----

0,41

Kraftstoffeinspritzventil Fuel injection valve 221

A*B**CD

G*H**

JKL


1 +0,05/--0,05----

42568,5

ZündölPilot fuel

0,3 + 0,03/--0,02----

3104632

----------------

--------------------

----------------

--------------------

* Nadelhub** Düsenspezifikation -- siehe Abnahmeprotokoll

* Needle lift ** Injector specification -- see acceptance record



2.5.6--02 E 07.00 L 32/40 DG6634 04104/





Gasventil Gas valve 230

ABCGHJ*

14 +0,018----

14 --0,016/--0,034396

50----

----0,016 ... 0,052

------------

0,2 --0,1/+0,1

----0,07

----------------

* Ventilspiel für Gasventile * Valve clearance for gas valves

Drehzahlaufnehmer Speed sensor 400

B* 0,9... 1,1 ---- ----

* Ventilnockenwelle * Valve camshaft



3--02 E 07.976680 01101/

Operation/Operating media

1 Introduction

2 Technical details



5 Annex



10.03 L 32/40 DF6634 02101/

Table of contents


3.1 Prerequisites 3.1.1 Prerequisites/Warranty

3.2 Safety regulations 3.2.1 General remarks

3.2.2 Destination/suitability of the engine 3.2.3 Risks/dangers 3.2.4 Safety instructions 3.2.5 Safety regulations

3.3 Operating media

3.3.1 Quality requirements on gas oil/diesel fuel (MGO) 3.3.2 Quality requirements for Marine Diesel Fuel (MDO) 3.3.4 Viscosity/Temperature diagram for fuel oils

3.3.5 Quality requirements for lube oil 3.3.6 Quality requirements for lube oil 3.3.7 Quality requirements for engine cooling water

3.3.8 Analyses of operating media 3.3.9 Quality requirements of natural gas 3.3.11 Quality requirements for intake air (combustion air)

3.4 Engine operation I -- Starting the engine 3.4.1 Preparations for start/ Engine starting and stopping

3.4.3 Admissible outputs and speeds 3.4.4 Engine Running--in

3.5 Engine operation II -- Control the operating media 3.5.1 Monitoring the engine/ performing routine jobs

3.5.2 Engine Log Book 3.5.3 Load curve during acceleration 3.5.4 Part--load operation

3.5.5 Determine the engine output and design point 3.5.9 Condensed water in charge air pipes and pressure vessels

3.5.10 Load application 3.6 Engine operation III -- Operating faults

3.6.1 Faults/Deficiencies and their causes (Trouble Shooting) 3.6.4 Failure of the electrical mains supply (Black out)


Information

Description

Instruction


Intended for ...

ExpertsMiddle management

Upper management



10.03 L 32/40 DF6634 02102/

3.6.5 Failure of the cylinder lubrication 3.6.6 Failure of the speed control system 3.6.7 Behaviour in case operating values are exceeded/ alarms are released 3.6.8 Procedures on triggering of oil mist alarm 3.6.8 Procedures in case a splash--oil alarm is triggered 3.6.9 Procedures on triggering of Slow--Turn--Failure

3.7 Engine operation IV -- Engine shut--down 3.7.1 Shut down/Preserve the engine


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management



3.1--01 E 07.976682 01101/

Prerequisites 3.1

3.1 Prerequisites

3.2 Safety regulations

3.3 Operating media

3.4 Engine operation I - Starting the engine

3.5 Engine operation II - Control the operating data

3.6 Engine operation III - Operating faults

3.7 Engine operation IV - Engine shut-down



3.1.1--01 E 12.97 32/40 upw6680 02101/

Prerequisites/Warranty 3.1.1

Prerequisites dating back into the past

Some of the prerequisites for successful operation of the engine/engineplant are already dating back into the past when the phase of day-to-dayoperation commences. Other prerequisites can, or have to be directlyinfluenced.

The factors that are no longer accessible to direct influence, are

the source of the engine, qualified manufacture including careful controlling under the eyes of

control boards/classification societies, reliable assembly of the engine and its exact tuning during the trials.

The factors dating back into the past and having effects on futureperformance also include

the care invested in the planning, layout and construction of thesystem,

the level of cooperation of the buyer with the projecting firm and thesupplier, and

the consistent, purpose activities during the commissioning, testing andbreaking-in phases.

Day-to-day prerequisites

The prerequisites directly required for day-to-day operation and to beprovided for again and again are, for example

the selection of appropriate personnel and its instruction and training, the availability of technical documentation for the system, and of

operating instructions and safety regulation in particular, ensuring operational availability and reliability, in due consideration of

operational purposes and results, the organisation of controlling, servicing and repair work,

the putting into operation of systems, ancillaries and engines inaccordance with a chronologically organised checklist, and definition of the operating purposes, compromising between expense

and benefit.

Detailed information on the above items is given in the following.

Warranty

Questions of warranty will be treated in compliance with the “GeneralConditions of Delivery” of MAN B&W Diesel AG. In the following, we have

quoted some decisive passages, as a guideline how to orientate yourselfin your every-day decisions and/or actions by these principles. Thecomplete written texts and/or agreements reached in each case shall beconclusive.



3.1.1--01 E 12.97 32/40 upw6680 02102/

Item1“MAN B&W Diesel AG shall warrant expressly assured properties as wellas faultless design, manufacture and material. Parts which by reason ofdefects have become unserviceable or the serviceability of which hasbeen substantially impaired shall, at the option of MAN B&W Diesel AG,be reconditioned free of charge or MAN B&W DIesel AG shall supply newparts at the cost and risk of MAN B&W Diesel AG.”

Item 4“The warranty shall not cover normal wear and parts which, owing to theirinherent material properties or the use they are intended for, are subject topremature wear; damage caused by improper storage, handling ortreatment, overloading, the use of unsuitable fuels, oils etc., faultyconstruction work or foundations, unsuitable building ground, chemical,electrochemical or electrical influences.”

Item 5“The Purchaser may only claim the warranty of MAN B&W Diesel AG if

the equipment was installed and put into operation by personnel ofMAN B&W Diesel AG,

MAN B&W Diesel AG have been advised in writing of the claimeddefect immediately, but not later than two months after expiry of thewarranty period,

the Purchaser has observed the instructions issued by MAN B&WDiesel AG in respect of the handling and maintenance of the equipmentand, in particular, has duly carried out any specified checks,

no subsequent adustments have been carried out without the approvalof MAN B&W Diesel AG,

no spare parts of outside make have been used.”



3.2--01 E 07.976682 01101/

Safety regulations 3.2

3.1 Prerequisites


3.3 Operating media







3.2.1--02 E 12.97 32/40 upw6680 01101/

General remarks 3.2.1

Safety--related principles/compliance with the same

German laws and standards as well as guidelines of the EuropeanCommunity (EC) require that technical products ensure the necessarysafety for the users and that they are in conformity with the technical rules.In this connection, it is emphasised that the safe use and the safety ofmachines is to be guaranteed by proper planning and design and that thiscannot be reached by means of restrictive rules of conduct.

The technical documentation must contain statements regarding the“intended use” and concerning restrictions in the use.

Remaining risks must be disclosed, sources of danger/critical situationsmust be marked/named. These remarks serve the purpose of enablingthe operating personnel to act in accordance with danger precautions/ safety requirements.

As communication elements which bring such sources of danger/criticalsitutions to the attention of the operating personnel, signals, symbols, textsor illustrations are to be used. Their use on the product and in thetechnical documentation is to be co--ordinated. For safety requirements, amulti--stage system is to be used.

These requirements are adhered to by MAN B&W Diesel AG by special

efforts in development, design and execution and by drawing up thetechnical documentation accordingly, especially by the remarks containedin this section. The compilation (partially in key words) does, however, notrelease the operating personnel from observing the respective sections ofthe technical documentation. Please also note that incorrect behaviourmight result in the loss of warranty claims.

Safe use

Intended use

Remaining risks

MAN B&W Diesel AG’s

contribution



3.2.2--01 E 08.98 32/40 DG6634 02101/

Destination/suitability of the engine 3.2.2

Use in accordance with the destination

The four-stroke Diesel engine delivered is destined for (firstly)

operation under the marginal conditions stipulatedunder Technical Data, Section 2.5.1,

in the technical specification, Section 2.1 and in the order confirmation.

Furthermore destined for (secondly)

operation using the specified operating media,

changing from operation on diesel oil to operation on gas and viceversa without interruption and without any signifcant drop in output,

operation at NOx values with TA air (in Germany), operation, taking into consideration the design/layout of the supply,

measuring, control and regulating systems as well as laying down ofthe marginal conditions (e.g. removal space/crane capacities) inaccordance with the recommendations of MAN B &W Diesel AG and/oraccording to the state of the art.

Furthermore destined for (thirdly)

start, operation and stopping in accordance with the usualorganisational rules, exclusively by authorised, qualified, trained

persons who are familiar with the plant.Furthermore destined for (fourthly)

Situation/characteristic on condition of

Operation at optimised CO and HC values Rear-position oxidations-type catalyticconvertor

Operation at variable qualities of gas (methane number) Injection time adjusting device

Slow turning prior to starting (in case of automatic operation) Slow-turn device

Slow turning in case of maintenance work with electric energy Switch-gear electrically driven, instead ofmanual operation in the case of in-lineengines

Low-noise starting of engine Exhaust-air silencer on compressed airstarter

Low-vibration and low-noise operation (structure-borne) resilient mounting of the engine or thefoundation

Cleaning of the turbocharger/s (during operation) Cleaning device/s

Cleaning of the charge-air cooler/s Cleaning device

Execution of all necessary maintenance work on one’s own Supplementation of standard tools byadditional tools

With restrictions destined/suitable for

The engine is with restrictions destined/suitable for:



3.2.2--01 E 08.98 32/40 DG6634 02102/

operation at operating values resulting in an alarm situation, passing through restricted speed ranges, black-out test, idling or low-load operation (for loads below 30%, operation on gas not

permitted), operation with generator in “reverse power” (during parallel operation

with the grid), operation at reduced maintenance expenditures, speeded-up acceleration/abrupt loading/unloading to a moderate

extent, operation without cylinder lubrication, emergency operation with one or two blocked/partly disassembled

turbocharger/s,......... shut-off fuel pumps,......... removed running gear/s,......... dismounted rocker arms/push rods.

Not destined/suitable for

The engine is not destined/suitable for:

operation at operating values due to which engine stop or loadreduction was effected,

operation in case of black-out, operation in case of failure of supply equipment (air, compressed air,

water, ..., electric voltage supply, power take-off), operation within restricted speed ranges, operation with speed governor failing, operation without appropriate surveillance/supervision, operation without maintenance expenditures or if they have been

reduced to a great extent, commissioning of engine/parts without running-in, unauthorised modifications, use of other than original spare parts, long-term shut-down without taking preservation measures.



3.2.3--01 E 02.98 L 32/40 DG6634 08101/

Risks/dangers 3.2.3

Dangers through lack of personnel/training

During operation: Works manager (engineer) available. Management/supervision of theengine and the associated supply systems by qualified and speciallytrained mechanic or technical assistant.

Maintenance work/Repair work :To be carried out by mechanics, technical assistants or fitters and helpers.As an introduction and in serious cases: engineer or managing engineer.

For managers and those who carry out/monitor maintenance work andrepairs in Germany, proof must be supplied that, amongst other things, thetechnical management is guaranteed through a sufficient number ofqualified personnel, according to the Law on energy economy (EnWG). Inother countries, comparable laws/guidelines must be followed. You cannotcompensate for a lack of personnel/training through efforts in other areas.

Dangers from components/systems

Naturally, dangers arise from technical products and certain operatingsituations and interventions. This also applies to engines and

turbochargers in spite of all the efforts made in development, constructionand manufacture. They can be operated safely under normal as well asunder certain unfavourable conditions. However, there are dangers whichcannot be completely avoided. Some of these are only potential in natureand some will only occur under certain circumstances or throughunforeseen actions. Others are continually present.

See Table 2 and Figures 1 and 2. These sheets should make you aware ofdangerous points.

Expectations of stationary instal-lations (power stations)

As a supplement

Table 2, Figures 1 and 2



3.2.3--01 E 02.98 L 32/40 DG6634 08102/

Figure 1. Dangerous points on the engine according to EC machine guidelines (part 1)



3.2.3--01 E 02.98 L 32/40 DG6634 08103/

Figure 2. Dangerous points on the engine according to EC machine guidelines (part 2)

Dangers through operation/through improper use

Dangers arise not only through components and systems but also throughcertain operating situations or interventions. These types of danger aresummarised in Tables 3 and 4. They give information in addition to that inthe abbreviated listing in Section 3.2.2.

Dangers through emissions

Emission Danger Measures of prevention/ protection

Treated cooling water, lubrication oil,hydraulic oil, fuel

Harmful to skin and health, waterpolluting

Use/dispose of in accordance withthe manufacturer’s/supplier’sregulations

Cleaning and process materials According information from themanufacturer

Use/dispose of according to themanufacturer’s/supplier’sregulations

Exhaust contains dangerousconstituents NOx, SO2, CO, HC, soot

Harmful to health1),environmentally polluting on

exceeding the limits

Carry out maintenance workaccording to the maintenance plan,

orient works management todangers, critically monitor operatingresults

Tables 3 and 4



3.2.3--01 E 02.98 L 32/40 DG6634 08104/

Emission Measures of prevention/ protection

Danger

Sound (airborne) Harmful to health, environmentallypolluting on exceeding the limits

Wear ear protection, limit exposureto emergencies

Sound (bone conduction) Harmful to health, environmentallypolluting on exceeding the limits

Limit exposure to emergencies

Vibrations Harmful to health; for maximumpermitted limits, see volume B1,

Section 2.5.1

Avoid reinforcing the vibrationscaused by the process with

additional sources of sound

1) Information for customers in California:

CALIFORNIA

Proposition 65 WarningDiesel engine exhaust and some of its constituents are known tothe State of California to cause cancer, birth defects, and otherreproductive harm.

Table 1. Dangers from emissions, based on the engine and turbocharger

Planned workstations

Engines are normally remotely controlled. Regular check patrols accordingto the rules of “observation-free operation” are required. In this, themeasurement, regulation, control and other areas of the installationrequiring particular attention are checked. Long-term stays in theimmediate vicinity of the running engine/turbocharger are not foreseen.

Maintenance and servicing work should not be carried out in the areas ofdanger listed in Table 1 or in Figures 1 and 2.

Personal protection measures

The accident prevention regulations (UVV) and other regulations of thetrade associations responsible or similar institutions are to be strictlyfollowed.

This includes the wearing of protective suits and safety shoes, the use ofsafety helmets, safety glasses, ear defenders and gloves.

The relevant sections of the Technical Documentation must be read andunderstood.



3 .2 . 3 -- 0 1 E

0 2 . 9 8

L 3 2 / 4

0 D G

6 6

3 4

0 8

1 0 5 /

Possible conseque

Emergency situation readiness/electrical v

Can trap, crush, hit b

Can trap, crush bodyParts can be expelled

Parts can break, fly o

Media can spray out/fuel, dirtying, possible

In the case of jammeexplosion, fire and ac

endangering of persoCan trap/crush clothi

Burning, spraying oupenetrating jets

Burning, emission of

Electric shock, burninfunction in the case o

Danger of injury throuthrough enabled voltof human error

Crushing, injury throu

Danger through screwFunctional faults

Source of danger

Lacking/impaired operational security

Gear rim/fixing screws

Gear rim/gearing point

Danger of explosion/danger of transmission partsflying off

Parts under internal pressure, parts at high speed

Parts under internal pressure, filled with liquids/gases

Moving parts, hot/turbulent oil

Gearing of cam/camshaft, movement of cam followersand stop rods

Hot surfaces (when using heavy oil), burnablemedium, parts under high internal pressure

Hot surfaces, parts under internal pressure, filled withhot gas

Carrying electrical voltage


Moving, spring-tensioned parts

Parts under high pressure/tensile stressSensitive to damage/movement, partly pressurised

Dangerous points

Engine as a whole (1)

Fly wheel (2)

Turning gear/compressed-airstarter (3)Space in front of the transmissionon the long sides of the engine (4)

Turbocharger, in particular thespace radial to the engine (5)

Pipes/pressure tanks/pressurisedand liquid or gas filledparts/systems (6)

Covering of crankcase (7)

Casing of camshaft, rocker armsand push-rods (8)

Insulation and casing of fuel andinjection pipes (9)

Exhaust pipe and casing ofexhaust pipe (10)Measuring, regulating and control

devices/systems (electric) (11)

Measuring, regulating and controldevices/systems (hydraulic/ pneumatic) (12)

Regulating linkage of the fuelpumps (13)Screw connections (14)Regulating devices (15)



3 .2 . 3 -- 0 1 E

0 2 . 9 8

L 3 2 / 4 0 D G

6 6 3 4

0 8

1 0 6 /

Possible conseque

Injuries through partsemissions, danger of

Damage to people an

Adverse effects on opactivation stops workinjury through parts fhydraulic oil being ex

Danger of explosion people and/or properadverse effects on th

Source of the danger


Dependent on the case of application, varying,possibly high potential of danger

Parts under high internal pressure can tear, break,become loose, the expulsion of hydraulic oil inpenetrating jets is possible, hydraulic oil is harmful tohealth

Gas emission, loss of power on malfunction

e (in proper use)

Dangerous points

Safety valves, pressureadjustment valves (charge air andexhaust pipe, crankcase,measurement, regulating andcontrol systems) (16)Special tools (17)

Hydraulic aggregate for gasvalves, hydraulic tensioningdevices, high pressure hoses, highpressure pumps (18)

Gas controlled system, gas pipes,gas valves (19)

Table 2. Dangerous points on the engin



3 .2 . 3 -- 0 1 E

0 2 . 9 8

L 3 2 / 4

0 D G

6 6

3 4

0 8

1 0 7 /

Possible conseque

Dirt, wearing, compo

Incomplete combusti

spark failure/knockinUnforeseen operating

Unforeseen operating

Worsening of lubrica70 % not permitt

No gas mode possib

No gas mode possib

Increased attention r

Increased attention r


Operation outside the operating range/at operatingvalues at which long-term operation is not foreseen

Operation outside the operating range, worsening of

operating valuesGenerator is operated as engine, combustion engineis towed

Increased thermal and mechanical load, exhaustclouding, turbocharger overload

Lack of lubricating oil

Power capability of the engine adversely affected,threat of overload

Reduction in power is required, operating values canbe exceeded

Reduction in power is required, operating values canbe exceeded, threat of starting difficulties, criticalvibrations can occur

Reduction in power required, operating values can beexceeded

eing used properly

Dangerous points

Operation at operating values atwhich an alarm situation occurs

Idle running operation or at low

loadsOperation with generator in“Reverse” (in parallel networkmode)Accelerated running up/runningdown

Operation without cylinderlubricationEmergency operation with blocked/ partly dismantled turbocharger

Emergency operation with stoppedfuel pumps

Emergency operation withdismantled transmission

Emergency operation withdismantled rocker arms/stop rods

Table 3. Dangerous situations in partly b



3 .2 . 3 -- 0 1 E

0 2 . 9 8

L 3 2 / 4 0 D G

6 6 3 4

0 8

1 0 8 /

Possible conseque

Danger to componen

Overheating throughlack of lubrication oil

Danger to componen

Diverse

Cumulative effects, lo

Increased wear, permconsumption, in extre

Parts with consequenguaranteeParts with consequenguarantee

Corrosion damage, adifficulties in starting


Operation outside the operating range/at operatingvalues at which operation is not foreseen

Fuel or energy supply stops

Increased and, under certain circumstances,

resonantly increasing vibrations and mechanicalstressesPower and speed control not possible

Reaction to incidents not assured

Worsening of operational safety, spontaneous failurefeared, enforced improvisation, special action to betaken at inconvenient times

Pre-damage of components, negative influences ofrunning surfaces

Danger of worsening the operational safety throughunsuitable solutionsCombined use with other components not guaranteed,threat of worsening operational safety andspontaneous failure

Corrosion, parts seizing fast

oper use

Dangerous points

Operation at operating valueswhich causes switching off or areduction in power

Operation with impairedfuel/energy supplies (incl. black outand black-out test

Operation in speed limitationranges

Operation with failed speedgovernor

Operation without suitablesupervision

Operation with greatly reducedmaintenance

Commissioning the engine/partswithout running in

Unauthorised changes

Use of non-original parts

Long-term stoppages withoutconservation

Table 4. Danger situations through im pr



3.2.4--01 E 12.97 32/40 upw6680 01101/

Safety instructions 3.2.4

Characterisation/danger scale

According to the relevant laws, guidelines and standards, attention mustbe drawn to dangers by means of safety instructions. This applies to themarking used on the product and in the technical documentation. In thisconnection, the following information is to be provided:

type and source of danger, imminence/extent of danger, possible consequences,

preventive measures.

The statements and tables in Section 3.2.3 follow this regulation, just asthe other safety instructions in the technical documentation do.

The imminence/extent of danger is characterised by a five--step scale asfollows:

▲▲▲ Danger! Imminent danger Possible consequences: Death or most severe injuries, total damage to property

▲▲ Caution! Potentially dangerous situation

Possible consequences: Severe injuries

▲ Attention! Possibly dangerous situation Possible consequences: Slight injuries, possible damage to property

Important! For calling attention to error sources/handling errors

Tip! For tips regarding use and supplementary information

Examples

▲▲▲ Danger! The flywheel can catch body/limbs so that they are squashed or hit.Do not remove the flywheel enclosure. Keep your hands out of theoperating area.

▲ Attention! Taking the engine/components into operation without prior running in can lead to damage on components.Proceed according to instructions, also run in again after an extendedperiod of low--load operation.

Characterisation

Danger scale



3.2.5--01 E 02.98 32/40 DG6634 04101/

Safety regulations 3.2.5

Prerequisites

The engine and its system may only be started, operated and stopped byauthorised personnel. The personnel has to be trained for this purpose,possess complete understanding of the plant and should be aware of theexisting potential dangers.

The personnel must be familiar with the technical documentation of theplant, in particular the operating manual of the engine and the accessoriesrequired for engine operation, particularly the safety regulations containedtherein.

It is advisable to keep a service log book into which all the essential jobsand deadlines for their performance, the operating results and specialevents can be entered. The purpose of this log book is that in the event ofa change in personnel the successors are in a position to duly continueoperation using this data log. Moreover, the log book permits to derive acertain trend analysis and to trace back faults in operation.

The regulations for accident prevention valid for the plant should beobserved during engine operation as well as during maintenance andoverhaul work. It is advisable to post those regulations conspicuously inthe engine room and to stress the danger of accidents over and overagain.

