L+V48/60CRProject GuideFour-stroke Diesel Enginesin compliance with IMO Tier IIMAN DieselL+V48/60CR Project GuideMAN DieselMAN Diesel a member of the MAN GroupMAN Diesel SEStadtbachstr. 186224 AugsburgGermanyPhone +49 821 322-0Fax +49 821 322-3382marineenginesde@mandiesel.comwww.mandiesel.comCopyright MAN Diesel SEReproduction permitted provided source is given.Subject to modification in the interest of technical progress.D2366394 Printed in Germany GMC 06091Titelseite Marine 48-60MDcr.fmProject Guidefor Marine PlantsDiesel Engine L+v48/60CRin compliance with lMO Tier llStatus: 04.2009version 1.0MAN Diesel SEStadtbachstrasse 186224 AugsburgGermanyPhone: +49-821-322-0Telefax: +49-821-322-3382e-mail: marineengines-de@mandiesel.comlnternet: www.mandiesel.comTitelseite Marine 48-60MDcr.fmOur Project Guides provide customers and consultants with information and data for planningplants incorporating four-stroke engines from the current MAN Diesel programme. On account ofthe modifications associated with upgrading, the contents of the specific edition will remain valid fora limit of time only.For concrete projects you will receive the latest editions in each case with our quotation specifica-tion or with the documents for order processing.You can also find the latest updates on our homepage www.mandiesel.com under"Products - Marine Power - Medium speed - Project Guides / Technical Documentation." MAN Diesel SEReproduction permitted provided source is given. Status 04/2009 48/60CR lMO Tier ll Page 1 - 1Marine_48-60CR_external_Tier-lllvZ.fmTable of Contents1 Basic information ............................................................... 1 - 11.1 Marine plants by MAN Diesel............................................................................... 1 - 31.1.1 Four stroke Diesel engine programme for marine applications in Compliance with lMO Tier ll, Propulsion application 1 - 31.1.2 Engine description 48/60CR lMO Tier ll ............................................................. 1 - 42 Diesel engine and operation............................................... 2 - 12.1 Engine characteristic data ................................................................................... 2 - 32.1.1 Engine design ..................................................................................................... 2 - 32.1.1.1 Engine cross section ......................................................................... 2 - 32.1.1.2 Engine designations - Design parameters ........................................ 2 - 52.1.2 Dimensions, weights, inclination and views ....................................................... 2 - 72.1.3 Additional engine equipment required for the various cases of application regarding the specific engine 2 - 112.1.4 Outputs, speeds ............................................................................................... 2 - 132.1.4.1 Engine ratings PlSO, Standard: lSO-Standard-Output (as specified in DlN lSO 3046-1l for emission standard: lMO Tier ll 2 - 132.1.4.2 Available outputs ............................................................................ 2 - 142.1.4.3 Speeds/Main data .......................................................................... 2 - 172.1.4.4 Speed adjusting range .................................................................... 2 - 192.1.5 Explanatory notes for operating supplies......................................................... 2 - 212.1.5.1 lntake air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 212.1.5.2 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 212.1.5.3 Engine cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 222.1.5.4 Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 222.1.6 Part-load operation........................................................................................... 2 - 232.1.7 Propeller operation ........................................................................................... 2 - 252.1.7.1 Controllable-pitch propeller; operating range ................................ 2 - 252.1.7.2 General requirements for propeller pitch control ............................ 2 - 272.1.7.3 Fixed-pitch propeller ....................................................................... 2 - 312.1.7.4 Acceleration times .......................................................................... 2 - 332.1.8 Diesel electric operation ................................................................................... 2 - 372.1.8.1 Load application for shipboard - and isolated electrical systems .. 2 - 372.1.8.2 Diesel-electric operation of vessels - failure of one engine ............ 2 - 412.1.8.3 Generator - reverse power protection ............................................ 2 - 432.1.8.4 Available outputs dependent on frequency deviations .................. 2 - 452.1.8.5 Earthing measures on Diesel engines and bearing insulation on generators 2 - 472.1.8.6 Load reduction ............................................................................... 2 - 49Page 1 - 2 48/60CR lMO Tier ll Status 04/2009Marine_48-60CR_external_Tier-lllvZ.fm2.1.9 Diesel electric operation ................................................................................... 2 - 512.1.9.1 Starting conditions and load application for Diesel-electric plants 2 - 512.1.10 Fuel oil consumption; lube oil consumption..................................................... 2 - 552.1.10.1 Fuel oil consumption for emission standard: lMO Tier ll ................ 2 - 552.1.10.2 Lube oil consumption ..................................................................... 2 - 562.1.10.3 Aging ............................................................................................... 2 - 572.1.11 Planning data for emission standard: lMO Tier ll ............................................. 2 - 592.1.11.1 Nominal values for cooler specification - L 48/60CR for emission standard lMO Tier ll 2 - 592.1.11.2 Temperature basis, nominal air and exhaust gas data - L 48/60CR for emission standard lMO Tier ll 2 - 602.1.11.3 Nominal values for cooler specification - v48/60CR for emission standard lMO Tier ll 2 - 612.1.11.4 Temperature basis, nominal air and exhaust gas data - v48/60CR for emission standard lMO Tier ll 2 - 632.1.11.5 Load specific values at tropical conditions - L+v48/60CR for emissions standard lMO Tier ll 2 - 642.1.11.6 Load specific values at lSO-conditions - L+v48/60CR for emission standard lMO Tier ll 2 - 652.1.11.7 Filling volumes and flow resistances ............................................. 2 - 662.1.11.8 Operating/Service temperatures and pressures ............................. 2 - 672.1.11.9 Exhaust gas emission ..................................................................... 2 - 692.1.11.10 Torsional vibrations ......................................................................... 2 - 712.1.11.11 Engine noise / intake noise / exhaust gas noise ............................. 2 - 752.1.12 Requirement for power drive connection (staticl.............................................. 2 - 812.1.13 Requirements for power drive connection (dynamicl ....................................... 2 - 832.1.13.1 Moments of inertia, flywheels ......................................................... 2 - 832.1.13.2 Balancing of masses ....................................................................... 2 - 852.1.13.3 Static torque fluctuation ................................................................. 2 - 872.1.14 Power transmission .......................................................................................... 2 - 912.1.14.1 Flywheel arrangement ..................................................................... 2 - 912.1.15 Arrangement of attached pumps...................................................................... 2 - 952.1.16 Foundation........................................................................................................ 2 - 972.1.16.1 General requirements for engine foundation .................................. 2 - 972.1.16.2 Rigid seating ................................................................................... 2 - 992.1.16.3 Chocking with synthetic resin ....................................................... 2 - 1072.1.16.4 Resilient seating - general information ........................................ 2 - 1132.1.16.5 Recommended configuration of foundation ................................. 2 - 1152.1.16.6 lnstallation of flexible pipe connections for resiliently mounted engines 2 - 125 Status 04/2009 48/60CR lMO Tier ll Page 1 - 3Marine_48-60CR_external_Tier-lllvZ.fm2.2 Engine automation ........................................................................................ 2 - 1312.2.1 SaCoSone system overview........................................................................... 2 - 1312.2.2 Power Supply and Distribution....................................................................... 2 - 1372.2.3 Operation........................................................................................................ 2 - 1392.2.4 Functionality ................................................................................................... 2 - 1412.2.5 lnterfaces........................................................................................................ 2 - 1452.2.6 Technical Data................................................................................................ 2 - 1472.2.7 lnstallation requirements ................................................................................ 2 - 1492.2.8 Engine-located Measuring and Control Devices............................................ 2 - 1513 Quality requirements of operating supplies ....................... 3 - 13.1 Quality of lube oil (SAE40l for operation on gas oil and Diesel oil (MGO/MDOl and Biofuel 3 - 33.2 Quality of lube oil (SAE40l for heavy fuel oil operation (HFOl .............................. 3 - 93.3 Quality of engine cooling water ......................................................................... 3 - 153.4 Checking cooling water ..................................................................................... 3 - 233.5 Cleaning cooling water system.......................................................................... 3 - 253.6 Quality of Marine Diesel Fuel (MDOl .................................................................. 3 - 273.7 Quality of gas oil/Diesel fuel (MGOl .................................................................. 3 - 293.8 Quality of Heavy Fuel Oil (HFOl ......................................................................... 