Man B&W S65ME-C8.6: Project Guide
Man B&W S65ME-C8.6: Project Guide
Man B&W S65ME-C8.6: Project Guide
S65ME-C8.6
Project Guide
MAN Energy Solutions 199 11 63-3.2
Preface
MAN B&W S65ME-C8.6
Project Guide
Electronically Controlled
Two-stroke Engines
This Project Guide is intended to provide the information necessary for the
layout of a marine propulsion plant.
The information is to be considered as preliminary. It is intended for the pro-
ject stage only and subject to modification in the interest of technical pro-
gress. The Project Guide provides the general technical data available at the
date of issue.
It should be noted that all figures, values, measurements or information about
performance stated in this project guide are for guidance only and should not
be used for detailed design purposes or as a substitute for specific drawings
and instructions prepared for such purposes.
Data Updates
Data not finally calculated at the time of issue is marked ‘Available on re-
quest’. Such data may be made available at a later date, however, for a spe-
cific project the data can be requested. Pages and table entries marked ‘Not
applicable’ represent an option, function or selection which is not valid.
The latest, most current version of the individual Project Guide sections are
available on the Internet at: www.marine.man-es.com --> 'Two stroke'.
Extent of Delivery
The final and binding design and outlines are to be supplied by our licensee,
the engine maker, see Chapter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the
customer, a set of ‘Extent of Delivery’ forms is available in which the ‘Basic’
and the ‘Optional’ executions are specified.
Electronic versions
This Project Guide book and the 'Extent of Delivery' forms are available on the
internet at: www.marine.man-es.com --> 'Two stroke'. where they can be
downloaded.
1.00 Preface
Edition 1.0
September 2021
S65ME-C8.6 1 (2)
199 11 63-3.2 MAN Energy Solutions
All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way.
Copyright 2021 © MAN Energy Solutions, branch of MAN Energy Solutions SE, Ger-
many, registered with the Danish Commerce and Companies Agency under CVR Nr.:
31611792, (herein referred to as "MAN Energy Solutions").
This document is the product and property of MAN Energy Solutionsand is protected
by applicable copyright laws. Subject to modification in the interest of technical pro-
gress. Reproduction permitted provided source is given.
7020-0270-03ppr September 2021
1.00 Preface
2 (2) S65ME-C8.6
MAN B&W Contents
Chapter Section
1 Engine Design
Preface 1.00 1991163-3.2
The fuel optimised ME Tier II engine 1.01 1991541-9.0
Engine type designation 1.02 1983824-3.11
Power, speed, SFOC 1.03 1991155-0.1
Engine power range and fuel oil consumption 1.04 1984634-3.5
Performance curves 1.05 1985331-6.2
ME engine description 1.06 1990787-1.1
Engine cross section 1.07 1984843-9.0
2 Engine Layout and Load Diagrams, SFOC dot 5
Engine layout and load diagrams 2.01 1990613-4.1
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1990626-6.0
Engine layout and load diagrams 2.03 1990611-0.1
Diagram for actual project 2.04 1990612-2.0
SFOC reference conditions and guarantee 2.05 1991524-1.0
Fuel consumption at an arbitrary operating point 2.06 1990614-6.0
3 Turbocharger Selection & Exhaust Gas Bypass
Turbocharger selection 3.01 1991175-3.0
Exhaust gas bypass 3.02 1984593-4.7
Emission control 3.03 1988447-2.2
4 Electricity Production
Electricity production and hybrid solutions 4.01 1991273-5.1
Space requirement for side-mounted generator 4.02 1990797-8.0
Engine preparations for PTO BW 4.03 1984315-6.4
PTO/BW GCR 4.04 1984316-8.9
Waste Heat Recovery Systems (WHRS) 4.05 1985797-7.5
WHR element and safety valve 4.05 1988288-9.1
L16/24 GenSet data 4.06 1988280-4.1
L21/31 GenSet data 4.07 1988281-6.1
L23/30H Mk. 2 GenSet data 4.08 1990530-6.0
L27/38 GenSet data 4.09 1988284-1.1
L28/32H GenSet data 4.10 1988285-3.1
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.8
Space requirement 5.02 1990658-9.1
Crane beam for overhaul of turbochargers 5.03 1990869-8.1
Engine room crane 5.04 1984893-0.3
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1990138-9.0
Centre of gravity 5.07 1990806-4.1
Water and oil in engine 5.08 1990868-6.0
Engine pipe connection 5.09 1990659-0.1
Counterflanges, Connections D and E 5.10 1986670-0.12
Engine seating and holding down bolts 5.11 1984176-5.13
Epoxy chocks arrangement 5.12 1988799-4.1
Chapter Section
Engine top bracing 5.13 1990483-8.1
Mechanical top bracing 5.14 1990671-9.1
Hydraulic top bracing 5.15 1990670-7.1
Components for Engine Control System 5.16 1991550-3.0
Shaftline earthing device 5.17 1984929-2.4
MAN Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.6
Hydraulic Power Unit for MAN Alpha CP propeller 5.18 1985320-8.3
MAN Alphatronic 2000 Propulsion Control System 5.18 1985322-1.5
6 List of Capacities: Pumps, Coolers & Exhaust Gas
Calculation of capacities 6.01 1990408-6.1
List of capacities and cooling water systems 6.02 1987663-3.1
List of capacities 6.03 1991129-9.1
Auxiliary machinery capacities 6.04 1990430-0.1
Centrifugal pump selection 6.04 1990421-6.1
7 Fuel
Pressurised fuel oil system 7.01 1991501-3.0
Fuel oils 7.02 1983880-4.7
Fuel oil pipes and drain pipes 7.03 1989113-4.3
Fuel oil pipe insulation 7.04 1991505-0.0
Components for fuel oil system 7.05 1983951-2.10
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1991506-2.0
Hydraulic power supply unit 8.02 1991507-4.0
Lubricating oil pipes for turbochargers 8.03 1984232-8.6
Lubricating oil consumption, centrifuges and list of lubricating oils 8.04 1983886-5.13
Components for lube oil system 8.05 1984239-0.7
Flushing of lubricating oil components and piping system 8.05 1988026-6.1
Lubricating oil outlet 8.05 1987034-4.1
Lubricating oil tank 8.06 1984903-9.1
Crankcase venting 8.07 1984261-5.10
Bedplate drain pipes 8.07 1990488-7.0
Engine and tank venting to the outside air 8.07 1989182-7.0
Hydraulic oil back-flushing 8.08 1984829-7.3
Separate system for hydraulic control unit 8.09 1984852-3.6
Hydraulic control oil system 8.09 1985151-8.5
9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1991510-8.0
MAN B&W Alpha cylinder lubrication system 9.02 1991512-1.0
10 Piston Rod Stuffing Box Drain Oil
Stuffing box drain oil system 10.01 1988345-3.1
11 Low-temperature Cooling Water
Low-temperature cooling water system 11.01 1990392-7.4
Central cooling water system 11.02 1990550-9.2
Components for central cooling water system 11.03 1990397-6.1
Chapter Section
Seawater cooling system 11.04 1990398-8.2
Components for seawater cooling system 11.05 1990400-1.1
Combined cooling water system 11.06 1990471-8.2
Components for combined cooling water system 11.07 1990473-1.1
Cooling water pipes for scavenge air cooler 11.08 1990401-3.4
12 High-temperature Cooling Water
High-temperature cooling water system 12.01 1990600-2.2
Components for high-pressure cooling water system 12.02 1990601-4.0
Deaerating tank 12.02 1990573-7.0
Preheater components 12.02 1990566-6.1
Freshwater generator installation 12.02 1990610-9.0
Jacket cooling water pipes 12.03 1990584-5.0
13 Starting and Control Air
Starting and control air systems 13.01 1983997-9.7
Components for starting air system 13.02 1986057-8.3
Starting and control air pipes 13.03 1991514-5.0
Electric motor for turning gear 13.04 1990751-1.1
14 Scavenge Air
Scavenge air system 14.01 1984004-1.5
Scavenge air pipes 14.03 1984013-6.5
Electric motor for auxiliary blower 14.04 1984913-5.3
Air cooler cleaning unit 14.05 1991373-0.0
Scavenge air box drain system 14.06 1984032-7.6
Fire extinguishing systems for scavenge air space 14.07 1991010-0.1
15 Exhaust Gas
Exhaust gas system 15.01 1984047-2.8
Exhaust gas pipes 15.02 1991230-0.0
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1984912-3.1
Calculation of exhaust gas back-pressure 15.05 1984094-9.5
Forces and moments at turbocharger 15.06 1984911-1.5
Diameter of exhaust gas pipe 15.07 1984914-7.3
16 Engine Control System
Engine Control System 16.01 1991531-2.0
17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 4, 5 and 6-cylinder engines 17.02 1991571-8.0
1st order moments on 4 cylinder engines 17.02 1983925-0.5
Electrically driven moment compensator 17.03 1984222-1.6
Power related unbalance (PRU) 17.04 1991284-3.0
Guide force moments 17.05 1991555-2.0
Axial vibrations 17.06 1991532-4.0
External forces and moments in layout point 17.07 1991290-2.0
Chapter Section
18 Monitoring Systems and Instrumentation
Monitoring systems and instrumentation 18.01 1988529-9.3
Engine Management Services 18.02 1990599-0.0
CoCoS-EDS systems 18.03 1984582-6.9
Alarm - slow down and shut down system 18.04 1991552-7.0
Local instruments 18.05 1984586-3.13
Other alarm functions 18.06 1991533-6.0
Identification of instruments 18.07 1984585-1.6
19 Dispatch Pattern, Testing, Spares and Tools
Dispatch pattern, testing, spares and tools 19.01 1987620-3.2
Specification for painting of main engine 19.02 1984516-9.8
Dispatch pattern 19.03 1987638-4.2
Dispatch pattern, list of masses and dimensions 19.04 1984763-6.0
Shop test 19.05 1984612-7.9
Shop test - Tier-III 19.05 1991627-2.0
List of spare parts, unrestricted 19.06 1986416-2.20
Additional spare parts 19.07 1984636-7.16
Wearing parts 19.08 1988369-3.5
Large spare parts, dimensions and masses 19.09 1988601-7.2
List of standard tools for maintenance 19.10 1990754-7.0
Tools panels 19.11 1990771-4.0
Tools and special tools 19.12 1991230-4.1
20 Project Support and Documentation
Project support and documentation 20.01 1984588-7.5
Installation data application 20.02 1984590-9.3
Extent of Delivery 20.03 1984591-0.7
Installation documentation 20.04 1984592-2.5
A Appendix
Symbols for piping A 1983866-2.5
Engine Design
1
MAN Energy Solutions
MAN Energy Solutions 199 15 41-9.0
95-35ME-C 1 (2)
199 15 41-9.0 MAN Energy Solutions
For engines built to comply with IMO Tier I emission regulations, please refer
to the Marine Engine IMO Tier I Project Guide.
2 (2) 95-35ME-C
MAN Energy Solutions 198 38 24-3.11
S65ME-C8.6 1 (1)
MAN Energy Solutions 198 46 34-3.5
Engine Power
The following tables contain data regarding the power, speed and specific fuel
oil consumption of the engine.
Engine power is specified in kW for each cylinder number and layout points
L1, L2, L3 and L4.
Discrepancies between kW and metric horsepower (1 BHP = 75 kpm/s =
0.7355 kW) are a consequence of the rounding off of the BHP values.
L1 designates nominal maximum continuous rating (nominal MCR), at 100%
engine power and 100% engine speed.
L2, L3 and L4 designate layout points at the other three corners of the layout
area, chosen for easy reference.
Performance Curves
Updated engine and capacities data is available from the CEAS program on
www.marine.man-es.com --> ’Two-Stroke’ --> ’CEAS Engine Calculations’.
ME Engine Description
Please note that engines built by our licensees are Frame Box
in accordance with MAN Energy Solutions
drawings and standards but, in certain cases, The frame box is of welded design. On the ex-
some local standards may be applied; however, all haust side, it is provided with relief valves for each
spare parts are interchangeable with MAN Energy cylinder while, on the manoeuvring side, it is pro-
Solutions de-signed parts. vided with a large hinged door for each cylinder.
The crosshead guides are welded on to the frame
Some components may differ from MAN Energy box.
Solutions' design because of local production
facili-ties or the application of local standard The frame box is bolted to the bedplate. The bed-
compo-nents. plate, frame box and cylinder frame are tightened
together by stay bolts.
In the following, reference is made to the item
numbers specified in the ‘Extent of Delivery’ (EoD)
forms, both for the ‘Basic’ delivery extent and for Cylinder Frame and Stuffing Box
some ‘Options’.
The cylinder frame is cast and provided with ac-
cess covers for cleaning the scavenge air space,
Bedplate and Main Bearing if required, and for inspection of scavenge ports
and piston rings from the manoeuvring side. To-
The bedplate is made with the thrust bearing in gether with the cylinder liner it forms the scavenge
the aft end of the engine. The bedplate consists of air space.
high, welded, longitudinal girders and welded
cross girders with cast steel bearing supports. The cylinder frame is fitted with pipes for the pis-
ton cooling oil inlet. The scavenge air receiver, tur-
For fitting to the engine seating in the ship, long, bocharger, air cooler box and gallery brackets are
elastic holdingdown bolts, and hydraulic tighten- located on the cylinder frame. At the bottom of the
ing tools are used. cylinder frame there is a piston rod stuffing box,
provided with sealing rings for scavenge air, and
The bedplate is made without taper for engines with oil scraper rings which prevent crankcase oil
mounted on epoxy chocks. from coming up into the scavenge air space.
The oil pan, which is made of steel plate and is Drains from the scavenge air space and the piston
welded to the bedplate, collects the return oil from rod stuffing box are located at the bottom of the
the forced lubricating and cooling oil system. The cylinder frame.
oil outlets from the oil pan are vertical as standard
and provided with gratings.
Cylinder Liner
The main bearings consist of thin walled steel
shells lined with bearing metal. The main bearing The cylinder liner is made of alloyed cast iron and
bottom shell can be rotated out and in by means is suspended in the cylinder frame. The top of the
of special tools in combination with hydraulic tools cylinder liner is fitted with a cooling jacket. The
for lifting the crankshaft. The shells are kept in po- cylinder liner has scavenge ports and drilled holes
sition by a bearing cap. for cylinder lubrication.
Stepup Gear
Crankshaft
In case of mechanically, engine driven hydraulic
The crankshaft is of the semibuilt type, made power supply, the main hydraulic oil pumps are
from forged or cast steel throws. For engines with driven from the crankshaft via a stepup gear. The
9 cylinders or more, the crankshaft is supplied in stepup gear is lubricated from the main engine
two parts. system.
For functional check of the vibration damper a The uppermost piston ring is of the CPR type
mechanical guide is fitted, while an electronic vi- (Controlled Pressure Relief), whereas the other
bration monitor can be supplied as an option. three piston rings all have an oblique cut. The up-
permost piston ring is higher than the others. All
An axial vibration monitor with indication for con- four rings are alu-coated on the outer surface for
dition check of the axial vibration damper and running-in.
terminals for alarm and slow down is required for
5- and 6-cylinder engines. The piston skirt is made of cast iron with a bronze
band or Mo coating.
The crosshead and crankpin bearing caps are The crosshead is of forged steel and is provided
secured to the connecting rod with studs and nuts with cast steel guide shoes with white metal on
tightened by means of hydraulic jacks. the running surface.
The crosshead bearing consists of a set of The guide shoe is of the low friction type and
thinwalled steel shells, lined with bearing metal. crosshead bearings of the wide pad design.
The crosshead bearing cap is in one piece, with
an angular cutout for the piston rod. The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
The crankpin bearing is provided with thinwalled
steel shells, lined with bearing metal. Lube oil is
supplied through ducts in the crosshead and con- Scavenge Air System
necting rod.
The air intake to the turbocharger takes place
directly from the engine room through the turbo-
Piston charger intake silencer. From the turbocharger,
the air is led via the charging air pipe, air cooler
The piston consists of a piston crown and piston and scavenge air receiver to the scavenge ports
skirt. The piston crown is made of heatresistant of the cylinder liners, see Chapter 14. The scav-
steel. A piston cleaning ring located in the very enge air receiver on engines type 65 is of the D-
top of the cylinder liner scrapes off excessive ash shape design.
and carbon formations on the piston topland.
The piston has four ring grooves which are Scavenge Air Cooler
hardchrome plated on both the upper and lower
surfaces of the grooves. For each turbocharger a scavenge air cooler of
the mono-block type is fitted.
The mechanically driven HPS is engine driven and The opening of the fuel valves is controlled by
mounted aft for engines with chain drive aft (8 cyl- the high pressure fuel oil created by the fuel oil
inders or less), and at the middle for engines with pressure booster, and the valves are closed by a
chain drive located in the middle (9 cylinders or spring.
more). An electrically driven HPS is usually mount-
ed aft on the engine. An automatic vent slide allows circulation of fuel
oil through the valve and the high pressure pipes
A combined HPS, mechanically driven with elec- when the engine is stopped. The vent slide also
trically driven start-up/back-up pumps with back- prevents the compression chamber from being
up capacity is available as an option for engines filled up with fuel oil in the event that the valve
type 70-60 while basic execution for type 50. spindle sticks. Oil from the vent slide and other
drains is led away in a closed system.
In operation, the valve spindle slowly rotates, driv- The engine is prepared for top bracings on the ex-
en by the exhaust gas acting on small vanes fixed haust side, or on the manoeuvring side.
to the spindle.
Gallery Arrangement
1 (1)
MAN B&W
2
MAN Energy Solutions
MAN Energy Solutions 199 06 13-4.1
Introduction
The effective power ‘P’ of a diesel engine is proportional to the mean effective
pressure (mep) pe and engine speed ‘n’, i.e. when using ‘c’ as a constant:
P = c × pe × n
When running with a Fixed Pitch Propeller (FPP), the power may be expressed
according to the propeller law as:
P = c × n3 (propeller law)
Thus, for the above examples, the power P may be expressed as a power
function of the speed ‘n’ to the power of ‘i’, i.e.:
P = c × ni
Fig. 2.01.01 shows the relationship for the linear functions, y = ax + b, using
linear scales.
Fig. 2.01.01: Straight lines in linear scales 2.01 Engine Layout and Load Diagrams
Propeller Curve
The relation between power and propeller speed for a fixed pitch propeller is
as mentioned above described by means of the propeller law, i.e. the third
power curve:
P = c × n3, in which:
2.01 Engine Layout and Load Diagrams
The exponent i=3 is valid for frictional resistance. For vessels having sufficient
engine power to sail fast enough to experience significant wave-making resist-
ance, the exponent may be higher in the high load range.
Line 2 Propulsion curve, fouled hull and heavy weather (heavy running), engine lay-
out curve
Line 6 Propulsion curve, clean hull and calm weather (light running), for propeller
layout
MP Specified MCR for propulsion
SP Continuous service rating for propulsion
PD Propeller design point
PD’ Propeller design point incorporating sea margin
HR Heavy running
LR Light running
Normally, estimates of the necessary propeller power and speed are based
on theoretical calculations for loaded ship, and often experimental tank tests,
both assuming optimum operating conditions, i.e. a clean hull and good
Fouled Hull
When the ship has sailed for some time, the hull and propeller become fouled
and the hull’s resistance will increase. Consequently, the ship’s speed will be
reduced unless the engine delivers more power to the propeller, i.e. the pro-
peller will be further loaded and will be heavy running (HR).
Engine Margin
Besides the sea margin, a so-called ‘engine margin’ of some 10% or 15% is
frequently added. The corresponding point is called the ‘specified MCR for
propulsion’ (MP), and refers to the fact that the power for point SP is 10% or
15% lower than for point MP.
With engine margin, the engine will operate at less than 100% power when
sailing at design speed with a vessel resistance corresponding to the selected
sea margin, for example 90% engine load if the engine margin is 10%.
Point MP is identical to the engine’s specified MCR point (M) unless a main
engine driven shaft generator is installed. In such a case, the extra power de-
mand of the shaft generator must also be considered.
Note:
Light/heavy running, fouling and sea margin are overlapping terms. Light/
heavy running of the propeller refers to hull and propeller deterioration and
heavy weather, whereas sea margin i.e. extra power to the propeller, refers to
the influence of the wind and the sea. However, the degree of light running
must be decided upon experience from the actual trade and hull design of the
vessel.
P2 = P1 × (n2 /n1)α
where:
P = Propulsion power
n = Propeller speed, and
α = Constant ship speed coefficient.
For any combination of power and speed, each point on lines parallel to the
ship speed lines gives the same ship speed.
When such a constant ship speed line is drawn into the layout diagram
through a specified propulsion MCR point ‘MP1’, selected in the layout area
and parallel to one of the α-lines, another specified propulsion MCR point
‘MP2’ upon this line can be chosen to give the ship the same speed for the
new combination of engine power and speed.
2.02 Propeller Diameter and Pitch, Influence on the Op-
Fig. 2.02.02 shows an example of the required power speed point MP1,
through which a constant ship speed curve α = 0.25 is drawn, obtaining point
MP2 with a lower engine power and a lower engine speed but achieving the
same ship speed.
Provided the optimum pitch is used for a given propeller diameter the follow-
ing data applies when changing the propeller diameter:
for general cargo, bulk carriers and tankers
α = 0.20 - 0.30
α = 0.15 - 0.25
When changing the propeller speed by changing the pitch, the α constant will
be different, see Fig. 2.02.01.
timum Propeller Speed
If the specified MCR is to be changed later on, this may involve a change of
the shafting system, vibrational characteristics, pump and cooler capacities,
fuel valve nozzles, piston shims, cylinder liner cooling and lubrication, as well
as rematching of the turbocharger or even a change to a different turbochar-
ger size. In some cases it can also require larger dimensions of the piping sys-
tems.
It is therefore important to consider, already at the project stage, if the spe-
cification should be prepared for a later change of SMCR. This should be in-
dicated in the Extent of Delivery.
For ME and ME-C/-GI/-LGI engines, the timing of the fuel injection and the ex-
haust valve activation are electronically optimised over a wide operating range
of the engine.
For ME-B/-GI/-LGI engines, only the fuel injection (and not the exhaust valve
activation) is electronically controlled over a wide operating range of the en-
gine.
For a standard high-load optimised engine, the lowest specific fuel oil con-
sumption for the ME and ME-C engines is optained at 70% and for MC/MC-
C/ME-B engines at 80% of the SMCR point (M).
Definitions
The engine’s load diagram, see Fig. 2.03.02, defines the power and speed
limits for continuous as well as overload operation of an installed engine hav-
ing a specified MCR point M that corresponds to the ship’s specification.
The service points of the installed engine incorporate the engine power re-
quired for ship propulsion and shaft generator, if installed.
Line 1:
Propeller curve through specified MCR (M), engine layout curve.
Line 2:
Propeller curve, fouled hull and heavy weather – heavy running.
Line 3 and line 9:
Maximum engine speed limits. In Fig. 2.03.02 they are shown for an engine
with a layout point M selected on the L1/L2 line, that is, for an engine which is
not speed derated.
2021-08-20 - en
Line 4:
Represents the limit at which an ample air supply is available for combustion
and imposes a limitation on the maximum combination of torque and speed.
To the left of line 4 in torque-rich operation, the engine will lack air from the
turbocharger to the combustion process, i.e. the heat load limits may be ex-
ceeded. Bearing loads may also become too high.
Line 5:
Represents the maximum mean effective pressure level (mep), which can be
accepted for continuous operation.
Line 6:
Propeller curve, clean hull and calm weather – light running, often used for
propeller layout/design.
Line 7:
Represents the maximum power for continuous operation.
Line 8:
Represents the overload operation limitations.
The area between lines 4, 5, 7 and the heavy dashed line 8 is available for
overload running for limited periods only (1 hour per 12 hours).
Line 2 Propeller curve, fouled hull and heavy weather – heavy running (i = 3)
Line 3 Speed limit
Line 4 Torque/speed limit (i = 2)
Line 5 Mean effective pressure limit (i = 1)
Line 6 Propeller curve, clean hull and calm weather
– light running (i = 3), for propeller layout.
The hatched area indicates the full recommended range for LRM
(4.0-10.0%)
Line 7 Power limit for continuous running (i = 0)
Layout Considerations
In some cases, for example in certain manoeuvring situations inside a harbour
or at sea in adverse conditions, it may not be possible to follow the procedure
for passing the BSR outlined above. Either because there is no time to wait for
2021-08-20 - en
the vessel speed to build up or because high vessel resistance makes it im-
possible to achieve a vessel speed corresponding to the engine rpm setting.
In such cases it can be necessary to pass the BSR at a low ship speed.
