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S 46MC -C P rojec t G uide
Tw o-s troke Engines
This b ook des c ribe s the g enera l tec hnic a l fea tures o f the S46MC-C engine,
including s ome optional features a nd/or eq uipment.
As differences may appear in the individual suppliers’ extent of delivery, please
co nta ct the releva nt engine supplier for a c onfirmation of the a c tual execution a nd
extent of delivery.
A “List o f Upda tes” will be upda ted c ontinuously. P lea se a sk for the la test issue,
to b e s ure tha t your “P rojec t G uide” is fully up to da te.
1st Edition
May 1997
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Engine type identification
The eng ine types of the MC p rogramme a re identi-
fied by the follow ing letters a nd figures :
S 46 MC
Diameter of piston in cm
S troke/bo re ra tio
Engine progra mme
C Compact engine
S Stationary plants
T Tankers
S S uper long stroke approxima tely 4.0
L Long s troke a pproxima tely 3.2
K S hort s troke a pproxima tely 2.8
- C6
Number of c ylinde rs
Design
1.01
Fig. 1.01 : Description of designation
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1.02
Power and speed
kWP ower
BHP
Layoutpoint
Enginespeed
Mean effectivepressure
Numbe r of c ylinde rs
r/min ba r 4 5 6 7 8
L1 129 19.052407140
65508925
786010710
917012495
1048014280
L2 129 15.242005700
52507125
6300 8550
7350 9975
840011400
L3 108 19.044006000
55007500
6600 9000
770010500
880012000
L4 108 15.235204800
44006000
5280 7200
6160 8400
7040 9600
Fuel and lubricating oil consumption
S pec ific fuel oilconsumption
g/kWhg/BHP h
Lubricating oil consumption
S ystem oil
Cylinder oilAt load
Layout point100% 80%
Approximatekg/cyl. 24 hours
L1 174128 173127
41.1-1.6 g/kWh
0.8-1.2 g/B HP h
L2169124
167123
L3174128
173127
L4169124
167123
Fig. 1.02: Power, speed and SFOC
S46MC-CBore: 460 mmStroke: 1932 mm
Speed
L1
L2
L3
L4
Power
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Engine Power Range and Fuel Consumption
Engine Power
The table contains data regarding the engine power,
speed and specific fuel oil consumption of the
S42MC-C.
Engine power is specified in both BHP and kW, in
rounded figures, for each cylinder number and layout
points L1, L2, L3 and L4:
L1 designates nominal maximum continuous rating
(nominal MCR), at 100% engine power and 100%
engine speed.
L 2 , L3 and L 4 designate layout points at the other
three corners of the layout area, chosen for easy
reference. The mean effective pressure is:
L1 - L3 L2 - L4barkp/cm
219.019.4
15.215.5
Overload corresponds to 110% of the power at
MCR, and may be permitted for a limited period of
one hour every 12 hours.
The engine power figures given in the tables remain
valid up to tropical conditions at sea level, i.e.:
Tropical conditions:
Blower inlet temperature . . . . . . . . . . . . . . . 45 °C
Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . 32 °C
Specific fuel oil consumption (SFOC)
Specific fuel oil consumption values refer to brake
power, and the following reference conditions:
ISO 3046/1-1986:
Blower inlet temperature . . . . . . . . . . . . . . . 25 °CBlower inlet pressure . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . 25 °C
Fuel oil lower calorific value . . . . . . . 42,707 kJ/kg
(10,200 kcal/kg)
Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific fuel
oil consumption varies with ambient conditions and
fuel oil lower calorific value. For calculation of these
changes, see the following pages.
SFOC guarantee
The Specific Fuel Oil Consumption (SFOC) is guaran-
teed for one engine load (power-speed combination),
this being the one in which the engine is optimised.
The guarantee is given with a margin of 3%.
If the IMO NOx limitation are to be fulfilled the
tolerance will be of 5%.
Lubricating oil data
The cylinder oil consumption figures stated in the
tables are valid under normal conditions. During
running-in periodes and under special conditions,
feed rates of up to 1.5 times the stated values
should be used.
1.03
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Performance curves
1.04
Fig. 1.03 : Performance curves
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Description of Engine
The engines built by our licensees are in accordance
with MAN B&W drawings and standards. In a few
cases, some local standards may be applied; how-
ever, all spare parts are interchangeable with MAN
B&W designed parts. Some other components can
differ from MAN B&W’s design because of produc-
tion facilities or the application of local standard
components. See engine cross section Fig. 1.04.
In the following, reference is made to the item num-
bers specified in the “Extent of Delivery” (EOD)
forms, both for the basic delivery extent and for any
options mentioned.
Bedplate and Main Bearing
The bedplate is made in one part with the chain drive
placed at the thrust bearing in the aft end on 4 to 8
cylinder engines. The bedplate consists of high,
welded, longitudinal girders and welded cross gir-
ders with cast steel bearing supports.
For fitting to the engine seating, long, elastic hold-
ing-down bolts, and hydraulic tightening tools, canbe supplied as an option: 4 82 602 and 4 82 630,
respectively.
The bedplate is made without taper if mounted on
epoxy chocks (4 82 102), or with taper 1:100, if
mounted on cast iron chocks, option 4 82 101.
The oil pan is made of steel plate and is welded to
the bedplate. The oil pan collects the return oil from
the forced lubricating and cooling oil system. For
about every third cylinder it is provided with a verti-
cal drain with grating.
Horizontal outlets at both ends can be arranged as
an option: 4 40 102.
The main bearings consist of steel shells lined with
bearing metal. The bottom shell can, by means of
special tools and hydraulic tools for lifting the crank-
shaft, be rotated out and in. The shells are kept in
position by a bearing cap.
The chain drive is placed in the aft end of the engine.
Thrust Bearing
The thrust bearing is of the B&W-Michell type, and
consists, primarily, of a thrust collar on the crank-
shaft, a bearing support, and segments of steel with
white metal. The thrust shaft is thus an integrated
part of the crankshaft.
The propeller thrust is transferred through the thrust
collar, the segments, and the bedplate, to the en-
gine seating and end chocks. The thrust bearing is
lubricated by the engine’s main lubricating oil system.
Turning Gear and Turning Wheel
The turning wheel has cylindrical teeth and is fitted
to the thrust shaft. The turning wheel is driven by a
pinion on the terminal shaft of the turning gear,
which is mounted on the bedplate.
The turning gear is driven by an electric motor with
built-in gear and brake. The electric motor is pro-
vided with insulation class B and enclosure IP44.
The turning gear is equipped with a blocking devicethat prevents the main engine from starting when
the turning gear is engaged. Engagement and
disengagement of the turning gear is effected ma-
nually by an axial movement of the pinion.
A control device for turning gear, consisting of star-
ter and manual remote control box, with 10 metres
of cable, can be ordered as an option: 4 80 601.
Frame Box
The frame box is made in one or more parts depend-ing on production facilities. The frame box is
welded. On the exhaust side, the engine is provided
with a relief valve and a manhole for each cylinder.
On the camshaft side of the engine, the frame box
is provided with a large door for each cylinder.
The crosshead guides are fixed in the frame box.
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The fra me bo x is a ttac hed to the b edplate w ith
sc rew s. The fra me b ox, bed pla te a nd c ylinder fra me
are tightened to gether by tw in sta y bo lts. The sta y
bo lts a re ma de in one pa rt. The s ta y bo lt nut is
tightened with the use of hydraulic jacks.
Cylinder Frame, Cylinder Liner andStuffing Box
The c ylinder fra me is c a st in one piece w ith integra ted
ca msha ft fra me a nd the c hain drive at the aft end. It is
mad e of ca st iron and is atta ched to the frame bo x with
sc rews . The cylinder frame is provided with ac cess
covers for cleaning the scavenge air space and for
inspe ction of sc a venge po rts and p isto n rings from thecamsha ft side. Tog ether w ith the cylinde r liner it forms
the sca venge a ir space.
The c ylinder frame ha s duc ts for pisto n co oling o il
inlet. The sc a veng e a ir rece iver, cha in drive, turbo -
charger, air cooler box and gallery brackets are
loc a ted a t the cylinde r fra me. Furthermore, the sup-
ply pipe for the piston cooling oil and lubricating oil
is a ttac hed to the cylinder fra me. At the bo ttom of
the c ylinde r fra me there is a pisto n rod s tuffing b ox,
which is provided with sealing rings for scavenge
a ir, and w ith oil sc raper rings which prevent o il fromcoming up into the scavenge air space.
Drains from the scavenge air space and the piston
rod stuffing box are located at the bottom of the
cy linder fram e.
The c ylinde r liner is ma de of a lloyed ca s t iron a nd is
suspended in the cylinder frame by means of a
low -situa ted fla nge. The uppermos t pa rt of the liner
is s urrounded by a ca s t iron co oling jac ket. The
cylinder liner has scavenge ports and drilled holes
for cylinder lubrication.
The ca ms haft is emb ed de d in be a ring s hells lined
with white meta l in the ca msha ft fra me.
Cylinder Cover
The c ylinde r cover is of forged s teel, ma de in one
piece, and has bores for cooling water. It has a
central bore for the exhaust valve a nd b ores for fuel
valves, safety valve, starting valve and indicator
valve.
The c ylinder c over is a tta c hed to the c ylinder frame
with studs a nd nuts tightened by hydraulic ja ck.