3 - 313.9 Quality of intake air (combustion airl ................................................................. 3 - 433.10 viscosity-Temperature (vTl diagram of fuel oil .................................................. 3 - 454 Diesel electric set ............................................................... 4 - 14.1 Arrangement of Diesel-electric propulsion plants................................................ 4 - 35 Propulsion train .................................................................. 5 - 15.1 Propulsion packages ........................................................................................... 5 - 35.1.1 General ............................................................................................................... 5 - 35.1.2 Dimensions ......................................................................................................... 5 - 45.1.3 Propeller layout data........................................................................................... 5 - 95.1.4 Propeller clearance........................................................................................... 5 - 11Page 1 - 4 48/60CR lMO Tier ll Status 04/2009Marine_48-60CR_external_Tier-lllvZ.fm6 Engine related service systems.......................................... 6 - 16.1 Basic principles for pipe selection....................................................................... 6 - 36.1.1 Pipe dimensioning .............................................................................................. 6 - 36.1.1.1 Condensate amount ......................................................................... 6 - 56.2 Lube oil system.................................................................................................... 6 - 96.2.1 Lube oil system description................................................................................ 6 - 96.2.2 Prelubrication / postlubrication ........................................................................ 6 - 256.2.3 Lube oil outlets - general .................................................................................. 6 - 276.2.4 Lube oil service tank......................................................................................... 6 - 316.2.5 Pressure control valve ...................................................................................... 6 - 356.2.6 Crankcase vent and tank vent .......................................................................... 6 - 376.3 Water systems ................................................................................................... 6 - 396.3.1 Cooling water system....................................................................................... 6 - 396.3.1.1 LT- cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 396.3.1.2 HT Cooling water circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 416.3.1.3 Cooling water collecting and supply system . . . . . . . . . . . . . . . . . 6 - 446.3.1.4 Miscellaneous items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 446.3.2 Cooling water diagrams.................................................................................... 6 - 476.3.3 Nozzle cooling system...................................................................................... 6 - 536.3.4 Nozzle cooling water module ........................................................................... 6 - 556.3.5 Advanced HT cooling water system for increased freshwatergeneration 6 - 576.3.6 Cleaning systems ............................................................................................. 6 - 616.3.6.1 Cleaning charge air cooler air side; 40/54, 48/60B, 48/60CR, 58/64 6 - 636.3.6.2 Turbine washing device, HFO-operation ........................................ 6 - 656.3.6.3 Option Ultrasonic cleaning ............................................................. 6 - 676.4 Fuel oil system................................................................................................... 6 - 716.4.1 Marine Diesel Oil (MDOl treatment system ..................................................... 6 - 716.4.2 MDO supply system for Diesel engines............................................................ 6 - 736.4.3 Heavy Fuel Oil (HFOl treatment system ........................................................... 6 - 756.4.4 Heavy Fuel Oil (HFOl supply system................................................................ 6 - 796.4.5 Heavy Fuel Oil (HFOl supply system - twin engine plant ................................. 6 - 916.5 Compressed air system..................................................................................... 6 - 956.5.1 Starting air system............................................................................................ 6 - 956.5.2 Starting air vessels, compressors .................................................................... 6 - 996.5.3 Jet Assist ........................................................................................................ 6 - 103 Status 04/2009 48/60CR lMO Tier ll Page 1 - 5Marine_48-60CR_external_Tier-lllvZ.fm6.6 Combustion air................................................................................................. 6 - 1056.7 Exhaust gas system......................................................................................... 6 - 1076.7.1 General information ........................................................................................ 6 - 1076.7.2 Components and assemblies......................................................................... 6 - 1097 Auxiliary modules and system components....................... 7 - 17.1 Auxiliary modules................................................................................................. 7 - 37.1.1 Nozzle cooling water module ............................................................................. 7 - 37.1.2 Preheating module.............................................................................................. 7 - 47.2 System components............................................................................................ 7 - 57.2.1 Lube oil automatic filter ..................................................................................... 7 - 57.2.2 Lube oil double filter ........................................................................................... 7 - 68 Plant service systems......................................................... 8 - 18.1 Engine room ventilation ....................................................................................... 8 - 39 Engine room planning ........................................................ 9 - 19.1 lnstallation and arrangement ............................................................................... 9 - 39.1.1 General details.................................................................................................... 9 - 39.1.2 lnstallation drawings........................................................................................... 9 - 59.1.3 Removal dimensions of piston and cylinder liner ............................................. 9 - 139.1.4 Comparison of engine arrangements ............................................................... 9 - 179.1.5 Lifting appliance ............................................................................................... 9 - 199.1.6 Major spare parts.............................................................................................. 9 - 239.1.7 Example: propulsion system arrangement ....................................................... 9 - 279.2 Exhaust gas ducting .......................................................................................... 9 - 299.2.1 Example: ducting arrangement ........................................................................ 9 - 299.2.2 Position of the outlet casing of the turbocharger ............................................. 9 - 3110 Annex ............................................................................... 10 - 110.1 Programme for works test of four-stroke marine engines ................................. 10 - 310.2 Engine running-in ............................................................................................ 10 - 510.3 Emissions......................................................................................................... 10 - 1110.3.1 Composition of exhaust gas of medium speed four-stroke Diesel engines 10 - 11Page 1 - 6 48/60CR lMO Tier ll Status 04/2009Marine_48-60CR_external_Tier-lllvZ.fm10.4 Additional engine equipment - general description......................................... 10 - 1310.5 Definitions ........................................................................................................ 10 - 1510.6 Output ................................................................................................................ 10 - 1710.7 Symbols ............................................................................................................. 10 - 19lndex. