Operating Instructions

MAN B&W Diesel AG � D-86224 Augsburg � Postfach 10 00 80 � Telefon (0821) 3 22-0

B1--01 E 08.0510289 02101/

Technical DocumentationEngineOperating Instructions

Engine 7L 58/64. . . . . . . . . . . . . . . . . . . . . . . . . . .

Works No. 1 110 332. . . . . . . . . . . . . . . . . . . . . . . .

Plant No. H 10289. . . . . . . . . . . . . . . . . . . . . . . . .

6640--1

B1

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� 2005 MAN B&W Diesel AG

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

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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 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 Control of Speed and Output� � � 2.4.5 Injection timing adjusting device� � � 2.4.6 Lube oil system� � � 2.4.7 Cooling water system

� 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

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

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� � � 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)� � � 3.3.3 Quality requirements for heavy fuel oil (HFO)

� � � 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� � � 3.3.11 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� � � 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa

� � � 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/ Engine diagnosis/Engine management� � � 3.5.3 Load curve during acceleration/manoeuvring� � � 3.5.4 Part--load operation

� � 3.5.5 Determine the engine output and design point� � � 3.5.6 Engine operation at reduced speed� � � 3.5.7 Equipment for adapting the engine to special operating conditions

� � 3.5.8 Bypassing of charge air� � 3.5.9 Condensed water in charge air pipes and pressure vessels

� � � 3.5.10 Load application� � 3.5.11 Exhaust gas blow--off

� 3.6 Engine operation III -- Operating faults� � � 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)

� � � 3.6.2 Emergency operation with one cylinder failing� � � 3.6.3 Emergency operation on failure of one turbocharger


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management

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� � � 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 in case a splash--oil alarm is triggered

� 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


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management

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Introduction

1 Introduction

2 Technical details

3 Operation/Operating media

4 Maintenance/Repair

5 Annex

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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

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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 maycause severe injury to persons, damage to property and the environ-ment!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 per-sons, damage to property and the environment! Never give orderswhich may exceed the level of knowledge and experience! Accessmust 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 outsidesources may, therefore, result in disturbances/damages! Only usepertinent information, never use information from outside sources!

Please also observe the notes on product liability given in the followingsection 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 ...

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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, andespecially of the Operating/Working Instructions and SafetyRegulations, the use of the system for a purpose other than intendedby the supplier, or any other misuse or negligent application mayinvolve considerable damage to property, pecuniary damage and/orpersonal injury, for which the supplier rejects any liabilitywhatsoever.

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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 results

and 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 and

average

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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 AddressWork Augsburg MAN B&W Diesel AG

D--86224 AugsburgPhone +49 (0)821 322 0Fax +49 (0)821 322 3382

Work Hamburg MAN B&W Diesel AGService Center, Werk HamburgRossweg 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 contactWork 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”i V l A1Service Turcharger Nickel TS

Phone ..... 3994Fax ..... 3998

gin 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

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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 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 Control of Speed and Output� � � 2.4.5 Injection timing adjusting device� � � 2.4.6 Lube oil system� � � 2.4.7 Cooling water system

� 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

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Scope of supply/Technical specification 2.1

2.1 Scope of supply/Technical specification

2.2 Engine2.3 Components/Subassemblies2.4 Systems2.5 Technical data

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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 supplied by us ...

Technical Specification

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Engine 2.2

2.1 Scope of supply/Technical specification

2.2 Engine

2.3 Components/Subassemblies2.4 Systems2.5 Technical data

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Characteristics 2.2.1

Engines with the identifier L 58/64 are supercharged, non-reversing4-stroke in-line engines with 580 mm cylinder bore and 640 mm pistonstroke. They are used in main ships’ drives as well as in stationary powerstations. The engines have a number of constructive characteristics whichhave been adopted by mid-sized high speed engines. They are thereforebased on the wide range of experience gained from 660 engines(as at 12/97).

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

The camshaft lies in a trough on the opposite side to the exhaust. It isused for activating the inlet and exhaust valves and for driving the fuelinjection pumps. The injection timing can be altered using a manualregulating device.

The turbo supercharger and supercharger intercooler are generally on thecoupling end in the case of propeller operation, and in the case ofgenerator operation arranged on the opposite side to the coupling. Using adrive unit at the free end of the engine, cooling water and lubricating oilpumps can be run.

The engine is suitable for fuels up to 700 mm2/s at 50 �C up to andincluding CIMAC H/K 55. If required, the engine can be set up foroperation using MDO.

Engines in the L 58/64 series have a high stroke-bore ratio and a highpressure ratio. These values make it easier to achieve an optimalcombustion chamber design and contribute to a good function onunderload and a high degree of efficiency.

The engines are equipped with MAN NA-series B&W turbo superchargers.

The 58/64 engine is the leader ina successful series --220 engines sold (as at 12/97)

Overview characteristics

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Photographies/Drawings 2.2.2

Figure 1. 6-cylinder engine L 58/64, viewed from the exhaust counter side

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Figure 2. 6L 58/64, viewed from the exhaust side

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

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Figure 4. Longitudinal section of engine (free engine/exhaust counter side)

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Figure 5. Longitudinal section of engine (coupling side/exhaust side

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Components/Subassemblies 2.3

2.1 Scope of supply/Technical specification2.2 Engine

2.3 Components/Subassemblies

2.4 Systems2.5 Technical data

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Crankcase to cylinder head 2.3.1

Crankcase

The engine crankcase (4) is made of cast iron (see Figure 1 ). It is madein one piece and designed to be very rigid. Tie rods (3) reach from thelower edge of the suspended main bearing to the upper edge of the crank-case and from the upper edge of the cylinder head (1) to the intermediatebottom. The bearing caps (6) of the main bearings are in addition laterallyfastened to the casing. The camshaft drive wheels and the vibrationdamper casing are integrated in the crankcase.

1 Cylinder head2 Backing ring3 Tie rod4 Crankcase5 Crankshaft6 Main bearing

cap7 Cross tierod

Figure 1. Main components

The crankcase does not have any water spaces. The lubricating oil is sup-plied to the engine through a distribution pipe which is arranged on the ex-haust side above the crankcase covers. This pipe supplies the main bear-ing, big end bearing, camshaft drive, camshaft, eccentric shaft, injectionpumps, the block distributor of the cylinder lubrication system and theturbocharger.

Through large covers on the longitudinal sides (see Figure 2 ), the run-ning gear components are easily accessible. The crankcase covers on theexhaust side are, on marine engines generally, on stationary enginespartly, equipped with safety valves.

Crankcase/main bearing/tie rod

Cooling water/lubricating oil

Accessibility

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Figure 2. Crankcase viewed from the coupling side

Oil sump

The oil sump is welded from sheet steel. It collects the oil dripping from therunning gear components and routes it to the lube oil tank which is ar-ranged at a lower level. In the case of engines which are semi-resilientlyor rigidly mounted, an oil sump without fittings (a) is used. In the case ofengines which are resiliently mounted, reinforced oil sumps such as de-signs (b) or (c) are used (see Figure 3 ).

Without fittings V oil sump Reinforced V oil sump

Figure 3. Oil sump

Main bearing

The main bearing caps (6) are arranged in a suspended position (see Fig-ure 4 ). They are held by the continuous tie rods (3). Cross-bracing isensured by the cross tierods (7). It contributes to the dimensional stabilityof the bearing body and prevents lateral yielding of the crankcase underthe effect of ignition pressures.

Bearing caps/tie rods

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3 Tie rods4 Crankcase5 Crankshaft6 Main bearing cap7 Borehole for cross tie-

rods8 Bearing shell

21 Camshaft drive wheel

Figure 4. Crankshaft with main bearing

The locating bearing, which determines the axial position of the crankshaft,is arranged on the coupling side. It consists of the bipartite camshaft drivewheel on the crankshaft and of butting rings, which rest on the first bearingpedestals.

Crankshaft

The crankshaft is forged from a special steel. It is underslung and has twobalance weights per cylinder which are held by undercut bolts for the ex-tensive balancing of the oscillating masses (see Figure 5 ). The drivewheel for the geared drive consists of two segments. They are held to-gether by four tangentially arranged screws.

Figure 5. Crankshaft with camshaft drive wheel and attached balance weights

The fly wheel is arranged on the crankshaft flange on the coupling side.During maintenance work, the engine can be turned by means of the turn-ing gear via the gear rim of the flywheel.

Locating bearing

Crankshaft/balance weight/drive wheel

Flywheel

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Torsional vibration damper

Torsional vibrations, produced by the crankshaft when excited, are re-duced using a vibration damper (see Figure 6 ), which is arranged on thefree engine end. The vibrations are transmitted from the inner part tosleeve spring assemblies where they are dampened by friction andcushioning. The inner part is designed in a way permitting cooling waterand lube oil pumps to be driven via a screwed-on gear rim (not visible inthe Figure).

Figure 6. Torsional vibration damper, partly equipped with spring assemblies

Connecting rod

Figure 7. Connecting rod

The parting line of the connecting rod is located below the connecting rodsmall end (see Figure 7 ). Therefore, the big end bearing does not haveto be opened when removing the piston. This is of advantage for oper-

Connecting rod with two partinglines

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ational reliability (no change in position/no new adjustments), and this de-sign reduces the height required for piston removal.

The bearing shells are identical with the ones of the main bearing. Thebearing cap and the connecting rod big end are both screwed togetherusing undercut bolts (studs).

Figure 8. Connecting rod processing centre

Piston

Basically, the piston consists of two parts (see Figure 9 ). The pistoncrown (9) is forged from high-quality materials. The lower part is madefrom aluminium alloy. The choice of materials and the constructional de-sign bring about a high level of resistance to the ignition pressures whichare created, and allow tight piston clearances. Tight piston clearances aswell as the design of the piston as a stepped piston reduce the mechanicalload on the piston rings (11), prevent the ingress of abrasive particles andprotect the oil film from combustion gases.

The special shape of the piston crown (9) makes effective cooling easier.Cooling is carried out using oil. It is supported by the shaker effect insideand outside as well as by an additional row of cooling holes on the pistonegde. In this way, the temperatures are adjusted so that the thermal /mechanical stresses can be controlled and cold condition corrosion in thering grooves can simultaneously be avoided. The ring grooves are induc-tively hardened. Subsequent machining is possible.

Bearing shells

Design characteristics

Cooling

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The cooling oil is supplied through the connecting rod. The transfer fromthe oscillating connecting rod to the upper part of the piston is carried outby means of a resiliently supported funnel which slides on the outer con-tour of the connecting rod small end.

9 Piston crown10 Undercut bolt11 Compression ring12 Oil control ring13 Connecting rod20 Piston pin

Figure 9. Piston - two-part, oil-cooled

Compared to the remaining running surface, the piston crown (9) has asomewhat smaller diameter. Pistons of this design are called stepped pis-tons. Explanations on the purpose of the step will follow under the item”Cylinder liner”.

The upper and lower parts are connected with one another using undercutbolts (10). There are three compression rings (11) and an oil control ring(12) to seal the piston against the cylinder liner. The 1st compression ringhas a chrome-ceramic coating. The 2nd and 3rd rings are chrome coated.All the compression rings are arranged in the wear-resistant and wellcooled steel crown.

The piston pin (20) is supported in the piston in a floating manner andfixed axially by means of retaining rings. There are no bores which couldhave an effect on the oil film formation or rigidity.

Cylinder liner

The upper area of the special cast iron cylinder liners (15) is surroundedby a backing ring made from spheroidal graphite iron (see Figure 10 )which is centred in the crankcase (4). The lower area of the cylinder lineris guided by the intermediate bottom of the crankcase. There is a so-calledtop land ring (14) on the collar of the cylinder liner.

By the division into three components, i.e. into cylinder liner, backing ringand top land ring, the best possible design with regard to safety againstdeformation, concerning cooling and with respect to ensuring minimumtemperatures of certain parts is achieved.

“Stepped piston”

Piston rings

Piston pin

Cylinder liner/backing ring/top land ring

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2 Backing ring4 Crankcase

14 Top land ring15 Cylinder liner

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

The top land ring (14), which protrudes as against the cylinder liner bore,together with the set back piston crown (9) of the stepped piston, has theeffect of avoiding that any coke deposits on the piston crown come intocontact with the running surface of the cylinder liner (15) (see Figure 11 ).This prevents bore polished areas on which lubricating oil adheres badly.

2 Backing ring9 Piston crown

14 Top land ring15 Cylinder liner

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

The cooling water reaches the cylinder liner via a pipeline which is con-nected to the backing ring. The water cools the upper part of the cylinderliner, flows through the bores in the top land ring (jet-cooling) and fartherthrough bores in the backing ring to the cooling spaces of the cylinderhead. The cylinder head, the backing ring and the top land ring can bejointly drained.

The top land ring, cylinder liner and cylinder head can be checked for gastightness and cooling water leakages using the bores in the backing ring.

Combined effect of steppedpiston/top land ring

Cooling

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Figure 12. Measuring roughness on machined cylinder liners

Figure 13. Steps in dismantling the cylinder liner - top land ring/piston/cylinder liner

Cylinder head/rocker arm casing

The cylinder heads are made from spheroidal graphite iron. They arepressed against the top land ring by eight studs. The rigid floor of the cylin-der head which is cooled by bore holes as well as the inner part which isreinforced by ribs guarantee a high degree of design strength.

The cylinder head has two inlet valves (16) and two exhaust valves (17).The exhaust valves are installed in valve cages (19). In addition, onestarting valve and one indicator valve each are located in the cylinderhead. The fuel injection valve (18) is arranged between the valves in acentral position. It is surrounded by a sleeve which is sealed in the lower

Valves in the cylinder head

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area both against the surrounding cooling water space and against thecombustion chamber (see Figure 14 ).

1 Cylinder head16 Inlet valve17 Exhaust valve18 Fuel injection valve19 Valve cage exhaust

valve

Figure 14. Cylinder head

The connections between the cylinder head and the exhaust pipe aremade using snap closures.

The cylinder head is locked at the top by the rocker arm casing (22) and acover (23), through which the valves and the injection valve (18) are easilyaccessible (see Figure 15 ).

16 Inlet valve17 Exhaust valve18 Fuel injection valve22 Rocker arm casing23 Cylinder head cover24 Pressure spring

Figure 15. Rocker arm casing

Connections

Rocker arm casing/valve drive

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Camshaft drive to injection valve 2.3.2

Camshaft drive

The camshaft drive is integrated in the crankcase (see Figure 1 ). It isplaced on the coupling end between the first main bearings. The drive ofthe camshaft wheel is carried out over two spur toothed intermediatewheels by a gear rim on the crankshaft (1). The first intermediate wheelhas a large gear rim on the drive side and a small one on the power take-off side. The second intermediate wheel drives the camshaft (2) via ashrunk-on wheel.

Figure 1. Camshaft drive

The intermediate wheels run on axles which are inserted and screwed onfrom the outside.

The bearing bushes of the gearwheels are supplied with lubricating oil bythe axles, the gear meshing by means of spray nozzles.

Camshaft

The engine has a multi-part camshaft, which actuates the gas reversingelements and the fuel injection pumps (see Figure 2 ). The cams areshrunk on hydraulically. The shaft sections are connected by the exhaustcam using conical sleeves.

Arrangement of the camshaftdrive andthe intermediate wheels

1 Crankshaft2 Camshaft

lubricating oil supply

Camshaft

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Figure 2. Camshaft

The camshaft, together with the cam follower shaft and the cam followers,is located in a formed trough. The bearing caps are arranged vertically.The support takes place in bi-metal bearing shells. Each cylinder has aninjection cam (3), an inlet valve cam (4), an exhaust valve cam (5) and astarting cam (6) (see Figure 3 ).

There are thrust bearings to position the camshaft longitudinally. They areintegrated in the vibration damper of the camshaft and arranged on thefree engine end.

Figure 3. Camshaft with cam followers

Valve drive

The drive of the push rods for the inlet and exhaust valves is effected bythe camshaft via inlet and exhaust cam followers (8), which are supportedon short shaft sections and which pick up the cam movement via a roller(see Figure 3 ).

The movement of the inlet valve push rod (35) is transferred to the valvesby a double lever (36). The exhaust valves are driven by an intermediatelever (38). The rocker arms are supported in the casing on full floatingaxles (37 or 40) - (see Figure 4 ).

Thrust bearing

3 Injection cam4 Inlet valve cam5 Exhaust valve cam6 Starting cam7 Pulse pipe of the

starting air pilot valve8 Cam follower9 Eccentric shaft

Camshaft-cam followers-push rods

Valve actuation

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35 Push rod36 Rocker arm

Injection valve37 Full floating axle38 Intermediate lever39 Rocker arm

Exhaust valve40 Full floating axle

Figure 4. Top view of rocker arm casing (inlet valves on the right, exhaust valves on the left)

Valves

There are two inlet (11) and 2 exhaust valves (12) per cylinder head. Theyare guided by pressed-in valve guides (15) (see Figure 5 ).

10 Cylinder head11 Inlet valve12 Exhaust valve13 Injection valve14 Valve cage,

exhaust valve15 Valve guide34 Valve rotator,

inlet valve

Figure 5. Cylinder head

The exhaust valve cones and the appertaining seat rings are armoured(see Figure 6 ). The exhaust valve cage is cooled using water.

The inlet valves (11) are turned using valve rotators (34) (see Figure 5 ).The exhaust valves (12) have propeller blades on the shaft above theplate which turn the valves using the passing gas flow. The rotation ismade possible by the thrust bearing on the valve shaft.

The rotators counteract high temperature stresses at individual points andguarantee gas-tight valve seats.

Valves/Valve guides

Valves/seat rings

Rotators

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Figure 6. Armouring of a valve cone

Speed governor

Basically, a differentiation is made between mechanical-hydraulic andmechanical-electronic speed governing.

The mechanical-hydraulic speed and performance control system consistsof the mechanical speed governor with the hydraulic actuator (16), the re-mote speed adjuster and the shut-down device (see Figure 7 ). Thespeed pick-ups (31) are required for the emergency shut-down.

16 Speed governor17 Joining piece18 Control shaft31 Speed pick-up33 Inductive position pick-

up (admission indica-tion)

Figure 7. Speed governor, Woodward make

System components

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An electronic-hydraulic speed and performance control system issupplemented by an electro-hydraulic converter, an electronic speedgovernor and an oil cooler.

Using the mechanical speed governor, or the electronic control device, thedifference between the target speed and the actual value is evaluated. Incase there is a discrepancy, the connecting rod (17) is adjusted hydrauli-cally and thus the control shaft (18) and the control rods of the injectionpumps are moved, i.e. the amount of fuel injected into the cylinder ischanged.

Injection timing adjustment

Using the injection timing regulating device, the injection timing can beadapted to different fuel qualities. In this connection, the eccentric shaft isturned and the cam followers of the injection pumps are moved in thedirection of early or late. The actuation is effected either mechanically (seeFigure 8 ) or electrically. There is a more detailed description in Section2.4.5.

Figure 8. Mechanical injection timing adjustment

Fuel injection pump

The fuel injection pumps (see Figures 9 and 11 ) are arranged on theexhaust counter side on the control shaft trough. The drive is effected bythe fuel cams via cam followers (8). The stroke movement of the cam fol-lower is transferred directly to the spring-loaded pump plunger (22).

Method of operation

Arrangement/drive

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4 Camshaft8 Cam follower

19 Pump cylinder20 Baffle screw21 Constant-pressure

relief valve22 Pump plunger

Figure 9. Fuel injection pump with helical edge control

The fuel is supplied to the pump cylinder (19) in the middle area throughan annulus. The baffle screws (20) are also arranged there. They can eas-ily be replaced in the event of wear by cavitation. At the top, the pump cyl-inder is closed by the valve body. Constant pressure relief valves (GDE-valves) (21) are arranged there. They close at the end of the pumpingprocedure. The GDE valves prevent cavitation and pressure fluctuations inthe system. This prevents dripping from the injection valve.

The delivery rate is set according to the required performance-speed com-bination by turning the pump plunger and thus the control edges. This isdone using a sleeve toothed on the outside which grips the smooth shoul-der of the pump plunger. The sleeve is turned by the toothed regulatingrod (23) (see Figure 10 ). Each injection pump is equipped with an air-acti-vated emergency stop piston. The available power is limited by the adjust-ing screw of the emergency stop cylinder.

A leakage fuel drain underneath the baffle screws and (in MDF-mode) anadditional sealing oil connection prevent that fuel penetrates into the lubri-cating oil.

Fuel rack/control linkage

The fuel rack is actuated by by the speed governor or the appertainingactuator. Its lever movement is transferred to the control shaft (18). Thiscontrol shaft lies in the bearing blocks which are screwed to the crank-case, close to the fuel injection pumps, and swings the buckling lever (24),which finally shifts the control rods (23) of the injection pumps (30) (seeFigure 10 ).

Method of operation

Admission setting

Actuator operates the controlshaft

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Figure 10. Control shaft with buckling lever

Due to their spring-loaded rocking mechanism, the buckling levers (24)can stop as well as start the engine when the control rod of a cylinder isblocked.

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

Injection pipes

The fuel is conveyed to the injection valves through the fuel injection pipeswith protecting tube (25). Any fuel which possibly emerges is collected inthe protecting tube and removed via a common leakage fuel pipe.

23 Control rod24 Buckling lever25 Fuel injection pipe

(double-walled)

Figure 11. Injection pump with fuel injection pipe

18 Control shaft23 Control rod24 Buckling lever30 Injection pump

Buckling lever

Admission indication

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Injection valve

The injection valve (13) is arranged centrally in the cylinder head (see Fig-ure 5 ). The fuel supply is effected from the exhaust countrer side, usinga lance (26) which is guided through the cylinder head (27) and is screwedto the nozzle body (28) (see Figure 12 ). The fuel is injected directly intothe combustion chamber (29).

26 Lance27 Cylinder head28 Nozzle body29 Combustion chamber32 Injection nozzle

Figure 12. Fuel injection valve

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 and re-moval occur separately from the cylinder cooling through pipes which arelocated on the exhaust side (water) or on the exhaust counter side (dieseloil).

Fuel supply

Cooling

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Supercharged system to motor control 2.3.3

Supercharged system/turbocharger

Supercharging occurs according to the so-called retention procedure. Inthis, the exhaust gases from all the cylinders flow into a common exhaustpipe (5). The turbo supercharger (1) is supplied with energy from this pipe.The compressed fresh air is also supplied to the cylinders from a commonpipe (4) (see Fig. 1 ).

1 Turbo supercharger2 Diffusor3 Supercharger

intercooler4 Charge pipe5 Exhaust pipe

B ExhaustA Fresh air

Figure 1. Gas exchange in retention mode

The retention procedure has the following advantages:

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

The selected charging procedure and the structure of the turbochargerwith its high degree of efficiency at partial and full load guarantee:

� a very lean mixture,� clean burning and� low thermal stresses.

In engines which are used to drive propeller installations, the turbosupercharger is generally on the coupling end, and in the case of engineswhich drive generators, on the opposite side to the coupling. The turbosupercharger is mounted along the length of the engine. Turbosuperchargers from the NA series such as turbo superchargers with radialflow compressors (6) and axial turbines (7) are used (see Fig. 2 ). Themain characteristic of this series is the uncooled, isolated turbine intakeand exhaust housing. This structure guarantees

� that the turbine has the full exhaust energy available and� that no corrosion can be expected through falling below the dew point

with a partial load.

Retention procedure

Advantages

Turbo supercharger

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Figure 2. NA series turbo superchargers

The fresh air induction is carried out through an effective sound damper(8) or air intake fitting. The rotor of the turbo supercharger runs on bothsides in rotating plain bearing bushes (9). These are connected to thelubricating oil system of the engine.

Charge pipe/charge cooler

The fresh air sucked in and compressed by the turbo supercharger (1)goes through a double diffuser into the casing before the charge air cooler(3) (see Fig. 1 ). In the charge air cooler or (in the case of stationaryinstallations) in an air-to-air cooler it is cooled down and fed through thecharge pipe (4) to the cylinders. The charge cooler is designed in twostages for impinging with fresh water.

The charge pipe is divided into sections which cover two or threecylinders. They are connected via multi-layered rubber compensators tothe cylinders.

Exhaust pipe

The cast exhaust pipe sections have a low-maintenance mounting clip onthe connection to the cylinder head. The exhaust pipe is uncooled, heatinsulated and lagged and equipped with compensators between thecylinders and in front of the turbo supercharger.

The exhaust pipe lagging consists of elements, each extending over onecylinder. The sheets have insulating mats on the inside and they can beremoved after loosening a few screws (see Fig. 3 ).

6 Radial flow compressor7 Axial turbine8 Sound dampers9 Slide bearing

19 Compressor casing20 Turbine casing

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Figure 3. Turbo supercharger and exhaust pipe

Lubricating oil supply/Cylinder lubrication

All lubrication points of the engine are connected to a common oil pressurecirculation. The lubricating oil inlet flange is located at the free end of theengine. From the distributor pipe on the exhaust side, the oil goes to thetie rods and main bearings. From there, the route passes through thecrankshaft to the connecting rod bearing and through the connecting rod inthe piston crown. From the piston crown, the oil runs back to the oil sump.

The spray nozzles for the camshaft drive wheels, the turbo superchargerand the speed governor are supplied with oil through a pipe on thecoupling end.

A connection runs from the main distributor pipe to a distributor pipe onthe opposite side to the exhaust. This pipe supplies the camshafts androcking lever bearings and the fuel injection pumps as well as the rockerlever with oil.

The lubricating oil system is equipped with a pressure control valve whichkeeps the oil pressure before the engine constant, independent of theengine speed.

The lubrication of running surfaces of the cylinder liners is carried outusing splash lubrication and oil vapour. The piston ring package is suppliedwith oil from below via bore holes in the cylinder liner. The oil is fed fromthe exhaust side through the diaphragm of the frame. An hydraulic blockdistributor is used for this to which the oil is fed through a feed pump fromthe entry pipe (see Fig. 4 ).

Figure 4. Feed pump and block distributor on the opposite side to the coupling

Lubricating oil inlet/lubricatingoil route

Lubricating the cylinder liners

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Fuel pipes

The engine is supplied with fuel through a distribution pipe on the oppositeside to the exhaust. Fuel is fed to the fuel injection pumps from this pipe.Excess fuel is collected in a return distribution pipe. The connections ofboth pipes lie at the free end of the engine. The associated buffer pistonsand, in the case of fixed installations, the pressure maintenance valve arearranged here. The buffer pistons are used to reduce hammer in thesystem. The pressure maintenance valve in the fuel return pipe keeps thesystem on the side of the engine under pressure, so that no vapourbubbles arise.

The fuel collection pipes are heated by the steam flow pipe situated in themiddle. The steam return pipe heats the leakage oil pipe which is used totake away leakages.

Coolant water pipes

The backing rings of the cylinder liners and the cylinder heads are suppliedwith fresh water. The charge cooler can be impinged with fresh water,untreated water or sea water. The cooling of the injection nozzles iscarried out through a separate fresh water system (see Fig. 5 ).

Figure 5. Coolant water pipes (exhaust side)

The cooling water inlet flange for cylinder cooling is located at the free endof the engine. The pipe lies on the exhaust side in front of the crankcase.Moving away from this, there are connections to the backing rings of thecylinder liners (C). The following are cooled:

� the upper part of the cylinder liner,� the bore holes of the top land ring and� the cylinder head with the exhaust valve cages.

Fuel inlet/fuel return

The following are cooled: thecylinders, the charge cooler, theinjection nozzles

10 Cylinder cooling11 Injection nozzle cooling

C Cooling water feedD Cooling water return

Cooling water inlet/Coolingwater return

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Cooling of the cylinder head (16) occurs away from the annulus around thebase of the cylinder head (see Fig. 6 ). From here, the water flowsthrough bore holes in the annulus between the injection valve gun and theinner part of the cylinder head. From this annulus, the remaining largecooling chambers of the cylinder head are filled and the exhaust valvecages are cooled. The course of the water runs over the upper area to thereturn distribution pipe (D). This lies next to the infeed pipe. It leads thewarmed water to the charge cooler or back into the system.

12 Crankcase13 Backing ring14 Cylinder liner15 Top land ring16 Cylinder head18 Tightness control

C Cooling water feedE Web cooling (entry)F Web cooling (exit)

Figure 6. Cylinder cooling (sectioned in two places)

The infeed pipe for the nozzle cooling water lies above that of the cylindercooling water (11) (see Fig. 5 ). The return pipe lies above the chargepipe.

At the uppermost points of the cylinder head and the charge cooler, apermanent venting pipe is connected. To drain the cylinder heads andbacking rings, the infeed pipe must be emptied.

Condensation water pipe

The water which is produced through compressing and cooling the air afterthe charge cooler, and is also produced in the charge pipe, is dischargedthrough external pipes. This occurs through a drainage valve (float valve)and an overflow pipe which must be monitored.

Crankcase venting

The crankcase de-airing connection (17) is located on the upper side ofthe crankcase (see Fig. 7 ). The connection to the fitting mounted there isused to balance the pressure to the atmosphere. Excess pressure in thecrankcase is released by lifting the curved valve shell. On the other hand,the valve shell prevents air flowing in in the event of fire in the driving

Route of the cylinder coolingwater

Venting/drainage

Venting valve

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chamber. Oil from leakages which has collected in the fitting is fed back tothe crankcase.

Figure 7. Crankcase venting (turbo supercharger on the free end)

Additional relief valves are arranged in the covers of the crankcase. Theypermit fast release of pressure in the case of an explosion in the engine.

Starting device

The engine is started using compressed air. It is fed into the impingedcylinder and presses the piston down. Before reaching the bottom deadcentre, the flow of air is interrupted and the process continued with thenext cylinders. This continues until the ignition speed is reached.

The connection from the air bottles to the starting valves in the cylinderheads is opened/closed by the interposed main starter valve. To activatethese valves, control air pipelines and control valves are required. Themain starter valve is located on the free end of the crankcase (see Fig.

8 ). The starting air pipe lies on the exhaust side below the backing ringof the cylinder liners.

Figure 8. Main starter valve

Stub cables lead from the starter air line to the starting valves in thecylinder heads. The opening and closing of the starting valves is triggeredby piston valves whose setting is affected by the starting control damper.

The starting control dampers are located next to the fuel injection pumps.They are linked to the main starter valve though a common control air lineand to the starter valves through individual control air lines. When control

1 Turbo supercharger3 Charge air cooler

17 Crankcasede-airing connection

Relief valve

Main starter valve

Starting valve

Starting control damper

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air pressure is present, part of the air flows from the starting controldamper through a fitting or a short pipe to the control cams which movearound the camshaft. As soon as the control cams close the bore hole inthe fitting, a pulse is created on the piston valves of the starter disk camthrough the retention pressure produced (see Fig. in section “Camshaft”).The piston valve closes the air vent and feeds the air to the starting valve.In this way, the starter valve is opened and the motor is started.

Operating and monitoring devices

Figure 9. Inner view of the standardised control boxes

The control and monitoring of modern ships’ engines is carried out usingpre-produced system components built into a control box. Dependent onany delivery specification restrictions, this includes the followingcomponents:

� Remote control system with a device for manual remotestarting/remote stopping, including start blocking/start release andclutch control,

� security system including, amongst other things, devices formanual/automatic emergency stop, automatic power reduction andoverride command,

� alarm system with limit value monitoring, open-circuit monitoring andequipment failure monitoring,

� display system for operational values and operational statuses(see Fig. 10 ) and

� diverse controls for accessory apparatus such as for the chargebypass, cylinder lubrication, temperature control, etc. as well as

� serial interfaces to ship alarm installations (log printer, shared alarm,hooter, etc.) and to the MAN B&W engine diagnostic system, EDS.

Ships’ engines: Standardisedcontrol box

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Figure 10. Display unit (built-in with PGA-EG speed governor)

The data processing for these input and output signals takes place inprogrammable compact controls. Using an indicator board (operatorstation) (see Fig. 11 ), built into the control box door, the engine can beoperated and monitored and the constructed functions can be controlled.To do this, there are two keypads and a display. The display showsoperation values and operation and control statuses in plain writing.

Figure 11. Indicator board (operator station) with keypads and display

Should the control box not be in the engine control room but in the engineroom, the operator station can be built into a desk in the machine controlroom.

The connection between the main engine terminal box and the control boxis made using ready-made collective cables which can be plugged in atboth ends.

As an alternative to a standardised control box, the engine can beequipped with a small display unit for the most important operating values.The following can thus be shown:

� the engine speed,

Indicator board for operationand monitoring

Arrangement variants

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� the exhaust temperature by cylinder, before and after the turbosupercharger,

� the fuel pressure as well as the pressure of the starter air, the controlair and the charge air and the

� lubrication oil and cooling water pressures.

In remote controlled engines, the range of operating elements alsoextends to the emergency start and emergency stop valves.

With stationary installations, this pre-produced system which can be testedin part with the engine is only used on occasion. It is natural here tocombine the control and monitoring part of the engine with that of the totalinstallation and to leave it up to a supplier. Therefore generally only oneterminal box is supplied with the desired controls for the accessorydevices.

Stationary engines ...

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Special engine designs 2.3.4

Ident. No. 006 - Turbocharger mounted at the opposite end

The turbocharger is on engines used for propeller propulsion mounted atthe free engine end rather than at the coupling end. Likewise for generatorservice the turbocharger is mounted at the coupling end instead of the freeend.

Ident. No. 016 - Slow-turn device

This device permits a slow turning of the engine by approx. two revolutionsto verify whether all cylinder spaces are free from liquid media for thesubsequent starting attempt. This device relies on the existing startingsystem and uses a reduced starting air pressure of approx. 8 bar.

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Accessories 2.3.5

Gallery on crankcase

Galleries on the engine are necessary in order to ensure that maintenancework can be carried out safely. The standard design of the engine includesgalleries on the charge air pipe with stairs, railings, flexibly supported run-ning boards, a foot board that can be hung in place on the exhaust side,and brackets all around the engine. In order to guarantee perfect accessto all components, an additional gallery for the cylinder crankcase (seeFigure 1 ) is available.

Figure 1. Gallery on crankcase

Resilient engine support

The most simple solution for mounting the engine on the foundation is arigid connection for both stationary plants and ship installations.

Figure 2. Resilient support of an in-line engine

With this solution, dynamic forces (caused by the uneven torque and freeforces due to gravity and moments of inertia), as well as structure-borne

Rigid support -- indirect resilientsupport -- semi-resilient support-- resilient support

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noise are transferred to the foundation. In order to avoid this, the engine/generator unit is, in the case of stationary plants, often set up on a resil-iently supported foundation block (indirect resilient support), reducing theexcitation of vibrations and the transmission of structure-borne noise to theperiphery in this way. In order to reach this goal also for ship propulsionplants, either a semi-resilient support on steel diaphragms or (as more ex-pensive solution) a direct resilient support is realised. This way, the en-gine is, with regard to vibrations, separated from the foundation and, bymeans of a highly flexible coupling, also from the elements to be driven.