For 5- and 6-cylinder engines with short shaft lines, such as on many bulkers
and tankers, the BSR may extend quite high up in the rpm range. If all of the
BSR is placed below 60% of specified MCR rpm and the propeller light run-
ning margin is within the recommendation, it is normally possible to achieve
sufficiently quick passage of the BSR in relevant conditions. If the BSR ex-
tends further up than 60% of specified MCR rpm it may require additional
studies to ensure that passage of the BSR will be sufficiently quick.
For support regarding layout of BSR and PTO/PTI, please contact MAN En-
ergy Solutions, Copenhagen at MarineProjectEngineering2S@man-es.com.
Example of Extended Load Diagram for Speed Derated Engines with Increased Light Running 2.03 Engine Layout and Load Diagram
Margin
For speed derated engines it is possible to extend the maximum speed limit
to maximum 105% of the engine’s L1/L2 speed, line 3’, but only provided that
the torsional vibration conditions permit this. Thus, the shafting, with regard to
torsional vibrations, has to be approved by the classification society in ques-
2021-08-20 - en
Fig. 2.03.03: Extended load diagram for a speed derated engine with in-
creased light running margin.
Engine Coupled to Fixed Pitch Propeller (FPP) and without Shaft Generator
Layout diagram Load diagram
Fig. 2.03.04: Normal running conditions. Engine coupled to a fixed pitch pro-
peller (FPP) and without a shaft generator
The specified MCR (M) will normally be selected on the engine service curve
2.
Engine Coupled to Fixed Pitch Propeller (FPP) and with Shaft Generator
Layout diagram Load diagram
Fig. 2.03.05: Normal running conditions. Engine coupled to a fixed pitch pro-
peller (FPP) and with a shaft generator
Engine Coupled to Fixed Pitch Propeller (FPP) and with Shaft Generator
Layout diagram Load diagram
Fig. 2.03.06: Special running conditions. Engine coupled to a fixed pitch pro-
peller (FPP) and with a shaft generator
Also for this special case in Example 3, a shaft generator is installed but, com-
pared to Example 2, this case has a specified MCR for propulsion, MP,
placed at the top of the layout diagram.
This involves that the intended specified MCR of the engine M’ will be placed
outside the top of the layout diagram.
One solution could be to choose a larger diesel engine with an extra cylinder,
2021-08-20 - en
but another and cheaper solution is to reduce the electrical power production
of the shaft generator when running in the upper propulsion power range.
In choosing the latter solution, the required specified MCR power can be re-
duced from point M’ to point M as shown. Therefore, when running in the up-
per propulsion power range, a diesel generator has to take over all or part of
the electrical power production.
Point M, having the highest possible power, is then found at the intersection
of line L1– L3 with line 1 and the corresponding load diagram is drawn.
Example 4: Engine coupled to controllable Pitch Propeller (CPP) with or without Shaft Generator
Fig. 2.03.07: Engine with Controllable Pitch Propeller (CPP), with or without a
shaft generator
ted curve which includes the sea margin) as shown in the figure to obtain an
increased operation margin of the diesel engine in heavy weather to the limit
indicated by curves 4 and 5 in Fig. 2.03.07.
Load Diagram
Therefore, when the engine’s specified MCR point (M) has been chosen in-
cluding engine margin, sea margin and the power for a shaft generator, if in-
stalled, point M may be used as the basis for drawing the engine load dia-
gram.
The position of the combinator curve ensures the maximum load range within
the permitted speed range for engine operation, and it still leaves a reason-
able margin to the limit indicated by curves 4 and 5 in Fig. 2.03.07.
For support regarding CPP propeller curves, please contact MAN Energy
Solutions, Copenhagen at MarineProjectEngineering2S@man-es.com.
178 69 17-6.0.0
178 69 18-8.0.0
SFOC Guarantee
The SFOC guarantee refers to the above ISO reference conditions and lower
calorific values and is valid for one running point only.
The Energy Efficiency Design Index (EEDI) has increased the focus on part-
load SFOC. We therefore offer the option of selecting the SFOC guarantee at
a load point in the range between 50% and 100%, EoD: 4 02 002.
All engine design criteria, e.g. heat load, bearing load and mechanical
stresses on the construction are defined at 100% load independent of the
guarantee point selected. This means that turbocharger matching, engine ad-
justment and engine load calibration must also be performed at 100% inde-
pendent of guarantee point. At 100% load, the SFOC tolerance is 5%.
When choosing an SFOC guarantee below 100%, the tolerances, which were
previously compensated for by the matching, adjustment and calibration at
100%, will affect engine running at the lower SFOC guarantee load point. This
includes tolerances on measurement equipment, engine process control and
turbocharger performance.
Consequently, the SFOC Guarantee is Dependent on the Selected Guarantee
Point and given with a Tolerance of:
Please note that the SFOC guarantee can only be given in one (1) load point.
2.05 SFOC Reference Conditions and Guarantee
Consequently, the SFOC Guarantee is Dependent on the Selected Guarantee Point and
given with a Tolerance of:
Fig. 2.05.03b: Layout diagram. Power and speed derating but no MEP derat- 2.05 SFOC Reference Conditions and Guarantee
ing, SFOC is unchanged
The ratio between the maximum firing pressure (Pmax) and the mean effective
pressure (MEP) is influencing the efficiency of a combustion engine. If the Pmax/
MEP ratio is increased the SFOC will be reduced.
The engine is designed to withstand a certain Pmax and this Pmax is utilised by
the engine control system when other constraints do not apply.
The maximum MEP can be chosen between a range of values defined by the
layout diagram of the engine and it is therefore possible to specify a reduced
MEP to achieve a reduced SFOC. This concept is known as MEP derating or
simply derating, see Fig. 2.05.03a.
If the layout point is moved parallel to the constant MEP lines, SFOC is not re-
duced, see Fig. 2.05.03b.
Fig. 2.05.04: Influence on SFOC from engine tuning method and actual en-
gine load
The figure illustrates the relative changes in SFOC due to engine tuning
method and engine load. The figure is an example only. CEAS should be used
to get actual project values.
3
MAN Energy Solutions
MAN Energy Solutions 199 11 75-3.0
Turbocharger Selection
Updated turbocharger data based on the latest information from the tur-
bocharger makers are available from the Turbocharger Selection program on
www.marine.man-es.com -->'Two Stroke' --> 'Turbocharger Selection'.
The data specified in the printed edition are valid at the time of publishing.
The MAN B&W engines are designed for the application of either MAN, ABB
or Mitsubishi (MHI) turbochargers.
The turbocharger choice is made with a view to obtaining the lowest possible
Specific Fuel Oil Consumption (SFOC) values at the nominal MCR by applying
high efficiency turbochargers.
The engines are, as standard, equipped with as few turbochargers as pos-
sible, see Table 3.01.01.
One more turbocharger can be applied, than the number stated in the tables,
if this is desirable due to space requirements, or for other reasons. Additional
costs are to be expected.
However, we recommend the ‘Turbocharger Selection’ program on the Inter-
net, which can be used to identify a list of applicable turbochargers for a spe-
cific engine layout.
For information about turbocharger arrangement and cleaning systems, see
Section 15.01.
High efficiency turbochargers for the MAN B&W S65ME-C8.6 engines - L1 output
S65ME-C8-6 1 (1)
MAN Energy Solutions 198 45 93-4.7
Exhaust gas receiver with total bypass flange and blank counterflange
Option: 4 60 119
Bypass of the total amount of exhaust gas round the turbocharger is only
used for emergency
running in the event of turbocharger failure on engines, see Fig. 3.02.01.
80-30MC/MC-C/ME-C/ME-B/-GI/-GA 1 (2)
198 45 93-4.7 MAN Energy Solutions
This enables the engine to run at a higher load with only one turbocharger un-
der emergency conditions. The engine’s exhaust gas receiver will in this case
be fitted with a bypass flange of approximately the same diameter as the inlet
pipe to the turbocharger. The emergency pipe is yard’s supply.
2 (2) 80-30MC/MC-C/ME-C/ME-B/-GI/-GA
MAN Energy Solutions 198 84 47-2.2
Emission Control
Electricity Production
4
MAN Energy Solutions
MAN Energy Solutions 199 12 73-5.1
Introduction
Hotel load and other electric consumptions are usually significant fuel con-
sumers on a vessel, second only to propulsion power. Due to the long voy-
ages, it is consistently necessary to produce most, if not all, of the electricity
onboard. In order to supply the required electricity, the following machinery is
used, running either alone or in parallel:
• Exhaust gas- or steam driven turbo generator using exhaust gas waste heat
• Solar cells
The machinery installed should be selected on the basis of environmental im-
pact and economic evaluation of the first cost, operating costs, spare parts
cost, and the demand for man-hours for maintenance.
In the following, technical information is given regarding main engine driven
generators (Power Take Off), different configurations with exhaust gas and
steam driven turbo generators, and the auxiliary diesel generating sets pro-
duced by MAN Energy Solutions
ME-C/-GI/-GA/-LGI 1 (6)
199 12 73-5.1 MAN Energy Solutions
PTOE
PTOM = _____
ηPTO
The figure below shows an example of maximum service power (not neces-
sarily rated power). This maximum service power has to be designed to fit in-
side MAN ES guideline, i.e., between the light propeller curve and the PTO
layout limit, see section 2.03 ‘Engine Layout and Load Diagram’. Due to the
general shape of the PTO layout limit and the PTO characteristics it is suffi-
cient to verify each corner of the operating range with equation 1 and equa-
tion 2 to avoid thermal overload. In Fig. 4.01.01, those corners are located at
52.5%, 70% and 100% of the engine speed
4.01 Electricity Production and Hybrid Solutions
where the PM is SMCR power, nM the SMCR speed of rotation (rpm), LRM the
propeller light running margin and EMP the engine margin for PTO (the min-
imum recommended is 5%.
2 (6) ME-C/-GI/-GA/-LGI
MAN Energy Solutions 199 12 73-5.1
Designation
There are numerous designs for PTO systems. MAN Energy Solutions cat-
egorise them following two classifications: engine-to-generator and generator-
to-grid.
Engine-to-generator is related to the positioning of the PTO system and the
connection between the engine and the system. Generator-to-grid regards
the frequency of the power fed to the grid and the systems between the gen-
erator and the grid with that purpose.
There are basically two positions available for the installation of a PTO system
on an engine: on the aft-end (towards the propeller) and on the front-end.
Side-mounted systems are currently not available. Front-end mounted gener-
ators can be mounted on-engine or on-tank-top. They can either be connec-
ted using an elastic coupling or directly coupled to the crankshaft. Aft-end
mounted generators are either mounted on the shaft or through a tunnel-gear.
Those options are illustrated in Fig. 4.01.02.
ME-C/-GI/-GA/-LGI 3 (6)
199 12 73-5.1 MAN Energy Solutions
The engine speed of rotation is not fixed in principle, and it tends to vary on
normal operation. The generator feels those fluctuations and, as a result, so
does the resulting current. Therefore, MAN defines two categories for gener-
ator-to-grid (Fig. 4.01.03): with frequency converter and synchronous fre-
quency. The latter has a possible sub-designation of floating frequency (Fig.
4.01.04), which will be further explained in ‘Floating Frequency System’.
4 (6) ME-C/-GI/-GA/-LGI
MAN Energy Solutions 199 12 73-5.1
MAN has had a different designation for a long time. For this reason, Table
4.01.01 shows the equivalence between old and new designations. This table
also shows how RENK’s systems are defined. Side-mounted PTO and RCF
(RENK Constant Frequency) solutions are discontinued and out of the cata-
log.
FED SF N/A
FTG FC N/A
FTD FC N/A
FTD SF N/A
ASM SF N/A
ATG FC N/A
* Discontinued
Table 4.01.01: Equivalence of old and new PTO designation
ME-C/-GI/-GA/-LGI 5 (6)
199 12 73-5.1 MAN Energy Solutions
Should most of the electrical equipment allow operation with varying fre-
quency, e.g., between 50 and 60 Hz, a PTO/SF might be a good economic
and technical solution. It consists of a constant gear ratio, i.e., the frequency
will follow the engine speed. However, the PTO will be able to supply the re-
quired electricity within an engine load range of approximately 52% to 90%
(80% to 97% of the SMCR speed) without any problem. For the limited part of
equipment which requires a fixed frequency, a smaller frequency converter
can handle these loads.
Bulk Carriers and Tankers, and other vessels with low variation in cruise
speed in this situation would obtain the following advantages:
• It is simple and therby reliable
• Simple electrical system
• Highest possible efficiency (approximately 95%)
• Relatively cheap
• Lower electrical power consumption at part load as most power consumers
will be reduced due to the lower speed, i.e., this will also work as an optimisa-
tion of the auxiliary systems as the power will automatically be reduced at
lower engine loads whereas in a normal system the power for the auxiliaries
will be constant.
On the other hand, parallel running of an auxiliary engine and the PTO system
is not possible with such systems because that works only with a frequency
converter.
This sort of system is restricted to a certain speed range, but most likely a
4.01 Electricity Production and Hybrid Solutions
speed range can be chosen according to the most typical engine operating
range. Electric equipment must be evaluated in order to establish whether it
should be dimensioned differently or not, e.g., the main engine lube oil pumps
are to be dimensioned for the required flow at 50 Hz. Therefore, it is recom-
mended to use a centrifugal lube oil pump.
6 (6) ME-C/-GI/-GA/-LGI
MAN Energy Solutions 199 07 97-8.0
1 (1)
MAN Energy Solutions 198 43 15-6.4
Pos.
1 Special face on bedplate and frame box
2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing
3 Machined washers placed on frame box part of face to ensure that it is flush with the face on the bedplate
4.03 Engine Preparations for PTO
4 Rubber gasket placed on frame box part of face
5 Shim placed on frame box part of face to ensure that it is flush with the face of the bedplate
6 Distance tubes and long bolts
7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker
8 Flange of crankshaft, normally the standard execution can be used
9 Studs and nuts for crankshaft flange
10 Free flange end at lubricating oil inlet pipe (incl. blank flange)
11 Oil outlet flange welded to bedplate (incl. blank flange)
12 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
13 Intermediate shaft between crankshaft and PTO
14 Oil sealing for intermediate shaft
15 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
16 Plug box for electronic measuring instrument for checking condition of axial vibration damper
- Tacho trigger ring on turning wheel (aft) for ME control system. Only for PTO BW II on engines type 50 and
smaller
Pos. no: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 -
BWII/RCF A A A A A A A
BWII/CFE A A A A A A A
BWI/RCF A A A A B A B A A A
BWI/CFE A A A A B A B A A A A A
DMG/CFE A A A B C A B A A A
178 89 34-2.2
Fig. 4.03.05: Standard engine, with direct mounted generator and tuning
wheel
4.03 Engine Preparations for PTO
Static Converter
The static frequency converter system (see Fig. 4.03.06) consists of a static
part, i.e. thyristors and control equipment, and a rotary electric machine.
The DMG produces a three-phase alternating current with a low frequency,
which varies in accordance with the main engine speed. This alternating cur-
rent is rectified and led to a thyristor inverter producing a three-phase alternat-
ing current with constant frequency.
Since the frequency converter system uses a DC intermediate link, no reactive
power can be supplied to the electric mains. To supply this reactive power, a
synchronous condenser is used. The synchronous condenser consists of an
ordinary synchronous generator coupled to the electric mains.
3. Cabling.
The necessary preparations to be made on the engine are specified in Fig.
4.03.01a and Table 4.03.01b. 4.03 Engine Preparations for PTO
Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio
The PTO system type BW II/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/
4.01.01 alternative 5 can generate electrical power GCR, installed in the shaft line (Fig. 4.01.01 al-
on board ships equipped with a controllable pitch ternative 6) can generate power on board ships
propeller, running at constant speed. equipped with a controllable pitch propeller run-
ning at constant speed.
The PTO unit is mounted on the tank top at the
fore end of the engine see Fig. 4.04.01. The PTO The PTO system can be delivered as a tunnel gear
generator is activated at sea, taking over the elec- with hollow flexible coupling or, alternatively, as
trical power production on board when the main a generator stepup gear with thrust bearing and
engine speed has stabilised at a level correspond- flexible coupling integrated in the shaft line.
ing to the generator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, natu- connected to the intermediate shaft.
rally exceeds the length of the engine aft end
mounted shaft generator arrangements. However, The PTO system installed in the shaft line can also
there is some scope for limiting the space require- be installed on ships equipped with a fixed pitch
ment, depending on the configuration chosen. propeller or controllable pitch propeller running in
Step-up gear
Generator
Elastic coupling
178 18 225.0
combinator mode. This will, however, require an Generator stepup gear and flexible coupling
additional Constant Frequency gear (Fig. 4.01.01 integrated in the shaft line
alternative 2) or additional electrical equipment for
maintaining the constant frequency of the gener- For higher power take off loads, a generator
ated electric power. stepup gear and flexible coupling integrated in
the shaft line may be chosen due to first costs of
gear and coupling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line
This PTO system is normally installed on ships will transfer the total engine load for both propul-
with a minor electrical power take off load com- sion and electrical power and must be dimen-
pared to the propulsion power, up to approxi- sioned accordingly.
mately 25% of the engine power.
The flexible coupling cannot transfer the thrust
The hollow flexible coupling is only to be dimensioned from the propeller and it is, therefore, necessary
for the maximum electrical load of the power take off to make the gearbox with an integrated thrust
system and this gives an economic advantage for minor bearing.
power take off loads compared to the system with an
ordinary flexible coupling integrated in the shaft line. This type of PTO system is typically installed on
ships with large electrical power consumption,
The hollow flexible coupling consists of flexible e.g. shuttle tankers.
segments and connecting pieces, which allow
replacement of the coupling segments without
dismounting the shaft line, see Fig. 4.04.02.
178 18 250.1
Auxiliary Propulsion System/Take Home System To obtain high propeller efficiency in the auxiliary
propulsion mode, and thus also to minimise the
From time to time an Auxiliary Propulsion System/ auxiliary power required, a twospeed tunnel gear,
Take Home System capable of driving the CP pro- which provides lower propeller speed in the auxil-
peller by using the shaft generator as an electric iary propulsion mode, is used.
motor is requested.
The twospeed tunnel gear box is made with a
MAN Energy Solutions can offer a solution where friction clutch which allows the propeller to be
the CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed tunnel gear box. The electric power is the full torque is available. The alternator/motor is
produced by a number of GenSets. The main en- started in the declutched condition with a start
gine is disengaged by a clutch (RENK PSC) made transformer.
as an integral part of the shafting. The clutch is in-
stalled between the tunnel gear box and the main The system can quickly establish auxiliary propul-
engine, and conical bolts are used to connect and sion from the engine control room and/or bridge,
disconnect the main engine and the shafting. even with unmanned engine room.
See Figure 4.04.03.
Reestablishment of normal operation requires
A thrust bearing, which transfers the auxiliary pro- attendance in the engine room and can be done
pulsion propeller thrust to the engine thrust bear- within a few minutes.
ing when the clutch is disengaged, is built into the
RENK PSC clutch. When the clutch is engaged,
the thrust is transferred statically to the engine
thrust bearing through the thrust bearing built into
the clutch.
Main engine
Generator/motor
Hydraulic coupling
Intermediate bearing
Flexible coupling
178 57 16-9.0
Due to the increasing fuel prices seen from 2004 The PTG system will produce power equivalent
and onwards many shipowners have shown inter- to approx. 3.5% of the main engine SMCR, when
est in efficiency improvements of the power sys- the engine is running at SMCR. For the STG sys-
tems on board their ships. A modern two-stroke tem this value is between 5 and 7% depending
diesel engine has one of the highest thermal effi- on the system installed. When combining the two
ciencies of today’s power systems, but even this systems, a power output equivalent to 10% of the
high efficiency can be improved by combining the main engine’s SMCR is possible, when the engine
diesel engine with other power systems. is running at SMCR.
One of the possibilities for improving the efficien- The WHRS output depends on the main engine
cy is to install one or more systems utilising some rating and whether service steam consumption
of the energy in the exhaust gas after the two- must be deducted or not.
stroke engine, which in MAN Energy Solutions
terms is designated as WHRS (Waste Heat As the electrical power produced by the system
Recovery Systems). needs to be used on board the ship, specifying
the correct size system for a specific project must
WHRS can be divided into different types of sub- be considered carefully. In cases where the elec-
systems, depending on how the system utilises trical power consumption on board the ship is low,
the exhaust gas energy. Choosing the right sys- a smaller system than possible for the engine type
tem for a specific project depends on the electric- may be considered. Another possibility is to install
ity demand on board the ship and the acceptable a shaft generator/motor to absorb excess power
first cost for the complete installation. MAN produced by the WHRS. The main engine will then
Energy Solutions uses the following designations be unloaded, or it will be possible to increase the
for the current systems on the market: speed of the ship, without penalising the fuel bill.
• PTG (Power Turbine Generator): Because the energy from WHRS is taken from the
An exhaust gas driven turbine connected to a exhaust gas of the main engine, this power pro-
generator via a gearbox. duced can be considered as ”free”. In reality, the
main engine SFOC will increase slightly, but the
• STG (Steam Turbine Generator): gain in electricity production on board the ship will
A steam driven turbine connected to a generator far surpass this increase in SFOC. As an example,
via a gearbox. The steam is produced in a large the SFOC of the combined output of both the en-
exhaust gas driven boiler installed on the main gine and the system with power and steam turbine
engine exhaust gas piping system. can be calculated to be as low as 152 g/kWh (ref.
LCV 42,700 kJ/kg).
• Combined Turbines:
A combination of the two first systems. The ar-
rangement is often that the power turbine is
connected to the steam turbine via a gearbox
and the steam turbine is further connected to a
large generator, which absorbs the power from
both turbines.
The power turbines of today are based on the dif- The performance of the PTG and the main engine
ferent turbocharger suppliers’ newest designs of will depend on a careful matching of the engine
high efficiency turbochargers, i.e. MAN TCA, ABB turbochargers and the power turbine, for which
A-L and Mitsubishi MET turbochargers. reason the turbocharger/s and the power turbine
need to be from the same manufacturer. In Fig.
MAN Energy Solutions offers PTG solutions 4.05.01, a diagram of the PTG arrangement is
called TCS-PTG in the range from approx. 1,000 shown.
kW to 5,000 kW, see Fig. 4.05.02.
The newest generation of high efficiency turbo-
The power turbine basically is the turbine side of chargers allows bypassing of some of the main
a normal high-efficient turbocharger with some engine exhaust gas, thereby creating a new bal-
modifications to the bearings and the turbine ance of the air flow through the engine. In this
shaft. This is in order to be able to connect it to way, it is possible to extract power from the power
a gearbox instead of the normal connection to turbine equivalent to 3.5% of the main engine’s
the compressor side. The power turbine will be SMCR, when the engine is running at SMCR.
installed on a separate exhaust gas pipe from the
exhaust gas receiver, which bypasses the turbo-
chargers.
Piping To funnel
Electrical wiring
Steam for
Steam
heating
boiler
services
Exhaust gas
Power
turbine
TC TC
TCS-PTG
Scavenge
air cooler
PTO/
PTI
Main engine
GenSet
~/~ OO
178 63 80-5.0
1,389
320
1,363
3,345
Frame for powertrain and piping system
3,531
178 63 81-7.0
In most cases the exhaust gas pipe system of The extra steam produced in the boiler can be
the main engine is equipped with a boiler system. utilised in a steam turbine, which can be used to
With this boiler, some of the energy in the exhaust drive a generator for power production on board
gas is utilised to produce steam for use on board the ship. A STG system could be arranged as
the ship. shown in Fig. 4.05.04, where a typical system size
is shown with the outline dimensions.
If the engine is WHR matched, the exhaust gas
temperature will be between 50°C and 65°C higher The steam turbine can either be a single or dual
than on a conventional engine, which makes it pressure turbine, depending on the size of the
possible to install a larger boiler system and, system. Steam pressure for a single pressure sys-
thereby, produce more steam. In short, MAN tem is 7 to 10 bara, and for the dual pressure sys-
Energy Solutions designates this system STG. Fig. tem the high-pressure cycle will be 9 to 10 bara
4.05.03 shows an example of the STG diagram. and the low-pressure cycle will be 4 to 5 bara.
HP
HP evaporator
HP circ. p.
HP uperheater
HP LP
Exhaust gas
HPsteam
for heating
services
TC TC Steam
turbine
Exhaust gas receiver
STG unit GenSet
Hot well
Scavenge tank
air cooler
PTO/
PTI
Condenser
Main engine GenSet
Buffer
Condensater tank
pump
Main
Jacket Feedwater switchboard
water pump
~/~ OO
Frequency converter
178 63 82-9.0
Approx. 4,500
C C
Approx. 12,500
Exhaust
Expansions joint steam
Condenser
Approx. 8,000
178 63 83-0.1
Fig. 4.05.04: STG steam turbine generator arrangement with condenser - typical arrangement
Because the installation of the power turbine also gearbox, and the steam turbine is then connected
will result in an increase of the exhaust gas tem- to the generator. It is also possible to have a gen-
perature after the turbochargers, it is possible to erator with connections in both ends, and then
install both the power turbine, the larger boiler and connect the power turbine in one end and the
steam turbine on the same engine. This way, the steam turbine in the other. In both cases control of
energy from the exhaust gas is utilised in the best one generator only is needed.
way possible by today’s components.