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l Page 1 - 1Kapiteltitel 1 M.fm1 Basic information Page 1 - 2Kapiteltitel 1 M.fmBasic information1.1 Marine plants by MAN Diesel Status 04/2009 48/60CR lMO Tier ll Page 1 - 30101-0201MDcrll.fm1.1 Marine plants by MAN Diesel1.1.1 Four stroke Diesel engine programme for marine applications in Compliance with lMO Tier ll, Propulsion applicationFigure 1-1 MAN Diesel engine programmeBasic information1.1 Marine plants by MAN Diesel Page 1 - 4 48/60CR lMO Tier ll Status 04/20090101-0201MDcrll.fm1.1.2 Engine description 48/60CR lMO Tier llGeneralWith the 48/60CR (Common Raill, MAN Diesel isembarking on a new era in modern diesel enginedesign. Based on the more than 600-fold wellproven 48/60 engine, the 48/60CR was devel-oped for use as a propulsion engine in cruise lin-ers, tankers or container ships. By the use ofelectronic injection, variable valve timing, im-proved turbocharger and by improved combus-tion, increasingly stringent emission standardscan be fulfilled and improved part load perform-ance (smoke, SFOCl can be obtained withoutcompromising on the engines high availabilityand specific power output. The 48/60CR there-by sets the new standard in this engine classand is therefore a true prime mover" in every re-spect.FuelsThe common rail injection system of the 48/60CR was designed for operation with heavyfuel oil (HFOl in accordance with specificationDlN lSO 8217 (viscosities up to 700 cSt at 50 Cland fuel temperatures up to 150 C. The fuel oilsystem is designed to allow the engine to bestarted and stopped with HFO. ln a load rangefrom 100% to 20% load, the engine can be op-erated continously, below 20% load for a limitedtime using HFO. Special attention was directedduring development on the reliable functionalityof all components during operation with all ap-proved fuel qualities.lnjectionThe patented injection system from MAN Dieselis based on the following principle: High pres-sure pumps compress the fuel to the requiredpressure and deliver it to the inline accumulatorunits (common raill. At the accumulator units areconnections for the injection valves and also thecomponents for fuel distribution and injectioncontrol. The common rail system achieves itshigh level of flexibility by consistent separationof pressure generation and injection control (i.e.injection pressure and timing for pre- andpostinjectionl.Features and advantagesAs a matter of principle, MAN Diesel has keptthe basic concept of its Common Rail Technolo-gy as simple as possible and has integratedtechnically proven components into the design.For example, in keeping with this philosophy, thedesign does not use a separate servo circuit foractivating the injection valve. Less maintenanceis one of the benefits as well as extremely quickand accurate reaction times of the injection sys-tem. The electronically controlled injectionvalves are on the rail outside the cylinder head,resulting in greater system reliability and veryeasy maintainability. Also, integrated into the CRtechnology are well-proven components withlong service experience, such as conventionalinjection nozzles. With the 48/60CR it has beenpossible to combine conflicting developmentspecifications like high power density with lowwear" and low emissions with low wear" in arevolutionary way. The engine represents thenewest technology in the area of medium speedoperated industrial sized diesel engines - tech-nology engines - technology that is ready for thefuture.ElectronicsThe 48/60CR is equipped with the newest gen-eration of proven MAN Diesel engine manage-ment system. For the first time, SaCoSonebreaks down all functions of modern enginemanagement into one complete system.Through integration on the engine, it forms oneunit with the drive assembly. SaCoSone offers: lntegrated self-diagnosis functions Maximum reliability and availability Simple use and diagnosis Quick exchange of modules (plug inl Trouble-free and time-saving commissioning Basic information1.1 Marine plants by MAN Diesel Status 04/2009 48/60CR lMO Tier ll Page 1 - 50101-0201MDcrll.fmSafety conceptThe common rail system comprises an intelli-gent designed safety concept: All high pressure pipes are screened or havea double wall design. Flow limiting valves at each cylinder preventuncontrolled injection. Redundant high pressure pumps guaranteefurther operation of the engine even in theevent of high pressure pump malfunction. Twin type pressure sensors and speed sen-sors assure that the engine stays operationaleven in the event of failure of one of these el-ements. ln case of single engine plants theECUs (Electronic Control Unitsl are in doubletype as well.NOx Reduction Measures L+v48/60CRRl - Retarded lnjectionRetarded injection timing delays combustionheat release and thus lowers combustion cham-ber temperature peaks.New Piston for lncreased Compression RatioThe use of a new piston provides a higher com-pression ratio and gives a faster reduction intemperature after the ignition of the fuel, thus re-ducing NOx formation. The increase in com-pression ratio also compensates the reductionin firing temperature due to retarded injectionand hence the associated increase in SFOC.vvT variable valve Timingvariable valve timing enables variations in theopening and closing of the inlet and exhaustvalves. lt can be used to compensate the in-crease in SFOC associated with lower NOxemissions. vvT is an enabling technology of variable Millervalve timing. A strong Miller effect under highload operation results in an improvement in theNOx-SFOC trade-off.At low load the Miller valve timings are reducedto attain higher combustion temperatures andthus lower soot emissions.Miller valve TimingTo reduce the temperature peaks which promotethe formation of NOx, early closure of the inletvalve causes the charge air to expand and coolbefore start of compression. The resulting re-duction in combustion temperature reducesNOx emissions.High Pressure Ratio TurbochargerThe use of MAN Diesel turbochargers equippedwith the latest high efficiency compressorwheels can alleviate the NOx-SFOC trade off.The higher pressure ratio increases the efficien-cy of the engine and thus compensates the in-crease in SFOC normally associated with lowerNOx emissions.The higher pressure ratio also increases thescope for Miller valve timing.Common Rail lnjectionThe 48/60 common rail injection system usesthe latest MAN Diesel common rail technologywhich allows flexible setting of injection timing,duration and pressure for each cylinder. Thisflexibility allows the fuel consumption and emis-sions of the 48/60CR to be optimised at anypoint on its operating profile.Basic information1.1 Marine plants by MAN Diesel Page 1 - 6 48/60CR lMO Tier ll Status 04/20090101-0201MDcrll.fm Page 2 - 1Kapiteltitel 2 M.fm2 Diesel engine and operation Page 2 - 2Kapiteltitel 2 M.fmDiesel engine and operation2.1.1 Engine design Status 04/2009 48/60CR lMO Tier ll Page 2 - 30204-0101MDcrll.fm2.1 Engine characteristic data 2.1.1 Engine design2.1.1.1 Engine cross sectionFigure 2-1 Cross section - engine L 48/60CR; view on counter coupling sideDiesel engine and operation2.1.1 Engine design Page 2 - 4 48/60CR lMO Tier ll Status 04/20090204-0101MDcrll.fmFigure 2-2 Cross section - engine v 48/60CRDiesel engine and operation2.1.1 Engine designStatus 04/2009 48/60CR Page 2 - 50204-0102MCR.fm2.1.1.2 Engine designations - Design parametersEngine L+v48/60CR Example to declare engine designations Table 2-1 Designations engine 48/60CR Table 2-2 Design parameters engine 48/60CR18 v 48/60 CR Piston stroke [cm Cylinder bore [cm v=vee engine, L= in-line engine Cylinder number Design indexParameter Abbreviations UnitNumber of cylinders 6, 7, 8, 9,12, 14, 16, 18-ln-line engine Lvee engine vCylinder bore 48cmPiston stroke 60Parameter value UnitCylinder bore 480mmPiston stroke 600Swept volume of each cylinder 108.6 dm3Compression ratio 1200 kW/cyl. marine plants 15.3 -Distance between cylinder centres L = 820mmDistance between cylinder centres v = 1,000vee engine, vee angle 50 Crankshaft diameter at journal, in-line engine L = 415mm Crankshaft diameter at journal, vee engine v = 480Crankshaft diameter at crank pin 415Diesel engine and operation2.1.1 Engine design Page 2 - 6 48/60CR Status 04/20090204-0102MCR.fmDiesel engine and operation2.1.2 Dimensions, weights, inclination and views Status 04/2009 48/60CR Page 2 - 70204-0201MCR.fm2.1.2 Dimensions, weights, inclination and viewsEngine L48/60CRFigure 2-3 Main dimensions - engine L48/60CREngine L L1 B B1 E F H Weight without flywheel wheelmm tons6 L48/60CR 8,615 7,2903,1952,100 1,280 700 5,3601047 L48/60CR 9,435 8,110 1188 L48/60CR 10,460 8,9303,325 1349 L48/60CR 11,425 9,895 146 The dimensions and weights are given for guidance onlyTable 2-3 Main dimensions and weights - Engine L48/60CRDiesel engine and operation2.1.2 Dimensions, weights, inclination and views Page 2 - 8 48/60CR Status 04/20090204-0201MCR.fm1 Athwart ships and fore- and aft-inclinations may occur simultaneously.2 Where the length of the ship exceeds 100 m, the for-and-aft static angle of inclination may be takenas 500/L degrees.Note!For higher requirements contact MAN Diesel SE.Arrange engines always lengthwise of the ship!lnstallations, components Angle of inclination [}1Athwartship Fore-and-aftstatic dynamic static dynamicMain and auxiliary machinery 15 22.5 52 7,5Table 2-4 lnclinations L+v48/60CRDiesel engine and operation2.1.2 Dimensions, weights, inclination and views Status 04/2009 48/60CR Page 2 - 90204-0201MCR.fmEngine v 48/60CRFigure 2-4 Main dimensions and weights v48/60CREngine L L1 B B1 E F H Weight without flywheel wheel mm tons12v 48/60CR 10,760 8,9154,700 2,280 1,410 830 5,35518614v 48/60CR 11,760 9,915 20916v 48/60CR 13,100 10,915 23618v 48/60CR 14,100 11,915 259The dimensions and weights are given for guidance onlyTable 2-5 Main dimensions and weights - Engine v48/60CRDiesel engine and operation2.1.2 Dimensions, weights, inclination and views Page 2 - 10 48/60CR Status 04/20090204-0201MCR.fm1 Athwart ships and fore- and aft-inclinations may occur simultaneously.2 Where the length of the ship exceeds 100m, the for-and-aft static angle of inclination may be takenas 500/L degrees.Note!For higher requirements contact MAN Diesel SE.Arrange engines always lengthwise of the ship!lnstallations, components Angle of inclination [}1Athwartship Fore-and-aftstatic dynamic static dynamicMain and auxiliary machinery 15 22,5 52 7,5Table 2-6 lnclinations L+v48/60CRDiesel engine and operation2.1.3 Additional engine equipment required for the various cases of application regarding the specific Status 04/2009 48/60CR lMO Tier ll Page 2 - 111001-0104MDcrll.fm2.1.3 Additional engine equipment required for the various cases of application regarding the specific engineFor description see "Chapter 10.4 Additional engine equipment - general description, page 10-13" Device/measure Application Engine typeShipPropellerAuxiliary enginesDiesel-mechanical Diesel-electricalCharge air blow off for firing pressure limitation Full load 32/4032/44CR40/5448/60 (B+CRl58/64Order-related, if the intake air 5CCharge air blow off for firing pressure limitation and exhaust temperature control after turbocharger> approx. 