The following advice covers the measures against moving of running gearparts and general precautions for work/occurrences on the engine, itsneighbouring systems and in the engine room. It does not claim to becomplete. Safety requirements mentioned in other passages of thetechnical documentation are valid supplementarily and are to be observedin the same way.

Secure the crankshaft and components connected to it against moving

Before starting work in the crankcase or on components that move whenthe crankshaft is turning, it must be ensured that the crankshaft cannot berotated/the engine cannot be started.

▲▲▲ Danger! Ignoring this means danger to life!

Unintentional turning of the crankshaft and thus movement of theconnected components may be caused:

in gensets by maloperation when the mains voltage is applied, by unintentional or negligent starting of the engine, by unintentional or negligent actuation of the engine turning device

(turning gear).

The following protective measures are to be taken:

Personnel

Technical documentation

Service log book

Regulations for accident pre-vention

Following advice

Causes

Precautions



3.2.5--01 E 02.98 32/40 DG6634 04102/

Close the shut-off valves of the starting and control air vessels/ securethem against opening. Open the drain cocks in the air pipes/at thefilters. Open the relief cock at the main starting valve,

Engage the engine turning device, secure against actuation.

▲ Attention! The resistance of the engine turning device is not sufficient enough to prevent the crankshaft from turning. When the turning device is engaged, only the start-up is electrically blocked and the control air supply to the main starting valve is interrupted.

Mount reference plate to the operating devices permitting a start-up ofthe engine.

For gensets:Secure the generator switch (especially of asynchronous generators)against switching-on. Mount reference plate. As far as possible thesafeguards/safeguarding elements are to be opened in additon.

Precautions in case other work is being done on the engine

Crankcase doors must not be opened prior to ten minutes after an alarm/

engine stop, due to excessive bearing temperatures or oil vapourconcentration.

▲ Attention! Danger of explosion due to atmospheric oxygen entering, because overheated components and operating media in their environment may be at ignition temperatures.

Before opening pipes, flanges, screwed connections or fittings, check ifthe system is depressurized/emptied.

▲ Attention! Disregarding this means: risk of burns when hot fluids are involved, fire hazard in case of fuel, injuries caused by flung-out screw plugs or similar objects when loosening same under

pressure.

In case of disassembly, all pipes to be reinstalled, especially those for fueloil, lube oil and air, should be carefully locked. New pipes to be fittedshould be checked whether clean, and flushed if necessary. It should ineach case be avoided that any foreign matter gets into the system. In caseof prolonged storage, all parts involved have to be subjected topreservation treatment.

When using hydraulic tensioning tools, observe the particular safetyregulations in work card 000.33.

▲ Attention! Disregarding this means: danger of injuries by

needle-like or razor-edged jets of hydraulic oil (which may perforate the hand), or by tool fragments flung about in case of fractured bolts.

When removing or detaching heavy engine components it is imperative toensure that the transportation equipment is in perfect condition and hasthe adequate capacity of carrying the load. The place selected fordepositing must also have the appropriate carrying capacity. This is notalways the case with platforms, staircase landings or gratings.

For releasing compression springs, use the devices provided (refer to thework cards that apply).

▲ Attention! Disregarding this means: danger of injuries by suddenly released spring forces/components.

Opening of crankcase doors

Opening of pipes/pressurevessels

Disassembling/assemblingpipelines

Use of hydraulic tensioningtools

Removing/detaching heavyengine components

Releasing compression springs



3.2.5--01 E 02.98 32/40 DG6634 04103/

Following assembly work, check whether all the coverings over movingparts and laggings over hot parts have been mounted in place again.Engine operation with coverings removed is only permissible in specialcases, e.g. if the valve rotator is to be checked for proper performance.

▲ Attention! Disregardig this means: risk of fire. Loose clothing and long hair might get entangled. Spontaneous supporting against moving parts when loosing ones balance may result in serious injury.

When using cleaning agents, observe the suppliers instructions withrespect to use, potential risks and disposal.

▲ Attention! Disregarding this means: danger of caustic skin and eye injury, and also of the respiratory tract if vapours are produced.

▲ Attention! Using Diesel fuel for cleaning purposes involves the risk of fire or even explosion. Otto fuel (petrol) or chlorinated hydrocarbons must not be used for cleaning purposes.

When using high-pressure cleaning equipment, be careful to apply this

properly. Shaft ends including ones with lip seal rings, controllers, splashwater protected monitoring equipment, cable entries and sound/heatinsulating parts covered by water-permeable materials have to beappropriately covered or excluded from high-pressure cleaning.

Other precautions

In case of governor or overspeed governor failure, the engine has to bestopped immediately. Engine operation with the governor and/overspeedgovernor failing can only be tolerated in emergency situations and is theoperators responsibility.

▲▲▲ Danger! If the governor/overspeed governor is defective, a sudden drop in engine loading upon separation of the drive connection or de-energization of the generator will result in excessive engine acceleration causing the rupturing of running gear components or destruction of the driven machine.

The use of fuel and lube oils involves an inherent fire hazard in the engineroom. Fuel and lube oil pipes must not be installed in the vicinity ofunlagged, hot engine components (exhaust pipe, turbocharger). Aftercarrying out overhaul work on exhaust gas pipes and turbochargers, allinsulations and coverings must be carefully refitted completely. Thetightness of all fuel oil and oil pipes should be checked regularly. Leaks are

to be repaired immediately.

Fire extinguishing equipment must be available and is to be inspectedperiodically.

In case of fire, the supply of fuel and lube oil must be stopped immediately(stop the engine, stop the supply pumps, shut the valves), and the firemust be attempted to be extinguished using the portable fire-fightingequipment. Should these attempts be without success, or if the engineroom is no longer accessible, all openings are to be locked, thus cutting offthe admission of air to quench the fire. It is a prerequisite for success thatall openings are efficiently sealed (doors, skylights, ventilators, chimney asfar as possible). Fuel oil rquires much oxygen for combustion, and the

isolation from air is one of the most effective measures of fighting the fire.

Coverings

Use of cleaning agents

Use of high-pressure cleaning

equipment

Failure of the governor/ overspeed governor

Fire hazard



3.2.5--01 E 02.98 32/40 DG6634 04104/

▲▲▲ Danger! Carbon dioxide fire extinguishing equipment must not be used until it has been definitely ensured that no one is left in the engine room. Ignoring this means danger of life!

The engine room temperatures should not drop below +5 C. Should thetemperature drop below this value, the cooling water spaces must beemptied unless anti-freeze has been added to the cooling water.Otherwise, material cracks/damage to components might occur due tofreezing.

Temperature in the engine room



3.3--01 E 07.976682 01101/

Operating media 3.3

3.1 Prerequisites


3.3 Operating media







3.3.1--01 E 07.97 General6680 02101/

Quality requirementson gas oil/diesel fuel (MGO) 3.3.1

Diesel fuel

Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil, Huile de Diesel

Diesel fuel is a medium class distillate of crude oil which therefore mustnot contain any residual components.

Specification

Suitability of the fuel depends on the conformity with the key properties asspecified herunder, pertaining to the condition on delivery.

On establishing the key properties, the standards of DIN EN 590 andISO 8217--1987 (Class DMA), as well as CIMAC--1990 were taken intoconsideration to a large extent. The key property ratings refer to thetesting methods specified.

Property/feature Unit Test method Properties

Density at 15 min.max.

kg/m3

kg/m3ISO 3675ISO 3675

820.0890.0

Cinematic viscosity/40 C min.

max.

mm2 /s

mm2 /s

ISO 3104

ISO 3104

1.5

6.0Filterability* in summer max.

in winter max. C C

DIN EN 116DIN EN 116

0-12

Flash point Abel--Pensky min.in closed crucible

C ISO 1523 60

Destillation range up to 350 C min. % by volume ISO 3405 85

Content of sediment max.(Extraction method)

% by weight ISO 3735 0.01

Water content max. % by volume ISO 3733 0.05

Sulphur content max. % by weight ISO 8754 1.5

Ash max. % by weight ISO 6245 0.01

Coke residue (MCR) max. % by weight ISO CD 10370 0.10Cetane number min. -- ISO 5165 40**

Copper--strip test max. -- ISO 2160 1

Other specifications:

British Standard BS MA 100--1987 M1

ASTM D 975 1D/2D

* Determination of filterability to DIN EN 116 is comparable to Cloud Point as per ISO 3015.** L/V 20/27 engines require a cetane number of at least 45

Table 1. Diesel fuel oil (MGO) -- key properties to be adhered to

Other designations



3.3.1--01 E 07.97 General6680 02102/

Supplementary information

If, in case of stationary engines a distillate intended for oil firing (forinstance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according toASTM D--396, resp.), is used instead of Diesel fuel, adequate ignitionperformance and low--temperature stability must be ensured, i.e. therequirements as to properties concerning filterability and cetane numbermust be met.

Investigations

Fuel analyses are carried out in our chemical laboratory for our customersat cost price. For examination a sample of approx. 1 dm3 is required.

Using fuel oil



3.3.2--01 E 12.00 General6680 02101/

Quality requirementsfor Marine Diesel Fuel (MDO) 3.3.2

Marine Diesel Oil

Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.

Marine Diesel Oil (MDO) is offered as heavy distillate (designationISO--F--DMB) or as a blend of distillate and small amounts of residual oil(designation ISO--F--DMC) exclusively for marine applications. Thecommonly used term for the blend, which is of dark brown to black colour,is Blended MDO. MDO is produced from crude oil and must be free fromorganic acids.

Specification

The usability of a fuel depends upon the engine design and availablecleaning facilities as well as on the conformity of the key properties withthose listed in the table below which refer to the condition on delivery.

The key properties have been established to a great extent on the basis ofISO 8217--1987 and CIMAC--1990. The key properties are based on thetest methods specified.

Property/feature Unit Test method Designation

Specification ISO-F DMB DMC

Density at 15 C kg/m3 ISO 3675 900 920

Cinematic viscosity at 40 C mm2 /scSt ISO 3104 <11 <14

Pour Point winter quality C ISO 3016 <0 <0

summer quality C <6 <6

Flash point Pensky Martens C ISO 2719 >60 >60

Sediment content (extraction) % by weight ISO 3735 <0.07 -

Total content of sediments % by weight ISO CD 10307 - 0.10

Water content % by volume ISO 3733 <0.3 <0.3

Sulphur content % by weight ISO 8754 <2.0 <2.0

Ash content % by weight ISO 6245 <0.01 <0.05Coke residue (MCR) % by weight ISO CD 10370 <0.30 <2.5

Cetane number - ISO 5165 >40 >40

Copper-strip test - ISO 2160 <1 <1

Vanadium content mg/kg DIN 51790T2 0 <100

Content of aluminium and silicon mg/kg ISO CD 10478 0 <25

Visual inspection - * -

Other designations



3.3.2--01 E 12.00 General6680 02102/

Property/feature Designation Test method Unit

Other specifications:

British Standard BS MA 100 -1987 Class M2 Class M3

ASTM D 975 2D 4D

ASTM D 396 No. 2 No. 4

* With good illumination and at room temperature, appearance of the fuel should be clear and transparent.

Table 1. Marine Diesel Oil (MDO) - key properties to be adhered to


At transshipment facilities and in transit MDO is handled like residual oil.Thus, there is the possibility of oil being mixed with high-viscosity fuel oil orInterfuel, for example with remainders of such fuels in the bunkering boat,which may adversely affect the key properties considerably.

The Pour Point indicates the temperature at which the oil will refuse toflow. The lowest temperature the fuel oil may assume in the system,

should lie approx. 10C above the pour point so as to ensure it can still bepumped.

The recommended fuel viscosity at the inlet of the injection pump is10 ... 14 mm2 /s.

If Blended MDOs (ISO-F DMC) of differing bunkerings are being mixed,incompatibility may result in sludge formation in the fuel system, a largeamount of sludge in the separator, clogging of filters, insufficientatomization and a large amount of combustion deposits. We wouldtherefore recommend to run dry the respective fuel storage tank as far aspossible before bunkering new fuel.

Sea water, in particular, tends to increase corrosion in the fuel oil systemand hot corrosion of exhaust valves and in the turbocharger. It is also thecause of insufficient atomization and thus poor mixture formation andcombustion with a high proportion of combustion residues.

Solid foreign matter increase the mechanical wear and formation of ash inthe cylinder space.

If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, werecommend to provide a centrifugal separator upstream of the fuel oil filter.Separator throughput 65% with relation to the rated throughput.Separating temperature 40 to 50 C. Solid particles (sand, rust, catalystfines) and water can thus largely be removed and the intervals between

cleaning of the filter elements considerably extended.

Investigations

Fuel analyses are carried out in our chemical laboratory for our customersat cost price. For examination a sample of approx. 1 dm3 is required.



3.3.4--01 E 04.99 All Eng6680 03101/

Viscosity/Temperature diagramfor fuel oils 3.3.4

Figure 1. Viscosity/temperature diagram for fuel oils



3.3.4--01 E 04.99 All Eng6680 03102/

Explanations to the viscosity/temperature diagram

The diagram (Figure 1 ) shows the fuel temperatures on the horizontaland the viscosities on the vertical scales. The diagonal lines correspond tothe viscosity-temperature curve of fuels with different reference viscosity.The vertical viscosity scales in mm2 /s = cSt apply to 40C, 50C or 100C.

Determination of the viscosity-temperature curve and the preheating temperature required

A vertical line is drawn starting from a reference temperature of 50C anda horizontal line (a) starting from a viscosity of 180 mm2 /s. From the pointof intersection of both these lines, a line is drawn parallel to the diagonalsentered in the diagram (b). This line represents the viscosity-temperatureline of a heavy fuel oil with 180 mm2 /s at 50C.

This permits the preheating temperature to be determined for the specifiedinjection viscosity. Keeping to the example chosen, the values below refer

to a heavy fuel oil of 180 mm2

/s at 50C.

Specified injection viscosity mm 2 /s

Required heavy fuel oil temperature before engine inlet* C

minimum 12 126 (line c)

maximum 14 119 (line d)

* The temperature drop after the preheater up to the fuel injection pump is not covered bythese figures (max. admissible 4

C).

Table 1. Determination of the heavy fuel oil temperature as a function of viscosity (example)

A heavy fuel oil of 180 mm2 /s at 50C reaches a viscosity of 1000 mm2 /sat 24C (line e) which is the max. permissible viscosity with respect to thepumpability of the fuel.

Fuel oil preheating/pumpability

Using a state-of-the-art final preheater a heavy fuel oil outlet temperatureof 152 C will be obtained at 8 bar saturated steam. Higher temperaturesinvolve the risk of increased residue formation in the preheater, resulting ina reduction of the heating power and thermal overloading of the heavy fuel

oil. This causes new asphalt to form, i.e. a deterioration of quality.The fuel pipes from the final preheater outlet up to the injection valve mustbe insulated adequately ensuring that a temperature drop will be limited tomax. 4 C. Only then can the prescribed injection viscosity of max.14 mm2 /s be achieved with a heavy fuel oil of a reference viscosity of 700mm2 /s = cSt /50 C (representing the maximum viscosity of internationalspecifications such as ISO, CIMAC or British Standard). If a heavy fuel oilof a lower reference viscosity is used, an injection viscosity of 12 mm 2 /sshould be aimed at, ensuring improved heavy fuel oil atomisation, andconsequently a heavy fuel oil combustion in the engine with less residues.

The transfer pump is to be rated for a heavy fuel oil viscosity of up to

1000 mm2

/s. The pumpability of the heavy fuel oil also depends on thepour point. The design of the bunkering system must permit heating up ofthe fuel oil to approx. 10 C above its pour point.

Example: Heavy fuel oil of180 mm2 /s at 50 C

HFO temperature

Injection viscosity



3.3.4--01 E 04.99 All Eng6680 03103/

Temperatures/viscosity for operation on gas oil (MGO) or Diesel fuel oil (MDO)

Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too lowviscosity or a higher viscosity than that specified for the fuel oil as enteringthe injection pump. With a too low viscosity, insufficient lubricity may causethe seizure of the pump plungers or the nozzle needles. This can beavoided if the fuel temperature is kept to

max. 50 C for gas oil operation and max. 60 C for Marine Diesel Fuel operation.



3.3.5--01 E 12.02 General6680 04101/

Quality requirementsfor lube oil 3.3.5

Lube oil for operation on gas oil and Diesel oil (MGO/MDO)

The specific power output offered by today’s Diesel engines and the use offuels, which more and more often approach the limit in quality, increasethe requirements placed on the lube oil and make it imperative that thelube oil is chosen carefully. Doped lube oils (HD oils) have proven to besuitable for lubricating the running gear, the cylinders, the turbochargersand for cooling the pistons. Doped lube oils contain additives which,amongst other things, provide them with sludge carrying, cleaning andneutralization capabilities.

Only lube oils, which have been released by MAN B&W, are to be used.These are listed in Table 3 .

Specifications

The base oil (doped lube oil = basic oil + additives) must be a narrow dis-tillation cut and must be refined in accordance with modern procedures.Brightstocks, if contained, must neither adversely affect the thermal northe oxidation stability. The base oil must meet the limit values as specifiedbelow, particularly as concerns its aging stability.

Properties/characteristics Unit Test method Characteristic value

Structure -- -- preferably paraffin-basic

Behaviour in cold, still flowing C ASTM-D2500 -15

Flash point (as per Cleveland) C ASTM-D92 > 200

Ash content (oxide ash) Weight % ASTM-D482 < 0.02

Coke residue (as per Conradson) Weight % ASTM-D189 < 0.50

Aging tendency after being heated up to 135 Cfor 100 hrs

n-heptane insolubles

evaporation loss

drop test (filter paper)

--

Weight%

Weight%

--

MAN-aging cabi-net

ASTM-D4055or DIN 51592

--

MAN-test

--

t< 0.2

< 2

must not allow to recognizeprecipitation of resin or as-

phalt-like aging products

Table 1. Lube oil (operation on MGO/MDO) - characteristic values to be observed

The base oil, which has been mixed with additives (doped lube oil) musthave the following characteristics:

The additives must be dissolved in the oil and must be of such a composi-tion that an absolute minimum of ash remains as residue after combustion.The ash must be soft. If this prerequisite is not complied with, increaseddeposits are to be expected in the combustion chamber, especially at theoutlet valves and in the inlet housing of the turbochargers. Hard additiveash promotes pitting on the valves seats, as well as valve blow-by andincreased mechanical wear.

Base oil

Doped lube oils (HD-oils)

Additives



3.3.5--01 E 12.02 General6680 04102/

Additives must not facilitate clogging of the filter elements, neither in theiractive nor in their exhausted state.

The detergency must be so high that the build-up of coke and tar-like resi-dues forming during the combustion of fuel is precluded.

The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the detrimental contaminations fromthe used oil.

The neutralisation capacity (ASTM-D2896) must be so high that the acidicproducts which result during combustion are neutralized. The reaction timeof the additives must be matched to the process in the combustionchamber.

The tendency to evaporate must be as low as possible, otherwise the oilconsumption is adversely affected.

The lube oil must not form a stable emulsion with water. Less than 40 mlemulsion are acceptable in the ASTM-D1401 test after one hour.

The foaming behaviour (ASTM-D892) must meet the following conditions:after 10 minutes < 20 ml. The lube oil must not contain agents to improveviscosity index. The fresh oil must not contain any water or other conta-minations.

Lube oil selection

Engine SAE-Class Viscosity mm 2 /s at 40 C or 100 C

20/27*, 23/30, 28/32 30** preferably in the upper range

25/30 40 of the SAE-class

32/36 through 58/64 40 applicable to the engine

* Applies to engines with year of manufacture from 1985 on. For engines delivered before 01 Jan.1985, lube oil viscosity as per SAE 40 continues to be valid.

** If the lube oil is heated to approx. 40 C before the engine is started, SAE class 40 can also beused if necessary (e.g. on account of simplified lube-oil storage).

Table 2. Viscosity (SAE class) of lube oils

Doped lube oils (HD oils) corresponding to international specificationsMIL-L 2104 D or API-CD, and having a total base number (TBN) of12-15 mg KOH/g are recommended by us.(Designation for armed forces of Germany: O-278)

The content of additves included in the lube oil depends upon the condi-tions under which the engine is operated, and the quality of fuel used. Ifmarine Diesel fuel is used, which has a sulphur content of up to 2.0 weight% as per ISO-F DMC, and coke residues of up to 2.5 weight % as perConradson, a TBN of approx. 20 is of advantage. Ultimately, the operatingresults are the decisive criterion as to which content of additives ensuresthe most economic mode of engine operation.

In the case of engines with separate cylinder lubrication, the pistons andthe cylinder liner are supplied with lube oil by means of a separate oilpump. The oil supply rate is factory-set to conform to both the quality ofthe fuel to be used in service and to the anticipated operating conditions.

A lube oil as specified above is to be used for the cylinder lubrication andthe lubricating circuit.

Detergency

Dispersancy

Neutralisation capacity

Evaporation tendency

Further conditions

Doped grade

Cylinder lube oil



3.3.5--01 E 12.02 General6680 04103/

In case of mechanic-hydraulic governors with separate oil sump, multi-grade oil 5W--40 is preferably used. If this oil is not available for top-ping-up, an oil 15W--40 may exceptionally be used. In this context itmakes no difference whether multigrade oils based on synthetic or mineraloil are used. According to the mineral oil companies they can be mixed inany case.(Designation for armed forces of Germany: O-236)

The oil quality specified by the manufacturer is to be used for the remain-ing equipment fitted to the engine.

We strongly advise against subsequently adding additives to the lube oil,or mixing the different makes (brands) of the lube oil, as the performanceof the carefully matched package of additives which is suiting itself andadapted to the base oil, may be upset. Also, the lube oil company (oilsupplier) is no longer responsible for the oil.

Most of the mineral oil companies are in close and permanent consultationwith the engine manufacturers and are therefore in a the position to quotethe oil from their own product line that has been approved by the enginemanufacturer for the given application. Independent of this release, the

lube oil manufacturers are in any case responsible for quality and perform-ance of their products. In case of doubt, we are more than willing to pro-vide you with further information.

Examinations

We carry out the examinations on lube oil in our laboratories for our cus-tomers who need only pay the self-costs (net-costs). A representativesample of about 1 dm3 is required for the examination.