Crankshaft extension

The crankshaft extension permits a power output on the free end. It isrealised using the free shaft end and supporting bearings. Designs arepossible with or without lubricating oil and/or water pumps.

Figure 3. Two-part covering on the free end for crankshaft extension,without attached pumps

Auxiliaries drive

Figure 4. Drive gear for pumps attached to the engine

The auxiliaries drive, arranged on the free engine end, is required for driv-ing cooling water and/or lube oil pumps. It consists of a gear wheel, whichis attached in front of the torsional vibration damper, on the free end of thecrankshaft.

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Engine-mounted pumps

Two cooling water pumps (282) and two oil pumps (284) can be attached.

The oil pump, a self-priming gear pump, is mounted in the covering on thefree engine end, at the bottom. The drive gear engages in the spur wheelfitted on the crankshaft end in front of the vibration damper.

The cooling water pumps are single-stage centrifugal pumps with indepen-dently lubricated bearings and are fitted in the covering on the free engineend, on top. The drive is also effected by the spur wheel on the crankshaftend.

Figure 5. Pumps attached to the engine (cooling water pump on top, lube oilpump at the bottom)

Main bearing temperature monitoring

The temperatures of the main bearings are recorded just underneath thebearing shells in the bearing caps. Resistance temperature sensors(Pt 100), which are fitted in an oil-tight manner, are used for this purpose(refer to Figure 6 ). The measuring cables run in the crankcase up to thecable-duct level on the exhaust side, from where they are routed to theoutside, to terminal boxes.

Figure 6. Main bearing temperature monitoring

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Oil mist detector

Bearing damage, piston seizure, and blow-bys from the combustionchamber cause increased oil vapour formation. The oil mist concentrationand/or the opacity of the air in the crankcase is monitored by means of theoil mist detector. For this purpose, air is continuously drawn from all partsof the crankcase by means of a jet pump, cleaned from larger oil dropletsand passed through a measuring section with infrared filters. The diodeprovided at the exit supplies an electric signal that corresponds to thequantity of light received, and transmits this signal to the monitoring unit.

Figure 7. Arrangement of the oil mist detector

The oil mist detector is part of the scope of delivery ofMAN B&W Diesel AG.

Splash-oil monitoring system

Figure 8. 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.

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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.

Exhaust gas temperature - average monitor

The mean value monitoring consists of the thermocouples in the exhaustpipe (refer to Figure 8 ) and a monitoring and display unit. Depending onthe configuration of the control and instrumentation system, monitoringand indication can be effected by means of a PLC (programmable logicalcontrol), a special unit or using elements of a superior monitoring system.Depending on the engine output, larger or smaller deviations (at low orhigh load respectively) from the calculated average of all cylinders are per-missible for individual cylinders.

Figure 9. Temperature sensor, photo taken with cylinder head dismantled

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Systems 2.4

2.1 Scope of supply/Technical specification2.2 Engine2.3 Components/Subassemblies

2.4 Systems

2.5 Technical data

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Fresh air/Charge air/Exhaust gas systems 2.4.1

1 Intake casing2 Intake sound damper3 Turbocharger4 Compressor5 Turbine6 Double diffuser7 Diffuser housing8 Charge air cooler9 Charge pipe

16 Float valve17 Overspill pipe18 Exhaust pipe19 Cleaning nozzles

A Compressor cleaningB Lubrication oil for

turbochargerC Turbine cleaningD Waste water from turbine

cleaning

E Charge air forcompressor cleaning(variant 1)

G Fresh airH Charge airJ ExhaustK Cooling waterL Condensed water

dischargeN Charge air/block air for

turbocharger(NA-series)

Figure 1. Fresh air/charge air/exhaust system. Variants in Fig. 1a -- sound dampers, 1b -- intake casing (diagram applies alsoto V-type engine)

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The air required for combustion of the fuel in the cylinder is drawn inaxially by the compressor wheel (4) of the turbocharger (3) (see Fig. 1 ).This is done either using the intake sound damper (2) with dry air filters orusing the intake casing (1). Using the energy transmitted by the exhaustflow on the turbine wheel (5) of the turbocharger, the air is compressedand thus heated. The air of high energy (charge air) is fed over a slidingsleeve and the double diffuser (6) into the diffuser casing (7). The diffuserreduces the flow speed to the benefit of pressure. The air is cooled in thetwo stage charge air cooler (8) fitted in the casing. In this way, the cylinderis filled with the greatest possible mass of air. This is carried out using thecharge pipe (9), which consists of elements connected elastically witheach other.

The exhaust leaves the cylinder head on the opposite side to the chargepipe. It is collected in the exhaust manifold (18) and fed to the turbine sideof the turbocharger. Thermoelements in the cylinder heads both beforeand after the turbocharger are used for monitoring the temperature. Theexhaust manifold consists of cylinder--length elements. The connection tothe cylinder head is made using a clamping connection. To connect withone another and to the turbocharger, corrugated tube compensators areused. The exhaust gases flow radially away from the turbine wheel.

On the casing of the charge air cooler and at the start of the charge pipe,there are connected condensation water pipes. Any water occurring is ledthrough the float valve (16). The blockable overspill pipe (17) must bemonitored on site.

On the air side charge-air coolers can be cleaned with cleaning fluidswithout dismantling. To do this, blind disks must be inserted after theturbocharger and before the charge pipe. These are part of the specialtools.

There are nozzles (19) fitted in the intake casing and the sound dampersfor the regular cleaning of the compressor wheel and compressor casing.Water is sprayed in through the nozzles. The cleaning effect results fromthe high impact speed of the drops of water compared to the rotatingwheel.

21 Tank22 Pressure spray23 Air pump

A Compressor cleaningE Charge air for

compressor cleaningF Fresh water/Drinking

water

Figure 2. 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 Fig. 2 ) or is used to fill apressure spray (22), placed under pressure using an air pump (23) anddisplaced by a cushion of air (variant 2).

Cleaning the turbine side is preferably carried out using water (see Fig.3 ). The water is sprayed into the exhaust manifold in front of the

The air route

The exhaust route

Condensed water

Cleaning the charge coolers

Cleaning the turbocharger:the compressor side using water

Cleaning the turbocharger:the turbine side using water

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turbocharger, either using a nozzle or a lance (see also operatinginstructions for turbocharger in volume C1).

Alternatively or additionally, cleaning can take place using soft, granulatedmaterial. The cleaning agent is blown using compressed air to the samepoint (C) in the exhaust manifold.

3 Turbocharger

C Turbine cleaningJ Exhaust from engineD Waste water

Figure 3. Turbine cleaning using water or granules

The ”Jet Assist” acceleration device is fed by the 30-bar compressed airsystem. The flow of air is fed to the compressor casing and directed to thecompressor wheel through bore holes (30) distributed around the outside.In this way, the volume of air is increased and the turbochargeraccelerated which results in the desired increase in charge pressure. Seesection 3 -- “Adapting the engine to ...”

The pressure and throughput are set using the reducing valve and thechoke cover (31). Control guarantees that sufficient air is available forstarting procedures (see Fig. 4 ).

4 Compressor5 Turbine

30 Flow hole31 Choke cover

M Compressed airO Control air

Figure 4. “Jet Assist” acceleration device

The charge air blower (variant 1 in Fig. 5 ) is used to improve the partialload performance of the engine (see also section 3.5.8). When thebutterfly valve (40) is open, charge air flows through the blower pipe (41)into the exhaust pipe. This leads to an increase in turbine performanceand a resultant increase in the charge pressure. The valve is activatedusing a control cylinder (42) impinged with control air.

or using solid matter

”Jet Assist” acceleration device

Charge air blower

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The charge air relief device (variant 2 in Fig. 5 ), the use of which isrestricted to sailing ships with full loads in arctic conditions or in theoperation of stationary engines with excess load, is also controlled using abutterfly valve or by a spring loaded valve. The device is used to limit thecharge air pressure and the ignition pressure. The excess charge air isblown into the machine room (43). There is no connection here to theexhaust pipe.

3 Turbocharger40 Butterfly valve41 Blower pipe42 Control cylinder43 Relief pipe

J Exhaust from theengine

G Fresh airH Charge air to the

engine

Figure 5. Charge air blower and charge air relief device

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

Charge air relief device

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Compressed air and starting system 2.4.2

Compressed air is required for starting the engine and for a number ofpneumatic controls. For starting,� 30 bar is required. For the controls, 30bar, 8 bar or lower pressures are required.

1 Pipe2 M462 air filter3 Pipe5 Venting valve6 Feed pipe7 Main starter valve8 Pipe9 M317 control valve

10 Pipe11 Safety valve12 Starter pipe13 Starting valve14 Branch conduit15 Control pipe16 M388 operator station17 Booster servomotor

19 Emergency stop valveM329/2

20 Pipe21 Starting air valve22 Fuel injection pump23 Stop piston25 M306 blocking valve

(turning gear)26 Pilot valve M329/1

Figure 1. Starting diagram

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Compressed air, which is preferably taken from two independent aircylinders, flows over a main starter valve (see Fig. 1 and 2 ) andpneumatically controlled starting valves (13) to the cylinders (7). One partof the air is fed through the air filter (2) and the pilot valve (26) to thestarting air valves (21) and from there through the control pipe (15) to thestarting valves (13).

Figure 2. Main starter valve

When the shut--off valve on the compressed air cylinder is opened,compressed air flows to the main starter valve (7) and through the pipe (8)to the control valve (9). At the same time, compressed air flows throughthe air air filter (2) and the pipe (1) to the pilot valve (26), the emergencystop valve (19) and the blocking valve (turning gear) (25).

13 Starting valve30 Cylinder head31 Inlet valve32 Exhaust valve

A Control air from thestarting air valve

B Compressed air fromthe main starter valve

Figure 3. Starting valve

Compressed air route

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When the blocking valve (25) is open, i.e. the turning gear is out of gearand there is no starting block from the safety control (only for stationaryengines), the air flows on to the pilot valve (26). As soon as it receives astart command from the automatic device or from the operator station (16)it can switch to passage and leaves the way open to the starting air valves(21), to the control valve (9) and to the booster servomotor (17) . In casesof emergency, the pilot valve (26) can also be operated manually. Thecontrol valve (9) now opens the main starter valve (7) and closes theventing valve (5), so that compressed air flows through the starter pipe(12) to the starting valves (13) (see Fig. 3 ).

According to the setting of the camshaft (28), the starter control damper(21) air vent on one cylinder is covered by the starter cam (27) (see Fig.

4 ). Thus a piston in the starting air valve opens the passage, and airflows over the control pipe (15) to the starting valve affected and opens it.The compressed air present flows into the cylinder and presses the pistondown, i.e. the crankshaft starts to turn. When the starter cam runs out ofthe area of the pulse pipe, the starting air valve (21) closes, the air feed isinterrupted and the pipe (15) is vented. The start periods of individualcylinders overlap in order to guarantee a secure starting at eachcrankshaft setting.

21 Starting air valve withpulse pipe

27 Starter cam28 Camshaft29 Eccentric shaft

Figure 4. Starting air valve/camshaft

The fill limit during the start procedure and shortly after the start is carriedout in normal mode through control by the controller from the automaticdevice and in emergency mode manually directly on the controller.

A firestop is built in to each branch conduit (14) and prevents a blowbackof flame in the case of a damaged starting valve (see Fig. 1 ).

There is a drain tap in the connection pipe between the compressed aircylinder and the feed pipe (6) at the lowest point. This tap must be openedat regular intervals in order to release any condensed water from thepipes. It is also used for venting the pipes before assembly work. Therelief tap on the main starter valve serves the same purpose and isarranged parallel to the relief pipe of the venting valve.

Before starting maintenance work, the relief tap must be opened. Thisprevents pressure building up in front of the main starter valve throughleaks in the compressed air blockers.

Starting air valve

Fill limit

Firestop

Drainage

Relieving the pipebefore assembly work

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▲ Attention! The pressure is sufficient to inadvertently start themotor.

There is an emergency stop device for the fastest possible halt to theengine in the case of emergency. On activating it, the emergency stopvalve (19) is opened electrically and air flows over the pipe (20) to the stoppistons (23) on the fuel injection pumps (22) and sets the control rods tozero fill. Switching off the engine therefore depends on the setting of thecontrolling rod assembly and the speed governor.

Before starting the engine, the combustion chambers must be blownthrough using compressed air. This is done by starting up the startprocedure with open indicator valves. In doing so, the fill of the fuel pumpsmust be at zero/the emergency stop button must be depressed.

With engines which are started in automatic mode, the opening of theindicator valves is not assured. Before starting, the slow-turn device isactivated.

The device allows the engine to be slowly turned over through approx.2 1/2 revolutions with the aim of checking whether all cylinders chambersare free of liquid for the subsequent start. The device is based on theexisting starter system. It works with a reduced starter presure of approx.8 bar.

Emergency stop

Blow through

Turning with slow-turn device

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Fuel oil system 2.4.3

1 Manifold2 Heat pipe3 Distributor pipe4 Leakage collector pipe5 Injection valve6 Venting pipe

7 Leakage collector pipe8 Leakage collector pipe9 Leakage collector pipe

10 Stop cock11 Supply pipe12 Injection pipe

13 Return pipe14 Stop cock15 Fuel injection pump16 Buffer pistons17 Pressure control valve

Figure 1. Fuel diagram (figure shows engine L58/64 -- applies also to L+V 48/60)

The fuel is fed from a free-standing pump through a filter into thedistributor pipe (3) (see Fig. 1 ). From here, an supply pipe (11) branchesto each fuel injection pump (15) with a stop cock (10) (see also Fig. 2 ).The return of excess fuel is carried out through the manifold (1) which isalso connected through return pipes (13) with stop cocks (14) to theinjection pumps. In this way, each individual pump can be blocked from thefuel inlet and removed without the whole pipe system having to be drained.

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10 Stop cock11 Supply pipe12 Injection pipe13 Return pipe14 Stop cock

Figure 2. Fuel injection pump with pipes (example L 58/64)

A small venting pipe (6) is connected to the manifold (1) so that no aircushions can form. The buffer pistons (16) attached to the pipes (1 and 3)dampen the shock pressures which occur in the pipes (see Fig. 3 ).

Figure 3. Buffer pistons (example L 58/64)

The excess fuel flows back over the pressure control valve (17) at the endof the manifold to the mix container (see diagram, Fig. 1 ). Thisarrangement means that pre-heated fuel can be pumped around to warmthe pipe system and the fuel injection pumps before starting the engine.

The heat pipe (2) for the heavy oil mode arranged between the distributorand the manifold is also used for compensating heat losses. The heatreturn pipes serve the purpose to heat the leakage fuel pipe.

The fuel injection pumps (15) feed the fuel in the injection pipes (12) to theinjection valves (5) (see Fig. 4 ). The leakage fuel (B) running from theinjection valves and fuel injection pumps is collected in the leakagecollector pipe (4) and fed to the manifold (8) at the foot of the fuel injectionpumps (see diagram, Fig. 1 ).

Buffer piston

Pressure control valve

Heat pipe

Fuel injection pipe/Leakage fuel pipe

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5 Injection valve18 Cylinder head

A Fuel from the fuelinjection pump

B Leakage fuel

Figure 4. Fuel injection valve

With automatic installations, the injection pipes (12) are monitored forleaking fuel. For this purpose, the injection pipes are encased. The leakingfuel resulting from untight screw fittings or damaged pipes runs into thesleeve pipes to the leakage collector pipes (9) and on to the leakagecollector pipe (7). It is possible to attach to this pipe a container with levelmonitoring to trigger an alarm.

System on the side of the installation

Engines operated using heavy oil must be equipped with a fewaccessories (mix containers, heaters, viscosimeter, etc.). The exactarrangement of the individual devices is shown in the fuel diagram of therespective installation.Refer to Technical Documentation Volume -- Engine and SystemAccessories.

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Control of Speed and Output 2.4.4

Tasks/contexts

The following tasks have to be carried out in the context of engine powerand 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 power limitation system,� a speed and power control system, possibly� a synchronization system,� a load distribution system and� a frequency control system.

It is only possible to actively influence the engine speed and the enginepower through the capacity setting of the fuel pumps. This is done usingthe control rod assembly and the speed governor. Certain capacitysettings (filling settings) produce,

� in engines which drive generators, a certain power point on the(constant) nominal speed line -

f � Pvar / nconst;� in the case of engines which drive fixed propellers, a point on the

propeller curve and� in the case of engines which drive adjustable pitch propellers, a point

on the combiner curve/in the propeller characteristic diagram.

In these two cases, the following applies:f � Pvar / nvar.

The speed and power control system compares the actual speed to thetarget speed. To do so, an actual value must be recorded and a targetvalue or, under certain circumstances, a selected target value, must bestated. The controller determines the required correction signal. Inaddition, through its setting it establishes the reaction ratios of the controland it limits speeds and thus power.

A synchronization device is required in engines which drive rotary currentgenerators. Rotary current systems may only be interconnected iffrequencies (speeds), voltages and phase position agree and if the energyproducing engines have the same power efficiency. The first conditionsmust be created by influencing the generator (voltage) and the engine(frequency/speed and phase position). The second condition must befulfilled by conscientious setting of the speed governor.

The most important tasks

Systems involved

Everything is carried out throughthe filling setting.

Speed and power control system

Synchronization device

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Generally, with multi-engine installations, you must avoid units withdifferent percentual loads working in parallel. For this, the effective loaddistribution system is used. It compares the power signals ofinterconnected units and supplies adjustment pulses over the remotespeed adjustment device to the speed governor until a balance isachieved.

The load distribution system is usually combined with a frequency controlsystem in generator units. In this, the busbar frequency must be comparedto the pre-stated frequency (e.g. 50 Hz or 60 Hz) and, in the event ofdiscrepancies, compensated through pulses on the speed controls.

1 Camshaft drive2 Pulse detector3 Speed governor

(electronic part)4 Speed governor with

final positioning device5 Rods6 Control shaft7 Fuel injection pump8 Control rod9 Emergency stop piston

10 Articulated lever11 Emergency stop valve12 Inductive position pick-up

13 Operating device14 Booster servomotor15 Tacho machine16 Electronic control

(only in electronic speedgovernors)

KS Coupling endKGS Free end

A1 Mechanical actual speedcontroller

A2 Electronic actual speedcontroller

B Target value of speeda Pulse “higher/lower”b Pulse “Stop”

C Fill limit dependent oncharge air

E Actual value of fillF Compressed air for

emergency shut-downG Control airH Fuel

a Feedb Injectionc Return

P Charge air pressure

Figure 1. Speed and power control system

Effective load-distributionsystem

Frequency control system

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Speed and power control system (mechanical-hydraulic)

The hydraulic speed and power control system -- or, more simply named,the speed controller -- is used mainly in stationary installations andconsists in a restricted sense of the remote speed adjuster (setpointgenerator), the mechanical speed governor (4) with the hydraulic finalpositioning device and the stop device (see Fig. 1 and 2 ). When usedin main ship’s engine, this list also includes the fill limits.

Figure 2. Mechanical-hydraulic speed governor, made by Woodward typePGA 200 (example L 58/64)

The speed governor is located on the coupling end. It is driven by thecontrol shaft drive and is mechanically connected via the rods (5) to thecontrol shaft (6) of the fuel injection pumps (see Fig. 2 ). The actualspeed governor is located on the hydraulic final positioning device (4). Thebooster servomotor (14) supports the final positioning device. It assuresthe oil pressure necessary for starting the engine. The remote adjustmentand stopping device is installed either on the engine or remote from it, asrequired.

Components

2 Pulse detector4 Speed governor with

final positioning device5 Rods6 Control shaft

12 Inductive position pick-up14 Booster servomotor15 Tacho machine

Arrangement

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The speed target value requirement (fill requirement) is carried out in thesimplest way using a lever on the operator station. The target value isconverted into spring resistance in the speed governor. This is done usinga slide valve, which pre-tensions a speed spring (17) using oil. Theresistance to the spring is formed by governor weights (18) (see Fig. 3 ).

17 Speed spring18 Governor weights

J Oil from the slide valve

Figure 3. Diagram of mechanical speed governor

The force of the governor weights attempts to lift the slide valve whilst theforce of the speed spring works against this. When the engine is runningat a constant speed, the forces are counterbalanced and the governorweights are vertical. Any change in the balance of forces leads to amovement in the slide valve. This movement is converted into a rotationand thus moves the control rods of the fuel pumps. This changes theamount of fuel injected into the combustion chambers.

The control rods of the fuel pumps are connected to the control shaft usingarticulated levers. The articulated lever is designed so that it can bend ineither direction of movement if a certain controlling torque is exceeded(see Fig. 4 ). This means that a jammed control rod or a control rod pumppiston unable to rotate cannot block the other fuel injection pumps.Normally, the divided lever is held in its bearings by an extension spring.

1 Control shaft2 Articulated lever3 Tension spring4 Adjustable joint rod5 Control rod

(shown in rotatedposition)

Figure 4. Effect of the articulated lever (a Starting position, b Control rod blocked in ZERO position, c Control rod blocked inFULL position)

On starting and accelerating the engine, certain amounts of fill must not beexceeded, e.g. to guarantee an accelerating which is as free as possible ofsmoke, or manoevring without overstraining. To do this, the charge airpressure is fed directly into the limiting device in the speed governor.

Normally, the engine is stopped on setting the charge back to ”Zero”. Thiscan be done using the remote control device or at the operator’s stand.

In cases of emergency, the engine can be stopped by feeding control air tothe emergency stop piston of the fuel injection pumps (see section 2.4.2).

Method of operation

Articulated lever

Starting and accelerating(fill limit)

Stopping the engine

Emergency shut-down

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A speed pick-up is necessary for the emergency shut-down. This is carriedout through the tacho machine (15), which is located on the main drivepinion for the speed governor (4) (see Fig. 2 ). Redundant to this, a pulsedetector (2) is attached radially to the camshaft drive (see Fig. 6 ,showing three pulse detectors). The pulse detector records the actualspeed of the engine by sampling the contour of the cog. Whenever a toothmoves past the pick-up, a voltage is created which then collapses in thespace between the teeth. The frequency of the voltage signals isproportional to the engine speed. The tacho machine detects mechanicallythe speed.

At the end of the control shaft, its deflection is transfered to an inductiveposition pick-up (12) (see Fig. 2 ). In this way, 4-20 mA signals arecreated, which permit a remote display or another type of processing. Atthe control rods of the fuel injection pumps, the charge can be read off theimpressed scale.

Speed and power control system (electronic-hydraulic)

The electronic speed governor is mainly used in multiengine shipinstallations or suction dredgers. Basically, both an electronic and amechanical speed control are possible. The mechanical control, however,is only used in emergencies, e.g. in the case of the elecronic controlfailing. The switch-over takes place at the operator station.

The electronic-hydraulic controller consists of the same components asthe mechanical-hydraulic speed governor, plus an electro-hydraulicconverter, an electronic speed governor and an oil cooler (22) (seeFig. 5 ). The oil cooler cools the hydraulic oil which is heated by the largeroil pump.

22 Oil cooler23 Switch-over device

(mechanical --electronic)

Figure 5. Electronic-hydraulic speed governor made by Woodward typePGG-EG 200 (example L 48/60)

Three pulse detectors are arranged radially to the camshaft drive, two ofwhich supply the actual speed value to the electronic control device (seeFig. 6 ). The third is used to check the engine speed for the emergencyshut-down.

Charge display/charge sensor

Components

Arrangement/Mode of operation

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1 Camshaft drive2 Pulse detector

Figure 6. Arrangement of the pulse detector on the camshaft drive

An analogue current signal of 4-20 mA is required as a speed target valuefor the controller. In the simplest case, the target value can be stated using”higher/lower” keys, for example arranged on the operator station by theengine.

In the electronic control device, the difference between the actual andtarget speeds is evaluated. In this, the amount and the direction of thedeviation, the duration and the speed of change is taken intoconsideration. As a result, a correction signal is transferred in the form ofan electric variable to the final positioning device and there converted,using an electro-hydraulic converter, into the force required to adjust thefilling rods.

Through a corresponding adjustment in the controller, the operatingbehaviour of the engine can be adjusted to the prevailing conditions or theoperating aims. See print script in section D of the TechnicalDocumentation.

The limit curves can be freely programmed in the controller. This is doneusing a small programming device or at the generator itself.

On stopping, electronic impulses are fed to the control electrics. In casesof emergency, the engine can be stopped by feeding control air to theemergency stop piston of the fuel injection pumps (see section 2.4.2).

Starting and accelearting (filllimit)

Stopping the engine

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Injection time adjusting device 2.4.5

Mechanical injection timing

The cam follower (6) for driving the injection pump is supported on theeccentric shaft (7) -- refer to Figure 2 . This shaft can be turned bymeans of lever (1) and threaded rod (2), which is supported in the counterbearing (3) -- refer to Figure 1 . Thereby, the position of the cam followerto the camshaft (7) is changed.

Depending on the direction of shifting, start of injection can be advancedor deferred. This way, injection timing can easily be adjusted to differentfuel oil qualities. By adjustment in the direction of “Early” (max. +3� ), anincrease of the ignition pressure to the design point is possible within thescope of service work. On the other hand, adjustment in the “Later”direction (max. --2� ), leads to a considerable reduction of nitrogen oxideemission, in connection with a drop in ignition pressure. The respectiveadjustment is indicated by pointer (4) on scale (5).

Injection timing is in general to be adjusted in such a way that combustionis completed shortly after TDC. This can be gathered from the ignitiondiagrams.

Figure 1. Injection timing

Functional description

Injection time adjustment

1 Lever2 Threaded rod3 Counter bearing4 Pointer5 Scale6 Cam follower7 Eccentric shaft9 Injection pump

2.4.5--01 E 01.00 L 58/646640 02102/

Figure 2. Camshaft with eccentric shaft

Electrical injection timing

Electrical injection timing works the same way as mechanical injectiontiming with the exception that the eccentric shaft is adjusted electrically.

A three-phase geared motor (9) drives the eccentric shaft via a worm gear(10) -- refer to Figure 3 . In order to comply with the IMO requirements,two positions can be selected. They can be defined via two infinitelyvariable limit switches (11) which are attached to the casing.

On the coupling side and on the free engine end (depending on thenumber of cylinders) of the eccentric shaft, hydraulic brakes are mountedwhich keep the shaft in its position. On the coupling side, the hydraulicbrake is located in the gear casing (12). On the free engine end, it isseparately fastened to the eccentric shaft.

Before an adjustment is made, the hydr. brake/brakes as well as a springbrake is/are released on the three-phase motor. Releasing and actuatingthe hydraulic brakes is always effected by means of pressure oil which isapplied to the piston(s).

9 Three-phase gearedmotor

10 Worm gear11 Limit switch12 Hydraulic brake

Figure 3. Electrical injection timing

6 Cam follower7 Eccentric shaft8 Camshaft


Brake

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Lube oil system 2.4.6

Lubricating the engine and the turbocharger

1 Distributing pipe2 Branch pipe3 Drain pipe4 Injection pump5 Rocker arm6 Piston7 Branch pipe (main

bearing bolt)8 Supply pipe

(injection pumps)9 Spray nozzle

10 Supply pipe (turbocharger)12 Supply pipe14 Branch pipe (external

camshaft bearing)

15 Branch pipe(intermediate wheelbearing)

16 Branch pipe(external crankshaftbearing)

17 Branch pipe(intermediate wheelbearing)

18 Branch pipe(governor drive)

19 Spray nozzle20 Branch pipe

(load control pilot valve)21 Drain pipe22 Speed governor23 Supply pipe

24 Main bearing25 Main bearing bolt26 Big-end bearing27 Piston-pin bush28 Branch pipe (injection

pump drive)29 Camshaft bearing30 Branch pipe, rocker arm31 Eccentric shaft bearing32 Eccentric shaft33 Cam follower34 Distributing pipe

Figure 1. Lubricating oil diagram

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A lubricating oil pump (attached to the engine or independently driven)sucks the lubricating oil from the service tank and presses it throughcooler, pressure regulating valve and filter to the distributing pipe (1) ar-ranged on the exhaust side of the engine (see Fig. 1 ). The oil routedaway by the pressure regulating valve runs back to the service tank in anoverflow pipe. A supply pipe (23) leads from the distributing pipe (1) toeach main bearing (24) from which branch pipes (7) lead to the bore holesfor the main bearing bolts (25) in the crankcase. The inflowing oil dampsoscillations of the long bearing bolts. In the upper area of the crankcase,the oil emerges through overflow bore holes and runs freely off into thecrankcase.

Oil flows through bore holes in the crankshaft from the main bearings (24)to the big-end bearings (26) and from there through bore holes in the con-necting rods to the piston-pin bushes (27) and on to the cooling spaces ofthe pistons (6). From the pistons, it runs freely off into the crankcasethrough bore holes. The first main bearing between the coupling flangeand the camshaft drive is supplied with oil by the supply pipe (12), theshort branch pipe (16) and a duct in the crankcase. Branch pipes leadfrom the supply pipe (12) to the external camshaft bearing (14), to the in-termediate wheel bearings (15 and 17), to the different bearing points inthe governor drive (18) and the spray nozzle (19) at the bottom. The threeupper spray nozzles (9) for the meshing in the camshaft drive are alsoconnected to the supply pipe (12) by short branch pipes.

The distributing pipe (34), which branches off the distributing pipe (1) onthe free engine end, is arranged in the camshaft trough. Branch pipes(30) lead from the distributing pipe to the camshaft bearings (29), the ec-centric shaft bearings (31) and to the bearings of the rocker arms (5) in thecylinder heads. The oil flows from the eccentric shaft bearing (31) throughbore holes in the eccentric shaft (32) to the cam followers (33) for thevalve and injection pump drives. The drive tappets of the injection pumps(4) are also lubricated through short branch pipes (28) from the distributingpipe (34), whilst the injection pumps (4) themselves are supplied with oilvia the supply pipe (8) and short branch pipes (2).

The oil running off the rocker arm bearings collects on the respective cylin-der head and runs through the pipe (3) and the protective tube of the pushrod into the camshaft trough and from there back into the crankcase.

The oil sump is used as a collecting tank for the lubricating oil drippingfrom all the bearing points. On the coupling side and the free end, drainpipes are connected to the front end, in which the oil can be returned tothe service tank.

The speed governor (22) has its own lubricating oil circuit and is thus notconnected to the lubricating oil circuit of the engine. In the case of marineengines, the branch pipe (20) leads to the load control pilot valve in thespeed governor, and the drain pipe (21) leads back to the crankcase.

The turbocharger is supplied via supply pipe (10). For a description,please refer to the Operating instructions of the turbocharger in Vol-ume C1.

The route of the lubricating oil

Lubricating the camshaft and in-jection pump

Return to the crankcase

Oil sump

Speed governor

Turbocharger

2.4.6--01 E 01.01 L 58/646640 07103/

Cylinder lubrication

35 Cylinder liner36 Lubrication bore hole37 Cylinder crankcase38 Lubrication bore hole39 Connection pipe40 Connection pipe41 Supply pipe42 Drain pipe43 Oil pump44 Supply pipe45 Drain pipe46 Block distributor47 Proximity switch48 Drain pipe

Figure 2. Cylinder lubricating oil diagram

The running surfaces of the pistons are supplied with oil through lubrica-tion bore holes in each cylinder liner by an oil pump and a block distributor.The oil pump (43) and the block distributor (46) are fitted on the exhaustside (see Figures 2 and 3 ). Circulating oil from the distributing pipe issucked in by the oil pump through the supply pipe (44) and fed to the blockdistributor through the supply pipe (41). Connection pipes (39 and 40) leadfrom there to the lubrication bore holes (36 and 38) in each cylinder liner(35). The movements of the main piston of the block distributor are moni-tored by a proximity switch (47) and a pulse evaluation device. The ex-cessive oil delivered is routed through the drain pipes (45 and 48) back tothe oil pump and/or through the drain pipe (42) into the cylinder crankcase.

Figure 3. Block distributor with oil pump

2.4.6--01 E 01.01 L 58/646640 07104/

Valve seat lubrication

1 Distributing pipe37 Cylinder crankcase64 Supply pipe to the pump65 Drain pipe

66 Lube oil pump67 Supply pipe to the block

distributor68 Lubricating oil nozzle69 Connection socket

70 Charge air pipe71 Block distributor72 Supply pipe to the indivi-

dual cylinders73 Drain pipe

Figure 4. Valve seat lubricating oil diagram*

2.4.6--01 E 01.01 L 58/646640 07105/

The valve seats of the inlet valves are supplied with lubricating oil via lubri-cating oil nozzles (68) in the charge air pipe (70) - refer to Figure 4 . Forthis purpose, one nozzle (68) each is installed in the connection socket(69) of the charge air pipe. An electrically driven radial piston pump (66)draws the required lubricating oil from the lubricating oil distributing pipe(1) and conveys it to the block distributor (71) on the control side of theengine. From the block distributor, the lubricating oil is routed to thenozzles (68) of the individual cylinders. The intake air stream carries theoil emerging at the nozzles to the valve seat.The excessively delivered oil is, at the lube oil pump (66) as well as at theblock distributor (71), routed back to the cylinder crankcase through thedrain pipes (65 and 73 respectively).

Important! The delivery rate of the pump is set in the manufacturingworks. The setting is not to be changed!

* The number of supply and drain pipes connected to the block distributor depends on the number of cylinders of the engine and may deviatefrom the diagram!

Monitoring of the main bearing temperature

The temperatures of the main bearings are measured by temperature sen-sors in the main bearing caps (24) - refer to Figure 5 . For this purpose,the Pt 100 resistance temperature sensors (50), which are attached in anoil-tight manner, are used. The measuring cables run in the crankcase upto the cable duct level on the exhaust side, and are there led to the out-side, to the terminal box.

24 Main bearing cap49 Crankshaft50 Resistance tempera-

ture sensor

Figure 5. Monitoring of the main bearing temperature

Splash oil monitoring system

The temperatures of the running gears and big-end bearings are moni-tored by temperature sensors in the crankcase covers. For this purpose,one Pt 100 resistance temperature sensor is installed in one crankcasecover (74) per running gear. This resistance temperature sensor determi-nes the temperatures of the splash oil (see Figure 6 ). The splash oil iscollected in an oil collector tray (75) on the inside of the respective crank-case cover. Via measuring cables (80), the ascertained temperatures are

2.4.6--01 E 01.01 L 58/646640 07106/

transmitted to an operating and control unit which is attached to the engineor mounted in its vicinity.