25% load 32/4032/44CR40/5448/60 (B+CRl58/64Order-related, for plants with catalyst con-verterCharge air bypass Partial load 32/4032/44CR40/5448/60 (B+CRl58/64XX XXX---XX---XXCharge air preheating by HT-LT- switching (charge air cooler 2-stagelPartial load 32/4032/44CR40/5448/60 (B+CRl58/64---O (X 1lO (X 1l---O (X 1lO (X 1l---O (X 1lO (X 1lCharge air temperature control (CHATCO, with charge air pre-heating at partial loadlFull loadPartial load 32/4032/44CR40/5448/60 (B+CRl58/64XXXXXXXXXXXXXXXWaste gateBlowing off the exhaust gas Full load 32/4032/44CR40/5448/60 (B+CRl58/64---X 2lX 2l---X 2lX 2l---X 2lX 2lJet AssistAccelerating the turbocharger Manoeuvring, loading 32/4032/44CR40/5448/60 (B+CRl58/64O (X 3lO (X 3lO (X 3lO (X 3lO (X 3lXX X XXXXXXXv.l.Tvariable lnjection Timing Partial load 32/4032/44CR40/5448/60 (Bl58/64X7l-X 4lX 4lO (X 5lX7l-X 4lX 4lO (X 5lX7l-X 4lX 4lO (X 5lSlow turn Before engine start 32/4032/44CR 40/5448/60 (B+CRl58/64OOOOOXXXXXO (X 6llO (X 6llO (X 6llO (X 6llO (X 6llDiesel engine and operation2.1.3 Additional engine equipment required for the various cases of application regarding the specific Page 2 - 12 48/60CR lMO Tier ll Status 04/20091001-0104MDcrll.fm1l This equipment is required if a possible increased smoke emission cannot be tolerated within a period of 15 minutesafter engine starting, at partial load and and with the engine still cold 2l Does not apply to engines with a type-plate output of 90% of rated output with the exception of special applications(dredger, fixed-pitch propeller, high-torque applicationsl for which it is necessary to consult MAN Diesel for clarification 3l ln case of special demands regarding fast acceleration, load application and soot emission 4l Automatical v.l.T.5l ls only required if more stringent requirements regarding emission than the presently valid lMO Tier l limits (Protocol of1997 to amend Marpol 73/78l are to be observed.6l Required for plants with Power Management System demanding automatic engine start7l Required for emission standard DNv Clean DesignX = required, O = optional, - not designedTable 2-7 Additional engine equipmentDiesel engine and operation2.1.4 Outputs, speeds Status 04/2009 48/60CR lMO Tier ll Page 2 - 130204-0301MDcrll.fm2.1.4 Outputs, speedsEngine L+v 48/60CR2.1.4.1 Engine ratings PlSO, Standard: lSO-Standard-Output (as specified inDlN lSO 3046-1l for emission standard: lMO Tier llDefinition of engine ratingGeneral definition of Diesel engine rating (according to lSO 15550: 2002; lSO 3046-1:2002lll Table 2-9 Standard reference conditionsEngine typeNo. of cylindersEngine rating500rpm 514rpmkW hp kW hp6L 48/60CR 6 7,200 9,780 7,200 9,7807L 48/60CR 7 8,400 11,410 8,400 11,4108L 48/60CR 8 9,600 13,040 9,600 13,0409L 48/60CR 9 10,800 14,670 10,800 14,67012v 48/60CR 12 14,400 19,560 14,400 19,56014v 48/60CR 14 16,800 22,820 16,800 22,82016v 48/60CR 16 19,200 26,080 19,200 26,08018v 48/60CR 18 21,600 29,340 21,600 29,340Table 2-8 Engine ratings for emission standard: lMO Tier llReference Conditions: lSO 3046-1: 2002; lSO 15550: 2002Air temperature Tr K / C 298/ 25Air pressure pr kPa 100Relative humidity r % 30Cooling water temperature upstream charge air cooler tcr K / C 298/ 25Diesel engine and operation2.1.4 Outputs, speeds Page 2 - 14 48/60CR lMO Tier ll Status 04/20090204-0301MDcrll.fm2.1.4.2 Available outputsPApplication, lSO: Available output under lSO-conditions dependent on application Table 2-10 Available outputs / related reference conditions1l Maximum torque given by available output and nominal speed2l Overload >100% may only be run for a short time to compensate for a frequency drop when a load is applied3l Special turbocharger matching required - additional fuel consumption necessarytr Air temperature at compressor inlet of turbochargertcr Cooling water temperature before charge air coolerpr Barometric pressure P ApplicationAvailable output in percentagefrom lSO-Standard-Output Fuel Stop power (Blockingl Max. allowed Speed reductionat maximum torque1lTropic conditions(tr/tcr/pr=100kPalRemarksKind of Application % % % C -Electricity generationAuxiliary engines in ships 100 110 - 45/38 2lMarine main engines (with mechanical or Diesel electric drivelMain drive generator 100 110 - 45/38 2lMain drive with controllable pitch propeller 100 100 - 45/38 -Main drive with fixed-pitch propeller for engines 48/60CR, 58/64 90 90 10 45/42 3lMain drive with fixed-pitch propeller for engine 32/40 96 96 10 45/38 3lMain drive with fixed-pitch propeller for engine 32/44CR 100 100 10 45/38 3lMain drive with fixed-pitch propeller for engine v 28/33D 100 1001045/40 -Suction dredger/pumps (mechanical drivelMain drive for suction dredger/pumps for engines 32/40, 48/60CR,58/64 and 6L-10L,12v-18v 32/44CR (not 20v 32/44CRl 93 93 20 45/43 3lDiesel engine and operation2.1.4 Outputs, speeds Status 04/2009 48/60CR lMO Tier ll Page 2 - 150204-0301MDcrll.fmP Operating: Available output under local conditions and dependent on applicationDependend on local conditions or special appli-cation demands a further load reduction ofP Application, lSO might be needed.1. No de-rating due to ambient conditions is needed as long as following conditions are not ex-ceeded:Table 2-11 De-rating - Limits of ambient conditions1l Overpressure2. De-rating due to ambient conditions and negative intake pressure before compressor or ex-haust gas back pressure after turbochargera Correction factor for ambient conditionsTx Air temperature before turbocharger [K being considered (273+txlNo de-rating up to statedReference conditions (Tropicl Special calculation needed iffollowing values are exceededAir temperature before turbocharger Tx 318 K (45 Cl 60CAmbient pressure 100 kPa (1 barl 90kPaCooling water temperature inlet charge air cooler (LT-stagel 311 K (38 Cl 43Clntake pressure before compressor -20 mbar1l -40 mbar1lExhaust gas back pressure after turbocharger 30 mbar1l 60 mbar1la 318Tx U O + +---------------------------- = 311Tcx---------- 1 2 ,1 09 0 09 , , with a 1 a POperati ng PApplication, ISO a = =Diesel engine and operation2.1.4 Outputs, speeds Page 2 - 16 48/60CR lMO Tier ll Status 04/20090204-0301MDcrll.fmU lncreased negative intake pressure before compressor leeds to an de-rating, calculated asincreased air temperature before turbochargerO lncreased exhaust gas back pressure after turbocharger leads to a de-rating, calculated asincreased air temperature before turbocharger:Tcx Cooling water temperature inlet charge air cooler (LT-stagel [K being considered (273+txlT Temperature in Kelvin [KT Temperature in degree Celsius [C3. De-rating due to special conditions or demands. Please contact MAN Diesel SE, if: limits of ambient conditions mentioned in"Table 2-11 De-rating - Limits of ambientconditions, page 2-15" are exceeded higher requirements for the emission level ex-ist as stated in"2.1.11.9 Exhaust gas emis-sion, page 2-69" special requirements of the plant for heat re-covery exist special requirements on media temperaturesof the engine exist any requirements of MAN Diesel mentionedin the Project Guide can not be kept.U 20mbar pair before compressor[mbar] ( ) 0 25K/mbar , = with U 0 O pexhaust after Turbi ne [mbar] 30mbar ( ) 0 25 , K/mbar = with O 0 Diesel engine and operation2.1.4 Outputs, speedsStatus 04/2009 48/60CR lMO Tier ll Page 2 - 170201-0105MDcrll.fm2.1.4.3 Speeds/Main data 1l This concession may possibly be restricted, see "Chapter 2.1.4.3 Speeds/Main data, page 2-17".Power take-off on engine free end up to 100% of rated output.Unit 50 Hz 60 HzCylinder rating % 100 100Rated speed rpm 500 514Mean piston speed m/s 10.0 10.3Number of pole pairs - 6 7Lowest engine operating speed: in case of rigid foundation in case of resilient foundation speeddepends on layout of mounting rpm approx. 130- approx. 130-Highest engine operating speed rpm 525 1l 525Speed adjusting range rpm See "Chapter 2.1.4.4 Speed adjusting range, page 2-19"Diesel engine and operation2.1.4 Outputs, speeds Page 2 - 18 48/60CR lMO Tier ll Status 04/20090201-0105MDcrll.fmDiesel engine and operation2.2.1 Outputs, speedsStatus 04/2009 48/60CR Page 2 - 190201-0110Mcr.fm2.1.4.4 Speed adjusting rangeThe following specification represents thestandard settings. For special applications, de-viating settings may be necessary.Table 2-12 Electronic governorsDrive Speed droop Maximum speed at full loadMaximum speed at idle running Minimum speedElectronic governors1 main engine with controlla-ble-pitch propeller and with-out PTO 0 % 100% (+0,5%l 100% (+0,5%l 60 %1 main engine with controlla-ble-pitch propeller and with PTO 0 % 100% (+0,5%l 100% (+0,5%l 60 %Parallel operation of 2 engines driving 1 shaft with/without PTO:Conventional or 5 % 100% (+0,5%l 105% (+0,5%l 60 %Master/slave operation 0 % 100% (+0,5%l 100% (+0,5%l 60 %Gensets/Diesel electric plants:with PMS or 5 % 100% (+0,5%l 105% (+0,5%l 60 %lsochronous operation 0 % 100% (+0,5%l 100% (+0,5%l 60 %Fixed-pitch propeller plants 0 % 100% (+0,5%l - 30 %Note!For single-engine plants with fixed-pitch propeller, the speed droop is of no significance.Only if several engines drive one shaft with fixed-pitch propeller, the speed droop is relevant for the load distribution.ln the case of electronic speed control, a speed droop of 0 % is also possible during parallel operation.Diesel engine and operation2.2.1 Outputs, speeds Page 2 - 20 48/60CR Status 04/20090201-0110Mcr.fmDiesel engine and operation2.1.5 Explanatory notes for operating supplies Status 04/2009 Page 2 - 211001-0109MA.fm2.1.5 Explanatory notes for operating supplies The temperatures and pressures contained inchapter "Diesel engine and operation - Enginecharacteristic data - Planning data for emissionstandard: lMO Tier ll" must be observed.2.1.5.1 lntake airThe quality of the intake air required in chapter"Quality requirements of operating supplies -Quality of intake air (combustion airl" must bemaintained.2.1.5.2 FuelThe engine is designed for operation with HFO,MDO and MGO in the qualities quoted in chap-ter "Quality requirements of operating supplies -Quality of Marine Diesel Fuel (MDOl", "Qualityrequirements of operating supplies - Quality ofgas oil/Diesel fuel (MGOl" and "Quality require-ments of operating supplies - Quality of HeavyFuel Oil (HFOl".Operation with biofuel for stationary powerplants 48/60 and 32/40 is possible. Please seebelow. The following notes concerning this must al-ways be observed!Operation with MGOAl Short-term operation with fuels of quality DMAlndividual states prescribe the use of distillatesas the fuel for ship's engines in their territorialwaters.Engines that are normally operated with heavyfuel can, in this case, also be operated with Ma-rine Gas Oil (MGO, in accordance with lSO 8217- F - DMAl for short periods.Conditions: Fuel in accordance with lSO 8217-F-DMAhaving a viscosity 2.5 cSt at 40C MDO operation maximum 72 hours within atwo week period (cumulative with distributionas requiredl Fuel cooler introduced / temperature MGObefore engine < 50C Bl Long-term or continuous operation with fuels of quality DMAlf the conditions in accordance with Al are notmet, i.e. MGO operation > 72 hours within a twoweek period (cumulative with distribution as re-quiredl, for example, then special plant-relatedpre-requisites must be set and special actionsare necessary during operation.For MGO with viscosity 1.5 to 2.4 cSt (at 40ClThe following is to be provided on the engineside: Disconnectable inlet valve lubrication is re-quired lf required, the engine must