Speed governor

Lube-oil additives

Selection of lube oils/ warranty



3.3.5--01 E 12.02 General6680 04104/

Base Number ( mgKOH / g ) anu facturer 12 - 15 1)

ADNOC Marine Engine Oil X412

AGIP Cladium 120 - SAE 40Sigma S SAE 40 2)

BP Energol DS 3-154Vanellus C3 2)

CALTX Delo 1000 Marine SAE 40CASTROL Castrol MLC 40Castrol TLX 154Rivermax SX 40

CHEVRON Delo 1000 Marine SAE 40

DELEK Delmar 40-12

ENGEN Genmarine EO 4015

ELF Disola M 4015

ERTOIL Koral 15

ESSO / EXXON Exxmar 12 TP 40

FINA Caprano S412

IRVING Marine MTX 1240MOBIL Mobilgard 412 / SHC 120

Mobilgard ADL 40 / Delvac 1340PETROBRAS Marbrax CCD-410

REPSOL Neptuno NT 1540

SHELL Gadinia Oil 40Sirius FB 40

(Sirius/Rimula X) 2)

Gadinia AL

STATOIL MarWay 1540

TEBOIL Ward S 10 T

TEXACO Taro 16 XD 40TOTAL Rubia S 401) If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a base number (TBN) of approx. 20

is of advantage.

2) If the sulphur content of the fuel is < 1%.

Table 3. Lubricating oils which have been released for the use in MAN B&W Diesel four-stroke engines running on gas oil and Diesel oil



3.3.6--01 E 12.02 32/40 DF, 48/60 DF, 20/27 DG6628 03101/

Quality requirementsfor lube oil 3.3.6

Lube oil for Otto-gas and dual-fuel operation

For four-stroke dual-fuel engines, a special gas engine oil with an additivepackage having a low percentage of ashes is to be used due to the highspecific power output and the extensive requirements placed on the lubeoil for lubricating the running gear, the cylinders, the turbochargers, and forcooling the pistons.

Only lube oils, which have been released by MAN B&W, are to be used.These are listed in Table 2 .

Requirements

The base oil must be a narrow distillation cut and must be refined in ac-cordance with modern procedures. Brightstocks, if contained, must neitheradversely affect the thermal nor the oxidation stability.

The base oil must, particularly as far as its aging stability is concerned,meet the following limit values:

Properties/characteristics Unit Testing method Parameter

Structure - - preferablyparaffin-basedBehaviour at low temperatures, still flowing C ASTM-D2500 -15

Flash point according to Cleveland C ASTM-D92 > 200

Ash content (oxide ashes) % by wt ASTM-D482 < 0.02

Coke residues according to Conradson % by wt ASTM-D189 < 0.50

aging tendency after 100 hrs heating to 135 C

n-heptane unsolubles

Evaporation lossesDrop sample (filter paper)

-

% by wt

% by wt-

MAN-agingcabinet

ASTM-D4055or DIN 51592

-MAN test

-

< 0.2

< 2may not show any

segregation of resin orasphalt-like aging products

Table 1. Lube oil (Otto gas and dual-fuel operation) - parameters to be adhered to

The base oil, which has been blended with additives, (doped lube oil) musthave the following properties:

The additive package must be matched in itself and to the base oil in sucha way that by oxi-polymerisation and addition of nitrogen oxide to the hy-drocarbon there is no negative influence on the service time of the oil fill-ing. The additives must be of such a composition that an absolute mini-mum of ash remains as residue after combustion. The ash must be soft.The sulphate ash content must not exceed 1%. The additives must not

promote clogging of the filter elements, neither in their active nor in theirexhausted state.

Base oil

Doped lube oil

Additives



3.3.6--01 E 12.02 32/40 DF, 48/60 DF, 20/27 DG6628 03102/

Viscosity at 40 C: approx. 145 mm2 /s (ISO 3104), viscosity class SAE 40.

The cleaning, sludge-carrying and especially the neutralisation abilities(ASTM-D2896) must, related to the used gas quality, be sufficient. In thecase of dual-fuel engines, which can also be operated in pure Diesel oper-ation, also the fuel and pilot oil quality are to be considered when choosingthe oil.

Gas engine oils must, related to the Diesel performance, fulfill the samerequirements as lube oils for Diesel engines, i.e. MIL-L 2104 D or API CD.

During the warranty period of the engine, only a gas engine oil which isapproved by MAN B&W Diesel AG may be used. A list of approved lubeoils and the conditions for approval are available on request.

The evaporation tendency must be as low as possible, otherwise the oilconsumption is adversely affected.

The lube oil must not form a stable emulsion with water. Less than 40 mlemulsion are acceptable in the ASTM-D 1401 test after one hour.

The foaming behaviour (ASTM-D892) must meet the following condition:less than 20 ml after 10 minutes. The lube oil must not contain agents toimprove the viscosity index. Fresh oil must not contain any water or anyother impurities.

For mechanical speed governors, the lube oil provided for the engine canbe used. In case a low engine room temperature is to be expected, a lubeoil as described above having an SAE 30 is of advantage for the governor,if it has an own oil supply. This ensures exact regulation also when theengine is started. For the other devices, which are attached to the engine,the lube oil quality specified by the manufacturer is to be provided.

We urgently advise against subsequently adding additives to the lube oil or

mixing different makes of lube oil, as the performance of the carefullymatched package of additives, which is suiting itself and adapted to thebase oil, may be upset. Thus, the lube oil supplier is no longer responsiblefor the lube oil.

Most of the mineral oil companies are in close and permanent consultationwith the engine manufacturers and are therefore in a position to quote theoil from their own product line that has been approved by the enginemanufacturer for the given application. Independent of this release, thelube oil manufacturer is in any case responsible for the efficiency of hisproduct. In case of doubt, we are more than willing to provide you withfurther information.

Oil analyses

Lube oil analyses are carried out in our chemical laboratory for our cus-tomers at cost price. For this purpose, a representative sample of approx.1 dm3 is required.

Viscosity

Cleaning andneutralisation abilities

Evaporation tendency

Further prerequisites

Speed governor

Lube oil additives

Selection of lube oils/ warranty



3.3.6--01 E 12.02 32/40 DF, 48/60 DF, 20/27 DG6628 03103/

Manufacturer Marke

ARAL Degasol HDG 40

BP Energol IC-DG 40Energol IC-DG 40 S

CASTROL Duratec HP 40Duratec HPH 50

ESSO Estor P40

FINA Gasmotorenöl 405MOBIL Pegasus 710 (489)Pegasus 805

SHELL Mysella T40Mysella LA 40

Table 2. Lubricating oils, which have been released for the use in MAN B&W Diesel four-stroke engines running in Otto-gas and dual-fuel operation



3.3.7--01 E 03.01 32/40 upw6680 07101/

Quality requirementsfor engine cooling water 3.3.7

Preliminary remarks

The engine cooling water, like the fuel and lubricating oil, is a mediumwhich must be carefully selected, treated and controlled. Otherwise, corro-sion, erosion and cavitation may occur on the walls of the cooling systemin contact with water and deposits may form. Deposits impair the heattransfer and may result in thermal overload on the components to becooled. The treatment with an anti-corrosion agent has to be effected be-fore the first commissioning of the plant. During subsequent operations theconcentration specified by the engine manufacturer must always be en-sured. In particular, this applies if a chemical additive is used.

Requirements

The characteristics of the untreated cooling water must be within the fol-lowing limits:

Property/feature Characteristics Unit

Type of water preferably distilled water or freshwater,free from foreign matter.Not to be used: Sea water, brackish

water, river water, brines, industrial wastewater and rain water

--

Total hardness max. 10 dH*

pH-value 6.5 - 8 --

Chloride ion content max. 50 mg/l

*) 1 dH (German hardness) 10 mg CaO in 1 litre water 17.9 mg CaCO3 /itre

0.357 mval/litre 0.179 mmol/litre

Table 1. Cooling water -- characteristics to be adhered to

The MAN B&W water test kit includes devices permitting, i.a., to determinethe above-mentioned water characteristics in a simple manner. Moreover,

the manufacturer of anti-corrosion agents are offering test devices that areeasy to operate. As to checking the cooling water condition, refer to workcard 000.07.


If a distillate (from the freshwater generator for instance) or fully desali-nated water (ion exchanger) is available, this should preferably be used asengine cooling water. These waters are free from lime and metal salts, i.e.major deposits affecting the heat transfer to the cooling water and worsen-ing the cooling effect cannot form. These waters, however, are more corro-

sive than normal hard water since they do not form a thin film of lime onthe walls which provides a temporary protection against corrosion. This isthe reason why water distillates must be treated with special care and theconcentration of the additive is to be periodically checked.

Limiting values

Test device

Distillate



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The total hardness of the water is composed of temporary and permanenthardness. It is largely determined by calcium and magnesium salts. Thetemporary hardness is determined by the hydrogencarbon content of thecalcium and magnesium salts. The permanent hardness can be deter-mined from the remaining calcium and magnesium salts (sulphates). Thedecisive factor for the formation of calcareous deposits in the cooling sys-tem is the temporary (carbonate) hardness.

Water with more than 10 dH (German total hardness) must be mixed withdistillate or be softened. A rehardening of excessively soft water is onlynecessary to suppress foaming if an emulsifiable anti-corrosion oil is used.

Damage in the cooling water system

Corrosion is an electro-chemical process which can largely be avoided ifthe correct water quality is selected and the water in the engine coolingsystem is treated carefully.

Flow cavitation may occur in regions of high flow velocity and turbulance.

If the evaporation pressure is fallen below, steam bubbles will form whichthen collapse in regions of high pressure, thus producing material destruc-tion in closely limited regions.

Erosion is a mechanical process involving material abrasion and destruc-tion of protective films by entrapped solids, especially in regions of exces-sive flow velocities or pronounced turbulences.

Corrosion fatigue is a damage caused by simultaneous dynamic and cor-rosive stresses. It may induce crack formation and fast crack propagationin water-cooled, mechanically stressed components if the cooling water isnot treated correctly.

Treatment of the engine cooling water

The purpose of engine cooling water treatment is to produce a coherentprotective film on the walls of the cooling spaces by the use of anti-corro-sion agents so as to prevent the above-mentioned damage. A significantprerequisite for the anti-corrosion agent to develop its full effectivity is thatthe untreated water which is used satisfies the requirements mentionedunder point 2.

Protecting films can be produced by treating the cooling water with achemical anti-corrosion agent or emulsifiable anti-corrosion oil.

Emulsifiable anti-corrosion oils fall more and more out of use since, on theone hand, their use is heavily restricted by environmental protection legis-lation and, on the other hand, the suppliers have, for these and other rea-sons, commenced to take these products out of the market.

Treatment with an anti-corrosion agent should be done before the engineis operated for the first time so as to prevent irreparable initial damage.

▲ Attention! It is not allowed to operate the engine without cooling water treatment.

Hardness

Corrosion

Flow cavitation

Erosion

Corrosion fatigue

Treatment before operating theengine for the first time



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Cooling water additives

No other additives than those approved by MAN B&W and listed in Tables2 to 5 are permitted to be used. The suppliers are to warrant the effec-

tivity of the cooling water additive.

A cooling water additive can be approved for use if it has been tested ac-cording to the latest rules of the Forschungsvereinigung Verbrennungs-kraftmaschinen (FVV), ”Testing the suitability of coolant additives for cool-ing liquids of internal combustion engines” (FVV publication R 443/1986).The test report is to be presented if required. The necessary testing is car-ried out by Staatliche Materialprüfanstalt, Department Oberflächentechnik,Grafenstraße 2, 64283 Darmstadt on request.

Additives can only be used in closed circuits where no appreciable con-sumption occurs except leakage and evaporation losses.

1 Chemical additives

Additives based on sodium nitrite and sodium borate, etc. have given goodresults. Galvanised iron pipes or zinc anodes providing cathodic protectionin the cooling systems must not be used. Please note that this kind of cor-rosion protection, on the one hand, is not required since cooling watertreatment is specified and, on the other hand, considering the cooling wa-ter temperatures commonly practiced nowadays, it may lead to potentialinversion. If necessary, the pipes must be dezinced.

2 Anti-corrosion oil

This additive is an emulsifiable mineral oil mixed with corrosion inhibitors.A thin protective oil film which prevents corrosion without obstructing thetransfer of heat and yet preventing calcareous deposits forms on the walls

of the cooling system.

Emulsifiable anti--corrosion oils have nowadays lost importance. For rea-sons of environmental protection legislation and because of occasionallyoccurring emulsion stability problems, they are hardly used any more.

The manufacturer must guarantee the stability of the emulsion with thewater available or has to prove this stability by presenting empirical valuesfrom practical operation. If a completely softened water is used, the possi-bility of preparing a stable, non-foaming emulsion must be checked incooperation with the supplier of the anti-corrosion oil or by the engine userhimself. Where required, adding an anti-foam agent or hardening (seework card 000.07) is recommended.

Anti-corrosion oil is not suitable if the cooling water may reach tempera-tures below 0 C or above 90 C . If so, an anti-freeze or chemical additiveis to be used.

3 Anti-freeze agent

If temperatures below the freezing point of water may be reached in theengine, in the cooling system or in parts of it, an anti-freeze agent simulta-neously acting as a corrosion inhibitor must be added to the cooling water.Otherwise the entire system must be heated.(Designation for armed forces of Germany: Sy-7025).

Sufficient corrosion protection will be afforded if the water is mixed with atleast 35% of these products. This concentration will prevent freezingdown to a temperature of about - 22 C. The quantity of anti-freeze actually

Permission required

To be used only in closed circuits



3.3.7--01 E 03.01 32/40 upw6680 07104/

required, however, also depends on the lowest temperatures expected atthe site.

Anti-freeze agents are generally based on ethylene glycol. A suitablechemical additive must be admixed if the concentration of the anti-freezespecified by the manufacturer for a certain application does not suffice toafford adequate corrosion protection. The manufacturer must be contactedfor information on the compatibility of the agent with the anti-freeze andthe concentration required. The compatibility of the chemical additivesstated in Table 2 with anti-freeze agents based on ethylene glycol is con-firmed. Anti-freeze agents may only be mixed with each other with thesupplier’s or manufacturer’s consent, even if the composition of theseagents is the same.

Prior to the use of an anti-freeze agent, the cooling system is to becleaned thoroughly.

If the cooling water is treated with an emulsifiable anti-corrosion oil, noanti-freeze may be admixed, as otherwise the emulsion is broken and oilsludge is formed in the cooling system.

For the disposal of cooling water treated with additives, observe the envi-ronmental protection legislation. For information, contact the suppliers ofthe additives.

Prerequisites for efficient use of an anti--corrosion agent

1. Clean cooling system

Before starting the engine for the first time and after repairs to the pipingsystem, it must be ensured that the pipes, tanks, coolers and other equip-ment outside the engine are free from rust and other deposits because dirt

will considerably reduce the efficiency of the additive. The entire systemhas therefore to be cleaned using an appropriate cleaning agent with theengine shut down (refer to work cards 000.03 and 000.08).

Loose solid particles, in particular, have to be removed from the system byintense flushing because otherwise erosion may occur at points of highflow velocities.

The agent used for cleaning must not attack the materials and the seal-ants in the cooling system. This work is in most cases done by the supplierof the cooling water additive, at least the supplier can make available thesuitable products for this purpose. If this work is done by the engine userit is advisable to make use of the services of an expert of the cleaning

agent supplier. The cooling system is to be flushed thoroughly after clean-ing. The engine cooling water is to be treated with an anti-corrosion agentimmediately afterwards. After restarting the engine, the cleaned systemhas to be checked for any leakages.

2. Periodical checks of the condition of the cooling water andcooling system

Treated cooling water may become contaminated in service and the addi-tive will loose some of its effectivity as a result. It is therefore necessary tocheck the cooling system and the condition of the cooling water at regularintervals.

The additive concentration is to be checked at least once a week, usingthe test kit prescribed by the supplier. The results are to be recorded.



3.3.7--01 E 03.01 32/40 upw6680 07105/

Important! The concentrations of chemical additives must not be

less than the minimum concentrations stated in Table 2 .

Concentrations that are too low may promote corrosive effects and havetherefore to be avoided. Concentrations that are too high do not causedamages. However, concentrations more than double as high should beavoided for economical reasons.

A cooling water sample is to be sent to an independent laboratory or to theengine supplier for making a complete analysis every 3 - 6 months.

For emulsifiable anti-corrosion oils and anti-freeze agents, the suppliergenerally prescribes renewal of the water after approx. 12 months. Onsuch renewal, the entire cooling system is to be flushed, or if required tobe cleaned (please also refer to work card 000.08). The fresh charge ofwater is to be submitted to treatment immediately.

If excessive concentrations of solids (rust) are found, the water charge hasto be renewed completely, and the entire system has to be thoroughlycleaned.

The causes of deposits in the cooling system may be leakages enteringthe cooling water, breaking of the emulsion, corrosion in the system andcalcareous deposits due to excessive water hardness. An increase in thechloride ion content generally indicates sea water leakage. The specifiedmaximum of 50 mg/kg of chloride ions must not be exceeded, since other-wise the danger of corrosion will increase. Exhaust gas leakage into thecooling water may account for a sudden drop in the pH value or an in-crease of the sulphate content.

Water losses are to be made up for by adding untreated water whichmeets the quality requirements according to item 2. The concentration ofthe anti-corrosion agent has subsequently to be checked and corrected ifnecessary.

Checks of the cooling water are especially necessary whenever repair andservicing work has been done in connection with which the cooling waterwas drained.

Protective measures

Anti-corrosion agents contain chemical compounds which may causehealth injuries if wrongly handled. The indications in the safety data sheetsof the manufacturers are to be observed.

Prolonged, direct contact with the skin should be avoided. Thoroughly

wash your hands after use. Also, if a larger amount has been splashedonto the clothing and / or wetted it, the clothing should be changed andwashed before being worn again.

If chemicals have splashed into the eyes, immediately wash with plenty ofwater and consult a doctor.

Anti-corrosion agents are a contaminating load for the water in general.Cooling water must therefore not be disposed off by pouring it into thesewage system without prior consultation with the competent local authori-ties. The respective legal regulations have to be observed.



3.3.7--01 E 03.01 32/40 upw6680 07106/

Permissible cooling water additives

1. Chemical additives (Chemicals) - containing nitrite

Minimum concentration ppmProducer Product designation Initial dose

per 1000 litre Product Nitrite(NO2) Na-Nitrite(NaNO2)Drew Ameroid Int.Stenzelring 821107 HamburgGermany

LiquidewtMaxigardDEWT-NC

15 l40 l

4.5 kg

15000*400004500

70013302250

105020003375

Unitor ChemicalsKJEMI-Service A.S.P.O.Box 493140 BorgheimNorway

Rocor NB LiquidDieselguard

21.5 l4.8 kg

215004800

24002400

36003600

Vecom GmbHSchlenzigstr. 7

21107 HamburgGermany

CWT Diesel/QC-2 16 l 16000 4000 6000

Nalfleet MarineChemicalsP.O.Box 11NorthwichCheshire CW8DX, UK

Nalfleet EWT Liq(9-108)Nalfleet EWT 9-131 CNalfleet EWT 9-111Nalcool 2000

3 l

10 l10 l30 l

3000

100001000030000

1000

100010001000

1500

150015001500

Maritech ABP.O.Box 14329122 KristianstadSweden

Marisol CW 12 l 12000 2000 3000

Uniservice

Via al Santuario di N.S.della Guardia 58/A16162 Genova, Italy

N.C.L.T.

Colorcooling

12 l

24 l

12000

24000

2000

2000

3000

3000

* The values in the marked areas can be determined with the test kit of the chemical manufacturer.

Table 2. Chemical additives -- containing nitrite

2. Chemical additives (Chemicals) - free from nitrite

Producer Product designationInitial doseper 1000 l Minimum concentration

Arteco

TechnologieparkZwijnaarde 2B-9052 Gent, Belgium

HavolineXLI 75 l 7.5 %

Table 3. Chemical additives -- free from nitrite



3.3.7--01 E 03.01 32/40 upw6680 07107/

3. Emulsifiable anti-corrosion oils

Producer Product(Designation)

BP Marine, Breakspear Way, Hemel Hempstead,Herts HP2 4UL, UK

Diatsol MFedaro M

Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3

DEA Mineralöl AG, Überseering 40,22297 Hamburg, Germany Targon D

Deutsche Shell AG, Überseering 35,22284 Hamburg, Germany

Oil 9156

Table 4. Emulsifiable anti-corrosion oils

4. Anti-freeze agents with corrosion inhibiting effect

Producer Product(Designation)

BASF, Carl-Bosch-Str., 67063 Ludwigshafen, Rhein,

Germany

Glysantin G 48

Glysantin 9313Glysantin G 05

Castrol Int., Pipers Way, Swindon SN3 1RE, UK Antifreeze

BP, Britannic Tower, Moor Lane,London EC2Y 9B, UK

Antifrost X 139anti-frost

DEA Mineralöl AG, Überseering 40,22297 Hamburg, Germany

Kühlerfrostschutz

Deutsche Shell AG, Überseering 35,22284 Hamburg, Germany

Glycoshell

Höchst AG, Werk Gendorf, 84508 Burgkirchen,Germany

Genatin extra(8021 S)

Mobil Oil AG, Steinstraße 5, 20095 Hamburg,

Germany

Frostschutz 500

Arteco, Technologiepark, Zwijnaarde 2,B-9052 Gent, Belgium

Havoline XLC

Table 5. Anti-freeze agents with corrosion inhibiting effect



3.3.8--01 E 06.99 32/40 upw6680 04101/

Analyses of operating media 3.3.8

Checking is important

The engine oil and cooling water require checking during engine operationbecause contamination and acidification set limits to the useful life of thelube oil, and inadequate water quality or insufficient concentrations of thecorrosion inhibitor in the cooling water may cause damage to the engine.

On engines operated on heavy fuel oil, it is also essential that certainheavy fuel oil properties are checked for optimum heavy fuel oil treatment.It cannot always be taken for granted that the data entered on thebunkering documents is correct for the oil as supplied.

Test kit

We recommend the following MAN B&W test kits for comprehensivechemical and physical analysis of fuel/lube oils:

Medium Type Designation

Heavy fuel oil and lube oil A Fuel and Lube Analysis Set

Cooling water B Cooling Water Test Kit

Table 1. Test kit for operating media analysis

Figure 1. Test kit A for fuel and lube oil analysis



3.3.8--01 E 06.99 32/40 upw6680 04102/

Figure 2. Test kit B for cooling water analysis

of interest for Property Fuel Water Lubricati

on oil

Property is indicative of or decisive for

Test kit

Density x x Separator setting A

Viscosity x x Separating temperature, injectionviscosity, lube oil dilution

A*

Ignition performanceCCAI/CII

x Ignition and combustion behaviour,ignition pressure, pressure increaserate, starting behaviour

A

Water content x x Fuel oil supply and atomisation, A

Checking for sea water x x corrosion tendency A

Total Base Number (TBN) x Remaining neutralisation capacity ApH value x B

Pour point x x Storing capacity/pumpability A

Water hardness x Cooling water treatment B

Chloride ion concentration x Salt deposits in the cooling system B

Concentration of corrosioninhibiting oilin the cooling water

x Corrosion protection in the coolingsystem

**

Drop test x Total contamination of lube oil A

Spot Test (ASTM-D2781) x Compatibility of HFO blendingcomponents

A

* Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference temperatures. In combination with theCalcumar processing unit, the viscosity/temperature interdependence can be determined (e.g. injection and pumping temperatures).