37 Cylinder crankcase74 Crankcase cover75 Oil collecting tray

77 Resistance temperaturesensor

78 Connecting rod

79 Balance weight crankshaft80 Measuring cable81 Protecting tube

Figure 6. Splash oil monitoring system

The control unit evaluates each measured temperature in order to deter-mine if a defined maximum value and/or a permissible maximum deviationfrom the mean value has been exceeded.

The operating unit is equipped with a display panel, where all measuredtemperatures as well as their deviations from the mean value can be readoff. On the operating panel of the control, the present system conditions -plant in operation/pre-alarm/alarm - are indicated.

In case of an emergency, when a permissible maximum temperature isexceeded, the monitoring equipment shuts the engine off via the safetysystem of the engine plant.

Oil mist detector

Incipient damage to the bearings, piston seizure or blow-through from thecombustion chamber cause an increased formation of oil mist. This canbe diagnosed using an oil mist detector (see Figure 8 ) before seriousdamage is caused. By means of the oil mist detector, the oil mist con-centration or the opacity of the air in the crankcase is monitored. For thispurpose, air is sucked in continuously from all crankcase sections by

2.4.6--01 E 01.01 L 58/646640 07107/

means of a jet pump, cleaned from larger oil droplets and fed to a measur-ing section (60) with infrared filters (58) - see Figure 7 .

51 Collection chamber52 Separator53 Detector54 Transmitting LED55 Flow control56 Temperature sensor57 Air filter58 Infrared filter59 Receiving diode60 Measuring section61 Air jet pump62 Control and monitoring

unitC from the crankcase to

the collection chamberD from the separator to

the detectorE to the air jet pumpF Air stream

Figure 7. Crankcase monitoring by means of oil mist detector

The receiving diode (59) located at the outlet supplies an electrical signalto the monitoring unit (62), according to the amount of light received.

Figure 8. Oil mist detector

See brochure in Volume D1.

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Cooling water system 2.4.7

2 Cylinder head4 backing ring

30 Charge-air cooler

HT High-temperature circuit (stage I)NT Low-temperature circuit (stage II)

A Cooling water for charge-air cooler andcylinder

B Cooling water for downstream of charge-aircooler/upstream cylinder

C Cooling water downstream of cylinderD Cooling water for charge-air cooler, stage IIE Charge airF Cooling water for injection nozzles

(admission)G Cooling water for injection nozzles (drain)H Water drain (manifold)K Vent for cylinder cooling and charge-air

cooler (manifold)

AGS Exhaust counter sideKS Coupling end

Figure 1. Cylinder/nozzle cooling water system (drawn up for two-stage charge-air cooler)

Overview

To guarantee the lowest possible thermal stresses, the following must becooled

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

� the fuel injection valves.

The charge air heated in the turbo supercharger is cooled down using thesupercharger intercooler. This is done in the interest of increasing the airmass available for combustion.

Circulation/coolant

2.4.7--01 E 09.99 L 58/646640 05102/

Prepared fresh water is used for cooling. The supercharger intercoolersare also cooled using fresh water, and in a few cases using sea water oruntreated water. With two-stage supercharger intercoolers, the first stagehas engine cooling water flow through (high temperature circulation), andthe second stage has fresh water from the low temperature circulation(see Fig. 3 ).

Cylinder cooling

The cooling water distributor pipe (9) is attached to the exhaust side of theengine. From here, inlet pipes (6) lead to the backing rings (4) of thecylinder (see Fig. 1 ). In the backing ring, the water is fed upwardsaround the upper part of the cylinder liner (5). The water flows throughbore holes from the backing ring into the cooling chamber of the cylinderhead (2), rinses around the lower part of the injection valve (3) andemerges at the top at the cylinder head.

1 Exhaust valve2 Cylinder head3 Injection valve4 Backing ring5 Cylinder liner6 Inlet pipe7 Drainage tap

8 Drainage pipe9 Distributor pipe

10 Distribution pipe11 Thermometer12 Shut-off tap

(exhaust valve)

13 Inlet bore hole(exhaust valve

14 Drainage bore hole(exhaust valve)

15 Drainage pipe16 Venting pipe

Figure 1. Cooling water pipe -- high temperature circulation

2.4.7--01 E 09.99 L 58/646640 05103/

In each drainage pipe (15), the water flows to the distribution pipe (10),which is arranged parallel to the distributor pipe. The venting pipe (16)leads from the individual cylinder heads to the compensator reservoir. Inthe event of maintenance work, the engine cooling chambers can beemptied using the drainage pipe (8).

Part of the cooling water flows out of the cooling chamber in the cylinderhead to the valve cages of the exhaust valves (1) and then also flows intodrainage pipe (15). To dismantle the exhaust valve, the feed and drainagebore holes (13 and 14) can be blocked off using a tap (12).

Nozzle cooling

The fuel injection valves are cooled in their own fresh water circulation.The distributor pipe (22) lies on the exhaust side (see Fig. 2 ). It flowsthrough the inlet pipe (23) into the cooling chamber of the injection valve(3) and from here through the drainage pipe (20) to the distribution pipe(18) on the control side.

To disassemble an injection valve, the pipes to the engine can be drained.To do this, the shut-off valves (19) must be closed and the drainage valveopened (21).

3 Injection valve18 Distribution pipe19 Shut-off valve20 Drainage pipe21 Drainage valve22 Distributor pipe23 Inlet pipe

Figure 2. Cooling water diagram of the injection valve

Draining

2.4.7--01 E 09.99 L 58/646640 05104/

Cooling the charge air and turbo supercharger

Water from two cooling water circulations flows through the superchargerintercooler:

� stage I, high temperature water coming from the engine,� stage II, low temperature water.

The inlet and outlet of water is carried out in the HT circulation using pipes(33 and 32) (see Fig. 3 ). To vent and drain, there are sealing plugs (31and 29). Condensed water which can occur in considerable amounts inintercoolers and charge pipes under certain circumstances is fed to thecondensed water discharge (28) through a float valve. Above the floatvalve there is an overspill pipe branch which leads to a tank with levelmonitoring. The additional condensed water discharge (34) at the otherend of the charge pipe must be opened by hand if required.

24 Drainage pipe25 Turbo supercharger26 Inlet pipe27 Waste water drain28 Condensed water

discharge29 Drainage screw30 Charge air cooler31 Drainage screw32 Drainage pipe33 Inlet pipe34 Condensed water

discharge

I High temperaturecirculation

II Low temperaturecirculation

Figure 3. Cooling water diagram of the supercharger intercooler and the turbo supercharger

The turbo supercharger is connected to the cooling water circulation of theengine. The inlet pipe (26) branches away from the distributor pipe on theengine and from below leads to the bearing housing of the turbosupercharger. The drainage pipe (24) is connected to the bearing housingabove.

Supercharger intercooler

Turbocharger

2.4.7--01 E 09.99 L 58/646640 05105/

In addition, there is a waste water drain (27) on both the turbine housingbelow and on the face side, which are used for draining water from the gaschamber. The connections must be opened when the turbines arecleaned.

Charge air temperature control

The engines must be controlled in use in the tropics in order to avoidcondensed water in the charge pipe and also with regard to the charge airtemperature. This is carried out using the CHATCO temperature control(see Fig. 4 ), where the following physical boundary conditions apply: Incompressing and cooling the charge air, water is precipitated. Underunfavourable conditions up to 1000 kg/h with larger engines. The amountincreases:

� with an increase in inlet air temperature,� with an increase in inlet air humidity,� if the charge air pressure increases and� if the charge air temperature falls.

The amount of condensed water must be reduced as much as is possible.Water must not enter the engine. This is guaranteed through constructivemeasures and can be supported by controlled charge air temperatures.CHATCO covers a 3-way temperature control valve in the low temperaturebranch of the supercharger intercooler, an electronic temperature control-ler and two temperatur gauges -- one in the charge pipe and one in theinlet area of the turbo supercharger (e.g. in the inlet air flue).

1 Superchargerintercooler

2 Temperature controlvalve

3 CHATCO cabinet

A Charge airB Cooling waterc inlet air temperatured Charge air temperature

ST Engine speedGT Fuel pump fill

TE1 inlet air temperatureTE2 Charge air temperatureTC Temperature controller

Figure 4. CHATCO -- control diagram

The charge air temperature is increased continually from a certain inlet airtemperature. The control is active in all operational modes in which nocharge air pre-heating takes place.

CHATCO

2.5--01 E 07.976682 01101/

Technical data 2.5

2.1 Scope of supply/Technical specification2.2 Engine2.3 Components/Subassemblies2.4 Systems

2.5 Technical data

2.5.1--01 E 08.05 L 58/6410289 03101/

Ratings and consumption data 2.5.1

Designations/work numbers

Engine 7L58/64. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Works number 1 110 332. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Turbocharger NA 48/S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Works number 1 151 097. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Turbocharging method constant pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Accetance GL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mode of operation and drive

Case of application Correct

Stationary engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Marine main engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . x. . . . . . . . . . . .

Marine auxiliary engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Drive configuration Correct

Fixed-pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Controllable-pitch propeller . . . . . . . . . . . . . . . . . . . . . . . x. . . . . . . . . . . .

Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel oil Correct

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

Heavy fuel oil 700 mm2/s. . . . . . . . . . . . . . . . . . . . . . . . . x. . . . . . . . . . . .

Operation/monitoring Correct

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

Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . x. . . . . . . . . . . .

Central control/unmanned operation . . . . . . . . . . . . . . . x. . . . . . . . . . . .

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

2.5.1--01 E 08.05 L 58/6410289 03102/

Ratings and consumption data

Continuous rating/referencecondition

MCR to ISO 3046/I(reference cond.)

to ISO3046/I(on site)

Output 9730. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kWAmbient air temperature 45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . �CCharge-air cooling water temp. 38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . �CBarometric pressure 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . barSite altitude 0. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m above

sea level

Speed of engine 428. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rpmSense of rotation anti clockwise. . . . . . . . . . . . . . . . . . . . --Speed of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . see test run

recordMean effective piston pressure 23.1. . . . . . . . . . . . . . . . barIgnition pressure 150. . . . . . . . . . . . . . . . . . . . . . . . . . . . . barCompression pressure 135. . . . . . . . . . . . . . . . . . . . . . . . barMean piston speed 9.1. . . . . . . . . . . . . . . . . . . . . . . . . . . m/sCompression ratio � 13.2. . . . . . . . . . . . . . . . . . . . . . --

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

to ISO 3046/I(on site)

Heavy fuel oil 176. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . g/kWhDiesel fue oil/MDF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . g/kWh

Lube oil consumption app. 0.8. . . . . . . . . . . . . . . . . . . . g/kWh. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kg/hCylinder lube oil used . . . . . . . . . . . . . . . . . . . . . . . . . . . . see test run

record

Technical data

Main dimensions Cylinder diameter 580. . . . . . . . . . . . . . . . . . . . . . . . . . . . mmStroke 640. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mmSwept volume of one cylinder 169.09. . . . . . . . . . . . . . . dm3

Cylinder distance 1000. . . . . . . . . . . . . . . . . . . . . . . . . . . mm

Ignition sequence Cyl. Rotating clockwise* anti clockwise. . . . . . . . correct

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

7 C 1-2-4-6-7-5-3-1 1-3-5-7-6-4-2-1. . . . . . . . . . . x. . . . . . . . . . . . .

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

2.5.1--01 E 08.05 L 58/6410289 03103/

Timing Inlet valve opens 50. . . . . . . . . . . . Crank angle deg.before TDC

closes 29. . . . . . . . . . . Crank angle deg. afterBDC

Exhaust valve opens 56. . . . . . . . . . . . Crank angle deg.before BDC

closes 46. . . . . . . . . . . Crank angle deg. afterTDC

Overlap 96. . . . . . . . . . . . . . . . . . Crank angle deg.

Starting valve opens 2-3. . . . . . . . . . . Crank angle deg. afterTDC

closeson 6-cyl.engines 132�2. . . . .

Crank angle deg. afterTDC

closeson 7-cyl. to 9-cyl.engines 116�2. . . . . .

Crank angle deg. afterTDC

Starting slide valve opens/closes see test run record

Start of delivery/end of delivery of injectionpump

see test run record

Barred speed ranges and emissions

Barred speed ranges/Output restrictions

�� !"�#� �� $� #�� %�� & ' �()� *�� %� �� ! �� #� ��

Please also refer to Sections 3.4.3 and 3.6.2

Emissions Noise (barometric pressure) . . . . . . . . . . . . . . . . dB(A)

acc. to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Noise (structure-borne noise) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

acc. to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Harmful substances in the exhaust gas

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

acc. to IMO MARPOL 73/78 Annex VI (NOx) . . . . . . . . . . . . . . . . . . . . .

* Sense of rotation viewed from the coupling side

2.5.2--04 E 04.03 L 58/646640 02101/

Temperatures and pressures 2.5.2

Service temperatures*

Air upstream of compressor 45 �C 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air upstream of cylinder (45 ... 58 �C) 2). . . . . . . . . . . . . . . . . . . . . . .

Exhaust gas downstream of cylinder max. 510 �C. . . . . . . . . . . . . . . . . . . .Admissible deviation on individual cylinders from the average �50 K. . . . .Exhaust gas upstream of turbocharger max. 570 �C. . . . . . . . . . . . . . . . . . .

Engine cooling water downstream of engine 90, max. 95 �C. . . . . . . . . . . .Engine cooling water preheating 60 ... 90 �C. . . . . . . . . . . . . . . . . . . . . . . . .Cooling water upstream of injection valve 80 ... 85 �C. . . . . . . . . . . . . . . . . .Cooling water upstream of LT stage (max. 38 �C) 1). . . . . . . . . . . . . . . . . . .

Lube oil upstream of engine/upstream of turbocharger 55, max. 60 �C. . .Lube oil downstream of turbocharger (at full load) max. 5K above 110%. .

test run value. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lube oil preheating prior to starting �40 �C. . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel oil (MDF) upstream of engine max 50 �C. . . . . . . . . . . . . . . . . . . . . . . .Fuel oil (HFO) upstream of engine (max. 155 �C) 4). . . . . . . . . . . . . . . . . . . .

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. 60 mbar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Nominal ignition pressure 150 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Individual cylinders, admissible deviation from average � 5 bar. . . . . . . . . .Safety valve (opening pressure) 200 � 5 bar. . . . . . . . . . . . . . . . . . . . . . . . . .

Crank case pressure max. 5 mbar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Safety valve (opening pressure) 50 mbar. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Exhaust gas downstream of turbocharger max. 25 mbar. . . . . . . . . . . . . . .

Engine cooling water and charge air cooler, HT 3 ... 4 bar. . . . . . . . . . . . . .Injection valve 3 ... 5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Charge air cooler, LT 1.5 ... 3 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lube oil upstream of engine 4 ... 5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lube oil upstream of turbocharger 1.3 ... 1.7 bar. . . . . . . . . . . . . . . . . . . . . . .

Air

Charge air

Exhaust gas

Cooling water

Lube oil

Fuel oil

Air

Starting air/control air

Charge air

Cylinder

Crankcase

Exhaust gas

Cooling water

Lube oil

2.5.2--04 E 04.03 L 58/646640 02102/

Fuel oil upstream of engine (pressurised system) 6 ... 8 bar. . . . . . . . . . . . .Fuel injection valve (opening pressure) 300 + 10 bar. . . . . . . . . . . . . . . .

(ditto, with new spring) 330 + 10 bar. . . . . . . . . . . . .

Fuel viscosity Injection viscosity Temperature afterpreheater

Evaporationpressure

Requiredsystem pres-sure

(mm2/s at 50 �C� (mm2/s) (�C) (bar) (bar)180320

1212

124137

1.42.4

2.43.4

380420

1212

140142

2.72.9

3.73.9

500700

1414

140146

2.73.2

3.74.2

Table 1. Pressure required in the fuel oil system as a function of fuel oil viscosity and injection viscosity

Test pressures (overpressures)

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

Cylinder head 10 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder liner 7 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Charge air cooler 4 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Injection valve 12 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cooling system, cylinder cooling 7 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cooling system, injection valve cooling 7 bar. . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel supply pipes 20 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 temperatures/lower pressures, a derating is necessary.2) Higher value to be aimed at in case of higher air humidity (water condensing).4) Depending on the fuel viscosity and injection viscosity. See Section 3 - operating media.

80 Controlled temperature.

Fuel oil

Control air

Cooling spaces/water side

Fuel oil spaces

Lube oil

2.5.3--01 E 12.98 L 58/646640 02101/

Weights2.5.3

Weights of principal components

Rocker arm casing with rockers 760 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rocker arm casing 483 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder head with valves 2970 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder head 1560 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Inlet valve with cage and flange 135 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Exhaust valve with cage and flange 133 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder liner 2290 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Backing ring of cylinder liner 1123 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Top land ring 147 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Piston with connecting rod big end and piston pin 799 kg. . . . . . . . . . . . . . . .Piston without piston pin 400 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Piston pin 163 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Connecting rod (conrod shank, connecting rod big end, big-end bearingcap) 950 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Connecting rod big end 236 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Connecting rod shank 396 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Big-end bearing cap 212 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Main bearing cap 550 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Main bearing shell (shell half) 9 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crankshaft with balance weights 6L 58/64 19900 kg. . . . . . . . . . . . . . . . . .

9L 58/64 28600 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Balance weight of the crankshaft 424 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Camshaft drive gear (2 pieces) 375 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Torsional vibration damper approx. 2630 kg. . . . . . . . . . . . . . . . . . . . . . . . . .Damper mass approx. 805 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Crankcase 6L 58/64 approx. 50 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7L 58/64 approx. 57 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L 58/64 approx. 65 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9L 58/64 approx. 70 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tierod 161 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cross tierod 18 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cylinder head bolt 49 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Camshaft 3150 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Torsional vibration damper, camshaft 390 kg. . . . . . . . . . . . . . . . . . . . . . . . . .Fuel injection pump 155 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Fuel injection valve 31 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NA 48 Turbocharger 3000 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NA 57 Turbocharger 4365 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Charge air cooler approx. 1950 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Charge air pipe (inner section for 2 cyl.) 590 kg. . . . . . . . . . . . . . . . . . . . . . .Charge air pipe (inner section for 3 cyl.) 894 kg. . . . . . . . . . . . . . . . . . . . . . .Exhaust gas pipe (inner section) 248 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder lube oil pump with attachment 46 kg. . . . . . . . . . . . . . . . . . . . . . . . .Speed governor approx. 180 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Components from topdownwards

Crankcase/tierod

Injection system

Charge-air and exhaustgas system

Others

2.5.3--01 E 12.98 L 58/646640 02102/

Weights of complete engines

6L 58/64 154 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7L 58/64 177 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L 58/64 198 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9L 58/64 217 t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5.4--01 E 04.04 L 58/646640 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 sub-assembly group system, i.e. by the subassemblygroup numbers in bold face entred at the right of theintermediate 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 prin-ciple:X Diameter of the boreY ClearanceZ Diameter of the shaft

Toleranzangaben werden aus drucktechnischen Grün-den nicht wie üblich

For convenience of printing, tolerances are not givenlike

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 04.04 L 58/646640 04102/

Maß/MeßstelleDimension/Measuring point

Nennmaß (mm)Nominal dimension(mm)

Spiel neu (mm)Clearance whennew (mm)

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

Zuganker Tie rod 012

ABC

AB/C

665� 90

M 72x4

2690M 100x6

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

ABCD

440 --0,040----

344 --0,100----

----0,366 ... 0,495

0,50 ... 0,76

----*

----*

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

* Limiting value for thickness of bearing shells in thezone of maximum loading. For criterias of replacementsee work card 000.11

2.5.4--01 E 04.04 L 58/646640 04103/





Drehschwingungsdämpfer Torsional vibration damper 027

1390 ... 1600*

240 ... 370*

DurchmesserDiameterBreiteWidth

* Je nach Auslegung * Depend on design

Pleuellager/Kolbenbolzenlager Crank bearing/Piston pin bearing 030

ABCDEF

420 --0,04----

250 +0,30/+0,23----

250 --0,02----

----0,36 ... 0,48

----0,20 ... 0,31

----0,6 ... 1,2

----*

----0,50

--------

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


2.5.4--01 E 04.04 L 58/646640 04104/





Kolben Piston 034

ABC

250 +0,040/+0,020----

250 --0,034

----0,020 ... 0,074

----

----0,120

----

* Die Außendurchmesser sind infolge der ballig--ova-len Form nur schwer zu kontrollieren. Auf die Angabegenauer Maße wurde verzichtet, da die Lebensdauerdes Kolbens normalerweise durch den Verschleiß derRingnuten bestimmt wird.

* Checking the outer dimensions of the piston is ra-ther difficult due to its crowned, oval form. Exact di-mensions are not listed because normaly the life of thepiston is, in any case, determined by the wear of thering grooves.

Kolbenringe Piston rings 034

ABCDEFGHJKLLL

10 +0,300/+0,280----

10 --0,050/--0,090----

10 --0,016/--0,05010 +0,180/+0,150

----12 +0,080/+0,060

----12 --0,016/--0,050

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

----0,330 ... 0,390

----0,296 ... 0,350

--------

0,166 ... 0,230----

0,076 ... 0,130----

* 1,0 ... 1,4** 1,4 ... 2,0

*** 2,2 ... 2,6

----0,8----

0,5--------

0,3----

0,25----

************

* Stoßspiel Ring 1,2,3,4** Stoßspiel Ring 1; bei gasdichten (überlappten)

Ringen Sachnr. -- 1366*** Stoßspiel Ring 1; bei gasdichten (überlappten)

Ringen Sachnr. -- 1384**** siehe Arbeitskarte 034.05

* Ring gap: Ring 1/2/3/4** Ring gap: Ring 1; gas-tight (overlapped) rings

Part No. --1366*** Ring gap: Ring 1; gas-tight (overlapped) rings

Part No. --1384**** See work card 034.05

2.5.5--01 E 08.00 L 58/646640 03101/


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

580 +0,070----------------

780670

1452960675134

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

----1,7400,4640,1740,60

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

* 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 pointof gauge bar (see work card 050.02)

** Ovality, C� (A1 -- A2)

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

2.5.5--01 E 08.00 L 58/646640 03102/





Zylinderkopf/Zylinderkopfschraube Cylinder head/Cylinder head bolt 055

ABCDEF

835951,21105

791,62155

M 64x4

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

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

Steuerungsantrieb Camshaft drive 100

ABCDEFG

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

180 +0,182/+0,123----

180 --0,020/--0,045----

0,200 ... 0,3810,175 ... 0,3490,200 ... 0,377

----0,143 ... 0,227

----0,7 ... 1,2

0,460,420,45

----0,28

----1,30

2.5.5--01 E 08.00 L 58/646640 03103/





Nockenwellenlager Camshaft bearing 102

ABCD

200 +0,217/+0,206----

200 --0,029----

----0,206 ... 0,246

----0,300 ... 0,500

----*

----1,20

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


Antrieb für am Motor angebaute Pumpen Drive for on engine attached pumps 105

A*B*

--------

0,40 ... 0,650,35 ... 0,60

0,800,75

* Zahnspiel * Gear backlash

2.5.6--04 E 02.05 L 58/646640 04101/






Kipphebellager/Einlaßventil/Auslaßventil Rocker arm bearing/Inlet valve/Exhaust valve111/113/114

A1)

B2)

C**D**E**FGHJK

--------

39 +0,05----

38,82+0,02/--0,02100 +0,061/--0,01

----100 --0,072/--0,094

--------

0,8 +0,11,3 +0,1

----0,16 ... 0,25

--------

0,062 ... 0,155----

0,4 ... 1,90,2 ... 1,3

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

0,38--------

0,25--------

1,6

1) Ventilspiel für Einlaßventile*2) Ventilspiel für Auslaßventile** gemessen bei kaltem oder warmen Motor** Ein- und Auslaßventil, gemessen auf halber

Höhe der Ventilführung

1) Valve clearance for inlet valves2) Valve clearance for exhaust valves* measurement taken with cold or warm engine** Inlet and exhaust valve, measurement taken in

the middle of the valve guide

Ein- und Auslaßschwinghebel Inlet and exhaust cam follower 112

ABCDEF

110 +0,154/+0,026----

110 --0,040/--0,06060 +0,24/+0,21

----60 +0,033/+0,020

----0,066 ... 0,214

--------

0,117 ... 0,220----

----0,26

--------

0,30----

2.5.6--04 E 02.05 L 58/646640 04102/





Reglerantrieb Governor drive 140

ABCDEFGHJ*K*

45 +0,039----

45 --0,050/--0,06675 +0,046

----75 --0,030/--0,060

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

----0,050 ... 0,105

--------

0,030 ... 0,106----

0,300 ... 0,4000,150 ... 0,3900,156 ... 0,3080,150 ... 0,372

----0,15

--------

0,15----

0,600,600,350,45

* Zahnspiel * Gear backlash

Anlaßsteuerschieber/Anlaßventil Starting air pilot valve/Starting valve 160/161

A ---- 0,3 +0,1 ----

* Ventilhub * Valve lift

2.5.6--04 E 02.05 L 58/646640 04103/





Kraftstoffeinspritzpumpe Fuel injection pump 200

ABCDEFGHJKLMNOP

15 +0,12/+0,10----

15 --0,0355 +0,074

----55,15 --0,15205 +0,046

----205 --0,050/--0,096

45 +0,025----

45 --0,050/--0,07595 --0,035

----95 +0,175/+0,120

----0,10 ... 0,15

--------

0,026 ... 0,150--------

0,05 ... 0,142--------

0,05 ... 0,10--------

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

----0,20

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

0,25--------

0,15--------

0,25----

Antrieb der Kraftstoffeinspritzpumpe Drive of fuel injection pump 201

ABCDEFGHJKL

110 +0,155/+0,002----

110 --0,036/--0,07075 +0,100/+0,070

----75 --0,010/--0,029

75 +0,09/+0,06----

75,15 +0,030----

75 --0,019

----0,065 ... 0,225

--------

0,080 ... 0,129--------

0,070 ... 0,119----

0,15 ... 0,199----

----0,30

--------

0,20--------

0,10----

0,27----

2.5.6--04 E 02.05 L 58/646640 04104/





Kraftstoffeinspritzventil Fuel injection valve 221

A*B**CD

1,3 +0,05----

543100

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

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

* Nadelhub** Düsenspezifikation -- siehe Abnahmeprotokoll

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

Drehzahlaufnehmer Speed sensor 400

A 1

3--02 E 07.976680 01101/

Operation/Operating media

1 Introduction

2 Technical details



5 Annex

08.05 L 58/646640 02101 /

Table of contents

� 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)� � � 3.3.3 Quality requirements for heavy fuel oil (HFO)

� � � 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� � � 3.3.11 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� � � 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa

� � � 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/ Engine diagnosis/Engine management� � � 3.5.3 Load curve during acceleration/manoeuvring� � � 3.5.4 Part--load operation

� � 3.5.5 Determine the engine output and design point� � � 3.5.6 Engine operation at reduced speed� � � 3.5.7 Equipment for adapting the engine to special operating conditions

� � 3.5.8 Bypassing of charge air� � 3.5.9 Condensed water in charge air pipes and pressure vessels


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management

08.05 L 58/646640 02102 /

� � � 3.5.10 Load application� � 3.5.11 Exhaust gas blow--off

� 3.6 Engine operation III -- Operating faults� � � 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)

� � � 3.6.2 Emergency operation with one cylinder failing� � � 3.6.3 Emergency operation on failure of one turbocharger� � � 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 in case a splash--oil alarm is triggered

� 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 regulations3.3 Operating media3.4 Engine operation I - Starting the engine3.5 Engine operation II - Control the operating data3.6 Engine operation III - Operating faults3.7 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 in

accordance 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 havequoted 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

3.2 Safety regulations

3.3 Operating media3.4 Engine operation I - Starting the engine3.5 Engine operation II - Control the operating data3.6 Engine operation III - Operating faults3.7 Engine operation IV - Engine shut-down

3.2.1--02 E 06.04 32/40 upw6680 04101/

General remarks 3.2.1

Safety-related principles/compliance with the same

German laws and standards as well as guidelines of the European Com-munity (EC) require that technical products ensure the necessary safetyfor the users and that they are in conformity with the generally acceptedtechnical rules. In this connection, it is emphasised that the safe use andthe safety of machines is to be guaranteed by proper planning and designand that this cannot be reached by means of restrictive rules of conduct.

The technical documentation must contain statements regarding the “in-tended 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/criticalsituations to the attention of the operating personnel, signals, symbols,texts or 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 specialefforts 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’scontribution

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Warning sign, danger spots on the engine

Bild 1. Warning sign

This warning sign is to be posted on the engine as well as at all entrancesto the engine room and engine house respectively in a clearly visiblemanner.

Persons who have to proceed to the danger area within a radius of 2.5 mof the engine for operational reasons are to be instructed with regard tothe prevailing dangers. Admittance to the danger area is permitted oncondition that the engine is in proper operating condition and only if a suit-able safety outfit is worn. An unnecessary stay within the danger area isprohibited.

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Explanations with regard to the warning sign, meaning of the symbols Warning notices

Attention!Beware of a danger spot!

Inflammable material!

Beware of hand injuriesDanger of bruising!

Hot surface!

Explanations with regard to the warning sign, meaning of the symbols Prohibitions

Fire, open light and smoking are forbidden!

No admittance for unauthorised persons!

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Explanations with regard to the warning sign, meaning of the symbols Imperative

Use ear protection!

Wear a hard hat!

Use eye protection!

Wear protective clothing!

Wear safety shoes!

Wear protective gloves!

Observe the operating instructions/working instructions!

3.2.2--01 E 11.02 All D Eng6680 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) operationunder the marginal conditions stipulated

� under 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,� taking into consideration the design/layout of the supply, measuring,

control and regulating systems as well as laying down of the marginalconditions (e.g. removal space/crane capacities) in accordance with therecommendations of MAN B &W Diesel AG or according to the state ofthe art.

Furthermore destined for (thirdly)

� start, operation and stopping in accordance with the usualorganisational rules, exclusively by authorised, qualified, trainedpersons who are familiar with the plant.

Furthermore destined for (fourthly)

Situation/characteristic on condition of(Marine engine) for operation at full load in arctic waters or(stationary engines) operated temporarily at overload

Charge-air blow-off device

Part-load operation with improved acceleration ability Charge-air blow-by deviceSafe operation in the upper load range with part-load optimisedturbochargers

Charge-air blow-off device

Fast and to a large extent soot-free acceleration Jet-assist devicePart-load operation with improved combustion and reducedformation of residues

Two-stage charge-air cooler

Operation with optimised part-load operating values by means oftiming adjustment (only engine 32/40)

Timing adjustment device

Operation with optimised injection timing Injection timerSlow turning prior to starting (in case of automatic operation) Slow-turn deviceLow-vibration and low-noise (structure-borne) operation Semi-elastic/elastic supportOutput on the free engine end Crankshaft extensionCleaning of the turbocharger/s (during operation) Cleaning device/sCleaning of the charge-air cooler/s Cleaning device

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With restrictions destined/suitable for

The engine is with restrictions destined/suitable for:

� operation at operating values resulting in an alarm situation,� operation at reduced speed (marine main engines),� passing through barred speed ranges,� black-out test,� idling or low-load operation,� 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,� operation after failure of the speed governor

(only marine main engines 32/40),� operation in case of failure of the elctronic-hydraulic speed control

system after switching over to mech.-hydraulic speed governor(40/45 ... 58/64)

� emergency operation with one or two blocked/partly disassembledturbocharger/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,

� putting into operation of the engine/of parts without running in,� 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 barred speed ranges,� operation after failure of the mech.-hydraulic speed governor,� operation without appropriate surveillance/supervision,� operation without maintenance expenditures or if they have been

reduced to a great extent,� unauthorised modifications,� use of other than original spare parts,� long-term shut-down without taking preservation measures.

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Risks/dangers 3.2.3

Dangers due to deficiencies concerning personnel/level of training

Propeller operation/generator operation (normal operation/operation inroad stead):Chief engineer on board. Operational control by technical officer.

Maintenance work/repair work in the port:To be carried out by engine operator, technical assistants or techniciansand helpers. For instructions and in difficult cases: technical officer or chiefengineer.

Generator operation (in port):Operational control by technical officer.

Maintenance work/repair work in port:As mentioned above.

Persons responsible for the operational control must be in possession of aqualification certificate/patent which is in accordance with the nationalrequirements and international agreements (STCW). The number ofrequired persons and their minimum qualification are, as a rule, specifiedby national requirements, otherwise by international agreements (STCW).

During operation:Plant manager (engineer) available. Operational control/supervision of theengine and the belonging supply systems by trained and speciallyinstructed engine operator or technical assistant.

Maintenance work/repair work:Execution by engine operator, technical assistants or technicians andhelpers. For instructions and in difficult cases: engineer or chief engineer.

For persons responsible for the operational control and for personscarrying out/supervising maintenance and repair work, proof must befurnished in Germany in accordance with the power economy law(Energiewirtschaftsgesetz = EnWG) that, among other things, thetechnical operation is ensured by a sufficient number of qualifiedpersonnel. In other countries, comparable laws/guidelines are to beobserved. Deficiencies regarding personnel/level of training cannot becompensated by other efforts.

Dangers due to components/systems

Certain dangers do of course originate from technical products and fromcertain operating conditions or actions taken. This also applies to enginesand turbochargers in spite of all efforts in development, design andmanufacturing. They can be safely operated in normal operation and alsounder some unfavourable conditions. Nevertheless, some dangersremain, which cannot be avoided completely. Some of them are onlypotential risks and some do only occur under certain conditions or in caseof unforeseen actions. Others do absolutely exist.

Expectations in case of vesselplants

Supplementary, the followingapplies

Expectations in case ofstationary plants (power plants)

Supplementary, the followingapplies

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Please refer to Table 2, Figures 1 and 2. These sheets are meant to drawthe attention to such danger zones.

Figure 1. Danger zones on the engine according to the EC Machine Guideline(part 1)

Table 2, Figures 1 and 2

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Figure 2. Danger zones on the engine according to EC Machine Guideline (part 2)

Danger due to operational control/due to inappropriate use

Dangers do not only result from components and systems but also fromcertain operating conditions or actions taken. Dangers of this type arelisted in the Tables 3 and 4, which contain additional instructions to thelisting in key--words in Section 3.2.2.