be fitted with in-jection pumps with WCC coating The injection pumps must be fitted with a dis-connectable blocking oil systemThe following is to be provided on the plantside: The temperature in front of the engine mustnot exceed 25C- ln the Fuel Booster System there must bean adequately-dimensioned cooler in theengine return line- ln addition, in the Fuel Feeder System,there is a cooler so that the fuel, whichheats up in the tank, can be cooled downto 20CThe following is to be provided on the plant side : Switch off nozzle cooling water systemFor MGO with viscosity 2.5 to 3.6 cSt (at 40ClThe temperature in front of the engine must notexceed 50C. ln this case, the above additionalmeasures are also required. However, you can-not omit the fuel cooler in the Feeder System.Diesel engine and operation2.1.5 Explanatory notes for operating supplies Page 2 - 22 Status 04/20091001-0109MA.fmOperation with heavy fuel having a low sulphurcontent, HFO with sulphur content < 1%Previous experience with stationary engines us-ing heavy fuels having sulphur contents of just1 % or even just 0.2 % does not show any re-striction in the utilisation of these fuels, providedthat the combustion properties are not affectednegatively by this situation. This may well change if, in the future, new meth-ods are developed to produce low sulphur-con-taining heavy fuels.lf it is intended to run continuously with low sul-phur-containing heavy fuel, you must use a lu-bricating oil having a low TBN (BN 30l, even ifthe engines have proven to be very robust withregard to the continued use of standard lubricat-ing oils (BN 40l.Operation with biofuel (Section only with 48/60B stationary, 32/40 sta-tionarylConsultation must be made with MAN Diesel SEin good time.When operating with biofuel certain engine ad-aptations are required: Engine equipment: lnjection pumps with WCC coating The fuel pipes and leak fuel pipes must beequipped with tracing type heatingEngine adjustment: Charge air temperature before cylinder 55Cto minimise ignition delayWe point out: Depending on the quality of the biofuel, itmay be necessary to carry out one oil changeper year (this is not taken into account in thedetails concerning lubricating oil consump-tionl An addition to the fuel consumption is nec-essary (see chapter "Diesel engine and oper-ation - Fuel oil consumption; lube oilconsumption - Fuel oil consumption foremission standard: lMO Tier ll" l At lower calorific values it may be necessaryto have a power reductionl:- LCv < 38 MJ/kg: power reduction 5%- LCv < 36 MJ/kg: power reduction 10% The proportion of lube oil in the fuel must notexceed 12%2.1.5.3 Engine cooling waterThe quality of the engine cooling water requiredin Section 3.3 must be maintained.2.1.5.4 Lubricating oilSelection of the lubricating oil must be in ac-cordance with Section 3.1 or 3.2.The lubricating oil must always match the worstfuel quality. A Base Number(BNl that is too lowis critical. A Base Number that is too high is,however, not optimum (costs, sedimentationl,but is not considered critical. lf, alongside operation using heavy fuel, it is in-tended to operate for a longer continuous periodusing low-sulphur fuel, you should provide asecond lubricating oil tank which is then toppedup with the correct TBN in each case in order toattain an optimum mixing range. This thenmeans adaptation of the lubricating oil schemat-ic drawing.Diesel engine and operation2.1.6 Part-load operationStatus 10/2008 Page 2 - 230201-0104MA.fm2.1.6 Part-load operationDefinitionGenerally the following load conditions are dif-ferentiated: Over-load (for regulationl: > 100 % of full load output Full-load: 100 % of full load output Part-load: < 100 % of full load output Low-load: < 25 % of full load outputCorrelationsThe ideal operating conditions for the engineprevail under even loading at 60 % to 90 % ofthe full-load output. Engine control and rating ofall systems are based on the full-load output.ln the idling mode or during low-load engine op-eration, combustion in the cylinders is not ideal.Deposits may form in the combustion chamber,which result in a higher soot emission and an in-crease of cylinder contamination.Moreover, in low-load operation and during ma-noeuvring of ships, the cooling water tempera-tures cannot be regulated optimally high for allload conditions which, however, is of particularimportance during operation on heavy fuel oil.Better conditionsEngines are genuinely better equipped for low-load operation if they have a two-stage charge-air cooler, thesecond stage of which can be switched off inorder to improve the operating data or if they have a two-stage charge-air coolerand switch-over from HT to LT has been pro-vided for, permitting the admission of HT wa-ter to the LT stage.HT: High temperatureLT: Low temperatureOperation on heavy fuel oilBecause of the aforementioned reasons, low-load operation < 25 % of full load output onheavy fuel oil is subjected to certain limitations.According to "Figure 2-5 Time limits for part-load operation on heavy fuel oil (on the leftl, du-ration of relieving operation(on the rightl, page2-24", the engine must, after a phase of part-load operation, either be switched over to Dieseloperation or be operated at high load (> 70 % offull load outputl for a certain period of time in or-der to reduce the deposits in the cylinder andexhaust gas turbocharger again.ln case the engine is to be operated at low-loadfor a period exceeding that shown in "Figure 2-5 Time limits for part-load operation on heavyfuel oil (on the leftl, duration of relieving opera-tion(on the rightl, page 2-24", the engine is tobe switched over to Diesel oil operation before-hand.Be aware, that after 51h hours continous heavyfuel oil operation at part loads in the range 20%to 25% of the full engine output a new running inof the engine is needed. For continuous heavyfuel oil operation at part loads in the range< 20 % of the full engine output, co-ordinationwith MAN Diesel is absolutely necessary.Operation on Diesel fuelFor low-load operation on Diesel fuel oil, the fol-lowing rules apply: A continuous operation below 15 % of fullload is to be avoided, if possible. Note!Should this be absolutely necessary, MAN Die-sel has to be consulted for special arrangements(e.g. the use of part-load injection nozzlesl. A no-load operation, especially at nominalspeed (generator operationl is only permittedfor a maximum period of 1...2 hours.Diesel engine and operation2.1.6 Part-load operation Page 2 - 24 Status 10/20080201-0104MA.fmNo limitations are required for loads above 15 %of full load, as long as the specified operatingdata of the engine will not be exceeded.Figure 2-5 Time limits for part-load operation on heavy fuel oil (on the leftl, duration of relieving operation(on the rightlP Full load output [% t Operating period [hExplanations The figure on the left: Time limits for part-load operation on heavyfuel oil The figure on the right: Necessary operation time at > 70 % of full-load output after part-load operation onheavy fuel oil. Note!Acceleration time from present output to 70% offull-load output not less than 15 minutes.ExampleLine a:At 10 % of full-load output, HFO operation ispermissible for maximum 19 hours, then switchover to Diesel fuel oil, orLine b:Operate the engine for approx. 1.2 hours at notless than 70 % of full-load output to burn awaythe deposits that have formed. Subsequently,part-load operation on heavy fuel oil can be con-tinued.Diesel engine and operation2.1.7 Propeller operation Status 07/2005 Page 2 - 250201-0201MA-Tll.fm2.1.7 Propeller operation2.1.7.1 Controllable-pitch propeller; operating rangeFigure 2-6 Operating range for controllable-pitch propellerRated output/operating rangeMCR Maximum continuous ratingOperating range for continuous operation 1 Load limit curve2 Recommended combinatory curve3 Zero-thrust curveThe combinatior curve must be at a sufficientdistance from the limit curve 1. For overload pro-tection, a load control is to be provided.Transmission losses (e.g. by gearboxes andshaft powerl and additional power requirements(e.g. by PTOl must be taken into account.Diesel engine and operation2.1.7 Propeller operation Page 2 - 26 Status 07/20050201-0201MA-Tll.fmDiesel engine and operation2.1.7 Propeller operationStatus 10/2008 Page 2 - 270201-0201aMA.fm2.1.7.2 General requirements for propeller pitch controlPitch control of the propeller plantFor mechanical speed governors:4-20 mA signal from the admission teletransmit-ter of the engine will be supplied to the propellercontrol as a load indication.For electronic speed governors:4-20 mA signal from the electronic governor ofthe engine will be supplied to the propeller con-trol as a load indication.General:A distinction between constant-speed operationand combinator-curve operation has to be en-sured.Combinator-curve operation: The 4-20 mA signal has to be used for the as-signment of the propeller pitch to the respectiveengine speed. The operation curve of enginespeed and propeller pitch (for power range, see"Chapter 2.2.3.1 Controllable-pitch propeller;operating range, page 2-111" of this documen-tationl has to be observed also during accelera-tion/load increase and unloading.Acceleration / load increaseThe engine speed has to be increased prior toincreasing the propeller pitch. See the exampleshown below.Deceleration / unloading the engineThe engine speed has to be reduced later thanthe propeller pitch. See the example shown be-low.Diesel engine and operation2.1.7 Propeller operation Page 2 - 28 Status 10/20080201-0201aMA.fmExample for illustration of the change from one load step to anotherFigure 2-7 Example for illustration of the change from one load step to anotherDiesel engine and operation2.1.7 Propeller operationStatus 10/2008 Page 2 - 290201-0201aMA.fmWindmilling protection (pump admission at zero,and engine being turned by the propellerlSingle-shaft plantThe propeller control has to take care that thewindmilling time is less than 30 sec.Multi-shaft plant:The propeller control has to take care that thewindmilling time is less than 30 sec.Should, nevertheless, the windmilling time bemore than 40 sec., the respective engine has tobe disengaged.ln case of plants without shifting clutch, it is tobe ensured that a stopped engine is not turnedby the propeller.A shaft interlock is to be provided for each shaftfor maintenace work.Overload / engine close to limit curve / reductioninput in propeller control (binary signallOverload contact:The overload contact is activated when the en-gine fuel admission reaches the maximum posi-tion. At this position, the control