** Not included. Provided by the supplier of the corrosion inhibitor.

Table 2. Properties that can be tested using the test kits

Refills of the chemicals that are used are available. Each test kit includesa comprehensive User’s Guide containing everything you need to knowabout its use.



3.3.8--01 E 06.99 32/40 upw6680 04103/

Other testing equipment

To determine the water content, the Total Base Number (TBN) and theviscosity of lube oils (scaled down alternative to test kit A)

Figure 3. Lube Oil Tec

For testing lube oil. Tests comparable to those performed by Lube Oil Tec.

For monitoring how much anti-freeze is dispensed (in stationary systems).

Sources

Product Item number Source

A Fuel and Lube Analysis Set 09.11999-9005 1, 2

Chemical refills for A 09.11999-9002 1, 2

B Cooling Water Test Kit 09.11999-9003 1, 2

Chemical refills for B 09.11999-9004 1, 2, 3

Lube Oil Tec 2

port-A-lab 3

Measuring instrument for determining theconcentration of corrosion inhibitors containingnitrite

4

Refractometer for determining the concentration ofanti-freeze

5

Lube Oil Tec

port-A-lab

Refractometer



3.3.8--01 E 06.99 32/40 upw6680 04104/

Addresses

Source Address

1 MAN B&W Diesel AG, Augsburg, Dept. SK

2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg

3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg

4 Supplier of corrosion inhibitor

5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf



3.3.9--01 E 11.01 32/40 DF, 48/60 DF6680 02101/

Quality requirements of natural gas 3.3.9

Natural gas for dual-fuel engines

32/40 DF and 48/60 DF engines are designed for operation with naturalgas of stated characteristics. Other gases or gas combinations are notpermitted.

Specifications

The following fuel values must be maintained in entering the gas controlled

system:

Characteristics/features Unit Characteristic value

Calorific value (Hu) min. kWh/Nm3 9.5

Methane number 80

Dust content max. g/Nm3 0.05

Tar content max. g/Nm3 0.5

Hydrogen sulphide content max. mg/Nm3 650

Fluorine content max mg/Nm3 25

Chlorine content max. mg/Nm3 50

Relative humidity max. % 80

Temperature C 20 ... 30

Gas pressure (excess pressure)min.

bar 4.0

Gas pressure (excess pressure)max.

bar 6.0

Fluctuations in gas pressure max. % 5 % of max. gas pressure

Tabelle 1. Quality requirements of natural gas

If the minimum methane number is not achieved, the power must be redu-ced and the feed start must be adjusted.


The gas must:

correspond to the guidelines applicable for natural gas and be fed to the engine uncontaminated, dry and cool.

At levels of contamination higher than 0.05 g/Nm3, a gas filter must beconnected in series to the supply system. The tar content must notexceed 0.5 g/Nm3.

The gas must be low in sulphur.Sulphur occurs in gas as hydrogen sulphide (H2S). H2S has a density

of 1.539 kg/Nm3

. The H2S proportion of the gas is generally expressedin mg/Nm3 and should not exceed 650 mg/Nm3. The gas must be available in sufficient quantities and at the prescribed

quality.

Condition/quantity of gas



3.3.9--01 E 11.01 32/40 DF, 48/60 DF6680 02102/

If the amount of gas is too low, then the admission pressure falls andoperational faults arise.

In interlinked gas grid systems, the methane number (MZ) can changethrough:

mixing natural gases of different origins or adding butane/propane air mixtures at peak times without a sufficient

volume of natural gas, where the calorific value or Wobbe index are

held constant.The gas quality should properly be monitored continually using a gas ana-lysis device.

The required gas pressure must be 4 bar or 6 bar before the pressurecontroller. If the gas pressure is too high, pressure reduction is required.

If the gas has to be compressed for engine operation, then make sure thatthere is a sufficiently large feed reserve (15 ... 20 %), trouble--free pressu-re control with a bypass, cooling and precipitation of condensation water.Gas compressors are subject to regulations on explosion protection. Theymust be installed separately from the machine room.There must be no negative pressure in the system because under certaincircumstances air can be sucked in. Gas-air mixtures are at risk of explo-sion.

The most important requirement of gas is a sufficiently high knock--resi-stance. It is compared to that of methane. Pure methane has the methanenumber 100. The methane numerical sequence has hydrogen with its se-rious levels of knock ranked at zero. Natural gases contain, in addition toknockless methane, components such as propane and butane which lowerthe resitance to knock. On the other hand, other components such as N2and CO2 increase knock--resistance.

If a dual-fuel engine is run on a gas with a very low methane number, then

“knocking combustion” can occur. This means that the gas--air mixture isnot regularly ignited by the injected pilot oil and then burnt through evenly,but rather self--ignition occurs in the mixture which is not yet reached bythe flame front. This uncontrolled combustion results in an increase in tem-peratures and pressures and can, if not tackled immediately, lead to dama-ge to the engine.

Sulphur componds affect:

the gas supply system of the engine, the engine and the exhaust system.

The corrosive stresses on the system components depend on the gas hu-

midity. If the gas is damp, then sulphurous or sulphuric acids form. Theseacids are extremely aggressive. Humidity also promotes corrosion throughother gas compounds such as CO2, O2 and NH3. Therefore condensationremoval and drainage of the gas supply system is important.

Out of consideration for damage to materials and the environment, naturalgas is extensively desulphurised. The sulphur content in the form of H 2S ismax. 5 mg/Nm3 in Germany and the gas generally has low levels of humi-dity.

1 g H2S/Nm3 0.065 Vol % H2S1 g H2S/Nm3 0.078 weight% (depending on gas composition)1 mg H2S/Nm3 0.65 ppm H2S1 ppm H2S 1.54 mg H2S/Nm3

1 Nm3 H2S contains 1.45 kg sulphur

Gas pressure

Methane number

Dangers of corrosion

Conversion factors



3.3.11--01 E 04.01 General6680 01101/

Quality requirements for intake air (combustion air) 3.3.11

General

The quality and the condition of the intake air (combustion air) exert greatinfluence on the engine output. In this connection, not only the atmos-pherical condition is of great importance but also the pollution by solid andgaseous matter.

Mineral dust particles in the intake air will result in increased wear. Chemi-cal/gaseous constituents, however, will stimulate corrosion.

For this reason, effective cleaning of the intake air (combustion air) and

regular maintenance/cleaning of the air filter are required.

Requirements

The concentrations after the air filter and/or before the turbocharger inletmust not exceed the following limiting values:

Properties/feature Character - istic value

Unit *

Particle size max. 5 m

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/m3 (STP)Chlorine max. 1.5 mg/m3 (STP)

Sulphur dioxide (SO2) max. 1.25 mg/m3 (STP)

Hydrogen sulphide (H2S) max. 15 mg/m3 (STP)

* m3 (STP) Cubic metre at standard temperature and pressure

Table 1. Intake air (combustion air) -- characteristic values to be observed

When designing the intake air system, it has to be kept in mind that thetotal pressure drop (filter, silencer, piping) must not exceed 20 mbar.

Limiting values



3.4--01 E 11.976682 01101/

Engine operation I --Starting the engine 3.4

3.1 Prerequisites


3.3 Operating media







3.4.1--01 E 02.98 32/40 DG6634 03101/

Preparations for start/Engine starting and stopping 3.4.1

Preparing to start after a short break in operations

Operate pumps/supply facilities for fuel, lubrication oil and cooling water aswell as hydraulic aggregate for gas valves. Pre-lubricate the engine. Aftera break in operation longer than 8 hours, turn over the motor twice usingthe slow-turn device. Check whether the cooling water and lubrication oilare pre-warmed (if possible). Move the locking elements of all systemsinto operating positions. The engine is then ready to be started.

Diesel mode is always used for starting. Do not switch over to gas modeuntil the load is > 30%.

The engine is started using a pulse to the M 618 valve from thecompressed-air starter. Make sure that the switch mechanism isdisengaged.

When the engine is running at the rated speed, the generator must besynchronised and switched to the network (parallel network mode). Aslong as the gas operating conditions are fulfilled, it is then switchedautomatically to diesel gas mode.

In addition, the operating regulations for the central process controltechnology and the control and monitoring installations must also be takeninto consideration.

Preparing to start after longer breaks in operation or after overhauling

After overhauling or after a longer break in operation (several weeks), thefollowing work must be carried out before the engine is started:

Drain the fuel tank and refill. Empty the filter and clean the insert. Move the locking elements of all systems into operating positions. Start the feed pump and fuel injection pumps; vent the pipes and filters.

Check zero filling at the control rod of each fuel injection pump andease of movement of the rod assembly. Shut off the feed pump again (danger of overheating) if the engine is

not started.

Operate the supply facilities. Check the system for correct function and tightness.

Scour the cooling water tank, radiator, pumps and pipes. This appliesto the circulation of the engine, the injection valves and the chargecooler.

Fill up with cooling water, check the concentration of the anti-corrosion

agent. Start the cooling water pumps (engine and injection valves). Vent the cooling water chambers and check all connections for

tightness.

Activate/check systems

Starting using diesel oil

Diesel oil system

Gas system

Cooling water system



3.4.1--01 E 02.98 32/40 DG6634 03102/

Check and open the leakage water drain from the cylinder liner seal inthe bearing ring and from the charge cooler housing, to check fortightness.

Check the cooling water pressure in the systems and the amount ofwater in the balancing tanks.

Check the balancing tank for collected anti-corrosion oil (cylindercooling) and collected fuel (injection valve cooling).

Shut off the cooling water pumps when the engine is not started.

Pump out the lubrication oil from the (oil sump and) reserve tank andclean the oil chambers (don’t forget the exhaust turbocharger).

Clean the oil filter, separators and oil coolers.Refill with new lubrication oil or separate existing filling.

Move all taps into the operating position and adjust the electricallydriven lubricating oil pump.

Check the running gear, as well as the fuel injection pump and valvedrive, to see whether all bearing points are supplied with oil.

Examine pipe connections and pipes for leakages. Check the lubricating oil before the engine and before the exhaust

turbocharger.

Drain the compressed air tank and check the pressure and if needs berefill.

Check the shut-off valve for ease of movement.

Check the valve play.

If possible, carry out a short test run as follows:

If available, operate heating facilities for the lubrication oil and coolingwater. When the pre-heated temperatures are reached, move thelocking elements into operating position, adjust the fuel, lubrication oiland cooling water pumps, as long as these are not built onto the

engine, and start the engine. Run for about 10 minutes at low speed. During operation, monitor the display devices and the display for

operating values being exceeded. If the engine is running properly, it should be loaded or shut down. Idle

running for longer periods must be avoided. The engine should comeup to operating temperature as soon as possible, as wear occurs morefrequently in a cold state.

The engine is ready to start when all tests are carried out successfully.

Shutting down the engine

Check whether there is sufficient compressed air in the compressed aircontainers. Unload the engine and run at low load. Shut down the engine. If operational readiness is to be maintained for starting up again soon,

then the pumps must be kept in operation, and the cooling water andlubrication oil must be kept at operating temperature.

If the engine is not to be re-started again soon, shut down the fuelsupply pump.

Leave the pumps for cooling water and lubrication oil to run and coolthe engine at a standstill for approx. 10 minutes (if the pumps areelectrically driven). Then finish the recooling of the fuel.

Close all shut-off valves, particularly those on the gas controlledsystem and the compressed air tanks. Check the manometers!

Lubricating oil system

Starting system

Play

Test run

Steps



3.4.1--01 E 02.98 32/40 DG6634 03103/

Engage the turning gear and attach the warning plate to the operatingstand.

Clean the engine externally and carry out necessary checks. Any faultsshould be removed immediately, even if they appear to be minor.

▲ Attention! If temperatures could occur in the engine or in parts of the cooling system which are below the freezing point of water,then an anti-freeze which also guarantees sufficient anti-corrosion protection must be added to the cooling water. Otherwise cooling

chambers can be exploded by freezing.

Emergency stop

In order to stop the engine as quickly as possible in the case of lack oflubrication or cooling, a stop piston is built into each fuel injection pump,which sets the control rod to zero filling by impinging with compressed air.

In parallel to this, the speed governor is affected in such a way that thecontrolling rod assembly is also set to 0-filling by the controller.

This emergency stop device can be triggered as follows:

1. Automatically by a monitoring device (oil mist detector, cooling waterdetector, engine speed sensor, etc.) or

2. Manually by pressing the emergency stop switch at the operatingstand or the remotely controlled engine control stand.

In both cases, the emergency stop is displayed by a lamp on the operatorstand lighting up and also possibly by an acoustic signal.

In gas mode, the gas supply is stopped by the engine managementsystem if unacceptable operating values occur. This is done through thequick-action valve on the gas valves.



3.4.3--01 E 02.98 32/40 DG6634 02101/

Admissible Outputs and Speeds 3.4.3

Fundamental principles

The following relationships exist between the engine power, the speed, thetorque and the medium effective pressure:

pe 1200 Pe

VH n z and

Md 9550 Pe

n

Where

pe medium effective pressure [bar],Pe effective engine power [kW],VH working volume [dm3],n speed [1/min],Z number of cylinders andMd torque [Nm].

The medium effective pressure corresponds to the average value of thecylinder pressure of the whole four-stroke cycle. It is proportional to thepower and the torque and inversely proportional to the speed. It can becalculated from the known mechanical efficiency mech from the average

value of the indicated pressure:

pe pi mech

Rotary current generators are connected to the synchronous speeds:

n 60 fp

Where

n Nominal engine speed [1 / min],f Network frequency [Hz] and

p Number of pairs of poles.

Stable operating points in the engine only exist when there is a balancebetween power, speed and gas supply or capacity setting of the fuelpumps (charge). The energy supply must correspond to the energyrequirements.

In the case of generator aggregates, the power in isolated operation isdirectly influenced by the users, and in parallel network it is determined bythe respective operating aims.

Changes to the gas supply or the pump charge will only mean a change inpower in the case of generator aggregates. The speed remains constant.

Power, speed ...

Medium pressure

Synchronous speeds

Operating points/characteristiclines



3.4.3--01 E 02.98 32/40 DG6634 02102/

Permitted power and speed

During operation, the maximum speed and torque must be limited on firstexposure to 100%, continuous power in diesel mode to between 0 to100% and in gas mode to > 30 to 100%. This is partly done throughconstructive measures. These must be supplemented by operationtechniques.

These details are approximate values. The values established betweenthe orderer, the planning office and the engine manufacturer are decisivefor the works management.

▲ Attention! Blocking/limitations must not be lifted without first speaking to MAN B&W Diesel AG.

We recommend operating at 60 to 90% of the nominal power. Running incompletely idle mode is only permitted for a maximum of 1 ... 2 hours. Seealso section 3.5.4.

P e Effective engine power n Speed

p e Medium effective pressure

M d Torque

1 Diesel-gas mode 2 Diesel mode

1) Standard value for speed governor offset

Figure 1. Permitted power and speed range



3.4.4--04 E 04.03 32/40 upw6680 03101/

EngineRunning--in 3.4.4

Preconditions

Engines must be run in

during commissioning at site if, after the test run, pistons or bearingswere removed for inspection and/or if the engine was partly or com-pletely disassembled for transport,

on installation of new running gear components, e.g. cylinder liners,pistons, piston rings, main bearings, big-end bearings and piston pinbearings.

on installation of used bearing shells,

after an extended low-load operation (> 500 operating hours).


Surface irregularities on the piston rings and the cylinder liner running sur-face are smoothed out during the running-in process. The process isended when the first piston ring forms a perfect seal towards the combus-tion chamber, i.e. the first piston ring exhibits an even running surfacearound its entire circumference. If the engine is subjected to a higher loadbefore this occurs, the hot exhaust gases will escape between the pistonrings and the cylinder liner running surface. The film of oil will be destroyed

at these locations. The consequence will be material destruction (e.g.scald marks) on the running surface of the rings and the cylinder liner andincreased wear and high oil consumption during subsequent operation.

The duration of the running-in period is influenced by a number of factors,including the condition of the surface of the piston rings and the cylinderliner, the quality of the fuel and lubricating oil and the loading and speed ofthe engine. The running-in periods shown in Figure 1 and 2

respectively are, therefore, for guidance only.

Operating media

Diesel oil or heavy fuel oil can be used for the running-in process. The fuelused must satisfy the quality requirements (Section 3.3) and be appropri-ate for the fuel system layout.The gas that is to be later used under operational conditions is best usedwhen running-in spark-ignited gas engines. Dual-fuel engines are run in indiesel mode using the fuel that will later be used as pilot oil.

The lubricating oil to be used while running-in the engine must satisfy thequality requirements (Section 3.3) relating to the relevant fuel quality.

▲ Attention ! The entire lube oil system is to be rinsed thoroughly

before taking the engine into operation for the first time (see work card 000.03).

Adjustment required

Fuel

Lubricating oil



3.4.4--04 E 04.03 32/40 upw6680 03102/

Running-in the engine

During the entire running-in process, the cylinder lubrication is to beswitched to the “Running-in” mode. This is done at the control cabinetand/or the operator’s panel (under “Manual Operation”) and causes thecylinder lubrication to be activated over the entire load range already whenthe engine is started. The increased oil supply has a favourable effect onthe running-in of the piston rings and pistons. After completion of the run-ning-in process, the cylinder lubrication is to be switched back to “NormalMode”.

During running-in, the bearing temperature and crankcase are to bechecked,

for the first time after 10 minutes of operation at minimum speed, after operational output levels have been reached.

The bearing temperatures (camshaft bearings, big-end and main bearings)are to be measured and compared with those of the neighbouring bear-ings. For this purpose, an electric tracer-type thermometer can be used

as measuring device.

At 85% load and on reaching operational output levels, the operating data(firing pressures, exhaust gas temperatures, charge air pressure, etc.) areto be checked and compared with the acceptance record.

In the case of engines driving generators, the engine speed is, within thespecified period, at first increased up to the nominal speed before load isapplied. During the entire running-in period, the engine output is to remainwithin the output range that has been marked in Figure 1 and 2 re-spectively. Critical speed ranges are to be avoided.

Four-stroke engines are, with a few exceptions, always subjected to a test

run in the manufacturer’s works, so that the engine has been run in, as arule. Nevertheless, repeated running is required after assembly at the finalplace of installation if pistons or bearings were removed for inspectionafter the test run or if the engine was partly or completely disassembled fortransportation.

In case cylinder liners, pistons and/or piston rings are replaced on the oc-casion of overhaul work, the engine has to be run in again. Running-in isalso required if the rings have been replaced on one piston only. Run-ning-in is to be carried out according to Figures 1 and 2 and/or thepertinent explanations.

The cylinder liner requires rehoning according to work card 050.05 unlessit is replaced. A portable honing device can be obtained from one of ourservice bases.

If used bearing shells were refitted or new bearing shells installed, therespective bearings have to be run in. The running-in period should bethree to five hours, applying load in stages. The remarks in the previousparagraphs, especially under “Checks”, as well as Figure 1 and 2

respectively are to be observed.Idling at high speed over an extended period is to be avoided, whereverpossible.

Continuous operation in the low-load range may result in heavy internal

contamination of the engine. Combustion residues from the fuel and lubri-cating oil may deposit on the top-land ring of the piston, in the ring groovesand possibly also in the inlet ducts. Besides, the charge-air and exhaust

Cylinder lubrication

Checks

Standard running-in programme

Running-in during commissioning

at site

Running-in after installation ofnew running gear components

Running-in after refitting usedor installing new bearingshells (main bearing, big-endand piston pin bearing)

Running-in after low-load ope-

ration



3.4.4--04 E 04.03 32/40 upw6680 03103/

piping, the charge-air cooler, the turbocharger and the exhaust gas boilermay become oily.

As also the piston rings will have adapted themselves to the cylinder lineraccording to the loads they have been subjected to, accelerating the en-gine too quickly will result in increased wear and possibly cause othertypes of engine damage (piston ring blow-by, piston seizure).

After prolonged low-load operation (500 operating hours), the engineshould therefore be run in again, starting from the output level, at which ithas been operated, in accordance with the Figures 1 and 2 .Please also refer to the notes in Section 3.5.4 ”Low-load operation”.

Tip! For additional information, the after-sales service department of

MAN B&W Diesel AG or of the licensee will be at your disposal.

Figure 1. Standard running-in programme for stationary and marine auxiliary en-

gines (constant speed) of the 32/40 engine type

Figure 2. Standard running-in programme for stationary engines and marine aux-

iliary engines (constant speed) of the 40/54, 48/60, 58/64 engine types

A Engine speed n M

B Engine output (specified range)

D Running-in period in [h] E Engine speed and output

in [%]

A Engine speed n M B Engine output (specified

range)D Running-in period in [h] E Engine speed and output

in [%]



3.5--01 E 11.976682 01101/

Engine operation II --Control the operating media 3.5

3.1 Prerequisites


3.3 Operating media







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Monitoring the engine/performing routine jobs 3.5.1

Monitoring the engine/performing routine checks

State-of-the-art engine systems normally run automatically using intelligentcontrol and monitoring systems. Hazards and damage are precluded to alarge extent by internal testing routines and monitoring equipment. Regularchecks are nevertheless necessary to identify potential problems at anearly stage and to implement the appropriate preventive measures in time.Moreover, the necessary maintenance work should be done as and whenrequired.

It is the operator’s duty to carry out the checks listed below, at least during

the warranty period. However, they should be continued after the warrantyterm expires. The expense in time and costs is low compared to that in-curred for remedying faults or damage that was not recognised in time.Results, observations and actions taken in connection with such checksare to be entered in an engine log book. Reference values should be de-fined to make an objective assessment of findings possible.

The regular checks should include the following measures:

Assess the operating status of the system, check for alarms and shut-downs,

visual and audible assessment of the systems, checking performance and consumption data,

checking the contents of all tanks containing operating media, checking the most essential engine operating data and ambient condi-

tions, checking the engine, turbocharger, generator/propeller for smooth run-

ning.

In addition to the regular checks, further checks should be made at some-what longer intervals for the following purposes:

Determine the operating hours logged, and verify the balancing of oper-ating times in case of multi-engine systems,

evaluate the number of starting events, check the printers or recording instruments,

check all the relevant operating data, evaluate the stability of the speed governor and control linkage, check for unusual vibrations and extraordinary noise, check all the systems, units and main components for proper perform-

ance, check the condition of operating media.