Exhaust Valve and Valve Gear
The exhaus t valve consists o f a va lve housing a nd
a va lve s pindle. The va lve hous ing is o f ca s t iron anda rra nge d for w a ter coo ling. The hous ing is provide d
with a b ottom piece of s teel w ith hardened sea t. The
bottom piece is wa ter cooled. The s pindle is ma de
of heat resistant steel, also with hardfacing metal
we lde d o nto the se a t. The housing is provided w ith
a spindle guide.
The exha ust va lve is tightened to the c ylinde r cover
with studs a nd nuts. The exhuas t va lve is opened
hydraulica lly a nd c lose d by me a ns o f air pressure.
In ope ration, the va lve s pindle slowly rota tes , driven
by the exhaust gas acting on small vanes fixed tothe sp indle. The hydra ulic s ys tem c ons ists of a
piston pump mounted on the roller guide housing,
a high-press ure pipe, a nd a w orking c ylinde r on the
exha ust va lve. The pist on pump is a ctivate d b y a
ca m on the ca mshaft.
Air sealing of the exhaust valve spindle guide is
provided.
Fuel Valves, Starting Valve,Safety Valve and Indicator Valve
Eac h cy linder co ver is e q uipped w ith two fuel va lves,
one s tarting va lve, one sa fety valve, a nd one indica-
tor va lve. The op ening of the fuel valves is c ontrolled
by the fuel oil high pressure created by the fuel
pumps, and the valve is closed by a spring. An
automatic vent slide allows circulation of fuel oil
through the valve and high pressure pipes, and
prevents the c ompres sion cha mbe r from being filled
up with fuel oil in the event that the valve spindle is
sticking w hen the eng ine is s topped.
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Oil from the vent slide and other drains is led away
in a closed system.
The starting valve is opened by control air from the
starting air distributor and is closed by a spring.
The safety valve is spring-loaded.
Indicator Drive
In its basic execution, the engine is fitted with an
indicator drive.
The indicator drive consists of a cam fitted on the
camshaft and a spring-loaded spindle with roller
which moves up and down, corresponding to themovement of the piston within the engine cylinder.
The top of the spindle has an eye to which the
indicator cord is fastened after the indicator has
been mounted on the indicator valve.
Crankshaft
The crankshaft is of the semi-built type made from
forged steel throws, or for some cylinder numbers,
from cast steel throws with cold rolled fillets. The
crankshaft incorporates the thrust shaft.
At the aft end, the crankshaft is provided with a
flange for the turning wheel and for coupling to the
intermediate shaft.
At the front end, the crankshaft is fitted with a flange
for the fitting of a tuning wheel, and for a moment
compensator chain wheel, in the event that these
are to be installed.
The flange can also be used for a power take-off, if
so desired. The power take-off can be supplied at
extra cost: 4 85 000.
Coupling bolts and nuts for joining the crankshaft
together with the intermediate shaft are not normally
supplied. These can be ordered as an option: 4 30 602.
Axial Vibration Damper
The engine is fitted with an axial vibration damper,
which is mounted on the fore end of the crankshaft.
The damper consists of a piston and a split-type
housing located forward of the foremost main bear-
ing. The piston is made as an integrated collar on
the main journal, and the housing is fixed to the main
bearing support. A mechanical device for check of
the functioning of the vibration damper is fitted.
5 and 6S46MC-C or plants equipped with a Power
Take Off at the fore end are to be equipped with an
axial vibration monitor, option: 4 31 116.
Connecting Rod
The connecting rod is made of forged steel and
provided with bearing caps of nodular iron for the
crosshead and crankpin bearings.
The crosshead and crankpin bearing caps are
secured to the connecting rod by studs and nuts
which are tightened by hydraulic jacks.
The crosshead bearing consists of a lower thin-
walled steel shell, lined with bearing metal and abearing cap lined with white metal. The crosshead
bearing cap is in one piece, with an angular cut-out
for the piston rod.
The crankpin bearing is provided with thin-walled
steel shells, lined with bearing metal. Lub. oil is
supplied through ducts in the crosshead and connect-
ing rod.
Piston, Piston Rod and Crosshead
The piston consists of a piston crown and pistonskirt. The piston crown is made of heat-resistant
steel and has four ring grooves which are hard-
chrome plated on both the upper and lower surfaces
of the grooves. The piston crown is with “high
topland”, i.e. the distance between the piston top
and the upper piston ring has been increased.
The upper piston ring is a CPR type (Controlled
Pressure Releif) whereas the other three piston rings
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a re with a n obliq ue cut. The tw o uppermos t pis ton
rings are higher than the lower ones.
The piston s kirt is of c a s t iron.
The pis ton rod is of forged s teel a nd is surfac e-hard-
ened on the running surfac e for the s tuffing b ox. The
piston rod is c onnected to the cross head with four
screws.
The piston rod ha s a ce ntral bo re which, in co njunc-
tion w ith a co oling oil pipe, forms the inlet a nd outlet
for coo ling oil.
The cros shea d is of forged s teel and is provided
with nodula r ca st iron guide shoes with white meta lon the running surfac e. The telesc opic pipe for oil
inlet a nd the pipe for oil outlet, a re mounted on the
top of the guide s hoes.
Fuel Pump and Fuel OilHigh-Pressure Pipes
The eng ine is provide d w ith one fuel pump for ea ch
cy linder. The fuel pump cons ists of a pump hous ing
of nodular cast iron and a centrally placed pump
barrel and plunger of nitrated steel. In order toprevent fuel oil from being mixed w ith the lubric a ting
oil the pump actuator is provided with a sealing
arrangement.
The pump is a ctivated by the fuel ca m, and the
injec ted volume is co ntrolled by turning the p lunger
with a toothed b ar which is c onnected to the regu-
la ting mec hanism.
Adjustment of the pump lead is effected by inserting
shims b etween the top cover and the pump housing.
The fuel pump is p rovide d w ith a punc ture va lve. Inemergency stop position the valve leads the fuel oil
ba ck into the suction side of the pump and thereby
prevents the fuel from opening the fuel valves and
enter ínto the cylinder.
The fuel oil hig h-press ure pipes a re eq uippe d w ith
protective hoses or are mad e a s d ouble pipes w ith
insulation.
Camshaft and Cams
The ca msha ft is mad e in one or two piece s d epend-
ing on the number of cylinders, with fuel cams,
exhaust cams, thrust disc and chain wheel shrunk
onto the sha ft.
The exhaust c a ms a nd fuel ca ms a re of steel, with
a hardened roller ra ce. They ca n be a djusted and
disma ntled hydra ulica lly.
Chain Drive
The ca msha ft is driven from the c rankshaft b y tw o
cha ins. The c hain wheel is b olted o n to the s ide ofthe thrust c olla r. The c ha in drive is provide d w ith a
cha in tightener and guide ba rs to support the long
cha in lengths .
Reversing
Reversing of the engine ta kes pla ce b y reversing the
starting air distributor and by means of an angular
displac ea ble roller in the driving mec ha nism for the
fuel pump o f ea ch eng ine c ylinde r. The revers ing
mechanism is activated and controlled by com-press ed a ir supplied to the eng ine. The exha ust
va lve g ea r is no t reversible.
2nd order Moment Compensators
Thes e a re releva nt only for 4, 5 or 6-cylinder en-
gines, a nd ca n be mounted either on the aft end or
on both fore end and a ft end. In spec ia l ca ses only
a compensator on the fore end is necessary.
The af t end co mpensa tor co nsists of ba la nce
weights built into the camshaft chain drive, option:4 31 203.
The fore end com pensa tor consists of ba la nce
weights driven from the fore end of the crankshaft,
option: 4 31 213
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Tuning Wheel/Torsional VibrationDamper
A tuning w hee l/tors iona l vib ration da mpe r is to be
ordered separately based upon the final torsional
vibration calculations. All shaft and propeller data
are to be forwarded by the yard to the engine
builder, see chapter 7.
Governor
For conventional installations the engine speed is
co ntrolled by a mechanica l/hydraulic Wood w ard go v-
ernor type P G A200.
Elec tronic governors a re a vaila ble as a n option, see
chapter 6.11.
Cylinder Lubricators
The eng ine is eq uipped with one or tw o c ylinder
lubric a tors. The c ylinder lubrica tors a re mounted on
the fore end of the c ylinder frame.
The lubrictors h a ve a b uilt-in ca pa bility to a djust-
ment o f the oil q ua ntity. They a re of the S ight FeedLubrica tor type and a re provided with a s ight g la ss
for ea ch lubrica ting po int. The o il is led to th e lubri-
ca tors through a pipe sys tem from a n elevated tank.
Once a djusted , the lubrica tors w ill ba sica lly ha ve a
cylinder oil feed rate proportional to the engine
revolutions.
No-flow a nd low level alarm devices a re included
The lubrica tors a re further eq uippe d w ith elec tric
heating
As an alternative to the speed dependent lubrica-tor, a speed and mean effective pressure (MEP)
dep endent lubrica tor ca n be fitted , option: 4 42 113
which is frequently us ed on plants with controlla ble
pitch propeller.
The Load Cha nge Depend ent sys tem, option: 4 42
120 will automatically increase the oil feed rate in
ca se of a sudd en cha nge in engine loa d, for insta nce
during manoeuvring or rough sea conditions.