Dangers due to emissions

Emission Danger Preventive/protective measureTreated cooling water, lube oil,hydraulic oil, fuel

Harmful to skin and noxious,polluts water

Use/dispose in accordance with theinstructions of themanufacturers/suppliers

Cleaning agents and auxiliarymaterials

According to the manufacturers’specification

Use/dispose in accordance with theinstructions of themanufacturers/suppliers

Exhaust gas with the dangerousconstituents NOx, SO2, CO, HC, soot

Noxious1), has a negative effect onthe the environment in case thelimit values are exceeded

Carry out maintenance workaccording to the maintenanceschedule, maintain danger--orientedoperational control, criticallyobserve operating results

Sound (air--borne) Noxious, has a negative effect onthe environment in case the limitvalues are exceeded

Wear ear protection, restrictexposure to the necessaryminimum

Tables 3 and 4

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Emission Preventive/protective measureDangerSound (structure--borne) Noxious, has a negative effect on

the environment in case the limitvalues are exceeded

Restrict exposure to the necessaryminimum

Vibrations Noxious, for the maximumadmissible limit value, please referto Volume B1, Section 2.5.1

Avoid intensification ofprocess--induced vibrations byadditional sources of interference

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 caused by emissions, originating from engine and turbocharger

Planned working places

Engines are usually operated under remote control. Regular roundsaccording to the rules of “observation--free operation” are required. In thisconnection, measurement, control and regulating devices as well as otherareas of the plant, which require special attention, are preferably checked.A continuous stay in the immediate vicinity of the running engine/turbocharger is not planned.

Maintenance and repair work are, if possible, not to be carried out in thevicinity of the danger zones listed in Table 1 or in Figures 1 and 2.

Personal protective measures

The regulations for prevention of accidents (Unfallverhütungsvorschriften =UVV) and other regulations of the proper trade association or othercomparable institutions are to be observed without restriction.

This includes wearing of protective working clothing and safety shoes, theuse of a safety helmet, safety goggles, ear protection and gloves.

The relevant sections of the technical documentation must be read andcomprehended.

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Possible consequences

Danger to ship and crew or emergency situation due to lack ofvoltage

Body/limbs may get caught, squeezed, beaten

Body/limbs may get caught, squeezed

Parts may be pushed out/come off

Parts may break, come off

Squirting out/escape of media, danger of injuries, danger offire, loss of operating media, contamination, or causingdamage to the environment, noxious

In case of bearing or piston seizures, there is danger ofexplosion, danger of fire and accidents due to squirting out ofoil, danger to persons

Clothes/limbs may get caught/squeezed, escape of oil

Burning, squirting out of fuel, under certain circumstances inpiercing jets

Burning, escape of hot gases, danger of fire

Electric shock, burning, risk of lightning; in case of incorrectbehaviour, the function is adversely affected

Danger of injuries due to squirting out/escape of media, due torelease of pressure; in case of incorrect behaviour, thefunction is adversely affected

Squeezing, injury due to released spring tension

Danger due to tearing off/coming loose of screws/nuts

Source of hazard

Absence of/impaired operational reliability

Toothed rim/locating bolts

Toothed rim//area of gear meshing

Danger of explosion/danger of running gear partsbeing pushed out

Parts under internal pressure, parts turning at highspeeds

Parts under internal pressure, which are filled withliquids/gases

Moving parts, hot/swirled oil

Meshing cams/camshaft, movement of rocker armsand push rods

Hot surfaces, inflammable medium, parts under highinternal pressure

Hot surfaces, parts under internal pressure, filled withhot gas

Under voltage

Parts under internal pressure, which are filled withliquids/gases

Moving, spring--tensioned parts

Parts under high compression stress/tensile stress

Danger zone

Engine, complete (1)

Flywheel (2)

Turning gear (3)

Space upstream of the runninggear on the longitudinal sides ofthe engine (4)Turbocharger, especially spaceradially to the rotor (5)

Pipes/pressure vessels/,parts/systems to which pressure isapplied, or parts/systems filled withliquid or gas (6)

Crankcase cover (7)

Covering of camshaft, rocker armsand push rods (8)

Insulation and jacketing of fuel andinjection pipes (9)

Exhaust pipe and jacketing of theexhaust pipe (10)

Measuring, control and regulatingdevices/systems (electric) (11)

Measuring, control and regulatingdevices/systems(hydraulic/pneumatic) (12)

Regulation linkage of the fuelpump (13)Screw connections (14)

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Injuries due to bursting, coming off parts, due to escapingmedia

Damage to persons/damage to property

Injuries due to coming off/coming loose parts, due to escapinghydraulic oil

Source of hazard

Malfunction/functional inability and consequentialfailures

Depending on the cases of application, differing, partlyhigh potential of danger

Parts under high internal pressure may tear, break,become untight; escape of hydraulic oil in piercing jetsis possible, hydraulic oil is noxious

when being used appropriately)

Danger zones

Safety valves, pressure adjustingvalves (cylinder head, crankcase,measuring, control and regulatingsystems) (16)

Special tools (17)

Hydraulic tensioning tools,high--pressure hoses,high--pressure pump (18)

Table 2. Danger zones on the engine (w

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Contamination, wear, overloading of components,turbocharger surging

Incomplete combustion, residues in the combustion chamber

Unplanned operating condition

Unplanned operating condition

Deterioration of the lubricating conditions, engine operationcan be continued for a short period (app. 250 h)

Manoeuvrability impaired

Increased attention required

Increased attention required

Source of hazard

Increase in torque, negative influence on operatingvalues

Operation beyond the operating range, deteriorationof the operating values

Generator is operated as engine, combustion engineis being driven

Increased thermal and mechanical stresses, exhaustdiscoloration, overloading of turbocharger

Lack of lube oil

Remote--controlled manoeuvring is not possible incase of marine main engines (communicationproblems)

Conductivity of the engine is impaired, imminentoverloading

Reduction in output is necessary, operating valuesmay be exceeded

Reduction in output is necessary, operating valuesmay be exceeded, imminent starting difficulties,critical vibrations may occur

Reduction in output is necessary, operating valuesmay be exceeded

artially inappropriate use

Danger zone

Operation at reduced speed(marine main engines)

Idling operation or low--loadoperation

Operation with generator in“reverse power” (in case of paralleloperation with the grid)

Speeded--up acceleration/loadreduction

Operation without cylinderlubrication

Operation in case the speedgovernor fails

Emergency operation withblocked/partly dismountedturbochargerEmergency operation with shut--offfuel pump

Emergency operation withremoved running gear

Emergency operation afterdismounting of rocker arms/pushrods

Table 3. Danger situations in case of pa

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Increased wear, permanent damage, influence on the oilconsumption, in the extreme case piston seizure

Overheating due to lack of cooling and air, seizure due to lackof lube oil

Endangering of components and screw connections

Diverse

Cumulative effects, loss of warranty claims

Failure of parts leading to consequential damage, loss ofwarranty claims

Failure of parts leading to consequential damage, loss ofwarranty claims

Corrosion damage, accumulation of corrosive products,starting and operating difficulties

Source of hazard

Initial damage on components, negative influence onrunning faces

Failure of operating media or voltage supply

Increasecd, under certain conditions resonance--likeintensifying vibrations and mechanical stress

Reaction on occurrances not ensured

Deterioration of operational reliability, spontaneousfailures must be apprehended, coercion to improvise,special actions at unfavourable points of time

Danger of deterioration of the operational reliabilitydue to unreasonable solutionsInteraction with other parts is not ensured,deterioration of operational reliability and spontaneousfailures must be apprehended

Corrosion, getting stuck of parts

appropriate use

Danger zone

Taking into operation of theengine/of parts without running in

Operation with impaired operatingmedia/voltage supply (includingblack--out and black--out test)

Operation within restricted speedrangesOperation without appropriatesupervision

Operation with strongly reducedmaintenance

Unauthorised modifications

Use of non--original spare parts

Taking out of operation for anextended period of time withoutpreservation

Table 4. Danger situations in case of ina

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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 dangerPossible consequences: Death or most severe injuries, total damageto property

▲▲ Caution! Potentially dangerous situationPossible consequences: Severe injuries

▲ Attention! Possibly dangerous situationPossible 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 aresquashed or hit.Do not remove the flywheel enclosure. Keep your hands out of theoperating area.

▲ Attention! Taking the engine/components into operation withoutprior 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

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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 resp. required by supervisory authorities to keep a servicelog book into which all the essential jobs and deadlines for their perform-ance, the operating results and special events are entered. The purpose ofthis log book is that in the event of a change in personnel the successorsare in a position to duly continue operation using this data log. Moreover,the log book permits to derive a certain trend analysis and to trace backfaults in operation.

The regulations for accident prevention valid for the plant should be ob-served during engine operation as well as during maintenance and over-haul work. It is advisable to post those regulations conspicuously in theengine room and to stress the danger of accidents over and over again.

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 the techni-cal documentation are valid supplementarily and are to be observed in thesame 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 the con-nected components may be caused:

� in marine propulsion plants by the vessel in operation or when thevessel is at standstill due to the flow of water against the propeller,

� 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

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� 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! In double and multi-engine plants the engine turningdevice must no be used as locking brake when the second engine isrunning!

The resistance of the engine turning device is not sufficient enough to re-liably prevent the crankshaft from turning. When the turning device is en-gaged, only the start-up is electrically blocked and the control air supply tothe main starting valve is interrupted.

� Mount reference plate to the operating devices permitting a start-up ofthe engine.

� For gensets and shaft generators: Secure the generator switch (es-pecially of asynchronous generators) against switching-on. Mount refer-ence plate. As far as possible the safeguards/safeguarding elementsare to be opened in additon.

� For main marine engines with variable-pitch propeller: Pitch of the en-gine at standstill to be set to zero-thrust, not to zero.

� For single-engine plants with fixed or variable-pitch propeller: Theabove-mentioned measures are to be carried out. Further precautionsare not required.

� For multi-engine plants with reduction gearbox/es, when work is carriedout on one engine while the other engine is running:

� When using flexible couplings their rubber elements have to be re-moved.

� When using flexible couplings with intermediate rings the latter have tobe removed; the resulting free space must by no means be bridged.Coupling parts becoming loose as a result have to be supported if re-quired.

� When using clutch-type couplings between the engine and the gearboxthese have to be removed completely. Switching off/opening of thecoupling, as well as shutting off the switching medium compressed air/oil is not sufficient.

� When using clutch-type couplings in the gearbox the flexible couplingshave to be partly disassembled in accordance with the first two points.

� For engines with mechanical dredger pump drive on which work at thedredger pump gearbox or at the dredger pump is carried out during en-gine operation, measures have to be taken which are in accordancewith the above-mentioned points.

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 vapour con-centration.

▲ Attention! Danger of explosion due to atmospheric oxygen enter-ing, because overheated components and operating media in theirenvironment 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 hotfluids are involved, fire hazard in case of fuel, injuries caused byflung-out screw plugs or similar objects when loosening same underpressure.

Opening of crankcase doors

Opening of pipes/pressurevessels

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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 to preserva-tion treatment.

When using hydraulic tensioning tools, observe the particular safety re-gulations 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 thehand), 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 for deposit-ing must also have the appropriate carrying capacity. This is not alwaysthe 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 bysuddenly released spring forces/components.

Following assembly work, check whether all the coverings over movingparts and laggings over hot parts have been mounted in place again. En-gine 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 clothingand long hair might get entangled. Spontaneous supporting againstmoving parts when loosing ones balance may result in serious in-jury.

Self-locking hexagon nuts are to be used once only.After they have been used for assembly, they must be replaced by newself-locking hexagon nuts.

When using cleaning agents, observe the suppliers instructions with re-spect to use, potential risks and disposal.

▲ Attention! Disregarding this means: danger of caustic skin andeye injury, and also of the respiratory tract if vapours are produced.

▲ Attention! Using Diesel fuel for cleaning purposes involves therisk of fire or even explosion. Otto fuel (petrol) or chlorinated hydro-carbons must not be used for cleaning purposes.

▲ Attention! Anti-corrosion agents may contain inflammable sol-vents which, in closed spaces, may form explosive mixtures (seework card 000.14).

When using high-pressure cleaning equipment, be careful to apply thisproperly. Shaft ends including ones with lip seal rings, controllers, splashwater protected monitoring equipment, cable entries and sound/heat insu-lating parts covered by water-permeable materials have to be appropri-ately covered or excluded from high-pressure cleaning.

Disassembling/assemblingpipelines

Use of hydraulic tensioningtools

Removing/detaching heavyengine components

Releasing compression springs

Coverings

Use of self-locking hexagon nuts

Use of cleaning agents

Use of anti-corrosion agents

Use of high-pressure cleaningequipment

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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, asudden drop in engine loading upon separation of the drive connec-tion or de-energization of the generator will result in inadmissibleengine overspeed causing the rupturing of running gear compo-nents 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 of un-lagged, hot engine components (exhaust pipe, turbocharger). After carry-ing out overhaul work on exhaust gas pipes and turbochargers, all insula-tions and coverings must be carefully refitted completely. The tightness ofall fuel oil and oil pipes should be checked regularly. Leaks are to be re-paired immediately.

Fire extinguishing equipment must be available and is to be inspected peri-odically.

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 requires much oxygen for combustion, and theisolation from air is one of the most effective measures of fighting the fire.

▲▲▲ Danger! Carbon dioxide fire extinguishing equipment mustnot be used until it has been definitely ensured that no one is left inthe 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 be emp-tied unless anti-freeze has been added to the cooling water. Otherwise,material cracks/damage to components might occur due to freezing.

Failure of the governor/overspeed governor

Fire hazard

Temperature in the engine room

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Operating media 3.3

3.1 Prerequisites3.2 Safety regulations

3.3 Operating media

3.4 Engine operation I - Starting the engine3.5 Engine operation II - Control the operating data3.6 Engine operation III - Operating faults3.7 Engine operation IV - Engine shut-down

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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 characteristic va-lues as specified hereunder, pertaining to the condition on delivery.

When establishing the characteristic values, the standards of DIN EN 590and ISO 8217--1996 (Class DMA), as well as CIMAC--2003 were takeninto consideration to a large extent. The characteristic values refer to thetesting methods specified.

Properties/feature Unit Test method Characteristicvalue

Density at 15� � min.max.

kg/m3

kg/m3ISO 3675ISO 3675

820.0890.0

Cinematic viscosity/40 �C min.max.

mm2/smm2/s

ISO 3104ISO 3104

1.56.0

Filterability* 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

Boiling curve up to 350�C min. % by volume ISO 3405 85Content of sediment max.(Extraction method)

% by weight ISO 3735 0.01

Water content max. % by volume ISO 3733 0.05Sulphur content max. % by weight ISO 8754 1.5Ash max. % by weight ISO 6245 0.01Coke residue (MCR) max. % by weight ISO CD 10370 0.10Cetane number min. -- ISO 5165 40**Copper-strip test max. -- ISO 2160 1Other specifications:British Standard BS MA 100--1987 M1ASTM 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) - characteristic values to be adhered to

Other designations

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Supplementary information

If, in case of stationary engines a distillate intended for oil firing (for in-stance 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 ignition qual-ity and resistance to cold must be ensured, i.e. the requirements as tocharacteristic values concerning filterability and cetane number must bemet.

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

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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 (designation ISO-F-DMB) or as a blend of distillate and small amounts of residual oil (designa-tion ISO-F-DMC) exclusively for marine applications. The commonly usedterm for the blend, which is of dark brown to black colour, is BlendedMDO. MDO is produced from crude oil and must be free from organicacids.

Specification

The usability of a fuel depends upon the engine design and availablecleaning facilities as well as on the conformity of the characteristic valueswith those listed in the table below which refer to the condition on delivery.

The characteristic values have been established on the basis ofISO 8217-1996 and CIMAC-2003. The characteristic values are based onthe test methods specified.

Properties/feature Unit Test method Characteristic valueSpecification ISO-F DMB DMCDensity at 15�C kg/m3 ISO 3675 900 920Cinematic viscosity at 40�C mm2/s�cSt ISO 3104 >2.5

<11>4<14

Pour Point winter quality �C ISO 3016 <0 <0summer quality �C <6 <6

Flash point Pensky Martens �C ISO 2719 >60 >60Total content of sediments % by weight ISO CD 10307 0.10 0.10Water content % by volume ISO 3733 <0.3 <0.3Sulphur content % by weight ISO 8754 <2.0 <2.0Ash content % by weight ISO 6245 <0.01 <0.03Coke residue (MCR) % by weight ISO CD 10370 <0.30 <2.5Cetane number - ISO 5165 >35 >35Copper-strip test - ISO 2160 <1 <1Vanadium content mg/kg DIN 51790T2 0 <100Content of aluminium and silicon mg/kg ISO CD 10478 0 <25Visual inspection - * -

Other designations

Origine

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Properties/feature Characteristic valueTest methodUnitOther specifications:British Standard BS MA 100 -1987 Class M2 Class M3ASTM D 975 2D 4DASTM 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) - characteristic values 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 have a considerable adverse effect on the quality.

The fuel shall be free of used lubricating oil (ULO). A fuel shall be con-sidered to be free of ULO if one or more of the elements Zn, P and Ca arebelow the specified limits (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).

The Pour Point indicates the temperature at which the oil will refuse toflow. The lowest temperature the fuel oil may assume in the system, mustbe approx. 10�C 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, insufficient atomiz-ation and a large amount of combustion residues. We would therefore rec-ommend to run the respective fuel storage tank dry, as far as possible,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 and com-bustion 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, we recom-mend to provide a centrifugal separator upstream of the fuel oil filter. Sep-arator throughput 65% with relation to the rated throughput. Separatingtemperature 40 to 50�C. Solid particles (sand, rust, catalyst fines) andwater can thus largely be removed and the intervals between cleaning ofthe 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.

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Quality requirementsfor heavy fuel oil (HFO) 3.3.3

Prerequisites

MAN B&W four-stroke engines can be operated on any crude-oil basedheavy fuel oil meeting the requirements listed in Table 2 , provided theengine and the fuel treatment plant are designed accordingly. In order toensure a well-balanced relation between the costs for fuel, spare parts andmaintenance and repair work, we recommend bearing in mind the follow-ing points.

Heavy fuel oil (HFO)

The quality of the heavy fuel oil is largely determined by the crude oilgrade (provenance) and the refining process applied. This is the reasonwhy heavy fuel oils of the same viscosity may differ considerably, depend-ing on the bunker places. Heavy fuel oil normally is a mixture of residueoil and distillates. The components of the mixture usually come from state-of-the-art refining processes such as visbreaker or catalytic crackingplants. These processes may have a negative effect on the stability of thefuel and on its ignition and combustion properties. In the essence, thesefactors also influence the heavy fuel oil treatment and the operating resultsof the engine.

Bunker places where heavy fuel oil grades of standardised quality are of-fered should be given preference. If fuels are supplied by independenttraders, it is to be made sure that these, too, keep to the internationalspecifications. The responsibility for the choice of appropriate fuels restswith the engine operator.

Mineral oil companies have internally established specifications for heavyfuel oils, and experience shows that these specifications are observedworld-wide and are within the limits of international specifications (e.g. ISO8217, CIMAC, British Standards MA-100). As a rule, the engine buildersexpect that fuels satisfying these specifications are being used.

The fuel specifications (see Table 2 ) are categorized by viscosity andgrade, and make allowance for the lowest-grade crude oil offered world-wide and for the most unfavourable refining processes. The specificationshave been coordinated between the International Standard Organisation(ISO), the British Standards Institute (BSI), the association of enginebuilders (CIMAC) and the International Chamber of Shipping (ICS).

The admixing of engine oils (used oils), of non-mineral oil constituents(such as coal oil) and of residual products from refining or other processes(such as solvents) is prohibited. The reasons are, for example: theabrasive and corrosive effects, the adverse combustion properties, a poorcompatibility with mineral oils and, last but not least, the negativeenvironmental effects. The order letter for the fuel should expresslymention what is prohibited, as this constraint has not yet beenincorporated in the commonly applied fuel specifications.

The admixing of engine oil (used oil) to the fuel involves a substantialdanger because the lube oil additives have an emulsifying effect and keep

Provenance/refining process

Specifications

Blends

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dirt, water and catfines finely suspended. Therefore, they impede or pre-clude the necessary cleaning of the fuel. We ourselves and others havemade the experience that severe damage induced by wear may occur tothe engine and turbocharger components as a result.

A fuel shall be considered to be free of used lubricating oil if one or moreof the elements Zn, P and Ca are below the specified limits (Zn: 15 ppm,P: 15 ppm, Ca: 30 ppm).

The admixing of chemical waste materials (such as solvents) to the fuel isfor reasons of environmental protection prohibited by resolution of the IMOMarine Environment Protection Committee of 1 Jan. 92.

Leaked oil tanks in which leaked oil and residue pipes as well as overflowpipes of the lube oil system, in particular, end must not have any connec-tion to fuel tanks. Leaked oil tanks are to be emptied into sludge tanks.

Specifications

For the usability of fuels of certain specifications, Table 1 is valid. InTable 2 , the limit values to be complied with in each case are stated.

Fuel oil specificationCIMAC 2003 A30 B30/C10 D80 E/F180 G/H/K380 -- H/K700BS MA-100 M4 M5 M7 8/9 M8/-- M9/--ISO F-RM A10 B/C10 D15 E/F25 G/H/K35 H/K45 H/K55Usability for engine typesEngine type 20/27 23/30 25/30 28/32Marine main engines and stationaryenginesMarine auxiliary enginesEngine type 16/24 21/31 27/38 32/36 32/40 40/45 40/54 48/60 52/55 58/64All engines

Table 1. Usability of fuels with respect to engine types

Legend for Table 1 Fuel can be used without consultation

Fuel can be used after consulting MAN B&W Diesel AG.Consultation is necessary if the fuel exceeds the specified limitvalues.

Leaked oil tanks

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Fuel specification

CIMAC 2003 A30 B30 D80 E/F180 G/H/K350 -- H/K700See

BS MA-100 M4 M5 M7 8/9 M8/-- M9/--Seeitem

ISO F-RM A10 B/C10 D15 E/F25 G/H/K35 H/K45 H/K55�

Fuel-system related characteristic valuesViscosity (at 50�C) mm2/s

( St)max 40 40 80 180 380 500 700 2

Viscosity (at 100�C) (cSt) max 10 10 15 25 35 45 55 2Density (at 15�C) g/ml max 0.975 0.981 0.985 0.991/1.010 3Flash point �C min 60 4Pour point (summer) �C max 6 24 30 30 5/6Pour point (winter) max 0 24 30 30 5/6Engine-related characteristic valuesCarbon residues (Conrad-son

% wt. max 10 10/14 14 15/20 18/22 22 22 7

Sulphur % wt. max 3.5 3.5 4 5 5 9Ash % wt. max 0.10 0.15 0.20 3Vanadium mg/kg max 150 150/

300350 200/

500300/600

600 3

Water % vol. max 0.5 0.5 0.8 1 1 1 1 3Sediment (potential) % wt. max 0.1Supplementary characteristic valuesAluminium + Silizium mg/kg max 80 3Asphaltenes % wt. max 2/3 of the carbon residues (Conradson) 7Sodium mg/kg Sodium� 1/3 vanadium, sodium� 100 3

Cetane number of low-viscosity constituent min. 35 8Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils;Free of tar oil and lubricating oil (used oil).

Table 2. Fuel oil specifications and associated characteristic values

Legend to Table 2 � Refer to supplementary remarks in Section ...

The heavy fuel oils ISO F-RMK 35/45/55, with a maximum density of1010 kg/m�, can only be used if appropriate modern separators are available.

In the fuel ordering form, the limit values as per Table 2 , which have aninfluence on the engine operation, should be specified, for example in thebunkering or charter clause. Please note the entries in the last column ofTable 2 , because they provide important background information.

Important! The characteristic data of the fuel oil as stated in analy-sis results is not sufficient for estimating the combustion properties of thefuel oil. This means that service results depend on oil properties whichcannot be known beforehand. This especially applies to the tendency ofthe oil to form deposits in the combustion chamber, exhaust gas pipes andturbines. It may, therefore, be necessary to rule out some oils that causedifficulties.

Supplementary remarks

The following remarks are thought to outline the relations between heavyfuel oil grade, heavy fuel oil treatment, engine operation and operating re-sults.

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1. Selection of heavy fuel oil

Economic operation on heavy fuel oil with the limit values specified inTable 2 is possible under normal operating conditions, with properlyworking systems and regular maintenance. Otherwise, if these require-ments are not met, shorter TBO’s (times between overhaul), higher wearrates and a higher demand in spare parts must be expected. Alternatively,the necessary maintenance intervals and the operating results expecteddetermine the decision as to which heavy fuel oil grade should be used.

It is known that as viscosity increases, the price advantage decreasesmore and more. It is therefore not always economical to use the highestviscosity heavy fuel oil, which in numerous cases means the lower qualitygrades.

Heavy fuel oils ISO-RMB/C 10 or CIMAC B10 ensure reliable operation ofolder engines, which were not designed for the heavy fuel oils that are cur-rently available on the market. ISO-RMA 10 or CIMAC A30 with a low pourpoint should be preferred in cases where the bunker system cannot beheated.

2. Viscosity/injection viscosity

Heavy fuel oils if having a higher viscosity may be of lower quality. Themaximum permissible viscosity depends on the existing preheating equip-ment and the separator rating (throughput).

The specified injection viscosity and/or fuel oil temperature upstream ofthe engine should be adhered to. Only then will an appropriate atomisationand proper mixing, and hence a low-residue combustion be possible. Be-sides, mechanical overloading of the injection system will be prevented.The specified injection viscosity and/or the necessary fuel oil temperatureupstream of the engine can be seen from the viscosity/temperature dia-gram.

3. Heavy fuel oil treatment

Trouble-free engine operation depends, to a large extent, on the carewhich is given to heavy fuel oil treatment. Particular care should be takenthat inorganic, foreign particles with their strong abrasive effect (catalystresidues, rust, sand) are effectively separated. It has shown in practicethat with the aluminium content > 10 mg/kg abrasive wear in the enginestrongly increases.

The higher the viscosity of the heavy fuel oil, the higher will the densityand the foreign matter concentration be, according to our experience. Theviscosity and density will influence the cleaning effect, which has to betaken into consideration when designing and setting the the cleaningequipment.

The heavy fuel oil is precleaned in the settling tank. This precleaning is allthe more effective the longer the fuel remains in the tank and the lower theviscosity of the heavy fuel oil is (maximum preheating temperature 75�C toprevent formation of asphalt in the heavy fuel oil). One settling tank willgenerally be sufficient for heavy fuel oil viscosities below 380 mm2/s at50�C. If the concentration of foreign matter in the heavy fuel oil is excess-ive, or if a grade according to ISO-F-RM G/H/K35, H/K45 or H/K55 is pre-ferred, two settling tanks will be required, each of which must be ad-equately rated to ensure trouble-free settling within a period of not lessthan 24 hours. Prior to separating the content into the service tank, thewater and sludge have to be drained from the settling tank.

A centrifugal separator is a suitable device for extracting material of higherspecific gravity, such as water, foreign particles and sludge. Theseparators must be of the self-cleaning type (i.e. with automaticallyinduced cleaning intervals).

Settling tank

Separators

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Separators of the new generation are to be used exclusively; they are fullyefficient over a large density range without requiring any switchover, andare capable of separating water up to a heavy fuel oil density of 1.01 g/mlat 15�C.

Table 3 shows the demands made on the separator. These are limit va-lues which the manufacturers of these separators take as a basis andwhich they also guarantee.

The manufacturers’ specifications have to be adhered to in order toachieve an optimum cleaning effect.

Marine and stationary appli-cation:Connected in parallel

1 separator for100% throughput

1 separator (standby) for100% throughput

Figure 1. Heavy fuel oil cleaning/separator arrangement

Layout of the separators is to be in accordance with the latest recommen-dations of the separator manufacturers, Alfa Laval and Westfalia. In par-ticular, the density and viscosity of the heavy fuel oil are to be taken intoconsideration. Consulting MAN B&W Diesel AG is required if other makesof separators come up for discussion.

If the cleaning treatment prescribed by MAN B&W Diesel AG is applied,and if the correct separators are selected, it can be expected that the re-sults given in Table 3 below for water and inorganic, foreign particles inthe heavy fuel oil are reached at the entry into the engine.

The results obtained in practical operation reveal that adherence to theabove values helps to particularly keep abrasive wear in the injection sys-tem and in the engine within acceptable limits. Besides, optimal lube oiltreatment must be ensured.

Definition Particle size QuantityInorganic foreign particles(incl. catalyst residues) < 5 �m < 20 mg/kg (Al+Si content < 15 mg/kg)Water ---- < 0.2% by volume

Table 3. Obtainable contents of foreign matter and water (after separation)

Attention is to be paid to very thorough water separation, since the wateris not a finely distributed emulsion but in the form of adversely largedroplets. Water in this form promotes corrosion and sludge formation alsoin the fuel system, which has an adverse effect on the delivery and atom-isation and thus also on the combustion of the heavy fuel oil. If the waterinvolved is sea water, harmful sodium chloride and other salts dissolved inthe water will enter the engine.

The water-containing sludge must be removed from the settling tank priorto each separating process, and at regular intervals from the service tank.The venting system of the tanks must be designed in such a way that con-densate cannot flow back into the tanks.

Water

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Should the vanadium/sodium ratio be unfavourable, the melting tempera-ture of the heavy fuel oil ash may drop into the range of the exhaust valvetemperature which will result in high-temperature corrosion. By precleaningthe heavy fuel oil in the settling tank and in the centrifugal separators, thewater, and with it the water-soluble sodium compounds can be largely re-moved.

If the sodium content is lower than 30% of the vanadium content, the riskof high-temperature corrosion will be small. It must also be prevented thatsodium in the form of sea water enters the engine together with the intakeair.

If the sodium content is higher than 100 mg/kg, an increase of salt de-posits is to be expected in the combustion chamber and in the exhaustsystem. This condition will have an adverse effect on engine operation(among others, due to surging of the turbocharger). In the case of engineswith PTO, the content of sodium has to be limited to 50 mg/kg.

Under certain conditions, high-temperature corrosion may be prevented bya fuel additive that raises the melting temperature of the heavy fuel oil ash(also refer to item 12).

Heavy fuel oils with a high ash content in the form of foreign particles suchas sand, corrosion and catalyst residues, promote the mechanical wear inthe engine. There may be catalyst fines (catfines) in heavy fuel oils comingfrom catalytic cracking processes. In most cases, these catfines will bealuminium silicate, which causes high wear in the injection system and inthe engine. The aluminium content found multiplied by 5-8 (depending onthe catalyst composition) will approximately correspond to the content ofcatalyst materials in the heavy fuel oil.

If a homogenizer is used, it must not be installed between the settling tankand the separator on any account, since in that case, harmful contam-inants, and in particular seawater, cannot be separated out sufficiently.

4. Flash point (ASTMD-93)

National and international regulations for transport, storage and applicationof fuels must be adhered to in respect of the flash point. Generally, a flashpoint of above 60�C is specified for fuels used in Diesel engines.

5. Low temperature behaviour (ASTM D-97)

The pour point is the temperature at which the fuel is no longer fluid(pumpable). Since many of the low-viscosity heavy fuel oils have a pourpoint greater than 0�C, too, the bunkering system has to be preheated un-less fuel in accordance with CIMAC A30 is used. The entire bunkeringsystem should be designed so as to permit preheating of the heavy fuel oilto approx. 10�C above the pour point. For filter clogging, the cloud point isof interest.

Vanadium/sodium

Ash

Homogenizer

Pourpoint

Cloudpoint

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6. Pumpability

Difficulties will be experienced with pumping if the fuel oil has a viscosityhigher than 1000 mm2/s (cSt) or a temperature less than approx. 10�Cabove the pour point. Please also refer to item 5.

7. Combustion properties

An asphalt content higher than 2/3 of the carbon residue (Conradson) maylead to delayed combustion, which results in increased residue formation,such as deposits on and in the injection nozzles, increased smoke forma-tion, reduced power and increased fuel consumption, as well as a rapidrise of the ignition pressure and combustion close to the cylinder wall(thermal overloading of the lube oil film). If the ratio of asphaltenes to car-bon residues reaches the limit value of 0.66, and the asphaltene contentalso exceeds 8%, additional analyses of the heavy fuel oil concerned bymeans of thermagravimetric analysis (TGA) must be performed by MANB&W to evaluate the usability. This tendency will also be promoted by theblend constituents of the heavy fuel oil being incompatible, or by differentand incompatible bunkerings being mixed together. As a result, there is anincreased separation of asphalt (see also item 10).

8. Ignition quality

Cracked products which nowadays are preferred as low-viscosity blendconstituents of the heavy fuel oil in order to achieve the specified refer-ence viscosity may have poor ignition qualities. The cetane number ofthese constituents has to be higher than 35. An increased aromatics con-tent (above 35%) also leads to a decrease in ignition quality.

Fuel oils of insufficient ignition qualities will show extended ignition lag anddelayed combustion, which may lead to thermal overloading of the oil filmon the cylinder liner and excessive pressures in the cylinder. Ignition lagand the resultant pressure rise in the cylinder are also influenced by thefinal temperature and pressure of compression, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.

Preheating of the charge-air in the part-load range and output reduction fora limited period of time are possible measures to reduce detrimental in-fluences of fuel of poor ignition qualities. More effective, however, are ahigh compression ratio and the in-service matching of the injection systemto the ignition qualities of the fuel oil used, as is the case in MAN B&Wtrunk piston engines.

The ignition quality is an essential characteristic of the fuel. The reasonwhy it does not appear in the international specifications is the absence ofa standardised testing method. Therefore, parameters such as the Calcu-lated Carbon Aromaticity Index (CCAI) are resorted to as an aid, which arederived from determinable fuel characteristics. We have found this to bean appropriate method of roughly assessing the ignition quality of theheavy fuel oil used.

A test instrument utilising a constant-volume combustion technology (FIAfuel ignition analyser) has been developed and is currently being evaluatedat a number of testing laboratories.The ignition quality of a fuel is determined as an ignition delay in the instru-ment that is converted to an instrument-related cetan number (FIA-CN).It has been observed that fuels with a low FIA cetan number could, insome cases, lead to operational problems.

As the fluid constituent in the heavy fuel oil is the determining factor for itsignition quality and the viscous constituent is decisive for the combustionquality, it is the responsibility of the bunkering company to supply a heavyfuel oil grade of quality matched to the Diesel engine. Please refer to Fig-ure 2 .

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V Viscosity, mm2/s (cSt)at 50�C

D Density, kg/m3

at 15�CCCAI Calculated Carbon

Aromaticity Index

A Normal operatingconditions

B Difficulties may beencountered

C Problems encounteredmay increase up toengine damage after ashort time of operation

1 Engine type2 The combining straight

line across density andviscosity of a heavyfuel oil results in CCAI.

Figure 2. Nomogram for the determination of CCAI -Assignment of CCAI ranges to engine types

CCAI can also be calculated with the aid of the following formula:CCAI = D -- 141 log log (V+0.85) -- 81.