For dimensions of a typical full WHRS see
When looking at the system with both power and Fig. 4.05.06.
steam turbine, quite often the power turbine and
the steam turbine are connected to the same As mentioned, the systems with steam turbines
generator. In some cases, it is also possible to require a larger boiler to be installed. The size of
have each turbine on a separate generator. This the boiler system will be considerably bigger than
is, however, mostly seen on stationary engines, the size of an ordinary boiler system, and the ac-
where the frequency control is simpler because of tual boiler size has to be calculated from case to
the large grid to which the generator is coupled. case. Casing space for the exhaust boiler must be
reserved in the initial planning of the ship’s ma-
For marine installations the power turbine is, in chinery spaces.
most cases, connected to the steam turbine via a
HP
HP evaporator
HP circ. p.
HP superheater
LP
HP
Exhaust gas
HPsteam
for heating
Power Steam
turbine turbine services
TC TC
ST & PT unit GenSet
Exhaust gas receiver
Hot well
Scavenge tank
air cooler
PTO/
PTI Condenser
GenSet
Main engine Buffer
Condensater tank
pump
Main
Jacket Feedwater switchboard
water pump
~/~ OO
Frequency converter
178 63 84-2.0
Fig. 4.05.05: Full WHRS with both steam and power turbines
Approx. 5,000
C C
Approx. 13,000
Expansions joint Exhaust
steam
178 63 85-4.1
Fig. 4.05.06: Full ST & PT full waste heat recovery unit arrangement with condenser - typical arrangement
The boiler water or steam for power generator is Safety valve and blow-off
preheated in the Waste Heat Recovery (WHR) ele-
ment, also called the first-stage air cooler. In normal operation, the temperature and pressure
of the WHR element is in the range of 140-150 ˚C
The WHR element is typically built as a high-pres- and 8-21 bar respectively.
sure water/steam heat exchanger which is placed
on top of the scavenge air cooler, see Fig. 4.05.08. In order to prevent leaking components from
causing personal injuries or damage to vital parts
Full water flow must be passed through the WHR of the main engine, a safety relief valve will blow
element continuously when the engine is running. off excess pressure. The safety relief valve is con-
This must be considered in the layout of the nected to an external connection, ‘W’, see Fig.
steam feed water system (the WHR element sup- 4.05.09.
ply heating). Refer to our ‘WHR element specifica-
tion’ which is available from MAN Energy Connection ‘W’ must be passed to the funnel or
Solutions, Copenhagen. another free space according to the class rules for
steam discharge from safety valve.
Top of funnel
Scavenge air cooler
TI 8442 W
TE 8442
PT 8444 I AH AL
BP
PDT 8443 I
BN
TI 8441
TE 8441 AH
PT 8440 I AH AL Main
Engine
Fig. 4.05.08: WHR element on Scavenge air cooler Fig. 4.05.09: WHR safety valve blow-off through con-
nection ‘W’ to the funnel
Engine ratings
1000 rpm 1200 rpm
Engine type
No of cylinders 1000 rpm Available turning 1200 rpm Available turning
direction direction
kW CW 1) kW CW 1)
5L16/24 450 Yes 500 Yes
6L16/24 570 Yes 660 Yes
7L16/24 665 Yes 770 Yes
8L16/24 760 Yes 880 Yes
9L16/24 855 Yes 990 Yes
1)
CW clockwise
B100111-1689490-8.0
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3DJHRI
General
(KI
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 1800 mm.
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
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Capacities
5L:90 kW/cyl., 6L-9L: 95 kW/Cyl. at 1000 rpm
Reference condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis:
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mech. thermostatic element 77-85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
(Range of mech. thermostatic element 29°-41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
(Range of mech. thermostatic element 63-72°C)
Number of cylinders 5 6 7 8 9
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Capacities
5L:100 kW/cyl., 6L-9L: 110 kW/Cyl. at 1200 rpm
Reference condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis:
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mech. thermostatic element 77-85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
(Range of mech. thermostatic element 29-41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
(Range of mech. thermostatic element 63-72°C)
Number of cylinders 5 6 7 8 9
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Remarks to capacities
1) HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder
head, water temperature outlet engine regulated by mechanical thermostat.
2) LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temper-
ature outlet engine regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference
conditions.
8) Tolerance of the pumps' delivery capacities must be considered by the manufactures.
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L21/31 GenSet Data
Engine ratings
900 rpm 1000 rpm
Engine type
No of cylinders 900 rpm Available turning 1000 rpm Available turning
direction direction
kW CW 1) kW CW 1)
5L21/31 1000 Yes 1000 Yes
6L21/31 1320 Yes 1320 Yes
7L21/31 1540 Yes 1540 Yes
8L21/31 1760 Yes 1760 Yes
9L21/31 1980 Yes 1980 Yes
1)
CW clockwise
B10011-1689496-9.0
General
(KI
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1 bearing
2 bearings
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with gallery)
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
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Capacities
5L: 200 kW/cyl., 6L-9L: 220kW/Cyl. at 900 rpm, 1-String
Reference condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis:
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mech. thermostatic element 77-85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
(Range of mech. thermostatic element 29°-41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
(Range of mech. thermostatic element 63-72°C)
External (from engine to system)
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D10050_1689479-1.5
Capacities
5L:200 kW/cyl., 6L-9L: 220 kW/Cyl. at 1000 rpm, 1-String
Reference condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis:
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mech. thermostatic element 77-85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
(Range of mech. thermostatic element 29°-41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
(Range of mech. thermostatic element 63-72°C)
External (from engine to system)
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D10050_1689499-4.5
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L23/30H Mk2 GenSet Data
Engine ratings
720 rpm 750 rpm 900 rpm
Engine type
No of cylinders 720 rpm Available turning 750 rpm Available turning 900 rpm Available turning
direction direction direction
kW CW 1) kW CW 1) kW CW 1)
5L23/30H Mk2 650/710 Yes 675/740 Yes – –
6L23/30H Mk2 852 Yes 888 Yes 1050 Yes
7L23/30H Mk2 994 Yes 1036 Yes 1225 Yes
8L23/30H Mk2 1136 Yes 1184 Yes 1400 Yes
1)
CW clockwise
B10011-3700292-7.1
General
(KI
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2250 mm
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
Capacities
5-8L23/30H Mk 2: 142 kW/Cyl., 720 rpm or 148 kW/Cyl., 750 rpm
Reference condition: Tropic
Air temperature °C 45
LT water temperature inlet engine (from system) °C 36
Air pressure bar 1
Relative humidity % 50
Temperature basis 2)
Setpoint HT cooling water engibe outlet °C 82°C
(engine equipped with HT thermostatic valve)
Setpoint lube oil inlet engine °C 60°C (SAE30), 66°C (SAE40)
Number of cylinders 5 6 7 8
Engine output kW 710/740 852/888 994/1036 1136/1184
Speed rpm 720/750 720/750 720/750 720/750
Heat to be dissipated 1)
Cooling water (CW) cylinder kW 190/195 230/235 270/276 310/317
Charge air cooler; cooling water HT
(1 stage cooler: no HT-stage) kW - - - -
Charge air cooler; cooling water LT kW 299/327 356/390 413/452 470/514
Lube oil (LO) cooler kW 71/72 86/86 101/102 116/117
Heat radiation engine kW 30 36 42 48
Air data
Charge air temp. at charge air cooler outlet, max. °C 55 55 55 55
Air flow rate m3/h 4) 4792/4994 5750/5993 6708/6992 7667/7991
kg/kWh 7.39 7.39 7.39 7.39
Charge air pressure bar 3.08 3.08 3.08 3.08
Air required to dissipate heat radiation (eng.)
(t2-t1=10°C) m3/h 9756 11708 13659 15610
D10050_3700220-9.0
Capacities
6-8L23/30H Mk 2: 175 kW/Cyl., 900 rpm
Reference condition: Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 36
Air pressure bar 1
Relative humidity % 50
Temperature basis 2)
Setpoint HT cooling water engine outlet °C 82°C
(engine equipped with HT thermostatic valve)
Setpoint lube oil inlet engine °C 60° (SAE30), 66°C (SAE40)
Number of cylinders 6 7 8
Engine output kW 1050 1225 1400
Speed rpm 900 900 900
Heat to be dissipated 1)
Cooling water (CW) Cylinder kW 265 311 357
Charge air cooler; cooling water HT
1 stage cooler: no HT-stage kW - - -
Charge air cooler; cooling water LT kW 441 512 581
Lube oil (LO) cooler kW 126 148 170
Heat radiation engine kW 35 41 47
Air data
Temp. of charge air at charge air cooler outlet, max. °C 55 55 55
Air flow rate m3/h 4) 7355 8581 9806
kg/kWh 7.67 7.67 7.67
Charge air pressure bar 3.1 3.1 3.1
Air required to dissipate heat radiation (eng.) (t2-t1=10°C) m3/h 11383 13334 15285
D10050_3700221-0.0
Engine ratings
720 rpm 750 rpm 720/750 MGO
Engine type
720 rpm Available turning 750 rpm Available turning 720/750 Available turning
No of cylinders
direction direction rpm direction
kW CW 1) kW CW 1) kW CW 1)
B10011-1689467-1.0
General
P Free passage between the engines, width 600 mm and height 2,000 mm.
Q Min. distance between engines: 2,900 mm (without gallery) and 3,100 mm
(with gallery)
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without
prior notice.
Capacities
5L27/38: 300 kW/cyl., 720 rpm, 6-9L27/38: 330 kW/cyl., 720 rpm
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis:
Number of cylinders 5 6 7 8 9
Heat to be dissipated 3)
Flow rates4)
Internal (inside engine)
Air data
Air required to dissipate heat radiation (eng.)(t2-t1= bar 4.01 4.01 4.01 4.01 4.01
3
10°C) m /h 20,414 26,895 31,431 35,968 40,504
Volume flow (temperature turbocharger outlet) m3/h 7) 19,203 25,348 29,572 33,797 38,021
Mass flow t/h 10.3 13.6 15.9 18.1 20.4
Temperature at turbine outlet °C 376 376 376 376 376
Heat content (190°C) k/W 575 759 886 1,012 1,139
Permissible exhaust back pressure mbar < 30 < 30 < 30 < 30 < 30
Pumps
External pumps 8)
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.06 1.40 1.63 1.87 2.10
3
Fuel oil supply pump (4 bar discharge pressure) m /h 0.51 0.67 0.79 0.90 1.01
3
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m /h 1.06 1.40 1.63 1.87 2.10
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.5 2.9 3.3 3.8 4.3
1) HT cooling water flows first through HT stage charge air cooler, then through
water jacket and cylinder head, water temperature outlet engine regulated
by mechanical thermostat.
2) LT cooling water flows first through LT stage charge air cooler, then through
lube oil cooler, water temperature outlet engine regulated by mechanical
thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure accord-
ing above mentioned reference conditions.
8) Tolerance of the pumps delivery capacities must be considered by the man-
4.09 L27/38 GenSet Data
ufactures.
D10050_1689471-7.3
Capacities
5L27/38: 320 kW/cyl., 750 rpm, 6-9L27/38: 330 kW/cyl., 750 rpm
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis:
Number of cylinders 5 6 7 8 9
HT water flow (at 40°C inlet) m3/h 16.8 20.3 23 25.7 28.2
3
LT water flow (at 38°C inlet) m /h 69 69 69 69 69
Air data
Volume flow (temperature turbocharger outlet) m3/h 7) 20,546 25,426 29,664 33,901 38,139
Mass flow t/h 11.2 13.9 16.2 18.5 20.8
Temperature at turbine outlet °C 365 365 365 365 365
Heat content (190°C) k/W 589 729 850 972 1,093
Permissible exhaust back pressure mbar < 30 < 30 < 30 < 30 < 30
Pumps
External pumps 8)
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.13 1.40 1.63 1.87 2.10
3
Fuel oil supply pump (4 bar discharge pressure) m /h 0.54 0.67 0.79 0.90 1.01
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.13 1.40 1.63 1.87 2.10
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.5 2.9 3.3 3.8 4.3
1) HT cooling water flows first through HT stage charge air cooler, then through
water jacket and cylinder head, water temperature outlet engine regulated
by mechanical thermostat.
2) LT cooling water flows first through LT stage charge air cooler, then through
lube oil cooler, water temperature outlet engine regulated by mechanical
thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure accord-
ing above mentioned reference conditions.
8) Tolerance of the pumps delivery capacities must be considered by the man-
ufactures.
D10050_1689472-9.3
4.09 L27/38 GenSet Data
Engine Ratings
720 rpm 750 rpm
Engine type
720 rpm Available turning dir- 750 rpm Available turning dir-
No of cylinders
ection ection
kW CW 1) kW CW 1)
B10011-3700014-9.0
General
GenSet (t)
P Free passage between the engines, width 600 mm and height 2,000 mm.
Q Min. distance between engines: 2,655 mm (without gallery) and 2,850 mm
(with gallery)
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without
prior notice.
Capacities
5L-9L: 210 kW/Cyl. at 720 rpm
Air temperature °C 45
LT water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Number of cylinders 5 6 7 8 9
Engine output kW 1,050 1,260 1,470 1,680 1,890
rpm 720 720 720 720 720
Speed
Heat to be dissipated 1)
Flow rates 2)
Internal (inside engine)
Air data
Volume flow (temperature turbocharger outlet) m3/h5 14,711 17,653 20,595 23,537 26,479
Mass flow t/h 8.3 9.9 11.6 13.2 14.9
Temperature at turbine outlet °C 347 347 347 347 347
Heat content (190°C) kW 389 467 545 623 701
Permissible exhaust back pressure mbar < 30 < 30 < 30 < 30 < 30
Air consumption per start Nm3 2.5 2.5 2.5 2.5 2.5
Pumps
Engine driven pumps
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.4 1.4 1.4 1.4 1.4
HT circuit cooling water (1.0-2.5 bar) m3/h 45 45 60 60 60
LT circuit cooling water (1.0-2.5 bar) m3/h 45 60 75 75 75
3
Lube oil (3.0-5.0 bar) m /h 24 24 34 34 34
6)
External pumps
Diesel oil pump (4 bar at fuel oil inlet A1) m3/h 0.74 0.89 1.04 1.19 1.34
3
Fuel oil supply pump (4 bar discharge pressure) m /h 0.36 0.43 0.50 0.57 0.64
3
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m /h 0.74 0.89 1.04 34 34
3
HT circuit cooling water (1.0-2.5 bar) m /h 37 45 50 55 60
3
LT circuit cooling water (1.0-2.5 bar) * m /h 45 54 65 77 89
3
LT circuit cooling water (1.0-2.5 bar) ** m /h 65 73 95 105 115
3
Lube oil (3.0-5.0 bar) m /h 22 23 35 27 28
1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cool-
ing water system no. 3
D10050_3700075-9.0
Capacities
5L-9L: 220 kW/Cyl. at 750 rpm
Air temperature °C 45
LT water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Number of cylinders 5 6 7 8 9
Heat to be dissipated 1)
Flow rates 2)
Internal (inside engine)
Air data
10°C)
Volume flow (temperature turbocharger outlet) m3/h5 15,520 18,624 21,728 24,832 27,936
Mass flow t/h 8.8 10.5 12.3 14.1 15.8
Temperature at turbine outlet °C 342 342 342 342 342
Heat content (190°C) kW 401 481 561 641 721
Permissible exhaust back pressure mbar < 30 < 30 < 30 < 30 < 30
Air consumption per start Nm3 2.5 2.5 2.5 2.5 2.5
Pumps
Engine driven pumps
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.4 1.4 1.4 1.4 1.4
3
HT circuit cooling water (1.0-2.5 bar) m /h 45 45 60 60 60
3
LT circuit cooling water (1.0-2.5 bar) m /h 45 60 75 75 75
3
Lube oil (3.0-5.0 bar) m /h 24 24 34 34 34
6)
External pumps
Diesel oil pump (4 bar at fuel oil inlet A1) m3/h 0.78 0.93 1.09 1.24 1.40
3
Fuel oil supply pump (4 bar discharge pressure) m /h 0.37 0.45 0.52 0.60 0.67
3
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m /h 0.78 0.93 1.09 1.24 1.40
3
HT circuit cooling water (1.0-2.5 bar) m /h 37 45 50 55 60
3
LT circuit cooling water (1.0-2.5 bar) * m /h 45 54 65 77 89
3
LT circuit cooling water (1.0-2.5 bar) ** m /h 65 73 95 105 115
3
Lube oil (3.0-5.0 bar) m /h 22 23 25 27 28
D10050_3700076-0.0
4.10 L28/32H GenSet Data
Installation Aspects
5
MAN Energy Solutions
MAN Energy Solutions 198 43 75-4.8
Overhaul of Engine
The distances stated from the centre of the crankshaft to the crane hook are
for the normal lifting procedure and the reduced height lifting procedure (in-
volving tilting of main components). The lifting capacity of a normal engine
room crane can be found in Fig. 5.04.01.
The area covered by the engine room crane shall be wide enough to reach
any heavy spare part required in the engine room.
A lower overhaul height is, however, available by using the MAN B&W
Double”Jib crane, built by Danish Crane Building A/S, shown in Figs. 5.04.02
and 5.04.03.
Please note that the distance ‘E’ in Fig. 5.02.01, given for a double”jib crane is
from the centre of the crankshaft to the lower edge of the deck beam.
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fulfilled, please contact MAN
Energy Solutions or our local representative.
* To avoid human injury from rotating turning wheel, the turning wheel has to be shielded or access protected (Yard supply).
Fig. 5.02.01: Space requirement for the engine, turbocharger(s) mounted on the exhaust side, 4 59 122
Cyl. 5 6 7 8
No.
A 1,105 Cylinder distance
B 1,460 Distance from crankshaft centre line to foundation
C 3,957 4,037 4,092 4,157 The dimension includes a cofferdam of 600 mm and must fulfil minimum
height to tank top according to classification rules
7,635 7,635 7,635 7,635 MAN TCA
D *) Dimensions according to turbocharger choice at nominal
7,285 7,476 7,486 7,486 ABB A-L MCR
7,350 7,595 7,595 7,595 MHI MET
3,987 4,466 4,766 4,866 MAN TCA
E *) Dimensions according to turbocharger choice at nominal
3,827 4,304 4,604 4,704 ABB A-L MCR
3,871 4,234 4,534 4,185 MHI MET
F 3,460 See drawing: ‘Engine Top Bracing’, if top bracing fitted on camshaft side
- 5,545 5,545 5,545 MAN TCA
G The required space to the engine room casing includes
Available on request ABB A-L mechanical top bracing
MHI MET
H1 *) 11,950 Minimum overhaul height, normal lifting procedure
H2 *) 11,225 Minimum overhaul height, reduced height lifting procedure
H3 *) 11,025 The minimum distance from crankshaft centre line to lower edge of deck
beam, when using MAN B&W Double Jib Crane
I 2,062 Length from crankshaft centre line to outer side bedplate
J 460 Space for tightening control of holding down bolts
K See text K must be equal to or larger than the propeller shaft, if the propeller shaft
is to be drawn into the engine room
Cyl. 5 6 7 8
No.
L *) 7,614 8,698 9,782 10,866 Minimum length of a basic engine, without 2nd order moment compensa
tors
M ≈ 800 Free space in front of engine
N 4,692 Distance between outer foundation girders
O 2,160 Minimum crane operation area
P See text Recommended crane operation area. See drawing 'Outline drawing'
Q See text See drawing: ‘Crane beam for Turbocharger’ for overhaul of turbo
charger
V 0°, 15°, 30°, 45°, 60°, 75°, 90° Maximum 30° when engine room has minimum headroom above the
turbocharger
*) The min. engine room crane height is i.e. dependent on the choice of crane, see the actual heights 'H1' , 'H2' or 'H3'.
The min. engine room height is dependent on 'H1', 'H2', 'H3' or 'E+D'.
518 16 60-7.0.0
Table 5.02.01: Space requirement for the engine, turbocharger(s) mounted on the exhaust side
Lifting Capacity
The crane beams are used and dimensioned for lifting the following compon-
ents:
▪ Exhaust gas inlet casing
▪ Turbocharger inlet silencer
▪ Compressor casing
▪ Turbine rotor with bearings.
The crane beams are to be placed in relation to the turbocharger(s) so that
the components around the gas outlet casing can be removed in connection
with overhaul of the turbocharger(s).
The crane beam can be bolted to brackets that are fastened to the ship struc-
MAN
Turbocharger W HB b
kg mm mm
5.03 Crane Beam for Overhaul of Turbocharger
ABB
Turbocharger W HB b
kg mm mm
Mitsubishi (MHI)
Turbocharger W HB b
kg mm mm
MET18 1,000 1,000 500
079 43 38-0.9.0b
The figures ‘a’ are stated in the ‘Engine and Gallery Outline’ drawing, Section
5.06.
Fig. 5.03.01b: Required height, distance and weight
Fig. 5.03.03: Crane beam for overhaul of EGR cooler, turbochargers located
on exhaust side of the engine
Fig. 5.03.03a: Crane beam for overhaul of EGR cooler, turbochargers located
on exhaust side of the engine
5.03 Crane Beam for Overhaul of Turbocharger
Fig. 5.03.03b: Crane beam for overhaul of EGR cooler, turbochargers located
on exhaust side of the engine
Fig. 5.03.03c: Crane beam for overhaul of EGR cooler, turbochargers located
on exhaust side of the engine
Fig. 5.03.03d: Crane beam for overhaul of EGR cooler, turbochargers located
on exhaust side of the engine
The crane hook travelling area must cover at least The crane hook should at least be able to reach
the full length of the engine and a width in accord- down to a level corresponding to the centre line of
ance with dimension A given on the drawing (see the crankshaft.
cross-hatched area).
For overhaul of the turbocharger(s), trolley mount-
It is furthermore recommended that the engine ed chain hoists must be installed on a separate
room crane can be used for transport of heavy crane beam or, alternatively, in combination with
spare parts from the engine room hatch to the the engine room crane structure, see separate
spare part stores and to the engine. drawing with information about the required lifting
See example on this drawing. capacity for overhaul of turbochargers.
Deck Deck
H1/H2
A
Deck beam Deck beam
H3
A A
Crankshaft Crankshaft
Minimum area
Engine room hatch to be covered
by the engine
room crane
519 24 62-8.0.1
1) The lifting tools for the engine are designed to fit together with a standard crane hook with a lifting capacity in accordance with
the figure stated in the table. If a larger crane hook is used, it may not fit directly to the overhaul tools, and the use of an interme-
diate shackle or similar between the lifting tool and the crane hook will affect the requirements for the minimum lifting height in
the engine room (dimension H).
2) The hatched area shows the height where an MAN B&W Double-Jib Crane has to be used.
Normal Crane
Height to crane hook in MAN B&W Double-Jib Crane
mm for:
Crane capacity in
Crane
tons selected Reduced
Mass in kg including operating
in accordance with height lifting
lifting tools width
DIN and JIS Normal procedure
in mm Building-in height
standard capacities lifting involving
in mm
procedure tilting of main
components
(option)
3,275 4,425 2,200 5.0 2x2.5 2,850 11,950 11,225 11,025 450
178 24 863.2
Deck beam
30
M
Chain collecting box
178 37 30-1.1
Engine Outline
The total length of the engine at the crankshaft level may vary depending on
the equipment to be fitted on the fore end of the engine, such as adjustable
counterweights, tuning wheel, moment compensators or PTO, which are
shown as alternatives in Section 5.06
Gallery Outline
Section 5.06 show the gallery outline for engines rated at nominal MCR (L1).
Fore Fore
Aft cyl.
Cyl.1
Aft cyl.