Manoeuvring System (prepared forBridge Control)
The e ng ine is p rovided w ith a pne uma tic/elect ric
ma noeuvring a nd fuel oil regula ting s ys tem. The
system transmits orders from the separate ma-
noeuvring console to the engine.
The ma noeuvring s ys tem ma kes it pos s ible to sta rt,
stop, and reverse the engine and to control the
engine spe ed . The sp eed co ntrol ha ndle on the
manoeuvring console gives a speed-setting signal
to the go vernor, depe ndent on the d esired number
of revolutions. At a shut down function, the fuel
injec tion is s topped by a ctivating the puncture valves
placed in the fuel pumps, independent of the speedcontrol handle’s position.
Reversing is effected by moving the manoeuvring
handle from “Ahead” to “Astern” and from “Stop”
to “Start” position. Control air then reverses the
starting air distributor and, through an air cylinder,
the displaceable roller in the driving mechanism for
the fuel pump, to the “Astern” position.
The eng ine is provided with a side mo unted c ontrol
co nso le a nd instrument pa nel, for emergency running.
The ma noeuvring s yste m is des cribed in cha pter 6.11.
Gallery Arrangement
The eng ine is p rovided w ith ga llery brac kets, s ta n-
chions, railings a nd p la tforms (exc lusive of lad de rs).
The brac kets a re pla ced a t such a height that the
be st po ss ible overhauling a nd insp ec tion co nditions
are achieved. Some main pipes of the engine are
suspe nded from the g a llery brackets.
Scavenge Air System
The a ir inta ke to the turbo cha rger takes pla ce direc t
from the e ngine room through the inta ke silencer of
the turbo cha rger. From the turbocharger, the a ir is led
via the cha rging a ir pipe, a ir coolers a nd s ca venge
air receiver to the scavenge ports of the cylinder
liners. The c ha rging a ir pipe b etw een the turbo -
cha rger and the a ir cooler is provided with a c om-
pensa tor and is heat insula ted on the outside.
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Exhaust Turbocharger
The eng ine is fitte d w ith MAN B&W turbo c ha rge r
(4 59 101), ABB turbocharger (4 59 102) or a Mit-
sub is hi turbo cha rger (4 59 103) a rra nged on the a ft
end of the eng ine (4 59 121).
The turbo c ha rger ca n a lternatively be loca ted o n the
exha ust side of the engine, option: 4 59 123. The
turboc harger is pa rtly c ooled, either by freshw a ter
or the lubricating oil.
The turboc ha rger is provide d w ith:
a) Equipment for wa ter wa shing of the compressor
side.
b) Equipment is insta lled for dry cleaning of the
turbine side a nd w a ter was hing
The ga s outlet c a n be 15° /30° /45° /60° /75° /90° from
vertica l, a wa y from the engine. Se e either of options
4 59 301-309. The turboc harger is e q uipped w ith an
electronic ta cho s ys tem w ith pick-ups, c onverter a nd
indicator for mounting in the engine control room.
Scavenge Air Cooler
The engine is fitted w ith a n a ir cooler divide d in ele-
ments for a seawater cooling system of 2.0-2.5 bar
working pressure (4 54 130) or central cooling with
freshwater of maximum 4.5 bar working pressure,
option: 4 54 132.
The end co vers are of c oa ted ca st iron 4 54 150, or
a lternatively of b ras s, option: 4 54 151
A water mist catcher of the through-flow type is
located in the air chamber below the air cooler.
The sc a venge a ir system is des cribed in in cha pter
6.09.
Exhaust Gas System
From the exhaust valves, the g as is led to the exhaust
gas receiver where the fluctuating pressure from the
individua l cylinders is eq ualise d, and the tota l volume
of ga s led further on to the turboc harger at a co nsta nt
pressure. After the turbocharger, the gas is led to
the external exhaust pipe system, which is yard’s
supply.
Compens a tors a re fitted betw een the exhaust valves
and the receiver, and between the receiver and the
turbocharger.
The exhaust ga s receiver and exha ust pipes a re
provided with insulation, covered by galvanized
ste el pla ting.
There is a protec tive gra ting be tw een the exha ust
ga s receiver a nd the turboc harger.
Auxiliary Blower
The en gine is p rovide d w ith tw o elec trica lly-driven
blowers automatically controlled by the scavenge
air pressure in the receiver.
The s uction s ides of the blowers a re connected to
the duct from the air cooler, and the flap valves in
the outlet duc t from the a ir co oler a re clos ed a s long
as the a uxilia ry blow er ca n give a supplement to the
scavenge air pressure.
B oth a uxilia ry blow ers w ill s ta rt operating be fore the
engine is s ta rted a nd w ill ens ure sufficient sc a venge
air pressure to obtain a sa fe sta rt.
During operation of the engine, both auxiliary blowers
will start automatically each time the engine load is
reduced to about 30-40%, and they will continue
operating until the load again exceeds approximately
40-50%.
In c as es w here one of the a uxilia ry blow ers is out of
se rvice , the other a uxilia ry blow er w ill automa tica lly
compensate without any manual readjustment ofthe va lves, thus a voiding a ny engine load reduction.
This is a c hieved by the a utoma tica lly w orking no n-
return va lves in the o utlet pipe of the blowe rs.
The electric m otors a re of the tota lly enc los ed , fan
coo led type w ith insula tion min. clas s B a nd enc lo-
sure minimum IP44. Frequency speed control can
be a pplied a s a n option.
1.10
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The electrica l co ntrol panel a nd s ta rters for two
a uxilia ry blow ers ca n be d el ivered a s a n option:
4 55 650.
Piping Arrangements
The eng ine is de livered w ith piping a rrangements fo r:
Fuel oil
Lubrica ting a nd co oling oil
Cy linde r lubrica ting oil
Lubrica ting o f turboc ha rger
Co oling w a ter for air coo ler
J ac ket cooling w ater
Cleaning of turbochargerFire extinguishing for sc a venge a ir spa ce
Starting air
Control air
Safety air
Exha ust va lve s ea ling a ir and a ir spring
Oil mist detector
Pressure g auge
Various drains
All arrangements are made of steel piping, except
the co ntrol air, s afety a ir and stea m hea ting of fuel
pipes which a re mad e of c opper. The pipes for seacooling water to the air cooler are of:
G a lvanised steel . . . . . . . . . . . . . . . . (4 45 130), or
Thick-wa lled, ga lvanised ste el . . . . . (4 45 131), or
Aluminium bras s . . . . . . . . . . . . . . . . (4 45 132), or
Co pper nickel . . . . . . . . . . . . . . . . . . . . . (4 45 133)
In the case of central cooling, the pipes for fresh-
w a ter to the a ir cooler are of ste el. The pipes a re
provided with sockets for standard instruments,
a la rm a nd s a fety eq uipment a nd, furthermore, with
a number of sockets for supplementary signal
eq uipment a nd supplementary remote instruments.The inlet a nd return fuel oil pipes (exc ept bra nch
pipes) ca n be hea ted w ith:
Stea m trac ing . . . . . . . . . . . . . . . . . . . 4 35 110, or
Elec trica l tra c ing . . . . . . . . . . . option: 4 35 111, or
Thermal oil tra cing . . . . . . . . . . . . option: 4 35 112
The a bo ve hea ting p ipes a re normally d elivered
without insulation, 4 35 120. If the engine is to be
tra nsported a s one unit, insula tion c a n be mounted
as an option: 4 35 121.
The eng ine’s externa l pipe c onnec tions a re in
ac corda nce w ith DIN a nd IS O standa rds:
• S ea led, w ithout counterfla nges in one end, andwith blank counterflanges and bolts in the other
end (4 30 201), or
• With blank counterfla nge s a nd b olts in both end sof the piping, option: 4 30 202, or
• With drilled c ounte rfla nge s a nd b olts, op tion:4 30 203
A fire extinguishing s ys tem for the s ca venge a ir boxwill be provided , ba sed on:
Stea m . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or
Wa ter mist . . . . . . . . . . . . . . . . option: 4 55 142, or
CO2 (exc luding bottles ) . . . . . . . . . option: 4 55 143
Starting Air System
The sta rting a ir sy s tem c omprise s a ma in sta rting
valve, a non-return valve, a bursting disc for the
branch pipe to each cylinder, a starting air distribu-
tor, and a sta rting va lve on ea ch c ylinder. The ma in
starting valve is connected with the manoeuvring
sys tem, w hich c ontrols the sta rt of the eng ine.
A slow turning valve with actuator can be ordered
as an option: 4 50 140.
The s ta rting a ir distributor regulates the s upply o f
control air to the starting valves so that they supply
the engine cylinders with starting air in the correct
firing order.
Oil Mist Detector
The eng ine is provide d w ith a n oil mist de tec tor of :
Make: G raviner
Type: MK 5 . . . . . . . . . . . . . . . . . . . . . . . 4 75 161
or
Make: Schaller
Type : Visa tron VN 215 . . . . . . . . . . . . . . . 4 75 163
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1.12
Fig. 1.04: Engine cross secition
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2 Engine Layout and Load Diagrams, SFOC
Introduction
The effec tive brake po wer P b of a diesel engine is
proportional to the mean effective pressure p e and
engine spee d n, i.e. when using c a s a cons tant.