9. Sulphuric acid corrosion

The engine should be operated at the cooling water temperatures speci-fied in the operating manual for the respective load. If the temperature ofthe component surface exposed to the acidic combustion gases is belowthe acid dew point, acid corrosion can no longer be sufficiently preventedeven by an alcaline lubricating oil.

If the lube oil quality and engine cooling meet the respective requirements,the BN values given in Sheet 3.3.6 will be adequate, depending on thesulphur content of the heavy fuel oil.

10. Compatibility

The supplier has to guarantee that the heavy fuel oil remains homogenousand stable even after the usual period of storage. If different bunker oilsare mixed, separation may occur which results in sludge formation in thefuel system, large quantities of sludge in the separator, clogging of filters,insufficient atomisation and high-residue combustion.

In such cases, one refers to incompatibility or instability. The heavy fuel oilstorage tanks should therefore be emptied as far as possible prior to re-bunkering in order to preclude incompatibility.

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11. Blending heavy fuel oil

If, for instance, heavy fuel for the main engine and gas oil (MGO) areblended to achieve the heavy fuel oil quality or viscosity specified for theauxiliary engines, it is essential that the constituents are compatible (referto item 10).

12. Additives to heavy fuel oils

MAN B&W Diesel engines can be economically operated without addi-tives. It is up to the customer to decide whether or not the use of an addi-tive would be advantageous. The additive supplier must warrant that theproduct used will have no harmful effects on engine operation.

The use of fuel additives during the guarantee period is rejected as amatter of principle.

Additives currently in use for Diesel engines are listed below together withtheir effect on engine operation:

Pre-combustion � Dispersants/stabilizers� Emulsion breakers� Biocides

Combustion � Combustion catalysts(fuel economy, emissions)

Post-combustion � Ash modifier (hot corrosion)� Carbon remover (exhaust system)

Table 4. Additives to heavy fuel oils - Classification/effects

Examinations

To be able to check, if required, as to whether the specification indicatedand/or the stipulated delivery conditions have been complied with, we rec-ommend a minimum of one sample of each bunker fuel to be retained, atleast during the guarantee period for the engine. In order to ensure thatthe sample is representative for the oil bunkered, a sample should bedrawn from the transfer pipe at the start, at half the time and at the end ofthe bunkering period. “Sample Tec”, supplied by Messrs Mar-Tec, Ham-burg is a suitable instrument for taking samples continuously during thebunkering.

The samples received from the bunkering company are frequently notidentical with the heavy fuel oil bunkered. It is also appropriate to verify thecharacteristic values stated in the bunker papers for the heavy fuel oilsuch as, e.g., with regard to density, viscosity, pour point. If these valuesshould deviate from those of the heavy fuel oil bunkered, one runs the riskthat the heavy fuel oil separator and the preheating temperature are notset correctly for the given injection viscosity. The characteristic values ofheavy fuel oil and lubricating oil which are relevant for an economic engineoperation can be determined by means of the “MAN B&W Fuel and LubAnalysis set”.

Our department for fuels and lube oils (Augsburg Works, Department QC)will be glad to furnish further information if required.

Sampling

Analysing samples

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Viscosity/Temperature diagramfor fuel oils 3.3.4

Figure 1. Viscosity/temperature diagram for fuel oils

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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 40�C, 50�C or 100�C.

Determination of the viscosity-temperature curve and the preheating temperature required

A vertical line is drawn starting from a reference temperature of 50�C 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 50�C.

This permits the preheating temperature to be determined for the specifiedinjection viscosity. Keeping to the example chosen, the values below referto a heavy fuel oil of 180 mm2/s at 50�C.

Specified injection viscositymm2/s

Required heavy fuel oiltemperature 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 50�C reaches a viscosity of 1000 mm2/sat 24�C (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 fueloil. 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 mm2/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 to1000 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

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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.

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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 = base 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 valueStructure -- -- preferably paraffin-basicBehaviour in cold, still flowing �C ASTM-D2500 -15Flash point (as per Cleveland) �C ASTM-D92 > 200Ash content (oxide ash) Weight % ASTM-D482 < 0.02Coke residue (as per Conradson) Weight % ASTM-D189 < 0.50Aging tendency after being heated up to 135�Cfor 100 hrs

n-heptane insolubles

evaporation lossdrop test (filter paper)

--

Weight%

Weight%--

MAN-aging cabi-net

ASTM-D4055or DIN 51592

--MAN-test

--

t< 0.2

< 2must 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 properties:

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

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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 cylinder crankcase.

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 mm2/s at 40 �C or100 �C

20/27*, 23/30, 28/32 30** preferably in the upper range25/30 40 of the SAE-class32/36 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 base number (BN) of 12-15 mgKOH/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 BN of approx. 20 is of advantage. Ultimately, the operatingresults are the decisive criterion as to which content of additives ensuresthe most economic 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 01.05 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, thelube oil producers are in any case responsible for quality and performanceof their products. In case of doubt, we are more than willing to provide youwith 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 01.05 General6680 04104/

M f tBase Number (mgKOH/g)

Manufacturer (10) 12 - 16 1)

ADNOC Marine Engine Oil X412AGIP Cladium 120 - SAE 40

Sigma S SAE 40 2)

BP Energol DS 3-154Vanellus C3 2)

CASTROL Castrol MLC 40Castrol MHP 154Castrol MXD 154Rivermax SX 40Seamax Extra 40

CHEVRON Texaco(FAMM, Caltex)

Taro 16 XD 40Delo 1000 Marine SAE 40

DELEK Delmar 40-12ENGEN Genmarine EO 4015ERTOIL Koral 15

ESSO / EXXON Exxmar 12 TP 40IRVING Marine MTX 1240MOBIL Mobilgard 412 / SHC 120

(MG 1SHC)Mobilgard ADL 40 / Delvac 1340 2)

PETROBRAS Marbrax CCD-410REPSOL Neptuno NT 1540SHELL Gadinia 40

Gadinia AL 40Sirius 40 2)

Rimula X 40 2)

STATOIL MarWay 1040 2)

TEBOIL Ward S 10 TTOTAL LUBMARINE Disola M4015

1) If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a base number (BN) of approx. 20 isof 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 Dieselfour-stroke engines running on gas oil and Diesel oil

3.3.6--01 E 04.05 General6680 04101/

Quality requirementsfor lube oil 3.3.6

Lube oil for heavy fuel oil operation (HFO)

The specific power output offered by today’s Diesel engines and the use offuels which more and more often approach the acceptable limit in qualityincrease the requirements placed on the lube oil and make it imperativethat the lube oil is chosen carefully. Medium-alkaline lube oils have provento be suitable for lubricating the running gear, the cylinders, the turbo-charger and for cooling of the pistons. Medium-alkaline oils contain addi-tives which, amongst other things, provide them with a higher neutralisa-tion capacity than doped (HD) engine oils have.

No international specifications exist for medium-alkaline lube oils. An ad-equately long trial operation in compliance with the manufacturer’s instruc-tions is therefore necessary before a general release is possible.

Only lube oils, which have been released by MAN B&W, are to be used.These are listed in Table 4 .

Requirements

The base oil (medium-alkaline lube oil = base oil + additives) must be anarrow distillation cut and must be refined in accordance with modern pro-cedures. Brightstocks, if contained, must neither adversely affect the ther-mal nor the oxidation stability.

The base oil must meet the limit values of the following Table, particularlyas concerns its aging stability.

Properties/characteristics Unit Test method Characteristic valuesStructure -- -- preferably paraffin-basicBehaviour in cold, still flowing �C ASTM-D2500 -15Flash point (as per Cleveland) �C ASTM-D92 > 200Ash content (oxide ash) Weight % ASTM-D482 < 0.02Coke residue (as per Conradson) Weight % ASTM-D189 < 0.50Aging tendency after being heated up to 135�Cfor 100 hrs

n-heptane insolubles

evaporation lossdrop test (filter paper)

--

Weight %

Weight %--

MAN-agingcabinet

ASTM-D4055or DIN 51592

--MAN-test

--

< 0.2

< 2must not allow to recognizeprecipitation of resinous orasphalt-like aging products

Table 1. Lube oil (HFO operation) - characteristic values to be observed

The base oil (medium-alkaline lube oil) with which additives have beenmixed must demonstrate the following properties:

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,

Base oil

Medium-alkaline lube oil

Additives

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even if the engine is run on distillate fuel temporarily. The ash must besoft. If this prerequisite is not complied with, increased deposits are to beexpected in the combustion chamber, especially on the exhaust valvesand in the inlet housing of the turbochargers. Hard additive ash promotespitting on the valve seats, as well as valve blow-by and increased mechan-ical wear in the cylinder crankcase.

Additives must not promote 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 heavy fuel oil is precluded.

The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the detremental contaminations fromthe used oil, i.e., the used oil must have good separating and filtering prop-erties

The Diesel performance (without taking the neutralisation capacity intoconsideration) must, at least, comply with MIL-L-2104 D resp. API-CD.

The neutralisation capacity (ASTM-D2896) must be so high that the acidicproducts resulting from combustion are neutralised at the lube oil con-sumption rate that is specific for the engine. The reaction time of the addi-tives must be matched to the processes in the cylinder crankcase. Hintsconcerning the selection of the BN are given in Table 3 .

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-D 1410 test after one hour. Thefoaming behaviour (ASTM-D 892) must meet the following conditions:after 10 minutes < 20 ml. The lube oil must not contain agents to improvethe viscosity index. Fresh oil must not contain any water or other conta-minations.

Lube oil selection

Engine SAE class Viscositymm2/s at 40�C or 100�C

20/27*, 23/30, 28/32 30** preferably in the upper range25/30 40 of the SAE class32/36 through 58/64 40 applicable to the engine

* Applies to engines with year of manufacture from 1985. 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

Medium-alkaline lube oils having differently high levels of neutralisationcapacity (BN) are available on the market. According to the present-daystate of knowledge, operating conditions to be expected and BN can becorrelated as follows (refer to Table 3 ). The operating results will in theessence be the decisive criterion as to which BN will ensure the mosteconomic engine operation.

Detergency

Dispersancy

Diesel-Performance

Neutralisation capacity

Evaporation tendency

Further conditions

Neutralisation capacity (BN)

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BN (mg KOH/g oil) Operating conditions�20 -- 25 Marine Diesel Oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oils

with a low fuel sulphur content (� 0.5 % by weight).�30 For 32/40, 40/54, 48/60 and 58/64 engines only if the sulphur content of

the fuel is < 1.5 %For older engines with higher lube oil consumption also if the fuel has ahigher sulphur content.

�40 For 32/40, 40/54, 48/60 and 58/64 engines generally if the sulphur con-tent of the fuel is > 1.5 %For older engine types if BN 30 is demonstrably inadequate in terms ofwear, residue formation and time between renewal of the oil charge, or ifthe sulphur concentration is > 4.0 % by weight.

�50 For 32/40, 40/54, 48/60 and 58/64 engines if BN 40 is inadequate interms of time between renewal of oil charge (high sulphur content of thefuel, very low oil consumption).

Table 3. Determining the BN appropriate for operating conditions

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 lube oil supply rate is factory-set to conform to both the qualityof the fuel to be used in service and to the anticipated operating condi-tions.A lube oil as specified above is to be used for the cylinder lubrication andthe lubricating circuit.

In case of mechanic-hydraulic governors with separate oil sump, multi-grade oil 5W-40 is preferably used. If this oil is not available as refill, an oil15W-40 can be used for once. In this context it is not important, if multi-grade oils based on synthetic or mineral oil are used. According to themineral oil companies they can be mixed in all cases.

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 toquote the oil from their own product line that has been approved by theengine manufacturer for the given application. Independent of this release,the lube oil manufacturers are in any case responsible for quality and per-formance of their products. In case of doubt, we are more than willing toprovide you with further information.

Examinations

We carry out the lube oil examinations 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.

Cylinder lube oil

Speed governor

Lube-oil additives

Selection of lube oils/warranty

3.3.6--01 E 04.05 General6680 04104/

M f tBase Number (mgKOH/g)

Manufacturer 20 - 25 30 40 50 - 55ADNOC Marine Engine Oil

X424Marine Engine Oil

X430Marine Engine Oil

X440--

AGIP -- Cladium 300 Cladium 400 --BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504

CASTROL TLX 204TLX Plus 204

TLX 304TLX Plus 304

TLX 404TLX Plus 404

TLX 504TLX Plus 504

CEPSA -- Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 PlusCHEVRON Texaco

(FAMM, Caltex)Taro 20DP40

Delo 2000 MarineOil SAE 40

Taro 30DP40Delo 3000 Marine

Oil SAE 40

Taro 40XL40Delo 3400 Marine

Oil SAE 40

Taro 50XL40

DELEK Delmar 40-24 Delmar 40-30 Delmar 40-40 --ENGEN -- Genmarine EO 4030 Genmarine EO 4040 --ERTOIL -- Koral 3040 SHF Koral 4040 SHF Koral 5040 SHF

ESSO / EXXON Exxmar 24 TP 40--

Exxmar 30 TP 40Exxmar 30 TP 40

Plus

Exxmar 40 TP 40Exxmar 40 TP 40

Plus

----

IRVING Marine MTX 2040 Marine MXD 3040 Marine MXD 4040 --MAO MING -- MMDL 4030 -- --

MOBIL ----

Mobilgard 430Mobilgard M430

Mobilgard 440Mobilgard M440

--Mobilgard M50

PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 --REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 --SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40TEBOIL -- Ward S 30 T Ward S 40 T --

TOTAL LUBMARINE Aurelia XL 4025 Aurelia XL 4030 Aurelia XL 4040 Aurelia XL 4055Table 4. Lubricating oils, which have been released for the use in MAN B&W Diesel four-stroke engines running on heavy fueloil

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Quality requirementsfor engine cooling water 3.3.7

Preconditions

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:

Properties/feature Characteristics UnitType of water Distillate or freshwater, free from foreign

matter.The use of the following is prohibited: seawater, brackish water, river water, brines,industrial waste water 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/litre

0.357 mval/litre 0.179 mmol/litre

**) 1 mg/l 1 ppm

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. For further information regarding checking the coolingwater condition, please refer to work card 000.07.


If a distillate (e.g. from the freshwater generator) or fully desalinated water(ion exchanger) is available, this should preferably be used as engine cool-ing water. These waters are free from lime and metal salts, i.e. major de-posits affecting the heat transfer to the cooling water and worsening thecooling effect cannot form. These waters, however, are more corrosivethan normal hard water since they do not form a thin film of lime on thewalls which provides a temporary protection against corrosion. This is the

Limiting values

Test device

Distillate

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reason why water distillates must be treated with special care and the con-centration of the additive is to be periodically checked.

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 turbulence.If the pressure falls below the evaporation pressure, steam bubbles willform which then collapse in regions of high pressure, thus producing mate-rial destruction 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.

Protective films can be produced by treating the cooling water with achemical anti-corrosion agent or emulsifiable anti-corrosion oil.Emulsifiable anti-corrosion oils are more and more losing importancesince, on the one hand, their use is heavily restricted by environmentalprotection legislation and, on the other hand, the suppliers have, for theseand other reasons, 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! Operating the engine without cooling water treatmentis prohibited.

Hardness

Corrosion

Flow cavitation

Erosion

Corrosion fatigue

Formation of a protective film

Treatment before operating theengine for the first time

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Cooling water additives

Only the additives approved by MAN B&W and listed in the Tables 2 to5 are permitted to be used. The suppliers are to warrant the effectivity 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 wallsof 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 can be achieved by admixing the productslisted in Table 5 taking care that the specified concentration is observed.This concentration will prevent freezing down to a temperature of approx.

Permission required

To be used only in closed circuits

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--22�C. The quantity of anti-freeze actually required, however, also de-pends on the lowest temperature expected at the 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 or if, due to less stringent require-ments with regard to protection from freezing, a lower concentration ofanti-freeze agent is used than would be required to achieve sufficient cor-rosion protection. The manufacturer must be contacted for information onthe compatibility of the additive with the anti-freeze and the concentrationrequired. The compatibility of the chemical additives stated in Table 2

with anti-freeze agents based on ethylene glycol is confirmed. Anti-freezeagents may only be mixed with each other with the supplier’s or manufac-turer’s consent, even if the composition of these agents 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.

4. Biocides

If the use of a biocide is inevitable because the cooling water has beencontaminated by bacteria, the following has to be observed:

� It has to be ensured that the biocide suitable for the particular applica-tion is used.

� The biocide must be compatible with the sealing materials used in thecooling water system; it must not attack them.

� Neither the biocide nor its decomposition products contain corrosion-stimulating constituents. Biocides whose decomposition results inchloride or sulphate ions are not permissible.

� Biocides due to the use of which the cooling water tends to foam arenot permissible.

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 dirtwill considerably reduce the efficiency of the additive. The entire systemhas therefore to be flushed 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 circuit 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 many cases done by the sup-plier of the cooling water additive, at least the supplier can make availablethe suitable products for this purpose. If this work is done by the engineuser it is advisable to make use of the services of an expert of the cleaning

3.3.7--01 E 08.05 32/40 upw6680 07105/

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.

Important! The concentrations of chemical additives must not beless 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 chemical additives or anti-freeze agents are used, the water should bechanged after three years at the latest.

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.

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Prolonged, direct contact with the skin should be avoided. Thoroughlywash 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 hazardous to waters in general. Cooling watermust therefore not be disposed off by pouring it into the sewage systemwithout prior consultation with the competent local authorities. The respec-tive legal regulations have to be observed.

Permissible cooling water additives

1. Chemical additives (chemicals) - containing nitrite

M f t P d t d i ti I iti l dMinimum concentration ppm

Manufacturer Product designation Initial doseper 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. 721107 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

UniserviceVia 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

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2. Chemical additives (chemicals) - free from nitrite

Manufacturer Product designation Initial doseper 1000 l

Minimum concentration

ArtecoTechnologieparkZwijnaarde 2B-9052 Gent, Belgium

HavolineXLI 75 l 7.5 %

Total LubricantsParis, France

WT Supra 75 l 7.5 %

Table 3. Chemical additives -- free from nitrite

3. Emulsifiable anti-corrosion oils

Manufacturer Productdesignation

BP Marine, Breakspear Way, Hemel Hempstead,Herts HP2 4UL, UK

Diatsol MFedaro M

Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3Deutsche Shell AG, Überseering 35,22284 Hamburg, Germany

Oil 9156

Table 4. Emulsifiable anti-corrosion oils

4. Anti-freeze agents with corrosion inhibiting effect

Manufacturer Product designation Minimumconcentration

BASFCarl-Bosch-Str.67063 Ludwigshafen, Rhein

Glysantin G 48Glysantin 9313Glysantin G 05

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF, SF

BP, Britannic TowerMoor Lane,London EC2Y 9B, UK

anti-frost X2270A

35%Deutsche Shell AGÜberseering 3522284 Hamburg

Glycoshell35%

Höchst AG, Werk Gendorf,84508 Burgkirchen

Genatin extra (8021 S)

Mobil Oil AGSteinstraße 520095 Hamburg

Frostschutz 500

Arteco, TechnologieparkZwijnaarde 2B-9052 Gent, Belgium

Havoline XLC

50%Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 5. Anti-freeze agents with corrosion inhibiting effect

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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 DesignationHeavy fuel oil and lube oil A Fuel and Lube Analysis SetCooling 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

P tof interest for

P t i i di ti f T tProperty Fuel Water Lubrication oil

Property is indicative ofor decisive for

Testkit

Density x x Separator setting AViscosity x x Separating temperature, injection

viscosity, lube oil dilutionA*

Ignition performanceCCAI/CII

x Ignition and combustion behaviour,ignition pressure, pressure increaserate, starting behaviour

A

Water content x x Fuel oil supply and atomisation,i t d

AChecking for sea water x x

pp y ,corrosion tendency A

Total Base Number (TBN) x Remaining neutralisation capacity ApH value x BPour point x x Storing capacity/pumpability AWater hardness x Cooling water treatment BChloride ion concentration x Salt deposits in the cooling system BConcentration of corrosioninhibiting oilin the cooling water

x Corrosion protection in the coolingsystem

**

Drop test x Total contamination of lube oil ASpot Test (ASTM-D2781) x Compatibility of HFO blending

componentsA

* 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.

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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 SourceA Fuel and Lube Analysis Set 09.11999-9005 1, 2

Chemical refills for A 09.11999-9002 1, 2B Cooling Water Test Kit 09.11999-9003 1, 2

Chemical refills for B 09.11999-9004 1, 2, 3Lube Oil Tec 2port-A-lab 3Measuring instrument for determining theconcentration of corrosion inhibitors containingnitrite

4

Refractometer for determining the concentration ofanti-freeze

5

Lube Oil Tec

port-A-lab

Refractometer

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Addresses

Source Address1 MAN B&W Diesel AG, Augsburg, Dept. SK2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg4 Supplier of corrosion inhibitor5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf

3.3.11--01 E 04.01 General6680 01101/

Quality requirements forintake 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) andregular 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

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Engine operation I --Starting the engine 3.4

3.1 Prerequisites3.2 Safety regulations3.3 Operating media

3.4 Engine operation I - Starting the engine

3.5 Engine operation II - Control the operating data3.6 Engine operation III - Operating faults3.7 Engine operation IV - Engine shut-down

3.4.1--03 E 11.03 L 40/54, 48/60, L 58/646640 07101/

Preparations for start/Engine starting and stopping 3.4.1

Preparations for start after short downtimes

In the case of short downtimes, the fuel pumps should remain in operation;put them into operation if necessary. Switch on pumps for lubricating oiland cooling water unless mounted on the engine. Prime the engine. Afterdowntimes exceeding 12 hours, additionally open the indicator valves andturn the running gear by approx. three revolutions using the turning gear.On engines which are started automatically, activate the slow-turn instead.Check whether the cooling water and lubricating oil have been preheated(if possible). Set the shut-off elements of all systems to in-service position.The engine is then ready to be started.

On engines operated on heavy fuel oil, check whether the viscosity of thefuel corresponds to the operating viscosity (see Section 3.3).

Engine start is initiated by a pulse transmitted through valve M 388/1 tovalve M 329/1 in the engine-mounted operating device. In case of anemergency, the valve M 329/1 can also be actuated manually.

Additionally, please observe the requirements applicable for remote controlof marine engines.

Preparations for engine start on heavy fuel oil

The engine can also be started on heavy fuel oil provided the necessaryheating equipment is available. In this connection, the conditions appli-cable for pier-to-pier operation are to be observed:

In the case of pier-to-pier operation, landing and departure of the shiptakes place in heavy-fuel-oil operation, without switching over to Diesel oiloperation.

For starting the engine on heavy fuel oil, proceed as follows:

� According to the conditions for pier-to-pier operation, the tank heaters,fuel delivery pump, final preheater and, if necessary, the tracing typeheating, as well as the preheating pumps in the fuel system are alreadyin operation.

� Switch on the pump for cylinder cooling water and subsequently, ifnecessary, the preheater. Temperature required: approx. 60�C.

� Switch on the pump for nozzle cooling water and subsequently the pre-heater. Temperature required: approx. 55�C.

� Switch on the preheater for lubricating oil (heating coil in the servicetank), or preheat the lubricating oil in the by-pass (separator circuit).Temperature required: approx. 40�C.

Important! The lube oil service pump and/or stand-by pump mustnot be switched on until approx. 10 minutes prior to engine start in order toavoid that the turbocharger(s) is/are overlubricated because of the ab-sence of sealing air at standstill.

Activate/check the systems

Check the fuel viscosity

Pier-to-pier operation

Starting the engineon heavy fuel oilin the case ofpier-to-pier operation

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� According to the conditions for pier-to-pier operation, the fuel deliverypump, the heating equipment for the mixing tank (if available), theheavy-fuel oil pipes and the final preheater are already in operation.Required heavy fuel oil temperature in the service tank: approx. 75 �C.

� When the required temperatures have been reached and the viscosityof the heavy fuel oil upstream of the injection pumps corresponds to thespecification (see Section 3.3), the engine can be started.

Preparations for starting after prolonged downtimes or after overhaul work

After overhaul work or after prolonged downtimes (several weeks) the fol-lowing work has to be done before the engine is started:

� Dewater and top up the settling tank and service tank.� Drain the filters and clean the inserts.� Set all the shut-off elements to in-service position.

For starting HFO-operated engines on Diesel fuel:Switch the three-way cock so that Diesel fuel flows from the servicetank to the mixing tank (see the system-specific fuel oil diagram in Vol-ume E1).

� Switch on the delivery pump and evacuate air from the injection pumps,pipes and filters.

� Check the zero admission on the control rod of each injection pumpand verify that the linkage moves easily.

� For HFO operation: Start the heating equipment (unless permanentlyon) and check it.

� Switch the delivery pump and the heating for the final preheater offagain (danger of overheating).

� Remove sludge from cooling water tank, coolers, pumps and pipes (en-gine, injection valves, charge-air cooler).

� Top up the cooling water, check the concentration of the anti-corrosionagent.

� Switch on the cooling water pumps or stand-by pumps (engine and in-jection valves).

� Evacuate air from the cooling water spaces and check all connectionsfor tightness.

� Check, i.e. open the leaked water drain from the cylinder liner sealing inthe backing ring and from the charge-air cooler casing to verify thatthey are tight.

� Check the cooling water pressure and the water volume in the compen-sating tank.

� Check the compensating tank for separations of anti-corrosion oil (cyl-inder cooling) and fuel oil (injection valve cooling).

� Switch off the cooling water pumps.

� Pump the lubricating oil out of (oil sump and) storage tank and cleanthe oil spaces (make sure not to forget the exhaust gas turbocharger).

� Clean the oil filters, separators and oil coolers.Top up new lubricating oil, or separate the oil charge in use.

� Set all the cocks to in-service position and switch on the electricallydriven lube oil pump or stand-by pump.

� Check the running gear as well as the injection pump drive and thevalve gear to verify that oil is supplied to all bearing points.

� Check the pipe connections and pipes for leakages.� Check the lube oil pressure upstream of the engine and upstream of

the exhaust gas turbocharger.� With the indicator valves opened, move the running gear by two

revolutions using the turning gear. Watch the indicator valves to see

Fuel oil system

Cooling water system

Lube oil system

3.4.1--03 E 11.03 L 40/54, 48/60, L 58/646640 07103/

whether any liquid is issuing.� Disengage the turning gear again and switch off the lube oil pump.

� Dewater the compressed air tank and check the pressure, top up ifnecessary.

� Check the shut-off valves for ease of movement.� Check the starting valves in the cylinder heads for tightness

(see Work Card in Volume B2).

Check the valve clearance.

If possible, make a short test run as follows:

� Start the heating equipment for lubricating oil and cooling water, whereavailable. When preheating temperatures have been reached, set theshut-off elements to in-service position, switch on the fuel, lube oil andcooling water pumps, unless these are mounted on the engine, andstart the engine. Operate the engine at low speed for approx. 10 min-utes.

� Watch the indicating instruments during operation.� If the engine operates properly, load should be applied or the engine

should be shut down. Prolonged idle operation is to be avoided. Theengine should reach the service temperature as quickly as possiblebecause it suffers higher wear while cold.

Start the engine (with PGG speed governor)

Figure 1. Operating equipment (PGG speed governor)

� Set the actuating lever (4) to “LOCAL” .� Adjust the nominal speed to the lowest value possible (if possible).� Verify that the indication (1) “DON’T START” is not glowing (if the in-

dication is glowing, the engine cannot be started.)� Shift the admission lever (2) to 50% ... 60%.� Press push-button (3) “START” until the engine starts running.� By means of the admission lever (2), adjust the admission limitation to

the desired value (e.g. 100%, as shown in Figure 1 ).� Change the nominal speed towards the upper range.

▲ Attention! Observe remarks in Sections 3.4 to 3.7 (Operationalcontrol I - IV)!

Starting system

Clearances

Test run

1 Indication2 Admission lever3 Push-button4 Actuating lever

Steps

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Start the engine (with PGG-EG speed governor)

Figure 2. Operating equipment (PGG-EG speed governor)

� Set the actuating lever (4) to “NORMAL OPERATION WITH ELECTRI-CAL GOVERNOR”.

� Prior to starting, adjust the nominal speed to approx. 30% using theadjusting knob provided for this purpose.

� Verify that the indication (1) “DON’T START” is not glowing (if the in-dication is glowing, the engine cannot be started.)

� Press push-button (3) “START” until the engine starts running.� Adjust the nominal speed by means of the adjusting knob provided.

▲ Attention! Observe remarks in Sections 3.4 to 3.7 (Operationalcontrol I - IV)!

Start the engine (with PGA speed governor)

Figure 3. Operating equipment (PGA speed governor)

� Set the actuating lever (4) to “LOCAL”.

1 Indication3 Push-button4 Actuating lever

Steps

1 Indication2 Admission lever3 Push-button4 Actuating lever5 Fine regulating valve

Steps

3.4.1--03 E 11.03 L 40/54, 48/60, L 58/646640 07105/

� Prior to starting, adjust the nominal speed to approx. 30% using thefine regulating valve (5).


� Shift the admission lever (2) to 50%.� Press the push-button (3) “START” until the engine starts running.� Set the admission limitation to the desired value using the admission

lever (2).� Adjust the nominal speed on the fine regulating valve (5).

▲ Attention! Observe the remarks in Sections 3.4 to 3.7 (Operationalcontrol I - IV)!

Start the engine (with PGA-EG speed governor)

Figure 4. Operating equipment (PGA-EG speed governor)

� Set the actuating lever (4) to “NORMAL OPERATION WITH ELECTRI-CAL GOVERNOR”.

� Prior to starting, adjust the nominal speed to approx. 30% using thefine regulating valve (5).


� Press the push-button (3) “START” until the engine starts running.� Adjust the nominal speed on the fine regulating valve (5).

▲ Attention! Observe the remarks in Sections 3.4 to 3.7 (Operationalcontrol I - IV) !

Shut down the engine

In case a prolonged engine standstill is planned, the engine should be op-erated on part load in the Diesel mode for a sufficient period of time beforeit is shut down from operation on heavy fuel oil, until fuel temperatures andviscosities that are typical for Diesel oil operation have been reached.

� Check whether a sufficient amount of compressed air is available in thecompressed air tanks.

� Remove load from engine and operate it at low load.� Shut down the engine.� If it is desired to maintain the operability of the engine for short-term

1 Indication3 Push-button4 Actuating lever5 Fine regulating valve

Steps

Steps

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restarting, the fuel pumps are to be kept operating, and the coolingwater, lubricating oil, and in case of HFO operation the fuel oil, too, areto be kept at service temperatures. Recooling should be terminated.

� Otherwise, switch off the fuel oil delivery pump.� The pumps for cooling water and lubricating oil should continue operat-

ing, and cooling of the engine should be continued for approx. 10 min-utes after shut down (in case of electrically driven pumps).

� Close all the shut-off valves, especially those on the compressed airtanks. Check the pressure gauges!

� Open all the indicator valves in the cylinder heads.� Engage the turning gear and attach a warning sign on the control

stand.� Clean the engine on the outside and carry out the necessary checks.

Deficiencies, if any, should be remedied immediately even if appearingtrivial.

▲ Attention! If there is a danger of freezing, drain the cooling watercompletely unless anti-freeze has been added; otherwise, cracksmight form in cooling spaces due to frozen water!

Engine shut down from HFO operation

After shutting the engine down from HFO operation, the following is to beobserved:

� The cooling circuits of the engine remain in operation until the enginehas cooled down.

� HT cooling water pump shut off, while the preheating pump remains inoperation.

� Nozzle cooling water pump shut off.� Lube oil pump shut off.� LT cooling water pump remains in operation. Engine preheating is ef-

fected by a servomotor.� Tank heating equipment, fuel delivery pump, final preheater and tracing

type heating in the fuel system (where available) remain in operation.Required HFO temperature in the service tank: approx. 75�C.

Emergency stop

In order to permit quick engine shut-down in case a disturbance occurs, apneumatic shut-off piston has been fitted in every injection pump which,when operated by compressed air, sets the injection pump to zero admis-sion.

At the same time, the speed governor is induced to move the control link-age of the governor also to zero admission.

This emergency stop system is activated in two ways as described below:

1. Automatically, by a monitoring device (oil pressure controller, coolingwater temperature controller, speed governor etc. - differing from en-gine to engine).

2. Manually, by pressing an emergency stop pushbutton in the controlstand or engine control centre of the remote control.

In both cases, emergency stop is indicated by a lamp in the control standglowing, and possibly also by an audible signal.

▲ Attention! In emergency cases, where the manoeuvrability of thevessel is of greater importance than the engine damage prevention,an emergency stop impulse can be suppressed by pressing a corre-

Engine shut-down from opera-tion on HFO in case of pier-to-pier operation

Engine after emergency stop

3.4.1--03 E 11.03 L 40/54, 48/60, L 58/646640 07107/

sponding override pushbutton in the switch cabinet or engine con-trol centre.

In case the engine has to be shut down directly from HFO operation, thefollowing is to be observed (see system-related fuel diagram in Section 2):

� If the engine is to be restarted after a few minutes, it is sufficient tokeep the heating equipment and one delivery pump operating.

� In case of longer engine downtime, switch the three-way cock (15) toDiesel fuel operation and the three-way cock (16) to flushing. The deliv-ery pump is to be kept operating until the heavy fuel oil has been re-pumped into the HFO service tank and the piping system has beenfilled with Diesel fuel oil. Subsequently, reswitch the three-way cock(16) to normal operation and switch the delivery pump off.

Important! If cock (16) is left in the flushing position, Diesel fuel oilis pumped into the HFO service tank on engine restart.

� The injection pipes from the injection pumps to the injection valves, andthe injection nozzles proper, cannot be flushed. The remainders ofheavy fuel oil congeal sooner or later, depending on the viscosity of thefuel used. Prior to restarting, it may become necessary to dismantle,heat and empty these components unless special heating equipmentfor engine starting on heavy fuel oil is available.

Engine in HFO operationEngine start after emergencystop

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Change--over from Diesel fuel oilto heavy fuel oil and vice versa 3.4.2

Change-over from Diesel fuel operation to operation on heavy fuel oil

In the case of engines equipped with a pressurised fuel oil system for HFOoperation, there exists the risk that on prolonged operation on Diesel fueloil the maximum admissible Diesel fuel temperature is exceeded due tohot Diesel fuel being recirculated into the mixing tank. Excessivetemperatures imply low viscosity and lubricity involving correspondingdanger for the injection pumps. Therefore, the shut-off valves in the returnpipe have in this case to be switched so that the Diesel fuel oil is returnedto the service tank instead of the mixing tank (refer to Section 2.4 or thesystem-specific fuel oil diagram).

Important! On switch-over to heavy fuel oil operation, recirculationhas also to be switched back to mixing tank; otherwise, heavy fuel oil willenter the Diesel fuel oil service tank.