Cyl.1
c2
c1
1,084
0
3,170 1,900
2,000
1,450
1,492
0
558
812
1,476
1,799
518 14 15-8.2.0a
Fig. 5.06.01a: Gallery outline example: 7S65ME-C with two turbochargers on exhaust side
1,590
3,160
d
0
a
9,630
8,785
6,400 6,400
4,180
3,700
3,000
750
0 0
1,410
2,068
3,160
1,390
2,062
4,300
TC type a b c1 c2 d
TCA55 2,910 7,285 1,864 6,200 4,400
MAN
TCA66 3,040 7,285 1,908 6,244 4,600
MHI MET60MA 2,900 7,255 2,015 6,351 4,400
518 14 15-8.2.0b
Fig. 5.06.01b: Gallery outline example: 7S65ME-C with two turbochargers on exhaust side
Upper platform
Floor plate 6 mm
500x45° 500x45°
3,160
2,160
7 6 5 4 3 2 1
1,000x45° 1,000x45°
Centre platform
Floor plate 6 mm
T-T
T
3,160
2,650
7 6 5 4 3 2 1
1,500
4,300
Air Air
cooler cooler
1,200x45° 1,000x45°
518 14 15-8.2.0c
Please note that the latest version of the dimensioned dr awing is available for download at www.marine.man-es.com → ’Two-Stroke’
→ ’Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.01c: Gallery outline example: 7S65ME-C with two turbochargers on exhaust side
Fig. 5.07.01: Centre of gravity, S65ME-C8.5 with turbocharger(s) mounted on exhaust side
No. of cylinders 5 6 7 8
Distance to centre of
gravity
Distance X mm 175
Distance Y mm Available on 3,684 Available on
Distance Z mm request 2,956 request
DMT *) 502
Engine configuration:
No. of cylinders 5 6 7 8
Total mass of water, kg 1,606
- Jacket cooling water, kg 1,011
- Scavenge air cooling water, kg 595
Total mass of oil, kg Available on request 2,930 Available on
- Oil in engine system, kg 1,730 request
TC configuration 1x TCA77
L connection position Aft
K connection position Aft
2nd order moment No
compensator / position.
ME filter, make Available on request Yes, Boll - 6.64 Available on
request
Separate control oil system No
Separate T/C lubricating system No
Waste heat recovery No
system
HPS type Engine-driven
Fig. 5.09.01a: Engine Pipe Connections, 7S65ME-C8.5 with turbocharger(s) mounted on the exhaust side, connections K, L on aft
end
Fig. 5.09.01b: Engine Pipe Connections, 7S65ME-C8.5 with turbocharger(s) mounted on the exhaust side, connections K, L on aft
end
TC Type a b c d e s h n k l f
MAN
TCA66 Available on request
TCA77 3,270 7,640 4,119 8,567 3,518 3,658 7,838 2,532
TCA88 3,470 7,640 4,180 8,811 3,695 3,718 8,811 2,205
ABB
Available on request
Not applicable
MHI
MET53MA
Available on request
MET60MA
MET66MA 3,410 7,550 4,163 8,328 3,619 3,720 8,077 2,883
MET71MA 3,160 7,350 4,218 8,268 3,405 3,741 7,912 2,598
MET71MB 3,160 7,350 4,249 8,268 3,405 3,741 7,912 2,598 2,392 7,556 3,789
MET83MA 3,500 7,600 4,274 8,932 3,766 3,689 8,590 3,500 Not applicable
MET83MB 3,500 7,600 4,290 8,932 3,766 3,689 8,590 3,500 2,626 7,854 3,760
Filter r l x g z y
Kanagawa 6,184 1,070 1,935
Table. 5.09.01b: Engine Pipe Connections, 7S65ME-C8.5 with turbocharger(s) mounted on the exhaust side, connections K, L on
aft end
Please note that the latest version of the dimensioned drawing is available for download at
www.marine.man.eu → ’Two-Stroke’ → ’Installation Drawings’ . First choose engine series, then engine
type and select ‘Outline drawing’ for the actual number of cylinders and type of turbocharger installation
in the list of drawings available for download.
Fig. 5.09.01c: Engine Pipe Connections, 7S65ME-C8.5 with turbocharger(s) mounted on the exhaust side, connections K, L on aft
end
Counterflanges, Connection D
TC L W IL IW A B C D E F G N O
TCA44 1,054 444 949 340 1,001 312 826 408 1,012 104 118 24 ø13.5
TCA55 1,206 516 1,080 390 1,143 360 1,000 472 1,155 120 125 26 ø17.5
TCA66 1,433 613 1,283 463 1,358 420 1,200 560 1,373 140 150 26 ø17.5
TCA77 1,694 720 1,524 550 1,612 480 1,440 664 1,628 160 160 28 ø22
TCA88 2,012 855 1,810 653 1,914 570 1,710 788 1,934 190 190 28 ø22
TCA99 2,207 938 1,985 717 2100 624 1,872 866 2,120 208 208 28 ø22
Fig. 5.10.01a and b: Turbocharger MAN TCA and TCR, exhaust outlet, con-
nection D
5.10 Counterflanges, Connection D
TC L W IL IW A B C D F G N O
A260-L
A165/A265-L 1,114 562 950 404 1,050 430 900 511 86 100 32 ø22
A170/A270-L 1,280 625 1,095 466 1,210 450 1,080 568 90 120 32 ø22
A175/A275-L 1,523 770 1,320 562 1,446 510 1,260 710 170 140 28 ø30
A180/A280-L 1,743 856 1,491 634 1,650 630 1,485 786 150 135 36 ø30
A185-L 1,955 958 1,663 707 1,860 725 1,595 886 145 145 36 ø30
TC L W IL IW A B C D F G N O
Series MB
MET37 999 353 909 263 969 240 855 323 80 95 28 ø15
MET42 1,094 381 1,004 291 1,061 261 950 351 87 95 30 ø15
MET48 1,240 430 1,140 330 1,206 300 1,070 396 100 107 30 ø15
MET53 1,389 485 1,273 369 1,340 330 1,200 440 110 120 30 ø20
MET60 1,528 522 1,418 410 1,488 330 1,320 482 110 110 34 ø20
MET66 1,713 585 1,587 459 1,663 372 1,536 535 124 128 34 ø20
MET71 1,837 617 1,717 497 1,792 480 1,584 572 120 132 36 ø20
MET83 2,163 731 2,009 581 2,103 480 1,920 671 160 160 34 ø24
MET90 2,378 801 2,218 641 2,318 525 2,100 741 175 175 34 ø24
Series MA
MET33 700 310 605 222 670 180 550 280 90 110 18 ø15
5.10 Counterflanges, Connection D
MET42 883 365 793 275 850 240 630 335 80 90 24 ø15
MET53 1,122 465 1,006 349 1,073 300 945 420 100 105 28 ø20
MET60 1,230 500 1,120 388 1,190 315 1,050 460 105 105 30 ø20
MET66 1,380 560 1,254 434 1,330 345 1,200 510 115 120 30 ø20
MET71 1,520 600 1,400 480 1,475 345 1,265 555 115 115 34 ø20
MET83 1,740 700 1,586 550 1,680 450 1,500 640 150 150 30 ø24
MET90 1,910 755 1,750 595 1,850 480 1,650 695 160 165 30 ø24
Fig. 5.10.01d: Turbocharger MHI MET MB and MA, exhaust outlet, connec-
tion D
Counterflanges, Connection E
TCA55 61 77 86 76 4 ø14 16
Fig. 5.10.01e and f: Turbocharger MAN TCA, venting of lube oil discharge
pipe, connection E
Fig. 5.10.01g: Turbocharger MAN TCA, venting of lube oil discharge pipe,
connection E
5.10 Counterflanges, Connection D
A260-L
Fig. 5.10.01i and j: Turbocharger MHI MET MB, venting of lube oil discharge
pipe, connection E
Fig. 5.10.01k and l: Turbocharger MHI MET MA, venting of lube oil discharge
pipe, connection E
Counterflanges, connection EB
MET42MB 95 43 75 4 ø12 10
MET48MB 95 49 95 4 ø14 12
MET53MB 95 49 95 4 ø14 12
198 70 27-3.5.0
For details of chocks and bolts see special drawings. 2) The shipyard drills the holes for holding down bolts
For securing of supporting chocks see special draw in the top plates while observing the toleranced loca
ing. tions given on the present drawing
Fig. 5.12.02b: Profile of engine seating, side view, side chocks, option: 4 82 620
The top bracing is normally installed on the exhaust side of the engine, but hy-
draulic top bracing can alternatively be installed on the manoeuvring side. A
combination of exhaust side and manoeuvring side installation of hydraulic top
bracing is also possible.
ME/ME-C/ME-B/-GI/-LGI 1 (3)
199 04 83-8.1 MAN Energy Solutions
back to the accumulator, and the pressure rises. If the pressure reaches a
preset maximum value, a relief valve allows the oil to flow back to the accu-
mulator, hereby maintaining the force on the engine below the specified value.
By a different pre-setting of the relief valve, the top bracing is delivered in a
low-pressure version (26 bar) or a high-pressure version (40 bar).
The top bracing unit is designed to allow displacements between the hull and
engine caused by thermal expansion of the engine or different loading condi-
tions of the vessel.
2 (3) ME/ME-C/ME-B/-GI/-LGI
MAN Energy Solutions 199 04 83-8.1
Fig. 5.13.02: Outline of a hydraulic top bracing unit. The unit is installed with
the oil accumulator pointing either up or down. Option: 4 83 123
ME/ME-C/ME-B/-GI/-LGI 3 (3)
MAN B&W 5.14
Page 1 of 3
Mechanical Top Bracing
Horisontal distance(mm) between top bracing fix point and centre line cyl. 1:
a = 542 e = 4,878
b = 1,626 f = 5,962
c = 2,710 g = 7,046
d = 3,794
Fig. 5.14.01: Mechanical top bracing arrangement, turbocharger(s) mounted on the exhaust side
Table 5.14.01: Mechanical top bracing arrangement, turbocharger(s) mounted on the exhaust side
Fig. 5.15.01: Hydraulic top bracing data, turbocharger(s) mounted on the exhaust side
As the rigidity of the casing structure to which In the horisontal and vertical direction of the
the top bracing is attached is most important, it hydraulic top bracing:
is recommended that the top bracing is attached Force per bracing: 22 kN
directly into a deck.
Max. corresponding deflection
Required rigidity of the casing side point A: of casing side: 2.00 mm
The EICU functions as an interface unit to ECR related systems such as AMS
(Alarm and Monitoring System), RCS (Remote Control System) and Safety
System. On ME-B engines the EICU also controls the HPS.
MOP-A and -B are redundant and are the operator’s interface to the ECS. Via
both MOPs, the operator can control and view the status of the ECS. Via the
EMS MOP PC, the operator can view the status and operating history of both
the ECS and the engine, EMS is decribed in Section 18.01.
The PMI Auto-tuning application is run on the EMS MOP PC. PMI Auto-tuning
is used to optimize the combustion process with minimal operator attendance
and improve the efficiency of the engine. See Section 18.01.
CoCoS-EDS ME Basic is included as an application in the Engine Manage-
ment Services as part of the standard software package installed on the EMS
ME/ME-C/-GI/-GA/-LGI 1 (4)
199 15 50-3.0 MAN Energy Solutions
Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control
System
EC-MOP
▪ Integrated PC unit and touch display,
15”
▪ Direct dimming control (0-100%)
▪ USB connections at front
▪ IP20 resistant front
▪ Dual Arcnet
Pointing Device
5.16 Components for Engine Control System
▪ Keyboard model
▪ UK version, 104 keys
▪ USB connection
▪ Trackball mouse
▪ USB connection
EMS MOP PC
2 (4) ME/ME-C/-GI/-GA/-LGI
MAN Energy Solutions 199 15 50-3.0
Network Components
▪ Managed switch and VPN router with
firewall
Fig. 5.16.02 MOP PC equipment for the ME/ME-B Engine Control System
ME/ME-C/-GI/-GA/-LGI 3 (4)
199 15 50-3.0 MAN Energy Solutions
EICU Cabinet
▪ Engine interface control cabinet for
ME-ECS for installation in ECR (re-
commended) or ER
Fig. 5.16.03: The network printer and EICU cabinet unit for the ME Engine
Control System
* Yard supply
4 (4) ME/ME-C/-GI/-GA/-LGI
MAN Energy Solutions 198 49 29-2.4
Design Description
The shaftline earthing device consists of two silver slip rings, two arrange-
ments for holding brushes including connecting cables and monitoring equip-
ment with a mV-meter and an output signal for alarm.
The slip rings should be made of solid silver or back-up rings of cobber with a
silver layer all over. The expected life span of the silver layer on the slip rings
should be minimum 5 years.
slip rings should be minimum 5 years. The brushes should be made of min-
imum 80% silver and 20% graphite to ensure a sufficient electrical conducting
capability.
Resistivity of the silver should be less than 0.1μ Ohm x m. The total resistance
from the shaft to the hull must not exceed 0.001 Ohm.
Cabling of the shaftline earthing device to the hull must be with a cable with a
5.17 Shaftline Earthing Device
cross section not less than 45 mm2. The length of the cable to the hull should
be as short as possible.
Monitoring equipment should have a 4-20 mA signal for alarm and a mV-
meter with a switch for changing range. Primary range from 0 to 50 mV DC
and secondary range from 0 to 300 mV DC.
When the shaftline earthing device is working correctly, the electrical potential
will normally be within the range of 10-50 mV DC depending of propeller size
and revolutions.
The alarm set-point should be 80 mV for a high alarm. The alarm signals with
an alarm delay of 30 seconds and an alarm cut-off, when the engine is
stopped, must be connected to the alarm system.
Connection of cables is shown in the sketch, see Fig. 5.17.01.
MC/MC-C/ME-B/ME-C/-GI/-GA 1 (3)
198 49 29-2.4 MAN Energy Solutions
2 (3) MC/MC-C/ME-B/ME-C/-GI/-GA
MAN Energy Solutions 198 49 29-2.4
MC/MC-C/ME-B/ME-C/-GI/-GA 3 (3)
MAN B&W 5.18
Page 1 of 8
MAN Energy Solutions' MAN Alpha Controllable VBS type CP propeller designation and range
Pitch propeller
The VBS type CP propellers are designated ac-
On MAN Energy Solutions' MAN Alpha VBS type cording to the diameter of their hubs, i.e. ‘VBS2150’
Controllable Pitch (CP) propeller, the hydraulic indicates a propeller hub diameter of 2,150 mm.
servo motor setting the pitch is built into the pro-
peller hub. A range of different hub sizes is avail- The standard VBS type CP propeller programme,
able to select an optimum hub for any given com- its diameters and the engine power range covered
bination of power, revolutions and ice class. is shown in Fig. 5.18.01.
Standard blade/hub materials are NiAlbronze. The servo oil system controlling the setting of the
Stainless steel is available as an option. The pro- propeller blade pitch is shown in Fig.5.18.05.
pellers are based on ‘no ice class’ but are avail-
able up to the highest ice classes.
Propeller Diameter
(mm)
11,000
10,000 VB S215 0
VB S206 0
9,000 V B S197
0
V B S189
0
V B S1810
8,000 V B S173
0
V B S16 4
0
7,000 V B S155
0
V B S14
50
6,000 V B S13
50
V B S12
60
V B S1
180
5,000 V B S1
10 0
V B S1
020
VBS
4,000 940
VBS
86
VBS 0
7
VBS 90
3,000 V B 720 Hub sizes:
S
VB 660 Small: VBS600 - 940
S6
00 Medium: VBS1020 - 1640
2,000
Large: VBS1730 - 2150
1,000
0
0 5 10 15 20 25 30 35 40 45 50
Engine Power (1,000 kW)
178 22 239.2
Fig. 5.18.01: MAN Alpha type VBS Mk 5 Controllable Pitch (CP) propeller range. As standard the VBS Mk 5 versions
are 4-bladed; 5-bladed versions are available on request
Identification: _______________________________
S W I
178 22 360.0
Main Dimensions
Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller clearance
The design principle of the servo oil system for If deviation occurs, a proportional valve is actu-
MAN Energy Solutions MAN Alpha VBS type CP ated. Hereby high pressure oil is fed to one or the
propeller is shown in Fig. 5.18.05. other side of the servo piston, via the oil distribu-
tor ring, until the desired propeller pitch has been
The VBS system consists of a servo oil tank unit, reached.
the Hydraulic Power Unit, and a coupling flange
with electrical pitch feedback box and oil distribu- The pitch setting is normally remote controlled,
tor ring. but local emergency control is possible.
Oil tank
forward
seal
Stern
tube oil Pitch
tank order
PI
PAL
TI
PI PAH PAL
TAH
Servo
piston
Pitch
feedback
Hydraulic
Lip ring seals pipe
M M
Propeller shaft
178 22 384.1
Fig. 5.18.05: Servo oil system for MAN Alpha VBS type CP propeller
The servo oil tank unit, the Hydraulic Power Unit for Maximum system pressure is set on the safety
MAN Energy Solutions' MAN Alpha CP propeller valve.
shown in Fig. 5.18.06, consists of an oil tank with
all other components top mounted to facilitate The return oil is led back to the tank via a thermo-
instal-lation at yard. static valve, cooler and paper filter.
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms accord-
tank through a suction filter and deliver high pres- ing to the Classification Society’s requirements
sure oil to the proportional valve. as well as necessary pressure and temperature
indicators.
One of two pumps are in service during normal
operation, while the second will start up at power- If the servo oil unit cannot be located with maxi-
ful manoeuvring. mum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
A servo oil pressure adjusting valve ensures mini- tank complete with pump, located at a suitable
mum servo oil pressure at any time hereby mini- level, below the oil distributor ring drain lines.
mizing the electrical power consumption.
178 22 396.0
Fig. 5.18.06: Hydraulic Power Unit for MAN Alpha CP propeller, the servo oil tank unit
MAN Energy Solutions' MAN Alphatronic 2000 • Thrust control with optimization of propeller
Pro-pulsion Control System (PCS) is designed for pitch and shaft speed. Selection of combina-
con-trol of propulsion plants based on diesel tor, constant speed or separate thrust mode is
engines with CP propellers. The plant could for possible. The rates of changes are controlled to
instance include tunnel gear with PTO/PTI, PTO ensure smooth manoeuvres and avoidance of
gear, mul-tiple engines on one gearbox as well as propeller cavitation.
multiple propeller plants.
• A Load control function protects the engine
As shown in Fig. 5.18.07, the propulsion control against overload. The load control function con-
system comprises a computer controlled system tains a scavenge air smoke limiter, a load pro-
with interconnections between control stations via gramme for avoidance of high thermal stresses
a redundant bus and a hard wired backup control in the engine, an automatic load reduction and
system for direct pitch control at constant shaft an engineer controlled limitation of maximum
speed. load.
The computer controlled system contains func- • Functions for transfer of responsibility be-
tions for: tween the local control stand, engine control
room and control locations on the bridge are
• Machinery control of engine start/stop, engine incorporated in the system.
load limits and possible gear clutches.
Duplicated Network
Handles
Bridge interface
STOP
STOP
Remote/Local Control
START
Propeller Pitch
STOP
178 22 406.1
For remote control, a minimum of one control sta- • Propeller monitoring panel with backup in-
tion located on the bridge is required. struments for propeller pitch and shaft speed.
This control station will incorporate three mod- • Thrust control panel with control lever for
ules, as shown in Fig. 5.18.08: thrust control, an emergency stop button and
push buttons for transfer of control between
• Propulsion control panel with push buttons control stations on the bridge.
and indicators for machinery control and a dis-
play with information of condition of operation
and status of system parameters.
PROPELLER PROPELLER
RPM PITCH
BAC UP
IN TA E
CONTROL
CONTROL CONTROL
ON/OFF
178 22 418.1
Renk PSC Clutch for auxilliary propulsion sys- Further information about MAN Alpha CP pro-
tems peller
The Renk PSC Clutch is a shaftline declutching For further information about MAN Energy
device for auxilliary propulsion systems which Solutions' MAN Alpha Controllable Pitch (CP)
meets the class notations for redundant propul- propeller and the Alphatronic 2000 Remote
sion. Control System, please refer to our publications:
The Renk PSC clutch facilitates reliable and CP Propeller – Product Information
simple ‘take home’ and ‘take away’ functions in
twostroke engine plants. It is described in Sec- Alphatronic 2000 PCS Propulsion Control System
tion 4.04.
The publications are available at
www.marine.man es o → ’Propeller & Aft Ship’.
List of Capacities:
Pumps, Coolers &
Exhaust Gas
6
MAN Energy Solutions
MAN Energy Solutions 199 04 08-6.1
Nomenclature
In the following description and examples of the auxiliary machinery capacities
in Section 6.02, the below nomenclatures are used:
Table. 6.01.02: Nomenclature of coolers and volume flows, etc. 6.01 Calculation of List of Capacities
The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to NMCR.
Complying with IMO Tier II NOx limitations.
Heat radiation and air consumption
The heat dissipation figures include 10% extra
margin for overload running except for the scav- The radiation and convection heat losses to the
enge air cooler, which is an integrated part of the engine room is around 1% of the engine nominal
diesel engine. power (kW in L1).
• Central cooling water system, The diagrams use the ‘Basic symbols for piping’,
See diagram, Fig. 6.02.02 and nominal capaci- the symbols for instrumentation are according to
ties in Fig. 6.03.01 ‘ISO 12191’ / ‘ISO 12192’ and the instrumenta-
tion list both found in Appendix A.
45 C
80 C
178 11 264.2
Fig. 6.02.01: Diagram for seawater cooling system
Seawater outlet
80 C
Jacket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
178 11 276.2
Fig. 6.02.02: Diagram for central cooling water system
3DJHRI
List of Capacities
5S65ME-C8.6 at NMCR
/#0$95/'%
/#0'PGTI[5QNWVKQPU
/#0$9
3DJHRI
* For main engine arrangements with built-on power take-off (PTO) of a MAN Energy Solutions recom-
mended type and/or torsional vibration damper the engine's capacities must be increased by those sta-
ted for the actual system.
** ISO based
For List of Capacities for derated engines and performance data at part load visit h ttps://marine.man-
es.com/two-stroke/ceas.
Table 6.03.01a: Capacities for seawater and central systems for turbochargers stated at NMCR.
/#0$95/'%
/#0'PGTI[5QNWVKQPU
/#0$9
3DJHRI
6S65ME-C8.6 at NMCR
/#0$95/'%
/#0'PGTI[5QNWVKQPU
/#0$9
3DJHRI
* For main engine arrangements with built-on power take-off (PTO) of a MAN Energy Solutions recom-
mended type and/or torsional vibration damper the engine's capacities must be increased by those sta-
ted for the actual system.
** ISO based
For List of Capacities for derated engines and performance data at part load visit h ttps://marine.man-
es.com/two-stroke/ceas.
Table 6.03.01b: Capacities for seawater and central systems for turbochargers stated at NMCR.
/#0$95/'%
/#0'PGTI[5QNWVKQPU
/#0$9
3DJHRI
7S65ME-C8.6 at NMCR
/#0$95/'%
/#0'PGTI[5QNWVKQPU
/#0$9
3DJHRI
* For main engine arrangements with built-on power take-off (PTO) of a MAN Energy Solutions recom-
mended type and/or torsional vibration damper the engine's capacities must be increased by those sta-
ted for the actual system.
** ISO based
For List of Capacities for derated engines and performance data at part load visit h ttps://marine.man-
es.com/two-stroke/ceas.
Table 6.03.01c: Capacities for seawater and central systems for turbochargers stated at NMCR.
/#0$95/'%
/#0'PGTI[5QNWVKQPU
/#0$9
3DJHRI
8S65ME-C8.6 at NMCR
/#0$95/'%
/#0'PGTI[5QNWVKQPU
/#0$9
3DJHRI
* For main engine arrangements with built-on power take-off (PTO) of a MAN Energy Solutions recom-
mended type and/or torsional vibration damper the engine's capacities must be increased by those sta-
ted for the actual system.
** ISO based
For List of Capacities for derated engines and performance data at part load visit h ttps://marine.man-
es.com/two-stroke/ceas.
Table 6.03.01d: Capacities for seawater and central systems for turbochargers stated at NMCR.
/#0$95/'%
/#0'PGTI[5QNWVKQPU
MAN B&W 6.04
Page 1 of 3
Flow velocities
Max. capacity
45% of max. capacity
079 08 81-9.0.0a
Fig. 6.04.01: Location of the specified nominal duty point (SNDP) on the pump QH curve
When selecting a centrifugal pump, it is recom- The SNDP must be located in the range of 45 to
mended to carefully evaluate the pump QH (ca- 85% of the pump’s maximum capacity, see Fig.
pacity/head) curve in order for the pump to work 6.04.01.
properly both in normal operation and under
changed conditions. But also for ensuring that the Thus, the pump will be able to operate with slight-
maximum pipe design pressure is not exceeded. ly lower or higher pipe system pressure charac-
teristic than specified at the design stage, without
The following has to be evaluated: the risk of cavitation or too big variations in flow.
• Pump QH curve slope At the location of the SNDP, the pump capacity
should not decrease by more than 10% when the
• Maximum available delivery pressure from the pressure is increased by 5%, see Fig. 6.04.02.
pump.
This way, the flow stays acceptable even if the
pipe system pressure is higher than expected and
Location of the duty point on the pump QH the flow does not change too much, for example
curve when a thermostatic valve changes position.