P b = c x pe x n
so , for consta nt mep, the pow er is proportional to
the speed
P b = c x n1 (for consta nt mep)
When running w ith a fixed pitch prope ller (FPP ), the
pow er may be e xpress ed a cc ording to the propeller
law as
P b = c x n3 (propeller law)
Thus, for the a bove examples, the b ra ke pow er P bma y be expres sed a s a n exponentia l function of the
speed n to the power of i, i.e.
P b = c x ni
Fig. 2.01a sho w s the rela tions hip for the linea r func-
tions, y = a x + b, using linear sc ales.
The exp one ntial func tions P b = c x ni, see Fig. 2.01b,
will be linea r functions w hen using loga rithmic sc a les .
log (P b) = i x log (n) + log (c)
Thus, propeller c urves will be pa rallel to lines ha ving
the inclina tion i = 3, a nd lines w ith co nsta nt mep w ill
be pa rallel to lines w ith the inclina tion i = 1.
Therefore, in the la yout a nd load diag rams for dies el
engines, loga rithmic sc a les a re used, ma king simple
diagrams with straight lines.
Propulsion and Engine Running Points
Propeller curve
The rela tion b etw een po we r and p ropeller spee d is
given for a fixed pitch propeller, and it is as men-
tioned above usually described by a third power
curve:
P b = c x n3
in which:
P b = eng ine pow er for propulsion
n = prope ller sp eedc = constan t
Propeller design point
Normally, calculations of the necessary propeller
power and s peed a re ba sed on theoretica l ca lcula-
tions, a nd o ften experimental tank tests , bo th
2.01
Fig. 2.01a: Straight lines in linear scales Fig. 2.01b : Exponential curves in logarithmic scales
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assuming optimum operating conditions, i .e. a
clean hull and g ood we a ther. The ob tained c ombi-
nation of speed a nd pow er ma y be c a lled the ship’s
propeller design point (PD) placed on the running
propeller curve 6, see Fig. 2.02.
Fouled hull
When the s hip ha s sa iled for some time, the hull a nd
propeller become fouled and the hull’s resistance
will increase. Consequently, the ship speed will be
reduced unless the engine delivers more power to
the p rope ller, i.e. the prope ller w ill be further loa ded
and will be heavy running (HR).
Sea margin and heavy propeller
If, at the same time, the weather is bad, with head
winds, the ship’s resistance may increase much
more, g iving a n even hea vier running.
When the nece ss a ry engine pow er and s peed is to
be de termined , it is the refore norma l to a dd a n extra
power margin, the so-called sea-margin which tradi-
tionally is a bo ut 15% of the P D pow er, comp a red to
the c lea n hull a nd c a lm w ea ther propeller curve 6 -placed on a heavier propeller curve 2 in fig. 2.02.
The co rres ponding s peed a nd pow er combination
is called the “continuous service rating for propul-
sion” (S P ) for fouled hull, a nd hea vy w ea ther. The
propeller c urve for fouled hull and hea vy w ea ther w ill
norma lly be used a s the ba sis for the eng ine oper-
ating curve in service, curve 2, and the propeller
curve for clea n hull a nd c a lm w ea ther curve 6 will be
said to represent a “light running” (LR) propeller.
Engine margin
Freq uently, a s o-ca lled e ngine margin of a bo ut 10%
is a lso a dd ed, w hich mea ns that the “s pecified MCR
for propulsion” (MP) is s o tha t S P = 90% of MP.
P oint MP is identica l to the eng ine’s s pec ified MC R
point (M), unles s a ma in eng ine d riven s ha ft ge ner-
a tor is insta lled. In this c as e the extra powe r demand
of the shaft generator has to be considered, too.
Note:
Light/heavy running, fouling and sea margin are
overlapp ing terms in which Light/heavy running of
the propeller refers to hull and propeller deteriora-
tion, heavy weather and Sea margin i.e. extra power
to the p ropeller, refers to the influence of the w ind
and the sea. Based on feedback from service, it
seems reasonable to d esign the propeller for 2.5-5%
light running. However, the degree of light running
must be dec ided upon experience from the actual
trade and hull design.
Specified maximum continuous rating (M)
The s pec ified MCR is the ma ximum rat ing req uiredby yard or owner for continuous operation of the
chos en engine. P oint M ca n be a ny point w ithin the
layout diagram. Once the specified MCR point M
has been chosen, and provided that the shaftline
and auxiliary equipment are dimensioned accord-
ingly, the s pec ified MCR po int is now the ma ximum
rating at which an overload of 10% is permissible
for one hour per twe lve hours.
The s pec ified MCR is eq ua l to the optimise d po w er
for the S 46MC-C no ma lly (M= O).
Continuous service rating (S)
The C ontinuous s ervice rating is the p ow er at w hich
the engine is normally assumed to operate, and
point S is ide ntica l the s ervice propulsion point (S P ),
unless a main engine driven shaft generator is in-
stalled.
Constant ship speed lines
The co nsta nt ship sp eed lines α, are shown a t thevery top o f Fig. 2.02, indica ting the po w er req uired
at various propeller speeds in order to keep the
sa me ship speed , provided that, for ea ch ship speed,
the o ptimum propeller diame ter is used , ta king into
co nsidera tion the tota l propulsion efficiency.
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Engine Layout Diagram
The la yout diag ram, Fig. 2.02, show s the layo ut area
within which there is full freedom to select the
com bina tion o f eng ine p ow er (kW) a nd sp ee d (r/min)
which is optimum for the ship and the expected
operating profile.
On the horizonta l a xis the engine s peed a nd on the
vertic a l a xis the e ngine powe r a re show n in percent-
a ge s ca les. The sc a les a re loga rithmic w hich mea ns
that, in this diagram, power function curves like
prope ller curves (3rd pow er), c ons ta nt mea n effective
pres-sure curves (1st power) and constant ship
sp eed c urves (0.15 to 0.30 powe r) a re straight lines .
An engine’s layout diagram is limited by two con-
sta nt mea n effective press ure (mep) lines L1-L3 a nd
L2-L4, and b y two c onsta nt engine speed lines L1-L2and L3-L4, s ee Fig. 2.02. The L1 point refers to the
engine’s nominal maximum continuous rating.
B a s ed o n the propulsion and eng ine running po ints,
as previously mentioned, the layout diagram of a
releva nt ma in engine ma y be dra wn-in. The s pec i-
fied MCR point (M) must be inside or on the limita-
tion lines of the la yout d ia gra m; if not, the propeller
speed has to be changed or another main enginetype must be chos en. It is only in spec ia l ca ses that
point M ma y b e loc a ted to the right o f line L1-L2, see
“Optimising Point”.
Optimising point (O) = specified MCR (M)
The op timising po int O is the ra ting a t w hich the
turbocharger is matched, and at which the engine
timing a nd c ompress ion ratio a re ad justed.
The op timising po int O is pla ce d o n line 1 a nd e q ual
to po int A of the loa d d ia gra m, a nd ha ving po int M’spower, i.e. the power of points O and M shall be
identica l, b ut the engine s peeds ca n be different.
The op timising po int O is to be pla ce d inside the
layout diagram. In fact, the specified MCR point M
can, in special cases, be placed outside the layout
diagram, but only by exceeding line L1-L2, and, of
co urse , only provide d tha t the o ptimising po int O is
loc a ted inside the la yout dia gram.
Load Diagram
Definitions
The loa d d ia gra m, Fig. 2.03, defines the pow er and
speed limits for continuous as well as overload
operation of an installed engine having an optimis-
ing point O co inciding w ith the s pec ified MCR po int
M ac co rding to the s hip’s spec ifica tion.
P oint A is a 100% sp eed a nd po we r referenc e point
of the loa d d ia gram, a nd is for the S 46MC-C eq ual
to the optimising point O, having the specified
MCR’s power. Point M is normally equal to point A
= O but point M may in spec ial ca ses , for exampleif a s ha ft genera tor is insta lled , be plac ed to the right
of point A on line 7.
The s ervice points o f the ins ta lled e ng ine inc orpor-
ate the engine power required for ship propulsion
and shaft generator, if installed.
Limits for continuous operation
The continuous se rvice rang e is limited by four lines :
Line 3 and line 9:
Line 3 represe nts the ma ximum spee d w hich c an be
a cc epted for continuous opera tion, i.e. 105% of A.
If, in special cases, A is located to the right of line
L1-L2, the maximum limit, however, is 105% of L1.
During trial conditions the maximum speed may be
extende d to 107% of A, s ee line 9.
The a bo ve limits m a y in gene ral be e xtended to
105%, and during trial conditions to 107%, of the
nominal L1 speed of the engine, provided the tor-siona l vibra tion co nditions permit.
The oversp eed set-po int is 109% of the spe ed in A,
however it ma y be moved to 109% of the nominal
spee d in L1, provide d tha t torsional vibra tion c ondi-
tions permit.
Running at low load above the nominal L1 speed of
the engine is, however, to be a voided for extended
periods.
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Line 4:
Represe nts the limit a t w hich a n a mple air s upply is
available for combustion and imposes a limitation
on the maximum comb ination of torque a nd s peed.
Line 5:
Represe nts the ma ximum mea n effective press ure
level (mep), which can be accepted for continuous
operation.
Line 7:
Represents the ma ximum pow er for continuous
operat ion.
Limits for overload operation
The ove rloa d s ervice rang e is limited a s follow s :
Line 8:
Represents the overload operation limitations.