� The engine is operated on Diesel fuel oil, the components are atservice temperatures.

� The heating equipment is in operation, the HFO temperature in theservice tank being permanently maintained at approx. 75�C.

� Switch on the heaters for the mixing tank and heavy fuel oil pipes, ifavailable.

� Switch the three-way cock to HFO operation (refer to system-specificfuel oil diagram).

� For engine systems equipped with viscosity measuring system andmanual control of preheating temperature: Adjust the heating capacityof the final preheater in accordance with the viscosimeter data so thatthe viscosity shown in the viscosity/temperature diagram is obtained atthe injection pumps (depending on the heavy fuel oil used).

� In case of engine systems with automatic heavy fuel oil viscositycontrol: The viscosity control system is adjusted on initial putting intooperation of the engine, and should not be changed normally.

� The temperature of the cooling water as leaving the cylinder is to bemaintained at approx. 80�C. In the case of heavy fuel oils with a highsulphur concentration, in particular, make sure that the temperaturedoes not drop below this value.

Preliminary remarks

Prerequisites

Steps

3.4.2--01 E 07.97 32/40 upw6628 02102/

Change-over from HFO operation to operation on Diesel fuel oil

� Switch the three-way cock (please refer to system-specific fuel oildiagram) to Diesel fuel oil approx. 30 minutes prior to engineshut-down.

� Final preheaters controlled by hand have to be switched off.� When the heavy fuel oil carried in the piping system has been used up

and replaced by Diesel fuel oil, the engine may be shut down.� Switch off all heating equipment (as far as required).

Important! A change-over to Diesel fuel oil offers the advantagethat the engine is ready to be started at any time without previous systemheating for several hours being required. Maintenance and overhaul workis substantially facilitated if the piping and injection system is filled withDiesel fuel oil.

Steps

3.4.3--01 E 07.05 32/40 upw6680 04101/

Admissible outputs and speeds 3.4.3

Background

The following relationships exist between engine power, speed, torque andmean effective pressure:

pe�1200 Pe

VH n zand

Md�9550 Pe

n

Where

pe Mean effective pressure [bar],Pe Effective engine power [kW],VH Cubic capacity [dm3],n Speed [rpm],Z Number of cylinders andMd Torque [Nm].

The mean effective pressure is the mean value of the cylinder pressureover the whole four-stroke cycle. It is proportional to the power and thetorque and inversely proportional to the speed. If the mechanical efficiency�mech is known, it can be calculated from the mean value of the indicatedpressures:

pe� pi �mech

Three-phase generators are connected to the synchronous speeds:

n� 60 fp

Where

n Rated engine speed [rpm],f Mains frequency [Hz] andp Number of generator pole pairs.

Stable engine operating points are only obtained when there is a balancebetween output, speed and the feed rate setting of the fuel pumps (filling).The energy supply must correspond to the energy requirements.

In hydraulic drive units, such as propellers or pumps, the power requiredincreases by roughly the speed to the power of three P�n3). This meansthat increases in speed are relatively difficult to achieve towards the top ofthe power curve. This also applies to speed gains as the ship’s speed is adirect function of engine speed (n�v). The gradient of the power-speedcurve (in the case of fixed-pitch propellers) or the location of the operatingpoint (with variable-pitch propellers) is determined by the pitch of thepropeller and the resistance of the ship or, in the case of pumps, by theblade setting.

Power, speed ...

Mean pressure

Synchronous speeds

Operating points/characteristiccurves

3.4.3--01 E 07.05 32/40 upw6680 04102/

Changes in pump filling only bring about a change in power in the case ofgenerator systems; in marine propulsion systems, however, they lead todifferent power-speed combinations.

Permitted power and speed

In service, the maximum speed and torque have to be limited in the firstapproximation to 100 %, the continuous output in diesel operation tobetween 0 and 100 %, and in HFO mode to between 151) and 100 %. Thisis to some extent achieved through design measures but must besupplemented by operational techniques.

Operation in a power range below 15 or 20 % is only permitted for shortperiods. Operation in the range between60 - 90 % of rated power is recommended.

The permitted operating ranges for marine engines are shown in Figure1 and 2 .

Figure 1. Permitted output-speed ranges for single-engine systems with fixed-pitchpropellers

1) 15 % not applicable for L/V 20/27 and 25/30, for which 20 % is the lower limit for continuous part-load operation.

3.4.3--01 E 07.05 32/40 upw6680 04103/

Figure 2. Permitted output-speed ranges for single-engine systems with variable-pitch propellers without shaft generator

Term Explanation Term ExplanationRating Effective engine power (Pe) I Operating range for continuous operationSpeed Speed (n) II Operating range permitted temporarily,

e.g. acceleration/manoeuvringbmep Mean effective pressure (pe) 1

23

Load LimitRecommended combinator curveZero thrust curve

Torque Torque (Md) FP Design range for fixed-pitch propeller unitMCR Maximum continuous power

(blocked power)� Design range for variable-pitch propeller unit

with combinatorTable 1. Legend for Figure 1 and 2 (abridged texts - not suitable for propeller design or for checking same)

3.4.3--01 E 07.05 32/40 upw6680 04104/

Other limitations

� Engines that are being used as the main source of propulsion forfixed-pitch or variable-pitch propellers are blocked at 100 % output.They may be operated with a maximum of 10 % reduction in speed.

� Engines being used as the diesel-electric source of propulsion forfixed-pitch or variable-pitch propellers are blocked at 110 % output.Output100 % may be applied temporarily for acceleration purposes.

� Engines being used for dredging operation are blocked at between 100and 90 % output depending on engine size and may be operated with amaximum of 30 % reduction in speed.

� Engines used in fishing boots or tugs are blocked at 100 % output andmay be operated with a 20 % reduction in speed.2)

The above information is for guidance purposes only. The procedures tobe used under operational conditions will be agreed between thepurchaser, shipyard/planning office and engine manufacturer.

▲ Attention! Blocking/limitations must not be lifted without firstconsulting MAN B&W Diesel AG.

2) Only applies to engines 20/27 to 32/40

3.4.4--03 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 destroyedat 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 thoroughlybefore taking the engine into operation for the first time (see workcard 000.03).

Adjustment required

Fuel

Lubricating oil

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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 usedas 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.

Marine engines for propeller plants (operation at variable speed)Running-in can be carried out with a fixed-pitch, controllable-pitch, or zero-thrust-pitch propeller. During the entire running-in period, the engine out-put is to remain within the output range that has been marked in Figure 1

and 2 respectively, i.e. below the theoretical propeller curve. Criticalspeed ranges are to be avoided.

Four-stroke engines are, with a few exceptions, always subjected to a testrun 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 internalcontamination 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

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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 ofMAN B&W Diesel AG or of the licensee will be at your disposal.

Figure 1. Standard running-in programme for marine propulsion engines (variablespeed) of the 32/40 engine type

Figure 2. Standard running-in programme for marine propulsion engines (variablespeed) of the 40/54, 48/60, 58/64 engine types

A Controllable-pitch propellerB Fixed-pitch propellerC Engine output

(specified range)D Running-in period in [h]E Engine speed and output

in [%]

A Controllable-pitch propellerB Fixed-pitch propellerC 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 Prerequisites3.2 Safety regulations3.3 Operating media3.4 Engine operation I - Starting the engine

3.5 Engine operation II - Control the operating data

3.6 Engine operation III - Operating faults3.7 Engine operation IV - Engine shut-down

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Monitoring the engine/performing routine jobs 3.5.1

Monitoring the engine/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. More-over, the necessary maintenance work should be done as and when re-quired.

It is the operator’s duty to carry out the checks listed below, at least duringthe 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 propulsion system, check for alarmsand 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 engine operating data,� evaluate the stability of the governor and control linkage,� check the engine systems 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 thelatter.

� Never run the service tank completely dry. This would permit air toenter the piping so that the injection system would have to be vented.

� Regularly drain or exhaust water and sludge from the service 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 oil to a temperature at which the prescribed viscositywill be attained at the entry into the injection pumps. Refer to Figure 1.Supplementary information is given in the viscosity/temperature dia-gram, Section 3.3.4

Figure 1. Viscosity/temperature diagram (reduced version)

� Do not mix heavy oils of different viscosities, and do not blend heavy oilwith distillate as instability may occur and cause engine operatingtrouble.

� Submit 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 console and, if necessary,

adjust 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 heatsup.

▲ Attention! The engine must be shut down immediately if the oilpressure drops!

Fuel oil system

Lube oil system

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� Check the water content of the lube oil at the specified intervals (seemaintenance schedule, Section 4).

� Use lube oil grades that meet the quality requirements(see Section 3.3).

� Clean the filters and separators at regular intervals.

� Check the cooling water level in the expansion tanks (cylinder and in-jection valve cooling) and top up if necessary. Check the concentrationof the corrosion inhibitor (see quality requirements, sheet 3.3.7 andwork card 000.07).

� Check the cooling water outlet temperatures. Should the temperaturerise above the specified maximum, and if corrective regulation is notpossible, reduce the engine load and take remedial measures. Reducethe temperature slowly to avoid thermal stresses in the engine.

� Adjust the cooling water outlet temperature to the specified value (referto Section 2.5). If the engine operating temperature is too low, excess-ive cylinder liner wear will occur, and the sulphur contained in the heavyfuel oil will induce corrosion. Fuel oil consumption will also rise.

� If marine engines are operated on heavy fuel oil during manoeuvring(pier-to-pier operation), care should be taken that the cooling watertemperatures are maintained at as high a level as possible.

▲ Attention! In case of faults in the engine cooling water circuit,especially if the cooling water pump fails, the engine must be shutdown immediately!

� Refill the compressed air tanks immediately upon engine starting sothat sufficient compressed air is available whenever required.

� The pipes from the distributing pipe to the starting valves are to bechecked after starting to ensure that they do not become too hot. If thisis the case, the corresponding valve is not tight. This valve should beoverhauled or replaced as soon as possible because otherwise thevalve seat and the valve cone will be destroyed.

� High air humidity may cause large amounts of condensed water toaccumulate in the charge air pipe (refer to Section 3.5). Discharge ofthe condensed water is to be checked through the leaked water pipethat runs along each cylinder bank. Where the condensed water isdrained via a float valve, this valve is to be checked for proper oper-ation. To minimise the accumulation of condensed water, the charge airtemperature should be kept as high as possible over the entire operat-ing range, however, with due allowance being made for other operatingparameters.

� The charge-air pressure should be looked up in the test run record andcompared with that measured on the engine. This comparison permitsconclusions to be drawn regarding the condition of the exhaust gasturbocharger and charge-air cooler. The charge air pressure measuredby a differential pressure gauge upstream and downstream of thecharge air cooler will serve as a measure for the degree of fouling ofthe air side of the cooler.Refer to the Technical Documentation, Volume B2 / work card 000.40.

Supplementary jobs/notes

� Although the cylinders develop the same output, the exhaust gas tem-peratures may vary slightly. It is not admissible to adjust the cylindersto the same exhaust gas temperatures.

� The cylinders should be loaded as evenly as possible. This can be veri-fied by comparison of the ignition pressures and the control linkageposition of the injection pumps.

� The exhaust gas temperatures have to be checked and compared withthe previously measured temperatures (acceptance certificate).If larger differences should be found, the cause is to be traced and thefault eliminated.

Cooling water system

Starting airsystem

Charge air system

Operating values

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� The exhaust discoloration is to be checked. Oil in the combustionchamber will give the exhaust gases a bluish colour, poor combustionor overloading will give the exhaust gases a darker resp. black colour.

� The engine output has to be reduced if the intake air temperatures orair pressures deviate from the values which were taken as a basis foroutput definition.

� Indicator diagrams have to be taken from all cylinders at the specifiedintervals (refer to the maintenance schedule, Section 4). For takingindicator diagrams at ignigion pressures�160 bar, a mechanical in-strument (such as, for example, an indicator, Maihak make), or, es-pecially at higher ignition pressures, an electronic measuring unit canbe used. Pressure/volume diagrams can be taken by means of anelectronic ignition pressure measuring device, e.g. of Messrs Baewert,Meerane (see complementary sheet 3.5.2). The shape of the com-pression/expansion line permits the ignition point and the ignition pres-sures to be determined, providing a useful comparison of the loading ofthe individual cylinders. The ignition pressures should only slightly devi-ate from the average (� 5 %) and should not exceed the specifiedlevel. Higher pressures are indicative of premature injection or an ex-cessive injection volume, lower pressures suggest delayed injection oran insufficient injection volume. A comparison of diagrams with thosetaken from the new engine permits potential irregularities to be recog-nised. The following values should be entered in each diagram to per-mit comparison at a later date should this be necessary: turbine speed,charge air pressure, exhaust gas temperature downstream of the cylin-der, engine speed, injection pump setting, spring calibration, andpossibly the fuel consumption during taking of diagrams.

� Marine engines can be rated using the engine operating data and theinjection pump setting. In the case of Diesel generator sets, the engineoutput can be determined from the generator output. Please refer toSection 3.5.

� In order to detect bearing damage in time and to avoid consequentialdamage, various safety equipment is fitted to the engine. The followingsystems are used:

The oil mist detector controls the oil vapour concentration in the crank-case of each cylinder (or cylinder pair in the case of V-type engines)and releases an audible and visible alarm or shuts the engine downautomatically when smoke develops from evaporating lube oil, whenthe bearing temperatures are too high, or in case of incipient piston fail-ure.

The bearing temperature monitoring system uses resistance thermom-eters fitted in the bearing bodies of the main bearings. These thermom-eters pass corresponding pulses to the safety system, thereby releas-ing audible and visible alarms or shutting down the engineautomatically.

The splash-oil monitoring system indirectly determines the tempera-tures of each individual running gear (or running gear pair in the case ofV-type engines) by means of the splash oil. In case a defined maxi-mum value or the admissible deviation from the mean value is ex-ceeded, the safety system initiates an engine shut-down. With thisequipment, it is possible to recognise incipient damage on running gearcomponents and bearings at a very early stage.

Indicator diagrams(not applicable to dual-fuelengines)

Determination of output

Running gear bearings

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Engine log book/Engine diagnosis/Engine management 3.5.2

Engine log book

Classification societies and some supervisory authorities require keepingan engine log book. Despite any printers and plotters your plant my have,we also recommend to enter the results of your checks in an engine logbook, in which also additional observations and actions can be noted andjobs that are due can be entered. Advantageously,

� measuring and test results,� renewal and topping up of operating media,� empirical information/conclusions drawn from maintenance and repair

work

should also be entered in this engine log book. It is up to the plantmanager/chief engineer to develop the engine log book to a basic tool towork with or an essential instrument of engine operation.

Since the opinions on what should be contained in the engine log bookdiffer widely, we have abstained from making proposals. However, wewould gladly assist you if desired, especially in fixing the reference values.The information sources of reference should be the test run andcommissioning records as well as the “List of measuring and control units”.

Still more valuable empirical facts/decision-taking fundamentals areobtained if essential operating data, times between overhaul or activitiesare not only noted down but represented chronologically. Diagrams similarto that shown in Figure 1 can be used for this purpose. This is anuncomplicated method for obtaining an informative trend analysis.

Figure 1. Diagrams for trend analyses

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Engine diagnosis using electronic ignition pressure measuring units

Visual and audible checks of the engine plant, entries in the engine logbook and evaluations on the basis of the operating time serve for theconventional way of determining the present and/or future condition.Information at a higher level can be obtained by using a portable ignitionpressure and injection pressure measuring unit, e.g. the Baewert HLV-94.Using this device, the pressure (if required, of several engines) at theindicator connection is recorded and indicated on an LC display in form ofa diagram over the crank angle or in form of a table. The appertainingmean indicated pressures are also calculated. Via a connection cable, themeasuring results can also be printed or made accessible to computerevaluation via a COM1 or COM2 interface. In a similar way, the injectionpressure is recorded and delivered. For this purpose, however, DMSsensors are required which are to be attached to the injection pipes.

Electronic ignition pressure measuring units allow to draw reliableconclusions on the load distribution from cylinder to cylinder and ondeviations from normal combustion and injection pressure trends, usingthe measured values, pressure curves and diagrams obtained. Dependingon the power spectrum, they provide decision-taking fundamentals forcorrection measures and maintenance or repair work, which in turncontribute to reducing operating costs and downtimes.

Figure 2. Electronic injection pressure measuring device, make Baewert

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System CompanyIndicator systemHLV 94

Baewert GmbHPostfach 177D-08393 Meerane

Digital pressure indicatorDPI

Leutert GmbH & Co.Schillerstraße 14D-21365 Adenhofen

Peak pressure indicatorLEMAG-PREMET LS

Lehmann & Michels GmbHMarlowring 4D-22525 Hamburg

Table 1. Electronic indicator systems

Engine diagnosis using CoCoS-EDS

CoCoS-EDS is an engine diagnosis and trend analysis system, whichevaluates the latest measuring data of the Diesel engine, on line on a PC.It was developed by MAN B&W Diesel AG and is a component of theCoCoS engine management system. The diagnosis system, whichfurnishes the knowledge of excellent specialists, permits a permanentdiagnosis in respect of

� tubocharging, combustion and injection,� the temperatures and pressures of air, gas, oil and water systems,� the temperatures of components, and� the condition of air filter, compressor, charge air cooler, turbine and

exhaust gas boiler.

EDS offers three operating levels, which are available at any time:

� monitoring,� trend, and� diagnosis.

EDS uses the values of the normal alarm system and, in addition, themeasuring values of the EDS sensor box. These additional measuringvalues are required for making more exact calculations and diagnoses.They are recorded every 20 seconds and memorised every half hour. Incase of an engine stop, all data recorded during the last half an hour isavailable. This is essential for analysing emergency stops.

Figure 3. CoCoS-EDS monitoring - visualising measuring data on a turbocharger

Monitoring

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Taking physical and thermo-dynamic processes into consideration, EDSconverts the measuring values in such a way that the displayed valuesrepresent the actual condition of the engine. The measuring records canbe requested in various forms of representation.

The trend analysis graphically represents the registered and memorisedchanges in condition. It is a very helpful method for early diagnosis ofirregularities in an engine’s operating condition.

In case of short-trend analyses, all engine operating values are memorisedin the data base at five-minute intervals. The memory depth is two weeks.In the long-term data base, the operating data of the short-trend data baseare accumulated to daily values. The memory depth here is two years.

Figure 4. CoCoS-EDS trend - operating values are displayed over a certain periodof time

Every five minutes, the so-called tentative diagnosis is made, enablingrecognition and display of deviations of an operating value from its normalvalue, independent from the present load point and from externalinfluences.

Since presently measuring sensors with long-term stability are notavailable for high-pressure values, the diagnosis system provides anindication once a week or, if necessary, at shorter intervals that an ignitionand injection pressure measurement is to be carried out. After thesevalues are entered, the EDS is able to make a complete diagnosis.

On request, the user is provided with the following information:

� date and time of the first striking and of the last occurrance of thedisturbance,

� the type of disturbance, and� the cause of the disturbance.

Trend

Diagnosis

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Figure 5. CoCoS-EDS diagnosis

The three modules provide the user with the necessary information on theactual condition of the engine, and all the experience gained by the MANB&W engine developers and service engineers.

3.5.3--01 E 11.98 All D Eng6680 02101/

Load curveduring acceleration/manoeuvring 3.5.3

Power-increasing-times for diesel engines in marine applications

It is not permitted to apply load to and withdraw load from Diesel enginesas quickly as desired. Instead, allowance is to be made for

� thermal and mechanical loads,� exhaust gas colouration, and� the turbocharger capacity.

The shortest possible load application and load reduction for marinepropulsion engines is shown in Figure 1.

Zeit (Min.) bei vorgewärmtem Motor (Öltemperatur� 40�C, Frischwassertemperatur� 60�C)Time (min) with engine at preheating temperature (oil temperature� 40�C, F.W. temperature� 60�C)

Figure 1. Load application curve during manoeuvring

In the AHEAD direction, 60% of the engine output are permitted to beapplied only after 15 seconds have elapsed under emergencymanoeuvring conditions or 30 seconds resp. under normal manoeuvringconditions. 100% engine output is not allowed to be reached earlier thanafter 30 seconds or 3 minutes resp. Diagram, part 3.

Acceleration

3.5.3--01 E 11.98 All D Eng6680 02102/

In the ASTERN direction, 15 seconds or 40 seconds resp. must elapsebefore 70% of the output are reached. Higher outputs are not availabledue to the propeller properties. Diagram, part 2.

At least 15 seconds must elapse during load reduction from FULL AHEADto STOP, at least 10 seconds during load reduction from FULL ASTERN toSTOP. Diagram, part 1/4. In case of faster load reduction, theturbocharger may start surging

Marine main engines in preheated condition should be operated at aspeed not exceeding approx 75% or a load not exceeding approx. 40%, ifpossible. Operation at full load is admissible after the service temperatureshave been reached.

In fixing the load application and load reduction times it should be notedthat the time constants for the dynamic behaviour of the engine relative tothe prime mover and/or the vessel may be wide apart. Ratios of 1:100 areencountered in the case of marine propulsion engines. This means thatthe engine responds much faster than the ship does. Faster loadapplication and load reduction rates will therefore have but a minor effecton the ship’s behaviour during manoeuvring (except, e.g. tug boats andferries).

Under normal manoeuvring conditions, we therefore strongly recommendthat the normal rates should be adhered to, and emergency manoeuvringshould be restricted to exceptional situations. This will decisively contributeto trouble-free long-term operation.

In case of manned engine operation, the engine room staff is responsiblefor the observation of load application requirements. For remotelycontrolled engines, the loading programs for normal and emergencymanoeuvring have to be integrated in the remote control scope. Suchintegration has to be agreed between the buyer, the shipyard and theengine manufacturer.

Load reduction

Besides, please note ...

3.5.4--01 E 04.03 All D Eng6680 02101/

Part--load operation 3.5.4

Generally the following load conditiones are differentiated:

� Over-load: > 100 % of full load output� Full-load: 100 % of full load output� Part-Load: < 100 % of full load output� Low-load: < 25 % of full load output

The ideal operating conditions for the engine prevail under even loading at60 % to 90 % of the full-load output. Engine control and rating of allsystems are based on the full-load output.In the idling mode or during low-load engine operation, combustion in thecylinders is not ideal. Deposits may form in the combustion chamber,which result in a higher soot emission and an increase of cylindercontamination.Moreover, in low-load operation and during manoeuvring of ships, thecooling water temperatures cannot be regulated optimally high for all loadconditions which, however, is of particular importance during operation onheavy fuel oil.

Engines are genuinely better equipped for low-load operation

� if they have a two-stage charge-air cooler, the second stage of whichcan be switched off in order to improve the operating data or

� if they have a two-stage charge-air cooler and switch-over from HT toLT has been provided for, permitting the admission of HT water to theLT stage.

HT: high temperature LT: low temperature

Because of the aforementioned reasons, low-load operation < 20 % of fullload output on heavy fuel oil is subjected to certain limitations. Accordingto Figure 1 , the engine must, after a phase of part-load operation, eitherbe switched over to Diesel oil operation or be operated at high load (>70 %of full load output) for a certain period of time in order to reduce the de-posits in the cylinder and exhaust gas turbocharger again.In case the engine is to be operated at low-load for a period exceedingthat shown in Figure 1 , the engine is to be switched over to Diesel oiloperation beforehand.

For continuous heavy-fuel oil operation at part loads in the range below25 % of the full engine output, co-ordination with MAN B&W Diesel AG isabsolutely necessary.

For low-load operation on Diesel fuel oil, the following rules apply:

� A continuous operation below 15 % of the full load output is to beavoided, if possible.Should this be absolutely necessary, MAN B&W Diesel AG has to beconsulted for special arrangements (e.g. the use of part-load injectionnozzles).

� A no-load operation, especially at nominal speed (generator operation)is only permitted for a maximum period of 1 ... 2 hours.

No limitations are required for loads above 15 % of full load, as long as thespezified operating data of the engine will not be exceeded.

Definition

Correlations

Better conditions

Operation on heavy fuel oil

Operation on Diesel fuel oil

3.5.4--01 E 04.03 All D Eng6680 02102/

P full load output in % t Operating period in hours (h)

Figure 1. Time limits for part-load operation on heavy fuel oil (on the left), duration of “Relieving operation” (on the right)

Figure on the left: Time limits for part-load operation on heavy fuel oil.

Right-hand figure: Necessary operating time at > 70 % of full-load outputafter part-load operation on heavy fuel oil. Acceleration time from presentoutput to 70 % of full-load output not less than 15 minutes.

Line a At 10 % of full-load output, HFO operation is permissible formax. 19 hours, then switch over to Diesel fuel oil, or

Line b operate the engine for approx. 1.2 hours at not less than 70 %of full-load output to burn away the deposits that have formed.Subsequently, low-load operation on heavy fuel oil can becontinued.

Explanations

Example

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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 charge

renewal 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 slightlywithin 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 additionalsheet 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 marinepropulsion 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 theengine trials as a rule. In heavy fuel oil (HFO) operation, pump admissionsettings 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 output2 Recommended combinator

curve4 Range of open blow-off flap

5 100s%-torque and100%-mean-effective-pressure line

6 Constant-fuel-admissionlines

7 Range of open blow-byflap

8 Range, in which thecharge 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

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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 in-jection 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 thatare 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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Engine operation at reduced speed 3.5.6

Changing operating conditions

Marine propulsion systems are subjected to external influences that maylead to a shifting of operating points. Causes for a shifting of operatingpoints and/or of the propeller curve/propeller map towards the left, in thedirection of lower speeds, include

� increased drive resistances, or� increased ship’s resistances,

due to marine growth and increasing roughness, inappropriate propellerlayout, propeller modifications (larger diameter/increased pitch) orpropeller defects.

Limits of operation at reduced speed under full torque

Under these conditions, the engine will still reach the full torque but nolonger the full speed -- at least not with the admissible rated output.Operation of the engine under these conditions of reduced speed/fuel-limited speed is limited as follows:

ApplicationAdmissible speed

reduction1)Corresponding

rated output(blocked)

Marine main engine drivinga controllable-pitch propeller

---- 100%

Marine main engine drivinga fixed-pitch propeller

� 10% 100%

Suction dredger equippedwithengines 20/27, 25/30engines 32/40 - 58/64

� 30%� 30%

90%100%

Fishing boats/tugs withengines 20/27 - 32/40

� 20% 100%

1) These values only serve for guidance. Conclusive for engine operation are the values fixedby agreement between the buyer, the shipyard/projecting office and the engine supplier.

Table 1. Maximum admissible speed reduction at full torque

Operations with an even higher reduction of speed at full torque is notadmissible

� because of the decreasing excess combustion air ratio (tendency ofcontamination/coking of components contacted by gas),

� because of the rising component temperatures endangering vitalcomponents (exhaust valves, cylinder heads, piston etc.), and

� because of the danger that the surging limit of the compressor isreached as a result of turbocharger fouling.

With due regard to the fact that continuous operation at reduced speedunder full torque is not only unfavourable for the engine but also results in

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reduced ship’s speeds, it must by all means be attempted to eliminate orreduce avoidable resistances. Most promising are counter measuresagainst the above-mentioned resistances.

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Equipment for optimising the engineto special operating conditions 3.5.7

Overview

MAN B&W four-stroke engines and turbochargers have been designedspecifically to yield optimum results, e.g. in terms of fuel oil consumptionand emission behaviour at normal service output. Nevertheless, certainoperating situations can better be coped with using supplementary oralternative equipment.

Table 1 lists the equipment for adapting the engine to special operatingconditions/for optimising the operating performance. It also lists thepreferred fields of application. This table is intended to provide you with asummary of the existing possibilities and their object.

Equipment/measure Object/loadcondition

Ship Stationary

Blow off charge air Full load x xBypass charge air Part load xRaise charge air temperature(two-stage charge air cooler)

Part load x

Control the charge airtemperature(CHATCO)

Part load/Full load

x x

Blow off exhaust gas(waste gate)

Full load x

Accelerate turbocharger(jet assist)

ManoeuvringLoadapplication

x x

Adjust the valve timing(32/40 engine only)

Part load x x

Adjust injection timing Part load x xTable 1. Equipment for optimising the operating performance.

x = availability

Brief descriptions

When engines are operated at full load at low intake temperature, the highair density involves the danger of excessive charge air pressure leading toan inadmissibly high ignition pressure. In order to avoid such conditions,the excessive charge air is withdrawn upstream or downstream of thecharge air cooler and blown off into the engine room. This is achieved bymeans of an electro-pneumatically controlled or spring-loaded throttle flap.See Section 2.4.1 and 3.5.12.

The charge air pipe is connected to the exhaust pipe via a reduceddiameter pipe and a bypass flap. The flap is closed in normal operation.During propeller operation between 25 and 60% load, the volume of airwhich is available for the engine is relatively small and the charge airpressure is relatively low. To increase the air volume that is available forthe engine under these conditions, charge air is blown into the exhaust

Charge air blow-off device

Charge air bypass device

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pipe. For this purpose, the bypass flap is opened. The resultant pressureincrease in the exhaust pipe leads to a higher turbine output and,consequently, to a higher charge air pressure.

The throttle flap is controlled by a pneumatic actuator cylinder, as afunction of the engine speed and fuel pump admission setting. Pleaserefer to Sections 2.4.1 and 3.5.8.

High air temperatures during part-load operation contribute to improvedcombustion and, consequently, reduced exhaust gas discoloration. Thiscondition can be achieved if a two-stage charge air cooler is used and thecharge air is heated by means of the low-temperature (LT) stage duringpart-load operation (20 to 60% load).

The charge air temperature control CHATCO reduces the amount ofcondensed water that accumulates during engine operation under tropicalconditions. In this connection, the charge air temperature is kept constantup to a certain intake temperature. If this value is exceeded, the charge airtemperature is constantly raised. Please refer to Section 2.4.7.

This equipment is used where special demands exist regarding fastacceleration and/or load application. In such cases, compressed air isdrawn from the starting air vessels and reduced to a pressure of approx.4 bar before being passed into the compressor casing of the turbochargerto be admitted to the compressor wheel via inclined bored passages. Inthis way, additional air is supplied to the compressor which in turn isaccelerated, thereby increasing the charge air pressure. Operation of theaccelerating system is initiated by a control, and limited to a fixed loadrange. Please refer to the figure in Section 2.4.1.

By blowing off exhaust gas upstream of the turbine and returning it to theexhaust pipe downstream of the turbine, an exhaust gas pressurereduction on the turbocharger and/or a drop in turbine speed at full load iseffected. This measure is necessary if the turbocharger has beendesigned for optimised part load operation. See section 3.5.11.

Two twin cams per cylinder are arranged on the camshaft. In each case,the cam track on the coupling side is in mesh under full-load conditions.During operation, the camshaft is shifted by a hydro-pneumatic controlsystem (similar to reversible engines).

This equipment enables the timing, i.e. the valve overlap, to be adapted tothe prevailing load. As a result, the charge renewal is optimised and theengine operating data is improved during part-load operation. For details,please refer to Section 2.4.5.

Adjustment on the 32/40 engine is achieved by means of a camshaft thatpermits adjustment relative to the direction of rotation using a turning,axially moving and helically toothed bushing which is in mesh with thetoothing provided on the camshaft. A shifting of the bush causes thecamshaft to be turned, whereby the injection timing is changed. Fordetails, please refer to Section 2.4.5.

On the engine types 40/54, 48/60 and 58/64, adjustment if effected byshifting the cam followers provided between the cam track and the fuelpump cylinder, or by turning the eccentric shaft carrying these camfollowers. For details, please refer to Section 2.4.5. The above-describedfacilities allow the ignition pressure and the fuel consumption to beinfluenced by effecting a shifting in the direction of “advanced ignition”.Shifting in the direction of “retarded ignition” helps reduce NOX emissions.

Device for raising thecharge air temperature(two-stage charge air cooler)

Control of the charge airtemperature (CHATCO)

Device for accelerating theturbocharger (jet assist)

Device for blowing off theexhaust gas (waste gate)

Device for adjusting the valvetiming (for 32/40 engines only)

Device for adjusting the injectiontiming

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Bypassing of charge air 3.5.8

Technical layout

This equipment for the bypassing of charge air essentially consists of theconnection between the charge air pipe (1) and the exhaust pipe (8), thethrottle flap (4) and the associated electropneumatic control.

1 Charge air pipe2 Diaphragm3 Interconnecting pipe4 Throttle flap,

pneumatically operated5 Lift limiting screw6 Electro-pneumatic

4/2-way valve (M392)7 Compensator8 Exhaust pipe9 Lever for manual

switch-over10 Shaft end, slotted

(emergency operation)

Figure 1. Equipment for charge air bypassing (schematic representation)

The rate of air flow through the interconnecting pipe can be limited by adiaphragm (2). The throttle flap is pneumatically operated. The endpositions of the power cylinders can be fixed by adjusting screws (5). Thecompensator (7) serves to absorb deformations/displacements in theinterconnecting pipe.


The supply of air to the pneumatic drive is controlled by the 4/2-way valve(6) and its solenoid valve. The passage 1 - 2 to open the flap is clearedwhen the solenoid valve is energised. The valve is switched over topassage 1 - 3 for closing the flap when the valve is de-energised. Theswitching condition of the solenoid valve (energised) is determined by thefollowing conditions:

� engine speed > 60 ... < 85%*,� pump rack setting > 25 ... < 65%*,� engine is not started/engine is not connected (stable load condition).

* The upper limit depends on the engine size and number of cylinders (up to 95 or 75% respectively)

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To ensure these conditions and for the electric control of the solenoidvalve, there is a speed transmitter/speed relay and a split cam in thecontrol stand. This cam effects the pump rack setting (40/54 to 58/64engines). On the 32/40 engine, pump rack settings are generated by a unitevaluating the analog signals of the remotely operating admissiontransmitter. This equipment restricts bypassing to an output/speed rangeas shown in Figure 2.

1 Range for bypassing ofcharge air

2 Limit of maximumadmissible operatingrange

3 Theoretical propellercurve

Figure 2. Output/speed range for the bypassing of charge air (example, valid forfixed-pitch propeller drive)

The bypassing of charge air into the exhaust pipe causes the charge airpressure and specific air/exhaust gas volume to be increased, and theexhaust gas temperature upstream and downstream of the turbine to bereduced.

Setting

The settings of all elements are fixed during the engine test run and/orduring sea trials/commissioning. They must not be changed during thewarranty period without the approval of MAN B&W Diesel AG.

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Emergency operation

If necessary, the 4/2-way valve can be switched over by hand using thelever (9) on the underside of the valve. The throttle flap can be turnedthrough the slot provided in the shaft end (10). See Figure 3.