Max. 10%
decreased capacity
By 5% increased pressure
Specified nominal
duty point
Maximum available pump delivery pressure The maximum available delivery pressure from the
pump will occur e.g. when a valve in the system is
It is important to evaluate, if the maximum avail- closed, see Fig. 6.04.03.
able delivery pressure from the pump contributes
to exceeding the maximum allowable design pres- The maximum allowable pipe system design pres-
sure in the pipe system. sure must be known in order to make the pressure
rate sizing for equipment and other pipe compo-
nents correctly.
Pump QH curve
Maximum available
delivery pressure
0
0 Pump flow capacity (Q)
079 08 81-9.0.0c
Fuel
7
MAN Energy Solutions
MAN Energy Solutions 199 15 01-3.0
Fuel Considerations
When the engine is stopped, the circulating pump will continue to circulate
heated heavy fuel through the fuel oil system on the engine, thereby keeping
the fuel pumps heated and the fuel valves deaerated. This automatic circula-
tion of preheated fuel during engine standstill is the background for our re-
commendation: constant operation on heavy fuel.
07.01 Pressurised Fuel Oil System
In addition, if this recommendation was not followed, there would be a latent
risk of diesel oil and heavy fuels of marginal quality forming incompatible
blends during fuel change over or when operating in areas with restrictions on
sulphur content in fuel oil due to exhaust gas emission control.
In special circumstances a change-over to diesel oil may become necessary –
and this can be performed at any time, even when the engine is not running.
Such a change-over may become necessary if, for instance, the vessel is ex-
pected to be inactive for a prolonged period with cold engine e.g. due to:
▪ docking
▪ stop for more than five days
▪ major repairs of the fuel system, etc.
The built-on overflow valves, if any, at the supply pumps are to be adjusted to
5 bar, whereas the external bypass valve is adjusted to 4 bar. The pipes
between the tanks and the supply pumps shall have minimum 50% larger
passage area than the pipe between the supply pump and the circulating
pump.
If the fuel oil pipe ‘X’ at inlet to engine is made as a straight line immediately at
the end of the engine, it will be necessary to mount an expansion joint. If the
connection is made as indicated, with a bend immediately at the end of the
engine, no expansion joint is required.
07.01 Pressurised Fuel Oil System
1) MDO/MGO Cooler
For low-viscosity distillate fuels like marine gas oil (MGO), it is necessary to have
a cooler to ensure that the viscosity at engine inlet is above 2 cSt.
Location of cooler: As shown or, alternatively, anywhere before inlet to engine.
2) Fuel oil flowmeter (Optional)
Flow rate: See ‘List of Capacities’ (same as fuel supply pump).
Type: In case a damaged flow meter can block the fuel supply, a safety bypass
valve is to be placed across the flowmeter.
3) 0.23 litre/kWh in relation to certified Flow Rate (CFR); the engine SMCR can be
used to determine the capacity. The separators should be capable of removing
cat fines (Al+Si) from 80 ppm to a maximum level of 15 ppm Al+Si but preferably
lower.
Inlet temperature: Min. 98°C.
4) Valve in engine drain pipe
Valve in engine drain pipe is not acceptable. If the drain is blocked, the pressure
booster top cover seal will be damaged.
In case a valve between the engine connection AD and the drain tank is required,
the valve should be locked in open position and marked with a text, indicating
that the valve must only be closed in case of no fuel oil pressure to the engine. In
case of non-return valve, the opening pressure for the valve has to be below 0.2
bar.
5) MDO/MGO Cooler (Optional)
For protection of supply pumps against too warm oil and thus too low viscosity.
6) Transfer pump (Optional)
The transfer pump has to be able to return part of the content of the service tank
to the settling tank to minimize the risk of supplying fuel to the engine with a high
content of settled particles, e.g. cat fines, if the service tank has not been used
for a while.
7) Name of flange connection
AF for engines with a bore of 60 cm and above
AE for engines with a bore of 50 cm and below
07.01 Pressurised Fuel Oil System
079 95 01-2.3.1
98 On request
95, 90 1.7
80 2.1
70, 65 1.5
60 1.2
Table 7.01.02: Drain amount from fuel oil pump umbrella seal, figures for guid- 07.01 Pressurised Fuel Oil System
ance
Cat Fines
Cat fines is a by-product from the catalytic cracking used in fuel distillation.
Cat fines is an extremely hard material, very abrasive and damaging to the en-
gine and fuel equipment. It is recommended always to purchase fuel with as
low cat fines content as possible.
Cat fines can to some extent be removed from the fuel by means of a good
and flexible tank design and by having optimum conditions for the separator in
terms of flow and high temperature.
Further information about fuel oil specifications and other fuel considerations
is available in our publications:
Guidelines for Fuels and Lubes Purchasing
Guidelines for Operation on Fuels with less than 0.1% Sulphur
The publications are available at www.marine.man-es.com --> 'Two-Stroke'
--> 'Technical Papers'.
Fuel Oils
Kinematic viscosity
at 100°C cSt ≤ 55
at 50°C cSt ≤ 700
Flash point °C ≥ 60
Pour point °C ≤ 30
If heavy fuel oils with analysis data exceeding the above figures are to be
used, especially with regard to viscosity and specific gravity, the engine
builder should be contacted for advice regarding possible fuel oil system
changes.
7.02 Fuel Oils
G/S95-60ME-C10/9/-GI/-GA/-LGI,S/L80-60ME-C8-GI/-LGI 1 (1)
MAN Energy Solutions 199 15 05-0.0
Mounting
Mounting of the insulation is to be carried out in accordance with the sup-
plier’s instructions.
7.04 Fuel Oil Pipe Insulation
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example
from 98-50 MC engine
1. When the circulation pump is running, there will be a temperature loss in the pip-
ing, see Fig. 7.04.02. This loss is very small, therefore tracing in this situation is
only necessary with very long fuel supply lines.
2. When the circulation pump is stopped with heavy fuel oil in the piping and the
pipes have cooled down to engine room temperature, as it is not possible to
pump the heavy fuel oil. In this situation the fuel oil must be heated to pumping
temperature of about 50˚C.
To heat the pipe to pumping level we recommend to use 100 watt leaking/meter
pipe.
Overflow Valve
See ‘List of Capacities’ (fuel oil supply oil pump).
Flow Dimensions in mm
m3/h Q
D1 D2 D3 H1 H2 H3 H4 H5
(max.)*
For low-viscosity distillate fuels like marine diesel oil (MDO) and marine gas oil
(MGO), however, the temperature must be kept as low as possible in order to
ensure a suitable viscosity at engine inlet.
However, 3 cSt or higher is preferable as this will minimise the risk of having
problems caused by wear for instance.
For low-viscosity fuel grades, care must be taken not to heat the fuel too
much and thereby reduce the viscosity.
Minimum 2
Maximum 20
Lubricating Oil
8
MAN Energy Solutions
MAN Energy Solutions 199 15 06-2.0
Lubrication of Turbochargers
Turbochargers with slide bearings are normally lubricated from the main en-
gine system. AB is outlet from the turbocharger, see Figs. 8.03.01 to 8.03.04.
Figs. 8.03.01 to 8.03.04 show the lube oil pipe arrangements for various tur-
bocharger makes.
MAN
Type No. of TC Venting pipe Drain
TCR22 1 50 50 65
TCA44 1 65 65 65
2 65 100 100
TCA55 1 65 65 65
2 65 100 100
TCA66 1 80 80 80
2 80 125 125
ABB
Type No. of TC Venting pipe Drain
8.01 Lubricating and Cooling Oil System
A165-L 1 60 65 65
A265-L
2 60 80 80
A170-L 1 65 65 65
A270-L
2 65 90 90
A175-L 1 65 65 65
A275-L
2 65 100 100
3 65 125 125
A180-L 1 80 80 80
A280-L
2 80 100 100
3 80 125 125
A185-L 1 80 80 80
A285-L
2 80 125 125
3 80 150 150
4 80 150 150
A190-L 1 80 80 80
A290-L
2 80 125 125
3 80 150 150
4 80 175 175
A195-L 1 80 90 90
A295-L
2 80 125 125
*)
3 80 150 150
4 80 175 175
Mitsubishi (MHI)
Type No. of TC Venting pipe Drain
MET33 1 40 40 65
2 40 80 90
MET42 1 50 50 80
2 50 65 125
MET53 1 65 65 90
2 65 80 125
3 65 100 150
MET66 1 80 80 100
3 80 125 175
4 80 150 225
MET71 1 80 80 125
2 80 100 175
3 80 125 225
4 80 150 300
079 27 21-4.8.1
8.01 Lubricating and Cooling Oil System
HPS Configurations
The HPS pumps are driven either mechanically by the engine (via a step-up
gear from the crankshaft) or electrically.
The HPS unit is mounted on the engine no matter how its pumps are driven.
With mechanically driven pumps, the HPS unit consists of:
▪ an automatic and a redundant filter
▪ three to five engine driven main pumps
▪ two electrically driven start-up pumps
▪ a safety and accumulator block
as shown in Fig. 8.02.01.
With electrically driven pumps, the HPS unit differs in having a total of three
8.02 Hydraulic Power Supply Unit
pumps which serve as combined main and start-up pumps.
for the Hydraulic Power Supply (HPS) to ensure proper operation under all
conditions, including the start up against maximum pressure in the system.
95-60ME/ME-C/-GI 1 (3)
199 15 07-4.0 MAN Energy Solutions
2021-08-31 - en
2 (3) 95-60ME/ME-C/-GI
MAN Energy Solutions 199 15 07-4.0
Hydraulic Power Supply Unit, Engine Driven, and Lubricating Oil Pipes
Fig. 8.02.01: Engine driven hydraulic power supply unit and lubricating oil
pipes
95-60ME/ME-C/-GI 3 (3)
MAN Energy Solutions 198 42 32-8.6
ME/ME-C/ME-B/-GI/-GA/-LGI 1 (1)
MAN Energy Solutions 198 38 86-5.13
The major international system oil brands listed below have been tested in
service with acceptable results.
Do not consider the list complete, as oils from other companies can be
equally suitable. Further information can be obtained from the engine builder
or MAN Energy Solutions, Copenhagen.
8.04 Lubricating Oil Consumption, Centrifuges and List of
Lubricating Oils
The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specified ...75 cSt at 50 °C of titanium, unless freshwater is used in a central
Lubricating oil viscosity........... maximum 400 cSt * cooling water system.
Lubricating oil flow .............. see ‘List of capacities’
Design pump head .......................................4.4 bar Lubricating oil viscosity, specified ...75 cSt at 50 °C
Delivery pressure .........................................4.4 bar Lubricating oil flow .............. see ‘List of capacities’
Max. working temperature ............................. 70 °C Heat dissipation .................. see ‘List of capacities’
Lubricating oil temperature, outlet cooler ...... 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side........................4.4 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side ............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water flow............... see ‘List of capacities’
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater ......................................................... 32 °C
The flow capacity must be within a range from freshwater....................................................... 36 °C
100 to 112% of the capacity stated. Pressure drop on water side .......maximum 0.2 bar
The pump head is based on a total pressure drop The lubricating oil flow capacity must be within a
across cooler and filter of maximum 1 bar. range from 100 to 112% of the capacity stated.
Referring to Fig. 8.01.01, the bypass valve shown The cooling water flow capacity must be within a
between the main lubricating oil pumps may be range from 100 to 110% of the capacity stated.
omitted in cases where the pumps have a builtin
bypass or if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position ‘005’ to prevent lower than 10 °C.
an excessive oil level in the oil pan if the centrifugal
pump is supplying too much oil to the engine. The pressure drop may be larger, depending on
the actual cooler design.
During trials, the valve should be adjusted by
means of a device which permits the valve to be
closed only to the extent that the minimum flow Lubricating oil temperature control valve
area through the valve gives the specified lubri-
cating oil pressure at the inlet to the engine at full The temperature control system can, by means of
normal load conditions. It should be possible to a threeway valve unit, bypass the cooler totally
fully open the valve, e.g. when starting the engine or partly.
with cold oil.
Lubricating oil viscosity, specified ....75 cSt at 50 °C
It is recommended to install a 25 mm valve (pos. Lubricating oil flow .............. see ‘List of capacities’
006), with a hose connection after the main lubri- Temperature range, inlet to engine .........40 47 °C
cating oil pumps, for checking the cleanliness of
the lubricating oil system during the flushing pro-
cedure. The valve is to be located on the under-
side of a horizontal pipe just after the discharge
from the lubricating oil pumps.
Lubricating oil flow .............. see ‘List of capacities’ If a filter with a backflushing arrangement is in-
Working pressure .........................................4.4 bar stalled, the following should be noted:
Test pressure .....................according to class rules
Absolute fineness .........................................40 µm* • The required oil flow, specified in the ‘List of
Working temperature ............. approximately 45 °C capacities’, should be increased by the amount
Oil viscosity at working temp. ............. 90 100 cSt of oil used for the backflushing, so that the
Pressure drop with clean filter ....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop .......................maximum 0.5 bar
• If an automatically cleaned filter is installed, it
* The absolute fineness corresponds to a nominal should be noted that in order to activate the
fineness of approximately 25 µm at a retaining cleaning process, certain makes of filter require
rate of 90%. a higher oil pressure at the inlet to the filter than
the pump pressure specified. Therefore, the
The flow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.
Flushing of lubricating oil components and Both ends of all pipes must be closed/sealed
piping system at the shipyard during transport.
During installation of the lubricating oil system Before final installation, carefully check the in-
for the main engine, it is important to minimise or side of the pipes for rust and other kinds of for-
eliminate foreign particles in the system. This is eign particles.
done as a final step onboard the vessel by flush-
ing the lubricating oil components and piping Never leave a pipe end uncovered during as-
system of the MAN B&W main engine types ME/ sembly.
ME-C/ME-B/-GI/-GA before starting the engine.
• Bunkering and filling the system
At the shipyard, the following main points should Tanks must be cleaned manually and inspected
be observed during handling and flushing of the before filling with oil.
lubricating oil components and piping system:
When filling the oil system,
• Before and during installation MAN Energy Solutions recommends that new
Components delivered from subsuppliers, such oil is bunkered through 6 μm fine filters, or that
as pumps, coolers and filters, are expected to a purifier system is used. New oil is normally
be clean and rust protected. However, these delivered with a cleanliness level of XX/23/19
must be spot-checked before being connected according to ISO 4406 and, therefore, requires
to the piping system. further cleaning to meet our specification.
All piping must be ‘finished’ in the workshop • Flushing the piping with engine bypass
before mounting onboard, i.e. all internal welds When flushing the system, the first step is to by-
must be ground and piping must be acid-treat- pass the main engine oil system. Through tem-
ed followed by neutralisation, cleaned and cor- porary piping and/or hosing, the oil is circulated
rosion protected. through the vessel’s system and directly back to
the main engine oil sump tank.
610 µm
Autofilter
Filter unit
Cooler
Back flush Pumps
Tank sump
Purifier
6 µm Filter unit
Temporary hosing/piping
178 61 99-7.0
Fig. 8.05.01: Lubricating oil system with temporary hosing/piping for flushing at the shipyard
If the system has been out of operation, un- • Flushing the engine oil system
used for a long time, it may be necessary to The second step of flushing the system is to
spot-check for signs of corrosion in the system. flush the complete engine oil system. The pro-
Remove end covers, bends, etc., and inspect cedure depends on the engine type and the
accordingly. condition in which the engine is delivered from
the engine builder. For detailed information we
It is important during flushing to keep the oil recommend contacting the engine builder or
warm, approx 60 ˚C, and the flow of oil as high MAN Energy Solutions.
as possible. For that reason it may be necessary
to run two pumps at the same time. • Inspection and recording in operation
Inspect the filters before and after the sea trial.
• Filtering and removing impurities
In order to remove dirt and impurities from the During operation of the oil system, check the
oil, it is essential to run the purifier system dur- performance and behaviour of all filters, and
ing the complete flushing period and/or use a note down any abnormal condition. Take im-
bypass unit with a 6 μm fine filter and sump-to- mediate action if any abnormal condition is ob-
sump filtration, see Fig. 8.05.01. served. For instance, if high differential pressure
occurs at short intervals, or in case of abnormal
Furthermore, it is recommended to reduce the back flushing, check the filters and take appro-
filter mesh size of the main filter unit to 10-25 μm priate action.
(to be changed again after sea trial) and use the
6 μm fine filter already installed in the auto-filter Further information and recommendations regard-
for this temporary installation, see Fig. 8.05.01. ing flushing, the specified cleanliness level and
This can lead to a reduction of the flushing time. how to measure it, and how to use the NAS 1638
oil cleanliness code as an alternative to ISO 4406,
The flushing time depends on the system type, are available in our publication:
the condition of the piping and the experience of
the yard. (15 to 26 hours should be expected). Filtration Handbook, Filtration and Flushing Strat-
egy
• Cleanliness level, measuring kit and flushing log
MAN Energy Solutions specifies ISO 4406 The publication is available at www.marine.man-
XX/16/13 as accepted cleanliness level for the es.com → ’Two-Stroke’ → ’Technical Papers’.
ME/ME-C/ME-B/-GI/-GA hydraulic oil system,
and ISO 4406 XX/19/15 for the remaining part of
the lubricating oil system.
2 3 4
178 07 416.1
CL cyl. 5
CL cyl. 2
Seen from AA
A B
D0
Lube oil pump suction
H3
L
Outlet from engine 400 mm having
H2 H1
its bottom edge below the oil level A B
(to obtain gas seal between W D1
crankcase and bottom tank)
Seen from BB
4 cyl.
4 2
5 cyl.
*1,460
5 2
Oil outlet from turbocharger
822
See drawing: List of flanges
#
H0
125 mm air pipe #
6 cyl.
2,840
5 2
#
7 cyl.
7 5 2
8 cyl.
Cyl. no.
8 5 2
078 37 99-4.0.0
Cylinder Drain at
D0 D1 H0 H1 H2 H3 W L OL Qm3
No. cyl. No.
4 2-4 225 450 995 450 90 300 400 6,000 895 15.3
5 25 250 475 1,075 475 95 400 500 6,750 975 18.7
6 25 275 550 1,155 550 110 400 500 8,250 1,055 24.7
7 257 300 600 1,210 600 110 400 600 9,750 1,110 30.7
8 258 325 650 1,275 650 120 400 600 10,500 1,175 35.0
If space is limited, however, other solutions are Lubricating oil tank operating conditions
possible. Minimum lubricating oil bottom tank vol -
ume (m3) is: The lubricating oil bottom tank complies with the
rules of the classification societies by operation
4 cyl. 5 cyl. 6 cyl. 7 cyl. 8 cyl. under the following conditions:
15.2 18.5 22.4 26.1 30.0 Angle of inclination, degrees
Crankcase Venting
D2 D1
Roof
Drain cowl
Inside diam. of
drain pipe: 10mm.
Hole diameter: 55 mm
Venting of crankcase inside To be equipped with flame
D3 diam. of pipe: 50 mm screen if required by local
legislation, class rules or
if the pipe length is less
min. 15° than 20 metres
Drain
cowl
AR
To drain tank.
079 61 005.4.0c
The venting pipe has to be equipped with a drain cowl as shown in detail D2 and D3.
Note that only one of the above solutions should be chosen.
Start-up /
Back-up
pumps
Hydraulic power
Drain, cylinder frame
supply unit
Fore
AE
121 15 35-1.3.1
Venting of engine plant equipment separately It is not recommended to join the individual vent-
ing pipes in a common venting chamber as shown
The various tanks, engine crankcases and turbo- in Fig. 8.07.03b.
chargers should be provided with sufficient vent-
ing to the outside air. In order to avoid condensed oil (water) from block-
ing the venting, all vent pipes must be vertical or
MAN Diesel & Turbo recommends to vent the in- laid with an inclination.
dividual components directly to outside air above
deck by separate venting pipes as shown in Fig. Additional information on venting of tanks is avail-
8.07.03a. able from MAN Diesel & Turbo, Copenhagen.
Deck
Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank
To drain
tank
AR
AV
10mm orifice
Main engine
Fig. 8.07.03a: Separate venting of all systems directly to outside air above deck
Deck
Venting chamber
Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank
To drain
tank
079 61 00-5.1.1
Fig. 8.08.02: Alternative design for the back-flushing servo oil drain tank
As an option, the engine can be prepared for the Hydraulic control oil tank
use of a separate hydraulic control oil system
Fig. 8.09.01. The tank can be made of mild steel plate or be a
part of the ship structure.
The separate hydraulic control oil system can be
built as a unit, or be built streamlined in the engine The tank is to be equipped with flange connec-
room with the various components placed and tions and the items listed below:
fastened to the steel structure of the engine room. 1 Oil filling pipe
1 Outlet pipe for pump suctions
The design and the dimensioning of the various 1 Return pipe from engine
components are based on the aim of having a reli- 1 Drain pipe
able system that is able to supply lowpressure oil 1 Vent pipe.
to the inlet of the enginemounted highpressure
hydraulic control oil pumps at a constant pres- The hydraulic control oil tank is to be placed at
sure, both at engine standby and at various en- least 1 m below the hydraulic oil outlet flange, RZ.
gine loads.
Control oil system components The valve is to be of the selfoperating flow control-
ling type, which bases the flow on the predefined
The hydraulic control oil system comprises: pressure set point. The valve must be able to react
1 Hydraulic control oil tank quickly from the fullyclosed to the fullyopen posi-
2 Hydraulic control oil pumps (one for standby) tion (tmax= 4 sec), and the capacity must be the
1 Pressure control valve same as for the hydraulic control oil lowpressure
1 Hydraulic control oil cooler, watercooled by the pumps. The set point of the valve has to be within
low temperature cooling water the adjustable range specified in a separate draw-
1 Threeway valve, temperature controlled ing.
1 Hydraulic control oil filter, duplex type or auto-
matic selfcleaning type The following data is specified in Table 8.09.02:
1 Hydraulic control oil fine filter with pump • Flow rate
1 Temperature indicator • Adjustable differential pressure range across
1 Pressure indicator the valve
2 Level alarms • Oil viscosity range.
Valves and cocks
Piping.
Hydraulic control oil cooler Off-line hydraulic control oil fine filter / purifier
The cooler must be of the plate heat exchanger or Shown in Fig. 8.09.01, the off-line fine filter unit or
shell and tube type. purifier must be able to treat 15-20% of the total
oil volume per hour.
The following data is specified in Table 8.09.02:
• Heat dissipation The fine filter is an off-line filter and removes me-
• Oil flow rate tallic and non-metallic particles larger than 0,8 µm
• Oil outlet temperature as well as water and oxidation residues. The filter
• Maximum oil pressure drop across the cooler has a pertaining pump and is to be fitted on the
• Cooling water flow rate top of the hydraulic control oil tank.
• Water inlet temperature
• Maximum water pressure drop across the cooler. A suitable fine filter unit is:
Make: CJC, C.C. Jensen A/S, Svendborg,
Denmark - www.cjc.dk.
Temperature controlled threeway valve
For oil volume <10,000 litres:
The valve must act as a control valve, with an ex- HDU 27/-MZ-Z with a pump flow of 15-20% of the
ternal sensor. total oil volume per hour.
The following data is specified in Table 8.09.02: For oil volume >10,000 litres:
• Capacity HDU 27/-GP-DZ with a pump flow of 15-20% of
• Adjustable temperature range the total oil volume per hour.
• Maximum pressure drop across the valve.
Temperature indicator
Hydraulic control oil filter
The temperature indicator is to be of the liquid
The filter is to be of the duplex full flow type with straight type.
manual change over and manual cleaning or of
the automatic self cleaning type.
Pressure indicator
A differential pressure gauge is fitted onto the
filter. The pressure indicator is to be of the dial type.
Piping
Engine
Purifier or RW
fine filter unit
PI 1301 I RZ
Manhole
Drain to waste oil tank
Water drain
078 83 91-0.1.0
Cylinder no. 5 6 7 8
r/min 95 95 95 95
kW 14,350 17,220 20,090 22,960
178 69 34-3.1
Cylinder Lubrication
9
MAN Energy Solutions
MAN Energy Solutions 199 15 10-8.0
Cylinder Lubricators
Each cylinder liner has a number of lubricating quills, through which oil is intro-
duced from the MAN B&W Alpha Cylinder Lubricators, see Section 9.02.
The oil is pumped into the cylinder (via non-return valves) when the piston
rings pass the lubricating orifices during the upward stroke.
The control of the lubricators is integrated in the ECS system. An overview of
the cylinder lubricating oil control system is shown in Fig. 9.02.02b.
Shell Alexia S3 25
Total Talusia LS 25 25
The basic principle is to mix an optimal cylinder lubricating oil (optimal BN), as
illustrated in Fig. 9.01.01. At a certain sulphur content level, the engine needs
to run on the high-BN cylinder oil as usual.