The area betw een lines 4, 5, 7 a nd the hea vy da shed
line 8 is available for overload running for limited
periods only (1 hour pe r 12 hours).
Recommendation
Co ntinuous opera tion w ithout limita tions is a llow ed
only within the a rea limited by lines 4, 5, 7 a nd 3 of
the loa d d ia gra m. The a rea be tw een lines 4 a nd 1 is
available for operation in shallow waters, heavy
we a ther and d uring a cc eleration, i.e. for non-stea dy
ope ration w ithout a ny s trict time limita tion.
After some time in operation, the ship’s hull and
propeller will be fouled too, resulting in heavier
running of the prope ller, i.e. the prope ller c urve w ill
move to the left from line 6 tow a rds line 2, a nd e xtra
pow er is req uired for propuls ion in order to keep theship’s s peed . The extent of hea vy running o f the
propeller a t c a lm w ea ther cond ition w ill indica te the
need for cleaning the hull a nd p os sibly polis hing the
propeller.
Once the specified MCR and the optimising point
have been chosen, the capacities of the auxiliary
equipment will be adapted to the specified MCR,
and the turbocharger etc. will be matched to the
optimise d pow er.
If the specified MCR and the optimising point is to
be increa sed la ter on, this ma y involve a cha nge of
the pump and cooler capacities, retiming of the
engine, change of the fuel valve nozzles, adjusting
of the cylinder liner cooling, as well as rematching
of the turbocha rger or even a c hang e to a la rger size
of turbocharger. In some cases it can also require
larger dimensions of the piping systems.
It is therefore of utmost importance to consider,
already at the project stage, if the specification
sho uld b e prepa red for a late r pow er increa s e. This
is to be indicated in item 4 02 010 of the Extent of
Delivery.
Examples of the use of the load diagram
In the following, four different examples based on
fixed pitch propeller (FPP) and one example based
on controllable pitch propeller (CPP) are shown in
orde r to illus trate the flexib ility of the lay out a nd loa d
diag rams , and the significa nt influence o f the choice
of the optimising p oint O.
Example 1:
Normal running conditions
Engine coupled to FP-propeller without shaft generator
Norma lly, the optimis ing p oint O will be c hos en on
the engine service curve 2 (for fouled hull) and
hea vy wea ther, a s s how n in Fig. 2.04. Po int A = O
is then found a t the intersec tion be twee n propeller
curve 1 (2) and the constant power curve through
M, line 7. In this ca s e po int A = O w ill be eq ual to
point M.
Once po int A = O has been found in the lay out
diagram, the load diagram can be drawn, as shown
in Fig. 2.05, and hence the actual load limitation lines
of the d iesel engine ma y be found b y using the incli-nations from the c ons truction lines a nd the %-figures
stated.
Example 2:
Special running cond itions
Engine coupled to FP-propeller without shaft generator
When the ship accelerates, the propeller will be
subjected to a larger load than during free sailing.
The sa me is valid w hen the ship is s ubjec ted to a n
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extra large resistance as, for example, heavy wind
a ga inst. In both c a se s, the engine’s o perating point
will be to the left of the normal operating curve as
the p rope ller w ill run hea vily.
In order to a void exc eed ing the left-hand limita tion
curves 4 a nd 5 of the load diagram, it may, in certain
ca ses , be nec ess a ry to limit ac celera tion or to move
the loa d d ia gra m tow a rds the left. This is pos s ible
by m oving the eng ine’s optimising point O = A
towards the left and thereby the propeller curve 1
through the optimising point, but at the expense of
Specific Fuel Oil Consumption. An example is
shown in Figs. 2.06 and 2.07.
As will be seen, and compared to the normal caseshown in Example 1, Figs. 2.04 and 2.05, the left-
hand limitation line is moved to the left, giving a
wider margin betw een lines 2 a nd 4.
Examp le 3:
Normal running conditions
Engine coupled to FP-propeller with shaft generator
Compa red to the normal ca se w ithout a sha ft gen-
erator, see Example 1, Figs. 2.04 and 2.05, in this
case a shaft generator (SG) is installed, and the
service power of the engine therefore also has toincorporate the extra power required for the shaft
generator’s electrical power production.
In Fig. 2.08, the engine service curve shown for
fouled hull a nd hea vy w ea ther thus incorporat es this
extra pow er. The o ptimis ing po int O = A w ill norma lly
be c hosen on this c urve as shown, but can, a s a n
approximation, be located in point M, and the load
diagram can be drawn as shown in Fig. 2.09.
Examp le 4:
Special running cond itions
Engine coupled to FP-propeller with shaft generator
Also in this special case, a shaft generator is in-
stalled but, compared to Example 3, this case has
a spec ified MCR for propulsion MP pla ced a t the top
of the layout diagram, see Fig. 2.10.
This involves tha t the intended sp ec ified MCR of the
eng ine M’ will be p la ce d o utside the top of the la yout
diagram.
One so lution c ould be to c hoose a dies el engine w ith
an extra cylinder, but a nother and c hea per solution
is to reduce the electrical power production of the
shaft generator when running in the upper propul-
sion power ra nge.
Thereby the engine’s need ed s pec ified MCR pow er
ca n be reduced from point M’ to point M as s hown
in Fig. 2.10. In this case a diesel generator has,
partly or fully, to take over the electrical power
production. However, this will seldom occur, as
ships are rather infrequently running in the upper
propulsion power range.
Line 1 is dra w n through point S. P oint O = A is found
as the intersection between line 1 and line L1-L3
P oint M is found o n line 7 draw n through O = A, a t
MP’s speed.
The correspond ing load diag ram is dra wn in Fig. 2.11.
Example 5:
Engine coup led to CP-prop eller
With or without shaft generator
When a CP-propeller is installed, the relevant combi-
nato r curves of the propeller may b e a co mbination ofco nsta nt engine speed s a nd/or propeller curves, a nd
it is not pos sible to distinguish betw een running points
for light a nd heavy running co nditions .
Therefore, whe n the e ngine’s s pec ified MCR po int
(M) ha s b een c hos en, including the po w er for a s ha ft
generator, if installed, point M may be used as point
O = A of the loa d diag ram, which ma y then be draw n.
An example is given in Fig. 2.12, which shows two
examples of combinator curves that are both con-
tained w ithin the sa me loa d d ia gram.
Fig. 2.13 co ntains a la yout diag ram that ca n be used
for construction of the load diagram for an actual
project, using the %-figures stated and the inclina-
tions of the lines.
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Line 2 P ropulsion curve, fouled hull a nd heavy wea ther (heavy running)
Line 6 P ropulsion curve, clea n hull and c alm wea ther (light running)
MP S pec ified MCR for propuls ion
S P C o nt inuo us s e rvic e ra ting fo r pro puls io n
P D P ropeller des ign point
HR Hea vy running
LR Light running
Fig. 2.02 : Ship propulsion running points and eng ine layout
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2.07
A 100% reference point
M S pec ified MCR
O = A Op tim is ing po int
Line 1 P ropeller curve though optimising point (i = 3)
Line 2 P ropeller curve, fouled hull and heavy we ather – heavy running (i = 3)
Line 3 S pe ed limitLine 4 Torque/speed limit (i = 2)
Line 5 Mean effective pressure limit (i = 1)
Line 6 P ropeller curve, clea n hull a nd ca lm wea ther – light running
Line 7 P ower limit for continuous running (i = 0)
Line 8 Ove rlo ad lim it
Line 9 Sea t ria l speed limit
P oint M to be loc a ted on line 7 through po int A = O
Fig. 2.03: Engine load diagram
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2.08
M S pec ified MCR of engine
S C ontinuous service ra ting of eng ine
O = A Optimis ing point of eng ine
A Reference point of loa d dia gra m
MP S pecified MCR for propuls ionS P C ontinuous s ervic e ra ting of propuls ion
Point O = A of load diagram is found:
Line 1 Propeller curve through optimising point (O) is eq ual to line 2
Line 7 C o ns tan t p ow e r line thro ug h sp ec ifie d MC R (M)
P oint O = A Intersec tion between line 1 a nd 7
Fig. 2.04 : Examp le 1. Normal running cond itions. Engine with FPP, without shaft generato r
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2.09
M S pec ified MCR of eng ine
S C ontinuous servic e ra ting of eng ine
O = A Opt imis ing po int of eng ine
A Reference point of loa d d ia gra m
Fig. 2.05 : Examp le 1. Normal running cond itions. Engine with FPP, without shaft generator
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2.10
M S pec ified MCR of engine
S C ontinuous service ra ting of engine
O = A Optimis ing point of eng ine
A Reference point of loa d d ia gra m
MP S pec ified MCR for propuls ion
S P C ontinuous s ervic e ra ting for propuls ion
Point A = O of load diagram is found:
Line 1 P ropeller curve through optimising point (O) is plac ed to the left of line 2
Line 7 C o ns t ant p ow e r line thro ug h sp ec ifie d MC R (M)
Point A = O Intersection between line 1 and 7
Fig. 2.06 : Examp le 2. Special running conditions. Engine with FPP, without shaft generator
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2.11
M S pec ified MCR of eng ine
S C ontinuous servic e ra ting of engine
O = A Opt imis ing poin t o f eng ine
A Referenc e point of loa d d ia gra m
Fig. 2.07 : Example 2. Special running conditions. Engine with FPP, without shaft generator
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2.12
M S pecified MCR of eng ine
S C ontinuous service ra ting of engine
O = A Optimis ing point of engine
A Reference point of loa d d ia gra m
MP S pecified MCR for propuls ion
S P C ontinuous servic e ra ting for propuls ion
S G S ha ft g enera tor pow er
Point O = A of load diagram is found:
Line 1 Pro pe lle r curve thro ug h p oint S (an d M)
Line 7 C o ns tan t p ow e r line thro ug h sp ec ifie d MC R (M)
P oint O = A Intersec tion between line 1 and 7
Fig. 2.08 : Example 3. Normal running conditions. Engine with FPP, with shaft generato r
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2.13
M S pecified MC R of eng ine
S C ontinuous servic e ra ting of eng ine
O = A Optimis ing poin t o f eng ine
A Referenc e point of loa d dia gra m
MP S pec ified MC R for propuls ion
S P C ontinuo us s ervic e ra t ing fo r pro puls io n
Fig. 2.09 : Example 3. Normal running conditions. Engine with FPP, with shaft generato r
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2.14
M S pec ified MCR of engine
S C ontinuous service ra ting of eng ine
O = A Optimis ing point of eng ine
A Reference point of loa d dia gra m
MP S pecified MCR for propuls ion
S P C ontinuous s ervic e ra ting for propuls ion
S G S ha ft genera tor
Point A and M are found:
Line 1 P ro pe lle r c urve thro ug h P o int S
P oint A = O Intersec tion betw een line 1 and L1- L3
Point M Located on constant power line 7 through point A = O
Fig. 2.10: Example 4. Special running conditions. Engine with FPP, with shaft generator
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2.15
M S pec ified MCR of eng ine
S C ontinuous servic e ra ting of eng ine
O = A Opt imis ing po int of eng ine
A Reference point of loa d d ia gra m
MP S pe cified MC R fo r pro puls io n
S P C o nt inuo us s e rvic e ra ting fo r pro puls io n
S G S ha ft genera tor
Fig. 2.11: Example 4. Special running conditions. Engine with FPP, with shaft generator
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2.16
M S pecified MCR of eng ineS C ontinuous servic e ra ting of eng ine
O = A Opt imis ing po in t o f eng ine
A Referenc e point of loa d dia gra m
Fig. 2.12: Example 5. Engine with Controllable Pitch Propeller (CPP), w ith or without shaft generator
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2.17
Fig. 2.13 : Diagram for actual project
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Specific Fuel Oil Consumption, SFOC
The c a lculation of the expe c ted sp ec ific fuel oil
cons umption (S FOC) ca n be ca rried o ut by mea ns
of Fig. 2.14 for fixed pitch propeller and 2.15 for
controllable pitch propeller and constant speed.