Regular checks(every hour/daily)

Periodic checks(daily/every week)



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Routine jobs

The following routine jobs are to be carried out at appropriate intervals withdue regard to their importance:

Check the service tanks (diesel fuel and heavy fuel oil) and top up intime. Prior to changeover to another tank, drain the water from the

latter. Never run the service tank completely dry. This would permit air to

enter the piping so that the injection system would have to be vented. Regularly drain or extract water and sludge from the storage tanks.

Otherwise sediments could rise up to the outlet connection level. Clean the filters and separators at regular intervals. Ensure cleanliness during fuel pumping. Perform a spot test of the fuel

on every bunkering (see work card 000.05) and keep these togetherwith the engine operating data logs. The fuel has to meet the qualityspecifications.

Engines operated on heavy fuel oil:

Heat the heavy fuel oil to a temperature at which the prescribed viscos-ity will be attained at the entry into the injection pumps. Refer to Fig-ure 1. Supplementary information is given in the viscosity/ temperature diagram, Section 3.3.4

Figure 1. Viscosity/temperature diagram (reduced version)

Do not mix heavy fuel oils of different viscosities, and do not blendheavy fuel oil with distillate as instability may occur and cause engineoperating trouble.

Subject the heavy fuel oil to one-stage or two-stage separation, de-pending on the system layout.

Check the lube oil level in the service tank and top up if necessary. Check the lube oil temperatures upstream and downstream of the

cooler. Monitor the lube oil pressure at the control stand and, if necessary, ad-

just it to the specified service pressure. If the oil pressure rises abovenormal when starting the cold engine, this is of no significance as theoil pressure will drop to the specified service pressure as the oil heats

up.▲ Attention! The engine must be shut down immediately if the oil pressure drops.

Fuel oil system

Lube oil system



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Engine Log Book 3.5.2

Classification societies and some monitoring authorities demand that amachine log book be kept. We recommend that you keep the results ofyour check patrols in a machine log book, in spite of any printers andrecorders you may already possess. Observations and dealings can alsobe noted here as well as any necessary actions. It is also sensible to enter

measurement and test results, changes in operating media and recharging of operating media, experiences and conclusions from maintenance and repair work

in the machine log book. It is up to the works manager/Chief Engineer tomake a useful tool or an important instrument out of the machine log book.

As there are many ways of organising the content of the machine logbook, we have not made any suggestions on its layout. We are, however,very willing to support you in this and to help you in establishing referencevalues. The prime sources of information should be the test run andcommissioning logs as well as the ”List of measurement and controldevices”.

High quality experiences/bases for decisions can be gained if importantoperating values, times laid up or actions are not only noted but alsorepresented over time. In this, diagrams similar to that in Fig. 1 can beused. This procedure is a simple way of showing an analysis of trends asan overview.

Figure 1. Diagrams for showing trends



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Load curve during acceleration 3.5.3

It is not permitted to apply load to and withdraw load from Diesel and Dual-fuel engines as quickly as desired. Instead, allowance is to be made for

thermal and mechanical loads exhaust gas coloration and the turbocharger capacity.

On stationary engines with the systems cooled down, 45 ... 60 minutesshould be allowed to expire until they are loaded at the rated output. If theengine is at operating temperature, or has at least been preheated (oiltemperature 40C, engine cooling water temperature 60C) the loadcan be applied faster (see Figure 1). The load depends on the prevailingtemperature and on the layout of the plant.

1 Engine speed

2 Engine rating 3 Operation on Diesel oil 4 Dual-fuel operation

P e Engine rating n Speed t Time

Figure 1. Power-increase-times with the engine preheated/at operating temperature

Stationary engines



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Minimum temperatures

Intake air (Diesel)Lube oilEngine cooling water

5C40C60C

Power-increase-times Duration

Engine start and acceleration up to 100% engine speed (Diesel)Loading up to 35% (Diesel)Warming up engine to operating temperature (Diesel)Loading up to 100% load (Dual-fuel)

1 ... 3 min3.5 ... 7 min5 ... 12 min

6.5 ... 13 min

Time up to change over to dual-fuel operation since engine startTime up to change over to dual-fuel operation since loadingTime up to full load since engine startTime up to full load since loading

9.5 ... 22 min8.5 ... 19 min16 ... 35 min15 ... 32 min

Table 1. Numerical values to Figure 1

In case of manned engine operation, the engine room staff is responsiblefor the observation of load application requirements. For remotely control-led engines, the loading programs for normal and emergency manoeuvringhave to be integrated in the remote control scope. Such integration has tobe agreed between the buyer, the control box supplier and the engine sup-plier.



3.5.4--01 E 02.98 32/40 DG, 48/60 DG6634 01101/

Part load operation 3.5.4

The ideal operating conditions for the engine prevail under even loading at60% to 90% of the full load output. All the systems have been rated forthis range and/or the maximum rating. In the idling mode, or duringlow-load engine operation, combustion in the cylinders is not ideal,because of the low quantities of fuel injected. Deposits are building up inthe combustion space, with contamination of the cylinders and negativeeffects on the exhaust. Moreover, in part load operation the cooling watertemperatures cannot be regulated optimally.

Engines are genuinely better equipped for part load operation if

they have special part load cams on a shiftable camshaft and/or they have a two-stage charge air cooler, the second stage of which can

be switched off for operating data improvement.For the part load operation on Diesel fuel oil the following rules are valid:

A continous operation below 15 % of load is to be avoided, if possible.If this is absolutely necessary, MAN B&W Diesel AG has to beconsulted for special arrangements (e.g. using part load inyectionnozzles).

A no-load operation, especially with nominal speed (generatoroperation) is only permitted for a maximum period of 1 ... 2 hours.

No limitations are required for loads 15%.

For loads 30%, changing to operation on diesel-gas is advisable.

Preliminary remarks

Better conditions

Operation on Diesel fuel oil



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Determine the engine output anddesign point 3.5.5

Preliminary remarks

The engine output is one of the most important operating parameters. Itserves as a standard for assessing the economic efficiency and reliabilityof the engine but also as a reference value for judging other operatingvalues. Combinations of outputs and associated speeds or speeds andassociated fuel pump admission settings provide design points. Theposition of such design points permits conclusions to be drawn on

alterations in resistance (of the ship), losses, leakages, damage, and

the efficiency of the injection system, turbocharging system and chargerenewal system.

In the case of older engines (> 30 000 hours of operation), reliable con-clusions are only possible at design points for which all three above-men-tioned parameters are known. Further relevant operating values may haveto be taken into consideration to guarantee a correct judgement.

How to proceed

The effective engine output Pe cannot be easily measured on marine pro-

pulsion engines. For this purpose, it would be necessary to measure thetorque. In the case of medium-speed four-stroke Diesel engines, the indi-cated output Pi cannot be determined from indicator diagrams either.

Alternatively, the design point of interest can be determined from thespeed and the mean value of the pump admission settings. From this,conclusions can be drawn on the corresponding effective output. A pre-requisite, however, is that the same fuel is used and that the fuel tempera-ture is the same.

The effective engine output for generator sets can be determined relativelyprecisely from the effective generator output Pw, which is measured con-tinually, and from the generator efficiency gen, which varies but slightly

within the usual operating range. This method, however, does not permitany judgement to be made of changes that may occur on the engine orgenerator. As an alternative or additional method, design points can bedetermined as outlined above, and the results obtained can be compared.

Preparatory work

The mean value of pump admission settings plotted over the output is re-corded during the engine works trials and included in the acceptance cer-tificate in the form of a curve, both for marine and stationary engines. Inthe case of marine engines, this data is also entered on an additional

sheet together with three propeller curves. The diagram corresponds toFigure 1 . For determining the design point and the engine output, thediagram of the acceptance certificate relating to the respective plant is,therefore, to be used.

In the case of marine

propulsion engines

In the case of Diesel generatorsets



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This information permits the engine output to be determined and anassessment to be made of the design points. It is necessary for thispurpose that in the case of marine propulsion engines the engine speedsand fuel pump admission settings are recorded simultaneously and exactlyduring sea trials and immediately afterwards with the ship loaded. Thisshould be done at varying engine outputs, under normal operating andweather conditions, and with the fuel intended to be used for continuousoperation. In the case of ships equipped with a controllable-pitch propeller,it must be ensured that the propeller pitch is the same. The design pointsdetermined this way are also to be entered in the form. They serve asreference values for assessing parameters determined later on.Intermediate values have to be interpolated in accordance with thediagram contained in the acceptance certificate.

For stationary engines, only the pump admission settings of theacceptance certificate are to be copied into the form sheet.

Important! Diesel fuel oil (MDO) or gas oil (MGO) is used for the engine trials as a rule. In heavy fuel oil (HFO) operation, pump admission settings are approximately the same.

Determining the design point and the engine output

Determining the design point and the engine output are to be carried outanalogously using the example shown in Figure 1 , where:

Engine type XY,Rated output 6200 kW,Rated speed 450 rpm.

Steps required:

Measure the speed and the fuel pump admission setting. The followinghave been determined:

Speed 432 rpm,Pump setting 59 mm.

Convert the measured speed value into a percentage of the ratedspeed, which in this case will be 96%.

Look up the speed point (96%) on the speed coordinate and project itvertically upwards.

Determine the admission value (59 mm) on the fuel admission scale,and project it parallel to the closest admission line (arrow) up to thespeed line. Point of intersection = design point.

Draw a horizontal through the intersection up to the output coordinateand determine the value, which in this case will be 86%. Determine the corresponding engine output.

86% x 6200 kW100%

5330 kW

1 Limiting curve for output 2 Recommended combinator

curve 3 Zero-thrust curve 4 Range of open blow-off flap

5 100s%-torque and 100%-mean-effective- pressure line

6 Constant-fuel-admission lines

7 Range of open blow-by flap

8 Range, in which the charge air is preheated

Table 1. Legend of Figure 1

Example (marine propulsionengine)

Steps



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Figure 1. Diagram for determining the design point and engine output (example)

Diagram prepared as required, characteristic design points added,

matched to the usual fuel oil.

Prerequisites



3.5.5--01 E 09.02 32/40 upw6680 04104/

In the case of generator sets, the method can be applied analogously.Design points are in this case only found on the 100%-speed line, or closeto it.

Evaluation of results

The design point that has been determined has to be within the admissibleservice range. For marine propulsion engines, at least with a new vesseland new engine, therefore, it has to be to the right of the theoretical pro-peller curve.

The design of the propulsion system is in order if admission settings areas follows, with the system new and at rated speed:

Fixed-pitch propeller 85 -- 90%,Controllable-pitch propeller 85 -- 100%,Diesel generator sets 100%.

Refer to Section 3.4 - Permissible outputs and speeds.

The shifting of design points towards the left, with the other basic condi-tions being the same, is attributable to the increased resistance of theship’s hull, propeller modifications (larger diameter, increased pitch) or pro-peller defects.

Shifting of design points in an upward direction (higher admission settings)is attributable to lighter fuels, higher preheating temperatures, functionalinadequacies or wear in the injection system, or functional inadequacies inthe turbocharging/charge renewal systems. Provided normal fuels areused and the heating and cleaning equipment is in order, the wear on injection pump plungers and guides will only take effect after prolongedtimes of operation ( 30.000 operating hours).

Since there are numerous potential influencing factors, whose effects can-not be easily determined, we recommend that in case of doubt you contactthe nearest service center or the service head office of MAN B&W DieselAG, Augsburg.

Economically efficient outputs and speeds

The usual test run/commissioning programme of marine main engines notonly includes the determination of engine speeds and fuel pump admissionsettings as described under “Preparatory work”, but also the speeds that

are reached and the corresponding fuel consumption rates. The set ofdata:

engine speed/admission setting, ship’s speed, and fuel oil consumption

is necessary for taking operational/economic decisions. Based on thisdata, reliable answers can be given to questions such as

what amount of fuel is needed if the distance A is desired to betravelled at the speed B, or

at what speed (economic speed) will the greatest cruising range becovered for a given amount of fuel.

Generator sets



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Condensed water in charge air pipesand pressure vessels 3.5.9

Background

Air contains finely dispersed water in the form of steam. Some of thiswater condenses out as the air is compressed and cooled by theturbocharger and charge air cooler, and this also happens with thecompressed air in air vessels. Condensation increases as

the air temperature rises, the air humidity rises, the charge air pressure rises, and the charge air temperature drops.

Up to 1000 kg of water per hour can accumulate under certain conditions,and on large engines, in the charge air pipe downstream of the charge aircooler. This is due to the large volume of air and the relatively high chargeair pressures.

The amount of water accumulating in air vessels is much less, hardly inexcess of 5 kg per charge.

The amount of condensed water should be reduced as far as possible.Water must not enter the engine.

▲ Attention! Water draining of the charge air pipe must work

properly. Water should be drained from the air vessels after filling and before the air is used.

Nomogram to determine the amount of condensed water

Using the nomogram in Figure 1, the amount of water can be determinedwhich condenses in the air pipe or in a pressure vessel as the air iscompressed and cooled. The principle of this method is described by twoexamples which follow.



3.5.9--01 E 11.98 32/40 upw6680 03102/

Figure 1. Nomogram for determining the amount of condensed water in charge air pipes and pressure vessels

Example 1 -- Determine the amount of water accumulating in the charge air pipe

Ambient air temperature 35 C,Relative air humidity 90%.

The corresponding point of intersection in the diagram is the point I, i.e.

the original water concentration is 0.033 kg of water/kg of air.

Charge air temperaturedownstream of cooler 50 C,Charge air pressure (overpressure) 2.6 bar.

The resultant point of intersection in the diagram is point II, i.e.

the reduced water content 0.021 kg of water/kg of air.

The difference between I and II is the condensed water amount A.

A I II 0.033 0.021 0.012 kg of water/kg of air.

1st step

2nd step

3rd step



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Multiplied by the engine output and the specific rate of air flow, the amountof water accumulating in one hour, QA is obtained.

Engine output P 12,400 kW,specific air flow rate le* 7.1 kg/kWh.

QA A P le 0.012 12, 400 7.1 1.055 kg water/h1 t water/h.

Example 2 -- Determine the amount of water condensing in the compressed air vessel

Ambient air temperature 35 C,Relative air humidity 90%.

The resultant point of intersection in the diagram is point I, i.e.

the original water content 0.033 kg of water/kg of air.

Temperature T of the air in the vessel 40 C = 313 K,

Pressure in the vessel (overpressure) pü 30 bar, entsprechendabsolute pressure Pabs 31 bar or 31 105 Nm2.

The resultant point of intersection in the diagram is point III, i.e.

the reduced water content is 0.0015 kg of water/kg of air.

The difference between I and III is the condensed water amount B.

B I III 0.033 0.0015 0.0315 kg of water/kg of air.

Multiplied by the air volume m in the vessel, the amount of water, QB, isobtained which accumulates as the pressure vessel is filled.

QB B m.

m is calculated as follows:

m p VR T

.

LegendAbsolute pressure in the vessel, pabs 31 105 Nm2,volume V of the pressure vessel 4000 dm3 = 4 m3,gas constant R for air 287 Nm/kgK,temperature T of the air in the vessel 40 C = 313 K.

m 31 105 4287 313

138 kg of air.

Final result

QB B m 0.0315 138 kg 4.35 kg of water.

* The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water volume, thefollowing approximate values can be used:

Four-stroke engines approx. 7.0 ... 7.5 kg/kWh,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Two-stroke engines approx. 9.5 kg/kWh.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4th step

1st step

2nd step

3rd step

4th step



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Load application 3.5.10

Isolated operation

Large applications of load, such as occur in a ship’s auxiliary engine in theship network or in stationary engines in isolated operation, cannot be dealtwith in one step. According to the International Association ofClassification Societies (IACS) and the internationally valid standard ISO8528-5, applications of load must be carried out in stages. See Figure 1.The number of stages and their level depend on the effective mediumpressure of the engine.

1 1. Stage 2 2. Stage 3 3. Stage

P e Application of load as a % of continuous power

p e medium effective pressure in continuous power

Figure 1. Application of load in stages according to IACS and ISO 8528-5

For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressuresbetween 21.9 ... 24.9 bar, the following load stages apply:

1. Stage 33%,2. Stage 23%,3. Stage 18%,4. Stage 26%.

Larger load stages can possibly be achieved using special layouts. Thesewill require the written agreement of MAN B&W Diesel AG.

The diagram in Figure 2 applies for applications of load based on thecurrent value.

Application of load dependenton medium pressure

Application of load dependenton the actual power



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1 Maximum application of load

2 Usable in short term 3 Not usable

(control reserve)

P e Application of load P e Constant load

Reference pressure p e

= 24.8 bar

Figure 2. Application of load dependent on the current power

In keeping to this maximum load connection rate, the demands of theclassification associations can be safely fulfilled. These are (at 11/97):

the dynamic speed onset as a % of the nominal speed 10%,the remaining speed change as a % of the nominal speed 5%,the settling time until intake to tolerance band +/-- 1%of the nominal speed 5 sec.

Even at load shedding of up to 100% of the nominal power, the followingcan be guaranteed:

Dynamic speed change as a % of the nominal speed 10%,remaining speed change as a % of the nominal speed 5%.

Details of the connecting of load and load shedding must be agreed withMAN B&W Diesel AG in the planning stage. They require approval.

Parallel network mode

In parallel mode with engines using other high power current generators,basic jumps in load do not occur. The course of engine loading is notdetermined here through external influences but through its ownmeasurements. The loading/unloading of the engine are controlled by theregulations in section 3.5.3.

Load shedding



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Engine operation III --Operating faults 3.6

3.1 Prerequisites


3.3 Operating media







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Faults/Deficienciesand their causes (Trouble Shooting) 3.6.1

Preliminary remarks

Tables 1-3 contain a selection of potential operating faults and theirpossible causes. They are intended to contribute to reliable fault diagnosisand efficient elimination of their causes.

Faults are subdivided into three categories:

Engine start/engine operation, operating data, and other problems.

In most cases, the causes of faults cannot be definitely traced in the firststep. There are usually several possible causes. The most probable causemust be determined from the points listed, giving due consideration to

characteristic appearances, time as well as technical factors, and personal experience.

The “Info” column contains references to sections in the operating instruc-tions and work cards. Using the key numbers in the “Code” column, thetable can also be used in asking ”What will happen if...”.

Key number 15, for example, occurs in the tables in three places (identi-

fied by ). This means: If the injection timing lies too far in the ”late” direc-tion, the following effects are possible:

the engine will not come up to full power/speed, the exhaust temperatures will be too high and the exhaust gas plume will be visible and of dark colour.

Please be aware that the turbocharger operating instructions contain anown table for trouble shooting.

The order of entries does not allow any conclusions on the probability ofany cause. The order rather follows the principle: Causes related to oper-ating media and operating media systems in the first place, followed by

engine, turbocharger, and possibly ship.

Trouble shooting usingTables 1-3

Classification

”Info” and “Code” columns

Example

Trouble shooting on the turbo-charger

Order of entries



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Trouble shooting “Engine start/engine operation”

Fault/System Causes Info Code

Crankshaft does not turn on starting up, turns too slowly, swings back

Compressed air system Pressure in compressed air tank too low 01

Compressed-air starter defective 96

Control and monitoringsystem

Faults in pneumatic or electronic control system 63

Remote start is blocked 83

Turning gear Turning gear not completely disengaged 79

Engine reaches ignition speed but no ignition takes place

Fuel Fuel quality inadequate 3.3 09

Fuel system Fuel tank empty 06

Fuel system not vented 07

Injection pumps do not deliver fuel 2.4, 200.xx 08Fuel pressure before fuel injection pump too low,delivery pump defective

2.4, 2.5 12

Fuel oil filter clogged 13

Injection pump/injection pumpdrive

Excessive clearance between injection pump plungerand pump cylinder

2.5, 200.xx 16

Speed control system Speed governor/booster defective/faulty/misadjusted 140.xx 56

Pick-up defective (32/40 engine) 140.xx, 400.xx 78


Fuel admission release missing/too low 65

Fault in pneumatic or electronic control system 63

Cylinders ignite irregularly


Water in the fuel 3.3, 000.05 10

Fuel system Fuel system not vented 07

Fuel pressure before fuel injection pump too low,delivery pump defective

2.4, 2.5 12


Injection valve Injection valves defective 221.xx 20

Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springbroken, valves not tight

113.xx, 114.xx 26

Engine does not reach full power or speed


Water in the fuel 3.3, 000.05 10

Fuel viscosity too low, fuel overheated 3.3 66



2.4, 2.5 12


Injection timing adjustment Injection timing too late (only in engines withautomatic injection timing adjustment)

2.4, 120.xx,200.xx

15


Excessive clearance between injection pump plungerand pump cylinder

2.5, 200.xx 16

Injection pump plunger sticking, spring broken 200.xx 17



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Fault/System Code Info Causes

Control rod, regulating sleeve or pump elementsticking

200.xx 18

Pressure valve in the fuel injection pump not tight 200.xx 19

Injection valves Injection valves defective 221.xx 20

Nozzle orifices or injection pipe clogged 221.xx 21

Speed governor/control

linkage

Speed governor/booster defective/faulty/misadjusted 140.xx 56

Setting of governor or control linkage spoiled 2.4, 140.xx 22

Control linkage sluggish or stuck 203.xx 23

Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken,valves not tight

113.xx, 114.xx 26


Fuel admission release missing/too low 65

Speed release too low 89

Engine management system Gas valve control faulty 97

Turbocharger Turbocharger fouled or defective 500.xx 49

Ship In the case of marine propulsion engines: Propellerdamaged or marine growth on the hull

45

Irregular engine operation, knocking

Gas system Methane number too low 99


Fuel pressure before injection pump too low, deliverypump defective

2.4, 2.5 12


Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25

Injection timing adjustment Injection timing too early (only in engines withautomatic injection timing adjustment)

2.4, 120.xx,200.xx

14

Injection pump/injection pumpdrive Injection pump plunger sticking, spring broken 200.xx 17



113.xx, 114.xx 26

Excessive valve clearance 113.xx, 114.xx 90

Engine management system Gas valve control faulty 97

Charge-air bypass faulty 98



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Fault/System Code Info Causes

Engine running at fluctuating speeds

Fuel Air in the fuel 75

Fuel system Fuel pressure before injection pump too low, deliverypump defective

2.4, 2.5 12

Speed governor/control

linkage

Governor setting spoiled, control linkage worn out 2.4, 140.xx 22



Pick-up defective (32/40 engine) 140.xx, 400.xx 78



200.xx 18


Reference value for speed unstable (airleakage/electrical signal)