9 Lever for4/2-way valve

10 Slotted shaft end

Figure 3. Actuation of the 4/2-way valve and the throttle flap in case of emergency

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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 workproperly. Water should be drained from the air vessels after fillingand 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.

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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/h�1 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 N m2.

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 N m2,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. Stage2 2. Stage3 3. Stage

Pe Application of load as a% of continuous power

pe medium effectivepressure in continuouspower

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 applicationof load

2 Usable in short term3 Not usable

(control reserve)

Pe� Application of loadPe Constant load

Reference pressure pe =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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Exhaust gas blow--off 3.5.11

Technical layout

The device for blowing off the exhaust gas essentially consists of the con-nection between the exhaust pipe upstream of the turbocharger (11) andthe exhaust pipe downstream of the turbocharger (9), the blow-off flap (1)and its electro-pneumatic control.

1 Blow-off flap withpneumatic drive

2 Intake silencer3 Turbocharger4 Compressor5 Turbine6 Double diffuser7 Deflection casing

8 Blow-off pipe9 Exhaust pipe

downstream ofturbocharger

10 Compensator11 Exhaust pipe upstream of

turbochargerM367 Electro-pneumatic

5/2-way valve

C Control air 8 barG Fresh airH Charge airJ Exhaust gas downstream

of engineP Exhaust gas downstream

of turbocharger

Figure 1. Device for blowing off exhaust gas (schematic representation)

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Brief description

Depending on the turbocharger design, especially in case of part-loadoriented use, turbocharger overspeed may occur in the upper load range.In order to prevent this, exhaust gas is taken from the exhaust pipe up-stream of the turbocharger and led via a bypass pipe directly into thechimney or to the exhaust gas boiler plant. This way, an exhaust gaspressure reduction is reached and thus a turbine speed decrease duringfull load. If required, the by--pass pipe (blow-off pipe) is opened and/orclosed by means of an electro-pneumatically controlled flap.

Figure 2. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60engine type - the design of the pipe fitted may differ from that shown in the figure)

Figure 3. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60engine type - the design of the pipe fitted may differ from that shown in the figure)


8 Blow-off pipe9 Exhaust pipe

downstream ofturbocharger

12 Exhaust pipe withcovering(upstream ofturbocharger)


8 Blow-off pipe

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Operating principle

The air supply to the pneumatic drive of the flap is controlled by the5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clearwhen the solenoid valve is excited. In de-excited condition, the way 1 - 2for closing the flap is clear.

The turbocharger speed serves as a criterion for the activation of the blow-off flap. In case the speed transmitter fails, the activation is effected as afunction of the fuel admission. If the turbocharger speed or the fuel admis-sion are in the critical range, the active flap position is maintained in orderto prevent constant switching-over (hysteresis) of the blow-off flap. Incase the actual value in turn exceeds and/or falls below the limit value, theflap control causes switching over of the blow-off flap.

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Engine operation III --Operating faults 3.6

3.1 Prerequisites3.2 Safety regulations3.3 Operating media3.4 Engine operation I - Starting the engine3.5 Engine operation II - Control the operating data

3.6 Engine operation III - Operating faults

3.7 Engine operation IV - Engine shut-down

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Faults/Deficienciesand their causes (Trouble Shooting) 3.6.1

Preliminary remarks

Tables 1-3 contain a number of potential operating faults and their possiblecauses. They are intended to contribute to reliable fault diagnosis and effi-cient elimination of their causes.

The faults were subdivided into three categories:

� Engine start/engine operation,� operating data, and� other problems.

In most cases, the sources/causes of faults cannot be definitely traced inthe first step. There will be several possible causes as a rule. The mostprobable one is to be found, making due allowance for

� the appearance,� the temporal and physical facts, and� the personal, empirical know-how.

The “info” column contains references to text passages of the operatinginstruction manual and to work cards. The code numbers given in the“code” column permit the table to be also used under the motto “Whathappens if ...”.

The code number 15, for example, appears at three different points in thetables (marked by �). The meaning behind it: Supposed the injection tim-ing is too far in the “late” direction, the following possible effects must beexpected:

� The engine does not reach the full output/speed,� the exhaust gas temperatures are excessive, and� the exhaust plume is visible, of dark colour.

To be noted: The operating instruction manual for the turbocharger con-tains its own table for trouble shooting.

The order of entries does not permit to draw conclusions on the probabilityof causes. The order rather follows the principle: Causes related to en-gine operating media and operating media systems in the first place, fol-lowed by engine, turbocharger, and possibly ship.

Trouble shooting with the aid ofTables 1-3

Break-down

“Info” and “Code” columns

Example

Trouble shooting on theturbocharger

Order of entries

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Trouble shooting “Engine start/engine operation”

Fault/system Causes Info Code

Crankshaft does not turn on start, turns too slowly, or swings backCompressed air system Pressure in the compressed air tank too low 01

Main starting valve defective 162.xx 02Starting valve defective 161.xx 03Starting air pilot valve defective 160.xx 05

Control and monitoringsystem

Fault in the pneumatic or electronic control system 63

Remote starting interlocked 83Turning gear Turning gear not completely disengaged 79

Engine reaches ignition speed, but there is no ignitionFuel Fuel quality inadequate 3.3 09Fuel oil system Fuel tank empty 06

Fuel system not vented 07Injection pumps do not deliver fuel 2.4, 200.xx 08Fuel pressure at entry into injection pump too low, de-livery pump defective

2.4, 2.5 12

Fuel oil filter clogged 13Injection pump/IP drive Excessive clearance between injection pump plunger

and barrel2.5, 200.xx 16

Speed governing system Speed governor/booster defective/faulty/misadjusted 140.xx 56Pick-up defective (32/40 engine) 140.xx, 400.xx 78


Fuel admission release missing/too low 65

Fault in the pneumatic or electronic control system 63

Cylinders firing irregularlyFuel Fuel quality inadequate 3.3 09

Water in the fuel 3.3, 000.05 10Fuel system Fuel system not vented 07

Fuel pressure at entry into injection pump too low, de-livery pump defective

2.4, 2.5 12

Fuel oil filter clogged 13Injection valve Injection valves defective 221.xx 20Inlet/exhaust valves Inlet or exhaust valves sticking, valve spring broken,

valves not tight113.xx, 114.xx 26

Engine does not reach full output or speedFuel Fuel quality inadequate 3.3 09

Water in the fuel 3.3, 000.05 10Fuel oil viscosity too low, fuel overheated 3.3 66

Fuel system Fuel system not vented 07Fuel pressure at entry into injection pump too low, de-livery pump defective

2.4, 2.5 12

Fuel oil filter clogged 13

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Fault/system CodeInfoCausesInjection timing adjustment Injection timing too late (only engines with

automatic injection timing adjustment)2.4, 200.xx,120.xx (32/40),202.xx(40/45 ... 58/64)

15 �

Injection pump/IP drive Excessive clearance between injection pump plungerand barrel

2.5, 200.xx 16

Injection pump plunger sticking, spring broken 200.xx 17Control rod, regulating sleeve or pump element gotstuck

200.xx 18

Pressure valve in the injection pump not tight 200.xx 19Injection valves Injection valves defective 221.xx 20

Nozzle orifices or injection pipes clogged 221.xx 21Governor/control linkage Governor/booster defective/faulty/misadjusted 140.xx 56

Governor or control linkage setting spoiled 2.4, 140.xx 22Control 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 89Turbocharger Turbocharger fouled or defective 500.xx 49Ship Marine propulsion engines: Propeller damaged, or

marine growth on hull45

Irregular engine operation, knockingFuel system Fuel system not vented 07

Fuel pressure at entry into injection pumps too low,delivery pump defective

2.4, 2.5 12

Fuel oil filter clogged 13Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25Injection timing adjustment Injection timing too early (only engines with automatic

injection timing adjustment)2.4, 200.xx,120.xx (32/40),202.xx(40/45 ... 58/64)

14

Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17Injection valves Injection valves defective 221.xx 20Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken,


Excessive valve clearance 111.xx 90

Engine speed fluctuatesFuel Air in the fuel 75Fuel system Fuel pressure at entry into injection pump too low, de-

livery pump defective2.4, 2.5 12

Governor/control linkage Governor setting spoiled, control linkage worn out 2.4, 140.xx 22Governor/booster defective/faulty/misadjusted 140.xx 56Control linkage sluggish or stuck 203.xx 23Pick-up defective (32/40 engine) 140.xx, 400.xx 78

Injection pump/IP drive Control rod, regulating sleeve or pump element gotstuck

200.xx 18


Reference value for speed instable (air leakage/elec-trical signal)

58

3.6.1--02 E 11.02 32/40 up D6680 09104/

Fault/system CodeInfoCauses

Engine speed drops, engine stopsFuel Water in the fuel 3.3, 000.05 10Fuel system Fuel tank empty 06

Fuel pressure at entry into injection pump too low, de-livery pump defective

2.4, 2.5 12

Fuel oil filter clogged 13Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25Governor/control linkage Reference value for speed missing 59

Control linkage sluggish or stuck 203.xx 23Control and monitoringsystem

Shut-down initiated 2.4 24

Overspeed protection trippedGovernor/control linkage Governor/booster defective/faulty/misadjusted 140.xx 56

Governor - “Dynamics” incorrectly adjusted 140.xx 57Control linkage sluggish or stuck 203.xx 23


Overspeed relay defective 85

Exhaust plume contains soot, dark smokeFuel Fuel quality inadequate 3.3 09Engine Engine or some of the 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 engines with automaticinjection timing adjustment)

2.4, 200.xx,120.xx (32/40),202.xx(40/45 ... 58/64)

15 �

Injection pump/IP drive Fuel injection pump, baffle screws worn 200.xx 69Injection valves Injection valve defective 221.xx 20Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken,



Fuel admission setting too high (marine main engines- in manoeuvring mode only)

64

Turbocharger Turbocharger fouled or defective 500.xx 49Air intake filter clogged (air starvation) 91

Exhaust plume is blue smokeFuel Water in the fuel 3.3, 000.05 10Lube oil system Oil level in the oil sump too high (wet oil sump) 34Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28

Piston rings stuck or broken 034.xx 32Turbocharger Turbocharger overlubricated 500.xx 92

Noise coming from the valve or injection pump drive (noise depending on speed)Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17

Drive roller defective, or spring broken 200.xx (32/40,40/45), 201.xx(40/54 ... 58/64)

46

Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken,valve not tight

113.xx, 114.xx 26

3.6.1--02 E 11.02 32/40 up D6680 09105/

Fault/system CodeInfoCausesExcessive valve clearance 111.xx 90

Smoke issuing from crankcase/crankcase venting, hollow-sounding noise coming from the crankcaseLubricating oil Oil contains too much water 3.3, 000.05 81Engine Crankcase venting blocked 93Piston/piston rings Piston rings stuck or broken 034.xx 32Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31

Oil mist detector trippedOil mist detector Sensitivity wrongly set 76

Condensed water in the measuring unit (if engineroom ventilators blow cold air against the detector)

77

Lubricating oil Lubricating oil contains too much water 3.3, 000.05 81Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31

Splash-oil monitoring system trippedLubricating oil Lube oil temperature too high 104

Lube oil temperature - deviation from mean value ex-cessive

105

Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31Table 1. Faults and their causes/trouble shooting -- Part 1 -- “Engine start/engine operation”

3.6.1--02 E 11.02 32/40 up D6680 09106/

Trouble shooting “Operating data”

Fault Causes Info Code

Cooling water temperature too highCooling water system(HT system)

Lack of cooling water, or air in the cooling watersystem

42

Cooling water spaces and/or coolers fouled 000.08 43Cooling water pump defective 44Temperature controller defective 47Preheating system operating 87

Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25Control and monitoringsystem

Indicating instrument or connecting line defective 39

Cooling water pressure too lowCooling water system(HT system)

Cooling water level in the storage tank too low 70

Leakage in the system 71Pipes clogged, fittings blocked 74Cooling water pump defective 44Stand-by pump not started 82



Pressure switch/transducer defective 61

Lube oil temperature too highCooling water system(recooling system)

Lack of cooling water or air in the CW system 42

Cooling water spaces and/or coolers fouled 000.08 43Cooling water pump defective 44Temperature controller defective 47Preheating system operating 87



Lube oil pressure too lowLube oil system Lack of oil in the service tank 35

Overpressure valve of lube oil pump, spring broken 36Pressure control valve defective 60Lube oil pipes not tight 37Lube oil pipe clogged 80Lube oil filter clogged 38Lube oil pump defective 41Stand-by pump not started 82



Pressure switch/transducer defective 61

3.6.1--02 E 11.02 32/40 up D6680 09107/

Fault CodeInfoCauses

Exhaust gas temperature (deviation from level or change of mean value)Fuel system Fuel oil pressure at entry into injection pump too low,

delivery pump defective2.4, 2.5 12

Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25Charge-air system Charge-air temperature too high, charge-air pressure

too low2.5 48

Fault in the bypassing system 62Injection timing adjustment Injection timing too late (only engines with automatic


15 �

Injection valves Injection valves defective 221.xx 20Injection pump Fuel injection pump - incorrect setting 200.xx 67

Fuel injection pump defective 200.xx 68Cylinder head Cylinder head - inlet duct fouled 055.xx 88Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken,




Temperature sensor defective 84Cabling/connections defective/inadequate 86

Turbocharger Turbocharger fouled or defective 500.xx 49Ship Marine propulsion engines: propeller damaged, or

marine growth on hull45

Charge-air temperature too highAir intake system/charge-airsystem

Temperature of air taken in too high 2.5 50

Cooling water system(LT system)

Lack of cooling water, or air in the CW system 42

Cooling water spaces and/or coolers fouled 000.08 43Cooling water pump defective 44Temperature controller defective 47



Temperature sensor defective 84Cabling/connections defective/inadequate 86

Charge-air pressure too lowAir intake system/charge-airsystem

Temperature of air taken in too high 2.5 50

Charge-air cooler fouled (excessive differentialpressure)

2.5, 322.xx 53

Leakage on the air and exhaust gas sides 52Exhaust gas system Exhaust gas back pressure too high (exhaust gas

boiler fouled)2.5 54

Injection timing adjustment Injection timing too early (only engines with automaticinjection timing adjustment)

2.4, 200.xx,120.xx (32/40),202.xx(40/45 ... 58/64)

14



Turbocharger Air filter, compressor/turbine side of turbocharger fou-led/damaged

500.xx 51

3.6.1--02 E 11.02 32/40 up D6680 09108/

Fault CodeInfoCauses

Main bearings - Temperature too highMain bearing Bearing damaged, lubrication faulty 021.xx 72Engine Alignment/foundation faulty 000.09, 012.xx 95Control and monitoringsystem

Temperature sensor defective 84

Cabling/connections defective/inadequate 86Table 2. Faults and their causes/trouble shooting -- Part 2 -- “Operating data”

3.6.1--02 E 11.02 32/40 up D6680 09109/

Trouble shooting “Other problems”

Fault Causes Info Code

Control linkage of injection pumps sluggish/blockedGovernor/control linkage Governor or control linkage setting spoiled 2.4, 140.xx 22

Control linkage sluggish or stuck 203.xx 23Control and monitoringsystem

Shut-down device triggered 2.4 24

Injection pump delivery erraticFuel Fuel viscosity too low, fuel overheated 3.3 66Fuel system Fuel system not vented 07

Fuel too cold, solidified in the pipes (HFO) 3.3 11Fuel oil pressure at entry into injection pump too low,delivery pump defective

2.4, 2.5 12

Fuel oil filter clogged 13Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17

Pressure valve in the injection pump not tight 200.xx 19Control rod, regulating sleeve or pump elementsticking

200.xx 18

Starting-air pipe before cylinder head becoming hotCylinder head Starting air valve not tight 161.xx 04

Safety valve in the cylinder head blowing offEngine Engine or some of the cylinders severely overloaded 2.5, 3.5 25Cylinder head Safety valve, spring broken 057.xx 27Injection timing adjustment Injection timing too early (only engines with automatic


14

Tabelle 3. Faults and their causes/trouble shooting -- Part 3 -- “Other problems”

3.6.2--02 E 12.00 L 40/54, L 48/60, L 58/646680 04101/

Emergency operationwith one cylinder failing 3.6.2

Even if the engine is operated with adequate care, serious faults occuring

� on the injection system or injection pump drive,� on the inlet or exhaust valves or the gear of these,� on the cylinder head, or� on the connecting rod, piston or cylinder liner

cannot be completely ecxluded. If such a fault occurs, the engine has tobe stopped and the damage has to be remedied. If this is not possible, thepossibilities of emergency operation are to be checked and the necessaryprovisions are to be made, if any. The engine can then be further operatedunder certain conditions, and at reduced output in most cases. If for someimportant reason the engine cannot be stopped, it should at least be at-tempted to take all appropriate measures for avoiding consequential dam-age.

Table 1 lists such emergency cases, the relevant conditions and countermeasures. The texts following after the table describe the exemplarycases of emergency in more details and give supplementary hints.

FaultOperation possible/

not possibleConditions/Measures/Dangers

Engine typeL40/54 L48/60 L58/64 Code number

Case 1✔ ✔ ✔ 1 6 8 10

Legend:Injection pumpswitched off

✔ ✔ ✔ 1, 6--8, 10

Case 2✔ Operation possible☎ Consultation with

MAN B&W Diesel AGrequested

Rocker arms andpush rods dis-mantled, injectionpump switched off

✔ ✔ ✔ 1, 2, 6--8, 10q

Case 3 ✔ ✔ 1-3, 5-11Piston andconnecting roddismantled

✔1-4, 6--11

Case 4 12Two pistons andconnecting rodsdismantled

☎ ☎ ☎

Table 1. Emergency operation with one or two cylinders failing on semi-resiliently mounted engines

Emergency operation with oneor two cylinders failing

3.6.2--02 E 12.00 L 40/54, L 48/60, L 58/646680 04102/

Explanations -- Type of fault

Operating faults which necessitate the switching off of the injection pump(fuel admission = zero) but permit operation of the cylinder/piston involvedagainst the normal compression resistance (the compression), such as

� fault in the injection system due to a defective nozzle,� fault on the cylinder head due to a defective valve, due to gas leaking

at the cylinder head, due to a broken cylinder head bolt.

Operating faults which necessitate the removing of rocker arms and pushrods and the switching off of the injection pump (fuel admission = zero) butpermit operation of the respective cylinder/piston to be continued againstcompression (valves closed), such as

� fault in the valve timing gear,� fault on the cylinder head due to gas leaking on the sealing rings, due

to max. two broken cylinder head bolts.

Important! Cases 1 and 2 are less problematic from the vibrationspoint of view than case 3 is, because the running gear components remainin place.

In case of operating faults which do not permit operation of the pistonagainst compression, case 3 should be attempted, or the engine should beshut down.

Operating faults making the removal of a complete running gear (piston,connecting rod, push rods) necessary.

Important! Cases 1 ... 3 are made allowance for in the torsionalvibration calculation. Limitations in operation which may becomenecessary are given as barred ranges on warning plates attached to theoperating equipment.

Operating faults making the removing of two complete running gears (pis-ton, connecting rod, push rods) necessary.

Conditions/measures -- What is to be done?

Conditions/measures/dangers

Switch off the injection pump as described in work card 200.02 (L40/54and L48/60 engine types) or work card 200.01 (L58/64 engine type).

� Remove the rocker arm as described in work card 111.01.� Remove both push rods as described in work card 112.01, swing up the

cam follower and secure it in this position using a wire rope and clamp-ing screw from the basic tools stock3). Plug the lube oil bores.

� Plug the oil pipe for rocker arm lubrication.� Remove the piston and connecting rod.� Plug the lube oil bores in the crank pin as described in work

card 020.04.� Plug the starting air pipe leading to the silenced cylinder.

For adequate balancing of the rotating mass moments, remove a balanceweight at the throw of the defective cylinder as described inwork card 020.01 (only L58/64 engine type).

3) Cams and rollers must have no contact as the camshaft is turning.

Case 1

Case 2

Case 3

Case 4

Code number

1

2

3

4

3.6.2--02 E 12.00 L 40/54, L 48/60, L 58/646680 04103/

Conditions/measures/dangers

For adequate balancing of the rotating mass moments, remove two bal-ance weights at the throw of the defective cylinder as described inwork card 020.01 (L40/54 and L48/60 engine types).

Reduce the engine output (and speed) in accordance with the instructionplate attached to the control console. Theoretically available output and/orspeed in accordance with the conditions which are explained below.

Observe the operating data. The exhaust gas temperatures and turbo-charger speeds must not exceed the admissible limits.

Take note of the danger of turbocharger “surging”.

Due to one piston being removed, problems in engine starting may occurat certain crankshaft positions.

Permanently observe the engine. As a matter of precaution, engine oper-ation/manoeuvring should be performed from the engine room. Limit oper-ation to emergency cases/a limited period of time.

Mass balancing upset. Critical vibrations may occur on the engine or in theship’s hull (natural hull frequencies) also outside the speed ranges whichhave been barred as a result of the torsional vibration calculation. Suchranges should be avoided/passed quickly. The engine output is to be re-duced to 50%.

Mass balancing severely upset. Engine operation only permitted on con-sultation with MAN B&W Diesel AG.

Reduction of output and speed

To avoid that the unaffected/remaining cylinders are overloaded, the en-gine output, and possibly also the engine speed, have to be reduced. Thefollowing theoretical conditions apply:

Maximum admissible output Pmax� PN Z--1Z

.

Maximum admissible speed nmax� nN Z--1Z� .

With

PN Rated output nN Rated speed Z Number ofcylinders

The value for radicand can be looked up in Table 2.

Z 5 6 7 8 9 10 12 14 16 18

Z--1Z� 0.89 0.91 0.93 0.94 0.94 0.95 0.96 0.96 0.97 0.97

Table 2. Factors to determine the speed reduction required when a cylinder fails

As a matter of basic principle, the maximum admissible exhaust gas tem-perature must not be exceeded, and the turbocharger must not be “surg-ing”.

Code number

5

6

7

8

9

10

11

12

Controllable-pitch propeller orgenerator drive (n = const.)

Fixed-pitch propeller drive

3.6.2--02 E 12.00 L 40/54, L 48/60, L 58/646680 04104/

Instructions concerning vibrations

Switching off the injection pump on one cylinder may result in criticalspeeds requiring further restrictions of the operating speed range. Thebarred ranges to be observed under these abnormal operating conditionsare given on the instruction plates.

If it should be necessary to remove the running gear components of thecylinder affected (case 3), the engine output has to be reduced to 50%.Moreover, the mass balance is seriously upset. Free mass forces and mo-ments may occur, which in turn may result in anomalous vibrations on theengine or in the ship’s hull. In this case, further speed ranges have to bebarred as required.

Removal of balance weights to compensate the rotating mass portion ofthe removed connecting rod will restore the upset mass balance to someextent only.

Should it become necessary to suppress the ignition of more than one cyl-inder, make sure to consult MAN B&W Diesel AG, Werk Augsburg.

Barred ranges/Torsional vibrations

3.6.3--01 E 10.98 General6680 03101/

Emergency operation on failureof one turbocharger 3.6.3

Preliminary remarks

Turbochargers are turbo machines subjected to high stresses which mustreliably ensure the entire gas renewal performance of the engine at veryhigh speeds and relatively high temperatures and pressures. Like theengine, the turbocharger can also suffer disturbances, despite carefulsystem operation, and emergency operation is also possible in most casesunless the damage can be repaired immediately.

The following means are availabe for emergency operation of the enginewith the turbochargers defective:

NR turbochargers (R series and S series)

� End cover to close the turbine rear side with the rotor and bearinghousing removed (cartidge)

NA turbochargers (S series)

� Arresting key to block the rotor from the compressor side (the suctioncross-sectional opening remains unclosed) -- such a key is alsoavailable for NR 34/S,

� end cover to close the compressor and turbine rear side with the rotordismantled.

All of these elements are so designed that the flow is not obstructed on theair side and exhaust side of the turbocharger.

Means for use on the engine

� Cover piece (protection grid) for the far end of the turbochargercharge-air pipe (remove the charge-air bypass pipe before if required).This cover piece serves to facilitate suction.

� Blind flange for the exhaust gas pipe at the end opposite theturbocharger (if there is a charge-air bypass). The blind flange servesto lock the exhaust pipe during suction, with the bypass removed.

� In the case of V-type engines, depending on the layout of charge-airand exhaust pipes on the engine, blind flanges for the charge-air pipesocket and exhaust pipe socket (charge air side: downstream of thecompressor, exhaust gas side: upstream of the turbine). These blindflanges serve to prevent wrong switching/backflow/leakage inemergency operation.

The following possibilities exist if the rotor of the turbocharger can nolonger rotate freely, or must be prevented from rotating. Please refer toTable 1.

Means available

Emergency operation with oneor both turbochargers failing

3.6.3--01 E 10.98 General6680 03102/

Emergency measures Supplementary measures/provisiones

Code numberEngine stop not permitted for compulsory reasonsNothing is changed on the turbocharger 1-3Engine may be stopped (temporarily)NR turbocharger

● Dismantle the rotor and bearing housing (cartridge), mount the end cover onthe rear of the turbine (see turbocharger operating manual and relevant workcards). Gas renewal of the engine is through the partly stripped turbochargeron the air side and exhaust side.

This possibility exists in case of failure of1 turbocharger In-line engine

V-type engine2 turbochargers V-type engine

1-7

NA turbocharger● Measure ABlock the rotor from the compressor side using the arresting key (suctionopening remains open). Subsequently re-assemble intake air silencer or intakecasing. Please refer to turbocharger operating manual and work card 500.05.Take measure A only if measure B cannot be taken for reasons of time.Consequential damage possible.● Measure BDismantle the rotor with bearings, block the bearing casing by mounting endcovers on the compressor and turbine sides. Reassemble the silencer/intakecasing and the turbine inlet casing, if applicable. Please refer to theturbocharger operating manual and work card 500.05.

Possibilities in case of failure of1 turbocharger In-line engine

V-type engine2 turbochargers V-type engine

1-4, 7(5-7 depending on

situation and required)

1-7

Table 1. Emergency operation with one or both turbochargers failing (continued from preceding page)

Explanations

Supplementary measures/provisions

Reduce the engine output. The maximum exhaust gas temperaturesdownstream of the cylinders and upstream of the turbocharger and (onengines equipped with two turbochargers) the maximum admissibleturbocharger speed must not be exceeded. Observe the exhaust gas fordiscolouration.

Use all the endeavours that appear appropriate to reduce consequentialdamage.

With the rotor arrested or dismantled, cut off the lube oil supply to avoidfouling and fire hazards.

The engine has to be operated in the naturally aspirated mode, (ifequipped with two turbochargers) with reduced super-charging.

Code number

1

2

3

4

3.6.3--01 E 10.98 General6680 03103/

Supplementary measures/provisions

In-line engines:

Cover pieces (protection girds) have to be mounted on the charge-air pipe.On engines equipped with a charge-air bypass, it is also necessary tomount the blind flange at the exhaust gas side connection.

V-type engines

On V-type engines having a common charge-air pipe, a blind flange is tobe mounted on the compressor outlet of the defective turbocharger so asto avoid air losses.

V-type engines

Separate the exhaust gas inlet side of the defective turbocharger from thegas flow of the second turbocharger by fitting a blind flange.

1 turbocharger failing In-line engine V-type engineFixed-pitch propeller 15% up to 50%p p p

of the rated output at thecorresponding speed

Controllable-pitchll / t i

20% up to 50%ppropeller/generator service of the rated output at the rated speed

Table 2. Emergency operation with one or both turbochargers failing -- outputs/speeds that can be reached

Code number

5

6

7

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 ormanually operated engines are concerned, it must be ensured thatthe 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 withas 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 allowedto 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, possiblyleading 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

3.6.5--01 E 03.02 General6680 01101/

Failure of the cylinder lubrication 3.6.5

Supply of lube oil to the piston running surfaces, piston rings and cylinderliners is ensured by splash oil in the crankcase and by the additionalcylinder lubrication. If the cylinder lubrication system should fail in part orcompletely, engine operation can be continued for a short period(app. 250 h).

The lubrication system should be repaired or replaced as soon aspossible.

Emergency operation withcylinder lubrication failing

3.6.6--06 E 01.00 40/54, 48/60, 58/646680 03101/

Failure of the speed control systems 3.6.6

Starting the engine in manual operation (with PGG-EG speed governor)

Failure of the remote control or the electronic governor.

Figure 1. Operating device, in case a PGG-EG speed governor is mounted(for older models, the steps apply accordingly)

� Switch the operating lever (4) to “Emergency operation with mech.governor” (refer to Figure 1 ).

� Turn the admission limitation knob (2) on the governor to position 4 ... 5(refer to Figure 2 ).

� Adjust the desired speed value to minimum by means of the turningknob (5) (to the stop, counterclockwise).

� Check whether all systems are working (oil, cooling water, lube oil) andwhether the indication (1) is glowing/not glowing.

� Depress the push-button “Starting” (3) until the engine ignites.� Set the admission limitation to the desired value (normally “Full”) by

means of the admission limitation knob (2).� Adjust the desired speed value on the turning knob (5).

In case of twin-engine plants which drive a shaft, only one engine is run inmanual operation.

▲ Attention! Observe the remarks in Sections 3.4 to 3.7, Engineoperation!

To ensure a reliable interaction of the engine with the subordinatesystem components (coupling and propeller or generator), thecorresponding remarks in the operating instruction manuals of therespective manufacturers are to be observed during manualoperation.

Starting condition

1 Indication3 Push-button4 Operating lever

Steps

3.6.6--06 E 01.00 40/54, 48/60, 58/646680 03102/

Figure 2. PGG-EG speed governor (example: L 58/64)

Important! It is recommended to start the engine in manualoperation at regular intervals.

Mechanic-hydraulic speed governor

In case of a total failure of the mechanic-hydraulic speed governor, e.g.due to breakage of the speed governor’s drive shaft, the engine isstopped.

▲ Attention! Starting the engine is only possible after the governorhas been repaired.

Electronic-hydraulic speed control system

In case the electronic speed governor fails, caused

� by internal faults or� by a failure of the voltage supply,

the governor output signalling to the actuator drops to zero. Onedifferentiates two cases:

� increasing current signal (direct acting) for higher admission,� dropping current signal (reverse acting) for higher admission.

In case of an increasing signal, admission is set to “Zero”. The engine isstopped.

2 Admission limitation knob5 Turning knob

Direct Acting

3.6.6--06 E 01.00 40/54, 48/60, 58/646680 03103/

▲ Attention! The engine may only be restarted electronically afterthe defect has been eliminated.

A further operation using the mechanic governor is possible afterswitching over to “Emergency operation with mech. governor”.

n case of a dropping signal, admission is set to “Full”. The speedincreases. After a certain speed is reached, the mechanic-hydraulic speedgovernor takes charge of the speed control.

Reverse Acting

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 moreimportant 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 ofreduction and stop signals is highly dangerous, both for personsand 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--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 shutoff automatically.

▲▲▲ Danger! Bearing damage, piston seizures and blow-bys pro-mote the formation of oil mist, which includes an acute risk of per-sonal injuries and damage to property. An explosion may occur inthe crankcase, and engine, crankshaft, as well as running-gear com-ponents 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.

Important! The engine may only be restarted after it has been es-tablished that no damage occurred or after the damage causing the alarmhas been eliminated.

Monitoring of the running geartemperature

Risk of personal injuries and da-mage to property!

Checking the alarms

Checking the running gear

3.7--01 E 11.976682 01101/

Engine operation IV --Engine shut--down 3.7

3.1 Prerequisites3.2 Safety regulations3.3 Operating media3.4 Engine operation I - Starting the engine3.5 Engine operation II - Control the operating data3.6 Engine operation III - Operating faults

3.7 Engine operation IV - Engine shut-down

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

08.05 L 58/646640 01101 /

Table of contents

� 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)


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’sduties. 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--02 E 07.99 32/40 upw6628 07101/

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 theturbocharger(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, e.g. for the milling of seatsin the valve cages of cylinder heads (from 40/54 engine upwards), aremade available to our service bases, and possibly also our authorisedworkshops, for such purposes. We therefore recommend that you consultthese partners, or entrust them to do jobs for you whenever your owncapacities in terms of time, 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.

Cylinder liners require rehoning when piston rings are replaced or whenthe roughness of the running surface has become insufficient. This job canbe contracted to a service base or done by the user himself using thehoning tool.

Standard tools

Tools on customer’s request

Special tools

Tools

Device for removing/fitting themain bearing capItem no. 10310

Device for removing/fitting thetorsional vibration damper(on the crankshaft)Item no. 10305

Pneumatic honing tool for thecylinder linerItem no. 10115

4.3--02 E 07.99 32/40 upw6628 07102/

Figure 1. GERUS pneumatic honing tool, fitted

Regrinding of the sealing groove in the top land ring or the cylinder headbecomes necessary when the sealing ring is no longer able to provideadequate compensation for deformation/material loss.

If the engine room is high enough, the cylinder head is dismantledcompletely. If the overhead space is inadequate, the rocker arm casinghas to be dismantled, and the cylinder head has to be lifted off using thisdevice.

Included in the standard set of tools. The turnover stand enables cylinderheads to be turned into the positions most favourable for carrying out thenecessary work, e.g. on the top and on valves/valve seats.

Figure 2. Assembly/turnover stand for cylinder heads

Tool for regrinding the sealinggroove in the top land ringItem no. 10110

Suspension device for thecylinder head, without rockerarm casingItem no. ...

Assembly/turnover standfor the cylinder head

4.3--02 E 07.99 32/40 upw6628 07103/

Valve seats requiring a minimum of correction can be treated by hand,using grinding paste. If this method fails to produce a satisfactory result,mechanical remachining is necessary.

Figure 3. Hunger valve seat grinder

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 4. Hunger valve cone grinder

Electric valve seat grinderItem no. 10104

Electric valve cone grinderItem no. 10102

4.3--02 E 07.99 32/40 upw6628 07104/

Rough or damaged seats can be remachined by hand using this tool withgrinding discs or wheel-type milling cutters. A dial gauge is provided forchecking the required residual gap.

Bild 5. Tool for milling/grinding of seats in the cylinder head

A grinding ring is supplied to allow manual regrinding of the seats on thevalve cage shroud. Adhesive grinding discs provide an effective way ofreworking the seats.

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 6. Device for checking the start and end of delivery

Tool for grinding/milling of seatsin the cylinder head (valve cage,injection valve, starting valve)

Tool for grinding the seats on thevalve cage shroud

Device for checking startand end of fuel delivery onfuel injection pumps(pneumatically operating)Item no. 10225

4.3--02 E 07.99 32/40 upw6628 07105/

Included in the standard tools set. The testing of injection valves forcorrect timing and injection is carried out with the pressure testing set(from GERUS) which ensures reproducible injection conditions and a morecomfortable working environment.