Throug hout the who le loa d a rea the S FOC of the
engine depends on where the optimising point
O = s pec ified MCR (M) is c hos en.
SFOC at reference conditions
The S FOC is ba sed on the reference a mbient co n-
ditions s ta ted in ISO 3046/1-1986:
1,000 mba r a mbient a ir press ure
25 ° C amb ient a ir temperature
25 ° C sc aveng e air coo ling wa ter temperature
a nd is rela ted to a fuel oil with a low er ca lorific va lue
of 10,200 kca l/kg (42,707 kJ /kg).
For low er ca lorific va lues a nd for a mbient co nditions
tha t a re different from the IS O referenc e c onditions ,
the S FOC will be a djusted ac co rding to the co nver-
sion factors in the below table provided that the
maximum combustion pressure (P ma x) is adjustedto the nominal value.
P ara meter C ondition c ha ng e SFOCChange
Sc av. air
coolanttemperature
per 10 ° Crise + 0.60%
Blow er inlettemperature
per 10 ° C rise + 0.20%
Blow er inletpressure
per 10 mba r rise - 0.02%
Fuel oil lower
ca lorific va lue
rise 1% (42,707kJ /kg) -1.00%
With for insta nce, a 1° C increa se of the sc a venge
a ir co olant tempe rature, a corresponding 1 ° C in-
crease of the scavenge air temperature will occur.
SFOC Guarantee
The S FOC gua rantee refers to the a bo ve IS O refer-
ence conditions and lower calorific value, and is
guara nteed for one engine loa d (pow er-spe ed c om-
bination), this being the one in which the engine is
optimise d (O). The g ua rantee is given w ith a ma rgin
of 3%.
Emission Control
All MC engines can be delivered so as to comply
with the IMO s peed depe nda nt NOx limit, mea sured
a cc ording to IS O 8178 tes t cy cles E2/E3 for Hea vy
Duty Dies el Engines .
The NOx emissions from a given engine will vary
according to the engine load and the optimising
power.
SFOC a nd NOx a re interrela ted pa rameters , a nd a n
engine offered with both a guaranteed SFOC and
the IMO NOx limita tion w ill be s ubjec t to a tolera nce
of 5% on the fuel oil consumption.
Examples of Graphic Calculation of SFOC
Dia gra m 1 in figs . 2.14 a nd 2.15 show s the reduc tion
in SFOC, referred to the SFOC at nominal rated
MCR (L1). The diag rams a re valid for eng ine load s
a t 100, 80 a nd 50% of the o ptimise d/sp ec ified MCR
power.
The o ptimis ing p oint O is d raw n into Dia gra m 1 in
the above-mentioned Figs. 2.14 or 2.15, see the
exa mple in Fig. 2.16. A stra ight line a long the c on-
sta nt mep c urves (pa rallel to L1-L3) is d raw n through
the o ptimis ing p oint O. The interse ct ion po ints of the
solid lines indicate the reduction in specific fuel oil
consumption at 100%, 80% and 50% of the opti-mise d/s pec ified MCR pow er, related to the S FOC
sta ted for nomina l MCR (L1) rating.
In diag ram 2, Fig. 2.16 a n example of the c alcula ted
SFOC curves are made as function of the opti-
mise d/s pe c ified MCR pow er (M).
2.18
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2.19
S pec ified MCR (M) = optimsed pow er (O)
S FOC in g/B HP h a t nomina l MCR (L1)
S 46MC-C 128
Engine type: S 46MC-CDa ta a t nominal MCR (L1):
100% Po we r:
100% Speed:
Nominal SFOC:
129128
B HPr/ming/B HP h
Da ta a t sp ec ified MCR (M):
100% Po we r:
100% Speed:
SFOC:
B HPr/ming/B HP h
Fig. 2.14 : SFOC for engine w ith fixed p itch propeller
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2.20
S pec ified MCR (M) = optimse d po w er (O)
S FOC in g/B HP h a t nomina l MCR (L1)
S 46MC-C 128
Engine type: S 46MC-C
Da ta a t nomina l MCR (L1):
100% Pow er:
100% Speed:
Nomina l SFOC:
129128
BHPr/ming/B HP h
Data a t spec ified MCR (M):
100% Pow er:
100% Speed:
SFOC:
BHPr/ming/B HP h
Fig. 2.15: SFOC for engine with constant speed
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2.21
Spec ified MC R (M) = optimsed pow er (O)
S FOC in g/B HP h a t nominal MCR (L1)
S 46MC -C 128
Engine type: 6S 46MC-C
Da ta a t nomina l MCR (L1):
100% Po we r:
100% Speed:
Nomina l SFOC:
10,710129128
B HPr/ming/B HP h
Da ta a t s pec ified MCR (M):
100% Po we r:
100% Speed:
SFOC:
8,568116.1125.8
B HPr/ming/B HP h
Fig. 2.16: SFOC for eng ine with fixed p itch propeller
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Fuel Consumption at an Arbitrary Load
Once the e ngine has bee n optimise d in point O,
Fig. 2.17, the specific fuel oil consumption in an
a rbitrary point S 1, S 2 o r S 3 ca n be est imated bas ed
on the SFOC in points “1” and “2”.
These S FOC values c a n be c a lcula ted b y using the
g raphs in Fig . 2.14 for the prope ller c urve I a nd
Fig . 2.15 for the co nsta nt speed curve II, ob taining
the SFOC in points 1 and 2, respectively.
Then the S FOC fo r point S1 ca n be calculated a s a n
interpolation between the SFOC in points “1” and
“2”, and for point S 3 as a n extra polation.
The S FOC c urve through po ints S 2, to the left of
point 1, is symmetrical about point 1, i.e. at speeds
lower than that of point 1, the SFOC will also in-
crease.
The a bo ve-mentioned m ethod p rovide s only an ap -
proximate figure. A more precise indication of the
expected SFOC at any load can be calculated by
using our com puter program . This is a s ervice w hich
is a vaila ble to our cus tomers on reques t.
2.22
Fig. 2.17
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3 Turbocharger Choice
Turbochargers makes
The MC eng ines a re des igne d for the app lic a tion of
the fo llow ing ma kes o f turboc ha rgers : MAN B&W,
Ase a B rown B overi, Ltd. (AB B ) or Mitsub ishi Hea vy
Industries, Ltd. (MHI)
As sta nda rd, the engine is eq uipped with one turbo-
cha rger loc a ted on the a ft end (4 59 121).
The S 46MC-C typ e engine ca n, as a n option: 4 59
123, b e s upplied w ith turbo cha rger(s ) loc a ted on the
exhaust s ide a t extra cos t.
In order to clean the turbine blades and the nozzle
ring assembly during operation, the exhaust gas
inlet to the turbocharger is provided with a dry soft
blast cleaning system using nut shells on all makes
a nd w a ter wa shing on MAN B&W a nd AB B types .