58

Engine speed drops, engine stops

Gas system Lack of fuel 100

Fuel Water in the fuel 3.3, 000.05 10Fuel system Fuel tank empty 06

Fuel pressure before injection pump too low, deliverypump defective

2.4, 2.5 12



Speed governor/controllinkage

Reference value for speed missing 59



Shut-off device triggered 2.4, 203.xx 24

Overspeed protection triggered

Speed governor/controllinkage


Speed governor - ”Dynamics” incorrectly adjusted 140.xx 57



Overspeed relay defective 85

Exhaust gas plume sooty, dark


Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25Charge-air system Charge air too cold 2.5 73

Charge-air cooler fouled (excessive differentialpressure)

2.5, 322.xx 53

Injection timing adjustment Injection timing too late (only in engines withautomatic injection timing adjustment)

2.4, 120.xx,200.xx

15


Fuel injection pump, baffle screws worn out 200.xx 69



113.xx, 114.xx 26


Fuel admission limitation too high (marine propulsionengines - only in manoeuvring mode)

64


Air intake filter clogged (lack of air) 91



3.6.1--03 E 04.02 32/40 DF6680 09105/

Fault/System Causes Info Code

Exhaust gas plume bluish

Fuel Water in the fuel 3.3, 000.05 10

Lubricating oil system Oil level in the oil sump too high (wet oil sump) 34

Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28

Piston rings stuck or broken 034.xx 32

Turbocharger Turbocharger over-lubricated 500.xx 92

Noise from valve or injection pump drive (noise is speed-dependent)

Injection pump/ injection pump drive


Drive roller defective or spring broken 111.xx, 200.xx 46


113.xx, 114.xx 26

Excessive valve clearance 113.xx, 114.xx 90

Smoke issuing from crankcase/crankcase venting, hollow-sounding noises coming from the crankcase

Lubricating oil Water content too high 3.3, 000.05 81Engine Crankcase venting blocked 93

Piston/piston rings Piston rings stuck or broken 034.xx 32

Running gear/crankshaft Piston or bearing running hot or starting to seize 2.4, 3.5 31

Oil mist detector triggered

Oil mist detector Sensitivity wrongly set 76

Condensed water in measuring unit (if engine roomfans blow cold air against the detector)

77

Lubricating oil Lubricating oil -- water content too high 3.3, 000.05 81

Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28Running gear/crankshaft Piston or bearing running hot or starting to seize 2.4, 3.5 31

Splash-oil monitoring system triggered

Lubricating oil Lubricating oil temperature too high 104

Lubricating oil -- temperature deviation from the meanvalue excessive

105

Running gear/crankshaft Piston or bearing running hot or starting to seize 2.4, 3.5 31

Table 1. Faults and their causes/trouble shooting -- Part 1 -- “Engine start/engine operation”



3.6.1--03 E 04.02 32/40 DF6680 09106/

Trouble shooting -- “Operating data”

Fault Causes Info Code

Cooling water temperature too high

Cooling water system(HT system)

Lack of cooling water, or air in the cooling watersystem

42

Cooling water spaces and/or cooler fouled 000.08 43

Cooling water pump defective 44

Temperature controller defective 47

Preheating device active 87



Indicating instrument or connecting cable defective 39

Cooling water pressure too low

Cooling water system(HT system) Cooling water level in the storage tank too low 70

Leakage in the system 71

Pipes clogged, components blocked 74


Stand-by pump not started 82



Pressure switch/transducer defective 61

Lubricating oil temperature too high

Cooling water system(recooling system) Lack of cooling water, or air in the cooling watersystem 42




Preheating device active 87



Lubricating oil pressure too low

Lubricating oil system Lack of oil in the service tank 35

Overpressure valve of lube oil pump, spring broken 36Pressure regulating valve defective 60

Lubricating oil pipe not tight 37

Lubricating oil pipe clogged 80

Lubricating oil filter clogged 38

Lubricating oil pump defective 41

Stand-by pump not started 82



Pressure switch/transducer defective 61



3.6.1--03 E 04.02 32/40 DF6680 09107/

Fault Code Info Causes

Gas pressure too low

Gas system Gas supply faulty 101

Gas controlled system faulty 102

Gas filter blocked 103

Exhaust gas temperature (level deviation or change in average)

Fuel system Fuel pressure before fuel injection pump too low,delivery pump defective

2.4, 2.5 12


Charge-air system Charge-air temperature too high, charge-air pressuretoo low

2.5 48

Fault in the bypassing system 62

Injection timing adjustment Injection timing too late (only engines with automaticinjection timing adjustment)

2.4, 120.xx,200.xx

15


Injection pump Fuel injection pump - incorrect setting 67

Fuel injection pump defective 68Cylinder head Cylinder head - inlet duct fouled 055.xx 88


113.xx, 114.xx 26



Temperature sensor defective 84

Cabling/connections defective/faulty 86


Ship In the case of marine propulsion engines: propellerdamaged or marine growth on the hull

45

Charge-air temperature too high

Air intake system/charge-airsystem

Intake temperature too high 2.5 50

Cooling water system(LT system)

Lack of cooling water, or air in the cooling watersystem

42





Charge-air temperature control (Allumatic/CHATCO)faulty

94

Indicating instrument or connecting cable defective 39Temperature sensor defective 84




3.6.1--03 E 04.02 32/40 DF6680 09108/

Fault Code Info Causes

Charge-air pressure too low

Air intake system/ charge-air system

Intake temperature too high 2.5 50

Charge-air cooler fouled (excessive differentialpressure)

2.5, 322.xx 53

Leakages on the air and exhaust gas side 52Exhaust gas system Exhaust gas back pressure too high (exhaust gasboiler fouled)

2.5 54

Injection timing adjustment Injection timing too early (only engines with automaticinjection timing adjustment)

2.4, 120.xx,200.xx

14



Turbocharger Air filter, compressor/turbine side of the turbochargerfouled/damaged

500.xx 51

Main bearing temperature too high

Main bearing Bearing damaged, lubrication faulty 021.xx 72

Engine Alignment/foundation faulty 000.09, 012.xx 95Control and monitoringsystem

Temperature sensor defective 84


Table 2. Faults and their causes/trouble shooting -- Part 2 -- “Operating data”



3.6.1--03 E 04.02 32/40 DF6680 09109/

Trouble shooting “Other problems”

Fault Causes Info Code

Control linkage of injection pumps sluggish/blocked

Speed governor/ control linkage

Governor or control linkage setting spoiled 2.4, 140.xx 22

Control linkage sluggish or jammed 203.xx 23


Shut-down device triggered 2.4, 203.xx 24

Injection pump delivery erratic

Fuel Fuel viscosity too low, fuel overheated 3.3 66


Fuel too cold, congealed in the pipes (heavy fuel oil) 3.3 11


2.4, 2.5 12


Injection pump/ injection pump drive


Pressure valve in the injection pump not tight 200.xx 19


200.xx 18

Table 3. Faults and their causes/trouble shooting -- Part 3 -- “Other problems”



3.6.4--01 E 01.98 32/40 upw6680 02101/

Failure of the electrical mains supply(Black out) 3.6.4

The term “black out” designates the sudden failure of the electrical mainssupply. As a result, the cooling water, lube oil and fuel oil supply pumpswill fail, too, unless they are driven by the engine proper. However, othervital supply equipment and measuring, control and regulating units areaffected, too.

If black out occurs at high engine output, the cooling water which now isno longer circulating is heated by engine components that are subject tohigh thermal loading, and steam bubbles may form locally. Therefore, becareful with venting and discharge pipes!

▲ Attention! No matter whether automatically controlled or manually operated engines are concerned, it must be ensured that

the engine is stopped immediately on black out.

This applies to all cases, where the pumps cannot start operation againwithin a few seconds, which is possible if a spare unit automatically takesover the electric power supply. This emergency stop process can, in thecase of marine main engines, be cancelled for a limited period of time, atthe worst, according to the requirement “ship takes precedence overengine”. On engines with disengaging coupling, the engines are to bedisconnected. On ships equipped with a controllable--pitch propeller, thepitch is to be set to zero immediately in order to prevent propeller reversepower. These processes must automatically be triggered in case ofdecreasing lube oil pressure.

The oil supply of engines equipped with a directly connected,engine-driven lube oil pump (and an electrically driven stand-by pump) ismaintained by this pump on black out.

Marine engines, which are equipped with two electrically driven lube oilpumps, involving the potential risk that the engine is operated on reversepower while the ship is gradually run down, are to be equipped with anemergency lubrication oil tank. From this elevated tank, the oil supply is tobe ensured (temporarily) during this phase.

Stationary engines equipped with two electrically driven pumps are set to“Zero” admission on black out. Emergency lubrication of the engine duringthe relatively short (1 ... 3 minutes) coasting without load is dispensed with

as a rule.

The turbocharger(s) is/are supplied with oil for some time during therun-down period from an attached oil tank on rigidly mounted engines, orfrom a separate oil tank is case of resiliently mounted engines, irrespectiveof the lube oil system layout.

After the normal supply of electrical power has been restored, the pumpsand ventilators have to be started automatically and in the order as stated:

1. Lube oil pump and fuel oil supply pump,2. cooling water pump,3. engine room ventilation system,

4. sea water pump.▲ Attention! Under no circumstances must the engine be allowed to start up automatically after black out.

Stop the engine immediately

Emergency lubrication equip-ment

Automatically operated systems



3.6.4--01 E 01.98 32/40 upw6680 02102/

The blocked fuel supply pumps are reset as soon as the cooling waterpump and the lube oil pump have started. The control lever of theautomatic control system is to be set to STOP and only then is the engineallowed to be restarted and load to be applied gradually in accordance withthe automatic acceleration programme.

Manually operated engines have to be immediately stopped after black outso as to avoid severe damage as a result of lubrication failure or thermaloverloading. After the electrical power supply has been restored, proceedas in the case of automatic operation. It is essential in this case, too, thatthe engine is restarted and load is applied gradually.

In the course of engine commssioning, black out is frequently caused onpurpose to test the behaviour of the engine and the reaction of theshut--down device. In order not to overstrain the engine, this testing is onlyallowed to be made at an engine speed below approx. 50 % and/or anoutput below approx. 15 %.

Depending on the load at which the engine was being operated prior to thesudden shut-down, the cooling water which then is no longer circulating isheated to high temperatures by the hot engine components, possibly

leading to the accumulation of steam in the cooling spaces of the cylinderhead.

Preferably, engine restarting should therefore be postponed until theengine has cooled down. Since this will be possible in exceptional casesonly, proceed with the restarting as follows, so as to preclude damage bythermal shocks:

1. Interrupt recooling by bypassing the freshwater cooler.2. Temporarily switch on the cooling water pump initially to ensure that

water at relatively low temperatures from the pipelines slowly mixeswith the hot water in the engine.

3. Switch on the cooling water and lube oil pumps.4. Start the engine.

5. Switch the recooling system on again.

Manually operated engine plants

Black-out-Test

Putting into operation of theengine after black out



3.6.6--01 E 11.99 32/406680 01101/

Failure of the speed control system 3.6.6

If the speed control system fails and in the case of unsuccessful RESETcaused by

missing or faulty input signals, internal faults or failure in the voltage supply,

stationary engines and/or main marine engines in generator operation re-quire an engine emergency stop, which is usually effected by the governoremergency stop function. The governor shaft is turned to “Zero“ admis-sion. If the emergency stop function of the governor is suppressed, theengine has, alternatively, to be stopped by the emergency stop device ofthe fuel pumps.

▲▲ Caution! Engine operation without an operational governor is not permitted, as a sudden load relieve, e.g. by de-excitation of the generator, may cause impermissible overspeed and thus a break of running gear parts or destruction of the driven engine.

In most cases it is correct

to stop the engine, to search the fault, to eliminate the source of the fault systematically, and not to restart the engine before this has been done.

In this connection, the fault flags in level 4, list 2 are to be interrogatedusing a hand-held programming unit, starting with parameter 3000. Thosewhich are set to “1“ have to be eliminated by means of the trouble-shoot-ing instructions included in the manufacturer’s brochures (see Volume D).If unsuccessful, contact MAN B&W Diesel AG.

As the process required for disturbance elimination may take some timeand, at worst, remain unsuccessful, main marine engines are equippedwith an additional device permitting emergency operation. It consists of alever, which is rigidly clamped onto the governor shaft, a travel limitationand an actuation lever, which is only mounted in an emergency case asmentioned above. Using the actuation lever, the governor shaft can beturned and fixed in the required position. For further details, please see

work card 203.01 included in Volume B2.

Behaviour in the case ofstationary engines and/ormain marine enginesin generator operation

Emergency operation in the caseof main marine engines withdirect propeller drive



3.6.7--01 E 04.01 32/40 upw6680 01101/

Behaviour in caseoperating values are exceeded/alarms are released 3.6.7

General remarks

Operating values, e.g. temperatures, pressures, flow resistances and allother safety--relevant values/characteristics, must be kept within the rangeof nominal values. Limit values must not be exceeded. Binding referencevalues are contained in the test run and commissioning records (inVolume B5) and in the “List of measuring and control devices” (inVolume D).

Depending on the extent to which values are exceeded and on thepotential risks, alarms, reduction or stop signals are released for the more

important operating values. This is effected by means of the alarm systemand the safety controls. Reduction signals cause a reduction of the engineoutput on vessel plants. This is effected by reducing the pitch ofcontrollable--pitch propeller plants. Stop signals cause an engine stop.

Acoustic or visual warnings can be acknowledged. The displays remainactive until the malfunction is eliminated. Reduction or stop signals can inthe case of vessel plants be suppressed by means of the override functionof the valuation “ship takes precedence over engine”. For stationaryplants, this possibility is not provided.

For fixing the alarm and the safety--relevant limit values, the requirementsof the classification societies and the own assessment are decisive.

Stop criteria are, e.g., overspeed, too low lube oil pressure and too hightemperatures of the main bearing. In case the oil mist detector reacts, astop is usually effected as well. The occurrence of too high cooling watertemperatures causes a reduction in output of vessel plants.

Legal situation

Alarm, reduction and safety signals serve the purpose of warning againstdangers or of avoiding them. Their causes are to be traced with thenecessary care. The sources of malfunctions are to be eliminatedconsistently. They must not be ignored or suppressed, except oninstructions from the management or in cases of a more severe danger.

▲▲ Caution! Ignoring or suppressing of alarms, the cancellation of reduction and stop signals is highly dangerous, both for persons and for the technical equipment.

Liability claims for damages due to exceeded nominal values andsupressed or ignored alarm and safety signals respectively, can in no casebe accepted.

Operating values/limit values

Alarms, reduction and stopsignals

Behaviour in emergency cases --technical possibilities

Fixing alarm and limit values

Examples



3.6.8--01 E 06.99 32/40 upw6680 02101/

Procedures ontriggering of oil mist alarm 3.6.8

What should be done?

The oil mist concentration in the crankcase is monitored by an oil mistdetector. It increases in cases of damage to bearings and piston seizuresand in the case of blow-through from the combustion chamber. In thesecases, an alarm is triggered and the red alarm LED starts to flash on theoil mist detector.

▲▲▲ Danger! When the oil mist concentration is too high, there is acute danger to people and property. An explosion in the crankcase may occur, and the engine, crankshaft and running gear

components may be seriously damaged.

▲▲ Warning! When the oil mist concentration is too high, the engine is switched off by the safety controls. If this does not occur or if this is not planned, then the engine must be switched off manually. This must be done within a matter of seconds.

If the oil mist detectors are not functioning correctly, the engine is notmonitored. Damage which starts to occur cannot be recognised or onlyrecognised too late.

Tests after an oil mist alarm/engine stop

After an oil mist detector alarm occurs, the function of the oil mist detectormust be tested according to the manufacturer’s operating instructions. Theengine must not be restarted for testing.

The measuring cell should be checked for traces of water as part of thesetests, as water vapour can trigger a false alarm. The measuring cell shouldbe cleaned if traces of water are detected. The engine should then beblown through with compressed air, checking at the same time that therunnung gear turns easily. If water can be eliminated as the cause of thealarm, the following checks are to be performed:

After a wait of 10 minutes -- required because of possible dangers ofexplosion on the entry of air (see safety regulations) -- all crankcasecovers are to be removed. The subsequent checks include:

measuring of all bearing temperatures, a visual examination of the running gear components and oil sump for

chips, discolouration or material deposits and a visual examination of all piston skirts and cylinder liners. Piston skirts

made of aluminium alloys suffer damage due to friction at an earlystage already. Grey cast iron skirts are less easily damaged.

The camshaft cover should then be opened and the following checksperformed:

measuring the temperature of all camshaft bearings, including theexternal bearing,

Oil mist

Danger to people and property!

Turn off the engine immediately!

Checking the oil mist detector

Internal check of running gear

External checks of running gear



3.6.8--02 E 05.02 General6680 01101/

Procedures in casea splash--oil alarm is triggered 3.6.8

General

The temperatures of the running gear in the crankcase are transmitted tothe surrounding lubricating oil. Big-end bearing damage, piston seizuresand blow-bys from the combustion chamber cause a change in lube oiltemperature. For the splash-oil monitoring system, part of the splash oilfrom each crank pin is collected. The temperature of the splash oil fromeach individual crank pin is monitored and compared with that of the otherpins. In case a defined maximum temperature is exceeded or if thedifference between the temperatures of the individual running gears is toolarge, an alarm is first triggered and, if necessary, the engine is then shut

off automatically.

▲▲▲ Danger! Bearing damage, piston seizures and blow-bys promote the formation of oil mist, which includes an acute risk of personal injuries and damage to property. An explosion may occur in the crankcase, and engine, crankshaft, as well as running-gear components may suffer severe damage.

If the splash-oil monitoring system does not work properly, the engine isnot monitored. In this case, incipient damage cannot be recognised, atleast not in time.

Checks to be carried out after a splash-oil alarm/an engine stop

After an alarm occurred, the splash-oil temperatures are to be observedfurther. Should the temperature which caused the alarm to be triggerednot decrease to the normal value again after a short while, the engine is tobe stopped, and the running gear concerned is to be checked. Followingan automatic engine stop, the running gear must be checked.

After waiting for 10 minutes - which is required because of the possibleexplosion hazard on entry of air (see the safety regulations) - all crankcasecovers are to be removed. The further checks include the following:

measuring all bearing temperatures, visual inspection of the running gear components as well as the oil

sump for chips, discolouration and warping of material, visual inspection of all piston skirts and cylinder liners.

Pistons from aluminium alloy suffer contact damage already at an earlystage, skirts from grey cast iron are less easily damaged.

If no damage is ascertained, the search for damage is to be extended tothose items of the trouble-shooting list which have not been checked sofar. If necessary, the nearest service base should be contacted.

Impo tant! The engine may only be restarted after it has been es-

tablished that no damage occurred or after the damage causing the alarm has been eliminated.

Monitoring of the running geartemperature

Risk of personal injuries and da-mage to property!

Checking the alarms

Checking the running gear



3.6.9--02 E 11.01 32/40 DF6680 02101/

Procedures on triggeringof Slow--Turn--Failure 3.6.9

General remarks

Engines, which are equipped with “slow turn”, are automatically turnedprior to engine start, with the turning procedure being monitored by theengine control. If the engine does not reach the expected number ofcrankshaft revolutions within the specified period of time or in case theslow-turn time is shorter than the minimum slow-turn time, an errormessage is issued.A corresponding error message mostly indicates that liquid hasaccumulated in the combustion chamber. If the slow-turn procedure iscompleted successfully, the engine is automatically started.

Behaviour after a slow-turn failure

During the slow-turn procedure, the engine is automatically turned prior tothe actual engine start, applying a reduced air pressure. In this connec-tion, 2.5 crankshaft revolutions are to be reached during a specified periodof time. If these are reached during a period of less than 15 seconds or ifthe time required exceeds 40 seconds, the engine control triggers a slow-turn failure.

Slow-turn Parameter Value

Revolution counter 2.5 revolutions

Slow-turn monitoring Limiting value Tmax 40 secSlow-turn monitoring Limiting value Tmin 15 sec

Engine standstill timer 4 hrs

Table 1. Slow-turn parameter for engine control

Unhindered turning of the engine is mostly impeded by liquid, which haspenetrated into the combustion chamber. This may be fuel, cooling wateror lubricating oil. In this case, the engine is to be turned by a completecrankshaft rotation by means of the turning gear, with the the screw plugs(2) removed.

1 Cylinder head 2 Screw plug with

sealing ring

AGS Exhaust gas counter side

igure 1. Location of the screw plug in the cylinder head

Slow-turn parameter

Elimination of the failure



3.6.9--02 E 11.01 32/40 DF6680 02102/

In this connection, the following procedure is to be followed:

Engage the turning gear Remove the screw plugs (pay attention to the sealing ring) Turn the engine by one complete crankshaft rotation Check the bore holes for the screw plugs to see if fluids issue. If no fluid issues, Screw the screw plugs in (use a new sealing ring, if necessary)

Disengage the turning gear Press the button “Confirmation engine turned” Start the engine. If fluid issues, Determine the cause for the presence of fluid in the combustion

chamber, and eliminate it.

▲ Attention ! If the above-mentioned steps are not carried out,

another starting attempt will again result in a slow-turn failure!



3.7--01 E 11.976682 01101/

Engine operation IV --Engine shut--down 3.7

3.1 Prerequisites


3.3 Operating media







3.7.1--01 E 12.97 32/40 upw6680 01101/

Shut down/Preserve the engine 3.7.1

If an engine is to be shut down for more than 1 week it has to be turnedonce a week for approx. 10 minutes. For this purpose, the lube oil pumpsfor the lubrication of the running gear and the cylinder have to becommissioned (oil temperature approx. 40 C).

For longer periods of engine shut down (e.g. when the engine is put instock) it must be emptied, cleaned and preserved. The relevantinformation is given in work card 000.14 “Corrosion inhibitors/preservationof Diesel engines”. The necessary preliminaries, preservation proper andthe appropriate preservation agents are described.



4--02 E 11.976680 01101/

Maintenance/Repair

1 Introduction

2 Technical details



5 Annex



10.03 L 32/40 DF6634 01101/

Table of contents


4.1 General remarks 4.2 Maintenance schedule (explanations) 4.3 Tools/Special tools

4.4 Spare Parts 4.5 Replacement of components by the New--for--old Principle 4.6 Special services/Repair work

4.7 Maintenance schedule (signs/symbols) 4.7.1 Maintenance Schedule (Systems) 4.7.2 Maintenance Schedule (Engine)


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management



4.1--03 E 06.99 32/40 upw6680 02101/

General remarks 4.1

Similarly to regular checks, maintenance work belongs to the user’s

duties. Both serve the purpose of maintaining the reliable and safeserviceability of the system. Maintenance work should be done by qualifiedpersonnel and at the times defined by the maintenance schedule.