system has tostop the propeller pitch from increasing and ifthe signal remains for more than the "predeter-mined time limit", the propeller pitch has to bedecreased.Operation close to the limit curves (only for elec-tronic speed governorsl:This contact is activated when the engine is op-erated close to a limit curve (torque limiter,charge air pressure limiter ...l. When the contactis closed, the propeller control has to keep thepropeller pitch from increasing and, in case thesignal remains for more than an adjustable time,the propeller pitch has to be decreased.Pitch reduction contact:This contact is activated when disturbances inengine operation occur, for example too high ex-haust-gas mean-value deviation. When the con-tact is closed, the propeller control has toreduce the propeller pitch to 60 % of the ratedengine output, without change in engine speed.Distinction between normal manoeuvre andemergency manoeuvreThe propeller control has to be able to distin-guish between normal manoeuvre and emer-gency manoeuvre (i.e., two differentacceleration curves are necessaryl.MAN Diesel's directions concerning accelera-tion times and power range are to be observed.The power range according to sheet "Propelleroperation, page 2-111" and the accelerationtimes according to sheet "Acceleration times,page 2-33" and "Engine 48/60CR, page 2-35" ofthis documentation are to be observed.Diesel engine and operation2.1.7 Propeller operation Page 2 - 30 Status 10/20080201-0201aMA.fmStatus 10/2008 Page 2 - 310201-0202MA.fmDiesel engine and operation2.1.7 Propeller operation2.1.7.3 Fixed-pitch propellerSingle shaft vesselFigure 2-8 Operating range for fixed-pitch propellersType testing of engines is carried out at 110 %rated output and 103 % rated engine speed.Rated output: MCR Maximum Continuous Rating (fuel stoppowerl Range l: Operating range for Continuousservice subject to a propeller light-running of1.5 - 3 %, the lower value to be aimed for. Range ll: Operating range temporarily admis-sible e.g. during acceleration, manoeuvring(torque limitl. Theoretical propeller characteristic applies tofully loaded vessel after a fairly long operatingtime, and to possible works trial run withzero-thrust propeller. FP Design range of fixed-pitch propeller op-erating range during sea trials under contrac-tual conditions (such as weather, loadcondition, depth of water, etc.l with the en-gine speed range between 103 % and 106 %being used for 1 hour maximum only.The propeller design depends upon vessel typeand duty. lt is always the exclusive responsibilityof the yard to determine, on the strength of this,the propulsive power to be installed in the ship.When installing shaft-driven generators with fre-quency conversion, the generator rating re-quired apart from the propulsive power must bededucted from the MCR. Transmission losses(e.g. gearboxl to be made allowance for. Page 2 - 32 Status 10/20080201-0202MA.fmDiesel engine and operation2.1.7 Propeller operationStatus 10/2008 Page 2 - 330201-0204MA.fmDiesel engine and operation2.1.7 Propeller operation2.1.7.4 Acceleration timesAcceleration times for fixed-pitch andcontrollable pitch-propeller plantsNotes on designFor remote controlled propeller drives for shipswith unmanned or centrally monitored engine-room operation, a load programme is to be pro-vided for the engines. Within the scope of the re-mote control system (for the pitch adjustment ofthe controllable pitch propeller or reversing andload application of the enginel.This programme serves to protect the pre-heat-ed engine(sl (lube oil temperature 40 C andfresh water temperature 60 Cl against exces-sive thermal stresses, increased wear and ex-haust gas turbidity, when the engines are loadedfor the first time - possibly up to the rated out-put.ln case of a manned engine room, the engineroom personnel are responsible for the softloading sequence, before control is handed overto the bridge.The lower time limits for normal and emergencymanoeuvres are given in our diagrams for appli-cation and shedding of load. We strongly recom-mend that the limits for normal manoeuvring isobserved during normal operation, to achievetrouble-free engine operation on a long-termbasis. An automatic change-over to a shortenedload programme is required for emergency ma-noeuvres.The final design of the programme should bejointly determined by all the parties involved,considering the demands for manoeuvring andthe actual service capacity.Please note that the time constants for the dy-namic behaviour of the prime mover and thevessel have a ratio of about 1:100, from which itcan be seen that demands for an extremelyshort load application - wrongly believed to bepossible given the speed with which the propel-ler pitch can be set - generally do not producean improvement in ship behaviour during ma-noeuvring (except for tugs and small, fast ves-selsl. Page 2 - 34 Status 10/20080201-0204MA.fmDiesel engine and operation2.1.7 Propeller operationStatus 04/2009 48/60CR Page 2 - 350201-0205MCR.fmDiesel engine and operation2.1.7 Propeller operationEngine 48/60CRFigure 2-9 Control lever setting / propeller pitch - engine 48/60CR Page 2 - 36 48/60CR Status 04/20090201-0205MCR.fmDiesel engine and operation2.1.7 Propeller operationDiesel engine and operation2.1.8 Diesel electric operation Status 10/2008 Page 2 - 370201-0301MA.fm2.1.8 Diesel electric operation2.1.8.1 Load application for shipboard - and isolated electrical systemsln the age of highly turbocharged Diesel en-gines, building rules of classification societiesregarding load application (e.g. 0 % ==> 50 %==>100 %l cannot be complied with, even byspecial measures. However the requirements ofthe lACS (lnternational Association of Classifica-tion Societiesl and lSO 8528-5 are realistic. lnthe case of ships engines the application oflACS requirements is to be clarified with the re-spective classification society as well as theshipyard and the owner. During discussions onload application, the lACS requirements aretherefore to be considered as MAN Dieselstandard".For applications from 0 % to 100 % continuousrating, according to lACS and lSO 8528-5, thefollowing diagram applies:Figure 2-10 Load application in steps as per lACS and lSO 8528-5Diesel engine and operation2.1.8 Diesel electric operation Page 2 - 38 Status 10/20080201-0301MA.fmDepending on the mean effective pressure of theengines a load application from 0 to 100 % re-sults in the following number of load steps andtheir percentages:Note!Bigger load steps than listed in the chapter arenot possible as a standard!Observance of the following application ratesthe minimum requirements of the institutionslisted below are realised.ln case of load drop of 100 % Pnominal, the dy-namical speed variation must not exceed 10 %of the nominal speed and the remaining speedvariation must not surpass 5 % of the nominalspeed.Engine bmep [bar 1st step 2nd step 3rd step 4th stepv28/33D 26.633 % 23 % 18 % 26 %32/40 24.9 ... 25.932/44CR 25.3 ... 26.440/54 23.2 ... 24.848/60B 48/60CR 25.8 ... 26.558/64 23.2Table 2-13 Mean effective pressured and application loads. The percentage of the load steps referring to a bmep of 24.8 bar in "Figure 2-10 Load application in steps as per lACS and lSO 8528-5, page 2-37"Classification Society Dynamic speed drop in % of the nominal speed Remaining speed variation in % of the nominal speedRecovery time until reaching the tolerance band 1% of nominal speedGermanischer Lloyd 10 % 5 % 5 sec.RlNALloyds Register 5 sec., max 8 sec.American Bureau of Shipping 5 sec.Bureau veritasDet Norske veritaslSO 8528-5Table 2-14 Minimum requirements of the institutionsDiesel engine and operation2.1.8 Diesel electric operation Status 10/2008 Page 2 - 390201-0301MA.fmRequirements for plant design: Load application must be taken into consid-eration for the design of the isolated systemon board accordingly. Board operation must be safe in case ofgraduated load application of important con-sumers. The load application conditions (E-balancelmust be approved during the planning andexamination phase. The possible failure of one engine must be al-lowed for - please see "Chapter 2.1.8.2 Die-sel-electric operation of vessels - failure ofone engine, page 2-41"lt is absolutely necessary that all questions re-garding the dynamical behaviour of the enginesare clarified prior to contract conclusion and forall customer requirements and MAN Diesel con-firmations are fixed in writing in the delivery con-tract.Diesel engine and operation2.1.8 Diesel electric operation Page 2 - 40 Status 10/20080201-0301MA.fmStatus 10/2008 Page 2 - 410201-0308MA.fmDiesel engine and operation2.1.8 Diesel electric operation2.1.8.2 Diesel-electric operation of vessels - failure of one engineDiesel-electric operation of vessels means par-allel operation of engine units with the genera-tors forming a closed system.When planning a marine installation, the possi-ble failure of one engine must be allowed for inorder to avoid possible overloading of the re-maining engines, and thus risking a black-out.We therefore generally advise equipping Diesel-electric marine installations with a power man-agement system. This ensures that the enginescan be operated in the maximum output rangeand, in case one unit fails, the propulsive outputis reduced or unimportant users are switched offby the power management in order to avoid anelectric black-out due to underfrequency.lt is up to the ships operator to decide, whichconsumers are disconnected from the supplyunder what operating conditions or which ofthem are given priority. With regard to contamination and soot behav-iour during low-load operation, the chosen loadreserve achieved by the number of engines run-ning in the system should not be too high (i.e.several engines running on low loadl. Regarding the optimum operating range and thepermissible part loads, the information providedin "Chapter 2.1.6 Part-load operation, page2-23" are to be observed.Load application in case one engine failsln case one engine fails while running at sea, itsoutput has to be made up for by the engines re-maining in the system and/or the loading has tobe decreased by reducing the propulsive outputand/or by switching off electric consumers.The immediate load transfer to one engine doesnot always correspond with the load reservesthis particular engine still has available. This de-pends on the base load that is being run at in therespective moment. The permissible load applications for such acase can be derived from the following "Table 2-15 Load application in case one engine fails,page 2-42".The maximum output as a function of thenumber