The cylinder lubricating oil is fed from the storage tanks to the ACOM by grav-
ity. The ACOM is located in the engine room near to and above the cylinder
lubricating oil inlet flange, AC, in a vertical distance of minimum 2m. The lay-
out of the ACOM is shown in Fig. 9.01.02.
ME-C-GI and ME-B-GI engines running in specified dual fuel (SDF) mode (i.e.
all LNG tankers) and quoted after 2017-01-01 are as standard specified with
ACOM, EoD: 4 42 171. For all other engines, ACOM is available as an option.
Fig. 9.01.02: Automated cylinder oil mixing system (ACOM) in single-rack ver-
sion for installation in engine room
Alfacylo 540 LS 40
Taro Special HT LS 40 40
Marine C405 40
Shell Alexia S3 25
Alexia S6 100
Total Talusia LS 25 25
Talusia LS 40 40
Do not consider the list complete, as oils from other companies can be
equally suitable. Further information can be obtained from the engine builder
or MAN Energy Solutions, Copenhagen.
9.01 Cylinder Lubricating Oil System
Working Principle
The feed rate control should be adjusted in relation to the actual fuel quality
and amount being burnt at any given time.
The following criteria determine the control:
▪ The cylinder oil dosage shall be proportional to the sulphur percentage in
the fuel
▪ The cylinder oil dosage shall be proportional to the engine load (i.e. the
amount of fuel entering the cylinders)
9.02 MAN B&W Alpha Cylinder Lubrication System
▪ The actual feed rate is dependent of the operating pattern and determined
based on engine wear, cylinder condition and BN of the cylinder oil.
The implementation of the above criteria will lead to an optimal cylinder oil
dosage.
Fig. 9.02.01a: FRF = 0.20 g/kWh × S% and BN 100 cylinder oil – average
consumption less than 0.65 g/kWh
The ship yard is to make the insulation of the cylinder oil pipe in the engine
room. The heating cable is to be mounted from the small tank for heater ele-
ment or the ACOM to the terminal box on the engine, see Figs. 9.02.02a and
02b.
9.02 MAN B&W Alpha Cylinder Lubrication System
Fig. 9.02.02a: Cylinder lubricating oil system with dual storage and service
tanks
The item no. refer to ‘Guidance Values Automation’. The letters refer to list of
‘Counterflanges’
Fig. 9.02.04a: Cylinder lubricating oil pipes, Alpha/ME lubricator
The item no. refer to ‘Guidance Values Automation’. The letters refer to list of
‘Counterflanges’
Fig. 9.02.04b: Cylinder lubricating oil pipes, Alpha Mk 2 lubricator
The item no. refer to ‘Guidance Values Automation’. The letters refer to list of
‘Counterflanges’
Fig. 9.02.04a: Cylinder lubricating oil pipes, Alpha/ME lubricator
The item no. refer to ‘Guidance Values Automation’. The letters refer to list of
‘Counterflanges’
Fig. 9.02.04b: Cylinder lubricating oil pipes, Alpha Mk 2 lubricator
Fig. 9.02.05: Suggestion for small heating tank with filter (for engines without
ACOM)
10
MAN Energy Solutions
MAN Energy Solutions 198 83 45-3.1
95-65ME/ME-C/-GI 1 (1)
MAN B&W
Low-temperature
Cooling Water
11
MAN Energy Solutions
MAN Energy Solutions 199 03 92-7.4
Sea water
Central cooling Freshwater
Jacket pumps
water
cooler
Aux. Central
equipment cooler
Tin ≥ 0 °C
Sea water pumps
568 25 97-1.0.1c
level (at the low level alarm sensor) and the overflow pipe or high level alarm
sensor.
If the pipe system is designed with possible air pockets, these have to be ven-
ted to the expansion tank.
Central Cooler
The cooler is to be of the shell and tube or plate heat exchanger type, made
of seawater resistant material.
Heat dissipation .................see ‘List of Capacities’
Central cooling water flow ................................see ‘List of Capacities’
Central cooling water temperature, outlet .....36°C
Pressure drop on central cooling side ........................max. 0.7 bar
The flow capacity must be within a range from 100 to 110% of the capacity
stated.
The ‘List of Capacities’ covers the main engine only. The pump head of the
pumps is to be determined based on the total actual pressure drop across
the central cooling water system.
For any given plant, the specific capacities have to be determined according
to the actual plant specification and the number of auxiliary equipment. Such
equipment include GenSets, starting air compressors, provision compressors,
airconditioning compressors, etc.
A guideline for selecting centrifugal pumps is given in Section 6.04.
5) TI TI
2) 2)
NC 1)
Set point
10°C 36°C Lubricating TI
Central *3) oil cooler
TE 8423 I AH
cooler Set TI
Filling P AS
point
ø10 45°C
*)
Inhibitor N
PI TI
PI TI PI TI PI TI dosing
tank TE 8422 I AH
Various Various
4) Central auxiliary auxiliary PT 8421 I AH AL
Drain Jacket
Seawater cooling equipment equipment water TI Main engine
pumps water cooler
pumps
Cooling water
*) optional installation
The letters refer to list of ‘Counterflanges’
The item no. refer to ‘Guidance Values Automation’
079 95 03-6.0.0
Central Cooler
The cooler is to be of the shell and tube or plate heat exchanger type, made
of seawater resistant material.
Heat dissipation .................see ‘List of Capacities’
Central cooling water flow .. see ‘List of Capacities’
Central cooling water temperature, outlet .......36°C
The ‘List of Capacities’ covers the main engine only. The pump head of the
pumps is to be determined based on the total actual pressure drop across
the central cooling water system.
A guideline for selecting centrifugal pumps is given in Section 6.04.
circuit, the tank shall be designed to receive a small flow of jacket cooling wa-
ter through the tank from the jacket water pumps. The tank shall be suitable
for mixing inhibitors in form of both powder and liquid.
Recommended tank size ..............................0.3 m3
Design pressure ......max. combined cooling water system pressure
Suggested inlet orifice size ........................ø10 mm
Fig. 11.08.01a: Cooling water pipes for engines with two or more turbochar-
gers
Fig. 11.08.01b: Cooling water pipes with waste heat recovery for engines with
two or more turbochargers
High-temperature
Cooling Water
12
MAN Energy Solutions
MAN B&W 12.01
Page 1 of 3
The high-temperature (HT) cooling water system, Where the inhibitor maker specifies a certain
also known as the jacket cooling water (JCW) range as normal concentration, we recommend to
system, is used for cooling the cylinder liners, cyl- maintain the actual concentration in the upper end
inder covers and exhaust gas valves of the main of that range.
engine and heating of the fuel oil drain pipes, see
Fig. 12.01.01. MAN Energy Solutions recommends keeping a re-
cord of all tests to follow the condition and chemi-
The jacket water pump draws water from the jack- cal properties of the cooling water and notice how
et water cooler outlet, through a deaerating tank it develops. It is recommended to record the qual-
and delivers it to the engine. ity of water as follows:
The engine jacket water must be carefully treated, For further information please refer to our recom-
maintained and monitored so as to avoid cor- mendations for treatment of the jacket water/
rosion, corrosion fatigue, cavitation and scale freshwater. The recommendations are available
formation. Therefore, it is recommended to install from MAN Energy Solutions, Copenhagen.
a chemical corrosion inhibitor dosing tank and a
means to take water samples from the JCW sys-
tem. Cooling water drain for maintenance
Preheater system The time period required for increasing the jacket
water temperature from 20 °C to 50 °C will de-
During short stays in port (i.e. less than 4-5 days), pend on the amount of water in the jacket cooling
it is recommended that the engine is kept pre- water system and the engine load
heated. The purpose is to prevent temperature
variation in the engine structure and correspond- Note:
ing variation in thermal expansions and possible The above considerations for start of cold engine
leakages. are based on the assumption that the engine has
already been well run-in.
The jacket cooling water outlet temperature
should be kept as high as possible and should For further information, please refer to our publi-
(before starting up) be increased to at least 50 °C. cation titled:
Preheating could be provided in form of a built-in
preheater in the jacket cooling water system or by Influence of Ambient Temperature Conditions
means of cooling water from the auxiliary engines,
or a combination of the two. The publication is available at www.marine.man-
es.com → ’Two-Stroke’ → ’Technical Papers’.
Preheating procedure
Freshwater generator
In order to protect the engine, some minimum
temperature restrictions have to be considered A freshwater generator can be installed in the
before starting the engine and, in order to avoid JCW circuit for utilising the heat radiated to the
corrosive attacks on the cylinder liners during jacket cooling water from the main engine.
starting.
Drain
Alarm device box
M 2) TI 8413
L LS 8412 AL
C2 C2
AN C1 Filling C1
Water inlet *) Inhibitor dosing tank
for cleaning turbocharger Ø10
BD Preheater *) Preheater
AH pump
AF
Tracing of
fuel oil
drain pipe
P1 PI PI TI *) 1) TI *) 1)
AE AE K Drain
Jacket water pumps
Sample Deaerating
Main engine PT 8401 I AL YL tank
573 06 71-9.0.0
Notes:
1) Orifices (or lockable adjustable valves) to be installed in order to create a differential pressure identical to that of the jacket water
cooler / freshwater generator at nominal jacket water pump capacity.
2) (Optional) Orifices (or lockable adjustable valves) to be installed in order to create a min. inlet pressure indicated at sensor
PT 8401 above the min. pressure stated in the Guidance Values Automation (GVA) at engine inlet connection ‘K’.
3) Orifices with small size hole to be installed for avoiding jacket water flow through the expansion tank.
*) Optional installation
Jacket water cooling pump The heat dissipation and flow are based on SMCR
output at tropical conditions, i.e. seawater tem-
The pumps are to be of the centrifugal type. perature of 32 °C and an ambient air temperature
of 45 °C.
Pump flow rate/Jacket water
flow ................................ see ‘List of Capacities’
Pump head (see below note) ........................3.0 bar Jacket water thermostatic regulating valve
Delivery pressure ...............depends on location of
the expansion tank The main engine cooling water outlet should be
Test pressure ....................according to Class rules kept at a fixed temperature of 90 °C, independent-
Working temperature ..................................... 90 °C ly of the engine load. This is done by a three-way
Max. temperature (design purpose)............. 100 °C thermostatic regulating valve.
The flow capacity must be within a range from Jacket water flow ............... see ‘List of Capacities’
100 to 110% of the capacity stated. Max. working temperature ..................up to 100 °C
Max. pressure drop ....................................~0.3 bar
The pump head of the pumps is to be determined Actuator type......................... electric or pneumatic
based on the total actual pressure drop across Recommended leak rate ............. less than 0.5% of
the cooling water system i.e. pressure drop across nominal flow
the main engine, jacket water cooler, three-way
valve, valves and other pipe components Note:
A low valve leak rate specified for the valve port
A guideline for selecting centrifugal pumps is against the cooler will provide better utilisation of
given in Section 6.04. the heat available for the freshwater production.
Normally the jacket water cooler is most likely to The expansion tank shall be designed as open to
be of the plate heat exchanger type but could also atmosphere. Venting pipes entering the tank shall
be of the shell and tube type. terminate below the lowest possible water level
i.e. below the low level alarm.
Heat dissipation ................. see ‘List of Capacities’
Jacket water flow ............... see ‘List of Capacities’ The expansion tank must be located at least 15 m
Jacket water temperature, inlet...................... 90 °C above the top of the main engine exhaust gas
Max. working temperature ..................up to 100 °C valves.
Max. pressure drop
on jacket water side ................................0.5 bar The expansion tank volume has to be at least 10%
of the total jacket cooling water amount in the sys-
Cooling water flow.............. see ‘List of Capacities’ tem.
Cooling water temp., inlet SW cooled.......... ~38 °C
Cooling water temp., inlet FW cooled .......... ~42 °C The 10% expansion tank volume is defined as the
Max pressure drop on cooling side .............0.5 bar volume between the lowest level (at the low level
alarm sensor) and the overflow pipe or high level
The cooler should be built in following materials: alarm sensor.
Sea water cooled ..........SW resistant (e.g. titanium
or Cu alloy for tube coolers)
Freshwater cooled............................ stainless steel
Deaerating tank
ø
Deaerating tank dimensions
Tank size 0.05 m3 0.16 m3
Max. jacket water capacity 120 m /h 3
300 m3/h
Dimensions in mm
Max. nominal diameter 125 200
A 600 800
F
ø 5
B 125 210
A
E
C 5 5
D 150 150
E 300 500
ø
F 910 1,195
ø
G 250 350
øH 300 500
øI 320 520
øJ ND 50 ND 80
øK ND 32 ND 50
178 06 279.2 In order not to impede the rotation of water, the pipe connec-
tion must end flush with the tank, so that no internal edges are
Fig. 12.07.01: Deaerating tank, option: 4 46 640 protruding.
Expansion tank
ø15
LS 8412 AL
Alarm device
Level switch
198 97 091.1
0.50%
Calculation method
where
Mfw = Freshwater production (tons per 24 hours)
Qd-jw = Qjw50% × Tol.-15% (kW)
where
Qjw50% = Jacket water heat at 50% SMCR
engine load at ISO condition (kW)
Tol.-15%= Minus tolerance of 15% = 0.85
TE 8408 I AH YH
M
M
To heating fuel
oil drain pipes
AH K
TI 8407
TE 8407 I AL
PT 8401 I AL YL
PS 8402 Z Only GL
121 15 18-4.3.3
Starting Air
13
MAN Energy Solutions
MAN B&W 13.01
Page 1 of 1
The starting air of 30 bar is supplied by the start- Please note that the air consumption for control
ing air compressors to the starting air receivers air, safety air, turbocharger cleaning, sealing air
and from these to the main engine inlet ‘A’. for exhaust valve and for fuel valve testing unit are
momentary requirements of the consumers.
Through a reduction station, filtered compressed
air at 7 bar is supplied to the control air for ex- The components of the starting and control air
haust valve air springs, through engine inlet ‘B’ systems are further desribed in Section 13.02.
Through a reduction valve, compressed air is For information about a common starting air sys-
supplied at approx. 7 bar to ‘AP’ for turbocharger tem for main engines and MAN Energy Solutions
cleaning (soft blast), and a minor volume used for auxiliary engines, please refer to our publication:
the fuel valve testing unit. The specific air pres-
sure required for turbocharger cleaning is subject Uni-concept Auxiliary Systems for Two-Stroke Main
to make and type of turbocharger. Engines and Four-Stroke Auxiliary Engines
#2)
#1) 40 µm
Starting air
PI
receiver 30 bar
#1) 40 µm
To
bilge
AP Nominal diameter 25 mm
B
A Pipe a *)
Starting air
PI
receiver 30 bar
Main engine
To To Air
bilge bilge compressors
The letters refer to list of ‘Counterflanges’
*) Pipe a nominal dimension: DN125 mm
078 83 76-7.7.0
Turning Gear
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.
Engagement and disengagement of the turning gear is effected by displacing
the pinion and terminal shaft axially. To prevent the main engine from starting
when the turning gear is engaged, the turning gear is equipped with a safety
arrangement which interlocks with the starting air system.
The turning gear is driven by an electric motor with a built-in gear and brake.
Key specifications of the electric motor and brake are stated in Section 13.04.
13.02 Components for Starting Air System
95-60ME-C/-GI/-GA/-LGI 1 (2)
199 15 14-5.0 MAN Energy Solutions
2 (2) 95-60ME-C/-GI/-GA/-LGI
MAN B&W 13.04
Page 1 of 1
Electric Motor for Turning Gear
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316 36 24-7.0.0
Scavenge Air
14
MAN Energy Solutions
MAN Energy Solutions 198 40 04-1.5
The installed power of the electric motors are based on a voltage supply of 3x440V at 60Hz.
The electric motors are delivered with and fitted onto the engine.
Fig. 14.05.01: Air cooler cleaning pipes, two or more air coolers, for SCR
The letters refer to list of 'Counterflanges'. The item nos. refer to 'Guidance
values automation'.
The air side of the scavenge air cooler can be cleaned by injecting a grease
dissolving media through ‘AK’ to a spray pipe arrangement fitted to the air
chamber above the air cooler element.
The system is equipped with a drain box with a level switch, indicating any ex-
cessive water level.
The piping delivered with and fitted on the engine is shown in Fig. 14.05.01.
G/S65-35ME-C/-GI 1 (3)
199 13 73-0.0 MAN Energy Solutions
198 76 84-9.2
2021-02-25 - en
2 (3) G/S65-35ME-C/-GI
MAN Energy Solutions 199 13 73-0.0
Engine type No. of cylinders Chemical tank capacity, m3 Circulation pump capacity at 3 bar, m3/h
9 0.6 2
9 0.6 2
2021-02-25 - en
G60ME-C 5 0.3 1
6-8 0.6 2
S60ME-C 5 0.3 1
6-8 0.6 2
8 0.9 3
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit,
*option: 4 55 665
G/S65-35ME-C/-GI 3 (3)
MAN B&W 14.06
Page 1 of 1
The scavenge air box is continuously drained The drain tank shall be designed according to the
through ‘AV’ to a small pressurised drain tank, pressurised system connected to the BV connec-
from where the sludge is led to the sludge tank. tion as one of the following:
Steam can be applied through ‘BV’, if required, to
facilitate the draining. See Fig. 14.06.01. • Steam maximum working pressure
• Compressed air maximum working pressure
The continuous drain from the engine scavenge air
area must not be directly connected to the sludge It is recommended that the drain tank is placed
tank due to the pressure level. close to the engine to avoid lon piping between
engine and drain tank and thereby minimize the
risk of the pipe being blocked by sludge.
AV1
BV AV
Steam inlet pressure Valve normally
3-10 bar. If steam is closed (locked) Orifice
not available, 7 bar Open for cleaning
compressed air can of pipes
be used. 1000 mm
Normally open. Min. 15°
To be closed in
case of fire int
the scavenge
air box Drain
DN=65 mm tank
1)
Manhole
DN=50 mm for cleaning
Normally closed.
Tank to be emptied
during service
with valve open.
Sludge
tank
Fire in the scavenge air space can be The key specifications of the fire extinguishing agents
extinguished by steam, this being the basic solution, or, are:
optionally, by water mist or CO2.
Steam fire extinguishing for scavenge air space
The external system, pipe and flange connections are Steam pressure: 3-10 bar
shown in Fig. 14.07.01 and the piping fitted onto the Steam quantity, approx.: 3.8 kg/cyl.
engine in Fig. 14.07.02.
Water mist fire extinguishing for scavenge air space
In the Extent of Delivery, the fire extinguishing system for Freshwater pressure: min. 3.5 bar
scavenge air space is selected by the fire extinguishing Freshwater quantity, approx.: 3.5 kg/cyl.
agent:
CO2 fire extinguishing for scavenge air space
• basic solution: 4 55 140 Steam CO2 test pressure: 150 bar
• option: 4 55 142 Water mist
• option: 4 55 143 CO2 CO2 quantity, approx.: 7.5 kg/cyl.
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Page 2 of 2
Fire Extinguishing Pipes in Scavenge Air Space
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MAN B&W
Exhaust Gas
15
MAN Energy Solutions
MAN Energy Solutions 198 40 47-2.8
98-65MC/MC-C/ME/ME-C/-GI/-GA/G/S/L60ME-C/-GI 1 (2)
198 40 47-2.8 MAN Energy Solutions
2 (2) 98-65MC/MC-C/ME/ME-C/-GI/-GA/G/S/L60ME-C/-GI
MAN Energy Solutions 199 12 30-0.0
Cleaning Systems
Fig. 15.02.03: Soft blast cleaning of turbine side and water washing of com-
pressor side for ABB turbochargers
The actual back-pressure in the exhaust gas system at specified MCR de-
pends on the gas velocity, i.e. it is proportional to the square of the exhaust
gas velocity, and hence inversely proportional to the pipe diameter to the 4th
power. It has by now become normal practice in order to avoid too much
pressure loss in the pipings to have an exhaust gas velocity at specified MCR
of about 35 m/sec, but not higher than 50 m/sec.
For dimensioning of the external exhaust pipe connections, see the exhaust
pipe diameters for 35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec respectively,
shown in Table 15.07.02.
When dimensioning the compensator, option: Engine plants are usually designed for utilisation of
4 60 610, for the expansion joint on the turbochar- the heat energy of the exhaust gas for steam pro -
ger gas outlet transition piece, option: 4 60 601, duction or for heating the thermal oil system. The
the exhaust gas piece and components, are to be exhaust gas passes an exhaust gas boiler which is
so arranged that the thermal expansions are ab - usually placed near the engine top or in the funnel.
sorbed by expansion joints. The heat expansion of
the pipes and the components is to be calculated It should be noted that the exhaust gas tempera -
based on a temperature increase from 20 °C to ture and flow rate are influenced by the ambient
250 °C. The max. expected vertical, transversal conditions, for which reason this should be con -
and longitudinal heat expansion of the engine sidered when the exhaust gas boiler is planned. At
measured at the top of the exhaust gas transition specified MCR, the maximum recommended pres -
piece of the turbocharger outlet are indicated in sure loss across the exhaust gas boiler is normally
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC. 150 mm WC.
The movements stated are related to the engine This pressure loss depends on the pressure losses
seating, for DC, however, to the engine centre. The in the rest of the system as mentioned above.
figures indicate the axial and the lateral movements Therefore, if an exhaust gas silencer/spark ar-
related to the orientation of the expansion joints. rester is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than the
The expansion joints are to be chosen with an elas - max. of 150 mm WC, whereas, if an exhaust gas
ticity that limits the forces and the moments of the silencer/spark arrester is installed, it may be neces -
exhaust gas outlet flange of the turbocharger as sary to reduce the maximum pressure loss.
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permis - The above mentioned pressure loss across the
sible forces and moments on the gas outlet flange exhaust gas boiler must include the pressure
of the turbocharger is shown in Fig. 15.06.03. losses from the inlet and outlet transition pieces.
D
D0
ransition piece
urbocharger gas
outlet flange D0
Main engine with
turbocharger on aft end
Main engine with turbochargers
on exhaust side
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs
70
The noise level is at nominal MCR at a distance of 70
20
50
30
10
50 0
31.5 63 125 250 500 1k 2k 4k 8kHz
For each doubling of the distance, the noise level
Centre frequencies of octave band
will be reduced by about 6 dB (farfield law).
178 52 48-4.1
Δp = (ζ x ½ ρ [v2 x 1/9.81]) in mm WC
where the expression after ζ is the dynamic pressure of the flow in the pipe.
The friction losses in the straight pipes may, as a guidance, be estimated as :
1 mm WC per 1 diameter length
whereas the positive influence of the up-draught in the vertical pipe is normally
negligible.
ΔpM = Σ Δp
It is, therefore, very important that the back pressure measuring points are
located on a straight part of the exhaust gas pipe, and at some distance from
an ‘obstruction‘, i.e. at a point where the gas flow, and thereby also the static
pressure, is stable. Taking measurements, for example, in a transition piece,
may lead to an unreliable measurement of the static pressure.
In consideration of the above, therefore, the total back pressure of the system
has to be measured after the turbocharger in the circular pipe and not in the
transition piece. The same considerations apply to the measuring points be-
fore and after the exhaust gas boiler, etc.
ζa = 0.6 to 1.2
ζb = 1.0 to 1.5
ζc = 1.5 to 2.0
R=D ζ = 0.60
R = 1.5D ζ = 0.41
R = 2D ζ = 0.27
R=D ζ = 0.30
R = 1.5D ζ = 0.15
R = 2D ζ = 0.10
αo
15o ζ = 0.06
30o ζ = 0.15
45o ζ = 0.29
Outlet from top of exhaust ζ = 1.00
gas uptake
Table 15.06.01: Max. expected movements of the exhaust gas flange resulting from thermal expansion
Fig. 15.06.02: Forces and moments on the turbochargers’ exhaust gas outlet flange
Turbocharger M1 M3 F1 F2 F3
Nm Nm N N N
Make Type
TCA66 3,700 7,500 9,900 9,900 4,900
078 63 71-9.3.0
Table 15.06.02: The max. permissible forces and moments on the turbocharger’s gas outlet flanges
The exhaust gas pipe diameters listed in Table The exhaust gas velocities and mass flow listed
15.07.02 are based on the exhaust gas flow ca- apply to collector pipe D4. The table also lists the
pacity according to ISO ambient conditions and diameters of the corresponding exhaust gas pipes
an exhaust gas temperature of 250 ºC. D0 for various numbers of turbochargers installed.
Expansion joint
option: 4 60 610
D4 D4
D0
Transition piece D4
option: 4 60 601
178 09 395.2
Fig. 15.07.01: Exhaust pipe system, with turbocharger located on exhaust side of engine
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass flow at various velocities
16
MAN Energy Solutions
MAN Energy Solutions 199 15 31-2.0
All the CCUs are identical, and in the event of a failure of the CCU for one cyl-
inder only this cylinder will automatically be cut out of operation.