Maintenance work is of support to the engine operators in theirendeavours to recognise future failures at an early stage. It providesuseful notes on overhaul or repair becoming due, and is of influence onthe planning of downtimes.

Maintenance and repair work can only be carried out properly if thenecessary spare parts are available. It is advisable besides these spareparts to keep an inventory of parts in reserve for unforeseen failures.Please request MAN B&W Diesel AG to submit a quotation wheneverrequired.

The jobs to be done are shown in the maintenance schedule, whichcontains

a brief description of the job, the intervals of repetition, the personnel and time required, and it makes reference to the corresponding work cards/instructions.

Table 1. Maintenance schedule/extract

Purpose of maintenance work/

prerequisites

Maintenance schedule/ maintenance intervals/ personnel and time required



4.1--03 E 06.99 32/40 upw6680 02102/

The work cards, comprised in Parts B2 and C2 of the technicaldocumentation, contain brief descriptions of

the purpose of jobs to be done.

They contain

information on the tools/appliances required, and detailed descriptions and drawings of the operating sequences and

steps required.

There is one copy on paper and one foil-sealed copy of each work cardavailable. The latter are dirt-proof and can be appropriately used forinformation while the job is being done.

Volume C1 contains the maintenance schedule of the turbocharger/s.

Figure 1. Work card -- example

Work cards in Volume B2 and C2respectively

Maintenance schedule ofturbocharger



4.2--02 E 07.02 32/40 upw6628 01101/

Maintenance schedule (explanations) 4.2

Preliminary remarks

The maintenance schedule of the engine comprises work to be done oncomponents of peripherical systems and components/subassemblies ofthe engine itself (refer to Section 4.7). The maintenance schedule for theturbocharger is part of Volume C1 of the Technical Documentation.

Binding character and adaptabilities

The maintenance schedules 4.7.1 and 4.7.2 are valid in combination andcomprise jobs to be done at regular intervals and/or within regular intervalranges.

After 30,000 or 36,000 operating hours a thorough inspection of the maincomponents is to be carried out. During this process the cylinder head andvalves, the cylinder liners and pistons as well as the running gear compo-nents and bearings, in particular, should be checked for wear and replacedif necessary. It is recommended to entrust one of our service bases withthis comprehensive scope of work or a general overhaul.

The maintenance schedules have been drawn up for standard operatingconditions. The stipulations contained therein are non committal recom-

mendations and approximative values. In order to gain emprical values, itis recomended to observe the lower interval ranges first, as approximatevalues. After a critical evaluation of the operating results and conditions,shorter intervals may become necessary provided external operatingconditions (timetable of ships/inspection time of power plants) allow it. Incase of favourable operating results and conditions, an extension of theintervals is possible.

Favourable operating conditions are:

constant load within the range of 60% to 90% nominal load, observing the specified temperatures and pressures of the operating

media, using the specified lube oil and fuel quality, as well as a proper separation of the fuel and lube oil.

Adverse operating conditions are:

long-term operation at peak load or low load; prolonged idling times;frequent, drastic load changes,

frequent engine starting and repeated warming-up phases without ad-equate preheating,

high loading of the engine before the operating media have reached thespecified temperatures,

lube oil, cooling water and charge air temperatures that are too low,

using inappropriate fuel qualities and insufficient separation, inadequate intake air filtering (particularly on stationary engines).

Maintenance schedules:Systems 4.7.1Engine 4.7.2Turbocharger 4.7.3

Validity of the maintenanceschedule

Adaption of the maintenanceschedule



4.3--01 E 11.01 32/40 DF6634 05101/

Tools/Special tools 4.3

Preliminary remarks

The following comprehensive standard set of tools comes supplied withthe engine:

basic tools, hydraulic tensioning tools, and special tools.

This set of tools permits normal maintenance work to be carried out. A listspecifying the extent and designations of these tools is contained inVolume B6 of the technical documentation. The tools set intended for the

turbocharger(s) is contained in one case, and a table of contents is alsoincluded.

Tools are also available

for jobs that are generally more difficult to perform or that are onlyseldom necessary,

which facilitate the work, or which help to overcome plant-specific obstructions.

Such tools are supplied on request. MAN B&W Diesel AG will gladlysubmit an offer, if desired. The table below shows which tools are availableto supplement the standard set of tools for the engine.

Certain jobs, which are rather repair jobs than maintenance jobs, requirespecial expert knowledge, experience and supplementaryequipment/accessories. Further special tools, are made available to ourservice bases, and possibly also our authorised workshops, for suchpurposes. We therefore recommend that you consult these partners, orentrust them to do jobs for you whenever your own capacities in terms oftime, qualification or personnel are inadequate.

Tools supplied on customer’s request

Explanations

For maintenance work such as checking the main bearing or replacing thebearing shells, the main bearing cap has only to be lowered; it need not beremoved. This is only necessary in special cases. This tool is provided forthis purpose.

Maintenance jobs such as the checking of spring assemblies can be donewithout the complete vibration damper having to be disassembled. This isonly necessary in special cases. This tool is provided for this purpose.

Standard tools

Tools on customer’s request

Special tools

Tools

Device for removing/fitting themain bearing cap

Device for removing/fitting thetorsional vibration damper(on the crankshaft)



4.3--01 E 11.01 32/40 DF6634 05103/

Similarly to valve seats, valve cones showing minimum deficiencies can becorrected by hand using grinding paste. Where no satisfactory result canbe achieved by this method, mechanical remachining is necessary.

Figure 3. Hunger valve cone grinder

The start and end of delivery of fuel pumps are significant operating valuesfor the individual cylinders and the reciprocal load distribution. Althoughchanges due to wear or the installation of spare parts are negligible as arule, it is advisable to make a check in such cases.

Figure 4. Device for checking the start and end of delivery

Electric valve cone grinder

Device for checking startand end of fuel delivery onfuel injection pumps(pneumatically operating)



4.3--01 E 11.01 32/40 DF6634 05104/

Pumps driven by the Diesel engine directly require no regularmaintenance. If it becomes necessary to disassemble a pump, the drivegear has to be pulled. This tool is provided for this purpose.

Figure 5. Device for lube oil or cooling water pumps

For cleaning the air side, charge air coolers may be flooded in the

as-installed condition. The dummy flanges needed for this purpose areincluded in the standard set of tools. Should this method of cleaning notyield a satisfactory result, the cooler insert is to be removed, using thisdevice, and to be cleaned by a more appropriate method.

This device is used for regrinding the seat of the injection pipe in case ofsealing problems.

Figure 6. Grinding device for delivery pipe

Device for pulling the drivegear of directly driven lubeoil or cooling water pumps

Device for removing and

installing the pipe bundlesof the charge air cooler

Grinding device for deliverypipe



4.3--01 E 11.01 32/40 DF6634 05105/

For inspecting all types of internal areas and for checking cams and rollersof the valve camshaft of Vee-type engines, the Olympus endoscope maybe used. It consists of an eyepiece unit, a jacketed photoconductor andinterchangeable lenses. These permit a direct view onto the illuminatedobject or a look to the sides.

Figure 7. Industrial endoscope with flexible photoconductor and interchangeable lenses

Tools for engine and systems accessories

Information on tools required for engine accessories such as the oil mistdetector and for systems accessories such as filters, separators, fuel andlube oil treating modules, water softening equipment, etc. can be gatheredfrom the documents contained in Volumes E1 to E... of the technicaldocumentation.

Endoscope with or without videocamera



4.4--01 E 08.98 32/40 upw6680 03101/

Spare Parts 4.4

Since it is so important, we are repeating below a sentence which we haveused already:

Tip! Maintenance and repair work can only be carried out properly if the necessary spare parts are available.

The information given below is thought to assist you in quickly and reliablyfinding the correct information source in case of need.

Spare parts for engines and turbochargers

Spare parts for engines and turbochargers can be identified using thespare parts catalogues in Volumes B3 and C3 or the technicaldocumentation. The illustration sheets enclosed are provided with itemnumbers permit to identify the ordering number.

Figure 1. Spare parts catalogue for engine components - illustration sheet



4.4--01 E 08.98 32/40 upw6680 03102/

Figure 2. Spare parts catalogue for engine components - text sheet

Spare parts for tools/ordering of tools (engine and turbocharger)

Complete tools can be ordered using the tools list in Volume B6 of thetechnical documentation, or the index included in the tools case forturbochargers. The ordering numbers are also given on the respectivework cards in Volumes B2 and C2. In this way, it is also possible to ordercomponents of tools alone.

When ordering tools, the engine type, the engine works number and thesix-digit tool number which simultaneously serves as ordering numbershould be indicated as usual. The first three digits of the tool number stand

for the subassembly for which the tool is used. Tools which are suited forgeneral use have a figure below 010 instead of the subassembly groupnumber.

To avoid querying, please provide information 1, 2 and 5 as shown on thefollowing page:

1 Piece number2 Denomination3, 4 Subassembly group5 Tool number = order number

Explanations



4.4--01 E 08.98 32/40 upw6680 03103/

Figure 3. Information required for ordering tools/parts of these. Figure shows work card belonging to subassembly group 030

Spare parts for measuring, control and regulating systems, and for engine and systems accessories

Information on spare parts

for measuring, control and regulating equipment such as temperaturesensors, relays, transducers (unless contained in the spare partscatalogue of the engine),

for engine accessories such as oil mist detector, and for system accessories such as filters, separators, water softening

equipment and the likeare contained in Volumes D1 to D... and Volumes E1 to E...



4.5--01 E 11.97 32/40 upw6680 01101/

Replacement of componentsby the New--for--old Principle 4.5

Components of high value which have become defective or worn and thereconditioning or repair of which requires special know-how or facilities canbe replaced by the “Reconditioned-for-old” principle. These include

piston crowns, valve cages and valves, fuel injection nozzles and injection pumps, governors, compressed-air starters, and completely assembled rotors of turbochargers (cartridges).

Such components are available from stock as a rule. If not, they will bereconditioned/repaired and returned to your address. If need arises,

please enquire a corresponding offer from MAN B&W Diesel AG or thenearest Service Center.



4.6--01 E 12.97 32/40 upw6680 01101/

Special services/Repair work 4.6

No matter whether routine cases or really intricate problems areconcerned,

MAN B&W Diesel AG, Augsburg works, MAN B&W Diesel AG, Service Center Hamburg, MAN B&W Diesel Pte. Ltd., Service Center Singapore, service bases and authorised repair workshops

are readily available to offer you a wide spectrum of services and expertadvice, ranging from spare parts supplies, consultation and assistance inoperating, maintenance and repair questions, ascertaining and settlingcases of damage through to the assignment of fitters and engineers allover the world. Some of these services are doubtless the standard offered

by suppliers, shipyards, repair workshops or specialist firms. Some of thiswhole range of services, however, can only be rendered by someone whocan rely on decades of experience in Diesel engine systems. The latter areconsidered as a part of the expert commitment towards the users of ourengines and for our products.

Please note the supplementary information contained in the printedpublications of Volume A1 of the Technical Documentation. In these, youwill also find the addresses and telephone numbers of the nearest servicebases which you can approach whenever required.



4.7--02 E 01.98 32/40 upw6628 01101/

Maintenance schedule (signs/symbols) 4.7

Explanation of signs and symbols

The heading of the maintenance schedule shows symbols instead ofentries in two languages. They have the following meaning:

1, 2, 3Serial number of the maintenance work.The series shows gaps for changes/up-dates which could becomenecessary.

Brief description of the job

Related work cards.The work cards listed contain detailed information on the work stepsrequired. Designations ending in ___.xx mean either there is no uniformdesignation for the types of engine to which the maintenance scheduleapplies to or that they designate a group of working cards.

x

y

Relation between working cards.These notes are of particular significance within the maintenancesystem CoCoS. They give you information on the jobs with a temporalconnection to the work in question.

Required personnel

Time required in hours per person

per Relational term to indicate the time required

24 ... 36000 Repetition intervals given in operating hours

x, 1 ... 4

Signs used in the columns of intervals.Their meaning is repeated in each sheet.We assume that the signs and symbols used in the head are sufficientlypictorial and that it is not necessary to repeat them constantly.

Tabelle 1. Explanation of signs and symbols of the maintenance schedule

In case of the maintenance schedule (systems) the maintenance worksare grouped according to systems/functional groups whereas in the main-tenance schedule (engine) they are grouped according to subassemblies.

Groups of maintenance works



Wartungsplan (Systeme)Maintenance Schedule (Systems)

6634 4.7.1--02 E 32/40 DF05.03

1 Nach Bedarf/Zustand

3 Nach Vorschrift des Herstellers

4 Falls Bauteil/System vorhanden

6 Gasbetriebsstunden

1 As required/depending on conditio

3 According to specifications of man

4 If component/system is installed

6 Operating hours in dual fuel mode

X Wartungsarbeit fällig X Maintenance work is necessary

1,2,3

x

yp

Kraftstoffsystem/Zündölsystem Fuel oil system/Pilot oil system

004 Systembauteile auf Dichtheitkontrollieren (Sichtprüfung)

Check system components for tightness (visually)

A 005006

1 0.2 MoEng

005 Tagestank: Kraftstoffstandkontrollieren; Tagestank undAbsetztank entwässern

Check fuel oil level in day tank. Drain day tank and settling tank

A 004006

1 0.2 MoEng

007 Kraftstoffilter reinigen (abhängig vomDifferenzdruck)

Clean fuel oil filter (depending on differential pressure)

B 1 3 FiltFilt

008 Kraftstofförderpumpe überholen Overhaul fuel delivery pump B 1 1 PumPum

009 Pufferkolben kontrollieren/überholen Check/overhaul buffer pistons 434.04 1 1 KolPis

Gassystem Gas system

500 Gasleitungen und Gasregelstrecke aufDichtheit kontrollieren

Check gas pipes and gas controlled system for tightness

230.01 1 0.2 MoEng

501 Absperrventile auf Dichtheitkontrollieren

Check shut--off valves for tightness A 1 0.2 MoEng

502 Gasfilter reinigen Clean gas filter B 1 1 FiltFilt

503 Gasdruckregler kontrollieren und nachBedarf Membran erneuern

Check gas pressure regulator and replace diaphragm if necessary

B 1 1 EinUni




6634 4.7.1--02 E 32/40 DF05.03










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Schmierölsystem Lube oil system

011 Systembauteile auf Dichtheitkontrollieren (Sichtprüfung)

Check system components for tightness (visually)

A 012262

1 0.2 MoEng

012 Betriebsbehälter für Motor-- undZylinderschmierung: Ölstandkontrollieren

Check lube oil level in service tanks for engine and cylinder lubrication.

A 011262

1 0.1 MoEng

014 Ölprobe untersuchen (Tropfenprobe) Examine oil sample (spot test) 000.05 1 0.15 MoEng

015 Ölprobe analysieren lassen Take oil sample to be analysed 000.04 1 0.25 MoEng

016 Ölfüllung wechseln (entsprechendAnalyse), Behälter reinigen

Change oil filling (depending on results of analysis), clean the tank

000.04 015 Nil

017 Ölablauf kontrollieren (Sichtprüfung)bei Kolben, Pleuel-- undKurbelwellenlagern, am Rädertrieb undam Turbolader -- siehe auch 401

Check oil drainage of piston, big--end and main bearings, on the gear box and the turbocharger (visually) -- refer to 401

A 018112

1 0.2 ZylEinCyl

018 Ölablauf kontrollieren (Sichtprüfung)bei Nockenwellenlagern,Einspritzpumpen und am Ventilantrieb(im Kipphebelgehäuse) -- siehe auch401

Check oil drainage of camshaft bearings, injection pumps and valve gear in the rocker arm casing (visually)-- refer to 401

A 017 1 2 MoEng

020 Schmierölpumpe überholen Overhaul the lube oil pump 300.01 2 10 PumPum




6634 4.7.1--02 E 32/40 DF05.03










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023 Schmieröl--Automatikfilter reinigen(abhängig von Spülintervallen)

Clean the lube oil service filter (depending on scavenging intervals)

B 024 1 3 FiltFilt

024 Schmieröl--Indikatorfilter reinigen(abhängig vom Differenzdruck)

Clean the lube oil indicating filter (depending on differential pressure)

B 023 1 2 FiltFilt

025 Schmieröl--Vorwärmer reinigen(abhängig von der Separiertemperaturbei erforderlichem Durchsatz).Reinigung evtl. durch Spezialfirma

Clean the lube oil preheater (depending on separating temperature at the flow rate required).Cleaning should be carried out by a special company if possible

B 1 4 EinUni

026 Schmieröl--Separator(selbstaustragend) kontrollieren,reinigen, überholen

Check, clean and overhaul the lube oil separator (residue--selfdischarging) B 1 4 EinUni

027 Schmieröl--Kühler reinigen, evtl. durchSpezialfirma

Clean the lube oil cooler.Cleaning should be carried out by a special company if possible

C Nil

Kühlwassersystem (Zylinder- , Düsen- und Zündöldüsenkühlung) Cooling water system (for cylinder, injectio

031 Ausgleichsbehälter: Kühlwasserstandkontrollieren

Compensating tank: Check the cooling water level

A 032 1 0.2 MoEng

032 Düsenkühlwasserablauf kontrollieren(auf freien Ablauf und eventuelleKraftstoffspuren)

Check the injection valve cooling water discharge (for unhindered flow and possible traces of fuel)

A 031 1 0.1 MoEng

033 Kühlwasser: Korrosionsschutzkontrollieren -- siehe auch 401

Check the corrosion protection of the cooling water -- refer to 401

000.07 1 0.5 MoEng




6634 4.7.1--02 E 32/40 DF05.03










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035 Kühlräume kontrollieren, Systemchemisch reinigen (Zylinder-- undDüsenkühlung).Reinigung evtl. durch Spezialfirma

Check the cooling water spaces, clean the system chemically (cylinder and injection valve cooling system).Cleaning should be carried out by a special company if possible

000.08 Nil

036 Kühlwasser--Rückkühler: Kühlräumereinigen, evtl. durch Spezialfirma

Heat exchanger: Clean the cooling spaces.Cleaning should be carried out by a special company if possible

C Nil

Druckluft- und Steuerluftsystem

Compressed air and control air system 042 Druckluftbehälter entwässern (wenn

keine automatische Entwässerungerfolgt)

Drain compressed air tank (in case there is no automatic drainage)

A 1 0.1 EinUni

043 Druckluftbehälter innen reinigen,Ventile (nach Vorschrift derKlassifikationsgesellschaft) überholen

Compressed--air tank: Clean the inside,overhaul valves (according to specifications of the classification society)

000.35 2 10 EinUni

044 Steuerluftsystem: Wasserabscheiderund Luftfilter entwässern

Control air system: Drain the water separator and the air filter

125.10B

1 0.1 MoEng

045 Steuerluftsystem: Wasserabscheiderund Luftfilter reinigen

Control air system: Clean the water separator and the air filter

125.10B

1 0.5 MoEng




6634 4.7.1--02 E 32/40 DF05.03










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Ladeluftsystem Charge air system

052 Ladeluftkühler/Ladeluftleitung/Zusatz--luftbehälter: Kondenswasserablauf aufMenge/Durchgängigkeit kontrollieren

Charge air cooler/pipe/additional air tank: Check condensation water drainage for quantity/free pass--through

A 1 0.1 LeitPip

053 Ladeluftkühler auf Wasser-- undLuftseite reinigen, evtl. durchSpezialfirma

Clean charge air cooler on both water and air side.Cleaning should be carried out by a special company if possible

322.01 2 15 KühCo

054 Verdichterbypaß: Systembauteile aufDichtheit kontrollieren (Sichtprüfung).Steuer-- und Überwachungselementeauf Funktionstüchtigkeit prüfen

Compressor bypass: Check system components for tightness (visually).Check control and monitoring elements

A 062 1 0.5 MoEng

Abgassystem Exhaust gas system

063 Abgasleitung: Flanschverbindungenund Kompensatoren auf Dichtheitkontrollieren (Sichtprüfung)

Exhaust gas pipe: check flange connections and compensators for leaks (visually)

289.01 086 1 0.2 LeitPip

Meß- , Steuer- und Regeleinrichtungen Measurement and control systems

072 Schalt-- und Abstelleinrichtungen:Funktionsfähigkeit und Schaltpunkte

kontrollieren -- siehe auch 402

Monitor and control equipment: Check switch points and proper function --

refer to 402

A 2 6 MoEng

073 Schaltventile im 10-- und 30bar--System zerlegen, Verschleißteileerneuern

Dismantle control valves of the 10 and 30 bar system, replace wearing parts

125.xx 1 24 MoEng




6634 4.7.1--02 E 32/40 DF05.03










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074 Batterie: Ladezustand und Säurestandkontrollieren

Accumulator: Check charge state and electrolyte level

A 1 0.5 MoEng

075 Ölnebeldetektor kontrollieren/überholen Check/overhaul oil mist detector B 1 1 MoEng

076 Abgastemperatur--Meßanlagekontrollieren

Check measuring system for exhaust gas temperatures

A 1 6 MoEng

Motorfundament/Rohranschlüsse Engine foundation/Pipe connections

082 Fundamentschrauben: Vorspannung

kontrollieren. Elastische Elemente auffesten Sitz kontrollieren -- siehe auch402

Foundation: Check tension of bolts.

Check resilient elements for tight fit -- refer to 402

012.01 083 2 8 MoEng

083 Elastische Lagerung: Setzbetrag derelastischen Elemente feststellen

Resilient mount: Check amount of settling of resilient elements

012.01 082092

2 3 MoEng

084 Elastische Rohrverbindungen: AlleSchläuche kontrollieren

Flexible pipe connections: Check all hoses.

A 1 1 MoEng

085 Elastische Rohrverbindungen:Schläuche für Kraftstoff, Schmieröl,Kühlwasser, Dampf und Drucklufterneuern

Flexible pipe connections: Replace hoses for fuel oil, lube oil, cooling water, steam and compressed air.