of engines running in a system, whichwill not result into a total output reduction of themulti-engine plant in case one unit fails, can bederived from the following "Table 2-15 Load ap-plication in case one engine fails, page 2-42".Figure 2-11 Load application depending on base loadDiesel engine and operation2.1.8 Diesel electric operation Page 2 - 42 Status 10/20080201-0308MA.fmThe maximum output as a function of thenumber of engines running in a system, whichwill not result into a total output reduction of themulti-engine plant in case one unit fails, can bederived from the following "Table 2-15 Load ap-plication in case one engine fails, page 2-42"Table 2-15 Load application in case one engine fails ExampleThe isolated network consists of 4 engines ofthe 9 L58/64 type with an output of 12,170 kWelectric each.Reaching the same output at all load points re-quires that the engines have the same speeddrop.With all 4 units being in operation and running at100 % site rating, the possible mains output is: lf the present system load is P0 = 39,000, eachengine runs with: ln case one unit suddenly fails, an immediatetransfer of 20 % engine output is possible ac-cording to the diagram, i.e. from 80 % to100 %engine output.100 % engine output of the remaining 3 x 9 L58/64 is calculated as follows: Consequently, an immediate load decrease from39,000 kW to 36,500 kW is necessary, i.e. re-duction of the consumers in the system by2,500 kW.No. of engines running in the system 3 4 5 6 7 8 9 10Utilisation of engines' capacity during sys-tem operation in (%l of Pmax 60 75 80 83 86 87.5 89 90Pmax = 4 * 12,170 kW= 48,680 kW = 100 %100 % * P0 / Pmax = 100 * 39,000 / 48,680 = 80 % LoadP1 = 3 * 12,170 kW 36,500 kWStatus 10/2008 Page 2 - 430201-0310MA.fmDiesel engine and operation2.1.8 Diesel electric operation2.1.8.3 Generator - reverse power protectionDemand for reverse power protectionGenerators of an electrical power output> 50 kvA running in parallel operation have to beequipped with a reverse power protection (re-quirement of classification societiesl.Definition of reverse powerlf a generator, which is connected to a combus-tion engine, is no longer driven by this enginebut is supplied with propulsive power by theconnected net and is, therefore, working as anelectrical engine, this is called reverse power.Examples for possible reverse power The combustion engine does no longer drivethe generator, which is connected to themains, e.g., because of lack of fuel. Stopping of the combustion engine with thegenerator, which is connected to the mains. On ships with electrical traction motor, thepropeller drives the electrical traction motor,the electrical traction motor drives the gener-ator, the generator drives the combustion en-gine. Sudden frequency increase, e.g. because ofa load decrease in an isolated net --> if thecombustion engine is operated at low load(e.g. just after synchronisinglAdjusting the reverse power protection relayAdjusting value for reverse power protection re-lay: maximum 3 % PnominalOn vessels with electric traction motor and"Crash stop" requirements (shifting the manoeu-vring lever from Forward to Full Reversel, specialarrangements for the adjustment value of the re-verse power relay are to be made, which are onlyvalid in the event of a "crash stop" manoeuvre.Time lagsFor activation of the reverse power protectionrelay, time lags of approximately 5 to 10 secondshave to be fixed.Maximum time for reverse power lf a reverse power higher than the adjustedvalue for the reverse power protection relayoccurs, the generator switch has to open im-mediately after the time lag elapsed. Reverse power below the adjusted value forthe reverse power protection relay for periodsexceeding 30 seconds is not permitted. Page 2 - 44 Status 10/20080201-0310MA.fmDiesel engine and operation2.1.8 Diesel electric operationStatus 10/2008 Page 2 - 450201-0302MA.fmDiesel engine and operation2.2.1 Diesel electric operation2.1.8.4 Available outputs dependent on frequency deviationsGeneralGenerating sets, which are integrated in an elec-tricity supply system, are subjected to the fre-quency fluctuations of the mains. Depending onthe severity of the frequency fluctuations, outputand operation respectively have to be restricted.Frequency adjustment rangeAccording to DlN lSO 8528-5: 1997-11, operat-ing limits of > 2.5 % are specified for the lowerand upper frequency adjustment range.Operating rangeDepending on the prevailing local ambient con-ditions, a certain maximum continuous ratingwill be available.ln the output/speed and frequency diagrams, arange has specifically been marked with Nocontinuous operation allowed in this area". Op-eration in this range is only permissible for ashort period of time, i.e. for less than 2 minutes.ln special cases, a continuous rating is permis-sible if the standard frequency is exceeded bymore than 3 %. Limiting parametersMax. torque - ln case the frequency decreases,the available output is limited by the maximumpermissible torque of the generating set.Max. speed for continuous rating - An increasein frequency, resulting in a speed that is higherthan the maximum speed admissible for contin-uous operation, is only permissible for a shortperiod of time, i.e. for less than 2 minutes.For engine-specific information see "Chapter2.1.3 Outputs, speeds, page 2-9" of the specificengine.OverloadOverload > 100 % may only be run for a shorttime for recovery and preventing a frequencydrop in case of load application. Figure 2-12 Available output at 100% load Page 2 - 46 Status 10/20080201-0302MA.fmDiesel engine and operation2.2.1 Diesel electric operationDiesel engine and operation2.1.8 Diesel electric operationStatus 10/2008 Page 2 - 470201-0111MA.fm2.1.8.5 Earthing measures on Diesel engines and bearing insulation on generatorsGeneralThe use of electrical equipment on Diesel en-gines requires precautions to be taken for pro-tection against shock current and forequipotential bonding. These not only serve asshock protection but also for functional protec-tion of electric and electronic devices (EMC pro-tection, device protection in case of welding,etc.l.Figure 2-13 Earthing connection on engineEarthing connections on the engineThreaded bores M12, 20 mm deep, marked withthe earthing symbol have been provided in theengine foot on both ends of the engines. lt has to be ensured that earthing is carried outimmediately after engine set-up! (lf this cannotbe accomplished any other way, at least provi-sional earthing is to be effected right at the be-ginning.l Measures to be taken on the generatorBecause of slight magnetic unbalances and ringexcitations, shaft voltages, i.e. voltages be-tween the two shaft ends, are generated in elec-trical machines. ln the case of considerablevalues (e.g. > 0.3 vl, there is the risk that bearingdamage occurs due to current transfers. For thisreason, at least the bearing that is not located onthe drive end is insulated on generators approx.> 1 MW. For verification, the voltage available atthe shaft (shaft voltagel is measured while thegenerator is running and excited. With proper in-sulation, a voltage can be measured. ln order toprotect the prime mover and to divert electro-static charging, an earthing brush is often fittedon the coupling side. Observation of the required measures is thegenerator manufacturer's responsibility.Consequences of inadequate bearing insulation on the generator, and insulation checkln case the bearing insulation is inadequate,e.g., if the bearing insulation was short-circuit bya measuring lead (PT100, vibration sensorl,leakage currents may occur, which result in thedestruction of the bearings. One possibility tocheck the insulation with the machine at stand-still (prior to coupling the generator to the en-gine; this, however, is only possible in the caseof single-bearing generatorsl would be to raisethe generator rotor (insulated, in the cranel onthe coupling side, and to measure the insulationby means of the Megger test against earth (inthis connection, the max. voltage permitted bythe generator manufacturer is to be observed!l. lf the shaft voltage of the generator at ratedspeed and rated voltage is known (e.g. from thetest record of the generator acceptance testl, itis also possible to carry out a comparativemeasurement.Diesel engine and operation2.1.8 Diesel electric operation Page 2 - 48 Status 10/20080201-0111MA.fmlf the measured shaft voltage is lower than theresult of the earlier measurement" (test recordl,the generator manufacturer should be consult-ed.Earthing conductorThe nominal cross section of the earthing con-ductor (equipotential bonding conductorl has tobe selected in accordance with DlN vDE 0100,part 540 (up to 1000 vl or DlN vDE 0141 (in ex-cess of 1 Kvl.Generally, the following applies:The protective conductor to be assigned to thelargest main conductor is to be taken as a basisfor sizing the cross sections of the equipotentialbonding conductors.Flexible conductors have to be used for the con-nection of resiliently mounted engines. Execution of earthingOn vessels, earthing must be done by the ship-yard during assembly on board. Earthing strips are not included in the MAN Die-sel scope of supply.Additional information regarding the use ofwelding equipmentln order to prevent damage on electrical compo-nents, it is imperative to earth welding equip-ment close to the welding area, i.e., the distancebetween the welding electrode and the earthingconnection should not exceed 10 m.Diesel engine and operation2.1.8 Diesel electric operationStatus 10/2008 Page 2 - 490201-0103MA.fm2.1.8.6 Load reduction Sudden load throw-offFor the sudden load throw-off from 100 % PNominalto 0 % PNominal, there are certain requirements onthe part of the classification societies with regardto the dynamic and permanent speed change (see"Chapter 2.1.8 Diesel electric operation, page2-37"l, which are to be met by the engines / theunits.The sudden load throw-off represents a ratherexceptional situation and corresponds to open-ing the generator switch of a Diesel-electricplant.Care is to be taken that, after a sudden loadthrow-off, the system circuits remain in opera-tion for a minimum of 15 min. to dissipate the re-sidual engine heat.Recommended load reduction / stopping the engine Unloading the engineln principle, there are no regulations with re-gard to unloading the engine. However, aminimum of 1 min. is recommended for un-loading the engine from 100 % PNominal toapprox. 