The EICUs are located either in the Engine Control Room (recommended) or
in the engine room.
In the basic execution, the EICUs are a placed in the Cabinet for EICUs, EoD:
4 65 601.
Control Network
The MOP, the backup MOP and the MPCs are interconnected by means of
the redundant Control Networks, A and B respectively.
The maximum length of Control Network cabling between the furthermost
units on the engine and in the Engine Control Room (an EICU or a MOP) is
230 meter.
Should the layout of the ship make longer Control Network cabling necessary,
a Control Network Repeater must be inserted to amplify the signals and divide
the cable into segments no longer than 230 meter. For instance, where the
Engine Control Room and the engine room are located far apart. The connec-
tion of the two MOPs to the control network is shown in Fig. 5.16.01.
Power supply A
Power supply B
Fig. 16.01.01a: Engine Control System layout with cabinet for EICU for
mounting in ECR or on engine, EoD: 4 65 601
Fig. 16.01.01b: Engine Control System layout with ECS Common Control
Cabinet for mounting in ECR or on engine, option: 4 65 602
Alarm System
The alarm system has no direct effect on the ECS. The alarm alerts the oper-
ator of an abnormal condition.
The alarm system is an independent system, in general covering more than
the main engine itself, and its task is to monitor the service condition and to
activate the alarms if a normal service limit is exceeded.
The signals from the alarm sensors can be used for the slow down function as
well as for remote indication.
Safety System
The engine safety system is an independent system with its respective
sensors on the main engine, fulfilling the requirements of the respective classi-
fication society and MAN Energy Solutions. If a critical value is reached for one
of the measuring points, the input signal from the safety system must cause
either a cancellable or a non-cancellable shut down signal to the ECS.
For the safety system, combined shut down and slow down panels approved
by MAN Energy Solutions are available. The following options are listed in the
Extent of Delivery:
4 75 631 Lyngsø Marine
4 75 632 Kongsberg Maritime
4 75 633 Nabtesco
16.01 Engine Control System ME
4 75 636 Mitsui Zosen Systems Research.
Where separate shut down and slow down panels are installed, only panels
approved by MAN Energy Solutions must be used.
In any case, the remote control system and the safety system (shut down and
slow down panel) must be compatible.
Telegraph System
This system enables the navigator to transfer the commands of engine speed
and direction of rotation from the Bridge, the engine control room or the Local
Operating Panel (LOP), and it provides signals for speed setting and stop to
the ECS.
The engine control room and the LOP are provided with combined telegraph
and speed setting units.
Monitoring System
The Engine Control System (ECS) is supported by the Engine Management
Services (EMS), which includes the PMI Auto-tuning and the CoCoS-EDS
(Computer Controlled Surveillance-Engine Diagnostics System) applications.
Instrumentation
The following lists of instrumentation are included in Chapter 18:
▪ The Class requirements and MAN Energy Solutions' requirements for
alarms, slow down and shut down for Unattended Machinery Spaces
▪ Local instruments
▪ Control devices.
Vibration Aspects
17
MAN Energy Solutions
MAN Energy Solutions 198 41 40-5.3
Vibration Aspects
The vibration characteristics of the two-stroke low speed diesel engines can
for practical purposes be split up into four categories, and if the adequate
countermeasures are considered from the early project stage, the influence of
the excitation sources can be minimised or fully compensated.
In general, the marine diesel engine may influence the hull with the following:
• External unbalanced moments These can be classified as unbalanced 1st
and 2nd order external moments, which need to be considered only for cer-
tain cylinder numbers
• Guide force moments
• Axial vibrations in the shaft system
• Torsional vibrations in the shaft system.
The external unbalanced moments and guide force moments are illustrated in
Fig. 17.01.01.
In the following, a brief description is given of their origin and of the proper
countermeasures needed to render them harmless.
Compensator Solutions
Several solutions are available to cope with the 2nd order moment, as shown
in Fig. 17.03.02, out of which the most cost efficient one can be chosen in the
individual case, e.g.:
1. No compensators, if considered unnecessary on the basis of natural fre-
quency, nodal point and size of the 2nd order moment.
option: 4 31 203.
Resonance with a 1st order moment may occur for hull vibrations with 2 and/
or 3 nodes. This resonance can be calculated with reasonable accuracy, and
the calculation will show whether a compensator is necessary or not on four-
cylinder engines.
A resonance with the vertical moment for the 2 node hull vibration can often
be critical, whereas the resonance with the horizontal moment occurs at a
higher speed than the nominal because of the higher natural frequency of ho-
rizontal hull vibrations.
To evaluate if there is a risk that 1st and 2nd or- Based on service experience from a great num-
der external moments will excite disturbing hull ber of large ships with engines of different types
vibrations, the concept Power Related Unbal- and cylinder numbers, the PRUvalues have been
ance (PRU) can be used as a guidance, see Table classified in four groups as follows:
17.04.01 below.
PRU Nm/kW Need for compensator
___________
PRU = External moment
Nm/kW 0 - 60 Not relevant
Engine power
60 - 120 Unlikely
With the PRUvalue, stating the external moment 120 - 220 Likely
relative to the engine power, it is possible to give 220 - Most likely
an estimate of the risk of hull vibrations for a spe-
cific engine.
{ }
nA 2
MA = M1 × __
n kNm
1
Top Bracing
The guide force moments are harmless except when resonance vibrations oc-
cur in the engine/ double bottom system.
As this system is very difficult to calculate with the necessary accuracy, MAN
Energy Solutions strongly recommend, as standard, that top bracing is in-
stalled between the engine’s upper platform brackets and the casing side.
The vibration level on the engine when installed in the vessel must comply
with MAN Energy Solutions vibration limits as stated in Fig. 17.05.02.
We recommend using the hydraulic top bracing which allow adjustment to the
loading conditions of the ship. Mechanical top bracings with stiff connections
are available on request.
With both types of top bracing, the above-mentioned natural frequency will in-
crease to a level where resonance will occur above the normal engine speed.
Details of the top bracings are shown in Chapter 05.
95-35ME-C/-GI/-LGI 1 (5)
199 15 55-2.0 MAN Energy Solutions
2 (5) 95-35ME-C/-GI/-LGI
MAN Energy Solutions 199 15 55-2.0
As the deflection shape for the H-type is equal for each cylinder, the Nth order
H-type guide force moment for an N-cylinder engine with regular firing order
is:
N × MH(one cylinder)
For modelling purposes, the size of the forces in the force couple is:
Force = MH/L [kN]
where L is the distance between crankshaft level and the middle position of
the crosshead guide (i.e. the length of the connecting rod).
As the interaction between engine and hull is at the engine seating and the
top bracing positions, this force couple may alternatively be applied in those
positions with a vertical distance of (LZ). Then the force can be calculated as:
ForceZ = MH/LZ [kN]
Any other vertical distance may be applied so as to accomodate the actual
hull (FEM) model.
The force couple may be distributed at any number of points in the longitud-
inal direction. A reasonable way of dividing the couple is by the number of top
bracing and then applying the forces at those points.
ForceZ, one point = ForceZ, total/Ntop bracing, total [kN]
applied in positions suitable for the FEM model of the hull. Thus the forces
may be referred to another vertical level LZ above the crankshaft centre line.
These forces can be calculated as follows:
ForceZ, one point = (Mx X L) / (Lx X Lx) [kN]
In order to calculate the forces, it is necessary to know the lengths of the con-
necting rods = L, which are:
95-35ME-C/-GI/-LGI 3 (5)
199 15 55-2.0 MAN Energy Solutions
Engine Type L in mm
G95ME-C10/-GI/-LGI 3,720
G90ME-C10/-GI/-LGI 3,342
S90ME-C9/10/-GI/-LGI 3,600
G80ME-C10/-GI/-LGI 3,530
S80ME-C9/-GI/-LGI 3,450
G70ME-C9/10/-GI/-LGI 3,256
S70ME-C10/-GI/-LGI 2,700
S70ME-C7/8/-GI/-LGI 2,870
S65ME-C8/-GI/-LGI 2,730
G60ME-C10/-GI/-LGI 2,790
S60ME-C10/-GI/-LGI 2,310
G50ME-C9/-GI/-LGI 2,500
S50ME-C9/-GI/-LGI 2,214
S50ME-C8/-GI/-LGI 2,050
S46ME-C8/-GI/-LGI 1,980
G45ME-C9/-GI/-LGI 2,250
S40ME-C9/-GI/-LGI 1,770
S35ME-C9/-GI/-LGI 1,550
17.05 Guide Force Moments
4 (5) 95-35ME-C/-GI/-LGI
MAN Energy Solutions 199 15 55-2.0
95-35ME-C/-GI/-LGI 5 (5)
MAN Energy Solutions 199 15 32-4.0
Axial Vibrations
When the crank throw is loaded by the gas pressure through the connecting
rod mechanism, the arms of the crank throw deflect in the axial direction of
the crankshaft, exciting axial vibrations. Through the thrust bearing, the sys-
tem is connected to the ship’s hull.
Generally, only zero-node axial vibrations are of interest. Thus the effect of the
additional bending stresses in the crankshaft and possible vibrations of the
ship`s structure due to the reaction force in the thrust bearing are to be con-
sideraed.
An axial damper is fitted as standard on all engines, minimising the effects of
the axial vibrations, EoD: 4 31 111.
Torsional Vibrations
The reciprocating and rotating masses of the engine including the crankshaft,
the thrust shaft, the intermediate shaft(s), the propeller shaft and the propeller
are for calculation purposes considered a system of rotating masses (inertias)
interconnected by torsional springs. The gas pressure of the engine acts
through the connecting rod mechanism with a varying torque on each crank
throw, exciting torsional vibration in the system with different frequencies.
In general, only torsional vibrations with one and two nodes need to be con-
sidered. The main critical order, causing the largest extra stresses in the shaft
line, is normally the vibration with order equal to the number of cylinders, i.e.,
six cycles per revolution on a six cylinder engine. This resonance is positioned
at the engine speed corresponding to the natural torsional frequency divided
by the number of cylinders.
The torsional vibration conditions may, for certain installations require a tor-
sional vibration damper, option: 4 31 105.
Plants with 11 or 12-cylinder engines type 98-80 require a torsional vibration
damper.
Based on our statistics, this need may arise for the following types of installa-
tion:
• Plants with controllable pitch propeller
• Plants with unusual shafting layout and for special owner/yard requirements
• Plants with 8-cylinder engines.
The so-called QPT (Quick Passage of a barred speed range Technique), is an
alternative to a torsional vibration damper, on a plant equipped with a control-
lable pitch propeller. The QPT could be implemented in the governor in order
to limit the vibratory stresses during the passage of the barred speed range.
17.06 Axial Vibrations
The application of the QPT, option: 4 31 108, has to be decided by the engine
maker and MAN Energy Solutions based on final torsional vibration calcula-
tions.
Six-cylinder engines, require special attention. On account of the heavy excit-
ation, the natural frequency of the system with one-node vibration should be
situated away from the normal operating speed range, to avoid its effect. This
can be achieved by changing the masses and/or the stiffness of the system
so as to give a much higher, or much lower, natural frequency, called under-
critical or overcritical running, respectively.
Owing to the very large variety of possible shafting arrangements that may be
used in combination with a specific engine, only detailed torsional vibration
calculations of the specific plant can determine whether or not a torsional vi-
bration damper is necessary.
Undercritical Running
The natural frequency of the one-node vibration is so adjusted that resonance
with the main critical order occurs about 35-45% above the engine speed at
specified MCR.
Such undercritical conditions can be realised by choosing a rigid shaft sys-
tem, leading to a relatively high natural frequency.
The characteristics of an undercritical system are normally:
• Relatively short shafting system
• Probably no tuning wheel
• Turning wheel with relatively low inertia
• Large diameters of shafting, enabling the use of shafting material with a
moderate ultimate tensile strength, but requiring careful shaft alignment,(due
to relatively high bending stiffness)
• Without barred speed range.
Critical Running
When running undercritical, significant varying torque at MCR conditions of
about 100-150% of the mean torque is to be expected.
This torque (propeller torsional amplitude) induces a significant varying pro-
peller thrust which, under adverse conditions, might excite annoying longitud-
inal vibrations on engine/double bottom and/or deck house.
The yard should be aware of this and ensure that the complete aft body struc-
ture of the ship, including the double bottom in the engine room, is designed
to be able to cope with the described phenomena.
Overcritical Running
The natural frequency of the one node vibration is so adjusted that resonance
with the main critical order occurs at about 30-60% of the engine speed at
specified MCR. Such overcritical conditions can be realised by choosing an
elastic shaft system, leading to a relatively low natural frequency.
The characteristics of overcritical conditions are:
17.06 Axial Vibrations
Please note:
We do not include any tuning wheel or torsional vibration damper in the
standard scope of supply, as the proper countermeasure has to be found
after torsional vibration calculations for the specific plant, and after the de-
cision has been taken if and where a barred speed range might be accept-
able.
No of cylinder : 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical mo-
ments for all cylinder numbers.
c) 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, re-
ducing the 2nd order external moment.
Table 17.07.01
Monitoring Systems
and Instrumentation
18
MAN Energy Solutions
MAN Energy Solutions 198 85 29-9.3
ME/ME-C/ME-B/-GI/-GA/-LGI 1 (1)
MAN Energy Solutions 199 05 99-0.0
EMS Applications
EMS includes the applications PMI Auto-tuning, CoCoS-EDS and EMS man-
ager.
PMI Auto-tuning
▪ Online cylinder pressure monitoring
▪ Input to engine control system for closed-loop performance tuning
▪ Engine power estimation.
PMI Auto-tuning continuously measures the cylinder pressures using online
sensors mounted on each cylinder cover. Pressure measurements are
presented continuously in real time and the corresponding key performance
values are transferred to the Engine Control System.
ME/ME-C/ME-B/-GI/-GA/-LGI 1 (2)
199 05 99-0.0 MAN Energy Solutions
The Engine Control System constantly monitors and compares the measured
combustion pressures to a reference value. As such, the control system auto-
matically adjusts the fuel injection and valve timing to reduce the deviation
between the measured values and the reference. This, in turn, facilitates the
optimal combustion pressures for the next firing. Thus, the system ensures
that the engine is running at the desired maximum pressure, p(max).
CoCoS-EDS
▪ Data logging
▪ Engine condition monitoring and reporting
▪ Engine operation troubleshooting.
With CoCoS-EDS, early intervention as well as preventive maintenance, the
engine operators are able to reduce the risk of damages and failures.
CoCoS-EDS further allows for easier troubleshooting in cases where unusual
engine behavior is observed.
EMS Manager
▪ Installation and supervision of EMS applications
▪ Network and interface monitoring
▪ Optional interface for data exchange with AMS (Alarm Monitoring System).
The EMS manager provides a process for integrated installation, commission-
ing and maintenance of PMI Auto-tuning and CoCoS-EDS.
Further, the EMS Manager includes status information and functionality, e.g.
for network status, internal and external interfaces and EMS application exe-
cution.
18.02 Engine Management Services
2 (2) ME/ME-C/ME-B/-GI/-GA/-LGI
MAN Energy Solutions 198 45 82-6.9
1 (1)
MAN Energy Solutions 199 15 52-7.0
ME-C/ME-B/-GI/-GA/-LGI 1 (10)
199 15 52-7.0 MAN Energy Solutions
2 (10) ME-C/ME-B/-GI/-GA/-LGI
MAN Energy Solutions 199 15 52-7.0
Fuel oil
Lubricating oil
ME-C/ME-B/-GI/-GA/-LGI 3 (10)
199 15 52-7.0 MAN Energy Solutions
4 (10) ME-C/ME-B/-GI/-GA/-LGI
MAN Energy Solutions 199 15 52-7.0
Hydraulic Power
Supply
Cooling water
ME-C/ME-B/-GI/-GA/-LGI 5 (10)
199 15 52-7.0 MAN Energy Solutions
Compressed air
Scavenge air
The sensors in the MAN ES and relevant Class columns are included in the
basic Extent of Delivery, EoD: 4 75 127.
The sensor identification codes and functions are listed in Table 18.07.01.
The tables are liable to change without notice, and are subject to latest Class
requirements.
2. Required only for engines wirh LDCL cooling water system.
3. Not applicable for engines with LDCL cooling water system.
6 (10) ME-C/ME-B/-GI/-GA/-LGI
MAN Energy Solutions 199 15 52-7.0
Exhaust gas
Miscellaneous
ME-C/ME-B/-GI/-GA/-LGI 7 (10)
199 15 52-7.0 MAN Energy Solutions
8 (10) ME-C/ME-B/-GI/-GA/-LGI
MAN Energy Solutions 199 15 52-7.0
Slow down for UMS – Class and MAN Energy Solutions’ requirements
ME-C/ME-B/-GI/-GA/-LGI 9 (10)
199 15 52-7.0 MAN Energy Solutions
Shut down for AMS and UMS – Class and MAN Energy Solutions’ requirements
18.04 Alarm – Slow Down and Shut Down System
10 (10) ME-C/ME-B/-GI/-GA/-LGI
MAN Energy Solutions 198 45 86-3.13
Local Instruments
The basic local instrumentation on the engine, options: 4 70 119 comprises
thermometers, pressure gauges and other indicators located on the piping or
mounted on panels on the engine. The tables 18.05.01a, b and c list those as
well as sensors for slow down, alarm and remote indication, option: 4 75 127.
ME/ME-C/ME-B/-GI 1 (3)
198 45 86-3.13 MAN Energy Solutions
2 (3) ME/ME-C/ME-B/-GI
MAN Energy Solutions 198 45 86-3.13
ME/ME-C/ME-B/-GI 3 (3)
MAN Energy Solutions 199 15 33-6.0
ME-C/ME-B/-GI/-LGI 1 (10)
199 15 33-6.0 MAN Energy Solutions
Examples of piping diagrams (for Visatron VN 215/93 only) and wiring dia-
grams (for all other detectors) are shown for reference in Figs. 18.06.01a and
18.06.01b.
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93
from Schaller Automation, option: 4 75 163
2 (10) ME-C/ME-B/-GI/-LGI
MAN Energy Solutions 199 15 33-6.0
Targeting the guide shoe bottom ends continuously, the sensors measure the
distance to the crosshead in Bottom Dead Center (BDC).
Signals are computed and digitally presented to computer hardware, from
which a useable and easily interpretable interface is presented to the user.
The measuring precision is more than adequate to obtain an alarm well before
steel-to-steel contact in the bearings occur.
Also the long-term stability of the measurements has shown to be excellent.
Two BWM ‘high wear’ alarm levels including deviation alarm apply. The first
level of the high wear / deviation alarm is indicated in the alarm panel only
while the second level also activates a slow down.
ME-C/ME-B/-GI/-LGI 3 (10)
199 15 33-6.0 MAN Energy Solutions
In crankpin and crosshead bearings, the shell/ housing temperature or the oil
outlet temperature is monitored depending on which BTM system is installed,
options: 4 75 134 or 4 75 135.
For oil outlet temperature in main, crankpin and crosshead bearings two high
temperature alarm levels including deviation alarm apply. The first level of the
high temperature / deviation alarm is indicated in the alarm panel while the
second level activates a slow down.
In case the lubricating oil becomes contaminated with an amount of water ex-
ceeding our limit of 50% of the saturation point (corresponding to approx.
0.2% water content), acute corrosive wear of the crosshead bearing overlayer
may occur. The higher the water content, the faster the wear rate.
To prevent water from accumulating in the lube oil and, thereby, causing
damage to the bearings, the oil should be monitored manually or automatic-
ally by means of a Water In Oil (WIO) monitoring system connected to the en-
gine alarm and monitoring system. In case of water contamination the source
should be found and the equipment inspected and repaired accordingly.
18.06 Other Alarm Functions
The saturation point of the water content in the lubricating oil varies depend-
ing on the age of the lubricating oil, the degree of contamination and the tem-
perature. For this reason, we have chosen to specify the water activity meas-
uring principle and the aw-type sensor. Among the available methods of
measuring the water content in the lubricating oil, only the aw-type sensor
measures the relationship between the water content and the saturation point
regardless of the properties of the lubricating oil.
WIO systems with aw-type sensor measure water activity expressed in ‘aw’
on a scale from 0 to 1. Here, ‘0’ indicates oil totally free of water and ‘1’ oil
fully saturated by water.
4 (10) ME-C/ME-B/-GI/-LGI
MAN Energy Solutions 199 15 33-6.0
The aw = 0.5 alarm level gives sufficient margin to the satuartion point in order
to avoid free water in the lubricating oil. If the aw = 0.9 alarm level is reached
within a short time after the aw = 0.5 alarm, this may be an indication of a wa-
ter leak into the lubricating oil system.
In doing so, the LWM system can assist the crew in the recognition phase
and help avoid consequential scuffing of the cylinder liner and piston rings.
Signs of oil film breakdown in a cylinder liner will appear by way of increased
and fluctuating temperatures. Therefore, recording a preset max allowable ab-
solute temperature for the individual cylinder or a max allowed deviation from
a calculated average of all sensors will trigger a cylinder liner temperature
alarm.
The LWM system includes two sensors placed in the manoeuvring and ex-
haust side of the liners, near the piston skirt TDC position. The sensors are in-
terfaced to the ship alarm system which monitors the liner temperatures.
For each individual engine, the max and deviation alarm levels are optimised
by monitoring the temperature level of each sensor during normal service op-
18.06 Other Alarm Functions
The temperature data is logged on a PC for one week at least and preferably
for the duration of a round trip for reference of temperature development.
ME-C/ME-B/-GI/-LGI 5 (10)
199 15 33-6.0 MAN Energy Solutions
An Axial Vibration Monitor (AVM) with indication for condition check of the
axial vibration damper and terminals for alarm and slow down ia available as
an option: 4 31 117. It is required for the following engines:
The alarm and slow down system should include the filtration necessary to
prevent the AVM from unintentionally activating the alarm and slow down
functions at torsional vibration resonances, i.e. in the barred speed range, and
when running Astern.
In the low speed range and when running Astern, the alarm and slow down
functions are to be disabled so that the AVM only gives an indication of the vi-
bration level.
The AVM alarm and slow down functions shall be enabled when the engine is
running Ahead and at speeds above the barred range.
To prevent rapid hunting of the engine speed in a slow down situation, a hold-
ing time function has been introduced in order to delay the automatic re-set-
ting of the slow down function.
The specification of the AVM interface to the alarm and slow down system is
available from MAN Energy Solutions Copenhagen.
18.06 Other Alarm Functions
The interval for the liner outlet may be wide, for instance from 70 to 130 de-
gree Celsius. The cooling water outlet temperature is measured by one sensor
for each cylinder liner of the engine.
For monitoring the LDCL cooling water system the following alarm and slow
down functionality must be fulfilled:
6 (10) ME-C/ME-B/-GI/-LGI
MAN Energy Solutions 199 15 33-6.0
The Alarm system must be able, from one common analog sensor, to detect
two alarm limits and two slow down limits as follows:
Fig. 18.06.02: Example of set points versus slow down and alarm limits for
LDCL cooling water system
The load dependent limits must include at least one break point to allow cut-
18.06 Other Alarm Functions
in/-out of the lower limits. The upper limits are fixed limits without breakpoints.
The values of the load dependent limits are defined as a temperature differ-
ence (DT) to actual cooling water temperature (which vary relative to the en-
gine load).
The cooling water temperature is plant dependent and consequently, the ac-
tual values of both upper limits and load dependent limits are defined during
commissioning of the engine.
ME-C/ME-B/-GI/-LGI 7 (10)
199 15 33-6.0 MAN Energy Solutions
On engine plants designed with exhaust gas recirculation (EGR), a sudden in-
crease of energy to the turbocharger(s) will occur if the EGR system trips.
As protection, turbocharger overspeed alarm and non-cancellable shutdown
must be fitted.
The protection applicable for individual engine plant and power management
configurations is summarised in Table 18.06.03.
Engine plant configuration No power management system Engine with WHR or shaft generator
handshake with power management system
handshake
18.06 Other Alarm Functions
Traditional exhaust gas train and tur- No monitoring of turbocharger over- No monitoring of turbocharger over-
bocharger speed speed
Exhaust gas bypass, variable turbo Turbocharger overspeed slowdown Turbocharger overspeed shutdown
charger, power turbine or hybrid tur-
bocharger
8 (10) ME-C/ME-B/-GI/-LGI
MAN Energy Solutions 199 15 33-6.0
Control Devices
The control devices mainly include a position switch (ZS) or a position trans-
mitter (ZT) and solenoid valves (ZV) which are listed in Table 18.06.04 below.
The sensor identification codes are listed in Table 18.07.01.