A 2 14 MoEng

086 Schraubverbindungen (z.B. an Abgas--

und Ladeluftleitung, Ladeluftkühler undTurbolader) auf festen Sitz/korrekteVorspannung kontrollieren -- siehe auch402

Bolted connections: Check for tight

fit/proper preload (e.g. on exhaust gas and charge air pipe, charge--air cooler and turbocharger) -- refer to 402

000.30 063 2 10 Mo

Eng




6634 4.7.1--02 E 32/40 DF05.03










1,2,3

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Elastische Kupplung/Törngetriebe Flexible coupling/Turning gear

092 Elastische Kupplung: Ausrichtung undGummielemente kontrollieren

Flexible coupling: Check alignment and rubber elements

000.09 083093

2 8 MoEng

093 Kupplungsschrauben auf festenSitz/korrekte Vorspannung kontrollieren-- siehe auch 402

Coupling bolts: Check for tight fit/proper preload -- refer to 402

020.04 047 1 1 MoEng

094 Törngetriebe kontrollieren/überholen Check/overhaul turning gear B 1 1 EinUni

Außerdem erforderlich Additionally required

401 Neu oder in überholtem Zustandeingebaute Teile/neu eingesetzteBetriebsstoffe einmal nach derangegebenen Zeit kontrollieren -- giltfür 017, 018, 033

Check parts installed in new or reconditioned condition and operating media applied in new or improved condition once after the time given -- applies to 017, 018, 033

D Nil

402 Neu oder in überholtem Zustandeingebaute Teile/neu eingesetzteBetriebsstoffe einmal nach derangegebenen Zeit kontrollieren -- giltfür 072, 082, 086, 093

Check parts installed in new or reconditioned condition and operating media applied in new or improved condition once after the time given -- applies to 072, 082, 086, 093

D Nil



Wartungsplan (Motor)Maintenance Schedule (Engine)

6634 4.7.2--02 E 32/40 DF05.03










1,2,3

x

yp

Betriebswerte Operating data

102 Abgastrübung kontrollieren (T2) Check density of exhaust gas (T2) A 1 0.1 MoEng

104 Betriebswerte erfassen Take the operating data 000.40 1 0.1 MoEng

105 Zündöleinspritzpumpen: Einstellungkontrollieren

Pilot fuel pumps: check fuel rack position

200.11 1 0.3 PumPum

Triebwerk/Kurbelwelle Running gear/Crankshaft

112 Triebwerk kontrollieren (Sichtprüfung) --siehe auch 404

Check the running gear (visually) -- refer to 404

A 017 2 0.2 ZylCyl

113 Kurbelwelle: Wangenatmung messen --siehe auch 405

Crankshaft: Measure crankweb deflection -- refer to 405

000.10 122202

2 0.15 ZylCyl

Kurbelwellenlager Main bearing

122 Paßlager: Axialspiel kontrollieren --siehe auch 405

Locating bearing: Check axial clearance -- refer to 405

021.03 113202

2 0.5 LagBea

123 1 Lagerdeckel absenken und untereLagerschale kontrollieren. Falls nichtweiter verwendbar, alle Lager

kontrollieren. Lösedruck derLagerschrauben kontrollieren

Lower one bearing cap and inspect bearing shell. If bearing shell cannot be used again, check all bearings. Check

pressure for loosening bearing bolts

000.11012.02021.01

142 2 6 LagBea

124 Alle Lagerschalen erneuern Replace all bearing shells. 021.01021.02

2 6 LagBea




6634 4.7.2--02 E 32/40 DF05.03










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Drehschwingungsdämpfer Torsional vibration damper

132 Schwingungsdämpfer der Kurbelwelle:Hülsenfedern kontrollieren

Vibration damper of crankshaft: Check sleeve springs

027.01 2 30 MoEng

133 Schwingungsdämpfer der Nockenwelle:Hülsenfedern kontrollieren

Vibration damper of camshaft: Check sleeve springs

101.01101.02

2 6 EinUni

Pleuel/Pleuellager Connecting rod/Big- end bearing

142 1 Lagerschale ausbauen und

kontrollieren. Falls nicht weiterverwendbar, alle Lager kontrollieren --auch Kurbelwellenlager. Lösedruck derLagerschrauben kontrollieren

Remove and check one bearing shell.

If bearing shell cannot be used again,check all bearings, incl. the main bearings. Check pressure for loosening bearing bolts

000.11

030.02030.03030.04

123 2 4 LagBea

143 Alle Lagerschalen erneuern Replace all bearing shells. 030.02030.04

124 2 4 LagBea

Kolben/Kolbenbolzen Piston/Piston pin

152 1 Kolben (bei V--Motor je Zylinderreihe)ausbauen, reinigen und kontrollieren.Kolbenringe und Ringnuten vermessen.Lösedruck der Pleuelschaftschraubenkontrollieren

Remove, clean and check one piston (in case of V--engine per cylinder bank). Measure piston rings and ring grooves. Check pressure for loosening bolts of connecting rod shank

030.01034.01034.02034.05034.07

156172

3 2 ZylCyl




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153 Alle Kolben ausbauen, reinigen undkontrollieren. Ringnuten vermessen.Alle Kolbenringe erneuern.Achtung: Wenn Kolbenringe erneuertwerden, ist die Zylinderbuchsenachzuhonen!

Remove, clean and check all pistons.Measure ring grooves. Replace all piston rings.Caution: If piston rings are replaced the cylinder liner is to be rehoned!

034.01034.02050.05

154155163

3 2 ZylCyl

154 1 Kolbenbolzen ausbauen,Kolbenbolzenbuchse kontrollieren,Spiel messen.

Remove one piston pin. Check piston pin bush, measure the clearance.

034.03 152 2 0.25 ZylCyl

155 1 Kolben zerlegen. Bauteile reinigen.

Kühlräume und Kühlbohrungen aufKoksansatz kontrollieren. BeiSchichtdicken über 1 mm alle Kolbenzerlegen.

Disassemble one piston. Clean

components. Check cooling spaces and cooling passages for coke deposits. If thickness of layer exceeds 1 mm, disassemble all pistons.

034.02

034.03034.04

152 3 2 ZylCyl

Zylinderbuchse Cylinder liner

162 1 Zylinderbuchse vermessen Measure one cylinder liner 050.02 152 2 0.25 ZylCyl

163 Alle Zylinderbuchsen vermessen undnachhonen

Measure and rehone all cylinder liners. 050.02050.05

153 2 3 ZylCyl

164 Alle Zylinderbuchsen ausbauen,reinigen und kontrollieren. Dichtringe

erneuern

Remove, clean and check all cylinder liners. Replace sealing rings.

050.01050.03

050.04

153 3 4 ZylCyl




6634 4.7.2--02 E 32/40 DF05.03










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Zylinderkopf Cylinder head

172 1 Zylinderkopf abbauen, reinigen undkontrollieren. Lösedruck derZylinderkopfschrauben kontrollieren

Remove, clean and check one cylinder head. Check pressure for loosening the cylinder head bolts

055.01055.02055.03

3 3 ZylCyl

173 Alle Zylinderköpfe abbauen, reinigenund kontrollieren

Remove, clean and check all cylinder heads.

055.01055.02

3 3 ZylCyl

Sicherheitsventile Safety valves

182 Sicherheitsventile in Triebraumdeckeln,der Ladeluft-- und Abgasleitung: AlleVentile auf Gängigkeit kontrollieren

Safety valves in crankcase covers,charge air and exhaust air pipe: Check all valves for easy movement

073.01280.01289.01

1 0.1 VenVal

Steuerungsantrieb Camshaft drive

202 Zahnräder kontrollieren, Zahnspielemessen -- siehe auch 406

Check gearwheels, measure the backlash -- refer to 406

100.02 017113122

2 1 MoEng

Nockenwelle/Nockenwellenlager/Schwinghebel Camshaft/Camshaft bearing/Cam follower

212 Nocken, Rollen und Schwinghebelkontrollieren (Sichtprüfung) -- bei

Reihenmotoren. Siehe auch 405

Check cams, rollers and cam follower (visually) -- in case of in--line engines.

Refer to 405

112.01 018214

1 0.5 ZylCyl

213 Nocken, Rollen und Schwinghebelkontrollieren (Sichtprüfung) -- beiV--Motoren

Check cams, rollers and cam follower (visually) -- in case of V--type engines

112.01 018215

1 1 ZylCyl




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214 Schwinghebelbuchsen an 1 Zylinderkontrollieren -- bei Reihenmotoren

Check bushes of cam follower on one cylinder -- in case of in--line engines

112.01 212303

2 2 ZylCyl

215 Schwinghebelbuchsen an 1 Zylinderkontrollieren -- bei V--Motoren

Check bushes of cam follower on one cylinder -- in case of V--type engines

112.01 213303

2 3 ZylCyl

544 Impulsgeber auf Verschmutzung undkorrekten Abstand kontrollieren

Check pulse pick--up for dirt and verify that space is correct

102.04 1 0 MoEng

Kipphebel Rocker arm

222 Kipphebel und zugehörige

Schraubverbindungen kontrollieren(Sichtprüfung)

Check rocker arm and relevant bolted

connections (visually)

111.01 222

233

1 0.1 ZylCyl

223 Kipphebellagerbuchsen an 2 Zylindernkontrollieren

Check rocker arm bushes on two cylinders

111.01 173 2 2 ZylCyl

Ein- und Auslaßventile Inlet and exhaust valves

232 Ein-- und Auslaßventile: Drehbewegungwährend des Betriebes kontrollieren --siehe auch 405

Inlet and exhaust valves: Check proper rotation during operation -- refer to 405

113.01 222 1 0.1 ZylCyl

233 Ventilspiel kontrollieren -- siehe auch405

Check valve clearance-- refer to 405 111.02 222232

2 0.2 ZylCyl

234 2 Einlaßventile ausbauen. Ventilsitzekontrollieren. Ventildrehvorrichtungenkontrollieren, verschlissene Teileaustauschen

Remove two inlet valves. Check valve seats. Check valve rotators, replace wearing parts

113.01113.02113.03113.04

172243

2 1 VenVal




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235 Alle Einlaßventile ausbauen. Ventilsitzekontrollieren und nachschleifen.Ventildrehvorrichtungen kontrollieren,verschlissene Teile austauschen.Ventilführungen kontrollieren

Remove all inlet valves. Check and regrind valve seats. Check valve rotators, replace worn parts. Check valve guides.

113.01113.02113.03113.04

152173

2 2 VenVal

236 Alle Einlaßventile ausbauen,Ventilkegel austauschen

Remove all inlet valves, replace valve cones

113.01113.02

152173

2 1 VenVal

242 2 Auslaßventile ausbauen. Ventilsitzekontrollieren

Remove two exhaust valves. Check valve seats

113.02113.03

172 2 2 VenVal

243 Alle Auslaßventile ausbauen.Ventilsitze kontrollieren undnachschleifen. Ventilführungenkontrollieren

Remove all exhaust valves. Check and regrind valve seats. Check valve guides.

113.02113.03113.06

173234 2 4 VenVal

244 Alle Auslaßventile ausbauen,Ventilkegel austauschen

Remove all exhaust valves, replace valve cones.

113.02 173 2 1 VenVal

Drehzahlregler/Drehzahlerfassung Speed governor/Speed sensor

266 Impulsgeber auf Verschmutzung undkorrekten Abstand kontrollieren

Check pulse pick--up for dirt and verify that space is correct

400.01 1 0.2 MoEng

Druckluftanlasser Compressed air starter

520 Anlasserritzel und Zahnkranz reinigen,mit Molybdändisulfid--Schmiermittelschmieren

Clean starter pinion and toothed rim with lubricant containing molybdenum disulphide

171.01 1 0.2 MoEng




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Kraftstoffeinspritzpumpe/Zündölpumpe Fuel injection pump/Pilot oil pump

302 Alle Prallschrauben ausbauen undkontrollieren (Sichtprüfung)

Remove and check all baffle screws (visually).

200.01200.06

305 1 0.25 PumPum

305 Alle Prallschrauben ausbauen underneuern

Remove and replace all baffle screws. 200.01200.06

302 1 0.25 PumPum

303 1 Einspritzpumpe mit Antrieb undSchwinghebel demontieren, zerlegenund kontrollieren

Detach, disassemble and check one injection pump together with drive and cam follower

200.03200.04200.05

213 2 4 EinUni

304 Alle Einspritzpumpen mit Antrieb undSchwinghebel demontieren, zerlegenund kontrollieren. Pumpenelementeerneuern

Detach, disassemble and check all injection pumps together with drives and cam followers. Replace pump elements.

200.03200.04200.05

2 4 PumPum

525 1 Zündölpumpe mit Antriebdemontieren, zerlegen undkontrollieren

Dismount, disassemble and check one pilot oil pump with drive

200.10200.11201.01

2 3 PumPum

526 Alle Zündölpumpen mit Antriebdemontieren, zerlegen undkontrollieren

Dismount, disassemble and check all pilot oil pumps with drive.

200.10200.11201.01

2 3 PumPum

Kraftstoffregelgestänge Control linkage

312 Alle Lagerstellen und Gelenkeschmieren, Funktionsprüfungdurchführen

Lubricate all bearing points and joints.Check for proper functioning. 203.01 2 1 MoEng




6634 4.7.2--02 E 32/40 DF05.03










1,2,3

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Kraftstoffeinspritzventil/Zündöleinspritzventil Fuel injection valve/Pilot oil injection valve

322 Alle Einspritzventile ausbauen.Dichtheit, Öffnungsdruck und Strahlbildkontrollieren

Remove all injection valves. Check tightness, opening pressure and jet pattern.

221.01221.02221.03221.04

2 3 VenVal

323 Alle Einspritzventile ausbauen.Düsenelemente erneuern

Remove all injection valves. Replace nozzle elements.

221.01221.02221.03221.04

2 3 VenVal

530 Alle Zündöleinspritzventile ausbauen.Dichtheit, Öffnungsdruck und Strahlbildkontrollieren

Remove all pilot oil injection valves.Check for tightness, opening pressure and jet pattern.

221.10221.11

2 2 VenVal

531 Alle Zündöleinspritzventile ausbauen.Düsenelemente erneuern

Remove all pilot oil injection valves.Replace nozzle elements.

221.10221.12

2 2 VenVal

Gasventile Gas valves

540 Systembauteile auf Dichtheitkontrollieren

Check system components for tightness

A 1 0.1 MoEng

541 Stecker und Befestigungsschraubenauf festen Sitz prüfen

Check plugs and fixing bolts for tight fit A 1 0.2 VenVal

545 Gasventile reinigen und Schließferdernerneuern Clean all gas valves and replace loading springs 230.01 1 1 VenVal

546 Alle Gasventile durch Spezialwerkstattüberholen lassen

Take all gas valves to be overhauled by a special workshop

C 1 0.5 VenVal




6634 4.7.2--02 E 32/40 DF05.03










1,2,3

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547 Alle Gasventile erneuern Replace all gas valves 230.01 545546

1 0.5 VenVal

Außerdem erforderlich Additionally required

404 Neu oder in überholtem Zustandeingebaute Teile/neu eingesetzteBetriebsstoffe einmal nach derangegebenen Zeit kontrollieren -- giltfür 112

Check parts installed in new or reconditioned condition and operating media applied in new or improved conditon once after the time given -- applies to 112

D Nil

405 Neu oder in überholtem Zustandeingebaute Teile/neu eingesetzteBetriebsstoffe einmal nach derangegebenen Zeit kontrollieren -- giltfür 113, 122, 212, 232, 233

Check parts installed in new or reconditioned condition and operating media applied in new or improved condition once after the time given -- applies to 113, 122, 212, 232, 233

D Nil

406 Neu oder in überholtem Zustandeingebaute Teile/neu eingesetzteBetriebsstoffe einmal nach derangegebenen Zeit kontrollieren -- giltfür 202

Check parts installed in new or reconditioned condition and operating media applied in new or improved condition once after the time given -- applies to 202

D Nil



5--02 E 07.976680 01101/

Annex

1 Introduction

2 Technical details



5 Annex



10.03 L 32/40 DF6634 01101/

Table of contents

5 Annex

5.1 Designations/Terms 5.2 Formulae

5.3 Units of measure/ Conversion of units of measure 5.4 Symbols and codes 5.5 Brochures


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management



5.1--01 E 04.00 General6680 03101/

Designations/Terms 5.1

The terms commonly used in the field of engine building have beendefined in the standard DIN 6265, and in the International Standards ISO1205--1972 and ISO 2276--1972, and in MAN Quality SpecificationQ10.09211--3050. A selection of these terms appearing in the technicaldocumentation for our Diesel engines is explained in more detail below.

Engines

Turbocharged engines feature one or several turbochargers (consisting ofa turbine and compressor) that are exhaust-gas driven and used tocompress the air required for combustion.

Dual-fuel engines can be either operated on liquid fuels, or on gaseousones (natural gas, town gas, sewage gas etc.), a small amount of fuelcalled pilot fuel being injected for ignition.

Otto gas engines are operated on gas (natural gas, town gas, sewage gasetc.) and have electric spark ignition.

Design and sense of rotation

The terms left-hand (LH) engine and right-hand engine are determined by

the exhaust side of the engine. Viewing onto the coupling end, a left-handengine has the exhaust side at the left, and a right-hand engine at theright. Figure 1 . This definition can normally only be applied to in-linesengines.

Left-hand engine Right-hand engine

Figure 1. Design (left-hand engine/right-hand engine)

Viewing onto the coupling end, right-hand (RH) engines are rotating

clockwise, and left-hand (LH) ones counter-clockwise.

Standards

Turbocharged engines

Dual-fuel engines

Otto gas engines

Left-hand engine/

Right-handengine

Sense of rotation



5.1--01 E 04.00 General6680 03102/

Designation of cylinders and bearings

The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from thecoupling end. On V-type engines, the cylinder bank which is the left asviewed from the coupling end is designated A, and the right one B(A1--A2--A3 or B1, B2, B3 etc.), Figure 2 .

In-line engine V-type engine

Figure 2. Designation of cylinders

The crank pins and big end bearings are designated (starting from thecoupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2, 3etc. Where an additional bearing is provided between the coupling flangeand the toothed gear for the camshaft drive, this bearing and theassociated journal are designated 01 (see Figure 3 ). For thisdesignation, it is irrelevant which of the bearings is a locating bearing.

On V-type engines where two connecting rods are associated with onecrank pin, the big end bearings and the cylinders are termed A1, B1, A2etc.

01,1,2... Journal 1... Crank pin

A Coupling flange B Spur gear

Figure 3. Designation of crank pins and bearings

Designation of cylinders

Designation of crank pins, journals and bearings



5.1--01 E 04.00 General6680 03103/

Designation of the engine sides/ends

The coupling end is the principal power take-off of the engine, to which thepropeller, the generator or any other machine is connected.

The free engine end is opposite the coupling end of the engine.

The left-hand side is the exhaust side on the left-hand engine, and thecylinder bank A side on the V-type engine.

The right-hand side is the exhaust side on the right-hand engine, and thecylinder bank B side on the V-type engine.

The camshaft side is the longitudinal side of the engine on which theinjection pumps and the camshaft are mounted (opposite the exhaust gasside).

The exhaust gas side is the longitudinal side of the engine on which theexhaust gas pipe is mounted (opposite the camshaft side). Thedesignations camshaft side and exhaust side are in common use for in-lineengines only.

On engines having two camshafts, one on the exhaust side and one onthe opposite side, the term camshaft side would not be unambiguous. Theterm exhaust gas counterside is used in such a case, together with theterm exhaust gas side.

Coupling end KS

Free engine end KGS

Left-hand side

Right-hand side

Camshaft side SS

Exhaust gas side AS

Exhaust gas counterside AGS



5.2--01 E 01.98 General6680 02101/

Formulae 5.2

The following is a selection of essential formulae of the engine buildingand plant engineering sector. These formulae illustrate basic coherences.

Engine

Effective engine output Pe Pe pe VH n z

1200

Mean effective pressure pe pe 1200 Pe

VH n z

Swept volume VH VH D2

4 s

Mean piston speed cm cm s n300

Torque Md Md 9550 Pe

n

Overall efficiency e e 3600Hu be

Propeller

Propeller law P1

P2

n1

3

n23

Md1

Md2

n1

2

n22

Generator

Synchronous speed n 60 fp

Legend

be Specified fuel consumption kg/kWh

cm Mean piston speed m/s

D Cylinder diameter dm

f Frequency Hz

Hu Net calorific value of the fuel kJ/kg



5.2--01 E 01.98 General6680 02102/

Md Torque Nm

n Speed rpm

P Rating kW

Pe Effective engine output kW

p Number of pole pairs /

pe Mean effective pressure bar

s Stroke dm

VH Swept volume dm3 /cyl.

z Number of cylinders /

e Overall efficiency /

Swept volume

Engine type Swept volumedm3 /cyl.

20/27 8,48

25/30 14,73

32/40 32,15

40/45 56,52

40/54 67,82

48/60 108,50

52/55 116,7458/64 169,01

Table 1. Swept volume of MAN B&W engines



5.4--01 E 12.97 General6680 05102/



5.4--01 E 12.97 General6680 05104/

Table 1. Symbols used in functional and piping diagrams

Codes for measuring, control and regulating units

Measuring, control and regulating units are marked by charactercombinations in system diagrams. The individual characters have thefollowing meanings:



5.4--01 E 12.97 General6680 05105/

Letter Letter ... designating at point 1 the measured quantity/input quantity ...

Letter ... designating at point 2 the measured quantity/input quantity ...

Letter ... designating at point 2 ... n the processing in form of ...

A ---- ---- Alarm/limit value signal

C ---- ---- Automatic regulation/automaticcontinous control

D Density Difference ----

E Electrical quantity ---- Pick-up/sensor

F Flow rate/throughput Ratio ----

G Distance/length/position ---- ----

H Manual input/manualintervention

---- ----

I ---- ---- Indication

J ---- ---- Scanning

K Time ---- ----

L Level ---- ----

M Humidity ---- ----

N Freely assignable ---- Freely assignable

O Freely assignable ---- Optical display/Yes or No infoP Pressure ---- ----

Q Other quality standards(analysis/material property)except D, M, V

Integral/sum ----

R Nuclear radiation quantity ---- Registration/storage

S Speed/frequency ---- Switch-over/intermittent

T Temperature ---- Transducer

U Composite quantities ---- ----

V Viscosity ---- Actuator/valve/operatingelement

W Weight/mass ---- ----X Other quantities ---- Other processing functions

Y Freely assignable ---- Computing operation

Z ---- ---- Emergency intervention/ safeguarding by activating/ shut--off

Column 1 Column 2 Column 3 Column 4

Table 2. Codes for measuring, control and regulating units in functional diagrams/piping diagrams

The letter entered at point 1 represents a quantity of the second column ofthe table. It can be supplemented by D, F or Q, in which case the meaningcorresponds to the entry in the third column of the table. Second or third in

the combination are letters of the fourth column, if required. Multiplenominations are possible in this case. The order of use is Q, I, R, C, S, Z,A. A supplementation by + (upper limit/on/open) or -- is possible; however,only after O, S, Z and A.

T Temperature measuring point (without sensor)TE Temperature sensorTZA+ Temperature cutout/alarm (when the upper limit is reached)PO Pressure visual indicationPDSA Pressure difference/switch over/alarm

Explanation

Example



Brochures 5.5

man l32/40df (technical documentation | engine operating instructions)

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