Figure 7. Testing device for injection valves

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.

For cleaning the air side, charge air coolers may be flooded in theas-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.

Testing device for injectionvalves (pneumatic/hydraulic)

Device for pulling the drivegear of directly driven lubeoil or cooling water pumpsItem no. 10320

Device for removing andinstalling the pipe bundlesof the charge air coolerItem no. 10325

4.3--02 E 07.99 32/40 upw6628 07106/

The accurate measuring and evaluating of ignition (and injection)pressures using the Baewert indicator which consists of a quarz crystalsensor and an instrument for evaluation furnishes useful information onthe condition of the engine and potential areas for improvement. A serialinterface and a PC program permit computer-aided evaluation. This devicecannot be used for gas engines. For devices from other manufacturers,see section 3.5.2.

Figure 8. Baewert indicator

This device is used for regrinding the seat of the injection pipe in case ofsealing problems.

Figure 9. Grinding device for delivery pipe

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.

Baewert indicator to measureand evaluate ignition andinjection pressuresItem no. 10210

Grinding device for deliverypipeItem no. 10112

Endoscope with or without videocameraItem no. 10230/235

4.3--02 E 07.99 32/40 upw6628 07107/

Figure 10. Industrial endoscope with flexible photoconductor and interchangeablelenses

Using the SI digital pressure gauge, differential pressure measurementson the charge air cooler and in the crankcase can be carried out safelyand comfortably. Special connections are available. The device can alsobe used at other measuring points.

Figure 11. SI digital pressure gauge

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.

Digital pressure gauge formeasuring the pressure anddifferential pressureItem no. 10215

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 ifthe 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 standfor 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 like

are 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 offeredby 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--03 E 06.99 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.

___.xx These work cards comprise a group of work cards

A No Work card required/available

B See maintenance instructions of manufacturer (volume E1)

C These jobs are to be carried out by a MAN B&W DieselService Center or by a special company

D See respective maintenance work

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.

Table 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) 4.7.1

6640 4.7.1--01 E 40/54, 48/60, 58/6412.02

1 Nach Bedarf/Zustand2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)3 Nach Vorschrift des Herstellers4 Falls Bauteil/System vorhanden

1 As required/depending on condition2 Check new or overhauled parts once after the time given in the column3 According to specifications of manufacturer4 If component/system is installed

X Wartungsarbeit fällig X Maintenance work is necessary

07101 /

1,2,3

x

yper

24 150

250

500

1500

3000

6000

1200

024

000

3000

0

3600

0

Kraftstoffsystem � Fuel oil system

004 Systembauteile auf Dichtheitkontrollieren (Sichtprüfung)

Check system components fortightness (visually)

A 005006

1 0.2 MotorEngine

X

005 Tagestank: Kraftstoffstandkontrollieren; Tagestank undAbsetztank entwässern

Check fuel oil level in day tank. Drainday tank and settling tank

A 004006

1 0.2 MotorEngine

X

006 Viskosimat kontrollieren(Temperatur--Vergleichsmessungdurchführen)

Check viscosimat (carry outcomparative temperaturemeasurement)

B 004005

1 0.1 EinheitUnit

X

007 Kraftstoffilter reinigen (abhängig vomDifferenzdruck)

Clean fuel oil filter (depending ondifferential pressure)

B 1 3 FilterFilter

1 1 1 1 1 1 1 1 1 1 1

008 Kraftstofförderpumpe überholen Overhaul fuel delivery pump B 1 1 PumpePump

3 3 3 3 3 3 3 3 3 3 3

009 Pufferkolben kontrollieren/überholen Check/overhaul buffer pistons 434.04 1 1 EinheitUnit

X

Schmierölsystem � Lube oil system

011 Systembauteile auf Dichtheitkontrollieren (Sichtprüfung)

Check system components fortightness (visually)

A 012262

1 0.2 MotorEngine

X

012 Betriebsbehälter für Motor-- undZylinderschmierung: Ölstandkontrollieren

Check lube oil level in service tanks forengine and cylinder lubrication

A 011262

1 0.1 MotorEngine

X


6640 4.7.1--01 E 40/54, 48/60, 58/6412.02




07102 /

1,2,3 36

000

3000

0

2400

0

1200

0

6000

3000

1500

500

250

150

per

24

x

y

014 Ölprobe untersuchen (Tropfenprobe) Examine oil sample (spot test) 000.05 1 0.15 MotorEngine

X

015 Ölprobe analysieren lassen Take oil sample to be analysed 000.04 1 0.25 MotorEngine

X

016 Ölfüllung wechseln (entsprechendAnalyse), Behälter reinigen

Change oil filling (depending on resultsof analysis), clean the tank

000.04 015 -- 0 MotorEngine

1 1 1 1 1 1 1 1 1 1 1

017 Ölablauf kontrollieren (Sichtprüfung)bei Kolben, Pleuel-- undKurbelwellenlagern, am Rädertrieb undam Turbolader -- siehe auch 401

Check oil drainage of piston, big--endand main bearings, on the gear boxand the turbocharger (visually) -- referto 401

A 018112

1 0.2 Zyl./EinheitCyl./unit

X

018 Ölablauf kontrollieren (Sichtprüfung)bei Nockenwellenlagern,Einspritzpumpen und am Ventilantrieb(im Kipphebelgehäuse) -- siehe auch401

Check oil drainage of camshaftbearings, injection pumps and valvegear in the rocker arm casing (visually)-- refer to 401

A 017 1 2 MotorEngine

X

020 Schmierölpumpe überholen Overhaul the lube oil pump 300.01 2 10 PumpePump

1 1 1 1 1 1 1 1 1 1 1

022 Zylinderschmierölaggregat bzw.--pumpe, Blockverteiler undÜberwachungsgeräte überholen

Check the cylinder lube oil unit orpump, the block distributor and themonitoring systems

302.01 1 4 EinheitUnit

1 1 1 1 1 1 1 1 1 1 1

023 Schmieröl--Automatikfilter reinigen(abhängig von Spülintervallen)

Clean the lube oil service filter(depending on scavenging intervals)

B 024 1 3 FilterFilter

1 1 1 1 1 1 1 1 1 1 1

024 Schmieröl--Indikatorfilter reinigen(abhängig vom Differenzdruck)

Clean the lube oil indicating filter(depending on differential pressure)

B 023 1 2 FilterFilter

1 1 1 1 1 1 1 1 1 1 1


6640 4.7.1--01 E 40/54, 48/60, 58/6412.02




07103 /

1,2,3 36

000

3000

0

2400

0

1200

0

6000

3000

1500

500

250

150

per

24

x

y

025 Schmieröl--Vorwärmer reinigen(abhängig von der Separiertemperaturbei erforderlichem Durchsatz).Reinigung evtl. durch Spezialfirma

Clean the lube oil preheater (dependingon separating temperature at the flowrate required).Cleaning should be carried out by aspecial company if possible

B 1 4 EinheitUnit

1 1 1 1 1 1 1 1 1 1 1

026 Schmieröl--Separator(selbstaustragend) kontrollieren,reinigen, überholen

Check, clean and overhaul the lube oilseparator (residue--selfdischarging)

B 1 4 EinheitUnit

1 1 1 1 1 1 1 1 1 1 1

027 Schmieröl--Kühler reinigen, evtl. durchSpezialfirma

Clean the lube oil cooler.Cleaning should be carried out by aspecial company if possible

C -- 0 EinheitUnit

1 1 1 1 1 1 1 1 1 1 1

Kühlwassersystem (Zylinder- und Düsenkühlung) � Cooling water system (Cylinder an injection valve cooling)

031 Ausgleichsbehälter: Kühlwasserstandkontrollieren

Compensating tank: Check the coolingwater level

A 032 1 0.2 MotorEngine

X

032 Düsenkühlwasserablauf kontrollieren(auf freien Ablauf und eventuelleKraftstoffspuren)

Check the injection valve cooling watersystem for free drainage and fuelleckages


X

033 Kühlwasser: Korrosionsschutzkontrollieren -- siehe auch 401

Check the corrosion protection of thecooling water -- refer to 401

000.07 1 0.5 MotorEngine

X

035 Kühlräume kontrollieren, Systemchemisch reinigen (Zylinder-- undDüsenkühlung).Reinigung evtl. durch Spezialfirma

Check the cooling water spaces, cleanthe system chemically (cylinder andinjection valve cooling system).Cleaning should be carried out by aspecial company if possible

000.08 -- 0 MotorEngine

1 1 1 1 1 1 1 1 1 1 1


6640 4.7.1--01 E 40/54, 48/60, 58/6412.02




07104 /

1,2,3 36

000

3000

0

2400

0

1200

0

6000

3000

1500

500

250

150

per

24

x

y

036 Kühlwasser--Rückkühler: Kühlräumereinigen, evtl. durch Spezialfirma

Heat exchanger: Clean the coolingspaces.Cleaning should be carried out by aspecial company if possible

C -- 0 EinheitUnit

1 1 1 1 1 1 1 1 1 1 1

Druckluft- und Steuerluftsystem � Compressed air and control air system

042 Druckluftbehälter nach jedem Füllenentwässern (wenn keine automatischeEntwässerung erfolgt)

Compressed--air tank: Drain water afterevery filling (in case there is noautomatic drainage)

A 1 0.1 EinheitUnit

1 1 1 1 1 1 1 1 1 1 1

043 Druckluftbehälter innen reinigen,Ventile (nach Vorschrift derKlassifikationsgesellschaft) überholen

Compressed--air tank: Clean the inside,overhaul valves (according tospecifications of the classificationsociety)

B 2 10 EinheitUnit

1 1 1 1 1 1 1 1 1 1 1

044 Steuerluftsystem: Wasserabscheiderund Luftfilter entwässern

Control air system: Drain the waterseparator and the air filter

125.xx 1 0.1 MotorEngine

X

045 Steuerluftsystem: Wasserabscheiderund Luftfilter reinigen

Control air system: Clean the waterseparator and the air filter

125.xx 1 0.5 MotorEngine

X

Ladeluftsystem � Charge air system

052 Ladeluftkühler/Ladeluftleitung:Kondenswasserablauf auf Menge/Durchgängigkeit kontrollieren

Charge air cooler/pipe: Checkcondensation water drainage forquantity/free pass--through

A 1 0.1 LeitungPipe

X

053 Ladeluftkühler auf Wasser-- undLuftseite reinigen, evtl. durchSpezialfirma

Clean charge air cooler on both waterand air side.Cleaning should be carried out by aspecial company if possible

322.01322.02

2 15 KühlerCooler

1 1 1 1 1 1 1 1 1 1 1


6640 4.7.1--01 E 40/54, 48/60, 58/6412.02




07105 /

1,2,3 36

000

3000

0

2400

0

1200

0

6000

3000

1500

500

250

150

per

24

x

y

054 Ladeluftumblase--/Ladeluftabblaseein--richtung: Systembauteile auf Dichtheitkontrollieren (Sichtprüfung). Steuer--und Überwachungselemente aufFunktionstüchtigkeit prüfen

Charge air bypass/blow--off device:Check system components fortightness (visually). Check control andmonitoring elements


1 1 1 1 1 1 1 1 1 1 1

Abgassystem � Exhaust gas system

062 Abgasabblaseeinrichtung:Systembauteile auf Dichtheitkontrollieren (Sichtprüfung). Steuer--und Überwachungselemente aufFunktionstüchtigkeit kontrollieren

Exhaust gas blow--off device: Checksystem components for tightness(visually). Check control and monitoringelements for proper functioning.


1 1 1 1 1 1 1 1 1 1 1

063 Abgasleitung: Flanschverbindungenund Kompensatoren auf Dichtheitkontrollieren (Sichtprüfung)

Exhaust gas pipe: check flangeconnections and compensators forleaks (visually)

289.01 086 1 0.2 LeitungPipe

1 1 1 1 1 1 1 1 1 1 1

Meß- , Steuer- und Regeleinrichtungen � Measurement and control systems

072 Schalt-- und Abstelleinrichtungen:Funktionsfähigkeit und Schaltpunktekontrollieren -- siehe auch 402

Monitor and control equipment: Checkswitch points and proper function --refer to 402

A 2 6 MotorEngine

X

073 Schaltventile im 10-- und 30bar--System zerlegen, Verschleißteileerneuern

Dismantle control valves of the 10 and30 bar system, replace wearing parts

125.xx 1 24 MotorEngine

X

074 Batterie: Ladezustand und Säurestandkontrollieren

Accumulator: Check charge state andelectrolyte level

A 1 0.5 MotorEngine

4


6640 4.7.1--01 E 40/54, 48/60, 58/6412.02




07106 /

1,2,3 36

000

3000

0

2400

0

1200

0

6000

3000

1500

500

250

150

per

24

x

y

075 Ölnebeldetektor kontrollieren/überholen Check/overhaul oil mist detector B 1 1 MotorEngine

3 3 3 3 3 3 3 3 3 3 3

076 Abgastemperatur--Meßanlagekontrollieren

Check measuring system for exhaustgas temperatures

A 1 6 MotorEngine

3

Motorfundament/Rohranschlüsse � Engine foundation/Pipe connections

082 Fundamentschrauben: Vorspannungkontrollieren.Stopper, Konsolen und elastischeElemente auf festen Sitz kontrollieren(bei Schiffen auch nach Kollision oderGrundberührung)

Foundation: Check tension of bolts.Check stoppers, brackets and resilientelements for tight fit (in case of shipsalso after collision or ground contact) --refer to 402

012.01 083 2 8 MotorEngine

X

083 Elastische Lagerung: Setzbetrag derelastischen Elemente feststellen

Resilient mount: Check amount ofsettling of resilient elements

012.01 082092

2 3 MotorEngine

4

084 Elastische Rohrverbindungen: AlleSchläuche kontrollieren

Flexible tubes: Check all hoses A 1 1 MotorEngine

4

085 Elastische Rohrverbindungen:Schläuche für Kraftstoff, Schmieröl,Kühlwasser, Dampf und Drucklufterneuern

Flexible tubes: Replace hoses for fueloil, lube oil, cooling water, steam andcompressed air

A 2 14 MotorEngine

1 1 1 1 1 1 1 1 1 1 1

086 Schraubverbindungen (z.B. an Abgas--und Ladeluftleitung, Ladeluftkühler undTurbolader) auf festen Sitz/korrekteVorspannung kontrollieren -- siehe auch402

Bolted connections: Check for tightfit/proper preload (e.g. on exhaust gasand charge air pipe, charge--air coolerand turbocharger) -- refer to 402


X


6640 4.7.1--01 E 40/54, 48/60, 58/6412.02




07107 /

1,2,3 36

000

3000

0

2400

0

1200

0

6000

3000

1500

500

250

150

per

24

x

y

Elastische Kupplung/Törngetriebe � Flexible coupling/Turning gear

092 Elastische Kupplung: Ausrichtung undGummielemente kontrollieren

Flexible coupling: Check alignment andrubber elements

000.09 083093

2 8 MotorEngine

4

093 Kupplungsschrauben auf festenSitz/korrekte Vorspannung kontrollieren-- siehe auch 402

Coupling bolts: Check for tightfit/proper preload -- refer to 402


X

094 Törngetriebe kontrollieren/überholen Check/overhaul turning gear B 1 1 EinheitUnit

3 3 3 3 3 3 3 3 3 3 3

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 orreconditioned condition and operatingmedia applied in new or improvedcondition once after the time given --applies to 017, 018, 033

D -- 0 EinheitUnit

X

402 Neu oder in überholtem Zustandeingebaute Teile/neu eingesetzteBetriebsstoffe einmal nach derangegebenen Zeit kontrollieren -- giltfür 072, 082, 086, 093

Check parts installed in new orreconditioned condition and operatingmedia applied in new or improvedcondition once after the time given --applies to 072, 082, 086, 093

D -- 0 EinheitUnit

X

Wartungsplan (Motor)Maintenance Schedule (Engine) 4.7.2

6640 4.7.2--05 E 40/54, 48/60, 58/6411.04

* x 1000 h2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)3 Nach Vorschrift des Herstellers4 Falls Bauteil/System vorhanden

* x 1000 h2 Check new or overhauled parts once after the time given in the column3 According to specifications of manufacturer4 If component/system is installed


09101 /

1,2,3

x

yper

24 250

500

1--2

*

3--4

*5

--6*

10--1

2*

15--2

0*30

--40*

60--8

0*

80--1

00*

Betriebswerte � Operating data 000

102 Abgastrübung kontrollieren Check smoke number of exhaust gas A 1 0.1 MotorEngine

X

103 Zünddrücke kontrollieren Check ignition pressures 000.25 1 0.1 Zyl.Cyl.

X

104 Betriebswerte erfassen Take the operating data 000.40 1 0.1 MotorEngine

X

Triebwerk/Kurbelwelle � Running gear/Crankshaft 020

112 Triebwerk kontrollieren (Sichtprüfung) Check the running gear (visually) A 017 2 0.2 Zyl.Cyl.

2 X

113 Kurbelwelle: Wangenatmung messen(bei Schiffsmotoren auch nach Kollisionoder Grundberührung)

Crankshaft: Measure crankwebdeflection (in case of marine enginesalso after collision or ground contact)

000.10 122202

2 0.15 Zyl.Cyl.

2 X

Kurbelwellenlager � Main bearing 021

122 Paßlager: Axialspiel kontrollieren Locating bearing: Check axialclearance

021.xx 113202

2 0.5 LagerBearing

2 X

123 1 Lagerdeckel absenken und untereLagerschale kontrollieren. Lösedruckder Lagerschrauben kontrollieren

Lower one bearing cap and inspectbearing shell. Check pressure forloosening bearing bolts

000.11012.02012.03021.xx

142 2 3 LagerBearing

X

124 Alle Lagerschalen erneuern Replace all bearing shells. 021.xx 2 3 LagerBearing

X


6640 4.7.2--05 E 40/54, 48/60, 58/6411.04




09102 /

1,2,3 80

--100

*

60--8

0*

30--4

0*

15--2

0*

10--1

2*

5--6

*

3--4

*

1--2

*

500

250per

24

x

y

Drehschwingungsdämpfer � Torsional vibration damper 027

132 Schwingungsdämpfer der Kurbelwelle:austauschen

Vibration damper of crankshaft:replace

027.03 2 30 MotorEngine

X

133 Schwingungsdämpfer der Nockenwelle:Hülsenfedern kontrollieren

Vibration damper of camshaft: Checksleeve springs

027.02 2 6 EinheitUnit

4

Pleuellager � Big- end bearing 030

142 1 Lagerschale ausbauen undkontrollieren. Lösedruck derLagerschrauben kontrollieren

Remove and check one bearing shell.Check pressure for loosening bearingbolts

000.11030.02030.03030.04


X

143 Alle Lagerschalen erneuern Replace all bearing shells. 030.03030.04


X

Kolben/Kolbenbolzen � Piston/Piston pin 034

152 1 Kolben (bei V--Motor je Zylinderreihe)ausbauen, reinigen und kontrollieren.Schulterspiel (nicht bei 40/54 und48/60), Kolbenringe und Ringnutenvermessen. Lösedruck derPleuelschaftschrauben kontrollieren.

Remove, clean and check one piston(in case of V--engine per cylinderbank). Measure shoulder clearance(not in case of 40/54 and 48/60), pistonrings and ring grooves. Check pressurefor loosening bolts of connecting rodshank

030.01034.01034.02034.05034.07

155162172

3 2 Zyl.Cyl.

X


6640 4.7.2--05 E 40/54, 48/60, 58/6411.04




09103 /

1,2,3 80

--100

*

60--8

0*

30--4

0*

15--2

0*

10--1

2*

5--6

*

3--4

*

1--2

*

500

250per

24

x

y

153 Alle Kolben ausbauen, reinigen undkontrollieren. Schulterspiel (nicht bei40/54 und 48/60) und Ringnutenvermessen. Alle Kolbenringe erneuern.Achtung: Wenn Kolbenringe erneuertwerden, ist die Zylinderbuchsenachzuhonen!

Remove, clean and check all pistons.Measure shoulder clearance (not incase of 40/54 and 48/60) and ringgrooves. Replace all piston rings.Caution: If piston rings are replacedthe cylinder liner is to be rehoned!

034.01034.02050.05

154155163173

3 2 Zyl.Cyl.

X

154 1 Kolbenbolzen (bei V--Motor jeZylinderreihe) ausbauen,Kolbenbolzenbuchse kontrollieren,Spiel messen.

Remove one piston pin (in case ofV--engines per cylinder bank). Checkpiston pin bush, measure theclearance.

034.03 152155

2 0.25 Zyl.Cyl.

X

155 1 Kolben (bei V--Motor je Zylinderreihe)zerlegen. Bauteile reinigen. Kühlräumeund Kühlbohrungen auf Koksansatzkontrollieren. Bei Schichtdicken über1 mm alle Kolben zerlegen.

Disassemble one piston (in case ofV--engine per cylinder bank). Cleancomponents. Check cooling spacesand cooling passages for cokedeposits. If thickness of layer exceeds1 mm, disassemble all pistons.

034.02034.03034.04

152154

3 2 Zyl.Cyl.

X

157 Alle Kolben zerlegen. Bauteile reinigen.Neue oder regenerierte Kolbenoberteileeinbauen.

Disassemble all pistons. Cleancomponents. Install new orreconditioned piston crowns.

034.02034.03034.04

153 3 2 Zyl.Cyl.

X

158 Alle Kolben zerlegen. Bauteile reinigen.Kolbenbolzenlager erneuern.

Disassemble all pistons. Cleancomponents. Replace piston pinbearings.

034.02034.03034.04

153 3 2 Zyl.Cyl.

X

Zylinderbuchse � Cylinder liner 050

162 1 Zylinderbuchse (bei V--Motor jeZylinderreihe) vermessen.

Measure one cylinder liner (in case ofV--engines per cylinder bank).

050.02 152172

2 0.25 Zyl.Cyl.

X


6640 4.7.2--05 E 40/54, 48/60, 58/6411.04




09104 /

1,2,3 80

--100

*

60--8

0*

30--4

0*

15--2

0*

10--1

2*

5--6

*

3--4

*

1--2

*

500

250per

24

x

y

163 Alle Zylinderbuchsen vermessen undnachhonen

Measure and rehone all cylinder liners. 050.02050.05

153173

2 3 Zyl.Cyl.

X

164 Alle Zylinderbuchsen ausbauen,reinigen und kontrollieren. Dichtringeerneuern

Remove, clean and check all cylinderliners. Replace sealing rings.

050.01050.04

157 3 4.5 Zyl.Cyl.

X

165 Alle Zylinderbuchsen mit Dichtringenerneuern.

Replace all cylinder liners and sealingrings.

050.01050.04

3 4.5 Zyl.Cyl.

X

Zylinderkopf � Cylinder head 055

172 1 Zylinderkopf (bei V--Motor jeZylinderreihe) abbauen, reinigen undkontrollieren. Lösedruck derZylinderkopfschrauben kontrollieren.

Remove, clean and check one cylinderhead (in case of V--engines per cylinderbank). Check pressure for looseningthe cylinder head bolts.

055.01055.02

152162

3 3 Zyl.Cyl.

X

173 Alle Zylinderköpfe abbauen, reinigenund kontrollieren

Remove, clean and check all cylinderheads.

055.01055.02

153163

3 3 Zyl.Cyl.

X

Sicherheitsventile � Safety valves 057/073

182 Sicherheitsventile in Triebraumdeckeln:Alle Ventile auf Leichtgängigkeitkontrollieren

Safety valves in crankcase covers:Check all valves for easy movement

073.01 1 0.1 VentilValve

X

183 Sicherheitsventile in Zylinderköpfen:Alle Ventile ausbauen und reinigen.Öffnungsdruck kontrollieren

Safety valves in the cylinder heads:Remove and clean all valves. Checkopening pressure

A 1 2 VentilValve

X


6640 4.7.2--05 E 40/54, 48/60, 58/6411.04




09105 /

1,2,3 80

--100

*

60--8

0*

30--4

0*

15--2

0*

10--1

2*

5--6

*

3--4

*

1--2

*

500

250per

24

x

y

Steuerungsantrieb � Camshaft drive 100

202 Zahnräder kontrollieren, Zahnspielemessen

Check gearwheels, measure thebacklash

100.01 017113122

2 1 MotorEngine

2 X

Nockenwelle/Nockenwellenlager/Schwinghebel � Camshaft/Camshaft bearing/Cam follower 101/102/112

216 Nocken, Rollen und Schwinghebelkontrollieren (Sichtprüfung)

Check cams, rollers and cam follower(visually)

112.02209.01

018213

1 0.5 Zyl.Cyl.

2 X

217 Schwinghebelbuchsen an 1 Zylinderkontrollieren

Check bushes of cam follower on onecylinder

112.02 216303

2 2.5 Zyl.Cyl.

X

218 2 Nockenwellenlager ausbauen,Lauffläche kontrollieren. Lösedruck derLagerschrauben kontrollieren

Remove two camshaft bearings, checkrunning surface. Check pressure forloosening bearing bolts

000.11102.01

2 1.5 LagerBearing

X

219 Alle Nockenwellenlager ausbauen underneuern

Remove and replace all camshaftbearings.

102.01 2 1.5 LagerBearing

X

Kipphebel � Rocker arm 111

222 Kipphebel und zugehörigeSchraubverbindungen kontrollieren(Sichtprüfung)

Check rocker arm and relevant boltedconnections (visually)

111.01 233 1 0.1 Zyl.Cyl.

X

223 Kipphebellagerbuchsen an 2 Zylindernkontrollieren

Check rocker arm bushes on twocylinders

111.01 173 2 2 Zyl.Cyl.

X


6640 4.7.2--05 E 40/54, 48/60, 58/6411.04




09106 /

1,2,3 80

--100

*

60--8

0*

30--4

0*

15--2

0*

10--1

2*

5--6

*

3--4

*

1--2

*

500

250per

24

x

y

Ein- und Auslaßventile � Inlet and exhaust valves 113/114

232 Ein-- und Auslaßventile: Drehbewegungwährend des Betriebes kontrollieren

Inlet and exhaust valves: Check properrotation during operation

113.01114.01

222233

1 0.1 Zyl.Cyl.

2 X

233 Ventilspiel kontrollieren Check valve clearance 111.01 222232

2 0.2 Zyl.Cyl.

2 X

234 2 Einlaßventile (bei V--Motor jeZylinderreihe) ausbauen. Ventilsitzekontrollieren. Ventildrehvorrichtungenkontrollieren, verschlissene Teileaustauschen

Remove two inlet valves (in case ofV--engine per cylinder bank). Checkvalve seats. Check valve rotators,replace wearing parts

113.01113.02113.03113.07

172242

2 1.5 VentilValve

X

235 Alle Einlaßventile ausbauen. Ventilsitzekontrollieren und nacharbeiten.Ventildrehvorrichtungen kontrollieren,verschlissene Teile austauschen.Ventilführungen kontrollieren

Remove all inlet valves. Check andoverhaul valve seats. Check valverotators, replace worn parts. Checkvalve guides.

113.01113.02113.03113.04113.05113.07

173243

2 2.5 VentilValve

X

236 Alle Einlaßventile ausbauen,Ventilkegel und Ventilsitzeaustauschen.

Remove all inlet valves, replace valvecones and valve seats.

113.01113.02

173244

2 1.5 VentilValve

X

242 2 Auslaßventile (bei V--Motor jeZylinderreihe) ausbauen. Ventilsitzekontrollieren.

Remove two exhaust valves (in case ofV--engine per cylinder bank). Checkvalve seats.

113.02113.03114.01

172234

2 2.5 VentilValve

X

245 Alle Auslaßventilkörbe ausbauen.Ventilsitze kontrollieren undnacharbeiten.

Remove all exhaust valves cages.Check and overhaul valve seats.


X


6640 4.7.2--05 E 40/54, 48/60, 58/6411.04




09107 /

1,2,3 80

--100

*

60--8

0*

30--4

0*

15--2

0*

10--1

2*

5--6

*

3--4

*

1--2

*

500

250per

24

x

y

243 Alle Auslaßventile ausbauen.Ventilsitze kontrollieren undnachschleifen. Ventilführungenkontrollieren

Remove all exhaust valves. Check andregrind valve seats. Check valveguides.

113.02113.03113.04113.05114.01

173235

2 4.5 VentilValve

X

244 Alle Auslaßventile ausbauen,Ventilkegel und Ventilsitzeaustauschen.

Remove all exhaust valves, replacevalve cones and valve seats.

113.02114.01

173236

2 1.5 VentilValve

X

Drehzahlregler � Speed governor 140

262 Mechanischer Regler: Ölstandkontrollieren

Mechanical governor: Check oil level 140.01 011012

1 0.1 MotorEngine

4

263 Mechanischer Regler undBooster--Servomotor: Öl und Ölfilterwechseln

Mechanical governor and boosterservo--motor: Replace oil and oil filter

140.01140.02

1 1 MotorEngine

4

264 Mechanischer Regler: Reglerantrieb,d.h. Antriebswelle und Zahnräderkontrollieren.

Mechanical governor: Check governordrive, i.e. drive shaft and gearwheels.

140.01140.03

202 1 1 EinheitUnit

2 4

265 Mechanischer Regler: Regler durchSpezialwerkstatt überholen lassen

Mechanical governor: Take thegovernor to be overhauled by a specialworkshop

C 1 2 MotorEngine

3 3 3 3 3 3 3 3 3 3 3

266 Elektronischer Regler: Impulsgeber aufVerschmutzung und korrekten Abstandkontrollieren

Electronic governor: Check pulsetransmitter for dirt and verify thatspacing is correct

A 1 0.2 EinheitUnit

4


6640 4.7.2--05 E 40/54, 48/60, 58/6411.04




09108 /

1,2,3 80

--100

*

60--8

0*

30--4

0*

15--2

0*

10--1

2*

5--6

*

3--4

*

1--2

*

500

250per

24

x

y

Anlaßsteuerschieber/Anlaßventil/Hauptanlaßventil � Starting air pilot valve/Starting valve/Main starting valve 160/161/162

272 Alle Anlaßsteuerschieber ausbauenund überholen

Remove and overhaul all starting airpilot valves

160.01 1 1 VentilValve

X

273 Anlaßventile auf Dichtheit kontrollieren Check starting valves for tightness 161.01 1 0.2 VentilValve

X

274 Alle Anlaßventile ausbauen undüberholen

Remove and overhaul all startingvalves

161.01 1 2 VentilValve

X

275 Hauptanlaßventil ausbauen undüberholen

Remove and overhaul main startingvalve


X

Kraftstoffeinspritzpumpe � Fuel injection pump 200

302 Alle Prallschrauben ausbauen undkontrollieren (Sichtprüfung)

Remove and check all baffle screws(visually).

200.01200.05

305 1 0.25 PumpePump

X

305 Alle Prallschrauben ausbauen underneuern

Remove and replace all baffle screws. 200.01200.05

302 1 0.25 PumpePump

X

303 1 Einspritzpumpe mit Antrieb undSchwinghebel demontieren, zerlegenund kontrollieren

Detach, disassemble and check oneinjection pump together with drive andcam follower

112.02200.xx201.xx

302 2 4 EinheitUnit

X

304 Alle Einspritzpumpen mit Antrieb undSchwinghebel demontieren, zerlegenund kontrollieren. Pumpenelementeerneuern

Detach, disassemble and check allinjection pumps together with drivesand cam followers. Replace pumpelements.

112.02200.xx201.xx

217302

2 4 PumpePump

X


6640 4.7.2--05 E 40/54, 48/60, 58/6411.04




09109 /

1,2,3 80

--100

*

60--8

0*

30--4

0*

15--2

0*

10--1

2*

5--6

*

3--4

*

1--2

*

500

250per

24

x

y

Kraftstoffregelgestänge � Control linkage 203

312 Alle Lagerstellen und Gelenkeschmieren, Funktionsprüfungdurchführen

Lubricate all bearing points and joints.Check for proper functioning.

203.01 2 1 MotorEngine

X

Kraftstoffeinspritzventil � Fuel injection valve 221

322 Einspritzventile ausbauen,Düsenelemente prüfen und ggf. durchneue bzw. regenerierte Düsenelementeersetzen

Remove injection valves, check nozzleelements or replace them by new orreconditioned nozzle elements ifnecessary

221.01221.02221.03221.04

2 3.5 VentilValve

X

5--02 E 07.976680 01101/

Annex

1 Introduction

2 Technical details



5 Annex

08.05 L 58/646640 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 bythe 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 rotatingclockwise, 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... Journal1... Crank pin

A Coupling flangeB Spur gear

Figure 3. Designation of crank pins and bearings

Designation of cylinders

Designation of crank pins,journals and bearings

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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

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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 lawP1

P2�

n13

n23

Md1

Md2

� n12

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

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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 8,4825/30 14,7332/40 32,1540/45 56,5240/54 67,8248/60 108,5052/55 116,7458/64 169,01

Table 1. Swept volume of MAN B&W engines

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Units of measure/Conversion of units of measure 5.3

Useful information on units of measure is contained in the brochure“SI units” in Section 5.5. It contains explanations on the ISO system ofunits of measure, factors of conversion of units of measure, and physicalparameters commonly used in engine building.

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Symbols and codes 5.4

Use

To provide for clearness in the representation of process-relatedcoherences, standardized symbols and codes are used. The list belowcontains a selection of such symbols and codes specifically used in engineand power generation plant engineering. The symbols and codes aremainly used in Section 2 and 3 of the operating manual.

Symbols for functional/piping diagrams

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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:

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Letter Letter ... designating atpoint 1 the measuredquantity/input quantity ...

Letter ... designating atpoint 2 the measuredquantity/input quantity ...

Letter ... designatingat point 2 ... nthe processing in form of ...

A ---- ---- Alarm/limit value signalC ---- ---- Automatic regulation/automatic

continous controlD Density Difference ----E Electrical quantity ---- Pick-up/sensorF Flow rate/throughput Ratio ----G Distance/length/position ---- ----H Manual input/manual

intervention---- ----

I ---- ---- IndicationJ ---- ---- ScanningK Time ---- ----L Level ---- ----M Humidity ---- ----N Freely assignable ---- Freely assignableO 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/storageS Speed/frequency ---- Switch-over/intermittentT Temperature ---- TransducerU Composite quantities ---- ----V Viscosity ---- Actuator/valve/operating

elementW Weight/mass ---- ----X Other quantities ---- Other processing functionsY Freely assignable ---- Computing operationZ ---- ---- Emergency intervention/

safeguarding by activating/shut--off

Column 1 Column 2 Column 3 Column 4Table 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 inthe 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

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Brochures 5.5

In addition to the brochures in Volume A1 and D there are available:

SI units

CoCoS EDS

CoCoS SPC

Operating Instructions

Documents

Transcript of Operating Instructions