25 % PNominal. Engine stopAs from 25 % PNominal, further engine un-loading is possible, without interruption, andafterwards the engine can be stopped. Run-down coolingln order to dissipate the residual engine heat,the system circuits should be kept in opera-tion for a minimum of 15 min.Diesel engine and operation2.1.8 Diesel electric operation Page 2 - 50 Status 10/20080201-0103MA.fmStatus 03/2009 Page 2 - 510201-0306MA.fmDiesel engine and operation2.1.9 Diesel electric operation 2.1.9 Diesel electric operation2.1.9.1 Starting conditions and load application for Diesel-electric plantsln multiple-engine plants with genset-operationand load regulation by a power managementsystem, the availability of engines not in opera-tion is an important aspect. The following data and conditions are of rele-vance: Engine start-up time until synchronization "Black-start" capability (with restriction of theplantl Load application timesRequirements on engine and plant installationfor "Stand-by Operation" capabilityEngine Attached lube oil pumpPlant Prelubrication pump with low pressure beforeengine (0.3 bar < p oil before engine < 0.6 barlRemark: Oil pressure > 0.3 bar to be ensured also forlube oil temperature up to 80 C. Preheating HT cooling water system (60 -90 Cl Preheating lube oil system (> 40 Cl Power management system with supervisionof stand-by times enginesRequirements on engine and plant installationfor "Black-Start" capabilityEngine Attached lube oil pump Attached HT cooling water pump recom-mended Attached LT cooling water pump recom-mended Attached fuel oil supply pump recommended(if applicablelPlant Prelubrication pump with low pressure beforeengine (0.3 bar < p oil before engine < 0.6 barlRemark: Oil pressure > 0.3 bar to be ensured also forlube oil temperature up to 80 C Equipment to ensure fuel oil pressure of> 0.6 bar for engines with conventional injec-tion system and > 3.0 bar for CR-SystemRemark: E.g. air driven fuel oil supply tank or fuel oil serv-ice tank at sufficient height or pressurized fuel oil tank , ifno fuel oil supply pump to engine is attached. Page 2 - 52 Status 03/20090201-0306MA.fmDiesel engine and operation2.1.9 Diesel electric operation Engine Starting Conditions After Black-Out or Dead Ship("Black Start"l From Stand-By Mode After Stand-Still("Normal Start"lStart up time until load application < 1 minute < 1 minute > 2 minutesGeneral remarks Engine start-up only within 1 h after stop of engine that hasbeen in operation 1h after end of stand-by mode.Note:ln case of "Dead Ship" condition a main engine has to be put back to service within max. 30 min. according to lACS UR M61.Maximum stand-by time7 daysSupervised by power manage-ment system plant.(For longer stand-by periods in special cases contact MAN Die-sel SE.lStand-by mode only possible after engine has been started with normal starting procedure and has been in operation.Required engine conditionsStart-blocking active No NoStart-blocking of engine leads to withdraw of stand-by operation.NoSlow turn No No YesPreheated and primed No, if engine was previously in operation or stand-by as per general remarks above. For other engines see require-ments in other columns.Yes YesRequired system conditionsLube oil systemPrelubrication period No, if engine was previously in operation or stand-by as per general remarks above. For other engines see require-ments in other columns.Permanent PermanentPrelubrication pres-sure before engine p oil before engine 30 mbar every additional 1 mbar (0.1 kPal + 0.05in case a charge air blow-off device isinstalled please consult MAN Dieselldle running fuel consumption (kg/hlNo. of cylinders 6L 7L 8L 9L 12v 14v 16v 18vSpeed 500/514 rpm 100 120 140 160 200 230 265 300Diesel engine and operation2.1.10 Fuel oil consumption; lube oil consumption Page 2 - 56 48/60CR lMO Tier ll Status 04/20090204-0401MDcrll.fmTable 2-20 lSO reference conditionslMO Tier ll Requirements:see sheet "Chapter 6.3.1 Cooling water system,page 6-39"lMO lnternational Marine organisationMARPOL 73/78; Annex vl - 2008, Regulation 13,Tier ll; NOx Technical Code on Control of Emis-sion of Nitrogen Oxides from Diesel Engines2.1.10.2 Lube oil consumptionEngine 48/60CR1200 kW/cyl.; 500/514 rpm Table 2-21 Total lube oil consumption L+v 48/60CRSpecific lube oil consumption . . . . .0.8g/kWhNote!As a matter of principle, the lubricating oil con-sumption is to be stated as total lubricating oilconsumption related to the tabulated lSO full-load output (see "Chapter 2.2.1 Outputs,speeds, page 2-15"l.lSO reference conditions (according to lSO 3046-1: 2002; lSO 15550: 2002llntake air temperature Tr C 25Barometric pressure pr kPa 100Relative humidity r % 30Cooling water temp. bef. charge air cooler Tcr C 25Lower Heating value LHv kJ/kg 42,700Total lube oil consumption [kg/h 1lNo. of cylinders 6L 7L 8L 9L 12v 14v 16v 18vSpeed 500/514 rpm 5.8 6.8 7.7 8.8 11.5 13.5 15.5 17.51l Tolerance for warranty + 20%Diesel engine and operation2.1.10 Fuel oil consumption; lube oil consumption Status 04/2009 48/60CR lMO Tier ll Page 2 - 570204-0401MDcrll.fm2.1.10.3 AgingFigure 2-17 lnfluence from total engine running time and service intervals on fuel oil consumptionThe fuel oil consumption will increase over therunning time of the engine. Proper service canreduce or eliminate this increase. Dependenciescan be seen in "Figure 2-17 lnfluence from totalengine running time and service intervals on fueloil consumption, page 2-57".Diesel engine and operation2.1.10 Fuel oil consumption; lube oil consumption Page 2 - 58 48/60CR lMO Tier ll Status 04/20090204-0401MDcrll.fmDiesel engine and operation2.1.11 Planning data for emission standard: lMO Tier ll Status 04/2009 48/60CR lMO Tier ll Page 2 - 590204-0501MDcrll.fmStandard emission: lMO Tier ll2.1.11 Planning data for emission standard: lMO Tier ll 2.1.11.1 Nominal values for cooler specification - L 48/60CR for emission standardlMO Tier ll1200kW/cyl.; 500/514 rpm 1l Tolerance: +10% for rating coolers, -15% for heat recovery2l lncluding separator heat (30kJ/kWhl3l Basic values for layout design of the coolers4l Tolerances of the pumps delivery capacities must be considered by the manufacturer z = Flushing oil of automatic filterTable 2-22 Nominal values for cooler specification - L 48/60CRReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 6L 7L 8L 9LEngine output kW 7,200 8,400 9,600 10,800Heat to be dissipated 1lCooling water cylinderkW745 869 993 1,117Charge air cooler; cooling water HT 2,459 2,797 3,120 3,424Charge air cooler; cooling water LT 826 955 1,214 1,368Lube oil cooler + separator 2l 906 1,057 1,209 1,360Cooling water fuel nozzles 16 19 21 24Heat radiation engine 231 269 308 346Flow rates 3lHT circuit (Cooling water cylinder + charge air cooler HTlm3/h70 80 90 100LT circuit (Lube oil cooler + charge air cooler LTl 85 100 110 125Lube oil (4 bar before enginel 140 165 190 215Cooling water fuel nozzles 1.7 2.0 2.2 2.5Pumpsal Free-standing 4l HT circuit cooling water (4.3barlm/h70 80 90 100LT circuit cooling water (3.0barl Depending on plant designLube oil (8.0barl 140+z 165+z 190+z 215+zCooling water fuel nozzles (3.0barl 1.7 2.0 2.2 2.5Fuel supply (7.0barl 2.6 3.0 3.5 3.9Fuel booster (7.0barl 5.0 5.9 6.7 7.5bl AttachedLube oil (8.0barl constant speedm/h 199 199 233 270Lube oil (8.0barl variable speed 199 199 233 270Diesel engine and operation2.1.11 Planning data for emission standard: lMO Tier ll Page 2 - 60 48/60CR lMO Tier ll Status 04/20090204-0501MDcrll.fmStandard emission: lMO Tier llNote!The figures shown are reference values only andare to be seen as preliminary.Note!Planning data for advanced HT cooling watersystem (increased fresh water generationl as perchapter "6.3.5 Advanced HT cooling water sys-tem for increased freshwater generation, page6-57": Please, address MAN Diesel SE.Note!-capacities of prelubrication/postlubricationpumps see "Chapter 2.1.11 Planning data foremission standard: lMO Tier ll, page 2-59" and -capacities for preheating/postcooling pumps see "Chapter 2.1.11 Planning data for emissionstandard: lMO Tier ll, page 2-59"2.1.11.2 Temperature basis, nominal air and exhaust gas data - L 48/60CR for emissionstandard lMO Tier ll1200kW/cyl.; 500/514rpmReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT-stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 6L 7L 8L 9LEngine output kW 7,200 8,400 9,600 10,800Temperature basisHT cooling water engine outletC90LT cooling water air cooler inlet 38 1lLube oil engine inlet 55Cooling water inlet nozzles 60Air dataTemperature of charge air at charge air cooler outlet C 56 57 57 58Air flow rate m3/h 43,700 51,000 58,300 65,600t/h 47.8 55.8 63,7 71,7Charge air pressure (absolutel bar 4.77Air required to dissipate heat radiation (enginel(t2 - t1 = 10Cl m/h 77,400 90,100 103,200 115,900Diesel engine and operation2.1.11 Planning data for emission standard: lMO Tier ll Status 04/2009 48/60CR lMO Tier ll Page 2 - 610204-0501MDcrll.fmStandard emission: lMO Tier ll1l for design see chapter "Cooling water system"2l Tolerance: quantity +/- 5%, temperature +/- 20CTable 2-23 Temperature basis, nominal air and exhaust gas data - L 48/60CRNote!Planning data for advanced HT cooling watersystem (increased fresh water generationl as perchapter "6.3.5 Advanced HT cooling water sys-tem for increased freshwater generation, page6-57": Please, address MAN Diesel SE.Note!The figures shown are reference values only andare to be seen as preliminary.2.1.11.3 Nominal values for cooler specification - v48/60CR for emission standardlMO Tier ll1200 kW/cyl.; 500/514 rpmExhaust gas data 2lvolume flow (temperature turbocharger outletl m3/h 94,300 110,000 125,700 141,400Mass flow t/h 49.2 57.4 65.6 73.8Temperature at turbine outlet C 363Heat content (190Cl kW 2,548 2,973 3,398 3,822Permissible exhaust gas back pressure after turbocharger mbar 40 % of the time on Diesel oil fuel we recom-mend to use a quality of lube oil with a BaseNumber (BNl from 10-16 according to this spec-ification.Specifications Base oilThe base oil (blended lube oil = basic oil + addi-tivesl must be a narrow distillation cut and mustbe refined in accordance with modern proce-dures. Bright stocks, if contained, must neitheradversely affect the thermal nor the oxidationstability. The base oil must meet the limit valuesas specified in " * in-house method, page 3-4",particularly concerning the ageing stability.Blended lube oils (HD-oilslThe base oil for which additives have beenmixed (blended lube oill must demonstrate thefollowing characteristics: AdditivesThe additives must be dissolved in the oil andmust be of such a composition that an absoluteminimum of ash remains as residue after com-bustion. The ash must be soft. lf this prerequisiteis not complied with, increased deposits are tobe exp