Turbocharger types
The releva nt type d es igna tions of the turbo cha rgers
applied on these engines are stated in Fig. 3.01.
Cyl. MAN B &W AB B MHI
4 1 x NA40/S 1 x VTR 454 1x MET42S D
5 1 x NA48/S 1 x VTR 454 1x MET53S D
6 1 x NA48/S 1 x VTR 564 1x MET53S D
7 1 x NA57/T9 1 x VTR 564 1x MET66S D
8 1 x NA57/T9 1 x VTR 564 1 x MET66SD
Fig. 3.01 : Turbocharger types
For other layout points than L1, the numb er or size
of turboc hargers ma y be different, depe nding on the
point at which the engine is to be optimised.
Fig. 3.02 shows the approximate limits for applica-
tion of the MAN B&W turbo cha rgers , Fig. 3.03 fo r
the ABB turbochargers and Fig. 3.04 for the MHI
turbochargers.
3.01
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Fig. 3.02: Choice of turbochargers, make MAN B&W
3.02
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Fig. 3.03a: Cho ice of turbochargers, make ABB
3.03
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3.04
Fig. 3.03b: Cho ice of high efficiency turbochargers, make ABB
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Fig. 3.04: Choice of turbochargers, make MHI
3.05
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Cut-Off or By-Pass of Exhaust Gas
The exhaust g a s ca n be c ut-off or by-pas sed round
the turboc ha rgers us ing e ither of the follow ing four
systems.
Turbocharger cut-out systemOption: 4 60 110
This sy ste m, Fig. 3.05, ca n be profita bly introduce d
on constant pressure turbocharged engines with
two turbochargers if the engine is to operate forlong p eriods a t loa ds of a bout 50% of the optimised
pow er or below.
The ad vantag es a re:
• Reduced SFOC if one turbocharger is cut out
• Reduced heat load on essential engine compo-nents, due to increased scavenge air pressure.
This results in les s ma intenanc e a nd lower s pa re
pa rts req uirements
• The increa se d sc a venge a ir pres sure permits run-ning w ithout a uxilia ry blowe rs dow n to 20-30% of
specified MCR, instead of 30-40%, thus saving
elec trica l pow er
The s a ving in S FOC a t 50% of optimise d p ow er is
a bo ut 1-2 g/B HPh, w hile larger sa vings in S FOC a reobtainable at lower loads.
Fig. 3.05 : Position of turbocharger cut-out valves Fig. 3.06 : By-pass flange on exhaust gas receiver
3.06
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Valve(s) for partial by-passOption: 4 60 117
Va lve(s ) for partia l by -pas s o f the exhaus t ga s round
the high efficiency turbocharger(s) can be used in
order to obtain improved SFOC at part loads. For
engine loads above 50% of optimised power, the
turbocharger allows part of the exhaust gas to be
by-passed round the turbocharger, giving an in-
creased exhaust temperature to the exhaust gas
boiler.
At loa ds below 50% of optimised pow er, the by-
pass closes automatical ly and the turbocharger
works under improved conditions with high effi-
ciency. Furthermore, the limit for activating thea uxilia ry blow ers de crea se s c orres pondingly.
Total by-pass for emergency runningOption: 4 60 119
By-pass of the total amount of exhaust gas round
the turbo cha rger is o nly use d for emergenc y running
in case of turbocharger failure.
This e na bles the e ngine to run a t a higher loa d tha n
with a locked rotor under emergency conditions.
The eng ine’s exha ust g a s receiver will in this ca se
be fitted w ith a by-pa ss fla nge of the sa me diameter
a s the inlet pipe to the turboc ha rger. The eme rgency
pipe is the ya rd’s de livery.
Fig. 3.08: Total by-pass of exhaust gas for emergency running Fig. 3.07: Valve for partial by-p ass
3.07
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4 Main Engine Driven Generators (PTO)
Introduction
Next to p ow er for propulsion electricity produc tion
is the la rges t fuel co nsumer on bo ard. The elec tric ity
is produced by using one or more of the following
types of ma chinery, either running a lone o r in pa ral-
lel:
• Auxilia ry diese l genera ting se ts
• Main engine driven generators
• Steam driven turbogenerators
• Emergency diesel generating sets
The ma chinery installed should be se lecte d ba sed
on a n ec onomica l eva luation of first cos t, opera ting
costs, and the demand of man-hours for mainte-
nance.
Power Take Off (PTO)
With a ge nerato r coupled to a P ow er Ta ke Off (P TO)from the main eng ine, the elec tricity ca n be pro-
duced ba sed on the main engine‘s low SFOC a nd
use o f heavy fuel oil. S everal sta nda rdise d P TO
sys tems a re availa ble, se e Fig. 4.01 a nd the des ig-
na tions on Fig. 4.02:
Types of PTO
P TO/RC F
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on
mec hanica l-hydra ulica l spe ed co ntrol.
PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator coupled to a constant ratio step-up
gea r and w ith elec trica l freq uency c ontrol.
PTO/GCR
(Power Take Off/Gear Constant Ratio):
Generator coupled to a constant ratio step-up
gear, used only for engines running at constant
speed.
Positioning of PTO
Within ea c h P TO sys tem, s evera l de signs a re ava il-
able, depending on the positioning of the gear:
BW I: Attac hed fore end g ea r
Gear with a vertical generator mounted onto the
fore end of the dies el engine, without any c onnec -
tions to the s hip s tructure .
BW II: Free-sta nding fore e nd gea r
A free-sta nding g ea r mounted o n the tank top a nd
connected to the fore end of the diesel engine,with a vertica l or horizonta l generato r.
BW III: Attached side-mounted gear
A crankshaft gear mounted onto the fore end of
the diesel engine, w ith a s ide-mounted g enerator
without a ny co nnections to the s hip s tructure.
BW IV: Tunne l gea r
A free-standing step-up gear connected to the
intermed ia te s haft, w ith a horizonta l ge nerator.
On the S46MC-C engines, s pec ia l a ttention ha s tobe paid to the space requirements for the BWIII
system, if the turbocharger optionally is located on
the exha ust side.
4.01
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4.02
Alterna tive genera tor pos itioning Design S ea ting Tota l effiency
P T O / R C F
1a 1b B W I/RCFAt e ngine
(vertica l ge nerato r)88 -91
2a 2b B W II/RCF On ta nk top 88 - 91
3a 3b BW III/RCF At eng ine 88 - 91
4a 4b B W IV/RCF On ta nk top 88 - 91
P T O / C F E
5a 5b B W I/C FEAt e ngine
(vertica l ge nerato r)81 - 85
6a 6b BW II/C FE On ta nk top 81 - 85
7a 7b BW III/CFE At eng ine 81 - 85
8a 8b BW IV/CFE On ta nk top 81 - 85
9a 9b S MG /CFE On ta nk top 84 - 88
P T O / G C R
10 BW I/G CRAt e ngine
(vertica l genera tor) 92
11 BW II/G CR On ta nk top 92
12 BW III/G CR At eng ine 92
13 BW IV/G CR On ta nk top 92
BW III/RC F (3b), BW II/G CR (11) a nd B W III/G CR (12) a re our s ta nda rd s olutions, a ll others a re a va ila ble o n req ues t
Fig. 4.01: Types of PTO
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Power take off: PTO
B W III S 46-C /RC F 1200-60
50: 50 Hz
60: 60 Hz
kW on g enera tor terminals
RCF: Renk co nsta nt freq uency unit
GC R: S tep-up gea r with consta nt ratio
Engine type on which it is applied
P os itioning of P TO: S ee Fig. 4.01
Ma ke: MAN B&W
Fig. 4.02: Designation of PTO
4.03
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B y mea ns of a simple a rra ngement, the sha ft in the
crankshaft g ea r carrying the first g ea r wheel and the
female part of the toothed coupling can be moved
forward, thus disconnecting the two parts of the
toothed co upling.
The pow er from the c ranksha ft gea r is tra nsferred,
via a multi-disc clutch, to a n epicyc lic va ria ble-ra tio
gea r and the ge nera tor. These are mounted on a
common bedplate, bolted to brackets integrated
with the engine b edplate.
The BWIII/RC F unit is a n ep icyc lic g ea r with a hy-
dros ta tic s uperposition d rive. The hyd rosta tic input
drives the annulus of the epicyclic gear in either
direc tion o f rota tion, henc e c ontinuously varying thegea ring ratio to keep the generator spee d co nsta nt
throughout a n eng ine s pee d va ria tion of 30%. In the
sta nda rd la yout, this is betw een 100% and 70% of
the engine speed at specified MCR, but it can be
placed in a lower range if required.
The input pow er to the gea r is divide d into tw o pa ths
– one mecha nica l and the other hydrosta tic – and the
epicyclic differential combines the power of the two
pa ths a nd transmits the c ombined po wer to the output
sha ft, connected to the g enera tor. The g ear is eq uipped
with a hydrostatic motor driven by a pump, and con-trolled by an elect ronic co ntrol unit. This keeps the
generator speed constant during single running as
we ll as w hen running in pa rallel with other g enerato rs.
The multi-disc c lutch, integ rated into the g ea r input
sha ft, permits the enga ging a nd disenga ging of the
epicyclic gear, and thus the generator, from the
ma in eng ine d uring opera tion.