Tacho/crankshaft position
ZT 4020 Tacho for safety
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanis-
cher Lloyd only
ME-C/ME-B/-GI/-LGI 9 (10)
199 15 33-6.0 MAN Energy Solutions
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
10 (10) ME-C/ME-B/-GI/-LGI
MAN Energy Solutions 198 45 85-1.6
Identification of Instruments
The instruments and sensors are identified by a position number which is
made up of a combination of letters and an identification number.
DS Density switch
DT Density transmitter
E Electrical component
FS Flow switch
FT Flow transmitter
GT Gauging transmitter, index/load transmitter
LI Level indication, local
LS Level switch
LT Level transmitter
PDI Pressure difference indication, local
PDS Pressure difference switch
PDT Pressure difference transmitter
PI Pressure indication, local
PS Pressure switch
PT Pressure transmitter
ST Speed transmitter
TC Thermo couple (NiCr-Ni)
TE Temperature element (Pt 100)
TI Temperature indication, local
TS Temperature switch 18.07 Identification of Instruments
TT Temperature transmitter
VS Viscosity switch
VT Viscosity transmitter
WI Vibration indication, local
WS Vibration switch
WT Vibration transmitter
XC Unclassified control
XS Unclassified switch
XT Unclassified transmitter
ZS Position switch (limit switch)
ZT Position transmitter (proximity sensor)
ZV Position valve (solenoid valve)
Functions
Secondary letters:
A Alarm
C Control
H High
I Indication, remote
L Low
R Recording
S Switching
X Unclassified function
Y Slow down
Z Shut down
Repeated Signals
Signals which are repeated, for example measurements for each cylinder or
turbocharger, are provided with a suffix number indicating the location, ‘1’ for
cylinder 1, etc. 18.07 Identification of Instruments
If redundant sensors are applied for the same measuring point, the suffix is a
letter: A, B, C, etc.
Examples
indicates a local temperature indication (thermometer) in the fuel oil
system.
and indicate two redundant position switches in the
manoeuvring system, A and B, for control of the main starting air valve posi-
tion.
indicates a pressure transmitter located in the control air supply
for remote indication, alarm for low pressure and slow down for low pressure.
078 89 33-9.6.0
19
MAN Energy Solutions
MAN Energy Solutions 198 76 20-3.2
Dispatch Pattern
The dispatch patterns are divided into two classes, see Section 19.03:
A: Short distance transportation and short term storage
B: Overseas or long distance transportation or long term storage.
Spare Parts
Wearing Parts
The consumable spare parts for a certain period are not included in the above
mentioned sets, but can be ordered for the first 1, 2, up to 10 years’ service
of a new engine, option: 4 87 629.
The wearing parts that, based on our service experience, are estimated to be
required, are listed with service hours in Tables 19.08.01 and 19.08.02.
Tools
Tool Panels
Most of the tools are arranged on steel plate pan els, EoD: 4 88 660, see
Section 19.11 ‘Tool Panels’.
It is recommended to place the panels close to the location where the over-
haul is to be carried out.
manufacturer is recommen-
ded, in the phase of intro-
duction of the paint system.
7. EGR-system - Mixing
chamber *)
To be applied after Water
Mist Catcher (WMC) to
Non-return Valve at scav-
enge air reciever. See figure
2 for details.
Optional: EGR paint can be
applied from Air cooler out- Total NDFT 500 -1200 μm Free
let, (reversing chamber).
See figure 2 for details.
8. Purchased equipment and instruments painted in makers colour are acceptable, unless otherwise stated in the
contract:
9. Lifting points: Alkyd paint, resistant to wa- 1 layer Total NDFT Yellow:
Pad eyes, wholes, clamps, ter, lubricants, hydraulic oil 80 ym (my) RAL 1021 MUNSELL 2.5y
threaded wholes, eye and degreaser. 8/14
screws, eye nuts and other
lifting points
All paints must be of good quality. Paints according to builder‘s standard may be
used provided they at least fulfil the above requirements.
The data stated are only to be considered as guidelines. Preparation, number of
coats, film thickness per coat, etc., must be in accordance with the paint manufac-
turer’s specifications.
074 33 57-9.21.0
Dispatch Pattern
Note
The engine supplier is responsible for the nec-
essary lifting tools and lifting instructions for
transportation purposes to the yard. The deliv-
ery extent of lifting tools, ownership and lend/
lease conditions are to be stated in the contract.
(Options: 4 12 120 or 4 12 121)
Engine complete
A2 + B2
A2 + B2 (option 4 12 022 + 4 12 032)
• Top section including cylinder frame complete,
cylinder covers complete, scavenge air re-
ceiver including cooler box and cooler insert,
turbocharger(s), piston complete and galleries
with pipes, HCU units and oil filter
• Bottom section including bedplate complete,
frame box complete, connecting rods, turning
gear, crankshaft complete and galleries
• Remaining parts including stay bolts, chains,
multi-way valves, etc.
Top section
Bottom section
074 27 15-7.0.0a
Fig. 19.03.01: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
Bedplate/crankshaft section
074 27 15-7.0.0b
Fig. 19.03.02: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
074 27 15-7.0.0c
Fig. 19.03.03: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
1 (1)
MAN Energy Solutions 1984612-7.9
Shop Test
The minimum delivery test for MAN B&W two-stroke engines,
EoD: 4 14 001, involves:
Records are to be taken after 15 minutes or after steady conditions have been
reached, whichever is shorter.
Fuel oil analysis is to be presented. All load point measurements are to be car-
ried out on diesel or gas oil.
19.05 Shop Test
EIAPP Certificate
Most marine engines installed on ocean going vessels are required to have an
‘Engine International Air Pollution Prevention’ (EIAPP) Certificate, or similar.
Therefore, a pre-certification survey is to be carried out for all engines accord-
ing to the survey method described in the engine’s NOx Technical File, which
is prepared by the engine manufacturer. For MAN B&W engines, the Unified
Technical File (UTF) format is recommended.
The EIAPP certificate documents that the specific engine meets the interna-
tional NOx emission limitations specified in Regulation 13 of MARPOL Annex
VI. The basic engine ‘Economy running mode’, EoD: 4 06 200, complies with
these limitations.
For further options regarding shop test, see the Extent of Delivery.
19.05 Shop Test
1 (1)
MAN Energy Solutions 198 64 16-2.20
The final scope of spare parts is to be agreed between the owner and engine
builder/yard.
98-60ME/ME-C 1 (3)
198 64 16-2.20 MAN Energy Solutions
1 Base module
1 CPU module
1 Power supervision module
1 Modbus module
1 Digital I/O module (DI, DO, DRO)
1 Analog I/O module
1 Digital I/O module (DI, DO)
1 Combi I/O module (AI/DO) Only GI
1 Trigger sensor for tacho system. Only if trigger ring and no angular encoder
on fore end
1 Marker sensor for tacho system
1 Tacho signal amplifier
1 ID-key
1 Encoder, steel compensator and bearing set
19.06 List of Spare Parts, Unrestricted Service
2 (3) 98-60ME/ME-C
MAN Energy Solutions 198 64 16-2.20
Note: Plate numbers refer to the Instruction Manual containing plates with
spare parts (older three-digit numbers are included for reference)
98-60ME/ME-C 3 (3)
MAN Energy Solutions 198 46 36-7.16
Additional Spares
The final scope of spare parts is to be agreed between the owner and engine
builder/yard.
1 set Cooling water pipes with blocks between liner and cover for 1 cylinder
1 *) Repair kit for LDCL circulation pump
1 *) Repair kit for LDCL three-way control valve *) if fitted
*) if fitted
2 Ball valve
1 Butterfly valve
1 Gaskets for butterfly valve
1 eng Packings for cooling water compensator. Only for S50ME-C8
Wearing Parts
MAN Energy Solutions Service Letter SL-509 pro- The wearing parts expected to be replaced at the
vides Guiding Overhaul Intervals and expected service hours mentioned in the Service Letter are
service life for key engine components. listed in the tables below.
32,000
88,000
48,000
36,000
56,000
84,000
96,000
64,000
60,000
20,000
72,000
80,000
40,000
24,000
12,000
16,000
8,000
Service hours
Description Replace parts
Piston
Soft iron gasket (1 set per cylinder) x x x x x x
Piston crown (1 pc per cylinder) x
O-rings for piston (1 set per cylinder) x
Piston rings (1 set per cylinder) x x x x x x
Piston cleaning ring (1 pc per cylinder) x
Stuffing box
Lamellas (1 set per cylinder) x x x
Top scraper ring (1 pc per cylinder) x x x
O-rings (1 set per cylinder) x x x x x x
Cylinder liner (1 pc per cylinder) x
O-rings for cylinder liner (1 set per cylinder) x
O-rings for cooling water jacket (1 set per cylinder) x
O-rings for cooling water connections (1 set per cyl.) x
Exhaust valve
DuraSpindle (1 pc per cylinder) x
Nimonic spindle (1 pc per cylinder) x
Bottom piece (1 pc per cylinder) x
Piston rings for exhaust valve & oil piston (1 set per cyl.) x
O-rings for bottom piece (1 set per cylinder) x x x x
Fuel valves
Valve nozzle (2 sets per cylinder) x x x x x x
Spindle guide (2 sets per cylinder) x x x x x x
O-ring (2 sets per cylinder) x x x x x x x x x x x x
Spring housings (1 set per cylinder) x
Bearings
Crosshead bearing (1 set per cylinder) x
Crankpin bearing (1 set per cylinder) x
Main bearing (1 set per cylinder) x
Thrust bearing (1 set per engine) x
Cylinder cover (1 pc per cylinder) x
O-rings for cooling water jacket (1 set per cylinder) x x x x
O-ring for starting valve (1 pc per cylinder) x x x x x x x x
32,000
88,000
48,000
36,000
56,000
84,000
96,000
64,000
60,000
20,000
72,000
80,000
40,000
24,000
12,000
16,000
8,000
Service hours
Description Replace parts
Air cooler(s) (1 pc per turbocharger) x x
Chains (1 set per engine) x
Turbocharger(s) *)
Alpha Lubricator
Solenoid valve (1 pc per pump) x x x x
Non-return valve (1 pc per pump piston) x x x x
O-rings (1 set per lubricator) x x x x
Mechanical cylinder lubricator *)
ME Parts
Hydraulic hoses (1 set per engine) x x x
ELFI + ELVA valves, or FIVA (1 pc per cylinder) x
Fuel oil pressure booster (1 pc per cylinder) x
Angle encoder (2 pcs per engine) x
MPC (1 pc per cylinder + 7 pcs) x
MOP A (1 pc per engine) x
MOP B (1 pc per engine) x
CCU amplifier (1 pc per cylinder) x
ACU amplifier (3 pcs per engine) x
LVDT hydraulic pump amplifier (3 pcs per engine) x
LDI hydraulic pump amplifier (3 pcs per engine) x
Proportional valve for main hydraulic pump x x x x
Hydrostatic bearings for main hydraulic pump x x x
Sealings for pressure relief valve for main hydr. pump x x
Static sealing rings for exh. valve actuator (1 pc per cyl.) x x x
Membranes for accumulators on HPS x x x
Membranes for accumulators on HCU x x x
Fuel booster sensor (1 pc per cylinder) x
Exhaust valve sensor (1 pc per cylinder) x
Marker sensor (1 pc per engine) x
Cables (1 set per engine) x
Gear wheel bearings (1 set per engine) x
32,000
88,000
48,000
36,000
56,000
84,000
96,000
64,000
60,000
20,000
72,000
80,000
40,000
24,000
12,000
16,000
8,000
Service hours
Description Replace parts
ME-GI/-LGI Parts
Gas/LFL nozzles (1 set per cylinder) **) x x x x x x
Sealing rings and gaskets for gas/LFL injection
x x x x x x x x x x x x
valves (1 set per cylinder) **)
Sealing rings for arrangement of control oil pipes
x x x x x x x x x x x x
(1 set per cylinder) ***)
1. 3.
2. 4.
4 Piston complete, with piston rod 2,055 ø648 ø260 440 425 3,766
535 20 54-4.3.0
561 66 78-9.0.0
The engine is delivered with all necessary special tools for scheduled maintenance. The extent of the
tools is stated below. Most of the tools are arranged on steel plate panels. It is recommended to place
them close to the location where the overhaul is to be carried out, see Section 19.11.
All measurements are for guidance only.
Crosshead and Connection Rod Tools, MF/SF 21-9022 Turbocharger System Tools, MF/SF 21-9046
1 pcs Tool panel incl. suspension and lifting tools, 1 set Guide rails, air cooler element
protection in crankcase etc.
1 pcs Compensator, dismantling tool
1 pcs Guide shoe extractor
1 pcs Blanking plates
1 pcs Crankpin shell, lifting tool
1 set Air cooler cleaning tool
1 pcs Travelling trolley
Crankshaft and Thrust Bearing Tools, MF/SF 21-9026
1 pcs Tool panel incl. lifting, testing and retaining tools
etc. General Tools, MF/SF 21-9058
1 pcs Lifting tool for crankshaft 1 set Pump for hydraulic jacks incl. hydraulic
accessories
1 pcs Main bearing shell, lifting tool
1 set Working platforms incl. supports
1 pcs Lifting tool for thrust shaft
1 set Set of tackles, trolleys, eye bolts, shackles,
1 set Feeler gauges wire ropes
1 pcs Measuring instrument for Axial Vibration Damper 1 set Instruments incl. mechanical / digital measuring
tools
1 set Hand tools including wrenches, pliers and
spanners
Optional Tools
1 pcs Collar ring for piston
1 pcs Wave cutting machine for cylinder liner
1 pcs Honing tool for cylinder liner
1 pcs Wear ridge milling machine
1 pcs Crankshaft deflection tool (Digital)
1 pcs Digital insertable cylinder wear device
1 pcs Valve seat and spindle grinder
1 pcs Work table for exhaust valve
1 pcs Support for tilting tool
1. 3.
2. 4.
1. 3.
2. 4.
1. 3.
2.
1. 2.
1. 3.
2.
Pos. Description
1 Guide rails, air cooler element
2 Compensator, dismantling tool
3 Blanking plates
1. 2.
Example of a box containing hydraulic jacks for The table indicates the scope and estimated size of
connecting rod and end chocks. boxes for hydraulic jacks.
MF-SF Hydraulic Jacks: Number Size MF-SF Hydraulic Jacks: Number Size
of boxes required of boxes required
21-9410 Cylinder cover 1 2 21-9451 Intermediate shaft
21-9420 Piston crown 21-9452 Camshaft bearing
21-9421 Piston rod 21-9453 Main hydraulic pipe
21-9430 Crosshead 1 1 21-9454 Moment compensa
tor
21-9431 Connecting rod 1 1 21-9460 Exhaust spindle 1 1
21-9432 Crosshead 21-9461 Exhaust valve 1 2
21-9433 Crosshead end 21-9462 Exhaust valve actua
tor
21-9440 Main bearing 1 1 21-9463 HPU block
21-9441 Turning wheel 21-9464 HCU block
21-9442 Turning wheel 21-9470 Fuel pump
21-9443 Chain wheel 21-9480 Stay bolts 1 1
21-9444 AVD 21-9482 Air cooler
21-9445 Segment stopper 1 1 21-9490 Holding down bolts /
End chock
21-9446 Counterweight 21-9491 End Chock
21-9447 Torsion damper
21-9448 Turning gear
Total no of boxes containing hydraulic 9
21-9450 Chain tightener 1 1 jacks
1.
The engine is delivered with a standard package containing the basic fall arrest equipment.
Pos. Description
1 Compulsory package of standard fall arrest
equipment
1.
An optional package containing supplemental fall arrest equipment can be ordered on request.
Pos. Description
1 Supplemental fall arrest equipment, optional package
1. 2.
1. 2.
1. 2.
1.
1.
Standard Tools
The engine is delivered with a comprehensive and extensive set of tools.
These enable normal maintenance work to be carried out.
Special Tools
A wide range of special tools for on-board maintenance are available upon the
customer’s request. The optional tool serve as a supplement to the standard
set of tools specified for each engine. These are available via MAN Energy
Solutions, or directly via our co-operation agreement holders.
Fig. 19.12.02 The insertable tool is available from different makers, starting
from bore size 40
Fig. 19.12.04 The digital measuring tool is available for all engine bore sizes
Fig. 19.12.05 The wear ridge milling machine is available for all engine bore
sizes
Honing Machine
Honing is the best method to remove liner ovality, which cause premature ring
breakage. Honing will also remove liner surface hardening and re-establish a
normal wear rate of a hardened liner.
The honing machine can be used on its own or combined with the wave-cut
machine, see Fig. 19.12.06.
Wave-cut Machine
The purpose of the wave-cut machine is to reestablish the wave-cut pattern
of the cylinder liner wall, which retains oil and facilitates the running-in of new
piston rings. Wave-cutting does not compensate for liner ovality. The wave-
cut machine can be used on its own or combined with honing, see Fig.
19.12.07.
a)
Full body harness, lightweight 1.3 kg. At-
tack point in the back. Easy donning and
adjustment. American
n, European and Russian standards It is
available in three sizes.
19.12 Tools and Special Tools
b)
Mini fall arrest block with steel hook. Ex-
tracted up to 2 m max. gives the flexibil-
ity. Th brake will arrest a free fall within
few inches. Connect it directly to harness
attach point at the hip and hook it to a
safe anchor point. It is designed to avoid
falling and must not be used as.
c)
Working positioning lanyard 2 m, ad-
justable length and a one- hand operated
steel hook. Connect it to harness attack
point at the hip and hook it to a safe an-
chor point. It is designed to avoid falling
and must not be used as.
Fig. 19.12.11 Full body harness (a), mini fall arrest block (b) and working posi-
tioning lanyard (c)
which makes it possible to tilt the piston, hence reducing the required lifting
height of the engine room.
Engines with bore size less than 70 can be ordered with reduced lifting height
in the engine room. Engines with bore size from 70 can receive reduced lifting
height upon special request.
Tilted lift is not allowed for the cylinder liner, but by using the MAN B&W
double jib engine room crane the necessary lifting height is greatly reduced
compared to the single crane standard solution. Lifting screws for the double
jib crane is included in the tool package for reduced lifting height, see Fig.
19.12.13 and 19.12.14.
2270-0460 Tools for reduced lifting height, bore size 50 and below
2270-0460 Tools for reduced lifting height, bore size 60 and above
20
MAN Energy Solutions
MAN Energy Solutions 198 45 88-7.5
Project Guides
For each engine type of MC, ME or ME-B design a ‘Project Guide’ has been
prepared, describing the general technical features of that specific engine
type, and also including some optional features and equipment.
The information is general, and some deviations may appear in a final engine
documentation, depending on the content specified in the contract and on
the individual licensee supplying the engine. The Project Guides comprise an
extension of the general information in the Engine Selection Guide, as well as
specific information on such subjects as:
• Engine Design
• Engine Layout and Load Diagrams, SFOC
• Turbocharger Selection & Exhaust Gas By-pass
• Electricity Production
• Installation Aspects
• List of Capacities: Pumps, Coolers & Exhaust Gas
• Fuel Oil
• Lubricating Oil
• Cylinder Lubrication
• Piston Rod Stuffing Box Drain Oil
• Central Cooling Water System
• Seawater Cooling
• Starting and Control Air
• Scavenge Air
• Exhaust Gas
• Engine Control System
• Vibration Aspects
• Monitoring Systems and Instrumentation
• Dispatch Pattern, Testing, Spares and Tools
• Project Support and Documentation.
20.01 Project Support and Documentation
Extent of Delivery
MAN Energy Solutions' ‘Extent of Delivery’ (EoD) is provided to facilitate nego-
tiations between the yard, the engine maker, consultants and the customer in
specifying the scope of supply for a specific project involving MAN B&W two-
stroke engines.
We provide two different EoDs:
EoD 95-40 ME-C/-GI/-LGI Tier ll Engines
EoD 50-30 ME-B/-GI/-LGI Tier ll Engines
These publications are available in print and at: www.marine.man-es.com -->
Two-Stroke --> Extemt of Delivery (EoD).
Installation Documentation
When a final contract is signed, a complete set of documentation, in the fol-
lowing called ‘Installation Documentation’, will be supplied to the buyer by the
engine maker.
The extent of Installation Documentation is decided by the engine maker and
may vary from order to order.
As an example, for an engine delivered according to MAN Energy Solutions
‘Copenhagen Standard Extent of Delivery’, the Installation Documentation is
divided into the volumes ‘A’ and ‘B’:
• 4 09 602 Volume ‘A’
Mainly comprises general guiding system drawings for the engine room
• 4 09 603 Volume ‘B’
Mainly comprises specific drawings for the main engine itself.
Most of the documentation in volume ‘A’ are similar to those contained in the
respective Project Guides, but the Installation Documentation will only cover
the order-relevant designs.
The engine layout drawings in volume ‘B’ will, in each case, be customised
according to the buyer’s requirements and the engine maker’s production fa-
cilities.
A typical extent of a set of volume ‘A’ and B’ drawings is listed in the follow-
ing.
For questions concerning the actual extent of Installation Documentation,
please contact the engine maker.
Engine-relevant Documentation
Engine Connections
Engine outline
List of flanges/counterflanges
Engine pipe connections
Engine Instrumentation
List of instruments
Connections for electric components
Guidance values automation, engine
Electrical wiring
Turning Gear
Turning gear arrangement
Turning gear, control system
Turning gear, with motor
Spare Parts
List of spare parts
Engine Paint
Specification of paint
Packings
Gaskets, sealings, O-rings
Cylinder Lubrication
Cylinder lubricating oil system
Seawater Cooling
Seawater cooling system
20.04 Installation Documentation
Compressed Air
Starting air system
Scavenge Air
Scavenge air drain system
Exhaust Gas
Exhaust pipes, bracing
Exhaust pipe system, dimensions
Torsiograph Arrangement
Torsiograph arrangement
Instrumentation
Axial vibration monitor
Engine Seating
Profile of engine seating
Epoxy chocks
Alignment screws
Holding-Down Bolts
Holding down bolt
Round nut
Distance pipe
Spherical washer
Spherical nut
Assembly of holding down bolt
Protecting cap
Arrangement of holding down bolts
Side Chocks
Side chocks
Liner for side chocks, starboard
Liner for side chocks, port side
End Chocks
Stud for end chock bolt
End chock
Round nut
Spherical washer, concave
Spherical washer, convex
Assembly of end chock bolt
Liner for end chock
Protecting cap
Power Take-Off
List of capacities
PTO/RCF arrangement,if fitted
Cylinder cover
Cylinder liner
Exhaust valve
Exhaust valve bottom piece
Exhaust valve spindle
Exhaust valve studs
Fuel valve
Main bearing shell
Main bearing studs
Piston complete
Starting valve
Telescope pipe
Thrust block segment
Turbocharger rotor
Material Sheets
MAN Energy Solutions Standard Sheets Nos.:
• S19R
• S45R
• S25Cr1
• S34Cr1R
• C4
Shop Trials
Shop trials, delivery test
Shop trial report
Flushing Procedures
Lubricating oil system cleaning instruction
Tools
Engine Tool
List of tools
Outline dimensions, main tools
List of Tools
Tool panels
Auxiliary Equipment
Ordered auxiliary equipment 20.04 Installation Documentation
Appendix
A
MAN Energy Solutions
MAN Energy Solutions 198 38 66-2.5
Lines connected
Screw joint
End cap
Orifice
Rupture disc
21.00 Symbols for Piping
Siphon
Boss
Pipe Supports
Pipe support, fixation type
Drain pan
Valve Symbols
2-way on-off valve, straight type, general
Safety function, straight type general, inlet / internal side to the left
Breather valve, straight type general, with safety function, e.g. tank
overpressure / vacuum function
Breather valve, angle type general, with safety function, e.g. tank
overpressure / vacuum function
Manual Operators
Manually operated
Mechanical Operators
Mechanically operated, by weight
Electric Drives
Electrical motor
Automatic Operators
Actuator, without indication of type
Electromagnetic actuator
Fail to open
Quick-closing
Quick-opening
Flow Meters
Flow meter, general
Various
Air release valve
Flow straightener
Viewing glass
Silencer
Flow restriction
Dampers
2-way on-off damper, general
21.00 Symbols for Piping
Expansions
Expansion loop
Expansion sleeve
Liquid Pumps
Pump, general
Turbocharger
Filters, Separators
Screen, strainer, general
Cartridge filter, bag filter etc flow direction outside - in, general
Cartridge filter, bag filter etc, flow direction inside - out, general
Heat Exchangers
Heat exchanger, general
Finned tube
Tanks
Open tank, basin
21.00 Symbols for Piping
Closed tank
Accumulator
Gas cylinder
Instrumentation, General
Instrument with two letters, e.g. PI
079 07 70-5.5.1
Fig. A.01.01: Basic symbols for pipe plants according to MAN Energy Solu-
tions