An electronic co ntrol sy ste m w ith a Renk co ntroller
ensures that the control signals to the main electri-
ca l sw itchboa rd a re identica l to those for the normal
a uxilia ry genera tor se ts. This a pplies to s hips withautomatic synchronising and load sharing, as well
a s to s hips w ith manual sw itchbo a rd opera tion.
Internal c ontrol circ uits a nd interloc king functions
between the epicyclic gear and the electronic
co ntrol box provide a utoma tic co ntrol of the func-
tions neces sa ry for the sa tisfa cto ry operation a nd
prote c tion of th e B WIII/RC F unit. If an y mo nitored
value exceed s the normal operation limits, a wa rn-
ing o r an a la rm is g iven de pend ing upo n the origin,
severity and the extent of deviation from the per-
miss ible values . The c a use o f a w a rning or a n a la rm
is s how n on a d igital display.
Extent of delivery for BWIII/RCF units
The d elivery c omprise s a co mplete unit read y to be
built-on to the main engine. Fig. 4.04 shows the
req uired spa ce a nd the s tanda rd electrica l output
range on the g enerator terminals.
Standard sizes of generators in kW are:
1200 700
These s tand a rd s izes have bee n chosen to co ver the
requirements most often seen in the market, but
they are not an expression of the maximum sizes
that ca n be fitted.
In the c as e tha t a larger generator is req uired, plea se
conta c t MAN B&W Dies el A/S .
If a main engine speed other than the nominal is
required a s a ba sis for the PTO opera tion, this mus t
be ta ken into c ons idera tion w hen determining the ratio
of the cranksha ft gea r. How ever, this ha s no influence
on the space required for the engine and generator.
Furthermore, it should be mentioned that the
P TO/RCF ca n be operated as a motor, -a P ower
Ta ke In (P TI) a s we ll as a ge nerator by a dd ing s ome
minor modifications.
Yard d eliveries a re:
1. Co oling w a ter pipes to the built-on lubrica ting oil
co oling s yste m, including the va lves.
2. Elec trica l pow er supply to the lubrica ting oilsta nd-by pump built on to the RC F unit.
3. Wiring betw een the generator and the operator
co ntrol panel in the s witch-boa rd.
4.05
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4. An externa l perma nent lubrica ting oil filling-up
connection can be es tablished to the RC F unit. The
system is shown in Fig. 4.07 “Lubricating oil system
for RCF g ear”. The dosa ge tank and the pertaining
piping a re to be d elivered by the ya rd. The s ize of
the dosa ge ta nk is s tated in the table for RCF gea r
in “ Nece ssa ry c a pa c ities for P TO/RCF” Fig. 4.06.
The neces sa ry prepa rations to be ma de o n the
engine are specified in Figs. 4.05a and 4.05b.
Additional capacities required for BWIII/RCF
The c ap ac ities sta ted in the “ List o f ca pa cities” for
the ma in engine in q uestion a re to be increa sed by
the ad ditional ca pa cities for the crankshaft gea r and
the RCF g ea r sta ted in Fig. 4.06.
4.06
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kW Generator
700-60 1200-60
A 2326 2326
B 776 776
C 2986 2986
D 3386 3386
F 1826 1946
G 2090 2090
H 2368 2875
S 380 470
S ystem weight (kg) with generator:
22750 26500
S ystem weight (kg) without generator:
20750 23850 S pa ce req uirement ha s to b e investiga tet on pla nts with the turboc harger on the exhaust s ide
Spa ce requirements for a larger generator has to be investiga ted ca se b y ca se
Dimension H: This is only valid for A. van Kaick generator type DGS , enclosure IP 23,freq uency = 60 Hz, r/min = 1800
Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWIII S46-C/RCF
4.07
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4.08
Fig. 4 .05a: Engine preparations for PTO.
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4.09
P o s . 1 S p ec ia l fa c e o n b ed pla te a nd fra m e b ox
Pos. 2 Ribs and brackets for supporting the face a nd machined blocks for alignment of gear
Pos. 3 Mac hined washers placed on frame box part of face to ensure that it is f lush with the face on thebedplate
Po s . 4 R ubber g aske t p lace d o n fram e bo x p art o f face
P os . 5 Intermed ia te fla ng e
Pos . 6 Studs and nuts for mounting the intermediate flange at the crankshaf t flange
P o s. 7 Dis ta nc e tub es a nd lo ng b olts
Pos. 8 Flange of crankshaf t, normally the standard execution is used
P o s . 9 S tud s a nd nuts fo r c ra nks ha ft fla ng e
Pos. 10 Free flange end at lubrica t ing oil inlet pipe
Po s . 11 Oil o ut le t flan g e w e lde d to bedpla te
P os . 12 Fa ce for bra ckets
P os . 13 B ra ckets
P o s . 14 S tud s fo r mo unting the bra c ke ts
Pos . 15 Studs, nuts a nd shims for mounting of RCF-/generator unit on the brackets
Pos. 16 Shims, studs a nd nuts for connection between crankshaf t gear and RCF-/generator unit
Po s. 17 Engine cover with lubrica ting oil drain and connecting bolts to bedplate/fra me box for mounting
on eng ine be fore mounting of PTO
Pos . 18 In termedia te shaft be tween crankshaft and PTO
Po s . 19 Oil se a ling fo r interm e d ia te sha ft
Po s. 20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
Po s. 21 P lug box for electronic mea suring instrument for check of condition of axial vibration damper
Pos . 22 Face on engine frame for support ing s tays on engine frame
P os . 23 S upporting s ta ys
Pos . 24 Studs , nuts and shims for mount ing the s tays on engine framePos. 25 Studs, nuts and shims for mounting the stays on the engine brackets
Engine prepa rations fo r P TO type:
P os . no : 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
BWIII/RC F A A A A A A B A B A A A A A B B A A A A A A
BWIII/G CR, BWIII/CFE A A A A A A B A B A A A A A B B A A A A A A
BWII/RCF A A A A A A
BWII/G CR, BWII/CFE A A A A A A
BWI/RCF A A A A A A B A B A A
BWI/G CR, BWI/CFE A A A A A A B A B A A A A
A: P repa rations to be c arried o ut by engine builder
B: P a rts supplied by P TO ma ker
Fig. 4.05b : Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
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4.10
Crankshaft gear lubricated from the main engine lubricating oil systemThe figures a re to be a dd ed to the ma in engine c a pa city list
Nomina l output of ge nerator kW 700 1200
Lubrica ting oil flow m3/h 4.1 4.1
Hea t dis s ipa tion kW 12.1 19.1
RCF gear w ith sep a rate lubrica ting o il sys tem
Nomina l output of ge nerator kW 700 1200
Cooling wa ter q ua ntity m3/h 14.0 20.4
Hea t dis s ipa tion kW 55 85
El. pow er for o il pump kW 11.0 15.0
Dosa g e oil ta nk ca pa c ity m3 0.40 0.51
El. pow er for Renk-controller 24V DC ± 10%, 8 a mp
From main engine:Design lub. oil pressure: 2.25 barLub. o il press ure a t cra nksha ft gea r: min. 1 ba rLub. oil w orking te mpe rature: 50 ° CLub. o il type: S AE 30
Co oling w a ter inlet tempe rature: 36 ° CCo oling w a ter press ure: The sa me a s the ma in engine’s c ooling w a ter press ureFill pipe for lub. oil sy s tem s tore ta nk (~ ø32)
Drain pipe to lub. o il s ys tem d rain tank (~ ø40)Electric cable between Renk terminal at gearbox andoperator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5
Fig. 4 .06: Necessary capacities for PTO/RCF, BWIII/RCF system
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4.11
The letters refer to the “Lis t of fla nge s” , which w ill be
extended by the eng ine builder, when P TO sys tems are
built on the ma in engine
Fig. 4.07: Lub ricating o il system for RCF gear
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PTO/BW IV/GCRPower Take Off/Gear Constant Ratio
The s ha ft ge nera tor sy s tem, t ype P TO BW IV/G CR ,
ins ta lled in the s ha ft line (Fig . 4.01 a lterna tive 13) ca n
generate power on board ships equipped with a
controllable pitch propeller running at constant
speed.
The P TO-sys tem c a n be d elivered a s a tunnel ge a r
w ith hollow flexible c oupling or a lternatively a s ge n-
erato r step -up g ea r with flexible co upling integra ted
in the shaft line.
The ma in engine needs no sp ec ia l prepa ration for
mounting these types o f PTO sys tems a s they a reconnec ted to the intermediate s haft.
The P TO-sys tem insta lled in the s ha ft line c a n a lso
be installed on ships equipped with a fixed pitch
propeller or controllable pitch propeller running in
co mb ina tor mod e. This w ill, how ever, a lso require
an additional Renk Constant Frequency gear or
additional electrical equipment for maintaining the
cons tant freq uency of the genera ted electric pow er
(Fig. 4.01 alternative 4 and 8).
Tunnel gear with hollow flexible coupling
This P TO-sys tem is no rma lly ins ta lled o n ships w ith
a minor electrica l powe r ta ke off loa d c ompa red to
the propulsion power, up to approximately 25% of
the engine powe r.
The ho llow flexible c oupling is t herefore to be
dimensioned for the ma ximum electrica l loa d o f the
power take off system and this is an economic
ad vanta ge for minor pow er ta ke off loa ds co mpa